The army, in its expeditions against the hostile Indian tribes, always employed wagons in transporting its provisions and munitions of war, except in the mountains, where the faithful pack-mule was substituted. The American freighters, since the occupation of New Mexico by the United States, until the transcontinental railroad usurped their vocation, used wagons only; the Mexican nomenclature was soon dropped and simple English terms adopted: caravan became train, and majordomo, the person in charge, wagon-master. The latter was supreme. Upon him rested all the responsibility, and to him the teamsters rendered absolute obedience. He was necessarily a man of quick perception, always fertile in expedients in times of emergency, and something of an engineer; for to know how properly to cross a raging stream or a marshy slough with an outfit of fifty or sixty wagons required more than ordinary intelligence. Then in the case of a stampede, great clear-headedness and coolness were needed to prevent loss of life.
Stampedes were frequently very serious affairs, particularly with a large mule-train. Notwithstanding the willingness and patient qualities of that animal, he can act as absurdly as a Texas steer, and is as easily frightened at nothing. Sometimes as insignificant a circumstance as a prairie-dog barking at the entrance to his burrow, a figure in the distance, or even the shadow of a passing cloud will start every animal in the train, and away they go, rushing into each other, and becoming entangled in such a manner that both drivers and mules have often been crushed to death. It not infrequently happened that five or six of the teams would dash off and never could be found. I remember one instance that occurred on the trail between Fort Hays and Fort Dodge, during General Sheridan's winter campaign against the allied plains tribes in 1868. Three of the wagons were dragged away by the mules, in a few moments were out of sight, and were never recovered, although diligent search was made for them for some days. Ten years afterward a farmer, who had taken up a claim in what is now Rush County, Kansas, discovered in a ravine on his place the bones of some animals, decayed parts of harness, and the remains of three army-wagons, which with other evidence proved them to be the identical ones lost from the train so many years before.
The largest six-mule wagon-train that was ever strung out on the plains transported the supplies for General Custer's command during the winter above referred to. It comprised over eight hundred army-wagons, and was four miles in length in one column, or one mile when in four lines—the usual formation when in the field.
The animals of the train were either hobbled or herded at night, according to the locality; if in an Indian country, always hobbled or, preferably, tied up to the tongue of the wagon to which they belonged. The hobble is simply a strip of rawhide, with two slides of the same material. Placed on the front legs of the mule just at the fetlock, the slides pushed close to the limb, the animal could move around freely enough to graze, but was not able to travel very fast in the event of a stampede. In the Indian country, it was usual at night, or in the daytime when halting to feed, to form a corral of the wagons, by placing them in a circle, the wheels interlocked and the tongues run under the axles, into which circle the mules, on the appearance of the savages, were driven, and which also made a sort of fortress behind which the teamsters could more effectually repel an attack.
In the earlier trading expeditions to Santa Fe, the formation and march of the caravan differed materially from that of the army-train in later years. I here quote Gregg, whose authority on the subject has never been questioned. When all was ready to move out on the broad sea of prairie, he said:
We held a council, at which the respective claims of the
different aspirants for office were considered, leaders
selected, and a system of government agreed upon—as is
the standing custom of these promiscuous caravans.
A captain was proclaimed elected, but his powers were not
defined by any constitutional provision; consequently,
they were very vague and uncertain. Orders being only
viewed as mere requests, they are often obeyed or neglected
at the caprice of the subordinates. It is necessary to
observe, however, that the captain is expected to direct
the order of travel during the day and to designate the
camping-ground at night, with many other functions of
general character, in the exercise of which the company
find it convenient to acquiesce.
After this comes the task of organizing. The proprietors
are first notified by proclamation to furnish a list of
their men and wagons. The latter are generally apportioned
into four divisions, particularly when the company is large.
To each of these divisions, a lieutenant is appointed,
whose duty it is to inspect every ravine and creek on the
route, select the best crossings, and superintend what is
called in prairie parlance the forming of each encampment.
There is nothing so much dreaded by inexperienced travellers
as the ordeal of guard duty. But no matter what the
condition or employment of the individual may be, no one
has the slightest chance of evading the common law of
the prairies. The amateur tourist and the listless loafer
are precisely in the same wholesome predicament—they must
all take their regular turn at the watch. There is usually
a set of genteel idlers attached to every caravan, whose
wits are forever at work in devising schemes for whiling
away their irksome hours at the expense of others.
By embarking in these trips of pleasure, they are enabled
to live without expense; for the hospitable traders seldom
refuse to accommodate even a loafing companion with a berth
at their mess without charge. But these lounging attaches
are expected at least to do good service by way of guard
duty. None are ever permitted to furnish a substitute,
as is frequently done in military expeditions; for he that
would undertake to stand the tour of another besides
his own would scarcely be watchful enough for dangers
of the prairies. Even the invalid must be able to produce
unequivocal proofs of his inability, or it is a chance
if the plea is admitted.
The usual number of watchers is eight, each standing a
fourth of every alternate night. When the party is small,
the number is generally reduced, while in the case of
very small bands, they are sometimes compelled for safety's
sake to keep watch on duty half the night. With large
caravans the captain usually appoints eight sergeants
of the guard, each of whom takes an equal portion of men
under his command.
The wild and motley aspect of the caravan can be but
imperfectly conceived without an idea of the costumes of
its various members. The most fashionable prairie dress
is the fustian frock of the city-bred merchant, furnished
with a multitude of pockets capable of accommodating a
variety of extra tackling. Then there is the backwoodsman
with his linsey or leather hunting-shirt—the farmer with
his blue jean coat—the wagoner with his flannel sleeve
vest—besides an assortment of other costumes which go
to fill up the picture.
In the article of firearms there is also an equally
interesting medley. The frontier hunter sticks to his
rifle, as nothing could induce him to carry what he terms
in derision "the scatter-gun." The sportsman from the
interior flourishes his double-barrelled fowling-piece
with equal confidence in its superiority. A great many
were furnished beside with a bountiful supply of pistols
and knives of every description, so that the party made
altogether a very brigand-like appearance.
"Catch up! Catch up!" is now sounded from the captain's
camp and echoed from every division and scattered group
along the valley. The woods and dales resound with the
gleeful yells of the light-hearted wagoners who, weary of
inaction and filled with joy at the prospect of getting
under way, become clamorous in the extreme. Each teamster
vies with his fellow who shall be soonest ready; and it
is a matter of boastful pride to be the first to cry out,
"All's set."
The uproarious bustle which follows, the hallooing of those
in pursuit of animals, the exclamations which the unruly
brutes call forth from their wrathful drivers, together
with the clatter of bells, the rattle of yokes and harness,
the jingle of chains, all conspire to produce an uproarious
confusion. It is sometimes amusing to observe the athletic
wagoner hurrying an animal to its post—to see him heave
upon the halter of a stubborn mule, while the brute as
obstinately sets back, determined not to move a peg till
his own good pleasure thinks it proper to do so—his whole
manner seeming to say, "Wait till your hurry's over."
I have more than once seen a driver hitch a harnessed animal
to the halter, and by that process haul his mulishness
forward, while each of his four projected feet would leave
a furrow behind.
"All's set!" is finally heard from some teamster—
"All's set," is directly responded from every quarter.
"Stretch out!" immediately vociferates the captain.
Then the "heps!" to the drivers, the cracking of whips,
the trampling of feet, the occasional creak of wheels,
the rumbling of the wagons, while "Fall in" is heard from
head-quarters, and the train is strung out and in a few
moments has started on its long journey.
With an army-train the discipline was as perfect as that of a garrison. The wagon-master was under the orders of the commander of the troops which escorted the caravan, the camps were formed with regard to strategic principles, sentries walked their beats and were visited by an officer of the day, as if stationed at a military post.
Unquestionably the most expert packer I have known is Chris. Gilson, of Kansas. In nearly all the expeditions on the great plains and in the mountains he has been the master-spirit of the pack-trains. General Sheridan, who knew Gilson long before the war, in Oregon and Washington, regarded the celebrated packer with more than ordinary friendship. For many years he was employed by the government at the suggestion of General Sheridan, to teach the art of packing to the officers and enlisted men at several military posts in the West. He received a large salary, and for a long period was stationed at the immense cavalry depot of Fort Riley, in Kansas. Gilson was also employed by the British army during the Zulu war in Africa, as chief packer, at a salary of twenty dollars a day. Now, however, since the railroads have penetrated the once considered impenetrable fastnesses of the mountains, packing will be relegated to the lost arts.