DOCSLIB.ORG

The Far West Free

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Far West Free FREE THE FAR WEST PDF Patricia C Wrede | 378 pages | 01 Dec 2012 | Scholastic US | 9780545033442 | English | New York, United States Far west | Definition of Far west at Founding the Far West is an ambitious and vividly written narrative of the early years of statehood and statesmanship The Far West three pivotal western territories. Johnson offers a model example of a new approach to history that is transforming our ideas of how America moved west, one that breaks the mold of "regional" and "frontier" histories to show why Western history The Far West also American history. Johnson explores the conquest, immigration, and settlement of the first three states of the western region. He also investigates the building of local political customs, habits, and institutions, as well as the socioeconomic development of the region. While momentous changes marked the Far West in the later nineteenth century, distinctive local political cultures persisted. These were a legacy of the pre-Civil War conquest and settlement of the regions The Far West no less a reflection of the struggles for political definition that took place during constitutional conventions in each of the three states. At the center of the book are the men who wrote the original constitutions of these states and shaped distinctive political cultures out of the common materials The Far West antebellum American culture. Founding the Far West maintains a focus on the individual experience of the constitution writers—on their motives and ambitions as pioneers, their ideological intentions as authors of constitutions, and the successes and failures, after statehood, of their attempts to give meaning The Far West the constitutions they had produced. Books Journals. Disciplines History United States History. About the Book The Far West the Far West is an ambitious and vividly written narrative of the early years of statehood and statesmanship in three pivotal western territories. Related Books. The Far West Culture Far West was a shallow draft sternwheel steamboat or riverboat plying the upper Missouri and Yellowstone Rivers in the Dakota and The Far West Territories, in the years from to By being involved in historic events in the Indian Wars of the western frontier, the Far West became an iconic symbol of the shallow draft steamboat plying the upper Missouri and Yellowstone Rivers in the era before railroads dominated transport in these areas. The Far West was light, strong and speedy. The Far West was used in this capacity, along with its sister riverboat the Josephine. The Far West was often piloted by the famous river boat captain and pilot, Grant Marsh. The Far West was known as a fast boat because she had powerful engines, a hull with limited water resistance, and a low profile that reduced wind resistance. She set a number of speed records for both upstream and downstream travel on the Missouri and the Yellowstone. By virtue of her shallow draft and her ability to "grasshopper" over sand bars using spars and steam capstans on the front of the boat to lift the boat and swing it forward a few feet at a time she was famous for being able to get through shallow channels and low water conditions on the Yellowstone and Missouri Rivers that turned back other steamboats. Far West gained a place in military and steamboat history during the Great Sioux War of Colonel George Armstrong Custer. The column was advancing up the Yellowstone, seeking a large Sioux and Cheyenne encampment which was moving along the river drainages to the south. The Far West brought supplies to the column, and it was used by Terry as a headquarters and also to ferry and move troops on the river. On June 21, the Far West was moored on the Yellowstone at the mouth of Rosebud Creek and was the site of the fateful meeting of officers after which Custer and the 7th Cavalry The Far West dispatched south up the Rosebud seeking the Indian encampment. Five of The Far West companies of the 7th were annihilated along with Custer, and the remaining companies suffering significant numbers of dead and wounded. Far West made her way from the Yellowstone up the Bighorn River to the mouth of the Little Bighorn where she was loaded with the wounded from the battle. She continued to work on the Yellowstone and the Missouri Rivers for other owners until when she struck a snag and sank, near St. Charles, Missouri. The engines were powered by steam from three boilers that consumed as many as 30 cords of wood a day. The Far West also had two steam capstans, one on each side of the bow, being the first boat built with more than one. The steamboat rested in the water on its hull. The hull of the boat was hollow and was used to store cargo. Cargo was often contained The Far West casks or barrels. This storage could only be reached through hatches on The Far West deck, and men working in the hull to store or move cargo could not stand up, but had to work while hunched over or crawling through The Far West hull space. The platform that closed the top of the hull was the main deck, and The Far West name The Far West not The Far West to the floor of this space, but also the space between the main deck and the cabin deck, just above the main deck. The main deck had the boilers and the two steam engines which powered The Far West paddle wheel at the rear of the boat. Wood for the boilers was stacked on the main deck. Freight was carried on the main deck. The cheapest passenger accommodations were on the main deck, but the passengers had to find their own space. Above the main deck on the Far West was the cabin deck. Each side of the boat had a row of small cabins with doors that opened to the outside where there was a covered walkway. Inside the two rows of cabins and between them there was a central cabin — like a long wide hallway running from the front of the boat to the back. Here there was a long table where the cabin passengers and the ships officers were fed, and where they could spend leisure time. Above the main deck was its roof, known as the hurricane deck, because it was unprotected from the elements. The Far West had no structures on this deck, other than the pilot house. On the Far West the hurricane deck had no cabins, and no " Texas deck " structures. The pilot house was a cupola like box, with glass-paned windows on all four sides, that perched on the hurricane deck. From this vantage point the river pilot who has often the captain, in a smaller steamship like the "Far West" guided the boat, while also regulating the power applied to the paddle wheel. The pilot guided the boat using a large spoked wheel, which was connected by a series of ropes or chains to the rudders at the rear of the boat. The pilot also regulated the power applied to the stern paddle wheel, using a voice tube to talk to the engineer, telling him when and in what amount to provide steam to power the stern wheel, and when to stop or reverse the paddle wheel. Two tall smoke stacks towered above the forward part of the hurricane deck and the 'scape pipes were in the rear, venting steam from the engines. The Far West was neither graceful nor grand in appearance, but she was strong, powerful, fast, durable and had an enormous capacity for hard work. She had limited accommodation for passengers on her second deck, and consequently The Far West did not have a large central cabin. The absence of these features meant that she had a lower profile, and no "Texas" deck, which resulted in her having less wind resistance and therefore being both faster and more manageable in the high winds that prevailed in Montana and North Dakota during the summer The Far West. She possessed ample freight carrying capacity, and she had a shallow draft. Her powerful engines and three boilers combined with her other features to make her not only a speedy boat, but also a boat that was able to traverse shallow channels, The Far West sand bars, breast strong currents and go up through The Far West. A unique feature of light river steamboats like the Far West was their ability to "grasshopper" to get across shallow sand bars to reach a deeper river channel beyond the sand bar. In this "grasshopper" maneuver, the boat used spars and steam capstans on the front of the boat to lift and swing the front of the boat onto the sand bar, moving forward a few feet at a time. Once the front of the boat was on the sandbar, when the boat was lifted the current would help dislodge loose sediment under the boat, and often the paddle wheel would be accelerated to generate a current in the water under the boat that would also pull the loose sandbar sediment from under the boat. This process was intended to create enough draft or flotation in the water, so the steamboat could then move forward into the deeper channel beyond the The Far West bar. The boat was later sold to Capt. Henry M. Dodds and Victor Bonnet. In the Far West made trips to and from Fort Benton, Montanawhich was the upper terminus of river travel on the Missouri. The Far West was used to ferry supplies from the rail head at Bismarck up the Missouri The Far West the Montana Territory, and then up the Yellowstone River where the military column was seeking the villages of the Sioux.
Load more

Recommended publications
  • Dakota Collector April 2006
    Dakota Collector A Research Journal of North and South Dakota Postal History Published by the Dakota Postal History Society Vol XXIII Number II April 2006 Fort Rice, Dak.. With “Steamer Waverly MO. Packet” Handstamp EDITORIAL COMMENTS: FROM THE PRESIDENT This issue contains an article I have envisioned for many years, worked on for about six months (on and off), and finally completed in the past weeks….on the subject of the steamboat postal history of Dakota Territory. I would like to thank Mike Ellingson for his support in editing the article and writing most of the Red River sec- tion. Floyd Risvold is also to be recognized for his contribution of a significant number of copies of covers used throughout the article. I hope you all enjoy it! I would also like to direct our membership to an advertisement in this issue from the Western Cover Society. The WCS has scanned in all 55 years of their publication Western Express in text searchable PDF format and put them all onto one DVD. The power of this format is incredible. One can easily search on any topic, just as you would do electronically on the internet (without a million hits, though). Searching on “Dakota”, for exam- ple, yields information on the expresses that operated in/out of Dakota, as well as several articles through the years on different facets of Dakota postal history. I highly recommend the DVD! Best of collecting! Ken Stach 15 N. Morning Cloud Circle The Woodlands, TX 77381 [email protected] FROM THE SECRETARY In this issue we have a fine article by Ken Stach with input from Mike Ellingson on “The Steamboat Postal History of Dakota Territory”.
    [Show full text]
  • History of Navigation on the Yellowstone River
    University of Montana ScholarWorks at University of Montana Graduate Student Theses, Dissertations, & Professional Papers Graduate School 1950 History of navigation on the Yellowstone River John Gordon MacDonald The University of Montana Follow this and additional works at: https://scholarworks.umt.edu/etd Let us know how access to this document benefits ou.y Recommended Citation MacDonald, John Gordon, "History of navigation on the Yellowstone River" (1950). Graduate Student Theses, Dissertations, & Professional Papers. 2565. https://scholarworks.umt.edu/etd/2565 This Thesis is brought to you for free and open access by the Graduate School at ScholarWorks at University of Montana. It has been accepted for inclusion in Graduate Student Theses, Dissertations, & Professional Papers by an authorized administrator of ScholarWorks at University of Montana. For more information, please contact [email protected]. HISTORY of NAVIGATION ON THE YELLOWoTGriE RIVER by John G, ^acUonald______ Ë.À., Jamestown College, 1937 Presented in partial fulfillment of the requirement for the degree of Mas­ ter of Arts. Montana State University 1950 Approved: Q cxajJL 0. Chaiinmaban of Board of Examiners auaue ocnool UMI Number: EP36086 All rights reserved INFORMATION TO ALL USERS The quality of this reproduction is dependent upon the quality of the copy submitted. In the unlikely event that the author did not send a complete manuscript and there are missing pages, these will be noted. Also, if material had to be removed, a note will indicate the deletion. UMT Ois8<irtatk>n PuUishing UMI EP36086 Published by ProQuest LLC (2012). Copyright in the Dissertation held by the Author. Microform Edition © ProQuest LLC.
    [Show full text]
  • Missouri Riverboat Wreckage Downstream from Yankton, South Dakota
    Nebraska History posts materials online for your personal use. Please remember that the contents of Nebraska History are copyrighted by the Nebraska State Historical Society (except for materials credited to other institutions). The NSHS retains its copyrights even to materials it posts on the web. For permission to re-use materials or for photo ordering information, please see: http://www.nebraskahistory.org/magazine/permission.htm Nebraska State Historical Society members receive four issues of Nebraska History and four issues of Nebraska History News annually. For membership information, see: http://nebraskahistory.org/admin/members/index.htm Article Title: Missouri Riverboat Wreckage Downstream from Yankton, South Dakota Full Citation: Paul M Putz, “Missouri Riverboat Wreckage Downstream from Yankton, South Dakota,” Nebraska History 64 (1983): 521-541 URL of article: http://www.nebraskahistory.org/publish/publicat/history/full-text/NH1983Wreckage.pdf Date: 4/08/2014 Article Summary: The great Missouri River steamboats facilitated the settlement of the northern plains. Sinkings, fires, and groundings were common, however. A submerged wooden structure, an unidentified wreck from the nineteenth century, was discovered near Yankton in 1981. Cataloging Information: Names: Pierre Chouteau, Sanford Coulson, T C Power, E H Durfee, C K Peck, Hiram Chittenden Place Names: Yankton, South Dakota; Sioux City, Iowa; Bismarck, North Dakota Steamboats: Yellowstone, Chippewa, Far West, Bertrand, Senator, Fontenelle, Western, Yankton, Lizzie Warden,
    [Show full text]
  • OUT HERE, WE HAVE a STORY to TELL. This Map Will Lead You on a Historic Journey Following the Movements of Lt
    OUT HERE, WE HAVE A STORY TO TELL. This map will lead you on a historic journey following the movements of Lt. Col. Custer and the 7th Calvary during the days, weeks and months leading up to, and immediately following, the renowned Battle of Little Bighorn were filled with skirmishes, political maneuvering and emotional intensity – for both sides. Despite their resounding victory, the Plains Indians’ way of life was drastically, immediately and forever changed. Glendive Stories of great heroism and reticent defeat continue to reverberate through MAKOSHIKA STATE PARK 253 the generations. Yet the mystique remains today. We invite you to follow the Wibaux Trail to The Little Bighorn, to stand where the warriors and the soldiers stood, 94 to feel the prairie sun on your face and to hear their stories in the wind. 34 Miles to Theodore Terry Roosevelt Fallon National Park 87 12 Melstone Ingomar 94 PIROGUE Ismay ISLAND 12 12 Plevna Harlowton 1 Miles City Baker Roundup 12 89 12 59 191 Hysham 12 4 10 2 12 14 13 11 9 3 94 Rosebud Lavina Forsyth 15 332 447 16 R MEDICINE E ER 39 IV ROCKS IV R R 5 E NE U STATE PARK Broadview 87 STO 17 G OW Custer ON L T NORTH DAKOTA YE L 94 6 59 Ekalaka CUSTER GALLATIN NF 18 7 332 R E 191 IV LAKE Colstrip R MONTANA 19 Huntley R 89 Big Timber ELMO E D Billings W 447 O 90 384 8 P CUSTER Reed Point GALLATIN Bozeman Laurel PICTOGRAPH Little Bighorn Battlefield NATIONAL 90 CAVES Hardin 20 447 FOREST Columbus National Monument Ashland Crow 212 Olive Livingston 90 Lame Deer WA Agency RRIO SOUTH DAKOTA R TRA 212 IL 313 Busby
    [Show full text]
  • CUSTER BATTLEFIELD National Monument Montana (Now Little Bighorn Battlefield)
    CUSTER BATTLEFIELD National Monument Montana (now Little Bighorn Battlefield) by Robert M. Utley National Park Service Historical Handbook Series No. 1 Washington, D.C. 1969 Contents a. A CUSTER PROFILE b. CUSTER'S LAST STAND 1. Campaign of 1876 2. Indian Movements 3. Plan of Action 4. March to the Little Bighorn 5. Reno Attacks 6. The Annihilation of Custer 7. Reno Besieged 8. Rescue 9. Collapse of the Sioux 10. Custer Battlefield Today 11. Campaign Maps c. APPENDIXES I. Officers of the 7th Cavalry at the Battle of the Little Bighorn II. Low Dog's Account of the Battle III. Gall's Account of the Battle IV. A Participant's Account of Major Reno's Battle d. CUSTER'S LAST CAMPAIGN: A PHOTOGRAPHIC ESSAY e. THE ART AND THE ARTIST f. ADMINISTRATION For additional information, visit the Web site for Little Bighorn Battlefield National Monument or view their Official National Park Handbook (#132): Historical Handbook Number One 1969 The publication of this handbook was made possible by a grant from the Custer Battlefield Historical and Museum Association, Inc. This publication is one of a series of handbooks describing the historical and archeological areas in the National Park System administered by the National Park Service, U.S. Department of the Interior. For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402. Price lists of Park Service publications sold by the Government Printing Office may be obtained from the Superintendent of Documents, Washington, D.C. 20402. The National Park System, of which Custer Battlefield National Monument is a unit, is dedicated to conserving the scenic, scientific, and historic heritage of the United States for the benefit and enjoyment of its people.
    [Show full text]
  • A Turbulent Upriver Flow: Steamboat Narratives
    A TURBULENT UPRIVER FLOW: STEAMBOAT NARRATIVES OF NATURE, TECHNOLOGY, AND HUMANS IN MONTANA TERRITORY by Evan Graham Kelly A thesis submitted in partial fulfillment of the requirements for the degree of Master of Arts in History MONTANA STATE UNIVERSITY Bozeman, Montana November 2019 ©COPYRIGHT by Evan Graham Kelly 2019 All Rights Reserved ii ACKNOWLEDGEMENTS The work of this master’s thesis would not have been possible without the assistance and mentorship of the faculty in Montana State University’s Department of History and Philosophy. I am extremely grateful for the indispensable advice, comments, and motivation provided by my committee chair, Dr. Mark Fiege. This project has grown and thrived with his insightful and thoughtful critiques. I am also deeply indebted to my committee members Dr. Brett Walker and Dr. Michael Reidy, both of whom have been incredibly supportive and encouraging of this research project since its inception. Beyond my committee, the advice and knowledge offered by the faculty of MSU’s History and Philosophy Department has been overwhelming and I would like to specifically thank the professors I have worked with during my graduate studies, including: Dr. Billy Smith, Dr. Timothy LeCain, Dr. James Meyer and Dr. Susan Cohen. I would also like to offer my gratitude to other members of the MSU faculty with whom I have interacted and learned from, specifically Dr. Mary Murphy, Dr. Janet Ore, Dr. Maggie Greene, Dr. Amanda Hendrix-Komoto, Dr. Mathew Herman, Dr. Catherine Dunlop, Dr. Robert Rydell, and Professor Dale
    [Show full text]
  • Steamboats on the Missouri River
    A BRIEF HISTORY OF STEAMBOATING ON THE MISSOURI RIVER WITH AN EMPHASIS ON THE BOONSLICK REGION by Robert L. Dyer From the BOONE'S LICK HERITAGE Volume 5, No. 2, June 1997 Boonslick Historical Society's Quarterly Magazine Boonslick Historical Society P.O. Box 324 Boonville, MO 65233 Just because the Mississippi is the biggest river in the country, you mustn't get the idea that she's the best and the boats on her the finest and her boatmen the smartest. That ain't true. Son, real steamboatin' begins a few miles north there, where the Missouri and the Mississippi join up. It takes a real man to be a Missouri River pilot, and that's why a good one draws down as high as a thousand dollars a month. If a Mississippi boat makes a good trip to New Orleans and back, its milk-fed crew think they've turned a trick. Bah! That's creek navigatin'. But from St. Louis to Fort Benton and back; close on to five thousand miles, son, with cottonwood snags waitin' to rip a hole in your bottom and the fastest current there ever was on any river darin' your engines at every bend and with Injuns hidin' in the bushes at the woodyard landings ready to rip the scalp off your head; that's a hair-on-your-chest, he-man trip for you! ...And the Missouri has more history stored up in any one of her ten thousand bends than this puny Mississippi creek can boast from her source to the New Orleans delta.
    [Show full text]
  • At the Flood
    CHAPTER 1 At the Flood igh up in his fl oating tower, Captain Grant Marsh guided the riverboat Far West toward Fort Lincoln, the home of Lieuten- ant Colonel George Armstrong Custer and the U.S. Army’s Seventh Cavalry. This was Marsh’s fi rst trip up the Missouri since the ice and snow had closed the river the previous fall, and Hlike any good pilot he was carefully studying how the waterway had changed. Every year, the Missouri—at almost three thousand miles the lon- gest river in the United States—reinvented itself. Swollen by spring rain and snowmelt, the Missouri wriggled and squirmed like an overloaded fi re hose, blasting away tons of bottomland and, with it, grove after grove of cottonwood trees. By May, the river was studded with partially sunken cottonwoods, their sodden root-balls planted fi rmly in the mud, their water-laved trunks angled downriver like spears. Nothing could punch a hole in the bottom of a wooden steamboat like the submerged tip of a cottonwood tree. Whereas the average life span of a seagoing vessel was twenty years, a Missouri riverboat was lucky to last fi ve. Rivers were the arteries, veins, and capillaries of the northern plains, the lifelines upon which all living things depended. Rivers determined 1 0001-470_PGI_Last_Stand.indd01-470_PGI_Last_Stand.indd 1 33/4/10/4/10 110:37:400:37:40 AMAM 2 · THE LAST STAND · the annual migration route of the buffalo herds, and it was the buf- falo that governed the seasonal movements of the Indians.
    [Show full text]
  • 31762101682753.Pdf (4.831Mb)
    History of navigation on the Yellowstone river by John G MacDonald Presented in partial fulfillment of the requirement for the degree of Master of Arts. Montana State University © Copyright by John G MacDonald (1950) Abstract: no abstract found in this volume Z HISTOEY of EAVIOATIOH OE THE YELLOWSTOHE EIVEB JoHn 0. MacEonald This copy made "by the Department of History at Montana State College with the consent of the author. Any use made of this thesis should also give credit to the author and to Montana State University. WV HISTORY OF NAVIGATION ON THE YELLOWSTONE RIVER by _______ John G . MacDonald_____ B.A., Jamestown College, 1937 Presented in partial fulfillment of the requirement for the degree of Master of Arts. Montana State University 1950 Approved: Chairman of Board of Examiners Dean, Graduate School 131444 c/ TABLE OP COHTMTS CHAPTER I. IHTROBHCTIOH I Purpose I General description of the Yellowstone Valley 2 Use of the river "by the Indians 6 II. EARLY EXPLORERS AHB FGR TRADERS OH THE YELLOWSTOHE 10 La Verendrye 10 LeRaye 12 Larocque 13 Lewis and Clark Expedition 14 J ohn Goiter 22 Manuel Lisa 25 Larpenteur 43 Port Sarpy 45' III. EXPLORIHG EXPEBITIOHS AHB FLATBOATIHG OH THE YELLOWSTOHE 51 Gore Expedition 52 Raynolds-Maynadier Expedition 53 Yellowstone Expedition of 1863 56 Hosmer trip to the States, 1865 58 Port Pease 65 iii CHAPTER PAGE ■' Bond’s flat "boating trip, 1877 • 70 IV. STEAMBOATING ON THE YELLOWSTONE ■ ■ 75 Early Missouri River steamboats 76 First steamboats on the Yellowstone 82 Forsyth exploration, 1873 86 Stanley survey, 1873 89 Forsyth and Grant expedition, 1875 94 Military supply, 1876 99 Military and civilian freighting, 1877 111 Military and civilian freighting, 1878-81 120 V.
    [Show full text]
  • A Steamboat out of the Past Appears.Pdf
    They were marvelous contraptions, a grand way to travel - until the river reached up, took hold, and refused to let go. BY MARITA PLACEK FALL 2004.7 LINT PINKELMAN isn't likely to forget March 12, 2004. That's the day the Missouri River smiled and favored him with a glimpse into the depthsof its past. Pinkelman, a young farmer from Hartington, wasdrifting along with the current, enjoying his first spring outing on the Missouri, whenhe cameupon an object sticking out of the water on the south side of Goat Island. He thought he'd found parts of an old bridge at first, but a closerinspection revealed the skeletonof a riverboat partially buried in the sand. Only a portion of the boat wasvisible so it was difficult to estimate the size; he thought it might be any- where from 100-160 feet long, and about 30 feet wide. A huge cottonwood stumpwas at the bow of the boat, which may offer a clue to its demise. "It looks like it hit a big snagin the river, went down, and never Lookingover th"e'remainsoj the Natural Resources,Larry Bradley, pro- riverboat are,back to front: Brad Goeden, fessor of anthropology, and Brian moved again," Clint says. Harvesting Delon Kathol and Clint Pinkelman. trees along the river's edge to fuel the Molyneaux,director of the Archaeology steamboatboilers probably createdthat Department, from the University of particular snag.When the river channel convincingothers. "Many peopledidn't South Dakota at Vermilion. The group shifred,stumps were left to lurk beneath believe me when I tried to tell them was dismayed to find the river had the surfaceand tear through the hulls of what I found," he says.The following already risen far enough to cover the unsuspectingboats.
    [Show full text]
  • The Germans in the Seventh U.S. Cavalry at the Battle of the Littlei B Ghorn Albert Winkler Brigham Young University - Provo, Albert [email protected]
    Brigham Young University BYU ScholarsArchive All Faculty Publications 2013 The Germans in the Seventh U.S. Cavalry at the Battle of the Littlei B ghorn Albert Winkler Brigham Young University - Provo, [email protected] Follow this and additional works at: https://scholarsarchive.byu.edu/facpub Part of the Military History Commons, and the United States History Commons Original Publication Citation Winkler, A. (2013). The Germans in the Seventh U.S. Cavalry at the Battle of the Little iB ghorn. Greasy Grass, 29, 10-20. BYU ScholarsArchive Citation Winkler, Albert, "The Germans in the Seventh U.S. Cavalry at the Battle of the Little iB ghorn" (2013). All Faculty Publications. 1855. https://scholarsarchive.byu.edu/facpub/1855 This Peer-Reviewed Article is brought to you for free and open access by BYU ScholarsArchive. It has been accepted for inclusion in All Faculty Publications by an authorized administrator of BYU ScholarsArchive. For more information, please contact [email protected], [email protected]. The Germans in the Seventh U.S. Cavalry at the Battle of the Little Bighorn Dr. Albert Winkler While many aspects of the Battle of the term was a distortion of the word Deutsch Little Bighorn have been carefully examined, [German], which many Americans had a hard the nature of the various nationalities in the time understanding or pronouncing properly. Seventh Cavalry has yet to be thoroughly The Germans had a fine reputation in the investigated. Roughly 57 percent of the men in army and were considered "aggressive fighting that unit were born in the United States, and men." These men seemed to achieve the ranks the remainder, 43 percent, were born in other of noncommissioned officers (sergeants and countries.
    [Show full text]
  • Riverboats Hunting Grounds and Un- Sengers Who Were Emi- Ceded Territory of the Grating Or Traveling to from Page 12A Lakota
    PAGE 14A: YANKTON 150 PRESS & DAKOTAN ■ SATURDAY, AUGUST 6, 2011 Missouri river from Edwin- vast amount of freight ton (Bismarck) into the and to appeal to the pas- Riverboats hunting grounds and un- sengers who were emi- ceded territory of the grating or traveling to From Page 12A Lakota. Montana. “It is the aim of Lt. Col. George Custer the Coulson Line to fur- had come north with parts nish two boats which steamboats, in turn, carried the freight of the 7th Cavalry via shall be models of luxury and passengers to destinations on the Yankton and the Dakota and at the same time pos- frontier where railroads did not yet exist. Southern to take com- Marsh Coulson sess abundant freight car- Eventually, the railroads reached those mand the commissioned rying capacity without a outlying areas as well, thus eliminating the fort named after the slain depth of hole that will retard progress,” steamboat as a profitable means of trans- 16th president. What would become according to the Press and Dakotaian. portation. However short the period, the known as the Expedition of 1873 brought ——— steamboats and the men that operated increased activity to Yankton and Ft. Ran- THE CLOSE OF THE 1879 SEASON was them provided transportation and sup- dall as steamboats were ordered into gov- indeed the end of an era. The Missouri plies to those who settled and helped ernment service while in transit, unloading Transportation Line would never again tame the Upper Missouri River area, and their shocked and surprised civilian car- succeed in winning the government con- made Yankton the focal point of the fron- goes where ever the telegraph could reach tract as the railroad had reached several tier concerning the Upper Missouri River to load military stores and armor the pilot points beyond Yankton.
    [Show full text]