Lonesome Valley Regulators
SASS Cowboy Action Shooting (CAS) in Warner Robins GA
About LVR
LVR Members
Image Gallery
LVR Match Info
Cowboy Info
Georgia SASS
Cowboy Links
Contact LVR
Wishbone Hooper
Isom Dart
Kid Concho
Capt Kirk
Blazin Buster Bush
Double Pump
Nikelbak Jak
LVR Memorial
Capt Kirk

SASS member since Dec 2009 (#87080)

    Ruger Blackhawks .357 4-5/8"
    Uberti/NavyArms 1860 .38spl  7-1/2" 

    Uberti/NavyArms 1872 .38spl  5-1/2"
1866 Yellow-Boy .38spl,
       Octagon 24"
Uberti/NavyArms  1892 .357, Octagon 20"
    1884 "Rabbit Ears" 12 guage
    Stoeger 12ga
    Lee Pro 1000
    TrailBoss Gunpowder (4.1gr @ .88 LeeAutoDisk)
    158gr RN Cast Bullet
    CCI Mag Primer

Legalese: Every Loader is different, start powder low and find what works best  for your outfit.     

Memoirs of Captain Parham Kirk:

 Parham Kirk, born in Stanley Country Virginia during a visit to relatives in the spring of 1831, raised in the southeast shipping center of Charleston SC.

 Son of a Naval Officer, I was appointed a Midshipman at age of 15, tours included duty on the USS Columbus & USS Potomac with trips throughout the Atlantic and Gulf of Mexico. During duty on the Potomac was involved in the Mexican war Battle of Buena Vista (where I met Lieutenant Ulysses S. Grant) and the Battle of Veracruz (where I met Captain Robert E. Lee). Upon return to the US I was fortunate enough to be appointed to the Naval Academy in 1850 and upon graduation assigned to the USS Constitution and later the USS Yorktown. With breakup of the union in 1861, I resigned from the Union to support my homeland. Immediately assigned executive officer of the ironclad CSS Palmetto State and quickly involved in several encounters with running supplies through the Union blockades. Soon after was promoted and assigned to design and commissioning of the CSS Louisiana in New Orleans. Assigned to protect the Gulf ports with many minor encounters, was eventually wounded in the loss of the Louisiana defending Forts St Philip and Jackson during the Union 12-day siege of 1862. After recovery, was released from military service with the assignment to a CSS commissioned paddlewheel steamer called the Enterprise to run military supplies up/down the Mississippi. Eventually made runs up the Alabama River far as Montgomery and the Chattahoochee River all the way up to the Naval Stock Yard in Columbus GA.

  After the war, guess with the chaos and loss of records, the Enterprise was never claimed by the Union - so I just assumed possession, changed her name to the Galileo and easily transitioned into running supplies for the massive westward expansion resulting from President Lincolns Homestead Act of 1862. Sometime in 1866 while at the merchant market in Kanas City met a man Echeconnee-Kid who was looking for investors in the large freighter wagon trains caring supplies westward. With the usual price running supplies being $1 per 100 pounds for each 100 miles, it was very profitable, even more so if we worked together freighting supplies direct from the factory. So the Echeconnee & Parham Freight Company was formed. This venture proved extremely profitable and from all the enlighten talk of the boundless western country; I decided to experience a trip on the northern and southern trails aboard one of our largest prairie schooners. In the summer of 1867, we ventured out with the normal 26 wagons along the Oregon Trail – stopping in all the major outposts; Fort Kearney, Fort Laramie, Fort Hall. On the stopover in Abilene Kansas, met a wild bunch ending up their cattle drive up from the XIT Ranch near Lubbock Tx – called themselves the Lonesome Valley Regulators. Seeing as our next venture during the winter of 1867 was going to be the southern Santa Fe trail heading down to Tucson, a route which was notorious for vaquero raiders – I offered to hire these Regulators as protection. With good Conestoga wagons going for $300 and the freight worth over $1000 in the trail outposts, it was well worth paying the Regulators the $50 month I offered. Well you’d of thought I offered them gold bars as that was more money than they’d make in two trips up the Chisholm Trail, the deal was sealed. After completing the trip to Fort Hall, we returned to Independence and took the Galileo down to Memphis to resupply….

Won’t go into details about how long it took to get the Regulators posse’d up when the Galileo was loaded; Them Regulators weren’t very useful for a couple days….

  Although Wishbone had a tight reign on these Regulators (Poe Skard, Double Pump, Nik Jet, No Limit, Texas Slim), he was hard pressed keeping Kid Concho on freight protection as he seemed to develop a knack at gambling in those saloons, but he’d eventually show up if not only to drive Isom Dart crazy. Of course the Gambler was the first to pull out a deck of cards whenever the Kid showed up to try and relieve him of his winnings… I’d seen Isom stand behind the Kid and signal the Gambler what he was holding – Isom would laugh the hardest whenever the Kid lost a big hand. Now the youngsters of the group were feeling their oats and were a bit more adventurous around the towns, Poe Skard & Double Pump were quick on the draw and didn’t take too much foolery from the locals… Texas Slim & Nik Jet would hang back to make sure they didn’t end up on the wrong end of a rope. Many a time when ready to Posse-Up for next leg of the trail, Wishbone would have to mosey down to town sheriff and bail them boys out – course I threatened to take it outta their pay but it didn’t matter, repeated the same at every town along the trail….but made so much profit from their protection – ended up given em all bonuses.

  The Regulators were a rowdy prankster bunch, but you wouldn’t know it once lead was flying - after the first few encounters with Vaquero Raiders – word spread along the trail and we had no more troubles. Turns out our cook Lady-Cat was just as quick with those Colts as she was with a frying pan, one morning she almost took out a whole group of raiders before we could get out of our bed rolls. No Limit became the “trader” along the trail, saved me a bundle dealing with the natives as we passed through their territories…..actually made extra profit from some of the native goods (furs, leather and their Katchina dolls) Sent those dolls back to my sister Becky in Charleston for her daughters Elizabeth and Emily – heard that Elizabeth went on to great things with those Tennessee walker horses. 

 No Limit fancied himself around the ladies and eventually found a gal over in Fort Laramie they called double-tap, she got her lasso hogtied around him and that was his last trip along the Oregon Trail. Seeing an opportunity with Fort Laramie being a major re-supply center to the expanding west, proposed a partnership with No Limit and establishing Chimney Rock Mercantile – still receiving handsome annual dividends. 

 Echeconnee & Parham Freight Company managed to employ the Regulators for a couple more years before the Railroad and Barbed wire changed the west. Although Kid Concho went his own way (saloons & gambling) and unfortunately Isom diverged into lawless endeavors, Wishbone kept most the Regulators corralled. Probably mostly due to Lady-Cat’s cooking (turns out most of em was his kin one way t’other). On one of the last wagon train deliveries to Chimney Rock Mercantile in Denver City, met up with Echeconnee and Wishbone about discussions for the growing demand of cattle in the East, the three of us posse’d up and bought a huge spread we named Indian Creek Ranch up near the Laramie Mountains of Wyoming.
 Somehow one of Double-Tap’s friends took a hankering to me and pretty soon my wandering days were over. Managed one last overland trip to Oregon where we found a nice spread near the coast. So went back to my seafaring ways and bought a new cargo steamer, called her the Sherry-1. Managed to get involved with foreign trade and did pretty well shipping things back east through the railroad and Chimney Rock Mercantile. Had to keep busy as Sherry managed to create a whole passel of them young’uns – sometimes still get their names all mixed up….. Mostly just leave it up to the two oldest (Krackatoa and Twiggy) to take care of the herd….

 Occasionally make it back to Indian Creek Ranch and head out back where we bring out the ol Colts and Winchesters, still manage to hit a few canning jars before the ladies come running out with their brooms an start a whackin us….. 
 Lucky thing we bought a huge spread as that Hooper clan multiplied faster’n them cattle…..
Good times….

Capt Kirk’s military bio was derived from Captain William Harwar Parker (en.wikipedia.org/wiki/William_Harwar_Parker).

I found Parham Kirk from searching Civil War records for “Kirk”, details below…
The “Memoirs” story I created as a plausible scenario of Americans getting caught up with the excitement and riches of the westward expansion.
As an avid Louis L’Amour fan, I copied his writing style in that the timeline and locations are physically and historically correct to my knowledge as researched throughout the WWW.  L’Amour typically physically traveled the trails of his stories, I traveled mine through the World Wide Web….. I’ll try and post most ref material on the LVR Cowboy page.
The Enterprise Paddle steamer was real: en.wikipedia.org/wiki/Enterprise_%281855%29
The Indian Creek Ranch is real and for sale (1.9mil): 


Overland Trail brief: 

Thomas Jefferson's purchase of the Louisiana Territory in 1803, began the expansion of the US from coast to coast. Once Lewis and Clark crossed the Mississippi River, the West was born. In 87 years from 1803 to 1890, the American frontier was gone.

 The heyday of the West, with legends such as Wild Bill Hickok, Buffalo Bill Cody, Chief Crazy Horse, Wyatt Earp, Bat Masterson and William Bonney, began around the Civil War end in 1865 and faded with the barbed-wire fencing of the west during the 1890s ( a mere twenty-five years). 

 The Oregon Trail began in earnest around 1836 and quickly faded into obscurity after completion of the Transcontinental Railroad in 1869. The freighter use of the southern Santa-Fe Trail lasted until the completion of the railroad in 1880. Most of the famous western “Cowboy” towns emerged with the railroads after the timeline of this story.

 Couple of very informative maps: Trans-Mississippi Map of 1843 and the 1869 Transcontinental Railroad Maps, both from US Library of Congress and available here on the LVR Cowboy Page.

Sources: North Carolina Troops 1861-65, A Roster

American Civil War Soldiers
Name: Parham Kirk
Residence: Stanly County, North Carolina
Enlistment Date: 31 Oct 1864
Enlistment Place: Stanly County, North Carolina
Side Served: Confederacy
State Served: North Carolina
Service Record: Enlisted as a Private on 31 October 1864.
Enlisted in Company K, 28th Infantry Regiment North Carolina on 31 Oct 1864.

28th Regiment, North Carolina Infantry
28th Infantry Regiment was organized and mustered into Confederate service in September, 1861, at High Point, North Carolina. Its members were from the counties of Surry, Gaston, Catawba, Stanley, Montgomery, Yadkin, Orange, and Cleveland. The unit moved to New Bern and arrived just as the troops were withdrawing from that fight. Ordered to Virginia in May, 1862, it was assigned to General Branch's and Lane's Brigade, Army of Northern Virginia. It fought at Hanover Court House and many conflicts of the army from the Seven Days' Battles to Cold Harbor. The 28th was then involved in the long Petersburg siege south of the James River and the Appomattox operations. It came to Virginia with 1,199 men, lost thirty-three percent of the 480 engaged during the Seven Days' Battles, and had 3 killed and 26 wounded at Cedar Mountain and 5 killed and 45 wounded at Second Manassas. The regiment reported 65 casualties at Fredericksburg and 89 at Chancellorsville. Of the 346 in action at Gettysburg, more than forty percent were killed, wounded, or missing. It surrendered 17 officers and 213 men. Its commanders were Colonels James H. Lane, Samuel D. Lowe, and William H.A. Speer; Lieutenant Colonels William D. Barringer and Thomas L. Lowe; and Majors William J. Montgomery, Richard E. Reeves, and S.N. Stowe.


The Enterprise was an early steamboat operating on the Willamette River in Oregon and also one of the first to operate on the Fraser River in British Columbia. This vessel should not be confused with the many other vessels, some of similar design, also named Enterprise. In earlier times, this vessel was sometimes called Tom Wright's Enterprise after one of her captains, the famous Tom Wright

Enterprise was built at Canemah, Oregon in the fall of 1855 by Capt. Archibald Jamieson, Captain A.S. Murray, Amory Holbrook and John Torrence, in the fall of 1855, for the upper Willamette trade. Her officers on the first trip upriver to Corvallis (then known as Marysville) were: Jamieson, captain ; Chandler, purser; and Torrence, engineer. George A. Pease was afterward employed as pilot, and John Marshall, engineer.

From 1855 to 1858 Enterprise was operated on the Willamette River, running between Oregon City, Canemah, and Corvallis. At that time Corvallis was considered to be the head of navigation on the Willamette. Merchants above Corvallis tried to get Captain Jamieson to bring Enterprise, which he then commanded, above Corvallis, but he would not go farther than Orleans, then a small settlement on the east side of the river across from Corvallis

Capt Kirk (Senior)