History of Washington, Idaho, and Montana : 1845-1889, Part 81

Author: Bancroft, Hubert Howe, 1832-1918; Victor, Frances Fuller, 1826-1902
Publication date: 1890
Publisher: San Francisco : History Co.
Number of Pages: 880

USA > Idaho > History of Washington, Idaho, and Montana : 1845-1889 > Part 81
USA > Montana > History of Washington, Idaho, and Montana : 1845-1889 > Part 81
USA > Washington > History of Washington, Idaho, and Montana : 1845-1889 > Part 81

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A party of young Kentuckians who left home with Gov. Smith's party became detached and wandered about for 100 days, 35 of which they were forced to depend on the game they could kill. They arrived at Virginia City destitute of clothing, on the 13th, 14th, and 15th of December. Their names were Henry Cummings and Benjamin Cochran of Covington; Austin S. Stuart, Frank R. Davis, A. Lewis, N. T. Turner, Lexington; Henry Yerkes, Danville; P. Sidney Jones, Louisville; Thomas McGrath, Versailles; J. W. Throckmorton and William Kelly of Paris. Virginia and Helena Post, Dec. 20, 1866.

The Indians on the Bozeman route endeavored to cut off the immigration. Hugh Kikendall's freight train of 40 six-mule teams was almost captured by them, 'passing through showers of arrows.' It came from Leavenworth, arriving in September. Joseph Richards conducted 52 wagons loaded with quartz machinery from Nebraska City to Summit district, for Frank Chist- nut, and had but 1 mule stolen. J. H. Gildersleeve, bringing out 3 wagon- loads of goods for himself, lost 9 horses by the Indians near Fort Reno. J. Dilmorth brought out 8 loaded wagons from Leavenworth; J. H. Marden

731

WAGONS AND BOATS.

to construct ditches and flumes whereby the dry gulches and the creek-beds could be mined. The set-

5, from Atchinson, for Brendlinger, Dowdy, and Kiskadden of Montana. J. P. Wheeler brought ont G wagons loaded at the same place for the same firm. F. R. Merk brought 13 wagons from Lawrence, Kansas. Alfred Myres 7 wagons, for Gurney & Co. D. and J. McCain brought 11 wagons from Nebraska City, loaded with flour, via Salt Lake. E. R. Horner brought out 8 wagons loaded at Nebraska City for himself. The Indians killed 2 men, and captured 5 mules belonging to the train. William Ellinger of Omaha brought out 4 wagons. A. F. Weston of St Joseph, Missouri, brought out 8 wagons, loaded with boots and shoes, for D. H. Weston, of Gurney & Co. Thomas Dillion left Plattsmouth, Nebraska, for Virginia City, May 26th, with 23 wagons for Tootle, Leach, & Co .; Dillon was killed by the Indians on Cedar fork, near Fort Reno. A train of 19 wagons belonging to C. Beers and Vail & Robinson had 90 mules captured on the Bighorn River. The wagons remained there until teams could be sent to bring them in. Phillips & Freeland of Leavenworth arrived with 14 loaded wagons in September; and 5 wagons for Bernard & Eastman. R. W. Trimble brought ont 17 wagons for Hananer, Solomon, & Co. Nathan Floyd of Leavenworth, bringing 5 wagons loaded with goods for himself, was killed by the Indians near Fort Reno, and his head severed from his body. A train of 26 wagons, which left Nebraska City in May with goods for G. B. Morse, had 2 men killed near Fort Reno, on Dry fork of Cheyenne River. Pfouts & Russell of Virginia City received 40 tons of goods in 17 wagon-loads, this season. At the same time pack-trains from Walla Walla came into Helena over the Mullan road, which had been so closed by fallen timber, decayed or lost bridges, and general unworthiness as to be unfit for wagon travel, bringing clothing manufactured in San Francisco, and articles of domestic production. Heavy wagon-trains from Salt Lake, with flour, salt, bacon, etc., arrived frequently. So much life, energy, effort, and stir conld but be stimulating as the mountain air in which all this movement went on. The freighter in those days was regarded with far more respect than railroad men of a later day. It required capital and nerve to conduct the business. Sometimes, but rarely, they lost a whole train by Indians, or by accident, as when Matthews, in the spring of 1866, lost a train by the giving way of an ice jam in the Missouri, which flooded the bottom where he was encamped, and carried off all his stock. Montana Scraps, 4

I have attempted to give some idea of the getting to Montana. But many of those who came in the spring, or who had been a year or more in the coun- try, returned in the autumn. The latter class availed themselves of the steamers, which took back large numbers, at the reasonable charge of $60 and $75. The boats did not tarry at Benton. but dropped down the river to deeper water, and waited as long as it would be safe, for passengers. A small boat, called the Miner, belonging to the Northwest Fur Company, was em- ployed to carry them from Benton to the lower landings. The Luella was the boat selected to carry the 23 millions of treasure from Confederate gulch, of which I have before spoken. She left Benton on the 16th of August, and was 7 days getting down to Dophan rapids, 250 miles below, where it was found necessary to take out the bulk-head, take off the cabin doors, and land the passengers and stores, to lighten her sufficiently to pass her over the rapids. Ilelena Republican, Aug. 30, 1866. What an opportunity for Indians or road-agents! She escaped any further serious detention, passing Leavex- worth Oct. 8th, and St Joseph Oct. 10th, as announced in the telegraphic de. spatches in Virginia and Helena Post, Oct. 16th. The expedient was resorted to of building fleets of mackinaw boats, such as were used by the fur com- panies, and either selling them outright to parties, or sending them down the river with passengers. Riker and Bovins of Helena advertised such boats to leave September 10th, in the Republican of the Ist. J. J. Kennedy & Co.

732

MINING AND CATTLE RAISING.

tlers on land claims began to realize that agriculture could be made to pay, whenever a railroad came near enough to carry away the surplus of their fields.

advertised 'large-roofed mackinaws' to Omaha, 'with comfortable accommo- dations and reasonable charges;' also boats for sale, carrying 10 to 30 men. Jones, Sprague, & Nottingham were another mackinaw company; and W. H. Parkeson advertised 'bullet-proof' mackinaws. That was a recommenda- tion, as bullets were sometimes showered upon these defenceless craft from the banks above. Three men, crew of the first mackinaw that set out, were killed by the Indians. Another party of 22 were fired upon one morning as they were about to embark, and 2 mortally wounded-Kendall of Wisconsin and Tupsey of New York-who were left at Fort Sully to die. In this and subsequent years many home-returning voyagers were intercepted, and heard of no more. The business in the autumn of 1866 was lively. Huntley of Helena established a stage line to a point ou the Missouri 15 miles from that place, whence a line of mackinaw boats, owned by Kennedy, carried pas- sengers to the falls in 25 hours. Here a portare was made in light wagons. On the 3d day they reached Benton, where a final embarkinent took place. At least 1} millions in gold-dust left Benton on mackinaws in one week. One boat carried 22 passengers and $50,000 in treasure. A party of 45, which went down on the steamer Montana, carried $100,000. A party of Maine men carried away $50,000, and Munger of St Louis $25,000. Pro- fessor Patch of Helena, with a fleet of 7 large boats and several hundred pas- sengers, carried away $1,000,000. They were attacked above Fort Rice by 300 Indiaus, whom they drove away. These home-returning miners averaged $3,000 each, which I take to be the savings of a single short season.

A new route was opened to the Missouri in 1866, by mackinaws down the Yellowstone. A fleet of 16 boats, belonging to C. A. Head, carried 250 miners from Virginia City. It left the Yellowstone cauon Sept. 27th, and travelled to St Joseph, 2,700 miles, in 28 days. St Joseph Herald, Nov. S, 1866. The pilot-boat of this fleet was sunk at Clarke fork of the Yellowstone, with a loss of $2,500. The expedition had in all $500,000 in gold-dust.

It was projected to open a new wagon-route from Helena to the mouth of the Musselshell River, 300 miles below Benton. The distance by land, in a direct line, was 190 miles. The Missouri and Rocky Mountain Wagon-Road and Telegraph Company employed 20 men under Miles Courtwright to lay it out, in the autumn, to Kerchival City, a place which is not now to be found on the maps. The object was to save the most difficult navigation, and open up the country. S. F. Call, Jan. 12, 1866; Virginia and Ilelena Post, Nov. 8, 1866. The Indians interrupted and prevented the survey of this road. An appropriation was made by congress in 1865 for the opening of a road from the mouth of the Niobrara River, Nebraska, to Virginia City, and Col J. A. Sawyer was appointed superintendent. Helena Republican, Aug. 18, 1866. This would have connected with the Bozeman route. Its construction through the Indian country was opposed by Gen. Cook.

Such were the conditions of trade and travel in Montana in 1866. There were local stage liues in all directions, and better mail facilities than the countries west of the Rocky Mountains had enjoyed in their carly days. The stage line east of Salt Lake had more or less trouble with the Indians for 10 or 15 years. In 1867 travel was cut off and the telegraph destroyed. The Missouri, treacherous and difficult as it was, proved the only means of get- ting goods from the cast as early as May or June. The Waverley arrived May 25th, with 150 tons of freight and as many passengers. Silver City Avalanche, June 15, 1867. She was followed by 38 other steamboats, with freight and passengers; and in the autumn there was the same rush of returning miners that I have described, carrying millions with them out of the treasure de- posits of the Rocky Mountains. The Imperial, one of the St Louis fleet, had the following experience: She started from Cow Island, where 400 passeu-

733

TRADE AND IMMIGRATION.

But the men who were not injured or in any way put back by this period of silent development were

gers, who had come down from Benton on mackinaws, took passage Sept. ISth with 15 days' provisions. She reached Milk River Oct. 4th, out of sup- plies in the commissary department. The river was falling rapidly, and this, with the necessity for hunting, caused the boat to make but 20 miles in one entire week. The Sioux killed John Arnold, a miner from Blackfoot, and a Georgian, while out hunting. The passengers were compelled to pull at ropes and spars to help the boat along. Every atom of food was con- sumed, and for a week the 400 subsisted on wild meat; then for three days they had nothing. At Fort Union they obtained some grain. Still making little progress, they arrived at Fort Sully Nov. 14th, the weather being cold and ice running. At this place 14 of the passengers took possession of an abandoned mackinaw boat, which they rigged with a sail, and started with it to finish their voyage. They reached Yankton, Dakota, Nov. 22d, where they took wagons to Sioux City, and a railroad thence. The Imperial was at last frozen in the river and her passengers forced to take any and all means to get away from her to civilization. Virginia Montana Post, Jan. 18, 1868. A train of immigrants came over the northern route this year, Capt. P. A. Davy, commanding; Major William Cahill, adjutant; Capt. J. D. Rogers, ordnance and inspecting officer; Capt. Charles Wagner, A. D. C .; and capts George Swartz, Rosseau, and Nibler. The train was composed of 60 wagons, 130 men, and the same number of women and children. Captain Davy had loaded his wagons so heavily that the men, who had paid their passage, were forced to walk. They had a guard of 100 soldiers from Fort Abercrom- bie. St Cloud Journal, Aug. 10, 1867. This train arrived safely. The fleet down the Yellowstone this year met with opposition from the Indians just below Bighorn River, and had one man, Emerson Randall, killed. There were 67 men and 2 women in the party, who reached Omaha without further loss.

A movement was made in 1873 to open a road from Bozeman to the head of navigation on the Yellowstone, and to build a steamer to run thence to the Missouri; also to get aid from the government in improving the river. The first steamboat to ascend the river any distance was the Key West, which went to Wolf rapids in 1873, the Josephine reaching to within 7 miles of Clarke fork in 1874. Lamne built the Yellowstone, at Jeffersonville, Indiana, in 1876. She was sunk below Fort Keogh in 1879. In 1877, 14 different boats ascended above the Bighorn, and goods were wagoned to Bozeman. It was expected to get within 150 miles of Bozeman the following year.

In 1868, 35 steamers arrived at Benton with 5,000 tons of freight. One steamer, the Amelia Poe, was sunk 30 miles below Milk River, and her cargo lost. The passengers were brought to Benton by the Bertha. This year the Indians were very hostile, killing wood-cutters employed by the steamboat company, and murdering hunters and others. There was also a sudden dropping in prices, caused by the Northwest Transportation Company of Chicago, which despatched its boats from Sioux City, competing for the Mon- tana trade, and putting freight down to 8 cents a pound to Benton, in gold, or 12 cents in currency. This caused the St Louis merchants to put freights down to 6cents. Montana Democrat. The president of the Chicago company was Joab Lawrence, an experienced steamboat man, with Samuel De Bow agent. This reduction effectually cut off competition on the west side of the Rocky Mountains, and rendered the Mary Moody and the Mullan road of little value to the trade of Montana. This accounts, in fact, for the apathy con- cerning that route. For a short period there was a prospect of the Pend d'Oreille Lake route being a popular one, but it perished in 1868. Overland Monthly, ii. 383-4. In 1874 delegate Maginnis introduced a bill in congress for the improvement of the Mullan road, which failed, as all the memorials and representations of the Washington legislature had failed. There was a

734

MINING AND CATTLE-RAISING

the stock-raisers. Their only enemy was the Indian, and him they warned off with rifles. Stock-raising in Montana was carried on, as I have shown in a previous chapter, by the Indian traders, before mines were dis- covered. It cropped up, accidentally, through the trading system, and the practice of buying two worn- out animals of immigrants to Oregon for one fresh one, the two being fit the next year to exchange for four. It was found that the grasses of the country, from the mountain tops to the river margins, were of the most nutritious character; that although the winters were cold, cattle seldom died. The natural adaptability of the county to stock-growing was indi- cated by the native animals, the mountain sheep, the buffalo, and the wild horse.9 The sight of the large

new era begun in 1869, when the Central and Union Pacific railroads were joined. There were still 28 steamers loaded for Montana, 4 of which were burned with their cargoes before leaving the levee at St Louis. This fleet was loaded before the completion of the road. Had the Bozeman reute been kept open there would have been communication with the railroad much earlier; but since the government had chosen te close it, and to keep a large bedy of hostile Indians between the Montana settlements and the advancing railroad, it was of no use before it reached Ogden and Corinne. The advent

of the railroad, even as near as Corinne, caused another reduction frem for- mer rates to S cents per pound currency from St Louis and Chicago by rail, to which 4 cents from Corinne to Helena was added. The boats underhid, and 24 steamers brought cargoes to Fort Benton, 8 of which belonged to the Northwest Company; but in 1870 only 8 were thus employed; in 1871, only 6; in 1872, 12; and in 1873 and 1874, 7 and 6. Conspicuous among the freight- ing companies which made connections with railroad peints was the Diamond railroad, George B. Parker manager, which in 1880 absorbed the Rocky Mountain Despatch Company, shippers frem Ogden, and made its initial point Corinne. Corinne Reporter, May 21, 1870. When the Northern Pacific rail- road reached the Missonri at Bismarck, the Diamond railroad made connection with it by wagon-train, thus compelling the U. P. R. R. to make special rates to Ogden for Montana, the charge being $1.25 per cwt. without regard to class- ification, when Utah merchants were being charged $2.50 for the same service. Montanians chose to sustain the northern route. Deer Lodge New Northwest, Aug. 22, 1874. In 1879 there were 1,000 teams on the road between Bismarck and the Black Hills, and Montana merchants were unable to get their goeds brought through in consequence of this diversion of transportation. Helena Herald, Oct. 18, 1879. Many efforts were made from time to open a wagon- road to the east by way of the Yellowstone, which failed for reasons that appear in the history of Indian affairs. These difficulties only disappeared as the N. P. R. R. advanced. Steamboat trade had a revival after the falling- off mentioned above. In 1877, 23 steamers arrived at Benton with 5,283 tons of freight. Small companies engaged in steamboating later. The com- pletion of the Northern Pacific placed transportation on a basis of certainty, and greatly modified its character.

9 I find frequent references to the black horse of Montana, which is de- scribed as a beautiful and fleet creature, the last of which has disappeared

735

STOCK-RAISING.

herds, accumulated by trade, and enlarged annually by natural increase, pointed out an easy and speedy means of acquiring wealth-easier than agriculture and surer than mining.10 Cattle-raising became a great and distinctive business, requiring legislation, and giving some peculiar features to the settlement of the country.11

from the plains. In the Missoula Pioneer, June 29, 1872, is an animated account of the manner of pursning and taking them by the Indians-the Indian sentinels, the flying blackbird, the clouds of dust which helped to betray the creatures to their capture or their death, for they often died in the struggle, strangled by the lasso, and exhausted with running and with dread-and of the killing of the last of the race, a mare, by the writer. She was killed for stealing, or enticing away other horses. 'She stood 14 hands high, glossy black, not one white hair, but two, one on the edge of each sphere of her brain; her mane twisted in hard heavy locks, of which I keep two, each 3} feet long; her neck and limbs clean, hard, wiry; her hoofs concave, thin, hard, and steep; her sharp, oblique shoulder and wither, straight, delicate face, and right-angled upper lids-soon told why she was so fast and spirited.'

10 John Grant owned, in 1866, 4,000 head of cattle and between 2,000 and 3,000 Indian horses, and was worth $400,000. H. Ex. Doc., 45, 26, 38th cong. Ist sess.

11 I will give here an account of the methods of cattle-growers in Montana and the adjoining country. The land belonging to the government, which made no charge for pasturage, and the cattle requiring little if any care dur- ing the winter, the cost of keeping them was trifling, and consisted mainly in the wages paid to a few herders. Formerly all cattle were permitted to mix promiscuously, being distinguished only by their brands. They separated into bands, and sought favorite localities, as men do, being governed in their choice by the quality of their feed, water, shade, and the prevailing winds. If they preferred a certain grazing-ground several miles from water, they travelled that distance daily to drink. As the number of herds increased, some necessary regulations were introduced, as to the extent of ranges, in organized counties. In 1874 the legislature of Montana enacted a law pro- viding that the county commissioners should divide their respective counties into not less than three nor more than ten stock-districts, with a place desig- nated in each for the 'round-up,' which occurred annually or semi-annually -the ' round-up' being the gathering together of the cattle for the purpose of separating the herds, and branding the young cattle with their owners' marks, which were described, and recorded with the county register. See Annual Rept of auditor and treasurer of Montana 1880, for brands and marks of owners, to the number of 281, delineated in the printed pages. If any strange cattle or estrays were found in the herds they were given in charge of a person appointed by the commissioner, who was allowed a suitable compen- sation for taking care of them. Notice of a round-up was to be given 30 days iu advance, and no two districts should hold these meetings on the same day. On the Ist Monday in June 1874 the county commissioners should hold a public meeting of the boua fide residents of each stock-district, in their re- spective counties, for the purpose of organizing a stock-board in each district, which should consist of three stock-inspectors, elected by the actual stock- owners of the district, to hold office for one year. The board should elect a superintendent and a clerk, and the duty of the former should be to attend all round-ups, and have the care and custody of unclaimed stock; while the latter should keep a correct description of all unclaimed or estray stock, in a book of record, and should send a copy of such descriptions to the clerks of the other districts. The stock-boards should have a separate brand for each

736

MINING AND CATTLE-RAISING.

W. H. Raymond is said to have been the first to drive a herd to the Union Pacific railroad for ship- ment to the east, and this he did in 1874 without loss.

district, which brand should be recorded in the county clerk's office, and re- main io the keeping of the superintendent, to be used only by the direction of a majority of the board. Estrays should be branded with the district mark, which on their being claimed should be 'vented,' i. e., obliterated. Heavy fines were imposed for branding the property of another with a false mark; and all animals suffering from contagious diseases should be taken 6 miles away from any herd, and confined in a secure enclosure, failing in which the owner should be punished by a fine of from $50 to $500. The Missoulian, Feb. 26, 1874. Herders were appointed for each district. Missoula county was divided into 9 districts, with the following herders, which in this instance are presumed to be the owners: Jasper Deschamps, J. K. Clark, D. C. O'Keefe, Sidney Mitchell, Samuel Miller, James H. Cowan, Joseph Pardee, Thomas Simpson, and Thomas Fruin. This law may have received some modifications.

Certainly the cattlemen have come to occupy a large extent of country. Eight men, in the territory surrounding the Yellowstone National Park, con- trol an area large enough to herd, and let increase, 190,000 head of cattle. I get this statement from manuscript Notes Recueillies sur les Elevages d' Ani- maux dans les Etats de l'Ouest de l'Amérique du Nord, by G. Weis, 1884, page 4. This is an exhaustive account of the business of cattle-raising, from which I take some further information. Weis says that the number of herders, 'cow- boys' they were called, was almost in inverse ratio to the number of cattle to be herded. There was usually a foreman where the herd was large, and two cowboys will herd 1,200 or 1,400 head of cattle. The wages of a foreman depended ou his value-from $100 to $200 per month, or sometimes more, and the cowboys got from $30 to $90, with food, lodging, horses to ride, and ammunition. During winter, when there was little to do, the proprietor might dismiss a part of the herders, keeping those who, having spent their money in debauchery, were willing to work for their keeping. They were faithful to their employers generally, and performed their duties willingly. Mexicans were preferred on account of their horsemanship.

The round-up is the great event of the year. At the close of winter the proprietors meet at the rendezvous and decide where the round-up shall be held and when; what road they will take, and how many men and horses each will furnish, with provisions for the same. Five horses to the man is the number usually allotted, on account of the labor required of them. A chief or superintendent is chosen, and a number of deputies, to secure the proper execution of details. A large number of persons being brought together, much merriment is indulged in, the scene of the encampment being usually well-chosen and picturesqne. For several days the work of driving in con- tinues. As the calves are with their mothers at this season, it is admitted that a calf belongs to the cow which it follows and suckles. The proprietors, having separated their stock from the general herd, proceed to brand the young, renew obliterated marks, castrate the young males not desired for breeding, and sort out those that are to be sold. If another proprietor chooses to purchase, his mark is branded on the opposite side from the first. But it is to dealers from eastern stock-yards, or their agents, that sales are usually made. These purchasers have a copy of all the brands, to avoid buying stolen stock. Whether the cattle are sold on the ground, or taken to market-usually Chicago-they are driven to the railroad at some point where conveniences for shipping stock have been provided, as at Bozeman or Bil- lings. Here the eastern agents are again met with, who keep an eye upon the shipment and telegraph information to the markets, or receive it from them. The Northern Pacific railroad in 1885 charged $100 a car-load of from 16 to 20 animals, and disembarked the cattle at certain places where the pasturage

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History of Washington, Idaho, and Montana : 1845-1889, Part 81

Author: Bancroft, Hubert Howe, 1832-1918; Victor, Frances Fuller, 1826-1902 Publication date: 1890 Publisher: San Francisco : History Co. Number of Pages: 880

Author: Bancroft, Hubert Howe, 1832-1918; Victor, Frances Fuller, 1826-1902
Publication date: 1890
Publisher: San Francisco : History Co.
Number of Pages: 880