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Migrant Farm Families
Photos with Original Captions

Dorothea Lange (1895-1965) has been called America's greatest documentary photographer. She is best known for her chronicles of the Great Depression and for her photographs of migratory farm workers. Below are 42 pre-World War II photographs she created for the U.S. Farm Security Administration (FSA) investigating living conditions of farm workers and their families in Western states such as California. Most of the workers had come west to escape the Dust Bowl, the lengthy drought which devastated millions of acres of farmland in Midwestern states such as Oklahoma.

-- Tents as Home Left - Drought refugees from Texas encamped in California near Exeter. Seven in family. Mid - Brawley, Imperial Valley, In Farm Security Administration (FSA) migratory labor camp. Right - In a carrot pullers' camp near Holtville, California.

- Car on siding across tracks from pea packing plant. Twenty-five year old itinerant, originally from Oregon. "On the road eight years, all over the country, every state in the union, back and forth, pick up a job here and there, travelling all the time." Calipatria, Imperial Valley. On the Move -- Left Mid - Calipatria, Imperial Valley. Idle pea pickers discuss prospects for work. California. Right - Family who traveled by freight train. Washington, Toppenish, Yakima Valley.

- Entering Farm Security Administration (FSA) camp for migratory laborers at Indio. Coachella Valley, California. Finding Alternatives -- Left Mid - Heads of families on the Mineral King cooperative farm. Ten families are now established on this 500-acre ranch to be operated as a unit. (Farm Security Administration) Tulare County, California. Right - Family living in tent while building the house around them. Near Klamath Falls, Klamath county, Oregon.

Enduring Life -- Left- Migrant children. Merrill, Klamath County, Oregon. In unit of FSA (Farm Security Administration) mobile camp. Mid - Migrant worker on California highway. Right - Billboard on U.S. Highway 99 in California. National advertising campaign sponsored by National Association of Manufacturers.

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The History Place - Dorothea Lange Photo Gallery: Migrant Farm Families

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Forty-two pre-World War II photographs Dorothea Lange created for the U.S. Farm Security Administration (FSA) investigating living conditions of farm workers and their families.

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In September 1939, Britain entered into what would become the world's most devastating war to date. Learn all about the events that changed the lives of millions in our World War 2 facts....
World War 2 facts

1. World War 2 was a battle between two groups of countries

- the " Allies" and the " Axis ". The major Allied Powers were Britain, France, Russia, China and the United States. The major Axis Powers were Germany, Italy and Japan.

(AD)

2. Before World War 2 began, Germany was ruled by a man named Adolf Hitler

Together with the Nazi Party, he wanted Germany to rule Europe. To gain more land and power, on 1 September 1939 German troops invaded Poland. After Hitler refused to stop the invasion, Britain and France declared war on Germany - World War II had begun.

3. During the course of the war, German forces advanced through Europe.

Did you know that we have a FREE downloadable Second World War primary resource? Great for teachers, homeschoolers and parents alike!

4. Millions of Germans were imprisoned and killed because they didn't fit the image of the 'perfect' German

Hitler wanted to create what he thought was the "best" and strongest race - and to the Nazi Party, this excluded certain groups, such as Jews, Gypsies and those with physical and mental disabilities. In an attempt to eliminate a "racial enemy" outside of Germany, such groups were also persecuted in the countries invaded by German forces.

5. The group most heavily targeted by the Nazis were the Jews

Around six million Jewish people were killed during World War 2 in one of history's most terrible events - the Holocaust. Racist in his views, Hitler blamed Jewish people for Germany losing World War I and claimed they were dangerous to German people and society.

6. Around the same time that Germany fought for power in Europe, Japan wanted to control Asia and the Pacific

In 1937 (before World War 2 had officially begun) under Emperor Hirohito, Japan attacked China, bringing the two nations into years of conflict.

7. The US didn't join the war until 1941, when Japan attacked the United States

- at their Naval Base at Pearl Harbor in Hawaii. On 8 December 1941 (the very next day), the US declared War on Japan and, in turn, its German allies.

8. Some countries remained 'neutral' in World War 2

Such countries were Spain, Sweden and Switzerland - who chose not to join either side.

9. The Germans surrendered on 8 May 1945

In 1944, an Allied army crossed from Britain to free France from Nazi rule. One year later, Allied armies invaded Germany, forcing the Germans to surrender. After nuclear attacks on Japan's major cities Hiroshima and Nagasaki, Japan also surrendered to Allied forces in August the same year. World War 2 had ended.

10. Around 64 million people died in World War 2

- that's more than the entire population of the United Kingdom.

Find out more about the countries involved in World War 2 with our Germany, Japan and USA facts. Plus, learn about the life of Anne Frank, a young German girl who wrote a world-famous diary...

*Yugoslavia was a country established in 1918 in south-east Europe, which included modern-day Serbia, Montenegro, Croatia, Slovenia and Bosnia-Herzegovina.

*USSR (Union of Soviet Socialist Republics, or the Soviet Union) was a former country which included modern-day Russia, Ukraine and Estonia, as well as other socialist states.

What did you think of our World War 2 facts? Let us know by leaving a comment below.

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Learn astonishing World War 2 facts with Nat Geo Kids. When did the war start? Who fought in in the war and why? How did it change the course of history?

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Kids learn about World War II in history. Educational articles for teachers, students, and schools including WWII battles, leaders, generals, countries, Allied vs. Axis powers, Europe, Germany, Hitler, Holocaust, atomic bomb, daily life, weapons, and causes.

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American Revolutionary War

Left, Continental infantry at Redoubt 10, Yorktown; Washington rallying the broken center at Monmouth; USS Bonhomme Richard capturing HMS Serapis

Date

April 19, 1775 - September 3, 1783
(8 years, 4 months and 15 days)

Location

Result

Territorial
changes

Great Britain cedes control of all territories east of the Mississippi R.; south of the Great Lakes & St. Lawrence R. to Spanish Florida

Belligerents

Spain

Combatants
Combatants

Commanders and leaders

Strength

Casualties and losses

The American Revolutionary War was a war fought between Great Britain and the original 13 British colonies in North America. The war took place from 1775 to 1783 with fighting in North America and other places. The Continental Army ( army of the colonies), led by George Washington and helped by France and other powers, defeated the armies of the British Empire.

After the war ended, the Thirteen Colonies became independent, which meant that the British Empire was no longer in charge of them. They together became the first 13 states of a new country called the United States of America.

Background and causes

The war started after years of problems between the British Empire and the colonists of North America after the French and Indian War (The seven years war). People in the Thirteen Colonies disliked many of the actions of the British Government, such as the Intolerable Acts. For many years the British government decided which countries could trade with the colonies, instead of the colonies deciding it themselves. Many colonists wanted free trade.

In 1765, the British Parliament needed money to pay back the debt for the French and Indian War. They passed a Law called the Stamp Act. This law said that colonists had to buy stamps for legal papers, newspapers, and even playing cards, as other British people did. The money from the stamps went to the King. The colonies did not follow this law. The colonies kept refusing to do what the King wanted. The Boston Tea Party and Boston Massacre caused people to become more angry about the situation. The British sent more soldiers (who were called Red Coats by the colonists to insult them) to keep control of the colonies and they sometimes had to fight. In 1774, the British passed the Intolerable Acts to punish the colonists in Boston for the Boston Tea Party.

Not all colonists wanted to leave the British Empire. The , or Tories, stayed loyal to Great Britain. They were not going to change their views. The , or Whigs, wanted independence. Before the Revolutionary War, most people in America were Loyalists; but after it, most people were Patriots.

Many colonists wrote letters showing how they felt. Thomas Paine wrote Common Sense, a famous pamphlet about independence from Britain. Other colonial leaders, such as Benjamin Franklin, John Adams, and Thomas Jefferson wanted independence.

Northern battles

The first battles of the American Revolutionary War were Lexington and Concord. One of the first major battles was the Battle of Bunker Hill in 1775. After that, the British controlled Boston. Around that time, the Second Continental Congress sent an Olive Branch Petition to King George III (which he rejected) and named George Washington head of the army. Early in 1776, Washington's army drove the British out of Boston.

A few months later the Continental Army and British troops under William Howe fought the New York and New Jersey Campaign. During the New York battles, the British started using Hessian troops, who were from Germany. Though the colonists lost New York (the British would hold it for the rest of the war), Washington was able to hold onto most of his army. Over Christmas, 1776-77, Washington crossed the Delaware River and defeated the Hessians at Trenton and the British at Princeton.

In 1777, the British attacked the city of Philadelphia, then the American capital. Two battles were fought over Philadelphia: Brandywine and Germantown. Again, the Americans lost a major city, but Washington was able to keep most of his army. Around this time, the Frenchman Lafayette joined the American Army. In 1778, the British left Philadelphia. Between 1778 and 1781, most battles between Washington and the British were inconclusive (they did not have any major effect militarily).

One of the most important battles was the Battle of Saratoga in 1777. American soldiers under Horatio Gates forced a British surrender under John Burgoyne. This led to France and Spain joining the war on the side of Americans. These powerful countries fought the British around the world. From 1778 to 1780, there was fighting in the West.

The Scottish (fighting on the side of the Americans) commerce raider John Paul Jones also won several naval battles over the British, but the French navy did most of the fighting at sea. The Americans tried to capture Canada several times.

Southern battles

In 1779 major fighting shifted to Georgia and South Carolina. As fighting spread northward, General Nathanael Greene led the Rebel campaign. He caused many people in the South to be Patriots instead of Loyalists, and won several battles against the British.

In 1781, Washington and French general Jean Rochambeau led an offensive against British troops in Yorktown, Virginia. This was called the Battle of Yorktown. When their soldiers lost this battle, the British surrendered.

The British continued to fight the French and Spanish for two years, winning in India, Gibraltar and elsewhere.

End of the war

The American Revolution came to an end in 1783 when a peace treaty was signed in Paris, France. In the Treaty of Paris, the British King, George III accepted the independence of the colonies and recognized the newly created nation as the United States of America.

The treaty also gave all the land Britain said it owned which was west of the Appalachians as far as the Mississippi River to the new country. This land would eventually become part of the US, and lead to the creation of 35 new states (some of which later rebelled as part of the Confederate States of America) that now make up the contiguous United States. Many Loyalists fled to Canada.

Casualties

As usual for 18th-century wars, casualty figures (killed/wounded/missing/captured) for the American Revolution are poorly known. Unlike American Civil War casualties which were published in newspapers, Revolutionary War casualty reports are found in local town histories; total casualties of the Revolution are rough estimates. Estimates are around 25,000 Americans and 27,294 British and German seaman.

Revolution beyond America

The American Revolution had a strong immediate impact in Great Britain, Ireland, the Netherlands, and France. Many British and Irish Whigs openly supported the Patriots in America, and the revolution was the first lesson in politics for many Europeans who later became active during the era of the French Revolution.

The American Revolution set an example to the rest the world. For the first time in the western world, a people had successfully overthrown the rule of a major country. The revolution encouraged the people in other countries to fight for their rights, and showed that they could be successful like the Americans.

Similarly, in the early 19th century, revolutions broke out in the colonies in South America against Portugal and Spain. Years later, similar revolutions occurred in Asia and other places.

The American Revolution established the United States with its numerous civil liberties and set an example to overthrow both monarchy and colonial governments. The United States has the world's oldest written constitution, and the constitutions of other free countries often bear a striking resemblance to the US Constitution, often word-for-word in places. It inspired the French, Haitian, Latin American Revolutions, and others into the modern era.

Although the Revolution eliminated many forms of inequality, it did little to change the status of women, despite the role they played in winning independence. Most significantly, it failed to end slavery which continued to be a serious social and political issue and caused divisions that would ultimately end in civil war. While many were uneasy over the contradiction of demanding liberty for some, yet denying it to others, the dependence of southern states on slave labor made abolition too great a challenge. Between 1774 and 1780, many of the states banned the importation of slaves, but the institution itself continued.

In 1782, Virginia passed a law permitting manumission and over the next eight years more than 10,000 slaves were given their freedom. With support from Benjamin Franklin, in 1790 the Quakers petitioned Congress to abolish slavery; the number of abolitionist movements greatly increased, and by 1804 all the northern states had outlawed it. However, even many like Adams who viewed slavery as a 'foul contagion' opposed the 1790 petition as a threat to the Union. In 1808, Jefferson passed legislation banning the importation of slaves, but allowed the domestic slave trade to continue, arguing the federal government had no right to regulate individual states.

Commemorations of the Revolutionary War

After the first U.S. postage stamp was issued in 1849, the U.S. Post Office frequently issued commemorative stamps celebrating the various people and events of the Revolutionary War. However, it would be more than 140 years after the Revolution before any stamp commemorating that war itself was ever issued. The first such stamp was the 'Liberty Bell' issue of 1926.

Related pages

Images for kids

British North America, 1777 post-1763 concessions to Britain from France (green) and Spain (yellow)

Iconic 1851 painting of Washington Crossing the Delaware

British siege of Charleston, worst US defeat of the war, May 1780

American Revolution principal campaigns. British movement (red) & American (blue) The timeline shows British won most battles in the first half; Americans won most in the second.

Military Governors and Staff Officers in British North America and West Indies 1778 and 1784

USS Ranger, Capt. Jones. France gives the US flag its first foreign salute

USS Alliance, Capt. Barry won the last engagement

The 1763 Royal Proclamation set the western boundary for the 13 Colonies

In Spanish: Guerra de Independencia de los Estados Unidos para niños

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American Revolutionary War Facts for Kids

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Learn American Revolutionary War facts for kids

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DK Find Out! | Fun Facts for Kids on Animals, Earth, History and more!

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Visit DK Find Out! to learn about dinosaurs, space, animals, nature & more. Fun learning activities for kids with videos, quizzes & galleries at DKFindOut.com

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History: American Revolutionary War Timeline

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Learn about the events of the American Revolutionary War Timeline in US history.

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MORE TITANIC FACTS

* The most expensive tickets to travel aboard Titanic cost about $99,000 in today's money.

* The Titanic was almost as long as three football fields.

* To feed the passengers and crew, Titanic had 86,000 pounds of meat, 40,000 eggs, 40 tons of potatoes, 7,000 heads of lettuce, 3,500 pounds of onions, 36,000 apples, and 1,000 loaves of bread on board.

* Titanic was one of the first ships to have a telephone system and electric lights in all the rooms.

* Including the four smoke stacks, the Titanic was as tall as a 17-story building.

* Titanic had four elevators, a heated swimming pool, a gym, two libraries, and two barber shops.

* Each day, the passsengers and crew used 14,000 gallons of drinking water.

* Titanic' s engines used more than 800 tons of coal each day. The ship's top speed was 24 knots (27 miles an hour).

* Smoke and steam made by the Titanic' s boilers escaped through three stacks. Builders added a fourth stack because they thought it made the ship look better.

* Titanic could carry 3,547 passengers and crew. About 2,200 people traveled on its first voyage.

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MORE TITANIC FACTS * The most expensive tickets to travel aboard Titanic cost about $99,000 in today's money. * The Titanic was almost as long as three football fields. * To feed the passengers and crew, Titanic had 86,000 pounds of meat, 40,000 eggs, 40 tons of potatoes, 7,000 heads of lettuce, 3,500 pounds of onions, 36,000 apples, and 1,000 loaves of bread on board.

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Kids learn about the sinking of the Titanic including the construction of the unsinkable ship, the beginning of the voyage, hitting an iceberg, the ship sinks, survivors, and interesting facts. Educational article for students, schools, and teachers.

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The RMS Titanic was a British passenger ship. It was built by Harland and Wolff ship builders, in Belfast, for the White Star Line company. She sank during her first trip at sea. Of the estimated 2,224 passengers and crew aboard, more than 1,500 died, making it the deadliest sinking of a single ship up to that time.

Before she sailed, many people thought it would be almost impossible for ships of this design to sink.

Background

The name Titanic derives from the Titans of Greek mythology. Built in Belfast, Ireland, in what was then the United Kingdom of Great Britain and Ireland, RMS Titanic was the second of the three Olympic-class ocean liners-the first was RMS Olympic and the third was HMHS Britannic. Britannic was originally to be called Gigantic and was to be over 1,000 feet (300 m) long. They were by far the largest vessels of the British shipping company White Star Line's fleet, which comprised 29 steamers and tenders in 1912. The three ships had their genesis in a discussion in mid-1907 between the White Star Line's chairman, J. Bruce Ismay, and the American financier J. P. Morgan, who controlled the White Star Line's parent corporation, the International Mercantile Marine Co. (IMM).

The White Star Line faced an increasing challenge from its main rivals, Cunard-which had recently launched Lusitania and Mauretania, the fastest passenger ships then in service-and the German lines Hamburg America and Norddeutscher Lloyd. Ismay preferred to compete on size rather than speed and proposed to commission a new class of liners that would be larger than anything that had gone before, as well as being the last word in comfort and luxury. Thus, the Olympic and Titanic would replace RMS Teutonic of 1889, RMS Majestic of 1890 as well as RMS Adriatic of 1907. RMS Oceanic would remain on the route until the third new ship could be delivered. Majestic would be brought back into her old spot on White Star Line's New York service after Titanic's loss.

The ships were constructed by the Belfast shipbuilder Harland & Wolff. Cost considerations were a relatively low priority; Harland & Wolff were authorised to spend what it needed on the ships, plus a five percent profit margin. In the case of the Olympic-class ships, a cost of £3 million (approximately £310 million in 2019) for the first two ships was agreed plus "extras to contract" and the usual five percent fee.

On July 29, 1908, Harland and Wolff presented the drawings to J. Bruce Ismay and other White Star Line executives. Ismay approved the design and signed three "letters of agreement" two days later, authorising the start of construction. At this point, the first ship-which was later to become Olympic-had no name but was referred to simply as "Number 400", as it was Harland and Wolff's four-hundredth hull. Titanic was based on a revised version of the same design and was given the number 401.

Building and preparing the ship

The sheer size of Titanic and her sister ships posed a major engineering challenge for Harland and Wolff; no shipbuilder had ever before attempted to construct vessels this size. The ships were constructed on Queen's Island, now known as the Titanic Quarter, in Belfast Harbour. Harland and Wolff had to demolish three existing slipways and build two new ones, the largest ever constructed up to that time, to accommodate both ships. Their construction was facilitated by an enormous gantry built by Sir William Arrol & Co., a Scottish firm responsible for the building of the Forth Bridge and London's Tower Bridge. The Arrol Gantry stood 228 feet (69 m) high, was 270 feet (82 m) wide and 840 feet (260 m) long, and weighed more than 6,000 tons. It accommodated a number of mobile cranes. A separate floating crane, capable of lifting 200 tons, was brought in from Germany.

Titanic was launched at 12:15 pm on 31 May 1911 in the presence of Lord Pirrie, J. Pierpont Morgan, J. Bruce Ismay and 100,000 onlookers. Twenty-two tons of soap and tallow were spread on the slipway to lubricate the ship's passage into the River Lagan. In keeping with the White Star Line's traditional policy, the ship was not formally named or christened with champagne. The ship was towed to a fitting-out berth where, over the course of the next year, her engines, funnels and superstructure were installed and her interior was fitted out.

The work took longer than expected due to design changes requested by Ismay and a temporary pause in work occasioned by the need to repair Olympic, which had been in a collision in September 1911. Had Titanic been finished earlier, she might well have missed her collision with an iceberg.

At 11:40 PM on 14 April 1912, during the Titanic's first trip, she hit an iceberg in the Atlantic Ocean. The iceberg broke the Titanic's hull (bottom), letting water into the ship. The Titanic sank two hours and forty minutes later at 2:20 AM on 15 April.

As she sank, the Titanic split in two. The wreck killed over 1,500 people. Only around 705 people survived. It was one of the worst shipwrecks that was not during a war.

One reason why so many people died was that the ship did not have enough lifeboats for everyone on board. The Titanic had 20 lifeboats with room for 1,178 passengers, only a third of the number of passengers the ship could carry. It actually had more lifeboats than was needed by law (it needed 16 with room for 990 passengers). This was because the laws in the UK were out of date. They did not say that a ship needed enough lifeboats for all passengers. They only said that a ship weighing more than 10,000 tons needed 16 lifeboats (the Titanic weighed 46,000 tons). Furthermore, the White Star Line believed that the lifeboats on the Titanic would only be needed to take passengers a short distance to a rescue ship.

Other reasons why fewer than a third of those aboard the Titanic survived the disaster include:

There was no information. The ship didn't have an alarm system (like the common ones, where sirens could be sounded). This means that the crew had to tell each passenger to go and evacuate the ship. There was less crew for second and third class, and there were much more people.

People who paid less had no access to certain decks.

There was a clear separation between the classes. The passage between decks of different classes could be locked. This was especially a problem in the first phase of the evacuation. According to some survivors, some passages were not opened even when the ship started sinking.

Many people travelling in third class were foreigners. Their language skills were limited.

The radio was off on the SS Californian, the ship closest to the Titanic. The Californian crew did not hear about the accident.

The Titanic had flares but they were white. Back then (and still now), red meant emergency and other colors were used for identification (White=White Star Line). The Californian and other ships saw the flares but they didn't think of the flares as distress signals. Another ship, the SS Carpathia, did hear about the accident and collected all 705 survivors.

Higher class women and children were allowed on the lifeboats first, and passengers who sailed in first class (which meant that they paid for better rooms on the ship) were allowed on before other passengers. Few of the poorer people who had paid less (called second class and third class passengers) got out safely (only 3% of first-class women were lost while 54% of those in third-class died). The differences by gender were even bigger: nearly all female crew members, first- and second-class passengers were saved. Men from the First Class died at a higher rate than women from the Third Class. In total, 50% of the children survived, 20% of the men and 75% of the women.

Many of those who died didn't die because they couldn't leave the ship before it sank. They died of hypothermia, while they were floating in the cold water (which was only a bit over the freezing point at that time). Many lifeboats rowed away from those who were in the water shouting for help. The people in the lifeboats were afraid the lifeboat would capsize when people entered it from the water. Only lifeboat Number four returned to the shouting people in the water. Five people could be rescued, but two of them died in the lifeboat. Around 3 am ship's time, 40 minutes after the sinking, the last calls for help ceased. After three am, lifeboat number 14, commanded by Officer Harold Lowe returned. He could save another three people. He had emptied the lifeboat and let the people in the boat enter other boats beforehand.

The following table gives a listing of those who died and those who survived, grouped by age, gender and ships class. Children are those up to age 12. It is taken from a report to British Parliament of 1912. There are other lists, with slightly different numbers.

Last survivor

The last survivor of the 'Titanic disaster to die was a woman named Millvina Dean. She was the youngest passenger on board, as she was then a baby of only nine weeks old. She died in Ashhurst, Hampshire, England on 21 May 2009 aged 97.

Changes after the accident

The Titanic disaster changed many maritime ship laws. Because so many people died, authorities felt that laws should be put into place to make ship travel safer. Changes included requiring all ships to carry enough lifeboats for everyone on the ship, and emergency materials such as flares. Someone must be at the ship's radio all the time.

Alexander Brehm, a German physicist, was shocked when he heard about the disaster. He wanted to invent a technology that would be able to detect icebergs. He wasn't able to achieve that goal until his death, but he was granted patents relating to the measurement of the depth at sea, using sound. Today, this is known as echo sounding.

The wreck was found by a French and American team, led by Robert Ballard, on September 23, 1985 at 1:02 in the morning.

In 1986, Ballard returned to the wreck with a submarine. He took many photos and made lots of films.

In 1987, a French team salvaged 900 objects and took them to the surface.

The story of the sinking has been made into several movies. The most popular film version is a 1997 film starring Kate Winslet and Leonardo DiCaprio called . It won 11 Academy Awards, tying Ben-Hur for the record for the most Academy Awards won by one movie.

Other movie versions of the story include the 1958 film A Night to Remember, the 1953 film Titanic, the 1979 film S.O.S. Titanic and the 1996 movie Titanic.

In the 1980 film Raise the Titanic, salvagers raise the shipwreck from the bottom of the ocean to the surface. However, this is impossible to do in reality. The Titanic broke in two, and the wreck is partially stuck in the bottom, buried under more than three feet (1 m) of mud in some spots. The ship has been on the ocean floor for more than 100 years, and would shatter into many more pieces if disturbed. Worms and other animals have eaten away much of the wood and many other parts.

Images for kids

RMS Titanic leaving Belfast for her sea trials on 2 April 1912

The SS Californian, which had tried to warn Titanic of the danger from pack-ice

First Class Lounge of the Olympic which was almost identical to that of the Titanic, seen today as a dining room in the White Swan Hotel, Alnwick

The sinking, according to J. Thayer, sketched onboard Carpathia, based on his description

In Spanish: RMS Titanic para niños

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DK Learning: Make every lesson your best yet

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DK's uniquely visual approach engages students, enhancing their learning experience

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Learn about the Oregon Trail from the Old West. A roadway used by pioneers in covered wagons to travel west.

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The Oregon Trail was a 2,170-mile (3,490 km) east-west, large-wheeled wagon route and emigrant trail in the United States that connected the Missouri River to valleys in Oregon. The eastern part of the Oregon Trail spanned part of what is now the state of Kansas and nearly all of what are now the states of Nebraska and Wyoming. The western half of the trail spanned most of the current states of Idaho and Oregon.

Lewis and Clark Expedition

The first land route across what is now the United States was mapped by the Lewis and Clark Expedition between 1804 and 1806. Lewis and Clark initially believed they had found a practical overland route to the west coast; however, the two passes they found going through the Rocky Mountains, Lemhi Pass and Lolo Pass, turned out to be much too difficult for prairie schooner wagons to pass through without considerable road work. On the return trip in 1806, they traveled from the Columbia River to the Snake River and the Clearwater River over Lolo pass again. They then traveled overland up the Blackfoot River and crossed the Continental Divide at Lewis and Clark Pass, as it would become known, and on to the head of the Missouri River. This was ultimately a shorter and faster route than the one they followed west. This route had the disadvantages of being much too rough for wagons and controlled by the Blackfoot tribes. Even though Lewis and Clark had only traveled a narrow portion of the upper Missouri River drainage and part of the Columbia River drainage, these were considered the two major rivers draining most of the Rocky Mountains, and the expedition confirmed that there was no "easy" route through the northern Rocky Mountains as Jefferson had hoped. Nonetheless, this famous expedition had mapped both the eastern and western river valleys (Platte and Snake Rivers) that bookend the route of the Oregon Trail (and other emigrant trails) across the continental divide-they just had not located the South Pass or some of the interconnecting valleys later used in the high country. They did show the way for the mountain men, who within a decade would find a better way across, even if it was not to be an easy way.

Pacific Fur Company

Founded by John Jacob Astor as a subsidiary of his American Fur Company (AFC) in 1810, the Pacific Fur Company (PFC) operated in the Pacific Northwest in the ongoing North American fur trade. Two movements of PFC employees were planned by Astor, one detachment to be sent to the Columbia River by the and the other overland under an expedition led by Wilson Price Hunt. Hunt and his party were to find possible supply routes and trapping territories for further fur trading posts. Upon arriving at the river in March 1811, the Tonquin crew began construction of what became Fort Astoria. The ship left supplies and men to continue work on the station and ventured north up the coast to Clayoquot Sound for a trading expedition. While anchored there, Jonathan Thorn insulted an elder Tla-o-qui-aht who was previously elected by the natives to negotiate a mutually satisfactory price for animal pelts. Soon after, the vessel was attacked and overwhelmed by the indigenous Clayoquot, killing many of the crew. Its Quinault interpreter survived, and later told the PFC management at Fort Astoria of the destruction. The next day, the ship was blown up by surviving crew members.

The North West Company and Hudson's Bay Company

In August 1811, three months after Fort Astor was established, David Thompson and his team of British North West Company explorers came floating down the Columbia to Fort Astoria. He had just completed a journey through much of western Canada and most of the Columbia River drainage system. He was mapping the country for possible fur trading posts. Along the way he camped at the confluence of the Columbia and Snake rivers and posted a notice claiming the land for Britain and stating the intention of the North West Company to build a fort on the site ( Fort Nez Perces was later established there). Astor, concerned the British navy would seize their forts and supplies in the War of 1812, sold to the North West Company in 1812 their forts, supplies and furs on the Columbia and Snake River. The North West Company started establishing more forts and trading posts of its own.

From 1812 to 1840, the British, through the HBC, had nearly complete control of the Pacific Northwest and the western half of the Oregon Trail. In theory, the Treaty of Ghent, which ended the War of 1812, restored possession of Oregon territory to the United States. "Joint occupation" of the region was formally established by the Anglo-American Convention of 1818. The British, through the HBC, tried to discourage any U.S. trappers, traders and settlers from work or settlement in the Pacific Northwest.

By overland travel, American missionaries and early settlers (initially mostly ex-trappers) started showing up in Oregon around 1824. Although officially the HBC discouraged settlement because it interfered with its lucrative fur trade, its Chief Factor at Fort Vancouver, John McLoughlin, gave substantial help, including employment, until they could get established. In the early 1840s thousands of American settlers arrived and soon greatly outnumbered the British settlers in Oregon. McLoughlin, despite working for the HBC, gave help in the form of loans, medical care, shelter, clothing, food, supplies and seed to U.S. emigrants. These new emigrants often arrived in Oregon tired, worn out, nearly penniless, with insufficient food or supplies, just as winter was coming on. McLoughlin would later be hailed as the Father of Oregon.

Great American Desert

Reports from expeditions in 1806 by Lieutenant Zebulon Pike and in 1819 by Major Stephen Long described the Great Plains as "unfit for human habitation" and as "The Great American Desert". These descriptions were mainly based on the relative lack of timber and surface water. The images of sandy wastelands conjured up by terms like "desert" were tempered by the many reports of vast herds of millions of Plains Bison that somehow managed to live in this "desert". In the 1840s, the Great Plains appeared to be unattractive for settlement and were illegal for homesteading until well after 1846-initially it was set aside by the U.S. government for Native American settlements. The next available land for general settlement, Oregon, appeared to be free for the taking and had fertile lands, disease-free climate (yellow fever and malaria were then prevalent in much of the Missouri and Mississippi River drainage), extensive uncut, unclaimed forests, big rivers, potential seaports, and only a few nominally British settlers.

Fur traders, trappers and explorers

Fur trappers, often working for fur traders, followed nearly all possible streams looking for beaver in the years (1812-40) the fur trade was active. Fur traders included Manuel Lisa, Robert Stuart, William Henry Ashley, Jedediah Smith, William Sublette, Andrew Henry, Thomas Fitzpatrick, Kit Carson, Jim Bridger, Peter Skene Ogden, David Thompson, James Douglas, Donald Mackenzie, Alexander Ross, James Sinclair, and other mountain men. Besides describing and naming many of the rivers and mountains in the Intermountain West and Pacific Northwest, they often kept diaries of their travels and were available as guides and consultants when the trail started to become open for general travel. The fur trade business wound down to a very low level just as the Oregon trail traffic seriously began around 1840.

In fall of 1823, Jedediah Smith and Thomas Fitzpatrick led their trapping crew south from the Yellowstone River to the Sweetwater River. They were looking for a safe location to spend the winter. Smith reasoned since the Sweetwater flowed east it must eventually run into the Missouri River. Trying to transport their extensive fur collection down the Sweetwater and North Platte River, they found after a near disastrous canoe crash that the rivers were too swift and rough for water passage. On July 4, 1824, they cached their furs under a dome of rock they named Independence Rock and started their long trek on foot to the Missouri River. Upon arriving back in a settled area they bought pack horses (on credit) and retrieved their furs. They had re-discovered the route that Robert Stuart had taken in 1813-eleven years before. Thomas Fitzpatrick was often hired as a guide when the fur trade dwindled in 1840. Smith was killed by Comanche natives around 1831.

Fur traders tried to use the Platte River, the main route of the eastern Oregon Trail, for transport but soon gave up in frustration as its many channels and islands combined with its muddy waters were too shallow, crooked and unpredictable to use for water transport. The Platte proved to be unnavigable. The Platte River and North Platte River Valley, however, became an easy roadway for wagons, with its nearly flat plain sloping easily up and heading almost due west.

Missionaries

Early emigrants

On May 1, 1839, a group of eighteen men from Peoria, Illinois, set out with the intention of colonizing the Oregon country on behalf of the United States of America and drive out the HBC operating there. The men of the Peoria Party were among the first pioneers to traverse most of the Oregon Trail. They were initially led by Thomas J. Farnham and called themselves the Oregon Dragoons. They carried a large flag emblazoned with their motto " Oregon Or The Grave". Although the group split up near Bent's Fort on the South Platte and Farnham was deposed as leader, nine of their members eventually did reach Oregon.

In September 1840, Robert Newell, Joseph L. Meek, and their families reached Fort Walla Walla with three wagons that they had driven from Fort Hall. Their wagons were the first to reach the Columbia River over land, and they opened the final leg of Oregon Trail to wagon traffic.

In 1841, the Bartleson-Bidwell Party was the first emigrant group credited with using the Oregon Trail to emigrate west. The group set out for California, but about half the party left the original group at Soda Springs, Idaho, and proceeded to the Willamette Valley in Oregon, leaving their wagons at Fort Hall.

On May 16, 1842, the second organized wagon train set out from Elm Grove, Missouri, with more than 100 pioneers. The party was led by Elijah White. The group broke up after passing Fort Hall with most of the single men hurrying ahead and the families following later.

Great Migration of 1843

In 1846, the Barlow Road was completed around Mount Hood, providing a rough but completely passable wagon trail from the Missouri River to the Willamette Valley: about 2,000 miles (3,200 km).

Oregon Country

In 1843, settlers of the Willamette Valley drafted the Organic Laws of Oregon organizing land claims within the Oregon Country. Married couples were granted at no cost (except for the requirement to work and improve the land) up to 640 acres (2.6 km ²) (a section or square mile), and unmarried settlers could claim 320 acres (1.3 km ²). As the group was a provisional government with no authority, these claims were not valid under United States or British law, but they were eventually honored by the United States in the Donation Land Act of 1850. The Donation Land Act provided for married settlers to be granted 320 acres (1.3 km ²) and unmarried settlers 160 acres (0.65 km ²). Following the expiration of the act in 1854 the land was no longer free but cost $1.25 per acre ($3.09/hectare) with a limit of 320 acres (1.3 km ²)-the same as most other unimproved government land.

Women on the Overland Trail

Consensus interpretations, as found in John Faragher's book, Women and Men on the Overland Trail (1979), held that men and women's power within marriage was uneven. This meant that women did not experience the trail as liberating, but instead only found harder work than they had handled back east. However, feminist scholarship, by historians such as Lillian Schlissel, Sandra Myres, and Glenda Riley, suggests men and women did not view the West and western migration in the same way. Whereas men might deem the dangers of the trail acceptable if there was a strong economic reward at the end, women viewed those dangers as threatening to the stability and survival of the family. Once they arrived at their new western home, women's public role in building western communities and participating in the western economy gave them a greater authority than they had known back East. There was a "female frontier" that was distinct and different from that experienced by men.

Women's diaries kept during their travels or the letters they wrote home once they arrived at their destination supports these contentions. Women wrote with sadness and concern of the numerous deaths along the trail. Anna Maria King wrote to her family in 1845 about her trip to the Luckiamute Valley Oregon and of the multiple deaths experienced by her traveling group:

But listen to the deaths: Sally Chambers, John King and his wife, their little daughter Electa and their babe, a son 9 months old, and Dulancy C. Norton's sister are gone. Mr. A. Fuller lost his wife and daughter Tabitha. Eight of our two families have gone to their long home.

Similarly, emigrant Martha Gay Masterson, who traveled the trail with her family at the age of 13, mentioned the fascination she and other children felt for the graves and loose skulls they would find near their camps.

Anna Maria King, like many other women, also advised family and friends back home of the realities of the trip and offered advice on how to prepare for the trip. Women also reacted and responded, often enthusiastically, to the landscape of the West. Betsey Bayley in a letter to her sister, Lucy P. Griffith described how travelers responded to the new environment they encountered:

The mountains looked like volcanoes and the appearance that one day there had been an awful thundering of volcanoes and a burning world. The valleys were all covered with a white crust and looked like salaratus. Some of the company used it to raise their bread.

Mormon emigration

Following persecution and mob action in Missouri, Illinois, and other states, and the assassination of their prophet Joseph Smith in 1844, Mormon leader Brigham Young led settlers in the Latter Day Saints (LDS) church west to the Salt Lake Valley in present-day Utah. In 1847 Young led a small, fast-moving group from their Winter Quarters encampments near Omaha, Nebraska, and their approximately 50 temporary settlements on the Missouri River in Iowa including Council Bluffs. About 2,200 LDS pioneers went that first year and they were charged with establishing farms, growing crops, building fences and herds, and establishing preliminary settlements to feed and support the many thousands of emigrants expected in the coming years. After ferrying across the Missouri River and establishing wagon trains near what became Omaha, the Mormons followed the northern bank of the Platte River in Nebraska to Fort Laramie in present-day Wyoming. They initially started out in 1848 with trains of several thousand emigrants, which were rapidly split into smaller groups to be more easily accommodated at the limited springs and acceptable camping places on the trail. The much larger presence of women and children meant these wagon trains did not try to cover as much ground in a single day as Oregon and California bound emigrants, typically taking about 100 days to cover the 1,000 miles (1,600 km) trip to Salt Lake City. (The Oregon and California emigrants averaged about 15 miles (24 km) per day.) In Wyoming, the Mormon emigrants followed the main Oregon/California/Mormon Trail through Wyoming to Fort Bridger, where they split from the main trail and followed (and improved) the rough path known as Hastings Cutoff, used by the ill-fated Donner Party in 1846.

Along the Mormon Trail, the Mormon pioneers established a number of ferries and made trail improvements to help later travelers and earn much needed money. One of the better known ferries was the Mormon Ferry across the North Platte near the future site of Fort Caspar in Wyoming which operated between 1848 and 1852 and the Green River ferry near Fort Bridger which operated from 1847 to 1856. The ferries were free for Mormon settlers while all others were charged a toll ranging from $3 to $8.

California Gold Rush

In January 1848, James Marshall found gold in the Sierra Nevada portion of the American River, sparking the California Gold Rush. It is estimated that about two-thirds of the male population in Oregon went to California in 1848 to cash in on the opportunity. To get there, they helped build the Lassen Branch of the Applegate-Lassen Trail by cutting a wagon road through extensive forests. Many returned with significant gold which helped jump-start the Oregon economy. Over the next decade, gold seekers from the Midwestern United States and East Coast of the United States dramatically increased traffic on the Oregon and California Trails. The "forty-niners" often chose speed over safety and opted to use shortcuts such as the Sublette-Greenwood Cutoff in Wyoming which reduced travel time by almost seven days but spanned nearly 45 miles (72 km) of desert without water, grass, or fuel for fires. 1849 was the first year of large scale cholera epidemics in the United States, and thousands are thought to have died along the trail on their way to California-most buried in unmarked graves in Kansas and Nebraska. The adjusted 1850 U.S. Census of California showed this rush was overwhelmingly male with about 112,000 males to 8,000 females (with about 5,500 women over age 15). Women were significantly underrepresented in the California Gold Rush, and sex ratios did not reach essential equality in California (and other western states) until about 1950. The relative scarcity of women gave them many opportunities to do many more things that were not normally considered women's work of this era. After 1849, the California Gold Rush continued for several years as the miners continued to find about $50,000,000 worth of gold per year at $21 per ounce. Once California was established as a prosperous state, many thousands more emigrated there each year for the opportunities.

Later emigration and uses of the trail

The Army improved the trail for use by wagons and stagecoaches in 1859 and 1860. Starting in 1860, the American Civil War closed the heavily subsidized Butterfield Overland Mail stage Southern Route through the deserts of the American Southwest.

In 1861, John Butterfield, who since 1858 had been using the Butterfield Overland Mail, also switched to the Central Route to avoid traveling through hostile territories during the American Civil War. George Chorpenning immediately realized the value of this more direct route, and shifted his existing mail and passenger line along with their stations from the "Northern Route" (California Trail) along the Humboldt River. In 1861, the First Transcontinental Telegraph also laid its lines alongside the Central Overland Route. Several stage lines were set up carrying mail and passengers that traversed much of the route of the original Oregon Trail to Fort Bridger and from there over the Central Overland Route to California. By traveling day and night with many stations and changes of teams (and extensive mail subsidies), these stages could get passengers and mail from the midwest to California in about 25 to 28 days. These combined stage and Pony Express stations along the Oregon Trail and Central Route across Utah and Nevada were joined by the First Transcontinental Telegraph stations and telegraph line, which followed much the same route in 1861 from Carson City, Nevada to Salt Lake City. The Pony Express folded in 1861 as they failed to receive an expected mail contract from the U.S. government and the telegraph filled the need for rapid east-west communication. This combination wagon/stagecoach/pony express/telegraph line route is labeled the Pony Express National Historic Trail on the National Trail Map. From Salt Lake City the telegraph line followed much of the Mormon/California/Oregon trails to Omaha, Nebraska.

After the First Transcontinental Railroad was completed in 1869, telegraph lines usually followed the railroad tracks as the required relay stations and telegraph lines were much easier to maintain alongside the tracks. Telegraph lines to unpopulated areas were largely abandoned.

As the years passed, the Oregon Trail became a heavily used corridor from the Missouri River to the Columbia River. Offshoots of the trail continued to grow as gold and silver discoveries, farming, lumbering, ranching, and business opportunities resulted in much more traffic to many areas. Traffic became two-directional as towns were established along the trail. By 1870 the population in the states served by the Oregon Trail and its offshoots increased by about 350,000 over their 1860 census levels. With the exception of most of the 180,000 population increase in California, most of these people living away from the coast traveled over parts of the Oregon Trail and its many extensions and cutoffs to get to their new residences.

Even before the famous Texas cattle drives after the Civil War, the trail was being used to drive herds of thousands of cattle, horses, sheep, and goats from the midwest to various towns and cities along the trails. According to studies by trail historian John Unruh the livestock may have been as plentiful or more plentiful than the immigrants in many years. In 1852, there were even records of a 1,500-turkey drive from Illinois to California. The main reason for this livestock traffic was the large cost discrepancy between livestock in the midwest and at the end of the trail in California, Oregon, or Montana. They could often be bought in the midwest for about 1/3 to 1/10 what they would fetch at the end of the trail. Large losses could occur and the drovers would still make significant profit. As the emigrant travel on the trail declined in later years and after livestock ranches were established at many places along the trail large herds of animals often were driven along part of the trail to get to and from markets.

Trail decline

The first transcontinental railroad was completed in 1869, providing faster, safer, and usually cheaper travel east and west (the journey took seven days and cost as little as $65, or equivalent to $1,323 in 2021). Some emigrants continued to use the trail well into the 1890s, and modern highways and railroads eventually paralleled large portions of the trail, including U.S. Highway 26, Interstate 84 in Oregon and Idaho and Interstate 80 in Nebraska. Contemporary interest in the overland trek has prompted the states and federal government to preserve landmarks on the trail including wagon ruts, buildings, and "registers" where emigrants carved their names. Throughout the 20th and 21st centuries there have been a number of re-enactments of the trek with participants wearing period garments and traveling by wagon.

As the trail developed it became marked by many cutoffs and shortcuts from Missouri to Oregon. The basic route follows river valleys as grass and water were absolutely necessary.

The Oregon Trail's nominal termination point was Oregon City, at the time the proposed capital of the Oregon Territory. However, many settlers branched off or stopped short of this goal and settled at convenient or promising locations along the trail. Commerce with pioneers going further west helped establish these early settlements and launched local economies critical to their prosperity.

At dangerous or difficult river crossings, ferries or toll bridges were set up and bad places on the trail were either repaired or bypassed. Several toll roads were constructed. Gradually the trail became easier with the average trip (as recorded in numerous diaries) dropping from about 160 days in 1849 to 140 days 10 years later.

Many other trails followed the Oregon Trail for much of its length, including the Mormon Trail from Illinois to Utah; the California Trail to the gold fields of California; and the Bozeman Trail to Montana. Because it was more a network of trails than a single trail, there were numerous variations with other trails eventually established on both sides of the Platte, North Platte, Snake, and Columbia rivers. With literally thousands of people and thousands of livestock traveling in a fairly small time slot the travelers had to spread out to find clean water, wood, good campsites, and grass. The dust kicked up by the many travelers was a constant complaint, and where the terrain would allow it there may have been between 20 and 50 wagons traveling abreast.

Remnants of the trail in Kansas, Nebraska, Wyoming, Idaho, and Oregon have been listed on the National Register of Historic Places, and the entire trail is a designated National Historic Trail.

Initially, the main jumping off point was the common head of the Santa Fe Trail and Oregon trail-Independence, and Kansas City. Travelers starting in Independence had to ferry across the Missouri River. After following the Santa Fe trail to near present-day Topeka, they ferried across the Kansas River to start the trek across Kansas and points west. Another busy "jumping off point" was St. Joseph-established in 1843. In its early days, St. Joseph was a bustling outpost and rough frontier town, serving as one of the last supply points before heading over the Missouri River to the frontier. St. Joseph had good steamboat connections to St. Louis and other ports on the combined Ohio, Missouri, and Mississippi River systems. During the busy season there were several ferry boats and steamboats available to transport travelers to the Kansas shore where they started their travels westward. Before the Union Pacific Railroad was started in 1865, St. Joseph was the westernmost point in the United States accessible by rail. Other towns used as supply points in Missouri included Old Franklin, Arrow Rock, and Fort Osage.

Starting initially in Independence, Missouri, or Kansas City in Missouri, the initial trail follows the Santa Fe Trail into Kansas south of the Wakarusa River. After crossing Mount Oread at Lawrence, the trail crosses the Kansas River by ferry or boats near Topeka and crossed the Wakarusa and Black Vermillion rivers by ferries. West of Topeka, the route paralleled what is now U.S. Route 24 until west of St. Mary's. After the Black Vermillion River the trail angles northwest to Nebraska paralleling the Little Blue River until reaching the south side of the Platte River. Destinations along the Oregon Trail in Kansas included St. Mary's Mission, Pottawatomie Indian Pay Station, Vieux's Vermilion Crossing, Alcove Springs and Hollenberg Station. Travel by wagon over the gently rolling Kansas countryside was usually unimpeded except where streams had cut steep banks. There a passage could be made with a lot of shovel work to cut down the banks or the travelers could find an already established crossing.

Those emigrants on the eastern side of the Missouri River in Missouri or Iowa used ferries and steamboats (fitted out for ferry duty) to cross into towns in Nebraska. Several towns in Nebraska were used as jumping off places with Omaha eventually becoming a favorite after about 1855. Fort Kearny (est. 1848) is about 200 miles (320 km) from the Missouri River, and the trail and its many offshoots nearly all converged close to Fort Kearny as they followed the Platte River west. The army maintained fort was the first chance on the trail to buy emergency supplies, do repairs, get medical aid, or mail a letter. Those on the north side of the Platte could usually wade the shallow river if they needed to visit the fort.

The Platte River and the North Platte River in the future states of Nebraska and Wyoming typically had many channels and islands and were too shallow, crooked, muddy and unpredictable for travel even by canoe. The Platte as it pursued its braided paths to the Missouri River was "too thin to plow and too thick to drink". While unusable for transportation, the Platte River and North Platte River valleys provided an easily passable wagon corridor going almost due west with access to water, grass, buffalo, and buffalo chips for fuel. The trails gradually got rougher as it progressed up the North Platte. There were trails on both sides of the muddy rivers. The Platte was about 1 mile (1.6 km) wide and 2 to 60 inches (5.1 to 152.4 cm) deep. The water was silty and bad tasting but it could be used if no other water was available. Letting it sit in a bucket for an hour or so or stirring in a 1/4 cup of cornmeal allowed most of the silt to settle out.

Today much of the Oregon Trail follows roughly along Interstate 80 from Wyoming to Grand Island, Nebraska. From there U.S. Highway 30 which follows the Platte River is a better approximate path for those traveling the north side of the Platte.

Cholera on the Platte River

Because of the Platte's brackish water, the preferred camping spots were along one of the many fresh water streams draining into the Platte or the occasional fresh water spring found along the way. These preferred camping spots became sources of cholera in the epidemic years (1849-1855) as many thousands of people used the same camping spots with essentially no sewage facilities or adequate sewage treatment. One of the side effects of cholera is acute diarrhea, which helps contaminate even more water unless it is isolated and/or treated. The cause of cholera (ingesting the Vibrio cholerae bacterium from contaminated water) and the best treatment for cholera infections were unknown in this era. Thousands of travelers on the combined California, Oregon, and Mormon trails succumbed to cholera between 1849 and 1855. Most were buried in unmarked graves in Kansas, Nebraska and Wyoming. Although also considered part of the Mormon Trail, the grave of Rebecca Winters is one of the few marked ones left. There are many cases cited involving people who were alive and apparently healthy in the morning and dead by nightfall.

Fort Laramie was the end of most cholera outbreaks which killed thousands along the lower Platte and North Platte from 1849 to 1855. Spread by cholera bacteria in fecal contaminated water, cholera caused massive diarrhea, leading to dehydration and death. In those days its cause and treatment were unknown, and it was often fatal-up to 30 percent of infected people died. It is believed that the swifter flowing rivers in Wyoming helped prevent the germs from spreading.

A branch of the Oregon trail crossed the very northeast corner of Colorado if they followed the South Platte River to one of its last crossings. This branch of the trail passed through present day Julesburg before entering Wyoming. Later settlers followed the Platte and South Platte Rivers into their settlements there (much of which became the state of Colorado).

After crossing the South Platte River the Oregon Trail follows the North Platte River out of Nebraska into Wyoming. Fort Laramie, at the confluence of the Laramie and North Platte rivers, was a major stopping point. Fort Laramie was a former fur trading outpost originally named Fort John that was purchased in 1848 by the U.S. Army to protect travelers on the trails. It was the last army outpost till travelers reached the coast.

Over time, two major heavily used cutoffs were established in Wyoming. The Sublette-Greenwood Cutoff was established in 1844 and cut about 70 miles (110 km) off the main route. It leaves the main trail about 10 miles (16 km) west of South Pass and heads almost due west crossing Big Sandy Creek and then about 45 miles (72 km) of waterless, very dusty desert before reaching the Green River near the present town of La Barge. Ferries here transferred them across the Green River. From there the Sublette-Greenwood Cutoff trail had to cross a mountain range to connect with the main trail near Cokeville in the Bear River Valley.

The Lander Road, formally the Fort Kearney, South Pass, and Honey Lake Wagon Road, was established and built by U.S. government contractors in 1858-59. It was about 80 miles (130 km) shorter than the main trail through Fort Bridger with good grass, water, firewood and fishing but it was a much steeper and rougher route, crossing three mountain ranges. In 1859, 13,000 of the 19,000 emigrants traveling to California and Oregon used the Lander Road. The traffic in later years is undocumented.

Numerous landmarks are along the trail in Wyoming including Independence Rock, Ayres Natural Bridge and Register Cliff.

The main Oregon and California Trail went almost due north from Fort Bridger to the Little Muddy Creek where it passed over the Bear River Mountains to the Bear River Valley, which it followed northwest into the Thomas Fork area, where the trail crossed over the present day Wyoming line into Idaho. In the Eastern Sheep Creek Hills in the Thomas Fork valley the emigrants encountered Big Hill. Big Hill was a detour caused by a then-impassable cut the Bear River made through the mountains and had a tough ascent often requiring doubling up of teams and a very steep and dangerous descent. (Much later, US-30, using modern explosives and equipment, was built through this cut). In 1852 Eliza Ann McAuley found and with help developed the McAuley Cutoff which bypassed much of the difficult climb and descent of Big Hill. About 5 miles (8.0 km) on they passed present-day Montpelier, Idaho, which is now the site of the National Oregon-California Trail Center. The trail follows the Bear River northwest to present-day Soda Springs. The springs here were a favorite attraction of the pioneers who marveled at the hot carbonated water and chugging "steamboat" springs. Many stopped and did their laundry in the hot water as there was usually plenty of good grass and fresh water available. Just west of Soda Springs the Bear River turns southwest as it heads for the Great Salt Lake, and the main trail turns northwest to follow the Portneuf River valley to Fort Hall, Idaho. Fort Hall was an old fur trading post located on the Snake River. It was established in 1832 by Nathaniel Jarvis Wyeth and company and later sold in 1837 to the Hudson's Bay Company. At Fort Hall nearly all travelers were given some aid and supplies if they were available and needed. Mosquitoes were constant pests, and travelers often mention that their animals were covered with blood from the bites. The route from Fort Bridger to Fort Hall is about 210 miles (340 km), taking nine to twelve days.

At Soda Springs was one branch of Lander Road (established and built with government contractors in 1858), which had gone west from near South Pass, over the Salt River Mountains and down Star Valley before turning west near present-day Auburn, Wyoming, and entering Idaho. From there it proceeded northwest into Idaho up Stump Creek canyon for about 10 miles (16 km). One branch turned almost 90 degrees and proceeded southwest to Soda Springs. Another branch headed almost due west past Gray's Lake to rejoin the main trail about 10 miles (16 km) west of Fort Hall.

On the main trail about 5 miles (8.0 km) west of Soda Springs Hudspeth's Cutoff (established 1849 and used mostly by California trail users) took off from the main trail heading almost due west, bypassing Fort Hall. It rejoined the California Trail at Cassia Creek near the City of Rocks. Hudspeth's Cutoff had five mountain ranges to cross and took about the same amount of time as the main route to Fort Hall, but many took it thinking it was shorter. Its main advantage was that it helped spread out the traffic during peak periods, making more grass available.

There were only a few places where the Snake River was not buried deep in a canyon, and few spots where the river slowed down enough to make a crossing possible. Two of these fords were near Fort Hall, where travelers on the Oregon Trail North Side Alternate (established about 1852) and Goodale's Cutoff (established 1862) crossed the Snake to travel on the north side. Nathaniel Wyeth, the original founder of Fort Hall in 1834, writes in his diary that they found a ford across the Snake River 4 miles (6.4 km) southwest of where he founded Fort Hall. Another possible crossing was a few miles upstream of Salmon Falls where some intrepid travelers floated their wagons and swam their stock across to join the north side trail. Some lost their wagons and teams over the falls. The trails on the north side joined the trail from Three Island Crossing about 17 miles (27 km) west of Glenns Ferry on the north side of the Snake River.

Goodale's Cutoff, established in 1862 on the north side of the Snake River, formed a spur of the Oregon Trail. This cutoff had been used as a pack trail by Native Americans and fur traders, and emigrant wagons traversed parts of the eastern section as early as 1852. After crossing the Snake River the 230-mile (370 km) cutoff headed north from Fort Hall toward Big Southern Butte following the Lost River part of the way. It passed near the present-day town of Arco, Idaho, and wound through the northern part of what is now Craters of the Moon National Monument. From there it went southwest to Camas Prairie and ended at Old Fort Boise on the Boise River. This journey typically took two to three weeks and was noted for its very rough lava terrain and extremely dry climate, which tended to dry the wooden wheels on the wagons, causing the iron rims to fall off the wheels. Loss of wheels caused many wagons to be abandoned along the route. It rejoined the main trail east of Boise. Goodale's Cutoff is visible at many points along US-20, US-26, and US-93 between Craters of the Moon National Monument and Carey.

The trail continued west to Three Island Crossing (near present-day Glenns Ferry.) Here most emigrants used the divisions of the river caused by three islands to cross the difficult and swift Snake River by ferry or by driving or sometimes floating their wagons and swimming their teams across. The crossings were doubly treacherous because there were often hidden holes in the river bottom which could overturn the wagon or entangle the team, sometimes with fatal consequences. Before ferries were established there were several drownings here nearly every year.

The north side of the Snake had better water and grass than the south. The trail from Three Island Crossing to Old Fort Boise was about 130 miles (210 km) long. The usually lush Boise River Valley was a welcome relief. The next crossing of the Snake River was near Old Fort Boise. This last crossing of the Snake could be done on bull boats while swimming the stock across. Others would chain a large string of wagons and teams together. The theory was that the front teams, usually oxen, would get out of water first and with good footing help pull the whole string of wagons and teams across. How well this worked in practice is not stated. Often young Native American boys were hired to drive and ride the stock across the river-they knew how to swim, unlike many pioneers. In present-day Idaho, I-84 roughly follows the Oregon Trail from the Idaho-Oregon State border at the Snake River. Approximately seven miles (11 km) east of Declo in present-day rural Cassia County, I-84 meets the western terminus of the western section of I-86. I-86 heads east, then northeast to American Falls and Pocatello following the Oregon Trail, while I-84 heads southeast to the State border with Utah. US-30 roughly follows the path of the Oregon Trail from Pocatello to Montpelier

Starting in about 1848 the South Alternate of Oregon Trail (also called the Snake River Cutoff) was developed as a spur off the main trail. It bypassed the Three Island Crossing and continued traveling down the south side of the Snake River. It rejoined the trail near present-day Ontario, Oregon. It hugged the southern edge of the Snake River canyon and was a much rougher trail with poorer water and grass, requiring occasional steep descents and ascents with the animals down into the Snake River canyon to get water. Travellers on this route avoided two dangerous crossings of the Snake River. In present-day Idaho, the state highway ID-78 roughly follows the path of the South Alternate route of the Oregon Trail.

In 1869, the Central Pacific established Kelton, Utah as a railhead and the terminus of the western mail was moved from Salt Lake City. The Kelton Road became important as a communication and transportation road to the Boise Basin.

Boise has 21 monuments in the shape of obelisks along its portion of the Oregon Trail.

Once across the Snake River ford near Old Fort Boise the weary travelers traveled across what would become the state of Oregon. The trail then went to the Malheur River and then past Farewell Bend on the Snake River, up the Burnt River canyon and northwest to the Grande Ronde Valley near present-day La Grande before coming to the Blue Mountains. In 1843 settlers cut a wagon road over these mountains making them passable for the first time to wagons. The trail went to the Whitman Mission near Fort Nez Perces in Washington until 1847 when the Whitmans were killed by Native Americans. At Fort Nez Perce some built rafts or hired boats and started down the Columbia; others continued west in their wagons until they reached The Dalles. After 1847 the trail bypassed the closed mission and headed almost due west to present-day Pendleton, Oregon, crossing the Umatilla River, John Day River, and Deschutes River before arriving at The Dalles. Interstate 84 in Oregon roughly follows the original Oregon Trail from Idaho to The Dalles.

Several Oregon Trail branches and route variations led to the Willamette Valley. The most popular was the Barlow Road, which was carved through the forest around Mount Hood from The Dalles in 1846 as a toll road at $5 per wagon and 10 cents per head of livestock. It was rough and steep with poor grass but still cheaper and safer than floating goods, wagons and family down the dangerous Columbia River.

In Central Oregon, there was the Santiam Wagon Road (established 1861), which roughly parallels Oregon Highway 20 to the Willamette Valley. The Applegate Trail (established 1846), cutting off the California Trail from the Humboldt River in Nevada, crossed part of California before cutting north to the south end of the Willamette Valley. U.S. Route 99 and Interstate 5 through Oregon roughly follow the original Applegate Trail.

Travel equipment

Wagons and pack animals

By 1842, many emigrants favored oxen-castrated bulls (males) of the genus (cattle), generally over four years old-as the best animal to pull wagons, because they were docile, generally healthy, and able to continue moving in difficult conditions such as mud and snow. Oxen could also survive on prairie grasses and sage, unlike horses, who had to be fed. Moreover, oxen were less expensive to purchase and maintain than horses. Oxen also could stand idle for long periods without suffering damage to the feet and legs. Oxen were trained by leading, the use of a whip or goad, and the use of oral commands (such as "Gee" (right), "Haw" (left), and "Whoa" (stop)). Two oxen were typically yoked together at the neck or head; the left ox was referred to as the "near" or "nigh" ox, and the right ox as the "off" ox. While no reins, bits, or halters were needed, the trainer had to be forceful. Oxen typically traveled at a steady pace up to two miles an hour.

One drawback of oxen was the difficulty of shoeing. Oxen hooves are cloven (split), and they had to be shod with two curved pieces of metal, one on each side of the hoof. While horses and mules allowed themselves to be shod relatively easily, the process was more difficult with oxen, which would lie down and tuck their feet under themselves. As a result, several men had to lift and hold an ox while he was being shod.

Mules were used by some emigrants. The competing merits of oxen and mules were hotly debated among emigrants. Some found oxen to be more durable. Others, by contrast, believed that mules were more durable, and mules may have had a lower attrition rate on the trail than oxen. Like oxen, mules could survive on prairie grasses. Mules were, however, notoriously ill-tempered. Mules also cost about three times as much as oxen, a deciding factor for many emigrants.

Three types of wagons were pulled:

In 1855 the typical cost of food for four people for six months was about $150 which would cost almost $5,000 today.

Food and water were key concerns for migrants. Wagons typically carried at least one large water keg, and guidebooks available from the 1840s and later gave similar advice to migrants on what food to take. T. H. Jefferson, in his Brief Practice Advice guidebook for migrants, recommended that each adult take 200 pounds of flour: "Take plenty of bread stuff; this is the staff of life when everything else runs short."

Food often took the form of crackers or hardtack; Southerners sometimes chose cornmeal or pinole rather than wheat flour. Emigrants typically ate rice and beans only at forts stopped at along the way, because boiling water was difficult on the trail, and fuel was not abundant. Lansford Hastings recommended that each emigrant take 200 pounds of flour, 150 pounds of " bacon" (a word which, at the time, referred broadly to all forms of salt pork), 20 pounds of sugar, and 10 pounds of salt. Chipped beef, rice, tea, dried beans, dried fruit, saleratus (for raising bread), vinegar, pickles, mustard, and tallow might also be taken. Joseph Ware's 1849 guide recommends that travelers take for each individual a barrel of flour or 180 pounds of ship's biscuit (i.e., hardtack), 150-180 pounds of bacon, 60 pounds of beans or peas, 25 pounds of rice, 25 pounds of coffee, 40 pounds of sugar, a keg of lard, 30 or 40 pounds of dried fruit ( peaches or apples), a keg of clear, rendered beef suet (to substitute for butter), as well as some vinegar, salt, and pepper. Many emigrant families also carried a small amount of tea and maple sugar.

Some pioneers took eggs and butter packed in barrels of flour, and some took dairy cows along the trail. Hunting provided another source of food along the trail; pioneers hunted American bison as well as pronghorn antelope, deer, bighorn sheep, and wildfowl. From rivers and lakes, emigrants also fished for catfish and trout. When emigrants faced starvation, they would sometimes slaughter their animals (horses, mules, and oxen). In desperate times, migrants would search for less-popular sources of food, including coyote, fox, jackrabbit, marmot, prairie dog, and rattlesnake (nicknamed "bush fish" in the later period).

At the time, scurvy was well-recognized, but there was a lack of clear understanding of how to prevent the disease. Nevertheless, pioneers' consumption of the wild berries (including chokeberry, gooseberry, and serviceberry) and currants that grew along the trail (particularly along the Platte River) helped make scurvy infrequent. Marcy's guide correctly suggested that the consumption of wild grapes, greens, and onions could help prevent the disease and that if vegetables were not available, citric acid could be drunk with sugar and water.

Emigrant families, who were mostly middle-class, prided themselves on preparing a good table. Although operating Dutch ovens and kneading dough was difficult on the trail, many baked good bread and even pies.

Clothing, equipment and supplies

Tobacco was popular, both for personal use, and for trading with natives and other pioneers. Each person brought at least two changes of clothes and multiple pairs of boots (two to three pairs often wore out on the trip). About 25 pounds of soap was recommended for a party of four, for bathing and washing clothes. A washboard and tub were usually brought for washing clothes. Wash days typically occurred once or twice a month, or less, depending on availability of good grass, water, and fuel.

Most wagons carried tents for sleeping, though in good weather most would sleep outside. A thin fold-up mattress, blankets, pillows, canvas, or rubber gutta percha ground covers were used for sleeping. Sometimes an unfolded feather bed mattress was brought for the wagon, if there were pregnant women or very young children along. Storage boxes were ideally the same height, so they could be arranged to give a flat surface inside the wagon for a sleeping platform.

The wagons had no springs, and the ride along the trail was very rough. Despite modern depictions, hardly anyone actually rode in the wagons; it was too dusty, too rough, and too hard on the livestock.

Travelers brought books, Bibles, trail guides, and writing quills, ink, and paper for writing letters or journalling (about one in 200 kept a diary).

A belt and folding knives were carried by nearly all men and boys. Awls, scissors, pins, needles, and thread for mending were required. Spare leather was used for repairing shoes, harnesses, and other equipment. Some used goggles to keep dust out of the eyes.

Saddles, bridles, hobbles, and ropes were needed if the party had a horse or riding mule, and many men did. Extra harnesses and spare wagon parts were often carried. Most carried steel shoes for horses, mules, or livestock. Tar was carried to help repair an ox's injured hoof.

Goods, supplies, and equipment were often shared by fellow travelers. Items that were forgotten, broken, or worn out could be bought from a fellow traveler, post, or fort along the way. New iron shoes for horses, mules, and oxen were put on by blacksmiths found along the way. Equipment repairs and other goods could be procured from blacksmith shops established at some forts and some ferries. Emergency supplies, repairs, and livestock were often provided by local residents in California, Oregon, and Utah for late travelers on the trail who were hurrying to beat the snow.

Non-essential items were often abandoned to lighten the load, or in case of emergency. Many travelers would salvage discarded items, picking up essentials or leaving behind their lower quality item when a better one was found abandoned along the road. Some profited by collecting discarded items, hauling them back to jumping off places, and reselling them. In the early years, Mormons sent scavenging parties back along the trail to salvage as much iron and other supplies as possible and haul it to Salt Lake City, where supplies of all kinds were needed. Others would use discarded furniture, wagons, and wheels as firewood. During the 1849 gold rush, Fort Laramie was known as "Camp Sacrifice" because of the large amounts merchandise discarded nearby. Travelers had pushed along the relatively easy path to Fort Laramie with their luxury items but discarded them before the difficult mountain crossing ahead, and after discovering that many items could be purchased at the forts or located for free along the way. Some travelers carried their excess goods to Salt Lake City to be sold.

Professional tools used by blacksmiths, carpenters, and farmers were carried by nearly all. Axes, crow bars, hammers, hatchets, hoes, mallets, mattocks, picks, planes, saws, scythes, and shovels were used to clear or make a road through brush or trees, cut down the banks to cross a wash or steep banked stream, build a raft or bridge, or repair the wagon. In general, as little road work as possible was done. Travel was often along the top of ridges to avoid the brush and washes common in many valleys.

Statistics

Estimated California Oregon Mormon Trail Emigrants

Some of the trail statistics for the early years were recorded by the U.S. Army at Fort Laramie, Wyoming, from about 1849 to 1855. None of these original statistical records have been found-the Army either lost them or destroyed them. Only some partial written copies of the Army records and notes recorded in several diaries have survived.

Emigration to California spiked considerably with the 1849 gold rush. Following the discovery of gold, California remained the destination of choice for most emigrants on the trail up to 1860, with almost 200,000 people traveling there between 1849 and 1860.

Travel diminished after 1860, as the Civil War caused considerable disruptions on the trail. Many of the people on the trail in 1861-1863 were fleeing the war and its attendant drafts in both the south and the north. Trail historian Merrill J. Mattes has estimated the number of emigrants for 1861-1867 given in the total column of the above table. But these estimates may well be low since they only amount to an extra 125,000 people, and the 1870 census shows that over 200,000 additional people (ignoring most of the population increase in California, which had excellent sea and rail connections across Panama by then) showed up in all the states served by the Bozeman, California, Mormon, and Oregon Trail(s) and their offshoots.

Mormon emigration records after 1860 are reasonably accurate, as newspaper and other accounts in Salt Lake City give most of the names of emigrants arriving each year from 1847 to 1868. Gold and silver strikes in Colorado, Idaho, Montana, Nevada, and Oregon caused a considerable increase in people using the trails, often in directions different from the original trail users.

Though the numbers are significant in the context of the times, far more people chose to remain at home in the 31 states. Between 1840 and 1860, the population of the United States rose by 14 million, yet only about 300,000 decided to make the trip. Many were discouraged by the cost, effort and danger of the trip. Western scout Kit Carson is thought to have said, "The cowards never started and the weak died on the way", though the general saying was written by Joaquin Miller, in reference to the California gold rush. According to several sources, 3 to 10 percent of the emigrants are estimated to have perished on the way west.

Many who went were between the ages 12 and 24. Between 1860 and 1870, the U.S. population increased by seven million; about 350,000 of this increase was in the Western states.

Western census data

These census numbers show a 363,000 population increase in the western states and territories between 1860 and 1870. Some of this increase is because of a high birth rate in the western states and territories, but most is from emigrants moving from the east to the west and new immigration from Europe. Much of the increase in California and Oregon is from emigration by ship, as there was fast and reasonably low cost transportation via east and west coast steamships and the Panama Railroad after 1855. The census numbers imply at least 200,000 emigrants (or more) used some variation of the California/Oregon/Mormon/Bozeman trails to get to their new homes between 1860 and 1870.

The cost of traveling over the Oregon Trail and its extensions varied from nothing to a few hundred dollars per person. Women seldom went alone. The cheapest way was to hire on to help drive the wagons or herds, allowing one to make the trip for nearly nothing or even make a small profit. Those with capital could often buy livestock in the Midwest and drive the stock to California or Oregon for profit. About 60 to 80 percent of the travelers were farmers and as such already owned a wagon, livestock team, and many of the necessary supplies. This lowered the cost of the trip to about $50 per person for food and other items. Families planned the trip months in advance and made much of the extra clothing and many other items needed. Individuals buying most of the needed items would end up spending between $150-$200 per person. As the trail matured, additional costs for ferries and toll roads were thought to have been about $30 per wagon.

The route west was arduous and fraught with many dangers, but the number of deaths on the trail is not known with any precision; there are only wildly varying estimates. Estimating is difficult because of the common practice of burying people in unmarked graves that were intentionally disguised to avoid their being dug up by animals or natives. Graves were often put in the middle of a trail and then run over by the livestock to make them difficult to find. Disease was the main killer of trail travelers; cholera killed up to 3 percent of all travelers in the epidemic years from 1849 to 1855.

Native attacks increased significantly after 1860, when most of the army troops were withdrawn, and miners and ranchers began fanning out all over the country, often encroaching on Native American territory. Increased attacks along the Humboldt led to most travelers' taking the Central Nevada Route. The Goodall cutoff, developed in Idaho in 1862, kept Oregon bound travelers away from much of the native trouble nearer the Snake River. Other trails were developed that traveled further along the South Platte to avoid local Native American hot spots.

Other common causes of death included hypothermia, drowning in river crossings, getting run over by wagons, and accidental gun deaths. Later, more family groups started traveling, and many more bridges and ferries were being put in, so fording a dangerous river became much less common and dangerous. Surprisingly few people were taught to swim in this era. Being run over was a major cause of death, despite the wagons' only averaging 2-3 miles per hour. The wagons could not easily be stopped, and people, particularly children, were often trying to get on and off the wagons while they were moving-not always successfully. Another hazard was a dress getting caught in the wheels and pulling the person under. Accidental shootings declined significantly after Fort Laramie, as people became more familiar with their weapons and often just left them in their wagons. Carrying around a ten-pound rifle all day soon became tedious and usually unnecessary, as the perceived threat of natives faded and hunting opportunities receded.

A significant number of travelers were suffering from scurvy by the end of their trips. Their typical flour and salted pork/bacon diet had very little vitamin C in it. The diet in the mining camps was also typically low in fresh vegetables and fruit, which indirectly led to early deaths of many of the inhabitants. Some believe that scurvy deaths may have rivaled cholera as a killer, with most deaths occurring after the victim reached California.

Miscellaneous deaths included deaths by childbirth, falling trees, flash floods, homicides, kicks by animals, lightning strikes, snake bites, and stampedes. According to an evaluation by John Unruh, a 4 percent death rate or 16,000 out of 400,000 total pioneers on all trails may have died on the trail.

Other trails west

There were other possible migration paths for early settlers, miners, or travelers to California or Oregon besides the Oregon trail prior to the establishment of the transcontinental railroads.

From 1821 to 1846, the Hudson's Bay Company twice annually used the York Factory Express overland trade route from Fort Vancouver to Hudson Bay then on to London. James Sinclair led a large party of nearly 200 settlers from the Red River Colony in 1841. These northern routes were largely abandoned after Britain ceded its claim to the southern Columbia River basin by way of the Oregon Treaty of 1846.

The longest trip was the voyage of about 13,600 to 15,000 miles (21,900 to 24,100 km) on an uncomfortable sailing ship rounding the treacherous, cold, and dangerous Cape Horn between Antarctica and South America and then sailing on to California or Oregon. This trip typically took four to seven months (120 to 210 days) and cost about $350 to $500. The cost could be reduced to zero if you signed on as a crewman and worked as a common seaman. The hundreds of abandoned ships, whose crews had deserted in San Francisco Bay in 1849-50, showed many thousands chose to do this.

Another possible route consisted of taking a ship to Mexico traversing the country and then catching another ship out of Acapulco, Mexico to California etc. This route was used by some adventurous travelers but was not too popular because of the difficulties of making connections and the often hostile population along the way.

Running from 1857 to 1861, the Butterfield Stage Line won the $600,000/yr. U.S. mail contract to deliver mail to San Francisco, California. As dictated by southern Congressional members, the 2,800-mile (4,500 km) route ran from St. Louis, Missouri through Arkansas, Oklahoma Indian Territory, Texas, New Mexico Territory, and across the Sonora Desert before ending in San Francisco, California. Employing over 800 at its peak, it used 250 Concord Stagecoaches seating 12 very crowded passengers in three rows. It used 1,800 head of stock, horses and mules and 139 relay stations to ensure the stages ran day and night. A one way fare of $200 delivered a very thrashed and tired passenger into San Francisco in 25 to 28 days. After traveling the route, New York Herald reporter Waterman Ormsby said, "I now know what Hell is like. I've just had 24 days of it."

The ultimate competitor arrived in 1869, the First Transcontinental Railroad, which cut travel time to about seven days at a low fare of about $60 (economy)

One of the enduring legacies of the Oregon Trail is the expansion of the United States territory to the West Coast. Without the many thousands of United States settlers in Oregon and California, and thousands more on their way each year, it is highly unlikely that this would have occurred.

Arts, entertainment, and media

The western expansion, and the Oregon Trail in particular, inspired numerous creative works about the settlers' experiences.

Commemorative coin

The Oregon Trail Memorial half dollar was coined to commemorate the route. Issued intermittently between 1926 and 1939, 202,928 were sold to the public. With 131,050 minted in 1926, that year's issue remains readily available for collectors.

The Oregon Trail has featured in various songs, especially in western music genres.

"The Oregon Trail" is a song written by Peter DeRose and Billy Hill, recorded by singing cowboy artist Tex Ritter in 1935, and by Australian country musician Tex Morton in 1936.

Woody Guthrie wrote and recorded a song entitled "Oregon Trail" while travelling in the region in 1941. It was the opening track in his Columbia River Collection album.

The story of the Oregon Trail inspired the educational video game series The Oregon Trail, which became widely popular in the 1980s and early 1990s.

In 2014 a musical named The Trail to Oregon!, based on The Oregon Trail game, with music and lyrics by Jeff Blim and a book by Jeff Blim, Nick Lang and Matt Lang was performed in Chicago and later posted to YouTube by StarKid Productions.

Television

The Oregon Trail was a television series that ran from September 22 through October 26, 1977, on NBC. The show stars Rod Taylor, Tony Becker, Darleen Carr, Charles Napier, and Ken Swofford. Although the show was canceled after six episodes, the remaining seven episodes were later aired on BBC 2 in the United Kingdom, the entire series was shown in the UK on BBC1, from November 1977 to January 1978, and on April 13, 2010, Timeless Media Group (TMG) released in the USA the entire show on six DVDs, running 750 minutes. The set includes 14 original episodes, including the feature-length pilot and the six episodes that did not air on NBC.

The episode of Teen Titans Go! titled "Oregon Trail" parodies expeditions that took place on the Oregon Trail, as well as the 1985 video game The Oregon Trail.

The animated movie Calamity, a Childhood of Martha Jane Cannary portrays the expedition of a dozen wagons to Oregon, part of which was the young Calamity Jane.

In Spanish: Senda de Oregón para niños