Johnstown High School - Spectator Yearbook (Johnstown, PA)

 - Class of 1930

Page 14 of 220

 

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1930 Edition, Page 14 of 220
Page 14 of 220



Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1930 Edition, Page 13
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Page 14 text:

through central Pennsylvania. Each of the routes mentioned was broad enough to permit two pack-horses to pass each other without serious damage to their loans, fly 1 83, these routes had become so widened that freight trattic by means of wagons was firmly established; wagons pushed further and further west until they came down the western slope ot the Alleghenies. However, practically nothing was done toward what can really be called road building until alter the Revolutionary War, tor it was not until wheeled vehicles came into general use that the widened trail became a road. THE GENERAL WASHINGTON TAVERN KNOWN LAVEK AS Mil,I.KlfS TAVERN. LANCASTER. PENNSYLVANIA By the year 1790, wheeled vehicles were common, and another step in road improvement became necessary. Cars and wagons could use the roads only in good weather, as the mud at other seasons made them impassable, particularly in stretches through lower grounds. To improve this condition, about 1800, cordu- roying came into use. Corduroying is the process of laying logs close together to form a solid roadbed and then covering the surface with earth. The corduroy roads, however, soon proved unsatisfactory. The rains washed away the earth, and wagons and carriages were jolted to pieces over the rough surface of the ex- posed logs. Macadamizing was the next step in road building. The roads, built of layers of broken stone, were wider than any single track of any of the routes followed before, although thirty feet was the maximum breadth. The first and most interesting macadamized road in our state—in fact in the country—was the old Lancaster Turnpike, running from Philadelphia to Lan- caster, and completed in 1794. This road had a regular slope from side-ditch [10] • From Earle: Singe Poach and Tavern Days. Used l r permission of the Macmillan Co.

Page 13 text:

 PECTAT© IB THE BEGINNING OF OVERLAND TRAVEL IN PENNSYLVANIA I Roads and Taverns Mary Elizabeth Wertz From its earliest known history, Pennsylvania presented natural difficulties to the traveler. With little sea coast, few navigable rivers, no lakes of consequence, and much of the surface mountainous, overland routes were the only ones practical. When the white man came, he found trails, centuries old, running east and west, north and south, through what is now our state. So far as finding the best routes was concerned, the Indian had a genius for engineering, and today the Lincoln Highway, the William Penn, the Susquehanna Trail, and the Pennsylvania Rail- road system, follow these trails except where grades are too steep or there was commercial reason for change. I he Nemacolin and Catawba trails which Braddock used in cutting his military road from the Potomac to the Ohio in 1755, became the main course of the National Pike as well as the general course of the Baltimore and Ohio Railroad. The Forbes Road became the State Road, and later develop- ed into the Lincoln Highway. In the colonial period the Forbes Road, or the Pennsylvania Road, was the great military highway into the West. Its course was through C hambersburg, Bedford, Stoystown, Ligonier, and Murraysville to Pittsburgh. For a whole gen- eration this route was the most important thoroughfare to the western territory, and was the largest link between New England and the Ohio alley in the days when New England was sending the bravest of her men to build up the West. Bethlehem Pike, once the Minsi trail, is one of the prettiest and most historic motor ways in Pennsylvania, leading from Philadelphia to Bethlehem and from there over the New York boundary. Another historic highway, The Susquehanna Trail, crosses the state from north to south, and is part of the famous Indian trails between Canada and the South. While these present roads are different from Indian trails, the main difference between them is that the modern highways are wide and improved, and that in places they leave the Indian trail for lower ground, as horse drawn vehicles and motor cars cannot climb places that man on foot and the pack-horse could use. The Indian trails, originally from twelve to eighteen inches in width, necessi- tated travel in single file, and they often became so overgrown with underbrush that they were difficult to find. When the white men began to go westward in large numbers,'there was a demand for the carrying of heavier loads over the paths, and the pack-horse era was begun. Soon the increased weight so bruised and crushed the bushes that the paths became wider. This gradual broadening of the old trails may be classed as the first step in road-making although it was not the result of any special effort or intention on the part‘of man. By 1750 two main routes had been established, the one running through southwestern Pennsylvania, and the other m



Page 15 text:

 THE XPEGTATGD to center, and the stone was carefully broken into pieces small enough to pass through a two-inch ring. The first real improvement in road-building naturally began at the centers of population. Philadelphia was a center from which many roads radiated. These were among the first to be improved. Improvement throughout the state, how- ever, was slow. Lack of knowledge of road building and no effectively organized system for carrying out improvements, hindered progress. Then too the building of canals and railroads turned transportation from pack-horse and wagon to these THE HAT TAVERN AND SIGN BOARD LANCASTER COINTY. PHILADELPHIA HOAI • improved means of travel. Highways lost their importance. As late as 1900 conditions of travel by vehicle over highways, except near large centers of popula- tion. were far from satisfactory. With the coming of the motor car, however, a rapid change took place. T he establishing of the Department of Highways and the generous provision of public funds for road building, have resulted in the con- struction of eight thousand four hundred thirty-nine miles of splendid highways that give easy and swift communication between all parts of the state. The opening of roads through Pennsylvania was naturally followed by the opening of taverns for the accommodation of travelers. By the middle of the eighteenth century the taverns were of importance, not only to the traveler but as centers of life and news of the community in which they were situated. They kept horses and supplied passengers with accommodations. It is interesting to learn that there was a distinction between the taverns and wagon houses. The taverns were for the accommodation of travelers arriving by carriages or coach; I ] • From Earle: Stage Coach ami Tavern Days. Fseil liy permission of the Macmillan Co.

Suggestions in the Johnstown High School - Spectator Yearbook (Johnstown, PA) collection:

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1927 Edition, Page 1

1927

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1928 Edition, Page 1

1928

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1929 Edition, Page 1

1929

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1931 Edition, Page 1

1931

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1932 Edition, Page 1

1932

Johnstown High School - Spectator Yearbook (Johnstown, PA) online collection, 1933 Edition, Page 1

1933


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