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Trahern’s Station

(Image above is Brazil Creek near the Council House site)

How slowly the scales fall from my eyes as I try to see into the past, the obscurity of the obvious sometimes clearing and other times going completely dark as I seek the truth in this landscape aged 200 years. Both extremes, along with the continuing emergence of questions likely to remain unanswered, are the result of my four visits to the site of Trahern’s Station.

Named for station keeper Judge James N. Trahern, the second station on the Butterfield Overland Mail’s Indian Territory itinerary was located seventeen miles southwest of Walker’s in the community now known as Latham, in LeFlore County. It was also called “Council House,” the namesake structure being the residence of Choctaw district chief Moshulatubbe.

Chief Moshulatubbe was one of the signers of the 1830 Treaty of Dancing Rabbit Creek and an influential tribal leader during the removal period. In the 1820 Treaty of Doak’s Stand, Choctaw leaders had ceded lands east of the Mississippi River to the United States in exchange for a thirteen-million acre tract in what would become southeastern Oklahoma. Only a few Choctaws migrated then, and not until the passage of the Indian Removal Act in 1830 did tribal leaders give up their remaining territory in Mississippi and agree to move west. By 1833 about eleven thousand Choctaws had arrived in Indian Territory where, mirroring their geographic divisions in the old country, they divided their lands into three districts, the Okla Falaya, or Red River, in the southwest (later renamed Apukshunnubbee); the Pushmataha, west of the Kiamichi; and the Moshulatubbe District in the north.

The treaty provided that a house was to be erected for the chief of each district in the Choctaws’ new domain. It is “more than likely,” according to Oklahoma historian Muriel Wright, that the Moshulatubbe Council House, sometimes dated to 1834, was the first of those built, since it was located nearest the Choctaw Agency in Skullyville. It is also believed, wrote Wright, that a session or two of the Choctaw General Council met there at some time, probably before the completion of the national council house near Tuskahoma later known as Nunih Waya, accounting for the “Council House” moniker.”
By the time the Conklings passed through in the 1930s, the Council House no longer stood, but they noted the “old executive building” was recalled as a “large well-built log structure.” In 1958, the Oklahoma Historical Society Committee described the Council House remains as “a few scattered foundation and chimney stones.”

Sixty years later, I stand alone in the forest at the spring which served the Council House community. It was a “fine flowing spring of permanent water” when the Roscoe and Margaret Conkling, who wrote the definitive work on retracing the trail, observed Council House Spring. In 1958 it was “flowing copiously,” its walls covered with ferns, when the Oklahoma Historical Society’s committee came through, identifying station sites for placement of historical markers. Now in late November, clear water seeps through the fallen leaves of countless autumns in the spring’s shallow recess lined with cut stone. Down the bank in Brazil Creek, it mingles with run-off from other mountain springs and ethereal streams on a twisting journey northeast to the Poteau River. In 2018, it is more than a trickle but less than a flow. In May of the year, when the Committee reported its flow as copious, spring rains might even now make its volume more abundant.

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The remaining walls of Council House Spring

My goal is to locate the ruins of the Council House and I am armed with a GPS unit and eyes much better trained on this, my fourth visit, than on my first. The spring is a landmark often used for orientation in the literature, and my starting point.
The Committee located the Council House about 100 feet from the spring, but did not comment in print on its orientation. A map hand-drawn by one of the Committee members and a draft of the Committee’s manuscript found in the Oklahoma Historical Society archives situate it to the northeast. Conkling places the Council House “approximately two hundred feet northeast of the present Latham store.” An Oklahoma Historic Sites Survey published in 1958 places the Council House about 400 yards southeast of the spring. Each of these reports contradicts the others.

A useful observation comes from the Committee report, quoting Everett Bledsoe, who lived in the home now standing abandoned on the north side of Latham Road, 370 feet south of the spring. Bledsoe came to the Latham Community in 1908 and was married to the widowed grandmother of Jonathan Watson, the current landowner. Bledsoe told the Committee that, when he was a boy, “the older settlers would align their sight upon the grave of Moshulatubbe by sighting a certain way through the windows and doors of the Council House.” This suggests a line-of-sight orientation between the Council House and the Moshulatubbe grave.

Chief Moshulatubbe died of smallpox in 1838 and was interred here in a burial mound south of Latham Road. The mound’s large size has been attributed to the belief that the chief’s horse was buried with him, reflecting a Choctaw practice which persisted into the nineteenth century and was intended to assure that the dead were buried with items — including horses, dogs, and guns — they would need in the next life

About 100 feet east of the spring is what looks like a dump. Modern detritus—55-gallon drums, a seat from a car, worn-out tires—congests and nearly conceals what on close examination is the foundation of a building perhaps 20 feet on its longest side. Large cut stones support the structure’s corners and support visible, but broken, floor joists. On a previous visit, I rejected this as a candidate for the Council House. It was too obvious, its upper layer too modern, the floor joists and nails certainly not of 1830s vintage. It isn’t what I expected to see.

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A foundation stone at the possible site of the Council House

But in this jigsaw puzzle of an exploration, nothing else fits but that this be the Council House. It is located 100 feet from the spring — though east, not northeast. Perhaps the orientation did not make it into the published Oklahoma Historical Society Committee report because of its inaccuracy, while the 100-foot distance turns out to be fairly accurate.

It is nearly due north of Moshulatubbe’s grave at a distance of about 530 feet, making it a candidate for the sighting exercise described by Bledsoe. It is due north of the Latham Store, probably constructed after the days of the sightings, though at a distance of 430 feet, not the 200 feet northeast reported by Conkling. How the Oklahoma Historical Society arrived at a distance of 400 yards southeast of the spring for the Council House in their Historic Sites Survey is unclear and inconsistent with anything else. If this is the Council House site, another structure must have been built upon it, using the existing foundation stones, after its reported burning in 1932.

My conclusion about the Council House drawn as clearly as possible for now, my next goal is to walk what looks on Google Maps like a clear trace of the stagecoach road. Right direction, right location, and it appears to be a short section, easily trod. I strike out with iPad in hand and Google Maps open, trying to keep the blue dot that indicates my location centered on the pale line that looks like the trail. I run into brambles so thick as to make the path completely impassable and wonder why it appears so clear on the map, but struggle through and detour around the worst thickets, trying to hold to the trace as closely as possible, getting turned around and disoriented even with all my navigation equipment. I reach the north end of the trace and start back toward the county road, recording waypoints, finally emerging near the collapsed ruin of the Latham store. I turn back to look at the path I just struggled through, and there it is, a narrow marker about four feet high sticking out of the ground. It says, “Pipeline.”

So goes my quest for the truth. Where this pipeline was laid may indeed be the path of the stagecoach road, but I don’t feel as if I’ve gained anything but a jumble of scratches on my arms and legs from struggling through the briars. I’ve pushed up my shirt sleeves because it is a warm day, accounting for the bare arms, but the thin long pants I am wearing are worthless as protection. I decide to add heavy duty britches to my wardrobe for future excursions.

I mark GPS waypoints for the Latham Store and the Bledsoe home before crossing the road south to examine the Moshulatubbe mound and the site of the Trahern Station and cemetery.

On another winter day nearly two years before, my husband Bill and I walked these landmarks with the Watson family. Before visiting the spring, we explored the interior of the Bledsoe home. The building is slowly going away, its crumbling roof and missing windows admitting the forces of nature, wallpaper peeling to reveal newspapers layered on years ago as insulation. But its stone chimney holds fast, and a cellar, its depths surely unplumbed for some time except by snakes, appears as sound as ever.

On the opposite side of the road is the 1958 Oklahoma Historical Society marker, its bronze plaque in good condition but concrete base damaged at both upper corners. The Committee located this marker due north of the grave site of station keeper Trahern, a landmark no longer evident, as the gravestone has been moved.

Along with the spring, I find the Moshulatubbe burial mound the only other consistently verifiable landmark. It is a large mound of earth easily distinguished from the flat land around it. The Committee reported it to be 19 feet from the right of way but now it is more than 100 feet away from the road, bordered on the south by two unimpressive bois d’arc trees, suggesting the road may have been relocated over the past 60 years, or that the 19 feet was simply an error, or perhaps their estimate of one of the dimensions of the mound, erroneously transcribed as the distance to the road. The mound measures perhaps 20 feet on a side. The Committee reported it was marked by a row of stones, but that in 1958 nothing remained of “the horizontal stone slab or other grave structure, just the large mound of earth and loose stones.” When I first saw the mound, I overlooked the fact that multiple stones, some cut, still remain on its surface, but on this fourth visit I really see them for the first time and begin to grasp their significance.

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Cut stones on the Moshulatubbe burial mound (and a nearby cow pie)

This whole field was once a cemetery. It still is, I suppose, though the markers have been moved. According to Bledsoe, who died shortly after the Committee’s 1958 visit, a former owner had removed the gravestones and placed them in a large pile in order to cultivate the field. Now cattle graze here, and a gas well road cuts across on a southwest diagonal. On the southern edge of the Moshulatubbe mound in the vicinity of the trees are several large cut stones, one finely finished. The Committee’s diagram puts Trahern’s grave here, close to the trees, and the Trahern home and station nearby.

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Cut stone near former site of Trahern grave
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One of the markers still beneath the pin oak

I climb over the fence to walk farther east, to a young pin oak where I first saw some of the gravestones that had been moved from their original locations. A few still remain, scattered, some dishonored by the natural processes of the cattle. Jonathan Watson has been retrieving and preserving these stones, and I find Judge Trahern’s marker and that of his wife cleaned up and stored at the Watson home, a quarter of a mile east.

Trahern was born in Mississippi in 1818, attended the Choctaw Academy in Kentucky, and served on the bench of the Supreme Court of the Choctaw Nation. After relocating to Indian Territory, he served as county judge of Skullyville County, Choctaw Nation. The Trahern family was long prominent in Choctaw Nation affairs and their descendants still lived in the region at the time the stagecoach station was nominated for listing on the National Register of Historic Properties in the early 1970s. Trahern died in 1883 at the age of 65.

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Judge Trahern’s grave marker

In Waterman Ormsby’s account of his ride aboard the first Butterfield coach traveling west on the Overland Mail route, his only mention of Trahern’s Station is, “After leaving Gov. Walker’s the next station (sixteen miles distant) was reached in about two hours and a half.”

What mysteries remain at Trahern’s Station? A number of large cut stones sit just above the spring and their origin is unclear. Was Moshulatubbe really buried with his horse? Was the pipeline laid on the stagecoach trace? Have I correctly identified the Council House location? Unfortunately, the more time that passes, the more distant these answers become.

The Real Story Behind “Swing Low, Sweet Chariot”

Swing low, sweet chariot

Coming for to carry me home

Swing low, sweet chariot

Coming for to carry me home

It is possibly the world’s best-known gospel song and was designated Oklahoma’s official “state gospel song,” in 2011. First popularized in the early 1870s, “Swing Low, Sweet Chariot” emerged from the pre-Civil War cotton fields of southeastern Indian Territory. Or did it?

As the story goes, an enslaved man, “Uncle Wallace” Willis, composed the song before the Civil War while working the fields in southeastern Indian Territory, now Oklahoma. “Aunt Minerva,” an enslaved woman who worked by Wallace’s side, has been assumed to be his wife. The two were “rented out” by their enslaver to work at Spencer Academy, a Choctaw boarding school located about ten miles northwest of Fort Towson.

Historical marker at the site of Spencer Academy. Photo by Susan Dragoo.

Reverend Alexander Reid, superintendent of the school from 1849 to 1861, heard the pair singing “Swing Low” and other spirituals. In 1871, Reid attended a concert by the Jubilee Singers of Nashville’s Fisk University, and thought the Willis songs better than those the Jubilee Singers were performing. After the performance he passed the songs along to the Fisk group, which introduced them to the world.

Click here for a 1909 recording of “Swing Low Sweet Chariot” by a quartet from the Jubilee Singers: https://www.loc.gov/item/jukebox-128141/

Swing Low sheet music, 1873. Public Domain, https://commons.wikimedia.org/w/index.php?curid=8998817

But there is another version of how “Swing Low” came to the Jubilee Singers and ultimately to great fame. And other mysteries linger. Click on the link below to read my article on the subject from the January/February 2015 edition of Oklahoma Today magazine.

Supplying another piece to the puzzle of the photographs missing from the Fisk University library, here’s an excerpt from correspondence with Dr. Toni Anderson, author of the 2009 book, “Tell Them We Are Singing For Jesus”: The Original Fisk Jubilee Singers. Anderson shared the following excerpt from an article in the Fisk News, vol. VII, no. 1, Nov/Dec. 1934. It is an address given by Dr. Georgia Laura White, the daughter of George L. White, at one of Fisk’s Jubilee Day observances. In speaking of those who contributed spirituals to the Jubilee Singers’ repertoire, she states:

“There were many contributors whose names will never be known. I have asked to pay tribute to one which is symbolic of many others. One night after a concert an old man came up and said he enjoyed the concert so much. “But there is one song the people in my section sing that you did not sing and I would like to give it to you,” he said. He gave them the words and hummed and whistled them with Ella Sheppard at the piano and Mr. White with the violin. They took the song and when he had finished they had “Steal Away.” The minister’s name was Rev. Alexander Reid, Presbyterian missionary to the Choctaw Indians. He said he knew of the Negroes stealing away across the river. So I wish to present this picture to Fisk University in honor of those who contributed and are unknown.”

Alexander Reid. Source: Gateway to Oklahoma History

More recently, R.B. Ward, a descendant of Wallace Willis, published an article in the Chronicles of Oklahoma clarifying the relationship between Wallace and Minerva Willis. In the Spring 2022 edition of the journal, Ward provides evidence that Wallace and Minerva were actually father and daughter, not husband and wife. Read the article here:

The story of Uncle Wallace and Aunt Minerva has been shared many times over the years, becoming something of a legend. Ward’s insight into the lives of her two ancestors enriches and demystifies an important and fascinating chapter of Oklahoma history.

For a video of R.B. Ward’s presentation on the subject to the Oklahoma Historical Society in 2021, click here: https://youtu.be/_CB-m97WQ3k?si=cRbMGwRVuIUmPGtJ

A Runaway Stage on the Butterfield: Unexpected Consequences

by Susan Dragoo

A Runaway Stage

In 1860, an eastbound stage of the Overland Mail carried Eadweard J. Muybridge, traveling as a through-passenger from San Francisco, from whence he had departed July 2. Best known for his use of photography to capture animals in motion for the first time in 1878, Muybridge laid the groundwork for modern motion pictures through innovations including the shutter system to stop motion and one of the earliest motion picture projectors, the “zoopraxiscope.”

Eadweard J. Muybridge

But in 1860, he was an English book seller who had been living and working in San Francisco. Muybridge was traveling to the east coast and eventually to England. On Friday, July 20, the stagecoach met with an accident when the horses ran away on the descent of a hill. The wagon left the road, collided with a tree and was smashed to pieces. Muybridge sustained a serious head injury and a passenger with the last name of Mackey was killed. Everyone on board was injured.

As far as is known, this was the only stagecoach accident, or any other kind of incident, fatal to a passenger during the two and one-half year life of the Overland Mail line on the southern route, 1858-1861. Newspapers reported that the accident occurred at “Mountain Station.” This has been interpreted by some historians and Muybridge biographers as “Mountain Pass Station,” located on the Overland Mail route near Merkel, Texas, seventeen miles west of Abilene, about 250 miles southwest of Sherman, Texas, and nearly 500 miles from Fort Smith, Arkansas. A careful study of the geography and realities of transportation and communication in conjunction with the timing of events leads to a different conclusion, however.

Mountain Station, Indian Territory

Although on at least one occasion Mountain Pass Station in Texas was referred to as “Mountain Station” in a newspaper report, there was another Mountain Station along the Butterfield route. A small relay station, it sat atop Blue Mountain in the Choctaw Nation between Riddle’s and Pusley’s, two of the twelve official Butterfield stations operated by Choctaw and Chickasaw citizens in the Indian Territory. Mountain Station was about 97 miles southwest of Fort Smith, Arkansas, in what is now southeastern Oklahoma. After the Civil War it was a well-known station on a later stage line, serving as a stop for watering horses and passengers, it being “hard driving over the rough road” on Blue Mountain. “The stages stopped at this place to water their horses and all who were aboard,” said old-timer William Dellwood Fields in 1937. In the words of another pioneer, “There was a stone house built over this great spring and part of the rocks are still there and the spring is still running today.” Another reported his father operated the trading post at Mountain Station for three years, and there was “lots of good water in a large spring there.” The spring is still flowing today near the crest of Blue Mountain.

The spring at Mountain Station is now covered with a concrete shelter. It is still flowing.

Muybridge’s Testimony

Conclusions that the accident occurred in Texas seem to be based primarily on Muybridge’s testimony fifteen years after the accident. While on trial for the killing of his wife’s lover, Muybridge recollected that on his eastbound stagecoach journey he had dined at a stage-house, then boarded the stage, which was drawn by six wild mustang horses. “That is the last I recollect of that nine days,” he said. “After that, I found myself at Fort Smith, 150 miles distant, lying in bed.” He was treated for his head injury in Fort Smith before traveling on to New York, where he continued under the care of a physician. Muybridge sued the Butterfield company for $10,000 in damages from the accident but settled for $2,500.

Although Muybridge claimed no memory of the accident himself, he relayed that a fellow passenger told him the stage had traveled about half an hour and they were just then entering the Texas Cross Timbers. “Just as we were getting to the Timbers I remarked that the best plan would be for us to get out of the back of the stage, because I saw that an accident would take place. He told me that I took out my knife to cut the canvas back of the stage, and was preparing to leave when the stage ran against either a rock or a stump and threw me out against my head.”

Muybridge’s mention of the Cross Timbers is noteworthy. The western edge of Texas’ western or “upper” Cross Timbers (because they are higher in elevation than the eastern Cross Timbers) lies just east of the Mountain Pass Station area. The claim that upon awakening Muybridge found himself in Fort Smith, “150 miles distant,” conflicts with his testimony about the accident occurring in the Texas Cross Timbers near Mountain Pass Station, which is more than 450 miles from Fort Smith. Other inconsistencies in his testimony affirm that he had no memory of the accident and was relying on what he was told by another passenger, fifteen years later.

The recounting of the incident took place in support of an insanity defense in Muybridge’s murder trial. He was found not guilty, although insanity was not cited as the basis of the verdict. Rather, the jury believed the killing justified. Still, some believed that the long-term effects of the head injury led to significant abnormalities in his personality. “Prior to his accident,” testified a close friend, “Muybridge was a good businessman, genial and pleasant in nature; but after the accident he was irritable, eccentric, a risk-taker and subject to emotional outbursts.” Following his acquittal, Muybridge went on to achieve renown in the world of photography. The head injury did not appear to inhibit his intellectual or creative achievements; rather, some have speculated it may have actually enhanced his creative abilities because he became more willing to take risks, and pursued his art obsessively.

Muybridge’s stop-motion shutter images of Leland Stanford’s horse

News of the Day

The notion that the accident occurred in Texas is difficult to support given contemporary newspaper accounts stating the accident occurred in the “Choctaw Nation” and “Choctaw Country.” On July 23, 1860, the telegraph line had just been put into operation at Fort Smith, with dispatches about the accident going out to newspapers around the country. The New York Times reported that a July 21, 1860 dispatch from Van Buren, Arkansas announced an accident to the Overland Mail coach, which was expected to delay the arrival of the mail about thirty hours. The horses, it said, ran away in the mountain pass of the Choctaw Nation. Another newspaper report directly quotes a passenger on the stage, S.P. Nott, of Sherman, Texas, also referring to the accident’s location in “the Choctaw country.” Nott’s is the most detailed account of the accident identified by this author. The newspaper item states the following:

” . . . Fifty miles from this place, in the Choctaw country, on Friday night last, the stage arrived at the station a little before sundown, and after getting supper it was about eight o’clock when the stage started, with eight passengers, Mr. Stout, road agent, and the driver. The brake was out of order, and one of the horses was refractory, and the team started in a run, but was soon checked, and Mr. Stout got upon the seat with the driver, and the latter gave his whip a crack, and away went the team down the hill full tilt, and as the brake was useless, there was no way to stop them. While the stage was at the top of its speed, the curtains being down, Dr. Denton took out his knife and cut them, and jumped out, and in cutting the curtains, cut Mr. Nott severely in the back. Dr. Denton was badly bruised in the fall.

The stage soon after struck a tree and smashed to pieces, and the fore wheels became disengaged, and the horses ran some distance, dragging the driver and bruising him severely. Mr. Nott says he braced himself, and when the stage struck the tree he landed some distance from the place where it struck, and the top of the stage with him. In recovering he heard the groans of the wounded, and on going to one he found the blood gurgling in this throat, and it being dark, he raised him up, and receiving no answer from him, he put his hand to his head and found the forepart of the skull broke in. The man proved to be Mr. Mackey, of Cass County, Missouri. He was killed immediately. Mr. Nott returned to the station and there he soon fainted from the loss of blood. Mrs. Chapin, the lady of the house, had all the wounded bodies taken to the station, and went to work and dressed their wounds with her own hands. Mr. Nott speaks in the highest terms of the kindness of Mrs. Chapin. 

Mr. Stout, the road agent, was seriously injured, his face badly bruised, and his upper lip cut through, and the lower lip is not in much better condition, besides his bruises in the chest are very serious. Most of the passengers were injured more or less, and only two of them, young men from Ohio, were able to walk about. The names of the passengers are Messrs. Nott, McCarty, Halsey, Denton, of New York, and two young men from Ohio, and Mr. Mackey, of Missouri, who was killed.

On Saturday, about eleven o’clock, an express arrived here with the news of the accident, and a coach was dispatched immediately, taking Doctors Bomford and Dunlap, to attend to the wounded.

This is the first serious accident to the stage in the region of this place, since the Overland Line went into operation.”

The Mrs. Chapin to whom Nott refers would have been Martha Riddle Chapen or Chapin, daughter of John Riddle, keeper of Riddle’s, a Butterfield station thirteen miles east of Mountain Station. Martha and her husband, William Chapen (Chapin), operated Mountain Station “a few years after its establishment.” Another significant detail is that passenger Nott hailed from Sherman, Texas, about 250 miles east of Mountain Pass Station, Texas. Assuming he boarded the eastbound wagon in Sherman, the accident would have had to occur east of Sherman for Nott to have been involved in it.

Latimer County Old-Timers

Mountain Station is located in present-day Latimer County, Oklahoma. An interview with Latimer County resident James A. Blalack in 1937 provides another clue. Blalack stated that his grandfather was Andrew Mackey. 

He had been to California to the Gold rush in about the year of 1848 and he was on his way home or back to this county and the Indian Territory and was almost home when the stage coach team ran away. This happened at the top of a large mountain called Mountain station. This stage station was located about ten or eleven miles southwest of where Wilburton is now located where all stages that ran on the through road from Fort Smith to the Texas border had to stop for food and water. As they started down this mountain, the team ran away and my grandfather was killed in the smash. He was buried in the Mountain Station burying place. This was during the year 1858. The people who live around in these mountains still use this old burying place now. This place is one of the oldest landmarks in the whole country.

At the time of the interview, Mr. Blalack was a seemingly clearheaded sixty-nine years of age, and his mother, who would have been Andrew Mackey’s daughter, Sallie Mackey Blalack, was living with him, in her early eighties. She would have been ten years old at the time of the accident, probably old enough to remember the event, although the exact year of the accident is mis-reported. Available historical records place Andrew Mackey in Cassville, Missouri, in the 1840s and in Athens, Missouri, in 1850 when his daughter Sarah (Sallie) was born.

The Clock Tells the Story

During a research foray in 2022, Latimer County rancher and historian Earl Shero took me to the spot at Mountain Station where the accident may have occurred. He pointed out the steep descent where the stagecoach would have careened out of control, crashing into the trees on the rocky hillside. There in the Mountain Station cemetery I also saw the grave marker for Andrew Mackey, easy to find because it is so new in the old graveyard, placed recently by one of his Blalack descendants. The marker reads:

In Memory

Andrew J. Mackey

1821-1859

Returning from Calif. Gold Field

Killed in Stage Coach Wreck at

Mt. Station

The year of death on Mackey’s grave marker may be incorrect, but in the end the clock tells the story. The accident occurred on the evening of Friday, July 20, 1860. Late the following day, July 21, news of the accident had reached Van Buren, Arkansas, a town adjacent to Fort Smith, just across the Arkansas River. The only way this could have occurred would have been via a person on horseback or by stagecoach, as the telegraph line had not yet been extended to northwest Texas or Indian Territory. A stagecoach traveling at the average speed of 5.5 miles per hour expected over Indian Territory roads could have traveled the nearly 100 miles from Mountain Station to Fort Smith in about 17 hours, a man on horseback much faster. The average speed of the Pony Express was 10 miles per hour, but that speed was achieved because a fresh horse was acquired every 10 to 15 miles. At that brisk rate an express rider could have reached Fort Smith in about 10 hours, although in reality it would have taken somewhat longer.

Mountain Pass Station in Texas was 487 miles from Fort Smith, requiring nearly five days’ travel in a stagecoach and at least two days by horseback under the best possible circumstances. When the report of the accident was received in Fort Smith, a coach was dispatched immediately to attend to the wounded and by July 23, 1860, thanks to extension of the Missouri and Western telegraph line to Fort Smith, word of the accident had been disseminated all over the eastern United States. By the time the injured passengers arrived in Fort Smith on Sunday, July 22, a wagon carrying passengers from Mountain Pass, Texas would have still been about three days away. The timeline stands on its own in clarifying that it would have been a physical impossibility for the passengers to have arrived from Mountain Pass Station, Texas, to Fort Smith, Arkansas, by July 22, 1860. 

Given the evidence, it is reasonable to conclude that Mountain Station in the Choctaw Nation of Indian Territory, not Mountain Pass Station in Texas, was where Mackey met his maker, Muybridge’s life was changed, and the invention of moving pictures was set in motion. 

For more on the Butterfield Overland Mail in Indian Territory, see https://susandragoo.com/2025/07/13/who-ran-fishers-station/ and https://susandragoo.com/butterfield-oklahoma/

Want to support the Oklahoma Chapter of the Butterfield National Historic Trail Association in its mission to preserve, promote and protect the Indian Territory segment of the trail? Join the National Association and the Oklahoma chapter here: https://www.butterfieldtrail.org/

And you can make a donation to the association here: https://www.paypal.com/donate/?hosted_button_id=BPTNYVU5KW9LC

Who Ran Fisher’s Station?

A Mystery Revealed

By Susan Dragoo

It’s been a mystery for many years . . . who was the “Fisher” of Fisher’s Station, the eleventh (counting east to west) in a chain of twelve official relay stations on the Indian Territory segment of the Butterfield Overland Mail stagecoach road? That mystery may now be solved, thanks to an item in a 1924 edition of a Durant, Oklahoma, newspaper, and other evidence which leads to the conclusion that the likely operator of Fisher’s Station was David Osborn Fisher, a Choctaw citizen who was married to a Chickasaw woman and was also adopted into the Chickasaw tribe.

The Butterfield Overland Mail in Indian Territory

The Butterfield Overland Mail operated from 1858 to 1861, extending from St. Louis, Missouri, and Memphis, Tennessee, to San Francisco, California. Nearly two hundred miles of the 2,800-mile trail ran through the Choctaw and Chickasaw Nations in Indian Territory. Located about four miles west of present-day Durant in Bryan County, Fisher’s was the last station in the Choctaw Nation; the stagecoach road entered the Chickasaw Nation about three hundred yards west of the stage stand.

Hand-drawn map by Muriel Wright from “Historic Places on the Old Stage Line,” Chronicles of Oklahoma, 1933.

After the demise of the Butterfield line and following the Civil War, the stage stand was known as Carriage Point, possibly because an old carriage broke down nearby during the War and was left to the ravages of time. In 1869, Calvin Colbert bought the stage stand and it became an overnight stop for stagecoach travelers.

1871 map showing Carriage Point (lower right corner, see Cabin east of Colbert’s field).

Near Fisher’s/Carriage Point the road forked, one branch running south on the Butterfield trail toward Colbert’s Ferry and Sherman, Texas; the other going at a more southwesterly angle, entering Texas at Preston Bend, now under the waters of Lake Texoma. An 1872 newspaper advertisement for the Red River ferry at Preston Bend advises taking “all right hand roads” from Carriage Point to get there.

While the name of the station has long been known via publication of Overland Mail itineraries, the identity of the Fisher’s station keeper has remained a mystery since historians began studying the Butterfield trail. In Indian Territory, most station operators were known to be citizens of the Choctaw Nation, or in one case the Chickasaw Nation. The origins of three station keepers have, however, eluded researchers: Waddell’s, Holloway’s, and Fisher’s.

Butterfield Overland Mail itinerary according to W. Goddard Bailey, 1858, published in Conkling. The Seventh Division is the Indian Territory segment.

Muriel Wright’s Theory

Oklahoma historian Muriel Wright invested considerable energy into the question of who ran Fisher’s Station. Correspondence between her and Butterfield scholar Roscoe Conkling in 1935 indicates Wright believed Fisher’s was connected to Fisher Durant, a family member of Dixon Durant, a Choctaw for whom the town of Durant was named. In trying to determine the identity of the station keeper, Wright first considered the Choctaw Fisher family – Silas Fisher, Osborn Fisher, et al. But she concluded that since Silas Fisher had remained in the lower Red River country after the removal and Osborn Fisher ranched and operated a store near Daisy in northeast Atoka County and then settled in Tishomingo, this would be unlikely.

Instead, she noted that the earliest site of the city of Durant was actually made by Fisher Durant, and was known in early days as “Fisher’s Place.” She postulated that the Butterfield road had actually come through Durant, and that Fisher’s Place had been Fisher’s Station. Conkling doubted this conclusion, first pointing out that the Fisher Durant location did not fit into the Butterfield table of distances and the route would have required “a rather rank bend to the east and then southwest again,” a deviation that the road builders would have avoided. “I have investigated the route from Nail’s to Carriage Point and from there to Colbert’s in the field with some of the oldest men in the region and if there was any other road between these points followed by the Overland Mail, these men had never heard of it,” wrote Conkling.

Roscoe Conkling’s Theory

But, Conkling conceded, this did not mean that the station could not have been named for Fisher Durant. He could have been employed by the Overland Mail Company as a station keeper and the station named for him even if his home was near the present location of Durant, but it would seem that some reference to this would have been handed down to his descendants. More likely, wrote Conkling, Fisher was among the more than two hundred Butterfield employees from New York brought west to work on the Overland Mail and placed in charge of stations during the first year of operations. “I was told by the then oldest living employee of the old Wells-Fargo Company, who died some years ago in Utica, that Mr. Butterfield transported more than two hundred of his old employees in New York to the western field to work on the Overland. Many of these were placed in charge of stations during the first year of operations,” Conkling wrote. Few of these remained long, but long enough to have their names identified with the stations along the route, and “for that reason no record can be found to prove their identity,” he added. Conkling included Holloway and Waddell among these.

Wright stuck to her guns, however, asserting it would be too much of a coincidence if Fisher Durant, “the most prominent Choctaw citizen in his locality” had nothing to do with Fisher’s Station, in spite of the fact that his known dwelling was in Durant, four miles east of the stage stand. “He could have owned an extra ranch cabin or erected one specially for a stand on the stage line road west of his home place,” she explained. Wright concluded, “And now I feel almost certain, it must have been that of Fisher Durant.”

It appears that, in the end, Wright and Conkling agreed to disagree. Roscoe and Margaret Conkling wrote in their 1947 tome on the Butterfield, “Because the station ceased to be known as Fisher’s after the Company abandoned the route in 1861, and the old name of Carriage Point restored, it has been suggested that Fisher may have been in the Company employ and temporarily installed there.” Wright later wrote in an appendix to her 1957 article, “The Butterfield Overland Mail One Hundred Years Ago,” that Fisher was a member of a well-known Choctaw family. And in the 1958 Centennial Committee Report, she simply quotes Conkling’s conclusion.

A Different Conclusion

Further research suggests a different conclusion. It seems Wright probably dismissed too quickly the Silas Fisher/Osborn Fisher family as a possibility. In 1924, the Durant Daily Democrat reported a talk given by Jessie M. Hatchett, grand-daughter of Calvin Colbert, who operated the Carriage Point stage stand beginning around 1869. Hatchett stated, “The place was first settled by the Rider family, afterwards owned by the Fishers of Tishomingo, from whom it was purchased by my mother’s father.”

David Osborn Fisher. Source: Oklahoma Historical Society

Given that Silas Fisher died in 1849, Osborn Fisher is the more likely candidate. David Osborn Fisher was born in 1825 in Mississippi and moved to Indian Territory with the Choctaws in 1832. In 1837 he relocated to Fort Washita, later establishing a large farm on Red River in Panola County in the Chickasaw Nation. The 1860 federal census (slave schedule) finds him in Blue County (formerly Tiger Spring County) in the Choctaw Nation, where Fisher’s Station was located. There, Fisher enslaved 24 people.

Note (see map below) that Panola County in the Chickasaw Nation bordered on Blue (Tiger Spring) County in the Choctaw Nation, and that Fisher’s Station in the Choctaw Nation was located only three hundred yards east of the Panola County line. Fisher was a member of both the Choctaw and Chickasaw Nations, having been adopted by the Chickasaws by an act of the legislature during the Civil War. Thus, he may have held land in both domains.

1850 map of Choctaw and Chickasaw counties. Panola County’s (bottom center) borders remained the same after separation of the Chickasaws from the Choctaws in 1855. Tiger Spring County was later renamed Blue County. Source: Muriel H. Wright, Chronicles of Oklahoma. “Organization of Counties in the Choctaw and Chickasaw Nations” (Autumn 1930).

Before moving to Tishomingo in 1879 where he operated a “mercantile business on a large scale,” Fisher served in the Civil War in the Choctaw and Chickasaw Regiment under Tandy Walker; ran a store, stage stand and post office in Perryville; was active in politics; and operated a cattle business. Fisher was also a prominent banker in Denison, Texas, and died in Tishomingo in 1898.

1860 Slave Schedule for Blue County, Choctaw Nation. D.O. Fisher listing in right hand column.
Source: The Daily Ardmoreite, October 24, 1898, page 1

Supporting the reliability of Hatchett’s statement that the Fishers acquired the property from the Rider family, the gravestone of Thomas Rider remains on the place. Born in 1814, the date of his death is 1863, so the Rider family may have maintained some connection to the area after selling the place to Fisher. Based on 1860 census records (slave schedule), Thomas Lewis Rider was living in Saline County, Cherokee Nation in 1860, enslaving 11 people. He enlisted as a private at the age of 47 in the Cherokee Mounted Volunteers in 1861. According to civilwaralbum.com, Rider served as a staff mail carrier for Gen. Stand Watie and Gen. Douglas H. Cooper, Confederate States of America (CSA), from 1861 until his death on August 17, 1863. In this capacity, Rider carried mail from CSA headquarters to troops operating in the field, or camped for a time resting and foraging. His son, age 16, replaced him in the field after Rider died and claimed that the “work was dangerous.” For more information see https://www.civilwaralbum.com/indian/rider1.htm

Roscoe and Margaret Conkling photo of structure at Carriage Point, 1930.

When Roscoe and Margaret Conkling visited Fisher’s Station in 1930, they saw relics of the stage road stretching north and southwest, with several sets of ruts. A building constructed of very old logs remained, probably the last portion of the station then standing. The structure had been improved and added to, but the old section was readily discernible. At the station site they also saw the caved-in well, very old timbers, and foundation stones.

A replica of Fisher’s Station was built for the 1957 Oklahoma Semi-Centennial and displayed at the semi-centennial exposition in Oklahoma City, then moved to Durant for the 1958 celebration of the Butterfield Centennial.

Replica of Fisher’s Station built for 1957-1958 centennial of the Butterfield Overland Mail and Oklahoma semi-centennial. Source: Oklahoma Historical Society.

Today, the old well and Rider gravestone are the most discernible remnants of Fisher’s Station, operated not by Fisher Durant nor a Butterfield employee from the east but by a man belonging to both the Choctaw and Chickasaw Nations, Osborn Fisher.

Thomas Rider grave at Fisher’s Station. Photo by the author.

For more information on the Butterfield in Indian Territory, see Finding the Butterfield: A Journey Through Time in Indian Territory, available on Amazon at https://a.co/d/aiHX4y4.


Sources:

https://susandragoo.com/butterfield-oklahoma/

Roscoe P. and Margaret B. Conkling, The Butterfield Overland Mail, 1857–1869: Its Organization and Operation over the Southern Route to 1861; Subsequently over the Central Route to 1866; and Under Wells, Fargo and Company in 1869. 3 vols. Glendale, Calif.: Arthur H. Clark, 1947. Vol. 1 of 3, 154.

J.Y. Bryce. “Perryville at One Time Regular Military Post,” Chronicles of Oklahoma 4 no. 2 (Summer 1926).

J.Y. Bryce, “Temporary Markers of Historic Points,” Chronicles of Oklahoma 8, no. 3 (September 1930)

“Carriage Point,” Works Progress Administration Historic Sites and Federal Writers’ Project Collection. Western History Collections. Box 17 Stage Stops and Newspapers, Folder 4.

M. Ruth Hatchett. “Necrology: Isabelle Rebecca Colbert Yarborough.” Chronicles of Oklahoma 37 no. 3 (Autumn 1959).

“Indian Territory is Rich in History,” Durant Daily Democrat, January 28, 1924, 2.

W.B. Morrison. “Colbert Ferry on the Red River, Chickasaw Nation.” Chronicles of Oklahoma 16 no. 3 (September 1938).

“Preston Ferry,” The Vindicator (Atoka, C.N.), July 11, 1872.

Roscoe Conkling Papers. Seaver Center for Western History Research, Los Angeles, Calif.

Muriel Wright to and from R.P. Conkling, October 28, 1935, November 1, 1935, November 7, 1935. Muriel Wright Collection. Box 7, Folder 34.

Muriel H. Wright; Vernon H. Brown, John D. Frizzell, Mildred Frizzell, James D. Morrison, Lucyl A. Shirk, and George H. Shirk. “Committee Report Butterfield Overland Mail.” Chronicles of Oklahoma 36, no. 4 (Winter 1958).

Muriel H. Wright. “Historic Places on the Old Stage Line from Fort Smith to Red River,” Chronicles of Oklahoma 11, no. 2 (June 1933).

Muriel H. Wright. “The Butterfield Overland Mail One Hundred Years Ago.” Chronicles of Oklahoma 35, no. 1 (Spring 1957).

“The End of a Busy Life,” The Daily Ardmoreite, October 24, 1898, 1.

https://www.civilwaralbum.com/indian/rider1.htm

Newsletter -Oklahoma Chapter Butterfield National Historic Trail Association

Here’s the first edition of the quarterly newsletter for the Oklahoma Chapter of the Butterfield National Historic Trail Association. Contents include news about the Edwards Store, a trail guide for a segment of the Butterfield Trail at Lake Atoka, and a photographic retrospective on Nail’s Crossing. Join the National and Oklahoma BNHTA for early access to the next newsletter!

Finding the Butterfield – Now Available!

Now available on Amazon, the culmination of eight years of research and exploration on the Butterfield trail through Oklahoma, Finding the Butterfield!

Finding the Butterfield: A Journey Through Time in Indian Territory takes the reader through the Choctaw and Chickasaw Nations, both in the late 1850s as a passenger on the Butterfield Overland Mail stagecoach and in the 2020s as an explorer seeking the remnants of the old trail in present-day Oklahoma. Book Description The Butterfield Overland Mail route of 1858-1861 was the United States’ first transcontinental stagecoach route, running from St. Louis and Memphis more than 2,800 miles to San Francisco, delivering the mail in less than twenty-five days, a remarkable performance for overland travel in the day. In 2023, the route was designated a National Historic Trail by the federal government, and the National Park Service is currently in the process of developing an interpretive plan for the entire trail. This book is the outcome of eight years of researching and exploring the two hundred miles of the trail which crossed the Choctaw and Chickasaw Nations, in present-day southeastern Oklahoma. This segment brims with historical treasure both in the sense of the physical remains of the trail and the insights into this pivotal time in the lives of the Choctaws and Chickasaws between removal and the Civil War. Building on the work done by historians in the 1930s and 1950s, this work updates the knowledge about the trail and its current state, also providing a guide for others to explore the old trail for themselves.

Beale’s Wagon Bridge Artifact Uncovered

Just published in the Chronicles of Oklahoma in their “Notes and Documents” section, a short piece on an important artifact associated with one of Beale’s 1859 wagon bridges in eastern Oklahoma. Read more below!