The Bed-and-Breakfast Alternative

CAVALCADE THE BULLWHACKERS: ARIZONA TERRITORY'S RUGGED FREIGHTERS

After the Mexican War and subsequent Gadsden Purchase gained for the United States the lands that would become Arizona, the major artery for transportation of goods into the region was a water route: the Gulf of California and Colorado River. But to forward cargoes to the soldiers, miners, ranchers, and townspeople of the forts and settlements of the interior, hardy teamsters and their ox and mule-drawn wagon trains had to blaze primitive roads across the desert to Tubac, Tucson, and other inland communities. At first most of these were south of the Gila River; but after the separation of Arizona Territory from New Mexico in 1863, the network of wagon trails soon extended to such new destinations as Wickenburg, Prescott, and several northern Arizona military posts.

While the profits of such difficult freighting were hard earned, they were sizable. The rate paid on goods hauled from Arizona City (Yuma) to Tucson was typically about 16 cents a pound. But of course freighters' costs also were high. Water for the animals, for example, was a significant expense: often 25 cents per animal for evening and morning watering and 50 cents per barrel for water carried away. (Water for humans was provided free.) In many cases, wells were dug specifically to supply the wagon trains. In the 1860s entrepreneur Michel Goldwater, for example, had a string of wells dug at Skull Valley, Kirkland, Congress, and several other points.

Freight charges were painfully reflected in the price of goods to the consumer, who in Prescott paid $25 for a barrel of flour that sold in San Francisco for $5.

Life on the trail was dangerous, to say the least. Potential misfortune lurked all along the way. On one occasion at La Paz, Tom Goodman's ferryboat-loaded with a large wagon, its 10-mule team, and 13,000 pounds of goods-sank in the Colorado when fierce winds blew the ferry into drifting logs.Treacherous flash floods could fill usually dry riverbed crossings ox belly-deep with water before a teamster had time to react. In 1874 a wagon train led by I. Goldberg was delayed several days when the suddenly flooding Gila River nearly carried away the vehicles and 48,000 pounds of Freight including a quartz mill bound for an inland mine. Menacing Indians, too, imposed a constant threat. Bound for Camp Grant in May of 1869, a train of nine wagons and 80 mules was attacked. The wagonmaster, Castanida Santa Cruz, circled his wagons to put up a fight. A sergeant and six privates riding out from Camp Grant charged through the ring of attacking Indians to join the battle. Three of the defenders were killed and two wounded. Depleted ammunition forced abandonment of the wagons and $12,000 worth of goods as the survivors fought their way to safety.The teamsters' role in most long-haul freighting ended in the early 1880s with the completion of two major railroads across the territory. Wagon service over shorter routes continued to increase, however, as more and more settlers arrived. Not until well into the 20th century did the last teamster finally trade in his oxen and mules for rubber tires.

(FOLLOWING PANEL, PAGES 30 AND 31) Treacherous flash floods could fill usually dry riverbed crossings ox-belly-deep with water before a teamster bad time to react.