erland M

n the fact that it appeared at the psychological moment, and fitted into the course of events at a critical period, prior to the completion of the telegraph; and when some form of rapid transit between

continent. These were the Santa Fe, the Salt Lake, and the Oregon trails. All had important branches and lesser stems, and all are

Salt Lake and Oregon routes date some twenty years later, coming into existence in the decade between 1

ntract for transporting it was let July 1, 1850, to Samuel H. Woodson of Independence, Missouri. By terms of this agreement, Woodson was to haul the mail monthly from Independence on the Missouri River to Salt Lake City, twelve hundred miles, and

onthly contract was granted to W. F. McGraw, a resident of Maryland. His subsidy from Congress was $13,500.00 a year. In those days it often took a month to get mail from Independence to Salt Lake City, and about six weeks for the entire trip. Although McGraw charged $180.00 f

t Fort Bridger, in what is southwestern Wyoming, not far from the Utah line. During this interval, army supplies were hauled from Fort Leavenworth with only a few way stations for changing teams. This imp

ftener then once a month. In consideration of $190,000.00 annually which was to be paid in monthly installments, Hockaday agreed to put on a weekly mail. This route, which ran from St. Joseph to Salt Lake City, was later combined w

is route was six hundred and eighty-seven miles in length. The line as operated by Russell, Majors, and Waddell, and that same year they took over Hockaday's business. As has already been stated, the new firm of Pony Express fame--called the Central Overland Calif

e years, this route, which was eight hundred fifty miles in length and followed the Santa Fe trail, now the route of the Atchison, Topeka, and Santa Fe railroad, had attained great importance. The Government finally awarded it a yearly subsidy of $10,990.00, but as the trail had little or no military protection except at Fort Union, New

xican War this region had come to be of great commercial and military importance. A little later, in March 1855, the route was changed by the Government to run monthly from Indep

hostile Indians. It is no easy task to move military forces and supplies thousands of miles through a wilderness. Furthermore, the Indians were elusive and hard to find when sought by a considerable force. They usually managed to attack when and where they were least expected. Consequently, if protection were secured at all, it usually

e regular highways and bridges were almost unknown in the regions traversed. Not to mention the handicap

he report reached Utah by messenger from California, having come around the continent by way of the Isthmus of Panama. The winters of 1851-52, an

ty contracted with the local firm of Little, Hanks, and Co., to get a special mail to and from Independence. This was accomplished, but the ordeal required seventy-eight days, during wh

$80,000.00 a year, collected in nine months only $1,255.00 i

ese lines was the New York and New Orleans Steamship Company route, which ran semi-monthly from New York to San Francisco via Panama. This service cost $738,250.00 annually and brought in $229,979.69. While the steamship people did not h

il" bill was passed by Congress and signed by the President. This act provided that the Postmaster-General should advertise for bids until June 30 following: "for the conveyance of the entire letter mail from such point on the Mississippi River as the contractors may select to San Francisco, Cal., for six years

ly one bid proposed the more northerly Central route via Independence, Fort Laramie, and Salt Lake. The Postoffice Department was opposed to this trail, and its attitude had been co

retary of the Interior to Fort Yuma, California; thence through the best passes and along the best valleys for safe and expeditious staging to San Francisco. On September is following, a six year contract was let for this route. The successful firm at once became known as the "Butterfield Overland Mail Company." Among the firm members were John Butterfield, Wm. B. Dinsmore, D. N. Barney, Wm. G. Fargo and Hamilton Spencer. The extreme length of the route agreed upon

an that of the water route. The postage rate was ten cents for each half ounce; the passenger fare was one hundred dollars in gold. The first trip was made in twenty-four day

, they passed through Indian Territory and the Choctaw Indian reserve--now Oklahoma--crossed the Red River at Calvert's Ferry, then on through Sherman, Fort Chadbourne and Fort Belknap, Texas, through Guadaloupe Pass to El Paso; thence up the Rio Gran

er the Frisco Railroad, transferring to the Texas Pacific at Fort Worth,

cy. Hence the Southern route was formally abandoned[37] on March 12, 1861, and the equipment removed to the Central or Salt Lake trail where a daily service was inaugurated. About three months was necessary to move al

eing the eastern stage terminal; but within a year the railroad was extended to Atchison, about twenty miles down the stream. The latter place is situated

eneral Bela M. Hughes. This line was known to the Government as the Central Overland California Route. As soon as the transfer was completed, through California stages were started on an eighteen day schedule a full week less time than had been required by

ganized the management under the name of the Overland Stage Line. This seems to have been what today is technically known as a holding company; for until the expiration of the old Butterfield contract in 1863[38], he allow

y letter mail service from the Missouri to Placerville together with a way mail to and from Denver and Salt Lake City, he wa

olladay, encouraged by his big subsidy from the Government, put

Indian depredations, and was consolidated with the Holladay Company. Just prior to this transfer, Mr. Holladay received from the Colorado Territorial legislature a charter for the "Holladay Overland Mail and Express Company," which was the full and for

nus, Holladay had the following ra

Atchison to

chison to Salt L

tchison to Plac

issouri River to Denver was changed to $175.00; to Salt Lake $350.00. The California rate varied from $400.00 to $500.00.

of the public to make the overland trip. Stages were almost always crowded, and i

ncern, recently chartered by Colorado, which had been quietly gaining power. Within a short time it had exclusi

fast growing railway lines. By the early autumn of 1866, the Kansas Pacific had reached Junction City, Kansas, and the Union Pacific was at Fort Kearney, Nebraska. The golden era of the overland stage b

hey turned their attention to organizing mountain stage and express lines in the railroadless regions of the West,--some of which still exist. And they also

Routes is Root and Connelley's

ifornia history, practically all communication between that localit

ss finally adjourned without effecting a settlement, and the mail, which was far too heavy for the overland facilities to handle at that time, was piling up by the ton awaiting shipment. Matters were getting serious when Cornelius Vanderbilt came to the Government's relief and agreed to furnish steamer service until Congres

awarded $50,000 by the Government for the

n of the outfits of the C. O. C. & P. P. Exp.

possession of the equipment west of Salt Lake. This line was owned by Louis and Cha

stock for his interests. Besides these amounts which covered only the animals, rolling stock, stations, and incidental equipment, Wells Fargo