Early Wagon Wrecks and Vehicle Designs

I once had a team of draft horses that were unpredictable and took spells of nervous behavior.  They were great fun to drive but it was hard to tell what might set them off.  One fall day, I had hitched them to an old John Deere wagon.  I had been working them for about two hours and was rolling through the middle of an open 40 acre field.  The day was cool but comfortable and all had been going well.  As I contemplated heading back to the barn, something stirred in the brain of the near wheeler.  Whether it was his imagination or some reality that I hadn’t noticed really didn't matter.  Both horses took flight and I found myself on a ride that connected me firsthand to a part of our horse drawn heritage most would like to avoid. 

In an instant, the serenity of the moment was exchanged for a time of rapt attention and rapid deliberations.  I’ve heard folks say that the human mind can’t ponder multiple thoughts at the exact same time but that day may have been an exception.  The next several minutes seemed like an eternity with plenty of contemplations being hastily tossed around in my head. 

I don’t know how long the run-away lasted but, as I slid sideways around the perimeter of a large circle, I remember seeing good-sized chunks of grass and dirt being cut by the tires and thrown high into the air.  I kept the team turned as much as possible and when they finally stopped, it was hard to tell who was trembling the most – me or the horses.  The next surprise happened when I looked down from my precarious perch.  It appeared that the wagon was quite a bit longer than it had been when I started.  Of course, that didn’t make sense but as I climbed down, I quickly noticed the pin had popped out of the reach and allowed the rear half of the running gear to slide along the coupling pole leaving only few inches before the gear extended beyond the box.  Thankfully, we had stopped just in time to prevent the wagon from coming apart at full stride.  (Moral of the story - always check to make sure the reach pin has a cotter key securely attached and do an overall vehicle safety review before hitching up!)

Surrounded by members of a threshing crew, this lunch wagon may have fallen victim to heavy winds on the plains.

Just as with traffic accidents today, these types of encounters occurred throughout America’s horse drawn era.  The mishaps happened at night as well as during the day and could be the result of a number of different circumstances.  Some took place when a vehicle traveled too close to the edge of a narrow, mountain road.  Others ensued when loads shifted on hilly terrain.  Still more happened in natural disasters, water crossings, sudden animal frights, or when parts broke at seriously inopportune times.

To the point about parts, early vehicle builders knew the dangers of broken or weakened components.  As a result, many designs were created to enhance the performance of a set of wheels while adding to the peace of mind and confidence of the user.  For example, since king bolts were a crucial part subjected to tremendous stresses, many of these sections received extra reinforcement as did the associated areas on the forward axle and sand board.  Reaches were likewise engineered to help eliminate wear or rotate in response to changing terrain.  Some brakes were designed to self-engage when going downhill, aiding with the load on draft animals and helping prevent skittish teams from running when they felt the wagon pushing them.  Steering systems (much like some early autos) were developed to help minimize injuries to horses from a tongue whipping to one side or another after hitting a rock or hole.  Some manufacturers even had specially designed pole caps that minimized the chances of neck yokes accidentally slipping off of the tongue.

In this exclusive original photo from the Wheels That Won The West® Archives, these tall-sided western freighters are being set upright after overturning on a narrow mountain road.

There were countless innovations and features especially designed for the well-being of the vehicle passengers and draft animals.  Some of these traits have been covered in this blog while many more are deserving of discussions as well.  Even the types of wood used in particular areas were often chosen for their safety and security points.  Historically, the designed safety features of early wagons and western vehicles have not received a lot of publicity.  Nonetheless, it was an area that many manufacturers focused on and one that gives us great insight into the unique characteristics that helped set individual makers – and even different eras – apart from each other.

Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

Choosing Raw Materials for Wooden Wagons

Back in February, I wrote a blog outlining the types of wood often used in early farm, freight, ranch, business, and military wagons.  As with each of the elements in these antique sets of wheels, most builders were not in the habit of haphazardly selecting random wood stock.  Instead, these renewable resources were carefully evaluated and employed in specific areas for particular purposes.  Clearly, since the majority of a period wagon was wood, it was essential for the timber to be chosen and prepared properly.  Only through attention to these details was the vehicle reasonably assured to meet the needs and expectations of the user.    

So, how did a builder determine which wood to use?  Below are at least ten criteria that would have been factored in by early builders.

• Strength – While this feature may seem obvious, it was far from the only consideration.  Beyond the ability to bear up under the loads and stresses placed upon it, the wood in wagons also had to work hand-in-hand with other features such as elasticity, weight, and durability to optimize the muscle it possessed.  In fact, too much rigidity and stiffness in certain areas could actually accelerate weakness while contributing to a shortened lifespan for other parts of the vehicle. 

• Cost / Affordability – As with virtually any manufacturing process today, an element of give-and-take was often applied to what went into a quality wagon.  Properly seasoned, higher grade wood stock was (and still is) more expensive.  In order to be competitive at every level, some makers offered multiple grades of finished work while others might try and pass off one class of wood for another.  For this reason, some major builders would display a vehicle at fairs and exhibitions without paint or finish.  It was a way to reinforce a manufacturer’s peerless commitment to quality while casting doubt on the construction integrity of others.  The age-old adage, “You get what you pay for,” held just as true then as now.

• Weight – While denser woods often translate into greater strength, they also tend to have heavier weight.  Even though this bulk could be helpful with particularly heavy loads and other stresses, too much mass could also make the vehicle even harder to pull, putting unnecessary pressure and strain on the team.  As a result, these early vehicles were constructed of both hard and soft woods.  The designs were engineered to gain optimum strength and durability without pointless weight. 

• Elasticity – As mentioned above in the comments related to ‘strength,’ period builders expected some flex and give, even in the densest of woods.  It was a need further emphasized when early iron axles were associated with wagon wheels breaking down on frontier trails.  As surmised in Mark Gardner’s book, “Wagons for the Santa Fe Trade,” it is quite likely these axles were too rigid and, as a result, transferred too much shock to the wheels.  

• Soundness / Durability – Weak and brittle wood had no place in horse drawn transportation – especially in heavy wagons.  Even so, these concerns did not always originate with a particular type of wood.  Other issues related to weather and insect damage could also impact the nature of wood stock.  Even quality woods could become a victim of insect infestation.  Some early makers, like Joseph Murphy, insisted that their timber be harvested when the sap was down and were equally concerned about issues from wood boring insects.**  Other builders chose wood like Bois d’ arc (Osage Orange) due to its natural resistance to insect and water-related damage. 

• Availability – During the late 19th and early 20th centuries, America’s forests were under heavy pressure by countless industries.  Commerce related to transportation, housing, packaging, undertaking, construction, farming, fishing, military needs, and so much more relied on a healthy supply of timber.  With so much of everyone’s daily life tied to wood, shortages occurred.  Some builders even purchased huge tracts of timber to ensure availability for themselves while locking out access to competitors. 

• Comparisons to Other Builders – Similar to today’s auto industry, buyers during the horse drawn age were educated as to who offered what features in a vehicle.  Competition was keen and perceived advantages touted by one builder were often copied or emulated by others.  

• Finish / Workability – A pleasing exterior finish on a particular piece of wood could depend on a number of things, including the wood quality or grade.  Wood prone to splintering or unsightly knots would have been objectionable to many builders and buyers. 

• Area of Use / Purpose – As I’ve shared before, different wood types were chosen for use within different areas on early horse drawn vehicles.  Axles regularly used denser wood types than what would have been chosen for boxes.  This blending of different woods helped optimize a vehicle’s strength without adding unnecessary and overly cumbersome weight. 

• Experience & Customer Acceptance – Consumer familiarity is always key to any accepted feature on a product.  Whereas many early wagon buyers would have been familiar and comfortable with white oak or black birch hubs, other woods occasionally used for hubs - like gum and elm - may not have enjoyed the same comfort levels with all buyers. 

Ultimately, there were a variety of woods used in the various brands of antique wooden wagons.  Some choices were driven by the economics of merely adequate performance and regional availability while others were chosen as the most reliable wood for a particular part.  Understanding these distinctions is not only helpful for restoration and preservation purposes but it also gives us greater appreciation for the marketing and manufacturing expertise that went into every one of these wood-wheeled workhorses.  


** Wheels That Won The West® Archives 

Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

Studebaker & the 1906 San Francisco Earthquake

Reporting the true depth of any business or industry can be difficult.  The very nature of large corporations and their focus on commercial success can sometimes overshadow the human element inside.  At the end of the day, though, it’s always people that make the difference in any organization.  People innovate, people excel, people challenge, and people stand in the gap. 

Such was the case when, almost eleven decades ago, the city of San Francisco was violently torn apart; thrust into the headlines as it reeled from the pulverizing power of a massive earthquake and fire.  The first few hours of April 18, 1906 were relatively quiet but just before dawn, the city and everyone inside were turned upside down.  It's estimated that thousands of visitors and residents perished as the earthquake was joined by uncontrollable fires ravaging the remaining rubble. 

While the city was almost totally shattered, the quake was not limited to the immediate area.  It’s tentacles of death and destruction also wreaked havoc throughout a good portion of the state.  Below is an article published mere weeks after the April quake.  As a tribute to the character of the American West and the people of our great nation, it seems appropriate to share this account.  With so many heart-wrenching stories in the news these days, this May 1906 report in “The Carriage Monthly” is a reminder of the power of the human spirit and the resolve of the American people.

Charles Author Carlisle, of the Studebaker Bros. Mfg. Co., writing concerning the recent earthquake and fire in San Francisco, says:

“Immediately upon receipt of the news of the earthquake we sent our sales manager, L.F. Waver, who was previously our manager at San Francisco, to Sacramento, Cal., and we directed our field managers in the various sections of California to go at once to the city of San Francisco, and seek out our people there and do everything possible to relieve suffering and distress.  It was several days before we got any definite information from our San Francisco manager, C. N. Weaver, and then the glad report came to us that he and his family and all members of our own force, which numbered considerable, were safe, although deprived of their homes and comforts of living.  The distress locally, however, was intense, and our managers called for additional funds, asking us to send $5,000 in currency overland by special messenger, which we did, and succeeded in reaching them in time to be of continued service.

It is hard to adequately appreciate the distress and suffering of those who were inside of the city, but they were brave and generous to one another, even in their great distress – big-hearted and self-sacrificing, and this is one of the beautiful tributes to which the American people have so generously responded.

We have been inspired by the undaunted spirit of the Californian himself, and have laid plans for re-establishing ourselves in San Francisco and of co-operating in the desire and effort to rebuild the city.  As stated above, temporary headquarters have already been established with our branch agency at Sacramento, where we will be able to look after our California trade and take care of the local business that will come to us.”

Even though the article above was shared with the transportation industry over a century ago, the front-line report still feels fresh with sentiment.  Perhaps it’s because today's readers are so eerily familiar with natural disasters that this story is equally relatable today.  

Account after period account shows that the city’s rebuilding process began immediately.  Thousands upon thousands of horses, people, and wood-wheeled vehicles dug in, moving tons of rubble and replacing devastation with dreams. The city came back stronger and even more vibrant than before.  It’s an overwhelming reminder of the purest history of America; a melting pot of people, holding on to hope and repeatedly choosing to see opportunity over obstacles.    

This 1907 catalog contains a number of early work vehicles that were likely used in the cleanup of the San Francisco quake.  In fact, the company is reported to have built twice as many dump wagons in 1906 than 1905.  Much of that business undoubtedly came from California.

For some readers, this blog may seem to be a departure from the type of stories we’ve shared in the past.  In reality, I think the topic may be among the most relevant we’ve ever posted.  Why?  Because it goes to the heart of what gives any brand lasting desirability.  It highlights the point that the reputation of any business ultimately goes beyond the course of competition to the personality, care, and commitment of its people. 

Thanks for stopping by.  Remember, if you haven’t signed up to receive this weekly blog via email, you can easily do so by typing in your address in the “Follow By Email” section above.  You’ll receive a confirmation email that you’ll need to verify before you’re officially on board.  So, don’t forget to verify.  We’re looking forward to your visits each week. 



Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

Giant Western Freight Wagon Built By M.P. Henderson

Some things are hard to forget.  To that point, almost twenty years ago, I purchased a book by Don Berkebile entitled, Horse-Drawn Commercial Vehicles.  With over 250 images packed into 150 pages or so, the book is chock full of details related to America’s first and largest transportation industry.  In fact, the diversity of vehicle types shown on almost every page provides a great overview of that era, making it a must-have reference for any enthusiast’s library.

Beyond those accolades, one of the things that has always struck me about this book is a photograph it holds of a giant western freight wagon.  From the first time I saw it, I’ve never forgotten the massive scale of the piece.  To me, it’s a reminder of just how big the challenges and opportunities were on America’s western frontier. 

The wagon was handcrafted in 1899 by legendary wagon and coach maker, M.P. Henderson of Stockton, California.  It was ordered by C.D. Lane, a millionaire mine owner and, at the time of its completion, was billed as the largest wagon in the world.  Looking at how it dwarfs those in the photo, the wagon was clearly built to haul massive loads.  In another way of thinking, it was also crafted to make a statement. Detailed striping, custom hardware, and the host of folks gathered in the photo all reinforce the point that this was far from a run-of-the-mill freighter.  Ultimately, it was created to promote and service the Fortuna Mine – one of the most prosperous and productive gold mines in Arizona at the time.  The proprietor, Charles D. Lane, also owned the famed “Utica Mine” at Angels Camp, California and the “Wild Goose” in Nome, Alaska.

This photo from the Wheels That Won The West® Archives shows the massive Fortuna freight wagon.  It was built in the shops of M.P. Henderson & Son in Stockton, California.

Mr. Berkebile includes a brief description of the vehicle in his book.  He credited an 1899 issue of The Carriage Monthly for the details.  Since the original write-up on the wagon actually included a bit more information than the book, we thought it would be interesting to highlight some of that in today’s blog.  Below is a portion of that article taken from original materials in our Archives...

“M.P. Henderson & Son, Stockton, Cal., have just completed the largest wagon that ever was built.  The height from the ground to the top of the seat is 13 ½ feet.  The seat had to be removed before it could be shipped on the railway.  The hubs are 16 x 20 inches, and the spokes 4 5/8 inches.  The width of the tire is 6 inches, the depth of the rim 4 ½ inches, and the thickness of the tire 1 inch.  The front wheels are 5 feet in diameter, and the rear wheels are 8 feet.  The most notable feature of the wagon is these rear wheels.  The idea of having such enormous wheels is that the wagon will roll easier on the sandy roads of that country.  The wagon bed is 20 feet long, and has a regular width of 3 feet 8 inches.  It is 5 feet high inside.  The axles are 3 ¼ inches.  The complete wagon weighs 6,515 pounds, and has a carrying capacity of twelve tons.  It measures 33 feet from tip of the pole to the back of the bed, and required for shipment the longest railroad flat car in use...” 

Some time back, I was cataloging a few early articles in our Archives and came across yet another – even earlier – written account covering the same set of wheels.  To the best of my knowledge, this discovery marks the first time this earlier report has been pointed out to modern audiences.  The significance of the find lies in both the affirmation of details in the later piece identified by Don Berkebile as well as the uncovering of previously unknown information.  Both reports include similar statements but, the earlier piece also shares that the vehicle was to be pulled by 18-20 draft animals.

This close-up image reinforces the impressive scale of the Fortuna freight wagon.

Additional features of the massive wagon included steel standards, double spoke rivets, 14 spokes on the front wheels and 16 on the rear, box brakes, heavy rub irons, and an adjustable brake rod.  In some ways, the giant wagon looks a little like an overgrown California rack bed.  Centering the bed on the lowermost sill, the insignia of M.P. Henderson & Son identifies the firm as the maker.  Just above the Henderson name is a rarity for freight wagons – a hand painted scene featuring what looks to be a western landscape.  Reminiscent of still life paintings embellishing the doors of period Concord stagecoaches, the extravagant painting on this freight wagon was clearly meant to reflect the wealth being uncovered in the Fortuna mine; Hence, the christened name lettered in the top center of the vehicle box – La Fortuna. 

Further capturing the lucrative nature of the mining operation, an 1896 report showed that within a four month period, 6,300 tons of ore had been extracted from the Fortuna mine with the resulting gold for the brief period valued at almost a quarter million dollars.  In another report, the August 16, 1900 issue (p.9) of the Los Angeles Herald newspaper indicates that the mine was still running strong at that time, producing $140,000/month. 

Clearly, the wagon was part of a remarkable enterprise.  Looking at the century-plus-old photo, it’s easy to be impressed by the size of the vehicle.  Just as engaging, though, is the thought of what may have happened to this particular wonder of the west.  With so much attention given to its debut, it’s tough to think that such a magnificent icon has likely been lost to time.  Fortunately, we have the written reports and the photo above to remind us of some very ‘big’ moments in western transportation history.  Have a great week!

By the way, if you haven’t signed up to receive this weekly blog via e-mail, just type your address in the "Follow By E-mail" section above.  You'll receive a confirmation e-mail that you'll need to verify before you're officially on board.  Once that's done, you'll receive an email every time we update the blog.  Please don't hesitate to let us know if we can be of assistance.  We appreciate your continued feedback and look forward to sharing even more wooden vehicle info in the coming weeks. 

Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

What’s The Rub? Protecting Wagons/Western Vehicles

No matter where you look on an old horse drawn wagon or western vehicle, you’re likely to see some type of metal attached nearby.  While each piece of iron and steel can have different – and even multiple purposes – the most common function of many forged and hardened parts is that of protection...  Protection against excessive wear and tear as well as a safeguard against unnecessary wood stress and fatigue.  Ultimately, this ‘body armor’ was engineered to deliver greater durability and less maintenance issues.

These and other technologies inside an old wooden vehicle are just part of the intrigue any early set of wheels can hold.  With that in mind, below are a few typical areas of protection as they were addressed by numerous wagon builders.  If you look close at virtually any 19th or early 20th century piece, you can often see even more areas where the maker placed fortifications.

Rub irons – These are the cast metal (and sometimes angle iron) pieces bolted or riveted to the lower box sides behind the front wheels.  The primary purpose of these metal plates was to protect the box from damage when the wheels turned too tight.  Every rub iron was expected to eventually wear out.  As a result, they were designed to be easily removed, reused, and replaced.

Rub irons were crafted in a number of different forms for multiple purposes.

Tongue irons – The tongue could receive considerable damage from numerous sources including repetitive rubbing, chipping, and gouging from the action of the doubletree, singletrees, draft animals, and fifth chains.  As a result, it’s not uncommon to see extensive ironing applied to appropriate areas on the tongue.

Box chafe irons – These flat metal plates were sandwiched between the bolster stakes and the box sides to help prevent undue chafing on the box by the standards.

Not all wagon makers used chafe irons on the box but many builders did include a myriad of similar quality details throughout the designs.

Box top irons – The thinner top edges (and sometimes the ends) of a wagon’s sideboards and end gates were often fitted with these narrow metal strips.  The objective was to reduce or eliminate unnecessary board fractures and wear as materials were loaded, unloaded, and positioned on top of the boards.  

Reach boxes – Fitted between the rear axle and bolster, many makers utilized a rectangular frame of either cast iron or fabricated sheet iron around the reach.  The purpose was to help prevent the reach from wearing against the axle and bolster.

By covering the tops of sideboards and end gates with metal strips, wagon boxes were protected from unnecessary damage during normal use.

Reach boxes were designed to help preserve the structural integrity of the reach, rear bolster, and rear axle in a wagon gear.

Encased hubs – Wooden hubs encased in metal were a common practice in the 19th and early 20th centuries.  While only a few farm wagon builders are known to have used similar designs, there were numerous manufacturers of lighter vehicles that employed metal clad wooden hubs.

Clouts – Prior to, and sometimes after, the invention of the thimble skein, the ends of wagon axles were fitted with ‘clouts.’  These metal plates were attached to the top and bottom of each axle end to provide easier draft while also protecting the wooden axle from excessive wear. 

Sand board and bolster plates – These pieces were engineered to take a significant amount of punishment and were typically thicker than most other metal on a wagon.  They were configured in a variety of ways.  Some were heavy flat bars while others had a cup and saucer design.  Still others looked more like a fifth wheel, offering greater protection for the king bolt.

Sway bar, reach, & slider irons – In many dead axle wagons, there are multiple parts of the front hound that are designed to move back and forth over the reach as the front wheels turn.  Portions of wooden pieces in these areas are typically plated with metal to help preserve the structural integrity of the reach and hound sections.

The forward hounds of a wagon were often clad with metal strips as shown above.  This extra 'ironing' helped guard against excessive wear and tear on the wood.

Reach plates – Some reach plates are designed with additional iron framework to prevent the rear hounds from rubbing and wearing against the reach.

As I mentioned in the opening to this blog, there are numerous other areas of early western vehicles that received “ironing” to protect, strengthen, and underscore the quality of a particular piece.  Clearly, the blacksmith shops had plenty to keep them busy in the production of these vehicles.  From the mountains, rivers, and plains to the deserts, valleys, forests, and fields, period western transports needed protection.  In fact, from the time they left the shop of a specific maker, these heavier wheels were regularly subjected to torturous terrain, burdensome cargo, and extensive exposure to the raw elements of the outdoors.  By the very nature of their functions, they were expected to take a beating and keep rolling with minimal maintenance.  It was a tall order and many did it surprisingly well.


Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

Originality in Early Western Vehicles

You might want to grab a cup of coffee and sit a spell as this week’s blog is a bit longer than the norm.  It relates to a subject important to all stewards of early vehicles, so I’ve given you a bit more fodder to chew on.  There’s a lot more that can be shared on this subject but, this blog should provide a good start…

One of the things I enjoy doing is evaluating early western vehicles.  Whether you realize it or not, every time you view a set of wheels, you’re also making similar assessments.  As enthusiasts, we all look at different designs, forming conclusions as to their intrigue and desirability.     

So, anytime we’re reviewing one of these wooden workhorses, there are a number of basic questions that can come to mind. Thoughts like... How old is it?  Who made it?  Where was it used?  What was it used for?  Is anything broken, weakened, damaged, or missing?  And, just as critical for collectors – How ‘original’ is it?  Each of these questions can be helpful when determining a vehicle’s provenance, personality, and price point. 

From my experience, some of the most common references to wooden vehicles seem bent on attaching extreme originality to the piece.  In fact, I believe the catchphrase, “All-Original,” is so frequently misapplied that it often carries only a partial vein of truth.  Don’t get me wrong.  I love all-original vehicles and there are some nice surviving examples.  However, it’s a tough description to live up to and many simply do not.  The reason for that is that most extant, wood-wheeled western vehicles are going to be 75 years or more in age.  A lot has likely happened to a vehicle that’s been around for at least three-quarters of a century and many of those occurrences can leave the old transport in far less than ‘all-original’ condition.  Numerous parts of the whole are regularly lost, replaced, or have deteriorated to the point they are no longer salvageable.

It should be noted that if a vehicle is deemed to be less than ‘all-original,’ that does not necessarily mean that it has suffered any loss in resale value, desirability, or importance.  Truth is, early vehicle values and historical significance are contingent on a host of qualifications and any tendency to place unbounded importance on a single trait can lead to missed opportunities as well as misunderstandings. 

Clearly, there are different levels (amounts) of originality in most early vehicles we see.  For example, a piece may be fortunate to still contain all of its original components but it may have been repainted at some point.  Even if this was done 80 years ago by the farmer using the wagon, the term ‘all-original’ cannot legitimately be applied to a vehicle carrying a finish that was applied well after its initial production.  Terms such as ‘authentic,’ ‘period correct,’ or even ‘historically accurate’ might be more suitable – depending on the piece and its makeup. 

The term, “All-Original,” tends to infer that the vehicle is still comprised of the same pieces that came from the factory/shop that built it or the retailer that initially sold it.  To that point, I regularly receive questions asking if wagon running gears and boxes could have been mixed from the start of their lives together.  In other words, can a piece be ‘original’ if it is made up of one brand of running gear mated to a box from a different brand?  Yes, this did happen and, yes, I have evidence of it occurring.  There are multiple ways that it took place.  In one scenario, a dealer may have put different pieces together and sold it to a consumer not particularly swayed by one brand over another – they just needed a good box and gear.  Many early dealers sold multiple brands of wagons, making this a very understandable occurrence.  In another situation, a customer may have had a good box and needed a replacement gear (or vice versa).  It reminds me of the time our washing machine went out.  The dryer was still good so we kept it but when we went to buy a new washer, we ended up getting a different brand than what had previously accompanied the washer (Economics sometimes win out over brand consistency).  Most can relate to an end user not spending unnecessary monies just to keep things perfectly aligned by brand.  In both cases I've mentioned, the collective grouping is represented as it was acquired by the consumer. 

I’ll extend a friendly word of advice here… The occasional mixing of brands by some in the late 19th and early 20th centuries is is not a license for modern-day collectors to mismatch pieces willy-nilly.  Likewise, I would counsel strong caution to anyone attempting to elevate vehicle perceptions and values by misrepresenting pieces in a similar fashion.  There are numerous ways to confirm originality of multi-brand parts making up a single vehicle.  Fraud can always be spotted by those who know what to look for and, as part of our Authentication Services, I have pointed out such circumstances to clients in the past.

Normal wear and tear (including paint fading & loss) is typically part of a vehicle’s originality but some additions and deletions are not.  For example… while a crack in the original wood floor is part of the wagon’s use, age, and character, a replaced floor is just that – a replacement.  Again, it is not necessarily a negative element for the wagon.  It merely requires us to be mindful of how we refer to the piece.  Likewise, a wagon is not “all-original” if it has had its wheels cut down, end gates replaced, or even had something as small as new bow staples recently installed.  Again, these points are not meant to declare something as a negative but rather cause us to think twice about how we use and think of the terms such as ‘all-original.’ 

As a collector, I typically like a piece to be as original as possible but I certainly won’t shy away from an exceptional piece just because it has had a few repairs or is missing some of its parts.  In fact, if you’re looking for a piece that is 100% perfect, you will likely grow gray-headed and toothless waiting for what may be the fulfillment of unrealistic and unwarranted expectations.   

Ultimately, there are a number of considerations that go into any evaluation focused on originality levels of a particular vehicle.  Start to finish, it’s not a process that should be taken lightly or approached with personal agendas. 

Coming Soon... We'll look at early vehicle "Authenticity" and examine how it relates to "Originality".  Have a great week! 

Please Note:  As with each of our blog writings, all imagery and text is copyrighted with All Rights Reserved.  The material may not be broadcast, published, rewritten, or redistributed without prior written permission from David E. Sneed, Wheels That Won The West® Archives.

Old Wagons Can Look The Same

Over the years, I’ve regularly shared the competitive nature of America’s early wagon builders.  The more I’ve researched this industry, the more amazed I am that the cut-throat business tactics and dominant reputations of many have rarely been reported.  Throughout the 1800’s and early 1900’s, countless firms went head to head, challenging each other with price wars, races for single and mass market dominance, control of raw materials, employment benefits, and innovative engineering.  Some even mimicked paint graphics and fabrication styles of competitors in order to sway buyers.  From the forest to the factory, a lot of stories from this part of the American West can be just as wild as those from an all-night saloon in a frontier mining town. 

With tens of thousands of makers and a known history for some to simulate the construction traits of others, it’s inevitable I suppose that modern day efforts to identify wagon brands can hit a snag from time to time.  As a result, I’ve regularly cautioned against using only one or two points to assume an identification is accurate.  To illustrate that counsel a bit more this week, I thought I’d open up our files and show yet another example of how confusing and problematic evaluations can become when we focus on just one notable characteristic.

By all accounts, T.G. Mandt (Stoughton, Wisconsin) was one of America’s most prominent wagon makers.  His innovative genius is recorded in numerous patents granted for wagons and sleighs/sleds.  Because the Mandt brand was a dominant and high-profile company, many of today’s early vehicle enthusiasts will quickly recognize the hollow-tubed bolster stake design that Mr. Mandt created in the late 1800’s.  What most don’t know, however, is that there was another patent granted to yet another company for an extremely similar design. 

Below are illustrations from the two (2) different patents.  Can you pick out the original design conceived and manufactured by T.G. Mandt?  While some might be fortunate to choose the correct Mandt design here, looking at a single example on a wagon without paint would likely be a bit more tricky.  

Can you guess which of these early illustrations belong to the patent awarded to legendary wagon builder, T. G. Mandt?

Both concepts are so alike in form, feel, and function that, unless a person is well aware of the alternative design, it’s tempting to associate each as being the same T.G. Mandt piece.  Moral of the story?  Caveat Emptor... collectors, buyers, and those quick-to-judge will do well to take note.  There are countless mirrors of innovations and design practices just waiting to be misread.  As with any topic, one way to help avoid misconceptions is to devote oneself to continued growth and experience on the subject. 

Ultimately, period wagons are made from hundreds of parts.  Each segment of the whole has a story to tell related to identity, originality, authenticity, purpose, and even the timeframe of manufacture.  By the same token, overlooking any element can easily leave individuals open for embarrassment, frustration, and maybe even a healthy dose of regret. 



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