Winter 2014

Volume 7, Number 4
Stanislaus
Historical
Quarterly
Winter 2014
Stanislaus County
Founded 1854
An Independent Publication of Stanislaus County History
Stanislaus County Railroads
Continued Early History
Plus: Accidents, Wrecks, and Robberies
Railroads and Stanislaus County
1889-1901
(This article continues from Autumn 2014 SHQ issue)
E
rtz was back in Modesto on April 15, 1892, stating that he
and Bogue had traveled to Bakersfield, discovering that the valley
was “the garden spot of the coast.” He thought for certain that the
railroad line would pass through the Modesto area. He talked about
the surveying that California Midland was doing between Fresno
and Bakersfield, and that once the company had an overview of the
railroad line, then a route will be selected and rights-of-way sought
from the farmers and businesses. Ertz commented that “We shall
encounter no difficulty, for the San Joaquin Valley people are anxious
for another line and will readily grant the enterprise every possible
assistance.”
A California Midland advertisement appeared in the San
Francisco Examiner in May 1892 calling for $7 million in bond
subscriptions to finance construction. The Merced Sun reported
on May 27th that 15 Midland surveyors were in Merced, camped
along Bear Creek. The engineer in charge was Emory Oliver, who
wouldn’t comment on the routes being surveyed. From the visual
evidence, the Sun reporter felt the Midland line would run parallel
with SP’s SJ Valley RR route.
California Midland announced on July 1, 1892 in San
Francisco that $7 million in bond subscriptions had been authorized
by the state, with each bond having a value of $500. Robert R.
Grayson was now the railroad company’s president, with Ertz
remaining as a board member. Ertz was the majority stockholder in
the company and was in the East, with plans to travel to Europe to
seek investors. Thus far the railroad line was only on paper, and
once financed, Grayson told the newspapers, the railroad company’s
detailed plans of routes, terminals, connections, and other logistics
could then be presented.
No Mail Car Mystery
Modestans noticed immediately that the night and morning
SP trains lacked a mail car. The News on July 8, 1892 reported that
many Modestans were concerned that the town might become just
another whistle stop. The newspaper uncovered the mystery,
informing the public that SP decided to use mail pouches for certain
trains. In the case of Modesto and Merced, San Francisco night
mail now went to Fresno first, where it was sorted and dispatched
to the appropriate trains for delivery. Modesto and Merced received
their mail as usual but in closed pouches. The newspaper informed
readers that outgoing mail needed to be at the Modesto Post Office
not later than 7 p.m. daily for train delivery. The News agreed that it
would have been more convenient having a mail car and clerk, but
“the new order of things will work all right when the people get
used to it.” It was suggested that part of the reason was the spate
of train robberies in which mail cars were severely damaged and
their clerks placed in great danger.
Settlers Win
The U.S. General Land Office announced on October 14,
1892 that 40,000 acres belonging to SP were now the property of
settlers. The reason for the stunning change lay with SP’s “defective
filings” at the Land Office. Settlers had long contested SP’s
ownership in the courts, with the government favoring railroad
companies. The News commented that it was “through either the
negligence or incompetence of the Southern Pacific’s Washington
[DC] land attorneys” that the problem arose. Land Office officials
declared that the SP filings were “in a very bad fix, and have been
so for some time past.” In the conflict between settlers and SP near
Visalia, the ruling released 8,200 acres to settlers.
Oakdale to Sonora Line
On February 3, 1893, the Sonora Banner announced that
there was a new proposal for a railroad line from Oakdale to Sonora.
The railroad company’s representatives were scheduled to visit the
area and determine if a railroad line was feasible. The newspaper
commented that “a railroad to Tuolumne is as much needed as a
drink of water to a person dying of thirst, or one perishing from
hunger.” The News reported on June 16, 1893 that Messrs. Dunlap
and Woodside of Oakdale had filed a petition with Stanislaus
County supervisors to grant a railroad company franchise for the
construction and operation of an electric railroad from Oakdale to
Sonora. The two railroad men had also applied for the same in
Tuolumne County. Part of their project was the building of a 75-foot
dam on the Stanislaus River to generate power for their train’s
electrical system. The News commented that if the proposal was
feasible and the line constructed, it would mean the presence of an
efficient hauling service for Sierra minerals and timber.
The failure of the many railroad company proposals
transitioning from paper to actual construction, involving Stanislaus
County, had become discouraging. The News on August 11, 1893,
declared in an editorial:
“We have heretofore whooped it up so often in favor of proposed
railroads to compete with the Southern Pacific monopoly that we
have now grown distrustful of such schemes. Then again, we are at
all times doubtful as to the energy, progress and enterprise of San
Franciscans. San Francisco capitalists have, as a body, done but
precious little for the State at large, or, as for that, even for their own
city. They are a sleepy, selfish set. It is to be hoped that new life,
new blood, or some new element will be behind the new proposed
railroads. The valley and the State needs competing roads, and in
the hands of men who will not sell out to the great octopus [CP].”
In early November 1893, Sonora Independent wanted to
know what happened to the electric railroad proposal of February?
The editor commented that “Not even the faintest whisper has
been received of its progress.” On November 11th, the Oakdale
Leader responded stating it had information that “to us is
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exceedingly gratifying, and in due time, when the plans are in shape,
the facts will be laid before the public. We can safely assure the
Independent that the Oakdale and Sonora electric will be built.”
(But it wasn’t.)
Taxes and Reduced Rates
A newspaper report from Sacramento on January 26, 1894
informed the public that SP paid CP’s back taxes of $278,045, for
1880 through 1885. But it was still delinquent paying an additional
$228,045 in taxes after 1885. The taxes that were received were
divided between the state and counties, with Stanislaus County
receiving a mere $647.75 from the $278,045 payment.
SP announced on March 2, 1894 that it was reducing its
rates for transcontinental passenger travel. The News claimed it
was because of competition with Santa Fe. First class tickets were
available in Modesto at these rates:
Kansas City, one way $20, round trip $35.50
Chicago, one way $32.50, round trip $55.50
St. Louis, one way $27.50, round trip $47.50
Houston, one way $20, round trip $35.50
New York, one way $49, (round trip not given)
Atlanta, one way $42.25, (round trip not given)
Pullman Boycott
In late June 1894, Pullman Company employees went on
strike in response to reduced wages implemented at Pullman
manufacturing plants in Illinois and Delaware. Negotiations between
the American Railway Union and Pullman failed, with the union
calling for a
nationwide
b o y c o t t ,
according to the
News on June 29,
1894. It was
reported that
r a i l r o a d
employees at
Lathrop
and
Oakland refused
to touch the
Pullman cars.
The union was
amalgamation of
numerous
r a i l r o a d
Pullman sleeper car
Web photo
employee
organizations, giving the boycott significant clout. It sent notices
to railroad companies informing them that its employees would
work where Pullman cars weren’t involved.
The editorial that appeared in the News on July 6, 1894
declared there was a third party involved in the boycott, which was
the general public, the great commonwealth, having rights and
protections. In reality, the editor claimed, railroads were quasi-public
institutions, because they were monopolized for the convenience
of public transportation, regulated by the government, and received
Winter 2014
governmental and public subsidies. It asked that for the public’s
safety, convenience, and service, shouldn’t the federal government
with its railroad laws, stop the boycott, make Pullman cars available,
and negotiate forcefully on a compromise between union and
management? The editorial ended with: “It would seem as if the
rights of the people must have a guaranteed protection somewhere.
At least, it is important that public attention should be directed
towards protecting the people’s interests in all such controversies.”
It was announced by American Railway Union on July 19,
1894 that the Pullman boycott had ended, advising its members to
return to work as soon as possible. On July 20th, the first 12:47 p.m.
SP train since June 27th passed through Stanislaus County. Trains
were still being guarded by the military until the possibility of
violence ended. At Merced, a SP train arrived with 12 guards, who
surrounded the train when it stopped. Guards could be seen at the
Modesto’s Tuolumne River railroad bridge.
Politics and Railroad Rates
The year 1894 was an election year, with the Democratic
Party approving a platform plank that stated “California Railroad
Commissioners must make an average reduction of not less than 25
percent in the transportation rates of the Southern Pacific, to reduce
the number of freight classifications one-half, and to give their
whole time to their official duties.” The public was not pleased with
the railroad commissioners, even though they were elected by the
vast majority. A News editorial of October 5, 1894 claimed that:
“Twenty-five percent cut in rates would leave the Southern Pacific
with greater compensation per mile for hauling freight than is secured
by any other great railroad line in the country. The rates for San
Joaquin and Sacramento valleys run from 24 to over 100 percent
above the rates for the same services in Kansas and Nebraska. It
cost more to ship goods from San Francisco to the upper part of the
San Joaquin and Sacramento valleys than it costs to ship the goods
from New York through Panama to San Francisco. The Southern
Pacific Company charged more to ship a carload of raisins from
Fresno to San Francisco than from San Francisco to New York. It
charged more to carry a carload of canned goods from Fresno to
San Francisco than to carry it from Fresno to Chicago. There were
hundreds of instances of inequalities and discrimination.”
Location of Santa Fe Line
The Modesto Board of Trustees met on January 29, 1895
approving a resolution that advocated the placement of the Santa
Fe line through Modesto. It promised to Santa Fe that land for a
depot would be donated; Modestans would purchase bond
subscriptions; and rights-of-way were guaranteed. Even if the
railroad did not come through the city, Modesto supported the
presence of the new competing railroad in Stanislaus County. The
News commented on February 1st, Modestans “all realize that
something must be done to free the valley from the grasp the present
monopoly [SP] has upon it.” The News editorial of February 8th
stated that “absolute harmony and unity of purpose” was needed
to bring about the new competing railroad line. It was important,
the editor declared, that Modesto show unflagging interest in the
railroad, while it was just as important that the “surrounding country
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would organize for the protection and advancement of their own Chief Engineer, W.B. Storey, Jr., would visit Modesto and Merced
material interests in the matter. Remember it is only by organization to study their offers. On April 18th, the Modesto committee informed
and concert of action that any tangible results can be expected.”
the public that it collected $6,500 in bond subscriptions for the
Turlock also sought the Santa Fe line. A meeting was held railroad if its line came through Modesto.
in Turlock on February 5, 1895 of “enthusiastic people,” reported
Storey and other Santa Fe officials avoided visiting
the News. Judge J.L. Brown, P.R. McCabe, and T.B. Draper were Modesto, because the company had decided to run its line some
appointed to a committee that sought rights-of-way for 23 miles of seven miles east of the town. The News editorial on June 7, 1895,
the railroad line. Turlockers agreed to donate property for a depot concerning the railroad’s apparent decision, was one of dejection
on the west side of the city. On February 8th, word came that $1.6 and negativity. It declared that not visiting Modesto was “surely a
million
in
bond
slight that was meant to be
subscriptions had been
intentional.” The editor
raised in San Francisco for
reminded the railroad
Santa Fe line’s construction.
company that their route
On February 15th, Stanislaus
would be transcontinental,
County citizens gathered for
and by avoiding Modesto,
a mass meeting in Modesto
it meant they would not
to support Santa Fe. O.
receive the business from
Henry, President of the First
the industrial center of the
National Bank in Modesto
Stanislaus County. The
and significant landowner,
Santa Fe’s Locomotive Claus Spreckels, named for the company’s
editorial commented that “all
was elected chairman of the
president
Santa Fe photo
the trade centers in this
meeting in which speeches
county
have
been
were given in favor of the new road. C.N. Whitmore of Ceres “urged established, and the new line will have but a limited territory and
Modesto and vicinity to wake up to the advantages to be obtained business. They will find apathy among the people generally.”
by the competing road.” He ended by offering free right-of-way
The News reported on June 14, 1895 that Chief Engineer
across his farmland. W.B. Wood told the attendees that “the railroad Storey had stated recently that there were only two locations for
was the salvation of the San Joaquin Valley” and would link with the Santa Fe line to cross the Tuolumne River, one at Modesto and
the southern transcontinental line. The meeting passed a resolution the other at J.W. Davison’s ranch. Even though this seemed like an
of overwhelming support for the new line. A committee was created opening for Modesto, the Stockton committee that had worked
to seek rights-of-way and to stir support for the new line.
with Santa Fe’s board told the News that the crossing would be at
It was announced on March 1, 1895 that articles of J.W. Davison’s ranch, some seven miles from Modesto. The
incorporation had been approved for the Santa Fe line to be newspaper’s editor remained disgruntled by the railroad’s decision
constructed from San Francisco to Bakersfield, a distance of 350 to bypass Modesto. He wrote:
miles. Of the board members, three were well-known financiers:
Claus Spreckles, John D. Spreckles, and W.F. Whittier. A total amount “There are business centers enough now for the volume of business
of $2.3 million in bond subscriptions had been purchased to finance transacted, and we doubt whether even a warehouse will be erected
construction. Whittier told reporters that many San Joaquin Valley upon the route as at present located. The banks and warehouse
delegations had visited board members in San Francisco, asking companies, who have advanced money to the farmers, will very
for more details of the project. They wanted further information to properly see that the grain goes to the warehouses now erected
use in their bond subscription campaigns. Whittier commented next to the Oakdale branch. This will give the entire business to the
that nothing further could be learned about the project, Southern Pacific railroad.”
recommending that:
“It would be to their interest to stop sending delegates to this city
and to devote their time to enlisting the financial support of all the
people in their respective cities, town and counties in aid of the
road. Let them do as we have done. Let them go to work and receive
subscriptions, rights-of-way and all the other assistance available.
The places which offer the best inducements will unquestionably
be the places through which the road will be built.”
On March 30, 1895, Spreckles and other Santa Fe directors
were in Stockton to accept the city’s $150,000 in bond subscriptions,
rights-of-way, and donated property for a depot and freight yard.
The directors informed Stocktonians that construction would begin
in 60 to 90 days. On April 12th, the News reported that Santa Fe’s
Antagonizing the Competition
On August 8, 1895, H.E. Huntington, President of the Pacific
Improvement Company, a subsidiary of SP, announced that his
company planned to subscribe $1,000 in support of the Santa Fe
line. The great Octopus was antagonizing its rising junior competitor,
with a little morsel of playful gamesmanship. Huntington explained
that the donation would not be direct, but be given “towards the
purchase of terminal facilities at Merced, where the Pacific
Improvement Company had a large tract of land.” Boardrooms across
the state must have lit up from the broad smiles honoring
Huntington’s clever bit of mischief.
Santa Fe and Modesto
The Stockton Mail on August 9, 1895 informed readers
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that the Santa Fe line would cross the Dry Creek at Gomes’ ranch
and the Tuolumne River at the old Empire City location. Rights-ofway were already secured. The Mail commented that Modesto
offered no encouragement to the railroad company, because it had
not been routed through its environs. The Mail editor chided
Modestans “who are of the opinion that it would be worth the extra
trouble and expense to make the road four miles longer so that it
would pass through Modesto.”
A News editorial of August 23, 1895 continued to berate
Santa Fe for bypassing Modesto. The editor claimed that
competition would be brief between SP and Santa Fe, with the latter
company becoming just like former one, because of its presumed
success. At first the competition would bring better service and
lower rates, but the editor reminded readers that the two railroad
companies were controlled by greedy corporate men, whose sole
purpose was profit. The editor lamented, “It is reasonable to expect
that they [Santa Fe] will make all that is possible out of their
investment,” and that governmental controls on railroads have
proven to be weak, and railroad commissioners elected by the
people to regulate railroads, will fall short of their proposed mission.
The editor remarked that the only recourse was to elect the right
governmental representatives to protect the general public from
big corporate power.
California Railroad Commission
There had been a change in California Railroad
Commission’s membership, with the Democratic Party now holding
the majority. A News editorial of August 23, 1895 commented that
the public had waited eight long years for the commission to
“question transportation rates.” Now with the return of the
Democratic Party to the majority, railroad rates would finally receive
an airing. The editor credited “the Democratic Party being the only
political organization that will, when in power, even make an effort
to relieve the people of our valley of unjust extortion by the
transportation corporation of this State.” On September 13th,
Railroad Commissioner Stanton introduced a measure to the
commission to reduce rates for all classes of freight by 25 percent.
It was passed by a vote of two to one, with the Republican member
voting no.
The commission’s rate decrease stirred a quick response.
On October 18, 1895, U.S. Judge McKenna, at the insistence of SP,
issued an injunction against the state’s railroad commissioners to
postpone the 25 percent reduction. The commission’s lawyers
assisted California’s attorney general to fight the injunction. A
preliminary hearing before Judge McKenna was scheduled, with
SP alleging that “changes in such rates were illegal.”
Santa Fe and Oakland Connection
It was reported in the News on November 8, 1895 that
construction of the Santa Fe line had neared Burneyville (Riverbank)
on the Stanislaus River. John Worthington of Oakland won the bid
to construct the bridge at a cost of $40,000. The structure was of a
Howe Truss style and would be 700 feet in length. Thus far, 23
miles of track had been laid from Stockton, but work had been
suspended for a time because of stormy weather.
Winter 2014
The News editor persisted in finding ways to bring the
Santa Fe line to Modesto. He brought to the public’s attention on
November 22, 1895 that the shortest path for the Santa Fe line to
Oakland and San Francisco was through Corral Hollow in the Coast
Range Mountains. This would position the railroad line near the
junction of the San Joaquin and Stanislaus rivers in Stanislaus
County not far from Modesto. Stockton Mail’s editor countered by
declaring the longer route from Stockton through Vallejo to Oakland
was “preferable on account of Stockton’s importance in the matter
of shipping.” The News editor declared that the savings of 30 miles
by routing the line through Corral Hollow cannot be ignored. He
claimed that if Santa Fe doesn’t run its line through that route to
Modesto, then SP “will itself in time will do so.” Taking a jab at
Stockton, the News editor suggested that SP had more than paid its
debt to Stockton’s businessmen and the city, “by taking the Milton
and Oakdale railroad lines off their hands.” This was in reference to
the purchase of the Stockton lines to Milton and the branch to
Oakdale by CP in 1875, which came under the ownership of SP in
1888.
Construction of the Santa Fe line was progressing quickly
according to a newspaper report of February 21, 1896. Trains crossed
the Stanislaus River bridge at Riverbank on February 27th, and by
April 1st, it was projected that tracks would be laid from the Tuolumne
River to the Merced River. The Tuolumne River bridge was in the
midst of being constructed. Contracts were being sought to build
bridges over the Merced, and San Joaquin rivers. Company
President Spreckles commented that it would take$2.5 million in
bond subscriptions to permit Santa Fe to construct tracks 12 miles
south of Fresno.
Subsidiaries and Taxes
It was announced on March 20, 1896 that the U.S. Supreme
Court ruled that subsidiary or franchise railroad companies owned
by CP and its successor SP were required to pay separate state
taxes. Chief Justice Fuller delivered the decision, commenting that
franchise railroad companies existed because they were
incorporated by the state, “and were subject to state laws in respect
to taxation.” Also, “state franchises were never merged into federal
franchises and are as legitimately subject to taxation as the railroad
beds of other companies.” SP argued “their franchises were derived
from the national government as well as state authorities, and were
inseparable.” The U.S Supreme Court disagreed with this contention.
Its ruling would now allow California to tax all railroad company
franchises that were granted by the state, because they were separate
entities and not sheltered under the umbrella of the parent
corporation. Justice Field of the U.S. Supreme Court wrote the
dissenting opinion, in which he claimed “the position taken by the
majority in the opinion was absurd and untenable.”
County Santa Fe Bridges
The News reported March 20, 1896 that the Santa Fe bridge
over Dry Creek was nearly completed. On April 3rd, Engineer
McFarland commented that he wanted the construction rate to be a
mile per day. He predicted that by May 1st trains would be operating
between Stockton and Merced, but the Tuolumne River bridge was
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terminus of the road.” Stetson wanted to know the city’s decision
promptly, because his surveyors were in the field busily plotting a
route.
Modesto’s trustees appointed a 12-member “ways and
means” committee to investigate Stetson’s proposal. The News
article observed that “The passenger traffic into Yosemite Valley is
very large in the summer months, while the practicality inexhaustible
Shipping by Wagon
The high freight rates charged by SP had caused some supply of lumber in the Sierra Nevada’s en route would be a source
farmers to ship by wagon. O. McHenry of Modesto told the News of revenue throughout the entire year.” The newspaper called upon
on April 17, 1896 that he shipped 40,000 sacks of grain to Stockton all citizens to make the terminus a reality. On July 10, 1896, Frank A.
by freight wagons at a great savings and a nice profit for the haulers. Cressey, Chairman of the 12-member committee, commented to the
The article noted that “nearly all of the flour that comes to Modesto newspaper that the $100,000 in bond subscriptions and rights-ofwas hauled by wagon” at a terrific savings, with sacks of flour way could be accomplished. Cressey and Judge A. Hewel were to
meet with the railroad’s directors to discuss the specific terms.
being delivered directly to the merchant’s door.
The News reported on July 31, 1896 that Hewel informed
the directors of the Yosemite Valley & Merced Railway that
Santa Fe Acquisitions
Modesto could not collect the $100,000. The board replied that it
Santa Fe directors informed the public on May 17, 1896
was investigating several towns as locations for its terminus, all
that six more first class
were stops on the SP line. It
passenger coaches were
thought Modesto would be the
ordered, along with eight
best location for a terminus, but
cabooses. The railroad company
it needed the $100,000 to
signed a contract for Pullman
construct the extra 16 miles and
Palace cars, and ten locomotives
suggested financial methods to
were expected to be delivered
gather it. Hewel reported this to
soon. It had already purchased
city trustees, urging them to
150 flatcars and 50 boxcars. On
appoint another committee to
June 10 th, Santa Fe directors
raise the $100,000.
announced that it received $1.9
There was a major
million from subscribers, and
setback in the Yosemite Valley
that the balance of $600,000
& Merced Railway matter. Its
would be paid in two
General Manager Stetson
installments, beginning on
committed suicide. The News
August 1 st. It was felt there
revealed in an August 17, 1896
would be enough money to
Santa Fe Depot in Hughson
article that Stetson had wanted
complete construction to
Hughson History photo
to purchase a significant
Fresno. To run the line further
amount of rails stored at Redondo Beach from Thomas S. Bullock,
south towards Bakersfield, the directors requested state approval
who had some connection with the railway company. Stetson was
for the issuance of $6 million in bond subscriptions.
aggressive in his offers to Bullock to purchase the rails. Bullock
returned from New York, telling San Francisco reporters that the
Yosemite Valley & Merced Railway
day he departed for the East, he and Stetson “parted as best of
Modesto continued to seek railroad lines to come through friends, when he came to see me off.” Bullock said that he gave
the city or to be the terminus. As has been seen, the News supported Stetson a price for the rails and was waiting for an answer when he
every effort and made every attempt to attract attention to the city learned of Stetson’s sudden death.
in its editorials and correspondence. On July 3, 1896, there was
Bullock had been busy seeking support for another
another proposal circulating. This one concerned the Yosemite railroad proposal, which could have involved the rails Stetson
Valley & Merced Railway Company and its construction of an wanted, according to the newspaper. He and a Mr. Loutits, an exelectric railway line from Merced to Yosemite Valley. Albert L. congressman, were developing plans to build a new railroad line
Stetson, General Manager, wrote a letter to the Modesto Board of from Stockton, through Lodi, into the Mother Lode to Jackson and
Trustees, which was printed in the News on July 3, 1896. It was in Mokelumne Hill. Bullock had gone to the East for financial backing.
response to a telegram sent to him by the city trustees, wanting the It was supposed that Stetson knew this and knew he was in
railroad company to consider Modesto as the terminus. Stetson competition for Bullock’s rails. Stetson may have become desperate
explained that Modesto was not in the plans, because it would for the rails and for monetary support to build the railway line.
require 16 miles of extra construction. In answer to the question
On August 14, 1896, Bullock proclaimed to news reporters,
that Modesto be considered for a terminus, Stetson stated that “I stand ready yet. I am still willing to build the Yosemite road. My
should the city donate the cost of a proper terminal and provide offer is open. I came out here from New York originally in connection
$100,000 in bond subscriptions then “we will make Modesto the
taking longer than anticipated because of its length. The 20 miles of
grading to the Merced River was near completion and would take
another 20 days to lay the track over that distance. Railroad President
Spreckles anticipated the line would be completed to Fresno by
July 10th.
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with that railroad from Stockton to the Mother Lode. Then I got into
the Yosemite proposition. Those are two independent propositions.
I stand ready now to carry out one or both of them according to my
original terms.” Modesto committee chairman Frank Cressey
received a letter from Theodore Reichert of the Yosemite Valley &
Merced Railway stating that Modesto’s proposal was being
considered, but board members thought it best to delay its business
for 90 days, because the money market was shaky and the company
needed to recover from Stetson’s tragic death.
Down the Santa Fe Line
In the meantime, the Santa Fe line had been completed to
Fresno on August 14, 1896. Rights-of-way south of Fresno were
being sought, with further construction being halted for now. Now
the freight rate war began in earnest between SP and Santa Fe as
revealed in the News on September 4, 1896. SP Traffic Manager
Moss and Santa Fe officials were slashing rates to outdo each
other. The newspaper commented that if the battle “continues much
longer, both lines will be hauling freight to and from the valley for
nothing.” Moss told news reporters that he didn’t understand why
Santa Fe persisted in cutting rates, with grain freight rates being
well below the norm as it was.
On January 8, 1897, the News reported the Santa Fe line
was nearly to Bakersfield. The railroad company had now turned its
attention to locating a terminus in Oakland, with its engineers
examining the possibilities for a station, yards, and route from their
Stockton terminus.
Washington Politics
In the 1896 election, railroad workers were said to have
voted for McKinley for U.S. president, because the American
economy was weak. They felt McKinley would stabilize the economy
with “sound money.” But the News commented in January 1897
that SP announced a 20 percent reduction in salaries for “station
service employees.” This declared the News editor was giving those
employees “a very unsatisfactory taste of McKinley’s ‘prosperity.’”
SP informed the press that employees were directed not to discuss
publicly the wage reduction. SP knew where to cut in difficult
financial times, because station service employees were non-union,
having no protection if they wanted to strike.
In Washington, D.C., Congress was considering bailout
legislation for the Union Pacific Railroad Company, because it was
wallowing in foreclosure proceedings. Huntington of SP wanted
the same terms for its subsidiary CP, because of its weak financial
status. On January 13, 1897, the News reported that the “Powers
Funding Bill,” or railroad bailout bill, was defeated in the House by
a narrow vote of 108 to 102. California Republican Representative
Grove L. Johnson of the Bay Area’s congressional district scolded
the San Francisco Examiner and San Francisco Mayor Sutro on
the House floor for publicly opposing the funding bill.
Modesto’s Unending Battle
There was more hope for a terminus in Modesto. This time
it was in conjunction with the Oakdale to Sonora railroad line that
was being proposed by T.S. Bullock and S.D. Freshman. The two
railroad men were visiting the area, informing newspapers that the
Winter 2014
Oakdale to Sonora line would be built, as long as the region provided
rights-of-way, station sites, and “other encouragements,” meaning
primarily monetary assistance. The proposal was to be filed with
Stanislaus and Tuolumne county boards for approval. The News
clamored for a Modesto terminus on February 3, 1897, proposing
an extension of the line from Oakdale to Modesto, which would
“provide a direct connection with the main line of the Southern
Pacific.” The editor declared that “the road would mean much to
Modesto and vicinity, and concerted action on the part of our
people at the proper time might accomplish much.”
In the same News issue was an article concerning the
location of Santa Fe’s Bay Area terminus. There was a plan to run
the line from the Stockton terminus, north of Mt. Diablo, through
Martinez and Franklin Canyon, and then parallel with the old
California & Nevada Railroad line of 1884 to Oakland. There would
be a freight service terminal at Point Richmond, while passengers
would continue to Oakland, with the possibility of San Francisco
having the western terminus.
On the heels of this proposal, News editor once again
raised the question of why route the railroad from Stockton to
Oakland over marshy land west of Stockton that wouldn’t provide
a solid railroad bed? The newspaper questioned the wisdom of this
route, when the Corral Hollow route, proposed before, would link
Oakland and Modesto, avoiding special railroad bed preparation
required of the Stockton route. The News asked local citizens to
unite and encourage Santa Fe officials to consider the Modesto
route.
Sierra Railroad Is Launched
During March 1897, Oakdale was a scene of bedlam with
construction beginning on the new Sierra Railwoad Company’s
line, from Oakdale to Sonora. President of the new railroad company
was B.D. Freshman, who commented to the News that everything
was ready. He had signed construction contracts, payments from
bond subscribers, and sufficient stock shares. West Coast
Construction Company won the bid to oversee the railroad line’s
construction as noted in the News on March 26, 1897. During the
following week, the graders arrived; materials were placed on
railroad cars; and the construction train was prepared to travel. On
hand were up to 30 carloads of railroad ties and several more filled
with rails, with more arriving. Accommodations for the workers
were in place, including a cookhouse. There were two large crews
of graders from Moreing and Cowell contracts, having some sixty
horses and scrapers at the ready. The News reported that
construction began promptly the next morning.
Oakland to Modesto
On March 24, 1897, Vice President Watts of Santa Fe told
newspaper reporters that work was beginning on the Santa Fe line
from Oakland to Point Richmond and from there to Stockton. Watts
commented that the railroad line would cross the marshes to
Stockton, because of that city’s “business importance.” This meant
that Modesto had lost the battle in running the line from Oakland
to Stanislaus County. But never-say-die Modestans continued the
fight, causing the Stockton Commercial Association to declare firmly
that Stockton had the right to be Santa Fe’s hub in northern San
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Joaquin Valley, because it was the manufacturing and shipping
center of the area.
Micromanagement
Orders went out from SP management to their station
agents on April 23, 1897 “to report to the minute and second the
time of arrival and departure of all trains at their stations.” Also,
station agents were to telegraph headquarters daily the number of
baggage and mail pouches received and dispatched. The purpose
of these directives, according to SP, was to prevent unnecessary
train delays. It was conjectured though that SP management was
under the impression that its agents weren’t efficient enough,
wanting them to use their time wisely.
Winter 2014
now could travel to Cooper’s by train and board the stagecoach at
that point, saving 20 miles. The News reported on June 25, 1897 that
ten miles of track had been laid east of Cooper’s, but there was a
delay because a trestle of 500 feet needed to be built. Construction
Superintendent Potts commented that “the scenery through this
country is grand, nature’s handiwork, and the engineer’s
accomplishments harmonizing in a magnificent effect along the Sierra
line.”
SP Activity
SP was busy in Modesto constructing an iron railroad
bridge across the Tuolumne River, replacing the old wooden bridge
built in 1871-72. According to the News on June 25, 1897, the new
iron bridge was being built 30 feet west of the wooden one. Once
the bridge was finished, rail traffic would immediately cross on it,
Sierra Railroad’s Progress
The News reported on the “Progress of the Sierra with the old bridge being closed permanently.
The News editor on August 6, 1897 wrote of his
Railwoad,” on May 28, 1897. For the past 25 years, the newspaper
disappointment
when he examined the pages of the new San Joaquin
rarely provided such detailed information as found in this short
Valley
guidebook
produced by SP. The 52-page guide, though
article. Because of this, the
“valuable and instructive,” the
passage bears reprinting here
editor noted, dedicated only 13
in its fullness, even though the
lines to Stanislaus County,
places noted may not be at all
leaving out town names, while
familiar:
only noting the significance of
wheat but nothing about other
“Track has been laid to the
crops.
The
editorial
Scalan place, 13 miles from
complained
that
“every
other
Oakdale and the grading is
county
of
the
valley
had
a
finished to the Rock River
special
write-up
under
proper
Ranch, at which point the
headings.” The idea of the
Cowell camp is now located and
guide was to advertise the
working into the mountains.
attractiveness of the valley,
Erickson’s Camp No. 1 has
appealing to new settlers and
moved to the Smith place, 22
n
businesses, but the editor
miles above Oakdale; Camp No.
claimed SP “blundered in their
2 is in Quigley canyon, about
guide.”
Sierra
Railroad
line
c.
1925
1½ miles above Smith’s and the
Adapted
from
Encyclopedia
of
Western
Railroad
History
illus.
headquarters camp will be at
Into the Mother Lode
Rosasco place, 27 miles from Oakdale.
It was decided that Jamestown would be the eastern
“The rock men are at work both day and night in the mountains, terminus of the Sierra Railroad line. The town gathered $40,000 in
and the bridge builders are now located on the Scanlan place. The bond subscriptions and offered free land for the depot. Trains were
construction crew camp has moved to the Bishop School house. expected to arrive there in six weeks. On October 8, 1897, the News
Poles for the telegraph and telephone lines have arrived and will be provided more details about Jamestown, revealing that the railroad
placed at once and strung with the wires. The first warehouse at the company was to construct a hotel, bank, and sewer system in town.
Emery station is nearly completed by Haslacher & Kahn. The railway The Sierra Railroad line was 42 miles long, from Oakdale to
company expects to receive and discharge freight at Smith’s station Jamestown, costing $800,000. The following stations on the line
on or about June 10th.”
provided stagecoach connections to 31 mountain towns:
Warnerville, Cooperstown, Don Pedro, Chinese Camp, and
The first carload of passengers boarded the Sierra Railroad Jamestown. One stage line crossed the mountains into Mono County.
train on June 10th at Cooper’s Station (Cooperstown), traveling to Sierra Railroad accepted $50,000 in bond subscriptions from W.A.
Oakdale, 19 miles away, and then to San Francisco by various other Neville, who was represented Mother Lode mines of the region.
trains, arriving in the city that night. Sonora area residents were
exhilarated with the prospects of being in San Francisco the same
Santa Fe to Stockton
day or anywhere quickly. It had been the practice of Yosemite
Two contracts were finalized, according to newspaper
visitors to take the train to Milton and then catch a stagecoach accounts for construction of the Santa Fe line from Stockton to
heading south. With the new Sierra Railroad line, Yosemite visitors Oakland. One was to cut a tunnel in Contra Costa County and the
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Stanislaus Historical Quarterly
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other for a long steel viaduct. In Stanislaus County, Santa Fe
President Claus Spreckles was honored with a station being named
for him. It was to be known as Clauston, being some six miles east
of Modesto. The News reported in November 1897 that a $5,000
depot was under construction at Clauston, having modern
conveniences and a nice architectural style.
SP Improvements
Winter 2014
Summersville, a mining town some 15 miles to the east. According
to the News of February 24th, the Summersville extension “passed
near the towns of Stent and Quartz’s Mountain that possessed
some of the richest mines, and were booming and building as in
early days.”
SP and TID
There was some politicking occurring in late February 1899,
concerning Turlock Irrigation District (TID) taxes. The News revealed
on March 3, 1899 that SP owed TID back taxes, with anti-irrigationists
lobbying SP not to pay them. TID’s finances were short, and it
needed SP’s tax money to pay for the contruction of the main canal.
The anti-irrigationists were trying to embarrass TID, showing the
public that it couldn’t pay its construction contracts. SP notified
TID on February 28th that it deposited $7,584 for back TID taxes in
Modesto’s First National Bank, with a bank check coming soon.
All along the SP line, improvements were being made. In
Modesto on November 12, 1897, workers added gravel to the
roadbed and installed new railroad ties. The News commented that
a more substantial and compact foundation had been needed,
because of “fast trains which run now between Lathrop and Fresno.”
When the restoration was completed, “the track will be one of the
best in the state and the fastest trains will be enabled to run over it
without danger, such as SP’s Sunset Limited train.”
SP’s subsidiary CP was
Alcohol and SP
nearing foreclosure, according
to News reports on November
SP announced on April
26, 1897. The federal
28, 1899 that after July 1st it would
government was suing the
no longer serve liquor at its
railroad company for back
restaurants and bars, because
payments on loans to the sum
intoxication on trains was
of $5,324,629. The thrust of the
becoming a problem. The
government’s lawsuit was
newspaper explained that
unclear, because the debt was
excursionists and picnic partiers
enormous and practically
were purchasing liquor for their
impossible to pay. The News
flasks at the railroad facilities. SP
thought the lawsuit was
commented that “After drinking
probably a matter of course in
the contents, a row and quarrel
bankruptcy cases.
was troublesome to the
Sierra Railroad Depot in Jamestown, destroyed by fire in
The new iron SP bridge
passengers and train hands and
1946
Adolph Wolf photo
over the Tuolumne River was
interferes with the efficiency of
nearing completion on December 17, 1897, being built by H. Moore the service.” The ban on liquor was rescinded on July 21st by SP
Bridge Co. for $37,000. The News described the bridge as having directors. According to the News, SP’s General Manager Julius
five solid granite piers with steel tops, heavily constructed, so that Kruttschnitt, who issued the directive banning liquor, had not
trains running at fast, but appropriate speeds, would not affect the received approval from SP’s directors. Loss of SP revenue may
structure’s strength. On December 31st, a special train, with railroad have been the real reason, along with much inside politicking by
officials crossed at 1:43 p.m., pronouncing the new bridge “the the various bands of brothers.
finest in the interior of the state and is modern in every sense.” The
bridge’s toughness was of prime importance, because SP was
Good Investment
beginning to prepare seven new locomotives for service, having
The Sierra Railroad line was complete to Buckhorn Hill
eight wheels and weighing 128,000 lbs. The engines could reach and then extended to Carter’s two miles away. Carter’s served as a
speeds of 90 mph, the News declared, through their enormous terminus, where standard gauge track was switched to narrow
powerful steam engines.
gauge, enabling the line to wind its way through the timber belt.
A year later, a newspaper article of January 5, 1899, reported Lumber was milled at Carter’s, where it was loaded and sent to
that SP was remodeling its locomotives to burn oil instead of coal market down the Sierra Railroad line. In January 1900, Sierra Railroad
to generate steam power. These four SP stations carried the oil officials traveled to Sonora by train and then to Carter’s. In the
supply in sizeable tanks: Point Richmond, Stockton, Fresno, and group were two Charles Crocker family members and T.S. Bulloch,
Bakersfield. The oil came from the railroad company’s Bakerfield’s all investors in Sierra Railroad. The News article of January 26, 1900
oil wells, and should more be needed, SP’s oil wells in southern noted that passenger service was to begin at Carter’s the following
California would be tapped.
week. Oakdale Leader paid this compliment to Sierra Railroad
Sierra Railroad and Extensions
It was reported on January 20, 1899, the that Sierra Railroad line was
being extended from Jamestown to Sonora, with plans to run it to
investors: “The prime-movers in the construction of the Sierra
Railroad have proven themselves to be men of keen business
foresight and will be rewarded by large returns for the capital
invested.”
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Modesto & Yosemite Railway Co.
Another railroad proposal was making news in the county.
This railroad line would run laterally across Stanislaus County, east
to west. The company was the Modesto & Yosemite Railway Co.
which had filed for incorporation, according to the News on May
25, 1900. The line would begin in Oakdale, where it would be linked
to the Sierra Railroad and SP’s eastern line. The proposed line would
depart from Oakdale, running west to Clauston on the Santa Fe line,
then to Modesto, and finally to either Crows Landing or Newman
on SP’s western line. The capital stock of the new company was $1
million, being divided into 10,000 shares. The incorporators and
company officers were all from Stanislaus County, being Jacob
Haslachter, Louis Kahn, and C.T. Tulloch of Oakdale; and J.F.
Tucker, Frank A. Cressey, C.R. Tilson, and George Perley of
Modesto. Officers were: Kahn, President; Tucker, Vice President;
Perley, Secretary; and Cressey, Treasurer. The railroad’s board felt
confident that the standard gauge railroad would commence
construction in the very near future and be completed within one
year. The line had tremendous possibilities in that it connected the
Sierra to the West Side, while having links to state and
transcontinental travel through SP and Santa Fe lines. There were
plans to ultimately have a Bay Area terminus.
Further information appeared about the Modesto &
Yosemite Railway in the News on June 1, 1900. Kahn told the
newspaper that the chief investors were Prince Poniatowski and
George Crocker though they weren’t committed as yet. The Modesto
& Yosemite Railway directors wished that the two potential financers
were heads of the company, stating that they “would secure the
speedy completion of the railway.” Surveyors were expected to
begin plotting the route soon. The News commented that the
county’s land was virtually level, requiring little grading and hence
cost-effective. A list of property owners, who wanted to provide
rights-of-way, had already been developed. There was hope that
ultimately the line would link with the Chicago, Burlington & Quincy
Railroad line now at Ogden, UT.
The News announced on August 31, 1900 that the Modesto
& Yosemite Railway also proposed constructing a line from Sierra
Railroad’s terminus at Carter’s to Hetch-Hetchy, a distance of 75
miles. Capital stock for this venture was set at $1 million. The trains
would remain on the Sierra Railroad line to Carter’s and then link
with Modesto & Yosemite Railway’s proposed line to Hetch Hetchy.
1900 Statistics
In its report of August 1900, the Interstate Commerce
Commission (ICC) released a series of statistics concerning U.S.
railroads. In terms of employees, there were 928,924 in the U.S.,
54,466 more than the previous year. This meant that of every 24
Americans employed in gainful occupations, one was a railroad
employee. The report stated that “the number of railroad employees
was three times the number of lawyers; two-thirds the number of
domestic servants; nearly equal the number of bookkeepers and
clerks in all other trades and industries; and 50 percent more than
the total number of merchants and shopkeepers.”
ICC’s report also revealed that there were 252,364 miles of
railroad in the U.S., being more than half found worldwide. Total
capital assets of U.S. railroads were placed at $11 billion, which was
Winter 2014
“more that the total amount of money in the world or six times the
amount of currency in circulation in the U.S.”
More statistics were reported in the November 2, 1900
issue of the News. This time it was the U.S. 1900 Census. Stanislaus
County had a population of 9,550, which was smaller that its 1890
population of 10,040. Stanislaus County’s landmass was divided
into six townships. This was the1900 population by township areas:
Township
Population
La Grange
Modesto
Newman
Oakdale
Turlock
Waterford
Total
586
2,989
1,760
2,531
946
738
9,550
SP’s Upgrading
It was time to improve the scenery around Modesto’s SP
depot. The News noted in its December 7, 1900 editorial that Modesto
had long lingered in developing the landscape near the depot. SP
was improving its depot areas by grading, cementing walks,
replacing wooden structures, and planting vegetation. The railroad
company did much of improvements but wanted the assistance of
the townships as well. The editorial called upon the board of trade
and all city residents to aid SP in the beautification project. Those
wanting to assist were to contact L.L. Dennett and Dr. A.A. Wood.
Part of the project was “to upgrade the main walk from the depot,
and upon each side place a twelve foot plat of grass and palms. The
side of the railroad’s warehouse was to be covered with ivy and
Virginia creeper. Ultimately, the entire space not needed for the
railroad business will be beautified.”
Modification of locomotives continued from coal to oil
burning systems. A News’ article of February 15, 1901 noted that SP
and Santa Fe were converting 200 locomotives from carrying a
maximum of ten tons of coal to seven tons of oil. Santa Fe reportedly
was burning 30,000 barrels of oil each month to run its locomotives.
SP raised Modesto passenger fares from $2.10 to $3.10,
which was challenged in Modesto’s Superior Court. Judge Bahre
decided against the railroad company and restored the fares to
$2.10, but the California Supreme Court reversed his decision in
May 1901, returning SP’s Modesto rates to $3.10. Modestans who
paid the $3.10, kept their receipts in case the Supreme Court upheld
Bahre’s ruling. If it did, then the receipt holders would be reimbursed
$1 per receipt. The News on May 24, 1910, told ticket holders
disappointingly that their “receipts were worthless.”
SP Advertising the County
This was the period in Stanislaus County history where
large wheat ranches were subdivided into small acreages of 30 or
so, because of irrigation. The railroads were assisting in the frenzy
of attracting new settlers from throughout the U.S. to California.
The railroads provided special rates to excursionists wanting to
buy land and were engaged in an advertising program with the
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Stanislaus Historical Quarterly
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various California communities. One effort was the printing and
distribution of picture postcards that could be sent to potential
buyers by friends, relatives, and others in California. In June 1901,
James Horsburgh, SP’s Assistant General Passenger Agent,
outlined the picture postcard program in a letter that was printed in
newspapers:
“It rests with your Board of Trade to furnish us with all information
concerning the advantages of your locality for settlers and with
Winter 2014
photographs of scenic, agricultural, horticultural and industrial
views, such as will naturally appeal to strangers. The information
will be condensed, the photographs we will reproduced in half
tones, and we will print on mailing cards and send to you in the
quantity desired. The entire expense of engraving and printing will
be borne by us. None should remain on hand longer than sixty
days after they are received. They should be given only to individuals
who will promise to mail them to friends in the East.”
Written by Robert LeRoy Santos
Stanislaus Historical Quarterly
Stanislaus Historical Quarterly is published four times a year, featuring freshly researched articles on Stanislaus
County history. Currently, there is no charge per subscription or individual issues, but readers must notify the
editor to be placed on the mailing list. Ideas for articles or historical information concerning topics of county
history may be sent to the editor. This is a non-profit educational publication. Stanislaus Historical Quarterly
is edited, copyrighted, and published by Robert LeRoy Santos, Alley-Cass Publications, Tel: 209.634.8218.
Email: blsantos@csustan.edu. Ellen Ruth Wine Santos is assistant editor and proofreader.
Front cover photo: Southern Pacific Library Car, Web photo. Back cover photos: Sierra Railroad trains. Top to
bottom: movie-making 1930s, traveling near Cooperstown, approaching loading dock, and ready for water
supply. Source: Rails in the Mother Lode photos
———————— 699 ————————
Railroad Accidents, Fights, and Absolute Danger
Stanislaus County 1872-1901
T
here is an old expression: “You look like you’ve been hit
by a train!” This article features stories about human contact with
the iron monster and the outcome is not pretty. Trains were a novel
experience, sights to behold, and the tip of the technological world
of the time, but they were extremely dangerous to anyone who was
momentarily careless. Train brakemen found that out and so did
nonchalant tramps, playful children, unthinking adults, and the
inebriated lush or celebrant. A perfect maxim is “Don’t fool with or
fool around trains, because the outcome won’t be attractive.” While
researching the topic “Railroads and Stanislaus County,” there
appeared many, many fascinating newspaper accounts of accidents,
wrecks, and robberies involving trains in our area that this writer
felt should be shared with SHQ readership. This article contains
only the human accidents, or the “Annals of Guts and Gore of
Stanislaus County Railroads,” for your exclusive perusal.
Early Experiences
The first local accident involving trains and people was
reported in Stanislaus County Weekly News on September 22, 1872.
A sheep-shearer from San Jose fell from the railroad platform at
Central Pacific Railroad’s (CP) depot in Modesto, breaking a bone
or two, which were set and dressed by Dr. McLean. After being
treated, the iterant shearer boarded the next train rather carefully to
return to his home in San Jose.
The first death locally involving a train, was reported in
the News on March 8, 1878, when a child of 3, Charlie Rost, was
killed while CP employees were pushing a stockcar on the side
track at the Modesto’s railroad yard. Young Charlie had rambled off
to play with other children at the railroad’s stock corrals, where
workers were loading sheep. With the stockcar filled, the men began
pushing it away, when they noticed children playing on the tracks
ahead. The workers warned the children off, with them running to
the back of the stockcar where the men were. It was thought that all
of the children had vacated the front, and they began pushing the
boxcar again, with the forward set of wheels crushing Charlie. The
child died while being carried home, with the scene being a mass of
“confusion of people on the street,” and “the anguish of the
bereaved parents [Mr. and Mrs. A.F. Rosta] was indeed
heartrending,” commented the News.
A young brakeman, Oscar Bonsall, at the Oakdale terminal
lost his footing on October 25, 1878, falling across the track, with
the railroad car running over his leg, crushing it at the knee. He was
taken to Stockton by train, where his leg was amputated, but he
died shortly afterward. In Ceres, on February 20, 1880, there was
another accident while men were pushing a partially filled boxcar
loaded with grain, when Harry Cross, age 11, fell onto the tracks. A
boxcar wheel ran over his left foot and a thigh, crushing his bones
and mangling the flesh. Miraculously Dr. Ray managed to keep the
boy alive and thought that the leg and foot could be saved.
On February 24, 1881, John Green, a CP employee for ten
years in Modesto was hit by a passing train, tossing him forward,
where wheels of a boxcar crushed him. He died immediately, having
had an arm and leg severed, besides having other fatal injuries.
Green was waiting to switch the tracks to allow a train on the side
track to enter the main track. For some reason, he didn’t realize he
was standing on the main track, when the passing train struck him
horribly. He was 55 years old Irishman, quiet, industrious, and
unmarried.
Boys Chasing Trains
A News editorial of April 11, 1884 declared that something
had to be done about boys who swung onto slow moving cars
during their arrival or departure at the depot. The editor angrily
wrote that there should be a law, because their parents weren’t
controlling and punishing them. The editor commented that there
were at least a dozen boys
who met every incoming
train that stopped at the
depot. They catch onto it, he
explained, while it was in
motion, hanging there until
it stops. They did the same
when the train departed
Modesto. It served as a bad
example for younger boys,
he lamented, and railroad
authorities
seemed
powerless to do anything.
Nearly a year later, on March
13, 1885, Modesto trustees
passed an ordinance,
making it a misdemeanor for
Young man chasing a train
Web photo
minors to jump on and off
railroad cars, also to loiter
and play around the depot and parked railroad cars. To avoid arrest
the delinquent boys moved their dangerous game to the evening,
but on the night of June 18th, Modesto policeman McGuinnes
arrested two boys, who were still not obeying. The newspaper
account read:
“McGuinnes spied young Englehart and Cooper, and they spied
him. He had a tough chase of it, but locked them up until about
10:30 a.m. They were charged a small fine this morning and were
badly scared. The officers were determined to stop this practice if
the parents didn’t.”
Vagrants
“Tramps” or “hoboes,” the terms used for the wandering
homeless and penniless vagrants, had become a substantial
nuisance to railroads and railroad towns. They rode in empty
boxcars, sat on top, or even hung on the side, getting a free ride.
Conductors, train officials, and town constables were constantly in
watch for them, demanding that they leave, sometimes using
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Stanislaus Historical Quarterly
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physical force, and at times resorting to gunfire. In railroad towns
and the surrounding countryside, tramps were known to steal most
anything to assist in their daily survival. At times there was violence
among traveling tramps fighting for their turf, with an occasional
death occurring. There were numerous local and state laws against
the vagrants, which were put to continual use by lawmen.
On September 18, 1885, Officer McGuinnes was informed
by a tramp that there were “six of his type” occupying a boxcar on
the sidetrack at the Grange Company’s warehouse. McGuinnes
spied boxcar No. 1,682 and saw that the door was shut, which was
not a railroad practice for parked and empty boxcars. He opened the
door slowly and found six sleeping tramps who he ordered out
immediately. He arrested them, but one disgruntled vagrant “knew
that he had violated the law and was determined not to go to jail,”
noted the News, causing him to resist McGuinnes, who felt
threatened and shot him. His condition or treatment was not
mentioned or provided in a subsequent article.
It was open season for tramps in the minds of many locals,
primarily because of their thieving and annoying penniless state.
They harassed and laughed at them, told jokes and stories about
them. The News took it upon itself to add some “tramp humor” on
December 11, 1885. The story bears repeating to capture the local
insensibility of the era:
“Anyone wishing to obtain a bust of the tramp who performed the
wonderful gymnastic feat of falling from a train, while crossing the
railroad bridge, forty feet below into the mud, can do so by repairing
to the scene of action and taking along a sufficiency of plaster of
Paris. Although it has been some time ago, the impression remains
perfect.”
Saying a Long Goodbye
It was the practice of some to board a train with friends to
say one last goodbye. A few would remain too long, dashing down
the aisle and jumping to the ground as the train was pulling away.
On May 14, 1886 at the Modesto depot, this occurred when a man
and a woman remained too long. The man jumped first from the
train and then ran alongside to catch the woman. She launched
herself into the air, striking the man awkwardly, and landing on her
head, with both of them being dazed but fortunately alive and
uninjured. There was no further information in the newspaper as to
their names or details of their condition. Surprisingly, the newspaper
didn’t wax humorously at what was a very embarrassing act.
Constables and Trains
There were two passenger trains stopped at the Modesto depot at
9 p.m. on January 26, 1888. A conductor, brakeman, and Modesto
constables Carter and O’Connell saw nearly a dozen tramps riding
on top of a car. They captured four, while the others scattered
quickly, but a crowd had gathered at the depot watching the scene,
becoming unruly and harassing the constables for their inhumanity.
The four vagrants were jailed, with two pleading not guilty, while
the other two confessed guilt. The latter two were given suspended
sentences by Judge Whitby, because one was traveling with his
eight-year-old brother. A trial was arranged for the other two, with
witnesses being notified.
Winter 2014
On March 23, 1888, a News editorial commented that the
day before a boy younger than ten was seen chasing a train and
having “a narrow escape from being horribly mangled.” The writer
appealed to all parents to keep their boys away from the railroad
tracks and depot unless they accompanied them. The editor
reminded readers of the local ordinance against such dangerous
activity.
Walden Miner
Readers of SHQ might remember Miner Walden, who was
the subject of the entire Autumn 2012 issue (Vol. 5, No. 3). Walden
had been involved in the annexation of Knights Ferry by Stanislaus
County and was tried for election fraud, perjury, and attempted
murder. Without question, he was one tough and cagey customer.
Walden almost met his match though with the 4:45 p.m. train in
Modesto, according this wonderfully descriptive News story of
March 23, 1888:
“Miner Walden, who attempted to jump onto the 4:45 p.m. train
yesterday while in motion, had a narrow escape from being killed.
On his arm he was carrying an overcoat, while with the other he
caught the platform railing that swung back in such a way causing
him to strike his back on the car, and losing his grip, fell under the
car, about half his body being across the railroad track. With his
presence of mind and quick movement, he sprang out from under
the car wheel, having his clothing grazed. The engine stopped at
the water tank, and Mr. Walden got aboard and went to San
Francisco, none the worse for his narrow escape.”
Shooting Abroad Train
Shooting erupted on the southbound Southern Pacific
(SP) express train that passed through Modesto at 2:42 p.m. on the
April 1st. Conductor Jack Massie had problems with a peddler, James
H. Meyers, who boarded the train at Fresno. Meyers wanted to
purchase a train ticket using a check that he had just stolen from a
Chinese man’s hat. Massie refused to acknowledge the check, which
resulted in a serious argument between the two men. Witnesses
say Massie then struck Meyers sending him to the floor. The News
reported that “The two fought on the platform of the smoking car,
and Meyers tried to draw a pistol. Massie grabbed it out of his
hand and beat him over the head with it. Meyers then ran into the
smoker; Massie followed. The former drew a revolver from his left
hip pocket and shot the conductor three times. The first shot lodged
in the pocket of Massie’s coat directly over the heart, the second in
the right thigh above the knee, and the third and last grazed the
back only.” Fortunately Conductor Massie was not seriously injured,
with the bullet being removed from his knee. Meyers was arrested
and placed in jail for trial.
Construction Disasters
A damage suit of $50,000 was heard in county court on
June 29, 1888 concerning the wrongful death of Michael Dolan. On
September 26, 1887, Dolan was working as a carpenter on SP’s
bridge crossing the Stanislaus River near Ripon, when his head
was crushed between two large timbers, killing him instantly. Dolan’s
brother, Frank, was the administrator of Michael’s trust and was
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Stanislaus Historical Quarterly
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being represented by C.M. Jennings, a San Francisco attorney.
Jennings claimed that “Michael Dolan’s death was caused by gross
and wanton carelessness of the construction force of the railroad
company while repairing the bridge.” The outcome wasn’t noted in
the News.
Injuries to workers on railroad bridges were not uncommon,
with construction being very treacherous at times. On June 29,
1888, William M. Palmer cut his right foot severely, slicing a tendon
and leaving a deep gash, while working on the Tuolumne River SP
bridge in Modesto. He had been using an adz at the time, cutting
large timbers, when the tool slipped striking his foot. City physician
Dr. C.W. Evans attended to Palmer, repairing
the wounds. There was another accident on
the same bridge on July 5 th, once again
requiring the medical assistance of Dr. Evans.
In the afternoon, Lewis Vawter was working
on the bridge’s approach section, when he
slipped and fell 30 feet to the ground. He broke
his right arm at the wrist and had signs of lung
hemorrhage. Dr. Evans set his broken wrist,
and when he saw that the hemorrhaging had
stopped, he sent Vawter to Sacramento’s
railroad hospital for further medical care and
recuperation.
Winter 2014
Constables Carter and J.H. Parker escorted three tramps arrested in
Stockton to Modesto. Two were accused of robbing the Turlock
residence of John Osborn, and the third was the vagrant who
attacked Harbough with a knife.
Fighting Railroad Workers
On August 5, 1888, SP’s Tuolumne River bridge had been
completed, with the workforce moving down the line to Livingston.
Some supplies and equipment were left behind, requiring a
construction crew to ride to Modesto to retrieve the items. While
some of the men were busy working, the others were drinking alcohol.
About 5:30 p.m., when the train was ready
to haul the crew and materials onward to
Livingston, five or six of the men were
intoxicated and began fighting, with it
spreading to the rest of the crew.
Bystanders and some of the sober crew
members were able to put the fighters in a
boxcar, but hostilities continued inside,
with the combatants eventually falling or
jumping out onto the ground. The train’s
engineer thought the crew was in the
boxcar and rang the engine bell to signal
that the train was beginning to move
forward. Fortunately, someone motioned
Warning Signs Posted
for him to stop, which saved some of the
In June 1888, SP posted signs
fighters’ lives from being crushed by the
Brakeman and vagrants battle
American Railway illus.
warning the public not to jump on and off trains
moving train. The men were loaded again
at its depots and railroad yards. SP had
into the boxcar, and this time the door was
suffered too many lawsuits, regarding the practice, with the signs
locked. The brakeman moved the switch to place the train on the
to serve as deterrents and also as evidence in court that the public
main line, but the back wheels of the last car fell off the track. It took
had been warned. An incident at the Modesto depot on August 2,
awhile to place the wheels onto the track, with bystanders and the
1888 proved that warning signs were not heeded by some. The Los
train crew hearing expletives and plenty of noise inside the locked
Angeles express was pulling out of Modesto, when one of its
boxcar. Without question, there was a general melee taking place
passengers tried to jump from the ground onto the outside platform
inside, with the News remarking that “no weapons were in the
of one the passenger cars. He missed his footing while grabbing
possession of the fighters, and their intoxication was so pronounced,
the railing, with the train dragging him for 30 or 40 feet. Fortunately,
no fear was entertained of serous injury being done to each other.
passengers who were standing there caught his arms and pulled
By the time of their arrival in Livingston, undoubtedly many badly
him to safety. The News described it as a narrow escape and that
injured heads and bodies were counted among the casualties.”
“someday the newspaper will chronicle the death of someone who
carelessly attempts to board moving trains.”
Don’t Jump Off
On May 23, 1889, while the train was slowing to stop at
Fighting Tramps
Modesto’s SP depot, a man jumped from the rear platform, landing
On a night freight train, brakeman W.R. Harbough
on the rough terrain, rendering him unconscious and tearing his
discovered three tramps inside a boxcar between Salida and
clothing. His friend, who was on the same platform, exited when the
Modesto at nearly 9 o’clock on August 2, 1888. When the train
train stopped, running to his injured friend. He found him
stopped at Modesto, Harbough told the vagrants to jump off, with
unconscious, with cuts around his head. After reviving him with
one throwing a punch at the brakeman, causing him to strike back.
water and stimulants, the resuscitated man recovered. They had
The riled tramp took out a knife, cutting Harbrough severely on the
been employed at Willis Bledsoe’s ranch and boarded the train at
cheek and nose. The tramps ran, and Harbrough caught a SP train
Turlock. The one who jumped thought the train wasn’t stopping in
to Lathrop for medical attention. For some reason, he wasn’t treated,
Modesto, so in panic he leaped off.
returning to Modesto on a midnight passenger train. He had lost a
On October 11, 1889, laborer Frank Calvert paid a railroad
considerable amount of blood by then. Dr. Evans treated him, with
brakeman 50 cents at Turlock to ride inside an empty boxcar to
Harbough being up and around the next morning wanting to find
Lathrop. When the train reached Modesto at 1 p.m. and was near
his attacker. Modesto’s Constable Carter tracked down one of the
the water tank, Calvert was told by a railroad employee to jump off
tramps, but not the one who knifed Harbough. Two weeks later,
and get on the last boxcar. Wanting to continue to Lathrop, he did
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as he was told. He leaped off, but he landed near the main track as
a southbound passenger train was slowly pulling into the Modesto
depot. The engineer saw the man and signaled with the engine’s
whistle. Calvert appeared not to notice and stood where he was,
being struck on his left side throwing him against a stopped boxcar.
Railroad employees immediately ran to Calvert finding that he was
seriously injured. Dr. Evans was on the scene quickly, finding
Calvert’s spine badly bruised and his “system very much shattered,”
according to the News. He was then carted to the county hospital
aboard Hendee’s express wagon. The injuries appeared to be lifethreatening, but there was no further reports on Calvert’s condition.
He was 33 years old and lived with his wife in Willows, Colusa
County.
Along the Tracks
A former employee at Eugene McCabe’s ranch in Merced
County, H.A. Thompson, was found dead in Turlock at 9 a.m.,
March 21, 1890, by brakeman W.H. Goodwin. He immediately
notified other railroad workers and Station Agent C.J. DeSeda, who
sent for mortician J. Phelps. The evidence indicated that Thompson
had been hit by a train during the night and dragged 400 feet. His
head was mutilated, body badly bruised, and there were signs of
several broken bones. Thompson was 25 years, a native of New
York, and had ended his employment at McCabe’s ranch on March
13th. He had some money, cigarettes, and a memo book in his badly
ripped clothing. He was last seen intoxicated in Turlock that night.
The inquest concluded that “he came to his death by being run
over by the cars by his own carelessness.”
Another body was found at Turlock’s railroad yard on
Sunday at 11 p.m., July 17, 1890. The victim’s name was R.A. Bain,
having it tattooed on his right arm, and was about 40 years of age.
He had been a worker at local ranches and boarded at Eureka Hotel
during the past winter. His current employment was at A.P. Boyd’s
ranch. Bain was last seen intoxicated on Sunday evening, after
concluding some business in Modesto. According to the News,
when he was found “the left arm was cut off at the elbow and his
head badly crushed, from which there were brains protruding.” The
coroner’s inquest concluded that “he met his death by being run
over by a freight train accidentally Sunday night.”
Hazardous Job
A 20 year old SP brakeman, Gilbert Claiborne “Clay”
Garnett, had his legs crushed after falling from the rear of a flatcar
that was being pushed backwards by a locomotive. The accident
occurred in Ceres, at 6 p.m. on September 2, 1890, when Garnett was
jostled from the flatcar and fell onto the track. In desperation, he
tried to escape, but the car’s wheels ran over his two legs, dragging
him until the locomotive stopped. Two fellow railroad workers ran
to Garnett while he was still conscious, telling them it was his fault
and asking them to put his head on the rails and run the car over it.
He knew his condition was desperate. Both leg bones between the
knee and body were severely mangled. Garnett was taken to his
aunt’s house, with Drs. McLean and Evans being quickly
summoned. The physicians determined that the only way to save
his life was to amputate both legs near the body. They operated,
with him dying an hour later. He lived with his aunt, Mrs. G.H.
Winter 2014
Hyslop, because his mother was in poor health and lived in the
East. His brother arrived by the 9 p.m. train, seeing Clay just before
he died.
In Turlock on November 12, 1890 at 9:15 p.m., train
brakeman, Charles H. Bruce, thought something was wrong with
the wheels of a slow rolling freight car. When he investigated, he
found “a man face down and body nearly severed in two, the wheels
having passed over the small
of the back,” according to the
News account. Coroner H.
Lewis held a jury inquest,
finding that Bruce’s coat was
ripped, indicating that when
he tried to climb aboard the
car, his coat became
entangled throwing him
across the tracks and then
was struck by the wheels. His
name was unknown, and his
pockets lacked evidence to
provide clues. He was 35 to
40 years of age, and was last
Brakeman applying brakes to
seen by a witness just fifteen
a boxcar
Web illus.
minutes before the accident
and thought him to be sober. He also was seen two days before in
Turlock looking for work as a brick mason.
Henry M. Drummond and Fred Walters had been workers
at the Rotterdam Colony near Merced for two months. On April 25,
1891 at 10:30 p.m., both men with their blankets were leaving Merced
to find work to the north. An intoxicated Drummond insisted upon
jumping aboard a freight train that began pulling out. He leaped for
the train and landed on the bumper between two freight cars.
Walters then began walking along the tracks towards Modesto,
when about half way between Ceres and the Tuolumne River, at 4
a.m., he saw his friend Drummond terribly mangled and dead. Corner
Phelps reported to the News that “His left side and left leg were
badly lacerated, the bones and flesh being smashed to a jelly.”
Drummond was from New York.
Brakeman Frank Slough was switching freight cars in the
Turlock rail yard on May 31, 1891 at 9:30 a.m., when his new shoes
slipped on the car’s ladder, causing him to fall onto the track. The
wheels ran over his right foot, left leg, and his stomach. He was
transported to a hotel and died there at 12:30 p.m. Slough was 28
years old and from Delaware, Ohio, where his parents lived. Four
fellow workers sat with his coffin until the train arrived to carry it
home.
Troubled Soldier
At 8:45 on the evening of August 25, 1892, U.S. Army
soldier, Richard Frobel, was riding on the back platform of passenger
car, while the train was slowing for a stop at Modesto. A train
brakeman ordered him off the car, causing Frobel to climb the car’s
ladder and position himself on top. The brakeman followed him,
with Frobel standing and then falling off the moving car. He was
found unconscious and injured. Dr. Evans arrived shortly after, and
when Frobel was conscious, he had him transported to the county
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hospital. The soldier was badly shaken, having facial bruises and
cuts. A traveling companion told authorities that he was an army
man, which Frobel denied when questioned, but he possessed
furlough papers that were good until September 27th. They also
found a slingshot on him, which he said was for protection against
“railroad men who would attempt to put him off the cars.”
Winter 2014
being an alcoholic, he drank much of it away. He was heavy set and
had been hospitalized for mental and physical disorders, but he
escaped from the hospital the morning of his death. According to
the inquest, he was most likely intoxicated, and there was evidence
that he had been asleep between the track’s rails when he was
struck.
While crossing Santa Fe Railroad tracks in his horse cart
near Denair, William Halpin, 67, met with a fatal accident when struck
John Henry Couldn’t Hear Very Well
After leaving a New Year’s Eve celebration in Newman, on by a traveling locomotive. He was a cook at Hans Dam’s ranch and
January 1, 1896, John Henry Jones, 51, was struck by the SP’s was returning home from Turlock on November 4, 1900, being killed
Sunset Limited train at 2 a.m. He was killed instantly as he crossed at 5 p.m. The cart was destroyed immediately, while Halpin was
tossed 180 feet in the air. His horse
the tracks. The express bypassed
was flung aside being badly injured
Newman and was cruising at normal
and was humanely put to death.
speed at the time. Jones was
Halpin was killed immediately by the
notoriously hard of hearing and
train engine, which was traveling
normally used an ear trumpet. He was
singularly without railroad cars,
highly respected farmer, a native of
called a “wild engine.” He was a
Missouri, who lived with his wife and
longtime county resident, and
three children on their ranch, seven
because of declining health, he
miles west of town. It was reported
recently spent time at the county
that he tried to cross the tracks ahead
hospital. The inquest exonerated the
of the “flyer,” was hit, and hurled into
engineer from any blame for the
the air some 75 feet and slid for
Risky Resting Spot
accident.
another 40 feet. The sudden impact
Web photo
broke his neck immediately, while
breaking bones and disfiguring him. The newspaper commented,
Suicide
“A gloom has been cast over the entire community in which he
A SP train was part of a suicide death on May 24, 1901 at
resided by the sad death which befell their popular friend.”
11:30 a.m., two miles north of Merced. The only witness was the
engineer, who told the inquest that a well-dressed man jumped
deliberately in front of the train that was running at full speed.
Deadly Push
A witness testified at an inquest that a conductor or a Besides numerous injuries, the deceased man was decapitated and
brakeman pushed his friend off the train while it pulled away from one arm completely severed from his body. There wasn’t anything
the Ceres depot, killing him. The accident occurred on October 10, in the clothing or on the body to identify the victim’s name, place of
1897 at 10:40 p.m. The News report didn’t provide the victim’s name, residence, or workplace.
It was announced on July 19, 1901 that the state legislature
but stated that the man was in town on Sunday intoxicated and was
passed
a
bill that made it a misdemeanor for anyone who was
begging for money. He was arrested by Ceres Officer Davis and
unauthorized
to climb on any part of a train and remain there while
placed in jail overnight. He claimed that he worked as a cook for a
it
was
still
or
moving.
It was referred to as the “Train-jumping Act.”
bridge construction camp near La Grange. The witness stated the
train stopped at the Ceres depot to let passengers off and on, with
tramps hanging on the outside. The deceased joined the other
Casualty Statistics
vagrants, but was ordered off by either the conductor or a brakeman.
The Interstate Commerce Commission released a report
The witness claimed that three tramps left, while the deceased on the number of casualties caused by railroads in the U.S. In 1900,
remained, being pushed off as the train was pulling out. A passenger a total of 7,865 persons were killed, while 50,320 were injured.
car’s wheels cut his legs below the knee, so only shreds of flesh Passenger casualties were: 249 killed and 4,128 injured; casualties
held them on. The left side of his face was bloodied from being for trespassers on railroad property and trains were: 5,066 killed
dragged. He never recovered, dying 25 minutes later. Nothing further and 6,549 injured.
appeared in the newspapers.
Casualties among railroad employees were: Trainmen, 1,396
killed and 17,571 injured; switchmen, flagmen and watchmen, 272
killed and 3,060 injured; other railroad employees, 32 killed and
Casual Death
Fred Charaix, 65, native of France, suffered severe mutilation 10,012 injured. Classified by accident type of railroad employees:
when being struck by a southbound express train engine 10 p.m. 260 were killed and 6,765 injured coupling and uncoupling trains,
on April 18, 1900. The accident occurred one-half mile south of SP’s and 529 were killed and 4,435 injured while falling from trains and
Tuolumne River bridge, with his remains being scattered some 200 engines.
Written by Robert LeRoy Santos
yards. Charaix worked in the local gardens, mostly owned by FrenchAmericans, for the past 20 years. He was a veteran of the FrancoPrussian War and had inherited $15,000 some years before, but
———————— 704 ————————
Mishaps in Stanislaus County Railroading
Derailments, Fires, and Collisions
W
here there are heavy iron trains negotiating tracks, under
varying types of speed, and the human element is involved, there
will be problems and horrendous ones at that. Accidents have
always been the normal fare in railroad operation, especially when
switching tracks or when equipment and parts failed. There were
some significantly woeful wrecks and some minor mishaps, both
requiring repair work and travel delays. This article contains a
number of train wrecks in Stanislaus County that provide insight
into the problems encountered in early train travel in the locality. If
there is a lesson in it all, it might be “nothing ever changes” when
it comes to trains and humanity.
Wandering Team
While railroad cars were being switch at the Central Pacific
Railroad’s (CP) yard in Modesto, a team of horses pulling a wagon
wandered across the tracks about 1 p.m. on August 13, 1874. The
team and wagon belonged to a Mr. Stewart, who was at the nearby
Similar derailment that happened between Oakdale and
Stockton in 1880, where a set of wheels (called a truck)
came loose from a car
Pacific Slope Railroads photo
lumber yard. The horses were left untied, with them leisurely
crossing the track, when a group of moving railroad cars collided
viciously with them and the wagon. The wreck resulted in one
horse being killed and the wagon being completely destroyed from
the impact.
Derailment Danger
Rains in November 1875 caused significant flooding,
resulting in the washing away of CP tracks four miles north of
Merced at three different locations. On November 17, 1875, the
engineer of a north bound train fortunately saw a washout ahead,
stopping before derailing. Word was received in Merced, with
wagons being dispatched to return the train’s passengers, mail,
and freight to the Merced station. It took several days before the
roadbed was restored and the track put back in place.
On January 12, 1877, a southbound mail and passenger
train derailed near Ceres at 9:20 p.m. The engine’s tender, carrying
fuel and water, broke an axle, causing the train to buckle and derail
its many cars. Behind the tender was the baggage car and then a
passenger car carrying 40 Chinese workingmen. Next came the
“Palace” car and several passenger cars. Surprisingly, no injuries
or major train damage was reported. Over 200 feet of track was torn
up, with a wrecking party on hand the next morning repairing the
devastation.
Keyes’ Switch Fire
Further south on the railroad line at Hughes & Keys
Station, also known as “Keys’ Switch” or “Keyes’ Switch,” a
disastrous fire occurred on May 15, 1877, burning a warehouse and
residential dwelling. Fires were a constant concern during the era,
with
them
occurring with
some frequency,
especially where
there were grain
fields, grain
harvesting
equipment, and
warehouses with
stored bales and
sacks of grain.
With this add the
smoking
of
c i g a r s ,
cigarettes, and
pipes; the use of
Boxcar fire possibly set inside by vagrants
kerosene lamps;
during the winter to keep warm
and just the
Web photo
g e n e r a l
carelessness of the times. The San Joaquin Valley was a tender box
ready to explode with destructive fires. Accidental fires were
common, but the fire at Hughes & Keys Station was a case of
arson, with both Gib Reynolds’ house and warehouse igniting
simultaneously. It was estimated that 40 tons of stored wheat was
destroyed, while neighbors rescued another 40 tons. Under Sheriff
Thomas Lane and S. Rogers saw the flames and were able to gather
enough help to contain the fire. The flames burned slowly in the
warehouse, because the wheat kernels were stored in bulk. It was
thought that tramps traveling the rails sought revenge for some
unknown reason.
More Derailments
CP’s express train from Los Angeles was two hours late
arriving in Modesto on August 27, 1880, because someone removed
spikes from a rail near Kingsburg, ten miles south of Fresno. This
was a region of heated settler-railroad conflict, with the foolish
deed undoubtedly performed by a disgruntled settler against CP.
The railroad company was known as “The Octopus,” because its
monopolistic tentacles reached everywhere, gobbling up land and
charging high passenger and freight rates. Fortunately, only one
passenger car was derailed, but it took time to make repairs and
relocate the car onto the tracks. The land was level and the track
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Stanislaus Historical Quarterly
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Winter 2014
line straight, which prevented further damage. The News condemned was chaotic, with the town in a hubbub.
the act vehemently, concluding that “Destroying innocent lives is
not, in this nineteenth century, and in professed Christian
Hogging Around
communities, the generally accepted and approved manner of
It was reported on April 16, 1885 that while the 12 noon
redressing private wrong.”
train was pulling away from Oakdale heading towards Stockton,
Terrific rainfall of December 10, 1880 derailed a freight car the engine somehow ran over a hog on the track. The size of the
and a passenger car at 9 a.m., while the train was traveling from animal was enough to derail the massive engine, which took three
Oakdale to Stockton. The scene of the wreck was near Farmington, hours to return to the track. There was no sign of damage to the
when the last freight car and passenger car, jumped the rails. As the train, but the hog was instantly killed, without anyone hearing a
two cars headed off the roadbed, the front set of wheels (called a squeal. There was plenty of squealing hogs on August 6th at
truck) of the freight car were pulled free from the car’s body, with Modesto’s CP station, when a stockcar loaded with the critters
the two errant cars scraping
derailed while it was being
along the tracks free from the
switched to another track at
rails. The locomotive and the
the railroad’s stock corral.
other six freight cars kept the
During the process of lifting
two derailed cars on course
the car back on the track,
for 100 feet then the two cars
there was ceaseless
uncoupled, causing the
grunting, squealing, and
passenger car to be free,
movement inside the
hurling it downhill from the
derailed car, plus merciless
roadbed, with it nearly keeling
flinging of waste material
on its side. The newspaper
inside and outside. The
account described the
newspaper reported that
mayhem inside the caroming
there was “no material
passenger car:
damage,” except to the
A protruding car hit by a train on the mainline, similar to
frayed nerves of humans
“Everything was confusion
Turlock’s wreck
Pacific Slope Railroads photo
and porkers.
within; the bottom of the car
There was a two
was ripped up by the coming in contact the rails and ties; the seats hour delay of the southbound overland train reaching Modesto in
were overturned and jerked from their fastenings; windows crashed; the evening of March 12, 1886. Just as it was leaving the Lathrop
the water tank was thrown from the pedestal onto a Chinese man; station the train proceeded unexpectedly onto the side track striking
and the stove was overturned. The passengers, five in number, a locomotive parked there. Someone had left the switch open to
were hurled from their seats and tossed, about promiscuously for a the side track. The accident resulted in considerable damage to the
little time.”
two train engines. Another engine was brought online, taking time
to prepare it for the night trip to the south, causing further delay.
Mrs. Cotile of Oakdale was the only passenger injured in
the mishap and that to her leg. The five passengers boarded one of
Noisy Train
the freight cars, riding to Peters, where they were loaded onto a
In Modesto, on the afternoon of March 21, 1886, Hill’s
passenger car that stopped at Stockton. Shortly a special train, “a Ferry stagecoach driver, Charley Hubner, was quietly sitting in the
wrecking train,” was brought to the scene to repair the railroad driver’s seat of his stage, holding onto his horses’ lines. He was
line’s damage and to haul the wrecked cars to the yard in waiting near the depot for the local CP train to stop and discharge
Stockton.
passengers, some who would use his stage. Among Hubner’s team
Turlock Collision
As a northbound overland train was slowing to stop at
Turlock on March 13, 1885 at 5 a.m., its engine struck some freight
cars that were stationary on the side track but projecting out onto
the main track. The collision caused the freewheeling freight cars to
be launched forward on the side track at such speed that they
entered the main track and hit several passenger cars from the
slowing train approaching the station. The damage was
considerable to the passenger cars; two of the freight cars were
derailed; the steam chest (located on the side of locomotives) was
dislodged from the engine; and a significant hole was made in a
trackside water tank. The accident caused several hours of delay,
with the passengers being severely shaken but unhurt. The area
was a young horse, who heard the train coming into the station,
with its whistles, gushing steam, and horrendous noise. The
inexperienced horse panicked and plunged forward, with Hubner
holding the lines tightly to control it, but the pressure busted the
lines, leaving Hubner completely helpless on a runaway stage as it
scrambled down H St. He jumped off, miraculously landing
uninjured, but not so for the stagecoach. It turned the corner on
10th St. and ran immediately into trees along the way. The stage was
in a shambles with its body mangled and wheels broken. Fortunately
only one horse was slightly injured. Hubner repaired the stage,
while his passengers waited to be transported to Hill’s Ferry.
Modesto Action
As the 11:15 a.m. freight train was arriving at Modesto’s
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Stanislaus Historical Quarterly
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CP depot on September 10, 1886, it was misdirected to the side
track, where it crashed into a flat car loaded with lumber. The
locomotive was derailed and then fell sideways, while the flat car
was shoved off the track, being badly damaged with its lumber
being scattered everywhere. The engine was severely disabled,
having a sizeable hole ripped into its cylinder head. Conductor
Joseph Strader and other railroad employees reset the locomotive
on the repaired track and fixed the engine problems. They finished
just before the 2:30 passenger train passed through the station.
A moving locomotive at the Modesto station frightened
Mrs. Frank A. Cressey’s horse, causing it to panic, throwing the
woman to the ground when the buggy jackknifed. This was at 11
a.m. on December 24, 1886. Mrs. Cressey was unconscious for
awhile and was carried to Knowles’ warehouse nearby. Once she
gained consciousness, she was transported to her home on H Street.
Mrs. Frank A. Cressey drove a horse and buggy much
like this, when she had her mishap
Web photo
Dr. McLean told a newspaper reporter that she was conscious, and
there were no broken bones, but she had some injuries that “may
result in dangerous complications.” The News commented that she
had “a legion of friends wishing for her speedy recovery.”
The 2:42 p.m. Southern Pacific (SP now, having purchased
CP) passenger train from San Francisco was an hour overdue in
Modesto on February 24, 1888, because of engine damage. The
train was traveling at top speed near Tracy, when the engine’s right
driving rod fragmented, throwing pieces through the cab window,
fortunately not injuring the engineer but damaging the locomotive’s
instruments. A section of the rod severely impaired the brake system,
causing the train to coast to a stop. The engineer backed the train
up to retrieve parts that had been dislodged from the locomotive,
and then drove it slowly forward to Lathrop, using the other driving
rod. Another locomotive was exchanged for the damaged one, with
the train continuing onward being just an hour late.
Keyes’ Switch Again
On March 16, 1888 at 2 p.m. a special freight train on the SP line
exited on the side track at Keyes’ Switch to allow a passenger train
to pass it. Once it passed, the freight train pulled out onto the main
track, but its caboose derailed entering the line, with it nearly being
demolished. The track was torn up some as well. A repair crew was
called, taking them until midnight to repair the damage. A northbound
overland train was held at Turlock until everything was in order, so
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it could continue its journey.
SP’s overland train heading north on May 4, 1888 was
delayed arriving in Modesto at 7 p.m. A freight train’s tender car
derailed at the side track in Ceres, blocking the overland’s passage.
It took two hours to place the tender back on the track and to repair
track damage. There was another derailment at Keyes’ Switch. This
time it was in the evening of August 16, 1888, when a passing
freight train, heading north, carrying a load of beef cattle was jarred
from the tracks. This was caused when one cow jumped from the
stockcar, falling in between two cars, derailing four cars in the
process. The animal died quickly, while the cars were undamaged,
only needing to be restored to the tracks, so it could continue its
travel.
Morrano Station Massacre
There was a serious train accident at Morrano Station in
San Joaquin County, 14 miles north of Modesto. It occurred at 2
p.m. on September 22, 1889, when a freight train heading south on
the SP line was directed to the side track to allow a northbound
freight train to pass. An inexperienced brakeman forgot to switch
the opening from the side track back to the mainline, resulting in the
moving northbound train to steam onto the side track crashing
head-on into the standing train. There was a massive explosion
when the two mammoth locomotives collided. The engineer and
the brakeman on the side track saw quickly the inevitable collision,
jumping clear just before the wreck occurred, while the engineer in
the moving train jumped also but landed onto a barbed wire fence.
Fortunately, no one was hurt seriously, but both locomotives were
demolished and ten railcars were entirely destroyed. Two stockcars
were carrying
sheep, with 50
being killed, a
large number
maimed, and
more scampering
from the scene.
There was a
freight
car
carrying wool
and two boxcars
loaded
with
wheat. Not only
were there dead
and bloodied
Sheep being unloaded safely from a
sheep
lying
stockcar unlike those in the Morrano
around, spilt
Station wreck
Web photo
wool and wheat
were added to the
gooey mire. The newspaper commented that “with wheat strewn all
around, a carload of wool helped to make the wreckage more
complete.”
Fortunately during this era the telegraph was available
saving countless hours of time and inconvenience. Telegraph
messages were dispatched from the wreck site, requesting help
from SP’s emergency repair crews and their specially equipped
“wrecking train.” Because the damage was so severe, a side track
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was constructed to bypass the destruction that would still take
days to cleanup. The new side track was in place by 8:30 a.m.,
allowing the many delayed trains to pass. At Modesto, trains were
at a standstill waiting for the repairs, with passengers patronizing
the town’s restaurants and stores.
Villainous Sabotage
Purposely sabotaging trains was a villainous, sadistic
deed, and not an uncommon occurrence. An important and harsh
California law was approved on March 31, 1891, addressing the
many crimes against trains. This is the text:
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Keyes’ Switch Fire
Keyes’ Switch seemed to have its share of train wrecks
and fires. Once again there was a fire. Next to the side track were
warehouses storing wheat, awaiting shipment when the prices were
right to sell. In late December 1894, warehouse manager, W.E. Ross,
pushed a burning boxcar from the side track to prevent the fire from
reaching the warehouses. During the winter months, vagrant hobos
were notorious for starting fires inside vacant boxcars to keep warm
in the cold. Those responsible for this fire fled before being
apprehended by Ross.
On January 4, 1895, just before 3 a.m., a boxcar was again
aflame at Keyes’ Switch, but this time it spread to another boxcar
and to a Grange Company warehouse before Ross and others could
stop it. There were 3,000 tons of grain stored in the warehouse. The
“Every person who shall unlawfully throw out a switch, remove a
rail, or place any obstruction on any railroad in the State of California,
with the intention
of derailing any
passenger, freight
or other train, or
who
shall
unlawfully board
any passenger
train with the
intension
of
robbing the same,
or who shall
unlawfully place
any dynamite or
Central Pacific wrecking train used to repair railroad damage and wreckage
other explosive
Southern Pacific photo
material, or any
other obstruction, on the track of any railroad in the state of two boxcars burned quickly, because there was a heavy wind
California, with the intention of blowing up or derailing any fanning the flames, spreading the fire to the warehouse. Ross
passenger, freight or other train, or who shall unlawfully set fire to telegraphed the Grange Company, with 15 men arriving to help fight
any passenger, freight or other train must pass with the intent of the conflagration. Water was hauled from Levi Carter’s ranch just
wrecking said train, upon conviction shall be adjudged guilty of up the tracks, being taken from a large tank used for watering horses
felony, and shall be punished with death or imprisonment in the and mules of passing freight wagons. When the fire simmered it
State prison for life, at the option of the jury trying the case.”
was calculated that 750 tons of grain were destroyed, worth $13,000.
Of the 750 tons, 250 tons belonged to Hiram Hughson, which was
It was announced on June 12, 1891 that SP won a lawsuit not insured, and 150 tons were the property of several small local
in the California Supreme Court when it overturn a jury’s verdict. farmers, which was insured. The building was valued at $2,000,
Mr. Fisher had sustained injuries in a railroad accident near Oakdale with Grange President Garrison not knowing if it had insurance.
and sued SP, with the trial being held in Modesto. The jury awarded Just 100 feet to the north of the burning warehouse was another
Fisher $25,000 as a settlement for his injuries. The railroad company’s Grange warehouse on fire, but the flames were extinguished before
attorneys appealed the decision, with the high court overturning they could take hold and spread.
the verdict, declaring “the damages awarded were unreasonably
large.”
Washouts Near Modesto
Another act of spite against SP occurred at 7 p.m. on
Two weeks later heavy rains struck the region, washing
September 30, 1892 when dynamite exploded on the track as a special out tracks between Modesto and Salida on January 17, 1895. The
freight train passed over it. The bombing took place a mile from junction of the Stanislaus River with the San Joaquin River was at
Tracy on SP’s West Side Railroad line. The locomotive’s front light a massive flood stage, backing up the rushing water to the railroad
shattered as did some glass in its cab where the engineer was tracks near Salida, producing a gigantic lake. The flood water of the
posted. That was all the damage done, while there were no injuries. Stanislaus River, coming from the east, hurled itself against the
An investigation concluded that the bomb was meant for the raised railroad bed. The roadbed had turned into a small dam
overland train to pass later. A local youngster living near the railroad blocking water from the west and also from the east. The churning
line “saw a man sitting on the track at the place where the explosion power of the flooding waters opened gaps in the raised bed, washing
occurred, at 5 o’clock,” according to the News.
away the dirt and gravel that held the tracks. Nothing could be
done on the line until the rains dissipated and the rushing water
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Stanislaus Historical Quarterly
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eased. At the time, there were no culverts that would have diverted
the flood water to flow under the tracks through cemented
underpasses. Men worked for 24 hours placing filled sandbags to
protect the roadbed and restore its foundation. Before long the
track was firm enough to allow passing trains, but trains on the
mainline, coming from the south had encountered washed out tracks
below Turlock, delaying them there.
Construction Train Mishap
While Santa Fe was laying its tracks for its new valley
railroad on January 9, 1896, the construction train had a mishap.
Those in the boarding car were tossed around, causing some
bruising and cuts. The car caught fire, when the cooking stove
overturned and ignited it. Thankfully the fire was extinguished
quickly or the car would have been destroyed and also the ten cars
behind it. This occurred in San Joaquin County just two miles north
of Burneyville (Riverbank) on the Stanislaus River.
Sierra Railroad Incident
A serious accident took place on the Sierra Railway line
just above Paulsell Station on May 31, 1899, when rain softened the
roadbed, loosening the rails. The weight of the train caused the
rails to drift, resulting in the train derailing. It took days to repair the
damage. There were injuries to passengers, with one woman being
knocked unconscious, while others suffered spinal and scalp
wounds. One passenger’s collar bone was broken.
Horrific Collision at Newman
A massive wreck at Newman on SP’s West Side line left
two dead and 11 injured when a passenger train rear-ended a freight
train that was stopped on the main track taking on water. The collision
took place at 2:38 a.m. on July 14, 1899, 300 yards from the Newman
depot. The engineer of the passenger train wasn’t aware that the
freight train was on the mainline, and to compound the issue, the
Newman Station
Web photo
stopped freight train’s red rear light was not lit. Earlier when the
freight train was pulling out of Tracy, heading towards Newman,
the passenger train had just arrived at the station being right on
time. The freight train should have stopped on the side track at
Wesley to fill up with water, but a decision was made to continue to
Newman. In the meantime, the passenger train left Tracy heading
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south to Newman. A brakeman on the freight train saw the light of
the passenger train coming a distance away, causing him to jump
off about a quarter of a mile from where his train stopped for water.
He begin waving his lantern frantically, while providing the
regulation signal for
emergency stopping, but as
the passenger train reached
him, it hurled by at 40 mph,
not braking, having
completely missed the
signal. The passenger train
never saw the parked freight
train, crashing into its rear
car with such force that it
moved the freight train three
railroad car lengths forward.
The freight train didn’t have
its brakes set, but still the
passenger train engine
buried itself under the
freight train’s rear car.
It was a violent and
frightening mishap that left
five freight cars as burnt-out
Proper signal given for a train
shells, with the passenger’s
to stop. The lantern was swung
locomotive “badly shattered
laterally back and forth
and was partially toppled
American Railway illus.
over,” according to the
newspaper account. The engineer and fireman on the passenger
train saw the impending crash and jumped free from the engine.
The passenger train was a special excursion train from St. Louis,
bringing educators to attend the National Teachers’ Association
Convention in Los Angeles. The two women killed and the 11
seriously injured were in the first sleeping car of the train. The
fatalities were from St. Louis, MO and Seneca Falls, NY, while those
injured hailed from Battle Creek, MI; Philadelphia; St. Louis; and
South Dakota. The newspaper account noted that the Newman
voluntary fire department was immediately at the scene, and without
question, saved lives and the destruction of a number of railroad
cars by quickly extinguishing the fires.
Railroad investigators were on the scene quickly, as well
as legal authorities, law enforcement, and railroad company’s
officials, along with legal staffs and detectives. There would be
inquests, court hearings, lawsuits, and a host of other necessary
actions taken to resolve issues of blame, damages, and recompense.
It was announced by SP on July 21, 1899 that the railroad
company discharged Conductor A.E. Allen for allowing the
passenger train to run ahead of time and the Newman Station Agent
E.C. Hartwell for not displaying the proper signal to alert the
oncoming passenger train. The inquest held by the coroner’s jury
found that the 37 year-old victim had suffered a severe concussion
and died of shock. The 62 year-old fatality was killed outright,
having a broken neck. The jury placed the blame on Hartwell for not
sending the correct alert signal and Allen as being “inexperienced
and for that reason incompetent.” The inquest report noted that
there had been a great deal of testimony given by railroad employees
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Stanislaus Historical Quarterly
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involved in the incident, but they were “more desirous of exonerating
themselves of blame rather than testifying candidly.”
Allen told the inquest hearing that his train was running
at 35 or 40 mph while approaching Newman. He blew the train
whistle for orders from the semaphore. Hartwell flashed a white
light, then a red, then a white, then a red, and left it on white flash,
which according to him was the correct signal to stop. Allen did see
the brakeman signaling him with a lantern to stop. He applied the
brakes quickly and
slowed the train
down to 25 mph,
which was the
speed it was
generating when
the
crash
occurred. Allen
did
see
the
semaphore signal
six railroad carlengths before
impact, jumping
free at two carlengths.
His
A major cause of many train wrecks
fireman, S.W.
was the incorrect switching of tracks
Griegh, shut down
from one to the other
the engine when
Anerican Railway photo
Allen leaped and
remained aboard during the crash, miraculously surviving. One
member of the freight train crew told authorities that his train was at
the water tank for just four minutes, had filled the engine tank, and
was removing the water spout at the time of impact. The newspaper
commented that there was much conflicting evidence provided by
the railroad workers. It didn’t take long for lawsuits to be filed by
relatives of the dead, the injured, the railroad employees, and the
various companies involved.
Dos Palos Fatalities
A fatal train mishap occurred near Dos Palos on SP’s West
Side line, when a passenger car’s wheel broke, derailing three Pullman
cars and toppling the engine. The damage was so great that the line
was shut down for a day, with trains being rerouted through
Modesto on the main line. The embankment was so steep that a
temporary side track to bypass the wreck could not be installed.
The accident occurred at 11 a.m. on August 10, 1899, killing both
the train’s engineer and the fireman. They were both from Oakland,
having wives and children. The train’s passengers were
horrendously shaken, but fortunately there were no serious injuries.
In a twist of fate, the killed fireman’s brother had been a train engineer
for SP traveling the same line, being killed years before, when his
engine plowed into a herd of sheep.
Crows Landing Disaster
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side track switch not being repositioned to close it off from the
main track. The wreck occurred when an “extra freight train” was on
the railroad line heading north towards Crows Landing. It was
ordered to take the side track, which it did except five of its freight
cars remained on the mail line. They were uncoupled and left on the
main line to be pushed forward. In the confusion, the track switch
was not reset but left open to send the oncoming freight train onto
the side track. The crash was immediate, sending the speeding
engine with freight cars into the back of the parked freight train.
Fortunately, the engineer and fireman of the oncoming freight train
jumped in time to suffer only minor injuries. If the train had remained
on the main line, it would have crashed into the five parked freight
cars; thus, in either case the “extra freight train” was in for a gigantic
crash.
Besides the railcars and train engine being engulfed in
fire, Simon Newman Company’s warehouse, containing 4,000 sacks
of grain, burned to the ground. The warehouse was worth $1,000
and the grain $5,000, the latter being owned by area farmers. Some
of the burned freight cars contained dried fruit, causing the air to
A frequent train wreck was one train rearending another. This photo is an example of what occurred in
Crows Landing
Pacific Slope Railroads photo
smell of whiskey vapors. The blame was laid at the feet of the crew
of the “extra freight train.” Fortunately, there was no loss of human
life or even serious injury.
Sierra Railroad Wrecks
There were two wrecks on the Sierra Railroad line. One
occurred at Jamestown on October 3, 1899, when a freight train
pulling in from Sonora crashed head on with a train coming from
Oakdale. Fortunately both trains were creeping along, causing very
minor damage. The other accident happened on October 1st, when a
trestle gave way near Cooperstown derailing the train, causing
serious injury to the engineer, fireman, brakeman, and conductor.
Written by Robert LeRoy Santos
Further up the West Side line at Crows Landing, on
September 30, 1899 at 2 a.m., sheep loaded in a stockcar were
killed by a horrendous fire that engulfed 14 fully loaded freight cars
and the engine, destroying everything. It was another case of the
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The Great Ceres Railroad Robbery Attempt
September 3, 1891
Its Place in the Era of San Joaquin Valley’s Train Heists
I
n California train robbery history, there were five
significant heists in the San Joaquin Valley, which were near: Pixley
(February 22, 1889), Goshen (January 24, 1890), Alila (today’s
Earlimart) (February 13, 1891), Ceres (September 3, 1891), and Collis
(today’s Kerman) (August 3, 1892). There were common elements
in them, which led eventually to the apprehension of two brothers
and a friend, who once had business connections in Stanislaus
County, owning a livery stable in Modesto. The Ceres robbery was
the only one north of Fresno, while the other four occurred near
Fresno and southward, mostly around Visalia. All five took place
on Southern Pacific Railroad’s (SP)
main line that ran down the center of
the San Joaquin Valley and connected
to railroad lines throughout California
and the transcontinental routes.
what was the problem, Deputy Constable Ed Bentley of Modesto,
who was a passenger, climbed off the train and began walking
toward the group of men and was immediately shot, but not fatally.
Another passenger, Charles Gubert, was not as fortunate, being
shot and killed when he thought he’d investigate the delay. The
criminals then disappeared into night’s darkness. SP and Wells
Fargo offered $2,000 rewards for the capture and conviction of the
murdering thieves. Lawmen and posses were unable to find the
robbers, believing they headed to the Coast Range Mountains.
Goshen Robbery
The next train robbery took
place near Goshen on January 24, 1890,
with Stanislaus County Weekly News
detailing the heist. The southbound
overland train left Modesto at 11 p.m.,
The public had a beef with SP
reaching Goshen, where two masked
concerning high freight and passenger
men boarded the train armed with
rates, and lands that were given to the
shotguns, accosted the engineer,
railroad company as subsidies for the
commanding that he stopped the train
construction of the railroad lines.
four miles down the track. At 3:30 a.m.
Many settlers were already farming
the train halted, with the bandits
what they thought was their land
ordering the engineer and fireman to the
through purchase or homesteading. A
express car, where the desperados yelled
tragic incident occurred at Muscle
for the messenger to open the door,
Slough near Hanford in 1880, when
which he did. The masked men sacked
seven settlers were shot to death and
the money and valuables. A tramp was
eight badly wounded, when lawmen
standing on the baggage car platform,
went to remove the farmers from what
which rattled them, shooting him fatally.
was considered railroad property.
The train’s brakemen came upon the
There were criminal trials afterward,
scene and were ordered back with
because the settlers had theoretically The map illustrates only the Southern Pacific line
violent oaths. The engineer and fireman
broken the law. Frank Norris published down the San Joaquin Valley. The five locations of
returned to the engine’s cab, with the
a novel about the incident in 1901, the train robberies are noted, and also the hideout
criminals taking their loot, fleeing into
entitled “The Octopus.” The five train near Badger of Sontag and Evans and the location
the night.
robberies were personal and of the Stone Corral shootout Map adapted by RLS
It was thought that the sack
revengeful acts against the giant
contained thousands of dollars in various coins and paper money,
railroad monopoly, SP.
but it was the policy of Wells Fargo never to disclose publicly the
amount. A posse was formed in the morning looking for the men,
“who were believed to be the same parties who robbed the train at
Pixley Robbery
On February 22, 1889, two masked men crawled over the Pixley a year ago,” according to the News. A week later, Constable
top of the tender car (where coal was stored) to the locomotive’s Walker of Traver and his posse arrested three men, who were on an
cab, ordering the engineer to stop two miles from the Pixley Station. island in the King’s River. They were heavily armed, but claimed to
Once halted, the robbers directed the engineer and fireman to climb be local ranchers. They surrendered reluctantly, fearing that they
down from the cab, with the holdup men following. They walked to would be killed, and were jailed in Visalia. They were eventually
the Wells Fargo express car, which contained mail, money freed, because they weren’t the outlaws.
shipments, and valuables. The bandits commanded the messenger
Alila Attempted Robbery
(job title for the attendant) inside, J.R. Kelly, to open the door,
which he did. One robber entered the car, took the gold and silver
Approximately a year later, February 13, 1891, there was
coins, and other money, and jumped to the ground. Wondering another train robbery, this time near Alila (today’s Earlimart) Station.
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Stanislaus Historical Quarterly
—————————————
The south bound passenger train passed through Modesto at 1:46
p.m., and while leaving Alila at 8 p.m. was boarded by two masked
men with shotguns, ordering the engineer to stop down the track
near Delano. According to the News, the engineer and fireman were
commanded to leave the engine’s cab and the four walked to the
express car. Expecting trouble the messenger inside had extinguished
the inside lights. The train robbers demanded he open the door, but
instead the messenger, Haswell, fired through the closed door,
resulting in a shootout, with the fireman being mortally wounded.
Haswell fortunately only received a scalp wound, while his bravery
saved the day for Wells Fargo, causing the desperados to flee this
time without their booty. This attempted robbery was just south of
the Pixley heist, with SP offering a $5,000 reward for the outlaws.
Lawmen were out hunting for the culprits. The News reported a
week later that two men had been arrested, William Dalton and a Mr.
Hickey. Law officers refused access to the suspects for interviews,
but nothing further was reported in regard to their apprehension.
Ceres Attempted Robbery
The fourth attempted train robbery took place south of
Ceres on September 3, 1891 at 8:20 p.m. A Los Angeles express train
passed through Modesto at 8:05 p.m., continuing to Ceres, where it
stopped momentarily. It continued its trip southward, and after a
short distance, two masked men emerged over the top of the tender,
holding their shotguns at the engineer and fireman. They were told
to continue down the track until they were ordered to stop, which
was about a half mile south of town. The robbers forced the engineer
and fireman to exit the engine’s cab. The bandits followed, with all
four walking to the express car, where the messenger was
commanded to open the door. He refused, with the robbers setting
off a stick of dynamite on the door, which blew a hole at the lower
edge and a hole on the bottom of the car. A second stick was lit and
thrown through the opening, but the fuse became detached without
exploding. A third stick was thrown into the car, but it fell back
through the opening and exploded on the ground, without damaging
anything. In the meantime, the very edgy messenger was searching
for an opening to fire his shotgun at the robbers.
Inside a passenger car was SP Detective Len Harris, who
cautiously left the car and crept for 50 yards, positioning himself
behind a fence. He then fired his .44-calibre Smith & Wesson twice,
with the robbers shooting back, wounding Harris in the neck, but
missing his throat. Still he was immobile, but caused enough
distraction for the robbers to order the engineer and firemen back
to the engine, while they disappeared into the night, without their
loot. Detective Harris was brought aboard the train, with it departing
for Merced, arriving an hour late. Telegrams were sent throughout
the area, resulting in lawmen, posses and others searching for the
thieves.
Turlock’s Constable Parker and Deputy Spiers scoured
the countryside, while other lawmen from various locations were
out searching. Because of the darkness, it was difficult to find any
foot or horse tracks. Farmers to the west heard horses traveling
quickly down the country roads, believing there were two or three
riders. At first light, horse tracks were found about 300 feet from the
attempted robbery, angling for Grayson, suspected of crossing the
San Joaquin River, and heading for the Coast Range Mountains.
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Wells, Fargo & Co. and SP offered a $3,000 reward for robbers’
capture and conviction.
Stanislaus County Sheriff Cunningham and a posse headed
towards the Coast Range, while the News noted that “some arrests
were made at different points on the railroad line, but the evidence
against them was very meager.” Fortunately, Detective Harris’
wound was only superficial. He told the press that he had circled
around to where the robbers were, firing at them five or six times.
The bandits located him immediately from the flash of his pistol. He
said if only he had a shotgun, he could have “dropped them for
sure.” Harris was disturbed because as he was leaving the train he
“begged the officers, or anybody, to come with him. None of them
would volunteer, and I went alone.” He believed there were just two
bandits.
The night of the attempted robbery, there was a group
camping on Levi Carter’s land, very near where the incident occurred.
It was about dusk they said, when two men on foot approached
them, asking for a drink of water. The witnesses said they both had
coats draped over their arms, probably concealing weapons. The
taller man talked considerably, while the shorter one remained quiet
except for saying “north” as to where they were traveling. They
were asked later to identify the two men after arrests were made.
Dalton and Dean Arrested
On September 7, 1891, two men, William “Bill” Dalton and
Wiley Dean, were arrested and charged with the attempted Ceres
robbery. Tulare Sheriff Eugene Kay and his Deputy George Witty
(formerly of Modesto) waited for the two men to appear at Maggie
Rucker’s house, five miles south of Traver, just above Goshen.
Sheriff Kay told theTulare
Register reporters in Visalia
how he planned the arrest. He
had theorized that Dalton and
Dean had attempted the
robbery just by reading the
description of the heist.
Instead of traveling to
Stanislaus County, he probed
around at night near Rucker’s
house, looking for signs of
Dalton and Dean. The night of
September 7th, Kay and Witty
disguised themselves and
drove an unknown team of
Notorious Bill Dalton of the
horses with buggy to the
infamous Dalton Gang
house, just as the sun was
Web photo
setting. They wanted to remain
incognito and waited for six hours.
Sheriff Kay next told reporters that they saw the two men
slipping through the weeds, entering Rucker’s house. Kay and
Witty drove up quickly to the front door, jumped out, and went
inside. They found Mrs. Rucker and a girl sitting in the room to
which Kay demanded where the men were. The woman told them
there was no one in the house, which caused Kay to grab the knob
of the rear room’s door, kicking it open. There was Dalton, standing
with his rifle by his side, not expecting the intrusion. Kay said he
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Stanislaus Historical Quarterly
—————————————
then grabbed Dalton by the collar, took the rifle, and threw open his
vest, looking for other arms. As he walked Dalton outside, he heard
Witty yell, “Drop that.” Dean was crouched in a dugout partially
under the house, holding a rifle. Witty had his shotgun pointed
right at Dean, convincing him to discard his rifle and to come out.
With both men arrested and it being dark, Kay thought it best that
they leave quickly to Visalia. They gathered the horses from the
barn, while finding several guns there. Kay was concerned about a
third outlaw hiding in the hay, but he needed to head to Visalia to
put Dalton and Evans behind bars. He sent his deputies to search
the barn when daylight appeared.
Dalton told Kay that he just met Dean that day, but Kay
knew it was a lie, because when Dalton was released from the
Hanford jail under $5,000 bail, for a July train robbery, Dalton was
with Dean at the train station. Dean lived nearby in Lemoore, where
he was a well-known saloonkeeper and a suspected train robber
not only in California but in Arizona. Dalton’s brother Gratton was
in Visalia jail waiting on an appeal to the California Supreme Court
on his conviction for a train robbery near Alila. Bill Dalton was also
a suspect of the Alila robbery, but was out on bail awaiting his
court proceedings.
It was speculated that Dalton and Dean attempted to rob
the train near Ceres to attain bail money for Gratton. At one time,
Bill Dalton told Judge Grey it would take all the militia in the state to
guard Gratton on his trip to San Quentin. Gratton and Bill Dalton
were members of the infamous Dalton family of train and bank
robbers. The other two were Bob and Emmett, who at the time were
being hunted in Oklahoma, only to be trapped in a bank robbery in
Coffeyville, KS, on October 5, 1892, where Bob and Gratton were
killed. Sheriff Kay told reporters that Dalton and Dean were the
robbers, but he refused to say how he knew it. The News commented
that “he speaks authoritatively,” and he was “constantly
complimented by his friends as the boss robber catcher of the
State.”
Without question, there were a number of train robbers in
Kay’s locale, and he knew their methods. The SP line that ran from
Fresno to Bakersfield, with stops along the way, was a good target
for robberies. It was sparsely populated, having fewer witnesses
and less lawmen. Escape routes were available in the mountains to
the east and west.
Wells Fargo Detective J.N. Thacker, who was in Modesto,
received a number of telegrams from Kay, telling News reporters
that “the men arrested were the real culprits.” Thacker and Stanislaus
County Sheriff Purvis boarded a train to Visalia to bring Dalton and
Dean back to Modesto for trial. Since the attempted robbery, Purvis
had his men scouring the county for possible suspects, witnesses,
and evidence. Stanislaus County Deputy Sheriff Waterhouse found
that the outlaws’ horses had been stabled in an abandoned barn,
during the robbery, three miles south of the holdup. This was the
reason the posse failed finding horse tracks. It was felt that there
was a third man involved, one named Middleton, with law
enforcement on watch for him.
An entourage of lawmen and the two suspected robbers
arrived in the afternoon of September 8, 1891 at the Modesto depot.
Besides Dalton and Dean, there were Sheriff Purvis, Sheriff Kay,
and railroad detectives Hume, Lawson, Smith, and Thacker. An
Winter 2014
excited and noisy crowd gathered and watched the holdup men
being escorted to the county jail. Dalton’s wife arrived earlier and
visited with her husband briefly. Then the lawmen met for two
hours at the Ross House with Stanislaus County District Attorney
Fulkerth.
Dalton and Dean were known to a number of people in the
county. Dalton, who was 32 year-old, stood about 5 feet, 8 inches,
smoothed shaven, and had brown hair. He worked in the fields near
Livingston during the present season and was married to the
daughter of S.L. Bliven of Livingston. In 1884, Dean was employed
by E.W. Brush in the wheat harvest near the San Joaquin River in
Stanislaus County. He was six feet tall, slight build, dark complexion,
with a heavy black beard and moustache.
Much of the case against Dalton and Dean was based on
the testimony from the campers, Mr. and Mrs. F.M. Graham, who
were on Levi Carter’s land that night. Graham, his wife, and their
two small children were from Santa Ana, Orange County, and had
camped along the way to Oregon. They were now returning home
after nearly two years of travel. Graham was a barber and about 24
years of age. They would not reveal much to newspaper reporters,
saving their testimony for court. The Grahams did not deny what
had already been printed that Dalton and Dean were the culprits.
Dalton hired his brother Gratton’s attorneys, Breckenridge
and Peck, and also L.J. Maddux to represent him. Dalton maintains
that he just met Dean, and that he can prove he was 80 miles from
Ceres the night of the train robbery. It was believed that Dalton’s
friends from Tulare County would provide him with an alibi. Dean
remained quiet, being represented by Maddux. Lawmen told the
press that they were positive Dalton and Dean were guilty and
possessed enough evidence to prove it. Sheriff informed
newspapers that the Grahams both described Dalton and Dean
before seeing them, and when they saw the men, they immediately
identified them as the two: one was short and the other tall. Nothing
was reported whether or not wounded SP Detective Harris or the
train engineer and fireman were asked to identify Dalton and Dean.
The preliminary hearing was held on September 12, 1891
before Judge Townes, at which Breckinridge of Merced represented
Dalton, Maddux for Dean, and District Attorney Fulkerth for the
people. Fulkerth spoke immediately:
“Upon information he had received since the arrest of the men he
was convinced that no conviction could be had and he moved that
the cases be dismissed. He further believed that after a conference
he had with Sheriff Kay, who had investigated the claims made by
the men in the alibi matter, that the men were not in the county at
the time of the attempted robbery.”
Judge Townes accepted Fulkerth’s statement and
dismissed the charges, ordering Dalton and Dean to be set free.
Dalton was arrested immediately though, because a number of
bondsmen, who had posted the $5,000 bail for him in the Alila
robbery case, withdrew their bonds. Their confidence in Dalton
had diminished when he was arrested for the attempted Ceres
robbery. Dalton’s attorney Breckenridge was livid, declaring that
the railroad detectives had caused the bondsmen to withdraw their
funds.
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Stanislaus Historical Quarterly
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Winter 2014
George, not much younger, both about 30, commonly went by
George Constant. Chris Evans was a native of Ottawa, Canada and
was in his early 40s at the time of the robberies. He was married and
lived on a ranch 25 miles northeast of Visalia. He had operated a
steamboat on Owens Lake, mined in San Luis Obispo County, worked
as a farmhand, and finally was a landowner.
When Evans met John Sontag, he invited him to work on
Why Ceres?
his
ranch.
Sontag had once worked for SP in Fresno and was
SP’s Detective Smith continued tracking down suspects.
seriously
injured
when coupling train cars. His disability caused
In April 29, 1892, the News reported that two men were arrested in
the
railroad
company
to not retain him as an employee, resulting in
the Ceres attempt. One was Ed T. Brown, alias Bill Brown, alias
Sontag seething in bitterness towards
Vaquero Bill, who was apprehended
SP. Evans mortgaged his property in
in Tucson, while the other was
1890 and leased a livery stable in
Charles Belinger, alias Bill Lucas, who
Modesto, where Sontag was a partner.
was found in San Bernardino.
They hired a black livery boy to work
Nothing further was heard
for them. Townspeople naturally grew
concerning their arrests.
to know the two men and their
Who then attempted the
business, not necessarily suspecting
robbery near Ceres? As noted earlier
their villainess bent. On September 3,
there were five significant robberies
1891, the night of the attempted train
in the San Joaquin Valley from 1889
robbery, there was a fire in their livery
to 1892: Pixley, Goshen, Alila
stable, with the livery boy dying in
(Earlimart), Ceres, and Collis
the flames. Later it was suspected that
(Kerman). Four have been presented,
Two photographs of Chris Evans: right photo was
the two killed the boy to silence him,
and the last one was in Collis
weeks after his capture in 1894, and the left was
because he knew of the robbery. A
(Kerman). Ceres stands out, because
taken at Folsom Prison, c. 1911
Web photo
report of the fire mysteriously never
it was 100 to 150 miles north of the
found
ink
in
the
News,
but
the
matter was noted in an interview with
other four train robberies. The other four occurred from Collis south,
Sam
Strauss
in
1930.
He
and
his
brother Max, settled in Turlock and
Collis being west of Fresno, with Pixley and Alila located six miles
operated
a
general
store.
apart, while Goshen was west of Visalia. Since the concentration
Dalton was now without bail and had to return to Visalia
jail, pending his trial on October 5, 1891. Mrs. Dalton and their two
small children, who had been present at the hearing, were able to
have some private time with Dalton before the train arrived. Dean
left on the same train but a free man.
was far to the south of Ceres, why Ceres?
As has been shown Dalton and Dean had worked near
Ceres. Couldn’t the real Ceres robbers have worked in the local area
as well? They would have a feel for Stanislaus County. Upon
inspecting the five train robberies, the robbery process was nearly
exact in each case. The bandits were disguise and gained access to
the engineer and fireman by crawling over the top of the tender car.
They pointed shotguns at them, while they also carried revolvers.
The bandits then ordered the engineer to stop further down the
track. Then the engineer and fireman were ordered off the locomotive
and then followed by the robbers to the express car. The masked
men then shouted to the messenger inside the Wells Fargo express
car to open the door. If denied, then a stick of dynamite was placed
on the door and exploded. Regardless if they blundered the theft or
not, they marched the engineer and fireman back to the engine, and
then fled into the night. Since the Ceres robbery was similar to the
earlier three in the Visalia area, Sheriff Kay felt the bandits came
from there. It made sense to Kay, but he chose the wrong pair of
outlaws. How about John Sontag and Chris Evans, the infamous
two, from the Visalia area, who were later subjects of books, songs,
and TV programs? Could they have attempted the Ceres robbery?
Were they familiar with Stanislaus County?
George Constant’s Confession
Sontag and Evans
At this point in the Ceres train robbery story, it is necessary
to jump to October 1893, two years later, and hear the confession of
George Constant, John Sontag’s brother. At the time of the
confession, John was already dead having been shot by lawmen
near Visalia, while Evans lost an arm and an eye in the shootout. He
was arrested shortly thereafter and was in the Visalia jail awaiting
trial. George was incarcerated at Folsom Prison and decided to
confess the criminal deeds of his brother and Evans, along with his
involvement in four SP train robberies in California and two trains
in Minnesota. His testimony was given in the presence of Folsom
Warden Aull, Wells Fargo Detective Hume, and SP Division
Superintendent Wright. It was assumed that the testimony
witnessed by the three men would be provided in his brother’s trial
for whatever reason.
George Constant told the witnesses that he was living in
Mankato, MN, operating a paint shop, when his brother John Sontag
came on a visit from California. Constant hadn’t seen his brother in
ten or so years. He told George that he had robbed two trains in
California (Pixley and Goshen) and was going to rob another near
Ceres, by Modesto. Sontag left in June returning to Modesto and
Evans. Before Sontag’s arrival, Evans sent his wife to Visalia, so
she wouldn’t know of Sontag’s return. Constant stated:
John Sontag was born in Minnesota as John Constant.
His father died shortly after, with his mother marrying a man named
Sontag. John changed his name to John Sontag, while his brother
“They went down and robbed the Ceres train, or rather attempted
to rob it. While they were robbing the train, as near as I know from
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Stanislaus Historical Quarterly
—————————————
what my brother and Chris Evans told me, they threw several
dynamite bombs into the car. In fact, they exhausted their store of
dynamite. During the robbery it seems that someone, who turned
out to be Len Harris of the Southern Pacific, was shooting at them,
and Chris Evans stepped out and made the remark, ‘That man is a
nuisance.’ He watched Len Harris next shot, and the moment Harris
tried, he returned the fire with a load of buckshot and wounded him,
as far as I know. They went back to Modesto, and then the next
night hitched up a team of
grays, and Chris Evans rode
in the buggy to Stockton or
Lathrop with John. Chris
Evans left my brother there
and then walked back to
Modesto. My brother took
the team and drove into
Sacramento, driving about
80 miles, I think. This drive
was made at night. My
brother took the train and
started for Minnesota. He
came back to Mankato and
told me of the failure he had
made in not getting into the
George (Sontag) Constant at
car. I was pretty well
Folsom Prison Web photo
acquainted through the
country back there, and he asked me whether I knew of a good train
to rob. I thought the matter over, and said, ‘Yes, if you want to rob
a train, it would be a pretty good place to rob one near Chicago.’ I
was thinking that Chris Evans was coming back East to rob this
train with him, but as things came around I was asked to join him in
the job. I finally consented to take a hand in it.”
Constant continued his testimony, telling the witnesses
that they robbed a train at Western Union junction, MN, taking in
$4,800 and hid out in Racine. Then the two traveled back to
California, where they met up with Evans. A few months later, Evans
came with the brothers to Minnesota and robbed a train at St.
Peters, but the heist produced nothing, because the messenger
had “secreted the money so well that they got nothing,” according
to Constant. They felt suspected and quickly returned to Visalia,
under different names. Then they planned the Collis train robbery
that occurred on August 3, 1892, in which the three men collected
over $10,000 in gold and silver coins, after using several sticks of
dynamite in the ordeal. There were accomplices that hid the men in
a local school building. A Visalia Sheriff Deputy George Witty,
formerly of Modesto, saw Evans in town the next day, having not
seen him for quite awhile, and then John Sontag appeared, saying
he just arrived from the East. He knew that George Constant had
been a passenger on the train and he was nearby. Witty quickly
arrested Constant and brought him in for questioning. He was met
there by SP Detective Will Smith, with them deciding to arrest John
Sontag and Evans. They arrived at Evans’ house and were met
immediately with gunfire that wounded both Witty and Smith.
Bandits Escape
Evans disclosed later that he didn’t mean to shoot Witty,
Winter 2014
who he knew from Modesto, but wanted Smith dead, because of
his immense hatred towards the railroad company’ s detective. Witty
lived, but he had 40 buckshot wounds that covered his shoulder,
neck, jaw, and cheek, plus a bullet passed through a lung and out of
his body.
The two robbers drove off in Witty’s buggy, coming back
to the barn the next morning where they began harnessing other
horses. More lawmen were there now: Oscar Beaver, W.H. Fox,
Charley Hall, D.G. Overall, Sheriff Cunningham, and SP detective
Thatcher. Beaver called out for them to surrender, then shot twice,
one striking a horse. The desperados returned the fire, wounding
Beaver fatally. Shots were exchanged, with Sontag and Evans
traveling on foot some 12 miles to Harvey Ward’s house, where
they borrowed a cart and horse and headed into the Sierra through
Badger. A massive search was organized, with the bandits being
found on September 14, 1892 in a log cabin at Sampson’s Flat. As
the lawmen approach the cabin, Sontag and Evans opened fire,
killing Andy McGinnis of Modesto and Victor C. Wilson, with J.A.
“Al” Witty (George Witty’s brother) being wounded.
McGinnes had been a bill collector for Sontag and Evans
in Modesto at their livery stable. He also worked in the Stanislaus
County Clerk’s Office, being a competent clerk and bookkeeper. He
was also known as an excellent shot with a gun. At sixteen in Knights
Ferry, McGinnes fatally shot a public school teacher, who had killed
his father in a shooting incident. As a deputy marshal, McGinnes
also shot and killed a tramp, who resisted arrest, but he was
exonerated by a jury. The News reported: “No doubt they [Sontag
and Evans] knew full well his courage and prowess with firearms
and selected him on the first fire as their most dangerous opponent.
He was shot twice, one bullet entering the cheek and the other the
breast.”
Once again, the notorious criminals were able to escape,
while posses combed the region looking for clues to locate their
hiding places. This went on until April 19, 1893, when Sheriff Kay
learned that Sontag and Evans would be in Visalia that night. The
bandits had grown weary, deciding on an escape plan to South
America but needed money. Evans sent word to his wife to collect
$100 for them. She received word and so did the sheriffs in some
fashion. The lawmen who were present that evening at the Evan’s
place were: Morgan Baird, John Broder, J.P. Carroll, E.J. Fudge, E.A.
Gilliam, and Ed McVeagh. When they heard the barn door opening,
Broder, Gilliam, and Kay scattered shots in that direction, thinking
that the robbers were escaping, but the firing was ineffective. Next
they surrounded the house but it ended up being fruitless. Did the
fugitives actually visit the farm? It really seemed they hadn’t.
Stone Corral Shootout
While U.S. Deputy Marshal Black was standing in the
doorway of his Badger cabin on May 26, 1893, he was wounded by
gunshots to a leg and hand. He identified his would-be assassin as
Evans, which placed the murderous train robbers’ hideout in the
vicinity. They were found by a posse on June 11, 1893 in a deserted
cabin at Stone Corral. The lawmen were: Toni Burns, F.E. Jackson,
H. Rapelje, and U.S. Marshal George E. Gard. They took up positions,
and then waited for the two outlaws to return, which they did. Both
were struck by bullets, Sontag fatally, dying on July 3rd from tetanus.
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Stanislaus Historical Quarterly
—————————————
He begged Evans to shoot him, but he refused. Evans was severely
wounded, in an arm and eye, but he made his escape to widow E.H.
Perkins’ house. Her savvy son, Elijah, rode to Visalia, offering to
tell lawmen where Evans was in exchange for the reward. A posse
Winter 2014
and Morrell went to Grandma Byrd’s house in Visalia. It was a
family reunion for Evans. Lawmen learned of the visit and
surrounded the house, while news spread throughout the town,
with a crowd gathering to watch the action. Lawmen this time were:
Sheriff Kay, U.S. Marshal Gard, Broder, English, Witty, and night
watchman Byrd. Notes were exchanged between Sheriff Kay and
Evans, who agreed on a surrender plan. The crowds were dismissed
and just Kay and Will Hall approached the house, while Evans and
Morrell came out unarmed and surrendered. The spectacle was so
immense. Death threats from townspeople were cast towards Evans,
because of the path of death he left in his desperado path. He was
taken to Folsom prison to serve a life sentence, being release on
parole on May 1, 1911. He could not live in California, because of
his past, causing his wife and him to reside in Portland, OR, where
Evans died in 1917.
Who Gets the Reward?
Iconic photograph taken on the morning of June 12, 1893,
where John Sontag was found lying in a heap of manure,
seriously wounded, dying later on July 3rd from tetanus. The posse members from left to right were: Samuel
Stingley, Hiram Rapelji, Luke Hal, George Witty,
William English, Thomas Burns, George Card, J.P.
Carroll, and Harry Stuart
Web photo
returned with the boy to the Perkins’ house. Elijah crept into the
bedroom where Evans was sleeping, taking his gun. Evans was
arrested, jailed, and put on trial in Fresno during November and
December 1893. The jury found him guilty of murder, with him being
sentenced to life imprisonment. Through this ordeal, Evans was
mending from a lost arm and an eye.
On September 19, 1893, the play “Evans and Sontag or the
Visalia Bandits” was first performed in San Francisco, with Evans’
wife and daughter playing themselves in the drama. They attended
his trial, but as soon as it ended, the mother and daughter went on
tour with the play.
Evans Escapes Again
On December 28, 1893, Evans and Ed Morrell escaped
from the jail, commandeering a horse and cart, fleeing into the
mountains. Evans had paid a boy to spread the rumor that another
train robbery had taken place, so sheriffs would be preoccupied.
Two revolvers were hidden under the food brought to them. Using
the guns, they persuaded the guard to let them out. Unfortunately,
a man was killed during the escaped. By now Evans was a local
celebrity among the common folks in the area, who now applauded
his most recent escape. Mountain people were known to protect
Evans from searching lawmen. But on February 13, 1894, Fresno
County Sheriff Scott and a posse found their hideout in Eshom
Valley, firing three shots at the fugitives, who again got away.
Audaciously, Evans wrote letters to several Visalia friends and
visited a friend 14 miles from Visalia, but lawmen couldn’t locate the
escapees.
Their chance came again on May 18, 1894, when Evans
Who received the reward money for the arrest and
conviction of Evans? Sontag had been arrested, but he wasn’t
convicted before he died, which meant the reward theoretically
wouldn’t apply for him. The initial arrest of Evans occurred after
the Stone Corral shootout, with his conviction by jury shortly after.
That met the reward requirements of arrest and conviction. But it
wasn’t that simple. How was it decided who received the reward
money for the Ceres train robber?
The facts about his arrest: Evans was badly wounded and
found his way to Widow Perkins’ house, with her son Elijah spotting
Evans at the residence. Elijah traveled to Visalia, telling Tulare
County Under Sheriff William Hall about Evans being at his house
and then to others in town. While Elijah was revealing the bandit’s
location to Hall,
Fresno County Sheriff
Jay Scott overheard
the boy, so with
Fresno
County
deputy sheriffs Hiram
Rapelje and R.F. Peck,
they rode quickly to
the Perkins’ house,
with Scott planning to
arrest Evans before
others arrived. But,
Hall knew this, so he
gathered Deputy
George Witty and
newspaperman
Carroll, while Tulare
County deputies Ed
A poster for the play that included
Fudge and John
Evans’ wife and their daughter perBroder came trailing
forming their real life roles
behind, all heading to
Web illus.
the Perkins’ house.
Elijah was with them, taking a shortcut, so they would arrive 20
minutes earlier than Scott.
When Scott arrived, Hall had already arrested Evans, with
Rapelje demanding that they turn the prisoner over to him. Hall told
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Stanislaus Historical Quarterly
—————————————
Rapelje that it was a Tulare County matter and out of Fresno
County’s jurisdiction. That was correct, because the criminal acts
took place in Tulare County and so did Evans’ arrest. Hall had his
Tulare posse take the prisoner to the Visalia jail, while the Fresno
group was stewing over the matter. Later in the day, Hall and Witty
were at a Visalia saloon relaxing, when Rapelje along with Detective
John Thatcher walked in. There was a heated argument over the
reward money, with the two sides remaining bitter towards each
other as they departed.
On June 23, 1893, newspaperman Carroll was at a saloon
drinking with two friends, who were in conversation concerning
the arrests of George (Sontag) Constant on August 3, 1892 and
then the arrest of John Sontag and Evans on June 11, 1893. In
walked Rapelje and other Fresno lawmen, with Carroll telling them
that George Witty had arrested Sontag, which angered Rapelje. He
called Carroll a liar and not to repeat it, which prompted Carroll to
react some, causing Rapelje to strike the newspaperman. Carroll
was carrying a gun but chose to let the matter rest. The problem
was George Constant was known as John Sontag’s brother and
used the name George Sontag occasionally. Rapelje thought Carroll
meant that John Sontag was arrested by Witty, but Carroll was
speaking about George Constant. Everyone involved in the arrest
and conviction of Evans thought they deserved the reward money.
Sontag’s Reward
Wells Fargo and SP felt compelled to pay U.S. Marshal
George E. Gard $5,000 for the arrest and death of John Sontag,
which was done with the stipulation he divide the money among
his deputies who were at Stone Corral that day. Concerning the
Evans’ reward, Wells Fargo told the press that it would pay it to
whoever earned it, while SP remained silent. Filing a claim for the
reward were Gard, Rapelje, Hall, Witty, Perkins, along with Frederick
Jackson, Thomas Burns, William English, and seven other who
provided only fictitious names. It was the contention of Gard,
Rapelje, Jackson, and Burns that they had wounded Evans so
severely that he could be arrested after his short escape. Hall, Witty,
and Perkins held that they captured Evans. The two sides filed “a
bill of equity” with the U.S. Federal Court in Los Angeles to decide
on the reward.
Then surprisingly all parties met and decided to split the
reward, thereby dismissing the lawsuit. Wells Fargo and SP awarded
Gard $3,000, Jackson $1,000, Witty $1,000, Perkins $1,000, Rapelje
$500, and Burns $500. Those who claimed the reward under fictitious
names received nothing. The matter didn’t end there. On September
19, 1894, Witty filed a civil suit with the Tulare County Superior
Court against Wells Fargo and SP, claiming that he alone arrested
John Sontag at Stone Corral and was entitled to the $5,000 reward.
The case went to the U.S. Federal Court in Los Angeles, being
heard on October 6th and 7th, having witnesses from all sides
testifying.
Battling Lawmen
Afterward, all those involved as witnesses were at the
train station waiting to depart from Los Angeles. They gathered at
a saloon and were drinking freely, when Witty overheard Burns say
that Witty had perjured himself on the witness stand. Immediately
Winter 2014
there was an argument, which continued while they boarded the
train and persisted to back platform of the last passenger car. At
this point, Burns drew a gun and fired at Witty, not striking him,
with Witty fighting for the gun. Burns shot again, with this one
wounding Witty in the hand. The men continued to grapple as the
train lumbered on down the track. When it arrived at the San
Fernando depot, the others couldn’t find Burns and Witty. They
caught the Santa Barbara-Los Angeles train back and saw Witty
lying on the side of the track near Glendale. They were able to stop
the train. Witty was semi-unconscious, wounded, and badly injured,
requiring emergency treatment and hospitalization. Burns was
injured as well but able to walk and found medical help. He
surrendered to police, believing he had killed Witty. No charges
were pressed, with Burns being freed. On December 11, 1896, the
federal court ruled that John Sontag was arrested by Gard and his
posse and were correctly provided with the reward. Witty had lost
the case and paid Wells Fargo and SP $82 for court expense.
Witty Ends the Story
Witty moved on from Tulare to Tuolumne County and
then to San Francisco, being employed by the John Curtis Detective
Agency. His job was escorting and protecting non-union men while
entering the city. On August 14, 1901, Witty was found dead in his
room on Mission Street in San Francisco and thought to be a suicide,
because of a gunshot wound to the mouth. The News reported that
those who had seen him recently in Tuolumne County, Lathrop,
and San Francisco said he was in best of spirits and seemed healthy.
His wife had divorced him two years earlier, pleading abandonment,
which he didn’t contest, but brooded about it. News of her pending
remarriage was thought to have depressed him. Also, a woman with
whom he was living had deserted him a few weeks earlier, but she
told police that she saw him the day of his death inside his room,
argued with him, and then left secretly fearing danger from him.
Witty had just returned that day from Tuolumne County and greeted
friends on the streets as he walked to his room.
Insurance Commissioner Ed McCabe was not comfortable
with the inquest that it was a suicide. It didn’t make sense he argued.
He knew Witty personally, and he always had “a sunny disposition
and looked with scorn on anybody who even hinted at the thought
of suicide,” quoted the News. McCabe was certain that it was a
robbery, because Witty had only $3 on him at the time he died,
where a few days earlier he deposited $200 with a Market Street
saloonkeeper for safekeeping. He had withdrawn his money from
the man, but McCabe commented he was not a spender. Nothing
further appeared in the newspaper on the matter. Witty had lived in
Modesto as a youngster and returned on occasions from Tulare
and elsewhere to see friends, his mother, and brother Fred Witty.
His other brother, Al Witty was employed at the San Francisco’s
Custom House. He also had two sisters. That is the story of the
Ceres train robbery attempt, a wake of death, violence, and torment
to the end.
Written by Robert LeRoy Santos
Sources: Newspapers, Internet, and publications: American
Railway; Building the Railroad; California’s Railroad Era;
Development of the Central Valley Transportation; Encyclopedia of Western Railroad History; Railroad Towns
from Lathrop to Goshen; and Sunset Unlimited
———————— 717 ————————
Tidewater Southern Railway Co.
T
idewater & Southern Railway Co. was incorporated on
October 4, 1910. It was then reorganized on March 11, 1912, being
consolidated with Tidewater Southern Transit Company, forming
Tidewater Southern
Railway Co. “Tidewater”
was in reference to San
Francisco Bay, with the
northern terminus of
Stockton
having
transportation
connections
there.
“Southern” referred to
the railway line running
southward. It was
originally formed as a
competitor to Southern
Pacific, with the
objective to charge its
customers fair freight
and passenger rates. In
Tidewater Southern line, a total
particular, it wanted to
of 82 miles, including side tracks
serve local farmers,
Map by RLS
packing sheds, and
regional industries, while offering interurban passenger service as
well. Originally, the plan was to construct the Tidewater Southern
The electric line ended before crossing the Tuolumne River, where
the tracks continued with steam-powered locomotives to Hilmar
and Turlock. The line crossed the Tuolumne River on its own bridge
between 9th and 7th
streets, running a
half mile east of
Crows Landing Road
southward to the
station of Hatch. In
1916, a branch was
constructed
eastward to Turlock,
running south of
West Main Avenue,
stopping at 5th Street.
In 1917, Western
Pacific Railroad Co.
bought controlling
Tidewater Southern urban car on
interest in the
10th Street in Modesto
railroad, extending
Stanislaus Co. Anthology photo
the line eight miles
south, from Hatch to Hilmar, while adding a branch to Manteca in
1918. The total track mileage of Tidewater Southern was 82 miles,
including side tracks. Its initial construction cost was $1.6 million.
Stockton to Modesto passenger service declined to 12
daily trips in 1922 and then to eight by 1932, ceasing operation on
May 26, 1932. The popularity of the automobile caused the once
popular interurban railway service to end. Tidewater Southern
continued operating its freight service, removing the electric
Tidewater Southern caboose
Web photo
Tidewater Southern’s electric engine that ran from
Stockton to Modesto
Web photo
line to Bakersfield, but because of the popularity of gas-driven
vehicles, autos and trucks, it reached no further than Hilmar.
The first train traveled with 200 passengers from Stockton
to Modesto on October 5, 1912, a distance of 32 miles. By 1916, the
railway offered 24 daily trips for passengers between the two towns,
taking 65 minutes to travel the 32 miles, having five or six stops
along the way.
The electric line ran from Stockton through Escalon, having
its own bridge to cross the Stanislaus River, running half mile west
of McHenry Avenue, through northern Modesto to Ninth Street.
overhead lines, operating with steam locomotives. The one
exception was Ninth St. in Modesto, where electric power was kept,
because steam locomotives were banned along that route by a city
ordinance. In 1983, Union Pacific Railroad bought what was left of
Tidewater Southern, retiring all rail equipment and then eventually
scrapping portions of the line.
Written by Robert LeRoy Santos
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Modesto & Empire Traction Co.
O
n March 23, 1909, Modesto Interurban Railway (MIR)
was organized, beginning construction of its line in November from
Modesto to Empire. It was completed the next year consisting of
5.2 miles. Tidewater Southern Railroad Co. leased and operated the
changed shortly to battery power. The engineer operating the first
locomotive was B.M. Williamson of Oakdale, with J.G. Kennedy
being the first conductor. There were eight round trips daily from
Modesto to Empire, beginning at 7:30 a.m. and ending at 7:45 p.m.
These were the whistle stops along the way: Conejo, Palo Verde,
Riverside Park, Hunsuckers, Laurel Lodge, and Franzine.
Because the batteries took excessive time to recharge, a
steam-driven locomotive was purchased in 1926, operating until
1947, when it was replaced by a diesel-powered locomotive.
Passenger service was eliminated in 1917, with MET transporting
only freight thereafter. In the 1920s, the line hauled livestock, having
extensive holding pens on South 12th St. in Modesto. When the
MET engine and passenger car in 1914
MET photo
line with passenger service, but cease operation before long because
of insufficient business. T.K. Beard, a local land developer and
rancher, organized the Modesto & Empire Traction Co. (MET) in
March 1911, being incorporated on October 7, 1911 by T.K. Beard
MET locomotive in 1942
MET photo
and Associates. It purchased MIR, with the first MET train traveling
from Modesto to Empire on November 1, 1911. It consisted of one fruit industry was developed in the region, MET transported fruit
passenger car, being
to packing sheds, and
pulled
by
an
once packed, hauled
automobile
with
the fruit to either
adapted wheels for
Southern Pacific or
railroad tracks. The
Santa
Fe
for
odd looking autoshipment elsewhere.
locomotive became
In 1920, Beard
known as the “comedy
decided to develop
car.”
an industrial park,
M
E
T
south of the railroad
constructed its main
line. By 1980, there
depot at 11 th and F
were
over
40
MET depot at 530 11th Street, Modesto, in 1915
streets in Modesto. In
industrial
businesses
MET photo
1922, the line was
in the park serviced
extended down B Street to the Southern Pacific (SP) tracks, which by 22.5 miles of MET track that wound its way through the industrial
now connected SP in Modesto to Santa Fe in Empire. The first MET area.
locomotive was powered by a Hall-Scott gasoline engine, being
Written by Robert LeRoy Santos
Sources used in the two SHQ issues on railroads:
Newspapers, Internet, and these publications: American
Railway; Building the Railroad (Clarke);
California’s Railroad Era; Development of the Central Valley Transportation (McAfee); Encyclopedia
of Western Railroad History (Robertson); Pacific
Slope Railroads (Abdill); Rails in the Mother Lode
(Wolf); Railroad Towns from Lathrop to Goshen
(Crumpley)
The railroad issues of SHQ are dedicated to the writer’s
sister, Marjorie Mae (Santos) West, who enjoyed reading
SHQ. She made frequent use of trains during the Korean
War when she served as a Navy WAVE.
———————— 719 ————————
Stanislaus Historical Quarterly
Sierra Railroad