Butterfield Overland Mail

Overland Mail Company

Company type	Private
Industry	Stagecoach, Mail transport
Founded	September 16, 1857 (1857-09-16)
Founder	John Butterfield
Defunct	1861 (1861)
Headquarters	New York City , United States
Area served	United States (Memphis, Tennessee and St. Louis, Missouri to San Francisco, California)
Key people	John Butterfield (President), William B. Dinsmore (Vice-President), Marquis L. Kenyon (Director), William G. Fargo (Shareholder), James V.P. Gardner (Shareholder), Alexander Holland (Treasurer)
Products	Passenger and mail stagecoach service

Butterfield Overland Mail—officially named the Overland Mail Company—was a stagecoach enterprise in the United States that operated between 1858 and 1861. It facilitated the transport of passengers and U.S. Mail from eastern starting points in Memphis, Tennessee and St. Louis, Missouri, to San Francisco, California. The various routes merged at Fort Smith, Arkansas before proceeding through Indian Territory (Oklahoma), Texas, New Mexico, Arizona, Mexico, and finally California. On March 3, 1857, Congress empowered the Postmaster General, then Aaron V. Brown, to enter into contracts for mail delivery spanning from St. Louis to San Francisco. Prior to this arrangement, the West Coast mail had been carried by the San Antonio–San Diego Mail Line beginning in June 1857.

In 2023, this route was officially recognized as a national historic trail.

John Butterfield: president of Overland Mail Company

John Butterfield, a descendant of Benjamin Butterfield who settled in the Massachusetts Bay Colony in 1638, was born near Albany, New York. His formal schooling was minimal.

Starting around 1820, Butterfield accumulated experience managing stagecoach operations.

"Born on November 18, 1801, in Berne near Albany, John Butterfield initially worked as a driver for Thorpe & Sprague before joining Parker's stages in Utica. In 1827, he launched a livery business with limited capital… After Parker & Co. ceased operations, he ran his own stage lines and became a prominent manager until railroads supplanted stagecoaches."

His operations primarily focused on north-south corridors, overseeing forty lines connecting Utica with destinations both to the north and south.

By 1857, after nearly four decades of experience managing stage routes, Butterfield secured the contract for the Overland Mail Company from Postmaster General A.V. Brown.

Awarding the Overland Mail Company contract

During the 1840s and 1850s, there was increasing demand for enhanced communication between east and west. While railroad surveys were ongoing, Congress authorized contracts for mail service extending from Missouri to California to aid western expansion. In April 1857, the Post Office Department invited bids for overland mail routes heading west; nine seasoned stage operators submitted proposals.

Express firms such as American Express, Adams Express, and Wells Fargo & Co. Express did not submit bids due to their lack of stage line expertise. A suggestion by The New York Times that these companies might outperform Overland Mail was publicly disputed.

Mail Contract No. 12,578 granted $600,000 annually for semi-weekly service to John Butterfield of Utica, New York, who served as president of the newly established Overland Mail Company. At that time, it represented the longest mail contract awarded in the United States. Notable shareholders and board members included William B. Dinsmore (New York City), William G. Fargo (Buffalo), James V.P. Gardner (Utica), Marquis L. Kenyon (Rome), Alexander Holland (New York City), and Hamilton Spencer (Bloomington). Four additional guarantors provided financial backing.

Most investors were linked to businesses in Upstate New York and lived near Butterfield in Utica. Holland—Butterfield’s son-in-law—acted as treasurer; Dinsmore held the vice-presidency. The company’s main office was located in New York City.

Postmaster General Aaron Brown justified choosing Butterfield:

"...a route which no other contractor had bid on but which possessed more advantages than any alternative; John Butterfield & Co., having superior ability, qualifications, and experience compared to all others for executing mail service, was selected and preferred."

The selected path—dubbed the Oxbow Route because of its curved trajectory through the Southwest—was roughly longer than the Central Overland Trail but offered the tactical benefit of remaining free from snow throughout the year.

Route

The contract with the U.S. Post Office, effective from September 16, 1858, established the mail route divided into eastern and western segments, with the dividing point at Franklin, Texas (later renamed El Paso). Each segment was further broken down into smaller divisions—five in the East and four in the West—each overseen by a superintendent.

Kenyon and Butterfield Jr.: pioneers of the Butterfield Trail

In 1858, John Butterfield Sr. assigned Marquis L. Kenyon and John Butterfield Jr., both experienced stagecoach executives, to design and develop what became known as the Butterfield Trail. Kenyon, a director and shareholder of the Overland Mail Company and a veteran in stage operations, played a central role in choosing the route and pinpointing station locations. His career began with ownership of major stagecoach lines in Central New York before transitioning to mail contracts on secondary routes and eventually leading efforts to survey and organize the overland mail path to California:

"Beginning as a stagecoach driver between Utica and Oswego, Kenyon quickly advanced to become the principal owner of significant stage lines. As railroads replaced stages on main corridors, he shifted focus to mail contracts on branch routes and ultimately spearheaded the survey and establishment of the overland mail route to California."

Following the contract award on September 16, 1857, Butterfield dispatched his team under Kenyon’s leadership to San Francisco to set up the trail infrastructure. The group left New York on November 20, 1857, aboard the steamer Star of New York, including Kenyon, Butterfield Jr., and other associates responsible for organizing the Pacific Mail Route. They commenced trail reconnaissance on January 16, 1858, traveling about daily by mule. Simultaneously, another team departed St. Louis; both parties converged at El Paso before returning eastward.

Correspondence from Fort Smith, Arkansas reported their swift advancement—covering 930 miles between El Paso and Fort Smith within 25 days—and noted that Kenyon’s group ultimately selected a different path than initially planned, which became the official route.

John Butterfield Jr.’s obituary emphasized his crucial role:

"John Butterfield Jr., pivotal in connecting East and West through establishing the Overland Mail Route over fifty years ago, personally scouted station sites, coordinated operations, and drove the inaugural stage along this route."

John Butterfield establishes his legacy with the Southern Overland Trail

The Butterfield Trail is closely associated with the Emigrant Trail. After securing the contract on September 16, 1857, the Overland Mail Company set out to create a reliable land mail route linking East and West while facilitating emigrant travel. Butterfield improved upon existing paths by refining routes and positioning well-spaced stage stations equipped with water sources. Although service ceased in March 1861 due to the Civil War, this pathway remained largely intact until railroad construction was completed in 1880, earning it enduring recognition as "The Butterfield Trail."

The trail was built in two principal segments: one running from San Francisco to Los Angeles and another extending approximately to Tipton, Missouri. The California portion leveraged established settlements and infrastructure—including contracted ranch homes and inns such as Vallecito, now preserved as a historic landmark. The most demanding construction phase occurred east of Los Angeles across arid desert terrain.

Sections shortened or improved

Waterman L. Ormsby, correspondent for the New York Herald and the first passenger westbound by stage in September 1858, provided a detailed account of Marquis L. Kenyon's contributions to trail development and the advantages for emigrants. He emphasized enhancements on the Texas side of the Red River, notably a newly constructed road that reduced the distance from Sherman to Fort Belknap by forty miles, traversing counties that partially financed its upkeep.

Another segment in Texas, extending from Grape Creek to the headwaters of the Concho River (122 miles), also shortened travel by thirty miles. Under Kenyon’s oversight, the New Pass between Los Angeles and Fort Tejon was similarly upgraded. These improvements established the route as a favored path for emigrants, with ongoing enhancements to its facilities.

Goddard Bailey noted that at Butterfield's inception, there were 139 stations; by the time service ended, this number had grown to 175 stations, each allocated 320 acres—many of which were used for agriculture supporting station operations. Water availability was essential; natural springs and waterholes were expanded or supplemented with cisterns and water wagons. At Hueco Tanks in Texas, Butterfield enlarged water tanks to maintain a supply sufficient for an entire year.

In June 1860, passenger Wallace observed that wells positioned between Vallecito and Algodones offered ample water except at two stations where the water was brackish; in these cases, potable water was transported as required. These improvements significantly assisted emigrants crossing arid regions.

Bridge construction also marked progress: key bridges included one near Blue River station in Indian Territory and two in Arizona spanning the San Simon and San Pedro Rivers.

The Butterfield trail remained largely preserved until railroad completion in 1880. President James Buchanan lauded Butterfield’s accomplishment as a "glorious triumph for civilization and the Union," foreseeing increased settlement along the corridor.

After Butterfield’s service began in 1858, emigrant traffic rose sharply. The San Antonio and San Diego Mail Line operated over 900 miles of this enhanced trail, benefiting from strategically placed water stations. Superintendent Isaiah C. Woods praised Butterfield’s organizational efforts in 1859, predicting immigration between ten thousand and fifteen thousand people along with significant livestock movement—improvements that addressed earlier emigrant grievances.

Route divisions of the Butterfield Overland Mail route

Division	Route	Miles	Hours
Division 1	San Francisco to Los Angeles	462	80
Division 2	Los Angeles to Fort Yuma	282	72.2
Division 3	Fort Yuma to Tucson	280	71.5
Division 4	Tucson to Franklin	360	82
Division 5	Franklin to Fort Chadbourne	458	126.3
Division 6	Fort Chadbourne to Colbert's Ferry	282+1⁄2	65.3
Division 7	Colbert's Ferry to Fort Smith	192	38
Division 8	Fort Smith to Tipton	318+1⁄2	48.6
Division 9	Tipton to St. Louis by railroad	160	11.4
Totals		2,795	596.3

San Francisco to Memphis

The path from San Francisco to Fort Smith remained identical for both routes, with the travel duration between Fort Smith and Memphis closely matching that of the St. Louis segment. Oversight of the Fort Smith to Memphis portion was assigned to Division 8. Due to the difficulties posed by the Mississippi River and its tributaries in Arkansas, the southern route utilized multiple alternatives. At that time, Memphis lacked a bridge over the Mississippi River; instead, the Memphis and Little Rock Railroad connected Hopefield near what is now West Memphis, Arkansas to a location 12 miles east of Madison, Arkansas on the St. Francis River, from which stagecoach travel continued over land. When river conditions allowed, mail was transported by steamboat from Memphis down the Mississippi to the mouth of the Arkansas River, then upstream to Little Rock before proceeding by stagecoach. If water levels in the Arkansas River were insufficient, the route diverted along the White River to either Clarendon, Arkansas or Des Arc, Arkansas, then resumed stagecoach travel. Occasionally, the entire eastern Arkansas section was covered solely by stagecoach.

Butterfield's stagecoaches, celerity wagons, and water wagons

Butterfield’s operations maintained an excellent safety record with no losses attributed to outlaw attacks; nonetheless, incidents involving untrained mules or mustangs did occur. Company regulations strictly forbade carrying valuables such as cash or jewelry, thereby eliminating the need for armed "shotgun" guards. Butterfield’s employee guidelines stated: "No money, jewelry, bank notes, or valuables of any nature will be carried under any circumstances." Although drivers were unarmed due to minimal robbery threats, most passengers traveling through Comanche and Apache lands carried firearms for self-defense. For instance, in October 1859, a correspondent noted that travelers were advised to keep their weapons ready when entering Apache territory and often rode through the night armed for protection.

Mail stagecoach

This horse-drawn vehicle designed for passengers and mail featured a robust sub-frame with decorative wooden paneling, intricately designed doors, and cushioned seating. Western versions omitted glass windows to withstand harsh conditions better. The roof included a metal railing for securing luggage, with extra seating frequently available. A canvas-covered compartment at the rear stored both luggage and mailbags. Unlike typical stagecoaches, mail coaches had an enlarged compartment beneath the driver's seat plus an extended rear boot dedicated to mail storage. Butterfield’s stagecoaches operated along 30% of the Southern Overland Trail at both its eastern and western termini.

Stage (celerity) wagon

Known for its speed, the "celerity wagon" weighed approximately 60% as much as a conventional stagecoach and was engineered for challenging frontier landscapes featuring sand and steep grades. It was open-sided without doors or windows and had a canvas roof supported by lightweight uprights, with roll-down canvas or leather curtains to shield occupants from dust. Butterfield's Overland Mail Company employed these wagons exclusively on 70% of the Southern Overland Trail covering the 1,920-mile stretch from Fort Smith, Arkansas, to Los Angeles, California. Although manufacturers Abbot-Downing Co. and J.S. & E.A. Abbot Co. never officially termed them "mud wagons," this nickname was commonly used by others.

Manufacture of Butterfield Stagecoaches

In June 1858, reports in various newspapers revealed that the mail stagecoaches and wagons for Butterfield were produced by J.S. & E.A. Abbot Co., located in Concord, New Hampshire. Although the original order ledger has not survived, historical accounts suggest that around 100 stages were commissioned and deployed along the route. Government inspector Goddard Bailey remarked that the trail was equipped with "durably constructed Concord spring wagons." A Memphis newspaper from July 1858 mentioned the arrival of six stages built according to Colonel John Butterfield’s design, each capable of seating six to nine passengers; an additional sixty units were anticipated soon after.

Waterman L. Ormsby, a correspondent, characterized the celerity wagons as sturdier than urban express wagons yet lighter than standard coaches, featuring canvas tops instead of heavy wooden roofs and utilizing leather strap suspensions rather than traditional springs. Each wagon contained three seats that could be converted into beds, accommodating between four and ten travelers. Regular stagecoaches akin to those used in the Atlantic States operated between Missouri and Fort Smith; beyond Fort Smith, celerity wagons were employed to navigate more challenging terrain.

To avoid driver exhaustion and mechanical breakdowns over the 2,700-mile journey, stages and drivers were rotated frequently. Ormsby observed that the company procured horses and mules and positioned a wagon or coach every thirty miles, with provisions for changing horses and feeding them to maintain uninterrupted travel.

Butterfield’s fleet consisted of roughly 100 stages spanning from Tipton, Missouri, to San Francisco, California. This included about 34 western-style mail stagecoaches by J.S. & E.A. Abbot used on established routes between Tipton and Fort Smith as well as from Los Angeles to San Francisco; the remaining 66 celerity wagons—partially designed by Butterfield—served the 1,920-mile frontier stretch between Fort Smith and Los Angeles. This diverse fleet was integral to Butterfield’s strategy of providing dependable mail and passenger service across varied landscapes.

Additional Wagons

Beyond passenger stages, Butterfield employed water wagons and freight wagons. Water wagons played a crucial but expensive role by transporting water from sources to stations along straighter segments of the trail, thereby minimizing detours between watering points. For instance, at Ewell's Stage Station in Arizona’s Sulphur Springs Valley, a new route established in 1858 included a station and cistern supplied by a water wagon traveling four miles from Dos Cabezas Spring. Water wagons also serviced long arid stretches such as Texas’s 75-mile-wide Llanos Estecados. In these areas, specialized water trains equipped with large tin boilers regularly delivered water to stations containing reservoirs for passengers, staff, and animals. Although this approach incurred high costs, it was essential due to limited alternatives for securing water.

Subcontracted Operations

The segment between Des Arc and Fort Smith, Arkansas, was subcontracted by Butterfield to Chidester, Reeside & Co. Their mail coaches operated on this route connecting Des Arc with Fort Smith, linking up with St. Louis mail services. Chidester acknowledged utilizing Butterfield’s "Celerity" stage wagons and reported that over one hundred coaches were active on this portion of the route.

Stage drivers

A majority of the stagecoach drivers, similar to many Butterfield personnel, originated from upstate New York. The 1860 Federal Census for Tucson indicates that out of 40 employees working at "Great Overland Mail Stations," 16 were natives of New York. Correspondent Ormsby observed that these drivers typically possessed considerable experience and demonstrated politeness, although some showed a tendency to push for faster travel times.

Draft animals

According to Ormsby, each stage traveling from Tipton, Missouri, to San Francisco was assigned four horses. Between Fort Smith, Arkansas, and Los Angeles, California, the company frequently utilized untamed mules and mustangs. Despite the difficulties posed by these untrained animals, the stages consistently adhered to their scheduled timelines. Correspondent Farwell recounted the initial struggles in managing the wild horses but noted their gradual acclimation as the journey progressed.

Sleeping on the stages

Passengers endured the entire 25-day trip sleeping aboard the open-sided Butterfield stages without overnight stops. Various correspondents humorously described attempts to rest amid strong winds and the frequent loss of hats due to minimal shelter. Historian Frank Norris compared arriving at a Butterfield station to a NASCAR pit stop, emphasizing the swift and efficient nature of operations.

Extant Butterfield stages

After Butterfield’s Southern Overland Trail services ceased in March 1861 because of the Civil War, many unused stagecoaches along the 2,700-mile route were seized by Confederate forces for military purposes. Equipment was relocated to support the central trail in fulfilling the Overland Mail Company contract, with only a limited number of stages reaching the segment from Salt Lake City, Utah, to western Nevada. Edwin R. Purple, serving as a company financial agent at Fort Yuma, California, coordinated the transfer of 18 stage wagons and 130 horses from Tucson to Salt Lake City during May and June 1861. Research by Gerald T. Ahnert and members of the True West Historical Society reveals that numerous original stagecoaches were later obtained by film studios between the 1930s and 1950s for cinematic productions, often being destroyed during staged assaults.

Operations

Butterfield's Overland Mail Company was awarded a six-year U.S. Mail contract commencing on September 16, 1858. The first eastbound stage left San Francisco shortly after midnight on September 14, completing its journey to St. Louis in 24 days, 18 hours, and 26 minutes. Westbound service began on September 16 from Tipton, Missouri, with mail initially transported via railroad between St. Louis and Tipton.

From September 1858 until March 1861, two weekly trips operated regularly with mail departing St. Louis and San Francisco every Monday and Thursday at first. By December 1858, departures from San Francisco changed to Mondays and Fridays, with fares priced at $100 to reach the Pacific Railroad terminus; these fares rose to $200 by January 1859. Beginning with 139 stage stations, Butterfield expanded its network to approximately 170 stations and maintained around 100 stages to facilitate its mail service.

Pony Express as part of the Overland Mail Company contract

When the Overland Mail Company’s Contract No. 12578 was reassigned to the Central Overland Trail, it underwent amendment on March 12, 1861, to incorporate the Pony Express service. The updated agreement mandated operating a semi-weekly Pony Express with delivery schedules set at ten days for eight months and twelve days during winter conditions. It allowed carrying five pounds of government mail at no charge while permitting public fees of up to $1 per half ounce. The contract stipulated an annual payment of $1,000,000 from July 1, 1861, through July 1, 1864, and the route number was changed to 10773.

The contract bore the signature of president W.B. Dinsmore, who took over after John Butterfield was voted out of his leadership position but retained stock ownership. The Pony Express ceased operations prematurely following the completion of the telegraph line on October 24, 1861.

Waterman L. Ormsby, a correspondent for the New York Herald, was uniquely the only passenger to traverse the entire Butterfield Stagecoach route and furnished comprehensive reports on his expedition.

In March 1861, due to unsatisfactory financial returns for shareholders, John Butterfield was replaced as president by vice-president William B. Dinsmore. Congressional documentation verifies alterations to Butterfield’s six-year contract, which concluded on September 15, 1864. Historian Kirby Sanders clarified that Wells, Fargo & Co.’s involvement on the Southern Overland Trail was limited primarily to managing a trunk line between Los Angeles and San Diego.

According to Waddell F. Smith, two years after Butterfield’s contract expired, Ben Holladay consolidated three stagecoach companies—the Pioneer Stage Line, Overland Mail Company, and Wells, Fargo & Co.—forming a $10 million enterprise in 1866. Subsequently, Wells Fargo acquired Holladay’s holdings and continued operating mail stage services along the Central Overland Trail until the Transcontinental Railroad's completion in 1869. On May 16, 1868, Wells Fargo's board approved divesting its stage lines as part of a strategic realignment responding to changes in transportation infrastructure.

Transfer to Central Overland Trail

Due to the looming Civil War, Butterfield’s Overland Mail Company was instructed to shift its operations to the Union-controlled Central Overland Trail. The final mail pouch departed St. Louis on March 18, 1861, reaching San Francisco by April 13, 1861.

William Buckley, who served as Superintendent of the Fourth Division on the Southern Overland Trail, maintained his role after the transition to the Central Overland Trail. Although William B. Dinsmore assumed presidency of the company, John Butterfield remained a shareholder and employees continued referring to it as "Butterfield's."

Only vital equipment and personnel were relocated to establish service along the route from Carson City, Nevada to Salt Lake City, Utah. By July 1, 1861, daily mail operations commenced on this newly designated Central Overland California Route under a contract worth one million dollars. The company intended to position intermediate stations approximately every twelve miles to uphold a sixteen-day mail schedule between St. Joseph and Placerville.

Under Confederate control, the abandoned Butterfield route spanning Texas to Southern California briefly operated as part of George Henry Giddings’ Overland Mail Corporation. This contract began in April 1861 but was terminated by June and completely discontinued by August due to disruptions caused by the Civil War. Meanwhile, Wells Fargo sustained stagecoach services in northern mining districts until the Transcontinental Railroad was completed in 1869.

Numerous Civil War engagements occurred near Butterfield mail stations such as Stanwix Station and Picacho Pass. The route also witnessed conflicts with Apache forces. Confederate troops endeavored to maintain stations from Tucson to Mesilla while destroying those supplying Union advances between Tucson and Yuma. The destruction of key stations delayed Union movements and postponed the Fall of Tucson—Arizona’s western Confederate capital where one of two territorial courts was located.

Modern remnants

Within San Diego County, two remaining stage stations—Oak Grove Butterfield Stage Station located in Oak Grove and Warner's Ranch near Warner Springs, California—were designated as National Historic Landmarks in 1961. These landmarks serve as important historical representations of the original route’s infrastructure.

In Arkansas, preserved stops such as Elkhorn Tavern at Pea Ridge National Military Park and Potts Inn in Pottsville—currently operated as a museum by the Pope County Historic Society—highlight the trail’s regional importance.

Near Franklin, Texas, remnants of a stagecoach station at Hueco Tanks State Historic Site signify the trail’s eastern extension. Furthermore, a stainless steel pyramid installed atop Guadalupe Peak in Guadalupe Mountains National Park in 1958 commemorates the centennial of the Butterfield Overland Mail.

National historic trail

On March 30, 2009, President Barack Obama enacted legislation initiating a study to consider designating the trail as a National Historic Trail. Following completion of a Special Resource Study in 2018, the United States National Park Service affirmed both the feasibility and suitability of incorporating the trail into the National Trails System.

In 2022, Congress formally established the Butterfield Overland National Historic Trail, spanning 3,292 miles across eight states. The legislation uniquely stipulates that this designation will not obstruct any energy transmission developments. The Park Service is charged with creating a detailed management plan to oversee this historically significant corridor.

In popular culture

The Butterfield Overland Mail Company is featured in the 1957 motion picture 3:10 to Yuma. The railroad through Arizona was completed in 1879, eighteen years after Butterfield ceased operations there. It is noteworthy that Butterfield never placed his own name on his stagecoaches; instead, they bore only the "Overland Mail Company" insignia.

The company plays a central role in the 1965 film Apache Uprising, which includes characters serving as District Manager, Station Agent, and Driver.

A Butterfield Overland stagecoach is also depicted in the 2015 western The Hateful Eight, although it inaccurately portrays the Central Overland Trail after the Civil War. Butterfield’s operations were exclusively on the Southern Overland Trail and his stages never displayed his personal name.

See also

• Southern Emigrant Trail
• San Antonio-San Diego Mail Line
• Butterfield Overland Mail in California
  • Butterfield Overland Mail in Baja California
• Butterfield Overland Mail in New Mexico Territory
• Butterfield Overland Mail in Texas
• Butterfield Overland Mail in Indian Territory
• Butterfield Overland Mail in Arkansas and Missouri
• Butterfield Overland Despatch, unrelated company
• Pony Express
• Postage stamps and postal history of the Confederate States
• Stockton – Los Angeles Road
• Apache Pass Station
• Butterfield Overland Mail Company Los Angeles Building

Bibliography

• Ahnert, Gerald T., The Butterfield Trail and Overland Mail Company in Arizona, 1858–1861, Canastota Publishing, 2011. An extensive study of the Butterfield Trail's operations in Arizona.
• Ahnert, Gerald T., The Cochise County Historical Journal, Vol. 46 No. 1 – Spring/Summer 2016, featuring a series of articles on the history of Butterfield.
• Ahnert, Gerald T., Butterfield Makes the Southern Overland Trail His Own (Updated 2017), NoBottomGulch Publications.
• Hackler, George, The Butterfield Trail in New Mexico, Yucca Enterprises, 2005.
• Ely, Glen Sample, The Texas Frontier and The Butterfield Overland Mail, 1858–1861, University of Oklahoma Press, 2016.
• Smith, Waddell F., The Smoke Signal Spring 1968, No. 17. Analysis of the Overland Mail Company and Pony Express legacy.
• Richardson, Rupert N.,
• Root, Frank. The Overland Stage to California. Topeka: W.Y. Morgan, 1901.
• Wright, Muriel H., Historic Places on the Old Stage Line from Fort Smith to Red River, Chronicles of Oklahoma 11:2 (June 1933).
• Hafen, L.R.R., The overland mail, 1849–1869: promoter of settlement precursor of railroads, University of Oklahoma Press, 2004.
• Butterfield, J., Fargo, W.G., & Holland, A., Correspondence and maps concerning overland mail routes (1857–1858).
• Reed, M., & Pourade, R.F., The colorful Butterfield Overland Stage, Best-West Publications, 1966.

Further reading

• Swensen, Henry Edward, The Overland Mail and Passenger Service, 1911, p. 156.
• Greene, A.C., 900 Miles on the Butterfield Trail, University of North Texas Press, 1994. ISBN 978-1574412130.

External links

• Butterfield Overland National Historic Trail
• Desert USA: John Butterfield & Butterfield Overland Mail (Note: Contains some inaccuracies; Wells Fargo did not purchase Butterfield's company.)
• Official Millennium Trail – The Overland Trail (archived)
• 1958 Overland Mail Centennial U.S. commemorative stamp
• "Panning for history along Cache la Poudre River," The Moultrie News (archived)
• Texas Historical Society: Butterfield Overland Mail Company in Bridgeport (archived)
• Butterfield Express under the Confederate States of America