Q.David Bowers
Immigration to California was greatly facilitated by the Pacific Mail Steamship Co. which was incorporated before the gold rush and without knowledge of it. Earlier, J. M. Shively, postmaster in Astoria, Oregon, a leading fur trading center on the Pacific coast, visited Washington in 1845 and advised that mail steamers be established between Panama and Astoria. Other requests were made for mail service between Panama and California.
Following an act of March 3, 1847, the secretary of the Navy advertised for bids for two lines of steamers,one to carry mail between New York and Chagres on the Caribbean side of the Isthmus of Panama, and another line to connect from the western coast of Panama to Astoria. The Atlantic-Caribbean line was to consist of five steamships of 1,500 tons each, to be constructed in such a manner that they could be easily converted into warships, "for which purpose the government might by appraising them purchase them at any time." The route was specified as being "from New York to New Orleans twice a month and back, touching at Charleston, if practicable, Savannah, and Havana; and from Havana to Chagres and back twice a month."
For the Pacific steamship line three vessels were specified, two of not less than 1,000 tons and the other of 600 tons. These were to take the mail "from Panama to Astoria or to such other port as the secretary of the Navy may select in the Territory of Oregon, once a month each way, so as to connect with the mail from Havana to Chagres across the Isthmus."
The Atlantic contract was awarded to Albert G. Sloo on April 20, 1847. This was later transferred to three others of New York City on August 17th. The government allowed $290,000 annual compensation under the agreement. The first two vessels were to be completed by October 1, 1848.
The Pacific contract was given to Arnold Harris, who assigned it to William H. Aspenwall. It was provided that the annual subsidy for 10 years would be $199,000. The awarding of the contract was under disputed circumstances, and a long series of litigations resulted.
It was then decided that San Francisco would be the northern terminus for the steamship line. At that point mail for Oregon would be transferred and taken further north by sailing vessels.
On April 12, 1848, the Pacific Mail Steamship Co. was incorporated with a capital stock of $500,000. In 1850 the stock was raised to $2 million, in 1853 to $4 million, and to higher amounts in subsequent years. Three sidewheel steamers were constructed quickly.
The first of these, the California, sailed from New York on October 6, 1848. In the two following months the Oregon and the Panama left. At the time of sailing of the California on October 6, California gold was merely a rumor in the East and no passengers left for the gold fields.
On December 29 when the ship reached Callao a number of people eager for passage to California came on board, although only 50 could be assigned staterooms, due to an earlier understanding that on her maiden voyage the California would take no passengers until it reached Panama.
In Panama a crowd of approximately 1,500 people desired passage. Many of them had earlier paid for room aboard the California. These people during the preceding nine weeks had arrived on the Caribbean side of theisthmus and had proceeded up the Chagres River in dugout canoes. Malaria abounded, and a malignant form of cholera struck many others. Casualties were numerous. From Cruces, the head of navigation on the Chagres River, pack animals were taken to the Bay of Panama on the Pacific side. A shortage of beasts of burden developed, so many travelers had to abandon their luggage, merchandise, and other possessions to the hands of unscrupulous agents who gave uncertain indications that they would be forwarded. In their eagerness, many travelers made the remaining journey to the Pacific side on foot.
The California arrived at Panama on January 30, 1849, three weeks behind schedule due to fog and other problems encountered during the maiden voyage. It was built with accommodations for over 100 people, of which only a portion remained due to staterooms sold earlier at Callao. Many who had purchased tickets were turned away at first. After the crowd grew frantic, over 400 people were eventually taken on board to secure accommodations in any manner they could. Historian Bancroft noted that "many a one, glad to make his bed in a coil of rope, paid a higher fare than a stateroom holder; for steerage tickets rose to very high prices, even, it is said to $1,000 or more."
The Panama, the second steamer scheduled to arrive, was also delayed, with the result that the Oregon, which had left New York toward the end of December, arrived first, coming to Panama around the middle of March. There was again mass confusion as people scrambled for the relatively small number of spaces on board. About 500 were accommodated. Many expressed the fear that they were already too late and that the gold in California had by that time already been secured by earlier travelers. When the Panama arrived in the early part of May confusion continued. It was asserted that 700 tickets for the Panama had been sold for cash, far in excess of what could be provided for. Lots had to be drawn for steerage accommodations, and those who were successful had to pay a $100 surcharge.
To help alleviate the worsening problem of passengers waiting on the Pacific side, additional vessels, some quite decrepit, were pressed into service from surrounding ports. Still the crowd remained huge. It was reported that "one small schooner, 70 tons, was offered for sale in 28 shares at $300 a share; another worthless old hulk of 50 tons was offered at $6,000." Some people in their eagerness to go north went in log canoes, hoping to follow the shoreline closely. In these instances the travelers either perished or were forced to return.
After making several stops the California entered San Francisco Bay on February 28, 1849. The arrival was greeted with great celebration by the local populace. Soon after arrival the California was deserted. The only one remaining behind was the third assistant engineer, F. Foggin, who was subsequently awarded the post of chief engineer for his loyalty. It was proposed that the rest of the crew be given a two month furlough so that they could work the gold fields and then return. While a few took advantage of this idea, most never came back, preferring the attraction of riches and the exciting life of the gold district. As a result the California was unable to begin the return trip.
The Oregon arrived on April 1st. The captain observed a conspiracy between the crew and passengers. To prevent mutiny he placed certain of the leaders under arrest. Some still managed to slip away. The rebellious sailors were kept confined until they agreed to accept a pay increase from $12 a month to $112 a month. With a reluctant crew the Oregon left on April 12th with the first mail, gold, and passengers to depart San Francisco.
The Panama arrived in San Francisco Bay on June 4th. By that time the California had obtained a new crew and fuel and had left for Panama. From this time onward trips by the Pacific Mail Steamship Co. were made with regularity. Three additional ships were added to the route in 1851.