Butterfield Overland Despatch – Staging on the Smoky Hill Trail
The vast expanse of the American Great Plains in the 1860s was a landscape undergoing rapid transformation, driven by the allure of gold and the burgeoning need for reliable transportation. Amidst this dynamic period, the Butterfield Overland Despatch emerged as a vital mail and freight service, etching its mark on the history of westward expansion. This ambitious venture sought to connect the Missouri River with the burgeoning settlements of Colorado, forging a critical link across the often-treacherous terrain.
The impetus for the Butterfield Overland Despatch stemmed directly from the Pikes Peak Gold Rush of 1858. The discovery of gold in Colorado ignited a massive influx of prospectors and settlers into the Kansas Territory, all eager to stake their claim in the Cherry Creek goldfields near present-day Denver. This sudden surge in population created an urgent demand for efficient transportation of goods, mail, and passengers. Recognizing this opportunity, the established freighting firm of Russell, Majors, and Waddell, already operating the Leavenworth and Pike’s Peak Express, sought to establish a more direct route to the goldfields. They tasked William Russell, a partner in the firm, along with John S. Jones, to explore and establish a shorter, more efficient pathway.
Russell and Jones envisioned a middle route originating from Leavenworth, Kansas, following the course of the Kansas River westward to the Smoky Hill River. From there, the route would continue along the Republican and Solomon Rivers, ultimately reaching the goldfields. This proposed route promised to shave valuable time off the journey, making it a more attractive option for travelers and freight companies alike.
In the early months of 1860, William Russell spearheaded an expedition to scout a suitable route along the Smoky Hill River. The primary objective was to identify areas with adequate water sources and ample grazing land to sustain livestock. However, the early promise of this endeavor was soon tempered by political realities. The tabling of a Kansas bill for statehood effectively stalled any hopes of securing government backing for the Smoky Hill River route.
Despite this setback, local communities rallied to support the project. Towns and settlements along the proposed route, including Topeka, Junction City, Manhattan, and Ogden, recognized the potential economic benefits of a well-established transportation corridor. They pooled their resources, contributing money and livestock to finance a road-building crew. This dedicated team made encouraging progress in constructing the road towards the Rocky Mountains, fueled by the shared vision of a prosperous future.
Kansas’s admission to the Union on January 29, 1861, initially seemed to offer renewed hope for the Smoky Hill route. However, the outbreak of the Civil War soon overshadowed these aspirations. As eastern Kansas counties focused on funding militias to protect their interests and homes, resources were diverted away from developing the route. The grand vision of a state-backed transportation artery along the Smoky Hill River remained unrealized, at least for the time being.
Enter David A. Butterfield, an ambitious entrepreneur with a keen eye for opportunity. In 1862, Butterfield, a resident of Atchison, Kansas, relocated his family to the burgeoning mining town of Denver. This experience exposed him firsthand to the challenges and potential of overland transportation in the region. Upon returning to Atchison in 1864, Butterfield became determined to establish a more direct overland route than the existing Arkansas and Platte River routes. He believed that a well-managed and efficient transportation service could thrive in this environment.
That year, Butterfield commissioned a survey to map out a direct route between Atchison and Denver. This survey expedition, led by Major James B. Pond, comprised four companies of the Third Wisconsin Cavalry and two companies of the Thirteenth Missouri Cavalry, under the command of Colonel Isaac Eaton. The team also included surveyor Lieutenant Julian Fitch and other specialists. Their findings were overwhelmingly positive, confirming that the Smoky Hill River road provided ample access to water and grazing land for animals, and that the route was generally safe for travel. Eaton and Fitch are credited with completing the comprehensive Fitch Survey in 1865. Fitch had also been part of an earlier team that had surveyed the Smoky Hill Trail in 1860, lending his expertise to the project.
Bolstered by the favorable survey results, David A. Butterfield secured significant financial backing from New York investors. He organized a joint-stock express and passenger-carrying service between the Missouri River and Denver, Colorado. Rumored to have raised an astounding $6 million, Butterfield invested heavily in the necessary infrastructure. He spent a million dollars on acquiring horses, mules, and oxen, outfitting his wagons and coaches, hiring skilled drivers, and meticulously surveying the route. In 1865, he officially established the Butterfield Overland Despatch, a venture dedicated to hauling freight and passengers between Atchison and Denver, following the northern bank of the Smoky Hill River.
The Butterfield Overland Despatch directly competed with the established Holladay Overland Mail and Express Company. While other trails had been blazed in the Smoky Hill Valley of Kansas, previous stage lines had struggled to succeed due to water scarcity and frequent Indian attacks. However, David Butterfield remained convinced that his enterprise could overcome these challenges and achieve profitability. His persuasive demeanor and business acumen allowed him to secure the necessary capital for the "Butterfield Overland Despatch."
The inaugural wagon train departed Atchison, Kansas, on June 25, 1865, carrying 150,000 pounds of freight bound for Denver. The successful completion of this initial journey convinced Butterfield to expand his operations to include passenger stage service. The first passenger stagecoach left Atchison on September 11, 1865, and arrived in Denver on September 23, marking a significant milestone for the company.
Along the 592-mile-long route, relay stations were strategically built approximately every 12 miles. These stations served as essential rest stops for passengers, providing food and lodging, as well as facilitating the changing of horses. The line initially proved successful, offering tri-weekly express service between Atchison, Kansas, and Denver, Colorado, with travel times ranging from 8 to 12 days. This rapid transit significantly reduced travel time compared to previous routes, making the Butterfield Overland Despatch a popular choice for passengers and freight shippers.
To ensure the safety of passengers and protect against Indian attacks, soldiers were stationed along the route at various forts and outposts, including Fort Downer, Fort Harker, Fort Monument, and Fort Wallace. These soldiers were tasked with guarding the stations and escorting travelers. However, the military presence was often insufficient to deter attacks from Native American tribes who viewed the influx of settlers and the construction of transportation routes as an encroachment on their ancestral lands.
Furthermore, some accounts suggest that not all of the attacks were perpetrated by Native Americans. Allegedly, Ben Holladay, a rival transportation magnate, hired men dressed in Indian attire to harass and rob the stagecoaches, hoping to sabotage Butterfield’s operations. These acts of sabotage included frightening passengers, stealing valuables, and burning equipment and supplies.
Despite its initial success, the Butterfield Overland Despatch soon encountered financial difficulties. By January 1866, the company was facing serious financial challenges. In an attempt to salvage the situation, the company underwent a reorganization, with David Bray assuming the role of president. However, these efforts proved insufficient to turn the tide. Just two months later, the company was forced to sell its assets to its competitor, Ben Holladay. Later that year, Holladay sold the line to Wells Fargo, consolidating the transportation landscape in the region.
Ultimately, the rise of the Kansas Pacific Railroad marked the end of the Butterfield Overland Despatch. As the railroad pushed westward towards Denver, it offered a faster and more efficient alternative to stagecoach travel. By 1870, the stage line was no longer needed, and the era of the Butterfield Overland Despatch came to an end. Despite its relatively short lifespan, the Butterfield Overland Despatch played a crucial role in facilitating westward expansion and connecting the eastern states with the burgeoning settlements of Colorado. Its legacy remains as a testament to the ambition and ingenuity of those who sought to conquer the challenges of overland transportation in the American West.