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diff --git a/41041.txt b/41041.txt deleted file mode 100644 index 716891f..0000000 --- a/41041.txt +++ /dev/null @@ -1,4010 +0,0 @@ -The Project Gutenberg EBook of Historic Highways of America (Vol. 10), by -Archer Butler Hulbert - -This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at www.gutenberg.org/license - - -Title: Historic Highways of America (Vol. 10) - The Cumberland Road - -Author: Archer Butler Hulbert - -Release Date: October 13, 2012 [EBook #41041] - -Language: English - -Character set encoding: ASCII - -*** START OF THIS PROJECT GUTENBERG EBOOK HISTORIC HIGHWAYS OF AMERICA *** - - - - -Produced by Greg Bergquist and the Online Distributed -Proofreading Team at http://www.pgdp.net (This file was -produced from images generously made available by The -Internet Archive/American Libraries.) - - - - - - - - - -HISTORIC HIGHWAYS OF AMERICA - -VOLUME 10 - - - - - [Illustration: BRIDGE AT "BIG CROSSINGS"] - - - - - HISTORIC HIGHWAYS OF AMERICA - VOLUME 10 - - The Cumberland Road - - BY - ARCHER BUTLER HULBERT - - _With Maps and Illustrations_ - - [Illustration] - - THE ARTHUR H. CLARK COMPANY - CLEVELAND, OHIO - 1904 - - - - - COPYRIGHT, 1904 - BY - THE ARTHUR H. CLARK COMPANY - - ALL RIGHTS RESERVED - - - - -CONTENTS - - - PAGE - PREFACE 11 - I. OUR FIRST NATIONAL ROAD 15 - II. BUILDING THE ROAD IN THE WEST 71 - III. OPERATION AND CONTROL 91 - IV. STAGECOACHES AND FREIGHTERS 119 - V. MAILS AND MAIL LINES 142 - VI. TAVERNS AND TAVERN LIFE 152 - VII. CONCLUSION 174 - APPENDIXES 189 - - - - -ILLUSTRATIONS - - - I. BRIDGE AT "BIG CROSSINGS" _Frontispiece_ - II. MAP OF CUMBERLAND ROAD IN PENNSYLVANIA AND MARYLAND 55 - III. CHESTNUT RIDGE, PENNSYLVANIA 65 - IV. MAP OF CUMBERLAND ROAD IN THE WEST 79 - V. A CULVERT ON THE CUMBERLAND ROAD IN OHIO 177 - - - - -PREFACE - - -For material used in this volume the author is largely in the debt of -the librarians of the State Libraries of Maryland, Pennsylvania, Ohio, -Indiana, and Illinois. From the Honorable C. B. Galbreath, of the Ohio -State Library, he has received much assistance covering an extended -period. To the late Thomas B. Searight's valuable collection of -biographical and colloquial sketches, _The Old Pike_, the author wishes -to express his great indebtedness. As Mr. Searight gave special -attention to the road in Pennsylvania, the present monograph deals at -large with the story of the road west of the Ohio River, especially in -the state of Ohio. - -The Cumberland Road was best known in some parts as the "United States" -or "National" Road. Its legal name has been selected as the most -appropriate for the present monograph which is revised from a study of -the subject _The Old National Road_ formerly published by the Ohio State -Archaeological and Historical Society. - - A. B. H. - -MARIETTA, OHIO, May 15, 1903. - - - - -The Cumberland Road - - - _It is a monument of a past age; but like all other monuments, it is - interesting as well as venerable. It carried thousands of population - and millions of wealth into the West; and more than any other - material structure in the land, served to harmonize and strengthen, - if not to save, the Union._--VEECH. - - - - -CHAPTER I - -OUR FIRST NATIONAL ROAD - - _The middle ages had their wars and agonies, but also their intense - delights. Their gold was dashed with blood, but ours is sprinkled - with dust. Their life was intermingled with white and purple; ours - is one seamless stuff of brown._--RUSKIN. - - -A person cannot live in the American Central West and be acquainted with -the generation which greets the new century with feeble hand and dimmed -eye, without realizing that there has been a time which, compared with -today, seems as the Middle Ages did to the England for which Ruskin -wrote--when "life was intermingled with white and purple." - -This western boy, born to a feeble republic-mother, with exceeding -suffering in those days which "tried men's souls," grew up as all boys -grow up. For a long and doubtful period the young West grew slowly and -changed appearance gradually. Then, suddenly, it started from its -slumbering, and, in two decades, could hardly have been recognized as -the infant which, in 1787, looked forward to a precarious and doubtful -future. The boy has grown into the man in the century, but the changes -of the last half century are not, perhaps, so marked as those of the -first, when a wilderness was suddenly transformed into a number of -imperial commonwealths. - -When this West was in its teens and began suddenly outstripping itself, -to the marvel of the world, one of the momentous factors in its progress -was the building of a great national road, from the Potomac River to the -Mississippi River, by the United States Government--a highway seven -hundred miles in length, at a cost of seven millions of treasure. This -ribbon of road, winding its way through Maryland, Pennsylvania, Ohio, -Indiana, and Illinois, toward the Mississippi, was one of the most -important steps in that movement of national expansion which followed -the conquest of the West. It is probably impossible for us to realize -fully what it meant to this West when that vanguard of surveyors came -down the western slopes of the Alleghenies, hewing a thoroughfare which -should, in one generation, bind distant and half-acquainted states -together in bonds of common interest, sympathy, and ambition. Until that -day, travelers spoke of "going into" and "coming out of" the West as -though it were a Mammoth Cave. Such were the herculean difficulties of -travel that it was commonly said, despite the dangers of life in the -unconquered land, if pioneers could live to get into the West, nothing -could, thereafter, daunt them. The growth and prosperity of the West was -impossible, until the dawning of such convictions as those which made -the Cumberland Road a reality. - -The history of this famed road is but a continuation of the story of the -Washington and Braddock roads, through Great Meadows from the Potomac to -the Ohio. As outlined in Volumes III and IV of this series, this -national highway was the realization of the youth Washington's early -dream--a dream that was, throughout his life, a dominant force. - -But Braddock's Road was for three score years the only route westward -through southwestern Pennsylvania, and it grew worse and worse with -each year's travel. Indeed, the more northerly route, marked out in part -by General Forbes in 1758, was plainly the preferable road for travelers -to Pittsburg until the building of the Cumberland Road, 1811-1818. - -The rapid peopling of the state of Ohio, and the promise of an equal -development in Indiana and Illinois caused the building of our first and -only great national road. Congress passed an act on the thirtieth of -April, 1802, enabling the people of Ohio to form a state government and -seek admission into the Union. Section seven contained the following -provision: - -"That one-twentieth of the net proceeds of the lands lying within said -State sold by Congress shall be applied to the laying out and making -public roads leading from the navigable waters emptying into the -Atlantic, to the Ohio, to the said state, and through the same, such -roads to be laid out under the authority of Congress, with the consent -of the several states through which the roads shall pass."[1] - -On the third of March, 1803 another act was passed which appropriated -three of the five per cent to laying out roads in the state of Ohio, the -remaining two per cent to be devoted to building a road from navigable -waters leading into the Atlantic Ocean, to the Ohio River contiguous to -the state of Ohio. A committee was appointed to review the matter and -the conclusion of their report to the Senate on the nineteenth of -December, 1805 was as follows: - -"Therefore the committee have thought it expedient to recommend the -laying out and making a road from Cumberland, on the northerly bank of -the Potomac, and within the state of Maryland, to the Ohio river, at the -most convenient place on the easterly bank of said river, opposite to -Steubenville, and the mouth of Grave Creek, which empties into said -river, Ohio, a little below Wheeling in Virginia, This route will meet -and accommodate roads from Baltimore and the District of Columbia; it -will cross the Monongahela at or near Brownsville, sometimes called -Redstone, where the advantage of boating can be taken; and from the -point where it will probably intersect the river Ohio, there are now -roads, or they can easily be made over feasible and proper ground, to -and through the principal population of the state of Ohio."[2] - -Immediately the following act of Congress was passed, authorizing the -laying out and making of the Cumberland Road: - - -AN ACT TO REGULATE THE LAYING OUT AND MAKING A ROAD FROM CUMBERLAND, -IN THE STATE OF MARYLAND, TO THE STATE OF OHIO - -SECTION 1. _Be it enacted by the Senate and House of Representatives of -the United States of America in Congress assembled_, That the President -of the United States be, and he is hereby authorized to appoint, by and -with the advice and consent of the Senate, three discreet and -disinterested citizens of the United States, to lay out a road from -Cumberland, or a point on the northern bank of the river Potomac, in the -state of Maryland, between Cumberland and the place where the main road -leading from Gwynn's to Winchester, in Virginia, crosses the river, to -the state of Ohio; whose duty it shall be, as soon as may be, after -their appointment, to repair to Cumberland aforesaid, and view the -ground, from the points on the river Potomac hereinbefore designated to -the river Ohio; and to lay out in such direction as they shall judge, -under all circumstances the most proper, a road from thence to the river -Ohio, to strike the same at the most convenient place, between a point -on its eastern bank, opposite to the northern boundary of Steubenville, -in said state of Ohio, and the mouth of Grave Creek, which empties into -the said river a little below Wheeling, in Virginia. - -SEC. 2. And be it further enacted, That the aforesaid road shall be laid -out four rods in width, and designated on each side by a plain and -distinguishable mark on a tree, or by the erection of a stake or -monument sufficiently conspicuous, in every quarter of a mile of the -distance at least, where the road pursues a straight course so far or -further, and on each side, at every point where an angle occurs in its -course. - -SEC. 3. And be it further enacted, That the commissioners shall, as soon -as may be, after they have laid out said road, as aforesaid, present to -the President an accurate plan of the same, with its several courses and -distances, accompanied by a written report of their proceedings, -describing the marks and monuments by which the road is designated, and -the face of the country over which it passes, and pointing out the -particular parts which they shall judge require the most and immediate -attention and amelioration, and the probable expense of making the same -possible in the most difficult parts, and through the whole distance; -designating the state or states through which said road has been laid -out, and the length of the several parts which are laid out on new -ground, as well as the length of those parts laid out on the road now -traveled. Which report the President is hereby authorized to accept or -reject, in the whole or in part. If he accepts, he is hereby further -authorized and requested to pursue such measures, as in his opinion -shall be proper, to obtain consent for making the road, of the state or -states through which the same has been laid out. Which consent being -obtained, he is further authorized to take prompt and effectual -measures to cause said road to be made through the whole distance, or in -any part or parts of the same as he shall judge most conducive to the -public good, having reference to the sum appropriated for the purpose. - -SEC. 4. And be it further enacted, That all parts of the road which the -President shall direct to be made, in case the trees are standing, shall -be cleared the whole width of four rods; and the road shall be raised in -the middle of the carriage-way with stone, earth, or gravel or sand, or -a combination of some or all of them, leaving or making, as the case may -be, a ditch or water course on each side and contiguous to said -carriage-way, and in no instance shall there be an elevation in said -road, when finished, greater than an angle of five degrees with the -horizon. But the manner of making said road, in every other particular, -is left to the direction of the President. - -SEC. 5. And be it further enacted, That said commissioners shall each -receive four dollars per day, while employed as aforesaid, in full for -their compensation, including all expenses. And they are hereby -authorized to employ one surveyor, two chainmen and one marker, for -whose faithfulness and accuracy they, the said commissioners, shall be -responsible, to attend them in laying out said road, who shall receive -in full satisfaction for their wages, including all expenses, the -surveyor, three dollars per day, and each chainman and marker, one -dollar per day, while they shall be employed in said business, of which -fact a certificate signed by said commissioners shall be deemed -sufficient evidence. - -SEC. 6. And be it further enacted, That the sum of thirty thousand -dollars be, and the same is hereby appropriated, to defray the expenses -of laying out and making said road. And the President is hereby -authorized to draw, from time to time, on the treasury for such parts, -or at any one time, for the whole of said sum, as he shall judge the -service requires. Which sum of thirty thousand dollars shall be paid, -first, out of the fund of two per cent reserved for laying out and -making roads to the state of Ohio, and by virtue of the seventh section -of an act passed on the thirtieth day of April, one thousand eight -hundred and two, entitled, "An act to enable the people of the eastern -division of the territory northwest of the river Ohio to form a -constitution and state government, and for the admission of such state -into the Union on an equal footing with the original states, and for -other purposes." Three per cent of the appropriation contained in said -seventh section being directed by a subsequent law to the laying out, -opening, and making roads within the said state of Ohio; and secondly, -out of any money in the treasury not otherwise appropriated, chargeable -upon, and reimbursable at the treasury by said fund of two per cent as -the same shall accrue. - -SEC. 7. And be it further enacted, That the President be, and he is -hereby requested, to cause to be laid before Congress, as soon as -convenience will permit, after the commencement of each session, a -statement of the proceedings under this act, that Congress may be -enabled to adopt such further measures as may from time to time be -proper under existing circumstances. - - Approved March 29, 1806. - TH. JEFFERSON. - -President Jefferson appointed Thomas Moore of Maryland, Joseph Kerr of -Ohio, and Eli Williams of Maryland commissioners. Their first report was -presented December 30, 1806, as follows: - -"The commissioners, acting by appointment under the law of Congress, -entitled, 'An act to regulate the laying out and making a road from -Cumberland in the State of Maryland, to the State of Ohio,' beg leave to -report to the President of the United States, and to premise that the -duties imposed by the law became a work of greater magnitude, and a task -much more arduous, than was conceived before entering upon it; from -which circumstance the commissioners did not allow themselves sufficient -time for the performance of it before the severity of the weather -obliged them to retire from it, which was the case in the first week of -the present month (December). That, not having fully accomplished their -work, they are unable fully to report a discharge of all the duties -enjoined by the law; but as the most material and principal part has -been performed, and as a communication of the progress already made may -be useful and proper, during the present session of Congress, and of the -Legislatures of those States through which the route passes, the -commissioners respectfully state that at a very early period it was -conceived that the maps of the country were not sufficiently accurate to -afford a minute knowledge of the true courses between the extreme points -on the rivers, by which the researches of the commissioners were to be -governed; a survey for that purpose became indispensable, and -considerations of public economy suggested the propriety of making this -survey precede the personal attendance of the commissioners. - -"Josias Thompson, a surveyor of professional merit, was taken into -service and authorized to employ two chain carriers and a marker, as -well as one vaneman, and a packhorse-man and horse, on public account; -the latter being indispensable and really beneficial in accelerating the -work. The surveyor's instructions are contained in document No. 1, -accompanying this report. - -"Calculating on a reasonable time for the performance of the -instructions to the surveyor, the commissioners, by correspondence, -fixed on the first day of September last, for their meeting at -Cumberland to proceed in the work; neither of them, however, reached -that place until the third of that month, on which day they all met. - -"The surveyor having, under his instructions, laid down a plat of his -work, showing the meanders of the Potomac and Ohio rivers, within the -limits prescribed for the commissioners, as also the road between those -rivers, which is commonly traveled from Cumberland to Charleston, in -part called Braddock's road; and the same being produced to the -commissioners, whereby straight lines and their true courses were shown -between the extreme points on each river, and the boundaries which limit -the powers of the commissioners being thereby ascertained, serving as a -basis whereon to proceed in the examination of the grounds and face of -the country; the commissioners thus prepared commenced the business of -exploring; and in this it was considered that a faithful discharge of -the discretionary powers vested by the law made it necessary to view -the whole to be able to judge of a preference due to any part of the -grounds, which imposed a task of examining a space comprehending upwards -of two thousand square miles; a task rendered still more incumbent by -the solicitude and importunities of the inhabitants of every part of the -district, who severally conceived their grounds entitled to a -preference. It becoming necessary, in the interim, to run various lines -of experiment for ascertaining the geographical position of several -points entitled to attention, and the service suffering great delay for -want of another surveyor, it was thought consistent with the public -interest to employ, in that capacity, Arthur Rider, the vaneman, who had -been chosen with qualification to meet such an emergency; and whose -services as vaneman could then be dispensed with. He commenced, as -surveyor, on the 22nd day of September, and continued so at field work -until the first day of December, when he was retained as a necessary -assistant to the principal surveyor, in copying field notes and -hastening the draught of the work to be reported. - -"The proceedings of the commissioners are especially detailed in their -general journal, compiled from the daily journal of each commissioner, -to which they beg leave to refer, under mark No. 2. - -"After a careful and critical examination of all the grounds within the -limits prescribed, as well as the grounds and ways out from the Ohio -westwardly, at several points, and examining the shoal parts of the Ohio -river as detailed in the table of soundings, stated in their journal, -and after gaining all the information, geographical, general and -special, possible and necessary, toward a judicial discharge of the -duties assigned them, the commissioners repaired to Cumberland to -examine and compare their notes and journals, and determine upon the -direction and location of their route. - -"In this consultation the governing objects were: - -1. Shortness of distance between navigable points on the eastern and -western waters. - -2. A point on the Monongahela best calculated to equalize the advantages -of this portage in the country within reach of it. - -3. A point on the Ohio river most capable of combining certainty of -navigation with road accommodation; embracing, in this estimate, remote -points westwardly, as well as present and probable population on the -north and south. - -4. Best mode of diffusing benefits with least distance of road. - -"In contemplating these objects, due attention was paid as well to the -comparative merits of towns, establishments and settlements already -made, as to the capacity of the country with the present and probable -population. - -"In the course of arrangement, and in its order, the first point located -for the route was determined and fixed at Cumberland, a decision founded -on propriety, and in some measure on necessity, from the circumstance of -a high and difficult mountain, called Nobley, laying and confining the -east margin of the Potomac, so as to render it impossible of access on -that side without immense expense, at any point between Cumberland and -where the road from Winchester to Gwynn's crosses, and even there the -Nobley mountain is crossed with much difficulty and hazard. And this -upper point was taxed with another formidable objection; it was found -that a high range of mountains, called Dan's, stretching across from -Gwynn's to the Potomac, above this point, precluded the opportunity of -extending a route from this point in a proper direction, and left no -alternative but passing by Gwynn's; the distance from Cumberland to -Gwynn's being upward of a mile less than from the upper point, which -lies ten miles by water above Cumberland, the commissioners were not -permitted to hesitate in preferring a point which shortens the portage, -as well as the Potomac navigation. - -"The point of the Potomac being viewed as a great repository of produce, -which a good road will bring from the west of Laurel Hill, and the -advantages which Cumberland, as a town, has in that respect over an -unimproved place, are additional considerations operating forcibly in -favor of the place preferred. - -"In extending the route from Cumberland, a triple range of mountains, -stretching across from Jening's run in measure with Gwynn's, left only -the alternative of laying the road up Will's creek for three miles, -nearly at right angles with the true course, and then by way of Jening's -run, or extending it over a break in the smallest mountain, on a better -course by Gwynn's, to the top of Savage mountain; the latter was -adopted, being the shortest, and will be less expensive in hill-side -digging over a sloped route than the former, requiring one bridge over -Will's creek and several over Jening's run, both very wide and -considerable streams in high water; and a more weighty reason for -preferring the route by Gwynn's is the great accommodation it will -afford travelers from Winchester by the upper point, who could not reach -the route by Jening's run short of the top of Savage, which would -withhold from them the benefit of an easy way up the mountain. - -"It is, however, supposed that those who travel from Winchester by way -of the upper point to Gwynn's, are in that respect more the dupes of -common prejudice than judges of their own ease, as it is believed the -way will be as short, and on much better ground, to cross the Potomac -below the confluence of the north and south branches (thereby crossing -these two, as well as Patterson's creek, in one stream, equally fordable -in the same season), than to pass through Cumberland to Gwynn's. Of -these grounds, however, the commissioners do not speak from actual view, -but consider it a subject well worthy of future investigation. Having -gained the top of Alleghany mountain, or rather the top of that part -called Savage, by way of Gwynn's, the general route, as it respects the -most important points, was determined as follows, viz: - -"From a stone at the corner of lot No. 1, in Cumberland, near the -confluence of Will's creek and the north branch of the Potomac river; -thence extending along the street westwardly, to cross the hill lying -between Cumberland and Gwynn's, at the gap where Braddock's road passes -it; thence near Gwynn's and Jesse Tomlinson's, to cross the big -Youghiogheny near the mouth of Roger's run, between the crossing of -Braddock's road and the confluence of the streams which form the Turkey -foot; thence to cross Laurel Hill near the forks of Dunbar's run, to the -west foot of that hill, at a point near where Braddock's old road -reached it, near Gist's old place, now Colonel Isaac Meason's, thence -through Brownsville and Bridgeport, to cross the Monongahela river below -Josias Crawfords' ferry; and thence on as straight a course as the -country will admit to the Ohio, at a point between the mouth of Wheeling -creek and the lower point of Wheeling island. - -"In this direction of the route it will lay about twenty-four and a half -miles in Maryland, seventy-five miles and a half in Pennsylvania, and -twelve miles in Virginia; distances which will be in a small degree -increased by meanders, which the bed of the road must necessarily make -between the points mentioned in the location; and this route, it is -believed, comprehends more important advantages than could be afforded -in any other, inasmuch as it has a capacity at least equal to any other -in extending advantages of a highway; and at the same time establishes -the shortest portage between the points already navigated, and on the -way accommodates other and nearer points to which navigation may be -extended, and still shorten the portage. - -"It intersects Big Youghiogheny at the nearest point from Cumberland, -then lies nearly parallel with that river for the distance of twenty -miles, and at the west foot of Laurel Hill lies within five miles of -Connellsville, from which the Youghiogheny is navigated; and in the same -direction the route intersects at Brownsville, the nearest point on the -Monongahela river within the district. - -"The improvement of the Youghiogheny navigation is a subject of too much -importance to remain long neglected; and the capacity of that river, as -high up as the falls (twelve miles above Connellsville), is said to be -equal, at a small expense, with the parts already navigated below. The -obstructions at the falls, and a rocky rapid near Turkey Foot, -constitute the principal impediments in that river to the intersection -of the route, and as much higher as the stream has a capacity for -navigation; and these difficulties will doubtless be removed when the -intercourse shall warrant the measure. - -"Under these circumstances the portage may be thus stated: From -Cumberland to Monongahela, sixty-six and one-half miles. From Cumberland -to a point in measure with Connellsville, on the Youghiogheny river, -fifty-one and one-half miles. From Cumberland to a point in measure with -the lower end of the falls of Youghiogheny, which will lie two miles -north of the public road, forty-three miles. From Cumberland to the -intersection of the route with the Youghiogheny river, thirty-four -miles. - -"Nothing is here said of the Little Youghiogheny, which lies nearer -Cumberland; the stream being unusually crooked, its navigation can only -become the work of a redundant population. - -"The point which this route locates, at the west foot of Laurel Hill, -having cleared the whole of the Alleghany mountain, is so situated as to -extend the advantages of an easy way through the great barrier, with -more equal justice to the best parts of the country between Laurel Hill -and the Ohio. Lines from this point to Pittsburg and Morgan town, -diverging nearly at the same angle, open upon equal terms to all parts -of the western country that can make use of this portage; and which may -include the settlements from Pittsburg, up Big Beaver to the Connecticut -reserve, on Lake Erie, as well as those on the southern borders of the -Ohio and all the intermediate country. - -"Brownsville is nearly equidistant from Big Beaver and Fishing creek, -and equally convenient to all the crossing places on the Ohio, between -these extremes. As a port, it is at least equal to any on the -Monongahela within the limits, and holds superior advantages in -furnishing supplies to emigrants, traders, and other travelers by land -or water. - -"Not unmindful of the claims of towns and their capacity of -reciprocating advantages on public roads, the commissioners were not -insensible of the disadvantage which Uniontown must feel from the want -of that accommodation which a more southwardly direction of the route -would have afforded; but as that could not take place without a -relinquishment of the shortest passage, considerations of public -benefit could not yield to feelings of minor import. Uniontown being -the seat of justice for Fayette county, Pennsylvania, is not without a -share of public benefits, and may partake of the advantages of this -portage upon equal terms with Connellsville, a growing town, with the -advantage of respectable water-works adjoining, in the manufactory of -flour and iron. - -"After reaching the nearest navigation on the western waters, at a point -best calculated to diffuse the benefits of a great highway, in the -greatest possible latitude east of the Ohio, it was considered that, to -fulfill the objects of the law, it remained for the commissioners to -give such a direction to the road as would best secure a certainty of -navigation on the Ohio at all seasons, combining, as far as possible, -the inland accommodation of remote points westwardly. It was found that -the obstructions in the Ohio, within the limits between Steubenville and -Grave creek, lay principally above the town and mouth of Wheeling; a -circumstance ascertained by the commissioners in their examination of -the channel, as well as by common usage, which has long given a decided -preference to Wheeling as a place of embarkation and port of departure -in dry seasons. It was also seen that Wheeling lay in a line from -Brownsville to the centre of the state of Ohio and Post Vincennes. These -circumstances favoring and corresponding with the chief objects in view -in this last direction of the route, and the ground from Wheeling -westwardly being known of equal fitness with any other way out from the -river, it was thought most proper, under these several considerations, -to locate the point mentioned below the mouth of Wheeling. In taking -this point in preference to one higher up and in the town of Wheeling, -the public benefit and convenience were consulted, inasmuch as the -present crossing place over the Ohio from the town is so contrived and -confined as to subject passengers to extraordinary ferriage and delay, -by entering and clearing a ferry-boat on each side of Wheeling island, -which lies before the town and precludes the opportunity of fording when -the river is crossed in that way, above and below the island. From the -point located, a safe crossing is afforded at the lower point of the -island by a ferry in high, and a good ford at low water. - -"The face of the country within the limits prescribed is generally very -uneven, and in many places broken by a succession of high mountains and -deep hollows, too formidable to be reduced within five degrees of the -horizon, but by crossing them obliquely, a mode which, although it -imposes a heavy task of hill-side digging, obviates generally the -necessity of reducing hills and filling hollows, which, on these -grounds, would be an attempt truly quixotic. This inequality of the -surface is not confined to the Alleghany mountain; the country between -the Monongahela and Ohio rivers, although less elevated, is not better -adapted for the bed of a road, being filled with impediments of hills -and hollows, which present considerable difficulties, and wants that -super-abundance and convenience of stone found in the mountain. - -"The indirect course of the road now traveled, and the frequent -elevations and depressions which occur, that exceed the limits of the -law, preclude the possibility of occupying it in any extent without -great sacrifice of distance, and forbid the use of it, in any one part -for more than half a mile, or more than two or three miles in the whole. - -"The expense of rendering the road now in contemplation passable, may, -therefore, amount to a larger sum than may have been supposed necessary, -under an idea of embracing in it a considerable part of the old road; -but it is believed that the contrary will be found most correct, and -that a sum sufficient to open the new could not be expended on the same -distance of the old road with equal benefit. - -"The sum required for the road in contemplation will depend on the style -and manner of making it; as a common road cannot remove the difficulties -which always exist on deep grounds, and particularly in wet seasons, and -as nothing short of a firm, substantial, well-formed, stone-capped road -can remove the causes which led to the measure of improvement, or render -the institution as commodious as a great and growing intercourse appears -to require, the expense of such a road next becomes the subject of -inquiry. - -"In this inquiry the commissioners can only form an estimate by -recurring to the experience of Pennsylvania and Maryland in the business -of artificial roads. Upon this data, and a comparison of the grounds and -proximity of the materials for covering, there are reasons for belief -that, on the route reported, a complete road may be made at an expense -not exceeding six thousand dollars per mile, exclusive of bridges over -the principal streams on the way. The average expense of the Lancaster, -as well as Baltimore and Frederick turnpike, is considerably higher; but -it is believed that the convenient supply of stone which the mountain -affords will, on those grounds, reduce the expense to the rate here -stated. - -"As to the policy of incurring this expense, it is not the province of -the commissioners to declare; but they cannot, however, withhold -assurances of a firm belief that the purse of the nation cannot be more -seasonably opened, or more happily applied, than in promoting the speedy -and effectual establishment of a great and easy road on the way -contemplated. - -"In the discharge of all these duties, the commissioners have been -actuated by an ardent desire to render the institution as useful and -commodious as possible; and, impressed with a strong sense of the -necessity which urges the speedy establishment of the road, they have to -regret the circumstances which delay the completion of the part assigned -them. They, however, in some measure, content themselves with the -reflection that it will not retard the progress of the work, as the -opening of the road cannot commence before spring, and may then begin -with making the way. - -"The extra expense incident to the service from the necessity (and -propriety, as it relates to public economy,) of employing men not -provided for by law will, it is hoped, be recognized and provision made -for the payment of that and similar expenses, when in future it may be -indispensably incurred. - -"The commissioners having engaged in a service in which their zeal did -not permit them to calculate the difference between their pay and the -expense to which the service subjected them, cannot suppose it the wish -or intention of the government to accept of their services for a mere -indemnification of their expense of subsistence, which will be very much -the case under the present allowance; they, therefore, allow themselves -to hope and expect that measures will be taken to provide such further -compensation as may, under all circumstances, be thought neither profuse -nor parsimonious. - -"The painful anxiety manifested by the inhabitants of the district -explored, and their general desire to know the route determined on, -suggested the measure of promulgation, which, after some deliberation, -was agreed on by way of circular letter, which has been forwarded to -those persons to whom precaution was useful, and afterward sent to one -of the presses in that quarter for publication, in the form of the -document No. 3, which accompanies this report. - -"All which is, with due deference, submitted. - - ELI WILLIAMS, - THOMAS MOORE, - JOSEPH KERR. - December 30, 1806." - -Starting from Cumberland the general alignment of Braddock's Road was -pursued, until the point was reached where the old thoroughfare left the -old portage trail, on the summit of Laurel Hill. The course was then -laid straight toward Brownsville (Redstone Old Fort) probably along the -general alignment of the old Indian portage path, and an earlier road. -From Brownsville to Washington was an old road, possibly the course of -the Indian trail. - -As has already been suggested, there was a dispute concerning the point -where the road would touch the Ohio River. The rivalry was most intense -between Wheeling and Steubenville. Wheeling won through the influence of -Henry Clay, to whom a monument was erected at a later date near the town -on the old road. The commissioners rendered a second report on the -fifteenth of January, 1808 as follows: - -"The undersigned, commissioners appointed under the law of the United -States, entitled 'An act to regulate the laying out and making a road -from Cumberland, in the State of Maryland, to the State of Ohio,' in -addition to the communications heretofore made, beg leave further to -report to the President of the United States, that, by the delay of the -answer of the Legislature of Pennsylvania to the application for -permission to pass the road through that state, the commissioners could -not proceed to the business of the road in the spring before vegetation -had so far advanced as to render the work of exploring and surveying -difficult and tedious, from which circumstance it was postponed till the -last autumn, when the business was again resumed. That, in obedience to -the special instructions given them, the route heretofore reported has -been so changed as to pass through Uniontown, and that they have -completed the location, gradation, and marking of the route from -Cumberland to Brownsville, Bridgeport, and the Monongahela river, -agreeably to a plat of the courses, distances and grades in which is -described the marks and monuments by which the route is designated, and -which is herewith exhibited; that by this plat and measurement it will -appear (when compared with the road now traveled) there is a saving of -four miles of distance between Cumberland and Brownsville on the new -route. - -"In the gradation of the surface of the route (which became necessary) -is ascertained the comparative elevation and depression of different -points on the route, and taking a point ten feet above the surface of -low water in the Potomac river at Cumberland, as the horizon, the most -prominent points are found to be elevated as follows, viz.: - - _Feet_ - Summit of Wills mountain 581. - Western foot of same 304.4 - Summit of Savage mountain 2,022.24 - Savage river 1,741.6 - Summit Little Savage mountain 1,900.4 - Branch Pine Run, first Western water 1,699.9 - Summit of Red Hill (afterwards called shades of death) 1,914.3 - Summit Little Meadow mountain 2,026.16 - Little Youghiogheny river 1,322.6 - East Fork of Shade run 1,558.92 - Summit of Negro mountain, highest point[3] 2,328.12 - Middle branch of White's creek, at the west foot of Negro - mountain 1,360.5 - White's creek 1,195.5 - Big Youghiogheny river 645.5 - Summit of ridge between Youghiogheny river and Beaver waters 1,514.5 - Beaver Run 1,123.8 - Summit of Laurel Hill 1,550.16 - Court House in Uniontown 274.65 - A point ten feet above the surfaceof low water in the - Monongahela river, at the mouth of Dunlap's creek 119.26 - -"The law requiring the commissioners to report such parts of the route -as are laid on the old road, as well as those on new grounds, and to -state those parts which require the most immediate attention and -amelioration, the probable expense of making the same passable in the -most difficult parts, and through the whole distance, they have to state -that, from the crooked and hilly course of the road now traveled, the -new route could not be made to occupy any part of it (except an -intersection on Wills mountain, another at Jesse Tomlinson's, and a -third near Big Youghiogheny, embracing not a mile of distance in the -whole) without unnecessary sacrifices of distances and expense. - -"That, therefore, an estimate must be made on the route as passing -wholly through new grounds. In doing this the commissioners feel great -difficulty, as they cannot, with any degree of precision, estimate the -expense of making it merely passable; nor can they allow themselves to -suppose that a less breadth than that mentioned in the law was to be -taken into the calculation. The rugged deformity of the grounds rendered -it impossible to lay a route within the grade limited by law otherwise -than by ascending and descending the hills obliquely, by which -circumstance a great proportion of the route occupies the sides of the -hills, which cannot be safely passed on a road of common breadth, and -where it will, in the opinion of the commissioners, be necessary, by -digging, to give the proper form of thirty feet, at least in the breadth -of the road, to afford suitable security in passing on a way to be -frequently crowded with wagons moving in opposite directions, with -transports of emigrant families, and droves of cattle, hogs, etc., on -the way to market. Considering, therefore, that a road on those grounds -must have sufficient breadth to afford ways and water courses, and -satisfied that nothing short of well constructed and completely finished -conduits can insure it against injuries, which must otherwise render it -impassable at every change of the seasons, by heavy falls of rain or -melting of the beds of snow, with which the country is frequently -covered; the commissioners beg leave to say, that, in a former report, -they estimated the expense of a road on these grounds, when properly -shaped, made and finished in the style of a stone-covered turnpike, at -$6,000 per mile, exclusive of bridges over the principal streams on the -way; and that with all the information they have since been able to -collect, they have no reason to make any alteration in that estimate. - -"The contracts authorized by, and which have been taken under the -superintendence of the commissioner, Thomas Moore (duplicates of which -accompany this report), will show what has been undertaken relative to -clearing the timber and brush from part of the breadth of the road. The -performance of these contracts was in such forwardness on the 1st -instant as leaves no doubt of their being completely fulfilled by the -first of March. - -"The commissioners further state, that, to aid them in the extension of -their route, they ran and marked a straight line from the crossing-place -on the Monongahela, to Wheeling, and had progressed twenty miles, with -their usual and necessary lines of experiment, in ascertaining the -shortest and best connection of practical grounds, when the approach of -winter and the shortness of the days afforded no expectation that they -could complete the location without a needless expense in the most -inclement season of the year. And, presuming that the postponement of -the remaining part till the ensuing spring would produce no delay in the -business of making the road, they were induced to retire from it for the -present. - -"The great length of time already employed in this business makes it -proper for the commissioners to observe that, in order to connect the -best grounds with that circumspection which the importance of the duties -confided to them demanded, it became indispensably necessary to run -lines of experiment and reference in various directions, which exceed an -average of four times the distance located for the route, and that, -through a country so irregularly broken, and crowded with very thick -underwood in many places, the work has been found so incalculably -tedious that, without an adequate idea of the difficulty, it is not easy -to reconcile the delay. - -"It is proper to mention that an imperious call from the private -concerns of Commissioner Joseph Kerr, compelled him to return home on -the 29th of November, which will account for the want of his signature -to this report. - -"All of which is, with due deference, submitted, this 15th day of -January, 1808. - - ELI WILLIAMS, - THOMAS MOORE." - - -It was necessary to obtain permission of each state through which the -Cumberland Road was to be built; Pennsylvania, only, made any condition, -hers being that the road touch the towns of Washington and Uniontown.[4] - -The first contracts were let on the eleventh and the sixteenth of April, -1811, for building the first ten miles west of Cumberland, Maryland. -These contracts were completed in the year following. More were let in -1812, 1813, and 1815; and two years later contracts for all the distance -to Uniontown, Pennsylvania were let. In 1818, United States Mail coaches -were running between Washington, D. C. and Wheeling, Virginia. The cost -of the road averaged $9,745 per mile between Cumberland and Uniontown, -and $13,000 per mile for the entire division from the Potomac to the -Ohio. Too liberal contracts is the reason given for the heavy expense -between Uniontown and Wheeling. - -[Illustration: MAP OF CUMBERLAND ROAD IN PENNSYLVANIA AND MARYLAND] - -A flood of traffic swept over the great highway immediately upon its -completion. As early as the year 1822 it is recorded that a single -one of the five commission houses at Wheeling unloaded one thousand and -eighty-one wagons, averaging three thousand five hundred pounds each, -and paid for freightage of goods the sum of ninety thousand dollars. - -But the road was hardly completed when a specter of constitutional cavil -arose, threatening its existence. In 1822 a bill was passed by Congress -looking toward the preservation and repair of the newly-built road. It -should be stated that the roadbed, though completed in one sense, was -not in condition to be used extensively unless continually repaired. In -many places only a single layer of broken stone had been laid, and, with -the volume of traffic which was daily passing over it, the road did not -promise to remain in good condition. In order to secure funds for the -constant repairs necessary, this bill ordered the establishment of -turnpikes with gates and tolls. The bill was immediately vetoed by -President Monroe on the ground that Congress, according to his -interpretation of the constitution, did not have the power to pass such -a sweeping measure of internal improvement. - -The President based his conclusion upon the following grounds, stated in -a special message to Congress, dated May 4, 1822: - -"A power to establish turnpikes, with gates and tolls and to enforce the -collection of the tolls by penalties, implies a power to adopt and -execute a complete system of internal improvements. A right to impose -duties to be paid by all persons passing a certain road, and on horses -and carriages, as is done by this bill, involves the right to take the -land from the proprietor on a valuation, and to pass laws for the -protection of the road from injuries; and if it exist, as to one road, -it exists as to any other, and to as many roads as Congress may think -proper to establish. A right to legislate for the others is a complete -right of jurisdiction and sovereignty for all the purposes of internal -improvement, and not merely the right of applying money under the power -vested in Congress to make appropriations (under which power, with the -consent of the states through which the road passes, the work was -originally commenced, and has been so far executed). I am of the -opinion that Congress does not possess this power--that the states -individually cannot grant it; for, although they may assent to the -appropriation of money within their limits for such purposes, they can -grant no power of jurisdiction of sovereignty, by special compacts with -the United States. This power can be granted only by an amendment to the -constitution, and in the mode prescribed by it. If the power exist, it -must be either because it has been specially granted to the United -States, or that it is incidental to some power, which has been -specifically granted. It has never been contended that the power was -specifically granted. It is claimed only as being incidental to some one -or more of the powers which are specifically granted. - -"The following are the powers from which it is said to be derived: (1) -From the right to establish post offices and post roads; (2) from the -right to declare war; (3) to regulate commerce; (4) to pay the debts and -provide for the common defense and the general welfare; (5) from the -power to make all laws necessary and proper for carrying into execution -all the powers vested by the constitution in the government of the -United States, or in any department or officer thereof; (6) and lastly -from the power to dispose of and make all needful rules and regulations -respecting the territory and other property of the United States. -According to my judgment it cannot be derived from either of these -powers, nor from all of them united, and in consequence it does not -exist."[5] - -During the early years of this century, the subject of internal -improvements relative to the building of roads and canals was one of the -foremost political questions of the day. No sooner were the debts of the -Revolutionary War paid, and a surplus accumulated, than a systematic -improvement of the country was undertaken. The Cumberland Road was but -one of several roads projected by the general Government. Through the -administrations of Adams, Jefferson, and Madison large appropriations -had been made for numerous improvements. The bill authorizing the -levying of tolls was a step too far, as President Monroe held that it -was one thing to make appropriations for public improvements, but an -entirely different thing to assume jurisdiction and sovereignty over the -land whereon those improvements were made. This was one of the great -public questions in the first half of the present century. President -Jackson's course was not very consistent. Before his election he voted -for internal improvements, even advocating subscriptions by the -Government to the stock of private canal companies, and the formation of -roads beginning and ending within the limits of certain states. In his -message at the opening of the first congress after his accession, he -suggested the division of the surplus revenue among the states, as a -substitute for the promotion of internal improvements by the general -Government, attempting a limitation and distinction too difficult and -important to be settled and acted upon on the judgment of one man, -namely, the distinction between general and local objects. - -"The pleas of the advocates of internal improvement," wrote a -contemporary authority of high standing on economic questions, "are -these: That very extensive public works, designed for the benefit of the -whole Union, and carried through vast portions of its area, must be -accomplished. That an object so essential ought not to be left at the -mercy of such an accident as the cordial agreement of the requisite -number of states, to carry such works forward to their completion; that -the surplus funds accruing from the whole nation cannot be as well -employed as in promoting works in which the whole nation will be -benefited; and that as the interests of the majority have hitherto -upheld Congress in the use of this power, it may be assumed to be the -will of the majority that Congress should continue to exercise it. - -"The answer is that it is inexpedient to put a vast and increasing -patronage into the hands of the general Government; that only a very -superficial knowledge can be looked for in members of Congress as to the -necessity or value of works proposed to be instituted in any parts of -the states, from the impossibility or undesirableness of equalizing the -amount of appropriation made to each; that useless works would be -proposed from the spirit of competition or individual interest; and that -corruption, coextensive with the increase of power, would deprave the -functions of the general Government.... To an impartial observer it -appears that Congress has no constitutional right to devote the public -funds to internal improvements, at its own unrestricted will and -pleasure; that the permitted usurpation of the power for so long a time -indicates that some degree of such power in the hands of the general -Government is desirable and necessary; that such power should be granted -through an amendment of the constitution, by the methods therein -provided; that, in the meantime, it is perilous that the instrument -should be strained for the support of any function, however desirable -its exercise may be. - -"In case of the proposed addition being made to the constitution, -arrangements will, of course, be entered into for determining the -principles by which general are to be distinguished from local objects -or whether such distinction can, on any principle, be fixed; for -testing the utility of proposed objects; for checking extravagant -expenditure, jobbing, and corrupt patronage; in short, the powers of -Congress will be specified, here as in other matters, by express -permission and prohibition."[6] - -In 1824, however, President Monroe found an excuse to sign a bill which -was very similar to that vetoed in 1822, and the great road, whose fate -had hung for two years in the balance, received needed appropriations. -The travel over the road in the first decade after its completion was -heavy, and before a decade had passed the roadbed was in wretched -condition. It was the plan of the friends of the road, when they -realized that no revenue could be raised by means of tolls by the -Government, to have the road placed in a state of good repair by the -Government and then turned over to the several states through which it -passed.[7] - -The liberality of the government, at this juncture, in instituting -thorough repairs on the road, was an act worthy of the road's service -and destiny. - -[Illustration: CHESTNUT RIDGE, PENNSYLVANIA] - -In order to insure efficiency and permanency these repairs[8] were made -on the Macadam system; that is to say, the pavement of the old road was -entirely broken up, and the stones removed from the road; the bed was -then raked smooth, and made nearly flat, having a rise of not more than -three inches from the side to the center in a road thirty feet wide; the -ditches on each side of the road, and the drains leading from them, were -so constructed that the water could not stand at a higher level than -eighteen inches below the lowest part of the surface of the road; and, -in all cases, when it was practicable, the drains were adjusted in such -manner as to lead the water entirely from the side ditches. The culverts -were cleared out, and so adjusted as to allow the free passage of all -water that tended to cross the road. - -Having thus formed the bed of the road, cleaned out the ditches and -culverts, and adjusted the side drains, the stone was reduced to a size -not exceeding four ounces in weight, was spread on with shovels, and -raked smooth. The old material was used when it was of sufficient -hardness, and no clay or sand was allowed to be mixed with the stone. - -In replacing the covering of stone, it was found best to lay it on in -layers of about three inches thick, admitting the travel for a short -interval on each layer, and interposing such obstructions from time to -time as would insure an equal travel over every portion of the road; -care being taken to keep persons in constant attendance to rake the -surface when it became uneven by the action of wheels of carriages. In -those parts of the road, if any, where materials of good quality could -not be obtained for the road in sufficient quantity to afford a course -of six inches, new stone was procured to make up the deficiency to that -thickness; but it was considered unnecessary, in any part, to put on a -covering of more than nine inches. None but limestone, flint, or granite -were used for the covering, if practicable; and no covering was placed -upon the bed of the road till it had become well compacted and -thoroughly dried. At proper intervals, on the slopes of hills, drains -or paved catch-waters were made across the road, whenever the cost of -constructing culverts rendered their use inexpedient. These catch-waters -were made with a gradual curvature, so as to give no jolts to the wheels -of carriages passing over them; but whenever the expense justified the -introduction of culverts, they were used in preference, and in all cases -where the water crossed the road, either in catch-waters or through -culverts, sufficient pavements and overfalls were constructed to provide -against the possibility of the road or banks being washed away by it. - -The masonry of the bridges, culverts, and side-walls was ordered to be -repaired, whenever required, in a substantial manner, and care was taken -that the mortar used was of good quality, without admixture of raw clay. -All the masonry was well pointed with hydraulic mortar, and in no case -was the pointing allowed to be put on after the middle of October. All -masonry finished after this time was well covered, and pointed early in -the spring. Care was taken, also, to provide means for carrying off the -water from the bases of walls, to prevent the action of frost on their -foundations; and it was considered highly important that all foundations -in masonry should be well pointed with hydraulic mortar to a depth of -eighteen inches below the surface of the ground. - -By the year 1818, travel over the first great road across the Allegheny -Mountains into the Ohio Basin had begun. - - - - -CHAPTER II - -BUILDING THE ROAD IN THE WEST - - -The tales of those who knew the road in the West and those who knew it -in the East are much alike. It is probable that there was one important -distinction--the passenger traffic of the road between the Potomac and -Ohio, which gave life on that portion of the road a peculiar flavor, was -doubtless not equaled on the western division. - -For many years the center of western population was in the Ohio Valley, -and good steamers were plying the Ohio when the Cumberland Road was -first opened. Indeed the road was originally intended for the -accommodation of the lower Ohio Valley.[9] Still, as the century grew -old and the interior population became considerable, the Ohio division -of the road became a crowded thoroughfare. An old stage-driver in -eastern Ohio remembers when business was such that he and his companion -Knights of Rein and Whip never went to bed for twenty nights, and more -than a hundred teams might have been met in a score of miles. - -When the road was built to Wheeling, its greatest mission was -accomplished--the portage path across the mountains was completed to a -point where river navigation was almost always available. And yet less -than half of the road was finished. It now touched the eastern extremity -of the great state whose public lands were being sold in order to pay -for its building. Westward lay the growing states of Indiana and -Illinois, a per cent of the sale of whose land had already been pledged -to the road. Then came another moment when the great work paused and the -original ambition of its friends was at hazard. - -In 1820 Congress appropriated one hundred and forty-one thousand dollars -for completing the road from Washington, Pennsylvania to Wheeling. In -the same year ten thousand dollars was appropriated for laying out the -road between Wheeling, Virginia and a point on the left bank of the -Mississippi River, between St. Louis and the mouth of the Illinois -River. For four years the fate of the road west of the Ohio hung in the -balance, during which time the road was menaced by the specter of -unconstitutionality, already mentioned. But on the third day of March, -1825, a bill was passed by Congress appropriating one hundred and fifty -thousand dollars for building the road to Zanesville, Ohio, and the -extension of the surveys to the permanent seat of government in -Missouri, to pass by the seats of government of Ohio, Indiana, and -Illinois.[10] Two years later, one hundred and seventy thousand dollars -was appropriated to complete the road to Zanesville, Ohio, and in 1829 -an additional appropriation for continuing it westward was made.[11] - -It has been noted that the Cumberland Road from Cumberland to Wheeling -was built on a general alignment of a former thoroughfare of the red men -and the pioneers. So with much of the course west of the Ohio. Between -Wheeling and Zanesville the Cumberland Road followed the course of the -first road made through Ohio, that celebrated route marked out, by way -of Lancaster and Chillicothe, to Kentucky, by Colonel Ebenezer Zane, and -which bore the name of Zane's Trace. This first road built in Ohio was -authorized by an act of Congress passed May 17, 1796.[12] This route -through Ohio was a well worn road a quarter of a century before the -Cumberland Road was extended across the Ohio River. - -The act of 1825, authorizing the extension of the great road into the -state of Ohio, was greeted with intense enthusiasm by the people of the -West. The fear that the road would not be continued beyond the Ohio -River was generally entertained, and for good reasons. The debate of -constitutionality, which had been going on for several years, increased -the fear. And yet it would have been breaking faith with the West by the -national Government to have failed to continue the road. - -The act appropriated one hundred and fifty thousand dollars for an -extension of the road from Wheeling to Zanesville, Ohio, and work was -immediately undertaken. The Ohio was by far the greatest body of water -which the road crossed, and for many years the passage from Wheeling to -the opposite side of the Ohio, Bridgeport, was made by ferry. Later a -great bridge, the admiration of the countryside, was erected. The road -entered Ohio in Belmont County, and eventually crossed the state in a -due line west, not deviating its course even to touch cities of such -importance as Newark or Dayton, although, in the case of the former at -least, such a course would have been less expensive than the one -pursued. Passing due west the road was built through Belmont, Guernsey, -Muskingum, Licking, Franklin, Madison, Clark, Montgomery, and Preble -Counties, a distance of over three hundred miles. A larger portion of -the Cumberland Road which was actually completed lay in Ohio than in all -other states through which it passed combined. - -The work on the road between Wheeling and Zanesville was begun in -1825-26. Ground was broken with great ceremony opposite the Court House -at St. Clairsville, Belmont County, July 4, 1825. An address was made by -Mr. William B. Hubbard. The cost of the road in eastern Ohio was much -less than the cost in Pennsylvania, averaging only about three thousand -four hundred dollars per mile. This included three-inch layers of broken -stone, masonry bridges, and culverts. Large appropriations were made for -the road in succeeding years and the work went on from Zanesville due -west to Columbus. The course of the road between Zanesville and Columbus -was perhaps the first instance where the road ignored, entirely, the -general alignment of a previous road between the same two points. The -old road between Zanesville and Columbus went by way of Newark and -Granville, a roundabout course, but probably the most practicable, as -anyone may attest who has traveled over the Cumberland Road in the -western part of Muskingum County. A long and determined effort was made -by citizens of Newark and Granville to have the new road follow the -course of the old, but without effect. Ohio had not, like Pennsylvania, -demanded that the road should pass through certain towns. The only -direction named by law was that the road should go west on the -straightest possible line through the capital of each state. - -The course between Zanesville and Columbus was located by the United -States commissioner, Jonathan Knight, Esq., who, accompanied by his -associates (one of whom was the youthful Joseph E. Johnson), arrived in -Columbus, October 5, 1825. Bids for contracts for building the road from -Zanesville to Columbus were advertised to be received at the -superintendent's office at Zanesville, from the twenty-third to the -thirtieth of June, 1829. The road was fully completed by 1833. The road -entered Columbus on Friend (now Main) Street. There was great rivalry -between the North End and South End over the road's entrance into the -city. The matter was compromised by having it enter on Friend Street and -take its exit on West Broad, traversing High to make the connection. - -[Illustration: MAP OF CUMBERLAND ROAD IN THE WEST] - -Concerning the route out of Columbus, the _Ohio State Journal_ said: - -"The adopted route leaves Columbus at Broad Street, crosses the Scioto -River at the end of that street and on the new wooden bridge erected in -1826 by an individual having a charter from the state. The bridge is not -so permanent nor so spacious as could be desired, yet it may answer the -intended purposes for several years to come. Thence the location passes -through the village of Franklinton, and across the low grounds to the -bluff which is surrounded at a depression formed by a ravine, and at a -point nearly in the prolongation in the direction of Broad Street; -thence by a small angle, a straight line to the bluffs of Darby Creek; -to pass the creek and its bluffs some angles were necessary; thence -nearly a straight line through Deer Creek Barrens, and across that -stream to the dividing grounds, between the Scioto and the Miami waters; -thence nearly down to the valley of Beaver Creek." - -The preliminary survey westward was completed in 1826 and extended to -Indianapolis, Indiana. Bids were advertised for the contract west of -Columbus in July 1830. During the next seven years the work was pushed -on through Madison, Clark, Montgomery, and Preble Counties and across -the Indiana line. Proposals for bids for building the road west of -Springfield, Ohio, were advertised for, during August 1837; a condition -being that the first eight miles be finished by January 1838. These -proposals are interesting today. The following is a typical -advertisement: - -"NATIONAL ROAD IN OHIO.--Notice to contractors.--Proposals will be -received by the undersigned, until the 19th of August inst., for -clearing and grubbing eight miles of the line of National Road west of -this place, from the 55th to the 62nd mile inclusive west of -Columbus--the work to be completed on or before the 1st day of January, -1838. - -"The trees and growth to be entirely cleared away to the distance of 40 -feet on each side of the central axis of the road, and all trees -impending over that space to be cut down; all stumps and roots to be -carefully grubbed out to the distance of 20 feet on each side of the -axis, and where occasional high embankments, or spacious side drains may -be required, the grubbing is to extend to the distance of 30 feet on -each side of the same axis. All the timber, brush, stumps and roots to -be entirely removed from the above space of 80 feet in width and the -earth excavated in grubbing, to be thrown back into the hollows formed -by removing the stumps and roots. - -"The proposals will state the price per linear rod or mile, and the -offers of competent, or responsible individuals only will be accepted. - -"Notice is hereby given to the proprietors of the land, on that part of -the line of the National Road lying between Springfield and the Miami -river, to remove all fences and other barriers now across the line a -reasonable time being allowed them to secure that portion of their -present crops which may lie upon the location of the road. - - G. DUTTON, - _Lieutenant U. S. Engineers Supt._ - - National Road Office, Springfield, Ohio. - August 2nd 1837."[13] - -Indianapolis was the center of Cumberland Road operations in Indiana, -and from that city the road was built both eastward and westward. The -road entered Indiana through Wayne County but was not completed until -taken under a charter from the state by the Wayne County Turnpike -Company, and finished in 1850. When Indiana and Illinois received the -road from the national Government it was not completed, though graded -and bridged as far west as Vandalia, then the capital of Illinois. - -The Cumberland Road was not to Indiana and Illinois what it was to Ohio, -for somewhat similar reasons that it was less to Ohio than to -Pennsylvania, for the further west it was built the older the century -grew, and the newer the means of transportation which were coming -rapidly to the front. This was true, even, from the very beginning. The -road was hardly a decade old in Pennsylvania, when two canals and a -railroad over the portage, offered a rival means of transportation -across the state from Harrisburg to Pittsburg.[14] When the road reached -Wheeling, Ohio River travel was very much improved, and a large -proportion of traffic went down the river by packet. When the road -entered Indiana, new plans for internal improvements were under way -beside which a turnpike was almost a relic. In 1835-36, Indiana passed -an internal improvement bill, authorizing three great canals and a -railway.[15] The proposed railway, from the village of Madison on the -Ohio River northward to Indianapolis, is a pregnant suggestion of the -amount of traffic to Indiana from the east which passed down the Ohio -from Wheeling, instead of going overland through Ohio.[16] This was, -undoubtedly, mostly passenger traffic, which was very heavy at this -time.[17] - -But the dawning of a new era in transportation had already been heralded -in the national hall of legislation. In 1832 the House Committee on -Roads and Canals had discussed in their report the question of the -relative cost of various means of intercommunication, including -railways. Each report of the committee for the next five years mentioned -the same subject, until, in 1836, the matter of substituting a railway -for the Cumberland Road between Columbus and the Mississippi was very -seriously considered. - -In that year a House Bill (No. 64) came back from the Senate amended in -two particulars, one authorizing that the appropriations made for -Illinois should be confined to grading and bridging only, and should not -be construed as implying that Congress had pledged itself to macadamize -the road. - -The House Committee struck out these amendments and substituted a more -sweeping one than any yet suggested in the history of the road. This -amendment provided that a railroad be constructed west of Columbus with -the money appropriated for a highway. The committee reported, that, -after long study of the question, many reasons appeared why the change -should be made. It was stated to the committee by respectable authority, -that much of the stone for the masonry and covering for the road east of -Columbus had to be transported for considerable distances over bad roads -across the adjacent country at very great expense, and that, in its -continuance westward through Ohio, this source of expense would be -greatly augmented. Nevertheless the compact at the time of the admission -of the western states supposed the western termination of the road -should be the Mississippi. The estimated expense of the road's extension -to Vandalia, Illinois, sixty-five miles east of the Mississippi, -amounted to $4,732,622.83, making the total expense of the entire road -amount to about ten millions. The committee said it would have been -unfaithful to the trust reposed in it, if it had not bestowed much -attention upon this matter, and it did not hesitate to ground on a -recent report of the Secretary of War, this very important change of the -plan of the road. This report of the War Department showed that the -distance between Columbus and Vandalia was three hundred and thirty-four -miles and the estimated cost of completing the road that far would be -$4,732,622.83, of which $1,120,320.01 had been expended and -$3,547,894.83 remained to be expended in order to finish the road to -that extent according to plans then in operation; that after its -completion it would require an annual expenditure on the three hundred -and thirty-four miles of $392,809.71 to keep it in repair, the engineers -computing the annual cost of repairs of the portion of the road between -Wheeling and Columbus (one hundred and twenty-seven miles) at -$99,430.30. - -On the other hand the estimated cost of a railway from Columbus to -Vandalia on the route of the Cumberland Road was $4,280,540.37, and the -cost of preservation and repair of such a road, $173,718.25. Thus the -computed cost of the railway exceeded that of the turnpike but about -twenty per cent, while the annual expense of repairing the former would -fall short more than fifty-six per cent. In addition to the advantage of -reduced cost was that of less time consumed in transportation; for, -assuming as the committee did a rate of speed of fifteen miles per hour -(which was five miles per hour less than the then customary speed of -railway traveling in England on the Liverpool and Manchester Railroad, -and about the ordinary rate of speed of the American locomotives), it -would require only twenty-three hours for news from Baltimore to reach -Columbus, forty-two hours to Indianapolis, fifty-four to Vandalia, and -fifty-eight to St. Louis. - -One interesting argument for the substitution of the railway for the -Cumberland Road was given as follows: - -"When the relation of the general Government to the states which it -unites is justly regarded; when it is considered it is especially -charged with the common defense; that for the attainment of this end -the militia must be combined in time of war with the regular army and -the state with the United States troops; that mutual prompt and vigorous -concert should mark the efforts of both for the accomplishment of a -common end and the safety of all; it seems needless to dwell upon the -importance of transmitting intelligence between the state and federal -government with the least possible delay and concentrating in a period -of common danger their joint efforts with the greatest possible -dispatch. It is alike needless to detail the comparative advantages of a -railroad and an ordinary turnpike under such circumstances. A few weeks, -nay, a very few days, or hours, may determine the issue of a campaign, -though happily for the United States their distance from a powerful -enemy may limit the contingency of war to destruction short of that by -which the events of an hour had involved ruin of an empire." - -Despite the weight of argument presented by the House Committee their -amendment was in turn stricken out, and the bill of 1836 appropriated -six hundred thousand dollars for the Cumberland Road, both of the -Senate amendments which the House Committee had stricken out being -incorporated in the bill. - -The last appropriation for the Cumberland Road was dated May 25, 1838; -it granted one hundred and fifty thousand dollars for the road in both -Ohio and Indiana, and nine thousand dollars for the road in Illinois. - - - - -CHAPTER III - -OPERATION AND CONTROL - - -The Cumberland Road was built by the United States Government under the -supervision of the War Department. Of its builders, whose names will -ever live in the annals of the Middle West, Brigadier-general Gratiot, -Captains Delafield, McKee, Bliss, Bartlett Hartzell, Williams, Colquit, -and Cass, and Lieutenants Mansfield, Vance, and Pickell are best -remembered on the eastern division. Nearly all became heroes of the -Mexican or Civil Wars, McKee falling at Buena Vista, Williams at -Monterey, and Mansfield, then major-general, at Antietam. - -Among the best known supervisors in the west were Commissioners C. W. -Weaver, G. Dutton, and Jonathan Knight. - -The road had been built across the Ohio River but a short time when it -was realized that a revenue must be raised for its support from those -who traveled upon it. As we have seen, a law was passed in both houses -of Congress, in 1824, authorizing the Government to erect tollgates and -charge toll on the Cumberland Road as the states should surrender this -right.[18] This bill was vetoed by President Monroe, on grounds already -stated, and the road fell into a very bad condition. But what the -national Government could not do the individual states could do, and, -consequently, as fast as repairs were completed, the Government -surrendered the road to the states through which it passed. Maryland, -Pennsylvania, Ohio, and Virginia, accepted completed portions of the -road between 1831 and 1834.[19] The legislatures of Ohio and -Pennsylvania at once passed laws concerning the erection of tollgates, -Ohio authorizing one gate every twenty miles, February 4, 1831,[20] and -Pennsylvania authorizing the erection of six tollgates by an act passed -April 11, of the same year.[21] - -The gates in Pennsylvania were located as follows: Gate No. 1 at the -east end of Petersburg, No. 2 near Mt. Washington, No. 3 near Searights, -No. 4 near Beallsville, No. 5 near Washington, and No. 6 near West -Alexander. - -The Cumberland Road was under the control of commissioners appointed by -the President of the United States, the state legislatures, or -governors.[22] Upon these commissioners lay the task of repairing the -road, which included the making of contracts, reviewing the work done, -and rendering payment for the same. None of the work of building the -road fell on the state officials. Therefore, in Ohio, two great -departments were simultaneously in operation, the building of the road -by the government officials, and the work of operating and repairing the -road, under state officials. Two commissioners were appointed in -Pennsylvania, in 1847, one acting east, and the other west, of the -Monongahela River.[23] In 1836 Ohio placed all her works of internal -improvement under the supervision of a Board of Public Works, into whose -hands the Cumberland Road passed.[24] Special commissioners were -appointed from time to time by the state legislatures to perform special -duties, such as overseeing work being done, auditing accounts, or -settling disputes.[25] Two resident engineers were appointed over the -eastern and western divisions of the road in Ohio, thus doing away with -the continual employment and dismissal of the most important of all -officials. These engineers made quarterly reports concerning the road's -condition.[26] - -The road was conveniently divided by the several states into -departments. East of the Ohio River, the Monongahela River was a -division line, the road being divided by it into two divisions.[27] West -of the Ohio the eighty-seventh mile post from Wheeling was, at one time, -a division line between two departments in Ohio.[28] Later, the road in -Ohio was cut up into as many divisions as counties through which it -passed.[29] The work of repairing was let by contract, for which bids -had been previously advertised. Contracts were usually let in one-mile -sections, sometimes for a longer space, notice of the length being given -in the advertisement for bids. Contractors were compelled to give -testimonials of good character and reliability; though one contract, -previously quoted, professed to be satisfied with "competent or -responsible individuals only." A time limit was usually named in the -contract, with penalties for failure to complete the work in time -assigned. - -The building of the road was hailed with delight by hundreds of -contractors and thousands of laborers, who now had employment offered -them worthy of their best labor, and the work, when well done, stood as -a lasting monument to their skill. Old papers and letters speak -frequently of the enthusiasm awakened among the laboring classes by the -building of the great road, and of the lively scenes witnessed in those -busy years. Contractors who early earned a reputation followed the road -westward, taking up contract after contract as opportunity offered. -Farmers who lived on the route of the road engaged in the work when not -busy in their fields, and for their labor and the use of the teams -received good pay. Thus not only in its heyday did the road prove a -benefit to the country through which it passed, but at the very -beginning it became such, and not a little of the money spent upon it by -the Government went into the very pockets from which it came by the sale -of land. - -The great pride taken by the states in the Cumberland Road is brought -out significantly in the laws passed concerning it. Pennsylvania and -Ohio legislatures passed laws as early as 1828, and within three days of -each other (Pennsylvania, April 7,[30] and Ohio, April 11[31]), looking -toward the permanent repair and preservation of the road. There were -penalties for breaking or defacing the milestones, culverts, parapet -walls, and bridges. A person found guilty of such act of vandalism was -"fined in a sum of not more than five hundred dollars, or be imprisoned -in a dungeon of the jail of the county, and be fed on bread and water -only, not exceeding thirty days, or both, at the discretion of the -court."[32] There were penalties for allowing the drains to become -obstructed, for premature traveling on unfinished portions of the -roadbed;[33] for permitting a wagon to stand over night on the roadbed, -and for locking wheels, except where ice made this necessary. Local -authorities were ordered to build suitable culverts wherever the roads -connected with the Cumberland Road. "Directors" were ordered to be set -up, to warn drivers to turn to the left when passing other teams.[34] -The rates of toll were ordered to be posted where the public could see -them.[35] "Beacons" were erected along the margin of the roadbed to keep -teams from turning aside. Laws were passed forbidding the removal of -these.[36] - -The operation of the Cumberland Road included the establishment of the -toll system, which provided the revenue for keeping it in repair; and -from the tolls the most vital statistics concerning the old road are to -be obtained. Immediately upon the passing of the road into the control -of the individual states, tollgates were authorized, as previously -noted. Schedules of tariff were published by the various states. The -schedule of 1831 in Pennsylvania was as follows: - -TOLLS ON THE CUMBERLAND ROAD IN PENNSYLVANIA (1831) - - Score of sheep or hogs .06 - - Score of cattle .12 - - Led or driven horse .03 - - Horse and rider .04 - - Sleigh or sled, for each horse or pair of oxen drawing the same .03 - - Dearborn, sulky, chair or chaise with one horse .06 - - Chariot, coach, coachee, stage, wagon, phaeton, chaise, with two - horses and four wheels .12 - - Either of the carriages last mentioned with four horses .18 - - Every other carriage of pleasure, under whatever name it may - go, the like sum, according to the number of wheels, and - horses drawing the same. - - Cart or wagon whose wheels shall exceed two and one-half inches - in breadth, and not exceeding four inches .04 - - Horse or pair of oxen drawing the same, and every other cart or - wagon, whose wheels shall exceed four inches, and not exceed - five inches in breadth .03 - - Horse or pair of oxen drawing the same, for every other cart or - wagon, whose wheels shall exceed six inches, and not more - than eight inches .02 - - Horse or pair of oxen drawing the same, all other carts or wagons - whose wheels shall exceed eight inches in breadth free - -The tolls established the same year in Ohio (see table, pp. 103-104) -were higher than those charged in Pennsylvania. - -The philosophy of the toll system is patent. Rates of toll were -determined by the wear on the road. Tolls were charged in order to keep -the road in repair, and, consequently, each animal or vehicle was taxed -in proportion as it damaged the roadbed. Cattle were taxed twice as -heavily as sheep or hogs, and, according to the tariff of 1845, hogs -were taxed twice as much as sheep. The tariff on vehicles was determined -by the width of the tires used, for the narrower the tire the more the -roadbed was cut up. Wide tires were encouraged, those over six inches -(later eight) went free, serving practically as rollers. The toll-rates -in Ohio are exhibited in the following table: - -TOLLS ON THE CUMBERLAND ROAD IN OHIO (1831-1900) - - 1831 1832 1836 1837 1845[37] 1900 - - Score sheep or hogs .10 .05 .06-1/4 .06-1/4 {.05 .12 - {.10 - - Score cattle .20 .10 .12-1/2 .12-1/2 .20 .25 - - Horse, mule, or ass, led or - driven .03 .01-1/2 .02 .03 .03 .05 - - Horse and rider .06-1/4 .04 .06-1/4 .06-1/4 .05 .06 - - Sled or sleigh drawn by one - horse or ox .12-1/2 .06-1/4 .08 .06 .05 .12 - - Horse in addition .06-1/4 .04 .04 .04 .05 .06 - - Dearborn, sulky, chair, or - chaise, one horse .12-1/2 .08 .12-1/2 .12-1/2 .10 .12 - - Horse in addition .06-1/4 .04 .06-1/4 .04 .05 .06 - - Chariot, coach, coachee, - horses .18-3/4 .12-1/2 .18-3/4 .18-3/4 ... .30 - - Horse in addition .06-1/4 .03 .06-1/4 .06-1/4 ... .12 - - Vehicle, wheels under two - and one-half inches in - breadth .12-1/2 ... .12-1/2 .10 ... ... - - Vehicle, wheels under four - inches in breadth .06-1/4 .06-1/4 .08 .08 ... ... - - Horse drawing same .03 .02 .04 .05 ... ... - - Vehicle, wheels exceeding - four inches and not - exceeding five inches .04 ... ... ... ... ... - - Vehicle, wheels exceeding - four inches and not - exceeding six inches ... .02 .04 .06-1/4 ... ... - - Horse or ox drawing same .02 .02 .02 .05 ... ... - - Vehicle, wheels exceeding - six inches ... ... ... .04 ... ... - - Person occupying seat in - mail stage .04 .03 ... ... ... ... - -Estimates differed in various states but averaged up quite evenly. To -the rising generation, to whom tollgates are almost unknown, a study of -the toll system affords novel entertainment, helping one to realize -something of one of the most serious questions of public economics of -two generations ago. Tollgates averaged one in eighteen or twenty miles -in Pennsylvania, and one in ten miles in Ohio, with tolls a little -higher than half the rate in Pennsylvania. - -Tollgate-keepers were appointed by the governor in the early days in -Ohio,[38] but, later, by the commissioners. These keepers received a -salary which was deducted from their collections, the remainder being -turned over to the commissioners. The salary established in Ohio in 1832 -was one hundred and eighty dollars per annum.[39] In 1836 it was -increased to two hundred dollars per annum, and tollgate-keepers were -also allowed to retain five per cent of all tolls received above one -thousand dollars.[40] In 1845 tollgate-keepers were ordered to make -returns on the first Monday in each month, and the allowance of their -per cent on receipts over one thousand dollars was cut off, leaving -their salary at two hundred dollars per annum.[41] Equally perplexing -with the question of just tolls was found to be the question of -determining what and who should have free use of the Cumberland Road. -This list was increased at various times, and, in most states, included -the following at one time or another: persons going to, or returning -from public worship, muster, common place of business on farm or -woodland, funeral, mill, place of election, common place of trading or -marketing within the county in which they resided. This included -persons, wagons, carriages, and horses or oxen drawing the same. No toll -was charged school children or clergymen, or for passage of stage and -horses carrying United States Mail, or any wagon or carriage laden with -United States property, or cavalry, troops, arms, or military stores of -the United States, or any single state, or for persons on duty in the -military service of the United States, or for the militia of any single -state. In Pennsylvania, a certain stage line made the attempt to carry -passengers by the tollgates free, taking advantage of the clauses -allowing free passage of the United States mail by putting a mail sack -on each passenger coach. The stage was halted and the matter taken into -court, where the case was decided against the stage company, and persons -traveling with mailcoaches were compelled to pay toll.[42] Ohio took -advantage of Pennsylvania's experience and passed a law that passengers -on stagecoaches be obliged to pay toll.[43] Pennsylvania exempted -persons hauling coal for home consumption from paying toll.[44] Many -varied and curious attempts to evade payment of tolls were made, and -laws were passed inflicting heavy fine upon all convicted of such -malefaction. In Ohio, tollgate-keepers were empowered to arrest those -suspected of such attempts, and, upon conviction, the fine went into -the road fund of the county wherein the offense occurred.[45] - -Persons making long trips on the road could pay toll for the entire -distance and receive a certificate guaranteeing free passage to their -destination.[46] Compounding rates were early put in force, applying, in -Ohio, for persons residing within eight miles of the road,[47] the -radius being extended later to ten.[48] Passengers in the stages were -counted by the tollgate-keepers and the company operating the stage -charged with the toll. At the end of each month, stage companies settled -with the authorities. Thus it became possible for the stage drivers to -deceive the gate-keepers, and save their companies large sums of money. -Drivers were compelled to declare the number of passengers in their -stage, and in the event of failing to do so, gate-keepers were allowed -to charge the company for as many passengers as the stage could -contain.[49] - -Stage lines were permitted to compound for yearly passage of stages over -the road and the large companies took advantage of the provision, though -the passengers were counted by the gate-keepers. It may be seen that -gate-keepers were in a position to embezzle large sums of money if they -were so minded, and it is undoubted that this was done in more than one -instance. Indeed, with a score and a half of gates, and a great many -traveling on special rates, it would have been remarkable if some -employed in all those years during which the toll system was in general -operation did not steal. But this is lifting the veil from the good old -days! - -As will be seen later, the amounts handled by the gate-keepers were no -small sums. In the best days of the road the average amount handled by -tollgate-keepers in Pennsylvania was about eighteen hundred dollars per -annum. In Ohio, with gates every ten miles, the average (reported) -collection was about two thousand dollars in the best years. It is -difficult to reconcile the statement made by Mr. Searight concerning the -comparative amount of business done on various portions of the -Cumberland Road, with the figures he himself quotes. He says: "It is -estimated that two-fifths of the trade and travel of the road were -diverted at Brownsville, and fell into the channel furnished at that -point by the slackwater navigation of the Monongahela River, and a -similar proportion descended the Ohio from Wheeling, and the remaining -fifth continued on the road to Columbus, Ohio, and points further west. -The travel west of Wheeling was chiefly local, and the road presented -scarcely a tithe of the thrift, push, whirl and excitement which -characterized it east of that point."[50] On another page Mr. Searight -gives the account of the old-time superintendents of the road in -Pennsylvania in its most prosperous era, one dating from November 10, -1840 to November 10, 1841,[51] the other from May 1, 1843 to December -31, 1844.[52] In the first of these periods the amount of tolls received -from the eastern division of the road (east of the Monongahela) is two -thousand dollars less than the amount received from the western -division. Even after the amounts paid by the two great stage companies -are deducted, a balance of over a thousand dollars is left in favor of -the division west of the Monongahela River. In the second report, -$4,242.37 more was received on the western division of the road than on -the eastern, and even after the amounts received from the stage -companies are deducted, the receipts from the eastern division barely -exceed those of the western. How can it be that "two-fifths of the trade -and travel of the road were diverted at Brownsville?" And the further -west Mr. Searight goes, the more does he seem to err, for the road west -of the Ohio River, instead of showing "scarcely a tithe of the thrift, -push, whirl and excitement which characterized it east of that point," -seems to have done a greater business than the eastern portion. For -instance, when the road was completed as many miles in Ohio as were -built in Pennsylvania, the return from the portion in Ohio (1833) was -$12,259.42-4 (in the very first year that the road was completed), while -in Pennsylvania the receipts in 1840 were only $18,429.25, after the -road had been used for twenty-two years. In the same year (1840) Ohio -collected $51,364.67 from her Cumberland Road tollgates--about three -times the amount collected in Pennsylvania. Again Mr. Searight gives a -Pennsylvania commissioner's receipts for the twenty months beginning May -1, 1843, as $37,109.11, while the receipts from the road in Ohio in only -the twelve months of 1843 were $32,157.02. At the same time the tolls -charged in Ohio were a trifle in excess of those imposed in -Pennsylvania, therefore, Ohio's advantage must be curtailed slightly. On -the other hand it should be taken into consideration that the Cumberland -Road in Pennsylvania was almost the only road across the portion of the -state through which it ran, while in Ohio other roads were used, -especially clay roads running parallel with the Cumberland Road, by -drivers of sheep and pigs, as an aged informant testifies. As Mr. -Searight has said, the travel of the road west of the Ohio may have been -chiefly of a local nature, yet his seeming error concerning the relative -amount of travel on the two divisions in his own state, makes his -statements less trustworthy in the matter. Still it can be readily -believed that a great deal of continental trade did pass down the -Monongahela after traversing the eastern division of the road and that -increased local trade on the western division rendered the toll receipts -of the two divisions quite equal. Local travel on the eastern division -may have been light, comparatively speaking. Mr. Searight undoubtedly -meant that two-fifths of the through trade stopped at Brownsville and -Wheeling and one-fifth only went on into Ohio. The total amount of tolls -received by Pennsylvania from all roads, canals, etc., in 1836 was about -$50,000, while Ohio received a greater sum than that in 1838 from tolls -on the Cumberland Road alone, and the road was not completed further -west than Springfield. - -A study of the amounts of tolls taken in from the Cumberland Road by the -various states will show at once the volume of the business done. Ohio -received from the Cumberland Road in forty-seven years nearly a million -and a quarter dollars. An itemized list of this great revenue shows the -varying fortunes of the great road: - - _Year_ _Tolls_ _Year_ _Tolls_ - 1831 $2,777 16 1856 $6,105 00 - 1832 9,067 99 1857 6,105 00 - 1833 12,259 42-4 1858 6,105 00 - 1834 12,693 65 1859 5,551 36 - 1835 16,442 26 1860 11,221 74 - 1836 27,455 13 1861 21,492 41 - 1837 39,843 35 1862 19,000 00 - 1838 50,413 17 1863 20,000 00 - 1839 62,496 10 1864 20,000 00 - 1840 51,364 67 1865 20,000 00 - 1841 36,951 33 1866 19,000 00 - 1842 44,656 18 1867 20,631 34 - 1843 32,157 02 1868 18,934 49 - 1844 30,801 13 1869 20,577 04 - 1845 31,439 38 1870 19,635 75 - 1846 28,946 21 1871 19,244 00 - 1847 42,614 59 1872 18,002 09 - 1848 49,025 66 1873 17,940 37 - 1849 46,253 38 1874 17,971 21 - 1850 37,060 11 1875 17,265 12 - 1851 44,063 65 1876 9,601 68 - 1852 36,727 26 1877 288 91 - 1853 35,354 40 --------------- - 1854 18,154 59 Total $1,139,795 30-4 - 1855 6,105 00 - -About 1850 Ohio began leasing portions of the Cumberland Road to private -companies. In 1854 the entire distance from Springfield to the Ohio -River was leased for a term of ten years for $6,105 a year. -Commissioners were appointed to view the road continually and make the -lessees keep it in as good condition as when it came into their -hands.[53] Before the contract had half expired, the Board of Public -Works was ordered (April, 1859) to take the road to relieve the -lessees.[54] In 1870 the proper limits of the road were designated to be -"a space of eighty feet in width, and where the road passed over a -street in any city of the second class, the width should conform to the -width of that street," such cities to own it so long as it was kept in -repair.[55] - -Finally, in 1876, the state of Ohio authorized commissioners of the -several counties to take so much of the road as lay in each county under -their control. It was stipulated that tollgates should not average more -than one in ten miles, and that no toll be collected between Columbus -and the Ohio Central Lunatic Asylum. The county commissioners were to -complete any unfinished portions of the road.[56] - -Later (1877) the rates of toll were left to the discretion of the county -commissioners, with this provision: - -"That when the consent of the Congress of the United States shall have -been obtained thereto, the county commissioners of any county having a -population under the last Federal census of more than fifteen thousand -six hundred and less than fifteen thousand six hundred and fifty shall -have the power when they deem it for the best interest of the road, or -when the people whom the road accommodates wish, to submit to the legal -voters of the county, at any regular or special election, the question, -'Shall the National Road be a free turnpike road?' And when the question -is so submitted, and a majority of all those voting on said question -shall vote yes, it shall be the duty of said commissioners to sell -gates, tollhouses and any other property belonging to the road to the -highest bidder, the proceeds of the sale to be applied to the repair of -the road, and declare so much of the road as lies within their county a -free turnpike road to be kept in repair in the way and manner provided -by law for the repair of free turnpikes."[57] - -The receipts from the Franklin County, Ohio, tollgate for the year 1899 -were as follows: - - January $ 36 00 - February 32 80 - March 39 90 - April 80 75 - May 67 25 - June 54 85 - July 47 15 - August 35 75 - September 29 27 - October 29 26 - November 35 05 - December 34 05 - -------- - Total $522 08 - -It will be noted that April was the heaviest month of the year. The -gate-keeper received a salary of thirty dollars per month. - -It is hardly necessary to say that this great American highway was never -a self-supporting institution. The fact that it was estimated that the -yearly expense of repairing the Ohio division of the road was one -hundred thousand dollars, while the greatest amount of tolls collected -in its most prosperous year (1839) was a little more than half that -amount ($62,496.10) proves this conclusively. Investigation into the -records of other states shows the same condition. In the most prosperous -days of the road, the tolls in Maryland (1837) amounted to $9,953 and -the expenditures $9,660.51.[58] In 1839 a "balance" was recorded of -$1,509.08, but a like amount was charged up on the debtor side of the -account. The receipts reported each year in the auditor's reports of the -state of Ohio show that equal amounts were expended yearly upon the -road. As early as 1832 the governor of Ohio was authorized to borrow -money to repair the road in that state.[59] - - - - -CHAPTER IV - -STAGECOACHES AND FREIGHTERS - - -The great work of building and keeping in repair the Cumberland Road, -and of operating it, developed a race of men as unknown before its era -as afterward. For the real life of the road, however, one will look to -the days of its prime--to those who passed over its stately stretches -and dusty coils as stage- and mail-coach drivers, express carriers and -"wagoners," and the tens of thousands of passengers and immigrants who -composed the public which patronized the great highway. This was the -real life of the road--coaches numbering as many as twenty traveling in -a single line; wagonhouse yards where a hundred tired horses rested over -night beside their great loads; hotels where seventy transient guests -have been served breakfast in a single morning; a life made cheery by -the echoing horns of hurrying stages; blinded by the dust of droves of -cattle numbering into the thousands; a life noisy with the satisfactory -creak and crunch of the wheels of great wagons carrying six and eight -thousand pounds of freight east or west. - -The revolution of society since those days could not have been more -surprising. The change has been so great it is a wonder that men deign -to count their gain by the same numerical system. As Macaulay has said, -we do not travel today, we merely "arrive." You are hardly a traveler -now unless you cross a continent. Travel was once an education. This is -growing less and less true with the passing years. Fancy a journey from -St. Louis to New York in the old coaching days, over the Cumberland and -the old York Roads. How many persons the traveler met! How many -interesting and instructive conversations were held with fellow -travelers through the long hours; what customs, characters, foibles, -amusing incidents would be noticed and remembered, ever afterward -furnishing the information necessary to help one talk well and the -sympathy necessary to render one capable of listening to others. The -traveler often sat at table with statesmen whom the nation honored, as -well as with stagecoach-drivers whom a nation knew for their skill and -prowess with six galloping horses. Henry Clays and "Red" Buntings dined -together, and each made the other wiser, if not better. The greater the -gulf grows between the rich and poor, the more ignorant do both become, -particularly the rich. There was undoubtedly a monotony in stagecoach -journeying, but the continual views of the landscape, the ever-fresh -air, the constantly passing throngs of various description, made such -traveling an experience unknown to us "arrivers" of today. How fast it -has been forgotten that travel means seeing people rather than things. -The age of sight-seeing has superseded that of traveling. How few of us -can say with the New Hampshire sage: "We have traveled a great deal 'in -Concord.'" Splendidly are the old coaching days described by Thackeray, -who caught their spirit: - -"The Island rang, as yet, with the tooting horns and rattling teams of -mail-coaches; a gay sight was the road in merry England in those days, -before steam-engines arose and flung its hostelry and chivalry over. To -travel in coaches, to drive coaches, to know coachmen and guards, to be -familiar with inns along the road, to laugh with the jolly hostess in -the bar, to chuck the pretty chambermaid under the chin, were the -delight of men who were young not very long ago. The Road was an -institution, the Ring was an institution. Men rallied around them; and, -not without a kind conservatism, expatiated upon the benefits with which -they endowed the country, and the evils which would occur when they -should be no more:--decay of English spirit, decay of manly pluck, ruin -of the breed of horses, and so forth, and so forth. To give and take a -black eye was not unusual nor derogatory in a gentleman; to drive a -stage-coach the enjoyment, the emulation of generous youth. Is there any -young fellow of the present time who aspires to take the place of a -stoker? You see occasionally in Hyde Park one dismal old drag with a -lonely driver. Where are you, charioteers? Where are you, O rattling -'Quicksilver,' O swift 'Defiance?' You are passed by racers stronger and -swifter than you. Your lamps are out, and the music of your horns has -died away."[60] - -In the old coaching days the passenger- and mail-coaches were operated -very much like the railways of today. A vast network of lines covered -the land. Great companies owned hundreds of stages operating on -innumerable routes, competing with other companies. These rival stage -companies fought each other at times with great bitterness, and -competed, as railways do today, in lowering tariff and in outdoing each -other in points of speed and accommodation.[61] New inventions and -appliances were eagerly sought in the hope of securing a larger share of -public patronage. This competition extended into every phase of the -business--fast horses, comfortable coaches, well-known and companionable -drivers, favorable connections. - -However, competition, as is always the case, sifted the competitors down -to a small number. Companies which operated upon the Cumberland Road -between Indianapolis and Cumberland became distinct in character and -catered to a steady patronage which had its distinctive characteristics -and social tone. This was in part determined by the taverns which the -various lines patronized. Each line ordinarily stopped at separate -taverns in every town. There were also found Grand Union taverns on the -Cumberland Road. Had this system of communication not been abandoned, -coach lines would have gone through the same experience that the -railways have, and for very similar reasons. - -The largest coach line on the Cumberland Road was the National Road -Stage Company, whose most prominent member was Lucius W. Stockton. The -headquarters of this line were at the National House on Morgantown -Street, Uniontown, Pennsylvania. The principal rival of the National -Road Stage Company was the "Good Intent" line, owned by Shriver, Steele, -and Company, with headquarters at the McClelland House, Uniontown. The -Ohio National Stage Company, with headquarters at Columbus, Ohio, -operated on the western division of the road. There were many smaller -lines, as the "Landlords," "Pilot," "Pioneer," "Defiance," "June Bug," -etc. - -Some of the first lines of stages were operated in sections, each -section having different proprietors who could sell out at any time. The -greater lines were constantly absorbing smaller lines and extending -their ramifications in all directions. It will be seen there were trusts -even in the "good old days" of stagecoaches, when smaller firms were -"gobbled up" and "driven out" as happens today, and will ever happen in -mundane history, despite the nonsense of political garblers. One of the -largest stage companies on the old road was Neil, Moore, and Company of -Columbus, which operated hundreds of stages throughout Ohio. It was -unable to compete with the Ohio National Stage Company to which it -finally sold out, Mr. Neil becoming one of the magnates of the latter -company, which was, compared with corporations of its time, a greater -trust than anything known in Ohio today.[62] - -To know what the old coaches really were, one should see and ride in -one. It is doubtful if a single one now remains intact. Here and there -inquiry will raise the rumor of an old coach still standing on wheels, -but if the rumor is traced to its source, it will be found that the -chariot was sold to a circus or wild west show or has been utterly -destroyed. The demand for the old stages has been quite lively on the -part of the wild west shows. These old coaches were handsome affairs in -their day--painted and decorated profusely without, and lined within -with soft silk plush.[63] There were ordinarily three seats inside, -each capable of holding three passengers. Upon the driver's high outer -seat was room for one more passenger, a fortunate position in good -weather. The best coaches, like their counterparts on the railways of -today, were named; the names of states, warriors, statesmen, generals, -nations, and cities, besides fanciful names, as "Jewess," "Ivanhoe," -"Sultana," "Loch Lomond," were called into requisition. - -The first coaches to run on the Cumberland Road were long, awkward -affairs, without braces or springs, and with seats placed crosswise. The -door was in front, and passengers, on entering, had to climb over the -seats. These first coaches were made at Little Crossings, Pennsylvania. - -The bodies of succeeding coaches were placed upon thick, wide leathern -straps which served as springs and which were called "thorough braces." -At either end of the body was the driver's boot and the baggage boot. -The first "Troy" coach put on the road came in 1829. It was a great -novelty, but some hundreds of them were soon throwing the dust of -Maryland and Pennsylvania into the air. Their cost then was between four -and six hundred dollars. The harness used on the road was of giant -proportions. The backbands were often fifteen inches wide, and the hip -bands, ten. The traces were chains with short thick links and very -heavy. - -But the passenger traffic of the Cumberland Road bore the same relation -to the freight traffic as passenger traffic does to freight on the -modern railway--a small item, financially considered. It was for the -great wagons and their wagoners to haul over the mountains and -distribute throughout the west the products of mill and factory and the -rich harvests of the fields. And this great freight traffic created a -race of men of its own, strong and daring, as they well had need to be. -The fact that teamsters of these "mountain ships" had taverns or "wagon -houses" of their own, where they stopped, tended to separate them into -a class by themselves. These wagonhouses were far more numerous than the -taverns along the road, being found as often as one in every mile or -two. Here, in the commodious yards, the weary horses and their swarthy -Jehus slept in the open air. In winter weather the men slept on the -floors of the wagonhouses. In summer many wagoners carried their own -cooking utensils. In the suburbs of the towns along the road they would -pull their teams out into the roadside and pitch camp, sending into the -village to replenish their stores. - -The bed of the old road freighter was long and deep, bending upward at -the bottom at either end. The lower broad side was painted blue, with a -movable board inserted above, painted red. The top covering was white -canvas drawn over broad wooden bows. Many of the wagoners hung bells of -a shape much similar to dinner bells on a thin iron arch over the hames -of the harness. Often the number of bells indicated the prowess of a -teamster's horses, as the custom prevailed, in certain parts, that when -a team became fast, or was unable to make the grade, the wagoner -rendering the necessary assistance appropriated all the bells of the -luckless team. - -The wheels of the freighters were of a size proportionate to the rest of -the wagon. The first wagons used on the old roads had narrow rims, but -it was not long before the broad rims, or "broad-tread wagons," came -into general use by those who made a business of freighting. The narrow -rims were always used by farmers, who, during the busiest season on the -road, deserted their farms for the high wages temporarily to be made, -and who in consequence were dubbed "sharpshooters" by the regulars. The -width of the broad-tread wheels was four inches. As will be noted, tolls -for broad wheels were less than for the narrow ones which tended to cut -the roadbed more deeply. One ingenious inventor planned to build a wheel -with a rim wide enough to pass the tollgates free. The model was a wagon -which had the rear axle four inches shorter than the front, making a -track eight inches in width. Nine horses were hitched to this wagon, -three abreast. The team caused much comment, but was not voted -practicable. - -The loads carried on the mountain ships were very large. An Ohio man, -McBride by name, in the winter of 1848 went over the mountains with -seven horses, taking a load of nine hogsheads weighing an average of one -thousand pounds each. - -The following description is from the _St. Clairsville_ (Ohio) _Gazette_ -of 1835: - -"It was a familiar saying with Sam Patch that _some things can be done -easier than others_, and this fact was forcibly brought to our mind by -seeing a six-horse team pass our office on Wednesday last, laden with -_eleven hogsheads of tobacco_, destined for Wheeling. Some speculation -having gone forth as to its weight, the driver was induced to test it on -the hay scales in this place, and it amounted to 13,280 lbs. gross -weight--net weight 10,375. This team (owned by General C. Hoover of this -county) took the load into Wheeling with ease, having a hill to ascend -from the river to the level of the town, of eight degrees. The Buckeyes -of Belmont may challenge competition in this line." - -Teamsters received good wages, especially when trade was brisk. From -Brownsville to Cumberland they often received $1.25 a hundred; $2.25 per -hundred has been paid for a load hauled from Wheeling to Cumberland.[64] -The stage-drivers received twelve dollars a month with board and -lodging. Usually the stage-drivers had one particular route between two -towns about twelve miles apart on which they drove year after year, and -learned it as well as trainmen know their "runs" today. The life was -hard, but the dash and spirit rendered it as fascinating as railway life -is now. - -Far better time was made by these old conveyances than many realize. Ten -miles an hour was an ordinary rate of speed. A stage-driver was -dismissed more quickly for making slow time, than for being guilty of -intoxication, though either offense was considered worthy of dismissal. -The way-bills handed to the drivers with the reins often bore the words: -"Make this time or we'll find some one who will." Competition in the -matter of speed was as intense as it is now in the days of steam. A -thousand legends of these rivalries still linger in story and tradition. -Defeated competitors were held accountable by their companies and the -loads or condition of their horses were seldom accepted as excuses. -Couplets were often conjured up containing some brief story of defeat -with a cutting sting for the vanquished driver: - - "If you take a seat in Stockton's line - You are sure to be passed by Pete Burdine." - -or, - - "Said Billy Willis to Peter Burdine - You had better wait for the oyster line." - -According to a contemporary account, in September, 1837, Van Buren's -presidential message was carried from Baltimore (Canton Depot) to -Philadelphia, a distance of one hundred and forty miles, in four hours -and forty-three minutes. Seventy miles of the journey was done by rail, -three by boat, and eighty-seven by horse. The seventy-three by rail and -boat occupied one hundred and seventeen minutes and the eighty-seven by -horse occupied the remaining two hundred and twenty-six minutes, or each -mile in about two minutes and a half. This time must be considered -remarkable. The mere fact that these figures are not at all consistent -need occasion no alarm; they form the most consistent part of the story. - -The news of the death of William the Fourth of England, which occurred -June 20, 1837, was printed in Columbus, Ohio papers July 28. It was not -until 1847 that the capital of Ohio was connected with the world by -telegraph wires. - -Time-tables of passenger coaches were published as railway time-tables -are today. The following is a Cumberland Road time-table printed at -Columbus for the winter of 1835-1836: - - -COACH LINES - -WINTER ARRANGEMENT - -THE OLD STAGE LINES with all their different connections throughout the -state, continue as heretofore. - -THE MAIL PILOT LINE, leaves Columbus for Wheeling daily, at 6 A. M., -reaching Zanesville at 1 P. M. and Wheeling at 6 A. M. next day, through -in 24 hours, allowing five hours repose at St. Clairsville. - -THE GOOD INTENT LINE, leaves Columbus for Wheeling, daily at 1 P. M., -through in 20 hours, reaching Wheeling in time to connect with the -stages for Baltimore and Philadelphia. - -THE MAIL PILOT LINE, leaves Columbus daily, for Cincinnati at 8 A. M., -through in 36 hours, allowing six hours repose at Springfield. - -Extras furnished on the above routes at any hour when required. - -THE EAGLE LINE, leaves Columbus every other day, for Cleveland, through -in 40 hours, via Mt. Vernon and Wooster. - -THE TELEGRAPH LINE leaves Columbus for Sandusky City, every other day at -5 A. M., through in two days, allowing rest at Marion, and connecting -there with the line to Detroit, via Lower Sandusky. - -THE PHOENIX LINE, leaves Columbus every other day, for Huron, via Mt. -Vernon and Norwalk, through in 48 hours. - -THE DAILY LINE OF MAIL COACHES, leaves Columbus, for Chillicothe at 5 A. -M., connecting there with the line to Maysville, Ky., and Portsmouth. - -For seats apply at the General Stage Office, next door to Col. Noble's -National Hotel. - - T. C. ACHESON, _for the proprietor_. - -The following advertisement of an opposition line, running in 1837, is -an interesting suggestion of the intense spirit of rivalry which was -felt as keenly, if not more so, as in our day of close competition: - - OPPOSITION! - DEFIANCE FAST LINE COACHES - DAILY - -FROM WHEELING, VA. to Cincinnati, O. via Zanesville, Columbus, -Springfield and intermediate points. - - Through in less time than any other line. - "_By opposition the people are well served._" - -The Defiance Fast Line connects at Wheeling, Va. with Reside & Co.'s -Two Superior daily lines to Baltimore, McNair and Co.'s Mail Coach -line, via Bedford, Chambersburg and the Columbia and Harrisburg Rail -Roads to Philadelphia, being the only direct line from Wheeling--: also -with the only coach line from Wheeling to Pittsburg, via Washington, -Pa., and with numerous cross lines in Ohio. - -The proprietors having been released on the 1st inst. from burthen of -carrying the great mail, (which will retard any line) are now enabled to -run through in a shorter time than any other line on the road. They will -use every exertion to accommodate the traveling public. With stock -infinitely superior to any on the road, they flatter themselves they -will be able to give general satisfaction; and believe the public are -aware, from past experience, that a liberal patronage to the above line -will prevent impositions in high rates of fare by any stage monopoly. - -The proprietors of the Defiance Fast Line are making the necessary -arrangements to stock the Sandusky and Cleveland Routes also from -Springfield to Dayton--which will be done during the month of July. - -All baggage and parcels only received at the risk of the owners thereof. - - JNO. W. WEAVER & CO., - GEO. W. MANYPENNY, - JNO. YONTZ, - _From Wheeling to Columbus, Ohio_. - - JAMES H. BACON, - WILLIAM RIANHARD, - F. M. WRIGHT, - WILLIAM H. FIFE, - _From Columbus to Cincinnati_. - -There was always danger in riding at night, especially over the -mountains, where sometimes a misstep would cost a life. The following -item from a letter written in 1837 tells of such an incident: - -"One of the Reliance line of stages, from Frederick to the West, passed -through here on its way to Cumberland. About ten o'clock the ill-fated -coach reached a small spur of the mountain, running to the Potomac, and -between this place and Hancock, termed Millstone Point, where the driver -mistaking the track, reined his horses too near the edge of the -precipice, and in the twinkling of an eye, coach, horses, driver, and -passengers were precipitated upward of thirty-five feet onto a bed of -rock below--the coach was dashed to pieces, and two of the horses -killed--literally smashed. - -"A respectable elderly lady of the name of Clarke, of Louisville, -Kentucky, and a negro child were crushed to death--and a man so -dreadfully mangled that his life is flickering on his lips only. His -face was beaten to a mummy. The other passengers and the driver were -woefully bruised, but it is supposed they are out of danger. There were -seven in number. - -"I cannot gather that any blame was attached to the driver. It is said -that he was perfectly sober; but he and his horses were new to this -road, and the night was foggy and very dark." - -An act of the legislature of Ohio required that every stagecoach used -for the conveyance of passengers in the night should have two good lamps -affixed in the usual manner, and subjected the owner to a fine of from -ten to thirty dollars for every forty-eight hours the coach was not so -provided. Drivers of coaches who should drive in the night when the -track could not be distinctly seen without having the lamps lighted were -subject to a forfeiture of from five to ten dollars for each offense. -The same act provided that drivers guilty of intoxication, so as to -endanger the safety of passengers, on written notice of a passenger on -oath, to the owner or agent, should be forthwith discharged, and -subjected the owner continuing to employ that driver more than three -days after such notice to a forfeiture of fifty dollars a day. - -Stage proprietors were required to keep a printed copy of the act posted -up in their offices, under a penalty of five dollars. - -Another act of the Ohio legislature subjected drivers who should leave -their horses without being fastened, to a fine of not over twenty -dollars. - -As has been intimated, passengers purchased their tickets of the stage -company in whose stage they embarked, and the tolls were included in the -price of the ticket. A paper resembling a waybill was made out by the -agent of the line at the starting point. This paper was given to the -driver and delivered by him to the landlord at each station upon the -arrival of the coach. This paper contained the names and destinations of -the passengers carried, the sums paid as fare and the time of departure, -and contained blank squares for registering time of arrival and -departure from each station. The fares varied slightly but averaged -about four cents a mile. - - - - -CHAPTER V - -MAILS AND MAIL LINES - - -The most important official function of the Cumberland Road was to -furnish means of transporting the United States mails. The strongest -constitutional argument of its advocates was the need of facilities for -transporting troops and mails. The clause in the constitution -authorizing the establishment of post roads was interpreted by them to -include any measure providing quick and safe transmission of the mails. -As has been seen, it was finally considered by many to include building -and operating railways with funds appropriated for the Cumberland Road. - -The great mails of seventy-five years ago were operated on very much the -same principle on which mails are operated today. The Post Office -Department at Washington contracted with the great stage lines for the -transmission of the mails by yearly contracts, a given number of stages -with a given number of horses to be run at given intervals, to stop at -certain points, at a fixed yearly compensation, usually determined by -the custom of advertising for bids and accepting the lowest offered. - -When the system of mailcoach lines reached its highest perfection, the -mails were handled as they are today. The great mails that passed over -the Cumberland Road were the Great Eastern and the Great Western mails -out of St. Louis and Washington. A thousand lesser mail lines connected -with the Cumberland Road at every step, principally those from -Cincinnati in Ohio, and from Pittsburg in Pennsylvania. There were -through and way mails, also mails which carried letters only, newspapers -going by separate stage. There was also an "Express Mail" corresponding -to the present "fast mail." - -It is probably not realized what rapid time was made by the old-time -stage and express mails over the Cumberland Road to the Central West. -Even compared with the fast trains of today, the express mails of sixty -years ago, when conditions were favorable, made marvelous time. In 1837 -the Post Office Department required, in the contract for carrying the -Great Western Express Mail from Washington over the Cumberland Road to -Columbus and St. Louis, that the following time be made: - - Wheeling, Virginia 30 hours. - Columbus, Ohio 45-1/2 " - Indianapolis, Indiana 65-1/2 " - Vandalia, Illinois 85-1/2 " - St. Louis, Missouri 94 " - -At the same time the ordinary mail-coaches, which also served as -passenger coaches, made very much slower time: - - Wheeling, Virginia 2 days 11 hours. - Columbus, Ohio 3 " 16 " - Indianapolis, Indiana 6 " 20 " - Vandalia, Illinois 9 " 10 " - St. Louis, Missouri 10 " 4 " - -Cities off the road were reached in the following time from Washington: - - Cincinnati, Ohio 60 hours. - Frankfort, Kentucky 72 " - Louisville, Kentucky 78 " - Nashville, Tennessee 100 " - Huntsville, Alabama 115-1/2 " - -The ordinary mail to these points made the following time: - - Cincinnati, Ohio 4 days 18 hours. - Frankfort, Kentucky 6 " 18 " - Louisville, Kentucky 6 " 23 " - Nashville, Tennessee 8 " 16 " - Huntsville, Alabama 10 " 21 " - -The Post Office Department had given its mail contracts to the steamship -lines in the east, when possible, from Boston to Portland and New York -to Albany. One mail route to the southern states, however, passed over -the Cumberland Road and down to Cincinnati, where it went on to -Louisville and the Mississippi ports by packet. The following time was -made by this Great Southern Mail from Louisville: - - Nashville, Tennessee 21 hours. - Mobile, Alabama 80 " - New Orleans, Louisiana 105 " - -The service rendered to the south and southwest by the Cumberland Road, -was not rendered to the northwest, as might have been expected. Chicago -and Detroit were difficult to bring into easy communication with the -east. Until the railway was completed from Albany to Buffalo, the mails -went very slowly to the northwest from New York. The stage line from -Buffalo to Cleveland and on west over the terrible Black Swamp road to -Detroit was one of the worst in the United States. When lake navigation -became closed, communication with northwestern Ohio, Michigan, Wisconsin -and northern Indiana and Illinois was almost cut off. Had the stage -route followed that of the buffalo and Indian on the high ground -occupied by the Mahoning Indian trail from Pittsburg to Detroit, a far -more excellent service might have been at the disposal of the Post -Office Department. As it was, stagehorses floundered in the Black Swamp -with "mud up to the horses' bridles," where a half dozen mails were -often congested, and "six horses were barely sufficient to draw a -two-wheeled vehicle fifteen miles in three days."[65] - -The old time-tables of the Cumberland Road make an interesting study. -One of the first of these published after the great stage lines were in -operation over the entire road and the southern branch to Cincinnati, -appeared early in the year 1833. By this schedule the Great Eastern Mail -left Washington daily at 7 P. M. and Baltimore at 9 P. M. and arrived in -Wheeling, on the Ohio River, in fifty-five hours. Leaving Wheeling at -4:30 A. M., it arrived in Columbus at five the morning following, and in -Cincinnati at the same hour the next morning, making forty-eight hours -from one point on the river to the other, much better time than any -packet could make. The Great Western Mail left Cincinnati daily at 2 P. -M. and reached Columbus at 1 P. M. on the day following. It left -Columbus at 1:30 P. M. and reached Wheeling at 2:30 P. M. the day -following, thence Washington in fifty-five hours.[66] - -At times the mails on the Cumberland Road were greatly delayed, taxing -the patience of the public beyond endurance. The road itself was so well -built that rain had little effect upon it as a rule. In fact, delay of -the mails was more often due to inefficiency of the Post Office -Department, inefficiency of the stage line service, or failure of -contractors, than poor roads. Until a bridge was built across the Ohio -River at Wheeling, in 1836, mails often became congested, especially -when ice was running out. There were frequent derangements of cross and -way mails which affected seriously the efficiency of the service. The -vast number of connecting mails on the Cumberland Road made regularity -in transmission of cross mails confusing, especially if the through -mails were at all irregular. - -To us living in the present age of telegraphic communication and the -ubiquitous daily paper, it may not occur that the mail stages of the -old days were the newsboys of the age, and that thousands looked to -their coming for the first word of news from distant portions of the -land. In times of war or political excitement the express mailstage and -its precious load of papers from Baltimore, Philadelphia, and New York, -was hailed as the latest editions of our newspapers are today. Thus it -must have been that a greater proportion of the population along the -Cumberland Road awaited with eager interest the coming of the stage in -the old days, than today await the arrival of the long mail trains from -the east. - -Late in the 30's and in the 40's, when the mailstage system reached its -highest perfection, the mail and passenger service had been entirely -separated, special stages being constructed for hauling the former. As -early as 1837 the Post Office Department decreed that the mails, which -heretofore had always been held as of secondary consideration compared -with passengers, should be carried in specially arranged vehicles, into -which the postmaster should put them under lock and key not to be -opened until the next post office was reached. These stages were of two -kinds, designed to be operated upon routes where the mail ordinarily -comprised, respectively, a half and nearly a whole load. In the former, -room was left for six passengers, in the latter, for three. Including -newspapers with the regular mail, the later stages which ran westward -over the Cumberland Road rarely carried passengers. Indeed there was -little room for the guards who traveled with the driver to protect the -government property. Many old drivers of the "Boston Night Mail," or the -"New York Night Mail," or "Baltimore Mail," may yet be found along the -old road, who describe the immense loads which they carried westward -behind flying steeds. Such a factor in the mailstage business did the -newspapers become, that many contractors refused to carry them by -express mail, consigning them to the ordinary mails, thereby bringing -down upon themselves the frequent savage maledictions of a host of local -editors.[67] - -Newspapers were, nevertheless, carried by express mailstages as far west -as Ohio in 1837, as is proved by a newspaper account of a robbery -committed on the Cumberland Road, the robbers holding up an express -mailstage and finding nothing in it but newspapers.[68] - -The mails on the Cumberland Road were always in danger of being assailed -by robbers, especially on the mountainous portions of the road at night. -Though by dint of lash and ready revolver the doughty drivers usually -came off safely with their charge. - - - - -CHAPTER VI - -TAVERNS AND TAVERN LIFE - - -So distinctive was the character of the Cumberland Road that all which -pertained to it was highly characteristic. Next to the race of men which -grew up beside its swinging stretches, nothing had a more distinctive -tone than the taverns which offered cheer and hospitality to its surging -population. - -The origin of taverns in the East was very dissimilar from their history -in the West. The first taverns in the West were those which did service -on the old Braddock's Road. Unlike the taverns of New England, which -were primarily drinking places, sometimes closing at nine in the -evening, and not professing, originally, to afford lodging, the tavern -in the West arose amid the forest to answer all the needs of travelers. -It may be said that every cabin in all the western wilderness was a -tavern, where, if there was a lack of "bear and cyder" there was an -abundance of dried deer meat and Indian meal and a warm fireplace before -which to spread one's blankets.[69] - -The first cabins on the old route from the Potomac to the Ohio were at -the Wills Creek settlement (Cumberland) and Gist's clearing, where -Washington stopped on his Le Boeuf trip on the buffalo trace not far -from the summit of Laurel Hill. After Braddock's Road was built, and the -first roads were opened between Uniontown and Brownsville, Washington -and Wheeling, during the Revolutionary period, a score of taverns sprang -up--the first of the kind west of the Allegheny Mountains. - -The oldest tavern on Braddock's Road was Tomlinson's Tavern near "Little -Meadows," eight miles west of the present village of Frostburg, -Maryland. - -At this point the lines of Braddock's Road and the Cumberland Road -coincide. On land owned by him along the old military road Jesse -Tomlinson erected a tavern. When the Cumberland Road was built, his -first tavern was deserted and a new one built near the old site. Another -tavern, erected by one Fenniken, stood on both the line of the military -road and the Cumberland Road, two miles west of Smithfield ("Big -Crossings") where the two courses were identical. - -The first taverns erected upon the road which followed the portage path -from Uniontown to Brownsville were Collin's Log Tavern and Rollin's -Tavern, erected in Uniontown in 1781 and 1783, respectively. These -taverns offered primitive forms of hospitality to the growing stream of -sojourners over the rough mountain path to the Youghiogheny at -Brownsville, where boats could be taken for the growing metropolis of -Pittsburg. Another tavern in the West was located on this road ten miles -west of Uniontown. As the old century neared its close a score of -taverns sprang up on the road from Uniontown to Brownsville and on the -road from Brownsville to Wheeling. At least three old taverns are still -remembered at West Brownsville. Hill's stone tavern was erected at -Hillsboro in 1794. "Catfish Camp," James Wilson's tavern at Washington, -the first tavern in that historic town, was built in 1781 and operated -eleven years for the benefit of the growing tide of pioneers who chose -to embark on the Ohio at Wheeling rather than on the Monongahela at -Brownsville. Other taverns at Washington before 1800 were McCormack's -(1788), Sign of the White Goose (1791), Buck Tavern (1796), Sign of the -Spread Eagle, and Globe Inn (1797). The Gregg Tavern and the famous old -Workman House at Uniontown were both erected in the last years of the -old century, 1797-1799. Two miles west of Rankintown, Smith's Stone -Tavern stood on the road to Wheeling, and the Sign of the American Eagle -(1796) offered lodging at West Alexander, several years before the old -century closed. West of the Ohio River, on Zane's rough blazed track -through the scattered Ohio settlements toward Kentucky, travelers found, -as has been elsewhere noted, entertainment at Zane's clearings, at the -fords of the Muskingum and Scioto, and at the little settlement at -Cincinnati. Before the quarter of a century elapsed ere the Cumberland -Road crossed the Ohio River, a number of taverns were erected on the -line of the road which was built over the course of Zane's Trace. On -this first wagon-road west of the Ohio River the earliest taverns were -at St. Clairsville and Zanesville. At this latter point the road turned -southwest, following Zane's Trace to Lancaster, Chillicothe, and -Maysville, Kentucky. The first tavern on this road was opened at -Zanesville during the last year of the old century, McIntire's Hotel. In -the winter of the same year, 1799, Green's Tavern was built, in which, -it is recorded, the Fourth of July celebration in the following year was -held. Cordery's Tavern followed, and David Harvey built a tavern in -1800. The first license for a tavern in St. Clairsville was issued to -Jacob Haltz, February 23, 1802. Two other licenses were issued that year -to John Thompson and Bazil Israel. Barnes's Tavern was opened in 1803. -William Gibson, Michael Groves, Sterling Johnson, Andrew Moore, and -Andrew Marshall kept tavern in the first half decade of this century. -As elsewhere noted, there was no earlier road between Zanesville and -Columbus which the Cumberland Road followed. West of Zanesville but one -tavern was opened in the first decade of this century. Griffith Foos's -tavern at Springfield, which was doing business in 1801, prospered until -1814. The other taverns of the West, at Zanesville, Columbus, -Springfield, Richmond (Indiana), and Indianapolis, are of another era -and will be mentioned later. - -The first taverns of the West were built mostly of logs, though a few, -as noted, were of stone. They were ordinary wilderness cabins, rendered -professionally hospitable by stress of circumstance. They were more -often of but one or two rooms, where, before the fireplace, guests were -glad to sleep together upon the puncheon floor. The fare afforded was -such as hunters had--game from the surrounding forest and neighboring -streams and the product of the little clearing, potatoes, and the common -cereals. - -At the beginning of the new century a large number of substantial -taverns arose beside the first western roads--even before the Cumberland -Road was under way. The best known of these were built at Washington, -The Sign of the Cross Keys (1801), the McClellan (1802); and at -Uniontown the National and Walker Houses. At Washington arose The Sign -of the Golden Swan (1806), Sign of the Green Tree (1808), Gen. Andrew -Jackson (1813), and Sign of the Indian Queen (1815). These were built in -the age of sawmills and some of them came well down through the century. - -It is remarkable how many buildings are to be seen on the Cumberland -Road which tell by their architectural form the story of their fortunes. -Many a tavern, outgrowing the day of small things, was found to be -wholly inadequate to the greater business of the new era. Additions were -made as circumstances demanded, and in some cases the result is very -interesting. The Seaton House in Uniontown was built in sections, as was -the old Fulton House (now Moran House) also of Uniontown. A fine old -stone tavern at Malden, Pennsylvania was erected in 1822 and an addition -made in 1830. A stone slab in the second section bears the date "1830," -also the word "Liberty," and a rude drawing of a plow and sheaf of -wheat. Though of more recent date, the well-known Four Mile House west -of Columbus, Ohio displays, by a series of additions, the record of its -prosperous days, when the neighboring Camp Chase held its population of -Confederate prisoners. - -Among the more important taverns which became the notable hostelries of -the Cumberland Road should be mentioned the Black, American, Mountain -Spring, and Pennsylvania Houses at Cumberland; Plumer Tavern and Six -Mile House west of Cumberland; Franklin and Highland Hall Houses of -Frostburg; Lehman and Shulty Houses at Grantsville; Thistle Tavern at -the eastern foot of Negro Mountain, and Hablitzell's stone tavern at the -summit; The Stoddard House on the summit of Keyser's Ridge; the stone -tavern near the summit of Winding Ridge, and the Wable stand on the -western slope; the Wentling and Hunter Houses at Petersburg; the Temple -of Juno two miles westward; the Endsley House and Camel Tavern at -Smithfield (Big Crossings); a tavern on Mt. Augusta; the Rush, Inks, and -John Rush Houses, Sampey's Tavern at Great Meadows; the Braddock Run -House; Downer Tavern; Snyder's Tavern at eastern foot of Laurel Hill, -and the Summit House at the top; Shipley and Monroe Houses and Norris -Tavern east of Uniontown, and Searight's Tavern six miles west; -Johnson-Hatfield House; the Brashear, Marshall, Clark and Monongahela -Houses at Brownsville; Adam's Tavern; Key's and Greenfield's Taverns at -Beallsville; Gall's House; Hastings and the Upland House at the foot of -Egg Nogg Hill; Ringland's Tavern at Pancake; the Fulton House, -Philadelphia, and Kentucky Inn and Travellers Inn at Washington; Rankin -and Smith Taverns; Caldwell's Tavern; Brown's and Watkin's Taverns at -Claysville; Beck's Tavern at West Alexander; the Stone Tavern at Roney's -Point and the United States Hotel and Monroe House at Wheeling. - -West of the Ohio were Rhode's and McMahon's Taverns at Bridgeport; -Hoover's Tavern near St. Clairsville; Chamberlain's Tavern; Christopher -Hoover's Tavern, one mile west of Morristown; Taylor's Tavern; Gleave's -Tavern and Stage Office; Bradshaw's Hotel at Fairview; Drake's Tavern at -Middleton; Sign of the Black Bear at Washington; Carran's, McDonald's, -McKinney's and Wilson's Taverns in Guernsey County and the Ten Mile -House at Norwich, ten miles east of Zanesville. In Zanesville, Robert -Taylor opened a tavern in 1805, and in 1807 moved to the present site of -the Clarendon Hotel, situated on the Cumberland Road and hung out the -Sign of the Orange Tree. Perhaps no tavern in the land can claim the -honor of holding a state legislature within its doors, except the Sign -of the Orange Tree, where, in 1810-12, when Zanesville was the temporary -capital of Ohio, the legislature made its headquarters.[70] The Sign of -the Rising Sun was another Zanesville tavern, opened in 1806, the name -being changed by a later proprietor, without damage to its brilliancy, -perhaps, to the Sign of the Red Lion. The National Hotel was opened in -1818 and became a famous hostelry. Roger's Hotel is mentioned in many -old advertisements for bids for making and repairing the Cumberland -Road. In 1811 William Burnham opened the Sign of the Merino Lamb in a -frame building owned by General Isaac Van Horne. The Sign of the Green -Tree was opened by John S. Dugan in 1817, this being remembered for -entertaining President Monroe, and General Lewis Cass at a later date. -West of Zanesville, on the new route opened straight westward to -Columbus, the famous monumental pile of stone, the Five Mile House long -served its useful purpose beside the road and is one of the most -impressive of its monuments, today. Edward Smith and Usal Headley were -early tavern-keepers at this point. Henry Winegamer built a tavern three -miles west of the Five Mile House. Henry Hursey built and opened the -first tavern at Gratiot. These public houses west of Zanesville were -erected in the year preceding the opening of the Cumberland Road, which -was built through the forest in the year 1831.[71] The stages which -were soon running from Zanesville to Columbus, left the uncompleted, -line of the Cumberland Road at Jacksontown and struck across to Newark -and followed the old road thence to Columbus. The first tavern built in -Columbus was opened in 1813, which, in 1816, bore the sign "The Lion and -the Eagle." After 1817 it was known as "The Globe." The Columbus Inn and -White Horse Tavern were early Columbus hotels; Pike's Tavern was opened -in 1822, and a tavern bearing the sign of the Golden Lamb was opened in -1825. The Neil House was opened in the twenties, a transfer of it to new -owners appearing in local papers in 1832. It was the headquarters of the -Neil, Moore, and Company line of stages and the best known early tavern -in the old coaching days in Ohio. Many forgotten taverns in Columbus can -be found mentioned in old documents and papers, including the famous -American House, Buckeye Hotel, on the present site of the Board of Trade -building, etc. West of Columbus the celebrated Four Mile House, which -has been referred to previously, was erected in the latter half of the -century. In the days of the great mail and stage lines Billy Werden's -Tavern in Springfield was the leading hostelry in western Ohio. At this -point the stages running to Cincinnati, with mail for the Mississippi -Valley, left the Cumberland Road. Across the state line, Neal's and -Clawson's Taverns offered hospitality in the extreme eastern border of -Indiana. At Richmond, Starr Tavern (Tremont Hotel), Nixon's Tavern, -Gilbert's two-story, pebble-coated tavern and Bayle's Sign of the Green -Tree, offered entertainment worthy of the road and its great business, -while Sloan's brick stagehouse accommodated the passenger traffic of the -stage lines. At Indianapolis, the Palmer House, built in 1837, and -Washington Hall, welcomed the public of the two great political faiths, -Democrat and Whig, respectively. - -At almost every mile of the road's long length, wagonhouses offered -hospitality to the hundreds engaged in the great freight traffic. Here a -large room with its fireplace could be found before which to lay -blankets on a winter's night. The most successful wagonhouses were -situated at the outskirts of the larger towns, where, at more reasonable -prices and in more congenial surroundings than in a crowded city inn, -the rough sturdy men upon whom the whole West depended for over a -generation for its merchandise, found hospitable entertainment for -themselves and their rugged horses. These houses were usually -unpretentious frame buildings surrounded by a commodious yard, and -generous watering-troughs and barns. A hundred tired horses have been -heard munching their corn in a single wagonhouse yard at the end of a -long day's work. - -In both tavern and wagonhouse the fireplace and the bar were always -present, whatever else might be missing. The fireplaces in the first -western taverns were notably generous, as the rigorous winters of the -Alleghenies required. Many of these fireplaces were seven feet in length -and nearly as high, capable of holding, had it been necessary, a -wagonload of wood. With a great fireplace at the end of the room, -lighting up its darkest corners as no candle could, the taverns along -the Cumberland Road where the stages stopped for the night, saw merrier -scenes than any of their modern counterparts witness. And over all their -merry gatherings the flames from the great fires threw a softened light, -in which those who remember them best seem to bask as they tell us of -them. The taverns near some of the larger villages, Wheeling, -Washington, or Uniontown, often entertained for a winter's evening, a -sleighing party from town, to whom the great room and its fireplace were -surrendered for the nonce, where soon lisping footsteps and the soft -swirl of old-fashioned skirts told that the dance was on. - -Beside the old fireplace hung two important articles, the flip-iron and -the poker. The poker used in the old road taverns was of a size -commensurate with the fireplace, often being seven or eight feet long. -Each landlord was Keeper-of-the-Poker in his own tavern, and many were -particular that none but themselves should touch the great fire, which -was one of the main features of their hospitality, after the quality of -the food and drink. Eccentric old "Boss" Rush in his famous tavern near -Smithfield (Big Crossings) even kept his poker under lock and key. - -The tavern signs so common in New England were known only in the earlier -days of the Cumberland Road as many of the tavern names show. The -majority of the great taverns bore on their signs only the name of their -proprietor, the earliest landlord's name often being used for several -generations. The advancing of the century can be noticed in the origin -of such names as the National House, the United States Hotel, the -American House, etc. The evolution in nomenclature is, plainly, from the -sign or symbol to the landlord's name, then to a fanciful name. Another -sign of later days was the building of verandas. The oldest taverns now -standing are plain ones or the two story buildings rising abruptly from -the pavement and opening directly upon it. Of this type is the -Brownfield House at Uniontown and numerous half-forgotten houses which -were early taverns in Pennsylvania and Ohio. - -The kitchen of the old inn was an important feature, especially as many -of the taverns were little more than restaurants where stage-passengers -hastily dined. The food provided was of a plain and nourishing -character, including the famous home-cured hams, which Andrew Jackson -preferred, and the buckwheat cakes, which Henry Clay highly extolled. In -this connection it should be said that the women of the old West were -most successful in operating the old-time taverns, and many of the best -"stands" were conducted by them. The provision made in a license to a -woman in early New England, that "she provide a fit man that is godly to -manage the business," was never suggested in the West, where hundreds of -brave women carried on the business of their husbands after their -decease. And their heroism was appreciated and remembered by the gallant -aristocracy of the road. - -The old Revolutionary soldiers who, quite generally, became the -landlords of New England, did not keep tavern in the West. But one -Revolutionary veteran was landlord on the Cumberland Road. The road bred -and brought up its own landlords to a large extent. The early landlords -were fit men to rule in the early taverns, and provided from forest and -stream the larger portion of food for the travelers over the first rough -roads. It is said that these objected to the building of the Cumberland -Road, through fear that more accelerated means of locomotion would -eventually cheat them out of the business which then fell to their -share. - -But, like the New England landlord, the western tavern-keeper was a -many-sided man. Had the Cumberland Road taverns been located always -within villages, their proprietors might have become what New England -landlords are reputed to have been, town representatives, councilmen, -selectmen, tapsters, and heads of the "Train Band"--in fact, next to the -town clerk in importance. As it was, the western landlord often filled -as important a position on the frontier as his eastern counterpart did -in New England. This was due, in part, to the place which the western -tavern occupied in society. Taverns were, both in the East and in the -West, places of meeting for almost any business. This was particularly -true in the West, where the public house was almost the only available -place for any gathering whatever between the scattered villages. But -while in the East the landlord was most frequently busy with official -duties, the western landlord was mostly engaged in collateral -professions, which rendered him of no less value to his community. The -jovial host at the Cumberland Road tavern often worked a large farm, -upon which his tavern stood. Some of the more prosperous on the eastern -half of the road, owned slaves who carried on the work of the farm and -hotel. He sometimes ran a store in connection with his tavern, and -almost without exception, officiated at his bar, where he "sold strong -waters to relieve the inhabitants." Whiskey, two drinks for a "fippenny -bit," called "fip" for short (value six and a quarter cents) was the -principal "strong water" in demand. It was the pure article, neither -diluted nor adulterated. In the larger towns of course any beverage of -the day was kept at the taverns--sherry toddy, mulled wine, madeira, and -cider. - -As has been said, the road bred its own landlords. Youths, whose lives -began simultaneously with that of the great road, worked upon its curved -bed in their teens, became teamsters and contractors in middle life, and -spent the autumn of their lives as landlords of its taverns, purchased -with the money earned in working upon it. Several well-known landlords -were prominent contractors, many of whom owned their share of the great -six- and eight-horse teams which hauled freight to the western rivers. - -The old taverns were the hearts of the Cumberland Road, and the tavern -life was the best gauge to measure the current of business that ebbed -and flowed. As the great road became superseded by the railways, the -taverns were the first to succumb to the shock. In a very interesting -article, a recent writer on "The Rise of the Tide of Life to New England -Hilltops,"[72] speaks of the early hill life of New England, and the -memorials there left "of the deep and sweeping streams of human -history." The author would have found the Cumberland Road and its -predecessors an interesting western example of the social phenomena with -which he dealt. In New England, as in the Central West, the first -traveled courses were on the summits of the watersheds. These routes of -the brute were the first ways of men. The tide of life has ebbed from -New England hilltops since the beginning. Sufficient is it for the -present subject that the Cumberland Road was the most important "stream -of human history" from Atlantic tide-water to the headwaters of the -streams of the Mississippi. Its old taverns are, after the remnants of -the historic roadbed and ponderous bridges, the most interesting "shells -and fossils" cast up by this stream. This old route, chosen first by the -buffalo and followed by red men and white men, will ever be the course -of travel across the mountains. From this rugged path made by the once -famous Cumberland Road, the tide of life cannot ebb. Here, a thousand -years hence, may course a magnificent boulevard, the American Appian -Way, to the commercial, as well as military, key of the eastern slopes -of the Mississippi Basin at the junction of the Allegheny and -Monongahela Rivers. It is important that each fact of history concerning -this ancient highway be put on lasting record. - - - - -CHAPTER VII - -CONCLUSION - - -It is impossible to leave the study of the Cumberland Road without -gathering up into a single chapter a number of threads which have not -been woven into the preceding record. And first, the very appearance of -the old road as seen by travelers who pass over it today. One cannot go -a single mile over it without becoming deeply impressed with the -evidence of the age and the individuality of the old Cumberland Road. -There is nothing like it in the United States. Leaping the Ohio at -Wheeling, the Cumberland Road throws itself across Ohio and Indiana, -straight as an arrow, like an ancient elevated pathway of the gods, -chopping hills in twain at a blow, traversing the lowlands on high -grades like a railroad bed, vaulting river and stream on massive bridges -of unparalleled size. The farther one travels upon it, the more -impressed one must become, for there is, in the long grades and -stretches and ponderous bridges, that "masterful suggestion of a serious -purpose, speeding you along with a strange uplifting of the heart," of -which Kenneth Grahame speaks; "and even in its shedding off of bank and -hedgerow as it marched straight and full for the open downs, it seems to -declare its contempt for adventitious trappings to catch the -shallow-pated."[73] For long distances, this road "of the sterner sort" -will be, so far as its immediate surface is concerned, what the tender -mercies of the counties through which it passes will allow, but at -certain points, the traveler comes out unexpectedly upon the ancient -roadbed, for in many places the old macadamized bed is still doing noble -duty. - -Nothing is more striking than the ponderous stone bridges which carry -the roadbed over the waterways. It is doubtful if there are on this -continent such monumental relics of the old stone bridge builders' art. -Not only such massive bridges as those at Big Crossings (Smithfield, -Pennsylvania) and the artistic "S" bridge near Claysville, -Pennsylvania, will attract the traveler's attention, but many of the -less pretentious bridges over brooks and rivulets will, upon -examination, be found to be ponderous pieces of workmanship. A pregnant -suggestion of the change which has come over the land can be read in -certain of these smaller bridges and culverts. When the great road was -built the land was covered with forests and many drains were necessary. -With the passing of the forests many large bridges, formerly of much -importance, are now of a size out of all proportion to the demand for -them, and hundreds of little bridges have fallen into disuse, some of -them being quite above the general level of the surrounding fields. The -ponderous bridge at Big Crossings was finished and dedicated with great -eclat July 4, 1818. Near the eastern end of the three fine arches is the -following inscription: "Kinkead, Beck & Evans, builders, July 4, 1818." - -[Illustration: CULVERT ON THE CUMBERLAND ROAD IN OHIO] - -The traveler will notice still the mileposts which mark the great road's -successive steps. Those on the eastern portion of the road are of -iron and were made at the foundries at Connellsville and Brownsville. -Major James Francis had the contract for making and delivering those -between Cumberland and Brownsville. John Snowdan had the contract for -those between Brownsville and Wheeling. They were hauled in six-horse -teams to their sites. Those between Brownsville and Cumberland have -recently been reset and repainted. The milestones west of the Ohio River -are mostly of sandstone, and are fast disappearing under the action of -the weather. Some are quite illegible though the word "Cumberland" at -the top can yet be read on almost all. In central Ohio, through the -Darby woods, or "Darby Cuttings," the mileposts have been greatly -mutilated by vandal woodchoppers, who knocked off large chips with which -to sharpen their axes. - -The bed of the Cumberland Road was originally eighty feet in width. In -Ohio at least, property owners have encroached upon the road until, in -some places, ten feet of ground has been included within the fences. -This matter has been brought into notice where franchises for electric -railway lines have been granted. In Franklin County, west of Columbus, -Ohio, there is hardly room for a standard gauge track outside the -roadbed, where once the road occupied forty feet each side of its axis. -When the property owners were addressed with respect to the removal of -their fences, they demanded to be shown quitclaim deeds for the land, -which, it is unnecessary to say, were not forthcoming from the state. -Hundreds of contracts, calling for a width of eighty feet, can be given -as evidence of the original width of the road.[74] In days when it was -considered the most extraordinary good fortune to have the Cumberland -Road pass through one's farm, it was not considered necessary to obtain -quitclaim deeds for the land. - -It is difficult to sufficiently emphasize the aristocracy which existed -among the old "pike boys," as those most intimately connected with the -road were called. This was particularly true of the drivers of the mail -and passenger stages, men who were as often noted for their quick wit -and large acquaintance with men as for their dexterous handling of two -hands full of reins. Their social and business position was the envy of -the youth of a nation, whose ambition to emulate them was begotten of -the best sort of hero-worship. Stage-drivers' foibles were their pet -themes, such as the use of peculiar kinds of whips and various modes of -driving. Of the latter there were three styles common to the Cumberland -Road, (1) The flat rein (English style), (2) Top and bottom -(Pennsylvania adaptation), (3) Side rein (Eastern style). The last mode -was in commonest use. Of drivers there were of course all kinds, -slovenly, cruel, careful. Of the best class, John Bunting, Jim Reynolds, -and Billy Armor were best known, after "Red" Bunting, in the east, and -David Gordon and James Burr, on the western division. No one was more -proud of the fine horses which did the work of the great road than the -better class of drivers. As Thackeray said was true in England, the -passing of the era of good roads and the mailstage has sounded the -knell of the rugged race of horses which once did service in the Central -West. - -As one scans the old files of newspapers, or reads old-time letters and -memoirs of the age of the Cumberland Road, he is impressed with the -interest taken in the coming and going of the more renowned guests of -the old road. The passage of a president-elect over the Cumberland Road -was a triumphant procession. The stage companies made special stages, or -selected the best of their stock, in which to bear him. The best horses -were fed and groomed for the proud task. The most noted drivers were -appointed to the honorable station of Charioteer-to-the-President. The -thousands of homes along his route were decked in his honor, and -welcoming heralds rode out from the larger towns to escort their noted -guests to celebrations for which preparations had been making for days -in advance. The slow-moving presidential pageant through Ohio and -Pennsylvania was an educational and patriotic ceremony, of not -infrequent occurrence in the old coaching days--a worthy exhibition -which hardly has its counterpart in these days of steam. Jackson, Van -Buren, Monroe, Harrison, Polk, and Tyler passed in triumph over portions -of the great road. The taverns at which they were feted are remembered -by the fact. Drivers who were chosen for the task of driving their coach -were ever after noted men. But there were other guests than -presidents-elect, though none received with more acclaim. Henry Clay, -the champion of the road, was a great favorite throughout its towns and -hamlets, one of which, Claysville, proudly perpetuates his name. Benton -and Cass, General Lafayette, General Santa Anna, Black Hawk, Jenny Lind, -P. T. Barnum, and John Quincy Adams are all mentioned in the records of -the stirring days of the old road. As has been suggested elsewhere, -politics entered largely into the consideration of the building and -maintenance of the road. Enemies of internal improvement were not -forgotten as they passed along the great road which they voted to -neglect, as even Martin Van Buren once realized when the axle of his -coach was sawed in two, breaking down where the mud was deepest. Many -episodes are remembered, indicating that all the political prejudice and -rancor known elsewhere was especially in evidence on this highway, which -owed its existence and future to the machinations of politicians. - -But the greatest blessing of the Cumberland Road was the splendid era of -growth which it did its share toward hastening. Its best friends could -see in its decline and decay only evidences of unhappiest fortune, while -in reality the great road had done its noble work and was to be -superseded by better things which owed to it their coming. Historic -roads there had been, before this great highway of America was built, -but none in all the past had been the means of supplanting themselves by -greater and more efficient means of communication. The far-famed Appian -Way witnessed many triumphal processions of consuls and proconsuls, but -it never was the means of bringing into existence something to take its -place in a new and more progressive era. It helped to create no free -empire at its extremity, and they who traversed it in so much pride and -power would find it today nothing but a ponderous memorial of their -vanity. The Cumberland Road was built by the people and for the people, -and served well its high purpose. It became a highway for the products -of the factories, the fisheries and the commerce of the eastern states. -It made possible that interchange of the courtesies of social life -necessary in a republic of united states. It was one of the great -strands which bound the nation together in early days when there was -much to excite animosity and provoke disunion. It became the pride of -New England as well as of the West which it more immediately benefited; -"The state of which I am a citizen," said Edward Everett at Lexington, -Kentucky, in 1829, "has already paid between one and two thousand -dollars toward the construction and repair of that road; and I doubt not -she is prepared to contribute her proportion toward its extension to the -place of its destination."[75] - -Hundreds of ancient but unpretentious monuments of the Cumberland -Road--the hoary milestones which line it--stand to perpetuate its name -in future days. But were they all gathered together--from Indiana and -Ohio and Pennsylvania and Virginia and Maryland--and cemented into a -monstrous pyramid, the pile would not be inappropriate to preserve the -name and fame of a highway which "carried thousands of population and -millions of wealth into the West; and more than any other material -structure in the land, served to harmonize and strengthen, if not save, -the Union." - -What of the future? The dawning of the era of country living is in -sight. It is being hastened by the revolution in methods of locomotion. -The bicycle and automobile presage an era of good roads, and of an -unparalleled countryward movement of society. With this era is coming -the revival of inn and tavern life, the rejuvenation of a thousand -ancient highways and all the happy life that was ever known along their -dusty stretches. By its position with reference to the national capital, -and the military and commercial key of the Central West, Pittsburg, and -both of the great cities of Ohio, the Cumberland Road will become, -perhaps, the foremost of the great roadways of America. The bed is -capable of being made substantial at a comparatively small cost, as the -grading is quite perfect. Its course measures the shortest possible -route practicable for a roadway from tidewater to the Mississippi River. -As a trunk line its location cannot be surpassed. Its historic -associations will render the route of increasing interest to the -thousands who, in other days, will travel, in the genuine sense of the -word, over those portions of its length which long ago became hallowed -ground. The "Shades of Death" will again be filled with the echoing horn -which heralded the arrival of the old-time coaches, and Winding Ridge -again be crowded with the traffic of a nation. A hundred Cumberland Road -taverns will be opened, and bustling landlords welcome, as of yore, the -travel-stained visitor. Merry parties will again fill those tavern -halls, now long silent, with their laughter. - -And all this will but mark a new and better era than its predecessor, an -era of outdoor living, which must come, and come quickly, if as a nation -we are to retain our present hold on the world's great affairs. - - - - -Appendixes - - - - -APPENDIX A - -APPROPRIATIONS BY CONGRESS AT VARIOUS TIMES FOR MAKING, REPAIRING, AND -CONTINUING THE ROAD - - - 1. Act of March 29, 1806, authorizes the President to appoint a - commission of three citizens to lay out a road four rods in width - "from Cumberland or a point on the northern bank of the river - Potomac in the State of Maryland, between Cumberland and the place - where the main road leading from Gwynn's to Winchester, in Virginia, - crosses the river, ... to strike the river Ohio at the most - convenient place between a point on its eastern bank, opposite the - northern boundary of Steubenville and the mouth of Grave creek, - which empties into the said river a little below Wheeling, in - Virginia." Provides for obtaining the consent of the states through - which the road passes, and appropriates for the expense, to be paid - from the reserve fund under the act of April 30, 1802, $30,000.00 - - 2. Act of February 14, 1810, appropriates to be expended under the - direction of the President in making the road between Cumberland and - Brownsville, to be paid from fund act of April 30, 1802, $60,000.00 - - 3. Act of March 3, 1811, appropriates to be expended under the - direction of the President in making the road between Cumberland and - Brownsville, and authorizes the President to permit deviation from a - line established by the commissioners under the original act as may - be expedient; _Provided_, that no deviation shall be made from the - principal points established on said road between Cumberland and - Brownsville; to be paid from fund act of April 30, 1802 $50,000.00 - - 4. Act of February 26, 1812, appropriates balance of a former - appropriation not used, but carried to surplus fund, $3,786.60 - - 5. Act of May 6, 1812, appropriates to be expended under direction - of the President, for making the road from Cumberland to - Brownsville, to be paid from fund act of April 30, 1802 $30,000.00 - - 6. Act of March 3, 1813 (General Appropriation Bill), appropriates - for making the road from Cumberland to the state of Ohio, to be - paid from fund act of April 30, 1802 $140,000.00 - - 7. Act of February 14, 1815, appropriates to be expended under - the direction of the President, for making the road between - Cumberland and Brownsville, to be paid from fund act of April 30, - 1802, $100,000.00 - - 8. Act of April 16, 1816 (General Appropriation Bill), appropriates - for making the road from Cumberland to the state of Ohio, to be paid - from the fund act April 30, 1802 $300,000.00 - - 9. Act of April 14, 1818, appropriates to meet claims due and - unpaid $52,984.60 - - Demands under existing contracts $260,000.00 - - (From money in the treasury not otherwise appropriated.) - - 10. Act of March 3, 1819, appropriates for existing claims and - contracts $250,000.00 - - Completing road $285,000.00 - - (To be paid from reserved funds, acts admitting Ohio, Indiana, and - Illinois.) - - 11. Act of May 15, 1820, appropriates for laying out the road - between Wheeling, Virginia, and a point on the left bank of the - Mississippi River, between St. Louis and the mouth of the Illinois - River, road to be eighty feet wide and on a straight line, and - authorizes the President to appoint commissioners. To be paid out - of any money in the treasury not otherwise appropriated $10,000.00 - - 12. Act of April 11, 1820, appropriates for completing contract for - road from Washington, Pennsylvania, to Wheeling, out of any money in - the treasury not otherwise appropriated $141,000.00 - - 13. Act of February 28, 1823, appropriates for repairs between - Cumberland and Wheeling, and authorizes the President to appoint a - superintendent at a compensation of three dollars per day. To be - paid out of any money not otherwise appropriated $25,000.00 - - 14. Act of March 3, 1825, appropriates for opening and making a road - from the town of Canton, in the state of Ohio, opposite Wheeling, to - Zanesville, and for the completion of the surveys of the road, - directed to be made by the act of May 15, 1820, and orders its - extension to the permanent seat of government of Missouri, and to - pass by the seats of government of Ohio, Indiana and Illinois, said - road to commence at Zanesville, Ohio; also authorizes the - appointment of a superintendent by the President, at a salary of - fifteen hundred dollars per annum, who shall make all contracts, - receive and disburse all moneys, etc.; also authorizes the - appointment of one commissioner, who shall have power according to - provisions of the act of May 15, 1820; ten thousand dollars of the - money appropriated by this act is to be expended in completing the - survey mentioned. The whole sum appropriated to be advanced from - moneys not otherwise appropriated, and replaced from reserve - fund provided in acts admitting Ohio, Indiana, Illinois, and - Missouri $150,000.00 - - 15. Act of March 14, 1826 (General Appropriation Bill), appropriates - for balance due to the superintendent, $3,000; assistant - superintendent, $158.90; contractor, $252.13 $3,411.03 - - 16. Act of March 25, 1826 (Military Service), appropriates for the - continuation of the Cumberland Road during the year 1825 $110,749.00 - - 17. Act of March 2, 1827 (Military Service), appropriates for - construction of road from Canton to Zanesville, and continuing and - completing the survey from Zanesville to the seat of government of - Missouri, to be paid from reserve fund, provided in acts admitting - Ohio, Indiana, Illinois, and Missouri $170,000.00 - - For balance due superintendent, from moneys not otherwise - appropriated, $510.00 - - 18. Act of March 2, 1827, appropriates for repairs between - Cumberland and Wheeling, and authorizes the appointment of a - superintendent of repairs, at a compensation to be fixed by the - President. To be paid from moneys not otherwise appropriated. - The language of this act is: "For repairing the public road - from Cumberland to Wheeling" $30,000.00 - - 19. Act of May 19, 1828, appropriates for the completion of the road - to Zanesville, Ohio, to be paid from fund provided in acts admitting - Ohio, Indiana, Illinois, and Missouri $175,000.00 - - 20. Act of March 2, 1829, appropriates for opening road westwardly, - from Zanesville, Ohio, to be paid from fund provided in acts - admitting Ohio, Illinois, Indiana, and Missouri $100,000.00 - - 21. Act of March 2, 1829, appropriates for opening road eighty feet - wide in Indiana, east and west from Indianapolis, and to appoint two - superintendents, at eight hundred dollars each per annum, to be paid - from fund provided in acts admitting Ohio, Indiana, Illinois, and - Missouri, $51,600.00 - - 22. Act of March 3, 1829, appropriates for repairing bridges, etc., - on road east of Wheeling $100,000.00 - - 23. Act of May 31, 1830 (Internal Improvements), appropriates for - opening and grading road west of Zanesville, Ohio, $100,000; for - opening and grading road in Indiana, $60,000; commencing at - Indianapolis, and progressing with the work to the eastern and - western boundaries of said state; for opening, grading, etc., in - Illinois, $40,000, to be paid from reserve fund provided in acts - admitting Ohio, Indiana, Illinois, and Missouri; for claims due - and remaining unpaid on account of road east of Wheeling, - $15,000; to be paid from moneys in the treasury not otherwise - appropriated $215,000.00 - - 24. Act of March 2, 1831, appropriates $100,000 for opening, - grading, and so forth, west of Zanesville, Ohio; $950 for repairs - during the year 1830; $2,700 for work heretofore done east of - Zanesville; $265.85 for arrearages for the survey from Zanesville to - the capital of Missouri; and $75,000 for opening, grading, and so - forth, in the state of Indiana, including bridge over White River, - near Indianapolis, and progressing to eastern and western - boundaries; $66,000 for opening, grading and bridging in Illinois; - to be paid from the fund provided in acts admitting Ohio, Indiana, - Illinois, and Missouri $244,915.85 - - 25. Act of July 3, 1832, appropriates $150,000 for repairs east of - the Ohio River; $100,000 for continuing the road west of Zanesville; - $100,000 for continuing the road in Indiana, including bridge over - east and west branch of White River; $70,000 for continuing road in - Illinois; to be paid from the fund provided in acts admitting Ohio, - Indiana, and Illinois $420,000.00 - - 26. Act of March 2, 1833, appropriates to carry on certain - improvements east of the Ohio River, $125,000; in Ohio, west of - Zanesville, $130,000; in Indiana, $100,000; in Illinois, $70,000; - and in Virginia, $34,440 $459,440.00 - - 27. Act of June 24, 1834, appropriates $200,000 for continuing the - road in Ohio; $150,000 for continuing the road in Indiana; $100,000 - for continuing the road in Illinois, and $300,000 for the entire - completion of repairs east of Ohio, to meet provisions of the acts - of Pennsylvania (April 4, 1831), Maryland (Jan. 23, 1832), and - Virginia (Feb. 7, 1832), accepting the road surrendered to the - states, the United States not thereafter to be subject to any - expense for repairs. Places engineer officer of army in control of - road through Indiana and Illinois, and in charge of all - appropriations; $300,000 to be paid out of any money in the Treasury - not otherwise appropriated, balance from that provided in acts - admitting Ohio, Indiana and Illinois, $750,000.00 - - 28. Act of June 27, 1837 (General Appropriation), for arrearages due - to the contractors $1,609.36 - - 29. Act of March 3, 1835, appropriates $200,000 for continuing the - road in the state of Ohio; $100,000 for continuing road in the - state of Indiana; to be out of fund provided in acts admitting Ohio, - Indiana and Illinois, and $346,186.58 for the entire completion of - repairs in Maryland, Pennsylvania and Virginia; but before any part - of this sum can be expended east of the Ohio River, the road shall - be surrendered to and accepted by the states through which it - passes, and the United States shall not thereafter be subject to any - expense in relation to said road. Out of any money in the Treasury - not otherwise appropriated $646,186.58 - - 30. Act of March 3, 1835 (Repair of Roads), appropriates to pay for - work heretofore done by Isaiah Frost on the Cumberland Road, $320; - to pay late superintendent of road a salary, $862.87 $1,182.87 - - 31. Act of July 2, 1836, appropriates for continuing the road in - Ohio, $200,000; for continuing road in Indiana, $250,000, including - materials for a bridge over the Wabash River; $150,000 for - continuing the road in Illinois, provided that the appropriation for - Illinois shall be limited to grading and bridging, and shall not be - construed as pledging Congress to future appropriations for the - purpose of macadamizing the road, and the moneys herein appropriated - for said road in Ohio and Indiana must be expended in completing the - greatest possible continuous portion of said road in said states so - that said finished part thereof may be surrendered to the states - respectively; to be paid from fund provided in acts admitting Ohio, - Indiana, Illinois, and Missouri $600,000.00 - - 32. Act of March 3, 1837, appropriates $190,000 for continuing the - road in Ohio; $100,000 for continuing the road in Indiana; $100,000 - for continuing the road in Illinois, provided the road in Illinois - shall not be stoned or graveled, unless it can be done at a cost not - greater than the average cost of stoning and graveling the road in - Ohio and Indiana, and provided that in all cases where it can be - done the work to be laid off in sections and let to the lowest - substantial bidder. Sec. 2 of the act provides that Sec. 2 of act of - July 2, 1836, shall not be applicable to expenditures hereafter made - on the road, and $7,183.63 is appropriated by this act for repairs - east of the Ohio River; to be paid from fund provided in acts - admitting Ohio, Indiana, and Illinois $397,183.63 - - 33. Act of May 25, 1838, appropriates for continuing the road in - Ohio, $150,000; for continuing it in Indiana, including bridges, - $150,000; for continuing it in Illinois, $9,000; for the completion - of a bridge over Dunlap's Creek at Brownsville; to be paid from - moneys in the Treasury not otherwise appropriated and subject to - provisions and conditions of act of March 3, 1837 $459,000.00 - - 34. Act of June 17, 1844 (Civil and Diplomatic), appropriates for - arrearages on account of survey to Jefferson, Missouri $1,359.81 - - Total $6,824,919.33 - - - - -APPENDIX B - -SPECIMEN ADVERTISEMENT FOR BIDS FOR REPAIRING CUMBERLAND ROAD IN OHIO -(1838) - - -Sealed proposals will be received at Toll-gate No. 4, until the 6th day -of March next, for repairing that part of the road lying between the -beginning of the 23rd and end of the 42nd mile, and if suitable bids are -obtained, and not otherwise, contracts will be made at Bradshaw's hotel -in Fairview, on the 8th. Those who desire contracts are expected to -attend in person, in order to sign their bonds. On this part of the road -three hundred rods or upwards (82-1/2 cubic feet each) will be required -on each mile, of the best quality of limestone, broken evenly into -blocks not exceeding four ounces in weight, each; and specimens of the -material proposed, must be furnished, in quantity not less than six -cubic inches, broken and neatly put up in a box, and accompanying each -bid; which will be returned and taken as the standard, both as regards -the quality of the material and the preparation of it at the time of -measurement and inspection. - -The following conditions will be mutually understood as entering into, -and forming a part of the contract, namely: The 23, 24 and 25 miles to -be ready for measurement and inspection on the 25th of July; the 26, 27 -and 28 miles on the 1st of August; the 29, 30 and 31 miles on the 15th -of August; the 32, 33 and 34 miles on the 1st of September; the 35, 36, -37 miles on the 15th of September; the 38, 39 and 40 miles on the 1st of -October; and the 41 and 42 miles, if let, will be examined at the same -time. - -Any failure to be ready for inspection at the time above specified, will -incur a penalty of five per cent. for every two days' delay, until the -whole penalty shall amount to 25 per cent. on the contract paid. All the -piles must be neatly put up for measurement and no pile will be measured -on this part of the work containing less than five rods. Whenever a pile -is placed upon deceptive ground, whether discovered at the time of -measurement or afterward, half its contents shall in every case be -forfeited for the use of the road. - -Proposals will also be received at the American Hotel in Columbus, on -the 15th of March for hauling broken materials from the penitentiary -east of Columbus. Bids are solicited on the 1, 2 and 3 miles counting -from a point near the Toll-gate towards the city. Bids will also be -received at the same time and place, for collecting and breaking all the -old stone that lies along the roadside, between Columbus and -Kirkersville, neatly put in piles of not less than two rods, and placed -on the outside of the ditches. - - - - -APPENDIX C - -ADVERTISEMENT FOR PROPOSALS FOR BUILDING A CUMBERLAND ROAD BRIDGE AND -FOR TOLL HOUSES IN OHIO--1837 - - -Proposals will also be received in Zanesville on Monday, the 1st day of -May next, at Roger's Tavern, for rebuilding the Bridge over Salt Creek, -nine miles east of Zanesville. The structure will be of wood, except -some stone work to repair the abutments. A plan of the Bridge, together -with a bill for the timber, &c., can be seen at the place of letting -after the 24th inst. Conditions with regard to proposals the same as -above. - -At the same time and place, proposals will likewise be received, for -building three or four Toll-gates and Gate Houses between Hebron, east -of Columbus, and Jefferson, west of it. The house of frame with stone -foundations, and about 13 by 24 feet, one story high, and completely -finished. Bills of timber, stone, &c., will be furnished, and -particulars made known, by calling on the undersigned, at Rodger's -Tavern, in Zanesville after the 24th inst. In making bids, conditions -the same as above. - -All letters must be post-paid, or no attention shall be given to them. - - THOMAS M. DRAKE, _Superintendent_. - -P. S.--Proposals will also be received at Columbus, on Monday, the 17th -of April, for repairing the National Road between Kirkersville and -Columbus--by William B. Vanhook, superintendent. - - April 12. - WILLIAM WALL, _A. C. B. P. W._ - - - - -APPENDIX D - -ADVERTISEMENT OF CUMBERLAND ROAD TAVERN IN OHIO--1837 - - -Tavern Stand for Sale or Rent.--A valuable Tavern Stand Sign of the -Harp, consisting of 25-1/2 acres of choice land partly improved, and a -dwelling house, together with three front lots. This eligible and -healthy situation lies 8 miles east of Columbus City, the capital of -Ohio, on the National Road leading to Zanesville, at Big Walnut Bridge. -The stand is well supplied with several elegant springs. - -It is unnecessary to comment on the numerous advantages of this -interesting site. The thoroughfare is great, and the growing prospects -beyond calculation. For particulars inquire of - - T. ARMSTRONG, Hibernia. - Dec. 4-14. - - - - -FOOTNOTES: - - -[1] _United States Statutes at Large_, vol. ii, p. 173. - -[2] _Senate Reports_, 9th Cong., 1st Sess., Rep. No. 195. - -[3] Keyser's Ridge. - -[4] The dates on which the three states gave their permission were: -Pennsylvania, April 9, 1807; Maryland, 1806; Ohio, 1824. - -[5] Richardson (editor): _Messages and Papers of the Presidents_, vol. -ii, p. 142. - -[6] Harriet Martineau's _Society in America_, vol. ii, pp. 31-35. - -[7] See Appropriation No. 27, in Appendix A. - -[8] For specimen advertisement for repairs see Appendix B. - -[9] The early official correspondence concerning the route of the road -shows plainly that it was really built for the benefit of the -Chillicothe and Cincinnati settlements, which embraced a large portion -of Ohio's population. The opening of river traffic in the first two -decades of the century, however, had the effect of throwing the line of -the road further northward through the capitals of Ohio, Indiana, and -Illinois. Zane's Trace, diverging from the Cumberland Road at -Zanesville, played an important part in the development of southwestern -Ohio, becoming the course of the Lancaster and Maysville Pike. See -_Historic Highways of America_, vol. xi. - -[10] See Appropriation No. 14, in Appendix A. - -[11] See Appropriations Nos. 20 and 21, in Appendix A. - -[12] _Private Laws of the United States_, May 17, 1796. - -[13] _Springfield Pioneer_, August 1837; also _Ohio State Journal_, -August 8, 1837. - -[14] Harriet Martineau's _Society in America_, vol. i, p. 17. - -[15] Wabash-Erie, Whitewater, and Indiana Central Canals and the Madison -and Indianapolis Railway. Cf. Atwater's _Tour_, p. 31. - -[16] _Illinois in '37_, pp. 766-767. This was probably passenger and -freight traffic as the mails went overland from the very first, until -the building of railways. - -[17] _Ohio State Journal_, January 8, 1836. - -[18] _Laws of Pennsylvania_ (pamphlet), p. 500. - -[19] See Appropriation No. 27, in Appendix A. - -[20] _Laws of Ohio_, XXIX, p. 76. For specimen advertisement for bids -for erection of tollgates in Ohio see Appendix D. - -[21] _Laws of Pennsylvania_ (pamphlet), p. 419. - -[22] _Id._, p. 523. - -[23] _Id._, p. 477. - -[24] _Laws of Ohio_, XXXIV, p. 41; XXV, p. 7. - -[25] _Id._, XXIII, p. 447. - -[26] _Id._, XLIII, p. 89. - -[27] _Laws of Pennsylvania_ (pamphlet), p. 477. - -[28] _Laws of Ohio_, XLIII, p. 140. - -[29] _Id._, LVIII, p. 140. - -[30] _Laws of Pennsylvania_ (pamphlet), p. 500. - -[31] _Laws of Ohio_, XXVI, p. 41. - -[32] _Id._ - -[33] Concerning the celerity of opening the road after the completion of -contracts, Captain Weaver, Superintendent in Ohio, made the following -statement in his report of 1827: - -"Upon the first, second and third divisions, with a cover of metal of -six inches in thickness, composed of stone reduced to particles of not -more than four ounces in weight, the travel was admitted in the month of -June last. Those divisions that lie eastward of the village of Fairview -together embrace a distance of very nearly twenty-eight and a half -miles, and were put under contract on the first of July, and first and -thirty-first of August, 1825. This portion of the road has been, in -pursuance of contracts made last fall and spring, covered with the third -stratum of metal of three inches in thickness, and similarly reduced. On -parts of this distance, say about five miles made up of detached pieces, -the travel was admitted at the commencement of the last winter and has -continued on to this time to render it compact and solid; it is very -firm, elastic and smooth. The effect has been to dissipate the -prejudices which existed very generally, in the minds of the citizens, -against the McAdam system, and to establish full confidence over the -former plan of constructing roads. - -"On the first day of July, the travel was admitted upon the fourth and -fifth divisions, and upon the second, third, fourth, and fifth sections -of the sixth division of the road, in its graduated state. This part of -the line was put under contract on the eleventh day of September, 1826, -terminating at a point three miles west of Cambridge, and embraces a -distance of twenty-three and a half miles. On the twenty-first of July -the balance of the line to Zanesville, comprising a distance of a little -over twenty-one miles, was let." - -[34] _Laws of Pennsylvania_ (pamphlet), p. 419. - -[35] _Laws of Ohio_, XXVI, p. 41; _Laws of Pennsylvania_ (pamphlet), p. -102. - -[36] _Id._, XXVI, p. 41. - -[37] Tolls for 1845 were based on number of horses, each additional -horse being taxed about .20. Tolls for 1900 (in Franklin County) were -practically identical with tolls of 1845. - -[38] _Laws of Ohio_, XXX, p. 321. - -[39] _Id._, XXX, p. 8. - -[40] _Id._, XXXIV, p. 111. - -[41] _Id._, XLIII, p. 89. - -[42] _Laws of Pennsylvania_ (pamphlet), pp. 534, 164, 430-431. - -[43] _Laws of Ohio_, XXXV, p. 7. - -[44] _Laws of Pennsylvania_ (pamphlet), p. 353. - -[45] _Laws of Ohio_, XXX, p. 8. - -[46] _Id._, XXIX, p. 76. - -[47] _Id._, XXX, p. 8. - -[48] _Id._, XXX, p. 7. - -[49] _Id_., XXXII, p. 265; XXX, p. 7. - -[50] Searight's _The Old Pike_, p. 298. - -[51] _Id._, pp. 362-366. - -[52] _Id._, pp. 367-370. - -[53] _Laws of Ohio_, LII, p. 126. - -[54] _Id._, LVI, p. 159. - -[55] _Id._, LXX, p. 194. - -[56] _Id._, LXXIII, p. 105. - -[57] _Laws of Ohio_, LXXIV, p. 62. - -[58] _Report of the Superintendent of the National Road, with Abstract -of Tolls for the fiscal year_ (1837). - -[59] _Laws of Ohio_, XXX, p. 8. - -[60] Thackeray's _The Newcomes_, vol. i, ch. x. - -[61] In one instance a struggle between two stagecoach lines in Indiana -resulted in carrying passengers from Richmond to Cincinnati for fifty -cents. The regular price was five dollars. - -[62] An old Ohio National Stage driver, Mr. Samuel B. Baker of -Kirkersville, Ohio, is authority for the statement that the Ohio -National Stage Company put a line of stages on the Wooster-Wheeling mail -and freight route and "ran out" the line which had been doing all the -business previously, after an eight months' bitter contest. - -[63] The following appeared in the _Ohio State Journal_ of August 12, -1837: "A SPLENDID COACH--We have looked at a Coach now finishing off in -the shop of Messrs. Evans & Pinney of this city, for the Ohio Stage -Company, and intended we believe for the inspection of the Post-Master -General, who sometime since offered premiums for models of the most -approved construction, which is certainly one of the most perfect and -splendid specimens of workmanship in this line that we have ever beheld, -and would be a credit to any Coach Manufactory in the United States. It -is aimed, in its construction, to secure the mail in the safest manner -possible, under lock and key, and to accommodate three outside -passengers under a comfortable and complete protection from the weather. -It is worth going to see." - -[64] Before the era of the Cumberland Road the price for hauling the -goods of emigrants over Braddock's Road was very high. One emigrant paid -$5.33 per hundred for hauling "women and goods" from Alexandria, -Virginia, to the Monongahela. Six dollars per hundredweight was charged -one emigrant from Hagerstown, Maryland, to Terre Haute, Indiana. - -[65] _Ohio State Journal_, February 9, 1838. "The land mail between this -and Detroit crawls with snails pace."--_Cleveland Gazette_, August 31, -1837. Cf. _Historic Highways of America_, vol. i., p. 29. - -[66] The northern and southern Ohio mails connected with the Great -Eastern and Great Western mails at Columbus. They were operated as -follows: - -NORTHERN MAIL: Left Sandusky City 4 A. M., reached Delaware 8 P. M. Left -Delaware next day 3 A. M., reached Columbus 8 A. M. Left Columbus 8:30 -A. M., reached Chillicothe 4 P. M. Left Chillicothe next day 4 A. M., -reached Portsmouth 3 P. M. - -SOUTHERN MAIL: Left Portsmouth 9 A. M., Chillicothe 5 P. M., Columbus 1 -P. M., day following. Delaware 7 P. M., Sandusky City 7 P. M. day -following. A Cleveland mail left Cleveland daily for Columbus via -Wooster and Mt. Vernon at 3 A. M. and reached Columbus on the day -following at 5 P. M., returning the mail left Columbus at 4 A. M. and -reached Cleveland at 5 P. M. on the ensuing day. - -[67] "The extreme irregularity which has attended the transmission of -newspapers from one place to another for several months past has been a -subject of general complaint with the editors of all parties. It was to -have been expected that, after the adjournment of Congress, the evil -would have ceased to exist. Such, however, is not the case. Although the -roads are now pretty good, and the mails arrive in due season, our -eastern exchange papers seem to reach us only by chance. On Tuesday -last, for instance, we received, among others, the following, viz., _The -New York Courier_ and _Enquirer_ of March 1, 5 and 19; the _Philadelphia -Times_ and _Saturday Evening Post_ of March 2; the _United States -Gazette_ of March 6; and the _New Jersey Journal_ of March 5 and 19. The -cause of this irregularity, we have reason to believe, does not -originate in this state."--_Ohio State Journal_, March 30, 1833. - -[68] _Ohio State Journal_, August 9, 1837 - -[69] It may be found upon investigation that the portions of our country -most noted for hospitality are those where taverns gained the least hold -as a social institution. Cf. Allen's _The Blue Grass Region of -Kentucky_, p. 38. - -[70] The Virginian House of Burgesses met in the old Raleigh Tavern at -Williamsburg, in 1773. (Woodrow Wilson's _George Washington_, p. 146.) - -[71] For advertisement of sale of a Cumberland Road tavern see Appendix -D. - -[72] Mr. Edward P. Pressey in _New England Magazine_, vol. xxii, no. 6 -(August, 1900). - -[73] Grahame's _The Golden Age_, p. 155. - -[74] "The proper limits of the road are hereby defined to be a space of -eighty feet in width--forty feet on each side of the center of the -graded road-bed."--Law passed April 18, 1870, _Laws of Ohio_, LVIII, p. -140. - -[75] Everett's _Speeches and Orations_, vol. i, p. 202. - - - * * * * * - - -Transcriber's Notes: - -1. Passages in italics are surrounded by _underscores_. - -2. Obvious errors in spelling and punctuation have been corrected. - -3. Footnotes have been moved to the end of the main text body. - -4. Images have been moved from the middle of a paragraph to the closest -paragraph break. - -5. 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