These stages--to use the west-bound route as an illustration--traveled in an elliptical course through Springfield, Missouri, and Fayetteville, Arkansas, to Van Buren, Arkansas, where the Memphis mail was received. Continuing in a southwesterly course, they passed through Indian Territory and the Choctaw Indian reserve--now Oklahoma--crossed the Red River at Calvert's Ferry, then on through Sherman, Fort Chadbourne and Fort Belknap, Texas, through Guadaloupe Pass to El Paso; thence up the Rio Grande River through the Mesilla Valley, and into western New Mexico--now Arizona to Tucson. Then the journey led up the Gila River to Arizona City, across the Mojave desert in Southern California and finally through the San Joaquin Valley to San Francisco. Today a traveler could cover nearly the same route, leaving St. Louis over the Frisco Railroad, transferring to the Texas Pacific at Fort Worth, and taking the Southern Pacific at El Paso for the remainder of the trip. As has been shown, the outbreak of the Civil War in the spring of 1861 made it necessary for the Federal Government to transfer this big and important route further north to get it beyond the latitude of the Confederacy. Hence the Southern route was formally abandoned[37] on March 12, 1861, and the equipment removed to the Central or Salt Lake trail where a daily service was inaugurated. About three months was necessary to move all the outfits and in July 1861, the first daily overland mail--running six times a week--was started between St. Joseph and Placerville, California, 1,920 miles by the way of Forts Kearney, Bridger, and Salt Lake City. The Hannibal and St. Joseph Railroad had been built into St. Joseph and was doing business by February 1859. For some time that city enjoyed the honor of being the eastern stage terminal; but within a year the railroad was extended to Atchison, about twenty miles down the stream. The latter place is situated on a bend of the river fourteen miles west of St. Joseph, and so the terminal honors soon passed to Atchison since its westerly location shortened the haul. In transferring the Butterfield line from the Southern to the Central route, it was merged with the Central Overland California and Pike's Peak Express Company which already included the Leavenworth and Pike's Peak Express Company, under the leadership of General Bela M. Hughes. This line was known to the Government as the Central Overland California Route. As soon as the transfer was completed, through California stages were started on an eighteen day schedule a full week less time than had been required by the Butterfield route, and ten days less than that of the Panama steamers. This was the most famous of all the stage routes, and except for three interruptions, due to Indian outbreaks in 1862, 1864, and 1865, it did business continuously for several years.