Migrations

VT→CA (by 1889): Presumed: eastern passenger railway through Chicago and Omaha via Union/Central Pacific lines to San Francisco Bay, then local ferry/rail or road to the city. Kenosha marriage remains nonsettlement evidence.

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1. NY→MO (by 1838, reported): Presumed: canal or wagon from eastern New York to an Ohio/Mississippi river connection, then steamboat toward St. Louis and up the Missouri River or overland wagon to western Missouri; exact river landings unknown.
2. MO→KY (by 1850): Presumed: Missouri–Mississippi–Ohio river steamboat combinations toward Louisville, with road carriage where needed.

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1. NY→IA (by 1855–1856): Presumed: Erie Canal/Great Lakes or eastern railway toward Chicago, then early Midwestern rail and final wagon/road into eastern Iowa. Do not imply direct train to Independence in 1855 (rail reached it in 1859).
2. IA→CA (by 1888): Presumed: transcontinental passenger rail by Omaha and the Union/Central Pacific corridor, connecting through California railways to Los Angeles (north–south line open from 1876).

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1. NY→IL (by 1870): Presumed: Mohawk Valley–Chicago passenger rail and a local rail or road connection to Joliet.
2. IL→SD (by Nov 1891): Presumed: Upper Midwest railway service through Illinois, Minnesota and Dakota connections, then local road/wagon to the South Dakota locality, which is not identified.

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1. NY→MD (by 1785): Presumed: wagon/post road through eastern Pennsylvania and Maryland, alternatively coastal shipping; no personal mode recorded.
2. MD→NY (by 1800): Presumed: coastal packet/sailing vessel between Baltimore and New York, or overland post road; departure year uncertain.
3. NY→OH (by 1820): Presumed: horse/wagon migration over Pennsylvania roads toward the Upper Ohio valley and onward over early Ohio local roads; NOT the National Road in Ohio, which began in 1825.

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NY→NJ (by 1859): Presumed: Hudson River crossing by ferry followed by Paterson-area railway or road conveyance.

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NJ→CA (by 1855–1860): Presumed: steamer from New York to Panama, overland/isthmus transfer (rail only if passage was after its 1855 opening), then Pacific steamer to San Francisco. No named ship or departure date is established.

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NY→NE (by 1900): Presumed: eastern passenger railway to Chicago and Omaha, followed by Nebraska rail to Custer County (serving Ansley/Broken Bow from the 1880s) and wagon/road to Wood River Township.

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1. VT→IL (by Dec 1883): Presumed: Vermont/New York through passenger railway via Buffalo/Chicago, then local rail or road to Oak Park.
2. IL→TX (by 1890): Presumed: Chicago/St. Louis–Texas railroad connections south into San Antonio, served by rail since 1877.

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NY→SD (by 1900): Presumed: passenger rail west through Chicago and Minnesota to Kingsbury County stations such as Arlington/De Smet/Lake Preston (rail settlement dated 1880), then local road/wagon.

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NY→MS (by 1842): Presumed: Hudson River/coastal packet from New York to New Orleans followed by river vessels through the Mississippi–Yazoo/Tallahatchie system toward Locopolis, then ferry/turnpike and wagon to Charleston. An Ohio–Mississippi river approach was also possible.

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1. MI→KS (by 1874): Presumed: Michigan–Chicago railway to Kansas City area, then post-1869 Missouri River rail crossing or local road conveyance to Leavenworth/Kansas side.
2. KS→MO (by 1880): Presumed: local road, ferry, bridge or railway within the Kansas City metro area across the state line; exact crossing unknown.

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1. NH→CO (by 1882): Presumed: New England–Chicago–Omaha/Cheyenne railway to Denver, served by rail since 1870.
2. CO→WY (by 1900): Presumed: regional rail from Denver north to a Union Pacific southern-Wyoming station, then wagon/road toward Hams Fork. Do not assert a station at the reported residence.

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NY→IA (by Mar 1872): Presumed passenger rail west via Chicago and Burlington & Missouri River toward Corning (served by 1869), with local wagon/road to household; IA→NE (by 1878): Presumed regional rail via Omaha to Columbus, NE, then road/wagon to St. Edward area (direct town rail did not arrive until 1883). Neither leg is a documented individual itinerary.

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NY→CA (by Oct 1862): Presumed: rail/steamship to New York harbor, Atlantic steamer to Panama, 1855-era isthmus railway and Pacific steamer to San Francisco, then Sacramento River steamer as far as Red Bluff. An overland trail was an alternative; none is individually proved.

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1. NY→OH (by 1840): Presumed: Erie Canal and Lake Erie vessel toward northern Ohio, then wagon/road south to Troy.
2. OH→MI (by 1860–1870): Presumed: Ohio roads and post-1852 southern Michigan/Toledo railway service to a regional Michigan station, followed by road.
3. MI→OH (by 1887): Presumed: established Michigan–Ohio passenger rail to Cleveland/Bedford.

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NY→LA (by 1850): Presumed: Hudson River or railroad to New York harbor followed by a commercial coastal packet vessel to New Orleans; an inland canal/Ohio–Mississippi riverboat combination remained possible.

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MI→CO (by 1900): Presumed: southern Michigan–Chicago rail connection west via Omaha/Cheyenne or Kansas rail corridors to Denver; reported 1890 city-directory identification remains tentative.

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1. NY→FL (by 1826): Presumed: coastal sailing packet down the Atlantic and Gulf coast to Pensacola; schooner Experiment reported at New Orleans in 1821 but not shown to be settlement passage.
2. FL→AL (by 1840): Presumed: Gulf-coast boat and inland Alabama River steamer or wagon toward Claiborne; exact landing unknown.

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NY→MI (spring 1838): Documented in retrospective 1904 family account: Hudson River steamer, Erie Canal boat to Buffalo, Great Lakes vessel to Detroit, then ox-team wagon to Battle Creek/Calhoun County; reported 23 days.

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NY→IL (by 1858–1860): Presumed: New York passenger railway west by Buffalo/Toledo, Michigan Southern or Michigan Central connecting to Chicago (both reached Chicago 1852), then local road/urban transit for Cook County. Canal-and-lake passage remained possible but is not personally documented.

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1. NY→KY (by 1854): Presumed: eastern passenger rail plus Ohio River steamboat to Louisville, or connecting rail where available; no itinerary documented.
2. KY→DC (by 1870): Presumed: rail via the Ohio Valley and eastern trunk connections to Washington.

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NY→MI (June 1837): Presumed: Erie Canal from central New York to Buffalo, Great Lakes steamer to Detroit, and road/wagon west to Branch County. Michigan Central rail did not yet reach the region.

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WI→CA (by Sep 1880): Presumed: Wisconsin–Chicago rail via Omaha and the 1869 transcontinental line to Truckee, followed by scheduled Sierra Valley stage or wagon north to Sierraville.

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1. VT→MI (by 1862): Presumed: New England/New York rail to Buffalo and west via Toledo, Michigan Southern to White Pigeon with the Constantine branch in service by 1852; short wagon/road transfer to Constantine as needed.
2. MI→IA (April 1868, reported): Presumed: Michigan Southern rail toward Chicago, connecting railway west across the Mississippi (Rock Island bridge open 1856), then an eastern Iowa railhead and final stage/wagon to Osage. Osage itself did not receive railway service until 1869.

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WI→CO (by Mar 1879): Presumed: Wisconsin–Chicago–Omaha/Cheyenne railway to Denver, then Colorado Central train to Idaho Springs (service available since June 1877). Actual mode and exact changes unknown.

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KY→TX (by 1880): Presumed: passenger train through St. Louis or another Mississippi Valley interchange to the Missouri–Kansas–Texas / Houston & Texas Central network into Dallas, rail-served by 1872–1873.

Research qualification: Attributed 1880 Dallas census conflicts with retrospective obituary arrival date.

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NY→IA (by 1870): Presumed: east–west railway through Chicago or a canal/lake-and-rail combination to the Upper Mississippi, then ferry/river crossing and road travel into Clayton County. Do not assign the 1874 McGregor pontoon rail bridge to a move by 1870.

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NY→MO (by 1863–1865): Presumed: railway west from Poughkeepsie through Chicago to East St. Louis, then Mississippi River ferry into St. Louis; Ohio–Mississippi steamboats are another plausible period route. No direct train across the 1874 Eads Bridge during this earlier migration.

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NH→MA (by 1876): Presumed: Eastern Railroad Portsmouth–Boston passenger train, rather than separate Boston-suburb migrations.

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1. NY→NE (by 1880): Presumed: Troy–Chicago–Council Bluffs/Omaha passenger rail, followed by Nebraska regional railway or road to Lancaster County.
2. NE→WA (by 1900, identity qualified): Presumed: passenger railway northward to Northern Pacific connections and west toward Washington, then local road/rail into Cowlitz County. Do not treat a disputed census identity as a verified personal journey.

Research qualification: Washington identification (Egelbert/Egbert) remains qualified pending original 1900 census.

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1. NY→CT (before 1857): Presumed: road and eastern railways connecting New York to Meriden/New Britain, or water-and-road alternatives; precise route unknown.
2. CT→KS (April 1857): Presumed: eastern railway to a Mississippi/Missouri river gateway, river steamer and/or stage to eastern Kansas, then wagon to Coffey County. No railway into Coffey County before 1870.

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1. NY→IA (by Mar 1872): Presumed: Albany/central New York passenger railway through Chicago to a westbound Burlington & Missouri River connection reaching Corning by August 1869, followed by local road to the family home.
2. IA→MO (by 1880): Presumed: local wagon/road or regional rail-and-road movement from southwest Iowa toward Nodaway County, Missouri.

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1. NY→IL (by 1870): Presumed: Buffalo–Chicago railway followed by Illinois regional rail/road to Lee County.
2. IL→IA (by 1880): Presumed: Chicago and northwest Illinois passenger railway over the Mississippi via an available Iowa crossing, continuing by rail toward Council Bluffs.

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NY→WI (by April 1856): Presumed: Albany–Buffalo rail or Erie Canal, lake steamer to a southeastern Wisconsin port such as Southport/Racine/Milwaukee, then road or existing Milwaukee–Janesville rail (opened 1853) plus wagon to Shopiere. Mode not individually documented.

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KY→TX (1879): Presumed: passenger rail from Louisville via Mississippi Valley connections and northeastern Texas lines toward Dallas; Dallas was rail-served before 1879. Exact changes of railway company and junctions unknown.

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IL→KS (by 1887): Presumed: passenger railway from southern Illinois through Missouri into Kansas, connecting to established service to Wichita or Hutchinson; the latter was reached by the Santa Fe in June 1872. Wichita–Hutchinson movement is not an additional migration stage.

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1. MI→Dakota Territory (by 1880): Presumed: rail from Coldwater via Chicago/Twin Cities and Northern Pacific through Fargo to Tower City (railroad station founded in 1879), then local road if household beyond station.
2. Dakota Territory→IL (by 1890): Presumed: eastbound Northern Pacific and connecting passenger lines through Minnesota to Chicago area.

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NY→Oklahoma Territory (c. 1891–1892, reported): Presumed: rail from upstate New York through Chicago/Kansas, then Santa Fe line south through the future Oklahoma City area, open since 1887. OK Territory→IL (by 1900): Presumed: Santa Fe passenger railway north through Kansas and Kansas City to Chicago; Oklahoma corridor established in 1887, Chicago extension in service by 1888. No ticket, manifest, or personal itinerary verified.

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• Genealogy PDF source — see Preview genealogy page above.

NY→CA (by 1860): Presumed: East Coast steamer/isthmus transit and Pacific steamer to San Francisco, then stage/road to Columbia; 1854 Golden Gate passenger 'G. D. Fonda' remains an unconfirmed identity match.

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MI→WA Territory (1877): Documented family-account detail: covered-wagon travel west from Michigan via California, then Seattle; how the San Francisco→Seattle leg was traveled is not established (coastal steamer only presumed).

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NY→IL (1835): Presumed: post/turnpike roads to an Ohio River embarkation (for example Pittsburgh), steamboat down the Ohio to the Mississippi and up the Mississippi toward Warsaw, with local road travel. A different 1837 settler family documented this type of route to Warsaw; it does not document Giles’s journey.

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IL→CO (1866): Presumed: railway from Illinois toward a Missouri River railhead, then overland wagon or stage by Platte Valley routes into Colorado and up to Central City. Rail neither reached Denver nor Central City in 1866.

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NY→IL (between 1855 and 1860): Presumed: eastern rail or Erie Canal/lake passage to Chicago. If the family moved during or after 1856, Illinois Central rail south toward Jackson County and a final wagon to Ava were available; for a 1855 journey, the completed Illinois Central corridor cannot be assumed, and inland river/road travel remains possible.

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NY→PA (by 1860): Presumed contemporary New York–Pennsylvania rail and road connections to Williamsport; employment on railroads does not prove a personal train itinerary.

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1. NY→IL (by Mar 1841): Presumed: Erie Canal/Great Lakes passage toward Chicago, followed by wagon/road toward Warsaw on the Mississippi; alternatively Ohio–Mississippi steamboat links. The Illinois & Michigan Canal did not open until 1848.
2. IL→CO (1874 reported): Presumed: Illinois/Missouri River rail connections to Denver, followed by a Colorado Central train to Boulder (rail in operation by April 1873), or local road/wagon.

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1. NY→IL (1876): Presumed: New York–Chicago passenger railway continuing by established Illinois regional rail/road to Rockford.
2. IL→CO (about 1884): Presumed: Chicago/Illinois westbound rail connections and Denver & Rio Grande to Grand Junction (rail arrived November 1882), followed by road/wagon if Mesa County domicile lay outside the rail town.

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1. CO→AK (by 1900): Presumed: passenger rail from Denver to Seattle or another Puget Sound port followed by Inside Passage coastal steamship to Juneau.
2. AK→ME (June 1901; owner-approved exception): Presumed: coastal steamer south to Puget Sound, transcontinental rail east and New England train/road to Durham, Maine. No individual tickets established.

Research qualification: Approved historical exception to the 1900 cutoff.

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NY→NH (by Sep 1852): Presumed: New York/Boston rail connections with Boston–Portsmouth rail service; exact Albany-origin connection unknown.

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1. NY→VT (by 1850): Presumed: Hudson–Champlain corridor by road and/or canal–lake vessel, then local wagon.
2. VT→NH (by 1868): Presumed: regional railway across Vermont/New Hampshire toward Laconia, with local road for any unserved portion.

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NY→MI (by 1868): Presumed: passenger railway from northern New York toward Buffalo/Niagara, Great Western Railway through southern Ontario to Windsor (opened 1854), and passenger ferry across the Detroit River. Alternate US-side rail existed, but no person-specific routing is established.

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NY→MA (by 1887): Presumed: rail from the Albany/West Troy network eastward, connecting toward Fitchburg and Boston.

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NY→IL (by Dec 1844): Presumed: wagon/post-road and possible canal links toward Pittsburgh/Ohio River, Ohio River steamer toward the lower Ohio (Paducah/Cairo vicinity), then wagon/road inland to Goreville in Johnson County. No 1848 Illinois & Michigan Canal or later rail connection is assigned.

Research qualification: Isaac V. Fondy lineage and identification with Vrooman Fondy remain provisional.

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NY→VT (by 1839): Presumed: from West Troy via the Hudson–Champlain Canal and Lake Champlain shipping to the Vergennes area, with final river/road connection.

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NY→NJ (by 1823): Presumed: horse-drawn road or Hudson River/coastal boat plus overland travel; 1832 Paterson–Hudson railway was not yet operating.

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NY→GA (by 1878): Presumed: eastern and southeastern passenger railway into Georgia, then Macon–Brunswick Railroad (fully in service by 1870) to Brunswick. A coastal steamship to the Brunswick area was also historically possible.

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NY→MI (c. 1848–1849): Presumed: Erie Canal or emerging New York rail to Buffalo, lake steamer to Detroit, Michigan Central train at most as far as Kalamazoo (rail service there by 1846), then wagon/road south to Fabius. A St. Joseph County through-rail arrival is not supported in this period.

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IL→NE (March 1877): Presumed: northern Illinois railway to Chicago/Council Bluffs–Omaha, then Union Pacific west along the Platte Valley directly to North Platte (rails there since December 1866).

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IL→TX (by 26 Dec 1886): Presumed: passenger railway from Illinois via Missouri to Fort Worth/North Texas, then either local road transport to Mansfield or the Fort Worth & New Orleans line if already operating on his exact arrival date (rail reached Mansfield during 1886).

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NY→GA (voyage Jan 1853; settlement by 1870): Recorded travel lead: steamship Alabama, New York to Savannah, Jan 1853. Presumed same coastal steamship corridor for migration; passenger attribution and whether voyage coincided with settlement remain unverified.

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NY→MN (by 1895): Presumed: passenger railway via the Mohawk Valley, Buffalo, Chicago and established Chicago–St. Paul connections. Railroad employment is not proof he used a train for this relocation.

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NY→IL (by 1870): Presumed: through passenger rail west from central New York to Chicago, then northern Illinois railway to Dixon or Amboy (served in the 1850s), followed by road/wagon to Wyoming/Paw Paw Township, Lee County. The rail line from Amboy to Paw Paw was not completed until June 1872.

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NY→VT (by 1835): Presumed: Hudson/Champlain valley roads, with possible Champlain Canal or Lake Champlain steamer and a lake ferry near Charlotte; precise boarding point unknown.

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1. NY→VT (by 1850): Presumed: road and Lake Champlain ferry/steamer from Clinton County to Burlington.
2. VT→WI (1856–1860): Presumed: eastern rail or canal/lake passage to Chicago, then Chicago–Kenosha/Racine shore railway (Kenosha service began May 1855) or Great Lakes steamer.
3. WI→TN (by 1880): Presumed: railway by way of Chicago and older Ohio Valley/Nashville/Chattanooga connections; avoid assigning Cincinnati Southern if travel occurred before its 1880 opening.

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NY→MI (by 1860): Presumed: passenger rail west from New York via Buffalo–Toledo, Michigan Southern rail serving White Pigeon/Sturgis (in service by 1851), then county road/wagon north toward Lockport/Leonidas. The specific line and arrival date are not documented for Jesse.

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1. NY→KY (by 1840): Presumed: New York canal/overland links to the Ohio River and then steamboat into Louisville; no individually proven route.
2. KY→TX (by 1860, provisional): Presumed: Ohio–Mississippi river steamboat toward New Orleans or another Gulf gateway, coastal vessel toward Texas if used, and a substantial road/stage/wagon connection to San Antonio. No railway reached San Antonio until 1877.

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1. NY→MA (1863): Presumed: Hudson valley and Western Railroad connection into Pittsfield.
2. MA→CT (by 1870): Presumed: connecting regional passenger rail toward Winsted, with final road transfer if required.

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1. IL→KS (by 1885): Presumed: rail west through Illinois and Missouri to the Santa Fe route to Kinsley/Dodge City region (rail present since August–September 1872), with rural wagon connection.
2. KS→CA (by 1900): Presumed: southern transcontinental passenger railway toward Southern California and National City, whose through rail connection was operating by late 1885; no specific named routing established.

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NY→WI (by 1828): Presumed: Erie Canal to Buffalo, Great Lakes vessel toward Lake Michigan, then overland/river travel west to Prairie du Chien; exact lake landing and river passages unverified.

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1. NY→PA (by 1860): Presumed: eastbound New York–Philadelphia railway via Hudson/New Jersey connections.
2. PA→IL (1870): Presumed: Pennsylvania/Ohio through-rail connection to Chicago, available by this period.

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LA→GA (by 1900): Presumed: railway east through the Gulf/Southeast networks (for example Mobile and southern Georgia connections), connecting to the pre-existing Atlantic & Gulf / Savannah, Florida & Western line serving Quitman from 1860; final local road if needed.

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MI→Silver City, Utah Territory (now Nevada; by 1860): Presumed Great Lakes/rail westward toward Missouri River trailhead, then wagon via the California Emigrant Trail/Carson branch; the reported California voyage remains unverified.

Research qualification: 1861 versus 1864 death date unresolved; California travel not a proven settlement.

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WI→SD (by 1893–1895): Presumed: rail from southeastern Wisconsin through Chicago/Upper Midwest connections to Huron or another established eastern South Dakota station, then local road/wagon into Beadle County.

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NY→WI (June 1845): Presumed: Erie Canal to Buffalo, Great Lakes steamer calling at Southport/Kenosha or Milwaukee, then stagecoach/wagon inland toward Janesville and Turtle Township. No Wisconsin railroad operated in 1845.

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NY→CA (by 1866–1870): Presumed: New York–Panama Atlantic steamer, Panama railway, Pacific steamer to San Francisco, then bay/coastal steamer, ferry or road to Marin/Sonoma County. Vessel and arrival date unverified.

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NY→OH (by 1860): Presumed (if the move followed 1852): rail across New York to Buffalo, then Lake Shore/Cleveland–Painesville–Ashtabula rail to Painesville. If the move preceded 1852, a Lake Erie vessel with road travel is the safer alternative. Date of his actual arrival is unknown.

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1. NY→IL (by 1860): Presumed: New York State east–west rail corridor through Buffalo to Chicago, with regional railway or road connection to Wheaton.
2. IL→MN (by 1875): Presumed: passenger rail from Chicago via Prairie du Chien to the Twin Cities (available in 1868), then St. Paul and Pacific Railway to Morris, served in 1871.

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NY→MI (Oct 1832): Documented in an 1880 county history: steamer Superior arrived Detroit; he walked from Detroit to Ann Arbor. Travel from Plattsburgh to embarkation is unrecorded (possibly canal/lake links).

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NY→WI (by 1850): Presumed: Erie Canal from the Mohawk Valley toward Buffalo, Great Lakes steamer to Southport (renamed Kenosha in 1850), and short local road travel. Wisconsin rail passage is not required or established.

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IN→CA (by 1860): Presumed: wagon via a Missouri River trailhead and California Trail, then road to Rough and Ready. The Panama sea route is an alternative; alleged 1849 named-ship association is unverified.

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1. NY→IL (by 1870): Presumed: family rail journey west through Buffalo–Chicago, followed by local road to Lee County; inherited travel with father James Robert Fonda is contextual, not personally documented.
2. IL→IA (by 1895): Presumed: northern Illinois rail connections through Chicago or western Iowa to Council Bluffs, rail-served from the east since 1867.

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1. NY→WI (before 1853): Presumed: Erie Canal to Buffalo, Great Lakes steamer to Milwaukee/Racine, then stagecoach or wagon into Janesville; no person-specific transportation record.
2. WI→IA (1853, reported): Presumed: wagon/stage west through southern Wisconsin, Mississippi River ferry or other boat crossing (possibly at Dubuque or Prairie du Chien), then road/wagon to Independence. Railroad service did not reach Independence until December 1859.

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1. NY→KY (by 1849–1850): Presumed: eastern road/canal/rail with Ohio River steamer connection to Louisville.
2. KY→IN (by 1860): Presumed: Ohio River crossing and road/rail north into Lafayette.
3. IN→CA (by 1867): Presumed: wagon party via Missouri River trailheads and California Trail, consistent with but NOT proven by an account naming P. W. Fondy (identity unresolved).

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NY→IA (1855): Presumed: Erie Canal or eastern rail to Chicago, Chicago–Rock Island train (line complete 1854), then riverboat or ferry along/across the Mississippi to an eastern Iowa landing, and wagon to Giard Township. No 1856 Rock Island railroad bridge could have been used in 1855.

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NY→IA (29 Sep 1869 reported): Presumed: established Albany–Chicago passenger railway, continuing toward an eastern or southeastern Iowa railhead, then wagon/road to Sigourney. No train could have arrived directly in Sigourney in 1869.

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NY→PA (by 1870): Presumed: New York & Erie-era passenger rail into northeast Pennsylvania, followed by local wagon/road toward Oregon Township; industrial gravity rail is not assumed.

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1. NY→IL (by 1873): Presumed: New York / Buffalo east–west rail service through to Chicago/Illinois.
2. IL→NE (1878): Presumed: Chicago to Council Bluffs via established Iowa passenger rail (in service by 1867–1869), then Missouri River crossing into Omaha by available 1878 connections.

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IL→KS (by 1887): Presumed: southern Illinois to St. Louis/Kansas City by passenger train, then Kansas railway west/south into Wichita, rail-served from 1872; not tied to a named line or train.

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NY→MN (by 1885): Presumed: east–west rail from the Mohawk Valley through Buffalo/Chicago, then established Chicago–St. Paul passenger railway. No train, operator, or travel date is personally identified.

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NJ→NE (by 1880): Presumed: passenger railway from New Jersey through Chicago and Iowa to Council Bluffs; a Missouri River rail bridge into Omaha was available after 1872. Do not treat Bismarck work activity as another established residence.

Research qualification: Dakota Territory / Bismarck household unverified; retain Omaha migration only.

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NY→IL (by September 1848): Presumed: Erie Canal to Buffalo, Great Lakes steamer to Chicago, then stage/wagon or mixed inland roads toward Springfield. Northern Cross service was local, intermittent and deteriorated by 1847, not a through rail line from Chicago.

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1. IL→CO (by 1870): Presumed: available railway to a Missouri River/Great Plains railhead, followed by stage/wagon to Central City; do not assume rail into Central City (first train 1878) or Denver if the move preceded June 1870.
2. CO→AZ (by Mar 1886): Presumed: Southwest rail connections to the Southern Pacific's Bowie-area railhead, then stage/wagon through the Gila Valley to Safford. No railroad served Safford until 1895.

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NY→WA (by 1910, approved exception): Presumed: rail via the northern transcontinental network to Seattle at an unidentified date; separate 1897 Skagway presence is documented, but passage aboard Alki is conflicted and not assigned.

Research qualification: Approved historical exception to the 1900 cutoff.

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1. NY→CT (by 1827): Presumed: post road / Hudson River packet to New York harbor, coastal packet to southeastern Connecticut, then wagon/road to Montville; no individual itinerary identified.
2. CT→MI (by 1835): Presumed: inland/eastern roads to Hudson–Erie Canal, canal packet to Buffalo, Great Lakes vessel to Detroit, then territorial roads and wagon to Calhoun County. No through Michigan railroad then existed.

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MI→MN (by 1880): Presumed: railway west from Michigan through Chicago to the Twin Cities, then St. Paul and Pacific route to Howard Lake (rail in place in 1869); subsequent western Minnesota residence details are not added as migrations.

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NY→IA (by 1870): Presumed: New York–Buffalo–Chicago passenger railway, westbound railway across the Mississippi into eastern Iowa (bridge and mainline connections available by the late 1860s), then county road/wagon to Beaver Township, Butler County. No specific station or train has been identified.

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VT→WA (by 1900; perhaps by 1890): Presumed: New England–Chicago/St. Paul railway and Northern Pacific route to Tacoma (available after 1883); coastal steamship connections were an alternative. Washington became a state in 1889.

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NY→NJ (by 1859): Presumed: Hudson valley rail/road toward the New York harbor crossing, then Paterson–Hudson railway.

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NY→CA (1849): Documented in retrospective biography: ship George S. Emory, New York around Cape Horn to San Francisco; August 1 versus 6 arrival remains disputed.

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IL→CO (by 1879–1880): Presumed: passenger rail from Springfield through Chicago/Council Bluffs–Omaha or Kansas City connections to Denver, then road/carriage to an unspecified Jefferson County locality.

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