Within the 90 foot elevation change of the lake, it was proposed that all standing and down timber, brush over 6 feet high or with trunks greater than 2 inches in diameter would be cleared out. Trees whose height reached to 360 feet in elevation would be topped to 10 feet below the expected low water elevation.
By the time of the Army Corp report conducted its inventory most of the North Fork Ditch had been lined with concrete. Many of the appurtenances were also concrete such as wasteways, intake structures and sluice gates. Of the 37 flumes, 32 were constructed of timber and only 5 were metal. The timber flume construction allowed them to be built with small changes or bends in the direction to navigate around boulders and hillsides. The metal flumes, by contrast, were best adapted to spanning a small ravine in a straight line.
While SVRR was planning the extension, Charles Lincoln Wilson incorporated a new company called the California Central Railroad in 1857 with Theodore Judah as Chief Engineer and Wilson as the appointed contractor. I have found no actual map filed, thus far, with the state by the California Central Railroad, but it’s probably floating around someplace. However, in 1864, the Central Pacific Railroad filed a map of their lower division from Sacramento to Auburn. On it the CCRR is depicted in the relative alignment indicated by the SVRR extension map.
There is no record of when the last Native American camp ceased to exist in the Folsom Lake region. Many historians note that by 1853, most of the Native American population had dispersed, move south, died in conflicts with immigrant settlers, or died of disease. But there is no doubt that there was a thriving Native American population and culture along the north and south forks of the American River. Where Native Americans once ground acorns, skinned deer, or fashioned tools from local rocks, Folsom Lake visitors now fish, hike, ride horses, bikes, and have picnics.
The short story of B. N. Bugbey was that he ran a fairly successful vineyard along the South Fork of the American River in El Dorado County. He made wine, brandy, champagne, sold vine cuttings, was the Sheriff of Sacramento County and its tax collector. He also went bankrupt, lost homes and businesses to fire and lost his wife to a freak riding accident, but never seemed to give up on life. Even into his 60s, he was still running for office and active in public life.
Within the rate submission was a detailed outline of the Natomas water canal along with photos of the Natomas Dam on the South Fork of the American River, the New York Ravine wooden siphon, and other pictures detailing the canals and flumes. The detailed history of the Natomas canal ownership along with a complete inventory of the structures submitted with the application for higher water rates gives a glimpse of this important gold rush era water works project.
What the house lacked in modern amenities, according to John, was more than made up for in the wild El Dorado County countryside that surrounded it. Fostered by the books John’s father read to him, his imagination blossomed and streams, fields, and hillsides were his land of adventure. There were whales to harpoon, witches to avoid, and Indian wars to recreate. By virtue of being an only child, John was forced out into the sunshine and fresh air to create his own daily entertainment.
It was a stroke of luck that I stumbled upon the original 1861 map of the Sacramento, Placer & Nevada Railroad (SPNRR) map in the California State Archives. With a digitized version of the original map, I could then compare the constructed rail line to modern roads and Folsom Lake shown on 20th century maps. While the 1861 and modern day maps don’t align perfectly, there are enough similarities to confirm suspicions of the route through the Folsom and Granite Bay areas.
I’m a typical history nerd who daydreams while driving about old trains or historical events that took place on the same road I’m driving over. The daydreams turn obsessive when I’ve read and researched about certain historical events and I can almost recreate them in my mind. A good example is the path the California Central Railroad took from Folsom to Roseville, California, in 1861. I’ve driven and walked over so much of the rail grade that is accessible, and thought about its construction and daily operations, that I finally made a video about retracing the long forgotten railroad grade.
With just four Live Oaks (Quercus agrifolia nee) in my backyard, I will usually rake up 2 to 3 wheelbarrow loads of acorns every fall. Until I started reading about Maidu Native Americans that lived in the Granite Bay area of California, I hadn’t considered acorns as a food source. After I had documented numerous Native American acorn grinding-hole sites around Folsom Lake, I figured that I should try and prepare some acorn mush that was a staple of the Native American diet prior to the gold rush of the 1850s.