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Western Americana
Fine Art & Railroadiana
Auction #17

RAILROADIANA

Robert. H. McFarland American Railroad and California Photograph Collection.

Robert H. McFarland was the son of Robert E. McFraland and Ida McFarland. Ida’s father was Seth Lee Beckwith, a California Pioneer who came to California in 1848 onboard the Kamehahah from Honolulu. He was a native of Connecticut. In 1848 after his arrival in San Francisco, he worked in the Amador and Calaveras mines. He had a son and daughter whom he lived with in San Francisco in 1885 when Bancroft published the History of California. Bancroft mentioned that McFarland was a bit of a world traveler, though he never mentioned that McFarland was a true prospector at heart.. [v2, p713]

In a letter to his daughter Ida dated April 17, 1887, he wrote from Sannak Island in Alaska that a ship had been lost on Simenoffssy Island and “all hands lost” (One of the Showmagin Islands) He also reported that Capt. Hague and others have discovered a “very rich quartz lead on Unga Island 80 miles from here 120 feet wide and several thousand feet long all in sight it assays very high.” Daughter Ida had just married Robert E. McFarlane by that point, as the envelope is addressed to her in San Francisco.

Robert E, McFarland was the family member of the California Pioneers, as was the custom then, even though it was his father-in-law that was the Pioneer. A number of his original badges and ribbons form a part of this collection.

Their son, Robert H. McFarland was born sometime in the late 1880’s. He apparently started collecting railroad photos seriously in 1910 as a young man. There is a chance that he worked for one of the railroads, though we can find no mention of it in any letters from the last part of his life.

The early photographs of this collection are in three forms. First, those that were given or acquired by McFarland that predate 1910. This group forms an important archive of the Tahoe and California historical record. The second group are those photographs thought to be taken by McFarland himself. Each is printed on a post card backed paper. This group numbers nearly 1000 different shots, with most studiously labeled on the reverse in McFarland’s hand. A portion of these cards is in this sale, and the others will appear in several succeeding sales. They form an incredibly important archive of America’s locomotive history. The third group are those photographs that were given or traded to McFarland from other railroad buffs across the country. Many of these were clearly taken by railroad employees, hence my suspicion that McFarland may have worked for a railroad at an early time in his life. This third group also contains some of the most historic photos. Among them are a suite of wonderfully historic horse-drawn fire engines from Muskogee, Oklahoma. Additionally, there are many train wreck as well as ship wreck photos, all again studiously identified and dated.

McFarland began producing tiny snapshots of his postcards possibly for sale. Three albums of these shots were preserved. They have the appearance of albums he made for tourist or collector interest, though there is no record of the success of this venture. It certainly appears to have been cut short by his ensuing employment.

McFarland landed a job about 1911 or 1912 with the Post Office in the Bay area. From that time onward until about 1940 when he retired, he worked a tough graveyard shift. His collecting took a marked back seat, with few items added until sometime about 1930, when he again got the bug. He started joining various railroad clubs, and began trading photographs. Among the memberships were the Brotherhood of Locomotive Engineers, Railroadians of America, Railway and Locomotive Historical Society, California Nevada Railroad Historical Society, and the Golden State Transportation Historical Society.

With the advent of the Golden Gate International Exposition of 1939, McFarland was in full swing. He single-handedly set up a photograph exposition of California railroads of which there is a full photographic record. &#x201CYour collection of pictures is to me the most interesting thing at the fair,” wrote Ken Kidder in a letter to McFarland in 1940.In another letter to McFarland from friend and Southern Pacific Railroad Engineer R. C. Blohm in April, 1940, he stated: “You are an artist at taking pictures…” In 1939 Blohm had written: “I have never seen anyone yet that can equal your work.”

The McFarland Collection contains a large group of correspondence with his friends in the railroad arena from about 1930 to 1941. These letters describe the many groups of photographs that he received from friends and fellow collectors, as well as professional railroad archivists. About 1940 there was a shift in western railroad policy regarding outsiders taking photographs: “I went on that trip I was talking about but didn’t do so well at Sparks due to the new SP policy of being nasty to collectors. I was only there one day before being discovered and kicked out…I had to waste a lot of time pulling weeds…” Leonard Haug to McFarland, 6/13/40.

His photograph collection from this period is massive, numbering nearly 10,000 images from all over America. McFarland specialized in California rails. His collections contain numeric ordered locomotives for most of the major California lines. He collected by locomotive engine number, often shooting several different views. The majority of this collection will be sold by us throughout 2003.

Among the most remarkable of his photographs is a complete photographic record of the burning and scrapping of the Castro Street Railroad cars, many of which were among the famous San Francisco Cable Car suite. He felt it was a crime to burn them, but received per

mission to shoot photographs, and fastidiously shot each car, sometimes including the interior, before, during, and after the burn. The archive remains intact.

Another of his archives involves the Pacific Electric Railway of Los Angeles. Here he traded with another photographer for an incredible voluminous photographic record of Southern California’s best known street railroad. Hundreds of different views of this system complement this historic archive.

857. California. San Francisco. R. E. & R. H. McFarland Document Archive, c.1880-1947. This lot contains about 150 pages of documents, correspondence, etc. The material contained is the source of information for the introduction written above. Items from R. E. include the letter to his daughter, Ida, about the ship wreck in Alaska. A 1890 program for the centennial celebration of George Washington’s Inauguration, hosted by the Society of California Pioneers (SCP). A SCP ribbon from the Admission Day Celebration for the state of California, 1890. Invitations for R. E. to attend SCP functions. A memorial concert program, held Aug 23, 1885, in Golden Gate Park, honoring U. S. Grant. And a few newspaper articles that had been cut out, but the dates were also cut out. The rest of the archive are documents pertaining to R. H. McFarland. Far too many different items to even attempt to list. But one of the first pages in the archive offers some insight into who R. H. was. A typed letter to Mac (R. H. McFarland) from the Railroadians of America Club, 1940. The letter thanks R. H. for his column and photographs and offers an open invitation to any other articles that R. H. may provide. The letter also indicates that R. H. had been working a graveyard shift job for many years. The writer states “I don’t doubt one little bit that you have been on the edge of a nervous breakdown - for I could see the signs of it when I last saw you.” Ilater in that same paragraph, “The next is, not to let things worry you too much. You cannot get a photo of every engine, car and piece of equipment, so accept the fact and govern yourself accordingly.” In a later paragraph, the writer offers, “Mister, you are not the only man who is fed up on the railroad clubs, especially those which cater to the adolescent group.” Many more letters are included. There are also train brochures, listing of photographs taken of engines for certain Railroad Companies, etc., etc. All very fine to extremely fine. Est. $500-1000 5619 138

858. California. San Francisco. San Francisco. 96 original photographs of the burning of the Market and Castro Street railroad cars, 1941, with written documentation by McFarland. Remarkable thorough photographic record of the burning of the Market and Castro Street cable and railroad cars. McFarland was present at the yards daily for about a month, recording the destruction of the cars, some of which were stored in a yard after the 1906 San Francisco earthquake. McFarland photographed the cars before they were set afire, in many cases shooting the interior as well as the exterior of the cars. He dutifully filed the photos by the car number.

The small archive here is just a sample of the entire photographic record which we will be offering in the next one or two sales. The entire photo record shows the evolution of the complete destruction. A) turning the cars on their sides to facilitate burning and removal of iron structure, B) setting the cars on fire and documenting the burn by periodic photographs, and finally C) the final salvage of the iron components. McFarland probably provided the cable car company with a set of these photographs in exchange for permission to photograph the event.

While McFarland was clearly depressed at the “destruction” of the cars, it was wartime, and there was little interest in preserving artifacts of this sort at the time. Further, the steel would have been badly needed for the war efforts, which may have precipitated the scrap process to begin with. Regardless, the archive retains a most important aspect of California street railroads: a photographic documentary of the end of a cable car line at the hands of world war.

McFarland wrote a descriptive story of the beginning of the event which follows:

The Cremation after the Funeral Services, or

The Last of the Castro Cable Cars.

“Sic Transit Gloria Mundi”

The cable cars were brought to Geneva shops for burning Saturday April 26, 1941. The 1, 6, 4, 7, sent up to the dismantling track. The 2, 3, and 5 were left in the upper part of the yard. The 133 was placed in the hole south of the paint shop.

On Tuesday, April 29, 1941, the 1 and 6 were shipped and turned over. At 10 am the 1 was fired and consumed and the 6 was set afire at 11 am., account not igniting from no. 1, so was burned right side up.

On Thursday, May 1st, 1941, the 4, 7, 2, 3, and 5 were stripped and fired. The 4 broke in two when turned over, and the 2 was turned over on top of her and the b3 brought over against the 2. The three cars were in one heap and were fired at 8 am. May 2nd, 1941. The 5 and 7 were sent over last and fired at 8:15 am. By 11 am all cars were totally consumed. The 5 had been dragged bodily, trucks and all out into the middle of the yard account she jumped the track on the sharp curve leading to the dismantling track, and was away off from the rails altogether.

She was pulled out by the crane and the 7 toppled over along side of her. No. 1 was the fist to go, and No. 5 was the last, she died with her book on, side panel and trucks still intact to the last. The 5 has suffered a severe accident at 18th and Castro during 1940 and was never repaired, as you will notice by one end of the car. I really believe she was stubborn or “jinxed” to the finish.

The 4 was actually the “weak sister”. She broke in half when she was turned over. The 133, the old veteran of the Castro line, which had not run since the firs of 1906, was also consigned to an inglorious end by being torn apart and different sections of her cut out and preserved as relics by Mr. Newton of the company. She was in a very sad and dilapidated shape when the carpenter got through with her, and so was thrown on the ash heap on May 8th and on May 9th at 8 am was burned and at noon was completely consumed.”

There are six groups of photographs with this lot. 96 photographs, all about 3 x 5”.

Burning of cars 1 and 6 Market Street Railway cars. 14 photos.

Burning of cars 2 and 3. 17 photos.

Burning of car 4. 4 photos

Burning of car 5. 9 photos

Burning of car 7. 7 photos.

Burning of cars 726 and 731, June 30th, 1941. 7 photos

Burning of Cars 729 and 730, July 1st, 1941. 11 photos, 3 x 5”

Burning of cars 727 and 732 on July 2nd, 1941. 8 photos

Burning of United Railroads car 133. 19 photos

All very fine to excellent condition. Provenance: McFarland collection. Est. $500-1000

859. Railroad. Railroad Photo Albums, c.1939. These 4 photo albums were put together by R. H. McFarland around 1939. These appear to be prototype items to possibly be sold as retail items or tourist souvenirs. Another possibility is that McFarland made these albums for himself. A) Green leather cover with leather strap binding, cover appears to have “Brown” stamped into leather. Album is 3.5 x 4.5”. 14 pages with 14 photographs of railroad engines. Each photo is 2 x 3”. B) Black paper cover with “Photographs” printed in white at upper left corner. Album is 5.5 x 7”. 16 pages with 6 to 8 photographs per page. 2 of the pages are missing 2 photographs each. Every photograph shows a railroad engine. The image size of the photographs varies from around 1 x 2.5” to 1.5 x 2.75”. Very fine. C) Black stock card covers with string binding, oval shaped photograph , 1.5 x 2.5”, glued at front center of train. 10 pages, with 4 photographs on each page, with tissue paper leaf with each page. The images are 2 x 3” each and all show train engines. Overall, album is 7.5 x 10”. Very fine. D) This final item is a 2.5 x 10.5” long gray strip with 5 windows that have 1 x 1.5” photograph attached from behind. The reverse has a green stamp of March 1, 1912. Very fine. Est. $750-1500

860. California. Inyo. Independence. Carson and Colorado Railroad Receipts for Payment. More than 25 pieces. Many of these are for the East Side Canal Co. at Independence. Others are for other companies at Independence, such as the Inyo Canal Co. Est. $250-500 (no illustration)

861. California. Marin. Sausalito Area. North Pacific Coast Railroad Photograph, c.1875. Early photograph of engine and wood car at depot. Train is pointed in direction of a tunnel directly adjacent to the depot with weeping willow trees on top with Victorian houses in view. Conductor and Depot hands, 8 people in all, are present admiring the Locomotive. The letters “P.C.” are clearly visible, but the first letter is obscured, out of the photo to the left, with only the period after the missing letter showing. The only California rail line of this period with three initials, the last two of which are P.C. is the North Pacific Coast Railroad, which ran from Sausalito to Duncan’s Mill with a short branch to San Rafael and another to San Quentin. The rail had just under 80 miles of track. It opened January 11, 1875. James D. Walker was president in 1881. [Poor’s, 1882, p874-5] Image 9 x 11.75” on gray-green board 10 x 13”. Upper left corner of board gone, hardly affecting image. Image is slightly yellowing, as might be expected. No photographer or ancillary information written on reverse. Provenance: McFarland Collection. Est. $500-1000



862. California. Mariposa. Yosemite. Yosemite Short Line Railway Co. Cert #2816. Incorporated in California. $100 Bond. Half of the bond is in English and the other half is in French. Signed by F. H. Solinsky president and John Hancock secretary. Vignette at top of steam engine pulling cars. Green border and underprint. Issued in 1905. 8 coupons cashed in. 10 x 14”. Extremely fine. Est. $100-200

863. California. Nevada. Hobart Mills. Hobart Mills Train Photo Postcards, c.1911. Lot of 2 different cards. A) “Log Train at Hobart Mills, Cal.” Photo of log train with engine of the sierra Nevada Wood & Lumber Co at Hobart. Probably a c1911 view printed by McFarland c1939. EK stamp box. B) “Hobart Mills, Cal.” View of the SNW&L engine at the depot and loading docks. Probably a c1911 view printed by McFarland c1939. EK stamp box. Est. $75-150

864. California. Nevada. Truckee. Truckee Area Train Photo Postcards, 1909 & 1939. Two photo postcards with views taken near Truckee. A) “Tahoe train on the Truckee River” Lake Tahoe Railway. Undated view, possibly circa 1907, printed much later, possibly c1939 by McFarland. EK stamp box. B) “Rotary Snow Plow, Truckee, Cal.”, view of plow in snow in Truckee. Probably a circa 1911 view, probably printed by McFarland circa 1939. EK stamp box. Est. $75-150

865. California. San Francisco. Mt. Tamalpais Railway Original Photo Postcards, c.1910-11. Lot of 2 different cards. A) “D. Mountain train ascending Mt. Tamalpais”, 2/3 image on post card, CYKO back. B)View of engine of Mt. Tam RR, #5. Probably taken by McFarland. Est. $200-300


866. California. San Francisco. San Francisco Trains Photo Postcards, c.1906-10. Lot of 2 different cards. A) Front view of engine (SPRR?) at Army Street, CYKO back. B) “J238 San Francisco Reconstruction, Steam and electric engines removing debris”. Shows the Electra. AZO back, sold by Marsh Girvin, 712 Market St., sole agent. Est. $150-300


867. California. San Francisco. Train Wreck Original Photo Postcard, 1910. San Francisco(?) “Key Route Wreck, Feb. 12, 1910 by C. Dum (?)”. No notes on reverse. View of inspectors looking at wrecked passenger car. Image is browning. AZO stamp box. Est. $75-150

868. California. San Francisco. San Francisco. South San Francisco Railroad Roundhouse Mosaic Panorama Photograph, c.1935. More than 11 engines are shown pointing away from the building. The Livestock Pavilion is visible in the rear left, with the San Francisco hills visible in direct background. Image 2.75 x 14” on black board 4.25 x 15”. Photo probably by McFarland. Very clear, high contrast. Extremely fine. Est. $100-200 5601

869. California. San Francisco. San Francisco. Southern Pacific Railroad High Quality Photograph of Engine #11009 by Turrill & Miller, c.1905. Image 7.75 x 9.8” on gray board 10.5 x 12.5”. High contrast. Small scratch in upper left field, no harm. Provenance: McFarland Collection. Est. $150-300

870. California. Santa Clara. Santa Clara. Southern Pacific Engine #1377 by J. G. Tucker, c.1905. Very clear shot with good contrast. Image 7.75 x 9.5” on gray board 11 x 14”. Provenance: McFarland Collection. Est. $150-300

871. California. Santa Cruz. Santa Cruz(?). Baldwin Railroad Engine Early Photograph, c.1867. The photograph is of river and bridge, possibly near Santa Cruz. Outstanding large image 9 x 13” on crème board 10.5 x 14”, circa 1867. This spectacular view has no photographer noted on the obverse or reverse. The content of the photograph is choice, showing a Baldwin wood-fired Locomotive in the foreground having just crossed underneath a large metal bridge made expressly for stagecoaches, wagons, buggies, and equestrians. The foreground shows two burned tree stumps and the rail line along a calm wide river, with blackberry bushes. The far side of the river has large trees that appear to be fir. Here the forest appears thinned, typical of early western California. No rocks or rock outcrops are present, indicating a lowland stable geomorphic environment. We showed this view to several

California photo experts, who felt it may be from the Santa Cruz area, but no one is positively sure. It has been suggested that the quality is of significant quality that it may be a Carleton Watkins photograph, but again, this is pure speculation. The photo is generally excellent, but the mat board has the usual creases along the edges in the corners with partial tears, not affecting the image. The locomotive has no markings, thus may be a private timber company. Four people are standing on the engine. A buggy with three people is crossing the bridge, along with two equestrians. The river has two early small sailboats. No buildings are visible. Provenance: McFarland Collection. Est. $1000-2000

872. California. Tuolumne. Jamestown. Sierra Railway Co Document Collection, 1907-1930. Lot of about 100 pcs. Includes: Accounts Payable Vouchers (about 40 pcs), 1907-1920’s, all have the Sierra Railways Voucher with original billhead attached. Many of the billheads have pictorial vignettes, such as Payne’s Bolt Works, Monarch Foundry Co and Austin Bros. Freight Bills, (about 50 pcs), dating from 1910-1930. Sierra Railway C.O.D. charge forms, dating from 1939, printed on yellow paper, about 25 pcs. A batch of 10 tickets, 1 x 2”, for Jamestown to Oakdale, printed on heavy stock card. One Sierra Railway Co check, 1921. All fine to very fine. Est. $75-150

873. California. Railroad. Central Pacific Railroad Pamphlet, 1875. &#x201CThe Colton Letters. Declaration of Huntington that Congressmen are for sale.” “How Congressmen are bribed.” 12pp, 5.5” x 8.5”, soft light red cover with red and black print. No printer or author shown. David Colton held a fifth interest in the southern Pacific Railroad. “Colton was a shrewd businessman and was made financial director of the Central Pacific. During his administration as such, Huntington, who, as purchasing agent, bond manipulator and Congressional Manager for the Company, made his headquarters in new York, where he was in easy reach of Washington, wrote him many letters – some 500 or 600- detailing the financial and political operations of the company.” After his death, Colton’s wife was nearly swindled out of her late husband’s holdings by Stanford, Crocker, Hopkins, and Huntington. During the ensuing trail, the letters were entered into evidence. &#x201CThroughout the letters there is an acknowledged and abetting of the practice of a system of fraud and corruption of the most extensive and infamous manner.” Nine pages carry exact extracts of the letters, which show the deep levels of corruption by the railroad magnates in the American political system, something that went on for a century before and still probably happens today, though we now call it “lobbying.” Excellent condition. Rare. Est. $100-200

874. California. Railroad. Southern Pacific RR Photo Postcards, c.1910-11. Lot of 2 very different SPRR cards. One is a photo post card and one is a real photo adhered to postcard. A) Engine #4000 with dignitaries on and along side engine at unknown location. AZO back. B) Engine #2782 at unknown location, with 4 story hotel in background and lumber yard next door. Both circa 1910-11, probably by McFarland. Est. $100-200

875. Colorado. Atlantic Pacific Railway Tunnel Co. Cert #5897. Incorporated in Colorado. Issued to David S. Mervin for 1 share in 1889. Signed by M. M. Pomeroy president and asst secretary. Vignette of a cross section of a mountain range (Rockies) indicating the Mt. Of the Holy Cross is to the left, Grey’s Peak at middle left, Torry’s Peak at middle, Kelso Mtn at right, and Loveland Pass at far right. Within the cross section is a tunnel crossing the interior of the mountain with a passenger train in tunnel. Light black border and print with gilt seal at bottom middle. Uncancelled. Printer - Railway & Bankers Eng & Lith, Co, NY. 4 x 8”. Gray’s Peak is on the border of Clear Creek and Summit counties, as is Loveland Pass. This aggressive venture would have built a railroad tunnel underneath the Continental Divide, perhaps eliminating the need for a later enterprise, the Eisenhower tunnel. While the certificate number is high, we were unable to find information on this endeavor. It was probably one of the many idea offshoots of the Newhouse Tunnel, later known as the Argo Tunnel, which began about the same time, connecting Idaho Springs and Central City. Extremely Rare. Extremely fine. Est. $600-900

876. Colorado. Railroad. Argentine Central Railway Company Pass. Dated 1908. Gray’s Peak Route is printed in blue at the top. Printed in black ink on light blue paper. Size 2 ½” x 4”. Ex fine. Est. $150-300

877. Colorado. Railroad. Colorado Rolling Stock Trust. $1000 7% Gold 3 Years’ Certificate, dated 1883. Specimen. Nice early piece, with a vignette of a steam train. Black border and print, with a large blue “1000” in underprint. 6 coupons attached at right. 13” x 8 1/2”. Vf, tearing at folds. Est. $100-300

878. Colorado. Railroad. Railroad Passes. Lot of 5 different pcs. Three of the passes are for the Cleveland, Cincinnati, Chicago & ST. Louis Railroad Company, Cincinnati Northern Railroad Co., and the Evansville, Indianapolis & Terre Haute Railway Co. The passes issued to C. E. Angove, superintendent Great Western Ry Co and are from 1925 printed on yellow paper, 1926, printed on pink paper, and 1929, printed on green paper.. All are printed in black and red ink. Each pass is 2 ½” x 4”. All are very fine. The next pass is from the Great Northern Railway Co. Date 1918. Good for the entire system. Printed in black and red ink on yellow paper. Size 2 ½” x 4”. Very fine. The fifth pass is for the “Santa FE”, The Atchison, Topeka & Santa Fe Ry., Western lines, The Southern Kansas Railway of Texas, The Pecos & Northern Texas Railway, and the Pecos River Railroad. Date 1913. Good for the stations in Colorado. Printed in black and red ink on yellow paper. Size 2 ½” x 4”. Very fine. Est. $50-150 (no illustration)

879. Colorado. Stage Ticket. Colorado Stage Co. Dated Floyd Hill, Jan 16, 1877. Ticket is from Floyd Hill to Georgetown. It was good for one day. Has words “Forty Pounds Of Baggage is allowed each passenger. Over weight will be charged extra” on left side. &#x201CGood for this day only” printed in black ink on white paper. Folds and a miner tear on the middle fold. Wear. Size 2 ½” x 4”. Very fine. Extremely rare. Est. $300-600

880. Colorado. Railroad. Colorado & South Eastern Railway Co. Dated 1907. Vignette of a steam passenger train is in the upper left corner. Company name is in fancy black print. Issued to C. E. Angove, superintendent Great Western Ry Co. Printed in black and red ink. Size 2 ½” x 4”. Ex. fine. Est. $100-300

881. Colorado. Railroad. Colorado & Southern Railway Co Passes. Lot of 18 pcs. Issued to C. E. Angove, superintendent Great Western Ry Co. Dates: 1915 – 1917, printed on white paper; 1920 and 1921, printed on yellow paper; 1925, printed on pink logo paper; 1926 – 1928 printed on gray logo paper; 1929 printed on blue logo paper; 1930 (2) printed on yellow logo paper; 1931 (2) printed on light green logo paper;,1933 (2) printed on white paper with green logo in the center; 1935-1936 – 1937 printed on white paper with gray logo in the center; and 1938 – 939 printed on white paper with pink logo in the center. All passes are printed in black and red ink. All show minor wear. Size 2 ½” x 4”. All very fine. Est. $450-900

882. Colorado. Railroad. Colorado & Southern Railway Co Passes. Lot of 3 pcs. Issued to C. E. Angove, superintendent Great Western Ry Co. 1903 pass printed on white paper, 1905 and 1907 passes printed on blue paper. All have black and red print. Logo of the company in is the top left corner. The 1905 pass is a time pass. Some wear. Size 2 ½” x 4”. Very fine. Est. $225-500


883. Colorado. Railroad. Colorado & Southern Railway Co Passes. Lot of 4 pcs. Issued to C. E. Angove, superintendent Great Western Ry Co. Dates 1908 – 1910. There are two 1908 passes. All passes printed in black and red ink on white paper. Some soiling and wear. Very fine Size 2 ½” x 4”. Est. $225-500




884. Colorado. Railroad. Colorado Midland Railway Pike’s Peak Route Ticket Agent’s Pass. Used 1890, but not dated on the obverse. Signed by H. Coulerau (sp?). Printed in blue and red ink on white paper. Company logo printed in brown in the center. Blue stamp on back Oct 13 1890 Passenger-Dept. Size 2 ½” x 4”. Ex fine condition. Rare Est. $100-200

885. Colorado. Railroad. Denver & Rio Grande Western Railroad Co Pass and Denver & Rio Grande Railway Employees’ Ticket. Lot of 2 pcs. The first piece is a pass from the Denver and Rio Grande Western Railroad Company, dated 1932. Printed in black and red ink on white paper. Logo of the railroad in printed in blue ink in the center. Size 2 ½” x 4”. Very little wear. Very fine. The second piece is an Employees’ Ticket from the Denver & Rio Grande Railway. Pre-1900, signed by W. W. Borst, Supt. Issued to C. E. Angove, superintendent Great Western Ry Co. Printed in black ink on brown paper with blue under print. Size 2 5/8” x 3 ¾”. Punched. Some wear around the edges. Very fine and very rare. Est. $150-300

886. Colorado. Railroad. Denver & Salt Lake Railroad Co Passes. Lot of 2 pcs. Dated 1917 and 1918. Issued to C. E. Angove, superintendent Great Western Ry Co. The 1917 pass has fancy print. Both passes are printed in black and red ink on colored paper. Size of passes is 2 ½” x 4”. Some wearing on edges. Very fine. Est. $300-600

887. Colorado. Railroad. Denver, Boulder & Western Passes. Lot of 3. Issued to C. E. Angove, superintendent Great Western Ry Co. Dated 1910 – 1912. Printed in black and red ink on white paper. The 1912 pass has “The Denver, Boulder and Western Railroad Company” printed at the top, instead of Denver, Boulder and Western like the 1910 and 1911 passes. Some wear. Size 2 ½” x 4”. Est. $200-400

888. Colorado. Railroad. Denver, Laramie & Northwestern Railroad Co Passes. Lot of 2 pcs. Dated 1911 and 1912. The name on the railroad is in very fancy print. The 1911 pass is printed in black and red ink on light blue paper. Size 2 3/8” x 3 5/8”. The 1912 pass is printed in black and red ink on white paper. Size 2 5/8’ x 4 1/8”. Both passes show some wear around the edges. Very fine. Est. $150-300

889. Colorado. Railroad. Denver, Laramie & Northwestern Railroad Co Passes. Lot of 5 pcs. Dates 1913 – 1917. The 1913 – 1915 passes have the words “The Continental Trust Co. & Marshall B. Smith, Receivers” printed under the railroad companies name. They are printed in black and red ink on different colored paper. The 1916 and 1917 passes have Marshall B. Smith, Receiver” printed under the railroad company’s name. Issued to C. E. Angove, superintendent Great Western Ry Co. These passes are printed in black, blue and red ink on white paper. Ornate masthead. All passes show some wear. Very fine. Est. $300-500

890. Colorado. Railroad. Denver & Rio Grande Railroad Co. Cert #B16759. Incorporated in Colorado & Utah, 1908. Issued to English Assoc of American Bond & Shareholders for 10 shares in 1914. Signed by Jesse White vice president and J. P. Howland secretary. Vignette at upper left of rail tracks cut into the side of a shear cliff along a white water river. Fancy masthead. Green border and underprint. Uncancelled. Printer - ABN. 8 x 11.5”. This company was a consolidation of several smaller railway companies with the Denver & Rio Grande, incorporating in 1908. The consolidation resulted in over 3,000 miles of track covering several western states. (Poor’s Manual of Railroads, 1916, p.1951-52.) This is a rare uncancelled certificate from this rail company. Extremely fine. Est. $200-400

891. Colorado. Railroad. Denver & Salt Lake Railway Photo Album/Scapbook. Features various views, including those of trains and landscape: Steamboat Springs Station; “The Moffat Road”; “Looking Towards the plains from… the Rocky Mountains, etc. Some are originals, and others are reprints. Adhered to black album paper, uncovered. Most are about 3” x 5”, some with some larger at 6” x 8”. Approx. 68pp, with 1-2 photos per page. Most have white borders. All in very fine condition. Est. $100-300

892. Colorado. Railroad. Denver and Rio Grande Western Railroad Co. Cert #M23096. $1000 General Mortgage Bond, issued in 1924. Signed by vice president and asst secretary. Attractive vignette of two different trains parked at a depot with people milling about. Orange border and underprint. 24 coupons cashed in of original 63. Cancelled by hole punches. Printer - ABN. 10 x 15”. This company is not listed in Poor’s Manual of Railroads. Probably owned as a subsidiary of the Denver & Rio Grande RR. Wear to edges with dirt and general wrinkling. Fine. Est. $100-200

893. Colorado. Railroad. Railroad Passes. Lot of 3 different pcs. The first piece of is a pass for the Colorado & Southern Railroad dated 1919, no. B1202 issued to C. E. Angove, superintendent Great Western Ry Co. good to Dec. 31.Black and red print on yellow paper. Signed by H. S. Butler. Size 2 ½” x 4”. Some smudging. Fine. The second pass is from the Manitou & Pikes Peak Ry., dated 1933 for a two-year period. Company logo in the top left corner. Black print on white paper. Size 2 ½” x 4”. The third piece is a State of Colorado, Larimer County 1923 Ford Coupe registration card for 1924. Black and red print on white paper. Size 2 ½” x 4”. Est. $25-75

894. Colorado. Railroad. Rio Grande Southern Railroad Co. Cert #A191. Issued to George Coppell for 2544 shares in 1895. Signed by Otto Mears president and secretary. Vignette of a steam train en route through mountainous countryside. Orange border and underprint. Cancelled by hole punches through signature lines. Printer - Home Lee Bank Note Co, NY. This company first incorporated in 1889 with the road opening in 1892. Receivers were appointed in 1893. &#x201CCompany reorganized and the property returned to the stockholders on Dec. 1, 1895. In Feb, 1895, the Denver & Rio Grande RR purchased the majority of the stock. By 1906, the company had 16 locomotives, 9 passenger cars and 121 freight cars. (Poor’s Manual of Railroads, 1906, p.477). Very fine. Est. $150-300

895. Colorado. Teller. Cripple Creek. Colorado Midland Rwy Co. Specimen. 6% Mortgage, 25 Years Gold Bond. Vignette of miners working underground to left of masthead, and mining and assaying vignette at bottom center. Orange border. Printed by ABNC. Full page of coupons attached at left. 22 coupons attached at left. 16 1/2” x 11”. Vf, tears at folds. Est. $200-300

896. Colorado. Teller. Cripple Creek. Colorado Springs & Cripple Creek District. $1000 First Mortgage 5% Gold Bond. Cert. #76. Issued in 1900, signed by president Howlent. Secretary’s name is illegible due to stamp. Cancelled by hole punches at vignette. Lovely vignette of two allegorical figures flanking “1000”, and small vignette of steam train at bottom center. Olive green border. Printed by ABNC. 14 1/2” x 11”. Very fine, quite wrinkled, folds. Est. $200-300

897. Colorado. Teller. Cripple Creek. Midland Terminal Railway Co Documents, 1899-1946. Lot of 13 pcs. There are 4 bank deposit slips for deposits in the First National Bank, all dated 1900. Four filled out Agent’s & Conductor’s Remittance Slip for freight and passengers, 1900. One Ore Bill of Lading from the Independence Station, consigned by Taylor & Brunton to Portland (mill). 1 cent documentary stamp affixed at bottom. Four different Freight Bills for various freight carried by the rail, 1907, 1930 and 1942. All fine to very fine. Est. $100-200

898. Colorado. Teller. Cripple Creek. Short Line Blue Book for the Colorado Springs & Cripple Creek District Railway, 1902. Published by Consolidated Publishing Co, Colorado Springs. Titled “The Short Line Blue Book, June 1902, Official Time Tables of the Colorado Springs & Cripple Creek District Railway, and Connections, A Manual of Cripple Creek Mines and Mining.” Original blue paper cover with dark blue print. 5.5 x 8”, 98pps. On pages 84-92 is the section of Cripple Mines and Stocks offering production and dividends. Fold crease down center. Extremely fine. Est. $150-300

899. Nevada. Esmeralda. Goldfield. Bullfrog Goldfield Railroad Co Documents, 1914-16. Lot of 8 documents. 1) Freight bill. Consignee Goldfield Cons. Mines Co. Goldfield Station October 13, 1914. 5 1/2 x 8 1/4”. Fold, staple holes in upper left corner. 2&3) 2 expense bills. 6 1/4 x 8 1/2”. Consignee Goldfield Cons Mines Co. Goldfield Nevada Station. One is dated Feb 24, 1916 and has a second voucher (5 1/2 x 8 1/4”) stamped stapled to it. Both documents have folds and some staple holes. The second expense bill is dated July 27, 1916. Fold, hole from staple in upper left corner, bottom left corner torn, piece torn out along bottom edge. 4&5) 2 stamped (paid) vouchers dated October 20, 1914 and June 24, 1913. 5 1/2 x 8 1/4”. Both have holes from staples. One has a rip along the top edge. 6, 7 & 8) 3 checks with receipts attached dated June 25, 1913, October 24, 1914 and June 3, 1916. Written to Bullfrog Goldfield R.R. Co. for the amounts of $250.00, $715.21 and $1204.45 respectively. All punched and endorsed. Small holes and stains. 7 1/2 x 8 3/4”. All documents in lot Vf. Est. $100-200

900. Nevada. Esmeralda. Goldfield. Bullfrog Goldfield Railroad Documents, c.1916. Lot of 4 vouchers. 1) Expense bill to the Las Vegas & Tonopah Railroad Company. Drawn up at Goldfield Station on October 19, 1914. Consignee Goldfield Consolidated Mines Co. Stamped over with “Bullfrog-Goldfield R.R. Co.” in purple ink. 6 x 8 1/2”. Vf. Staple and pin holes in top left-hand corner, folds. 2) Voucher from Goldfield Consolidated Milling and Transportation Co. to Bullfrog Railroad. Drawn up in Goldfield, Nevada on October 20, 1914. Stamped over with “Paid Voucher No. 814.” 5 1/2 x 8 1/2”. Vf, folds. Tear from staple and pin holes in top left-hand corner. 3) Expense bill from Goldfield Consolidated Mines Co. to the Bullfrog Goldfield Railroad Company for charges on articles way-billed from Sloan Nevada via SL LV&T BG. Drawn up in Goldfield Station on May 24, 1916. 6 1/4 x 8 1/2”. Vf. Staple holes in top left corner, folds. 4) Voucher from the Goldfield Consolidated Mines Co. to the Bullfrog Goldfield Railroad Company. Drawn up in Goldfield on May 16, 1916. Stamped over with “Paid Voucher No. 1178.” 5 1/2 x 8 1/2”. Vf. Tear

and small holes in upper left corner, folds, small stain on upper edge. “Without a doubt, the Bullfrog Goldfield was Nevada’s most unwanted railroad. Organization was difficult to achieve, financing was an almost impossible accomplishment, and operations were never conducted as a separate entity in spite of the fact that equipment as on hand for that purpose. The BG’s rails arrived on location too late to be of significant benefit to the bonanzas for which they were destined, the road was always dominated and progressively operated by its three neighboring lines…and as an entity, the railroad failed completely of its primary purpose in life — the discouragement of construction of competing railroads in the same territory. Thus the ultimate passing of the BG was one of joy and relief both to progenitors and competitors alike.” The BG RR built south from Goldfield to Beatty and Rhyolite. Incorporated in August 1905, an application was filed to abandon operations in June 1927. ((Railroads of Nevada and Eastern California, vol. 2, pp.505-536) Est. $100-200

901. Nevada. Esmeralda. Goldfield. Las Vegas & Tonopah Railroad Documents, 1903-1914. Lot of 4 documents. 1) Freight delivery receipt received from the Las Vegas & Tonopah Railroad Company. Consignee Florence Gold Mining Co. Drawn up at B Clare (?) Station on August 26, 1903. 5 3/4 x 8 1/2”. Vf, tears from staples in both top left and right corners. 2) Expense bill to the Las Vegas & Tonopah Railroad Company drawn up at the Goldfield Station on July 17, 1914. Consignee Goldfield Consolidated Mining Company. 6 x 8 1/2”. Vf, fold, light stain on bottom right-hand edge, small pin holes in upper left corner. 3) Voucher from Goldfield Consolidated Milling & Transportation Co. to Las Vegas and Tonopah Railroad. Drawn up in Goldfield on July 29, 1914. Stamped over with, “Paid Voucher No. 559.” 5 1/2 x 8 1/4”. Vf, fold, small holes in top left corner. 4) Check issued July 30, 1914 from the Goldfield Consolidated Milling and Transportation Company to the order of Las Vegas & Tonopah R. R. Co. in the amount of $201.75. To John S. Cook & Co., Bankers, Goldfield, Nevada. Receipt attached. Endorsed on back by the Las Vegas & Tonopah RR. Co. and the Bullfrog Goldfield RR. Co. Check and receipt punched with “Paid +8 +114.” 7 1/2 x 8 3/4” (check and receipt). Vf, staple hole in top right corner, fold, light stain along right edge, tearing at crease on right edge. Hon. William A. Clark, reputed to be the richest man in America, made the decision to build the first railway into the Bullfrog mining district, which would become the LV & T. The line was to connect with the Salt Lake route at Las Vegas and extend 200 miles into the heart of the desert to reach the new camps of Nevada. At that time, LV, “at the southern juncture of the LV & T with the Salt Lake Route, was a mere tent camp then turning into a town. The burgeoning community, now six months old, consisted almost entirely of a few railroad and construction workers intent on building of the LV & T.” The first regular LV & T train operation began on March 1, 1906 (from LV to Indian Springs). The 1907-08 era represented the peak period for business on the LV & T. Only in its first full year did the railroad make money. The railroad ceased operations on October 31, 1918 and the road was dismantled, after some controversy over its abandonment. (Pictorial Edition of the Rhyolite Herald, Mid-Winter Supplement, 1909; Railroads of Nevada and Eastern California, vol. 2, pp. 461, 462, 466, 494, 502) Est. $100-200

902. Nevada. Esmeralda. Goldfield. Tonopah & Goldfield Railroad Co, c.1915-c.1930. Lot of about 100 pcs. Items include: Monthly Account Current sheets. Unused stubs from the stock certificate book of the company. Several different freight bills and receipts. Invoices from Railway Express Agency for freight charges to Goldfield, 1932, about 50 pcs. Three bills of lading for concentrates sent to Garfield, Utah, 1950. All fine. Est. $75-200

903. Nevada. Eureka. Eureka. Eureka & Palisade Railway Co Expense Bill Collection. Lot of about 50 pcs. All the documents are similar in style, 4.5 x 7”, dating from 1899-1907. Each is an Expense Bill for freight carried on the rail, datelined Eureka, Nev. All fine. Est. $200-400

904. Nevada. Lyon. Dayton. Train Wreck Original Photographs, c.1910. Lot of 2 different pcs. Two views of a wreck along Carson-Colorado line near Dayton at Gold Canyon. C.1911. Both photos in very good condition, with the exception of small stains along borders. Second photo has uneven lighting due to the development process, probably an uneven fix. 3 ½ x 5 ½”. Est. $100-300

905. Nevada. Ormsby. Carson City. Virginia & Truckee Railroad Engine 11 Original Photo Postcard, c.1907. The view is of the engine at the Carson City depot. AZO stamp box on back. Some spots around the border. engineer and brakeman in front. Provenance: Faust Collection. Very Rare. Est. $150-300

906. Nevada. Ormsby. Carson City. Virginia & Truckee Railroad Photo Postcard, c.1920-30. A Railroad convention in winter. Four engines in one view of the Virginia & Truckee Railroad at Carson. White border. AZO stamp box. Several creases, not too bad. Provenance: Vaughan Collection. Est. $75-150

907. Nevada. Storey. Virginia. Bond of the County of Storey, 1869. This is a very popular piece with the classic mine, mill, railroad in the mountains vignette, printed by Britton & Rey in SF. D. W. Balch signed as President of the Board of Commissioners. One thousand dollar bond for the County’s portion of the construction of the Virginia & Truckee Railroad. $1 Foreign Exchange adhesive revenue at left with blue cancel tying the stamp to the document. Cancelled with red ink through the text, as usual. This is one of the most popular of all the Nevada bonds. 12 x 16”, XF. Est. $150-300

908. Nevada. Washoe. Reno. Train Wreck at Lawton Springs Original Photographs, May 30, 1895. Lot of two pictures. Both pictures show the train wreck at Lawton Springs, on May 30, 1895. Part of one train is on its side and the engine and tender of the other look like they went off the track. There are spectators and workers in the pictures. The rails are visibly bent. One picture has some spotting and the other has a small mark on the left side. Booth very clear. On the back of one of the pictures is the story saying where and when the train wreck was. It also says the Mrs. Elizabeth Vaughan, Laura Vaughan, and Harold Vaughan were on the train. The Fireman and Engineer were killed in the crash. Both photos are by C. E. Skiner, Riverside Gallery, Reno, Nev. Skiner is listed as being active in Reno in 1895, operating the Riverside Photo Gallery by Mautz. Fine to very fine. Ex. rare. Provenance: Vaughan Collection. Est. $200-400

909. Oregon. Railroad. Klamath River Holding Co. Cert. #16C-A. Incorporated in Nevada in 1927. Issued to Edward A. Hammerbeck for 5 shares in 1927. Signed by president J.W. Suffecool. Uncancelled. Vignette of steam train. Blue border and black print. Printed by Pernau-Walsh Printing Co. 9” x 12”. Xf, folds. Est. $100-200

910. Panama. Bird’s Eye View of Cristobal & Colon Panoramic Photograph, c.1914. Photographs by E. Goldbeck, Photo No. 1233, National Photo & News Service, San Antonio, Texas, c.1914, taken around the time the canal first opened. Remarkable large panoramic view, 10 x 53.5”, with Limon Bay at left, showing the Panama Railroad along the coast. City spread along the length of the photograph. This is one the entrance areas to the Panama Canal. The view has excellent contrast, and detail, as well as being in outstanding condition with no flaws except a slight brown stain at the far left. Provenance: McFarland Collection. Est. $500-1500


911. Panama. Gatun Locks, Panama Canal Panoramic Photograph by Goldbeck Photo, No. 1234, c.1914. National News & Photo Service, San Antonio, Texas. Spectacular large panoramic view, 10 x 53”, of the famous Gatun Locks in the Panama Canal. This is probably of the first photos of the completed canal. Outstanding clarity and contrast. Minor dirt at upper right corner. One ship is in the northern lock. This may be one of the first ships to enter the canal, which was finished on October 10, 1910, after 11 years under U.S. construction at a cost of $387 million. The French had begun the project in 1880, but failed due to disease and costs. The Cristobal was the first ship through the canal in 1914. This shot is remarkable in that it shows Gatun Lake which was created as part of the canal building process. It was the largest lake in the world at the time. Est. $500-1000




912. Railroad. Atkinson, Topeka, & Santa Fe Railroad Original Photo Postcards. Lot of 2 different AT & SF RR cards mailed from Newton Kansas in November, 1911 to McFarland from “Glen D.” A) “Largest Engine in the World” #3009. B) #048. Some cancellation ink on both, typical of postal department. Both stamp boxes covered by postage. Est. $100-200

913. Railroad. Atlantic Mississippi & Ohio Railroad Co. Cert #9597. Incorporated in Virginia. $1000 First Mortgage Bond, issued 1871. Signed by William Mahone president. Vignette of a train in countryside with large mountain in background. Vignette at left of eagle and vignette at right of sailing vessel. Imprinted Revenue at center. Green borader with light green background. 3 coupons of original 60, cashed in. Cancelled by hole punches at various places, including signature line. 12 x 16”. This company was a consolidation of the Norfolk & Petersburg RR, South Side and Virginia & Tennessee RR. The State of Virginia was the major investor in the company. In defaulted on its bonds in late 1874 and again in early 1875, forcing the company into receivership. Later, all property was purchased, with the formation of the Norfolk & Western RR. William Mahone was the president of the Virginia & Tennessee, and after consolidation, president of Atlantic, Mississippi & Ohio. (Poor, Manual of Railroads, 1882, p.374) Mahone was promoted to Major General in 1864 within the Confederate Army. After the war, he became involved with the railroad industry. (Short biography included with lot). Fine. Est. $75-150

914. Railroad. Baltimore & Ohio Railroad Original Photo Postcards, c.1912. Lot of 24 different cards. Part of an original group of 29 different cards of B & O Engines sent to McFarland by T. H. Dean of Xenia, Ohio in November, 1912. Included is the original card telling him about the cards, postmarked from Xenia. Each card has the engine number, and all were taken at Greenfield, Ohio. The cards all have the AZO stamp box, and all are labeled by Dean. Two views show the depot or town in the view. Est. $600-1200

915. Railroad. Baltimore & Ohio Railroad Original Photo Postcards, c.1910. Lot of 2 different cards of engines. A) #1417 at Clarsburg WV. B) #71 at Baltimore. C) #8 at Pittsburgh, MD. D) #1223 at Baltimore. E) #1249 at Baltimore. F) #1663 also at Baltimore. Various backs. Est. $150-300

916. Railroad. Baltimore & Ohio Railroad Original Photo Postcards, c.1910. Lot of 7 different cards. A) Engine 1303. B) #1330. C) #1401 all at Washington, DC. D) #1368 at Pittsburgh, PA. E) #1407. F) #2846. G) #853, all at Washington, DC. AZO, Velox, and CYKO backs. Est. $200-400

917. Railroad. Baltimore & Ohio Railroad Photo Postcards, printed c.1911. Lot of 2 cards taken at Washington, DC. A) Engine #581 taken at the Mt. Clare Shops in 1888, printed circa 1911. B) Baldwin Engine #1335 taken in 1901, printed circa 1911. Glossy print, not matte finish, as are 99% of the other cards. No stamp box on back. Est. $100-200


918. Railroad. Bangor & Arodstook Railroad Original Photo Postcard, 1907. Engine #235 at depot. Taken at Bangor, Maine. CYKO back. Taken 1907, printed circa 1911. Est. $50-100



919. Railroad. Barre Railroad Original Photo Postcard, 1912. Engine #6 by Baldwin, “Hercules”. Choice view of this engine. Taken at Communipaw, NJ, probably by McFarland. Est. $50-150

920. Railroad. Boston & Maine Railroad Original Photo Postcards, c.1911. Lot of 3 different cards. A) Engine #1436 at Berlin, NH. B) Engine #994 at Portland, ME C) Engine #1462 at Portland, ME. All three have CYKO backs. Photos by McFarland. Est. $150-300


921. Railroad. Boston & Maine Railroad. Two 1911 photo postcards. One of engine 626 at the Portland Maine Railroad depot, and the other of engine 778 at the North Woodstock, New Hampshire Railroad depot. Both are CYKO postcard backs. Both clear shots, custom prints. Probably by McFarland. Each labeled on reverse by McFarland. Est. $100-200

922. Railroad. Canadian Pacific Railway Original Photo Postcards, c.1910-11. Lot of 5 different engine views. A) #101 at Prescott, Ontario. B) #205 at same. C) #216 at same. D) #753 at same. E) #1572 at Montreal, Canada. All CYKO stamp blocks. Est. $150-300


923. Railroad. Central Pacific Railroad Engine Original Photo Postcard, 1925. CPRR San Francisco “Diamond Jubilee Parade San Francisco 1925”. View of the C. P. Huntington engine on a trailer in the parade. Glossy. AZO stamp box. Slight browning. Est. $50-75



924. Railroad. Central Railroad of New Jersey Original Photo Postcards, c.1911. Lot of 4 different cards. A) Engine 415, Baldwin. B) Engine 327 Baldwin. C) Engine 295 Baldwin. D) Engine 96 Brooks. Undated, circa 1911, probably taken by McFarland. Est. $200-400



925. Railroad. Central Railroad of New Jersey Photo Postcards, 1910-11. Lot of 2 different cards. A) Engine #515 taken at Communipaw, NJ, Baldwin. B) #580 taken at the same place. Both with SXCP stamp boxes. Est. $100-200



926. Railroad. Central Railroad of NJ Original Photo Postcards, c.1910. Lot of 6 different cards. Engines 294, 412, 297, 371, 416, 469, 532 taken at Communipaw, NJ. Est. $200-400


927. Railroad. Chicago & North Western Railway Exchange Tickets and Passes. Lot of 7 pcs. Three exchange tickets date 1890, 1893, and 1894, and are printed in black and red print on colored paper. Issued to C. E. Angove, superintendent Great Western Ry Co. Very fancy writing. Passes dated 1917, 1927, 1928, and 1929, and are printed in black and red print on white paper with different colored background print. The 1928 pass has the North Western logo in the top left hand corner. All passes and exchange tickets are 2 ½” x 4”. All show some wear. Very fine. Est. $200-500

928. Railroad. Delaware & Hudson Railroad Original Photo Postcards, c.1910-11. Lot of 11 different D&H RR cards. A) #48 at Oneonta, NY. B) #63 at Plattsburgh, NY. C) #75 at Saratoga, NY. D) #135 at Oneonta, NY. E)#358 at Cooperstown, NY. F) #386 at Plattsburgh, NY. G) #426 at Saratoga, NY. H) #33 at Whitehall, NY. I) #880 at Binghampton, NY. J) #1001 at same. K) #1610 at same. Mix of Velox and CYKO backs. All unused with notes on the engines on the backs. Est. $350-700

929. Railroad. Delaware, Lackawanna & Western Original Photo Postcards, c.1911. Lot of 4 different DL&W RR cards. A) Engine 970 at Hoboken, NJ. B) Engine 968 at Hoboken. C)Engine 980 at Hoboken. D) Engine 960 at Hoboken. All Velox stamp boxes. All probably McFarland views. Est. $200-400

930. Railroad. Delaware, Lackawanna & Western Railroad Original Photo Postcards, c.1910. Lot of 3 different cards. A) Engine 539. B) Engine 148. C) Engine 403. All taken in Secaucus, NJ about 1910-1911. Engine 539 was scrapped in 1911. All three with AZO stamp blocks. Est. $150-300

931. Railroad. Delaware, Lackawanna & Western Railroad Original Photo Postcards, c.1910-11. Lot of 4 different DL&W RR cards. A) #427 at Norwich, NY (Velox back). B) #928 at Sherburne, NY (Velox back). C) #921 at Secaucus, NJ (AZO back). D) #573 (no stamp box). Est. $200-400



932. Railroad. Fort Worth & Denver City Railway Company, Wichita Valley Railway Co. passes. Lot of 4 pcs. Dates 1927, 1928, 1929, and 1930. All printed in black and red ink on white paper with different logos in different colors in the background. Issued to C. E. Angove, superintendent Great Western Ry C. All are 2 ½” x 4”. All very fine. Est. $75-150



933. Railroad. Great Northern Railroad & First Division P&P Railroad Photo Postcard, 1911. The card shows two engines, #1 and # 1909. Photo Probably by McFarland. Labeled on reverse by McFarland. Very clear shot with tall timber in background. The shot shows the older Baldwin #1 in the foreground and the newer engine in the background. Est. $50-150

934. Railroad. Great Western Railway Co. Passes. Lot of 9 pcs. Dates: 1932, two passes, no. 38 and 39,; 1933, 1934, 1939, 1949 – 50, 1953 – 54, two passes, Nos. 24 and 37, 1957 – 1958. All passes are printed in black and red ink on white paper with lined colored background of different colors. Issued to C. E. Angove, superintendent Great Western Ry Co. All passes show some wear but are in very fine condition. Est. $250-500

935. Railroad. Lehigh Valley Railroad Original Photo Postcards, c.1911. Lot of 2 cards. A) Engine #3133 taken at Communipaw, NJ. B) Engine #722 taken at same location. “SXCP” stamp box. No depot visible. Est. $100-200


936. Railroad. Lehigh Valley Railroad Original Photo Postcards, c.1910-11. Lot of 3 different cards. A) Engine # 1094. B) Engine #1061. C) Engine #792. All taken at Communipaw, NJ. Est. $150-300


937. Railroad. Lionel Corp. Lot of 2 certificates. Incorporated in New York, 1918. Issued for 100 shares in the 1960’s. Rubber stamp signatures. Vignette of a boy playing with a modern and historic toy trains. Bright orange border and underprint. Cancelled by hole punches. Printer - Security Banknote Co. 8 x 11.5”. Very fine. Est. $100-200


938. Railroad. Maine Central Railroad Original Photo Postcards, c.1911. Lot of 5 cards. Engines #’s 369, 379, 148, 505, 455 all taken at Portland, Maine circa 1911, probably by McFarland. Est. $200-400


939. Railroad. Maine Central Railroad Original Photo Postcards, c.1911. Lot of 3 different cards. A) Engine 54 at Bangor, Maine. B) Engine 152 at Showhegan, Maine. C) Engine 279 at Showhegan, Maine. All circa 1911, all with CYKO stamp box. Two cards have parts of the towns visible in the background. Est. $150-300

940. Railroad. Misc. Chicago Railroad Passes. Lot of 17 pcs. Three are for The Chicago, St. Paul, Minneapolis and Omaha Railway Company. Dated: 1917,1918, and 1925. Printed on colored paper. Two are for Chicago, Milwaukee & St. Paul Railway. Dated: 1926 and 1927. Printed on colored logo paper. Two are for The Chicago Rock Island & Pacific Railway Company. Dated: 1931 and 1932. Printed on colored paper. Rock Island logo is printed in the top middle. Five are for Chicago and North Western Railway. Dated: 1916, 1918, 1925,1930 and 1931. Printed on different colored paper. 1918,1930 and 1931 have North Western logo in the center. One is Chicago and North Western Railway, Chicago, St. Paul, Minneapolis and Omaha railway. Dated: 1926. Printed in on green under print paper. North Western logo is in the center. Four are for Chicago, Milwaukee, St. Paul and Pacific Railroad Company. Dated: 1928, 1929, 1930, and 1931. Printed on colored under print paper. The 1931 pass has the Chicago Milwaukee logo in the center. All passes are printed in black and red ink. All passes have some wear. Size 2 ½” x 4”. Very fine. Est. $120-250

941. Railroad. Missouri, Kansas, & Texas Railroad Original Photo Postcards, 1904. Lot of 3 different cards. All views taken by Guile Hardy, labeled and dated. A) Engine 87 at Strawn, Texas 1904. B) #124 at Hartford, Kansas taken 1905. C) Engine 187 taken at Strawn, Texas 1904. VELOX stamp box on each. Est. $150-300

942. Railroad. MO & S Railroad Original Photo Postcard, c.1911. Engine shot of #301 taken at Muskogee, Oklahoma by Taylor, c 1911. AZO stamp box. Great view of the engine with a number of dignitaries on and in front of the engine, though none are labeled on the back. Est. $50-150



943. Railroad. New York Central Lines Photo Postcards, c.1911. Lot of 5 cards. a) #3991 at Carthage, New York. b) #3492. c) #3812. d) #3989 at Philadelphia, NY depot. e) #930 at Utica, NY depot. Photos probably by McFarland. Some labeled on reverse by McFarland. Est. $200-400



944. Railroad. New York Central Lines Photo Postcards. Lot of 2 cards. a) #999 at Watertown, NY depot. b)#946 at Wakefield, NY. The latter has some discoloration in the center, possibly from improper fixing. Photos probably by McFarland. Some labeled on reverse by McFarland. Est. $100-200



945. Railroad. New York Central Lines, “L. S. & M. S.” #5165 at “Franklin, PA,” Original Photo Postcard, c 1911. Velox back. Engine and coal car, probably taken by McFarland. Est. $50-100

946. Railroad. New York Central Railroad Co. Passes. Lot of 15 pcs. Passes are dated from 1921 through 1937. 1932 is missing. All passes are issued to C. E. Angove, superintendent of the Great Western Ry. Co. Passes are printed in black and red ink on white paper with background print “Central lines” in ovals. All passes are 2 ½” x 4”, and are in very fine condition. Est. $150-300


947. Railroad. New York City Railroad Original Photo Postcards, c.1915. Lot of 4 different NYC RR cards all shot from the same location. A) #3567. B) Engine 3839. C) Engine 3436. D) Engine 3855. All clear sharp shots. No location notes on reverse. Probably taken in New York City. All have AZO stamp box. Est. $200-400

948. Railroad. New York, Ontario & Western Railroad Original Photo Postcards. Lot of 2 different cards. A) Engine #109 taken at Norwich, NY c 1911. B) Engine # 179 taken at New South Berlin, NY c 1911. VELOX stamp boxes. No depot in view. Est. $100-200



949. Railroad. New York, Ontario & Western Railroad Original Photo Postcards, c.1910. Lot of 3 different NYO & W RR cards. A) Engines #38 & #35 at Norwich, NY B) #242 at New Berlin, NY. C) #176 at Norwich, NY. All have AZO backs. Est. $150-300



950. Railroad. Northern Pacific Railway 1917 pass issued to C. Angrove, superintendent of the Great Western Railway. Logo at upper right. XF. Est $100-200

951. Railroad. Pennsylvania Flyer Wreck Original Photo Postcards, 1911. Lot of 3 different cards from Aug 13, 1911 at Ft. Wayne, Indiana. All three are addressed to McFarland from Roy H. Applegate, postmarked Ft. Wayne in Sept, 1911, just after the wreck. The stamp box in each case is obscured by the stamp. Two of the three have some postal ink on the photo side. Est. $150-300

952. Railroad. Pennsylvania Railroad Original Photo Postcards, c.1910-11. Lot of 10 different cards. A) #1510 at Meadows shops, NJ. B) #1981 at Jersey City, NJ. C) #1986 at same. D) #2040 at same. E) #1427 at Meadows shops, NJ. F) #1510 at Jersey City, NJ. G) #1621 at Meadows shops, NJ. H) #1657 at same. I) #955 at same. J) #1027 at same. Various backs. Est. $400-800



953. Railroad. Pennsylvania Railroad Original Photo Postcards, c.1910. Lot of 6 different cards. Engine 212, 186, 260, 347, 557 all taken at the Meadows shops, NJ. Engine 733 taken at Jersey City. Various backs. Est. $120-250



954. Railroad. Philadelphia & Reading Railroad Original Photo Postcards, c.1910. Lot of 3 different P&R RR cards. Engine #565, 338, and 272 all taken at Communipaw, NJ. Various backs. Est. $120-250


955. Railroad. Rail Workers Real Photo postcard, c.1900. Picture of four railroad workers with their hand car in the mountains. Unknown location. Some wear on edges. Size: 3 ½” x 5 ½”. Very fine. Est. $75-150



956. Railroad. Railroad Passes. Lot of 10. Four of the passes are from the Pennsylvania Railroad. Dates: 1928, printed in black and red ink on yellow paper, 1936, printed in black and blue ink on pink paper, 1937, printed in black and green ink on orange paper, and 1939 printed in black and red ink on pink paper. Four of the passes are from the Central Railroad Co. of New Jersey, Phila. & Reading Railway Co., and Atlantic City Railroad Co. Dates: 1915, printed in black and red ink on light blue paper, 1916, printed in black and red ink on yellow paper, 1920, printed in black and red ink on orange paper, and 1922, printed in black and red ink on light blue paper. The next pass is from the Reading Company, Atlantic City Railroad Co., and Central Railroad Co. of New Jersey. Printed in black and red ink on white paper with orange wavy lines. The last pass is Big Four route Veterans’ Ass’n Cincinnati, Ohio. Vignette of the front of an engine in top left corner. Issued to C. E. Angove, superintendent Great Western Ry Co. Printed in black and red ink on white paper with orange lines. Sizes of all passes is 2 ½” x 4”. All passes very fine. Est. $100-200

957. Railroad. RF & P Railroad Photo Postcards, 1911-13. Lot of 2 different cards. A) Engine #57 taken at Washington, DC 1911. Velox stamp box B) Engine #94 taken at Washington, DC 1913. AZO stamp box. Probably McFarland photos. Second photo is not as clear as the usual McFarland shot. Slightly “washed out”. Est. $100-150

958. Railroad. Rock Island Railroad Photo Postcards, 1903-1911. Lot of 4 different cards. A) Rock Island Engine No. 1353, engineer G. G. Hoffman, foreman R. A. Hatfield. Taken at Drakesville, Iowa 9/25/1903 by Guile Hardy. Velox back. B) Rock Island Engine 812 and 1812 with further info on back re engines and cars, taken at Drakesville, Jan 1911. C) Engine No. 872, same location, taken 4/17/1910 by Guile Hardy, Velox back. D) Engine No. 853 real photo, same photographer, 1907. Est. $200-400

959. Railroad. Rome & Decatur Railroad Co. First Mortgage Gold Bond issued December 1, 1886, cert. #43. Signed by President Daniel. S. Printup and John C Printup as secretary. Vignette of steam train under title. Black print. Light brown border and “1000” underprint. Embossed seal to left of signatures. Uncancelled. Slight smearing of ink in center of certificate. Folds, small tears along creases, crease on upper left corner. Vf. 9 x 15”. 79 of original 80 coupons attached at right of certificate. Printed by The Homer Lee Bank Note Co. N.Y. A few years ago, uncancelled gold bonds from American railroads were selling for about $1000 each. Est. $400-800


960. Railroad. Southern Railroad Original Photo Postcards, c.1910-15. Lot of 2 different original photo postcards of engines for this rail. A) #4502 at Alexandria, VA. B) #4513 also at Alexandria. Not as clear as some of the rest of the cards in this collection. Velox backs. Est. $100-200

961. Railroad. Southern Railway Original Photo Postcards, 1908-09. Lot of 2 different cards. A) Engine #919, taken 1908 at Washington, DC. B) Engine #1244 taken 1909 at Washington, DC. Both Baldwin engines, probably printed circa 1911 by McFarland. Both with VELOX stamp boxes. Est. $100-200


962. Railroad. Southern Railway Original Photo Postcards, 1910-11. Lot of 4 different cards. A) #1715 taken at Potomac Yards, VA, 1910. B) #4508 taken at Alexandria, VA 1911. C) Engine 1262 taken at Alexandria 1911. D) Engine 1307 taken at Washington, DC 1910. All probably photos by McFarland. All with SXCP stamp box. Est. $200-400


963. No Lot.


964. Railroad. Train Wreck Original Photo Postcards, 1910. Lot of 8 different cards. 2 used and cancelled, 6 uncancelled CYKO cards. A) Hocking Valley Wreck Harpster, O(hio) Oct 20, 1910, mailed Sept 1911 from New Haven, WV by H. E. Zimmerman (AZO stamp box partially covered by stamp). B) No. 5, Penn. Wreck. Nevada, O(Hio) Dec 24, 1910 by Trowbridge, mailed Sept. 1911 from New Haven, WV by Zimmerman (AZO stamp box). C) NYNH & H box car 80638 as part of a train wreck, CYKO back. D) Unmarked train wreck, possibly the same as the last piece, showing dumped loads from flat cars, CYKO back. E) Unmarked train wreck, boiler car shows “Union (pacific?) line” engine 260 is wrecked, CYKO back. F) Same train wreck, frontal engine view, same back. G) Same wreck, side view engine, same back. H) same wreck, view of engine undercarriage, same back. Est. $700-1500



965. Railroad. Ulster & Delaware Railroad Original Photo Postcard, c.1911. Engine #39 taken at Oneonta, NY. Hills in background. Est. $50-100

966. Railroad. Union Pacific Railroad Passes. Lot of 19 pcs. All are from the Union Pacific Railroad. Passes are as follows: 1890, Union Pacific System, printed in black and blue ink on white paper; 1906 – 1911, Union Pacific, printed in black red and blue print on different color paper; 1912, Union Pacific Railroad Co., printed in black and red ink on white paper; 1917 and 1918, Union Pacific System, Union Pacific Railroad Co., has red, white and blue Union Pacific logo in to left hand corner, printed in red, blue and black ink on white paper; 1921 – 1926, Union Pacific System, has red, white and blue Union Pacific System logo in the top left hand corner, printed in black blue and red ink on white paper with Union Pacific System logos in the back ground; 1931, Union Pacific System, has red, white and blue Union Pacific System logo in the top left corner, printed in red black and blue ink on white paper with pink Union Pacific System Logo in background; 1933 Union Pacific Railroad System, printed in black and red ink on white paper with yellow background print of Union Pacific System logo;1939 Union Pacific Railroad, printed in black and red ink on white paper with gray Union Pacific logo in the background. All passes are 2 ½” x 4”. Issued to C. E. Angove, superintendent Great Western Ry Co. All passes show very little wear and are in very fine condition. Est. $400-600


967. Railroad. Various Western Railroad Co Documents, 1870-1920’s. Lot of about 50 pcs. Companies represented include: Southern Pacific, Western Pacific, Sierra Railway Co, Union Pacific, Nevada County Narrow Gauge RR, San Francisco & San Jose RR, Central Pacific, Philadelphia, Wilmington & Baltimore RR, Various freight bills for materials handled, Billheads for supplies to railroad companies, American Railroad Journal billhead, Railway Hand Book billhead, and other misc railroad related items. All fine. Est. $100-200

968. Railroad. WW&P Railroad Original Photo Postcards, c.1911. Lot of 2 cards. Both of Engine #4 at an unknown location. No label on back. Both AZO backs. McFarland was probably the photographer. One shot is a side view of the engine; the other shows the full train. Est. $100-200



969. Railroad. International Metal Tie and Rail Co. stock certificate. Incorporated in Utah. Issued 1917 to C. L. Taylor for 100 shares, signed by W. H. Burnside as president and E. O. Leatherwood as secretary. . 8 x 10”, orange border, printed by Gardner & Co, Salt Lake city. Uncancelled. The vignettes on this rare railroad piece are great. The top center has a section of rail with one of the two rails “the old way” and the other rail “the new way”, which uses a system of iron supports off the end of the tie and has a completely new idea for the old “fish plates” that tied two pieces of rail together. On the back of the certificate is a large vignette, post card size, of this new track installed somewhere. Charles Taylor came to Nevada in 1863. He worked for various Nevada railroads most of his life. His obituary is present here. VF. Est. $100-200


970. Texas. Railroad. Fort Worth & Denver City Railway Co. Certificate #R2268 issued to H.I. Judson and Co. for three shares on May 28, 1901. Signed by vice president D. B. Kuhn and secretary Geo. Strange. Printed by the American Bank Note Co., Philadelphia. The company is listed in Poor’s “Manual of Railroads of the United States, 1882” as owning a line of road from Fort Worth, Texas to the Canadian River, 385 miles, gauge, 4 ft. 8 1/2”, 52 lbs. steel rail. “At the Canadian River the road will connect with the Denver and New Orleans Ry., which is now (1882) being built from Denver south-eastwardly, thus forming a through line from Denver to Fort Worth.” However, White’s 1894 “Reference Book of Railroad Securities” lists this company as having 454.61 miles of track between Fort Worth and Texline, Texas— so, apparently though in existence for almost 30 years by the time this certificate was issued, the Fort Worth & Denver City Ry. never got out of Texas. In 1882, the company’s rolling stock included 10 locomootive engines; 6 passenger cars; 4 baggage, mail and express cars; 200 freight box cars and 200 freight platform cars. Chartered May 26, 1873. Incorporated in Colorado. Black border, print and artwork on white paper. Two wonderful vignettes. Top one is of a shipping yard with men hauling crates and ships entering and leaving port. Bottom vignette is of a pelican with a full beak landing on it’s cliffside nest to feed five hungry fledglings. 7” x 9 3/4”. Cancelled with hole punches and pink and purple ink. Revenues attached at back. Staining around edges, folded. VF. Est. $75-150

971. Washington. Pierce. Tacoma. Tacoma Eastern Railroad Photograph, c.1885. View of a wooded area with Tacoma and large train trestle in background. French photo. 4.5 x 7.5”. Provenance: McFarland Collection. Est. $100-200

INGOTS, ASSAY, SCRIP & POSTAL

Introduction

An ingot marked “American Tin Co.; S. Molitor, Assayer, Deadwood” was consigned to our auction house. Originally part of the Kagin Collection, it had traded several times within the numismatic community over the past several decades. Until now, its story was not known. The exciting story of this ingot brings together all the aspects of the coin and assay business, integrating elements of the gold trade during the California gold rush and throughout the west, as well as pioneer California gold coin issues. It is further illustrative of the American precious metals trade before 1900, which involved all of the metals used for coinage: gold, silver, copper, and tin.

Why Tin?

Tin has been an important metal for at least two millenniums. Phoenicians had carried on quite a trade with the metal which is highly malleable into foil less than a thousandth of an inch thick, and, like gold, nearly insoluble in acid. In it’s pure metallic state it looks like silver. It was rare and valuable, used in the making of money and jewelry, not to mention bronze cannon1.

The Molitor Family and the California Gold Rush

To understand the setting of Stephen Molitor, it is necessary to look at his family and the evolution of the gold coiners in California at the beginning of the gold rush.

Agoston (Augustus) P. Molitor came to California in 1851, where he started an assaying business with Sam Wass. Wass, Molitor & Co. came into the scene at a time when gold coins were in a great shortage and Augustus Humbert, chief assayer for Moffat & Co. at the US Assay Office in San Francisco had been on the warpath against other private coiners. Wass, Molitor entered the marketplace by minting a new $5 gold piece in 1852 “with a raised milled edge and superior…finish…it was a facsimile of government coin…” according to California historian Hubert Bancroft. It was worth four cents more in gold than the US $5 gold coin.2 After Humbert had turned public opinion against the private coiners because the coins were all light in comparison to regular US coins, Adams & Co. turned the public tide in Wass, Molitor’s favor by accepting only the US gold, Moffat & Co., and Wass, Molitor gold coins. The four penny difference had done the trick. Adams & Co., one of the major banking firms, accepted no other private coins, and other merchants followed suit. Wass, Molitor again came to the coin shortage rescue in 1854-5, and along with Kellogg & Humbert, began producing enough gold coins in an attempt to meet the desperate demand for gold coin on the west coast. Western miners mined gold and they wanted to be paid in gold. It was the only acceptable medium of cash exchange. Within a year after the opening of the US Mint in San Francisco, the Mint ironed out it’s rough spots in production, signaling the end of the private gold coinage. Molitor left the firm, striking out on his own.

Agustus Humbert and Moffat & Co. at the US Assay Office

San Francisco gold rush assayer Augustus Humbert came from New York City to California in 1850. His father had died in the early 1830’s, and young Augustus was brought up by his mother Augustine in their William Street home in New York. Augustus was hired as the Chief Assayer for Moffat & Co. who “were the US Assay contractors under an Act passed during the pendency of the Mint bill,” according to H. Bancroft in his History of California. “Humbert was the assayer hired to affix the stamp to the US gold at this office.” A number of different gold pieces had been authorized to be struck at the Moffat & Co. office, and Humbert oversaw their contracts and manufacture. The historical record regarding these gold pieces is fascinating, as gold coins and slugs of varying denominations up to $200 were authorized. Humbert had his hands full as he published assays of specific private company gold coins, generally finding them lacking sufficient gold, resulting in a panic demand for small denomination gold coins, as merchants quit accepting the privately minted California gold coins. The only other firm to meet the standards was Wass, Molitor. Meanwhile, Humbert placed his name on the famous $50 gold slugs from the US Assay Office run by himself for Moffat & Co.

Soon the US Mint at San Francisco was under construction in late 1853, opening in 1854. With this came the cessation of coins marked “Moffat & Co.” The US Assay Office remained open, with Humbert still at the helm, though only for a short while. In 1854 Augustus joined John Glover Kellogg, succeeding an early partner G. F. Richter, using the new firm name of Kellogg & Humbert. Kellogg had worked as cashier for the US Assay office, and Richter had been an assayer there. It is unknown if Kellogg and Humbert knew each other prior to the California gold rush, even though both men came from New York state. Kellogg was the first of the two to get to California and was a ‘49er. By 1855 Kellogg & Humbert (Kellogg & Co.) were pumping gold coins into the California system at a rate of “fifty percent more toward the supply of coin than the United

States Mint.” These coins remain a popular collectible today.

Molitor Strikes Out on His Own – Forms New Company With Son Stephen –

S. Molitor & Co.

Molitor, meanwhile, followed a similar path, leaving Wass, Molitor about the same time Humbert took off from his successful partnership. Both men were perhaps the two most successful of the pioneer coiners. Augustus, as he later became known, had at least three sons and one daughter. After four years on his own, he formed a new company with his son Stephen in January, 1859, known as S. Molitor & Co. He perhaps took a back seat in the company to encourage management of the firm by his son. Their office was located at 418 Montgomery Street in San Francisco. Stephen’s other partner was his brother Titus M. Molitor. 3 A few years earlier, Stephen had worked on his own in Victoria, British Columbia, following the Fraser River gold rush of 1857-8. The business name of Molitor & Co. continued in San Francisco through 1864.

Augustus Molitor started another assay business in San Diego County, California around 1865, in association with the Julian gold discoveries, while Stephen was off to the northern discoveries. Augustus was back before the end of 1865. The Julian gold rush wasn’t as big as expected, and there was insufficient work to keep an assay office open.

The Molitors Split Up, Looking for the Next Gold Rush

Stephen had left California and Canada for other mining camps about the same time that his father left for Julian in 1865. The flow of gold into San Francisco that Agustus had experienced during the 1850’s in the prime of the gold rush, when more than $50 million was produced each year over the 1850’s decade soon started to dry up. The gold business was changing. Miners in remote regions now regularly took their gold to a local assayer in the mining camps or directly to the US Mint or Assay Office in San Francisco or the nearest US Assay Office. Stephen set off to the mining camps in search of the business that his father had experienced years earlier, and may have taken his brother Julius with him. Augustus again took over the San Francisco business, which may have been ailing. He moved the assay office to 611 Commercial, working with his son Titus.

As the assay business changed with the years, the elder Augustus began to loose work to his competitors, such as John Taylor & Co. Taylor had taken over the huge Kellogg & Humbert (later San Francisco Assaying & Refining Works) firm, and expanded into retail sales of assay equipment. Augustus moved the operation one last time to Stockton Street in 1870. To supplement their income, his wife ran the rest of the house as a boarding house. She gave her new venture the name “Belle Vue House.” Julius found better employment with the San Francisco & San Jose Railroad as a car builder.

Augustus Molitor died by 1871. The days of making private or pioneer coinage were over. New laws outlawing private mints prohibited the trade of which Molitor had been an integral element. 4

S. Molitor Becomes a Tramp Assayer

Western miners often traveled the same trail, moving from mining camp to mining camp. They moved sometimes because the good claims were all taken; other times they moved because the gold had run out. We call these tramp miners, a term still used today. In this respect, Molitor became a tramp assayer as he moved from camp to camp.

Molitor Settles in Montana and Dakota

Stephen traveled the west. As a tramp assayer, he chased one gold rush after another. At one time he was reported in Unionville, Nevada. By 1869 he had landed in Helena, Montana. The Montana gold rushes at Alder Gulch, Virginia City, and Bannock drew his attention. Montana was a gold region on the rise, but the camps of Virginia City and Alder Gulch were as lawless as any in the territories until the vigilantes took over. Seemingly every stage shipment of bullion was robbed at gunpoint. In just one month’s time from January 3 to February 3, 1864 “twenty desperados were summarily hanged,” according to Glasscock in War of the Copper Kings. The robberies stopped and the mining flourished. By the time Molitor arrived, Montana had cleaned up. Helena, as the largest town, would surely attract the kind of business that San Francisco did, even though it was not necessarily in the heart of a mining region the size of the California mother lode. The town had attracted significant capitalists such as William Andrews Clark who would make his fortune here and in Butte. It was here that Molitor set up an assay office for more than ten years.

When Molitor moved to Montana, his wife was finished with the tramp assayer lifestyle. Frustrated, she moved back to San Francisco, following in the footsteps of her mother-in-law and rented out rooms. She became the proprietress of the North Beach Tivoli on Powell. Their son Charles was working for the Diamond Cement Paving Co., and later became the superintendent of the company.

Sometime in the early 1880’s, Molitor moved to Deadwood to take advantage of the Black Hills gold discoveries. His brother Titus does not appear in local directories for British Columbia, Montana or Dakota, and may have moved into a new profession elsewhere.

Assay Business Changes

The assay business had made remarkable changes over the years. Stephen Molitor had watched his father develop one of the most successful assay and coining firms in San Francisco. The gold flowed in through the doors day and night, turning into coins and bullion the following day. When the US Mint was built in San Francisco, the entire pioneer assay business began to change. The plethora of assay houses were no longer needed, as the Mint and US Assay Office began to get the majority of the business, along with one large firm, Kellogg & Humbert. Wass, Molitor was the only firm to even begin to keep up with Kellogg & Humbert, but they were no match.

Since gold was still being produced throughout California, assay offices were still needed in the rural areas, particularly in the developing regions of Colorado, Montana and Dakota. The trick was that an assayer had to be among the first in a new region during a gold rush to attract the largest business. It became necessary to chase the rushes to see which ones would last. Fraser River was a bust within two years (1857-9), and Stephen had learned a hard lesson working there. Another late rush was at Treasure Hill, which busted within a year or two (1868-70). Montana was a hotbed of gold activ

ity, with more than a million dollars a year coming out by 1870 and would soon get even better with the discoveries of rich silver and copper ore bodies at Butte. But Molitor became anxious when the Montana gold rush calmed down and took off to Dakota because of the gold rush surrounding the great Homestake mine, made just prior to the Butte discoveries. Both would become world-class ore deposits within ten years.

Regional Assay Offices Developed

The United States government had foreseen the need for regional assay offices. A measure of stability was necessary in the remote mining regions. As a result, they officially built branches in Helena, Montana; Boise, Idaho; Charlotte, North Carolina; and St. Louis, Missouri. R. B. Harrison was in charge of the Montana Assay Office in the early 1880’s. While Molitor may have worked for him, he would later open his own assay business.

In Dakota, the gold business was completely different than the California-Nevada (west coast) assay business. In those two states, assayers were badly needed in the rural mining camps that were spread over hundreds of miles in remarkably remote regions. Both placer and lode mines were ubiquitous and production was significant. The gold would be handled by a local assayer, then off to the US Mint in San Francisco. But in Dakota, more than half of the Territory’s annual $3 million produced in gold was from just two mines - the Homestake and the Father De Smet. The US Assay Office had a representative there, though not an official Assay Office, and the gold went directly to the US Assay Office in New York. It bypassed all the middlemen.

Tin Discovery at Dakota Territory

It was in Dakota that Stephen Molitor became part of a new type of gold rush. Tin had been discovered by prospectors while panning for gold. A heavy brown mineral called cassiterite was holding firm in the bottom of the pan with the gold after the black sand was removed, and caused little excitement at first. It was first found in the northern Black Hills in 1876 by a Colorado prospector, Richard Pearce. The second discovery was in the southern Black Hills is 1877. Assayer Theo Vosberg and Fred Cross were the first to recognize the tin in bullion. Molitor must have been intrigued by this discovery.

Tin Creates a “Gold Rush” in Dakota

There was no rush for tin at first. It was an anomaly in the miner’s gold bullion, another heavy metal that got in the way, but did not seem to be of importance. Certainly it’s value as pure bullion seemed to pale in comparison to gold, hence the tin issue was sort of set aside for awhile, but not completely ignored. All that changed in 1883 when A. Simmons of Rapid City sent ore specimens to San Francisco for analysis from the Etta mine. Once cassiterite was recognized as a primary ore mineral in the samples, excitement began. The Etta had been mining mica, which was used for stove windows. With the discovery of tin, however, mica mining came to a halt.

The Etta property was bought by the Harney Peak Tin Mining, Milling, and Manufacturing Co. in 1884. A similar group had started the Harney Gold Mining Co. about the same time. During this period, tin prospecting was at a height. Molitor’s business would have been booming for gold, silver and tin assays. Numerous companies, including the American Tin Co. which was partially owned by Molitor, were active. Beginning in 1885, hundreds of mining claims changed hands. It was reported by some that several mills were built, and a few thousand pounds of tin were produced.

The Etta mine built a 100 ton per day mill for the tin ores in 1884, but real production did not begin until 1886. They ran about 400 tons of ore and produced 7 tons of tin. They stopped in May of 1886 because the tailings had too much ore in them. A report and evaluation by a qualified mining engineer was needed.

The two most active areas were in the Keystone area of the southern Black Hills near the Etta Mine, and near Tinton, on the Wyoming-South Dakota border in the northern Black Hills. One of the early discoveries of tin in the Tinton area was by an African-American. In fact, the mining district there was inappropriately named Nigger Hill, rather than after the man’s true identity, which will take more research to uncover. This is the region that Stephen Molitor jumped into as an experienced assayer and a mining man.

Molitor and the American Tin Co.

Molitor and his partner Trebor staked a group of at least 13 claims in 1885-6 and incorporated themselves the American Tin Co., with their corporate office at 53 Broadway in New York City. The results of the tin assays from ores on their claims were reported in Mineral Resources of the United States in 1886. The ore ranged from a low of 0.5% tin to 5.5% tin. Their claims were located on three different pegmatite-quartz veins which spanned a mile in length. By mid 1886, they had a shaft ten feet deep and an open cut 35 feet long exposing the ore. This was a period of high activity in the area, and many others were also developing their prospects by open cuts and shafts. The American Tin Co. expanded their holdings to 53 mining claims. They also set up a sister company, the Cleveland Tin Co. San Francisco assayer John Taylor also got in on the fray and staked claims there as well. It was at this time that Molitor probably poured the ingot, using it and others, for promotional purposes. At least two of these ingots survive today.

When the Etta mill shut down, the miners sensed a collapse. Prospecting for tin slowed. Most men returned to the quest for gold, leaving the search for tin, which was relatively poorly understood, to others.

While the literature states that “several” mills were built, in fact only one mill was built, and less than ten tons of tin were actually produced. Other trial mills may have been built, but none were as substantial as the Etta mill on the Harney property. It was philosophically better to state that “thousands of pounds” of tin were produced, rather than a “few tons” were mined. Big numbers sound better, particularly to potential investors. Though there were more than 500 tin claims staked, few made production stage, and none ever developed into the commercial success that the miners had hopes for. The boom had bust.

Sometime in 1885 a British company was organized to acquire all of the principal tin properties in both districts. They sent four men to Dakota to evaluate the mines, led by M. Vincent. Forty tons of ore were shipped to England. The ore was tested by Fred Claudet, the assayer for the Bank of England and Johnson, Mathey & Co. which showed 2.8% tin. A second shipment was made later that yielded 4.6% tin. Famous geologist William P. Blake, who had written the exhaustive paper on native gold specimens in California in 1885, was called in to examine the property. A trial run of 400 tons produced 7 tons of tin.

A new company was formed. They made such wild claims in Britain about the richness of the ore grades, that the Engineering and Mining Journal felt it necessary “to fully expose” the exaggerated “extravagance of expectations of value.” The sales of the securities thus collapsed.

Engineers wrote a report suggesting an average grade of $5.20 per ton with a reserve of about 90,000 tons. The securities were sold via the Harney Peak Consol. Tin Co. Limited, and $1.5 million was subsequently spent without production of one pound of tin. The reported grade was far to low to be considered ore, and even if all the reserves were mined, the gross product would have been less than one third of the money expended. A scandal was in the air.

They didn’t give up. By the end of 1892, they had redone the mill and begun the production of tin. But production was less than three months. They shut down all operations by February, 1893. The British shareholders began a suit in American courts alleging fraud and misrepresentation by the managers. A receiver was appointed from New York. Work on the property continued for a few years with promising results, but no production. By 1900, the properties were sold to two new ventures, The Niagara Tin Smelting Co. and the North American Tin Co. Intermittent prospecting and minor production took place for more than twenty years.

The Tin Business in America

Tin was imported into America for our domestic use. It is estimated that from 1880 to 1885, about 33,000 to 41,000 tons of tin were produced annually worldwide. Tin sold on the open market. The price of tin was “subject to greater fluctuations than other metals on account of the operations of speculators,” according to David Day in 1886. They ranged from 17.12 cents per pound to 22.12 cents per pound in 1885 alone. This is about $400 per ton, or equivalent. By comparison, if the miners in Dakota could produce a quantity of 5% tin ore, it would have been worth $20 per ton, equivalent to one ounce per ton gold ore, which was the approximate average ore grade of the local gold mines. Thus the tin ores rendered equal excitement to gold because the ores were worth about the same.

At the time, America was also an exporter of tin products. We exported about $160,000 to $500,000 per year. We imported tin in the form of ingots, grains, and sheets; about 225,000 tons valued at about $18 to $25 million per year. Our internal production was nil, thus the high degree of interest in the potential of tin mined in America. The country consumed about 10,000 tons per year.

Tin as a precious metal

Tin was not considered a precious metal because it was not a primary metal of banking commerce in world trade, though it had been in ancient times. As such, data on discoveries and production were left out of many of the classic mining references that were funded by Congress chiefly to report on precious metals.

The amount and purity of tin were measured both in rocks and in ingots by conventional assayers. Cassiterite, the primary ore mineral of tin, is dense. Its specific gravity is about 7, or 7 times heavier than water. In comparison, galena, the lead sulfide mineral, has a specific gravity of 7.4; quartz is 2.6; argentite (silver sulfide) is 7.3; silver is about 10.5; pyrite (fools gold) is about 5; magnetite is also 5. Gold is 19 (19 times heavier than water) in its pure form, less when in electrum form combined with silver; Thus a miner panning gold would routinely find the tin in the form of cassiterite at the bottom of his pan in the heavy metals after the magnetite was removed.

References

Adams; Private Gold Coinage of California; 1913; pp51, 85, others

Bancroft; History of California; v6 p629 (1888); v7 pp165-7 (1890)

Bancroft, H.; Pacific Coast Almanac and Business Directory; 1862, 1863, 1864

Benedict, W.; Tin in The Mineral Industry edited by R. P. Rothwell; V1, 1892.

Burchard, H.; Report of the Director of the Mint; 1880, 1881, 1882, 1883, 1884-5

Carpenter, F.; Tin in the Black Hills; Mining World, v25, 1906

Connolly & O’Harra; The Mineral Wealth of the Black Hills; So. Dakota School of Mines Bull. 16; 1929

Day, D.; Mineral Resources of the United States, 1885, published 1886; pp370-385

Day, Davis; Report on the Mineral Industries of the United States at the 11th Census 1890; 1892

Engineering and Mining Journal. Numerous

Evans, George G.; Illustrated History of the United States Mint…; 1892

Glasscock; The War of the Copper Kings; 1935

Kagin; Private Gold Coins and Patterns of the United States; 1981

Langley, H.; San Francisco Directory; 1862, 1865, 1868, 1870, 1872, 1875, 1877, 1879, 1880, 1883, 1886

Longworth; American Almanac, New York Register, and City Directory, 1832-3, p378

McKenney; Business Directory and Railroad Gazetteer of Utah, Idaho, Montana, Wyoming, Colorado, Nebraska, Dakota; 1880

McKenney; Oakland, Alameda, Berkeley City Directory with western business directory; 1886

McKenney’s Oregon State Directory for 1883-4 with the Business Men of OR, WA, BC, AK, NV, UT, ID, MT; 1883

Rothwell, R. editor; The Mineral Industry; V2, 1894; same, vol 3, 1894, 1895, 1896, 1900, 1901, 1913

Roush, G. editor; The Mineral Industry; 1913

Soulet et al; The Annals of San Francisco…;1855, pp525-6

Ure, A.; Dictionary of the Arts, Manufactures, and Mines…; 1853

Williams, A.; Mineral Resources of the United States. Pp434-437.

1000. Molitor. S. Molitor Ingot from Dakota (Territory). 1 1/2” x 1/2” x 1/2”. 1/4” assay chip at upper left corner. Stamped S.F MOLITER/ ASSAYER/ DEADWOOD, D.T// AMERICAN/ TIN/ MINING CO. 1.32 TROY OZ. Held in custom, padded box, engraved Kagin Reference Colls. No. 418. Made by Don Kagin. The padding on the inside top is inscribed “Pure Tin Ingot S.F. Molitor, Assayer Deadwood, D.T. American Tin Mining Co. This is the first known tin ingot from the United States. Est. $3500-7500

1001. Molitor. Memorandum of Gold Bullion deposited at the Assay Office of S. Molitor & Co, 1863. Wells Fargo and Co. deposited 53.97 ounces of gold (889 fine). Printed in brown ink on white paper. Signed by Palmer. Please see S. Molitor Tin Ingot for story . Size: 5” x 10”. Ex. fine. Est. $150-250.

1002. Molitor. Letter to Alcatraz Island on Wells, Fargo & Co., New York and California Express and Exchange Company, San Francisco, Sept. 4, 1857. Letter addressed to Stephen Mirchant (sp?), Esq., of Alcatraz Island. &#x201CI have seen our friend Molitor today. Should you be in town on Tuesday I should like to see you in relation to that assay office.” &#x201CYours Expressly, Mosley” 5 x 8.5” black on blue paper. Clearly, this letter is a private letter by a Wells Fargo employee wishing to discuss Molitor’s Assay office in San Francisco. A. Molitor had been partners with Sam Wass in the firm of Wass Molitor. The firm changed names and partners in 1856, with Karoly Usznay taking Molitor’s place, according to Don Kagin in Private Gold Coins and Patterns of the US. Dan Owens indicated that the partnership formally dissolved in March, 1857, and was actively advertising for a new partner by January of 1858. Molitor has supposedly left for London, but that must have been a short trip, because as this letter is evidence, he was clearly back in San Francisco in September, 1857 speaking to Wells, Fargo about his assay business, probably trying to get some financing and assurance that they would use his house if established. VF. Est. $200-400

1003. Colorado. San Juan. Silverton. Small silver ingot from Silverton, Colorado punched “Silverton / N. S. S. M. C. (backwards C).” Circa 1877. 1.1” x 0.75” x 0.25”. This ingot is poured in a classic John Taylor-style one ounce mould, similar to the one in our August, 2002 sale and found in his pre-1900 catalogs. It is trapezoidal.

The North Star Silver Mining Company was located two miles from Silverton. The North Star No. 1 claim was discovered in 1876 on what was then called the Solomon Lode. It is located high up in the San Juans on Sultan Mountain. It is a classic stringer quartz vein type lode composed mainly of argentiferous galena. Henderson and Burchard reported that the vein system typically carried 70-80 ounces of silver per ton and 35% lead. By 1902 when famous mining engineer Tex Rickard visited the property, they had installed a tram running from the highest point of the mine at an altitude of 13,000 feet down to the Animas River, a drop of 3200 feet over a length of 2.3 miles. At the time, this was the only economic way to get the ores to the mills. Other nearby mines also had trams, including the Silver Lake and Iowa mines.

The North Star was nearly continuously active during the period 1877-1885, as surmised from Burchard’s reports in Report of the Director of the Mint (1880-1885). His first report of the mine was in 1881, reporting that there were thousands of feet of underground workings, an indication that the mine had been active probably since its discovery. “The most productive mine is the North Star…It has been extensively worked, and has about 2500 feet of developments. Some 3,000 tons of ore have been extracted, a portion of which was sent to Durango for reduction. The ore is gray copper and galena, carrying 40 per cent of lead, and yields 70 ounces of silver to the ton.” {Burchard, 1881, p427] Emmons and Becker noted the presence of Friebergite at the North Star, a rich silver mineral. The mine appears to have remained active through at least the first part of the twentieth century, as evidenced by Rickard’s report in 1903.

Henderson reported in 1926 that the mine had produced over 100,000 ounces of silver and 1.5 million pounds of lead.

Dating the ingot will take a bit more research. It is my opinion that the ingot comes from the early period of production, probably around 1877, indicative of proud miners taking a souvenir at the onset of production, a common tradition in our business. However, further research on the specific company name may yield a specific date range. Mining companies operating on a single mine often change names over the course of 35-50 years, both through ownership, and through the necessity of raising capital.

[ref: Rickard, T.; Across the San Juan Mountains; 1903; pp60-62. Lee, H. A.; Report of the State Bureau of Mines of Colorado for the years 1901-1902; pp206. Henderson; Mining in Colorado; 1926; pp212-213. Burchard, H.; Report of the Director of the Mint, 1882, 1883, 1884-5. Emmons and Becker; Statistics and Technology of the Precious Metals; 1885, p83]

This is a wonderfully rare ingot from an important Silverton, Colorado mine. Est. $5,000-$10,000


1004. Dakota. Lawrence. Carbonate Camp. Bertha Mining Co. silver-gold ingot, circa 1883-4. Small silver ingot measuring 1 5/16” long, ¾” wide and 9/16” thick. Fancy engraved border perhaps typical of a presentation ingot. The inscription reads: “Bertha/ M Co/ OZ. 3.37/ A. D. H. Jr./ Silver 950 fine/ Gold 0265 fine/ silver $4.74/ gold $1.85/ Total $5.99”

The Bertha Mine that produced this ingot is in the Camp Carbonate District, Lawrence County, Dakota. The County at the time held the booming Homestake mine, soon to become the largest producing gold mine in North America, retaining that title for decades to come. M. R. Hydliff of Bear Gulch, a neighboring mining camp to Deadwood, reported to Horatio Burchard, Director of the US Mint in 1883 (Burchard, Report of the Director of the Mint, 1883, p438-9) that the Bertha had a 40 foot deep shaft. Other mines in the Carbonate Camp district had produced ores smelted at Deadwood by the Hallenbach Smelting Co. They reported low gold values with high silver values similar to the silver to gold ratio present in this ingot. In the 1884 report, Burchard noted the Bertha was one of the most promising mines of the district.

Burchard originally placed the Bertha in the Rawlins District, but the next year, 1884, placed it in the Carbonate Camp district. Both districts are 10-16 miles northwest of Deadwood, and nearby districts often had sub district names, only to be grouped into a larger district later. The mines were apparently quite isolated, because after 25 years the district was inaccessible. “The mines in these districts have been inaccessible for along time,” reported Connolly and O’Hara in Mineral Wealth of the Black Hills in 1929. The Bertha thus appears to have been a flash in the pan, though it may have changed names after its brief excitement.

The ADH initials undoubtedly stand for Almon D. Hodges, a prominent western mining engineer. Hodges served in the Civil War, later attending the prestigious Freiberg School of Mines in Germany after graduation from Harvard. In 1876 he was one of

only 18 American students in a school of 139 students at the school. Another prominent mining geologist, James D. Hague, was also a Harvard graduate. He went on to author many mining reports for the US Geologic Survey, as did his brother Arnold. Hodges was later one of the promoters of the Technical Society of the Pacific Coast, according to Spence in Mining Engineers of the American West.

This is a classic presentation ingot made for one of America’s best educated mining engineers during one of the heydays of mining activity in western America. Est $6,000-$12,000

1005. California. San Bernardino. Temescal (Riverside). Original tin ingot inscribed TEMESCAL Riverside, Calif. 1” wide, 4” long, 1” high. 7.55 Troy ounces. Also three original photographs, one of Sam Evans Sr., Sam Evans, Jr., and a view of the mine and mill with hundreds of tin ingots stacked dated May 28, 1891. Provenance: Samuel Cary Evans family, original operators of the mine. This is reportedly one of two tin ingots kept by the Evans family. As such, they are two of only four known historical tin ingots known to this describer. Background on the tin industry can be found in the description of the S. Molitor tin ingot.

The Temescal tin mines are located just outside of Riverside, California. They are on the western side of a Mexican Land Grant known as El Sobrante de San Jacinto. The tin occurs in veins within granite. By 1885, more than 50 such veins had been discovered since the tin was first found there in 1855-60. Tin was an enigma at the time in America. The first tin “rush” was in the Dakota Territory, starting about 1880. The first mill processing tin was built there in 1885, and with it much publicity. At the time, tin was worth the same price as gold, and tin mines suddenly became the target of promoters. Thus the tin mines at Temescal, which apparently never produced a pound of tin by the late 1880’s, became part of the hype. They were nearly dead by 1900.

Researching the Temescal tin district can be difficult because of its close association with the border of Riverside and San Bernardino counties, and the later establishment of Orange County. Further, many of the great geologic and mining publications of the period do not discuss tin. It is seriously problematic. As an example, when DeGroot reported on San Bernardino to Ireland for the Tenth Annual Report in 1890, he failed to mention any tin mines at all, as did Walcott in Mineral Resources of the Untied States, 1900.

The Temescal Tin Mine is about 5 miles southeast of South Riverside located among rolling hills. The tin deposit was in a vein system cutting a hornblende biotite granite, striking northeast and dipping about 65 degrees west. The vein was usually less than 8 feet wide. Thin veins of nearly pure tin oxide produced the best ore. In a report by Harold W. Fairbanks entitled “Geology of San Diego County, and also portions of Orange and San Bernardino Counties” in the 11th Report of the State Mineralogist, edited by Wm Ireland, State Mineralogist, published in 1893, two shafts were on the property in 1892 up to a depth of 180 feet with working levels 300 feet long. The company working the mine averaged 5% tin oxide run through their two stamp mill. The mine was managed by Captain Harris. Fairbanks wrote a lengthy report on the mine, though he failed to mention the significant production, as evidenced by the photograph present with this ingot. It also appears that the mill must have been expanded by early 1892, since a tiny two stamp mill could hardly have produced the quantity of tin seen in the photograph. Another report shed more light on the mine. The 1892 Report of Mineral Resources in the Untied States by David Day published in 1893 mentions “162,000 pounds of tin” produced in California (probably all at the Temescal mine) between January 1 and June 30, 1892. &#x201CWork at the mines at South Riverside was suspended in September,” wrote Day. At the time, the price of tin was 20-21 cents per pound.

The mine photograph, entitled “Second Shipment of Temescal Tin May 28, 1891” shows at least 5 stacks of 32 ingots each plus two singles, or 162 ingots of about 100-120 pounds each, nearly nine tons of tin. The angle of the photo is difficult to discern detail in the ingot pile, but there appears to be another 4 stacks of ingots behind the front five stacks, equal in height. If present, the ingots represent a total of about 15 tons of tin worth $6500. Shortly after this photograph was taken, all tin mining stopped. Attention there switched to gold and silver mining. By 1897 there were at least six active small mines there, according to the Poole Brothers Directory, 1898.

The back of the photo from the family’s collection is identified as the “Cajaleo Tin Mine, South Riverside, San Bernardino Co., California.” South Riverside is called Corona today. This is the only mention of this particular mine name. We were unable to find it in the literature, and assume it was the Evans’ unofficial name for the mine.

Samuel Cary Evans Sr. (1823-1XXX) was sometimes known as one of the founders of Riverside. Evans began as a mercantile storeowner in Fort Wayne, Indiana. Within a few years he owned the business and the branch stores. In 1865 he bought control of the Merchants National Bank of Ft. Wayne after selling his stores. He sold the bank about 1874, then carefully placing his investments in Riverside. Evans came to Riverside in 1874 and purchased half interest in 10,000 acres known as the Hartshorn Tract with Capt. W. T. Sayward of San Francisco. That year they began the construction of a canal to irrigate the land and get water to the “Temescal or tin company’s tract”, according to Lewis’s Illustrated History of Southern California, 1890, p657-9. He helped organize the Riverside Land and Irrigation Co. and was elected their president in 1876. Within a few years he owned or controlled the entire water rights for all of Riverside Valley. By 1890 he was president of many of the leading local public companies, including the Riverside Land Co., Riverside & Arlington Railway, Loring Opera House Co.

Evans had four sons, all of whom grew up on his 160 acre ranch. One of Evans’ early successes was with oranges as one of the first planters of Southern California orange groves.

Sam Evans Jr. (1866-1932) was an 1889 grad of University of the Pacific. He intended on going to Harvard law school, but his father had an accident, perhaps related to the closing of the tin mine. He then took over all the family business. As a knowledgeable local businessman, he helped write the first charter of Riverside in 1906, then served as the first Mayor from 1907-1912. He was elected to a fifth term as mayor, but died before he went into office that

term.Evans was known as a generous citizen, and gave the community land for parks and a museum. He was also a state senator. A lengthy biography can be found in History of Riverside City and County, by John Gabbert, 1935. Ex. Rare. [ref: Irelan, 1888, Eighth Annual Report of the State Mineralogist; McKinney 1880 California Directory; Ingersoll, 1904, Century Annals of San Bernardino County; Guinn, 1907, Southern Coast Counties; Pickens & Fulton] Est $1000-2000


US MINT SILVER INGOTS

Over the last two years we’ve featured the finest of the US Mint Silver Ingots from the Paul Franklin collection. Unfortunately, these are the last of them.

1006. US Assay Office San Francisco silver ingot. 999.5 fine, #284, 40.93 Troy ounces. The bar reads: “999.5/ FINE/ 284/ United States Assay office/ (pic of spread-winged eagle with shield)/ At San Francisco//40.93/ OZ.” 3.0” wide, 3.9” tall, 0.65” thick. The Assay Office marking is in a punch 2.1” long and 1.35” wide. No date. Provenance: Paul Franklin Collection. Est $1000-1500

1007. US Mint at San Francisco silver ingot. 25.10 Troy Ounces. At top is the traditional oval punch “Mint of the United States/ (pic of spread-winged eagle with shield)/ At San Francisco, all in an oval; / 1031/ 25.10 OZS/ 999.5 FINE//(blank)” &#x201C13” punched in the edge facing the reader. 2.3 x 3.6” x 0.5” thick. Provenance: Paul Franklin Collection. Est $750-1500

1008. US Mint San Francisco silver ingot. “U.S. MINT/ 1958/ (pic spread-winged eagle with shield/ SAN FRANCISCO” in circle 1” in diameter. Beneath the US Mint punch: 1033/ 24.06 OZS/ 999.5 FINE.//(blank) The number 13 is punched in the end facing the reader. Provenance: Paul Franklin Collection. Est. $600-1200

1009. US Mint Philadelphia silver ingot. &#x201CU. S. MINT/ 9pic of spread-winged eagle with shield)/ PHILADELPHIA all in circle1” in diameter/ NO. 29/ OZS25.86/ FINE/ 999./ 1946 (upside down)//(blank) The number 10 is punched upside down on the end facing the reader. 1.5 x 4 x 0.75” Provenance: Paul Franklin Collection. Est $600-1200




1010. US Mint San Francisco silver ingot. “U.S. MINT/ 1959/ (pic spread-winged eagle with shield/ SAN FRANCISCO” in circle 1” in diameter. Beneath the US Mint punch: 5.06/ OZS/ 999.5 FINE.//(blank) The number 40 is punched in the end facing the reader. This is exactly the type or size of ingot that Franklin had been requesting from the various Mint and Assay Office personnel. Provenance: Paul Franklin Collection. Est. $500-900 PF

1011. US Mint, San Francisco Silver ingot. This ingot is unusually marked. It did not have a side with a high polish, thus the oval Mint punch is poorly readable. It is different from many of the Mint ingots in that the corners have had assay chips taken at least four times. The ingot reads: “206/ MINT OF THE UNITED STATES/ (pic of spread-winged eagle with shield)/ AT SAN FRANCISCO” in an oval 1.25” long, and 0.75” tall/ 136/ 999.75 FINE. “ with the number “33.86 OZS” punched vertically at right on the top face. Assay chips taken from the lower right and left corners. This is thought to predate the mid 1940’s dated silver ingots. But the date is uncertain, thought to be post-1900. Est $750-1500

1012. No Lot

1013. Nevada. Lead Ingot, c.1840. About 11” long, and slightly twisted. The only markings besides a series of raised bumps and line patterns are the letters F and K. Probably from the Missouri lead mines with commercial production in America before 1850. This ingot was found by a prospector in the 1930’s along the Emigrant Trail in Nevada. In the early 1900’s the trail was scattered with debris from wagon trains heading west that had to discard items to keep the wagons light as the teams ran out of water and strength. We know of four different lead ingots found along the trail. All are about the same size and were most probably for making bullets. Heavy oxidation. Est. $400-800

1014. Ingot. Nickel. Federated Metals Corporation Nickel Ingot, c.1925. A four pound ingot with raised letters on top “St. Louis. Chicago. Federated Metals Corporation. FM. Genuine. Genuine. San Francisco. New York. Newark. Pittsburgh.” At each end are XXXX and Nickel. No ingot number. About 9 inches long, 2 inch wide and 1 inch thick. Federated Metals took over the operation of Great Western Smelting & Refining Co located in Chicago, in 1924. The company had gross sales of $51.6 million in 1925, with 26 branch offices and seven smelters that processed 300 million pounds of metals. Production continued steadily through at least 1929. This nickel ingot is from a very early period of industrial nickel usage. Very few of these ingots survive today. Very fine. Est. $400-800

1015. Ingot. Copper. Copper Ingot punched F W C. 2.5 x 1 x 0.75”, about 5 ounces, trapezoidal. This ingot was reported to us as possibly from the Pearce area of Cochise County, Arizona. However, we can only find three mines in the west with the initials FW or FWC, which we assume is “FW Copper”. These are: Frederick Ward Copper of Goodsprings, Clark County, Nevada; Four Winds mine in the Harqua Hala District, Yuma County; and the Fort Worth Mine in the Cave Creek district in Maricopa Co. Both of these last two are primarily gold districts, thus we tend to eliminate them from consideration. Pearce was a silver-gold district, which also presents problems. Our consignor reports that the ingot came from an Arizona collection. We are stumped on the identification of this ingot, unless it is from the Goodsprings deposit. It appears to date to about 1900 and could easily be the initials of the mine superintendent. Fred Corning was a western mining engineer, c1875-1900, but we could not find his middle initial. The ingot weighs about 1.5 Troy ounces. Est. $100-300

1016. Ingot. Copper. Atocha Copper Ingot. On September 6, 1622, the heavily laden treasure galleon of King Philip IV’s Terra Firme Fleet struck a reef and sank in a raging storm. Two hundred and sixty people perished and tons of gold, silver and other precious cargo were lost to the sea. All attempts to locate the shipwreck failed until the discovery of the primary cultural deposit on July 20th, 1985. The Nuestra Senora de Atocha had a number of copper ingots on board, which were valued the same as silver. These ingots were cast from copper mined on Cuba and poured in crude sand cast moulds. Many retain the shape of the shovel impression in the sand. Copper was as important as silver because it was used in the making of bronze, an alloy necessary for the making of cannons. In 1622, copper was scarce, in some cases even more so than silver. It was not until later in the 17th century that the great copper deposits in Europe were located. This ingot is 15 inches long, 8 wide and about 2 thick. Flat bottom and one square end. 26 pounds. Est. $600-1200

1017. Nevada. Storey. Virginia. Silver Presentation Ingot to Honor William Sharon. Large presentation ingot (about 6 Troy ounces) for a celebration honoring William Sharon “by his old friends of the Comstock Lode”, 1876. This large silver ingot bears A. A. Selover’s name on the obverse. The ingot was made for an all-out surprise celebration for Sharon and his friends.

The Story of the Event

The party was at the Palace Hotel, built by Sharon’s old boss William Chapman Ralston. Ralston had committed suicide several months earlier after the Bank of California’s failure. It was at one time the largest and most powerful bank in the United States. The Bank had made it through the failure with the help of Sharon and friends.

The private affair had all the accoutrements of an inaugural ball, but was exceptionally private. Flowers were everywhere. The Palace Hotel manager, Mr. Warren Leland was told to spare no expense, and none were spared, according to an article in the San Francisco Examiner the next day:

“It is fair to presume that the grand dinner spread in honor of William Sharon, in the Palace Hotel, on Tuesday Evening, has never been equaled in good taste or elegant surroundings on this continent. An enthusiast might say that “it was fit for the gods” and it is doubtful whether there would be any exaggeration in such an assertion…No public announcement of the intended gathering was given, and Mr. Sharon was ignorant of the arrangements until he was escorted into the banquet hall.”

The attendees were all old friends of Sharon’s “long before he found the means to build up a fortune.” Twenty men sat at a single table. D. O. Mills, famous California banker sat at one end, and General John F. Miller of the Alaska Commercial Company at the other end. Judge Levi Parsons from New York sat at Mills’ right and E. J. “Lucky” Baldwin sat at Mills’ left. William Sharon sat at Miller’s right, and Judge Heydenfeldt at Miller’s left. Seated down the two sides were a familiar lot to those students of early Comstock history: Thomas Bell, William Lent, and W. Alvord, all part of the original Gould & Curry company; William Morris Stewart, champion Comstock lawyer and later Senator; Wood, A. Head, and Bob Morrow, all early claim stakers on the Comstock from Nevada City and Grass Valley; J. Shaw, J. Skae, both mine superintendents on the Comstock (Morrow was also supt. of the Savage); and G. S. Dodge, A. Gansl, A. Selover, Sta. Marina, D.L. Bliss, and Steinhart. Sharon, Alvord, and Mills were also directors of the Bank of California.

While the men celebrated and told stories to one another, a band played nearby. There were no speeches, simply a celebration of friendship in its grandest form. The ingots were so exciting to the men and news media, that they were described in detail in the Examiner.

“At each plate were glasses for eight different kinds of wine. The napkins were folded flat, and on each was a delicate bouquet. Beneath the napkin was a bill of fare engraved on solid silver, dug from the Comstock lode, and highly polished. These measured about 6 1/4 by 4 1/4 inches... On the front of this novel and costly affair was inscribed in ornamental text and script…” words about the celebration and the menu, fit for a king. An observer “laughingly remarked … Everybody went away from the dinner with a silver brick in his hat.”

Abia Selover

This ingot belonged to Abia A. Selover (1823-1898), and it bears his name. Selover came to California in 1849 around the horn. He experimented with gold mining, probably with great results because he was a wealthy man. In May of 1850 he was elected in the first election under the City Charter as an Alderman, serving a one year term. Also serving as an assistant alderman at the same time was William Sharon. John Geary was Mayor. This is where Selover met Sharon.

Selover was a busy businessman from the start. He and two partners, Middleton and Joice, formed the firm of Selover & Co. and proceeded to build the first “substantial brick hotel in San

Francisco,” according to historian Hubert Bancroft in his History of California, 1888. It opened in the autumn of 1850, built of 500,000 bricks with 100 rooms at a cost of $250,000, built under a 28 day completion contract. The Union Hotel had a 29 foot street frontage on the east side of Kearney Street and was 160 feet deep between Clay and Washington streets. Unfortunately, the hotel burned down in the disastrous “Great Fire” of June, 1851 that claimed a substantial portion of the commercial district. “The Union Hotel burned like a furnace,” reported Soulet et al in Annals of San Francisco, 1854.

In 1854, Selover was involved with some political shenanigans in an attempt to get Broderick elected to the US Senate. Even though the California Governor favored Broderick, the effort failed. Bancroft discussed the political maneuverings in detail. Bancroft’s nemesis, Theodore Hittel, in his History of California, 1898, gave a completely different slant to the affair. He reported the accusation that Selover and his banker friend Palmer (Palmer & Cook, bankers) had tried to bribe State Senator Peck with $5,000 to use his influence. The next year, Hittel reported, Selover was hired as auctioneer to auction off beach and water (front) lots in San Francisco. He ran such a crooked auction, that there were investigations, public outcry, and unknown ramifications of his rigging the auction. It seems Selover had identified the key properties worth thousands, and instead of selling them in an orderly fashion as they were listed in the “catalog”, he skipped all around, selling in a haphazard manner that only his associates were aware, resulting in the best lots selling for $8 under a fast hammer before the crowd could find their places in the catalog. &#x201CThe sale was unique for trickery and sharp practice,” said Hittel.

Just a few years later, Selover’s close friend John C. Fremont ran for President of the United States. He and the banking firm of Palmer & Cook were among Fremont’s greatest supporters, and Selover was a large donor to the campaign. Bancroft surmised that Selover would have been given a public office. Afterwards, he seems to have faded in San Francisco public life. He remained listed in San Francisco directories through about 1862 as a real estate investor living at the Lick House, but disappeared from the directories by 1865, probably from a move out of the area, since his reputation was severely soiled.

Stewart and His Ingots

The silver ingot was the perfect gift for all the attendees. Nearly all the men were heavily involved in mining at one time. Most were on the Comstock at the beginning. A very fresh story would have been shared about silver ingots, told by Senator Wm. Morris Stewart. Stewart had headed a bunch of investors along with John P. Jones in the mines at Panamint, California. In 1875 they pulled out a million in silver, but were acutely aware of highwaymen just waiting for the bullion laden wagons to come down the treacherous canyons out of the Panamints. The mountains are so rugged, that there is about 6000 feet of relief in just over a mile of horizontal distance. Even the mighty Wells Fargo & Co. would not dare to establish an express office there for fear the risk of robbery was too high. &#x201CThey said they wouldn’t run any risks at Panamint, not with that bunch of highwaymen lying around just waiting to swoop down and gobble up every dollar in sight.” Stewart needed a plan. “Finally I hit on a scheme. I had some moulds made in which a ball of solid silver could be run weighing 750 pounds. Then I began smelting the ore, and I ran out enormous cannon balls of the precious stuff that could have bombarded a battleship. When the road agents saw what I was doing, their eyes stuck out of their heads…they acted as though I had cheated them out of property…”

Conditions Surrounding Sharon’s Rise to Power.

Sharon was manager of the Bank of California in Virginia City. He had been hand picked by Ralston. He was a man who knew failure, and Ralston felt was not likely to want to fail again. Ralston told his Board that Sharon was the best poker player he had ever known. He could beat any of the Board at any game of business they chose, so that’s why he should head the Virginia City office. He would be the best manager of money and bank affairs they would ever hope for.

There was a crash on mining stocks in May, 1872, which persisted until 1875. Another stock panic hit in August, 1875, which crushed the Bank of California, once considered “the strongest banking institution on the Pacific Coast.” The great bonanzas of the Crown Point and others were only temporary fixes in a stock market that was wild with excitement and activity.

There was a run on the Bank of California on August 26, 1875. They closed on the 26th. Ralston had surrendered the Palace Hotel, one of his jewels, which was not yet finished, to Sharon on the 25th. He had absolute confidence in Sharon. “They were closer than brothers” wrote George Lyman in Ralston’s Ring. Ralston surrendered all of his personal property to the Bank for the benefit of the depositors. But he was deceived. That day, Ralston had not a friend, as the entire Board turned against him, and left the bank in resignation. He would never return. Mills was instructed to tell Ralston of his dismissal, which was done the next day. In the afternoon, he walked into the ocean and never came out alive. In the ensuing crash, the value mines of the Comstock shrunk to one thirtieth of their value that they had on Jan 1, 1875.

D. O. Mills, the first president of the Bank of California when it was organized in 1864, became president once again, and secured the funding necessary for the Bank’s reopening, which was on October 2. Sharon was a huge asset, tying up loose ends in Nevada and San Francisco. W. Alvord became the vice-president. The stock exchanges in San Francisco, also closed because of financial panic, reopened on October 5. The Bank went on to great success and is alive today.

Ingot Importance and Description

This ingot is important not only because of its rarity and of its presentation value to William Sharon, but because of what it represents. It is a remnant of an important turning point in California financial history, recognizing the great mines of the Comstock and the great bankers of California all at once. There would have been sad discussion of the tragedy of Ralston, but happiness at the success of the Palace Hotel, just completed, and of Sharon’s election to the Senate over his bitter rival James G. Fair, one of the Comstock kings. They would have discussed the old times on the Comstock in 1859-60, and their luck in California during the gold rush.

The ingot measures 6.2 x 3.95” with rounded corners. It is one millimeter thick and weighs about six Troy ounces. A 3 millimeter hole was drilled in the top center so that both sides could be read when suspended, though there is no wear in the hole. It has been highly polished, perhaps to hide some minor corrosion near the edges that appears to have been caused by a spill of some of the cham

pagne that was poured that night in 1876. While another of these ingots may exist in some museum archive, this is the only one made for Abia Selover, and is one of the few of these ingots remaining. There is a 1970 note with this ingot that photographs of it were provided for a Time-Life book series “Foods of the World.” We were unable to check these books to verify if the ingot was used as an illustration. [ref: San Francisco Examiner Feb. 9, 1876; Bancroft, v6 pp185, 189, 217, 684, 687, 702.; Soulet et al, p606; Hittel v4 pp146, 184-5; various SF directories] Est. $7,500-$15,000

ASSAY RELATED

1018. California. Shasta. Shasta. San Francisco Assaying & Refining Works, 1869. A Memorandum of Bullion Deposited, dated March 5, 1869. The ore was from Kruse & Euler, for a final total of 56.28 ounces valued at $1034.46. Vignette at left of a three story building that was the office of the company in San Francisco. Printed by Lith. Britton & Rey , SF. San Francisco Assaying & Refining were the successors of the US Assay Office. Very fine. Est. $100-200

1019. California. Siskiyou. Yreka. Rhodes & Lusk’s Express and Banking House Check. Date line: Yreka, Nov. 20 1853. Very fancy check that looks like a stock certificate. Fancy brown print on light blue paper. Written to A. Roman. Esq. For $100. Signed by Rhodes Lusk, of Shasta, and E. Wadsworth Rhodes & Lusk Agent. Printed in brown ink on light blue paper. Fancy print on left side. Rhodes and Lusk was a banking firm during the California Gold Rush. It also had an office in Shasta California. Size: 4” x 7 ½”. Folds. Extremely fine. Extremely rare. Est. $150-250.

1020. Colorado. Gilpin. Memorandum of Gold Bullion deposited at the Mint of the United States at Denver, 1894. Gilpin Co of Colorado deposited 14.85 ounces of bullion (736 fine) with the Colorado national Bank. Signed E. P. Luch, Acting Assayer in charge. Folds. Size: 4” x 11”. Extremely fine. Est. $150-250.

1021. Nevada. Esmeralda. Gold Point. Ohio Mines Corp Assayer’s Ledger Book, 1940. This lot also contains an “Examination of the Books and Accounts of the Ohio Mines Corporation at the Company property at Gold Point, Nevada, 1938”, 16 pages. The assayer’s book dates from 1940-42 with entries on every one of the 152 pages. Many claims are identified, such as Midnight, Chiatovich and Miller, for example. The first page indicates that a heap leach was in place with values from the pregnant solution. There are too many different entries to highlight them. The book has original hard covers with leather accents at corners and along binding, 11 x 14”. The cover is fair to fine condition. Gold Point was located about 10 miles southeast of Lida. Est. $150-300

1022. Nevada. Nye. Tonopah. Tonopah Assay Certificates, 1904-1920. Lot of 4 pcs. The oldest is from the Montana Tonopah MC Assay Lab for sample #681 that ran at 17.75 ounces gold pert ton valued at $345. The second is dated 1916, and is for 180,539 pounds of ore from the Tonopah MC worth a net value of $3264.92. Third is from Tonopah Assay Office & Electric Shop, 1919. The last is an Assay Certificate from Jameson & Davidovich, Assayers, 1920, with a sample run for McSherry worth $96.55 per ton. All very fine. Est. $50-100

1023. Nevada. Ormsby. Carson City. Donovan Reduction Works Bullion Deposit Receipts, 1929 & 1936. Lot of 2 different pcs. The 1929 receipt is for 519.59 ounces of gold deposited at the Carson City Mint. This receipt just pre-dates, September 20, the stock market crash. The second receipt is for 402.29 ounces gold and silver at the San Francisco Mint, July 1, 1936. Donovan Reduction Works clearly made it through the Great Depression and was still somewhat successful. Both extremely fine. Est. $100-200

1024. Nevada. Ormsby. Carson City. Memorandums for Depositing and Purchasing Silver Bullion. Lot of 4 pcs. The first piece is a memorandum of silver bullion purchased at the mint of the United States, at Carson, Nevada, dated Dec. 18, 1889. Memorandum no 237. This is stamped original. The account to be credited is the Bullion & Exchange Bank. Black writing on red printed, blue lined form. Size 5 ½” x 10”. Very fine. The second piece is a memorandum of silver bullion deposited at the Mint U. S. at Carson. Dated July 1, 1889.Memorandum no. 2. Black writing on a black printed form on white paper. Size 5 ½” x 10” Very fine. The third and forth pieces are memorandums of silver bullion deposited at the mint of the United States at Carson Nevada, for bars. Dated 1899 and 1904. Memorandum numbers are “6 B. A. and B. A#11. Black writing on a black printed form on white paper. One memorandum is stamped Paid by the State Bank and Trust Co of Carson City, Nevada. Memorandums have been folded and have some small tears, otherwise very fine. Size 5 ½” x 14”. Est. $300-500

1025. Nevada. Storey. Virginia City. Assay Report of Weigand & Co., September, 1882 for a rock (?) submitted by George Stephens and Co. fancy Masthead. S. Dowling was the assayer. 9 1/2” x 5 1/2”. Weigand was a half-crazed assayer who originally worked for the SF Mint, and was so bad that they tried to fire him. The Mint superintendent wrote a letter to president Lincoln discussing his inappropriate behavior. He later moved to Virginia City to start his own business, which was very successful, but eventually he blew himself up in his room. There’s more to the story. We have written Conrad Weigand up several times in our sales. Please refer to those write-ups. This piece is an assay for Geo. Stephens showing gold ore values. Est. $100-300

1026. Nevada. Storey. Virginia City. Wells, Fargo & Co. Express. Receipt for payment of $17,900 for purchase of 6 bullion bars from Virginia City from the Con California and Con Virginia Mining Companies, the two largest mining companies on the Comstock. 8 1/4” x5 1/2”. Est. $75-150

1027. Nevada. Storey. Virginia. Memorandum of Assay of Bullion. Lot of 2 pcs. The first piece is a memorandum of assay of bullion deposited at the assay office of Van Wych & Co., by Savage Mining Co Virginia, May 22 1865. It is no. 2397, 2398, and 2399. Central Mill is written at the top. The second piece is a memorandum of assay of bullion deposited at the assay office of Van Wych & Co., by Savage Mining Co. Virginia, May 6, 1865, #2254. Island Mill is written at the top. Both memorandums are written in black ink on a black preprinted form on white paper. Folded. Very fine and very rare. Est. $200-400 PF

1028. Nevada. White Pine. Treasure Hill. Original Hidden Treasure Mining Co Assay Report, 1872. Assay report from the Assay Office of the Original Hidden Treasure MC, Big Smokey Mill, Hamilton, Nevada, dated Sept 24, 1872, signed by Pope assayer. Printed in purple. The assay was run on pulp from the battery. Printer - A. H. Leary, SF. Original Hidden Treasure was the first discovery at Treasure Hill. It started the great rush to White Pine County, right on the heels of the Comstock, though ten years later. Since the Comstock had been such a success, thousands of miners took to the mountains in search of another bonanza. But though the few original mines at Treasure Hill and Hamilton yielded ores, there was never very much, and the boom busted within a year and a half. The remaining companies, including the Eberhardt, continued for more than 10 years, but never operated profitably. The Original Hidden Treasure mine was so rich at the surface that mineral specimens of hornsilver were sold by the pound. By 1872, the company was hopelessly broke, levying $32,000 in assessments (Raymond, Jackson). This is the first assay document was have seen for this company. Fragile along fold creases. Fine to very fine. Est. $100-200

1029. New York. Memorandum of Gold Bullion deposited at the U. S. Assay Office at New York, 1875. Donnell Sawson & Co. deposited 101.57 ounces of Gold Dust (889 fine). J. M. Flay signed as chief clerk. Printed in red ink on white paper. Folds. Ex. fine. Est. $150-250. fha

SCRIP & POSTAL

1030. Nevada. Virginia City. Society Of Pacific Coast Pioneers Scrip. Three different denominations. $5, $10, $20. March 1, 2, 9, 1877 all signed by R. H. Taylor as president and Su McGowan as secretary. All stamped “Paid” in the bottom center between the two signatures. The Society of Pacific Coast Pioneers was formed for the preservation of the history of western pioneers born in the west or territories prior to 1851. The Society built a fine building to house their goods, which contained much of the original Comstock history, as well as much of the gold rush history. Unfortunately, it burned in the great fire of 1875. They proceeded to raise money for a second building, but it is unknown what happened to the group, or their collections gained after the fire. Scarce. Est $150-300

1031. Postal History. Early Collection of Postmarks, Book. A beautifully laid-out book of more than 600 historical cut-out postmarks put together by Susie B. Pillsbury, Los Angeles, California, who signed her name on the first page and dated it Christmas 1888. The name Donald S. Ryder is stamped on the inside of the front cover and could be someone

who knew Susie. It is evident from the layout of the book that Susie took great time and pride in organizing her collection of 658 postmarks, which date from 1864 to 1886. With one exception, each lined page is devoted to a single state or territory, with the name of each appearing on the first line, in Susie’s elegant script. The pages are organized in alphabetical order, first for the states and the District of Columbia and then for the territories. The postmarks on different colored paper and of differing shapes (round, octagonal, elongated, shield shaped, horse-shoe shaped) have all been meticulously cut out along the lines and pasted in perfect rows and columns on each page. On average, there are 16 postmarks per state, a fewer for the territories. In all cases, no two postmarks come from the same town. States and territories represented: AL, AR, CA, CO, CT, DE, District of Columbia, FL, GA, IL, IN, IA, KS, KT, LA, ME, MD, MA, MI, MN, MS, MO, NE, NV, NH, NJ, NY, NC, OH, OR, PN, RI, SC, TN, TX, VT, VA, WV, WI., and the Arizona, Indian, Dakota, Idaho, Montana, New Mexico, Utah, Washington, and Wyoming Territories. 8 1/4 x 7”. True gem. Many of these postmarks are extremely rare, examples such as:

California: Ivanpah, 1881; Washington Corners, 1879; Hayden Hill, 1881.

Colorado: Sts. John, 1877; Fort Lyon, 1882; Empire City, 1883.

Nevada: Spring City, 1880; Panaca, 1880; Sutro, 1880.

Oregon: Wasco, 1883; Fort Klamath, 1881; Eagle Point, 1880; Cascade Locks.

Arizona: Hassayampa, 1883.

Indian Territory: Fort Reno, 1879.

Montana: Fort Custer, 1881; Blackfoot City.

Extremely fine condition. Est. $2000-4000.

4 Mrs. Molitor continued as the proprietress of the Belle Vue House, and by 1875 her daughter Sophie became a German teacher. Mrs. Molitor later sold the Belle Vue House and became a dressmaker.

3 Titus lived at 352 Stevenson with his parents.

2 Curiously, Bancroft wrote his History of California in the exact same building thirteen years later.

1 Ure, A.; A Dictionary of Arts, Manufactures, and Mines; 1853, v2,p848-9.

End Ingots