History of the Frontier Trails of Kansas
From the earliest days of formalized governance, the state of Kansas has possessed a comprehensive network of roads, largely structured along section lines following provisions made for "highways" by the Kansas Legislature. However, the story of transportation routes in Kansas stretches back further, to a time before the territory was even officially organized. These pre-territorial paths, etched into the landscape by necessity and ambition, served as vital arteries for westward expansion and the burgeoning commerce that fueled it. The History of the Frontier Trails of Kansas is a story of adaptation, innovation, and the relentless pursuit of opportunity.
Prior to the establishment of Kansas Territory, several significant trails crisscrossed the land, serving as crucial pathways for emigrants, traders, and the military. The most prominent among these were the Santa Fe Trail, the Oregon Trail, the California Trail, and the Mormon Trail. Each of these routes played a distinct role in shaping the destiny of Kansas and the American West. The Santa Fe Trail, a conduit for trade with the Southwest, brought commerce and cultural exchange. The Oregon and California Trails funneled settlers towards the Pacific Coast, their covered wagons leaving indelible marks on the prairie. The Mormon Trail carried religious pilgrims seeking refuge and a new life in the Great Salt Lake Valley. These trails were more than just paths; they were lifelines, embodying the spirit of westward expansion. The History of the Frontier Trails of Kansas is inextricably linked to these iconic routes.
Recognizing the strategic importance of reliable transportation routes, the U.S. military took early steps to establish a formal road network. In 1837, Colonel Zachary Taylor commissioned Colonel Stephen W. Kearney and Captain Nathan Boone to survey and construct a military road connecting Fort Leavenworth, a vital military outpost on the Missouri River, with Fort Coffey in present-day eastern Oklahoma. This ambitious undertaking resulted in a 286-mile road that traversed a diverse landscape, crossing numerous rivers and streams. The route strategically intersected key waterways, including the Spring River, Pomme de Terre, Wildcat Creek, Marmaton River, Little Osage River, Cottonwood Creek, Marais des Cygnes River, Blue River, and the Kansas River. Fort Scott, strategically situated approximately midway between Fort Leavenworth and Fort Coffey, served as an important supply depot and point of control along this crucial military artery. This early military road foreshadowed the growing importance of Kansas as a transportation hub. Understanding the History of the Frontier Trails of Kansas requires acknowledging the military’s pivotal role.
The establishment of military infrastructure continued with the westward expansion of the frontier. On May 10, 1849, Captain Howard Stansbury departed from Fort Leavenworth with orders to survey and lay out a military road to Fort Kearny in Nebraska. This new road, crucial for supplying and reinforcing military operations further west, followed the general path of the California Trail from St. Joseph, Missouri, utilizing the Blue River as a natural guide for a portion of its route. Furthermore, shortly after the establishment of Fort Riley, a vital link was forged connecting it to Fort Leavenworth, ensuring communication and the flow of supplies. This line of communication was subsequently extended further west to Fort Larned, solidifying the military’s presence and control over a vast territory. These forts and the roads connecting them were essential for maintaining order and facilitating westward expansion. The History of the Frontier Trails of Kansas demonstrates the strategic importance of these military routes.
With the formal organization of Kansas Territory, the responsibility for road development increasingly fell to the territorial government. The Kansas Legislature of 1855 took a significant step by enacting specific regulations governing territorial roads. This legislative action ushered in a period of intensive road construction, with no fewer than 56 separate acts authorizing the creation of new territorial roads. These roads were designed to connect burgeoning settlements, facilitate trade, and provide access to essential resources. Notable among these early territorial roads were routes connecting Fort Scott to the Missouri border near Phillips’ Crossing on Upper Drywood Creek; a road from opposite St. Joseph, Missouri, to Fort Riley, via Pawnee; a route from Fort Scott to the Catholic Osage Mission; a road linking Osawkee to Grasshopper Falls; a road from Leavenworth to M. P. Rively’s store on Salt Creek, passing through the United States farm; a road from the Missouri state line through Cofachiqui City, crossing the Neosho River and proceeding to Fort Atkinson; a road from the Shawnee Mission Church to Tecumseh; a road connecting St. Joseph to Marysville; and designated segments of the Santa Fe Trail, specifically between the eastern boundary of Kansas and Council Grove, as well as between Fort Atkinson and Bent’s Fort in Colorado. A particularly important route extended from Delaware on the Missouri River to Calhoun on the Kansas River, where it forked, with one branch terminating at Topeka and the other intersecting the military road from Fort Leavenworth to Fort Riley. This flurry of road construction activity reflected the rapid growth and increasing interconnectedness of Kansas Territory. These ambitious road projects were vital for connecting communities and facilitating economic growth.
The pace of road development continued throughout the territorial period. In 1857, the legislature revised the road laws of 1855, stipulating that roads could be surveyed, established, and officially recorded within two years of their authorization. This legislative session resulted in the creation of 38 new territorial roads, including a road from Fort Riley to the Nebraska border; a road from Lecompton to the county seat of Allen County; and the designation of the military roads from Fort Leavenworth to Fort Laramie in Wyoming, and from Fort Leavenworth to Fort Riley as territorial roads. The relentless push to improve and expand the road network underscored the importance of transportation to the development of Kansas. This constant legislative activity highlights the ongoing effort to improve transportation infrastructure.
As westward expansion gained momentum, new routes were explored and developed to serve the growing needs of settlers and prospectors. In 1859, the "Parallel Road," also known as the "Great Central Route," was laid out along the 1st standard parallel through western Kansas, providing access to the gold regions of the Rocky Mountains. This ambitious highway, intended to serve the burgeoning Cherry Creek diggings in Colorado, stretched 469 miles within Kansas and 641 miles to Denver. E.D. Boyd, a civil engineer, oversaw the construction of this route, ensuring that it offered ample supplies of wood and water, crucial for supporting the heavy traffic expected from the Missouri River to the newly discovered gold fields. The Parallel Road represented a significant investment in infrastructure designed to capitalize on the economic opportunities presented by the gold rush.
The legislature of 1859 further refined the legal framework governing road construction and maintenance, enacting laws to regulate the location and maintenance of highways, the collection of road taxes, and other related matters. This session passed seven acts pertaining to roads, one of which declared all military roads within Kansas to be territorial roads. The remaining acts authorized the creation of 17 additional new roads, demonstrating the continued commitment to expanding and improving the transportation network. This legislative activity reflected the growing sophistication of the state’s approach to infrastructure development.
In 1860, the legislature authorized the incorporation of several wagon road companies, including the "Denver, Auraria, and Colorado Wagon Road Company," the "Denver City and Beaver Creek Wagon Road and Bridge Company," and the "Pike’s Peak and South Park Wagon Road Company." These private ventures sought to capitalize on the increasing demand for reliable transportation to the gold fields of Colorado. The legislature also passed a general law defining the procedures for laying out and establishing roads, as well as an act declaring all section lines in Brown County to be the center of public highways, marking the first instance of legislation mandating roads along section lines in Kansas. This period saw a mix of public and private efforts to improve transportation infrastructure.
The territorial legislature of 1861 formally designated the military road from Fort Riley to Fort Larned as a territorial road. The first state legislature, convened later that same year, passed five acts pertaining to highways and authorized the creation of 45 state roads, solidifying the state’s commitment to developing a comprehensive transportation network. This transition from territorial to state governance brought with it a renewed focus on infrastructure development.
As the Civil War raged, the importance of reliable military transportation routes became even more critical. In 1863, the legislature passed two joint resolutions memorializing Congress to construct a military road from Fort Leavenworth to Fort Scott, citing the lack of suitable bridges, culverts, and other necessary improvements to facilitate the efficient transport of military supplies. The resolution emphasized the belief that the safety and well-being of the military required a well-maintained line of communication. A second resolution urged Congress to bridge and improve the road from Fort Leavenworth, via Fort Riley, to Fort Larned, noting that the road lacked essential infrastructure and was often impassable during certain seasons, causing delays, expenses, and potential danger to the United States military service. These resolutions highlighted the urgent need for improved infrastructure to support military operations during a time of national crisis.
The legislature continued to address the issue of road development throughout the 1860s and 1870s. In 1864, three acts were passed, one of which authorized the creation of 64 state roads. In 1871, eight laws were enacted relating to roads and highways, declaring all section lines in Jefferson, Cloud, McPherson, Geary, Montgomery, Chase, Morris, Mitchell, Wilson, Neosho, Anderson, Shawnee, and Dickinson Counties to be public highways, with the exception of three townships in Jefferson County. This legislation solidified the grid-like pattern of roads that would come to characterize much of the Kansas landscape.
From the territorial period to 1912, virtually every legislative session addressed the issue of roads and highways. Over time, most of the original territorial and state roads were either abandoned or integrated into the grid system of roads following section lines. The advent of automobiles and motorcycles ushered in a new era of road development. This period saw the rise of a widespread movement advocating for the improvement of the nation’s road system. This movement gained considerable momentum, leading to plans for an "ocean-to-ocean highway" that would closely follow the route of the old Santa Fe Trail across the state.
On December 1, 1911, more than 2,000 delegates from various towns in central Kansas convened in Osage City for the Santa Fe Trail and Pan American Highway Association meeting. The primary objective of this gathering was to determine the precise route of the highway connecting the trail between Osage City and Kansas City. A special train carrying representatives from Topeka, Lawrence, Burlingame, and other towns along the proposed northern route arrived, advocating for a route through Lawrence, Topeka, and Burlingame. Meanwhile, over 1,000 representatives from Olathe, Ottawa, and intermediate points championed a more southerly route through their respective towns. A compromise was ultimately reached, with a committee composed of representatives from each of the interested towns framing resolutions that supported both routes, recognizing the diverse interests and priorities of the various communities along the proposed highway corridor. This event marked a significant turning point in the History of the Frontier Trails of Kansas, as the state transitioned from a reliance on rudimentary trails to the development of modern highways.