Welcome to the Oregon, California, Mormon Pioneer, and Pony Express National Historic Trails in Natrona County. By following this tour, one can trace the paths of some 500,000 pioneers who pulled up stakes back east and headed out to find riches or a better life in Oregon, California, or Utah between 1841 and 1869. The first emigrants to use the trail in this time period were primarily farmers whose goal was Oregon, where land was fertile and cheap. The great Mormon migration to the Salt Lake Valley in Utah began in Winter Quarters in 1846 with the movement westward in 1847, and of course the famed forty-niners made tracks for the California gold mines starting in 1849. The trail migration represents the largest unforced migration of peoples ever witnesses.

Introduction The emigrants followed the Trails System westward during the great 19th-century migration to what is now Oregon, California, and Utah. Farmers bound for the fertile valley, and bound for the Salt Lake Valley, and adventurers bound for the California gold fields all ventured across the plains and mountains by way of the Trails System. This route was also used for the first transcontinental telegraph, the Overland Mail service, and the Pony Express. From Independence, Missouri, to western Oregon, a wagon traveled 1,932 miles. For a journey of such magnitude, emigrants needed dependable sources of water and grass and a passable grade through the mountains. The low topographic relief of the Continental Divide at South Pass provided a "gentle" passageway across the mountains. It became the favored route of the emigrants. Travelers followed the same "Emigrant Road," to just beyond South Pass, where, at the "Parting of the Ways," the trails diverged. Here travelers bound for the Salt Lake Valley in Utah, or beyond to California, headed southwesterly while most of those bound for Oregon turned to the northwest. Although "Oregon Trail" is the name often used today, emigrants who followed it commonly called it "the road."

Origins of the Trail
The Oregon Trail was originally blazed by fur trappers and traders who were following the well-worn trails of the Native American Indian. To exploit the rich fur country of the Pacific Northwest, the American fur Company established a trading headquarters in 1810 at Astoria near the mouth of the Columbia River. Wilson Price Hunt led the company's first overland expedition to Astoria in 1811. He crossed the Wind River Range by way of Union Pass and the Teton Range via Teton Pass, then followed the Snake and Columbia Rivers to Astoria. A return expedition in 1812 was led by Robert Stuart, who followed the Columbia and Snake Rivers and crossed Teton Pass, then crossed the Wind River Mountains over South Pass, and continued east on the Sweetwater and North Platte Rivers. In November 1812, Stuart established a winter camp in the vicinity of Red Buttes on the North Platte River. Stuart not only "discovered" South Pass, but also traveled west to east along a large portion of what would become the Oregon Trail.

England claimed Oregon as its territory, but after the War of 1812, the United States attempted to curb British interests by encouraging American settlement and competition with the Hudson Bay Company. The federal government later offered free land to emigrants willing to make the trip. This incentive, as well as economic hardship and social upheaval, induced emigrants to go west and start anew.

Stop 1: An Oregon Trail Burial - Quintina Snoderly
Grave of Quintina Snoderly Location: From Interstate 25, take exit 182 north. Travel north on Highway 256 for approximately 3.2 miles to Country Road 702 (Geary Dome Road) and turn east (right). Proceed to the fork in road, approximately 2.5 miles, and bear left, remaining on Country Road 702 for approximately 2.3 miles. Turn right (south); proceed through gate for 0.10 mile. Quintina Snoderly's grave lies to the east, (on the left) on top of the hill, just beyond owners, the body of Quintina Snoderly was reburied here in 1987 by members of the Oregon-California Trails Association (OCTA). The grave site is enclosed by a wooden fence and marked by a plaque identifying the grave as that of an Oregon Trail traveler.
History: Quintina Snoderly died June 25, 1852 in a river crossing accident. The discovery of this burial dispelled some popular opinions that Oregon Trail burials were casual, quick and shallow. This was in no way the case of Quintina Snoderly.

Stop 2: Edness Kimball Wilkins State Park
View of the north bank of the North Platte river from Edness Kimball Wilkins State Park Location: From Interstate Highway 25, turn north at exit 182. Travel approximately 0.5 mile to Highway 20-26, turn right and travel east for approximately 2.2 miles to park entrance. A small day-use fee is charged.
History: A cultural resource survey of the park was conducted in 1984, indicating no visible evidence of the Oregon Trail within the park boundaries, but that evidence was located north and south of the park boundaries. The south bank of the North Platte River lies one-half mile north of the park entrance building. The Council Bluffs Road (Childs Route) of the Oregon Trail lies several hundred feet to the north of the river's channel. It follows along the south edge of the steep bank which adjoins the floodplain on the north. The main route of the Oregon Trail lies approximately 250 feet to the southeast of the turnoff from Highway 20-26 into Edness Kimball Wilkins State Park. The incised ruts of the Oregon Trail cannot be seen from the highway; they are hidden from view behind the embankment of the abandoned highway that was the predecessor of the modern highway. The Oregon Trail ruts parallel the modern highway.

Stop 3: Richard's (Reshaw's) Bridge and Trading Post

Replica of Richard's (Reshaw's) Bridge Location: The site of Richard's (Reshaw's) Bridge is located in the town of Evansville, just east of Casper. It can be reached by turning north from Exit 185 on Interstate 25 onto Curtis Street. Travel north for approximately 1.2 miles to the entrance (on the left) to the Reshaw Bridge Park. History: In 1851 John Baptiste Richard (commonly pronounced "Reshaw") build a log toll bridge over the North Platte River about one mile west of Deer Creek near today's Glenrock. After this bridge was washed out in the spring of 1852, he and eight other partners built a sturdy, twelve-arch wooden toll bridge at a site near present-day Evansville. The structure was 835 feet long and 18 feet wide and was constructed of hewn timbers bolted together. It rested on 23 piers of cribs of hewn timbers filled with stone. By charging emigrants as much as five dollars a wagon during high water, the partners made $40,000 by the end of June 1853. This bridge ended the necessity of fording or ferrying what could be a very dangerous river. Richard bought out his other partners in a few years and operated the toll bridge sporadically from 1852 to 1865, serving emigrant trains and other travelers. This bridge put the Mormon Ferry out of business in 1853.

Stop 4: Mormon Ferry, Probable Second Site
Sign located approximately one-half mile south of the Probable Second Mormon Ferry crossing of the North Platte River Location: North Casper Park, Casper. Take Exit 186 from Interstate 25, turn north onto Bryan Stock Trail to "K" Street, turn west and travel 0.4 mile to the park, which is a baseball/soccer complex. There is a large interpretive sign commemorating the ferry just east of the baseball grandstand. To visit the locale of the Mormon Ferry Second Site, turn right at the easternmost (first) entrance to the baseball/soccer complex. Travel in a northerly direction along a winding park road for approximately one-half mile. You will arrive at a Platte River Parkway footbridge across the North Platte River. You are now in the vicinity of the Mormon Ferry Probable Second Site.
History: When Brigham Young's Pioneer Company left the "Last Crossing" on June 19, 1847, Young detailed nine men to remain behind to run the ferry during high water for emigrant traffic. However, they soon moved the ferry downstream about five miles to compete with a rival outfit that had begun ferrying emigrants. The Mormon Ferry may have been moved several times during its six years of operation, but in 1849 the mileage records of Captain Howard Stansbury of the Corps of Topographical Engineers document it at this site.

Stop 5: Mormon Ferry, Probable First Site
Monument commemorating the site of the first probable crossing of the North Platte river by the Mormon Ferry. Location: The historical marker commemorating the first Mormon Ferry was erected by the Utah Pioneer Trails and Landmark Association in 1932 and is located in Mills at Memorial Park. The park lies on the east side of Wyoming Boulevard and Highway 20-26. The actual ferry location was about one-half mile south of the marker. There is also a replica of a ferry on the grounds at Fort Caspar.
History: Brigham Young's pioneer Mormon party established the first commercial ferry on the North Platte River in early June 1847. An advance party experimented with a "revenue cutter," a large leather boat with wheels that could carry up to 1800 pounds of cargo. Brigham Young arrived on June 12 with the rest of his 72-wagon company; provisions were taken across the river in the leather boat, and the empty wagons were ferried across. When only 23 wagons were safely on the other side of the river by the end of the day, Young realized the need for a better system and commissioned some of his men to construct a larger ferryboat.

Stop 6: Fort Caspar
Fort Caspar, replica of portion of the Guinard Bridge. Location: This is a City of Casper Park and a National Register Place consisting of the reconstructed fort bridge and site. It is located on the west side of Casper in a bend of the North Platte River. It can be reached by traveling south on Wyoming Boulevard for 1.6 miles from its junction in the town of Mills with Highway 20-26. Fort Caspar lies just to the right (west) of the junction of Wyoming Boulevard and 13th Street. History: Trader Louis Guinard constructed a sturdy toll bridge across the North Platte River here in 1859 with the first emigrants using it in 1860. He also established a log trading post on the south side of the river. The post was also used as a stage stop and a Pony Express Station. Emigrants who crossed to the north side of the river here followed the northern variation, generally considered the primary route of the Oregon Trail. Their next landmark was Emigrant Gap (Stop No. 9), while those who followed the south side of the river crossed at Bessemer Bend (Stop No. 8).

Stop 7: Battle of Red Buttes
Battle of Red Buttes monument Location: Battle location approximately four and half miles west of Fort Caspar on the north side if the North Platte River; exact location unknown. Site indicated by a historical marker at the paved turnout on the north side of Highway 220 about 0.6 mile west of Robertson Road, or three miles southwest of the intersection of Highway 220 and Wyoming Boulevard. History: On July 21, 1865, a military wagon train left Platte Bridge Station (Fort Caspar) to carry rations and cargo to Sweetwater Station, the next post to the west. The return trip on July 26 was under the command of Sergeant Amos Custard, who had been warned that there were hostile Indians in the vicinity. That afternoon, the train of three wagons was attacked on the north side of the North Platte by a large party of Lakota, Cheyenne, and Arapaho Indians.

Stop 8: Red Buttes Crossing
Bessemer Bend/Red Buttes Crossing. The Bureau of Land Management interpretive signs lie on the far side of the river. Location: Bureau of Land Management interpretive site with six plaques, located at the Bessemer Bend of the North Platte River. Near Mile Marker 106 on Highway 220, turn north onto county Road 308 (Bessemer Bend Road) and follow for 1.5 miles, turn right at intersection, continue to bridge and cross, turn right and continue 0.1 mile to Bureau of Land Management Interpretive Site. The total distance from Highway 220 to Stop No. 8 is 2.2 miles. History: Bessemer Bend, known to pioneer travelers as Red Buttes because of the nearby rock formations, represents the last crossing of the North Platte River for emigrants on the south bank. Fur traders pioneered it. Robert Stuart and his party built a cabin near this spot in November 1812 on their return trip to St. Louis from Astoria, Oregon, intending to stay the winter. Although fear of Indian attack led them to abandon the cabin, it represents the first Euro-American structure in Wyoming. Early Oregon Trail emigrants used this crossing when the water within the Platte was low.

Stop 9: Emigrant Gap
Emigrant Gap area, looking southwest. Location: emigrant Gap is located along the northern trail variation about 10 miles west of Mills. Emigrant Gap can be accessed from Stop No. 8 (Bessemer Bend) by following County Road 308 west then north to Poison Spider Road; turn right (east) following Poison Spider Road about three miles to the site, where there is a Bureau of Land Management interpretive pullout. Emigrant Gap can also be reached from Mills. From Route 20-26; turn southwest onto Poison Spider Road, follow road for about 10.2 miles to the interpretive pullout.
History: At present-day Casper, the Oregon Trail briefly divided into three routes. Many pioneers followed the more northerly route, passing through Emigrant Gap after crossing the North Platte river via the ferries or bridges in the vicinity of present-day Casper. The two southern variations followed the north and south banks of the North Platte River; emigrants who stayed on the south bank crossed at Bessemer Bend (Stop No. 8). Some of those who had crossed the river near Casper followed the north bank, rejoining the south bank emigrants at Bessemer Bend. By the 1850s, most of the emigrants took advantage of the ferries and bridges down river rather than fording the river at Bessemer Bend/Red Buttes and utilized the most northern route. The Bessemer Bend route therefore fell into disuse due to alternative safer crossing points, and most of the emigrant traffic passed through Emigrant Gap. The two routes converge about eight miles to the west.

Stop 10: Avenue of Rocks/Devil's Backbone/Clayton's Slough
Avenue of Rocks, view looking southwest. Location: Stop No. 10 is located on County Road 319. To reach Stop No. 10 from Stop No. 9 (Emigrant Gap), travel west from the Bureau of Land Management Interpretive Site for 1.4 miles to the intersection with County Road 12. Turn right (north) and travel westerly for 1.8 miles to the intersection with County Road 319. Turn left and proceed southwesterly for 7.2 miles to Stop No. 10. About two miles before reaching Avenue of Rocks there is a Bureau of Land Management concrete marker on the east side of the road, indicating the convergence of the two Oregon Trail variations (the Bessemer Bend route and the Emigrant Gap route). Clayton Slough lies approximately two miles beyond Avenue of Rocks. History: Sir Richard Burton, world traveler and adventurer, in 1860 said, ...we descended a steep hill, and were shown the Devil's Backbone. It is a jagged, broken ridge of huge sandstone boulders, tilted up edgeways, and running in a line over the crest of a long roll of land...like the vertebrae of some great sea-serpent. This site was a conspicuous landmark on the Oregon Trail where the road ran between a ridge and a ragged ridge of rock. This feature was often described in emigrant diaries, not only because it was an imposing sight, but also because of the difficulty of crossing the hogback with wagons.

Stop 11: Willow Springs
Willow Springs area, marked by cluster of willows in center of photograph. View looking northeast from road ascending to Prospect/Ryan Hill road. Location: Approximately 8.5 miles southwest of Avenue of Rocks (Stop No. 10) on county Road 319.
History: The sparkling cold water at Willow Springs made this spot one of the emigrants' customary camping sites and was the landmark most often noted by travelers between crossing the North Platte River and Independence Rock at the Sweetwater River. Here emigrants enjoyed the first "good water" since leaving the North Platte River, and they generally camped at the lower springs near the trail. There were also other springs about one mile up a draw that were used when traffic was heavy.

Stop 12: Prospect Hill/Ryan Hill
View of Oregon Trail ruts, ascending Prospect/Ryan Hill, looking west from Prospect/Ryan Hill (County Road 319) Location: Approximately 16 miles southwest of the intersection of Poison Spider Road and County Road 319 (Oregon Trail Road); summit is located about 1.5 miles southwest of Willow Springs.
History: After leaving Willow Springs, emigrants toiled up the 400-foot ascent of Prospect/Ryan Hill along a sharply crested ridge. The name "Prospect Hill" may have originated with William Clayton, who described it in his 1848 guidebook, Prospect Hill (Summit). "Pleasant view of the surrounding country to the Sweet water mountains." the name was also acknowledged by J. Goldsborough Bruff in his diary in 1849, In one mile from the last camp (Willow Spring) we ascended a high hill, from the summit of which is a grand prospect of the surrounding country, and hence it is named 'Prospect Hill...

Stop 13: Horse Creek (Greasewood)
View of Horse Creek (Greasewood), looking northwest. Location: On County Road 319 (Oregon Trail Road) ten miles southwest of the summit of Prospect/Ryan Hill; near the junction of Horse Creek and fish Creek about three miles northeast of Highway 220. History: To emigrants on the Trails System, this small stream was known as both Sage Creek and Greasewood Creek. When a Pony Express stop was established here in 1860, it became known as Horse Creek. It was also the location of a stage stop. Brigham Young's company was camped about 1.5 miles downstream when party members Wilford Woodruff and John Brown disappeared. It was later learned that the missing pair stumbled upon a group of pioneers from Missouri and accepted an invitation to spend the night at that camp. Wilford Woodruff subsequently wrote about this experience.

Stop 14: Saleratus (Playa) Lake/Sweetwater Pony Express Station
Saleratus (Playa) Lake Location: Approximately 8.5 miles southwest of the intersection of the Oregon Trail Road(County Road 319) and State Highway 220; about 1.6 miles northeast of Independence Rock. The lake is located on the north side of the Oregon Trail and almost one mile southeast of the highway.
History: The alkali deposits at Saleratus Lake provided the Mormons with a raw form of baking soda. william Clayton advised emigrants in his 1848 Guide to gather "saleratus" but noted that the water was poisonous. One emigrant party in June 1847 noted that "the efflorescent white bicarbonate of soda" made bread of a "suspiciously green cast" if not used in moderation. Sir richard Burton described Saleratus Lake during his travels in 1860.

Stop 15: Independence Rock
Independence Rock, view looking northwest from Highway 220 rest area. Location: At mile marker 63 on State Highway 220; approximately ten miles southwest of the intersection of Oregon Train Road (County Road 319) and State Highway 220. A large rest area complex is present along Highway 220 at Independence Rock. The complex contains an interpretive center, within a kiosk, that concerns the history of the Oregon Trail and Independence Rock. A paved footpath leads from the kiosk to Independence Rock. Well-preserved ruts of the Oregon Trail lie along the pathway, just beyond the kiosk. The ruts lie beneath a wooden foot bridge that was built to protect them.
History: This was the most noted landmark on the Oregon Trail west of Fort Laramie. Emigrants endeavored to reach this spot by July 4 in order to complete their journey before winter. Many believed that Independence Rock marked the halfway point to Oregon, but they were actually well short of that mark. It was a traditional camping spot, and hundreds of pioneers carved their names on the large turtle-shaped rock.

Stop 16: Devil's Gate
Devil's Gate, view from Bureau of Land Management interpretive pullout. Location: Near mile marker 57 on State Route 220, about 60 miles southwest of Casper and 12 miles northeast of Muddy Gap. There is a Bureau of Land Management interpretive pullout on the north side of the highway, 5.8 miles southwest of Independence Rock.
History: The Sweetwater River has carved a narrow cleft 370 feet deep and 1500 feet long through a rocky ridge that is part of the Sweetwater Rocks. Wagons were forced to travel around the cleft, but the emigrants often stopped to hike among the rocks and inscribe their names. Several emigrant graves are also located in the area. John c. Fremont viewed Devil's Gate on August 2, 1842, and noted, The name Devil's Gate apparently was quite new. Father DeSmet went to the mountains in 1840 without mentioning it, but on his second journey, in a letter dated 16 August 1841, he said that "travelers have named this spot the Devil's Entrance."

Stop 17: Martin's Cove
Martin's Cove, view looking north across Sweetwater river from monument located two miles southwest of Mormon Hand Cart visitor Center. Location: Approximately two to three miles northwest of Devil's Gate. The mormon Handcart Visitor Center is located three miles east of the actual site of Martin's Cove, but visitors can hike to the cove for the best view of Devil's Gate and can also hike to the entrance of the "gate" on newly constructed pathways. The road to the Mormon Hand Cart Visitor Center exits Highway 220 at a point located 0.75 mile southwest of the entrance to the Bureau of Land Management's interpretive center at Devil's Gate. The distance from highway 220 to the mormon Hand Cart visitor Center is approximately one mile. the Visitor Center is located a the former headquarters of the Sun Ranch. A pathway leads from the Visitor center to Martin's Cove. The round trip on the pathway is approximately five miles. Handcarts are available so visitors can relive the experience of traveling the trail with one of the two-wheeled carts.
History: In early 1856, Mormon converts from England sailed from Liverpool, then traveled across America by train, wagon, and handcart to a new home in Salt Lake City. A handcart was a two-wheeled wooden wagon, similar in design to an oversized wheelbarrow and could carry 400-500 pounds of provisions. "Handcart pioneers" could make the entire trip from Liverpool to the Salt Lake Valley for less then $45, in weeks less time, and with fewer casualties than those using costly covered wagons. Ten handcart companies composed of 2962 pioneers (four percent of the total Mormon migration) journeyed to Salt Lake city between 1856 and 1860.

Stop 18: Split Rock
View of Split Rock from Bureau of Land Management interpretive site. Location: The formation called Split rock is located in Natrona county near the Fremont County line. The Bureau of Land Management interpretive pullout for Split Rock is actually located in Fremont county on the north side of US Route 287/789 about 8.5 miles northwest of Muddy Gap (Highway 220).
History: Split Rock, a massive, northeast trending granite outcrop, rises 1100 feet above the adjacent Sweetwater River. A very conspicuous, approximately 150-foot deep, narrow cleft, is present at its summit. Split rock was the westernmost of the three granite landmarks along the Sweetwater river. The others are Independence rock and Devil's Gate. Emigrants viewed Split Rock for a day while approaching it and for two days after passing it. Judge William A. Carter remarked on Split Rock in his diary on November 5, 1857, "Our camp was near what is called the split in the rock, a remarkable cleft in the top of the mountain which can be seen a great distance from either direction." Good grass and water were available here, and wagon ruts are still visible just west of the pullout.

Take yourself back about seventy-five years, and you're driving through the Salt Creek Oil Field, the biggest and richest oil reserve in the Rocky Mountain region and one of the five or six largest in the entire country. Over 3000 oil derricks dominate the landscape. Midwest Wildcats are about to play the first night High School football game in the country under lights. Although the Salt Creek Oil Field was linked to Casper by highway, rail, and pipeline, residents of the company town and camps were quite self-sufficient. Workers and their families lived in small cottages provided by the company, and the town of Midwest offered all the amenities of any small town. Millions of dollars worth of oil were pumped out of the Salt Creek Field, and thousands of people, from the 1880s to the present, have lived and worked at Salt Creek. The field is still active today.

This self-guided tour is most easily followed from south to north, beginning at the junction of Interstate 25 and State Route 259, located about twenty-two miles north of Casper. The tour terminates at the town of Midwest. the following sites are included in the tour of the Salt Creek Oil Field area, listed roughly from south to north:

Stop 1: A Symbol of Scandal: Teapot Rock
How to find it: About 4.5 miles north of the junction of I-25 and State Route 259, a unique geologic structure known as Teapot Rock dominates the landscape just east of the highway. Teapot Ranch is nestled at its base (E-1/2 Section 27,T38N-R79W)
About the site: This landmark was so distinctive with its handle and spout that the nearby Teapot dome Oil Field was named after it. Unfortunately, the rock has lost both its characteristic spout and handle over the years to the elements. The handle was the first to go; Pauline Schultz, curator of the Salt Creek Museum in Midwest, says that the spout was destroyed during a tornado sometime after this historic photograph was taken. At this point, the great oil-bearing sands of the Teapot Dome and the Salt Creek field are several miles to the north.

Stop 2: Not A Trace: Teapot Townsite
How to find it: Continue north on State Route 259 for about six miles (ten miles from the junction of I-25 and 259) and look for a gravel road with gate leaving the highway and trending southeast. Just south of the gravel road and along the east side of the highway was the townsite of Teapot. The site is loacted on private land but can be viewed from the junction of the highway and the gravel road. (NE/SW Section 31, T39N-R78W)
About the site: Teapot was established in 1922 along the old Casper-Salt Creek Highway as a residential and commercial area for workers in the Teapot Dome fields. It was located on a parcel of land homesteaded by John Beaton in 1912. According to Alfred Mokler, early Natrona County newspaper man and historian, Teapot was added to the map of Natrona County on August 11, 1922, when more than 1000 town lots, which had been surveyed and platted as a townsite along the Casper-Salt Creek highway, were put on the market by the Teapot Development Company. The townsite consisted of the 160 acres comprising John Beaton's homestead "...and is one of the very few pieces of land inside of the Teapot Oil structure upon which a patent has been issued with no royalty restrictions."

Stop 3: New Lavoye: The Palm Beach of Wyoming
How to find it: Continue north about one mile from the Teapot townsite. Just south of the turnoff to the Naval Reserve (Teapot Dome) and along a curve of the highway is the site of another vanished oil town, New Lavoye. The site is located on private property but can be seen from the highway. The only clue to its location is the unexpected sight of an empty swimming pool on the east side of the highway. (SE/SE Section 30, SW/SW Section 29, T39N-R78W) About the site: New Lavoye consisted of many buildings that were moved from old Lavoye (Site No.6), when those residents were evicted by the Ohio Oil Company.. Like Teapot, it was also located along the old Casper-Salt Creek Highway. Many of the Old Lavoye residents simply jacked up their houses, put wheels under them, and moved them to New Lavoye, where they laid out the streets and positioned the houses to imitate the old town. A post office was established at New Lavoye on April 1, 1924, and was discontinued on September 7, 1929. Although it was short-lived town, New Lavoye had a mineral water swimming pool, stores, theater, and dance hall. At first drinking water was hauled in by tank trucks from Casper. By the early 1930s the town had passed its prime, but photographs from that time still show many standing buildings. The buildings were eventually moved to Edgerton and Salt Creek to make room for more drilling.

Stop 4: Teapot Dome (Naval Petroleum Reserve): Watergate of The 1920s
How to find it: Just north of the New Lavoye townsite and about eleven miles from the junction of I-25 and Route 259, a signed blacktop road diverges from the highway and heads east-northeast to Teapot Dome. About one-tenth of a mile down this road, good remnants of the old Salt Creek highway are visible to the north. Continue northeast then southeast along the signed roads to the oil field. Headquarters are located about four miles from the highway, and visitors are permitted to ride through the field on the main roads. However, off-road exploration requires visitors to sign in at the Safety and Environmental Offices. (Teapot Dome is located roughly in the south half of T39N-R78W and the north half of T38N-R78W.)
About the site: This oil reserve, originally known as Irish Park, was set aside by President Wilson in 1915 for the Navy, which was in the process of converting the power for its ships from coal to oil. Teapot Dome became the subject of a nationwide scandal when President Harding's Secretary of the Interior, Albert B. Fall, was forced to resign for accepting bribes from oilmen Edward Doheny and Harry Sinclair when he leased the federal reserves. The story broke in April 1922, with Denver Post headlines proclaiming "Teapot Dome leases to Sinclair threatens Wyoming oil scandal." in August, the Marines were called in to peacefully settle a dispute among the Mutual Oil Company, the Department of the Interior, and Harry Sinclair.

Stop 5: Pumping Station/Storage Tank Facility
How to find it: From Teapot Dome, return to State Route 259. Stop at a high point a short distance north of the Teapot Dome road and look north along the east side of the highway right-of-way fence. Faintly visible are four large but shallow circular earthen berms, measuring almost 300 feet in diameter. (NE/NE, SE/NE Section 30, T39N-R78W) About the site: These berms mark the former location of four large oil storage tanks that were part of a pumping station located along an oil pipeline constructed from Salt Creek to Casper in 1924-1925. the earthen berms were used to contain the oil in the event of a leak or fire.

Stop 6: Old Lavoye: Picked Up and Moved
How to fine it: drive west through Midwest and turn south along the road that borders the west side of town. Continue south, passing Gas Plant Camp (Stop No. 8). About 2.2 miles south of Midwest, the road forks; just south of this junction and between the two roads is the loaction of Old Lavoye. There are no physical remnants other than some scattered broken glass and ceramics at this historic site. (NE/SW Section 1, T39N-R79W) About the site: Also known as Mosher Camp, Lavoye is one of the more famous ghost towns in the Salt Creek Oil Field. Louis Lavoye, A French Canadian, filed on a homestead at this location; with some others, he decided to develop a townsite at the hight of the Salt Creek oil boom. By the fall of 1923, an estimated 1000 people (one source stated 3000) were living in and around this town. A post office operated at Lavoye for about one year, from January 1923 to January 1924. On the evening of December 23, 1923, a fire swept through a portion of the business district on the east side of Main Street, destroying the Triangle garage, the Bank of Salt Creek, a drug store, a furniture store, a jewelry store, and a meat market, as well as a two-story building owned by the Mednick Brothers Clothing Store.

Stop 7: The North-South Railroad: Remnants of a Grand Scheme
How to find it: this abandoned railroad grade can be traced for several miles through the Salt Creek Oil Field, with varying degrees of physical integrity, but is is most evident where there were prominent cuts and fills. There is one such fill with a washed-out short trestle just west of the road a short distance north of Old Lavoye, and the grade is also easily viewed in this area. (NE/SW Section 1, T39N-R79W)
About the site: This forty-mile long railroad branch was constructed to Midwest in 1923. The North-South Railroad was a grand building scheme to link the major east-west rail lines. It was to run from Miles City, Montana, to Steamboat Springs, Colorado, but most of the line never evolved past the planning phase. However, in 1923, construction began on the branch line, starting on the south at the mainline of the Chicago, Burlington, and Quincy Railroad west of Casper. Tracks were laid north, and the first passenger train arrived at the new town of Salt Creek in mid-Sepetember 1923. (Note: When the post office at this point was named Salt Creek, the town of Salt Creek five miles to the northwest was renamed Midwest, which was also served by the railroad.) Numerous sidings and loading points were later added along the right-of-way throughout the Salt Creek Field. The railroad arrived just at the height of the oil boom, helping to transport the massive amount of materials needed to build and equip the electric generating plant for the field (Stop 16 on the tour). The boom soon stabilized, but then quickly declined as the nation entered the Great Depression. The remainder of the North-South Railroad was never completed, and it was destined to stay only a branch line to the Salt Creek Oil Field. The railroad went into receivership in 1935, and service ceased a short time later. The line was abandoned and the trackage was salvaged. The short-lived railroad era at Salt Creek lasted only twelve years.

Stop 8: Gas Plant Camp, Midwest's Major Suburb
How to find it: Retrace your route north; Gas Plant Camp is located about halfway between Old Lavoye and present-day Midwest on the east side of the road. (N-1/2 Section 36, T40N-R79W) About the site: Gas Plant Camp was the largest camp after Midwest in the Salt Creek Oil Field, built to house the workers who operated the main gas plant (located between the Camp and Midwest). Many original residences are still occupied. Although several have been remodeled and some trailers moved in, Gas Plant Camp still gives the public a good idea of how the camps looked during the height of the oil boom in Salt Creek.

Stop 9: Salt Creek Oil Field Interpretive Sign and Oil Derrick
How to find it: Junction of State Route 259 and 387 just east of Midwest; the sign is on teh west side of the intersection, and the oil derrick is on teh east side.
About the site: An interpretive sign and a nearby derrick explain the history of the Salt Creek Oil Field. A pull-off is located in front of the sign on the west side of the road.

Stop 10: Canadian Camp
How to find it: From the highway junction at Midwest, follow Route 387 west toward I-25 for about 1.5 miles. Cross Salt Creek on a modern highway bridge, continue about .2 mile, then turn south on oil field road. Follow road that leads west then southwest for about .5 mile; the site is found by locating a few isolated hand-planted cottenwood trees. The immediate area has been intensively exploited for oil, and there are dozens of operating and abandoned wells visible from and within the site. (NE/SW Section 23, T40N-R79W)
About the site: Canadian Camp, also known as Camp No. 4, does not appear on historic maps until 1920, when it consisted of one row of seven buildings, probably the tarpaper shacks built by a small group of Canadians that were standing when the Midwest Company established its camp here in 1921. the company built six 3-room cottages, a large boardinghouse, a boiler house and an office, and the older buildings were moved to a nearby auxiliary camp. Initially called Camp No. 3, Midwest was renamed Camp No. 4 and was the headquarters of District No. 4. Canadian Camp was one of the larger outlying camps, and during its peak in the 1920s, had a population of 700 to 800.

Stop 11: Midwest Cemetery
How to find it: The Midwest Cemetery is somewhat isolated from the main oil field. From Canadian Camp, return to the highway; turn west (left) and proceed about 1.1 mile; turn south on oil field road. Continue south about .5 mile; there is a small building labeled "A9" on the east side of the road. Bear southwest then west about 1.1 mile to the cemetery. (NW/SE Section 21, T40N-R79W)
About the site: The cemetery retains numerous graves, most of which date from 1926-1936. The graves are marked with unique metal markers provided by the oil company. A few of the individual graves are set off from the others by small fenced plots. Many of the markers indicate the high infant mortality rate of earlier days. The cemetery was closed in about 1936, and most people were then buried in Casper.

Stop 12: Lewis Camp (Camp No. 3)
How to find it: Return to the highway (State Route 387) and turn east toward Midwest. Turn north onto the oil field road located about .1 mile west of the Salt Creek bridge. Proceed north about .6 mile; at a junction bear right; Lewis Camp is about .1 mile to the northeast, located on a gentle slope with several hand-planted trees. (SW/NW Section 13, T40N-R79W)
About the site: Lewis Camp once contained four rows of twenty-five houses with landscaped trees and hedges, some of which still mark this site. Although all of the oil camps were dismantled, this remains one of the better preserved with 54 building depressions/foundation. Two north-south streets and three east-west streets can still be seen. The relative importance of Lewis Camp can be inferred from its concrete sidewalks, a sewer system with man-hole covers and cisterns, and plumbing and natural gas systems.

Stop 13: Jackass (IBA) Spring
How to find it: This site represents one of the first oil seeps discovered in the Salt Creek Oil Field. It was located along the east bank of Salt Creek, and although the seep no longer exists, its approximate location can be identified along the bluffs on the east side of Salt Creek and can be viewed from the highway bridge that crosses Salt Creek on State Route 387 north of Midwest. (SE/SW Section 13, T40N-R79W) About the site: This oil seep was brought to the white man's attention by a Native American who brought oil to Fort Fetterman to be used as an ointment for treating horses. The seeps suggested the presence of larger oil reserves at Salt Creek. This discovery, known as Jackass Spring, was covered by the first location notice field in the Salt Creek Field. It was also known as Iba Spring, after Cy Iba one of the early developers of the field (see "Pioneers of the Field").

Stop 14: The First Well: Shannon Pool Oil Field; Shannon Camp
How to find it: Turn north onto Power Plant Road (County Road 116) just north of Midwest. Continue north about four miles, then bear west (left) at a junction. Approximately 1.2 miles brings you to a good overlook on the bluff above Salt Creek, and one of several informal two-tracks can can be taken down onto the flood plain. There are no remnants of Shannon Camp, but the overall area looks much the same as in historic photos. There is an old footbridge associated with a pipeline across Salt Creek near this location. (NW-1/4 Section 1, T40N-R79W)
About the site: The first well in the Salt Creek region was drilled with cable tools in what became the Shannon Field, about four miles north of the heart of the Salt Creek Field. Shannon Well No. 1 was drilled by P.M. Shannon of the Pennsylvania Oil and Gas Company in 1889. The hole was drilled to a depth of 1,030 feet and successfully struck oil. The rigs used at this time were described as of the Pennsylvania type, using a rope rig; the rigs were usually moved from on well to another to save money.

Stop 15: A Monument To Engineering: The Midwest Electric Plant
How to find it: Return to Power Plant Road (County Road 116) and continue northwest about one mile; the power plant is a massive structure that can be viewed from a wire gate across the road. This gate is 4.3 miles from the main highway at Midwest. According to Pauline Schultz, curator of the Salt Creek Museum, the public can continue past the gate to get a closer view of the plant. (NE-1/4 Section 36, T41N-R79W) About the site: This large concrere and steel power plant was constructed in 1923-1924, the height of the oil boom. In conjunction with a large dam, it supplied electricity for the Salt Creek Field and various camps.

Stop 16: Midwest: Where "Democracy and Fairness Predominates"

How to find it: The town of Midwest (also formerly known as Camp No. 1, Home Camp, and Salt Creek) is located on the west side of the intersection of State Routes 259 and 387. (NE 1/4 Section 25, T40N-R79W)
About the site: The basic history of Midwest is discussed on pages 11-13 of our tour guide. Today, Midwest retains many original company cottages that still convey their historical appearance, although some have been remodeled or re-sided. Most of the old commercial district, including the Salt Creek Hotel, boardinghouse, and recreation center/library, have been razed except for the two-story, wood frame community hall at the southeast end of town. The old school buildings have been razed, but the wood frame teacherage remains as a private residence the old stucco hospital, later used for company offices, still stands and is now used as the town hall.

Welcome to the Alcova Area Tour Guide. Once an arid, almost desert-like region, massive irrigation projects from the early 1900s have transformed the landscape, providing precious water to farmers and attracting thousands to the recreational possibilities of three interrelated reservoirs -- Alcova, Pathfinder, and Gray Reef.

Stop 1: Government Bridge
How to find it: Government Bridge is located between Casper and Alcova. It spans the North Platte River about 22 miles southwest of Casper on State Route 220, a few miles southwest of the junction of Route 487.
About the site: Although the bridge is not related to the overall theme of early water projects, it is an interesting historic site in its own right. This steel twin-span riveted Warren "through truss" bridge was built in 1923-1924. The State Highway Department referred to it at the time as the Alcova Bridge. The contract was awarded to the Missouri Valley Bridge and Construction Company, one of the major Midwestern bridge manufacturers that contracted with counties and states for mass produced bridges. The bid was $48,341, and Natrona County was responsible for $22,500. This 1924 bridge replaced an earlier one known as the Government Bridge and retained the same name, which is shown on the current USGS quadrangle map. In the 1960s, the truss bridge was abandoned when the highway department constructed the current alignment and modern steel and concrete bridge in use today. The bridge is considered eligible for the National Register of Historic Places because of its importance to early-1900s transportation in Natrona County, and because it represents a significant engineering achievement due to its length and the use of modified through truss spans and the polygonal top chord. This type of construction is not common to a Warren through truss and appears to be the only example of such a bridge in Wyoming.

Stop 2: Gray Reef Dam and Reservoir
How to find it: From State Route 220, turn east onto County Road 412 about 29 miles southwest of Casper. The turn is about .5 mile northeast of the junction with the road to Alcova and is marked with a sign to Gray Reef Reservoir, which is .7 mile from the highway and 2 miles downriver from Alcova Dam. About the site: Gray Reef is a relatively recent addition to the Pick-Sloan Missouri Basin Program and was built to regulate rather than store water. It is part of the Glendo Unit, which also includes Glendo Dam, Reservoir, and Powerplant farther down the North Platte River southeast of Douglas, and the Fremont Canyon Powerplant. The Glendo Unit provides irrigation, power generation, flood control, fish and wildlife enhancement, recreation, sediment retention, pollution abatement, and improvement of municipal and industrial water supply in the North Platte River Valley between Gray Reef Dam and Glendo Reservoir.

Stop 3: Bureau of Reclamation Interpretive Sign

How to find it: An auto pullout is located on the north side of the highway about .4 mile (2000 feet) east of the junction with the road to Alcova. About the site: The Bureau of Reclamation has placed a large interpretive sign with map that explains the general purpose of the overall reclamation project. It is an informative overview of the three reservoirs (Gray Reef, Alcova, and Pathfinder).

Stop 4: Highway 220 Picture Turnout

How to find it: An auto pullout is located on the south side of Highway 220 about 4 miles west of the junction with the road to Alcova and about 2 miles west of the Lake Shore Drive turnoff. Construction on Gray Reef Dam began in 1959 and completed in 1961. It is an earthfill structure with a height of 36 feet, a crest length of 650 feet, and contains 40,000 cubic yards of material. The spillway consists of a concrete chute near the center of the dam controlled by two 35x20-foot radial gates; capacity is 20,000 cubic feet per second. No power is generated at this site. The reservoir has a total capacity of 1,800 acre-feet with a surface area of 182 acres. It is operated in order to re-regulate widely varying water releases from the Alcova Powerplant of the Kendrick Project, providing river flowage with a minimum of daily fluctuation. Because of its function as a re­regulating reservoir, the water surface elevation of Gray Reef varies widely from nearly full to nearly empty on a daily basis, and therefore no fish are stocked in the reservoir. A barrier-free fishing pier, restroom, and pnm1t1ve campground are located below the dam, where fishermen can find brown trout, cutthroat trout, rainbow trout, and walleye.
About the site: Although the signboard is missing, this is a good photo point and offers an overall panorama of Alcova Reservoir to the southeast.

Stop 5: Pathfinder Cemetery

How to find it: About 5.8 miles west of the road to Alcova and 1.8 miles west of the picture turnout, turn south on County Road 409 (Pathfinder Road), a good blacktop road. Drive about 6 miles due south; the cemetery is located on the east side of the road.

About the site: A metal fence anchored with concrete posts encloses one of the graves and also contains a small plaque, erected in 1990, which is inscribed: "Pathfinder Cemetery. Seven grave sites dating from 1905 to 1912 are located in this tiny cemetery. Barney Flynn and Clint Moore, workers on Pathfinder Dam, died February 9, 1912 in a construction accident. Five men were working on the concrete ladderway on the south side of the canyon when a tram cable directly above them gave way. As the cable fell it knocked the men from their scaffolding to the bottom of the canyon killing them. The other graves are of residents of the area. The farthest to the right is that of infant Leslie Wolf(e) who died from eating poison meant for coyotes."

Although original dam construction was completed by 1909, it was modified several times between 1910 and 1997. The fatal accident occurred during the 1910-1912 modification. A local headline (February 14, 1912) reported "Five Men Killed - Broken Cable at Pathfinder Carries Workmen to their Death." The story described how a cable used to carry cement and other materials across the steep chasm broke loose from its anchorage late on a Friday afternoon; five men were killed instantly and two more were injured. The men were building a ladder on the south side of the canyon and were on the wall near the top of the canyon when the three strands at the end of the cable broke on the south bank. The general superintendent of construction and the master mechanic were standing near the end of the cable when it broke, and the strands struck them with such force that they were thrown off their feet and fell unconscious within a few feet of the edge of the canyon. Although badly injured, it appeared that they would fully recover.
However, the five men who were tamping the cement were in the direct path of the broken cable, and "as it broke loose, it whipped and twisted around in such a matter that four of the men were carried off their feet and hurled to the bottom of the canyon, 180 feet below, where they struck on the rocky bed of the river and nearly every bone in their bodies was broken." The fifth man was not carried with the cable but was struck by it; he remained standing for a second where he had been working, "and turning around he leaped headfirst into the canyon ... he was alive when the other workmen reached them at the bottom of the canyon, but he was unconscious and he died in half an hour after the accident." Apparently the men were within four days of the completion of their work and "had been congratulating themselves that they were so near through with their labors and not a single serious accident had occurred." The next day the coroner held an inquest and concluded that the five men "met their death through an unavoidable accident, due to the carelessness of no one."

Stop 6: Pathfinder Dame Interpretive Center

How to find it: Continue southwest on Pathfinder Road; a short pull-off leads to an interpretive center, which is open on a seasonal basis. Two original buildings remain onsite: a tall stone and wood frame barn and a side-gabled stone residence, which houses displays.

About the site: The two historic buildings onsite are the original dam tender's residence and the dam tender's barn. The stone house was built as the dam neared completion (ca. 1909) and was occupied by the resident dam tender for many years. In about 1980, the stone house was converted to an interpretive center, and a wood frame building from Government Camp near Alcova (see Stop No. 11) was moved to a location east of the stone/wood frame barn, so that the dam tender could continue living onsite. By the mid-1980s, it was no longer necessary to have personnel stationed at the dam. The interpretive center is administered by the Natrona County Parks Department and is open on a seasonal basis and by appointment. It houses displays and artifacts from the era of dam construction.

Stop 7: Pathfinder Dam and Reservoir
How to find it: About 1000 feet to the south is another interpretive sign. A walkway leads to the breast of the dam. The general area contains walking trails, overlooks, and interpretive signs.

About the site: This masonry arch dam was constructed between 1905 and 1909. It was one of the two earliest large-scale dams (the other is Buffalo Bill Dam near Cody) constructed by the Reclamation Service (Bureau of Reclamation) under authorization by the Federal Reclamation Act of 1902. The dam developed the North Platte River for both irrigation water and power production. It is 214 feet high and 432 feet long and cost over $2 million to construct. It utilized the steep-walled Fremont Canyon, which General John C. Fremont ("Pathfinder of the West") unsuccessfully attempted to navigate in 1842. The dam itself was constructed from granite that was quarried within one-quarter mile of the site, from the same formation into which the river trenched its course. One of the difficulties of construction involved transporting the huge granite blocks to the construction site. Only the facing stones were cut into rectangular blocks; the interior of the dam consists of large irregular chunks set in mortar. Most of the work required hand labor and horsepower, and other construction materials were freighted by wagon, requiring a two-day, fifty-mile trip from the railhead at Casper. One of the interpretive signs along the dam describes the spillway, which is a natural rock spillway allowing excess water to bypass the dam, helping to ensure the dam's safety. Normally, water flows downstream through a tunnel to Fremont Canyon Powerplant to produce electricity. During the irrigation season more water is required than can pass through the tunnel. Water is then passed through the needle valves below the dam. Water first passed over the spillway in 1914. Pathfinder Dam is enrolled in the National Register of Historic Places because of its pioneering role in reclaiming arid lands and the innovative engineering required in its construction. The dam is also listed as a Wyoming Historic Civil Engineering Landmark.
Pathfinder Reservoir was created by Pathfinder Dam with a capacity of 1,016,000 acre-feet of water. A national wildlife refuge for waterfowl is located on portions of the shores of Pathfinder Reservoir. The road continues southeast and downhill for almost a mile; a west turn at the junction leads to a parking area below the dam. A steep uphill trail leads to the dam from the parking area, and there is a footbridge nearby that spans the river below the dam.

Stop 8: Seminoe-Alcova Backcountry Byway

How to find it: South of Pathfinder Dam, follow a blacktop county road (408)that generally trends east and parallels the North Platte River for almost 3 miles. The road descends to Fremont Canyon, crosses the river, then leaves the river and crosses rangeland for about 3 miles. County Road 407 to Seminoe Reservoir joins this road from the south; continue north for about 6 miles to Alcova Dam.

About the site: This modern county road links Pathfinder Dam and Alcova Dam. Several scenic attractions can be seen along the route, including the deep gorges of Fremont Canyon, colorful and dramatic rock formations (specifically, a hogback formation near Black Beach), and panoramic views of Alcova Reservoir. The road skirts the reservoir on the east and leads to Alcova Dam, the Alcova Powerplant, and the town of Alcova.

Stop 9: Alcova Dam and Reservoir

How to find it: The dam structure is located directly west of the bridge that crosses the North Platte River at Alcova. About the site: As stated in the earlier section "Making the Desert Bloom," Alcova Dam is one of the components of the Kendrick Project. Nearby and inter-related sites include Alcova Powerplant, Alcova Government Camp, and Alcova townsite, which are separate stops on the tour.
Alcova Dam is an earthfill dam located ten miles downriver from Pathfinder Dam. Construction on the dam began on August 15, 1935, and was completed and accepted by the Bureau of Reclamation in 1938. Workers constructing the dam lived in the nearby Alcova Government Camp (see Stop No. 11). The W.E. Callahan Construction Company of Dallas, Texas, was the selected bidder at $1,482,651. A 20-foot diameter diversion tunnel was built to divert the North Platte River during dam construction. The concrete spillway was completed by November 193 7. The reservoir was filled by May 1938 and contained 125,000 acre-feet of water. The dam is 265 feet high and 763 feet long at its crest. It contains 1,635,000 cubic yards of material.
One of the functions of Alcova Dam and Reservoir is to divert water into the Casper Canal system, and the first water flowed into the canal when the laterals were completed in 1946. The reservoir serves as a forebay for the Alcova Powerplant (Stop No. 10). A higher level is maintained during the summer to provide for the Casper Canal and recreational use; the lower winter operating levels reduce the potential for ice damage to the canal gate and boat docks. The current total capacity of the reservoir is 184,208 acre-feet, of which only the top 30,606 acre-feet are active capacity available for irrigation. Alcova Dam is managed by the Bureau of Reclamation, and facilities include campgrounds, boat ramps, interpretive trails, fishing piers, shelters and restrooms. A dinosaur interpretive trail is located near Cottonwood Creek Beach.

Stop 10: Alcova Powerplant

How to find it: The Alcova Powerplant is located opposite the toe of the dam on the south side of the North Platte River on the west side of the county road.

About the site: Part of the overall Kendrick Project, the powerplant was approved for construction on August 22, 1950 under the provisions of the Reclamation Project Act of 1939. The Casper Tribune-Herald announced in October 1951 that the powerplant would be unique in its use of natural hot water. Almost the entire plant would be heated by water from a nearby hot springs that flowed at rates up to 400 gallons per minute at temperatures from 100 to 115 degrees. A well drilled at one corner of the building would tap water from the spring whose natural outlet was below the site of the plant. Savings was estimated at $5000 per year. The Bureau of Reclamation carried out the construction between 1952 and 1955. Workers lived in the old Government Camp/CCC Camp (see Stop No. 11).

The plant uses a 165-foot drop from the reservoir to the river for power generation and consists of two units, each a 20, 700-kilowatt vertical-shaft generator driven by a 26,500-horsepower turbine. Power production began on a seasonal basis in July 1955, and after 1958 it was operated on a year-round basis.

Stop 11: Alcova Government Camp/ CCC Camp

How to find it: This site is located in Alcova Centennial Park, on the south side of the North Platte River and on the east side of the county road, opposite the Alcova Powerplant.

About the site: Little remains from the bustling construction camps and the Civilian Conservation Corps (CCC) camp of the 1930s and early 1940s. A side-gabled wood frame warehouse, hand-planted trees, and a curved sidewalk partially encircling the site are now part of Alcova Centennial Park. On the south side of the road opposite the park, some poured concrete foundations and scattered lumber also mark the site.

Although the Casper-Alcova Project (later Kendrick) was not officially approved until 1935, it had received preliminary approval from President Roosevelt in 1933; at that time a small camp was established near Alcova consisting of a combination field office and bunkhouse for the use of the engineering crews and inspectors. The Bureau of Reclamation continued to build a temporary residential community for the workers, generally cons1stmg of lath-and-tarpaper dwellings. It was largely completed by 1935 and was called Alcova Government Camp. It was occupied by contractors and personnel until 1938, when the dam was completed. From 1938 to 1941, the CCC occupied an adjacent camp. Government Camp was reoccupied from 1952-1955 by workers during the construction of the Alcova Powerplant, and subsequently by workers building the Fremont Canyon Powerplant (1956-1961) and Gray Reef Dam (1958-1961). Personnel associated with the both the Alcova and Fremont Canyon powerplants continued to occupy the site during the 1960s and early 1970s. After the completion of the dam, the CCC established Camp BR-79 just east of the government buildings. The Bureau of Reclamation obtained a lease for 40 acres, and construction of the camp began on August 30, 1938. The camp was completed by October 15 and was soon occupied by about 200 enrollees. There was probably some overlapping use of the older Government Camp buildings and the newly erected CCC buildings, and it appears that after the completion of the dam in 1938, a reduced force of operations and maintenance personnel continued to occupy some of the buildings. Also, the CCC razed some of the "undesirable structures" from the original Government Camp. From 1938 until 1941, when the CCC was discontinued due to World War II, enrollees at the Alcova Camp worked on developing recreational areas adjacent to Alcova Reservoir; one of their largest accomplishments was the construction of Lake Shore Drive (Stop No. 13). Living conditions were not luxurious - inspection reports reveal that camp personnel obtained their water from a shallow well on the riverbank, the ice box was not properly refrigerated, and the subsistence store room was infested with cockroaches. Complaints concerning food were numerous. All official complaints were investigated, usually through the state's representatives, and a letter from the Office of the Director of the CCC addressed to Wyoming's Honorable John McCormack in 1939 admitted that the mess at that time was "not up to standard." During the later occupation of workers involved with the construction of the Alcova and Fremont powerplants, the camp was renovated with several new houses, a new warehouse, and a sewage treatment facility. But by 1974, the facilities were no longer needed; vacant houses were sold and moved, and by 1988, all of the buildings had been removed except for a small complex of shops at the west end. The wood frame warehouse/shop dates from the CCC-era (1939) and is the only remaining original building.

Stop 12: Alcova Townsite

How to find it: This old settlement is located on the north side of the North Platte River a short distance northeast of Alcova Dam. The older buildings are located near the river; modern structures are interspersed and are more common to the north, approaching State Route 220. (The site of the original hot springs has been obliterated by Alcova Dam.)

About the site: Alcova Townsite is the oldest historic site on the tour and pre-dates all of the dams, powerplants, and reservoirs. In 1891, an eastern syndicate decided to exploit the area for its hot springs and scenic locale. The name Alcova was chosen because the hot springs were situated "in a nest of coves." The Alcova Hot Springs Company platted the site on May 31, 1891, and laid out a grid of city streets and blocks on the hillside south of today's Alcova Powerplant, envisioning hotels and bathing accommodations. The healing waters of the hot springs were thought to alleviate rheumatism, arthritis, and gout. Promoters planned a daily stage from Casper; they foresaw a possible railroad connection and even a fleet of small steamers and sailboats on the North Platte between Casper and Alcova. A townsite sprang up, and a post office was established on November 18, 1892. Financial difficulties soon plagued the development of the hot springs resort. Nevertheless, developers continued to sell lots, and in 1898 new pamphlets were issued that proclaimed: "Nature with generous care having provided hot springs, climate, scenery, and raw materials sufficient to build a city that will be an honor to majesty awaits the magic and charm that will improve with modern facilities her wondrous work for the healing of mankind." These rosy visions, however, were never realized, and Alcova stagnated as a small commercial center for surrounding ranches. But in 1903, the Fremont Hot Springs Company, consisting of local developers, platted "Alcova Addition A," which is the current townsite area. By 1907, Alcova had a small scattering of dwellings and at least one major business, the Alcova Mercantile Company. This enterprise was housed in a log building with a wood frame false front constructed as early as 1896 (some of the component logs are stamped with that date.) This building still stands, although it has been converted into a garage (see No. 1 on 1903 plat). H.L. Hollenbaugh operated the Mercantile from 1903-1909 and built an adjacent log residence. It was run by a succession of owners, and at one time housed the Alcova Post Office. From 1933 to 1939 it was called the Alcova Commissary, Inc., and sold food ' automotive supplies, and fuel. The two oldest residences also remain but have been altered. One is the home built in 1907 or 1908 (see No. 2 on plat) by H.L. Hollenbaugh, who owned the Alcova Mercantile at that time·' the other is the Boney Earnest House. Earnest was a pioneer rancher and frontiersman. When Pathfinder Dam was built, his Pick Ranch holdings were flooded, and he moved to Alcova in 1908. There he built a large home, using logs transported from his former ranch. A later addition on the north side was used as a dance hall (see No. 3 on plat). Another historic building is the old Alcova School (see No. 4 on plat). It was built in about 1929 from lumber salvaged from a former community dance hall and had an attached teacherage. Students attended this little school until 1954, when a new brick elementary was built on the southeast side of the river. The old school was converted into a residence. Alcova remained a quiet rural community until the mid-1930s when the Bureau of Reclamation began construction of Alcova Dam - all of a sudden, Alcova became a boom town. The adjacent Government Camp and CCC Camp (see Stop No. 11) continued to house workers during the construction of other nearby Bureau facilities, but by the 1970s camp buildings were sold and removed. Modern facilities such as seasonal cabins have been constructed between old Alcova and the highway to accommodate boaters and fishermen.

Stop 13: Lake Shore Drive

How to find it: About 2 miles west of the Alcova turnoff (County Road 407), turn south from State Route 220 onto Lake Shore Drive (County Road 406).

About the site: This 4.5-mile winding drive along the northwest shore of Alcova Reservoir was constructed by the Alcova CCC Camp (see Stop No. 11). Enrollees worked at carving out this road between 19 3 9 and 1941. A camp inspection report from 1940 confirms that the enrollees were engaged entirely in road construction; the report estimated that 31,200 man-days were required to complete the project. Although there are no notable stone guardrails, culverts, or retaining walls, such as those found in Guernsey State Park, there is a scenic overlook constructed with stone steps leading to a rocky promontory overlooking Alcova Reservoir.

Introduction

The Natrona County Historic Preservation Commission, composed of volunteers appointed by the County Commissioners, is a small body of individuals who value and promote the study of Wyoming’s history. From time to time we publish monographs that illuminate that history and bring it home for today’s residents and visitors. Wyoming’s population is always in flux from one boom cycle in its economy to another – people from other states and other cultures come to live and prosper here. We aim to help them, as well as long-term residents, appreciate and understand the rich history to which they are heirs.

The cemeteries catalogued in this monograph offer us a glimpse of “Who’s Who” and “What’s What” in the early and later days of Wyoming’s settlement; to understand how difficult it was to be in Wyoming in the 19th century, how much people had to endure, how many people died, but also how many succeeded.

Hence, our latest monograph on cemeteries in Natrona County, the fifth in the series of history booklets published by the Natrona County Historic Preservation Commission. Here you will meet some of our early residents who lived and died here, as well as more recent residents who made a prosperous living in our beloved state. Read on – be welcome to go exploring yourself – into the history of Natrona County and Wyoming.

Arminto

Arminto Cemetery is located just east of what is now the town of Arminto, 10 miles north of Waltman in Northwestern Natrona County. Arminto is located on the Burlington Northern Railroad and was once a bustling shipping point for a great number of cattle and sheep from the surrounding area. The larger eastern part of the cemetery contains two headstones and an unmarked grave. The grave was fenced with wood and wire fencing long since rotted and knocked down by weather and cattle, which have grazed in the cemetery. Those buried here, according to cemetery records, died in the 1900s. The western part of the cemetery is several hundred feet west, and consists of three gravesites. One is obliterated after the fencing weathered and fell. Two graves are enclosed by carefully constructed ornamental wrought iron and woven wire fence. One contains a headstone that looks like a geode, round sandstone, with a now illegible inscription.

Bothwell

Established by the Sweetwater Land & Improvement Company in 1889, the town of Bothwell boasted a store, blacksmith shop, post office, saloon, and newspaper, “The Sweetwater Chieftain”. Named for Albert Bothwell and his brother, the town was heavily promoted but few lots were sold.

Homesteader Ella Watson and her husband, saloon keeper, James Averell, each had homestead land near the new town site of Bothwell and on land that Bothwell claimed for grazing his cattle. On July 20, 1889, Bothwell and five men lynched Watson and Averell, accusing them of stealing and illegally branding cattle from ranchers in the area. Following the hanging in a gulch by the Sweetwater River, the two were buried near Averell’s saloon in Bothwell. The six members of the hanging party were charged with murder but the key witness, Frank Buchanan, disappeared under mysterious circumstances and a secondary witness died. The defendants were all acquitted.

The town of Bothwell changed its name in 1892 to Johnstown. The town never really caught on with the public and shops eventually closed as did the hopes for a town. There are no graves visible or marked in the Bothwell Cemetery.

Casper Mountain

The Casper Mountain Cemetery lies on the steep, north-facing slope of Casper Mountain in terrain that is difficult to traverse. The northwest flank of a narrow, 140-foot deep canyon, the floor of which crosses the northeast corner of the 10-acre tract, constitutes the cemetery.

The cemetery tract was donated to the City of Casper on July 10, 1968, by Fred and Brenda Layman, to be used as a cemetery for cremated human remains. The Layman’s held a strong belief in cremation and the continuance of the original, pristine setting of the cemetery. A wooden stairway and deck was constructed by the City of Casper for access. The stairway and deck, from which loose cremated remains were thrown, lies just outside the northwest corner of the cemetery tract. The stairway and deck are still in existence. Many of the cremated human ashes that were thrown from the deck fell outside the cemetery boundaries. The discard of human remains in containers was not allowed.

The first cremated body to be scattered from the deck was that of Fred C Hall on October 10, 1971. Since then the ashes of approximately 170 people have been scattered at the site. The date of the last known burial was October of 1991. After that date, the City of Casper closed the cemetery because of accessibility problems. However, local residents on occasion still use the site as a repository for cremanes.

Crimson Dawn

Since 1929, a “Midsummer’s Eve” celebration has been held on June 21 as a result of Neal Forsling’s imagination. She created witches for stories which she told to her children on long, cold days in the winter on Casper Mountain. She and her husband, Jim, built stations for the witches. During the Midsummer’s Eve, each witch comes alive through local actors and a parade is conducted through the trees of the forest and out on to the barren promontory where a huge bonfire is lit. Each participant scoops up a handful of the red dirt and throws it into the fire and says, “red earth burn”. If their wishes do not come true, at least they have had a good time.

In 1943, Jim Forsling skied to town to get provisions and was returning home on foot to his home at Crimson Dawn. He got to the Wa-Wa Lodge, where Oly Fougstedt warned him that a storm was imminent and asked him to stay overnight at the lodge. Jim underestimated the distance to get back home or the severity of the storm and perished near his home. Mrs. Forsling found his frozen body a few days later. Jim died March 3, 1942, and is buried at Crimson Dawn, on the red bluff close to the place where the great bonfire is built every June 21, along with Elizabeth (Neal) Paxton Forsling, Neal, and their daughter, Jean Loomis. (Randall, and Cronin)

Davy Crockett

David B. Crockett, great grandnephew of the famous Davy Crockett, once had a vanadium claim known as the “Moonshine Lode”. Vanadium is the chemical element of atomic number 23, a hard, gray metal of the transition series, used to make alloy steels.

Davy had a feud with Fred Patee since both of them had claims on the same land. One famous story tells of the two of them having a shoot-out over a theft. Both of them thought they had killed the other, so they both went to town to turn themselves in.

Davy Crockett died January 31, 1937 at the age of 75. He is buried on the top of Casper Mountain in an unknown location.

Eadsville (Ghost Town on Casper Mountain)

In 1880 a series of mining ventures began, with Eadsville the center of much activity until 1895 when the only vein rich enough to sustain a mining operation contained asbestos. The town was abandoned in 1897. In 1925 the site of Eadsville was used as a TB Recuperation Camp.

Mr. John L. Clark and his wife Bertha lost the youngest of their seven children, two infant boys in 1871, and they are buried at Eadsville. John (called Jack) was the son of Scottish immigrants William Clark and Jane Miller.
The Eadsville town site is now privately owned.

Eadsville cemetery is located approximately one-half mile southwest of the Eadsville ghost town. There are other unmarked graves nearby.

Edgerton

Located halfway between Edgerton and Midwest near the water tank northwest of Edgerton, the site is accessible from existing roads. The cemetery is enclosed by a pipe fence to keep cattle out. This is the Children’s Cemetery. There are five children interred here and there is one larger grave, possibly for an adult. Three children from one family were interred in the 1920s. Sandy Schutte, Midwest Museum Curator, indicated that a lot of children died of influenza, even though there was a hospital at Midwest during the boom of the 1920s. There are no headstones. Jerry Brown welded pipe crosses for each grave in 1999, including the name of a person buried there.

Evansville Gravesite

This is a single tomb on the grounds of the Evansville Elementary School. Although the reported number varies, it contains the remains of several individuals who were originally buried in or near the Richard’s (Reshaw’s) Bridge and Trading Post, probably in the 1850s, and unearthed during construction in November 1962.

Archaeologists and anthropologists who studied the remains concluded that there were at least one Native American, two women, and two soldiers. One of the soldiers was identified as Pvt. John Morgan of the 7th Infantry who died in a military hospital nearby while the other may have been Sgt. John McCall of the 4th Artillery, who froze to death during a snowstorm September 6, 1858.

Fort Caspar

There are 11 white marble headstones at Fort Caspar that represent some of the soldiers of the 11th Ohio Volunteer Cavalry who died while stationed in central Wyoming. There are no bodies buried with these headstones.
However, in 1938, while building a road to the fort site, there were six bodies unearthed. They included 5 soldiers and one woman. One of the soldiers had 50 metal arrowheads with his remains. None of the bodies has ever been identified. They were reburied under the nearby Grand Army of the Republic monument on the fort site.

Fougstedt Cemetery

The Fougstedt brothers owned land near the Wa-Wa Lodge and Nils worked there and served food, beverages and conversation to travelers on their way up or down Casper Mountain. Oly listened to the radio and was a source of information about impending weather conditions, which he was eager to share with people. During the winter of ’49, Ken Ball took an Army National Guard track vehicle up to bring supplies for Oly. Oly was insulted that anyone would think he needed help and refused all of the groceries, except one bottle of whiskey and some chew. (Cronin)

Oly and Nils Fougstedt are both buried in the cemetery.

Freeland, Bates Creek Area

The Freeland Cemetery has been used by ranchers in the Bates Creek area for over 150 years. The names are a who’s who in Casper History, with the McGraugh family being one of the oldest in the cemetery. The Martin family used this cemetery for a long time and, possibly because the dirt was easier to dig, began using their own plot a few miles south of Freeland.

Goose Egg Ranch

The Goose Egg Ranch is located west of Casper about 14 miles at Bessemer Bend, north of Highway 220. Internet sources indicate that the ranch house was an historic structure torn down in the 1950s or 1960s and was the site of a scene in Owen Wister’s novel, The Virginian, and where the John Wayne movie “Hellfighters” was filmed.

The town of Bessemer was located here as well, reportedly a thriving place for a few years in the 1880s. In 1888 there was apparently a fraudulent election for county seat, Bessemer vs. Casper. The results were thrown out and Casper was made the county seat. The dream that was Bessemer died soon after when potential mineral deposits did not pan out.

In 1878 three Searight brothers sold their holdings at Chugwater in southeastern Wyoming to a man by the name of Alec Swan. Seeking new rangeland and a place to build a home, the brothers chose a site near a big bend of the North Platte River approximately 14 miles from the present town of Casper. The house, begun in 1881 or 1882, was completed in 1883. But the Searights lived in the fine house only three years and a few months. The summer of 1886 brought drought to the Wyoming ranges. The burning grass offered scant feed for the great herds of cattle. Ranchers were uneasy. The Searights sold out, trailing their cattle to all parts of the state. J. M. Carey of the CY outfit bought what was left of the cattle and the Goose Egg Ranch.

William Clark was hired to be the first foreman of the Goose Egg Ranch. Near the North Platte River was the great house where his wife, Jane, would have room for their nine children. Everyone knew about the house. There was no other like it in all of the central part of Wyoming.

The imposing two-story stone house stood on a high flat above the river. Unsheltered by trees, it caught the full glare of the sun and the full blast of the wind. The Searights had chosen to build it there, “so no Indians could sneak up on them.” During the years the Searights lived at the Goose Egg, the Indians moved freely, having permission to leave the reservation and hunt. Their winter camp was a short distance away at the end of Casper Mountain.
The Clarks knew tragedy at the Goose Egg. Three of their children were born there, rounding out the number to 13. Of these three, only one girl survived. The graves of a small boy and a baby girl are still on the high land beyond where the ranch house once stood. Both Burchell and William Clark, Jr. were born at the Goose Egg ranch house and lived to be 65 and 76 years old respectively. Cyrilla died at birth and is buried at the ranch as well as her older brother Edward who was born in Nebraska. (Wyatt).

Henderlite Grave At “Grave Spring”

“Along the roadside on the north fork of Buffalo Creek, in the Big Horn Mountains, eighty-six miles northwest of Casper, is a lonely grave and at the head of this grave is a weather-worn piece of board a foot in length and six inches wide upon which is carved with a pocket knife: ‘Died June 17, 1894, L. Henderlight. In the summer of 1922, the Boy Scouts of Casper were camped in the beautiful little park which is about a quarter of a mile south of this grave, and they put a wooden cross at the head of the mound.” (Mokler, p. 386)

At some time since then, a stone monument has been placed there with a metal plate.
John Henderlite, a known, law-abiding citizen from Lander, was herding sheep for Bunce and Delfelder along with Harry Hudson. The two men had a quarrel and Henderlite was killed. Henderlite was buried and Hudson was arrested and brought to the Casper jail.

“At the preliminary hearing there were no witnesses to dispute Hudson’s version of the tradegy, (sic) and as he produced a large knife which he claimed that Henderlite attacked him with and as his story seemed reasonable, he was given his freedom . . . . . his death has gone unavenged (sic).” (Mokler, p. 387)

Highland

In the early 1890's, saddened by the untidy appearance of the condition of the final resting place of his young wife, then mayor, C.K. Bucknum purchased a quarter section of land east of the Casper limits and donated it to the city to be used for a new cemetery. Reportedly, the remains of those interred in the old cemetery (located near McKinley and old Yellowstone Highway) were moved to a hill on the north portion of the new cemetery. Memorials at that time were mainly constructed of wood and few remain today. Mayor Bucknum chose a different area for his departed wife. It is located south of what is currently the Conwell Street gate, and is where he and other family members are presently interred.
Though largely covered by prairie grasses and sagebrush, it was decreed that this land would become a place of tranquility and beauty. Private citizens, local organizations, and the City of Casper have all added trees, shrubs, turf, and irrigation systems to improve the cemetery's appearance.
Many of the historically influential people that built Casper, Natrona County, and much of central Wyoming, are interred within the boundaries of Highland Cemetery. A tour of this cemetery reveals many familiar names, given also to schools, museums, businesses, neighborhoods, roads and streets, and even to some of the land itself.

Hiland

Hiland (population 10) is a small community west of Casper where the cemetery on the hill above the town tells stories of hardships and heartaches. One can see from the dates and names on the headstones that families were torn apart by disease that claimed children and one entire family who perished in a single car crash. The town has had four different names throughout its history.

According to Bernaise Neff, at some time, Ted Neff, Bernaise’s father, made several small cement headstones for the deceased, mostly children, where there were no stones to commemorate their deaths.
The earliest burial date in the cemetery is 1901, with the latest being 2002.

Even after many decades, many of the graves are decorated in remembrance each year by loved ones.

Independence Rock

Independence Rock is a National Historic Register site, a huge rock monolith located just north of the Sweetwater River, 55 miles southwest of Casper on Highway 220. The site is famous for being a midway destination point for travelers on the Oregon, California and Mormon Trails. Thousands of pioneers passed by here during the active years of the trails, the 1840s through 1860s. There was a huge annual Fourth of July celebration. If the pioneers hadn’t made it to here by the fourth of July it was likely that they wouldn’t make it to their ultimate destination by winter. Many carved their names in the rock and it became known as The Register of the Desert.

Cemetery records indicate that about a dozen people were buried at or near Independence Rock, most of whom died in the 1840s and 1850s. There is a news story posted at the rest area about a plot at the base of Independence Rock.
Richard Anderson, site superintendent, related:

“I know of a couple of sites right next to the Rock. . . According to a letter from Mrs. Tom Sun dated July 14, 1946; she states that Ross Merrill, 4 yr old son of C. Merrill, the stage driver, was buried there in 1897 along with three year old McCorkle girl, who lived at the old soda works down near Soda Lake. She also mentions some soldiers buried north and east of the Rock but were later moved by the government to Fort Fetterman. I can’t confirm the sources, but supposedly there are grave sites on the other side of the river near the Rock.”

Cemetery records do not indicate any located plots at or near Independence Rock.

John Arnold

A grave with the name “John Arnold” stands west of Elkhorn Creek, on the north face of Casper Mountain, near the opening of his mine. He mined for copper and “paint rock”, but never sold any ore.. He had other mines in the area with names like “Cloud Burst”, “Copper Glover”, “Cross” and “Lead Gold”.

Johnny “HAPPY JACK” Allen

Johnny Allen was an early resident of the Bloody Turnip area. From an asbestos claim further up the front of Casper Mountain at what is now called Asbestos Turn, he built the Wyoming Asbestos Company of Casper Mountain. He had claims to several mines, “Hidden Treasure Mine”, “Maud”, “Phjanwaeist”, and “Amethyst”, some with partners J. B. Smith and A. C. Bailey. He also had land at Eadsville.

Jack held several positions in the area such as sheriff and guard for Wells Fargo. With a partner, Bill Hobbs, he trained a ladies precision horse-riding team call the Lady Lancers.

“Happy Jack” is the name of the first ski run on Casper Mountain. Surely it is named for Johnny Allen. He is buried in a steel vault alongside his dog on the property near Bloody Turnip and below Allen Canyon.

Martin Cemetery

Located between the Freeland Cemetery and the southern border of Natrona County, off the Old Medicine Bow Highway, is the Martin Cemetery. There are several old root cellars near the small plot, but nothing remains of a dwelling. There are two gravestones, one with two burials, dating from 1921 to 1926.

Martin’s Cove

In early 1856, Mormon converts began their long trek from England to Zion. They made their journey by ship, train, wagon and, finally, pushed handcarts west across the plains. The Martin and Willie Wagon Train Companies left Iowa City late in the season, too late to safely make the crossing to Utah.

The Martin Company, unable to afford the toll at Reshaw’s Bridge, located in the present town of Evansville, chose to ford the North Platte in bitterly cold weather. The next day, October 19th, a blizzard dropped between 12 and 18 inches of snow. The temperatures dropped well below zero. Before the Martin Company had traveled eight miles beyond the Platte, 56 of their members had died. The Willie Company, farther west, had also become trapped by the storm.

When Brigham Young learned, in early October, that the parties were still out on the trail, he sent rescue parties east from Salt Lake City to assist them. By the time these rescuers reached the Martin Party, they were spread out over 60 miles of trail from Red Buttes west of Casper to Martin’s Cove on the Sweetwater River.

Rescuer Daniel W. Jones described the scene:

“There were old men pulling and tugging their carts, sometimes loaded with a sick wife or children, women pulling along sick husbands; little children six to eight years old struggling through the mud and snow. . . . . The provisions we [had] amounted to almost nothing among so many people, many of them now on very short rations some almost starving. . . . . The company was composed of average emigrants; old, middle-aged and young women and children. The men seemed to be falling and dying faster than the women and children.”

With the assistance of the rescuers,, the Martin Company took refuge in a sheltered pocket on the south side of the Sweetwater Mountains, now known as Martin’s Cove. Nearly one-fourth of the 576 members of the Martin Company died before the company finally arrived in Salt Lake City on November 30, 1856.

Memorial Gardens

Memorial Gardens Cemetery is currently operating. It is located approximately 5.5 miles northwest of Casper, Wyoming along Highway 20-26. The cemetery was founded in 1952 by Dennis Knopik of Casper, The property was later sold to Lee Drinkwater and Langdon Polk. They, in turn, sold the cemetery to the Leewen Group, a Canadian company. This transaction occurred in 1957. The Leewan Group later went bankrupt and in January 2001, sold the property to Randy and Rita Butler, the present owners.

The first burial in 1954 was Rosetta Bennett. By October 10, 2009, there were 6,034 burials at the cemetery. The cemetery originally covered 30 acres, 15% of which are developed. Ten of the non-developed acres have been sold by the Butlers.
An office building and a large, Quonset-type utility building are located in the northeastern portion of the cemetery. A road system approximately one-half mile long is present within the cemetery. That portion of the cemetery that lies west of the office building and north of the northernmost, road, is undeveloped. This tract is four acres in size.

Midwest

Located four miles northwest of Midwest and approximately one-half mile south of the highway, a stout, sheep-tight fence surrounds four acres of an almost forgotten cemetery. The cemetery was used mainly from 1925 to 1937, but the last burial in was in 1970.

According to the 1925 “Midwest Review”, the Industrial Company of the Midwest Refining Company secured title to the ground for the purpose of establishing a cemetery. As the Midwest Cemetery proprietor, the company maintained the fence, roads, assigned lots, and issued burial permits.

Burial plots were free to employees of the Midwest Oil Company and its associated companies and the members of their families, but outsiders, including contractors and their employees, were charged a fee of $10 for full-sized plots and $5 for a half. The title to the ground would remain vested with the company and no deeds were issued to the plots. However, lot holders could reserve plots for exclusive use of their families.

Ninety-three company markers mark the graves dating from 1925 to 1937. Several more denote other burials; several others have no markers at all.

In 1993 the original records were found and passed on to Sandy Schutte, the Midwest Museum curator. The chart is hanging on the museum wall and contains the names, dates and parents of each person buried in the cemetery.
There is an additional small cemetery in Midwest where burials before 1925 were made, but there are no “real” records and there are unmarked graves. (Livingston)

New Alcova

The New Alcova Cemetery is located across Highway 220 from Sloan’s General Store. Access to the cemetery is unmarked. Access is via a narrow, steep road. The cemetery is unique with graves covered with lava rock and stone in the red dirt among the cedar trees and a great view of the North Platte River. Many Alcova residents are interred here. Several of the 51 sites are those of cowboys from long-time ranching families from the area. Carved stone cowboy boots and real cowboy boots and lariats adorn several of the graves. Many headstones are based on a western theme. The cemetery is well-maintained. Having the access unmarked likely helps to keep out those who might do harm to the site. The earliest date is 1920.

O’Donnell

Located 7.5 miles southwest of Hiland, Wyoming is a dead tree beside a ranch house. There are two round rocks with no inscription at this site.

Mr. and Mrs. Leon O’Donnell are interred there. They originally homesteaded the ranch. Later, Mr. and Mrs. Bernaise Neff owned the ranch and it was Mr. Neff who confirmed the identity of the people resting under the rocks in the middle of nowhere. The live pine tree growing in back of the ranch house is so tall that it can be seen from many miles away as a vertical object towering above the prairie. The ranch house has been taken over by the prairie fauna and is no longer the lovely house it once was.

Old Alcova

The cemetery is located just northwest of the Gray Reef dam and can be seen from County Road 412. Access is via a dirt two-track road that leaves CR 412 shortly after its turn to the northeast. It is on a small knoll to the north of the two-track. There are five interments which are dated are from 1904-1906. They are of a variety of ages with one person born in 1834. The markers have been preserved with new headstones placed by Bustard’s Mortuary and Crematorium of Casper, a good way to preserve the information that would otherwise be lost with time. The site is fenced.

Oregon Trail State Veterans Cemetery

The Oregon Trail State Veteran’s Cemetery (OTSVC), located in Evansville, was established in 1983 through the efforts of the Wyoming Veteran’s Commission and the National Cemetery Administration of the U.S. Department of Veteran’s Affairs. The Wyoming Military Department, Offices in the State Capitol, Cheyenne, Wyoming, supervises and controls the cemetery.

Every veteran who receives any discharge, other than dishonorable, from the U. S. Armed Forces is eligible for burial. The spouse, handicapped or minor child of an eligible Veteran may also qualify for burial providing that the qualifying family member is in the same burial plot as that provided for the Veteran. Over 2,485 veterans and their spouses have been interred at the cemetery.

Pathfinder Dam

The cemetery is located adjacent to County Road 409, just north of Pathfinder Dam, with a great view of the reservoir. An ornate fence encloses the grave of Peter Yaeger and an informational sign. There are two unmarked graves south of the fence and four unmarked graves north of the fence. The informational sign was placed by the Natrona County Historical Society. Some of the graves are of local residents, and two are of people killed in a construction accident in 1912. The earliest grave date is 1906, and the latest is 1912.

Quintina Snoderly

Approximately 13 miles east of present-day Casper is the gravesite of a pioneer woman who died in a river crossing accident in 1852. She was a member of the Joab Powell wagon train on their way to Scio, Oregon. Due to the landowners finding her gravestone, archaeologists were able to study her remains and determined that she had probably been run over by a wagon crossing the river. The remains have since been re-interred near the original resting place and her gravestone is on display at the National Historic Trails Center in Casper.

Red Buttes

On July 25, 1865, army supply wagons under the command of Sgt. Amos Custard and escorted by troopers of the 11th Kansas Volunteer Cavalry, left Sweetwater Station near Independence Rock in western Natrona County and proceeded toward Platte Bridge Station. Unknown to them, members of the Lakota, Cheyenne, and Arapaho were preparing to attack Platte Bridge Station in revenge for the Sand Creek Massacre the previous winter. Custard’s wagons and troopers traveled the trail as far as Willow Springs and prepared to camp for the night. They were met by troopers from the 11th Ohio Volunteer Cavalry and encouraged to travel through the night to reach Platte Bridge Station before sunrise. Rejecting the warning, Custard’s party rose the next morning, July 26, and began the trek to Platte Bridge Station.

According to eye witnesses, they were detected by the tribes and attacked about five miles west of Platte Bridge Station. George Bent, a participant with the Cheyenne that day, claimed approximately 1,100 warriors participated in the fight which became known as the Battle of Red Buttes. Twenty soldiers were killed with the wagons. Three of the five soldiers riding as an advance guard were able to make their way safely to the fort. The soldiers killed defending the wagons were buried the next day in two trenches.

A Memorial Cemetery was dedicated on July 25, 1931, honoring the soldiers killed at the Battle of Red Buttes. The location of the actual graves has not been identified.

Salt Creek

Salt Creek was a platted town site about three miles southwest of the town of Midwest, similar to the other “camps” that dotted the Salt Creek Oil Field. It was a thriving and active community in the 1920s and 1930s. The main rail line that ran from Midwest to Casper ran through Salt Creek. There were several spurs off the main line where oil was loaded. There is a plat of the cemetery, similar to the plat of the town site. However, the cemetery plat is difficult to read and the location of the site cannot be determined from the plat.

With assistance from Sandy Schutte, curator of the Midwest Museum, and GPS coordinates, the town site was located by the dugway where the main rail line ran through town. A spur of the railroad was found 100 feet south of the main line, where there are still railroad ties. Other than that, no remnants of the town site or cemetery were found. The town site has been redeveloped in the various phases of oil production over the years. Now with CO2 injection wells covering the site there is much regrading and revegetation.

One of the local ranchers says the cemetery is a half mile or so west of the town site. There is no listing of internments.

Un-Named Cemetery, Northwestern Natrona County

An un-named cemetery containing three graves is located in northwestern Natrona County approximately .9 miles southeast of Badwater. It is situated on fee surface that is part of the Hendry Ranch. The cemetery lies on a broad and nearly flat topographic surface that stands about 120 feet above the surrounding terrain. The surface is approximately 2,000 feet long and tends to the southwest.

The cemetery measures 24 x 10 feet and is oriented to the north. It is outlined by a three-foot high wire fence supported by six steel posts. Three gravestones lie within the fence and are located along the west side of the cemetery. From north to south, the gravestones are labeled 1, 2, and 3. Gravestone 1 is located at the northwest corner of the cemetery. Stone 2 lies 12 feet to the south of grave 1, and gravestone 3 is eight feet south of number 2.

Gravestone 1 is composed of white, fine-grained limestone and measures 36 x 12 x 6 inches. The stone surface is smooth and the top is arched. The inscription of the east-facing stone reads, “Samuel Richards – Co H – 66 Ohio Vols – 1837-1898.” Adjacent to the south side of the grave is a one-foot high steel rod with a star-shaped metal emblem with the following: “GAR – 1881-85”.

Gravestone 2 is composed of red granite and is tabular in shape. It measured 21 x 9 x 5 inches and the top is polished. The inscription is, “Gertrude S. Bostelman – 1869-1939”.

Gravestone 3 is identical in size, style and composition to gravestone 2. The inscription reads, “Ernest O. Bostelman – 1866-1947”.

The ground surface within the fenced cemetery is littered with boulders. A badger has dug a hole in the middle of the site. No road leads directly to the cemetery. The nearest is about 1500 feet south. Just how the bodies were transported to the top of the steep sided pediment surface is unknown.

A conversation with the current landowner, indicated that it is unknown when the cemetery was founded and who constructed it. The owner did state that the Bostelmans were the original homesteaders and owners of the property. Their relationship to Samuel Roberts is unknown. The Bostelman gravestones are of a more modern vintage.

At the time of the visit to research the site, someone had previously placed a glass, flower container by each gravestone. This would suggest that someone is still visiting the cemetery.

Waltman

Waltman Cemetery is located on Highway 20-26, about two miles east of the Waltman Store/intersection. The location of Waltman itself, from the USGS Quad Sheet, is one mile south of the store/intersection. The site is visible just north of Highway 20/26. Cemetery records indicate nine burials, some in the 1920s and others of unknown dates. A new four-foot high woven wire and barbed wire highway right-of-way fence was unscalable and limited access to taking pictures from a distance.

References Cited

Anderson, Richard, Site Superintendent, Edness Kimball Wilkins State Park and Independence Rock, Personal Communication

Cronin, Vaughn S., 1998, Casper Mountain: The Magic Yesterday and Today, Vaugh’n Publishing

Curry, Peggy Simpson, February 20, 1972, “Portrait of a Pioneer Woman,” first appeared in the Casper Start Tribune’s 54th Annual Wyoming Edition

Findagrave.com

Livingston, Linda J. 2005, http://ftp.rootsweb.ancestry.com/pub/usgenweb/wy/natrona/cemeter...

Mokler, A. J., 1923, “Sheepherder’s Lonely Grave” in History of Natrona County

Morgan, Roger, Personal Communication

Neff, Bernaise, Personal Communication

Randall, Art, 1986, Eadsville: Town that Was, Private printing

Rodgers, Noreene, Personal Communication

Schutte, Sandy, Personal Communication

Steelman, Carla, Personal Communication

Wyatt, Karen Jack, Christina Clark’s granddaughter, personal communication, December, 2010