As a western vehicle historian, I’m
constantly digging for more information on early wooden wheels used in the West. I look for details about the pieces
themselves, their specific uses, unique designs, individual builders, marketing
methods, competitive strategies, and the overall industry. All of it helps us gain a clearer and better
picture of the complexities of America’s first transportation empire.
Not long ago, I stumbled upon an 1882
article sharing some of the challenges faced by heavy vehicle builders in
California. The frustrations of the
writer are clear as he repeatedly laments the lack of large capacity wagon makers
in the Bear State.
Clearly, there were notable, native
builders in California during the 1880’s.
However, at least during the time of this article, none had sufficiently
grown to compete in mass scale with well-known manufacturers in the Midwest and
East. Below are several excerpts from
the article. As you’ll see, the comments
begin with an optimistic outlook on the number of vehicles used throughout
California. The tone quickly changes,
though, as the writer pinpoints significant issues faced by builders.
“... The high rate
of wages, the value of time to business men, the abundance and cheapness of
horses and horse feed, the sparseness of population, the long distances at
which many of the farmers live from towns, the number of good roads, and the
considerable amounts of exports and imports, have led the people of our coast
to own and use an exceptionally large number of wagons and buggies. It is doubtful whether so many are to be
found in proportion to the people in any other part of the world. All the large towns have pleasure drives, on
which the light buggy and the fast trotter are leading features.
While we consume
a great number of wheeled vehicles, we produce but few. The oak used in the heavy and the hickory in
the light wagons are equally lacking, and we must import both from the
Mississippi Valley, and it is found cheaper to obtain them for general use in
forms prepared for putting together, if not already put together in the various
parts of wagons. A great part of the
value of a wagon is in the wheels, most of which are made up for us beyond the
Rocky Mountains. Even when wagons are
made here, the spokes, felloes, hubs, axles, and tongues have not infrequently
been shaped in the East. We purchase on
this coast about 7,000 farm wagons annually, worth $100 each, and the number
made here is very small, not one factory or shop being devoted exclusively to
their production. Nor until we grow some
wood that can rival the Eastern white oak in strength, elasticity, and even
hardness of grain, is it probable that we can establish large factories for
farm wagons with profit, even if the difference of 25% in wages against our
manufacturers should be removed….”
The writer continues by sharing that the
mining communities also seemed to be overly dependent upon vehicles created
thousands of miles away.
“…The building
of railroads and the decrease of production and population in the placer mining
camps, deprived these mountain teamsters of much of their business, and
diminished the demand for wagons of special patterns. The freight is now carried in vehicles
brought from Michigan…”
The reference to Michigan-built
freighters is particularly interesting. Beyond
the distance from California, the notation is intriguing because part of early vehicle identification involves not only intimate knowledge of how a particular
brand was built but, also awareness as to where those sets of wheels were distributed. By pointing to the state of Michigan, there
is a strong probability that the legendary Jackson brand of wagons were the
ones referred to as hauling freight to and from the mining camps. These freighters were often described as
‘Michigan wagons’ throughout the 19th century.
It’s an important clue and one that bears remembrance during careful evaluations
of surviving western freighters of unknown origins. Time and again, period writings proclaim the
prominence of Jackson freight wagons (Austin, Tomlinson, & Webster Company). Yet, like a number of other legendary wagon
makers, we know of no Jackson freighters to have positively been identified to
date.
This 1889 Jackson wagon catalog contains a wealth of information on numerous Jackson vehicles – including freighters. |
With so much of America’s early wheeled
history lost or forgotten, it takes time and patience to uncover valuable
pieces and put them back together again.
Perhaps, through the sharing of some of these findings, we may yet
restore important identities to vehicles that have been separated from their
roots. The early Jackson catalogs and
reference works in our Archives may one day help return a legend to its place
in history. For your part, if you find
yourself traveling in the West, take plenty of photos of any early freighters
(large and small) you come across. We’d
love to see them and compare to documents in our care. Together, just maybe, we can help return some
of the West’s most important and least known history to its rightful place.