[7] Printed by Messrs. Harper & Brothers, New York, 1859, and Messrs. Sampson Low, Son, and Co., Ludgate Hill, and amply meriting the honors of a second edition.
The mail-coach on this line was established in 1850, by Colonel Samuel H. Woodson, an eminent lawyer, afterward an M. C., and right unpopular with Mormondom, because he sacrilegiously owned part of Temple Block, in Independence, Mo., which is the old original New Zion. The following are the rates of contract and the phases through which the line has passed.
1. Colonel Woodson received for carrying a monthly mail $19,500 (or $23,000?): length of contract 4 years.
2. Mr. F. McGraw, $13,500, besides certain considerable extras.
3. Messrs. Heber Kimball & Co. (Mormons), $23,000.
4. Messrs. Jones & Co., $30,000.
5. Mr. J. M. Hockaday, weekly mail, $190,000.
6. Messrs. Russell, Majors, & Waddell, army contractors; weekly mail, $190,000.[8]
[8] In the American Almanac for 1861 (p. 196), the length of routes in Utah Territory is 1450 miles, 533 of which have no specified mode of transportation, and the remainder, 977, in coaches; the total transportation is thus 170,872 miles, and the total cost $144,638.
Thus it will be seen that in 1856 the transit was in the hands of the Latter-Day Saints: they managed it well, but they lost the contracts during their troubles with the federal government in 1857, when it again fell into Gentile possession. In those early days it had but three changes of mules, at Forts Bridger, Laramie, and Kearney. In May, 1859, it was taken up by the present firm, which expects, by securing the monopoly of the whole line between the Missouri River and San Francisco, and by canvassing at head-quarters for a bi-weekly—which they have now obtained—and even a daily transit, which shall constitutionally extinguish the Mormon community, to insert the fine edge of that wedge which is to open an aperture for the Pacific Railroad about to be. At Saint Joseph (Mo.), better known by the somewhat irreverent abbreviation of St. Jo, I was introduced to Mr. Alexander Majors, formerly one of the contractors for supplying the army in THE UTAH LINE.Utah—a veteran mountaineer, familiar with life on the prairies. His meritorious efforts to reform the morals of the land have not yet put forth even the bud of promise. He forbade his drivers and employés to drink, gamble, curse, and travel on Sundays; he desired them to peruse Bibles distributed to them gratis; and though he refrained from a lengthy proclamation commanding his lieges to be good boys and girls, he did not the less expect it of them. Results: I scarcely ever saw a sober driver; as for profanity—the Western equivalent for hard swearing—they would make the blush of shame crimson the cheek of the old Isis bargee; and, rare exceptions to the rule of the United States, they are not to be deterred from evil talking even by the dread presence of a “lady.” The conductors and road-agents are of a class superior to the drivers; they do their harm by an inordinate ambition to distinguish themselves. I met one gentleman who owned to three murders, and another individual who lately attempted to ration the mules with wild sage. The company was by no means rich; already the papers had prognosticated a failure, in consequence of the government withdrawing its supplies, and it seemed to have hit upon the happy expedient of badly entreating travelers that good may come to it of our evils. The hours and halting-places were equally vilely selected; for instance, at Forts Kearney, Laramie, and Bridger, the only points where supplies, comfort, society, are procurable, a few minutes of grumbling delay were granted as a favor, and the passengers were hurried on to some distant wretched ranch,[9] apparently for the sole purpose of putting a few dollars into the station-master’s pockets. The travel was unjustifiably slow, even in this land, where progress is mostly on paper. From St. Jo to Great Salt Lake City, the mails might easily be landed during the fine weather, without inconvenience to man or beast, in ten days; indeed, the agents have offered to place them at Placerville in fifteen. Yet the schedule time being twenty-one days, passengers seldom reached their destination before the nineteenth; the sole reason given was, that snow makes the road difficult in its season, and that if people were accustomed to fast travel, and if letters were received under schedule time, they would look upon the boon as a right.