USA > Virginia > Frederick County > Frederick County > Shenandoah Valley Pioneers and Their Descendants: A History of Frederick County, Virginia. > Part 10
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iana, were pushing up the Mississippi Valley, and making treaties with the notable Indian tribes, enabling them to fix strong outposts at St. Louis and along the Lake region. England began to resent these encroachments of the French; and empowered the Governor of Virginia (Dinwid- die) in 1752, to take the proper course through the Councils of the Virginia Colony, to notify the French settlers and commandants of their outposts if found, within her boundaries,-that England's claim had not been surrendered to any of the territory in question; and such settlers would be subjected to the laws of the Colony of Virginia; and that all armed forces must im- mediately withdraw, together with all Indian al- lies,-excepting such tribes as chose to make peace Treaty with the Governor and his Council,-sub- ject to approval of his Majesty King of Eng- land, etc. So we find the General Assembly of Virginia diligently at work in the next session, considering plans to protect the frontier people. The fur traders filed complaints of depredations of the French and Indians on the Virginia set- tlement. The Assembly promptly authorized the Governor to send by proper persons, formal no- tice to the French outposts, of the Acts of the Assembly. The governor entrusted this import- ant work to young George Washington, who held a commission as Major of Militia in the Virginia lines. To Major Washington's Journal, we are indebted for information of dates, etc. "We started from Williamsburg the last day of Oct., 1753, came to Alexandria and thence to Win- chester where horses were supplied and baggage and other needs were packed." This was con- sidered at that period the "outposts" of the Vir- ginia villages. The Redman still held out for his rights in mountain regions to the West; and it was natural that the youthful Envoy should enquire of those who might know, the easiest and safest route leading from Winchester to Will's Creek Station, then a trappers fort or Lodge. We find the expedition fully made up at Winchester, and ready for their start on this hazardous work. This entry is made in the Journal ;- "On Ye 17th day of Ye Month of Novemo,-the party consists of one guide and packer, one Indian interpeter, one French inter- peter, and four gentlemen." Strange to say no mention in this entry in his Journal appears of the names of any of this party. Later on, be- fore the completion of this expedition, he men- tions frequently-"Gist, and "Van-braam" as the guide and French "interpeter," while he was at the French fort holding Council with the Com- mandant "M.de St. Pierre." This Mr. Gist was the guide certainly at the French fort, and on his return down the river to Venango after six days
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hardships, and further on to the Alleghany River, must have been the guide from start to finish. Who composed the expedition no mention is made. Tradition has it, that young Dan Morgan had just arrived in town from the western set- tlement on the South Branch-as a driver of a pack for the fur men offered his services to Washington as a guide, and was accepted,-and it was on this perilous journey that the future Generals saw in each other the traits that made strong ties between them when they encountered more perilous times. The author will postpone further mention of the expedition for succeeding Chapters. He only presents the aforesaid inci- dents, to show the wisdom of those who selected the route to the outlying settlements. Washing- ton frequently mentioned certain points seen on his way to the mouth of the South Branch, and the easy crossings of the Sandy Mountains, and safe fords over the mountain streams. He was pleased to note in his Journal that "the skill of the engineer manifested itself along the entire route." He makes a note in his Journal while at Will's Creek Station, "that a goodly number of very sturdy settlers are building houses at this point, and that this should be encouraged by better protection in the erection of a fort with stockades; as Indian tribes were crossing this way from the 'Susqeuhannas' to the Hunt- ing grounds on the upper waters, and in case they would attack the settlements without this protection they would have no means of escape, and must suffer massacres." Fort Cumberland was erected at this point within the following year, through the joint efforts of Maryland and Virginia. This road became useful in transport- ing supplies to the Militia who occupied this fort. The Companies being made up at Win- chester, marched over this road, which later on was known as Braddock's Road, by reason of his army taking their line of march to meet the foe, and returning by the same road after their disaster on the Monongalia. This road was in- tersected by the Pack Horse Road, just before its entrance of the Gap leading to Great Capon, and known at this writing as Bloomery Gap, Pack Horse Road is still pointed out, and became what was afterwards called the Old Baltimore Road. The Old Braddock Road in time had its general course changed somewhat by the con- struction of the North Frederick Turnpike, which was Chartered in 1854, one of the principal chang- es being near Winchester, where the new route abandoned the "Indian Hollow Route to Hog Creek"-to afford facilities of access to the mar- kets of the better and more thickly settled sec- tion. Thus we find historic Indian Hollow as sparsely settled at this writing, as it was one
hundred and fifty years ago; and very few of the good dwellers of that section ever think of the stirring events that one time made the place more famous than any other section.
The author has given this roadway more prom- inence than can be given to many others. It seems appropriate, however, to mention another roadway-leading from the county seat to the southwestward. At the March term, 1745, an order was entered, appointing Samuel Glass, Na- thaniel Cartmell, Vance Marks, Paul Froman and others "to lay out the best and nearest route to the County seat, and mark the way through the big timbers, said road to commence at Fro- man's Run on Cedar Creek, pass by the Cartmell Springs at the head of Opequon,-and thence to the County seat." At a subsequent term, the re- port from the Commissioners was confirmed. This report mentions a road being made "on the Trail from the head of Cedar Creek across the mountains to the heads of the South Branch ;" and recommends that a juncture should be made between the two, the Court makes no minute but the simple order confirming the report. Whether this juncture was formed then is not known; but in after years the two sections were connected by these roads; and armies marched over them as they did over the road to the mouth of the South Branch. The fact is established by the language of the Commissioners in reports in both cases, that settlers at both ends of the South Branch were seeking a way through the moun- tains to the county seat of the old County about the same period. The old road established by the order 1745, leading from Winchester to the upper Cedar Creek Country, was for many years called the Cartmell Road. It never became a highway noted for its smooth surface; but had some renown for its long stretches through shady forests and over clear streams coming from the nearby mountain springs. In 1851 the Cedar Creek Turnpike Company was chartered, grant- ing them the right to construct a turnpike from a point on the Valley Turnpike two miles South of Winchester, to Cedar Creek. Their engineers followed very closely the old route laid out in 1745,-thus showing that the early settlers pos- sessed considerable knowledge for locating roads. This applies to hundreds of other roads, many of the best public roads travelled to-day are over the very routes laid out one hundred and fifty years ago. For instance, the roads leading from the center valley to the gaps in the Blue Ridge, can be traced over the exact old route for miles. As the population increased, there was demand for more roads; and as they became so numerous, -the author will group them, giving name of new road-and in some cases names of overseers.
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CARTMELL'S HISTORY
of old roads. These references can be followed up easily by those who may look into the route taken from localities named, and may thus identi- fy some that have peculiar interest. As will be seen in the grouping of these roads, the spirit of improvement prevailed to a great extent. The list shows the number of roads opened in the early part of the Eighteenth Century to have been very great; and then in the latter part of the same century, beginning with the period of the trying time of the Revolutionary War, and during the reconstruction period thereafter, the same spirit is seen. Beginning at the March term 1788, closing Oct. 1789-a little over eighteen months, about fifty new and difficult roads were opened and put in condition for travel, and no complaint of high taxes or burdens. This is in marked contrast with this period where we have not an average of two new roads in any year; and there seems to be more discussion, and ef- fort made to keep the roads in repair, than the fathers spent in the Eighteenth Century to con- struct them in the first instance. They had no road plows, stone crushers, or any other road machinery. They had to hew their way through the virgin forests, make fords over difficult streams-sometimes erecting rude bridges. They knew nothing of the vast resources enjoyed by the succeeding generations. We will see later on that the fathers not only excelled in making roads to open communication with all the set- tlements, but they developed the country along other great lines. While studying the question of roads of the Eighteenth Century it may be well at this point to mention another class of roads made in the early part of the Nineteenth Century. Two great thoroughfares are shown in this class, both of which are replete with his- toric interest, both applying for charters about the same time, 1830-31 ; the one sweeping through the great valley with its McAdamized track,- forming a cemented bed, the limestone on either side throughout its entire length of one hundred miles, furnishing material for the concrete. This was called the Valley Turnpike. However, this road was shut off, as will be seen, and required to wait for several years. Its name has gone into every Hamlet in every State in this broad land. This was the way the Southrons came, when their army was organizing at Harper's Ferry in 1861. Battalions and army corps, marched and counter marched along this great highway, until its name became familiar in a million homes. This Turnpike was not author- ized by law until March 24th, 1838, though the charter for its right to construct the road was in the batch of public improvements when the charter was granted the N. W. T. P. March 17,
1831; so we find this Charter slept for seven years in the dusty files of bills and petitions in the Secretary's office.
The long preamble accompanying the petition sent to the General Assembly recites, "that the proposed route for the Pike would take the gen- eral course of a great Stage Road running from Winchester via Staunton to the Tennessee Roads. This "Big Road," having been the travel way for a great many years for the wagon line of commerce from Baltimore to Knoxville and other points in Tennessee," previous to the Valley Turnpike period, this "Big Road" as it was gen- erally called, had local names for its long stretch- es. The first, from Winchester, ended at Stover's or Funkstown (latterly Strasburg), crossing the Opecquon at Col. John Hite's plantation ;- cross- ing Cedar Creek at Major Briscoe's lower ford, and the Shenando River at the ford to Funk's Mill, and was called the Briscoe Road. (Let the reader look for further explanation at old Court orders to find who the tihtables were along this road,-who were required to work four days dur- ing the year to keep up repairs. There he will find names of land owners who peopled this sec- tion and will also be able to follow the exact route.)
From the Stoverstown point, the old road was called the Funkstown and Branson's Mill Road, and the overseer for eleven miles was George Bowman, who held his important office for many years. From Woodstock the old roadway held to the high ground; and from the best informa- tion obtained on this point, old residents claim that the Pike followed the old route to Mt. Jack- son. At this point, some material changes were made to gratify the owners of the celebrated river bottom land. Information on this point may
be obtained by examination of the records of Shenandoah County. All the way to this river point, the roadway has held to the most fertile part of the Valley, bridging streams from the Opecquon-over Cedar Creek-winding its way along the river and over "Fisher's Hill," through the "Narrow Passage." The whole route affords interest to the traveler. Tourists from other States have enjoyed the traverse of this far- famed road since the war period; and at this writing no summer day passes that the Automo- bile is not seen on this Pike, whirling along- passing the front gate of the author's home.
The other great thoroughfare, is the highway leading from Winchester, northwesterly to the Ohio River. It secured a Charter March 19, 1831, after many years had been frittered away in efforts to defeat this measure. The first effort to secure a Charter was made in 1819, when a general law was enacted defining the limitations
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and restrictions of the proposed company. The Legislation,-they secured all they asked for,- plans were so unsatisfactory to the western coun- and even more. The committees in charge of these enterprises, reported only one of the bills- the one for the construction of the Northwestern Turnpike from Winchester westward to the Ohio. The overwhelming expenditures necessary to con- struct two such roads at the same time, and the promoters of the Northwestern Road knowing that frequent calls would be made on the State for money to conduct the work, adopted a scheme to secure this aid by holding up the Valley Turn- pike for several sessions; during this time secur- ing appropriations from the State-or rather using her credit to affect loans. We find the Road well on the way before the Valley Company was granted a charter,-and when their charter was granted March 3rd, 1834, and then amended March 24, 1838, the northwestern people secured an Act April 7th, 1838, providing for the com- pletion of the Northwestern Turnpike to Parkers- burg. So, as has been stated,-these great thor- oughfares were struggling to appear before the public at the same time, though the Valley was held in check by what might be termed sharp practice. We find both roads in traveling condi- tions to their respective terminals at almost the same time. The magnitude of the undertaking to make a passable road from the Valley to the Ohio must have been appalling. The Acts of the Assembly Feb. 6th, 1834, authorizing the company to "borrow on credit of the Common- wealth from time to time such sums of money not exceeding the total of $86,000.00 was sufficient no doubt to keep the enterprise from lagging. We find again by an Act of the Assembly dated March 30, 1837, the company was again authoriz- ed to use the credit of the State for an additional sum of $50,000.00. An Act passed April 7th, 1838, placed the unfinished section of the North- western Turnpike under the direction of the Principal engineer; the whole road now being under the general control of the Board of Public Works,-through the President and Directors of the said road. Tolls were fixed by law for "Road travel and special rate for Bridge travel." The Bridge across the South Branch near Romney, was erected and put into service in 1837-and the Act of the Legislature April 7th, 1838, provides for the "rebuilding of the bridge which was recently erected and destroyed; and that the sum required therefor be paid from the tolls that may be received on said road." The Valley Turn- pike Company was organized as a joint stock company. The State, through the Board of Pub- lic Works, to subscribe to three-fifths of the shares of stock,-and the private stockholders two-fifths of the stock, until the sum of $300,000 .- 00 was subscribed ;- which was to be divided into ties, by reason of a failure to secure sufficient aid from the State, that the project was held up for several sessions; renewed in session of 1827; and not until the session of 1830-31, was the effort fought to a finish. Then the Charter was encumbered with certain provisions, not en- tirely satisfactory. Some interesting incidents relating to that period were revealed to the writer in his study of the House Journal of the General Assembly which granted the charter for these two great highways. The Western Vir- ginia Counties through their state senators and delegates, had been making themselves heard on the subject of "Internal Improvements" for some years ;- claiming that the section beyond the Valley counties was not receiving their share of the State revenues, in making public improve- ments; and for several sessions this subject occupied the closest attention of the Tidewater Statesmen,-lest they would lose some coveted prize-such as new roads, and bridges, and addi- tional expenditures of money on canal projects, etc. Plans had been forming for several years, to have the state make a great road from the Potomac River through the Shenandoah Valley, to cross the headwaters of the James far South in the Valley. The burning issue between the parties in every campaign was "Internal Im- provements," and this at the expense of the State. Statesmen sprang from every section, either to combat or favor this measure; and when the plans matured for the General Assem- bly to grant a Charter for the Valley Turnpike, it was found the improvement party was strong enough to carry it through-and when the mat- ter was taken up, a new and unexpected feature presented itself. The western counties held the balance of power. They came to the Legislature pledged for internal improvements at the state's expense; and when their wily and astute Dele- gates announced their position, great consterna- tion fell on all; and for a while the party of economists felt sure that all would fall through and the State treasury would escape depletion for another session. But the old politicians of Western Virginia took advantage of their op- portunity, and agreed to carry the Valley Turn- pike Charter through,-provided a public im- provement be made from the Great Valley to some point on the Ohio River. The valley peo- ple could have their road to the headwaters of the James, but Western Virginia must have a road from the eastern counties, through the mountains to the Ohio. The whole session was alive with these tremendous questions; and when the western counties found they could control
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CARTMELL'S HISTORY
shares of $25.00 each; and when this sum was subscribed, the President and Board of Directors of said company were authorized to construct the road. Beginning at Winchester and to end at Staunton. Books for subscriptions were to be opened at Winchester, Woodstock, Harrison- burg and Staunton. Winchester was authorized to subscribe for 400 shares of the stock on be- half of the Corporation. The General Assembly by several Acts, designated the persons to receive subscriptions to the stock, and named the places where such stock could be taken for the two roads. It would be interesting to some, no doubt, if the names of all such were given here, but as they can be seen by referring to Acts of Assembly we will pass them by.
It must be understood stock was taken in the Northwestern Road, subscribed by individuals upon the faith and credit of the State to be redeemed by the State. This was done; and the great road became strictly a state road; and thus the wes- tern counties secured a prize well worth their shrewd legislation. The Northwestern Turnpike was, and is yet, a much traveled highway, for many years connecting Ohio and our own wes- tern counties with the country seat east of the great mountains.
The Board of Public Works long since relin- quished control of that portion West of the Hampshire County line, and finally Feb. 26, 1884 released that part within Frederick County, and placed its management under the control of the Board of Supervisors of said County. The road is still maintained by moderate tolls. To appre- ciate the work of making a turnpike from Win- chester to Parkersburg one should travel over its well graded bed,-follow its devious ways over the streams,-cross the mountains,-penetrate the Glades and great timber and coal belt, and wit- ness the results of the engineer's skill, and, stand- ing somewhere on the Alleghany Ranges, he will have some conception of the great work. The writer, in his day, has seen Emigrant trains pass out of sight into the mountain country over this old road, as they went seeking new homes be- yond the Ohio; and also has seen droves and droves of cattle, horses and sheep, wending their way over this same road, seeking the eastern markets. All this traffic has ceased; for the rail- road has diverted it their way. There are those of the long ago who still look for the bellowing herds and the Emigrant's old covered wagon. The whistle of the Locomotive denotes progress, -but the memory of those "drovers" soothes the spirit, akin to the feeling of him, who "drank from the old Oaken Bucket."
The General Assembly by an Act April 7, 1838, granted a charter for a turnpike to be construct-
ed from Moorefield to the Northwestern Turn- pike at Chas. Blue's in Hampshire County, by the name and style of "The North River and Moorefield Turnpike Company." This road was completed; and is maintained in good condition to this writing.
Another important Turnpike in the Valley is "The Martinsburg and Winchester Turnpike." A charter was granted this company March 24, 1838, "with all the rights, powers and privileges, and subject to all the restrictions and liabilities herein given to and imposed upon the Valley Turnpike Company," the state giving same aid as granted the Valley Turnpike Company. This road is too well known to need any description; it being a con- tinuation of the Valley system. It is managed and controlled by its own President and Directors. The route is through one of the most highly cul- tivated sections of the Valley-gorgeous scenery to the right and left ;- and the great Valley ly- ing to the south gives the traveler full satisfac- tion in his effort to study the landscapes so well known to thousands, who once in the line of duty marched over this Pike; when the armies of the North and South frequently used this highway. It has been estimated that more than a million soldiers marched over this road within the space of three years-with attendant artillery and army trains; that fully one hundred thousand horses, wagons, etc., also traveled it. The close of the war found it in bad condition. The company, however, rallied to their work, and had the Pike pass through its reconstruction period, long be- fore the U. S. Government allowed the county government to pass beyond that period in her affairs.
Three other Turnpike Companies were granted charters subsequent to those mentioned, to con- struct roads from Winchester to other places, to-wit : the Berryville and Winchester Turnpike Chartered first 1831, under the general law, and amended March 30, 1839. The Front Royal Turn- pike was chartered March 27, 1848. Then the Millwood Turnpike. The North Frederick Turn- pike chartered Feb. 24, 1851, along with the Hampshire and Morgan Turnpike Company. These are all useful highways, affording easy travel to the Courthouse and the Winchester mar- kets. Mention has already been made of the North Frederick Turnpike. The State had an interest in this road; and Feb. 16, 1901, granted this to the Board of Supervisors. An Act of the General Assembly authorized the Board to use the surplus fund arising from tolls to pur- chase the private stock. This was done, and the Turnpike formally turned over to the Board of Supervisors for their management and control. Tolls are still collected for repairs.
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line to a point on the Valley Turnpike (Hillman's Tollgate)-distance being twelve miles. Running as it did through limestone ridges, the grade was difficult and expensive to construct; the Com- pany was unable to adopt the plan fully, and succeeded partly in paving the road. The com- pany had an expensive road to maintain; and after keeping up repairs from tolls and no sur- plus to pay the stockholders,-the road was aban- doned in 1873; when the County court appointed overseers, and the road was maintained at the expense of the County. From that time to pres- ent writing,-the road is in better condition now, than at any time in its existence.
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