The Prairie Schooner Got Them There


Mere monotony and ennui must have been a second unconscious but important reason. After a man, or a woman, had vegetated on a frontier farm for ten years, sheer boredom would be likely to make the risks of the journey seem rather attractive. One man put it simply. He had always liked to fish, he said, and he had heard that there was good fishing in Oregon.

These, then, were the forces that drove men west. How would they get there?

First among those factors that made desire practical were the trappers and missionaries who had already gained some knowledge of the country. This knowledge, indeed, was far from complete. The idea that the mountain men “knew every foot of the West” is sheer nonsense, as the history of the migration makes startlingly clear. Still, what they did know was invaluable. They had even taken wheeled vehicles—carts, generally—a long way along the road.

The ignorance of the first emigrants and the comparative knowledge of these others is strikingly demonstrated by the situation in ’41. The emigrants had assembled their wagons on the Missouri frontier, ready to start, when they discovered that not one of them had the slightest idea of what the route was. Luckily, they were able to attach themselves to a company of missionaries led by the famous Belgian Jesuit Pierre Jean De Smet and guided by “Broken Hand” Fitzpatrick, one of the famous mountain men. This guidance served the emigrants excellently for about half the distance, and then they were forced to press on into a country about which even the mountain men could tell them little—and with disastrous results. Still, however limited, the information and leadership supplied by the mountain men—Fitzpatrick, Joseph Walker, Caleb Greenwood, Isaac Hitchcock—were essential aids to the migration.

Granted the desire and some information, the frontier people next had to make the choice among three traditional modes of transportation: the cart, the pack train, or the wagon.

The two-wheeled cart seems scarcely to have been considered. At first glance, this seems curious. Carts were in use on many farms. They were strong and highly maneuverable. To the south, in Mexico, the carreta had served excellently during the magnificent push of the frontier northward. To the north, the so-called Red River cart, pulled by two or three mules in tandem, had become the standard means of transport on the Canadian prairies; American fur traders had adopted them, too, and had taken long trains of them as far as the Rocky Mountains.

But the cart was primarily adapted to the transportation of goods, not of families. And the emigration was primarily a family matter. A house on wheels was what was needed, and this the cart simply did not provide. Occasionally, when his team was reduced by death or exhaustion, some emigrant cut his wagon down to cartsize and thus was able to continue, but this is about all we hear of carts in the migration proper.

On the other hand, the pack train had its definite place. The mule, and less commonly the horse, already served as a pack animal for the mountain men, and during the migration, notably in 1849, was often employed. The advantages were obvious. The greater speed of movement meant carrying a smaller weight of supplies; the over-all time could be cut by at least a month, and the dangerous stretches of desert could be traversed more quickly. Pack trains could ford streams and cross mountains and rough country much more easily than could wagons.

But for migrating families the disadvantages of the pack train were extreme. Most farm women could ride, but few could withstand the day-after-day jouncing that would add up to two thousand miles. If the wife was pregnant (and many set out in that condition), it was obviously foolish to attempt such a ride. Small children were equally unsuited to the pack train. And there were other handicaps. As an ox driver noted: “The pack-mule companies are a pitiful set of slaves. They have to sit on their mules roasting in the sun all day. If they get down to walk or rest themselves, they must be bothered leading the animals. When they stop at night, they must unpack everything. In the mornings they have to repack everything.”

Finally, in the event of accident or severe illness to one of its members, the pack train faced disaster. In a wagon train a man with a broken leg or a case of dysentery could be trundled along. If such a situation arose in a pack train (and difficulties were only to be expected), there was no humane solution. The barbarous abandonment of comrades on the road, such as was recorded in ’49 especially, must have resulted from this dilemma.

Pack-train companies, therefore, generally consisted of young men, willing to risk their chances of getting through quickly against their chances of not getting through at all.