Before discussing the various local stage stations on the overland mail route, it is necessary to understand the operations of this huge transcontinental enterprise. The sheer number of animals, personnel, equipment, and stations necessary to cross the continent made this one of the largest and most complex transportation efforts of the age, comparable to the construction of the Erie Canal.

The delivery of the mail and passengers to and from California over roads that could best be described as primitive, and in some places barely passable by stagecoach pulled by horses or mules, was a logistic nightmare. While utilizing the best coaches available, they were still fragile, and the animals could work only over a finite distance, had to be replaced, fed, and watered at regular intervals. And most of this effort took place in a desert and mountainous wilderness controlled by Native Americans often opposed to any intrusion.

By mid-19th century there were 18,000 post offices and 175,000 miles of postal routes that provided over $5 million in revenue. However, almost all this infrastructure was east of the Mississippi. With the Gold Rush to California, there was a sudden and imperative need to develop a line of communication. Until the coming of the transcontinental railroad, this need was serviced by the Butterfield Overland.

Stations averaged 20 miles apart, with some as close as nine miles, and others at the maximum distance allowed, 60 miles. Company owned stations were staffed by a stationmaster and as many as six others. Stations operated on a contract basis would have fewer personnel. Some of the stations in Indian country would employ as many as eight. The tons of hay and forage for the animals and food for staff constituted a huge expense for the company. Meals were served at select stations with a price that ranged from 40 cents to a dollar, and the food varied greatly.

For much of the route, the distance between stations was dictated by the availability of water. The company was careful to not build a station directly at a water source to also allow the Native Americans access. The company went to great lengths to avoid conflict. In Indian country, because they were less likely to be stolen, mules were preferred.

William Tallack, an Englishman returning East in 1860 wrote, “Each [station] is tenanted by several well armed men whose duty is to look after the mules and their provender and have relays punctually ready on arrival of the stages. Passengers are shifted into a fresh coach every 300 miles.”

Passengers were allowed 40 pounds of luggage.

The stagecoaches came in two types, the traditional concord coach used in the East, and lighter vehicle known as a celerity, or mud wagon, for use in rough terrain. The concord coach had the rounded body that was “through braced,” riding on leather suspension, and could carry nine passengers inside and several more on top if one wanted to do so for the 25-day ordeal. The celerity wagon was flat bottomed with smaller wheels and a canvas roof. It could also carry nine passengers. These coaches operated day and night.

William Ormsby, a passenger on the first stage West, described the sleeping arrangements, “When the stage is full, passengers must take turns sleeping. Perhaps the jolting will be found disagreeable at first, but a few nights without sleeping will somewhat obviate that difficulty. I found no difficulty sleeping over the roughest roads, and I have no doubt that anyone else will learn quite quickly. A bounce of the wagon which makes one’s head strike the top, bottom or sides will be equally disregarded.”

Once again it is important to remember that these coaches operated 24 hours a day for the average crossing of 25 days.

Next time, a look at the area stations on the way to El Paso.