Along the line of this trail the American pioneer built, in the twenty years from 1785 to 1815, his log roads and turnpikes. They were crude, rough affairs, “very grievous to the limbs,” and called forth the maledictions of the travellers who ventured off the usual routes into the outskirts of civilization. As the district grew more populous the roads came gradually under state control. Commissioners and improvement companies connected and made better the separate stretches of highway. In 1794 the legislature passed a law, directing the state road to be extended from Fort Schuyler (Utica) to the Genesee River, and four years later it was voted to extend it “westward to the extremity of the state.” This western end of the road, from the Mohawk River to Lake Erie, was, as it happened, incorporated by the state under the name of “The Genesee Turnpike” in 1800 before that from Albany to the Mohawk was given formal recognition. We have thus the unusual spectacle of a road established in the remote sections of the country before the connecting road to the nearest city is completed. To raise money for its construction all kinds of methods had been used, from government appropriations to lotteries. The method of road-building in the pioneer settlements was one that developed throughout the colonies, as here in New York, into the establishment of turnpike roads. At first the local governments, the townships, or counties, built the roads. As these became inadequate, corporations of individuals were given permission to build roads and charge tolls for their use. The name of turnpike was given to these private highways because at the place where toll was to be collected there was placed a gate hung in such a way as to turn on a post. This gate was made of a long pole and could be swung across the road to stop carriages, animals, and people till the toll fees had been collected. When a corporation was given a charter, the legislature prescribed the number of toll-gates to be set up on the given length of road, and gave the usual form for tolls. The directors were left to fill in the fees in each case. This accepted table of tolls shows the kind of vehicles in use in New York at this time. A one-horse two-wheeled carriage was called a sulky, chair, or chaise. A chariot, coach, coachee, or phaeton might be drawn by one horse, but was more commonly specified to have two. Stage-wagons, stages, and other four-wheeled carriages drawn by two horses had their separate fee. Just as our highway commissioners of to-day encourage wide tires because they put less wear on the road, so in these days there was a rule that carriages with tires twelve inches wide should pay no tolls, nine-inch tires should exempt the vehicle from three-quarters of the tolls, and six-inch from one-half. It was required that the table of tolls be posted in a conspicuous place over the gate.