[From Thompson & West's History of Nevada 1881, With Illustrations And Biographical Sketches Of Its Prominent Men And Pioneers, pp. 102-108]

102      HISTORY OF THE STATE OF NEVADA.

CHAPTER XV.

Mail and Passenger Transportation — Snow-shoe Thompson—Pony Express—Overland Mail Stage Company—Overland Stage Farm--Telegraph Lines—Present Mail Routes—Wells, Fargo & Co. 's Express—Pioneer Stage Line—Overland Mail.

            THE history of the transportation of the United States mails into and through the Territory of Nevada prior to the era of railroads and telegraph lines, is similar, in most respects, to that of, other new Territories. First the pack-mule and the covered wagon, followed by the pony express and the stage-coach. Although several exploring parties and numerous emigrant companies had, previous to 1850, passed over that portion of the Great Basin that is now embraced within the limits of the State of Nevada, yet, there had, up to that time, been no permanent settlements within the Territory. It was not till the year 1851 that regular mail facilities were secured to this section of the country; and even then the mail line extended no farther east than the Great Salt Lake.

MAILS, STAGES, AND EXPRESS.   103

            Colonel A. Woodard and Mr. Chorpening had associated themselves together, and under the firm name of A. Woodard & Co., made a contract with the United States in 1851 to carry the mail from Sacramento, in California, to Salt Lake City. This route, commencing at Sacramento, ran via Folsom to Placerville, in El Dorado County; thence over the Sierra by the old emigrant road, through Strawberry and Hope Valleys into Carson Valley, through Genoa, Carson City, Dayton, Ragtown, and thence across the Forty-Mile Desert to the Humboldt River, near the Humboldt Sink; then following the old emigrant route east along the Humboldt River to what is now Stone-house Station, on the Central Pacific Railroad, near which it left the river and, turning to the southeast, took the "Hasting's Cutoff" to Salt Lake City. The entire length of this route was 750 miles. The mail was packed on the back of a mule, and the trip was made once a month each way.

            The actual difficulties to be surmounted, and the dangers, real and fancied, that beset the whole line, are too numerous to recount, and beyond the powers of imagination to correctly paint. In the winter, upon that portion of the route which passes over the Sierra, the snow fell from fifteen to twenty feet on a level, and in the cañons and mountain gorges drifted to the depth of forty or fifty feet. In the spring the Carson and Humboldt Valleys were sometimes flooded, and swimming was the only means of passage, as there were no bridges. From Stone-house Station, east, the whole country was infested by bands of hostile Indians. The Shoshone tribes were the worst, and gave the most trouble. They would skulk behind the rocks and watch day and night for the mail or emigrant train, lying in wait to kill and plunder. So great were the dangers from this source that it was found necessary to employ men to travel with and guard the mail. In the fall of 1851, Colonel Woodard, while in charge of the mail, and two young men, John Hawthorn and Oscar Fitzer, who were employed as guards, encountered a band of these hostile tribes at Gravel Point, near Stone-house Station, and were all three killed. Chorpening, the surviving partner, continued to carry the mail till the fall of 1853, when this contract expired. He was then joined by Ben. Holliday, and they obtained permission to carry the same with a four-mule team and covered wagons, which they continued till June, 1857, when the establishment of a tri-weekly line of stages from Placerville to Genoa, by J. B. Crandall, left them with the line only between Genoa and Salt Lake. In 1857 a station keeper on their line by the name of Brown, while in the discharge of his duties as Station Agent, near Gravelly Ford, was killed by the Indians. These hostile demonstrations on the part of straggling bands of Shoshones and Gosh-Utes continued till 1863, when more vigorous measures adopted by General Connor put a stop to them.

SNOW-SHOE THOMPSON.

            The difficulty of passing over the Sierra, occasioned by the deep snows of winter, was partly overcome by the use of snow-shoes. The mail was first carried across by this means in the spring of 1853, by Fred Bishop and a man named Dritt, who alternated with each other in making the trips. They used what was called the basket form, or Canadian pattern of snow-shoe. George Pierce succeeded Bishop and Dritt, who in turn gave way to John A. Thompson, better known as "Snow-shoe Thompson." He was a Norwegian by birth, and the first to introduce a Norwegian pattern of snow-shoe. A pair of them can be seen at the present time at the Ormsby House, in Carson City. They are ten feet long, turn up at the front end like skates, or runners, are about five or six inches wide and one and a half inches thick in the thickest part, and are made from the fir tree. They are the identical shoes upon which Thompson carried the mail between Genoa and Placerville. The most wonderful stories are related of this man and his exploits on snow-shoes.

            This noted mountaineer was born at Upper Tips, Prestijeld, Norway, in 1827. He came with his father to the United States in 1837, and settled in Illinois. In 1851 he crossed the plains to California, where he worked in different places for several years, sometimes mining, sometimes farming. Hearing of the difficulties attending the transportation of mail across the Sierra on account of the great depth of snow, he determined one day to make a pair of snowshoes such as he remembered to have seen when a boy in Norway. Having made the shoes, he went to Placerville, near which place he could practice using them and test their utility. Finding that they worked to his entire satisfaction, he undertook to carry the mail across the Sierra on them, making his first trip in January, 1856. The distance, ninety miles from Placerville to Carson Valley, was passed over in three days, the return taking one less because of the down grade. Having made the experimental journey successfully, Thompson continued to carry the mail between the two points all that winter. The weight of the mail bags was often from sixty to eighty pounds. When traveling across the mountains he never carried blankets or wore an overcoat. He traveled by night as well as by day when necessary. If he camped for the night, he hunted the stump of a dead pine tree and having set fire to it, he built him a bed of spruce boughs, on the snow, and lying down with his feet to the fire rested and slept soundly. He was never lost in the woods or the mountains. By observing the appearance of the trees and rocks he could tell which way was north and which south and direct his course accordingly. He helped to bring the material over the Sierra Nevada mountains on which the Enterprise was first printed at Genoa in 1858. He was in the battle with the Pah-Utes in May, 1860, at Pyramid Lake, when the whites were routed with great slaughter.

104      HISTORY OF THE STATE OF NEVADA.

            He was a man of great physical strength and endurance, and of such fortitude of mind and spirit, that he courted, rather than feared, the perils of the mountains when visited by their fiercest storms; and the wild rage of a midnight tempest could not disconcert or drive him from his path. But under the strain of the exhausting labors he forced upon himself, his great strength gave out, and in the prime of life he was compelled to surrender to Nature's last summons. After a brief illness, at his residence in Diamond Valley, he died May 15, 1876. His remains were taken to Genoa for burial. He left a wife and one child.

PIONEER STAGE LINE.

            In the summer of 1857, Col. J. B. Crandall established a tri-weekly line of stages between Placerville and Genoa, and carried the "Carson Valley express," which was managed by Theodore F. Tracy. E. W. Tracy was agent at Placerville, and Smith and Major Ormsby were agents at Genoa. In June of that year, T. F. Tracy, accompanied by J. B. Crandall, Mark Hopkins, J. H. Nevitt, Wm. M. Cary, John M. Dorsey, Theron Foster, C. A. Sumner, and K D. Keiser, passed over the route, and established the following stations between Placerville and Genoa, viz.: Sportman's Hall, Brockliss Bridge, Silver Creek, and Cary's Mill. This was called the "Pioneer Stage Line," and connected at Genoa with the Chorpening wagons to Salt Lake.

OVERLAND MAIL.

            The summer of 1858 marked a new era in mail and stage facilities. Crandall transferred the Pioneer Stage Line to Lewis Brady & Co., who established a semi-weekly stage between Sacramento and Genoa. Major George Chorpening, brother of the enterprising and indomitable stage proprietor, had secured the United States mail contract from Placerville to Salt Lake City, which was to connect at that point with the regular overland mail to St. Joseph, Missouri. This put new life into the route from Carson to Salt Lake, and raised fresh hopes for the future of the region of country along its line. The first coach under this arrangement left Placerville June 5, 1858. The first Overland mail stage, bringing letters and passengers from the East, arrived in Placerville, Monday, July 19th of that year, at ten o'clock in the evening. The event caused universal rejoicing, and was celebrated with bonfires, speeches and other demonstrations of joy and gladness. W. M. Cary's new, and for those days elegant, hotel was illuminated, and the assembled multitudes were addressed by G. D. Hall, D. K. Newell and S. W. Sanderson. Dr. Pettit sent up a beautiful balloon in honor of the occasion. The Overland mail and stage line was now considered permanently established, and in the hands of thoroughly reliable and competent men. Yet the many difficulties and dangers attending its passage made it necessary to send special messengers a portion of the way to guard the mail and passengers. Messrs. Rightmire and Lindsay, most worthy and efficient gentlemen, were employed to accompany the mail-coaches as far as the Big Meadows, near the Sink of the Humboldt, and return with the westward bound stage. On their return, July 13, 1858, they reported having met, on the third of July, five emigrants who came through from Iowa that season, at the Sink of the Humboldt, who took the Truckee route for California. They had crossed the country on pack-mules, and according to a report published in the Mountain Democrat of Placerville, at that date, they overtook General Harney and troops on the Sweetwater in the Rocky Mountains, en route for Salt Lake City; who gave them peremptory orders not to pass through the Mormon country, which they had complied with by going to the north of the City of the Saints. They further stated that in Hot Spring Valley they overtook a train consisting of sixteen Mormon families (most of whom were women), hastening on to Carson Valley. These families were, they said, in perpetual dread of being pursued and massacred by the Salt Lake Mormons, and were making almost superhuman efforts to widen the distance between them: selves and the sanguinary saints.

            On the fifth of September, of the same year, Mr. Lindsay returned with the overland mail-coach, having a portion of the Salt Lake mail of August 16th, also the mail which left there August 23d. He reported an attack upon the mail party, August 20th, by the Shoshone Indians, and the destruction of their wagon and part of the mail matter. It appears, from the account given at the time by the Mountain Democrat, that on the night of August 20th while encamped eight miles below the first crossing of the Humboldt, the mail party of August 16th were surrounded by a large body of Shoshone Indians, who, by yelling and hooting, succeeded in stampeding and driving off the stage animals. Mayfield, the conductor, and his assistants, remained during the night to guard the wagon, but in the morning, finding that the Indians had gathered in great numbers, they determined to abandon everything except their arms and ammunition, and take to the mountains for personal safety. The mail-coach was afterwards found, literally torn to atoms; and the mail-bags were ripped open, and the letters scattered in every direction. These were picked up and taken to Placerville, by Mr. Lindsay. About this time it was reported that General Hunt had left Salt Lake City to explore a new stage route, west of Goose Creek, which was thought to be 150 miles shorter than the one then traveled. The overland stage, which arrived September 20, 1858, with mail and passengers from Salt Lake and St. Joseph, Missouri, brought the welcome intelligence that the United States troops had been ordered forward from Utah, to protect the mail and emigrants. October 13th, the overland mail reached the west end of the route on horseback, in advance of the stage, which had been

MAILS, STAGES, AND EXPRESS.   105

delayed. It brought the news that General Hunt and Dr. Forney, the Indian Agent in Utah, had reached Gravelly Ford, and were sojourning there with the Shoshones.

            A settlement having been effected, for the time being, with the hostiles of that tribe, the mails were more regular and made better time, and the business was greatly increased. In January, 1859, the overland stage brought the President's message from Salt Lake in seventeen days. Letters sent by the overland mail reached their destination in the East ten days in advance of the ocean steamer, and as a stage left once a week this line began to be the more popular and more generally patronized by the public.

            April 23, 1859, there were 500 pounds of mail shipped by the East bound stage, the largest amount ever before taken at one time. In June of this year, Captain Simpson, of the United States Topographical Engineers, surveyed a new route from Camp Floyd to Genoa, which it was claimed would shorten the distance about 300 miles. The distance from Camp Floyd, by the old Humboldt route to Genoa, was reported to be 854 miles. By the Chorpening route through Ruby Valley about 709 miles, and by the Simpson survey 565 miles.

            In September the company cut hay and made the necessary preparations to move down on to the Central or Simpson route, which they did the winter following. In October, 1859, Chorpening's agents having failed to call for the overland mail at Placerville, it was handed over to Lewis Brady & Co., proprietors of the Pioneer Stage, who carried it till March, 1860, when it was returned to the charge of Chorpening, he being required to carry it with four- horse teams. In October, 1859, J. A. Thompson and Judge Child started a new stage line to run tri-weekly between Placerville and Genoa. They run with coaches from Placerville to Strawberry Valley, and from there to Carson Valley they used sleighs, and thus kept the line open all winter. For this purpose they built two fine sleighs, with three seats each, in December, 1859, which were the first sleighs ever used on this mountain road. In the spring of 1860 Louis McLane purchased the "Pioneer Stage Line" between Placerville and Genoa, which he transferred in the year 1861 to Wells, Fargo & Co., who then run the entire route to Salt Lake. In the summer of 1860 A. J. Rhodes started an opposition stage line between Placerville and Carson City via Genoa. He used six-horse coaches, made daily trips in from ten to twelve hours and reduced the fare from forty dollars to twenty dollars. In the summer of 1862 he sold out to McLane, binding himself not to start another opposition line.

PONY EXPRESS.

            In the spring of 1860 the celebrated Pony Express was established by Jones, Russel & Co. W. W. Finney as agent, organized the line between Sacramento and Salt Lake. The express came from San Francisco by steamer to Sacramento, and was there immediately taken by a man on horseback. The old emigrant route was followed across the Sierra till the valley of the Carson was reached, when the Simpson route was adopted. This led to the east, through the desert in Churchill County, crossing the Reese River at Jacobsville; thence northeast to Ruby Valley and thence southeast, passing out through Deep Creek and around the south end of Great Salt Lake to Salt Lake City. The time between Sacramento and Salt Lake by the Pony Express was three and one-half days — relay stations every twenty-five miles. One rider covered seventy-five miles, and he was given but two minutes at each station passed. The average rate of travel was nine miles per hour. The schedule time from New York to San Francisco was thirteen days, via St. Joseph, Missouri. The first express left Sacramento April 4, 1860, at 2:45 P. M., and carried fifty-six letters from San Francisco, thirteen from Sacramento, and one from Placerville, at five dollars per letter. The first express from New York arrived April 13, 1860, bringing eight letters. The time from St. Joseph was ten days. The third trip of the express brought news of the result of the prize fight in London between Heenan and Sayers. Also of the adjournment of the Democratic National Convention at Charleston, South Carolina, to meet in Baltimore the eighteenth of June following, as there had been no agreement upon a Presidential candidate. The quickest time on record made by the Pony Express was with President Lincoln's first message. The time taken in bringing it from St. Joseph, Missouri, to Carson City, a distance of 1,780 miles, was five days and eighteen hours. It was done with double sets of horses, i.e., with fresh horses between stations.

OVERLAND MAIL STAGE COMPANY.

            The year following the establishment of the Pony Express, the Southern Daily Overland Mail, which had been established in 1859 through northern Texas to California was transferred to the Central or Simpson route, its regular trips commencing on the first of July, 1861. The reason of this transfer was the anticipated disturbances along the southern line, consequent upon the war of the Rebellion. The trans-continental telegraph was also built along this line. The work of constructing it was commenced in 1859, pushed rapidly forward in 1860 and 1861, and completed the twenty-second of September of the latter year. Previous to the establishment of the whole line, that portion between Placerville and Virginia City was built and operated by the "Placerville and Humboldt Telegraph Company," and was known as "Bee's Grapevine Line," having been projected and built by Col. F. A. Bee. Over the Sierra the wire was attached to the trees, and their swaying by the wind, caused the wire to stretch, until, in many places, it lay along the ground between the

106      HISTORY OF THE STATE OF NEVADA.

points of support. It is said that teamsters would sometimes cut out pieces of the line and use it in repairing the wheels of their wagons. One teamster being remonstrated with for this, said he supposed the wire had been placed there by the Toll-road Company to be used for that purpose. In consequence of these breaks, messages were often delayed. If there were important messages passing through and the line was broken the message would be transferred to the Pony Express, and in this way the telegraph was often beaten into Sacramento by the pony rider. This was the case with President Lincoln's first message and the news of his first election.

            From the date of the removal of the Southern Overland Mail to the Central route, and the establishment of the Daily Stage line, the mail facilities and means of transportation into and through the Territory began to improve rapidly. New roads were constructed and the old ones were improved, so that heavy loads of merchandise could be transported and faster time made over them. Two toll-roads were built across the Sierra ; one called the Placerville, and the other the Dutch Flat, or Donner Lake route. These were wide enough so that teams could pass in the narrowest places. The overland stage run with great regularity, and its business was conducted with promptness and dispatch.

            The discovery of silver and the development of the mines at Virginia City, gave rise to a rapid increase of trade, and other and competing lines of stages were started. Quick trips from Virginia City were often required to be made by parties on special business to Sacramento, and they were sometimes made in an incredibly short time. On the twentieth of February, 1864, the Pioneer line is reported to have made the trip in five minutes less than twenty-four hours. The fastest time recorded was on June 20, 1864, when the Larue line is reported to have made the trip over the mountains, from Virginia City to Sacramento, in twelve hours and twenty-three minutes, carrying the mail and William M. Lent, John Skae, and S. Cook, as passengers, they having chartered the coach.

            So great and so regular was the increase of business and travel by the Overland stage, that the company was compelled, from time to time, to add new stations, and increase the number of horses and coaches, till, in the spring of 1865, they had, between Virginia City and Austin, a distance of one hundred and eighty miles, thirteen stations, eight drivers, seventy-eight horses, and fifteen mud-wagons and coaches. Between Austin and Salt Lake, there were thirty-six stations, sixty wagons, one hundred and ninety horses, and twenty-two drivers—distance from Virginia City five hundred and fifty miles. This was called the Western Division, and was owned by the Overland Mail and Stage Company. The distance from Salt Lake to the eastern terminus on the Missouri River was 1,220 miles, termed the Eastern Division, was owned by a New York company, and managed by Ben Holladay.

OVERLAND STAGE FARM.

            In consequence of the exorbitant prices demanded by the Mormons for hay, grain, and all kinds of provisions, together with the great expense of transportation, the Overland Stage Company determined to make the experiment of raising their own fodder, and selected Ruby Valley as the best place for this purpose. The success of the enterprise had so far developed its advantages, that in the spring of 1865 they employed one hundred men, thirty plows, ninety yoke of oxen, and sowed 90,000 pounds of grain.

            As a result they harvested 8,575 bushels of barley, 8,745 bushels of oats, 1,655 bushels of potatoes, 1,854 bushels of turnips, 1,000 bushels of carrots, and seventy-eight bushels of beets. Theirs was the first experiment and the beginning of farming in eastern Nevada.

TELEGRAPH LINES.

            The first movement towards an Overland Telegraph line was made at Placerville in 1858, by the organization of the Placerville and Humboldt Telegraph Company. The first pole was erected at Placerville July 4, 1858, and the line built to Genoa that fall, and extended to Carson City in the spring of 1859, and to Virginia City in 1860. It was not completed to Salt Lake till the fall of 1861. The line to Virginia City had been constructed by private means, and frequent attempts had been made to secure State and National aid to extend it, but without avail. However, in June, 1860, Congress passed an Act, directing the Secretary of the Treasury to advertise for sealed proposals for the "use by the Government " of a line or lines of telegraph, to be constructed within two years from July 31, 1860, from some point on the west line of Missouri to San Francisco, for a period of ten years, and to award the contract to the lowest bidder, provided he did not require more than $40,000 per year. By a concert of action between all the Pacific Coast companies, they availed themselves of this proffered assistance, and applied it to the construction of one through line. For this purpose the Overland Telegraph Company was organized, with a capital of $1,250,000. The eastern end of the line, from Salt Lake to Omaha, was constructed under the supervision of Mr. Edward Creighton ; from Salt Lake to Ruby Valley, under the supervision of James Street ; from Ruby Valley to Carson, by J. M. Hubbard. The General Superintendent from Placerville to Salt Lake, was Horace W. Carpentier, and Mr. James Gamble had general supervision of the whole line. Thus arranged and divided up, the work of construction commenced. On the twenty-seventh day of May, 1S61, operations were inaugurated by Mr. Gamble, who started the construction outfit, consisting of a train of thirty wagons, from Sacramento, loaded with wire, insula-

107      MAILS, STAGES, AND EXPRESS.

tors, provisions, etc.—also several hundred head of oxen, horses, and mules. Although late in the season, there was no stoppage for storms or bad roads, and on the twenty-second day of September, a few days less than four months from its commencement, this great enterprise was completed, and connection at Salt Lake was made with the eastern line. Upon that day was transmitted over the wires the news of the Union defeat at Ball's Bluff, Virginia, and the death of Col. E. D. Baker, the United States Senator from Oregon. This line was built along the Central route through Nevada, and was operated in connection with the Overland Stage and Mail line till the completion of the Overland Railroad, May 13, 1869, when they were both drawn off and that route abandoned.

PRESENT MAIL ROUTES.

            The great Overland Mail and Stage line was withdrawn from its route upon the completion of the Overland Railroad, still there were numerous lines in the interior, generally well equipped and conducted with great spirit, enterprise and energy, and by reason of the growth and gradual development of the State, many of like character have been added since. All the towns and mining camps of importance in the State, not on railroad lines, and now supplied with good mail facilities, are herewith enumerated, together with their distances from each other and from the nearest railroad station.

            Commencing with Reno, on the Central Pacific Railroad, near the west line of the State, there are at present two daily stage lines (except Sunday) running from that station to the north and northwest. One leads back northwesterly into California through Plumas and Lassen Counties to Susanville, and is used most of the year in distributing the mails to those counties, on account of the deep snows that fall upon the mountains to the west. To Poeville or Peavine District, Nevada, is ten miles, and to Junction in California is ten more. The other line extends northerly through Roop County to Fort Bidwell, in Modoc County, California, 184 miles, passing through Pyramid, thirty miles from Reno; thence thirty-five miles to Sheephead; thence twenty-seven miles to Buffalo Meadow; thence to the northwest into California by Eaglesville, Cedarville, and Lake City to Fort Bidwell; thence across to Willow Ranch, thirteen miles to the west.

            From Rye Patch on the Central Pacific Railroad southwest to Vanderwater fourteen miles, and thence ten miles to Unionville, is a tri-weekly mail, and twice a week from Mill City to Dun Glen, nine miles.

            From Winnemucca north there are two daily lines (except Sunday). One an important line carrying the Idaho mail, runs to Willow Creek, fifty-four miles; thence twenty-five miles to Fort McDermitt, and thence on to Boise City in Idaho. The other runs to Willow Point, twenty-five miles; thence to Paradise Valley, twenty-one miles; and thence to Spring city, twelve miles.

            From Battle Mountain on the Central Pacific Railroad, a daily line (except Sunday) runs to Tuscarora, sixty-eight miles; thence to Cornucopia, twenty-five miles; thence to White Rock, eighteen miles, thence to Mountain City, twenty-eight miles. From Cornucopia to Columbia, twenty miles, is a tri-weekly line. South from Battle Mountain is a tri-weekly line to Lewis, twelve miles.

            From Elko to Tuscarora, fifty-nine miles, there is a daily mail and stage line, connecting with the Battle Mountain line to Mountain City.

            From Palisade on the Central Pacific Railroad, to Bullion, fourteen miles, is a tri-weekly.

            From Elko south to Eureka, a weekly line runs through Mound Valley and Dry Creek, thirty-two miles; thence twenty miles to Huntington; thence twenty-six miles to Cold Creek; thence via Diamond to Eureka, thirty-seven miles.

            From Eureka to Belmont is a daily stage (except Sunday) running to Morey, eighty miles; thence to Hot Creek, sixteen miles; thence to Tybo, twelve and one-half miles; and thence thirty-five miles to Belmont. From Morey to Duckwater, forty-four miles, the stage runs once a week.

            From Alpha, on the Eureka and Palisade railroad to Mineral Hill, eight miles, is a daily stage.

            Between Eureka and Pioche is a tri-weekly line, running first to Pinto, seven and one-half miles; thence to Hamilton, thirty-five and one-half miles; thence to Ely, forty-five miles; thence to Ward, seventeen miles; thence to Bristol, eighty-five miles; thence to Royal City, ten miles, and to Pioche, fifteen miles, making the whole line 215 miles.

            There is a tri-weekly mail from Hamilton to Eberhardt, five miles distant, and to Treasure City, three miles.

            From Wells to Hamilton is a tri-weekly line, running through Elaine, twenty-eight miles; thence to Spruce Mountain, thirty miles; thence to Cherry Creek, fifty-two miles; thence to Schellbourne, sixteen miles; thence to Hamilton, ninety miles, making the whole line 216 miles.

            From Spruce Mountain to Arthur, twenty-five miles, and thence to Ruby Valley, seven miles, is a weekly mail.

            From Pioche to Mineral Park in Arizona, 229 miles, is a tri-weekly line, running first to St. Joseph, 117 miles; thence to St. Thomas, twelve miles; and thence 100 miles to Mineral Park. The line at Mineral Park is connected with a line from there along the Colorado River to Yuma 336 miles.

            A daily stage runs from Pioche to Bullionville, twelve miles; thence to Panaca, two miles; thence to Clover Valley, twenty-eight miles, and thence east to connect with the Utah Southern Railroad.

            From Pioche to Hiko, sixty-six miles, the stage runs twice a week.

            A tri-weekly mail runs from Osceola east and connects with the Utah Southern at Frisco.

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            From Austin, the southern terminus of the Nevada Central Railroad, a tri-weekly mail goes southwest to Ione City, fifty-five miles; thence to Grantville, ten miles, and to Candalaria, seventy miles. Also, from Austin southwest to Junction, thirty miles, thence to Pine Creek, forty-two miles, and to Belmont, eighteen miles, is a tri-weekly mail.

            From Wadsworth, on the Central Pacific Railroad, a tri-weekly mail goes southeasterly to Saint Clair, thirty-two miles; thence to Stillwater, twenty-two miles; thence to Ellsworth, seventy-five miles; thence to Downeyville, eleven miles; thence to Grantville, twenty-eight miles; thence to San Antonio, forty-seven and one-half miles, and to Belmont, thirty-two and one-half miles, making the whole line 248 miles.

            From Dayton a tri-weekly mail runs to Wellington, through Fort Churchill, twenty-two miles; thence to Wabuska, twenty miles; thence to Mason Valley, sixteen miles; thence to Wellington, fourteen miles.

            From Mason Valley to Aurora a tri-weekly mail goes via Cambridge, twenty-five miles; thence to Washington, fourteen miles, and thence to Aurora, twenty-one miles.

            From Aurora a daily mail (except Sunday) goes southeasterly to Columbus, passing through Marietta, fifty miles; thence to Belleville, ten miles; thence to Candalaria; eight miles; to Metallic, one and a quarter miles, and to Columbus seven miles beyond. Thence a stage goes twice a week to Silver Peak, thirty-six and one-half miles; thence to Lida, twenty-three and one-half miles, and turning north to Montezuma, twenty-five miles.

            From Aurora a daily mail goes to Bodie, in California, twelve miles. Also, a daily mail goes from Aurora south into California, through Mono and Inyo Counties, supplying numerous post-offices and connecting with the Southern Pacific Railroad at Caliente.

            From Carson City a daily stage runs to Glenbrook, fourteen miles. Also, from Carson a daily stage runs to Aurora, passing through Genoa, thirteen miles; thence to Sprague, twenty-two miles; thence to Walker River, seventeen miles; thence to Wellington, five miles; thence to Pine Grove, twenty-five miles; thence to Rockland, five miles; thence to Sweetwater, twenty miles; thence to Elbow, ten miles, and to Aurora, seventeen miles.

            From Walker River to Coleville, twenty miles, is a weekly mail.

            From Genoa to Monitor and Silver Mountain in California, is a tri-weekly mail, going to Sheridan, eight miles; thence to Woodford, ten miles; thence to Markleeville, seven miles, and to Monitor and Silver Mountain, six miles. Between several points the mail is carried by a special supply line. This is the case between Lovelock and Salinas, forty-five miles; between Elko and Lamoille, eighteen miles; between Battle Mountain and Bailey, twenty-two miles; between Schellbourne and Aurum, twenty miles; between Fair Play and Ruby Valley, twenty-five miles; between Junction and Twin River, thirty-one miles; and between Lida and Gold Mountain, twelve miles.

            Such is the condition of the mail and stage service in 1881; changing as mining towns grow into importance or decline, and as railroads are extended.

            The Carson and Colorado Railroad will undoubtedly produce the most immediate change in the lines running southeasterly from Carson, making Hawthorne, or other towns as the road is extended, the distributing, or initial point of routes.

            In the history of Nevada, the mail and express lines have borne an important part. Penetrating the wilderness they have followed close upon the footsteps of the prospector, rendering aid and comfort in the development of the country. Wherever the miners made a camp the stage was quick to go. In the excitement of new discoveries of mines a rush of people would follow, a stage line would be put on, a mail route petitioned for, and post-offices established. The National Government was generous in granting subsidies or letting contracts for carrying the mail, and thus aided materially in maintaining lines where the income was small and the necessity for such accommodation to important enterprises was great. This generosity led to great abuses, and soon lines were conducted disgracefully to enterprise, but generally they were an honor to their proprietors.

WELLS, FARGO & CO.'S EXPRESS.

            In the rapid growth and sudden collapse of some mining towns, applications for post-offices have been made, which going through the "circumlocution office" of the departments at Washington would be granted about the time the last tent had been folded and removed. There was another power, however, an institution peculiar to the Pacific Coast, which has no such "office" but stood ever ready on the frontier, and wherever the miner pitched his tent, however broad the desert or rugged the cañon, if letters were to be sent or bullion carried, there went the messenger with his pouch and strong box. This institution was Wells, Fargo & Co.'s express, always in the van of pioneers, ready with the rush to go, serving its purpose and reaping its reward, then retiring as business declined, its facilities and accommodation always corresponding with the times. This company rendered the pioneers needed service, for which it is held in grateful remembrance. So prompt and faithful were its messengers in the delivery of letters, that for several years the express did the principal carrying business, charging but two to seven cents in addition to the United States postage. In addition the company transported all the bullion of the country, keeping such a record of its production that its statistics have become authority superseding all others.