"description","id"
"A navigable connection via the Regge between Diepenheim and Goor was dug in 1610, as can be seen on a map of Nicolaas van Geelkercken.","428"
"According to Bruns and Weczerka, the route between Helsa, Hessisch Lichtenau and Walburg went through the valley near the village Eschenstruth, but Görich chose a more direct route over the hills between Helsa and Walburg, with a branch to Lichtenau. We have chosen to include both options here.","429"
"Because of limitations imposed by the Dutch Republic on the international shipping on the Scheldt and Zwin rivers from the late 16th century onwards, the cities of Bruges and Gendt sought to improve their waterways with the Flemish sea ports by building and extending canals. As part of this project, the canal between Bruges and Plassendale was dug in 1618 in the river bed of the Ieperleet.","430"
"Because of limitations imposed by the Dutch Republic on the international shipping on the Scheldt and Zwin rivers from the late 16th century onwards, the cities of Bruges and Gendt sought to improve their waterways with the Flemish sea ports by building and extending canals. As part of this project, the canal between Plassendale and Ostend, an extension of the canal Bruges-Plassendale, was dug in 1622-1623.","431"
"The canal Plassendale-Nieuwpoort-Dunkirk was dug in 1638-1641, partially in the old river bed of the Ieperleet, as an extension of the canal Gent-Bruges-Ostend. Its construction was part of a project to improve the connections between Gent, Bruges and the Flemish sea ports.","432"
"The use of the road between Schleiz and Gera for long-distance traffic between Nuremberg and Leipzig was forbidden by the Ernestinians in the 1470s, who declared that such traffic should use the road via Plauen and Oelsnitz. However, records of the safe conduct of Großebersdorf from 1485-1536 still show a considerable amount of traffic.","62"
"In 1470 the route from Hof to Schleiz was forbidden for trade to Leipzig by the Ernestinian Electors and only trade to Erfurt was allowed. Traffic to Leipzig had to travel via Plauen or Oelsnitz. Apparently, this decree had to be enforced several times; in 1551 people are still reminded of the proper road.","156"
"The road between Środa Śląska/Neumarkt and Legnica/Liegnitz via Rogoźnik/Rosenig is marked as "small road" ('kleine Strasse') on Reymann's topographischer Special-Karte von Central Europa from the 19th century. The main road ran parallel to the North.","433"
"The course of the river Meuse shifted 2km to the East into the former bed of the Geul river around 1410.","439"
"In the 17th century, travellers on the road between Jablonné v Podještědí/Gabel and Bělá pod Bezdězem/Weißwasser started taking a shortcut via Stráž pod Ralskem/Wartenberg and Svébořice/Schwabitz, thereby circumventing the toll station in Mimoň/Niemes. The toll station was therefore moved to Svébořice, where it is first attested in 1659.","434"
"A road between Görlitz and Prague via Frýdlant/Friedland, Liberec/Reichenberg and Mladá Boleslav/Jungbunzlau had been established in the 14th century, but circumvented the staple of Zittau and many toll stations in Bohemia. The use of this road for merchants coming from Poland or Saxony was forbidden by king John in 1341 and repeatedly by his successors in 1351 and 1383, but it remained in use. King Ladislav finally permitted the use of the road in 1454, with a toll station in Liberec, but it was forbidden again in 1516 and 1544, although this did not prevent further use of the route.","435"
"The winter way from Pälkäne and Kangasala area to Laukaa dates to the Middle Ages. There are different views on the location of the road in Längelmävesi, but it is likely that it followed the eastern shore of the watercourse. The summer road that from Pälkäne to Länkipohja east of Lake Längelmävesi is mentioned in 1696. The summer road north of Längelmävesi from Kangasala to Orivesi dates to the Middle Ages, while the summer road north of Längelmävesi to Länkipohja probably dates to the 1600s. There have been several local winter roads in the area. The Governor-General of Finland, Per Brahe, travelled on the Laukaa winter way and its extension from Pälkäne to Marttila in March 1640, when he stayed overnight on 20 March in Kierkilla (Kärkkälä, Kärkälänsalo) in Rautalammi, on 21 March in Pernasaari parish constable’s farm, on 22 in Muurame village, on 23 March Jämsä vicarage, on 24 March in Längelmäki village, on 25 March in Pälkäne parish constable’s farm, on 27. March in Kankaanpää parish constable’s farm in Urjala, and on 28 March in Marttila. The route marked in Viabundus is indicative, not geographically precise, and has been extended to the Kuusvesi inn (1600) in Laukaa, from where winter roads and portage trails branched off in different directions.","484"
"The proper trade route between Görlitz and Prague went via the staple of Zittau and Weißwasser/Bělá pod Bezdězem. Other roads, especially those via Frýdlant, were forbidden by King John in 1341, and by his successors repeatedly afterwards. Although King Ladislav permitted the use of the road via Frýdlant in 1454, the road via Zittau was declared to be the official route again in 1516 and 1544.","436"
"Already in the late Middle Ages, winter ways following different river valleys led from the lower reaches of the River Aura in the direction of Satakunta and Häme. One of the oldest seems to have been the winter way from Räntämäki in Maaria along the Paattistenjoki river to lake Savonjärvi and further to Yläne, from where it continued across lake Pyhäjärvi to Säkylä, Köyliönkartano and from the northern end of lake Köyliönjärvi to Ylistaro in Kokemäki. The northern end of the road from Ylistaro to Köyliönkartano appears both in the legend of St. Henry written at the end of the 13th century and in The Death-lay of Bishop Henrik from the 1600s. Before Säkylä, a branch of the winter way led from the Pyhäjärvi route to Kauttua in Eura mentioned in 1591 as the "old winter Way". The route marked in Viabundus is indicative, not geographically precise.","493"
"Main course of the via regia probably since the 13th century.","48"
"The road between Görlitz and Ossig was plastered with stone by the council of Görlitz in 1514.","437"
"Circumvention route of the safe conduct in Erfurt and Gotha, as proclaimed in a report to the safe conduct in Guthmannshausen from 1515. In the "Acta die Landstraße von Weißensee nach Erfurt und die Sachsenburgische Straße betr. von 1522 - 72" (M. st. A. Hep. A 24 b Tit. XXIV, Nr 11.) from 1522 the road is already declared deserted, due to the forced passage ('Straßenzwang') via Erfurt.","68"
"In southwestern Finland a variety of historical sources refer to certain medieval and early modern roads as Huovintie -roads. Active in the contemporary administration a huovi (sw. hofman) was a mounted and armed steward in the service of bailiffs, district judges, bishops or other dignitaries acting as messengers, forming the convoys and occasionally sojourning in the areas controlled by his master. Even if the name unequivocally refers to roads organised to the common maintenance of taxpaying peasants in between the late 14th century and the end of the 16th , some of the known Huovintie -roads are part of an older road network connecting main areas of permanent late Iron age (11th to 12th centuries) settlement in Western Finland. The most famous of them is the Huovintie, which led from Ulvila in the mouth of the Kokemäenjoki River via Torttila, Köyliö and Virttaa to Oripää, and which may have continued as far as Koski and Somero traversing the southwestern Finland diagonally from northwest to southeast. The section of the road following the eastern shore of Lake Köyliönjärvi may together with the winter way from Turku area to Virttaa, Köyliö and Kokemäki have been in use already in the 12th and 13th centuries. The earliest end point of the road before the funding of Ulvila town in the 1340s and 1350s was Lammaistenkoski. The section between Kokemäki and Köyliö is mentioned as a public road in 1422. The oldest section of the summer road from Virttaa to Köyliö Kankaanpää ran along the ridge and was moved closer to the lake Pyhäjärvi sometime in the late 15th century. The road is included in 1556 list of Duke John's lodging places and in Jakob Teitt's 1555–1556 list of the most important common roads in Finland","440"
"Already in the Middle Ages, a road led from Häme Castle via Hattula and Pälkäne to Tammerkoski and further via Karkku and Tyrvää to Huittinen, which in Jakob Teitt's list of the most important common roads in Finland from 1555–56 was presented in the administrative plans of the time as part of the road from Olavinlinna Castle via Hauho, Pirkkala and Huittinen to Loimaa and Turku. The section of the road from Huittinen to Häme Castle is also included in the contemporaneous list of Duke John's lodgings in 1556. Several 15th century sources mention the road as a common road in the context of bridges and boundary markers alongside it. In places, such as in Tampere Messukylä, the road's alignment can be traced back to the 12th and 13th centuries, and the road may have been a relatively uniform horse track connecting different areas of settlement in Tavastland and Satakunta already at that time. The various sections of the route were organised as a common road maintained by land-owning peasants in a period from the late 14th century to the early 15th century. From Lauttakylä in Huittinen the road branched off via Kokemäki to Lammainen in Harjavalta and further to Ulvila and Pori, and along the Loimijoki River to Vampula and from there to Virttaa, Alastaro and Oripää. The road had parallel winter ways in Hauho-Pälkäne-Kangasala region, and a winter way leading from Pirkkala via Nokia to Sastamala Church and from there to Lammainen, mentioned as early as 1414.","463"
"The winter way from Keikyä via Puurijärvi and Harhinoja to Kokemäki and further to Lammainen was part of the route along which the Bishop of Turku had his tax parcels transported in 1414 from Sastamala church to Lammainen. The winter way that led north of Lake Puurijärvi through Harhinoja to Kokemäki is also mentioned in 1551. The road was in use in March 1809, when a detachment of the Swedish army retreated along it in minus 40 degrees Celsius from Keikyä to Kokemäki and Ulvila. The march from Keikyä to Kokemäki took 9 hours in the night. The route marked in Viabundus is indicative, not geographically precise.","494"
"The exact date of the organisation of the maintenance of the summer road from Pälkäne and Kangasala area to Laukaa is not known. There are different views on the location of the road in Längelmävesi, but it is likely that it followed the eastern shore of the watercourse. The summer road that from Pälkäne to Länkipohja east of Lake Längelmävesi is mentioned in 1696. The summer road north of Längelmävesi from Kangasala to Orivesi dates to the Middle Ages, while the summer road north of Längelmävesi to Länkipohja probably dates to the 17th century. An important older winter way connected Pälkäne and Kangasala regions to Länkipohja, Jämsä and Laukaa areas since the Middle Ages.","485"
"The road from Viborg to the medieval Swedish-Novgorodian border via Kivennapa and to the mouth of the Neva River and Ingria was since the peace of Nöteborg in 1323 a strategic road, along which a roadside fortress was built in Kivennapa in the 15th century. The redoubts at Muola and Kivennapa were strengthened in connection with the war of 1555–57 and are mentioned in 1556. The road may have been organised into a common road maintained by land-owning peasants as far as Kivennapa in the latter half of the 15th century at the latest, fiom Kivennapa to Joutselkä after 1595 and to the old border possibly after 1617 and to Nyenskants in the 1640s when the road was improved in the Äyräpää judicial district. The bridge over Sistarjoki at the old border was in 1625 maintained by Kivennapa parish.","481"
"Already in the late Middle Ages a road branched off from Viborg-Kivennapa road at Sudenoja, from where it run on the Southern side of Vuoksi River to Kiviniemi and further to Käkisalmi (Sw. Kexholm, rus. Korela, Priozersk). The road was organised into a common road at the latest in the early 17th century and it is included in a route guide from the early 18th century. The right of the burghers of Viborg to the traditional market on the Saijanjoki River in Kiviniemi on the border between Sweden and Russia was confirmed in 1606.","479"
"A route from Meißen to Prague via Rumburk, Waltersdorf, Kratzau/Chrastava, Reichenberg/Liberec, Turnau/Turnov and Jičín came into being in the 15th century, circumventing the staple of Zittau. The use of this road was forbidden by King Wenceslas in 1418. King Mathias used part of this road between Gabel/Jablonné v Podještědí and Bautzen to circumvent plague-infested Zittau in 1611, whereupon it became known as the King's road ("Königstraße").","438"
"The winter way and portage trail from Savo to Säräisniemi and Oulu are included in the report by the castellan of Olavinlinna Ture Pedersson (Bielke) to King Gustav Vasa in 1556. The actual route started from Joroinen, from where it was 20 Swedish miles (about 120 km) to Tavinsalmi and further 17 miles (about 100 km) to Ouluntaipale, from where the route took to Lake Oulujärvi (Vuolijoki) and further to Säräisniemi. From there, the winter way and the portage trail continued along the river to Oulu. Alongside the norther part of the route the burghers of Oulu were in 1625 granted the right to hold a winter fair in Saaresmäki village. The southern end of the route may have branched off from Joroinen to both Juva (1556) and Rantasalmi, and further to Olavinlinna. The route marked in Viabundus is indicative, not geographically precise.","490"
"The Great Coastal Road (fi. Suuri Rantatie, sw. Stora Strandvägen) from Turku (sw. Åbo) to Viipuri (sw. Vyborg) t, was organized into a common road maintained by land-owning peasants of the coastal parishes during the 1340s and 1360s, according to surviving information on the maintenance of the large bridges over the Kymi River. The road had a military significance early on. Information on the use of the road and the corresponding winter ways has been preserved since the early 15th century. At the beginning of May 1511, a courier travelling from Viipuri to Turku on horseback spent about eight days on the journey. The road is also presented in Jakob Teitt's 1555–56 list of the most important common roads in Finland. The earliest alignment of the road in Perniö (sw. Bjernå) went through the Royal Manor, but was straightened up to the ridge at the beginning of the 17th century. The road branched off in Western Uusimaa from Karjaa (sw. Karis) to the upper routes leading to Lohja  (sw. Lojo) and Siuntio (sw. Sjundå) and lower via Raseborg and Inkoo (sw. Ingå) to Pikkala in Siuntio. The importance of the branch that led from Espoo (Sw. Esbo) to Munkkiniemi and further to Vironniemi increased after the transfer of the town of Helsinki to Vironniemi in 1640, but may be based on an older local road. The branch from the early Helsinki town and the Royal Manor to the Great Coastal Road in the east was established as common road after the founding of the town and the Manor to the mouth of Vantaa River in 1550. The Great Coastal Road is documented as a proper name for the road in several different 18th century sources. The more recent name of King's Road, which has been used to mark the route in commercial and other activities, , is based on the 1735 Royal Decree on Common Roads, according to which the King's Road (sw. Kungsvägen) was the highest maintenance class of roads in Sweden. The term is known to have been used for major common roads in Swedish-speaking coastal parishes not only in Uusimaa but also in Ostrobothnia.","442"
"Since the 13th century an old portage trail and winterway existed between the mouth of Oulujoki River, Säräisniemi, Paltamo and Vuohenginkoski which the Novgorod Karelian merchants used on their trade with the Gulf of Bothnia area as late as in the early 17th century. Starting from Käkisalmi (sw. Kexholm, rus. Korela, Priozersk) in Lake Ladoga, the route was very likely the same through which a Novgorodian force travelled in 1377 in attempt to conquer the newly established Swedish castle at that time rivermouth area. A description of the route by Russian Karelian merchant Nousia has survived from 1556. In the 1610s, after the founding of Kajaani Castle, a common road was built from Oulu to Säräisniemi alongside the old winter road and portage trail, which continued as a water route and winter road to Paltamo and Kajaani. The road remained a horse track until the 1750s, when it was rebuilt to be suitable for carts.","446"
"The winter way from Liminka via Tyrnävä to Muhos was in frequent use in 1678. Possibly used since the mid-16th century, the road was a shortcut from Liminka to the winter way following Oulujoki river to Säräisniemi and further to Paltamo and Kajaani. The route marked in Viabundus is indicative, not geographically precise.","486"
"The road from Turku to Oripää along the northern bank of the Aura River via Pöytyä, is included in both the 1556 list of Duke John's lodgings and Jakob Teitt's list of common roads from 1555–56. The road has also been called Varkaantie (Thieve’s road) in studies. Until the end of the 16th century, the road was the most important connection from Turku via Oripää and Kokemäki to the mouth of the Kokemäenjoki River in Ulvila and Pori, and from Oripää via Huittinen and Vammaskoski to Upper Satakunta. The road was organized as a common road no later than the middle or end of the 14th century. In some studies, the road has been considered to have been preceded by the so-called Airikintie, which led to Säkylä via Paattinen to Yläne, and would have followed the route of a medieval winter road known in the area.","441"
"Two parallel routes were formed between the settlements of Upper Satakunta and the Kyrönjoki Valley by the 13th century at the latest, one of which was the summer road, which led from the Hämeenkyrö region to Kauhajoki along the ridges, and the other was the winter road that led from Hämeenkyrö to Kurikka via Ikaalinen, Parkano and Jalasjärvi. The summer road continued from Kauhajoki to the village of Talvitie (“Winterway”) in Ilmajoki, from where the summer and winter roads crossed the forests to Ylistaro and further via Isokyrö Church towards the mouths of the Kyrönjoki and Lapuanjoki rivers. The importance of the summer and winter roads grew in the late Middle Ages, when the routes became part of the strategic connection between Korsholma Castle, founded in the 1380s, and Häme Castle. Both seasonal roads were in use in the 15th century, the winter way in 1459. The earliest information on the arrangements for maintaining the summer road dates back to 1610, when the section along the Kyrönjoki River was assigned to Kyrö and Ilmajoki parishes, and the section from Kauhajoki to Satakunta border to be maintained by the entire judicial distric (fi. kihlakunta). The earliest organisation of the route as a common road maintained by land-owning peasants date back to the 1550s or the end of the Middle Ages. A fort called the Kyrö Skants was built along the summer road on the border of Satakunta and Ostrobothnia in 1635, where an army unit was tasked with detaining men who had escaped military conscription into the forests of the area. The fort ceased operations in 1659.","445"
"When the town of Uusikaarlepyy (sw. Nykarleby) was established in 1620, its trading area was extended inland to the northern parts of the Näsijärvi watershed. In the same year, a common road was ordered to be built from Lapuanjoki River to Ruovesi, but most of the different sections of the road running from Uusikaarlepyy via Lapua, Alavus, Virrat and Ruovesi to Orivesi were finished only in the 1680s and 1690s. A system of inns was, however, ordained alongside the road in 1639. Hevave frieghts between Uusikaarlepyy and Alahärmä were in the 1640s transported with boats and a winterway following the river. The road was the most significant new connection from Inner Finland to Ostrobothnia after the medieval summer and winter ways through Kyrönkangas region and the winter way and horse track between Ulvila and Korsholm. The summer road had a parallel winter road from Ruovesi via Virrat and Alavus to Ostrobothnia since the early 17th century. East of Näsijärvi the road replaced an older local road from Messukylä to Ruovesi via Teisko built in the latter half of the 16th century. The road network in the area will be updated in the later versions of Viabundus.","450"
"The winter way from Oulu via Tyrnävä to Haapaniemi in Temmes and from there apparently via Mankila, Rantsila, Piippola and Pyhäntä to Nissilä in Iisalmi (Vieremä) was said to have been recently taken in use in the early 1630s. The road joined the winter road and portage trail between Säräisniemi and Joroinen in Nissilä. The route marked in Viabundus is indicative, not geographically precise.","487"
"Segment called "Weinstraße" or "Fuldaer road" of the Via regia.","52"
"Segment of the "Kinzigstraße", a segment of the via regia between Frankfurt/M. and Eisenach.","54"
"The road between Haselünne and Wietmarschen via Teglingen, Geeste and Dalum is first attested in the 18th century. Its importance for earlier centuries is debatable; most of the traffic must have taken the route via the river crossing in Lingen.","56"
"The 17th century winter way from the mouth of Aurajoki river and Turku followed the course of the river and Häme Oxen road to Tarvasjoki, where it branched off into routes leading to Loimaa and Marttila. The main direction led to Loimaa, from where the winter way continued via Metsämaa, Humppila and Urjala to Akaa over Valkeakoski to Pälkäne. In the 18th century the route was frequently used by peasants travelling with their goods to Turku from Häme and Savo regions. The section from the mouth of the Aurajoki river to Pälkäne dates to the 15th century. The Governor-General of Finland, Per Brahe, travelled along the Pälkäne-Turku winter way in March 1640, when he stayed overnight on 25 March in Pälkäne parish constable’s farm, on 27. March in Kankaanpää parish constable’s farm in Urjala, and on 28 March in Marttila. The route marked in Viabundus is indicative, not geographically precise.","496"
"Häme Oxen Road (fi. Hämeen Härkatie) connecting Tavastland (fi. Häme) and the Aura River Valley first appeared as a land route as early as the Viking Age (800–1050 AD) and connected since the early 14th century Häme and Turku Castles. The name is probably based on the cattle trade that flourished in the Baltic Sea region in the late Middle Ages. The road’s earliest terminus in Turku was Hevostori (Horse market), and it must have been organized as a common road maintained by land-owning peasants no later than the mid-14th century. The road is included in Jakob Teitt's 1555–1556 list of the most important common roads in Finland. The original alignment of the road from Häme Castle to Renko ran through Hattelmala and Alajärvi, but was moved further north no later than the 17th century. An early branch of the road called Hiidentie (Devil’s Road) lead from Somero to Uskela, Salo and Halikko in the early 13th century, and was organized as a public road possibly as early as the Middle Ages or the 16th century. Häme Oxen Road made part of a pilgrimage route From Turku to Tavastland possibly already at the end of the 14th century and is documented as one in the late 15th century. The road also had several parallel winter ways connecting Tavastland and Southwest Finland at different times.","443"
"Two parallel routes were formed between the settlements of Upper Satakunta and the Kyrönjoki Valley by the 13th century at the latest, one of which was the summer road, which led from the Hämeenkyrö region to Kauhajoki along the ridges, and the other was the winter road that led from Hämeenkyrö to Kurikka via Ikaalinen, Parkano and Jalasjärvi. The summer road continued from Kauhajoki to the village of Talvitie (“Winterway”) in Ilmajoki, from where the summer and winter roads crossed the forests to Ylistaro and further via Isokyrö Church towards the mouths of the Kyrönjoki and Lapuanjoki rivers. The importance of the summer and winter roads grew in the late Middle Ages, when the routes became part of the strategic connection between Korsholma Castle, founded in the 1380s, and Häme Castle. Both seasonal roads were in use in the 15th century, the winter way in 1459. The earliest information on the arrangements for maintaining the summer road dates back to 1610, when the section along the Kyrönjoki River was assigned to Kyrö and Ilmajoki parishes, and the section from Kauhajoki to Satakunta border to be maintained by the entire judicial distric (fi. kihlakunta). The earliest organisation of the route as a common road maintained by land-owning peasants date back to the 1550s or the end of the Middle Ages. A fort called the Kyrö Skants was built along the summer road on the border of Satakunta and Ostrobothnia in 1635, where an army unit was tasked with detaining men who had escaped military conscription into the forests of the area. The fort ceased operations in 1659. The road from Ilmajoki chapel to Lapvärtti via Kauhajoki and Karijoki to the Bothnian Coastal Road has traditionally been called “Kalatie”, the fish road. The road is believed to have originated in the 16th century, but it was not organized as a common road until after 1657. In the 18th century, the road was also called the King's Road (fi. Kuninkaantie, sw. Kongsväg) according to its road class.","449"
"The land route from Southwest Finland along the coast of the Gulf of Bothnia to Tornio (sw. Torneå) only became a unified road in the early modern period. The road consisted of sections organised as common roads maintained by land-owning peasants at different times. The oldest of these connected the mouth of the Aurajoki River to Vakka-Suomi, Kalanti and Eurajoki region and further to the mouth of the Kokemäenjoki River. Part of the section is based on roads in use already in the 11th and 12th centuries and organized as common roads no later than the latter half of the 14th century, the section from Kalanti to Rauma in the mid-15th century, and the branch from Kalanti to Uusikaupunki in the mid-17th century. Between Laitila and Ulvila, the alignment of the road may have been influenced by the short-lived Liinmaa Castle (Vreghdenborch) at the end of the 14th century. Part of this road that led from Unaja to Eurajoki and further via Panelia and Harola to Lammais was also called Huovintie, which refers to the organisation of the maintenance in the late 14th century or in the 15th century. The section from Irjanne via Luvia to Haistila ferry is younger and of local nature. The section of the Bothnian Coastal Road leading from Ulvila and the mouth of the Kokemäenjoki River to Korsholm Castle remained a horse track well until the 17th century, but is included long in Jaakko Teittis 1555–56 list of the most important common roads in Finland as a 36 old Swedish miles (ca. 216 km) long route. Parallel to the summer horse track run a more significant winter way ran parallel to the summer road, which according to the 1557 itinerary of Ture Pedersson (Bielke) from Turku via Ulvila and Korsholm Castle around the Gulf of Bothnia was 31 miles (approx. 186 km) long. The winter way was also used by the regent Sten Sture the Elder in Merikarvia in 1491 when he was returning to Sweden. from Finland. The section of the Bothnian Costal Road from Korsholm to Karleby (fi. Kaarlela) Church had been taken in use as a land route already in the 15th century and was organised as a common road in the 1550s. When new towns were established in the Bothnic coast, the road between Vaasa and Oulu was built as a common road in 1618 and could be travelled with carts in 1668. The last section of the Bothnian Coastal Road from Oulu to Ii was in the mid-17th century in moderate condition, from Ii to Tornio little used. Of the large rivers, the Ojaniemi ferry at Kyrönjoki existed in 1610 and replaced by a bridge in the mid-1620s. The parish of Oulu committed to build a ferry on Oulujoki River in 1629. Ferries are also known to have existed on Siikajoki (1640), Ii (1640s) and Kemijoki (1650) before the 1650s, bridges in Kalajoki and Pyhäjoki in the early 1650s. Considering the overall structure of roads and traffic in late medieval and early modern Ostrobothnia, far more important than the summer road was the winter way following the Bothnic coast from Ulvila via Korsholm to the mouth of the Oulujoki River and further to the Tornionjoki River. According to Ture Bielke, the total length of the winter way from Ulvila to Ii was 83 old Swedish miles (ca. 498 km) in 1557, which he covered in a convoy of sledges with frequent change of horses in eight days. The winter way from Vaasa to Pedersöre led via Ojaniemi to Oravainen and from there to the mouth of the Lapuanjoki River.","447"
"A bridge on the road between Raisio (sw. Reso) and Naantali (sw. Nådendal) is mentioned in 1454. From the 1450s to the 1500s, the road was an important part of pilgrimage routes in Turku, Raisio, Masku and Nousiainen region.","451"
"The winter way and portage trail from Savo to Säräisniemi and Oulu are included in the report by the castellan of Olavinlinna Ture Pedersson (Bielke) to King Gustav Vasa in 1556. The actual route started from Joroinen, from where it was 20 Swedish miles (about 120 km) to Tavinsalmi and further 17 miles (about 100 km) to Ouluntaipale, from where the route took to Lake Oulujärvi (Vuolijoki) and further to Säräisniemi. From there, the winter way and the portage trail continued along the river to Oulu. Alongside the norther part of the route the burghers of Oulu were in 1625 granted the right to hold a winter fair in Saaresmäki village. The southern end of the route may have branched off from Joroinen to both Juva (1556) and Rantasalmi, and further to Olavinlinna. The route marked in Viabundus is indicative, not geographically precise.","453"
"English description will be completed later.","455"
"The road from East of Viborg via Ihantala to Kuukauppi ferry site and further Saviniemi royal manor, Käkisalmi (sw. Kexholm, rus. Korela, Priozersk) and Jääski is apparently of medieval origin. The Saviniemi royal manor is mentioned in 1523, but it was probably founded as early as in the late 14th or early 15th century. The road was very likely organised into a common road no later than the 15th century. The section leading to Käkisalmi was improved after the Peace of Stolbova in 1617.","502"
"The road leading from Häme Castle to Tammerkoski via Kalvola, Sääksmäki Saarioispuoli, Akaa and Lempäälä has existed since the 15th century. All the parishes along the road had inns in 1544, and the road was called a common road at the turn of the 16th and 17th centuries. Arrangements for the maintenance of the road date back to the 15th century at the latest. The summer road had parallel winter ways and water routes connected to it.","464"
"The road leading from Kangasala to Orivesi via Ponsa dates back to the latter part of the 15th century at the latest. The date when the road was organised as a common road is unclear. The information in Viabundus will be supplemented in future updates.","475"
"The winter way from Säräisniemi via Manamansalo church to Paltamo and Vuohenginkoki stream in Kajaani existed already in the 1550s, when it was part of an older portage-trail from Käikisalmi (sw. Kexholma) to the mouth of Oulujoki river documented and used by Karelian merchants in 1556. The route marked in Viabundus is indicative, not geographically precise.","488"
"The roads branching from Laitikkala in Pälkäne to Hauho Church and from there to Tuulos Syrjäntaka and Hauho Eteläinen were part of the area's common roads in the 1550s. Both were connected to the old routes from Vanaja area to Hauho and from Pälkäne to Lammi. The section between Pälkäne and Tuulos is mentioned in Jakob Teitt's list of the most important common roads in Finland from 1555–56 as part of the road from Olavinlinna Castle (sw. Nyslott) via Hauho, Pirkkala and Huittinen to Loimaa and Turku. Both roads were organized as public roads maintained by land-owning peasants at the latest in the early 15th century, possibly as early as the end of the 14th century.","497"
"This road was a flood-free connection between Rudolstadt and Saalfeld.","58"
"A significant crossroads was formed in Asikkala Kurhila in the Middle Ages, from which roads run off to the Upper Viborg Road via Lammi and Hollola, and its upper alignment and the Great Savolax Road via Vääksy and Urajärvi. The road was used in the 1550s for traffic between Häme and Olavinlinna Castle. Asikkala, which was along it, is mentioned in Jakob Teitt's 1555–56 list of the most important common roads in Finland. The time when the road was organised as a common road maintained by land-owning peasants is unknown, but it probably dates back to the early 16th or 15th century. A route that was mainly used as a winter way led from Asikkala to Hirvensalmi via Sysmä and Hartola, from which the Vahvajärvi winter way, used by the Bishop of Turku on his inspection tour to Savilahti in the 1440s, branched off in Sysmä. The roads of the Sysmä region will be added to the Viabundus database later.","499"
"The roads branching from Laitikkala in Pälkäne to Hauho Church and from there to Tuulos Syrjäntaka and Hauho Eteläinen were part of the area's common roads in the 1550s. Both were connected to the old routes from Vanaja area to Hauho and from Pälkäne to Lammi. The section between Pälkäne and Tuulos is mentioned in Jakob Teitt's list of the most important common roads in Finland from 1555–56 as part of the road from Olavinlinna Castle (sw. Nyslott) via Hauho, Pirkkala and Huittinen to Loimaa and Turku. Both roads were organized as public roads maintained by land-owning peasants at the latest in the early 15th century, possibly as early as the end of the 14th century.","498"
"The road from Oripää to Huittinen via Vampula is mentioned in Jakob Teitt's 1555–56 list of the most important common roads in Finland as part of the common road from Olavinlinna Castle via Hauho and Pirkkala to Huittinen and Turku. Other common roads branched off from the road from Vampula to Virttaa and via Alastaro to Loimaa. The road between Oripää and Huittinen was organized as a common road maintained by land-owning peasants no later than the 15th century. The winter way from Huittinen and Punkalaidun region to the Aurajoki River valley also ran parallel to it in the Middle Ages. The road network in the Loimaa area will be supplemented in the following updates to Viabundus.","482"
"The road from Oripää to Huittinen via Vampula is mentioned in Jakob Teitt's 1555–56 list of the most important common roads in Finland as part of the common road from Olavinlinna Castle via Hauho and Pirkkala to Huittinen and Turku. Other common roads branched off from the road from Vampula to Virttaa and via Alastaro to Loimaa. The road between Oripää and Huittinen was organized as a common road maintained by land-owning peasants no later than the 15th century. The winter way from Huittinen and Punkalaidun region to the Aurajoki River valley also ran parallel to it in the Middle Ages. The road network in the Loimaa area will be supplemented in the following updates to Viabundus.","471"
"In 1414, the Bishop of Turku agreed with his tenant farmers in Ylivesi, Sattula and Taipale in Pirkkala that they would annually transport the bishop's tax parcels from Karkku (Sastamala) Church, to Kokemäki Lammainen. The winter road that came from Kulovesi to Nokia Manor via Taivalkunta is also mentioned in 1596. The road continued in the northeast via Vihola to Lake Pyhäjärvi, where it took past the Pirkkala vicarage to Harju and Tammerkoski. The burghers of Turku used the winter road for their trade in Tammerkoski winter fair in 1638–1708. The route marked in Viabundus is indicative, not geographically precise.","454"
"","456"
"English description will be completed later.","452"
"The road from Virttaa to Säkylä, Eura and Eurajoki was part of the late Iron Age (11th to 12th century) network of roads on the Eastern and Northern side of Lake Pyhäjärvi, where the section from Virttaa to Kankaanpää and Säkylä was part of the Huovintie road organised as a common road in the latter half of the 14th century or beginning of the 15th. The oldest section of the summer road from Virttaa to Köyliö Kankaanpää ran along the ridge and was moved closer to the lake Pyhäjärvi sometime in the late 15th century. The section that led from Säkylä over Kauttua bridge to Eura and Eurajoki connected the area to the coast. Information about the summer road along Eurajoki river to Sakylä exists from 1580s. An important crossroads area, a medieval tavern was active in Säkylä in the latter half of the 15th century.","472"
"The winter way from Säräisniemi via Manamansalo church to Paltamo and Vuohenginkoski stream in Kajaani existed already in the 1555, when it was part of an older portage-trail from Käikisalmi (sw. Kexholma) to the mouth of Oulujoki river documented and used by Karelian merchants in 1556. Alongside the winter road, a waterway was used during the thaw from Säräisniemi to the mouth of the Kajaaninjoki River and further to Vuohenginkoski, which was supported by a road between Paltamo and Kajaani, built no later than after the founding of Kajaani Castle in 1604.","489"
"The so-called Hiidentie (Devil’s Road), which led from Somero to Uskela, Salo and Halikko in the early 13th century, was organized as a common road maintained by land-owning peasants possibly in the Middle Ages or the 16th century. The section of the road from Salo to Pertteli, or a route parallel to it, was called Paavintie (the Pope’s Road) in the 18th century.","476"
"The Tavastian road (fi. Hämeentie) from Häme Castle via Janakkala, Pengerkoski, Tuusula and Helsinki parish church to Malmi and the mouth of Vantaanjoki River, was based on older land routes between Vanaja region and the coast. The road was in active use between Häme Castle, the mouth of Vantaanjoki River and Reval (est. Tallinn) in the early 16th century and was probably organised as a common road maintained by land-owning peasants in the early 15th century, possibly as early as the 14th century. A parallel winter way of the summer road existed very likely already in the late Middle Ages. The founding of Helsinki town and Royal Manor at the mouth of Vantaanjoki River in 1550 further supported the use of the road as the main connection between the coast and inner Tavastland. When the town of Helsinki was relocated to its present site in Vironniemi, the road was ordered in 1639 to be built in a condition suitable for carriages.","462"
"According to Bruns & Weczerka (1967) the route via Freyburg was the older road between Merseburg and Naumburg, which was later superseded by the road via Markröhlitz.","60"
"Since 1515 contractually agreed upon compulsory road from Hamburg, Lübeck and Eisleben from the Harz to Thüringen. In a report to Guthmannshausen, the road via Nebra, Tauhardt and Guthmannshausen was referred to as the main road for wares originating from Lübeck, Braunschweig and Magdeburg and going to Franken. Course of the medieval 'copper road' ("Kupferstraße").","66"
"Already in the Middle Ages, a road led from Häme Castle via Hattula and Pälkäne to Tammerkoski and further via Karkku and Tyrvää to Huittinen, which in Jakob Teitt's list of the most important common roads in Finland from 1555–56 was presented in the administrative plans of the time as part of the road from Olavinlinna Castle via Hauho, Pirkkala and Huittinen to Loimaa and Turku. The section of the road from Huittinen to Häme Castle is also included in the contemporaneous list of Duke John's lodgings in 1556. Several 15th century sources mention the road as a common road in the context of bridges and boundary markers alongside it. In places, such as in Tampere Messukylä, the road's alignment can be traced back to the 12th and 13th centuries, and the road may have been a relatively uniform horse track connecting different areas of settlement in Tavastland and Satakunta already at that time. The various sections of the route were organised as a common road maintained by land-owning peasants in a period from the late 14th century to the early 15th century. From Lauttakylä in Huittinen the road branched off via Kokemäki to Lammainen in Harjavalta and further to Ulvila and Pori, and along the Loimijoki River to Vampula and from there to Virttaa, Alastaro and Oripää. The road had parallel winter ways in Hauho-Pälkäne-Kangasala region, and a winter way leading from Pirkkala via Nokia to Sastamala Church and from there to Lammainen, mentioned as early as 1414.","465"
"Already in the latter half of the 15th century a land route and road existed from Kurhila in Asikkala on the western side of Lake Päijänne via Padasjoki and Kuhmoinen to Jämsä along which bridges are documented in 1466 and 1548. Information on the use of the road and the winter way parallel to it exists from the time of the Finnish peasant revolt in 1596. The winter way from Hollola region to Jämsä was equipped with inns in 1640. In Kurhila an important intersection of various land routes existed already in the late Middle Ages, with roads branching off to Upper Viborg Road via Hollola and Lammi and a road leading to the upper alignment of Upper Viborg Road via Vääksy and Urajärvi. The time when the various sections of the roads were organised into common roads maintained by land-owning peasants is unknown, but it probably consists of the period from the mid-15th century to the end of the 16th century. The area also had a network of winter roads that led across Lake Päijänne to Sysmä and followed both shores of Lake Päijänne.","470"
"English description will be completed later.","457"
"Already in the latter half of the 15th century a land route and road existed from Kurhila in Asikkala on the western side of Lake Päijänne via Padasjoki and Kuhmoinen to Jämsä along which bridges are documented in 1466 and 1548. Information on the use of the road and the winter way parallel to it exists from the time of the Finnish peasant revolt in 1596. The winter way from Hollola region to Jämsä was equipped with inns in 1640. In Kurhila an important intersection of various land routes existed already in the late Middle Ages, with roads branching off to Upper Viborg Road via Hollola and Lammi and a road leading to the upper alignment of Upper Viborg Road via Vääksy and Urajärvi. The time when the various sections of the roads were organised into common roads maintained by land-owning peasants is unknown, but it probably consists of the period from the mid-15th century to the end of the 16th century. The area also had a network of winter roads that led across Lake Päijänne to Sysmä and followed both shores of Lake Päijänne.","469"
"The road from Häme Castle to Lohja via Janakkala and Vihti and from Karjaa on the northern alignment of the Great Coastal Road to Raseborg and Tammisaari (sw. Ekenäs) is cited as Meritie (Road to the Sea) in several sources in Tavastland from the 1560s to the 18th century. The road is known to have connected the castles of Häme and Raseborg at the latest in 1508, and tax goods were transported along it from Häme Castle to Stockholm via Tammisaari in the 16th century. The northern Section of the road was used as a winter road for troop movements in 1571. The route that originally connected Vanaja region to Lohja and the coast was probably organised as a common road between Janakkala and Lohja at the latest in the mid-15th century, possibly as early as the end of the 14th century.","473"
"The Great Coastal Road (fi. Suuri Rantatie, sw. Stora Strandvägen) from Turku (sw. Åbo) to Viipuri (sw. Vyborg) t, was organized into a common road maintained by land-owning peasants of the coastal parishes during the 1340s and 1360s, according to surviving information on the maintenance of the large bridges over the Kymi River. The road had a military significance early on. Information on the use of the road and the corresponding winter ways has been preserved since the early 15th century. At the beginning of May 1511, a courier travelling from Viipuri to Turku on horseback spent about eight days on the journey. The road is also presented in Jakob Teitt's 1555–56 list of the most important common roads in Finland. The earliest alignment of the road in Perniö (sw. Bjernå) went through the Royal Manor, but was straightened up to the ridge at the beginning of the 17th century. The road branched off in Western Uusimaa from Karjaa (sw. Karis) to the upper routes leading to Lohja  (sw. Lojo) and Siuntio (sw. Sjundå) and lower via Raseborg and Inkoo (sw. Ingå) to Pikkala in Siuntio. The importance of the branch that led from Espoo (Sw. Esbo) to Munkkiniemi and further to Vironniemi increased after the transfer of the town of Helsinki to Vironniemi in 1640, but may be based on an older local road. The branch from the early Helsinki town and the Royal Manor to the Great Coastal Road in the east was established as common road after the founding of the town and the Manor to the mouth of Vantaa River in 1550. The Great Coastal Road is documented as a proper name for the road in several different 18th century sources. The more recent name of King's Road, which has been used to mark the route in commercial and other activities, , is based on the 1735 Royal Decree on Common Roads, according to which the King's Road (sw. Kungsvägen) was the highest maintenance class of roads in Sweden. The term is known to have been used for major common roads in Swedish-speaking coastal parishes not only in Uusimaa but also in Ostrobothnia.","500"
"Two parallel routes were formed between the settlements of Upper Satakunta and the Kyrönjoki Valley by the 13th century at the latest, one of which was the summer road, which led from the Hämeenkyrö region to Kauhajoki along the ridges, and the other was the winter road that led from Hämeenkyrö to Kurikka via Ikaalinen, Parkano and Jalasjärvi. The summer road continued from Kauhajoki to the village of Talvitie (“Winterway”) in Ilmajoki, from where the summer and winter roads crossed the forests to Ylistaro and further via Isokyrö Church towards the mouths of the Kyrönjoki and Lapuanjoki rivers. The importance of the summer and winter roads grew in the late Middle Ages, when the routes became part of the strategic connection between Korsholma Castle, founded in the 1380s, and Häme Castle. Both seasonal roads were in use in the 15th century, the winter way in 1459. The road leading through the “Wilderness” is mentioned in Jaakko Teitt’s 1555–56 list of the most important common roads in Finland as part of the route between the castles of Korsholm and Häme. The winter road branching from Ostrobothnia to Hämeenkyrö and from there via Kirkkojärvi to Siuro and Nokia and via Viljakkala to Kyrönlahti in Näsijärvi was a central part of the events of the peasant uprising in 1597.","491"
"The Upper Viborg Road (fi. Ylinen Viipurintie), which connected the castles of Häme and Viborg, is included in Jakob Teitt's 1555–1556 list of the most important public roads in Finland. The initial part of the road from Häme Castle via Hauho Eteläinen, Tuulos and Hollola to Uusikylä (r. Nyby) is also included in the 1556 list of lodgings of Duke John. From the village of Lahti in Hollola east of the road, two alternative routes have been in use, one of which, the upper alignment, followed the inner Salpausselkä ridge via Vuolenkoski to Savitaipale and further to Lapvesi. The lower alignment continued in the direction of the outer Salpausselkä ridge to Iitti, Kelti ferry and Lapvesi. Both are based on natural routes that had been in use for a long time. The description in Teitt's list follows the lower alignment, but the upper alignment via Vuolenkoski bridge was still in use at the end of the 16th century, until the bridge was burned down in the 1590s and replaced by a ferry at the beginning of the 17th century. The bridge had been maintained by the parishes of Hollola district in Häme and Lapvesi district in Viborg, which suggests a medieval arrangement. In 1556, King Gustav I ordered one of the two alignments to be destroyed, but the project was not implemented. The lower alignment leading through the Keltti ferry was clearly the main road from the early 17th century. In 1617, a winter road parallel to the summer road also ran through it. The upper and lower alignments, which joined at Lapvesi, continued as at least two parallel roads to Tienhaara in Viborg. Of these, the westernmost road leading through Kauskila and Vaalimaa is included in the Teitt’s list and was also part of the road leading from Kauskila to the Taipale royal manor and Puumala to Olavinlinna Castle, which will be added to the Viabundus database later. The easternmost alignment leading through Kasukkala and the Hanhijoki River in Viipuri parish became more active in the 17th century. The Upper Viborg Road also included the road that led to the Lapvesi marketplace at the beginning of the 16th century at the latest. The Upper Viborg Road was organised in various parts as a common road maintained by land-owning peasants at the beginning of the 15th century at the latest, but possibly as early as the mid-14th century","483"
"At least two different land routes existed in the last quarter of the 15th century between the castle of Viborg and that of Olavinlinna founded in 1475. The older of these was the amphibious road and water route from Tienhaara west of Viborg via Lapvesi, Kauskila, Taipale Royal Manor and Puumala to Olavinlinna castle together with a parallel winter way included in Jakob Teitt's 1555–1556 list of the most important common roads in Finland. Another early route possibly organised into a common road already in the early 15th century, headed from east of Viborg to Ihantala and via Ahvola to Jääski. The northern part of the road from Jääski to Olavinlinna Castle via Ruokolahti and Puumala was only organised as a common road in the latter part of the 17th century. Both routes were early on connected by a land route running through Joutseno, the age of which as a common road is unclear.","466"
null,"379"
null,"381"
null,"387"
"English description will be completed later.","458"
"According to Eberhardt, the toll station of Gottern was located in Altengottern, which indicates that the old route between Mühlhausen and Langensalza took a northerly course between Langensalza and Großengottern until the 15th century. This would be unlikely, as this route would mean a considerable detour.","42"
"According to Le Coq's map of Westfalia (1796-1813), the road between Heede and Rhede was only usable in dry weather conditions.","12"
"According to a 1690 report, the road between Salzwedel and Lübbow was only a footpath, and it was decided that the road was to be developed and a bridge had to be built to make it suitable for heavier traffic. However, it is unclear whether this observation reflects the situation in the preceding centuries, or if the road was once much used, but had deteriorated in the meantime: there is evidence for both possibilities. In any case, the waterway between Salzwedel and Lüchow provided a viable alternative to the land route.","14"
"Presumably, the road between Siek and Sandesneben via Schönberg became only usual for transit traffic in the 17th century; in the Middle Ages, most of the traffic must have taken the route via the toll station Trittau.","16"
"On the <cite>Kurhannoversche Landesaufnahme</cite> (1764-1784), the road between Escheburg and Schnakenbek via Geesthacht is indicated as the post road in winter between Hamburg and Lauenburg. In summer, the post took a more northerly road via Fahrendorf and Krukow, circumventing Geesthacht.","18"
"The road between Iprump and Dingstede via Ganderkesee, circumventing Delmenhorst, was the main road before 1311, and was also used in later times in case of inundations of the road through Delmenhorst.","20"
"According to Aulepp a road used during the High Middle Ages to reach Mühlhausen. According to Born, this is the Zellscher Marktstieg. A wooden bridge led across the Mühlhausen ditch ('Mühlhäuser Landgraben') and it was originally meant for traffic on foot. In 1616 illegal broadening of the path was detected, which led to a destruction of the wooden bridges across the Mühlhausen ditch in 1621.","22"
"The road between Worbis and Mühlhausen via Eigenrode gained more significance in the Late Middle Ages.","24"
"This road has its greatest significance in the High and Late Middle Ages. In 1609 it is mentioned as the road of safe conduct from Mühlhausen to Dingelstädt.","26"
"This part of the road is reconstructed with Eberhardt (1982), who states that the western route to Tennstedt bacame marshy up until most recent times, or was impassable because of a body of water. In the 15th century, this road from Eisenach to Weißensee was blocked in order to force traffic to Erfurt.","30"
"In the 15th century, the road from Eisenach to Weißensee was prohibited for long-distance traffic in order to force traffic through Erfurt.","32"
"The route between Borxleben and Sangerhausen via Edersleben was only used as a main road since the 16th century. Since 1450 a dam existed between Edersleben and Oberröblingen, which facilitated crossing the Helme and made this route more attractive.","34"
"According to Nagel (2001) the so-called "Roter Steiger" formed the ascent into the Harz mountains from Quedlinburg.","36"
"Historical connection between Quedlinburg and Hoym via deserted village Groß Orden according to Nagel (2001).","38"
"The road between Merseburg and Halle via the stations of safe conduct Holleben and Passendorf was the main route between the two towns, which circumvented the wetlands around the confluence of the Saale and Weiße Elster rivers.","40"
"According to Bahn (2002) this is the earlier (early medieval) course of the via regia from Erfurt to Naumburg.","44"
"This part of the road originates in the 19th century and is part of the 'modern' via regia.","46"
"The road of safe conduct between Coburg and Gräfenthal is mentioned in 1414 as the "Jew's road". The name was probably derived from the settlement Judenbach ('Jew's brook') along the road.","50"
"This traveling route has been taken several times by Martin Luther, who traveled from Wittenberg to Borna either via Eilenburg or via Torgau – Grimma. He had to consider territorial borders, in this case the course of the Ernestinian borders around 1485 - 1547.","132"
"Since 1515 contractually agreed upon compulsory road from Hamburg, Lübeck and Eisleben from the Harz to Thüringen. In the "Acta die Landstraße von Weißensee nach Erfurt und die Sachsenburgische Straße betr. von 1522 - 72" (M. st. A. Hep. A 24 b Tit. XXIV, Nr 11.) the main road from Sachsenburg to Sangerhausen is described as going via Ringleben. Shortly before the 30-year-war the Saxonian part of the road was blocked, which was supposed to force traffic to Southern Germany via Leipzig. The blockade was barely heeded due to the war, however.","70"
"The leg of the via regia between Hassenhausen and Naumburg that crossed the Saale river at Kösen was located on marshy terrain, and was only made possible by the work of the monks of Pforta monastery in the 12th century, possibly even only since the middle of the 14th century with the construction of a bridge in Kösen.","142"
"The direct route between Gotha and Herbsleben was the established route in 1515 that had to be taken if one did not cross the Thüringer forest on their way to Hessia. In the "Acta die Landstraße von Weißensee nach Erfurt und die Sachsenburgische Straße betr. von 1522 - 72" (M. st. A. Hep. A 24 b Tit. XXIV, Nr 11.) from 1522 the road is already declared deserted, due to the forced passage ('Straßenzwang') via Erfurt.","72"
"According to a contract from 1515, whoever came from the north, passed the Harz and wanted to go to Crawinkel or Tambach, had to go via Erfurt with its staple.","74"
"This route was used to save on the fees of safe conduct in Sangerhausen and Sachsenburg, as well as to circumvent Erfurt. The safe conduct in Eisleben was cheaper and the route continued on to Tauhardt and into the zone of safe conduct of Weimar, to continue on to the Thüringer Wald. Course of the medieval copper road ('Kupferstraße') (Gräfenthalstraße/Saalfeldsche Straße/Querstraße/Kreuzweg).","76"
"In the 16th century, the circumvention of the safe conduct in Sachsenburg and Weißensee via Kutzleben and Gebesee on the way to Erfurt was only allowed to wagoners from Nordhausen.","78"
"Because the mill weir in the Havel provided an obstacle for ships, water traffic was routed through a side canal, first mentioned in 1315, later known as Jacob's ditch ('Jakobsgraben'). The construction of a pound lock in the town canal in 1548-1550 allowed for a shorter route, setting the detour via the Jakobsgraben out of use.","80"
"In 1548-1550 a pound lock was constructed in the town canal of Brandenburg, which allowed for a shorter route around the mill weir, previously only possible via the Jacob's ditch ('Jakobsgraben'). Possibly, the expansion of the canal and the lock had already begun in 1455.","82"
"Southern circumvention of Erfurt's safe conduct according to a complaint from Erfurt.","86"
""Brücknerscher-" or "Ur-Rennsteig". Already mentioned on a map of 1589 as "Renstick", which makes it the oldest mention of the Rennsteig on a map.","88"
"The Rennsteig, a ridgeway along the heights of the Thuringian Forest, was essentially created as a hiking trail in 1830 by officer Julius Plänckner from Gotha. However, some segments can be traced until the 14th and 15th century. A report from 1597 shows that from then on at the latest the Rennsteig was seen as one connecting ridgeway. It was not used by heavy freight traffic.","90"
"Segment of the Rennsteig which is already mentioned and called as such in 1330 in the description of the Frankensteiner Wildbann.","92"
"Segment of the Rennsteig that is already mentioned in records from 1039, 1143/44, 1227 and 1270, but only refered to as 'platea', a road. Also mentioned in 1330 in the description of the Frankensteiner Wildbann.","94"
""Stromelbe", only navigable leg of the Elbe at Magdeburg. It was blocked by pileworks ('Pfahlwerke') in the 30-year-war and silted up. Only with the construction of the "Roste"-dike until 1686 the Elbe was forced back into its Western leg.","96"
"The marshy area of the "langen wish" was first made crossable with a causeway around 1400. In the 14th century, wagons must have taken a detour via Bodenstedt.","98"
"In 1150 a "strata publica" is mentioned, which is probably connected to the Klusdamm. The Klusdamm itself is first mentioned in 1479. It was well maintained in the following years, since it was a constantly dry passage through the Elbe lowland.","108"
"In 1579-87 a rafting ditch ('Floßgraben') was channeled off at Krossen, in order to transport firewood to the salines in Teuditz and Kötzschau.","116"
"An entry in a register of the margraves of Meißen from 1378 refers to a fee that had to be paid for navigating the Pleiße; there was probably a regular supply transport for the town of Leipzig from the surroundings. The Pleiße was probably navigable from Rötha.","118"
"The direct route between Hannover and Braunschweig via Peine probably only became significant after Hannover had become the residence of the dukes of Brunswick-Lüneburg (1636). Before, most of the traffic must have taken a detour through Hildesheim territory to the south, or north via Burgdorf.","120"
"According to a 1688 report, the road via Dömitz was hard to travel on in wet weather conditions, especially in spring and autumn. Therefore, wagons took the more northerly road via the mill Findenwirunshier, where the toll that normally had to be paid in Dömitz was levied.","122"
"The main road between Bremen and Wildeshausen must have gone through Delmenhorst since an agreement between the count of Delmenhorst and the town of Bremen from 1311. Travellers were sometimes stopped in Varrel and forced to travel via Delmenhorst. However, still in 1652, wagoners from Wildeshausen declared that the common road to Bremen went via Horstedt and Varrel.","124"
"Due to the marshy terrain, heavier traffic took a detour via Kirch- and Sandhatten. The early modern post road circumvented both villages more to the north.","126"
"The original road around the Zwischenahner Meer took the northern route. The more direct but difficult southern route via Zwischenahn is first attested as main road in the 17th century.","128"
"Around Apen the road was in a bad condition and often flooded. The traffic between Bremen and East Frisia was therefore often handled via the waterways.","130"
"English description will be completed later.","459"
"In 1489 the dilapidated causeway at the narrowest place of the Fien mire ('Fiener Bruch') near the village Rogäsen was repaired by the bishop of Brandenburg. As a consequence, the route via the causeway became the main road between Magdeburg and Berlin.","134"
"The course of the road from Erfurt to Weißensee via Stotternheim, Alperstedt, Haßleben and Wundersleben is described in the "Acta die Landstraße von Weißensee nach Erfurt und die Sachsenburgische Straße betr. von 1522-72" (M. st. A. Hep. A 24 b Tit. XXIV, Nr 11.) ","136"
"In documents concerning the safe conduct of Artern from 1661, it is stated that the road between Artern and Reinsdorf, that consisted of several bridges, dams, ditches and pavements in order to cross the Unstrut, was badly damaged by the 30-year-war.","138"
"A dam was constructed through the marshy terrain between Artern and Allstedt after 1580, related to the revival of the Artern saltworks.","140"
"This leg of the road only gains meaning from 1560 when it is opened for traffic from the Netherlands via Mühlhausen to Leipzig. It loses significance in the 19th century.","144"
"This road already held significance in the Early Middle Ages; Henry I. and his bride used it to travel from Herford to Wallhausen. Later it gained significance with the rising trade centres Leipzig and Antwerp. It's direct connection to the Wipper-Leine valley and thus to Hessia and Western Germany gave this route its importance. Therefore, it carried names such as the "Leipzig road", "the proper country and military road from the Harz, Eichsfeld and Nordhausen to Leipzig and Naumburg" or "main Rhine road".","146"
"The route via the valley of the Unstrut was only used rarely, even though only the leg between Memleben and Nebra posed geographical difficulties. Supposedly, the northwest-southeast direction was only seldomly used during the Middle Ages.","148"
"Since 1515, this was supposed to be the proper road from Nuremberg to Erfurt. One had a choice from Gehren to go via Langewiesen and Ilmenau or via Gräfinau.","150"
"This connection between Nordhausen and Sondershausen probably only emerged in the 17th and 18th century. It can only be found in a map from 1750, where it is referred to as postal and country road, while the leg further West via Rüxleben is referred to as "common road".","152"
"This road was determined to be the proper road to Nuremberg from Leipzig in 1683.","154"
"English description will be completed later.","460"
"In 1433 and 1459 it was decreed that traffic between Brandenburg and Magdeburg had to travel via Plaue, where toll had to be paid. With the reconstruction of the Fien dam, traffic began to move via Ziesar and this leg of the road became deserted.","158"
"The road through the valley at the foot of the Harz mountains was probably only used from the 17th century. Before, most of the traffic between Osterode and Herzberg must have taken the route higher up on the hill to the east.","160"
"Since 1515 contractually agreed upon compulsory road from Hamburg, Lübeck and Eisleben from the Harz to Thüringen. In a report to Guthmannshausen, the road via Nebra, Tauhardt and Guthmannshausen was referred to as the main road for wares originating from Lübeck, Braunschweig and Magdeburg and going to Franken.","162"
"The direct road between Schladen and Wiedelah/Vienenburg is mentioned in 18th-century sources; its importance for earlier centuries is hard to assess.","164"
"The Oker river was made navigable between Schladen and Wolfenbüttel in 1575, and between Schladen and Oker in 1577, among others by the construction of locks in the river. This was connected to the reconstruction of the town of Wolfenbüttel into a fortress by the dukes of Brunswick. The river mainly served the transport of stones and timber for construction works in the town. Shipping on the river came to a halt in the Thirty Years' War.","166"
"The Nette (Altenau) was made navigable in 1575, mainly for the transport of stones from the Elm, which were needed for the reconstruction of the town Wolfenbüttel into a fortress by the dukes of Braunschweig. According to a source from 1578, the river was navigable up to Schöppenstedt. However, regarding the low depth of the stream, it is questionable whether it was much used, and shipping on the stream must have stopped around 1610.","168"
"Although shipping activity in Braunschweig might have taken place in the High Middle Ages, it came to a halt due to staple claims of Lüneburg in the 14th century. Shipping on the Oker and Aller river between Braunschweig and Celle was officially allowed in a treaty from 1459 (with the exception of salt, iron and stockfish), and stimulated by construction works in the following years. Shipping traffic on this river segment flourished for some decades, but must have come to a halt before 1507, when it was noticed that toll revenues from Braunschweig ships in Celle had dropped to zero.","170"
"The Leine river was opened for shipping from Hannover in 1381 after the War of the Lüneburg Succession and a feud with the Mandelsloh family, who owned extensive property along the river. Agreements with weir owners secured that ships could pass the obstacles. Shipping on the Leine led to conflicts with Lüneburg and Celle because of its toll and staple claims. An agreement with Hannover for 10 years in 1507 settled the conflict, but it was not renewed afterwards and shipping on the river was discontinued.","172"
"This road was named Hooge Weg or Via Alta. From the beginning of the fifteenth century to the end of the sixteenth century, it marked the border ('Markegrens') between Hees and Heese Veld.","174"
"With the Ilmenau privilege of 1348, the town Lüneburg received the right to remove obstacles in the Ilmenau river upstream from the town in order to make the river navigable. It was mainly used for the transport of firewood for the Lüneburg saltworks. According to a document from 1393, the dukes of Brunswick-Lüneburg had obstructed the river. The section between Medingen and Uelzen was given up in 1562.","176"
"Before the bridges in Berka/Werra were built, a route along the Werra with a ford in Wartha was ocassionally used. However, the ford was a difficult crossing and afterwards an elevation had to be crested, which was only removed in the 19th century.","224"
"The town Elbląg built the so-called Kraffohlkanal in 1495, after the Nogat river had created a more direct connection with the Vistula Lagoon.","503"
"The town of Hamburg tried to prevent free shipping on the southern arm of the Elbe river in order to protect its staple market from the late 14th century onwards. With the acquisition of Moorburg on the southern shore of the river in 1375, the town was able to control the shipping on the southern Elbe and forced passing ships to sail to Hamburg, despite a conflict with the dukes of Brunswick-Lüneburg and the towns Harburg, Stade and Buxtehude, and a 1619 verdict of the Imperial Chamber Court that shipping on the southern Elbe should be free.","178"
"According to a document from 1033, the Ruhr river was navigable until the abbey of Werden. Although shipping is not mentioned in the Ruhr law of 1542, Ruhr barges are mentioned in the harbour regulations of Wesel in 1681. This suggests that at least the lower course of the river remained navigable through the centuries.","180"
"In 1390, Lübeck and the duke of Saxony-Lauenburg came to an agreement that gave the town permission to create a waterway between the Stecknitz in Mölln and the Delvenau, which flows into the Elbe near Lauenburg. A stretch of 11km was dug south of Mölln, the Delvenau was canalised and various locks were constructed until 1398. The resulting so-called Stecknitz canal was much used for salt transports between Lüneburg and Lübeck.","182"
"According to Bruno Ploetz, the road between Lüneburg and Celle via Tellmer and Oberohe was the old cart road for lighter traffic. Its importance decreased in the 18th century in favour of the freight road for heavier traffic via Müden.","236"
"Hamburg acquired permission to construct a canal between the Alster in Stegen and the Beste/Trave in Sülfeld in 1448, in order to create a through-going waterway with Lübeck. The project was only realised as late as 1529, and despite the construction of many locks, there were constant problems with keeping enough water in the canal. Shipping on the canal came to a halt ca. 20 years after its opening.","184"
"The land routes from Harburg and Winsen to the south, circumventing Lüneburg, were prohibited for commercial traffic under the Lüneburg staple privileges of 1392, and from 1467 also for the drift of cattle. However, the town was not always able to enforce the prohibition to use these routes.","186"
"The Ems river between Rheine and Greven became navigable after the construction of a lock in the mill weir in Rheine in 1550. Attempts to stimulate shipping on the river upstream from Greven in the 17th century failed due to low water levels.","188"
"The Ems river was navigable for larger ships only until Meppen. For smaller barges or during higher water levels, shipping was possibly towards Rheine or Greven.","190"
"Around 1480, the dukes of Mecklenburg undertook attempts to create a waterway between the Elbe river and the Baltic Sea via the Schwerin lake using the Stör and Elde rivers, which failed mainly because of resistance of the elector of Brandenburg. Renewed attempts from 1564 onwards resulted in the construction of a new canal between Dömitz and Eldena in 1568-1572, circumventing Brandenburg territory. The waterway was now navigable between Dömitz and the Schwerin lake. The connection between the Schwerin lake and Wismar, however, met with technical difficulties and was probably never operational, despite a depiction of the waterway as a throughgoing canal on a map of Daniel Frese from 1605.","192"
"In 1412 and 1430, Lüneburg received privileges to build new waterways through Mecklenburg territory to transport its salt to the Baltic Sea harbours. From 1553 to 1564, the Schaale river was made navigable, among others by building seven locks. This made shipping between the Elbe river near Boizenburg and lake Schaalsee possible. In Dutzow, on the northern shore of the lake, commodities could be transshipped onto the land road towards the harbour towns. Plans to built a canal between the lake and the town of Wismar were never realised.","194"
"The count of Delmenhorst and the town of Bremen agreed in 1311 to maintain the street between Bremen and Delmenhorst via Huchting for wagons and pedestrians. Previous routes, more northerly via Seehausen and Hasbergen or southerly via Ganderkesee, were now redirected through Delmenhorst. However, the low-lying new road often suffered from flooding, in which case the old routes were used, and inhabitants of Huchting provided ferry services.","196"
"In an agreement between Mainz and Hessia from 1572, this leg of the road from Wanfried to Langensalza is referred to as new road and non-open country road. In 1583 it is elevated to a road of safe conduct.","198"
"Shortly before 1600, landgrave Moritz of Hessen-Kassel launched a project to make the Fulda river navigable, among others through the construction of seven locks. The first ship could sail from Kassel to Hersfeld in 1601. However, it is uncertain whether the river was much used as a waterway; shipping must have come to a halt during the Thirty Years' War.","202"
"This road was probably already mentioned in 1027 in a border description, in 1227 it appears as "Weinstraße".","204"
"A record from 1330 refers to this section of the road as "Hohe Straße".","206"
"Possibly, this route did not exist in 1600, but developed later.","208"
"Developed as a route in the seventeenth century?","210"
"The polder in which Klaaswaal was located came into being in 1539.","212"
"The polder between Klaaswaal and Oudesluis was created in 1602.","214"
"The polder in which Numansdorp is located, was created in 1642.","216"
"Meijel was located on a sand ridge in the otherwise hardly passable Peel high moor region. The existence of a road at this place probably goes back to Roman times, as archaeological evidence attests. In the 18th century, a main road between 's-Hertogenbosch and Cologne is mentioned here, which is supported by the existence of a toll and inns in Meijel. However, the marshy terrain must have made it difficult to use the road. According to English military D. Paterson in 1748, the road was "impassable in winter for wagons of any size". It must therefore have had only secondary importance, with most traffic circumventing the Peel region.","218"
"The road between Hamm and Lünen on the left shore of the Lippe was very soggy and was probably only used for long-distance traffic after the Thirty Years' War.","220"
"Marked as a secondary route before the 15th century in the Mitteldeutscher Heimatatlas. The use of the route for commercial traffic after the 15th century was prohibited by the Leipzig staple regulations, which forced traffic through the city within a 15-mile zone around Leipzig.","222"
"With the construction of a large pound lock in the dam in Zaandam, which was finished in 1547, the Zaan river became the main waterway between Amsterdam and the northern quarter of Holland. Before, the dam was only passable for small vessels; larger ships between Alkmaar and Amsterdam took a detour via Edam.","226"
"After the Hollandse IJssel was dammed from the Lek river at Hoppenesse in 1285, the river gradually silted up. In 1485 it was complained that the river was not navigable anymore between IJsselstein and Oudewater due to this process. Numerous plans in the late 15th and 16th centuries to increase the water flow in the river were never realised.","228"
"The tow canal ('trekvaart') between Amsterdam and Haarlem was constructed in 1631-1632. Upon insistence of Haarlem, who collected toll on the Spaarne river, the canal remained limited to passenger traffic only; heavy freight continued to use the old route via the IJ and Spaarne. Because of the existence of three sluices in Halfweg ('midway'), the canal was interrupted and passengers had to change barges there.","230"
"The southern route between Lüneburg and Soltau via Amelinghausen was the older one and later became known as the cart road; heavier traffic used the northern road via Soderstorf and Hützel from the late 15th century.","232"
"The northern road between Lüneburg and Soltau via Soderstorf and Hützel developed for heavier traffic in the late 15th or 16th century. It was later known as the freight or post road.","234"
null,"351"
"According to Bruno Ploetz, the freight road for heavier traffic between Lüneburg and Celle via Müden developed in the 16th century and gradually replaced the cart road via Tellmer and Oberohe.","238"
"The "Hessenkarrenweg" (Hessian cart road) was the road for carts between Braunschweig and Lüneburg. A road for heavier freight wagons ran more to the east on some parts of the route.","240"
"The freight road for heavy freight wagons between Braunschweig and Lüneburg ran east of the cart road on some parts of the route.","242"
"The road between Bienenbüttel to Oldenstadt and Uelzen via Medingen and Jastorf was known as the winter freight road, because it was usable the entire year, in contrast to the more westerly "summer freight road".","244"
"The road between Bienenbüttel and Uelzen via Seedorf was known as the summer freight road, because it could only be used in dry weather conditions, in contrast to the winter road via Jastorf.","246"
"In 1640, the towns of Harlingen, Franeker and Leeuwarden acquired permission to build towpaths along the already existing sailing route between the towns. The first barge ('trekschuit') sailed the route in 1646. There were five barges in both directions daily. Passengers paid 12 penny for each mile; pedestrians on the tow path 8 penny.","248"
"A tow canal between Leeuwarden, Bolsward and Workum was constructed in 1648.","250"
"The sailing route between Dokkum and Leeuwarden was equipped with a tow path for regular barge ('trekschuit') services in 1647.","252"
"The Damsterdiep between Groningen and Delfzijl was equipped with tow paths for regular barge ('trekschuit') services in 1648-1650.","254"
"On Jacob van Deventer's map of Sloten (mid-16th century), the road leading Northeast towards Sint Nicolaasga is indicated to be a mere footpath. On maps from the mid-17th century, the current road (Spanjaardsdijk) is drawn.","256"
"Shipping on the Oude IJssel does not seem to have taken place before 1582, when the water mill in Keppel, an obstruction to sailing on the river, was demolished. A document from 1590 attests that at this time, there was traffic between Doesburg and Doetinchem. In 1592, works were undertaken to make the river navigable until Bocholt and Anholt.","258"
"After the flood of St Elisabeth (1421), which radically changed the Rhine delta in Holland, the IJssel river gradually became shallower. In the late 16th and 17th century, the river had silted up so much, that the low water levels and numerous sandbanks made sailing impossible during large parts of the year.","260"
"The road between Utrecht and Amersfoort was radically reconstructed as a 60m wide, completely straight avenue in 1652: the "wegh der weegen" ('road of roads'). There seems to have been a medieval precursor of this road at more or less the same place, but its exact course is unknown.","262"
"It is unlikely that any significant shipping took place on the Berkel river before the late 16th century, because of the many mill weirs. In 1591, sergeant major of Lochem Francois Balochij launched a plan to make the river navigable into the bishopric of Münster. At that time, shipping was possible between Zutphen and Borculo. However, it would last until the 1640s until the river was actually made navigable beyond Borculo. In Zutphen, a Berkel company was founded, locks were constructed, and in 1646 the first ship arrived at Langebrücke near Vreden. Plans for a further extension until Coesfeld after 1650 probably led to nothing. The Berkel company went bankrupt in 1671 and renewed attempts to increase the navigability only took place in the 18th century.","264"
"The canal Schipbeek was dug by the town of Deventer with support of the bishop of Utrecht in 1399-1402, and connected Deventer with the upper reaches of the river Regge at Westerflier. Deventer received a privilege of King Philipp II to widen and deepen the Schipbeek in 1576.","266"
"A connection between the Schipbeek and the Regge near Westerflier must have been dug before 1547.","268"
"The connection of the Schipbeek from Westerflier to the Diepenheimse Molenbeek and Buurserbeek was dug shortly after or in 1611. The canal was mainly used for the transport of agricultural produce and wood, which took place predominantly in the winter months, when the roads became unusable and water levels were higher.","270"
"An overland route between Husum and Eiderstedt became only possible in 1489, when the land reclamation of the Dammkoog connected the island of Eiderstedt with the mainland.","272"
"The road between Hillegom and Aalsmeer disappeared when the neck of land between the Haarlem and Leiden lakes disappeared in the water, probably during the flood of St Cosmas and Damian in 1477.","313"
"The canal between Overslag and the Moervaart near Kalve was in a dilapidated state in 1465/66, due to the depletion of the surrounding moors. Shipping between Gent and Axel was hardly possible at the time.","274"
"Large-scale inundations in the northern part of Flanders (modern Zeeuws-Vlaanderen) during the Dutch revolt in the late 16th and early 17th century profoundly changed the structure of the medieval landscape. A precise reconstruction of routes before 1583 is therefore not possible in many cases.","276"
"The road between Biervliet and Boekhoute disappeared when the area was flooded in 1375; Biervliet was now located on an island. The location of the road is not known.","278"
"The Stekense Vaart, a canal that connected Hulst with Gent and Rupelmonde, was constructed in 1314. In the 16th century, the connection with Hulst must have fallen out of use. It is not displayed on maps from that time anymore.","280"
"Plans to improve transportation on the Eiderstedt peninsula by constructing canals date from before 1594. The canal Norderbootfahrt between Tönning and Tetenbüll was dug in 1612, the Süderbootfahrt between Garding and the Eider river near Kating in 1613. In 1615, an additional canal was dug between Tönning and Kating, but this was filled up again in the 18th century.","281"
"The city of Bruges had already launched a plan in 1470 to dig a canal south of Oostburg in the direction of Biervliet to stop the ongoing silting up of the Zwin and to improve shipping. The canal Brugse Vaart was dug in 1502-1505, but only opened in 1516. However, it never fulfilled its task: it silted up soon and was hardly of any importance for shipping.","283"
"Because of the decreasing navigability of the Zwin sea inlet, caused by silting, the city of Bruges dug a new canal, the Zoete or Verse Vaart, between Bruges and Sluis. It was finished in 1566. Although it was used by some seagoing vessels in the early years, the canal soon started to silt up as well.","285"
null,"353"
null,"355"
null,"357"
null,"359"
null,"361"
null,"363"
null,"365"
"The Zwin sea inlet functioned as the harbour of the city of Bruges. Originally it was called Sinkfal and reached until the city, but it gradually silted up through the centuries, leading to a system of outports along the waterway. The first was Damme, where the Zwin was dammed in 1180, later joined by Monnikerede, Hoeke, Mude and Sluis. In the late 15th century pilots were stationed in Sluis to help ships navigate the shallow waters; ordinances are known from 1448/1449 and 1484. Despite continuous attempts of Bruges to maintain the navigability, by the 16th century it was only possible to sail on the Zwin during high tides.","287"
"A "new road" between Itzehoe and Dithmarschen via Hohenhörn was constructed after the conquest of Dithmarschen by Danish troops in 1559, probably in 1577. It circumvented the toll station of Hanerau on the old road to Dithmarschen. Only the crossing of the Holstenau river at Hohenhörn was really new; other parts of the road must have existed before.","289"
"A plan to build a canal between Brussels and the Rupel river near Willebroek, the <em>Brusselsche Schipvaert</em> or <em>Willebroekse Vaart</em>, was already approved by Mary of Burgundy in 1477, but only executed between 1550 and 1561. It connected Brussels with the port of Antwerp, circumventing the troublesome shipping on the shallow and crooked Zenne river and the toll and staple of Mechelen. Regular barge services ('trekschuit') operated on the canal after 1618.","291"
"The street between Frankfurt and Crossen via Ziebingen was opened for commercial traffic in 1535, when the toll of Reppen was moved to the Oder bridge in Frankfurt. Before this year, long-distance traffic travelled between Frankfurt and Crossen via Reppen.","293"
"After the transshipment point between the land and river traffic was moved from Niederfinow to Eberswalde in 1317, including the obligation for merchants to use the roads leading through Eberswalde, the road between Angermünde and Hohenfinow via Niederfinow was closed for commercial traffic.","295"
"The direct route between Flatow and Berlin was only realised with the construction of the bridge at Henningsdorf in 1672. Before that year, the traffic travelled via Spandau.","297"
"In 1367, Duke Bolko of Schweidnitz and the Lords of Cottbus agreed that the use of the road via Fehrow was prohibited for foreign waggons, who should use the road via Peitz instead. According to evidence from the second half of the 17th century, the road via Fehrow was in use again by that time.","299"
"Of the three routes between Leipzig and Oschatz, with crossings of the Mulde river at Eilenburg, Wurzen and Grimma, the road via Wurzen was the least frequented. This was because Wurzen was territory of the bishop of Meißen, and because the river crossing at Wurzen was less convenient: a bridge was only built in 1830.","301"
"The sailing route between Schoonhoven and the Oude Rijn via the Vlist and Dubbele Wiericke remained of local importance only, because of opposition of Gouda in the 16th century.","303"
"The "gecostumeerde route binnendunen" was the official thoroughgoing inland waterway within the county of Holland, that connected the Zuiderzee with the North Sea and the Schelde delta via the IJ, Spaarne, Haarlem and Leiden lakes, Gouwe and the Hollandse IJssel. It was connected to a comital toll system centered around the tolls of Spaarndam, Gouda and Geervliet. It was predominantly important as main thoroughfare within the county of Holland, but also seems to have been used in the international long-distance trade. Numerous attempts to create alternative sailing routes in the 15th and 16th centuries were frustrated by the cities along the route, first and foremost Gouda.","305"
"Archduke Maximilian forbade in 1487 the use of the Vecht river for thoroughgoing shipping that evaded the comital toll in Gouda.","307"
"The Grote Waard was flooded during the flood of St Elisabeth of 1421. Roads in this area are based on reconstructions of the landscape by Rombert Stapel.","309"
"The road via Sloten was the main route between Amsterdam and Haarlem in the Middle Ages. It was threatened by the advancing water of the Haarlem lake in the 15th century: already in 1457, the road had to be moved because parts had been swallowed by the lake, and the part between Vijfhuizen and Sloten definitively disappeared after a storm in 1509. Land traffic now had to use the Spaarndammerdijk to move between the two cities.","311"
"The canals Enkele and Dubbele Wiericke were dug shortly after 1370, possibly also to circumvent the sailing route 'binnendunen' with tolls in Gouda and at the lock Gouwsluis. Because of opposition from Gouda, the canals as a waterway remained of local importance only.","315"
"Most of the eastern part of the island Zuid-Beveland was drowned in 1530; only the city Reimerswaal remained on a small island. The roads between Yerseke, Reimerswaal and the ferry of Yersekeroord have been drawn based on reconstructions of the course of the shoreline before 1530.","317"
"The construction of a canal between the Havel and the Oder via the Finow river was approved by Elector Joachim Friedrich in 1603. Construction works started in 1605, and by 1609 the newly dug canal was navigable between Liebenwalde and Schöpfurth. Construction on the rest of the canal lasted until 1620. However, the canal detoriated during the Thirty Years' War. The new Finow canal built in the 18th century largely followed the course of the old one.","319"
"The road between Zittau and Jablonné v Podještědí was built out as a trade route after 1343. The castle Karlsfried was built by emperor Charles IV in 1357 to safeguard the road and to levy a toll. The use of other roads for commercial traffic between Zittau and Bohemia was prohibited in 1361 and in later charters.","321"
"The road over the Curonian Spit was unsuitable for heavy traffic and probably only used in winter when the road was frozen.","323"
null,"325"
null,"327"
null,"329"
null,"333"
"The roads in the region around Saint Petersburg before the foundation of the city in the 18th century are difficult to reconstruct, because most reliable maps date from after this date.","335"
"Tienen acquired the right to make the river Grote Gete navigable in 1517, among others through the construction of some locks. Construction works were only finished in 1528/1529. Shipping on the river came to a halt during the Dutch Revolt.","337"
null,"339"
null,"341"
null,"343"
null,"345"
null,"347"
null,"349"
"The Roosendaalse Vliet was widened in 1451 and since then used as a waterway between Roosendaal and the sea. There is no evidence of significant trade or transport before 1451.","367"
"The Ucker river is first attested as a waterway between Prenzlau and the Szczecin Lagoon in 1282. It was mainly used for the export of grain from Prenzlau. Transport on the river came to a halt in the early modern period. After the Thirty Years' War, attempts were undertaken to revive the river as waterway.","369"
"A land route through the marshy terrain between Jamburg (Kingisepp) and Novgorod is depicted on early 18th-century maps, but was probably only usable for personal transport in winter, and not for freight traffic.","371"
"A thoroughgoing route between Nöteborg (Shlisselburg) and Novgorod through the marshy terrain via Yam-Tesovo is hypothetical. It was certainly not used for freight traffic.","373"
"The road between Marburg and Gießen via Wolfshausen and Bellnhausen is first documented as being used by post wagons in 1656. Before, the main road must have been the one on the other side of the Lahn river via Niederwalgern and Fronhausen.","375"
"The main road between Jülich and Maastricht, in Roman times via Rimburg, was moved to Herzogenrath in the Middle Ages, where it crossed the Wurm river. Its course can still be traced with the street names Karstraat (cart road), Wijnstraat / Wijngracht (wine road) and Bierstraße (beer road).","377"
"This road is indicated on the "Oldenburgische Vogteikarte" of the late 18th century as "summer post road" between Oldenburg and Delmenhorst/Bremen. The "winter post road" took the drier more southerly route via Dingstede.","383"
"According to a charter from 1387, the river IJssel had two branches near Doesburg. In between, the Beimerwaard was located. The main stream of the IJssel did not pass by the town. Therefore, there were multiple attempts to relocate the main stream to the town, but they were unsuccessful. Only in 1629, the main branch was successfully relocated. However, at high water, the IJssel still flooded via the lower lying lands. ","385"
null,"389"
"The bend in the Meuse river on which Heusden was located was cut short north of town by Den Bosch in or shortly after 1480, to improve the flow of the river and reduce the risk of flooding. River traffic could now circumvent Heusden, leading to a deterioration of its harbour.","391"
"A meander in the Meuse river near Hedikhuizen was cut short in 1474 by the town and villages of Heusden to improve the flow of the river and reduce the risk of flooding.","393"
"The extensive wetlands around the confluence of the Weiße Elster and Saale rivers between Merseburg and Halle hindered traffic. The main route between the two towns took the drier detour via the stations of safe conduct Holleben and Passendorf.","395"
"According to a report from 1708, the route between Petersberg and Landsberg was not much used, because merchants coming from the North mostly travelled to Halle and Merseburg when they reached Petersberg.","397"
"According to a report from 1765, the preferred route for wagoners from Nordhausen to Merseburg and Leipzig circumvented Sangerhausen to the south and went via Oberröblingen, Allstedt, Gatterstädt and Obhausen.","399"
"The road between Meschenbach and Großheirath, part of the route of safe conduct Coburg-Bigen, was only built in 1532-1536. Before, the route took a detour via Untersiemau.","401"
"The dam through the marshy terrain between Artern and Reinsdorf already existed before the Thirty Years' War. However, during Spring floods the dam was hard to use and traffic must have taken the detour via Schönewerda.","403"
"In a record of inheritence from 1551, this leg of the road between Kösen and Pforte monastery is not yet mentioned when describing roads between Kösen and Naumburg, which shows that it must have only gained importance later, if it existed at all.","405"
"Stadtholder Jan de Ligne, count of Aremberg ordered the construction of a canal in 1548-1568, which was named after him: the Arembergergracht. The goal was to allow small ships between Friesland and Zwartsluis in Overijssel to take an inland route and avoid the open Zuiderzee, but only the connection between Zwartsluis and the waterway Steenwijk-Blokzijl was made. An extension to the Linde at Ossenzijl only came into being in 1650.","407"
"Originally Steenwijk was connected to the Zuiderzee at Blokzijl via the river Steenwijker Aa, but this was navigable only for small ships, which made transshipment in Blokzijl necessary. The construction of the canal Steenwijkerdiep in 1626-1632 facilitated shipping between the two places for vessels that were also large enough to sail the Zuiderzee. A towpath was constructed on the southern shore.","409"
"The canal Nieuwe Vecht ("nye graft") was dug around 1497 by the town of Zwolle to shortcut the water route between the river Vecht and the town. A century later the canal was dilapidated and was made navigable again around 1600, although maintaining enough water depth remained a recurring problem.","411"
"Frederik van Blankenheim, bishop of Utrecht, declared on 5 August 1402 that he had heard the complaints of merchants from Salland about the bad state of the road between Ane and Coevorden, which is impassable in winter, and expressed his intentions to improve the road. The costs for the project would be paid by the towns of Salland, who in return would be exempted from the road toll in Coevorden.","415"
"The construction of a road which was passable in all seasons from Den Ham via Daarle to Almelo was agreed upon by the bishop of Utrecht and the lord of Almelo in 1405. The town of Zwolle partly funded the construction works.","417"
"A canal between Blokzijl and Muggenbeet was dug around 1550 to shorten the sailing route between Blokzijl and Steenwijk.","419"
"The town Ypres is named after the stream Iepere, which connected with the river Yser and from there to the North Sea and Bruges. To make it navigable for small boats, it was canalised as early as the late 12th century and became known as Ieperlee. From 1251 onwards a parallel canal, 'zilinc', was constructed with four 'overdrachten', where boats could be hauled over a barrier, to overcome the height differences. The exact course of these waterways disappeared when a new broader canal was dug in the riverbed in 1637-1642.","421"
"To increase the sailing capacity of the old Ieperlee, a new broader and deeper canal was constructed in 1637-1642 between Ypres and the Yser river.","423"
"The route between Gdańsk and Königsberg (Kaliningrad) via the Vistula spit is known from travel reports from the second half of the 17th century. It was characterised as a bad road by Johann Arnold von Brand in 1673 and most probably not used for cargo transports.","425"
"The road between Insterburg (Chernyakhovsk) and Kaunas via Virbalis was created by Poland-Lithuania after the foundation of Virbalis in 1540. In 1572 and 1585 the duke of Prussia forbade the use of this road.","427"
"The road from Oripää to Huittinen via Vampula is mentioned in Jakob Teitt's 1555–56 list of the most important common roads in Finland as part of the common road from Olavinlinna Castle via Hauho and Pirkkala to Huittinen and Turku. Other common roads branched off from the road from Vampula to Virttaa and via Alastaro to Loimaa. The road between Oripää and Huittinen was organized as a common road maintained by land-owning peasants no later than the 15th century. The winter way from Huittinen and Punkalaidun region to the Aurajoki River valley also ran parallel to it in the Middle Ages. The road network in the Loimaa area will be supplemented in the following updates to Viabundus.","477"
"The so-called Nauristie Road (Turnip Road), which led from Häme Oxen Road to the to the Paimio Isosilta bridge on the Great Coastal Road, dates very likely back to the 11th or 12th centuries despite the archaeological excavations carried out near the Nakolinna undated Iron Age hill fort in 1988. The road was used for troop movements in 1599. The road may have been formed as a common road in the Middle Ages or in the 16th century, but its status before the latter part of the 17th century is unclear.","501"
"Already in the late Middle Ages, winter ways following different river valleys led from the lower reaches of the River Aura in the direction of Satakunta and Häme. One of the oldest seems to have been the winter way from Räntämäki in Maaria along the Paattistenjoki river to lake Savonjärvi and further to Yläne, from where it continued across lake Pyhäjärvi to Säkylä, Köyliönkartano and from the northern end of lake Köyliönjärvi to Ylistaro in Kokemäki. The northern end of the road from Ylistaro to Köyliönkartano appears both in the legend of St. Henry written at the end of the 13th century and in The Death-lay of Bishop Henrik from the 1600s. Before Säkylä, a branch of the winter way led from the Pyhäjärvi route to Kauttua in Eura mentioned in 1591 as the "old winter Way". The route marked in Viabundus is indicative, not geographically precise.","492"
"Already in the late Middle Ages, winter ways led from the lower reaches of the River Aura in the direction of Satakunta and Häme, one of the most important of which was from Räntämäki in Maaria parish along Aurajoki river to Oripää and from there along the Hanhijoki and Loimijoki rivers to Huittinen. From there, the winter road continued to Keikyä and further to Tyrvää. The road dates back to the 1400s at the latest and remained in use for a long time. The first part of the road and a possible alignment from Huittinen to Keikyä have been included in Viabundus. The marked route is indicative, not geographically precise.","495"
"The road from Oripää to Huittinen via Vampula is mentioned in Jakob Teitt's 1555–56 list of the most important common roads in Finland as part of the common road from Olavinlinna Castle via Hauho and Pirkkala to Huittinen and Turku. Other common roads branched off from the road from Vampula to Virttaa and via Alastaro to Loimaa. The road between Oripää and Huittinen was organized as a common road maintained by land-owning peasants no later than the 15th century. The winter way from Huittinen and Punkalaidun region to the Aurajoki River valley also ran parallel to it in the Middle Ages. The road network in the Loimaa area will be supplemented in the following updates to Viabundus.","478"
"The road from Hollola along the Mäntsälänjoki river via Porvoo royal manor to the town of Porvoo and mouth of the Porvoo River was organised as a common road in the latter part of the 15th century at the latest, but is based on older routes and winter Ways from Hollola region to the coast. The road was equipped with permanent inns in 1622 and is mentioned as a common road in the 1690s.","461"
"The Upper Viborg Road (fi. Ylinen Viipurintie), which connected the castles of Häme and Viborg, is included in Jakob Teitt's 1555–1556 list of the most important public roads in Finland. The initial part of the road from Häme Castle via Hauho Eteläinen, Tuulos and Hollola to Uusikylä (r. Nyby) is also included in the 1556 list of lodgings of Duke John. From the village of Lahti in Hollola east of the road, two alternative routes have been in use, one of which, the upper alignment, followed the inner Salpausselkä ridge via Vuolenkoski to Savitaipale and further to Lapvesi. The lower alignment continued in the direction of the outer Salpausselkä ridge to Iitti, Kelti ferry and Lapvesi. Both are based on natural routes that had been in use for a long time. The description in Teitt's list follows the lower alignment, but the upper alignment via Vuolenkoski bridge was still in use at the end of the 16th century, until the bridge was burned down in the 1590s and replaced by a ferry at the beginning of the 17th century. The bridge had been maintained by the parishes of Hollola district in Häme and Lapvesi district in Viborg, which suggests a medieval arrangement. In 1556, King Gustav I ordered one of the two alignments to be destroyed, but the project was not implemented. The lower alignment leading through the Keltti ferry was clearly the main road from the early 17th century. In 1617, a winter road parallel to the summer road also ran through it. The upper and lower alignments, which joined at Lapvesi, continued as at least two parallel roads to Tienhaara in Viborg. Of these, the westernmost road leading through Kauskila and Vaalimaa is included in the Teitt’s list and was also part of the road leading from Kauskila to the Taipale royal manor and Puumala to Olavinlinna Castle, which will be added to the Viabundus database later. The easternmost alignment leading through Kasukkala and the Hanhijoki River in Viipuri parish became more active in the 17th century. The Upper Viborg Road also included the road that led to the Lapvesi marketplace at the beginning of the 16th century at the latest. The Upper Viborg Road was organised in various parts as a common road maintained by land-owning peasants at the beginning of the 15th century at the latest, but possibly as early as the mid-14th century.","467"
"The Upper Viborg Road (fi. Ylinen Viipurintie), which connected the castles of Häme and Viborg, is included in Jakob Teitt's 1555–1556 list of the most important public roads in Finland. The initial part of the road from Häme Castle via Hauho Eteläinen, Tuulos and Hollola to Uusikylä (r. Nyby) is also included in the 1556 list of lodgings of Duke John. From the village of Lahti in Hollola east of the road, two alternative routes have been in use, one of which, the upper alignment, followed the inner Salpausselkä ridge via Vuolenkoski to Savitaipale and further to Lapvesi. The lower alignment continued in the direction of the outer Salpausselkä ridge to Iitti, Kelti ferry and Lapvesi. Both are based on natural routes that had been in use for a long time. The description in Teitt's list follows the lower alignment, but the upper alignment via Vuolenkoski bridge was still in use at the end of the 16th century, until the bridge was burned down in the 1590s and replaced by a ferry at the beginning of the 17th century. The bridge had been maintained by the parishes of Hollola district in Häme and Lapvesi district in Viborg, which suggests a medieval arrangement. In 1556, King Gustav I ordered one of the two alignments to be destroyed, but the project was not implemented. The lower alignment leading through the Keltti ferry was clearly the main road from the early 17th century. In 1617, a winter road parallel to the summer road also ran through it. The upper and lower alignments, which joined at Lapvesi, continued as at least two parallel roads to Tienhaara in Viborg. Of these, the westernmost road leading through Kauskila and Vaalimaa is included in the Teitt’s list and was also part of the road leading from Kauskila to the Taipale royal manor and Puumala to Olavinlinna Castle, which will be added to the Viabundus database later. The easternmost alignment leading through Kasukkala and the Hanhijoki River in Viipuri parish became more active in the 17th century. The Upper Viborg Road also included the road that led to the Lapvesi marketplace at the beginning of the 16th century at the latest. The Upper Viborg Road was organised in various parts as a common road maintained by land-owning peasants at the beginning of the 15th century at the latest, but possibly as early as the mid-14th century.","468"
"Häme Oxen Road (fi. Hämeen Härkatie) connecting Tavastland (fi. Häme) and the Aura River Valley first appeared as a land route as early as the Viking Age (800–1050 AD) and connected since the early 14th century Häme and Turku Castles. The name is probably based on the cattle trade that flourished in the Baltic Sea region in the late Middle Ages. The road’s earliest terminus in Turku was Hevostori (Horse market), and it must have been organized as a common road maintained by land-owning peasants no later than the mid-14th century. The road is included in Jakob Teitt's 1555–1556 list of the most important common roads in Finland. The original alignment of the road from Häme Castle to Renko ran through Hattelmala and Alajärvi, but was moved further north no later than the 17th century. An early branch of the road called Hiidentie (Devil’s Road) lead from Somero to Uskela, Salo and Halikko in the early 13th century, and was organized as a public road possibly as early as the Middle Ages or the 16th century. Häme Oxen Road made part of a pilgrimage route From Turku to Tavastland possibly already at the end of the 14th century and is documented as one in the late 15th century. The road also had several parallel winter ways connecting Tavastland and Southwest Finland at different times.","474"
"The road from Säiniö in Viborg to Vammelsuu in the coast of the Gulf of Finland via Kaukjärvi and Uusikirkko has been called the Saint Birgitta road in folklore, which dates its use as a possible pilgrimage route to the 15th and early 16th centuries. The chapel of Saint Birgitta in Talpola has been suggested as a destination for pilgrimages. The road probably continued along the coast of the Gulf of Finland to Kuokkala and the border of Novgorod in the Middle Ages. The road is known to have been used for long distance communication in the late 16th century and it was organised into a common road no later than in the 17th century when its initial section to Kaukjärvi was improved. There were also old winter ways from Ingria between Vammelsuu and Vyborg, one of which led via Muolaanjärvi and the village of Muola and the other alongside the coast to the Gulf of Vyborg.","480"
"The road from Lahti to Olavinlinna Castle via Savilahti (Mikkeli) known as the Great Savolax Road, is mentioned in Jakob Teitt's 1555–1556 list of the most important common roads in Finland, where it is presented as part of the road from Häme Castle to Olavinlinna Castle. The beginning of the road from Häme Castle via Tuulos to Hollola area and the village of Lahti follows the alignment of Upper Viborg Road, from Lahti to Härkälä area the Northern alignment of the Upper Viborg road. The section from Lahti across Jyrängönvirta Stream in Heinola and further to Savilahti may be based on older routes but was organised as a common road maintained by land-owning peasants after the construction of Olavinlinna in the last quarter of the 15th century or the early 16th century. A winter road parallel to the summer road Sysmä to Savitaipale existed in 1443, when the Bishop of Turku founded a tenant farm on Lake Vahvajärvi in Hirvensalmi, so that he would not have to spend the night under the open sky during his inspection tours.","448"
"The route from Grisslehamn in Sweden across Åland to Taivassalo and from there via Vehma and Mynämäki to Turku was organised as a year-round post road for mail transport in 1638, when the Royal Steward Bernhardt Steen von Steenhousen established six post houses in Åland on the route from Stockholm to Turku. The system was abolished in Åland in 1845. The route, called the Great Post Road, consisted of sections from different periods, of which the road on the main island of Åland dates back partly to the 13th century and was part of the road network of Kastelholm Castle, which was founded in the 1380s. On the mainland side, the road from Sannainen in Taivassalo to Vehmaa Vinkkilä dates back no earlier than the first quarter of the 15th century, from Vinniklä to Mynämäki possibly to the last quarter of the 14th century. The oldest section from Mynämäki to Turku must have been a common road maintained by land-owning peasants since the latter half of the 14th century or somewhat earlier. According to research, the year-round use of the route, later called the Great Postal Route, became more active in the 16th century and it was used for communication as early as in 1507. The location of the road and route, as well as the quays, was affected by land elevation.","444"