San Francisco – The Intelligent Collector Magazine

Efforts Under Way (Again) to Divide the Golden State

Albert Bierstadt’s 1872 oil on canvas *Mount Brewer from King’s River Canyon, California*, sold for $602,500 at a November 2012 auction.

By Jim O’Neal

On June 4, 1965, the California State Senate voted 27-12 to divide California into two separate states. To make the proposal effective, it required approval by the State Assembly, followed by both California voters and the U.S. Congress. The plan failed to generate enough support in the State Assembly and did not proceed. In 1992, the State Assembly passed a proposal to allow a referendum vote in each county to partition California into three states: North, South and Central California. In a twist, this time the proposal died in the Senate.

These were not new or even unique legislative actions. Since California became the 31st state to join the United States in 1850, there have been more than 220 similar attempts, obviously none successful. Even while California was under Spanish rule, the province was divided into Alta California (upper) and Baja California (lower). Alta California was the portion that entered the Union, while Baja remained a territory under Mexico rule. It is now one of Mexico’s 31 states … an extremely nice place for turistas to enjoy the sun, sand, fishing and golf.

After Lewis and Clark finished their historic expedition to map out exactly what we actually acquired from France via the Louisiana Purchase, President Jefferson envisioned the Northwest area eventually becoming an independent country … the “Pacific Empire.” He thought it might include a good chunk of Canada, along with what is now Washington, Oregon and Idaho. The war with Mexico trumped that idea when we ended up with the United States expanding into the western Pacific area from San Diego to the Canadian border, followed by the discovery of gold, which ensured dramatic migration from east to west.

One of the more interesting episodes in carving up California in the 20th century is worth re-telling. In October 1941, the mayor of a small town in Oregon announced that four counties in Oregon planned to unite with three counties in Northern California to form the new state of Jefferson, in honor of the late president. On Nov. 27, 1941, a group of armed men stopped all traffic on U.S. Route 99 and handed out copies of their Proclamation of Independence for the State of Jefferson, along with their intent to secede from the Union. On Dec. 4, 1941, they selected local district attorney John Childs to be the governor of Jefferson. Alas, their efforts were foiled by Japanese bombers at Pearl Harbor three days later.

My friend Stan Delaplane won the 1942 Pulitzer Prize for a series of articles on the State of Jefferson that appeared in the San Francisco Chronicle. However, Stan’s bigger claim to fame was convincing the owner of the Buena Vista Café in San Francisco to introduce Irish coffee (after he had it at an airport in Ireland). The café is now one of the “must do” destinations in San Francisco, near the wharf area where the cable cars turn around. The BV claims they sell more Irish whiskey than anywhere in the world: 100 bottles a day, equal to 2,000 special recipes of Irish coffee. It is also a great people-watching place. Everyone you know will end up in the BV (if you are patient).

Stan worked for the Chronicle for 53 years and one of his favorite lines was, “Years ago, someone tilted the United States and all the loose nuts and bolts rolled to California.” What a terrific place for a writer, with new stuff happening every day!

Currently, there is another effort to create a New California as authorized and certified in Article 4, Section 3 of the U.S. Constitution. (The last time it was invoked was on June 20, 1863, when West Virginia detached from Virginia). The current proposal envisions New California (population 15 million) and California (population 25 million), and on Jan. 15, 2018, issued a Declaration of Independence with the intent to form a 51st state. These plans have been revamped to include an “autonomous Native American Nation.” The Calexit proposal (modeled after Brexit) establishes a non-reservation nation for American Indians through retrocession, primarily using federal land.

This form of reparation will see the state sliced down the middle, from Oregon to Mexico, with the coastal half remaining the home for two-thirds of the existing population. All that’s left to get the proposal on the 2021 ballot is 365,000+ signatories.

Let’s hope that what happens in California stays in California!

JIM O’NEAL is an avid collector and history buff. He is president and CEO of Frito-Lay International [retired] and earlier served as chair and CEO of PepsiCo Restaurants International [KFC Pizza Hut and Taco Bell].

Eisenhower Crucial to ‘Greatest Engineering Project in World History’

eisenhower-inaugural-photograph-signed-by-four-presidents — A photograph of President Dwight D. Eisenhower’s inauguration on Jan. 20, 1953 – autographed by Eisenhower, Richard Nixon, Harry Truman and Herbert Hoover – realized $8,365 at an October 2006 Heritage auction.

By Jim O’Neal

As federal war-game planners considered their objectives in mobilizing a West Coast battle response, railroads were quickly ruled out because they could not carry the amount of equipment involved and some of the weapons, especially tanks, were too heavy for trains and tracks.

Since the Army already had plenty of wheeled and tracked vehicles, dispatching a test expedition by road and having a Motor Transport Corps drive the convoy could prove, once and for all, the superiority of wheels over hoofs or railways. Inexplicably, they failed to include any assumptions about the condition of the roads en route.

At the appointed time in 1919, the convoy gathered at a monument by the South Lawn of the White House. The column was three miles long and consisted of 79 vehicles, including 34 heavy trucks, oil and water pumpers, a mobile blacksmith shop, a tractor, staff observation cars, searchlight carriers, a mobile hospital and other wheeled necessities to support the actual war machines.

Nine vehicles were wrecked en route and 21 men injured – leaving 237 soldiers, 24 officers and 15 observers – including then-Brevet Lt. Col. Dwight D. Eisenhower (who kept a concise daily diary). When they arrived in Lincoln Park in San Francisco 62 days later, it was undisputed that the conditions of the roads – essentially non-existent west of the Missouri River – would preclude any timely defense of the West Coast and that any Asian enemy would have been victorious in any battles along the way.

The journey left an indelible impression on the young officer from West Point, who would later be Commander-in-Chief of the nation. The Army and Eisenhower had indisputably proved what many in the capital had suspected. The American West had few, if any, roads that were even remotely usable for military or civilian use.

Only when they reached California and beyond the state capital of Sacramento did the roads become great – with macadamized surfaces, proper drainage, road rules, gas stations and tire-repair depots … all in sufficient quantity to service existing needs.

But this did not appease Eisenhower in the slightest. This great convoy, called into action to deal with a hypothetical threat to the country’s vital West Coast, had crossed 3,251 miles of the country at an average speed of 5.6 mph, making any potential response virtually useless. The vehicles were in fine shape and the men brave and intelligent, but the roads were deplorable. If nothing else, Eisenhower wrote, the experience of this expedition should spur the building – as a national effort – of a fast, safe and properly designed system of transcontinental highways.

This led to the creation of America’s Interstate Highway System – the greatest engineering project in world history … an intrinsic network of high-speed roads built with the sole purpose of uniting the corners, edges and center of this vast nation.

Fittingly, “The Dwight D. Eisenhower National Interstate and Defense Highways Act” was authorized by the Federal-Aid Highway Act of 1956 during the second term of the 34th president of the United States. “I LIKE IKE!”

Intelligent Collector blogger JIM O’NEAL is an avid collector and history buff. He is President and CEO of Frito-Lay International [retired] and earlier served as Chairman and CEO of PepsiCo Restaurants International [KFC Pizza Hut and Taco Bell].

Trade Has Created Economic Opportunities for More than 100 Years

To celebrate the opening of the Panama Canal, the U.S. Mint produced this 1915-S $50 Panama-Pacific Octagonal. This example, graded MS67 NGC, realized $282,000 at an April 2014 Heritage auction.

By Jim O’Neal

The ceremonial opening on Nov. 17, 1869, of the Suez Canal, linking the Mediterranean and Red seas, was an emphatic declaration of European – specifically French – technological and financial means. It was also a significant illustration of a rapidly emerging and increasingly global economy and, simultaneously, a further boost to Europe’s imperial ambitions.

The Suez Canal reduced the sailing time between London and Bombay by 41 percent and the route to Hong Kong by 26 percent. The impact on trade was obvious, as it greatly simplified the defense of India and its critical markets, Britain’s key imperial goal. Trade in the Indian Ocean was now protected by 21 Royal Naval bases, making it a virtual monopoly.

An even more challenging project was the construction, begun in 1881, of the Panama Canal linking the Atlantic and Pacific oceans. It was a French initiative, but plagued by controversy and a consistently hostile climate that cost the lives of 22,000 laborers. The United States eventually completed the project in August 1914 after the French finally conceded defeat.

It was the largest and most expensive engineering project in the world.

It, too, dramatically reduced sailing times, shortening the Liverpool to San Francisco route by 42 percent and the San Francisco to New York time by 60 percent. The project assumption by the United States marked a crucial shift in attitudes in both trading and advancing U.S. interests in foreign affairs. This started in 1898 when the United States itself became a colonial power by taking over the Philippines from Spain.

It then accelerated under President Teddy Roosevelt (1901-09), when he actively advocated American military involvement, especially in Latin America, to ensure stability as a means of advancing American interests. A major consequence was the strengthening of the U.S. Navy and its “Great White Fleet,” which completed a circumnavigation of the globe between 1907 and 1909. This was followed by President William Howard Taft’s Dollar Diplomacy, by which American commercial interests – primarily in Latin America and East Asia – were secured by the backing of the U.S. government to encourage huge investments.

A hundred years later, we are still actively pursuing a variant of this strategy by advocating two-way investment with Brazil, China and India despite being on a short hiatus until the current political season ends. This is the only rational way to create the jobs we need and keep our trading partners’ markets open.