TYE, Jesse Askew

1832 - 1910  (78 years)  Submit Photo / Document

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• Name	TYE, Jesse Askew
  Birth	27 Apr 1832	Cranford, St. John, Northamtonshire, England
  Gender	Male
  WAC	1 Jan 1877
  _TAG	Reviewed on FS
  Death	18 Oct 1910	Salt Lake City, Salt Lake, Utah, United States
  Burial	19 Oct 1910	Salt Lake City Cemetery, Salt Lake City, Salt Lake, Utah, United States
  Headstones	Submit Headstone Photo
  Person ID	I55723	Joseph Smith Sr and Lucy Mack Smith
  Last Modified	19 Aug 2021

  
  

  Family ID

  F27093

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  Family	PERKINS, Sarah Caroline ,   b. 9 Jul 1836, Macedonia, Hancock, Illinois, United States Macedonia, Hancock, Illinois, United Statesd. 3 Nov 1895, Salt Lake City, Salt Lake, Utah, United States (Age 59 years)
  Marriage	Abt 1864	Salt Lake City, Salt Lake, Utah
  Children	+ 1. TYE, Jesse Warren ,   b. 22 Aug 1866, St George, Washington, Utah, United States St George, Washington, Utah, United Statesd. 26 Oct 1923, Taylorsville, Salt Lake, Utah (Age 57 years)
  Family ID	F24965	Group Sheet  |  Family Chart
  Last Modified	24 Jan 2022

  
  

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  (The following was copied from the hand writing of Jesse Tye.) Filmore, Millard County, Utah, 22 March, 1896. Concerning a short record and statement of myself and others of my family to preserve a few items of our history. Jesse Tye or Toy, my father spelt our name Toy but it got changed to Tye in my early boyhood. Jesse Toy is the son of John Toye and Ester Askew Toye, born Friday morning at 7:15 o’clock, April 29, 1832 at Cranford, North Hampton Shire, England. Was baptized September 6, 1851 by William Mason. Confirmed by Isaac C. Height of Jacob Gates at Lancaster, England. Came to Utah August 22, 1856. Was married to Elizabeth Tite, November 9, 1856 by Edwin Woolley Bishop of the 13th Ward, Salt Lake City, Utah. Elizabeth Tite was born at Wollaston, North Hampton Shire, England, February 25, 1831. Baptized June 1853. Came to Salt Lake City by handcart (4th company) November 9, 1856. Died November 5, 1858 at Payson, Utah County, Utah. Living one child, Esther Elizabeth Booth. Excerpts from article “Hans Rasmussen (1855-1856) by Evan T. Peterson, *****************************************************. (This story was published online by Evan Peterson about Hans Rasmussen 1855-1856, but for some unknown reason specifically mentions Elizabeth Tite and her future husband, Jesse Askew Tye. I tried to contact Mr. Peterson to ask why they were both singled out on 3 different occasions in his article, but didn't get a reply. So even though I don't know why he included them, it is awesome information - for which I am very grateful. Enjoy.. Dean Larson.) On Wednesday, April 23, 1856 one hundred and sixty one Saints, under the leadership of Elder Johan A. Ahmanson, sailed from Copenhagen on the Rhoda bound for Kiel, Germany. Their route was by steamship to Kiel, then by railway to Hamburg, then across the North Sea by steamer to Grimsby, England, and by railway across England to Liverpool where they arrived safe and in good health on April 29. Here they joined a group of six hundred members of the Church from Great Britain, and the entire company, with Elder James G. Willie in charge, sailed from Liverpool on Sunday, May 4, 1856, aboard the Thornton. Millen G. Atwood, Johan A. Ahmanson, and Moses Cluff or Clough were Elder Willie's assistants; however, in another list John Kelley, Hugh Findlay, and John Chislett are given as his assistants. The Thornton was built in New York City by William H. Webb in 1854. It was a 1422-ton "ship" measuring 191 feet by 40 feet by 29 feet. The Thornton was a three-masted ship and had three decks, a square stern, and a billethead. She was owned by William & Guion of New York City, and in 1858, she was listed in the Warren & Thayer Line. This ship traded in the Atlantic until she was lost at sea in 1869. A Deseret News article stated that there were 764 Saints who sailed on the Thornton. Perhaps the six above named people plus Elder Willie were in charge of the seven wards which were formed aboard the ship. Among the passengers on this ship were William McKay, his wife Ellen Oman McKay, and their five children. William and Ellen were the grandparents of President David O. McKay. Elizabeth Tite, future wife of Jesse Tye, was also aboard this ship. The Church had chartered the Thornton and the Horizon to carry emigrants to Zion. The first ship out of Europe in 1856 was the Caravan, the ship on which Jesse Tye sailed to the United States. It left Liverpool on February 14 with 457 emigrants. It was followed on March 22 by the Enoch Train, with 534 emigrants, 431 of whom were PE Fund passengers. Then on April 18 came the Samuel Curly, with 707 emigrants. The voyage was uneventful, for the most part. The Saints thought that the ship's captain, a man named Charles Collins, who was also a part owner, was both friendly and considerate. He allowed the emigrants and missionaries every possible liberty and privilege, and praised them for their cleanliness and their good order and for their ready willingness to conform to all of his requests. He also permitted them to conduct religious meetings and to preach the Gospel on board ship. The Captain and the ship's doctor, with others of the ship's staff, were often interested listeners at their meetings and occasionally joined with the Saints in singing their hymns. There was a law enacted, the British and American Passenger Acts, which established the weekly provisions for each adult or two children going to the United States. The legal provisions were: 3-1/2 lbs. bread 2 lbs. potatoes 2 oz. salt 1 lb flour 1-1/4 lbs. beef 1/2 oz. mustard 1-1/2 lbs. oat meal 1 lb. pork 1/4 oz. pepper 1-1/2 lbs. rice 1 lb. sugar 1 gill vinegar 1-1/2 peas 2 oz. tea The new Acts also required each ship to be provided with "Medical Comforts," as follows for each two hundred adults: 14 lbs. arrowroot 2 gallons lime juice 25 lbs. sago 1/2 gallon brandy 20 lbs. pearl barley 2 doz. milk, in pints 30 lbs. sugar 1 doz. beef soup, in lbs. 12 lbs. marine soap 3 doz. preserved mutton, in 1/2 lbs. There were some unpleasant experiences on the trip over, however. Included in the company were a number of elderly men and women, and there was considerable illness among them. Seven deaths occurred, of which two were Scandinavian children; one baby died shortly after birth. There were also three births and two weddings en route to the United States. According to records made of the voyage, on May 1, Sister McNeil had a son who was blessed and named Charles Thornton McNeil. On May 4, Sister Jessie Ireland married Brother Allen Findlay, the ceremony performed quietly in the cabin by Elder Atwood. On May 6, Sister Molton had a son, Charles Alma. On May 7, Rachel Curtis, age seventy-five, died. On May 8, Rasmine Rasmussen, age ten, died. On May 21, a child was born and died a few minutes after birth. On May 28, a boy, one year of age, died. On May 29, Sister Sarah Harris married Brother Samuel Cook; the ceremony was performed by Elder Willie. All the Saints were invited to the upper deck, and the young couple was taken to the captain's deck where the ceremony was in plain sight of the passengers. "The American colors were hoisted." Elder Willie delivered an address on marriage and read from the Doctrine and Covenants. Afterwards, three cheers were given for the captain, three cheers for the officers, three cheers for the crew, and three cheers for the young couple. On June 2, Thomas Petersen died; age seven and one-half, from the effects of a fall from the upper to the lower deck. On June 5, a girl named Kay, age three and one-half, died. On June 7, Mary Lark, age ten, died of consumption. A number of meetings were held aboard ship, both for preaching and amusement. The ship's captain was very adamant in not allowing the sailors to disturb the gatherings. Before the Saints disembarked from the ship, written testimonials were exchanged between the Saints, the captain, and the ship's physician "expressing the good feeling and pleasant and cordial understanding which had prevailed between all concerned during the entire voyage." The captain and the physician, trying to respond to the testimonials tendered them, were both overcome by their feelings and shed tears of emotion. After a trip of about six weeks (41 days), on June 14, they pulled into New York City; a little steam tugboat carried the Church members to Castle Garden where they were welcomed heartily by Apostle John Taylor and Elder Nathanial H. Felt. Castle Garden was the United States Immigration Depot, located on the southern tip of Manhattan Island. It was an unkempt, filthy, vermin infested place. On June 17 they left New York by railway for the city of Dunkirk, Ohio; they arrived there on June 19. Here they boarded a small lake steamship by the name of Jersey City and sailed across Lake Erie arriving at Toledo on June 21. They reported that they encountered some very unfriendly treatment at the hands of railroad men and were subjected to some indignities in Toledo. The following day they arrived at Chicago and, on June 23, left by train in two divisions for the west, one division leaving a few hours after the other. At Pond Creek they learned the railway bridge at Rock Island had broken and tumbled down while a train was crossing it. Apostle Erastus Snow and a party of brethren were on the train when the accident occurred, but escaped unhurt. The company left Pond Creek on June 26 and arrived the same day at Iowa City, Iowa, which at that time had about 3,000 inhabitants, and was the western terminus of the railroad. Iowa City, Iowa had been selected by the Church immigration agents that year as a place to assemble and outfit the immigrants who were to make the long journey across the plains. In order that as many of the poorer Saints as possible should have the opportunity to emigrate at small expense, the First Presidency had directed that all Saints who in 1856 were assisted by the Perpetual Emigrating Fund, should cross the plains with handcarts. This was a more difficult method of travel but less expensive than wagons. The first handcart company left Iowa City on June 2, 1856, under the direction of Elder Edmund Ellsworth. In Iowa City the immigrants rested from their long journey which had taken about three months. The time was spent in assembling outfits with which to make the trek to Utah. The handcart migration: Hundreds of Saints, especially those in England and Scandinavia, were anxious to gather to Utah and were continually pleading with the authorities of the Church to make it possible for them to do so. As a result of these requests, in September, 1851, President Brigham Young sent out the sixth epistle to the Saints, which included the following: How long shall it be said in truth "the children of this world are wiser in their generation than the children of light?" Some of the children of the world have crossed the mountains and plains from Missouri to California, with a pack on their back, to worship their god -- GOLD! Some have performed the same journey with wheelbarrow; some have accomplished the same with pack on a cow. Some of the Saints now in our midst came here with wagons and carts made of wood, without a particle of iron . . . and had as good and safe a journey as any in the camps. Can you not do the same? Since the Mormons who pioneered the route to Salt Lake Valley and those who trekked after them walked much of the way beside the ox-drawn trains, Brigham Young again, suggested to the president of the European Mission in 1855: I have been thinking how we should operate another year. We cannot afford to purchase wagons and teams as in times past. I am consequently thrown back upon my old plan -- to make handcarts, and let the emigration foot it and draw upon the carts the necessary supplies, having a cow or two for every ten. They can come just as quick, if not quicker, and much cheaper -- can start earlier and escape the prevailing sickness which annually lays so many of our brethren in the dust. A great majority of them walk now, even with the teams which are provided, and have a great deal more care and perplexity than they would if they came without the teams. When these plans were made known in the homes of the Saints through a Church publication, the Millennial Star, it caused many of the people who were unable to outfit themselves with ox teams and wagons to feel that this was the answer to their desire to join the body of the Church in the Great Basin. According to President Haight of the Scandinavian mission: The Scandinavian Saints are very anxious to emigrate and be gathered with the Saints in Zion, where they can be more fully instructed in the way of life and salvation. They rejoice in the newly adopted mode of emigration with handcarts, seeing that so many more can yearly be delivered from the land of oppression, and they are not at all afraid of the trip over the plains. Crossing the plains: The Willie Company was the Fourth Handcart Company, the fifth division of which was made up of one hundred Scandinavians. In this Fourth Handcart Company was Elizabeth Tite, the future wife of Jesse Tye. As stated in the first chapter, it is apparent that Jesse was not in this company. He arrived in the Valley two and one-half months before Elizabeth. There was one other handcart company that left in 1856 after the one directed by Elder Willie, the Edward Martin company with 576 people, 146 handcarts, and seven wagons. They left on July 28 and got to Salt Lake Valley November 30. This is the Fifth Handcart Company which, along with the one captained by Elder Willie, had such an arduous trek. A wagon company also left either July 30, 1856 in the William B. Hodgetts' Company, with 150 other people in 33 wagons, or on August 1, 1856 in the John A. Hunt Company, with 300 people in 56 wagons. In some reports "Hodgetts" is spelled "Hodgett." Both companies reached Salt Lake Valley December 10 to 15. The Hunt Company was the last wagon train of the season. It left Florence, Nebraska for the Great Salt Lake Valley on September 2. It should be mentioned that one other group made up the rear of the two handcart companies and the two wagon companies. Handcarts: To repeat some of the descriptions of the handcarts given in Chapter One, the handcarts were made of hickory or oak, and sometimes both kinds of wood went into their construction. It was necessary that the axle be made of strong hickory. The shafts were five to six feet long, with three or four binding crossbars from the back of the cart to the fore part of the body, leaving a space of three to four feet for the lead man, woman, girl or boy who was to pull the cart. The cart was made the width of the usual wagon tracks so that it could follow in those tracks as the pioneers traveled along the route of the companies who had gone before. Across the bars of the handcarts was sewn a piece of bed ticking or canvas. On this improvised cart was loaded their food, flour, bedding, extra clothing, and cooking utensils. The carts were built in Iowa and were pushed or pulled, and sometimes both; they could carry from 100 to 500 pounds of food and clothing. Some carts carried inscriptions such as "Merry Mormons," "Zion's Express," and "Truth Will Prevail." The family cart was made similar in size, but usually had an iron axle and a box three or four feet long and eight inches high. Some of the carts had thin iron tires, but the rims of many were merely wrapped with rawhide. Two persons were to draw this cart and only the babies or someone ill were given the privilege of riding. Sometimes the cart was covered with a canvas shade which also provided slight shelter in case of rain. Typically four or five people were assigned to a handcart, twenty persons to a large round tent, and one wagon and ox team to twenty carts. The handcarts would cover about twelve to fifteen miles a day -- about the same distance usually covered by the ox teams. The handcarts, however, could not carry the same weight as the wagons. Brigham Young, as stated above, the originator of the plan to use handcarts, thought they could come as quick, if not quicker, and much cheaper than the wagon trains. A reflection of this optimism is seen in the following statement by President Young: Fifteen miles a day will bring them through in 70 days, and after they get accustomed to it they will travel 20, 25, and even 30 with ease, and no danger of giving out, but will continue to get stronger and stronger; the little ones and sick, if there are any, can be carried on the carts, but there will be none sick in a little time after they get started. There will have to be some few tents. The pioneers were in high spirits by the time they reached Florence, and many of them were singing the chorus of the Handcart Song: Some must push and some must pull As we go marching up the hill, As merrily on the way we go Until we reach the Valley, oh! Many of the handcarts were made with green wood. When they passed beyond the Loup Fork, the green carts began to disintegrate. They had greased the wooden-axle carts and, because any grease collected dust and sand that acted like emery paper on the spindles, the axles began to wear and the wheels wobbled. Later the pemmican hunters learned not to grease their carts and endure the shrieking and grating of wheels. Two handcart companies and two wagon companies: Some historians lump both of the two handcart companies and the two wagon companies together. Levi Edgar Young, in his book, The Founding of Utah, wrote: Two companies were now on the plains trying hard to reach Salt Lake City before the winter weather set in. They were in charge of James G. Willie and Edward Martin. It was not until August that these companies crossed the Missouri River; when they hastened on to reach their destination before the late autumn. Unfortunately, an early winter set in, a winter similar to the one that had overtaken the Donner party in the Sierra Nevada Mountains just ten years before. Willie's company consisted of 500 souls, 120 carts, 5 wagons, 24 oxen, 45 beef cattle and cows. In Martin's company were 500 souls, 146 carts, 7 wagons, 30 oxen, and 50 beef cattle and cows. Traveling with the Willie and Martin companies were, fortunately, the wagon companies of William Hodgetts and Hunt. Each of these companies had approximately 200 souls each, and 33 and 50 wagons, respectively. The four companies consisted of 1,500 souls. The journey from Iowa City to the Missouri River was pleasurable in every particular. The roads were good, game was plentiful, and grass was high for the cattle. Arriving at Florence [Winter Quarters], several days were spent making new carts and mending old ones, and obtaining supplies. The companies did not leave together, owning to lack of preparation. Captain Willie started out on August 17, Captain Martin a few days later, and on September 2 the wagon-trains left. On the plains they had many experiences. The Indians drove off the beef cattle of Captain Willie's company, an unfortunate occurrence, as we shall see. When Willie's company reached a point about 300 miles west of Florence, they barely escaped being trampled under foot by a herd of frightened buffalo. The roads were now somewhat rough and much rawhide had to be used on the rickety carts to keep them from falling to pieces. The axles wore through before the journey was half ended, causing much trouble and delay all along the road. The early frosty nights made it cold for the emigrants, but they pushed on, until reaching Fort Laramie they obtained some buffalo-robes and a few more provisions. On they traveled, and with the consuming of the food it was discovered that rations must be meted out to the men, women, and children. On October 12 it was decided to apportion ten ounces to each soul, and on the 14th another reduction was made. On the 19th the last ounce of flour was doled out. What made matters worse was that snow was now flying, and it was already eighteen inches deep on the level. The Willie Company pushed on, but was compelled to make camp in a lonely spot on the Sweet Water. The Martin Company was one hundred miles behind, and had been struck with the same storm. The wagon companies were still as far behind the Martin Company, and therefore could render little assistance. Another historian writes: The Edward Martin Company was the fifth handcart company to leave Iowa City, getting a late start August 25, 1856. They were accompanied by two wagon trains, one under the direction of William Hodgetts and the other under the direction of John A. Hunt. The James G. Willie handcart company was just a few days ahead. Altogether there were 1,550 persons in the four companies, all facing great risk due to the lateness of the season. Captain Hodgetts' Wagon Company: William B. Hodgetts, age 24, was an elder returning from a mission to Great Britain. It was he who led the company. The wagon train arrived in GSLC December 15, 1856, according to one account. They left Iowa City in the later part of August and were instructed to keep in the rear of the Willie's and Martin's Handcart Companies in case that the immigrants traveling by handcarts should become disabled and need what assistance teams could render them. The wagon trains, both Hodgetts' and Hunt's, suffered as much as did the handcart companies. According to one report, Hans "lost everything except his life and his family in the snowstorms." Emily Hodgetts Lowder, a sister of Captain Hodgetts, came to the United States aboard the Enoch Train, leaving England on March 18, 1856. She was only 15 years of age at the time. William Ben, her brother, left two weeks after she and her sister Maria did and arrived in Boston two weeks before his sisters. He had a letter from their mother to her daughters. She wrote: Maria, come home and take care of your mother in the hour of trial, my days are short. Emmie, my loved one, go to Utah with your brother and keep faithful, work in the house of the Lord. William Ben, be a guide and protection to your sister, tenderly watch her footsteps. Maria went back to England. Emily went with her brother to Utah. She described the Hodgetts' Company as follows: William Ben was put in charge of the immigrants . . . [at the] Iowa camp grounds. There were forty-nine wagons, ours being the first. We camped in these camp grounds twenty-one weeks. I was very much upset over the separation in our family and my health was poor, so my brother put me in a boarding house for twelve weeks. During this time he was in Missouri for the Church. Miss Birchley, Squire Tennant and his mother bought two hundred heifers, which were afterwards used in helping to feed the handcart company. While we were on the plains we came across John A. Hunt with eleven wagons. The Indians were very hostile and my brother told him it was not safe to travel alone and invited him to travel with our company, which he did. Then we came on, my brother being appointed captain of the last wagon company in 1856. Nathan T. Porter was his assistant. When we reached Devil's Gate, we were called upon to go and help the handcart company, which we gladly did. It was bitter cold. We were snowed in for ten days. They camped near us then and we gave them five wagons and twenty yoke of oxen and they moved on. We stayed in the old fort for ten days longer, then Jos. A Young and Brother Grant (I think his name was George) came back from Utah to meet us. Brother William Carter came also from Utah and helped us on. We reached Salt Lake City December 15th, 1856. We left our belongings at the old Fort. Mother had sent means to rent a home for us for two years in the Seventeenth Ward. William Ben went back the next spring to bring our things from the old fort, also to bring freight for the Church. . . . Winter Quarters was a settlement where the emigrants camped during the long cold winters while waiting for better weather before continuing their journey westward. They reached Winter Quarters late in the season, and all of the Saints were counseled by President Young to remain there throughout the winter. However, the weather continued clear and warm and winter seemed to be a long way off. Some family records place the time as being the first of October; other records simply state that it was late in the season. Encouraged by the late Indian Summer, they traveled on. Unfortunately, they drove into the face of one of the most severe winters ever to sweep down over the plains. Things were going well for them after they left Winter Quarters. The first two hundred miles went well, for the scenery was beautiful, game was plentiful, and a spirit of joy was in the camps. Then they were attacked by a large band of Indians, who drove off many of their cattle. To add to their discomfort, their food supply ran low after a few weeks. Three hundred miles west of Florence, they were badly frightened by a herd of buffalo that stampeded. By this time many of the handcarts were in need of extensive repairs because of the difficult terrain over which they traveled. In a report by Franklin D. Richards and Daniel Spencer to Brigham Young appears the following: We overtook our rear company of wagons, in charge of Captain L. [J.] A. Hunt, during the forenoon of the 6th [of September], and nooned with them about 10 miles east of the Loup Fork. He has in his company 240 persons, 50 wagons, 297 oxen and cows, 7 horses and mules, and some 4 church wagons. The majority of this company have light loads and good teams, and are generally well provisioned. They would probably ferry the Loup Fork on the 7th. On the evening of the seventh of September, they overtook the Martin company. Then, after visiting with the members of this company, they drove about ten miles farther and found Hodgetts' camp. They gave this description of the Hodgetts' company: This company is composed of 150 persons, 33 wagons, 84 yoke of oxen, 19 cows and some 250 head of heifers and other loose cattle. This includes br. (sic) Thomas Tennant and family, with 4 wagons and 1 carriage. Br. Hodgetts' company, though generally pretty heavily laden, were in good traveling condition, making excellent progress. However, when the companies reached North Bluff Creek, six hundred miles from Iowa City, their provisions were so low that they were compelled to ration their food. Elder Richards became concerned and hurried on to Salt Lake City to report to President Young. Company organization on the plains: Typically plans for the immigrating company were carefully thought out. The captain had been over the road before and was on a horse in order to ride ahead to select the best route and most convenient camping grounds. The large groups were divided into units of fifty, with a captain over the fifty, and then sub-divided into units of ten with a captain over that division. One of the advantages of this arrangement was that if an accident happened to a wagon, the company of ten to which it belonged could remain behind and help with the repairs. In this way the entire company would not be delayed and the company of ten could join the main body at the next camping ground. But if this unit of ten had not reached the camp by morning, the advance company was to remain in camp until the late ones arrived. The leaders felt as if hardly any circumstance would justify the strong part of the company in leaving the weaker portion for more than one day's travel. A Sergeant of the Guard was also appointed, whose duty was to superintend the herding and guarding of the cattle and to see that guards were appointed and relieved at the proper time. From the time of the unyoking of the oxen until sunset the oxen were turned out to feed in or near the corral. Driving oxen was a new experience for most men of the companies. Many of the Europeans had never seen an ox before. The wide-spreading horns of the untamed steers provided a most uncomfortable nervousness; consequently the captains accompanying the units had to do most of the yoking of the oxen. This delayed starting. The cattle in the hands of untried teamsters were nearly unmanageable. The captains went first to one team and then to another, showing them how to manage the yoked oxen. The teamster should drive, with the team to his right; when he cried "Gee," the team should go from him; "Haw" meant the team should come towards him. It was usual with a lazy team to let them feel the whip over their necks when the teamster cried "Haw"; and when "Gee," over the backs. So whenever a difficult road was encountered, the shouts and cracking of whips were terrific. When a slight move to the right or left was required, the command to "Gee" or "Haw" was given in a very mild tone. The trained teamster walked at the back of his team. Sometimes wood was scarce. The women, as they walked along, would pick up the dry buffalo chips to be used with the scanty bits of wood gathered to make the campfires. Along the streams were found bushes covered with berries -- wild currants, native black currants, bull berries, and wild gooseberries. Members of the company would stop and gather as many as they could get. The women also gathered mustard and other greens; these added variety to their food. A horn was blown at 5 a.m., when every man arose and attended to prayers before leaving his wagon, then breakfast was prepared and the cattle fed. Breakfast was to be over and everything packed by seven, at which time the camp was expected to move at the sound of the bugle. Each extra man was required to travel at the side of the team with his loaded gun on his shoulder, and each driver carried a gun. The wagons would travel in double file, and half an hour was allowed for dinner. A Chaplin was appointed whose duty it was to call the camp together, morning and evening, for song, prayer, and instruction. Camping time was always looked forward to. The place chosen was usually level, near running water, and shade if possible. Here the wagons were drawn up in a circle, the front wheels of the back wagon locking with the wheels of the one in front, the tongue of the wagon on the outside of the circle, thus making a good "corral" in which to pen the animals for the night. At the ends of the corral were gateways which were closely guarded. Many of the travelers slept in their wagons, but some had tents; these were pitched near the wagons on the outside. The camp was patrolled by guards all night. Each company had a few musical instruments. When supper was over they would gather around the campfire, tell of the day's experiences, and some of the people played and some sang, and while often times others danced. There was one song that was particularly popular with the Saints. It was called "In Upper California, Oh That's the Land for Me." All the land west of the Rocky Mountains was known as California. At 8:00 p.m., at the blowing of the horn, everyone retired to his or her wagon or tent, prayers were said, and at nine, all except the guards were in bed. There is no good description of the kind of clothes the pioneers wore. Presumably, they wore the style of clothing indigenous to their country of birth. One description of some of their clothing appears in the Salt Lake Daily Herald. A member of the Martin Company, which was passed by Almon W. Babbitt and two companions, all of whom where later killed on the trail by unknown assailants, said that Brother Babbitt was "dressed in corduroy pants, woolen overskirt, and felt hat." Winter weather: The above would be a fairly accurate description of the first part of the trek across the plains. But the Indian Summer left them. They had left the outposts of communities along the Missouri River and were well across the prairies of Nebraska when a blizzard caught them. By the last day of September the companies still had five hundred miles to go before they reached GSLC, all leading through mountainous country. Provisions were nearly gone, clothing almost worn out, and bedding had been discarded because of the weakened condition of the Saints and their consequent inability to haul it. To add to this, after the people of the Martin company had eaten fresh meat from a few oxen that could travel no farther, many of them experienced dysentery. Of course, all of these conditions took their toll among the pioneers. It was bitterly cold with winds which caused the drifting snow to block their way. They were often forced to remain in some crude cave for days at a time. Then, before moving on, they had to drive the cattle back and forth to break trail before they could bring the wagons along through the deep snow drifts. All the grass and feed for the livestock were now covered under the deep snow; at night. The temperatures would drop into the twenties below zero. Presumably the wind chill factor would have been considerably lower. It is difficult to know the extent to which the wagon companies were in contact with the handcart companies. One record states that the Hodgetts' company was merged at Florence with the Martin Handcart Company. In another account, it was reported that "about twelve miles above the last crossing of the Platte, the company was snowed in and came to a standstill." John Bond, a twelve-year old boy was in the Hodgetts' wagon train stalled beside the Fifth Handcart Company, Martin's. He wrote the following account of his experiences: Day after day passes and still no tidings of help coming from the westward. The bugle is sounded again by John Wadkins to call all the Saints together for prayers to ask the infinite Father to bring food, medicines, and other things necessary for the sick and needy. After prayers, [we] are ordered to bed. I had been to many of the meetings previously but this time I saw sister Scott cooking a nice pot of dumplings just before the bugle sounded. She hid the dumplings under the wagon, being a zealous woman, and went to prayer meeting, but I did not go this time, I stood back and looked for the dumplings, found them and being so hungry I could not resist the temptation, sat down and ate them all. The weaker cattle, starved and worn, could not survive, and many of them died of hunger and cold. It became necessary to abandon all extra equipment such as farm implements. Provisions were rapidly reduced to the danger point so they had to ration them. Hans would go out in the early morning with his ax and chop chunks of meat from the carcass of an ox which had frozen to death during the night. With this meat they would make great kettles of soup for the company. Later he said that the stew would have been rather appetizing if only they could have had some salt and pepper with which to season it, but such supplies had been depleted. There was a great deal of illness among the people. There were many deaths. The dead were quickly buried and left as the saddened company dragged westward. The pioneers never thought of turning back, in spite of all of their hardships. They were prepared to make whatever sacrifices were necessary to reach Utah. It was with some hesitation that these companies left Florence at such a late date. Keep in mind that the fourth and fifth handcart companies had been delayed in Iowa City while waiting for their carts. They set out in late July and reached Winter Quarters in August. They debated but "impatience, enthusiasm, and faith prevailed over prudence." John Chislett, a member of the Willie Company, wrote: The elders seemed to be divided in their judgment as to the practicability of our reaching Utah in safety at so late a season of the year, and the idea was entertained for a day or two of making our winter quarters on the Elkhorn, Wood River, or some eligible location in Nebraska; but it did not meet with general approval. As the emigrants traveled along the banks of the Sweetwater, the nights became severely cold; their bed covering was now insufficient. Before them were the mountains, clad almost to the base with snow. The storms of winter were gathering. The old and infirm began to droop and soon deaths became frequent. Generally whenever they left their camping ground they would have to bury one or more of their party. Then the able-bodied men began to succumb. On the morning of October 19, the immigrants awakened to eighteen inches of snow on the level. It was the first snow of the season and the day that their last flour was used. Deaths from the extreme cold, exhaustion, dysentery, and lack of food were commonplace. They pushed on, mile after mile over the wind swept plains of Wyoming, until they arrived at Green River. By this time, due to the depth of the snow as well as the loss of cattle and horses, going on became impossible. They set about building huts and dugouts for shelter in hope that they receive some help before they all perished. The rescue: Brigham Young organized and set out a scouting party under the direction of Ephraim Hanks to try to locate and rescue the companies. At the October conference, President Young had addressed the people, saying in part: There are a number of our people on the Plains who have started to come to Zion with handcarts and they need our help. We want twenty teams by tomorrow to go to their relief. It will be necessary to send two experienced men with each wagon. I will furnish three teams loaded with provisions and send good men with them and Brother Heber C. Kimball will do the same. If there are any brethren present who have suitable outfits for such a journey, please make it known at once so we will know what to depend upon. Women collected bedding and clothing and provisions were gathered. That evening twenty-seven young men met and received final instructions to prepare them for their errand of mercy. Nearly all of them were trained scouts. They only knew the settlers were somewhere between Salt Lake City and Winter Quarters. When the relief party reached Fort Bridger and had not yet met the handcart company, they became alarmed, because they had expected to meet the advance company under the direction of Captain Willie. After deliberating, a decision was made to send Joseph Young and Cyrus H. Wheelock ahead to urge the companies on, if possible. Soon the snow became deep and with a cold north wind causing deep drifts, they had to camp. Men and animals were completely exhausted. It was here on the night of October 20 that Captain Willie and Joseph Elder, riding two worn-out animals, brought the news that unless immediate aid came, his company would perish. Immediately the men prepared to start again, and after a hard journey they arrived at Willie's camp where they found people who had not eaten for forty-eight hours. Fires were lighted and food prepared, but for some of the pioneers, the rescue party was too late. That night nine more deaths occurred. Part of the rescue party stayed with the Willie Company but most of them pushed on to relieve the suffering of the Martin Company and the Hodgetts and Hunt wagon trains. It wasn't until November when they found the other companies freezing and starving in their camp at Green River. They brought them buffalo meat to eat. The company was quickly reorganized to make the final leg of their trip but found it necessary to leave most of the wagons and the heavy equipment so they could travel with the scouting party. George D. Grant, writing to Brigham Young from Devil's Gate on November 2, 1856, said that they met Willie's company on the 21st of October. They sent a group to Independence Rock to see where the other two companies were. They traveled through snow from eight to twelve inches deep. Then they heard that the other companies were all on the Platte River, near the upper crossing where they had been waiting for nine days. They met Martin's company at Greasewood Creek on the last day of October. Hodgetts' company was a few miles behind Martin's. Describing the scene, he wrote: But you can imagine between five and six hundred men, women and children, worn down by drawing hand carts through snow and mud; fainting by the wayside; falling, chilled by the cold; children crying, their limbs stiffened by cold, their feet bleeding and some of them bare to snow and frost. The sight is almost too much for the stoutest of us, but we go on doing all we can, not doubting nor despairing. Hunt's company was two or three days still father back. More specific concerning location is the report Joseph A. Young, son of Brigham Young, gave in the Tabernacle on November 16. He left with Captain George D. Grant's relief company on October 7. And then: We traveled until the 28th, when we met Capt. Edward Martin's company of hand carts and Capt. Hodgetts' wagon company, at a place called Red Buttes, 16 miles below [above] the Platte bridge. We met Capt. J. A. Hunt's wagon company 26 miles below the bridge [10 miles below Martin's]. The brethren and sisters appeared to be in good health and spirits. Capt. Martin informed us that about 56 out of 600 had died upon the plains to that date. Those who had died were mostly old people [But this was still early. Final estimates were that 135 to 150 people out of the 576 people of the Martin Company died and 67 out of 500 people in the Willie Company died]. On the 29th I returned from Capt. Hunt's to Capt. Martin's company. Capt. Martin had started early in the morning, and when I overtook them their cry was, "let us go to the Valley; let us go to Zion." Levi Edgar Young describes the rescue as follows: A company of men bound for Utah under Franklin D. Richards passed the emigrants on the road, and hastened on to Salt Lake City to report to Governor Young the plight of the emigrants. The October conference was in session, and on hearing of the condition of the famishing people, Governor Young called for volunteers to go with wagons and supplies to rescue the women and children, and all others who were suffering. Twenty teams, each with two experienced men with provisions, left immediately. The men had gathered up supplies, the voluntary contributions of the people. The women gave quilts, underwear, mittens, and socks and many took coats from their own backs and gave for the relief of their "brethren and sisters." The rescue party encountered stormy weather from the first, and did not make quick time as they expected. On reaching the Green River, and hearing nothing of the emigrants, Joseph A. Young and Angus Wheelock were sent ahead to meet them and to let them know that relief was near at hand. Beyond the South Pass the wagons reached the Willie Company. They had had nothing to eat for forty-eight hours, and were freezing and starving to death. Wood was drawn to the camp from the neighboring hills, and bonfires were lighted. Food was doled out, and the emigrants took new courage. Yet nine died the night that the relief arrived. The rescuers continued on to the Martin, Hodgetts, and Hunt companies, while William H. Kimball started for Salt Lake with the Willie Company. It continued to snow, and the nights were bitter cold. The women and children huddled at night around the fires, while the men did all they could to gather wood and keep clothing dry. The company finally reached Green River, where they were met again by supply-wagons, and in November the men at Fort Bridger welcomed them. Here fifty wagons were awaiting them to carry them to the valley, and seven days later the party arrived in Salt Lake City, where they were greeted by hundreds of citizens. Within an hour, remarked Mr. Kimball, after the party arrived, every soul was being cared for in the home of some brother. This company lost one-sixth of its number on the plains by cold and hunger. It appears that the Martin Company reached Martin's Cove, which is a depression near the Sweetwater, about two and one-half miles west of Devil's Gate. Willie's company was trapped a few miles east of South Pass. Then, according to the Hafens' in Handcarts to Zion: The fatigued Saints finally reached the wagons, encamped in the cove against the granite mountain, where they found some shelter through several freezing days. The thermometer reached eleven degrees below zero on November 6. It was decided to store the merchandise from the wagon trains at Devil's Gate fort; and then, in the emptied wagons, to haul the sick and incapacitated members of the handcart company on to Salt Lake. Most of the handcarts would be abandoned. After the freight from the two rear wagon trains was stored in the log cabins, a delegation was chosen to remain behind and guard the goods during the winter. Dan W. Jones, with two companions from the Valley and seventeen men from the emigrant trains were assigned the grueling task. Hodgetts' and Hunt's wagon trains, now relieved of their freight, moved on to Martin's Cove. Here the meager loads from the handcarts, and all the emigrants that the wagons could carry, were packed under the wagon covers. The stronger persons still had to walk, but pulling of handcarts was at an end; all these two-wheeled burdens were left behind. The party moved forward on November 9 [This would be Hodgetts' company. According to the journal of the first rescue party, the Hunt Company had not yet completed caching their goods. The evening of the ninth, which was a Sunday, they had a meeting with the officers of the companies to appoint men to remain with the goods. Also, the record states, "During our stay here, we had meetings every evening to counsel together and ask the Lord to turn away the cold and storm, so that the people might live." On the tenth, the Hunt company moved out, the last wagon leaving by about two o'clock.]. Ahead of the company, there still stretched 325 miles of high, mountain desolation, mantled in snow. Another cold spell coated the Sweetwater with an ice sheet, thick enough to support wagons. As the train plowed slowly westward through the snow, the severe cold continued. Some persons had their fingers, toes, or feet frozen; others died. In the History of Brigham Young, 1847-1867, it states: Two companies of emigrants with wagons also started late in the season, the members of which, after considerable privation also were brought in within about a fortnight after the last handcart company arrived. Abandoned equipment: On arrival at Devil's Gate on the Sweetwater, twenty men, belonging to Martin's company, were left in charge of stock, merchandise, and baggage, with orders to follow in the spring. The snow was deep, many of the cattle were devoured by wolves, and others perished from the cold. Game was scarce. Daniel W. Jones was one of those who stayed. It would appear that Brother Jones and his associates did not do a very good job guarding the possessions of Hans. Another possibility is that while the bulk of the two wagon trains stopped at Martin's cove and few others went as far as the Green River. Brother Jones had a difficult time. He wrote: "There was not money enough on earth to have hired me to stay. . . . But I remembered my assertion that any of us would stay if called upon." The ordeal they endured during the long winter was terrible. Their cattle died; they ate the lean meat, and got hungry eating it. Finally they were reduced to eating rawhide. At first it made them sick. But Brother Jones, a professional cook, devised a plan and evolved this recipe: Scorch and scrape the hair off; this had a tendency to kill and purify the bad taste that scalding gave it. After scraping, boil one hour in plenty of water, throwing the water away which had extracted all the glue, then wash and scrape the hide thoroughly, washing in cold water, then boil to a jelly and let it get cold, and then eat with a little sugar sprinkled on it. And he concluded: "We asked the Lord to bless our stomachs and adapt them to this food. . . . We enjoyed this sumptuous fare for about six weeks, and never got the gout." When the last hides had been eaten, nothing remained but their boot tops and the scraps of leather around their wagons, even the neck piece of a buffalo skin which had served as a door mat was used for food. Thus they kept themselves alive until spring, when they subsisted on thistle roots and wild garlic, until at length relief came from Salt Lake City. Explanation of the timing of the handcart companies: Several factors contributed to this tragedy of the two handcart companies and the two ox trains. They started too late in the season from Iowa City. Part of the problem was due to the fact that some of the emigrants left Liverpool aboard the Thornton on May 3, while others on the Horizon did not leave until May 25. This in turn was due to the large numbers of Saints who wanted to come to Zion as well as the difficulty in procuring ships. Another factor was the fact that upon their arrival at Iowa City, the handcarts were not yet constructed. Willie's company was detained nineteen days and the Martin's company was detained twenty days. Upon their arrival at Florence, further time was consumed in the repair of their flimsy vehicles. Then too, many of the emigrants had the belief that, being on a trek in compliance with the commandment to "gather," nothing would happen to them. "Every saint who does not come home," stated the sixth general epistle of the twelve, "will be afflicted by the devil." They felt as if those who were enduring so much for the Gospel's sake would merit special divine favor. There was not a sufficient number of able bodied men in proportion to the infirm, the women, and children. Also, except for a few missionaries in the company and some of the Mormon leaders at Florence, none of the pioneers had been over the route. They did not fully appreciate what lay ahead of them. Finally, the winter was one of the earliest and most severe that has ever been known in this area of the country. Arrival in the valley: The last of the wagon train emigrants finished the journey over the mountains and arrived in Salt Lake City on December 16, 1856. Most of the people in the company had arrived between December 10 and 15. The Willie Handcart Company had reached the city on November 9, 1856. The Martin Company arrived in the Valley on November 30. Upon their arrival the people were taken to the old Tithing Yard where they were supplied with some clothing and had their immediate needs taken care of; they were assigned to the homes of other members of the Church who took care of them. Many thrilling accounts are recorded of the kindness and brotherly love that existed among these ill-fated pioneers. One of the most heroic mass rescues the frontier ever witnessed was performed by the scouts and men who answered the call to bring more than a thousand persons, who were stalled in the snow three hundred miles from any settlement, safely to their destination.