Andrew Drips, the “mountain man” who had guided De Smet up this way in 1840, was later replaced by Joseph Papin of St. Louis, who died and was buried here. His grave and the outlines of the second “Fort John” have been identified. It is not known just when this place was abandoned. However, when the main artery of traffic definitely moved from Robidoux to Mitchell Pass, in 1852, “Fort John” and Robidoux’s post both doubtless “withered on the vine,” in the manner of a modern-day filling station which is by-passed by a new highway. Collections of historical objects found on the surface of the sites of Robidoux’s two posts and “Fort John, Scott’s Bluffs” are preserved in the Oregon Trail Museum. Beads, pendants, danglers, belts, buttons, medallions, coins, traps, bar lead, bullet molds, and other objects testify to the variety of activities conducted at these stations. Although long consigned to oblivion, these primitive commercial establishments were the true beginnings of private enterprise in the Scotts Bluff area. _Coming of the Bullwhackers_ The Grattan massacre of 1854 and retaliation by Harney’s forces in 1855 were prologues to the inevitable showdown with the Plains Indians discussed later. New posts were built, garrisons were strengthened, and expeditions were launched. In 1857 troops had to be sent to Utah to quell the rebellious Mormons; at the same time the Cheyennes staged an outbreak. It became necessary for the Government to move huge quantities of equipment and provisions westward up the Platte Valley, and the freighting contractors came into the picture. Notable among these was the firm of Russell, Majors, and Waddell of Kansas City (old Westport). The army freight moved in huge Conestoga wagons drawn by 6 to 8 teams of oxen. A new profession arose known as “bullwhacker” and we can well imagine the bedlam that accompanied the passage of a “bulltrain” or the process of yoking up the bellowing animals in the morning after the nightly encampment in the wagon compound. The experience of taking a bulltrain through Mitchell Pass is vividly described by T. S. Kenderdine in 1858: