“America's Road to Revolution ”
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Western Pennsylvania Historical Magazine
Early Development of Transportation 115 EARLY DEVELOPMENT OF TRANSPORTATION ON THE MONONGAHELA RIVER By W. Espy Albig* Although the traffic on the Monongahela River from Brownsville to the Ohio had advanced from the canoe of the Indian and the Kentucky boat of the emigrant of Revolu- tionary times, to a water borne traffic of no mean size in passengers and miscellaneous freight, and to more than a million bushels of coal annually before the Monongahela waterway was improved by the installation of locks and dams late in 1841, yet no records remain of the constantly increasing stream of commerce passing over this route be- tween the east and the west. Here and there remains a fragment from a traveller, a ship builder or a merchant giv- ing a glimpse of the river activity of the later years of the 18th century and the early ones of the 19th century. The Ohio Company early recognized the importance of this waterway, and in 1754 Captain Trent on his way to the forks of the Ohio by Nemacolin's and the Redstone trails, built "The Hangard" at the mouth of Redstone Creek. From April 17th, when he surrendered his works to the French and retreated in canoes up the Monongahela, this avenue became more and more important until the steam railways supplanted the slower traffic by water. The easy navigation of this stream led that man of keen insight, George Washington, into error, when, under date of May 27, 1754, he writes: "This morning Mr. Gist ar- rived from his place, where a detachment of fifty men (French) was seen yesterday. -
For Lease Retail/Office Space 590 National Road, Wheeling, WV 26003
For Lease Retail/Office Space 590 National Road, Wheeling, WV 26003 Property Information � 15,000 SF of retail/office space available | Can be subdivided to 7,000 SF � Former corporate headquarters with custom finished board room and multiple executive offices � Potential build-to-suit - 8,000 SF of office/retail space � Local loan/incentive packages available for relocations � Well maintained commercial space � Elevator served � Signage opportunity on National Road � Over 50 on-site parking spaces � Located in the heart of the Marcellus and Utica Gas Shale region � Close Proximity to US Route 40, Interstate 70, Interstate 470,West Virginia Route 2 & West Virginia Route 88 For More Information, Please Contact: Adam Weidner John Aderholt, Broker [email protected] [email protected] 304.232.5411 304.232.5411 Century Centre � 1233 Main Street, Suite 1500 � Wheeling, WV 26003 960 Penn Avenue, Suite 1001 � Pittsburgh, PA 15222 304.232.5411 � www.century-realty.com SITE I-70 On Ramp 8,000 Vehicles/Day I-70 47,000 Vehicles/Day Ownership has provided the property information to the best of its knowledge, but Century Realty does not guarantee that all information is accurate. All property information should be confirmed before any completed transaction. For More Information, Please Contact: Adam Weidner John Aderholt, Broker [email protected] [email protected] 304.232.5411 304.232.5411 Expansion Space or Drive Thru Potential Drive Thru 8,000 SF Wheeling The 30 Miles to Highlands Washington, PA Pittsburgh Approximately Wheeling 38 Miles Columbus Approximately 136 Miles Ownership has provided the property information to the best of its knowledge, but Century Realty does not guarantee that all information is accurate. -
National Register of Historic Places Inventory -- Nomination Form
:orm No. 10-300 ^0'' UNITED STATES DEPARTMENT OF THE INTERIOR NATIONAL PARK SERVICE NATIONAL REGISTER OF HISTORIC PLACES INVENTORY -- NOMINATION FORM SEE INSTRUCTIONS IN HOW TO COMPLETE NATIONAL REGISTER FORMS TYPE ALL ENTRIES -- COMPLETE APPLICABLE SECTIONS [NAME •^HISTORIC Inns on the National Road AND/OR COMMON Inns on the National Road, Allegany and GarrettCounties LOCATION STREETS.NUMBER to Grantsville & W of Cumberland, a^ong U.S. 40 from Flintstone-NOT FOR PUBLICATION CITY. TOWN CONGRESSIONAL DISTRICT .Cumberland Sixth STATE CODE COUNTY CODE 24 Alleaanv & Garrett 001 & 023 CLASSIFICATION CATEGORY OWNERSHIP STATUS PRESENT USE XDISTRICT —PUBLIC —XoccupiEDexcept Stone _AGRICULTURE —MUSEUM _=j8UILDING(S) ^PRIVATE —UNOCCUPIED house or X_COMMERCIAL —PARK —STRUCTURE —BOTH _woRKiNpROGRESstavern, —EDUCATIONAL X_PRIVATE RESIDENCE —SITE PUBLIC ACQUISITION ACCESSIBLE Allegany —ENTERTAINMENT —RELIGIOUS —OBJECT _IN PROCESS —YES: RESTRICTED —GOVERNMENT —SCIENTIFIC —BEING CONSIDERED -XYES: UNRESTRICTED —INDUSTRIAL —TRANSPORTATION NO —MILITARY —OTHER: [OWNER OF PROPERTY NAME See continuation sheets 3 and STREET & NUMBER CITY, TOWN STATE VICINITY OF LOCATION OF LEGAL DESCRIPTION COURTHOUSE. REGISTRY OF DEEDSETC. Allegany County Courthouse/Garrett County Courthouse STREET & NUMBER CITY. TOWN STATE Maryland 1 REPRESENTATION IN EXISTING SURVEYS TITLE DATE —FEDERAL —STATE —COUNTY —LOCAL DEPOSITORY FOR SURVEY RECORDS CITY. TOWN STATE DESCRIPTION CONDITION CHECK ONE CHECK ONE —EXCELLENT —DETERIORATED —UNALTERED X_ORIGrNAL SITE GOOD XRUINS only Stone ALTERED MOVED r»ATF *A.R _ UNEXPOSED house or tavern, Allegany DESCRIBE THE PRESENT AND ORIGINAL (IF KNOWN) PHYSICAL APPEARANCE Eleyen of the inns that served the National Road and the Baltimore Pike in Allegany and Sarrett Counties, Maryland, during the 19th century re main today. ALLEGANY COUNTY The Flints tone Hot e 1 stands on the north side of old Route 10 to the east of Hurleys Branch Road in Flintstone. -
Route of Meriwether Lewis from Harpers Ferry, Va. to Pittsburgh, Pa
Route of Meriwether Lewis from Harpers Ferry, Va. to Pittsburgh, Pa. July 8 – July 15, 1803 by David T. Gilbert National Park Service Harpers Ferry, West Virginia May 5, 2003 (Revised September 28, 2015) Introduction The route which Meriwether Lewis traveled from Harpers Ferry, Virginia to Pittsburgh, Pennsylvania, between July 8 and July 15, 1803, has not been well documented 1. The only primary source we have is a letter Lewis penned to President Jefferson from Harpers Ferry on July 8, 1803: I shall set out myself in the course of an hour, taking the route of Charlestown, Frankfort, Uniontown and Redstone old fort to Pittsburgh, at which place I shall most probably arrive on the 15th.2 Route of Meriwether Lewis July 8-July 15, 1803 Pittsburgh R Elizabeth E V I Petersons R Brownsville Pennsylvania O I H (Redstone old fort) O Uniontown Farmington POT OMA Cumberland C R IV Grantsville E M R O Maryland Forks of N Cacapon Harpers O N Fort Ashby Ferry G Brucetown A (Frankfort) H E Gainesboro L A Winchester R I West Virginia V Charles Town E R Virginia 1. With the exception of quoted primary sources, this document uses the contemporary spelling, Harpers Ferry, and not the 19th century spelling, Harper’s Ferry. Harpers Ferry was part of Virginia until June 20, 1863, when the state of West Virginia was created by Presidential Proclamation. 2. Meriwether Lewis to Thomas Jefferson, July 8, 1803, quoted in Donald Jackson,Letters of the Lewis and Clark Expedition, With Related Documents, 1783-1854 (Champaign, Illinois: University of Illinois Press, 1979), 106-107. -
Western Pennsylvania History Spring 2016
Up Front This advertisement informs travelers about passage on the National Road Stage Company’s line of coaches. The Reporter, July 22, 1843. sheep, and pigs from western farms to the Meadowcroft markets of Baltimore and Washington, D.C. Wagoners could transport salt, sugar, tea, By Mark Kelly coffee, and iron to western settlements, then Meadowcroft Interpreter/Tour Guide return with whiskey, wool, flour, and bacon much more efficiently in their Conestoga wagons.3 Even though this improved route Carried in Comfortable Coaches made the journey easier for many, the pace Hagerstown, Maryland. An ad in Washington, of travel was still only a few miles an hour. Pa.’s The Reporter on April 30, 1821, states,“The In 1806, Thomas Jefferson signed “An Act to For those who could afford it, stage coaches arrangement of this line, will secure a Regulate the Laying Out and Making a Road offered speedy travel between cities in the East passenger a safe conveyance from Wheeling to from Cumberland in the State of Maryland, to and the Midwest. Philadelphia (a distance of 346 miles) in a little the State of Ohio.”1 This road would ease the The earliest stage lines spanned the more than four days.”6 The pair continued to journey of settlers moving west by improving 131-mile-trip from Cumberland to Wheeling expand their operations west, establishing the part of the existing road cut by British in four different sections, but ran only three National Road Stage Company in Uniontown General Edward Braddock in 1755, and link times each week.4 These original lines, bought around 1824. -
Resort History
1001 Laf ayette Drive Farmington, Pennsylvania 15437 Telephone: (724) 329-8555 Toll Free: (800) 422-2736 Facsimile: (724) 329-6947 Website: nemacolin.com Media Contact : Ashli Mazer-Workman 724-329-6387 [email protected] RESORT HISTORY The land where Nemacolin Woodlands Resort now sits has a long history dating back to 1740, when a rugged trail was carved through the Laurel Highlands between what is now Cumberland, Maryland and Brownsville, Pennsylvania. The trailblazer was native Delaware Indian, Chief Nemacolin. Assisted by frontiersman, Thomas Cresap, the trail was the most direct route from east to west. Later expanded by Colonel George Washington and General Edward Braddock during the French and Indian War, the trail eventually became known as the National Highway by Congress in the mid-1800s. Today, that road is called Route 40, the major mountain artery where Nemacolin Woodlands Resort now sits. By the early 1900s, the Laurel Highlands became a popular and fashionable retreat for wealthy Pittsburgh industrialists and merchants. At the same time vacation retreats, such as the Kaufman family’s Frank Lloyd Wright designed Fallingwater were being built, Nemacolin was also being minimally developed. During the 1930s, lots were established and offered for sale as summer homes and hunting retreats. In 1949, Pittsburgh industrialist, Willard F. Rockwell (Rockwell International), purchased 60 acres here in the Laurel Highlands. Over the next several years, he added land, and in 1968 established a private game reserve on what is now Nemacolin Woodlands Resort. This property was named Nemacolin Trails Hunting Reserve. The Rockwell’s invited friends and business associates to hunt and fish the 400-acre reserve, populated by silver fox, bear and white-tailed deer. -
National Road/Route 40 1811-1834, 1926
National Road/Route 40 1811-1834, 1926 Library of Congress The National Road, in many places now known as Route 40, was built between 1811 and 1834 to reach 1910 photo of the National Road, the western settlements. It was the first federally funded road in U.S. history. George Washington and 1.5 miles west Thomas Jefferson believed that a trans-Appalachian road was necessary for unifying the young country. of Brownsville, In 1806, Congress authorized construction of the road, and President Jefferson signed the act establish- Pennsylvania. ing the National Road. In 1811, the first contract was awarded, and the first 10 miles of road were built. As work on the road progressed, a settlement pattern developed that is still visible. Original towns and villages are still found along the National Road. The road, also called the Cumberland Road, National Pike, and other names, became Main Street in these early settlements, earning it the nickname “The Main Street of America.” In the 1800s, it was a key transport path to the West for thousands of settlers. In 1912, the road became part of the National Old Trails Road, and its popularity returned in the 1920s with the automobile. Federal aid became available for improvements in the road to accommodate the automobile. In 1926, the road became part of U.S. 40 as a coast-to-coast highway running from Atlantic City to San Francisco. Contributions & Crossroads Our National Road System’s Impact on the U.S. Economy and Way of Life National Road/Route 40 1811-1834, 1926 Public domain photo by Lyle Kruger A section of Route 40 (above) with its original paving bricks stretches out to the horizon. -
The National Road
National Park Service U.S. Department of the Interior Fort Necessity National Battlefield The National Road piznnsgivania ^ Illinois 0) Mount ashlngton Tavern Indiana ^ A \ W Va. (\?irginia KizntueRu till National Road, built by federal funds,600 mnes Baltimore Pike, buit by private funds Virginia Missouri Proposed but not constructed The National Road, designated U.S. Route 40 in 1925, was the first highway built entirely with federal funds. The road was authorized by Congress in 1806 during the Jefferson Administration. Construction began in Cumberland, Maryland in 1811. The route closely paralleled the military road opened by George Washington and General Braddock in 1754-55. S By 1818,the road had been completed to the Ohio River at Wheeling, which was then in Virginia. Eventually the road was pushed through central Ohio and Indiana, reaching Vandalia,Illinois in the 1830s where construction ceased due to a lack offunds. The National Road opened the Ohio River Valley and the Midwest for settlement and commerce. Traveling The opening of the road saw thousands of travelers Taverns were probably the heading west over the Allegheny Mountains to most important and numerous businesses found on settle the rich land of the Ohio River Valley. Small the National Road. It is estimated there was about towns along the National Road's path began to one tavern every mile on the National Road. There grow and prosper with the increase in population. were two different classes of taverns on the road. Towns such as Cumberland, Uniontown, The stagecoach tavern was one type. It was the Brownsville, Washington,and Wheeling evolved more expensive accommodation, designed for the into commercial centers of business and industry. -
THE NATIONAL ROAD the Road to Allegany and Garrett County History
42 m o u n t a i n d i s c o v e r i e s THE NATIONAL ROAD The Road to Allegany and Garrett County History Written by: Dan Whetzel Photography by: Lance C. Bell Western Maryland received a major economic As military operations of the French and Indian and boost in 1806, and secured a place in American history, Revolutionary Wars subsided, the young nation directed when Cumberland was selected as the starting point for its attention to economic enterprises. Calls for improved the National Road, America’s first federally funded highway roads were issued by commercial interests and land speculators that eventually stretched from Cumberland, Maryland who realized the monetary rewards of accessing natural to Vandalia, Illinois. The road was also called The National resources in western territories. Manufactured goods moving Turnpike and Cumberland Road. Several general reasons westward benefited the settlers who also sought access to favored construction of the road in Maryland, including eastern markets for their crops and raw materials. Before geography, land speculation, and economic pressures from roads, all commerce between the interior and the east coast western settlers. Cumberland was also a logical choice for had to be by a water route down the Ohio and Mississippi the new highway as it was already connected to the port Rivers, through the Gulf of Mexico, around Florida, and city of Baltimore by an existing road, commonly called the then up the coast. Mutually beneficial interests caused Cumberland Road, and because British General Edward a consensus to be formed regarding the need for better Braddock used it as a base of operation in his highly pub- roads, but the funds to finance them remained elusive. -
The Indiana Byway Program
The Indiana Byway Program The Indiana Byway Program has been provides professional support to the in existence since about 1997 and is local byway leaders. designed to preserve, protect, enhance and recognize transportation corridors of The Ohio River Scenic Byway unique character. These corridors are notable examples of our nation's beauty, history, culture and recreational experience. Featured highways were designated nationally by the U.S. Secretary of Transportation in 1996, 1998, 2000 and 2002 from nominations presented by the states. INDOT is responsible for submitting Indiana route nominations for national designation and for submitting projects for discretionary grant funding. More than just scenic highways byways possess the outstanding qualities that exemplify the diverse regional character of our nation. Because Indiana wants byway designation to mean more than identification by a sign, the Indiana The Ohio River Scenic Byway (ORSB) Program emphasizes the same intrinsic is a 302-mile route that roughly parallels qualities used under the federal the famous river so important to the program. Indiana has been recognized early settlement of the continental as a leader among multi-state byways. United States. Most of the route follows state roads, but some sections fall under Indiana has two nationally-designated local jurisdiction. The ORSB extends byways and one state byway. All began across 13 southern Indiana counties. In as multi-county initiatives in towns 1998 the Ohio and Illinois portions of the representing a range of resources, byway joined the Indiana section to form socioeconomic and geographic a 967-mile National Scenic Byway. diversity. Each was initially designated a state byway. -
THE IXDIAN OCCUPATION. Apparent Show of Reason, Have Endeavored to Prove ,Oth Above and Belo; That Point
THE IXDIAN OCCUPATION. apparent show of reason, have endeavored to prove ,oth above and belo; that point. These n-ere com- .that the builders were the ancient Aztecs, and finally 3osed of the Delaware and Shawanesel tribe3 and some have advanced the opinion that they mere erected jome colonized bands of Iroquois, or " Mingoes," as by descendants of the lost tribes of Israel. What- ;hey mere commonly called, who represented the ever may be said of these latter theories, the idea of pon-erful Six Nations of New York. These last named their construction by the French or Spanish seems were recognized as the red owners of the lands on wholly inadmissible, on account of the number and the upper Ohio, the Allegheny, and the Dlonongahela extent of the works west of the Alleghanies ; again, Rivers, and it was only by their permission2 that the on account of their evident antiquity, many of them Delawares and Shawanese mere allowed to occupy the having from every appearance been erected long before the discovery of America, and finally by their form, 1 Zeisberger, the Xora~ian,mys, "The Sllawanos, a warlike people, lired in Florida, but having been subdued in war by the Noshlios, they which is entirely different from any system of Euro- left their land arid mored to Susqnehanna,and from one place to another. pean fortification, ancient or modern. Meetiug a strong party of Delawres, and relating to them their forloru This much and no more may be set down as coudition, thy took them into their protrdtion as grandclcildren; the Sl~a\vauoscalled the Dell\\\-are nation their graadfall~er. -
Wheeling and Pittsburgh in the Nineteenth Century
Urban Rivalry in the Upper Ohio Valley: Wheeling and Pittsburgh in the Nineteenth Century HE HISTORICAL EXAMINATION OF URBAN COMPETITION for trade and commerce has frequently focused on such important eastern Tcities as Philadelphia, Baltimore, and New York. These urban giants established their preeminence in America's colonial era, but continued to bicker as new forms of transportation, first the canal, then the railroad, offered economic advantages to the city that secured new improvements. Yet at the turn of the nineteenth century new cities in the West were just beginning their struggle for urban hegemony, and their rivalries took on a different cast as the cities grew up with the market revolution and the transportation technologies that became vivid signals for a growing nation. Western urban growth was tied to trade and the initial agent of that commercial development was the Ohio River. Flowing west from its origins at Pittsburgh, the Ohio River fueled the growth of that city and sparked a secondary round of urban competition with downstream rivals at Cincinnati and Louisville. In his classic study of urban development, historian Richard Wade noted that "before a city could hope to enter the urban sweepstake for the largest prize, it had to eliminate whatever rivals arose in its own area." In some local regions the battle was uneven and the weaker town was quickly eliminated. Louisville annexed nearby Shippingsport and Portland to eliminate their competition. Pittsburgh had similar motives in moving to annex Allegheny. Farther west, the rapid growth of St. Louis quickly dashed the THE PENNSYLVANIA MAGAZINE OF HISTORY AND BIOGRAPHY Vol.