Q.David Bowers
In 1855 crossing of the Isthmus of Panama was eased by the opening in January of the Panama Railway. Those who made the journey to California by ship in the early days were referred to as "Argonauts," after Jason's crew in mythology which searched for the Golden Fleece.
By the end of 1849 San Francisco's harbor was clogged with deserted ships. Many were unseaworthy when they arrived, and once deserted by their crews were simply left to rot. Others were eventually reequipped for the coastal trade. Still others gained new crews and participated in ocean commerce.
Lumber was scarce and labor to build structures was at a high premium, so certain abandoned ships were converted for use as hotels, storehouses, and in one in-stance, the Euphemia, the city jail. The Apollo, which after it had been abandoned was first used to store merchandise, was converted to a drinking establishment and hotel called the Apollo Saloon. As time went on, landfill was employed to enlarge the lower areas of San Francisco, with the result that in later times the Apollo Saloon, still looking very much like the ship that it once was, presented a novel sight surrounded by blocks of commercial activity.
Another vessel, the Thomas Bennett, saw service as a fire station before a permanent engine house was constructed.
Perhaps most famous of all was the Niantic, of 450 tons displacement, which had been dragged to a lot on the northwest corner of Clay and Sansom streets. The masts, rigging, and some of the ballast were removed. Extra timbers were affixed to the sides to keep the ship upright. It was first used for storing commercial goods. In May 1851 the upper portions of the Niantic were destroyed by fire. Shortly thereafter the remains of the ship were utilized as the foundation for a new hotel, the Niantic House, which served until it was torn down in 1872.
Passenger service in and around San Francisco Bay was accomplished by several small steamships. The forerunner was a boat purchased in 1847, before the gold rush, by William A. Leidesdorff, who obtained it from the Russians at Sitka, Alaska. It was put into service in San Francisco Bay, but it sank shortly thereafter. In September 1849 the Pioneer, a small steamboat made of iron, brought in sections from Boston and assembled in San Francisco; began making regular trips from San Francisco up the Sacramento River. On October 2, 1849, the Mint, a small steamship, made its first trip. It was joined on October 26th of the same year by the McKim, which began regular trips from San Francisco to Sacramento. The McKim and the Mint ran on alternate days and charged $30 for cabin passage with $5 extra for a berth, $20 for deck passage, and $2 for each meal. Soon thereafter the steamer Senator replaced the Mint which was transferred to another route.
A new type of ocean-going vessel, the clipper ship, revolutionized travel to San Francisco in 1850. Instead of the old squared-off hulls of earlier times, clipper ships featured slim, sleek lines with sides curved to glide easily through the water, with extra sails and canvas, and with a sharp bow. The Sea Witch was one of the first clippers to arrive, coming from New York in July 1850 after a 97-day passage around Cape Horn at the tip of South America. The Trade Wind, Meteor, Flying Cloud, Squall, Swordfish, and Surprise were among other clipper ships of the era. In February 1851 the Swordfish made the transit in just 90 days. The record was set by the Flying Cloud in August 1851 with an 89-day voyage. By the end of the following year 75 clipper ships had called on the port of San Francisco. These speedy ships were very much in demand, and it was said that some of them earned enough profit on their first voyage to repay the cost of construction. In later years Currier & Ives and other lithographers were to memorialize the romantic clipper ship era.
Sea voyages to California were made mainly by adventuresome men. Women and families were in the minority for few cared to brave the rigors. It was intended at the time that most men who headed families in the East would go to California for a year or two, make a fortune mining, and then return to live with their families in wealth for the rest of their lives.
Gold fever spread throughout the world. By the middle of January 1849 at least five different mining and trading companies destined for California were registered in London with aggregate capital of over a million pounds sterling. Virtually every other European port had one or more ships preparing to leave for the land of gold. The European banking community expressed fear that gold would become common and lose its value... Holland resurrected an old law which enabled it to sell all of the gold in the Bank of Amsterdam in order to replace it with silver.
The Chinese likewise were afflicted with gold fever, and many sought passage to California. In October 1849 an English steamer arrived from Canton, China, with many Chinese aboard. Bancroft reported that on February 1, 1849, there were 54 Chinese known to be in California. By January 1st of the following year, 1850, the number had increased to 791. By the end of the same year there were over 4,000. People from Colombia, Peru, the Marquesas Islands, and dozens of other localities came to California. Ship captains and masters, when they stopped at various ports around the world, spread the gold fever in an effort to enlist passengers at high rates for the trip to the golden paradise.
Overland to California
The arrival of spring in 1849 saw the opening of overland routes to California. Groups, companies, and associations were formed to provide for common defense against the Indians and to guard the processions. The usual starting point was on the Missouri River at St. Joseph or Independence. From these points there were two main ways westward: by the route which had been followed by Mormons and others, and by the southern route, or Santa Fe Trail. At the jumping-off spots people gathered with animals, wagons, and equipment. Vehicles ranged from small hand-built wagons of flimsy construction to huge "prairie schooners." Many bore colorful banners and inscriptions. Heavier vehicles were often equipped with three yoke of oxen plus additional animals which ac-companied the procession to be used in relays or in combination with the main team for particularly difficult passages.
Contributions to companies and groups were assessed from the various members for the purchase of wagons, provisions, animals, and various trading goods. Those who could not afford to make a cash contribution often could gain passage in exchange for labor as a driver or an assistant.
One group formed in Monroe, Michigan in 1849 comprised 10 members who were interested in mining and trading. Two members remained at home and subsidized the group with $5,000 in return for half of the anticipated profits. The company's plans did not materialize and the individuals later separated.