BTRVETC-L Digest Volume 98 : Issue 77
29 Nov 1998
Today's Topics:
info. please
Trails...
Thomas Houston Burnett
Addendum to Trails
Re: Thomas Houston Burnett
Re: info. please
Information
Administrivia:
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------------------------------
Date: Thu, 26 Nov 1998 15:19:40 EST
From: LUNA3am@aol.com
To: btrvetc-l@genealogy.org
Subject: info. please
Message-ID: <301b633b.365db7dc@aol.com>
Content-type: text/plain; charset=US-ASCII
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Happy Thanksgiving to my Burnett kin!
Does anyone know anything about Mary Jane Burnett Mallard from Marble Falls ,
Texas? If living she would probably be in her 80's. (Husbands name is
J.B.(Tug) Mallard) My mom asked me to see what I could find out about her
(like is she still alive, still living in Texas, etc.) , so I told her I'd ask
the list. Thanks.
Patricia Johnson (daughter of Mana Mary Byrd Burnett
Johnson)
------------------------------
Date: Thu, 26 Nov 1998 12:40:39 -0500
From: "Mitosis" <mitosis@preferred.com>
To: "BTRVETC-L" <btrvetc-l@genealogy.org>
Subject: Trails...
Message-ID: <009701be1963$e7627a40$6d0d1bd0@mitosis>
Content-Type: text/plain;
charset="iso-8859-1"
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While on this information kick... another I've found useful.
I hope I'm giving credit properly... believe I got this from Allen
Richmond's site. Well, think his a lurker, so maybe he can clairfy. I
had reformatted to include in my files and somehow lost the source...
nothing new for me!
Happy Turkey to all
_Mitosis_
======================================
Early American Roads and Trails
THE BOSTON POST ROAD
A crude riding trail was created in 1673 to carry mail from New York to
Boston. It became known as the Boston Post Road. The first postrider's
round trip, a journey of over 250 miles, took four weeks, following the
Upper Northern Route. The Middle Route was a bit shorter, the Southern
Route a bit longer. All went from Boston to New York City. The first
stagecoach in service (1772) made the trip in just one week. During the
Revolutionary War, the King's Highway (which included the Boston Post
Road) became the mustering point for several of the Revolutionary War
battles, including the final battle at Yorktown. The Post Roads were
used for maneuvering soldiers and equipment. Stagecoach service and the
mail took second place. Following the War, the Post Roads became
important links between the states of the new nation and sections were
improved.
BRADDOCK'S ROAD
The predecessor of this military road was called Nemaolin's Path, named
for the Delaware Indian who assisted Colonel Thomas Cresap in blazing a
path from Cumberland, Maryland to a trading post of the Ohio Company of
Virginia at present-day Brownsville, Pennsylvania. Soon after Virginia's
governor sent Major George Washington in that direction to expel the
French from British territory. To accommodate his supply wagons, it was
necessary to widen the trail, and that portion became known as
Washington's Road. Washington went with Britain's Major General Edward
Braddock during the French and Indian War. A company of 600 soldiers set
out from Ft. Cumberland to widen Washington's old road through Maryland,
past the ruins of Fort Necessity on into western Pennsylvania, moving
toward the French stronghold at the Forks of the Ohio, site of
present-day Pittsburgh. Braddock's road was the first road to cross
overland through the Appalachian Mountains. He insisted that the road be
12 feet wide so that horse-drawn wagons could travel on it to haul the
necessary supplies for his advancing army. As the years advanced,
Braddock's Road became impassable. Pioneers who trekked into western
Pennsylvania usually preferred to depend on packhorse trails, traveling
in caravans. When construction began on the new Cumberland Road, it
roughly followed this old road. The Cumberland Road and its extension
West became known as the National Road and now U.S. Highway 40.
CALIFORNIA TRAIL
Following the discovery of gold in California, President James Polk's
Message to Congress on December 5, 1848, set off a raging epidemic of
gold fever. 40,000 gold seekers came to California by sea. An almost
equal number came overland on the California-Oregon Trail, making the
2000-mile journey by covered wagon, horseback, or on foot. Around 10,000
came by the Santa Fe Trail into southern California. The most frequently
traveled overland route to the gold fields was the one that followed the
Oregon Trail from the Missouri River to the Rocky Mountains, and from
there down the California Trail to Sutter's Fort. St. Joseph,
Independence, Council Bluffs, and other frontier towns were jumping-off
points to start this main trail overland to California. The trail
coincided with the Oregon Trail until it crossed the Rockies. Then, some
went north of the Great Salt Lake, others south, before coming together
at the Humboldt River. Gold-seekers heading for California included city
people who were inexperienced with outdoor life. Many were without
experience at handling mules or oxen; they couldn't fix wagons; they
didn't know how to hunt. They didn't anticipate the dangers of the trail
and relied too heavily on guidebooks which were frequently misleading.
Those who failed to join companies with experienced outsdoorsmen ran
great risk of being stranded or lost in the wilderness. Nevertheless,
many preferred to travel on their own. Some rode horses or mules, used
ox-drawn wagons, or walked.
THE FALL LINE ROAD
The Fall Line Road ran parallel to and between the King's Highway and
the Upper Road. The road broke off from the King's Highway at the town
of Fredericksburg, Virginia. By 1735, it carried traffic into the
interior of Virginia and the Carolina and across into Georgia. The road
followed the fall line, a geographical feature caused by erosion, a
separation line stretching from Maryland all the way to Georgia, running
between the river tidelands and inland elevations on the Atlantic
coast--it defines an east and west division between the upper and lower
elevations. Persons traveling from Pennsylvania to Maryland to the
inland areas of Carolina before 1750 probably followed this road because
it was an easier road to travel than the Piedmont road (called the Upper
Road). The road was of particular importance to the Carolinas because it
connected them to their neighbors. North Carolina's local laws called
for building roads only "to the nearest landing," which created a
haphazard system of major roadways which led only to water routes. The
result had been that although the major towns in North Carolina soon had
roads, they didn't lead to each other! The road saw heavy use during the
Civil War and afterwards, and was gradually improved.
THE GREAT WAGON ROAD
including THE GREAT VALLEY ROAD
Hordes of early German and Scotch-Irish settlers used what became known
as the Great Wagon Road to move from Pennsylvania southward through the
Shenandoah Valley through Virginia and the Carolinas to Georgia, a
distance of about 800 miles. Beginning first as a buffalo trail, a great
Indian Road (the Great Warrior Path) ran north and south through the
Shenandoah Valley, extending from New York to the Carolinas. The
mountain ranges to the West of the Valley are the Alleghenies, and the
ones to the east constitute the Blue Ridge chain. The Second Treaty of
Albany (1722) guaranteed use of the valley trail to the Indians. At
Salisbury, North Carolina, the Great Warrior Path was joined by the
Indian's "Great Trading Path." By the early 1740s, a road beginning in
Philadelphia (sometimes referred to as the Lancaster Pike) connected the
Pennsylvania communities of Lancaster, York, and Gettysburg. The road
then continued on to Chambersburg and Greencastle and southward to
Winchester. In 1744, the Indians agreed to relinquish the Valley route.
Both German and Scotch-Irish immigrants had already been following the
route into Virginia and on to South Carolina, and Georgia. After 1750
the Piedmont areas of North Carolina and Georgia attracted new settlers.
>From Winchester to Roanoke the Great Wagon Road and the Great Valley
Road were the same road, but at Roanoke, the Wagon Road went through the
Staunton Gap and on south to North Carolina and beyond whereas the
Valley Pike continued southwest to the Long Island of the Holston, now
Kingsport. The Boone Trail from the Shallow Ford of the Yadkin joined
the road at the Long Island of the Holston.
THE KING'S HIGHWAY
>From Boston to Charleston on the King's Highway was about 1300 miles. It
was possible to travel this road by wagon, averaging about 20-25 miles
per day. A traveler making the entire journey would have taken at least
two months. Conestoga freight wagons, drawn by four to six strudy
horses, were especially designed for mud with iron-rimmed wheels nearly
a foot wide. The road's origins are traced to the old Delaware Indian
trail (across Jersey) which Peter Stuyvesant used to force out the
Swedes in 1651. Then in 1673, in response to King Charles' wish that
communication be established between his colonies, the first crude
riding trail was created for mail service between Boston and New York.
Named the "Boston Post Road," it eventually expanded into "the King's
Highway." By 1750, a continuous road existed for stagecoach or wagon
traffic from Boston to Charleston, linking all thirteen colonies, but
the road was a difficult one to travel. During the Revolutionary War,
the King's Highway as a link between the colonies helped them to
coordinate their war efforts. However, the name was looked upon with
such disfavor by American patriots that many began once again to use the
name "Boston Post Road."
THE MOHAWK (IROQUOIS) TRAIL
The Mohawk Trail of New York, also known as the Iroquois Trail, extended
from Albany west to the eastern end of Lake Erie, where Buffalo is now
located. This was the most northerly route through the Appalachian
Mountains, leading from New York's Hudson Valley along the Mohawk River
on to the Great Lakes. It was used heavily by New York's early emigrants
and was much involved with the state's early history. Today's maps show
the travel route as the New York Thruway (I-90) from Albany west. From
about 1680 the French-Iroquois Country was a major stronghold. A wagon
trail reached from Albany to Lake Erie after the French and Indian War
and became a part of the route followed by Loyalists into Upper Canada,
later to become Ontario. The Mohawk Turnpike opened as far as Utica by
1793. In the 1820s this route became that of the Erie Canal, and in 1845
it became the route of the New York Central Railroad.
THE MORMON TRAIL
The Mormon Trail stretched nearly 1,400 miles across prairies, sagebrush
flats, and steep mountains. Each had its challenges for the early wagon
trains and the later handcarts. The Mormon Trail originated in Nauvoo,
Illinois, and extended westward to Utah where they established Salt Lake
City. In 1845, to allay violence and night-riding, Brigham Young and the
Twelve agreed to leave Illinois "as soon as grass grows and water runs."
>From Nauvoo, the Saints crossed Iowa. Their first real way-station was
at Garden Grove, where 170 men cleared 715 acres in three weeks, for the
purpose of providing shelter for those coming behind. In 1846, they
crossed the Missouri River at Council Bluffs, setting up Winter Quarters
on Indian lands, at what is now an Omaha suburb. While 3,483 Saints
waited there for spring, more than 600 perished. As spring 1847
approached, approximately 10,000 Mormons were encamped along the trail
in Iowa and at Winter Quarters. Brigham Young and the Council of the
Twelve organized the Pioneer Company to go ahead to mark the trail and
lay the cornerstone of the new Zion. The first group of Mormons passed
through Echo Canyon, over Big Mountain and Little Mountain and down
Emigration Canyon, coming into full view of the Great Salt Lake Valley
on July 24, 1847. During the period from 1846 to 1869, about 60,000
Mormon pioneers crossed the prairies. They came from existing American
states and also from many European countries.
THE NATCHEZ TRACE
The Natchez Trace has a colorful history. By 1785, there were traders
from the Ohio River Valley (called "Kaintucks") arriving in Natchez with
flatboats and rafts filled with products and crops. But of course it
wasn't possible to return upriver against the currents. Instead, they
would walk or ride horses northward on the Trace to their homes. Often
they were attacked and robbed of the riches so recently gained. The
Trace gained the nickname "Devil's Backbone." You might be able to
locate the book which relates to that name. It is by Jonathan Daniels,
"The Devil's Backbone, the Story of the Natchez Trace." The U.S. never
owned the public lands of Tennessee through which about 100 miles of the
Trace ran. In Alabama, it went only 40 miles, touching only two
counties. 300 miles of it lay in Mississippi. The coming of steamboat
traffic spelled the end of the dominance of the Natchez Trace. Andrew
Jackson made a lot of trips up and down the Trace. In 1813 when he
walked it with his army, he acquired the name "Old Hickory" because his
volunteers considered him as tough as the hickory trees around them.
Another significant name connected to the Trace is that of Meriwether
Lewis of the Lewis and Clark Expedition. The question still lingers--was
his death on the Trace suicide or murder?
THE NATIONAL ROAD
The National Road was originally called the Cumberland Road because it
started in Cumberland, Maryland. By 1825, it was referred to as the
National Road because of its federal funding. The enabling act for
admission of Ohio to the Union in 1803 contained provisions for
construction of a road linking the East and West. Congress then passed
"An Act to Regulate the Laying Out and Making a Road from Cumberland, in
the State of Maryland, to the State of Ohio." In 1811, contracts were
signed for construction of the first ten miles west of Cumberland. The
road reached Wheeling in 1818. It entered Columbus in 1833, and Congress
made its last appropriation for the road in 1838. During the 1830s,
Congress had begun to turn the road over to the states for
administration and maintenance. Construction was suspended in the early
1840s because of lack of congressional appropriations. Indiana completed
its intrastate segment in 1850. The road then continued on to Vandalia,
Illinois, but it did not continue on to Jefferson City, Missouri, as had
been planned, the idea being that the road was to go through state
capitals as it moved westward. The old National Road became part of U.S.
40 in 1926.
THE OREGON TRAIL
The Oregon Trail extended from the Missouri River to the Willamette
River. It was used by nearly 400,000 people. The trail's starting points
were Independence, Westport, St. Joseph, and Ft. Leavenworth. Alternate
routes included Sublette's Cutoff and the Lander Cutoff. After 1846,
there was also a choice at The Dalles between rafting down the Columbia
River or taking the new Barlow Road across the Cascades. Each part of
the journey had its set of unique difficulties. During the first third
of the journey, emigrants got used to the routine and work of travel.
Approaching the steep ascent to the Continental Divide, water, fuel,
grass for the livestock, fresh meat, and food staples became scarce. The
final third was the most difficult part of the trail. The major fears of
the pioneers following the trail were Indians, disease, and the weather.
THE PENNSYLVANIA ROAD
The Great Conestoga Road, completed in 1741, and the later Lancaster
Pike (opened in 1794) went from Philadelphia to Lancaster. After the
Lancaster Pike was completed, the Pennsylvania Legislature granted
charters to extend it westward to Pittsburgh, following closely the
route of the Forbes Road. Faced with the need to build a road to move
troops during the French and Indian War, General Forbes' troops
constructed a road from Harrisburg to Ft. Duquesne which he renamed Fort
Pitt, after his commanding general. Today, we know it as Pittsburgh.
Years later, the Pennsylvania Legislature granted charters that extended
the Lancaster Pike on westward to Pittsburgh, subsidizing this
"Pennsylvania Road" by subscribing to stock in some of the companies.
Migration moved westward through Fort Pitt as settlers trekked from
eastern Pennsylvania and New England west to new lands and
opportunities. The river-canal system which opened in 1834 between
Philadelphia and Pittsburgh reduced traffic on Pennsylvania's turnpike.
Heavy freight traffic diverted to the canals although stagecoach lines
continued to prosper.
THE SANTA FE TRAIL
This trail from Missouri to Santa Fe was the oldest and the first over
which wagons were used in the westward expansion beyond the Mississippi
River. It was primarily a commerical route, carrying a stream of
merchants' wagons until it was replaced ty the coming of the railroad in
1880. In 1821 a mule pack train had left from Franklin, Missouri, to
travel to Santa Fe on what is later known at the Mountain Route. The
next year's expedition avoided the mountains, leaving the Arkansas River
and heading across the arid plains for the Cimarron River; this route
became known as the Cimarron cutoff. During the early years of commerce,
much of the route was within Mexican territory. Not until 1848 when the
Mexican War ended was the entire trail officially within American
territory.
THE UPPER ROAD
The Upper Road branched off from the King's Highway at Fredericksburg,
Virginia, and went southwest through Hillsboro, Salisbury, and Charlotte
in North Carolina, then on to Spartanburg and Greenville in South
Carolina. The road generally followed the old Occaneechee Path which
went from Bermuda Hundred on the James River, and Old Fort Henry (now
Petersburg) southwest to the Indian trading town of the Occaneechi which
existed by 1675 on an island in the Roanoke River at about the location
of today's Clarksville, Virginia, close to the present Virginia and
North Carolina state line. From that location the trading trail went
both north and south. The Trading Path divided at the Trading Ford of
the Yadkin River, one branch turning toward Charlotte, the other through
Salisbury to Island Ford on the Catawba, to the north of present Lake
Norman. DeSoto and his cavaliers were perhaps the first white men to use
portions of the great Occaneechi Path (1540). Some of the people
associated with Fort Henry were Col. Abraham Wood, Thomas Batts, Robert
Fallam, James Needham, Gabriel Arthur, and John Lederer. From 1700-1750,
active trading was carried on by white emigrants with Indian villages.
After 1740, the proprietary governor of the Granville District began to
issue grants to Quakers and others from the tidewater counties of North
Carolina and Virginia, attracting them into the northern half of North
Carolina. By 1750, the Upper Road became an important wagon route for
southbound migrations into that portion of North Carolina. During the
Revolutionary War, the road was used extensively for troop movements in
the South--relating to the battles at Guilford Courthouse, King's
Mountain, and Cowpens.
THE WILDERNESS ROAD
The road through the Cumberland Gap was not officially named "the
Wilderness Road" until 1796 when it was widened enough to allow
Conestoga Wagons to travel on it. However, by the time Kentucky had
become a state (1792), estimates are that 70,000 settlers had poured
into the area through the Cumberland Gap, following this route. The
Cumberland Gap was first called Cave Gap by the man who discovered it in
1750--Dr. Thomas Walker. Daniel Boone, whose name is always associated
with the Gap, reached it in 1769, passing through it into the Blue Grass
region, a hunting ground of Indian tribes. He returned in 1775 with
about 30 woodsmen with rifles and axes to mark out a road through the
Cumberland Gap, hired for the job by the Transylvania Company. Boone's
men completed the blazing of this first trail through the Cumberland
Mountains that same year, and established Boonesborough on the Kentucky
River. The Wilderness Road connected to the Great Valley Road which came
through the Shenandoah Valley from Pennsylvania. Some suggest the origin
of the Wilderness Road was at Fort Chiswell (Ft. Chissel) on the Great
Valley Road where roads converged from Philadelphia and Richmond. Others
claimed the beginning of the road to be at Sapling Grove (today's
Bristol, VA) which lay at the extreme southern end of the Great Valley
Road since it was at that point that the road narrowed, forcing
travelers to abandon their wagons.
ZANE'S TRACE
In 1796 Colonel Ebenezer Zane petitioned Congress to authorize him to
build a road from Wheeling to Limestone (Maysville). Congress awarded
him a contract to complete a path between Wheeling and Limestone by
January 1, 1797. The contract required him to operate ferries across
three rivers as soon as the path opened. His only compensation was to be
three 640-acre tracts, one at each river crossing, to be surveyed at his
own expense. Zane rounded up equipment and a crew of workmen; with axes,
they cut trees and blazed a trail. At first, Zane's Trace was merely a
narrow dark path through the forest, between a wall of ancient trees.
Only horsemen could travel over it. For many years, it was not wide
enough for wagons. In 1804 the Legislature appropriated about fifteen
dollars a mile to make a new twenty-foot road over Zane's route. But by
modern standards, it was still a poor road because they left tree stumps
whenever they were under one foot high. The Trace was used by hundreds
of flatboatmen returning on foot or horseback to Pittsburgh and upriver
towns from downriver ports as far away as New Orleans. The road also
became the mail route from Wheeling to Maysville, and eventually it went
on to Lexington and Nashville.
-----
--------------------------------------------------
------------------------------
Date: Fri, 27 Nov 1998 00:56:15 -0600
From: "Deana Zdroj-Nealon" <wolph@htc.net>
To: <btrvetc-l@genealogy.org>
Subject: Thomas Houston Burnett
Message-ID: <001f01be19d3$08176f60$12c6a5d0@Asylum.CARTHAGE>
Content-Type: multipart/alternative;
boundary="----=_NextPart_000_001C_01BE19A0.BC14E3E0"
This is a multi-part message in MIME format.
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Hi everyone, I am researching Thomas Houston Burnett b. 1813 in Wilson =
County, TN. m. Nancy Caroline Parks (daughter of Hugh Parks and =
Elizabeth Corder) December 25, 1841 in Williamson County, IL. d. 1875 in =
Williamson County, IL.=20
Children
George Marion Burnett
John Houston Burnett
Felix M Burnett
Elizabeth Jane Burnett
Leander W. Burnett
Lewis C. Burnett
William Franklin "Boss" Burnett
Sarah A. Burnett
Olive Burnett
Fred Burnett
We (myself and a couple of other researchers) believe Thomas had a =
brother named
James R. Burnett, but we have yet to find out their parents names. Any =
info would be helpful. I have tons of info on the Parks/ Corder line and =
Corley line which all blend if anyone shares the same line.
Deana
------=_NextPart_000_001C_01BE19A0.BC14E3E0
Content-Type: text/html;
charset="iso-8859-1"
Content-Transfer-Encoding: quoted-printable
<!DOCTYPE HTML PUBLIC "-//W3C//DTD W3 HTML//EN">
<HTML>
<HEAD>
<META content=3Dtext/html;charset=3Diso-8859-1 =
http-equiv=3DContent-Type>
<META content=3D'"MSHTML 4.72.3110.7"' name=3DGENERATOR>
</HEAD>
<BODY bgColor=3D#ffffff>
<DIV><FONT color=3D#000000 size=3D2>Hi everyone, I am researching Thomas =
Houston=20
Burnett b. 1813 in Wilson County, TN. m. Nancy Caroline Parks (daughter =
of Hugh=20
Parks and Elizabeth Corder) December 25, 1841 in Williamson County, IL. =
d. 1875=20
in Williamson County, IL. </FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2></FONT> </DIV>
<DIV><FONT color=3D#000000 size=3D2>Children</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2></FONT> </DIV>
<DIV><FONT color=3D#000000 size=3D2>George Marion Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>John Houston Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Felix M Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Elizabeth Jane Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Leander W. Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Lewis C. Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>William Franklin "Boss"=20
Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Sarah A. Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Olive Burnett</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>Fred Burnett</FONT></DIV>
<DIV> </DIV>
<DIV><FONT color=3D#000000 size=3D2>We (myself and a couple of other =
researchers)=20
believe Thomas had a brother named</FONT></DIV>
<DIV><FONT color=3D#000000 size=3D2>James R. Burnett, but we have yet to =
find out=20
their parents names. Any info would be helpful. I have tons of info on =
the=20
Parks/ Corder line and Corley line which all blend if anyone shares the =
same=20
line.</FONT></DIV>
<DIV> </DIV>
<DIV><FONT color=3D#000000 size=3D2>Deana</FONT></DIV></BODY></HTML>
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------------------------------
Date: Fri, 27 Nov 1998 12:20:36 -0500
From: "Eunice B. Kirkman" <ekirkman@swva.net>
To: "BTRVETC List" <BTRVETC-L@genealogy.org>
Subject: Addendum to Trails
Message-ID: <002501be1a2a$a2986ec0$c0ac99ce@ekirkman>
Content-Type: text/plain;
charset="iso-8859-1"
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Excerpt from the Bassett (Virginia) Library brochure:
Along the Great (Philadelphia) Wagon Road, through Big Lick (now Roanoke),
and into this
area came settlers, Indian traders, and soldiers -- English, Scotch-Irish,
and German. Moravians who settled in what is today Winston-Salem, NC, and
George Washington (who visited the area while inspecting the frontier forts,
including Fort Trial) kept diaries in which their travels here are
mentioned. Some people stayed, some moved on -- and some descendants of
each look for traces of their ancestors in this region.
Settlers moved westward from the coast into Brunswick, Lunenburg, Halifax,
and Pittsylvania
Counties. Henry County, which was named for Patrick Henry, was formed from
a portion of
Pittsylvania County in 1777. Records, many of which are housed at the
Genealogy Department of the Bassett Library, exist of settlers stopping here
before pushing on into southwest Virginia, Kentucky, or Tennessee.
There was once a Fort in the Blackberry section of Henry County that served
as an Inn, "supermarket," etc. to travelers along the Old Wagon Road. I
have a note on that somewhere among my files. When I can locate it, I'll
pass it on.
Eunice B. Kirkman ***** ekirkman@swva.net
------------------------------
Date: Fri, 27 Nov 1998 13:18:36 -0800
From: "Beverly L. Yeager" <bevelma@pilot.infi.net>
To: BTRVETC-L <btrvetc-l@genealogy.org>
CC: waddie@earthlink.net
Subject: Re: Thomas Houston Burnett
Message-ID: <365F172C.495F@pilot.infi.net>
Content-Type: text/plain; charset=us-ascii
Content-Transfer-Encoding: 7bit
Deana Zdroj-Nealon wrote:
>
> Hi everyone, I am researching Thomas Houston Burnett b. 1813 in Wilson
> County, TN. m. Nancy Caroline Parks (daughter of Hugh Parks and
> Elizabeth Corder) December 25, 1841 in Williamson County, IL. d. 1875
> in Williamson County, IL.
>
> Children
>
> George Marion Burnett
> John Houston Burnett
> Felix M Burnett
> Elizabeth Jane Burnett
> Leander W. Burnett
> Lewis C. Burnett
> William Franklin "Boss" Burnett
> Sarah A. Burnett
> Olive Burnett
> Fred Burnett
>
> We (myself and a couple of other researchers) believe Thomas had a
> brother named
> James R. Burnett, but we have yet to find out their parents names. Any
> info would be helpful. I have tons of info on the Parks/ Corder line
> and Corley line which all blend if anyone shares the same line.
>
> Deana
Hi Deana, Waddie may be able to help you. I am sending a copy of your
letter to him. Beverly
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Date: Fri, 27 Nov 1998 13:23:42 -0800
From: "Beverly L. Yeager" <bevelma@pilot.infi.net>
To: BTRVETC-L <btrvetc-l@genealogy.org>
CC: waddie@earthlink.net
Subject: Re: info. please
Message-ID: <365F185E.772E@pilot.infi.net>
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LUNA3am@aol.com wrote:
>
> Happy Thanksgiving to my Burnett kin!
>
> Does anyone know anything about Mary Jane Burnett Mallard from Marble Falls ,
> Texas? If living she would probably be in her 80's. (Husbands name is
> J.B.(Tug) Mallard) My mom asked me to see what I could find out about her
> (like is she still alive, still living in Texas, etc.) , so I told her I'd ask
> the list. Thanks.
> Patricia Johnson (daughter of Mana Mary Byrd Burnett
> Johnson)
Waddie may be able to help you. He's our Burnett Guru. I am sending a
copy of your letter to him. Beverly
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Date: Sun, 29 Nov 1998 13:28:06 -0500
From: "Mitosis" <mitosis@preferred.com>
To: "Btrvetc List" <btrvetc-l@genealogy.org>
Subject: Information
Message-ID: <003101be1bc6$0cad2160$5e0d1bd0@mitosis>
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Professional genealogists and serious researchers alike, have been aware
of the forgeries and frauds committed by GUSTAVE ANJOU (1863-1942) and
we of this Society believe this material should be brought to the
attention of all who may come in contact with any the publications
listed below. During his peak period of 1910-1930, Anjou produced a few
hundred family genealogies---all forged.
The sad fact is that Gustave Anjou was not a genealogist, but a forger
of genealogical records that have been passed on for years to unwary
clients and then through researchers who believed, or wanted to believe,
they had a true lineage. They in turn republished the material in their
own works and the cycle continues even today.
Gustave Anjou produced these "genealogies" for wealthy clients at a
price of around $9,000 and the client. needless to say, always received
what they wanted.
TURNER Family FHL #924400
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End of btrvetc-d Digest V98 Issue #77
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