Beaten Paths

"Gaps" are to mountainous terrain what fords are in the piedmont. They are the critical "chokepoints" through which traffic must pass. Like fords, some gaps are better than others; easier to get to, easier to get through, safer. So, calculating the earmarks of critical gaps is important. Any suggestions to that end will be appreciated. Working on a presentation about Daniel Boone's routes to the Cumberland Gap gave me the opportunity to consider gaps, and I mapped over one hundred and fifty of them along his likely routes. Here are the observations made, thus far: 1. Many, perhaps most mountain gaps are unnamed as such on USGS topographical maps. 2. Gaps come in two varieties; "saddle gaps" and "water gaps" . Of these two, water gaps (if they can be safely navigated by water or by foot, horse, or other conveyance) are preferred as they require less climbing than do saddle gaps. A water gap that occurs off the line of march between...

Old Mill Seats and Fords and Dubious Archaeology Mills are important to the TPA for two reasons. First, they're important because they are so darned amusing, and second they are important for, as a rule, they identify a ford location and we like to know about fords. Lately we've been spending a good deal of time looking at mill remnants and trying to understand a bit more about the residue of water powered industry in our colonial southeast. Mills amuse in different ways. Molinary technology fans are interested only in the machinery of milling which is, by the way, a fascinating study by itself. Other folks are interested in the rusticity of standing mills, the nostalgic, outer appearance of mills. Yet others are captivated by the hydrology of water powered mills. From the TPA standpoint, though mill and machinery are wonderfully engaging, hydrology is our thing. This derives from the fact that there seems to be a strong correlation between the conditions needed fo...

A Visit to Maddocks Mill and Hart Ford? [Click any of the images to see an enlarged version] " Old Mattocks Mill" , the site where Regulators planned the plans that went awry and led to the Battle of Alamance is just west-northwest of Hillsborough, NC near the confluence of McGowans Creek and the Eno River, on the southwest corner of that intersection. It is likely that the dam powering the mill crossed the Eno a few yards downstream from the confluence and, depending on the length of the head race, that would put the mill a few yards plus some below the confluence. The site is now under "Corporation Lake", an Orange-Alamance water source, and invisible. A worker at the nearby water processing plant said that during low water the dam can be seen in the lake bottom. It is said that the lake is almost completely silted up so, if they ever dredge the silt out of the lake, maybe we'll get a more precise location and a chance to map this important historic site....

This essay considers violent opposition to technological change in surface cargo carriage. It is geographically limited to consideration of change in England's southeaster North American colonies. Land cargo carriage technology changed two or three times during the colonial era in the southeast. Not unlike change in our own time, each change bred violent resistance to change. Sometimes it was government violence directed at malefactors of small wealth (e.g. the imposition of market economy values on frontiers people that produced at least a part of the War of the Regulation), and other times it was the violence of displaced workers directed at the technology that displaced them. Actually, the first change to be considered isn't really a technological change at all but was, rather, a sociological and political change in who traded with whom. In earliest colonial times, say from 1585 through the First Powhatan War (1622) English colonists competed with one another with no r...

People Always Come First Setting aside the issue as to whether or not people walked where animals broke the trail (which in most cases I seriously doubt), people come first. People occupied the southeastern backcountry long before the arrival of government agents to record deeds and courts to arbitrate road locations. As a rule, with some wonderful exceptions, maps come long after government. It is quite likely that "road orders" were not orders for the construction of a road. Rather, they were probably orders to bring an existing road, trail or path into compliance with government road norms using government resources and authority. Before government intervenes, paths became trails, and trails became roads. Individuals vied with one another to attract traffic to their store, their ford, their bridge. Traffic meant business. Government poltiicized that fundamental business process. As a rule, except insofar as ferries multiplied roads, over time there are fewer and few...

Some General Comments on Stream Crossings in the Southeastern Piedmont In pre-modern times ground transportation in the southeaster piedmont experienced three technological transformations. In earliest times cargo traveled on the backs of porters. Pack horses replace porters starting no later than the third quarter of the 17th century. Wagons replaced packhorses starting in the second quarter of the 18th century. Knowing how each of these technologies crossed streams is essential to understanding southeastern settlement patterns. Geographic Conditions Travel on land in the southeastern piedmont generally requires dealing with water barriers and precious few water channels. Between Bermuda Hundred and Occaneechi Island there are about 236 named watercourses none of which unmodified was usefully navigable. Between the James River and the Savannah River at Augusta, GA there are 38 large, barrier streams cutting one's path. The least creek could, in spate, after a rain storm, s...

Finding old routes is remarkably simple. Finding remnants of the old routes is somewhat more demanding. Arbitrary Definitions: roads carry wheeled vehicles, trails are routes used by quadruped/critter carriers, and paths are the routes of bipedal/human cargo carriers. Commercial transportation is a very rational and predictable activity governed by economics and physics. A column of burdened porters moved under the same imperatives as does an eighteen-wheeled truck. They and all other carriers seek the most efficient, fastest route from "A" to "B." Efficiency issues of importance to the operator of the carrier included: security and fuel costs, and fuel/energy expenditure. Questions drivers of men, animals, wagons, or trucks need to answer about route selection include: "Are there secure places at which to stop and repair gear along the way?", "Is there sufficient and cost effective game/fodder/diesel along our route to fuel the vehicle?...