As elsewhere explained the Truckee River being the only outlet of Lake Tahoe, and therefore its natural outflow channel, together with the facts that its origin is in California and it then flows into Nevada, and that part of Lake Tahoe is in each state, has helped complicate the solution of the question as to who is ent.i.tled to the surplus waters of the Lake. This is discussed somewhat in a later chapter devoted to the subject.

It may be interesting to recall that in 1900 Mr. A.W. Von Schmidt, President of the _Lake Tahoe and San Francisco Water Works_, offered to sell to the City of San Francisco certain rights to the water of Lake Tahoe, the dam at the outlet, contract for a deed to two and a half acres of land on which the outlet dam was constructed, a diverting dam in the Truckee River, a patent to the land (forty acres) on which this land stood, and the maps and surveys for a complete line conveying the water of Lake Tahoe to the city of the Golden Gate. He offered to construct this line, including a tunnel through the Sierra Nevadas, and deliver thirty million gallons of water daily, for $17,960,000. If a double line, or a hundred millions of gallons daily, were required, the price was to be correspondingly increased.

This proposition aroused the people of Nevada, and R.L. Fulton, of Reno, Manager of the State Board of Trade, wrote to the San Francisco supervisors, calling attention to the facts that there was no surplus water from Tahoe during the irrigation season, for the water had been diverted by the farmers living along the Truckee River to their fields; that flouring-mills, smelting and reduction works, electric light plant and water-works at Reno, immense saw-mills, a furniture factory, box factory, water and electric-light works, railroad water-tanks, etc., at Truckee, half a dozen ice-ponds, producing over 200,000 tons of ice annually, sawmills and marble-working mills at Ess.e.x; planing-mills at Verdi, paper-mill at Floristan, and other similar plants, were totally dependent for their water supply upon the Truckee River.

He also claimed (what was the well-known fact) that the Von Schmidt dam was burned out many years ago, and that Nevada would put up a tremendously stiff fight to prevent any such diversion of Tahoe water as was contemplated. Needless to say the plan fell through.

CHAPTER XII

BY RAIL TO LAKE TAHOE

Lake Tahoe is fifteen miles from Truckee, which is one of the mountain stations on the main line of the Southern Pacific Railway (Central Route), two hundred and eight miles from San Francisco, thirty-five miles from Reno, Nevada, and five hundred and seventy-four miles from Ogden, Utah. By the San Joaquin Valley route via Sacramento, the distance to Los Angeles is five hundred and eighty miles, or by San Francisco and the Coast Line six hundred and ninety-two miles.

During the summer season trains run frequently through, making Tahoe easily accessible.

From the east the traveler comes over what is practically the long known and historic overland stage-road, over which so many thousands of gold-seekers and emigrants came in the days of California's gold excitement. Every mile has some story of pioneer bravery or heroism, of hairbreadth escape from hostile Indians or fortuitous deliverance from storm or disaster. It was over this route the pilgrims came who sought in Utah a land of freedom where they might follow their own peculiar conceptions of religion and duty, untrammeled and uninterfered with by hostile onlookers and disbelievers. Here came the home-seekers of the earlier day, when California was still a province of Mexico; those who had been lured by the glowing stories of the Land of the Sun Down Sea, where orange and lemon, vine and fig flourished and indicated the semi-tropic luxuriance and fruitfulness of the land.

[Ill.u.s.tration: Truckee, Calif., Where Travelers Take Trains for Lake Tahoe]

[Ill.u.s.tration: Crossing the Truckee River Near Deer Park Station]

[Ill.u.s.tration: Placerville, El Dorado Co., California]

[Ill.u.s.tration: Vineyard on the Automotive Highway between Placerville and Lake Tahoe]

From the west the railroad traverses, in the main, the continuation of this old overland road. After leaving the fertile valley of the Sacramento and rising into the glorious foot-hills of the Sierras, every roll of the billows of the mountains and canyons wedged in between is redolent of memories of the argonauts and emigrants. Yonder are Yuba, Dutch Flat, the North Fork, the South Fork (of the American River), Colfax, Gold Run, Midas, Blue Canyon, Emigrant Gap, Gra.s.s Valley, Michigan Bluff, Grizzly Gulch, Alpha, Omega, Eagle Bird, Red Dog, Chips Flat, Quaker Hill and You Bet. Can you not see these camps, alive with rough-handed, full-bearded, sun-browned, stalwart men, and hear the clang of hammer upon drill, the shock of the blast, the wheeling away and crash of waste rock as it is thrown over the dump pile?

And then, as we look up and forward into the sea of mountain-waves into the heart of which we ride, who but Joaquin Miller can describe the scene?

Here lifts the land of clouds! Fierce mountain forms, Made white with everlasting snows, look down Through mists of many canyons, mighty storms That stretch from Autumn's purple drench and drown The yellow hem of Spring. Tall cedars frown Dark-brow'd, through banner'd clouds that stretch and stream Above the sea from snowy mountain crown.

The heavens roll, and all things drift or seem To drift about and drive like some majestic dream.

And it is in the very bosom of this majestic scenery that Lake Tahoe lies enshrined. Its entrancing beauty is such that we do not wonder that these triumphant monarchs of the "upper seas" cl.u.s.ter around it as if in reverent adoration, and that they wear their vestal virgin robes of purest white in token of the purity of their worship.

Thoughts like these flood our hearts and minds as we reach Truckee, the point where we leave the Southern Pacific cars and change to those of the narrow-gauge Lake Tahoe Railway and Transportation Company.

After a brief wait, long enough to allow transfer of baggage, we leave, from the same station, for the fifteen miles' ride to Tahoe Tavern on the very edge of the Lake.

This ride is itself romantic and beautiful. On the day trains observation cars are provided, and the hour is one of delightful, restful and enchanting scenes. The Truckee River is never out of sight and again and again it reminds one in its foaming speed of Joaquin Miller's expressive phrase:

See where the cool white river runs.

Before 1900 this ride used to be taken by stage, the railway having been built in that year. It is interesting here to note that the rails, the locomotives, the pa.s.senger and freight cars were all transported bodily across the Lake from Glenbrook, on the Nevada side.

There they were in use for many years mainly for hauling logs and lumber to and from the mills on the summit, whence it was "flumed" to Carson City.

In those days logging was carried on in the Truckee River Canyon and the visitor would often have the pleasure of seeing logs "shoot the chutes" into the river, by which they were floated to the mills at Truckee. Here is a picture:

Tree, bush, and flower grow and blossom upon either side; and a little bird, with a throat like a thrush, warbles a canticle of exquisite musical modulations, so to speak. But the most stirring sight of all is the system of logging carried on by the mill companies. "Look! Quick!" e.j.a.c.u.l.a.t.es the driver; and your gaze is directed to a monster log that comes furiously dashing from the summit down a chute a thousand feet in length with twice the ordinary speed of a locomotive. So rapid is its descent that it leaves a trail of smoke behind it, and sometimes kindles a fire among the slivers along its way.

Ah! it strikes the water! In an instant there is an inverted Niagara in the air, resplendent with prismatic and transparent veils of spray[1].

[Footnote 1: John Vance Cheney in _Lippincott's_.]

The main portion of the canyon is walled in by abrupt acclivities, upon which majestic trees used to grow, but where now only the growth of the past twenty-five to fifty years is found, doing its best to hide the scars and wounds of the logging days.

The river, issuing from the Lake above, dashes down its wild way in resistless freedom. It is a rapid, all but savage stream, widening occasionally into sheltered pools exceedingly dark and deep. The bowlders in its channel, and those crowding down into it from its farther bank, cause it to eddy and foam with fierce but becoming pride.

A few miles from the Tavern we pa.s.s the scene of the Squaw Valley mining excitement where the two towns of Knoxville and Claraville arose as if by magic, tent cities of thousands of inhabitants, lured hither by a dream of gold, too soon to fade away, leaving nothing but distress behind.

Deer Park station suggests the leaving point for that charmingly picturesque resort, snuggling in the heart of Bear Canyon. Now we pa.s.s the ma.s.ses of tuffaceous breccia that "Pap" Church, the old stage-driver used to call the Devil's Pulpit, and the devil's this and that or the other, until many a traveler would wish they were all with the devil.

This is a remnant of the vast ma.s.s of volcanic rock that in long ago prehistoric times was poured out in molten sheets over the region, and that formed the range we shall shortly see at the north end of the Lake--the Mount Pluto range. At some later period either earthquake convulsion started the break which ultimately eroded and disintegrated into the great gorge through which the railway has brought us, or grinding glacier cut the pathway for us.

Here, on the right, is a tiny swinging foot-bridge over the river.

This is the beginning, the suggestion, for the vast suspension bridges that have allowed the world to cross the great North River from New York to Brooklyn, and that span great rivers and gorges elsewhere in the world. Nay! scarcely the beginning. That you find further up and deeper down in the High Sierras and their shaded and wooded canyons, where wild vines throw their clinging tendrils across from one sh.o.r.e to another of foaming creeks, and gradually grow in girth and strength until they form bridges, over which chipmunks, squirrels, porcupines, 'c.o.o.ns, coyotes, and finally mountain lions, bears, and even men cross with safety. There is the _real origin_ of the suspension bridge.

But this is a miniature, a model, a suggestion of the big bridges.

It affords ready access to the house on the other side. In winter, however, the boards are taken up, as the heavy snows that fall and acc.u.mulate might wreck it.

It is hard to realize that, a few months from now, when winter begins, this railroad must perforce cease its operations. Snow falls, here, where the sun is now smiling so beneficently upon laughing meadows, dotted here and there with dainty flowers, to a depth of ten and even twenty feet. The mail--necessarily much reduced in winter--is first of all carried in sleighs, then, as the snows deepen, on snow-shoes, so that those who stay to preserve the "summer hotels" from winter's ravages may not feel entirely shut out from the living world beyond.

But there is nothing that suggests snow now. We are enjoying the delights of a summer day or evening, and know that we are near our journey's end. Suddenly there is a long call of the whistle, a short curve, and if in the daytime, the Lake suddenly appears, or, if at night, the lights of the Tavern, and our rail journey is done. We are deposited in Fairyland, for whether it be day or evening, the Lake or the Tavern, our senses are thrilled and charmed by everything that appears.

CHAPTER XIII

THE WISHBONE AUTOMOBILE ROUTE TO AND AROUND LAKE TAHOE

This is the name given to the 260-mile automobile route to and from Lake Tahoe, going in from Sacramento over the world-famed Emigrant Gap and Donner Lake road, around the western sh.o.r.e of Lake Tahoe, from Tahoe Tavern to Tallac, and thence back to Sacramento over the historic and picturesque Placerville road. While both of the two main arms of the "wishbone" carry the traveler over the Sierras, the roads are wonderfully different. On the Emigrant Gap arm the road seems to have been engineered somewhat after the Indian fashion, viz., to allow the wildest and most expansive outlooks, while the Placerville route is largely confined to the picturesque and beautiful canyon of the South Fork of the American River. Both have honored histories and both are fascinating from the scenic standpoint and the difference in the two routes merely accentuates the charm of the trip, when compared with the new portion of the road, the connecting link that binds them together and now makes possible the ride around the lake sh.o.r.e.

Experience has demonstrated, however, that it is better to make the circuit as herein outlined.

A brief sketch of the history of the building of the Emigrant Gap portion of this road cannot fail to be of interest.

It was practically followed by a host of the emigrants who sought California during the great gold excitement of 1848-9. It was also one of the earliest routes used between Sacramento and the mines of the High Sierras. In 1849 it was established from Sacramento to Auburn, Gra.s.s Valley and Nevada City and to-day there is practically little deviation from the original route. In 1850 the mines on the Forest Hill Divide were discovered and a branch road from Auburn was built to that section. At Illinoistown (now Colfax) the road branched, one arm crossing the North Fork of the American River to Iowa Hill and other camps on that divide, while the main road continued up the Sierras to Gold Run, Dutch Flat and other points higher up.

Until the Central Pacific Railway was built in the 'sixties Illinoistown was the junction for the different Camps in Nevada County and the Bear River and Iowa Hill Divides. The population of these regions in those early days was much greater than at the present time, yet the demands of the modern automobile have so improved the roads that they are much superior to what the large population of those days enjoyed.

In 1862 the California legislature authorized the supervisors of certain counties to call special elections to vote upon the question as to whether those counties should subscribe towards the building of the Central Pacific Railway, and to authorize them to issue bonds for the amounts they decided to expend. San Francisco county subscribed $1,000,000, Sacramento county $300,000 and Placer county $250,000.

In 1863 the Railroad Company began its work of grading the road bed at Sacramento, and yet, in 1865 it was only completed to Alta, a distance of 68 miles. At the same time it was making strenuous efforts to divert pa.s.senger and freight traffic for Virginia City and other Nevada points from the Placerville route. This had become possible because of the fact that when the railway line was actually built as far as Newcastle the engineers realized that before they could build the rest of their railroad they would need to construct a highway of easy grade, which would enable them to haul the necessary supplies for constructing the tunnels, cuts and bridges. Accordingly a survey was made up to Truckee, over the Nevada line into Reno and Virginia City, securing the best possible grade for a wagon road, and this was rushed to a hasty completion.

Naturally, they were anxious to gain all the paying traffic possible, and especially under the adverse conditions under which they were laboring. But, needless to say, this caused the fiercest hostility on the part of their compet.i.tors, laid them open to serious charges, which, later, were made, and that for a time threatened desperate consequences, as I will now proceed to relate.

In the late fall of 1864 the Sacramento Valley Railroad (the rival of the Central Pacific) arranged to make a record trip from Freeport to Virginia City by the Placerville route. Though the officials endeavored to keep the matter secret, it leaked out and immediately the Central Pacific planned to circ.u.mvent their aim. They stationed relays along their own line to compete, and Nature and Fate seemed to come to their aid. A fierce storm arose the day before the start was to be made, and it fell heavier on the Placerville than on the other route. Though the drivers of each line did their utmost, feeling their own personal honor, as well as that of their company at stake, the heavy rains at Strawberry arrested the Placerville stage and made further progress impossible, while the other route was enabled to complete its trip on record time. Mr. L.L. Robinson, the Superintendent of the Sacramento Valley Railroad, who himself accompanied the stage, wired from Strawberry, "Heavy rains, heavy roads, slow time"--reluctant to own a possible defeat. But the Sacramento _Union_, the organ of the Central Pacific, came out the next morning with glowing accounts of the successful run of the stages over the Emigrant Gap route and ridiculed Mr. Robinson's telegram, ironically comparing it with Caesar's cla.s.sic message to the Roman Senate: "Veni, Vidi, Vici."