George A. Johnson & Company facts for kids

George A. Johnson & Company was a business started by three brave men: Benjamin M. Hartshorne, George Alonzo Johnson, and Alfred Henry Wilcox. They were pioneers who helped explore and navigate the Colorado River. This company began in late 1852. Later, in 1869, it changed its name to the Colorado Steam Navigation Company.

History of River Travel

Early Challenges on the Colorado River

The three partners came from different backgrounds. But they all shared one thing: they had tried to travel the Colorado River before. These early attempts were very difficult. They wanted to bring supplies to Fort Yuma, which was a very remote place back then.

At first, supplies for Fort Yuma came by sea from San Francisco to San Diego. From there, they traveled overland across the Colorado Desert. This was very expensive, costing $500 for every ton of supplies.

Alfred H. Wilcox's Journey

Because land travel was so costly, the Army tried a new plan in 1850. They sent an expedition to carry supplies by sea to the Gulf of California. Then they planned to go 150 miles up the river to Fort Yuma.

This journey was made by the Army transport schooner Invincible. It was led by Captain Alfred Henry Wilcox, who later became one of the company partners. Lieutenant George Derby commanded the whole expedition.

The Invincible picked up supplies in San Diego. It then sailed to the mouth of the Colorado River, arriving on December 25. Captain Wilcox tried to go up the river, but it was very hard. The Invincible drew 8 feet of water, meaning it needed deep water. It kept getting stuck at low tide, which was a big problem in the Colorado River Delta.

The ship almost sank because of a huge tidal bore. This is a strong wave that rushes up the river after low tide. On January 3, 1850, about 30 miles upriver, Captain Wilcox had to stop. The water was too shallow. Local Cocopah people agreed to take a message to Fort Yuma about the ship's arrival.

After waiting for days, Lieutenant Derby decided to try to reach the fort by longboat. He thought the fort was closer than it was. Two days later, they met the fort commander, Major Samuel P. Heintzelman. They arranged to unload the ship's supplies onto wagons sent from the fort. Captain Wilcox and Lieutenant Derby then returned to San Francisco. Lieutenant Derby suggested that a shallow, flat-bottomed steamboat would be best for river travel.

Hartshorne and Johnson's Attempts

The next try came from George Alonzo Johnson and his partner, Benjamin M. Hartshorne. They had first met when they started a ferry business at the Yuma Crossing. After selling their ferry, they returned to San Francisco.

These partners got a contract to supply Fort Yuma. They arrived at the river's mouth in February 1852. They were on the schooner Sierra Nevada, also under Captain Wilcox. They had 250 tons of supplies and two flatboats that could be taken apart.

They put the flatboats together to pole them up the Colorado River. But the first boat sank, losing all its cargo. The second boat finally made it to Fort Yuma after a long struggle. But it carried very little, and the soldiers quickly used it up. So, wagons had to be sent again to bring the rest of the supplies overland from the river's mouth.

Both of these early attempts failed. The river had extreme tides, strong currents, shifting sandbars, and low water. Bringing supplies overland from the river's mouth was better than the San Diego route. But it meant going into Mexican territory, which was against the Treaty of Guadalupe Hidalgo. It also meant paying extra Mexican customs fees.

The Uncle Sam Succeeds

After Hartshorne and Johnson's failure, James Turnbull got the next contract. He listened to Lieutenant Derby's advice. Turnbull sailed with supplies and a disassembled steamboat called the Uncle Sam. This was a 65-foot-long side-wheel paddle steamer.

He had the Uncle Sam put back together in the Colorado River Delta. In just two months, Turnbull successfully brought supplies 120 miles up the Colorado River to Fort Yuma. He arrived on December 3, 1852, after a 15-day trip. He even took some passengers upriver to celebrate his success.

The Uncle Sam had a small 20-horsepower engine and could only carry 35 tons of supplies. It made trips for four more months, finishing the supply delivery. It could do a round trip in 12 days. Sadly, the Uncle Sam sank at its dock in May 1853 due to carelessness. It was then washed away in a spring flood.

Turnbull had returned with a new engine, but his boat was gone. He disappeared, leaving debts. However, Turnbull had proven that steamboats could solve Fort Yuma's supply problem. He showed that the Colorado River could be navigated. This success inspired George Alonzo Johnson and his partners.

Starting and Growing the Business

George A. Johnson & Company Begins

In late 1852, George Alonzo Johnson, Benjamin Hartshorne, and Captain Wilcox formed George A. Johnson & Company. Turnbull's financial problems allowed them to get the next contract to supply Fort Yuma.

Johnson and his partners had learned from their past failures. They also saw the success of the Uncle Sam. They brought parts of a more powerful side-wheel steamboat, the General Jesup, from San Francisco. They put it together at the mouth of the Colorado River.

The General Jesup reached Fort Yuma on January 18, 1854. This new boat could carry 50 tons of cargo. It was very successful, making round trips in only four or five days. Shipping costs dropped to $75 per ton. The company made $4,000 per trip with this new route.

The new steamboat was fast for two reasons. First, it had a powerful engine. Second, the company set up "wood-yard landings" along the river. These were places where associates supplied wood for the steamboats. This meant the crew didn't have to stop and gather wood, like the Uncle Sam crew did.

These landings were placed so a steamboat could travel between them in a day. Steamboats did not travel at night because of dangers like sandbars or snags. The boats would tie up overnight and get refueled with cut wood. The wood-yards were owned by Yankees, who hired Cocopah people from local rancherias to cut wood. They used cottonwood or mesquite trees. Cocopah men also worked as deckhands. They knew the river well and could spot dangers quickly.

The Business Grows

In August 1854, the boiler of the General Jesup exploded while going upriver. The engineer died, and two others were badly burned. But by December 1854, the boat was running again with new parts. This was the only such accident for Johnson's company.

From 1853, ranches near the river started supplying Fort Yuma with beef and barley. Gold was also found upriver that same year. By 1854, copper mines opened 40 miles above Fort Yuma. This gave George A. Johnson & Company their first commercial cargo to ship. Old Mexican mines reopened, increasing traffic for machinery and ore.

By 1855, the company needed another boat. In December 1855, Johnson had John Gunder North build a new steamboat in San Francisco. It was shipped in sections to the Delta. North assembled and launched the 120-foot-long Colorado. It had 80 horsepower and could carry 70 tons of cargo while only needing 2 feet of water. It was the first stern-wheeler on the river.

Once the Colorado cleared the backlog of cargo, Johnson looked for more work. He knew that Brigham Young wanted a river route to Mormon settlements in Utah. Merchants had also been interested in trading with Mormons by river since 1852. A fur trapper named Antoine Leroux had even rafted down the Colorado from the Virgin River in 1837.

Johnson helped get money from Congress for a military expedition in 1856. This expedition would explore the Colorado River above Fort Yuma. Johnson lent them one of his pilots, David C. Robinson. Johnson, at his own cost, took the General Jesup upriver first. He explored the river up to Pyramid Canyon, reaching its first rapids.

Even with this exploration, the upper river areas were not settled until after the 1858-59 Mohave War. After the war, Fort Mohave was built. The General Jesup and the Colorado carried troops and supplies for the Mohave Expeditions. They earned $500 per day. They then got contracts to support army posts like Camp Gaston and Fort Mohave. Supporting Fort Mohave became the first big reason for steamboats to go upriver. Soon, gold, silver, and copper mining towns also needed supplies.

The discovery of gold by Jacob Snively in 1858–1859 started the first Arizona gold rush. This led to the town of Gila City near Fort Yuma. In 1859, gold was found at the Pot Holes in California. In August 1859, Johnson replaced the General Jesup with the 140-foot stern-wheeler Cocopah. It had a shallow 19-inch draft, making it perfect for the upper Colorado. All future steamboats on the river followed its design.

In 1860, more gold was found at La Laguna. In April 1861, as the American Civil War began, gold and silver were found in El Dorado Canyon. This was near what was thought to be the highest point for river travel. George A. Johnson offered to supply these mines with his steamboats for $100 a ton. This was much cheaper than the $240 a ton for overland freight from Los Angeles.

The Civil War and River Trade

During the American Civil War, California Volunteers (Union Army soldiers) took control of the Yuma ferries. They built up Fort Yuma's defenses and supplies. Johnson's steamboats brought all these supplies from San Francisco. The California Column launched its campaign to fight the Confederate Army in 1862. They used a supply base in Arizona City, which was also supplied by Johnson's steamboats. When Fort Mohave was reoccupied in 1864, Johnson's steamboats supplied it too.

These government contracts were Johnson's main income. But soon, the booming mining trade along the Colorado and in Arizona's interior added much more business.

In January 1862, Pauline Weaver found gold near the Colorado River in Arizona. This started the rush to the La Paz Mining District. New gold strikes were found nearby, leading to the town of La Paz.

Many new mining districts were formed in 1863. These included the Pyramid Mining District and the San Francisco Mining District near Fort Mohave. The Sacramento Mining District was established by soldiers. John Moss founded the Waubau Yuma Mining District. In California, silver was found in the Providence Mountains, leading to the Rock Springs Mining District and Macedonia Mining District. Soldiers from Fort Mohave found copper in the Dead Mountains of California, creating the Irataba Mining District.

New towns and landings grew to support these mines. Mohave City was founded near Fort Mohave. Then Irataba City appeared, followed by Hardyville in March 1864. Hardyville became a key ferry and landing point, supported by Johnson's steamboat company.

North of La Paz, a copper strike led to the Williams Fork Mining District with its landing at Aubrey City. More copper was found in California and Arizona. New gold placers were found south of La Paz in the Picacho Mining District. Reliance Landing served this area. Across the river in Arizona, gold was found in the Castle Dome Mountains. Silver-lead ore was also found, creating the Castle Dome Mining District. Castle Dome Landing was built to serve it. In 1864, silver and gold were found in the Eureka Mining District. It was served by the Williamsport landing.

In Arizona's interior, Fort Whipple was built. Gold mines and towns like Prescott and Wickenburg boomed. These areas were mainly supplied by roads from the Colorado River landings, like the La Paz - Wikenburg Road and Hardyville - Prescott Road.

The Colorado River Gold Rush made George A. Johnson and his partners very rich. Johnson and Wilcox married into wealthy Californio families. Johnson bought Rancho Peñasquitos and became a politician in California. Wilcox became a banker in San Diego. Hartshorne, who ran the company from San Francisco, invested in the California Steam Navigation Company and became its president.

Management of the steamboat fleet was given to Issac Polhamus, the senior captain. The river business, which started with government contracts, was now mostly about trade from mines and settlements. However, Johnson's company had not increased its number of boats. Even after rebuilding the Colorado I into the larger Colorado II in 1862, they still only had two steamboats since 1859.

Competition and Monopoly

New Companies Appear (1863–1864)

By late 1863, supplies for the mines and towns were piling up. Ships were waiting at the river's mouth or at the dock in Arizona City. Not enough supplies were getting through, causing shortages and very high prices upriver. Ore from the mines was also piling up at the landings, waiting to be shipped out.

The Cocopah could make quick trips during high water in May and June. It carried sixty tons of freight in four days. But as the river level dropped, trips became slower and carried less cargo. By December, the Cocopah could only carry eighty tons a month. Trips further upriver took even longer. The Colorado faced similar problems. By fall 1863, there were 1,200 tons of freight waiting. Ore was also waiting at each landing upriver. Some cargo had been waiting for months and would have to wait until May.

From the start, Johnson Company's prices were seen as too high compared to other rivers. Merchants in La Paz, 280 miles upriver, complained about the $75 per ton charge. Meanwhile, Williamsport, 80 miles downriver, paid only $25 per ton. In 1863, as goods ran out and prices soared, steamboat captains even bought goods themselves. They sold them upriver for a quick profit, leaving behind shipments meant for merchants. This stopped in November when the Cocopah got stuck on a sandbar.

Merchants and miners held a protest meeting in La Paz on December 1, 1863. They said the Johnson Company was a monopoly trying to control the mines. They decided to send a representative to San Francisco to ask for a rival steamboat line. In San Francisco, Samuel "Steamboat" Adams convinced the Chamber of Commerce to support a new line. Merchants raised $25,000. Adams persuaded Captain Thomas Trueworthy to send the steamboat Esmerelda and a schooner called Victoria to the Colorado River. This new company was called the Union Line. The Victoria was supposed to be a store ship, but it was destroyed by the tidal bore soon after arriving in March.

After arriving, Captain Overman built the Black Crook. This was the first tow barge used on the Colorado River. It was 128 by 28 feet and could carry 100 tons of freight. These barges were towed behind the steamboat. In early May, Trueworthy took the Esmerelda upriver with the Black Crook in tow. They reached Fort Yuma in three days and eight hours.

Johnson Company raised freight rates to his mines in late 1863. Seeing the chance for profit, Alphonso F. Tilden of the Philadelphia Silver and Copper Mining Company put a second rival steamboat on the river. This was the Nina Tilden. Built in San Francisco and launched in July 1864, it could go 16 knots and carry 120 tons. It could also tow a 100-ton barge. Captain George B. Gorman brought the Nina Tilden to the Colorado River. In September, Gorman also started competing with Johnson Company and the Union Line. He towed the barge White Fawn.

Competition (1864–1866)

When Johnson realized how serious the competition was, he ordered a new steamboat, the Mohave, which was ready in May 1864. He also tried to control as much cargo as possible. He shipped goods a short way upriver to a landing called Gridiron. This gave him a legal claim on the cargo, so his competitors couldn't take it. This left his rivals with less freight to carry.

Johnson also bought most of the wood at the wood-yard landings. This forced his competitors to gather their own firewood or set up their own wood-yards, slowing them down. The Johnson Company also cut shipping charges to La Paz to $40 a ton to calm the merchants.

"Steamboat" Adams accused Johnson & Company of trying to sabotage the Esmeralda. He said they damaged its machinery, set fires, cut its ropes, and tried to wreck it with floating logs. Its owner, Trueworthy, complained that Johnson's influence prevented him from getting insurance on his boat and cargo.

Soon after the Esmeralda and its barge started running, the Mohave was launched in May. This gave Johnson three boats, just as the flood waters came, making fast and heavy trips possible. By September, the Nina Tilden was also carrying goods. With five boats and two barges, the freight backlog quickly ended. By fall 1864, boats were sitting idle. Johnson & Company was protected by its government contracts, but Tilden and Trueworthy needed more commercial business to survive.

The only new business for the rivals was to serve settlements in Utah, upriver at a landing called Callville. This could cut transportation costs by $100 a ton. Trueworthy tried to reach Callville in early 1865 with the Esmerelda. But he turned back at the Roaring Rapids in Black Canyon when he heard his buyers had left Callville. Trueworthy had to tie up his boat and travel to Salt Lake City to sell his cargo. Johnson's associate, William Harrison Hardy, had already reached Callville first in January. He used a flatboat to pole and sail 90 miles from Hardyville to Callville in 12 days.

Consolidation (1866–1867)

In summer 1865, the Esmerelda of the Union Line and Tilden's Nina Tilden joined forces. They formed the Pacific and Colorado Steam Navigation Company, led by Thomas E. Trueworthy. Trueworthy tried again to reach Callville in summer 1866. The Esmeralda, with a barge and ninety tons of freight, reached Callville on October 8, 1866, after three months.

The trip was slow due to lack of firewood. At what became known as the Ringbolt Rapids, the boat wasn't powerful enough. They had to set a ringbolt in the canyon wall and pull the boat through with a rope. Despite reaching Callville, the Esmerelda was seized by the Sheriff of Yuma County when it returned to Arizona City. This was because of debts owed by Trueworthy's company. It then went to the Arizona Navigation Company, another company formed by creditors, but that also failed.

Monopoly (1867–1869)

When the last attempt to save the rival steamboat line failed, the Esmerelda and Nina Tilden were sold in fall 1867 to George A. Johnson & Company. The Esmerelda was too small and not powerful enough for the Colorado River, so it was taken apart in 1868. The Nina Tilden continued to be used until 1873. In 1869, the company was reorganized with more money and new partners. It became the Colorado Steam Navigation Company.