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CHAPTER XIII.

MISCELLANEOUS SUBJECTS.

Railroads Central Pacific Railroad-Western Pacific Railroad-San José Railroad-Sacramento Valley Railroad-Placerville and Sacramento Valley Railroad-California Central Railroad--Yuba Railroad-Northern California Railroad-Various Short Railroads -Railroads Recently Commenced-Railroads Projected-Steamship Lines-Ship Building-Telegraphs-State and County Finances-Gold Product-Fisheries-Immigration -Population-Voters--Races, etc.- Chinese in California-Libraries - Literature, Journalism, etc.-List of California Publications.

RAILROADS.

After a series of years of disastrous delay, during which, though numerous enterprises were planned but few were carried beyond the mere work of projection, the era of active railroad building seems about being inaugurated in California. During the session of the Legislature ending March 30th, 1868, a large number of franchises for laying down railway tracks in different parts of the State, were granted to the various companies applying for the same, the most of whom, it is supposed, will at once proceed with the work of their construction. There are now about three hundred miles of railroad completed and in operation in the State, a very small extent considering the urgent necessities as well as unexampled facilities that exist for making these improvements.

CENTRAL PACIFIC RAILROAD.

This, though not the first entered upon, is the longest, as it is also by far the most important piece of railway yet constructed in the State. The Central Pacific is one of the companies authorized by act of Congress to build a railroad from the Missouri river to the Pacific Ocean, designed to form a part of the road spanning the entire continent. Starting at Sacramento, it is to be pushed eastward until it meets the Union Pacific road, advancing from an opposite direction. This junction, it is supposed, will be a little to the eastward of Salt Lake,

perhaps in the vicinity of Fort Bridger, 917 miles from its western terminus.

Ground on this road was first broke in the year 1863. It is now complete and in running order a distance of 105 miles, carrying it over the Sierra Nevada, the most difficult and expensive part of the route-and across which many parties, inimical to this enterprise, affected to believe it could not be built, or if built that it could not be successfully operated. The completion of this section in the most substantial manner, within a period much shorter than that originally assigned for it, and its successful operation throughout one of the most inclement winters ever known on the mountains, while it attests the energy of the company, and demonstrates the entire feasibility of the route selected, has wholly dissipated these ill founded forebodings.

The heavy and expensive work of carrying their road over the Sierra, at an altitude of 7,242 feet, and of cutting fifteen immense tunnels an aggregate distance of nearly one mile and a half through solid granite, having now been accomplished, this company will find the work of construction hereafter comparatively easy; the greater part of the route lying across a hard, dry and level country, almost entirely free from rocks, trees and other obstructions. With their present working force, over eight thousand men and one thousand mules and horses, it is calculated that they will be able during the dry season to grade the road-bed and lay down track at the rate of about two miles a day until they reach the valley of Great Salt Lake, six hundred miles east of the base of the Sierra, where the level country begins. It is believed that upwards of five hundred miles of the road will be completed by the end of 1868, and the whole distance to Salt Lake by the fall of 1870.

The business of this road has steadily increased from the time it was first opened the gross earnings during the year 1867 having reached as high as $212,000 per month. As it is extended east, commanding the traffic of Nevada and Idaho, and ultimately of Utah and portions of Montana, its business must be largely augmented, until such time as it finally effects a junction with the Union Pacific road, establishing unbroken communication by rail across the continent, when it must at once expand into the most magnificent proportions.

Of such moment did the General Government consider the early completion of a trans-continental railroad, that it was deemed good policy to extend to the several companies undertaking this great work a liberal aid in the shape of loans, grants and franchises. To the Central Pacific Company was granted a money subsidy at the rate of $48,000 per mile on that portion of their road extending eastwardly

from the western base of the Sierra, and $36,000 on the portion west of that point, together with a concession of every alternate section of public land lying within twenty miles on each side of their road, excepting only mineral lands and tracts to which pre-emption and homestead claims had legally attached. The quality of land thus secured to the company is equivalent to twelve thousand eight hundred acres for each mile of road, less the exceptions above mentioned, the timber on the reserved mineral lands being also the property of the company.

The States of California and Nevada have also dealt liberally with this corporation in granting them moneyed aid or important franchises, the former guaranteeing payment of interest at the rate of seven per cent. for twenty years on the company's bonds to the amount of $1,500,000-the city and county of San Francisco having made a free gift to them of $400,000, while several other counties through which their road runs have in like manner aided them by liberal subscriptions to their capital stock.

The immediate available assets of this company for the prosecution of their road have, therefore, been, Government bonds issued at the rates above mentioned on such portion of their work as is already finished—$1,500,000 of their bonds on which the State pays interest, and $400,000 San Francisco bonds already issued to them; their prospective means being, as the work progresses, $48,000 per mile first mortgage bonds, and United States bonds to an equal amount, making an aggregate of $96,000 per mile-almost enough, with the company's tact and prudent management, to defray the cost of grading and laying down the superstructure of their road. In lieu of these munificent gifts and subsidies, of which this company have shown themselves not undeserving, they are bound to transport troops and munitions of war, carry certain mails, and perform other service for the General Government at stipulated rates.

The following figures and data exhibt the earnings and disbursements of the Central Pacific Company during the three months ending September 30th, 1867-ninety-four miles of their road having been operated: Gross earnings, $556, 509.30; operating expenses, $101,620.89; net earnings, $454,888.41.

The ratio of profits, approximating eighty-two per cent. of the gross earnings, is nearly three times as large as those realized by the best leading lines in the United States. The total income of this road for the month of September, 1867, was $200,550; operating expenses, $33,750; income for the following month, $212,000-expenses having

been about the same as for September, showing a large increase of earnings over the earlier part of the year.

This company are now offering a portion of their lands, for which they have patents issued by the Government, for sale on such conditions as entitle them to the attention of immigrants and others in search of eligible places for settlement. Their possessions cover some of the finest lands in the State, whether designed for agricultural or lumbering purposes, their value being greatly enhanced by their proximity to the line of this great thoroughfare, and in many cases also to some of the best mining districts in the country.

The following are the officers of this Company: Leland Stanford, President; C. P. Huntington, Vice President; Mark Hopkins, Treasurer; E. H. Miller, Jr., Secretary; S. S. Montague, Chief Engineer; Charles Crocker, Superintendent; B. B. Crocker, Attorney. Directors: Leland Stanford, C. P. Huntington, A. P. Stanford, Mark Hopkins, E. B. Crocker, E. H. Miller, Jr., and Charles Marsh.

WESTERN PACIFIC RAILROAD.

This company was incorporated in 1862, for building a railroad from the city of San José, via Stockton to Sacramento, where it is to connect with the Central Pacific road. The length of this road is 120 miles, twenty of which, leading eastwardly from San José, is already completed. The iron and rolling stock has all been purchased and landed at San Francisco; and a controlling interest in the capital stock having recently passed into more energetic hands, active operations, for some time delayed, have been resumed upon this work, with every prospect that it will be carried forward to an early completion, thereby establishing railroad communication between Sacramento and San Francisco. The principal officers of this company are the same as of the Central Pacific.

SAN JOSE ROAD.

This railroad, extending between the cities of San Francisco and San José, a distance of fifty miles, was completed in December, 1863, since which time it has been transacting a large, profitable, and steadily increasing business.

SACRAMENTO VALLEY ROAD.

The Sacramento valley railroad, extending from the city of Sacramento to Folsom, twenty and one half miles, was the first work of the kind completed in the State, having been opened for the transaction of business January 1st, 1856. For five or six years its earnings were

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large, until the construction of the Central Pacific road diverted most of the transmontane trade over that route. Since that time its receipts have been much diminished, though its local business is still considerable-more than sufficient to cover cost of repairs and operating.

PLACERVILLE AND SACRAMENTO VALLEY RAILROAD.

This road extends from Folsom, eastwardly, to Shingle Springs, a distance of twenty-six miles, the original intention having been to carry it on to Placerville, nine miles beyond its present eastern terminus. This company being without rolling stock, their road is operated by the Sacramento Valley Company.

CALIFORNIA CENTRAL ROAD.

This road, designed to extend from Folsom to Marysville, a distance of forty-six miles, after having been built in 1860 to the town of Lincoln, twenty-two miles northwest of Folsom, was at that point discontinued. Its earnings, owing to this abrupt termination, were never large, and the company meeting with financial embarrassments, their property has been advertised for sale, to satisfy mortgages resting upon it to the amount of $2,000,000. This road never having been supplied with cars or locomotives, the Central Pacific Company have operated it since its first opening.

YUBA RAILROAD.

This road, intended to run from Lincoln to Marysville, a distance of twenty-four miles, was commenced in 1862, with the expectation that it would be finished the following year. Its progress, however, has since been slow, only sixteen miles, leading northwesterly from Lincoln, having yet been completed. Having recently fallen under a more energetic management, it now seems likely to be finished without further unnecessary delay.

NORTHERN CALIFORNIA ROAD.

This railroad extends from Marysville to Oroville, twenty-nine miles. It has heretofore earned more than sufficient to defray current expenses; and should this be made a link in the projected Oregon road, it might yet prove a paying property to the stockholders. As the country about its northern terminus fills up with settlers, and the mines further back become more fully developed, its earnings will be likely, in any event, to show a steady, if not a very marked increase hereafter. The construction of the contemplated railroad up Feather river, should it be completed, would also greatly enhance the value of this property.

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