Читать книгу The Old Pike - Thomas B. Searight - Страница 15
CHAPTER X.
ОглавлениеLieut. Mansfield superseded by Capt. Delafield—The Turning of Wills Mountain—Contractors not Properly Instructed—Capt. Delafield suggests a Change of Plan, and enforces his Views by Copious Quotations from Macadam—He is Permitted to exercise his own Discretion—Too much sand between Uniontown and Cumberland—Operations at Wills Creek suspended—A Collision with the Chesapeake and Ohio Canal Company—The difficulty adjusted, and operations resumed.
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.
Lieut. J. K. F. Mansfield,
Corps of Engineers, Uniontown, Pa.
Uniontown, December 13, 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 its 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 are 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.
Respectfully, your obedient servant,
RICH’D DELAFIELD,
Captain of Engineers.
Brig. Gen. Charles 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 Farey, 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 1829, 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.
Brig. Gen. C. Gratiot,
Chief Engineer.
EXTRACTS FROM “MACADAM ON ROADS,” MADE BY CAPTAIN DELAFIELD IN SUPPORT OF HIS VIEWS RELATING TO THE PAVEMENT FORMING THE BED OF THE “CUMBERLAND ROAD EAST OF THE OHIO.”
Page 39.—“It would be highly unprofitable to lift and relay a road, even if the materials should have been originally too large. The road between Cirencester and Bath is made of stone too large in size. In this case I recommend cutting down the high places,” &c.
Page 40.—“A part of the road in the Bath district is made of freestone, which it would be unprofitable to lift. Other cases of several kinds have occurred where a different method must be adopted, but which it is impossible to specify, and must be met by the practical skill of the officer, and who must constantly recur to general principles.”
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 circumstances, 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 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 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.
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.
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 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.
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.
Captain of Engineers.
Brig. Gen. Charles Gratiot.
Chief Engineer.
Washington, D. C., May 10, 1832.
Sir: Your letter to Mr. Ingle, the clerk of the Chesapeake and Ohio Canal Company, has been handed over to me, and I am authorized, on the part of the president and directors, to express to you our thanks for the considerate regard you have paid to the location adopted by the Chesapeake and Ohio Canal Company, for the part of their work which will pass through Cumberland. The location adopted is that recommended by General Bernard, and the Board of Internal Improvement, over which he presided.
When the proposed change of the Cumberland Road immediately above the town was under consideration of the Committee on Roads and Canals, I suggested the very precaution you now practice, which was to see that no conflict would arise in hereafter conducting the canal over its long established route, by a conflict with the location of the improved road, the value of which I know well how to appreciate. The hill above Cumberland, which it is proposed to avoid, was the worst between that place and Wheeling, if reference be had to the inclination of its surface. General Bernard proposed to feed the canal at Cumberland, and for some distance below it, as far, at least, as the mouth of the South branch, by means of a dam to be erected at a ledge of rocks crossing the Potomac about a mile above Cumberland. The dam was to be elevated so high as to conduct the canal over Wills creek at Cumberland, with an elevation of twenty-one or twenty-two feet above ordinary water in the creek. This was to be effected by an aqueduct across the creek. I presume at this season of the year the ledge of rocks is visible above Cumberland. Enclosed I send you extracts from General Bernard’s report, which accompanied the President’s message to Congress of December 9, 1826, and is now a congressional record. From that you may perhaps infer all that is essential to your purpose of avoiding a collision with the rights of the Chesapeake and Ohio Canal Company, who have adopted for the location of the canal General Bernard’s report.
C. F. MERCER,
President of the Chesapeake and Ohio Canal Company.
EXTRACTED—PAGE 55, DOC. No. 10, 19th CONGRESS, D SESSION.—EXECUTIVE PAPERS.
“The difficulties of this passage (down Wills creek) are great, and continue for more than a mile. The ground then becomes favorable (i.e., in descending Wills creek from the west), permitting the canal to pass at the outskirts of Cumberland, to join with the eastern section. Adjoining Cumberland, the canal will receive a feeder from the Potomac for a supply below, and more especially to complete what is necessary in relation to the first subdivision of the eastern section.
“This feeder is proposed to be made navigable, in order to accommodate the trade of the Potomac above Cumberland. Its length is one mile, its width at the water line thirty feet, its depth four feet. At its point of departure from the Potomac, a basin is formed in the bed of the river, by means of a dam erected at the first ledge above Cumberland.
“This basin, comprehending an extent of about eight miles, will afford a constant supply of water, and also accommodate the canal trade of the Potomac. The levees around the basin, the dam, the guard lock of the feeder, and its aqueduct over Wills creek, are included in the estimate of this subdivision.
“In the table of quantities and cost, this feeder is made to cost a very large sum (two or three words illegible in the MS.) if the dam above Cumberland is supposed to be ever changed from the above location. The aqueduct over Wills creek is computed to cost $41,601; the length of the aqueduct, seventy yards; the number of arches, three; the span of the arch, thirty feet; the height of the piers, sixteen feet.”
The above is a true copy.C. F. MERCER.
May 10, 1833.
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,
Lt. and Ass’t to Ch. Eng’r.
Capt. R. Delafield,
Corps of Engineers, New Castle, Del.
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.
Capt. R. Delafield,
Corps of Engineers, Cumberland, Md.
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 18–2/10 feet in a distance of 1,600; by the old road the slope was 53.9´ in 700 feet on one side of the hill, and 35.7´ 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.
Brig. Gen. Charles Gratiot.
Chief Engineer.
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.
Capt. R. Delafield,
Corps of Engineers, Cumberland, Md.
