The Old Pike. Thomas B. Searight
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 principal 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 shell, 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 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.
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´×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 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.
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 Cumberland Road on the east