Freight Wagons

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This page was last updated on August 20, 2026.

Wagon Types

There were three types of wagons used to transport granite from the Little Cottonwood quarry to the temple block in Salt Lake City. First were standard horse-drawn and mule-drawn freight wagons, which were used for the smaller stones. These were generally capable of hauling stones up to 2000 pounds (1 ton). Second were larger heavy-haul freight wagons drawn by spans of four, six or eight oxen. These were capable of hauling stones of between 4000 (2 tons) and 8000 pounds (4 tons). Third were large underslung wagon designs, also drawn by spans of six or eight oxen.

The first type of wagons were loaded with jib cranes by lowering the stone into the wagon bed. The second type were loaded by driving the wagon into a pit or trench that put its bed at ground level, with the stone then being moved onto the wagon bed using skids or rollers. The third underslung type was loaded by moving the wagon into place above the stationary stone, then lowering the wheels of the wagon, and its central frame (a beam or log) down onto the stone. The stone was then fastened to the wagon frame with chains. The wagon was then moved to bring its wheels back up on ground level, and the trip to Salt Lake City was begun. When the stones arrived at the temple block, the process was reversed, including trenches for the second type, and lowering the wheels for the third type. Two-wheeled ox carts were used within the temple block to move the stone to each block's final location.

After the U.S. Army left Utah in 1861, whatever was held at Camp Floyd was sold as surplus, and many of the heavy "government" freight wagons were used to move granite to the temple block. The surplus government wagons also furnished the running gear for the third type of underslung wagons.

A review of the general design of animal-drawn wagons finds that a wagon's load limit was determined by the size of its axles. And the limit of any axle was limited by the size of its "skein," or the part where the wheels attach to, and rotate around the axle. These hollow metal parts were usually known as thimble skeins, and were the interface between the wooden axles and the wooden wheels. Cast iron metal thimble skeins came into regular use by the mid 1850s and were well-developed by the time granite was being hauled in the Salt Lake Valley. The wheels each contained what was known as a "boxing," a cast metal sleeve or bushing that matched the axle skein.

By the mid 1860s, when the Sharp brothers took ownership of the large numbers of freight wagons made surplus when the Army closed Camp Floyd in 1861, those wagons were all equipped with either cast iron, or wrought steel thimble skeins. A wrought steel skein generally had a capacity of 1000 pounds more than a cast iron skein. These Army wagons were also known as "government wagons" and served second lives hauling granite blocks. Some were dismantled and their wheel assemblies, with their heavy duty high wheels, used to create the specialized underslung wagons that were used to move the largest granite blocks.

The heaviest wagons being manufactured at the time were capable of 10,000 pounds, or five tons. These had skeins of 4-1/2 inches by 12-1/2 inches. But the most common wagons had skeins of 3-3/4 inches by 12 inches, and capacity of three tons. The 16 million pounds (8000 tons) moved to Utah by Russell, Majors and Waddell in 1858, meant that their 3000 wagons were all essentially fully loaded to their capacity.

The "government" wagons came to Utah in summer 1858 as part of contract freighters Russell, Majors and Waddell had with the U. S. Army to supply 16 million pounds of supplies for what many historians have called the Utah Expedition, commanded by Colonel Albert Johnston. It brought an army of 7000 soldiers to Utah to control what was called by politicians in the East, a "Mormon Rebellion." To move the 16 million pounds of supplies from supply depots in Leavenworth, Kansas, and Nebraska City, Nebraska, the Russell, Majors and Waddell company hired 2000 teamsters and purchased an additional 3000 wagons, 40,000 oxen and 1000 mules. During the following fall and winter, the "rebellion" was put down through diplomacy and negotiation. The army remained at Camp Floyd, 50 miles south of Salt Lake City, until being called back East beginning in April and May 1860 to deal with the potential troubles with the Southern states, "in the direction of the difficulties."

Although there were reports about the "breaking up" of Camp Floyd as early as April 1860, Camp Floyd was officially closed in July 1861, with the outbreak of the Civil War, beginning in April 1861. Nick Eggenhoffer wrote in his book, Wagons, Mules and Men, "The now-unneeded wagons were left in Utah, stored side by side in seemingly endless rows, and finally sold at auction. Most of them were bid in by the Mormons at about ten dollars a wagon."

Some of the surplus Army wagons were broken up and their iron parts used to make tools and implements, since iron was a rare thing in Utah at the time, especially for something as simple as common nails. But the majority were put into service by other freighting companies, including the Sharp brothers. There were reports that the sudden availability of so many wagons, of many sizes, including many very large freight wagons, was the perfect solution needed to begin the movement of granite from the quarries to the temple block.

Wagons From Camp Floyd

"The firm of Russell, Majors and Waddell, which had secured the Fort Leavenworth-to-Camp Floyd freighting contracts, attempted to set up a more permanent freighting enterprise. The Overland California and Pike's Peak Express Company was formed, and in April 1860 the firm initiated the Pony Express. The purpose of the Pony Express was to prove the feasibility of the central overland route and thus induce Congress to award them the mail contract. This well-known, short-lived venture lost about $500,000, but not without providing a substantial market for Mormon produce and labor." (Arrington, Great Basin Kingdom, page 199)

A. B. Miller, who was associated with Russell, Majors and Waddell, told Mormon officials in July 1859 that 1,100 three-ton merchant wagons were on the way to Utah and that 1,500 additional wagons were at that time ready to leave Fort Leavenworth for Camp Floyd. (Extracts from the "History of Brigham Young" in the Bancroft Library, Berkeley, California, pages 33-34)

"An estimated 4,000 federal troops were at first located at Camp Floyd. To these must be added an estimated 3,000 non-Mormon suppliers, employees, and camp followers, located at a place called later known as Fairfield." (Arrington, Great Basin Kingdom, page 196)

"The most important public works project was the employment of several hundred men in the construction of a road through Provo Canyon to connect Utah Valley and Round Valley (Heber City), and to open up Provo River Valley for settlement. The year was 1858. Previous to the opening of this road, persons could pass from Utah Valley through this narrow but magnificent canyon only on horseback along an Indian trail. By dint of great labor, a large group of "Move Southers" cut through the promontories and rocky side hills, built up the washes and hollows, and constructed an excellent fourteen-mile mountain road. The road, which was chartered by the legislature as a toll road, enabled the people of Utah Valley, whose timber supply was limited, to carry away the wood found in the canyon. The toll arrangement made it legally possible for the road company — largely owned by Brigham Young as trustee-in-trust — to collect toll on the thousands of freight wagons which used the road in supplying federal troops at Camp Floyd. Approximately $20,000 was spent in making the road." (Arrington, Great Basin Kingdom, page 191)

Research in available online newspapers finds that the largest auction of items at Camp Floyd took place on July 14, 1859. The auction included "2000 or more excellent draft and saddle mules, with several hundred Army wagons, together with harness for the same complete. The mules are all young, sound, thoroughly broken, and in good condition; and the wagons and harness are in complete repair, with all equipments for immediate service." The auction was being offered to the public by G. H. Crossman, Deputy Quartermaster General at Camp Floyd. (Deseret News, July 6, 1859)

Later advertisements in August and September 1859 offered by at least two auction and commission agents (C. H. Bassett & Co., and J. C. Little & Co.), regularly mention the availability of hundreds of wagons and mules.

Another auction took place at Camp Floyd on September 20, 1859, and included similar quantities of mules, wagons and harness. (Deseret News, September 7, 1859)

July 11, 1860
"Arrival of Merchandise. -- A train of thirty wagons, ox teams, belonging to Messrs. Livingston, Bell & Co., freighted with merchandise, arrived on the afternoon of the 5th inst., eleven of which were unloaded at the store of that firm in this city; the others were dispatched the same evening for Camp Floyd. Another similar train, belonging to the same firm, arrived on the afternoon of the 9th. Eighteen wagons belonging to this train were sent on to Camp Floyd; the other twelve discharged their freight here. The wagons were made in Chicago and were ordered expressly for this market and, as we understand, most of them are for sale." (Deseret News, July 11, 1860)

Subsequent auction advertisements into late 1860 by the Quartermaster at Camp Floyd were only for horses and mules, indicating that the wagons had been disposed of.

The following excerpts come from H. H. Bancroft's History of Utah, 1890, pages 575 and 576.

In 1860 most of the troops were removed to Mexico and Arizona, and about a year later, war between north and south being then almost a certainty, the remainder of the army was ordered to the eastern states. The government stores at Camp Floyd, valued at $4,000,000, were sold at extremely low prices, greatly to the relief of the saints, who could now purchase provisions, clothing, wagons, live-stock, and other articles of which they were in need, at their own rates. Flour, which had cost the nation $570 per ton, sold for less than $11 per ton, and other stores in the same proportion; the entire proceeds of the sale did not exceed $100,000, or little more than two per cent of the outlay; and of this sum $40,000 was contributed by Brigham.

At the sale at Camp Floyd some of the leading merchants of Salt Lake City laid the basis of their fortunes; to the rest of the community its main benefit was that it gave them a good supply of warm clothing at cheap rates.

The following excerpts come from Whitney's History of Utah, 1892, Volume 1, pages 721 and 726.

When Camp Floyd was evacuated, the government property, such as was not destroyed, was sold out at great sacrifice. Several Utah merchants there "made their start," and in a few years became very wealthy. Thus was the advent of the army of great material benefit to the Territory.

As early as March, 1860, General Johnston had left Camp Floyd for Washington, D. C. He had never visited Salt Lake City since passing through it with the army in June, 1858. Consequently he and Brigham Young never met. After his departure, Colonel Philip St. George Cooke became the post commander. By his order, early in February, 1861, Camp Floyd changed its name to Fort Crittenden. Secretary Floyd, for whom the post was originally named, had fallen from his allegiance and was now considered a traitor to his country. In May, 1860, most of the troops at Camp Floyd had left, pursuant to orders, for Arizona and New Mexico, and in July, 1861, the residue took up their march for the east, to participate in the war for the Union.

Prior to the abandonment of Camp Floyd vast stores of provisions and army supplies of all kinds were offered for sale by the military authorities and purchased by local merchants and other citizens. The sacrifice in price was enormous, and many far-sighted buyers made their fortunes. It is estimated that four million dollars worth of goods were disposed of for $100,000. This did not include arms and ammunition, great quantities of which, instead of being transported back to the States, were destroyed. Among the heaviest purchasers was President Brigham Young, whose agent and business manager, Colonel H. B. Clawson, visited the Fort for that purpose. Walker Brothers also bought extensively, as did other Utah merchants.

(Research suggests that a group of departing soldiers traveled east from Fort Crittenden in May 1860, and the remainder departed east in July 1861. It may have been one of these two groups of soldiers that had spent the freezing night on the pass that later became Soldier Summit.)

(Read more about Soldier Summit)

Freighting In Pioneer Days

From Milton R. Hunter, "Utah, The Story of Her People, 1540-1947," 1946, page 170-172.

There were no railroads west of the Mississippi River. By ox teams; that was the answer. These animals were found to be well-fitted for the task. They were reliable but slow, seldom making over ten miles a day. Mules and horses were sometimes used, but oxen were much better for hauling large cargos long distances. However, mules were tough and could make the trip cheaper than horses. They were sometimes used to haul bacon and groceries to the military posts in the West and other articles when a trip needed to be made in a hurry. They could travel faster than oxen.

The freight was hauled in huge wagons which held from 5,000 to 7,000 pounds each. One can best get an impression of the size of the wagons when he knows that the wheels measured six feet across. Each vehicle had canvas coverings and was provided with iron axles. Often a trailer with a capacity of 4,000 pounds was fastened to the leading wagon. So large were the pioneer freight wagons that they received the names of prairie-schooners. It required from eight to fourteen oxen to pull each loaded prairie-schooner.

Generally fifty wagons made a freighting train. There was a captain over each train and an assistant wagon master. Each wagon had its driver. Then in the party there were the extra hands such as night herders and the drivers of beef cattle. The ox teams were called "bull teams," the captain was known as the "bull-wagon boss," and the teamsters were called "bull-whackers."

The freighting was carried on between the Missouri River and the pioneer settlements of the West, the freight having been shipped up the Missouri from St. Louis to the outfitting post. In the earliest period the prairie-schooners were loaded at Independence or Fort Leavenworth. But later as the railroad was being built, goods were carried on the iron road to the terminal of the new road and from there by ox teams.

The overland route was the Oregon Trail was deepened and widened into a great highway, the like of which was never known before. On this route, Fort Kearney, Fort Laramie, and Fort Bridger were important stations passed before the freighters reached Salt Lake City.

Prior to 1850 wagon trains followed the Mormon route from Fort Bridger, through Echo and Emigration canyons; but early that summer, Parley P. Pratt announced in the Deseret News that a new road would be opened to travel by July 4, running from Echo Canyon to Salt Lake City through the "Golden Pass" or what is termed today, Parley's Canyon. Toll averaging about one dollar per wagon was charged all emigrants who passed over that route.

Before the coming of the railroad, the overland freighting was indeed a colossal business. In 1860 frequently 500 freight wagons, headed westward, passed Fort Kearney in a single day. It has been reported that on one particular day 888 west-bound wagons, drawn by 10,650 oxen, mules, and horses, were counted between Fort Kearney and Julesburg, Nebraska. In 1865 6,000 freight wagons passed Fort Kearney in a period of six weeks. The single firm of Russell, Majors and Waddell used at one time 6,250 freight wagons and 75,000 oxen.

It took most of the summer for the freight trains to make the trip from Independence to Utah and back. Great was the danger of loss by fire, flood and Indian attack. Therefore, it is no wonder that prices were high in the frontier towns. Sometimes flour brought from the East cost a dollar a pound and kerosene a dollar and a half a gallon. Even if the costs were high, pioneers had. to do their shopping soon after the freight train arrived or perhaps wait another year to obtain the articles they needed badly. Not only was merchandise high in price but so were freight and passenger rates. During the early fifties it cost $250 a ton to have merchandise hauled from the Missouri River to Sutter's Fort, California. The rate for passenger fare was $300.

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