Part 2 (1/2)
Utah was loyal to the Union throughout the Civil War.
[7] Eastbound the first rider carried about seventy letters.
[8] The idea of a Pony Express was not a new one in 1859. Marco Polo relates that Genghis Khan, ruler of Chinese Tartary had such a courier service about one thousand years ago. This ambitious monarch, it is said, had relay stations twenty-five miles apart, and his riders sometimes covered three hundred miles in twenty-four hours.
About a hundred years back, such a system was in vogue in various countries of Europe.
Early in the nineteenth century before the telegraph was invented, a New York newspaper man named David Hale used a Pony Express system to collect state news. A little later, in 1830, a rival publisher, Richard Haughton, political editor of the New York Journal of Commerce borrowed the same idea. He afterward founded the Boston Atlas, and by making relays of fast horses and taking advantage of the services offered by a few short lines of railroad then operating in Ma.s.sachusetts, he was enabled to print election returns by nine o'clock on the morning after election.
This idea was improved by James W. Webb, Editor of the New York Courier and Enquirer, a big daily of that time. In 1832, Webb organized an express rider line between New York and Was.h.i.+ngton. This undertaking gave his paper much valuable prestige.
In 1833, Hale and Hallock of the Journal of Commerce started a rival line that enabled them to publish Was.h.i.+ngton news within forty-eight hours, thus giving their paper a big ”scoop” over all compet.i.tors.
Papers in Norfolk, Va., two hundred and twenty-nine miles south-east of Was.h.i.+ngton actually got the news from the capitol out of the New York Journal of Commerce received by the ocean route, sooner than news printed in Was.h.i.+ngton could be sent to Norfolk by boat directly down the Potomac River.
The California Pony Express of historic fame was imitated on a small scale in 1861 by the Rocky Mountain News of Denver, then, as now, one of the great newspapers of the West. At that time, this enterprising daily owned and published a paper called the Miner's Record at Tarryall, a mining community some distance out of Denver. The News also had a branch office at Central City, forty-five miles up in the mountains. As soon as information from the War arrived over the California Pony Express and by stage out of old Julesburg from the Missouri River--Denver was not on the Pony Express route--it was hurried to these outlying points by fast hors.e.m.e.n. Thanks to this enterprise, the miners in the heart of the Rockies could get their War news only four days late.--Root and Connelley.
Chapter IV
Operation, Equipment, and Business
On entering the service of the Central Overland California and Pike's Peak Express Company, employees of the Pony Express were compelled to take an oath of fidelity which ran as follows:
”I, ----, do hereby swear, before the Great and Living G.o.d, that during my engagement, and while I am an employe of Russell, Majors & Waddell, I will, under no circ.u.mstances, use profane language; that I will drink no intoxicating liquors; that I will not quarrel or fight with any other employe of the firm, and that in every respect I will conduct myself honestly, be faithful to my duties, and so direct all my acts as to win the confidence of my employers. So help me G.o.d.”[9]
It is not to be supposed that all, nor any considerable number of the Pony Express men were saintly, nor that they all took their pledge too seriously. Judged by present-day standards, most of these fellows were rough and unconventional; some of them were bad. Yet one thing is certain: in loyalty and blind devotion to duty, no group of employees will ever surpa.s.s the men who conducted the Pony Express. During the sixteen months of its existence, the riders of this wonderful enterprise, n.o.bly a.s.sisted by the faithful station-keepers, travelled six hundred and fifty thousand miles, contending against the most desperate odds that a lonely wilderness and savage nature could offer, with the loss of only a single mail. And that mail happened to be of relatively small importance. Only one rider was ever killed outright while on duty. A few were mortally wounded, and occasionally their horses were disabled. Yet with the one exception, they stuck grimly to the saddle or trudged manfully ahead without a horse until the next station was reached. With these men, keeping the schedule came to be a sort of religion, a performance that must be accomplished--even though it forced them to play a desperate game the stakes of which were life and death. Many station men and numbers of riders while off duty were murdered by Indians. They were martyrs to the cause of patriotism and a newer and better civilization. Yet they were hirelings, working for good wages and performing their duties in a simple, matter-of-fact way. Their heroism was never a self-conscious trait.
The riders were young men, seldom exceeding one hundred and twenty-five pounds in weight. Youthfulness, nerve, a wide experience on the frontier and general adaptability were the chief requisites for the Pony Express business. Some of the greatest frontiersmen of the latter 'sixties and the 'seventies were trained in this service, either as pony riders or station men. The latter had even a more dangerous task, since in their isolated shacks they were often completely at the mercy of Indians.
That only one rider was ever taken by the savages was due to the fact that the pony men rode magnificent horses which invariably outcla.s.sed the Indian ponies in speed and endurance. The lone man captured while on duty was completely surrounded by a large number of savages on the Platte River in Nebraska. He was shot dead and though his body was not found for several days, his pony, bridled and saddled, escaped safely with the mail which was duly forwarded to its destination. That far more riders were killed or injured while off duty than when in the saddle was due solely to the wise precaution of the Company in selecting such high-grade riding stock. And it took the best of horseflesh to make the schedule.
The riders dressed as they saw fit. The average costume consisted of a buckskin s.h.i.+rt, ordinary trousers tucked into high leather boots, and a slouch hat or cap. They always went armed. At first a Spencer carbine was carried strapped to the rider's back, besides a sheath knife at his side. In the saddle holsters he carried a pair of Colt's revolvers.
After a time the carbines were left off and only side arms taken along.
The carrying of larger guns meant extra weight, and it was made a rule of the Company that a rider should never fight unless compelled to do so. He was to depend wholly upon speed for safety. The record of the service fully justified this policy.
While the horses were of the highest grade, they were of mixed breed and were purchased over a wide range of territory. Good results were obtained from blooded animals from the Missouri Valley, but considerable preference was shown for the western-bred mustangs. These animals were about fourteen hands high and averaged less than nine hundred pounds in weight. A former blacksmith for the Company who was at one time located at Seneca, Kansas, recalls that one of these native ponies often had to be thrown and staked down with a rope tied to each foot before it could be shod. Then, before the smith could pare the hoofs and nail on the shoes, it was necessary for one man to sit astride the animal's head, and another on its body, while the beast continued to struggle and squeal. To shoe one of these animals often required a half day of strenuous work.
As might be expected, the horse as well as rider traveled very light.
The combined weight of the saddle, bridle and saddle bags did not exceed thirteen pounds. The saddle-bag used by the pony rider for carrying mail was called a mochila; it had openings in the center so it would fit snugly over the horn and tree of the saddle and yet be removable without delay. The mochila had four pockets called cantinas in each of its corners one in front and one behind each of the rider's legs. These cantinas held the mail. All were kept carefully locked and three were opened en route only at military posts--Forts Kearney, Laramie, Bridger, Churchill and at Salt Lake City. The fourth pocket was for the local or way mail-stations. Each local station-keeper had a key and could open it when necessary. It held a time-card on which a record of the arrival and departure at the various stations where it was opened, was kept. Only one mochila was used on a trip; it was transferred by the rider from one horse to another until the destination was reached.
Letters were wrapped in oil silk to protect them from moisture, either from stormy weather, fording streams, or perspiring animals. While a mail of twenty pounds might be carried, the average weight did not exceed fifteen pounds. The postal charges were at first, five dollars for each half-ounce letter, but this rate was afterward reduced by the Post Office Department to one dollar for each half ounce. At this figure it remained as long as the line was in business. In addition to this rate, a regulation government envelope costing ten cents, had to be purchased. Patrons generally made use of a specially light tissue paper for their correspondence. The large newspapers of New York, Boston, Chicago, St. Louis, and San Francisco were among the best customers of the service. Some of the Eastern dailies even kept special correspondents at St. Joseph to receive and telegraph to the home office news from the West as soon as it arrived. On account of the enormous postage rates these newspapers would print special editions of Civil War news on the thinnest of paper to avoid all possible mailing bulk.
Mr. Frank A. Root of Topeka, Kansas, who was a.s.sistant Postmaster and Chief Clerk in the post office at Atchison during the last two months of the line's existence, in 1861, says that during that period the Express, which was running semi-weekly, brought about three hundred and fifty letters each trip from California[10]. Many of these communications were from government and state officials in California and Oregon, and addressed to the Federal authorities at Was.h.i.+ngton, particularly to Senators and Representatives from these states and to authorities of the War Department. A few were addressed to Abraham Lincoln, President of the United States. A large number of these letters were from business and professional men in Portland, San Francisco, Oakland, and Sacramento, and mailed to firms in the large cities of the East and Middle West. Not to mention the rendering of invaluable help to the Government in retaining California at the beginning of the War, the Pony Express was of the greatest importance to the commercial interests of the West.
The line was frequently used by the British Government in forwarding its Asiatic correspondence to London. In 1860, a report of the activities of the English fleet off the coast of China was sent through from San Francisco eastward over this route. For the transmission of these dispatches that Government paid one hundred and thirty-five dollars Pony Express charges.
Nor did the commercial houses of the Pacific Coast cities appear to mind a little expense in forwarding their business letters. Mr. Root says there would often be twenty-five one dollar ”Pony” stamps and the same number of Government stamps--a total in postage of twenty-seven dollars and fifty cents--on a single envelope. Not much frivolity pa.s.sed through these mails.
Pony Express riders received an average salary of from one hundred dollars to one hundred and twenty-five dollars a month. A few whose rides were particularly dangerous or who had braved unusual dangers received one hundred and fifty dollars. Station men and their a.s.sistants were paid from fifty to one hundred dollars monthly.