The Pioneer of the Mormon cart is a participant in the migration of the Church of Jesus Christ of Latter-day Saints (also known as the LDS Church) to Salt Lake City, Utah, which uses a hand-carrying train to carry them. The cart of Mormon carts began in 1856 and continued until 1860.
Motivated to join their fellow Church members in Utah but lacking funds for bulls or horse teams, nearly 3,000 Mormon pioneers from England, Wales, Scotland, and Scandinavia traveled from Iowa or Nebraska to Utah in ten wagon companies. The trip wreaked havoc on two companies, who started their journey very late and were trapped by heavy snow and severe temperatures in central Wyoming. Despite the dramatic rescue effort, more than 210 of the 980 pioneers in both these companies died along the way. John Chislett, a survivor, writes, "Many fathers pulled his cart, with his little ones, until the day before his death."
Although less than 10 percent of 1846-68 Latter-day Saint immigrants traveled west by wagon, cartoon pioneers have become an important symbol in the LDS culture, representing the loyalty and sacrifice of the pioneer generation. They continue to be recognized and respected in events such as Pioneer Days, Church contests, and similar anniversaries.
Video Mormon handcart pioneers
Latar belakang migrasi
Latter-day Saints were first organized in 1830. Early Church members often experienced enmity, mainly because of their practice of withdrawing from secular societies and gathering in local places to practice their different religious beliefs. Their neighbors felt threatened by the rapid growth of the Church in numbers, its tendency to choose as a bloc and gain political power, its claims for divine goodness, and, later, polygamy practices. Violence addressed to the Church and its members caused the Church's body to move from Ohio to Missouri, then to Illinois. Despite frequent moves, Church members could not escape from the opposition, culminating in an extermination order against all Mormons living in the state by Missouri Governor Lilburn Boggs in 1838 and the death of their leader Joseph Smith in 1844. Brigham Young said that he having received divine direction to organize church members and lead beyond the western boundary of the United States.
Maps Mormon handcart pioneers
Need for cart company
As soon as the first Mormon pioneers reached Utah in 1847, the Church began to encourage converts in the British Isles and elsewhere in Europe to emigrate to Utah. From 1849 to 1855, about 16,000 Latter-day Saint Europeans traveled to the United States by ship, through eastern states by train, and to Utah with cattle and trains. Although most of these emigrants paid their own expenses, the Church established the Eternal Emigration Fund to provide financial aid for poor emigrants to travel west, which they would pay back because they could afford. Contributions to expand the fund were encouraged.
When contributions and loan payments declined in 1855 after a poor harvest in Utah, President Young decided to start using handcarts because Latter-day Saints living in Europe are mostly poor. Young also believes it will accelerate the journey.
Young proposed the plan in a letter to Franklin D. Richards, President of the European Mission, in September 1855. His letter was published at the Millennial Star, a Church-based periodical magazine in England, on December 22, 1855, editorial by Richards supports the project. The cost of migration is estimated to be reduced by a third. The response was remarkable - in 1856, Perpetual Emigration supported 2.012 travel of European emigrants, compared to 1,161 the previous year.
Complement
Emigrants leave from English ports (generally Liverpool) and travel by ship to New York or Boston, then by train to Iowa City, Iowa, the western end of the railway line, where they will be equipped with handcarts and other supplies.
Built for the Brigham Young design, the cart looks like a large wheelbarrow, with two five-foot wheels (1.5 meters) in diameter and a single axis four and a half feet (1.4 m) wide, and weighs 60 pounds (27 kg). Walking along the side of the bed is a seven-foot (2.1 m) tall drag end with a three-foot (0.9 m) cross on the front. Crossovers allow the carts to be pushed or pulled. Cargo is carried in a box about three feet by four feet (0.9 m 1.2 m), with a wall of 8 inches (0.20 m). Handcarts generally carry up to 250 pounds (110 kg) of supplies and luggage, although they are capable of handling a weight of 500 pounds (230 kg). The cart used in first year migration is entirely made of wood ("Iowa hickory or oak"); in later years a stronger design was replaced, which included metal elements.
The cart company is set up using a wagon and a sleeping tent as the main unit. Five people were assigned per cart, with each individual being limited to 17 pounds (7.7 kg) of clothing and blankets. Each round tent, supported by a central mast, holds 20 residents and is supervised by a tent captain. Five tents are supervised by a captain of a hundred (or "sub-captains"). The provisions for each group of a hundred emigrants were brought in a bullock cart, and distributed by the tent captain.
1856: The first three companies
The first two ships departed from England in late March and mid-April and sailed to Boston. The emigrants spent several weeks in Iowa City, where they built their handcarts and were equipped with supplies before embarking on a journey of about 1,300 miles (2,100 km).
About 815 emigrants from the first two vessels were organized into the first three wagon companies, led by captains Edmund Ellsworth, Daniel D. McArthur, and Edward Bunker. The captains are missionaries who return to their homes in Utah and are familiar with the route. Most of the sub-captains also returned missionaries.
In Iowa they follow a road that is about 275 miles (443 km) to Council Bluffs, following a route close to the current US Routes 6. After crossing the Missouri River, they stop for a few days at the Mormon outpost in Florence, Nebraska from Omaha), for repairs, before embarking on a 1,030 mile (1,660 km) journey along the Mormon Line to Salt Lake City.
The initial problem with carts was because the wood used to build them was said to have been "green wood", with more damage than anticipated. When First Handcart Company reached Winter Quarters, Edmund Ellsworth had a member of the wooden axle "tin" company and also installed a "thick circular iron spindle" that allowed the wheelbarrow to change more easily and withstand much better damage. This feature becomes a standard part of the handcart in subsequent years, including often greasing to keep the wheels lubricated. With no method to recommit the traces, however, this requires a series of improvements not reaching the Fourth and Fifth companies until it is too late.
The companies make a good time, and their travels are mostly smooth. Emigrant companies include many children and the elderly, and pushing and pulling a wagon is a tough job. Journals and memories describe periods of disease and famine. Like other companies that travel on the Emigrant Trail, deaths occur along the way. Hafen and Hafen's Handcarts to Zion list 13 deaths from the first company, seven from the second, and less than seven from the third. The journal entries reflect the optimism of the cart pioneers, even in the midst of their difficulties:
The first two companies arrived in Salt Lake City on September 26 and the third followed less than a week later. The first three companies are considered to have demonstrated the feasibility of emigrating using handcarts.
1856: Willie and Martin handcart company
The last two wagons of 1856 set out late from England. The Thornton ship, carrying emigrants who became Willie's Company, did not leave the UK until May 4. The Leader of the Latter-day Saints at Thornton is James G. Willie. Another eleven days passed before Horizon sailed, carrying emigrants who later formed Company Martin, departing. Late departure may be the result of difficulties in ship procurement in response to unexpected requests, but the outcome will be tragic.
With slow communication in an era before the transatlantic telegraph, Church agents in Iowa City did not expect additional emigrants and had to make panic preparations for their arrival. Critical weeks were spent hurriedly assembling carts and equipping the company. When the company reached Florence, the extra time was lost making repairs to poorly built carts. Emigrant John Chislett explains the problem with the cart:
Before Willie Company left Florence, the company met to debate the late departure policy. Because emigrants are not accustomed to traces and climate, they are subject to returning missionaries and Church agents. One of the returning missionaries, Levi Savage, urged them to spend the winter in Nebraska. He argues that a late departure with a company made up of parents, women and young children will cause suffering, illness and even death. All other elders of the Church argue that the journey should continue, expressing optimism that the company will be protected by divine intervention. Some company members, perhaps as many as 100, decide to spend the winter in Florence or in Iowa, but the majority, about 404 the number (including Savage) continue west. The Willie Company left Florence on August 17 and Martin Company on August 27. Two cattle wagon train, led by captain W.B. Hodgett and John A. Hunt, following the Martin Company.
Near Wood River, Nebraska, a group of bulls caused Willie's cattle to be trampled, and nearly 30 cattle were lost. Without enough cattle to pull all carts, each cart is required to take an additional 100 pounds (45 kg) of flour.
In early September, Franklin D. Richards, returning from Europe where he served as mission president of the Church, passed the emigrant company. Richards and the twelve returned missionaries who accompanied him, traveling in light carriages and horse-drawn carriages and mules, pushed into Utah to get help for emigrants.
Disaster and rescue
In early October, two companies reached Fort Laramie, Wyoming, where they were expected to be refilled with supplies, but no supplies were provided for them. Companies cut back on food rations, hoping their supplies will last until help can be sent from Utah. To ease their burden, Company Martin deducts luggage allowances up to 10 pounds (4.5 kg) per person, throwing away the clothes and blankets that will soon be needed.
On October 4 Richards reached Salt Lake City and negotiated with presidents Brigham Young and other Church leaders. The next morning, the Church held a public meeting, in which Young and other speakers asked Church members to provide carts, mules, supplies, and troops for rescue missions. On the morning of October 7, the first rescue party left Salt Lake City with 16 carts full of food and supplies, drawn by four mule teams with 27 young men serving as teams and rescuers. The party chose George D. Grant as their captain. Throughout October more wagons were assembled, and by the end of the month, 250 carts of aid were on the road.
Meanwhile, the companies Willie and Martin ran out of food and faced a very cold temperature. On October 19, a snowstorm hit the area, stopping both companies and aid agencies. The Willie Company is along the Sweetwater River approaching the Continental Divide. A guiding group sent forward by the main rescue team found and greeted the emigrants, giving them a little flour, pushing them to the rescue is imminent, and then rushing forward to try to find Martin Company. The Willie Company members have just reached the end of their flour stock. They began slaughtering a handful of damaged cattle that remained as their deaths increased. On October 20th, Capt. Willie and Joseph Elder went ahead with the donkey through the snow to find the railway supply and informed them of the company's desperate situation. They arrived at the rescue camp camp near South Pass that night, and the following night, the rescue team arrived at Willie's Company and gave them food and help. Half of the rescue group still helps Willie Company while the other half pushes forward to help Martin Company. The difficulties of the Willie Company are not over. On October 23, the second day after the main rescue party had arrived, Willie Company faced the hardest part of the path - climbing to Rocky Ridge. The ascent takes place during a snow storm that howles past knee-high snow. That night 13 emigrants died.
On October 19, Martin Company was about 110 miles (180 km) further east, making the last crossing of the North Platte River near Casper now, Wyoming. Shortly after completing the crossing, a blizzard struck. Many members of the company suffer from hypothermia or frostbite after wading through a cold river. They set up camp in Red Bluffs, unable to continue the journey through the snow. Meanwhile, the original Boy Scout party continues eastward until it reaches an empty little fort at Satan's Gate, where they have been instructed to wait for the rest of the rescue party if they do not find Martin Company. When the primary rescue team rejoined them, another guiding group consisting of Joseph Young, Abel Garr, and Daniel Webster Jones was sent to the front. Martin's company remained in their camp in Red Bluffs for nine days until the three scouts finally arrived on 28 October. By the time the scouts arrived, 56 company members had died. The scouts urged the emigrants to start moving again. During this interval, the party was filled with Ephraim Hanks, carrying the meat of the newly slaughtered buffalo, presumably saving many souls because the nutritional value of protein and fat in meat is much higher than the supply of consumed flour, etc. He also does many blessings and helps in multiple amputations, etc. To stop the development of frostbite and gangrene that should kill more members of the company. Three days later, the primary rescue team met with Martin Company and Hodgett and Hunt cart companies and helped them to Devil's Gate.
George D. Grant, who led the rescue party, reported to Young President:
At Satan's Gate, the rescue team dropped the luggage carried on the carts of the Hodgett and Hunt train companies that had followed Martin Company so that the carts could be used to transport the weakest emigrants. A small group led by Daniel Webster Jones remains at the Devil's Gate during the winter to protect the property. Bad weather forced Martin Company to stop for another five days; the company moved to Martin's Cove, a few miles west of the Satan Gate, because it was much more protected than the open plains to the east. Here is the famous Sweetwater River crossing, on November 4th. During this season, the River, though shallow - about 2 feet (0.61 meters) - also has a width of 90 to 120 feet (27 to 37 meters). The temperature of the river is very cold and clogged by the drifting ice. Several people from rescue groups spent long hours pulling trains and carrying many emigrants across the river. However, many members of the company cross the river itself, some even pull their own carts.
Rescuers escort emigrants from both companies to Utah through more snow and bad weather while their members continue to suffer deaths from illness and exposure. The Willie Company arrived in Salt Lake City on November 9; 68 members of the company have lost their lives.
Meanwhile, a backup team of 77 teams and carts are heading east to provide additional assistance to Martin Company. After passing through Fort Bridger, the leaders of the reserve party concluded that Company Martin had to pass the eastern seasons of the Rockies, so they returned. When news of the backup relief party being re-communicated to Young, he orders the courier to return and tell them to go back east and continue until they find the wagon company, but a few days have been lost. On November 18, the reserve team met with Martin Company with much needed supplies. Eventually all members of the chainsaw wagon can now board the train. 104 trains carrying Company Martin arrived in Salt Lake City on November 30; at least 145 members of the company have lost their lives. Many of the survivors must have an amputated finger, toe, or limb due to severe frostbite.
After companies arrived in Utah, the residents generously opened their homes to immigrants who arrived, feeding and caring for them during the winter. The emigrants will eventually go to the Latter-day Saint settlements throughout Utah and the West.
Sweetwater River crossing
One of the most persistent and popular stories about the Mormon pioneers are about three rescuers who help the pioneers cross the Sweetwater River. The most popular reading, by Solomon Kimball, states:
This version is quoted by Gordon B. Hinckley, James E. Faust and is currently taught in Sunday Schools in Mormon churches for adults and children.
Chad Orton noted that it was physically impossible for three boys to bring five hundred people across the river in two hours. In reality, the rescue party has several rescuers, not three, eighteen of whom have been positively identified as being at the Sweetwater intersection. Rescuers carry ten relief rides in addition to the wagons that Martin's company has with them. Many survivors write about riding a horse-drawn carriage. However, due to time constraints, not everyone can ride the car. Some were taken, but other survivors wrote that they crossed the river itself or with the help of others besides the three sons. The children mentioned in the story help some people, but not "almost every member" as reported in the mythological version of the story. While the three boys were among those who helped some people, he was wrong. C. Allen Huntington is 24 years old. David P. Kimball is 17 years old. George W. Grant is 16 years old. There is no medical evidence that they died because of the crossing effect, and live the most active and relatively long. Beyond Kimball's account, there are no other reports about Brigham Young promising eternal salvation to the saviors by one act. Orton notes that such promises are inconsistent with the Mormon doctrine. John Thomas noted that Solomon Kimball had not witnessed the crossing, but relied heavily on other sources, notably the Orson F. Whitney account of 1888, who also claimed that all the boys died from the event, although Huntington was still alive in 1888.
The allegiance of the survivors
Another common myth is that no one survived the wandering company of Willie Martin who never complained from the church. The most popular source comes from William Palmer, who paraphrases comments made by Francis Webster in Sunday School class in Cedar City. He writes:
This was later quoted by President David O. McKay in 1948, and later by Gordon B. Hinckley, James E. Faust and taught to the children. However, some people in Willie Martin's cart company did leave the church, including John Chislett, John Ahmanson, Elizabeth Sermon, Henry Augustus Squires, Henry Kemp and Deborah Jane Chapman. Many victims complained.
Palmer gave a quote during the Men You Should Know radio series that described Webster's life some forty years after Webster died. Palmer said that he paraphrased Webster, and given the time lapse and ordinary nature of a Sunday School class, Orton believed it could not be the right quote. Orton believes Palmer is trying to emphasize Webster's character, rather than giving a definitive statement about the loyalty of all members of Willie Martin's wagon company, and finds it unlikely that it is the right quote. Orton also felt unlikely that Webster knew all the survivors, remembering that they spread all over Utah after they arrived and there was no reunion until after Webster died. Orton believes that Webster refers only to the pioneers in Cedar City, where the quotation is given.
Responsibility for tragedy
The American Western historian Wallace Stegner describes inadequate planning and unnecessary decisions leading to the tragedy as he writes,
In urging that method to the poor Europeans, Brigham and the priesthood will surpass their reach; in herding them from Liverpool to the valley, the normally reliable deputies and emigration organizations would break down at some critical point; in receiving assurances from their leaders and the wishful wishes of their own expectations, emigrants will commit to greater sacrifice than the Nauvoo refugees; and in gathering from the combined fatal error of bringing the survivors, the priesthood and the people of Mormondom will show themselves to their best and most efficient compassion.
At the beginning of November 2, 1856, while Willie and Martin's company still headed toward safety, Brigham Young responded to criticism over his own leadership by scolding Franklin Richards and Daniel Spencer for letting the companies leave so late. However, many writers argue that Young, as the author of the plan, is responsible. Ann Eliza Young, the daughter of one of the men in charge of building carts and Brigham Young's former wife, described her husband's former plan as "cold-blooded, cunning, blasphemous". Stegner describes Richards as the scapegoat for Young's fundamental mistakes in planning, although Howard Christy, professor emeritus and former senior editor of scientific publications at Brigham Young University, noted that Richards, as the highest official in Florence, the Nebraska region, was, in fact, will have the authority and ability to avoid tragedy by stopping their late departures. Christy also points out that Brigham Young and other members of the First Presidency have consistently shown that the departure from what is now Omaha, Nebraska needs to happen by the end of May to safely travel.
Many who survived the tragedy refused to blame anyone. Survivor John Jacques wrote, "I do not blame anyone, I do not want to blame anyone... I have no doubt that those who have to deal with management are well-intentioned and trying to do the best they can in such situations." Another survivor, Francis Webster, was quoted as saying, "Am I sorry that I chose to come with a stroller? No, neither at that moment nor the minute of my life since." The price we pay to meet God is a privilege to pay and I am grateful that I have the honor of coming to the Martin Hand Cart Company. "On the other hand, the victim John Chislett, who later left the Church, wrote bitterly about Richards promising them that" we must go to Zion safely. "
In May 2006, a panel of researchers at the Mormon History Association's annual conference blamed the tragedy for leadership failure. Lyndia Carter, a street historian, said Franklin D. Richards "was responsible, in my mind, for a late departure" because "he started a snowball down the slope" which was finally "added to the disaster". Christy agrees that "leadership from above, from the beginning, is really short." Robert Briggs, a lawyer, said, "This is almost a previous conclusion... there is evidence of negligence.With leaders all the way to Brigham Young, there is a management fault." On the other hand, Rebecca Bartholomew and Leonard J. Arrington wrote, "The memories of what might be the worst disaster in the history of western migration have been alleviated by what can also be considered the most heroic salvage of the Mormon frontier."
1857-60: The last five companies
A number of lessons have been learned from the 1856 disaster that enabled the Church to continue the wagon system while avoiding other calamities. Never again will a wagon company depart Florence much later than July 7th. The construction of the carts is modified to strengthen them and reduce repairs. Handcart will now be regularly oiled. Settings are made to fill supplies along the route.
In 1857, the Perpetual Emigration Fund was gone; almost all of the wagon emigrants that year and in subsequent years had to pay in their own way. With rising costs, the number of wagon carts dropped from nearly 2,000 in 1856 to about 480 in 1857. Nevertheless, in 1857 two companies traveled, both arriving in Salt Lake City on 13 September. Perhaps the most important incident was when the US Army Utah Expedition Captain, on his way to Utah to enforce federal authority over Young and Mormon, donated an ox to hungry emigrants.
With the uncertainty caused by the Utah War, the Church annulled all European emigration in 1858. In 1859, a wagon company crossed the plains. The emigrants can now travel by train to Saint Joseph, Missouri, after which they go by ship to Florence, where they are equipped with handcarts and supplies. When the company of 1859 reached Fort Laramie, they found their food was running very short, so they reduced the ration. When they reach the Satan Gate, the last flour is distributed. Emigrant Ebeneezer B. Beesley recalled an incident in which a group of rough mountain men feed the hungry emigrants. One of the mountain men then asked a young woman from the company to stay with her, which the accomplished woman agreed to do. (William Atkin remembers another version of the story where two young women marry two mountain men.) Hunger is getting worse when the expected supply is not available when they reach the Green River. Three days later the train from Utah brought supplies eventually saving starving emigrants.
The last two cart companies traveled in 1860, again following the route through St. Joseph. Although the trip proved to be difficult for emigrants, these companies had relatively smooth travel and few casualties.
After 1860 handcarts are no longer in use. The Church implements a new emigration system, where the wagon train travels east from Salt Lake City in the spring and returns with emigrants in the summer. The transcontinental train is being built, and the train terminal gradually moves to the west, shortening the journey.
Legacy
Handcart pioneers and cart movements are an important part of LDS culture, music and fiction. Arthur King Peters describes the importance of a part of Mormon history in Seven Trails West :
Wallace Stegner praised the examples of the cart company, especially when compared to other pioneering groups:
Reenactments
The re-show, where a group dressed in 19th-century clothing traveling for one or several days pushing and pulling handcarts, has become a popular activity among LDS, youth, and family wards.
The first known modern-day demonstration occurred in 1966 from Henefer, Utah, to the mouth of the Emigration Canyon by young people from Phoenix, Arizona, using handcarts between repurposed metal wheels from old farming carts. In 1968, 44 girls from Long Beach, California revived the same Mormon Trail stretch as homemade handcarts. From the mid-1970s to early 1990s, participation in a hand cart display was offered at Brigham Young University in a program, pioneered by Doug Cloward, which is a survival activity in the desert to visit BYU youth conference participants. Started in 1977, a similar trip was offered as part of Ricks College's outdoor recreation program, on a connected jeep line from Rexburg, Idaho and to Montana.
The re-show has been praised by the leaders of the LDS; for example, M. Russell Ballard of the Quorum of the Twelve Apostles said, "Through music, drama, and repetition of demonstrations, we will be reminded of the tremendous temporal and spiritual pioneering journey." The re-demonstration has become so popular that the Land Management Bureau is studying the impact on its footprint and its environment, especially in the area around Rocky Ridge, Wyoming. According to the Casper Star-Tribune , BLM should charge a fee to offset the cost of monitoring the impact of reenactors and other campers on the road.
The re-creation of the 1856 cart wagon is featured on the Channel History show, Wild West Tech .
150th anniversary
A number of events were held during 2006 to commemorate the 150th anniversary of the 1856 handcart company:
- The 2006 Conference of the Mormon History Association was held in Casper, Wyoming from 25 - 28 May and featured a concert opera commissioned specifically by Harriet Petherick Bushman, "1856: Long Walk Home," as well as some research papers on the go cart.
- From June 9 to 11, a symposium and festival was held in Iowa City on the anniversary of the company's first departure. Gordon B. Hinckley, president of The Church of Jesus Christ of Latter-day Saints today, speaks at the opening ceremony of a campfire.
- The musical named 1856 , produced by Cory Ellsworth, a descendant of Edmund Ellsworth, was performed in Mesa, Arizona, and Salt Lake City in July 2006.
- Filmmaker Lee Groberg and writer/historian Heidi Swinton make a documentary for PBS, Sweetwater Rescue: The Willie & amp; Martin Handcart Story , featuring a rescue show. The one-hour film was shown nationally in the United States on December 18, 2006. A companion book was also published.
- Brigham Young University keeps a daily journal of Willie Handcart Company on its Web site.
Artistic depictions
Movies
- Carts . Directed by Kels Goodman. 2002. Made as part of the Mormon film wave in the early 2000s.
- 17 Wonders . Directed by T. C. Christensen, distributed by Excel Entertainment Group. June 2011. About Willie and Martin Handcart Companies, especially Levi Savage.
- Rescue Ephraim Directed by T. C. Christensen, distributed by Excel Entertainment Group. May 2013. The story of the rescue of Willie and Martin Handcart Companies, especially told from the point of view of Ephraim Hanks.
Theater
- '1856 The Musical', A Musical by Cory Ellsworth (music by Cory Ellsworth, Randy Kartchner, and Mildred West Wiseman Packard). Staged (so far) in 2005, 2006, 2008 in Mesa, Arizona (Mesa Arts Center) and Salt Lake City (Capitol Theater). Areas in Colorado and Idaho also perform musical. The audience amounted to over 30,000. Soundtracks are available on the general music website.
- Handcarts West . Play, by Nathan & amp; Ruth Hale.
- Trace Impressions . Musical, written by James Arrington, Steven Kapp Perry, and Marvin Payne. aired at Utah Valley State College in 1997. Also played at SCERA Arts Center in Orem, Utah. The recording of the player won the 1999 Pearl Award for "Best Soundtrack of the Year," and Steven Kapp Perry was nominated as the "Songwriter of the Year" for his work on this project.
Music
- The carriage track is a familiar theme in the 19th century Mormon folk music.
Fiction
- George the Handcart Boy . By Howard R. Driggs. Aladdin, 1952. Young adult novels.
- Fire Agreement . By Gerald N. Lund. Deseret Book, 1999. ISBNÃ, 1570086850 OCLCÃ, 42892048
- Roses Charlotte . By Ann Edwards Cannon. Random House, 2002. Young adult novels.
- Miracles of the Martin Handcart Company . By JoAnn Mellor Felix, 2006. Teen, Young Adult and Adult novel.
- The Independence Stone . By Debra Terry Hulet. Cedar Fort, 2011. Young adult novels.
- True Brothers . By Sandra Dallas. St. Martin's Press, 2012. Adult novels.
- In Angel Company . By David Farland.
- "Western". By Orson Scott Card. Short story of science fiction.
Also see
- Martin's Cove
- pioneer of Mormon
- Trace the Mormon
- Utah History
- History of The Church of Jesus Christ of Latter-day Saints
- History of the Latter-day Saint movement
Famous handcart pioneers
- Edward Bunker - Captain of a third company. C. C. A. Christensen - Sub-captain of the seventh company and artist known for his illustration of LDS history.
- John Jaques - Member of the Martin Company, missionary, and company historian.
- Levi Savage Jr. - Sub-captain of Willie Company who is opposed to the final departure.
- Jens Nielson, Danish businessman who then settled in several communities in the Cedar City Historic District.
- Nellie Unthank - Member of the Martin Company.
- Emily H. Woodmansee - Member of Handcart Willie Company and one of the most influential Mormon poets of the 19th century.
- Heber Robert McBride - traveled on the Martin Handcart Company when he was young and recorded his experience in the journal. Then help finish the Ogden Valley.
A member of the rescue party
- Ephraim Hanks - Scout, member of the second rescue party.
- Daniel Webster Jones - Previous party member who finds Company Martin. Jones spent the winter at the Gate of Satan keeping the equipment remaining there.
- Joseph Angell Young - Brigham Young's son and a member of the early rescue group who discovered the Martin Company.
Hosea Stout - Member of the second rescue group that takes the message to and from Salt Lake City.
Note
Reference
External links
- [1] - Find people in the track
- Sweetwater Rescue - information site for Sweetwater Rescue: The Willie & amp; Martin Handcart Story, PBS documentary
- Photos of Norman Bosworth - for Sweetwater Rescue
- Wood carriage construction plan
- The Pioneer Story: Start the Wagon
- www.handcart.com - the stories compiled by Riverton Wyoming Region of the Church of Jesus Christ of Latter-day Saints
- Willie Handcart Company Chronology at BYU.edu - daily chronology of Willie Company's journey from Liverpool to Salt Lake City
- Martin Company: Mormon Pioneer Using Handcarts to Track into Salt Lake City articles by Sherman L. Fleek
- Handcart PageRest Mormon - The rehearsal of the play, dedicated to Martin and Willie Handcart Companies in 1856 and their rescue team, both before and now.
Source of the article : Wikipedia
0 Comments