IRON BRIDGE.
IRON BRIDGE.
The Iron Bridge over Dunlap’s Creek at Brownsville—Interesting facts relating to its projection and construction—The first step—Several respectable Gentlemen of Brownsville call the attention of the Government’s Agent to the subject.
National Road, 85-5/8 Miles from Cumberland,August 15, 1832.
Sir: Yesterday, as I passed through Brownsville, I was waited on by several of the most respectable gentlemen of that place, who were anxious to have me examine the bridge over Dunlap’s creek, between Brownsville and Bridgeport, to see its condition, and to give my opinion as to its renewal. Accordingly, I observed that I thought the bridge would not stand a twelve-month, and that I did not feel myself authorized to renew it, as the bridge had never been made by the government, but recommended that they write to the department for a decision; and, agreeably to their request, observed that I would likewise report the actual condition of the bridge. Consequently, I enclose to the department a leaf from my note book, giving a rough sketch of the bridge, and pointing out its defects. The reason why this bridge was not originally constructed by the government, as well as a bridge over the Monongahela river, are better known to the department than I am able to conjecture.
I have to observe that a company is now constructing a substantial bridge over the Monongahela river, across from Bridgeport, thereby making the bridge over Dunlap’s creek an important link in the road; and that a bridge, to ensure the purpose of a common highway, would not be suitable for the only connecting point between two important and increasing towns.
I have the honor to be, sir,Very respectfully, your most obedient servant,J. K. F. MANSFIELD,Lieutenant Corps of Engineers.
Gen. C. Gratiot,Chief Engineer.
THE SUBJECT TO BE EXAMINED.
Engineer Department,Washington, August 20, 1832.
Sir: Your letter of the 15th inst., informing the department that you had, at the request of the citizens of Brownsville, made an examination of the bridge over Dunlap’s creek, with a view to anopinion on the question of its removal, and transmitting a rough sketch of the bridge as it at present exists, is received.
In consequence of the views presented in your letter, it will be necessary to make a thorough examination of this bridge to ascertain whether it is sufficiently substantial to answer all the purposes of the road, by putting proper repairs upon it, or whether it will be necessary to remove it entirely, and to build a new one.
You will accordingly make this examination, and with your report on the subject you will transmit such drawings and explanatory notes as may be necessary to present a full and clear view of the repairs, or new bridge, as the case may be, accompanied by the proper estimates for their execution.
You will also ascertain, by the best oral testimony that can be obtained in the vicinity of the bridge, whether it is on the line of the road as originally located, and make known the fact in your report.
The Secretary of War has been written to on the subject, and, as soon as his decision is known at the department, you will be instructed accordingly.
I am, &c., &c.,C. GRATIOT.
Lieut. J. K. P. Mansfield,Corps of Engineers, Uniontown, Pa.
AN EXAMINATION MADE, AND AN ADVERSE DECISION RENDERED.
Uniontown, Pa., August 24, 1832.
Sir: I have the honor to acknowledge the receipt of the letter of the department on the subject of the bridge over Dunlap’s creek, at Brownsville, and to state that I have completed the examination of the road to the Virginia line, and have already given out notices for contracts, two of which are enclosed for the perusal of the department.
I am, &c.,J. K. F. MANSFIELD,Lieutenant Corps of Engineers.
Gen. Charles Gratiot,Chief Engineer.
Engineer Department,Washington, October 11, 1832.
Sir: You were informed by letter from the department, under date of 20th August last, that the Secretary of War had been written to on the subject of building a new bridge over Dunlap’s creek in the place of that which is at present in the line of the Cumberland Road, between Brownsville and Bridgeport, and which was referred to in your communication to the Chief Engineer of the 15th of August last. I now have to inform you that the Secretary of War has decided that the bridge in question cannot be built at the expense of the government,under the law making appropriation for the repairs of the Cumberland Road east of the Ohio river.
Very respectfully, &c.,By order:WM. H. C. BARTLETT,Lieut. of Engineers, and Assistant to Chief Engineer.
Lieut. J. K. F. Mansfield,Corps of Engineers, Uniontown, Pa., or Capt. Delafield.
THE DECISION REVERSED, AND THE BRIDGE TO BE BUILT.
Engineer Department,Washington, May 13, 1833.
Sir: The Secretary of War has determined that a new bridge shall be built across the mouth of Dunlap’s creek, in the line of the Cumberland Road; you will, therefore, be pleased to submit a plan, and estimate, with as little delay as practicable, with the view to the erection of this bridge during the present year.
I am, sir, &c.,C. GRATIOT,Brig. General.
Capt. R. Delafield,Corps of Engineers, Uniontown, Pa.
A SERIOUS QUESTION AS TO LOCATION ARISES—A REQUEST THAT BARRIERS BE USED ON THE ROAD.
Extract from a letter datedBrownsville, May 14, 1834.
Sir: To establish the location of Dunlap’s creek bridge, I desire the field notes of the commissioners, if on file in your office, and Mr. Shriver’s notes of location. From these, I am inclined to believe it will appear that the most favorable route for the bridge was pointed out by the commissioners, and the route over the bridge now used, no part of the National Road, but a county bridge, that we have no right to interfere with. May I request such information as is within your reach on this subject?
The road may be called a very excellent turnpike between this and Frostburg, at the present time; so smooth that already the stage proprietors have commenced the use of a “rough lock,” that materially injures the surface. Some defects are clearly observable, growing out of the constant travel and wear of the center of the road from the prohibition to use barriers to change the travel.
Without being permitted to use barriers of logs, stumps and stones, it is out of our power ever to make a perfect Macadamized road, and far from being as good as the expenditure should produce. Such a system has been resorted to on every road I have seen made, and every officer associated with me concurs in the opinion that we cannot succeed without using them. Permit me to ask a reconsideration of the order prohibiting their use.
Respectfully, your obedient servant,RICH’D DELAFIELD,Captain of Engineers.
Brig. Gen. Charles Gratiot,Chief Engineer.
THE USE OF BARRIERS PERMITTED—A ROAD BEGINNING AT UNIONTOWN, AND ENDING AT WASHINGTON.
Engineer Department,Washington, May 20, 1834.
Sir: Your communication, dated the 14th instant, was duly received. In conformity with your request, a detail of two officers, as your assistants on the Cumberland Road, has been applied for. Herewith is transmitted a book containing, as stated, “the notes of a location of the United States western road, beginning at Uniontown, and ending at the turnpike near Washington,” which is the only document among the papers transferred from the Treasury Department to this office, relating to the Cumberland Road, embraced in the notes, required to be forwarded to you.
(On the subject of regulating the travel so as to preserve the surface of the road from injury mentioned in your letter, you will again resort to the use of barriers, wood only, to be used for the purpose, and placed only on one side of the road at the same time, provided the object can thus be accomplished, and so elevated as to be very conspicuous, that the travel by night may not be endangered by the barriers.)
I am, &c.,C. GRATIOT,Brig. General.
Capt. R. Delafield,Corps of Engineers, Brownsville, Pa.
A BIG APPROPRIATION, BUT THE BRIDGE ABANDONED.
Engineer Department,Washington, June 25, 1834.
Sir: Three hundred thousand dollars have just been appropriated for the repairs of the Cumberland Road east of the Ohio. You will perceive by the law, a printed copy of which is herewith enclosed, that the intention is that this sum shall complete the repairs. You will, therefore, take your measures accordingly, and put the road in as good condition as this sum will admit of. The new section to turn Wills hill will be completed on the plan already commenced, but the plan of operations on the other sections must be modified to suit the requirements of the law. The iron bridge over Dunlap’s creek will be abandoned. Your project, when matured, will be transmitted for the approval of the department.
Very respectfully, &c.,By order:WM. H. C. BARTLETT.Lieut. and Assistant to Chief Engineer.
Capt. R. Delafield,Corps of Engineers, New Castle, Del.
ANOTHER AND FINAL CHANGE—THE BRIDGE TO BE BUILT ON THE SITE OF THE OLD ONE.
Engineer Department,Washington, August 14, 1834.
Sir: I have to acknowledge the receipt of your communication, dated 31st ultimo, in reference to the bridge over Dunlap’s creek, on the Cumberland Road, east of the Ohio. The subject of rebuilding this bridge was brought to the notice of the Secretary of War during the summer of 1832, when he refused to take any action in the matter, on the ground that it was a county bridge, which should be repaired or rebuilt by the county authorities, as the United States, in adopting a system of repairs, had undertaken to repair only that which they had originally constructed. It was thought on the other side, that notwithstanding the United States had not built this bridge, yet, as they had enjoyed the free benefit of it, and as it lay on the tacitly acknowledged line of the road, they were bound, under the act of Congress authorizing the repairs of the road to work on every part of it without reference to original constructors or proprietors. In this state of the case, it was submitted to Mr. Taney, then Attorney General, who decided verbally in favor of the latter view, and instructions in conformity thereto were issued to the superintendent of the road, requiring him to cause the bridge to be either repaired or rebuilt. This question having been settled, the next is, whether Dunlap’s creek can be crossed at any other point than where the county bridge now stands. It is the opinion of the department that it cannot. It would seem there is no evidence on record that any location was ever finally fixed upon by the commissioners, and reported by them to the President, for the part of the road in the immediate vicinity of this creek; but the fact that the road was actually made in its present location, and used ever since its original construction, without any opposition, is strong proof that this route was adopted by the Government; at all events, in the absence of all other evidence, the department feels constrained to act upon this. Now, the appropriations having been made for the repairs of the road, and not for constructing any part of it, except the new section to turn Wills hill, it is not perceived how any part of the funds can be applied to the new location proposed by you. These views having been submitted to the acting Secretary of War, he concurs in them. Your operations will, therefore, be confined to the old road on which the bridge must be located.
Very, &c.,C. GRATIOT,
Capt. Richard Delafield,Corps of Engineers, Brownsville, Pa.
Appropriations by Congress at various times for Making, Repairing, and Continuing the Road—Aggregate of Appropriations, $6,824,919.33.
Note—The appropriation of $3,786 60, made by act of Feb. 26, 1812, is not included in the above total for the reason that it was a balance from a former appropriation.
The act of March 3, 1843, appropriates so much as is necessary to settle certain claims on contract for building bridges over Kaskaskia river and constructing part of Cumberland Road.
HON. T. M. T. McKENNAN.
HON. T. M. T. McKENNAN.
Speech of Hon. T. M. T. McKennan, delivered in Congress, June 6, 1832—The Road a Monument of National Wealth and Greatness—A Bond of Union—Business of the Road—Five Thousand Wagons unload in Wheeling in a single year—Facilities afforded by the Road for transporting the Mails and Munitions of War.
This road, Mr. Speaker (the National Road), is amagnificent one—magnificent in extent; it traverses seven different States of this Union, and its whole distance will cover an extent of near eight hundred miles. Magnificent in the difficulties overcome by the wealth of a nation, and in the benefits and advantages and blessings which it diffuses, east and west, far and wide, through the whole country. It is, sir,a splendid monument of national wealth and national greatness, and of the deep interest felt by the government in the wealth and prosperity and happiness of the people.
It is not, sir, like the stupendous monuments of other countries and of other times, which have been erected merely for the purpose of show and of gratifying the pride of some despotic monarch; but this and all similar national improvements areworks of utility; they tend to cement the bond of union; they bring together the distant parts of this exalted republic; they diffuse wealth and happiness among a free people, and will be a source of never failing prosperity to millions yet unborn.
It is, sir,a great commercial, military, mail, national work. To give the House, or those of its members who are unacquainted with the fact, some idea of the immense commercial advantages which the eastern as well as the western country has derived from the construction of this road, let me call their attention to the amount of merchandise transported to the Ohio river in a single year after its completion; and here, sir, I avail myself of an estimate made by an honorable member of the other House on another occasion, when he strongly urged the propriety and importance of the extension of the road through the State of Ohio.
In the year 1822, shortly after the completion of the road, a single house in the town of Wheeling unloaded 1,081 wagons, averaging about 3,500 pounds each, and paid for the carriage of the goods $90,000. At that time there were five other commission houses in the same place, and estimating that each of them received two-thirds the amount of goods consigned to the other, there must have been nearly 5,000 wagons unloaded, and nearly $400,000 paid as thecost of transportation. But, further, it is estimated that at least every tenth wagon passed through that place into the interior of Ohio, Indiana, &c., which would considerably swell the amount. These wagons take their return loads and carry to the eastern markets all the various articles of production and manufacture of the West—their flour, whisky, hemp, tobacco, bacon, and wool. Since this estimate was made, the town of Wheeling is greatly enlarged; its population has nearly doubled; the number of its commercial establishments has greatly increased; and the demand for merchandise in the West has increased with the wealth and improvement and prosperity of the country.
But, further, sir, before the completion of this road, from four to six weeks were usually occupied in the transportation of goods from Baltimore to the Ohio river, and the price varied from six to ten dollars per hundred. Now they can be carried in less than half the time and at one-half the cost, and arrangements are making by some enterprising gentlemen of the West to have the speed of transportation still increased, and the price of carriage diminished.
Equally important are the benefits derived by the government and the people from the rapid, regular, and safe transportation of the mail on this road. Before its completion, eight or more days were occupied in transporting the mail from Baltimore to Wheeling; it was then carried on horseback, and did not reach the western country by this route more than once a week. Now it is carried in comfortable stages, protected from the inclemency of the weather, in forty-eight hours; and no less than twenty-eight mails weekly and regularly pass and repass each other on this road. To show this fact, and the absolute necessity and importance of keeping the road in a good state of repair, in order to enable the postoffice department to fulfill the expectations of the public, I will ask the favor of the clerk to read to the House a communication received from the Postmaster General on the subject. [Here the clerk read an extract from a letter of the Postmaster General]. The facilities afforded by such a road in time of war for the transportation of the munitions of war, and the means of defence from one point of the country to another, need scarcely be noticed; they must be palpable and plain to every reflecting mind, and I will not take up the time of the House in detailing them.
As I said before, the road traverses seven different States of this Union, and in its whole extent will cover a distance of near 800 miles. Who, then, can doubt its nationality? Who can question the allegation that it is an immensely important national work?Who can reconcile it to his conscience and his constituents to permit it to go to destruction?
ROAD WAGON
ROAD WAGON
Life on the Road—Origin of the Phrase Pike Boys—Slaves Driven Like Horses—Race Distinction at the Old Taverns—Old Wagoners—Regulars and Sharpshooters—Line Teams—John Snider, John Thompson, Daniel Barcus, Robert Bell, Henry Clay Rush, and other Familiar Names.
As the phrase “Pike Boys” is frequently used in this volume, it is considered pertinent to give its origin. When first used, it was confined in its application to boys—sons of wagoners, stage drivers, tavern keepers, farmers, and in fact the sons of persons of every occupation who lived on or adjacent to the road, in the same sense that the boys of a town are called “town boys.” Its meaning and import, however, expanded in course of time, until it embraced, as it now does, all persons in any manner and at any time identified with the road, whether by residence or occupation, and without “regard to age, race, color or previous condition of servitude,” as the statute puts it, for be it remembered that negro slaves were frequently seen on the National Road. The writer has seen them driven over the road arranged in couples and fastened to a long, thick rope or cable, like horses. This may seem incredible to a majority of persons now living along the road, but it is true, and was a very common sight in the early history of the road and evoked no expression of surprise, or words of censure. Such was the temper of the times. There were negro wagoners on the road, but negro stage drivers were unknown. Stage driving was quite a lofty calling, and the acme of many a young man’s ambition. The work was light and the whirl exciting and exhilarating. Wagoners, white and black, stopped over night at the same taverns, but never sat down together at the same table. A separate table was invariably provided for the colored wagoners, a custom in thorough accord with the public sentiment of the time, and seemingly agreeable to the colored wagoners themselves. Country life in the olden time was enlivened by numerous corn huskings, balls, spelling matches, school exhibitions and frolics of all kinds. Young men and boys along the road, were in the habit of attending these gatherings, going as far as three miles and more in the back country, to reach them, some on foot and others on horseback. A young man would think nothing of getting a girl up behind him on a horse, and hieing away after nightfall, four and five miles to a country dance, and many of the girls of the period considered it but pleasant recreation to walk two or three miles with their lovers, to aspelling match or a revival meeting. A feeling of jealousy always existed between the young men and boys, living along and near the road, and those in the back country, and the occasions before mentioned furnished opportunities from time to time for this feeling to break out, as it often did, in quarrels and fights. The country boys would get together in anticipation of an approaching gathering at some school house, and organize for offense or defense, as the exigencies might require, always calling their rivals and imaginary enemies, “Pike Boys,” and this was the origin of that familiar phrase.
The men who hauled merchandise over the road were invariably called wagoners, not teamsters, as is the modern word, and they were both, since Webster defines wagoner as one who conducts a wagon, and teamster as one who drives a team. The teams of the old wagoners consisting, as a rule, of six horses, were very rarely stabled, but rested over night on the wagon yards of the old taverns, no matter how inclement the weather. Blankets were used to protect them in the winter season. Feed troughs were suspended at the rear end of the wagon bed, and carried along in this manner, day after day all the year round. In the evening, when the day’s journey was ended, the troughs were taken down and fastened on the tongues of the wagon to which the horses were tied, three on a side, with their heads to the trough. Wagoners carried their beds, rolled up, in the forepart of the wagon, and spread them out in a semi-circle on the bar room floor in front of the big bar room fire upon going to rest. Some of the old bar room grates would hold as much as six bushels of coal, and iron pokers from four to six feet in length, weighing eight and ten pounds, were used for stirring the fires. To get down an icy hill with safety, it was necessary to use an ice cutter, a rough lock, or a clevis, and sometimes all combined, contingent upon the thickness and smoothness of the ice, and the length and steepness of the hill. The ice cutter was of steel or iron, in appearance like a small sled, fitted on the hind wheels, which were first securely locked. The rough lock was a short chain with large, rough links, and the clevis was like that used on an ordinary plow, except that it was larger and stronger. These instruments were essential parts of the wagoners’ “outfit.” There were two classes of wagoners, the “regular” and the “sharpshooter.” The regular was on the road constantly with his team and wagon, and had no other pursuit than hauling goods and merchandise on the road. The sharpshooters were for the most part farmers, who put their farm teams on the road in seasons when freights were high, and took them off when prices of hauling declined; and there was jealousy between the two classes. The regular drove his team about fifteen miles a day on the average, while the sharpshooter could cover twenty miles and more. Line teams were those controlled by an association or company. Many of the regular wagoners became members of these companies and put in their teams. The main object of the combination was to transport goods more rapidly than by the ordinary method. Line teams were stationedalong the road, at distances of about fifteen miles, and horses were exchanged after the manner of the stage lines. Many of the old wagoners had bull-dogs tied at the rear of their wagons, and these dogs were often seen pressing with all their strength against the collar about their necks, as if to aid the horses in moving their load; and this is probably the origin of the common form of boast about a man being equal in strength to “a six-horse team with a cross dog under the wagon.”
JOHN THOMPSON.
JOHN THOMPSON.
The whip used by old wagoners was apparently five feet long, thick and hard at the butt, and tapering rapidly to the end in a silken cracker. Battley White, of Centerville, Washington county, Pa., made more of these whips than any other man on the road. The interior of his whip was a raw hide. John Morrow, of Petersburg, Somerset county, Pa., also made many whips for the old wagoners. There was another whip, much used by old wagoners, known as the “Loudon Whip.” The inner portion of this whip was an elastic wooden stock, much approved by the wagoners. It was manufactured in the village of Loudon, Franklin county, Pa., and hence its name. It was used almost exclusively on what was called the “Glade Road,” from Philadelphia to Pittsburg,viaChambersburg and Bedford.
Some of the old wagoners of the National Road became rich. John Snider was one of these. He drove a six-horse team on the road for twenty years, and died on his farm near Uniontown in December, 1889, much lamented. Few men possessed more of the higher attributes of true manhood than John Snider. The author of this volume gratefully and cheerfully acknowledges his indebtedness to John Snider for many of the facts and incidents it contains. He was a clear-headed, intelligent, sober, discreet, and observing man, whose statements could be relied on as accurate.
It would be an impossible task to collect the names of all the old wagoners of the National Road. They number thousands, and many of them left the road long since to seek fortunes in new and distant sections of our widely extended country. The most of them have gone to scenes beyond the boundaries of time. It is the author’s aim to collect as many of their names as is practicable and write them down in history. The names of John Thompson, James Noble, and John Flack are recalled. These worthy old wagoners are still living in the vicinity of Taylorstown, Washington county, Pa., and highly respected by all their neighbors. The point at which they first entered upon the road was the famous “S” bridge. Thompson drove his father’s team when quite young, in fact, a mere boy. The first trip he made over the road was in the spring of 1843, in company with the veteran wagoner, George Hallam, of Washington, Pa. Thompson’s father was a pork packer, and the youthful wagoner’s “down loads,” as those moving eastwardly were called, consisted for the most part of bacon. His recollections of the road are vivid, and warmly cherished. He can sit down in a room, at his comfortable home, and “in his mind’s eye” see every mile post along the roadand recall the distances to points inscribed thereon. In the year 1852, he went to California, engaged in mining, and was successful. With the instinct planted in every human breast, he returned to his native land, and with his accumulations bought his father’s homestead farm. The old farm enhanced in value by reason of the oil developments, and landed the old wagoner in the ranks of the rich.
The name Noble is a familiar one on the National Road, and suggestive of rank. “Watty” and William Noble were stage drivers. James Noble, the old wagoner, drove a team for the late Hon. Isaac Hodgens, who was at one time a pork salter. He remained on the road as a wagoner until its tide of business ceased, and retired to Taylorstown to take his chances in the on-moving and uncertain affairs of life. He seemed possessed of the idea that there was undeveloped wealth in the vicinity of Taylorstown, and made up his mind to gain a foothold there and wait the coming of events. He managed by the exercise of industry and economy to become the owner of a farm, and the discovery of oil did the rest for him. He is rich.
John Flack’s career is similar to those of Thompson and Noble, culminating in like good fortune. “He struck oil, too.”
We have in the story of these old wagoners, examples of the possibilities for achievement, under the inspiring genius of American institutions. Poor boys, starting out in life as wagoners, with wages barely sufficient for their subsistence, pushing on and up with ceaseless vigilance, attaining the dignity of farmers, in all ages the highest type of industrial life, and now each bearing, though meekly, the proud title of “freeholder,” which Mr. Blaine said in his celebrated eulogium of Garfield, “has been the patent and passport of self-respect with the Anglo-Saxon race ever since Horsa and Hengist landed on the shores of England.”