The Westward Movement. VariousЧитать онлайн книгу.
some thirty feet or so apart, each team following close upon the one immediately preceding it in the line. In case of any alarm of Indians, the head and rear teams of the two parallel columns turned in toward each other, and thus there was formed upon the moment a long parallelogram of wagons, open in the middle, and inclosing the loose riding-animals, and closed at the front and rear. The wagons were loaded, to a great extent, with cotton stuffs in bales, and these made a fair fortification. The Indians had difficulty in breaking the barricade of one of these hardy caravans, defended as it was by numbers of the best riflemen the world ever knew. Small parties were frequently destroyed, but in the later days a train was commonly made up of at least one hundred wagons, with perhaps two hundred men in the party, and with eight hundred mules or oxen. The goods in convoy in such a train might be worth half a million dollars. The time in transit was about ten weeks, the out trip being made in the spring and the return in the fall.
The Santa Fé trade lasted, roughly speaking, only about twenty years, being practically terminated in 1843 by the edict of Santa Anna. These difficulties in our Western commerce all came to an end with the Mexican War, and with the second and third great additions to our Western territory, which gave us the region on the South as well as the North, from ocean to ocean.
THE GOLD-BEARING WEST.
This time was one of great activity in all the West, and the restless population which had gained a taste of the adventurous life of that region was soon to have yet greater opportunities. The discovery of gold in California unsettled not only all the West, but all America, and hastened immeasurably the development of the West, not merely as to the Pacific coast, but also in regard to the mountain regions between the Great Plains and the Coast. The turbulent population of the mines spread from California into every accessible portion of the Rockies. The trapper and hunter of the remotest range found that he had a companion in the wilderness, the prospector, as hardy as himself, and animated by a feverish energy which rendered him even more determined and unconquerable than himself. Love of excitement and change invited the trapper to the mountains. It was love of gain which drove the prospector thither. Commercial man was to do in a short time what the adventurer would never have done. California, Oregon, Idaho, Montana—how swiftly, when we come to counting decades, these names followed upon those of Kentucky, Tennessee, and Ohio!
PACK-TRAINS MAKE NEW CITIES.
New cities began to be heard of in this mountain trade, just as there had been in the wagon days of the overland trail to Santa Fé. Pueblo, Cañon City, Denver, all were outfitting and freighting-points in turn, while from the other side of the range there were as many towns—Florence, Walla Walla, Portland—which sent out the long trains of laden mules and horses. The pack-train was as common and as useful as the stage line in developing the Black Hills region, and many another still less accessible.
EARLY WHEELED TRANSPORTATION—THE STAGE-COACH.
A prairie schooner.
The transportation of paddle and portage, of sawbuck saddle and panniers, however, could not forever serve except in the roughest of the mountain-chains. The demand for wheeled vehicles was urgent, and the supply for that demand was forthcoming in so far as human ingenuity and resourcefulness could meet it. There arose masters in transportation, common carriers of world-wide fame. The pony-express was a wonderful thing in its way, and some of the old-time stage lines which first began to run out into the West were hardly less wonderful. For instance, there was an overland stage line that ran from Atchison, on the Missouri River, across the plains, and up into Montana by way of Denver and Salt Lake City. It made the trip from Atchison to Helena, nearly two thousand miles, in twenty-two days. Down the old waterways from the placers of Alder Gulch to the same town of Atchison was a distance of about three thousand miles. The stage line began to shorten distances and lay out straight lines, so that now the West was visited by vast numbers of sight-seers, tourists, investigators, and the like, in addition to the regular population of the land, the men who called the West their home.
We should find it difficult now to return to stage-coach travel, yet in its time it was thought luxurious. One of the United States Bank examiners of that time, whose duties took him into the Western regions, in the course of fourteen years traveled over seventy-four thousand miles by stage-coach alone.
DIFFICULTIES OF WAGON-TRAINS.
One who has never seen the plains, rivers, rocks, cañons, and mountains of the portion of the country traversed by these caravans can form but a faint idea from any description given of them of the innumerable and formidable difficulties with which every mile of this weary march was encumbered. History has assigned a foremost place among its glorified deeds to the passage of the Alps by Napoleon, and to the long and discouraging march of the French army under the same great conqueror to Russia. If it be not invidious to compare small things with great, we may assuredly claim for these early pioneers greater conquests over nature than were made by either of the great military expeditions of Napoleon. A successful completion of the journey was simply an escape from death.
LIVING EXPENSES GOVERNED BY TRANSPORTATION.
"In 1865," comments Mr. Langford, "we note that the principal restaurant, 'in consequence of the recent fall in flour,' reduced day board to twenty dollars per week for gold. The food of this restaurant was very plain, and dried-apple pies were considered a luxury. At that time I was collector of internal revenue, and received my salary in greenbacks. I paid thirty-six dollars per week for day board at the Gibson House, at Helena. During the period of the greatest scarcity of flour, the more common boarding-houses posted the following signs: 'Board with bread at meals, $32; board without bread, $22; board with bread at dinner, $25."
III. ACROSS THE WATERS.
The early American life was primitive, but it was never the life of a peasantry. Once there was a time in the West when every man was as good as his neighbor, as well situated, as much contented. It would take hardihood to predict such conditions in the future for the West or for America.
BEGINNING OF WESTERN RAILWAY TRAVEL—THE AMERICAN ÉMIGRÉ.
At the half-way point of this century the early wheels of the West were crawling and creaking over trails where now rich cities stand.
FIRST WESTERN RAILWAY.
The wagon-wheels had overrun the West before the wheels of steam began the second conquest of the West. Wagons were first used on the Santa Fé trail in 1824, but it was not until three years later that there was begun the first of the Western iron trails.
There were grandfathers in Virginia now, grandfathers in New England. The subdivided farms were not so large. There were more shops in the villages. There was demand for expansion of the commerce of that day. The little products must find their market, and that market might still be American. The raw stuff might still be American, the producer of it might still be American. So these busy, thrifty, ambitious men came up and stood back of the vanguard that held the flexible frontier. Silently men stole out yet farther into what West there was left; but they always looked back over the shoulder at this new thing that had come upon the land.
Thinking men knew, half a century ago, that there must be an iron way across the United States, though they knew this only in general terms, and were only guessing at the changes which such a road must bring to the country at large.
This rapid development of the interior region of America which is a matter of common knowledge to all of us to-day was not foreseen by the wisest of the prophets of fifty years ago.
THE RAILWAYS CHANGE AND BUILD THE COMMERCIAL WEST.
With the era of steam came a complete reversal of all earlier methods. For nearly a century following the Revolutionary War the new lands of America had waited upon the transportation. Now the transportation facilities were to overleap history and to run in advance of progress itself.