WHEELS THAT WON THE WEST®: April 2017

Wednesday, April 26, 2017

This rare, original photo shows four different types of military transportation used during WW1 – balloon, airplane, wagon, and automobile. The image is part of our collection highlighting early military transportation.

14) The Springfield wagon company only used one style of seat - a lazy back.

While many are familiar with the ‘taller’ lazy back seat (with backrest) that is fairly common on a Springfield wagon, the firm actually made several different styles without a raised backrest.

15) To keep a skein from having too much longitudinal wear, there should never be any slack when the wheel is rocked side to side.

This one is false as the wheel is supposed to move roughly a quarter inch on the longitudinal axis of the skein. It’s a design feature that helps distribute the axle grease. I wrote a blog back in September of 2013 that included period documentation highlighting the fact that some longitudinal movement isn’t just normal – it’s necessary. Click Here to see that research.

16) Tongue supports or springs (for wagons) were in use as early as the 1850’s.

Absolutely true. Our files include multiple patents for tongue springs and various other methods of supporting a wagon tongue. The earliest patent for a tongue spring that we’re aware of dates to 1857. The purpose for a tongue spring was to take the pressure and weight of the wagon tongue off of the draft animals while still allowing hinged movement of the drop tongue.

17) While a wagon is being drawn forward, the pressure on the reach pin makes it impossible for it to work itself out of the reach plate and coupling pole.

Anyone who’s ever driven much or looked closely at a reach pin knows this to be a false statement. Most reach pins have a slot for a cotter-type key, nail, wire, or some other ‘keeper’ in the hole on one end. The reason? As a wagon travels, rough terrain and jarring motions of the vehicle can easily dislodge an unsecured pin. The results can be unsavory to say the least. Some wagon builders, like the Stoughton Wagon Company, even used a reach pin that screwed in, making it especially tough to loosen up and fall out.

Many Stoughton brand wagons utilized a reach plate with a threaded pin and tension plate. The design was originally created by T.G. Mandt.

18) The running gears of Bain brand wagons were always painted orange.

Orange was the predominant color of most Bain wagon running gears. That said, yellow was also used in a number of instances. In fact, in November of 2014, we highlighted a very nice Bain rack bed wagon located in the Angels Camp Museum in California. We share these types of small details to help increase awareness and limit erroneous stereotypes that can often be applied to these early wheels.

19) Wagons with Bois d’arc (Osage Orange) wheels were not desirable on the plains.

This statement is a complete falsehood. Bois d’ arc is also referred to as ironwood or Osage orange. It’s well-documented throughout the latter half of the nineteenth and early twentieth centuries as being an important wood for use in wagon wheels. Inside the pages of “The Prairie Traveler,” published in 1863, those heading west by wagon are given numerous recommendations for overland travel. Among the valuable tips in this guide was this counsel...

“Wheels made of bois-d arc, or Osage orange-wood, are best for the plains, as they shrink but little, and seldom want repairing. As, however, this wood is not easily procured in the Northern States, white oak answers a very good purpose if well seasoned.”

According to period publications, the natural range of the tree was from southern Arkansas through southeastern Oklahoma and down to southern Texas. A wider range of economic planting, though, reached out much farther, including the middle western states from Illinois southward and then westward to eastern Colorado and New Mexico. It’s possible to be grown in more northern climates but harsh winters take a toll on the tree. Due to the continued interest in this wood, we’re considering writing a lengthier article on its history, use, and significance.

20) Not all period chuck boxes utilized a folding leg(s) to support the hinged table.

While most period chuck wagons do appear to have used some variation of a folding leg to support the chuck box lid/table, there were exceptions to the rule. In our collection of pre-1900 and turn-of-the-century imagery, there are several original photos showing a chuck box equipped with either ropes or chains to hold the table level when lowered.

This portion of an original cabinet card photo shows the chuck box table held in place by ropes. Time and again, our extensive collection of period imagery helps paint a clearer image of how things were done back in the day.

21) Round edge tires were common on wagons used during the Civil War.

This is a false statement and is one of the design technologies that can be helpful in narrowing down time frames of manufacture in early wagons. Notable manufacturers were touting round edge tires as new and innovative designs in the early 1880’s.

22) Not all king bolts were made of a single, solid piece. Some were designed to bend.

As crazy as it may sound, this is true. Clearly, most king bolts on wagons were made from one, straight and solid piece of metal. Sometimes, though, the pin was shaped like a ‘T’ to allow the rocking bolster to move side to side without putting pressure on the main pin. Similarly, in 1884, Richard Blackwell of Kentucky created a king pin with a hinged joint to allow more fluid movement of the rocking bolster without undue pressure on the main pin.

23) George Milburn (Milburn Wagon Company) was related to the Studebaker Brothers through marriage.

In 1857, George Milburn needed help fulfilling a U.S. Army contract for wagons needed in the Mormon conflict in Utah. Milburn subcontracted the completion of 100 wagons with the up-and-coming Studebaker Brothers in South Bend. It was the beginning of an even closer relationship between the brands as Milburn’s daughter, Anna, married Clement Studebaker in 1864. By 1868, the Studebakers had incorporated the business with Clement as president.

With roots to 1848, the Milburn Wagon Company was a significant vehicle maker throughout the nineteenth and early twentieth centuries. More history on the company can be found by checking out our March 16, 2016 blog.

24) The California Gold Rush was started by a wagon maker.

This is a relatively obscure fact. James Marshall was a wagon maker long before he discovered gold at Sutter’s Mill. Reinforcing that point, here’s a brief article from the July 1890 issue of “The Hub”...

“The original discoverer of gold in California was a Jersey man. He had learned the wagon-maker’s trade of his father, and went to California in 1845, when he was thirty-two years old. On the 19th of January, 1848, while engaged in the construction of a millrace at what is now the thriving town of Coloma, his attention was attracted by the glitter in the sand that had been washed down by the stream. He was a man of considerable practical knowledge, and soon came to the conclusion that the bright particles were gold. Not appreciating the significance of his discovery, he revealed it to his fellow-workers. Very soon afterward gold was found in paying quantities in several parts of California and the great rush to that State from all parts of the Union began. His name was James Wilson Marshall, and quite recently a monument was erected at Coloma, Cal., to his memory, near the spot where he first found the hidden treasure. It bears the inscription: ‘Erected by the State of California in memory of James W. Marshall, the discoverer of gold."

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, LLC

Wednesday, April 19, 2017

Answers for the Test

Last week, we shared a number of true/false questions related to America’s early wagon industry. Overall, it was a massive wood-wheeled dynasty that left us with some incredible, albeit largely forgotten stories from our nation’s history. Over the next few weeks, we’ll gradually share the answers to the questions. Even more importantly, we're looking forward to highlighting some intriguing parts of our transportation past. With that as a lead-in, below are the answers to the first dozen questions we presented...

1) The American Wagon Company only made wagon boxes – not running gears...

This one is true. The American Wagon Company factory was located in Dixon, Illinois (Ronald Reagan's boyhood hometown). Their specialty was the manufacture of multi-purpose boxes/beds that could be folded into multiple shapes and accommodate numerous job needs; from moving chickens, hogs, and sheep to hauling hay, grain, and even people to a picnic. I wrote a feature article on this firm that can be found in the May 2005 issue of Farm Collector magazine. These wagon boxes can be hard to locate but we do have an extra one in our collection that’s available for purchase.

'American' brand folding wagon boxes were protected by multiple patents.

2) A sure way to identify a Winona wagon is through its exclusive use of iron clad hubs...

The correct answer here is ‘False.’ While Winona used metal coverings (Iron Clad) for many of their wagon hubs, they did not use the design for all of the wagons produced in their factory. Additionally, they were not the only users of this design. As I reported in our book, Borrowed Time, the Weber Wagon Company also used this design. Additionally, the Peter Schuttler brand even had a patent on it during the 1800’s.

3) Peter Schuttler offered more than a dozen sub-brands of vehicles...

While many builders offered multiple brands within their umbrella of vehicle offerings – usually to fulfill a ‘good-better-best’ type of product sales strategy – the legendary “Chicago Wagons” tended to focus on one brand and one quality throughout. Period directories indicate that this well-known firm primarily labeled their wagons with either the 'Schuttler' or 'Peter Schuttler' moniker.

4) You can identify a wagon as a Studebaker anytime you see the Studebaker name cast into the skeins...

This is false. When it comes to early vehicle identification, no single element should ever be used as the only point of identification. Parts were often lost, broken, and substituted with little regard given to using an original as a replacement. In this case, Studebaker also had its own foundry and sold thousands of Studebaker skeins separately from their own wagons. These skeins were used as general replacement parts as well as parts for other wagon brands.

5) The Ft. Smith Wagon Company was among an assortment of firms receiving contracts to build vehicles for Native Americans during the early twentieth century...

This is a true statement. There were a number of wagons – especially 1 horse – built by the Fort Smith brand that were made to fulfill government contracts for Native American wagons.

6) The giant western wagon referred to as the “Fortuna” featured 6-inch-wide tires, 8-foot-tall rear wheels and an overall height of 13.5 feet. It was built by the legendary Stockton, California firm of M.P. Henderson in 1899 and sold to a man who purportedly used a fortune teller to guide him in his mining decisions...

This statement is also true. In the early 1880's, Charles Lane (being encouraged by a medium) acquired the “Utica” mine in Angels Camp, California and threw himself into what he hoped would be his fortune. Over the years, he spent everything he had, often with little left to feed his family. Day after day, he dug. Tunnels honeycombed the underground. Still, there was little to show for it. Many in the community and beyond counted him as a reckless nut. The label seemed appropriate until the early 1890’s when the mine finally gave up its true fortune. It turned out that the Utica held the richest vein of gold in all of California. Ultimately, it yielded millions upon millions of dollars. It’s an intriguing bit of news for our collection as well. The stage wagon we were able to help preserve several years ago was operating throughout the Angels Camp community during this entire timeframe. Due to his proclivity to find precious minerals, some began to refer to C.D. Lane as ‘Lucky Lane.’ Just prior to the 20th century, Mr. Lane was working another mine operation in Arizona called the “Fortuna.” He commissioned M.P. Henderson to build the giant wagon for use at the mine.

This stage wagon was used throughout the Angels Camp, California area during the same time when the Utica Mine was producing millions of dollars in gold.

7) Henry Mitchell first started building wagons in Chicago in 1850...

Only part of this statement is true. Many are familiar with the Mitchell Wagon Company during its days in Racine, Wisconsin. Throughout Mitchell’s history, the firm built countless styles of wagons as well as small stage wagons and even early automobiles. While Henry Mitchell did start out building wagons in Chicago, he was there considerably earlier than 1850. His official start year was 1834.

8) Horse-drawn wagons can be equipped with different tongue configurations. In the nineteenth century, a ‘drop tongue’ was also referred to as a ‘falling’ or ‘shifting’ tongue...

This point is also true and is part of the reason that terminology for designs within the early wagon industry can be complicated. Oftentimes, there are multiple names describing the exact same feature.

9) In 1848, a seasoned freighter made the roughly 800-mile trip from Santa Fe to Independence, MO in just under 6 days...

Incredibly, this is true. Traveling from Santa Fe to Independence, Missouri in September of 1848, Francois Xavier (F.X.) Aubry made the trip in 5 days and 16 hours – despite being challenged by rain and mud. The record speed won him $5,000 and the title of ‘Skimmer of the Plains.’ A mere 24 years of age, this feat occurred during his third year of freighting on the Santa Fe Trail. There's a great deal more to Mr. Aubry’s story. Look him up sometime.

10) Of the 200,000 wagons said to have been built by Joseph Murphy in St. Louis, only a handful are known to have survived...

As well-known as Joseph Murphy is to many people, surprisingly, there are no known surviving examples of his wagons.

11) We have no way of knowing what the first chuck wagon did or didn’t look like...

This one is definitely false. Even without supporting photos from the period, there are numerous research tools at our disposal that can be helpful. We do know from several primary source writings that the first chuck wagon was drawn by oxen. Beyond that, what do we know? Well, sometimes, when we’re researching a subject, we have to begin by defining what it did not entail. The process helps refine facts while eliminating non-pertinent details. In this case, it’s generally accepted that Charles Goodnight built the first chuckwagon in 1866. Even if we didn’t know anything about the wagon, we can look at the date and know what elements were most likely on a wagon from that era. This is where it gets interesting as certain design/construction technologies did not come into play until specific time periods. To date, I’ve only seen one or possibly two chuck wagons with designs that would qualify for a mid-1860’s look. If you’d like to know more, I’ll be sharing additional details on specific technologies and their time frames of introduction during my presentation to the Santa Fe Trail Association in September. Hope to see you there.

12) The U.S. Army used dozens of different types of wagons...

Absolutely true. While the Army Escort wagon and even the Ambulance receive a lot of attention today, there were numerous other designs employed on and off the battlefield. Among them were the battery wagons, signal corps wagons, lance wagons, artillery wagons, chess wagons, pontoon wagons, Dougherty wagons, buckboards, farm wagons, sprinkling wagons, mountain wagons, tool wagons, and many more.

The U.S. Army utilized Tool wagons as early as the Civil War. We were extremely fortunate years ago to discover a full set of blueprint drawings of this vehicle.

Wednesday, April 12, 2017

Test Your Early Transportation Knowledge

What we know about America’s first transportation industry is just a fraction of what there is to learn. It’s a virtually bottomless subject. Why? The reason, in part, is that the industry was massive and it survived a long time. Wooden wheels dominated U.S. transportation for centuries.

While it seems reasonable to believe that anything lasting that long would be a familiar topic today, time has proven that that idea is wishful thinking. With tens of thousands of builders creating millions of vehicles in thousands of styles with countless patents and more individual histories than can possibly be tracked, there is clearly a lot we still don’t know.

For over two decades, we’ve been sharing details on this industry from our extensive archives. We’ve done it to help reduce speculations while also growing greater appreciation for the vehicles and the industry’s impact on the country. Likewise, much of the same information we uncover is vital for early brand identification and authentication as well as overall evaluations.

The process of ‘digging’ for history is sometimes a literal description. We were privileged to be on the site of the old Luedinghaus - Espenschied wagon factory when archaeologists were excavating it years ago.

The process of finding this history is often challenging. It reminds me of an old western television show I watched as a kid. The Guns of Will Sonnet, starred Walter Brennan as Will Sonnet and Dack Rambo as Will’s grandson, Jeff. In each episode, the two searched throughout the West for Jeff’s dad (Will’s son, Jim). The premise of seeking out and trying to find lost roots allowed the program to feature a variety of western adventures with numerous near-sightings and ‘he-was-just-here’ kinds of misses. Crisscrossing the 1870’s western landscape, this duo was determined to find and restore a valued relationship. The overall story of the American West is full of parallels related to horse drawn vehicles. Ultimately, it’s tough – if not impossible – to correctly relate America’s movement west without highlighting the wheels used for virtually everything – coaching, mails, agriculture, business, military, freighting, mining, logging, ranching, etc. Each helps tell a crucial part of our nation's growth. Yet, the vehicles and industry are rarely profiled within mainstream media sources.

Even so, these wheels didn’t come together by magic. They were created by people and corporate organizations filled with rapt stories of their own. Brands were born, fortunes were made, and dreams were dashed in a powerful industry often moving with a winner-take-all kind of aggression. By 1850, the discovery of gold in California had lit a match to vehicle production in the U.S. Transportation, especially that for moving resources and working in the West, had taken on a whole new level of prominence. Likewise, the Civil War stoked even more need for wooden wagons. By the end of the War-Between-The-States, America’s vehicle makers were armed and ready for a take-no-prisoners focus on market share and business.

Massive quantities of these wheeled designs were largely manufactured through factories scattered across the country. With aggressive competition, large-scale marketing efforts, strong brand loyalties, and wide-spread distribution, it’s easy to see the influences nineteenth century trade had on modern-day transportation. Many of the same business requisites – from advertising to customer service, dealer networks to product exports – have become valued parts of modern-day auto manufacturing.

In the opening scenes of each episode of The Guns of Will Sonnet, Walter Brennan recites a poem. In it, the character of Will Sonnet is recounting his earlier life and how he now recognizes the importance of helping find his son. It's a haunting, yet important message related to perspective and what we sometimes undervalue in our early lives – only to look for ways to rectify those choices as we grow and mature. The introduction to the show always ended with the words, “...So we ride, Jim’s boy, and me.”

As all of us ‘ride’ through the 21^st century, there will be near-misses; times when we come close to finding and saving pieces of history. At other times, we may feel like there’s not enough reason to continue a search. Yet, the purpose is still there and if we stay vigilant, there will be discoveries. Better still, with each find, there are still untold numbers of stories to tell. Stories of the West that have likely never been told. Like hidden clues from an all-but-forgotten time, aging artifacts and previously unknown records are waiting to be uncovered. The historic relevance is there... IF we have the persistence to dog the cold trails before it’s too late.

A decade ago, we were fortunate to be able to personally examine and document the 1856 Peter Schuttler running gear in the Steamboat Arabia Museum. To our knowledge, it is the earliest surviving, factory-built wagon in America.

As a nod to the efforts of so many collectors, museums, organizations, and enthusiasts, we thought we’d share some early vehicle details a little differently this week. Below is a list of three dozen statements – some true and some false. Take a look, record your thoughts and we’ll provide the correct answers along with some additional history in an upcoming blog...

1) The American Wagon Company only made wagon boxes – not running gears. True or False?

2) A sure way to identify a Winona wagon is through its exclusive use of iron clad hubs. True or False?

3) Peter Schuttler offered more than a dozen sub-brands of vehicles. True or False?

4) You can identify a wagon as a Studebaker anytime you see the Studebaker name cast into the skeins. True or False?

5) The Ft. Smith Wagon Company was among an assortment of firms receiving contracts to build vehicles for Native Americans during the early twentieth century. True or False?

6) The giant western wagon referred to as the “Fortuna” featured 6-inch-wide tires, 8-foot-tall rear wheels and an overall height of 13.5 feet. It was built by M.P. Henderson in 1899 and sold to a man who purportedly used fortune tellers to guide him in his mining decisions. True or False?

7) Henry Mitchell first started building wagons in Chicago in 1850. True or False?

8) Horse-drawn wagons can be equipped with different tongue configurations. In the nineteenth century, a hinged, ‘drop tongue’ was also referred to as a ‘falling’ or ‘shifting’ tongue. True or False?

9) In 1848, a seasoned freighter made the roughly 800-mile trip from Santa Fe to Independence, MO in just under 6 days. True or False?

10) Of the 200,000 wagons said to have been built by Joseph Murphy in St. Louis, only a handful are known to have survived. True or False?

11) We have no way of knowing what the first chuck wagon did or didn’t look like. True or False?

12) The U.S. Army used dozens of different types of wagons. True or False?

13) Nineteenth century military forces were sometimes accompanied by ‘Balloon wagons.’ True or False?

14) The Springfield wagon company only used one style of seat - a lazy back. True or False?

15) To keep a skein from having too much longitudinal wear, there should never be any slack when the wheel is rocked side to side. True or False?

16) Tongue supports or springs (for wagons) were in use as early as the 1850’s. True or False?

17) While a wagon is being drawn forward, the pressure on the reach pin makes it impossible for it to work itself out of the reach plate and coupling pole. True or False?

18) The running gears of Bain brand wagons were always painted orange. True or False?

19) Wagons with Bois d’arc (Osage Orange) wheels were not desirable on the plains. True or False?

20) Not all period chuck boxes utilized a folding leg(s) to support the hinged table. True or False?

21) Round edge tires were common on wagons used during the Civil War. True or False?

22) Not all king bolts were made of a single, solid piece. Some were designed to bend. True or False?

23) George Milburn (Milburn Wagon Company) was related to the Studebaker Brothers through marriage. True or False?

24) The California Gold Rush was started by a wagon maker. True or False?

25) Wagons built in the U.S. between 1865 and 1895 changed very little in design. True or False?

26) Stencils for painting brand names on wagons were in use as early as the 1870’s. True or False?

27) The famous showman, P.T. Barnum, helped promote the Jackson Wagon Company. True or False?

28) The Luedinghaus Wagon Company used a peacock as a brand icon. True or False?

29) No wagon companies in America were building large freight wagons after 1900. True or False?

30) Many of the first Chevrolet and Buick vehicles built in the U.S. were manufactured in the buildings where Flint brand wagons had previously been made. True or False?

31) The term ‘dead-axle’ wagon refers to a vehicle with a weakened axle. True or False?

32) International Harvester revolutionized the wagon industry with the first swiveling reach patent applied for in 1919. True or False?

33) The Lindsey Wagon Company in Laurel, Mississippi was the only U.S. builder of eight-wheel logging wagons. True or False?

34) Harrington Manufacturing Company of Peoria, Illinois was a significant manufacturer of Rural Mail wagons. True or False?

35) Using prison labor to manufacture wagons was seldom done in the 1800’s. True or False?

36) Fires, while feared, were seldom experienced by wagon makers in the 1800’s. True or False?