Category: Stevens treaties

The Civil War and Nez Perce Treaties


Yesterday in line at the grocery store, a new young clerk was telling someone how interested he was in the Civil War, and how he really wanted to go east and visit Antietam.  I piped up to suggest that he think about the civil war in the west. Had he ever wondered how Union County got its name, and why there is a Sumter close by? And did he know about the impact of the Civil War on Indian tribes, and specifically on the Nez Perce treaties?
I’m teaching a short, non-credit class on the Nez Perce and the Wallowas, and plan to devote one of five sessions to the treaties. Thinking about the grocery store clerk and about the upcoming class, it occurred to me that Alvin Josephy’s treatment of the treaties—in his books and in a long article for American Heritage on the 1855 Treaty—might have been different had he done the Civil War in the West book first. 
Briefly, here’s the chronology: 1855 is the Stevens treaty talks in Walla Walla. As a lawyer friend points out, the Nez Perce negotiated a pretty good treaty. They were the only ones to get their own reservation—the initial Stevens goal was to put them together with others on a confederated reservation. And they ceded very small amounts of their traditional village and migratory grounds.
Then, in 1861, gold was discovered on the Nez Perce Reservation. In 1862, directly contravening the provisions of the treaty, 18,000 white miners flooded the reservation. Remember, the Civil War is underway. There is no way that the federal government can remove 18,000 miners from the reservation. And the Union wants the gold!
I remember as a child that Civil War currency—like Weimar marks—was available for cereal box tops (well, I don’t remember any specific box top offers, but it seemed that there were; kids had Confederate dollars). Lincoln and the Union wanted the trails West open for many reasons, but one of them was to retrieve the gold which made Union currency hard currency. Currency that could buy arms and goods from other countries. What would have happened had the Confederacy controlled roads west? Why was the first road West the trail in the Southwest? Prior to the Civil War, none of the central or northern routes for rails or trails was agreeable to Southern Senators (including the Northern rail route surveyed by Stevens).
So the series of Indian treaties and broken treaties, the Minnesota uprising and the Mankato hangings, the Sand Creek and Bear River massacres, all owed to keeping Western trails open and retrieving Western gold. Yes, there were other factors, including fights over votes leading up to the War, recruitment of volunteers, etc. But, as Alvin points out in Civil War in the American West, the decimation of Indian tribes that goes on during the War and that continues after the War is all intricately tied to the great War that most Americans associate with Antietam and Gettysburg.
At War’s end, with the Nez Perce situation still unsettled and President Grant trying to deal with the “Indian problem” with his 1868 Peace Policy—giving reservation administration to the churches, with military commanders having their own solutions to the Indian problem, with Custer and Black Hills gold strikes and a War-time legacy of making and breaking treaties, everything that happens to the Nez Perce is in the shadow of that War.
Which all makes me wonder whether Alvin would have written those treaty chapters differently had he pulled all of the Civil War in the West material together first. It is one of many questions I failed to ask him when he was with us.
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Rail Routes West


For folks with a keen interest in Western history, our Josephy Library is a small treasure ground. And like any treasure field, the prizes show up almost at random.
Summer intern Erik Anderson, a bibliophile and student of Don Snow’s at Whitman College, suggested I take a look at this one yesterday. He guessed that it was one of our rarer holdings.
And I think he’s right: Volume VI of the Reports of Explorations and Surveys, to Ascertain the Most Practicable and Economic Route for a Railroad from the Mississippi River to the Pacific Ocean, a twelve-volume mammoth undertaking exploring four prospective railroad routes to the Pacific, made by the Army Corps of Topographical Engineers to the Secretary of War, published between 1855 and 1860.
Volume VI is the report of Lt. Henry Abbot on potential railroad routes from Sacramento Valley to the Columbia River. At the time, this was one of the best government documents relating the natural history of the far west, including five lithographs of fossil shells and a color lithograph of a Ponderosa pine.  
Our copy came from Grace Bartlett, and to her, presumably from her father, Robert Sawyer, one-time editor-publisher of the Bend Bulletin and chair of the State’s Highway Department. In a biographical sketch from the Bulletin that I have saved somewhere, Sawyer is listed as one of the 50 most influential Oregonians of the first half of the twentieth century. His story, and Grace’s story—Grace was Wallowa County’s de facto resident historian for many years, the author of many historical essays and the book, The Wallowa Country, 1867-77, and was the first curator of the Wallowa County Museum—are interesting and significant in their own rights. But we leave that for another day.
Reading Josephy on the Civil War in the West, I realize just how important the issue of rail routes was in the run-up to the War. Southern Senators pressed for a southern route, hoping to pick up a slave-state along the way. They were encouraged by sympathies in Southern California, and the new New Mexico territory, recently “gained” from Mexico. Free-staters pushed for Central or Northern routes and a Homestead Act, with hopes for more free states, Congressional and Presidential votes, and, probably, with some early vision of manifest destiny that would carry the country—progressively—to the Pacific.
And all had an eye on Western gold. That prize would go to the Union—without the railroad—and one wonders how big an impact Western gold had on the economies of North and South and War’s outcome.
There is a fine web site with descriptions of the twelve-volume railroad route work at http://www.cprr.org/Museum/Pacific_RR_Surveys/. 
I am especially interested in Volume XII, with Governor Isaac Steven’s accounts of explorations for a route along the 47-49th parallels. Stevens wore so many hats—Territorial Governor, Indian Agent, and Rail Route Surveyor—but the impact of his treaty making, which I am sure he saw in terms of service to the grander goal of route to the Pacific, is what stays with us and influences events down to this day.
Back to our copy—Sawyer’s copy, and then Grace’s copy—of Volume VI of the work. It describes a side route, a line that would link California and the Northwest. But the study includes very early botanical, zoological, and geographical information of the region. As an added bonus, our copy includes notes, made by Sawyer in the late 1920s or early 30s, identifying early place names and their modern equivalents, painstakingly hand-copied into the margins of the book by his daughter.    
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