The Old Pike Part 7

Page 42.--"The price of lifting a road, &c., leaving the road in a finished state, has been found in practice to be from 1d. to 2d. per superficial yard, lifted four inches deep."

Page 47.--"It is well known to every skillful and observant road-maker, that if strata of stone of various sizes be placed on a road, the largest stones will constantly work up." (This is in no manner applicable to a pavement, and a road made even in the manner he alludes to was lifted only four inches deep.--R. D.)

Page 105.--"How deep do you go in lifting the roads? That depends upon circ.u.mstances, but I have generally gone four inches deep. I take up the materials four inches, and, having broken the large pieces, I put them back again."

"Does the plan which you have mentioned, of breaking up the roads, apply to gravel roads, or only to those roads composed of hard stones? In gravel roads, and in some other roads, it would be impossible to break them up to advantage; and, in several places, I should think it unprofitable to lift a road at all. I did not order the road near Reading to be lifted, but I directed, whenever a large piece of flint was seen, it should be taken up, broken, and put down again. I am speaking of a gravel road now."

Page 107.--"There are other cases besides that of gravel, in which I should think it unprofitable to lift a road. The road between ---- and ---- is made of very soft stone, and is of so brittle a nature, that if it were lifted it would rise in sand, and there would be nothing to lay down again that would be useful. I should not recommend lifting of freestone roads, for the same reason, because it would go so much to sand that there would be very little to lay down again. I will explain what I have done to the road between Cirencester and Bath. I was obliged to lift a little of the sides of the road, in order to give it shape, but in the center of the road we 'shoved it.' It was before in the state which the country people call gridirons: that is, it was in large ridges, with long hollows between, and we cut down the high part to a level with the bottom of the furrows, and took the materials and sifted them at the side of the road, and returned what was useful to the center."

(So far we have the views of Mr. Macadam. From the same work I continue to quote.--R. D.)

Page 153.--"Considering the very great traffic upon Whitechapel road, is it your opinion (addressed to Mr. Farey) that it would be advantageous to pave any part of that road? I think it would be desirable to pave it within some feet of the footpath," &c.

Page 158.--"In the neighborhood of London the materials that are to be procured are of too tender and brittle a nature to endure the wear of the heavy carriages. I, therefore, am of the opinion that it would be proper to pave the sides of all the princ.i.p.al entrances into London."

Page 166.--"James Walker says, 'The traffic upon the Commercial rail road, both up and down, is very great. I am quite sure that the expense of this road would have been very much greater, probably much more than doubled, if it had not been paved. The road has been paved for about sixteen years, and the expense of supporting it has been small. During the thirteen years that the East India dock branch has been paved, the paving has not cost 20.'"

Page 167.--"But as the paving is always preferred for heavy carriages,"

&c.

Page 172.--"The thickness ought to be such, that the greatest weight will not effect more than the surface of the sh.e.l.l, in order to spread the weight which comes upon a small part only of the road over a large portion of the foundation."

Page 173.--"If the foundation is bad, breaking the bottom stone into small pieces is expensive and injurious, upon the principle I have above described, for the same reason that an arch formed of whole bricks, or deep stones, is preferred to one of the same materials broken into smaller pieces, for, in some countries, the materials will admit of the foundation of the road being considered as of the nature of a flat arch, as well as being supported by the strata directly under it. But the error of laying stones in large pieces upon the surface is more common and more injurious."

Page 183.--"James Dean says, 'Near to great towns it would be highly advantageous if the center of the road, for about twelve feet in width, were to be paved with hard, well-squared stones, nine inches deep.'"

Page 188.--"Thomas Telford, Esq., says, 'The improvements made in North Wales I beg leave to submit as models for the roads through hilly countries. Great pains have been taken in constructing firm and substantial foundations for the metallic part of the roadway.'"

Page 189.--"There has been no attention paid to constructing a good and solid foundation for the roadway."

Page 192.--"Are you of the opinion that it would be advisable or practicable to procure, from any particular part of the country, better materials, so as to form perfect roads without the necessity of paving them? That these materials could be procured, is evident; but I am satisfied that the most economical and preferable mode would be by the means of paving."

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 c.u.mberland 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.

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 c.u.mberland 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 pa.s.s 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, 2'3', 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 catch-waters should be constructed in such a manner, that while they subserve the purposes for which they are intended, they should admit the pa.s.sage 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.

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

ENGINEER DEPARTMENT, WASHINGTON, July 16, 1833.

_Sir_: You will forthwith cause all operations to cease on that part of the new location of the c.u.mberland 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 a.s.sistant to Chief Engineer.

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 c.u.mberland Road until you were again written to.

Mr. Purcell reports to the Board of the Chesapeake and Ohio Ca.n.a.l Company that the road being at the site now chosen will occasion an increased cost to the Ca.n.a.l 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 Ca.n.a.l Company, will direct Mr. Purcell, the engineer, to proceed forthwith to c.u.mberland, with you, to ascertain the best mode of making the location by which to avoid any injury or increased expense to the Ca.n.a.l 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 Ca.n.a.l 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 a.s.sistant to Chief Engineer.

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

PHILADELPHIA, July 26, 1833.

_Sir_: The order of your department of the 16th instant was received by me at c.u.mberland, 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 Ca.n.a.l 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 Ca.n.a.l 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 Ca.n.a.l 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 ca.n.a.l is that recommended by General Bernard, and the Board of Internal Improvement, over which he presided," and that it was proposed to feed the ca.n.a.l at c.u.mberland, and below by a dam to be erected across the Potomac about a mile above c.u.mberland. The water of the Potomac was to be carried over Wills creek twenty-one or two feet above ordinary water in the creek.

Such is the information furnished me by the president of the Ca.n.a.l 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 Ca.n.a.l 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 Ca.n.a.l 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 Ca.n.a.l 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 Ca.n.a.l Company make choice of this ground, I have but to make a bridge oblique with the current, and thus avoid the work of the Ca.n.a.l Company. To ascertain this, it is essential that the Ca.n.a.l 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 a.s.sociated 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 c.u.mberland 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 a.s.signed this particular section of the road.

Respectfully, your obedient servant, RICH'D DELAFIELD.

Captain of Engineers.

Brig. Gen. Charles Gratiot.

Chief Engineer.