Wagon trains of the larger outfits consisted of twenty-five wagons, five yoke of oxen and a driver for each wagon — with wagon-boss, assistant boss, and herder.
My Uncle Nick Bristow and Green Campbell took a turn at bull-whacking for that major freighting firm—Russell, Majors, and Waddell. But imbued with the spirit of the times, they forsook the bulls for the more exciting business of panning gold. My uncle’s exploits have been mentioned. In other articles I have referred, with no little degree of pride, to the Campbell mining success—he having gone from here into the West in company with my uncle—and then, too, he “schooled” one connected with my own efforts in the mining game. That we failed to duplicate his enviable success was no reflection on that able tutor.
This, however, has never been in print. Green Campbell made his first money at mining in the Cherry creek diggings — $60,000. He spent most of it while in that camp. He told my mining partner, Frank Williams, that he spent his money rather too freely, in the customary way of that period, at old Auraria. It was money he very much needed later. With only $1,500 of his stake remaining, he went to the Alder Gulch diggings in Montana. At Bannock he and a partner, Mart Walsh, located claims which sold for $80,000. Walsh, a merchant at Muscotah in the early days, at one time owned 600 acres of land north of that town. He died in a county home in Oklahoma, penniless. He was a brother-in-law of Mrs. William Maxwell, of Wetmore.
Later, Green Campbell made his big fortune, millions, in lode mining in Utah and Nevada, which, since his death has, largely, been kept intact by his wife and two sons, Allen and Byram — his second family — now living at 705 Camden Drive, Beverly Hills, California. The first boy was named for his father, who, in the halls of Congress, was the Honorable Allen G. Campbell. The other boy was named for Campbell’s partner in the famous Horn Silver mine—August Byram, of Atchison. There was a girl, Caroline.
Given space, I could make of this in itself a very interesting story. Green Campbell’s second wife was Eleanor Young, a reporter on a Salt Lake newspaper, and daughter-in-law of the famous old Brigham himself, who hated all peoples not of the Mormon faith. It is not recorded that the lady said to her man, like Ruth of old, “Thy people shall be my people, and thy God my God.” But the inference is, she did. Campbell did not go Mormon. Indeed, he was poison to the saints after he contested the election of his Mormon opponent, Bishop Cannon, and took unto himself the Canadian’s seat in Congress after it had been occupied by the alien for nearly two years.
Several of the old stage drivers, after closing days, married and settled down in Wetmore. Robert Sewell married Cicily Locknane; Lon Huff married Clara Rising; Bill Evans married Kate Porter. Through their activities on the stage line, and breathing the free atmosphere of frontier life, these men were all moulded pretty much into a like pattern. Good story-tellers all, they lent themselves to the occupation without stint. Jovial and courteous at all times, they shunned work—unless it be with horses. Lon Huff drove the hearse for the local undertaker. He had a black team for adults, and a team of white horses for children.
Robert Sewell, the outstanding character, known on the plains as “Bob Ridley,” owned a livery stable here. Shall I tell the auto-minded young sprouts that the livery stable, now in the discard, was an enterprise of the horse-and-buggy days—a place where rigs were kept for hire? Sewell’s wife, Cicily, ran a hotel. Her mother, Mrs. D. M. Locknane, had conducted a famous eating house just west of Granada during overland days. Those two early-day enterprises of the Sewells were known as the “Overland Livery Stable,” and the “Overland Hotel.” Bob Sewell had a record of killing three Indians and wounding a dozen more in a running fight near Cottonwood Springs. Ben Holladay gave him a gold watch for saving the stage and four mules.
About the Old Trail, I have heard my uncle say that in the flush times of 1865 and 1866, when traffic was at its peak, there was hardly an hour of the day when one could not see the road lined for miles—one seeming endless procession moving westward. No other road ever had such a promiscuous, persevering throng—a weary plodding throng, whose way was fraught with many hardships, whose dead were left all along the Old Trail from the Missouri river to the Golden Gate. Other stage lines threaded the West and the Southwest—but the Overland has gone down in history as the greatest of them all.
Three score and ten years have now gone by since the last Concord stage coach made its final run from Atchison, through Granada. All equipment was at that time moved west to the end of steel—leaving the eastern end of the great Overland Trail abandoned and waiting, a lost ghost, for the day when Fate, slow but sure, should plow it under. And with poignant memory was gone, too, a stirring bit of frontier life in the West.