The Prairie Schooner Got Them There


There remained, then, the wagon. Its disadvantages were obvious—it was slow, heavy, cumbersome, subject to breakage, difficult to take across rivers, ravines, and mountains or through rocky country. But it served as a moving home, invoked less daily unpacking and repacking, allowed more pounds to be transported per animal, supplied an ambulance for the sick, and—when properly placed in formation—offered a fortress against attack. Thus it became a standard vehicle of the westward migration.

The wagon consisted of three parts—body, top, and running gear. The body, or bed, was a wooden box—often, indeed, so-called—nine or ten feet long and about four feet wide. Generally the sides and ends, about two feet high, went up perpendicularly, but on wagons of the so-called Murphy type they flared outward, as if imitating the Conestoga in miniature. Many emigrants built a false floor twelve or fifteen inches from the bottom of the bed. The lower space was divided into compartments and used for storing reserve supplies. With this clutter out of the way, the false floor was used for ordinary living.

The wagon boxes served their purpose, were subjected to no particular strain, and gave no trouble. They are seldom mentioned at all in the diaries. The top or cover was the most conspicuous part of the whole outfit, and has supplied the distinguishing adjective in the phrase “covered wagon.”

This top was of canvas (then usually called twill) or else of some cloth which had been waterproofed with paint or linseed oil. It was supported by bows of bent hickory, usually five or six in number. On the ordinary straight-sided bed these went straight up. There was thus no overhang at front or rear and no swayback. Flaps at the front and a “puckering string” at the back allowed ventilation or complete closing. Inside, the wagon was thus a tiny room, about ten by four, with sides partly of wood and partly of canvas rising almost perpendicularly to a height of four or five feet and then arching over. A man could stand upright along the center line. On wagons with flaring sides the bows followed the lines of the sides before arching over, producing a more cylindrical effect, with perhaps a front and rear overhang.

The top effectively protected goods and people against the weather. In an upset, it might be torn and some of the bows broken, and in thick forest country overhanging branches sometimes ripped the cloth, but there was not much country of that kind. When going head-on into the strong westerly winds of the plains, some companies put the tops down to reduce wind resistance. But on the whole the tops, like the boxes, produced few problems.

Not so the running gear. In the numerous booklets of advice surviving from the period, there is always the admonition that the wagons should be light and strong. Obviously the two qualities are somewhat incompatible, and even the best materials and workmanship could not always produce a vehicle that would get through without breakage.

By the mid-nineteenth century the construction of running gear had reached a high degree of sophistication. Readers of Oliver Wendell Holmes’ poem about the one-hoss shay will remember the care and the many different woods that went into construction of the deacon’s masterpiece. Though the emigrant’s wagon might not have been that carefully constructed, it could well have had hubs of elm or Osage orange, spokes of oak, felloes of ash, and tongue and hounds of hickory. Moreover, the tires were of iron, and iron was used for reinforcement at critical points.

Yet lightness was essential too, or the teams would be worn out by the mere dead weight of the wagon. The result, as in the airplane decades later, was a compromise. In the end, breakages were frequent, precipitating many a crisis and many a tragedy.

Tongues snapped on sharp turns. Front axles gave way on sudden down-drops. These were the commonest accidents, and were taken almost as routine. “Occasionally we break a tongue or an axletree,” wrote an emigrant of ’49, as if thinking it all in the day’s work. Some emigrants carried extra parts, but this added to the total weight, and so was doubtful practice. Usually the nearest suitable tree supplied timber, though “nearest” was sometimes not very near. In ’46, when one of J. F. Reed’s wagons suffered a broken axle near Great Salt Lake, his teamsters had to go fifteen miles to find a tree large enough to furnish a replacement. Not many were as unlucky as Ira Butterfield, who in 1861 snapped both axles at once while crossing Skull Creek. Fortunately he was with a large, well-equipped company, so that the accident meant only a twenty-four hour delay, and not disaster.

Wheels, however, were irreplaceable; if one broke, the wagon might have to be abandoned. But usually, wheels were extremely tough and rarely gave way except in the roughest mountain passages. True, many a wheel gave trouble because of shrinkage in the dry air of the desert, but then wedges could be driven under the tire. Eventually the tire might have to be taken off, heated red-hot, and reset on the wheel.