D. P. Rolfe, Freighter
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Overland Freighting From Nebraska City.
By D. P. Rolfe
(Proceedings And Collections Of The Nebraska State Historical Society; Second Series. Vol. V; 1902, page 279-293)
(Written for the annual meeting of the Nebraska State Historical Society, January 10, 1900, by Hon. D. P. Rolfe, Nebraska City.)
(Read the original 15-page article, courtesy of Google Books; PDF; 15 pages; 500KB)
(Rolfe's reminiscences are best known for the detailed descriptions of the heavy overland freight wagons used during the peak 1860s trade out of Nebraska City, specifically detailing the construction and preferences between Murphy and Espenschied wagons built in St. Louis. He also provided details on draft animals (oxen vs. mule teams), wagon trains (corrals, bullwhackers, trail outfits), cargo capacities, and freight rates along the Platte River routes toward Denver, Salt Lake City, and western military posts. He also mentioned Nebraska City's role as a primary eastern terminus for western freighting, particularly Russell, Majors & Waddell and subsequent independent freighters.)
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In September, 1860, the writer sold his profitable interest in business located on Fourth street in the city of St. Louis, having decided to make a flight towards the setting sun, Nebraska City having been the place selected for his resting place.
He purchased a good stock of groceries and outfitting goods, suitable for the wants of the plains trade, and shipped them, by steamboat, for Nebraska City, 714 miles up the Missouri river from St. Louis, paying freight at the rate of $2.25 per hundred pounds.
He landed here on the 15th of October, 1860. Having a store room already prepared, located in Kearney (now a part of Nebraska City), he was soon in shape to supply the wants of the overland business with such supplies as were needed for making the long trip to Denver, Salt Lake, and military posts.
Nebraska City at that time was considered the most favorable point on the Missouri river for the transportation of freight to the far western points. It was the headquarters for the great company of Russell, Majors & Waddell, who freighted nearly all the government supplies destined to military posts from the Missouri river to Salt Lake.
Nearly all other than government freight was carried by freighting firms and individual parties.
The Great Fire.
On the 12th of May, 1860, previous to my arrival, there occurred a disastrous fire in Nebraska City, destroying nearly all the business part of the town north from Table creek, the only business firms left being Hawke & Nuckolls, between 3d and 4th on Main street, and Robert Heffley, on the corner of 9th and Main. During the years of 1860 and 1861 the greater part of the business of the city was done in Kearney, between North Table creek and the levee, but after that time, as the city rebuilt its burned district, the business gradually moved back to its old quarters, and then extended farther west.
The business of the "wild and woolly" little town (called city) on the extreme borders of civilization depended for its support almost entirely upon the transportation of freight westward.
It was then considered the only business that would build up our town and add value to its near vicinity, as it was the general opinion that the country a few miles west from the Missouri river border was valueless for agricultural purposes. With that idea nearly every business man was ready to do all in his power to advance the interests of Nebraska City as a freighting point.
The Old California Trail.
Previous to the year of 1861 all western freight followed the old California trail, running northwest from Nebraska City, striking the Platte river thirty miles from its mouth, then following up the Platte, running north, making a big bend around what is now the counties of Saunders, Butler, and Polk. A few of the business men of Nebraska City decided it would advance the business of our city if the old route could be shortened between Nebraska City and Fort Kearney. With that object in view, they met and agreed that, if possible, the route should be shortened. William E. Hill was chosen as the one who should go over the country and locate the route on as nearly a direct east and west line as possible from Nebraska City to Fort Kearney. An outfit was made ready, and Mr. Hill started on his exploring expedition. Upon his return he reported that a good route had been found running nearly due west to the Blue, crossing Salt creek near Saltillo, a point about eight miles south of Lincoln; from there running a little north of west to the Blue river, crossing that stream near the mouth of the West Blue, and running on the high grounds on the north side through the southern part of what is now Seward, York, Hamilton, and Hall counties, striking the Platte river forty miles east from Fort Kearney, making a saving in distance of forty miles over the old trail, and a shortening of time for ox trains of over two days. After giving the report due consideration it was decided the road should be opened, each one present pledging himself to stand a just proportion of the cost.
The Road Opened.
The new route was opened by building a strong, substantial bridge over Salt creek and Blue river, and ploughing a furrow the whole distance from Salt creek to the Platte river, that the first ones over the route might follow, a route free from sand, over which a team could haul its load the whole distance without help.
The route soon became the favorite, the old trail being abandoned by all starting from Nebraska City.
Wagons Used.
The freight wagons used were the Murphy and Espenshied, made in St. Louis, and the Studebaker, made at South Bend, Ind. These wagons were constructed especially for the plains transportation business; made of the best timber, wide-tracked, strong and tight, high double box, and heavy tired, and covered with heavy canvas over the bows. More of the Murphy make were used than either the Studebaker or Espenshied, though many claimed the Studebaker the easiest running.
Seven thousand pounds was the load drawn by five yoke of good cattle; six yoke if cattle were light. Agood team consisted of one yoke of heavy, well-broken cattle for wheelers, a good second best came next; two pair in the swing could be made up from partly broken cattle, with a good pair of leaders. The Texas steer made, when broken, the best leaders, holding his head high, with his long horns and soft, wild eyes, like those of a deer, quick on his feet, quarters light and tapering, limbs clean cut, could run like a horse and quite as fast when alarmed.
The Train.
A full train consisted of twenty-six wagons; twenty-five freight and one mess, in charge of a wagonmaster and assistant, who generally used mules for their riding; then there were with every train three or four plains ponies for herding and extra riding. Sixteen to eighteen miles a day was made in two drives, one from early morning to about 11:00 o'clock A.M., and the second from about 1:00 o'clock to 6 o'clock P.M. Sometimes the drives would vary in making water and grass.
In making camp at the order of the wagonmaster, the lead team would circle to the right, the team following to the left, advancing until they met; then the next two in the same order, bringing the fore wheel close up to the hind wheel of the wagon ahead, the balance of the train in the same order, making a semi-circular corral with thirteen wagons on each wing, nearly closed at front, with an opening at rear of about twenty feet. The cattle were then turned loose, with the yokes on the ground where they stood. A mounted herder takes charge of the cattle, watering first and then to grass. The drivers, each one with a heavy pistol at his hip and gun, in charge of wagonmaster, divided in mess of six to eight; two with sacks start out for chips, another for water, another digs the fire trench, all do their part until the meal of bread, bacon, and coffee is ready to be served out, and each one provided with a tin plate, quart cup, knife, fork, and spoon. If camp is for the night, after supper preparations are made for an early breakfast; then would come the time for a good smoke, song, and story; then rolling up in their blankets to rest under the wagons until "Roll out! Roll out!" is called out at daybreak by the night herder. After an early breakfast the cattle are driven in the corral and at the command "Yoke up!" every driver starts in among the cattle with yoke on his left shoulder, ox-bow in his right hand, and key in his mouth, looking for his off-wheeler. When found, the yoke is fastened to him with one end resting on the ground until the near one, his mate, is found. When yoked together they are taken to the wagon and hitched in their place; then come the others in their order, only a short time being required until ready for the order from the wagonmaster, "Pull out!"
Then the bullwhacker is in his glory, with his whip, the lash of which is twenty feet in length, large and heavy, tapering to a small point and tipped with a buckskin popper, hung to a handle eighteen inches in length, filling both hands in its grasp but small at the end; four or five swings over and around the head the lash is shot straight out with the report of a gun. With twenty-six of these whips swinging at the same time, the reports sound like the fire of a picket line of soldiers. A steer was seldom struck with these whips, unless a deadhead. When hit with full force blood would surely follow.
Night Camp.
At the camp for the night the cattle were allowed to graze at will until well filled and inclined to lie down. Then the herder rides gently around them, driving them to a center and bunching them close as possible without crowding, riding slowly and quietly around them during the night, gently whistling and singing if the herd seemed restless, always guarding against a stampede which sometimes happened. In every herd there are leaders, and when a stampede from any cause occurs, the whole herd spring to their feet at the same instant, the leaders dashing off with the whole herd following. Then comes the times for the herder to show his nerve and courage, when he knows that a gopher hole, a broken saddle girth, or a fall meant sudden death in his effort to reach the front at one side of the leaders, and with yells and pistol shots turn the front and get them running in a circle until their fright subsided. The herder generally succeeded, but not always. The writer remembers of one herd that stampeded during a bad storm, one-half being lost and a few found, days after, forty miles from the camp from which they started.
Incidents Of The Route.
In the early spring of 1862 I purchased an outfit-any number of teams and wagons less than a full train was called an outfit-loaded the wagons with my own merchandise for the Denver market. I was one of the first to pull out from Nebraska City that season.
On the route, a few miles west from Fort Kearney, we struck a vast herd of buffalo that was making for the Platte for water. They were in such numbers that we made camp, thinking it not best to drive through them. These wild cattle were a part of the yearly drift from North to South down the Platte, crossing the country from that point to the Republican river, it being the nearest point between the two rivers.
The next day, while in camp, a small war party of Sioux Indians, in their war paint, stopped with us for dinner. They. were on their way to join a large force for a fight with the Pawnees. The Sioux, from their earliest history, were enemies of the Pawnees on the south and to the Utes on the west. On our return trip we met a few of this same party on foot, on their return from their conflict, having lost several of their warriors and a number of ponies, but they proudly showed two Pawnee scalps they had taken.
We made Denver in twenty-eight days, from Nebraska City, which was quick time for cattle. At that time Denver was a little city of tents and cheaply built wood buildings on the business street. I think there was but one brick building, that a warehouse belonging to the freighting firm of Russell, Majors & Waddell. I closed out my goods, realizing a good profit. The third day after my arrival, having received something over $10,000 in Cherry Creek gold dust, soldered up in two-pound oyster cans, rolled up in my blankets and strapped securely at the back of my saddle, I mounted my mule and started to overtake my teams. The second day out, when about fifty miles east from Denver, about two o'clock on a warm afternoon, I was jogging along on my mule, half asleep, when I was suddenly aroused by "Hi-yi-a-Hi-yi-a-He-ye-a-a Hi-yi-Ho." Looking up I saw a short distance away, coming over a swell on the trail, a war party of Indians mounted on fine plains ponies, armed with lance, bows, and arrows. They came on a charge, with lance at rest and with a quivering feather at the head of every lance. I was quickly surrounded by one hundred and fifty greased and painted wild beings, with not a thing on or about them that was not of native manufacture, adorned with many ornaments made from hammered silver. On seeing that wild charge approaching I was startled, but the Indians at that time were friendly, and I thought they meant me no harm. They were a war party of Ogallala Sioux on a raid against their old-time enemy, the Utes. During the interview the chief explained in sign language how they intended surprising the Utes by creeping on them like snakes, and getting many scalps. Hanging to the horn of my saddle was a fine Colt's navy revolver. The chief wished to see it. I drew it from the case and passed it to him. After giving it a close examination he passed it to one near him, and from him it went the circle of all on the inside. Many guttural sounds and motions were made while looking it over. Then it came back from hand to hand to the chief who gave it to me with signs of thanks. That same revolver was afterward captured by the Indians, and the man who carried it was killed.
After entertaining me for half an hour I liberally treated those near with tobacco, who received it with many "How Hows." Then the chief gave a command by a flash from a small round mirror, set in a frame with handle and hung to the wrist. In an instant they wheeled into line, starting off on a lope, striking into their wild war-song: "Ho-a-Hi-yi-a-He-ye-a-Hi-yi-Ho." I sat on my mule and gazed after them until they passed from my sight. The history of this same war party is, the Utes learned of their approach, ambushed them, fought and defeated them with great loss. It is said this was the last war party sent against the Utes by the Sioux, after having been long-time enemies.
Transportation Rates.
The freighting business increased largely in volume every year from 1862 to 1866. According to a census taken for the year 1865, there were employed in the movement of goods, grain, and other stores, westward from Nebraska City: 7,365 wagons, 7,231 mules, 50,712 oxen, 8,385 men. Transporting 31,445,428 pounds of freight.
The customary rate of cattle freight to any point where two trips could be made during the season was $1 per hundred pounds for each 100 miles; sometimes a little more or less, owing to circumstances. Winter rates to Denver were from ten to twelve cents per pound. Salt Lake freight was hauled almost entirely with cattle, as cattle, wagons, and the whole paraphernalia of the train had to be sold to the Mormons and California cattle dealers on arrival at destination.
The established rate to Salt Lake was twenty-five cents per pound, although Russell, Majors & Waddell hauled the government freight in large quantities at about twenty cents per pound. Rates to other points were based upon the prices paid to Denver and Salt Lake.
Rations.
The rations for men employed were based upon the government rations, but a little more liberal.
Gov. Rations Per Man Per Day.
1-1/4 lb. flour.
3/4 to 1 lb. bacon.
1-1/4 oz. coffee.
2-1/2 oz. sugar.
Plains Rations.
2 lb.flour.
1-1/2 lb. bacon.
1-1/4 oz. coffee.
2-1/2 oz. sugar.
To give a better idea of the rations furnished for train men, and the cost of the same, I copy a list of supplies furnished in June, 1865, by our firm, Rolfe & Terry, to Gill & Co. for a trip to Denver, with twenty-six wagons and twenty-eight men, for sixty days:
Rations For 28 Men For 60 Days.
30 sacks flour, 98 lbs. each
2,500 lbs. bacon, 20 sacks
1 sack 50c coffee, 125 lbs
2 sacks $1 sugar, 250 lbs
1 sack 75c beans, 2 bushels
1 sack dried apples, 103 lbs
10 lbs. soda
6 boxes matches
1 lb. candles
4 boxes ground pepper
24 qt. cans wagon grease
1 lb. ground mustard
2 lbs. ox nails
1 ox shoeing hammer
1 ox shoeing rasp
1 ox shoeing pincers
1 sack 50c salt, 100 lbs
20 lbs. soap
Sheet and lariat rope, 31-1/2 lbs
3 10 gal. water kegs
1 keg $1.50 vinegar, 5 gal
Total.... $768 62
At the opening of the freighting season of 1865 the monthly wages paid drivers were $70 to $75. The wagonmaster received $150 and his assistant $85 per month. At that time the price of labor and commodities was based, to a certain extent, upon the premium on gold coin.
For the better understanding of prices, and the general class of goods that was at that time considered necessary for the preservation of the health, spirits, and vigor of the body, for the men who were the pioneers of our present civilization, and to give some idea of the volume of trade at Nebraska City at that time, I copy an invoice sold by our firm, Rolfe & Terry, to the sutler at Fort Russell, May 21, 1865.
(Fort Russell was at today's Cheyenne, Wyoming.)
(There follows an extensive list of items and their prices. Total... $6,808.36. At 12 cents per pound, the shipment was approximately 28 tons.)
The freighting period gave good opportunities to the few farmers at that time on the Iowa and Nebraska side of the Missouri River, and to many small traders with a single team of mules and wagon, to load with corn, oats, poultry, butter, eggs, and even dogs and cats for the western trade, generally realizing good profits on the venture.
The writer in 1860 owned a white thoroughbred bulldog, one of the Dewey kind of fighters, that, after passing from his possession, got across the plains and exchanged owners at one time in Denver for five ounces of gold dust.
Union Pacific Railroad.
In 1867 the Union Pacific Railroad was running to Grand Island. Then nearly all western freight went to that point for the saving in wagon transportation, cutting our city off from the business that had given it prosperity for a number of years. The importance of railroads was then realized. Otoe County voted bonds to secure an eastern connection, but some of our business men considered a western connection of more importance, and after a number of meetings of the most prominent business men it was decided that for the future prosperity of our city and county, a railroad westward, to connect with the Union Pacific Railroad at or near Grand Island, running on a line near the one taken for the freighting route, was of vital importance. With that object in view, on the 12th of December, 1867, the Midland Pacific Railway Company was organized, composed of businessmen of our city as follows: James Sweet, F. A. White, E. S. Hawley, William Fulton, H. S. Calhoun, John B. Bennett, Tolbert Ashton, Nathan Simpson, and R. M. Rolfe. Frank A. White was chosen president and R. M. Rolfe secretary. Otoe county, at a special election held with only sixty-seven against, voted $150,000 in bonds to be delivered to the company upon a personal bond for $200,000 being given by the company for the faithful expenditure of the proceeds of the bonds in constructing and equipping the road. A corps of engineers was engaged and the surveying commenced in March, 1868. A line was surveyed via Lincoln to Grand Island, right of way procured through Otoe County, and contracts let for the grading of the first ten miles. From the commencement to its completion to Lincoln the work never stopped.
The building of the Midland Pacific Railway doubled the value of lands in Otoe County, built up prosperous towns along its route, bringing to its connection, at our city, the Burlington from Red Oak, and the iron and steel railroad and wagon bridge across the Missouri River.
At the present time all our heavy manufacturing companies' plants are located on its line, shipping eastward every year more pounds of greater value in goods and merchandise, manufactured from the products of our formerly unappreciated soil, than were ever freighted westward in one year during our most prosperous freighting times.
(The Midland Pacific Railway was organized by business leaders in Nebraska City to counter Union Pacific's selection of Omaha as its eastern terminal. These businessmen were attempting to preserve Nebraska City's status as a major terminal that it had enjoyed during the days of Russell, Majors and Waddell. The line was finished to Lincoln in April 1871, making it the second railroad to enter the new capital, after the Burlington & Missouri River Railroad. In the mid-1870s the Midland Pacific was extended further west through Seward and York counties toward Central City. In 1875 the Midland Pacific merged with the Brownville, Fort Kearney & Pacific Rail Road to form the Nebraska Railway, and in 1877 the line was leased by the Chicago, Burlington & Quincy (CB&Q), becoming an integral branch in the Burlington system. Segments of the original right-of-way between Lincoln and Nebraska City remain in active BNSF service today, particularly for regional grain transport and coal delivery to local power plants.)
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