
Early American Roads and Trails
by Beverly Whitaker, MA
I am a professional genealogist and author, located in Kansas City,
Missouri.
I am keenly interested in the influence geography has had on both history and
genealogy.
Genealogy + History + Geography = Enriched Heritage

This web site was awarded the seal in
the History category.
Link to the other 100 sites, listed
in 13 categories:
http://familytreemagazine.com/article/101-Best-Websites-2010

Take note!

American Migration Trail Facts Sheets
[Based on the preview paragraphs on this web page, but greatly
expanded and improved.]
2
pages for each of 18 Early American Migration Roads and Trails
Each
set, produced in PDF Format, has 5 sections:
Traffic,
Features, Timeline, Route, Map sketch
At the
end of each Trail Summary below, a link has been added to the related PDF
document.
All 18
links also appear at:
http://freepages.genealogy.rootsweb.com/~gentutor/facts.html
where
they are grouped in chronological order.

ROADS and TRAILS
Because we live in the area where major
trails to the Far West began, I became fascinated with the subject of early
American trails and roads. Moreover, my genealogical studies and research have
shown me how important it is to try to determine the migration trails of our
ancestors. That's what led to this RoadTrails
site! Recognizing that there is great interest in lesser known trails, I urge
you to participate in an exchange of information with your local historical
societies and reference facilities at your local libraries.
This chart provides links to my
descriptive "preview" paragraphs on this page
for many of the major early American trails and roads.
How these ROUTES can help determine
where ancestors came from
Look at several contributing factors:
1. By what date did your ancestors appear in the
location where records of the family have been found; compare to each road's
timeline.
2. What towns did each road pass through, and do you find your ancestral
surname in any of those locations at the right time period? Check against
census and other records.
3. Remember that migrations sometimes occurred over many years, with people
stopping and then moving along again. Pay attention to any recorded birth
places of family members and again compare to the towns along the roads.
4. Look at the history of the areas to see what events might have led to
migration.
5. Consider the traffic on each road. Was it military, commercial, postal,
exploratory, or was its heaviest use by families on the move?
6. Read historic accounts of the early settlement of an area. Often they tell
the origins of early arrivals.
7. Know that people often traveled with their neighbors or relatives, and that
you will find the same surnames along a migration path.
~Link to This Site~
You have permission to place a link to this site on your own
genealogical or historical web page:
http://freepages.genealogy.rootsweb.com/~gentutor/trails.html
~How to Cite References~
This is copyrighted material.
Therefore, if you include any portions of the information from this site in
your own compiled genealogy or history sketches, cite this reference:
Early American Roads and Trails, Beverly Whitaker, Kansas City,
Missouri, Copyright 2002.
online
<http://freepages.genealogy.rootsweb.com/~gentutor/trails.html>
These
two images were obtained from Mindscape's PrintMaster
product, © 1998 
Mindscape, Inc., 88 Rowland Way, Novato, CA 94945 USA. All rights reserved.
Properties may not be saved or downloaded; they may only be viewed.
THE
BOSTON POST ROAD
Map
Sketch and Route
A crude riding trail was created in 1673 to carry mail
from New York to Boston. It became known as the Boston Post Road. The first postrider's round trip, a journey of over 250 miles, took
four weeks, following the Upper Northern Route. The Middle Route was a bit
shorter, the Southern Route a bit longer. All went from Boston to New York
City. The first stagecoach in service (1772) made the trip in just one week.
During the Revolutionary War, the King's Highway (which included the Boston
Post Road) became the mustering point for several of the Revolutionary War
battles, including the final battle at Yorktown. The Post Roads were used for
maneuvering soldiers and equipment. Stagecoach service and the mail took second
place. Following the War, the Post Roads became important links between the
states of the new nation and sections were improved.
Download
free PDF Document--The Boston Post Road.
Return to
List of Roads and Trails
BRADDOCK'S ROAD
Map
Sketch and Route
The predecessor of this military road was called Nemaolin's Path, named for the Delaware Indian who assisted
Colonel Thomas Cresap in blazing a path from
Cumberland, Maryland to a trading post of the Ohio Company of Virginia at
present-day Brownsville, Pennsylvania. Soon after Virginia's governor sent
Major George Washington in that direction to expel the French from British
territory. To accommodate his supply wagons, it was necessary to widen the
trail, and that portion became known as Washington's Road. Washington went with
Britain's Major General Edward Braddock during the French and Indian War. A
company of 600 soldiers set out from Ft. Cumberland to widen Washington's old
road through Maryland, past the ruins of Fort Necessity on into western Pennsylvania,
moving toward the French stronghold at the Forks of the Ohio, site of
present-day Pittsburgh. Braddock's road was the first road to cross overland
through the Appalachian Mountains. He insisted that the road be 12 feet wide so
that horse-drawn wagons could travel on it to haul the necessary supplies for
his advancing army. As the years advanced, Braddock's Road became impassable.
Pioneers who trekked into western Pennsylvania usually preferred to depend on
packhorse trails, traveling in caravans. When construction began on the new
Cumberland Road, it roughly followed this old road. The Cumberland Road and its
extension West became known as the National Road and
now U.S. Highway 40.
Download
free PDF Document--Braddock's Road.
Return to
List of Roads and Trails
THE CALIFORNIA TRAIL
Map
Sketch and Route
Following the discovery of gold in California, President
James Polk's Message to Congress on December 5, 1848, set off a raging epidemic
of gold fever. 40,000 gold seekers came to California by sea. An almost equal
number came overland on the California-Oregon Trail, making the 2000-mile
journey by covered wagon, horseback, or on foot. Around 10,000 came by the
Santa Fe Trail into southern California. The most frequently traveled overland
route to the gold fields was the one that followed the Oregon Trail from the
Missouri River to the Rocky Mountains, and from there
down the California Trail to Sutter's Fort. St. Joseph, Independence, Council
Bluffs, and other frontier towns were jumping-off points to start this main
trail overland to California. The trail coincided with the Oregon Trail until
it crossed the Rockies. Then, some went north of the Great Salt Lake, others
south, before coming together at the Humboldt River. Gold-seekers heading for
California included city people who were inexperienced with outdoor life. Many
were without experience at handling mules or oxen; they couldn't fix wagons;
they didn't know how to hunt. They didn't anticipate the dangers of the trail
and relied too heavily on guidebooks which were frequently misleading. Those
who failed to join companies with experienced outsdoorsmen
ran great risk of being stranded or lost in the wilderness. Nevertheless, many
preferred to travel on their own. Some rode horses or mules, used ox-drawn
wagons, or walked.
Download
free PDF Document--The California Trail.
Return to
List of Roads and Trails
THE
CHICAGO ROAD and THE STATE ROAD
Map Sketch and Route
In the early 1800s, the military saw the
Great Sauk Trail might be the best route between Detroit and Fort Dearborn
(Chicago). The 1821 Chicago Treaty with the Indians stipulated that the United
States had the privilege of making and using a road through Indian country from
Detroit to Chicago. 3000 Indians were present at this conference when the Potawatomies ceded away all of the land in southwestern
Michigan east of the St. Joseph River. The
Chicago Road became one of the great routes for pioneers coming west. By the
1830s, pioneer families by the thousands were
moving over this road in their wagons each year. The State Road took travelers
on from Chicago to present-day Rockford and Galena. Chicago’s strategic
position at the nearly southernmost end of Lake Michigan made it the natural
hub at which rail lines moving outward from the East should meet those already
serving the West. As early as 1848, the first westward-moving locomotive
chugged out of Chicago on rails which would eventually reach Galena and thereby
end the glorious wagoning days on the State Road.
Download
free PDF Document--The Chicago Road and the State Road.
Return to
List of Roads and Trails
THE
FALL LINE ROAD
Map Sketch
and Route
The Fall Line
Road ran parallel to and between the King's Highway and the Upper Road. The
road broke off from the King's Highway at the town of Fredericksburg, Virginia.
By 1735, it carried traffic into the interior of Virginia and the Carolina and
across into Georgia. The road followed the fall line, a geographical feature
caused by erosion, a separation line stretching from Maryland all the way to
Georgia, running between the river tidelands and inland elevations on the
Atlantic coast--it defines an east and west division between the upper and
lower elevations. Persons traveling from Pennsylvania to Maryland to the inland
areas of Carolina before 1750 probably followed this road because it was an
easier road to travel than the Piedmont road (called the Upper Road). The road
was of particular importance to the Carolinas because it connected them to
their neighbors. North Carolina's local laws called for building roads only
"to the nearest landing," which created a haphazard system of major
roadways which led only to water routes. The result had been that although the
major towns in North Carolina soon had roads, they didn't lead to each other!
The road saw heavy use during the Civil War and afterwards, and was gradually
improved.
Download
free PDF Document--The Fall Line Road.
Return to
List of Roads and Trails
THE
FEDERAL ROAD
Map Sketch and Route
The Federal Road began in 1806 as a postal road. The
Creeks by that time had given permission for the development of a horse path
through their nation, its purpose being a more efficient mail delivery between
Washington City and New Orleans. Although the Mississippi Territory was created
in 1798, only a handful of pioneers settled there before 1810. Migration into
the territory was slow in part due to the presence of the powerful Creek and
Cherokee tribes in western Georgia and the Choctaw and Chickasaw in Alabama and
Mississippi. In 1811, when conflicts
with the French had reached a point where it seemed necessary to be able to
move troops and supplies quickly across the Mississippi Territory, the Federal
Road was widened and improved for that purpose. This led to the Creek Indian
War of 1813-14 and then to the removal of the Indians to the West. By 1820, two
hundred and thirty thousand immigrants, both black and white, were living in
Alabama and Mississippi, raising cotton or erecting stores, warehouses, and
homes. Some of these settlers had come by boat, but most had made the tedious
trip over the Federal Road. The major arteries of the East and North had
connections that led to the newly acquired lands. Traders and light travelers
from the North came down the Upper Road through the Piedmont into Georgia, then traveled over the postal horse path which had opened in
1806, through Athens, Watkinsville, and High Shoals, to meet the Federal Road
at Columbus, Georgia. Many others used the somewhat easier Fall Line Road and
then met the Federal Road, traveling through Augusta, Warrenton, Sparta,
Milledgeville, and Macon before reaching Columbus. Crossing on through Alabama,
the Federal Road ended at a crossroads known as St. Stephens.
Download
free PDF Document--The Federal Road.
Return to
List of Roads and Trails
THE
GREAT VALLEY ROAD
Map
Sketch and Route
Hordes of early German and Scotch-Irish settlers used
what became known as the Great Wagon Road to move from Pennsylvania southward
through the Shenandoah Valley through Virginia and the Carolinas to Georgia, a
distance of about 800 miles. Beginning first as a buffalo trail, a great Indian
Road (the Great Warrior Path) ran north and south through the Shenandoah
Valley, extending from New York to the Carolinas. The mountain ranges to the
West of the Valley are the Alleghenies, and the ones to the east constitute the
Blue Ridge chain. The Second Treaty of Albany (1722) guaranteed use of the
valley trail to the Indians. At Salisbury, North Carolina, the Great Warrior
Path was joined by the Indian's "Great Trading Path." By the early
1740s, a road beginning in Philadelphia (sometimes referred to as the Lancaster
Pike) connected the Pennsylvania communities of Lancaster, York, and
Gettysburg. The road then continued on to Chambersburg and Greencastle and
southward to Winchester. In 1744, the Indians agreed to relinquish the Valley
route. Both German and Scotch-Irish immigrants had already been following the
route into Virginia and on to South Carolina, and Georgia. After 1750 the
Piedmont areas of North Carolina and Georgia attracted new settlers. From
Winchester to Roanoke the Great Wagon Road and the Great Valley Road were the same road, but at Roanoke, the Wagon Road went
through the Staunton Gap and on south to North Carolina and beyond whereas the
Valley Pike continued southwest to the Long Island of the Holston, now
Kingsport. The Boone Trail from the Shallow Ford of the Yadkin joined the road
at the Long Island of the Holston.
Download
free PDF Document--The Great Valley Road
Return to
List of Roads and Trails
THE
KING'S HIGHWAY
Map Sketch
and Route
From Boston to Charleston on the King's
Highway was about 1300 miles. It was possible to travel this road by wagon,
averaging about 20-25 miles per day. A traveler making the entire journey would
have taken at least two months. Conestoga freight wagons, drawn by four to six strudy horses, were especially designed for mud with
iron-rimmed wheels nearly a foot wide. The road's origins are traced to the old
Delaware Indian trail (across Jersey) which Peter Stuyvesant used to force out
the Swedes in 1651. Then in 1673, in response to King Charles' wish that communication
be established between his colonies, the first crude
riding trail was created for mail service between Boston and New York. Named
the "Boston Post Road," it eventually expanded into "the King's
Highway." By 1750, a continuous road existed for stagecoach or wagon
traffic from Boston to Charleston, linking all thirteen colonies, but the road
was a difficult one to travel. During the Revolutionary War, the King's Highway
as a link between the colonies helped them to coordinate their war efforts. However,
the name was looked upon with such disfavor by American patriots that many
began once again to use the name "Boston Post Road."
Download
free PDF Document--The King's Highway.
Return to
List of Roads and Trails
THE
MOHAWK (IROQUOIS) TRAIL
Map
Sketch and Route
The Mohawk Trail of New York, also known as the
Iroquois Trail, extended from Albany west to the eastern end of Lake Erie,
where Buffalo is now located. This was the most northerly route through the
Appalachian Mountains, leading from New York's Hudson Valley along the Mohawk
River on to the Great Lakes. It was used heavily by New York's early emigrants
and was much involved with the state's early history. Today's maps show the
travel route as the New York Thruway (I-90) from Albany west. From about 1680
the French-Iroquois Country was a major stronghold. A wagon trail reached from
Albany to Lake Erie after the French and Indian War and became a part of the
route followed by Loyalists into Upper Canada, later to become Ontario. The
Mohawk Turnpike opened as far as Utica by 1793. In the 1820s this route became
that of the Erie Canal, and in 1845 it became the route of the New York Central
Railroad.
Download
free PDF Document--The Mohawk (Iroquois) Trail.
Return to
List of Roads and Trails
THE
MORMON TRAIL
Map
Sketch and Route
The Mormon
Trail stretched nearly 1,400 miles across prairies, sagebrush flats, and steep
mountains. Each had its challenges for the early wagon trains and the later
handcarts. The Mormon Trail originated in Nauvoo, Illinois, and extended
westward to Utah where they established Salt Lake City. In 1845, to allay
violence and night-riding, Brigham Young and the Twelve agreed to leave Illinois
"as soon as grass grows and water runs." From Nauvoo, the Saints
crossed Iowa. Their first real way-station was at Garden Grove, where 170 men
cleared 715 acres in three weeks, for the purpose of providing shelter for
those coming behind. In 1846, they crossed the Missouri River at Council
Bluffs, setting up Winter Quarters on Indian lands, at what is now an Omaha
suburb. While 3,483 Saints waited there for spring, more than 600 perished. As
spring 1847 approached, approximately 10,000 Mormons were encamped along the
trail in Iowa and at Winter Quarters. Brigham Young and the Council of the
Twelve organized the Pioneer Company to go ahead to mark the trail and lay the
cornerstone of the new Zion. The first group of Mormons passed through Echo
Canyon, over Big Mountain and Little Mountain and down Emigration Canyon,
coming into full view of the Great Salt Lake Valley on July 24, 1847. During
the period from 1846 to 1869, about 60,000 Mormon pioneers crossed the
prairies. They came from existing American states and also from many European
countries.
Download
free PDF Document--The Mormon Trail.
Return to
List of Roads and Trails
THE
NATCHEZ TRACE
Map
Sketch and Route
The Natchez
Trace has a colorful history. By 1785, there were traders from the Ohio River
Valley (called "Kaintucks") arriving in
Natchez with flatboats and rafts filled with products and crops. But of course
it wasn't possible to return upriver against the currents. Instead, they would
walk or ride horses northward on the Trace to their homes. Often they were
attacked and robbed of the riches so recently gained. The Trace gained the
nickname "Devil's Backbone." You might be able to locate the book
which relates to that name. It is by Jonathan Daniels, "The Devil's
Backbone, the Story of the Natchez Trace." The
U.S. never owned the public lands of Tennessee through which about 100 miles of
the Trace ran. In Alabama, it went only 40 miles, touching only two counties.
300 miles of it lay in Mississippi. The coming of steamboat traffic spelled the
end of the dominance of the Natchez Trace. Andrew Jackson made a lot of trips
up and down the Trace. In 1813 when he walked it with his army, he acquired the
name "Old Hickory" because his volunteers considered him as tough as
the hickory trees around them. Another significant name connected to the Trace
is that of Meriwether Lewis of the Lewis and Clark Expedition. The question
still lingers--was his death on the Trace suicide or murder?
Download
free PDF Document--The Natchez Trace.
Return to
List of Roads and Trails
THE NATIONAL ROAD
Map
Sketch and Route
The National
Road was originally called the Cumberland Road because it started in
Cumberland, Maryland. By 1825, it was referred to as the National Road because
of its federal funding. The enabling act for admission of Ohio to the Union in
1803 contained provisions for construction of a road linking the East and West.
Congress then passed "An Act to Regulate the Laying Out and Making a Road
from Cumberland, in the State of Maryland, to the State of Ohio." In 1811,
contracts were signed for construction of the first ten miles west of
Cumberland. The road reached Wheeling in 1818. It entered Columbus in 1833, and
Congress made its last appropriation for the road in 1838. During the 1830s, Congress
had begun to turn the road over to the states for administration and
maintenance. Construction was suspended in the early 1840s because of lack of
congressional appropriations. Indiana completed its intrastate segment in 1850.
The road then continued on to Vandalia, Illinois, but it did not continue on to
Jefferson City, Missouri, as had been planned, the idea being that the road was
to go through state capitals as it moved westward. The old National Road became
part of U.S. 40 in 1926.
Download
free PDF Document--The National Road.
Return to
List of Roads and Trails
THE
OREGON TRAIL
Map
Sketch and Route
The Oregon
Trail extended from the Missouri River to the Willamette River. It was used by
nearly 400,000 people. The trail's starting points were Independence, Westport,
St. Joseph, and Ft. Leavenworth. Alternate routes included Sublette's Cutoff
and the Lander Cutoff. After 1846, there was also a choice at The Dalles between rafting down the Columbia River or taking the new Barlow Road across the Cascades. Each part
of the journey had its set of unique difficulties. During the first third of
the journey, emigrants got used to the routine and work of travel. Approaching
the steep ascent to the Continental Divide, water, fuel, grass for the
livestock, fresh meat, and food staples became scarce. The final third was the
most difficult part of the trail. The major fears of the pioneers following the
trail were Indians, disease, and the weather.
Download
free PDF Document--The Oregon Trail.
Return to
List of Roads and Trails
THE PENNSYLVANIA ROAD
Map Sketch
and Route
The Great
Conestoga Road, completed in 1741, and the later Lancaster Pike (opened in
1794) went from Philadelphia to Lancaster. After the Lancaster Pike was
completed, the Pennsylvania Legislature granted charters to extend it westward
to Pittsburgh, following closely the route of the Forbes Road. Faced with the
need to build a road to move troops during the French and Indian War, General
Forbes' troops constructed a road from Harrisburg to Ft. Duquesne which he
renamed Fort Pitt, after his commanding general. Today, we know it as
Pittsburgh. Years later, the Pennsylvania Legislature granted charters that
extended the Lancaster Pike on westward to Pittsburgh, subsidizing this
"Pennsylvania Road" by subscribing to stock in some of the companies.
Migration moved westward through Fort Pitt as settlers trekked from eastern
Pennsylvania and New England west to new lands and opportunities. The
river-canal system which opened in 1834 between Philadelphia and Pittsburgh
reduced traffic on Pennsylvania's turnpike. Heavy freight traffic diverted to
the canals although stagecoach lines continued to prosper.
Download
free PDF Document--The Pennsylvania Road.
Return to
List of Roads and Trails
THE
SANTA FE TRAIL
Map
Sketch and Route
This trail from Missouri to Santa Fe was the oldest and the
first over which wagons were used in the westward expansion beyond the
Mississippi River. It was primarily a commerical
route, carrying a stream of merchants' wagons until it was replaced ty the coming of the railroad in 1880. In 1821 a mule pack
train had left from Franklin, Missouri, to travel to Santa Fe on what is later
known at the Mountain Route. The next year's expedition avoided the mountains,
leaving the Arkansas River and heading across the arid plains for the Cimarron
River; this route became known as the Cimarron cutoff. During the early years
of commerce, much of the route was within Mexican territory. Not until 1848
when the Mexican War ended was the entire trail officially within American
territory.
Download
free PDF Document--The Santa Fe Trail.
Return to
List of Roads and Trails
THE
TRAIL OF TEARS
Four trails were used to move the Cherokee Indians to Indian
Territory in 1838-39---- nuna hi duna hili hi----"The
place where the people cried" or The Trail of Tears:
1. The
Northern Land Route (used by 12 detachments) ran from Southeastern
Tennessee across parts of Kentucky, Illinois, Missouri, and Arkansas.
2. The
Water Route (three detachments) went downstream on the Tennessee River
to the Ohio River to the Mississippi River and upstream on the Arkansas River
to Indian Territory.
3. The
Bell Route (one detachment) ran from near Chattanooga due west, crossing
the Mississippi River near Memphis, to Little Rock and up the North bank of the
Arkansas River to Ft Gibson, Indian Territory.
4. The
Benge Route (one detachment) began in Ft
Payne, Alabama, crossed the Tennessee River twice before passing through the
extreme southeastern part of Kentucky. It crossed the Mississippi River well
below the mouth of the Ohio River and continued west until it intersected the
"Old Spanish Road' or the "Old Southwest Trail" (either name is
the old road which ran from St Louis to Texas). It continued in a southwesterly
direction into Arkansas (with some exceptions) until it intersected the
"Old Military Road" or the "Old Jacksonport
Road." This road was then followed to Fayetteville where they continued in
a westerly direction to Indian Territory.
[Link
to a set
of supplementary pages for a more detailed analysis of the various
routes of the Trail of Tears, prepared by Bill Woodiel,
past Vice President of the Arkansas Chapter of the
Trail of Tears Association and a former member of the Board of Directors for
the National Trail of Tears Association.]
|
Return to
List of Roads and Trails
THE
UPPER ROAD
Map
Sketch and Route
The Upper Road branched off from the King's Highway
at Fredericksburg, Virginia, and went southwest through Hillsboro, Salisbury,
and Charlotte in North Carolina, then on to Spartanburg and Greenville in South
Carolina. The road generally followed the old Occaneechee
Path which went from Bermuda Hundred on the James River, and Old Fort Henry
(now Petersburg) southwest to the Indian trading town of the Occaneechi which existed by 1675 on an island in the
Roanoke River at about the location of today's Clarksville, Virginia, close to
the present Virginia and North Carolina state line. From that location the
trading trail went both north and south. The Trading Path divided at the
Trading Ford of the Yadkin River, one branch turning toward Charlotte, the
other through Salisbury to Island Ford on the Catawba, to the north of present
Lake Norman. DeSoto and his cavaliers were perhaps
the first white men to use portions of the great Occaneechi
Path (1540). Some of the people associated with Fort Henry were Col. Abraham
Wood, Thomas Batts, Robert Fallam,
James Needham, Gabriel Arthur, and John Lederer. From
1700-1750, active trading was carried on by white emigrants with Indian
villages. After 1740, the proprietary governor of the Granville District began
to issue grants to Quakers and others from the tidewater counties of North
Carolina and Virginia, attracting them into the northern half of North
Carolina. By 1750, the Upper Road became an important wagon route for
southbound migrations into that portion of North Carolina. During the
Revolutionary War, the road was used extensively for troop movements in the
South--relating to the battles at Guilford Courthouse, King's Mountain, and
Cowpens.
Download
free PDF Document--The Upper Road
Return to
List of Roads and Trails
THE WILDERNESS ROAD
Map Sketch
and Route
The road through the Cumberland Gap was not
officially named "the Wilderness Road" until 1796 when it was widened
enough to allow Conestoga Wagons to travel on it. However, by the time Kentucky
had become a state (1792), estimates are that 70,000 settlers had poured into
the area through the Cumberland Gap, following this route. The Cumberland Gap
was first called Cave Gap by the man who discovered it in 1750--Dr. Thomas
Walker. Daniel Boone, whose name is always associated with the Gap, reached it
in 1769, passing through it into the Blue Grass region, a hunting ground of
Indian tribes. He returned in 1775 with about 30 woodsmen with rifles and axes
to mark out a road through the Cumberland Gap, hired for the job by the
Transylvania Company. Boone's men completed the blazing of this first trail
through the Cumberland Mountains that same year, and established Boonesborough on the Kentucky River. The Wilderness Road
connected to the Great Valley Road which came through the Shenandoah Valley
from Pennsylvania. Some suggest the origin of the Wilderness Road was at Fort Chiswell (Ft. Chissel) on the
Great Valley Road where roads converged from Philadelphia and Richmond. Others
claimed the beginning of the road to be at Sapling Grove (today's Bristol, VA)
which lay at the extreme southern end of the Great Valley Road since it was at
that point that the road narrowed, forcing travelers to abandon their wagons.
Download
free PDF Document--The Wilderness Road.
Return to
List of Roads and Trails
ZANE'S
TRACE
Map Sketch
and Route
In 1796 Colonel Ebenezer Zane petitioned Congress to
authorize him to build a road from Wheeling to Limestone (Maysville). Congress
awarded him a contract to complete a path between Wheeling and Limestone by
January 1, 1797. The contract required him to operate ferries across three
rivers as soon as the path opened. His only compensation was to be three
640-acre tracts, one at each river crossing, to be surveyed at his own expense.
Zane rounded up equipment and a crew of workmen; with axes, they cut trees and
blazed a trail. At first, Zane's Trace was merely a narrow dark path through
the forest, between a wall of ancient trees. Only
horsemen could travel over it. For many years, it was not wide enough for
wagons. In 1804 the Legislature appropriated about fifteen dollars a mile to
make a new twenty-foot road over Zane's route. But by modern standards, it was
still a poor road because they left tree stumps whenever they were under one foot high. The Trace was used by hundreds of flatboatmen returning on foot or horseback to Pittsburgh
and upriver towns from downriver ports as far away as New Orleans. The road
also became the mail route from Wheeling to Maysville, and eventually it went
on to Lexington and Nashville.
Download
free PDF Document--Zane's Trace.
Return to
List of Roads and Trails

Another
one of my sites relating to migration patterns in America:
RIVERS
and WATERWAYS . . . pathways to migration, commerce, and entertainment

~ If you need additional
information ~
The subject American Migration Patterns and Routes goes way beyond the
information I have chosen to share with you in my web sites and fact sheets. I
am not prepared to tell you the routes your ancestors may have used as they
relocated through the generations. My expertise does not extend to specific
stops along these or nearby roads and trails. I do encourage you to investigate
the possibilities by noting the dates of special events in your family history
and by comparing the locations of those events to the routes of the old roads
and trails. I'll be happy to read your comments by
e-mail, but I do not have the time to answer questions or do any research for
you. Instead, I make these suggestions to you:
1.
Using a family group sheet and an outline map of
the United States, place circles on the locations of births, marriages, deaths,
deeds, wills, etc. Connect the circles with a line.
2.
Contact your regional historical societies,
library reference and/or local history department, or area genealogical
societies. Resources (including maps and county histories etc.) are most likely
to be located at such locations.
3.
Download and study a 2-page PDF file about any
of the 18 roads or trails introduced at this web site.
Links for these free fact sheets are shown with the brief summaries at this
site but they are grouped chronolocially at: http://freepages.genealogy.rootsweb.com/~gentutor/facts.html
4.
Visit my Bibliography
List for recommended reading.
In the section labeled "Migration Trails," I have highlighted
favorite books in my own library.
5.
Follow the web
links listed at another of my sites: American Migration Patterns.
6. Use
Internet Search Engines such as Google, typing in two or three keywords
related to your search. Example: "The National Road" + migration
~ Let me also recommend an
excellent web site ~ Historic
American Roads and Migration Routes
I learned of this site in February 2008
through correspondence with its compiler. With much excitement, we have been
exchanging material and opinions about the routes of ancestral migration in
America. He and a relative are constantly adding to this website. So be sure to
bookmark it and return often.

Check
our Directory
for Notes and Links to
Our Genealogy and History Web Pages
Email: Genealogy
Tutor Beverly Whitaker
Copyright © 2002-2010, Beverly
Whitaker, MA