Hiller Aviation Museum

There are several states which can claim a significant role in aviation history.  Pennsylvania, where in Philadelphia,  the first hot air balloon flight in the United States took place on January 9, 1793; to North Carolina, where the first heavier than air flight took place at Kitty Hawk, on December 17, 1903, built by Orville and Wilbur Wright, two bicycle mechanics from Dayton, Ohio.  There is New York’s continuing history with aviation, from early pioneers like Glenn Curtiss, to legendary companies like Curtiss, Brewster, Republic, Sikorsky, Chance-Vought, and Grumman. There is Washington, where Seattle is home to Boeing, Texas, home of NASA, and Florida, from where man went into space.

While all of these places have a stake in the history of United States aviation, California has a large place in the history of “those magnificent men and their flying machines”.  From the first successful aircraft landing on a ship, the USS Pennsylvania, anchored in San Francisco Bay in 1911, the US Navy’s first aircraft carrier, the USS Langley, constructed at Mare Island Naval Shipyard, to the airship hangars at Moffett Field, Amelia Earhart’s final flight, the Doolittle Raid, Howard Hughes’ pioneering work, Jack Northup, and NASA  Ames, the Lockheed “Skunk Works” and the Jet Propulsion Laboratory, and, of course, the place where man first broke the sound barrier.  Companies such as North American Aviation, McDonnell-Douglas, and Hughes Aircraft made their mark upon aviation and became household names.  There is a company that was not as well know to the general public, but was an innovative aviation company that left a legacy that is still important today.  That company is Hiller Aircraft Corporation, founded as Hiller Industries in Berkeley in 1942 by a then 17 year old Stanley Hiller Jr.

Stanley Hiller Jr. was interested in mechanics and engineering at a young age.  By the age of eight, built a racing car using a salvaged washing machine motor.  By fifteen he had constructed his first working model helicopter and by seventeen his first prototype, the XH-44, which he demonstrated to the US Army Air Corps.  During World War II Hiller Industries produced parts for aircraft.  In 1945, Henry J. Kaiser partnered with the young Hiller to form United Helicopters.  In 1947, the company introduced the Hiller 360, which later developed into the UH-12, one of the most produced light helicopters in the world and the military version the OH-23, widely used as a reconnaissance and medical evacuation helicopter during the Korean and Vietnam Wars.  The UH-12 is still used today for agricultural, forestry, construction, fire, law enforcement, and other purposes.  The company also served as an advanced projects facility for Lockheed and aided in the production of the CORONA reconnaissance satellites.

Hiller sold the company to Fairchild Industries in 1964 and left the aviation industry and went on to a very successful career as a corporate turnaround expert; but there was a bit of aviation business left to do.  During his time in the aviation industry, Stephen Hiller Jr. amassed a collection of his company’s and other aircraft.   In the 1970’s this collection was held in a warehouse and only open by appointment.  Hiller wanted to make his collection of experimental and historic aircraft to be accessible to the public.  In 1998, the Hiller Aviation Museum was opened in a purpose built building, displaying many aircraft from Hiller’s collection and housing a restoration facility and a research library.  Included in the collection are: a replica of the Avitor, the first “airplane” to fly over San Francisco Bay in 1869, the Pepsi Travel Air, a Solo XVF, a Hiller Flying Platform, a replica of a Fokker DIII Triplane, a Boeing Condor, and many others.    There are many displays centered on California’s aviation history and interactive displays demonstrating aeronautical principles.  The museum also hosts youth summer camps.  

GETTING THERE: From 414 Mason St.  Get on I-80 W from 5th St and Harrison St9 min (1.4 mi)

Follow US-101 S to Holly St in San Carlos. Take exit 411 from US-101 S

23 min (22.6 mi)

Continue on Holly St to your destination

2 min (0.7 mi)

Hiller Aviation Museum

601 Skyway Rd, San Carlos, CA 94070

For further information about hours, admission and special events please visit: https://www.hiller.org/

Matthew Turner

 

There are times when I have been asked, “Where do you get the ideas for your articles?”  Sometimes I write about things that I learn about as I travel around our beloved Golden State.  Sometimes I write about things that capture my interest.  Sometimes there are Brothers who suggest things to me.  This time is the fault of the Grand Secretary, who posted on social media that he had cocktails aboard the Matthew Turner, a tall ship built by Call of the Sea in Sausalito and modeled after the Galilee, built by the actual Matthew Turner in 1891 at his shipyard in Benicia.  So, who was Matthew Turner?  Why is there a tall ship named after him?  What else did he do?  What impact did he have on California’s history?  Well Brothers, sit right back and let me tell you a tale,  not of a fateful trip, but of a boy, born in Ohio, who heard the call of the sea and eventually became a ship captain, the most prolific ship builder of the 19^th Century, and the “Granddaddy” of Pacific Coast shipbuilding.

 

Matthew Turner was born on June 17, 1825 in Geneva, Ohio into a family that owned a sawmill and built lumber schooners to sail on Lake Eire.  Matthew designed his first boat, the schooner G. R. Roberts which his father built and was launched in 1848.  Matthew then took command of the vessel.    Matthew’s first wife died in childbirth later that same year.  In 1850, while on a voyage down the Mississippi, he heard about the discovery of gold in California and, having nothing to keep himself in the Midwest, decided to join the rush.  Turner spent three and a half years mining in Calaveras County and amassed a small fortune.

 

Turner saw a need for shipping in the Pacific Coast and travelled to New York where he purchased the schooner Toronto and brought her out to California.  This was the beginning of his career as a Pacific trader and sea captain.  Turner purchase other vessels and expanded his trade in cod and other goods to Tahiti and China.  In 1868 he had the schooner Nautilus constructed in Eureka.  Seeking more control over the building of his vessels, he established his first shipyard in 1872, in partnership with his brother, at Mission Bay in San Francisco.  There began the long and storied career that led to the building of 228 ships, the most built by any single shipbuilder in the 19^th century.

 

By 1882, Mission Bay was being filled in so Turner relocated his shipyard to the foot of 12^th Street in Benicia, where it remained in operation until 1918.  While in Benicia, Turner constructed 154 of the 228 vessels that he is responsible for.  The Turner shipyard in Benicia was, for some time, the largest private shipyard on the West Coast.  The Turner Company also continued to conduct trade through out the South Pacific.  Among  the notable ships built by Turner, besides the aforementioned Galilee are:

            the Lurline,  the first ship of Matson Lines,

            the Benicia, engaged in the Hawai’i and Australia trade,

            the J. D. Spreckels, build for the sugar trade between California and Hawai’i,

            the Equator, which was chartered by Robert Louis Stevenson and inspired his book, The                        Wrecker,

            and finally, the HMCS Karluk, which served as the flagship for the Canadian Arctic Expedition.

 

Matthew Turner passed away in his home in Oakland on February 10, 1909.  Today he is the namesake of not only the Matthew Turner but also Matthew Turner Elementary School and Matthew Turner Shipyard park located at the site of his former shipyard, both in Benicia.  You can visit the site of the former shipyard at the foot of West 12^th Street in Benicia.  There are remains of the building ways, a California Historic Landmark plaque, a concrete pad that once supported a capstan for hauling and launching ships, a picnic area, and some benches to sit along the shore of Carquinez Strait.  The park opens at sunrise and closes at sunset.  There is ample parking.

 

GETTING THERE: To visit Matthew Turner Shipyard Park from 414 Mason Street, take Interstate 80 East to exit 30B I-780 toward Benicia.  From I-780 take exit  3b onto Military West.  Take a right onto West K Street and follow West K to West 12^th Street.  Turn right onto West 12^th Street.

 

 

 

John Marsh

 

Retro Ramblings

by: Douglas Love, Grand 3^rd Vice-president 

On the southern side of Pacheco Boulevard between downtown Martinez and Pacheco sits California Registered Historic Landmark plaque #722.  Its inscription is brief and to the point.  It reads:

 Dr. John Marsh

California Pioneer

Murdered Here

September 24, 1856

….

California Registered

Historical Landmark No. 722

Plaque Placed by The California State Parks Commission

In Cooperation with the Martinez Horsemen’s Association, February 22, 1960.

That’s all.  No narrative, no context, just that Dr. John Marsh, who was a California pioneer, was murdered on this spot by the side of the road.  So, who was John Marsh?  What were the circumstances that led to his demise?  Why was his murder so important that its location is now a state historic landmark?

John Marsh was born in Danvers, Massachusetts in 1799 to John Marsh Sr. and his wife Polly.  He graduated from Phillips Academy in Andover and entered Harvard in 1819.  He was dismissed from Harvard for taking part in a student rebellion but was readmitted in 1821 and received a Bachelor’s Degree in 1823.  He studied medicine under a Boston doctor.  Like many ambitious young men of his era, Marsh went west to seek his fortune.  He first settled in the Michigan Territory at Fort St. Anthony, now Fort Snelling, where he started and taught at the first school in what is now Minnesota.  He also studied medicine under the fort’s surgeon who passed away before Marsh could complete his training.  By 1826 Marsh had fathered a son by his mistress, Marguerite Deconteaux, who was of French and Sioux descent.  It was at this time Marsh completed his Sioux vocabulary.  He was also appointed an assistant Indian Agent to the Sioux and a Justice of the Peace.

Marsh then relocated to Prairie du Chien and became entangled in the Black Hawk War.  Marsh was blamed for a Sioux massacre of the Fox and Sauk.  He then left and went to New Salem, Illinois where he allegedly became acquainted with a not yet nationally famous Abraham Lincoln. He then went back to Prairie du Chien and Marguerite, who tired to walk from New Salem to join him, died. 

With the death of Marguerite and leaving his son with friends in Illinois, in 1833 Marsh left for Independence, Missouri and became a merchant.  By 1835, his business had failed and Marsh found himself in Santa Fe in the employ of John Jacob Astor and the American Fur Company.  Soon Marsh was on the move again and in 1836 travelled via the Santa Fe Trail to the village of Los Angeles.  It was in Los Angeles that Marsh presented his Harvard Diploma as proof of his medical education to the government of Alta California and was granted permission to practice medicine.  Thus, John Marsh, teacher, Indian Agent, ethno-linguist, Justice of the Peace and failed businessman, became “Doctor” John Marsh.  With this bit of legerdemain, he became the first European to practice medicine in California.  On February 10, 1836, Marsh, using the Spanish version of his given name, petitioned the Government of Alta California for residency, which was granted on the 18^th and “Doctor” John Marsh became Doctor Juan Marsh, resident of California.

With his residency secured, Marsh began his medical practice in Los Angeles.  He was successful, being the only “trained” doctor in California.  As he was the first and only person to practice western medicine in the territory, his rates were rather high.  He was known to charge as much as one head of cattle to deliver a baby.  He wrote to his brother that he finally had travelled far enough west and intended to settle in California.  Since he wanted to purchase land, Marsh converted to Catholicism.

In 1838, he purchased Rancho Los  Meganos from Jose Noriega for $500.  The large rancho stretched from the San Joaquin River to the Old River and included the present day sites of Antioch, Brentwood, Knightsen, and Oakley.  With his purchase, Marsh became one of the largest land owners and the first non-Hispanic settler in what would become Contra Costa County.  As he settled into becoming a gentleman rancher, Marsh became one of the first people to practice “scientific” cattle breeding and one of the first to cultivate orchards in the area.  He also began to urge other Americans to come to California along with John Sutter and other early settlers.  His suggested overland route, then known as “Marsh’s Route”, later became the California Trail. 1n 1841, the Bidwell-Bartelson Party became the first group of emigrants to travel overland to California following Marsh’s Route.  The party stayed at Marsh’s ranch at his invitation but Bidwell and Marsh got into a dispute over a slaughtered ox or the cost of food and Bidwell later said that Marsh was “the meanest man he ever met”.  Marsh also tended some of the survivors of the Donner Party.  Marsh participated in the Mexican-American War and in 1851 married Abby Tuck, a teacher from New England, after a short courtship.  He and Abby had a daughter, named Alice, and Marsh began construction of a large stone house to replace the adobe in which the family lived.  Abby died in 1855 before the house was finished and John and Alice moved into the unfinished house. 

Of course, Marsh was murdered on September 24, 1856 while going to San Francisco by three of his employees, vaqueros who were angry about the low wages they were being paid.  So, why is the place where he was killed a state historic landmark?  Well, John Marsh was:

The first “doctor” in California,

The first non-Hispanic settler in Contra-Costa County,

An early promoter of the American settlement of California,

A pioneer livestock breeder, and

An early orchardist.

And none of this includes his life before coming to California.

GETTING THERE: California Historical Landmark #722 is located across the street from 4575 Pacheco Blvd in Martinez, CA.  From 414 Mason St: Get on I-80 East.  Follow I-80E to Exit 8B.  Take exit 8B onto I-580E.  From I-580E take exit 19B onto CA-24E.  Stay on CA24E until it merges with I-680N.  Stay on I-680 to Exit 54.  Follow Pacheco Boulevard to the destination.  The marker is on the right hand side of the road.

Mount Diablo Beacon

 

For millennia, humans have dreamed of flight. From ancient myths like Daedalus and Icarus to the designs of Leonardo Da Vinci, to Superman, humans have always wanted to fly like a bird. Almost every culture has stories of human flight. With the first human flight in a balloon by Etienne Montgolfier on October 15, 1783, the dream of human flight was realized, if not exactly like a bird. As early as 559 CE, attempts had been made at heavier than air flight, using a variety of kites, wings, and gliders, most with varying degrees of failure. The first manned glider flight was in 1853, and Otto Lilienthal made the first controlled glider flight in 1891. Lighter than air flight progressed, with the invention of the blimp in 1852 and the zeppelin in 1900, but heavier than air, powered, controlled flight remained elusive. It wasn’t until the Wright Brothers’ flight on December 17, 1903 that powered, controlled, heavier than air flight was achieved.

With the Wright Brothers’ success came an aviation explosion. Militaries around the world were interested in the new-dangled hydroplanes. Balloons had been used in military roles as early 1794 and by the American Civil War, had come into regular use as observation platforms. Balloons had two distinct disadvantages however, they were large and to be effective observation posts, they were tethered in place, making them rather conspicuous targets for the enemy. Airplanes suffered from neither of these drawbacks, they were small, fast, and maneuverable; making them perfect for reconnaissance missions. The US Army purchased a one of a kind Wright Model A for the Signal Corps in 1909, marking the beginning of military aviation. In 1909, the French Air Force was established. In 1910, the Imperial German Army established the Imperial German Flying Service. In 1911, the US Navy purchased it’s first plane, the Italian Air Force was founded, as was the Imperial Russian Air Service. In 1912 the Royal Flying Corps was founded.

This was the era of “Those Magnificent Men and their Flying Machines”. Competitions were held beginning in 1909 and many early speed and endurance records were made. There was growing fascination with these flying machines and those who flew them. The first Aeronautical Competition in the United States was held in Los Angeles in 1910. A year later, the Italians sent the airplane to war in the Italio-Turkish War of 1911, where they use airplanes for reconnaissance and bombing missions. It wouldn’t be long before airplanes became a staple of warfare.

In 1914, the assassination of Archduke Franz Ferdinand, heir to the Austro-Hungarian Empire, plunged the Europe into World War 1. This was when aerial combat came into its own and armed fighter aircraft, bombers, and reconnaissance aircraft were developed. The term “ace” was introduced for the first time, by the French to describe a pilot who had five or more victories, Certain planes became legendary, the Fokker DIII, the Albatross, the Sopwith Camel, the Fokker DR 1, and the Nieuport 17. This is when pilots became famous, Manfred von Richthofen, Max Immelmann, Ernst Udet, Eddie Rickenbacker, Rene Fonck, Werner Voss, and a young pilot named Hermann Goering.

When the war ended, many of the pilots who survived went on to help develop faster and safer planes. Air shows and competitions became popular and the airplane once more captured the public’s attention; particularly in the United States. In 1919 the US Navy Seaplane NC-4 completed the first trans-Atlantic flight from Long Island to Lisbon. As early as 1911, the US Postal Department experimented with using airplanes to transport mail and on May 15, 1918, the US Airmail Service was established. The creation of the airmail service accomplished two goals, the faster and more efficient transport of the mail and the expansion of civil aviation which, in turn, led to the training of new pilots.

There was a problem, due to the lack of aeronautical aids to navigation, especially those suited for night flying, airmail was placed on trains at night, adding valuable time to it’s delivery. A solution was at hand, in 1923, Congress authorized the Transcontinental Airway System, a series of concrete landmarks, beacons and emergency airfields that would stretch from coast to coast. By 1925, the airway extended from New York to San Francisco and by 1933 the airway was complete covering 18,000 miles and consisting of 1,500 beacons. This “highway in the sky” reduced the delivery time of transcontinental mail to be reduced by two business days.

In 1928, Standard Oil built five aviation beacons on the west coast as part of the system. They were located in Seattle, Portland, Mount Diablo, Los Angeles, and San Diego. The Mt. Diablo beacon is the only one still remaining and functional. The signal to light the beacons was given by Charles Lindbergh on April 15, 1928. Originally atop of a 75 foot steel tower, the light was moved to the top of the summit building by the Civilian Conservation Corps in April of 1941. The Mt. Diablo beacon could be seen for 150 miles and was one of the terminal beacons for the Transcontinental Airway. The beacon remained in service until December 8, 1941, when it was extinguished as precaution against a possible Japanese attack. It remained extinguished until December 7, 1964 when Fleet Admiral Chester Nimitz attended a memorial relighting ceremony to honor those who lost their lives at Pearl Harbor. He suggested the beacon be lit every December 7^th as a memorial. Since then it has been lit, every December 7^th as a memorial to those who lost their lives on that terrible day. Beginning in 2022, it is also lit on Memorial Day and Veteran’s Day. By 1973, the Transcontinental Airway System was obsolete and it was dismantled. While many of the concrete arrow landmarks still survive, the beacon on Mt. Diablo is one of the few surviving operational relics of the beginning of commercial aviation routes.

La Purisima State Historic Park

   

Situated near the city of Lompoc sits the most completely restored of California’s twenty one missions, Mission La Purisima Concepcion de Maria Santisma. The eleventh of the missions, founded on December 8, 1787 by Father Fermin de Lasuen, the feast day of the Immaculate Conception in the liturgical calendar of the Catholic Church. The mission was one of three, along with San Buenaventura and Santa Barbara which were built to link the missions in the south to those farther north, to solidify the Spanish presence along the Santa Barbara Channel, and to keep the indigenous tribes in the area under Spanish control.

The original mission was situated south of the town of Lompoc, near what is now 508 South F Street. The site was well chosen, and soon after its founding the Mission was prospering. By 1804, the mission reached its highest number of neophytes, 1520. This was not to last. By 1812, a series of drought years and epidemics of measles, smallpox, and other diseases decimated the indigenous population. It was reported by the friars at the mission that the neophyte population had fallen to 999 and that the mission had several years of inadequate harvests. Then the earthquake of 1812 struck. The mission was severely damaged, torrential rains and flooding made the mission site uninhabitable. After trying to continue in rudimentary structures made of “poles and grass”, the mission padres decided to rebuild the mission at its present location about four miles northwest of the original site.

The padres petitioned the government to build and on March 30, 1813, permission was given to build a replacement mission on its current site. By 1821, the mission was largely completed with the exception of a mill that was added in 1827. By the death of Padre Mariano Payeras in 1823, who had led the mission since 1804, the mission had over ten thousand head of cattle, ten thousand sheep, over fourteen hundred horses, over three hundred mules, one hundred ten hogs, and thirty three goats. While the mission had a remarkable recovery from drought and natural disaster, the path had not been easy.

Beginning with the relocation of the mission in 1812, funding had not been forthcoming from the government in Mexico City. The Hidalgo Revolt had thrown the government into chaos and the missions and civil government in Alta California were left to their own devices. The civil and military officers began to require contributions from the missions in both goods and labor to meet the expenses of governing the province. The next setback was the Earthquake of 1812 which necessitated the relocation and rebuilding of the mission. Third was the death of Father Payeras, whose administrative skills helped the mission thrive, in the face of hardship and last, there was the Revolt of 1824, in which the indigenous people at Santa Ines revolted after a Chumash was severely beaten by a soldier. The Chumash set fire to the mission, partially destroying it. The Chumash at La Purisima forced the mission’s soldiers to surrender and took over the mission for a period of thirty days until they were forced to surrender after a three hour battle in which sixteen Chumash and one soldier were killed.

The Revolt of 1824 severely weakened Mission La Purisima’s ability to sustain itself. By 1832 only 322 Chumash remained at the mission and there were fewer that 14,000 head of livestock. Th annual report of 1832 would be the last one made for Mission La Purisima. In 1835, the mission was secularized and the last two resident padres were ordered to Mission Santa Ines. The mission became the property of the Government of Mexico and in six months the value of the buildings and land declined by over fifty percent. Despite a decree in 1843, which restored ownership of the mission to the Franciscans, Governor Pio Pico sold the remains of the mission, valued at nearly $62,000 in 1835, to John Temple of Los Angeles at auction for a mere $1,110.

In 1851, after California became a state, the Bishop Alemany of Monterey sued to have the property returned to the church. The suit was successful and the land was awarded to the Church. President Grant signed the patent on January 24, 1874. Mission La Purisima would remain church property for another nine years. In 1883, the Diocese of Monterey sold all of the mission property, with the exception of the church and cemetery and the former mission property was bought and sold several times as the mission buildings crumbled. In 1903, Union Oil of California acquired the mission and in 1915, deeded the property to the Landmarks Club of Southern California on condition that they raise $1500 to begin restoration. The Landmarks Club failed to do so and title reverted back to Union Oil.

In 1933, the land and remains of the mission were deeded to Santa Barbara County and then the deed was transferred to the state. In 1934, a Civilian Conservation Corps cam was established on site and with the National Park Service and restoration of the mission began in earnest. Using existing records and artifacts, the mission was restored as accurately as possible. The restored mission was dedicated on December 7, 1941 and became part of the Mission La Purisima State Historic Park. It remains the only fully restored mission in California. In 2009, a new visitor’s center was built with displays highlighting the Chumash, mission life and the restoration.

GETTING THERE: From 414 Mason Street: Get on I-80 West and continue onto US 101 South. Stay on US 101 South. Take exit 166 and turn right onto East Union Valley Parkway. After 1.5 miles, turn left onto CA 135 South/Orcutt Expressway. Continue onto CA 1 South. After 3.2 miles, take the ramp onto CA-1 South toward Lompoc/Vandenberg AFB. When you arrive at Vandenberg, turn left to stay n CA-1 toward Lompoc. Bear left onto La Purisima Road. The park entrance will be on your left. The trip is 298 miles and takes approximately five hours. The park’s address is 2295 Purisima Road, Lompoc, CA 93436.

The park is open from 9:00 am to 5:00 pm daily except for Thanksgiving, Christmas, and New Year’s Days. The Visitor’s Center is open 10:00 to 4:00 Tuesday through Sunday and 11:00 to 4:00 on Mondays. The park’s phone number is: (805) 733-3713. Day use fees are $6.00 for parking and there is a discounted fee of $5.00 for those 62 and over. There are many places to stay and eat in Lompoc and the surrounding towns and cities.

Timbuctoo

 

When I was younger, there used to be a phrase that was quite common that was used to describe a nearly impossible task, a very arduous journey, or something that was almost impossibly distant. That phrase was “from here to Timbuktu”; Timbuktu being a nearly mythical city somewhere across the Sahara Desert, almost impossible to reach. During the Middle Ages, Timbuktu was an immensely wealthy city and a center of learning. Once home to one of the oldest universities in the world and three great mosques, Timbuktu commanded the salt and gold trade routes in sub-Saharan Africa. It was a city that at its height boasted a population of 100,000. Today the population has diminished to less than 15,000. The loss of trans-Saharan trade, desertification, war, internal strife and a decreasing water supply have all taken a toll on this once fabled Malian city. Now a UNESCO World Heritage Site, Timbuktu is still a difficult destination to reach. A flight from San Francisco takes nearly 23 hours.

Once though, Timbuctoo was much easier to reach. Not the storied city in Mali, but one much closer; here in California. With the discovery of gold at Sutter’s Mill and President Polk’s announcement of it in his December 5,1848 State of the Union message to Congress began one of the greatest human migrations in history. Surprisingly Polk’s announcement was brief:

“It was known that mines of the precious metals existed to a considerable extent in California at the time of its acquisition. Recent discoveries render it probable 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.”

These three sentences both announced and confirmed the presence and abundance of gold in California and changed the history of California, the United States and the world. Tens of thousands of gold seekers would flood into California from all over the world and life here would never be the same.

One of the places that the early Argonauts began to search for gold was the Yuba River. In 1848, Jonas Specht, following the advice of an indigenous guide began prospecting on a sandbar and “washed some dirt and found three lumps of gold worth about seven dollars”. Soon placer miners came and worked the river. In 1855, hydraulic mining had taken over and the town of Timbuctoo was founded. There was a hotel, a Wells Fargo office, a store, and the first houses. In 1857, Timbuctoo’s theatre was built, an event that made the newspapers in San Francisco.

By the middle of the 1860s and into the 1870s, Timbuctoo was at its peak. The town had a population of around 1200, there was a second general store, a second hotel, a post office, a church, a blacksmith’s shop, a livery stable, three bakeries, three shoe shops, three clothing shops and dry goods stores, eight boarding houses, six saloons, and many other businesses. Timbuctoo was the largest town in eastern Yuba county. However, like many other Gold Rush towns, Timbuctoo’s heyday was going to come to an end.

In 1878 a severe fire destroyed many of the town’s buildings including the post office and one of the hotels. But a couple of other events further led to the decline of Timbuctoo. The first was the 1884 Sawyer Decision in Woodruff v. North Bloomfield Gravel Mining Co., 18 F. 753 (9^th Cir, 1884); one of the first environmental cases which effectively shut down hydraulic mining in California because the results were a “public nuisance”. The second was when State Route 20 bypassed the town in 1937. As mining was no longer and potential customers drove right past the town, Timbctoo faded into obscurity. Today, the town has 12 inhabitants and only one original structure still stands, the first house built in 1855 and it is a private residence. The only other remainders of the town are the cemetery, which is still active, but on private property, and the ruins of the Wells Fargo office, also on private property.

I wish to thank Brother Lane Parker of Yuba Parlor #55 for his knowledge and expertise.

GETTING THERE: From 414 Masons Street: Get on Interstate 80 East to CA 99 North. Take CA 99 North to CA 70 North. Take CA 70 North to CA 20 East. Take CA 20 East to Timbuctoo Place, turn left onto Timbucktoo Place. It turns into Timbuctoo Road. Continue past the large gate with the sign that says “Timbuctoo”; it is the entrance to a private hunting and fishing club. Further on you will see the ruins of a brick building to your right, the ruins are what is left of the Wells Fargo office. Timbuctoo is 143 miles from San Fancisc and the trip takes 2 ½ hours

Lake Corcoran

 Somewhere between 655,000 and 758,000 years ago, California’s Central Valley was covered by a shallow body of water known as Lake Corcoran. Lake Corcoran covered the valley from what are now the Tehachapi Mountains to the Sierra Buttes and at its greatest extent was as large as Lake Michigan is today. It drained into the Pacific through what is now the Salinas River and Monterey Bay. It is hypothesized that Lake Corcoran provided much of the water for precipitation in the Sierra Nevada through evaporation and that water partially formed several pluvial lakes in Nevada. Wildlife flourished and fossil remains of the short-faced bear, mammoth, dire wolf, giant sloth, early horses, camels, and antelopes have been found in the Central Valley.

This vast freshwater inland sea was not to last. Some 650,000 years ago, the Earth began to warm and the glaciers which held the Sierra Nevada in an icy grip began to melt. The water began to rush into the lake raising the water level. At the same time, tectonic uplifting of the Coast Range near Monterey left Lake Corcoran with no outlet to the sea. Something had to give and it did. Approximately 600,000 years ago, Lake Corcran carved a new outlet to the sea through what is now Carquinez Strait. The water poured through a low spot in the Coast Range carving a channel 100 feet deep between what are now Contra Costa and Solano counties and permanently draining Lake Corcoran and changing the landscape of the San Francisco Bay Area and the Central Valley forever.

Lake Corcoran didn’t completely disappear. Kern, Buena Vista, and Tulare lakes were all remnants of the former freshwater inland sea. In fact, up until the late 19^th century, the Central Valley was prone to flooding which turned the land into a vast swamp. During the Spanish and Mexican periods, maps labelled the valley as “Cienega de Tulares” or “Marsh of the Tules”. While the Spanish and others saw the Central Valley as a marshy place with little to no value, the indigenous people who lived there thought very differently. The entire valley teemed with wildlife and the wetlands provided fish and fowl. Elk, deer, and beaver were plentiful. The plentiful tules provided the raw material for houses, baskets, clothing, and boats. The largest of the three lakes, Tulare Lake or Pa’ashi as it was known to the local Tachi people was the largest fresh water lake west of the Mississippi and the ninth largest in what would be the United States.

In the mid to late 1800’s many people drained and diverted the water from the marshy areas of the Central Valley to create farm and ranch land. By 1899 Tulare Lake went dry due to diversion of its source water for flood control and agricultural purposes. Buena Vista Lake lasted as an agricultural reservoir and recreational lake until 1953 when the Lake Isabella dam was built across the Kern River creating Lake Isabella. That isn’t to say that the former lakes remained dry. In the years in which there are large amounts of precipitation, most recently in 2022-23, the Tulare Lake basin has been partially refilled allowing the lake to be “reborn” and give today’s Californians a glimpse of what the Central Valley and the Tulare Lake Basin looked like in the past.

More Information: The prehistoric and historic past of the Central Valley is one of change and of human interaction and intervention which has had a direct and profound impact on the geography, history, and economy of California as a whole. Luckily, there are a few institutions who have attempted to preserve the unique history of the Central Valley.

Sarah A. Mooney Museum

542 W “D” Street

Lemoore, CA 93245

MooneyMuseum@gmail.com

(559) 904-9669

Hours: 12 to 3 p.m. on Sundays (closed on major holidays.)

The Sarah A. Mooney Museum is a preserved Victorian house with exhibits highlighting how a well off family lived in the area during the Victorian Era.

Buena Vista Museum of Natural History and Science

2018 Chester Avenue

Bakersfield, CA 93301

info@buenavistamuseum.org

(661) 324-6350

Hours: Thursday-Saturday: 10am-4pm, Sunday: 12p-4pm, Monday-Wednesday: Closed

Admission: Members: Free, Children 2 and under: Free, Adults: $10, Seniors (60+): $8

Students 12 years and older: $8, Children (3-11): $6. The Museum also has special admission days. Please visit its website @ https://www.buenavistamuseum.org/hours-and-admission

The Buena Vista Museum of Natural History and Science has exhibits about the Central Valley during the Miocene Epoch and Indigenous American life as well as exhibits on Paleontology and other areas of Science.

Kern County Museum

3801 Chester Ave, Bakersfield,

California 93301

bebe@kerncountymuseum.org

(661) 437-3330

Hours: Monday & Tuesday: Closed, Wednesday – Sunday 9:00 am – 4:00 pmClosed ALL Federal Holidays. 

 Admission: Adults: $10.00, Seniors/Military: $9.00 Children: – ages 3 to 12: $5.00 – ages 2 and under FREE when accompanied by an adult. Members: FREEFree admission to Active Duty Military and their immediate families from Memorial to Labor Day. Please visit the Kern County Museum’s Website @ https://kerncountymuseum.org/ for more information.

The Kern County has many exhibits covering the general history of Kern County including indigenous peoples, the ranching, farming, oil, and music industries. One of the museum’s highlights is the childhood home of Merle Haggard.

 

Haggin Museum

 

Within Victory Park in downtown Stockton stands the red brick Haggin Museum.  The museum houses an extensive collection of American and European art as well as displays covering the history of California, the growth of manufacturing and agriculture in the Central Valley and in Stockton in particular.  There are displays dedicated to Charles Weber, the founder of the City of Stockton, an entire gallery dedicated to Benjamin Holt and the development of the Caterpillar Tractor, to Tillie Lewis, who introduced tomato production and canning to San Joaquin County, to Sperry Flour Mills, one of the oldest milling companies in California.  The museum also has an exhibit dedicated to Stephens Brothers boats and houses the company’s archives.  There are is also a reconstructed 1900’s “Main Street” and various exhibits of local interest.

In 1928, the San Joaquin Pioneer and Historical Society was founded with the following objectives: “to develop educational facilities for the study of history, to collect documents and articles of historical interest, and to establish and maintain a museum where such items could be stored and displayed”.  In April 1929.  Mr. Robert T. McKee made an offer to the San Joaquin Pioneer and Historical Society on behalf of his wife, Eila: if an art wing was added to the purposed history museum and named in honor of her late father, Louis Terah Haggin, she would donate thirty thousand dollars towards construction of the building as well as an unspecified number of paintings from her father's collection.

With this gift, the museum opened on June 14, 1931.  The museum has been expanded and renovated several times since then; the latest renovation being completed in 2017.  The several galleries gold pieces from the Haggin collection of European and American art, a significant collection of the works of J.C. Leyendecker, who was, before Norman Rockwell, one of America’s best known commercial artists, and the archives, not only of the San Joaquin Pioneer and Historical Society, but of the Stephens Brothers Boat Works, material from the Holt Manufacturing Company, the Sperry Flour Company, and the Tillie Lewis Food Company.

In it’s American Gallery, the Haggin displays some of the finest works from the Hudson River School including paintings by George Inness, William Bradford, Thomas Moran and Albert Bierstadt.  In the Haggin and McKee Galleries, there are many European Realist and Impressionist works to view including works by William Merritt Chase, Rosa Bonheur, Jean Beraud, Pierre-Auguste Renoir, and many others, all dating from the mid-19th to the early 20th century.  There is also some small statuary and ornamental pieces on display.  There is also the Jeanie Hunter Rooms, which give a glimpse into how a prosperous farmhouse was furnished at the turn of the 20th century.

The museum also has an extensive collection of Indigenous American artifacts, including a recreated Miwok dwelling, and various historic vehicles on display including a WWII jeep that was one of 275 funded by the donations from the students and faculty of Stockton High School. One of the oddest artifacts is the “Death Trunk” of Emma LeDoux, the first woman sentenced to death for murder in California.  Emma poisoned her third husband, stuffed him in the trunk while he was alive and had the trunk sent to the train depot in Stockton.  Her husband died in the trunk.  The murder was discovered after the baggage master noticed a foul smell emanating from the trunk and called the authorities.  Emma was sentenced to death, but upon retrial she was sentenced to life in prison.  The trunk is a grisly artifact of an at the time scandalous crime.

For me, the jewel of the Haggin Museum, besides the collection of Bierstadt paintings is the collection of illustrations by J.C. Leyendecker.  From the early 1900’s though the 1930’s Leyendecker was one of the best known commercial illustrators in the country.  His clients included Arrow shirts, Hart-Shaffner & Marx, Amoco, the Boy Scouts of America, Ivory Soap, Karo Syrup, Palmolive, Cream of Wheat, Kellog’s, the Saturday Evening Post, the Timken Company, Willys-Overland, Collier’s Weekly, the US Army, Navy, and Marine Corps.  His illustrations helped define the style and look of the 1910’s-1930’s.  Some of his illustrations remain recognizable today.  He was Norman Rockwell before Norman Rockwell became famous.  His sister donated many of his works to the Haggin Museum upon her death.  The Haggin  museum now holds the largest museum collection of his works.  

GETTING THERE: The Haggin Museum is located at 1201 N. Pershing Avenue, Stockton, CA 95203.  From 414 Mason Street take I-80 East across the Bay Bridge to I-580 East.  From I-580 East, take I-205 East towards Tracy/Stockton.  Merge onto I-5 North.  Take Exit 473 for the University of the Pacific/North Pershing Ave.  Turn Left on to Picardy Drive and then right into Victory Park.  The museum will be on the right.  

San Juan Bautista State Historic Park

 

South of Gilroy, east of US-101, located near the mouth of San Juan Canyon on CA-156, lies the city of San Juan Bautista. Founded on June 24, 1797 with the establishment of Mission San Juan Bautista by Fermin Lasuen; the site for what would become California’s fifteenth mission was chosen due its proximity to a large population of the indigenous Mutsun people. Soon after the mission’s founding over 1,000 Mutsun were living, working, and worshiping at the mission. As with most of the missions, a Spanish settlement developed and the town of San Juan Bautista was born.

By 1803, the congregation had outgrown the original adobe church and construction began on the present mission which was completed in 1812. This construction and expansion made it the largest of the twenty one missions. Mission San Juan Bautista remained an active church after secularization in 1835. In 1859, the mission buildings and fifty five acres of land were returned to the Catholic Church. Today, the mission remains an active parish church in the Diocese of Monterey. Besides being an active house of worship for 226 years, the mission also was a location in Alfred Hitchcock’s film “Vertigo”, starring Jimmy Stewart and Kim Novak. It sits on the western edge of the last remaining intact Spanish plaza in California and on the northern edge of the plaza is a remaining section of the original El Camino Real which linked all of the missions in California.

The mission has a gift shop and a museum which has displays of Indigenous, Spanish, Mexican, and American era artifacts including handwritten choir books by Padre Esteban Tapis using the system of colored notation he developed and the Breen family bible. The Breens temporarily lived in a storeroom of the mission, which is now the gift shop, after surviving the ordeal of the Donner Party and before moving into, and eventually purchasing an adobe from General Jose Antonio Castro. The Breen family lived in the adobe until 1933 when it was donated to the state. It is now known as the Castro-Breen Adobe. It houses exhibits on the Breen family and life during the early American Era.

The Castro-Breen Adobe is but one of several buildings preserved or restored in the San Juan Bautista State Historic Park. Also included are the Plaza Hotel, the ground floor of which was originally constructed in 1792 as a barracks for indigenous converts and laborers. It became the barracks for Spanish soldiers in 1813. It was also a private residence and a commercial building before being remodeled into the current hotel in 1853 by Angelo Zanetta. It currently serves as the park entrance and museum. Several rooms are furnished as they would have been in the 1860’s.

On the plaza is the Plaza Hall/Zanetta House, originally built in 1815 as a home for the unmarried indigenous girls of the mission, purchased, torn down and rebuilt as a home and community hall in 1868 by Angelo Zanetta. It has exhibits of period furnishings and early children’s toys. Next to it is the Plaza Stable with exhibits of stages, wagons, and fire wagons. Behind the stable is the blacksmith’s shop. Across the street are the original town jail and a restored settler’s cabin.

The downtown area of San Juan Bautista has been designated a National Historic District and the San Juan Historical Society, along with other organizations, has designated 49 buildings and sites on a historic walking tour. Many of the buildings date from the late 1700’s through the 1920’s and are still in use. Examples are the Anza Adobe, the Texas Masonic Lodge, the San Juan Bautista Cemetery and the Carl Luck Museum. Most of the historic buildings are clustered along Third Street, a block south from the mission.

During the Gold Rush, San Juan Bautista benefited from a boom as it was along the route from Los Angeles to San Francisco and then to the gold fields. Notables like William T. Sherman visited the town. When the Southern Pacific railroad bypassed San Juan Bautista in favor of Hollister the town’s fortunes declined. The building of the San Juan Pacific Railway and the San Juan Cement Company plant, beginning in 1906, revived the local economy. When the cement plant closed in 1973 due to increasingly tighter environmental regulations, the city turned to agriculture and tourism. San Juan Bautista calls itself, “The City of History”, and not without some justification.

GETTING THERE: From 414 Mason Street: Take US 101 South to Exit 345 to CA-156 East. Follow CA-156 East to The Alameda. Turn left onto The Alameda. Turn right onto Franklin St. Turn left onto 2^nd St. The park entrance is in the Plaza Hotel on you left. The Mission is on your right. The entrance fee for the park is $3.00 per person. The Mission charges a $10.00 entrance fee. ($7.00 for Seniors over 60) It is a 1 hour and 40 minute, 94 mile, drive from 414 Mason Street.

San Juan Bautista SHP is open every day from 10am to 4:30pm. Closed on Thanksgiving, Christmas Eve, Christmas Day, New Year's Eve, and New Year's Day.

The Mission Gift Shop, Museum and Garden are open from 9:00 AM to 4:00 PM on Wednesday through Sunday.

Admission: Self-Guided Tour

$10.00 adults

$7.00 seniors – 60 years and over

$5.00 – vets

Under 5 years of age – FREE

Mission San Juan Bautista admission is separate from the State Park admission.

For the walking tour, please visit: https://historicwalkingtrail.com/

French Camp

 

        In front of an elementary school in an unincorporated community near Stockton; there is a California State Historic Marker, placed by the California State Parks Commission, partially in cooperation with the Native Daughters of the Golden West.  It recognizes the community of French Camp as a historic place as the terminus of the Oregon-California Trail and as a camp used by traders and trappers of the Hudson’s Bay Company, at one time one of, if not the largest fur trading corporation in the world. 

The text of the plaque reads: 

“Here was the terminus of the Oregon-California Trail used from about 1832 to 1845 by the French-Canadian trappers employed by the Hudson's Bay Company. Every year Michel La Framboise, among others, met fur hunters camped with their families here. In 1844 Charles M. Weber and William Gulnac promoted the first white settlers' colony on Rancho del Campo de los Franceses, which included French Camp and the site of Stockton.”

As early as 1493, Spain laid claim to all the lands 100 leagues west of the Azores based on the Papal Bull “Inter Caetera” issued by Pope Alexander IV.  This bull gave Spain a monopoly to colonize the lands west of the 100 league line.  In the next year, Pope Alexander VI mediated the Treaty of Tordesillas between Spain and Portugal which moved the demarcation line between the two countries’  respective spheres of colonization to 370 leagues west of the Cape Verde Islands, granting Brazil to Portugal and the rest of the “New World” to Spain.  With Balboa’s sighting of the Pacific Ocean in 1513,  Spain had a solid claim to the west coasts of North and South America.  It wasn’t until Cabrillo and Bartolome Ferrelo’s  voyages in 1542-43 that Spain made any attempt to see how far their claim actually went and what it might contain. Later voyages in the 1700’s by Juan Perez and Bruno de Hecta kept Spain’s claims viable. 

Spain was not alone in laying claim to the Pacific Coast.  England based it’s claims to parts of the Pacific Coast on the voyages of Sir Francis Drake and George Vancouver.  Russia claimed parts of the Pacific Coast too, based on the 1728 and 1741 voyages of Vitus Bering.  The United States also claimed parts of the area based on the 1792 voyage of Robert Grey and the overland expedition of Lewis and Clark and the Corps of Discovery as well as John Jacob Astor’s establishment of Fort Astoria in 1811.  With all these competing claims, conflict was inevitable.  When the Spanish captured four British ships in 1789 in Nooka Sound near Vancouver Island, Great Britain threatened war, leading to what what was called the “Nootka Crisis”.  Spain quickly negotiated a settlement and relinquished its exclusive claims to the Pacific Coast.  By 1824, both Russia and Spain had given up their claims to the Pacific Northwest.

Why did these counties all want a piece of the Pacific Coast?  Well, for trade with the native tribes, for a harbor on the Pacific to facilitate trade with China and the rest of Asia, and most importantly, for the vast natural resources of the region one of the most valuable of which were the pelts of fur bearing animals.  Before the Gold Rush, the main impetus for coming to California was trade.  The Russian American Company established Fort Ross as both a trading and agricultural supply post for its outposts in Alaska.  John Jacob Astor established Fort Astoria and an outpost for his Pacific Fur Company and the Hudson’s Bay Company established Fort Vancouver on the north bank of the Columbia River.  American, British, and French-Canadian trappers and mountain men combed the Cascades, Sierra Nevada, Coast Ranges, Willamette, and Central Valleys for otter and beaver which were becoming scarce further east. Meanwhile, at sea, seals and sea otters were hunted from the Aleutian Islands to Baja California.  

With the absorption of the North West Company in 1821, the Hudson’s Bay Company had a monopoly on the fur trade in British North America.  Its agents roamed from the Rockies to the Pacific, from the Arctic Ocean to California’s San Joaquin Valley searching for beaver and otter and trading with the Native tribes.  Fort Umpqua was established in Southern Oregon in 1836 and, in 1841, the Hudson’s Bay Company opened a store in Yerba Buena.  French Camp arguably was the southernmost extent of the Company’s activities in California.  Beginning in about 1832, Michel La Framboise, a French-Canadian “voyageur” hired by the Hudson’s Bay Company made annual visits to French Camp as the leader of several fur hunting expeditions.  In fact La Framboise had been warned against taking beaver in California in 1834 and in 1835; General Mariano Vallejo warned him to leave and stay out of California altogether.  Eventually, the activities of the “Spanish Brigade” as the company of Hudson’s Bay men were called, became bothersome not only to Vallejo, but to John A. Sutter and Dr. John Marsh, both of whom complained to the government and demanded that something be done.  As a result, the governor placed a duty on furs taken in California and by 1842, the HBC trappers withdrew.

The fur trade was one of the major impetuses for the westward expansion of the United States and the early exploration as settlement of the Pacific Coast.  However, it was not to last.  By 1846, the Hudson’s Bay Company withdrew from California and the Oregon Treaty was signed ending the dispute between Great Britain and the United States over their competing claims.  In the treaty, the HBC was allowed to continue operating Fort Vancouver, on the Columbia, but the Company abandoned the fort in 1860.  By the late 1800’s many of the fur bearing animals had been hunted to near extinction.  Due to the decline of fur bearing mammals, the United States, Great Britain, Russia, and Japan signed the North Pacific Fur Seal Convention of 1911,  which was the first international treaty concerned with wildlife conservation.  This led to the Fur Seal Act of 1966 which extended protection to sea otters and the Marine Mammal Protection Act of 1972, which prohibits the taking of any marine mammal in United States waters and by any US citizen on the high seas, with a very few permitted exemptions. Today, the Hudson’s Bay Company continues as a retail company in Canada and in 1943, the HBC renamed its fur trading division as the “Northern Stores Division”, and in 1987 the “Northern Stores Division” was sold and became a new “North West Company” and operates stores in northwest Canada and Alaska.  The “California Fur Rush” only lasted a few short years, but it is remembered in a few places, like French Camp, and it’s legacy are some of the first wildlife protection laws in history.

GETTING THERE: From 414 Mason Street:  Get on I-80 East.  Take exit 8B onto I-580 East. After 45 miles stay left onto I-205 toward Tracy and Stockton.  Merge onto I-5 N.  Take exit 467A onto Eldorado Street.  Turn right onto East Mathews Road, continue onto Ash Street.  Turn left onto French Camp Road and then right onto Elm Street.  The marker will be on your right.  It is about a two hour drive from San Francisco.

Fort Humboldt

Sitting on a windswept bluff above Eureka sit the remains of one of the most important military outposts on the west coast.  There isn’t much there today, a couple of buildings, one of which is a reconstruction, some informational signs and an outdoor exhibit of logging equipment; but in it’s heyday, Fort Humboldt played an important part in the military history of the west coast and of the United States.

The end of the Mexican War and the discovery of gold brought sweeping changes to California.  Before the discovery of gold at Sutter’s Mill, emigration to California had all but come to a standstill, partially due to the press reports of the ill-fated Donner-Reed Party and the start of the Mexican War.  Yet, the situation changed with President Polk’s announcement in his December 5th State of the Union address that: 

It was known that mines of the precious metals existed to a considerable extent in California at the time of its acquisition. Recent discoveries render it probable 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.

Argonauts from around the world began making their way to California.  These individuals fanned out across the state, looking for gold in every stream and river.  Before long, the prospectors, miners, gold seekers, traders, and con-men who rushed into California came into conflict with the Californios and Indigenous People who already lived here.  More importantly, the Treaty of Guadalupe Hidalgo guaranteed that the United States would respect the “property, language, and culture” of Mexicans now living in the United States.  As a result, many of the United States army troops who had fought in Mexico now found themselves being sent to California to perform garrison duty and to shore up United States control of the land at the edge of the continent.

The discovery of gold on the Trinity River by Major Pierson B. Reading, for whom the City of Redding is named, in July of 1848 opened what had once been a remote area of California to non-indigenous settlement and in 1849 and 1850 thousands of gold seekers entered the area.  With the influx of new people came inevitable conflict.  The Europeans and others who flooded the area soon had a multitude of gold claims almost entirely without Indigenous permission or consideration for the traditional boundaries of tribal settlement.  There were violent clashes between the Indigenous peoples and the interlopers.  The devastation wreaked upon the Indigenous people of the area is well documented and is deserving of a more detailed telling than I have room for here; suffice to say that depending on the tribe and the estimate, 75 to 95% of the Indigenous population died through a combination of disease, competition for resources, starvation, and outright murder.

In January 1853,  Brevet Lieutenant Colonel Robert C. Buchanan and the 4th US Infantry arrived to establish Fort Humboldt and mediate between the native and settlers in the region.  By 1857 there were 14 buildings situated on the bluff overlooking Humboldt Bay.  The Army’s mission to bring peace between the European settlers and Indigenous tribes was hampered from the beginning.  The settlers in the area wanted the Native Peoples removed to reservations and did not support the idea of the military authorities negotiating with the tribes.  Seven treaties were negotiated and signed with the tribes who lived between Clear Lake and the Klamath River.  None of those treaties were ever ratified and the Natives never received any of the land nor any other considerations which were contained in the treaties.

While unsuccessfully trying to maintain a sustainable peace between the settlers, gold seekers and the native peoples, Fort Humboldt also served as a supply depot for many other forts and outposts in Northern California and Southern Oregon.  On January 5, 1854, Captain Ulysses S Grant arrived at Fort Humboldt to serve as the Quartermaster and take command of Company F, 4th Infantry.  Grant and Buchanan did not get along and the tedium of garrison duty did not sit well with Grant.  He was a newly wed and missed his wife and he felt very isolated and depressed.  He often rode to a nearby tavern and found solace in drink. After being reprimanded, Grant resigned his commission effective July 31, 1854 and went home.  Grant was not the only soon to be famous officer to be stationed at Fort Humboldt,  Gabriel Rains, who became a Confederate Brigadier General, George R. Crook who rose to fame during the Civil and Indian Wars, and Dr. Lafayette Guild, who became Medical Director of the Army of Northern Virginia, all served at Fort Humboldt.  

On February 26, 1860, one of the darkest incidents in the History of California occurred, one that the garrison of Fort Humboldt was supposed to prevent.  On that day, a goup of “vigilantes”, calling themselves the “Humboldt Volunteers, Second Brigade” attacked and massacred 80-250 Wiyot people who lived on Tuluwat Island in Humboldt Bay.  Called the “Indian Island Massacre”, this event showed just how ineffective the US Army was at protecting the native people.  The many of the survivors  of the massacre were put in “protective custody” at Fort Humboldt and eventually transferred Klamath River Reservation.  The island was then owned and ranched by European settlers.  It was also the site of a shipyard. In 2019, the City of Eureka deeded the island back to the Wiyot people.

With the coming of the Civil War, the regular US Army troops were withdrawn from Fort Humboldt.  The fort was garrisoned by units of the California Volunteers.  In 1866, the US Army re-garrisoned the fort and it was abandoned in 1867.  As surplus land it was sold to WS Cooper in 1893, the Cooper family owned the site of the fort and it’s one remaining building until 1923, when Mrs. Laura Cooper donated the land to the City of Eureka as a public park.  In 1955, Eureka deeded the site to the state and Fort Humboldt became a state historic park in 1963.  The park is open from 8:00 AM to 5:00 PM daily.

Hamilton Field

Nestled on the eastern edge of Novato, along the Marin Country shore is a bit of aviation history.  During the First World War it became apparent that not only did nations need to have navies and armies to win wars, they were also going to need air forces.  Since the Civil War, the United States Army had used balloons for artillery spotting and reconnaissance but with the advent heavier than air flight, the role of military aviation began to rapidly change.  The US Army Signal Corps established an Aeronautical Division in 1907.  At that time, the Army only had eight balloons, used for observation and reconnaissance.  During that year, the Signal Corps purchased two more balloons and, in 1908, a small dirigible, bringing the total number of Army aircraft to eleven.

In 1909, the Army acquired its first airplane from the Wright Brothers and in 1910 it made its first flight.  In 1911, Congress appropriated $125,000 for the Army’s Aeronautical Division.  By the end of 1911, the Army Signal Corps had a total of six aircraft, and had conducted trials to prove the feasibility of aerial bombing.  Still, the fledgling Air Corps only had a handful of pilots including 2nd Lt. Henry “Hap” Arnold, who was one of the Army’s first flight instructors.  In 1913, the “1st Provisional Aero Squadron” was created, alter renamed the “1st Aero Squadron” and saw service in Mexico in 1916, becoming the first United States air combat unit.  It still exists as the 1st Reconnaissance Squadron and is headquartered at Beale Air Force Base.  With the outbreak of World War I, the European powers rapidly increased the size of their air forces and aeronautical technology rapidly advanced.  

By the time the United States entered the war in 1917, it was far behind the other warring nations in air strength.  By the end of the war, the US Army Air Service only made up 10% of the aeronautical strength of the Allied Powers and after the war, the Air Service, like the rest of the United States military, was rapidly reduced in size from 19,168 officers and 178,149 enlisted men in November 1918 to just 1,168 officers and 8,428 enlisted men by the end of June 1920.

During the late 1920’s the Army Air Corps began looking for a suitable location on the West Coast for an air base.  The Army settled on a location known as “Marin Meadows” and Marin County transferred the 937 acre site for $1.00.  Originally known as Air Corps Station, San Rafael, construction began on the airfield in 1932, the airfield was renamed “Hamilton Field” after 1st Lt. Lloyd Hamilton who received the Distinguish Flying Cross, posthumously, during World War I and was completed in 1935.  Upon completion, the airfield was officially dedicated on May 12, 1935 and ceremonially “handed over” to Brigadier General Henry, “Hap” Arnold who commanded the Army Air Corps’ 1st Wing.  Hamilton Field was to be primarily a bomber base and it was before the addition of pursuit (fighter) units.

During World War II, Hamilton Field was part of the Western Defense Command and served primarily as a training and transshipment base.  It was on December 7, 1941 that the six B-17 bombers of the 38 Reconnaissance Squadron from Hamilton Field arrived at Hickam Field in Hawaii while the Japanese attack was ongoing.  The personnel at Hickam was expecting the squadron and early in the attack radar operators confused the Japanese attack with the incoming squadron.  After the war was over and the Air Force was created in 1947, Hamilton Air Force Base remained in service, serving as the home for several units of the Air Defense Command were stationed at Hamilton including the 325th Fighter Wing, the 78th Fighter Wing,  the 556th Air Defense Group, the 1st Fighter Wing and the 26th Air Division all called Hamilton Air Force Base home.  NORAD’s Western Region Command was stationed at Hamilton until 1969.

By the early 70’s, the usefulness of Hamilton Air Force Base was declining.  Urban encroachment, lack of land to expand and an increasingly ambivalent, if not hostile, political climate all led to the deactivation of Hamilton as an active base in 1973.  In 1973, the base was transferred to the Army, the Navy used some of the housing and the Coast Guard used two of the hangars.  In 1976, the base was closed and placed in “caretaker status”.  In 1980 to 1983 a few of the barracks and other buildings were used as a refugee processing center.  From 1983-1990, Hamilton Field was the venue for the “Wings of Victory” air show, an annual event produced by the non-profit Hamilton Field Association. In 1993, the Army transferred its remaining portion of the base to the “New Hamilton Partnership” and redevelopment began.  In 1996, the Navy vacated the housing on base and the military presence on Hamilton Field ended, nearly sixty years after it began.

Today, several of the historic Spanish Revival style buildings and hangars have been restored and repurposed.  The developer had built several housing developments on the former base.  The former runway is no more, the levee that protected it having been intentionally breached and the area allowed to revert to marshland.  The Hamilton Field History Museum, a small but impressive museum housed in the former base fire station and staffed by volunteer docents who are more than eager to spend time explaining the history of the base to you is worth a visit, there are excellent displays covering the entire history of the base.

GETTING THERE: Take US101 N to exit 458 Nave Drive in Novato.  Merge onto Nave Drive.  Turn Right onto Main Gate Road, and continue on to Palm Drive and make a slight right onto South Palm Drive.  Then turn right onto Hangar Avenue.  The museum will be on your right at 555 Hangar Avenue.  The museum is open on Wednesdays, Thursdays and Saturdays from Noon to 4:00 pm.  (415) 382-8614