drive was reached in 1884, when nearly eight hundred thousand cattle, in something over three hundred herds, bound for the new Northwest, crossed Red River, the northern boundary of Texas. Some slight idea of this exodus can be gained when one considers that in the above year about four thousand men and over thirty thousand horses were required on the trail, while the value of the drive ran into millions. The history of the world can show no pastoral movement in comparison. The Northwest had furnished the market—the outlet for Texas.
THE OUTLET
CHAPTER I. OPENING THE CAMPAIGN
"Well, gentlemen, if that is the best rate you can offer us, then we'll drive the cattle. My boys have all been over the trail before, and your figures are no inducement to ship as far as Red River. We are fully aware of the nature of the country, but we can deliver the herds at their destination for less than you ask us for shipping them one third of the distance. No; we'll drive all the way."
The speaker was Don Lovell, a trail drover, and the parties addressed were the general freight agents of three railroad lines operating in Texas. A conference had been agreed upon, and we had come in by train from the ranch in Medina County to attend the meeting in San Antonio. The railroad representatives were shrewd, affable gentlemen, and presented an array of facts hard to overcome. They were well aware of the obstacles to be encountered in the arid, western portion of the state, and magnified every possibility into a stern reality. Unrolling a large state map upon the table, around which the principals were sitting, the agent of the Denver and Fort Worth traced the trail from Buffalo Gap to Doan's Crossing on Red River. Producing what was declared to be a report of the immigration agent of his line, he showed by statistics that whole counties through which the old trail ran had recently been settled up by Scandinavian immigrants. The representative of the Missouri, Kansas, and Texas, when opportunity offered, enumerated every disaster which had happened to any herd to the westward of his line in the past five years. The factor of the International was equally well posted.
"Now, Mr. Lovell," said he, dumping a bundle of papers on the table, "if you will kindly glance over these documents, I think I can convince you that it is only a question of a few years until all trail cattle will ship the greater portion of the way. Here is a tabulated statement up to and including the year '83. From twenty counties tributary to our line and south of this city, you will notice that in '80 we practically handled no cattle intended for the trail. Passing on to the next season's drive, you see we secured a little over ten per cent. of the cattle and nearly thirty per cent. of the horse stock. Last year, or for '83, drovers took advantage of our low rates for Red River points, and the percentage ran up to twenty-four and a fraction, or practically speaking, one fourth of the total drive. We are able to offer the same low rates this year, and all arrangements are completed with our connecting lines to give live-stock trains carrying trail cattle a passenger schedule. Now, if you care to look over this correspondence, you will notice that we have inquiries which will tax our carrying capacity to its utmost. The 'Laurel Leaf' and 'Running W' people alone have asked for a rate on thirty thousand head."
But the drover brushed the correspondence aside, and asked for the possible feed bills. A blanket rate had been given on the entire shipment from that city, or any point south, to Wichita Falls, with one rest and feed. Making a memorandum of the items, Lovell arose from the table and came over to where Jim Flood and I were searching for Fort Buford on a large wall map. We were both laboring under the impression that it was in Montana, but after our employer pointed it out to us at the mouth of the Yellowstone in Dakota, all three of us adjourned to an ante-room. Flood was the best posted trail foreman in Don Lovell's employ, and taking seats at the table, we soon reduced the proposed shipping expense to a pro-rata sum per head. The result was not to be considered, and on returning to the main office, our employer, as already expressed, declined the proffered rate.
Then the freight men doubled on him, asking if he had taken into consideration a saving in wages. In a two days' run they would lay down the cattle farther on their way than we could possibly drive in six weeks, even if the country was open, not to say anything about the wear and tear of horseflesh. But Don Lovell had not been a trail drover for nearly fifteen years without understanding his business as well as the freight agents did theirs. After going over a large lot of other important data, our employer arose to take his leave, when the agent of the local line expressed a hope that Mr. Lovell would reconsider his decision before spring opened, and send his drive a portion of the way by rail.
"Well, I'm glad I met you, gentlemen," said the cowman at parting, "but this is purely a business proposition, and you and I look at it from different viewpoints. At the rate you offer, it will cost me one dollar and seventy-five cents to lay a steer down on Red River. Hold on; mine are all large beeves; and I must mount my men just the same as if they trailed all the way. Saddle horses were worth nothing in the North last year, and I kept mine and bought enough others around Dodge to make up a thousand head, and sent them back over the trail to my ranch. Now, it will take six carloads of horses for each herd, and I propose to charge the freight on them against the cattle. I may have to winter my remudas in the North, or drive them home again, and if I put two dollars a head freight in them, they won't bring a cent more on that account. With the cattle it's different; they are all under contract, but the horses must be charged as general expense, and if nothing is realized out of them, the herd must pay the fiddler. My largest delivery is a sub-contract for Fort Buford, calling for five million pounds of beef on foot. It will take three herds or ten thousand cattle to fill it. I was anxious to give those Buford beeves an early start, and that was the main reason in my consenting to this conference. I have three other earlier deliveries at Indian agencies, but they are not as far north by several hundred miles, and it's immaterial whether we ship or not. But the Buford contract sets the day of delivery for September 15, and it's going to take close figuring to make a cent. The main contractors are all right, but I'm the one that's got to scratch his head and figure close and see that there's no leakages. Your freight bill alone would be a nice profit. It may cost us a little for water getting out of Texas, but with the present outlet for cattle, it's bad policy to harass the herds. Water is about the best crop some of those settlers along the trail have to sell, and they ought to treat us right."
After the conference was over, we scattered about the city, on various errands, expecting to take the night train home. It was then the middle of February, and five of the six herds were already purchased. In spite of the large numbers of cattle which the trail had absorbed in previous years, there was still an abundance of all ages, anxious for a market. The demand in the North had constantly been for young cattle, leaving the matured steers at home. Had Mr. Lovell's contracts that year called for forty thousand five and six year old beeves, instead of twenty, there would have been the same inexhaustible supply from which to pick and choose. But with only one herd yet to secure, and ample offerings on every hand, there was no necessity for a hurry. Many of the herds driven the year before found no sale, and were compelled to winter in the North at the drover's risk. In the early spring of '84, there was a decided lull over the enthusiasm of the two previous years, during the former of which the trail afforded an outlet for nearly seven hundred thousand Texas cattle.
In regard to horses we were well outfitted. During the summer of '83, Don Lovell had driven four herds, two on Indian contract and two of younger cattle on speculation. Of the latter, one was sold in Dodge for delivery on the Purgatory River in southern Colorado, while the other went to Ogalalla, and was disposed of and received at that point. In both cases there was no chance to sell the saddle horses, and they returned to Dodge and were sent to pasture down the river in the settlements. My brother, Bob Quirk, had driven one of the other herds to an agency in the Indian Territory. After making the delivery, early in August, on his employer's orders, he had brought his remuda and outfit into Dodge, the horses being also sent to pasture and the men home to Texas. I had made