The Old Pike Part 1

The Old Pike.

by Thomas B. Searight.

CHAPTER I.

_Inception of the Road--Author's Motive in Writing its History--No History of the Appian Way--A Popular Error Corrected--Henry Clay, Andrew Stewart, T. M. T. McKennan, Gen. Beeson, Lewis Steenrod and Daniel Sturgeon--Their Services in Behalf of the Road--Braddock's Road--Business and Grandeur of the Road--Old and Odd Names--Taverns--No Beer on the Road--Definition of Turnpike--An Old Legal Battle._

The road which forms the subject of this volume, is the only highway of its kind ever wholly constructed by the government of the United States.

When Congress first met after the achievement of Independence and the adoption of the Federal Const.i.tution, the lack of good roads was much commented upon by our statesmen and citizens generally, and various schemes suggested to meet the manifest want. But, it was not until the year 1806, when Jefferson was President, that the proposition for a National Road took practical shape. The first step, as will hereinafter be seen, was the appointment of commissioners to lay out the road, with an appropriation of money to meet the consequent expense. The author of this work was born and reared on the line of the road, and has spent his whole life amid scenes connected with it. He saw it in the zenith of its glory, and with emotions of sadness witnessed its decline. It was a highway at once so grand and imposing, an artery so largely instrumental in promoting the early growth and development of our country's wonderful resources, so influential in strengthening the bonds of the American Union, and at the same time so replete with important events and interesting incidents, that the writer of these pages has long cherished a hope that some capable hand would write its history and collect and preserve its legends, and no one having come forward to perform the task, he has ventured upon it himself, with unaffected diffidence and a full knowledge of his inability to do justice to the subject.

It is not a little singular that no connected history of the renowned Appian Way can be found in our libraries. Glimpses of its existence and importance are seen in the New Testament and in some old volumes of cla.s.sic lore, but an accurate and complete history of its inception, purpose, construction and development, with the incidents, accidents and anecdotes, which of necessity were connected with it, seems never to have been written. This should not be said of the great National Road of the United States of America. The Appian Way has been called the Queen of Roads. We claim for our National highway that it _was_ the King of Roads.

Tradition, cheerfully acquiesced in by popular thought, attributes to Henry Clay the conception of the National Road, but this seems to be error. The Hon. Andrew Stewart, in a speech delivered in Congress, January 27th, 1829, a.s.serted that "Mr. Gallatin was the very first man that ever suggested the plan for making the c.u.mberland Road." As this a.s.sertion was allowed to go unchallenged, it must be accepted as true, however strongly and strangely it conflicts with the popular belief before stated. The reader will bear in mind that the National Road and the c.u.mberland Road are one and the same. The road as constructed by authority of Congress, begins at the city of c.u.mberland, in the State of Maryland, and this is the origin of the name c.u.mberland Road. All the acts of Congress and of the legislatures of the States through which the road pa.s.ses, and they are numerous, refer to it as the c.u.mberland Road.

The connecting link between c.u.mberland and the city of Baltimore is a road much older than the c.u.mberland Road, constructed and owned by a.s.sociations of individuals, and the two together const.i.tute the National Road.

While it appears from the authority quoted that Henry Clay was not the planner of the National Road, he was undoubtedly its ablest and most conspicuous champion. In Mallory's Life of Clay it is stated that "he advocated the policy of carrying forward the construction of the c.u.mberland Road as rapidly as possible," and with what earnestness, continues his biographer, "we may learn from his own language, declaring that he had to _beg_, _entreat_ and _supplicate_ Congress, session after session, to grant the necessary appropriations to complete the road."

Mr. Clay said, "I have myself toiled until my powers have been exhausted and prostrated to prevail on you to make the grant." No wonder Mr. Clay was a popular favorite along the whole line of the road. At a public dinner tendered him by the mechanics of Wheeling, he spoke of "the great interest the road had awakened in his breast, and expressed an ardent desire that it might be prosecuted to a speedy completion." Among other things he said that "a few years since he and his family had employed the whole or greater part of a day in traveling the distance of about nine miles from Uniontown to Freeman's,[A] on Laurel Hill, which now, since the construction of the road over the mountains, could be accomplished, together with seventy more in the same time," and that "the road was so important to the maintenance of our Union that he would not consent to give it up to the keeping of the several States through which it pa.s.sed."

[Footnote A: Benjamin Freeman kept a tavern on the old Braddock Road, a short distance south of Mt. Was.h.i.+ngton.

Locating his house on Laurel Hill, was an error of Mr. Clay, but of little consequence, and readily made under the circ.u.mstances. A monument was erected, and is still standing, on the roadside near Wheeling, commemorative of the services of Mr. Clay in behalf of the road.]

[Ill.u.s.tration: GEN. HENRY W. BEESON.]

Hon. Andrew Stewart, of Uniontown, who served many years in Congress, beginning with 1820, was, next to Mr. Clay, the most widely known and influential congressional friend of the road, and in earnestness and persistency in this behalf, not excelled even by Mr. Clay. Hon. T. M. T.

McKennan, an old congressman of Was.h.i.+ngton, Pennsylvania, was likewise a staunch friend of the road, carefully guarding its interests and pressing its claims upon the favorable consideration of Congress. Gen.

Henry W. Beeson, of Uniontown, who represented the Fayette and Greene district of Pennsylvania in Congress in the forties, was an indomitable friend of the road. He stoutly opposed the extension of the Baltimore and Ohio railroad west of c.u.mberland, through Pennsylvania, and was thoroughly sustained by his const.i.tuents. In one of his characteristic speeches on the subject, he furnished a careful estimate of the number of horse-shoes made by the blacksmiths along the road, the number of nails required to fasten them to the horses' feet, the number of bushels of grain and tons of hay furnished by the farmers to the tavern keepers, the vast quant.i.ty of chickens, turkeys, eggs and b.u.t.ter that found a ready market on the line, and other like statistical information going to show that the National Road would better subserve the public weal than a steam railroad. This view at the time, and in the locality affected, was regarded as correct, which serves as an ill.u.s.tration of the change that takes place in public sentiment, as the wheels of time revolve and the ingenuity of man expands. Lewis Steenrod, of the Wheeling district, was likewise an able and influential congressional friend of the road. He was the son of Daniel Steenrod, an old tavernkeeper on the road, near Wheeling; and the c.u.mberland, Maryland, district always sent men to Congress who favored the preservation and maintenance of the road. Hon. Daniel Sturgeon, who served as a senator of the United States for the State of Pennsylvania from 1840 to 1852, was also an undeviating and influential friend of the road. He gave unremitting attention and untiring support to every measure brought before the Senate during his long and honorable service in that body, designed to make for the road's prosperity, and preserve and maintain it as the nation's great highway. His home was in Uniontown, on the line of the road, and he was thoroughly identified with it alike in sentiment and interest. He was not a showy statesman, but the possessor of incorruptible integrity and wielded an influence not beneath that of any of his compeers, among whom were that renowned trio of Senators, Clay, Webster and Calhoun.

Frequent references will be made in these pages to the Old Braddock Road, but it is not the purpose of the writer to go into the history of that ancient highway. This volume is devoted exclusively to the National Road. We think it pertinent, however, to remark that Braddock's Road would have been more appropriately named Was.h.i.+ngton's Road. Was.h.i.+ngton pa.s.sed over it in command of a detachment of Virginia troops more than a year before Braddock ever saw it. Mr. Veech, the eminent local historian, says that Braddock's Road and Nemicolon's Indian trail are identical, so that Nemicolon, the Indian, would seem to have a higher claim to the honor of giving name to this old road than General Braddock. However, time, usage and common consent unite in calling it Braddock's Road, and, as a rule, we hold it to be very unwise, not to say downright foolishness, to undertake to change old and familiar names. It is difficult to do, and ought not to be done.

From the time it was thrown open to the public, in the year 1818, until the coming of railroads west of the Allegheny mountains, in 1852, the National Road was the one great highway, over which pa.s.sed the bulk of trade and travel, and the mails between the East and the West. Its numerous and stately stone bridges with handsomely turned arches, its iron mile posts and its old iron gates, attest the skill of the workmen engaged on its construction, and to this day remain enduring monuments of its grandeur and solidity, all save the imposing iron gates, which have disappeared by process of conversion prompted by some utilitarian idea, savoring in no little measure of sacrilege. Many of the most ill.u.s.trious statesmen and heroes of the early period of our national existence pa.s.sed over the National Road from their homes to the capital and back, at the opening and closing of the sessions of Congress.

Jackson, Harrison, Clay, Sam Houston, Polk, Taylor, Crittenden, Shelby, Allen, Scott, Butler, the eccentric Davy Crockett, and many of their contemporaries in public service, were familiar figures in the eyes of the dwellers by the roadside. The writer of these pages frequently saw these distinguished men on their pa.s.sage over the road, and remembers with no little pride the incident of shaking hands with General Jackson, as he sat in his carriage on the wagon-yard of an old tavern. A coach, in which Mr. Clay was proceeding to Was.h.i.+ngton, was upset on a pile of limestone, in the main street of Uniontown, a few moments after supper at the McClelland house. Sam Sibley was the driver of that coach, and had his nose broken by the accident. Mr. Clay was unhurt, and upon being extricated from the grounded coach, facetiously remarked that: "This is mixing the Clay of Kentucky with the limestone of Pennsylvania."

As many as twenty-four horse coaches have been counted in line at one time on the road, and large, broad-wheeled wagons, covered with white canva.s.s stretched over bows, laden with merchandise and drawn by six Conestoga horses, were visible all the day long at every point, and many times until late in the evening, besides innumerable caravans of horses, mules, cattle, hogs and sheep. It looked more like the leading avenue of a great city than a road through rural districts.

[Ill.u.s.tration: HON. DANIEL STURGEON.]

The road had a peculiar nomenclature, familiar to the tens of thousands who traveled over it in its palmy days. The names, for example, applied to particular localities on the line, are of striking import, and blend harmoniously with the unique history of the road. With these names omitted, the road would be robbed of much that adds interest to its history. Among the best remembered of these are, The Shades of Death, The Narrows, Piney Grove, Big Crossings, Negro Mountain, Keyser's Ridge, Woodc.o.c.k Hill, Chalk Hill, Big Savage, Little Savage, Snake Hill, Laurel Hill, The Turkey's Nest, Egg Nog Hill, c.o.o.n Island and Wheeling Hill.

Rich memories cl.u.s.ter around every one of these names, and old wagoners and stage drivers delight to linger over the scenes they bring to mind.

The road was justly renowned for the great number and excellence of its inns or taverns. On the mountain division, every mile had its tavern.

Here one could be seen perched on some elevated site, near the roadside, and there another, sheltered behind a clump of trees, many of them with inviting seats for idlers, and all with cheerful fronts toward the weary traveler. The sign-boards were elevated upon high and heavy posts, and their golden letters winking in the sun, ogled the wayfarer from the hot road-bed and gave promise of good cheer, while the big trough, overflowing with clear, fresh water, and the ground below it sprinkled with droppings of fragrant peppermint, lent a charm to the scene that was well nigh enchanting.

The great majority of the taverns were called wagon stands, because their patrons were largely made up of wagoners, and each provided with grounds called the wagon-yard, whereon teams were driven to feed, and rest over night. The very best of entertainment was furnished at these wagon stands. The taverns whereat stage horses were kept and exchanged, and stage pa.s.sengers took meals, were called "stage houses," located at intervals of about twelve miles, as nearly as practicable.

The beer of the present day was unknown, or if known, unused on the National Road during the era of its prosperity. Ale was used in limited quant.i.ties, but was not a favorite drink. Whisky was the leading beverage, and it was plentiful and cheap. The price of a drink of whisky was three cents, except at the stage houses, where by reason of an a.s.sumption of aristocracy the price was five cents. The whisky of that day is said to have been pure, and many persons of unquestioned respectability affirm with much earnestness that it never produced delirium tremens. The current coin of the road was the big copper cent of United States coinage, the "fippenny bit," Spanish, of the value of six and one-fourth cents, called for brevity a "fip," the "levy,"

Spanish, of the value of twelve and a half cents, the quarter, the half dollar, and the dollar. The Mexican and Spanish milled dollar were oftener seen than the United States dollar. The silver five-cent piece and the dime of the United States coinage were seen occasionally, but not so much used as the "fip" and the "levy." In times of stringency, the stage companies issued scrip in denominations ranging from five cents to a dollar, which pa.s.sed readily as money. The scrip was similar to the postal currency of the war period, lacking only in the artistic skill displayed in the engraving of the latter. A hungry traveler could obtain a substantial meal at an old wagon stand tavern for a "levy," and two drinks of whisky for a "fippenny bit." The morning bill of a wagoner with a six-horse team did not exceed one dollar and seventy-five cents, which included grain and hay for the horses, meals for the driver, and all the drinks he saw proper to take.

The National Road is not in a literal sense a turnpike. A turnpike, in the original meaning of the word, is a road upon which pikes were placed to turn travelers thereon through gates, to prevent them from evading the payment of toll. Pikes were not used, or needed on the National Road. It was always kept in good condition, and travelers thereon, as a rule, paid the required toll without complaining. At distances of fifteen miles, on the average, houses were erected for toll collectors to dwell in, and strong iron gates, hung to ma.s.sive iron posts, were established to enforce the payment of toll in cases of necessity. These toll houses were of uniform size, angular and round, west of the mountains constructed of brick, and through the mountains, of stone, except the one six miles west of c.u.mberland, which is of brick. They are all standing on their old sites at this date (1893), except the one that stood near Mt. Was.h.i.+ngton, and the one that stood near the eastern base of Big Savage Mountain. At the last mentioned point, the old iron gate posts are still standing, firmly rooted in their original foundations, and plastered all over with advertis.e.m.e.nts of Frostburg's business houses, but the old house and the old gates have gone out of sight forever.

It is curious to note how the word turnpike has been perverted from its literal meaning by popular usage. The common idea is that a turnpike is a road made of stone, and that the use of stone is that alone which makes it a turnpike. The common phrase, "piking a road," conveys the idea of putting stones on it, whereas in fact, there is no connection between a stone and a pike, and a road might be a turnpike without a single stone upon it. It is the contrivance to turn travelers through gates, before mentioned, that makes a turnpike. We recall but one instance of a refusal to pay toll for pa.s.sing over the National Road, and that was a remarkable one. It grew out of a misconception of the scope of the act of Congress, providing for the exemption from toll of carriages conveying the United States mails. The National Road Stage Company, commonly called the "Old Line," of which Lucius W. Stockton was the controlling spirit, was a contractor for carrying the mails, and conceived the idea that by placing a mail pouch in every one of its pa.s.senger coaches it could evade the payment of toll. Stage companies did not pay toll to the collectors at the gates, like ordinary travelers, but at stated periods to the Road Commissioner. At the time referred to, William Searight, father of the writer, was the commissioner in charge of the entire line of the road through the state of Pennsylvania, and it was fifty years ago. Upon presenting his account to Mr. Stockton, who lived at Uniontown, for acc.u.mulated tolls, that gentleman refused payment on the ground that all his coaches carried the mail, and were therefore exempt from toll. The commissioner was of opinion that the act of Congress could not be justly construed to cover so broad a claim, and notified Mr. Stockton that if the toll was not paid the gates would be closed against his coaches. Mr. Stockton was a resolute as well as an enterprising man, and persisted in his position, whereupon an order was given to close the gates against the pa.s.sage of his coaches until the legal toll was paid. The writer was present, though a boy, at an execution of this order at the gate five miles west of Uniontown. It was in the morning. The coaches came along at the usual time and the gates were securely closed against them. The commissioner superintended the act in person, and a large number of people from the neighborhood attended to witness the scene, antic.i.p.ating tumult and violence, as to which they were happily disappointed. The drivers accepted the situation with good nature, but the pa.s.sengers, impatient to proceed, after learning the cause of the halt, paid the toll, whereupon the gates were thrown open, and the coaches sped on. For a considerable time after this occurrence an agent was placed on the coaches to pay the toll at the gates. Mr. Stockton inst.i.tuted prosecutions against the commissioner for obstructing the pa.s.sage of the United States mails, which were not pressed to trial, but the main contention was carried to the Supreme Court of the United States for adjudication on a case stated, and Mr. Stockton's broad claim was denied, the court of last resort holding that "the exemption from tolls did not apply to any other property (than the mails) conveyed in the same vehicle, nor to any persons traveling in it, unless he was in the service of the United States and pa.s.sing along the road in pursuance of orders from the proper authority; and further, that the exemption could not be claimed for more carriages than were necessary for the safe, speedy and convenient conveyance of the mail." This case is reported in full in 3d Howard U. S. Reports, page 151 _et seq._, including the full text of Chief Justice Taney's opinion, and elaborate dissenting opinions by Justices McClean and Daniel. The attorneys for the road in this controversy were Hon. Robert P. Flenniken and Hon. James Veech of Uniontown, and Hon. Robert J. Walker of Mississippi, who was Secretary of the Treasury in the cabinet of President Polk. After this decision, and by reason of it, the Legislature of Pennsylvania enacted the law of April 14th, 1845, still in force, authorizing the collection of tolls from pa.s.sengers traveling in coaches which at the same time carried the mail.

CHAPTER II.

_Origin of the Fund for Making the Road.--Acts for the Admission of Ohio, Indiana, Illinois and Missouri--Report of a Committee of Congress as to the Manner of Applying the Ohio Fund--Distances from Important Eastern Cities to the Ohio River--The Richmond Route Postponed--The Spirit and Perseverance of Pennsylvania--Maryland, "My Maryland," not behind Pennsylvania--Wheeling the Objective Point--Brownsville a Prominent Point--Rivers tend to Union, Mountains to Disunion._

Act of April 30, 1802, for the admission of Ohio, provides that one-twentieth part of the net proceeds of the lands lying within the said State sold by Congress, from and after the 30th of June next, after deducting all expenses incident to the same, shall be applied to laying out and making public roads leading from navigable waters emptying into the Atlantic to the Ohio, to the said State and through the same, such roads to be laid out under the authority of Congress, with the consent of the several States through which the road shall pa.s.s.

Act of April 19, 1816, for the admission of Indiana, provides that five per cent. of the net proceeds of lands lying within the said territory, and which shall be sold by Congress from and after the first day of December next, after deducting all expenses incident to the same, shall be reserved for making public roads and ca.n.a.ls, of which three-fifths shall be applied to those objects within the said State under the direction of the Legislature thereof, and two-fifths to the making of a road or roads leading to the said State under the direction of Congress.

Act of April 18, 1818, for the admission of Illinois, provides that five per cent. of the net proceeds of the lands lying within the said State, and which shall be sold by Congress from and after the first day of January, 1819, after deducting all expenses incident to the same, shall be reserved for the purposes following, viz: Two-fifths to be disbursed under the direction of Congress in making roads leading to the State, the residue to be appropriated by the Legislature of the State for the encouragement of learning, of which one-sixth part shall be exclusively bestowed on a college or university.

Act of March 6, 1820, admitting Missouri, provides that five per cent.

of the net proceeds of the sale of lands lying within the said Territory or State, and which shall be sold by Congress from and after the first day of January next, after deducting all expenses incident to the same, shall be reserved for making public roads and ca.n.a.ls, of which three-fifths shall be applied to those objects within the State under the direction of the Legislature thereof, and the other two-fifths in defraying, under the direction of Congress, the expenses to be incurred in making a road or roads, ca.n.a.l or ca.n.a.ls, leading to the said State.

No. 195.

NINTH CONGRESS--FIRST SESSION.

c.u.mBERLAND ROAD.

Communicated to the Senate December 19, 1805.

Mr. Tracy, from the committee to whom was referred the examination of the act ent.i.tled, "An act to enable the people of the eastern division of the territory northwest of the river Ohio to form a Const.i.tution and State Government, and for the admission of such State into the Union on an equal footing with the original States, and for other purposes;" and to report the manner in which, in their opinion, the money appropriated by said act ought to be applied, made the following report:

That, upon examination of the act aforesaid, they find "the one-twentieth part, or five per cent., of the net proceeds of the lands lying within the State of Ohio, and sold by Congress from and after the 30th day of June, 1802, is appropriated for the laying out and making public roads leading from the navigable waters emptying into the Atlantic to the river Ohio, to said State, and through the same; such roads to be laid out under the authority of Congress, with the consent of the several States through which the road shall pa.s.s."

They find that by a subsequent law, pa.s.sed on the 3d day of March, 1803, Congress appropriated three per cent. of the said five per cent. to laying out and making roads _within_ the State of Ohio, leaving two per cent. of the appropriation contained in the first mentioned law unexpended, which now remains for "_the laying out, and making roads from the navigable waters emptying into the Atlantic to the river Ohio, to said State_."

They find that the net proceeds of sales of land in the State of Ohio,

From 1st July, 1802, to June 30, 1803, both inclusive, were $124,400 92 From 1st July, 1803, to June 30, 1804 176,203 35 From 1st July, 1804, to June 30, 1805 266,000 00 From 1st July, 1805, to Sept. 30, 1805 66,000 00 ----------- Amounting, in the whole, to $632,604 27

Two per cent. on which sum amounts to $12,652. Twelve thousand six hundred and fifty-two dollars were, therefore, on the 1st day of October last, subject to the uses directed by law, as mentioned in this report; and it will be discerned that the fund is constantly acc.u.mulating, and will, probably, by the time regular preparations can be made for its expenditure, amount to eighteen or twenty thousand dollars. The committee have examined, as far as their limited time and the scanty sources of facts within their reach would permit, the various routes which have been contemplated for laying out roads pursuant to the provisions of the act first mentioned in this report.

They find that the distance from Philadelphia to Pittsburg is 314 miles by the usual route, and on a straight line about 270.

From Philadelphia to the nearest point on the river Ohio, contiguous to the State of Ohio, which is probably between Steubenville and the mouth of Grave creek, the distance by the usual route is 360 miles, and on a straight line about 308.

From Baltimore to the river Ohio, between the same points, and by the usual route, is 275 miles, and on a straight line 224.

From this city (Was.h.i.+ngton) to the same points on the river Ohio, the distance is nearly the same as from Baltimore; probably the difference is not a plurality of miles.