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'''Stagecoach service'''. In the 1760s stagecoaches began to traverse these roads carrying regular mail and passengers. Inns for stagecoach passengers and other travelers usually were established near the time of American Revolution. By 1800 an advertisement suggested stage service from Boston to Providence took only ten hours, but service from there to New York City took the rest of the week.<ref>Wood, 86-87.</ref> Nevertheless, travel between colonial towns was more often by sea than it was over land until just before the American Revolution.<ref>Wood, 25.</ref> | '''Stagecoach service'''. In the 1760s stagecoaches began to traverse these roads carrying regular mail and passengers. Inns for stagecoach passengers and other travelers usually were established near the time of American Revolution. By 1800 an advertisement suggested stage service from Boston to Providence took only ten hours, but service from there to New York City took the rest of the week.<ref>Wood, 86-87.</ref> Nevertheless, travel between colonial towns was more often by sea than it was over land until just before the American Revolution.<ref>Wood, 25.</ref> | ||
'''Toll roads'''. Rhode Island and Connecticut developed turnpike (toll) systems for wagon roads in the early 1800s including most of the route from Providence to New London. The Providence and Pawcatuck Turnpike (opened 1820), and the Hopkinton and Richmond Turnpike (opened 1820) in Rhode Island, and the Groton and Stonington Turnpike (opened 1818) in Connnecticut replaced the Pequot Path which was closer to the shore.<ref>Wood, map between 286 and 287 | '''Toll roads'''. Rhode Island and Connecticut developed turnpike (toll) systems for wagon roads in the early 1800s including most of the route from Providence to New London. The Providence and Pawcatuck Turnpike (opened 1820), and the Hopkinton and Richmond Turnpike (opened 1820) in Rhode Island, and the Groton and Stonington Turnpike (opened 1818) in Connnecticut replaced the Pequot Path which was closer to the shore.<ref>Wood, map between 286 and 287; pages 315-16; map between 330 and 331; and pages 389-91.</ref> Most of these early pathways continue as roads today. Modern freeways usually parallel the older road systems. | ||
'''Decline'''. However, the use of early roads and turnpikes for moving settlers waned with the introduction of railroads. Settlers could travel faster, less expensively, and safer on railroads than on wagon roads. So, as railroads entered an area, the wagon-road traffic in that area declined. The first railroad from New London to Providence opened in 1839, but did not cause much decline in turnpike traffic. But the railroad built in 1852 from New London to New Haven which had previous connections with New York City signaled the end of the turnpikes. The next year in 1853 the turnpikes from Providence to New London became public roads.<ref>Wood, 391.</ref> | '''Decline'''. However, the use of early roads and turnpikes for moving settlers waned with the introduction of railroads. Settlers could travel faster, less expensively, and safer on railroads than on wagon roads. So, as railroads entered an area, the wagon-road traffic in that area declined. The first railroad from New London to Providence opened in 1839, but did not cause much decline in turnpike traffic. But the railroad built in 1852 from New London to New Haven which had previous connections with New York City signaled the end of the turnpikes. The next year in 1853 the turnpikes from Providence to New London became public roads.<ref>Wood, 391.</ref> | ||