To: Lt. J. K. F. Mansfield, Corps of Engineers

Engineer Department, - WASHINGTON, July 23, 1832.

Sir: By direction of the Secretary of War, you have been assigned, temporarily, to the superintendence of the repairs of the Cumberland Road east of the Ohio river; and in the discharge of your duties in this capacity, you will be governed by the following instructions: 1st. Respecting the parts to be repaired. The extreme limits within which your operations will be confined are. the point of intersection of the road with the western boundary line of the State of Pennsylvania, and Cumberland, in the State of Maryland; the dividing line between these States will be considered as dividing the line of the road to be repaired into two divisions, and the division within the State of Pennsylvania will be subdivided into six equal sections, and that within the State of Maryland, into two; then, having made a thorough examination of each of these sections, with a view to make yourself acquainted with their exact condition, you will classify them in the order of their condition, placing the worst first, the next worst second, and so on, making the best the last. You will then make an estimate for the repairs of each of these sections, to ascertain how far the appropriation, which is one hundred and fifty thousand dollars, will go toward repairing the whole road. Separate contracts will then be made for executing the repairs, commencing with No. 1, and passing regularly through the sections, as classified, to the best section; and these repairs will be prosecuted with as much dispatch as the nature of the case will allow. Should you deem it advisable, in letting out these sections, to retain any portion of them which may seem to require but slight repairs, and which repairs could be executed with greater economy by having overseers and laborers to act under your immediate direction, you are at liberty to do so bearing in mind, however, that whenever the repairs of the road can be made with equal economy, it is the wish of the department that they should be made by contract. As soon as one or more of these sections are finished, you will notify the commissioners appointed to receive this road by the laws of Pennsylvania and Maryland, approved, that of the former on the 4th day of April, 1831, and that of the latter on the 4th day of January, 1832, that these sections are ready to be turned over to the State, and you will accordingly turn them over.

2d. Respecting the mode of repairs. In order to insure efficient and permanent repairs, they are to be made on that which is called the Macadam system; that is to say, the pavement of the old road must be entirely broken up, and the stones removed from the road; the bed of which must then be 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, are to be so constructed that the water cannot stand at a higher level than that which is eighteen inches below the lowest part of the surface of the road; and, in all cases, when it is practicable, the drains should be adjusted in such a manner as to lead the water entirely from the side ditches. The culverts are to be cleared out, and so adjusted as to allow the free passage of all water that may tend 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, reduced to a size not exceeding four ounces in weight, must be spread on with shovels and raked smooth. The old material should be used only when it is of sufficient hardness, and no clay or sand must be mixed with the stone.

In replacing the covering of stone, it will he found best to lay it on in strata of about three inches thick, admitting the travel for a short interval on each layer, and interposing such obstructions from time to time as will insure an equal travel over every portion of the road; taking care to keep persons in constant attendance to rake the surface when it becomes uneven by the action of the wheels of carriages. In those parts of the road, if any, where materials of good quality cannot be obtained from the road in sufficient quantity to afford a course of six inches, new stone must be procured to make up the deficiency to that thickness; but it is unnecessary, in any part, to put on a covering of more than nine inches. None but limestone, flint or granite. should be used for the covering, if practicable; and no covering should he placed upon the bed of the road till it has become well compacted and thoroughly dried. At proper intervals, on the slopes of hills. drains or paved catch-waters must be made across the road, when the cost of constructing culverts would render their use inexpedient. These catch-waters must be made with a gradual curvature, so as to give no jolts to the wheels of carriages passing over them; but whenever the expense will justify the introduction of culverts, they will be used in preference; and in all cases where the water crosses the road, either in catch-waters or under culverts, sufficient pavements and overfalls must be 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, must be repaired, when it may be required, in a substantial manner, and care must be taken that the mortar used be of good quality, without admixture of raw clay. All the masonry to be well pointed with hydraulic mortar, and in no case must the pointing be put on after the middle of October; all masonry finished after this time will be well covered, and pointed early in the following spring. Care must be 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 is 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.

As the laws on the subject of this road do not seem to justify a deviation from the original location, you will be careful to confine your operations to the road as you find it located; but, as it is believed that its axis may be dropped without adding much to the expense in those places where its inclination with the horizon exceeds four degrees, you are authorized, under the exercise of a sound discretion, to make this change.

In making your contracts, it must be understood that you are to have the general supervision of their execution, and that it will be your duty to see that all labor and materials (provided for by them) be applied in the most faithful and substantial manner. These contracts must provide in their specifications for all the work that can be anticipated, and should it happen that additional stipulations are afterwards found to be necessary for either workmanship or supplies not originally provided for, the facts must be reported to this department, and, with its approbation, if obtained, new contracts will be made for the additional services and supplies required; and it must be distinctly understood by the contractors that no payment will be made for work not provided for by their contracts.

Mr. L.W. Stockton, of Uniontown, has been engaged on this road and is intimately acquainted with every part of it, as well as with the adjacent country; and, as he has offered his services, you would do well to call upon him and avail yourself of them in any capacity that may seem to you best.

As soon as it can be done, a drawing of the whole road, with details of construction, will be forwarded, to be filed in this office.

You will take up your headquarters at any point on the road where your services may appear to you to be most needed; and. as soon as you shall have completed such an examination of the road as will place you in possession of the information necessary to draw up the specifications to your contracts, you will invite proposals for those contracts through the public prints. These contracts will be closed with as little delay as the interest of the road will allow, when the work will be commenced, and the contracts, together with the proper estimates, forwarded to this office. For the mode of making these estimates, keeping your accounts, and conducting your correspondence with this office, you are referred to the regulations of the Engineer Department.

Captain Delafield has been assigned to the permanent superintendence of the repairs of this road, and has been directed to join you on or before the 1st of October next. You will, therefore, immediately on his arrival, turn over to him these instructions, together with all the papers and public property that may be in your possession relating to the road. As soon as you shall have completed the necessary examinations on the road, you will commence and continue the repairs simultaneously in both States.

You will make application for such instruments and funds as may appear necessary to enable you to execute the foregoing instructions.
I am, &c,

C. GRATIOT,
Brigadier General.

To: Gen. Chas. Gratiot.
Chief Engineer.

CUMBERLAND, MD - August 1, 1832.

Sir: I have this evening returned from a general reconnaissance of the road in this State. I find the road in a shocking condition, and every rod of it will require great repair; some of it is now almost impassable. I purpose leaving here tomorrow, on a particular measurement and survey of the road as it is, and the requisites to put it in complete repair.

The object of this communication is to request to be permitted to deviate, according to circumstances, from so much of my instructions as requires the old bed in all cases to be lifted, and the rise in the middle three inches; for there are parts of the road where the top of the old bed is full low, and where it will be more expensive, and less firm, to remove the old bed and fill in with earth, than to bring stone and Macadamize on the top of the old bed to the thickness of nine inches; and there are cases on the sides of the mountains where a greater rise than three inches, such, for instance, as some parts of it now have, which is more advantageous than a less one to confine the water to the gutters in cases of torrents, and thereby preventing a general sweep over the whole road, which would carry off the smallest stuff of a Macadamized road.

The repairs made by Mr. Giesey, about two years since, have the radical fault resulting from having lifted the old road indiscriminately, and not giving sufficient rise to the center for a mountainous country.

I have the honor to be, sir,
Very respectfully, your most obedient.

J. K. P. MANSFIELD,
Lieut. of Engineers.

To: Lt. J. K. F. Mansfield, Corps of Engineers. Uniontown, Pa.

Engineer Department, - Washington, August 9, 1832.

Sir: Your letter of the 1st instant, requesting permission to deviate, according to circumstances, from so much of the instructions of the department to you, on the subject of the repairs of the Cumberland Road, as requires the old road in all cases to be lifted, and the rise in the middle to be made three inches, has been under consideration, and I have to inform you that this permission cannot be granted.

In withholding the sanction of the department to any deviation from the prominent features of your instructions on the subject of these repairs, it may, perhaps, be proper to state, for your information, the views of the department on this subject.

By referring to the report of Mr. Weaver, a printed copy of which you have in your possession, who made an examination of the Cumberland Road in 1827, you will perceive that the mode of constructing it was that of digging a trench, or of sinking the bed of the road below the natural surface of the ground; that this trench was tilled with large stones, and that these were covered with stones a size smaller, and so on. By this construction, it was intended that the weight of the carriages passing over the road should be supported by the large stones, and that the smaller stones were only intended to present an even surface for the easy passage of vehicles over it. The great objections to this construction are, that the bed being lower than the surface of the ground on each side, the ditches can hardly ever, be sunk sufficiently deep to intercept the passage of water from the ground adjacent to the road to the ditch or trench in which the road is made; this water, by keeping the bed constantly wet, would cause the heavy stones of the first layer to sink into the ground, and thus break up the surface of the road, and allow the free passage of water through the covering itself. In the winter, the frost acting upon the bed, rendered wet by the free passage of water to it in every direction, would heave the stones to such a degree that the road in a little time would be perfectly impassable: and if any evidence, in addition to that presented by the testimony of the most experienced and approved road builders, were necessary to convince the department that the present dilapidated state of the road under your charge is owing entirely to the operation of the causes above alluded to, it is believed that that evidence is found in the report made by Capt. Delafield, who inspected the repairs of this road made by Mr. Griesey. By pursuing the course suggested in your letter, it is believed that these objections and difficulties would still obtain, and that in a little time, however faithfully the repairs might be made on the top of the large stones, the road would be in as bail order as it is at present, since the great cause of these evils would remain, viz.: that of having the bed which supports the stones, and which in fact should be the real support of the traffic on the road, lower than the neighboring ground.

It is the intention of the department that the defects of the first construction of the road shall be remedied in its repair, and as it is believed that the adoption, as nearly as practicable, of the Macadam system, in all its important features, presents the only means of effecting this remedy, and as this system forms the basis of your instructions, it is recommended that they be departed from as little as possible.

It is by no means the intention of the department to take from you all discretion in the discharge of your duties; such a course would defeat the object had in view in sending an officer of engineers on the road; but it is believed to be highly important that the exercise of this discretion should be limited to an extent that will insure the adoption of such principles and rules as cannot fail to render these repairs permanent. For these principles and rules, you are referred to Mr. Macadam's work on the construction and repairs of roads, a copy of which is in your possession. In removing the metal from the old road, whenever hollows present themselves in the old bed. it is recommended that they be filled with earth; indeed, the whole bed of the road should be elevated, and its form given to it, before any of the covering of stone be replaced. The earth necessary for this may be taken from the ditches, or even from the sides of the road, where it can be done without encroaching upon the privileges of persons residing on the road.
I am, &c, &c,

C. GRATIOT.

EXTRACTS FROM NOTICES FOR CONTRACTS. - PLAN OF REPAIRS.

The plan for repair is to lift the pavement of the old road in all cases, and deposit the stone off the bed; then to repair the culverts, clear the drains, ditches, and culverts, so as to admit the free passage of water, and graduate the bed of the road, so that, when well packed by travel or other means, it will be three inches higher in the middle than at either side, for a bed of thirty feet. Having thus formed the bed of the road, the hard stone (if there be any) of the old road, broken to a size not exceeding four ounces, is to be placed on the bed of the road to a breadth of twenty feet, and a thickness not exceeding nine inches, and in cases where there is a deficiency of the old material, limestone or whinstone is to be procured to supply the deficiency to the required thickness of nine inches. Catch-waters and hollow-ways to be permanently constructed on the sides of hills, and at other places where it will be thought necessary by the superintending engineer, but in no case to exceed one in every twelve rods.

In those sections where pieces of hitherto Macadamized road are included, the sand is to be taken off, and, before new metal is added, the surface loosened with a pick. The metal added to be three inches thick in the cases heretofore Macadamized.

JOS. K. F. MANSFIELD,
Lieutenant Corps of Engineers.

To: Lt. J. K. F. Mansfield.
Corps of Engineers. Uniontown. Pa.

ENGINEER DEPARTMENT, - Washington. August 27, 1832.

Sir: I have to acknowledge the receipt of your letter of the 24th inst., enclosing two printed advertisements for proposals to contract for, the repairs of the Cumberland Road under your charge.

In answer, the department would call your attention to your remarks under the head “Plan of Repairs,” and would suggest that, instead of removing the stones from the bed of the road before the drains, ditches, and culverts are put in repair, to allow the fine passage of water from the road, this latter operation should be first attended to to the end that the removal of the stone from the road might be effected without the fear of being annoyed by the accumulation of water from heavy rains. Besides, thus preparing the drains, ditches, &c, in the first place, would enable the bed to become perfectly dry by the time the stones are prepared to be replaced.
I am, &c,

C. GRATIOT.

To: Lieut. J. K. F. Mansfield,
Corps of Engineers, Uniontown, Pa.

ENGINEER DEPARTMENT - WASHINGTON, October 5, 1832

Sir: On the arrival of Captain Delafield, of the engineers, on the Cumberland Road in Pennsylvania and Maryland, you will hand to him the enclosed communication, which assigns to him the superintendence of the repairs of that road which have heretofore been conducted under your supervision. You will, also, turn over to him all the funds, books, papers, and public property in your possession appertaining to this road and close your account with it. Very respectfully, &c.

By order: WM. H. C. BARTLETT,
Lieut. and Assistant to Chief Engineer.

To: Brig. Gen. Charles Gratiot,
Chief Engineer.

UNIONTOWN, December 18, 1832
Sir: The surveys of a route for turning Wills mountain by the valley of Braddock’s run and Wills creek are progressing, being retarded only by the weather. I have examined the whole route, and can confirm the most satisfactory account you may have heard of it. The ground over which the road will pass is a uniform inclined plane, requiring very few culverts, two small bridges over Braddock’s run of about fifteen feet span each, with side hill in no other part than about 300 yards in the “Narrows” of Wills creek, where a most simple and expedient plan will be to use the level and smooth bottom of the creek for the road, by building a wall not to exceed ten feet in height, thus throwing the stream on the opposite bank, peculiarly well formed for this construction, being a low bottom of alluvion. The idea of cutting into the mountain would be expensive, and no better than throwing the creek from it present bed.

On the arrival of Mr. Pettit, I shall divide the road into four sections, giving him one. The present condition of the road is most unpromising. Nearly every contractor has formed his bed in the valley made by the removal of the old pavement, the consequence of which is, that, with the mild season and rainy weather, the bed is not drained, nor can it be, until the side roads arc cut down to the bottom of the stone strata— a measure I directed as the only means of correcting the evil. Time, and the headstrong obstinacy of some of the contractors, have prevented much of the work being so attended to. All the contracts made by Lieut. Mansfield distinctly specify that the road for 30 feet in width shall be graded in such manner as to avoid this difficulty; yet in carrying the contracts into effect, the superintendents have, in no instance, instructed the contractors in the proper course. They have, in most instances too, permitted the stone to be broken on the road; the consequences of this are, much sand and dirt in the metal, and a bed graded without proper attention. This is the more remarkable, as in my report on the work executed two years since by one of the present superintendents, these errors were pointed out as serious evils, yet they are not corrected. It must be expected, therefore, that all that part of the road now under construction will be very indifferently made, and by no means such as the Macadam system calls for. By the time the superintendents acquire a knowledge of their business, the present contracts will be completed. Instead of giving out any more of the work under the present system, as I had contemplated and advertised, I shall postpone doing so until I am better assured that the work can be properly executed. I look anxiously for Mr. Pettit, trusting his intelligence may correct some of the defects in the section he will be called upon to superintend.

To instruct the superintendents in their duties, I shall be compelled to have printed a manual or primer, with a few lithographic sections, that the sight may aid the mind in a proper understanding of the business. To persevere in the present plan, where neither contractors, superintendents, nor laborers, understand their business, is highly inexpedient, and I shall forthwith commence maturing a system that must be productive of more good with less money, or it were better to leave the work undone, for I am satisfied that durability can not be looked for under the present system.

My first business will be to draw the operations to a close, and then endeavor to bring about the correction. You will be apprised of my views before carrying any of them into effect, observing that, in anticipation of a change, I have suspended making the contracts alluded to in my communication of the 27th ultimo.

RICH'D DELAFIELD
Captain of the Engineers

To the Honorable Lewis Cass, Secretary of War.

ENGINEER DEPARTMENT - January 11, 1833.

Sir: In compliance with your instructions, I have the honor to transmit, herewith, copies of two reports from the engineers charged with superintending the repairs of the Cumberland road east of Wheeling, and three reports in reference to the construction of this road in the States of Ohio, Indiana, and Illinois, which, it is believed, will furnish all the information (in addition to that communicated in my last annual report, to which I beg leave to refer you,) called for by the resolution of the Senate, of the 31st ultimo, on this subject.

For reasons stated in that report, I would renew the recommendation therein made, to change the location of that part of the road immediately west of Cumberland, for the purpose of turning Wills' hill; and as this change can only be accomplished by legislative enactment, 1 have to request that you will be pleased to bring the subject to the notice of Congress. For further and more particular information on this subject, I beg leave to call your attention to the accompanying report of the engineer having charge of the operations on that road, which contains the result of his recent examination of the new and proposed location. A map of the ground over which this location will pass, accompanies this report.
Very respectfully, sir,
Your obedient servant,

C. Gratiot,
C. Eng.

Reports:
1. (1) Report of the progress of the repair of the National Road east of the Ohio river, during the year ending 30th September, 1832.
2. (2) Report On A Change In the Location of the National Road to Turn Will's Mountain By the Valley of Braddock's Run

To: Brig. Gen. C. Gratiot,
Chief Engineer.

Baltimore, May 6, 1833.

Sir: The instructions of the department of the 23d July last, relating to the method of repairing the Cumberland Road east of the Ohio, are founded upon principles upon which I differ in opinion, and beg leave to request your reconsideration, involving, as they do, an expenditure of not less than $250,000, when compared with what I judge to be the most judicious method of making the repairs.

It is in relation to the propriety of breaking up the old bed of the road in all cases. I apprehend the department was not aware that the bed is a substantial, yet rough pavement, and not formed of loose, detached masses of quarry stone thrown together, without order. It is important to consider this particular when examining the authorities on road making.

My own views are that it is decidedly preferable to retain the old pavement in all cases where its continuity is unbroken, even mending small parts that may be deranged, and Macadamizing over it. In this. I think, I am borne out by Macadam, Dean, Telford, and Farcy, whose ideas on the subject are annexed, as extracted from “Macadam on Roads."

The only two arguments against the method I propose are, first, that the metal will grind to dust by being placed over large stone. In answer to which, I say, that the road passing through a rocky country, even after removing the pavement, there still remains a rocky foundation; and where the pavement is well bedded in sand or clay, we have all the elasticity necessary from the clay or sand bed through the pavement. In support of which, see the sample of metal taken from the road through Uniontown, where the under strata have not worn or crushed an iota, presenting angles as sharp as the day they were first placed there. Were the metal placed upon an unyielding rock, it would doubtless soon grind to dust; but placing it upon a pavement laid in sand or gravel, preserves the elasticity so necessary for this kind of road. Second: That large stone, placed under Macadam metal, will work to the surface. This is doubtless true when detached pieces are surrounded by the metal, but with a pavement the case is very different. I find pieces of this Cumberland Road, repaired as far back as 1827, by Mr. Ewing, over the old pavement, in perfect order to this day; as, also, some parts done in this way by Giesey in 1820, that are much better than any of the repairs he made at the same time; and a piece through Uniontown, by the authorities of the place, in 1830, remains in perfect order.

I have been led to reflect upon this subject from learning that the Ohio road had cut through and was impassable at certain places during the months of February and March, and seeing the state of the road under my supervision between Cumberland and Wheeling, comparing the parts repaired last season, those under Giesey. Ewing, and the town authorities, with the old pavement that has stood sixteen years without a cent of money in repair, and to this day is a very good wagon road, rough, it is true, yet never cutting through during the fall, winter, or spring, where the pavement is continuous. To throw away so firm a foundation I cannot think advisable, and beg you to reflect upon the subject and favor me with your views.

The road in Ohio has worn six years (nearly) without repairs, and was impassable this spring. The old Cumberland Road has worn sixteen years, and mile after mile has never been known to cut through at any season. Parts of it covered with Macadamized metal, and worn for five years, are in fine order, and present a very smooth surface, never having cut through. Other parts, where the old pavement has been removed and Macadamized, were impassable during the spring after three years, wear. We have to bear in mind the impossibility of keeping the ditches and drains open in the mountains during the winter. Ice forming in the drains will, of course, throw the melting snows on the surface of the road, which is destructive to a Macadamized road on clay or sand, whereas, if on the old pavement, it has strength enough to resist the travel until either dried by frost, or sun. This is a consideration that the English road-makers had not to consider with the same weight. As to keeping the drains open, and the road surface free from water in the winter. I conceive it impracticable in the mountains; hence the further propriety of preserving a foundation that will secure a firm road at all seasons, even if the wear should prove some five or ten per cent, more rapid, which I do not even think will be the case on the plan suggested of Macadamizing upon a pavement, and not on an unyielding, rocky bottom.
Respectfully, your obedient servant,

RICHARD DELAFIELD, Captain of Engineers.

Extracts From “Macadam Ox Roads,” Made by Captain Delafield In Support of His Views Relating to the Pavement Forming the Bed of the Cumberland Road East of Ohio

To: Capt. R. Delafield
Corps of Engineers. Uniontown, Pa.

Engineer Department, - Washington, May 8, 1833.

Sir: Your communication of the 6th instant, submitting your views in regard to lifting the old bed in prosecuting the repairs of the Cumberland road east of the Ohio, and requesting a reconsideration of so much of the instructions of the department of the 23d July last as relates to this matter, has just been received. That part of the instructions alluded to, which requires that the old bed shall, in all cases, be taken up, will be considered as suspended, and you are hereby authorized to exercise your discretion in this particular.
Very respectfully, &c.

C. GRATIOT.
Brig. General.

To: Capt. R. Delafield.
Corps of Engineers, Uniontown, Pa.

Uniontown, Pa., June 11, 1833.

Sir: I find upon an examination of the National Road, under your superintendence, from Cumberland to this place, that too great a portion of sand and other perishable stone has been allowed to be put on it. In almost the whole distance, little or no regard has been paid to the keeping the side drains open, at least sufficiently so to carry the water freely from the road. The culverts are too few and small, particularly on the long slopes; and the manner of constructing the hollow-ways and catch-waters is defective. These errors of construction cause the water, in many places, to pass over the road, to its rapid destruction. I am aware of the difficulties you have to contend with under the contract system, and that to this cause most of the evils complained of may be traced. As it is all important that they should be remedied, as soon as practicable, you will enforce the early completion of the several contracts, according to their conditions, after making due allowance for the stoppage arising from your order for suspending operations during last winter. On the completion of the road, should it be found not to possess the requisite properties to secure its permanency, you will make such additions under your own agency as will place it in the condition contemplated by the government, before turning it over to the States. Not less than six inches of lime or sandstone should be put upon the surface, and where lime is exclusively used, the thickness should not be less than nine inches. The side ditches should, when practicable, be at least eighteen inches below the bed of the road; and when this cannot be done, culverts, 2'x3', should be constructed at convenient distances to carry off the water, which, in no instance, should be allowed to rise above the level of the bed of the road. The catchwaters should be constructed in such a manner, that while they subserve the purposes for which they are intended, they should admit the passage of vehicles without jolting; and, in every case, with a view to prevent their being washed into deep gullies. As this frequently happens when they are constructed with broken stone, it will be proper to pave them with shingle stones, if to be had; or, when this cannot be obtained, with limestone firmly imbedded in the road. It should especially be observed that, before breaking up the road for the reception of the metal, the ditches should be first prepared, and then the culverts. This will keep the roadway dry for travel, and better prepare it for the reception of its covering. As it is found impracticable to keep the travel from the center of the road, and the deep ruts that are formed, then, as a consequence. I would recommend, instead of the present system of blocking, that rakers should be constantly employed to preserve the transverse profile. If it does not come within the spirit of the contract, that this labor should be performed by the contractors, you will hire men to do it yourself. This operation, in addition to the draining system before recommended, will, it is presumed, preserve the road from further ruin, and place it in a condition to receive its last coat of limestone. Finally. while studying due economy in your administration of the affairs of the road, you should constantly bear in mind that the wishes of the government are to have a superior road, both as regards workmanship, and the quality of the materials used in its construction. With this understanding, it is expected that you will avail yourself of all the facilities within your reach to effect, in a satisfactory manner to yourself and the public at large, the great end proposed — the construction of a road unrivaled in the country. These are the views and special instructions of the Secretary of War. I am, respectfully, &c,

C. GRATIOT,
Brig. General.

To: Capt. R. Delafield.
Corps of Engineers, Uniontown, Pa.

ENGINEERING DEPARTMENT - WASHINGTON July 20, 1833.

Sir: You will forthwith cause all operations to cease on that part of the new location of the Cumberland Road on the east of Wills creek. You shall in a few days receive further instructions on this subject.
Very respectfully, &c,

WM. H. C. BARTLETT,
Lieut. and Assistant to Chief Engineer.

To: Capt. R. Delafield,
Corps of Engineers. Uniontown, Pa.

ENGINEER DEPARTMENT - WASHINGTON July 20, 1833.

Sir: On the 16th you were advised to delay any further action as to the location of the Cumberland Road until you were again written to. Mr. Purcell reports to the Board of the Chesapeake and Ohio Canal Company that the road being at the site now chosen will occasion an increased cost to the Canal Company of upwards of $16.000. It is very desirable to avoid this state of things, for, as their charter claims precedence, it would necessarily create a demand upon the government commensurate with the injury sustained.

Major Eaton, president of the Canal Company, will direct Mr. Purcell, the engineer, to proceed forthwith to Cumberland, with you. to ascertain the best mode of making the location by which to avoid any injury or increased expense to the Canal Company. You are instructed to confer freely with Mr. Purcell, holding the object suggested steadily in view, and give such direction to the location of the road as may best attain this object. This done, you will forward a plan of the route agreed on. and a minute detail of everything, particularly what increased expense to the Canal Company will probably be occasioned. On receiving your report, the case will be considered here, and you be advised immediately of the course to be pursued.
Very respectfully, &c, &c,

By order: WM. H. C. BARTLETT,
Lieut. and Assistant to Chief Engineer.

To: Brig. Gen. Charles Gratiot,
Captain of Engineers.

PHILADELPHIA, July 26, 1833.

Sir: The order of your department of the 16th instant was received by me at Cumberland, and its injunctions forthwith carried into effect. The communication of the 20th has since been received, explanatory of that order. In relation to locating that part of the National Road that might probably interfere with the Canal Company, measures were taken to procure from the Company such information as would enable me to locate the road without coming in contact with any part of the Canal route; and, so far as the information was furnished, I have endeavored so to do. I enclose copies of the letter and information received from the president of the company, in reply to a request for such information as would enable me to "ascertain at what point the Chesapeake and Ohio Company contemplate erecting their dam across Wills creek, and to what height it will be raised above low water. The information desired is for enabling me to locate the bridge for the road at a point, and elevate its arches to such a height that the interest of the Canal Company will not be effected; and that I may at the same time, fulfill the objects contemplated by the law authorizing the new location."

In reply to which you will perceive "the location of the canal is that recommended by General Bernard, and the Board of Internal Improvement, over which he presided," and that it was proposed to feed the canal at Cumberland, and below by a dam to be erected across the Potomac about a mile above Cumberland. The water of the Potomac was to be carried over Wills creek twenty-one or two feet above ordinary water in the creek. (Documents)

Such is the information furnished me by the president of the Canal Company, and by which I have been governed in the location of the road. On the eastern side of Wills creek the grading is finished to the site of the bridge; on the western side I have directed no work to be executed that can have any bearing upon this point.

You perceive it has been my study to avoid conflicting with the interests of the Canal Company; but, from the want of knowing the exact location of their works, will occasion to them an increased expense, as reported by Mr. Purcell, of 16,000 dollars if the bridge is constructed at the point now chosen. If, then, the Company will cause the Canal to be located through the gap of Wills mountain, and give me bench marks from which to ascertain the cuttings and embankments they propose making, I will then locate the road on such ground as not to interfere in any manner with their operations, and such as shall be most advantageous for the public interest. I judge the communication of the department was written under the impression that an interference with the works of the Canal Company was unavoidable, and that some compromise of advantages and disadvantages would necessarily have to be made. Such, however, I do not conceive to be the case.

I have located as high up the creek as would give room for a six horse team to turn off and on a bridge at right angles with the stream with facility. If the Canal Company make choice of this ground, I have but to make a bridge oblique with the current, and thus avoid the work of the Canal Company. To ascertain this, it is essential that the Canal Company should make choice of the ground and locate their works; after having so done, if they will favor me with plans and sections, with bench marks of reference of the part in the valley of the creek, the road shall be made not to interfere with their interest, which has always been looked upon by me as claiming precedence.

I have here pointed out a course for the consideration of the department, differing materially from the one ordered by the letter of the 20th instant. First, in consideration of its not being acquainted with the nature of the case, and, next, with its requiring me to perform a service in no way necessary to a proper understanding of the interests of the Government connected with the road ; to do which, surveys, levels, calculations of excavation and embankment must be made, that the time of neither myself nor the officers associated with me could accomplish.

What I ask is, information from the Company as to their own works solely. It will suffice for all purposes connected with the location of the road. Be pleased to address me at New Castle, and on any matter relating to the section of the road near Cumberland requiring immediate attention, a copy of the communication forwarded to Lieutenant Pickell, at that place, would prevent any delay; Lieutenant P. being the officer to whom I have assigned this particular section of the road.
Respectfully, your obedient servant,

RICH'D DELAFIELD.

To: Capt. R. Delafield,
Corps of Engineers. New Castle, Del.

ENGINEER DEPARTMENT – WASHINGTON, August 10, 1833.

Sir: The Secretary of War has just returned to this place, having passed over the Cumberland Road east of the Ohio. He feels great interest in this road, and is anxious that the operations on it shall be so directed as to obtain the best possible results. His confidence in your ability induced him to select you as its superintendent, knowing that under your management his wishes would be realized; and deeming it a work of much greater importance than that with which you are occupied on the Delaware, he has expressed a wish that by far the greater portion of your time should be passed upon the road. You will, therefore, repair to Cumberland without loss of time, ascertain the exact location of the Chesapeake and Ohio canal along the valley of Wills creek, and so adjust that of the road as shall remove the present difficulties, and avoid any interference with the interests of the Canal Company. This being done, you will communicate to the department the result.
Very respectfully, &c,

WM. H. C. BARTLETT,
Lieut. and Assistant to Chief Engineer.

To: Capt. R. Delafield,
Corps of Engineers, Cumberland. Md.

ENGINEER DEPARTMENT – WASHINGTON, September 12, 1833.

Sir: Your letter of the 9th instant, enclosing a plan and sections of part of Wills creek, exhibiting the location of the National Road “as now constructed;" the ground selected by the engineer of the Chesapeake and Ohio Canal Company for its canal, and the new location of the National Road, in consequence of the Canal Company having made choice of the route upon which the road was constructed. has been received. The plan has been submitted, with the approval of this department, to the Secretary of War, and by him adopted; and the construction of the road on the new location will, therefore, be proceeded with.
I am. sir. &c.

C. GRATIOT,
Brig. General.

To: Brig. Gen. Charles Gratiot.
Chief Engineer.

Cumberland Road at Stoddard's, Md. September 17, 1833.

Sir: I enclose herewith plan and sections of part of the Cumberland Road between Cumberland and Frostburg, where an alteration has just been made in the location, by which a very steep hill is avoided, and the distance decreased.

By the new route there is a slope of 18.2 feet in a distance of 1,600; by the old road the slope was 53.9 feet in 700 feet on one side of the hill, and 35.7 feet in 900 feet on the other side.

This is now undergoing construction. The foundation of the center pier of the bridge over Wills creek is raised above water.
Respectfully, your obedient servant.

RICH'D DELAFIELD.
Captain of Engineers.

To: Capt. R. Delafield.
Corps of Engineers, Cumberland, Md.

ENGINEER DEPARTMENT – WASHINGTON, September 25, 1833.

Sir: Your letter of the 17th inst., enclosing a plan and sections of part of the Cumberland Road between Cumberland and Frostburg, where you had made an alteration in the location, thereby avoiding a steep hill, and decreasing the distance, was duly received; and I have to inform you that the alteration referred to has been approved.
I am. &c.

C. GRATIOT,
Brig. General.

May 29, 1834.
Copy of Instructions Sent By the Superintendent of the Cumberland Road, East of the Ohio, To Each of His Assistants On the Line of the Road

From William Lowdermilk's "The History of Cumberland":

June 24. (1834) — Notice received that Congress had appropriated $300,000 to repair the Cumberland Road. Work then went on, under care of Lieutenant Pickell, and the stone bridge of two arches, each sixty feet span, was completed.

Contracts for work were given as follows in the repairs of the Cumberland Road:

• 1st Culvert Section.—Jonathan Witt; 2d Culvert Section, R. A. Clements.
• New Location.—-Section No. 2, Gustavus Beall; No. 3, Mattingly & Mulhollan; No. 4. Edmund Bulger; No. 5, Cahoone & Moore; No. 6, Miller. Baker & Co.; No. 7, Lonogan, O'Neill & Kennedy: No. 8, Thomas Feely.
• Old Road.—Section No. 9, R. A. Clements; No. 10, Hewes, Stewart & Howard; No. 11, John Neff; No. 12, Josiah Porter; No. 13, Hews, Stewart & Co.; No. 14, Meshack Frost; No. 15, Joseph Dilley; No. 16, Josiah Frost; No. 17, T. Beall & Coombs; No. 18, M. Meneer; No. 19, Adam Shooltze; No. 20, Michael McGaverin.

Capt. R. Delafield,
Corps of Engineers, New Castle, Del.

Engineer Department, - Washington, June 25, 1834.

Sir: In addition to the views of the department, communicated to you this morning, I now have to request that you will proceed to apply the funds available for the Cumberland Road east of the Ohio, with the utmost despatch consistent with the public interest. It is greatly to be desired that the repairs of this road may be completed before the termination of the coming fall.
I am, &c,

C. GRATIOT,
Brigadier General.

To: Brig. Gen. Charles Gratiot
Chief Engineer.

CUMBERLAND, MD, July 23, 1834.

Sir: I beg leave to call your attention to the act of the Legislature of Maryland, giving its consent to change the location of the National Road near this place, to turn Wills mountain by the route of Wills creek and Braddock's run, in which it is provided that certain bridges shall be constructed of stone, and to compare this act with that of the last session of Congress, and inform me whether or not I will be justified in constructing the bridges with stone abutments and wing-walls, and wooden superstructures. There is a necessity growing out of the cost, the law requiring the road to be finished with $300,000. From the most advantageous offers received, the bridge over Wills creek will not cost less than $15,000, constructed of stone, and if built of wood, planed, and painted with three coats of white lead. roofed with shingles, will cost not to exceed $7,000. There are two other bridges on the same new route to be constructed, the ratio of expense of which will not materially vary.
Respectfully, your obedient servant,

RICH'D DELAFIELD,
Captain of Engineers.

Hon. Secretary of War.

ENGINEER DEPARTMENT – WASHINGTON, July 28, 1834.

Sir: In making the repairs of the Cumberland Road east of the Ohio river, it was deemed expedient, in the fall of 1832, to change that part of the old location which is immediately west of Cumberland, in the State of Maryland, for the purpose of turning Wills hill. By this an abrupt rise of several hundred feet would be avoided. A survey, preparatory to this change, was made, and the result submitted to Congress, in the session of 1832-33; the proposed change was authorized, and the location, as exhibited on the drawing of the survey, adopted. This change of location involved the construction of a bridge over the mill-race in the town of Cumberland, and another over Wills creek, as well as other bridges of minor importance, with several culverts. The Legislature of the State of Maryland passed an act giving assent to the change in question, with the proviso, however, "that the part of the road embraced in this change should be made of the best material, upon the Macadam plan, and that a good, substantial stone bridge should be made over the mill-race, in the town of Cumberland, and over Wills creek at the place of crossing, and that substantial stone bridges and culverts should be made wherever the same may respectively be necessary along the line of said road."

In the estimates which were prepared, and submitted at the commencement of the last session of Congress for its action, the sum proposed for the completion of the repairs of the entire road from Cumberland to the Ohio river, contemplated the erection of the bridges on the new location, in conformity to the requirements of the law of Maryland just referred to. But, as is known to you, more than one-half of this sum was stricken from the bill, which embodied the whole amount of the estimate. The act appropriating the remainder requires that the whole of the repairs shall be completed for this diminished sum. Under these circumstances, it becomes necessary to change the plan upon which it was proposed to execute the work, and the object of this communication is to ascertain the extent to which the department may be allowed to carry this change on the new part of the road embraced by the law of Maryland. If the bridges alluded to be built of stone, the expense will be much greater than the sum allotted to that section would bear: whereas, if the abutments be built of stone, and the superstructure of wood, the same ends would be attained as would result from bridges built entirely of stone, but the letter of the Maryland law would be departed from. Good wooden superstructures, well covered and painted, would last, with a little care, at least forty years, and perhaps longer. To abandon this new location, and return to the old road, would be to sacrifice a large amount of money already expended on the former, which is now in a state of forwardness, and would soon be finished. Besides, a bridge must, in any event, be constructed over Wills creek, and every consideration of convenient and easy traveling conspires to render its location on the new line of the road desirable.

The officer charged with the repairs of the road is now engaged in giving out the work to contract, and making other arrangements necessary to a speedy application of the funds. It is, therefore, very desirable that an early decision may be had of this question, and it is accordingly respectfully requested.
I have the honor to be, &c.

C. GRATIOT, Brig. Gen.

July 28, 1834.

I approve of the course recommended by General Gratiot with regard to the bridges — the abutments to be of stone, and the superstructure of wood — believing that such a course would he deemed by Maryland a substantial compliance with the law. under the circumstances of the case.

JOHN FORSYTH,
Act. Secy of War.

To: Brig. Gen. Charles Gratiot,
Chief Engineer.

CUMBERLAND, July 24, 1834.

Sir: I have just finished comparing the numerous offers for work to be done on the 10 miles of road immediately west of this place. There is great competition among very excellent and responsible men of the country, as well as from the railroad and canal below us. The offers for the bridge render its construction with stone next to impracticable, under the law, to finish the road with $300,000. They are as follows: $22,000, $21,930, $23,323, $22,680, $24,000.

To construct the abutments I have offers at $3.80 cents per perch; that would, with the superstructure of wood, make the whole cost not to exceed $0,500 to $7,000. We cannot with propriety expend so large a sum for a stone bridge, with such limited means. I strongly recommend a wooden superstructure if compatible with existing laws under which we act. and beg to be advised as requested in my letter of yesterday.
Respectfully, your obedient servant.

RICH'D DELAFIELD,
Captain of Engineers.

To: Capt. R. Delafield,
Corps of Engineers. Cumberland. Md.

ENGINEER DEPARTMENT – WASHINGTON, July 29, 1834.

Sir: It has just been determined by the War Department that the substitution of wood for stone, in the superstructures of the bridges on the new piece of road around Wills hill would be deemed by the State of Maryland a substantial compliance with the requirements of her law giving assent to the change from the old to the present location of that part of the road. You will, therefore, build the abutments of those bridges in a good and durable manner, of the best stone to be had in your immediate neighborhood, and make the superstructure of wood. These last, when completed, must be well covered, and painted in the best manner. This is communicated in answer to your two letters of the 23d and 24th instant, on the subject, which are at hand. I am. &c.

C. GRATIOT.

To: General C. Gratiot.

CUMBERLAND, August 5, 1834.

Sir: I was this day informed that the bridge across Wills creek, on the new location of the Cumberland road up Braddock's run, is to be built of wood. By the act of the Legislature of Maryland, authorizing the President to change the location of the road, it is enacted that the road may be located up Wills creek through the narrows, provided the bridges were all built of stone. I am decidedly of the opinion that, by the provisions of that law, the President had no right to change the location of the road unless he strictly complied with every provision and requisition of said law. You will, on examination of the act of Maryland, passed at December session, 1832, chapter 55, see that the bridges are to be all built of stone. I sincerely hope you will, on examining the law, and reflecting on the subject, direct the bridges to be built in strict compliance with the law authorizing the change in location; it would, in all probability, save money and time. I am sure the State will not receive the road without the stone bridges. I shall be gratified to hear from you on this subject by return mail.
Your most obedient.

JOHN HOYE.

To: B. S. Pigman. Esq.
Cumberland, Md.

ENGINEER DEPARTMENT – WASHINGTON, August 14, 1834.

Sir: Your communication in behalf of the citizens of Cumberland, remonstrating against the erection of bridges of wooden superstructures over Wills creek, &c, addressed to me under date of 6th instant, is received. The measure to which the citizens of Cumberland object, grows, of necessity, out of existing circumstances; and the bridges will have to be built in the manner and of the materials named in the instruction of the department to the superintendent of the road, or the new location to turn Wills hill must be abandoned. The people of Cumberland are doubtless aware that estimates were submitted to Congress last fall for funds sufficient to put up the structures in conformity with the law of Maryland, to which you refer; and it is hoped that they are also aware that these funds were reduced more than one-half in amount, and that the act appropriating the residue imposes the task of completing all the repairs on the whole road east of the Ohio, with the sum rendered available by it. You will perceive, sir, that there was no other course left to the department than to change the plan and system of repairs. The bridges which it is proposed to construct will, with care, last at least forty years.

C. GRATIOT,
Brig. Gen. and Chief Engineer.

To: Hon. Lewis Cass,
Secretary of War.

EXECUTIVE DEPARTMENT, ANNAPOLIS, September 10, 1834.

Sir: By an act of the General Assembly, passed at December session, 1832, (of which, at your request, an authenticated copy was transmitted to you on the 20th day of March, 1833), the consent of this State was given to a change of the location of a part of the Cumberland or National Road within our limits, upon certain conditions; among which, "that a good and substantial stone bridge shall be made over the mill-race in the town of Cumberland, and over Wills creek at the place of crossing, and that substantial stone bridges or culverts shall be made wherever the same may respectively be necessary along the line of said road."

By the same act, John Hove and Meshach Frost, Esqrs., and the superintendent for the time being of the said road, appointed by the President of the United States, were appointed commissioners "to report the said National Road, when finished and repaired within the limits of this State, to the Governor and Council." A communication has been received from John Hove, Esq., in which he states that "the War Department has now directed and contracted to have all the bridges on said new location built of wood."

I beg leave to call your attention to this subject, in the fullest confidence that there has been some mistake or misapprehension on the part of some of the agents or persons employed upon the work in question, and that you will cause the terms and conditions upon which the consent of the State was given to the proposed improvements to be respected and carried into effect.
With great respect, I have the honor to be,
Your obedient servant,

JAMES THOMAS.
Governor of Maryland

To: His Excellency James Thomas, Governor of Maryland. Annapolis.

WAR DEPARTMENT – WASHINGTON, September 12, 1834.

Sir: I have had the honor to receive your letter of the 10th instant, respecting the construction of the bridge on the National Road near Cumberland, and for your information I beg leave to enclose the accompanying report from the Engineer Department, which explains the course which has been taken, and the necessity of it. I trust that you will find that the act of the State of Maryland has been substantially complied with, and certainly so far as the means within this department permitted.
Very respectfully, &c

LEW. CASS.

By order: The Hon. Secretary of War.

ENGINEER DEPARTMENT – WASHINGTON, September 12, 1834.

Sir: In answer to your inquiries of this morning respecting certain bridges on the Cumberland Road, in the State of Maryland, I have the honor to submit the following statement:

In applying the money appropriated by Congress at the session of 1831 and 32 for the repairs of the Cumberland Road east of the Ohio river, it was deemed highly important to change the location of that part of the road immediately west of Cumberland to turn Wills mountain, as, by that means, a rise of several hundred feet, within a few miles, would be avoided. A survey was accordingly made, and submitted to Congress, and the change was approved. The State of Maryland assented, provided the part of the road embraced in the change should be "made of the best materials, upon the Macadam plan, and that a good and substantial stone bridge should be made on the mill-race, in the town of Cumberland, and over Wills creek at the place of crossing, and that substantial stone bridges and culverts should be made wherever the same may respectively be necessary along the line of said road."

Estimates were prepared last fall for the entire completion of the repairs of the road from Cumberland to the Ohio. These estimates, which contemplated the construction and erection of bridges, in strict conformity with the law of Maryland giving her consent to the change of location, were submitted to Congress at the commencement of its recent session, and amounted to six hundred and fifty-two thousand one hundred dollars. Full and ample explanations accompanied these estimates, so there could have been no misunderstanding respecting them. A bill of appropriation was introduced, embracing their entire amount. This amount, after much discussion, was reduced to less than one-half, to-wit: $300.000, and the bill became a law, containing a section which requires that as soon as the sum of $300,000, or as much thereof as is necessary, shall be expended on the road agreeably to the provisions of this act, the same shall be surrendered to the States, respectively, through which the road passes; "and the United States shall not thereafter be subject to any expense for repairing said road." Under these circumstances, it was plain that the system of repairs upon which the estimates were predicated could not be executed, and a change became necessary. The stone bridges referred to in the law of Maryland constituted a heavy item in the estimates, and it was entirely out of the question to build them without absorbing more of the appropriation than the absolute requirements of other sections of the road would admit. There being no obligation to finish the new location further than that imposed by the very great advantage resulting from its adoption, the question arose whether it would be best to abandon it, and return to the old road or not. After adopting every expedient, consistent with a faithful execution of the law, to diminish the expenses on other portions of the road, it was found that a sufficient sum would be left to construct this new portion of the best material, on the Macadam plan, and to build the abutments and piers of all the bridges on it of good stone, and in the best manner, provided the superstructures were made of wood. This was the best that could be done; and when it was considered that these superstructures, being made of the best materials, would, when covered and well painted, last, with a little care, from thirty to forty years, it was recommended to the acting Secretary of War, during your absence, to adopt them in preference to surrendering all the benefits that will result from the new road. The acting Secretary, considering that the approval of the measure would, under this state of things, be a substantial compliance with the law of Maryland, directed instructions to that effect to be issued to the superintendent of the road, which was accordingly done.
With great respect, &c,

WM. H. C. BARTLETT,
Lieut, and Assist, to Chief Engineer.

William Lowdermilk's book, The History of Cumberland, records the following event in Cumberland, MD on Nov. 11, 1834:

Travel began on new location of National Road through Will's Creek. The occasion was celebrated in a very enthusiastic way, by the citizens of Cumberland and Frostburg, and others. Early in the morning a large number of the citizens of Cumberland assembled in the public square, and forming into companies marched up the new road to Percy's tavern (Ed: Later Six-Mile Tavern), where they were met by another company from Frostburg. A grand procession, a mile in length, was then formed, under command of John J. Hoffman, Alpheus Beall, James P. Carletou and Richard Lamar of R., as marshals, and marched, with a band, in advance to Cumberland, the line being formed of stages, carriages, barouches, gigs, wagons and horsemen. With flags flying, and the band playing, the procession passed through the Narrows, and paraded the main streets of the town to the public square, where Thomas I. McKaig delivered a brief address, and was followed by Lieutenant Pickell, who in a lengthy and eloquent speech congratulated the people upon the completion of this work.

To: Hon. Lewis Cass, Secretary of War, Washington City.

CUMBERLAND, December 12, 1834.

Sir: As one of the commissioners appointed by the Legislature of Maryland to report to the Governor and Council of said State when that part of the National Road within the limits of this State shall have been repaired agreeably to the provisions of the law of the State agreeing to receive that part of the road lying within the limits of this State; and a further act of the Legislature of Maryland, authorizing the President of the United States to change the location of a part of said road within the limits of Maryland, the change of location was authorized to be made on certain and positive conditions that the bridges over Wills creek and Braddock's run should all be permanent stone bridges; and the road to be constructed with the best materials, on the Macadam plan (see the law of Maryland, passed December session, 1832, chapter 55). The plan of the bridges has been changed by the superintendent to wooden bridges, in direct violation of the engagements with this State. The President had no right to change the location of the road, unless the law of this State authorizing the change was fully complied with.

The metal on the new location is not more than three and a half inches, and every wagon that passes over it, when the road is wet, cuts entirely through the stone, and turns up the clay. I am advised that there is a part of the road, fourteen miles west of Cumberland, which has had but three and a half inches of metal put on it over the original pavement. I am gratified to have it in my power to state that, from observation, and the best information I have been able to collect, the last appropriation for the road has been most judiciously expended. I believe that it is the first that has been well laid out.

I must say that we cannot report in favor of this State receiving the road until the permanent stone bridges are erected, and the road in that state of repair contemplated by the law.

I beg leave to refer you to my letter to General C. Gratiot, dated in August last, which, with my communication to his excellency James Thomas, Governor of Maryland, a copy of which, I presume, he communicated to your department during the last summer, you will please to consider a part of this communication. I should have addressed you at an earlier period, but was prevented by severe indisposition.
I remain, with respect, your most obedient,

JOHN HOYE.

From the Army & Navy Chronicle, April 2, 1835

(To:) Capt. Richard Delafield
Cumberland, Dec. 21, 1834.

Sir : Your communication of the 7th instant, addressed to us as the commissioners on the part of the State of Maryland, to report when the Cumberland or National road is in that state of repair contemplated by law, for the State of Maryland to receive and to collect tolls to keep it in repair, has been received.

On mature reflection, we are decidedly of the opinion that that section of said road from Bruce's Burnt tavern, five miles west of this place, to Hyckrott's, 17 miles west of this, which is a distance of 12 miles requires an additional stratum of metal not less than six or eight inches in thickness be put on it.

We presume it will be necessary to have the entire road completed which is within the limits of this State, before the commissioners will be authorized to receive any part, or to report it in a state to be received.

J. Hoye, one of the commissioners, made a report to the Secretary of War, stating the fact, that unless the road was put into that perfect state of repair contemplated by law, and a condition on which a part of the location of the road was changed was fully and literally complied with, we must report against the State receiving it. We shall report fully to the Legislature of the State in a few days, and we will recommend an appeal to Congress on the subject. The fact is, unless the road is put into a prefect state of repair, the low rate of tolls authorized to the collected will not keep the road in repair.
We remain, most respectfully,
Your most obedient servants,

John Hoye
Meshach Frost
Commissioners of the State of Maryland

To: Hon. John Bell, Speaker of the House of Representatives.

WAR DEPARTMENT - January 3, 1835.

Sir: Herewith I have the honor to transmit a report from the Chief Engineer, which furnishes the information called for by the resolution of the House of Representatives of the 12th ultimo, respecting the Cumberland Road east of the Ohio.
Very respectfully, your most obedient servant,
LEW. CASS.

Report and Estimate for the Cumberland Road East of the Ohio, Under a Resolution of the Senate of the United States, Calling for the Condition of the Masonry, the Thickness of Metal On Various Parts, &c., &c, December, 1834.

The plan of repair adopted and continued for this road to July, 1834, was that of Macadam, with nine inches of metal in three strata.

The provisions of the act of Congress of the last session made a change in the plan of operation necessary. The sum of $300,000 was appropriated to finish the repairs of the road from Cumberland to Wheeling, a distance of one hundred and thirty-two miles, of which fifty-four miles had not been commenced.

To conform with the provisions of the law, it became necessary to confine the expenditure of this sum to the most indispensable parts of the system, and adopt a less expensive and less permanent repair; abandoning the plan of finishing the mountain division with limestone throughout, and to a width of twenty feet; confining the metal on the more expensive parts of these divisions to a width of from twelve to fifteen feet, instead of twenty; abandoning further repairs to the masonry of the parapets of the bridges; depositing the stone that bad been prepared for this purpose on the side roads, and leaving the side walls on Wheeling Hill in their unfinished state; limiting the stratum of metal to be put on this season to three perches and a half, on an average, per rod, on the whole line of the road; transporting the stone that had previously been collected for an additional thickness of metal to parts that had not been supplied with any; substituting wooden bridges for stone over Wills creek and Braddock's run, and abandoning altogether the construction of any bridge over Dunlap's creek. The repairs thus modified are fast drawing to a close, when the road will present parts covered with thicknesses of metal varying from three to nine inches, as follows:

First division, in Maryland, sixteen miles, one hundred and sixty rods, including new location, is covered with three inches of metal.

Second division, in Maryland, sixteen miles, one hundred and ninety-four rods, is covered with six inches of metal.

Third division, in Pennsylvania, two hundred rods, is covered With four inches and a half of metal.

Third division, in Pennsylvania, twenty-five miles, one hundred rods, to a width of from twelve to fifteen feet, is covered with nine inches of metal.

Fourth division, in Pennsylvania, one mile, seven rods, is covered with three inches of metal.

Fourth division, in Pennsylvania, fourteen miles, one hundred and twenty-three rods, to a width of from twelve to fifteen feet, is covered with six inches of metal.

Fifth division, in Pennsylvania, eighteen miles, nine rods, is covered with three inches of metal.

Sixth division, in Pennsylvania, twenty-one miles, two hundred and seventy-three rods, is covered with three inches of metal.

Seventh division, in Virginia, five miles, is covered with three inches of metal.

Seventh division, in Virginia, nine miles, two hundred and sixteen rods, is covered with six inches of metal.

The number of inches of metal put on that part which has been located anew, the first six miles of the first division, being three inches, and the number of inches of metal put upon that part of the road which lies between the Monongahela and the Ohio, the fifth, sixth, and seventh divisions, being three inches of metal on forty-four miles and two hundred and eighty-two rods, and six inches of metal on nine miles and two hundred and sixteen rods.

To make this a permanent and substantial road, such that the heavy transportation wagons shall not force their wheels through the metal into the bed, not less than the original contemplated thickness of three strata of three inches each, or the same number of strata of three perches and a half of stone each, appears sufficient. That three inches of metal will not suffice to bear up the travel passing over this road, is proved by the experience of the last two years. Nor will six inches answer the purpose on all parts of the road, during a long or continued wet spell of weather, when, from absorption alone, the solidity and contiguity of the metal has become weakened and lessened. On the crests of the hills it will be solid, with a thickness of six inches, when, in the valley and grades under one degree, the evidence of its insufficiency are apparent. Nothing less than the three strata of three inches each has been found sufficient; the last stratum being unequally applied according to the firmness and dryness, and the slope or grade of the bed. Such was judged necessary for a Macadam road from Cumberland to Wheeling, and the results tend to confirm the necessity of a thickness of nine inches on an average, to secure the object contemplated by the instructions of the Chief Engineer.

The condition of the masonry on the whole line of the road is in an unfinished state, so far as regards many of the parts upon which repairs have been commenced; and where nothing had been done toward repairing the bridges, many of their side-walls or parapets are in a dilapidated state, or torn down to the level of the roadway. In repairing the road under the last act of Congress, no more masonry was undertaken than the construction of culverts to drain the road, and repairing such parts as were necessary to perfect the roadway twenty feet in width; all other parts were left in the unfinished and decayed state in which they were when the appropriation of the year caused an abandonment of further repairs to this part of the work.

To carry into effect the repairs originally contemplated, and to secure the uniform strength throughout the whole line of the road equivalent to nine inches of metal, the following sums will be necessary, after applying the means now on hand, and which are pledged for the work commenced and contracted for in July last.

By reference to the annexed statement, it will be perceived the price per perch for delivered stone prepared as metal on the road varies from ninety-three cents to $2.50, and is stated for each section throughout tho whole line of the road. Three quarries supply upward of twenty miles of the road, there being none nearer or accessible. Quarries of the best limestone arc numerous and not remote from the road between Wheeling and the eastern base of Laurel hill; from thence to Frostburg they are few in number, situated in deep ravines, and remote from the road; from Frostburg to Cumberland they are comparatively numerous and of easy access. It will lie seen that the price agrees with the difficulty of procuring the stone, and in the ratio above staled, from ninety-three cents to $2.50 per perch.

January 7. 1835.
To the Honorable, the Senate and House of Representatives of the United States in Congress assembled:

The undersigned beg leave to represent that they have been appointed commissioners, under the act of Assembly of the State of Maryland, to report to the Governor and Council of said State when that part of the Cumberland Board which lies within the limits of said State shall have been put in that state of repair contemplated by the act of Congress, and the act of Assembly of the State of Maryland, agreeing to receive the road and to keep it in repair; that they will with great pleasure report the road to the Governor and Council the moment they can with propriety do so. And they beg leave to represent that they feel authorized to say that the Governor and Council will, with great pleasure, authorize them to receive the road whenever it shall be put in that condition which would justify the State in accepting it. They further represent that the road has not yet been put in that condition that would justify them in advising the State to receive it. On some parts of the road no more than three and a half inches of metal has been put, and it is evident that this covering will be totally insufficient to preserve it in a fit state for use under the heavy travel which is constantly passing over it. The bridges also, throughout the whole distance, remain in a ruinous and dilapidated condition. They further respectfully represent that the new location from Cumberland, through the narrows of Wills creek and along Braddock's run, a distance of upwards of six miles, has had but three and a half inches of metal upon it; and the bridge over Wills creek and the bridges over Braddock's run were to be permanent stone structures, by the act of Assembly of Maryland, authorizing the President to change the location of the road. The undersigned are also advised that it is contemplated by the superintendent to put up wooden structures for bridges, in lieu of the stone bridges required by the act of Assembly of Maryland, authorizing the change in the location of the road, which would be in direct violation of that act. They further represent that the floors of wooden bridges must be removed every two or three years, and the whole structure of the bridges themselves must be built every twenty or twenty-five years.

Under these circumstances it would be impossible for the undersigned, in the discharge of their duty, to recommend to the State the acceptance of the road. And they would most earnestly but respectfully urge upon Congress the propriety of making such an appropriation as will be sufficient to complete the repairs on the old road, and to finish the new location in a substantial manner, as contemplated and required by the act of the Legislature of Maryland. The undersigned will not undertake to prescribe the sum which may be necessary for this purpose; but. to satisfy your honorable bodies that they are disposed to go as far as the faithful discharge of their duty will permit, they hereby pledge themselves that so soon as Congress shall make an appropriation of so much money as may be estimated by the department as necessary for the completion of the repairs of the old road, and the finishing of the road on the new location, together with the construction of permanent stone bridges, they will forthwith report to the Governor and Council the state of the road, and recommend that the State receive such part of the road as may be completed, and to collect tolls on it to keep it in repair, thereby relieving the United States from any further expense for repairs on such part. They further beg leave most respectfully to submit to the wisdom of your honorable bodies to determine whether it will be better to make the necessary appropriation to enable them to recommend the road as in a fit condition to be received by the State, and thus relieve the government from any further burden, or to let it remain in its present state, subject to appropriations for its preservation, as heretofore.

JOHN HOYE,
MESHACK FROST.
Commissioners of the State of Maryland.

January 19. 1835.

Referred to the Committee of the Whole House, To Which Is Commuted Bill No. 221

To the Senate and House of Representatives of the United States in Congress assembled:
The undersigned beg leave to represent that they have been appointed commissioners, under the act of the Legislature of Pennsylvania, to accept from the general government so much of the Cumberland Road as lies within the limits of that State, and erect toll gates as soon as it is put in such a state of repair as is required by the provisions of that act. That they have every disposition to relieve the government from the burden of the road, so soon as they can feel themselves justified, under the law, in doing so; but they beg leave to respectfully represent that the road has not yet been put in that condition that would enable them to accept of it. On some parts no more than six inches, and west of the Monongahela river, three inches only of metal have been put upon it. and it is apparent that this will be totally insufficient to preserve it under the heavy travel upon that road. Besides, the bridges throughout the whole road remain untouched. Under these circumstances, it is impossible for us, in the discharge of our duty, to accept of it; and we would most earnestly but respectfully urge upon Congress the propriety of making such an appropriation as will complete the repairs in a substantial manner, as required by the act of our own legislature. We will not undertake to prescribe the amount which may be necessary; but, to satisfy your honorable bodies that we are disposed to go as far as the faithful discharge of our duty will permit, we hereby pledge ourselves, so soon as Congress shall make an appropriation of so much money as may be estimated by the department as necessary for that purpose, to accept of the road, and have toll gates erected without delay. We, therefore, beg leave most respectfully to submit to the wisdom of your honorable bodies to determine whether it will be better to make the necessary appropriation to justify us in accepting the road, and relieving the government from all future charge, or to keep it in its present state, subject to animal appropriations for its preservation, as heretofore.

THO. ENDSLEY.
STEPHEN HILL.
DAVID DOWNER.
WILLIAM E. COPLAN.
BENJAMIN ANDERSON.

From Niles Weekly Register – January 7, 1837 (Page 304)

The Cumberland (Md.) Advocate states that the new bridge over Wills' creek, on the national road, has been completed. The Advocate says the national road between Cumberland and Wheeling is now one of the finest roads in the world, and is travelled over in each direction, daily, by four full lines of stage coaches crowded with passengers.