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The birth of the first newspaper in North America is also due to Franklin.

When the postal service began to flourish, Franklin felt that such a great system should have a greater effect than just sending private messages between people—delivering news and ideas.

At his initiative, the Boston News Letterhead was launched, which was filled with news and articles that were sent to homes along the Boston Post Road.

Since then, the inhabitants of New England and New York have become interested in current affairs, and the literacy rate in New England has also increased.

Newspapers have a power that should not be underestimated, in other words, public opinion cannot be ignored.

On December 16, 1773, a tea dumping occurred in Boston Harbor, and the next day, news of the incident spread through the newspapers throughout almost all of Massachusetts.

Within a few days, people from New Hampshire to New York knew about it.

The British immediately took tough measures against the North American colonies, and the British Navy blockaded the port of Boston.

Again, the news spread rapidly through the newspapers throughout New England, and then through New York, through other new roads in the south, to the southern colonies.

The newspapers conveyed not only the news of the British blockade of Boston, but also the unease, anger and disappointment of the people of the colony.

The contradictions between the colonies and Britain intensified to the point of no return.

Soon, on April 19, 1775, the sound of Revolutionary War gunfire rang out in Lexington.

The Boston Post Road also played an important role in the Revolutionary War.

On the eve of the Battle of Lexington, Boston's silversmith Paul Revere went to the Colonial Volunteer Militia assembly point in Lexington and Concord via the Boston Post Road, which led to the famous battle of Lexington.

On the day of the Battle of Lexington, a militiaman rode a fast horse south along the Boston Post Road, carrying a message along the way:

"Friends who desire freedom, take note, before dawn this morning, about 1,000 to 1,200 British soldiers opened fire on us without any provocation!"

This brief message ignited the anger of the colonial people, and spread all the way to New York, and later to Philadelphia and Virginia, where militias along the way were ready to fight, officially kicking off the Revolutionary War.

What is more humorous is that in the Revolutionary War, the first battle led by Washington, the father of the ugly country and commander-in-chief of the Continental Army, was to block the British army in New York and protect the Boston mail route.

But Washington failed and was forced to retreat to Princeton, New Jersey, until he crossed the Delaware River at night and made a surprise attack on Trenton, which turned the tide of the war.

After the Revolutionary War, the Boston Post Road gradually embarked on a new path of development.

A blacksmith named Lévy Pease starts a new business on the Boston Post Road – a long-distance horse-drawn carriage.

He provides comfortable horse-drawn carriage service to travelers between Boston, Providence and Springfield.

This kind of journey is more comfortable and time-saving than horseback riding and hiking, and is very popular among people.

Since then, long-distance passenger transport services have appeared in the United States.

As the business grew, new standards were set for the smoothness and width of the road.

As a result, the Boston Post Road was widened, leveled, and crossed New York and continued south along the coastline.

As a result, the country increased its speed, and even the post office was forced to follow the trend and no longer use horseback riders as postmen, but instead use horse-drawn carriages to deliver letters.

Levi Pease, who triggered this series of changes, is known as the father of the New England highway.

With the advent of automobiles, the road was smoothed and widened, and gradually extended from Boston to the Florida peninsula, connecting parts of two other historically famous southern routes, the Lincoln Highway (the first road to cross the Ugly Country) and the Dixie Highway (one of the first roads to cross the Ugly Country), forming a major East Coast artery connecting the north and the south.

After the establishment of the Ugly Country, many major events took place on the Boston Post Road.

For example, before Lincoln ran for the boss, he continuously toured the Boston Post Road and received a high approval rating, which was like his base base;

However, the concept of "highway" was first proposed by Xiao Luo.

The reason why Xiao Luo came up with this concept is because when he was governor of New York, he was blocked on the former Boston mail road.

The road also sparked a protracted debate over who was more important, rail or road.

Now, the country is redesigning the national highway system, and the East Coast artery, which was developed from the Boston Post Road, will inevitably be numbered Route 1 because of its unique location and historical contributions.

In fact, before the establishment of the national highway system, the ugly country also crossed the river by feeling the stones, and they had little experience.

In the early days of the founding of the People's Republic of China, long-distance transportation between regions was mainly by water, and people had to leave their towns and villages and cross the wilderness by foot, horseback or carriage.

But there were no roads for long journeys, only a few sporadic rough trails, and crossing the river by feeling the stones was common.

After the Federation, it began to realize that the state needed to provide a transportation network that could weave loose colonies into a cohesive state.

As the territory of the ugly country began to expand westward, this demand became even stronger.

The perception of establishing a unified road network with technical rules was gradually formed under this demand, and it was successively put into action driven by economic demand.

Until the end of the 18th century, almost all of the roads in the country were local roads built by the local government to meet the traffic needs within the towns, and there was no cross-regional road network.

At that time, it was also difficult for the local government to pay for the construction and maintenance of roads, and the construction of roads was mainly based on a labor system, requiring able-bodied men to perform hard labor to build roads.

Later, this servitude evolved to be replaced by the payment of a fee to purchase the labor services of others.

Gradually, more and more rural areas need roads to serve agricultural production and the transportation of agricultural products, and the roads that have been built to connect towns need to be maintained and improved continuously.

Merchants seized the opportunity to build and operate toll roads, which at that time were called "turnpike", a word that was formed by the merger of two words, "turn" and "spear", and later some of the toll roads in the country continued to use this name.

It is borrowed from the form of toll booths on private roads in the United Kingdom, when the British used a long pole on the road to block passers-by, and the long pole would be opened only after the toll was collected, much like the kind of boom railing in front of the toll booth later.

However, most early toll roads were just trails through the wilderness, and the pavement was made of compacted dirt.

The first privately funded toll road in Pennsylvania was built in Pennsylvania across 62 miles (about 100 kilometers) of public land between Philadelphia and Lancaster, and was completed in two years.

Pennsylvania didn't spend money on it at the time, but the state chartered the road in 1792.

During this period, people found that road construction could bring cross-regional markets to business, and it was profitable to invest in roads, so many private individuals invested in road construction.

This is very similar to the later Chinese slogan "If you want to get rich, you must first build roads".

In the middle of the 19th century, more than 1,500 private toll roads were built in Quancho.

Most of these roads are not very profitable, but they bring significant indirect benefits to residents and businesses along and around the roads.

By the mid-to-late nineteenth century, the advent of steam-engined ships and railroads, as well as state investment in the construction of waterways, severely undermined the profitability of private toll roads.

In addition, many of these roads have been abandoned by shareholders and handed over to national or local governments.

In this process, people have also established an important understanding that roads have a life cycle and need to be maintained at a costly basis, durability is an important technical element of road engineering, and the economic efficiency of roads is the fatal key.

Beginning in the mid-19th century, there were about 16,000 kilometers of private toll roads in the country, using a technique known as 'boardwalks'.

It is to first tamp the soil on both sides of the road, then lay longitudinal wooden beams on it, and then lay the planks horizontally on the wooden beams, which should be regarded as a preliminary attempt to stabilize the physical condition of the road with wooden planks.

The roads were usually 18 to 22 feet wide and were considered high-tech roads in those days.

Because of the high construction costs of this boardwalk, so the tolls are also high, and in some places where it was originally free for locals to get around, the road is not free.

However, the cost problem directly affects the promotion of this boardwalk technology.

About 50,000 to 80,000 kilometers of roads have been built on such boardwalks.

This flaw in the construction method, which is almost regardless of the cost, should be another important economic understanding of the ugly Chinese people in practice.

In fact, in general, there is no statistical record of the exact number of private toll roads built in various parts of the country.

Later, as public dissatisfaction with private toll roads and toll roads grew, it eventually prompted businessmen to gradually transition the construction and operation of roads into the hands of the government.

Since the twenties of the 19th century, there are not many private toll roads in operation, and most of the road construction and maintenance have been handed over to state and county local governments.

It was also during this period that the Confederation first intervened in the supply of the road network.

In 1803, Ohio was founded and began to grow rapidly.

It was the first central and eastern state to develop west into the heart of the United States outside of the original thirteen states of North America established by the British colonists on the east coast of the ugly country, and it was necessary to cross the high mountains on the west side of the East Coast Plain, which made the need for roads connecting the East Coast and the vast western region more and more obvious.

In 1803, Congress proposed to build a "national highway" using some of the funds raised from the sale of land in Ohio to open up the traditional waterway that would be blocked by the mountains.

The starting point is from Cumberland, Maryland to Welling, Virginia, in order to connect two important commercial waterways.

After much discussion and debate, Jefferson, the boss of the Ugly Nation at the time, approved the construction of the highway on May 29, 1806, and provided $30,000 in federal funding for it.

Construction began in 1811 and was completed in 1819, and it was the first road in the country to be paved with gravel, and it was more durable than the previous roads.

Congress approved the westward expansion of the highway in 1820 and 1825, a far-reaching event that will be discussed later.

In the field of national highway construction, there is another important event that will have a far-reaching impact on future generations.

In 1830, Andrew Jackson, then the boss of the Ugly Nation, vetoed the Maysville Highway Act.

Macsville Road, although part of the National Highway, is located entirely in Kentucky.

Jackson said the federal government cannot fund any public project that does not benefit "the entire country," especially not roads that are located entirely within a single state.

He declared that if federal funds were needed to build roads for a single state, the constitution would need to be amended.

This veto had a lasting impact on future generations and effectively prevented the federal government from directly building, maintaining, and managing the ugly state.

After this veto, a consensus was formed in the ugly country that the construction and maintenance of roads was a function of the local state government.

Although a subsequent Supreme Court ruling declared that the federal government could build and manage interstate highways under the commercial provisions of the Ugly Constitution, the view that road construction is a state government function has prevailed.

Jackson objected only to funding a road that was only located in a single state, and was not opposed to funding the construction of an interstate national highway, so he also approved additional funding for the interstate section of the route.

The construction of the National Highway continued with federal support until 1838, when its western terminus reached Vandalia, Illinois, in the Great Lakes region of the central part of the country.

From the 30s of the 19th century, various sections of the national highway were handed over to the states for repair and management.

In the late 19th century, the National Highway fell into disuse due to poor maintenance, and various parts of it were transferred to state and local jurisdictions.

Most of the original national highway route was part of the current Choukuni Highway 40.

Going back to Cumberland, Cumberland Pass seems to be an obscure place name in the eyes of most people.

When it comes to the history of the Ugly Country, people always think of places like Jamestown, Lexington, Philadelphia, Boston, etc., but little is known about Cumberland Pass and the "Tennessee Wilderness Road" that passes through it.

In fact, Cumberland Pass has had as much influence on the history of the Ugly Country as any of the places mentioned above.

It can even be said that without the Cumberland Pass, there would be no ugly country in the future.

Yes, it's that significant, and it's not just words.

For example, it's like if you take off the last veil on the goddess, the road after that will be unimpeded.

If you don't take off this layer, you won't be able to get in, will you be angry?

Isn't that a lot more vivid in this analogy?

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