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The Prairie Schooner Got Them There
Fortress, ambulance, amphibious home on wheels—the humble covered wagon stands as the symbol of the winning of the West
February 1962 | Volume 13, Issue 2
One of life’s ironies is that no generation knows what history will make of its doings, or upon what symbols the future will seize to sum up the past’s greatest strivings. The bold, pioneering emigrants who led the way across the Great Plains would never have suspected that their symbol would be the humble and utilitarian vehicle in which they made their journey. As the long ride and the log cabin stand for the settling of the first frontier across the Alleghenies, the sturdy covered wagon will forever call to mind the winning of the West.
To be sure, subsequent generations have somewhat distorted the reality. Most modern illustrations of covered wagons, for example, depict the huge and lumbering Conestoga, with its boat shaped bed and sloping sides, its cover overhanging front and rear to give the whole a “swayback” appearance. Originating about 1750 in Pennsylvania, it flourished for a century. But it was almost never used beyond the Missouri except by freighters along the Santa Fe Trail. The Conestoga was uselessly heavy for the long pull to Oregon or California, and most of the few that were ill-advisedly taken on that journey had to be abandoned somewhere along the road. Physically, the emigrants’ vehicles were about the same as the so-called “movers’ wagons” that had taken earlier travelers on shorter, less heroic journeys. To go from one point to another farther west—from Connecticut to Ohio, say, or from Georgia to Alabama—the mover merely packed his wagon, hitched up, and went off over an already established road. He passed through a familiar type of country. He bought needed supplies at village stores. If a wagon broke down, or an ox died, or a child took sick, he could find whatever assistance was needed. The journey was seldom of more than a few hundred miles, and was not likely to require more than a month or six weeks.
Then, about 1840, the situation changed. Partly the change was geographical; partly political; partly, perhaps, psychological. Geographically, the central frontier now lay in Iowa and Missouri. Beyond it, in what is now eastern Nebraska and Kansas, there was some land that by the standards of the time was potentially good for farming. But this was a rather narrow belt, and in the eyes of a farmer of 1840 there was nothing much to be expected of it. Moreover, there was the political barrier, since Congress had established this nearer region as Indian territory. There was also room for settlers in Minnesota, but this was a cold and inhospitable region from the point of view of a southerner—and the cutting edge of the frontier was largely southern. Finally, by 1840 there had been a good deal of favorable publicity about both Oregon and California. The latter, to be sure, was still a part of Mexico. “But,” anyone could say, “look at what happened in Texas!”
Thus the problem in 1840 was vastly different from that faced by earlier movers. The distance to be traversed totaled about two thousand miles, and it must be made in one jump, between winter and winter. The intervening country was unsettled, so that any emergency must be met with the materials at hand. There was nothing that could be called an established road for wagons. The country was not the well-watered and generally benign eastern terrain, but was largely mountainous and arid. The Indians had not already retreated before the advancing white man, but were wholly untamed; many were powerful and warlike.
Thus presented, the odds seem impossible. A saying later current in California begins, “The cowards never started.” One would be inclined to go a little further and say, “Only the madmen started!” Yet start they did, and after some failures they were successful. Thus, rightly, an epic achievement placed the covered wagon in its present niche of glory.
Behind that achievement lay a psychic drive, a desire, almost a passion, to keep moving—and there was only one direction: westward! Many of the emigrants have left records of their motives. Negatively, they specify the wish to escape the agricultural depression that followed the panic of 1837, or the desire to get away from the malaria that raged throughout the Mississippi Valley. Positively, they mention the attractions of Oregon and California—the climate, the rich farmland, the chance to get ahead. Many went out of the sheer love of adventure—and an occasional one, like the absconding banker in the emigration of 1841, because he was fleeing the police.
The other motives seem to have been obscure to the emigrants themselves, but hindsight enables us to see them clearly. With many of these people, moving had become a habit, even an ancestral habit. Their journey to the Pacific Coast was not their first one. Joseph Chiles was only thirty-one years old when he headed west in ’41, but he had already moved from Kentucky to Missouri. George Donner, captain of the ill-fated party in ’46, had been born in North Carolina, but had lived in Kentucky, Indiana, Texas, and Illinois. Many, indeed, were Englishmen, Scotsmen, Irishmen, or Germans, to whom the Mississippi Valley was only a way stop. To all of these people, “going west” was as natural as swimming upstream is to a salmon.