When I was first “researching” the Coastside’ history, specifically the Miramar Beach Inn, I also found what looks like old deed information relating to Princeton. I say, Princeton, because the Patroni family is mentioned and that was eventual location of their restaurant.
Be back…
Posted inUncategorized|Comments Off on Old Interesting Documents
Note: Photography was “invented” about 1839, so although this story takes place nearly 50 years later, the illustrator was still “king,” Here are the pictures that go along with the Mr. Butwell’s (unfortunate name!) contributed by John Vonderlin below.
Posted inUncategorized|Comments Off on John Vonderlin: Grand Illustrations Of Tom Butwell’s Capers
Here’s Tom Butwell, again involved in another amazing story. His account of the murderous behavior of the bull seals is virtually lacking from today’s record. I found one gruesome account of infanticide and cannibalism by a New Zealand seal in a paper on Google Scholar, but no other. And unfortunately, it was an article you had to buy to read the full details. I did though, see many articles on G.S. by Bernie LeBouef, the scientist you contacted about Elephant Seals using Lady Clairol at Ano Nuevo in the 70’s when you and John visited. I bet he’d love to read this article. Enjoy. John
Hi June,
This is from the June 27th, 1897 issue of “The Call.” While I’ve never previously heard of the pup-killing behavior being displayed by some of the bulls, as described by the author of this article, it reminds me of a documentary about elephants I once saw. Because of ivory poachers all the large bull elephants had been killed in the area the documentary was about. Young male elephants were engaging in gang “wilding” assaults, attacking and injuring or killing other elephants and endangered rhinos. The problem was solved by importing adult bull elephants, who quickly settled things down. I wonder if the hidehunters he mentions concentrated on the largest bulls too? I wonder what Bernie LeBoeuf, the Ano Nuevo Marine Mammal expert, would say about this article? Amphibians? Enjoy. John
THE SEAL ROOKERIES OFF THE COAST OF SAN MATEO COUNTY
The seals of Ano Nuevo Island are prac –
tically unknown to both scientists and the
public, notwithstanding the fact that the
herds there are the largest on the Pacific
Coast and the habits of the species are
the most distinctive.
In many ways their habits are somewhat
similar to those of sea birds. Once a year
the rocks, or rookeries, are covered with
seals. Young are born and raised there,
and then a general migration takes place
of all but the old females. For months
the rookeries are comparatively deserted.
The seals come and go at regular intervals.
If you will look at a map of California,
and closely examine the southwestern
portion of the coast of San Mateo County,
you will find Ano Nuevo Island. Although
only about thirty-five miles from San
Francisco, in a direct line, it is a most
difficult place to get at. If everything
goes well it can be reached in about twelve
hours, but should there be a detention of
any kind the journey may consume two
days. The nearest town is Pescadeio,
fourteen miles to the north.
Ano Nuevo Island is cut off from the
mainland by a channel about a mile wide,
and the only way to cross is in the boat of
the keepers of the Government fog signal.
The seal rocks are scattered to the north –
ward of the island, the closest being only
about 500 feet away.
It was for the purpose of ascertaining
something about the habits of these seals
and obtaining pictures of them that a
Call representative visited Ano Nuevo
Island last week, just in the height of the
breeding season. Keeper Butwell of the
fog signal, whose opportunities for study –
ing seals have undoubtedly been most
favorable, gladly furnished all informa –
tion and acted as guide to the seal rocks.
Some of the facts that be has gathered in
regard to the habits of seals and the
causes of their extermination are surpris –
ing and valuable. He has watched the
herds constantly at all seasons for a
period of eight years, and the location of
the rocks, lying as they do so close to the
island, makes the seals’ actions as easily
observable as if they were on the stage of
a theater.
“Years ago,” said Mr. Butwell, “there
used to be tens of thousands of seals on
these rocks, and the killing of them was a
profitable industry. The hides were used
lor belting and sold for a good price.
”In those days the rocks were leased to
hunters, and the killing went on at a
rapid rate. Of course the seals rapidly
diminished in numbers, as males, females
and pups were killed indiscriminately.
When I came bere eight years ago all this
had stopped. No hunters were allowed on
the rocks, and it would seem as if the
herds should have again multiplied; but
they didn’t. For four years they kept get –
ting fewer, until there were hardly 500
left.
“About this time I began to study the
cause of the decrease. From this point
here on the island I can look across to the
rocks, and by taking a glass can bring
the seals up very close. I had previously
noticed that some of the bulls had a habit
of killing the young, but had no idea the
evil was so general as I found it to be on
investigation. One morning I saw a cer –
tain bull climb on the rocks and kill
about half a dozen pups. Others did the
same, so it was soon apparent to me that
the bulls were largely responsible for the
decrease of the herds.
“After becoming convinced that a num –
ber of vicious bulls did all the mischief, I
began a systematic killing of them. I
used to go over on the rocks and lie in
wait. Whenever I caught an old fellow
in the act of killing a pup I put a bullet
through his head. The first season I
killed about fifty and saved many hun –
dred pups, so that the second year the
herds began to increase and this year are
larger than they have been since I com –
menced my extermination of the vicious
bulls.
The habits of these seals are most
peculiar and mysterious. After the pups
are born on the rocks the cows spend two
or three months teaching them to swim,
and then when the time comes take them
to sea somewhere and leave them. The
young seals do not return to the place of
their birth until they are two years old,
but where they spend the interval is a
mystery. So you see it took two years to
tell whether the killing of the vicious bulls
did any good or not. But l am sat –
isfied that it did. At any rate the seals
are increasing at a fair rate, and in a lew
years, with proper nursing, I think they
will be as numerous as ever.
“But really when we look at it in the
right way there is no reason why the seals
should be preserved. It is purely a mat –
ter of sentiment. One full-grown seal will
destroy enough fish in a week to feed a
good-sized town for a month, and the
damage done by the herd is beyond con –
ception. Seals are really the coyotes of
the sea, and if we look after our own in –
terests we wou!d be making efforts to de –
stroy them instead of preserving them.
However, it is not likely they will be de –
stroyed, as they have ceased to be worth
anything comercially.
“The largest bull on the rocks would not
yield enough hide, whiskers, etc., to sell
for $1.50. When seal hides were used tor
belting they were worth about $5 each,
but since rubber has been used for this
purpose they are no longer wanted. Seal
hide is only used now for making buffing
wheels, and of course the demand is very
light. Really the seals are not worth kill –
ing should one be so inclined, and any at –
tempt to do so as a matter of business
would surely result in loss.”
Every statement made by Mr. Butwell
was borne out by observation. Standing
on the northern edge of Ano Nuevo
Island the seals’ methods of destroying
fish could be readily seen. The tide
sweeps rather swiftly through the chan –
nel between the two points, and naturally
a school of fish would be carried along
with it. The rookeries will be thickly
covered with seals, but the instant a cer –
tain foamy streak appeared on the surface
of the water there will be an almost in –
stantaneous plunge into the sea. Then
the slaughter commences.
The surface of the water is churned into
foam and the frightened fish dart in all
directions only to run into more seals.
The amphibians bump into one another,
roar and plunge after their prey. All is
tumult, commotion and death to the fish.
For a few minutes the seals undoubtedly
satisfy their appetites by eating all the
fish they catch, but after that they simply
kill for fun. When a seal is hungry he
will swallow a fish whole and be chasing
another while his victim is still in his
throat. But when his hunger grows less
ravenous he simply bites out the back and
throws the rest away. When he has had
all he wants the sea! playfully rolls over
the surface of the waves, catches a fish
and gives it a crunch. Of course death is
instantaneous and the body of the fish is
allowed to drop into the sea. Providing
the air bladders of the fish have not been
broken the body will float, and often the
surface of the water will be literally cov –
ered with large saimon, sea bass and
trout—enough to feed a town. Ot course
many more fish sink from sight, so that
the destruction is simply appalling.
The fact that the bulls kill the young
seals would appear to be simply another
demonstration of a certain admitted fact
of natural history. How such things
come about is of course a mystery, but
there are numerous instances ot the same
kind. It would seem as if nature had con –
cluded that it was time for a certain
species to become extinct and took this
means of accomplishing her end. That
she would always succeed goes without
saving—except where civilization ateps in
and puts a slop to it.
The most common demonstration of
this is the case of the ordinary barnyard
fowl. It is a well-known fact that where
there are as many cocks as hens chicks
cannot be raised. The cocks kill them,
and if they were unmolested the species
would soon become extinct. But civiliza –
tion steps in and destroys certain of the
cocks. Ad a consequence we have all the
chickens we want.
Regardless of the destructive propensi –
ties of the seals and a number of bis objec –
tionable traits, he is the most picturesque
creature that lives in the sea, and, it
might be added, the most picturesque that
lives on land. Like every other living
creature, the seal has good traits as well
as bad traits, and is most interesting to
watch. While it is a most difficult matter
to reach the seal rookeries, the experience
is well worth the trip. It is replete with
incident, although not what would be
called dangerous.
At low tide it is possible to walk from
Ano Nuevo Island to the seal rocks. But
not “with a dry foot,” as the sailors are
wont to say.
Just at present the rookeries are in their
glory. The pups have all been born and
some of them are over a month old. At
the time of The Call representative’s
visit to the rocks Mr. Butwell had just
mads up his mind to dispose of a few
vicious bulls he bad seen killing ‘the
young, and he led the way from the island
to the rookeries.
Climbing down the northern cliff of the
island the way lay over moss-covered
rocks laid bare by the low tide. Walking
is difficult work, as the rocks, beautiful as
it looks, affords a poor foothold. In fact
it affords no foothold at all, and it is only
by the greatest care that slipping is pre –
vented. Between the rocks are pools of
clear water, several inches deep, that
must be waded through and care exercised
to prevent being tangled in the long, slimy
tendrils of seaweed. . Just before
the seal rock is reached sea there is a channel
about two feet deep and
twenty feet wide that must be waded.
The seals show little signs of fear, a few have
plunged from the cliff, but others look at the
intruders with curiosity a few moments and then
seem to forget.
Seen from across the narrow channel, the herd of
seals lining the edge of the cliffs was as grand
a sight as the world affords. There were thousands
and thousands of the enormous creatures, packed
in together like a flock of birds.
In fact, the general effect of the herd was
that of penguins. All the seals roar vio –
lently, so that it is impossible to hear the
human voice. What monsters they are,
and what power they possess of which
they are unconscious.
Just before wading the channel Mr.
Butwell, discharged his rifle. It was the
first time the seals had heard the sound
this year, and in an instant there was
consternation. Hundreds of tons of flesh
dropped into the sea in a moment, and
the waves rose to the top of the cliff, while
the spray dashed high into the air. It
was several moments before the water
became quiet again, and then the herd
was seen swimming in a bunch, undecided
what to do, and roaring with all their
might. Although the sea was fairly black
with seals, hundreds remained on the top
of the cliffs. These were the old cows,
who in some way seemed to realize that
they were in no danger.
On the opposite side of the channel,
which was waded with difficulty and at
the expense of getting wet to the waist,
there was a large number of pups floun –
dering helplessly over the moss-covered
rocks. Nurnbers of them were half-hidden
in tiny caves at the base of the cliff, but
came out intending to make friends.
They did not show the slightest fear, but
on the contrary seemed to want to be
petted. Ttiey allowed themselves to be
patted on their backs, and in other ways
showed pleasure at receiving attention.
A young seal is one of the most pathet –
ic-looking creatures that live. Its ex –
pression is much like that of a lamb, and
it will look at you out of its large gray
eyes as if it really has feeling. The little
fellows will follow one around the rock
uttering bleats like a goat. In color these
pups are a light gray, with black on the
ends of the flippers.
The seals of Ano Nuevo Island, while
belonging to the same genus as those on
the Farallones and at the Cliff, are a dis –
tinct species. They are very light in
color. Some of the cows are the color of
manilla wrapping-paper and the darkest
of the bulls are a sort of ocher. They are
almost the size of a walrus, a few of them
being caprble of raising tbeir heads about
six feet above the rock, while still keep –
ing their flippers on it. Many of them
will measure eleven feet in length, when
stretched out, and weigh at least a ton
and a half. It is all that four men can do
to roll a dead bull over a level and smooth
place. To roll it up hill for even a few
feet is out of the question.
The cliffs around the seal rookeries are
about twenty feet high at low tide and
somewhat difficult of ascent. The rocks
are greasy, from the seals climbing over
them, and afford a poor foothold, as well
as being almost perpendicular. The top,
however, is in the form of a series of ter –
races or steps. Each of these is about
two feet high, and the space between
them is absolutely flat at the eastern wall,
although the whole rock tips to the west.
As soon as the top of the rock became
visible the work of the bull seals was only
too apparent. Dead pups were scattered
on all sides and lame ones were strug –
gling around, crying piteously. The old
cows paid little attention and showed no
signs of fear. Their pups crawled close to
them, but the old ones seemed to know
that they were absolutely safe and made
not the least move to protect them.
After waiting quietly behind a project –
ing ledge of rock and allowing most of
the seals to crawl back on to the top of
the cliff an old bull was seen at the south
side of the island, bellowing fiercely.
“That’s one of the fellows I am after,”
said Mr. Butwsll. “Now watch him.
I have seen him kill a dozen young ones
and disable several of the young females.”
Watching his chance, the monster
floated on the top of a wave, and then
made a leap that landed him on the
rock, which be struck so hard as to shake
it. Rushing at a group of cows, he pushed
them over the cliff into the water.
Then he made a charge into a number of
pups that were sleeping peacefully in the
sunshine. He simply dropped on two
or three of the helpless creatures and
crushed the lives out of them.’ Then he
seized those within his reach and began
tossing them in all directions. Some
were thrown at least twenty feet into the
air, and falling on the rocks were crushed to death.
Others were thrown into the sea and drowned, while
a few were thrown with only enough force to break
their ribs, so they would wallow around helplessly
to eventually die in agony.
At this stage of the game Mr. Butwell raised his rifle
and put a bullet behind the brute’s ear. With a thud it
fell to the rock, but although a 45 caliber bullet with
ninety grains of powder behind it had been fired into
its head, the bull was not dead. It quivered and flopped,
and then a number of cows rushed up and attacked it
fiercely. They were chased off with stones.
It is remarkable the amount of vitality
there is in a seal. Five bullets had to be
fired into the head of the one mentioned
before it finally lay still. Of course if a
single bullet had really reached to the
brain, it would have died instantly, but
this is an almost impossible thing to do,
as the bullets, in some instances, simply
fracture the skull instead of going
through it.
When the bull was dead at last, the cows
on the rock, although only eight or ten
feet away, allowed it to be examined with –
out showing any signs of disturbance. If
anything, the death of the bull caused
them pleasure.
The mother seals, however, are not
always mild. If they in any way come to
think that their young are in danger they
will fight fiercely, and if it becomes ne –
cessary to wound one of them she will not
leave the cliff unless her pup is where she
can reach it. The cows are the best of
mothers, and when their pups are very
young will not leave them for a moment.
Generally it is possible to drive off a
cow seal by throwing stones at her.
Should one be struck in the face she will
show signs of fear and in most instances
retreat. Should she refuse to do this it is
necessary to get out of her way; but even
this course Is dangerous, as the rocks are
slippery, and should a man fall and the
seal spring on him his life would be
crushed out instantly.
It is a remarkable fact that no scientific
men have ever made a study of the seals
of Ano Nuevo Island. The fog signal log –
book shows that none have ever been
there, and the only reason that can be
given is that it is not generally known
that any seals ever come to the island.
I found the cargo of the Colombia and who it was going to, an interesting source of info about business and consumption at the time of the wreck in 1896. Thought I’d send the ScreenShots along. Enjoy. John
Here’s the list that tells us what people used and needed in 1896:
Thomas Butwell, the long ago lighthouse keeper at Ano Nuevo, has already appeared in several slightly hard to believe newspaper articles I’ve posted, but this tops them all. His amazing life-saving dog was one story and the odd pup-killing behavior of some of the male sea lions of Ano Nuevo Island that forced him to shoot them was another. This one is the story of his boat’s anchor becoming entangled with a whale leading to a wild and terrifying ride. Enjoy. John
John: Did I post the other Tom stories yet? You know how messy I am, spontaneous, that’s being generous. Maybe the stories are waiting in the box? I love your work, thank you very much.
Do you remember Harry R. Truman’s, brief moment on the world’s stage? He was the owner of the Mt. St. Helens Lodge at Spirit Lake, who refused to leave even though the volcano was displaying ominous signs. Well, the wreck of the Colombia in 1896 at Pigeon Point, produced another such character as Harry, a crusty, matter-of-fact, common man, that was set in his ways, felt he had to answer the call to duty, irrespective of the danger, and performed his job admirably under difficult circumstances, and because of that caught the public’s imagination. Whether Mr. Collins, suffered Mr. Truman’s, fate I don’t know yet, but here’s the story of “Collin’s Capers.”
This article appeared in “The San Francisco Call,” on July 18th, 1896. Enjoy. John
DISMANTLING THE COLOMBIA
All Hope of Saving the
Steamer Has Been
Abandoned
STRIPPING THE WRECK
Everything Moveable is Being
Transferred to the Schooner
Jewel
———
CAPERS OF FIREMAN COLLINS
———
Vexing Tribulations of the Ship’s
Baker, Whose Bird School Was
Broken Up
———-
ON BOARD P.M.S.S. COLOMBIA,
wrecked off Pigeon Point (via Pescadero, Cal.), July 17.–To-night the ocean is calm, with a light wind coming in from the thin fogbank to the west. There is a long, graceful swell sweeping over the surface of the waters of the little cove, slightly rocking the stranded steamer and passing on to break and die away on the beach. High over the waves that are peaceful now and over the land, redolent with the bay and over the wounded thing prostrate on her bed of reef, the solemn white tower stands and sends its flame afar, afar to the ships at sea. The stranded vessel has settled down on the rocks and is awaiting the end, the furious incoming of the billows that will heave themselves against her strong frame and crush it with their irresistable power.
Through the rents in her bottom the tides ebb and flow, and the water stains on the bulkheads mark their rise and fall. A glass gauge in the fireroom that once told the level of the water within the boiler now tells its height without. The flood is washing through the coal-bunkers, and the hulk seems filled with ink. It flows outside, and the vessel wallows in waves of Stygian blackness. There is about twenty-five feet of water in the forward compartments and somewhat less after when the tide is high. But there will be no more so long as the rocks are beneath her; they have done their worst and are holding her for the storm swell.
It is a cruel, a fatal, but a secure resting-place the Colombia found in the fog that bewildered and misled her helmsman. While the sea is still and the wind asleep they are stripping the steamer, and two schooners moored alongside are receiving the plunder.
The cabin and stateroom furnishings went long ago and now the heavy articles are being removed. Wenches, anchors, chains and all the machinery above the water are hoisted out and sent away. The splendid engines,which ran like a lady’s watch, cannot be moved now and must probably share in the general destruction that will overtake the hull. At present they lie in twenty feet of black, oily water. The donkey engine is alive and is being used to strip the hulk. However, its time of labor is limited to low water, as the rising tide floods its furnaces and the fires quenched.
The genius of this forlorn hope is Fireman Collins, and he is a hero. The iron floor of the apartment being submerged, he built a rude staging with a few planks. These are slung so that he can walk on them from the coal-bunkers to the furnace. There Collins stands and fights for his fire. He occasionally stumbles on his insecure perch and drops a shovel of coal into the water and sometimes he drops himself in, but Collins never minds a little thing like that. He watches flood marks on the bulkhead, and by this tide-gauge, when it gets so high, knows when his staging will be covered and the waves will lap over the grate-bars. Then he retreats to the deck above and waits for low water. The under part of the boiler is always submerged, but he keeps steam on with the upper part of the water in the boiler and with his fire roaring to overcome the cold of the fluid that washes around him.
This is the way Collins explains it, and he insists that he knows all about donkey engines. The check valves and other parts of the machinery are out of sight, but this invincible fireman rolls up his sleeves and hunts around in the water until he finds them and all is well.
Collins? Collins is worth a column, but he has other troubles and does not hesitate to tell them. He has only one pair of shoes. Firemen in the Pacific Mail are not gifted with many or expensive belongings and he wants to keep those shoes out of the sea water, so he pulls them off and goes barefoot when his tide gauge on the bulkhead marks the rising. Then, sohe says on his honor, the crabs clinging to the staging nibble at his toes and bother him in his work. Often he grows desperate and drops hot clinkers on the mischievous crustacians.
Then he procured a boat hook and went sealing in his aquarium. He crawled carefully over the great engine’s cylinder, and after splashing around for some time captured the prize. It was a pair of is own brown overalls, which he had lost from his locker when the ship went on the rock.
Yesterday morning Collins thought he saw a big codfish moving around a submerged brass steam gauge, as though it was examining the shining thing, with a view of having one made like it. That fish, Collins though, would be a tooth-some addition to the rather slender fare of the fireman’s table, where leathery salt beef is the piece de resistance. Collins doesn’t think in such elegant language, but that is about the idea running through his ingenious and lively brain.
He procured several lines and hooks and with bait calculated to lure things finny [word missing]
Yesterday Collins thought he saw a seal swimming around in the compartment. Visions of a new $750 jacket for Mrs. Collins floated through his mind and he prepared to secure the visitor. He called Chief Stewart Rodell and wanted to know what kind of bait he could land the creature with. That person informed him that there was a revenue officer on the deck above, and an arrest for pelagic sealing might follow any attempt to capture one of the furry wards of the Treasury Department. Collins insisted that the seal was now a part of the freight of the Colombia , and that as it was of domestic manufacture it was not subject to duty and was out of the reach of the customs officers.
Then he procured a boat hook and went sealing in his aquarium. He crawled carefully over the engine’s great cylinder, and after splashing around for some time captured the prize. It was a pair of his own brown overalls, he had lost from his locker, when the ship went on the rock.
Yesterday morn Collins thought he saw a big codfish, moving around a submerged brass steam guage, as though it was examining the shiny thing, with a view of having one made like it. That fish, Collins thought, wold be a toothsome addition to the slender fare of the fireman’s table, where leathery salt beef is the piece de resistance. Collins, doesn’t think in such elegant language, but that is about the language running through his lively and ingenious brain.
He procured several lines and hooks and with bait calculated to lure things finny from the vasty deep industriously fished all day. He could not attend his tackle and keep his almost flooded furnace hot, so he made fast his line to an electric-light wire and let them swing. No fish came to Collins’ hooks that day and the lines hung limp while the fireman’s mess discussed the strong old salt horse.
The indomitable Collins says that when the vessel hit the reef he was in a port bunker with a lantern after coal and one of the sharp rocks pierced through close to him. He examined the projection and found it covered with shellfish, which he immediately began to pick off with his shovel. Collins is an easy narrator.
Here’s Angelo’s next to last email. I actually now believe he was right that the former Pescadero tunnel by the parking lot, seemingly going nowhere useful was by the OSR. I’m going to cover that and my reasons why in an email to him. Enjoy. John
————
Hi, John. Thanks for the article. Couple of things I note: Harvey’s estimate to complete the line was considerably higher than the Chief Engineer’s estimate of approximately the same time. (Wonder if Harvey ever talked to his Chief Engineer, Rogers!) I recall an S.F. Call article at one point talking about a half million dollar tunnel at Waddell; a tunnel of such cost would indicate an intent to tunnel behind the entire bluff at Waddell. This plan was later changed to building the County road between the railroad and the mountainside to protect the railtoad–never accomplished. Also, supporting this change in planning: on the list of trestles 200′ were planned for Waddell. (The list of trestles, built and planned, was in the Bondholders Report, which Mr. Wagner used in his Ocean Shore book.) I have read that the trestle lumber was brought in by barge in some cases in advance of the railroad building. The Bondholders Report also mentioned “1796 feet of tunnels,” but gave no locations. My Pescadero beach bore may have been included, but I have no idea where other tunneling would have been required. A bit off topic, but I’d read somewhere in praise of the Ocean Shore’s builders how they wisely had started building at both ends to complete the line. My own view, in hindsight, is that it would have been better to build from S.F. toward Santa Cruz. And so the fifteen miles of track building on the Southern Division could have been added to the 38+ miles from S.F. to Tunitas–before the OS ran out of money–thus gaining considerable business from the San Gregorio and Pescadero areas and bringing the line just past Gazos Creek and withi! n reach of the vast redwood area the OS coveted–no “green” philosophy existed in those days. And, after all, on the southern end the OS gained only the log-hauling for the San Vicente Lumber Co. from Swanton to the S.V.’s mill on Delaware Ave. in Santa Cruz. The Southern Pacific with its paralell route got all the Davenport cement plant’s output as well as nearly all the passenger and remaining freight business. P.S. please excuse the different type sizes in this email–no idea what I did wrong. Angelo
———
Hi Angelo,
This is part of an article from the April 12, 1910 issue of “The Call” about Harvey’s receivership testimony. He mentions a need for $83,000+ dollars for a tunnel in the Tunitas to Scott Creek gap. That might be a cheap version of the Waddell Bluff tunnel you mentioned or something else. Such an accurate number indicates extensive planning to me, but this is the OSR we’re dealing with, and it might have all been dreams or a smoke and mirrors sales pitch. Does the $54K figure seem right for the San Gregorio, Pomponio, and Pescadero trestles, plus any of the smaller ones south down to and including Scott Creek? Enjoy. John
Posted inUncategorized|Comments Off on John V. & Angelo M. mull the mysterious OSRR on the South Coast
Rennesselear E. Steele, an old resident of this county, died Sunday the 14th inst., at his home near Point New Year. Mr. Steele has been in feeble health during the past few years. ….Mr. Steele was born in Walton, Delaware County, New York, Nov. 6, 1808, and at the time of his death was 78 years old.
At the age of ten years he moved with his parents to Ohio, where they lived until 1855, when he came to California, first locating in Sonoma Counry and engaging in the dairy business.
In 1856 he moved to Point Reyes, still continung the same pursuit and remaining there until October 1863, when he moved to Pescadero where he resided until his death…Mr. Sreele leaves to mourn his loss, a wife . daughter (Mrs.R. H Brown), and a son, Rensselear Steele, Jr, also a sister, I.C. Steele, and two brothers, Mr. Smith Steele of Ohio R. BrwmP, also a sister, I.C.Steele and two brothers, Mrs. Smith Steele of Ohio and Mr. Horace Steele of Pescadero.”
Image: The Pacific Mail Carrier used a new “invention” from the Union Iron Works to create a vessel that could carry the mail faster than ever before. When did Henry Ford build his famous automobile? Should we get our mail from a sea vessel or a truck?
Hi June,
Here's the ScreenShots for a colorful story from 1902 about the mail
ship Peru doing a time test run along the coast from Pigeon point to Big Sur.
Let me know if you want a Corrected Text version of this. Enjoy. John
The new steamer Peru of the Pacific Mall Company’s line to China and Japan was speeded over the Government course from Pigeon Point to Point Sur on Sunday afternoon. The course is 58 nautical miles, a little more or less,and to earn the Government subsidy the steamer had to show a speed of 14 knots, or to cover the distance in a few minutes over four hours. She actually covered it in five minutes under the four hours, showing an average speed of 14.96 knots during the test. Her best running, during the middle of the course, when the engines and firemen had warmed to their work, was 15 knots strong, and after that the result was never in doubt. The steamer held 15 knots for three consecutive hours.
The Peru is the first large ocean-going commercial steamer ever built on this coast. The success of the Union Iron Works with the cruisers Charleston and San Francisco has been even exceeded in the case of the Peru, and puts the mechanical skill of the Pacific well up to that of the Atlantic. In point of fact the Peru on her Sunday trial beat her sister ship, the Columbia, built on the Atlantic, by a fifth of a knot. It was the general impression of the eperts on the Peru when she was being speeded that she can do 15 knots easily with natural draught, all the time; and the testimony is conclusive to the effect that she is remarkably steady and free from vibration, even when going 13 knots in a choppy sea.
When a CALL representative was awakened from a brief, fitful slumber on the Peru at 8 o’clock on Sunday morning, he found himself taking a last look at the Mail dock, as the propeller throbbed beneath his feet. He had been patiently waiting since 10 o’clock of the previous night for the hour of parting, but it did not come for three good reasons. First, there was a small hitch with the crankpin, which became heated during the final test of the engines at the wharf. Secondly, there was a reasonable doubt about crossing the bar at night with a big steamer loaded down to full ordinary draught. Thirdly, the Peru drew only 17.4 inches forward and too much aft, specific as to a certain draught forward. Accordingly the stern wheeler Alvira from Stockton was brought alongside and many hundreds of bags of flour wre discharged into the forward hold, till the ship drew 18 feet forward and 20 feet aft. Her mean displacement on a 19-foot draught being 4450 tons, the alteration to a mean of 19 feet 3 inches increased this displacement to 4550 tons, so that the Peru when she started was ahead of the contract in this particular.
Just as soon as the Peru had reached a point abrreast of Meiggs wharf a dense fog gathered ahead and the steam whittle was blows vigorously. It was quite a cold morning, and THE CALL representative, who was the only newspaper man on the vessel, felt chilly and lonely. It had been anticipated that a long list of applications would be filed for the trip, and the Union Iron Works had taken the proper precaution to guard against converting a serious trial of the first large commercial steamer built on the coast in to an idlers’ holiday outing. With the exception of a few boy apprentices from the iron works shops, who were supposed to be out on a cruise of instructionns, the 209 persons on board were all out on a cold-blooded, serious businerss proposition. There was no popping of corks nor jingling of glasses, and when the Peru passed the heads at 8:30 o’clock, there was no pomp or pageant or firing of salutes; only the dull heavy thuds of the piston rods, gradually increasing in frequency, and the swash-swash of the waves at the bow. After passing buoy 2 the steamer took a southward course, still veiled in a fog which hid all objects beyond a cable’s length distant.
Captain Ward, happily recovered from his recent illness, was on the bridge, and with him was Captain Tremaine Smith, well known on the China line, and Pilot Miller. Among the little knot of officials interested in the Peru’s trial were the following from the Union Iron Works: R. Forsythe, in charge of the engineer’s department; G.W. Dickey, manager of the works; James Dickey, designer; W.R. Eckard, consulting engineer, and John Scott, the last-named having oversight of the trip on behalf of Irving M. Scott.
Just as soon as the Peru had reached a point abreast of Meiggs wharf a dense fog gathered ahead and the steam whistle was blown vigorously. It was quite a cold morning, and THE CALL representative, who was the only newspaper man on the vessel, felt chilly and lonely. It had been anticipated that a long list of applications would be filed for the trip, and the Union Iron Works had taken the proper precautions to guard against converting a serious trial of the first large commercial steamer built on the coast into an idlers’ holiday outing. With the exception of a few boy apprentices from the iron works shops, who were supposed to be out on a cruise of instruction, the 20 persons on board were all out on a cold-blooded, serious business proposition. There was no popping of corks nor jingling of glasses, and when the Peru passed the heads at 8:30 o’clock there was no pomp or pageant or firing of salutes; only the dull heavy thuds of the piston rods, gradually increasing in frequency, and the swash-swash of the waves at the bow. After passing buoy 2 the steamer took a southward course, still veiled in a fog which hid all objects beyond a cables’ length distant.
Captain Ward,happily recovered from his recent illness, was on the bridge, and with him was Captain Tremaine Smith, well known on the China line, and Pilot Miller. Among the little knot of officials interested in the Peru’s trial were the following from the Union Iron Works: R. Forsythe, in charge of the engineer’s department; G.W. Dickey, manager of the works; James Dickey, designer; W.R. Eckard, consulting engineer, and John Scott, the last-named having oversight of the trip on behalf of Irving M. Scott.
The steamer ran on a south-southwest course for nearly two hours, during which she sighted a bark under easy sail, outward bound, and a steam schooner bound south. At 10 o’clock the course was changed to a point nearly due east, in order to enable to pilot to make a landfall. The fog slowly lifted, and at last the long line of the hills of San Mateo County, between Point San Pedro and Pescadero, were faintly seen. By the time the Peru had got well in with the land, at a distance of a little over a mile, the fog lifted sufficiently from the base of the hills to enable the location to be ascertained, and the sand of Halfmoon Bay came out as a bright patch of orange in contrast with the gray. As the steamer closed in the engines were sslowed dow, and the vessel, having lost her way altogether, was allowed to roll on the waves for an hour or more while the lead was cast and her drift aascertained. It was found that this quantity, which would have had to be allowed for in the speed trial, was next to nothing, but the wind sent the vessel in-shore, and a small allowance was made for that.
The Peru now steamed down the coast at gradually increasing speed till Pigeon Point was reached. The veil of fog had entirely lifted: the sun shone out bright and warm, and overcoats were doffed as hastily as they had been donned at the start. There was a brief adjournment for lunch, but all minds were occupied in the near approaching speed trial, as the throbs of the propelpropelier (?) increased in rapidity there was a proportionate eagerness to rush up on the deck. The lighthouse came out now, a strong white point and as the steamer, with her propelier (?) running 72 revolutions, came down abreast of it a stream of black smoke poured from her smokestack, indicating that the firemen below were awake to the situation and prepared to meet it.
It was to be a four hours’ battle between the ship and 58 miles of space. Every one wanted to see the ship win, and there were some on board who felt that momentous issues were at stake. It was not alone a question of the mail subsidy, but whether the Pacific Mail steamers of the future should be built on the Pacific or the Atlantic. The Union Iron Works of San Francisco was committed to a contest of speed and endurance with the Cramps of Philadelphia and other well-known Eastern firms. And as the Peru, momentarily gaining speed, fairly leaped over the waves, experts nodded their heads, went aft to look at the log and said that the Peru was “in it.”
That they were not mistaken was shown by several things. First, the rapid change of bearings in objects on shore, which began to shift like the scenes in a phantasmagoria. Secondly, by the wave that was heaped up at the bows and by the big “bone in her mouth.” Third by the log—and, by the way, there were two of them, one on the starboard, one on the port of the ship’s counter. Four hundred feet astern two miniature propellers were being towed by the ship, their revolutions being, of course, in exact proportion to the ship’s speed, and faithfully registering themselves on two dials, with a large hand to denote the miles and a small hand to denote the fractions of a mile. Every few seconds there would be a long melancholy “caterwaul,” resembling nothing so much as a moonlight sonate of disconsolate felines on the tiles, as one or the other of the logs was affected by a tension of the cord and the motion of the tiny screws. “Mee-ah-yow,” that was the sound, and it recurred more and more frequently as the Peru jagged along, so as to become almost a continuous “mew.” Experts and amateurs alike became interested in the logs, and everybody’s pencil was at work on the first few miles. The Peru kept doing better and better, and held her steam bravely even when the engines were making 77 and 78 revolutions a minute.
From 3 till 5 o’clock the interest was sustained. The ship wold win; that was settled. She had been doing 15 knots all the time from the fifteenth minute after the run was started. Some of the officials, ho had had an anxious night of it, and some of the “unofficials” who had been kept awake all night waiting for the Peru to start, took the opportunity of turning in for an hour’s sleep.
It argued well for the success of the venture that the officials most directly concerned were as cool as a cucumber all the time. As between Captain Kempff, the Government expert, with whom lay the verdict, Captain Ward, the commander, Captain Tremaikne Smith, his fidus Achates Pilot Miller, whose eyes never left the coast line for a moment, the quartermaster whose steering might make or break the trail and the engineers and firemen below, it ws hard to say who could have carried off the palm for cool concentration of mind on the work to be done. To the mere onlookers the aspect of the coast line, momentarily varying; the play of light and shade on the mountains and cliffs; the glinting of the sun’s rays on the blue waters that seemed to dance with the “gaudium certaminis”: the sweeping of the tracery of stars and cordage across the blue vault, as the Peru now and again sank in the trough of the sea–all these things were but a part of the panorama of beauty which unveiled itself: the “sea change,” which so many have read o, and so few have understood. Once in awhile the spouting of a whale would form an incident; then those familiar with landmarks would note how the ship was nearing the outer point of the bay of Monterey,the inner sweep; of which was lost in the atmospheric haze. To seaward there was nothing but the horizon Hue of the blue Pacific; above, a sky without a cloud.
On, on went the Peru, and now far to the southward a low hummock was pointed out as the bourne of the pilgrimage. That little hummock, looking like an island, was Point Sur. If the Peru was abreast of it by 21 minutes after 6 she would fill the bill; and once more a trip was made aft to look at the logs. The result was reassuring, and as the end was so near the sleepers stole forth from their bunks, and those who had been over the “seventeen-mile drive” from Monterey pointed out the monument on the summit of a hill. Then came Point Sur, and just as the Peru’s steam whistle gave a triumphant blast half a dozen watches were noted and found to agree as watches rarely do. The run commenced at 2 h. 21 min. 20 sec.; it closed at 6 h. 16 min. 20 sec, so that the run had been made in 3 hr. 55 min, and the Peru had 6 minutes to spare. Her speed over the course was officially given as 15 96 knots; had she got in half a minute sooner it would have been 15 knots.
“She is a daisy,” said everybody when the general handshaking had finished. “Well,” said Captain Ward, “let me have the Peru at 15 knots, which she can easily make, and even the China may have to look to her laurels. It’s a good boat that can make 15 knots and hold her steam right along like the Peru has done.” There was a whirl of white smoke from the steamer’s pipe as he spoke, showing that she had made more steam than she wanted.
Consulting Engineer Eckart, who watched the trial on behalf of the Union Iron Works, showed THE CALL reporter the cylinder-cards taken during the trip, from which the horse-power, etc. is calculated for his official report. This cards are made automatically and indicate precisely the pressure above and below the piston in the cylinder at any given moment. Mr. Eckart said that while he had had no time to work up the cards they were the finest he had ever taken and were superior to those of the Rio Janeiro on her speed up. They showed greater efficiency in every respect, and were better even than those of the Columbia, the sister ship built on the other side.
Immediately after the trial the Peru was headed northward and homeward. The change of course occurred just as a number of the young apprentices and guests had settled down in the preliminary soup at the dinner tale. There was a fine menu ahead of them. There was a fine menu ahead of them, bt the young gentleman’s countenances began to put on a play of colors from white to green and pale pink, like the hues of the dying dolphin, and they promptly discovered that dinner had no charms for them. They were even doubtful whether their breakfast and lunch had altogether agreed with them. [there may be words missing here so I will go on with what I have, sorry.]
…which the horse-power, etc. is calculated for his official report. These cards are made automatically and indicate precisely the pressure above and below the piston in the cylinder at any given moment. Mr. Eckard said that while he had had no time to work up the cards they were the finest he had ever taken and were superior to those of the Rio Janeiro on her speed up. They showed greater efficiency in every respect, and were better even than those of the Columbia, the sister ship built on the other side.
Immediately after the trial the Peru was headed northward and homeward The change of course occurred just as a number of the young apprentices and guests had settled down to the preliminary soup at the dinner table. There was a fine menu ahead of them, but the young gentlemen’s countenance began to put on a play of colors from white to green and pale pink, like the hues of a dying dolphin, and they promptly discovered that dinner had no charms for them. They were even doubtful whether their breakfast and lunch had altogether agreed with them….
In a sea of doubts they rushed up the companion ladder, and confided their troubles to the gulls and fishes. There was a nasty choky head sea all the way back, and the Peru thrashed into it at the rte of 13 knots. By nightfall only the old stagers and those who had long ago found their sea legs remained on deck. They were in a minority decidedly. It was a trying night for any vessel, but sleep came to all in time.
The Peru arrived off the heads at 2:55 a.m. and docked at 4 a.m. The trial was a satisfactory one in all respects, and especially in all respects, and especially in the total freedom from vibration. Only in a few bunks directly over the propelier itself could its movements be felt. Amidships or forward only the motion of surrounding objects would inform a person on deck that the ship was moving. The Peru’s tall smokestack proved no drawback. It made plenty of steam, and the rolling was as insignificant as the vibratory movement.
One of the most interesting features on the Peru is her steam gear, which is of the Union Iron Works pattern, and worked admirably. It surprised the most sanguine expectations of the designers, and has the paramount advantage of being connected direct with the big wheel so that if anything happens to it the quatermaster is not under the necessity of going aft to steer the vessel. The small wheel is keyed into the larger and is operated by a three-cylinder engine, the apparatus being so nicely poised and adjusted that a child of 12 years of age could steer the big steamer with the finger.
The Peru is 334 feet long, 45 feet beam; mean draft 19 feet; displacement =, 4450 tons; carrying capacity, 2539 tons.
Captain William Ward, who will command the vessel on her first trip on Thursday, is the youngest commanding officer in the Pacific Mail Company’s service, and is the only one of a number of apprentices taken on by the company to be trained for such positions who has made a success of his profession. He has already established a reputation as one of the most trustworthy captains in the company’s employ.
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Finis
——-DO YOU KNOW THE UNION IRON WORKS? ITS HISTORY? DID YOUR GRANDFATHER OR GREAT-GRANDFATHER WORK FOR THE UNION IRON WORKS? TELL US YOUR STORY.