Historic Highways of America/Volume 6/Chapter 5
CHAPTER V
AT THE END OF BOONE'S ROAD
ON the nineteenth of April, 1775, the rumble of the running fire at Lexington and Concord told that the farmers of New England had at last precipitated the struggle which had been impending for a full generation. It was a roar that, truly, was "heard round the world."
One day later, April 20, 1775, Colonel Henderson and his fellow-pioneers of the Transylvania Company reached Boonesborough; there they were joyfully received by a running fire of five and twenty muskets discharged by Boone's vanguard, which had preceded them to cut the road. If the musket-shot behind the New England stone walls was heard round the world, the rattle of that score of muskets in distant Kentucky was heard around a continent. The former uttered a hoarse defiance to tyrants—a cry to God for liberty; what was the faint roar which echoed back a thousand mountain miles from Kentucky but an answer to that cry? an assurance that "to him that hath shall be given?" There is something divinely significant to me in the coincidence of the opening shock of the Revolution, and the arrival in Kentucky of the first considerable body of determined, reputable men.
The story of the Revolutionary War in the West has been told in preceding pages, as the merest record of fact. It is unnecessary to state that it was the most important conflict ever waged there, and it is equally trite to observe that the struggle centered around Kentucky. Boone's Road had made possible the sudden movement of population westward, and this pioneer host immediately drew upon itself the enemies that otherwise would have scourged the frontiers of New York, Pennsylvania, Virginia, and North Carolina. The first and principal portion of the Kentucky pioneers—those who fought the Revolutionary battles—entered Kentucky by the Cumberland Gap route. James Lane Allen writes: "That area [Kentucky] has somewhat the shape of an enormous flat foot, with a disjointed big toe, a roughly hacked-off ankle, and a missing heel. The sole of this huge foot rests solidly on Tennessee, the Ohio River trickles across the ankle and over the top, the big toe is washed entirely off by the Tennessee River, and the long-missing heel is to be found in Virginia, never having been ceded by that State. Between the Kentucky foot and the Virginia heel is piled up this immense, bony, grisly mass of the Cumberland Mountain, extending some three hundred miles northeast and southwest. It was through this heel that Kentucky had to be peopled. The thin, half-starved, weary line of pioneer civilizers had to penetrate it, and climb this obstructing mountain wall, as a line of traveling ants might climb the wall of a castle. In this case only the strongest of the ants—the strongest in body, the strongest in will—succeeded in getting over and establishing their colony in the country far beyond. Luckily there was an enormous depression in the wall, or they might never have scaled it. During about half a century this depression was the difficult, exhausting entrance-point through which the State received the largest part of its people, the furniture of their homes, and the implements of their civilization; so that from the very outset that people represented the most striking instance of a survival of the fittest that may be observed in the founding of any American commonwealth. The feeblest of the ants could not climb the wall; the idlest of them would not."[1] Mr. Speed agrees wholly in this opinion: "The settlers came in . . increasing numbers. . . A very large proportion came over the Wilderness Road."[2] In the early days river travel was not practicable. During the Revolutionary War and for some time thereafter travel down the Ohio River was dangerous, both because of the hostility of the savages and because of the condition of the river. In earlier days the journey from the Ohio into the populated parts of Kentucky was a great hardship. The story of one who emigrated to Kentucky by way of the Ohio shows plainly why many preferred the longer land route by way of Cumberland Gap. The following is from an autobiographical statement made by Spencer Record, preserved by the Wisconsin Historical Society:
"About the Twentieth of November (1783) we embarked on the Monongahela in our boat, in company with Kiser, I having with me four head of horses and some cattle. We landed at the mouth of Limestone Creek, but there was then, no settlement there. We made search for a road, but found none. There was indeed a buffalo road, that crossed Limestone Creek a few miles above its mouth, and passing May's lick about twelve miles from Limestone, went on to the Lower Blue Lick on Licking river, and thence to Bryant's station: but as we knew nothing of it, we went on, and landed at the mouth of Licking river, on the twenty ninth of the month.
"The next day, we loaded periogue, and a canoe, and set off up Licking, sometimes wading and pulling our periogue and canoe over the ripples. After working hard for four days, we landed, hid our property (which was whiskey and our farming utensils) in the woods, and returned to the Ohio, which by this time had taken a rapid rise and backed up Licking, so that we took Kiser's boat up, as far as we had taken our property and unloaded her. We left on the bank of Licking, a new wagon and some kettles. Leaving our property to help Kiser, we packed up and set off up Licking, and travelled some days; but making poor progress, and snow beginning to fall, with no cane in that part of the country, for our horses and cattle, we left Kiser and set off to hunt for cane. He sent his stock with us, in care of Henry Fry, who had come down in his boat with cattle for his father.
"When we came to the fork of Licking we found a wagon road cut out, that led up the South fork. This road had been cut by Colonel Bird, a British officer, who had ascended Licking in keel boats, with six hundred Canadians and Indians. They were several days in cutting out this road which led to Riddle's fort, which stood on the east side of Licking, three miles below the junction of Hinkston's and Stoner's fork, yet our people knew nothing of it, till they were summoned to surrender. . . We took the road and went on, the snow being about half leg deep. Early in the morning, about three miles from Riddle's fort, we came to three families encamped. They had landed at Limestone but finding no road, they wandered through the woods, crossed Licking, and happening to find the road, took it. . . We went on to the fort, where we found plenty of cane. The next morning, John Finch and myself set off to try to find Lexington, and left the horses and cattle. . . as there was no road, we took up Will creek, and towards the head of it we met some hunters, who lived on the south side of Kentucky river who gave us directions how to find a hunting trace, that led to Bryant's station. . . We went on, found the trace, and arrived at Bryant's station."[3]
Adding to the difficulties of land travel the dangers of the river tide, the difficulty of securing boats, and their great cost, it is little wonder that emigrants from Virginia preferred the long but better-known land route, through Powell's Valley and Cumberland Gap to the Braddock Road and the Ohio River. At a later date, however, the difficulties of river passage were materially decreased and the Ohio became the great outward emigrant route.
But for the return traffic from Kentucky to Virginia, there was no comparison between the ease of the land route and the water route. Mr. Speed affirms that the road through Cumberland Gap "was the only practicable route for all return travel."[4] Of course for a long period there were no exports from Kentucky, as hardly enough could be raised to feed the multitude of immigrants; but when at last Kentucky strode to the front with its great harvests of wheat and tobacco, the Mississippi and Ohio ports received them.
The East received comparatively little benefit, in a commercial way, from Boone's Road; but in the earliest days that slight track furnished a moral support that can hardly be exaggerated. The vast population that surged westward over it was a mighty barrier which protected the rear of the colonies from the savages, until savage warfare was at an end. Though the frontiers of New York, Pennsylvania, and Virginia suffered greatly during the Revolution, it was Kentucky that was the thorn in the side of the British; Kentucky drew the fire of both British and Indians which otherwise would have desolated the rear of the eastern colonies, and necessitated a greater number of men than could possibly have been maintained there. It was not at Fort Pitt that the British were constantly striking, but at the Kentucky "stations;" it was not up the Allegheny or Monongahela that Colonel Burd pushed his keel boats, but up the Licking. This fact is splendidly urged by Col. John Floyd, in a letter to the governor of Virginia written on the sixth of October, 1781, in a plea for assistance in maintaining the Kentucky settlements:
". . A great deal more might be said concerning the dangerous situation of these counties, but I have not been informed whether Government think it absolutely necessary for the advantage of the community at large to defend this country [Kentucky] at so considerable expense as must be incurred thereby; and I therefore beg leave to offer your Excellency one or two reasons why it may be of advantage to defend the Kentucky country. It is now beyond a doubt, that the attention of at last [least] 6000 savage warriors is fixed on this spot, and who will not disturb any other part of the Continent as long as we maintain our ground. But, on the contrary, as soon as this country is laid waste, they will immediately fall upon the inhabitants of Washington, Montgomery, Greenbriar, &c—in short, from South Carolina to Pennsylvania. I believe all the counties on the west side of the Blue Ridge were kept for many years penned up in forts by the Shawanese, Mingoes, Delawares & a few of their adherents; if so what will be the consequence when at least fifteen powerful Nations are united and combined with those above mentioned against about twelve hundred militia dispersed over three very extensive counties. Those nations have absolutely been kept off your back settlements by the inhabitants of Kentucky. Two or three thousand men in this country would be sufficient to defend it, and effectually secure the back settlements on New River & its waters, as well as those high up James River & Roanoake"[5]
In addition to conferring the inestimable advantage of defending the frontiers of the colonies, the early settlement and the holding of Kentucky insured American possession of the Middle West; this meant everything to the East—for the steady, logical expansion of the nation was the one hope of the country when independence was secured. Upon the Americanization of the Mississippi Valley depended the safety of the eastern colonies, and their commercial and political welfare. It meant very much to the East that a strong colony was holding its own on the Ohio and Mississippi during the hours when the Revolutionary struggle was in progress; and it meant even more to the East that, upon the conclusion of that struggle, thousands whose future seemed as black as the forests of the West could immediately emigrate thither and begin life anew. But for the Virginians and Kentuckians along the Ohio it is almost certain that Great Britain would have divided the eastern half of this continent with the triumphant revolutionists. For the few posts along the lakes that she did hold there was a spirited wrangle for twenty years, until they were at last handed over to the United States. Boone did not blaze his road one day too soon, and the hand of divine Providence is not shown more plainly in our national history than by the critical timeliness with which these pioneers were ushered into the meadow lands of Ken-ta-kee. The onslaughts of Shawanese and Wyandot did not overwhelm them; nor were they daunted by the plotting of desperate British officers, who spread ruin and desolation along the flank and rear of the fighting colonies.
Again, this earliest population in the immediate valley of the Mississippi had a powerful influence on the attitude of the United States toward the powers that held the Mississippi. Had it not been for a Kentucky in embryo in 1775–82, it is unquestionable that the confused story of the possession of that great river valley would have been worse confounded. The whirl of politics in Kentucky during the four decades after the Revolutionary War daunts even the student of modern Kentucky politics; and of one thing we may rest assured—had the State possessed a little less of the sober sense that came from Virginia through Cumberland Gap, it is certain the story of those wild days would not be as readable to modern Kentuckians as it is. It was more than fortunate for the young Republic that at the close of the Revolution there was a goodly population of expatriated Virginians and North Carolinians on the Mississippi, ready to press its claims there.
Thus we may briefly suggest the benefits which the older colonies received from the earliest settlers in Kentucky—and but for Boone's Road made by the Transylvania Company, it is exceedingly doubtful, as Boone wrote, whether the settlement of Kentucky would have been successfully inaugurated as early as 1774. At any rate Boone's Road brought into Kentucky thousands of pioneers who probably would have refused to move westward by the Ohio River route.
As for the benefit Kentucky itself received from Boone's Road, that is self-evident. Taking everything into consideration, no distinct movement of population in America, before or since, can compare in magnitude with the burst of immigration through Cumberland Gap between 1775 and 1790. Never on this continent was a population of seventy thousand people located, within fifteen years of the day the first cabins were erected, at an equal distance from the existing frontier line. It is difficult to frame the facts of this remarkable phenomenon in language that will convey the full meaning. If the brave pioneers from Connecticut who founded the Northwest Territory at Marietta, Ohio, in 1788, had gone on to Kentucky, they would have found themselves, within twelve years, in as populous a state as that they left in New England. The Stanwix Treaty and Boone's Road largely answer the question why Kentucky contained more than one-half as many inhabitants as Massachusetts, twenty-five years after its first settlement was made; and why it was admitted into the Union four years before Tennessee, ten years before Ohio, twenty-four years before Indiana, twenty-six years before Illinois (bounded by the Ohio and Mississippi and Lake Michigan), and twenty-eight years before Maine. Between 1790 and 1800 the population of Kentucky jumped from 70,000 to 220,000, only one-third less than proud Maryland, and five times that of Ohio. In the census of 1790 Kentucky stood fourteenth in a grouping of sixteen states and territories, while in 1800 it stood ninth. In 1790 it exceeded the population of Rhode Island, Delaware and Tennessee. In 1800 it exceeded New Jersey, New Hampshire, Georgia, Vermont, Maine, Tennessee, Rhode Island, and Delaware. In this year it had one hundred and sixty thousand more inhabitants than Indiana Territory, Mississippi Territory, and Ohio Territory combined. In the decade mentioned, New York State increased in population two hundred and fifty thousand; far-away Kentucky increased one hundred and forty-seven thousand.
But the West as a whole was benefited by Boone's Road. The part played by this earliest population of Kentucky in the development of the contiguous states—Ohio, Indiana, Illinois, and Missouri—has never been emphasized sufficiently. No Ohio historian has given sufficient attention to the part played by Kentuckians in the conquest of that area of territory. The struggle between the Kentuckians and the Ohio Indians has been outlined. The former fought for and saved to the Union the great territory south of the Ohio; and then left their smoking cabins and threw themselves ever and anon across the Ohio, upon the Indian settlements between that river and the Great Lakes. Where is even the Kentucky historian who has done his state justice in telling the story of Kentucky's conquest of Ohio and Indiana? Of the brilliant operations of Clark in Illinois we know very much, and the part played by the Kentuckians on the Mississippi and Illinois has frequently been made plain. But a singular misconception of the nature of Indian warfare has robbed the heroes of old Kentucky of much honor due them. Judged by ordinary military standards, the numerous invasions of Ohio and Indiana by Kentuckians amounted to little. Such was not the real case, many times. The Indians could ever retreat helter-skelter into the forests, avoiding more than a mere skirmish with the advancing pioneers. But they could not take their crops—and the destruction of one slight maize crop meant more to the invading army than the killing of many savages. The killing of the Indians did nothing but aggravate hostilities and long delay the end of the conflict. On the other hand, slaying redskins became the passion of the whites, and it is probable that many of their expeditions seemed failures if blood was not spilt. But their very presence in the Indian land and the destruction of the grain fields was more to their purpose, could they only have realized it. The Indians were then compelled to live largely on game, and as this grew more scarce each year the simple problem of obtaining subsistence became serious. The hunters were compelled to go further and further into the forest, and the tribes followed them. By doing nothing more than burning the harvest fields and ruining the important springs, the whites were slowly but surely conquering the trans-Ohio country.[6] By such a process one river valley after another was deserted, until, when the first legalized settlement was made in Ohio—at Marietta, in 1788—the Muskingum, Scioto and Miami valleys were practically deserted by redskins. Little as the Indians relished the new settlement at Marietta, they paid practically no attention to it but kept their eyes on the populated valleys of Kentucky, where their enemies of so many years' standing had settled, held their own, and then carried fire and sword northward. In October 1788 Governor Arthur St. Clair wrote the Hon. Mr. Brown of Danville, Kentucky, to give warning of the Indian war that seemed imminent; "The stroke, if it falls at all, will probably fall upon your country," he wrote.[7] And the Indian War of 1790 was precipitated because of Indian marauds along the Kentucky border—not because of attacks upon the settlements along the upper Ohio. The Kentuckians had played a preëminent part in driving the Indians back to the head of the Wabash and the mouth of the Maumee, in the two decades preceding the Indian War which opened in 1790, and during that war they were to the American armies what the English were to the allies at Waterloo. Local histories and local historians have created the impression that Ohio was conquered largely by Ohioans. Nothing could be more misleading.
Far-reaching as the influence of the little roadway through Cumberland Gap has been, its actual history is of little interest or importance. Perhaps none of our ancient roads has done so much for society in proportion to the attention paid to it. Any adjective ever applied to a roadway, if it were of a derogatory character, might have been fitly applied to portions of this old track which played an important part in giving birth to the first and most important settlement in the West. During the few important years of its existence Boone's Road was only what Boone made it—a blazed foot-path westward. It was but the merest foot-path from 1774 to 1792, while thousands floundered over its uncertain track to lay the rude foundations of civilization in the land to which it led. "There are roads that make a man lose faith," writes Mr. Allen; "It is known that the more pious companies [of pioneers] as they traveled along, would now and then give up in despair, sit down, raise a hymn, and have prayers said before they could go farther." There was probably not a more desperate pioneer road in America than this. The mountains to be crossed, the rivers and swamps the traveler encountered, were as difficult to overcome as any on Braddock's Road; and Boone's Road was very much longer, even if measured from its technical starting-point—the Watauga settlement.
As early as 1779 the Virginia Assembly took up the subject of a western highway, and commissioners were appointed to explore the region on both sides of the mountains, to choose a course for a roadway, clear and open the route, and render a report upon the advisability of making a wagon road. Yet no improvement followed. The narrow path—rough, treacherous, almost impassable—remained the only course. A vivid description of what a journey over it meant in this year, 1779, has been left us by Chief-justice Robertson in an address given at Camp Madison, Franklin County, Kentucky, half a century ago:
"This beneficent enactment [the land law] brought to the country during the fall and winter of that year an unexampled tide of emigrants, who, exchanging all the comforts of their native society and homes for settlements for themselves and their children here, came like pilgrims to a wilderness to be made secure by their arms and habitable by the toil of their lives. Through privations incredible and perils thick, thousands of men, women, and children came in successive caravans, forming continuous streams of human beings, horses, cattle, and other domestic animals, all moving onward along a lonely and houseless path to a wild and cheerless land. Cast your eyes back on that long procession of missionaries in the cause of civilization; behold the men on foot with their trusty guns on their shoulders, driving stock and leading packhorses; and the women, some walking with pails on their heads, others riding with children in their laps, and other children swung in baskets on horses, fastened to the tails of others going before; see them encamped at night expecting to be massacred by Indians; behold them in the month of December, in that ever memorable season of unprecedented cold called the 'hard winter,' traveling two or three miles a day, frequently in danger of being frozen or killed by the falling of horses on the icy and almost impassable trace, and subsisting on stinted allowances of stale bread and meat; but now lastly look at them at the destined fort, perhaps on the eve of merry Christmas, when met by the hearty welcome of friends who had come before, and cheered by fresh buffalo meat and parched corn, they rejoice at their deliverance, and resolve to be contented with their lot.
"This is no vision of the imagination, it is but an imperfect description of the pilgrimage of my own father and mother, and of many others who settled in Kentucky in December, 1779."
Not until 1792 was the mountain route improved. "In that year," writes Mr. Speed, "according to an account-book recently found among the Henry Innis Papers, by Colonel John Mason Brown . . a scheme was projected for the clearing and improvement of the Wilderness Road, under the direction of Colonel John Logan and James Knox. It was a private enterprise altogether; the subscribers to it are set down in the book as follows:
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"Besides these, it appears from a note in the memorandum book there were other subscribers. Among the Innis papers I have found the following paper:
'Colonel John Logan and Colonel James Knox, having consented to act as commissioners to direct and supervise the making and opening a road from the Crab Orchard to Powell's Valley, provided funds to defray the necessary expenses shall be procured, we, the subscribers, do therefore severally engage to pay the sum annexed to our names to the Hon. Harry Innis and Colonel Levi Todd, or to their order, in trust, to be by them applied to the payment of the reasonable expenses which the said commissioners may incur in carrying the above design into effect, also to the payment of such compensation to the said commissioners for their services as the said Innis and Todd may deem adequate.'
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"The money subscribed was disbursed by Harry Innis. Men were employed as 'road cutters,' as 'surveyors,' to 'carry provisions,' to 'grind corn,' and 'collect bacon.' The pay was two shillings sixpence per day, and the work extended over twenty-two days in the summer of 1792."[8]
The Kentucky legislature passed an act in 1793, which provided a guard for pilgrims on the Wilderness Road; in 1794 an act was passed for the clearing of the Boonesborough fork of the road, from Rockcastle Creek to the Kentucky River. In 1795 the legislature passed an act to make the Wilderness Road a "wagon road" thirty feet wide from near Crab Orchard to Cumberland Gap. Proposals being advertised for, the aged Daniel Boone addressed Governor Isaac Shelby the following letter:
after my Best Respts to your Excelancy and famyly I wish to inform you that I have sum intention of undertaking this New Rode that is to be Cut through the Wilderness and I think My Self intiteled to the ofer of the Bisness as I first Marked out that Rode in March 1775 and Never Re'd anything for my trubel and Sepose I am No Statesman I am a Woodsman and think My Self as Capable of Marking and Cutting that Rode as any other man Sir if you think with Me I would thank you to wright mee a Line by the post the first oportuneaty and he Will Lodge it at Mr. John Miler son hinkston fork as I wish to know Where and When it is to be Laat [let] So that I may atend at the time
I am Deer Sir your very omble sarvent"[9]
Boone probably did not get the contract.[10]
In 1797 five hundred pounds were appropriated for the repair of the road and erection of toll-gates. The result of this and all subsequent legislation, to preserve a thoroughfare after its day and reason for existence had passed, is thus summed up by Mr. Allen: "But despite all this—despite all that has been done to civilize it since Boone traced its course in 1790 [1775?], this honored historic thoroughfare remains today as it was in the beginning, with all its sloughs and sands, its mud and holes, and jutting ledges of rock and loose bowlders, and twists and turns, and general total depravity." And yet "it is impossible," Mr. Allen continues, "to come upon this road without pausing, or to write of it without a tribute."
The mountainous portions of Boone's old road are the picturesque as well as the historic portions. And come what may, this zig-zag pathway through Powell's Valley and Cumberland Gap can never be effaced—never forgotten. The footsteps of the tens of thousands who have passed over it, exhausted though each pilgrim may have been, have left a trace that a thousand years cannot eradicate. And so long as the print of those weary feet can be seen in dark Powell's Valley, on Cumberland Gap, and beside Yellow and Rockcastle Creeks, so long will there be a memorial left to perpetuate the heroism of the first Kentuckians—and the memory of what the Middle West owes to Virginia and her neighbors. For when all is said this track from tide water through Cumberland Gap must remain a monument to the courage and patriotism of the people of old Virginia and North Carolina.
Cumberland Gap, "that high-swung gateway through the mountain" stands as "a landmark of what Nature can do when she wishes to give an opportunity to the human race in its migrations and discoveries, without surrendering control of its liberty and its fate." Here passed the mound-building Indian and the buffalo, marking the first routes from North to South across the continent. Here later passed the first flood-tide of white men's immigration. There are few spots on the continent, it is said, where the traveler of today is brought more quickly to a pause, overcome equally by the stupendous panorama before him, and by the memory of the historical associations which will assail even the most indifferent. Ere you reach the Gap "the idea of it," writes Mr. Allen, "dominates the mind. While yet some miles away, it looms up, 1675 feet in elevation, some half a mile across from crest to crest, the pinnacle on the left towering to the height of 2500 feet. It was late in the afternoon when our tired horses began the long, winding, rocky climb from the valley to the brow of the pass. As we stood in the passway, amid the deepening shadows of the twilight and the solemn repose of the mighty landscape, the Gap seemed to be crowded with two invisible and countless pageants of human life, the one passing in, the other passing out; and the air grew thick with unheard utterances—primeval sounds undistinguishable and strange, of creatures nameless and never seen by man; the wild rush and whoop of retreating and pursuing tribes; the slow steps of watchful pioneers; the wail of dying children and the songs of homeless women; the muffled tread of routed and broken armies—all the sounds of surprise and delight, victory and defeat, hunger and pain, and weariness and despair, that the human heart can utter. Here passed the first of the white race who led the way into the valley of the Cumberland; here passed that small band of fearless men who gave the Gap its name; here passed the 'Long Hunters'; here rushed armies of the Civil War; here has passed the wave of westerly immigration, whose force has spent itself only on the Pacific slopes; and here in the long future must flow backward and forward the wealth of the North and the South."
- ↑ Allen: The Blue Grass Region of Kentucky, pp. 251–252.
- ↑ Speed: The Wilderness Road, p. 30; cf. pp. 42, 43; cf. Roosevelt: The Winning of the West (1899), vol. i, p. 316.
- ↑ Draper Collection: Kentucky MSS., vol. 23, cc. pp. 19–24.
- ↑ Speed: The Wilderness Road, p. 30. Cf. American Pioneer, vol. ii, pp. 219–220; St. Clair Papers, vol. ii, p. 246; Life of Nathaniel Massie, p. 121; Collins's History of Kentucky, vol. ii, p. 327.
- ↑ Draper's Notes, vol. II, Trip 1860, iii, p. 56.
- ↑ Cf. Jesuit Relations and Allied Documents, vol. 1, p. 145.
- ↑ Kentucky Gazette: vol. ii, no. 9, October 25, 1788.
- ↑ The Wilderness Road, pp. 48–50.
- ↑ Collins: History of Kentucky, vol. ii, p. 242.
- ↑ Id., p. 243.