THE PIONEER STEAMER

CALIFORNIA

_______________________________________________________

SHE SAILS

_______________________________________________________

FRIDAY, the 6^th of October, 1848, dawns a crisp and cloudless day. As the sun rises upon the horizon, the shimmering waves of the majestic harbor of New York gleam with myriads of scintillating jewel-like points. To the eye of the observer there are revealed hundreds of stately masts with white billowing sails catching the stiff offshore breeze so anxiously prayed for by those who must gain the open sea today. A goodly number of ships are skimming over the water, with their snowy canvas filled, their braces strumming harmoniously under the ever-increasing strain, while their sharp prows fling high sparkling spray in the morning sunshine. The wharves, at all times scenes of intense activity, are today crowded with multitudes, eager to witness a great historical event – the sailing of the first side-wheel steamer of the Pacific Mail Steamship Company, the famous California, destined to carry the first direct United States mail between New York and San Francisco and thence to Astoria, Oregon.

Old weather-beaten salts, observing the dense column of black smoke pouring from the tall smokestack of the California, silently wonder at the temerity of Commander Cleveland Forbes, commissioned to sail his ship through seventeen thousand miles of desertness of tumbling billows and necessitating the passage through the dreaded storm-swept Straits of Magellan. So far but two small English steamers had dared this hazardous adventure, the Peru and the Chile, neither of which exceeded seven hundred tons. Compared with these, the California of ten hundred and fifty tonnage was a large steamer, and on account of her size she would run a greater risk battling the fierce tides that race from Cape Virgins to Cape Pillar.

Moreover, among the miles and miles of lanes of leaping waves and wild confusion of wind that intervene between the Atlantic seaboard and the Pacific shores, there were yet vast stretches of unchartered waters, a dire challenge to the courage and skill of the most experienced navigator. No wonder, then, that, in the minds of the multitude who had come to bid farewell to their kinsfolk and friends, there lurked the disquieting thought: Will success crown the maiden trip of the California, or will it terminate in failure and disaster? And judging from the accident that befell the Panama, such fears were not entirely ungrounded.

Now the bell of the pioneer steamer sounds the last warning, the decks have been cleared, and the California as she sails proudly away, laying her course for the little hamlet on the Pacific shore – Yerba Buena – the future mighty Empress of the West – San Francisco!

_______________________________________________________

EASTERN NEWSPAPER COMMENTS

_______________________________________________________

ON THE 6^th of October, 1848, none of the prominent New York dailies commented on the sailing of the California, excepting the Daily Tribune, which had two lines under the caption MARINE NEWS: 'Cleared – Steamship California – Forbes – Valparaiso, etc. - Pacific Mail Steamship Co.’

However, on the following day three of the leading metropolitan journals¹ carried intensely interesting accounts of the departure of the pioneer steamer. Those published in the Morning Courier and the Journal of Commerce are very similar, and to avoid duplication the Journal of Commerce article is here omitted.

THE DEPARTURE OF THE CALIFORNIA

(New York Herald, Saturday, October 7, 1848)

The splendid ship, named after the most important of our territorial acquisitions, left port yesterday afternoon (Oct. 6) under the command of Captain Forbes, for the shores of the Pacific, her future field of action, where it is expected she will be joined in her course of useful services by two vessels of equal power, now fitting out. She went to sea under the most favorable auspices, well manned and provisioned for her long and interesting voyage, carrying with her the best wishes of many warm friends of this great and noble enterprise. We have already alluded to the power, capacities and build of this vessel, and can only add, at present, that the working of her engine, and the speed attained on her passage to Sandy Hook, gave the utmost satisfaction to a numerous party, consisting of her owners, builders, and a host of naval officers. The machinery is from the works of Stillman, Allen & Co. of this city, who have spared nothing within reason to render it in every feature, powerful and effective. The project now about to be consummated was set on foot, fostered, and matured by Mr. Aspinwall, of this city; and of all those yet attempted for the advancement of the commercial interests of the country, none have greater or more legitimate claims upon the aid and encouragement of our government and the public generally. It should be borne in mind that this is almost an individual enterprise and only receiving the partial patronage of the government. The undertaking is indeed a great one for a few private citizens involving a capital of more than $500,000 which amount more than doubles itself in the credit it adds to the importance of the country. In this light at least should the project receive its just estimate. It remains to be seen whether our citizens will second the efforts of the spirited organization in this great and laudable undertaking, which is pregnant with so many great results, not only to this continent, but to the world at large.

¹New York Herald; Morning Courier and New York Enquirer; New York Journal of Commerce.

THE STEAMSHIP CALIFORNIA

(Morning Courier and New York Enquirer, October 7, 1848)

This fine vessel, the first of the U. S. Pacific Mail Steamships, sailed yesterday for her destination. At eleven o'clock, quite a number of persons invited to accompany her during the passage down the Bay and a short distance to sea, were collected at Whitehall, and were conveyed by the towboat Gen. Lincoln to the steamship, which after sweeping in gallant style around the Battery from the East River, lay to near Bedlow's Island.

When all were on board, the start for sea was made from opposite Bedlow's Island, at eight minutes after twelve o'clock, and, with the engine making thirteen and a half revolutions, under a pressure of nine inches of steam, Sandy Hook was passed at forty-five minutes after one, and the Light Ship at seventeen minutes after two o'clock – thus making, under a slight head of steam, a comparatively rapid trip, and proving the capabilities of the vessel as a fast sailer.

Soon after passing Sandy Hook, the guests were summoned to a bountiful entertainment, at which good speeches were made, more especially by some gentlemen who narrated reminiscences of navigation twenty years ago, and still later back, as compared with the opportunities of the present period. Among those at the table, were a number of ladies, Mr. ASPINWALL, one of the owners of the line, Captain SKIDDY, the Government Inspector under whose observance the California was built, and several eminent gentlemen who have visited California, or are now connected with it by business relations. The entertainment was much enjoyed, and when the party rose from the table and proceeded to the deck, it was found that the steamer, having rounded the Light Ship, had been headed towards New York, and was again near Sandy Hook Light.

In accordance with previous arrangement the steamboat Orus came up about 4 o'clock and took on board all the guests who were to return to the city; and after each had bade 'good-bye' to the Captain and ship they assembled on the upper deck of the Orus and gave enthusiastic cheers as the steamer sped seaward toward her destination.

The California measures, 200 feet in length, 34 feet beam, and 20 feet depth of hold, and her engine, built in the best manner by Messrs. STILLMAN, ALLEN & Co., is rated at 250 horse power but can easily be worked up to 300 horse power.

Her commander, Capt. FORBES, is an able and skilful seaman, as well as a true gentleman; and those who have travelled on the Camden and Amboy railroad line cannot fail to remember him as the attentive and urbane commander, for many years, of the steamer which forms the connection of the line between this city and South Amboy. The enterprising owners of the California could not have made a better choice; and we feel assured that the mail packet service on our Pacific coast will acquire consequence and value from the prompt attention to, and great ability for, the discharge of all duties connected with it by Capt. Forbes.

Messrs. HOWLAND & ASPINWALL, the owners of the California, have had her built for service – not show; and though her cabins have a richness of adornment which challenges great commendation, still there is no useless luxury in her appointments. Comfort, not display, has been the object desired to be attained, and we think it has been achieved entirely.

Two days later, the New York Daily Tribune¹ adverted to the sailing of the California. This article certainly deserves to be preserved on account of its valuable technical data and the list of prominent people who had been invited to celebrate the departure of the pioneer steamer. Of special interest is the statement that she had accommodations for from fifty to sixty passengers in the first cabin, and from one hundred to one hundred and fifty in the steerage or forward cabin.

The STEAMSHIP CALIFORNIA, Capt. FORBES, sailed Friday at 12 o'clock for California and Oregon. The California is the first of a line of three steamers to run between Panama and Oregon City, and to carry the U. S. Mails. It is the design of Messrs. Howland & Aspinwall, who are establishing this line to have the second ship ready to sail by the 1^st of November and the third by the 1^st of December. A line will soon be established to run in connection with this, either from New-York or New-Orleans to Chagres via Havana, when it is expected that passengers from this City will be able to reach San Francisco, in California, in 30 to 35 days. They hope to run from here to Chagres in ten days, cross the Isthmus (50 miles by canoe and 20 by land) in three days, and then run by steamer to San Francisco in 18 to 20 days more.

¹New York Daily Tribune, October 9, 1848

The California is the first steamer to bear the American Flag to the Pacific Ocean, and we have no doubt but this enterprise will form the nucleus of what in a comparatively short time will grow into a mighty commerce.

The California is a ship of 1,100 tons burden, with 200 feet keel, 34 fee beam, and 20 feet depth of hold. She is one of the most staunch built vessels we ever saw – perhaps the strongest ever built in American waters. She draws 14 feet water – has an upright stem and no bowsprit. William H. Webb was the builder. Her engine is from the 'Novelty Works' of Messrs. Stillman, Allen & Co. It is a 'Side Lever' of 250 horse power and 8 feet stroke. The steamer has accommodations for 50 to 60 passengers in the first cabin and 100 to 150 in the steerage or forward cabin. After the complete establishment of the line from there to Oregon City, passengers will probably be taken in the state-rooms for $300 or $350, and emigrants in the forward cabin for about half that sum. The ship has over 500 tons of coal on board, and takes out provisions enough to last one year. She takes along, also, a complete set of spare machinery.

Capt. Forbes will touch at Rio Janeiro, Callao, Panama, one or two ports in Central American and the West Coast of Mexico, and thence sail to San Francisco and Oregon City, taking out mails to our squadrons on the Brazil and Pacific stations. Several passengers will leave here in time to meet the California at Panama as she comes round Cape Horn, and take passage in her for California and Oregon.

One great advantage this route will afford over the land route is that it will present facilities to emigrants during the cold as well as warm season, while experience has shown that it is extremely dangerous to attempt to cross the mountains during the Winter.

A company of invited guests numbering perhaps 100 or more, and including several ladies, went down the Bay a short distance in the California. She sailed from opposite Bedlow's Island at 12 o'clock. The day was as fair as the ladies on board the noble ship, and she glided so graceful and quietly through the smooth surface that there was scarcely a perceptible jar to be felt in any part of her, notwithstanding her machinery was entirely new. With about 10 inches of steam she ran from Bedlow's Island to Light Ship, 24 miles, in 2 hours and 17 minutes, against a flood tide which is equivalent to about 4 miles, so that in fair sailing she would have made about 12 miles per hour.

Her performance on this occasion was regarded by the gentlemen on board as entirely satisfactory. When in the vicinity of Sandy Hook the guests sat down to a bountiful repast, to which they did ample justice. - Among the guests we noticed the Presidents of several Insurance Companies, Mr. Aspinwall, on of the Proprietors of the Line, Capt. Skiddy, the Government Inspectors under whose supervision the boats of this line are being built, J. Quinn Thornton, Chief Justice of the Supreme Court of Oregon under the Provisional government, and we believe now a Judge for that Territory by the appointment of President Polk; Mr. Townsend, formerly of the Express, and others. After the removal of the cloth, sentiments were given and responded to with great good feeling and hilarity. Wit and wine equally sparkling passed round the board till the guests were summoned on deck to pass on board the steamer Orus, which by previous arrangement was to bring the party back to the city. Among the speakers were Messrs. Townsend, Blunt, Thornton and others.

After individually giving Capt. Forbes a shake of the hand and a 'God bless you,' the party passed on board the Orus, and between 4 and 5 o'clock, after giving three times three for 'Capt. Forbes and the California Line,' the boats parted, the California seaward and the Orus toward New York, and the Pioneer steamer, with her noble Commander, were soon lost in the distance. Between 6 and 7 o'clock the Orus landed her passengers at the foot of Fulton-st. full of delight with the day's excursion and hope for the prosperity of Capt. Forbes and the California.

Capt. F. is well known here as the worthy and able commander, for eight or nine years past, of the steamer John Potter, running between this City and Amboy. He has, by his own industry and perseverance, raised himself from an apprentice in a ship-yard, and then a common sailor, to the command of a National Ship. Success attend him.

Eleven days later, the Tribune¹ took up the subject so dear to all New-Englanders, namely, 'Eastern Ship Yards and Shipbuilding.' As that portion of this review which deals with the California only restates the technical data found in the prior article, there is no need to reproduce it here, excepting a single paragraph:

The first of this line (Panama steamers) the California, under the command of Capt. Forbes, sailed on the 6^th inst. For her destination.

¹New York Daily Tribune, October 20, 1848

_______________________________________________________

SOURCES OF INFORMATION

_______________________________________________________

ALTHOUGH all records of the Pacific Mail Steamship Company in New York and San Francisco have been lost, a fact that has recently been corroborated by correspondence with the officials of that company - en passant we may include in this statement the records of the United States Mail Steamship Company – fortunately, there remain other valuable sources of information concerning the steamers built by these two companies and operated between New York and Chagres, and between Panama and San Francisco, during the years 1848, 1849, and 1850.

First and foremost, the student who is delving into the events of those bygone days, so full of romance and of intense strife, should consult the great dailies of the East, the West, and the South. Veritable treasures of information are buried in the time-stained columns of such papers as the New York Herald, Daily Tribune, Commercial Advertiser, Journal of Commerce, Sun, Courier, New Orleans Picayune, etc. These, and other equally important publications, are filled with letters and communications, not only from their correspondents, but also from many travelers. Collectively, they are a stirring tale of the times when the thirst for gold ravished the souls of men. Indeed, even if manuscripts and other printed records were not available, it would be possible to reconstruct the story of the California from these long-forgotten letters and news items, and no history appeals with greater force to the reader than that constructed largely from the resuscitated voices of the past.

In addition to the daily newspapers, however, there are extant three important documents dealing specifically with our subject. The first of these is the joint Report of the Secretary of the Navy and the Postmaster-General, issued in response to a Resolution of the Senate asking to be advised about the compliance of the two great steamship companies with their contractual obligations. This report is dated March 23, 1852.¹ Appended to this document is a series of statistical tables, both for the United States Mail Steamship Company and the Pacific Mail Steamship, showing the mail service actually performed by their steamers during the period December 1, 1848 to December 31, 1850. For the vessels of the United States Mail Steamship Company the tables give the dates of departure from New York and of their arrival at Chagres, and for the vessels of the Pacific Mail Steamship Company the dates of clearing from Panama and of entrance into the harbor of San Francisco.

Another rich source of information is a rare book, of which only one hundred copies were published in 1874 in commemoration of the Twenty-Fifth Anniversary of the First Steamship Pioneers. This publication contains a daily record of the voyage of the California from New York to Panama. About the passage of the steamer from Panama to San Francisco, it has only a few paragraphs, and thus, historically speaking is missing.

Finally, we have the Crosby Manuscript, at present in the Templeton-Crocker Loan Collection of the California Historical Society. Entire portions of this record will be found in a later chapter of our story. This manuscript bears the title 'Memoirs and Reminiscences of Henry R. Robinson,' by Elisha Oscar Crosby. Despite the fact that it was written as late as 1880, its contents are of permanent historical value because the author seems to have been the only passenger on the California who has left to future generations a complete story of the incidents that occurred during the passage of the steamer from Panama to San Francisco.

When the California left New York, she carried no through passengers for the future capital of California. However, at Panama the steamer received several hundred through passengers for San Francisco. An examination of the roster of the California, prepared at San Blas, Mexico, February 14, 1849, by Stephen H. Branch, makes it apparent that the majority of those Argonauts had previously sailed from New York on the Falcon, the first steamer dispatched by the United States Mail Steamship Company on December 1, 1848. In other words, through the passengers taken on at Panama the story of the pioneer steamer is intimately connected with the first voyage of the Falcon. Therefore, in the interest of an adequate understanding of the events to be related later on, it seems expedient to advert briefly to the reasons which caused the establishment of the two great American mail steamship companies, both subsidized by the United States Government.

¹Executive Document No. 50, 32^nd Congress, 1^st Session.

_______________________________________________________

THE PACIFIC MAIL STEAMSHIP COMPANY

AND THE UNITED STATES MAIL STEAMSHIP COMPANY

_______________________________________________________

OWING to the anticipation of new interests on the Pacific Coast Territories and also to the threatening attitude of Great Britain in the Northwest, President Polk had laid before Congress a plan for rapidly increasing the population of these Territories by transporting American emigrants via the Isthmus of Panama by means of sailing vessels. Acting on this request, Congress had passed an Act on March 3, 1847, authorizing the Secretary of the Navy to advertise for bids to carry the United States mail by one line of steamers between New York and Chagres, and by a second line between Panama and Astoria, Oregon. The contract for the Atlantic side demanded the construction and operation of five steamers of fifteen hundred tons burden, to ply between New York and New Orleans twice a month, touching at Charleston, Savannah, and Havana, thence to Chargres and back, twice a month. For the Pacific line the contract required the construction of three steamers, two of not less than one thousand tons, and the other of six hundred tons. These vessels were to travel from Panama to Astoria once a month each way, it being understood that the steamers should connect with the United States mail brought from Chagres across the Isthmus to Panama.

For the Atlantic side of the contract was assigned to Albert G. Sloo on April 20, 1847, who in turn transferred it, on August 17 of the same year, to a syndicate consisting of George Law, M. O. Roberts, and B. R. McIlvaine, all of New York City, the contract stipulating further that the first two ships should be completed by October 1, 1848. These men formed the United States Mail Steamship Company.

For the Pacific side the Government originally made a contract with Arnold Harris in November, 1847, who transferred his rights to William H. Aspinwall on November 19, 1847. The latter, together with Gardiner Howland and Henry Chauncey, then incorporated the Pacific Mail Steamship Company, April 12, 1848.

The first steamers placed in service by the United States Mail Steamship Company were the Falcon, the Georgia, the Ohio, and the Illinois. On the other hand, the earliest steamers of the Pacific Mail Steamship Company were the California, the Panama, and the Oregon.

The California sailed from New York on October 6, 1848, and the Oregon, December 8,¹ 1848. The Panama originally sailed December 1, 1848, but returned disabled on December 26. She was laid up for repairs for two weeks, and then sailed the second time on February 17, 1849. Meanwhile, the United States Mail Steamship Company had bought the Falcon and had advertised the steamer to sail on December 20, so as to reach Chagres in time for transportation of the mail and passengers across the Isthmus to connect with the California at Panama.

¹Oregon left New York October 8 for San Francisco. New York Daily Times, January 20, 1849; February 19, 1849; March 21, 1849.

Oregon left this port December 8, 1848. New York Herald, February 27, 1849.

_______________________________________________________

THE GOLD FEVER

_______________________________________________________

IN THE book entitled 'First Steamship Pioneers,' the writer furnishes the reason for the advanced sailing date of the Falcon:

The real cause of this change was a rumor which had gained credence in a few minds that gold had been discovered in California. But this was not sufficiently confirmed to counterbalance the 20 days less time in which to prepare, and the number of through passengers (to California) was quite limited.

This rumor of gold discovery was of so little force that probably not half a dozen of the entire number of passengers had ever heard of it, and not one had any faith in it. Hence it is due to the 'First Steamship Pioneers' to say that they did not start for California for the purpose of digging gold, for they knew nothing of it when they sailed. When they had been three days at sea the gold discovery was officially published at Washington, but the passengers on the Falcon did not hear of it until their arrival at New Orleans on Dec. 5, 1848.

Equally ignorant of the discovery of gold were the passengers of the California, a fact confirmed by Bancroft:

When the California left New York the discovery of gold was known in the States only by unconfirmed rumors which had attracted little attention so that she carried no passengers for California and only four or five passengers for way ports.¹

Nearly all – and their number is legion – who have rendered an account of the discovery of gold in California refer but briefly to the publication of the Message of President Polk, the spark that started the general conflagration. Indeed, they assume that this famous document was well known to their contemporaries. Perhaps they were right, but how many of the present generation have either seen or read President Polk's Message of December 5, 1848? Owing to the startling results which it produced throughout the whole world over eighty years ago, that portion of the document affirming the finding of large quantities of gold is subjoined:

¹Bancroft's Annuals of the California Gold Era, volume 6, page 129.

It was known that mines of precious metals existed to a considerable extent in California at the time of its acquisition. Recent discoveries render it possible that these mines are more extensive and valuable than was anticipated. The accounts of the abundance of gold in that territory are of such an extraordinary character as would scarcely command belief, were they not corroborated by the authentic reports of officers in the public service who have visited the mineral district and derived the facts which they detail from personal observation. Reluctant to credit the reports in general circulation as to the quantity of gold, the officer commanding our forces in California visited the mineral district in July (1848) for the purpose of obtaining accurate information on the subject. His report to the War Department of the result of his examination and the facts obtained on the spot is herewith laid before Congress. When he visited the country there were about 4000 persons engaged in collecting gold. There is every reason to believe that the number of persons so employed has since been augmented. The exploration already made warrant the belief that the supply is very large and that gold is found at various places in an extensive district of country. ¹

Doubtless people of the present day can recall the news of the Kimberly diamond fields and the discovery of gold in the Klondike, but no one can adequately picture the emotional tidal wave that swept over the world after the publication of President Polk's Message.

In 1848 the annual supply of gold in the world was small, and consequently the yellow metal represented a much more highly prized commercial commodity than it is today, when people talk so glibly about billions. No wonder, then, that the news of the discovery of fabulous and apparently inexhaustible supplies of gold – for a time, at least – unsettled the mental equilibrium of all classes, rich and poor, the highest and the lowest. Bancroft aptly describes this condition as a 'mental St. Virus's dance.' Moreover, fresh fuel was constantly added to the general conflagration by pamphlets and books emanating from persons who claimed to be well informed about the facts. Thus, in the 'Emigrant's Guide to the Gold Mines' (New York, 1848, H. L. Simpson), the public was told of the existence of river-beds 'paved with gold to the thickness of a hand'; also that 'from twenty to fifty thousand dollars gold were picked out almost instantly.'

¹From Message of President Polk, December 5, 1848.

Turning from writers of myths to sober business men and officials in the employ of the United States Government, there is the Report¹ of Colonel R. B. Mason² to the Secretary of War, dated Monterey, California, August 17, 1848. The very fact that the language used to describe the wondrous wealth of the Golconda of the West is simple and straightforward makes the following statement much more impressive:

I have no hesitation now in saying that there is more gold in the country drained by the Sacramento and San Joaquin rivers than will pay the cost of the present war with Mexico a hundred times over.

On January 23, 1849, the New York Daily Tribune brought out a letter from Thomas O. Larkin, with the following headlines in extra heavy type:

HIGHLY IMPORTANT

___________

FROM THE CALIFORNIA GOLD REGION

___________

OFFICIAL REPORT TO GOVERNMENT

OF GOLD FOUND IN LUMPS OF 16 AND 25 POUNDS

___________

GOLD TO AN IMMENSE AMOUNT OBTAINED BY

DIGGING AND WASHING

Finally we must not overlook the fact that even Horace Greeley, in an editorial in the New York Daily Tribune of December 9, 1848, placed himself on record as follows:

We are on the brink of the Age of Gold. We look for an addition within the next four years, equal to at least one thousand million of dollars to the general aggregate of gold in circulation and use throughout the world.

¹New York Daily Tribune, December 8, 1848

²Report of Mason, Appendix G.

A billion dollars added to the world's supply of precious metal, the life-blood of commerce and industry, predicted by one of the best-known and best-informed newspaper writers of the United States!

In consequence of such propaganda a veritable avalanche of ships and men rushed to the gold-fields during the closing months of 1848 and throughout the entire next year. To satisfy the demands of the public, both the New York Daily Tribune¹ and the New York Herald issued regularly lists of vessels and passengers who had sailed in quest of gold from the various ports of the United States. The earliest of such statistical tables was appended to an editorial in the New York Herald² entitled 'The Gold Excitement – The Extent of the Emigration to California.' It showed that from the outbreak of the 'gold fever' to the 11^th of January, 1849, a total of 2212 persons had sailed for the California mines.

THE GOLD EXCITEMENT – THE EXTENT OF THE EMMIGRATION TO CALIFORNIA

The excitement relative to the gold mines of California continues with unabated fervor. It is daily fed with all sorts of reports. Every statement is caught up and swallowed with the greatest avidity; and even that asserting that the government at Washington had despatches from the gold region too 'brilliant and glowing' to publish, is amplified to an extent that throws the Arabian Nights Entertainments completely into the shade.

All this indicates the height of the gold excitement. It runs high throughout the Union. It is wild enough, without false statements being thrown in to make it more so. The correct accounts from California are as rich and as gorgeous as the most ardent gold-hunter need desire. It is useless, therefore, to enlarge on the reports from Colonel Mason and Captain Folsom; it is useless to assert that the government have received despatches that they are afraid to publish; it is useless to invent stories, in order to fill up the ships, when the truth from California is sufficient to decrease the population full fast enough in the cities on the Atlantic seaboard.

¹New York Tribune, Appendix H.

²New York Herald, January 16, 1849.

To set the public aright, however, in all matters relative to the gold territory, we will state – and we do so on the highest authority – that the government are not in the possession of any despatches, or any facts, that the public have not been made acquainted with. After all that has been said, it turns out that there is not one word of truth in the report that they have suppressed important and startling information. They have had none to suppress. We will also lay before our readers the latest movements of the gold seeking parties, to show the extent of the emigration.

There has been, and there still exists, a great diversity of opinion as to the number of persons who have left for California since the beginning of the excitement. Invariably it has been given as very large, and the general impression is, that upwards of ten thousand have started. In order to form a more correct idea, we have had recourse to our files, where the sailing of every vessel for the Gold Region, from the various ports in the United States, with the passengers of each, is recorded; and from which we have been able to arrange the following table, giving the names of all vessels, and the date of sailing from their respective ports, with the number of passengers and crew on board. So far, it will be seen that only about 1156 have gone by sea via Cape Horn; about 530 via Chagres; and thus far, to our knowledge, only about 30 via Vera Cruz. Our table commences with the sailing of the bark John Benson, for Chagres, on the 11^th ult., which was, in fact, the first vessel that started from the United States, under the present excitement, with emigrants. The steamer Falcon, sailed on the 3d,¹ but had no passengers, except government officers, for Chagres, from this port; at New Orleans, however, she received about 200. But here is the table:

¹She actually sailed on the 1^st.

VESSELS SAILED FROM THE UNITED STATES FOR CALIFORNIA SINCE THE EXCITEMENT

Whence sailed	Names of Vessel	Date of sailing	Number of Passengers	Officers and Crew
New York	Ship Florence	Dec. 14	10	20
	Ship Sutton	Dec. 29	50	20
	Bark Express	Jan. 2	25	14
	Bark Ocean Bird	Jan. 2	10	14
	Brig New Castle	Jan. 4	10	12
	Ship Chris. Colon	Jan. 6	30	20
	Ship Albany	Jan. 9	50	20
	Brig D. Henshaw	Jan. 7	15	12
	Bark Josephine	Jan. 9	30	14
	Bark Harriet Newell	Jan. 10	20	14
	Brig George Henry	Jan. 10	10	10
	Brig Orbit	Jan. 13	35	10
	Schr. Anthem	Jan. 13	10	7
	Ship Brooklyn	Jan. 13	150	23
	Ship Tarolinta	Jan. 14	130	24
	Bark Croton	Jan. 14	50	14
	Brig Isabel	Jan. 14	20	10
Boston	Brig Satillo	Dec. 22	17	10
	Bark Carib	Dec. 28	11	15
	Bark Elvira	Jan. 6	12	16
	Bark Maria	Jan. 10	30	15
	Brig Forest	Jan. 11	16	12
	Ship Edw'd Everett	Jan. 12	150	25
	Bark Oxford	Jan. 12	36	14
	Bark Atilla	Jan. 12	40	14
	Brig Pauline	Jan. 13	13	10
Nantucket	Ship Aurora	Jan. 11	20	24
Norfolk	Brig John Petty	Jan. 10	14	10
Baltimore	Bark Paoli	Jan. 11	5	14
	Ship Greyhound	Jan. 10	56	20
	Schooner Eclipse	Jan. 11	8	7
Salem	Bark Eliza	Dec. 23	7	12
	Brig Sterling	Dec. 30	10	10
N. Bedford	Schooner Favorite	Dec. 13	8	8
Philadelphia	Bark Louisiana	Dec. 20	40	12
	Brig Oniota	Jan. 11	16___	10_
Total			1,164	518
				1,164
Aggregate via Cape Horn				1,682

This gives us a list of 36 vessels already on their way, via Cape Horn, with about 1164 persons as passengers, and over 518 belonging to the ships. The vessels which have left for Chagres, are as follows:

Whence	Vessels	No. of Passengers
New York	Bark John Benson	60
	Brig Mary Pennel	10
	Brig Henrico	20
	Steamer Crescent City	130
	Steamer Isthmus	60
	Steamer Orus	50
New Orleans	Steamer Falcon	200
Total to Chagres		530
Total via Cape Horn		1,682
Total thus far		2,212

The associations, or companies, organizing, make the slowest progress.

There are, at least, on the tapis, through the country, twenty-five or thirty which are open for applicants. Two or three days only have started for their destination:

New Jersey Mining Company (by sea)	17 persons
Newark Mining Company (by land)	12 persons
Bunker Hill Company (by sea)	30 persons

Of these, many are on board some of the vessels mentioned above, and may be included in the aggregate number sailed.

The bark Eugenia, for Vera Curz, and the Harriet T. Bartlett, for Chagres, were to have sailed yesterday, each having large parties destined for San Francisco. The steamship Crescent City is expected here on Sunday or Monday next, and will return to Chagres, touching at Vera Cruz, on the 5^th of February. A large portion of her fine accommodations has already been secured. The Falcon will leave on the 1^st, stopping at Savannah, Havana, and New Orleans. The elegant steamship Panama,¹ Captain Comstock, leaves on the 15^th, via Rio Janeiro, Valparaiso, Panama, etc. The number of sailing ships up for California is growing large; so soon as one leaves, another is up and in her place. We are glad to notice that a better class of vessels is now in the market; those that were found to have been wanting in character and capabilities are withdrawn, and such vessels as the Morrison, Ann & Eliza, Orpheus, and South Caroline, are substituted. These vessels are worthy of the confidence of those who are shipping or taking passage. The accommodations on board the Morrison are particularly worthy of inspection – Messrs. Spofford, Tileston & Co. are the owners.

Thus they go. At this rate California will not long remain a wilderness, nor the gold be allowed to glitter in the beds of the streams and brooks running through the valley of the Sacramento.

THE EMIGRATION TO CALIFORNIA²

VESSELS SAILED DIRECT FOR CALIFORNA

Whence sailed	Name of Vessel	Date of Sailing	Number of Passengers	Officers and Crew
Before reported, in 141 vessels			6,756	1,728
New York	Steamer Hartford	Feb. 20	57	18
	Bark Vernon	Feb. 22	7	12
	Bark Nautilus	Feb. 22	74	12
	Bark St. Mary	Feb. 22	30	12
	Brig Brothers	Feb. 22	24	10
	Schr. Gen. Morgan	Feb. 22	27	6
	Ship J. G. Coster	Feb. 24	93	18
	Bark J. A. Jessuran	Feb. 24	56	12
	Bark Eliza Ann	Feb. 24	4	12
	Schr. J. W. Ryerson	Feb. 24	20	8
	Ship Belvidere	Mar. 1	80	12
	Ship Courier	Mar. 3	66	14
	Ship Jas. L. Day	Mar. 3	25	6
	Ship Loo Choo	Mar. 8	139	16
	Bark Mallory	Mar. 8	72	12
	Bark Hy Barbeck	Mar. 8	96	12
	Bark Palmetto	Mar. 8	41	12
	Bark Griffon	Mar. 8	49	12
	Bark Mouram	Mar. 8	54	12
	Bark Inea	Mar.	20	12
	Bark D. G. Godfrey	Mar.		16
	Bark Horatio	Mar. 9	40	12
	Ship Helena	Mar. 10	100	16
	Steamship Senator	Mar. 11	80	20
	Ship Salem	Mar. 13	165	16
	Bark Susan	Mar. 16	25	14
	Steamship Spitfire	Mar. 17	40	20
	Bark Clarissa	Mar. 17	28	12
Boston	Ship Sweden	Mar. 1	176	16
	Bark Orb	Mar. 1	21	12
	Ship Regulus	Mar. 5	124	16
	Ship Charlotte	Mar. 5	124	16
	Bark Edw. Fletcher	Mar. 5	30	12
	Brig Sea Eagle	Mar. 5	71	10
N. Bedford	Schr Emeline	Mar. 6	25	8
	Bark Russell	Mar. 8	56	10
	Schr Horace	Mar. 10	21	6
Nantucket	Ship Henry Astor	Mar. 12	67
Salem	Bark Lagrange	Mar. 17	65	12
Providence	Bark Nahumkeg	Mar. 3	29	12
	Bark Floyd	Mar. 5	50	12
Bristol, R. I.	Bark Anne	Feb. 18	57
	Bark Winthrop	Mar. 9	48	14
Warren R. I.	Schr John A. Sutter	Mar. 8	26	6
New London	Schr Alfred	Mar. 11	28
	Schr Willimantic	Mar. 17	21
Philadelphia	Ship Mason	Feb. 22	102	16
	Ship Levant	Feb. 26	72	16
	Bark Algoma	Mar. 1	56	12
Baltimore	Bark Kirkland	Feb. 24	62	12
	Schr Ferdinand	Feb. 25	25	8
	Brig Arabian	Mar. 16	32	10
Norfolk	Bark J. G. Colley	Mar. 11	29	15
Richmond, Va.	Ship Marianna	Mar. 16	118	14
N. Orleans	Steamship McKim	Feb. 9	85	21
	Schr Friendship	Mar. 9	25	6
	Schr St. Mary	Mar. 10	19___	6____
Total			9,932	2,391 9,932_
Total in 198 vessels via Cape Horn				12,323

¹Advertised to leave February 15, 1849.

²New York Herald, Morning Edition, Friday, March 23, 1849.

VESSELS SAILED FOR CHAGRES

Whence Sailed	Name of Vessel	Date of Sailing	Number of Passengers
Before reported, in 24 vessels			1,760
New York	Bark Bogota	Feb. 22	40
	Brig Alvaria	Feb. 22	33
	Steamship Northerner	Mar. 1	150
	Steamship Falcon	Mar. 8	106
	Schr Splendid	Mar. 10	26
	Steam. Crescent City	Mar. 15	338
	Brig. Dr. Hitchcock	Mar. 16	45
	Bark Santee	Mar. 22	57
Boston	Bark Thames	Feb. 22	34
	Schr Edwin	Mar. 5	27
	Schr Harriet Neal	Mar. 12	31
Baltimore	Brig St. Andrew	Mar. 12	24
Charleston	Brig Henrico	Mar. 3	21
Norfolk	Schr Viola	Mar. 10	10
New Orleans	Brig Perfect	Feb. 13	45
	Steamship Galveston	Feb. 14	158
	Steamship Isthmus	Feb. 20	45
	Steamship Maria Burt	Feb. 28	82
	Schr Crescent City	Feb. 28	58
	Steamship Alabama	Mar. 2	30
	Brig Major Eastland	Mar. 12	109__
Total in 45 vessels			3,229

VIA VERA CRUZ

Before reported in 5 vessels			449
New York	Brig Empire	Feb. 19	66
	Brig Isabella Reed	Mar. 2	48
New Orleans	Brig Jennett	Feb. 19	31_
Total in 8 vessels, via Vera Cruz			594

VIA BRAZOS

Before reported in 6 vessels			406
New York	Schr Florida	Jan. 24	36
	Schr Peerless	Mar. 2	30
New Orleans	Steamship Globe	Feb. 17	50
	Steamship Globe	Mar. 4	188
Mobile	Schr. Princeton	Feb. 10	55_
Total in 11 vessels, via Brazos			765

VIA CORPUS CHRISTI

New York	Bark Norumberg	Mar. 8	36
Boston	Schr J. W. Herbert	Mar. 1	33
New Orleans	Steamship Fanny	Feb. 17	34_
Total in 3 vessels, via Corpus Christi			103

VIA SAN JUAN RIVER

Before reported in 1 vessel		2
New York	Brig Mary	116
Total in 2 vessels, via San Juan River		118

VIA TAMPICO

Before reported in 1 vessel			50
Philadelphia	Schr. Newton	Feb. 26	37
Total in 2 vessels, via Tampico			87

VIA LAVACA

New Orleans

Steamship Palmetto

Mar. 9

122

RECAPITULATION

Total in 198 vessels, via Cape Horn	12,323
Total in 45 vessels, via Chagres	3,229
Total in 8 vessels, via Vera Cruz	594
Total in 11 vessels, via Brazos	765
Total in 3 vessels, via Corpus Christi	103
Total in 2 vessels, via San Juan River	118
Total in 2 vessels, via Tampico	87
Total in __1 vessels, via Lavaca	122__
Total in 270 vessels	17,341

Besides the above, several vessels have cleared at this port for San Francisco, which have not yet sailed; and some few have sailed, the list of passengers in which, if any, we have been unable to obtain. If those who have gone out West, to go overland, were included in the above, it would swell the list to about twenty thousand.

The statistics of the United States Treasury Department¹ supply the most convincing proof that the quantity of gold poured out from California placers and mines was unprecedented in the annuals of the world. A glance at the following table tells the story:

PRODUCTION OF GOLD IN THE WORLD

Period	Ounces	Value	Annual average for period	Increase
1831 to 1840	6,522,913	$134,841,000	$13,484,000	* * *
1841 to 1850	17,605,018	$363,928,000	$36,393,000	177 per cent
1851 to 1855	32,051,621	$662,566,000	$132,513,000	266 per cent

Naturally this, a veritable Mississippi River, swamping the entire United States with a flood of liquid gold, evoked grave misgivings in the minds of the financial and industrial magnates of the times. What effect would this enormous accumulation of precious metal produce in the values of all articles of commerce, in the prices of labor, etc.?

¹From Statistical Abstract of the United States, 1922, page 708.

In response to many anxious inquiries by its readers the New York Herald of January 31, 1849,¹

came out with an editorial containing the following statistics:

	Bank currency	Specie in Banks	Specie in Circulation
United States	$150,000,000	$75,000,000	$20,000,000
Great Britain	$150,000,000	$90,000,000	$75,000,000
France	$100,000,000	$40,000,000	$60,000,000
Rest of Europe	$200,000,000	$200,000,000	$200,000,000
Rest of World	$50,000,000	$40,000,000	$25,000,000
Total	$650,000,000	$445,000,000	$380,000,000

It appears by this that on a basis of $445,000,000 in specie there is a circulation of $650,000,000 in paper, or an excess in paper of $205,000,000. Taking the specie on deposit in banks as the basis of the paper currency, we must consider it immovable any further than necessary, to displace so much paper. The actual circulation of money and its representatives, in the world, so far as we can arrive at it, is ten hundred and thirty millions of dollars ($1,030,000,000) and that amount suffices to carry on the entire commerce of the world.

In the event of the mines of California producing one-half as much as estimated it will be seen that the amount of gold in circulation will be doubled within the next ten years. Fifty millions of dollars in gold added to the currency of the World in each year will create a revolution in financial and commercial affairs greater than ever before experienced.

¹See also New York Herald, December 28, 1848.

Transcribed by: Jeanne Sturgis Taylor.

---

© 2010 Jeanne Sturgis Taylor.

THE PIONEER STEAMER CALIFORNIA INDEX

GOLDEN NUGGET LIBRARY'S SAN FRANCISCO DATABASES

GOLDEN NUGGET LIBRARY INDEX