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THE OLD PIKE. 



A HISTORY OF 



THE NATIONAL ROAD, 



WITH 



' I 



INCIDENTS, ACCIDENTS^ AND ANECDOTES 

THEREON. 



ILLUSTRATED. 



BY 

THOMAS B.SE ARIGHT. 



UNIONTOWN. PA : 
PUBLISHED BY THE AUTHOR 

1894. 



F 

tiS 






CorvRiGHT, 1894, by T. B. Searigiit. 



I, 



PRB8MES OF 

M. CULLATON & CO., 

RICHMOND, IND. 






LETTER FROM JAMES G. BLAINE. 



} 



Stan WOOD, Bar JIarbor, Maine, 
Hon. T. B. Searioht, September 8th, 1892. 

Uniontown, Pa. 

My Dear Friend: — 

I have received the sketches of the "Old Pike" 

regularly and have as regularly read them, some of them more than 

once, especially where you come near the Monongahela on either side 

of it, and thus strike the land of my birth and boyhood. I could 

trace you all the way to Washington, at Maiden, at Centreville, at 

Billy Greenfield's in Beallsville, at Hillsboro (Billy Kobinson was a 

familiar naihe), at Dutch Charley Miller's, at Ward's, at Pancake, and 

80 on — familiar names, forever endeared to my memory. I cherish 

the desire of riding over the ''Old Pike" with you, but I am afraid 

we shall contemplate it as a scheme never to be realized. 

Very sincerely. 

Your friend, 

JAMES G. BLAINE. 



} 



I 

( 



I 



I 



CONTENTS. 



CHAPTER I. 



PAGES 



Inception of the Road — Author's Motive in Writine its History — No 
History of the Appian Wav — A Popular Error Corrected — Henry 
Clay, Andrew Stewart, T. M. T. McKennan, General Beeson, Lewis 
Steenrod and Daniel Sturgeon — Their Services in Behalf of the 
Road, etc., etc 13-19 

CHAPTER II. 

Origin of the Fund for Making the Road — Acts for the Admission of 

Ohio, Indiana, Illinois and Missouri, etc., etc 20-24 

CHAPTER III. 

The Act of Congress Authorizing the Laying Out and Making of the 

Road 25-27 

CHAPTER IV. 

Special Message of President Jeflferson — Communicating to Congress 

the First Report of the Commissioners — Uniontown left out, etc. 28-35 

CHAPTER V. 

Pennsylvania grants Permission to make the Road through her Terri- 
tory — Uniontown Restored, Gist left Out, and Washington, Penn- 
sylvania, made a Point — Heights of Mountains and Hills — On to 
Brownsville and Wheeling, etc., etc 30-40 

CHAPTER VI. 

Albert Gallatin, Secretary of the Treasury, called upon for Informa- 
tion Respecting the Fund Applicable to the Roads mentioned in 
the Ohio Admission Act — His Responses 41-43 

CHAFIER VII. 

The Life of the Road Threatened by the Spectre of a Constitutional 
Cavil — President Monroe Vetoes a Bill for its Preservation and 
Repair — General Jackson has Misgivings — Hon. Andrew Stewart 
Comes to the Rescue. 44-51 



CHAPTER VIII. 

Stall' Authority Prevails — Tlie Road Surrendered by Congress — The 
Erection of Toll Gates Authorized — Com misBion era Appointed 
by theStatea toBeceive tlieKoad, etc.,eto 52-56 

CHAPTER IX. 

Plan of Repairs— The Macadam System Adopted — Mr. Stocliton offers 

hiBserviceH — Captain Delafield made Superintendent, etc., etc.. . 57-63 

CHAPTER X. 

Lieut. Mansfield superseded by Capt. Delafield — The Turning of Wills 

Mountain, etc., etc 04-T(J 

CHAPTER XI. 

On with the Work — Wooden Bridges Proposed for the New Location 
up Wills Creek and Braddock's Run — The War Department holds 
that Wooden Superstructures would be a Substantial Compliance 
with the Maryland I,aw — Cumberland to Froetburg, etc 77-8(> 

CHAPTER XH. 

Gen. Lewie Cass, Secretarv of War, Transmits a R*'port — More about 

the Wooden Bridges lor the New Locution near Cumberland, etc. 87- (M 

CH.\PTER XIH. 
The Iron Bridge over Dunlap's Creek at Brownsville !!,'> IHi 

chaptp:r XIV. 

Appropriations by Congress at Various Times for Making, Rcpiiiriiip, ' 

and Continuing the Road 100-l(Wi 

CHAPTER XV. 
Sjieech of Hon. T. M. T, McKennan 107-lOR 

CHAPPER XVI. 

Life on the Road — Origin of the Phrase Pike Boys -Slaves Driven 
like Horses — Race Distinction at the Old Taverns— Old Wagon- 
ers— Regulars and Sharpahootera— Line Teams lOD-ll.") 

CHAPTER XVH. 

Old Wagoners continued — Broad and Narrow Whet'ls- A Peculiar 
WaRon- An Experiment and a Failure — W'ngon Beds — Bi'll 
Teams llG-llif 



CONTENTS. 7 

CHAPTER XVIII. PAGES 

Old Wagoners continued 120-126 

CHAPTER XIX. 
Old Wagoners continued — The Harness they Used, etc 127-133 

CHAPTER XX. 

Old Wagoners continued — An Exciting Incident of the Political Cam- 
paign of 1840 — All about a Petticoat — A Trip to Tennessee — 
Origin of the Toby Cigar — The Rubber — The Windup and Last 
Lay of the Old Wagoners 134-145 

CHAPTER XXI. 
Stage Drivers, Stage Lines and Stage Coaches — The Postillion, etc. . . 146-155 

CHAPTER XXli. 

Stages and Stage Drivers continued — Character of Drivers Defended 

— Styles of Driving — Classification of Drivers, etc 156-163 

CHAPTER XXm. 

The First Mail Coaches — The Stage Yard at Union town — Names of 
Coaches — Henry Clay and the Drivers — Jenny Lind and Phineas 
T. Baruum on the Road, etc., etc 164-174 

CHAPTER XXIV. 

Stages and Stage Drivers continued — Gen. Taylor Approaching Cum- 
berland — Early Coaches, etc 175-183 

CHAPTER XXV. 

Distinguished Stage Proprietors — Lucius W. Stockton, James Reeside, 
Dr. Howard Kennedy, William H. Stelle — Old Stage Agents — 
The Pony Express. . . , 184-11)1 

CHAPTER XXVI. 

Old Taverns and Tavern Keepers from Baltimore to Boonsboro — Pen 

Picture of an Old Tavern by James G. Blaine 192-196 

CHAPTER XXVII. 

Old Taverns and Tavern Keepers continued — Boonsboro to Cumber- 
land 197-203 

CHAPTER XXVIII. 

Old Taverns and Tavern Keepers continued — Cumberland to the 

Little Crossings— The City of Cumberland 204-208 



1 



CONTENTa. 



CHAPTER XXIX. 



Old Taverns and Tavern Keepers continued— Little Crossinge to 

Winding Ridge— Grantsville 209-213 

CHAl-TER XXX. 

Old Taverns and Tavern Keepera continued— Winding Ridge to tbe 

Big CroBBinga — Tbe State Line- How it is Noted 214-219 

CHAPTER XXXI. 

Oid Taverns and Tavern Keepers continued— Big CrosBings to Ml. ■ 

Washington 220-226 

CHAPTER XXXII. 

Old Taverns and Tavern Keepers continued— Mt. Washington to 

Uniontown 227-233 

CHAPTER XXXIII. 

Old Taverns and Tavern Keepera continued— Uniontown — Tlie Towji 
as it Appeared to Gen. DouglasB in 1784 — Its !Subse<iuent(jro«th 
and Improvement, etc.. etc 2;(4-243 

CHAPTER XXXIV. 

Old Taverns and Tavern Keepers continued — Uniontown to Searighl?, 244-249 

CIIAITER XXXV. 

Old Taverns and Tavern Keepers continued — Searights to Browns- 
ville 2)0-259 

CHAPTER XXXVI. 

Old TavoriiB and Tavern Keepers continued — Brownsville to Itealls- 

ville 2G0-2(i5 

CIIAITER XXXVII. 

Old Taverns and Tavern Keepers continued — Ileallsville to Wasbing- 

ton 21)6-272 

CHAPTER XXXVIII. 

Old TitvcrnB and Taveni Keepera continued — Wasliinglon, Penn.— 

Washington and Jeflerson College- The Female Seminary :;73-282 

CIIAITER XXXIX. 

Old Taverns and Tavern Keepers continued — Wasliingtou to West 

Alexander 28a-289 



CONTENTS. 9 

CHAPTER XL. 

PAGES 

Old Taverns and Tavern Keepers continued — West Alexander to 

Wheeling 290-297 

CHAPTER XLI. 

West of Wheeling— Old Stage Lines Beyond the Ohio River — Through 

Indiana — The Road Disappears Among the Prairies of Illinois.. . 298-310 

CHAPTER XLII. 

Superintendents under National and State Control — Old Mile Posts, 

etc 311-318 

CHAPTER XLIII. 
Old Contractors — Cost of the Road — Contractors for Repairs, etc 319-322 

CHAPTER XLIV. 
Thomas Endsley, William Sheets, W. M. F. Magraw, etc 323-328 

CHAPTER XLV. 
Dumb Ike — Reminiscences of Uniontown — Crazy Billy, etc 329-338 

CHAPTER XLVI. 
The Trial of Dr. John F. Braddee for Robbing the U. S. Mails 339-352 

CHAPTER XLVII. 

Visit of John Quincy Adams to Uniontown in 1837 — Received by Dr. 
Hugh Campbell — The National Road a Monument of the Past — 
A Comparison with the Appian Way 353-350 

APPENDIX. 

Digest of the Laws of Pennsylvania Relating to the Cumberland Road 
— Unexpended Balances in Indiana — Accounts of Two Old Com- 
missioners—Rates of Toll — Letters of Albert Gallatin, p]benezer 
Finley and Thomas A. Wilev — Curiosities of the Old Postal Ser- 
vice r ' 357-384 



ILLUSTRATIONS. 



PAGE 

T. B. Searight Frontispiece 

Old Mile Post 5 

Stage House and Stables at Mt. 

Washington 13 

Gen. Henry W. Beeson 15 

Hon. Daniel Sturgeon 16 

Hon. Andrew Stewart 47 

Old Toll House 53 

Iron Bridge over Dunlap's Creek. 95 

Hon. T. M. T. McKennan 107 

Road Wagon 109 

John Thompson Ill 

Daniel Barcus 112 

Henry Clay Rush 114 

Harrison Wiggins 116 

John Marker 118 

Ellis B. Woodward 119 

John Deets 121 

John Snider 122 

-William Hall 124 

John Wallace 126 

Alfred Bailes 129 

German D. Hair 130 

Ashael Willison 135 

Jacob Newcomer 137 

John Ferren 138 

Morris Mauler 140 

James Smith, of Henry 144 

Stage Coach 146 

William Whaley 151 

Redding Bunting 152 

John Bunting 156 

.Samuel Luman 158 

Joseph Whisson • 162 

Mai. William A. Donaldson 165 

William G. Beck 168 

Henry Farwell 171 

The Narrows 176 

Hanson Willison 178 

Matt. Davis 180 

John Mcllree 182 

L. W. Stockton 185 

James Reeside 186 

William H. Stelle 189 

John Kelso 204 

David Mahaney 210 

John Risler 215 

The Temple of Juno 217 



PAGE 

The Endsley House 218 

The Big Crossings 220 

Daniel Collier 222 

Sebastian Rush 225 

Ruins of John Rush House 226 

Hon. Samuel Shipley 229 

Stone House, Darlington's 230 

James Snyder 232 

Gen. Ephraim Douglass 235 

Aaron Wyatt 239 

The Brownfield House 240 

Col. Samuel Elder 242 

The Searight House 245 

Joseph Gray 247 

William Shaw 248 

Abel Colley 250 

Hon. William Hatfield 252 

The Johnson-Hatfield House 254 

The W^orkman House 256 

Bridge over the Monongahela . . . 259 

Old Tavern at Maiden 261 

William Greenfield 263 

Charles Guttery 265 

Billy Robinson 267 

Daniel Ward 268 

John W. McDowell 270 

S. B. Hayes 279 

Geoi^e T. Hammond 281 

The Rankin House 283 

The Miller House 284 

The "S" Bridge 286 

David Bell 288 

Joseph F. Mayes 291 

Mrs. Sarah Beck 292 

Col. Moses Shepherd 294 

Mrs. Lydia Shepherd 295 

John McCortney 296 

Bridge over Whitewater River .. 308 

Gen. George W. Cass 311 

William Searight 313 

William Hopkins 315 

Daniel Steenrod 320 

W. M. F. Magraw 327 

"Crazy Billy" 333 

German D. Hair House 353 

Dr. Hugh Campbell 354 

The Big Water-Trough on Laurel 

Hill 356 



I 



> 



THE OLD PIKE. 



CHAPTER I. 



Iitceptivn of the Road — Author^s Motive in Writing Us History — No History of Uie 
Appian Way — A Popular Error Corrected — Hairy Clay^ Andrew Steivart, 
T. M. T. McKennanj Gen, Beeson, Lewis Steeiirod and Daniel Sturgeon — Tlteir 
Serrices in Behalf of the Road — Braddock^s Road — Business and Grandeur 
of (lie Road — Old and Odd Names — Taverns — No Beer on the Road — De- 
finition of Turnpike — An Old Legal Battle. 

The road which forms the subject of this volume, is the only high- 
way of its kind ever wholly constinieted by the government of the 
United States. When Congress first met after the achievement of 
Independence and the adoption of the Fedeml Constitution, the lack' 
of good roads was much commented upon by our statesmen and citi- 
zens generally, and various schemes suggested to meet the manifest 
want. But, it was not until the year 1806, when Jcffei*son was Pres- 
ident, that the proposition for a National Koad 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 sadnegs witnessed its decline. It was a highway at once 
80 grand and imposing, an artery so largely instrumental in promoting 
the early growth and development of our country's wonderful re- 
sources, so influential in strengthening the bonds of the American 
Union, and at the same time so replete with important events and in- 
teresting incidents, that the writer of these pages has long cherished 
a hope that some capable hand would write its history and collect 
and prescribe its legends, and no one having come forward to perform 
the task, he has ventured upon it himself, w^ith unaffected diflftdence 
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 re- 
nowned Appian Way can be found in our libraries. Glimpses of its 
existence and importance are seen in the New Testament and ii\ ^vxv^ 

2 (18) 



14 THE OLD PIKE. 

old voluiiiOB of i-lattsif loit;, but an ai-ciimlf aiiJ coiiiplott; hiMtory of 

its inception, puri>090, construction and development, with thft inci- 

(lentH, accidents and anecdotes, which of ueceHsity were connected 

with it, Boems never to have been written. Thia should not be Bnid V 

of the irrcat National Road of the United States ot America. The S| 

Appian Way has been called the Queen of Roads. We claim for our \i 

National highway that it teas the King of Roads. i 

Ti-adition, cheerfully acquiesced in by popular thought, attributes \ 

to Henry Chiy the conception of the National Road, but this seems to w 

be error. The Hon. Andrew Stewart, in a speech delivei-ed in Con- l 

gress, January 27th, 1829, asserted that "Mr. Gallatin was the very ^ 

first man that ever suggested the plan for making the Cumberland t 

Road," As this assertion was allowed to go unchallenged, it must be 
iweepted as ti-ue, however sti-ongly and strangely it conflicts with the 
popular belief before stated. The reader will bear in mind that the 
National Road and the Cuinberland Road are one and the same. The ^ ' 

i-oad as constructed by authority of Congi-ess, begins at the city of 
Cumberland, in the State of Maryland, and this is the origin of the t < 

name Cumberland Road. All the acts of Congi-ess and of the legis- 
latures of the States through which the i-oad passes, and they are * | ■ 
numerous, refer to it as the Cumberland Road. The connecting link 
K'tween Cumberland and the city of Baltimore is a road much older i 
than the Cumberland Road, constructed and owned by associations 
of individuals, and the two together constitute the National Road. / 

While it apjwara from the authority quoted that Henrj' 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 :^ '. 

slated that " he advocated the policy of can-ying forward the construe- * 

tion of the Cumberland Road as rapidly as possible," and with what *J ■ 

earnestness, continues his biographer, "we may learn from his own 
langujige, declaring that he had to beg, entreat and supplicate Congress, 
session after session, to grant the necessary appropriations to com- ^ 

plete the road." Mr. Clay said, "I have myself toiled until my 
powers have been exhausted and prostrated to prevail on you to make i. ^ 

the grant." No wonder Mr. Clay was a popular favorite along the 
whole line of the i^oad. At a public dinner tendei-ed him by the me- , 

chanics of Wheeling, he spoke of •' the gi-eat interest the road ha<l 
awakened in his breast, and expressed an ai-dent desire that it might 
bo prosecuted to a speedy completion." Among other things he said 
that "a few yeai-a since he and his family had employed the whole or 
greater part of a day in traveling the distance of about nine miles 
fifmi Uniontown to Freeman's,* on Laui-el Hill, which now, since the 
constrnctibn of the i-oad over the monntainH, could be accomplished, _ ^ 

together with seventy more in the same time," and that "the i-oad 



□ kept B taveni on Ibe old Braddock Road, a abort dteUDM >outh of 
B hiB house on LBorel Hill. Was an error ol Mr. CUy, bol ol MtUe con- 
lae UEider tbe clicDnutancea, A moDument vaa erected, and la itlll 
Dear Wbeellnc. commemorative of the (errlcea ot Mr. Cli; Id bebalf 




GEN. HENRY W. BEE80N. 



THE OLD PIKE. 15 

was SO important to the uiaiiitenanee of our Union that he would not 
consent to give it up to the keeping of the several States through 
which it passed." • 

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. 
C-lay. Hon. T. M. T. McKennan. an old congressman of Washington. 
Pennsylvania,was likewise a staunch friend of the road, carefully guard- 
ing its interests and pressing its claims upon the favorable consideration 
of Congress. Gen. Henry W. Beeson, of Uniontown, who re])resented 
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 Cumberland, 
through Pennsylvania, and was thoroughly sustained by his constit- 
uents. In one of his characteristic speeches on the subject, h(^ fur- 
nished 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 keepei>», the vast quantity 
of chickens, turkeys, eggs and butter that found a ready market on 
the line, and other like statistical information going to show that the 
National lioad would better subserve the ])ublic weal than a steam 
railroad. This view at the time, and in the locality affected, was re- 
garded as correct, which serves as an illustration 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 ot 
the road. He was the son oi* Daniel Steenrod, an old tavernkeeper 
on the road, near Wheeling; and the Cumberland, Maryland, dis- 
tnct 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 states- 
man, but the possessor of incorruptible integrity and wielded an in- 
fluence not beneath that of any of his compeei*s, among whom were 
that renowned trio of Senatoi*s, Clay, Webster and Calhoun. 

Frequent references will be made in these ])ages to the Old Brad- 
dock Koad, but it is not the purpose of the wn'iter to go into the his- 
tory 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 Wash- 



1 



16 THB OLD PlKl. 

inf^toiiH Hotul. WaMlitii^uii pussud ovor it in i-ommuiul of a detncli- 
iiuuit of Virginia ti*oopi!i iiioi-o than a year before Braddwk ever saw 
it. Mr. Ycech. the eminent local historian. Hays that Bi-addock's 
K<iad and Nemicolon's Indian trail are identical, ho that Nemieoloii, 
the Indian, would aeein to have a hijjher claim to the honor of givinjj 
name to this old road than General Braddock. However, tinio, usage 
and common connent unite in calling it Braddock's Road, and, an a 
rule, we hold it to be very unwinc, not to say downright foolinhncax, 
to undertake to change old and familiar names. It is difficult to do, 
and ought not to he done. 

Fi'oni the time it wan thrown oiwii to the public, in the year 
1818. until the c<miing of raitroudn west of the Allegheny monnlainN. 
in 1852, the National Hoad wa« the one great highway, over which 
jiassod the bulk of trade and tnivel, and the mails between the Kust 
and the West. Its numei-ous and stately stone bridges with hand- 
somely turned arches, its iron mile jKwts and its old ii-on 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 
ini]H>sing ii-on gates, which have disapjtcared by process of conversion 
jironipted hy some utilitarian idea, savoring in no little measure of 
sacrilege. Many of the most illuslnons statesmen and homes of the 
early period of our national existence passe<l over the Xational lioatl 
fVom their homes to the capital and luick. at the opening and closing 
i>f the sessions of Congi-ess. Jackson, Harrison. Clay. Sam Houston. 
Polk, Taylor, Crittonden, Shelby, Allen. Scott. Butler, Ihe eccentric 
Davy (.'rwkett, and many of their contem|K)nirics in jmhlic senici', 
were familiar figui-cs in the eyes of the dwellei-s by the i-oadwidc. The 
writer of these pages frequently saw Ihest; distinguished men on their 
passage over the road, and remembei-s with no little pride the incident 
(if shaking hands with (ieneml Jackson, as he sal in his carriage on 
the wagim-yard of an old tavei-n, A coach, in which Mr. Clay was 
pi-oceediiig to Washington, was u|)set on a pile of limestone, in the 
main sti-ect of Uniontown, a few moments after supix-r at the .McClel- 
land house. Sam Sibley was the driver of that coach, and hud his 
nose hiiikeu by the accident. Mr. Clay was unhurt, and U]khi being 
extricated fi-oni the grounded (^oaeb, facetiously i-emarked that : 'This 
is mixing the Clay of Kentucky with the limestone of Pennsylvania." 

As many as twenty -four- horse conches have lH>en counted in line 
at one time on the road, and large, Vn-oad- wheeled wagons, coveivd 
with white canvass stretched over bows, laden with merchandise and 
drawn by six Conestogii Ikh-si's, were visible all the day hmg at every 
point, and many times until late in the evening, besides innumerable 
caravans of horses, mules, cattle, hogs and sheep. It looked mcn-c 
like Ihe leading avenue of a gi-eat city than a road through i-ui-al 
■ listrieta. 

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 parlieular locatifies on the line, arc of striking 




HON. DANIEL STURGEON. 



>• » 



THE OLD PIKE. 17 

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 histoiy. Among the best remembered of these 
are, The Shades of Death, The Narrows, Piney Grove, Big Crossings, 
Negro Mountain, Keyser's Ridge, Woodcock Hill, Chalk Hill, Big 
Savage, Little Savage, Snake Hill, Laurel Hill, The Turkey's Nest, 
Egg Nog Hill, Coon Island and Wheeling Hill. Rich memories clus- 
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 excel- 
lence 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 
elevate<l upon high and heavy posts, and their golden letters wink- 
ing 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 en- 
chanting. 

The great majority of the taverns were called wagon stands, be- 
cause their patrons were largely made up of wagoners, and each pro- 
vided with grounds called the wagon-yard, whereon teams were driven 
to feed, and rest over night. The very best of entertainment was 
furnished at tliese wagon stands. The taverns whereat stage hoi'ses 
were kept and exchanged, and stage passengers 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 quantities, 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 
hy reason of an assumption of aristocracy the price was five cents. 
The whisky of that day is said to have been ])ure, 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 denomina- 
tions i*anging from five cents to a dollar, which passed readily as 
money. The scrip was similar to the postal currency of tlwj >nw.y 



18 THE OLD PIKE. 

)>ei'io<l. lacking only in the artistic skill displayed in the engraving of 
the latter. A hungry traveler could obtain a substantial meal at an 
iijil wngon stand tavern for a 'levy," and two drinks of whisky for a 
-tippenn)' bit." The morning bill ot a wagoner with a six-boi-so 
team did not exceed one dollar and Bcventy-five cents, wbich included 
gniin and hay for the hoi-seM, meals for the driver, and all the drinkn 
lie saw proper to take. 

The National Road is not in a literal sense a turnpike. A turn- 
pike, in the original meaning of the woi-d, is a road upon which pikes 
wei-e placed to turn trnveiers thereon thi-oiigb gates, to prevent them 
from evading the payment of toll. Pikes weit not used, or needed 
on the National Road. It was always kept in good i-ondition, nud 
trnveiers thereon, as a rule, paid the required toll without complain- 
ing. At disfanees of fincen miles, on the average, houses wei-e erected 
for loll collectors to dwell in, and strong iron gates, hung to massive 
iron posts, wei-e establi.shed to enfoi-ce the payment of toll in cases of 
necessity. These toll houses wei'e of uniform size, angular and 
tiinnd, wwl of the mountains constructed of brick, and through the 
mountains, of stone, except the one six miles west of Oumberlan<l. 
which is of brick. They are all standing on their <ild sites at this 
date (18!>3), except the one that stood near Mt. Washington, and the 
one that stoofi near the eastern base of Big Savage Mountain. Ai 
the last inentioneil ]ioint, the old iron gate ]>osts ai-e still standing, 
firmly rooted in their original foundations, and plasterol all ovcrwiih 
advertisements of Fi'o,itburg's business houses, but the old house and 
the old gates have gone out of sight ibrever. 

It is curious to note bow the word turnjuko has been j>ervertcd 
tVom its literal meaning by jHjpular usage. The common idea is that 
a tui-npike is a road made of stoue, and that the use of stone in that 
alone which makes it a turnpike. The common phrase, -piking a 
road," conveys the idea of putting stones on it, whcivas in fad, there 
is no connection between a stone and a pike, and a i-oad might be a 
turnpike without a single stone upon it. It is the contrivance lo tuni 
travelei-s thniugh gates, before mentioned, that makes a turnpike. 
We recall but one instance of a refusal to jiay toll tor passing 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 (he 
exemption from toll of carriages conveying the Vnited States mails. 
The National I^>ad Stage (.'ompany, 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 passenger ccmches it coulit 
evade the paj'ment 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 referi-ed to, William Sea- 
right, father of the writer, was the commissioner in charge of the 
entire line of the road through the state of Pennsylvania, and it was 
titty yeai-s ago. Upon presenting his account to Mr. Stockli)n. who 



THE OLD PIKE. 19 

lived at Uniontown, for accumulated 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 passage of his coaches until the legal toll was paid. The w^riter 
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, anticipating tumult and violence, as to which they 
were happily disappointed. The drivers accepted the situation with 
good nature, but the passengers, 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 instituted prosecutions against the commissioner 
for obstructing the passage 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 w^as in the service of the United 
States and passing 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 Ibl 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 passengers traveling in coaches which at the 
same time carried the mail. 



CHAPTER 11. 



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 
Appfying 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 Pmnt — 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 
pass. 

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 ter- 
ritory, and which shall be sold by Congress from and after the fii*st 
day of December next, after deducting all expenses incident to the 
same, shall be reserved for making public roads and canals, 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 direc- 
tion of Congress. 

Act of April 18, 1818, for the admission of Illinois, provides that 
hve 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 puq^oses 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 encoumgement 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 Januaiy next, after deducting all expenses inci- 
dent to the same, shall be reserved for making public roads and 
canals, of which three-fifths shall be applied to those objects within 

(20) 



THB OLD PIKE. 21 

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, canal or canals, leading to 
the said State. 

No. 195^ 

NINTH CONGEESS — FIEST SESSION. 

CUMBERLAND ROAD. 
Communicated to the Senate December 19, 1805. 

Mr. Tra<}y, from the committee to whom was referred the exam- 
ination of the act entitled, *' An act to enable the people of the east- 
em division of the territory northwest of the river Ohio to form a 
Constitution 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 mak- 
ing 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 pass." 

They find that by a subsequent law, passed on the 3d day of 
March, 1803, Congi'css 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 men- 
tioned 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 Slate of 
Ohio, 

From let July, 1802, to June 30, 1803, both inclusive, were $124,400 92 

From IPt July, 1803, to June 30, 1804 176,203 35 

From l8t July, 1804, to June 30, 1805 266,000 00 

From let 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 thou- 
sand 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 accu- 
mulating, and will, probably, by the time regular preparations can bo 
made for its expenditure, amount to eighteen or twenty thousand dol- 
lars. The committee have examined, as far as their limited time and 

2a 



22 THE OLD PIKE. 

the scanty sources of facts within their reach would pennit, the vari- 
ous routes which have been contemplated for laying out roads pursu- 
ant 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, con- 
tiguous 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 ( Washington) 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. 

From Richmond, in Virginia, to the nearest point on the river 
Ohio, the distance by the usual route is 377 miles ; but new roads are 
opening which will shorten the distance fifty or sixty miles ; 247 
miles of the contemplated road, from Richmond northwesterly, will 
be as good as the roads usually are in that country, but the remain- 
ing seventy or eighty miles are bad, for the present, and probably 
will remain so for a length of time, as there seems to be no existing 
inducement for the State of Virginia to incur the expense of making 
that part of the road passable. 

From Baltimore to the Monongahela river, where the route from 
Baltimore* to the Ohio river will intersect it, the distance as usuallv 
traveled is 218 miles, and on a straight line about 184. From this 
point, which is at or near Brownsville, boats can pass down, with 
great facility, to the State of Ohio, during a number of months in 
every year. 

The above distances are not all stated from actual mensuration, 
but it is believed they are sufficiently correct for the present purpose. 

The committee have not examined any routes northward of that 
leading from Philadelphia to the nver Ohio, nor southward of that 
leading from Richmond, because they suppose the roads to be laid out 
must strike the river Ohio on some point contiguous to the State of 
Ohio, in order to satisfy the words of the law making the apprnpria- 
tion ; the words are : " Leading from the navigable waters emptying 
into the Atlantic, to the river Ohio, to the said State, and through the 
same." 

The mercantile intercourse of the citizens of Ohio with those of 
the Atlantic States is chiefly in Philadelphia and Baltimore; not very 
extensive in the towns on the Potomac, within the District of Col- 
umbia, and still less with Richmond, in Virginia. At present, the 
greatest portion of their trade is with Philadelphia; but it is believed 
their trade is rapidly increasing with Baltimore, owing to the differ- 
ence of distance in favor of Baltimore, and to the advantage of boat- 
ing down the Monongahela river, from the point where the road 
strikes it, about 70 miles by water, and 50 by land, above Pittsburg. 



THE OLD PIKE. 23 

The sum appropriated for laying out and making roads is so 
small that the committee have thought it most expedient to direct an 
expenditure to one route only. They have therefore endeavored to 
fix on that which, for the present, will be most accommodating to 
the citizens of the State of Ohio; leaving to the future benevolence 
and policy of congress, an extension of their operations on this or 
other routes, and an increase of the requisite fund, as the discover- 
ies of experience may point out their expediency and necessity. 
The committee being fully convinced that a wise government can 
never lose sight of an object so important as that of connecting a 
numerous and rapidly increasing population, spread upon a fertile and 
extensive territory, with the Atlantic States, now separated from them 
by mountains, which, by industry and an expense moderate in com- 
parison with the advantages, can be rendered passable. 

The route from Richmond must necessarily approach the State of 
Ohio in a part thinly inhabited, and which, from the nature of the 
soil and other circumstances, must remain so, at least for a considera- 
ble time; and, from the hilly and rough condition of the country, no 
roads are or can bo conveniently made, leading to the principal pop- 
ulation of the State of Ohio. 

These considerations have induced the committee to postpone, 
for the present, any further consideration of that route. 

The spirit and perseverance of Pennsylvania are such, in the 
matter of road making, that no doubt can remain but they will, in a 
little time, complete a road from Philadelphia to Pittsburg, as good as 
the nature of the gi'ound will permit. They are so particularly in- 
terested to facilitate the intercoui'se between their trading capital, 
Philadelphia, not only to Pittsburg, but also to the extensive country 
within that State, on the western waters, that they will, of course, 
surmount the difficulties presented by the Allegheny mountain, Ches- 
nut Ridge and Laurel Hill, the three great and almost exclusive im- 
pediments which now exist on that route. 

The State of Maryland, with no less spirit and perseverance, are 
engaged in making roads from Baltimore and from the western boun- 
dary of the District of Columbia, through Frederick town, to Wil- 
liamsport. Were the Government of the United States to direct the 
expenditure of the fund in contemplation upon either of these routes, 
for the present, in Pennsylvania or Maryland, it would, probably, so 
far interfere with the operations of the respective States, as to pro- 
duce mischief instead of benefit; especially as the sum to be laid out 
by the United States is too inconsiderable, alone, to efteet objects of 
such magnitude. But as the State of Maryland have no particular 
interest to extend their road across the mountains (and if they had it 
would be impracticable, because the State does not extend so far), the 
c<mimittee have thought it expedient to recommend the laying out and 
making a road from Cumberland, on the northerly bank of the Poto- 
mac, and within the State of Maryland, to the river Ohio, at the most 
convenient place between a point on the easterly bank of said rivei*. 



24 THE OLD PIKE. 

oi)i)<)8ite to Steubenville, and the mouth of Grave creek, which emp- 
ties into said river Ohio a little below Wheeling, in Virginia. This 
route will meet and accommodate the roads leading from Baltimore 
and the District of Columbia; it will cross the Monongahela river, at 
or near Brownsville, sometimes called Redstone, where the advantage 
of boating can be taken ; and from the point where it will probably 
intei'sect the river Ohio, there are now roads, or they can easily be 
made over feasible and proper ground, to and through the principal 
population of the State of Ohio. 

Cumberland is situated at the eastern foot of the Allegheny 
mountains, about eighty miles from Williamsport, by the, usual route, 
w^hich is circuitous, owing to a large bend in the river Potomac, on 
the bank of which the road now runs, the distance on a straight line 
is not more than fifty or fifly-five miles, and over tolerable ground for 
a road, which will probably be opened by the State of Maryland, 
should the route be established over the mountains, as contemplated 
by this report. 

From Cumberland to the western extremity of Laurel Hill, by 
the route now travelled, the distance is sixty-six miles, and on a straight 
line about fifty-five ; on this part of the route, the committee suppose 
the first and very considerable expenditures are specially necessary. 
From Laurel Hill to the Ohio river, by the usual route, is about 
seventy miles, and on a straight line fifty-four or five ; the road is 
tolerable, though capable of amelioration. 

To carry into effect the principles arising from the foregoing 
facts, the committee present herewith a bill for the considei'ation of 
the Senate. They suppose that to take the proper measures for carry- 
ing into effect the section of the law respecting a road or roads to the 
State of Ohio, is a duty imposed u])on Congress by the law^ itself, an<l 
that a sense of duty will always be sufficient to insure the passage of 
the bill now offered to the Senate. To enlarge upon the highly im- 
portant considerations of cementing the union of our citizens locatc<l 
on the Western waters with those of the Atlantic States, would be an 
indelicacy off'ered to the understandings of the V)ody to whom this re- 
poH is addressed, as it might seem to distrust them. But from the 
interesting nature of the subject, the committee are induced to ask 
the indulgence of a single observation: Politicians have generally 
agreed that rivei's unite the interests and promote the friendship of 
those who inhabit their l)ank8 ; while mountains, on the contrary, 
tend to the disunion and estrangement of those who are separated by 
their intervention. In the present case, to make the crooked ways 
straight, and the rough ways smooth will, in effect, remove the inter- 
vening mountains, and by facilitating the intercourse of our Western 
brethren with those on the Atlantic, substantially unite them in in- 
terest, w^hich, the committee believe, is the most effectual cement of 
union applicable to the human race. 

All which is most respectfully submitted . 



CHAPTER III. 



The Act of Congress AuUiorizing the Laying Out and Making of the Road, 

An Act to Regulate the Laving Out and Making a Road from Cumberland, in 
the State of Maryland, to the State of Ohio. 

Be it enacted by the Senate and House of Representatives of the 
United States of America in Congress assemUled, That the President of 
the United States be, and he is hereby authorized to appoint, by and 
with the advice and consent of the Senate, three discreet and disin- 
terested citizens of the United States, to lay out a road from Cumber- 
land, or a point on the northern bank of the river Potomac, in the 
State of Maryland, between Cumberland and the place where the 
inain road leading from Gwynn's to Winchester, in Virginia, crosses 
the river, to the State of Ohio ; whose duty it shall be, as soon as may 
be, afler their appointment, to repair to Cumberland aforesaid, and 
view the ground, from the points on the river Potomac hereinbefore 
designated, to the river Ohio ; and to lay out in such direction as they 
shall judge, under all circumstances the most proper, a road from 
thence to the nver Ohio, to strike the same at the most convenient 
place, between a point on its eastern bank, opposite the northern 
boundary of Steubenville, in said State of Ohio, and the mouth of 
Grave creek, which empties into the said river a little below Wheeling, 
in Virginia. 

Sec. 2. Aiid be it further enacted. That the aforesaid road shall 
l»c laid out four rods in width, and designated on each side by a plain 
and distinguishable mark on a tree, or by the erection of a stake or 
monument sufficiently conspicuous, in eveiy quarter of a mile of the 
distance at least, where the road pursues a straight course so far or 
farther, and on each side, at every point where an angle occurs in its 
course. 

Sec. 3. And be it further enacted, That the commissioners shall, 
as soon as may be, afler they have laid out said road, as aforesaid, 
present to the President an accurate plan of the same, with its several 
c<)ui>ies and distances, accompanied by a written report of their pro- 
ceedings, describing the marks and monuments by which the road is 
designated, and the face of the country over which it passes, and 
pointing out the particular parts which they shall judge require the 
most and immediate attention and amelioi^ation, and the probable ex- 
pense of making the same passable in the most difficult parts, and 
through the whole distance ; designating the State or States through 

(26) 



26 THE OLD PIKE. 

which .said road has been laid out, and the length of the neveral parts 
which are laid out on new ground, as well as the length of those pai*ts 
laid out on the road now traveled. Which report the President is 
hereby authorized to accept or reject, in the whole or in part. If he 
accepts, he is hereby further authorized and requested to pursue such 
measures, as in his opinion shall be proper, to obtain consent for 
making the road, of the State or States through which the same has 
been laid out. Which consent being obtained, he is further author- 
ized to take prompt and etfectual measures to cause said road to be 
made through the whole distance, or in any part or parts of the same 
as he shall judge most conducive to the public good, having refei-ence 
to the sum appropriated for the purpose. 

Sec. 4 And be it further enacted^ That all parts of the road 
which the President shall direct to be made, in case the trees are stand- 
ing, shall be cleared the whole width of four rods ; and the road shall be 
raised in the middle of the carriageway with stone, earth, or gravel 
and sand, or a combination of some or all of them, leaving or mak- 
ing, as the case may be, a ditch or water course on each side and 
contiguous to said carriageway, and in no instance shall there be an 
elevation in said road, when finished, greater than an angle of five 
degrees with the horizon. But the manner of making said road, in 
every other particular, is left to the direction of the President. 

Sec. 5. And be it further enacted. That said Commissioners 
shall each receive four dollars per day, wiiile employed as aforesaid, 
in full for their compensation, including all expenses. And the}' are 
hereby authorized to employ one surveyor, two chainmen and one 
marker, for whose faithfulness and accuracy they, the said Commis- 
sioners, shall be responsible, to attend them in laying out said road, 
who shall receive in full satisfaction for their wages, including all 
expenses, the surveyor three dollars per day, and each chain man and 
the marker one dollar per da}", while they shall be employed in said 
business, of which fact a certificate signed by said commissioners shall 
be deemed sufficient evidence. 

Sec. 6. And be it further enacted. That the sum of thirty thous- 
and dollars be, and the same is hereby appropriated, to defray the 
expense of laying out and making said road. And the President is 
hereby authorized to draw, from time to time, on the treasury for 
such parts, or at any one time, for the whole of said sum, as he shall 
judge the service requires. Which sum of thirty thousand dollars 
shall be paid, first, out of the fund of two per cent, reserved for lay- 
ing out and making roads to the State of Ohio, by virtue of the 
seventh section of an act passed on the thirtieth day of April, one 
thousand eight hundred and two, entitled, "An act to enable the 
people of the eastern division of the territory northwest of the river 
Ohio to form a constitution and State government, and for the ad- 
mission of such State into the Union on an equal footing with the 
original States, and for other purposes." Three per cent, of the ap- 
propriation contained in said seventh section being directed by a sub- 



THE OLD PIKE. 27 

sequent law to the laying out, opening and making roads within the 
said State of Ohio; and secondly, out of any money in the treasury 
not otherwise appropriated, chargeable upon, and reimbursable at the 
ti-easury by said fund of two per cent, as the same shall accrue. 

Sec. 7. And be it further enacted^ That the President be, and 
he is hereby requested, to cause to be laid before Congress, as soon a« 
convenience will permit, after the commencement of each session, a 
statement of the proceedings under this act, that Congress may be 
enabled to adopt such further measures as may from time to time be 
proper under existing circumstances. 

Approved, March 29, 1806. TH. JEFFERSON. 



United States of America, \ 
Department op State, j 

To all to whom these presents shall come, Greeting : 

I certify that hereto annexed is a true copy of an Act of Con- 
gress, approved * March 29, 1806, the original of which is on file in 
this Department, entitled: "An Act to regulate the laying out and 
making a road from Cumberland, in the State of Maryland, to the 
State of Ohio." 

In testimony whereof, I, James G. Blaine, Secretary of State of 
the United States, have hereunto subscribed my name and caused the 
seal of the Department of State to be affixed. 

Done at the City of Washington, this seventh day of March, 
A. D. 1891, and of the Independence of the United States the one hun- 
dred and fifteenth. 

JAMES G. BLAINE. 



CHAPTER IV. 



Special Message of President Jefferson — Communicaiing to Congress the First Report of 
the Commissioners — They Viexc the Whole Ground — Solicitude of the Inhabi- 
tants — Points Considered — Cumberland the First Point Located — Uniontoum 
Left Out — Improvement of the Youghiogheny — Distances — ConnellsviUe a Prom- 
imng Totvn — ** A Well Formed, Stone Capped Road — Estimated Cost, $6,000 
per Mile, exchmve of Bridges. 

No. 220. 

NINTH CONGRESS — SECOND SESSION. 

January 31, 1807. 

To the Senate and House of Representatives of the United States : 

In execution of the act of the last session of Congress, entitled, 
*' An act to regulate the laying out and making a road from Cumber- 
land, in the State of Maryland, to the State of Ohio," I appointed 
Thomas Moore, of Maryland, Joseph KeiT, of Ohio, and Eli Williams, 
of Maryland, commissioners to lay out the said road, and to perform 
the other duties assigned to them by the act. The progress which 
they made in the execution of the work, during the last season, will 
appear in their report now communicated to Congress; on the receipt 
of it, I took measures to obtain consent for making the road of the 
States of Pennsylvania, Maryland and Virginia, through which the 
commissioners propose to lay it out. I have received acts of the Leg- 
islatures of Maryland and Virginia, giving the consent desired ; that 
of Pennsylvania has the subject still under consideration, as is sup- 
posed. Until I receive full consent to a free choice of route through 
the whole distance, I have thought it safest neither to accept nor re- 
ject, finally, the partial report of the commissionei's. 

Some matters suggested in the report belong exclusively to the 
legislature. 

TH. JEFFERSON. 



The commissioners, acting by appointment under the law of Con- 
gress, entitled "An act to regulate the laying out and making a road 
from Cumberland, in the State of Maryland, to the State of Ohio, beg 
leave to report to the President of the United States, and to premise 
that the duties imposed by the law became a work of greater magni- 
tude, and a task much more arduous, than was conceived botore en- 

(28) 



THE OLD PIKE. 29 

tering upon it; from which circumstance the commissioners did not 
allow themselves sufficient time for the performance of it before the 
severity of the weather obliged them to retire from it, which was the 
case in the first week of the present month (December). That, not 
having fully accomplished their work, they are unable fully to report 
a discharge of all the duties enjoined by the law; but as the most 
material and principal part has been performed, and as a communica- 
tion of the progress already made may be useful and proper, during 
the present session of Congress, and of the Legislatures of those States 
through which the route passes, the commissioners respectfully state 
that at a very early period it was conceived that the maps of the 
country were not sufficiently accumte to afford a minute knowledge 
of the true courses between the extreme points on the rivers, by which 
the researches of the commissioners were to be governed ; a survey 
for that purpose became indispensable, and considerations of public 
economy suggested the propnety of making this survey precede the 
personal attendance of the commissioners. 

Josias Thompson, a surveyor of professional merit, was taken 
into service and authonzed to employ two chain carriei*s and a marker, 
as well as one vaneman, and a packhoi*se man and hoi*se, on public 
account; the latter being indispensable and really beneficial in excel- 
erating the work. The surveyors' instructions are contained in doc- 
ument No. 1, accompanying this report. 

Calculating on a reasonable time for the performance of the in- 
structions to the sui'veyor, the commissioners, by correspondence, 
fixed on the first day of September last, for their meeting at Cumber- 
land to proceed in the work; neither of them, however, reached that 
place until the third of that month, on which day they all met. 

The surveyor having, under his instructions, laid down a plat of 
his work, showing the meanders of the Potomac and Ohio rivers, 
within the limits prescribed for the commissioners, as also the road 
between those rivers, which is commonly traveled from Cumberland 
to Charleston, in part called Braddock's road; and the same being 
produced to the commissionei*8, whereby straight lines and their true 
courses were shown between the extreme points on each river, and 
the boundaries which limit the powers of the commissioners being 
thereby ascertained, serving as a basis whereon to proceed in the ex- 
amination of the grounds and face of the country; the commissioners 
thus prepared commenced the business of exploring; and in this it 
was considered that a faithful discharge of the discretionary powers 
vested by the law made it necessary to view the whole to be able to 
judge of a preference due to any part of the grounds, which imposed 
a task of examining a space comprehending upwards of two thousand 
square miles; a task rendered still more incumbent by the solicitude 
and importunities of the inhabitants of every part of the district, 
who severally conceived their grounds entitled to a preference. It 
becoming necessary, in the interim, to run various lines of expen- 
ment for ascertaining the geographical position of several points 



^ 



30 THE OLD PIKE. 

entitled to attention, and the service suffering great delay for want of 
another surveyor, it was thought consistent with the public interest 
to employ, in that capacity, Arthur Eider, the vaneman, who had 
been chosen with qualification to meet such an emergency ; and whose 
service as vaneman could then be dispensed with. He commenced, as 
surveyor, on the 22d day of September, and continued so at field 
work until the first day of December, when he was retained as a 
necessary assistant to the principal surveyor, in copying field notes 
and hastening the draught of the work to be reported. 

The proceedings of the commissioners are specially detailed in 
their general journal, compiled from the daily journal of each com- 
missioner, to which they beg leave to refer, under mark No. 2. 

After a careful and critical examination of all the grounds with- 
in the limits prescribed, as well as the gi'ounds and ways out from the 
Ohio westwardly, at several points, and examining the shoal parts of 
the Ohio river as detailed in the table of soundings, stated in their jour- 
nal, and after gaining all the information, geographical, general and 
special, possible and necessary, toward a judicial discharge of the du- 
ties assigned them, the commissioners repaired to Cumberland to ex- 
amine and compare their notes and journals, and determine upon the 
direction and location of their route. 

In this consultation the governing objects were: 

1st. Shortness of distance between navigable points on the 
eastern and western waters. 

2d. A point on the Monongahela best calculated to equalize the 
advantages of this portage in the countr^^ within reach of it. 

3d. A point on the Ohio river most capable of combining cer- 
tainty of navigation with road accommodation; embracing, in this 
estimate, remote points westwardly, as well as present and probable 
population on the north and south. 

4th. Best mode of diffusing benefits w^ith least distance of road. 

In contemplating these objects, due attention was paid as well to 
the comparative merits of towns, establishments, and settlements al- 
ready made, as to the capacity of the country with the present and 
probable population. 

In the course of arrangement, and in its order, the first point 
located for the route was determined and fixed at Cumberland, a de- 
cision founded on propriety, and in some measure on necessity, from 
the circumstance of a high and difficult mountain, called Nobley, lay- 
ing and confining the east margin of the Potomac so as to render it 
impossible of access on that side without immense expense, at any 
point between Cumberland and where the road from Winchester to 
Gwynn's crosses, and even there the Kobley mountain is crossed with 
much difficulty and hazard. And this upper point was taxed with 
another fonnidable objection ; it was found that a high range of moun- 
tains, called Dan's, stretching across from Gwynn's to the Potomac, 
above this point, precluded the opportunity of extending a route from 
this point in a proper direction, and left no alternative but passing by 



THE OLD PIKE. 31 

Cxwynn's; the distance from Cumberland to Gwynn's being upward 
of a mile less than from the upper point, which lies ten miles by water 
jibove Cumberland, the comraissionei's were not permitted to hesitate 
in preferring a point which shortens the portage, as well as the Poto- 
mac navigation. 

The point on the Potomac being viewed as a great repository of 
produce, which a good road will bring from the west of Laurel Hill, 
and the advantages which Cumberland, as a town, has in that respect 
over an unimproved place, are additional considerations operating 
forcibly in favor of the place preferred. 

In extending the route from Cumberland, a tnple range of moun- 
lains. stretching across from Jenings' run in measure with Gwynn's, 
left only the alternative of laying the road up Will's creek for three 
miles, nearly at right angles with the true course, and then by way of 
.lenings' run, or extending it over a break in the smallest mountain, 
on a better course by Gwynn's, to the top of Savage mountain; the 
latter was adopted, being the shortest, and will be less expensive in 
hill-side digging over a sloped route than the former, requiring one 
bridge over Will's creek and several over Jenings' run, both very wide 
and considerable streams in high water; and a more weighty reason 
for preferring the route by Gwynn's is the great accommodation it will 
afford travelers from Winchester by the upper point, who could not 
reach the route by Jenings' run short of the top of Savage, which 
would withhold from them the benefit of an easy way up the mountain. 

It is, however, supposed that those who travel from Winchester 
by way of the U])per point to Gwynn's, are in that respect more the 
<lupes of common prejudice than judges of their own ease, as it is be- 
lieved the way will be as short, and on much better ground, to cross 
the Potomac below the confluence of the north and south branches 
(thereby crossing these two, as well as Patterson's creek, in one stream, 
equally fordable in the same season), than to pass through Cumber- 
land to Gwynn's. Of these grounds, however, the commissioners do 
not speak from actual view, but consider it a subject well worthy of 
future investigation. Having gained the top of Allegany mountain, 
or rather the top of that part called Savage, by way of Gwynn's, the 
geneml route, as it respects the most important points, was determined 
as follows, viz. : 

From a stone at the corner of lot No. 1, in Cumberland, near the 
confluence of Will's creek and the north Vjranch of the Potomac river; 
thence extending along the street wcstwardly, to cross the hill lying 
between Cumberland and Gwynn's, at the gap where Braddock's 
i-oad ])asses it; thence near Gwynn's and Jesse Tomlinson's, to cross 
t he big Youghiogheny near the mouth of Koger's run, between the cross- 
ing of Braddock's road and the confluence of the streams which form 
the Turkey' foot; thence to cross Laurel Hill near the forks of Dun- 
bar's run. to the west foot of that hill, at a point near where Brad- 
dock's old road reached it, near Gist's old place, now Colonel Isaac 
Meason's, thence through Brownsville and Bridgeport, to cross the 



32 THE OLD PIKE. 

Ttf onongahela river below JoeiaB Crawford's ferry ; and thence on an 
straight a course as the fonntry will admit to the Ohio, at a jwint be- 
tween the mouth of WheeliiitJ eivck and the lower ]>oint of Wheelinft 
iKland. 

In this direction of the route it will lay al)oiit twenty-four ntxl a 
half miles in Marj-land, neventy-five miles and a half in Pennsylvania, 
and twelve miles in Virginia; diwtances which will be in a small de- 
gree incrcftHed by meanders, which the bed of the i-oad must nwes- 
aarily make between the points mentioned in the location; and this 
route, it \n believed, comprehends more important advanlagen than 
could be afforded in any other, ina*<much as it ban a ca))acity at least 
equal to any other in extending advantages of a highway, and at the 
name time establishes the shoi'test portage between the points already 
navigated, and on the way accommodates other and nearer points to 
which navigation may be extended, and still shorten the iwrlage. 

It intersects Big Youghioghenyat the nearest point from CunibiT- 
land, then lies nearly parallel with that river for the distance of 
twenty miles, and at the west foot of Ijaurel Hill lies within five miles 
of Connellsville, f^-om which the Yonghiogheny is navigated ; and in 
the same direction the route intersects at Brownsville the nearest 
]>oint on the Jtfonongahcia river within the district. 

The improvement of the Yonghiogheny navigation is a subject of 
too much importance to remain long neglected ; and the capacity of 
that river, as high up as the falls (twelve miles above Connellsville), 
is said to be equal, ut a small expense, with the parts already navi- 
gated below. The obstructions at the falls, and a roclsy rapid near 
Turkey Foot, constitute the principal impediments in that river to the 
intersection of the route, and as much higher as the stream has a 
capacity for navigation; and these difficulties will doubtless be re- 
moved when the interconrse shall warrant the measure. 

Under these circumstances the portage may be thus stated : 

From Cumberland to Itfonongahela, C6i miles. From Cumber- 
land to a point in measui-e with Connellsville, on the Youghiogheny 
river, 514 miles. From Cumberland to a point in measure with the 
lower end of the falls of Yonghiogheny, which will lie two miles north 
of the public road, 43 miles. Fi-om Cumberland to the intersection of 
the route with the Yonghiogheny river, 34 miles. 

Nothing is here said of the Little Yonghiogheny, which lies nearer 
(.'umberland; the stream being unusually' crooked, its navigaticm can 
only become the work of n redundant population. 

The point which this route l<Kates. at the west foot of Laurel 
Hill, having cleared the whole of the Allegheny mountain, is so situ- 
ated jis to extend the advantages of an easy way through the gi-eat 
barrier, with more equal justice to the best parts of the countiy be- 
tween Laurel Hill and the Ohio. Lines from this point to Pittsburg 
and Morgantown, diverging nearly at the same angle, open upon 
equal terms to all parts of the Western country that can make use of 
this portage ; and which may include the settlements from Pittsburg. 



THE OLD PIKE. $3 

up Big Beaver to the Connecticut reserve, on Lake Erie, as well as 
those on the southern bordera of the Ohio and all the intennediate 
country. 

Brownsville is nearly equi-distant from Big Beaver and Fishing 
creek, and equally convenient to all the crossing }3laces on the Ohio, 
between these extremes. As a port, it is at least equal to any on the 
Monongahela within the limits, and holds superior advantages in fur- 
nishing supplies to emigrants, traders, and other tmvelers by land or 
water. 

Not unmindful of the claims of towns and their capacity of re- 
ciprocating advantages on public roads, the commissionens were not 
insensible of the disadvantage which Uniontown must feel from the 
want of that accommodation which a more southwardly direction of 
the route would have afforded ; but as that could not take place with- 
out a relinquishment of the shortest passage, considerations of public 
benefit could not yield to feelings of minor import. Uniontown being 
the seat of justice for Fayette county, Pennsylvania, is not without a 
share of public benefits, and may partake of the advantages of this 
|>oii:age upon equal terms with Connellsville, a growing tgwn, with the 
advantage of respectable water-works adjoining, in the manufactory 
of flour and iron. 

After reaching the nearest navigation on the western watei*s, at 
a point best calculated to diffuse the benefits of a great highway in 
the greatest possible latitude east of the Ohio, it was considered that, 
to fulfill the objects of the law, it remained for the commissioners to 
give such a direction to the road as would best secure a certainty of 
navigation on the Ohio at all seasons, combining, as far as possible, 
the inland accommodation of remote points westwardly. It was 
found that the obstructions in the Ohio, within the limits between 
Steubenvillo and Grave creek, lay principally above the town and 
mouth of Wheeling; a circumstance ascertained by the commissioners 
in their examination of the channel, as well as by common usage, 
which has long given a decided preference to Wheeling as a place of 
embarcation and port of departure in dry seasons. It was also seen 
that Wheeling lay in a line from Brownsville to the centre of the 
State of Ohio and Post Vincennes. These circumstances favoring and 
corresponding with the chief objects in view in this last direction of 
the route, and the ground from Wheeling westwardly being known of 
equal fitness with any other way out from the- river, it was thought 
most proper, under these several considerations, to locate the point 
mentioned IkjIow the mouth of Wheeling. In taking this point in 
j)reference to one higher up and in the town of Wheeling, the public 
benefit and convenience were consulted, inasmuch as the present 
crossing place over the Ohio from the town is so contrived and con- 
fined as to subject passengers to extraordinary ferriage and delay, 
by entering and clearing a ferry-boat on each side of Wheeling island, 
which lies before the town and precludes the opportunity of fording 
when the river is crossed in that way, above and below the island. 



34 THE ULD PIKE. 

Fi-imi thu |M>iiit lof!iti-d, a witi- i-i'ussiiifj in uttiirilctl at tlit liiHtT point 
of the island by a terry in hi;;;!), and a good foi-d at low water. 

The face of the country within the limits jireacribed in generally 
very uneven, and in many places broken by a Muccewsion of hi^h 
luountaius and deep hollowpt, too foniiidable to be rednct'd within five 
degrees of the hoi-izon, but by crosMing them obliquely, a mode which, 
although it im]>08es a heavy task of hill-side di^^ing. obviates gen- 
erally the nee<.^!iHity of reducing hillm and filling hollowH. which, on 
Ihcee grounds, would be an attempt truly Quixotic. This inequality 
of the surface is not confined to thcAllegheuyuiouiUain; the country 
between the Mnnouj^ahela and Ohio rivci's, although less elevated, is 
not better adapted for tlic bed of a i\>ad, l>eiiig filled with inipcdi- 
nicnte of hills and hoUown, which present eonsideiiihle difficulties, and 
wants that Huper-abundanec and convenience of atone which is fcuuicl 
in the moiuitain. 

The indirect course of the road now traveled, and ihe frequent 
elevations and depressions which occur, that exceed ibc limits of the 
law, preclude the possibility of occupying it in any extent withoni 
great sacrifice of distance, and forbid the use of it, in any one ]iart, 
tor more than half a mile, or more than two or three miles in the 
whole. 

The expense of rendering ibt' road now in conlciujilation ]mss- 
ablc, may, therefore, amount to a larger sum tbiiii niiiy have Ijceu 
supposed necessary, under an idea of cmlniuiiig in it a considenilde 
)«irt of the old i-oad ; but it is believed that the conliiiry will be found 
most correct, and that a sum sutticieiit to ojicu Ibc new ciiuM not W 
expended on the same distance of the old iiiad with equal benetit. 

The sum required for the read in contemplation will dcjK'nd on 
the stylo and manner of making it ; as a common read cannot re>move 
the difficulties which always exist oil deep gitninds, aud imrticularli' 
ill wet seasons, and as uothiiig short of a firm, substantial, we1l-forme<l. 
sioiie-cap]>ed read can i-emove the causes which led to the measure ot 
inipruvcinent, or render the iuslilution us comnuHlions as a great and 
gi-owing intercoui-so apjiears to require, the ex|iense of siich u r()ad 
next becomes the subject of inquiry. 

In this inquiry the commis-siouei-s can only fonii an estimate by 
recurring to tlie experience of Pennsylvania aud Maryland in the bus- 
iness of arliticia) reads. Upon this data, and a comi>anson of the 
gi-oiinds and |»roximitry of the materials for covering. Ibere are ivasons 
for belief that, on the reute rejiorled, a complete road maj- be made 
nt an expense not exceeding six thousand dollars per mile, exclusive 
of bridges over the princijwl sti-eums on the way. The average ex- 
l>en«e of the Lancaster, as well as Baltimore and Frederick turnpike, 
is considerably higher; but it is believed that the convenient supjily 
of stone which the mountain afibrds will, on those greuiids, reduce the 
expense to the rate here stated. 

As to the policy of incurring this expense, it is not the prevince 
of the commissioners to deeiure; but they cannot, however, withhold 



THE OLD PIKE. 35 

assurances of a firm belief that the purse of the nation cannot bo 
more seasonably opened, or more happily applied, than in promoting 
the speedy and effectual establishment of a great and easy road on the 
way contemplated. 

In the discharge of all these duties, the commissionei's have been 
actuated by an ardent desire to render the institution as useful and 
commodious as possible; and, impressed with a strong sense of the 
necessity which urges the speedy establishment of the road, they have 
to regret the circumstance which delays the completion of the pail 
assigned them. They, however, in some measure, content themselves 
with the reflection that it will not retard the progress of the work, 
as the opening of the road cannot commence before spring, and may 
then begin with marking the way. 

The extra expense incident to the service from the necessity (and 
propriety, as it relates to public economy,) of employing men not pro- 
vided for by law, will, it is hoped, be recognized, and provision made 
for the payment of that and similar expenses, when in future it may 
be indispensably incurred. 

The commissioners having engaged in a service in which their 
zeal did not permit them to calculate the difference between their pay 
and the expense to which the service subjected them, cannot suppose 
it the wish or intention of the Government to accept of their services 
for a mere indemnification of their expense of subsistence, which will 
be very much the case under the present allowance; they, therefore, 
allow themselves to hope and expect that measures will be taken to 
provide such further compensation as may, under all circumstances, 
be thought neither profuse nor parsimonious. 

The painful anxiety manifested by the inhabitants of the district 
explored, and their genei*al desire to know the route determined on. 
suggested the measure of promulgation, which, after some deliberation, 
was agreed on by way of circular letter, which has been forwarded to 
those persons to whom precaution was useful, and afterward sent to 
one of the presses in that quarter for publication, in the form of the 
document No. 3, which accompanies this report. 

All which is, with due deference, submitted. 

ELI WILLIAMS, 
THOMAS MOORE. 

December 30, 1806. JOSEPH KERE. 



CHAPTER V. 



I'l-iiimyleania Grant» PfriiilmiUni lo Midr llu Rvail Through Her Trtritory — Vnioit- 
Itjwn Smlored, Gut Left Out, and Wa^iingimi, Pftiiuiylmtila, Made a Point — 
Simon Sttiider, Speaker of the Hwve — Pr^y Carr Lanr.a Faj/ftte County Mail, 
Speaker of tlie Senalf, and Tliomiu McKean, Gmvrtior — A Seamd Special lie*- 
tage Fnim Prenidnd Jfffermm, and a Srcoiid Report uf the Cirnutiiffimirm^ 
Heights of Mouidaim and HUU — On lo BmirmHlle and Wheeling — An Im- 
perioia Call Hade oh Coyiimiiitioiier Kerr, 

An Act authorisinK thp President of the Unit«d States to open a road through 
that part ot this Stat* lying between Cumberland, in the .State of Mary- 
land, and the Ohio river. 

Whebeah, hy an Aet of the Coiigi-eww of the United States, )>HM»cd 
oil the twenty-ninth day of Mjirch, one thoiieand eight hundred and 
Hix, entitled " An act to regulate the laying out and making a road 
fi-oni Cumberland, in the Stat« of Marjiand, to the Stale of Ohio," 
the Freuident of the United States is empowered lo lay out a road 
fntm the Potomac river to the river Ohio, and lo take mcasui'es for 
making the same, ho soon an the consent of tlie legislatures of the 
several States through which the said road shall pass, could be obtained : 
And whei-eas, application hath been made to this legislature, by the 
President of the United States, for its consent to the measures afore- 
said: Therefore, 

Section 1. Be it enacted by the Senate and House of Representa- 
tives of the Commomcealth of Pennsi/lv<inin, in General Assembltf met, 
and it is hereby enacted by the authority of the same, That the President 
of the United Stales be, and he is hei-eby authorized to cause so much 
of the said road as will be within this State, to l>e opened so far as it 
may be necessary the same should pass through this State, and to 
cause the said road to be made, regulated and completed, within the 
limits, and according to the intent and meaning of the before recited 
Act of Congress in rolatiou tbei-eto; Provided, tievertheless. That the 
route laid tlown and i-eported by the commissioners to the President 
of the United States, be so altered as to pass thraugh Uniontown, in 
the county of Fayette, and Washington, in the county of Washington, 
if such alteration can, in the opinion of the Pi-esident, be made, con- 
sistently with the provisions of an net of Congress ]>aH8ed March 29th, 
1806, but if not, then over any ground within the limit of this State, 
which he may deem most advantageous. 

Sec. 2. And be it farther enacted by the authority aforesaid, That 
sueh person or persons as are or shall be appointed for the pur- 



THE OLD PIKE. 37 

pose of lading out and completing the said road, under the authority 
of the United States, shall have full power and authority to enter 
upon the lands through which the s'Ume may pass, and u^Km any land 
near or adjacent thereto, and therefrom to take, dig, cut and caiTy 
away such materials of earth, stone, gravel, timber and sand a^ may 
he necessary for the purpose of completing, and for ever keeping in 
repair, said road ; Provided, That such materials shall be valued and 
appraised, in the same manner as materials taken for similar purposes, 
under the authority of this Commonwealth are by the laws thereof, 
directed to be valued and appraised, and a certificate of the amount 
.thereof shall, by the person or persons appointed, or hereafter to be 
appointed under the authority of the United States for the pur]>ose 
aforesaid, be delivered to each party entitled thereto, for any materials 
to be taken by virtue of this act, to entitle him, her or them to re- 
ceive payment therefor from the United States. 

SIMON SNYDER, 

Speaker of the House of Representatives. 

P. C. LANE, 

Speaker of the Senate. 

Approved, the ninth day of April, one thousand eight hundred and 
^^^^^^' THOMAS M'KEAN. 

TENTH CONGRESS — FIR8T SESSION. 
Communicated to Congress February 11>, 1808. 

To the Senate and House of .Representatives of the United States: 

The States of Pennsylvania, Maryland and Virginia having, by 
their several acts consented that the road from Cumberland to the 
State of Ohio, authorized b}^ the act of Congress of March 29, 1806, 
should ]>ass through those States, and the report of the commissioners 
communicated to Congress with my message of January 31, 1807, 
having been duly considered, I have approved of the route therein 
proposed for the said road as far as Brownsville, with a single devia- 
tion since located, which carries it through Union town. 

From thence the course to the Ohio, and the point within the 
legal limits at which it shall strike that river, is still to be decided. 

In forming this decision, 1 shall pay material regard to the inter- 
ests and wishes of the populous parts of the State of Ohio, and to a 
future and convenient connection with the road which is to lead from 
the Indian boundary near Cincinnati, by Vincennes, to the Mississippi, 
at St. L<mi8, under authority of the act of April 21, 1806. In this 
way we may accomplish a continuous and advantageous line of com- 
munication from the seat of the General Government to St. Louis, 
passing through several very interesting points, to the Western country. 

I have thought it advisable, also, to secure from obliteration the 
trace of the road so far as it has been approved, which has been exe- 
cuted at such considerable expense, by opening one-half of its breadth 
through its whole length. 

3 




38 TUK Ol.U INKP, 

The rt'iwrt of tho ciniimisHiunoi-H Imivwiili imiiNniittcti will givo 
imrlicular i n form lU ion of (heir i)i-oft'ediiiK» under the act of March 
20, IfiiW, fiiK'c the tlatc <>» my mew»af,'e oi Juiiimry 31. 1«07. and will 
eimltlu CiHiyi-ew to adojit wiuh fiiilher measures, relalive theivto, as 
they may deem iirojH-r under exi^itiug ciivumMlanteH. 

TU. JKFFKKSOX. 

Frbrhaky 19. 180H, 



The undoi-KJ^ued. <'<imii)iHHioiiei-M a|ii)iii]iled under iho law of the 
United States, entiled -An lul to iv^rnlme the laying out and making: 
a i-oad fVoni Cumluihiiid, in llie Stale of Maryland, to the State ol 
Ohio," in adilitiiui to the eommunicalions heretofore made. be(j leave 
further to iv|»ort to the President of the United States that, hy the 
delay of the answer of the Lefjiwlature of ['eiuiNylvania to the a|i|>li- 
ealioufor permission t<i ]m>^ tlie road Ihrou^li that State, the couiiaim- 
Mioiiei-M eould not pnieeed to tJie buKineMw of the ii)ad in the cpriuK 
Iwiore vefietalion had ho far uilvaneeil a;- to ivnder the work of exphir- 
iuj; and Murveyinf; difficult and tedious, from whieh oii-cunistauve it 
wiin ]K>Ht]ioned till tho last autumn, when the business wan a^ain 
H'suined. Tlial. in obedienee to the Mjiofial instnietious yiven them, 
the roulo heivtolbre reiwilod has been so chanj^ed as H) jmiss thnm^h 
.Uniontown. and that they have completed the ioeution. frradution 
an<l markiuf!: of the ivute fiiim Cumberhmd to Bi-ownsville. Hri<ij{e- 
port, and the Monoiifrahela river, agreeably to a jilat of the eonim-s, 
distances and f;rades in whieh iH dewerilK-'d tlie marks and monuments 
by whieh thermite is desiftnated, and whieh is heivwith exhibited; 
that by tliis plat and measurement it will appear (when cumpai-ed with 
the road now traveled) theiv is a saving of four miles of distance 
between ('umberland and Brownsville on the new i-oute. 

In the gradation of the surtiice of thf i-oute (whieh liecanie 
necessary) is aseerlained the eomjtarative elevation and depi-ewsion of 
dift'ei-ent points on the route, and taking a point ten feel above the 
surface of low water in the Potomac river at <!innberlund, as the 
horizon, the most prominent points are found to be elevated as lol- 
h>ws. viz.: 

Fret, lOtbf, 

Summit of Wills mountain ."Wl , 3 

Western foot of Hnme olH . 4 

Summit of .Savage mountain 20i'2 . ii 

Savage river. 1741 . « 

Summit Little Savafie mouutuin ItKHI . 4 

Braneli l*ine Kun.firct WcBteni water mm . » 

Summit of Ked Hill (after tailed Shades of Death) 1!H4 . :i 

■Summit Little Meadow mountain 'M'lG . II! 

Little Youghiogheny river 132-,; . II 

ICaafFork ol Shade "Run IS-'iK . !»2 

Summit of Nejiro mountain, highest point '2'.i'2S . 12 

Middle branch of White's creek, at the wext foot of Negro 



White's ereek 1 10.5 . r> 

Big Youghiogheny river 645 , 5 



THE OLD PIKE. 39 

Feet. lOlbs. 
Sumnuit of a ridge between Youghioglieny river and Beaver 

waters 1514 . 5 

Beaver Run 1123 . 8 

Summit of laurel Hill 1550 . 16 

Court House in Uniontown 274 . 05 

A point ten feet above the surface of low water in the Monon- 

gahela river, at the mouth of Dunlap's creek 119 . 26 

The law requiring the c-ommisnioners to report those parts of the 
route as are hiid on the old road, as well as those on new grounds, 
and to state those parts which require the most immediate attention 
and ameJioration, the probable expense of making the same passable 
in the most difficult parts, and through the whole distance, they have 
to state that, from the crooked and hilly course of the rtjad now 
traveled, the new route could not be made to occupy any part of it 
(except an intei*section on Wills mountain, another at Jesse Tomlin- 
son's, and a third near Big Youghiogheny, embracing not a mile of dis- 
tance in the whole) without unnecessary sacrifices of distances and 
exjiense. 

That, therefore, an estimate must be made on the route as passing 
wholly through new grounds. In doing this the commissioners feel 
great difficulty, as they cannot, with any degree of precision, estimate 
the expense of making it merely passable; nor can they allow them- 
selves to suppose that a less breadth than that mentioned in the law 
was to be taken into the calculation. The rugged deformity of the 
grounds rendered it impossible to lay a route within the grade limited 
by law otherwise than by ascending and descending the hills obliquely, 
by which circumstance a great proportion of the route occupies the 
sides of the hills, which cannot be safely ])assed on a road of common 
breadth, and where it will, in the opinion of the commissioners, be 
necessary, by digging, to give the proper form to thirty feet, at least 
in the breadth of the road, to afford suitable security in passing on a 
way to be frequently crowded with wagons moving in opposite direc- 
tions, with transports of emigrant families, and droves of cattle, hogs, 
etc., on the way to market. Considering, therefore, that a road on 
those gmunds must have sufficient breadth to afford ways and water 
courses, and satisfied that nothing short of well constructed and com- 
pletely finished conduits can insure it against injuries, which must 
otherwise render it impassable at every change of the seasons, by 
heavy falls of rain or melting of the beds of snow, with which the 
country is frequently covered ; the commissioners beg leave to say, 
that, in a former rcpoit, they e.'^timated the expense of a road on tlrese 
grounds, when properly shaped, made and finished in the style of a 
stone-covered turnpike, at $6,000 per mile, exclusive of bridges over 
the principal streams on the way; and that with all the information 
they have since been able to collect, they luive no reason to make any 
altemtion in that estimate. 

The contracts authorized by. and which have been taken under 
the superintendence of the commissioner, Thonuis Moore (duplicates 
of which accompany this report), will show what has been undertaken 



I 



40 THE OLD PrKF,. 

ri'lutivc to tieariiig tlio titiil^ei- Hiid lirutih frain purt of tbc brcHilth nf 
the i-oad. The perform a nt-u of these eoiitracti* was in such forwanl- 
(ies8 on the l«t instant as leaves no iloiibt of their beiiij; completely 
fulfillefl by the tii'Ht of Muit-h. 

The conimiMHidiiei'H further Htiito. that, to aid them in the uxten- 
wion ot their i-onte. they ran and marked a Btraight line fmin the 
cniitHin^ place on the Afonoii^uhela. to Wheelinfj;, and hud profrreHsed 
twenty mik'M. with tlioir nsnul and neci'smiry lines of ttxpcrinu'iit, in 
iiMcerlainin^ the rthortewt and Ix'st connection of pmctical groundM, 
when the approach of winter and the Mhitrtm'SH of the days atfordcil 
no expectulion that they coidd complete the location wltlionl a nccd- 
k'SM cxpeiiHC in the aunt inclement season of the year. And, pn'siim- 
ing that the [MiNtponeincnt of the remainiiiy jiart till the ensuing 
spring? would prodiiec m> Oftiiy in Ihe business ot makinj; the itmd, 
they viei-o induced to ivtire from it tor the jircfent. 

The threat lenjjth of time already employetl in this luibiinesn. nmkes 
it pTOper for the commissioners to olicerve that, in order to conned 
the best graundM with that ciii'nnis|»ection which the imiKtiiancc of 
the duties confided to them demanded, it becanio indispensably neces- 
sary to rnn lines of exi>erinient and rcfeiviice In variouK directions, 
which exceed an average of tour times the distance located for the 
iMnte, am[ ihnt. throuffh a country so irivfiularly bi-oken, and ci-owdeil 
with very thitk iMhlcrwood in many places, the work has been founil 
so incalcniiibly teilicnis that, without an lulequate idea of Ihe difficulty, 
it is not easy to reconcile the delay. 

Jt is proper to niontiou that an imperious call from the ]>rivale 
concerns of Commissioner Joseph Kerr, compelled him to i-elnni home 
on the 2Slth of Xovemher, which will account for the want of his si;^' 
natniv to this report. 

All of which is, with dne deference, submitted, this 15lh day of 
.lannaiy. 18(18. KIJ WILLIAMS, 

THOMAS SlOOIiK. 

NoTK. — It will 1)0 observed that Keyscr's Rirljie, which is umpies- , 
liiniably the bijihcnt point on the road, is not mentioned by the eoni- 
missioners. This is, no doubt, because, at the dale of their iv[Hirl, 
ihc l..culitv rlid no! bear tlic name Keyscr's Hidjie, and was known us 
a peak of 'Nci,'n) nicnntuin. So<ili uIUt the luciititni of the road. one 
Keyser acipurcil the ]n'opci1y at the ridfje, and it took its name fn)m 
hin'i. It will alsi) be observed that the measurement of heights by 
the conimi.-wioners was made from ''a [joint ten feet above the surface 
of" low water in the Pol.nuac at Cumberland." A table of heights 
ijiven ill a suhsecpient chapter, the authority for which is not ascer- 
tainable, diffei-s fivnii that in the cominissionei-s" ivport, hut their 
iVjKirt must be accepted as accunite from their point of measurement. 
The other table refen-ed to. nive,* the heights above the Atlantic and 
above Cumberland, and endmu-es more hills than the connnissionei-s' 
report. 



CHAPTER VI. 



Albert GcUlaiiUj Secretary of the Tn^wniry, called up(m for Information rvi^j^ecthg the 
Fiiml Applicable to the Roa(U mentioned in the Ohio Ad minion Ad — JIi» 
Ref^mes, 

TENTH CONGRESS — FIRST SESSION. 
Communicated to the House of Representatives March 8, 1808. 

Treasury Department, March 3, 1808. 

Sir: In ariHwer to your letter of the 1st instant, I have the honor 
to state : 

1st. That the 5 per cent, reserved by the act of 30th April, 1802, 
on the^ net moneys received for public lands in the Slate of Ohio, sold 
since 1st July, 1802, has amounted to the following sums, viz : 

From let July, 1802, to 30th June, 1803 $ 0,220 00 

From Ist July, 1803, to 30th June, 1804 8,810 17 

From let Julv, 1804, to 30th June, 1805 i:{,994 30 

From 1st Julv, 18a5, to 30th June, 1800 31,442 20 

From Ist Julv, 1800, to 30th June, 1807 28,827 <)2 

From Ist July, 1807, to 3l8t December, 1807 (estimated) 15,000 00 

$104,2«)4 59 
And that the said 5 per cent, will hencefoHh probably amount to 
$30,000 a year. 

2d. That, of the $30,000 appropriated by act of 29th 3Iarch, 
1806, there has been expended, in laying out the Cumberland road 

from Cumberland to Brownsville, about $10,000 

That there nuiy be wanted to Complete the location, about . . 5,000 

$15,000 
3d. That contracts have been made for opening f)ne-half of the 
breadth of said road, which, as verbally informed by one of the com- 
missioners, will require about $3,000, leaving, probably, about $12,000 
of the appropriation for the further improvement of the road. 

4th. That the portion ot the road actually located and confirmed, 
no part of which exceeds an angle of five degrees, extends from the 
navigable waters of the Potomac, at Cumberland, to the navigable 
watei's of the Monongahela, at Brownsville (Red Stone Old Fort), and 
it is stated, though no official report has been nuide to me, at about 
seventy miles. 

5th. That that road can be considered as a national object only 
if completed as a turnpike, whereby all the flour and other produce 



I 



42 THE OLD PIKE. 

of the weetern adjacent countries may be brtiight to a market on the 
Atlantic sliorcfi; and the transportation of all the salt and other eom- 
moditieB and merchandise whatever, imported from the Atlantic porlw 
lo the western country generally, may be reduced probably one tiollai- 
]H'r cwt. 

And. Lastly, that the ex)>ehwe of completing; that part of the i-oad 
in snch manner, is estimated at 8400,000. 

I have the honor lo lie, renpecl fully, sir, your obedient servant. 
ALBERT GALLATIN. 
IIou. John Montgomery, of Maryland, Chairman, etc.. in Congress. 

(Committee Room, Dec. 22, 1808. 
Sir: The commitloe appointed on the message of the President, 
transmitting a re)>ort of the commissioners concerning a road fi-om 
CuniherlanO to (.)hio, have directed me to retpiest that you would 
cause to be laid before them such information us maj' bo in positession 
of the Treasury Department reBjjecting the fund applicable by law to 
" the laying out and making public roads leading fi-om the navigable 
watoi-B emptying into tlio Atlantic, to the Ohio." etc. (1) The uiiox- 
pended balance of the «30,000 appnipriated by the act nf the 29th of 
March, 1806 ; (2) The amount of moneys, exclusive of the above, now 
in the treasury, and in the bauds of the receiver of public moneys, 
applieahio to that ohject ; and (3) an estimate of the prohable amount 
of moneys that will accnie to the fund within the two succeeding 

I have the honor to he, very re,«pecl fully, sir. your obedient 
^c"'"nl- " JEREMIAH MORROW. 

Til the Hon. Secretary of the Treasury. 

TKNTH CONGRKSS — SfX-OSn SESSION. 
Cumberland Road. 

Conummicrtted to the House of Repftsentatives, February Hi, 1800. 
Tbeasuhy Department, Dec. 29, 1808. 

.SVr; In answer to your letter of the 22d instant, I have the honor 
to state, for the information of the committee: 

1st. That the unexpended balance of the appropriation, made 
hy the act of Man-h 29, 1806, for ojjening a road fi-om Cumberland, 
on the Potonmc, to the river Ohio, amounts to $16,075.15; part of 
which sum will probably be wanted in onler to complete the location 
and opening of the road. It is pi-ohahic that about 813.000 will re- 
main applicahle to making the road. 

2dly. That the total amount i^eceived, either at the freasurj-, or 
by the receivers of public monej's on account of roads, and oalculaleil 
at the rate of 5 per c-ent. of the net proceeds of the sales of lands in 
the State of Ohio, suhsctpient to the 30tli day of June, 1802. was, on 



THE OLD PIKE. 43 

the 30th day of September last $104,692 

leaving, if that mode of calculating be correct, and after de- 
ducting the sum appropriated by the above mentioned act. . 30,000 

a sum applicable to the road of $ 74,692 

in addition to the above mentioned unexpended balance of. . 16,075 

and making together a sum of $ 90,767 

But if the amount applicable to roads be calculated at the 
rate of 2 per cent, only, on the net proceeds of the sales of 
lands, this will, on the 30th of September last, have produced 

only $ 41,876 

from which, deducting the appropriation of 30,000 

leaves an unappropriated balance of $ 11, 876 

which, added to the unexpended balance of the appropriation 16,075 

makes an aggregate of only $ 27,951 

3dly. That the probable receipts on account of that fund may, for 
the two ensuing years, be estimated at $22,500 a year, if calculated at 
the rate of 5 per cent., and at $9,000 a year, if calculated at the rate 
of 2 per cent, on the sales of lands. 

I have the honor to be, respectfully, sir, your obedient servant, 

ALBERT GALLATIN. 
Hon. Jeremiah Morrow, Chairman of the Land Committee. 

P. S. — Amount of the 2 per cent, of the net proceeds of the lands 
within the State of Ohio : 

From let July, 1802, to 30th June, 1803, 2 per cent $ 2,400 00 

From 1st July, 1803, to 30th June, 1804, 2 per cent 3,524 06 

From 1st July, 1804, to 30th June, 1805, 2 per cent 5,597 72 

From let July, 1805, to 30th June, 1806, 2 per cent 11,248 55 

From Ist July, 1806, to 30th June, 1807, 2 per cent 9,120 75 

Fro'm let July, 1807, to 30th June, 1808, 2 per cent 9,iK)2 80 

Estimated July, 1808, to 31 st October, 1808, 2 per cent. 2,815 60 

Total $44,692 48 

The sum of $30,000 appropriated per act of 29th of March to be 
paid therefrom ; of which $13,924.85 seems to have been paid. 

A. G. 



CHAPTER VII. 



Tlic I.ijf of thf. Rood Tkrealfned by Ike Sperlre of a CoiiflUvliimn} Caril — Prefi- 
deid Mnni-oe Ve>oea a Bill for itt Prfxeri'oliwt atid Rejiair — Gmfrai Jacktmi 
Iiiu Mingiriiigii — Hoit. Andrew Sleivaii eonien lo the Renctif. 

fiipKCIAL MESSAGE. 
To thclfoiise of Jiepresentativcs : Mav 4, 1822. 

Hiiving duly considoi'od the bill, eiititlcil --An act for the preser- 
vation and repair of the Cumberland Road," it is witli deep rcgiTt 
(APPRoviNn, AS I DO, THE poi.icv), that I am compelled to ohjoct 
to itt) paH8ag;c, and to return the bill to the Houhc of Ueprcseiitativei^. 
hi which it originated, under a conviction that Congreiw do not pos- 
sess the jKHver, under the Constitution, to pass siich a law, A powei- 
to establish turnpikes, with gates and tolls, and to enforce the collec- 
tion of the tolls by penalties, implies a power to adopt and execute u 
complete system of intenml iniproveniouts. A right to inijKJw duties 
to be paid by all i)erHiiriH passing a certain road, and on liorseM and 
carriages, as is done by this bill, involves the right to take the land 
from the proprietor on a valuation, and to pass laws for the protection 
of the i-oud from injuries ; and if it exist, an to one road, it exists as to 
any other, and to as many roads a« Congress may think proper to 
establish. A right to legislate for one of these purposes, is a right to 
legislate for the otliera. It is a complete right of jurisdiction an<l 
sovereignty for ail the puriwsea of internal inipi-ovement. and "not 
merely the right of applying money under the power vested in Ciin- 
gres.t to make appi-opriatioiis (under wliich [Hnver, with the consent 
of the States through which the roa<l passes, the work was origiuaHy 
commenced, and has been so far executed). I am of opinion that 
Congress do not possess this power — that the States individmdiy 
cannot grant it ; for, although tlioy may assent to the appi'opriation 
of money within their limits for such purpom^H, they can grant no 
power of jurisdiction of sovereignty, by special compacts with the 
United States. This power can be granted only by an amendment 
to the Constitution, and in the niwle pres<'ribed by it. If the i>ower 
exist, it must he either because it has been ajx-cifically granted to the 
United Statew, or that it is incidental to some power, which has been 
specitically granted. If we examine the specific grant» of power, we 
do not find it among them, nor is it incidental to any power which 
has been specifically granted. It has never been contended that the 
l>ower was specifically gmnled. It is claimed only as being incidental 



THE OLD PIKE. 45 

to some one or more of the powei*8 which are specifically granted. 
The following are the powers from which it is said to be derived : 
(1) From the right to establish post offices and post roads ; (2) From 
the right to declare war ; (3) To regulate commerce ; (4) To pay the 
debts and provide for the common defence and general welfare ; (5) 
From the power to make all laws necessary and proper for carrying 
into execution all the powers vested by the Constitution in the gov- 
ernment of the United States, or in any department or officer thereof; 
(6) And lastly, from the power to dispose of and make all needful 
rules and regulations respecting the territory and other property of 
the United States. According to my judgment, it cannot be derived 
from either of these powei-s, nor from all of them united, and in con- 
sequence it does not exist. Having stated my objections to the bill, I 
should now cheerfully communicate at large the reasons on which 
they are founded, if I had time to reduce them to such form as to in- 
clude them in this paper. The advanced stage of the session renders 
that impossible. Having, at the commencement of my service in this 
high trust, considered it a duty to express the opinion that the United 
States do not possess the power in question, and to suggest for the 
consideration of Congress the propriety of recommending to the 
States an amendment to the Constitution, to vest the power in the 
United States, my attention has been often drawn to the subject since, 
in consequence whereof, I have occasionally committed my sentiments 
to paper respecting it. The form which this exposition has assumed 
is not such as I should have given it had it been intended for Con- 
gress, nor is it concluded. Nevertheless, as it contains my views on 
this subject, being one which I deem of very high importance, and 
which, in many of its bearings, has now become peculiarly urgent, I 
will communicate it to Congress, if in my power, in the course of the 
day, or certainly on Monday next. JAMES MONKOE. 

General Jackson, in his famous veto of the Maysville Eoad bill 
(May 27, 1830), refers to the Cumberland Eoad, and to the above 
message of President Monroe, in the following terms: 

'•In the administration of Mr. Jefferson we have two examples 
of the exercise of the right of appropriation, which, in the considera- 
tion that led to their adoption, and in their effects upon the public 
mind, have had a greater agency in marking the character of the 
power than any subsequent events. I allude to the payment of fifteen 
millions of dollars for the purchase of Louisiana, and to the original 

APPROPRIATION FOR THE CONSTRUCTION OP THE CUMBERLAND ROAD ; 

the latter act deriving much weight from the acquiescence and appro- 
bation of three of the most powerful of the original membei*s of the 
confederacy, expressed through their respective legislatures. Although 
the circumstances of the latter case may be such as to de])rive so 
much of it as relates to the actual construction of the road of the force 
of an obligatory exposition of the Constitution, it must nevertheless 
be admitted that so far as the mere appropriation of money is con- 

3« 



46 THE OLD PIKG. 

cerncd, they prcsont the principle in its most imposing aspect. No 
less than twenty -three different laws have been passed through all the 
forms of the Constitution, appropriating upwards of two millions and 
H half of dollars out of the national treasury in support of that im- 
provement, with the ajiprobation of every pi-esident of the United 
States, including my predecessor, since its commencement. The 
views of Mr. Monroe upon this subject were not left to inference. 
During his administration, a bill was passed through both houses of 
Congress, conferring the jurisdiction and prescribing the mode by 
which the federal government should exercise it in the case of the 
CuuBEKLAND RoAD. He retumcd it with objections to its passage, 
and in assigning them, took occasion to say that in the early stages 
of the government he had inclined to the construction that it had no 
right to expend money except in the performance of acts authorized 
by the other specific grants of power, accoi-ding to a strict construc- 
tion of them; but that on further reflection and obseiTation his 
mind had undergone a change ; that his opinion then was : ' that 
CongresH had an unlimited power to raise money, and that in its ap- 
propriation they have a discretionary power, restricted only by the 
duty to appropriate it to purposes of common defence and of general, 
not local, National, not State benefit;' and this was avowed to be the 
governing principle thi-ough the residue of his administration." 

On the 27th of January, 1829, the Hon. Andrew Stewart, of 
Pennsylvania, in a vigorous speech on the floor of Congress, repelled 
the pi-ojKHtition that the general government was lacking in power 
and authority to make and preser^'c the road, ft-om which the follow- 
ing extracts are taken : 

" Mr. 3tewait expressed his regret that gentlemen had deemed 
this a (it occasion to draw into discussion all the topics connected 
with the general power over the subject of internal improvements. 
If rei>eated decisions, and the uniform pi-actice of the government 
could settle any question, this, he thought, ought to bo regarded as 
settled. The foundation of this road (the National or Cumberland) 
was laid by a report made by Mr. Giles, the present Governor of 
Virginia, in 1802, and was sanctioned the next session by a similar 
report, made by another distinguished Vii-ginian (Mr. Bandolph), now 
a member of this House — it was the oftspring of Virginia, and he 
hoped she would not now abandon it as dicgitimate. Commenced 
under the administration of Mr. Jefferson, it had been sanctioned and 
prosecuted by every president, and by almost every Congress, for 
more than a quarter of a century. * * * * 

" Without i-oads and canals, of what avail was it to the people of 
the West to poH,se9s a country, abounding with all the essential ele- 
ments of wealth and prasperity — of what avail was it to have a 
countrj' abounding witli inexhaustible mines of coal and ore; to pos- 
sess a fruitful soil and abundant harvests, without the means of trans- 
porting them to the places where they were required for consumption? 
Without a market, the people of the West were left without a motive 




HON. ANDREW STEWART. 



THE OLD PIKK. 4 



►v 



for industry. By denying to this portion of the Union the advantages 
of internal improvements, you not only deprive them of all the ben- 
efits of governmental expenditures, but you also deprive them of the 
advantages which nature's God intended for them. Possessing the 
power, how, he asked, could any representative of the interior or 
western portions of this Union vote against a policy so essential to 
the prosperity of the people who sent him here to guard their rights, 
and advance their interests? * * * * 

^' The right of this government to construct such roads and 
canals as were necessary to carry into effect its mail, military, and 
commercial powers, was as clear" and undoubted as the right to build 
a post office, construct a fort, or erect a lighthouse. In every point 
of view the cases were precisely similar, and were sustained and jus- 
tified by the same power.'' * * * * 

The power, said Mr. S., ''to establish post offices and post roads," 
involves the power and duty of transporting the mail, and of employ- 
ing all the means necessary for this purpose. The simple question, 
then, was this: Are roads necessary to cany the mail? If they 
were, Congress had expressly the right to make them, and there was 
an end to the question. Roads were, he contended, not only neces- 
sary to carry into effect this power, but they were absolutely and in- 
dispensably necessary; you cannot get along without them, and yet 
we are gravel^' told that Congress have no right to make a mail road, 
or repair it when made ! That to do so would ruin the States and 
produce consolidation — ruin the States by constructing good roads 
for their use and benefit; produce consolidation by connecting the 
distant parts of the Union b}^ cheap and ra])id modes of inter-com- 
munication. If consolidation meant to confirm and perpetuate the 
Union, he would admit its application, but not otherwise. But we 
are told that the States will make roads to carry the mails. This was 
begging the question. If the States would nuike all the roads re- 
quired to carry into effect our powei*s, very well ; but if they did not, 
then we may Undoubtedly make them ourselves. But it was never 
«lesigne<l by the framers of the Constitution that this government 
should be dependent on the States for the means of executing its 
powers : '* its means were adeciuate to its ends." This principle was 
distinctly and unanimously laid down by the Supreme Court in the 
case already referred to: '^ No trace," says the Chief Justice, ''is to 
be found in the Constitution of an intention to create a dependence of 
the government of the Union on the States for the execution of the 
powers assigned to it — its means are adequate to its ends. To im- 
pose on it the necessity of resorting to means it cannot control, which 
another government may furnish or withhold, would render its course 
precarious, the result of its measures uncertain, and create a depend- 
ence on other governments, which might disappoint the most im- 
portant designs, and is incompatible with the language of the Consti- 
tution." And this was in perfect harmony with the constant and 
uniform practice of the government. * * * 



40 THE ULU I'IKK. 

Mr. H. begged gentlemen to turn their utteiilioii fur a muDieut to 
the statute book, and see what the practice of the government had 
been ; what had been already done by Congress in virtue of this 
powerof'- establishing post offices and post roads." In 1825 an act had 
been passed, without a word of objection, which wont infinitely further 
than the bill under consideration. His colleague (Mr. Buchanan) 
was then a member of this House, and, no doubt, voted for it. His 
eloquence was then mute — wo heard nothing about States rights, 
spectres, and sedition laws. This bill, regulating the post office es- 
tablishment, not only created some thirty or forty highly penal offences, 
extending not only over the Cumberland Boad, but over every other 
road in the United States, punishing with severest sanctions, even to 
the taking away the liberty and the lives of the citizens of the States, 
and requiring the State courts to take cogiiiaancc of these oftenCes 
and inflict these punishments. This was not all: this act not only 
extended over all the mail roads, hut hU other roads running parallel 
with them, on which all pei-sons are prohibited, under a penalty of 
fifty dollars, fi-om carrying letters in stages or other vehicles perform- 
ing regular trips ; and authorizing, too, the seizure and sale of any 
proiwrty found in them (or the payment of the fines. The same 
regulations applied to Iwats and vessels {Missing fi-oin one town to 
another.' (Jom|)arv that bill with the one under debate. This bill 
had two or thi-oe trifling penalties of ten dollars, and was confined to 
one i-oad of about one hundred and fifty miles in extent, made by the 
United Slates, while the other act, with all its fines and forfeitures, 
pains and penalties, extended not only to all the mail roads in th« 
[Tnitod States, but also to all parallel roads ; yet no c<miplaint was 
then heaitl about the constitutionality of this law, or the dreadful 
consequences of carrj-ing the citizens hundreds of miles to be tried. 
Under it no difficulties had ever been experienced, and no complaint 
had ever been heard. There had been no occasitm for appointing 
United Stales Justices and creating federal courts to carry this law 
into effect, about which thci-e was so much dcclannUion on this occasion : 
this wa.«i truly choking at gnats and swallowing cainelf. To take 
away lifr by virtiie of the post office })ower for iiihliing the mail, is 
nothing; Imt lo impost.' a fine of ten dollars for wilfully destroying a 
road which has cost the governmeni a million of dollars, is a di-cadful 
violation of State rights I An uuheani of usurpation, woi-se than the 
sedition law ; and went further towards a dissolution of the Union 
than any other act ot the government. Such were the declarations 
of his colleague; he hopeil he would be able to give some reason for 
thus denouncing this hill, after voting for the act of 1825, which car- 
ried this saiiK' ]iower a hundred times further than this bill. lK>th as 
regards the llieativ of its operations, and the extent of its ))untsli- 

Haviiig thus eRitablished, and, as he though!, conclusively, the 
right to construct roads and canals (or mail and military purposes, he 
came next to say a few woi-d." on the subject of those which ai-pcr- 



THE OLD PIKE. * 49 

taincd to the express power of " regulating eoramerce with foreign 
nations and among the several States.'' This power carried with it, as 
a necessary incident, the right to construct commercial roads and 
canals. From this grant Congress derived exactly the same power to 
make roads and canals that it did sea-walls, light-houses, buoys, bea- 
cons, etc, along the seaboard. If the power existed over the one it 
existed over the other in every point of view ; the cases were pre- 
cisely parallel ; it was impossible to draw a distinction betw^een them. 
This power was essential to every government — there was no govern- 
ment under the sun without it. All writers on national law^ and 
political economy considered the right lo construct roads and canals 
as belonging to the commercial power of all governments. * * * 

There were great arteries of communication between distant 
divisions of this extensive empire, passing through many States or 
bordering upon them, which the States never could and never would 
make. These works were emphatically national, and ought to be ac- 
complished by national means^ 

He instanced the road now under consideration — it passed 
through Maryland, Pennsylvania and Virginia, yet neither of these 
States would have given a dollar to make it. It passed mostly through 
mountainous and uninhabited regions. He adverted to the Potomac, 
Ohio, and Mississippi rivers. Important as these were to all the 
States, yet they were the internal concerns of none — they were mere 
boundaries to which the States would give nothing, while they had 
so many objects. exclusively internal requiring all their means. For 
these reasons he was utterly opposed to the project of dividing the 
surplus revenue of the general government among the several States; 
this would be to surrender the national means which the people had 
confided to this purpose to mere local and sectional objects, while those 
truly national would remain forever unprovided for. He did not 
claim for this government the power to make roads and canals for all 
pur])ose8. The powers of this government and of the States were 
distinct and well defined. To the national government belonged, 
under the Constitution, the power of making national roads and canals 
for national purposes. To the States belonged the power of provid- 
ing for state and local objects. The roads and canals projected and 
executed by the States and private companies wore often highly im- 
portant in a national point of view; and to such, in his opinion, this 
government ought always to afford aid in a proportion corresponding 
with the interest the nation had in their accomplishment. When in- 
dividuals were willing to go before and vest millions of their private 
funds in works strictly and truly national, connecting the remote sec- 
tions of the Union together (of which we had two distinct examples, 
one in this district and the other in a neighboring city, Baltimore), 
could this government, charged with the care and guardianship of all 
the great interests of the nation, look on with cold indifference? Was 
it not our duty to lend a helping hand to encourage, to cheer, ancl to 
sustain them in 4heir noble and patriotic ettorts? ^' -'- '«- ^^ 



60 THE ULD I'lKE. 

Mr. Stewart suJd he would uow pt-oteed to answer, ae briefly as 
possible, some leading arguments urged by gentlemen in opposition 
to tlie bill under consideration. His colleague (Mr. Buchanan) had 
said that this bill proposed a greater stretch of power than the sedition 
law. This was an argument -'ad captandum rulgus." He would not 
do his colleague the injustice to su))posc that he was so ignorant of the 
Constitution of his country as seriously to address such an argument 
to the underslanding of this House. The bill under consideration 
was necessary to carrj- into eflfect the expi-ess i>ower of transporting 
the mail. What power of this government was the sedition law 
intended to Carry into eftect? None. It was therefoi-e not only 
clearly unconstitutional on this gi-oiind, but it went directly to abridge 
the freedom of the press, and, of coui-sc, was a plain and palpable 
violation of that provision in the Constitution, which declares that 
"Congress shall make no law abridging the freedom of speech or of 
ihe press." Kow, if his colleague could show any provision in the 
Constitution in the slightest degree impugning the right of OongrcsH 
to pass this kill, then he might have some excuse ibr otTering such an 
argument, otherwise he had none. Tlic gentleman had, in a very 
labored eflbrt, endeavored to prove that this government had no kind 
of jurisdiction or control whatevei" over this road. Yet his own 
amendment recognized the existence of the very power which he 
denies. By his amendment he pro]K»8es what? That this govern- 
ment shall cede the roads to the States, with the power to erect gates 
and collect as much toll us was necessary to keep it in rejjair. But 
his whole argument went to prove that Congress did not iKwsess the 
very power which his amendment assumed and pro]>08i.'d to tin' 
■States. The gentleman's amendment, and his speech therefore, were iit 
open war with each other, and would perhaps both ]>erish in the con- 
flict. Cortuiuly, both could not survive — one or the other musi fnll. 

The gentleman, proceeding in his argument, had assumed prem- 
ises which nobody would admit, and then, with an air of great tri- 
umph, ho drew conclusions which even his own premises ivunld nul 
support. Ho takes for giimled that this governmeul. with all iIk 
mail, military, and commereial powei-s, has no more right to make :i 
road to carry these powei-s into eft'cet, through ii State, than any in- 
<lividual possessing nono of these powei-a would Imve. Thus, having 
assumed what was utterly inadmissible, he triumphantly inquires 
whether an individual, having obtained leave to make a road through 
another's land, could put up gates and exact toll? The gentleman 
says, surely not. But he said, surely yes, unless expressly ]»rohibited 
by the contract. Suppose, by perrais.sion, I build a mill, said Mr. S.. 
upon that gentleman's estate, and construct a bridge and turn|)ike 
i-oad to get to it, have not I as much right to demand toll at the 
bridge as at the mill? Most undoubtedly; so that the gentleman's 
premises and his conclusions were alike fallacious and unsound. This 
position had been taken by both the gentlemen from Virginia (Mr. 
Hurhoiu' and Mr. Archer), to whom he would make the siime reply. 



THE OLD PIKE. 51 

A most extraordinary argument had been advanced against railitaiy 
roads : the public enemy may get possession of them in war ! ! Was 
it possible that an American statesman could, at this time of day, urge 
such an argument ? It might be addressed to a set of timid savages, 
secure in the midst of the wilderness. The enemy get possession of 
our roads, and therefore not make them ! Such cowardly arguments 
would deprive us of every possible means of defence. The enemy, it 
might be said with equal propriety, may get our ships, our forts, our 
cannon, our soldiers, and therefore we ought not to provide them. 
What would the brave freemen of this country say to the men who 
would deny them roads to travel on, lest the enemy might take them 
from us in war? They would reply, with Spartan magnanimity, 
'* Let them come and take them." * * * 

A great deal has been said on the subject of jurisdiction ; that, if 
it existed at all, it must be exclusive ; that it could not attach to soil, 
and much metaphysical refinement of this sort, which had little to do 
with the subject. On this point, the only sound and practical rule 
was, that this government had a right to assume such jurisdiction 
over their roads as was necessary for their preservation and repair by 
such means as should be deemed most expedient, leaving everything 
beyond that to the vStates. Thus far the Constitution declared the 
legislation of Congress to be *'the supreme law of the land, anything 
in the constitution and laws of any State to the contrary nothwith- 
standing." This left to the laws of the States, the right to punish 
all oflfences and other acts committed upon the road, in the same 
manner as though they had occurred in any other part of their teri'i- 
tory. Such had beein the uniform practice of the government in exe- 
cuting all its powers up to the present time, and no complaint had 
ever been made or inconvenience experienced. 

It has been universally conceded on all hands in this debate, that 
the consent of the States could not confer any jurisdiction oi* powers 
on this government beyond what it had derived from the Constitu- 
tion. This was too clear a proposition to admit of doubt. Yet the 
names of Jeffei'son, Madison, Monroe, and Gallatin, were introduced 
and relied on. Did gentlemen forget that Mr. Gallatin was the very 
first man that ever suggested the plan for making the Cumberland 
road, and that it had been sanctioned and actually constructed under 
the administrations of Jefferson, Madison, and Monroe? Their opin- 
ions were thus reduced to practice, which was the best evidence in 
the world — "By their fruits shall ye know them." 



CIlAl'TER VIII. 



SfiiU' Authorilij prn-aUn — Tk( Road mrrriiilfi-td by Ct/iigiyim — The .rrdiuii </ Tvll 
Galtt aiiOiorizid — Commimoiitrt appoiiiled bi/ llu Stalet to recfire the Road ^ 
They uTangU orer ill bad condition, and demand thai il be put in thorough 
repair by Cutigref, be/ore llie Strtlee mill acopi It — Old atui familiar iiaineg of 
tite Cummimonen — The Road accepted by ihe Stale*. 

At tho HtiHsioii of the yeiii' 1831, the PeiiiiMylvania Li'gisluture 
IMiHrted a bill, which was appi-oved April 4th, of that year, by George 
Wolf, governor, the preamble to, and the firtit, and part of the second, 
and all of the tenth sections of which read as follows: 

■• Whereas, that (Mirt of tlie Cumberland Boa<l lying within the 
Stale of Pennsylvania is in ni(tny parts in bad condition for want of 
repairs, and as doubts have been entertained whether the United 
States have authority to erect toll gates on said road, and collect toll; 
and as a large proportion of the people of this commonwealth are in- 
terested in said road, and its constant continuance and pi-eser\-ation ; 
the i-e fore, 

Section 1. Be it enacted iiy the Senate and House of Jlcpresenta- 
ttves of the commoii>re<ilth of Pennsylv'tnid, in general assembly met, and 
it is hereby enarted by authority of the same; That as soon as the eon- 
sent of tho government of the United States shall have been obtained, 
as hei-einafler provided, William F. Coplan, David Downer, of Fay- 
ette county, Stephen Hill, Benjamin Anderson, of Washington 
eounty, and Thomas Kndsley, of Smithlield, Somerset county, shall 
he, and they are hereby appointe<l commiasionors, a majority of whom 
shall be sufficient to transact business, who shall hold their offices for 
three years after the passage of this act , after which t he right of api>oinI- 
iiigBaidf^minissionerBshallvcst in tho governor oi this commonwealth, 
to build toll houses, and erect toll gales at suitable distances on so 
much of the Cumberland Road as lies within the State of Pennsylva- 
nia; Proc/i't'rf, that if anyone or moi-e of the commissioners should 
die, resign, or i-efuse to serve, the Governor shall appoint one or more 
olher commissioiiei's to till the vacancies so happening ; And provided, 
tilso. that nothing herein contained shall he construed to prevent the 
Governor tnmi n>-api)ointing the comniissionci-s named in this act, if 
he thinks pi-opei\ 

Sec. 2. Thai for the pnrjwse of kce|)iiig so much of the siiid i-oad 
in re)>aira8 lies within the State of Pennsj'lvania, and piyingthe ex- 
pense of collection and olher incidental exjicii4es, the commissioners 



THE OLD PIKE. 53 

shall cause to be erected on so much of the road as passes within this 
State at least six gates, and that as soon as said gates and toll -houses 
shall be erected, it shall be the duty of the toll collectors, and they are 
hereby required to demand and receive for passing the said gates, the 
tolls hereafter mentioned ; and they may stop any person riding, lead- 
ing or driving any horaes, cattle, sulky, chair, pha>ton, cart, chaise, 
wagon, sleigh, sled or other carriage of burden or pleasure from pass- 
ing through the said gates, until they shall respectively have paid for 
passing the same, that is to say: (Here follow the rates). 

Sec. 10. That this act shall not have any force or effect, until 
the Congress of the United States shall assent to the same, and until 
so much of the said road as passes through the State of Pennsylvania, 
be first put in a good state of repair, and an appropriation made by 
Congress for erecting toll-houses and toll-gates thereon, to be expended 
under the authority of the commissioners appointed by this act : Pro- 
vided, The legislature of this State may at any future session thereof, 
change, alter or amend this act, provided that the same shall not be 
so altered or amended, as to reduce or increase the rates of toll hereby 
established, below or above a sum necessary to defray the expenses in- 
cident to the preservation and repair of said road, for the payment of 
the fees or salaries of the commissioners, the collectors of tolls, and 
other agents. And provided further. That no change, alteration, or 
amendment, shall ever be adopted, that will in any wise defeat or 
affect, the true intent and meaning of this act. 

Ohio was a little in advance of Pennsylvania in accepting the 
road, and less exacting in her terms. The legislature of that State, on 
the 4th of Tebruary, 1831, passed an act authorizing the acceptance, 
without requiring that the road should be put in repair as a condition 
precedent. On the 23d of January, 1832, Maryland, by an act of hei- 
legislature, agreed to accept the road upon the same condition required 
1)3' Pennsylvania, and on the Tth of Februar}', 1832, Virginia accepted 
in an act simihir to that of Ohio. On the 3d of July, 1832, Congress 
declared it« assent to the above mentioned laws of Pennsylvania and 
Maiyland in these words: ^-To which acts the assent of the Unitecl 
States is hereby given, to remain in force during the pleasure of Con- 
gress," and on the 2d of March. 1833. assented to the act of Virginia 
with a similar limitation. 

January 19, 1835. 

REFERRED TO THE COMMITTEE OF THE WHOLE HOUSE, TO 

WHICH IS COMMITTED BILL No. 22L 

To the Senate and House of Repre.'^entatives of the United State.'^ in 
Congress assembled : 

The undersigned beg leave to represent that they have been ap- 
]K)inted commissioners, under the act of the Legislature of Pennsylva- 
nia, to accept from the general government so much of the Cumber- 
land Eoad as lies within tlie limits of that State, and erect toll gates 



54 THE OLD PIKE. 

as soon as it is put in such a state of repair as is required by the pro- 
visions of that act. That they have every disposition to relieve the 
government from the burden of the road, so soon as they can feel 
themselves justified, under the law, in doing so ; but they beg leave 
to respectfully represent that the road has not yet been put in that 
condition that would enable them to accept of it. 

On some parts no more than six inches, and west of the Monon- 
gahela river, three inches only of metal have been put upon it, and it 
is apparent that this will be totally insufficient to preserve it under 
the heavy travel upon that road. Besides, the bridges throughout 
the whole road remain untouched. Under these circumstances, it is 
impossible for us, in the discharge of our dut}^ to accept of it; and 
we would most earnestly but respectfully urge upon Congress the 
propriety of making such an appropriation as will complete the re- 
pairs in a substantial manner, as required by the act of our own leg- 
islature. We will not undertake to prescribe the amount which may 
be necessary; but, to satisfy your honorable bodies that we are dis- 
posed to go as far as the faithful discharge of our duty will permit, 
we hereby' pledge ourselves, so soon as Congress shall make an appro- 
priation of so much money as may be estimated by the department 
as necessary for that purpose, to accept of the road, and have toll 
gates erected without delay. We, therefore, beg leave most respect- 
fully to submit to the wisdom of your honorable bodies to determine 
whether it will be better to make the necessary appropriation to jus- 
tify us in accepting the road, and relieving the government from all 
future charge, or to keep it in its present state, subject to annual ap- 
propriations for its preservation, as heretofore. 

THO. ENDSLEY. 
STEPHEN HILL. 
DAVID DOWNER. 
WILLIAM F. COPLAN. 
January 7, 1835. BENJAMIN ANDERSON. 

To the Honorable the Senate and House of Representatives of the United 
States in Congress assembled: 

The undersigned beg leave to represent that they have been 
appointed commissioners, under the act of Assembly of the State of 
Maryland, to report to the Governor and Council of said State when 
that part of the Cumberland Road which lies within the limits of said 
State shall have been put in that state of repair contemplated by the 
act of Congress, and the act of Assembly of the State of Maryland, 
agreeing to receive the road and to keep it in repair; that they will 
with great pleasure report the road to the Governor and Council the 
moment they can with propriety do so. And they beg leave to rep- 
resent that they feel authorized to say that the Governor and Council 
will, with great pleasure, authorize them to receive the road whenever 
it shall be put in that condition which would justify the State in ac- 
cepting it. They further represent that the road has not yet been 



THE OLD PIKE. 55 

put in that condition that would justify them in advising the State 
to receive it. On some parts of the road no more than three and a 
half inches of metal has been put, and it is evident that this covering 
will be totally insufficient to preserve it in a fit state for use under the 
heav}^ travel which is constantly passing over it. The bridges also, 
throughout the whole distance, remain in a ruinous and dilapidated 
condition. They further respectfully represent that the new location 
from Cumberland, through the narrows of Wills creek and along Brad- 
dock *s run, a distance of upwards of six miles, has had but three and 
a half inches of metal upon it ; and the bridge over Wills creek and 
the bridges over Braddock's run were to be permanent stone struc- 
tures, by the act of Assembl}^ of Maryland, authorizing the President 
to change the location of the road. The undersigned are also ad- 
vised that it is contemplated by the superintendent to put up wooden 
structures for bridges, in lieu of the stone bridges required by the act 
of Assembly of Maryland, authonzing the change in the location of 
the road, winch would be in direct violation of that act. They further 
represent that the floors of wooden bridges must be removed every 
two or three years, and the whole structure of the bridges themselves 
must be built every twenty or twenty-five years. 

Under these circumstances it would be impossible for the under- 
signed, in the discharge of their duty, to recommend to the State the 
acceptance of the road. And they would most earnestly but respect- 
fully urge upon Congress the propriety of making such an appropri- 
ation as will be sufficient to complete the repairs on the old road, and 
to finish the new location in a substantial manner, as contemplated 
and required by the act of the Legislature of Maryland. The under- 
signed will not undertake to prescribe the sum which may bo neces- 
sary for this purpose ; but, to satisfy your honorable bodies that they 
are disposed to go as far as the faithful discharge of their duty will 
])ermit, they hereby pledge themselves that so soon as Congress shall 
make an appropriation of so much money as may be estimated by the 
department as necessary for the completion of the repairs of the old 
road, and the finishing of the road on the new location, together with 
the construction of permanent stone bridges, they will forthwith re- 
port to the Governor and Council the state of the road, and recom- 
mend that the State receive such part of the road as may be com- 
pleted, and to collect tolls on it to keep it in repair, thereby relieving 
the United States from any further expense for repairs on such part. 
They further beg leave most respectfully to submit to the wisdom of 
your honorable bodies to determine whether it will be better to make 
the neces.sary appropriation to enable them to recommend the road as 
in a fit condition to be received by the State, and thus relieve the 
government from any further burden, or to let it remain in its pres- 
ent state, subject to appropriations for its preservation, as heretofore 

JOHN HOYE, 
MESHECK FKOST, 

Commissioners of the State of Marylawd. 



56 



THE OLD PIKE. 



On April 1, 1835, Pennsylvania accepted the road in the follow- 
ing bnef terms, embodied in the third section of an act of her legislature 
of that date : " The surrender by the United States of so much of the 
Cumberland Road as lie^ within the State of Pennsylvania is hereby 
accepted by this State, and the commissionei's to be appointed under 
this act are authorized to erect toll gates on the whole or any part of 
said road, at such time as they may deem it expedient to do so." 

Maryland, Virginia, and Ohio also accepted the road, and thence- 
forth it was. and remains under the control of the several States 
through which it passes. 



CHAPTER IX. 



Plan of Repairs — Tlie Macadam Stfi^tem adopted — Mr. Stockton offers hw sen ices — 
Capi. Delafield made Superintendent — The Road in a hid condition — Permis- 
sion asked to deviate from instmctionSy and refused — Capt. Giesetj lifted the old 
road bed indiscriminately — First defects to he remedied — Lieut, Mansfield at 
Uniontown — Plan emphcmzed in notices for contracts — Free passage for water 
a first consideration. 

Engineer Department, 

Washington, July 23, 1832. 

Lt. J. K. F. Mansfield^ Corps of Engineers: 

Sir: By direction of the Secretary of War, you have been as- 
nigned, temporarily, to the superintendence of the repairs of the 
Cumberland Road east of the Ohio river ; and in the discharge of 
your duties in this capacity, you will be governed by the following 
instructions : 

1st. Respecting the parts to be repaired. The extreme limits 
within which your operations will be confined are, the point of inter- 
section of the road with the western boundary line of the State of 
Pennsylvania, and Cumberland, in the State of Maryland; the divid- 
ing line between these vStates will be considered a« dividing the line 
of the road to be repaired into two divisions, and the division within 
the State of Pennsylvania will be subdivided into six equal sections, 
and that within the State of Maryland, into two ; then, having made 
a thorough examination of each of these sections, with a view to make 
3'oui*self acquainted with their exact condition, you will classify them 
in the order of their condition, placing the worst first, the next worst 
second, and so on, making the best the last. You will then make an 
estimate for the repairs of each of these sections, to ascertain how far 
the appropriation, which is one hundred and fifty thousand dollars, 
will go toward repairing the whole road. Separate contracts will 
then be made for executing the repairs, commencing with No. 1, and 
passing regularly through the sections, as classified, to the best sec- 
tion ; and these repairs will be prosecuted with as much despatch as 
the nature of the case will allow. Should vou deem it advisable, in 
letting out these sections, to retain any portion of them which may 
seem to require but slight repairs, and which repairs could be ex- 
ecuted with greater economy by having overseers and laborers to act 
under your immediate direction, you are at liberty to do so, bearing 
in mind, how^ever, that whenever the repaii^s of the road can be made 

(57) 



58 THE OLD PIKE. 

with equal economy, it is the wish of the department that they should 
be made by contract. As soon as one or more of these sections are 
finished, you will notify the commissioners appointed to receive this 
road by the laws of Pennsylvania and Maryland, api)roved, that of 
the former on the 4th day of April, 1831, and that of the latter on 
the 4th day of January, 1832, that these sections are ready to be 
turned over to the State, and you will accordingly turn them over. 

2d. Respecting the mode of repairs. In order to insure efficient 
and permanent repairs, they are to be made on that which is called 
the Macadam system ; that is to say, the pavement of the old road 
must be entirely broken up, and the stones removed from the road ; 
the bed of which must then be raked smooth, and made nearly flat, 
having a rise of not more than three inches from the side to the 
center, in a road thirty feet wide ; the ditches on each side of the 
road, and the drains leading from them, are to be so constructed that 
the water cannot stand at a higher level than that which is eighteen 
inches below the lowest i)art of the surface of the road; and, in all 
cases, when it is practicable, the drains should be adjusted in such 
a manner as to lead the water entirely from the side ditches. The 
culverts are to be cleared out, and so adjusted as to allow the free 
passage of all water that may tend to cross the road. 

Having thus formed the bed of the road, cleaned out the ditches 
and culverts, and adjusted the side drains, the stone, reduced to a size 
not exceeding four ounces in weight, must be spread on with shovels, 
and raked smooth. The old material should be used only when it is 
of sufficient hardness, and no clay or sand must be mixed with the 
stone. 

In replacing the covering 6f stone, it will be found best to lay it 
on in strata of about three inches thick, admitting the travel for a 
short interval on each layer, and interposing such obstructions from 
time to time as will insure an equal travel over every portion of the 
road ; taking care to keep persons in constant attendance to rake the 
surface when it becomes uneven by the action of the wheels of car- 
riages. In those parts of the road, if any, where materials of good 
quality cannot be obtained from the road in sufficient quantity to 
afford a course of six inches, new stone must be procured to make up 
the deficiency to that thickness; but it is unnecessary, in any part, 
to put on a covering of more than nine inches. None but limestone, 
flint or granite, should be used for the covering, if practicable: and 
no covering should be placed u])on the bed of the road till it has be- 
come well comj)acted and thoroughly dried. At proper intervals, on 
the slopes of hills, drains or paved catch -waters must be made across 
the road, when the cost of constructing culverts would render their 
use inexpedient. These catch-waters must be nnide with a gradual 
curvature, so as to give no jolts to the wheels of carriages passing 
over them ; but whenever the expense will justify the introduction 
of culverts, they will be used in preference; and in all cases where 
the water crosses the road, either in catch-waters or under culverts. 



THE OLD PIKE. 59 

sufficient pavements and overfalls must be constructed to provide 
against the possibility of the road or banks being washed away by it. 

The masonry of the bridges, culverts, and side walls, must be re- 
paired, when it may be required, in a substantial manner, and care 
must be taken that the mortar used be of good quality, without ad- 
mixture of raw clay. All the masonry to be well pointed with hy- 
draulic mortar, and in no-case must the pointing be put on after the 
middle of October; all masonry finished after this time will be well 
covered, and pointed early in the following spring. Care must be 
taken, also, to provide means for carrying off the water from the 
bases of walls, to prevent the action of frost on their fotindations; 
and it is highly important that all foundations in masonry should be 
well pointed with hydraulic mortar to a depth of eighteen inches be- 
low the surface of the ground. 

As the law^s on the subject of this road do not seem to justify a 
deviation from the original location, you will bo careful to confine 
your operations to the road as you find it located ; but, as it is be- 
lieved that its axis may be dropped without adding much to the ex- 
pense in those places where its inclination with the horizon exceeds 
four degi'ees, you are authorized, under the exercise of a sound dis- 
cretion, to make this change. 

In making your contracts, it must be understood that you are to 
have the genenil supervision of their execution, and that it will be 
your duty to see that all labor and materials ( provided for by them) 
be applied in the most faithful and substantial manner. These con- 
tracts must provide in their specifications for all the work that can 
be anticipated, and should it happen that additional stipulations are 
aft^jrwards found to be necessary for either workmanship or supplies 
not originally provided for, the facts must be reported to this depart- 
ment, and, with its approbation, if obtained, new contracts will be 
made for the additional services and supplies requii*ed ; and it must 
be distinctly understood by the contractors that no payment will be 
made for work not provided for by their contracts. 

Mr. L.W. Stockton, of Uniontown, has been engaged on this road 
and is intimately acquainted with every part of it, as w'cU as with the 
adjacent country ; and, as he has offered his services, you would do 
well to call upon him and avail youi*self of them in any capacity that 
may seem to you best. 

As soon as it can be done, a drawing of the whole road, with de- 
tails of construction, will be forwarded, to be filed in this office. 

You will take up your headquarters at any point on the road 
where your services may appear to you to be most needed ; and, as 
soon as you shall have completed such an examination of the road as 
will place you in possession of the information necessary to draw up 
the specifications to your contracts, you will invite proposals for those 
contracts through the public prints. These contracts will be closed 
with as little delay as the interest of the road will allow, when the 
work will be commenced, and the contracts, together with the proper 



60 THE OLD PIKK. 

estimates, forwarded to this office. For the niode of making these 
estimates, keeping your accounts, and conducting your corre8]K)ndence 
with this office, 3'ou are referred to the regulations of the Engineer 
Department. 

Captain Delafield has been assigned to the permanent superin- 
tendence of the repairs of this road, and has been directed to join 
3'ou on or before the 1st of October next. You will, therefore, imme- 
diately on his arrival, turn over to him these instructions, together 
with all the papers and public property that may be in your ])osses- 
sion relating to the road. As soon as you shall have completed the 
necessary examinations on the road, you will commence and continue 
the repairs simultaneously in both States. 

You will make application for such instruments and funds as 
may appear necessary to enable you to execute the foregoing instruc- 
tions. I am, Ac, 

C. GRATIOT, 

Brigadier General. 



ClMMEKLAND, Md., AllgUst 1, 1832. 

Sir: I have this evening returned from a general reconnoissance 
of the road in this State. I tind the road in a shocking condition, and 
every rod of it will require great repair ; some of it is now almost 
impassable. I purpose leaving here to-morrow, on a particular 
measurement and survey of the road as it is, and the requisites to put 
it in complete repair. 

The object of this communication is to request to be permitted 
to deviate, according to circumstances, fi'om so much of my instriu-- 
tions as requires the old bed in all cases to be lifted, and the rise in 
the middle three inches ; for there are j)arts of the road where the top 
of the old bed is full low, and where it will be more expensive, and 
less firm, to remove the old bed and fill in with earth, than to bring 
stone and Macadamize on the top of the old bed to the thickness of 
nine inches; and there are cases on the sides of the mountains where 
a greater rise than three inches, such, for instance, as some parts of it 
now have, which is more advantageous than a less one to confine the 
water to the guttei*s in cases of torrents, and thereby preventing a 
general sweep over the whole road, which would carry oil' the smallest 
stuff of a Macadamized road. 

The repaii'S made by Mr. Giesey, about two years since, Jiave the 
radical fault resulting from having lifted the old road indiscriminately, 
and not giving sufficient rise to the center for a mountainous country. 

I have the honor to be, sir. 

Very respectfully, your most obedient, 

J. K. F. MANSFIELD, 

Lieut, of Engineers. 
Gen. Chas. Gratiot. Chief ilngineor. 



the old pike. 61 

Engineer Department, 

Washington, August 9, 1832. 

Sir: Your letter of the Ist irtstaiii, requesting permission to de- 
viate, according to circumstances, from so much of the instructions 
of the department to you, on the subject of the repairs of the Cum- 
berland Road, as requires the old road in all cases to be lifted, and 
the rise in the middle to be made three inches, has been under con- 
sideration, and I have to inform you that this permission cannot be 
granted. 

In withholding the sanction of the department to any deviation 
from the prominent features of your instructions on the subject of 
these repairs, it may, perhaps, be proper to state, for your informa- 
tion, the views of the department on this subject. 

By refeiTing to the report of Mr. Weaver, a printed copy of 
which you have in your possession^ who made an examination of the 
Cumberland Road in 1827, you will perceive that the mode of con- 
structing it was that of digging a trench, or of sinking the bed of the 
road below the natuml surface of the ground ; that this trench was 
tilled with large stones, and that these were covered \vith stones a 
size smaller, and so on. By this construction, it was intended that 
the weight of the carriages passing over the road should be supported 
by the large stones, and that the smaller stones were only intended 
to present an even surface for the easy passage of vehicles over it. 
The great objections to this construction are, that the bed being lower 
than the surface of the ground on each side, the ditches can hardly 
ever be sunk sufficiently deep to interce])t the passage of water from 
the ground adjacent to the road to the ditch or trench in Avhich the 
road is made ; this water, by keeping the bed constantly wet, would 
cause the heavy stones of the fii'st layer to sink into the ground, and 
thus break up the surface of the roa<^l, and allow the free passage of 
water through the covering itself. In the winter, the frost acting 
upon the bed, rendered wet by the free passage of water to it in every 
direction, would heave the stones to such a degree that the road in a 
little time would be perfectly impassable ; and if any evidence, in 
addition to that presented by the testimony of the most experienced 
and approved road builders, were necessary to convince the depart- 
ment that the present dilapidated state of the road under your 
charge is owing entirely to the operation of the causes above alluded 
to, it is believed that that evidence is found in the report made by 
Capt. Delafield, who inspected the repairs of this road made by Mr. 
Giesey. By pureuing the course suggested in your letter, it is be- 
lieved that these objections and difficulties would still obtain, and that 
in a little time, however faithfully the repairs might be made on the 
top of the large stones, the road would be in as bad order as it is at 
present, since the great cause of these evils would remain, viz. : that 
of having the bed which supports the stones, and which in fact should 

4 



62 THE OLD PIKE. 

be the real support of the traffic on the road, h)wer than the neigh- 
boring ground. 

It is the intention of the department that the defects of the first 
construction of the road shall be remedied in its repair, and as it is be- 
lieved that the adoption, as nearly as practicable, of the Macadam 
system, in all its im])ortant features, presents the only means of 
effecting this remedy, and as this system forms the basis of your in- 
structions, it is recommended that they be departed from as little a.** 
possible. 

It is by no means the intention of the department to take from 
you all discretion in the discharge of your duties; such a coui*se 
would defeat the object had in view in sending an officer or engineers 
on the road ; but it is believed to be highly important that the exer- 
cise of this discretion should be limited to an extent that will insure 
the adoption of such principles and rules as cannot fail to render these 
repairs permanent. For these principles and rules, you are referred 
to Mr. Macadam's work on the construction and repaire of roads, a 
copy of which is in 3"our possession. In removing the metal from the 
old road, whenever hollows present themselves in the old bed, it is 
recommended that they be filled with earth ; indeed, the whole bed 
of the road should be elevated, and its form given to it, before any 
of the covering of stone be replaced. The earth neces.sary for this 
may be taken from the ditches,, or even from the siies of the road, 
where it can be done without encroaching upon the privileges of per- 
sons residing on the road. I am, &c., &c., 

C. GRATIOT. 
Lt. J. K. F. Mansfield, 

Corps of Engineers, Uniontown, Pa. 

EXTRACTS FROM NOTICES FOR CONTRACTS. 

PLAN OF REPAIRS. 

The plan for repair is to lift the pavement of the old road in all 
cases, and deposit the ston'e off the bed ; then to repair the culverts, 
clear the drains, ditches, and culverts, so as to admit the free passage 
of water, and graduate the bed of the road, so that, when well packed 
by travel or other means, it will be three inches higher in the middle 
than at either side, for a bed of thirty feet. Having thus formed the 
bed of the road, the hard stone (if there be any) of the old road, 
broken to a size not exceeding four ounces, is to be placed on the bed 
of the road to a breadth of twenty feet, and a thickness not exceeding 
nine inches, and in cases where there is a deficiency of the old 
material, limestone or whinstone is to be procured to supply the de- 
ficiency to the required thickness of nine inches. Catch-waters and 
hollow-ways to be permanently constructed on the sides of hills, and 
at other places where it will be thought necessary by the superin- 
tending engineer, but in no case to exceed one in every twelve rods. 



THE OLD PIKE. G3 

111 those sections where pieces of hitherto Macadamized road are in- 
cluded, the sand is to be taken off, and, before new metal is added, 
the surface loosened with a pick. The metal added to be three inches 
thick in the cases heretofore Macadamized. 

JOS. K. F. MANSFIELD, 

Lieutenant Corps of Engineers. 

Engineer Department, 

Washington, August 27, 1832. 

Sir: 1 have to acknowledge the receipt of your letter of the 24th 
inst., inclosing two printed advertisements for proposals to contract 
tor the repaii*8 of the Cumberland Road under your charge. 

In answer, the department would call your attention to your re- 
marks under the head *• Plan of Repairs," and would suggest that, in- 
stead of removing the stones from the bed of the road before the 
drains, ditches, and culverts are put in repair, to allow the free passage 
of water from the road, this latter operation should be first attended 
to, to^ the end that the removal of the stone from the road might be 
effected without the fear of being annoyed by the accumulation of 
water from heavy rains. Besides, thus preparing the drains, ditches, 
&c.. in the first place, would enable the bed to become perfectly dry 
by the time the stones are prepared to be replaced. 

I am, &c., 

C. GRATIOT. 

Lt. J. K. F. Mansfield, 

Corps of Engineers, L^niontown, Pa. 



CHAPTER X. 



Lieut. Maiwfield gupei'Hcded by Capt. Delafield — The Turning of Wilh i/cwoi/a/n — 
Contractors not Projjirhj hvAructed — Capt. Delafield rngge^t^ a Change of 
Plany and enforces his Vietrs by Copious Qnotufions from Macadam — He is 
Permitted to exercise his own Discretion — Too much sand l)etween Union- 
town and Cumln'rland — Operafionj* a^ Wills Creek sustMiided — A Collisuyn witJi 
the Chesapeake and Ohio Canal Ojm^Kiny — The difficulty adjwftedyand (fperu- 
turns resumed. 



Enuineer Department. 

Washington, October 5, 1832. 

Sir : Oil the arrival of Captain Delalield, of the engineers, on the 
C'Uniberhmd lioad in Pennsylvania and Maryhmd, you will hand to 
him the enclosed communication, which assigns to him the superin- 
tendence of the repairs of that road which have heretofore been con- 
ductod under your 8U])ervi8ion. You will, also, turn over to him all 
the funds, books, papers, and public pro])erty in your possession ap- 
pertaining to this road, and close your account with it. 

Very respectfully, &c.. 

By order: HvM. H. C. BARTLETT, 

Lieut, and Assistant to Chief Engineer. 
Lieut. J. K. F. Mansfield, 

Corps of Engineei's, Uniontown, Pa. 



Uniontown, December 13, 1832. 

Sir: The surveys of a route for turning Wills mountain by 
the valley of Braddock's run and Wilis 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 in- 
clined ])lane, 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 ex- 
ceed 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 

(64) 



THE OLD PIKE. 65 

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 sec- 
tions, giving him one. The present condition of the road is most 
unpromising. Nearly every contractor has formed his bed in the val- 
ley 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 "cor- 
recting 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 superin- 
tendents 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 constniction will 
be very indifferently made, and by no means such as the Macadam sys- 
tem 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 anx- 
iously 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 com- 
pelled to have printed a manual or primer, with a few lithographic 
sections, that the sight may aid the mind in a proper undei*standing 
of the business. To persevere in the present plan, where neither con- 
tractors, superintendents, nor laborers, un3erstand 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 connection. 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. 

Kespectfully, your obedient servant, 

EIGH'D DELAFIELD, 
Brig. Gen. Charles Gratiot, Captain of Engineers. 

Chief Engineer. 



66 THE OLD PIKE. 

Baltimore, May 6, 1833. 

Sir: The instructions of the department of the 23d July last, re- 
lating 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. 

M}" own views are that it is decidedly prefemble 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 Iloads." 

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 cla3% 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 un- 
yielding 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 pave- 
ment, 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 repaii's 
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 six- 
teen 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 OLD PIKE. . 67 

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 j'ears (nearly) without repairs, 
and was impassable this spring. The old Cumberland Eoad 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 ^ve years, are in fine order, and present a very smooth 
surface, never having cut through. Other parts, where the old pave- 
ment has been removed and Macadamized, were impassable during 
the spring after three years' wear. We have to bear in mind the im- 
possibility 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, whicli is destructive to 
a Macadamized road on clay or sand, whereas, if on the old pave- 
ment, 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, 
Brig. Gen. C. Gratiot, . Captain of Engineers. 

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 Avould 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 prin- 
ciples." 

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



70 THE OLD PIKE. 

Uniontown, Pa., June 11, 1833. 

Sir : I find upon an examination of the National Eoad, 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 errore of con- 
struction 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 w4th 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 condi- 
tions, after making due allowance for the stoppage arising from your 
order for suspending operations during last winter. On the comple- 
tion of the road, should it be found not to possess the requisite 
properties to secure its permanenc}^ you will make such additions 
under your own agency as will place it in the condition con- 
templated by the government, befoix) 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 pi*acticablo, 
be at least eighteen inches below the bed of the road ; and when this 
cannot be done, culverts, 2'x3', 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 sub- 
serve 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 fre- 
quently 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, w^th 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 bo fii*st 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 recom- 
mend, instead of the present system of blocking, that rakers should 
be constantly employed to preserve the transvei'se profile. If it docs 
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 recom- 
mended, will, it is presumed, preserve the road from further ruin, and 
place it in a condition to receive its last coat of limestone. Finally. 



THE OLD ^IKE. 71 

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 workman- 
ship, 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 
3"our8elf and the public at large, the great end proposed — the con- 
struction of a road unrivaled in the country. These are the yiews 
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. Delafiekl, 

C'Orps 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 occa- 
sion 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 3'ou. 
to ascei'tain the best mode of making the location by which to avoid 
any injury or increased expense to the Canal Compan}-. You are 
instructed to confer freely with Mr. Purcell, holding the object sug- 
gested 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 n minute detail of everything, par- 



72 THE OLD PIKE. 

ticularly 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. U. Delafield, 

Corps of Engineers, TJniontown, Pa. 

Philadelphia, July 26, 1833. 

Sir: The order of your department of the 16th instant was re- 
ceived 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 fur- 
nished, 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 infonnation 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 Ca- 
nal 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 ex- 
pense, as reported by Mr. Purcell, of 16,000 dollai's 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 
Tivc mo bench marks from which to ascertain the cuttings and em- 



THE OLD PIKE. 7'^ 

bankments 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 impres- 
sion that an interference with the works of the Canal Company was 
unavoidable, and that some compromise of advantages and disadvan- 
tages 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 ^vith 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 in- 
terest, which has always been looked upon by me as claiming prece- 
dence. 

I have here pointed out a course for the consideration of the de- 
partment, 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, informatioi^from the Company as to their own 
works solely. It will suffice for all purposes connected with the loca- 
tion of the road. 

Be pleased to address mc at New Castle, and on any matter re- 
lating 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 wh(mi I have assigned this particular section of the road. 

Respectfully, your obedient servant, 

EICH'D DELAFIELI). 
Brig. Gen. Charles Gratiot, Captain of Engineers. 

Chief Engineer. 

Washlnuton, J). C.. Mav 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 author- 
ized, 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 



74 THE OLD PIKE. 

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 immediatel}^ 
above the town was under consideration of the Committee on Eoads 
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 appre- 
ciate. 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 Cumber- 
land. 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 hy 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 3^ou 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 C0XGRES8, 2d SfilSSION.— 

EXECUTIVE PAPERS. 

•The difficulties of this passage (down Wills creek) are great, 
and continue for more than a mile. The ground then becomes favor- 
able (L 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 ac- 
commodate 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 fii'st ledge above 
Cumberland. 



THE OLD PIKE. 75 

'* 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 in- 
cluded 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, hav- 
ing 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 confi- 
dence 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 com- 
municate to the department the result. 

Very respectfully, &c., 

WM. H. C. BARTLETT, 
Capt. R. Delafield, Lt. and Ass't to Ch. Eng r. 

Corps of Engineers, New Castle, Del. 



Engineer Department, 

Washington, September 12, 1833. 

Sir: Your letter ol 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 loca- 
tion of the National Eoad, in consequence of the Canal Company hav- 
ing made choice of the route upon which the road was constructed., 



r»i» 



70 THE OLD PIKE. 

h^s 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., 

r. GRATIOT, 
Capt. R. Delafield, Brig. General. 

Corps of Engineei'H, Cumberland, Md. 



CrXIBERLAND RoAD. AT StODDARD's, Md.. 

September 17, 1833. 

Sir : I enclose herewith phin and sections of part of the Cumber- 
land 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 18y^ feet in a distance of 
1,600 ; by the old road the slope was 53.9' in 700 feet on one side ol 
the hill, and 35.7' in 900 feet on the other side. 

This is now undergoing construction. The foundation of the 
center pier of t-he bridge over Wills creek is liaised above water. 

Respectfully, your obedient servant, 

RICH D DELAFIELD. 
Brig. Gen. Charles Gratiot. Ca])tain of Engineers. 

Chief Eni^ineer. 



En(jineer Departme.nt. 

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 Frost- 
iMirg, where you had made an alteration in the location, thereby 
avoiding a steep hill, and decreasing the distance, was duly received; 
and J have to inform you that the alteration referred to has been 
approved. I am, &c., 

C. GRATIOT, 
Capt. R. Delafield. Brig. General. 

Corj)s of Engineers, Cumberland, Md. 



CHAPTER XL 



On with tJie work — Wooden Bridges proposed for the new location up Wills Creek 
ami Braddock's Run — Tlte War Department holds that Wooden Snperstrur- 
tures ivmdd be a Stibstantiul Compliance- with the Maryland law — New in- 
structions issned from Wheelimj — The ohl bed to be retained — Two claim's if 
work — Frauds by Contractors — Form for Contracts fonrarded fivm Browns- 
ville — Beport and Estimate calkd for by tlie Senate — The lav) of Congress 
renders a change of plan necessary — The Secretary of War greatly interested in 
the Road — Cumberland to Frostbnrg. 

Engineer Department, 

Washington, June 25, 1834. 

Sir: In addition to the views of the department, communicated to 
you this morning, I now have to request that you will proceed to ap- 
ply the funds available for the Cumberland Eoad east of the Ohio, with 
the utmost despatch consistent with the public interest. It is greatly 
to be desired that the repaii*s of this road may be completed before 
the termination of the coming fall. 

I am, &c., C. GRATIOT, 

Capt. E. Delafield, Brigadier General. 

Corps of Engineers', Xew Castle, Del. 



Cumberland, Md., July 23, 1834. 

*SV/-.' I beg leave to call your attention to the act of the Legisla- 
ture of Maryland, giving its consent to change the location of the Na- 
tional Road near this place, to turn Wills mountain by the route of 
Wills creek and Braddock's run, in which it is provided that certain 
bridges shall be constructed of stone, and to compare this act with 
that of the last session of Congress, and inform me whether or not I 
will be justified in constructing the bridges with stone abutments and 
wing- walls, and wooden superstructures. There is a necessity growing 
out of the cost, the law requiring the road to be finished with 
$300,000. 

From the most advantageous offers received, the bridge over 
Wills creek will not cost less than $15,000, constructed of stone, and 
if built of wood, planed, and painted with three coats of white lead. 

(77) 



78 THE OLD IMKK. 

roofed with shingles, will cost not to exceed $7,000. There are two 
other bridges on the same new route to be constructed, the ratio of 
expense of which will not materially vary. ♦ ♦ * 

Respectful! \', 3'our obedient servant, 

RICH'D DELAFIELD, 
Brig. Gen. Charles Gratiot, Captain of Engineers. 

Chief Engineer. 



Ci'MBERLANi), July 24, 1834. 

Sir: I have just finished comparing the numerous offei*s for work 
to be done on the 16 miles of road immediately west of this place. 
There is great competition among very excellent and responsible men 
of the country, as well as from the railroad and canal below us. 

The offers for the bridge render its construction with stone next 
to impracticable, under the law, to finish the road with $300,000. 
They are as follows : $22,000, $21,930, $23,323, $22,680, $24,000. 

To construct the abutments I have offers at $3.80 cents per perch ; 
that would, with the superstructure of wood, make the whole cost not 
to exceed $6,500 to $7,000. We cannot with propriety expend so 
large a sum for a stone bridge, with such limited means. I strongly 
recommend a wooden superstructure if compatible with existing laws 
under which we act. and beg to be advised as requested in my lettoi* 
of vesterdav. 

Res])ectfully, your obedient servant, 

RTCH'D DELAFIKLU. 
Brig. Gen. C'liarles Gratiot, Captain of Engineers. 

Chief Engineer. 



Hnoinkek Dkpartment. 

Washinuton. Julv 29, 1834. 

Sir: It has just been determined by the War Department that 
the substitution of wood for stone, in the superstructures of the 
bridges on the new piece of road around Wills. hill would be deemed 
by the State of Maryland a substantial compliance with the require- 
ments of her law giving assent to the change from the old to the 
present location of that part of the road. You will, therefore, build 
the abutments of those bridges in a good and durable manner, of the 
best stone to be had in your immediate neighborhood, and make the 
superstrtu'ture of wood. These last, when completed, must be well 
covered, and painted in the best manner. This is communicated in 
answer to your two letters of the 23(1 and 24th instant, on the sub- 
ject, which arc at hand. I am, &c., 

C. GRATIOT. 
Capt. R. Delafield, 

Corps of Engineei*s, Cumberland. M<1. 



THE OLD PIKE. 79 

COPY OF INSTRUCTIONS SENT BY THE SUPERINTENDENT OF THE 
CUMBERLAND ROAD, EAST OF THE OHIO, TO EACH OF HIS 
ASSISTANTS ON THE LINE OF THE ROAD. 

Wheeling, May 29, 1834. 

Sir: In conducting the operations for repairing the section of 
the road under your supervision, during the present season, two very 
important alterations will be made in the system of last year. 

The fii*8t is to retain, in all cases, the old bed or pavement, break- 
ing down with sledges the prominent or projecting pieces into the 
ruts and holes, and smoothing the grade with quarry chips, or stone 
broken on the face of the road with sledge-hammers, slightly covering 
the bed so prepared with the earth from the ditches, observing to put 
no more earth than is barely sufficient to prevent the metal coming 
in contact with the large stone of the bed. 

Where there is no stone in the old bed, restore the grade with 
the best and hardest material to be found in the vicinity, making it a 
point to have stone to fill the large holes. This formation of the bed 
for the metal on top of the old bed will enable large and sufficient 
ditches to be formed for carrying off the water. The most particular 
attention must bo given to these ditches, as upon them depends the 
preservation of the road. 

All the earth taken from the ditches, side roads, and slopes, not 
required to make good the grade and side roads, must be thrown 
down the hill side, and on no account whatever upon the slope of a 
side hill cutting, from whence it soon washes back into the ditches. 
The minimum size of the ditches should not be less than three feet 
wide on top, one foot deep, and one foot wide in the bottom ; the 
whole depth to be below the bed of the road. Rock and peculiar 
side slopes can alone prevent this being practiced. 

The side slopes must be cut to a slope of 45, with berms, as a 
minimum ; and as low as 60 wherever it is practicable. 

Wherever earth is required for a filling to make good the side 
roads, require that it be taken from some near side slope or other 
point that will improve such part of the road. The minimum side 
road is to be five feet ; wherever the natural ground will permit, cause 
it to be increased to admit of summer roads, placing the ditches out- 
side of such increased side road. 

The second alteration is, to have the Avhole work done bv con- 
tract, instead of job work and day labor, as was practiced last year. 

To effect this, the greatest precaution is necessary to specify 
what work has to be done on each chain of four rods of the road, the 
particular grade for such portion, the depth and size of the ditches, 
the side roads and slopes, and from whence the required earth is to be 
taken to restore the grade, and where the surplus earth is to be taken 
from the ditches, drains, side slopes, &c. 

In the delivery of stone for the metal, the contract must provide 



80 THE OLD PIKE. 

that the stone be delivered and broken on the side roads in rectangu- 
lar piles or strings of such dimensions as you require on the several 
parts of the road, and the measurement made of the cubic contents 
of the stone thus prepared ; from which measurement you will ascer- 
tain the number of perches, by previously having a mass, containing 
five perches of stone, as it comes from the quarry, as compactly piled 
as can be without the use of a hammer, taking large and small indis- 
criminately. Have this mass broken to the size of four ounces ; 
ascertain the cubic contents of the bulk it shall produce, the fifth 
part of which you will take as a perch, and the unit of measurement 
for paying for the number of perches to be delivered. 

The metal is to be thrown on the road at such favorable periods 
as you shall designate, after it has been measured, and not until the 
contractor has prepared the required quantity for half a mile at a 
time. 

You will require the contractor to commence the grade at one 
end of the piece he is to repair, and continue regularly through, not 
])ermitting him to seek the parts requiring least work to execute 
first ; and when delivering stone, to commence the delivery at a point 
giving a mean distance for hauling from the quarr}* ; a mean nite of 
payment is then equitable, otherwise it would not be. 

The work on your section may be divided into two distinct 
classes : the one, where nothing has as yet been done ; and the other, 
the part graded and stone prepared for the metal during the past 
season. 

On the first class, 3'ou will make contracts to gi*ade, deliver, and 
put on three perches of limestone where the old bed remains firm, and 
four perches where the old bed has disappeared, requiring the grade 
to be finished by the 15th of October; and if the metal is all prepared 
by that date, to be put on by the 1st of November, the contractor 
continuing to rake the road, change the travel, and preserve the 
whole work in order, until the succeeding 1st of April. Should the 
contractor, however, not be able to prepare the metal to put it on the 
I'oad by the 1st of November, then he is to preserve the gmde of the 
road in order until the first favorable state of the weather after the 
15th of March ensuing, when he is to put on the metal, raking and 
smoothing the surface for twenty days after the whole metal shall 
have been put on the road. 

You will observe that the contract is to call for preserving the 
road in either case during the winter ; in one case, by adding metal, 
raking, &c., and in the other, by breaking with a sledge stone to fill 
the ruts, covering such stone in the spring lightly before putting on 
the metal. 

The second class of work is the unfinished part of last year's 
operations, upon which there will be time to put three and a half 
additional perches per rod on such parts as were covered last year, 
and four perches per rod on such as had none, requiring that it be 
put on by the 1st of November, and be preserved, raked, &c., until 



THE OLD PIKE. 81 

the succeeding let of April, during the winter filling ruts made by 
travel with additional metal, to be prepared and ready at convenient 
points on the road. 

For the culverts you will make a contract with one person for 
all that may be necessary on half your section, and with a second 
person for the other half, the work to be paid by the perch of 
twenty-five cubic feet, measured by the plan and dimensions you 
shall designate for each locality, and according to which plan the 
work must be constructed. For this work you will require the stone 
to be of good proportions, with parallel beds and faces, and not 
smaller than two cubic feet in each piece, in no case ever permitting 
a stone to be placed "■ on edge," a very common practice, destructive 
of good masonry. The covering stone to bo of such additional 
dimensions as you shall judge necessary for each locality. The bot- 
toms of the culverts to l)e paved or flagged with stone, and such an 
apron constructed at each end as to guard against the ends being 
undermined by the passage of the water. 

The repairs of the masonry of the bridges and walls on Wheeling 
Hill it is very desirable to effect by contract, if practicable. On 
Wheeling Hill the object may be effected by requiring the masonry to 
conform with tl\at already executed, particularly in regard to the 
size and quality of the stone, paying for it by the perch measure<l in 
the wall when finished, reserving the one-fifth of the value from 
monthly payments as security for the faithful execution of the whole 
work. The repairs of the bridge may be executed in like manner, 
sy^ecifying the masonry of the bridge now building over Wheeling 
Creek as the standard, excepting stones placed on edge. 

It is desirable to postpone the repair of all masonry to the latest 
date, excepting only such parts as are necessary to perfect the grade ; 
you will make your contracts accordingly. The masonry of the cul- 
verts and some of the bridges must be finished in time, including the 
filling to make good the roadway, to permit the contractor for grad- 
ing to comply with his agreement. The usual one-fiflLh of the value 
of work done being retained until the expiration of the time for com- 
pleting the whole work, when this siini is tc^ be applied either to carry 
into effect the remaining provisions of the agreement, as stipulated to 
be executed, or paid to the contractor, if the work has been faithfully 
executed according to the tenor of the agreement. 

You will make all your payments by checks drawn on the bank 
thi'ough which I shall make your remittances, taking duplicate re- 
ceipts for moneys thus paid, attached to a bill giving the quantity 
rate, cost, and date of the receipt of the article clearly and distinctly 
expressed. 

Your check book must be added up, and the balance in bank as- 
certained every Saturday evening, which.balance must be reported in 
the weekly reports to be forwarded to me, as required last season. 

The balance of your account, as appears by your ledger account 
with me, must also form an item in the weekly report. The assistant 



82 THE OLD PIKE. 

engineer will make an inspection of these books, and report to me, 
whenever he comes on your section of the road. 

The receipted vouchers you will forward to the office at Browns- 
ville, of all payments made during the week at the end of such week, 
reserving the duplicate until called for by myself or the assistant 
engineer. 

So soon as you are apprised by me of funds being available you 
will immediately advertise by hand bills, and through the public prints, 
that contracts will be made for repairing the section of road under 
your supervision, and that proposals for executing the work will be 
received for twenty days from the date of your advertisement, for 
repairing each mile of the road according to stipulations and ])articular 
information, to be had on enquiring of you on or after such date as 
you are enabled to collect it. Let the advertisements express that 
the repaii*s consist principally in grading the road over the old bed, 
cleaning out the ditches and drains, restoring the side roads to their 
width of tive feet and covering the road thus prepared with limestone 
broken to four ounce pieces, in such quantities as shall be specified for 
each rod, varying from two to four perches per rod, and keeping 
the whole in order until the first of April next, by which date the 
contracts are to be completed. 

To ascertain the work to be done on the different mile sections, 
and on the particular parts of each mile, you will, the instant funds 
are available, make a measurement of the road, noting the work to 
be done on each chain (as specified in the previous parts of this 
communication) in the most minute detail. 

This statement, reduced as much as practicible to a tabular form, 
you will cause to be printed, as the information to be given to persons 
upon which to make their proposals, and it will be embodied in or at- 
tached to the articles of agi-eenient as a specification of the work to be 
done. 

As you will find it convenient to have the prepared metal piled 
in uniform masses, admitting of the application of a gauge to ascer- 
tain whether or not the required quantity is in the pile, you will 
cause such gauges to be made with slopes of 45 degrees and in no in- 
stance permit a measurement of stone to be made without having 
])reviously verified the dimensions of the gauge. The necessity for 
this you will perceive by reflecting that the end of the gauge may be 
cut off and the ans-les altered to make a material difference in the 
quantity, without being perceptible to the eye. 

The following are some of the frauds heretofore practiced, and 
now enumerated that you may look cautiously to their not being 
practiced upon your section of the road : 

1st. Diminishing the size and altering the angle of the gauge. 

2d. Loosening the pil© of metal just before the measurement, to 
increase its bulk. 

3d. Concealing or covering up in the piles of metal large masses 
of stone or other matter. 



THE OLD PIKE. 83 

4th. Breaking stone of a softer or otherwise inferior quality 
than the sample agreed upon. 

5th. Breaking the metal to a larger size than that agreed upon. 

6ih. Eemoving the prepared metal from one point to another 
after it has been measured. 

7th. Taking metal from the face of the road, of the fii^st or 
second stratum, to make it appear the desired quantity has been 
broken to fill the gauge. 

8th. On parts of the road where limestone has already been de- 
livered, wagoners, with a partial load, passing from the quarries to the 
point of delivery, have been detected in stealing a piece from several 
piles, thus making a full load from what has already been paid for. 

Very many other frauds have been detected upon receiving and 
jMiying for stone perches before breaking. No corrective offers foi* 
the many that may be practiced under this system. It is, therefore, 
in no case, to be adopted. Always measuring the stone after it is 
broken, and reserving one-fifth of its value until the whole agreement 
ha8 been fully and faithfully complied with, are the best securities 
against fraudulent ))i'actices. 

Immediately after concluding the contracts on your section for 
the season, you will forward me a statement of the funds required to 
carry them into effect, and the times such funds will probabh' bc» re- 
quired. Respectfully, your obedient servant, 

RICH'D DELAPIELI), 

Captain of Engineers. 

Philadelphia, December 28, 1834. 

Sir: The enclosed letter of the 29th May was prepared as the 
instructions for Lieutenant Vance, conducting the operations on the 
seventh division of the rcmd, and a copy thereof was forwarded to 
the officer of each division, with directions to conform thereto on 
their respective sections, suiting the phraseology to their divisions. 

On the 27th June, on being made acquainted with the particulars 
of the act of Congress making the appropriation for the year's ser- 
vice, the following instructions were communicated to the officers of 
the several divisions, slightly changed to suit each particular division: 

'^Sir: Funds having been made available for continuing the re- 
pairs of the Cumberland Eoad, east of the Ohio, you will cause the 
preparatory measures to be taken immediately, and notice given as 
required by my letter of the 29th of May, a copy of which has been 
forwarded to you from Brownsville. 

'• The act of Congress grants a specific sum for finishing the re- 
pairs of the road ; you will, therefore, in your arrangements, provide 
for the stone bridges on the new road, and three and a half perches 
of stone to the rod on the surface of the road as metal ; the latter to 
be furnished by the 31st of December, and kept raked and additional 
metal put on until the 15th day of February ensuing; the masonry 



84 THE OLD PIKE. 

of the bridges to be finished by the 15th of October, with proposals of 
the terms for finishing the same work b}'' the 30th day of June, 1835. 

"The form of a contract has also been forwarded to vou from 
Brownsville, which, with the letter of instructions accompanying it, 
connected with the tenor of this communication, you will make your 
guide in the management of the section of road confided to your 
supervision. 

"You will observe the form of the contract provides for work 
that may not occur in your division. You will, in preparing the 
form to be printed, bo cautious to suit the same to your particular 
division, as to distance, &c., &c. Mile sections are desirable for sub- 
dividing the road, and as the portion to be given under contract to 
an individual : on your division other subdivisions will be found more 
convenient, and your attention must, in consecjuence, be given to 
make the phraseology of the instrument conform with the facts of 
the case. 

" Hereafter, you will commence and continue your weekly re- 
])orts to me. Apprise me of the date you limit the reception of pro- 
])Osals. that I may be with you at the time. 

"KICirD DELAFIELD, Captain of Engineei-s." 

The instructions to the officer of the third division required him 
to ])rovide for the work to be done on his division not exceeding three 
and a half perches of stone to a rod on the surface of the road as metal, 
reducing the quantity to two or one perch, as might be requisite to 
keep the whole in repair until finally completed. 

For a copy of the form of contract forwarded to the officei*s of the 
seveml divisions, see the contracts on file in your office, for the fourth 
division of the road. 

I enclose the statement called for by the letter of your depart- 
ment of the 9th instant. 

Eespectfully, your oBedient servant. 

Brig. Gen. Charles G-ratiot, /-. i • ^ t:^ • 

^1 . x»t:^ • Captain of Engineei's. 

Chief Engineer. ' ^ 

KKPORT AND ESTIMATE FOR THE CUMBEULAND ROAD EAST OF 
THE OHIO, UNDER A RESOLUTION OF THE SENATE OF THE 
UNITED STATES, CALLING FOR THE CONDITION OF THE MA- 
SONRY, THE THICKNESS OF METAL ON VARIOUS PARTS, &c., 
&c., DECEMBER, 1834. 

The plan of repair adopted and continued for this road to July, 
1834, was that of Macadam, with nine inches of metal in three strata. 

The provisions of the act of Congress of the last session made a 
change in the plan of operation necessary. The sum of $300,000 was 
appropriated to finish the repaii*s of the road from Cumberland to 
Wheeling, a distance of one hundred and thirty-two miles, of which 
fifty -four miles had not been commenced. 



THE OLD PIKE. 85 

To conform with the provisions of the hiw, it became necessary 
to confine the expenditure of this sum to the most indispensable parts 
of the system, and adopt a less expensive and less permanent repair ; 
abandoning the plan of finishing the mountain division with limestone 
thi"oughout, and to a width of twenty feet ; confining the metal on 
the more expensive parts of these divisions to a width of from twelve 
to fifteen feet, instead of twenty ; abandoning further repairs to the 
masonry of the pai*apets of the bridges ; depositing the stone that had 
been prepared for this purpose on the side roads, and leaving the side 
walls on Wheeling Hill in their unfinished state ; limiting the stratum 
of metal to be put on this season to three perches and a half, on an 
average, per rod, on the whole line of the road; transporting the 
stone that had previously been collected for an additional thickness 
of metal to parts that had not been supplied with any ; substituting 
wooden bridges for stone over Wills creek and Braddock's run, and 
abandoning altogether the construction of any bridge over Dun lap's 
creek. The repairs thus modified are fast drawing to a close, when the 
road will present parts covered with thicknesses of metal varying 
from three to nine inches, as follows : 

First division, in Maryland, sixteen miles, one hundred and sixty 
nnls, including new location, is covered with three inches of metal. 

Second division, in Maryland, sixteen miles, one hundred and 
ninety-four rods, is covered with six inches of metal. 

Third division, in Pennsylvania, two hundred rods, is covered 
with four inches and a half of metal. 

Third division, in Pennsylvania, twenty-five miles, one hundred 
rods, to a width of from twelve to fifteen feet, is covered with nine 
inches of metal. 

Fourth division, in Pennsylvania, one mile, seven rods, is cov- 
ered with three inches of metal. 

Fourth division, in Pennsylvania, fourteen miles, one hundred 
and twenty-three rods, to a width of from twelve to fifteen feet, is 
covered with six inches of metal. 

Fifth division, in Pennsylvania, eighteen miles, nine rods, is 
covered with three inches of metal. 

Sixth division, in Pennsylvania, twenty-one miles, two hundred 
and seventy-three rods, is covered with three inches of metal. 

Seventh division, in Virginia, five miles, is covered with three 
inches of metal. 

Seventh division, in Virginia, nine miles, two hundred and six- 
teen rods, is covered with six inches of metal. 

The number of inches of metal put on that part which has been 
located anew, the first six miles of the first division, being three 
inches, and the number of inches of metal put upon that part of the 
road which lies between the Monongahela and the Ohio, the fifth, 
sixth, and seventh divisions, being three inches of metal on forty-four 
miles and two hundred and eighty-two rods, and six inches of metal 
on iline miles and two hundred and sixteen rods. 

6 



86 THE OLD PIKE. 

To make this a permanent and substantial I'oad, such that the 
heavy transportation wagons shall not force their wheels through the 
metal into the bed, not less than the original contemplated thickness 
of three sti^ata of three inches pach, or the same number of strata of 
three perches and a half of stone each, a])peai'8 sufficient. That three 
inches of metal will not suffice to hear up the travel passing over this 
road, is proved by the experience of the last two years. Nor will 
six inches answer the purpose on all'parts of the road, during a long 
or continued wet spell of weather, when, from ab8orj)tion alone, the 
solidity and contiguity of the metal has become weakened and lessened. 
On the crests of the hills it will be solid, with a thickness of six 
inches, when, in the valley and grades under one degree, the evidence 
of its insufficiency are apparent. Nothing less than the three sti*ata 
of three inches each has been found sufficient ; the last stratum being 
unequally applied according to the firmness and dryness, and the 
slope or grade of the bed. Such was judged necessary for a Macadam 
road from Cumberland to Wheeling, and the results tend to confirm 
the necessity of a thickness of nine inches on an average, to secure 
the object contemplated by the instructions of the Chief Engineer. 

The condition of the masonry on the whole line of the road is 
in an unfinished state, so far as regards many of the parts upon which 
repaii*s have been commenced; and where nothing had been done 
toward repairing the bridges, many of their side-walls or parapets 
are in a dilapidated state, or torn down to the level of the roadway. 
In repairing the road under the last act of Congress, no more masonry 
was undertaken than the construction of culverts to drain the road, 
and repairing such parts as were necessary to perfect the roadway 
twenty feet in width; all other parts were left in the unfinished and 
decayed state in which they were when the appropriation of the year 
caused an abandonment of further repaii*8 to this part of the work. 

To carry into effect the repaii*s originally contemplated, and to 
secure the uniform strength throughout the whole line of the n>ad 
equivalent to nine inches of metal, the following sums will be neces- 
sary, after applying the means now on hand, and which are pledged 
tor the work commenced and contracted for in July last. 

By reference to the annexed statement, it will be perceived the 
]>rice ])cr perch for delivered stone prepared as metal on the road 
varies from ninety-three cents to $2.50, and is stated for each section 
throughout the whole line of the road. Three quarries supply up- 
wanl of twenty miles of the road, there being none nearer or accessi- 
ble. (Quarries of the best limestone are numerous and not remote 
from the road between Wheeling and the eastern base of Laurel hill; 
from thence to Frost burg they are few in number, situated in deep 
ravines, and remote from the road; from Frostburg to Cumberland 
they are comparatively numerous and of easy access. It will be seen 
that the price agrees with the difficulty of procuring the stone, and 
in the ratio above stated, from ninety-three cents to $2.50 per perch. 



CHAPTER XII. 



Gen. Len^is CasSy Secretary of War, transmUj< a Report — }ftpre altoxU the Woodeii 
Bridges for the Neiv Location near Cnmberiand — The War DejHirtment thinks 
they will do — John Hoye Monti y Objects— The Governor of Maryland takes a 
fiand against Woinlen Bridges — John Hoye to the Front Again — The Penn- 
sylvania Commissioners make another demand that the Road he put in Repair. 

War Department, January 3, 1835. 

Sir: Herewith I have the honor to transmit a report from the 
Chief Engineer, which furnishes the information called for by the 
resolution of the House of Representatives of the 12th ultimo, respect- 
ing the Cumberland Road east of the Ohio. 

Very respectfully, your most obedient servant, 

LEW. CASS. 
Hon. John Bell, 

Speaker of the House of Representatives. 



Engineer Department, 

Washington, January 3, 1835. 

Sir: I have the honor to hand you the information called for by 
the House of Representatives on the 12th ultimo, relating to the Cum- 
berland Road east of the Ohio, 

And remain, sir, very respectfully, your obedient servant, 

C. GRATIOT, 
The Hon. Lewis Cass,' Chief Engineer. 

Secretary of War. 

Engineer Department, 

Washington, Julv 28, 1834. 

Sir : In making the repairs of the Cumberland Road east of the 
Ohio river, it was deemed expedient, in the fall of 1832, to change 
that part of the old location which is immediately west of Cumber- 
land, in the State of Maryland, for the purpose of turning Wills hill. 
By this an abrupt rise of several hundred feet would be avoided. A 
survey, preparatory to this change, was made, and the result sub- 
mitted to Congress, in the session of 1832-33; the proposed change 

(87) 



88 THS OLD PIKE. 

wan authorized, and the location, as exhibited on the drawing of the 
survey, adopted. This change of location involved the construction 
of a bridge over the mill-race in the town of Cumberland, and another 
over Wills creek, as well as other bridges of minor importance, with 
seveml culverts. The Legislature of the State of Maryland passed 
an act giving assent to the change in question, with the proviso, 
however, '^ that the part of the road embraced in this change should 
be made of the best material, upon the Macadam plan, and that a 
good, substantial stone bridge should be made over the mill-i*ace, in 
the town of Cumberland, and over Wills creek at the place of cross- 
ing, and that substantial stone bridges and culverts should be made 
wherever the same nuiy respectively be necessary along the line of 
said road." 

In the estimates which were prepared, and submitted at the com- 
mencement of the last session of Congress for its action, the sum pro- 
posed for the completion of the repairs of the entire road from Cum- 
berland to the Ohio river, contemplated the erection of the bridges on 
the new location, in conformity to the requirements of the law of Mary- 
land just referred to. But, as is known to you, more than one-half of 
this sum was stricken from the bill, which embodied the w^holc amount 
of the estimate. The act appropriating the remainder requires that 
the whole of the I'epairs shall be completed for this diminished sum. 
Under these circumstances, it becomes necessary to change the plan 
upon which it was proposed to execute the work, and the object of 
this communication is to ascertain the extent to which the depart- 
ment may be allow^ed to carry this change on the new part of the 
road embraced by the law of Maryland. If the bridges alluded to be 
built of stone, the expense will be much greater than the sura allotted 
to that section would bear : whereas, if the abutments be built of 
stone, and the superstructure of wood, the same ends would be 
attained as would result from bridges built entirely of stone, but the 
letter of the Maryland law would be departed from. Good wooden 
superstructures, well covered and painted, would last, with a little 
care, at least forty yeai's, and perhaps longer. To abandon this new 
location, and return to the old road, would be to sacrifice a large amount 
of money already expended on the former, w^hich is now in a state of 
forwardness, and would soon be finished. Besides, a bridge must, in 
any event, be constructed over Wills creek, and every considei'ation 
of convenient and easy traveling conspires to render its location on 
the new line of the road desii*able. 

The officer charged with the repairs of the road is now engaged 
in giving out the work to contract, and making other arrange- 
ments necessary to a speedy application of the funds. It is, therefore, 
very desirable that an early decision may be had of this question, 
and it is accordingly respectfully requested. 

I have the honor to be, &c,. 

C. GRATIOT, Brig. Gen. 
lion. Secretary of War. 



THE OLD PIKE. 89 

I approve of the course recommended by General Gratiot with 
regard to the bridges — the abutments to be of stone, and the super- 
structure of wood — believing that such a courae would be deemed by 
Maryland a substantial compliance with the law, under the circum- 
stances of the case. 

JOHN FORSYTH, 

July 28, 1834. Act. Sec'y of War. 

Cumberland, August 5, 1834. 

Sir: I was this day informed that the bridge across Wills creek, 
on the new location of the Cumberland road up Braddock's run, is to 
be built of wood. By the act of the Legislature of Maryland, author- 
izing the President to change the location of the road, it is enacted 
that the road may be located up Wills creek through the narrows, pro- 
vided the bridges were all built of stone. lam decidedly of the opin- 
ion that, by the provisions of that law, the President had no right to 
change the location of the road unless he strictly complied with every 
provision and requisition of said law. You will, on examination of 
the act of Maryland, passed at December session, 1832, chapter 55, 
see that the bridges are to be all built of stone. I sincerely hope you 
will, on examining the law, and reflecting on the subject, direct the 
bridges to be built in strict compliance with the law authorizing the 
change in location; it would, in all probability, save money and time. 

I am sure the State will not receive the road without the stone 
bridges. I shall be gratified to hear from you on this subject by 
return mail. 

Your most obedient. 
General C. Gratiot. JOHN HO YE. 



Engineer Department, 

Washington, August 14, 1834. 

Sir: Your communication in behalf of the citizens of Cumber- 
land, remonstrating against the erection of bridges of wooden super- 
structures over Wills creek, «!fec., addressed to me under date of 6th 
instant, is received. The measure to which the citizens of Cumber- 
land object, grows, of necessity, out of existing circumstances ; and 
the bridges will have to be built in the manner and of the materials 
named in the instruction of the department to the superintendent of 
the road, or the new location to turn Wills hill must be abandoned. 
The people of Cumberland are doubtless aware that estimates were 
submitted to Congress last fall for funds sufficient to put up the 
structures in conformity with the law of Maryland, to which you 
refer; and it is hoped that they are also aware that these funds were 
reduced more than one-half in amount, and that the act appropriating 
the residue imposes the task of completing all the repaii's on the 
whole road east of the Ohio, with the sum rendered available by it. 



90 THE OLD PIKE. 

You will perceive, sir, that there was no other course left to the de- 
partment than to change the plan and system of repairs. 

The bridges whicli it is proposed to construct will, with care, last 
at least forty years. 

Ycr>' respectfully, &c., 

C. GRATIOT, 
Brig. (len. and Chief Engineer. 
B. 8. Pigman, Esq., Cumberland, Md. 



Executive Department, 

Annapolis, September 10, 1834. 

Sir: By an act of the General Assembly, passed at December 
session, 1832, (of which, at your request, an authenticated copy was 
transmitted to you on the 29th day of March, 1833), the consent of 
this State was given to a change of the location of a part of the Cum- 
berland or National Road within our limits, upon certain conditions ; 
among which, "that a good and substantial stone bridge shall be 
made over the mill-race in the town of Cumberland, and over Wills 
creek at the place of crossing, and that substantial stone bridges or 
culverts shall be made wherever the same may respectively be neces- 
sary along the line of said road." 

By the same act, John Hoye and Meshach Frost, Esqrs., and the 
superintendent for the time being of the said road, a])pointed by the 
President of the United States, were appointed commissioners "to 
report the said National Road, when finished and repaired within the 
limits of this State, to the Governor and Council." 

A communication has been received from John Hoye, Esq., in 
which he states that " the War Department has now directed and 
contracted to have all the bridges on said new location built of wood." 

I beg leave to call your attention to this subject, in the fullest 
confidence that there has been some mistake or misapprehension on 
the part of some of the agents or persons employed upon the work in 
question, and that you will cause the terms and conditions upon 
which the consent of the State was given to the proposed improve- 
ments to be respected and carried into effect. 

With great respect, I have the honor to be, 

Your obedient servant, 

Hon. Lewis Cass, JAMES THOMAS. 

Secretary of War. 

War Department, 

Washington, September 12, 1834. 

Sir: I have had the honor to receive j^our letter of the 10th 
instant, respecting the construction of the bridge on the National 
Road near Cumberland, and for your information I beg leave to 



THE OLD PIKE. 91 

enclose the aeeorapanying report from the Engineer Department, 
which ex])lain8 the course which has been taken, and the necessity of 
it. I trust that you will find that the act of the State of Maiyland 
has been' substantially complied with, and certainl}^ so far as the 
means within this department permitted. 

Very respectfully, &c. 

His Excellency James Thomas, LEW. CASS. 

Governor of Maryland, Annapolis. 



Engineer Department, 

Washington, September 12, 1834. 

*SV/*; In answer to your inquiries of this morning respecting 
certain bridges on the Cumberland Eoad, in the State of Maryland, I 
have the honor to submit the following statement : 

In applying the money appropriated by Congress at the session 
of 1831 and '32, for the repaii-s of the Cumberland Eoad east of the 
Ohio river, it was deemed highly important to change the location of 
that part of the road immediately west of Cumberland to turn Wills 
mountain, as, by that means, a nse of several hundred feet, within a 
few miles, would be avoided. A survey was accordingly made, and 
submitted to Congress, and the change was approved. The State of 
Maryland assented, provided the part of the road embraced in the 
change should be " made of the best materials, upon the Macadam 
plan, and that a good and substantial stone bridge should be made on 
the mill-race, in the town of Cumberland, and over Wills creek at 
the place of crossing, and that substantial stone bridges and culverts 
should be made wherever the same may respectively be necessary 
along the line of said road." 

Estimates were prepared last fall for the entire completion of the 
repairs of the road from Cumberland to the Ohio. These estimates, 
which contemplated the construction and erection of bridges, in strict 
conformity with the law of Maryland giving her consent to the change 
of location, were submitted to Congress at the commencement of its 
recent session, and amounted to six hundred and fifty- two thousand 
one hundred dollars. Full and ample explanations accompanied these 
estimates, so there could have been no misunderstanding respecting 
them. A bill of appropriation was introduced, embracing their entire 
amount. This amount, after much discussion, was reduced to less 
than one-half, to-wit: 6300,000, and the bill became a law, containing 
a section which requires that as soon as the sum of 6300,000, or as 
much thereof as is necessary, shall be expended on the road agree- 
ably to the provisions of this act, the same shall be surrendered to 
the States, respectively, through which the road passes; ''and the 
United States shall not thereafter be subject to any expense for re- 
pairing said road." Under these circumstances, it was plain that the 
system of repairs upon which the estimates were predicated could 



92 THE OLD PIKE. 

not be executed, and a change became necessary. The stone bridges 
referred to in the law of Maryland constituted a heavy item in the 
estimates, and it was entirely out of the question to build them with- 
out absorbing more of the appropriation than the absolute require- 
ments of other sections of the road would admit. There being no 
obligation to finish the new location further than that imposed by the 
very great advantage resulting from its adoption, the question arose 
whether it would be best to abandon it, and return to the old road or 
not. After adopting every expedient, consistent with a faithful exe- 
cution of the law, to diminish the expenses on other portions of the 
road, it was found that a sufficient sum would be left to construct 
this new portion of the best material, on the Macadam plan, and to 
build the abutments and piers of all the bridges on it of good stone, 
and in the best manner, provided the superstructures were made of 
wood. This was the best that could be done; and when it was con- 
sidered that these superstructures, being made of the best materials, 
would, when covered and well painted, last, with a little care, from 
thirty to forty years, it was recommended to the acting Secretary ot 
War, during your absence, to adopt them in preference to surrender- 
ing all the benefits that will result from the new road. The acting 
Secretary, considering that the approval of the measure would, under 
this state of things, be a substantial compliance with the law ot 
Maryland, directed instructions to that effect to be issued to the 
superintendent of the road, which was accordingly done. 

With great respect, &c., 

By order : WM. H. C. BAETLETT, 

Lieut, and Assist, to Chief Engineer. 
The Hon. Secretarv of War. 



CrMBERLAND, Dcccmbcr 12, 1834. 

>SV/-.- As one of the commissioners appointed by the Legislature 
of Mar3'land to report to the Governor and Council of said State 
when that part of the National Eoad within the limits of this State 
shall have been repaired agreeably to the provisions of the law ot the 
State agreeing to receive that part of the road lying within the limits 
of this State; and a further act of the Legislature of Maryland, 
authorizing the President of the United States to change the location 
of a part of said road within the limits of Maryland, the change of 
location was authorized to be made on certain and positive conditions 
that the bridges over Wills creek and Braddock's run should all be 
])ermanent stone bridges; and the road to be constructetl with the 
best materials, on the Macadam plan (see the law of Maryland, 
passed December session, 1832, chapter 55 ). The plan of the bridges 
lias been changed by the superintendent to wooden bridges, in direct 
violation of the engagements with this State. The President had no 
right to change the location of the road, unless the law of this Stato 
authorizing the change was fully complied with. 



THE OLD PIKK. 93 

The metal on the new location is not more than three and a half 
inches, and every wagon that passes over it, when the road is wet, 
cuts entirely through the stone, and turns up the clay. I am advised 
that there is a part of the road, fourteen miles west of Cumberland, 
which has had but three and a half inches of metal put on it over 
the original pavement. I am gratified to have it in my power to state 
that, from ob8er\^ation, and the best information I have been able to 
collect, the last appropriation for the road has been most judiciously 
expended. I believe that it is the first that has been well laid out. 

I must say that we cannot report in favor of this State receiving 
the road until the permanent stone bridges are erected, and the road 
in that state of repair contemplated by the law. 

I beg leave to refer you to my letter to General C. Gratiot, dated 
in August last, which, with my communication to his excellency 
James Thomas, Governor of Maryland, a copy of which, I presume, 
he communicated to your department during the last summer, you 
will please to consider a part of this communication. I should have 
addressed you at an earlier period, but was prevented by severe in- 
disposition. 

I remain, with respect, your most obedient, 

JOHN HOYE. 
Hon. Lewis Cass, 

Secretary of War, Washington City. 

November 17, 1834. 

Sir : The undersigned commissioners, appointed by the Governor 
of ^Pennsylvania to erect gates and superintend the collection of tolls 
on the Cumberland Road ''after it shall be put in a good state of 
repair by the United States," respectfully represent: 

That, from a full and careful examination of the subject, they are 
satisfied that they are not authorized, by the terms of the law under 
which they are appointed, to accept the road from the United States, 
or erect gates for the collection of tolls, until provision is made by 
Congress for completing the repairs on the plan already adopted by 
the agents of the United States, and sanctioned by several appropria- 
tions to carry it into effect. Without this it is evident that a consid- 
erable portion of the road, which has received but a single stratum of 
stone, will be left in a condition so weak and imperfect as soon to 
become again totally impassable for a considerable portion of the year. 

The law of Pennsylvania expressly requires that, before the road 
is accepted by the Commissioners, it must be ])ut in good and complete 
repair by the United States. To this act and all its provisions, Con- 
gi'css, on the 3d of July, 1832, gave its assent ; an appropriation was 
made, and a plan of rci>air was accordingly adopted by the agents of 
the government, and two subsequent appropriations made by Congress 
to caiTy this plan and compact into effect. The complete repair of 
the road is made by the compact a condition precedent to be performed 

6a 



94 THE OLD PIKE. 

by the United States. It is not performed, as appears by the repoii: 
of the agents of the United States, and, until it is, the Commissionei's 
appointed by the State eannot be justified in accepting the road or 
exacting tolls. Besides, it is evident that the tolls established, even 
if raised to the maximum, will be totally inadequate to the presenta- 
tion and repair of the road, unless first put in a state of complete and 
substantial repair. This, a statement of a single fact will fully demon- 
strate. It appears by a report lately received from the superintendent 
of that part of the road which lies between Hagerstown and Cumber- 
land, that the tolls there collected amount to $312 per mile per an- 
num ; of this $45 is required to pay gate keepers and superintendents, 
leaving 6267 for repairs. The tolls on that part of the road are more 
than three times as high as those proposed on this, so that the amount 
of tolls applicable to the repair of this road will not exceed $89 per 
mile per annum, a sum barely sufficient to preserve the road after it 
is put in the best possible state of repair. The undei*signed do not 
presume to prescribe a plan of repair ; they are satisfied with that 
adopted and partly executed by the agents of the United States ; and 
they now distinctly declare and pledge themselves, that so soon a^ 
Congress shall appropriate the sum required by the Secretary of War 
to complete the repair of the road on the plan adopted in his report 
at the last session, we will, with all possible despatch, proceed to erect 
the gates, and relieve the United States from all further charge or 
expense on account of said road, after the appropriation so made shall 
be expended. 

Very respectfully, your most obedient servants, 

THOMAS ENDSLEY. 
DANIEL DOWNEE. 
WILLIAM F. COPLAX. 
STEPHEN HILL. 
Hon. Lewis Cass, BENJAMIN ANDERSON. 

Secretary of War. 

Note, — The bridges near Wills creek were in the end built of stone. 







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CHAPTER XIII. 



The Iron Bridge over Dunlap^s Creek at BroWiusviUe — Interesting fads relaling to Uh 
projection and construction — The first step — Several respectable Gentlemen of 
BromisviUe call the attention of the Government's Agent to the subject. 

National Koad, 85f Miles prom 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, be- 
tween 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 Slonongahela river, are better known to the 
department than I am able to conjecture. 

I have to observe that a company is now constructing a substan- 
tial 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 ccmnecting point between 
two important and increasing towns. 

I have the honor to be, sir, 

Very respectfully, your most obedient servant, 

J. K. F. MANSFIELD, 
Cxen. C. Gratiot, Lieutenant Corps of Engineers. 

Chief Engineer. 

THE 8VBJECT TO BE EXAMINED. 

Engineer Department, 

Washington, August 20, 1832. 

JSir: Your letter of the 15th inst., informing the department that 
you had, at the request of the citizens of Brownsville, made an ex- 
amination of the bridge over Dunlap's creek, with a view to an 

(y5) 



96 ^ THE OLD PIKE. 

opinion on the question of , its i*emoval, 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 repaii*s upon it, or whether it will be neces- 
sary to remove it entirely, and to build a new one. 

You will accordingly make this examination, and with your re- 
port on the subject you will transmit such dmwings and explanatory 
notes as may be necessary to present a full and clear view of the re- 
pairs, 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 i*eport. 

The Secretary of War has been written to on the subject, and, as 
soon aj9 his decision is known at the department, you will be instructed 
accordingly. I am, &c., &c., 

C. GRATIOT. 
Lieut. J. K. F. Mansfield, 

Corps of Engineci's, 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 de- 
partment. I am, &c.. 

J. K. F. MANSFIELD, 
(icn. Charles Gratiot, Lieutenant Corps of Engineci's. 

(^hief Engineer. 



Engineer Department, 

Washington, October 11, 1832. 

Sir: You were informed by letter from the depart nient, under date 
of 20th August last, that the Secretary of War had been written toon 
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 Bridgei)ort, and which was referred to in your com- 
munication 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. 



THE OLD PIKE. 97 

under the law making appropriation for the repaire of the Cumber- 
land Boad east of the Ohio river. 

Very respectfully, &c., 
By order : WM. H. C. BAKTLETT, 

Lieut, of Engineers, and Assistant to Chief Engineer. 
Lieut. J. K. F. Mansfield, 

Corps of Engineei*8, Uniontown, Pa., or Capt. Delafield. 

the decision revebsed, and the biodge 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 Cum- 
berland Boad ; you will, therefore, be pleased to submit a plan, and 
estimate, with as little delay as practicable, with the view to the 
ei*ection of this bridge during the present year. 

I am, sir, &c., 
Capt. B. Delafield, C. GBATIOT, 

Corps of Engineers, Uniontown, Pa. Brig. Qeneral. 

A serious question as to location arises— a request that barriers be 

used on the road. 

Extract from a letter dated Brownsville, 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 Boad, 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 materi- 
ally injures the surface. Some defects are clearly observable, grow- 
ing 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 8yst<5m has been resorted to on every road I have seen made, 
and eveiy officer associated with nic concurs in the opinion that we 
cannot succeed without using them. Permit me to ask a reconsidera- 
tion of the order prohibiting their use. 

Bespectfully, your obedient servant, 

Brig. Gen. Charles Gratiot, BICII'D DELALFIELD, 

Chief Engineer. Captain of Engineers. 



98 thej^old pike. 

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 Union town, 
and ending at the turnpike near Washington," which is the only 
document among the papers transferred from the Treasury Depart- 
ment to this office, relating to the CumVicrland 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 barriei's, wood only, to be used for the pur- 
pose, and placed only on one side of the road at the same time, pro- 
vided 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 barriei's). I am, &c., 

C. GRATIOT. 
Capt. R. Delafield, Brig. General. 

Coi*ps of Engineers, Brownsville, Pa. 

A big appropriation, but the BRIDCJE ABANIX)NED. 

Engineer Department, 

Washington, June 25, 1834. 

Sir: Three hundred thousand dollars have just been appropri- 
ated for the repairs of the Cumberland Road eant of the Ohio. You 
Avill perceive by the law, a printed copy of which is herewith en- 
closed, 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 trans- 
mitted for the approval of the department. 

Very respectfully, <!tc,. 

By order: ^ WM. H. C. BARTLETT, 

Lieut, and Assistant to Chief Engineer. 
Capt. R. Delafield, 

Corps of Engineers, New Castle. Del. 



THE OLD PIKE. 99 

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 Slst ultimo, in reference to the bridge over Dunlap's creek, on 
the Cumberland Eoad, east of the Ohio. The subject of rebuilding 
this bridge was brought to the notice of the Secretary of War dur- 
ing 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 th6 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 eveiy 
part of it without reference to original constructors or proprietors. 
In this state of the case, it was submitted to Mr. Taney, then Attor- 
ney 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 cither 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 brMge must be located. Very, &c., 

C. GEATIOT, 
Capt. Kichard Delafield, 

Corps of Engineei>i, Brownsville, Pa. 



CHAPTER XIV. 



Aj>j)ropriatioii8 by Congress at varions iime« for Makbig, jRepairing, ami Coiitinuhnj 
the Road — Aggregate of Appropriaimu^ $6,824,919.33. 

1. Act of March 29, 1806, authorizeH the President 
to appoint a commission of three citizens to lay 
out a road four rods in width " from Cumberland 
or a point on the northern bank of the river 
Potomac in the State of Maryland, between Cum- 
berland and the place where the main road lead- 
ing from Gwinn's to Winchester, in Virginia, 
crosses the river, * * * to strike the river 
Ohio at the most convenient place between a point 
on its eastern bank, opposite to the northern boun- 
dary of Steubenville and the mouth of Grave creek, 
which empties into the said river a little below 
Wheeling, in Virginia." Provides for obtaining 
the consent of the States through which the road 
passes, and appropriates for the expenses, to be 
paid from the reserve fund under the act of April 

80, 1802 S 30,000 00 

2. Act of February 14, 1810, ai)propriates to be ex- 
pended under the direction of the President, in 
making the road between Cumberland and Browns- 
ville, to be paid from fund act of April 30, 1802 60,000 00 

3. Act of March 3, 1811, appropriates to be expended 
under the direction of the President, in making 
the road between Cumberland and Brownsville, 
and authorizes the President to ])ermit devia- 
tions from a line established by the Commi8sionei*8 
under the original act as may be expedient ; Pro- 
vided, that no deviation shall be made from the 
])rincipal points established on said road between 
Cumberland and Brownsville, to be ])aid from fund 

act of April 30, 1802 50,000 00 

4. Act of February 26, 1812, approjmates balance of 
a former appropriation not use<l, but carried to 

surplus fund 3,786 60 



• • 



'Aimed forward $ 143,786 60 

(lUU) 



THE OLD PIKE. 101 

Brought forxcard $ 143,786 60 

5. Act of May 6, 1812, appropriates to be expended 
under direction of the President, for making the 
road fVom Cumberland to Brownsville, to be paid 

from fun4 act of April. 30, 1802 30,000 00 

6. Act of March 3, 1813 (General Appropriation 
Bill), appropriates for making the road from Cum- 
berland to the State of Ohio, to be paid from fund 

act of April 30, 1802 140,000 00 

7. Act of February 14, 1815, appropriates to be ex- 
pended under the direction of the President, for 
making the road between Cumberland and Browns- 
ville, to be paid from fund act of April 30, 1802. . 100,000 00 

8. Act of April 16, 1816 (General Appropriation Bill), 
appropriates for making the road from Cumber- 
land to the State of Ohio, to be pvid from the fund 

act, April 30, 1802 300,000 00 

9. Act of April 14, 1818, appropriates to meet claims 

due and unpaid 52,984 60 

Demands under existing contracts 260,000 00 

from money in the treasury not otherwise appro- 
priated. 

10. Act of March 3, 1819, appropriates for existing 

claims and contracts 250,000 00 

Completing road 285,000 00 

To be paid from reserved funds, acts admitting 
Ohio, Indiana, and Illinois. 

11. Act of May 15. 1820, appropriates for laying out 
the road between Wheeling, Va., and a point on 
the left bank of the Mississippi river, between St. 
Louis and the mouth of the Illinois river, road to 
be eighty feet wide and on a straight line, and 
authorizes the President to appoint Commission- 
ers. To I)e paid out of any money in the treas- 

ur}* not otherwise appropriated 10,000 00 

12. Act of April 11, 1820, appropriates for completing 
contract for road from Washington, Pa., to Wheel- 
ing, out of any money in the treasury not other- 
wise appropriated 141,000 00 

13. Act of February 28, 1823, appropriates for repaii*s 
l)etween Cumberland and Wheeling, and author- 
izes the President to appoint a superintendent at a 
ccmipensation of S3.00 per day. To be paid out of 

mone}' not otherwise appropriated 25,000 00 

Carried forward Sl.737,771 20 



102 THE OLD PTKE. 

Brought forward $1,737,771 2(» 

14. Act of March 3, 1825, appropriates for opening 
and making a road from the town of Canton, in 
the State of Ohio, oi)posite Wheeling, 'to Zanes- 
ville, and for the completion of the surveyH of the 
road, directed to be made h}^ the act of May 15. 
1820, and ordei*s its extension to the permanent 
seat of government of Missouri, and to pass hy the 
seats of government of Ohio, Indiana, and Illinois, 
said road to commence at Zanesville, Ohio; also 
authorizes the appointment of a superintendent 
hy the President, at a salary of $1,500 per annum, 
Avho shall make all contracts, receive and disburse 
all moneys, &c. ; also authorizes the appointment 
of one commissioner, who shall have power ac- 
cording to provisions of the act of May 15, 1820 ; 
$10,000 of the money appropriated by this act is to 
be expended in completing the survey mentioned. 
The whole sum ai)propriated to be advanced from 
moneys not otherwise appropriated, and replaced 
from reserve fund, acts admitting Ohio, Indiana, 

Illinois, and Missouri 150,000 00 

15. Act of March 14, 1826 (Genei*al Ai)propriation 
Bill), appropriates for balance due superintendent, 
$3,000; assistant superintendent, $158.90; con- 
tractor, $252.13 3,411 03 

from moneys not otherwise appropriated. 

16. Act of March 25, 1826 (Military Service), appro- 
propriates for continuation of the Cumberland 

Road during the year 1825 110,749 00 

17. Act of March 2, 1827 (Military Service), appropri- 
ates for construction ot road from Canton to Zanes- 
ville, and continuing and completing the survey 
from Zanesville to the seat of government of Mis- 
souri, to be paid from reserve fund, acts admitting 

Ohio, Indiana, Illinois, and Missouri 170,000 00 

For balance due superintendent, from moneys not 

otherwise appropriated 510 00 

18. Act of March 2, 1827, appropriates for repairs be- 
tween Cumberland and Wheeling, and authorizes 
the appointment of a superintendent of repairs, at 
a compensation to be fixed by the President. To 
be paid from moneys not otherwise appropriated. 
The language of this act is, ''For repairing the 

public road from Cumberland to Wheeling " 30,000 00 

Carried forward $2,202,441 23 



THE OLD PIKE. 103 

Brought forward $2,202,441 23 

19. Act of May 19, 1828, appropriates for the comple- 
tion of the road to ZaneHville, Ohio, to be paid 
from fund, acts admitting Ohio, Indiana, IllinoiH, 

and Missouri 175,000 00 

20. Act of March 2, 1829, appropriates for openiiig 
road westwardly, from Zanesville, Ohio, to be paid 
from fund, acts admitting Ohio, Indiana, Illinois, 

and Missouri 100.000 00 

21. Act of March 2, 1829, appropriates for opening 
road eighty feet wide in Indiana, east and west 
from Indianapolis, and to appoint two superin- 
tendents, at $800 each per annum, to be paid ft'om 
fund, acts admitting Ohio, Indiana, Illinois, and 

Missouri ^ 51,600 00 

22. Act of March 3, 1829, appr<)])riates for repairing 

bridges, &c., on road east of Wheeling 100,000 00 

23. Act of May 31, 1830 (Internal Improvements), ap- 
propriates for oi>ening and grading road west of 
Zanesville, Ohio, $100,000; for opening and grad- 
ing road in Indiana, $60,000, com.oencing at In- 
dianapolis, and progressing with the work to the 
eastern and western boundaries of said State ; for 
opening, grading, &c., in Illinois, $40,000, to be 
paid from reserve fund, acts admitting Ohio, Indi- 
ana, Illinois, and Missouri ; for (*iaims due and re- 
maining unpaid on account of road east of Wheel- 
ing, $15,000; to be paid from moneys in the treas- 
ury not otherwise appropriated 215,000 00 

To this act is appended the following note: 

"I approve this bill, and ask a reference to my com- 
munication to Congress of this date in relation tliereto. 

"ANDREW JACKSON."* 



Carried forward $2,844,041 23 



*The following is the communication referred to by President 
Jackson : 

SPECIAL MESSAGE. 

May 30, 1830. 
To the Senate of Oie United States : 

Gentlemen : 1 have approved and signed the bill entitled " An act making 
appropriations for exammations and surN'eys, and also for certain works of 
internal improvement," but as the phraseology of the section, which appro- 
priates the sum of eight thousand dollars for the road from Detroit to Chicago, 
may be construed to authorize the application of the appropriation for the 
continuance of the road beyond the limits of the territory of Michigan, I 
desire to be understood as having approved this bill with the understanding 
that the road, authorized by this section, is not to be extended beyond the 
limits of the said territmy. ANDREW JACKSON. 



104 THE OLD PIKE. 

Brought forward $2,844,041 23 

24. Act of March 2, 1831, appropriates $100,000 for 
opening, grading, &e., west of Zanesville, Ohio ; 
$950 for repaii-8 during the year 1830; $2,700 for 
work heretofore done east of Zanesville ; $265.85 
for arrearages for the survey from Zanesville to 
the capital of Missouri ; and $75,000 for opening, 
grading, &c., in the State of Indiana, including 
bridge over White river, near Indianapolis, and 
progressing to eastern and western boundaries; 
$66,000 for opening, grading, and bridging in Illi- 
nois ; to be paid from the fund, acts admitting Ohio, 
Indiana, Illinois, and Missouin 244,915 85 

25. Act of July 3, 1832, appropriates $150,000 for re- 
paid east of the Ohio river; $100,000 for contin- 
uing the road west of Zanesville; $100,000 for 
continuing the road in Indiana, including bridge 
over east and west branch of White river: $70,000 
for continuing road in Illinois; to be paid from the 
fund acts admitting Ohio, Indiana and Illinois, . . . 420,000 00 

26. Act of March 2, 1833, appropriates to caiTy on 
certain improvements east of the Ohio river, $125,- 
000; in Ohio, west of Zanesville, $130,000; in 
Indiana, $100,000; in Illinois, $70,000; in Vir- 
ginia, $34,440 459.440 00 

27. Act of June 24, 1834, appropriates $200,000 for 
continuing the road in Ohio; $150,000 for continu- 
ing the road in Indiana; $100,000 for continuing 
the road in Illinois, and $300,000 for the entiiv 
completion of repairs east of Ohio, to meet pi*ovi- 
sions of the Acts of Pennsylvania (April 4, 1831 ). | 
Maryland (Jan. 23, 1832), and Virginia (Feb. 
7, 1832), accepting the road surrendered to the 
States, the United States not thereafter to be sub- 
ject for an}' exjiense for repairs. Places engineer 
officer of arm}' in control of road through Indi- 
ana and Illinois, and in charge of all appropria- 
tions. $300,000 to be paid out of any money in 
the Treasury not otherwise appropriated, balance 

from acts admitting Ohio, Indiana and Illinois. . . 750,000 00 

28. Act of June 27, 1837, (General Appropriation) for 
arrearages due contractors 1.609 36 

29. Act of March 3, 1835, appropriates $200,000 for 
continuing the road in the State of Ohio; $100,000 
for continuing road in the State of Indiana; (o be 



Carried forward $4,720,006 44 



THE OLD PIKE. 105 

Brought forward $4,720,006 44 

out of fund acts admitting Ohio, Indiana and Illi- 
noisf and $346,186.58 for the entire completion of 
repairs in Maryland, Pennsylvania and Virginia; 
but before any part of this sum can be expendecl 
east of the Ohio river, the road shall be surrendered 
to and accepted by the States through which it 
passes, and the United States shall not thereafter 
be subject to any expense in relation to said road. 
Out of any money in the Treasuiy not otherwise 
appropriated ' 646,186 58 

30. Act of March 3. 1835, (Repair of Iloads) api)ru- 
priates to pay for work heretofore done by Isaiah 
Frost on the C-umberland Road, $320 ; to })ay late 
Superintendent of road a salary, $862.87 1.182 87 

31. Act of July 2, 1836, appropriates for continuing 
the road in Ohio, $200,000; for continuing road in 
Indiana, $250,000, including materials for a bndge 
over the Wabash river: $150,000 for continuing 
the road in Illinois, provided that the appropria- 
tion for Illinois shall be limited to grading and 
bridging, and shall not be construed as pledging 
Congress to future appropriations for the purpose 
of macadamizing the road, and the moneys herein 
appropnated for said road in Ohio and Indiana 
must be expended in completing the greatest pos- 
sible continuous portion of said road in said States 
so that said finished part thereof may be surren- 
dered to the States respectively ; to be paid from 

acts admitting Ohio, Indiana, Illinois and Missouri 600,000 00 

32. Act of March 3, 1837, appropriates $190,000 for 
continuing the road in Ohio; $100,000 for continu- 
ing the road in Indiana; $100,000 for continuing 
road in Illinois, provided the road in Illinois shall 
not be stoned or graveled, unless it can be done at 
a cost not greater than the average cost of stoning 
and graveling the road in Ohio and Indiana, and 
provided that in all cases where it can be done the 
work to be laid off in sections and let to the lowest 
substantial bidder. Sec. 2 of the act provides that 
Sec. 2 of act of July 2. 1836, shall not be applica- 
ble to expenditures hereafter made on the road, 
and $7,183.63 is appropriated by this act for re- 
pairs east of the Ohio river ; to be paid from the 

acts admitting Ohio, Indiana and Illinois 397,183 63 



earned forward $6,364,559 52 



106 THE OLD PIKE. 

Brought forward $6,364,559 52 

33. Act of May 25, 1838, appropriates for continuing 
the road in Ohio, $150,000 ; for continuing it in 
Indiana, inchiding bridgeH, $150,000; for continu- 
ing it in Illinois, $9,000 ; for the completion of a 
bridge over Dunlap's creek at Brownsville ; to be 
paid from moneys in the Treasury not otherwise 
appropriated and subject to provisions and condi- 
tions of act of March 3, 1837 459,000 00 

34. Act of June 17, 1844, (Civil and Diplomatic) ap- 
j)ropriates for arrearages on account of survey to 
Jeffei-son, Mo L359 81 



Total $6,824,919 33 

Note— The appropriation of $:y86 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 8, 1843, appropriates so much as is necessary to settle 
certain claims on contract for building bridges over Kaskaskia river and con- 
structing part of Cumberland Road. 




HON. T. M. T. McKENNAN. 



CHAPTER XV. 



Speech of Hon. T. M. T. McKennan, delivered in Congress, June 6, 18:^2 — The Eoad 
a Monument of National Wealih and Greatness — A Bond of Union — Bminesn 
of the Road — Five Thousand Wagons unload in Wheeling in a single year — 
Facilities afforded by the Road for transporting the MaiU and Munitions of War. 

This road, Mr. Speaker (the National Road), is a magnijicent 
one — magiiifieeiit in extent; it traverses seven different States ot 
this Union, and its whole distance will cover an extent of near eight 
hundred miles. Magnificent in the difficulties overcome hy the 
wealth ot* 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 icealth and national 
(greatness, and of the deep interest felt by the (jovernment 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 are works 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 Avhich the 
eastern as well as the western country has derived from the con- 
struction of this road, let me call their attention to the amount of 
merchandise tnmsported to the Ohio river in a single year after its 
completion ; and here, sir, I avail myself of an estimate made by an 
hononible meniber 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 com|)letion of the road, a 
single house in the town of Wheeling unloaded l.()8I wagoirs, aver- 
aging 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 the 

(107) 



108 THE OLD PIKE. 

cost of ti^ansportation. But, further, it is estimated that at least every 
tenth wagou passed through that place into the interior of Ohio, 
Indiana, &c., which would considerably swell Ihe amount. These 
wagons take their return loads and carry to the eastern markets all 
the various articles of production and manufactui*e 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 
gi*eatly 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 tninsportation of goods from 
Baltimore to the Ohio river, and the price varied from six to ten 
doUai^s 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 transporta- 
tion 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 moi'e 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 comfort- 
able stages, protected from the inclemency of the weather, in forty- 
eight hours ; and no less than twenty-eight mails weekly and regu- 
larly 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 postofiice 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 aiforded 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 difterent 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 
van reconcile it to his conscience and his constituents to permit it to go to 
destruction f 



* 1' 



CHAPTER XVI. 



Lije 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 j Daniel BarcuSj 
Robert Bellj Henry Clay Rushy 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 drivei*8, 
tavern keepers, farmers, and in fact the sons of pei^sons 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 "re- 
gard 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 Eoad. 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 per- 
sons 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 Avas quite a lotl}' 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 wag- 
oners, a custom in thorough accord with the ])ublic sentiment of the 
time, and seemingly agreeable to the colored wagoners themselves. 
Countiy life in the olden time was enlivened by numerous corn husk- 
ings, 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 
countiy, 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 a 

6 (109) 



110 THE OLD PIKE. 

spelling inaieh or a revival meeting. A feeling of jealousy always 
existed between the young men and boys, living along and near the 
i*oad, and those in the back country, and the occasions before men- 
tioned 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, iis the exigen- 
cies 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 invariablv 

ft.' 

called wagonei's, 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 wagon- 
ers consisting, as a rule, of six hoi*ses, were very rarely stabled, but 
rested over night on the wagon yards of the old taverns, no matt<3r 
how inclement the weather. Blankets were used to protect them in 
the winter season. Feed troughs were suspended at the rear end of 
the w^agon bed, and carried along in this manner, day afl43r 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 hoi'ses 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 sj)read them out in a semi-circle on the bar nxim 
floor in front of the big bar room fire ui)on 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 i*ough 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 appeanince like a small sled, fitted 
on the hind wheels, which were first securely locked. The rough 
lock w^as a short chain with large, rough links, and the clevis was 
like that used on an ordinary plow, except that it w^as larger and 
stronger. These instruments were essential parts of the wagonei*s' 
''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 pui'suit than hauling goods 
and merchandise on the road. The sharpshooters were for the most 
])art farmers, who put their farm teams on the road in seasons wiien 
freights were high, and took them off when prices of hauling de- 
clined ; 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 
Avagoners became members of these companies and put in their 
teams. The main object of the combination was to tmnsport goods 
more rapidly than by the ordinary method. Line teams were sta- 




JOHN THOMPSON. 



THE OLD PIKE. Ill 

tioned along 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 moviiig 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." 

The whip used by old wagonei's 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 tlian any other man on the road. The 
intenor of his whip was a raw hide. John Morrow, of Petei*sburg, 
Somerset county, Pa., also made many whips for the old wagoners. 
There was another whip, much used by old wagoners, known as the 
'• Loudon Whi])." The inner portion of this whip was an elastic 
wooden stock, much approved by the wagonci*s. 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, via Chambersburg and Bedford. 

Some of the old wagoners of the National Hoad became rich. 
John Snider was one of these. He drove a six-horse team on the 
i-oad for twenty years, and died on his farm near Uniontown in De- 
cember, 1880, much lamented. Few men possessed more of the 
higher attributes of true manhood than John Snider. The author of 
this voluniQ 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 wagonei's 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 m^ny of their names as is pi*acticable 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 Tayloi^stown, Washington county, Pa., and highly 
respected by all their neighbors. The point at which they fii*st 
entered upon the road was the famous *' S ' bridge. Thompson 
drove his father's team when quite young, in fact, a mere boy. The 
firet trip he made over the road was in the spring of 1843, in company 
with the vetei*an 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 
w^armly cherished. He can sit down in a room, at his comfortable 
home, and *'in his mind's eye" see every mile post along the road 



112 THE OLD PIKE. 

and recall the distances to points inscribed thereon. In the 3ear 
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 home- 
stead 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 nink. ^' Watty " and William Noble were stage drivei*8. 
James Noble, the old wagoner, drove a team for the late Hon. Isaac Hod- 
gens, 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 affaii*8 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 dis- 
covery 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 pos- 
sibilities 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 cease- 
less vigilance, attaining the dignity of farmei*s, 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 passpoil of self-respect 
with the Anglo-Saxon race ever since Horsa and Hengist landed on 
the shores of England." 

Otho and Daniel Barcus, brothers, were among the prominent 
wagoners of the road. They lived near Frostburg, Md. Otho died 
at Barton, Md., in 1883. Daniel is now living in retirement at Salis- 
bury, Somerset county, Pa. In 1838 he engaged with John Hopkins, 
merchant at the foot of Light and Pratt streets, Baltimore, to haul a 
load of general merchandise, weighing 8,300 pounds, to Mt. Vernon, 
Ohio. ''He delivered the goods in good condition" at the end of 
thirty days from the date of his departure from Baltimore. His 
route was over the National Road to Wheeling, thence by Zanesville 
and Jacktown, Ohio, thence thirty-two miles from the latter place to 
the point of destination, the whole distance being 397 miles. He 
received $4.25 per hundred for hauling the goods. At Mt. Vernon 
lie loaded back WMth Ohio tobacco, 7,200 pounds in hogsheads, for 
which he received $2.75 per hundred. On the return trip he upset, 
between Mt. Vernon and Jacktown, without sustaining any damage, 
beyond the breaking of a bow of his wagon bed, and the loss caused 
by detention. The expense of getting in shape for pui*suing his 
Journey, was the |>rice of a gallon of whisky. Mt. Vernon is not on 
the line of the road, and Mr. Barcus writes that "wiien he reached 




DANIEL BARCUS. 



THE OLD PIKE. 113 

tlie National Road at Jaektown, ho felt at home again." Mr. Barons 
also states in a letter to the writer of these pages, that the first lot oi' 
^oods shipped over the Baltimore and Ohio railway, after its oomple- 
tion to Cnmberland, destined for Wheeling, was oonsigned to Shrivoi* 
and Dixon, oommission nierohants of Cumberland, and by that firm 
consigned to Forsythe and Son, of Wheeling. This lot of goods 
aggregated 6,143 pounds, an average load for a six- horse team, and 
Mr. Barons contraoted with Shriver and Dixon to haul it through to 
Wheeling in six days for fifty oents a hundred, which he accomplished. 
He further states that a delegation of wholesale and retail merchants 
of Wheeling met him at Steenrod's tavern, east of Wheeling Hill, and 
escorted him to town, then a place of 4,000 or 5,000 inhabitants, and 
in the evening there was public rejoicing over the unprecedented 
event of goods reaching Wheeling from Baltimore in the short space 
of seven days. Mr. Barous concludes his letter as follows: '' I stayed 
many nights at Hopwood with Wilse Clement, and many with Natty 
Brownfield, in Uniontown. I often stayed with Arthur Wallace, five 
miles east of Brownsville. I remember one night at Wallace's, after 
caring for my team, I accompanied his two fine and handsome daugh- 
ters to a party about a mile distant in the country, where I danced 
all night, till broad daylight, and then walked home with the girls in 
the morning." 

John Grace was another old w^agoner, who became wealthy. 
The old pike boys will remember him as the driver of a black team. 
He w^as a Maryland man. When the old road yielded its grasp on 
trade, to the iron railway, Grace settled in or near Zanesville, Ohio, 
where he still lives, or was living a few years ago, worth a hundred 
thousand dollars. He transported his family to Ohio in his big road 
wagon. 

Jesse Franks, and his son Conrad, of High House, Fayette 
county, Pa., were old wagoners. Conrad's team ran off near Cumber- 
land, on one of his trips, overthrowing the wagon, and causing an 
ugly dislocation of Conrad's thigh, from which he suffered great pain 
for many weeks. 

John Manaway, late owner of the Spottsylvania House, Union - 
town, drove a team on the road for many years, and no man enjoyed 
the business more than he. 

There w^as an Ohio man of the name of Lucas, called Gov. Lucas, 
because a man of like name was an early Gov^ernor of Ohio, who was 
an old wagoner, and his team consisted of but five horses, yet he 
hauled the biggest loads on the road. He was the owner of the team 
he drove. In. the year 1844, one of his loads weighed twelve thou- 
sand pounds — "one hundred and twenty hundred," as the old wag- 
oners termed it, and the biggest load ever hauled over the road up to 
that date. 

William King, of Washington county, Pa., an old wagoner, was 
noted for his steady habits. On one of his trips over the road, and 
going down the eastern slope of Laurel Hill, when it was covered 



114 THE OLD PIKE. 

with ice, his wagon slipped from the road and fell over the bank near 
the old Price residence, dragging the team after it. Strange to say, 
the horses were uninjured and but little damage done to the wagon. 
The contents of the load were Ohio tobacco and bacon. After getting 
things restored, King drove to Jimmy Snyder's, stayed all night, and 
the next morning proceeded on his journey to Baltimore. He was 
the owner of a farm in Washington county. 

Joseph Thompson, an old wagoner on the road, is now and has 
been for many years in charge of the large and valuable coal farm 
belonging to the estate of the Hon. James G. Blaine, on the Monon- 
gahela river, near Pittsburg. A trusty old wagoner, he has approved 
himself the trusty agent of the great statesman. 

Jacob Probasco was an old wagoner, and also kept a tavern at 
Jockey Hollow. He went west and founded a fortune. 

Joseph Lawson, an old wagoner, kept tavern for many yeai*s in 
West Alexander, Washington county, Pa., and died the possessor of a 
valuable estate. The author of this book took dinner, in 1848, at 
Lawson's tavern, in company with James G. Blaine, the late dis- 
tinguished Secretary of State. 

Matthias Fry, an old wagoner, kc2)t the Searight House in 1840, 
and subsequently 2)resided as landlord over several hou.ses at different 
times in Hop wood. He was one of the best men on the road. His 
large and well proportioned foiTu will be readily recalled by the old 
j)ike boys. He was a native of Old Virginia, and died in Hop wood. 

David Hill was one of the most noted wagoners of the road. He 
was an active, bustling man, and given to witty sayings. He belonged to 
Washington county. Pa., and was the father of Dr. Hill, of Yanderbilt. 
and the father-in-law of the Rev. J. K. Mel horn, who preached tbr 
many years in the vicinity of McClellandtown, Fayette county. Pa. 

Andrew Prentice, who died recently in Uniontown, the possessor 
of considerable money, drove a team on the old road in his early daj^s. 

Henry Clay Rush, a prominent citizen of Uniontown, and ex- 
jury commissioner, was once the proud driver of a big six-hoi*sc 
team. He drove through from Baltimore to Wheeling, and can re- 
count incidents of eveiy mile of the road to this day. None of the 
old pike boys enjoys with keener relish a recital of the stories of the 
old pike than Rush. 

William Worthington, who died not long since in Dunbar town- 
ship, Fayette county. Pa., aged upwards of ninety years, was one of 
the earliest wagoners on the road. When he made his first trip he 
was only thirteen years old, and the road was then recently opened 
for travel. He continued as a wagoner on the road for many years, 
and located in Dunbar townshij), where he purchased property, 
which subsequently became very valuable by reason of the coal de- 
velopment. 

William Chenriewith, wiio recently, and 2>robably at the present 
time, keeps a hotel near Bedford Springs, was an old wagoner of the 
National Road. 




HENRY CLAY RUSH. 



THE OLD PIKE. 115 

John Thoniaf*, who kept a hotel and livery stable in Baltimore, 
was an old wagoner, and is well remembered along the road. 

George Buttermore, father of Dr. Smith Buttermore, of Connells- 
ville, was at one time a wagoner on the National Road. 

John Orr, now a prosperous and well-known farmer of the 
vicinity of West Newton, Westmoreland county. Pa., was an old wag- 
oner of the road. 

James Murray, an old wagoner, is remembered for his extrava- 
gance of speech. One of his sayings was, that ^'he saw the wind 
blow so hard on Ke^'ser's Ridge, that it took six men to hold the hair 
on one man's head." 

E. W. Clement, of Hop wood, w as an old wagoner, and invariabl}^ 
used bells on his horses. He subsequently kept a tavern in Hop- 
wood, and built the house there known as the ^^ Shipley House." 

Robert Bell was an old wagoner with quaint ways. He was 
rich, and owned his team, which was the poorest equipped of any on 
the road. Horses in his team w^ere not infrequently seen without 
bridles. He was a trader, and often bought the goods he hauled and 
sold them out to people along the road. His reputation for honesty 
was good, but he was called "Stingy Robert." 

Grcorge Widdle, an old wagoner of the age of eighty and up- 
wards, still living in Wheeling, drew the single line and handled the 
Loudon whip over a six-horse team for many years, between Wheel- 
ing and Baltimore, and accounts the days of those years the happiest 
of his existence. He was also a stage driver for a time. Nothing 
affords- him so much pleasure as a recital of the incidents of the road. 
He says there never w^ere such taverns and tavern keepers as those 
of the National Road in the days of its glory, and of his vigorous 
manhood. 

James Butler, like Bell, was a trader. Butler drove a " bell 
team," as teams with bells were called. He was a Virginian, from 
the vicinity of Winchester. It was the tradition of the road that ho 
had a slight infusion of negro blood in his veins, and this assigned 
him to the side table of the dining room. When he quit the road he 
returned to Winchester, started a store, and got rich. 

Neither tradition or kindred evidence was necessary to prove the 
race status of Westley Strother. He showed up for himself He was 
as black as black could be, and a stalwart in size and shape. He was 
well liked by all the old wagoners, and by eveiy one who knew him. 
He was mild in manner, and honest in purpose. He had the strongest 
affection for the road, delighted in its stirring scenes, and when he 
saw the wagons and the wagoners, one after another, departing from 
the old highway, he repined and prematurely died at Union town. 



CHAPTER XVII. 



OUl Wagoners continued — Ilarrison Wiggins^ Morris Mauler^ James Mauler y John 
Marker, John Bradley, Robert Carter, R. D. Kerfoot, Jacob F, Longanecker, 
EUis B. Woodward — Broad and Narrow Wheels — A peciUiar Wagon — 
An experiment and a failure — Wagon Beds — Bell Teanvi. 

Harrison Wiggins, widely known as a lover of fox hunting, and 
highly respected as a citizen, was one of the early w^agoners. His 
career as a wagoner ceased long before the railroad reached Cumber- 
land. He hauled goods from Baltimore to points west. His outfit, 
team and wagon, were owned by himself and his father, Cuthbert 
Wiggins. Harrison Wiggins was born in the old Gribble house, tw^o 
miles east of Brownsville, on the 30th of April, 1812. About the 
year 1817 his father moved to Uniontown, and kept a tavern in a 
frame building which stood on the lot adjoining the residence of P. 
S. Morrow, Esq. He remained here until 1821, when he went to the 
stone house at the eastern base of Chalk Hill, and was its first occu- 
pant. His house at Uniontown numbered among its patrons, Hon. 
Nathaniel Ewing, Samuel Cleavenger, Mr. Bouvier, John A. Sang- 
ston, John Kennedy, John Lyon, and other eminent men of that period. 
In 1832 or '33, Harrison Wiggins married a daughter of John Risler, 
a noted tavern keeper of the road, one of the very best, a talent 
which descended to his children. At the date of the marriage 
Mr. llisler was keeping the stone house at Braddock's run, and the 
wedding occurred in that house. In 1839 Harrison Wiggins w^ent 
to Iowa, with a view of locating in that State, but returned the next 
year and leased the property on which he now lives from Charles 
Griffith. In ten years thereafter he bought this property, and it 
has been his home for more than half a century. Under the care- 
ful and sagacious management of Mr. Wiggins, it has become one of 
the prettiest and most valuable properties in the mountains. It has 
been a long time since he was a wagoner, but he enjoys a recital of 
the stirring scenes he witnessed on the old road in the days of its 
glory. 

There is not a more familiar name among the old pike boys than 
that of Morris Mauler. He was an old wagoner, stage driver and 
tavern keeper. He was born in Uniontown in the year 1806. The 
house in which he first beheld the light of day, was a log building on 
the Skiles corner, kept as a tavern by his father. Before he reached 
the age of twenty-one he was on the road with a six-horse team and 

(116) 



c 




HARRISON WIQGINS. 



THE OLD PIKE. 117 

a big wagon, hauling goods from the city of Baltimore to points west. 
He continued a wagoner for many years, and afterward became a 
stage driver. He drove on Stockton's line. From stage driving he 
went to tavern keeping. His first venture as a tavern keeper was at 
Mt. Washington, when the old tavern stand at that point was owned 
by the late Hon. Nathaniel Ewing. He subsequently and successively 
kept the old Probasco house at Jockey Hollow, the old Gaither house, 
the Yeast house, and a house in Hopwood. He always furnished 
good entertainment for strangei-s and travelers, as well as for friends 
and acquaintances, and as a consequence, was well patronized. He 
died about seven years ago at Fairchance, and when his light went 
out a shadow of sorrow passed over the hearts of all the old pike 
boys. 

James Mauler, a son of Morris, above mentioned, is also an old 
wagoner. He went on the road with a team in the year 1830, and 
remained on it as long as he could obtain a load of goods to haul over 
it. He is still living and in robust health, at Brownfield station, four 
miles south of Uniontown. 

John Marker, now residing in the east end of Uniontown, is an old 
wagoner* He was born at the Little Crossings in the State of Maryland, 
in the 3'ear 1816, and while yet a lad began to drive a team on the road 
for Joseph Plucker. In 1839 he quit the service of Plucker and came 
to Wharton township, Fayette county. Pa., and soon thereafter began 
dnving again, first for Sebastian Rush and next for Nicholas McCart- 
ney. He is a near relative of the Shipley, McCollough and McCart- 
ney families, all of the old pike. Marker says he never suffered an 
''upset" himself, but saw a great many "upsets" on the road. He 
also states that he saw a stage driver killed near Little Crossings in 
1835 by the "running off" of his team and the "upsetting" of the 
coach. The name of this unfortunate stage driver was James Ehodes, 
and he drove on Stockton's line. John Marker, in his prime, was 
one of the stoutest men on the road, upwards of six feet in height, 
and rounded out in proportion, but, being of an amiable tempera- 
ment, he never engaged in broils, realizing, no doubt, and acting upon 
the poetic sentiment that: 

" It is excellent to have a giant's strength, 
But tyrannous to use it as a giant." 

He still clings to the old road, breaking stone to repair it, when 
his health will permit. He is in the 76th year of his age. 

John Bradley, brother of Daniel, of Jockey Hollow, is an old 
wagoner. He drove a team for Benjamin Brownfield, Jr., now resid- 
ing near Newark, Ohio., son of Col. Ben., the centennarian of South 
Union township, and grand marshal of Democratic processions of the 
olden time. John Bradley also worked on the construction of the 
Baltimore and Ohio railroad in 1839, near Oldtown, Md., fifteen miles 
cast of Cumberland. His employer on this work was the late Zal- 
mon Ludington, of Uniontown, who had a contract at the point 

mentioned. John Bradley is now living in the city of Pittsburg, 
ea 



118 TH£ OLD PIK£. 

Robert Carter was a well known old wagoner, a native of 
Washington county, Pa., a "regular," and a very energetic, per- 
se venng and keen sighted man. He took a prominent part in many 
of the festivities of the old road, but never lost his head. He was a 
money maker, and unlike most of that class, kind hearted and gen- 
erous. He married the eldest daughter of Thomas Moxley, the old 
tavern keeper, whose house was three miles west of TJniontown. 
After his marriage he bought a small farm, known as the Solomon Col- 
ley farm, near Hatfield's, in Redstone township, Fayette county, Pa., 
subsequently merged in the Hatfield estate. He operated this farm 
for a short time, but while engaged as a farmer, kept his team on the 
road in charge of a hired driver. He sold his farm and leased the Bar 
house in Bridgeport, and kept tavern there for some time. When busi- 
ness ceased on the road, he gave up his team and his tavern, and 
moved with his family to Iowa, where he engaged extensively in 
farming and stock raising. 

R. D. Kerfoot, the well known miner and labor leader of Bver- 
son, was at one time a wagoner on the National Road. He was born 
in Lancaster county, Pa., and before reaching the full stature of man- 
hood in point of age, went to Washington county, Md., where he 
engaged as a driver for one J. B. Bear, a farmer of that county and 
State, and was put in charge of a fine six-horse team, and a broad 
wheeled wagon, with which he hauled goods, wares and merchandise 
to and from Baltimore and Wheeling. He enjoyed the stirring scenes 
of the old road, and recalls with a keen I'elish the bounteous tables 
of the old taverns. 

Jacob F. Longanecker, who served as county commissioner of 
Fayette county, Pa., from 1854 to 1857, was an old wagoner. He 
owned a farm in German township, and was a good practical farmer, 
but spent much of his time, for many years, on the road with his 
team. He enjoyed life on the road, and seemed loath to relinquish 
the occupation of a wagoner. 

Ellis B. Woodward, of Menallen township, Fayette county, Pa., 
is an old wagoner with experience hardly sufficient to entitle him 
to be classed as a "regular," and yet almost enough to take him from 
the list of " sharp-shooters." He kept his big road wagon on his farm 
for many years after the road ceased to be a profitable avenue of 
transportation, and felt a pride in exhibiting it as a reminder of his 
identification with the great highway, in the days of its prosperity. 
He still lives and warmly cherishes the memories of the old road. 

The first wagons used on the National Road were made with nar- 
row rimmed wheels, like those in use at the present day on farms 
and country roads. It was not long, however, after the opening of 
the road, until the broad wheeled, or "broad tread wagon," as it was 
called, was introduced, and c^me into general use by the "regulai*s." 
The "sharpshooters," as a rule, retained the narrow tread, as their 
wagons were designed mainly for farm service. The width of the 
broad tread was about four inches, and lighter tolls were exacted at 




JOHN MARKER. 



THE OLD PIKE. ' 119 

the gates from broad than from narrow tread wagons for the obvious 
reason that narrow wheels cut deeper into the road than broad wheels. 

A gentleman of "Wheeling interested in the transportation busi- 
ness at one time, conceived the idea of constructing a wagon that 
would make so wide a track as to be allowed to pass over the road 
for a very low rate of toll, if not entirely exempt. His model was a 
wagon with the rear axle four inches shorter than the front one, so 
that a track was made of eight inches in width. To this wagon nine 
horses were attached — three abreast. It passed over the road several 
times, with Joseph Sopher as driver, attracting much attention, but 
turning out a failure as well in the matter of saving toll as in being 
an impracticable vehicle of transportation. 

The bed of the regular road wagon was long and deep, bending 
upward at the bottom in front and rear. The lower broad side was 
painted blue, with a movable board inserted above, painted red. The 
covering was of white canvas stretched over broad wooden bows, so 
that the old road wagon, probably more as a matter of taste than 
design, disclosed the tri-colors of the American escutcheon, red, white 
and blue. 

An average load was 6,000 pounds, but loads weighing 10,000 
pounds, " a hundred hundred," as all old wagoners boastfully put it, 
were frequently hauled over the road. 

The reader who never saw the endless procession on the old pike, 
in the days of its glory, may have the impression that the bells used 
by some of the old wagoners on their teams were like sleigh bells, 
or those of the milk wagon of the present day, and in like manner 
strapped around the horses. But that was not the way of it. The 
bells of the old wagoners were cone shaped, with an open end, not 
unlike a small dinner bell, and were attached to a thin iron arch, 
sprung over the tops of the hames. The motion of the horses caused 
a quiver in the arch, and the bell teams moved majestically along the 
road attracting attention and eliciting admiration. The great majority 
of wagoners did not use bells. 



Chapter xviii. 



GUI Wagoners c/mtinued — John Deets — His story told by himself — David Church — 
John Snider loads up wiili Butter — Biliy AshtoHy John Bradjieldy Frank 
Bradfield — An Escapade — WiUiam HaUy Henry Puffenherger and Jacob 
Breakeron — Collision betv:een a ** regular^* and a ^* sharpshooter'* — Joseph 
Lawson^ Jeff. Manypenny, Joseph Amddy The Sophers, Robert Beggs, Thomas 
GorCf and John Whetsel. 

John Deets was a wagoner on the road as early as 1826, before 
the invention of the rubber, or at least before its application to 
wagons on the National Road. He had a brother, Michael, who pre- 
ceded him as a wagoner on the road. John Deets located in Guern- 
sey county, Ohio, in 1835, whence he went from Menallen township, 
Fayette county. Pa. He is still living. The following from his own 
pen furnishes a graphic account of life on the road in his day : 

Mr. Searight: I will try to give you as much information as I 
can at this time. My brother, Michael Deets, about four years older 
than myself, was among the first that wagoned on the pike. That 
was about the year 1822. He first drove his father's team, and the 
first load of goods he hauled from Baltimore was to Uniontown for 
Isaac Beeson or Isaac Skiles, I am not certain which. After that he 
drove for A b ram Beagle, who liv^d in the west end of Uniontown. 
After that he bought a team, and a few years after bought two more, 
so that he owned three teams at one time. He drove one of the teams 
himself and hired drivers for the other two. The team he drove 
himself was a bell team. One of his drivers was George Richards, 
and the other, Jesse Barnet, a colored man, who lived in the east end 
of Uniontown. When they took up the old bed of the road, and 
macadamized it, my brother took a contract and put his teams to 
hauling stones. After finishing his contract, he resumed the hauling 
of merchandise on the road and continued until about 1837, when he 
moved to Ohio, thence to Illinois, and thence to Missouri, where he 
died. 

The pike boys had some hard times and they had some good 
times. They were generally very fond of sport, and mostly tried to 
put up where the landlord was a fiddler, so that they could take a 
hoe-down. Every one carried his own bed, and after they had all 
the sport they wanted they put their beds down on the floor in a cir- 
cle, with their feet to the fire, and slept like a mouse in a mill. They 
were generally very sociable and friendly with each other, but I must 

( 120 ) 



( 




JOHN DEETS 



TU£ OLD PIKB. 121 

note one thing just here: Two of the boys met at David Barnett's, 
some three miles east of Hancock, and got into a dispute, which was 
not often the case. Elias Meek and Abner Benley were the two. 
Meek was for fight, Benley was for peace. But Meek pushed on 
Benley and Benley run. but Meek caught him. Then Benley knew 
he had to fight, and turned on Meek and gave him a wonderful 
thrashing, so that he was not able to drive his team for some time. 
And now with regard to getting up and down the hills. They had no 
trouble to get up, but the trouble was in getting down, for they had 
no rubbers then, and to tight lock would soon wear out their tires. 
They would cut a small pole about 10 or 11 feet long and tie it to the 
bed with the lock chain and then bend it against the hind wheel and 
tic it to the feed trough, or the hind part of the wagon bed, just tight 
enough to let the wheel turn slow. Sometimes one driver would wear 
out from 15 to 20 poles between Baltimore and Wheeling. Sometimes 
others would cut down a big tree and tie it to the hind end of the 
^vagon and drop it at the foot of the hill When there was ice, and 
there was much of it in winter, they had to use rough locks and cut- 
ters, and the wagon would sometimes be straight across the road, if 
not the hind end foremost. The snow was sometimes so deep that 
they had to go through fields, and shovel the drifts from the fences, 
and often had to get sleds to take their loads across Nigger Moun- 
tain, and on as far as Hopwood. Those of us who had to go through 
the fields were three days going nine miles. This was in the neigh- 
borhood of Frost burg, Md. There were no bridges then across the 
Monongahela or the Ohio rivers. Wagoners had to ferry across in 
small flat-boats, and sometimes to lay at the rivers for some days, 
until the ice would run out or the river freeze over. A small bridge 
across Dunlap's creek, at Brownsville, broke down with one of the 
pike boys and did a great deal of damage. Sometimes a barrel of 
coffee would spring a leak and the coffee would be scattered along the 
road, and women would gather it up and be glad for such a prize. 
The writer has scattered some in his time. Some of the old citizens 
of Union town, no doubt, well remember the time, when scores of poor 
slaves were driven through that place, handcuffed and tied two and 
two to a rope that was extended some 40 or 50 feet, one on each side. 
And thousands of droves of hogs were driven through to Baltimore, 
some from Ohio. vSometimes they would have to lay by two or three 
days on account of the frozen road, which cut their feet and lamed 
them. While the writer was wagoning on the old pike, the canal 
was made from Cumberland to Harper's Ferry. The pike boys were 
bitterly opposed to railroads and so were the tavern keepers. The 
writer heard an old tavern keeper say " he wished the railroad would 
sink to the lower regions." That great phenomenon that occurred the 
13th of November, 1833, or, as it is often called, the Shooting stars. 
That circumstance caused a great deal of excitement. Some became 
very much alarmed, and it was reported that some went crazy, and 
thought the w^orld was coming to an end. The writer was at Hop- 



122 THE OLD PIKE. 

wood that night with his team and wagon. The phenomenon was also 
seen in Ohio. It was reported in Ohio that there was a box of money 
hid on the old Gaddis farm, near the pike, about two miles west of 
Uniontown, suppoied to have been- hid there by Gen. Bi*addock. It 
was sought for but never found. The taverns we mostly put up at 
in Baltimore were the Maypole, on Paca street, south of Gen. Wayne, 
and at Thomas Elliott's, near the Hill market; and where we mostly 
loaded our goods was at J. Taylor & Sons and at Chauncey Brook's, 
on Baltimore and Howard streets. Our first day's drive out of Bal- 
timore was 19 miles, to Enoch Randall's, or 20, to John Whalon's. 
The second day to Frank Wathoi's — who could almost outswear the 
world. And one thing more: Before this writer became a pike boy 
he plowed many a day with a wooden mold-board plow, and after 
being engaged on the road for about ten years, he left the road and 
went to Ohio, and then made a public profession of religion and 
united with the Baptist church. In conclusion, will say to make as 
good a history as you possibly can, and I hope you shall be well re- 
warded for your labor, and above all never forget your Creator, as in 
Him we live, move and have our being. 

Yours respectfully, 

JOHN DEBTS. 

David Church was an old wagoner, a native of Wheeling, and 
when the old pike ceased to ring with the clatter of travel and trade, 
he purchased a farm in Wharton township, near Farmington, Fayette 
county. Pa., took up his residence thereon, and died a mountain 
farmer. He was a large, fat man, of rudd}'' complexion and reddish 
hair. The leader in his team was of a dun color, and as it approached 
the old taverns and the big water-troughs, was recognized as the 
team of David Church by the color of the leader. Charley Rush 
often invited Church to take a chair and be seated when he visited 
the store at Farmington, but he invariably declined, remarking that 
he could rest as well standing as sitting. He felt like nearly all the 
old wagoners, that his occupation was gone when transportation 
ceased on the old road, and could never fully adapt himself to the 
new order of things. 

In the year 1842 John Snider hauled a load of butter from 
Wheeling to Washington, D. C. The owner of this butter was a man 
by the name of Oyster, a butter dealer of Wheeling. He could have 
shipped his butter from Cumberland to its destination by rail, as the 
Baltimore & Ohio road had just then been finished to Cumberland ; 
but his animosity against railroads was so deep-seated that he en- 
gaged Snider to haul it all the way through with his big team. On 
his way to Washington with this load he struck off from the Na- 
tional Road at Frederick City, Maryland. He reached that city on 
Christmas night and "put up'' at Miller's tavern. The guests of 
that old tavern danced all of that night, and early in the morning of 
the day after ChristmaH, Snider '* pulled out" on a strange road for 




JOHN SNIDER. 



• t 



THE OLD PIKE. 123 

the city of Washington with his load of butter. He was three days 
on a mud road between Frederick and Washington, but, nevertheless, 
delivered his butter in "good condition" to the consignee. This 
butter was bought up in small quantities in the vicinity of Wheeling 
for ten cents per pound, and Snider got two dollars and fifty cents per 
hundred pounds for hauling it to Washington. 

William Ashton, a well-known old wagoner, was an Englishman 
by birth. He was also an old tavern keeper. He was noted for his 
mental vivacity, and for his achievements as an athlete. At Peters- 
burg he once bounded over the top of one of the big road wagons 
with the aid of a long pole. He kept a tavern at Funkstown, seventy 
miles west of Baltimore, and was largely patronized by wagoners. 
While keeping tavern he had two teams on the road in charge of 
hired drivers. This was as early as 1835. His drivei*s were Samuel 
Kelly and William Jones, and they hauled goods from Hagerstown, 
Maryland (then the terminus of the railroad), to Terre Haute, Indi- 
ana, and to Springfield, Illinois, involving a trip of four months 
duration, and the compensation was six dollai*s per hundred pounds. 

John Bradfield was one of thje most prominent old wagoners on 
the road. He was the general agent of the first transportation com- 
pany on the road. He was also a tavern keeper. He kept the brick 
house west of, and a short distance from, Petersburg, and owned it. 
He was a native of Virginia. 

Frank Bradfield, son of John, before mentioned, was also a wag- 
oner. Fifty years ago, when but a boy, he drove one of his father's 
teams to Baltimore, "pulled up" on the wagon yard of the old May- 
|X)le tavern, in that city, attended to his team, remained over night, 
and the next day mysteriously disappeared. Search was instituted, 
but he could not be found. He had enlisted as a soldier in the reg- 
ular army. His friends thought he was dead. He served through 
the Mexican war, and yet his relatives knew not of his existence. 
When that war was over he stepped one morning from a steamboat 
to the wharf at Brownsville. Nobody recognized him. He took a 
seat in a coach at Brownsville, and in a few hours thereafter entered 
his father's house, near Petersburg. He called for supper and lodg- 
ing, and the person he addressed was his father, who did not recog- 
nize him, and to whom he did not make himself known. Supper was 
announced, and his father showed him to the dining room and with- 
drew. His mother, who was attending at the table, immediately after 
he was seated, recognized him, and fell fainting in his arms, and there 
was joy in that household, although inaugurated by a gi*eat shock. 
Frank Bradfield subsequently became a clerk in the Adams Express 
Company, and entered the Pittsburg office when it was firet estab- 
lished in that city, and remained in its service until his death, a few 
yeai*8 ago. He has a brother at this time in the office of the Adams 
Expi*es8 Company at Pittsburg, where he has been employed for 
many yeai's, and esteemed as a faithful and efficient clerk. 

William Hall was a fine specimen of the old wagoner iu the 



124 THE OLD PIKE. 

palmy days of the road — a regular of regulara, zealous in his calling, 
and jealous of his rights. Robert Bell, the quaint old wagoner before 
referred to, was his uncle and his friend, who, it is said, rendered him 
substantial aid in securing a foothold on the great National highway. 
There was a certain kind of esprit de corps among the old regular 
wagoners, and William Hall possessed it in a high degree. He w^as 
well attired, and clean in person and conversation. He was born in 
Adams county, Pennsylvania, and his first appearance on the road 
was in the year 1838. He was a great admirer of Thomas Corwin, 
and was in Ohio with his team on the day that old-time states- 
man and orator was chosen Governor, a circumstance he frequently 
referred to in after years with feelings of pride and pleasure. He 
married a daughter of Aaron Wyatt, and granddaughter of Major 
Paul, old tavern keepei's, and this formed a silken cord that bound 
him to the destinies of the old pike. In the declining years of the 
road he became a stage proprietor, and in conjunction with Redding 
Bunting (not a stranger to these pages), operated a line of coaches 
between Cumberland and Washington, Pennsylvania. This line had 
nothing of the w^hirl and dash of the older lines of coaches. When 
w^agons and stages ceased to enliven the road, William Hall located in 
Cumberland, and is living there at this time, one of the leading citi- 
zens of that place. Soon after he cast his lot in Cumberland he 
was appointed Superintendent of the Maryland Division of the 
road by Governor Hicks, and sei'ved in that office for a number of 
yeai*s previous to the late war. He had a brother, Robert, who was 
also an old wagoner, and subsequently, and for several years, a postal 
clerk on the Baltimore & Ohio railroad between Cumberland and 
Pittsburg. 

Henry Puffenberger, a '' regular," given to blustering, but not a 
vicious man, and Jacob Breakiron, a " shaqjshooter " and a fat man, 
met one day on the road and indulged in a wrangle about the right of 
way. Strings of fresh broken stone on either side of the road, as 
. was often the case, left but a narrow passage where the meeting 
occurred, and this led to the difficulty. ''Old Puff," as he was called, 
demanded of Breakiron, with an air of authority, that he should 
"turn out." Breakiron declined to obey, and showed a determined 
spirit of resistance. Afler an exchange of angry w^ords Puffenberger 
inquired of Breakiron his name, and he answered, "my name, is 
Breakiron." "That," said Puffenberger, "is a hard name, but you 
look harder than your name." " I am as hard as my name," said 
Breakiron, "and what is your name?" "Puffenberger," was the 
reply. "That," said Breakiron, "is a windy name." "Yes," re- 
joined Puffenberger, " but there is thunder with it." After this explo- 
sion of wit the contestants compromised, shook hands, and passed 
without colliding. Puffenberger was a Maryland man, became a 
(confederate soldier, and was killed in battle. Breakiron was a farmer 
of Georges township, Fayette county, Pennsylvania, and died on his 
i'ariu a numlier of years ago. 




WILLIAM HALL. 



k 



* % 



THE OLP PTKE. 125 

Turner Brown, brother of Henry, famous for the big loads he 
hauled, was an old wagoner. After a number of years' experience as 
a wagoner he moved to Ohio and settled in Guernse}' county, where 
he became wealthy and was elevated to the office of Probate Judge. 
Persons who remember him say he was '^ pompous" in manner, but 
honest in his dealings. He was a native of Fayette county, Pa., born 
and reared in the vicinity of Brownsville, and of the family of Browns 
prominently identified with the National Road in its early days. He 
had a number of sons, three of whom — Samuel, Turner and Levi — 
were Union soldiers in the late war. Another, Thomas, published 
for a time The Ohio Farmer, at Cleveland; and another, William, took 
to theology, and is engaged in missionary work in some remote 
quarter of the globe. 

Joseph Lawson was, like his fellow teamster, John Galwix, con- 
sidered a fancy wagoner. He took pride in his calling, and his team 
consisted of six stallions, well mated and of gigantic size. The gears 
he used were the very best of the John Morrow pattern, and his 
*' outfit" attracted attention and evoked words of praise from the 
throngs that lined the road in that day. There was a regulation 
tread and an air about the old wagoner, especially of the regular line, 
that rose almost, if not altogether, to the standard of dignity. 

Jeff. Many penny was an old wagoner, and a son of the old tavern 
keeper of Uniontown, referred to in a subsequent chapter. 

Joseph Arnold is said to have hauled the first "eighty hundred 
load" ever hfluled on the road, and it gave him great fame. It was 
in 1837. 

Joseph Sopher tried the exy^eriment of using nine horses in his 
team, driven three abreast. It did not prove practicable or profitable, 
and he soon abandoned it and returned to the ordinary six-horse 
team. There were four Sophers on the road and they were brothers, 
viz: Joseph, Nimrod, Jack and William, and they were stage drivers 
as well as wagoners. 

Robert Beggs, an old wagoner, prosecuted Jacob Probasco for 
perjury. The prosecution grew out of an affidavit made by Probasco 
alleging that Beggs, who was indebted to him, was about to remove 
his goods from the State with intent to defraud his creditors. This 
prosecution gave Probasco much trouble and involved him in con- 
siderable expense, and is said to have been the cause of his removal 
from Fayette county, Pennsylvania. 

Thomas Gore was one of the first wagoners on the road, and a 
regular. He lived in Hopwood when that village was known as 
Woodstock. He drove a "bell team," and owned it. He was well 
known all along the road, but it is so long ago that but few of the 
pike boys of this day remember him. He gave up wagoning long 
before business ceased on the road, and settled in Franklin township, 
Fayette county, Pennsylvania, where he died thirty years ago. Rob- 
inson Addis, a well known and much esteemed citizen of Dunbar 
township, Fayette count}', Pennsylvania, married a daughter of 



120 THE OLD PIKE. 

Thomas Gore; and a grandson of the old wagoner, bearing the name 
Thomas Crore Addis, is one of the tnisted and trustworthy supenn- 
tendents of the H. Clay Friek Coke Company, with headquarters at 
l^rownfield Station, on the Southwest Railway. 

John Whetzel, called "Jolinny," a regular old wagoner, was small 
in stature, quiet in disposition, and of swarthy complexion. He talked 
hut little, rarely using a word beyond the size of a monosyllable, and 
was well known and highly esteemed all along the road. When the 
career of the road as a great National highway ended, *' Johnny" 
Whetzel retired to a farm in Saltlick township, Fayette county, Penn- 
sylvania, where he still lives, bending under the weight of many 
veal's, but enjoying the confidence and respect of all his neighl>oi*s. 





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JOHN WALLACE. 



* 



CHAPTER XIX. 



Old WagonerH carUmned — The Hamem they U^'d — John Morroy a maker oj Har- 
ness — Capt. Elias Gihnore enconiUern a Man Eater — Perry Gorft/w, William 
G. Pattemony Alfred Bailes, tlie ScarborougJis and McLaughlins — HiU^ who 
respected Smulay — James Riley and Oliver Pratt ^ Robert Carr^ Robert Allimn^ 
Dand Herr, WiUiam Keefer^ Abram Beagle ^ Samuel Youmanf Robert Cosgrorej 
James Broniileey John Collier^ Darius GrimeiHy Fielding Mi/niague^ Janien Smilhf 
Elislia Maxon^ Jacob Marks, Tliomas Starr, Tliomas Ha^itingn, Henry FctMer, 
John Smaslter, Maj. Jesse B, Gardner^ Mc Williams, Pixler, Riley and Hankim. 

John Morrow, of Peter8burg, mentioned hemnbeforo as a man- 
ufacturer of the wagoner's whip, was likewise a saddle and harness 
maker, and had the reputation of making the best harness on the road. 
He was a man of thin visage and energetic habit. 

deal's was the name old wagoners applied to harness. The gears 
used on the team of the regular wagoner were of immense propor- 
tions. The back bands were fifteen and the hip straps ten inches 
wide, and heavy black housing covered the horses' shoulders down to 
the bottom of the hames. The traces used were iron chains with short 
and thick links. It required a strong man to throw these heavy geai*s 
on the back of a big horse. Heavy and broad as they were, these 
gears were not out of proportion to the large fat horses of the old 
teams, and looked well on their broad and shining backs. The wag- 
oner's saddle was unique. It was made over an ordinary wooden 
model, covered with thick, black leather, and had long and wide skirts 
or aprons, cut straight on the edges and ends. Daniel P. Gibson, the 
well known capitalist of Uniontown, learned the trade of saddle and 
harness making with John Morrow in Petersburg, and worked many 
a day on the big gears and odd saddle, above described. 

Capt. Elias Gilmore was not strictl}^ an old wagoner, but a pike 
boy to all intents and purposes, yet his home was not immediately on 
the road. He had a team which he employed for the most part in 
hauling stones for repairs on the road. He was a contractor, and an 
energetic one. He was an amiable man, in a general way, but given 
at times to pugilistic encounters, and it is said that no man along the 
road could outdo him in a fight. A stage driver once came upon the 
road who was called '' the man eater."' He drove from Uniontown to 
Mt. Washington on the Good Intent line. Gilmore, hearing of this 
famous " man eater," was desirous of meeting him, and calling one 
day at Mt. Washington, inquired where he was. Upon being intro- 

(127) 



128 THE OLD PIKE. 

diiced, Gilinore said to him : '^ You are a pretty stout looking man, but 
I can lick you," and at it they went, without further ceremony, and 
(lilmore did lick him. At another time Gilmore was in Uniontown 
with a load of lumber, and stood his team across the street, which 
caused John P. Sturgis, who was constable, then, to take him to task 
for obstructing the street, whereupon Gilmore fell upon Sturgis and 
gave him a tremendous beating, for which he was fined by the bur- 
gess. Gilmore was born in Wharton township, Fayette county, Pa., 
and owned and lived on a farm near ^' Sugar Loaf," in the vicinity of 
Ohiopyle. His wife was a sister of Boss Rush, " the prince of land- 
lords." Captain Gilmore moved, with his family, to Illinois thirty 
years ago, and subsequently to York county, Nebraska, where he is 
still living in comfortable circumstances, a farmer and stock dealer. 
He long since abandoned the profitless pastime of sowing wild oats, 
and is esteemed as one of the most respectable and influential citizens 
of Nebraska. John Rush, a brother of Boss, and brother-in-law of 
Gilmore, an old wagoner and tavern keeper, went west with Gilmore, 
and lives near him now, in Nebraska. 

Perry Gaddis, who died a few years ago at Dunbar, Pennsylvania, 
was an old wagoner. His first service on the road as driver was for 
Isaac Bailey, who kept a tavern near the old red house east of Browns- 
ville, subsequently postmaster at Brownsville, and a member of the 
Fayette county, Pennsylvania, bar. Gaddis married a daughter of 
Robert Shaw, an old tavern keeper, and many years ago steward of 
the county home near Uniontown. She was a schoolmate of the 
author of these pages, as was also her sister, who became the wife of 
Robert S. McDowell, another well known pike boy. William D. Beggs, 
father-in-law of the late Dr. Smith Fuller, blessed be his memory, was 
our faithful old teacher. Mi*s. Gaddis, Perry's widow, is still living 
at Dunber. 

*William G. Patterson, of Jeiferson township, Fa^^ette county, 
Pennsylvania, an old wagoner, has a record worthy of special mention. 
When on the road he was called "Devil Bill," and this name followed 
him to his farm, and adhered to him for many years. To see him 
now at his ancestral home, bending beneath his four score years and 
more, gentle in manner and intelligent and entertaining in conversa- 
tion, surrounded by all the needful comforts of this life, one wonders 
how he ever got the name of " Devil Bill." His first appearance on 
the National Road as a driver was in the year 1820, when he assisted 
in driving a lot of hogs for his father to Baltimore. It required almost 
a month to drive a lot of hogs from the vicinity of Brownsville to the 
city of Baltimore. He made his first trip over the road as a wagoner 
in 1823, going clear through to Baltimore. The first team he drove 
was his fiither's, but it was not long until he became the owner of a 
team himself. He was on the road many years as a wagoner. The 
farm on which he now resides descended from his grandfather to his 
father, and then to himself. His father died on this farm on Christ- 

«'Died in Iowa in 1892. 




ALFRED BAILES. 



THE OLD PIKE. 129 

mas day of the year 1827. His grandfather came out from Dauphin 
county, Pennsylvania, at an early day. 

Alfred Bailes, of Dunbar, Pennsylvania, is probably the oldest 
man living who drove a team on the National Road. He was first a 
wagoner, and subsequently and for many years a stage driver. He 
was born in Loudon county, Virginia, and came upon the road about 
the vear 1830, at the solicitation of John Bradfield, who was also a 
native of Virginia, and agent of the first line of wagons on the road. 
Alfred Bailes was born in 1804, and although closely approaching his 
ninetieth year, his eye is undimmed and his natural vigor unabated. 
Samuel Luman, of Cumberland, is two years younger than Bailes, 
but two years his senior as a stage driver. Bailes was one of 
the most commanding figures on the road, upwards of six feet in 
height, with broad chest and shoulders, and long arms. Noted for 
great strength, he was never quarrelsome. As a driver he performed 
his functions faithful 1}' and carefully. He is a most interesting relic 
of the road, and his memory is well stored with interesting remini- 
scences of its faded glory. 

Samuel and William Scarborough were old wagoners. They 
lived on the old William Elliott farm, in Jefferson township, Fayette 
county, Pa., and were brothers. William Hogg, the pioneer merchant 
of Brownsville, was the owner of the William Elliott farm at the time 
referred to, and the Scarboroughs paid their rent by hauling a load of 
merchandise for Mr. Hogg once a year, from Baltimore to his store in 
Brownsville. 

George McLaughlin, still living near Uniontown, but now, and 
for a long time, a sufferer from rheumatism, is an old wagoner. It 
may be that exposure, when a wagoner, to the snow storms of the 
mountains, is the source of the rheumatism which now afflicts him. 
His brother, Abraham, who lives at Mt. Braddock, is also an old wag- 
oner, and, when a boy, broke stone on the pike at a "levy" a perch. 

There was an old wagoner whose name was Hill, and he lived at 
Triadelphia, now West Virginia, then "Old Virginia never tire," who 
nev^er drove his team on Sunday. He seems not to have lost anything 
by resting his team and himself on Sunday, for he made as good time 
on his trips as any other wagoner, and in the end became rich. 

Michael Teeters, a spluttering old wagoner, was noted for his pro- 
fanity. He was possessed with the fatal delusion that hard swearing 
was evidence of superior intelligence. He, of course, had some good 
traits, as the worst of men have ; but when age and infirmity came 
upon him, he exchanged the tramp over the hills of the old pike for 
a " walk over the hills to the poor house," and died in the county home 
of Washington county, Pennsylvania. Had he followed the example 
of Hill, who rested on Sunday, it may not be said that he would have 
grown rich, but it is pretty certain that the surroundidgs of his dying 
hours would have been different from what thev were. 

James Eiley and Oliver Pratt were among the oldest of the old 
wagoners — veterans in every sense. liiley was a large man, with 



130 THE OLD PIKE. 

florid face and very white hair, and was called ^'Old Whitey." He 
lived and died in Hopwood. Pratt was also a large man, and stout, 
a steady drinker, with red-nmmed eyes. He was a good driver, and 
devoted to his calling. He mamed a Miss Bird, of the old family of 
that name, in Henry Clay township, Fayette county, Pennsylvania, 
and when flush times ended on the road, went west and died, far from 
the scenes of the grand old highway. 

Robert Carr, who died in Uniontown about two years ago, was 
an old wagoner. He was on the road as early as 1825. He drove 
first for Benjamin Miller, grandfather of Ben, Sam and Jeff' Miller, of 
Uniontown. He subsequently married a daughter of Abner Springer, 
of North Union township, Fayette county, who owned a road team 
which was placed in charge of Carr, and he drove it several years. 
He was also a stage driver. 

Robert C^. Fleming, now residing in Uniontown. is an old wag- 
oner. He hauled whiskey from the old Overholt distillery, near Mt. 
Pleasant, to Baltimore for many years, and loaded back with mer- 
chandise to various points in the west. One of his earliest back loads 
consisted of oysters for Pittsburg, via Brownsville. The oyster boxes 
were piled up to the canvass covering, and upon reaching Brownsville 
he was required to drive down the wharf to the steamboat landing, 
which was ^'sidling," and at the time icy. Some of the top boxes fell 
out and were broken, whereupon the bystanders helped themselves to 
fresh shell oystei*s. They were not carried away, but the eager oyster 
lovers picked them up, cracked open the shells on the wagon wheels 
and gulped down the juicy bivalves on the ground. Fleming was 
'• docked," as they termed the abating of loss, from the freight charges. 

Robert Allison, one of the best known of the old wagoners, was 
a fighting man. He did not seem to be quarrolsome, yet was often, 
as by some sort of untoward destiny, involved in ])Ugilistic encountei*s 
along the road. In one of these at Fear's tavern, on' Keyser's Ridge, 
he bit oft' the nose of a stage driver. 

David Harr was a good fiddler, and William Keefcr was a good 
dancer, and these two old wagoners warmed the bar room of many 
an old tavern between Baltimore and Wheeling, in the good old days 
when every mile of the National Road bristled with excitement. 

Abram Beagle was a widely known old wagoner. He lived with 
David Moreland in l^niontown as early as 1820, and probably before 
that time, and subsequently became a tavern keeper. The house he 
kept w^as twelve miles east of Wheeling, and he married it. That is 
to sav: The Widow Rhodes owned the tavern stand, and he married 
her. He kept a good house, and was largely patronized. Old citizens 
of Uniontown who remember Abram Beagle, and there are not many 
of them living, speak of him as a good and worthy citizen of the 
olden time. 

Samuel Youraan, of Washington county. Pa., was an old wagoner, 
stage driver and tavern keeper. He drove stage from Hillsboro to 
Washington, and subsequently kept tavern in Hillsboro. He had the 




GERMAN D. HAIR. 



THE OLD PIKE. 131 

distiiietion of being next to the largest man on the road, '^ Old Mount " 
being admittedly the largest. Youman was a man full of zeal, as to 
all pursuits and interests relating to the National Road. He under- 
stood the art of driving horses to perfection, was kindly in disposition, 
and attimcted attention by reason of his immense size. He had a sou, 
l8i*ael, who was also a stage driver and a lively fellow. Father and 
son ai'e presumably both dead, but the marks they made on the mem- 
ories of the old pike are indelible. 

Poor old Robert Cosgrove, who once traversed the road with all 
the pride and pomp of a " regular," finally succumbed to the adverse 
tides of life and time, and to avoid "the slings and arrows of out- 
nigeous fortune, "took refuge in the "county home," where he remains, 
indulging the memories of better days and awaiting the summons 
to rejoin the companionship of old wagonei*s who have passed over 
the dark river. 

James Brownlee was one of the old wagoners who suffered the 
expenence of a genuine "upset." It occurred near Hagen's tavern, 
east of Cumberland. He had a high load, and encountered a big 
snow drift which he thought he could overcome by pulling out and 
around, but he failed, and his wagon capsized. His main loss was in 
time, which was "made up ".by the good cheer at Hagen's old tavern. 

John Collier, father of Daniel Collier, was a wagoner on the 
road when it was first opened up for travel. He had been a wagoner 
on the Braddock road for years before the National Road was made. 
He lived in Addison, Somereet county. Pa., as early as 1795, and was 
one of the foremost wagoners of his day. He was the grandfather of 
Mi*s. Amos S. Bowlby, of Fayette street, Uniontown. 

Darius Grimes was among the fii'st crop of wagoners, and gave 
up the whip and line long before the termination of the road's pros- 
perous era. When the writer first knew him he was living a retired 
life on the roadside at the foot of Graham's lane, three miles west of 
Uniontown. He was one of the earliest tavern keepers on the road, 
beside being a wagoner. He kept the old Abel Col ley house, west of 
and near Searight's, before Abel Colley owned that property, and that 
was a long time ago. William Johnson, farmer and dealer in fruits 
and vegetables, well known to the people of Uniontown, married a 
daughter of Darius Grimes. 

Fielding Montague, an old wagoner and stage driver, is still living 
on the road. His residence is in Henry Clay township, Fayette 
county, Pennsylvania, where his sleep is undisturbed by the clatter 
which in other yeai*s was heard at all houi*s of the night as well as 
day. Montague was not a driver on the old stage lines, but after 
they were withdmwn from the road, drove the mail hack for a con- 
sidemble length of time between Uniontown and Somei'tield. He 
was, however, a regular wagoner in the palmy days of the road. 

*James Smith, now living in Wharton township, Fayette county. 
Pennsylvania, well and favorably known, is an old wagoner. He en- 

^Deceased. 



132 THE OLD PIKE. 

joyed the grand march along the old road, and was deeply grieved 
when stillness took the place of the bustling activity that marked its 
palmy days. The old vetcnin is bending to the storms of time, but 
glows with enthusiasm when recounting the scenes he witnessed on 
the old highway ''m the days of yore." 

Elijah Maxon was an old wagoner. His home was near the 
Charlestown school house, in Luzerne township, Fayette county, 
Pennsylvania. He owned the team he drove, and made money on 
the road. He moved west many 3'ears ago, and in all probability has 
gone to that boyrne whence no traveler returns. 

Jacob Marks was an old wagoner, and subsequently, like so many 
of his fellows, became a tavern keeper. He first kept the stone hou.se 
at Maiden, between Brownsville and Centreville, and afterward the 
old Workman House at Brownsville. The glory of the old road had 
departed before he took charge of the Workman House, and business 
was dull; but the road was flush when he entertained the public at 
Maiden, and he did a thriving business there. 

Thomas Starr w^as an old w^agoner, and drove for John Riley, 
an old tavern keeper of Bridge])ort, Fayette county, Pa. The old citi- 
zens of Bridgeport and Brownsville will remember Starr anil Riley, 
as they were conspicuous pike boys in their day. 

Thomas Hastings was an old wagoner and tavern keeper. He 
kept the house well known and well patronized in his day about four 
miles east of Washington. 

Henry F'oster, late of North Union township, Fayette county. Pa., 
a well know^n farmer in his day, was an old wagoner. He drove a 
six-horse team to Baltimore in 1887, when but nineteen years old. 
His first load was bacon, consigned to a Baltimore house by Edward 
Gavin, of Uniontown. His return load was merchandise, consigned 
to William Bryson, a merchant of that day at Uniontown. 

David Blakely w^as an old wagoner and became a tavern keeper. 
He kept a tavern in Washington in 1838, and subsequently in Wheel- 
ing. He was a prominent man, well known all along the road. He 
was also an agent of one of the transportation lines, and a very com- 
petent man for that business. 

John Smasher, an old wagoner, was noted as a nimble and expert 
dancer, and had many opportunities to display his talent in this line 
on the old road. It frequently happens that a good dancer makes a 
ready "smasher." 

Major Jesse B. Gardner, of Uniontown, ex-jury commissioner 
and ex-soldier of two wars, drove a team several trips on the old road 
for Archibald Sidles, who kept a tavern at Monroe, and was a thor- 
ough pike boy. 

Huston Mc Williams, Joseph Pixler and John Riley were old 
wagoners who retired to farms in German township when the steam 
railway usurped the functions of the old pike. 

William Hankins, a well known farmer of North Union town- 
ship, still living, is an old w-agoner, aild made manj' a dollar on the 




ELLIS B. WOODWARD. 



THE OLD PIKE. 133 

road. He is a son of James Hankins, who owned the farm at Frost's 
Station, and was reputed to have a barrel of money. One Hook, P. 
U., merchant and auctioneer of Uniontown, and member of the Leg- 
islature, was accustomed to speak of ready cash as "Hankins' Cast- 
ings," in allusion to the Hankins barrel. He had a small store in an old 
frame house near the store room and residence of the late Col. Ewing 
Brownfield, on which he nailed a rough board for a sign, bearing the 
legend: *'Hook and Hankins versus Boyle and Rankin." Boyle and 
Rankin kept a rival store further up town. Hook also frequently 
a<ivertised his business under the finn name of " Hook and Wife." 
He was well known and is well remembered by the old citizens of 
Uniontown. 

James Ambrose was a regular. He drove from Baltimore to 
Wheeling. He was a strong driver, and well known on the road. He 
married the youngest daughter of Robert Shaw, the old tavern keeper 
near Braddock's Grave. After business ceased on the road, he engaged 
in mining coal in the Connellsville coke district, and died near Van- 
dcrbilt. in January, 1892. His wife survives him. 

Isaac Hurst was a sharpshooter, and appeared on the road near 
the close of its prosperous era. He hauled flour from his father's mill 
on George's Creek, Fayette county, Pennsylvania, to Cumberland, and 
•'loaded back" with merchandise to Brownsville. His experience on 
the road as a wagoner was confined between the points named. 'He 
subsequently became first, Treasurer, and afterward, Commissioner 
of Faj'ette county, Pennsylvania. He is still living in Uniontown, 
pursuing the calling of a contnictor, and taking an active interest in 
public affairs. 



CHAPTER XX. 



Old Wagotien continued — An Exciting Incident of the Potitical Campaitjn of 1840 — 
AH about a Petticoat — Neri Smithy Isaac Stuck y John Short yWiUiam On; Anhad 
Willison — A Wagoner Postmaster — Poberi Dou^gla^ — A Trip to Tenneiisee — 
Abram Broinif Wiiliam Long^ Samuel Weaver — A Quartet of Bell Teams — A 
Trio of Swearing Men — A Peculiar Savings Bank — William C. McKean and a 
Long List of otJier Old Wagoners — Graphic Description of Life on tlie Road hij 
Jesse J. Peirsoly an Old Wagoner — Origin of tlic Ihbg Cigar — Tfie RublHT — 
The Wiiidup and Last Lay of the Old Wagotiera. 

The political campaign of 1840, as is well known, was one of the 
most spirited and exciting contests ever witnessed in the United States. 
It was a campaign made memonible by log cabins, hard, cider, coon 
skins and glee clubs. William Henry Ilarnsun, the hero of Tippe- 
canoe, and grandfather of the late chief executive, Benjamin Harri- 
son, was the Whig candidate for President, and John Tyler, of Vir- 
ginia, was his running mate, and the whole country resounded with 
shouts for "Tippecanoe and Tyler too." Martin Van Buren w-as the 
Democratic candidate for President, and his associate on the ticket 
was Col. Richard M. Johnston, of Kentucky. Harrison and Tyler 
were triumphantly elected. One day during this exciting campaign 
Neri Smith, an old wagoner, drove his big six-horse team through 
Uniontown, exhibiting from the front of his wagon a petticoat, in 
allusion to a partisan and groundless charge of cowardice made 
against General Harrison, the Whig candidate. The coming of the 
wagon with the petticoat was made known to the Whigs of Union- 
town before it reached the place, and a delegation met Smith a short 
distance east of town and requested him to take down the oftensivc 
symbol, but he stubbornly refused. Upon reaching Union tow^n an 
attempt was made by some of the muscular Whigs, led by John Har- 
vey, to "tear down the dirty rag," but an equal number of muscular 
Democrats rallied to the support of the old wagoner, and the attempt 
failed. The affair caused great excitement in Uniontown, leading to 
violence and almost to the shedding of blood. 

Isaac Stuck, now residing in Perryopolis, Fayette county, Penn- 
sylvania, in service on the extensive Fuller estate, near that place, 
was an old wagoner, and is not forgotten and never will be forgotten 
by the old pike boys. He drove a fine " bell team," which was notice 
to all the world that he was on the road in earnest and to stay. The 
team belonged to William Stone, the well remembered old farmer of 
Menallen, and tanner of Uniontown. 

(134) 




ASHAEL WILLISON. 



THE OLD PIKE. 135 

John Short, an old wagoner, retired from the road at an early- 
day and took up his abode in Franklin township, Fayette county, 
Pennsylvania. Before going on the road he learned the trade of a 
cooper, and upon leaving it resumed work at his trade. He was a 
good mechanic, and made most of the barrels used at Cook's and 
Sharpies' mills, on Redstone creek, for many years. His team on the 
road w^as a good one, and he owned it. Ho met with an accident 
while working at his trade by cutting his knee with an adze, w- hich 
crippled him for life. He died in Franklin township about eight 
years ago, aged nearly eighty. The old citizens of Franklin town- 
ship all knew and respected him. 

William Orr, a well known old w^agoner, died of cholera at Keys- 
cr's Ridge in 1853. He left three sons. One of them died a soldier 
of the Northern army in the late war, leaving a wi<low surviving 
him, now residing in Cumberland and drawing a pension. Another 
son of the old wagoner is a watchman at the rolling mill in Cumber- 
land, and the third is on the police force of that city. 

Ashael Willison, another of the old wagoners, is still living in 
Cumberland, and one of the most prominent citizens of that place. He 
was postmaster at Cumberland during the first administration of Pres- 
ident Cleveland. From the saddle horse of a six-horse team on the 
old pike to the control of a city postffice is distinctively an American 
idea, and a good one. The old wagoner made a capital postmaster. 
Mr. Willison is now deputy collector of Internal Revenue for the 
State of Maryland. 

Robert Douglas, father of the well known real estate dealer of 
Uniontown, was an old wagoner. He owned his team' and wagon, 
and hauled between Baltimore and Wheeling at an early day. He 
resided near West Newton, Westmoreland county, Pennsylvania, and 
died there in 1861. He was esteemed as an honest man, and was one 
of the few pike boys who never took a drink of liquor. 

In the year 1839 John Snider, Isaac Bnnvning and Black AVest- 
ley, made a trip with their teams from Baltimore to Jonesboro, Ten- 
nessee, a distance of six hundred miles. They were loaded with 
goods for Jonesboro merchants, and were paid six dollars a hundred 
for hauling them. On their return they drove with empty wagons to 
Lynchburg, Virginia, a distance of two hundred miles, where they 
loaded up with pig lead, and got two dollars a hundred for hauling it 
to Baltimore. 

Abram Brown, the wealthy land owner of the vicinity of Union- 
town, w^as an old wagoner, a "sharpshooter," and always lucky in 
avoiding losses while pushing over the mountains. AVhile on the 
road as a wagoner he formed the acquaintance of the girl who sub- 
sequently became his wife. She was Hannah, now deceased, the eld- 
est daughter of Abel Colley, who kept the old tavern a short distance 
west of Searights. His wife was a good wonum, and her seemingly 
premature death w^as much lamented by a wide circle of friends. 

William Long, an old wagoner, after quitting the road, went to 



136 THE OLD PIKE. 

Beaver county, Pennsylvania, and died there ; and Samuel Weaver, a 
well remembered old wagoner, died about seven years ago in New 
Cumberland, West Virginia. 

John (falwix. Black Weslev, Wilse Clement and James Pelter 
used bells on their teams. Galwix was called a ''crack" wagoner, 
''swell," as it would be termed at this day. 

Stephen Golden, an old wagoner, drove a team fur John Gribble, 
who for many years kept the red tavern two miles cast of Brownsville. 

John Strong, one of the earliest regular wagoners, is still living 
in Cumberland, and has been Coroner at that place for many j'eai's. 

John Kelso, a steady old regular, well remembered and well 
liked, died at Cumberland about two j'ears ago. 

Robert Nelson was run over by his wagon main' years ago, and 
died from injuries inflicted by the accident. 

Col. James Gardner was an old wagoner and an old soldier. He 
was a native of Winchester, Yirginia, but spent the greater portion of 
his life in Union town. 

John Phillips, of Washington county, Pennsylvania, an old wag- 
oner, was noted for using the heaviest gears on the road. When in 
need of new ones he ordered them an inch wider than the widest in 
use. The gear pole boys at the old taverns groaned under the weight 
of Phillips' gears. 

AVilliam C. McKean, nine years a dej)Uty Shei'ift* of Fayette 
county, Pennsylvania, was in early life a regular wagoner of the road. 
He was a native of German township, Fayette county, Pennsylvania, 
and died in the Sheriff's house, at Uniontown, in 1859. He was noted 
for his energy and habit of pushing things. The prominent young 
attorney of Uniontown of the same name is a nephew of the old 
wagoner. 

Peter Skiles, an old wagoner of the vicinity of Uniontown, died 
in Cumberland of typhoid fever, while at that place with his team 
and wagon. 

Christian Herr, an old ^vagoner, was a very i)rofane man, going 
to show that there is nothing in a name. He, Wilse Clement and 
Michael Teeters were the hardest swearers on the road. 

AVyney Hunter, still living, an octogenarian, and rich, was an old 
wagoner. His residence is on the roadside Ave miles east of Hagers- 
town. Maryland. 

Charles AUum and James Brownlee drove for Leonard Vail, an 
old pork-packer of the vicinity of Prosperity, Washington county, 
Pennsvlvania. Lott Lantz, of Willow Tree, Greene county, Penn- 
sylvania, had a pork-packing establishment in the olden time, and 
sent his produce over the road to Baltimore by the regular broad 
wheeled wagons in charge of hired drivers. 

Isaac Browning, an old wagoner, at one time owned the ''Brown- 
ing farm," near Uniontown, whence its name is derived. This farm 
now belongs to Robert Hogsett. 

John AVri<::ht. an old waticoner, is still livinix in Salisbury, Somer- 




JACOB NEWCOMER. 



THE OLD PIKE. 137 

set county, Pennsylvania, and ha.s passed the ninetieth mile-post of 
his ai^e. 

Capt. James Gilmore was a sharpshooter. He owned a little 
farm in Menailen township, Fayette eounty,*Pennsylvania, which he 
sold long ago and went West. 

Noble McCormick, a regular old wagoner, was, while on the road, 
the owner of the Semans farm, uear Uniontown. He sold his farm 
to Thomas Semans and went West. He is remembered as an habitual 
wearer of the broad-rimmed, yellow, long-napped regulation hat: 

John Christy, an old wagoner, was eccentric as to his apparel, 
and careful of his money. He wore a full suit of buckskin, and im- 
provised a savings bank by boring holes in blocks in which he placed 
his money, and secured it by plugging up the holes. 

Charles Guttery, who recently died at an advanced age in Bealls- 
ville, Washington county, Pennsylvania, was one of the best known 
and most esteemed old wagoners of the road. After many yeai*s 
experience as a wagoner, he devoted the remainder of his life to 
tavern keeping. 

John Yardley, as the saying goes, was a natural born wagoner. 
He loved the occupation, and was faithful in it, for many years. He 
was born in Maryland, but lived a long time at Searights, where he 
died. He was the father of William and Gus Yardley, of Uniontown. 

David Newcomer, a farmer of German township, Fayette county, 
Pennsylvania, who served a term as County Commissioner, belongs to 
the long list of wagoners. His father, Jacob Newcomer, and Jacob 
F. Longanecker went to Loudon, Franklin county, Pennsylvania, in 
the year 1849, and each bought a new wagon and a new w^hip at 
that place. Jacob Newcomer soon thereafter became afflicted with 
rheumatism, and turned over his team and wagon to his son David, 
who traversed the road until the close of its busy era. Jacob New- 
comer died in 18f)6, on the farm now owned and occupied by his son 
David. 

John Ferren drove a six-horse team on the road many years for 
William Searight, and is remembered as a careful and discreet driver 
and an honest and industrious man. At the close of active busi- 
ness on the road, and while yet under the influence of its ancient 
grandeur, he married a daughter of '' Wagoner Billy Shaw," and with 
his newly-wedded wife went to Iowa to work out liis destiny, where 
he has achieved success as a farmer. 

James E. Kline, a driver for Jacob A. Hoover, was a soldier in 
the late war between the States, and died in German township, Fay- 
ette county, Pennsylvania, after the conflict ended. 

Robert Hogsett, the millionaire farmer, stock dealer, manufac- 
turer, and coke operator of Fayette county, Pennsylvania, was a 
sharpshooter, and hauled many a load of goods from Cumberland to 
Brownsville at remunerative rates per hundred. His "down loads" 
consisted for the most part of corn of his own raising, which he sold 
out through the mountains at good prices. 



138 THE OLD PIKE. 

Hiram Hackney, for many years a prosperous farmer of Menallen 
township, Fayette county, Penns^ivania, now a retired resident of 
Uniontown, and a director in the First National Bank of that place, 
was a sharpshooter and "a drover. 

Samuel Flowers was one of the earliest wagoners on the road, 
and of the regular order. He was a tall man, of quiet demeanor. 
His home was on Eg^ Nog Hill, where he lived until called away hy 
the last summons. 

John Means, an old wagoner, was killed by an accident on the 
road near Wheeling. 

John Munce, of Washington, Pennsylvania, who became rich 
through the oil development in the vicinity of that place, is an old 
wagoner. He is still living. 

John Olwine was an old wagoner, and by his union with the 
Widow Metzgar became a tavern keeper. He died at Chalk Hill a few 
years ago. 

John Neff, an old wagoner, subsequently became a member of 
the Maryland Legislature, and played the role of statesmanship as 
gracefully as he drove a six-horse team on the old pike. 

Abner and David Peirt, brothers, were natives of Lancaster 
county, Pennsylvania — steady-going, straightforward, honest "Penn- 
sylvania Dutch," and wagonei's on the road with teams of the genuine 
C'onestoga strain. 

John Mcllree, calle^l " Broadhead," was an old wagoner and a 
native of Adams county, Pennsylvania; and James Bell, William and 
liobert Hall were natives also of Adams county. 

Arthur AVallace, an old wagoner devoted to the road, and esteemed 
for many good qualities of head and heart, subsequently became a 
tavern keeper. He was the father-in-law of Peter Frasher, the 
adamantine Democrat of 1844, and up to the date of his death, in 
1893. Charles Wallace, a brother of Arthur, and an old wagoner, 
was killed by an accident on Laurel Hill many years ago. 

AVilliam Reynolds, mentioned under the head of old tavern keepers, * 
was likewise an old wagoner. He was on the road with a team as 
earl}^ as 1832. His son, John, present postmaster at Confluence, 
Somerset county, Pennsylvania, was also a wagoner. 

Samuel Trauger, an old wagoner, fell from his lazy board while 
descending Laurel Hill, and was killed, the hind wheel of his wagon 
running over him. 

John Curtis, who drove for William King, was accounted one of 
the best drivers on the road. His companions called him a "strong 
driver," meaning that he was skillful and careful. He followed the 
tide of emigration, and became a stage driver west of the Ohio river. 

James and Benjamin Paul, sons of Major William Paul, were old 
wagoners. 

Joseph Doak, of Washington county, Pennsylvania, was an old 
wagoner, subsequently a tavern kee])er, and later a superintendent of 
the road. 




JOHN FERREN. 



THE OLD PIKE. 139 

Martin Horn, a native of Washington county, Pennsylvania, was 
known as the "swift wagoner/' He made the trip from Cumberland 
to Wheeling with his six-horse team and a big load, in five days. 

The following old wagoners were residents, when at home, and 
citizens of Fayette county, Pennsylvania: Harv^ey Grove, Adam 
Yea»st, Solomon Bird, Louis Langley, James Paul, Joseph Wells, Isaiah 
Fouch, Ellis Campbell, William Sullivan, George Miller, William Bird, 
Barney Neiman, Jesse Hardin, John Hardin, James Marshall, Sam- 
uel Sidebottom, John Rutledge. Robert Hogsett, Samuel Milligan, 
Thomas Cook, Benjamin Paul, Jeff Nixon, George Miller, Moses Richer, 
John Rankin, Peter Fowler, William Ball, James Henshaw, William 
McShanc, Henry Fnisher, Peter Frasher, Jacob Wolf, West Jones, 
Daniel Turne}^ Eli Marlow, William Turney, William Cooper, Dawson 
Mario w, Robert Henderson, John Ferrcn, Robinson Murphy, Parker 
McDonald, William Betts, Rezin Lynch, Joseph Bixler, Moses Husted, 
William Pastoris, John McClure. Thomas Cochran, William Peirsol, 
Robert Lynch, Morgan Campbell, Martin Leighty, John Stentz, 
Philip D. Stentz, William Bosley, Charles McLaughlin, J. Monroe 
Bute, John Canon, Levi Springer, George Dearth, John McCurdy, 
Calvin Springer, Zachariah Ball, Michael Cochran, Caleb Hibbs, Jacob 
Newcomer, John Rinehart, Benjamin Goodwin, Harvey Sutton, Clark 
Hutchinson, James Ebbert, Mifflin Jeffries, Jacob Vance, William 
UUery, Abram Hall, George Tedrick, Alexander Osborn, James Abel, 
Harper Walker, Jerry Fouch, Elias Freeman, George Wilhelm, father 
of Sheriff Wilhelm, of Uniontown, Caleb Langly, Jacob Wagoner, 
Oliver Tate, Jacob Strickler, George Shaffer, John Newcomer, Jesse 
J. Peirsol, James Shaffer, Samuel Harris, Caleb Antrim,William Cooper, 
Andrew Prentice, L*a Strong, William Gray, W^illiam Kennedy, Samuel 
Hatfield, Bernard Dannels, Stewart Henderson, David Dunbar, George 
Grace, Dicky Richardson, Reuben Woodward, John King, John Wil- 
liams, George McLaughlin, Darlington Jeffries, John Nelson, John 
Moore, Bazil Sheets, Isaac Young, Jerry Strawn, Samuel Rcnshaw, 
Reuben Parshall, Hiram Hackney, James Martin. 

The following were of Washington county, Pennsylvania, and 
there were many others from that county, as well as from Fayette 
and the other counties mentioned, whose names, very much to the 
writer's regret, are unascertainablc : Eberon Hurton, James Bradley, 
Jerome Heck, James Dennison, James Bard, Thomas Bailes, Charles 
Thurston, William Kirkman, Otho Hartzell, Seldon King, William 
King, Zeph Riggle, John Guttery, Samuel Charlton, George Hallam, 
Lewis Hallam, David Hill, Charles Reddick, John Reddick, Joseph 
Arnold, Moses Kline, James Brownlee, Elisha Brownlee, Charles Allen, . 
Philip Slipe, John Valentine, Daniel Valentine, John Quinter, Robert 
Magee, William Robinson, Arthur Robinson, John Cook, William 
Darlington, Griffith Darlington, JosephWhisson, David Blakely, Samuel 
Boyd, Joseph King, Joseph Sopher, Nimrod Sopher, Jack Sopher, 
Peter Shires, John Smith, James Smith, Thomas Flack, James Blakely, 
William Darr, Robert Beggs, JosiahBrown, called "Squire" Brown, 



140 THE OLD PIKE. 

James Arthur, George Munce, Joseph Lawson, Robert Judson, John A. 
Smith, Elisha Ely, Charles Bower, William Dennison, John Phillips, 
Joseph Doak, Moses Little,Samuel Glittery, William Shoiise, William 
Jones, Robert Sprowl, William Hastings, James Thompson, Robert 
Doak, James Doak, Charles Allen, John Hastings (called Doe.). 

The following were of Allegheny county, Maryland : Isaac 
Browning, James Browning, Michael Humbert, George McGruder, 
Peter Hager, Nathan Tracy, Thomas Plumer, Richard Gray (colored ), 
Ben Carter, James McCartney, Joseph Brooks, John Carlisle, Joseph 
Turner, William Yeast, John Curtis, Louis Smith, John Smith, Fred 
Shipley, Alex. Greer, John Keener, David Swaggart, George Leh- 
man, Andrew Lehman, William McClintock, Jacob Albright, Thomas 
Ashbel, Charles McAleer, Caleb Madden, William Lowry, Augustus 
Butler, John Sheeres, Edward Finch, James Clary, Daniel Barcus, 
Ashael Willison, Hanson Willison, Joseph Strong, Thomas Plumer, 
Josiah Porter, John Kelso, John Magraw, Ira Rjan, Johu Ryan, 
Moses McKenzie, Moses Porter, Henry Porter, John Porter, George 
Huff, Lewis Lachbaus, Neil Connor, John Long, George Long, Upton 
Long, William Dixon, HansonClary, James Porter, Josiah McKenzie. 

The following were of Washington county, Maryland : Abram 
Herr, Fred Herr, David llerr, John Coffman, Samuel Kelly, William 
Jones, Joseph Watt, John Brentlinger, James Ambrose, James Dowler, 
William Ford, Robert Fowler, Peter llawes, Samuel Emert, Michael 
Welty, John Duvall, Andrew Arnett, John Reinhart, Hiram Sutton, 
John Thomas, William Thomas, Barney Ilitchin, Emanuel McGruder, 
William Orr, Emanuel Griffith, Michael Miller, John Makel, John 
Neibert, Samuel Brewer, Henry Stickle, Ezra Young, Joshua John- 
son, Samuel Boyd, Joseph Myers, William Keefer, Peter LTrtz, Jonas 
Speelman, Thomas Flack, David Connor, Eli Smith, John Galwix, 
Henry Urtz, Henry Puffenberger. John Snider, was born in Washing- 
ton county, Maryland. 

The following were of Somerset county, Pennsylvania: Michael 
Deets, Samuel Wable, Clem Engle. Samuel Thompson, John Liven- 
good, Isaac Light, John Sloan, Joseph Light, Abram Hileman, Jos- 
eph Hileman, William Lenhart, Daniel Augustine, Andrew Hebner, 
James Klink, Andrew Bates, J^obert Duncan, Robert Allison, John 
Dunbar, Alex. Dunbar, Joseph Skelly, James Irvin, John Fleck, 
William Moonshire, Thomas Collier, Frank Bradfield, Samuel Shoaf, 
John Bmdfield, Eli Marble, Henry Renger, Michael Longstaff, John 
Mitchell, AVilliam McClintock, still living at Salisbury, nearly ninety 
years old. 

The following were from the State of Ohio : James Gregor}', 
William Hoover, David Hoover, Christian Hoover, Gov. Lucas. Wil- 
liam Morely, Philip Slife, vSamuel Breakbill, John Carroll, William 
Lefevre, John Lefevre, Alby Hall, Solomon Mercer, Jacob Breakbill, 
Joseph McNutt, John Scroggins, AVilliam Archie, Elias Petticord. 
Harvey Hamilton, Pryn Taylor, Alex. McGregor, Westley McBride, 
AVilliam George, Michael Neal, Tim Taylor, Josei)h Vaughn, William 




MORRIS MAULER. 



• % 



THE OLD PIKE. 141 

Whittle, Daniel Kildo, Marion Gordon, Martin Kildo, George Clum, 
Oliver Mahon, William Chaney, Abner Bailey, Matthias Meek, John 
A. Smith, George Zane, Samuel Paxon, Benjamin McNutt, Knox 
Keyser, B. F. Dillon, Valentine Mann, Jacob Mann, Benjamin Corts, 
John Whittle, John Johnson (Old Sandy), William McDonald, John 
Moss, William Tracy, Joseph Watspn, George Schaffer, William 
Reynolds, not the old tavern keeper. 

Ohio county, Virginia, contributed the following names to the 
list of old wagonei-s: Wash, and Hiram Bennett, John Frasher, John 
Moss, John Weyman, Joseph Watson, Michael Detuck, James John- 
son, David Church, William Brooks, Robert Boyce, Allen Davis, 
Thomas McDonald, James Jones, Charles Prettyman, John Christy, 
John Curtis, William, Adam, and David Barn hart, George Weddel, 
and William Tracy. 

Greene county, Pennsylvania, contributed the following well 
remembered veterans: Christian and Washington Adams, John 
Snyder (not the old regular), Philip Snyder, George Miller, Samuel 
Milligan, Caldwell Holsworth, Joseph Milligan, Joseph Craft, Jack 
Dunaw^ay, Otho W. Core, Thomas Chambers, Samuel Minor, Jacob 
Hart. 

Frederic county, Maryland, contributed the follow^ing: John 
Crampton, Joseph Crampton, Samuel Brewer, Ross Fink, Grafton 
Shawn, Henry Smith, Jacob Wagoner, John Fink, John Miller, Wil- 
liam Miller, and Henry McGruder. 

Jacob and James Tamon were of Baltimore. 

James Walker, Daniel Keiser, John Keiser, and Sharp Walker 
were of Franklin county, Pennsylvania. 

The home of the regular wagoner was on the road, and a good 
home it w^as, in so far as mere subsistence and stimulus to the senses 
were concerned, and it is his nativity, that the author has endeavored 
to note. Regulars and sharpshooters are listed herein indiscrimin- 
ately, but a majority of the names given as of Fayette county, Penn- 
sylvania, arc those of sharpshooters. The residences and homes of 
the following old wagoners could not be accurately ascertained, but 
they are familiar names, all well remembered by old inhabitants of 
the roadside, viz : William Kieger (a lively fellow, and a '^ regular*' ), 
James Dunbar, William Keefer, Rate Rutlege, Samuel Jackson, Ben- 
jamin Hunter, David Greenland, John Strauser, Jacob Cox, Jona- 
than Whitton, Gus Mitchell, Samuel Dowly, James Patton, Joseph 
Freeman, James Hall, William Purcell, Samuel Rogers, John Nye, 
Israel Young, James Davis, Jacob Beem, Isaac Young, Martin 
Irwin, James Parsons, James Kennedy, Isaac Shafter, John Lynch, 
Michael Longstaff, George Nouse, Peter Penner, James Shaffer, 
John McClure, John Cox, William Cox, Joseph Cheney, Fmnk Mowdy, 
Caldwell Shobworth, James Jolly, Andrew Sheverner, Jacob and 
James Layman, John Crampton, Henry Smith, William Miller, John 
Miller, Henry McGruder, Elias McGruder, Michael Miller, John 
Seibert, Henry Stickle, Ezi-a Young, Jonas Speelman, David Con- 

70 



142 THE OLD PIKE. 

nor, Eli Smith, Jacob Everson, Nathaniel Evci*son, Joseph Shaw, James 
Irvin, John Chain, William Wiglington, Doug. Shearl, Marion Eitchie, 
John Vandyke, John Alphen, Daniel Carlisle, George Burke, Thomas 
Ogden, Michael Abbott, Charles Genewine, Herman Rolf, Isaac Man- 
ning. 

The following letters from Jesse J. Peirsol, now a prosperous 
farmer of Franklin township, Fayette county, Pennsylvania, of vigor- 
ous health and unimpaired memory, furnish a graphic description of 
life on the road in its palmy days : 

Mr. T. B. Searight : December 3, 1892. 

Dear Sir: I have stayed over night with William Sheets, on Nigger 
mountain, when there would be thirty six-hoi*8e teams on the wagon 
yard, one hundred Kentucky mules in an adjacent lot, one thousand 
hogs in other enclosures, and as many fat cattle from Illinois in ad- 
joining fi^lds.^ The music made by this large number of hogs, in eat- 
ing corn on a frosty night, I will never forget. After supper and atten- 
tion to the teams, the wagoners would gather in the bar room and 
listen to music on the violin, furnished by one of their fellows, have 
a "Virginia hoe-down," sing songs, tell anecdotes, and hear the ex- 
perience of drivers and drovers from all points on the road, and when 
it was all over, unroll their beds, lay them down on the floor before 
the bar room fire, side by side, and sleep, with their feet near the fire, 
as soundly as under the paternal roof Coming out from Cumberland 
in the winter of 1851 or 1852, we stopped one night with Hiram Sut- 
ton, at Sand Springs, near Frostburg. The night was hazy, but not 
cold. We sat on our buckets, turned bottom up, and listened to a 
hundred hoi*8cs grinding corn. One of our number got up in the night 
and complained that snow was falling on his face. This aroused us 
all, and we got up, went to the door and witnessed the most blinding 
snow storm I ever saw. Some of the horses broke loose from the 
tongue, and we had difficulty in finding them. We stayed up till morn- 
ing, when the snow had risen to the hubs of the front wheels. We 
hitched eight or ten horses to a wagon, pulled out to Coonrod's tavern, 
one mile west, and returned to Sutton's for another wagon, and in 
this way all reached Coonrod's. The next morning we pulled out again, 
and on little Savage mountain found the snow deeper than ever, and 
a gang of men engaged in shoveling it from the road. I got stuck 
and had to be shoveled out. W^e reached Tom Johnson's that night, 
making three miles in two days. The next day John Ullery, one of our 
number upset at Peter Yeast's, and a baiTcl of Venetian Ked rolled out 
from his wagon, which painted the snow red for many miles, east and 
west. We stayed with Yeast the third night after the storm. In the 
winter of 1848 a gang of us went down, loaded with tobacco, bacon, 
lard, cheese, flour, corn, oats and other products. One of our num- 
ber was an Ohio man, named McBride. His team consisted of seven 
horses, the seventh being the leader. His load consisted of nine hogs- 
heads of tobacco, five standing upright in the bed of his wagon, and 



THE OLD PIKE. 143 

four resting crosswise on top of the five. The hogsheads were each 
about four feet high and three and a half feet in diameter at the bulge, 
and weighing from nine to eleven hundred pounds each. This made 
a "top-heavy load," and on the hill west of Somerfield, and near Tom 
Brown's tavern, the road icy, McBride's load tumbled over, the tobacco 
in the ditches, and the horses piled up in all shapes. The work of re- 
storing the wreck was tedious, and before we got through with it we 
had the aid of thirty or forty wagoners not of our company. Of 
course the occasion brought to the ground a supply of the pure old 
whisky of that day, which was used in moderation and produced no 
bad effects. After we had righted up our unfortunate fellow wagoner, 
we pushed on and rested over night at Dan Augustine's, east of Peters- 
burg. 

Yours truly, JESSE J. PEIRSOL. 

ANOTHER LETTER FROM THE SAME PERSON ON THE SAME SUBJECT. 

February 2, 1893. 

In September, 1844 or 5, my father came home from Union town 
late at night, and woke me up to tell me that there had been a big 
break in the Pennsylvania Canal, and that all western freights were 
coming out over the National Road in wagons. The stage coaches 
brought out posters soliciting teams. By sunrise next morning, I 
was in Brownsville with my team, and loaded up at Cass's warehouse 
with tobacco, bacon, and wool, and whipped off for Cumberland. I 
drove to Hopwood the first day and stayed over night with John 
Wallace. That night Thomas Snyder, a Virginia wagoner, came into 
Hopwood with a load of flour from a back country mill. When we 
got beyond Laurel Hill, Snyder retailed his flour by the barrel to the 
tavern keepers, and was all sold out when we reached Coonrod's tav- 
ern, on Big Savage. I was a mere boy, and Snyder was especially 
kind and attentive' to me. After we pulled on to Coonrod's yard 
Snyder told me to unhitch and feed, but leave the harness on. At 
midnight we rose, hitched up, Snyder lending me two horses, making 
me a team of eight, pulled out, and reached Cumberland that night. 
On leaving Coonrod's the night was dark, and I shall never forget 
the sounds of crunching stones under the wheels of my wagon, and 
the streaks of fire rolling out from the horses' feet. In Cumberland, 
we found the commission houses, and the cars on sidings filled with 
goods, and men cursing loudly because the latter were not unloaded. 
Large boxes of valuable goods were likewise on the platform of the 
station, protected by armed guards. After unloading my down load 
I re-loaded at McKaig & Maguire's commission house for Brownsville, 
at one dollar and twenty-five cents a hundred. We reached Browns- 
ville without incident or accident, made a little money, and loaded 
back again for Cumberland. On my return I found plenty of goods 
for shipment, and loaded up at Tuttle's house for Wheeling, at two 
dollars and twenty-five cents a hundred. In coming back, it looked 



144 THE OLD PIKE. 

as if the whole xjarth was on the road; wagons, slagCH, horses, cattle, 
hogs, sheep, and turkeys without number. Teams of every descrip- 
tion appeared in view, from the massive outfit of Governor Lucas 
down to the old bates hitched to a chicken coop. The commission 
merchants, seeing the multitude of w^agons, sought to reduce prices, 
whereupon the old wagoners called a meeting and made a vigorous kick 
against the proposed reduction. It was the first strike 1 ever heard 
of. Nothing worried a sharpshooter more than lying at expense in 
Cumberland Avaiting for a load. Two of the "sharps," unwilling to 
endure the delay caused by the strike, drove their four-horse rigs to 
a warehouse to load at the reduction. This excited the "regulai*s," 
and they massed with horns, tin buckets, oyster-cans and the like, 
and made a descent upon the "sharps," pelting and guying them 
unmercifully. An old wagoner named Butler commanded the strik- 
ing regulars with a pine sword, and marched them back and forth 
through the streets. Finally the police quelled the disturbance, and 
the "sharps" loaded up and drove out sixteen miles, to find their har- 
ness cut and their axles sawed off in the morning. In this dilemma 
an old regular, going down empty for a load, took the contract of the 
"sharps," and made them promise to never return on the road, a prom- 
ise they faithfully kept. 

Yours truly, JESSE J. PEIRSOL. 

Many old wagoners w^ore a curious garment called a hunting shirt. 
It was of woolen stuff, after the style of "blue jeans," with a large 
cape trimmed with red. It was called a hunting shirt because first 
used by hunters in the mountains. 

The origin of Pennsylvania tobies is worth recording, and perti- 
nent to the history of the old wagoners. The author is indebted to 
J. V. Thompson, esq., president of the First National bank of Union- 
town, for the following clipping from a Philadelphia^paper concerning 
the " toby : " " It appears that in the old days the drivers of the Cones- 
toga wagons, so common years ago on our National Road, used to 
buy very cheap cigars. To meet this demand a small cigar manufac- 
turer in Washington, Pennsylvania, whose name is lost to fame, started 
in to make a cheap 'roll -up' for them at four for a cent. They be- 
came very popular with the drivers, and were at first called Conestoga 
cigars; since, by usage, corrupted into 'stogies' and 'tobies.' It is 
now estimated that Pennsylvania and West Virginia pro<luce about 
200, 000, 000 tobies yearly, probably all for home consumption." 

It is probable that the manufacturer referred to in the above was 
George Black, as that gentleman made "tobies" in Washington at an 
early day, and continued in the business for many years, and until he 
became quite wealthy. In his later days his ti*ade was very large and 
profitable. Old wagoners hauled his "tobies" over the road in large 
quantities, as they did subsequently the Wheeling " tobies," which 
were, and continued to be, a favorite brand. Manv habitual smokers 
]>refer a Washington or a Wheeling " toby " to an alleged fine, high 



THE OLD PIKE. 145 

priced cigar, and the writer of these lines \h one of them. As has been 
noted, the '' rubber," called brake at this day, was not in use when the 
National Road was first thrown open for trade and travel. Instead, 
as related by John Deets, sapplings, cut at the summit of the hills, 
were shaped and fashioned to answer the ends of the ^' rubber," and 
at the foot of the hills taken off and left on the roadside. E. B. Daw- 
son, esq., the well known, w^ell posted and accunite antiquarian of 
Uniontown, and, by the way, deeply interested in the history of the 
National Road, is authority for the statement that one Jones, of Bridge- 
port, Eayette county, Pennsylvania, claimed to be the inventor of the 
** rubber." He, however, never succeeded in obtaining letters patent, 
if, indeed, he ever applied. There were other claimants, among them 
the Slifers, of Maryland, mentioned elsewhere in these pages. The 
real and true inventor seems to be unknown, and yet it is an inven- 
tion of vast importance, and with legal protection would have yielded 
the inventor an immense fortune. 

Old wagoners, as a class, were robust, hardy, honest and jovial. 
But one of the long list is remembered as a criminal. His name was 
Ben Pratt, and he belonged to Philadelphia. He turned out to be a 
counterfeiter of coin and currency, and suffered the punishment that 
all counteHeiters deserve. Many old wagoners were fond of fun and 
frolic, but very few of them were intemperate, although they had the 
readiest opportunities for unrestrained drinking. Every old tavern 
had its odd shaped little bar, ornamented in many instances with 
fancy lattice work, and well stocked with whiskey of the purest distil- 
lation, almost as cheap as water. In fact all kinds of liquoi's were kept 
at the old taverns of the National Road, except the impure stuff of the 
present day. The bottles used were of plain glass, each marked in 
large letters with the name of the liquor it contained, and the old 
landlord would place these bottles on the narrow counter of the little 
bar, in the presence of a room filled with wagoners, so that all could 
have free access to them. None of the old tavern keepers made profit 
from the sales of liquor. They kept it more for the accommodation 
of their guests, than for money making purposes. There was proba- 
bly a tavern on every mile of the road, betw^een Cumberland and 
Wheeling, and all combined did not realize as much profit from the 
sales of liquor in a year as is realized in that time by one licensed 
hotel keeper of Uniontown, at the present day. 

When, at last, the Conestoga horse yielded up the palm to the 
Iron horse, and it became manifest that the glory of the old road 
was departing, never to return, the old w^agoners, many of whom 
had spent their best days on the road, sang in chorus the following 
lament: 

"Now all ye jolly wagoners, who have got good wives, 
Go home to your farms, and there spend your lives. 

. When your corn is all cribbed, and your small grain is good, 
You'll have nothing to do but curse the railroad." 



CHAPTER XXI. 



Stage DrlverSy Stage Lines and Stage Coaches—Tfie PostUUm — Changing *Hbrse»~- 
He comeSy the Herald of a Noisy World — Pioneer Proprietors — Peter Bur- 
dine ami his Little Rhyme — Anecdote of Thomas Corwin — Johny Ritter — 
Daniel Browiij his sad Ending — Soldier Drivers — Redding Bunting — Joseph 
and William Wodley — Andrew J, Wable — James Burr, 

"My uncle rested his head upon his hands and thought of the 
busy bustling people who had rattled about, years before, in the old 
coaches, and were now as silent and changed ; he thought of. the 
numbers of people to whom once, those crazy, mouldering vehicles 
had borne, night after night, for many years, and through all 
weathers, the anxiously expected intelligence, the eagerly looked for 
remittance, the promised assurances of health and safety, the sudden 
announcement of sickness and death. The merchant, the lover, the 
wife, the widow, the mother, the school boy, the very child who tot- 
tered to the door at the postman's knock — how had they all looked 
forward to the arrival of the old coach ! And where were they all 
now?" — Charles Dickens. 

Stage drivers as a class did not rank as high morally as wagon- 
ers, but despite this there were among them men of good sense, hon- 
est intentions and steady habits. As typical of the better class, the 
reader who is familiar with the old rpad will readily recall Redding 
Bunting, Samuel Luman, Elliott Seaburn, Watty Noble, James Car- 
roll, Aquila and Kat Smith, William Scott, David Gordon, James 
Burr, William Robinson, John Huhn, David Bell, John Guttery, John 
Ritter, Joseph Henderson and Peter Null. Others will be instantly 
recognized as their names shall appear on these pages. It is the 
sincere belief of all old pike boys that the stage lines of the National 
Road were never equalled in spirit and dash on any road, in any age 
or country. The chariots of the Appian Way, drawn by the fastest 
horses of ancient Italy, formed a dismal cortege in comparison with the 
sprightly procession of stage coaches on the old American highway. 
The grandeur of the old mail coach is riveted forever in the memory 
of the pike boy. To see it ascending a long hill, incveasing speed, 
when Bearing the summit, then moving rapidly over the intervening 
level to the top of the next hill, and dashing down it, a driver like the 
stately Redding Bunting wielding the whip and handling the reins, 
revealed a scene that will never bo forgotten. And there was another 

(146) 




* • 






• • 



I • 



THE OLD PIKE. 147 

feature of the old stage lines that left a lasting mark on memory's 
tablet. It was the "Postilion." A groom with two horses was sta- 
tioned at the foot of many of the long hills, and added to the ordinary 
team of four horees to aid in making the ascent. The summit 
gained, the extra horses were quickly detached and returned to await 
and aid the next coming coach, and this was the "Postilion. Nathan 
Hutton is a well remembered old postilion. He was a tall, spare 
man, and lived in a small log house on the roadside, a short distance 
west of the old Johnson tavern, and four and a half miles east of 
Brownsville. At the foot of the hill below his house, he re-enforced 
the coaches with his postilion both ways, east and west, up CoUey's 
hill, going west, and the equally long hill, coming east from that 
point. When he wanted a man or horse to be faithful to duty he ex- 
horted him to "stand by his 'tarnal integrity." The old postilion 
bade adieu to the scenes of earth long ago, and nothing is left to in- 
diciite the spot where his lowly dwelling stood except a few perishing 
quince bushes. 

Hanson Willison, of Cumberland, when a boy rode postilion for 
Samuel Luman, and for Alfred Bailes. John Evans and Jacob 
Hoblitzell rode postilion through the mountains, east of Keyser's 
Ridge. Martin Massey rode out from Brownsville, and Thomas M. 
Fee, now crier of the courts of Fayette county, Pennsylvania, rode out 
from Uniontown, over Laurel Hill. 

Excitement followed in the wake of the coaches all along the 
road. Their amval in the towns was the leading event of each day, 
and they were so regular in transit that farmers along the road knew 
the exact hour by their coming, without the aid of watch or clock. 
They ran night and day alike. Eelays of fresh horses were placed 
at intervals of twelve miles, as nearly as practicable. Ordinarily a 
driver had charge of one team only, which he drove and cared for. 
Mail drivers, however, in many instances, drove three or four teams 
and more, which were cared for by grooms at the stations. Teams 
were changed almost in the twinkling of an eye. The coach was 
driven rapidly to the station, where a fresh team stood ready har- 
nessed and waiting on the roadside. The moment the team came to 
a halt the driver threw down the reins, and almost instantly the in- 
coming team was detached, the fresh one attached, the reins thrown 
back to the driver, who did not leave his seat, and away again went 
the coach at full speed, the usual group of loafers, meanwhile, looking 
on and enjoying the exciting scene. The horses used were showy 
and superb, the admiration of all who beheld them. Mr. Stockton 
had a strain called the "Murat," and another known as the "Win- 
flower," which have become extinct, but many expert horsemen con- 
tend that they have not, in later days, been surpassed for nerve, 
beauty or speed. A peculiar affliction came upon many of the " wheel 
horses," expressed by the phrase "sprung in the knees." It is said to 
have been produced by the efforts of the horses in "holding back," 
while descending the long and steep hills. 



148 THE OLD PIKE. 

There was one mail coach that was especially imposing. On its 
gilded sides appeared the picture of a post boy, with flying horse and 
horn, and beneath it in gilt letters this awe inspiring inscription: 

" He comes, the herald of a noisy world, 
News from all nations lumbering at his back." 

Ko boy who beheld that old coach will ever forget it. The 
coaches were all handsomely and artistically painted and ornamented, 
lined inside with soft silk plush. There were three scats fur- 
nished with luxurious cushions, and three persons could sit comfort- 
ably on each, so that nine passengers made a full load as far as the 
interior was concerned. A seat by the side of the driver was more 
coveted in fair weather than a seat within. During the prosperous 
era of the road it was not uncommon to see as many as fifteen coaches 
in continuous procession, and both ways, east and west, there would 
be thirty each day. 

James Kinkead, Jacob Sides and Abraham Eussell put on the 
first line of passenger coaches west of Cumberland, and as early as 
1818 John and Andrew Shaffer, Garrett Clark, Aaroti Wyatt, Morris 
Mauler, John Farrell, Quill and Nathan Smith, and Peter Null, were 
drivers on this line. The Smiths and Null drove in and out 
from Uniontown. One of the Smiths subsequently became the agent 
of a stage line in Ohio. James Kinkead, above mentioned, was the 
senior member of the firm of Kinkead, Beck and Evans, who built 
most of the large stone bridges on the line of the road. This early 
line of stages was owned and opei'atcd in sections. Kinkead owned 
the line from Brownsville to Somerfield; Sides, from Somerfield to the 
Little Crossings, and thence to Cumberland Eussell was the proprie- 
tor. Kinkead sold his section to George Dawson, of Brownsville, and 
Alpheus Beall, of Cumberland, bought out Eussell's interest. This 
line was subsequently purchased by, and merged in, the National Eoad 
Stage Company, the principal and most active member of which was 
Lucius W. Stockton. The other members of this company were 
Daniel Moore, of Washington, Pennsylvania, Eichard Stokes and 
Moore N. Falls, of Baltimore, and Dr. Howard Kennedy, of Hagers- 
town, Maryland. After the death of Mr. Stockton, in 1844, Dr. Ken- 
nedy and Mr. Acheson were the active members of the firm. John 
W. Weaver put a line of stages on the road at an early day, known 
as the People's Line. After a short run it was withdrawn from the 
road east of Wheeling, and transferred to the Ohio division. Previous 
to 1840, James Eeeside put on a line which Mr. Stockton nick-named 
the ''June Bug," for the reason, as he alleged, it would not survive 
the coming of the June bugs. Mr. Stockton subsequently bought out 
this line and consolidated it with his own. There was a line of stages 
on the road called the "Good Intent," which came to stay, and did 
stay until driven off by the irresistible force of the Steam King. This 
line was owned by Shriver, Steele & Company, and was equal in vim, 
vigor and general equipment to the Stockton line. The headquarters 



THE OLD PIKE. 149 

of the Good Intent line at Uniontown was the McClelland house. 
There passengei's took their meals, and the horses were kept '" ^^^^ 
stables appurtenant. The '* old line" (Stockton's) had its headquar- 
ters at the National house, on Morgantown street, now the private 
residence of that worthy and well known citizen, Thomas Batton. 
This little bon mot is one among a thousand, illustrative of the spirit 
of the competition between these rival lines. There was one Peter 
Burdine, a driver on the Good Intent line, noted for his dashing qual- 
ities, who was accustomed to give vent to his fidelity to his employers, 
and his confidence in himself in these words: 

" If you tfike a seat in Stockton's line, 
You are sure to be passed by Pete Burdine." 

And this became a popular ditty all along the road. 

On authority of Hanson Willison, the old stage driver of Cum- 
berland, the first line of stages put on the road east of Cumberland, 
in opposition to the Stockton line, w^as owned, from P'rederic to Ha- 
gerstown, by Hutchinson and Wirt; from Hagerstown to Piney Plains, 
by William F. Steele ; from Piney Plains to Cumberland, by Thomas ' 
Shriver. 

Thomas Corwin, the famous Ohio statesman and popular orator 
of the olden time, was not a stage driver, but he was a wagoner, and 
one of the rallying cries of his friends, in the campaign that resulted 
in his election as governor, was: '' Hurrah for Tom Corwin, the wag- 
oner boy." The introduction of his name, in connection with stages 
and stage drivers, becomes pertinent in view of the following anec- 
dote: Corwin was of very dark complexion, and among strangers, 
and in his time, when race distinction was more pronounced than now, 
often taken for a negro. On one occasion, while he was a member of 
Congress, he passed over the road in a '^chartered coach," in compan}' 
with Henry Clay, a popular favorite all along the road, and other dis- 
tinguished gentlemen, en route for the capital. A chartered coach 
was one belonging to the regular line, but hired for a trip, and con- 
trolled by the parties engaging it. The party stopped one day for- 
dinner at an old "stage tavern," kept by Samuel Cessna, at the foot 
of ''Town Hill," also known as " Snib Hollow," twenty -five miles 
east of Cumberland. Cessna was fond of entertaining guests, and 
particularly ardent in catering to distinguished travelers. He was, 
therefore, delighted when this party entered his house. He had seen 
Mr. Clay before, and knew him. The tall form of Mr. Corwin at- 
tracted his attention, and he noted specially his swarthy complexion, 
heard his traveling companions call him " Tom," and supposed he was 
the servant of the party. The first thing after the order for dinner 
was a suggestion of something to relieve the tedium of travel, and 
excite the appetite for the anticipated dinner, and it was brandy, gen- 
uine old cogniac, which was promptly brought to view by the zealous 
old landlord. Brandy was the ''tony" drink of the old pike — brand}^ 
and loaf sugar, and it was often lighted by a tai)er and burnt, under 



150 THE OLD PIKE. 

the influence of a popular tradition that "if burnt brandy couldn't 
save a man " in need of physical tension, his case was hopeless. When 
the brandy was produced, the party, with the exception of Corwin, 
stepped up to the bar and each took a glass. Corwin, to encourage 
the illusion of the old landlord, stood back. In a patronizing w^ay the 
landlord proffered a glass to Corwin, saying : " Tom, you take a drink." 
Corwin drank off the glass, and in an humble manner returned it to 
the landlord with modest thanks. Dinner was next announced, and 
when the party entered the dining room, a side table was observed 
for use of the sei*\^ant, as was the custom at all old taverns on the 
road at that time. Corwin, at once recognizing the situation, sat down 
alone at the side table, while the other gentlemen occupied the main 
table. The dinner was excellent, as all were at the old taverns on the 
National Eoad, and while undergoing discussion, Mr. Clay occasion- 
ally called out to the lone occupant of the side table: "How are you 
getting on, Tom?" to which the modest response was, "Very well." 
After dinner the old landlord produced a box of fine cigai's, and first 
serving the distinguished guests, took one from the box and in his hand 
proffered it to Mr. Corwin, with the remark: " Take a cigar, Tom? " 
When it was announced that the coach was in readiness to proceed 
on the journey, Mr. Clay took Corwin's arm, and, approaching the old 
landlord, said : "Mr. Cessna, permit me to introduce the Hon. Thomas 
Corwin, of Ohio." Cessna was thunder-struck. His mortification 
knew no bounds. Observing his mental agony, Mr. Convin restored 
him to equanimity by saying: " It was all a joke, Mr. Cessna ; do not, 
I beg you, indulge in the slightest feeling of mortification. I expect 
to be back this way before long, and will call again to renew acquaint- 
ance, and take another good dinner with you." 

John Eitter, affectionately and invariably, by his acquaintances, 
called "Johnny," was noted for his honesty and steady habits. For 
many years after staging ceased on the road, he was a familiar figure 
about Washington, Pennsylvania. He assisted Major Hammond for 
thirty years in conducting the Valentine house, and acted as agent for 
Brimmer s line of mail hacks, and other similar lines, after the great 
mail and passenger lines were withdrawn. He ^^as a bachelor, and a 
soldier of 1812, and drew a small pension. He died at the Valentine 
house, in Washington, on January 28th, 1879, in the eightieth year of 
his age, leaving behind him a good name and many friends. 

The first line of passenger coaches put on the road between 
BroAvnsville and Wheeling w^as ow^ned, organized and operated by 
Stephen Hill and Simms and Pemberton. This was in 1818, and a 
continuation of the early line before mentioned from Cumberland to 
Brownsville. Stephen Hill, while a stage proprietor, was also a 
tavern keeper in Hillsboro, Washington county, a small tow^n, but an 
old town, which probably derived its name from his family. Under 
the inspiration of modern reformation, so called, the name of this old 
town has been changed and languishes now^ under the romantic appel- 
lation of Scenery Hill. When it was Hillsboro, and a stage station 




WILLIAM WHALEY. 



THE OLD PIKE. 151 

of the old pike, it was a lively little town. Under its present pic- 
turesque name it remains a little town, but not a lively one. The 
change of name, however, has not yet penetrated the thinned ranks 
of the old pike boys, and they still refer to it as Hillsboro. 

The next station west of Hillsboro, where stage horses were 
changed, twelve miles distant, was Washington, where passengers 
also took meals. The Good Intent line stopped at the Mansion house, 
situate at the upper end of the town, and the " Old Line" stopped at 
the National, in the lower end. The next changing place west of 
Washington was Ciaysville, the next Roneys Point, and thence to 
Wheeling. About the year 1846 the Good Intent line stopped its 
coaches, or a portion of them, at the Greene house in Washington, 
kept by Daniel Brown, who, previous to that date, had, for a time, 
been a road agent of that line. Of all the good taverns on the road 
there were none better than Bix)wn's. He had his pecularities, as 
most men have, but he knew how to keep a hotel. He enjoyed the 
occupation of entertaining guests, and glowed with good feeling while 
listening to the praises bestowed upon his savory spreads. This pop- 
ular old landlord came to a sad and untimely end by being cut to 
pieces in a mill by a buzz saw, on whiit was once called the plank 
road, leading from Washington through Monongahela City, West 
Newton, Mt. Pleasant, Somerset and Bedford to Cumberland. Stages 
ran on that road, and at the time of the accident, Mr. Brown was in 
the service of a stage company and at the saw mill to urge forward 
the work of getting out plank for the road. 

David Sibley, an old driver on Stockton's line, went with the 
Fayette county ''boys in blue" to Mexico in 1847, a member of Co. 
H, 2d regiment of Pennsylvania volunteers. He participated in the 
engagement at Cerro Gordo, emerged from that conflict unscathed, 
but died soon after at Pueblo from ailments incident to an inhospit- 
able climate. 

William Whaley, a soldier of the war between the States, and a 
son of Capt. James Whaley, a soldier of 1812, was an old stage driver. 
He was born in Ccmnellsville, but spent the prime of his life in Union- 
town, and on the road. He used to tell the boys that one of the 
horses of his team died coming down Laurel Hill, but that he held 
him up until he reached the McClelland house in Uniontown. Wha- 
ley drove for a time on the Morgantown route from Uniontown, and 
died in the latter place twenty years and more ago. 

James Turner, a Somerset county man, an old stage driver, also 
volunteered as a soldier in the Mexican war, and started out a mem- 
ber of Co. H, above mentioned. In crossing the Gulf he fell down a 
hatchway of the vessel and was killed, and the mortal remains of the 
old driver were buried in the deep sea. 

James Gordon, a well remembered old stage driver, went with 
Co. H to Mexico, and died in the capital city of that Republic. He 
was the father-in-law of Peter Heck, a former postmaster of Union- 
town. 



152 THE OLD PIKE. 

Samuel Sibley, probabl}^ a brother of David, before mentioned, 
was a well-known driver. He w^as small in stature, but alert in 
movement. It was he Avho drove the coach that upset on a stone 
pile in the main street of Uniontown with Henry Clay as a passen- 
ger, the details of which have elsewhere been given. 

Ben Showalter is remembered as an old driver, who sang little 
songs and performed little tricks of legerdemain for the amusement of 
the boys. He went to the war between the States as a private in 
Major West's cavalry of TJniontow^n, and died inihe service. 

Redding Biinting, mentioned before, was probabl}^ more widely 
known and had more friends than any other old stage driver on the 
road. His entire service on the road, covering many years, was in 
connection with the "old Line." He was a great favorite of Mr. 
Stockton, the leading proprietor of that line. His commanding 
appearance is impressed upon the memories of all who knew him. 
He stood six feet six inches high in his stockings, and straight as an 
arrow% without any redundant flesh. His complexion was of a red- 
dish hue and his features pronounced and striking. His voice was 
of the baritone order, deep and sonorous, but he was not loquacious 
and had a habit of munching. He \ras endowed with strong com- 
mon sense, which the pike boys called " horse sense," to emphasize 
its excellence. He was aflfable, companionable and convivial. He was 
a native of Fayette county, Pa., and born in Menallen township. Ho 
wa& not only a stage driver, but a trusted stage agent, stage ])roprie- 
tor, and also a tavern keeper. He once owned the property now^ 
known as the "Central Hotel," in Uniontown, and if he had retained 
it would have died a rich man. Despondency and depression of 
spirits seemed to have encompassed him.Avhen business ceased on the 
road, and he appeared as one longing for the return of other and 
better days. During the presidency of Mr. Van Buren, it was deemed 
desirable by the authorities that one of his special messages should 
be speedily spread before the people. Accordingly arrangements 
w^ere made by the Stockton line, which had the contract for carrying 
the mails, to ti*ansmit the message of the President with more than 
ordinary celerity. The Baltimore and Ohio railroad at the time was 
not in operation west of Frederic City. Maryland. Mr. Bunting, as 
agent of the company, repaired to that point to receive the coming 
document and convey it to Wheeling. He sat by the side of the 
driver the entire distance from Frederic to Wheeling to superintend 
the mission and urge up the speed. The distance between the points 
named is two hundred and twenty-two miles, and was covered in 
twenty-three hours and thirty minutes. Changes of teams and 
dinvers were made at the usual relays, and the driver who brought 
the flying coach from Farmington to IJniontown was Joseph Woolley, 
who made the sparks fly at every step, as he dashed down the long 
western slope of Laurel Hill. Homer Westover drove the coach 
from Uniontown to Brownsville, covering the intervening distance of 
twelve miles in the almost incredible compass of fort3'-four minutes. 




REDDING BUNTING. 



THE OLD PIKE. 153 

The eoaeh used on this occasion was called the "Industry," one of 
the early mail coaches with "monkey box" attachment, and it liter- 
ally woke np the echoes in its rapid transit over the road. The 
Pittsburg Gazette had arranged for an early copy of the important 
message and agreed to pay Eobert L. Barry and Joseph P. McClel- 
land, of Uniontown, connected in various subordinate capacities with 
the stage lines, the sum of fifty dollars for a speedy delivery of the 
document at the office of that journal in Pittsburg. Brownsville 
was then the distributing point for all mail matter sent west over the 
National Eoad, consigned to Pittsburg, and Barry and McClelland 
went down to Brownsville on the '' Industry'' to obtain the message 
there and transmit it thence to Pittsburg by special convoy overland 
to the Gazette; but when the mail was opened it was discovered that 
it did not contain a package for the Gazette, and Barry and McClel- 
land returned home disappointed, while the Gazette suffered still 
greater disappointment in not being able to lay an early copy of the 
message before its readers. The reader will bear in mind that at the 
time referred to the telegraph was unknown as an agency for trans- 
mitting news, and the railroad, as has been seen, had not advanced 
wa\st of Frederic City, Maryland. 

In the year 1846, after the railroad was completed to Cumber- 
land, Kedding Bunting rivaled, if he did not surpass, the feat of rapid 
transit above described. He drove the great mail coach from Cum- 
berland to Wheeling, which carried the message of President Polk, 
of!u;ially proclaiming that war existed between the United States and 
Mexico. Leaving Cumberland at two o'clock in the morning, he 
reached Uniontown at eight o'clock of the same morning, breakfasted 
there with his passengers, at his own house (for he was then the propri- 
etor of the National), and after breakfast, which was soon disposed 
of, proceeded with his charge, reaching Washington at eleven a. m. 
and Wheeling at two p. m., covering a distance of one hundred and 
thirty-one miles in twelve hours. He was not at that time an ordin- 
ary driver, but an agent of the line, and took the reins in pei*8on for 
the avowed purpose of making the highest speed attainable. Ked- 
ding Bunting has been dead about ten years. His wife, who was a 
daughter of Capt. Endsle}', the old tavern keeper at the Big Cross- 
ings, survived him about three years. He left two sons and two • 
daughters. One of his sons, Henry Clay, is at present postmaster of 
Dunbar, Pa., and the other, William, is a printer, and at this writing 
foreman of the composing force of the Pittsburg Times. One of the 
daughters is the wife of Milton K. Frankenberry, a prominent citi- 
zen of Fayette county, Pa., and the other is the wife of Armor Craig, 
a leading merchant of Uniontown. The old driver has gone to his 
last hojne, but his memory remains fresh and fragrant all along the 
I'oad. 

Joseph Woolley, above mentioned, had a brother, William, who 
was also a well known stage driver. When the staging days on the 
road were ended, and the exciting incidents thereof relegated to the 



154 THE OLD PIKE. 

domain of history, Joseph and William Woollcy sought and obtained 
employment in the service of the Baltimore and Ohio i*ailroad com- 
pany, and both ultimately became competent and trustworthy loco- 
motive engineers. 

Andrew J. Wable commenced driving stage in 1840, and con- 
tinued uninterruptedly until 1851. He went to Illinois in 1867, and 
is still living, in good health and spirits. He frequently visits his old 
home in the mountains of Fayette county, where he was reared, and 
is there now, or was very recently. He drove first on the »^ Shake 
Gut," which was not a passenger line, but a line put on the road to 
carry light freights with rapidity. He drove next on the ''Good 
Intent' line, and subsequently on the old, or Stockton line. He wan 
a driver on the Good Intent line when William Scott w^as its agent, 
and on the old line during the agencies of Gmnger and Bunting. He 
drove on the Good Intent line from Somerfield to Keyser's Ridge, 
and on the old line from Keyser's Eidge to Piney Grove. He also 
drove between Washington and Wheeling, and from Uniontown to 
Farmington. His recollections of the old road are vivid, and he is 
fond of recounting incidents of its palmy days. 

James Burr drove out westward from Washington. He was re- 
puted to be a man of great muscular power, but with it all, a man of 
quiet demeanor. A Cincinnati man, name not given, had achieved 
the reputation of "licking" everybody in and around Cincinnati, and 
like Alexander of old, sighed for more victories. Hearing of Jim 
Burr, he resolved to encounter him, and struck out for Claj^sviHe, 
where he had been informed Burr could be found. He traveled by 
steamboat to Wheeling, thence by stage coach to Claysville. The 
Cincinnati man "put up" at the tavern of William Kelley, the stop- 
ping place of Burr's line at Claysville. Upon entering, the stranger 
inquired for Jim Burr, and was politely informed by Mr. Kelley, the 
old landlord, that Mr. Burr was at the stable looking after his team, 
and would soon be in. In a little while Bui*r came in, and Mr. Kelley 
remarked to the stranger, "this is Mr. Burr." The stranger, w^ho 
was a somewhat larger man than Burr, saluted him thus: "Burr, I 
have been told that you are the best man in all this country, and I 
have come all the way from Cincinnati to fight you, and lick you, if 
lean." "Well," said Burr, "you have come a longdistance for a 
job like that, and besides I don't know you, and there is no reason 
why we should fight." "But," rejoined the stranger, "you must 
fight me, I insist on it, and will not leave here until you do." Burr 
persisted in declining the ])roffered combat, and finally went upstairs 
to bed, and after a nap of half an hour's duration, came down with- 
out a thought of again meeting his aggressive visitor. To his utter 
sui'prise the Cincinnati bluffer met him at the foot of the stall's, and 
again demanded a trial of strength. This was more than Burr's good 
nature could withstand, and stepping back, he drew up in the attitude 
of a striker, warning his assailant at the same time to "look out." 
when with one blow of his fist, he felled him stone dead on the floor. 



THE OLD PIKE. • 155 

Burr then went to the water stand in a rear room of the tavern, washed 
his face and hands, ^and upon returning saw the victim of his deadly 
blow still lying prosti*ate upon the floor, and exclaimed: "My God. 
has that man not got up yet?" But the vanquished bully did, after a 
while, get up, and in rising discovered that he was a wiser, if not a 
bettor man. News of this singular encounter spread rapidly through 
the town of Claysville, and nearly every inhabitant thereof rushed to 
the scene to learn how it happened, and all about it. The facts were 
minutely and carefully made known to all inquirers by William Kel- 
ley, the old landlord, and cheere went up and out for Jim Burr, the 
hero of Claysville. At the time of this occurrence David Gordon was 
also driving out westwardly from Washington. Tradition has it that 
these two men had a reciprocal fear of each other, but they never 
collided, and it is a mooted question as to which of them was the better 
man in a physical sense. It is a long time since Burr and Gordon 
were seen on the front boot of a handsome Concord coach, wielding 
the reins and flourishing the whip over the backs of four dashing 
steeds with a grace and dignity befitting a more pretentious calling ; 
and presumably they have answered the last summons, but living or 
dead, their names are indelibly stamped on the history of the National 
lload. 

David Gordon was sent out from the east by James Keeside, and 
drove first on the "June Bug Line." Going out west from Claysville 
soon afler he commenced driving his team ran oft', with a full load of 
passengers. Discerning in a moment that the flying team could not be 
checked by ordinary methods, he pulled it off the road and turned the 
coach over against a high bank. The passengers were badly frightened , 
but none were hurt, and attributed their escape from injury to the 
skillfulness of the driver. After "righting up," the coach but little 
damaged, proceeded to Roney's Point without further casualty. This 
incident, or rather accident, gave Gordon a wide reputation as a cool 
and skillful driver, and he rapidly advanced to the front rank of 
his calling. The "June Bug Line" did not remain long on the road, 
and when it was withdrawn Gordon took sei'vice in the Good Intent 
line, and continued with it until all through lines of coaches were 
taken from the road. Gordon was a very stout man, six feet in 
height, and weighing about two hundred pounds, without any surplus 
flesh. It was said that he could fight, but was not quarrelsome. His 
motto seemed to be " non tangere mthi.'' On one occasion, as tradition 
has it, he was compelled to engage in a knock-down, in self defense. 
It was at Triadelphia, Virginia. Three "toughs" fell upon him at 
that place, with the intention, as they stated it, of "doing him up," 
but they failed ignominously. Gordon repulsed and routed them 
completely and decisively, and they never thereafter coveted a ren - 
counter with Gordon, and the example of their fate rendered others 
with pugilistic proclivities a little shy about encountering him. 



CHAPTER XXII. 



Staget( and Stag*' Drinrs coniimud— Character of Drivers Dtfended — Styles of Drl- 
vimj — Clamijication of Drirers — Saiuuel LnmaUj old mail driter — His thrilling 
encounter irifh Robbemi — George Fisher daslves inio a Whig procemon — Daniel 
Ijeggett — Accident to Black Hawk — Tobias Banner, Jerrg McMnUiny George 
McKenna, Paris Eaehes,Jack Bailiss, Henry A. Wise, and other familiar names. 

Mr. A. J. Endsley, of Somerset, an intelligent, educated and ob- 
serving gentleman, who was born and reared on the National Eoad, 
gives it as his judgment that old stage drivers, as a class, were better, 
morally, than old wagoners. lie says that while some of the stage 
drivers were given to blasi)heming and drinking, there were wagoners 
who would ''discount them, especially in the matter of profanity." 
He names, as types of orderly, well behaved stage drivers, Thomas 
(Trace,\Villiam and Alexander Thompson, John Mills, Charley Ilowell, 
John High, William Kobinson, Isaac Frazec (still living in Markleys- 
burg), Isaac Denny, Samuel Halsted, William AVhite, Samuel Jaco, 
Thomas Moore, James A. Carroll, AVilliam Bishop and John Bunting. 
William Kobinson and Pate Sides were expert penmen. 

John E. Reeside, a son of Commodore James Ileeside, the old stage 
proprietor, now residing in Baltimore, who had a genenil supervision 
of his father's lines on the National Road, gives three styles of stage 
driving, as follows, viz: (1) The Flat Rein (English); (2) the Top and 
Bottom (Pennsylvania); (3) the Side Rein (Eastern). In the first 
style Mr. Reeside says that John Bennett and Watty Noble excelled, 
and in the second, Jack Bailiss, Frank Lawson and Joe Bowers car- 
ried off the palm. He adds that the third mode was the one adopted 
by a majority of the best drivers, and in this, Isaac Page, Luda Adams, 
Peyton R. Sides, David Gordon, John Lanning, Abram Dcdrick and 
David Johnson excelled all other drivers. 

Mr. Endsley, before mentioned, divides the old stage drivers in 
four classes, as follows: "(1) Awkward, slovenly, careless drivers, 
such as handled the whip and 'ribbons' so clumsily, and kept their 
teams so unseemly together, up hill, down grades and on the level, 
that it was painful to see them on the box. Typical of this class wx're 
Tom Frantz, Dan Boyer, Pete Null and Abe Ilalderman. (2) Cruel 
men — their cruelty amounting almost to brutality. This class seemed 
to take a fiendish delight in whipping, lashing and gashing hor'ses. 
Wash Alridge and a big, burly driver l>y ihe name of Robinson, were 
types of the cruel class. (3) Careful, easv-going, common, every day 

(156) 




JOHN BUNTING. 



THE OLD PIKE. 157 

kind of drivers — men who never made pretensions to fancy styles. 
They were such as John Bunting (Old Judy), Jim Keynolds, James 
Carroll (Flaxey), Blanchard (Hatchet Face), Billy Armor and Josh. 
Boyd. (4) Well dressed drivers, clean and neat in person, and men 
who regarded sitting down to a meal in shirt sleeves as contra^ honos 
mores. This class manipulated the whip and 'ribbons' scientifically, 
and sat on the box in a way that showed they were masters of the 
situation. Prominent in this class were John High, Pate Sides, Peter 
Halderman, 'Yankee' Thompson, Sam Jerome, Jim Moore," &c. In 
this latter class might be ranked David Gordon, James Burr, and others 
of the western end of the road. 

Samuel Luman, still living in Cumberland, and in good health, 
was one of the best equipped stage drivers on the road. His experience 
covers many of the most exciting and interesting events in the road's 
history. He commenced his career as a stage driver in 1832, the same 
year that Alfred Bailes began as a wagoner. He tells of a collision with 
highwaymen in the mountains, which was attended by thrilling de- 
tails. On the 12th of August, 1834, he was on the road between 
Piney Grove and Frostburg, with a mail and passenger coach gping 
east. After nightfall, and at a point studded by a thick growth of 
pine trees, he was confronted by a party of foot-pads, five in number, 
and strange to relate, one a woman, bent on felony. The outlook was 
alarming. Luman carried no fire-arms, and there was but one wea- 
pon among his passengers, a small, brass pistol, not brought into requi- 
sition, as the sequel shows. The assailants had thrown across the road 
an obstruction like a rude fence, made of logs, stumps and brush. As 
Luman's trusty leaders approached the obstruction, one of the high- 
waymen stepped out from his cover and seized a bridle, and the coach 
was stopped. The assailant ordered Luman to descend from his seat 
and surrender his charge. This he very politely, but very decidedly 
declined to do. "What do you want?" queried Luman, with seeming 
innocency. "We are traders," was the response. "Well," rejoined 
Luman, coolly, "I have nothing to trade; I am satisfied with my trap- 
pings, and not desirous of exchanging them." During this little par- 
ley the wood-be robber, who held a leader by the bridle, cried out to 
a partner in crime, who was near at hand, though under cover of 
darkness, to shoot the driver, and denounced him as a coward for not 
firing. The party thus addressed then leveled a pistol at Luman and 
pulled the trigger, but the result was nothing more than a "snap," the 
night air being damp and the powder failing to explode. These favor- 
able surroundings, no doubt, saved Luman's life. The foot-pads at 
the heads of the leaders had, in the confusion and excitement of the 
moment, turned the horses squarely around, so that the leaders faced 
w^est, while the wheel horses stood to the east. In this conjuncture the 
party in charge of the leaders undertook to unhitch them, and to guard 
against the movements of Luman, wrapped a driving rein tightly 
around one of his arms. This was Luman's opportunity, and sum- 
moning all his resources, he poured a volley of stinging lashes upon 

8 " 



158 THE OLD PIKE. 

his antagonist, smiting him on the face and arm, alternately, and most 
vigorously. The bandit winced, and soon relinquished his gi*asp, when, 
almost in the twinkling of an eye, the team under Luman's skillful 
hands started up on a full run, leaping the improvised fence, and speed- 
ing on, leaving the foot-pads behind to lament their discomfiture. Mr. 
Luman relates that in crossing the improvised fence, he fairly trem- 
bled for the fate of himself and passengers, as the coach was within 
an ace of capsizing. He also states that the ruffian who seized his 
leader wore a gown that covered his whole person, tied around the 
middle of his body with a belt, and that another of his assailants 
wore a white vest, dark pantaloons, and covered his face with a black 
mask. The other three kept in the back ground during the attack, so 
that he is unable to recall their appearance. Mr. Luman further re- 
lates that when the fii*st assault was made on him, he apprized his 
passengers of the impending danger and besought their assistance, 
but they crouched in their seats and made no eftbrt to aid him or de- 
fend themselves. They were western merchants going east to buy 
goods, and had among them as much as sixty thousand dollars in cash. 
VVhen the coach arrived safely at the Highland house, Frostburg, 
George Evans at that time proprietor thereof, the grateful passengers 
"took up" a collection for the benefit of their courageous and faithful 
driver and deliverer, but Luman says the sum proffered was so ludi- 
crously small that he declined to receive it, and ever thereafter re- 
garded that lot of passengers as a '* mean sot." Samuel Luman drove 
four teams between Cumberland and the Big Crossings. In 1839 he 
concluded to giv^e up stage driving and try tavern keeping. His first 
venture in this line was at Piney Plains, east of Cumberland and near 
Cessna's old stand. He approved himself a popular landlord, and was 
well patronized. Prom Piney Plains he went to Frostburg, and took 
charge of the Franklin House. His next and last experience in tavern 
keeping was at the National House, in Cumberland. Luman interested 
himself in the detection and punishment of mail robbers, which drew 
upon him the animosity of suspected persons, and Mr. Stockton, fearing 
that the suspected ones might waylay and murder him, advised him 
to take service east of Cumberland, which he did. He is altogether 
one of the most interesting characters of the road. 

George Fisher was a stage driver, who left his footprints very 
plainly on the limestone dust of the road. He was noted for his dar- 
ing in the manipulation of fiery steeds. A fractious team was sta- 
tioned at Claysville, which was the terror of all the drivers on that 
section of the road. It " ran off" several times, once killing a pas- 
senger outright, and seriously injuring others. This occurred on 
Caldwell's Hill, seven miles west of Washington, Pennsylvania. George 
Fisher was sent down from Washington to take charge of this team, and 
soon had it under complete control. He drove it many years without 
an accident. Fisher was a large, well proportioned, and fine looking 
man. He was driving the team mentioned in 1844, the year in 
which the celebrated political contest occurred, wherein James K. 




SAMUEL LUMAN 



i 



1 

4 
t 



.i 







I 

4 
\ 

\ 

J. 
{ 

I 



\ 



THE OLD PIKE. l59 

Polk and Henry Clay were opposing candidates for the presidency. 
Fisher was an ardent supporter of Polk, and quite bitter in his en- 
mity against the Whigs. On the day of a large Whig meeting in 
Washington, an extra coach, not on regular time, but filled with pas- 
sengers, passed over the road, going west. It fell to Fisher's lot to 
haul this coach from Claysville to Roney's Point, a relay beyond, the 
State line, in Virginia. A delegation of Whigs, with bannei*8 and 
music, from West Alexander and vicinity, Avent up to Washington to 
attend the meeting, and on their return homeward in the evening, 
were overhauled by Fisher, who ran his team and coach into the Whig 
procession at several points, doing damage to buggies, carriages, and 
light wagons, and inflicting some quite serious personal injuries. 
Colin Wilson, a prominent citizen of Washington county at that date, 
was one of the pei-soris injured by Fisher's inroad, and was seriously 
hurt. Fisher, in extenuation of his apparently criminal conduct, 
pleaded the irritability of his team, that it became frightened by the 
banners and music, was unmanageable, and the injuries inflicted were 
not intentional on his part, but purely accidental. The reputation 
of the team for pettishness was well known in the neighborhood of 
the occurrence, and served as a plausible excuse, and really saved 
Fisher from prosecution, and probably consequent punishment, but 
all the Whigs of that neighborhood went to their graves under the 
solemn belief that Fisher "did it a purpose." The foUowMng account 
of an accident, furnished by John Thompson, the old w^agoner, no 
doubt relates to Fisher's team previous to the date at which he took 
charge of it: In the month of October, 1843, a stage team started to 
run from the locust tree near Caldwell's tavern. The driver lost con- 
trol, and the team dashed down the long hill at a terrific gait. They 
kept in the road until Wickert's bridge w^as reached, at which point 
the coach, team, passengers, driver and all were violently thrown 
over the bridge. A Mr. Moses, a Kentucky merchant, and his nephew, 
were sitting by the side of the driver, and all remained firmly in their 
seats until the collapse occurred. The Kentucky merchant had a leg 
badly crushed, and in two days after the accident died, and was buried 
in the old graveyard at Washington. Doctors Stevens and Lane, 
of Washington, w^ere promptly summoned and did all that medical 
and surgical skill could devise to aid the unfortunate sufferer, but 
gangrene ensued and baffled it all. The driver w^as severely hurt, and 
nursed at the Caldwell House until the spring of 1844, when he re- 
covered. The nephew of Mr. Moses and all the other passengers es- 
caped without injury. The remains of Mr. Moses were subsequently 
removed from Washington by his relatives, and interred near his home 
in Kentucky. Wickert's bridge is so called because a man of that 
name was murdered many years ago near it, and for a. long time 
thereafter, according to neighborhood superstition, returned to haunt 
the bridge. 

Daniel Leggett was an old stage driver, well known, and will be 
long remembered. He once had the distinction of hauling the cele- 



160 TUE OLD PIKE. 

bratdd ImHan chief, Black Hawk, and his suite. The party ascended 
the Ohio river by steamboat, and took stage at Wheeling. U})on en- 
tering the coach at that point. Black Hawk showed shyness, fancy- 
ing it might be a trap set for him by his pale faced enemies, and it re- 
quired some persuasion by an interpreter, who accompanied his party, 
to induce him to enter and take a seat. Tlie coach passed over the 
road without unusual incident until it reached Washington, Penn- 
sylvania. Going dow^n the main street of Washington, from the post- 
office, which was in the neighborhood of the court house, the breast straj) 
of one of the wheel horses broke, causing a precipitation of the coach 
upon the leaders, and the team becoming frightened, dashed dow^i the 
street at fearful speed. One of the jiarty of Indians was seated by 
the driver, and thrown oif, carrying down with him the driver. The 
team, thus left without a driver, rushed headlong for the stable of 
the National House, and at the corner of Main and Maiden streets, 
the coach upset. It contained nine passengers, eight Indians and one 
half-breed. The first one to show up from the wreck was Black 
Hawk, who stood upright in the middle of the street, disclosing a 
single drop of blood on his forehead, and manifesting much excitement 
and indignation, as he uttered '^Ugh! Ugh! Ugh!" The interpreter 
had an arm broken, which was the only serious casualty attending 
the accident. Black Haw^k now became almost wholly irreconcilable. 
The interpreter tried to explain to him the true situation, and to as- 
sure him that no harm was aimed at him, but the dusky warrior re- 
pelled the approaches of the friendly mediator, and refused to be rec- 
onciled. He was now^ certain that the white men intended to kill 
him. Afler a little while the excitement abated, and with it the 
temper of the unfortunate Indian chieftain. He was persuaded to 
enter the tavern, and observing that the surroundings were not hos- 
tile, threw off his sullenness, and became somewhat sensil>le of the 
situation, and apparently reconciled to it. Another coach of the line 
WHS provided, and the party proceeded on their journey to parley 
with the Great Father of the White House. The occasion marked an 
era in the life and career of the old driver, Daniel Leggett, which he 
referred to with intense interest on frequent occasions throughout the 
remainder of his life. The Black Hawk incident occurred in 1837, 
when Van Buren was president. * 

Tobias Banner, as if to do justice to his name, was an imposing 
driver. He was a chum of Jerry McMullin, another old driver, and 
the two together enjoyed many a game of bluff, while their teams 
W'Cre quietly resting in the well furnished old stables. They wxre 
both mail drivers in and out from Washinii:ton. McMullin at one 
time to vary the monotony of stage life, made a tri]) to Stockton's lane, 
in Greene county, to see the races, which occurred at regular periods 
at that place in that day. He engaged in a game of seven up, with a 
stalwart native of Greene countv, for hvi^, dollars a side, and while he 
really won tlie game, his overgrown adversaiy claimed the stakes on 
an allegation of foul play. A quarrel and a fight ensued, and Jerry 



THE OLD PIKE. 161 

MeMullin returned to Washington with a bUickened eye and diminished 
purse, vowing that he would never venture upon mud roads again. 

George McKenna drove first on the Oyster line and afterwards a 
stage team. He was a Greene county man, and brother-in-law of 
Morgan E. Wise. After he quit driving he set up an oyster saloon 
in Waynesburg, and finally engaged with a travelling menagerie and 
lost his life in a railroad accident between New York and Philadelphia. 

Paris Eaches, a strangely sounding name now, but once familiar 
to the. ear of every pike boy, was a well known and well liked driver. 
He radiated from Washington, Pennsylvania, but left his mark all 
along the line. He was a jolly fellow and enjoyed the excitement of 
the road. He was always a favorite at social parties of young folks, 
and entertained them with songs. He had a good voice and sang 
well, "I have left Alabama," was one of his best songs, and he 
always sang it to the delight of his hearers. 

Jack Bailiss was a widely known and popular driver, a mar- 
ried man, and a resident of Washington, Pennsylvania. He was 
accounted a reckless driver, and delighted in exciting the apprehen- 
sion of his passengers, often filling them with terror by specimens of 
what they considered reckless driving. He knew the danger line 
however, and always kept within it. He drove the coach from Clays- 
ville to Washington, Pennsylvania, in which Gen. Taylor traveled on 
his way to the Capital to assume the Presidency. 

Henry A. Wise, an old driver, is well remembered by the old 
people of the road on account of the quaintness of his character. He 
w^as not a driver on the National Koad, but drove the mail coach from 
Uniontown to Morgantown, Virginia. Mr. Stockton had the con- 
tract for carrying the mail between these points, and Wise was his 
chief driver, and pursued this calling for man}' years. His head- 
quarters in Uniontown were at the Old Hart tavern, Jackson's favor- 
ite stopping place, now^ the Hotel Brunswick. He was driving on 
this route as early as 1836. He was an odd genius, as Mr. John E. 
Ileeside says of him, a ^'tj'pical tide water Virginian." He claimed 
to be descended from blue blood, and simply drove stage for amuse- 
ment. He always had plenty of slack in liis reins, and as a conse- 
quence rarely kept his team straight in the road. It is said that on 
one occasion, while half a sleep on the box, his team turned from the 
road through an open gap into a field, and commenced eagerly to 
graze on the growing clover. Wise was tall and spare, and habitually 
wore a high silk hat. 

John Huhn was a driver west of Washington, Pennsylvania. He 
married a daughter of John McCrackin. a well known and prosperous 
farmer of the vicinity of Cla^'sville. When stage lines dissolved and 
stage coaches no longer rattled over the old pike, John Huhn engaged 
in the tanning business at Claj'sville, and was successful. 

Peter Payne, an old driver east and west from Keyser's Ridge, 
was noted as an expert hand at a game of poker. He was usually a 
winner, and beinsi; a man of economic habits, saved his small accumu- 



162 THE OLD PIKE. 

iations from time to time and ultimately became rich. He often sat 
down to a game with Joseph Dilly, an old blacksmith of the moun- 
tain division of the road, a skillfull player, who, like Payne, also 
grew rich. 

Frank Lawson. who subsequently kept tavern in Triadelphia, 
was a stage driver. He first drove on Weaver's Ohio line, next on a 
line in Kentucky, where he upset a coach causing the death of one or 
more of his passengers, and afterward came to the National Road and 
drove between Wheeling and Washington. He is mentioned by Mr. 
Reeside as an expert driver of the "Top and Bottom," or Pennsyl- 
vania mode of driving. 

John Stotler was among the drivers on the first line of stages. 
He was stoutly built, a good reinsman and a popular driver. He 
drove out east and west from Cumberland. John Whitney, an Eng- 
lishman, was an early driver, and noted for his caution in handling 
his team and caring for the comfort and safety of passengers, 

Joseph Whisson drove from Washington to Claysville, and is 
well remembered and highly spoken of by all old cilizens living on 
that section of the road. He is still living at Triadelphia, West 
Virginia. 

Jason Eddy was one of the many drivers sent out on the road in 
an early day from New Jersey by ''Commodore" Reeside, as James, 
the old stage proprietor, was frequently called. Eddy was an expert 
driver, and it was said of him that '^ he could turn his team and coach 
on a silver dollar." He was likewise a good musician, and played 
well on the bugle. He oflen entertained his passengers with stirrings 
bugle blasts. 

William Walker was a careful old driver, and so economical that 
he acquired property from the savings of his scanty wages. 

William Craver, Edward Hays and the two Welches were old 
stage drivers, whose names were familiar along the road in its earlj'^ 
history. 

Isaac Page, first named by Mr. Reeside as a good driver in the 
Eastern style, was a Uniontown man, and died in that place be- 
fore the glories of the old road had waned. He left a widow and a 
son, Charles, who went to New York, where the son engaged in busi- 
ness, prospered and became rich. His mother was highly esteemed 
by all who knew her, and to her example is attributed the success of 
the son. 

Dr. Thayer, who subsequently became a circus proprietor, com- 
menced driving stage on the National Road when eight4>en yeara of 
age. He drove from Uniontown to Farmington on the "old line" 
previous to 1840. He was a skillful driver, and subsequently ac- 
chieved success as a circus owner. 

Gideon Bolton (nicknamed "Hoop-pole," from the circumstance 
of his coming from a hoop-pole region in Preston county, West Vir- 
ginia), drove many years on the mountain division of the road, and is 
Avell remembered. 




JOSEPH WHI880N. 



THE OLD F^KE. 



163 



James McCauley, an old driver, before reaching the dignity of the 
box, was a "postilion" for Bedding Bunting on the mail coaches from 
Somerfield to Woodcock Hill, and to Winding ridge. 

Jack Lee was a spirited driver, and would have been called a 
"dude" if he had not died before that term was applied to persons of 
fanciful and fashionable apparel. He drove in and out from Cum- 
berland and was contemporaneous with Whitney. 

David Bell, an old stage driver, subsequently kept a tavern in 
Claysville. His daughter became the wife of Calvin King, an officer 
of one of the CJaysville banks. 

William Corman, an old stage driver, is remembered as a j>al 
of Dr. John F. Braddee in the celebrated mail robberies of 1840, at 
Uniontown. Braddee's office adjoined Stockton's stage yard. Cor- 
man drove the mail coach, and handed over the mail bags to Braddee, 
who rifled them. A full account of these mail robberies is given else- 
where in this volume. 

John Bennett and James and John Bailiss drove out west from 
Washington, Pennsylvania, for many years, and were among the most 
careful and skillful drivers. Bennett died in Hillsboro. 

Joshua Johnson, a Canadian, and an old stage driver, married a 
Miss Slicer, of Flintstone, Maryland, and subsequently kept a tavern 
in Cumberland. 



CHAPTER XXIII 



Hie first Mail Coaches — The stage yard at Unioiitwim — Employees Uierehi — Mr, 
Sfjockton goes back on John Tyler — Names of Coaches — Henny Clay and the 
drivers — Anecdote of Clay j and Humes j of ClaysriUe — Jenny Lind and Phineas 
T. Bamum on the road — Exciting race heiuren an old liner and a Good Litent 
driver — Old Mounts (lie Giant of the road — Sim Houser, Archie McNeil, Watty 
Noble, the Nestor of stage drivers, aiul otJier familiar names. 

The first mail coaches were arran<jjed to carry but three passen- 
gers, in addition to the mail pouches, upon a model furnished by the 
postoffice department. Drivers and residents along the road called 
the passenger compartment of the early mail coach a "monkey box." 
This was at the front end of the vehicle, and rested on springs, and 
the mail pouches were placed behind it, on a lower plane, and in a 
long, tight, wooden box or bed, resting on the axles of the wagon, 
without springs. It made a loud noise when passing over the road, 
was altogether a curious contrivance, and after a short term of usage 
was abandoned, and the ordinary passenger coach substituted in its 
stead. Mr. Stockton established a coach factory in Uniontown, where 
many of the coaches of his line were made, and as necessity from time 
to time existed, repaired. Blacksmith shops were also set up. in con- 
nection with this factory, where the stage horses of the Stockton line 
were shod. It was called the "stage yard," and located on Morgan- 
town street, on the lot now covered by the residence and grounds of 
the Hon. Nathaniel Ewing. Many mechanics in different lines of 
work were employed in the "stage yard," and some of them stUl 
linger on the shores of time, and in Uniontown. *Philip Bogardus is 
probably the oldest of the surviving employees of the old stage yard, 
and is a well known and respected citizen of Uniontown. He was 
born in Dutchess county. New York, September 25, 1811, and came 
to Uniontown in 1838. On his journey to that place he halted for a 
season and worked at his trade, that of a coach trimmer, at Bloody 
Eun, Bedford county, Pennsylvania, and there first met and formed 
the acquaintance of Henry Nycum, the well remembered and respected 
old blacksmith, who lived many years in Uniontown, and died there 
about a year ago. Soon after his arrival in Uniontown, Bogardus 
obtained employment in the stage yard. The foreman of the yard 
at the time was William Gaddis. 

♦ Died reoently. 

(164) 




MAJ. WILUAM A. DONALDSON. 



THE OLD PIKE. 165 

Next in seniority, among the surviving employees of the stage 
yard, is *Maj. William A. Donaldson, one of the best known citizens 
of Uniontown .• He is a painter. He was born in Emmettsburg, 
Frederic county, Maryland, a village situate ten miles south of Get- 
tysburg, on February 14, 1818, and came to Uniontown Febi-uary 
15, 1839. He located first at Brownsville, and remained there a year 
and upwards before going to Uniontown. His first engagement in 
Uniontown was with Col. William B. Koberts, in whose service he 
continued about a year, after which he entered the stage yard as a 
painter and ornamenter of coaches. He is not only a skillful artisan, 
but a gentleman well read in history, philosophy, theology, and poli- 
tics, in short a good and useful citizen. 'When Dr. Braddee was first 
lodged in the Uniontown jail for robbing the mails, Maj. Donaldson 
called in the evening to see him. The accused was placed in charge 
of a special police force, which consisted of Zadoc Cracraft, George 
Martin, and Stewart vSpeers, who "stood guard" over the noted pris- 
oner. Soon after Maj. Donaldson entered the jail the guardsmen in- 
fonned him that they were very hungry, and desired to go down 
town to get some oysters, and requested him to remain in charge of 
the prisoner until they returned. To this Maj. Donaldson assented, 
provided the hungry guardsmen would speedily return. They went 
out for oysters and did not get back until one o'clock in the morning. 
The Major and the Doctor, being old acquaintances, spent the inter- 
vening time as pleasantly as circumstances would admit of, but it 
was not exactly the thing the Major had bargained for. Mr. Stockton 
had one of his coaches named John Tyler, in honor of the vice-presi- 
dent of the first Harrison administration. When Tyler, by the death 
of Harrison, succeeded to the presidency, and vetoed the United States 
bank bill, Mr. Stockton was very much angered thereat, and going 
into the stage yard, soon after the veto was announced, accosted Maj. 
Donaldson thus: "Donaldson, can't you erase that name (pointing to 
the Tyler coach) and substitute another? I won't have one of my 
coaches named for a traitor." "Certainly I can," replied Donaldson, 
"what shall the new name be?" "Call it Gen. Harrison," said Stock- 
ton. "All right," said Donaldson, and the change was made. Maj. 
Donaldson was a Democrat, and much amused by the incident. 

Eobert L. Barry, the well remembered old merchant of Union - 
town, was, in his younger days, a painter in the old stage yard. Other 
painters in the stage yard were William McQuilken, William McMul- 

lin, William Crisfield, Mathiot, Ebenezer Matthews, George Starr, 

Alex. Fowler and Harrison Wiggins. Lewis Mobley was also a painter in 
the stage yard. He subsequently moved to Luzerne township, Fayette 
county, Pennsylvania, became a farmer and local politician. He had 
many good points of character and many warm friends. He died in 
Luzerne township a number of yeai-s ago. The Belfords, father and 
three sons, were of the stage yard force, workers in wood. They came 
from New Jersey, and were near relatives of the old and distinguished 

. * Died July 27th, 1893. 
8a 



166 THE OLD PIKE. 

Presbyterian preacher, Rev. A. G. Fairehild, D.D. The Belforda went 
west, and in all probability have passed from earth to scenes beyond. 

Armstrong Hadden, the old postmaster and banker, of Union - 
town worked a number of years in the stage yard on harness and 
" thorough braces." He learned his trade with Westley Frost, of 
Brownsville. Thorough braces were the leather springs, thick and 
wide, upon which the coach body was placed. Alex. McLean, the 
old clerk of the county commissioners, also worked on harness and 
braces. 

Charles Brower was a trimmer. He came from Baltimore, and 
went from the stage yard in Uniontown to the State of Louisiana, 
since which time he has made no sign so far as known. 

Abram Rogers was a w^orkef on *' thorough braces." Other work- 
ei*s in wood were Isaac and Simon Sampsell, Israel Hogue, and 
Frank Wilkinson. Among the blacksmiths of the old stage yard wore 
James Rush, who subsequently went to Washington, Pennsylvania, 
where he lived many years, and until his death, which occurred re- 
cently, Thomas Haymaker, and his son, Leroy, Thomas Stewart, 
Michael Claybaugh, Jesse King, Thomas King, James Keenan, Fred 
Reamer, Abram Haldeman, Seth White, Hugh Rogers, and Jacob, 
Isaac and Robert Pretty man. 

The inevitable company store was connected with the stage 3'ard, 
but it was not so odious then as now. It was located on Morgantown 
street, in the building now occupied by the Ellis music store, and man- 
aged by John Keffer, who is well remembered by all the old citizens 
of Uniontown. George Martin w^as a clerk in the company store. 
Coaches were all named after the manner of steamboats, and more 
recentl}'^, sleeping cars on the leading railroads. The name of every 
State of the Union was utilized for this purpose, and the realms 
of fancy were likewise explored. The coach named for Pennsyl- 
vania bore the legend Keystone State ; Ohio was honored under the 
name Buckeye State, New Hampshire, the Granite State, Massachu- 
setts, the Bay State, and so on. Among the fancy names em- 
ployed, the old pike boy will readily recall the following: Fashion, 
Palmetto, Central Route, Jewess, Beauty, Pathfinder, Samai*atan, High- 
lander, Ivanhoe, Herald, Industry, National, Republic, Protection, 
Brilliant, Atlas, Sultana, Clarendon, Chancellor, Moravian, Mianto- 
noma. Loch Lomond. Warriors, stiitesmen and old stagers were re- 
membered and honored in the names following: Washington, Lafaj'etle, 
General Wayne, General St. Clair, General Jackson, Gcneml Harri- 
son, Rough and Ready, meaning General Taylor, General Worth, 
General Cass, Colonel Benton, Madison, Monroe, Henry Clay, The 
President, James K. Polk, Purviance, Daniel Moore, L. W. Stockton, 
General Moorehead, David Shriver, William H. Stelle, James C. Ache- 
son, Columbus, Pocahontas, Santa Anna. Countries and cities were 
honored in the names that follow-: Yucata-n, Green Bay, Oronoco,Tam- 
pico, Bangor, Mexico, Buena Vista, New Orleans, Erie, Lexington, 
Vicksburg, Natchez, Trenton, San Francisco, Mobile, Troy, Wyandott, 



THE OLD PIKE. 167 

Idaho, Ashland,, Westmoreland, Allegany, Rantan, Youghiogheny, 
Gautemala, Panama, Hungarian, Montgomery, Paoli, Tuscaloosa. 
One coach took in a hemisphere, and was called America. Another 
was named Queen Victoria in the old stage days, as now, the reigning 
sovereign of England, while another rendered homage to dear old 
Ireland, by bearing the legend, Erin Go Bragh. When Harrison, the 
first, Polk and Taylor passed over the road to the capital, to be installed 
in the presidential office, a splendid new coach was provided for each 
occasion, called the President, in which the President-elect and his 
immediate family were conveyed. The presidential parties did not 
travel in the night time, but rested at stations along the road until 
morning. At TJniontown, President Harrison and party stopped over 
night at the Walker house, now called the Central. Polk lodged at 
the National and Tavlor at the Clinton. The Walker and Clinton 
were not stage houses, but the distinguished passengers were quartered 
therein, respectively, for the purpose, probably, of conciliating some 
local political influences. 

Henry Clay knew many of the old stage drivers personally, and 
would call them by name when he met them at different points along 
the road. Ho not only made acquaintances and friends of the drivers, but 
of the tav^ern keepers and persons in other employments on the road. 
David Mahaney, now living in Dunbar, kept tavern at various points 
on the mountain division of the road, and often entertained Mr. Clay, 
and became well acquainted with him. One Humes, of Claysville, 
was wont to boast of the familiarity with which he was recognized by 
Mr. Clay. While the teams were being changed at stations, Mr. Clay 
was in the habit of getting out of the coach and going in to the taverns. 
On occasion of one of these short stops, Humes was introduced to Mr. 
Clay. On the return trip, less than a year afterward, Humes heard 
of his coming, and hastened to the station to greet him. The coach 
was driven up and Mr. Clay got out, but before entering the tavern 
espied Humes approaching, and when near enough to be heard, said: 
'* There comes my friend Humes," and gave him a cordial hand-shak- 
ing. Humes was delighted, and never wearied in telling the story of 
his acquaintance with Clay. 

When Jennie Lind, the world renowned songstress, made her 
first professional visit to the United States, she returned east from her 
western tour by way of the National Road, in company with her 
troupe, and in "chartered" coaches of the vStockton line. This was 
at least forty years ago, probably a little more than that. P. T. 
Barnum, the celebrated showman, was the great singer's manager, 
and was with her on the occasion referred to. The party remained 
over night at Boss Rush's tavern, twelve miles east of TJniontown. 
The people along the road heard of the coming of the distinguished 
travelers, and a number assembled at the tavern in the evening to 
get a glimpse of them. William Shaffer drove the coach in which 
Barnum was seated, and when he halted in front of the tavern one 
of the curious called up to the driver on the box and inquired : '' Which 



168 THE OLD PIKE. 

is Barnum?" vShafter answered gruffly: "I don't know Barnum 
from the devil." Barnum, meanwhile, had emerged from the coach, 
and standing by its side overheard the inquiry and the driver's reply, 
and stepping up to the inquisitor said to him: *'I am Barnum; the 
driver is right, it is hard to distinguish me from the devil." The 
party entered the good old tav^em and were entertained and lodged 
in the handsome style for which Boss Rush was greatly and justly 
distinguished. Fresh trout were served for breakfast, which had been 
taken the day before in a near by mountain stream by F. B. Titlow 
and young Boss Eush, then a lad of sixteen. Titlow, now one of the 
best known citizens of the vicinity of Union town, and still a lover 
of fishing and hunting, was then an apprentice to the tailoring trade 
at Farmington, under tne guidance of John Hair. Young Boss, 
grown gray, still lingers about the portals of his father's old tavern, 
musing over the memories of the old pike. 

William G. Beck, an old stage driver, still living in Fairfield, 
Iowa, has vivid recollections of the road. In a letter he states 
that, "if there is anything in the world that makes him, at the age of 
seventy-four, jump up and crack his heels together and wish he was 
a boy again, it is reading about the men and things of the National 
Road." He is a son of James Beck, of the old bridge building firm, 
and commenced to drive stage on the Old line when in his minority. 
He was born in Uniontown in 1819, went to Iowa in 1847, and was 
on the National Road as a stage driver as late as 1846. In his letter 
he states that in 1846 the Old line and the Good Intent both carried 
the mails. There was a " Lock mail " in leather pouches, and a " Can- 
vass mail," the latter very frequently called *'the second mail," curried 
in alternate months by the respective lines. In December, 1846, he 
says the Old line carried the " Lock mail." The det4iils of an exciting 
race on the road he furnishes as follows: "A Good Intent coach was 
driven by Jacob Cronch to the railway station, immediately upon the 
arrival of the train at Cumberland, loaded up with the ^Canvass 
mail,' and started off under full speed for the West. The * Lock 
mail,' which fell to me, was taken to the postoffice and overhauled, 
causing a considerable detention. While waiting in front of the post- 
office for the mail bags, Jacob Shuck and other Good Intent drivers 
chided me with the fact that the ^Canvass' had such a start that I 
could not get near it. I made up my mind that if it was in the hides 
of my two teams I would catch him, and pass him. It was after 
nightfall, and in crossing a water way in Cumberland my lamps went 
out, and what I deemed a calamity turned out in the end to be an 
advantage. As soon as I crossed the Wills creek bridge, I put my 
team in a full run and never pulled them up until I reached Rock 
Ilill, seven miles out of Cumberland. At that point, in the winding 
of the road, I espied the lights on the coach of my rival, while he, 
by reason of the going out of my lights, was unable to see me, 
although, on the long stretches, he was constantly watching for a 
glimpse of me. Much to his surprise I drew up along side of him, 




WILLIAM G. BECK. 



THE OLD PIKE. 169 

and side by side we drove into Frostburg, lashing our tired teams at 
every jump. The grooms at the Frostburg station had my second 
team hitched to the coach by the time I was fairly stopped. A 
friendly driver nin with the way mail to the Frostburg postoffice, while 
another re-lit my lamps. I did not leave my seat. The reins over 
the fresh team were thrown up to me, and I was oflP again in a full 
run. The w^ay mail bag was thrown into the front boot as I dashed 
past the postoffice. At Sand Spring (foot of Big Savage) I passed 
the 'Canvass' and held the lead, trotting my team every inch of the 
road to Piney Grove, the end of my route, which I reached twenty-two 
minutes in advance of my competitor. Lem Cross kept the tavern 
where our line stopped at Piney Grove. I made my route of twenty- 
two miles with two teams in two hours and ten minutes, fourteen 
miles of the distance, to the top of Big Savage, being ascending 
gi'ade. James Reynolds relieved me at Piney Grove, and my com- 
j)etitor w^as relieved at that point by Joshua Boyd." 

Among old stage drivers there was one conspicuous above all 
others, on account of his immense size. It was Montgomery Dem- 
mings, known as "Old Mount." He was six feet and upward in 
height, and his average w^eight was four hundred and sixty-five. It 
was a common remark, in the days of staging on the National Road, 
that '* Old Mount on the front boot of a coach balanced all the trunks 
that could be put in the rear boot." As he grew old his weight in- 
creased, and at his death, upon authority of his widow, who is still 
living, was six hundred and fifty pounds. He was born and reared 
in Allentown, New Jersey, and was sent out on the road in 1836 by 
James Reeside. His first service was on the "June Bug Line," a line 
of brief existence, but full of dash and spirit. "Old Mount" married 
the widow of Joseph Magee, on May 3, 1839. The clergyman who 
performed the marriage ceremony "was the Rev. John W. Phillips, of 
Uniontow^n. Joseph Magee was a blacksmith. His residence and 
shop were on the roadside, at the west end of Uniontown, near the 
present toll house. He owned sixteen acres of land on the north- 
east side of the road, which now forms a part of the Gilmore tract, 
and his widow, who is also the widow of "Old Mount," is still living 
with a third husband, one Thomas, of Wales. Her present home is in 
Allegheny City, Pa., and she continues to draw a dower interest from the 
land owned by her first husband, above mentioned. " Old Mount " has a 
son, Amos Frisbie Demmings, living near his mother, named after Amos 
Frisbie, who lived in Uniontown many years ago, and carried on the 
business of stove making. After driving a stage for a number of years, 
"Old Mount" relinquished his connection with the passenger coaches, 
and became a driver on the express line. This line carried small pack- 
ages of light goods, and oysters, known as fast freight, and the people 
along the road, by way of derision, called it " The Shake Gut Line." 
The vehicles of this line were long and strong box-shaped w^agons, 
something like the wagons used for transpoiting a menagerie. They 
were drawn by four horses, with relays at established points, driven 



170 THE OLD PIKE. 

by check reins or lines, as stage teams were driven. The speed of the 
express wagons was almost equal to that of the coaches of the stage 
lines. They made a great noise in their rapid passage over the road, 
and coming down some of the long hills, could be heard for miles. 
By the side of the drivers frequently sat one or more way-goers whose 
necessities impelled them to seek cheap transportation. What propor- 
tion of their meagre fares went to the driver, and what to the owners 
of the line, has never been definitely ascertained. "Old Mount" stuck 
to the road until its glory began to fade, and in April, 1851, left Union- 
town and removed with his family to Brownsville, where he remained 
about eighteen months. While residing at Brownsville, he was en- 
gaged in hauling goods from the steamboat landing at that place to 
points in western Virginia, along the line of the Baltimore and Ohio 
railroad, then undergoing construction. lie owned the team he drove 
in this employment. From Brownsville he went to South Side Pitts- 
burg, then a separate municipality, called Birmingham. From that 
point he continued the hauling of goods to western Virginia, and also 
kept a boarding house. He did not remain in Birmingham longer than 
two years, probably not that long, and moved from there to McKees- 
port, where he engaged in the hotel business, having previously leased 
the Eagle House at that place. He died at McKeesport on March 4, 
1855, and was buried there. His death occurred in less than a year 
after he went to McKeesport, and thus terminated the career of one 
whose name, half a century ago, was familiarly spoken in every town, 
tavern and wayside cabin, from Baltimore to Wheeling. 

Simeon Houser was a stage driver. When stages left the road 
Simeon went to tavern keeping. He kept the old house which stood 
on the lot now occupied by the residence of Dr. Kwing, in TTnion- 
town. It was called the "Buzzard's Roost," not by reason of any 
bad fame of Simeon Houser, for it had that name before he got there. 
Simeon was a very tall man, and raw boned, with strongly marked 
face and features. He served a number of years as (nonstable of 
Uniontown. In 1851 William Bigler and William F. Johnson, rival 
candidates for governor, visited Uniontown. Bigler took in Greene 
county on his tour, and coming over to Fayette, struck the National 
Iload at Searight's, where he met a popular ovation. His friends in 
that vicinity made a large rafl of logs, which they placed on a strong 
wagon, and with a team of six white horses hauled to Uniontown, 
the Brownsville brass band seated on the raft and discoursing music, 
as the procession moved along the road. Bigler, in his early days, 
had been employed in constructing and running rafts on the Susque- 
hanna river, and his supporters stirred up enthusiasm for him by 
calling him "The Raftsman of the Susquehanna." He was elected, 
not because he was a raftsman, but because the Democrats of 
that day outnumbered the Whigs. Johnston, his competitor, was a 
Whig. The present Republican party was not then in existence. 
Simeon Houser, aforesaid, drove the big white team that hauled the 
raft, and this is why allusion is made to the incident. It was a grand 




HENRY FARWELL. 



THE OLD PIKE. 171 

duy for Simeon. Mr. Bigler spoke from the raft in Bierer's woods, 
west of Uniontown, to a great multitude, and Dr. Smith Fuller, 
standing on the same rati,, made the speech of welcome. Simeon 
Houser, like hundreds of old pike boys, yielded up his life in defense 
of the Stars and Stripes. 

Henry Farw^ell, father of the Broadway printer, was an old 
stage driver. He carae to Uniontown in 1839, " the winter of the deep 
snow." He came on the Oyster Line from Little Crossings, working 
his way through the snow, which averaged a depth of four feet on 
the level, and was three days on the way. The oyster boxes were 
placed on a sled, drawn by six horses, and the Oyster Line made as 
good time as the stage lines while the deep snow lasted, and passenger 
coaches, like oyster boxes, were moved on sleds. Farwell came to 
Uniontown in obedience to an order of one of the stage lines, to take 
charge of a team at that place. He drove stage for ten years, one- 
half of the time in Ohio. When the staging days were over on the 
old road, Farw^ell located in Uniontown, and carried on the trade of 
shocmaking, which he learned before he took to stage driving. He 
owned the lot on which the National Bank of Fayette county now 
stands. He has been dead several years, and is well remembered by the 
older citizens of Uniontown. 

Archie McNeil was of the class of merry stage drivers, and en- 
livened the road with his quaint tricks and humorous jokes. His service 
as a driver was confined for the most part to the western end of the road, 
between Brownsville and Wheeling. An unsophisticated youth from the 
back country, of ungainly form and manners, near the close of the 
forties, sauntered into Washington, Pennsylvania, to seek employment, 
with an ambition not uncommon among young men of that period, to 
become a stage driver. In his wanderings about the town he halted at 
the National House, then kept by Edward Lane, where he fell in with 
Archie McNeil, and to him made known the object of his visit. Archie, 
ever ready to perpetrate a joke, encouraged the aspirations of the 
young '^greenhorn," and questioned him concerning his experience 
in driving horses and divers other matters and things pertaining to 
the work he proposed to engage in. Opposite the National House, 
on the Maiden street front, there was a long wooden shed, into which 
empty coaches were run for shelter, the tongues thereof protruding 
toward the street. McNeil proposed to the supplicating youth that 
he furnish a practical illustration of his talent as a driver, to which 
he readily assented, and crossing the street to the shed where the 
coaches were, he was commanded to climb up on the driver's scat, 
which he promptly did. McNeil then fastened a full set of reins 
used for driving, to the end of the coach tongue, and handed them 
up to the young man. He next placed in his hands a driver's whip, 
and told him to show what he could do. The coach bodies, it will 
be remembered, w^ere placed on long, wide, and stout leather springs, 
which caused a gentle rocking when in motion. The young weakling, 
fully equipped as a driver, swayed himself back and forth, cracked the 



1.72 THE OLD PIKE. 

whip first on one side, and then on the other of the tongue, rocked 
the coach vehemently, manipulated thereins in various forms and with 
great pomp, and continued exercising himself in this manner for a 
considerable time, without evincing the slightest consciousness that 
he was the victim of a joke. A number of persons, the writer in- 
cluded, witnessed this ludicrous scene, and heartily enjoyed the fun. 
Among the spectators was James G. Blaine, then a student at Washing- 
ton college. McNeil was a son-in-law of Jack Bailias, the old driver 
before mentioned, and when stage lines were withdrawn from the 
road he moved with his family to Iowa, and settled in Oskaloosa. 

Watty Noble might well be esteemed the Nestor of stage drivers. 
He commenced his career as a driver on the Bedford and Chambers- 
burg pike. His route on that road was between Keamer's and the 
Juniata Crossings, via Lilly's and Eay's Hills, a distance of ten miles, 
and his average time between the points named, was one hour and 
thirty minutes. He drove one team on this route for a period of ten 
yeai*8 without losing or exchanging a horse. He subsequently drove 
for five consecutive years on the National Koad, between Brownsville 
and Hillsboro, and, as the old pike boys were accustomed to say, " leveled 
the road." When he "got the start," no other driver could pass him, 
unless in case of accident. He was not a showy reinsman, but noted 
for keeping his team well and long together. , In personal habits he 
was quiet and steady, and no man ever impeached his honesty or 
fidelity. Jim Burr, the famous old driver elsewhere mentioned, was 
a son-in-law of Watty Noble. 

Charley Bostick, a stage driver who lived in Uniontown, gained 
a somewhat unsavory reputation as one of the principals in a social 
scandal, involving the name of a prominent old Uniontown merchant. 
The incident produced great agitation in Uniontown society at the 
time, and its disagreeable details are stored away in the memories of 
all the older citizens of that place, but it is doubtful if three-fourths 
of its present inhabitants ever heard of it. On the night of the occur- 
rence it fell to Bostick's lot in the rounds of his regular service as a 
driver, to ta'ke a coach from Uniontown to Farmington, but he was so 
prominently and closely identified with the event referred to that he 
deemed it expedient to employ a substitute, which he procured in the 
person of " Dumb Ike," competent for the service and the occasion, 
and ever ready for such exigencies. 

Alfred Wolf, an old stage driver, is remembered as a large, fine 
looking and blustering sort of a man. His wife was a sister of Watson 
and Robinson Murphy, two well known, thrifly and highly esteemed 
farmers of Fayette county, Pennsylvania. The marriage ceremony 
that made Miss Martha Murphy the lawful wife of Alfred Wolf was per- 
formed by the late Hon. William Hatfield, when that gentleman was 
an acting Justice of the Peace for Redstone township, and the writer 
hereof was present at the wedding. When stage drivers were no 
longer required on the National Road, Alfred Wolf engaged in the busi- 
ness of tavern keeping, and for a number of years kept a public house 



THE OLD PIKE. 173 

in McClellandtown ; and when the strife between the States culminated 
in actual hostilities, he enlisted as a Union soldier and perished in the 
cause. His widow went to Ohio, re-raarried, and is still living in that 
State. 

Henry G. Marcy, called Governor, because of his near kinship 
to the old time, distinguished New York statesman of that name, who 
w^as at the head of the War Department during the conflict with 
Mexico, was a stage driver and lived in Uniontown. He was a small 
man in stature, but had a bright and clear intellect. He died in 
Uniontown a number of j^ears ago at an advanced age, leaving a 
widow, still surving, but quite feeble by reason of her great age. 
George E. Marcy, also called Governor, a w^ell known and active 
Democratic politician of Uniontown, is a son of the old driver. 

Joseph Hughes, an old stage driver, is still living in Washington, 
Pennsylvania, vivacious and sprightly despite the weight of yeai*8 piled 
upon his back. He was an expert and trusty driver, well known along 
the road, and cherishes the memory of the stirring times, when the 
road was the great highway of the Nation and he and his fellow drivci^s 
rode on the top wave of the excitement incident thereto. 

James Bradley, an old stage driver, worked sometimes at repairs 
on the road. He made a breaker of unusual height on the hill east 
of Washington, Pennsylvania, and upon being questioned as to his mo- 
tive for making it so high, replied that " he wanted to give some of the 
boys a lofly toss." A few days thereafter, he was in service as a driver 
himself, and going down the hill mentioned at a rapid rate, to " scoot 
the hollow," as he termed it, his coach struck the high breaker and 
he got the *' lofty toss" himself, having been thrown from the box, a 
distance of nearly two rods, causing him a broken arm and other less 
serious injuries. He said, after this accident, that he would never 
again make high breakers on the road, or advise others to do so. 

John Teed, husband of Mrs. Teed, who keeps the popular and 
prosperous boarding house on Morgantown street, Uniontown, was 
an old stage driver His first engagement as a driver on the road 
was with the Express line, called derisively "The Shake Gut." After 
driving a short time on the Express, he was given a team on one of 
the regular coach lines. He w^as an approved driver and promoted 
to the office of guardsman. The guardsman was a person sent with 
the coach to superintend its progress, and aid in protecting it from 
the incursions of robbei*8, which were not uncommon in the night 
time on the mountainous sections of the road. 

Thomas Poland was in every essential a stage driver, and zeal- 
ously devoted to his calling. He drove out from Uniontown, east and 
west, as occasion required. He was a man rather below the average 
stature, but stoutly built and of swarthy complexion. Many old 
drivers were moved to grief when business ceased on the road, but 
no one felt the change more keenly than Thomas Poland. 

John Guttery, of Washington, Pennsylvania, was one of the 
early stage drivers of the road, and a good and trusty one. He was 



174 THE OLD PIKE. 

a tall man, rounded out proportionately to his height, and closel}' 
resembled the renowned old driver, Redding Bunting. He was a 
brother of Charles Gutlery, the old wagoner and tavern keeper men- 
tioned in another chapter of this volume. John Guttery, after drivin*; 
stage a number of years, gave up that exciting occupation and estab- 
lished a livery stable in Washington, which he conducted successfully 
until his death in that place a number of years ago. 



CHAPTER XXIV. 



Stages ami Stuge Drivers contimwd — Gen. Taylor approaching Cumberland — Early 
Coaches — Tlie first Troy Coach on the Road — Mr. Reeside and Gen. Jackson — 
John Buck — Accidents — Kangaroo and Bob-tail Teams — John Mills and 
William Bishop — Celebration at Cumberland — David Bonebraker^ Hanson 
WiUismiy and a long list of oOier old drivers — Billy WUlis and Peter Bur- 
dine — Fare Rales — Tlie Way Bill — The Landlords — Pilot and Pioneer Lines 

— Compensation of Stage Drivers — IlopwomVs Row — Withdrawal of the lines 

— The dignity of stage drixHrs^ estimated Ity an old pike boy. 

Scharts' history of Western Maryland gives the following ac- 
count of President Taylor's ride over the mountain division of the 
road, when on his way to Washington to be inaugurated: 

" President Taylor and his party were, in 1849,conveyed over the road 
under the raarshalshipof that most indefatigable Whig,Thomas Shriver, 
who, with some other Cumberlanders, proceeded to the Ohio river 
and met the presidential party. Among the party were statesmen, 
politicians, and office-hunters, notably Col. Bullet, a brilliant editor 
from New Orleans, who was to occupy a relation to President Taylor 
something like that of Henry J. Raymond to Lincoln. The road was 
a perfect glare of ice, and everything above ground was literally 
plated with sleeted frost. The scenery was beautiful; to native 
mountaineers too common to be of much interest, but to a Southerner 
like Gen. Taylor, who had never seen the like, it was a phenomenon. 
In going down a spur of- Meadow Mountain, the presidential coach, 
with the others, danced and waltzed on the polished road, first on 
one side and then on the other, with every sign of an immediate cap- 
size, but the coaches were manned with the most expert of the whole 
corps of drivers. Shriver was in the rear, and in the greatest trepi- 
dation for the safety of the President. He seemed to feel himself 
responsible for the security of the head of the Nation. Down each 
hill and mountain his bare head could be seen protruding through 
the window of his coach to discover if the President's coach was still 
upon wheels. The iron gray head of the General could almost with 
the same frequency be seen outside of his window, not to see aftei* 
anybody's safety, but to look upon what seemed to him an arctic 
panorama. After a ride of many miles the last long slope was passed 
and everything was safe. At twilight the Narrows were reached, two 
miles west of Cumberland, one of the boldest and most sublime views 

(175) 



176 THE OLD PIKE. 

on the Atlantic slope. Gen. Taylor assumed authority and ordered a 
halt, and out he got in the storm and snow and looked at the giddy 
heights on either side of Wills ereek, until he had taken in the grandeur 
of the scenery. He had beheld nothing like it before, even in his 
campaigns in Northern Mexico. The President-elect was tendered a 
reception on his arrival at Cumberland, and the next morning he and 
his party left on the cars for Washington." 

At an early day there was a coach factory at or near the Little 
Crossings, where many of the first passenger coaches used on the 
road were made. They were without thorough braces, or springs 
of any kind. Their bodies were long, and the inside seats for pas- 
sengers placed crosswise. They had but one door, and that was in 
the front, so that passengers on entering were compelled to climb 
over the front seats to reach those in the rear. 

The fii*st coach of the Troy pattern was placed on the road in the 
year 1829 by James Rceside, and tradition has it that he won this 
coach w'ith a bet on Gen. Jackson's election to the presidency'. Mr. 
llecside was desirous that Gen. Jackson should be the first person to 
ride in this coach, and accordingly tendered it to the President-elect 
when on his way to Washington, who true to his habit of refusing 
gifts, declined the proflTered compliment as to himself, but consented 
that his family might occupy the coach. Charle}' Howell was the 
driver, and his team was one of the finest on the road. Many coaches 
were brought out on the road afterward from the Troy and Concord 
factories. These coaches cost between ^vc and six hundred dollars 
each. 

John Buck was one of the oldest and best stage drivers on the 
road. He lived in Washington, Pennsylvania, and drove on the old 
line in the life-time of Daniel Moore, and was a great favorite of that 
ancient stage proprietor. When Lafa3'ette visited Washington in 
1825, Mi\ Moore was active and prominent in arranging for his re- 
ception at that place, and assigned John Buck to drive the coach in 
which the illustrious visitor entered the town. It was a proud da}' 
for the old driver, who shared with the hero of the occasion, the 
])laudits of the people. Buck subsequently became the senior member 
of the firm of Buck, Lyon <fc Wolf, contractors, who built most of the 
locks and dams on the Muskingum river, in the State of Ohio. This 
old firm was called the ''Menagerie Company," on account of the 
names of its members. 

William Robinson (not "Billy") suffered an "U])set" at Somer- 
field, in 1832, with a full load of passengers going west. The stage 
coach had but one door, and to bring up the door side to the Endsley 
tavern, in Somerfield, it was necessary to wheel around. Robinson 
turned his team with such rapidity as to overturn the coach, and the 
passengers were all tumbled out in a pile, V)ut none of them were ser- 
iously hurt. Wash. Alridge threw a coach over on the Conway hill, 
near Somerfield, inflicting a severe si)inal injury upon a pas.senger 
who lived in Cincinnati. The sufferer was cared for at the tavern in 



THE OLD PIKE. l77 

Jockey Hollow, kc[)t at the time by Aaron Wyatt. The stage com- 
pany (old line) paid the injured passenger a considerable sum in dam- 
ages, without suit. A passenger by the name of Merrill, of Indian- 
apolis, had a leg broken by the upsetting of a coach at the turn of the 
road, above Somerfield ; Samuel Jaco was the driver. William Iloach, 
a well known driver, was killed in an '* upset" at the Little Crossings 
bridge, about the year 1837. This seems to have been a different acci- 
dent from that which occurred near the same place in 1835, related 
in the sketch of John Marker. Markw witnessed the accident of 
1835, and slates that the driver w^ho was killed at that time was 
James Rhodes. David Stinson, an old driver,was killed by an *' upset " 
on Woodcock Hill. Woodcock Hill is a short distance west of Thomas 
Brownfield's old Mt. Augusta tavern, and is the highest ])eak on the 
road in Payette county, Pennsylvania. Charley Howell upset in 1835, 
coming down the Winding Jlidge Hill, and was badly hurt. He ha<l 
a leg and arm broken, and was nursed at Connelly's tavern, in Peters- 
burg, for many months before he recovered. 

In 1834 or 1835, Mr. Stockton transferred a number of stage 
teams and drivers, from the Baltimore and Washington City road, 
to the National Road. Two of these teams ran in and out from 
Somerfield. One called '*the Kangaroo team" was driven by John 
Mills. They were large, dark bays, and much admired by lovers of 
fine horses. Mills knew how to handle them. He was a superb 
driver. Another of these '' transferred" teams was driven by W^illiam 
Bishop. The horses in this team w<?re light bays, all "bob-tails," and 
notwithstanding there was but one good eye in the whole team, and 
all were ''sprung in the knees," it is asserted by many old pike boys 
that this unique and "blemished" team was the fastest on the road. 
It was brought out from the Baltimore and Washington road by Charles 
Howell, who drove it a short time before it was turned over to Wil- 
liam Bishop. Bishop was a capital reinsmjui. 

The preservation of the Natioiuil Road was considered so vital to 
the general welfare by everybody living upon its line and adjacent to 
it, that the deepest interest was manifested in the success of every 
measure proposed for its benefit. There w^as no powerful and paid 
*^lobby" around the halls of Congress when the Cumberland Road 
was the highwivy of the Republic, as there is at this day, but all 
measures planned and presented for its ])reservation and repair, w-ere 
carefully watched and guarded by such statesmen as Henry Clay, 
Daniel Sturgeon, Andrew Stewart, T. M. T. McKennan, Lewis Steen- 
rod, W. T. Hamilton, and Henry W. Beeson. The following from a 
Cumberland paper published in that place sixty years ago shows the 
popular feeling in behalf of the road at that date: 

"The citizens of the town on the 21st of May, 1832, in demon- 
stration of their great joy growing out of the a|)propriation made by 
the National Government for the re))air of the Cumberland Road, 
made arrangements for the celebration of that event. In pursuance 
of that arrangement, Samuel Slicer illuminated his large and splendid 



178 THE OLD PIKB. 

holol, whk'h patriiitic sixample wan followeil by Jumc» Black. In 
aiUlition to the illumiiiatioii, Mr. Bunting (oiir tamoiitt -old Hcd). 
agent of L. W. Stwt-ktoii, onU'ivd out a i-oaoh, drawn by tour large 
gniy Htallioiis, driven l»y (leorge .Shuck. The ftagw was beautifully 
illiimiiiated, which pi-csunted to the gcnei-oim eitizenu of this place a 
novelty ealculatefl to imjn-eMt uiM>n the minds of all who witnessed it 
the great benetitH they anticipated by having the road repaired. 
ThcTO were aluo Nuated upon the lop of (he vt-hicle several gentlemen 
who [ilayotl on vurioUH instrumentw, which contributed very much to 
the amusement of the citizenti and gave a zeet lo everything that 
iuMpii-cd delight or created feclingn of patriot i.^ni. They Ht art od from 
tho front of Mr. Slicern hotel, and un they moved on slowly the lutud 
played Hail Columbia,' 'FrecmHs()ns' Maith,' -Bonaiiarte Cnxising 
tho Kbiiio,' •WashingtoiiN Maith,' together with a new tunc wmi- 
posed by Mr. Mohley. of thJH [ilace, and named by tho gentlemen on 
the Htagii, ' Tho Lady We Love BcnI/ and many otherhi, an they paHucd 
Ihi-ough the prinei])al atrcetH of the town. On their return they 
idayed 'Home, Sweet Home,' to the admiration of all who heard it." 

l>avid Bonebraker wiw a Mtagi.^ driver of good reputation, and a 
general favorite. While hiw name would imjwrt otherwise, he watt a 
careful driver and never during his whole service did he break a bone 
of man or beast. He was a large, fine looking man, and drove between 
Somerfield and Mt. Washington as early as 1831, and for a number of 
years theicalXer. 

Hanson Willison was euVly on the road as a stage driver, and 
none of his fellow drivers excelled him in skillfulness. He drove » 
brief period l>etween Uniontown and Brownsville, but for the most 
part in and out fVom Cumberland. He is still living in Cumberland, 
pro[irietor of tlie American House livery stables, and doing a pi-ofit- 
ablo business, ile retains the habits of tho early days of the road, 
generous almost to a fault, perfectly familiar with the roads history, 
his memory is well stored with its exciting ineidouts and accidents. 
Hanson Willison and Ashaol Willison l>efoi-e mentioned, are bnithcrs. 

The few remaining old. folks who witnessed the exciting scenes 
of the National Road in its palmy days, will ivadily recall the follow- 
ing old wiage drivers: John (J riflith. William Wit ham. George Lukens, 
Wash Altei-s, Hank Smith. John Ileiiiselman, Barney Strader, John 
Mun.son. West Crawford. James t'liair, William Uoberts,Vin HnlTman, 
John Windell, a small, thin faced man, with rings in his ears, one 
of the earliest drivei-s, William Saint, who was also a blacksmith, 
and worked, occasionally, at his trade in Uniontown. He went to 
Texas bofoi-e the civil war, and died there, Lewis Cribble, son of 
John, the old wagoner and tavern keeper. He went to Virginia, drove 
stage in that State, and died there. John Sjmrker, John Snell, David 
Oiler. Joseph Henderson, a steady -going man, mentioned among the 
old taverji keepers in connection with the ■■ Gals house," David Armor, 
William Armor, Samuel Oiler, and William Dickey. The Oiloi's, the 
Armors, Dickey and Henderson were of Washington, Pa. Jacob Sny- 




HANSON WILLI80N. 



THE OLD PIKE. 179 

der, subsequently maiuxger and proprietor of the Shipley house, in 
Cumberland. William and George Grim, John Zanc, James Schaverns, 
Joseph Vanhorn, John Mellree, Jesse Boring, John Munson, John 
Ruth, David Jones, Benjamin Miller, subsequently tavern keeper in 
the old Mannypenny house, Uniontown. An early line of stages 
stopped at Miller's. James Mannypenny, Thomas Fee, Walter Head, 
educated for the ministry, Thomas anci Edward McYenus, William 
Totten, William Vanhorn, Spencer Motherspaw, James Griffith, Abram 
Dedrick, William Fowler, Thomas Chilson, William Jones, Andrew 
Ileck, John Fink, William Irwin, James Sampey, subsequently and for 
many years owner and manager of the tavern at Mt. Washington, 
where the Good Intent line changed horses and passengers often 
stopped for meals; Isaac Newton, Kobert Jackson, a 3'oung man of 
diminutivesize, from one of the New England States, whose father 
came and took him home; James Dennison, subsequently tavern 
keeper at Claysville and at Hopwood; Isaac Newton, died at Mt. 
Washington when John Foster kept the tavern at that point ; Matthew 
Byers, Hugh Drum, John Hendrix, Alexander Thompson, William 
Hart, Charles Kemp, Ben Watkins, Ben Watson, John and Andrew 
Shaffer, Garret Clark, Garret Minster, John Ferrell, James Lynch, 
John Seaman, James Reynolds, John Bunting, Lindy Adams, Lcan- 
der Fisk, James Derlin, Aaron Wyatt, James Andrews, Alfred Haney, 
Wash Bodkin, William Crawford, Charles Cherry, William Hammers, 
Addis Lynn, Harry, Nelse and Jack Hammers, Nimrod, Joseph, 
Jack and William Sopher, John and Joseph Pomroy, William and 
Watt Whisson, John McCollough, William Miller, son of Charley, the 
old tavern keeper west of Hillsborough ; Robert Mcllheney, John 
McMack, Thomas, Joshua and William Boyd, John Pai'sons, Matthew 
Davis, one of the oldest, and still living at Brownsville; John W. 
Boyce, George Wiggins, brother of Harrison, the old fox hunter of 
the mountains; Robert Bennett, William White, David Reynolds, 
James Mclllree, Fred Buckingham, Thomas and William Noble. 

William Noble died in Washington, Pennsylvania, Jan. 26, 1894. 

Robert Mcllheny, after relinquishing the reins and whip, became 
an agent for the sale of the celebrated Hayes buggies, of Washington. 

John Parsons left the road to take charge of a hotel in Bridge- 
ville, Allegheny county, Pennsylvania. Alfred Haney went South, 
became baggagemaster on a Southern railroad, and was killed in an 
accident. Charley Cherry had the manners of a savage, and was 
called '»the big savage man," but it is not known that ho ever wan- 
tonly shed the blood of a fellow being. 

James McIlree drove between Washington and Wheeling. 

Hugh Drum was called *' Mickey Murray." He lingered for a 
while on the road after its glor}^ departed, and pushed out for New 
York, where he engaged to driv^e an omnibus. What became of him 
in the subsequent shifting sands of time is not known, but presumably 
he lias gone to the unknown world. 

William MeCleary, who died recently near Claysville leaving an 



180 THE OLD PIKE. 

estate valued at $50,000; Daniel Dawson, subsequently kept a tavern 
near Limestone, Marshall county, West Virginia, and died there; 
Samuel Rowalt, Robert Bell, William Watkins, John Ford, still living 
in Monongahehi city; George Freiger, Barney and Samuel Nune- 
maker, Thomas Cox, John Ruth, Abram Boyce, Charles Oulitt, James 
Dean, William ("Boggy") Moore, when a boy a rider on the i>ony 
express; John Schenck, Thomas Hager, Joseph Ruff, Dandy Jack, 
James Fisk, Joseph Drake, Andrew Ferrell, John Foueh, Gkjorge 
Walker, George Banford, Joseph Lewis, Larry Wi Hard, Isaiah Fuller, 
Davy Crockett, Henry Wagner, John Foster, Henry Smith, James 
Foster, John Noble, Edward McGinnis, Thomas McGinnis, John 
Johnson (Old Sandy), John Horrell, William Grim, Elias Johnson, 
Daniel Boyer, James Bodkin, James Null, William Null, William 
Clark, David Brower, Richard Frantz, James Rowe, John Seaman, 
David Brennard, Henry Schuck, George Crow, James Andrews (Dutch 
Jim), drove in and out from Grantsville; John Huhn, drove in and out 
from Cla^'sviile; Moses Thornburg, Wylie Baily, James McClung, 
James, Abraham and Robert Devan, brothers; Thomfes and George 
Henderson, Stephen Leggett, James Wilson, Henry Herrick, John 
Giddings, Ed Washburn, J. S. Beck, Frank White, Jesse Matthews, 
Robert Fenton, Jesse Hardin, David Johnson, Archy McGregor, 
Samuel Darby, James Moore, Joseph Drake, James Riley, William 
Matthews, Edward Hall, James Vancamp, Benjamin Miller, grand- 
son of the old tavern keeper of Uniontown; Samuel Betts, 
Calvin Springer, ex-sheriff of Fayette county; James Noggle, 
Martin Stcdler, William Wiley, John Wiley, William McGidigen, 
James McGidigen, Daniel Shriver, Jerome Heck, Frederic Zim- 
merman, Robert Bennett, Edward Kclley, John Clark, Samuel ^ 
Blair, Ross Clark, George Butts, Beck Kelley, William Kelley, Wil- 
liam Fisher, James and Thomas BradU)y, Thomas Johnson, William 
Brower, Richard Frazee, Isaac Toner (Dumb Ike), Joseph Jenk, 
Evans Holton, Daniel Dean, Jesse Brennard, George Brennard, John 
Steej), John Collier, Ben Tracy, George Moore, George Richmire, 
Charles Richmire, Thomas McMillen, Samuel Porter, Isaac Flagle, 
William and Ross Clark, Richard Butts, Garret and West Crawford, 
John Brown, subsequently a clerk in the Wheeling postoflfice; Joseph 
Matthews, John Waugh, William Hickman, a circus man ; George 
Robbins, Abram Boyce, Oliver Jackson, Joseph Bishop, Thomas 
McClelland, Elisha Stockwell, Isaac Denny, subsequently tavern 
keeper at the old Griffin house in the mountain, west of Somerfield; 
John Harris, drove on the Good Intent line, and died in Uniontow^n ; 
Charles and Robert Marquis, James Moore, son-in-law of James Sam- 
pe}^ of Mount Washington ; Perry Sheets, drove west of Washington ; 
Elmer Budd, drove from Uniontown to Brownsville; Frank Watson, 
Bate Smith, Sam Jerome, James Downer, son of William, of the big 
water trough on Laurel Hill, when a boy a rider for the pony ex- 
])re8s; William Stewart, Caleb Crossland, of Uniontown ; William 
Bogardus, who lost an eye by coming in contact with a pump handle 




MATT. DAVIS. 



THE OLD PIKE. 181 

on Morgantown street, Uiiiontown, on a dark night; John Rohinfeon. 
a ver}' large man; Samuel Youman, mentioned under the head of old 
wagonei*8, next to ''Old Mount" the largest man on the road; Thomas 
Milligan, Joshua Boyd, Stephen Leonard, I>avid Johnson, James Me- 
C'auley, Thomas Boyd, Garret Clark, Henry Miller, Thomas Moore, 
William Wilkinson, Gallowa}^ Crawford, Samuel Jaco, Robert Wright, 
Fred. Buckingham, Jacob Rapp, killed at Brownsville about 1840 by 
his team running off; John Rush, Samuel Hoisted, Sandy Connor, liv- 
ing as late as 1882, and carrying the mail in a two-horse vehicle from 
Frostburg to Grantsville; John Farrell, farming near Grantsville in 
1882 and. at that date eighty-five years old; Jacob Shock, Eph. Benja- 
min,William Bergoman, Upton Marlow, subsequently proprietor of the 
American and other leading hotels in Denver, Colorado; Archie Mc- 
Vicker, James Cameron, Charles Enox, Robert Amos, James Finnegan, 
drove a bob-tailed team from Somerfield to Keyser's Ridge ; Squire 
Binch, of Brownsville, well remembered by the old folks of thatt place ; 
iiichard Harris, Joseph and David Strong, the former for many years a 
])Vominent citizen of Cumberland, and frequently honored by ])ublic 

trusts; Abe Walls, Bonum, called "Magnum Bonum;" James 

.Gray, Henry Powell, Henry Bergoman. Rock Goodridge, Sherwood 
Mott, Daniel Boyer, Robert Dennis, David James, Thomas Grace, 
John Lidy, drove a dun team of bob-tails from Farmington to Somer- 
field, that formerly belonged to the Pioneer line; Isaac Frazee, James 
McLean, Thomas and Henry Mahany, Baptist Mullinix, Amariah 
Bonner, B. W. Earl, subsequently a stage agent, and tavern keeper at 
the Stone house near Fayette Springs, and at Brownsville; John and 
Matthias Vanhorn, Daniel Quinn, James Corbin, William Corman,of 
Braddee mail robbery fame ; Atwood Merrill, a fiery partisan of the 
Good Intent line; William Willis, noted as a fast driver on the Old 
line. On one occasion Willis passed Peter Burdine, a fast driver as 
before stated of the (lood Intent line, which prompted the partisans 
of the Old line to get up the little rhyme following to emphasize and 
signalize the event : 

" Said Billy Willis to Peter Burdine, 
You had better wait for the Oyster line." 

The fares on the stage lines were as follows: 

From Baltimore to Frederic $ 2 00 

" Frederic to Magerstown 2 00 

" Hagerstowu to Cumberland 5 00 

" ( 'Uniberland to I ■ niontown 4 00 

*^ I'niontown to Wanhington 2 25 

" AVashington to Wheeling 2 00 

Through fare SI 7 25 

A paper was pre])ared i)y the agent of the line at the starting 
]K)int of the coach in the nature of a bill of lading, called the " wa}'^ 
bill." This bill was given to the driver, and by him delivered to the 
landlord at the station immediately upon the arrival of the coach. It 

9 



182 THE OLD PIKB. 

contained the name and destination of each passenger, and tbe ►sevei'al 
sums paid as fare. It also bore the time of departui*e from the starting 
point, and contained blanks for noting the time of the arrival an<i 
departure at every station. The time was noted by an agent of the 
line, if one were at the station, and in the absence of an agent, the 
noting was done by the landlord. If a passenger got on at a way 
station, and this was of daily occurrence, he paid his fare to the 
landlord or agent, which was dul}' noted on the way bill, together 
with the passenger's destination. 

In addition to the stage lines hereinbefore mentioned, there was 
a line know;n as the "Landlords' Line," put on the road b}' taverh 
keepers, prominent among whom were William Willis (the old driver 
before mentiond), Joseph Dilly, and Samuel Luman. There was also 
a "Pilot Line" and a "Pioneer Line." These lines had but a short 
run. The railroad managers east of Cumberland favored the older 
lines, and gave them such advantages in rates that the new lines were 
compelled to retire from the competition. They sold out their stock 
to the old companies. James Reeside owned the " Pilot Line," and 
the " Pioneer Line " was owned bv Peters, Moore & Co. 

The compensation paid stage drivers was twelve dollars a month, 
with boarding and lodging. They took their meals and lodged at the 
stage houses, except the married men, who lodged in their own 
dwellings when chance threw them at home. 

At Uniontown a number of contiguous frame buildings on Mill 
and South streets, in the rear of Brownfield's tavern, known as 
" Hopwood's Row," were occupied almost exdusivel}' by the families 
of stage drivers. They were erected and owned by the late Rice 
(1. Hopwood, Esquire, and hence the name given them. Two or 
three of these old houses are all that are left standing, and they are 
in a dilapidated condition. The spirit of improvement which in late 
years entered Uniontown, seems to have carefully avoided the neigh- 
borhood of "Hopwood's Row." 

The Good Intent and Stockton lines were taken from the Na- 
tional Road in 1851, and placed on the plank road from Cumberland 
to West Xew^ton. From the latter point ])a8sengers were conveyed 
by steamboat to Pittsburg b}^ way of the Youghioghei»y river, which 
was made navigable at that date by a system of locks and dams like 
that of the Monongahcla. Upon the withdrawal of the lines men- 
tioned, a line was put on the National Road by Redding Bunting and 
Joshua Marshe, and ran as far west as Washington, Pennsylvania. 
William Hall subsequently purchased the interest of Mi*. Marshe in 
this line, which was kept on the road until about the close of the year 
1852, when the era of four-horse coaches ended. 

Mr. Ensley, before quoted, furnishes his juvenile opinion of stages 
and stage drivers, w^hich was shared in by all the boys of the road, as 
follows: 

"My earliest recollections are intimately associated with coaches, 
teams and drivei*s, and like most boys raised in an old stage tavern, I 




JOHN MolLREE. 



THE OLD PIKE. 183 

loii^^cd to be n luun wlicii I c-oiilil napira to tht? greattieitB iiiiil dignity 
of a professional Atage driver. In my boyish cyts no position in life 
had so Diany attmptions as that of driving a stage team. A Judge, a 
Congressmao, even Henry Chiy or President Jackxon, did not metie- 
urc lip to the character of John Mills and Charley Howell, in my 
juvenile fancy." 

The pictiu-e of the staga eoaeh era herein tirawu may be latking 
in vigor and peifjiicuily of wtyle, but it contains no exaggeration. 
Much more could be written concerning it, and the story would still 
lie incomplete. It is sad to think that nearly all the old drivers, so 
full iff life and hope and pi-omise when puimiing their favorite calling 
oil the nation's great highway, have answered the Kiimmons that 
awaits the whole human family, and of the vast multitude that wit- 
nessed and admired the dashing exploits of the old driveii*. but few 
remain to relate the slory. When the old pike was superseded by 
the raili-oad, many of the stage drivers went west and continued their 
('allii)g on stage lines occupying ground in advance of the apjn-oaching 
railway. Qthei-s lingered on the confines of the familiar road, and 
fell into various pui-suits of common life. Of these, some achieved 
success. As drivel's they had opportunity for making aequain lances 
and friends, Hanson Willifion was eminently successful as a local 
politician, and a<'hieved the dislincli()n of being twice elected sheritf 
of Alleghany county. Maryland. 



CHAPTER XXV. 



Dht'wguUhed Stage Proprieiorsy Lnclun W. Sttjckton^ James Beemiiiej Dr. Howard 
Kennedy, William H. Stelle — Old Stage Agents, Charley Reltig^John Riid^f, Wil- 
liam Biddle, James Coudy, Redding Bnnting, Edivard Lane, Theodore Granger, 
Charlea DanforUt, Jacob Beck, Daniel JJmwn, " Billy " Scott, " Lem " Cross, 
and B. W. Earl — The Pony Repress. 

The most conspicuous of all the old stage 2)roprietors of the Na- 
tional Eoad was Lucius Witham Stockton. James Reeside was prob- 
ably an older stage man, and may have owned and operated moi«e 
stage lines; but Mr. Stockton was loiiger and more prominently^ iden- 
tified with the business on the National Road, lie was born atFlem- 
ington, New Jersey, September 1, 1799. lie was a son of Lucius 
Stockton, and a grandson ot the Rev. Philip Stockton, known in his 
da}" and among his countrymen as "The Revolutionary'^ Preacher,*' 
who was a brother of Richard Stockton, a signer of the Declaration 
of Independence from the colon}' of New Jersey. Ij. W. Stockton 
appeared in Uniontown as a stage proprietor ])revious to the year 
1824, the exact date not ascertainable. He was twice married. His 
first marriage occurred on November 24, 1824, and at that date he 
was a resident of Uniontown, and had been previous thereto. His 
first wife was Rebecca Moore, a daughter of Daniel Moore, an old 
stage proprietor who lived in Washington, Pennsylvania. By his 
first marriage he had six children, viz : Richard C, Daniel Moore, Eliza- 
beth C, Lucius Witham, Margaret, and Rebecca. Richard, Daniel, 
and Elizabeth, by the first marriage, are dead; the last named died in 
infancy. Lucius Witham is living in Philadelphia. He married 
Ellen, the youngest daughter of Dr. John Wishart, an old and dis- 
tinguished physician of Washington, Pennsylvania, grandfather on 
the maternal line of Hon. Ernest F. Acheson, late Republican nom- 
inee for Congress in the Twenty-fouilh district of Pennsylvania. 
Margaret Stockton became the wife of Dr. Thomas McKennan, a lead- 
ing physician at this time of Washington, Pennsylvania, and a mem- 
ber of the old and distinguished McKennan family of that place. 
Rebecca Stockton l)ccame the wife of Capt. Alexander Wishart, and 
is living in Newark, New Jersey, where her husband is executive 
officer of the Law and Order licague. Captain Wishart was a gallant 
soldier of the Union army in the war between the States. 

Mr. Stockton's second wife was Katharine Stockton, his first 

cousin. She is still living, making her home with her son-in-law, 

(1^) 




L. W. STOCKTON. 



THE OLD PIKE. 185 

Gen. Leiper, of Philadelphia, By his second marriage Mr. Stockton 
had four children, as follows: Katharine, Eichai'd C, Elias Boudinot 
and Henrietta Maria. Of these all are dead hut Henrietta Maria. She 
is the wife of Gen. Leiper, with whom her mother lives, as before 
stated, in Philadelphia. 

It is related as an incident in the earlv career of Mr. Stockton 
that lie had a race with a horse and buggy against a locomotive, be- 
tween the Eelay House and Baltimore, in which he came out ahead. 
The hoi*se he drove on that occasion was a favorite gray. He had a 
pair of '' Winflower " mares, which he drove frequently from Union- 
town to Wheeling between breakfast and_ tea time, tarrying two or 
three houi^s at mid-day in Washington. At the w^atering places he 
ordered a little whisky to be added to the water given these spirited 
and fleet animals, and they became so accustomed to it that, it is said, 
thc}^ refused to drink unless the water contained the stimulating 
element.' He would also drive from Uniontown to Cumberland in a 
day, stopping at the stations to transact business, and from Cumber- 
land to Hagerstown, sixty-six miles, was an ordinar}^ day's drive for 
him. His private carriage was a long open vehicle which he called 
"The Flying Dutchman.*' Hanson Willison, who has a vivid recol- 
lection of Mr. Stockton and his lively trips over the road, says that 
the names of his sorrel mares (the "Winflowers") were ''Bet" and 
"Sal," and that they once ran off. On that occasion Mr. Stockton 
was accompanied by his wife and a sister. Miss Stockton was much 
alarmed, and pulling the coat-tail of her brother cried out piteously, 
"Hold on, brother William, hold on, or we'll all be killed!" But Mr. 
Stockton heeded not the cries of his sister, and having no fear of 
horses, soon regained control of the runaw^ays without sustaining loss 
or injury. 

Mr. Stockton died at Uniontown on April 25th, 1844, at "Ben 
Lomond," the name he gave his residence, now^ the property of the 
widow^ and heirs of the late Judge Gil more. A few years ago the 
remains of Mr. Stockton were removed from the old Methodist bury- 
ing ground in Uniontown, under direction of his loving daughters, 
Mi's. Wishart and Mi*s. Dr. McKennan, and deposited in the beautiful 
cemetery at Washington, Pa. 

Mr. Stockton was of Episcopalian lineage, and active in estab- 
lishing the services of the church in Uniontown. He brought out 
Bishop Stone, of Maryland, to baptize his daughter Eebecca, now 
Mrs. Wishart. He w^as a vestryman, and besides contributing liberally 
in money to support the church, donated to the parish of Uniontown 
the lot on which the new stone edifice of St. Peter's now stands. 

James Ileeside, the second son of Edward Reeside and his wife, 
Janet Alexander, was born near Paisley, Renfrew, Scotland, and was 
brought, when an infant, to Baltimore county, Md., in 1789, where 
he was I'aised. His parents being in humble circumstances, toil was 
his first estate. Poor in book learning and in earthly goods, he 
possessed genius, energy, executive ability, and an ambition that fitted 



186 THE OLD PIKE. 

him to be a leader of men. Before the' war of 1812 he was a wagoner, 
hauling merchandise from Baltimore and Philadelphia to Pittsburg 
and west to Zancsville and Columbus, Ohio. His promptness and 
sagacity soon enabled him to own his own teams, which were em- 
ployed in hauling artillery to Canada. Commissioned a forage master 
under Gen. Winfield Scott, at Lundy's Lane, his Scottish blood 
prompted him to seize a musket, as a volunteer, from which hard 
fought battle he carried honorable scars. On his return he settled at 
llagei'stown, Md., where, in 1816, he married Mary, the daughter of 
John Weis, a soldier of the Revolutionary war. Abandoning wagon- 
ing, he ran a stage line, in 1816 to 1818, from Ilagerstown via Green- 
castle and Mercei*sburg to McConnellstown, there connecting with 
the stage lino then in operation from Chambersburg to Pittsburg by 
Bedford, Somerset and Mt. Pleasant. In 1818, in connection with 
Stockton & Stokes, of Baltimore ; Joseph Boyd, of Ilagerstown ; Kin- 
caid, Beck & Evans, of Uniontown ; George Dawson, of Brownsville ; 
Stephen Hill, of Hillsboro ; and Simms & Pemberton, of Wheeling, he 
put on the first regular stage line, carrying the mail, between Balti- 
more and Wheeling, before the construction of the turnpikes between 
Hagerstown and Cumberland. This division of the route being from 
Hancock to Frostburg, he removed to Cumberland, where, in con- 
junction with his stage line, he kept the '' McKinley Tavern," at the 
corner of Baltimore and Mechanics streets, afterward kept by Jacob 
Fechtig, James Stoddard, John Edwards, and others, and now known 
as the ^'Elberon.*' In 1820 he quit tavern keeping, and confined 
himself to mail contracting and the stage business. In 1827 John 
McLean, Postmaster General, afterward one of the Justices of the 
Supreme Court of the United States, prevailed on him to take the 
mail contract between Philadelphia and New York, and he moved 
from Cumberland to Philadelphia. In the first year he reduced the 
time for transporting the mail between the two cities from twenty- 
three to sixteen hours, and soon thereafter to twelve hours. He soon 
became the owner of most of the lines running out of Philadelphia 
and New York, and the largest mail contractor in the United States. 
Jle employed in this service more than one thousand horses and four 
hundred men. The wagoner soon became the -'Land Admiral," a 
title given him by the press in recognition of his energy and ability. 
The Postoflice Department at that time having to rely on its own 
resources, and under Major W. T. Barry, then Postmaster-General, 
the service had so increased in thinly settled sections it became deeply 
in debt. Mr. Eeeside raised, on his personal responsibility, large sumn 
of money to relieve it. His efforts were appreciated, and he was the 
esteemed friend of Andrew Jackson, Henry Clay, and other distin- 
guished men. without regard to politics, although he was a pro- 
nounced Democrat. Of massive frame, six feet five inches in height, 
yet spare in flesh, clear cut features, sparkling, clear blue-gray eyes, 
fair complexion, with dark, sandy, curly hair, he was a true High- 
lander in appearance, genial in disposition, with quick and ready wit. 




JAMES REESIDE. 



THE OLD PIKE. 187 

Fond of song and story, kind, yet strict, with all in his employment, 
and generous to a fault, no words can more appropriately describe 
him than those of his favorite poet and countryman, Eobert Burns: 

" For thus the royal mandate ran, 
When first the human race bc^an, 
The social, friendly, honest man 

Where 'er he be, 
*Ti8 he fulfills great nature's plan, 

An' none but he." 

Controversies arising betw^een Amos Kendall, the successor of 
Barry, and all the old mail contractors, their pay was suspended upon 
frivolous grounds, compelling them to bring suits, among the most 
celebrated of which were those of Reeside and Stockton & Stokes. 
The latter's case was referred to Virgil Maxy, who found in their 
favor about $140,000. Mr. Eeeside's claim was tried before Justice 
Baldwin and a jury in 1841, and resulted in a verdict for plaintiff of 
8196,496.06, which, after seventeen years, was paid, with interest. 
As soon as his contracts under Kendall expired he quit the mail ser- 
vice, after putting the Philadelphia and New Yerk mail on the Cam- 
den & Amboy railroad during the residue of his contract term. 

In 1836 he bought the interest of John W. Weaver between Cunv 
berland and Wheeling, then a tri-weckly line ; increased it to a daily, 
then twice daily, and added another tri-weekly line, and named the 
lines '' Good Intent," which was the name he had previously given 
the fast mail line between Philadelphia and Pittsburg. In 1839 he 
sold his entire interest in the National Eoad lines, and gave his atten- 
tion to his suit against the United States. His health being impaired, 
he spent the winter of 1842 in New Orleans. Returning in the ensu- 
ing spring, without benefit to his health, he died in Philadelphia on 
the 3d of September, 1842. 

Mr. Reeside attracted attention by reason of the peculiar garb he 
appeared in. In the winter season he always wore a long drab over- 
coat and a fur cap. Once in passing along a street in Philadelphia in 
company with Col. Richard M. Johnson, of Kentucky, Vice-President 
of the United States, some scarlet cloth was observed in a tailor's 
window, which prompted Col. Johnson to say: ''Reeside, as your 
coaches are all red, you ought to w^ear a red vest.*' - Mr. Reeside re- 
plied: "I will get one if 3'ou will." "Agreed," said Johnson, and 
straightway both ordered red vests and red neckties, and from that 
time as long as they lived continued to wear vests and neckties of scar- 
let coloi*s. James Reeside aided in an early day to develop the might}' 
resources of our country, with such agencies as were then available, 
and his name and good work deserve to be perpetuated in history. 

Dr. Howard Kennedy, an owner of stock in the National Road 
Stage Company, and for a brief period a trustee of the road under the 
provisions of a Pennsylvania law, enacted in 1848, repealed in 1856, 
was born in Washington county, Marj^land, September 15lh, 1809. 
His father was the Hon. Thomas Kennedy, an illustrious citizen, who 



188 THE OLD PIKE. 

figured conspicuously in the history of Maryland in the olden time. 
Dr. Kennedy was a graduate of the Medical University of Baltimore, 
and a thoroughly educated physician, but the practice of medicine 
not proving congenial to his tastes, he soon abandoned it and em- 
barked in other pursuits. About the year 18i0, or a little before that 
time, he was appointed a special, confidential agent of the general 
postoffice department, in which relation he achieved distinction by 
detecting numerous mail robberies, and bringing the perpetratoi's 
before the courts for trial and punishment. It was through the 
vigilance of Dr. Kennedy that the mail robberies of the Ilaldeman 
brothel's, Pete and Abe, and Pate Sides, at Negro Mountain, were 
discovered, and the offenders apprehended and p\inished. 

The Haldemans and Sides were stage drivers, and their calling 
through the dismal shades of death and other dark regions in the 
mountains with big, tempting, mail bags in their charge, no doubt 
turned their minds to what they considered a speedy, if not altogether 
a safe method of getting money. Whispers of suspicion growing out 
of the vigilance of Dr. Kennedy in pushing his investigations, reached 
the ears of the suspected ones, and the}' fled to Canada, but not to be 
thwarted in his purposes, Dr. Kennedy pursued them thither, had 
them arrested and brought back to Baltimore for trial. Abe Halde- 
man was acquitted, but Pete and Pate Sides were convicted and sent 
to the penitentiary. Dr. Kennedy was also the prime mover in bi*ing- 
ing to light the noted mail robberies of Dr. John F. Braddee, of Union- 
town, as will be seen by the following affidavits: 

Pennsylvania, Fayette County, ss.\ 

The testimony of Dr. Howard Kennedy taken before N. Ewing, 
])re8ident judge of the 14th Judicial district of Pennsylvania, the 8th 
day of January, 1841, in reference to the amount of bail to be re- 
quired of John F. Braddee, Peter Mills Strayer and William Purnell. 
The said Dr. Howard Kennedy beinff fii*st by me duly sworn accord- 
ing to law, deposeth and saith: ''There will be difficulty in ascertain- 
ing the amount of money stolen from the mails. There have been 
six mail pouches or bags stolen, which would average twenty to thirty 
thousand dollars each. The whole would, I am satisfied, amount to 
one hundred thousand dollars. I saw the money alleged to have been 
found in the stable of John F. Braddee. The amount thus found was 
$10,098.60. The amount of cash stolen is probably about 850,000. 

'HOWARD KENNEDY." 
Taken and subscribed before me, January 8th, 1841. 

N. EWING, 
P. Judge, 14th Judicial District. 

Pittsburg, January 25. 1841. 
"Howard Kennedy, special agent of the postoffice department, 
in addition to the testimony given by him before his Honor, Judge 
Ewing, further deposes that since that time he has received reports 




WILLIAM H. 8TELLE. 



THE OLD PIKE. 189 

from various persons and places in the West of letters mailed at dates 
which would have, by due course of mail, been in the bags stolen, 
containing bank notes, scrip, certificates, drafts, and checks, amount- 
ing to $102,000 and upwards; that every mail brings him additional 
reports of losses, and that he believes the amounts reported will not 
constitute more than one-half of what has been lost in the mails be- 
tween the 16th of November and the 18th of December, 1840, on the 
route from Wheeling to New York. 

HOWAED KENNEDY, 
" Special Agent Postoflice Department." 
Sworn and subscribed before me the 25th day of January, 1841. 

T. IRWIN, District Judge. 

As before stated, Dr. Kennedy was one of the owners of the line 
of coaches known as the National Road Stage Company. This was 
popularly known as the Stockton line, called ''the old line," because 
it was the oldest on the road. Dr. Kennedy managed all the business 
of this line relating to the transportation of the mails. He was also 
one of the original members of the Western Express Company, doing 
business between Cumberland and Wheeling and Pittsburg via the 
Monongahela river. L. W. Stockton dying in the spring of 1844, in 
the fall of that year Dr. Kennedy brought his family from Hagers- 
town, Maryland, to Uniontown, and established his residence in the 
old Stockton mansion, called '''Ben Lomond," now the home of Mrs. 
Judge Gilmore. Here Dr. Kennedy resided until the j^ear 1851, when 
he returned toHagerstown, where he died on the 12th of June, 1855. 
He wjls of medium height and delicate form, of pleasant address, and 
a gentleman by birth, education, association and aspiration; in relig- 
ion an Episcopalian, and in politics a Democrat. His widow, a sister 
of the late Alfred Howell, of Uniontown, survives him. She is enjoy- 
ing the sunset of a gentle life in Hagerstown, the central figure of a 
remnant of that polite and refined society which in the palmy days 
of the National Road distinguished all the old towns along its line. 

William H. Stelle was born in New Jersey, and it will be noted 
that many of the stage owners, agents, and drivers came out from 
that State. Two of Mr. Stelle's partners in the stage business, John 
A. Wirt and Mr. Hutchinson, were likewise Jersey men. It is related 
that Mr. Stelle and Mr. Acheson were both desirous of selling their 
interests in the stage lines, the former being an owner in the Good 
Intent, and the latter in the Stockton line. Mr. Stelle one day ap- 
proached Mr. Acheson in Wheeling, and told him he would give him 
hve hundred dollars, if he would sell or buy at a price to be mutually 
named. Mr. Acheson named a price which he would give or take, 
and Mr. vS telle elected to sell, and promptly paid Mr. Acheson five 
hundred dollars for acceding to his proposition. Mr. Stelle located in 
Wheeling about the year 1841, and died at Elm Grove, Ohio county, 
West Virginia, on the 26th of September, 1854, aged about fifty years. 
He left a son, William H., and a daughter, Mrs. Susan R. Hamilton, 
both living in Wheeling. 

ga 



190 THE OLD PIKE. 

Agents of the stage lines possessed functions somewhat, but not 
altogether, like those of I'ailroad conductors. Some agents passed 
constantly over the road, paying bills, providing horses and equipage, 
and giving general direction to the running of the lines. Others 
were stationary, attending to local business. These agents were 
prominent characters of the road, and popularly esteemed as men of 
high position. One of the earliest agents was Charles Eettig, who 
subsequently kept the tavern two and one-half miles east of Wash- 
ington, and referred to in a chapter on taverns and tavern keepei's. 
John llisly, of Frederic, Md., and William Biddle and James Coudy, 
of Hancock, were old agents of lines east of Cumberland. Bedding 
Bunting, Edward Lane, Theodore Granger and Charles Danforth were 
agents of the Old line west of Cumberland, with authority extending 
to Wheeling. Bunting also kept the National House in Uniontown, and 
Lane kept the National House in Washington,which were headquartei's 
at those points respectively for their line. Charles Danforth was a lead- 
ing local agent of the Stockton line at Uniontown. He was a large, fine 
looking man, with florid complexion, heavy black whiskers, and pos- 
sessed of popular manners. He was a native of New York State, and 
died at Bedford, Pa., in 1853. His remains were brought to Union- 
town, and interred in the old Methodist cemetery, near Beeson's old 
mill. His widow is living in Chicago. Edward Lane was a man of 
average size, of reddish complexion, energetic in motion, and affable 
in manner. His tavern in Washington, Pa., was one of the best 
eating houses on the road. Granger was a large, dark complexioned 
man, not well liked by the people, but a favorite of Mr. Stockton. 
After the stage lines were taken from the road, Granger went to Cin- 
cinnati, procured employment at a liver}' stable, and died in that city 
in indigent circumstances. Jacob Beck was an agent for Weaver's 
line, which was on the road a short time, and went with that line to 
Ohio and Kentucky. He returned from the West, and was a bar- 
keeper for John N. Dagg, of Washington, Pa., and subsequently, as 
elsewhere stated, kept tavern at Kony's Point, Va., and died there. 
He was an old stage driver, a good one, and esteemed as an honest 
man. Daniel Brown, mentioned among the old tavern keepers, was 
an agent of the Good Intent line, and a very competent one. He was 
a native of New Jersey, and his sad ending has been alluded to in 
another chapter. William Scott, familiarly called '' Billy," was a well- 
known agent of the Good Intent line. He had been a driver, and 
was promoted to an agency on account of his competency and fidelity. 
He was a master of his business, a man of small stature, dark hair 
and complexion, and a little given to brusqueness of manner, but on 
the whole rather a popular agent. He remained an agent of the Good 
Intent line until business ceased on the road, when he went to Iowa, 
and became an agent of a stage line in that State. From Iowa he 
went to Texas, and died at Jefferson in that State. It is said that he 
was descended from a good family on both sides, who were wealthy, 
and that he engaged in stage driving from choice, rather than neces- 



THE OLD PIKE. 191 

sity, and his friends \<'ere disappointed in his career. Lemuel Cross 
was an agent of the Old line. He also kept tavern at Piny Grove, 
as elsewhere stated, and is well remembered. His jurisdiction as 
agent was mainly on the mountain division of the road, and he thor- 
oughly understood his business, and was familiar with all the haunts, 
hills, and hollows of the mountains. B. W. Earl was likewise an 
agent for a while of the Good Intent line. He commenced a driver, 
was advanced to an agency, and ended a tavern keeper. John Foster, 
Andrew Cable, William F. Cowdery, Levi Eose and William Terry 
were agents at Wheeling. The latter had charge in part of Neil, 
Moore & Company's line in Ohio. 

THE PONY EXPRESS. 

In the year 1835 or 6, Amos Kendall, being Postmaster-General, 
placed on the road a line of couriers, called the " Pony Express." It 
was intended to carry light mails with more speed than the general 
mail was carried by the coaches. The Pony Express was a single 
horse and a boy rider, with a leather mail pouch thrown over the 
horse's back, something after the style of the old-fashioned saddle- 
bags. The route for each horse covered a distance of about six miles 
on the average. The hoYse was put to his utmost speed, and the rider 
carried a tin horn which was vigorously blown when approaching a 
station. William Moore, Thomas Wooley, subsequently stage dri- 
vers, William Meredith, Frank Holly and James Neese were among 
the riders on the Pony Express east of Cumberland, and Sandy Con- 
ner, Pate Sides and Thomas A. Wiley, all three afterward stage dri- 
vers, and William Conn rode west of Cumberland. Wiley rode from 
Uniontown to Washington, Pennsylvania, and also between Washing- 
ton and Wheeling. He went with the log cabin boys from L^nion- 
town to Baltimore in 1840 as a driver of one of the stage teams em- 
ployed on that occasion. He is still living, an employe of the Balti- 
more & Ohio Eailroad Company at Camden Station, Baltimore, in the 
service of which he has been employed since 1852. He was an at- 
tendant at the bedside of L. W. Stockton during that gentleman's 
last illness. Calvin Morris, a son of William Morris, the old tavern 
keeper on the hill west of Monroe, and AVilliam Downer, a son of the 
old gentleman who lived at and maintained the big water trough on 
Laurel Hill, were also riders on the Pony Express. William Morris 
was one of the contractors for carrying this fast mail, and his house 
was one of the relays of the line. The relay next west was the old 
toll house near Searights. Luther Morris, a brother of Calvin, the 
Pony Express rider, went to Iowa previous to the civil war, and was 
elected State Treasurer on two or three occasions. John Gilfillan, 
now, or recently, of Parkersburg, West Virginia, was a rider on the 
Pony Express between West Alexander and Wheeling. Bryant and 
Craven, of West Alexander, were among the contractors of the Pony 
Express line. " The Pony Express " did not remain long on the road, 
but when it was on, old pike boys say '*it kicked up a dust" 



CHAPTER XXVI. 



Old Tavenis ami Tavern Keepers from Baltimore to Boombow — Pen Picture of an 
Old Tavern by James G. Blaine — The Maypole — The Hand in Hand — Ear- 
locker's — Pine Orchard — The Browti Stand — Levi Chambers, the NuUifier — 
Old Wlwlen's Smifshy Bob Fowler's Goose and Warfield^s Ham — Poplar 
Springs — Allen Dorsie^Van McPherson^ The Widow Dean, Getzendanner's, Peter 
Hagan, Riddiemoser and the McGruder House, Peter Zettle, Emanuel Harr. 

''Caldwell's Tavern: We did not use the high %ownd\v\g hotel, 
but the good old Anglo-Saxon tavern, with its wide open fire in the 
cheerful bar room, and the bountiful spread in the dining room, and 
the long porch for summer loafers, and the immense stabling with 
its wealth of horse-flesh, and the great open yard for the road wagons. 
How real and vivid it all seems to me this moment! All the remin- 
iscences of the old pike, for which you are an enthusiast, are heartily 
shared bv me. " — James G. Blaine. 

Caldwell's tavern, mentioned by Mr. Blaine, is seven miles wa>st 
of Washington, Pennsylvania, and will be referred to hereafter in its 
proper place. Mr. Blaine's description is appropriate to nearly all 
the old taverns of the road. 

The outward appearance of an old tavern of the National Tioad 
was no index to the quality of the entertainment it afforded. Many 
of the least pretentious houses furnished the best meals, and paid the 
most agreeable attention to guests and patrons. It was not unusual 
to see the wagon yard attached to a small wooden and apparently de- 
caying tavern crowded with teams and wagons, while the inviting 
grounds of the imposing brick tavern near by were without an occu- 
pant. 

The May Pole tavern in Baltimore was a faverite stopping place 
for old wagoners. It is located on the southwest corner of Paca and 
German streets, and still standing, an object of much interest to the 
old people of the road. In front of it stands a tall, slim, granite col- 
umn, representative of a pole, and preservative of the ancient name. 
The May Pole was kept in 1833 by Henry Clark, and in 1836 by 
James Adams, who remained in charge until his death. His suc- 
cessor was Isaac Willison, a Virginian, and before assuming control 
of the May Pole, an agent of the Baltimore & Ohio Railroad com- 
panv, at Frederic City. George Elliott, subsequently manager for 

(192) 



THE OLD PIKE. 193 

Mrs. Adams, at the Mountain City house in Cumberland, was at one 
time a clerk in the May Pole tavern. 

The "Hand in Hand "tavern on Paca, between Lexington and 
Saratoga streets, and the " White Swan " on Howard street, were 
likewise old wagon stands in Baltimore, well patronized in the early 
days of the National Eoad. Thomas Elliott also kept a wagon stand 
in Baltimore, and enjoyed a fair share of patronage. He was the 
father of George Elliott, above mentioned. The May Pole, however, 
was the favorite tavern of the old wagoners of the National Koad. 
The "Three Ton" and "Gen. Wayne" taverns had each extensive 
stabling, and'furnished accommodations for droves and drovei's. The 
National Road entered the city of Baltimore by way of West Balti- 
more street. 

The first wagon stand west of Baltimore, fifty years ago, was 
kept by a man whose name was Hawes. It was seven miles from the 
city, and wagoners often left it in the morning, drove to Baltimore, 
unloaded, reloaded, and returned to it in the evening of the same 
day, and the next morning proceeded on the long journey to their 
western destination. The Hawes tavern ceased to do business after 
1840. 

At Ellicott's Mills, ten miles west of Baltimore, there was no 
wagon stand, but stage houses Were located there, where stage teams 
were kept and exchanged. 

One mile west of Ellicott's, Frank Earlocker kept a wagon 
stand, that was largely patronized. He was rather of an economical 
turn of mind, and old wagoners were wont to say of him that he 
concealed the whisky bottle behind the counter, against the custom 
of the road, which was to expose it to full view ; and it is said that 
the miserly Earlocker lost more than he gained by his habit, since it 
induced wagoners to inquire for a drink, more to worry the landlord 
than to appease the appetite. 

A short distance west of Earlocker's is " Pine Orchard," where a 
tavern was kept by one Goslin. He was a goslin only in name. 
Otherwise, he was a square man, and knew how to treat strangers 
and travelers, especially wagoners, who largely favored him with 
their patronage. His house was a brick structure, and stood on the 
north side of the road, and for aught known to the contl*ary, is still 
standing, a monument commemorative of the many good old taverns 
which studded the road in the days of its glory. 

James Dehoff kept a tavern at Pine Orchard as early as 1835. 
His house was a wagoners' resort, and stood on the south side of the 
road. 

An old tavern, known as the " Brown Stand," four miles west of 
" Pine Orchard," was a popular stopping place for wagoners in its 
day. In 1838 Levi Chambers took charge of this house, and continued 
to conduct it until 1842. He was called "NuUifier" Chambers, be- 
cause of his adherence to the nullification doctrine, announced and 
advocated by John C. Calhoun. He, however, knew how to keep a 



194: ' THE OLD PIKE. 

tavern, and was a sober and intelligent man. On the first of Jan- 
uary, 1841, John Crampton and William Orr, old wagoners before 
mentioned, drove out from Baltimore with full loads, and -put up at 
the " Brown Stand." During the night a box of silk goods was stolen 
from Orr's wagon. The loss was discovered early in the morning, 
and Orr and Chambers each mounted a horse and pushed out in the 
direction of Baltimore, in search of the stolen goods and the thief. 
There was a light snow on the road, and tracks were visible, indi- 
cative of rapid steps toward the east. Eeaching Baltimore, Messrs. 
Orr and Chambers entered the bar room of the May Pole tavern, in 
which a number of persons were drinking, and among them one, who, 
from his actions, was suspected as the thief. He was arrested, tried, 
convicted, and sent to the penitentiary. 

Four miles west of the " NuUifier's," John Whalen kept a wagon 
stand, and one of the best on the road. Old wagoners entertain 
pleasant recollections of John Whalen, and delight in recounting the 
good cheer that abounded and abided in his old tavern. He kept the 
tavern at this point up to the year 1842. 

One Warfield kept a tavern a short distance west of Whalen's as 
early as 1835, and had a good wagon custom. Old wagoners had a 
rough distich on this section of the road, running something like this : 

" Old Wheeler's eunfish, 
• Bob Fowler's roast goose, 

Warfield's ham, 
Ain't that jam!'* 

New Lisbon was an aspiring village, twenty -six miles west of 
Baltimore, and the first point of note west of Whalen's. Stages 
stopped and teams were changed at New Lisbon, but it had no wagon 
stand. 

At Poplar Springs, one mile west of New Lisbon, there was a 
wagon stand kept by Allen Dorsie. Near the old tavern is a large, 
gushing spring, in the midst of tall poplar trees, and hence the name 
"Poplar Springs." Such was the situation at this point fifty years 
ago, but alas, fifty years is a long time, and the "Poplar Springs ' 
ma}' present a different appearance now. Allen Doi*sie, ttie old pro- 
prietor of the tavern here, was likewise and for many yeai*8 superin- 
tendent of the Maryland division of the road. He was a very large 
man, six feet in height, and rounded out in proportion. He was be- 
sides a man of admitted integrity and good intellect. He ceased 
keeping tavern at Poplar Springs in 1842. 

Seven miles west of Poplar Springs Van McPherson kept a tav- 
ern, which did an extensive business. The proprietor was half Dutch 
and half Irish, as his name imports, and he had the faculty of pleas- 
ing everybody. His house was a brick structure on the north side 
of the road, and is probably still standing. Van McPherson kept 
this house from 1836 to 1842, and made money in it. 

New Market is a village west of McPherson's old tavern, and in 
Frederic county, Maryland. Here the stages stopped and changed 



THE OLD PIKE. 195 

teams, and an old wagon stand was kept by one Shell. It is said of 
Shell that his name differed from his table, in that the latter con- 
tained no shells, but the best of savory viands. 

Three miles west of New Market, Frank Wharton kept a taveni, 
and a good one. He was rough in manner, and could swear longer 
u"nd louder than Wilse Clement, but he kept his house in good shape 
and did an extensive business. 

One mile west of Wharton's the widow Dean kept a tavern. 
Her house was a brick structure on the south side of the road, and 
she owned it and the ground whereon it stood, in fee simple. She 
was largely patronized by wagoners. 

Next after passing Mrs. Dean's old stand, the city of Frederic is 
reached, which fifty years ago was the largest town on the road be- 
tween Wheeling and Baltimore. James Dehoof and John Lambert 
kept old wagon stands in Frederic City. Lambert died about 1840, 
and was succeeded by John Miller, who kept the house down to the 
year 1853. 

Four miles west of Frederic City the old wagoners encountered 
Cotockton mountain, and here was a fine old tavern kept by Getzen- 
danner, a German. His house was a stone building, on the south 
side of the road, presumably standing to this day. Getzendanner, 
true to his native traits, was the owner of the property. Old wag- 
oners unite in saying that the old German kept a good house, barring 
u little too much garlic in his sausages. 

Peter Hagan played the part of host at an old tavern, one mile 
west of Getzendanner's. His house Avas a log building, and stood on 
the south side of the road. -As before stated, the outward appearance 
of an old tavern on the National Eoad w^as no index to affairs within ; 
and though Peter Hagan 's house was small and made with logs, the 
cheer witlfiin was exhilarating. His meals were simple and but little 
varied, yet so manipulated in the kitchen, and spread upon the table 
so tastefully, and withal so clean, that they were tempting even to an 
epicure. Peter Hagan's patrons were for the most part wagoners, and 
the old wagoners of the National Road knew what good living was, 
and "put up" only where the faro was inviting. Peter Hagan was 
an uncle of Robert Hagan, a h)cal politician of South Union town- 
ship, Fayette county, Pennsylvania. 

Proceeding westward from Hagan's old tavern, the next point is 
the village of Middletown, which hoped to become a city, and might 
have succeeded, had not the steam railway eclipsed the glory of the 
old pike. At Middletown the stages had relays of horses. One of 

the stage houses at this point was kept by Titlow, a relative of 

F. B. Titlow, of Uniontown. Here also there was a wagon stand, 
kept by Samuel Riddlemoser. This was in 1840. In the spring of 
1841 Riddlemoser moved to the Widow McG ruder house, one mile 
west of Middletown. The McGruder house was well conducted, and 
enjoyed a large patronage. 

South Mountain comes next, and here a tavern was kept by one 



196 THE OLD PIKE. 

Miller. It was a wagon stand, a stone building, on the north side of 
the road. The battle of South Mountain was fought here, but the 
roar of the cannon failed to awaken the departed glories of the old 
Miller tavern. 

One mile west of South Mountain, Petter Zettle, a German, kept 
a tavern. It was a wagon stand, and a popular one. The house was 
of brick, and stood on the south side of the road. The old landlord 
was accustomed to join in the merry-making of the old wagoners, and 
as the jokes went around in the old bar room, the German spice was 
plainly discernible as well as agreeable, in unison with the familiar 
notes of the native pike boys. 

One mile west of Zettle's, Robert Fowler kept a wagon stand. 
Fowler quit in 1839, and was succeeded by Emanuel Harr, who con- 
ducted the house for many years. Joe Garver, a noted blacksmith, 
had a shop at this point. Garver, it is said, could cut and replace as 
many as a dozen wagon tires in a single night. It was not an un- 
common thing for the old blacksmiths of the road to work all night 
at shoeing horses and repairing wagons. 



CHAPTER XXVII. 



Ohi Taverns and Taveni Keepers contmued — Boonttbinv to Cumberland — Funks- 
toirUf Atttietam^ Hageratoinif Dirti/ Spigot^ Shady Boivery Cl^ar Springy North 
Monntain^ Indian Sprimj, Hanrock — The Hounc of Nlcodemus — Accident on 
Sideling Hill, the IjOiiged Hill on the Road — Snib HoUow — Toivn Hill — 
Green Ridge — PratVn Hollow — A Fugitive Slave — Polisti Mountain — Flint- 
nfone — Martinis Mountain. 

" It stands all alone like a goblin in gray, 
The old-fashioned inn of a pioneer day, 
In a land so forlorn and forgjotten, it seems 
Like a wraith of the past rising into our dreams ; 
, Its glories have vanished, and only the ghost 
Of a sign-board now creaks on its desolate post, 
Recalling a time when all hearts were akin 
As they rested at night in that welcoming inn." 

James Newton Matthews. 

Boonsboro is a small town at the foot of South Mountain in 
Maryland, and in the palmy days of the National Road was a lively 
village. Old wagoners and stage drivers spread its fame, but railroad 
conductors are silent as to its memory^ The Slifer Brothers kept 
tavern in Boonsboro in the olden time. Their house was not a wagon 
stand. One of the Slifer brothers, as before stated, claimed to be the 
inventor of the '' rubber," brake, as it is commonly called. At the 
west end of Boonsboro the widow Gah\*ix kept a wagon stand and 
did a large business. She was the widow of John Galwix, hereinbe- 
fore mentioned as a fanc}^ wagoner. Robert Fowler kept a tavern in 
Boonsboro as early as 1835 and a wagon stand on the north side of 
the road. 

Three and a half miles west of Boonsboro Henry and Jacob 
Fosnock, Germans, kept a wagon stand, which was well patronized. 
The property was owned by the Fosnocks, and they made money with 
their tavern. They were bachelors, but had an unmarried sister, 
Susan, who acted in the capacity of hostess. She subsequen^l}' be- 
came the wife of the old wagoner, Joseph Crampton. The Fosnocks 
were at the point mentioned as late as 1842. 

Funkstown appears next in sight. Funkstown, another old village 
identified with the by-gone glories of the old pike. The name of this 
village brings to mind the once familiar form of John Funk, an old 
wagoner. John lived at or near Funkstown, and his family may 
have given the name to the village. Funkstown is located on Little 
Antietam creek, about sevent}' miles west of Baltimore. Fifty yeai*s 

(197) 



198 THE OLD PIKE. 

Hgo there was a paper mill and a grist mill at Funkstown, and they 
may be there yet, and others in addition. At the east end of Funks- 
town, Joseph Watts kept a wagon stand, and competed for the cus- 
tom of the wagoners with William Ashton, who kept a similar tavern 
at the west end of the town. Each did a good business. Ashton will 
ho remembered as the athletic wagoner, who leaped over the top 
of a road wagon at Petersburg. He knew the wants of wagoners 
and served them well at his old tavern. He was the owner of two 
tine six-horse teams, and kept them constantly on the road. 

After Funkstown, come the classic shades and handsome stix^ets 
of Hagerstown. Hagerstown was always a prominent point on the 
road. It ranked with Wheeling, Washington, Brownsville, Union- 
town, Cumberland, and Frederic. Hagerstown was a station for the 
Htage lines. It outlived the road, and flourishes as one of the best 
towns of Maryland. The only old wagon stand in Hagerstown was 
that of John B. Wrench. But Hagerstown was rath,er too stylish a 
])lace for old wagpners, and Wrench gave up his house there in 1842, 
and removed to Piney Grove, where he found a more congenial 
atmosphere. He subsequently kept one of the old taverns at Gnints- 
villc, from which point he emigrated to Iowa, and died there. 

Four and a half miles west of Hagerstown, an old wagon stand 
was kept by David Newcomer. It was a stone house, on the north 
side of the road. Newcomer furnished good entertainment, and was 
well favored with customei's, mostly wagoners. He was a Quaker, 
and a money maker. He dealt in horses, in addition to tavern keep- 
ing. When otfering a horse for sale, his wife was accustomed to say 
in the hearing of the person proposing to 'buy: "Now, David, thee 
must not sell that favorite horse." This, old wagoners say, wa% a 
" set-up job " between David and his spouse to gain a good price. New- 
comer was the owner of the property, and as the house was of stone, 
is probably standing yet ; but the ring of the old pike has gone from 
it long since. 

Three miles westward from Newcomer's was the imposing and 
well-remembered tavernCkept by John Miller. It was of brick, a 
large and commodious building, situate on the north side of the road. 
Miller owned the property, and it may be in the possession of his 
descendants to this day. There were large rooms in this house, 
adapted to dancing purposes, and young men and maidens of the 
vicinity frequently tripped to the notes of the old time music in its 
spacious halls. The waltz was unknown, and the figures varied from 
the ''hoe down" to the cotillion, closing always with the "Virginia 
Eeel." The old wagoners were invariabl}^ invited to participate in 
these festivities, and engaged in them with a gusto not excelle^d 
by the lads and lasses of the surrounding neighborhood. Alfred 
Bailes, the old pike boy of Dunbar, drove a line team from John S. 
Miller's to the Nicodemus House, two miles west of Hancock, as earl}- 
as the year 1836, and is probably the only sut-vivor of the young 
folks who participated in the gayeties of Miller's old tavern. 



THE OLD PIKE. 199 

One mile west of Miller's is ''Shady Bower." There a tavern 
was kept by Con rod Wolse3\ His house was well favored by wagon- 
ers, who sought his generoua board in goodly numbers, and while 
well liked by his customers, he got the name of ''Dirty Spigot," be- 
cause the spigot of a whisky barrel in his house was once besmeared 
with filth. There was a large distillery near Wolsey's tavern, op- 
erated by Barnes Mason. Mason had two teams on the road, driven 
by William Keefer and Joseph M3'ers. 

Clear Spring comes next, and derives its name from the exist- 
ence of a large, gushing spi'ing of clear water, in volume sufficient to 
propel a mill. An old wagon stand was kept at Clear Spring by 
Andrew Kershaw, who died the proprietor of the house, and was 
succefeded by his son Jonathan. The house was a large brick build- 
ing, on the south side of the road. Stages stopped and exchanged 
teams at Clear Spring, but not at Kershaw's. His house, as stated. 
was a wagon stand. Gusty Mitchell is a well-remembered character 
of Clear Spring. He used to steal and drink the wagoners' whisk}', 
and *'bum" around their teams in all sorts of ways. One night the 
wagoners poured turpentine over Gusty and set fire to him, which so 
frightened him that he never afterward had anything to do with 
wagoners. 

The next old tavern was on the top of North Mountain, two 
miles west of Clear Spring, kept b}' Joseph Kensel. It was a log 
house, and on the north side of the road. Kensel owned the property. 
While this old tavern was humble in outward appearance, the fires 
burned brightly within, and its patrons, who were numerous, highly 
extolled the quality of the viands it spread before them. 

Indian Spring comes next, four and a half miles west from Clear 
Spring. Here a wagon stand was kept by David Miller. The house 
is a stone structure, on the north side of the road, and Miller owned 
it in fee simple. This old house was a favorite resort of wagoners, 
and night after night echoed the once familiar notes of the great 
highway, in the days of its glory. 

Three miles west from David Miller's, Anthony Snider, a distant 
relative of John Snider of happy momory, kept a wagon stand. It 
was a frame building on the north side of the road. Peter Hawes 
once lived at this house, and hauled stone for an aqueduct on the ad- 
jacent canal. 

Four miles west of Snider's, on the north side of the I'oad, stood 
the old frame tavern of Widow Bevans. She owned the property', 
and her house was a popular sto])ping place. It will be noted that in 
many instances widows kept the best taverns along the road. There 
is no record of a widow making a failure as a tavern keeper. 

Two miles further on to the westward, and before the once fami- 
liar tavern of Widow Bevans entirely recedes from view, the old wat^on 
stand of David Barnett is reached/ His house was a large log build- 
ing, on the north side of the road. Here the first transportation line 
of six-horse teams, John Bradfield agent, had relays, its next relay 



200 THE OLD PIKE. 

eastward being the house of John Miller, before mentioned. Bur- 
nett was a jolly old landlord, fond of exchanging jokes with old wagon- 
ei's and other patrons. lie had a manner and a method of pleasing 
h'm guests, and did a large and profitable business. 

Westward, two miles from Barnett's, is the historic town of Han- 
cock, named in honor of the man who wrote his name in lettei*s so 
large and legible, that they were read all round the world. There 
AVas no old wagon stand tavern in Hancock, except for a short time 
about the year 1838. John Shane established it, but was not success- 
ful, and removed to Cumberland, where he set up a confectionery 
«hop. Wagoners preferred country before town taverns, as a rule. 
Stages stopped and exchanged horses in Hancock. 

Two miles west of Hancock, one Nicodemus kept an old wagon 
stand. His first name has not been preserved, owing probably to 
the sublimity of his surname. He was known all along the road, but 
mentioned only as Nicodemus. His house was a fi-ame building on 
the north side of the road, and he owned it, and died in it. He kept a 
good tavern, and wa^s well patronized. Widow Downer kept this 
house before the time of Nicodemus. 

Two miles west of the house of Nicodemus is Sideling Hill, so 
called from the sloping character of the ground upon which the road 
is laid. At the eastern foot of this hill Jacob Brosius kept an old 
wagon stand, and had a good share of custom. lih house was a frame 
building and stood on the south side of the road. The distance from 
the foot to the summit of Sideling Hill is four miles, and it is the 
longest hill on the road. In 18H7 Jacob Anderson, an old wagoner, 
was killed on Sideling Hill. His team became frightened on the sum- 
rait and ran down the western slope, coming in contact with a large 
tree on the roadside with such force as to break it down, and falling 
on Andei-son, he was instantl}' killed. Isaac Browning, Caleb Lang- 
ley and Black Westley, with their teams and wagons, were on the road 
with Anderson at the time of this accident. Andei*son was a citizen 
of Loudon county, Virginia. Langley, Browning and Westley be- 
longed to Fayette county, Pennsylvania. The rqad crosses a stream at 
Sideling Hill, called Sideling Hill creek. There was a covered bridge 
over this creek. In 1841 John Moss and Billy George, old wagonei"s, 
drove their teams on this bridge, and stopping a while to rest undcj* 
the shade afforded by the roof, the bridge broke down, precipitating 
horses, wagons and drivers a distance of fourteen feet to the water, 
causing considerable damage to the wagons and the goods therein, but 
strange to say inflicting but slight injuries upon the drivers and teams. 
The teams and wagons belonged to Kobert New love, of Wheeling. 

Two miles from the foot of Sideling Hill, and on the nortli side 
of the road, John H. Mann kept a wagon stand. His house was a 
frame building. Mann was a citizen of some prominence, and at one 
time repi'esented his county (Washington) in the Maryland Legisla- 
ture. It is not known that his proclivities in the line of statesman- 
ship impaired in any wise his talent for tavern keeping. 



THE OLD PIKE. 201 

On the western slope of Sideling Hill, about midway between 
the siunmit and the foot, Thomas Norris kept a tavern, which was a 
iavorite resort of wagoners. His house was a large stone building, on 
the north side of the road. There was a pietui^esqueness about th« 
location of this old tavern that imparted a peculiar spice to the ordi- 
nary rounds of entertainment enjoyed by its guests. Samuel Cessna 
kept this house at one time. 

One mile west of Sideling Hill creek, a wagon stand was kept by 
the widow Ashkettle, another widow, and she no exception to the 
rule befor'3 stated, that the widows all kept good houses. Her name 
is not inappropriate to some of the duties of housekeeping, but Mrs. 
Ash kettle's forte was not in making lye, but in setting a good, clean 
table. She had a son, David, who managed the business of the house 
for her. Her house was a frame building, and stood on the north 
side of the road. 

Two miles west of Mi's. Ashkettle's the wayfarer struck the 
point bearing the homely name of "Snib Hollow." These old names 
never wear out, no matter how ugly they are, and it is well they do 
not. They all have a significance and an interest, local or otherwise, 
which would be lost by a change of name. Quidnuncs in history and 
literature have exerted their restless talents in efforts to obliterate 
these seemingly rude, old names, and substitute fancy ones in their 
stead, but they have failed, and their failure is a pleasant tribute to 
the supremacy of common sense. As early as 1825 the widow Turn- 
bull kept a tavern at Snib Hollow. Later, an old wagon stand was 
kept there b}' John Alder, who had a large run of customers. His 
house was a log building, on the north side of the road. 

Town Hill comes next, a half a mile west of Snib Hollow, at the 
foot of which Dennis Hoblitzell kept a tavern as eai'ly as the year 
1830, and probably earlier. The house was on the east side of the 
road, and the locality is often called Piney Plains. Mrs. McClelland, 
of the McClelland House, Uniontown, is a daughter of Dennis Hob- 
litzell. Samuel Cessna subsequently kept this house, and stage lines 
andfc wagon lines all stop])ed at it. It was here, and in Cessna's time, 
that Governor Corwin, of Ohio, was treated as a negro servant, men- 
tion of which is made in another chapter. In 1836 John Snider 
stopped over night at this house, with a load of emigrants, while 
Cessna was keeping it, and had to clean the oats he fed to his horses 
with an ordinary bed sheet, the windmill not having reached this 
^ point at that early day. 

At the foot of Town Hill, on the west side, Henry Bevans kept 
a tavern. It was a wagon stand, and likewise a station for one of 
the stage lines. The house stood on the north side of the road, and 
enjoyed a good trade. Samuel Luman, the old stage driver, kept this 
house in 1839. 

Two miles west from the Bovuns house is Green Ridge, where an 
old- wagon stand was kept by Elisha Collins. His house was a log 
building, and stood on the north side of the road. Although this 



202 TUE OLD PIKE. 

V 

house was humble in appearance, old wagoners are unstinted in be- 
stowing praises on its ancient good cheer. , 

Trudging onward, two miles further to the westward, the old 
wagoner, and many a weary traveler, found a pleasant resting place 
at •' Pratt's Hollow," where Samuel Hamilton kept a cozy old tavern. 
It was a frame house, on the north side of the road. Hamilton was 
a ])lanter as well as tavern keeper, and raised tobacco and owned and 
w^orked negro slaves. Levi McGruder succeeded Hamilton as the 
keeper of this house^ This locality derived its name trom Pratt, who 
owned the proi)ei*ty at an early day. and, upon authority of the 
veteran David Mahaney, kept the first tavern there. An incident 
occurred at Pratt's Hollow in the year 1842, which brings to memory 
the state of public society in ante belhuntiuwH. Among the old wag- 
onei*s of the road, was Richard Shadburn. He was a native of Vir- 
ginia, and born a slave, while his complexion was so fair, and his hair 
so straight, that he readily passed for a white man. When quite 
young he esca[)ed from his master and struck out for liberty among 
the enlivening scenes of the great highwa}' of the Kepublic. On a 
certain evening of the year mentioned, he drove into McGruder's 
wagon yard along with a number of other wagoners, to rest for the 
night. The sun had not yet disappeared behind the western hills, 
and a stage coach pulled up in front of McGrud^fr's tavern, and stop- 
])ed for water, as was the custom at that point. Among the passen- 
gers in that coach was the owner of the slave, Shadburn. Looking 
out through the window of the coach he observed and recognized 
Shadburn, and calling to his aid a fellow passenger, emerged from the 
coach with a determination to reclaim his property. Dick was seized, 
but being a man of great muscular ])Ower. succeeded in releasing 
himself from the clutches of his assailants and fled. The disap- 
pointed master fired at Dick with a pistol, as he ran, but he made 
good his escape. The team driven by Shadburn belonged to Parson's 
of Ohio, w^ho shortly after the escapade mentioned, sent another 
driver to McGruder's to take charge of it. Shadburn never after- 
ward reappeared on the road, and it is believed that he found a l\pme 
and at last a grave in Canada. 

It was near Pratt's Hollow that the (V)trclls, father and two sons, 
murdered a peddler in 1822. the perpeti'ators of which crime were all 
hung from the same scatfold in Frederic. The old tavern at Pratt's 
Hollow was destroyed by fire many years aco, and was never rebuilt. 

Two miles west from Pratt's Hollow. John S. Miller conducted an 
old tavern, and a good one. His house was a frame building, and 
stood on the north side of the road. It was a popular stopping place 
for wagoners. Miller kept this house as early as 1836, and subse- 
quently became the proprietor of the old tavern, five miles w^est of 
Washington, Pennsylvania, where he died. 

^' Polish Mountain" is reached next, one mile west of the old 
Miller stand. On the summit of this little, but picturesque mountain. 
Philip Fletcher kept an old tavern, and greeted and treated thousands 



THE OLD PIKE. 203 

of old wagoners and other travelers. His house stood on the nortli 
side of the road, and was made of logs, but the table it furnished was 
equal to the best on the road. 

And next comes Flintstone, four miles west of Fletcher's. All 
old pike boys remember Flintstone. The name has a familiar ring. 
The stages stopped at Flintstone, and Thomas Robinson kept the 
leading tavern there, in the olden time. His house was a stage sta- 
tion, and a wagon stand as well. Robinson, the good old landlord, 
got into a difficulty, many years ago, with one Silas Twigg, and was 
killed outright by his assailant. As early as 1835 Jonathan Huddle- 
son kept a tavern in Flintstone, and had the patronage of one of the 
stage lines. He subsequently kept the old Tomlinson tavern at the 
Little Meadows. John Piper was an old tavern keeper at Flintstone. 
His house was a favorite summer resort, and also enjoyed the patron- 
age of old wagoners. The Piper house is a large brick building, and 
stands on the north side of the road. John Piper died about the 
year 1872. The house is continued as a tavern under the joint man- 
agement of John Howard, a son-in-law. and an unmarried daughter 
of the old proprietor. Henry B. Elbon also kept a tavern in Flint- 
stone for many years, but his career began after that of the old road 
ended. Elbon died about four or five years ago. Fairweather and 
Ladew, of New York, own and operate a large tannery at Flintstone. 

Two miles west of Flint-stone, Martin's Mountain is encountered, 
at the foot of which, on the east, Thomas Streets presided over an old 
tavern, and welcomed and cared for many a guest. His house was a 
frame structure, on the south side of the road. 

Two miles further on the westward tramp the widow Osford kept 
a regular old wagon stand. She was assisted by her son, Joseph. It 
is needless to state that her house was popular. She was a widow. 
Her house was a log building, on the south side of the road, with a 
large wagon yard attached. Her dining room occupied the greater 
|)ortion of the ground floor of her house, and her table was always 
crowded with hungry guests. Kitchen and bar room made up the 
I'emainder of the first story, and wagoners' beds covered every inch 
of the bar room floor at night. Mrs. Osford retired from this house 
after a long season of prosperity, and w^as succeeded by Peter Hager, 
an old wagoner, who at pne time drove a team for William Searight. 

Twojniles west from wMdow Osford's, Henry Miller kept an old 
tavern. It was a brick house, on the south side of the road. It will 
l)e noted that Miller is the leading name among the old tavern keep- 
ers of the road. The Smiths don't figure much in this line. 

Two miles west of Henry Miller's an old tavern was kej)t by 
Slifer, whose first name is lost to memory. It is probable he was ot 
the family of Slifers who kept at Boonsboro. It is said of this Slifer 
that he was a good, square dealing landlord, kept a good house and 
enjoyed a fair share of patronage. 



CHAPTER XXVIII. 



Old Tavenis and Tavern Keepers co}itinued — Cumberland to Little Cro»ifhigH — TJw 
City of Cumberland— Evi^rstine^s — Tfie Sijc Mile House ami Bridge — 
Clary^s — Tragedy in Frostburg — Thomas Beall — Sand Springs — Big 
Savage — Little Sara/fe — Thomas Johnson — The Sfiades of Death — John 
Recknor — Piney Grove — Mortimer Cade — Tomlinmu^s — Widmv Wooding. 

The city of Cumberland is the initial point, as before stated, of 
that portion of the National lioad which was constructed by author- 
ity of Congress, and paid for with Uinds drawn from the public treas- 
ur>^ of the United States. In 1835 James Black kept the leading 
tavern in Cumberland. It was a stage house. In 1836 John and 
Emory Edwards, of Boonsboro, leased the Black House, and con- 
ducted it as a tavern for many years thereafter. John Snider, the 
old j)ike boy of pleasant memory, hauled a portion of the household 
goods of the Edwards' from their old home in Boonsboro to their ucav 
location at Cumberland. At the date last mentioned there were two 
wagon stands in Cumberland. One of them was kept by Thomas 
Plumer. Plumer had teams on the road. The other was ke])t by 
George Mattingly. Frederic Shipley ke]it a tavern in Cumberland 
previous to the year 1840. It was located on Baltimore street, near 
the site of the station first established by the Baltimore & Ohio Rail- 
road Company. This house was subsequently conducted by George- 
W. Gump, and after him, in 1857, by David Mahaney. OneKaig, of 
Bedford county, Pennsylvania, succeeded Mahaney in the cx)ntrol of 
this house. It was called '^ The American," and entertained wagon- 
ers and the traveling public at large. In 1844 and later, the widow 
Adams kept a w^agon stand in Cumberland, on the site of the present 
rolling mill. George Elliott was manager for Mrs. Adams. The house 
was a large brick structure, and known in its day as the " Mountain 
City House.'' Lewis Smith ke])t ''The Blue Springs House" on 
Mechanics street, and was largely patronized by old wagonei-s. 
Frederic Shipley also kept a tavern on Mechanics street, after he left 
the American. John Kelso, the old wagoner, kept a tavern for a • 
short time on Mechanics street, and was well patronized ; and Otho 
Barcus, another old wagoner, kept the '' Pennsylvania House " on 
Mechanics street in 1843, and for a period of three years thereafter. 
The road when tirst laid out, as seen in a previous chapter, passed 
over Wills Mountain. In 1834 this location was changed for a better 
grade, up the valleys of Wills creek and Braddock's run. To nuike 

(2(M) 




JOHN KELSO. 



* * r 



TOE OLD PIKE, 205 

this change it was necessary to first obtain the consent of the State 
of Maryland, which was granted by an act of her Legislature in 1832. 
The old Plumer tavern stood at the eastern end of the old location, 
and the old Mattingly tavern at the same end of the new location. 
George Evans kept a tavern, also, near the eastern end of the original 
location. 

Five miles west of Cumberland, on the new location, a wagon 
stand was kept by Joseph Everstine. This was a frame house, and 
stood on the north side of the road. It was well conducted, but ow- 
ing to its proximity to Cumberland, did hot do as large a business as 
other taverns of the road, more advantageously located. 

Six miles west from Cumberland there was an old tavern known 
as the "Six Mile House." It belonged to the Bruces, an old f^nd 
wealthy family of Alleghany county, Maryland, and many years ago 
was destroyed by fire. A new building was erected on the old site, 
and remains to this day in the occupancy of a nephew of the old 
tavern keeper, Aden Clary. This house is near the junction of the 
old and new locations above referred to, and near the stone bridge 
over Braddock's run. The sixth mile post from Cumberland stands 
on the north wall of this bridge, firm and unshaken. The bridge is 
well preserved, and a polished stone thereof bears this inscription : 
•'1835 — Built by Thomas Fealy, Lieut. Jno. Pickell, U.S. Engineer, 
H. M, Petitt, Ass't Supt'd." 

Eight miles west from Cumberland Aden Clary kept. His house 
was a large and commodious brick building on the south side of the 
road, and is still standing. There was not a more popular house on 
the road than Aden Clary's. 

Frostburg is next reached. This was always a prominent point 
on the road. It did not derive its name, as many suppose, from the 
crisp atmosphere in which it was located, but from the original owner 
of the land on which it stands, whose name was Frost. Frostburg 
was the first stage station west of Cumberland. The leading taverns 
of Frostburg in the palmy days of the road were the " Franklin 
House" and the "Highland Hall House.'' The Franklin House was 
kept for many years by Thomas Beall, the father of the Bealls of 
Union town. It was headquarters of the Good Intent stage line. 
The Highland Hall House was conducted at different times by George 
W. Claybaugh, George Evans, Samuel Cessna and Thomas Porter. 
It was the headquarters of the Stockton line of coaches. During 
Cessna's time at this house he was the principal actor in a tragedy 
which produced considerable commotion in the vicinity. A negro 
servant employed by Cessna addressed some insulting remark to his 
wife, and immediately upon being informed thereof, Cessna pro- 
ceeded to dispatch the negro without ceremon}'. He was tried in 
Cumberland for murder and acquitted, public sentiment very gener- 
ally acquiescing in the verdict of the jury. About the year 1850 the 
Highland Hall House was purchased by the authorities of the Cath- 
olic church, remodeled, improved and converted to ecclesiastical jises. 

10 



206 THE OLD PIKE. 

About one niilc wewtof Frostburg, and at the foot ot Big Savage 
mountain, is Sand Springs, so called from the gurgling water in the 
sand at that point. In 1836 the widow Ward kept a wagon stand 
tavern at Sand Springs. Her house was a favorite resort for old 
wagoners. On the night of October 3, 1836. snow fell to the depth 
of a foot at Sand Springs, breaking down the timber all through the 
surrounding mountains. Mrs. AVard's wagon yard was crowded with 
teams and wagons that iiight, and the snow was so deep the next da}' 
that the wagoners deemed it inexpedient to turn out, and remained at 
Mrs. Ward's until the following morning. John Snider was among the 
wagoners at Mrs. Ward's on the occasion mentioned, and is authority 
for the occurrence of the October snow storm. The tavern at Sand 
Springs was subsequently kept by John AVelsh, an old stage driver. 
Hiram Sutton and Jacob Conrod, in the order named. Hiram Sut- 
ton was a son-in-law of Jared Clary. He kept the Sand Springs tav- 
ern down to the year' 1852, when he moved to Parkersburg, West 
Virginia, and may be living there yet. Philip Spiker, the old black- 
smith at Sand Springs, it is said could shoe more horses in a given 
time than any other blacksmith on the road. He had a rival, how- 
ever, in A. Brice DevaiL, now of Dunbar, who, in the palmy days of 
the road, carried on a shop in Hopwood, and shod horses for old 
wagoners all night long on many occasions. Devan's backers will 
not concede that Spiker was a speedier shoer than he. 

A short distance west of Sand Springs, on the side of Big Savage 
mountain, an old wagon stand was kept by one Cheney, afterward by 
Jacob Conrod. It is a stone house, on the south side of the road. 
In Cheeny's time at this house, Henry Clay Hush, who was an old 
wagoner, says that metalic mugs were used for drinking purposes, 
instead of glasses. He further states that the mugs were clean, and 
probably used through deference to the pure whisky of that day. 
Big Savage mountain is two thousand five hundred and eighty feet 
above the Atlantic. 

Two miles west from Cheney's, and at the foot of Little Savage 
mountain, Thomas Beall kept a tavern as early as 1830. William 
E. Beall, superintendent of the Uniontown rolling mill, was born at 
this old tavern. Thomas Beall removed from this place to Missouri, 
l)ut after a short absence, returned to Western Maryland, and took 
charge of the Franklin House in Frostburg. Thomas Johnson a^uv- 
ceeded Thomas Beall in the management of this house. It was a 
noted place, and Johnson was a noted character. He was a good 
fiddler and a good dancer. He owned a negro named Dennis, who 
was also a good dancer, and night after night in the cheerful bar 
room of the old tavern, Dennis performed the '' double shuftie," re- 
sponsive to lively music furnished by his old master. Johnson was 
small in stature, weighing but little over a hundred pounds. Al- 
though he participated freely in the fun of the old road, he was not 
unmindful or neglectful of his business. He owned the old tavern- 
stand mentioned and the lands adjacent, and dying, left a comforiable 



THE OLD PIKE. 207 

iiihentance to bin dewceiidants. Little Savage mountain has an eleva- 
tion of two thousand four hundred and eighty feet above the Atlantic, 
being one hundred feet lower than Big Savage. 

Three miles further westward, and at the eastern approach to the 
Shades of Death, John Recknor kept an old wagon stand, well known, 
and in its day well patronized. Recknor kept this house as early as 
1830, and ended his days in it. It was a log and frame structure on 
the north side of the road, with a commodious wagon yard attached. 
The thick branches of the pine trees grovving on Shade Hill, hung 
over this old house, imparting to it a romantic, as well as an attractive 
perspective. The fame of 3Irs. Eecknor as a purveyor of hot biscuits 
was co-extensive with the line of the road. Now, 

" The kitchen is cold and the hall is as still, 
As the heart of the hostess out there on the hill." 

Piney Grove comes next, two miles from Recknor's, so called 
from the numerous pine trees growing in the locality in the olden 
time. At an early day Joshua Johnson, a wealthy man of Frederic 
City, owned fifteen thousand acres of land, embracing Piney Grove 
and the Shades of Death, which he held for many years for specula- 
tive purposes. Portions of this large area, it is said, continue in the 
possession of Johnson's descendants to this day. The pine trees were 
cut down many yeai^s ago, sawed up and shipped to market. William 
Frost, of P'rostburg, erected the first extensive saw mill in the vicin- 
ity. At Piney Grove there was an old tavern, kept at different times 
by Truman Fairall, Mortimer Cade, Ijemuel Cross, John .Wrench 
and David Mahaney. All the stage lines of the road stopped at this 
old tavern, and wagoners in goodly numbers also congregated there. 
It was a large frame building on the north side of the road, and on 
the opposite side large stables and sheds were erected for sheltering 
hor.ses and vehicles. 

West of Piney Grove about one-fourth of a mile, an old wagon 
stand was ke]>t by a man whose name was Wagoner, and subsequently 
by Isaac Bell, and later by Mortimer Cade. Cade kept this house in 
1840, and died in it. His widow continued to keep it as a tavern for 
a number of j^ears, and until she became the wife of William Fear, 
who kept a tavern on Ke3'ser's Ridge. A daughter of Mi*s. Cade is 
living in Uniontown at this time. 

Two miles west of Pinev Grove the celebrated old Tomlinson 
tavern at Little Meadows is reached. This is an old stand; as old as 
the National Road. Here the lines of the National and the old Brad- 
dock roads coincide. Jesse Tomlinson owned the land at this ])oint. 
and kept a tavern on the old Braddock road, before the Natioiuil 
Road was made. Upon the opening of the latter he abandoned his 
old house and erected a new one on the new road,w^hich he conducted 
as a tavern for many years. After his death the property passed to 
the hands of Jacob Sides. W. M. F. Magraw, as before stated, mar- 
ried a daughter of Jacob Sides. This place is referred to as the Little 



208 TUB OLD PIKE. 

McudoAVH in the officiiil record of Bnuldock's uiifortuniite inareh 
through the niouutaiiis in 1755. The region at and about Mt. Wash- 
ington, further westward on the line of the road, where the conflict 
between Washington and the French and Indians occurred, in 1754, 
is designated by Washington, in his oflicial report of that engagement, 
as the Great Meadows. Tomlinson's tavern is a hirge stone house, 
on the north side of the road. After Tomlinson, it was kept hy 
Thomas Endsley, who was succeeded by Thomas Thistle, Thomas 
Thistle by James Stoddard, and he, in turn, by Jesse Huddleson, Tru- 
man Fairall, Lemuel Cross and David Mahaney, all before the rail- 
road was continued west of Cumberland. It was kept by George 
Layman alter the railroad absoi'bed the trade. Ijayman was after- 
ward sheritt* of Alleghan}' county, Maryland. In the year 1862, while 
the property was under the control of Mr. Magraw, the old Tomlin- 
son tavern was remodeled and much improved. The contract for the 
improvements was undertaken by George W. W^'ning, a well knowni 
car]>enter of Uniontown, who superintended the work in person, and 
during its progress he and Magraw together, spent many a pleasant 
hour amid the e.\'hilarating atmosphere of the mountains, in the society 
of the old pike boys. James K. Polk dined at the Tomlinscm house 
in the spring of 1845, on his way to Washington to be inaugurat^ul 
President. Huddleson was keeping the house at that time. The 
occasion brought together a large concourse of mountain people, who 
w^ere addressed bv the President-elect. 

One mile west from Tomlinson's the widow Wooding kept a 
tavern as early as 1842, and for some time thereat\er. Iler house was 
a frame building, on the north side of the I'oad. and was largely 
patronized by old wagoners. Mrs. Wooding growing old, and wearied 
by the onerous duties of tavern keeping, gave up the business, and 
turned her house over to her son-in-law, Peter Yeast, who conducted 
it for a season, and in turn surrendered it to John Wright. 

One mile west of Mrs. Wooding's old stand the traveler reaches 
the Little Crossings, a name given to the locality from the circum- 
stance that here the road crosses the Castlenum river, and the prefix 
^'little'" is used because the Castleman is a snuiller stream than the 
Youghiogheny, which is crossed a few miles further westward, and 
called the Big Crossings. There was no tavern at the Little (/rossings 
previous to the year 1831). Subsequent to that date a tavern was 
established there by Alexander Carlisle, who entertained the travel- 
ing public in a satisfactory manner. His house was a large frame 
structure, on the south side of the road, subsequently kept by John 
and Samuel McCurdy, and later, at different times, by David Johnson, 
William Dawson, Elisha Brown, Jacob (^onrod and David Mahaney. 
Although nearly twenty years elapsed from the building of the road 
before any old landlord at Little Crossings lieckoned the weary trav- 
eler to rest and refreshment, nevertheless, thereafter, and until busi- 
ness ceased on the line, that locality presented many and rare attrac- 
tions, as all old ]>ike boys are ready to verify. 



CHAPTER XXIX. 



Ofd TarcrrM and Tavern Keeper)^ continued — Little Cromngn to Winding RUhje — 
Granhtrille — Tfie Old Shrdfz^ Sifiner and Fuller Housea — The Vet era n^ 
Darid Maham^ff — Thoinas ThiHtkf Widow Haldeman, Death of Mr». Reck- 
nor^ Negro Mountain , Keifner^s Ridge, Log Cabin Boi/H of 1840, Jamen 
Sttxldard, Dennis UobHizell, The Fears, The Mc Curd gs, Adam Yeast, David 
Johnson, Perrg Shtdtz, Truman Falrall, John Wotfds, The Bane House, 
Wooing and Wedding of an Old Tavern Keeper, James Regnohh, Jfenrif 
Walters. 

Next after leaving the Little CrossingB on the westward march, 
comes Grantsville.a romantic little mountain village in Garrett, form- 
erly Alleghany, county, Maryland, named long before the hero of 
Appomattox was known to fame, and therefore not in his honor. In 
1833 Samuel Gillis kept a tavern in the east end of Grantsville, on 
the south side of the road, the same house that in later years was 
kept by John Slicer. It was a wagon stand in the time of Gillis, and 
Slicer did not take charge of it until business had ceased on the road. 
John Lehman kept a tavern in Grantsville in 183G. He was a son- 
in-law, as was Peter Yeast, of the good old widow Wooding, before 
mentioned. 

The Lehman House was subsequently kept by Henry Fuller, 
and after him by George Smouse. It was a frame building near the 
center of the village, on the south side of the street and road. -In 
1843 Henry Fuller demolished this old house, and erected a new one 
in its place. Adam Shultz kept a tavern at the east end of Grants- 
ville back in the forties, and dying in charge, was succeeded by his 
son Perry, who continued it down to the year 1852. when the ancient 
glories of the old pike began to weaken and wane. The Shultz House 
was an imposing brick structure, on the south side of the road, and was 
kept for a while by the veteran David Mahaney, and at one time by 
Jesse King. Perry Shultz was subsequently elected shei'ifl* of Alleghany 
county, Maryland. Solomon Steiner also kept a tavern in Grantsville 
during a portion of the prosperous era of the road. Grantsville 
seems to have been a favorite locality for tavern keepers of German 
names and antecedents. Steiner's tavern was a brick building, and 
stood on the opposite side of the road from the old Shultz House. 
Steiner built it, owned it, and died in it, and his son, Archibald, con- 
ducted it for a number of years after his father's death. It was a 
wagon stand. The Fuller House was kept at different times by John 

(209) 



210 THE OLD PIKE. 

D. Wrench, Bazil Garlette, Barney Brown, John Slieer, William Slieer, 
William Beffler, John Millinger, and Nathaniel Slieer. Christian M. 
Livongood is the present proprietor. Archibald Steiner was succeeded 
in his father's old house, first, by William Shaw, and thereafter in 
turn by John Millinger and Jonas E. Caiuigy, the present proprietor, 
and it is now called the Farmer's House. 

David Mahaney, whose name frequently appears in these pages, 
is a remarkable man. A boy when the National Road was made, ho 
has lived on and near it all his life. His present residence is Dunbar, 
Fayette county. Pa., but he is a familiar figure on the streets of Union- 
town. He is the father of Lloyd Mahane}', the well known enter- 
j)rising owner and manager of the handsome new Mahaney house in 
Fniontown, and of George Mahaney, also a popular hotel man, who 
at one time kept the Dixon house in Greensburg, afterward a hotel in 
Pittsburg, and at the jSresent time is conducting a house in Latrobe. 
David Mahaney was born in Washington county, Md., near Hagers- 
town,in 1807, and is therefore in his eighty-sixth year, while he has the 
appearance of a man not over sixty. His complexion is swarthy, step 
elastic, and his memory but slightly impaired l)y the inroads of time. 
His father was a native of Culpeper county, Va., who met with a 
melancholy death by drowning in the Potomac river, on the night of 
the presidential election of 185G. His polling place was eight miles 
from his residence, in Maryland, and to reach it and vote involved the 
crossing of the Potomac. It was late in the evening when he left the 
polls to return home, and upon reaching the river, by some untoward 
accident fell into the water and perished. David Mahaney 's fii'st ven- 
ture in tavern keeping on his own account was at the old Shultz 
house in Grantsville. He was personally acquainted with Henry Clay, 
Thomas H. Benton, Lewis Cass, and others of the old time statesmen, 
and frequently entertained them. 

As early as 1836 Thomas Thistle kept a tavern at the foot of 
Negro Mountain, two miles west of Grantsville. With a name some- 
what rasping in its import. Thistle had a smooth tongue, a mild man- 
ner, and furnished excellent entertainment for the traveling public. 
He was one of the oldest and best known tavern keepers on the road. 
His house w.as a long, frame wooden building, on the south side of the 
road, at times a stage station, and throughout its entire existence a 
wagon stand. Here the National Road crosses the line of the old 
Braddock road. In 1844 William Dehaven kept the old Thistle 
tavern, and later it was kept by Levi Dean. 

One and a half miles west from the old Thistle house, and on the 
eastern slope of Negro Mountain, the widow Haldeman kept a tavern 
a,s early as 1840, and like all the widows, had a large patronage. 
While conducting this house, Mrs. Haldeman became the wife of 
Daniel S mouse, who thereafter took charge of it. The house was a 
log building, on the south side of the road, and the spacious grounds 
suiTounding it were crowded, night after night, with six-horse teams 
and big, broad wheeled wagons, covered with canvass, presenting the 




DAVID MAHANY. 



THE OLD PIKE. 211 

appearance of a military encampment. This old house was sub- 
.sequently kept by George Smoiise, and later by John Wright. The 
widow Recknor, of savory memory, before mentioned, died a boarder 
in this old tavern, much lamented. 

Onward, westward and upward, the crest of Negro Monntain is 
reached. There are several versions of the origin of the name of 
this mountain. Probably the one most worthy of acceptance is that 
in the early collisions between the whites and the Indians, a negro 
appeared as an ally of the Indians in a conflict on this mountain, and 
was among the slain. Negro Mountain is two thousand eight hun- 
dred and twenty-five feet above the level of the Atlantic ocean, and 
the second highest elevation on the line of the road. The old com- 
missioners give the height of the mountain as two thousand three 
hundred and twenty -eight and twelve one-hundredths feet, from their 
base of measurement in the Potomac, near Cumberland, and as before 
stated, make no mention of Keyser's Eidge. In the year 1836 Den- 
nis Hoblitzell kept a tavern near the summit of Negro Mountain, on 
the eastern slope. He was the father of Mrs. McClelland, of the 
McClelland house in Uniontown. This old tavern is a stone building, 
on the north side of the road, and the same that in after vears became 
celebrated as a resort for hog drovers, under the management of Wil- 
liam Sheets. It was kept as a tavern after Hoblitzell left it, and be- 
fore the time of Sheets, by Thomas Beall. 

Two miles west from Negro Mountain Ke^'ser's Ridge looms up 
in view. This was a famous locality in the prosperous days of the 
road. It is a bald, bleak range, not inaptly described as the back-bone 
of the mountains. It is two thousand eight hundred anJl forty-three 
feet above sea level, and the highest point on the road. In the olden 
time snow drifts often accumulated to the depth of twenty feet on 
Kej'ser's Ridge, and stages and wagons were compelled to take to the 
skirting glades to avoid them. Francis McCambridge kept a tavern 
here as early as 1820, and was succeeded by Robert Hunter, and he 
by James Stoddard, some time previous to 1840. Hunter went from 
this house to Petersburg. James Stoddard w^as the grandfather of 
Mrs. McClelland, of the McClelland house, Uniontown. Stages stopped 
at Stoddard's, as well as wagoners and travelers of every description. 
The log cabin boys of Uniontown stopped at Stoddard's the first night 
out on their memorable trip to Baltimore, in 1840, to attend the great 
Whig mass meeting of that year in that city. They had with them, 
on wheels, a regular log cabin, well stored with refreshments of every 
kind, and the very best; and every mile of their long journey re- 
sounded with lusty shouts for "Tippecanoe and Tyler, too." E. B. 
Dawson, esq., and Lucien B. Bowie, of Uniontown, are the only sur- 
vivors of that unique pilgrimage, so far as can be ascertained. The 
party consisted of such distinguished and well remembered Whigs, of 
Uniontown, as James Veech, Alfred Patterson, Rice G. Hopwood, 
Thomas R. Davidson, Lee Haymaker, John Ilarvc}', William 3Ic- 
Donald. Robert L. Barrv. James Endslev, William E. Austin, E. B. 



212 THE OLD PIKE. 

Dawson and Lucien B. Bowie. There were doubtless others, but 
owing to the long lapse of time their names are not recalled. Red- 
ding Bunting drove the team that hauled the cabin, and Thomas A. 
Wiley Avas with the party as an employe of the Stockton stage line, 
which furnished four coaches for the transportation of the political 
pilgrims. James Endsley was of the Somerfield family of Endsley^4, 
and died in that place in July, 1893. At Middletown, a short distance 
east of South Mountain, in Maryland, the log cabin boys were con- 
fronted with a petticoat suspended from a pole, which excited them 
to rage A collision and a fight ensued. John Harvey, the muscular 
man of the log cabin boys, engaged a like representative of the other 
side, and it is claimed, by the friends of Harvey, that he vanquished 
his antagonist. It is not improbable that both sides claimed a victoiy. 
The party reached Baltimore safely and on time, and were received 
in that city with great enthusiasm. They were tendered a reception 
speech, which was delivered by "The Milford Bard," a celebi^ated 
Baltimore poet and orator of that day, and the speech responsive was 
made by VVilliam E. Austin, who was a gmceful orator, and his effoi*t 
on this occasion was one of his best. The Stoddard House, at Kevs- 
er's Ridge, was subsequently and successively kept by Dennis Hoblit- 
zell, William Fear, one of the McCurdys, Adam Yeast and David 
Johnson, the latter the stepfather of Mrs. McClelland, of the Mc- 
Clelland House, Uniontown, before mentioned, who was born in this 
house when it was kept by her father, Dennis Hoblitzell. William 
Fear owned the old Stoddard House, and sold it to Perry Shultz, who 
conducted it as a tavern for a number of years, in addition to the 
])arties abo\»e named. William and Daniel Fear were brothers. 
William, upon quitting the road, removed to Virginia, where heliv^ed 
to an old age and died. Daniel exchanged the mountains for the rich 
valley of the Monongahela, and ended his days in Brownsville. In 
1840 Truman Fairall built a house on Keyser's Ridge, and conducted 
it as a tavern down to the year 1853, and a short time thereafter 
moved to the State of Iowa, where he spent the remainder of his life. 
The Stockton line of coaches stopped at Fairall's. Fairall was a na- 
tive of Old Virginia. Samuel Fairall, a son of Truman, the old tav- 
ern keeper, at one time a student in the Dunlap's Creek Academy, 
near Merrittstown, Fayette county, Pennsylvania, is a law judge in 
one of the courts of Iowa. 

About half a mile west of Keyser's Ridge, and in the year 1850, 
John Woods built a house and conducted it as a tavern until the close 
of business on the road. He was an uncle of Henry, Thomas an<l 
Alexander Woods, of Uniontown, and an old wagoner. Sandy Con- 
nor, the old blacksmith of Keyser's Ridge, and occasionally a stage 
driver, retired to an humble dwelling on the road side, opposite the 
Woods House, and there in the depths of the mountains took final 
leave of the old road and all its endearing memories. 

Two miles west of Keyser's Ridge an old wagon stand tavern 
was kept by Daniel Fear, l)efore mentioned, who was the father of 



THE OLD PIKE. 213 

John G. Fear, who kept the old Workman House,, in Brownsville, a 
few yeai's ago, George W. Fear, formerly a wholesale liquor merehant 
in the same place, and Frank Fear, who once kept the Yough House 
in Connellsville. The old Fear tavern referred to was also at one 
time kept by Harvey Bane and by William Carlisle, and later by 
David Johnson. It was a frame house on the north side of the road. 
Within the venerable walls of this old tavern, and amid the romantic 
walks about it, when it was kept by David Johnson, Alfred McClelland, 
the renowned old tavern keeper of Unionlown, wooed and won his 
bride, and here in 1856 was happily married to Miss Sarah E. Hob- 
litzell, now, and for many years, a widow, and reigning mistress of 
the old McClelland House, in Uniontown, one of the most famous of 
all the far famed hostelries of the road. 

About three-fourths of a mile west from the old Fear House, in 
later years better known as the Bane House, James Reynolds estab- 
lished a tavern as early as the year 1818, and continued to preside 
over it and entertain the traveling public until the year 1843. It was 
a popular wagon stand in its day. James Reynolds, its old proprie- 
tor, was the father of William Reynolds, elsewhere mentioned as an 
old wagoner, tavern keeper and express agent. Daniel Fear suc- 
ceeded James Reynolds in the old house mentioned, and conducted it 
for a term of four years. He next moved to a wooden house about 
three hundred yards to the westward, and kept it as a tavern for two 
yeare. This old house w^as built by Jacob Frederic Augustine, and 
known as the Augustine House. From this old house Daniel Fear 
moved to Sand Springs, and kept the old Hiram Sutton house at that 
point for a term of two years, at the end of which he moved to 
Brownsville, and died suddenly in Uniontown on Jul}'' 7, 1854, while 
on a business errand to that place. John Woods succeeded Fear in 
the Augustine House. 

Within a distance of one hundred yards westward from the old Rey- 
nolds House, and in the year 1845, Henry Walters erected a wooden 
building and embarked in the business of tavern keeping. After a 
brief experience in this line, he removed to Hopwood, where he oper- 
ated a blacksmith shop. While in Hopwood, and from the savings of 
tavern keeping and blacksmithing, he purchased the land on Dunbar s 
Camp, occupied it a number of years, sold it at an advance to Dr. 
Waters, of the Soldiers' Orphans' School, and with his added accu- 
mulations, bought the old Grier-Brow^n farm on Redstone creek, in 
Fninklin township, Fayette county, Penns^'lvania. founded the vil- 
lage of Waltersburg, and about two years ago died, leaving his family 
a comfortable inheritance. He is well remembered as an amiable, 
industrious and money accumulating citizen of German origin. 



io« 



CHAPTER XXX. 



Old Tiueni* and Taiirn Kt'epertt cv}itiniufd — IVindhnj Hidtje to Ow Biff CroxsltujH — 
The State Liw — How it iV Noted — The Old Stone Tareni on Winding Ridge, 
John Welnh, Major Panl^ The ]y'ahh'»y Edward C. Joru'Sy The Angmatinet^^ 
Daniel Blucher^ Peter»harg, Gen. Roiw, William Roddy, Gabriel Abranntj The 
Rider Family ^ Col. Samuel Elder ^ Robert Hnnttr, John McMuUin^ Alfred 
Neu'lon, Littt Watmjn^ John Mitchelly John Breulfieldy TJw Temple of Juno^ The 
Biff CtvmtujHf End»ley'ii Old Tavern^ John Campbell, Wdliam Indtoff — An 
Old Time Fourth of July Celebration. 

From Baltiiuore to the point last mentioned in the preceding 
chapter, all the old taverns on the road are in the State of Maryland. 
The road crosses the dividing line between the States of Maryland 
and Pennsylvania, near the eastern foot of Winding Ridge. The 
crossing point is marked by a metal slab shaped like the ordinary 
mile post, and bears this inscription on one side: 'sState Line, 
Md. 96.^ to Wheeling, to Petersburg, 2|^." Oii the other side: 
''State Line, Penna. 34J to Cumberland, to Frostburg, 23J." 

Near the top of Winding Ridge, and in Somerset county, Pa., 
there is an old stone tavern which was built as early as the year 
1810, and by John Welsh, who occupied it and conducted it dowMi to 
the year 1821, when it passed to the management of Samuel Denni- 
son, who was succeeded in turn by M. J. Clark, Isaac Ochletree, Peter 
Yeast, Maj. William Paul, Michael Cresap, Robert Boice and William 
Lenhart. John AVelsh, who built this house and first occupied it, was 
the father-in-law of Aden Clary, well known in the early history of 
the road. Major Paul kept this house in 1836, and for some time 
thereafter. Ho subsequently kept a tavern in Washington, Pa., on 
Maiden street, op])osite the female seminary, and later in West Browns- 
ville, where he died more than fortv^ years ago. He was familiarly 
known from one end of the road to the other. Voluble in si)eech. 
rotund in form, and ruddy in complexion. Major Paul was a fine ty})e 
of the jolly landlord of the old road. ' He had a daughter, the wife of 
Aaron Wyatt, an old tavern keeper of the road, who always enjoyed 
the reputation of keeping a good house, owing in all probability to 
the early and practical training of his wife. Mrs. Patrick at one time 
owned and occupied the old stone house on top of Winding Ridge. 
She was the mother of W. W. Patrick, now, and for many years, the 
intelligent head of the old reputable and successful banking house of 
R. Patrick k Co.. of Pittsburg. About the year 1850 the stables, 

(214) 




JOHN RISLER. 



THE OLD PIKE. 215 

appurtenant to the old stone tavei*n, above mentioned, and when it 
was kept by William Lenhart, were destroyed by fire, supposed to 
have been the incendiary work of a disreputable woman. The loss 
was serious, and included two fine horses, the property of William Hall, 
the typical old regular wagoner, hereinbefore mentioned. Winding 
Ridge derives its name from the tortuous course of the old Braddock 
road up the mountain, at that point. 

At the foot of Winding Ridge, on the north side of the road, an 
old wagon and drove stand was kept as early as the year 1820, by 
John Wable. This old tavern keeper was probably Avell advanced in 
years when he first put out his sign, and from this old house he was 
summoned to his last account. He had two sons, John and Jacob, 
who succeeded him in the management of the old tavern, as tenants 
in common. The sons applied themselves assiduously to the business 
of entertaining the public, and after a brief experience, concluded 
that their fathers old house was too small to meet the demands of the 
increasing trade and travel of the road, and accordingly tore it down 
and erected a new and larger one in its place. The new house at- 
tracted a paying business, and remains a well know^n landmark of 
the road. In course of time the Wables left this house, and their suc- 
cessor was Edward C. Jones, the grandfather, on the maternal line, 
of Caleb and Noble McCormick, of Uniontown. This was more than 
fifty years ago. Mr. Jones moved from this old house to Searights, 
w^here he resided for a time, and subsequently located in New Salem, 
where he died. The old Wable house next passed to the hands of 
Jonas Augustine, who became its owner and conducted it as a tavern 
for many years, doing a good business. While in charge of this old 
tavern he was elected a member of the legislature of Pennsyl- 
vania for Somerset county, and represented his constituents with 
recognized fidelity. He died soon after his legislative career ended, 
and the old tavern w^as purchased by his brother, Daniel Augustine, 
who kept it for many years, and until tavern keeping on the road 
ceased to be profitable Previous to the occupancy of Daniel Augus- 
tine, this house was kept for brief periods between 1840 and 1845, 
first by Michael Cresaj), and after him by Joseph Whetstone. Cresap 
went from this house to the stone house on Winding Ridge. The 
widow of Jonas Augustine, well advanced in years, occupies this old 
house at the present time, as a private residence, and Daniel Augus- 
tine is a resident of Petersburg, and regarded as the richest man in 
that town. 

One mile west of Augustine's, Daniel Blucher kept a tavern as 
early as 1828. He was a German, and his custom consisted mainly 
of the patronage of old wagoners. This house dropped from the roll 
of taverns long before the great travel on the road ceased. 

The ancient and picturesque village of Petersburg is the next 
point reached on the westward march. Petei'sburg is noted for its 
healthful location and the beauty of the surrounding scenery. It has 
always been a popular resort for summer tourists seeking exemption 



216 THE OLD PIKE. 

from the stifling heat of crowded cities. Here lives *Gen. Moses A. 
Ross, a retired merchant, who did business in the village for fifty yearSj 
and gained the confidence and enjoys the esteem of all his neighbors. 
A number of years ago his fellow citizens elected him to the legisla- 
ture, and he served them intelligently, faithfully and honestly. He is 
a christian gentleman, and his long and honest business career on the 
road entitles him to be classed as a pike boy, well worthy of honor- 
able mention. General Ross was born in Masontown, Fayette Co., 
Pa., in the year 1810. Here also, lived for many years, and died, 
William Roddy, who was at one time a superintendent of the road, 
and a gentleman of unquestioned integrity. The first tavern ever 
kept in Petersburg was by Gabriel Abrams, father of the late Judge 
Abrams, of Brownsville. It was a frame house, on the south side of 
the road, and built by Gabriel Abrams, aforesaid. This house did a 
large business throughout the entire career of the road, as a national 
highway. Subsequent to the time of Abrams it was conducted suc- 
cessively and successfully by John Skinner, Daniel Clary (in 1830), 
William Reynolds, Thomas Brownfield, James Marlow, Michael Cresap, 
Peter Turney, Joseph Hendrickson and Henry Magee. A frame 
house on the north side, erected by Henry Wentling, was conducted 
by him as a tavern from 1820 to 1829, when he leased it to John Ris- 
ler, a celebrated old tavern keeper, who kept at various points on the 
road in the days of its glory. Mr. Risler was the father-in-law of the 
venerable Harrison Wiggins, Brown Hadden, and the late Stephen 
W. Snyder, and it is the tradition of the road that wherever a kitchen 
and a dining room were controlled by a female member of the Risler 
family, there a well cooked and relishable meal was sure to be ob- 
tained. Mr. Risler was succeeded in the old Wentling house by James 
Connelly, and he, in 1835, by the stalwart and popular old wagoner, 
Matthias Fry. Fry remained in charge until the spring of 1838, when 
he turned it over to John Bell, who was succeeded by his son-in-law, 
(vol. Samuel Elder, who remained in charge until some time late in 
the forties, when he moved to Uniontown and took the management 
of the National house in that place. In the year 1832 Robert Hunter 
opened a tavern in a brick house, on the south side of the road and 
street, in Petersburg, and conducted it for many years with marked 
success. Mrs. Hunter, the old and amiable hostess of this house, is 
remembered as well for her good qualities as a housekeeper as for her 
immense size. She weighed two hundred and fifty pounds. This old 
house was subsequently kept b}' John A. Walker, John McMullin, 
Alfred Newlon and Lott Watson, in the order given, and was always 
well kept. The stage coaches of one of the early lines stopped at 
this house, and it has been extensively patronized by summer visitors 
and pleasure seekers. It was one of the very best eating houses on 
the road, and is continued as a tavern to this day by Mr. Mitchell, 
who holds a license and keeps a good house. John E. Reeside mar- 
ried a step-daughter of John McMullin. 

" Died December 12, 1893. 




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THE OLD PIKE. 217 

• 

At a very early period in the road's history, John Mitchell kept 
a tavern one mile west of Petersburg, on the north side. Besides 
doing a general business, this old house was a station for the first line 
of stages on the road. It was destoyed by fire on the Slst day of 
October, 1828, and supplied by a new log structure, which was kept 
as a tavern for many years by John Mitchell, jr., who erected near 
the old site the present large and substantial brick building in which 
he is now living, one of the oldest men on the road. On the oppo- 
site side of the road from this house immense stabling was erected, in 
after years supplemented by cattle and hay scales, all of which are 
still standing, tending slightly towards dilapidation and decay, but in 
a much better state of preservation than most of the old stables of 
the road. There is a large and fertile farm connected with this old 
tavern stand, well \nanaged, under the direction of its venerable 
owner, *John Mitchell. 

A short distance west from Mitchell's, a large brick house on 
the north side of the road, was kept as a tavern by John Bradfield in 
1840, and later. The locality was known as Newbury. John Brad- 
field was the general agent of the first heavy freight line put on the 
road, moved by six horse teams, stationed at intervals of fifteen miles. 
Ho was an old wagoner, and a good business man, and before going 
to Newbury kept a tavern in Wheeling and in Washington, Pennsyl- 
vania. After Bradfield's retirement the Newbury house was continued 
as a tavern by Moses Jennings. 

Less than a mile west of Newbury, on the north side of the road, 
an old building once used as a tavern, attracts special attention by 
reason of the singular style of its architecture. It is a wooden stinic- 
tui'tj, commonly called a frame, with an unusually high portico in 
front, supported by four round and tall wooden columns, tapering 
upward and and downward from the centers. It reminds one of the 
old pictures of the temple of Juno, and possibly the designer had that 
ancient temple in view when he planned this old tavern. He is said 
to have been a native of the vicinity, not likely versed in the classic 
orders of architecture, but the stylo he adopted in this instance might 
reasonably be regarded as the Monogynous. Two immense stables 
appurtenant to this old tavern, one log, the other frame, both still 
standing, weather beaten, emptj', and useless, bear silent, but impres- 
sive testimony to the thrift of other days, and impart a tinge of 
melancholy to the memories of the old pike. Daniel Show was the 
original owner of the quaint old building above described, and its 
first occupant. He sold it to Samuel Easter, who conducted it for a 
brief period, and was succeeded by Peter Lenhart, mentioned here- 
inafter as "Shellbark." Samuel Thompson succeeded Lenhart, and 
he in 1846 was succeeded by Mrs. Metzgar, who subsequently became 
the wife of John Olwine. 

And now the hills that skirt the Youghiogheny river rise to view, 
and Somerfield is reached, an Ancient little town, which the old metal 

• Died in 1892. 



218 THE OLD PIKE. 

■ 

mile posts on the road persist in calling Smithfield. That this town 
was once called Smithfield there can be no doubt, and that it now is 
Somerfield is equally clear. It was originally called Smithfield, be- 
cause its founder's name was Smith, but the postoffice department 
changed it to Somerfield on account of the great multitude of Smiths 
and Smithfields in all portions of the universe. Somei*field has been 
the scene of many a lively incident of the old road. Here light feet, 
impelled by lighter hearts, tripped to the notes of merry music, and 
the ringing laugh and sprightly jokes of the old stage driver and 
wagoner, enlivened the now dull halls of the old taverns. The most 
noted old tavern keeper of Somerfield was Capt. Thomas Endsley. 
Somerfield was always a stage station, the second relay east of Union- 
town. The Endsley House was the headquarters of Stockton's line. 
It is a stone building, and stands near the bank of the river at the 
western end of the town, and was erected in the year 1818 by Kin- 
kead, Beck & Evans, the old bridge builders, and occupied and con- 
ducted as a tavern by James Kinkcad, the senior member of the firm, 
from the date of its completion to the year 1822. John Campbell 
Avas its next occupant, who kept it for a term of two years, and until 
1824. Capt. Endsley then took charge of it, and conducted it down 
to the year 1829. John Shatter kept it from 1829 to 1831, when 
Ca])t. Endsley again took charge and continued down to 1834, when 
liedding Bunting was installed, and conducted it down to the year 
1837. He was succeeded by John Richards, who remained in charge 
until 1840. Squire Hagan conducted it from 1840 to 1842, andxVaron 
Wyatt from 1842 to 1847, when Capt. Endsley, the third time, re- 
entered, and remained in charge until 1852, when he gave place to his 
son William, the j)resent incumbent. This old house is as solid as 
when first constructed. Its foundation walls are not the least im- 
paired, and its mortar pointings are as hard as the stones, while the 
wood work, and notably the doors, casings and mantel pieces, are in 
a perfect state of preservation, attesting the skill of the mechanics 
at the early period in which the house was built. Near the center 
of the town, on the south side of the street, an old log tavern was 
kept l>y John Campbell, as early as the year 1824, and immediately 
after his retirement from the Endsley House. He was succeeded in 
turn at this house by L. C. Dunn, Samuel Frazee, Moses Jennings, 
and John Bradfield. The June Bug line of stages stopped at this 
house, and for a while the Good Intent line. It went out of business 
in 1853, was remodeled and improved, and is now the private resi- 
dence of James Watson. Prior to 1837 and down to 1849 a tavern 
was kept on the north side of the street in Somerfield, by Daniel 
Blucher, J. Tantlinger, Ca])t. Morrow, Aaron Wyatt, Andrew Craig, 
Samuel Thompson and P. R. Sides, in the order given. This house 
ceased to do business in 1849. and was pulled down in 1883, and never 
rebuilt. In 1823 James Kinkead, the old bridge builder, kept a tavern 
in a brick house on the south side of the street in Somerfield. This 
house was afterward and successively kept by AVilliam Imhoff, James 



THE OLD PIKE. 219 

Watson, Lot Watson, John Irvin andEphraim Vansickle. Yansickle 
was a* blind man and engaged in tavern keeping when the glory of 
the road was fading away. He had many of the elements of a suc- 
cessful tavern keeper, and furnished satisfactory entertainment to the 
few travelers and strangers who sought shelter and refreshment un- 
der his kindly roof; but he was too late. Tavern keeping on the 
National Eoad was but a legend when he embarked in the l)usine8^^, 
and he was constrained to listen day after day, and night after night 
to the glowing recitals of the good times in bygone years, and recon- 
cile himself as best he could to the existing situation. At Someiiield 
the road crosses the Youghiogheny river over a large, handsome and 
substantial stone bridge, three hundred and seventy-live feet in 
length, with three symmetrical arches, and appropriately' named by 
old pike boys the Big Crossings." A large dressed stone in the wall 
of this bridge above the surface of the road, and near the eastern end, 
bears the inscription; ''Kinkead, Beck & Evans, builders, July 4th, 
1818.'' The day of the month, the anniversary of Independence, is 
given because on that day the bridge was finished, and the occasion 
was celebrated with great eclat. The inhabitants of the mountains 
for miles around, male and female, old and young, with old fashioned 
banners and old fashioned music, turned out in great numbers, in- 
spired by that genuine patriotism which characterized the early 
period of our country's independence, while yet many of the soldiers 
of the revolution were living, and were addressed in eloquent terms 
bv the Hon. Andrew Stewart. Col. Samuel Evans,' Hon. John Daw- 
son and John M. Austin, of Uniontown. 



CHAPTER XXXI. 



Old Taverns and Tavern Keepem contimu*d — Big Cnmnigs to Mt, Wcusfimgton — 
Old Shellbarkf Jacob ProbascOy Jockey HoUotVj Old Tom BrouHy Mt. Augusta, 
Marlow^s, the Three Cabins, McCoUouglCs — A Fugitive Slave 2'ragedy — A 
Sermon cut short by the Baying of Hounds — Charley Rush — The Sheep's 
Ear — the BuWs Head, the Old Inks House, Nick McCartney, Boss Rush, 
Samuel Fruzer, John Rush. 

The first old tavern west of the ''Big Croasings/' and the first in 
Fayette county, Pa. (for the river here is the boundary line between 
the counties of Fayette and Somerset), is that which for many years 
was kept by Peter Lenhart, commonly known as " Shellbark." This 
is a two-story house, originally built with logs, but subsequently 
weather-boarded and painted red. The red, however, has long since 
disappeared, and it now wears the dingy, dark colored hue that 
settles upon all ancient buildings. A man named Ebert built this 
house and occupied it as a private residence. He was a tanner by 
trade, and a justice of the peace. He sold out to Peter Lenhart's 
father, who occupied the house also as a private residence until his 
death, when his son Peter succeeded him and opened up the house 
as a tavern, and soon after added a distillery. The house had a good 
custom and "Shellbark" was prosperous. He was an eccentric man, 
and like Orator Puff, had two tones to his voice. He had a habit, 
upon rising every morning, of cutting a large slice from a loaf of 
bread, spreading it with butter, and eating it in connection with a 
glass of whiskey. He enjoyed this matutinal habit for many years, 
and I'aroly omitted it. Why he was called '* Shellbark " is not accu- 
rately known. He was in early lifer an old-line Democrat, but in 
later years got " mixed up," and seemed to have lost his political 
moorings. He died a few years ago, and his widow and daughter 
remain in the old house, occasionally entertaining strangers and ti*av- 
elers in very satisfactory style. 

The next old tavern stand is about half a mile from Lenhart's, 
on the south side of the road. The line of the National Road 
here is the same as that of the old Braddock road, and this 
house was kept as a tavern by Andrew Flenniken, before the 
National Road was constructed. Jacob Probasco succeeded Flen- 
niken in this house. Besides kee])ing a tavern, Probasco had teams 
on the road, was a contractor for rej)air8, operated a store, put up 
and operated a grist and saw mill, and engaged in many other en- 
terprises. One of his contracts was for taking up a portion of the 
old road bed. At first, as elsewhere noted, the road was paved with 
large boulders, which were subsequently taken up and their places 
supplied by stones broken into small pieces. There are points along 

(220) 



• * • « . 



THE OLD PIKE. 221 

the road where the old bed remains, and here the road is in better 
condition than elsewhere, which has started the belief that it was a 
mistake to take up the original bed; but this is a disputed and un- 
settled question. Prominent among those who thought it was a mis- 
take to take up the original road bed was Capt. Thomas Endsley, the 
old tavxjrn keeper of Somerficld. lie argued the question on many 
occasions with the engineers, and after the work was done adhered to 
his opinion, and characterized the plan as a foolish notion of inex- 
perienced young cadets. Probasco got into trouble in attempting to 
collect a claim by attachment, was indicted for perjury, and soon after 
left the State, settling in Ohio, and there became prominent and 
wealthy. It was a relative, probably a son of Jacob Probasco, who 
donated the money for the erection of the celebrated fountains in the 
city of Cincinnati. Probasco sold out to Peter Baker, who kept the 
house a number of years, and he was succeeded in turn by John 
Irvin, Jacob Richards, Charles Kemp, Aaron Wyatt, Morris Mauler, 
Aden Clary and Alexander Speers. It was a stage house, and passen- 
gers by one of the coach lines took meals there. John Conway now 
occupies the property, and it is owned by Aden Clary, of Frostburg, 
Maryland. The house is long and narrow, made up of different 
structures erected at different times, one part stone, another log, and 
a third frame, all now, and for a long time heretofore, joined together 
and enclosed by weather-boarding. The intervening space between 
this and the Youghiogheny river is called ''Jockey Hollow," a level 
piece of road upon which horses were run and cock-fighting ])rac- 
ticed. Hence the name Jockey Hollow. Ephriam Vansickle, "Blind 
Eph," as he was called, kept a tavern many years in an old log house 
in Jockey Hollow, and did a good business. This house was never 
kept as a tavern by any other person than Vansickle. He subse- 
quently kept a tavern in Somerfield. Nicholas Bradley, who died a 
few years ago, was an old denizen of Jockey Hollow. He was a con- 
tractor on the original construction of the road, and as his name im- 
plies, an Irishman. His son, Daniel, still lives here, an active business 
man and an influential Democratic politician. * Jeremiah Easter, esq.. 
Democratic Jury (Commissioner, also lives here. John Conway once 
kept a tavern in the "bond of the road" near the foot of the hill, 
abo^it half a mile west of Jockey Hollow. This house was a log 
structure, long since demolished, and a small frame now stands on 
the old site. John Conway was Daniel Bradley's grandfather, long 
since dead, and therefore not the man at present occupying the old 
Probasco tavern. 

Next is the old tavern of Thomas Brown. This is a large stone 
house, built by Mr. Brown about the time the road was made. It 
stands on the south side of the road. Brown kept it as a tavern from 
the time it was built until the time of his death. Col. Ben Brown- 
field and Gen. Henry W. Beeson were wont to come here on their 
sleighing excursions in the olden time, often remaining many nights 

♦ Now decetaed. 



222 THE OLD PIKE. 

and days enjoyiug themselves in dancing and feasting. Brown was 
a good fiddler, and furnished his guests with music, as well as other 
means of entertainment. He was a large man with a shrill voice, 
and considered a popular landlord. The property remained in the 
Brown family a few years after the death of the old proprietor, and 
ultimately fell into the hands of Jacob Umberson, the present occu- 
pant. The elections of Henr^' Clay township were formerly held at 
this house, and many exciting scenes have been witnessed here on 
election day. 

The next old tavern site is Mt. Augusta. ( Site is used becau.^^e 
the old brick tavern house that stood here for so many years was 
burned down some time ago, and has not been rebuilt.) It was one 
of the largest and most commodious houses on the road, wiUi two 
large water troughs and extensive stabling among the appurtenances. 
In the palmy days of the road it did a large business. John Collier 
was the original owner and occupant of this property. At his death 
it fell into the hands of his son, Daniel, who kept it for a number of 
years and sold out to Thomas BrowMifield. Brownfield kept tavern 
here for thirty years, and sold out to John O'Hegarty, the present 
owner and occupant. Daniel Collier moved from here to Ueorges 
township, where he died a few years ago, the owner of a large estate. 
Brownfield became successively commissioner and sheriff of Fayette 
county, Pennsylvania, and at the close of his term as sheriff removed 
to the State of Missouri, where he died. The sale of this propert,y by 
Brownfield to O'Hegarty, was effected through the agency of the 
celebrated Henry Clay liean. O'Hegarty lived in Lebanon county. 
Pennsylvania, when he became the purchaser. The old tavern house 
was burnt during the occupancy of Mr. 0'Hegart3\ After the fire 
he moved into a frame tenant house, on the opposite side of the road, 
a little to the east, where he lives now. He is an acting justice of the 
peace, esteemed for his honesty and probity, and wields great influ- 
ence among his neighbors. 

Next is a stone house on the south side of the road, first kept as 
a tavern by William Shaw, and afterward by William Griffin, Charles 
Kemp, Isaac Denny and AVilliam A. Stone, in the order given. It did 
a good business, and was regarded as a good house. 

Next comes the old Marlow House. This is a large two-8k)ry 
brick building, near the summit of a long hill. On the opposite side 
of the road a large stable was erected, capable of sheltering a hun- 
dred horses, and now in a decaj'ing condition. The indispensable 
water-trough was here also. This house was built and kept as a 
tavern by Benjamin Miller, the grandfather of Ben, Jeff and Sam 
Miller, of Uniontown. Miller sold the property to James Marlow. 
Marlow kept it a long time, and died in it. At the time of his death 
he was superintendent of the road. He was a short, heavy set, quiet 
man, and came from Maryland, He had several sons, all of whom 
went west many 3'ears ago, and one of them is now the proprietor of 
the -'American hotel," in the city of Denver. Benjamin Miller was 




DANIEL COLLIER. 



THE OLD PIKE. 223 

once a candidate for the Legislature, and pending his canvass de- 
clared, "By the Eternal, if the people did not elect him he would go 
up on the hill overlooking Harrisburg, and look down with contempt 
upon the Capitol." Ho was not elected. 

At the foot of the hill, below the Marlow House, stood, in the 
olden time, a cluster of small log cabins, three in number, which con- 
stituted a tavern stand known as the "Bush House," or "Three 
Cabins." This quaint old tavern was kept by one Leonard Clark, 
who entertained a great many strangers and travelers, especially such 
as were in quest of something to slake their thirst. Its best business 
(lays were during the time the road was undergoing construction, and 
upon its completion the "Three Cabins" succumbed to more preten- 
tious inns. These cabins were covered with clap-boards; the chim- 
neys built of rough stones, and "topped out" with mud and sticks. 
Clark, the old proprietor, retired from public life soon after the com- 
pletion of the road, went west, left his cabins to the tender mercies 
of the elements, and scarcely a trace of them can be seen at this day. 
That jolly times occurred at this old tavern, among the early pike 
boys, there can be no question. 

The next house is a two-storj' stone building with portico in 
front, known in recent years as the "Old McCollough Stand." It 
was built and first kept as a tavern by a man named Bryant. James 
Sampey, Isaac Nixon, Morris Mauler and Nicholas McCartney, each 
kept this house for shorter or longer terms before McCollough went 
into it. Col. John W. McCollough, who became the owner of the 
property, kept tavern here for many years, and died the proprietor, 
lie was a man of stahvart size, a talking man and a politician. He 
was likewise a contractor, and did much work on the road. He left 
a widow and several children. * Jim and Nick, two of his sons, are 
well known pike boys. His f widow married 'Squire Burke, who 
now occupies the house, and there is no place on the road where a 
better meal can be obtained. A tragedy was enacted at this house 
which 'forms a memorable event in the history of the old pike, and 
served as a good text for the old anti-slavery agitators. It was on 
the 4th of July, 1845. Early in the morning of that day, while a 
number of wagoners were engaged in feeding and cleaning their 
teams, as they stood in the wagon yard, a negro passed along the 
road, and William King, one of the wagoners aforesaid, cried out in 
a loud voice to Nicholas McCartney, who was then keeping the house, 
"There goes a runaway nigger." "Are you sure of that?" inquired 
McCartney, "I am," replied King, whereupon McCartney darted 
after the negro and captured him a short distance south of the house, 
the rocks and brush in that locality having impeded the progress of 
the fugitive. McCartney led him into the house, and informed him 
that he was going to take him back to his master in Maryland. The 
negro seemed submissive, and McCartney placed him in charge of one 
Atwell Holland, his brother-in-law, while he went for a horse to carrv 

* Both now dend. t Now dead. 



224 THE OLD PIKE. 

out his purpose of taking him back to Maryland, During McCart- 
ney's absence the negro ran out of the house, and Atwell and others 
pursued him. Atwell being more fleet than any of the other pur- 
suers, soon overtook the negro, whereupon he wheeled upon Holland, 
drew a dirk knife from his pocket, struck it into his pursuer's heart, 
and made good his escape. Holland immediately fell to the ground, 
and expired while being borne to the house by his companions. 
Among the pei*sons present on this tnigic occa.sion, was one Lewis 
Mitchell, who was a great hunter and an occasional preacher. While 
Holland was lying on the ground dying, Mitchell placed wild grape 
.leaves on his wound, and prayed for hiin. Mitchell was preaching 
once in this neighborhood, and in one of his most earnest passages, 
heard the yelping of hounds. He immediatel}' ceased ])reaching, and 
exclaimed, "There are the hounds, and d — d if Lead ain't ahead.' 
and straightway dashed out of the meeting house to join the sportsmen. 

The next old tavern is about four hundred yards from the last 
one, and was also built by Bryant, above mentioned, but not for a 
tavern. This house was kept successively by John McCoUough. 
Morris Mauler and Adam Yeast, and is now kept by^Nick McCollough, 
There were times when it had a ''good run" of patronage, Adam 
Yeast, one of its old occupants, was an eccentric character, and ulti- 
mately became a lunatic. 

Next we-£»ome to Charlev Rush's old stand. This was a famous 
stopping place. Charles Rush .settled here in the woods in 1838. 
built the house, which he occuj)ied as a tavern until he died in 1840, 
in the prime of life. He always kept a big team on the road, 
under the management of a hired driver. He was a brother of Boss 
Rush, and the father of Henry Clay Rush, a prominent and influen- 
tial citizen of Uniontown. He was fond of horse racing, and always 
kept fast horses. His son Henry Clay was his /avorite rider, who. 
when a small boy, appeared oiv the i*ace course arrayed in the jockey 
outfit, and exactly filling the regulation weight. He would cut a 
sorry figure now, on the back of a race horse. Charles Rush was 
kind and charitable in disposition, but when exigencies required, 
would not decline a fisticuf!*. Many an overbearing bully has felt the 
damaging effects of his well-aimed blows. He entertained strangers 
and travelers at his hospitable board, whether they had the means 
of paying their bills or not, but always preferred that impecunious 
guests should inform him of their condition before engaging accom- 
modations. On one occasion an Irishman tarried with him ovei* 
night, and in the morning, after breakfast, informed him that he had 
no money to pay his bill. " Why didn't you tell me that last night?" 
sharply inquired Mr. Rush. '-And faith, sir," replied the Irishman, 
''I'm very sorry to tell you of it this morning." Rush, pleased with 
his wit, absolved him from his bill, gave him a parting drink, and al- 
lowed him to go "Scot free." f William L. Smith, esq., ex-county 
commissioner, married the widow Rush, and occupies the old stand as 

• Since deceased. f Now dead. 




SEBASTIAN RUSH. 



THE OLD PIKE. 225 

a private residence. Sttiuuel Hush, a fanner, and brother of Charles,- 
lived about three miles from here, back in the countrv^ He was a 
contractor on the road, and an energetic, honest and highly respected 
citizen. He was the father of * Marker Rush, the proprietor of the 
w^ell known '^Rush House," near the Union Depot, in Pittsburg. 
Marker must have inherited his fondness for the sports of the day 
through his uncle Charles, as his father was not given to worldly in- 
dulgences. 

There was a little log house a short distance west of Charley 
Rush's old stand, which was kept as a tavern for a few years by Ed- 
ward Dean. It was not one of the original taverns, and not con- 
sidered '' regular." The pike boys of the neighborhood called it the 
''Sheep's Ear." Its chief business consisted in selling whisky at 
three cents a drink, which was the price of whisky all along the road. 
F. H. Oiiphant, the well known iron manufacturer, probably the old- 
est in the State, once ])ut a line of wagons on the road to carry goods 
and merchandise from Brownsville to Cumberland. The wagons 
were drawn by mules, and the teams changed at fixed points along 
the road. This old Dean House was one of the stopping places of 
this line. One night some mischievous person, or persons, cut the 
harness of one of the teams into shreds, so that Oliphant's line did 
not move out the next morning from the ''Sheep's Ear." Another 
house of similar proportions and character near by, was kept by 
Thomas Dean. It was known in the neighborhood as 'the "Bull's 
Head." It was the custom of the pike boys of the neighborhood to 
collect together in these old houses, when they were ke.pt as taverns, 
now at one and then at the other, to ''while away" the long winter 
evenings, and enjoy themselves in dancing and revelry. Nicholas 
McCartney often attended these festive gfttherings when a young man, 
and could relate many interesting incidents and anecdotes connected 
twihthe "Sheep's Ear" and "Bull's Head" inns. 

We next come to the old Inks House, now owned and occupied 
by Nicholas McCartney. This is a large frame, weather-boarded 
house, with a spacious wagon yard attached, a large stable 'and a 
number of sheds and other outbuildings. The house was built by 
George Inks, and kept by him as a tavern for many years. A man 
named Heckrote kept here once, and so also did John Risler, and 
Samuel M. Clement, for many years a prosperous farmer on Redstone 
creek, near Ilniontown, entertained the traveling public for a brief 
period, in his early manhood, and proved himself a competent land- 
lord. The house enjoyed a large share of patronage during the pros- 
perous times on the road. tMr. McCartney, j)resent occupant and 
owner, has been in feeble health for many months. Previous to his 
present illness he was a man of robust health and great energy. He 
is a son-in-law of Thomas Brownfield, the old proprietor of the Mt. 
Augusta House. He is universally esteemed among his neighbors, 
and general sympathy is manifested on account of his illness. 

* Since deceased. f Now dead. 



f 
22(> THE OLD PIKK. 

We next reach the celebrated house of *Seba8tiau Kush, invariabl}' 
called "Bo8s." It is not a wagon stand, but an old stage house. Here 
stage passengers took meals, which were invariably gotten U]) in the 
best style. The house was built in 1837 by Hon. Nathaniel Ewing, 
who then owned it. lUish moved into it soon after it was finished, 
as lessee of Judge Ewing, and not long after purchased it, and occu- 
pied it uninterruptedly to the present time. Ilere, also, is a store, 
postoffice and other improvements, constituting a little village called 
Farmington, and considered the grand commercial and business 
center of the mountains. Sebastian Kush is widely known as an in- 
fluential Republican politician, has been su])erintendent of the road 
by appointment of the Governor, and nominated by his party for 
Associate Judge, but defeated by reason of the decided and long ex- 
isting ])reponderance of the Democracy in the county. When a young 
man, and living in a small log house near the tavern stand of his 
brother, Charles, he was elected constable of his township, and, being 
too poor to own a horse, performed the functions of his office on foot. 
Since then he has made constables and other officers, and owned 
horses without number. Previous to 1837 the widow Tantlinger kept 
tavern in an old wooden house, on the ground now covered by the 
liush house. The store here, before Rush came to the yjroperty, was 
conducted bv Peter T. Jjaishlev, an old and well known Methodist 
j)reacher, still living. He was then a Free Will Baptist. Morgan 
Jones also once kept store at this point. H© is now a real estate 
broker in Philadelphia, and said to be wealthy. He had several 
brothers, among them David, John and Samuel E., who were well 
known. David settled in Wisconsin, and became Lieutenant Gover- 
nor. John went to Kentucky, and became a prominent iron manu- 
facturer. Samuel E. is a Probate Judge in southern Coloi*ado. Allen 
Crane also once kept store here.* 

The house now owned and occupied by Washington Hensel, was 
once kept as a tavern by Samuel Frazer. Its public career terminated 
about the time Sebastian Rush located at Farmington. A short dis- 
tance T)ver the hill, west, there is a frame house, built by John Rush, 
and by him kept as a tavern for a number of years. Henry Clay 
Rush also kept this house for a short time. It is not classed among 
the old taverns, but during its short public career enjoyed a high de- 
gree of ])opularity. Boss Rush, jr., lives here now in the capacity of 
a private citizen. John Rush was one of the nu>st popular landlords 
along the road. He is a brother of Boss, and is still living, some- 
where in the west. This old house was destroyed by fire a few years 
ago, and nothing remains of it but two tall chimneys, standing erect 
at this day. 

• Deceased. 



CHAl'TER XXXn. 



Old Tavcnui and Tavvni Kcrpen continued — Fori Necemtif, Washini/dm^it Firnf 
Batde Field y Monroe Springs, Reception to President Monnx', Gate Bob Mc- 
Dowefl, BraddocWs Run and Grare, Fayette Springs, A IVio of Old Fiddlers, 
Chalk Hill, Snyders, Old Squire Price, The Summit of Ixiurel Hill, Molly Cal- 
houn, Ephriam McLean, The Big Water Trough on Laurel Hill, The Goat Pen, 
The Turkey* X Nest, Monnje, known now mostly as Hopwood, Matthias Fry, Ger- 
man D. Hair, The Old Morris House, Widow Sands, Harry Gilbert. 

Mt. Washington is a point replete witli historic interest. Here 
Washington first measured swords with an enemy, and fought his first 
hattle. It is the site of Fort Xecessity, and known in colonial times 
as the (Ireat Meadows. Gen. Washington suhsequently became the 
owner of this property, and held it until his death. It was no doubt 
owing to the fact that his first engagement with an armed foe took 
])lace on this ground he resolved to buy it. In his last will he di- 
rected it to be sold by his executors, together with other real estate 
he held, and the proceeds divided among parties he named. The 
tract, w^hen owned by Washington, contfiined two hundred and thirty- 
four acres, and he valued it at six dollars an acre. He thus refers to 
it in a note appended to his will: 

'' This kind is valuable on account of its local situation. It affords 
an exceeding good stand on Braddock's road, from F't. Cumberland 
to Pittsburg, and besides a fertile soil, possesses a large quantity of 
natural meadow, fit for the sc^^the. It is distinguished by the a])pel- 
lation of the (Ireat Meadows, w^here the first action with the French, 
in 1754, was fought." 

Previous to 1835, and by divers good conveyances and assur- 
ances, down from Washington, this estate passed into the hands of 
the late lion. Nathaniel Ewing, who caused to be erected on the 
property the large brick house, still standing, and one of the most 
noted old taverns on the road. Judge Ewing subsequently sold and 
conveyed the property to James Sampey, w^ho w^ent into possession 
and kept the tavern for many years, and until his death. The first 
year after Mr. Sampey 's death the management of the tavern and 
farm was placed in charge of Robert Hogsett, who turned over to the 
representative of the estate the sum of four thousand dollars, as the 
profits of one year. The Good Intent line of stages stopped at Sam- 
pev's, and as showing the extent of the business of the house, Mr. 

^227) 



228 THE OLD PIKE. 

Hogsett mentions that on one mornuig seventy-two stage passengei-s 
took breakfast there. John Foster and James' Moore subsequently 
kept this house. They were sons-in-law of James Sarapey, and Moore 
was an old stage driver. At the close of business on the road, Ellis 
Y. Beggs purchased the property and the tavern was closed. William 
1>. Beggs, the father of Ellis, died in this house. He had collected 
the tolls for many years at the gate near Searights, was likewise a 
school teacher, and a good one, and was, for a number of years, 
Steward of the County Home. His eldest daughter, Jane, was the 
second wife of Dr. Smith Fuller, the eminent Uniontown physician. 
Godfrey Fazenbaker succeeded Beggs in the ownership, and engaged 
extensively in farming and stock raising. Mr. Fazenbaker died in 
possession, and the property descended to his heii*s, who are the 
present occupants. The big water-trough still remains on the oppo- 
site side of the road from this old tavern, but all else has changed 
since the days when the proud stage driver cracked his long silken- 
ended whip over the backs of his four spanking steeds. 

The next old tavern was at Monroe Springs, on the hillside, a 
short distance west of one of the old round toll houses. This house 
was built by Charles McKinney, and opened up by him as a tavern. 
It was a log house, weather-boarded, of small dimensions, now en- 
tirely obliterated. Boss Rush commenced his career as a tavern 
keeper in the old house at this point, and it was kept at various 
times by such well known men as Wm. S. Gaither, German D. Hair. 
Wm. Dillon, Morris Mauler, John Eush, John Foster and David Ogg. 
It was essentially a wagon stand, and night after night, in the pros- 
perous era of the road, the ground all around it was crowded with 
big wagons and teams, and the old bar room rang out with the songs 
and jokes of the jolly wagoner. Opposite the house a large water- 
trough was erected, kept full and ovei*flowing from a spring near by, 
called '^The Monroe Spring," in honor of President Monroe. When 
McKinney kept this house President Monroe passed along the road, 
and a public dinner was given him here. John Hagan, then a con- 
tractor on the original construction of the road, was prominently 
connected with the bestowal of this compliment upon the old-time 
President. The few old folks who have personal recollections of this 
event, speak of it as a memorable and exciting occasion. The dinner 
was substantial and superb, and liighly enjoyed by all participating, 
including the illustrious guest. John Hagan was the father of Eobert 
Hagan, esq., ex-commissioner of Fayette cotint}', Pennsylvania. 

One of the old stone toll houses stood a short distance east of the 
Monroe Springs, and remained until 1893, when it was torn down. 
Hiram Seatonwas one of the early collectors at this point. He was 
the father of *C. S. Seaton, the well known banker of Uniontown. 
He subseqiientl}^ served two terms as (^otinty Treasurer. He had a 
wooden leg, and was esteemed as an honest man. He wrut west, 
settled in Missouri, and died there. He was succeeded as toll collector 

* Now dead. 



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HON. SAMUEL SHIPLEY. 



THE OLD PIKE. 229 

by Kobert McDowell, always thereafter called ''Gate Bob/' to di8- 
tiiiguiBh him from a number of other well known citizens bearing 
the same name. Robert McDowell was also an honest man, a popu- 
lar man and a fighting man. He was tall, thin and muscular. His 
fingers were distorted by rheumatism, but he could use them in a fight 
with terrible efiect. He was the Democratic candidate for county 
commissioner of Fayette county, Pennsylvania, in 1854, but beaten 
by the Know Nothings. He died a few years ago at Dunbar, very 
great l}'^ lamented. The memory of "Gate Bob" will long remain 
fresh in the recollection of the pike boNS, old and young. 

The next old tavern stand is the •' Braddock's Run House." Gen. 
Braddock was buried near this house, a day or two after his disas- 
trous defeat by the French and Indians, at Braddock's Field, near 
Pittsburg. The exact spot where he was buried is still pointed out, 
and can be seen from the road. This circumstance gave name to the 
brook here, and the tavern. The house was built by Charles Mc- 
Kinney, the same person who built the "Monroe Springs House." 
He kept tavern here for many years. The house is a large two-story 
stone structure. It was subsequently and successively kept by Robert 
Shaw, Noble McCormick and William Shaw. This property is now 
owned by the heirs of James Dixon, and is not a public house. 

Next WQ come to the "Fayette Springs Hotel," a large stone 
house built at an earl}^ day by the Hon. Andrew Stewart, who owned 
the property, and remained its owner until the day of his death. It 
was recently sold by his heirs to Capt. John Messmore, of Uniontown. 
This hoiine was a favorite resort for visitors to the Fayette Springs, 
situate about three-quarters of a mile distant. In its halcyon days 
it had its ten-pin alley, billiard tables, swing, and other appliances of 
pleasure and comfort, but they have all passed away, and probably by 
reason of hard times, and the abatement of interest in the Springs may 
never again be brought into requisition. Here merry parties of 
young folks from Uniontown and elsewhere were accustomed to 
asseml)le and enjoy a hearty supjier, engage in the dizzy mazes 
of the dance, and when it was all over "go home with the girls 
in the morning." Mahlon Fell and Tom Collins were the old- 
time fiddlers, and furnished the music, which in its line was of su- 
perior excellence. They were occasionally reinforced by Jacob B. 
Miller, esq., who tendered his services without pecuniary reward, and 
in the language of the day, "could make a fiddle talk." Collins is 
dead. *Fell and Miller are both living. The former has joined the 
church and abandoned the fiddle, while the latter still retains his taste 
and talent for music, and often entertains his friends in a private 
manner, with many of the popular tunes of the olden time. The 
"Fayette Springs House" has been kept in turn by Cuthbert Wig- 
gins, John Risler, B. W. Earl, Samuel Lewis, William Snyder, William 
Darlington, John Rush, Major Swearingen, Redding Bunting, Cuth- 
bert Downer, and perhaps others. 

* All now dead. 
I I 



230 THE OLD PIKE. 

We next reach "Chulk Hill," so called from the circuinstuiice of 
white day adhering to the shovels of the workmen engaged in dig- 
ging the fonndation of the road. The tavern house was built hero 
in 1823 by Jonathan Downer, w^ho was its fii*st host. He was sue;-' 
ceeded by Boss Rush, and he in turn by Springer Downer. Samuel 
Shiple}', William Shipley and Milford Shipley. *John Olwine now 
owns the pro])erty, and keeps tavern here. It is a two-story frame, 
with commodious stabling attached. Boss Rush went from this house 
to Farmington. Samuel Shipley bought this property at an Orphans' 
Court sale, in 1846, for $1,405, and paid for it in gold. Westley 
Frost was the sheriff and trustee to sell. Shipley subseqiiontly be- 
canje an associate judge. He was more fortunate than his neighbor 
and fellow inn keeper, Boss Rush, in belonging to the strong side. 
Rush was one of his com])etitors on the Rei)ublican side. 

Next comes the old tavern stand of James Snyder. Snyder 
seems to have been here always, and is here yet. He did vacate a 
short time for William Shaw, but not long enough to change the tra- 
dition that this is, and always was, Snyder's. The house looks old 
and dingy, and no wonder, for it has withstood the wild dashes of 
numberless mountain storms. It is situate at the foot of the eastern 
slo])e of Laurel Hill, and on the head waters of Sandy Creek. The 
old stable is decaying, and will soon be gone. The old host, too, is 
showing the marks of time and age. He has already passed beyond 
the age defined by the Psalmist. His three score a^id ten are su])ple- 
mented by weW nigh half a score. f He is the only old landmark Hit 
along the road, that has not shifted from original ground, except 
Natty Brownfield. A few years ago he was elected county commis- 
sioner on the Democratic ticket, but practically without opposition. 
He is univei'sally esteemed for his honesty. As a tavern keeper he 
enjoyed an excellent reputation, and many a weary traveler has found 
consolation and comfort under his hospitable roof. The best wMshcs 
of all his neighbors attend the old gentleman in his declining years, 
and heaven's choicest blessings are invoked upon his venerable head. 

Near the top of Laurel Hill on the eastern slope, once lived a 
noted character named Benjamin Price. His house, a log structure, 
was built near the roadside, but below its surface, so that the upper 
story was about on a level with the road. He kept a cake shop, was 
an acting justice of the ])eace, and a strict Methodist, and was in the 
habit of annoying wagoners and hog drovers by fining them for 
swearing, and they in turn annoyed him by throwing billets of wood 
and disabled hogs down his chimney. Price is long since dead, and 
the last vestige of his old house has disa])peared. The stable near by 
it remained longer, but it has gone, too. A few apple trees planteil 
by the^ hands of the Squire, no^v encroached upon by the mountain 
undergrowth, are all that remain to indicate the spot where the old 
house stood. 

We next reach the -'Summit House." This is not a wagon 

* Now dead. f Now deceased. 



THE OLD PIKE. 231 

Stand, nor Htrietly an old tavern, but rather a fashionable and po^jular 
summer resort. It is on the apex of Laurel Hill, and has the advantage 
of pure air, and an extensive and charming view of the surrounding 
and underlying country. At this point large finger boards were 
erected, indicating distances and routes to the Washington Sjmngs, 
Dulaney's Cave and Jumonville's Grave, which are landmarks in- 
delibly impressed upon the memories of surviving wagoners and 
stage drivers. The property here belongs to *Col. Samuel Evans, 
a wealthy and well known citizen of Fayette county, f Ephraim 
McClean kept the house here for many years, and made it famous 
by the excellence and style of his entertainment. His flannel 
cakes and spring chickens have passed into history, lis unrivalled 
]>r,oductions of culinary art and tempters of the appetite. There is a 
large spring and bath house here. This has ever been a favorite re- 
sort of parties in pursuit of pleasure. Here the youth, beauty and 
fashion of Uniontown were wont to come to while away an evening 
in eating, dancing and other divei*sions. The rooms were small, but 
the pleasure was unbounded. Here also the yeomanry of the county 
came to make a harvest home, or celebrate an anniversary. The 
drive, up and down the mountain, is delightful, and formed no small 
share of the pleasure incident to the old time parties at this popular 
place of resort. 

Ephraim McClean left this house many years ago and settled in 
Illinois. He was succeeded by Henry Clay Rush, who maiutaine<l 
the reputation of the house during his occupancy, but left it in 1850 
to go to Searights. Brown Hadden came in after liush, and after 
Iladden the house was successively kept by Stephen W. Snyder, John 
Snyder, William Boyd and Webb Barnet, the present occupant. An- 
terior to the erection of the present buildings, and many years ago, 
one Molly Calhoun kept a small cake shop at this point, and dis- 
played upon her sign-board the following quaint legend: 

" Out of this rock, runs water clear, 
'Tis soon changed into good beer, 
Stop, traveler, stop, if you see fit, 
And (juench your thirst for a fippennybit." 

About a mile down the western slope of Laurel Hill we come to 
the famous watering trough. Here William Downard lived for many 
years in a stone house l)uilt against the hillside. He did not keep a 
tavern, for he had no ground for teams to stand upon, and no stabling 
that was accessible, but he always maintained the big water-trough 
in good condition jno bono publico, and it would be almost impossible 
for big teams to make the ascent of Laurel Hill, in hot weather with- 
out water. Downard was eccentric and cross, and begrudged the use 
of his water to pei*sons he did not like, although the .supply was in- 
exhaustible. He was born near Uniontown of English parentage, a 
Federalist in politics, and a skeptic in religion. He was endowed 

• Deceased. f I>eceaj»e<l. 



232 THE OLD PIKE. 

witli strong sense, and could argue with considerable force. He has 
been dead numy years. 

A little over a mile below the big water trough the roniantie 
spot known as the ''Turkey's Nest'' is reached. The road crosses a 
small stream liere, which, owing to the peculiar formation of the 
ground, required the erection rtf a bridge, sui)ported on the south side 
by an immense stone wall. This is one of the largest stone structures 
on the road, and is in a good state of ])reservation. It is a fine specimen 
of workmanshi]), and a grand monument to the skill of the old time 
stonemasons. This locality has always been invested with much in- 
terest, and admired by the lovers of picturesque beauty. Until re- 
cently it wore its primitive colorings. Now it is changed. Its prim- 
itive a])pearance has disappeared before the advancing forces of 
j)rogress and im])rovement. The native trees have been cut dotxii 
and a little hamlet occupies their places with attendant stables, cribs, 
coops and other out-houses. The old massive curved stone wall re- 
mains, but all about it so changed in a})])earance that the spot is 
scarcely recognized as the ''Turkeys Nest." It is the popular be- 
lief that this locality derived its name from the discovery here of a 
wild turkey's nest, bv workmen enti:aged on the original construction 
of the road. 

An old long log house, near the foot of the hill, was called the 
•Goat Pen,*' and why is not accurately known, but this name it bore 
from one end of the road to the other. 

We now reach the ancient and celebrated village of Monroe, a 
name it took in honor of the President hereinbefore mentioned. 
Ap[)roached from the east, tlie first old tavern and the first house in 
the place is the " Deford House," in the olden time and by old people 
called the General Wayne House. It appears that at an early day 
(reneral Wayne had occasion to iiass this way, and tarried over ni^ht 
with John Deford, who ke])t tavern in a small log house a short 
distance in the rear of the present building. Deford at this time was 
contemplating the erection of a new and more imposing edifice, and 
applied to his distinguished guest for a plan. It was furnished, and 
the i)resent stone structure is the outcome of it, wliich shows plaiidy 
enough thatGenei'al Wayne was a much better soldier than architect. 
Deford kej)t tavern here for a long time, and was succeeded first l)y 
Henry Fisher and next by Matthias Pry. Samuel Magic is now 
the owner of the ])roi)erty, and its career as a tavern is ended. 

A frame house a short distance below and on the o])posite side of 
the street from the Deford House was once ke|)t by James Dennison. 
who had a considerable trade. It was afterward ke])t by Matthias 
Fry, but business then luul greatly decreased. Fry, in his prime, 
was one of the best men on tlie road, and a great favorite amoTig tlie 
wagoners. He had l)een a wagoner himself for many years, and was 
at one time general agent for a transportation line from Baltimore to 
Wheeling, which made him the disburser of large sums of money, 
and he discharged his office with scrupulous fidelity. He was a large, 




JAMES SNYDER. 



• •. 



THE OLD PIKE. 233 

fine looking man, stoutly built, and poi^sessing great physical power. 
Although amiable and good natured, he was occasionally drawn into a 
fight, and on one occasion, at Petersburg, in Somerset county, Pennsyl- 
vania, whipped three reputed bullies, one after another, who entered 
his house when he lived there, and proposed to ''dean him out," as 
evidence of their prowess. He died a few years ago in Monroe, where 
his widow is still living.* 

The next old tavern in Monroe is the stoae house built bv Andrew 
McMasters, and subsequently owned and kept for many years by Ger- 
man 1). Hair. He was the only man that ever kept this house, an<l 
he died in it a few years ago, aged about eighty years. He was a 
native of Chester county, Pennsylvania, and came to the vicinity oi' 
Uniontown about the time the road was made. He was a stone- 
mason by trade, and worked on many of the bridges of the road, 
including the eastern and western bridges at Uniontow^n. 

Next we come to the '' Shipley House." Like all the tavern houses 
in Monroe, and nearly all the private houses, this is a stone building, 
an<l is two stories high. It was erected by E. W. Clement, and good 
workmanship displayed in its construction. It was kept awhile l)v 
Clement.and after him at different times by John Wallace, Archibald 
Skiles, Samuel Shipley, Redding Bunting, and Lindsey Messmore. 

Next is the '' Monroe House," one of the oldest in the place. It 
was built by Andrew^ McMasters, and sul)sequently and successively 
kept by E.W. Clement, Thomas Acklin, James Shafer, A. Skiles, John 
Worthington, 31. Fry, and Calvin Springer. This was a po])ular 
Iiouse in the golden era of the road, and did an extensive business. 
Monroe was a thriving village when the pike flourished, and the 
center of fun and frolic. It began to decline when the trade left the 
road, but is now reviving and wearing an air of prosperity by reason 
of the coal developments in the vicinity. 

On the hill above Monroe stands an obi two-story brick liouse, 
fast sinking into decay, which was once a well known and popular 
tavern stand. It was owned and kept by William Morris. He put U]) 
an imposing sign, inscribed on the west side with the words, ''Wel- 
come from the West," and on the east side the words, "Welcome from 
the East." This was no false lure, and travelers from the east and 
west crowded into the old house to enjoy its good cheer. » Alonzo Ij. 
Little, for many years editor and proprietor of the (renius of Liberty, 
was a son-in-law of William Morris, and he had a son (Luther) who 
settled in Iowa and was elected State Treasurer there. 

Harry Gilbert once kept a tavern in the house where Charles 
Livingston now has a grocery, at the east end of Uniontown, and in 
.later vears it was kept bv M. Frv and J. Allen Messmore. 

Many years ago the Widow Sands kept tavern in the frame 
house at the point where the C\)nnellsville and Cool Spring Furnace 
roads lead off from the ])ike. 

*Now dead. 



CHAPTER XXXIII. 



Old Tarenis and Tavern Kvej}er» continued — Unwnttnm — The Toum as it Ap- 
]^ared to Gen. Douqkim in 1784 — Its Snbseqneni Gronih and Impnji'einent — 
llie First Tavern — Other Early Tavenis — An Old Chief Justice and an Old 
Landladij vrangU' ov-er a Rtntsted Pig — Anecdote of George Manypennij and 
President tJcfferstm — The Svan^ 2 he McClelland, The Seaton, The National , 
The Clinton, The Moran, The Mahaneg. 

At the east end of Uniontown the road crosses Redstone creek, 
over a massive and extensive stone bridge, one of the best and most 
expensive samples of masonry on the whole line, built by Kinkead, 
Beck and Evans in 1818. Gen. Ephraim Douglass, the fii-st prothon- 
otary ot Fayette county, Pennsylvania, in a letter to Gen. James 
Irvine, in 1784, describes Uniontown in the following vigorous and 
graphic style: 

'^ My Dear General — If my promise were not engaged to write 
to you, my inclinations are sufficiently so to embrace with alacrity 
any opportunity of expressing the gratitude so justly due to your 
valuable friendship, of declaring the friendship of mine. This Union- 
town is the most obscure spot on the face of the globe. I have been here 
seven or eight weeks, without one opportunity' of writing to the land 
of the living, and though considerably south of you, so cold that a 
person not knowing the latitude, would conclude we were placed near 
one of the poles. Pray have you had a severe winter below? We 
have been frozen up here for more than a month past, but a great 
many of us having been bred in another State, the eating of hominy 
is as natural to us as the drinking of whisky in the morning. The 
town and its appurtenances consist of our president and a lovel}' 
little family, a court house and school house in one, a mill and con- 
sequently a miller, four taverns, three smith shops, five retail shops, 
two tan yards, one of them only occupied, one saddler's shop, two 
hatter's shops, one mason, one cake woman (we had two, but one of 
them having committed a petit larceny is upon banishment), two 
widows and some reputed maids, to which may be added a distillery. 
The upper part of this edifice is the habitation at will of 3'our hum- 
ble servant, who, beside the smoke of his ovvn chimnev. which is in- 
tolerable enough, is fumigated by that of two stills below, exclusive 
of the other effluvia that arises from the dirty vessels in which they 
prepare the materials for the stills. The upper floor of my parlor, 

(234) 




GEN. EPHRAIM DOUGLASS. 



THE OLD PIKE. 235 

which is also my chamber and office, is laid with loose clap-boards, 
or puncheons, and the gable ends entirely open ; and yet this is the best 
place in my power to procure, till the w^eather will permit me to 
build, and even this I am subject to be turned out of the moment the 
owner, who is at Kentuck, and hourly expected, returns. I can say 
little of the country in general, but that it is very poor in everything 
but its soil, which is excellent, and that part contiguous to the town 
is really beautiful, being level and prettily situate, accommodated with 
i^ood water, and excellent meadow ground. But money we have not, 
nor any practicable way of making it. now taxes are collected, debts 
paid, or fees discharged, I know^not; and yet the good people appear 
willing enough to run in debt and go to law. I shall be able to give 
you a better account of this hereafter. Col. McClean received me 
with a degree of generous friendship, that does honor to the goodness 
of his heart, and continues to show^ every mark of satisfaction at my 
appointment. He is determined to act under the commission sent 
liim by council, and though the fees would, had he declined it, have 
been a considerable addition to my profits, I cannot say that I regret 
his keeping them. He has a numerous small family, and though of 
an ample fortune in lands, has no cash at command. The general 
cui*se of the country, disunion, rages in this little mud hole with as 
much fury, as if they had each pursuits of the utmost importance, 
and the most opposed to each other, when in truth, they have no pur- 
suits at all that deserve the name, except that of obtaining food and 
whisky, for raiment they scarcely use any. The commissioners — 
t rustees, I should say — having fixed on a spot in one end of the tow^n 
for the public buildings, which was by far the most proper, in every 
point of view, exclusive of the saving of expense, the other end took 
the alarm and charged them with partiality, and have been ever since 
uttering their complaints. And at the late election for justices, two 
having been carried in this end of the tOAvn, and none in the other, 
has made them quite outrageous. This trash is not worth troubling 
you u^th, therefore I beg your pardon, and am wnth unfeigned es- 
teem, dear general, your very humble servant. 

'EPHRAIM DOUGLASS." 

That was a long time ago, and a great change has come over the 
face of things. Gen. Douglass lived to see Uniontow^n arise from 
the mud hole and become a flourishing county seat. His mortal re- 
mains lie buried within the sound of the court house bell, and could 
he come forth now, and see Uniontown, he would be startled. In- 
stead of a mud hole, he would see finely paved streets, studded with 
handsome buildings, lighted by electricity, enlivened by electric cars, 
telegraphs, telephones and railroads, and where the old distilleries 
stood, beautiful and staunch church edifices with spires pointing to 
the skies, and in fact he would behold all the evidences of a flour- 
ishing city, inhabited by active, intelligent and Christian people. 



236 THE OLD PIKE. 

The first tavern in Uniontown was kept by John Collins in 1781. 
It was a log house on the north side of the main street, the site of 
which is now covered by '^ Commercial Row." This old house re- 
mained standing until 1839, when it was torn down by its owner ot 
that date, Isaac Beeson, who erected the buildings thereafter known 
as '' Commercial Row." John Collins kept this old tavern down to 
the year 1799. It was subsequently kept at dil^erent times by Samuel 
Salter, Cuthbert Wiggins, William Salter, John Hoge and Andrew 
Ryers. William Salter was an old sheriff. Ryers went from this 
house to the old Walker House, now the '' Central," and afterward 
to the '' Clinton House." 

Jonathan Rowland, Daniel Culp and Matthew Campbell each 
kept a tavern in Uniontown as earl}^ as 1783. The location of Row- 
land's tavern is not accurately known, but the best evidence available, 
points to the lot now owned by Daniel Downer, esq., and occupied b}" 
law offices, near the court house, as the site. Jonathan Rowland sub- 
sequently became a justice of the peace, and a leader in public affairs. 
Culp's old tavern was a log house on the lot now owned and occupied 
bv Justice Willson, corner of Main street and Gallatin avenue. Mat- 
thew (■ampbells old tavern, stood on the western side of the lot now 
covered by the Moran House, formerl}' and for many years known 
as the "Fulton." 

Colin Campbell as early as 1785 kept a tavern in a house that 
stood on the lot now covered by the Bryan building, on Main street, 
near the center of the town. This old tavern was subsequently- 
owned and presided over by Samuel Salter, father of William Salter, 
the old sheriff. 

Margaret Allen kept a tavern in the east end of town, a little 
above and op])osite the Madison College buildings, in the year 1788, 
and for some time thereafter. She died in 1810, at the age of ninety- 
one years. 

Dr. Robert McClure 0])ened a tavern in December, 1792, a short 
distance west of the court house, on the south side of the street, and 
kept it down to the 3'ear 1813. It does not appear that any other 
person kept this house. It was in close proximity to the "Jolly 
Irishman," hereafter mentioned. 

Thomas Collins, son of John Collins, before mentioned, kept a 
tavern as early as 1794 in an old house on the lot, corner of Morgan- 
town and Main streets, now occu])ied l)y the Tremont buildings. 
Thomas Collins was sheriff of Fayette countv from 179G to 1799, and 
commanded a company of soldiers from Uniontown and vicinity in 
the war of 1812, locally called the "Madison Rowdies." A number 
of his descendants are still living in the neighborhood of Uniontown. 

Previous to the opening of the present century the veteran of 
J^aurel Hill, John Slack, before mentioned, kept a tavern in the old 
Shelcut house, on the south side of Main street, opposite the old 
Cfregg house, and afterward kept the "Spread Eagle," the exact loca- 
tion of which is involved in doubt, but the best information available 



THE OLD PIKE. 237 

assigns it to the VVeniger corner, opposite the old Walker honse, here- 
inafter mentioned. 

William Downard, siibseqnently proprietor of the big water- 
trough house on Laurel Hill, kept tavern in the Shelcut house from 
1801 until probably 1808, when he retired to the pine covered slope 
of Laurel Hill, where he spent the remainder of his life. He served 
as County Commissioner from 1802 to 1805. 

The Gregg house, situate on the north side of Main street, on the 
lot now covered by the residence of Dr. J. B. Ewing, was in exist- 
ence as a tavern as earlv as 1798, and continued as late as 1865. It 
was a small house of brick and frame united, but had a large patron- 
age. In early times travelers and other guests at taverns did not 
desire or expect separate rooms, and hence a small tavern like the 
Gregg house could accommodate as many persons as the more pre- 
tentious hotel of the present day; and at wagon stands the bar room, 
as before stated, was the only bed chamber for wagoners. James 
Gregg was the first proprietor of the Gregg house, and was succeeded 
by his widow, Nancy Gregg, in 1810. After her time it was kept in 
turn by William Medkirk, Matthew Allen, Simeon Houser, Amos 
Howell, Philip D. Stentz, and Thomas Moxlc}'. James Gregg, the 
old proprietor of this house, was the father-in-law of the late Hon. 
Daniel Sturgeon, who wa^ a United States Senator in the days of 
Clav, Webster and Calhoun. 

In 1779, and for a number of years thereafter, Pierson Sayers 
kept a tavern in the house now occupied by Mrs. Ruby, on the north 
side of Main street, a short distance west of the court house. While 
keeping this house Sayers was elected Sheriff, and turned over his 
tavern to Jacob Harbaugh, who conducted it for three years, when, 
singularly enough, he was elected to succeed Sayers as Sheriff. Ellis 
Baily, the grandfather of Mrs. Ruby, bought this property from 
Pierson Sayers, and subsequently, and for many years, it was the 
private residence of the late Hon. John Dawson. 

James Piper kept the "Jolly Irishman" as early as 1801. This 
bustling old tavern was located on Main street, opposite the residence 
of the late Hon. Daniel Kaine. James Piper, a son of the old pro- 
prietor, was a prominent and influential citizen of the town and 
countv for many years. Jle was a member of the bar, a Justice of 
the Peace, Register of Wills, and Recorder of Deeds. He left Union- 
town about 1850, went west, and died soon after. 

William Merriman kept a tavern near Margaret Allen's old 
stand as early as 1802. But little is known at this date of Merriman 
or his old tavern. Its existence was brief and its patronage limited. 

At and before the beginning of the present century Samuel Salter 
kept a tavern in an old log and fmme house that stood on the lot now 
occupied by the handsome residence of the Hon. John K. Ewing. 
Chief Justice Thomas McKean "put up " at this old tavern on his 
visits to Uniontown to hold the courts of Fayette county, and was 
frequently regaled with roast pig. The pig was well prepared, cooked 



238 THE OLD PIKE. 

and dressed, and in all respects savory, but its frequent appearance 
on the table moved the old Chief Justice to believe that he was get- 
ting 'Hoo much of a good thing," and accordingly one day, in per- 
emptory terms, he commanded the dining room girl to remove the 
offensive dish, which she did W'ith trembling hands. This of course 
raised a storm in the old hostelry. Mrs. Salter became indignant, 
and, bringing back the pig, replaced it on the table, at the same time 
addressing the Judge thus : *' You are Chief Justice and run the 
court; I am chief cook and run this dining room. That pig must 
stay," and it did. Upon the withdrawal of Salter, in the year 1811, 
this old tavern came under the management and control of Jacob 
Harbaugh, the old Sheriff before mentioned. Af\er Harbaugh's time 
it was kept by George Ewing down to a period as late probably as 
1880. Hugh Espey. a well remembered old County Treasurer, and 
straightgoing Presbyterian elder, married a daughter of George 
Ewing. 

Opposite the old Gregg house, and adjoining the Shelcut house, 
George Manypenny kept a tavern as early as the year 1814, and 
probably before that date. This was a leading tavern of the town, 
subsequently conducted by Benjamin Miller, and after him by Harry 
Gilbert. One of the old stage lines sto])ped at this house. George 
Manypenny, the old proprietor, was the father of the late Hon. 
George W. Manypenny, who was for many years a prominent and 
popular political leader and officeholder of the State of Ohio. He 
was born in Uniontown, and most likelv in his father's old tavern. 
George Manypenny, sr., is described by those who remember him as 
a vigorous, pushing and witty Irishman. He called once to see Pres- 
ident Jefferson, and was invited by His Excellency to take a glass of 
wine with him, which he did without hesitancy, and to obtain a second 
glass, this story is told of him: As he was about to withdraw from 
the executive mansion he remarked to Mr. Jefferson that he was going 
home, and would tell his friends that he had the honor of taking two 
glasses with the President of the United Slates, and hoped His Excel- 
lency would not let him go home with a lie in his mouth. As the 
story goes, the old President saw the point of the ingenious sugges- 
tion, and again brought forward the wine. 

The Walkei* house, corner of Broadway and Main streets, was 
ke|)t as a tavern as early as 1816 by Zadoc Walker, who owned the 
l>ro])erty. General LaFayette was entertained at this house in 1825, 
and Santa Anna, the renowned Mexican warrior, stop]3ed over night 
in it on his way to Washington City, about sixty \'cars ago. This 
house has been ke])t at different times since by Andrew Byers, Wil- 
liam Byers, Redding Bunting, and others. When Bunting kept it, it 
was called the ''United States." It has recentlv been enlarijed and 
improved, and its name changed to the '' Central." Its first host 
under the new name was James I. Feather, who subsequently became 
associated with AYilliam A. McHugh. Its present lessees and mana- 
gers are Messrs. Frock and Mitchell. The Spottsylvania liouse, for 



■« • ■* ^ 




AARON WYATT. 



THE OLD PIKE. 239 

many veal's conducted prosperouBly by John Manaway, and after- 
ward, until it closed, by Lloyd Mahaney, adjoined tKe Walker house 
on the west, and used a number of rooms belonging to that old 
hostelry. 

The McCleary house ranked high as an old-time inn or tavern. 
It is situate on the corner of Main and Arch streets, a substantial 
brick building, recently enlarged, embellished and improved, and at 
present catering to the public under the historic name of '' Bruns- 
wick," and conducted by Eussell W. Beall, a gentleman admirably 
equipped for the business. Evving McCleaiy owned and kept this old 
tavern as early as the year 1819, and many years thereafter. Upon 
his death, which occurred in this house, it was continued as a tavern 
under the management of his widow, until she became the wife of 
William Hart, when he took charge of it and kept it down to the 
year 1840, or thereabout, when he fell into disgrace and retired under 
a storm of popular reprobation. This house was a favorite stopping 
place of General Jackson. On an occasion a committee of citizens 
met Jackson on the road near town and tendered him the freedom of 
the municipality. Among other things made known to him by the 
committee, he was informed that quarters had been provided for his 
accommodation at the Walker House. He replied that he "always 
stopped at Hart's." "But," rejoined the chairman of the committee, 
''Hart is a Whig, and his tavern a Whig house." The old warrior 
answered back by saying that " Hart always treated him well, and he 
would go to his house," and to Hart's he went, reluctantly escorted 
by the Democratic committee. After Hart's preci])itate withdraw^al 
from this old house, it was leased by S. B. Hays, subsequently of the 
Mansion and other old taverns in Washington, Pennsylvania. Hays 
conducted it for a brief period w^hen it went into the possession of 
Joshua Marsh, who remained in charge not longer than ayearortvvo, 
and left it to take charge of the National House. Its next occupant 
was the veteran Redding Bunting. After Bunting came x\aron Stone, 
then William Beatty,and after him William Gans. After Gans, Peter 
Uriah Hook was installed as landlord, who named the house "The 
Eagle," and remained in charge a number of years. Hook was an 
eccentric man, given to redundancy of speech, a merchant, auctioneer, 
and for two vears a member of the lower branch of the State legis- 
lature. He died in Uniontown, a number of years ago, but will not 
soon be forgotton. Aaron Wyatt succeeded Hook, and kept the 
house until his death. His Avidow and son James succeeded to the 
management, and James dying in the house, it passed to the hands 
of his widow, Mrs. Kate W3^att, and from her to Russell W. Beall, 
the present occupant. 

The before-mentioned old taverns were of the town, rather than 
of the road. Most of them were in existence and doing business be- 
fore the road was made. The remaining old taverns of Uniontown, 
hereafter mentioned, were essentially taverns of the National Road, 
and derived their principal patronage from it. 



240 THE OLD PIKE. 

The Swan, Xathaniel Brownfield proprietor, is an old, long frame 
building, at the west end of town, supplemented some years after it 
commenced business, by a brick addition to the eastern end. Thomas 
Brownfield, father of Nathaniel, the present proprietor, and grand- 
father on the maternal side, of the author of this volume, kept this old 
tavern as early as 1805, and down to the year 1829. When the 
National Road was opened for business, this house became a wagon 
stand, and continued such until the last crack of a Battelly White 
whip was heard on the road. It was provided with two commodious 
wagon yards, one at the front, on the roadside opposite the house, 
and the other between the house and the large stable in the rear. 
With the exception of one year that this old tavern was kept by 
William Cox, Nathaniel Brownfield, who was born under its roof, has 
kept it, uninterruptedly, from the date of his father's death, and 
'^ holds the fort" to this day, "with none to molest or make him 
afraid.'' Upwards of eighty, and in vigorous health, he has witnessed 
and participated in the exciting scenes of the road from the begin- 
ning to the end thereof. At an early period he became the owner of 
a farm consisting of one hundred acres adjacent to town, which he 
managed advantageously in connection with his tavern, and within 
the past year sold for the sum of one thousand and ^ve dollars per 
acre, retaining his old tavern stand, to which he is attached by so 
many memories. His wife and good helpmate survives with him. 
and together they occupy the old tavern and recount with varied 
emotions the stirring scenes of the eventful past. 

The McClelland House, as has been elsewhere stated, is one of 
the best known old taverns on the National Road. It is located on 
the north side of the Main street, and in the western end of town. 
As early as 1795, Richard Weaver kept a tavern in a wooden build- 
ing on the lot now covered by the McClelland House, and was suc- 
ceeded by William McClelland. William McClelland was keeping this 
old tavern in 1802, and owned the lot on which it stood at that 
date in fee simple. After the death of William McClelland his son, 
Alfred, came into possession, tore down the old building, and erected 
in its stead the present brick building, known always thereafter as 
the McClelland House. This house was the headquarters of the Good 
Intent line of stages, from the time it was put on the road until it 
was withdrawn at the end of the road's career as a national highway. 
Alfred McClelland presided over this house and controlled it from the 
date of its erection until he died, with the exception of brief interv^als 
mentioned below. He was a large, raw-boned man, of agreeable, 
though somewhat awkward manners, and had complete knowledge of 
the mysterious art of keeping a tavern. He had for his main clerk 
and bar-keeper, Macon W. Rine, a confidential and loyal friend, 
well remembered by the older citizens of Uniontown, as a thor- 
oughly competent man for his employment. Alfred McClelland 
died on the 8th of September, 1862. In the intervals before men- 
tiened, the McClelland House was kept for a short time previous 



THE OLD PIKE. 241 

to 1840 b}' S. B. Hays, before he took control of the old MeCleary 
House. Thereafter, at different times, the house was kept by Jerry 
Colflesh, Lewis D. Beall, William and Thomas Swan, J. W. Kissinger, 
Calvin Springer, William Wyatt, Kim Frey, Russell Frey, Fre}^ and 
Swan, Joseph C. Stacy and Charles H. Eush, in the order named. 
It is at present conducted, as elsewhere stated, by Mrs. Sarah E. Mc- 
Clelland, widow of the old proprietor, and retains all its ancipnt pres- 
tige, under her admii*able management. 

The vSeaton House was a familiar hostelry in the olden time. It 
was founded by James C. Seaton in the year 1820, or thereabout. 
It is located on the northeast corner of Main and x\rch streets, diag- 
onally opposite the old MeCleary House, and is now known as the 
West End Hotel. Mr. vSeaton, the old proprietor, came to Uniontown 
from Virginia, and died in this old house many years ago. The house 
was built in sections at different times until it reached its present 
large proportions. During its occupanc}^ by Mr. Sciaton it was a 
wagon stand of the National Eoad, and extensively patronized. It 
was provided with ample grounds for wagons and teams to stand on, 
which are now covered by the Lingo block and other buildings in the 
vicinity. Mr. Seaton had three sons: Hiram, James, and John. 
Hiram was the old toll collector before mentioned, and James was a 
pike boy in a general way. He drove stage occasioftally, and also 
the express; led horses from station to station on the road, and made 
himself useful in many other ways. He died at his father's old tavern 
in the meridian of the bright era of the road, and before he had 
reached middle age. John Seaton, the other son, went west, and died 
recently in Nebraska. Daniel Collier, before mentioned as keeper of 
the old tavern at Mount Augusta, was a son-in-law of James C. Sea- 
ton; and Charles H. vSeaton, the well known insurance agent of 
Uniontown, is a great-grandson of the old proprietor, and others of 
his descendants are still living in Uniontown and vicinity. After 
Mr. Seaton's death this old tavern was continued a number of years 
by his widow, and growing old she leased it to James Swan, who con- 
ducted it for a brief period, Mrs. Seaton boarding with him in the 
house. Mr. Swan was succeeded by Philip D. Stentz, and he imturn 
by J. W. Kissinger, Kim Frey, David G. Sperry, John Messmore and 
Henry Jennings. The late James T. Redburn bought the property 
from the Seaton heirs and sold it to John Messmore, who in turn sold 
it to Henry Jennings. It is now owned and kept by George Titlow, 
under the name of the West End Hotel, as before stated, well con- 
ducted and well patronized. 

The old National House is located on the northwest corner of 
Morgantown and Fayette streets. It was built for a private resi- 
dence by the late Hon. Thomas Irwin, and occupied by him as such 
until he was appointed Judge of the United States District Court for 
the Western district of Penns3'lvania, when he moved to Pittsburg. 
Judge Irwin sold the property to the celebrated Dr. John F. Braddee, 
of mail robbing notoriety, and he occupied it during the period cov- 



242 THE OLD PIKE. 

ered by his depredations upon the mail bags. It^s situation for such 
opei*ation8 was convenient, as it adjoined the old Stockton stage yard 
hereinbefore described.. After Braddee's conviction L.W. Stockton 
acquired title to the property, and subsequently sold and conveyed it 
to Joshua Marsh, who opened it as a tavern. It was the headquarters 
of the Stockton line of stages from the time it was opened until all 
stage lines were withdrawn from the road. James K. Polk, with his 
family and traveling companions, stopped over night at The National 
when on his way to the capital to be inaugurated President, in the 
spring of 1845. A large number of citizens assembled on the occa- 
sion to meet the coming President, and were addressed by him from 
the high steps in front of the house. The National was a well kept 
house. Situate a distance from the main street, it was comparatively 
exempt from the ordinary street noises, and conducted in a quiet 
manner, disturbed only by the arrival and departure of the stage 
coaches. Mr. Mai*sh, its old proprietor, was a man of retiring dispo- 
sition, gentle manners, and feeble health. He visited Washington 
when Mr. Buchanan was inaugurated President, and was one of the 
unfortunates who were poisoned on that occasion at the National 
Hotel of that place. He returned home, but never fully recovered 
from the effects of the poison, and died in Union town. Among 
others who kept the National were George Evans and Col. Samuel 
Elder. The latter is still living, a hale octogenarian, at Ligonier 
Westmoreland county, Pa. 

The Clinton House, which stood on a lot adjoining the old Court 
House, was a popular house throughout its whole career. It was 
<lemolished in 1890 by condemnation proceedings, and the lot on 
which it stood taken by the county for the use of the new Court 
House. It was erected in 1835 by the late Hon. Andrew Stewart, 
who occupied it as a private residence and kept his law office in it for 
a number of years. It was first kept as a tavern by Andrew Byei*8, 
and after him, from time to time, until its demolition, by Stephen W. 
Snyder, whose wife was a Risler, Zadoc Cracraft, Isaac Kerr, Jesse 
B. Gardner, John Bierer, Calvin Springer, Springer & Renshaw, 
Bernjird Winslow, William Springer, Joseph Wright, J. R. Thornton, 
and James I. Feather. General Taylor stopped over night at the 
Clinton House in 1849, en route to Washington to assume the office of 
President of the United States. It was kei)t at that time by Andrew 
Bvei*s. 

The Moran House is the old Fulton House, opposite the Court 
House, on Elbow or Main street. Like the old Seaton House, the 
Fulton was built in sections, some of them bvSeth Howell and othei*8 
by his predecessors. Seth Howell kept this house a long time. He 
was called ''Flinger," because he had a habit of flinging disor- 
derly persons out of the house, as he termed the process of ejecting. 
Howell was succeeded by Calvin Springer, and he by William Thorn- 
dell, who became the owner of the property. David Mahaney came 
in after Thorndell. Michael Carter after Mahaney, and it next passed 




COL. SAMUEL ELDER. 



THE OLD PIKE, 243 

to the hands of James Moran, its present occupant and owner, who 
gave it the name of the Moi-an House. This old tavern was always 
w^ell patronized, and continues to he under its present proprietor, 
w^ho has added many improvements, and the house is in better shape 
now than at any time heretofore. 

The name Mahaney has long been identified with the National 
Road. The Mahaney House was built and is conducted by Lloyd 
Mahaney, a son of David, elsewhere mentioned. It is the newest 
hotel in Uniontown, and the finest in architectural display. It is a 
hotel, having come into existence after the old inns and taverns hatf 
been relegated to the dead past. It is located on a lot formerly owned 
and occupied by George Ebbert, adjoining the present National Bank 
of Fayette County on the east, and is on the south side of Main 
street. It is well managed and does a large business, and is likewise 
one of the best of the many recent improvements in Uniontown, and 
reflects credit on its proprietor. 



CHAPTER XXXIV. 



Old Taverns and Tavern Keej>ers amt'mued — Unionlovm to Searighh — Anecdote 
of John Slack — Slack at ^Itjht and Tight in the Morning — Old Road* — 
Parting Tribute to the Old TareniJt of the Mountains — Henry Clay Extoh Uie 
ViHue of Buckwheat Cab's — Boss Rush and his Poker — Moxleys — The 
Old Hunter House — Searights — The Grays and the Gray Meeting — Jackiion 
Men and Adams Men Meet and Count Nost's — Old Political Leaders — Bar- 
na^^les of the Road. 

The tavern keepers on the 'old road," as it is called, were as 
earnestly opposed to the building of the National Road, as those on 
tlie latter were to the building of the railroad, and for like reasons. 
The following anecdote serves as an illustration : John Slack kept a 
tavern for manv vears at the summit of Laurel Hill on the old road, 
in a house near the Washington Sj)rings. Before the National Road 
was opened said Slack, in a complaining manner, ''Wagons coming 
up Laurel Hill would stick in the mud a mile or so below my house, 
when the drivers would unhitch, leave their wagons in the mud, and 
bring llieir teams to my house and stay with me all night. In the 
morning they would return to their stranded wagons, dig and haul 
them out, and get back to ni}' house and stay with me another night. 
Thus counting the wagons going east and west, I got four night's bills 
from the same set of wagoners." 'Now," concluded Slack (since the 
completion of the National Road), with indignation, "the wagonei^s 
whiff by without stopping." Old wagoners were accustomed to say of 
Slack that he was 'Slack at night and tight in the morning," mean- 
ing that he was clever and cheerful when they ''put up" with him in 
the evening, and close and exacting in the morning when bills were 
payable. 

The old road referred to was the Braddock road, which from the 
summit of Laurel Hill, turned northwardly, as before stated, to Gists 
(Mt. Braddock), Stewart's Crossing (Connellsville), Braddock's Field 
and Fort Pitt (Pittsburg). 

An old road between Uniontown and Brownsville was laid out 
in 1774 by viewers ap])ointed l)V the court of Westmoreland county, 
Penn.sylvania, before Fayette county was established, upon a petition 
signed mainly by inhabitants of Brownsville and vicinity, who com- 
plained that *' they had to carry their corn twenty miles to the 
mill of Henry Beeson at Uniontown." The distance of twentv miles 
complained of was by way of the old road known as '^Burd's," from 





'^rij 


Pf^ 




I^Hii 





THE SEARIGHT HOUSE. 



THE OLD PIKE. 245 

the mouth of Redstone creek to GistB, where it intersected Bnuldock's 
road. The road between Uniontowii and Brownsville, above men- 
tioned, was carried east of Union town, to intersect the Braddock 
road, which it did, near Slack's lavern. The line of the National 
Road closely follows that of the old road between Uniontown and 
Brownsville. Marks of the old road are plainly visible to this day. 
and some of the old buildings, which were erected along its line, are 
still standing, notably the dwelling of Thomas B. Graham, esq., three 
miles west of Uniontown, which was an old tavern. This old house 
was the first residence of the Hon. Andrew Stewart after his mar- 
riage, and his oldest son, David Shriver, was born in it. 

John Slack, the old tavern keeper before mentioned, was the 
father of Mrs. McClean, wife of Ephraim McCIean, who for many 
years kept the Cottage tavern on the summit of Laurel Hill, and no 
doubt the fame of this house under the management of the^McCIeans 
is attributable in great measure to the earl}^ training of Mrs. McClean 
in her father's old tavern, where she was reared. 

Heretofore in these pages the reader has been introduced to old 
taverns and old tavern keepers on the mountain division of the road, 
a long division covering two hundred miles, including the intervening 
glades and valleys. Suii)rise is often expressed that there were so 
many good taverns in the mountains, remote from fertile iields and 
needed markets. That they were equal to the best on the road is 
conceded; and that the old taverns of the National Road have never 
been surpassed for bounteous entertainment and good cheer, is like- 
wise conceded; in fact, has never been disputed. It may seem a 
trifling thing to be written down in serious history, that the old tav- 
erns of the mountains excelled all others in the matter of serving 
buckwheat cakes; but it is germane and true. To relieve this state- 
ment from the imputation of being a trifling one, it may be added 
that there are men and women still living on the line of the National 
Road who often heard the great statesman, orator and patriot, Henry 
Clay, praising the good qualities of the buckwheat cakes furnished 
by the old mountain taverns with as much fervor and more enthu- 
siasm than he ever exhibited in commending his favorite measure, 
the Protective Tariff. And, as a matter of fact, it might be stated in 
this connection, that the making of buckwheat cakes is es.sentially a 
home industry', not, however, of the infantile order, and while it may 
not need protection, is certainly deserving of encouragement. An- 
other memorable feature of the mountain taverns was the immense 
fires kept constantly burning in the old bar rooms during the old- 
time winters. In many instances the grates were seven feet in 
length, with corresponding width and depth, and would contain an 
ordinar}^ wagon load of coal; and when the fires were stirred up in 
these immense grates, and set to roaring, the jolly old wagoners occu- 
pying the bar rooms paid little heed to the eagerness of the howling 
mountain weather. The old landlord of the mountains took special 
pride in keeping up his bar room fire. He kept a poker from six to 



246 THE OLD PIKE. 

eight feet long, and would not allow it to be used by any one but 
himself. Boss Rush, not inaptly termed ''the prince of landlords," 
was so careful and punctilious about the management of his bar room 
fire that he kept his big poker under lock and key, so that no one 
could use it but himself, always using it at the right time, and keep- 
ing up a unitorm and proper temperature for the comfort of his 
guests. With this parting tribute to the memory of the old taverns 
and tavern keepers of the mountains, the attention of the reader is 
now invited to those on the line of the road through the rich valleys 
of the tributaries of the Ohio. Monroe and Uniontown, and the 
inten^ening space of two miles betweon these points, arc covered in a 
previous chapter. 

Three miles west of Uniontown is an old tavern stand known in 
late years as the Moxley House. It is a long log and frame building, sit- 
uate on the south side of the road, with a porch extending along its 
entire frontage. This house was first ke])t as a tavern by Bazil Wig- 
gins, an uncle of Harrison Wiggins, the old fox hunter before mcMi- 
tioned, next by John Gray, grandfather of the old and popular con- 
ductor from Uniontown to Pittsburg on the Baltimore & Ohio Rail- 
road, now and for many years deceased. Its next occupant, and from 
183G to 1838, was William Cox, a brother-in-law of E. W. Clement, 
the famous swearer. In 1838 the property was purchased by Thomas 
Moxley, who went into possession and continued it as a tavern stand 
down to the year 1863, when Henry Clay Rush bought it and occu- 
pied it until the year 1805, when he sold it to Edmund Leonard, its 
present occupant. When Moxley took charge of this old tavern he 
gave it the name of ^'Thc Half-way House," for the reason that its 
location is about midway between Cumberland and Wheeling. It 
was always a well conducted tavern, and did a large business, mainly 
in the line of wagon custom. 

Less than a mile west of the old Moxlc}' House, on the south 
side, and back a few yards from the road, is a fine brick building, 
which, during a portion of the prosperous era of the road, was a well 
known and popular tavern stand. The house was built by Robert 
Hunter, who occupied it for several years, but did not seem inclined 
to court patronage, and, as a consequence, did not do much buwiness. 
He leased the house to William Darlington, and moved to Ohio. 
Darlington, as before stated, had been an old wagoner, was a man of 
amiable temper, and did a large business at this house. He remained 
in it until the year 1848, when ho moved to the mountain and took 
charge of the Stone House, then known as the Fayette vSprings 
House, now Dean's. There he remained until he bt^came the occu- 
pant of the Mansion House on the estate of the late Col. Samuel 
Evans, near X^niontown, where he died. When Darlington vacated 
the old Hunter House it was turned over to Peter Collev, whose father, 
Abel Colley, had previously bought it from Hunter. Peter Colley 
ke])t the house a number of years, and died in possession. He was a 
tnnn of quiet deportment, attentive to strangers and travelers, and 




JOSEPH QRAY. 



THE OLD PIKE. 247 

cMijoyeil an extensive line of cnstoni. until the termination of the road's 
high career. The old tavern is now the private residence of A. A. 
Taggart, son-in-law of Peter Colle3\ proprietor of one of the planing 
mills of Uniontown, and a successful contractor and builder. 

Xext, two miles further west, is Searights. Here is the old half- 
wju' house between Uniontown an<l Brownsville, a large stone build- 
ing on the north side of the road, at the crossingof the great drovers' 
road of other davs leading; from the Flats of Grave Creek, Yirojinia, 
to Bedford, PenFisylvania. The lari'e stables connected with this 
hou.se, on the opposite side of the road, are still standing, and in a 
good state of preservation. In the olden time, in addition to the 
ordinary travel on the road, sleighing and other parties from Union- 
town and Brownsville were accustomed to go to this old tavern for a 
night's dancing, and the attending festivities. This is also the battle- 
ground of the memorable ''Gray Meeting" in 1828, where the o])- 
j>osing hosts betwecFi Jackson and Adams went into an open iield and 
measured strength by '-countiFig off,' the Jacksonians outnumbering 
their adver.saries by a decided preponderance, greatly to the mortifi- 
cation of the weaker column. This meeting was called the ''Gray 
meeting, " because the tavern there was then kept by John Gray, 
formerly of the Moxley House, before mentioned. The leaders on 
the occasion of this trial of strength were as follows: On the Jackson 
side, Gen. Henry W. Beeson,Col. Ben Brownfield. John Fuller, David 
Gilmore, Larkin S. Dearth, Alexander Johnson, Provance McCormicki 
William F. Coplaii, Henry J. Rigdon, William Hatfield and William 
Searight. On the Adams side: Andi'ew Stewart, John Dawson, 
John M. Austin, Israel Miller, E. P. Oliphant, Chads Chalfant, 
Stokely Conwell, Levi Springer, Dennis Springer, and William Col- 
vin. Prior to 1840 many of the Democratic county meetings and 
conventions were held at Searights. Before the era of railroads it 
was a central point for Uniontown, Connellsville and Brownsville, 
A large water-trough was always maintained at this old tavern, where 
teams attached to all kinds of wagons, coaches and other vehicles, as 
well as horses and mules led in droves, were halted for refreshment. 
At times relays of stage horses for extra occasions were statione<l 
here, and it vras always a relay for the line teams moving merchan- 
dine. An old sign -board- was displayed at the front of the house for 
many years, bearing in large gilt letters the legend Searights. The 
old tavern at Searights was built by Josiah Frost, about the time the 
National Hoad was constructed, and in the year 1821 William Sea- 
right acquired it by purchase from Frost. Joseph T, Noble as lessee 
of William Searight kept the tavern first after it was vacated by 
Frost. It was kept for a brief period at intervals by William Sea- 
right, but owing to his absence from home, being a contractor on 
public works, he did not give the management his personal attention, 
but ])laced it in the hands of James Allison, a well remembered and 
highly esteemed citizen, subsequentl}' and for many years postmaster 
at Searights. John Gray, as has been stated, kept this huw^v^ \w X"^!"^ . 



248 THE OLR PIKE. 

He was sucoeeded by Jolin Risler. the iiot«0 old liivern keeper, before 
mentioned. Hva. Rinler's mother died at this house. Her name w a." 
Mareh. After Mr. Risler left, and about 1840, Mattbins Fry went 
into posMession, and condncted the hotiKe for a number of yearn. He 
had been a popular old wagoner, and drew a Inrfje wagon trade. He 
was Bnec'ee<ied by Josejih Gray, son of John, before mentioned, ami 
father of John fimy, the old railroad condueler. Joseph Gniy died 
in this house in January, 1851. He wan a worthy eitizen, well de- 
serving of honorable mention. After the death of Joneph (Ji-ay the 
houDC wan kept first by William Mhaw, known iis "Taveni Keeper 
Billy," and after him by William Shaw, known as '-Wagoner Billv," 
Those two Shaws were not of kin. In 1856 Henry Clay Rush took 
chai^of the house and remained in it until 18ti3, when he purchased 
the Moxley property and removed to that point, a« before statetl. 
Rush was a popular man, and wan lllierally patronized by the travel- 
ing public. In the fall of 1862, or winter of 1863. the mansion house 
of Bwing Searight was (Icsti-oycd by fire, and ho moved to the old 
tavern when Rush vacated it, remained for a while, and snbacqiiently 
from time to time Icaeedit to James Fntst, Alfred MeCormiek.Thomas 
Allen, 0. W. Downer, Robert Moxley, Lewis Frj' and James W. Clny- 
bangh. During the terms of the last mentioned persons the patron- 
age of the house was mostly local. The hous<* is now the private ivsi- 
dence of AVilliam Searight, a son of Ewlng Searight, owner of the 
pro|iei'ty, and late supenntendent of the road. William Searight. the 
old proprietor, was su])erintondont of the road for many years, during 
its fiourishing era. 

The National Roaii had its contingent of quaint eharaetei-s. 
eccentric men. philosophers in one sense, and loafers in another. They 
were indigenous to the road, could not live away from it, and enjoye<l 
the precarious subaistenee they obtaine<i <m it. The load-stone that 
attracted thoni and attached them to the itiad, probably alx>ve all 
other influences, was the pure whisky, before mentioned. It was 
]ilcntiful and cheap, and could beobtained almost for the niere asking. 
It did not contain- the elements of modern whisky, which o.teiles 
men to revohition, insurrection, violence and insanity. Of theehnr- 
acters alluded to, whose haunts were at the old taverns along the 
road between Searlghtsand Brownsville, the render familiar with thai 
))ortion of the line will readily recall Marion Smith. (Iiogan) George 
Ducket. Jonathan Crawford, ■T<)hn W. Dougherty, Gideon Lehman 
and Billy Bluchaker. I/ogan's forte was imitating the crowing of a 
rooster. Ducket had no pnmounced trait, but uinler a ))atriolic im- 
pulse volunteered as a soldier in the Mexican war, and marched with 
Major Gardner, Daniel HazanI and the other heroi'S to the halls of 
the Montezumas. Crawford was a tailor, and worked at his trade as 
little as possible, but quietly enjoyed his potations. He had nothing 
to say. Dougherty was a walking aivenal, savage in appearance and 
^'csticulation. He carried knives, pistols and a general assortment of 
deadly weapontt, but was never ki\own to tise them on an adversary. 



THE OLD PIKE. 249 

Lehman was also a tailor and bass drummer. He had a bronzed 
complexion, and a stolid temperament. Billy Bluebakcr was elastic 
in motion, but lacking in brain. lie wore the smallest hat of any 
individual on the road, and was happy in doing little jobs for old 
wagoners at his uncle's tavern. These odd characters have all gone 
with the majority of the men'' of the road. They witnessed and in 
their way participated in the enlivening scenes of the great highway, 
and are entitled to a place in its history. 



CHAPTEK XXXV. 



Olil ririy-r/M and Tarerii Keeix-rf, cuntiiiue<l — fxtirighlg lu Broin.-ilU- — AM OA- 
Ifjl'i, Jolin»OH'K, knoirn later a» Hatfifld'i — Williain lliitjield, hl:< Good A'niH.- 
iiiu} MtUincfuAy Death — An old and iidd Itidenture — The "Id Peter ViMeg llvan- 
^A Taiem le'ilh a Hrirf Care.'r, the Erd Tarern, tViltei- /^ix.,r„, IlraMrr'f — 
]iii»nifrille~~ Aitecdolet of Jartnini and Ctny — Jiiinii Wortmnii ntld Doctor 
Stun — Ham and Eggn — Bazil Bftuiiear, Jarnet C. Brcklri/, ItVUiani Heffnuldf, 
Ihr Monongaiiela Uoa»t, the Clark IIo'i»e, the Irmi Bridge, Bridgejuirl, John 
Riley, thi Voiioiigaliela Bridge. 

Over the hill fiom SearightH is the old Ahel CoUey stand. The 
old tuvei'ii heie, iii the floiinfihing era of the road, did a lavjfc bu»i- 
ih;ms, mainly m the line of L'litttrtaininf! wafioneiv. While all the 
taverns of the road were more or less |>iiti'oni».Ml l>y wagonoiis, exeept- 
\i]g a few whieh were cxcUisivcly stage houses, they hud favorite 
stopiiing plaees, and the Abel Colley tavern was one of these. The 
old proprietor and hin family had methods and numnei-s which were 
agreeable to wagoners, and they made it a point to slop at this house 
in great numbers. The bills wei-c moderate, yet the patronage was 
so extensive and eontiniied so long that Abel Colley aceumulated a 
considerable fortune at this old tavern, and when trade and travel 
ceased built a fine brick wsidence on the roadside ojiposite, wheru he 
retired with his family to private life, and in a few years thereafter 
died. !NaTicy, the wife of the old tavern keeper, is wl>11 i-emembcred 
as a larfjo, amiable woman, who habitually wore an expansive cap of 
th(! Queen Anne style. She long since passed to ihe life beyond. \V. 
Searij^ht Colley, a son of Abel, now occupies uml owns the brick 
dwelling mentioned, with a fine farm adjacent. Peter Colley, of the 
old lliinter tavern before mentioned, was likewise a son of Abel, and 
he had a son, Levi, a farmer and freeholder, who died a number of 
ycai-3 ago on the old Covert farm, near Moxlevs, now in the occu- 
jiancy of one of his sons. The Abel Colloy tavern i.s slitl standing, a 
mcmument, like many othera, of the faded glories of Ihe old pike. 
This old bouse was kept as early as the j-ear 1825 by Darius Grimes, 
and after biin by Thomas Moxley. In Moxleys l"ime it was called 
the "Green Tree," aiul the writer remembers the picture of the gi-een 
tree which ap]>earcd on the sign board that hung and HWung for 
many years in front of this old tavern. Abel ('oilej- took charge 
jiftcr Moxley leiY. According to the recollection <)f EbencKcr Finley. 
an appears hy his loiter in l\>e iV^\ieudix to this volume, the Abel 




ABEL COLLEY. 



THE OLD PIKE. 251 

Colley tavern waa kept by Samuel Wolverton and by Hugh Thomp- 
son, and this must have been previous to the time of Darius Grimes. 
It was certainly before Moxley's time. 

About one mile west of the Abel Colley house there is an old 
sione tavern on the north side of the road, known in early days as 
Johnson's, later as Hatfield's. This house was built in 1817 by Ran- 
dolph Dearth for Robert Johnson, who kept it as a tavern down to 
the year 1841, when he retired to a farm in Franklin townshi]), Fay- 
ette county, Pennsylvania, where he died, leaving behind him a good 
name, which is better than great riches, of which latter he had a 
i^oodlv share. He was the father-in-law of Th(mias Brownfield, who, 
in 1862, was vSheriff of Fayette county, Pennsylvania, and previously 
a tavern keeper on the road. Henry L. Murphy, a well known and 
thrifty farmer of Jeiferson township, Fayette county, Pennsylvania, 
likewise married a daughter of Robert Johnson. This tavern, under 
the guidance of Robert Johnson, did a large business, and the old 
proprietor made money by conducting it. The successor of Robert 
Johnson in the management of this house was Arthur Wallace, who 
remained in it for a single year. He was a brother of John Wallace, 
who once kept the Wilse Clement house in Hopwood, and subsequently 
removed to Morgantown, Virginia, and an uncle of James Wallace, 
])resent proprietor of the Wallace House in Morgantown. Peter 
Frasher, the old wagoner and tavern keeper before mentioned, mar- 
ried a daughter of Arthur Wallace. Charles Guttery succeeded Ar- 
thur Wallace in the Johnson House. * Guttery was an old wagoner, 
and is now keeping a tavern in Beallsville, Washington county, Penn- 
s3dvania, and probably the oldest man in the business. He was at 
the Johnson House in 1844, and a wagoner many years before that 
date. From 1849 to 1851 John Foster kept the Johnson House. He 
was a brother of the first wife of Robert Hogsett. Foster was suc- 
ceeded by Hiram Holmes, who kept the house one year. In 1852 
William Hatfield, who had previously bought the property, went into 
the house and kept it as a tavern until the year 1855, when he closed 
it as a public house, but continued to occupy it as a private residence 
until his melancholy death. Before engaging in tavern keeping. 
Willium Hatfield served many years as a Justice of the Peace, and 
subsequent to 1855 served a term as Associate Judge. He was a 
l)lacksmith by trade, and made the old iron gates of the road. He 
was industrious and honest, and likewise noted for his kindness to 
his fellow men. It was while engaged in doing a favor for an old 
neighbor, in the year 1871, that he lost his life. His neighbor, John 
C Craft, had purchased a patent pump, and called on Judge Hatfield 
to assist him in placing it in his well. The Judge, as was his habit, 
promptly responded, and, going down to the bottom of the well, 
called to his neighbor, who stood at the surface, to send him down a 
saw or an ax. The needed tool was placed in a heavy iron-bound tub 
and started down, but, through neglect, the cable sli\)\>cd, w.\\vk VW 

• Deceased. 



252 THE OLD PIKE. 

tiilj vvjw jnvcii)itmi.-ii a gi-eat iie]itli uiion Jiulgo Hntfiold's heiiil. (nlally 
injiidiiy him. He whm oxt rifiUoi I'linn Iiw jk'HIous j>OBitioM in an 
iiiiconscioiirt slate, <amed liomc. and liii^friiif; only a few lioiire, died, 
Iliw t'l'mahis wore interred in the lieaiitit'iU eemetery near Browna- 
vilie, atleiidi'd by a lar;j;e ooneimrBe of sorrowing citizens, including 
the Jiidfies of the CourtM and the niombei's of tlie bar of Fayette 
county, Pennsylvania. 

Following is anexa<'teoi)y of the iiulenlui-e which bound William 
Ilatlield to leani tbe tnulo of a blacksmith: 

This JiiihiiturrWitneaseth : That William Hatfield, of ;he town- 
ship of Union, in the county of Fayette, State of Pennsylvania, faath 
put himself by the apjii'obation of bis guardian, John With row, and 
iiy these pi-esenls doth voluntarily put hiniMelf an apprentice to 
(iKOROE WiNTERSiiTE, of the luwiishi]) of Bedstone, comity and State 
afoi\'Hai<i, blackHiiiith, to loarn bis art, trade or mystery lie now oc- 
lupielh or followctli, and after the mauner of an apprentice to serve 
tiim from the day of tbe ilulc hei-<^of, for and during the full end and 
term of five yeant next ensuing, during all which time he, the naid 
n])pi'enticc, his itaid master shall fuilhnilty iter%'c. his seci-ets keep, bis 
la\vt\il commands every where gladly obey ; be (thai) do no damage to 
his said master, nor siiftcr it to be di>ne without giving notice to bis 
siiid iiiiisler; he shiill not waste his mastcr'Mgtwds, nor lend them un- 
lawfully to others; he shall not absent himself day or night H-om his 
master's service without his leave; he shall not commit any unlawful 
dceit, whereby his said master shall sustain dannige. nor contract 
nmtrimony within the said term; be sliuU not buy nor sell, nor make 
any coutnict wlialsoniever, whoreby bis master i-cceive damage, but 
in all things behave himself as a faithful apjnvntico ought to do 
iluring the said term. Aiut the said (ieorge Wintenunte shall use the 
utmost of his endeavors to teach, or cause to be taught and inBtruetcd. 
the said ajiprenfice the trade or mystery he now oecupielb or follow- 
eth. and jirocnre and piiivide lor him, the said apjirentiee, sufficient 
meat. drink, common working ap|)arcl. washing, iin<l lodging, fitting for 
an iipprenlice during the said term; and fuither, he the said master, 
■ doth ag(ve to give unto the saiil apprentice, ten month's schooling 
within tile said term, and also the said master dot li agree to give unto 
the said appivntiee two weeks in harvest in each and every year that 
be. the said apprentice, shall stay with his said master; also the said 
(ieorge Winterniute, doth agive to give unto the said apprentice one 
good freedom suit of clothes. And for tbe true performance of all 
inid every the said covenants and agreements, cither of the said jjartiew 
binds theiuselves to each other l>y these presents. 

Ill witness thcii'of, they have interchangeablj- put their bauds and 
seals, thif- fii^st day of April, one Ihousaud eight hundred and sixteen. 

frEORClE WlNTERMITE. [Seal.] 

Witness pivsent, William Hatfield. [Seal.] 

liKSJAMtH JfOMEHTS. JoiIN WlTllROW. [Seal.] 



jr\ 


'■^f^ 

"^4 
^^\^ 


mr 


^Pv^- 



HON. WILUAM HATFIELD. 



THE OLD PIKE. 253 

Fayette County, ss. : 

May the 29th, one thousand eight hundred and sixteen, before 
me the subscriber, one of the justices of peace in and for the said 
county, came the parties to the within indenture and severally ac- 
knowledged it as their act and deed. Given under my hand and seal 
the day and year above mentioned. 

Benjamin Eoberts. [Seal.] 

All the covenants and agreements of this quaint document were 
faithfully kept on the part of William Hatfield. Benjamin Roberts, 
the Justice of the Peace, before whom the instrument was acknowl- 
edged, was the father of William B. Eoberts, who led the company 
from Uniontown to engage in the Mexican war, and upon the organ- 
ization of the second regimentof Pennsylvania volunteers was elected 
colonel, and served as such until his death, which occurred in the 
city of Mexico. The old justice lived on a small farm in Menallen 
township, Fayette county, Pennsylvania, north of and adjoining the 
Searight farm, and Col. Koberts, his distinguished son, was born there. 

One mile west of Hatfield's is the old Peter Colley stand. It is 
a stone house on the south side of the road. Peter Colley was the 
lather of Abel Colley, and an early settler. He kept a tavern on the 
old road before the National Eoad was made. He was a money 
maker, and owned the land on which his tavern was erected, in fee. 
He was probably the first man on the National Eoad who acquired 
the fame of having a barrel of money. Old pike boys said he kept 
his money in a barrel. Peter Colley was well advanced in years when 
the National Eoad was made, and did not long enjoy the profits of 
the new highw^ay. At his death his tavern passed to the hands of his 
son George, who kept it for many yeai*s, and until he followed his 
father to the unknown world. George Colley lived to see and lament 
the decline of business on the road, and after his death his house was 
discontinued as a tavern. The hills on either side of this old house 
are among the highest on the road, the summit of the western range 
being twelve hundred and seventy-foirr feet above the level of the sea. 
In the olden time, as before stated, extra horses, called "the postilion," 
were required to aid the stage coaches in ascending these hills. 

A little over a mile further west a plastered stone house, on the 
north side of the road, was kept as a tavern at intervals, during the 
prosperous era of the road. It is not, however, to be classed among 
the old taverns of the road. It was first kept as a tavern previous to 
1840 by Arthur Wallace. Isaac Baily subsequently kept it for a 
brief period, and enjoyed a good measure of patronage. Baily after- 
ward became postmaster at Brownsville, and finally a member of the 
Fayette county, Pennsylvania, bar. He was a shrewd Yankee, and 
an active local politician. His wife was a daughter of Solomon Col- 
le}', of 'the large family of Colleys of the vicinity. George ('raft 
once lived in this house, and occasionally entertained strangers and 
travelers, but was not a regular tavern kcopcY. T\\\% wvv^ ^"^^ ^^tv^ 

12 



254 THE OLD PIKE. 

ivsidence at ono time ot'-Jackey Craft/' known as an eeeontrieehar- 
aeter, who was in the habit of starting out over the road in a sleigh 
with bells, when there was no snow on the ground. Before his mind 
became unbalanced, "Jackey" w'as a pushing, money making citizen, 
but his life went out under a cloud of mental derangement, causing 
dee)) regret among his many friends, 

A lew hundred ynrds further west on the south side of tlie road, 
is the red taverir, so called, because in early days it was painted re<l. 
It is a wooden building, weather-boarded. This house had a large 
wagon custom, and, what may be considered strange without explan- 
ation, was more largely patronized l>y wagonei*s going west than 
east. This was owing to the means of ingress to and egress from the 
house. It is located near the summit of a hill, a short distance from 
the road, and immediately in front of it, adjoining the road, is a steep 
embankment. To drive to the house going west, a way leads otf 
from the summit of the hill, wiiich is level, but to drive out to the 
road the descent is steep, and wagoners coming east could not reach 
the wagon yard without driving up this steep grade, and, in many 
instances, preferred driving on to Colley's rather than pressing their 
teams against such an obstacle. Despite the disadvantage mentioned, 
this tavern, as before stated, was a popular resort for wagoners. It 
was first kept by Cuthbert Wiggins, father of Harrison Wiggins, and 
at this house Harrison Wiggins was born. It was next kept by 
George Richards, whose widow became the wife of John Gadd. 
Cuthbert Wiggins was at this house as early as 1812. John Gribble 
succeeded Richards as early as 1886, and continued to keep this house 
for many years, making money in the business, and ultimateh' buy- 
ing a farm in the neighborhood, ceased tavern keeping and became a 
successful farmer. He has been dead nmny years, but is well remem- 
bered as a worthy citizen. Upon the retirement of Gribble, this 
house passed to the management of Fielding Frasher, a steady-going 
man, wiio had been a wagoner on the road, and knew how- to keep a 
tavern. He was an uncle of Capt. L. H. Frasher, of Uniontown, 
ex-District Attorney of Fayette county. Field in*' Frasher had a 
good custom while keeping this house, but did not continue long in 
the business, and w^as succeeded by Huston Todd, a well known citi- 
zen in his day. He was a brother-in-law of Judge Hatfield, father of 
Ewing Todd, for many years a leading citizen of Brownsville, now 
deceased, and grandfather of William Hatfield Todd, a popular and 
efficient postal clerk on the route between Pittsburg and New York. 
Peter Williams, oldest son of the late Gen. William W. Williams, mar- 
ried a daughter of Huston Todd. The imputation of this old house 
was fully maintained while under the control of Huston Todd. Peter 
Frasher next took charge of this house. He was a brother of Field- 
ing Frasher, and a typical pike bo}^ bright, active, and popular. He 
had been a w^agoner, and knew the road from Baltimore to Wiieeling. 
The house, while he kept it, was crowded with guests, but his gener- 
oiis mitiire prevented him from exacting full payment of bills at all 



THE OLD PIKE. 255 

times, and as a consequence his coffers were not as nuich swollen as 
tliose of many of the tavern keepers, more mindful of the chief end 
of tavern keeping. George Friend succeeded Peter Frashcr, but 
remained only a short time, when he gave way to Parker McDonald. 
McDonald was the last man who conducted this house as a tavern. 
He was active, attentive, and popular, but the glory of the road 
had departed, and the business of tavern keeping was a thing of the 
))ast. The old red tavern and the farm adjacent belong to the old 
and wealthy Bowman family, of Brownsville. 

A short distance west of the red tavern a stone house was kept 
bv^ Wilkes Brown, before the National Koad was made, and derived 
its trade for the most part from the old road. It is still standing, but 
not immediately on the National Poad. Wilkes Brown was of the 
family of Thomas Brown, the founder of Brownsville. 

The next old tavern stand on the westward tramp is Brubaker's, 
a fine brick building on the north side near Brownsville. Daniel 
Brubaker j)urchased this property from David Auld. and went into 
possession in the year 1826, and from that date until his death was 
its constant occupant, with the excei)tion of a very brief period that 
it was occupied and kept as a tavern by Alexander P. Watson. Mr. 
Brubaker survived the business era of the road, and died in his old 
tavern. He was a Pennsylvania Dutchman, born in Somerset county, 
and possessed the thrift characteristic of his race. Although econ- 
omical and saving, he was not stinted in providing for the comfortable 
entertainment of his guests, and enjoyed a large patronage, especially 
in the line of wagon custom. After ascending the long hill out from 
Brownsville, going east, old wagoners found a ))leasant resting place 
at Brubaker's. Alex. R. Watson will be remembered by the old folks 
of the road as a man of small stature, but considerable energy, who. 
about forty-five years ago, ran an omnibus line between Brownsville 
and Uniontown for the conveyance of passengers. 

The next point is Brownsville, for many years the head of steam- 
boat navigation on the Moilongahela river. Here many passengers 
were transferred from the stage lines to the steamboats plying be- 
tween this point and Pittsburg. It is shown by official figures that 
from 1844, the date at which the slack water improvement was com- 
pleted to Brownsville, to 1852, when through business ceased on the 
National Poad, covering a period of eight years, more than two hun- 
dred thousand passengers left the stage lines at Brownsville and took 
passage on the Monongahela steamers. West-going passengers were 
*' ticketed through " from Cumberland, Baltimore and other ))oints east, 
to Pittsburg and other points west, I'ui the National Poad, and the 
Monongahela river route. A movement was set on foot as early as the 
year 1814, looking to the improvement of the navigation of the 
Monongahela river, by means of locks and dams, followed by later 
s])asmodic efforts, but nothing of a practical nature was accomplished 
in this direction until 1836, when a company was incorporated Un 
carry forward and complete the work. The weV ot \\\v!^ov>^'^vi^\<?»vv 



256 THE OLD PIKE. 

(Icisi^natiMl a number of promiiiont citizens to solii-it and receive sub- 
scriptions of stoclc, among whom wlicre Epliraim L. Blaine, father 
of James G. Blaine, of Washington county; William Hopkins, of the 
same county, and Andrew Stowart and Samuel Evans, of Fayette 
county. Of all the gentlemen designated for this purpose, and there 
was quite a large number, not one is living at this day. There were 
no wagon stand taverns in Brownsville. Wagoners "put up" at the 
old Riley and Bar houses in Bridgeport, and at Brubaker's, cast of 
town. The old Workman House, at the upper end of Market street, 
was a famous stage house. It had the patronage of the Stockton 
line. This house is a stone structure, on the north side of the street, 
with 11 spacious poi-eh in front. James Workman, the old proprietor, 
will be remembered as a gentleman of ruddy complexion, gray hair, 
slim, but erect stature, elastic step and curt speech. He presided at 
this house for many years, and had a wide reputation for serving 
good meals. This old house was built by John McClure Hezlop in 
1797, who first kept it as a tavern. James Beckley afterwards kept 
it, and after his decease, it was continued as a tavern by his widow. 
JuniCB Workman took charge of it in 1843. After Workman, and 
since tho decline of travel on the road, it has been kept at different 
limes by William Garrett, Aaron Wyalt, William Wyatt, Jacob 
Marks, John G. Fear, and probably others. It is continued as a tav- 
ern, and kept at the present time by Fred Chulfant. 

Tho late George E. Hogg, for many years a leading and wealthy 
citizen of Brownsville, is authority for the following amusing storj- 
concerning James Workman, the old tavern keeper, and General 
Jackson. On an uccasion of one of General Jackson's frequent trips 
over the National Road, the citizens of Brownsville resolved to give 
him a public reception. All the usual arrangements for such an 
event were made, including a dinner at Workman's tavern. The 
hei-o, upon reaching town, was taken to the Presbyterian church to 
listen to a reception speech and receive the greetings of the people. 
Soon after the audience had settled down Mr. Workman entered the 
building, and forcing himself down the main aisle, and to a front pew 
occupied by Genenil Jackson, accosted him thus: "General Jackson, 
I have been commissioned by tho committee of arrangements to pi-o- 
vido your dinner, and have come to inquire if there is any particular 
article of diet you prefer above another, that I may have the pleasure 
of gratif^'iiig your taste." The old General gravely responded, "Ham 
and eggs." This seemed rather confusing to the old landlord, who, 
supposing the General was joking, repealed his inquiry, when the 
same resjwnse came a second time and in an emphatic tone, "Ham 
.\ND F.uds." The old landlord then hastily withdrew, hurried home, 
and commanded his cook to pre|)are bam and eggs for General Jack- 
son's dinner. The ham of that day was a different thing from the 
flabby, flavorless so-called ■■sugar cured" counterfeit of tho present 
day, and thousands of other well meaning citizens besides General 
Jiivkoon wero fond of the ham of the olden time. Eggs, of course, 




t » ■> 

9 9 ■>• 



t» 



THE OLD PIKE. 257 

are the same now as of yore, but simply and solely because modern 
food corrupters have not discovered any method of debauching them. 

Mr. Hogg, above quoted, is responsible also for the following 
story: An Old Line coach in which Henry Clay was a passenger was 
upset on the iron bridge, and he was slightly injured and conveyed 
to the Workman house. Dr. Stoy, an old practitioner of the place, 
was summoned, and hastened to the relief of the distinguished suf- 
ferer. The old physician was given to loquacity, and not a little 
elated by being called to see so distinguished a patient. He pre- 
scribed brandy, and to vary the prescription and assuage the patient's 
apprehension, began the recital of an old joke, meanwhile holding in 
his hand a glass of brandy. Mr. Clay, perceiving that the story was 
going to be a long one, interrupted the doctor by suggesting that ho 
be permitted to drink the brandy without further delay, and rub the 
^lass over his wounds. 

A few steps below the Workman House an old tavern was kept 
by Bazil Brashear, and subsequently by James Searight, who left it in 
1836, to take charge of the ^'National House" in Washington, Penn- 
sylvania. The Brashear House was a station for many years of one 
or more of the early stage lines, and in 1825 Gen. Lafayette dined at 
this house while on his way from Washington, Pennsylvania, to 
Uniontown. This old house, built of stone, is still standing, owned 
and occupied as a private residence by the widow of the late Westley 
Frost. Bazil Brashear was a brother-in-law of Thomas Brown, the 
founder of Brownsville, and the grandfather of Prof. Brashear, the 
distinguished astronomer of Pittsburg. 

James C. Beckley kept a tavern in a frame house at the head of 
old Front street, for a number of years. He was a local politician of 
much shrewdness, commanding a considerable following, a close friend 
of the late Hon. John L. Dawson, and served that old-time, able and 
distinguished statesman in many trying contests. 

Further down the main street and on the south side near the 
present location of the old Monongahela Bank, was the Marshall 
House. This house was first kept as a tavern by William Reynolds, 
who was an agent of the Adams Express Company. Mr. Reynolds 
previously kept the old Abrams House in Petersburg. He did a good 
business at the Marshall House, which was headquarters for the Ex- 
press Company. This house was subsequently kept at different times 
by Hiram Holmes, Isaac Tance, Harvey Schroyer, J. W. Kisinger and 
William Garrett. After Reynolds left it the name was changed, and 
it was known as the Petroleum House. It has not been used as a 
tavern for a number of years. 

William Reynolds was a native of Brownsville, born in 1804, 
and drove his father's team between Baltimore and Wheeling, before 
reaching his majority. He kept tavern in Petersburg five years, and 
moved from that place to Brandonville, Virginia, where he engaged 
in a mercantile venture, as a partner of his uncle, Zalmon Lwdv\\^<^w>^ 
esq. After a brief experience as a meve\\ai\t, \\^ y^Iwyw^^ Vo \C\^ 



258 THE OLD PIKE. 

fttlhei's old tavern west of Keyaer'e Ridge, and aftei-wai-d resumed 
tavern keeping in Petersbnrf;. From Peterslmrg he went to Brownw- 
ville. lie was killed in a niilroad ftecideitt near PitUbui-g in 1850. 
while in the sevviee of the Adamtt Kspi'eHH Company. His son Jolui 
iH poslniaster at Conflnence. Somerset toiinty, Pennsylvania, and Wil- 
liam lliii-tman, the tinfoi-tiinatc bi-akeman who wuh shot and killed on 
the Baltimore & Ohio Railroad, near Dunbar, in Angnst. 1893, v.a» a 
grandson of William Reynolds. 

The old ('lark mHnsion. located nl the enst end of -the neek" in 
Brownsville, was eonvorteii loiilavern about lortj'-five yeai-wago, and 
became the h end quarters of the Good Intent Hlago line. It was first 
opened iij) us a tavern by Andrew Byers, who had previously kept 
the Clinton House in Uniontown. When Bj'ersleft it Daniel Brown, 
the old Htage agent, took charge of it and conducted it for u brief 
period. Dunlcl Brown's roputatation as a model tavern keeper Ims 
iwjen adverted loin another chapter After Bi-own's lime the patron- 
age of this house was mostly ol a local character. The Clark House 
was kept for a while after Bi-own left it by Capt. Morgan Mason, who 
subsequently located in St. Louis, where he slitt resides, a leading 
citizen, and an ex-sheriff of that eity. The widow Schroyer also 
kept this house, and Matthew Story, ami it is at present kept by the 
Theakston Brothers. 

The Monongahela House, a short distance west of the Clark 
House, on the sonth side, was originally and for many years the pri- 
vate resilience of SamuelJ. Krepps, It has been probably fiftyj'eai-s 
since this house was (brown open to the public as a tavern. One of 
the MeCurdy'swas first installed as landlord of this house. Ho was 
succeeded by Jesse Hanlin, an old stage driver, and Isaac Bailey, 
William Gans, Ephniim H. Bar, Cyrus L. Conner and John B. Krop|»<. 
son of the owner, kept this house nearly, if not exactly, in the order 
given. It was a stage house, and had a large run of general custom. 
It continues to be one of the leading hotels of Brownsville, under the 
management of David Provins. 

Thomas Brown, James Auld, Amos Wilson and James C. Beck- 
Icy were tavern keepers in Bi-ownsville prior to the construction of 
the N'ational Road. Auld preceded Bcckley in the old house at the 
head ol Fi-ont street, above mentioned. Amos Wilson kept the old 
"Black Horse"' tavern on Front street. 

A few yards westward from the Monongahela House the road 
crosses Dunlap's eixiek over a handsome and expensive iron bridge, 
erected in 1S35, and the first of the kind west of the Allegheny 
mountains. The vicissilndes attending the construction of this bridge 
have been alluded to in a piwions chapter. The stone work of this 
bridge, which is a fine specimen of heavy masonry, was let by con- 
tract to William Searight, who pushed it forward and completed it with 
hischaracteristiconergj'. David Ghipps.awellrememlicredold citizen 
of the vicinity of I'nioutown, and an expert stone mason, was a boss 
workman on this bridge, and the late Gen. AVilliam W. Williams, who 



THE OLD PIKE. 259 

in the prime ot his life was an excellent mason, also worked on its 
walls and abutments. The work was done under authority of the 
War Department of the general government. 

After crossing the iron bridge the traveler is in the ancient bor- 
ough of Bridgeport. Here Jack Arnold kept a tavern at a very early 
period. He was succeeded by John Riley, who for many years ke])t 
a wagon stand. Riley was a staunch citizen, and participated in the 
public affairs of his town. His tavern was near the market house, 
and was a popular resort in the olden time. Isaac Kimber, Robert 
Patterson and John Ncelan kept taverns in Bridgeport before tlie 
National Road was made. The present Bar House is on the site of t lie 
old Kimber House. The Bar House is owned by Ephraim H. Bar, 
who conducted it as a tavern for many years. It was a wagon stand, 
and had a good trade. Robert Carter, old wagoner before mentioned, 
was one of the men who for a time successfully conducted the Bar 
House. Thornton Young, George Garrard, Matthew Story and Eli 
Bar kept this house in recent years at different times, and it is now 
conducted b}^ ^Y. F. Higinbotham. 

It is but a short distance from the iron bridge beforeN mentioned 
to the long wooden bridge over the Monongahela river. This bridge, 
although a link of the Natiojial Road, was not built by the govern- 
ment. It is a private enterprise, and was erected in 1833. In 1810 
an act was passed by the Legislature of Pennsylvania, authorizing the 
Governor to incorporate a company to build and operate a bridge at 
this point; but for some cause the company was not organized, and 
in 1830 a company was incorporated by the Legislature. Ephraim 
L. Blaine, father of the brilliant and popular statesman, was an in- 
corporator under the provisions of the act of 1830, and the company 
authorized by that act promptly organized, and completed the bridge 
at the date above mentioned. Neil Gillespie, the grandfather of 
James G. Blaine, was named in the act of 1810, above mentioned, as 
one of the commissioners to solicit and receive subscriptions of stock 
for the bridge. 



CHAPTER XXXVI. 



rill':tke Birthplace of Jamrs G. Blaim- — IiitUaH Hill, later Liuiin a* A"y,jw' 

Knob — Indian Peter ami ^fll flUleijiie ^ The Aihiiiit I[oii»e,Joh C n n 
Viwmt Ofvn» — An OliI and My»frriam Miinhr—Malilen, Br<i Taylor- 
Tragic Death iif a Beaiitijnl Girl — Ciiarrrillf, Jofiit Rogrm, Ze}l R igl 
BalUlbj White, Uie vhip-inaker, Mrs. Diiltm, Eli Railleii, The Old (onrtil I 

Beallirille, Darid ifilch^ll, Amlreui and Thoinan Kei/t, Rolierl Cliig/jage It 1/ a 

Greaifiehl, Mrs. Chajnliem, Charlt* (Inttrr;/. 

From the Bi;j CronMingH to the Monongahcia rivor at Brownsville 
the road passes through Fayette ooiinty, Pennsylvania. Aiii'v ei-osw- 
ing the river bi-tdgo at Bi-ownsville, going west, the traveler roat-hos 
the soil of Waabington county, and plants his feet in the ancient 
village of West Bi-ownsvillo. From the hill tops on the i-oad. sr far 
west as Uillsboro, glimpsi'S are had of the receding moiintiiins. West 
Brownsville has the great distinction of being Iho birth place of 
James G. Blaine, the foremost and most popular of all American 
statesmen of the present day. It is related in Crumrine's valuable 
and well written history of Washington county, thiit the land upon 
which West Brownsville stands was originally owned by Indian Peter. 
This Indian Peter, at a very early day, lived im lands in the vicinity 
of Unionlowii, and gave name to Peter's wtivct, the oldest stivjct of 
that town. He had a neighbor whose name was Philip Shute, with 
whom he was not on friendly terms. Prior to 176!) Indian Peter 
wi-ote to the authorities ot the pi-oprietary government, that "he 
could not get along with the damned Dutchman, and wished to give 
up his land for another tract." His request was pi-omiitly complied 
with, and he was given a tract of thi-ee hundred and thirty-nine acres, 
situate on the west side of the M^onongahela river, which was surveyed 
and called "Indian Hill," and upon this tract stands the town of West 
Bi-ownsville. It embraces Krepps' Knob, which together with the 
character of the old owner, accounts for the name given the tract. 
Krejips' Knob is ten hundred and forty feet above the level of the 
Atlantic ocean. Indian Peter, it seems, died in ))<>sHession of the 
Indian Hill tract, and it pa.ssed to his widow Marj-, a while woman. 
and his oldest son William. In 1784 the widow and son aforesaid, 
sold the ti'aet to Neil (lillospie, the great -grandfather of James G. 
Blaine. The price agi-ced upon between the parties was foi'ty shillings 
per acre, payable in instalments of money, iron and one negro. This 



4 



i 



THE OLD PIKE. 261 

tract of land remained in the Gillespie family for many years. Philip 
Shute, the old German neighbor of Indian Peter, lived in Union 
township, Fayette county, now North Union, near the late residence 
of Colonel Evans, and gave name to the gushing mountain stream 
which flows through the lands of that vicinity. The bridge over 
the Monongahela river stands on an almost direct north and south 
line, and a short distance from its northern end the road makes a 
sharp angle to the westward. On the south side of this angle a 
tavern was kept by Samuel Adams, as early as the year 1820. 
Samuel Adams was the father of Estep Adams, the present polite and 
popular postmaster at West Brownsville. John Huston succeeded 
Samuel Adams in this old house. In the early days of the road this 
house w^as constantly crowded with guests. At the close of Huston's 
term, the old house, w^hich w^as a wooden structure, was torn down, 
and the present brick building was erected on its site, and continued 
as a tav(jrn throughout the whole period of the road's prosperous 
era, and for many years thereafter. Joshua Armstrong was the first 
occupant of the new building. His term was prior to the year 1840. 
Mon'is Purcell came in, after Armstrong. Dr. Adams, the postmaster 
before mentioned, when a boy, counted fifty road wagons standing 
around this old tavern, in one night, when it was kept by Morris 
Purcell. The wagon yard, which was large and commodious, was 
located on the west side, and in the rear of the house. Major William 
Paul, hereinbefore mentioned, succeeded Purcell in this house, about 
the year 1842, and retained the extensive line of wagon custom with 
which his predecessor was favored. James Watkins, an old stage 
driver of Washington, Pennsylvania, was Maj. Paul's bar keeper at 
this house, and his son-in-law, Thomas Hamen Hopkins, was the 
successor of Maj. Paul in this house. His widow is still keeping a 
tavern in West Brownsville. She is well up in years, but her memory 
is clear and w^ell stored with interesting reminiscences of the road. 
GrecnbeiTy Millburn next had charge of this house, and kept it for a 
brief period, when he retired, and his name does not subsequently 
appear on the roll of old tavern keepers. John Cummins was the 
next occupant of this house. He purchased the property, and held 
it until his death, which occurred near the close of the prosperous 
cm of the road. lie was an Irishman, thrifty and energetic, and 
besides tavern keeping, took contracts on public w^orks. About the 
year 1859 this house passed to the control of Moses Bennington, who 
conducted it during the era of the civil war. He was succeeded by 
William Dawson, whose successor was James B. Dorsie. Doc Bar 
kept the house for a brief period, and one of its occupants was Kobert 
Miller. Upon the expiration of Miller's term Thomas H. Hopkins 
again took charge, and it was subsequently kept for short periods, at 
different times, by Solomon AVatkins, James Nichols and John Taylor. 
The house is at present owned by the Pittsburg, Virginia and Charles- 
ton railroad company, and used as a passenger and freight statvow. 
A few hundred yards west of the old Xdam^ ^\;Vsa\^.j^w\ vva-six n^x^ 

1 2a 



2(J2 TUE OLD PIKg. 

foot of the river bill, on the river side, an old stone Iiouho was kept 
iiH a tavern when the i-oad was first opened, and for a nnmber of yeai-s 
thereafter. The first man who entered to the wants of the ti-aveling 
public at this ohi tavern wau Vincent Owcne. who had been a faithful 
soldier in Washington's army in the war of the Revolution. The 
property belonged to the old Ki-eppa family of the vicinity, and the 
old tavern stood at the northwest landinji of the old Krcpps ferry. 
Owens waa succeeded at this old tavern b}' Samuel Acklin, and Acklin 
by John K repps, a brother of Samuel J. Ki-epps. Morris Purcell 
succeeded Erepps, and went fi'om here to the old Adams House, be- 
fore mentioned. The Krepps ferry was operated in connection with 
the management of this old tavern, and the furry was continued down 
to the year 1845. The tavern was closed here long before the decline 
of travel on the road. The father of Vincent Owens was murdered 
in this old tavern while his son was conducting it. The crime was 
an atrocious one, causing gi-eat excitement and indignation in the 
neighborhood at the time, and the manner and motives of the act 
seem to be shrouded in mystciy. Two pei-sons who lodged in the 
house over night were suspected of the crime, but they fled before 
the light of the morning and were never apprehended. 

About two and one-half miles west of Krepjw' Ferry an ancient 
hamlet called by old pike boys Maiden is reached. Here on the north 
side of the road stands an old stone tavern, which in the palmy days of 
the road was a popular stopping point. It belonged originally to the old 
Krepps family, of Brownsville, and was designed and erected for a 
tavern. It was evidently the belief of the old owners that a town 
would graw up on this site, as they caused a stone in the front wall 
of the old tavern, near the top, to be di-essed and inscHhed in cut let- 
tere with the name Ereppaville. This name, however, was not adopted 
by the public, but the place was, and continues to be known as Mai- 
den. The origui of this name is not ))o.iitiveIy known, hut tradition 
has it that a party of emigrants encamping on the ground one night, 
fancying that it resembled the place of their nativity, Muldcn. prob- 
ably in the Slate of Massachusetts, gave it that name. Be this as 
it nuiy, Maiden is the popular name of the locality. The old tavern 
here was built in two sections and at different dates. The original, 
which is now the western section, was built in 1822, and a di-cssed 
stone in its fi-ont wall bears that date. The second, or eastern sec- 
tion, was built in 1830. It is the second section that bears the name 
Kreppsville, above mentioned; and, in addition, the stone slab dis- 
closing this name shows the date 1830, also the word '■Libei-ty," and 
the figui-e of a plow and sheaf of wheat. Brj- Taylor was the first 
person who kept the old tavern at Maiden, and he was constantly 
busy while there in attending to the wants of the traveling public. 
He had an amiable and beautiful daughter, Kizzie,who was accident- 
ally killed in this house, causing great sorrow in the neighborhood. 
JIcT bi-other, Jame.s, had been out hunting one day. and returning. 
placed his gun negligently on a latVft. Kv* sister. Miss Kizzie, be- 



I • 



• •• 




WILLIAM GREENFIELD. 



THE OLD PIKE. 263 

sought him to put the gun in a safe phice, which he declined to do, 
remarking that *'it wouldn't hurt anybody where it was." Miss 
Kizzie did not share his confidence in regard to the absence of danger, 
and proceeded to remove the gun herself. Her brother interfered to 
prevent the gun's removal, when a scuffle ensued between the parties, 
during which the gun was discharged, and Miss Kizzie was fatally 
shot. The room in which this sad affair occurred is still pointed out • 
to visitors. As if by the law of compensation, James Taylor, the 
brother, many years afterward was himself shot, lie became a river 
man, and gradually made his way to points down the Ohio and Mis- 
sissippi, and w^as finally shot and killed by a United States Marshal 
near Memphis. Samuel Acklin followed Taylor in the old tavern at 
Maiden, and was favored with a large patronage, consisting mainly 
of wagoners and drovers. Acklin was at this house as early as 1836. 
Samuel Bailey succeeded Acklin, and Bailey was succeeded in turn by 
William Pepper and William Garrett. James Britton, now and for 
thirty years past, has owned this property. He occupies the old 
tavern as a private residence, and operates the fertile farm attached 
to it. 

The next point w^est, distant about three miles, is Centreville. 
Moving onward towards Centreville the traveler passes the old farms 
and residences of Jonathan Knight, the famous civil engineer- of other 
days, and Nathan Pusey, father of Hon. W. H. M. Pusey, a leading 
banker. Democratic politician and ex-member of Congress, of Council 
Bluffs, Iowa. Another point of interest on this part of the line, is 
the old historic Taylor church, which stands on the north side of the 
road, a monument of the religious tendencies of the good old inhab- 
itants of the vicinity. Centreville was laid out in 1821, soon after 
the road was completed, and with special reference to its completion, 
and the anticipated prosperity to ensue by reason thereof. It is equi- 
distant between Uniontown and AVashington. The first old tavern 
kept in Centreville was by John Rogers, father of the venerable 
Joseph T. Rogers, of Bridgeport. It is a brick house, on the north 
side of the road, still standing. Robert Rogers succeeded his father 
in this house and kept it for many years, and died in possession. At 
brief intervals in the lifetime of Robert Rogers this house was con- 
ducted by Solomon Bracken, son-in-law of Mr. Rogers, and a Mr. 
Wilson, the latter occupying it but for one year. The Rogers House 
was known and noted throughout the entire period of the road's 
prosperous era as a quiet, orclerly, well kept tavern. The leading 
wagon stand in Centreville was on the hill at the w^est end of town, 
a brick house, on the south side of the road. The wagon yard was 
in the rear. Zephania Riggle kept this house at an early day, and 
was succeeded in 1845 by Peter CoUey, a nephew of Abel Colley, be- 
fore mentioned. Henry Whitsett came in after Collev, and next 
Jacob Marks, who was followed by William Garrett, and Jesse Quail 
succeeded Garrett. The property is now^ owned by Jose^\vB.^^'?l\<^^^ 
who keeps the old tavern open for the accoTtvmo^t\,V\ow c>^ ^Vc^w^x^ 



264 THE OLD PIKE. 

and travulere. The hoUBe kept by Zepli Ri^K'** ^ii this «ile was do- 
Htroyed by firo during his incumbency, and promplly i-ebiiilt. Battloy 
White, the celebrated nianiifiiclurer of tho wagoner's black snake 
whip, betbfe mentiuiied, lived in Coiitrevillo. The house now occu- 
pletl by Morris Cleaver, on the hill west of Ccntrcville, was at one 
time a tavern. It was first kept by Charley Miller, then by Zeph 
Rigglc, and next, in 183C, by Mrs. Dutton, mother of John R. Button, 
the well known, reputable and prosperous merchant of Brownsville. 
Mrs. Dutton owned the property, and moved from here to Browns- 
ville, after which this old tavern closed. Its career was somewhat 
brief, but it was a well kept tavern, and had a good lino of custom in 
its day. 

About half a mile west fi-om Mrs. Duttons an old frame tavern, 
on tho north side of the road, as early as 1824. displayed the sign of 
the CoNBTiTmos, and entertained primitive travelers of the road. 
This old house was kept for a while by one Johnson, but it long since 
disappeared from view. 

Eli Railley kept a tavern as early as 18311 in a brick house on the 
north side of the romi, about one and a half miles west of Centreville, 
and was succeeded bj- the widow Wel:ih, who conducted it as a tavern 
as late as 1850, This house is slill standing, owned by Amos Cleaver, 
and ocoupie<l by his son as a private residence. 

Beallsville, distant one and a half miles from the old Railley tav- 
ern, is nest reached. In proceeding to Beallsville the traveler passes 
one of Ihc old toll houses, all of which, as before stated, are slill stand- 
ing, and in good condition, except the one near Ml. Washington and 
the one on Big Havage mountain. David Mitchell, tho old collector at 
tho gate near Beallsville, is well i-emcmbei-ed as a Htntightforwai-d, 
htmest and intelligent citizen. Beallsville, like Ccntroville as a town, 
was the outgrowth of the National Roiul. It was laid out in 1821, 
and incoqionkted as a boi-ough in 1852. Jonathan Kniglit, the old 
engineer before mentioned, surveyed the site of the town and made 
the pial. The National l{o:id forms the miiin street of this town, as 
it does that of Centreville. The tii-st old tavern reached in Beallsville, 
going west, was on tho north side, at the east end of the town. This 
house was first kept by Andrew Keys, and after him by Thomas Keys. 
This was previous to 1840. It was next kept by Robert Cluggage, and 
after Cluggage, James Dennison kepi it. Denniwon was succeeded by 
Moses Benniiigtcm. who afterwards kept the old Adams House at 
West Brownsville. Charles Gulteiy also kept this house in 1854. 
Dennison was a Claysville man, and after kecjiing tavern for short 
terms, at different points on the road, returned to Claysville, where 
ho died. He was an old wagonei-, as well as a tavern keeper, and 
well and favorably known on the road. Ho hiid an inlorest by mar- 
riage, or birth-right, in some real estate at or near Claysville, and 
this is doubtless ihc chord (bat drew him at last back to that point. 
The old Keys tavern had a commodious wagon yard attached, and 
entertained many old wagonevn. 






> rf 




CHARLES GUTXeRY. 



THE OLD PIKE. 265 

About the center of the town of Beallsville, and on the south or 
westside,Wm. Greenfield kept a famous old tavern, and he was in many 
other respects a famous old man. He was tall and spare, with a 
brown complexion, a defective eye, and a philosophic turn of mind. 
It was his fortune to have a good wife, and to her, in great measure, 
was attributed the high grade of this old tavern. The traveler could 
always get a good cup of coffee at Greenfield's, a rare thing in a 
tavern and utterly unknown in a hotel. In addition to keeping 
tavern, William Greenfield was a banker, and established the *' Bealls- 
ville Savings Bank." His bank was in his tavern, and his safe w^as 
his pocket. He issued notes of small denominations, which were 
handsomely printed and engraved, and they acquired some credit, 
and a limited circulation. The pressure of redemption, however, was 
more than the old banker-tavern keeeper could withstand, and he 
was forced to close business as a banker, but continued his tavern 
successfully. It is due to the memory of the old gentleman to state, 
that no serious losses were sustained bv the note holders of his bank. 
He continued to keep tavern at the old stand until his death, which 
occuiTed many years ago, and all the old pike boys, from one end of 
the road to the other, have a kind word for the memory of William 
Greenfield. 

Charley Miller kept a tavern as early as 1830, and probably be- 
fore that date, in the brick house on the corner opposite Greenfield's, 
and this house was subsequently, and for many years kept by Mrs. 
Chambers. It was a quiet, orderly, and aristocratic old tavern, 
especially when under the management of Mrs. Chambers, and en- 
joyed a good reputation as an eating house. Benjamin Demon took 
charge of this house after the retirement of Mrs. Chambers, and kept 
it for a while. Moses Bennington succeeded Demon, and Charles 
Guttery succeeded Bennington. Guttery w^as the last of the old line 
of tavern keepei's, at this house. Beallsville was a station for the 
line wagons, and John Cook, an old wagoner whose home was there, 
drove a line team for many years. 



CHAPTER XXXVII. 



Old Tai-fnuaiid Taveni K(i-per» coiUinwd — BealUdlUtu Wadiinglon — HUUboro — 
Tlte Old Hill Houte — Samuel Ywmuxn, iitji tu Old Movnt the biggeut man of 
the Road — George Jtingland, John Noblf, Billy Kobimon. Ctiarleti Miller'n, The 
Gain Hoiae, Daniel Ward, Egg Nug Hill, The Long Streleh, Thmnat Hamingt, 
Tlu Upland House, Joseph Doak, The Muiinl Venton IIuii*e, J/iij. thtnlap, 
Charles Reitig, Pancake, Jonathan Martin, The Sample Hoiuk. 

Three miles west from Beallsville the traveler ivachos the village 
of Ilillsboro, This little town ia another outgrowth of the Xalional 
Road, and as at Beallavillo and Centreville, the road forms its main 
street. The grade from Bcallsvile to IIiU»<boro ia for the most ])art 
ascending, the hill going out west from Beallsvitle being one of the 
longest on the road, and Hillsboro is situate on a lofly cmincnee over- 
looking a wide range of hills, and many fertile slopes and valleys. 
On the summit above Hillsboro, the traveler coming cast, gets the 
first glimpses of Laurel Hill, thirty miles diutant in the mountains. 
Crumrine's history of Washington county, before quoted, informs us 
that Hillsboro was laid out in the year 18I!>, a date eoineident with 
the completion of the road. The proprietoi-s of the town wore 
Stephen HilL and Thomas Mc-Giffin, and Crumrine's history contains 
the following notice of the fii-st public siUo of lots : 

■' The public are informed that a town has been laid off, to be 
called Hillsbora, adjoining Hill's stone tavern, about equal distance 
from 'Washington to Brownsville, and that lots will be sold on the 
))remi6es on Monday, the 19th day of August, at public auction. 
Sale lo commence at 10 o'clock a. .m. Ktephen Hill, 

July 19, 1819. Thomas McGiffin, 

Proprietors." 

Accompanying the plat of the town us recorded, says Orumrine, 
were these i-omarks: "The al)ove is a plan of the town of Hillsboro. 
nearly equidistant between Brownsville and Washington, Pennsyl- 
vania, on theUnited States road." Signed by the proprietors, Stephen 
Hill belonged to an old family of that name, which was among the 
early settlers of the region, and Thomas McGiilin was an old and 
prominent lawyer of Washington, and a contractor on the original 
construction of the road, father of Col. Norton McGiffin, a soldier of 
two wavs, and Sheriff and membev ot V\\e1j«%w\'4.t.uv« for Washington 




BILLY ROBINSON. 



THE OLD HKE. 267 

county. Hill's stone tavern was in existence as early as 1794. In 
the early history of the National Koad, and for a number of yeai-w, it 
was the leading tavern of Hillsboro, kept by Thomas Hill, who was 
not a son, but a near relative, probably a nephew, of Stephen Hill, 
the old proprietor. Samuel Youman kept this house fifty years ago, 
after the retirement of Hill. Youman was a stage driver as well as a 
tavern keeper, and next to "Old Mount,'* as before stated, the biggest 
man on the road. One of the stage lines, that on which Youman 
was a driver, stopped at this house, and it was the only stage house 
on the road that was largely patronized by old wagoners, and their 
favor was obtained probably by reason of the spacious and commo- 
dious wagon yard in front of the house. John Hampson, John Gib- 
son, William Dawson and Oliver Lacock each in turn kept this house 
since Youman's time, and it is at present continued as a tavern by 
Mr. Lacock's son. 

In the year 1827 James Beck kept a tavern in Hillsboro. He 
was a member of the old bridge builders firm of Kinkead, Beck & 
Evans, and moved from the "Vance farm," near Uniontown, which 
he once owned, to Hillsboro, at the date named. He remained in 
Hillsboro but one year, and his successor in the tavern there was 
George Eingland. Eingland was a citizen of some prominence in his 
day, a brother of Col. Thomas Ringland, an old soldier, and a leading 
man in the public affairs of Washington county more than half a cen- 
tury ago. David Railly succeeded Ringland in this house about the 
year' 1840. It was a stage house, but did a general business. After 
Eailly this house was kept at different times by John Noble, who 
married Railly's widow, John Taylor, Henry Taylor, Jesse Core and 
William Robinson. Noble and Robinson were both old stage drivers. 
Noble before, as well as after his experience as a tavern keeper. 
Robinson died a tavern keeper, and in the house last mentioned. 
"Billy" Robinson was one of the best known and most popular men 
of the road. He was short in stature, with reddish complexion, dark 
hair, and an amiable disposition. He hauled many an old-time states- 
man safely in his nimble coach, and afterward dined him sumptuously 
in his bountiful tavern. There was an old tavern in Hillsboro, near 
the centre of the town, on the' south side of the road, kept fii'st by 
John Wilson, and after his time by Stephen Phelps, and next and last 
.by David Powell. Its career was not as long as many other old tav- 
erns of the road, but in its time it was a lively house and had a large 
run of custom. Zeph Riggle kept a tavern in what is known as the 
Dr. Clark house, on the south side, in Hillsboro, at an early day, and 
as at other points on the road where he catered to the wants of the 
traveling public, drew a good trade. He was the only person that 
ever kept this house as a tavern. 

About two miles west of Hillsboro the famous old tavern of 
Charley Miller is reached. It is a large and handsome brick building 
on the south side of the road, and was kept before Miller's time by 
Henry Taylor. Miller did a large business, and had all sorts of cus- 



268 THE OLt> riKE. 

toniiTs, wilh a capatity to adapt himself to the wants and whims Of 
every variety. Ho was awusloined to say, in fommeiidation of his 
whisky, that it wiie a hundred years old; that he eould voui'h for its 
age, for ho helped to make it. Parties of young follcs were aec-us- 
tomed to drive out from Washington, h distance of ten miles, to take 
a meal and have a daneo at Charley Miller's. Ilia lueale were siinip- 
tuous and savory, and gave his house a ri'pntation from which he did 
not fail to profit. One of his specialties was fine poach hrandy,which 
is graciously renionilwi'cd and fVeqiiontiy s]x>kGn of by the survivors 
of the old pike boj-s with a glow of enthusiasm. MiUor died in this 
house, and it passed to the hands of David Ullery. 

"No longer the host liobblcB down from his rest 
In the porch's coo] ahudow, to welcome his guest 
With a. smile of delight and a grasp of the hand, 
And a glance of the eye tliat no heart could withstand. " 

One and a half miles went of Charley Miller's, on the south side 
of the road, a tavern was ke|>t in a wooden building many years ago 
by William Plymire. This old tavern furnished good entertainment, 
and its old host was attentive and polite to his patrons. Plymiro was 
succeeded in this house by Henry Yorty, who kept it going as a tav- 
ern until his death, and for some time thereafter it was kept by his 
widow, but was never kept as a tavern after Mrs, Yorty's time. 

The next old wagon stand on the westward trump ia the "(ial.s 
House." This house is situate on llie north side of the road, about 
two miles w^est of ('barley Miller's. It is a fVame building, and once 
WHS painti'd red, hut the red all woiv oil' many yeai-s ago, and was 
not replaced. It was called the '-Gals House," heeause it was owned 
and conducted by three maiden women of the family name of Dague. 
The grounds around this old house, night after night, thronglioutthe 
entire iwHoil of the road's pit)sperily, were crowded with teams and 
wagons, and the rcputali<m of the place was excellent in eveiy par- 
ticular. Tbi; Daguc girls were the owners of the house and of about 
eighty acres of rich land wuri-ounding it, and attwr business closed on 
the road, they sold and conveyed the properly to Joseph Henderson, 
a well remembered and worthy old alage driver, who went into pos- 
session and made this place his homo for many years. 

One mile further west is Ward's, Here u well known tavern 
was kept by Daniel Ward, all through the flourishing era of the road,' 
and it was well kc]it and well patiimized. Ward was rich, the owner 
of bis tavern stiuid, and a tine iiirni iu addition, and therefore unlike 
many other old tavern keepers of the road who leased their houses 
fi-oni year to year, and changed from point to ]Kuiit at difletvnt times. 
Wai-ds tavern is a large frame house, on the north side of the i-oad, 
wilh a sjiacious |iorch in front, and a large wagon yard conveniently 
attached, and was a favorite st<i])|iing place for old wagoners. The 
iM house is still standing, unused, because not needed as a tavern, 
but it remains a, pi'omineul laui\mavk ul the road, parrying the mind 




DANIEL WARD. 



THE OLD PIKE. 269 

back to the period of its enlivening scenes and moving pageants. 
Daniel Ward was a pronounced type of the old tavern keeper. He 
was rather a large man, not fleshy, but broad shouldered, with a slight 
stoop. His complexion was reddish, and he always had a pleasant 
smile wherewith to greet a guest. He wore a broad-rimmed, high- 
crowned, brown-colored fur hat, with long, soft nap, the style of hat 
worn by all old tavern keepers and wagoners when dressed for special 
occasions. Mrs. Ward was an admirable help-mate for her husband. 
She was a large woman, of florid complexion, and f\ill of energy and 
zeal in her occupation. The meals she spread before her numerous 
guests in all seasons were bountiful and relishable, and gave her hus- 
band's old tavern a wide reputation. What a change? Once all was 
life and animation at this old tavern, now 

"The wind whistles shrill, through the wide open doors, 
And lizards keep house, on the mouldering? floors." 

Four miles w^est from Ward's the old and popular wagon stand 
of Thomas Hastings is reached. In proceeding onward toward the 
Hastings House a celebrated point is passed, known in the peculiar 
vocabulary of the road as ''Egg Nog Hill." On this hill for many 
years lived in retirement Samuel Flowers, one of the oldest, steadiest 
and best known wagoners of the road. William D. Evans, residing 
in Malvern, Iowa, a son of Gabriel Evans, of the old firm of Kinkcad, 
Beck & Evans, contractors and bridge builders, before mentioned, 
furnishes the following story as to the origin of the name of this hill : 
The engineers in locating the line of the road were much exercised 
in fixing the grade at this point, and before arriving at conclusions 
the sun went down, and with a view probably of stimulating their 
minds to clearer conceptions, they ordered a bucket of egg-nog to be 
served in their shanty. Partaking freely of this ancient, agreeable 
and strong beverage during the night, they proceeded next morning 
w^ith the work in hand, and established the grade without further 
embarrassment. The chain carriers and other employees were called 
in to the rough, roadside banquet, and the region all around echoed 
the notes of that night's revelry, and ever thereafter the locality has 
been known as "Egg Nog Hill." If this is a true account of the 
origin of the name, and the authority quoted is respectable and cred- 
ible, there are many persons willing to aver that the influence of the 
egg nog was anything but propitious, since the grade of the road at 
this point is nothing to boast of. At the foot of Egg Nog Hill a val- 
ley is reached over which the road passes for a distance of two miles 
on a level grade, varied by slight undulations, terminating at or near 
the old Buchanan postoffice. This portion of the road w^as called by old 
stage drivers *'The Long Stretch," and over its favorable grade stage, 
teams sped wnth more than ordinary rapidity. It is considered ger- 
maine to state in this connection, that the general grade of the road has 
been much and sharply criticised, and by many condemned outright. 
The main point of objection urged against the grade \e>.,tVv^l\\.\wN^Vs^^ 



270 THE OLD PIKE. 

many long and steep hilla, which could hare been avoided by makiiig 
side cuts and occupying the valleys, and thia is true, but any other 
location would have lengthened the line and increased the cost of 
construction and maintenance. David Shriver, of Cumberland, was 
the chief engineer in charge of the location, and instructed by the 
tiovernment to make the line an straight as practicable, within the 
limit of a five degree elevation. Besides, there was a popular theory 
when the line was located, that a road over hills was not as fatiguing 
to horses a» a road with a uniform grade. It was argued that a horse 
is provided with two sets of muscles, one of which is used in going 
up and the other in going down a bill, and the conclusion was tbat 
hoi-S08 were relieved and rented by a change from an up to u down 
gmde. After this digression, the reader's attention is invited back to 
the old tavern of Thomas Hastings. It is situate on the summit of a 
bill of average length and grade on tbe south side, and a short dis- 
tance back from tbe i-oad. The location of this house, with reference 
to the road, is similar to that of the old red tavern, two miles east of 
Hi-ownsville. The Hastings House was a leading tavern of tbe road, 
all through its prosperous era. The large patronage it enjoyed is the 
bewt evidence that it was well kept. 

John W. McDowell, of Uniontown, an ox-Counly Commissioner 
of Fayette county, Pennsylvania, was working on tbe road in 1844 
under tbe superintendcncj' of William Searight, and boarding at the 
Hastings House. On the morning of tbe election of that year he rose 
"bright and early," took his breakfast '• before the In-eak of day. ' 
mounted a horse, and rode to Mt. Washington, the polling place for 
Wharton township, which was his home, in time to vote for Polk and 
Dallas. McDowell frequently relates this incident of his life, when 
recounting his party ser^'ices, and lays particular stress on the cir- 
cumstance that the dining room girls gladly furnished him his break- 
fast and cheered him on his mission. The distance fi-om the obi Hast- 
ings tavern to Mt. Washington is forty -two miles. 

While the n»ad was undergoing constniction, there was a tavern 
about midwaj' of the '-Long Sti-etch," and on the south side of the 
road. It was kept by one Smith, of the extensive American family 
of that name. At times there was great disorder and much tumult, 
amounting almost to riot, at this old tavern, and on one of these^oeca- 
sions the old militia of Washington county was ordered to the scene 
to enforce the keeping of the peace. These disorders, like similar 
outbreaks of the present day, were no doubt attributable to the im- 
moderate use of intoxicants. 

Within a few hundred feet, and west of tbe old Hastings house, 
Samuel Hughes kept a tavern in 1844 and before, and i)robably a 
short time after that date. His bouse was a large and imposing 
frame building on the north side of the road, and known in its day 
as the 'Upland House." This name appeared on the sign board. 
The surroundings of this house were attractive. It bad an aristo- 
cmtic air about it. and enjoyed an aristocratic patronage. While olii 




JOHN W. MCDOWELL. 



THE OLD PIKE. 271 

wagoners crowded the Hastings House, travelers in chaises and fine 
carriages stopped at the Upland. By some means, and many years 
ago, this old house was demolished, and a fine brick building erected 
on its site, owned and occupied by Joseph Doak, who was at one time 
a superintendent of the road. 

About one and a half miles west ot the Upland House, Major 
James Dunlap, at a very early period of the road's history, kept a 
tavern on the south side, on an elevation and a little distance back 
from the roadside. It was called the "Mt. Vernon House," and was 
doing business as early as the year 1816, two years before the road 
wa,s completed as far west as Washington. Major Dunlap was a 
prominent man of his day, and brigade inspector oT the Washington 
county (Pennsylvania) militia, an office of no little consequence in the 
early history of Pennsylvania. Major Dunlap subsequently kept the 
Jackson House in Washington, Pennsylvania. Before reaching the 
Mt. Yernon House, an old round toll house is passed, where William 
Hill collected tolls for many years from the throngs of travelers on 
the road. The old Mt. Yernon House was supplanted by a new one, 
under the direction of Charles Eettig, who became the owner of the 
property. The new house is a brick structure, and was a wagon 
stand. There was an abundant water supply at this house, and old 
stage drivers and wagoners halted upon reaching it to refresh their 
teams. Charles Eettig died about the 3'ear 1860. He was a staunch 
and sturdy citizen, and possessed the confidence and enjoyed the re- 
spect of all his neighbors. 

The next point west, but a short distance, is invested with more 
than ordinary interest. It is Pancake, sometimes called Martinsburg, 
and in later yeai's, to a limited extent, known as Laboratory. But 
Pancake was the original, and remains the popular name. It is 
almost within eyesight of Washington. The first tavern here was 
kept by George Pancake, and hence the name given the place. His 
house was a small log building, erected near the beginning of the 
present century, and probably the first house in the village. Pan- 
cake did well with the means at his command, but his old house was 
not equal to the growing wants of the road, and after it was removed, 
and the old pi^oprietor called to his final reckoning, Jonathan Martin 
appeared on the scene. Martin was a discerning man, and foreseeing 
the future of the National Road as a great highway, built a large 
brick house for use as a tavern. It is situate on the north side of the 
road, two stories, twelve large and comfortable rooms, and was erected 
in the year 1825. A spacious porch runs the entire length of the 
house and approaches the edge of the road. Jonathan Martin kept 
this tavern from the date of its erection until business closed on the 
road, with the exception of one year that it was in charge of J. W. 
Holland , back in the forties. Since the close of its career as a tavern 
it has been occupied as a quiet farm house. Martin was a genial 
landlord, and made money at tavern keeping. A short distance back 
fr.om the tavern he had?i horse-power grist mill a\\d «l ii\x\^\\v^T^^N.Ocv\vv^ 



2T2 THE OLD PIKS. 

Tchieh he operated for a number of years, thus supplementing hin 
gains as a tavern keeper. General Jackson was on one occasion a 
finest of Martin's tavern, ami the celebrated theologian, Alexandttr 
Campbell, frequently lodKcil within its venerable walls and sat at its 
bounteous table. 

As early as 1824 George Ringland kept a wagon stand tavern 
within a short distance of the borough limits of Washington. His 
old house, a commodious brick building, is still standing, situate on 
the north, or at this point rather, oast side of the road, with suflBclent 
ground intervening to form a good wagon yard. John Sample suc- 
ceeded Ringland at this old stand, and became the owner of the prop- 
erty. It is now the private residence of William Workman, esq., and 
has not been kept as a tavern since 1844. 



CHAPTER XXXVIII. 



Old Taverns and Tavern Keepers continued — Washington — Washington and Jeffer- 
son College — The Female Seminary — James Wilsonj first Tavern Keeper in 
Washington — Tfie ttvo Dodds — Major McCortnick^s — Tlte White^ Goose and the 
Golden Stvan — Hallam^s Old Wagon Stand — The Valentine — Tlie Buck — 
Tfie Gen, Andrew Jackson — The Globe — The Cross Keys — The Indian 
Queen — Tfie Mermaid — The Rising Sun — Tfie Gen. Brown — The Fountain 
— Billy Brown and Jimmy Brown — The Mansion — John N. Dagg — A 
Giant Boot Jack — The American — The Fulton — TJie National — Surratt^s — 
The Greene Hause, 

Washington became a point on the National Road by force of a 
provision in the act of Assembly of Pennsylvania, approved April 
9th, 1807, before recited. In a retrospective view that seems to have 
been a wise provision. Washington, it is true, is older than the road, 
but without the road it would be difficult to conjecture what the his- 
tory of the town would have been from 1818 down to 1852. That 
the road had much to do in promoting the growth and prosperity of 
the town, there can be no question, and it must also be conceded that 
the town contributed in good round measure to the life and prosper- 
ity of the road. Washington is one of the largest and prettiest towns 
on the road, not as well favored by location as Union town. While 
Washington possesses many very important advantages, it has at the 
same time, like other towns, its disadvantages. For example, it is a 
dry town. It was not dry in the palmy days of the old pike. No 
liquor can at this time be lawfully sold in Washington as a beverage, 
and the town is not over abundantly supplied with good water. On 
the other hand, the town is justly distinguished for the superiority of 
its educational institutions. Washington and Jeiferson college is one 
of the best in the land. Its graduates include many of the ablest men 
of the country, both of the present and the past. Everywhere, at 
every leading point in our widely extended Republic, the gmduatcs 
of Washington and Jeiferson College are pushing ahead at the front, 
in all the learned professions, in the judiciary, and in every line of 
honorable industry. It is not a dude college, as many more preten- 
tious colleges are, but a working college, sending out workers, equip- 
ped like men, to run the race set before them. The Female Seminary 
is another institution of which the citizens of Washington are justly 
proud. It stands in the front rank of similar vu^1\\.\vV\qw'^^ ^xv^ ^'^^ 

(273) 



274 THE OLD PIKB. 

nioif! than liulf a centuiy, year after year, has soiit out its gradu- 
ates to thoorand briglilon tho world. 

The writei- of these lines confesses to an affection for Washington, 
which no vicissitude of life or time can alienate, lie was educated 
at her college, and if ho failed in obtaining a thorough education, it 
was not the fault of his venerable alma miifer. Dr. Pavid McCon- 
onghy, who presided over the college, when the writer was a st udont 
within its halls, deserves to be classed among the Saints. A purer 
man never lived. He was aChristian, who never entertained a doubt, 
and a scholar in the broadest sense; and it is must gratifying to the 
thousands of graduates and fi-ionds of the college scattered broadcast 
throughout the land, to know that Dr. Moffatl, the present bead of 
the institution, is a worthy successor of that venerated president. The 
writer also retains the sweetcwt recollections of the old citizens of 
Washington, and cherishes with deepest feeling his associations at 
college with James G. Blaine, who subsequently became the most 
illustrious statesman of his generation, and many otheii* who have 
written their names high on the scroll of fame. 

There may bo some readers inclined to think that the blending 
of stage drivers and wagonei-s with doctors, teachers and statesmen, 
is a strange commingling; but it is not. History is literatuif, and 
stiigo (Irivei-s and wagoners, like other classes, and occupations of 
men, enter into the web and woof of history. 

James Wilson hung out the first tavern sign in Washington, His 
house was a log structure, and stood at the northwest corner of Main 
and Beau streets, now covered by Smith's store. He opened up busi- 
ness in 1781, and was licenaeii by the court to dispense the ardent at 
"Catfish Camp." He continued business in this house down to the 
year 1792. The old Supreme Judges stopped at Wilson's tavern 
when thoy went to Washington to hold the courts of Oyer and Term- 
iner. Whether they wei-e fed on roast pig, as Chief Justice McKean 
at Salter's old tavern in Union tow^n, does not appear of record. After 
Wilson's time this house was enlarged and otherwise improved, and 
continued as a tavern by Micliael Ochelti'eo, who romaintHl in charge 
down to the year 1812, when a man of the name of llotrofl' was in- 
stalled as host. Rotrofl'gave way to John Kline, who came up from 
tho Cross Roads, nine miles west of Brownsville, and took charge of 
the house, under tho sign of "Gen. Wayne." Capt. John McClnney 
followed Kline, and he in turn was followed by Joseph Teeters and 
Joseph Hallatn. IlaUaiu kept tho house until probably 1840, when 
ho went down town to take charge of the old wagon stand on tho site 
of the jtresent Valentino House. When Hallam lefl it the old Wil- 
son House ceased to be a tavern. 

As early as 1782 John Dodd kejit taveni in a log house on the 
east side of Main street, nearly opposite the court house, and re- 
mained its host u'fftil his death in 17!)5. He died while returning 
home from a trading trip to New Orleans. John Wilson next took 
ehurge, and conducted its aftairs for many years, associated with stir- 



THE OLD PIKE. 275 

ring events, down to a period as late probably as 1835, when the 
house disappeared as a tavern. John Dodd was an ancestor of the 
numerous Dodds now of Washington and vicinity, most of whom 
have taken to the ministry and other learned professions. 

Charles Dodd, a brother of John, above mentioned, kept a tavern 
on Main street in 1782, in a log house, recently occupied by liobert 
Strean's hardware store. The first courts of Washington county 
were held in this old tavern, and the county jail w^as a log stable in 
the rear of the lot on which it stood. Charles Dodd kept this tavern 
for ten veai*s, and sold out to Daniel Kehr, who continued it a short 
time, but finding it unprofitable, took down his sign and went to 
shoemaking. 

John Adams kept a tavern from 1783 to 1789. Its location is 
not accurately known, and so in the case of John Colwell, a tavern 
keeper of 1784. In 1785 Hugh Means, Samuel Acklin and William 
Falconer, were tavern keepers in Washington. Acklin continued in 
the business until 1788, and Falconer until 1791. William Meetkirk, 
who was subsequently a justice of the peace for many years, kept a 
tavern on Main street from 1786 to 1793, in the house until recently 
occupied by Mrs. McFarland, and it is not unlikely that this is the 
house kept by Colwell and Means. 

Maj. George McCormick kept a tavern in 1788, and Col. John 
May's journal compliments it by this entry: "Thursday, Aug. 7, 

1788, set out from the hotel at four o'clock, and at half-past eight ar- 
rived at Maj. George McCormick's in Washington, where we break- 
fasted. This is an excellent house, where New England men ])ut up." 
The writer regrets his failure to ascertain the exact location of this 
old tavern. 

Hugh Wilson (son of James) kept a tavern in Washington iii 

1789, and John McMichael in 1790, the locations of which are not 
now ascertainable. 

Charles Valentine kept the ^* White Goose" in 1791. This 
house stood on the lot now covered by the Valentine House. The 
name Valentine is prominently identified with the National Road 
from the date of its construction to the present time. The ''White 
Goose" was the symbol under which this old tavern sailed until the 
year 1806, when it assumed the more poetic name of "Golden Swan," 
under the management of John Ilettigg. Rettigg was relieved from 
its cares and res])onsibilities in 1810 by Juliana Valentine, who ])re- 
sided over its destinies down to the year 1819. It next passed to the 
control and management of James Sargeant, who kept it for a brief 
period, and turned it over to John Valentine and Lewis Valentine, 
who continued it down to 1825. It was next kept for two years by 
John Hays. In 1827 it was kept by Isaac Sumny, under the sign of 
the "Washington Hall." It was kept by Samuel Donley and various 
other persons, down to about the j-ear 1840, when as before stated, it 
passed to the control of Joseph Hallam. In Hallam's time it was a 
popular wagon stand, and did a large business. ll.\xVV\acw\^\5>»> vs.\s\'aw\v 



276 the'old pike. 

below the medium size, a little stooped, and of quiet demeanor. He 
had a good wagon yard, and catered to the tastes of old wagoners in 
an agreeable manner. The happiest moments of Amos Waltz were 
those in which he inserted the gear pole between the spokes of the 
hind wheel of a road wagon, as it stood on Ilal lam's yard, and after- 
ward took a drink with the jolly wagoners in Hallam's old bar-room. 
In 1847 or 1848 the present Valentine House was built, and kept for 
many years thereafter by Maj. Geo. T. Hammond. It was also ke])t 
a while by ex-Sheriff Andrew Bruce, afterward by ex-Sheriif Hugh 
Keys, and later and until a recent date by William F. Dickey, and is 
now called the '* Allison House." 

In 1791 Michael Kuntz kept a tavern where Vo well's drug store 
stands. This house was kept in 1797 by John Scott, under the sign 
of the " Spread Eagle.'' I. Neilson, John Fisher, Samuel McMillen, 
and John Ferguson, were all old tavern keepers of Washington. 

Joseph Huston kept the "Buck Tavern " as early as 1796. This 
is a stone house on the east side of Main street, below Maiden. Hus- 
ton kept this house until 1812, and died in it. His widow succeeded 
him for a brief period, and leased the house to James Sargeant, who 
kept it until 1815, w^hen Mrs. Huston again went in, and kept it until 
1820. She afterward re-married, lost her second husband, and was 
keeping this house in 1838 as Elizabeth Fleming, and it ^\as con- 
tinued after that date by her son, William B. Huston. The old Buck 
is still standing, one of the landmarks of the town. 

In 1797 James Workman kept a tavern, the site of which is not 
known. He continued until 1813, when he went to farming. After 
three years' experience in farming he returned to town, and opened 
a tavern under the sign of " Gen. Andrew Jackson." This old tavern 
stood on the west side of Main street, below the " Globe Inn." It was 
subsequently kept by Maj. James Dunlap of the old Mt. Vernon 
House, cast of Pancake. 

From 1798 to 1806 Dr. John J. Lemoyne kept a tavern on the 
south side of Main street, where an old road came down over Gallows 
Hill. This house was afterward kept by Jacob Good, and continued 
for a number of years by his widow. 

The '' Globe Inn " was one of the most famous old taverns in 
Washington. It was located on the west side of Main street, at the 
corner of Strawberry alley. This house was opened as a tavern in 
1797, and in the next year passed to the hands of David Morris, and 
was kept by him, continuously, until his death in 1834. General La- 
Fayette was entertained at this house in 1825, and it \vas a favorite 
stopping place of Henry Clay, and many other statesmen and heroes 
of the olden time. This old tavern was a frame building, and re- 
mained standing until 1891. Rev. William P. Alrich, an old and 
popular professor of mathematics in Washington college, married a 
daughter of David Morris. 

One Fox kept a tavern, at an early period, in a house that stood 
on the east side of Main street, where the Morgau Block now stands. 



THE OLD PIKE. 277 

The ''Cross Key^" was a popular tavern of the olden time. It 
stood on the southeast corner of Main and Wheeling streets, opposite 
the Valentine House. It was opened in 1801 by James MeCamant, 
who kept it until his death, which occurred in 1813. Tradition has 
it that he died from the effects of a bite by a mad wolf. His widow 
continued it for about two years, when she quit it to take charge of 
the ** General Washington House," nearly opposite the court house. 
She returned, however, after a time to the "Cross Keys," and was 
keeping that house as late as 1831. In the year last named she 
caused to be inserted in a town paper a notice that she furnished din- 
ner and horse feed for twenty-five cents, and boarding and lodging 
for jurors and others attending court for two dollars a week. The 
" Cross Keys " was kept afterward at different dates by James Sar- 
geant, Charles Rettig, John Bradfield, William Blakely and Otho 
Hartzell. It closed as a tavern previous to 1844. James MeCamant, 
the fii-st proprietor of the "Cross Keys" tavern, was the father-in- 
law of Joseph Henderson, esq., a prominent and popular old lawyer 
of Washington. 

Christian Keiffer kept a tavern in 1805 at the sign of "Wash- 
ington." Keiffer's career as a tavern keeper must have been a brief 
and an uninteresting one, since old inhabitants are unable to locate 
his house, although it bore a name that should and does survive, in 
every other form except in its application to Keiffer's old tavern. 

John Kirk kept a tavern about the beginning of the present cen- 
tury in a house that stood on Wheeling street, w^est of Main. This 
house was painted red and penciled to imitate brick. After Kirk 
left it William Wilson became its proprietor. He was known as 
"Center Billy." He did not find tavern keeping sufficiently profit- 
able, and quitting the business, turned his attention to blacksmithing 
and wagon making. The old name of Wheeling street was "Belle," 
and the present name was given it by the old stage drivers and wag- 
oners, because it intersected the old road leading to Wheeling. 

The "Indian Queen" was an old and well remembered tavern on 
Main street, opposite the court house. It was opened in 1808 by 
John McCluny. In 1815 it changed its location and solicited public 
patronage on Main street, above Chestnut, where Justice Donehoe's 
residence now is, under the auspices of its old founder, John Mc- 
Cluny aforesaid. In its new location it became the headquarters of 
the Jackson Democracy. This house was kept by Thomas Officer, 
and was known as the "Green Tree," before McCluny placed it un- 
der the shield of the "Indian Queen." It was afterward occupied 
by John Johnson, who kept it for a number of j'ears, and it ceased 
to do business as a tavern during his occupancy. 

About the year 1820 John Manuel kept a tavern in a white frame 
house on the west side of Main street, immediately below the present 
depot of the Baltimore & Ohio railroad. 

There was an old tavern in Washington at an early day kept by 
Jacob Moler, and known as "The Mermaid." Il w^i^ Vo<i«\^\ orcv ^^ 

13 



2iH TUE OLD I'IKE. 

.soulli «kiu of W(.'iit Wlii'uliiif^ ati-c'ct. and on tlio lot iiiiw ownod liy 
f 'Imrk's DrioIiorHt. It was the headquartcfs of the IlilwniiaiiB, and 
whiio it did ?iol aMpiitj to rival the ■■Globe" or the "Rising Sun,"' il 
wus not lucking in patronage. It doeti not appeal* to have been con- 
tinued aM a tavern after tlie time of Moler. 

The " Itising Snn," a leading; tavern in its day, oceiipied u lot 
iieai- the eoriier of Main and (.'liestniit stroetM, almottt directly opjio- 
silo the house suh«ei]iiently known as -'The AfanBioii." Tlio first 
proprietor of the "Risiiit; Hiiii" was JamoH Garrett, and he remained 
in charge until 1822. He wua active in his biimncsH, and accuatonicil 
to May, "Walk in, walk in, gentlemen; I keep a decent hou»e, and 
provide sweetened bittern." James Brieelund ko))t this house fornne 
year, after which he turned it back to Gari-ett, who continued to keep 
it until it pasHcd to the hands of John N. Dagg, who kept it until he 
puivhused the "Mansion House," on the opjxisite corner, It is sjiid 
that one hundred teams have been seen. standing ai'oiiod the "Rising 
Hun" in a single night, Briceland went down to the lower end of 
town and took charge of the house subsequently known as "The 
National. "' In 1823 while Dagg was keeping the ''Rising Sun," a 
townsman and an old wagoner bad an altercation in the bar-room, 
and I'agg pitched them both out into the street. In the descent the 
wagoner's head struck the curb-stone, fatally injuring him. Mr. Dagg 
was pi'ose<;ute(i and nrniigiied for murder in consequence, but acquit- 
ted hy the Jury on the groun<l that the homicide was moi-e the result 
of accident, than any intention to kill. During the brief term of 
Mr, Hriccland at the " Rising JSiin" he had as guests on one occasion, 
tiL'n. Andrew Jackson, family and suite. The distinguished party 
weie en roiitf to Washington City, and uiK>n departing from the 
"Rising Sun" were honored hy an escort of citizens of Washington 
as far east as Ilillshoro. 

Ill 1821 Knocli Milter opened a tavern in a huge brick housi- at 
the west end of town, nearly op]»ositu f be old Methodist church, which 
stood on Chestnut slrcel. a little below Franklin. He called his house 
the "(ieneral Brown," and it was well jMitronized. Richard Donald- 
son kept this house after Millers time. U|ion quitting the ■■ General 
Brown" Enoch Miller ojwned the "Fountain Inn," a brick building 
nearly opjHJsile and a few doors east of the 'General Brown," on 
Chestnut street, and he was succeeded in this house in 1825 by 
George Ringland. William P. Byles was an old proprietor of this 
bouse also. 

William J. Brown, called "Old Billy," kept a tuvcrn as early as 
18H2, and for many yeai-s thereafter, on the cast side of Main street 
near the center of town. It was a frame building and had a fair 
])aying custom. It was known for a time as the •■ Farmers' Inn," and 
later as the " Black Bear." The old pi-oprictor was a quaint charac- 
lcr,and mnch pestered by the iioys of iho town. With all his troubii's 
and tribulations he managed to lay aside a sufficiency of worldly 
goods to protect himsoH against the rcquiii-ments of a rainy day. 




8. B. HAYS. 



THE OLD PIKE. 270 

And there was old "Jimmy Brown," another odd character, not 
a relation of '* Billy." Jimmy was an Irishman, and knew how^ to 
make and keep money. He kept a tavern for many years in a white 
frame house opposite the court house, and near the "Fulton." He 
called his house " The Franklin." His savings were sufficient to war- 
rant him in tearing down his old house and erecting in its stead a fine 
new brick structure, which he did. After building his new house he 
married a wife, and was warmly congratulated by his numerous 
friends. With the assistance of his wife he continued to enter- 
tain the public until his death, leaving the cares and anxieties of his 
business to his bereaved widow, who soon after remarried and retired 
to private life. The house is now used for mercantile purposes, one 
of the best locations in town. Jimmy Brown, when occupying his 
old house, was accustomed to say to his friends: "I have some nice 
fesh^ come away to the cellar with me, and sec x\\y feshy He had no 
license then. 

The Mansion House was a leading tavern in Washington from 
the time it commenced business until it was destroyed by fire, which 
occurred after the National Road ceased to be a great thoroughfare. 
It was located on the northeast corner of Main and Chestnut streets. 
Before the "Mansion House" w'as built an old red frame house stood 
on this corner, which w^as kept as a tavern by a man whose surname 
was Scott. John N. Dagg bought this property j)rior to his with- 
drawal from the "llising Sun," on the opposite corner, and com- 
menced to improve it. The outcome of his enterprise was the erec- 
tion of a large brick building, know^n as the Mansion House, with 
extensive sheds and stables in the rear. About the year 1834 Mr. 
Dagg leased the premises to John Irons, who conducted the house for 
a period of two years, after w^hich Mr. I)agg returned tis landlord, 
and continued to keep it down to the year 1844, or thereabout, when he 
leased it to S. B. and C. Hayes, Avho conducted it for a brief ])eriod, and 
were succeeded by Bryson and Shirls. subsequently of the St. Charles 
Hotel, Pittsburgh. The Good Intent line of stages gave its patronage 
to the "American," when that house wuis kept by the Messrs. Hayes, 
and to the "Greene House," when it w^as kept by Daniel Brown. 
Thereafter the headquarters of that line were at the Mansion House, 
and it was headquarters for the Pilot line when the Good Intent 
stopped at the "American." The Mansion House had a large country 
trade, as w^ell as that derived from the National Road. The old bar 
room WHS of immense size, and the old proprietor, John N. Dagg, 
w^as one of the largest men on the road. He was not fat, but tall, 
and widely proportioned. He provided for his country guests a large 
upright bootjack, with side bars, wiiich acted as levers, designed to 
steady the toe in the operation of drawing off a boot. Half cut, 
cheap leather slippers were also provided, and upon pidling their 
boots, guests put on these slip])ers, and in the mornings, piles of boots, 
nicely polished, were placed in a corner of the bar room, to await the 
return of their owners from the slumbers of the night. It was not 



280 THE OLD PIKE. 

nil uncommon tiling to »co Mt-ori'w of country jK-ople sittiiif; about in 
tho biji bar i-oom after wippor, talking over the events of the day, all 
wearing the slijipere referred to, prejtaratoiy to going to rest for the 
night, ttt the early bed time of that happy period. James K. Polk, 
wife and flnite, stopped at the Mansion HoiiHe on the inaugural trip 
in IH45. The "Examiner," under date of February 15, 1845, gave 
the following iteeoiint of the n'cc]ilion of the dit^tingiiiitbed jMirty: 
'■President Polk arrived in our boi-oiigh on Monday evening last, 
about 5 o'flock, escorted by quite a respeetablo number of our citi- 
siens. The President was aceompanicd by his lady, J. Knox Walker, 
his private secretary, and Master Marshall Polk, comprising the Presi- 
dent's family; also Colonel Butler, of Kentuekj', Judge Hubbard, of 
Alabama, and Messrs. T. K. Stevenson, J. (i. Harris and J. N. Esscl- 
nian. Tho arrival of the President having been sooner than was 
anticijmted, and intelligence of the same having reached us on Sab- 
bath last, the arrangements on the ]iart of our eitir.ens were not m> 
complete or extensive as they would have l>een under other and more 
favorable cii-eumstances. Upon tho arrival of the President at the 
Mansion House he was addressed by Dr. Wishart, as chairman of tho 
committee of reception, in a spirited and appropriate manner, to 
which the President responded, to the evident gratification of the 
large assembly of persons who were present. In the course of his 
remarks Colonel Polk alluded to tho nnbonnded feeling of gratitude 
which filled his bosom for the distinguished partiality which had l>een 
extended towai"d him by his fellow citizens; to the great responsi- 
bility which that pavtiality had devolved ujxjn him ; to his implicit 
confidence in that power which controls the destinies of individuals 
as well as nations; to his determination to act for the best interests 
of our beloved country, and tho vital importance of freedom of 
opinion and contrariety of senlinieiit among a Republican people. 
In concluding his remarks, the President expressed a strong desire to 
interchange congratulations with as many of our citizens, of all 
parties, as lime and circumstances would permit. After the formal 
reccjition was completed the President was conducted into the Man- 
sion House, and during the evening was waited u|ion by many hun- 
dreds of our citizens, fi-om town and countrj', without party distine- 
Jion. Many of the ladies of our boi-ough, with the Principal, nssistnnt 
lcacher»and young ladies of our Female Seminary, also, called upon 
Mi's. Polk, whose ])lain, dignified and fascinating deportment and 
intelligent conversation rendered her company exceedingly pleasant. 
Mi's. Polk has cei'tiiinly not been Uw highly complimented, by the 
many notices which have been bestowed upon her, as a lady most 
admirably suited to tho <lischurgc of the peculiar duties which await 
her as the wife of the President -elect. On Tuesday morning at 9 
o'clock the President and suite left our borough, in good health and 
spirits, for ITnionlown, at which place they remaine<l over night." 

The Fulton House was a prominent house of entertainment in 
Witshiiigton for many years. \v \b \wo.tcd on the corner of Main and 



:v; 




QEORGE T. HAMMOND. 



THE OLD PIKE. 281 

B«au streets, nearly opposite the court house. John Purviance kept 
a tavern on the Fulton House site from 1790 to 1805, and three 3'ears 
thereafter went to Ciaysviile, as stated elsewhere in these pages. Rich- 
ard Donaldson succeeded Purviance in this old house. John Fleming 
kept a tavern on this corner in 1820, called "The Philadelphia and 
Kentucky Inn." In January, 1821, a fire occurred in this house, on 
occasion of the marriage of a daughter of Mr. Fleming, which par- 
tially destroyed the building, and saddest of all, burnt to death one 
of the old proprietor's daughters. After the present large brick build- 
ing was erected on this corner, it was called "The American House," 
and was kept by S. B. and C. Hayes previous to 1840, and after them 
b^'' John Huey. In 1846 or 1847 it was leased by Henry Fulton, who 
came from Westmoreland county, Pennsylvania, and under his man- 
agement it took the name of the " Fulton House," which it retained, 
and under which it became widely and favorably known, until it was 
given the absurd name of "Hotel Maine." The Fulton House was 
admirably conducted and extensively patronized. 

The National House was the headquarters of the Stockton line 
of stages. It is located on the northwest corner of Main and Maiden 
streets. The firm name of the Stockton line of stages was " The 
National Road Stage Company," and it has been seen that this line 
bestowed its favor upon public houses bearing the name "National." 
In 1821 Samuel Dennison, who came from Clreensburg, Pennsylvania, 
kept an old tavern that stood on the site of the "National House." 
It was then known as "The Travelers' Inn and Stage OflUce." It 
was subsequently enlarged and improved, and in 1823 passed to the 
control of James Briceland, under the name of the " National House." 
Its next occupant was John Irons, who was succeeded by James Sea- 
right, in 1836, and he in turn by Daniel Valentine, George T. Ham- 
mond, Edward Lane, Adam C. Mon'ow and Elliot Seaburn. It was 
an elegant eating house in the days of staging, and at its best under 
the management of Hammond and Lane, respectively. It is now 
called the "Auld House," and, as in many other instances, its old 
prestige departed with its old name. James Searight went from the 
"National House" to Zanesville, Ohio, and kept a tavern there for a 
short time, and returning to Washington, leased the "Greene House," 
which was managed by his son, William. These Searights w^ere of a 
Cumberland, Maryland, family. 

As early as 1815 Richard Donaldson kept a tavern on Maiden 
street, opposite the Female Seminary. This old house was surrounded 
by spacious grounds, and there was a ball alley in the rear of it, 
which aiforded means of exercise and amusement for the town boys 
of the olden time. James Workman succeeded Donaldson in this old 
tavern, and he, in 1830, was succeeded by Samuel Surratt, father of 
James F. Surratt, the popular postmaster of Steuben ville, Ohio. Major 
William Paull kept this house previous to 1840, and for a time there- 
after, and at the close of his term it was purchased by the trustees of 
the Female Seminary, since which time it has formed a ^oyIxcnw c\^ 



282 THE OLD PIKE. 

the real estate belonging to that institution. Major Paull came to 
this house from the old stone house on Winding Ridge, and kept it 
as a wagon stand. It had good facilities for the accommodation of 
wagoners, by reason of the spacious grounds before mentioned, and 
these, in connection with the fact that Major Paull was an experienced 
tavern keeper of the road, attracted a large and profitable patronage. 

The ''Greene House,'' a popular tavern, was located on the east 
side of Main street, south of the Man.nion House, and on a lot for- 
merly owned by John L. Gow, esq. It was kept in 1842 by William 
Searight, before mentioned, who was succeeded by S. B. and C. Hayes, 
whose occupancy was l)rief, and about 1846 it came under the control 
of Daniel Brown, one of the most competent landlords of his day and 
generation. During Brown's incumbency it had the patronage of the 
Good Intent Stage company. Brown's l»ar-keeper was Benjamin 
White, who wore his hair long and had a scar on his face. His em- 
ployer always addressed him as " Benny," and confided in hi3 integrity' 
to the fullest extent, and in very truth "Benu}'' was entirely worthy 
of his employer's confidence. Whither this quaint old bar-keeper 
drifted, when the eclipse came over the sunshine of the road, is not 
known, but his name deserves to be perpetuated in histoiy. 

Most of the facts contained in this cha])ter rest on authority of 
Crumrine's history of Washington county, Pennsylvania. 




UJ 

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I 

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CHAPTER XXXIX. 



Old Taverns and Tavern Keepers conthnied — }]^ashington to West Alexander — 
Rankintmim — John Rankin — Andrew McDonald — Ereaks of an Old Wagon- 
mah'r — Robert Smith — John Conlwn — Millers — Bedilliom — The S Bridge 
— CahlweUs — Mrs. Broxvnhe — Another Widow McClelland — Clagsvilk — 
John Sargent — An event in the Life of Dan Rice — Bazil Brown — Den- 
nisans — The Walker House — Jonathan D. l^eet — Coon Inland — John 
Canode — Rogers ami the Donghertg^ — John Valentine. 

After passing Washington the ancient little village of Eankin- 
town is reached. It is situated a short distance over the top of the hill 
leading up from Catfish, and a little over a mile from Washington. 
Here a tavern was kept in early times by one Spalding, who seems to 
have failed in impressing his name on the locality. His successor was 
John Rankin, w^ho dying, left his name behind him. His house was 
a large frame building on the south side of the road, with the cus- 
tomary wagon yard attached. While this old tavern did a large 
wagoner's trade, its agreeable old host ministered largely to the wants 
of the traveling public without distinction. As before intimated 
wagoner^ as a rule preferred country taverns, and this is probably 
the reason so many of them halted at Kankin's rather than proceed- 
ing on to Washington, going east, where a number of good taverns 
were located, but being in a large town, more or less under the ban 
of *' tony places." John Rankin owned the old tavern stand at 
Rankintown, and after conducting it for many years during the 
flourishing era of the road, to use a common phrase of the road, 
"died with the harness on." His widow continued to keep tavern at 
the old stand until about the year 1847, when growing old and tired 
of the cares and responsibilities of tavern keeping, concluded to re- 
tire to private life, and leased the premises to a Mr. Johnson, who 
conducted the house down to the fiflies, when he w^as succeeded by 
Andrew McDonald, who remained in charge until the activities of 
the road ceased. The private residence of the late Hon. William 
Montgomery was for a number of years on the roadside near the old 
Rankin tavern. He was an illustrious old pike boy and championed 
the glories of the road on many an occasion. Rankintown is now an 
incorporated borough, under the name and style of West Washington, 
but the glories of the old pike all rest and abide behind the ])roscnt 
municipality. 

(283 ) 



284 THE OLD PIKE. 

In 1844 and subsequent to that date, Alpheus Murph}', a wa^^on- 
maker, lived and operated a shop near the ol^ Rankin tavern, lie 
gained a local notoriety for proclaiming in a loud voice in seanon and 
out of season, his sentiments on current topics, and especially polit- 
ical issues. He was a man of great physical strength, and a skillful 
workman. He had no scruples against taking an occasional glass of 
the pure whisky that abounded on the road in his day, and was a fre- 
quent visitor to Washington. Prompted possibly by the influence of 
the active element mentioned, he was accustomed to ascend the 
cupola of the Washington court house and from the balustrade near 
its summit give vent to his feelings, mainly of a Democratic tendency, 
in stentorian tones that startled the whole community. Notwith- 
standing the boisterous fits that marked and may have marred his 
life, he passed quietly away from the scenes of earth, and will be long 
and kindly remembered by those who knew him. 

Two miles west of Rankintown Robert Smith kept a tavern as 
early as the year 1818. At this point the National Road crossed an 
ancient roadway leading from Washington to Wheeling, and Robert 
Smith kept a tavern here on the old road. It was a frame house on 
the south side of the road, and in after years became the homestead 
and private residence of Jacob Weirich, who died its possessor. 

Less than a mile west of Smith's John Coulson kept a tavern as 
early as 1820, and probably before that date. His house was a frame 
building, on the south side of the road. The old building was torn 
down many years ago, and a brick structure erected in its place. 
Coulson, the old proprietor, has been dead fifty years, and at his 
death his tavern was closed, and not again re-opened as a public house. 
The old wagoners and stage drivel's who w^ere familiar with Coulson's 
tavern long since passed to other scenes, along with its old proprietor. 

About one mile west of the old Coulson House the well remem- 
bered and popular wagon stand of John Miller is reached. Miller 
moved to this point in 1836 from a stand two miles west of Pratt's 
Hollow, and east of Cumberland, as before stated. The Miller house 
here is a large brick building, with all the necessary outbuildings for 
a tavern, and a good wagon yard. It is situate on the north side of 
the road. To gain the wagon yard going west, old wagoners as- 
cended a steep grade, but on the other side the way was level. Miller 
had a good custom at his tavern east of Cumberland, and his old 
friends followed him to his new location. He had long experience as 
a tavern keeper, and furnished satisfactory entertainment to the 
traveling public. Previous to 183G Levi Wilson kept this house, and 
entertained the first crop of w^agoners on the road, and tradition at- 
tributes to him a good fame as a tavern keeper. Miller died in this 
house. A son of Levi Wilson married a daughter of John Miller, 
and since the death of the latter has been occupying this old tavern - 
stand as a private residence. 

At the foot of the hill west of Millers, and on the north side of 
the roiid, is the old BedWWou lavevw. This house was kept as early 



THE OLD PIKE. 285 

as 1830 by one Scott, and as late as 1848 by Christly Wolf, and later 
by George Boyd, but owing to a usage, in some instances difficult to 
account for, it is better known as Bedillion's, especially among old 
wagoners, than by any other name. Bedillion was a German, and 
his first name was Abraham, and he probably possessed German 
traits and practices which made an impression on old wagoners not 
to be forgotten. He kept this house in 1836. Wolf also was of Ger- 
man origin, but his manners and methods were of the American type. 
He was a man of prominence in his neighborhood, and wielded con- 
siderable local influence, and was likewise a member of the firm of 
Buck, Lyon and Wolf, contractors, before mentioned. The old Bedil- 
lion tavern is a large frame building, with a high porch in front. 
George Boyd took charge of this house in the early fifties. He ex- 
changed the shoe business in Washington for what he no doubt con- 
sidered the more profitable pursuit of tavern keeping on the old pike. 
In this he seems to have been disappointed. His career as a tavern 
keeper was not successful, and there were two reasons for it. First, 
he began too late, and second, he was not a pike boy, and therefore 
not familiar with the wants and ways of the road. 

On the north side of the road, about one mile west of the S 
Bridge, and as far back in the past as seventy years, one Andrew 
Caldwell (not a relative of James, hereinafter mentioned), kept a 
small wooden tavern and entertained primitive travelers and neighbor- 
hood callers in primitive style. An old blacksmith, bearing the sur- 
name McSwiggin, was found dead near this old tavern, and there was 
an undercurrent of suspicion in the neighborhood that Andrew Cald- 
well, aforesaid, had, in some manner and for some purpose, taken the 
old blacksmith's life. However, no prosecution was instituted, and, in 
fact, no legal investigation made as to the cause of the mysterious death ; 
and it is to be hoped, for the re])utation of the early pike boys, that 
the suspicions whispered against the old tavern keeper were groundless. 

The next noted old tavern on the westward march is Mrs. Cald- 
well's, seven miles from Washington. Before reaching Mrs. Cald- 
well's, the celebrated S Bridge is passed. This bridge takes its name 
from its shape, which resembles the letter S. It is a large stone 
bridge over a branch of Buffalo creek. Near this bridge a county 
road leads to Taylorstown, celebrated in recent years for its oil devel- 
opments, and in this vicinity reside James Noble and John Thomp- 
son, two old wagoners of the road, mentioned in a previous chapter. 
There is a postoffice here called '' S Bridge,' which affords postal 
facilities for a rich and populous neighborhood. In early times there 
was a tavern at the eastern end of the S Bridge, and one at its western 
end. These old taverns accommodated the j)ublic in their day, but 
their facilities were limited, and they ceased to entertain strangers 
and travelers previous to 1840. Caldwell's is the tavern mentioned 
by Mr. Blaine, in the opening chapter of this volume on old taverns. 
James Caldwell owned and conducted this old tavern from the time 
the road was opened up for travel, or very »oo\\ \.WYVi^^^t.,>\w'v\ 'Osv^ 

13a 



286 . ■ THE OLD PIKE. 

year 1838, when he died, and hie widow, Henter Catdwell, kept it 
going ae-a tavern fi-om that date until 1873, so that she was one of 
the oldest tavern keojiers of the road. The house is a large and 
handsome structure, near the eunimit of a long hill, and on the south 
side of the road. It is, at the present time, occupied by J. A. Gordon, 
who entertains the public, and as of old, the house is a favorite resort 
()f pleasure seeking parties. 

A half a mile west from Caldwell's, the widow Brownlce kept a 
tavern in the early historj- of the road. Her house was a frame 
building on the south side of the road, llobt^rt Hall afterwards kept 
this house, and upon his retirement it ceased to do business as a 
twveru. 

On the top of the hill west of Mrs. Brownlee's the widow Mc- 
Clelland kept a tavern sixty years ago. She was not of the famous 
tavern keeping family of McClelland, of ITniontown. This widow 
McClelland was keeping tavern at the point mentioned before the 
widow McClelland of the McClelland House in Tniontown was born. 
The Baltimore & Ohio railroad at this day paoscs through a tunnel 
near the old tavern of widow McClelland. 

Claysvilie is next reached. It is stated in Crumrine's history 
of Washington county, that John Pur%'iance was the first tavern 
keejwr in Claysvilie, and that he was the founder of the town. 
■'When it became certain," says Cnimrine, "that the National Road 
would pass through the place, Purviance caused the following notice 
to be inserted in the Washington Beporfer: 

'The subscriber having laid otT a number of building lots in the 
new town of Claysvilie, will offer the same at public sale on the 
pi-emises, on Thursday, the 8th day of March, next. Claysvilie is 
distant ten miles fram Washington, westward, and about eighteen 
east of Wheeling, and six from Alexandria. The great National 
KoAD from Cumberland to Wheeling as located by Col. Williams and 
confirmed hy the President, and now rapidly progressing towanls its 
completion, passes directly through the town. 

Washington, April 21, 1817. John Plrvianck." 

It goes without saying that this town was named in honor of 
Henry Clay, the unrivaled cham])ion of the road. As at other towns 
mentioned, the road forms the main street of Claysvilie. In 1821 
James Sargent kept a tavern in Claysvilie, at the sign of the Black 
Horse. He moved to Claysvilie tVom Washington, and the house he 
kept in Claysvilie was a brick building, occupied formerly by John 
Porter. Claysvilie was a stage station, as beforo stated. Bazil Brown 
kept a tavern in Claysvilie as early as 1836, and probably befoi-e that 
date. He kept a wagon stand and had a large patronage. Some time 
during the forties, Dan Rice, after his circus stranded, was exhibiting 
a "learned pig" to the people of Claysvilie, and in Baiil Brown's 
tavern. On the night of the entertainment Brown lost an overcoat, 
and ehavged Dan Rice witb 6tea,\\'ng\V,a."[viVsA\i\\ftaei\t up to Washing- 



THE OLD PIKE. 



287 



ton jail to await trial. Dan employed Seth T. Hurd to defend him, 
and was acquitted. Soon after Dan appeared in Claj'sville with anew 
circus, and sang an original song in the ring intended to embody his 
recollections of the overcoat escapade, and to lampoon Brow^n for 
prosecuting him. The song was smooth, as all Dan's were, and the 
thrusts at Brown sarcastic and severe, and much enjoyed by the local 
hearers. Despite this unfortunate occurrence Bazil Brown was a 
popular landlord, and kept a good house. The old circus man is still 
living, and has probably forgotten and forgiven the old tavern keeper 
for accusing him of felony, but the old tavern keeper long since 
passed beyond the dark waters, and entered upon the realities of an- 
other and unknown realm. James Dennison kept a tavern in Clays- 
ville as early as 1840. He subsequently kept at Beallsville and at 
Hopwood as before stated. He was an old wagoner and kept a wagon 
stand, but had the patronage of one of the stage lines in Claysville, 
as well as a wagon custom. Old w^agoners felt themselves entirely at 
home atDennison's tavern, and thoroughly enjoyed his agreeable en- 
tertainment. David Bell, John Walker, James Kelley, Stephen 
Conkling and John Mcllree were all old tavern keepers at Claysville, 
and kept stage houses. 

There was also a Watkins who kept tavern in Claysville. The 
house he kept was destroyed by fire previous to 1850. It had the 
patronage of the Good Intent stage line. David Bell was an old 
stage driver. His house in Claysville was a brick building on the 
south side, diagonally opposite the old Walker House. He subse- 
quently kept the Fulton House in Washington in 1862 and 1863. 
The Walker House was a frame building, on the north side. Walker 
subsequently located at Wheeling and kept a tavern there. Conkling 
kept the Walker House. Mcllree kept the Brown House. Kelley 
also kept the Walker House, and it was in this* house, and in Kelley's 
time, that Jim Burr, the noted stage driver, "knocked out" the Cin- 
cinnati buffer, before mentioned. The Stockton line of coaches 
stopped 'at the old Brown House, and the Good Intent line at the 
Walker and Watkins Houses. 

The widow Calahan kept a tavern in Claysville prior to 1840. 
Jonathan D. Leet married her daughter. Leet was a pike boy of 
no little distinction in his day. His discernment and good taste 
in wedding the fair daughter of an old tavern keeper were not the 
only proofs of his wit and worth. He was a lawyer of ability, a 
major of militia, postmaster of Washington during the presidency 
of President Polk, and member of the Legislature for Washington 
courrty. A large man wMth prominent features, and somewhat awk- 
ward in manner, he was the pei*sonification of Mars, when arrayed 
in the elaborate uniform of the old militia system. The great 
gilt rolls of the ponderous epaulette, and the immense three cornered 
and sharp pointed chapeau produced a feeling of awe among all 
beholders, and struck terror to the hearts of youu^ Co\Vw%. "^'al^w 
Leet being a lawjer was Judge Advocate al a\\ covvtV.^ \«i^xM\«\ ^vccx^'^ 



288 THE OLD PIKE. 

the time he was in commission. These eonrts were frequently held 
in Washington, and their members were required to sit, hear and de- 
termine in full uniform. On sueh occasions Major Leet was " the 
observed of all observers," and elicited the admiration of his many 
friends. There was an old silversmith in Washington by the name 
of Gait, a man of acute intelligence, given to the amusing side of 
life, and a close friend of the philosopher Dr. Creigh, of the same 
place. These old worthies were warm friends of Major Leet, and 
their enthusiasm knew no bounds in expressing delight over the 
triumphs of the Major, in conducting these courts martial. In 1848, 
when Major Leet was postmaster, he was an ardent advocate of the 
election of General Cass to the presidency, and accustomed to allude 
with emphasis to the fact that his favorite was ^'a brave old volun- 
teer." His candidate, however, was defeated, and under the rule of 
partisanship, he was superseded in the post office by a friend of the 
victorious columns. Subsequently he was elected to the Legislature, 
and after serving his term did not return to live among his constitu- 
ents, lie was essentially a pike boy, devoted to the memories of the 
road, and fond of its associations, yet he died in a strange land, and 
his is not the only instance wherein a seat in the Legislature has led 
a man from the gentle paths ^nd innocent pastimes of his early days. 
Three miles west from Claysville, at the foot of a long hill, the 
romantic, not to say classic spot of Coon Island is reached. Here 
was an old tavern stand, for many years ke])t by John Canode j)re- 
vious to 1840. It was on the north side of the road, and a wagon 
stand. The stages stopj)ed here also at times, and it was a regular 
relay for the express wagons. After Canode's time the tavern 
here was kept by John Ih'otherton and sons. It was a prominent 
])oint during the flourishing era of the road. As late as 1853 a Mr. 
lieed kept the old tavern at Coon Island. The old stage and wagon 
lines, however, were withdrawn previous to that date, and some 
small local lines substituted, as if to prevent an abrupt termination 
to the high prosj)erity which the road enjoyed for so long a period. 
The origin of the name Coon Island is presumably unascertainable, 
else Crumrine in his history of Washington county would have given 
it. as the locality is within the limits of that c()untv\ That coons ex- 
isted and flourished in the neighborhood from time immemorial, there 
is scarcely a doul)t, l)ut an island has never been witnessed there 
since the subsidence of the great flood in Noah's time. The point is 
now a station on the lialtimore A: Ohio railroad, and the name is 
changed to Vienna. The old name is more aj)propnate, albeit the 
island is al)sent. It is more appro])riate, because it is familiar t© the 
])eo])le, but it seems to be the inevitable doom of many old familiar 
names to fall before the advance of modern fancies. Think of an old 
wagoner going back to Coon Island after an absence of half a cen- 
tury, to And himself ''a mere looker on in Vienna! " Shades of the 
old pike, hide this ruthless and senseless innovation from the eyes of 
mankind. 




OAVtD BELL. 



■v » 



^ <> 



THE OLD PIKE. 



280 



Two miles west from Coon Island and a short distance beyond 
the site of the old Catholic church, an old tavern was kept in early 
days by one Rogers, and subsequently by Jacob and Michael Dough- 
erty. It was a frame house, on the north side of the road. A good 
water trough was maintained at this old stand, and travelers halted 
here for water. In 1830 this old tavern w^as kept by Jacob Jones, 
the father of the distinguished iron manufacturer and politician, B. 
F. Jones, of Pittsburg. The old church mentioned, which will be re- 
membered by all who are familiar with this section of the road, w^as, 
taken down a few years ago, aiid rebuilt at Claysville, a more central 
point for the parishioners. Before reaching Dougherty's another old 
round toll house is passed, the last one on the road in Pennsylvania. 
Here William McCleary collected the tolls for many years. 

A (ew hundred yards further w^est the old and popular tavern of 
John Valentine is reached. It is a frame house, on the north side of 
the road, large and commodious, and was a favorite resort of wagon- 
ers. Valentine kept this tavern a great many years. If he had a 
predecessor or a successor in this house, his name is totally eclipsed 
bj" that of John Valentine. He possessed the talent for tavern 
keeping in a rare degree, and was a brother of Daniel Valentine, the 
old and popular tavern keeper of Washington, and of Charles Valen- 
tine, an old Avagoner of that place. 



CHAPTEH XL. 



Ofd Tai-ei-m aiul Taivm Krvpert eotUinveit— Weit AtfTander lo Wherling — A 
Modern Grelna Green — Dr. McClatteg — Crvmitig Antdhtr State J.hie — Abram 
Carr — The Widiiir Beck, with irhom Abram Liiwoln boanifd, and at mJuw 
hoiite Robert T. Lincoln ira» bom — Tlu Widow Rhodttand Abram Beagle-^ 
John miile, Itaac Joiif', Roney'i Point, NliiiaH JteU,John Bnitley, Jainrn Kim- 
berl</, Triadrlphia, John D. Filler, Col. Thomiimn, the Wtdoir (looding — The 
Clajf MiinuTnetit — GJ. Mom Sh/^ifrd and his ici/c, Lydia — Samuel Carter — 
Michael BlaclAurn — i^eenrodK — Wh/vling — John McCartney, and othert. 

Crumrinen history of Wniihiiigtoii ooiiiily states that Weet AU-x- 
underwas first laid out in 1796 by Robert Hiimphroyw, that most ol tlic 
lots were subsequently aequired by Charles I>. Hasn, who in the year 
1817 sold them by publie outcry; that the National Road at the last 
mentioned date was in process ot'eonstruetion.and had been actually 
opened for travel from Cumberland to the Big Crossings, and it was 
believed that all the towns upon its route would become plaues of 
prosperity and importance; that the town of West Alexander was 
destroyed by fire on May 4, 1831, but slowly recovered from the dis- 
aster, and in the succeeding twenty years became a thriving village, 
by reason of the prosperity of the great thoroughfare on which it 
was located. A house called the •■American Eagle" was the first 
tavern in West Alexander, established by Duncan Morrison in 1796, 
and kept by him for a number of years. Subsequent tavern keepei-s 
in West Alexander were Charles Mayes, Zebulon Warner, John Good- 
ing, John Woodburn, William McOall, Solomon Cook, James Sargent, 
Charles Kallam, Mary Warner, James Bell, Silver GilfiUan, Samuel 
Beajnor, James Malthers, John Irons, Moses Tbornburg, Samuel 
Doak, Joseph Lawson, Joseph Dowdal, William F. Gordon, William 
McCntcheon, and perhaps othei's. Joseph Lawson was probably the 
best known of all these old tavern keepers. lie kept a wagon stand 
for a long time during the prosperous ei"a of the road, and was exten- 
sively patronized. He had been an old wagoner himself, and knew 
the secret of agreeably entertaining old wagonei-s. He is mentioned 
in a previous chapter as a "fancy wagoner" of the road. His tavern 
in West Alexander was a large and commodious frame building at 
the western end of the town, on the south side of the road, with a 
large and well arranged wagon yard attached. He owned the property, 
and died in possession. Beside being a succcasful wagoner and tavern 
kce])er, Joseph Lawson was a staunch citizen, a man of influence and 




JOSEPH F. MAYES. 



THE OLD PIKE. 291 

highly esteemed. He was at one time, for a brief period, Sujjerin- 
tendent of the road from Brownsville to the Virginia line. 

There was, during the prosperous era of the road, an academy at 
West Alexander under the management of the Eev. Dr. John McClus- 
key , where many boys were trained for entrance to Washington college. 
Dr. McCluskey was an eminent scholar, an able preacher, a successful 
educator and a worthy man in all the walks of life. He devoted a 
long and laborious life here, to gain a better one hereafter, and let us 
hope he is now realizing its enjoyment. West Alexander is also noted 
as a rival of the celebrated Gretna Green, of Scotland, by reason of 
the many clandestine marriages which have taken place there. Joseph 
F. Mayes, an old justice of the ])eace of the place, married nineteen 
hundred and eighteen couples from 1862 to 1881, more than nine- 
tenths of whom were elopers. It is estimated that from 1835 to 
1885, the date of the enactment of the Pennsylvania marriage license 
law, over five thousand eloping couples were married in West Alex- 
ander. 

One mile distant from West Alexander on the north side of the 
road, Abram Carr kept a tavern as early as 1836. It was a frame 
building, and a wagon stand. After Carr this old tavern was kept 
by Silver Gilfillan, before mentioned in the list of tavern keepers at 
West Alexander. %Carr and Gilfillan well knew the ways of the road, 
and were competent men in their line. Old wagoners were accus- 
tomed to lay aside their coin, to pay bills at Gilfillan's tavern, under 
a belief that he coveted silv^er because of his Christian name. This 
was the first tavern located in Old Virginia on the westward march, 
being less than a mile from the Pennsylvania State line. 

Two miles further west a large frame tavern on the north side 
of the road, was kept by Mrs. Sarah Beck as early as 1832. It was 
a station for the Stockton line of coaches.* Mrs. Beck was succeeded 
in this house by Samuel Knode, who retained the good will and pat- 
ronage extended to his predecessor. Mrs. Beck was the widow of 
James Beck, of the old bridge building firm of Kinkead, Beck & 
Evans, frequently mentioned in these pages. Her son, William G. 
Beck, still living in Fairfield, Iowa, was the hero of the exciting race 
between two coaches from Cumberland to Piney Grove, mentioned in 
a previous chapter. James Beck, the husband of Sarah Beck, died in 
Wheeling in 1829, while keeping a tavern in that place. His widow 
was of a heroic mold, and resolved to carry on the battle of life on 
her own account, and continued in the business of tavern keeping. 
She kept tavern at various points, and finally about the year 1847 
bade a last adieu to the scenes of the road, amid which she had been 
reared, and emigrated to the then far west. Leasing a house in 
Springfield, Illinois, she*resumed the business of tavern keeping. 
While a member of the Illinois Legislature, Abraham Lincoln was a 
boarder in Mrs. Beck's house, and Robert T. Lincoln, the late 
United States minister at London, was born under her roof Thus 
an old tavern keeper of the National Road was closely associated 



292 THE OLD PIKE. 

with, and oiijoyt'd the confidence of, one of the most illustrious pei'- 
sonages of his time or of any time. 

A short distance, less than a mile further west, the widow Rhodes , 
kept a popular wagon stand as early as 1830. 'Another widow, and 
no exception to the rule, before stated. Her house was a frame 
building, on the south side of the road, and a busy, bustling hosfelrj-. 
Abrom Beagle, an old wagoner, became the husband of the widow 
Rhodes, as elsewhere in these i>agei9 stated, and relieved her of many 
of the active cares of tavern keeping, until his death, which occurred 
in this house, leaving hie wife a second time a widow, and she con- 
tinned the business of tavern keeping as the widow Beagle, with her 
usual success. Abram Beagle was likewise, and before he married 
Mi-8. Rhodes, a contractor on the road. His work was near the Little 
Crossings. 

The next old tavern on the west, and a short distance fVom the 
widow Rhodes' house, was kept as early as 1830 by John White. It 
was a frame house on the north side of the road, Mrs. Beck, before 
mentioned, subsequently bought this property, improved it in man}' 
dclitils, and especially by the erection of a substantial new stable, 
with a capacity for sheltering one hundred horses, ' She conduct'^ 
this tavern in 1833, and kept the stock and boarded the drivers and 
other employes of the Stockton line of coaches. She was a favorite 
of that line, and patronized by it at all points of the road where she 
kept a tavern, except at the Greene House in Washington, where she 
had the favor and patronage of the Good Intent line. The old White 
»tand was kept by the widow Miller and her son, aflcr Mrs. Beck left 
it. and they were succeeded by Peter Perkins, and he in turn by John 
Brotherton. 

One mile further west Isaac Jones kept a tavern us early as 1835, 
and probably before that date. His house was a framu building on 
the north wide of the i-oad. He was not active in soliciting patron- 
age, and aller a brief and not very successful career as a tavern 
keojier. closer! his house to the public and continued to occupy it as a 
private residence, and it was never thereafter opened as a tavern. 

Uoncy's Point is next I'enched. a stage station ten miles from 
Wheeling. The original owner of the land here was Ronej', and its 
]ieculiar conformation, a high ridge ending in a point on the south 
side of the road, gave it the name of Roney's Point. It is a familiar 
name, and was a lively place during the palmy days of the road. On 
I he north side of the road, at Roney's Point, a large slone tavern was 
kept by one Ninian Bell, prior to the year 1828. He was succeeded 
by James Beck, Mrs. Sarah Beck, Moses Thornbui^, and Jacob Beck, 
in the oilier named. James and Jacob Bi'ck wore not relatives. The 
old Simins line of stages stopped at this house when it wtts kept by 
James Beck, and it was the stopping phiec of the Good Intent line. 
iiJjcii ko]il by Jacob Beck. 

One mlJo west of Honey's Point, on the south side, stood all old 
frame tuvern, which, in the cvenlSuV dsiya o^ \.Vc Yoad gathered in its 



MRS. SARAH BECK. 



THE OLD PIKE. 293 

share of glory. It was kept first by John Bentley, and after him by 
James Kimberly. In addition to the custom it gained from the road, 
this house was a favorite resort of the young rural residents, male 
and female, of that portion of Old Virginia, and here they were 
accustomed to go for a night's festivity, always confining themselves 
within the bounds of propriety, but within those bounds enjoying 
themselves in a high degree. There is many a gray-haired veteran 
living in the vicinity now, of both sexes, whose memories revert with 
pleasure to the exciting and exhilarating scenes they witnessed and 
participated in, at John Bentley 's old tavern. 

One mile further west, Triadelphia is reached, a small village, 
and like many others, the outgrowth of the National Eoad. Here 
John D. Foster kept a tavern at an early day, and very old pike boys 
say it was a good one. It was a frame building on the north side of 
the road. The old landlord is said to have been courteous in deport- 
ment, given to hospitality, and scrupulously observant of the pro- 
prieties of life. His daughter, Mary, became the wife of C. S. Maltby, 
the celebrated oyster dealer of Baltimore. The first parties who 
shipped oysters over the road by express were Nicholas Roe, Edward 
Wright, and Holt and Maltby. The latter firm soon obtained entire 
control of the business, and made a fortune in it. Maltby died within 
the past two yeai*s in Connecticut, and Holt was killed in a railroad 
accident in Virginia in 1852. Colonel Thompson also kept a tavern 
in Triadelphia in an early day. His house was a frame building, on 
the north side. Colonel Thompson was a gentleman of the old Vir- 
ginia school, and a fine type of the genial landlord. He ceased keep- 
ing this house previous to 1840, and was succeeded by William Barnes, 
who in turn was succeeded by Edward Lane, and Lane by Frank 
Law son. This house was largely patronized by pleasure seekers from 
Wheeling and other places, beside doing an extensive road business, 
and enjoyed an excellent reputation as a hostelry. 

Three miles further west the old tavern of Mrs. Gooding, another 
widow, is reached. The site of this old tavern is now covered by 
the flourishing village of Elm Grove. Mrs. Gooding had a wide fame 
as a hostess, and her house was crowded by patrons. It is a stone 
building, still standing, situate on the south side of the road. Old 
wagoners to this day, enthuse over the sumptuousness of the widow 
Gooding's table. Sleighing parties from Wheeling frequented this 
old tavern in the halcyon days of the road, and were handsomely 
entertained. 



" Oh, the songs they would sing, and the tales the^ would spin, 
As they lounged m the light of the old country mn. 
But a day came at last when the stage brought no loa4 
To the gate, as it rolled up the long, dusty road. 
And lo! at the sunrise a snrill whistle blew 
O'er the hills — and the old yielded place to the new — 
And a merciless age with its discord and din 
Made wreck, as it passed, of the pioneer inn." 



294 THE OLD PIKE/ 

Before reaching Mrs. Gooding'n the Clay Monument is pahsed. 
This monument Avas erected by Moses Shepherd and Lydia, his wife, 
under an inspiration of personal admiration of the great statesman, 
and with a further view of commemorating his distinguished public 
services in behalf of the road. It is of free stone, located upon a 
level piece of ground about fifty feet south of the east end of a stone 
bridge of three arches, over Wheeling creek. At its Imse its circum- 
ference is twenty-four feet, towering to a height of twenty feet, and 
surmounted by a chiseled figure of the Goddess of Liberty, at this 
date bearing plain evidences of the ravages of time and storm. Orig- 
inally each of the four sides of the base column revealed an elaboi*ate 
inscription, but all are totally effaced now, except the one on the east 
side, which is as follows: ''Time will bring every amelioration and 
refinement, most gratifying to rational man, and the humblest flower 
freelj' plucked under the shelter of the Tree of Liberty, is more to 
l)e desired than all the trappings of royalty; 44th year of American 
Independence, Anno Domini, 1820." The word Time stands out in 
bold relief over the other words quoted. John Aery, of Claysville, 
and Alexander Ramsey, of Washington, two old and well remem- 
bered stone-cutters, worked on this monument. The former <lid 
most of the carving, in w^hich he was an expert, and the latter much 
of the fine chiseling. Ramsey was the father-in-law of William G. 
Beck, the old stage driver previously mentioned. 

On a picturesque eminence, near the monument, overlooking Big 
Wheeling creek, stands the ancient and historic Shepherd mansion, a 
stone building erected in 1798. and now known as "Monument Place," 
the delightful and hospitable home of Maj. Alonzo Loring. In the olden 
time, when the National Road was the bustling highway of the Re- 
public, the handsome and luxurious stage coaches of the period, fre- 
quently bore Henry Clay and other eminent men of his day to the 
Shepherd mansion, where they reveled in Old Virginia hospitality. 

Near the old Shepherd mansion stands an antiquated sun dial, 
covered with the marks of time, and bearing on its south face this 
inscription : 

" The noiseless foot of Time steals softly by, 
And ere we think of MANno<iD age draws nigh." 

On the north face of this dial appear the names and the figures: 
" Moses and Lydia Shepherd, 1820." Col. Moses Shepherd died in 1832, 
and his widow subsequently married Gen. Daniel Cruger, whom she 
also survived many years. They are all now dead, and their mortal 
remains mingle with their native dust, in the cemetery attached to the 
''Stone Church," near Elm Grove. A handsome monument stands at 
their graves bearing the following inscriptions : On one side, ^'Sk'Tran- 
sit Gloria Mundi : Sacred to the memory of Col. Moses Shepherd, w^ho 
departed this life April 29th, 1832, in the G9th year of his age." "To 
him the country owes a large debt of gratitude, as well for his de- 
fense of it, when a frontier settlement, as for his recent public ser- 




COL. MOSES SHEPHERD. 



• • • 

* 




MRS. LYOIA SHEPHERD. 



THE OLD PIKE. 395 

vices in aiding the extension and eonstruclion of the Cumberland 
Road through Virginia." The obverse side tells the story of the 
second husband, as follows: ^^ Sic Transit Gloria Mundi: Sacred to 
the memory of Gen. Daniel Cruger, who died July 12th, 1843, in the 
null year of his age." A third side perpetuates the memory of the 
twice bereaved widow as follows: ^'' Sic Transit Gloria Mundi : Lydia 
S. Cruger, wife of (ien. Daniel Cruger, formerly Lydia S. Boggs, first 
married Col. Moses Shei)herd : Born Feb. 26th, 1766 : Died Sept. 26th, 
1867, in the 102<l year of her age." High up on the granite shaft is 
chiseled on two sides the picture of a log cabin, and at the door ap- 
pears a female figure in sitting posture, with a dog in repose at the 
feet, while in the back ground is seen the representation of a martial 
group, with branches of a palm tree overhanging the whole design. 

A short distance west from widow (Joodings, Samuel Carter ke])t 
a tavern as early as 1830. It was a brick house on the south side of 
•the road, a resort for pleasure seekers from Wheeling, and a well 
kept house. This house was subse(juently kept Ijy William Strawn. 

About one mile west of Carter's, Michael Blackburn kept a tav- 
ern in the olden time, and was well favored with custom. It was a 
stone house on the north side of the road. 

Next comes Steenrod's, two miles out from Wheeling, a brick and 
stone building on the south side of the road, and a widely known old 
tavern. Daniel Steenrod, the old landlord, owned the property, and 
was a man of intelligence and much influence. Ilis son, Lewis, rep- 
resented the Wheeling district in Congress during the prosperous era 
of the road, and, as before stated, was one of its most zealous cham- 
pions. Lewis Steenrod, a grandson of the old landlord, is at this 
time (1892), High Sheriff of Ohio county, West Virginia, and on 
November 18th of this year, executed Maier, the murderer. Daniel 
Steenrod kept the old tavern last mentioned as early as 1825, and 
probably before that date, and continued throughout the whole period 
of the road's great career as a natio-nal highway. He died April 
27th, 1864, aged eighty years. The property still remains in the 
Steenrod family. 

A short distance from Steenrod's, on the north side, was '-Good's 
Bottom," now called Pleasant Valley, doubtless by reason of the 
frantic iconoclasm, which has lain its ruthless hands on so manv old 
and familiar names. At Good's Bottom there was a race course in 
early times, and it was here, and previous to 1840, that the celebrated 
hoi*se ''Tarift* ' lost his laurels. "Tariff" was owned bv Thomas 
Porter, a farmer and stockman of Claysville. Josc])h White, the well 
known marble dealer of Uniontown,a native of the vicinity of Clays- 
ville, was a witness of the discomfiture of "Tariff" on the old race 
course at Good's Bottom. 

And now, after a long journey of two hundred and sixly miles, 
the city of Wheeling is reached. Wheeling was the western terminus 
of the road, in contemplation of the Act of Congress of March 29th, 
1806, given in a previous chapter. John McCortney ke\\t tV\Q^ \^<^%v 



296 THE OLD PIKE. 

noted wagon stand in AVhoeling. He was likewise a commission mer- 
chant, which further identified him with old wagoners, enabling him 
to furnish them with back loads. His tavern was located on Main 
street, running back east on Fourteenth to alley B, parallel with, and 
between Main and Market, with ample grounds surrounding it for 
wagons and teams to stand on. These grounds were so extensive 
that they accommodated the old time circus, in addition to wagons 
and teams of the road, and two distinct circuses have been known to 
exhibit on them at the same time. Thej^ were not of the modern 
"triple ring" order, but of the Dan Rice design. McCortney was a 
man of agreeable manners, and managed his extensive business with 
marked success. He died in Wheeling on December 10th, 1872, aged 
seventy-nine years. He was three times married. His last w4fe was 
the widow of AVilliam H. Stelle, one of the proprietors of the Good 
Intent stage line. Martin Bugher was McCortney's bar-keeper for 
man}^ years, and is remembered by old wagoners as a rival of Wilse 
Clement in hard swearing. On lower Water street, Robert Newlove 
kept a wagon stand, and was well liked by old w^agoners, and well 
patronized b}^ them. He was the owner of wagons and teams, which 
he kept on the road, in charge of hired drivers. In 1829 Richard 
Simms, the old stage proprietor, kept the United States hotel, and 
was its owner. James Beck kept this house after Simms, and James 
Dennison after Beck. James McCreary kept it next afler Dennison, 
and Mordecai Yarnell next after McCreary. The Monroe House, on 
Monroe, now Tenth street, was kept in 1830 by John McLure, and 
subsequently by James Matthers. The Virginia House was kept in 
1830 by John Graham, and afterward by one Beltzhoover, and later 
by Jacob Kline. Beltzhoover and Kline came out from Baltimore. 
The United States, the Monroe and the Virginia, were stage stations. 
On upper Main street, in 1830, Moses Mosier kept a tavern, and on 
the same street, and at the same time, a tavern was kept by Mrs. 
Beymer, widow of Captain Frederic Beymer, assisted by her son, 
Samuel, who was a soldier of 1812. Capt. Frederic Beymer kept a 
tavern in AVheeling as earlj' as the year 1802, at the sign of the 
Wagon, and took boarders at two piasters a week. The town council 
of AVheeling met in Capt. Beymer's tavern in 180G. The house that 
AVidow Beymer presided over as hostess, is a brick building, on the 
southwest corner of Main and Ninth streets, on a lot bordering the 
river. This house is still standing, but has not been used as a tavern 
for many years. Beymer's old Jianding was at the foot of Ninth 
street, where the National Road approached the Ohio river. In 1830 
Joseph Teeters kept a wagon stand in AVheeling, below McCortney's, 
and John Bradfield kept a similar stand on Water street in 1837-8. 
The mysterious disappearance of a man by the name of Cooper from 
the Mosier House about 1840, produced a local sensation, followed by 
an accusation of foul play and a charge of murder. Cooper, in com- 
pany with a friend and neighbor by the name of Long, put up to- 
fj^etbor one evening at the Mosier House, and on the next morning 





f*/5**» 


! 



JOHN MCCORTNEY. 



THE OLD PIKE. 297 

Cooper was missing. The two had come in from Ohio, and were going 
to Washington county, Pennsylvania, where they were born and 
raised, to visit rehvtives and old friends. It appears that Cooper rose 
early and took an outgoing coach back to Ohio without notifying his 
traveling companion or any one else. A dead body was found in the 
river and identified as that of Cooper; and Long, after reaching his 
destination, was arrested for murder and lodged in the Washington 
jail. The Virginia authorities made no requisition for him, and he 
was finally discharged, and settled in Michigan. A few years after- 
ward. Cooper was discovered in Indianapolis, sound and well. 

The Forsythes of Wheeling, James H. and his son Leonard, were 
prominently identified with the destinies of the National Road. The 
commission house of James H. Forsvthe k Co. was a leading cs- 
tablishment of its kind. James H. Forsvthe, the senior member 
of this old firm, was noted for his energ}' and clear-headedness. lie 
could converse with any number of persons, and indite a letter at the 
same time, without being in any w^ise confused. His son, Leonard, 
was also well known on the road. He conducted commission houses 
at Brownsville and Cumberland, and very often passed over the road, 
in the management of his business. He is now living in Texas near 
Austin, and feels a deep interest in the history of the road. 

^^^. L. McNeely, of AVheeling, when a young man, had a brief 
experience us a wagoner. He drove several trips for Thomas Drakely, 
who was a merchant with stores in Baltimore and AV'heeling. and is 
well remembered by old pike boys. McNeely **put up" at Natty 
Brownfield's, in L^niontown, when driving Drakely's team, a half a 
century and longer ago, and has never forgotten the good entertain- 
ment he enjoyetl at that old tavern. 

The old tavern keepers of the National Eoad were a remarkable 
body of men. In many instances they w^ere free holders, men well 
posted in current affairs, and influential in their respective neighbor- 
hoods. They were honorable in their dealings, and believed that 
every man's word should be as good as his bond. As caterers they 
made no display. They had no bills of fare, ])rinted on gilt edged 
paper, or fine linen, and it is doubtful if any one of them ever heard 
the modern word Menu, yet the spreads of their generous boards 
would almost kindle exhilaration in the heart of a misanthro])e. 
The thought may be attributable to change of time or circumstance, 
or taste, or all together, but there is an unmovable conviction in the 
mind of the writer of these pages, that the viands of modern hotels, 
lack the savoriness of those of the old taverns of the National Koad. 



CIIAl'TElt XLI. 



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UM,.f Whrliwj-Olil S(a.jf Liiiif U-',ii>'d II"' Ohio Hirn- — William jVWf — 
(.Vh. iV. f. rniiKaiffp— A'/offc SlodiHw— 0/(1 Taivria and Tay-m K.rperx— 
Kd'. Doctur SinMtimwih and " Smuii " Cox wav uld Pike Boy — Liivly Timif 
in (ItiiTitfefi — Vfoiging amiihcr Stale liiif — Hyramore V«lle;i — Olil Tarenis in 
llirhmonil — A lint o'lt — Cnil. rrUI, — DnUIn — Tlimnijli ln<liaim ~ The Ro-id 
Di/aiijieaiv among l/ic Pivirii'' o/ llliiioii. 

Il is (';<tim!it>'<] Unit tu-o-fitlh! 

at tliiil iioinl bj- tbf sliu-k wiiter 
riviT, 1111(1 11 liko pi-oiJDition ilcstvii 
IIk' iviniiiiiiiii; tit'tb (-ciuliiiiiL'il on tlie 

|.<>iiit» liiitlKT w.sl. Tiic travel west .>f Whcoliiiij; wiis chiffly bnal. 
iinil tlK^ n.:ul ptvsi-iiti-d HciiiTfly a (itbc of tin- tbnrt, push, wliirl hikI 
t'xi-iti'iiioiit wbitli fhiinR-tci-izcd it, oust of that p.iint ; and there was a 
(■(n-respoiuliiifi lack of incident, iiecideul and anecdote on thecxtiviac 
western division. Tlie disliuicc fiiini AVbccling to Ciiliimlniy is one 
hundivd ami Iwciily-ninc miles, imd tlio i-oad enters the capital of 
Ohio by way of llif^h utreel. liefore the era of miliitads't'oliimbua 
dei'ivcil its chief business fi-oni ihe National Jioad. 

Xeil. Moore &t'o.opei-jiled a linooC stage coaches between VVhwl- 
injt iinrl t'ohiiitbiis ])rior tn, and foe some time aOer, the year 1840, 
and their Hue extended west as lar «« Wpvinfifield. Daniel Moore, of 
Washington, Pennsvlvaiiia, and his son Heury, comixised llie Moore 
end of Ibis old Oli'io Stage Company, lleury Mooi-e mil.seqnenlly 
located in Ballimore, and died (here. ' His hilber died iu Wauhiugton, 
I'enuKylvHnia, more than half a century ago. John Scott, of Wash- 
iuglori, I'ciiusvlvania. antedates Daniel Moore as a stage proprietor. 
le'.d' coaches betwecu Washington and' Wheeling as early 
IHIO, .m an old road between th.>si- points, which was 
iH lo (he eonslruction of the Xational lioad, and had the 
can-yiiiir the Unik-.l States mails. 

1 Xeil, the old stage |.roprietor, was the projector and 

le Neil iron.«e. the leading hotel of Columbus. JIc was 

M- of large means, enhanced by holdings of large tracts 

id near (,'ohinibiis, which ho acipiircO at low flguresin an 

It is said his manners were not of the siinee order, but 

;y and shrewdness. One who knew liim says 

nmest \n \m dwilin^s, somewhat rough in his 

t.»»i 



s the 



le year 

Irjiet for 
WiUian 



the p,.ss 
of fertik 
eai-ly da_ 
hv iviis noted for eii 
of him, fliitt '-he w 



TUE OLD PIKE. 291) 

wiiyij*, but an energetic, punhing man, who made things move." ThiH 
description tits many of the old pike boys. 

Gen. N. P. Talmadge, of whom further mention is made here- 
after, owned and oi)erated a line of coaches also between AVheeling 
and Columbus, and made things lively along the road. He called 
his line the " Good Intent." 

John Weaver, as before stated, transferred his old line of coaches 
called the '' Peoples," from the eastern to the Ohio portion of the road. 
There was considerable competition between these old lines, but not 
comparable to that of the old lines east of AVheeling. The stage 
stations between AVheeliiig and Columbus were: St. Clairsville, Mori'is- 
town, FairvieWjWasliington, Cambridge, Concord, Zanesville, Gratiot, 
named in honor of Brig. Gen. Gratiot, before mentioned; Jackson, 
Etna and lleynoldsburg. 

Among the old tavern keepers west of AVheeling, the following 
were prominent and well known in the olden time: Moses Rhodes 
kept at Bridgeport, and hailed the west-br)und traveler on his entrance 
to the borders of the State of Ohio. A short distance further west, 
one Cusic, and after him Nicols, in the same old tavern, ministered 
to fhe wants of the traveler on the nation's old highway. A short 
drive from Nicols' brought the wayfarer to the house of Chambers, 
ever ready to wait upon the public, and a little Ijeyond was the AVood- 
numcy house, kept by Isaac Gleaves, who afterward hung up his sign 
at a house further west. Passing Woodmancy's, the next old tavern 
was McMahon's, a veritable son of Erin, overflowing with native gen- 
erosity. This part of the road seems to have been an Irish row, since 
the next old tavern, after passing McMahon's, was ke])t by one Mc- 
Caffrey. A short distance west of McCaffrey's the town of St. Clairs- 
ville comes in view, one of the oldest towns of Ohio, the seat of jus- 
tice for Belmont countv, and named in honor of the illustrious old 
AVestmoreland county, Pennsylvania, soldier and patriot, (ien. Arthur 
St. Clair. 

In St. Claii^sville, James Smith kept the stage oflice, and bowed 
in genuine old pike style to the coming and going passengers. One 
mile west of St. Clairsville, an old German, or Swede, bearing the 
non-musical name of Neiswanger, or something like it, kept a tavern, 
and, according to tradition, a good one. His house was a fine brick 
building, on the north side of the road. One mile further west, one 
Hoover entertaine<l the traveling public, and beyond him, one Cham- 
berlin presided over a good old tavern. 

The village of Sloysville is next reached, which, of course, had 
its tavern, as. all villages have, and probably more than one; but 
the old wagoner who furnished most of the data for this chapter could 
not recall the names of the old proprietors thereof. It was a long 
time ago that he drove a team on the road, and he is vei'ging upon 
his ninetieth year, and therefore not to be censured for forget fulness. 

The writer found more difficult}^ in obtaining information con- 
cerning this portion of the road than any oV\\\iY. \\\ V;\.vi\..^V'^ ^\^^xv\V? 



300 THE OLD PIK*. 

his fitiluro t<) obtain tlic iiei-owary diita for pfoduoiiiy uii lueiinile 
liiftKry of it. He wrote to all the jxiwt mactenj on the Ohio tim.- 
eant of ColtirabuH, for information concerning the road, and no rc- 
HpoiiM) came, except in on» inalancc. and that vvaa to a letter which 
reached a wrong dentination. It wau addressed to the pontmaHter 
at JacliKon, a village on the road, called 'Jacktown" by the old 
pike boys, and found its way to the postmaster of Jackson, Jackson 
county, a considerable distance south of the National Koad. It 
hap]>ened that the jKwt master who received this letter was a native 
of Brownsville, Fayette county, Pennsylvania, a member of the old 
Sloan family of that place, but he was so far away from the road that 
he could fiirnish no information concerning it. He. at least, was 
courteous, a trait£>r which he is indebted, probably, to the circum- 
stance of his nativity. A self-important postmaster, esix^cially of 
a little town, like the political carjKjt- bagger, has no ■j'e8i>ect for an- 
cient landmarks. 

Moving on westwardly, the next point reached is Morristown, 
the second stage station west of Wheeling. This town was at its 
best when the National Road M'as the leading avenue of trade and 
travel. John Bynum and John Lippincott were the old tavern 
keei>crs of Morristown, and took pride in scanning the old way bills, 
and catering to the wanta of hungry stage passengers. 

One mile west of Morristown Christopher Hoover bung out his 
old sign board in front of a substantial brick house, on the south side 
of the road, and a short distance beyond, Noble Taylor, a. combination 
of familiar old pike names, entertained the fntveling public. 

The villagi.^ of Hendrysburg is next reached. This place is on the 
dividing line between Belmont and Ciuernscy counties. It is not and 
never was a pretentious town, but its old inhabitants deriveil much 
comfort, and not a little pleasure, from advantages aft'orded by the 
National I^d. 

Passing one or more old taverns whose occupants and owners 
cannot be recalled, the traveler comes upon the town of Fairview, a 
stirring place in the palmy days of the road. There William Bnid- 
shaw was a i>opular tavern keeper. Ho and Isaac Gleaves, formerly 
of the VVoodmancy House, near Wheeling, were the leading tavern 
keepers in Faii'\'iew fifty years ago. 

West of Fairview the old tavern keepoi"8 were: William Arm- 
strong, Joseph Ferrell and Alexander Taylor. 

Middli'town is next i-eached, and here Thomas Hays and one 
Thompson each kept a tavern in the olden time, and gladdened the 
heart of many a weary traveler. 

West of Middletown the roll bearn the names of Alter Briggf 
and Alexander Speers. 

Samuel Smith kept the old tavern at Elizabcthtown. West of 
Elizabethtown, one Crayton kept a tavern, and beyond him Widow 
J>rake. The widows never surrender. 

The village of Waabinglon w wuxt reached. Heiv Simon Buymev 



THE OLD PIKE. 301 

kept at the sign of the "Bhick Bear," and Peter Colley, formerly of 
Centreville, kept a tavern in Washington as late as 1854. 

West of Washington the old traveler on the road found rest and 
refreshment first at the tavern of AVidow Slams, and before reaching 
Cambridge, excellent entertainment was furnished by Joseph Griffith, 
James Smith, John Shaw, Mr. Slater, Mr. MeCuen, John Nice, Eobert 
McMuny, Mr. Waterhouse, and Joshua Davis. 

Cambridge comes next on the line. This is the capital of 
Guernsey county, one of the liveliest towns on the road, and sur- 
viving its decline, remains prosperous. The old tavern keepers in 
Cambridge were William Ferguson, AVyatt Hutchinson, Bazil Brown, 
Mr. Needam,Mr. Pollard, Joseph Bute, Elijah Grimes, John Cook, James 
B. Moore, Captain Hersing, John Tingle and George Metcalf. The 
latter kept one of the stage houses. 

Three miles west of Cambridge, Thomas Carran kept an old 
tavern. Further west, taverns were kept by Jacob Sunefrank, Mr. 
Laird, Alex. Leeper, Ichabod Grummon, Mr. Sutton, Frank Dixon, 
William McDonald and Lewis McDonald. Lewis McDonald's old 
tavern was near the dividing line between Guernsey and Muskingum 
counties. 

After entering the county of Muskingum the first old tavern 
reached was kept by William McKinne}', and next in line comes the 
old tavern of William AV^ilson, still doing business under the manage- 
ment of Edward McCloud. 

At Norwich Mr. Sinsabaugh kept a tavern. He was the father 
of Rev. Hiram Sinsabaugh, D. D., for many years a leading member 
of the Pittsburg Conference of the Methodist Episcopal church, a 
man of much learning and genuine piet}^, pure in thought, and up- 
right in conduct. The author of these pages knew him well, and in 
the whole range of his acquaintance never met a sincerer friend, or a 
more just man. He died in Los Angeles, California, a few years ago. 
Lightly rest the sod that covers his grave. He is numbered among 
the pike boys, as in early life he kd horses from his father's house in 
Ohio to eastern markets. 

Further westward on the road Jacob Probasco hung up his sign 
in front of an old tavern, he of Jockey Hollow fame before men- 
tioned. His tavern at this point was known as the '' Ten Mile House," . 
being distant ten miles from Zanesville. 

One mile west of Probasco's one McNutt, of Irish extraction, and 
good fame as a landlord, ke])t a tavern, and next beyond, on the 
westward trend, John Livengood, whose name imports old Pennsyl- 
vania Dutch stock, ministered to the wants of strangers and travelers. 

Zanesville is next reached. Zanesville is the county seat of Mus- 
kingum county. It is situate on the Muskingum river, fifty-nine 
miles east from Columbus. Mr. Leslie kept a tavern in Zanesville in 
the olden time, and entertained the public in a highly satisfactory 
manner. His house was a brick building on the north side of tlvo 
street and road, and at the west end of U\vi loww. ^\\^\^\l'^'^v^V'^-^^^. 

14 



3»2 THE OLD PIKE, 

laviTii ill Ziitiiwillo. tlio town eiiiitaiiiod :i iM.piilalioii <.f !ibinit 7.(»Ufl. 
IlM i>oimlation at tills datt^ exceeds 25.000. Il wurvivo'l the ilwliiii' <if 
the mail, and yivw rapidly iii po]nilation and wi-allli, bul it may In- 
-diiiibted whether ittt present muiiey making inhiibilaiilK cxjiei-iedec aw 
tmioh (if the real pIcaHiires mid eiij<>3'nK-iilN of lilb aw Ihi'ir iiridecos- 
wins of fifiy yi'aitt tifru, when the daiihin;r Bta^jr tuaeh woke up ihc 
eehiH^N of the dnll town, and the heavy tit'a<l of the jmiKU'roiis bnmil 
wheeled wu)5<in told the whole slory of eoimneive and tntrie. The 
ilhii^trioiis Sniniiet S. (.'ox was horn anil reaivd in Zanesvillo, and there- 
lore, under a detinilion fjiven in a ju-eviouM fhapter, a pike boy. He 
wan caHod -SiniHel." by reason of a giishiiitr <h'm.Ti[)tion he wi-ote of 
the Sctlinn Sun, when a young man. and there is no <ioubt that the 
view« whieh so ileeply imprewed hiw yoiilhKil mind wei-e had from 
points on the National Itoad. in the vieinity ot his native town. He' 
was ono of the brighte«t »tar» in the ]i;alaxy <)f American slatesnien. 
A writer in a (.Tuernsey connly jiajier given the following lively 
description of Mceneii on the ivjad in that locality: 

'■ Isaac Gleaves was one of the old tavern koepei'M iii Pairvicw. 
His honse was the stage office, whore a halt was made for exchange 
of horses, and to ditH'harge and take on jiassengci-s. The stage offices 
Weill places of public ixiaort, and anmiid the bar-rooiiiK gatlnyt-'d the 
topers and loafei-s. by day and by night. The old stage drivers were 
full of fun and froHc, and could enlertain the cnrinns with 

'Tales fearful and awful, 
K'en to name would be unlawful. 
Fast by an ingle blinking bounily, 
Wie recanniag swate that drank divinely, 
Theee souters told their queerest Btories, 
And the landlord's laugh was ready chorus.' 

•■There was Xat Smith, Sam Smith, Jim Smith, Bate Smith, Jo 
Smith, Qiiil Smith, Bill Smith, and moit< of the Smith family, ami 
Sam L'roiise, Jake ('rouse, Sylvester Ro<it, Sam Kirk, Tom Kirk, Tom 
Bryan, Andy I'aHter, Tom Carter, Jim Bryan, Bony Shelden. Wash 
Cranlord. Jim Bay less. Mart Honek, Jlenry Higbt, Tom Crawfoi-d. 
John Mclllvaine, Itoss Briggs, and a host of others of the ' knights of 
the whip and reins,' of those old coaching days. 



"Near by stood the old -smithy' of Capt. John (i. Bell's father, 
whose bellows flapped, and ivd sparks flew, and anvil rang, night and 
diiy, to keep the horses feet in trim, so that down the sloiK- to Hoii- 
drysburgh. and on to Bodenu hill and Taylors hill, and oer Salt Fork's 
hmg Htrolth, through ice and sleet, these Jehus could safely, and oti 
time, move on their load 'if living freight and the mails sent out by 
' Uncle 8am.' John Miskimmins, one of the early settlers at the 
mouth of VVilld Creek, was the general agent from Columbus to Wheel- 
ing, of the great Ueil, Mooro & Co., whose lines eobwobbed the State 



THE OLD PIKE. 303 

of* Ohio. Otho lliiiton was the United States mail agent to look after 
the mail robbers. He turned out to be one himself, and was placed 
under arrest for opening the mails between Cambridge and Washing- 
ton. He was indicted and arraigned before the United States court 
at Columbus, released on bail, and fled to Honolulu, where he died 
in 1856. 

'^Gen. N. P. Talmadge placed on the road what was called the 
opposition, or Good Intent, line of stages. This was just after the 
Washingtonian temperance movement. Ife made temperance speeches 
along the line, and required his drivel's to take the pledge. He stopped 
at Cambridge and made a speech in the old Presbyterian church, and 
sang a song, his drivers taking up the chorus. We give in substance, 
if not in word, a verse : 

* Our horses are true and coaches fine, 
No upsets or runaways; 
Nor drunken drivers to swear and curse, 
For its cold water all the days. 

en ORIS. 

For our agents and drivers 

Are all fully bent, 
To go for cold water, 

On line Good Intent, 
Sing, go it, my hearties, 
Cold water for me.* 

'^ Isaac Gleaves was not behind as a caterer to the inner man, and 
a dinner or supper by the stage passengei*s, after being rocked and 
tossed at a six miles per hour rate, was relished even by Tippecanoe 
and Corwin, too, and Democrats did not starve nor turn up their 
noses because old Isaac was a AVhig. He had a famous recipe for the 
cure of the ague, which for its queer compound he was often required 
to give, not so much for the ingredients; they were very simple; but 
for the first preparation for the compound. This was to boil down a 
quart of water to a pint. And to the inquiry, ' What is the water 
boiled down for. Uncle Isaac?' he would reply, 'to make it stronger.' 

^* A little further, and last, was Major William Bradshaw, just over 
in Belmont county. He was the soul of wit and humor, and gave 
out many expressions that have become noted. To all that he did 
not feel disposed to entertain, he gave the answer, 'Take the Barnes- 
ville road.' His toast drank in honor of the Fairview guards, a mil- 
itary company that had been parading 'w^ith plumes and banners 
gay,' just after the close of the Mexican war, will live in the militarj^ 
history of Guernsey county — 'Soldiers in peace, civilians in war."' 

The Smiths above mentioned all drove stages on the road east of 
Wheeling, before going to Ohio, and lived in Brownsville. All the 
male members of the family were drivers, including Samuel, the 
father. His sons were, Samuel, jr., Gilbert, Quill, Bate and Nat, 
familiar names in the early history of the road. 



304 THE OLD PIKE. 

Tho lai-fifHl town on the lino i)f ihe load wt-sl of C.iluiiil.u:', in 
tlio State of Ohio, in Sprinj^fieM. the capital of Cliuk toiinly. The 
ilifilanoe bctwot-n CohinibuHund Sprinj^ficld is forty -five miles. Spring- 
field enjoyed for a number of yeara the advuntn^res of Iho roud, and 
felt a jn-ide in beiny on its line, but ila growth and development, the 
result of other agencies, have thrown a mantle of oblivion over tho 
time when the nillle of the stage eoaih and the nimble of road wagons 
furnished the ehief exeitement of her streets. 

The i-oad penetrated Indiana at the Wundury line of Wayne 
county, in that Ktate. The length of the line through Indiana is one 
hundred and forly-iiine and one-ti.urlh mites, and tlio sum of 8513.099 
was cx|ionded on it for hi'idges and masonry. Work wa« begun at 
Iiidiana]K>ti8 and prosiculcd east and west from that point, in olKrdi- 
vnee to an act of Congi-ess given in the chapter on Appropriations. 
The road wan completed thi-ou^'h Wayne connty in 1827. It was not 
niacudamized or graveled, and in the year 185(1 was absorbed by the 
Wayne County Turnpike Company, under a ehailer granted by State 
authority. The length of this pike is twenty-two miles. 

The second section of the aet incorporating the Wayne County 
Turnpike Company reads im follows : 

"The capital stock of said company shall be one hundred thousand 
dullai's, divided into 8haiv« of fifty doJlarM each, and shall be applied 
to the construction of a turnpike i-oad in Wayne county, commencing 
at the western terminus of tho Hichmond turnpike, about three miles 
east of Richmond, and to be continued weslwai'd on the line of the 
National Road to the county line between the counties of Henry and 
Wayne ; and tho State of Indiana hereby ivjlinquishes to said Wayne 
County Turnpike C<mi)iany all the rights, interests, and claims in 
and to the line of said National Road in said county of Wayne ; the 
grade, materials, bridges, constructions of all kinds she now has, or may 
hei-cafler acquire from the General (iovernment, in and to tho aaid 
National Road : Prorok/I, That in case the Federal (iovernment 
should, at any time hcreaflor, determine to ivsume the ownei-ship and 
contHd of said road, said company shall relinc|uish the same to the 
(ienend Government, on receiving from it the fall cost of construction 
as expended by said comjKiuy," 

The section quoted discloses a point which (he court of Somerset 
county, Pennsylvania, seems to have overlooked when it condemned 
that porlioii of the road lying within the boniers of that county, took 
poM.session of its pro|)erly, and deereetl it free f'l-om tolls. The seveiiil 
acts of Congress ceding the road to Pennsylvania and the other Slates 
through which it ptissed, reserved the rigiit of Congivss at any snb- 
s<H)uent time to resume ownership and control, and in case of the 
exercise of this reserved right, the question arises, what would become 
of the decree of tho Somerset county court? 

Prior to the construction of the National Road in Indiana, Robert 
Mori'isson, the founder of the Morrisson Library, of Richmond, 



THE OLD PIKE. 305 

and one of the leading citizens of that place, was mainly instrumental 
in causing a gravel road to be made from Richmond to Dayton, Ohio, 
which was known as the '* Richmond and Short Line Pike." 
The engineers of the National Road adopted the line of Morrisson's 
road in Indiana, with the exception of one mile from a point near 
Clawson's tavern to the Ohio State line. The Government survey 
carried the line east from Clawson's tavern, and north of Sycamore 
Valley, over two long and steep hills, separated by a deep valley. 
To avoid these hills on the Ohio side, travel dropped down over a 
good country road to the Richmond and Short Line Pike at the State 
line. This country road was afterwards nuicadamized, but the dis- 
tance between the State line and Clawson's tavern has remained a 
gravel road until the present time, kept up and used as a portion of 
the National road, instead of the line over the hills north of Syca- 
more Valley. 

Morrisson's company was merged in the Waj^ie County Turnpike 
Company in 1850. This company issued seven hundred and eighty 
shares of stock of the par value of fifty dollars each, and operated 
its road until the year 1890, when Jackson township, by virtue of a 
popular vote, purchased that portion of it lying within her bounda- 
ries for the sum of $4,500, and made it free of tolls. In 1893, Wayne 
township bought the road within her boundaries for $11,000, and 
made it free. The preliminary steps are now being taken by the 
citizens of Center township to take a vote on a proposition to pur- 
chase the road within her borders. If this measure carries the road 
will be free throughout its entire length in AVayne county. 

The Presidents of the Wayne County Turnpike Company have 
been Robert Morrisson, Jacob Brooks, Edmund Laurence, Williajii 
Parr}', and Joseph C. Ratliff, the last named having served continu- 
ously from 1871 to the present time, a pleasant gentleman of fine 
executive abilities. 

This company has always paid dividends of seven per cent, on 
its capital stock of $39,000, and for the last ten years a majority of 
its stockholders have been women. 

The rate of toll was two cents a mile for horse and buggy and one- 
half cent per mile for each additional horse, one cent for a horse and 
rider per mile, and one-half cent for a led horse. 

The toll houses were small frame structures and the gates simply 
heavy poles to raise and let down after the manner of the beam that 
lowered and lifted u]) "the old oaktn bucket that hung in the well." 

Going westwanlly from the Ohio State line, in Indiana, the first 
tavern was that of James Neal, at Sycamore Valley. Of Neal but 
little can be gleaned beyond the fact that he kept tavern at this point 
for several years. 

The next tavern was Clawson's, a brick building, erected about 
the year 1818 by Robert Hill. It stood a little distance north of the 
road, and near the western end of the line before mentioned, as huv- 



306 THE OLD PIKE. 

inn hvin located but not used, and was eubsequently torn down and 
reltuilt on Ihe traveled line. It is said that Robert Hill's daughters 
hauled the briek for their father's house in an ox cart. Clawson was 
a tall, muscular man, and )>eyond these facts concerning him, he is 
lost to the memory of the oldest inhabitant of Indiana. West of 
C'lawson's the first toll gate in Indiana was encountered. It stood 
near (ilen Miller Park and almost within the suburbs of Hichmonil. 
This gate was moved several times, but never over a mile from 
Kichmond. 

The city of Richmond is the first large town on the line of the 
road within tlie borders of the State of Indiana, and the road forms 
its Main street. It is four miles from the Ohio lino, and the county 
seat of Wayne county. Its present population is 25,000. 

The first tavern of the road in Richmond was kept by Charles 
W. Starr. It was a regular old pike tavern, with extensive stabling 
and drove yards attached, occupying one-fourth of a square on the 
northeast corner of Eighth, formerly Fifth street. The building wus 
of brick, known in later yeai-s as the Ti-eniont Hotel. It is still 
standing, but not used as a hotel or tavern, Charles W. Starr was a 
man of medium size and of Quaker faith. He wore the Quaker garb, 
had Quaker habits, and was esteemed a good citizen. Some of his 
descendants are still living at Richmond, and three of his sons ai-o 
prominent and active business men of that place. 

A short distance below Starr's, and between Sixth and Seventh 
streets, stood Sloan's brick stage house, and its proprietor, Daniel P. 
Sloan, was at one time postmaster of Richmond. This tavern was 
headquartera for two stage lines, one running to Indianapolis and the 
other to Cincinnati. The Cincinnati line had opposition, and by 
cutting rates the fare was reduced by the competition and during its 
continuance, from five dollars to fifty cents for the round trip, distance 
seventy miles direct. A ]K)rtion of Sloan's old tavern still remains, 
and adjoins Roling's hardware store. Sloan was heavy set, fleshy, and 
well poised for a tavern keeper. 

On the south side of the road, between Seventh and Eighth 
streets, William Nixon kept a tavern on the site of the present Hunt- 
ington House. He was a spare, sinewy man, of the (juaker faith. He 
kept the tavern at the point named from 1840 to about 1843. 

A noted tavern was (Jillwrfs, on the northeast <rorner of Sixth 
and Main streets. Joseph W. Gilbert kept this house for many yeai-s. 
It was a two-story frame building, pebble coated, (iilbert was tall 
and slim, polite and affable, and had manv IViends. He suffered the 
misfortune of going blind, and died at Richmond in ISHO, in the 
ninety -second year of his ago. When barely able to distinguish 
largo objoeta he walked much up and down the streets, asking per- 
sons he met to toll him the time of day, always pulling out his 
watch and holding it up for inspection. At one time when Gilbert 
iva/i moving a part of his tavern building, Charles Newman, on pass- 
ing aUing, inquired of the o\i\ \ai\4\oYd,vjV\««o house was noted for 



THE OLD PIKE. 307 

its cleanliness, how many bed bugs he found. Gilbert replied with 
indignation, "Not a single one." "I believe you, Joseph," said 
Newman, " for they are married and have large families." Most of 
the earl}' taverns of Eichmond were in the western part of the town. 

It is related in the latest history of Indiana, that Jeremiah Cox, 
one of the earliest settlers in Eichmond, regarded with disfavor the 
scheme of building up the town ; and is said to have remarked, that 
he would rather see a buck's tail than a tavern sign, and his sincerity 
was made evident by the fact, that he did not make his addition to 
the town plat until two years after the date of Smith's surve}^ or two 
years after Philip Ilarter had a tavern sign swinging near a log 
building on lot 6, South Fifth (Pearl) street. 

Another early tavern of Eichmond was kept at the northwest 
corner of Main and Fifth (Pearl), sign of the green tree, by Jona- 
than Bayles, and another, of later date, on Fourth (Front) street, 
near the southwest corner of Main, by Ephraim Lacey. Harter soon 
afterward kept a tavern at the corner of North Fifth (Pearl) and 
Main, where the Citizen's bank afterward stood, then called Barter's 
corner. 

Another tavern was kept on Gilbert's corner, northwest corner 
of Main and Sixth (Marion), first, it is believed, b}' Abraham Jeffries, 
and continued afterward by several other persons at different times. 

Eichard Cheesman, an early settler, lived on South Fourth 
(Front) street, kept a tavern several j^ears, and subsequently removed 
to Center toNvnship, where he died. William, a nephew, remained 
in Eichmond, and married a Miss Moffitt. He died some 3'ears ago, 
but his widow is still living. 

John Baldwin, an original Carolinian, kept a tavern and store 
at the Citi/.en's bank corner. lie went west, and became a trader 
with the Indians. Their savage nature having at one time been ex- 
cited by liquor which he had sold them, they scalped, or partially 
scalped him, but he survived the operation and returned to Wayne 
county, where he died, six miles north of Eichmond, in 1869. After 
Baldwin, William H. Yaughan kept this tavern for several j'ears, 
and until it ceased to entertain the public. Yaughan had previously 
kei)t the Lacey tavern on Fourth (Front) street. 

Patrick Justice, at an early period, kept a tavern on North 
Fourth (Front) street, near Main. He afterward kept a public house 
which he built in 1827, near the extreme limits of the town, now the 
southeast corner of Main and Fifth streets. 

Benjamin Paige, a New Englander, father of Ealph Paige, once 
a merchant on Main street, kept a tavern previous to 1830, at the 
corner originally owned by John C. Kibboy, an early inn-keeper, and 
known as Mcek's corner, northeast of Main and Sixth (Marion). 

Abraham Jeffries had a tavern on Gilbert's corner, which he 
kept a number of 3'ears, and was succeeded by Joseph Andrews, his 
brother-in-law, who died soon after taking charge. 

The last westward tavern in Eichmo\\d \\?i^ V^r^V V5 ^\\\^'^^^s^\^ 



308 TRE OLD Pike. 

Biihl, who came from Germany, and his house was a thi-ce story Htoiie 
Btnictiu'e where Mim-ks hrcwitiy now is. 

At the west emi of I'ichmiiud the road crosses Whitewater river 
over a handsome and e\)K-iiHive hridpe. This hridge has seven arches, 
and is a comhination truss ami arch design, capahle of sustaining un 
immense wei^^ht. On tlic west side timbers and wool snclis were sunk 
into a quicksand upon wliich lo rest the foundations of the abutment. 

Toll-gale No. 7 was erected at the fifth mile post west of Rich- 
mond and afterwaitls moved to a point near Earlham college. This 
gate was kept by William Fajpin for twenty-three years, and after- 
wards hy Mr. Garilener for neai'ly ten years. Mr. Gardener is a New 
York man and was one of the host gnte-keepi'rs on the road. His 
wife is a cousin of the late Hon. William B. Windoni, who was Sec- 
retary of the Trea.sury in President Harnson's administration. 

There was a tavern betweoii gate Xo. 7 and gate No. 8, which 
was near the Center township line and East Clear creek. West of 
this point there is a ciii-ve in the road caused hy the ref\isat of 
Thomas Croft to n-niove his house, which was on the snrveycd line. 
Ho was olfoivnl £51(0 lo I'einove his house and declined to take it. Tho 
i-oa<l was then of necessity made aniund his house, and so near it as 
to loosen its foundations, and it toppled and fell down, causing bini 
to lose his bouse, and tho sum offered him as damages besides. 

At the seventh mile stone, a littlo beyond West Clear Creek 
bridge, stood the shoj) of Jeremy Mansur. who manufactured the 
fii'st axes made in the county of Waj-ne. When Martin Van Bui-en 
made his trip through Indiana, many persons denounced him as an 
enemy of tho raad, and some one in Richmond, to inflict chastisement 
upon tho distinguished statesman for his supposed unfViendliness, 
sawed a donblo-ti-ec of tho coach in which ho was traveling nearly 
through, and it broke near Mansur's ax-shop, causing Mr. Van Burcn 
to walk to the top of a hill through thick mud. The author of this 
mishap to Mr. Van Buivn subsequently boasted that he had put a 
mud polish on Gentleman Martin's hoots f o give him a realising sense 
of flic importance of good roads. 

Near the ninth mile stone fi-oni Richmond were two celebi-atod 
taverns, Eliason's and Esiepp's. Both were brick houses and well 
kept. Joshua Eliason was a man of medium size, jovial disposition, 
remarkably industrious, and a zealous member of tho Christian 
chunh. His tavern was on the north side of the road, and, in ton- 
nection with it, he maintained two one-story emigrant houses to 
accommodate families moving west. The emigrants earned and 
cooked their own provisions, and paid Eliason a certain sum for tho 
nse of his buildings. Drave yards were also a profitable feature of 
Elinson's tavern. He sold grain to the di-ovors, and after tho cattle 
were turned out, put his own hogs in the vacated field to eat up tho 
remnants and i-efuse. 

John Estepp's tavern was on the south side of the road, nearly 
opposite Eliason's. He had one emigrant house, and did an extensive 



THE OLD PIKE. 309 

business. He was a man of the lean order, but always on the alert to 
turn an honest penny. 

A short distance beyond Estepp's, Centerville comes in view, near 
where Daniel L. Lashley kept the principal tavern. He was a large 
man, and had a large patronage. 

Centerville boasts of having been a nui*sery of great men. Here 
Oliver P. Morton, when a young man, worked as a hatter, and Gen. 
A. E. Burnside pursued the humble trade of a tailor. Gen. Lew 
Wallace and Gen. Noble went to school in Centerville, and possibly 
the germs of Ben Hur had their origin in this rural village. Hon. 
George W. Julian, of free soil notoriety, was at one time a resident 
of Centerville, and Judge Nimrod Johnson, of the State Supreme 
Court, and John S. Newman, ex-president of the Indiana Central 
Railroad Company, were among the noted personages who lived 
there. Centerville was for many years the county seat of Wayne 
county, and the removal of the offices and archives to Richmond pro- 
duced a feeling of jealousy between the inhabitants of the places which 
lingers in a measure to this day, although Richmond has far out- 
stripped her ancient rival in growth and improvements. 

West of Centerville the road crosses Nolan's Fork, a small Indi- 
ana stream, and a short distance beyond, and near the Poor Farm, a 
toll-gate was established, and there was also a tavern at this point. 
One mile west of the Poor Farm, Crum Fork is crossed by means of 
a bridge, and between this stream and Germantown there was 
another toll-gate and also a tavern. There is a bridge over the stream 
between Germantown and Cambridge city. West of Cambridge City, 
and near Dublin, there was a toll-gate, and a short distance west of 
Dublin, the road passes out of Wayne county. 

The road forms the main street of Dublin and is called Cumber- 
land street, by reason of this fact. The first tavern established in 
Dublin was by Samuel Schoolfield, an old Virginian, pleasantly 
remembered on account of his staunch patriotism. He displayed on 
his sign-board the motto: ''Our country, right or wrong." 

The railroad absorbed all passenger and freight traffic in the 
year 1852, after which date and to the close of the civil war, outside 
of home travel, the main vehicles on the Indiana divisicm were 
'' Prairie Schooners," or semi-circular bedded, white-covered emigrant 
wagons, used by parties moving from Virginia and the Carolinas to 
Illinois. 

Indianapolis as before stated is on the line of the road, but her 
proportions as a city are the outgrowth of other agencies. In the 
early days of Indiana's capital the National Road was her only com- 
mercial artery, and her pioneer citizens regarded it as a great advan- 
tage to their aspiring town. The railway era dawned so soon after 
the road was located through Indiana])olis that but few memories 
cluster about its history in that locality like those east of the Ohio 
river. 

The last and only remaining large toww o^ Iw^x^w^ c^wn^^ ^t^"?^^ 

14a 



310 THE OLD PIKE. 

is Terre Haute, a city like Indianapolis that has outgrown the mem- 
ories of the road, and is probably little mindful of the time when her 
early inhabitants deemed it a matter of high importance to be located 
on its line. Though remote from the active centres of the historic 
road, Terre Haute is more or less associated with its stirring scenes 
and former prestige. 

There was a striking similarity in the habits, manners and pur- 
suits of the old inhabitants of the towns along the National Road, 
notably between Baltimore and Wheeling. The road was a bond 
that drew them together and united them as neighbor. There are 
many persons still living who remember when Frederic, Hagei'stown, 
Cumberland, Uniontown, Brownsville, Washington and Wheeling 
derived their main support from the road, and their chief distinction 
from their location on its line. This feature was also true of the 
towns on the Appian Way, on authority of the classic author, Anthon. 

Any one familiar with the National Road in its prosperous era, 
w^hose business or other engagements required a divergence from it, 
invariably returned to it with a sense of security and a feeling of rest 
and relief. This feeling was universal and profound. An illustra- 
tion is furnished by Hon. William H. Playford, of Uniontown, who 
was born and reared on the road. After his college graduation he 
went South to teach, as did many other gi*aduates of northern col- 
leges. When his term as a teacher ended his heart of course yearned 
for home, and homeward he set his sails. He struck the National 
Road at Terre Haute, and the moment his eyes flashed upon its 
familiar surface he felt that he was among old friends and nearly 
home. It was the first object he had witncvssed since his departure 
from the paternal roof that brought him in touch again with home. 

Before the road was completed beyond the western boundary' of 
the State of Indiana, the steam railway had become the chief agency 
of transportation and travel, and our grand old national highway 
was practically lost amid the primitive prairies of Illinois, so that 
whereas its splendor w^as favored by the rising, it was dispelled be- 
neath the Setting Sun. 




GEN. GEORGE W. CASS. 



CHAPTER XLII. 



Superintendents und^r National Control — Gen, Gratiot, Capt4iins DelaJiMy McKee^ 
Bliss, Hartzellf WUliatnSf Colquil and Cass, and Lieuts. Maiufieldj Vance and 
Pickell — The Old Mile Posts — Commissioners arid Superintendents under 
State Control — William Searighty William Hopkins, and Earlier and Later 
Commissioners and Superintendents — A Pennsylvania Court Wipes Out a 
Section of the Road. 

Down to the year 1834, as has been seeu, the road was under the 
control and supervision of the War Department of the General Gov- 
ernment. Brig.-Gen. Gratiot was the chief oflSeer in immediate charge. 
The town of Gratiot on the line of the road in Muskingum county, 
Ohio, was named in his honor. Captains Delafield, McKee, Bliss, 
Bartlett, Hartzell, Williams, Colquit and Cass, and Lieuts. Mansfield, 
Yancc and Pickell, all graduates of West Point, were more or less 
identified with the construction, management and repairs of the road. 
These army officers were all well known to the people along the road 
sixty years ago. Gen. Gratiot was probably dead before the begin- 
ning of the civil war, or too old for active service. Mansfield fell at 
Antietam, a major general of the Union forces. Williams was killed 
at the storming of Monterey in the Mexican war. McKee fell while 
gallantly leading a regiment in the hot fight at Buena Vista. Ilart- 
zell, promoted to the rank of major, fought through the Mexic^in war. 
and died soon after returning to his home in Lexington, Kentucky. 
Bliss and Delafield both died within the current decade. Colquit, a 
near relative of the Georgia Senator of that name, died in the Con- 
federate service. Capt. Geo. W. Ca.ss, while on the road as an engineer 
in charge of repairs, married a daughter of the late George Dawson, of 
Brownsville, located at that place, and transacted business there for 
a number of years. He subsequently went to Pittsburg as president 
of the Adams Express Company, and later became president of the 
Pittsburg, Ft. Wayne & Chicago Eailway Company. He w^as prom- 
inent and influential in the politics of Pennsylvania, and on several 
occasions stood second in the ballotings for the Democratic nomina- 
tion for Governor. He died in the city of New York. Ho was twice 
married. His widow surviving him, is a sister of his first wife. 

The iron mile posts, so familiar to the traveler on the road, were 
turned out in foundries of Connellsville and Brownsville. Major James 
Francis had the contract for making and deliverm^lVvci^<$^\i«^V^^^\x 
Cumberland and Brownsville. His fowYvdry Nxifik.'^ ^V C<^wwvi^^Nr^vi^ 



312 THE OLD PIKE. 

Pennsylvania. Col. Alex. J. Hill, a well known and popular eoke 
operator, and Democratic politician of Fayette county, Pennsylvania, 
is a son-in-law of Major Francis, the old foundry man. Those between 
Brownsville and Wheeling were made at Snowden's old foundry, in 
Brownsville, John Snowden, contractor. They were hauled along 
the road for distribution in wagons drawn by six horse teams. With- 
in the last two years they were re-set and re-painted, between Browns- 
ville and the Maryland State line, under the direction of Commis- 
sioner Ewing Searight, and stand erect in their original sites, silent 
witnesses of the great procession that passed in front of them for so 
many years, and if they possessed the attributes of speech and 
memory, could narrate the story of a great highway, which in inci- 
dent and interest is without a rival. 

William Searioht was a commissioner of the road for a num- 
ber of years in its prosperous era. His jurisdiction extended over 
the line within the limits of Pennsylvania. He was of Irish lineage, 
and Presbyterian faith. His parents located in Ligionier Valley, 
Westmoreland county, Pennsylvania, about the year 1780. Upon 
reaching his majority he came to Fayette county to work out his des- 
tiny. He learned the trade of fulling and dyeing, and started in 
business on his own account at Hammond's old mill on Dunlap's 
creek, long since demolished and forgotten. He subsequently pur- 
sued the same business at Cook's mill, on Bedstone creek. His edu- 
cation was such only as could be procured in his boyhood by pei*8ons 
of slender means, but his natural endowments were of the highest 
and best order. He was honest and industrious. On March 26th, 
1826, he married Rachel, a daughter of Thomas Brownfield, proprie- 
tor of the old Swan tavern in Uniontown. At Scarights, on the 
National Road, he laid the foundation of a considerable fortune, and 
died in the sixty-first year of his age. He was a leading Democratic 
politician of his day in Fayette county, and in 1827 rode on horse- 
back from Searights to Harrisburg, to aid in nominating General 
Jackson for the presidency. He was a trusted friend of the late Gen. 
Simon Cameron, when that unrivalled politician was a leader of the 
Democratic party in Pennsylvania. At the date of his death he was 
the nominee of his party for the important State office of Canal Com- 
missioner, and would have been elected, had not death interposed and 
called him from the active duties of this life to the realities of an- 
other. William Hopkins, another old commissioner of the road, was 
nominated to the vacancy thus made, and elected by a large majority. 
The death of William Searight occurred at his home, near Searights, 
on August 12, 1852. He was a man of generous impulses and char- 
itable disposition, ever ready to lend his counsel, his symjjathies and 
his purse, to ameliorate the sufferings of his fellow men. Although 
death plucked him from the very threshold of earthly honors, it 
caused him no regret. His work was well done, and he was ready to 
go. The kingdom he was about to enter presented higher honors 
and purer enjoyments. In \ook\w^ forward and upward he saw — 



if • 



• - 




/^:2222. 



THE OLD PIKE. 313 

*' No midnight shade, no clouded sun, 
But sacred, high, eternal noon." 

A more emphatic eulogy than pen could write, or tongue ex- 
press, was furnished by the immense concourse that attended his 
funeral. The patriarchs and the youth of the country came to testify 
their appreciation of his worth. A few days after his death, a large 
meeting of citizens, irrespective of party, convened in the court 
house at Uniontown, to give expression to their sorrow for his death. 
Hon. Nathaniel Ewing presided. Hon. Daniel Sturgeon, then a United 
States Senator, and Zalmon Ludington, esq., were the vice presidents, 
and Hon. R. P. Flenniken and John B. Krepps, esq., secretaries. On 
motion of Hon. James Veech, a committee was appointed to formulate 
the feeling of the meeting, which reported through its distinguished 
chairman (Mr. Veech) the following preamble and resolutions, which 
were unanimously adopted : 

"When a valuable citizen dies, it is meet that the community of 
which he was a member, mourn his loss. A public expression of 
their sorrow at such an event, is due as some solace to the grief of 
the bereaved family and friends, and as an incentive to others to earn 
for their death the same distinction. In the death of William Sea- 
right, this community has lost such a citizen. Such an event has 
called this public meeting, into which enter no schemes of political 
promotion, no partisan purposes of empty eulogy. Against all this, 
death has shut the door. While yet the tear hangs on the cheek of 
his stricken family, and the tidings of death are unread by many 
of his friends, we, his fellow citizens, neighbors, friends, of all parties, 
have assembled to speak to those who knew and loved him best, and 
to those who knew him not, the words of sorrow and truth, in sin- 
cerity and soberness. Therefore, as the sense of this meeting: 

Resolved^ That in the death of William Searight, Fayette county 
and the Commonwealth of Pennsylvania have lost one of their best 
and most useful citizens. The people at large may not realize their 
loss, but the community in which he lived, over wHose comforts and 
interests wore diffused the influence of his liberality and enterprise, 
feel it, while his friends of all classes, parties and professions, to whom 
he clung, and who clung to him, mourn it. 

Resolved^ While we would withhold our steps from the sanctuary 
of domestic grief, we may be allowed to express to the aflSicted widow 
and children of the deceased, our unfeigned sorrow and sympathy in 
their great bereavement, and to tender them our assurance that while 
to their hearts the memory of the husband and father will ever be 
cherished, in ours will be kept the liveliest recollections of his virtues 
as a citizen and a friend. 

Resolved, That among the elements that must enter into every 
truthful estimate of the character of William Searight, are a warm 
amenity of manner, combined with great dignity of de\iO\!t.vcv^^v^ 
which were not the less attractive by lYvevr '^\«atvtv^^'^ wcv^ \^^iNs. ^'^ 



314 THE OLD PIKE. . 

OHteiitution, oiuvulc-U fcolings more pure tlian paseionleBS, high piir- 
1)0BC8 with untiring energy in their aeeompliBhment, an ennobling 
Honae of honor and individual independence, which kept him always 
true to himself and lo hia engagements, unfaltering fidelity to hig 
fnonds, a liberality which heeded no restraint, hut means and merit ; 
great promptness and fearleMsnews in the discharge of what he be- 
lieved to be a duty, private or public, guided by a rigid integrity 
which Blood all tests and scouted all temptations; honesty and tnith- 
fulness in woni and deed, which no seductions could weaken, nor 
assaults overthrow, in all rcnpoots the architect of his own fortune and 
fame. These with the minor virtues in full proportion, are some of 
the outlines of character which stamped the man whose death we 
mouru, as one much above the ordinary level of his race. 

Resolved, That while we have here nothing to do or say as lo the 
loss sustained by the political party to which he belonged, and whoso 
candidate he was for an office of great honor and responsibility, we 
may be allowed to say that had he lived and been successful^ with a 
heart so rigidly set as was his, with feelings so high and integritysy 
firm, and withal an amount of practical intelligence so ample ae he 
possessed, his election could have been regretted by nocitizcuwhoknew 
him and who placed the public interesls beyond selfish ends and 
party suecfss. As a politician we knew him to hold to his princi- 
ples and party predilections with a tenacious grasp, yet he was ever 
courteous and liberal in his inlercoui'se with political op]H>nents. 

Hesolred, That in the life and character of William Searight we 
wt! a most instructive and encouraging example. Starting the strug- 
gle of life with an humble business, poor and unbcfVionded, with an 
honest aim and a true heart, with high purposes and unflagging in- 
dustrj', he gained friends and means, which never forsook him. He 
thus won for himself and family ample wealth and attained a posi- 
tion among his fellow men which those who have had the best ad- 
vantages our country affords might well envy. That wealth and 
that position he used with ajust liberality and influence for the ben- 
efit of all around and dqicndent upon him. Though dead he yet 
speaketh to every man in humble businessr "Go thou and do like- 
wise, and such shall be thy reward in life and in death." 

Wii.i.iA.M Hopkins was one of the best known of Ihc old com- 
missioners. He was born in AVashington county, Pennsylvania, Sep- 
tember 17th, 1804. He was of Scotch origin, on the paternal line, 
and his mother was a native of Ireland, so that he was a genuine 
Scotch -Irishman. lie figured conspicuously in the public afi'airs of 
Pennsylvania, for many years. At the age of twenty -three he was 
a justice of the peace, holding a commission signed by Governor 
Shultitc, one of the early German governors of the State. In 1831 
he was a county auditor. In 1834 he was elected to the State Legi.«- 
latui-e, and re-elected four times, consecutively. He was speaker of 
the House in 1838, 1839 and 1840. In 1842 he was secretary of the 
land office of Pennsylvania. During his first term as speaker, the 




COL. WILLIAM HOPKINS. 



THE OLD PIKE. 315 

public commotion occurred, known as the/' Buckshot War." Troops 
surrounded tlie State house, and a bloody collision seemed inevitable. 
Speaker Hopkins, on this trying occasion, behaved with distinguished 
wisdom and firmness, and he is credited with having averted the hor- 
rors of civil war. In 1852 Colonel Hopkins, as he was invariably 
called,' was nominated and elected Canal Commissioner, as before 
stated. In this important oflSce he fully sustained his high reputa- 
tion for honesty and ability. In 1861 he was again elected to the 
State House of Kepresentatives, and re-elected in 1862. In 1863 he 
was elected a State Senator. The experience of his previous legisla- 
tive career gave him a great advantage over others less favored in 
this regard, and he became, by common consent, " the Nestor of the 
Senate." In 1872 he was elected a member of the convention to re- 
' vise the Constitution of the State. He was chairman of the com- 
mittee to devise and report amendments to the bill of rights, and author 
of the preamble that reads thus : " We, the people of the commonwealth 
of Pennsylvania, recognizing the sovereignty of God, and humbly 
invoking His guidance in our future destiny, ordain and establish 
this Constitution for its government." If there was nothing else to 
his credit, this alone would immortalize him. While a member of the 
Constitutional Convention, he made a visit to his home, and on the 
cars contracted a cold which developed into pneumonia, and terminated 
fatally, March 5th, 1873. His funeral was one of the largest and 
most impressive over witnessed in Washington. 

Rev. Doctor Brownson, the distinguished Presbyterian minister of 
Washington, grouped together the leading traits of Colonel Hopkins 
in the following terms: "Such a man could not but be extensively 
known and respected. In fact, his mental force, discriminating judg- 
ment, urbanity, integrity and kindness, joined with his facility as a 
writer and speaker, rising above the defects of early education, were 
a continual pledge of public favor and success. He was very firm in 
adhering to his own views, but considerate also of the feelings and 
opinions of others. In co-operation or in opposition, he commanded 
respect. In private life, also, it was impossible not to realize the 
power of his politeness, and his delicate regard to the sensibilities of 
all about him. His fondness for children seemed to increase with his 
years, showing itself both in a desire for their enjoyment and their 
good. His fine business capacity was often taxed for the benefit of 
others, especially widows and orphans. In the hallowed circle of 
home, he was the central object of uncommon reverence and affection, 
answering to his own peculiar love and tenderness within his domes- 
tic relations. But, better than all, is the witness he leaves behind 
him, in his confession and life as a disciple of Christ, and in the 
repose of his heart upon the divine promise, w^hen called down into 
the valley and shadow of death." 

The late Judge Black, one of the most eminent men of his day, 
spoke of Colonel Hopkins as follows : " I do not underestimate the very 
high qualities of my associates in this body (the Constitutional Con- 



316 TUE OLD PIKE. 

vention). I do not Ihink, indeed, that any man here appreciates 
their vurioue abilities and virtues more than I do; but I devoutly 
believe that there is no man in this Convention, that we could not 
have spared better than him who has gone. I do not propose to give 
an analysis of his character, and it is not neoessai-y to repeat his his- 
tory. I may say, for I know it, that he was in all respects the best 
balanced man that it was ever my good fortune to know. His moral 
and personal courage were often tested ; he was one of the most fear- 
less men that ever lived, yet all his measures were in favor of peace, 
and every one who knew him testifies to ttie gentleness and kindness 
of his manner." 

Mr. Biddle, a Philadelphia member of the Convention, said: "I 
well recollect being struck with the commanding figure and strongly 
marked countenance, in the lineaments of which were unmistakably 
written simplicity and directness of purpose, integrity and unsweri'- 
ing firmness. He has rounded off a life of great moral beauty, of 
great usefulness, of great dignity, by a fitting enfl, and -he has fallen 
before decay had begun to impair his faculties." 

One who stood very close and' was very much endeared to Col. 
Hopkins, brings out his great chamctcr in form of metaphor, as fol- 
lows : " There was a remark in your paper which has given me a great 
deal of mental exercise of a reminiscent character. The wheel of time 
turns only one way. At the momenti read this, and in the multitude 
of times it has since come into my head, my mind ran at once to a ])oint 
in the revolution of that wheel which you never could guess. That 
point is marked with the year 1838. T had been turned up far enough 
out of the darkness of the wheel pit to get a view of the top of the 
wheel, where stood a group of men who have over since b«en 'the 
heroes I loved and the chiefs I admired.' In the center of (his group, 
and the most heroic figure in it, stood William Hopkins. The various 
members of that group have gone down beyond sight, as the wheel of 
time kept turning steadily, but their virtues and their public services 
remain fresh in ray memory. They rendered Pennsylvania as great a 
service as Washington and his compeci-s rendered the United Col- 
onies." 

Such a man was William Hopkins, once a commissioner of the 
National Hoad, familiar with every mile along its line, and in daily 
touch with its moving masses. The writer of these pages had the 
honor of knowing Col. Hopkins personally and well, and can and 
does testify that no word of ouingj'' herein quoted concerning him is 
in the least overwrought. 

An act of the Pennsylvania Legislature, approved April 4, 1831, 
named William ¥. Uoplan and David Downer of Fayette county, 
Stephen Hill and Benjamin Anderson of Washington county, and 
Thomas Endsley of Somerset county, to be Commissioners of the 
Cumberland Road for (he term of three years from (he passage of the 
said act. after which time the right to appoint said Commissioners 
shall vest in the Governor of the Commonwealth. In 1834 the 



THE OLD PIKE. 317 

Governor appointed these same gentlemen Commissioners for another 
term of three years. In 1835 an act was passqd reducing the num- 
ber of Commissioners to two, and under this act Stephen Hill of 
Washington, and Hugh Keys of Fayette county, were appointed on 
May 7th, 1835, until their appointments were suspended or annulled. 
On the 9th of January, 1836, the Governor appointed George Craft 
of Fayette county, and Benjamin Leonard of Washington county, to 
act in conjunction with the other Commissioners appointed in pur- 
suance of an act approved April 1, 1835. Thompson McKean of 
Fayette county, and Robert Quail of Washington county, were ap- 
pointed Commissioners by the Governor on the 29th day of January. 
1839, .until appointments were suspended or annulled. Robert Quail's 
appointment w-as suspended by an act of 1840. An act w^as approved 
March 28th, 1840, reducing the number of Commissioners to one, and 
William Hopkins was appointed for a term of three years, but served 
less than two years, and resigned, to take the position of secretary of 
the land office. William Searight was appointed by the Governor on 
May 3, 1842, for a term of three years, and on April 19th, 1845, 
William Hopkins was again appointed. On the 8th of April, 1848, 
an act was approved authorizing the courts of Somerset, Fayette and 
Washington counties to appoint trustees for the road, with power to 
appoint Commissioners. Under this act William Searight was again 
appointed, with jurisdiction limited to the line through the counties 
of' Fayette and Somerset, and served until 1851, w^hen David Hart- 
zell of Somerset county was appointed. William Roddy of the same 
county succeeded Hartzell in 1852. James Marlow succeeded Roddy 
and died in commission. Robert McDowell w^as appointed in 1850. 
Under the act of 1848, above quoted, Joseph Lawson was appointed 
for Washington county, and was succeeded in 1852 by Mark Mitchell, 
in 1856 by Alexander Frasher, and in 1858 by John Long. In 1861 
the act of 1848 was repealed in so far as it related to the appointment 
of Commissioners in Fayette and Somerset counties, but continued 
in force as to Washington county, stripped of the intervention of 
trustees. In 1862 John Long was appointed Commissioner for 
Washington county by the court. In 1864 G. W. Botkins was ap- 
pointed; in 1866 John Long was restored, and continued until 1871, 
when T. W. Beatty was appointed. In 1872 Joseph Doak was ap- 
pointed, and was succeeded in 1876 by George W. Smith. In 1877 
the appointing power, as to Washington county, was restored to the 
Governor, and Samuel Kelley was appointed. In 1881 Peter Hick- 
man was appointed, in 1887 James W. Hendrix, in 1890 Marshall 
Cox, in 1891 John McDowell, present incumbent. In 1862 the Gov- 
ernor of the State appointed Redding Bunting Commissioner for the 
counties of Fayette and Somei'set. Bunting was the famous old 
stage driver and stage agent, mentioned in previous chapters. He 
served as Commissioner until 1864, w^hen the Governor appointed 
Sebastian Rush, the old tavern keeper before referred to. Rush 
served until 1870, when Solomon Crumrine was appointed, and served 



318 THE OLD PIKE. 

until 1872, when Rush was restored. In 1875 Charles H. Rush, a son 
of Sebastian, was appointed, and serv^ed until 1881, when William 
Endsley was appointed. In 1883 George W. Daniels was appointed. In 
18,87 David Johnson was appointed, and in 1891 Ewing Searightwas 
appointed. 

As before stated the road east of Cumberland was owned by 
associations or companies. Allen Darsie was one of the leading stock- 
holders and general superintendent as earl}' as 1835. He lived at 
Poplar Springs, tvventj'-six miles west of Baltimore, was the proprie- 
tor of a large and fertile tract of land, and a slave owner. Allen 
Darsie, jr., succeeded his father in the superintendency of the road, 
and remained in charge down to the date of the civil war. Thomas 
Bevins of Hancock succeeded the younger Darsie, and Denton Oliver 
succeeded Bevins. West of Cumberland, in the State of Maryland, 
the superintendents were: Thomas Thistle, the old tavern keeper 
near Grantsville; Jonathan Iluddleson, another old tivvern keeper, 
Nathan Dudley, John Swan, Benjamin R. Edwards, George Cady, 
Henry Atkinson, Robert Welsh. Edward Doneho and William Hall. 
William Otterson was an old Commissioner in charge of the road 
through Virginia, and among his successors appear the familiar 
names of Moses Thornburg, Lewis Lunsford and Abram Bedillion. 

In the year 1888 the court of quarter sessions of Somerset county, 
Pennsylvania, condemned that portion of the road lying within the 
borders of said county, decreed it exempt from tolls, confiscated all 
its belongings, and turned it over to the tender care of the township 
supervisors, uuder authority supposed to be conferred by an act of 
assembly, approved June 2d, 1887. 



CHAPTER XLIII. 



Old ConlraciorH — Co^t of tfie Rfxid — Contractors for Repairs — Stone Breakers — An 
Old Stone Breaker Convicted of Murder — The Measvring Ring — The Nap- 
ping Hammer — Ati Old Stone Breaking Machine — A Second Ihble Showing 
Heights of Mountains and Hills. 

The first contracts in sections for the first ten miles of the road 
west of Cumberland were signed April 16th and May 8th, 1911, and 
were finished in the fall of 1812. The next letting was in August, 
1812, of eleven miles, extending west as far as Tomlinson's, and these 
contracts were completed early in 1815. The work was let from 
Tomlinson's to Smithfield, eighteen miles, in August, 1813, and com- 
pleted in 1817. The delay was caused by the scarcity of laborers 
during the war, war prices, and apprehension of failure of some of 
the contractoi^s. The next letting was in September, 1815, embrac- 
ing the work six miles and a half westward from Smithfield. This 
was awarded in sections to John Ilagen, Doherty, McLaughlin and 
Bradley, and Charles McKinney. In May, 1817, the work was let 
to Uniontown, the successful bidders being Hagan and McCann, Mor- 
decai and James Cochran, Thompson McKean, and Thomas and 
Matthew Blakel}'. From Uniontown to Brownsville, portions were 
let in September, 1815, to Kinkead, Beck & Evans, who soon there- 
after undertook the residue to Brubaker's. This firm sub-let many 
sections of the work. Bond and Gormley had the contract from 
Brubaker's to Brownsville, and their work was com])leted in 1818. 
George Dawson had the contract for the heavy stone walls in Browns- 
ville. John Miller and John Kennedy, of Uniontown, took contracts 
in the mountains. Miller was a son-in-law of Jacob Beeson, one of 
the founders of Uniontown. Mr. Kennedy was the grandfather of Hon. 
John K. Ewing, of Uniontown, and after his experience as a contrac- 
tor, one of the justices of the Supreme C/Ourt of Penns^'lvania. The 
whole line of the road, for purposes of construction, was laid off in 
two divisions, called Eastern and Western. David Shriverwas su])er- 
intendent of the eastern, and Josias Thompson of the western division. 
The dividing line between the two divisions was Brubaker's, near, 
and east of, Brownsville. Mr. Shriver lived in Cumberland, and was 
the father-in-law of Hon. Andrew Stewart. Mr. Thompson was a 
Virginian. 

In March, 1817, the greater part of the work, from a point two 

miles east of Washington to the Virginia line, was let to Thonms Mc- 

. ( 3iy'j 



320 THK OLD PIKK. 

Giffln,Thomas H.BttinUndPaikev Campbell, the latter one of the fore- 
moHt lawyers of his time. In 1819 the same pentlemcii contracteii 
to do the work, from the point first above named, to a point two niili's 
west of Brownaville. The work oawt of HiIlh<boro was turned over 
by the contractors above named, to William and John II. Ewin;^, who 
were returned to the authorities at Washington Oily as oHfiinnl ion- 
tractors, aud they finished the work for $6,00(1 per mile. The remain- 
der of the work west of Hillsboro was sub-let by McGiffiii, Baird and 
Campljell, to a number of small contraetoi-s. 

The road was completed from Cumberland to Fniontown at a 
cost, including all expenses of survey and location, salaries, bridftes, 
and some repairs, of $9,745 per mile. The avernpe cost of the entire 
road to Wheeling was nearly f 1.%0II0 per ?nile, showing the Eastern 
division much less costly than the Western. This wa.-" charged to 
some prodigality of work and too liberal contracts, for which Super- 
intendent Thompson was " investigated " and superseded. 

Daniel Steenrod, the old tavern keeper, and Col. Moses Shepherd, 
were extensive contractors for construction on the Virginia line of 
the road. Colonel Shepherd built Feaj''s bridge, near Wheeling, one 
of the best on the road, and also the bridge over Wheeling creek, 
near Mrs. Gooding's old tavern. Capt. Valeiitiiie Giesey, a veteran 
of Brownsville, who is well rememliered by the old citizens of that 
place, was a large contractor on the work of taking up the oHgiual 
i-oad bed. 

The foregoing were all contractors for work on the original con- 
struction of the road. Among the contractoi-s for repairs, after the 
road was completed, and during its prosperous era, the following 
familiar names are ["ccalled : Abram Beagle, James Mclnlj're, William 
Hustings, John Whilmire, James Scnnison, Henry Masterson, Hiram 
Fi-ecinan, Thomas Egan, John Robinson, Williiim Paull, Charles Still- 
wagon, Jacob Stillwagon, Jacob Dougherty, Anthony Itcntz, Henry 
Murray, James Thom])son, Thomas D. Miller, Daniel Canon, Hugh 
Graham, Morris Whalen, Perry While, Anthony Varnell, JohnWhol- 
lery, Thomas McKean, John Ilislcr, Isaac Nixon. liobert Brown, 
Thomas McGrath. Matthew McNeil, Kdward Ker\en, John Benning- 
ton, William H. Graham, Henry Shownltcr, John Dickey, John Mc- 
Donough, Morris Purcell, Daniel Ward, Daniel Valentine, Jacob Pro- 
basco, John Bradficid, William Reynolds, Thomas Brownfield, Peter 
Lenhart, James Marlow, John W. McCollough, Nicholas McCartnov, 
John W. McDowell, Robert McDowell, James Snyder, Lewis M. Sny- 
der, Samuel Shipley, Elias Gilmoi'e, Samuel Rush, German D. Hair, 
Jackson Brown, William C. Stevens, John Gadd, Robert S. Hender- 
son, Joseph Lawson. Michael Thomas. Charles Rush, Nicholas Brad- 
ley, John Bradley, Daniel Bradley, Henry Show, William Griftin, 
Robert McDowell, usq.. Adnni Specrn, James Speci-s. William Hatfield, 
Thomas Brown, Thomas Moxlcy, Hiram Miller, Matthias Fry, John 
Wallace, John Hardin. William Hardin, John (i. Burnworth, Henry 
Sampej', Henry Clay Rush, Alex. McDowell. Henjumin Miller, Jeffer- 




DANIEL STEENROD. 



THE OLD PIKE. 321 

fton Miller, John Worthington, E. W. Clement, John Snider, Hiram 
Mitchell, John Mitchell, William Endyley, Daniel Augustine, John M. 
Oliver, and many others, some of whose names appear in the accounts 
of the old Commissioners in the Appendix to this volume. 

The average result of a stone breaker in a single day was ei^ht 
perches, and the price paid was twelve and a half cents per perch. 
Tradition has it that Robert S. McDowell, still living in Dunbar, Fay- 
ette county, Penns3'lvania, was the speediest stone breaker on the 
road. He is the eldest son of'' Gate Bob," elsewhere mentioned. In 
the year 1848, when Colonel Hopkins was commissioner, Robert S. 
McDowell broke in one day sixteen perches and two feet. This was 
done on a bet, and in a contest with Capt. Elias Gilmore. A string 
of stones one rod in length made two perches, under the guage in 
use, and McDowell's string measured eight rods and two feet. Cap- 
tain Gilmore, who was one of the most vigorous men on the road, 
gavcL up the contest about the middle of- the afternoon, and yielded 
the palm to McDowell. Peter Kelley, who lived at Searights, Avas one 
of the best and speediest stone breakers on the road. His occupation, 
for many years, vVas breaking stone on the pike, and near the close 
of his life he became an actor in a traged}^ which lost him his liberty, 
as well as his former good name. He was not a vicious man, but on 
occasions would indulge in immoderate drinking. On one of these 
occasions he killed William Thornton, father of the Hon. J. Russell 
Thornton, member of the Legislature of Pennsylvania for the county 
of Fayette. Kelley and Thornton were returning from Brownsville 
after nightfall, and quarrelled. When near the old Brubaker tavern, 
Thornton was struck by Kelley, and killed. Kelley was tried, con- 
victed and sent to the penitentiary for a long term, and never there- 
after returned to the familiar scenes of the old pike. Alexander 
Campbell, of Somerfield, w^as one of the fastest stone breakers on the 
road, and Robert Hogsett, the well known millionaire of Fayette 
county, Pennsylvania, broke stones on the road when a boy. 

In the early work on the road, there was a requirement that stone 
for the lower stratum or bed should be broken so that the pieces would 
pass through a seven -inch ring, and for the upper stratum, which was 
six inches in thickness, would pass through a three-inch ring. Old 
contractors provided rings of these dimensions, respectively, and en- 
forced a strict compliance with the- regulation mentioned. Subse- 
quentl}' the rings fell into disuse, and were ultimately abandoned, but 
the stones spread over the surface of the road were always broken to 
small pieces.^ The hammer of the stone breaker was a very simple 
contrivance. It was of iron, round as an apple, weighing probably 
one pound, with a hole through the center for the insertion of a han- 
dle. The handle was of hickory wood, slender in the middle, with a 
thick end for the grasp of the hand. There was also a larger ham- 
mer, with a longer and stouter handle, used for breaking stones thrown 
into holes. In using this hammer the breaker stood on his feet, and 
in using the smaller one, sat on the stone pile, moving his position as 



322 TKR OLD PEKE. 

tiiM work advaiicftl. ]ii hot wi'iitliiT the hIoiio bivakw, in many hi- 
HtanccM, used a i-eady-mailo, movable bower, to ward ofl'thc scoi-ohiiif!; 
rays of the mm. About the year 1848, fitimu peivon whoso name is 
forgotten, HU|i)K>!4ing liiitiMelt' endowed with inventive genius, eon- 
tttrui'ted a muchiue tbr broiiking Mtonen. It wus operated by home 
j)owci-, proved a taihii-c. and was laid attido to i-ot on the minimit of 
Laurel Hill. 

The following table showing the heights of mountains and hills 
on the road is eopifd fmin the sketch by Mr. Veeeb, lucompanying 
iho map of Fayette eounty, Pennsylvania, before mentioned. It will 
bo Mcen that il differs Romewliat from the moasuremcntof thcC'omniiH- 
moneiit who ran the original lines of the road, but it will be reniem- 
Iwi'cd that their me:t8uroment wax IVom u point in the I'otoniae, nour 
(..'umborlaud, whereas the table bolow gives heights iibovo the Atlnntii- 
and above Cumberland. This table also gives heights of hills, west of 
Uniontown.nnd the heights furnished by thcold <!omrtiissioners,are of 
mountains and hills ttetwccn Ouml>erliind and Uniontown. As to the 
iiecnraey of, and authority for, this table, the author of this volume is 
not informed, but it seems to have been sanctioned and adopted by 
Mr. Veeeh, whowe reputation as a loeal histonan is unimpeaehubie. 

TiLF. TABLK. 

Ab.ive lUe Ailaulic, Above CuiDberland. 

Camberlanil, 537 feet 

Wills Mountain IO<W " 4ittt 

Kroetbarg. t7!t2 " 12.55 

Bi^Saviige Mountain 2.5«0 " 2043 

Little Havage Mountain 24W " 194;i 

Bed Hill 24.'i7 " 1!»00 

Meadow Mountain 2550 " 20i:i 

Little OroseinpiK 2000 " 14(i3 

Negro Mountain 2S25 " 228S 

Keyaer'H Kidee 284:i '■ 230<1 

Windintt Ridge 25:i4 " llKt? 

Smitlittelii 140,5 " 8Gfi 

Barrenllill INM " 1813 

Woodcock Hill 2.500 " ima 

LaurelHill 2412 " 1875 

Monroe 10li5 " 528 

t'niontown Court House ^ !t52 " 415 

Collev'aHill 1274 " 737 

Ilrownsvillc «:!:( " iiWi 

Kreppa' Knob 1040 " 50:i 

BeallavillG 1010 " 473 

Hillsboro 1770 " 12:« 

Klig Nog Hill I.i:i2 " 995 

Washington 14011 ■' Sfi'J 

West Alexander 1702 " 1255 

Wheelinji Hill K.50 " 3!:! 

Wheeliup City. 74M '■ 21 1 



CHAPTER XLIV. 



TuH) Aotetl Ofd Tarern Keepers — Thouiaa End^ley and William S/iecttt — The 
Latter the Drieer of tlie First Mail Coach Out from Cumberland — A Wed- 
ding Party Snrprisedy and a Marriage Prevented — William M. F. Magraw^ a 
well known Man of the Road. 

A prominent and widely known man of the road was Thomas 
Endsley. He was born near Kiehmond, Virginia, in 1787. He was 
the only child of parents who came from Switzerland and settled in 
Virginia at an early day. His mother was of an old family of Gil- 
berts, who were Quakers, well known and much respected in their 
day and generation. His wife was Mary McCloy, to whom he was 
wedded in the year 1805. The offspring of his marriage consisted of 
eight children, five sons and three daughters. The sons were John, 
Thomas, James, William and Andrew Jackson. The three last named 
are still living, James and William in Somerfield,and Andrew Jackson 
in Somerset. The daughters were Mary Ann, who became the w'lie 
of Redding Bunting, the noted old pike boy heretofore mentioned; 
Nancy, w^ho \vas the wife of J. Squire Hagan, another old pike boy; 
and Julia, who in 1842, married P. R. Sides, and is now living with a 
son in New Mexico. Her husband died in Missouri in 1877, or there- 
about. Mrs. Hagan died in Uniontown in 1849, and Mrs. Bunting 
died in the same place about five yeai*s ago. Nancy Endsley and 
Squire Hagan were married in 1834. Mrs. Endsley ,.wife of Thomas, 
the subject of this sketch, died in the stone tavern at Somerfield in 
1832, and her husband died in the same house in 1852. 

Thomas Endsley was an old wagoner before the Cumberland 
Road was constructed. In the years 1812, 1813, 1814, 1815, 1816, 
1817 and 1818, he hauled goods and merchandise from Baltimore to 
Nashville, Tennesse, to points in Ohio and to Brownsville, Pennsyl- 
vania. He owned two six-horse teams, one of which he drove himself, 
and placed the other in charge of a hired driver. In spring and faH 
he w^as frequently compelled to remain with his teams at the old 
Smith tavern, near the present town of Somerfield, for several days 
awaiting the subsidence of freshets in the Yonghiogheny river, so 
that he could ford that stream, there being no other means of crossing 
at that time. The road was frequently in such condition by reason 
of mud, deep cuts, and other obstacles, that a whole day's progress 
did not cover a greater distance than three or four miles. To pass 
through Jockey Hollow it was often found necessary to attach twelve 
horses to one wagon. 

(823) 



324 THE OLD PIKE. 

Ill t!io year 1819 Thomas Eiidsloy moved from Vii-giniato Frost- 
liiirg, Murylniid, and at that place eommeiiced a career of tavorn 
l(cc|iiiig, which terminated only with his death. Ko leased' the ukl 
Ki-ost House In Froslburg, and conducted it for three years. In 1822 
liu went to tho Tomlinson House, a prominent old landmark twcnty- 
oiio miles west of Cumberland. He occupied the Tomlinson Hoiihc 
for two years, and while there enjoyed tho pitronage of one of the 
stage lines. In December, WS6, ho bought the old Smith farm at 
Somcrfield, lying on both sides of the road. On this farm was erected 
the large stone tavern house, at the eastern end of the big stone 
bridge which spans the Youghiogheny river. For this property he 
paid $8,000 cash down, which shows the enhanced value of the prop- 
erty at that day by reason of contiguity with the National Road. 
He took possession of this pri)}>crty on the fii-st day of April, 1824. 
The laud was poor, the fences were dilapidated, and the general out- 
look unpromising. But Mr. Eudsley was a man of gi-eat energy and 
good judgment, and going to work with determination, soon changed 
the aspect of things, and had flowers blooming and grass and grain 
gi-owing, where before the eye had rested on nothing but briars, 
weeds and rocks, with here and there a scant appearance of sickly 
■oats and buckwheat. It is said that he was the tirst man who ever 
attempted to raise corn and wheat in the neighborhood of Someriield, 
and old set tlera Jeered him for trying it. It was not long under his 
judicious management until his farm yielded thirty-five and forty 
bushels of wheat to the aci-e, and ero]>s of corn equal to the best of 
Ihe adjoining county of Fayette. This farm continues in the posses- 
sion of the descendants of Thomas Endsley, The northern portion 
of it is owned and occupied by the heirs of Thomas Endslcy, jr., de- 
ceased, except the stone tavern, which with tho sonthern portion of 
the farm, is owned and occupied by William Endsley. 

While assiduous in bringing up bis farm, Thomas Endslcy was 
by no means neglectful of his tavern. He was always attentive and 
courteous to guests. His table was spreud with well cooked victuals, 
and his rooms were clean and neat, so that altogether his house was 
one of the most inviting on the whole line of the road. Tho Stock- 
ton line of eoachos stopped at the Endsley House during its entire 
career on tho road, with the exception of a short time, when it was 
withdrawn by reason of a temporary estrangement between Mr. 
Stockton and Mr. Endsley. Stockton was of a fiery temper, while 
Mr. Endsley was not slack in resenting a supposed wrong, and at one 
time in going over their accounts they disagreed, and each gave utter- 
ance to expressions not taught in the Sunday schools. As a result. 
Mr. Stockton removed his slock from Kiidslcy's tavern and passed 
and repassed the house (hereafter for awhile without casting a glauce 
of recognition toward it. It was not long, however, until Mr. Ends- 
lev was surprised to see Mr. Stockton enter his honse, extend his 
hand, and hear him say: " This foolishness has lasted long enough ; 
my coaches must slop at this house." ''When?" calmly queried 



THE OLD PIRB. ' 326 

Mr. Endsley. ''To-morrow," said Mr. Stockton, and the old terms 
of friendship between them were restored, and continued as long as 
Mr. Stockton lived. As stated in another chapter Mr. Endsley was 
a slave owner, and frequently aided in the capture and return of 
fugitives. Two of his slaves, Peter and Phebe Butler, after acquir- 
ing their freedom, settled in Brow^nsville, and died there. The}' were 
\vell known by the old people of Brownsville, and held in high esteem. 
Thomas Endsley, in 1834— '35, in connection with James Black, of 
Somerfield, had contracts for taking up the original road bed on 
Winding Eidge and Negro Mountain, and proved himself as efficient 
in this line as in every other line of business he engaged in. He was 
imposing in personal appearance, well up to six feet in height, and 
weighed about two hundred pounds. He was an habitual reader, and 
a subscriber for the Cumberland Civilian and the National Intelligencer^ 
from the time he lived in Frostburg to the date of his death. He 
carefully and studiously read the long and prosy editorials of the 
Intelligencer, as well as the speeches it published of Henry Clay, 
Daniel Webster, John C. Calhoun, Thomas H. Benton, and other 
noted statesmen of that era. 

In 1828 a military company called '-The Addison Blues," was 
organized, drawing its members from Somerfield, Petersburg and the 
surrounding neighborhood, of w^hich Thomas Endsley was elected 
captain, and ever thereafter known and hailed as Captain Endsley, 
At all the old battalion parades in Somerset, Bedford and Union- 
town the "Addison Blues ' bore off the palm for soldierly bearing, 
and especially for the stalwart size of its rank and file, all of whom 
were hardy mountaineers, and known and honored as '• frosty sons 
of thunder." 

William Sheets was a prominent character of the road, more 
widely known as a tavern keeper, than in any other relation. He 
was a remarkabe man in many respects, and in none more than re- 
lates to his extreme longevity. He was born February 2d, 1798, near 
Martinsburg, Berkeley county, Virginia, and died May 4th, 1892, in 
Jeiferson county, Iowa. He was a wagoner before the Cumberland 
Iload was made, and hauled goods from Baltimore to points west, over 
the old Braddock road. He also had some experience as a stage 
driver. His first venture as a tavern keeper was at or near the Little 
Crossings, where he remained but a short time, and did not do a pay- 
ing business. Leaving the Little Crossings, he w^ent to Negro Moun- 
tain and took a house there. His first experience at Negi'o Mountain 
was attended by only limited success, and he abandoned tavern keej)- 
ing and moved to a small house on Jennings' run, about two miles 
west of XJniontown, and near the old Moxley tavern, then kept by 
William Cox. In that vicinity he engaged in various pursuits, mostly 
of a precarious nature, with a downward tendency, accelerated by 
too much indulgence in drinking. This was between the years 1835 
and 1840, and probably a little earlier. He seemed to realize that 
his fortune was on the wane, and resolved to retrieve himself. He 

16 



32t> THE IILD PIKE. 

iiccoiHiiiigly, by come iiiuiiii:* not accertaitmlili;, sucuivl a m^vr Iwiso 
oil the Negi-o MutDitain limine wlik-li lie liad left, and returned tu il. 
liogiiiiiitig life anew, iis it were, lie quit diinkiiig hikI devwted liiiiisell 
eiiei'fj;etii'ally to buhiiienij. It was not long until lie estalilislied a ifiii)d 
reputation ami Hid a larfie and prolitalile business. JliM lioii.se was a 
favorite stopping plaee for hop; drovers, and in tlie latter part of iii^t 
eareer on Nej^i-o Mountain, tlie number of bari-eU of eorn he bou^iilit 
and wild would ewmt up to hundreds of thounaiuU. Tlie weary and 
Iiungi-y hof; drover (piy jK'lter tlie pike bojn termed him), ss he Inidned 
ahni^ llie road in anow and Hlush, nr^ing forward the lagging, grunt- 
ing porkers, apparently reluctant to move on 'to the sure sluughtor 
awaiting them, wOuld ery out at iiitervalw, and in despairiii>j toneM: 
■'Suboy, suboy, forty eeiits a day and no diiiiiei'i liow far is it to 
Sheets'? " For nmny years William Sheets fed tlie hungry hogs, and 
their no less hungry ownei-s and drivers, and while his profiu weiv 
small, his business was mo large that hisacimnulatioiis in a few years 
aggregated a sum whieh made him a eoniforlahle fortune. William (1. 
Heck, the old stage driver living in Fairfield. Iowa, before referred to. 
avers that William Sheets drove the tii-st mail eoaeli out from Cumber- 
land that ever passed over tlie National Road west of that plaee. Thi-s 
was ill the vearl818, and on Kinkead's line of coaehes. Kinkead was 
an unele of William C. Seek, anil a member of the obi bridge building 
firm of Kinkead, Beck & Evans, and an owner of the first stage line ou 
the road, as before slated. The wife of William Sheets was SarahWig- 
gins, a sister of Iwaae Wiggins, late of South Union township, Fayclie 
county, Pennsylvania, deceased, and an aunt of James H. Wiggins, a 
prosperous and well known farmer of that township. She was an at- 
tractive girl, and had many suitors. One of her h)vei-8 was a man by 
the name of Bradley, an employe of Jvinkeail. befoi'e mentioned. She 
gave her hand to Bradley, and consented to become his wife, and 
went so far as lo appear upon the floor with Bradley to have the knot 
tied by the Rev, William Hrownfiebl. The relatives and friends of 
Miss Sarah were stoutly opjiosed lo her alliance with Bnidley. and a 
moment before the old ami ivimwiicd Baptist parson began the ceiv- 
moiiv of marriage. Col. (.'iithhiTt Wiggins, an unele of the would-be- 
bride, and father of Ha^n^s^ll Wiirgins.ihe old fox huntei-of the mouii- 
laius, appeared oil the scene and carried Jliss Sarah from the floor, 
thus abruptly tcrmijiating the pending nuptials, to the great astonish- 
ment of those ill attendance, and causing much comment an<i town 
gossip. This unusual incident hupjicned in a house on Morgaiitowii 
street, in Uniontown, about the year 1821. Xo subsequent ettbrt was 
made by the parties most interested. t<i consummate the forbidden 
marriage, and the fair Sarah, in a ^lLort lime thereafter, forgetting her 
aflcetion for Bradley, became the wile of William Sheets. The'afler 
career of Bradley is unknown. He seems (o have passed from the 
memory of men without making a sign. In the year 1S55 'William 
Sheets took final leave of Negro Mountain and ihe scenes of the Na- 
tioual Road, and moved to JcflTei'soii county, Iowa, where he made his 



THE OLD PIKE. 327 

Ia.st settleiiieut, and died at the date above given. At his death ho 
was the possessor of a hirge estate, chiefly in kinds, which descends 
to his two surviving sons, Isaac and Joseph, and to the heirs of de- 
ceased sons and a deceased daughter. He had six sons and one daugli- 
ter. Bazil Sheets, one of his sons, was an old wagoner, well remem- 
bered by the old citizens along the line of the road. 

One of the smartt'st, best known and most picturesque men of 
the road forty years ago was William M. F. Mauuaw. He was prob- 
ably little known west of Brownsville, as his business was for the most 
part on the line east of that point. He was a native of Maryland, and 
belonged to an old and influential family of that State. His brother, 
Harry, practiced law for several years in Pittsburg, and served a term 
as State Treasurer of Pennsylvania from 185G to 1859. The Magraws 
were intimate friends of James Buchanan, and Harrv was a leader 
ill the movements that led up to the nomination and election of that 
old time statesman to the Presidency. W. M. F. Ma^raw became 
idcntitied with the National Poad as uuiny others did, through a 
matrimonial alliance. His wife was a daughter of Jacob Sides, who 
owned the Tomlinson tavern. His first business engagement in the 
vicinity of Unit)ntown was with F. H. Oliphant, the old iron master 
of Fairchance. Soon after engaging with Mr. Oliphant that gentle- 
man put on a line of teams and wagons hereinbefore mentioned, to 
haul freights between Brownsville and Cumberland, and Magriiw was 
])laced in charge of the line as its general road agent. This put him 
in communication with the people along the road, and established him 
in the raidvs of the pike boys, lie was a large, tine looking man, al- 
ways well dressed, attracting attention wherever he appeared, and 
makiui*: friends h\ reason ot his ai^reeable mannei's. He was not 
fleshy, but broad shouldered, tall and erect, of ruddy com])lexion, 
light hair, and habitually wore gold rimmed s])ectacles on account of 
some defect of vision. He was generous almost to a fault, and lavish 
in his personal expenditures. He spent much of his time in Union- 
town, nuiking his headquarters with his friend Joshua Marsh, of the 
National House. His habits of living were different from the major- 
ity of the old pike boys, es))ecially in the matter of eating, and he 
enjoyed a good supper at midnight, better than any other hour. 
He brought in game of all kinds from the mountain and had it served 
in savory style at the National House. He kept a carriage, and often 
had it ordered out as early as three and four o'clock in the afternoon, 
to tco to the mountain, but lingered about the town, chatting with 
friends, until nightfall. He seemed to delight in driving over the 
mountain in the night. Jjeaving Uniontowu about the dusk of the 
evening, he would reach the Tondinson tavern about daybreak the 
next morning. He called up the old tavei'n keei)ers along the road, 
all of whom knew him. chatted a while with them, took a mint julip, 
or something stitfer, and pushed on, and this was his habit as long as 
he remained on the road. He was a southern sympathizer during 
the war, and participated as a Confederate partisan, in -some of the 



328 THE OLD PIKE. ' 

ii'1-ogular akirinitihuH in MihhouH, in the incipient ntugue of thu lun^ 
Btruggie. Notwithstanding his southern Bentimenta, he was well 
liked by his northern acquaintances, and had many warm friends 
among Iheni, There was no hitterneBs in his hearl. He was clever 
and courteous to all. He had no stauncher friend than Redding 
Bunting, the good old stage driver, who wne a pronounced Union 
man. Sometime near the close of the war, Magraw appeared in 
Harrisburg. Upon being questioned as to the object of his mission, 
he said he had come to sec the Governor on behalf of the appoint- 
ment of his old friend, Red Bunting, to the office of Commissioner 
of the Cumberland Road. He knew the Governor (Curtin) personally. 
In fact, ho knew nearly all the public men of his time. He called 
on the Governor, and was cordially received. " What brought you 
here," queried the Governor. " I came," said Magraw, " to solicit the 
appointment of Kedding Butting as Commissioner of the Cumberland 
Road." "How does it come," further queried the Governor, " that all 
you copperheads are for Bunting?" "Oh!" said Magraw, "Bunting 
is a good man, the right man for the place, and a good Republican," 
"Well," said the Governor, "I guess I'll appoint him," and he did. 
Mr. Bunting was not aware that Magraw intended to go to Harris- 
burg in his behalf, which shows the dis]WBition of the man. During 
the adminiBtrution of President Pierce, Magraw had a contract Ibr 
carrying the mails from the Missouri boundary to western points be- 
yond the plainB. He suffered much loss by reason of Indian invasions, 
and preferred a claim to Congress for a large sum of money to reim- 
burse him. While his bill was undergoing consideration by the com- 
mittee, he appeai*ed before it and emptied upon the floor a number of 
bags of mules ears, as evidence of his losses. His bill was passed. 
Magraw died suddenlj-, in Baltimore, a number of years ago, much 
lamented. His wife is also dead. He had a daughter. Miss Sallic, 
well remembered by the older citizens of Uniontown, who is living 
in Kansas City, a widow, in affluent circumstances. 



CHAPTER XLV. 



Dumb Ike — Reminiscences of UniojUoum — Isaac Jvhison — Sqidre Ilagan — A Mu- 
sician Astride of a Hog — Anecdote of Judges Black and WiUiams — Morgan 
Miller f an Old Tavern Keeper — Philip Krishbaum, an Old Stone Cutter — 
Crazy Billy — Highway Robbery — Slaves Struggling for Liberty — William 
Willey, an old Friend of the Slaves — lhmu;cessful Attempts at Suicide by an old 
Postmaster and an old Drover — Tom Marsfially of Kentucky ^ appears on the Road 
and amuses the boys. 

The National Road had its variety, as all the ways of life have, 
and this variety added spice to it, and gave it much if not all of its 
flavor. There were high types, and low types, and queer types of 
life on the road. Every section of the road had its noted character. 
There was Marion Smith (Logan), who made his headquarters, for 
the most part, at Searights, but a familiar figure all along the line be- 
tween Uniontown and Brownsville. He stood ever ready to fetch 
the gear pole and insert it between the spokes of the hind wheels of 
the big wagon, the moment it was driven upon the yard at the old 
tavern in the evening, to rest for the night. He was likewise prompt 
in carrying the hay and grain to feed the big six hoi'ses that stood with 
their heads to the long, strong trough supported b}'' the wagon tongue, 
and when this little job was done, his compensation was replete, and 
his topmost ambition realized in the big drink he took with the driver 
at the bar. And Logan was further noted as an imitator of the roos- 
ter, and gave many a long, loud crow over Democratic victories in 
the olden time. Bill Hickman will be readily recalled by the reader 
who is familiar with the history and traditions of the road, as an 
eccentric character. He gravitated between Chalk Hill and Jockey 
Hollow, and Billy Brubaker afforded amusement for the men of the 
road near Brownsville. It would scarcely be doing justice to the 
nomenclature of the old road, without writing this name '' Bluebaker." 
There were many others of this class, but time and space will not 
permit a reference to them, and besides, this sketch is devoted espe- 
ciall}^ to "Dumb Ike." His name was Isaac Griffin, or Toner, and he 
belonged to the queer type in the above enumeration. He was not 
in fact dumb, but everybody called him '* Dumb Ike." He was opaque 
and bright by turns. Dr. Hugh Campbell once asked him why they 
called him dumb, and he said *'he didn't know, unless because they 
were dumb themselves." - 

Isaac was born and reared in Springhill township, Fayette 
county, Pennsylvania. The sound of the glories of the old pike 

(329) 



330 



THE OLD PIKE. 



ivndicii liis Oiii-s iit hia ru)'al home, and lio rc.'*i>lv('»i In ciist his lol 
upon it. It was jirovioiis to the yt'iir 1H4II that he mndi" his iip- 
|ieiiniiiw ill Uiiioiitiiwn, mid for tln' fii'sl time lieheld the National 
Koad. When he whook the dust of S|tmi^hill from hb H?ct, it was 
with a hiyh i-esolvo to never engine in hard lahoi", a reNoluliun he 
never thereafter hi-olte. His aniliition wax to beeomo a stafje driver 
and i( was irrepressilile. He readied his goal. He ohlained emploj-. 
meiit as a drivt-r on one of the Hta^e iinex aixl approved hiniHcll' a 
Nil! f;iven to absohite Mieadinesa of Iniliil, his employment 



jTood 

place 



■driv. 



s held i 



■cident o 



He* 



etlie 

'Ollld 






of li 



e cxpi-ei 
wni;on, drawiiif^ thi^ rei; 
lion of a pi-ond and ha])py 
Honse on Mori^anlown si 
kept hv (he kind-hearted (i 
the 



•eiilri 



ays 



J)o[iald. a promii 
and ainonj; those in tl 
whom MoDonnld was ■ 
MeDonalil invited luaai- 

ivhieh he proi 



I eraek (lie whip e<|na] I<j tiic hesi of di'ivers. and 
is (earn. He not only drove slajr,. l,„( was a driver 
and pei-ehed on the hi{;h front seal of an exptv.-*s 
er four stout liorses, was the personifit-a- 
lan. A liltle inc-ident In tlic- itld National 
et, when that popniar old hostelry was 
d ijentle .loshna Mai'sh.goes to illustrate 
It was in the bar room. Samnel Me- 
of the town, had occasion lo call there. 
)m at the lime was 'Dnmblke." with 
iiciiiiainted, ac was every other citizen. 
ke a drink, a pro|>')Rition quite agrccalile 
jilud. Standing at the, bar v'" 



flhws in liand, well tilled, Isaac lell it a -iuty lo conijiliment his 
taincr, and said: '■ McDonald, I respect yon," and liesilntiiifr, contin- 
ued, "and probably I am the only man" ill town that does," Isaac 
inteniled to be eiinipliinenlarv, and MeDonahl knowing this, joined in 
the lon.l lainrhlor of the bystander.s over IsaacH bull. 

Dui'ins the prevalence of Asiatic cholera in Uiiiontown in 1850, 
some one was speakinj; to Isaac in reference lo Ihe fatality of the 
e])ideniic. and was much aslonnded to bear I«iac say it was not chol- 
era. ''What then is it?" ([iiericd the other party! -It is death." 
retorted Isaac, When Isaac wislie<l to express indi-jnation against a 
person he thought was piiltiiig on airs, he called him "The Groat 
Nates. " itnd of conceited persons he said they wciv "great in their 
own eiaima^hin/i." The writer has In his possession a bootjack made 
and given to him by 'Diimli Ike" in 1852. It is a elunisy specimen 
of mechanism, bnt prized on aeeount of the maker and donor. 
Isaac's pnlriolism was aceeleraled by a drink, and often under its in- 
fluence ho eselainied with emphasis of voice aiid violent gesticulation 
of his right arm, •■ I am going to the Histrict of Columbia to see the 
(iodde-ss of Liberty." When the war against the Sonth assumed the 
shajie of open and active hoslililies, ■■ Dnmb Ike" volunteered as a 
soldier, and proudly marched to the front under the flag of the stars 
and stripes. He was assigned to duty in the Iriinsportation service. 
for which his experience eminently filled him, and he died in the 
faithful discharge of duty, and was buried where he died, near the 



THE OLD PIKE. 331 

capitol of the Republic beiieatli thcsluulow of the Goddess of Liberty, 
at whose shrine he was a devoted worshipper. At his death a small 
sum of money was on dei)()sit to his credit in the old bank of Fayette 
county, which was absorbed by claims for nursing and other services 
in his last illness. He left neither widow or heirs to survive him. 
His administrator was Nathaniel Bi'ownfield, his old friend of the 
Swan tavern in Uniontown, where he made his headquarters for 
many years, and where he was living when he enlisted as a soldier. 
There were worse men and better men than ''Dumb Ike,"' but no one 
who knew him will begrudge a good, kind word for his memory. 

Isaac Johnson, a former well known and respected citizen, who 
died at his residence near Uniontown a number of years since, had 
occasion to visit the East in the year 1833, and on his return home 
walked the entire distance from lialtimore over the National Koad. 
His mission carried him as far east as New Castle, J)elawai*e, and from 
that j)oint to Frenchtown he rode on the first passenger cars propelled 
by steam in the United States. He was a native of Greene county, 
Pennsylvania, and the father of David D.Johnson, of Fayette Springs, 
who was Commissioner of the road during the administration of 
Governor Beaver. 

Squire Hagan, who died in Uniontown a few years ago, much 
lamented, father of Miss Maggie, the popular clerk in the Uniontown 
postoflfice, was a " Green Mountain Boy,'' born in Vermont, near Mont- 
pelier, the capital of that State. The fame of the old National Eoad 
was carried on the wings of the wind to the snow-capped hills of his 
native land, and he 3'earned for a share of its glories. His first appear- 
ance on the road was at Somerfield, where, in the year 1834, he owned 
and conducted a general store. The leading trait in the character of 
Squire Hagan was amiabilit}^, and the trend of his mind was toward 
ydiilosophy. He was widely known along the line of the road, and 
highly respected. 

William Hunsucker was a hog drover from Greene county, Penn- 
sylvania, and the boys called him "Suboy Bill." Upon being asked 
who owned the hogs he was driving, and where they came from, he 
replied in words that jingled thus: 

"Mr. Lindsev is the owner, 
They calfme Suboy Bill, 
The hog8 came out from Greene county, 
Near the village of Blacksville." 

It is said that Joe Williams, a wit, musician, comedian, lawyei*. 
and in his ri])er years Chief Justice of the Territorial Court of Iowa, 
once straddled a big black hog in a drove, and rode it through the 
main street of Uniontown, ])laying a clarionet. Judge Williams was 
born in Somerset county, Pennsylvania, and was a brother of Mrs. 
William Murphy, who lives near Uniontown. Hon. Jeremiah S. 
Black, of naticmal fame, and Joe Williams were cronies in their bov- 
hood (lavs. Williams visited New York after he became Chief Jus- 



332 THE OLD PIKE. 

tico. and it happened that Judge Black was in that city at the saiiii> 
time. A inorninfi paper stated that Judge Black was a guest at the 
Astor House, and this fatUiig under the eye of Williams, he proceeded 
hastily to the hotel to see hit) old friend. Ho walked into his room, 
to discover that ho was out, and seeing writing tnatcriaKm the table. 
indited the following linos, which he left in the room tbr Judge Blacks 
perusal, on his return: 

"The salutations of the Chief Justice of Iowa, to the Chief Jus- 
tice of Pennsylvania: 

" Oh, Jerrj', dear Jerry, I have found you nt last ! 
IIow memory, bunlened with scenes of the post, 
Kestores me to riomerset'e mountains of snoff. 
When you were but Jerry, and 1 was but Joe." 

Morgan Miller kept a tavern on Morgnntown street, Uniontown. 
as early as 1830, and probably beiore that time, llis house was a 
dinjy frame structure, painted red, which time and storm made a ■ 
dciid red. The location was on the hill near the old Baptist church. 
in tliat day called "Prospect Hill." At this old tavern many persons 
of the neighborhood were accustomed to spend their evenings in 
drinking and gossipping. Among its patrons were Philip Krishbauni, 
a stone cntter,and Ahram Brown, a farmer. Krishbaum had some apti- 
tude in making rhymes, a talent he found useful in his business of chis- 
eling tomb-stones. Afterspending an houror two, one evening, in allor- 
iiatc drinking and gossipping with his friend Brown, he ro.se fi-om bis 
chair and remarked that ho must take a drink and go. as he had to 
finish some lettering on a tomb-stone. "Stiiy awhile." said Bn>wn, 
"and write an epitaph for my tomb-slonc.aud I will treat." ■Agreed."' 
said Krishbaum, who. taking up a pen, wi-ote this: 



Brown paid for the drinks. Seeing that Krishbaum had made a 
of the Brown epitaph, Miller, the landlord, requested him to 
He one for his tomb-stone, which he did, as follows; 



The well known character brought to mind by the name of 
" Crazy Billy," was al no time in his strange life engaged in any pur- 
suit connected with the National Iload, but his long stay at Union- 
town, covering a poriotl of fifty years and moi-c, entitles him to a 
place in this history. He was well known to many of the stage driv- 
ers, wngoiiei's and tavei'n keepers of the i-oad, and to every man. 




CRAZY BILLY. 



THE OLD PIKE. 333 

woman and child in Uniontown. His name was William Stanford, 
and he was born in England. It was evident that he had been well 
bred, and had received some education. He was often heard quoting 
from the liturgy of the Church of England. He was brought to 
Uniontown about the year !b829, and ^'losely confined in the county 
jail. His first appearance in Fayette county was in Springhill town- 
ship, whither he wandered without any apparent object, and no one 
knew whence he came. On a certain day of the year above men- 
tioned, he was discovered alone in the house of one Crow, in the said 
township of Springhill. The Crow family had all been absent dur- 
ing the day, and upon their return in the evening were surprised to 
find an occupant within, and the doors and windows securely fas- 
tened. After reconnoitering the premises the family discovered that 
it was the manifest intention of the strange intruder to "hold the 
fort " In this state of the case Mr. Crow proceeded to a neighbor- 
ing justice of the peace, made complaint, and obtained a warrant, 
which was placed in the hands of the township constable, who with 
the aid of the local posse comitatus hastily summoned, entered the 
beleagured dwelling, arrested the intruder, took him to Uniontown, 
and lodged him in the county jail, in and around which he re- 
mained from that time until the date of his death, which occurred 
on the 26th day of January, 1883. Soon after his incarceration one 
John UpdergrafF was committed to the jail for disorderly conduct 
on the streets, and after the keys had been turned, "Billy" fell upon 
the new prisoner, and killed him outright. He was indicted and 
tried for murder, but acquitted on the plea of insanit}', and remanded 
to jail. Henceforth, and to the time hereafter mentioned, he was 
heavily ironed and chained fast to the jail floor. William Snyder 
was elected sheriff in 1847, and a few months after his induction to 
the oftice, his wife, who was a good and discerning woman, observed 
some redeeming qualities hi the nature of the chained lunatic, and 
concluded that it would be wise and safe, as well as humane, to re- 
move his fetters. Accordingly with the aid of her son James, who 
was a sort of general deputy about the jail and office, she released 
"Billy" from the chains which had so long bound and chafed him, 
and permitted him to walk about his dingy cell, untramelled. Gradu- 
ally he gained the confidence of the sheriff's family and after a sea- 
son was permitted to enter the official mansion, and move about at 
pleasure. He showed an inclination to care for the sheriff's horses, 
and was permitted to feed and clean them, exhibiting much skill in 
this line. About this time, James Snyder having occasion to visit 
Monroe, told "Billy" that he might go with him if he chose. Pleased 
with the opportunity, "Billy" placed saddles and bridles on two 
horses, mounted one himself, and Snyder the other, and off they sped 
to Monroe. It was an agreeable trij) to "Billy"; the first time in 
many years, that he had enjoyed the privilege of seeing the country 
an<l snuffing the pure air of liberty. After this, he rode out fre- 
quently with the deputy to various parts of the county; but his 
15a 



334 TlIK OI.l> PIKE. 

mind was never fully rcstoivd. lie wan imohcicnt, and given to un- 
intelligible mutlorin^. As time wure on, the people of the town bo- 
eame familiar with ■' Crazy Billj-," iiiid an before Stated everybody 
knew him. He turned leltern, and jierforined eiTauds for the county 
officers, for many years, and up to the dale of bis last illnet^s. and hie 
fidelity wan proverbial. Nothing could divert him fi-om the iaithful 
cxceution oi any little mission he undertook. In addition to his 
condtunt miitterini^it before alluded Lo, he was a habitual scribbler. 
He entered any of the offiees in the eourt house at pleasure, and in- 
variably sat down and began to Hcribble. Ho wrote a fairly good 
hand, but lliei-e wan no intelligence in his writing, or rather no con- 
nected tbouglit. One i)f his favorite lines was this: -I am a bold 
boy in his |>rinie." He would write this an often as a dozen times a 
day. Another of his favorite HcrccUs was this: 

" He drew liin Bworcl and pistol, 
Anil made tlieui for to rattle, 
And the ladv held the hoiw, 
While the soldier fonght the battle." 

The garb in which ■' Hilly" from day to day appeared, was oi 
the shabby order, and he pai<l little heed asa rule to personal cleanli- 
ness. His ablutions were jK>nodical, but when be did indulge in 
them, they weiv thoTOWfrh. Ue had a habit ofi-nhbing his head wiih 
both hands, niul would sit engaped in this exei-cise as long as an hour 
at a time, with gi-eat energy. Ho never would submit to an inter- 
view. He talked mueh, but always on the run. Ifapproiicht^^l by any- 
one with a purpose of conversing with him, he invariably walked <)fl' 
mullcring in loud tones as be moved away. He woi-c a full heard. 
which in his latler years was quite gray. He had a small foot an<1 
band. Hnd many marks of intellectuality. After bis death hid body 
lay in state in the court bouse at Uniontowji, and was viewed by 
thounands. He was buried in Oak Grove Cemetery, near Uniontown, 
with the rites of the Episcu))al Chui-ch, under dii-cetion of the late 
lamented llev. 11. S. Smith. A section of one of Ihe stone columns of 
the old Unionton-n court hou»e is made to servo as a monument over 
his grave. Maj, Jesse B, Gai-diier of Unionlown, who attended 
" Billy " in his lust illnerw, gives the following pathetic narration of his 
closing hours. Until the last ebb. he continued to utter the soiitn-ous 
and uuinlelligiblc mutterings si> laniiliar to those who knew him, but 
in the tiinil throe, be turned his eyes upon his attendant and ex- 
claimed ; "Oh, (jardner, if I could only sl* my mother I" This was 
not a lucid interval, in the ordinary meaning of that phrase, but an 
expiring thought, a final flash of affection, a wondei-ful testimonial 
to the sweetest of all names, and a most forcible and striking illiistru- 
(ion of the ineffaceable impression made by a mother's care and love, 
and all the more, since at no time before, during his long sojourn at 
ITniontown, was he ever known to have mentioned his mother, or his 
father. A poor, unfortunate lunatic, separated for more than a half 



THE OLD PIKE. 335 

century from the parental roof, a stranger in a strange land, tossed 
by the billows of a hard fate, and lying down to die, light flashes 
upon his long distempered mind, and his last and only thought is 

'' MOTHER." 

The year 1823 developed one of the most extraordinary examples 
of grand larceny that ever occurred on the road, and excited the peo- 
ple all along the line from Baltimore to the farthest point west. Dur- 
ing the early spring of the year mentioned a merchant whose name 
was Abraham Boring, doing business in an Ohio town, took passage 
in a coach of one of the regular stage lines for Baltimore to purchase 
a stock of fresh goods. At Tomlinson's tavern, west of Cumberland, 
John Keagy and David Crider, merchants, of Salisbury, Somerset 
county, Pennsylvania, took seats in the same coach that was conveying 
Boring, destined also for Baltimore, on a like mission. It required 
considerable time to reach Baltimore, and passengers in a stage coach 
became acquainted, one with another. The three merchants not only 
became personally acquainted with each other, during their long stage 
ride, but formed strong friendly relations. Reaching Baltimore the}' 
stopped together at the same hotel and talked over their business, the 
quality and quantity of goods required by each, forming the leading 
topic of their conversation. They went out among the wholesale 
stores of the city and bought the goods they desired, the stock pur- 
chased by Mr. Boring being much larger; finer and more varied than 
the stock bought by the Somerset county merchants. Upon com- 
pleting his purchases, Mr. Boring's first thought was to have his 
goods safely shipped upon the best terms obtainable. Messrs. Keagy 
and Crider kindly tendered their services to aid him in engaging a 
trusty wagoner to haul his goods to Ohio, and introduced one Edward 
Tissue as the right man for that purpose. Tissue was engaged, but 
one wagon bed would not hold all the goods, and Tissue brought in 
and introduced another waj^oner bv the name of Edward Mitchell, 
who was engaged to haul the remnant that could not be handled by 
Tissue. Mr. Boring having arranged for the transportation of his 
goods, said good-bye to.his friends Keagy and Crider, and left for his 
home in Ohio. His goods not arriving when due, he supposed some 
accident had caused a delay, and that they would be forthcoming as 
soon as practicable. But days and weeks passed and Mr. Boring 
began to feel uneasy about the long delay, and wrote the consignors 
in Baltimore for an explanation. They replied that the goods had 
been carefully loaded in the wagons of Tissue and Mitchell, accord- 
ing to the agreement, and they knew nothing of their destiny beyond 
that. Boring then took to the road to find his goods. He went first 
to Baltimore and learned that Tissue and Mitchell had left the city 
with the goods in their wagons, and proceeded westward. He traced 
them as far as Hagerstown, and at that ]K)int lost his clue. He pro- 
ceeded to Cumberland without tidings of his lost goods. From Cumber- 
land he went on, making inquiry at every tavern and toll gate, until 
he reached Somerfield, but heard nothing of Tissue or his companion, 



336 THE OLD PIKB. 

Milcheil. He put up for the night at » tavern in Somerfield, and 
while at supper dieeoverwl an important clue. The waiting maid at 
the table wore a tortoise ehell comb, resembling very much those in 
a package he had bought in Baltimore. In polite and delicate terms 
ho inquired of the girl where she obtained so handsome a comb. She 
replied, "In a store at Salisbury." In an instant Mr. Boring recalled 
his fellow merchants and recent fellow travelers, Messrs. Keagy 
and Crider, of Salisbury, but concluding that they had purchased 
the same quality of combs in Baltimore, went to bed. with s 
purpose of continuing his researches along the National Road. 
During the night he changed his purpose, and in the morning 
returned to Tomlinson's tavern, and thence directly to Salisburj-. 
Jteaching Salisbury he entered a stare, and to his amazement saw 
ujion the counters and shelves various articles, which he recog- 
nized as belonging to his stock. Investigation disclosed a remarkable 
example of criminal conduct. Keagy, Crider, Tissue and Mitchell 
entered into a conspiracy to steal Boring's goods. The acquaintance 
formed in the stage coach constituted the initial point of the scheme, 
and Keagy and Crider found ready confederates in Tissue and Milch- 
ell. There was of course to be a division of the spoils, but in what 
proportion never was made public. The wagoners to avoid identifi- 
cation changed the color of their wagon beds, and upon reaching 
Hagei-stown diverged from the National Road and took the country 
by-ways. The goods were placed at first in a large barn in the vicin- 
ity of Salisbury, and thence carried in small lots to the store of Keagy 
& Co. A portion of the goods consisting of fine china ware, thought 
to be too expensive for the Salisbury trade, was broken up and buried 
under ground. There was a third owner of the Salisbuiy store by 
the name of Marklcy, who did not accompany his partners on their 
tout- to raise stock. Boring, afler thoroughly satisf^'ing himself that 
he had found his goods, proceeded to Somerset and swore out a war- 
rant against the parties accused. The warrant was placed for execu- 
tion in the bunds of Pbilson, the sherifT of Somerset county. 

Keagy was first arrested and promptly gave bail for trial, but goaded 
by the weight of his offense, soon thereafVer committed suicide. 
Tissue fled the jurisdiction and was never apprehended, Crider also 
fled and located in some of the wilds of that early day in the State 
of Ohio, where he married and raised a family, and, it is said, has 
living descendants to this day. Markley essayed to flee, but made a 
failure of it. tiivlng out the impression that he had followed in the 
wake of Tissue and Crider, he concealed himself in the woods not far 
from Salisbury, and was supplied with food by a devoted wife. One 
Sloan, however, happened to fall upon his hiding place and he was 
arrested. Marklcy owed Sloan a sum of money and proposed to set- 
tle if Sloan would release him from custody. To this Sloan assented, 
Marklcy had no ready money, but owned property and proffered his 
note, which Sloan agreed to accept. But no means were at hand to 
prepare a note. After canvassing the situation for a while a pen was 



THE OLD PIKE. , 337 

made from a stick of wood, ink obtained from stump water, and Sloan 
producing a scrap of paper, a note was prepared and duly signed by 
Markley for the sum he owed vSloan, and the money subsequently 
paid by Markley's wife. Sloan promised Markley that he would not 
make known his hiding place, but it leaked out and he was arrested 
by the sheriff. He requested permission of the sheriff to go to his 
house to change his clothes, which was granted him, and taking ad- 
vantage of the sheriff's indulgence, fled to parts unknown. His wife 
rejoined him in after years at some point in the West. 

Mention was hereinbefore made of the tragical death of Atwell 
Holland, killed by a fugitive slave on the 4th of July, 1845, at an old 
tavern in the mountain. In this connection it is proper to state, that 
fugitive slaves were frequently captured on the National Road, and 
returned to their masters. Capt. Thomas Endsley, an old tavern 
keeper, mentioned elsewhere, once had a terrible conflict with three 
powerful fugitive slaves, at his barn near Somerfleld. Without assis- 
ance and against most determined resistance, he succeeded in captur- 
ing two of them and returning them to their owner or master. The 
third escaped and became a free man. Capt. Endsley was himself a 
slave owner as before stated. He owned and used slaves when ho 
lived at Frostburg, and also during his incumbency as landlord at the 
old Tomlinson tavern, and brought eight with him when he located 
at Somerfleld in 1824. Like all other old slave owners, he thought 
there was no wrong in owning slaves, and considered it a conscien- 
tious duty to aid in capturing and returning fugitives. His sons, 
however, probably from witnessing the struggles of the slaves to gain 
their freedom against the efforts of their father, all grew up to be 
abolitionists, and abide in the anti-slavery faith to this day. 

One of the most untiring and devoted friends of escaping slaves, 
was William Willey of Somerfleld. He was a shoemaker without 
means, yet it is said that he secreted, fed and otherwise aided more 
fugitive slaves than any other man on the National Road. He is 
known to have harbored as many as eight and ten in a single night, 
in his lowly tenement. He was a native of Baltimore, and reared a 
Democrat. Those of his friends who survive him regard him as a 
philanthropist, worthy of a granite monument. The wife of William 
E. Beall, the well known manaj^er of the Uniontown steel mill, a 
most excellent lady, is a daughter of William Willey, the old friend 
of the escaping slaves. 

In the year 1829 the postoffice at Somerfleld was in the brick 
house, on the south side of the street, known as the Irvin house. 
John Blocher was postmaster. The old line of coaches, carrying the 
mail, stopped at the Endsley House. It was customary for the driver 
after reaching the tavern to carry the way mail pouch on his shoulders 
to the postoffice. One evening Charley Kemp drove the mail coach 
in from the west, and upon going to the office with the mail, found 
the door locked, and was unable, after repeated efforts, to gain admit- 
tance. Going around to a window, he looked through the glass into 



338 THE OLD PIKE, 

the office, and was horrified by seeing Blocher, the postmaeter, lying 
on the floor, weltering in blood, and forcing his way into the room 
discovered that his throat was cut. Dr. Frey was anmnioned, and 
applied agencies first to arrewt the flow of blood, and then sewed up 
the gash, and to the surprise of all, the man recovered and lived for 
many years thereafter. 

In 1834 John Waters, a cattle drover of Ohio, fell sick at Fra- 
zer's tavern, in Somei'fleld, and languished for many weeks. His 
mind becoming affected by reason of his Bcvei-e bodily suftering, be 
rose fi-om his bed one evening when alone, opened his pockelbook 
and (ore into small fragments a number of good bank notes of the 
aggregate value of $800. He then deliberately out his throat. When 
discovered he was lying on his back on the floor, and small pieces of 
bank notes were seen floating In blood all around his body. Dr. 
Frey was summoned on this occasion also, and under bis M-eatment 
the much dejected old drover was restored, and afterward took many 
droves of cattle over the road to Baltimore. The fragments of notes 
were gathered up, carefully cleaned, dried and fitted together with 
mucilage, so that the loss of money was inconsiderable. 

Some time during the year 1840 or '41 a i-ather tall and cadav- 
erous looking individual, presenting the appearance of a man on a 
protracted spree, was observed coming down the hill into Somerfield 
from the east, walking and leading a beautiful bay horse, ef|uipped 
with u handsome saddle and bridle. The ([uaint looking and quaint 
moving stranger halted lo converse with a cluster of boys', who weiv 
sitting on the pavement in front of Endsloy's tavern, near the stone 
bridge at the Big Crossings. He told the boys so many amusing 
stories, that they reckoned him to l>e the clown ol a coming cirous. 
That man was Tom Marshall, one of the brightest of Kentuckj's 
many bright sons, a brilliant lawyer, orator and statesman, who car- 
ried off the palm in every intellectual combat he ever engago<l in 
save onu, and that was when he locked horns with Hcnrj- Clay. The 
horse led by Marshal] was a favorite asimal which he kept and used 
in Washington, while attending the sittings of Congi-ess. He fre- 
quently passe<l over the road in the manner described, and often 
tan-iod sevcnil days and nights in Uniontown. Many of the surviv- 
ing pike boys remember Marshall with distinctness. 



CHAPTER XLVI. 



The Atresty Trials Conviction and Sentence of Dr. John F. Braddee^ the Notorious 
Mail Robber — George Plitt makes tlie Infonnation — BiU Corman turn:* on his 
Chief — Braddee gives Bail — His Bondsmen — Strayer and Purnell — The 
Witnesses — The Indictment — Tfie Jury — Tlie Verdict — Th^i Defendant Dies 
in tlie Penitentiary. 

There is no doubt that Dr. John F. Bniddee was the most 
notorious individual that ever lived in Uniontown. The exact date 
of his advent to that place seems to be unascertainable, but it was 
more than fifty years ago. The culmination of his remarkable career 
occurred in 1841. Of his early life but little is accurately known. 
It is certain that he came to Uniontown from Virginia. Tradition 
has it that he was born in Kentucky. The story goes that when 
quite a youth he engaged himself as a stable boy, in the service of a 
gentleman who dealt in horses in the town of Paris, State of Ken- 
tucky. His employer was accustomed to drive horses to the ea,stern 
market for sale, and on one of these occasions young Braddee was 
taken along as an assistant. The horses were driven over what was 
called the "North Western Pike of Virginia." At some point on this 
old road Braddee fell sick and was left behind. After his recovery he 
made his way to Uniontown, stopping for a while in, or about Mor- 
gantown. Notwithstanding his robust appearance, which will be 
remembered by his old acquaintances, it is said that when a boy he was 
delicate and inclined to consumption. This is the story, whether true 
or not is immaterial in view of his subsequent history. When he 
reached Uniontown, he was not known to be the owner of a single 
dollar, that he might call his own. Without education or professional 
training, he announced himself a physician, and commenced the 
practice of medicine. His success was remarkable. He had a com- 
manding personal appearance, a good address, and by these means 
alone impressed himself upon the confidence of the common mind. 
He gathered around himself a large circle of friends and admirers, 
some of doubtful, but not a few of unquestioned reputation. His 
fame as a doctor extended far and wide, patients flocked to consult 
him from all points. Many came hundreds of miles. Fitly horses 
have been seen hitched around his office at one time. 

He possessed and cultivated a fondness for fast horses, probably 
the result of his early education in the stable at Paris, Kentucky. 
He always kept a number of race horses in training for the turf, and 

(839) 



I 



340 THE OLD PIKE. 

often matched them ngninst others on the race c-oiirse. In this Hno 
his suecesa was varyinfi, somctinicH he won and as often iost, but losses 
(lid not diminish his love for tlie race course. The-nccuniiilatiojis 
received from his large practice of meiliciiie, and his winnings on the 
race course did not satisfy his greed for gain, and he conceived and 
carried into execution an extraonlinary scheme for increasing hir< 
gains. It was nothing less than a carefully organized plan to rob 
the United States mail. His success as a physician had enabled him 
to acquire proi)erty, and he had not been living in Uniontown long 
until he possessed himself of one of the most handsome and valuable 
proiwrtiesin the place, viz: the pi-operty known ns the "Old National 
House,'' on Morgantown street. lie bought this property from Hon. 
Thomas trwin, who attcrwnnis sat att one of his Judges in the famous 
trial to be hereafler mentioned. When Braddee bought this property, 
it contained only a singlo building, the throe story bnck on the 
southern side of the lot. He added the wing to the north, and here 
he established his hcadquarlers, currying on his business, professional 
and unprofessional, with a high hand. His office was convenient, in 
fact immediately adjoining Stockton's stage yard and conch factory. 
Into this stage yanl, coaches wei-e driven every day. Stockton had 
the contract for carrying the mails. The old pike was in full blast 
then, and as many as thirty coaches were driven along it both ways 
ev*;ry day. Among the coaches carrying the great and lesser mails, 
one William ('orman was a driver, and Bi-addeo cultivated his 
acquaintance and secui-ed his confidence. He assui-ed him that money 
t«uld be made easily by rifling the mail bags, and promised Corman 
that if he would hand him the liags, he would "go through them " 
and divide pi*oti(s wilh him. Corman consented. It was of courae 
soon discovered that thu mails were lampei-ed with, and United States 
detectives were set upon the ti-acks of the offenders. They wei-c not 
long in ascertaining the guilty parties. Corman was aiTesled and 
Uild the whole story. Bnuldw- had other accomplices, vizr P. Slills 
Slraycr, and Dr. Wm. Purnell. Htrayer was a saddler, who carried 
on a shop in I'liiontown, and died only a few years ago. Purnell 
was a sort of body servant of IJraddce, and for many yeai-s after 
Braddee's ilcath peddled Bi-addcc's medicine through Fayette and 
adjoining c<ntiities. Bi-addee was arrested on information made by 
Wm. Corman. and his aiTest caused more excitement than any event 
that ever transpired in Uniontown. 

TliK INFOHM.\Tli'N, 

Priui-'^i/lnii.l'i. F'lytt.' Count;/. -«,■ 

George Flitt. agent of (he P, <>. Oepiirlment, being duty sworn, 
savsthal llie Unitctl Stales mail Irom Wheeling, Virginia,' lo New 
y<>i-k, traveling on the National ll..!id. has been stolen, to-wit : Tho 
mails nmde np at Wheeling on tlie 13lh. Ifllh, 23d and 20th of No- 
vetnlier, ISHI. and on the 5lh, 12th and 18th of December. 1840, and 



THE OLD PIKE. 341 

that he has reason to suspect and does suspect and believe that Wni. 
Cornian,who on those days drove the mail stage containing said mail 
from Washington to Union town, Pennsylvania, is guilty, with others 
of stealing said mails. 

GEO. PLITT, Agt. P.O. Dept. 

Sworn and subscribed this 6th day of January, A. D. 1841, 
before me. 

N. EWING, 

Brest. JudgQ Wth Judicial District, Pennsylvania. 

Same day warrant issued, directed to the Sheriff of Washington 
county, and to all other Sheriffs and Constables within the Fourteenth 
Judicial District. 

George Plitt, agent of the P. O. Department, being duly sworn, 
says that the United States Mails* from Wheeling, Virginia, to New 
York, traveling on the National Iload, has been stolen, to-wit: The 
nuxils made up at Wheeling on the 13th, 19th, 23d and 29th of No- 
vember, 1840, and on the 5th, 12th, and 18th of December, 1840, 
and that he has reason to suspect, and does suspect and believe that 
John F. Braddee, William Purncll, and Peter Mills Strayer, with 
others, are guilty of stealing the mails. 

GEO. PLITT, Agt. P.O. Dept. 

Sworn and subscribed this 7th day of January, A. I). 1841, 
before 

N. EWING, 

Prest. Judge 14/A Judicial District^ Pennsylvania. 

Same day w^arrant issued to George Meason, Esq., Sheriff of 
Fayette county, and to all constables. 

The United States of America vs. John F. Braddee, William PurnelU etal. 

William Gorman, being duly sworn, says that more than one 
year ago John F. Braddee repeatedly urged him to let him, the said 
Braddee, have some of the mail bags fi*om the mail coach, and that 
he would divide the money taken from them with said Gorman. 
Said Braddee said he had frequently known such things done, and 
that lots of money had thus been made, and it had never been de- 
tected. While said Gorman was driving tlie mail coach between 
Smithfield and Uniontown last w'inter, the said Braddee sent Peter 
Mills Strayer frequently in a sleigh after him to get a mail bag con- 
taining a mail — that at length lie, said Strayer, took one from the 
coach, which w^as then on runners, while he, the said Gorman, was 
watering at Snyder's, east of the Laurel Hill. That Braddee after- 
wards told him that there Avas nothing in it. 

That ho knows of no other mail being taken until within about 
two months past, wiien he, the said Gorman, was driving between 



342 THE OLD PIKE. 

I'liiontDwri and WuHhinyton, and when at Ihe instance and after ro- 
l>oated and urgent reqiiosls of said Braddee he commenced leaving a 
mail pouch or hag in tlie stape coach, when the coaches wei-c chanjjed 
at Uniontown, and continued to do so at iiitervaU of (i^ay) a week, 
ton days or two weeks, until within a week or ton daje before Christ- 
mas. That the said mail haps were taken from Ihe coach hy i^nid 
Braddce or some one under hiw direction. Thai Bniddee after the 
taking of said mails would sometimes say there was nothing in tlieni, 
and again thai olhei-s had but little money in them. One he said 
had hut fifteen dollars. The last hut i)ne gotten, as hefoi-o stated, lie 
said had a lai'ge amount of money in it, hut he was going to keep it 
secretly — bury it until the fuss was over. Tliat wiid Bnidilee said he 
had a seci-et place out of doors wbeiv he could hide the mail bags so 
that ihey could not he limnd. That saiii Braddee from time to tinu'" 
gave him three dollars or iivc dollai-s as he asked for it, and once (en 
dollars; and loaned him fody ftollai-s when his (forman's) wife 
was going away. That William Piirneli sevenil times after a mail 
hag had been taken, would take him, said Oorman. aside and whi.sper 
to him Ihat the bag had nothing in it. That on the ilay before yes- 
tenlay ho was several times at said Braddee's house and Braddee 
wished him to leave a mail bag in the coach for him when he, said 
Gorman, should i-olurn from Washington last night. That said Bniddee 
very often wished him to leave a mail bag when he did not. That 
he, Braddee, requested him to leave the large mail hag in Ihe coach 
for bim, but he never did do it. 

WILLIAM rOKMAX. 

Sworn and snbwnbed this 8th day of January, A. D. 1841. he- 
fore me " N. E\vrX<J, ■ 

Pr/s. Jmlije nf Ihi- Uth Jiid. DIM.. P.i. 

Dr. Howard Kennetly also made a preliminary afti.iavit. ivbiih 
is given in a piwioiis chapter. 

WAKKANT OF AllKEST. 

T/.I- J'nih-d StaU-x of Anuri-'i to (leon/e 3fe'i.wn. Esq.. Hi-jh Sl.er-ff of 
Fiiyefti: County, Pa., and to fill ConMahlt-s of mid County: 
Whereas, John F, Bntddee, William Purnell and Peter Mills 
Strayer have been charged before me, the President Judge of the 
Fourteenth Judicial District in the said State, on the oath of ("Jeorge 
Plitt, an agent of Ihe Post Office Department, with stealing the Tniled 
States mails from Wheeling to Xew York, these are ihei-eforc to 
command you. and eaih of vou, to take the said John F. Biiiddee, 
William Purnell and Peter Mills Slrayer, and bring them befoix- mo. 
or some other Magistrate having jurisdiction, to be dealt with accord- 
ing to law. 



THE OLD PIKE. 343 

Witness the hand and seal of the said N. Ewing, President Judpco 
as aforesaid, at Uniontown, the 7th day of January, A. D. 1841. 

K EWING, [seal.] 

Pres. Judge of the \Ath Jiid. JJist., Pa. 

Pennsylvania, Fayette County, ss: 

The examination of Dr. John F. Braddee, of the. borough of 
Uniontown, Fayette county, Pa., ^aken before me, N. Ewing, Presi- 
dent Judge of the Fourteenth Judicial District of Pennsylvania, the 
8th day of January, A. D. 1841. 

The said John F. Braddee being brought before me by virtue of 
a warrant issued by me, on suspicion of stealing the United States 
Mails from Wheeling, Ya., to New York, made up at Wheeling on 
the 13th, 19th, 23d and 29th days of November, 1840; and on the 
5th, 12th and 18th days of December, 1840, says: I know nothing 
about the alleged stealing of the mails. 

his 
JOHN F. X BBADDFR, 
mark. 
Taken and subscribed before me, 

N. EWING, 

January 8, 1841. Pres. Judge \Ath Jud. Dist.of Pa. 

Pennsylvania, Fayette County, ss: 

The examination of Peter Mills Strayer, of the borough of ITnion- 
town, Fayette county. Pa., taken before me, N. Ewing, President 
Judge of the Fourteenth Judicial District of Pennsylvania, on the 8th 
day of January, A. D. 1841. 

The said Peter Mills Strayer being brought before me by virtue 
of a warrant issued by me, on suspicion of stealing the United States 
Mails from Wheeling, Ya., to New York, made up at Wheeling on 
the 13th, 19th, 23d and 29th days of November, and on the 5th, 12th, 
and 18th days of December, 1840, says: I know nothing about the 
mail bags or the stealing of the mails. 

P. M. STRAYER. 

Taken and subscribed before me. 

N. EWING, 

January 8. 1841 . Pres. Judge Uth Dist. of Pa. 

The United States of Ameriea, Fayette County, Pennsylvania, ss: 

The United States of America vs. John F. Braddee, January 8, 
1841, ordered that John F. Braddee enter into securit}' himself in . 
fifty thousand dollars, and two sufficient sureties in $25,000 each. 
Prisoner remanded until Monday, the 11th instant, at 10 o'clock A. M., 
to afford time to procure bail. 



3-14 THE OLD PIKE. 

The flame vn. Peter Mills Strayer, Januarj' 8th, 1841, ordered 
that Peter Mills Strayer enter into security himself in (15,000. and 
two siiflieient sureties in 87,500 each. Prisoner remanded until Mon- 
day, the 11th instant, at 10 o'clock, to afford time to procure bail. 

The same vs. William Piirnell. January 8th, 1841. Ordered 
that William Purnell enter into security himself in «10,000, and two 
Mufficiont sureties in 8,5,00(1 each. Prisoner remanded as above, etc. 

January 11, 1841. Moiidaj', 10 o'clock, a.m. Prisoners ordered 
before the Ju<l<rc. Prisoners say they are not provided with bail and 
aHk further time, until say three o'clock p. m. Three o'clock, p. m., 
no bail being oftered the defendants are committed to the custody of 
the Marshal of the Weslern District of Peniiflylvania. 

N, EWING. 
Prf". JiiiUje. 14/ft JmiI. T)ist..Pn. 

MITTIMUS. 
The. VhiM Sinter of Aiitm'i-n. Fnyetfe Couiily, PennsylVanin, ss.- 

Tho United States of America to the Marshal of the Wostcrn 
District of Pennsylvania, (ireellnK: Whereas, John F. Braddee, 
of the l>orou;i;h of Unionlown, in the County aforesaid, hath been 
hrouyht before the lion. Nathaniel Ewing, President Judge of the 
Fourteenth Judicial District of Pennsylvania, by virtue of the war- 
rant of the Hon. Nathaniel Ewini:!, President Judge as aforesaid, 
charged upon the solemn oath of Geort^e PlUt, agent of the General 
Post Office de|>iirtmcnt, with stealing the United States mails made 
up at Wheeling, Virginia, for New York, on the 13th, 19th, 23d and 
29th days of November, 1840 — and on the 5th, 12th and 18tb days 
of December, 1840. 

These are therefore to command you the said Marshall to receive 
the said Johii F. Braddee, and keep him in safe custody until he be 
delivei-ed by due coni-sc of law. Hereof fail not. 

Witness the Hon. Nathaniel Ewing, President Judge as afiii-e- 
suiil. tit Uniontown, the eleventh day of January, Anno Domini 1841. 
N. EWING, 
Pre.;. Judge of the MthJiid. J}ist., Pa. 

The United States of Anierie.a vx. John F. Braddee, William Pimiell, 
Peter Alills Strayer and William Cornian, charged on oath of sev- 
eral robberies of the U. S. Mail. 

George Meason tent In $1,000; William Crawford tent in $1,000; 
William Ki-ecman tent in $l,0O[t; James McCune tent in $1,000. 

On this condition, that the said George Meason, William Craw- 
ford, William Freeman and James McCune shall be and appear at the 
next Cii-cuit Court of the United States, to bo held for the W^estern 
District of Pennsylvania on the third Monday of May nest, and give 
testimony in of the said United Hiates against the said John F. 



THE OLD PIKE. 345 

Braddee, William Purnell, Peter Mills Strayer and William Cornian, 
and. not depart the court without leave, otherwise the recognizance 
to be in full force and virtue. 



GEO. MEASON, 
WM. CEAWFOKD, 
JAS. McCUNE, 



SEAL. 
SEAL. 

'seal.] 



WM. FREEMAN. [seal.] 

Taken and acknowledged this 13th day of Januar}^ A. D. 1841. 
Coram, T. IRWIN, 

Dist. Judge of the U. S., Western Dist. of Fa. 

U. S. COMMITMENT. 

United States of Anieriea, Wester7i District of Pennsylvania, ss: 

The United States of America to the Marshal of the Western 
District of Pennsylvania and his deputies, to any constable of the 
County of Allegheny, and to the jailer of said County of Allegheny, 
Greeting : 

Whereas, John F. Braddee, William Purnell and Peter Mills 
Strayer are now brought before me, the Hon. Thomas Irwin, Esquire, 
Judge of the District Court of the United States for the Western 
District of Pennsylvania, charged on the oath of George Plitt, Wil- 
liam Corman and others, with stealing the United States mail made up 
atWheelingonthe 13th, 19th, 23d and 29th daysofNovember,A.D.1840, 
and on the 5th, 12th and 1 8th days of December. 1 840. These are there- 
fore to command you, the said marshal, constable or jailer, or either 
of you, to convey the said John F. Braddee, William Purnell and 
Peter Mills Strayer to the said jailer of Allegheny county, and you, 
the said jailer, are hereby commanded to receive and keep safely the 
said John F. Braddee, William Purnell and Peter Mills Strayer in 
your jail until they thence be discharged by due course of law. For 
so doing this shall be your warrant. 

In testimony whereof the said Hon. Thomas Irwin, Esq., has 
hereunto set his hand and seal, this 13th day of January, A. I). 1841. 

(Signed) TH. IRWIN, [seal.] 

District Judge, U. S. 

Pittsburg, Penna., 25th of Jan'y, 1841. 

Howard Kennedy, special agent of the Post Office Department, 
in addition to the testimony given by him before His Honor Judge 
Ewing, in the case of the United States against Braddee, Purnell, 
Strayer and Corman, relative to the probable loss of money, dralts, 
&c., in the stolen mails, further deposes, that since that time he has 
received reports from various persons and places in the West of let- 
ters mailed at dates which would have by due course of mail been in 
the bags stolen, containing bank notes, scrip, certificates, drafts and 
checks, amounting to one hundred and two thousand dollars and 



346 THE OLD PIKE. 

u|iwurdH ; lliat uvoiy mail bi'in^ liim additiuiiul i-epoi-ts of \osnc». ami 
that he bulievoB the iiniountn i-e]K)i-tod will not coiistitulu inoi-c tliaii 
one-halt' of what hau been iost in the mailH between the 16lh oi'Xov.. 
and the 18th of J)ee., 1840, on the roule from Wheeling to New York! 
HOWARD KENNKDY, 

Spcciiil A'jent P. 0. Dept. 

Sworn and mibsci-ibcd before me tiie 25lh Januury, lft41. 
T, IRWIN. 

Di.-strirt .luihji-- 

I'CTITIUNS FOR HARKIW CURITS. 

To the Hon. Thomag Inriii. Juihji: of the Unitnl ,S7(i/.\v 0»iii -f the 

Western District of Peiiiixi/lranio : 

The |>etitioii of William Pni-noll rotspectfully rt'iiresonts Ihat ymir 
(ictilioncr in now eontined in tlie j»il of Allejfliony county, in <)f>edi- 
eijce to a warrant of commitment, u true copy of whieh ts pretixed to 
thJH (letition. Your petitioner humbly pi'ays your Honor to award 
a /«!/«((« corpus, that he may be l>ailod by sufficient Hurelies, aci-oiiiing 
lo the first article and ninth seelion of the ConHlitution of the United 
SliiteH, Janiiary 29, 18UI. 

WILLIAM PURXKLL. 

To thi- Jfoit. Thomas Iriciii, Jutlijc of the Court of (he United St>itr» 

for the Western District of Peiiji^yli-aniu : 

The petition of Do<tor John F. Braddec respectfully repivsenls 
that your ])etitioncr is now confined in the jail of Allegheny county, 
in ol)edicneo to a warrant of commitment, a true copy of whieh iw 
pi-cflxed to this petition. 

Your petitioner humbly prays your Honor toawai-d a hnfieii" 
corpus, that he may be bailed by sufficient sureties, according to (be 
lir»t article and ninth section of the Constitution of the United States. 

The United Slates iv*. John F. Braddee. 

JOHN !■'. X BRADDEK. 
murk. 

Petition for haln'tis ivrpus granted, and issued January 2S. 1841. 
Thetmiiiers,\Vm.Punioll,((/(.MWilli!imPurnell,.lainnuyl'9, 1841. 

(.'iiiteil Sliites i's. Bratldee. 

Lot a holiras corpus issue in thin case accoi-ding lo the praj'er of 
the petitioner, returnable iorthwith. 

THOMAS IRWIX. 

E. J. ROBERTS, Esq., Clerl.: District Jwhje. 

January 26, 1841. 



THE OLD PIKE. 847 

(Jnifed States vs. Purnell. 

J^et a habeas corpus issue in this case according to the prayer of 
the petitioner, returnable forthwith. 

THOMAS IRWIN, 
District Jvd(je, Western District of Pennsylvania. 

E. J. KOBEPiTS, Esq., Cl'k D. Court. 

THE WRIT AND JAILER'S RETURN. 

Western Di.^trict of Pennsylvania, ss: 

The President of the United States to the Marshal of said Dis- 
trict, and the jailer of Allegheny county, greeting: 

We command you the body of John F. Braddee in your custody, 
under safe and secure conduct before the Hon. Thomas Irwin, Judge 
of our District Court, at his chambers in the city of Pittsburgh, to- 
gether with the day and cause of his said caption and detention, 
forthwith then and there to be subject to whatsoever our said Judge 
shall consider in that behalf, and have you then there this writ. 

Witness the Hon. Thomas Irwin, Judge of t4ie United States for 
said District, at Pittsburg, the twenty-eighth day of January, A. I). 
eighteen hundred and forty -one. 

E. J. IIOBERTS, CA'//.. 

The body of the above named John F. Braddee I have brought 
before your Honor, together with da}' and cause of his being detained, 
in obedience to the writ. 

So answers Jas. McCune, jailer of Allegheny county. 
To the Hon. Thomas Irwin. 

BOND AND BONDSMEN. 

The V S. vs. John F. Braddee, Application to be admitted to bail. Jan. 
28, 1841. 

The following named persons being sworn, depo.se, That the}' 
are worth severally as follows: Hugh Graham, $20,000; Benjamin 
Brownfield, $18,000; Isaac Hague, $5,000; Henry Smith, $5,000; Jl. 
Laughlin, $4,000; Enumuel Brown, $3,500; B. Brown, $3,000; D. S. 
Diamond, $1,000; Thomas Moxley, $2,000; Michael Franks, $2,000; 
Abraham White, $800; Jacob Humbert, $200; Peter Humbert, 
$1,000; Andrew McClelland, $3,000. Coram, 

T. IRWIX. 

These amounts were taken from the pro])erty lists in tlie Com- 
missioners Oflftcc of Fayette county, Pa. Abraham Brown, $3,400; 
Benjamin Brown, $4,050; Emanuel Brown, $2,925; Benjamin Brown- 
ticld, $6,869 ; Michael Franks, $1,400; Henry Smith, $2;272; Andrew 
McClelland, $1,170; Pi'ter Hnmbert, $1,200; Isaac Hague, $3,170; 
Isaac Brown, $3,552 ; -Hugh Graham, 3,868; Samuel Hatfield, $4,500; 
Thomas Moxley, $2,000; ^David Chipps, $200. Names marked with 



a sliir, aii; already Bwiirily for Hugh Keys, C'ntial Commiottioner, 
with W'm. Searight,f..r«aO,IMHP, and also on tlie bond of Thomiwon 
McKuan, late llinui Com niisHi oner, for a large anioiiiit. 



RUMS UAISEl) BKFOllK THK COMMiri'lNG MAGlSTltATK: 

<iiicre. — Ciiii bail be given on any other Mpeeiesj of properly than 
real estate? 

Qncre, — Are not these perNous iiutcniiiitieil? If bi>, how? AVouhl 
it be policy to reeognize them im witiiecscs on the jmrt of the United 
HtateH? 

tjueii.'. — The order is that two sureties in 825,000 oaeh should be 
furnished — will any other membei's be taken? 

The United Sttilrs vs. John F. linuhU:: 

In the Circnit and Diatriet CourlH of Ibe United Slatew, for Ihv 
Western District of Pennsylvania, charged with the hiixeny of the 
U. a. mnii or niutlM and stealing Ihereii-om. Hugh Graham, Benja- 
min Browiifield, Isaac Hague. Henry Hniith, Robei-t Laughlin, Eman- 
uel Brown, Daniel l>iainoni), Thumiis Moxley, Michael Franks, Abra- 
huin White, Jacob Humbert, Peter Humbert, Andrew McClelland. 
Lewis Williams, James McLean. f>avid ('hi]nis, Jiiines Douglass, John 
Hague, Abniham Brown, Daniel Franks, John MeClelland iind Wil- 
liam Hague acknowledge ibeniselves to be held and firmly bound nnto 
tlio United States in tlie sum of sixty thousand dollai's eueh. lawful 
money of the United Htatea, to be levied of your goiids and chattels. 
huiils and tenements, upon condition that the said John F. Braddce 
be and appear at a session of the Circuit Court of tlic I'nited States to 
be held at the city of Pittsburg the third Monday in May next, to an- 
swer the said charges, and such other matters as shall thou and there 
be prefen-i'd against him, and that he shall not depart the court with- 
out leave. Taken and acknowlodgod. C'lriim. 

T. IRWIN, 

January 28, 1841. District Jiuhjc. 



THK IXIUCTMKXT. 



I. holdei 



In the Circuit Court of the United Slates of America 
and for the Western District of Pennsylvania, at May ; 
the year of oiir Lord one thousand eight hundred and forty -one. 
Wesicrn Lislrict of Pennsylvania, to-ivit: 

The grand inquest of the United Slates of America. ini]nii'ing 
for the Weslcrn District of Pennsylvania, upon their oaths and 
affirmations I'cspectivcly do pivsent and say. That John F. Bi-addec, 
lateof said Western District of Pcnnsvlvania.apractitioner of medicine, 
did on the twenty-fifth day of January, in the year eighteen humlivd 
and forty, at Unioutown, in the said Weslorn District of Pennsylva- 



THE OLD PIKE. 349 

niu, procure, advise and assist Peter Mills Strayer to steal, take and 
carry away the mail of the United States of America, then in pro- 
p^ress of transmission from the postoftice in Washington City, in the 
District of Columbia, to the postoffice at Wheeling, in the Western 
District of Virginia, contrary to the form of the act of Congress of 
the United States, in such case made and provided, and against the 
peace, government and dignity of the United States. 

C. DAERAGH, 

LT. S. Attorney for the Western District of Fennsylvania. 

True bill — James Riddle, Foreman. 

May 24th, 1841. — The Grand Jury came into court and presented 
a l)ill of indictment against Wm. Purnell for stealing a letter from 
the mail and other offenses. Same day John F. Braddee by his bail, 
Hugh Graham, is surrendered into Court and Hugh Graham dis- 
chai-ged from his recognizance. Same day, on the motion of Mr. 
Austin, and affidavit of John M. Austin, filed, habeas corpus ad satis- 
faciendum, issued to the jailor and Sheriff of Fa^^ette county for the 
body of William Collins. United State's vs. John F. Braddee, No. 3 
of May Term, 1841. Stealing from the United States mails. And 
now, to-wit : May 25th, ^ 1841, a jury being called came, to-wit : George 
F^ortune, William Plummer, Samuel Cooper, William Raymond, Ed- 
ward A. Reynolds, Arnold Eichbaum, James Stewart, John Clemens, 
Joseph Alexander, Thomas F. Mitchell, Thomas S. Cunningham and 
Samuel A. Roberts, twelve good and lawful men, duly sworn, sum- 
moned and balloted for, and sworn and affirmed, do say on their oaths 
and affirmations that the defendant is guilty on the first, second and 
fourth counts in the indictment, and not guilty on the third count. 
Verdict given on the 4th d^y of June, 1841. The jury was polled at 
the instance of defendant's counsel. 

EXCEPTIONS. 

The Court referred to the trial of Robinson, which had taken 
place at the present term, and in which some of the jurors now em- 
pan neled had rendered a verdict of guilty. It was not pretended 
that this trial had the remotest connection with the mail robbery at 
Unionlown, or that the case of Robinson involved any principle of 
evidence, or consideration as to the credibility of witnesses, analogous 
to the case under consideration ; yet the Court asked the jury to re- 
flect how it would look, out of doors, afler the conviction of a poor 
friendless boy like Robinson, to acquit such a prisoner as was then 
on trial ; that it might countenance the reproach which had been 
cast upon the law of permitting big fish to escape while little ones 
were caught, and that the Court would be deeply mortified at such 
an appearance. These remarks, which could afford no possible 
grounds for salutary reflection, were calculated to make the jury 

16 



350 TUB OLD PIKE. 

forget their oathx; to lead them away from a conseientiims itnd foav- 
IcBH examination of the testimonj' to ealeiilation^ hjk>ii the probable 
opiniuns of others, founded not ii)H>n oath or upon a full hearing; of 
the testimony. This, too, in a case where it had been made to ap- 
pear that the most infamous attempts were resorted to for the pur- 
pose of inflaming the public mind by falsehoods through the press. 
The jurj- to reflett that if they took a course unpopular at the mo- 
ment, the whole odium must rest upon them, and that their ohuractcrs. 
motives and conduct would be placed in striking contrast with the 
more popular tone of the Court. 

2. That the Court whilst forbearing altogether to notice, or 
noticing very slightly, the considerations which look all weight from 
the testimonyof Gorman and Strayor (witnesses for the pi-osecution), 
tuld the jury it would bo a farce to pay any attention to the testi- 
mony of Collins and Owens, witnesses for the accum.'d, although the 
latter stood infinitely fairer before the jury, and had no such jxiwcr- 
ful inducements aa Cormau and ISti-ayer to give false testimony. 

3. The otfensc. if any, established against the prisoner, was that 
of taking the mail with the consent of the pei-son having charge 
thereof Yet the Court declined to give the prisoner the benctit of 
this discrimination. 

4. The charge ol the Court that the testimony of Turk, as to 
the non-arrival of the mail at New York, derived from the register, 
was sutfleieut, without the production of the register or any copy 

' thereof, or extract therefrom. 

Unlteil fitates rs. Braddce. Kcasous in arrest of judgment. 

1. The indictment did not pursue the language of the Act of 
Congress, but mingles together words which in the act are intended to 
describe diffei-ent offences. The accused is consequently not apprised 
of the clause under which he Is indicted, and the especial character 
of the offence which he must prepare himself to meet. These crimes 
being statutory, must turn altogether on the language of the Act of 
Congress. Suppose the same count had charged the accused with 
robbing, stealing and taking? 

The indictment does not allege that the mail stolon or taken con- 
tained any valuable thing. 

Overruled. 

THE SENTENCE. 

United States vs. John F, Braddce. Maysessions, 1841. Sentence 
on the first count of the indictment: That yoii, John F. Braddce, be 
imprisoned in the Western Penitentiary of Pennsylvania, at hard 
labor, for and daring the term of ten years, and in all respects bo 
subject to the same discipline and treatment as convicts sentenced by 
the Courts of the State; and that you pay the costs of this prosecu- 
tion, and stand committed until this sentence !« complied with. And 
while 80 confined thci-ein you shall be exclusively under the con- 
straint of the ofScers having charge of said Penitentiary. 



THE OLD PIKE. 351 

DOCKET ENTRIES. 

May 27th, 1841.— Test, for United States: J. 11. Phillips, J. H. 
Dicus, Henry H. Beeson, Frederick Byrer, John Kelfer, Samuel Mc- 
Lean, Peter Mills Strayer, Amos JoUitf, Samuel Co8te]lo,WilliamWag- 
ner. May 28th — Test, for Defendant: John Warner, Thomas Mox- 
ley, Adam George, John Hendricks, Uriah Hoke, Aaron Wyatt, James 
McLean, James Smith, Jacob F. Brant, Robert Carr, Thomas Row- 
land, Abraham White, Isaac Hague, Jacob Eckel, Decatur Wolfe. 
May 29th — Test, for Defendant: John Haney, William Collins, Fran- 
cis Wilkinson, Jesse King, H. Mitchell, David Chipps, Wm. D. Swear- 
ingen, Henry Hally, Margaret Collins, William Purnell, John Imbre, 
John Campbell, John M. Crane, Alfred Core, Seth Holl, John Wood- 
ward, Henry Smith, Matthias C. Baker, James Marinder, Madison 
Mooncy, James Owens. May 31st — Test, for Defendant: Jesse Jones, 
Wm. Hall, T. Shaw, William Ebert, Gideon John, Alexander I. Fow- 
ler, John F. Sangston, Benjamin Brownfield. June 1st — Test, for 
United States ^ Brown Snyder, George Mcason, Robert L. Barry, John 
Keifer, Alfred McClelland, Ellis Baily, Isaac Nixon, William Nixon, 
Samuel Nixon, Geo. Rider, J. T.Williams, Jas. McGayen,Wm. Reddick. 

June 1. Court took a recess for half an hour. Mr. Black (Col. 
S. W.), on behalf of the United States, addressed the Court and jur3^ 
Mr. William Austin, for defence, addressed the Court and jury. Mr. 
Darragh, district attorney, addressed the Court and jury. June 2. 
Mr. Darragh continued and concluded his address. Mr. McCandless, 
for defense, addressed the Court and jury; Court took a recess for 
half an hour. Mr. McCandless continued and concluded his address. 
Mr. Biddle, for the defense, commenced his address to the Court and 
jurv. June 8. Mr. Biddle continued and concluded his address. 
Mr. Loomis, on behalf of the United States, commenced his address 
to the Court and jury. The jury, having been charged by Judge Bald- 
win, retired. Same day rendered a verdict as before mentioned. Mr. 
McCandless moved the Court in aiTcst of judgment and for a new trial. 

June 5. Affidavits as to the ownership of a portion of the money 
in the hands of Messrs. Darragh and Kennedy filed. Mr. Finley for 
Edward H. Brags, moves to take the money out of Court found in 
the mail stolen, and identified by the affidavits tiled. Same gentle- 
man makes the same motion for John J. Young. Both motions re- 
ferred by the Court to Messrs. Darragh and Kennedy as auditors. 
Amos Joll ill' discharged from his recognizance to attend as a witness. 
The following report was made to the Court by Messrs. Darragh and 
Kennedy viz: Pittsburg, June 5, 1841. The undersigned beg leave 
to report that they have paid out on affidavits to individuals claim- 
ing, or their order, the following sums from the money recovered on 
the premises of John F. Braddee: E. H. Pandell, $250; Timothy 
Goodman, 81,060; Silas D. Force, $100; James Sproul, $000; H. S. 
Abbott, $647.10; Sibbett cS^ Jones, $1,127; Haney St. John, $1,455; 
B. S. Williams, $30; G. G. Moore, $170; A. H. Bangs, $934.90; John 
S. Young, $190; Chas. S. Bradford, $300; in all $7,154.60. Wholci 



3S2 THE OLD PIKE. 

amount i-wMivemI, ^1I^;^:I8,G(I, leavint; $3,244 iiiiilislrilmte.l. Report 
of auditors confirmed, and claimunlH who have beon paid am direcloij 
to ffivo recoipw, uiid the bulHiice uiit'lttimod be dcpoMiU'd in the 
Bank of Pittsburg to abide the further order of the Court. 

UnitLKl States PS. William Purncll. Wm. Freeman, .Taniop! 
McCucn, O. T. Moore, H. H. Turk, A. MeOlelbind and Williiim Craw- 
ford oaeh bound in a rec'oj;nizaiu-e of 85IKI to appear at the next term 
of the Cirt-uit Court of the United Stales for the Western District of 
Pennsylvania, on the 3d Mimdaj' of Novenilwr next, to testify in the 
al<ovo ease. J. M. Austin moven the (Jourt to dircft the Marshal to 
pay the witnesses subpu'nued on the part of the defendant in the fa>=e 
of Iho United States Vf. John K. Braddee. Court refused, anil 
onicred that the exjienses of compulsory process be paid to the 
offieers l>y the United States. 

United States cs, William Purncll. Defendant tent in UMO on 
condition that he be and appear at the next term of the Circuit Court 
of the I'niled Slates, to be held in the city of Pittsburg, on the first 
Monday of November, nest. James L. Hugh, Benjamin Watson and 
John Hendricks each tent in S1,0U0 on condition that defendant be 
and ajipear as afoi-esaid, 

June 7. The Court overruled the motion for a new trial in the 
case of the United Slates is. Braddee, and also a motion by John M. 
Austin. es<|., to postpone sentence, and the Court sentenced the de- 
fendant as before mentioned. 

November Iti, 1841. The Ihiited Slates iv. Marganrt C.)llins. 
Stealing fi-oiu the United States mails. Witnesses sworn before the 
grand jury : E. S. Karris, Jolinzc Dicus. A. McClelland, D, H. Phillips, 
William Eberl. John P. Sturgis, Henry 11. Beeson, Abrahain Alexan- 
der and Dr. Howard Kennedy. 

Same m. Same. Charged with receiving a $50(1 Treasury nole, 
stolen from the mail, knowing the same to have been stolen. 

November 17. Recognizaiu-e of William Purncll and hissurelies 
called and forfeited, and the witnesses in this case discharged from 
their recognizances. The grand jury came into Court and presented 
true bills of indiclnient against Margaret Collins. 

November 22. ])efeudaiit pleads not guiltv. Tried and jurv 
could not asi'-'t'. "'"1 "-I'l-^' discharged. Margaret Collins was Bniddee's 
niother-in-lan'. Purnel! and Corinan were pardoned by the President 
before trial. 

Thus ended the givut Bi-adilee trial; an attair that eausi'd motv 
excitement than any local event that ever intere.*ted the people nl' 
Unioutown. The actors are all dead. Judges Baldwin and Irwin, 
who hoard the cause, are bulb deail. All the lawyers who were vmt- 
cerned are dead ; s<mie of the witnesses are slill living. The bonds- 
men aiv all dead. Braddee died in the penilentiarv about ten years 
H/ler hi,s incarceration. Many persons believe that' he did not die in 
the pcnifenliary, but in snwv wwwvwCTwva^wd therefrom, Theiv can 
be no doubt, however, that W «i.\iiOi m vW 's«\\\v<;'Q.\:vi«^ , 



CHAPTER XLVII. 



John Qidncy Adaim rwri^ Uidontowii — He is Welcomed by Dr. Hvgh Campbell — 
The, National Road a Monument of a Pant Age — A Compariaon Between the 
National Road and the Appian Way. 

"We hear uo more of the clanging hoof, 

And the stage coach, rattling by; 
For the steam king rules the traveled world, 
And the old pike's left to die." 

The foregoing lines were written by one who mourned the depart- 
ing glories of the old road. When they were written the steam car 
had taken the place of the four-horse coach, and the writer was giving 
vent to his grief over the change. Steam has since encountered a 
formidable competitor in the shape of electricity, and the time is 
coming when the steam car will follow in the wake of the old stage 
boach. Progress is the inspiring watchword of the hour, and while 
there may be nothing new under the sun, old things are certainly 
presented in a new light, and old agencies applied to new work. 

No sound greets the ear of the pike boy now, like the clink of 
other days. The glory of the old road has departed, but the memory 
of its better days fades not away. The old tavern has gone with all 
the rest. The incidents and anecdotes, accidents and episodes of the 
road have all pissed to the domain of history. 

In the month of May, 1837, John Quincy Adams visited Union- 
town, on his return from Cincinnati, where he had gone to partici- 
pate in the inauguration of the observatory on Mount Adams, near 
that city. Dr. Hugh Campbell was appointed to deliver the address 
of Avelcome to Mr. Adams on his arrival at Uniontown. The follow- 
ing opening sentences are quoted from Dr. Campbell's address: 

'^Venerable Sir: I have the honor of being the organ of this 
community to express for them and myself our hearty welcome of 
you among us. You see here, sir, an assembly of people of every 
political faith, come together spontaneously as one man to express 
their respect and veneration for one who has filled so large and dis- 
tinguished, and I may add, beneficial space in the history and coun- 
cils of this nation. We stand here, sir, upon the Cumberland Koad, 
which lias, to some extent, broken down the great wall of the Appal- 
lachian mountains, which served to form so natural a barrier between 
what might have been two great rival nations. Thi^ y^^^vJl ^v^w^naVv^.^^'^ 
we trust, an indissoluble chain of U\V\ov\, v^owvviQWw^ ^v^vviNVi^ '^^ v>x\vi 



3fi4 



THE OLD PIKE. 



the East and the West. As a people directly iiileronted in this grvai 
national work, we are fflad to have the opportunity of expressing onr 
iU'k now lodgments to yon in person. It is a part of that great sjs- 
U'm which has always it'icived your support, known as the American 
System, the happy influence of which you have recently had the 
pleasure of witnessing in the rapid and extraoi-diharj- development 
of the resources of the West." 

Dr. (.'amphell pniceeded at some length in a well conceived and 
happily oxpi-cssed address, and eonchideil as follows: 

" Again, sir, I bid you welcome to the hospitalities of our town. 
iind may the God of all grace pi-olon^ your existence, and tinaUy re- 
cfivo yoTi to himself." 

Il is noteworlhy, because out of the onlinary line, that two of 
the ablest debatei-s and most popular public speakers of Western 
['cniisylvania. fitly yeai-s ago, were physicians—Dr. F. J. Lenioyne. 
of Washington, and Dr. Hugh Campbell, of Tniontown, the first 
namofl an Abolitionist and the other n Whig. Those who have heard 
them on the slmnpaver that they never hearil better speakers. Tbpy 
were both highly ednented, maslers of logic, forceful in delivery, and 
ill the modern phrase, "clean cut" in all their utterances. 

in the lalesl map of Fayette county, Pennsylvania, there is a 
sketch of the National Road, written by the late Hon. JamesYeeeh. 
in wliich that able man said; 

'll is a monumeiit of a past age; but like all other moiuinieiits. 
it is inierestiui;. ns well us venerable. It carried thousands ..f pop- 
idation and millions of wej.llb into the Wcsi ; ami morv Hum inn- 



si n 



gth. 



Ilie 
• Til 



imI. 



cd 



ha 



itml 



: in the 



. that llie Xai 
(I (hm il si^rv 
: people of r, 



There was a po,: 
floa<l was a bond of union between the .'^tal 
l.arnioni/.e and briug together on tVieixllv 
sections, and of dit^erent■pursuit^<- Tills wi 
remarks of I>r. Campbell and Mr. Veeeh. The gem-ratior. of to-dn- 
regards the attcctioTi of (he old |»ike boy for tin- old road, as a nn-r 
memory, the recollection of the animated srenes of trade and inin^i 
l-oi-tati.'.n on the obi highway. It is something more. The old j.ik 
boy sincerely and triilv believes (hat the old pike was a bond <i 
un'irin. that for years it "kept the j.eace between .iiscoriiani inleivsl- 
and prolonged Ibe evil day when tin- ..ntbreak of disunion eani,-- 

The Appian Way was a great road. an<l is invested wilb nnicl 
classic an.l bisloric inleresl. but. unlike the Natiomil l!i>ad. it did no 
yield its place to greater lines of progress and improvenienl. Tb 
'A|»pian Way was designed to gratify the pomp and vanity of consul 
and pro-consuls, kings and princes, empeiiirs and empires. The Xa 



>al lioad * 



ed to 



< of II 



free 



pn.j 



sive people, and to aid in building up an<l sliviigthening a givai and 
growini: rei.nblic The Appian Way bad more vitality than ihegov- 
■nHHOnt lliat built it. Il outlived its country. The'Xaiional Road 




DR. HUGH CAMPBELL. 



Tfi£ 6tD PtKS. 355 

served its purpose gi'andly, was a complete success, the pride and 
glor}^ of its day and generation, and when it lost its place as a national 
thoroughfare, the government that made it was all the stronger be- 
cause it had been made. The average width of the Appian Way was 
from eighteen to twenty feet, so as to admit of two carriages passing 
each other, and the expense of constructing the first section of it was 
so great that it exhausted the public treasury of Rome. The National 
Road was sixty feet wide, and eight carriages could pass each other 
within its bordei^s, while the cost of its construction, although a very 
large sum of money, made so light a draught upon the resources of 
the public treasury of the United States, in comparison with subse- 
quent appropriations for other objects, as to be scarcely woilhy of ob- 
servation. The Appian Way uerived its name from Appius, who was 
consul of Rome at the time of the undertaking. Its initial southern 
terminus was Capua, distant from Rome one hundred and tw^enty- 
five miles, very nearly the same as the distance from Cumberland to 
Wheeling. It was subsequently constructed as far as Beneventum, and 
ultimately to Brundisium,a seaport town of the Adriatic, distant from 
Rome three hundred and seventy-eight miles. We are informed by 
Anthon, an ancient classic author of high renown, that the city of 
Beneventum derived great importance from its position on the Ap- 
pian Way, and the same can be truthfully said of the towns and 
cities which were so fortunate as to be located on the National Road. 

Paul the apostle traveled over a portion of the Appian Way on 
his journey from Jerusalem to Rome to carry up his appeal from 
Agrippa to Ca\sar. He intersected the Appian Way at Puteoli, where 
he remained seven days, and his brethren having learned that he had 
reached that point, came to meet him as far as Appii Forum and the 
Three Taverns. The Appii Forum was a station, and the Three 
Taverns a house for the entertainment of strangers and travelers on 
the Appian Way. The latter may have been three distinct houses 
moulded into one, as is sometimes done, or a cluster of taverns con- 
sisting of three. That they were taverns, or a tavern, is unquestion- 
able. There was an old tavern on the Mountain division of the Na- 
tional Road, in Fayette county, Pennsylvania, called the Three 
Cabins. The cabins were put up for boarding and lodging workmen 
engaged in the construction of the road, and when the work was 
finished, united and made one. This grotesque old tavern enjoyed a 
large patronage, and was a source of no little profit to its old-fash- 
ioned proprietor. 

Horace, as before intimated, was an occasional traveler on the Ap- 
pian Way, not infrequently accompanied by Virgil, and apparently 
with no other object than the mere pleasure afforded by the jaunt. 
These illustrious authors of classic verse were, it is said, given to 
convivial habits, and we have the word of Horace himself that the 
wine on the Appian Way was ^' thick." From some other things said 
by Horace, it is very evident that the taverns of the Appian Way 
were inferior to those of the National Road. As ww \vv^\\\.t\vivi Nc^vi ^njcs 



3R6 tHX OLD PIKS. 

that "the bustling landlord of the inn at Bencvcntum nimost ))urncd 
himnclf in ^roasting wome loan thrushes." Lean thrushes never en- 
tered the well Htorcd lardei-s of the old taverns of the National Road. 
Futnese was the leading i<.-atnre of fle«li and fowl and bird of cvery 
kind that passed inHpeclion of the old-time landlord of onr National 
highway, and fatness dtMtiiiguished all the surroundings of hirt over- 
flowing hostelry. Nor was it the habit of our old tavern keepers to 
do the cooking and roasting of their establishments. All thai per- 
tained to the dominion of the landlady, who, a^ a rule, was tidy and 
robust, and felt u jnst pride in her ualling. ' Hora<^e also complained 
that at an inn at C'anusium, on the Appian ^Vay, he was served with 
■grilly bread." Shades of John N. l)agg, Joseph Hallam, Daniel 
Itrown, Charles Miller, James Workman, Alfred McClelland, Joshua 
Mai-sh and Boss IJush, defend us forever against the thought of gritty 
bread! Horace, in further deprecation of some things on the Appian 
Way, mentions a little town where ''water is sold, though the worst 
in the world." Generosity was a leading trait of the old tavern 
kee]K)ra of the National Hoad. There was an inexhaustible supply 
of water along ils line, the best and purest in the world, and no man 
ever heard ot a cup of it being sold for a price. One of the most at- 
tnictive fealiiivs of the National Road was the big water-trough that 
stood hy the sidi' nf every tavern, tilled with fre.-.h, sjmrkling water. 
and absolutely tree lo nil i-ouicrs inid goei-s. 



H 
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APPENDIX. 



A Digest of the Laws of Pennsylvania^ relating to the Cumberland Road 
— Unexpended Balances in Indiana — Accounts of Two Old Com- 
missioners — Rates of Toll — Letters of Albert Gallatin, Ebenezer 
Finley and Thomas A, Wiley — Curiosities of the old Postal Service. 

1807. Act of April 9th gives the State's consent to the making of, 
the road within its limits, provided the route be changed to 
pass through Uniontown and Washington; also gives the 
United States authorities full power to enter upon lands, dig, 
cut and carry away materials, etc., for the purpose of complet- 
ing and forever keeping in repair said road. Pamphlet Laws, 
page 185. 

1828. February 7th. Joint resolution authorizes the Government of 
the United States to erect toll gates, enforce the collection of 
tolls, and to do and perform every other act and thing which 
ma}^ be deemed necessary to insure the permanent repair and 
preservation of the road. Andrew Shultz, Governor, Nerr 
Middleswarth, Speaker of the House of Eepresentatives, Daniel 
Sturgeon, Speaker of the Senate. Pamphlet laws, page 500. 

1831. Act of April 11th. Preamble: "Whereas, that part of the 
Cumberland Koad lying within the State of Pennsylvania is 
in many parts in bad condition for want of repairs, and as 
doubts have been entertained whether the United States have 
authority to erect toll gates on said road and collect toll, and 
as a large proportion of the people of this commonwealth are 
interested in said road, its constant continuance and pres- 
ervation, therefore, etc." The act then goes on and author- 
izes the erection of at least six gates, designates classes and 
persons exempt from toll, provides for the erection of directors 
(boards ordering teams, etc., to pass to the right), establishes 
rates of tolls, regulates the manner of collecting the same, etc. 
Pamphlet Laws, page 419. For a judicial construction of this 
act, see case of Hopkins vs. Stockton, 2 Watts and Sar^Q.1^.^^.^ 
page 163. 



1835. ■ Act of Ajiril IbI requires siipervisorB of highways to make 

j>avo(l vullcj-Hor stone ciilvoi-ta where other roads intersect I he 
CiimbcHitnd Road and this aet also signifies the State's Hcei-p- 
tanee of the road from the General Government. Pamphlet 
Lawn, page 102. 

1836. Act of Juno 13th provides for payment of half toll bypcrsODs 
eaiTying the United States mail, and fixes penalties for attempts 
to defraud the State of toll. Pamphlet Laws, page 534. This 
act declared inoiierative by the Supreme Court of the United 
States, in so far as it levies toll on mail coaches. 

1837. Act of April 4th exempts persons hauling coal for home con- 
sumption from payment of tolls. Pamphlet Laws, page 353. 

1839. Act of February Bth in form of a joint resolution requires 
Commissioners to give bund in the sum of $6,000. Pamphlet 
Laws, page 637, Changed by subsequent acts. 

1839. Act of Judo 17th, in form of a joint resolution, fixes the com- 
pensation of Commissioners at $3 per diem, not to exceed one 
hundred and fifty days in any ono year. Pamphlet Laves, 
page 679. Changed by subsequent acts. 

1840. Aet of March 24th authonzos the appointment of one Com- 
missioner by the Governor for a term of three years, at a 
compensation of 83,00 per diem, requiring him to give bond 
in the sum of $10,000, to keep an account of receipts and ex- 
penditures, and publish the same; and further provides for 
auditors to adjust accounts. Pamphlet Laws, page 207. 
Partially repealed by subsequent acts. 

1843. Act of April 5th authorizes Commissioners to stop mail coaches 
to enforce payment of tolls. Pamphlet Laws, page 164, This 
act held to be void by the Supreme Court of the United States, 
and supplied by act of April 14th, I8ib, postea. 

1815. Act of April 14th (Omnibus Bill). 

"Preamble: Whereas, it has lately been decided by the Su- 
premo Court of the United States, that the acts of assembly 
of this Commonwealth, relating to the collection of tolls on 
that part of the Cumberland Boad which is within this State, 
passed Juno 13th. 1836, and April 5th, 1843, do not authorize 
the collection of any amount of tolls whatever for the passage 
upon said road of any stage, coach, or other vehicle carrying 
passengers with their baggage and goods, if such stage, eoach, 
or other vehicle, is at the same time carrying any of the mails 
or property of the United States; and whereas, the said court 
eanctions the power of Pennsylvania to provide for the repaira 
of said road by a geneml assessment of tolls upon persons 
traveling thereon, which it is deemed just and right should 
be paid; and whereas, also, it is found to be impracticable to 



THE OLD PIKE. 359 

keep said road in good repair and out of debt by the tolls col- 
lectable under the existing laws of this Commonwealth, as in- 
terpreted by said Court, therefore," &c. This act then goes 
on and in section 12 imposes a toll of not less than two nor 
more than fifteen cents, as shall be fixed aiid determined by 
the Commissioner, upon every person riding or traveling in 
any vehicle carrying the United States miails, for every four- 
teen miles over which such person shall have been a passenger 
or traveler, and in proportion for shorter distances, provided 
that no toll shall be demanded from any guard to the mails, 
agent of the postoffice, bearer of dispatches for the General or 
State Government, nor any naval or military oflScer of the 
United States or this State, traveling in the discharge of official 
duty. Section 13 provides the manner of collecting tolls un- 
der this act. Section 14 Imposes a penalty of fifty dollars on 
any driver who neglects to report at every gate the number 
of passengers in his carriage or coach. Section 15 provides 
that in case of refusal of passengers to pay or neglect of 
drivers to report, collectors shall charge in a book all unpaid 
tolls and sue for the same. Section 16 provides that in every 
case where a collector may be unable from omission or neglect 
of drivers or passengers to ascertain the number.of passengers 
liable to toll under this act, he may charge and recover for so 
many as the carriage shall be capable of carrying. Section 17 
provides a penalty of twenty dollars for every fraudulent at- 
tempt to evade the payment of toll imposed by this act. 
Pamphlet Laws, pages 430-1. This act is still in force, though 
mail coaches (rather hacks) have been carrying passengere and 
freights for many years without paying toll. 

1847. Act of March 16th authorizes the Governor to appoint a 
Commissioner on each side of the Monongahela river, at a 
salary of $350 each. Pamphlet Laws, page 477. Subsequently 
repealed. 

1848. Act of April 8th provides for the appointment of trustees by 
the courts of Somerset, Fayette and Washington counties 
(one in each), said trustees to appoint one or more Commis- 
sioners. Pamphlet Laws, page 523. Eepealed. 

1850. Act of May 3d authorizes the Commissioner and the Court 
of Quarter Sessions to determine what travel and transporta- 
tion shall be in part or in whole exempt from toll; also author- 
izes the imposition of toll upon persons using the road who do 
not pass through the gates thereon, and prescribes the manner 
of collecting the same; also authorizes the Commissioner to 
change the location of gates, and to sell and convey toll houses 
and grounds, and to purchase sites. Pamphlet Laws, page 
682. This act remains in force. 



360 THK OLD PIKB. 

1856. Alt of April 22, uutliorJKUM tlie CourtH of Fayette and Wiish- 
iri^ton couiilies to apjwint mipcriiitendents. Pamphlet Laws, 
page 523. Prior to the dale of tliJH act, the officer in charge 
of tlio road was invariably called Commisaioncr. This act 
repealed as to that portion of the road east of tbo Moiionga- 
hela by Act of May 1, 1861. Fostea. 

1801. Act of May 1, aiithorixeB the Governor to appoint one ijoreon 
aw Stiperintendciit for so much of the roud as lies within the 
counties of F'ayctte and Soinorset, and repeals ]>art of the act 
of April 22, 1856, supra. Pamphlet LawM, page 678. 

1864. Act of April 13th, requires Superintendents to appropriate 
fifty per cent, of the tolls to the payment of old debts. Pam- 
phlet Laws, i)age 408. Repealed. 

1865. Act of March 21, repeals so much of the act of April 13th, 
1864, supra, as requires Superintendents to apply fifty per 
cent, of tolls to the payment of old debts, and provides that 
liona fide liolders of certificates of indebtedness for repairs 
shall be allowed credit for tolls on their certificates. Pamphlet 
Laws, page 474. 

18G5. Act of November 27tb, provides for the ailjudication and pay- 
ment of certain claims against the road. Appendix to Pam- 
phlet Laws of 1866, page 1,226. 

18C7. Act of January 7th, repeals outright in Mo the act of April 
13th, 1864, supra. Pamphlet Laws, page 1,543. 

1868. Act of March 20th, authoHzes and requires the Superintendent 
to rei>air the road, and keep it in repair, where it passes 
thi-ough any town or borough forming a sti-cet thereof in the 
county of Fayette. Pamphlet Laws, page 444. , In force. 

1877. Act of April 4th, authorizes the Governor to appoint a Com- 
missioner for that portion of the road lying between the Mon- 
ongahela river and the line of the State of West Virginia for 
a term of thi-eo years from the termination of the term of in- 
cumbent, at a salary of S3. 00 per diem, not to exceed $300 
per annum, to account under oath to the auditors of Washing- 
ton county. Pamphlet Laws, page 53. 

1893. Act of June 2d, ajipropHates SI, 500 to repair the great stone 
bridge at the Big Crassings. Pamphlet Laws, jiage 213. 

The following communications and statements show the unex- 
pended balances in 1834 of appropriations made by Congi-ess in ]»re- 
ceding years, for constructing the road through the Slate of Indiana: 

Wasdinoton, Jan. 20th, 1835. 
Sir: — I have the honor to transmit hci-ewith a report from Hie 
Chief Engineer respecting the unexpended balance of the appropria- 



THE OLD PIKE. 361 

tion for the Cumberland Road in Indiana, in answer to the resolution 
of the House of Kepresentatives, of the 17th instant. 
Very respectfully, your most obedient servant, 

MAHLON DICKERSON, 

Acting Secretary of War. 
To Hon. John Bell, 

Speaker of the House of Representatives. 



Engineer Department, Jan. 19th, 1835. 
Hon. Lewis Cass^ Secretary of War: 

Sir: — In obedience to the resolution of the House of Represen- 
tatives of the 17th instant, I have the honor to hand you the en- 
closed statement, explaining the diiference in the amount of unex- 
pended appropriations on account of the National Road, in the State 
of Indiana, and furnishing the information called for therein. I beg 
leave to remark that it is often necessary to close the annual state- 
ment of the fiscal operations of the Engineer Department before 
the returns, &c., from all the work are received. The Department, 
therefore, can only act on the information before it. This was the 
case in the present instance, as well as some others included in the 
same statement. 

I have the honor to be, sir, your most obedient servant, 

C. GRATIOT, Chief Engineer. 



In the tabular statement of the fiscal operations, under the En- 
gineer Department for the year ending the 30th of September, 
1834, the unexpended balance of former appropriations is thus stated, 
relating to the Cumberland Road in Indiana: 

Amount undrawn from the Treasury, 30th of September $160,882 00 

Amount in the hands of agents, 30th of September 17,631 01) 

Total $178,513 09 

Which amount was ascertained from the statement of 

balances from the Treasury, on the 30th of Sept. . . .$160,882 00 

And an acknowledged balance in the hands of 

Captain Ogden, on 30th of September. . . .$1,925 79 

And from the accounts of Mr. Milroy, 
which had been rendered only to 
the first quarter of 1834, inclu- 
sive, which showed a balance in 
his hands, after deducting $7,218 38 

Paid over to Capt.Ogden, credited in his account 

current for the 3d quarter of 1834, of $15,705 30 

$17,631 00 

$178,513 09 



362 THK OLD PIKB. 

Since preparing the annual statement and its transmiaaton to the 
War Department, Mr, Milroyhaa rendered actounte for the '2d 
quarter, and part of tlie 3d quarter of 1834, by which be ehowe 
a balance due hira of $ 1,147 89 

Ko that, had Mr. Milroy's accounts been received to the time of pre- 

Earine the statement, the amount in the bands of agents would 
ave been, instead of $17,631 09, only 777 90 

Which added to the amount in the Treasury ,on the Ist of Oct., 1834. $160,882^00 

Would make available for the service of the 4th quarter of 1S34, and 

the year 1835 *L6L^^ 

The balance in the Treasury on the 1st of October, 1834, was $160,882 00 

tjince which there has been drawn and remitted to the Superinten- 
dent, as follows: 

October 21, 1834, to CapUin Ogden $ 30,000 00 

November 25, 1834, to CapUin Ogden 17,520 00 

January 10, 1835, to Captain Ogden 30,000 00 

$ 77,3a0 00 

Remaining in the Treasury on the 10th of January, IS35 $ 83,562 00 

The following accounts of two of tho old Commissioners are in- 
teresting 08 showing the amount of tolls received and disbursements 
made for repairs and maintenance at the dates covered, and disclos- 
ing the once familiar names of many who had contracts and were 
otherwise employed on tho road : 

ACCOUNT OF WILLIAM HOPKINS, 

n Nor. 10(A, 1840, to Nov. 



To cash received from the National Road Stage Co $3,878 12 

■' ' " ■■ Holt 4 Maltby, supposed 113 94 

atOate No. l,Wm, Condon, collector. , . l,7fS8 87 

" Gate No. 2, Hiram Sealon, '■ 1,948 34 

■• GateNo. 8, Wm. D.BeggH, " .... 768 37 
•■ Gate No,8. Jas. Reynold, ■ .... 1,136 29 

a fine collected by Wm. Bradley B 00 

■■ JohnTuneell 6 00 

Total amount received from Nov. 10, 1840, to Nov. 10, 

1811 $ 



Cash paid Thompson McKean, late Superintendent $ GO 00 

'■ Henry WooleiT in full for work 15 62J 

" " Tliompson McKean, late Superintendent 40 00 

Amount carried forward $ 105 021 



THE OLD PIKE. 



363 



Amount brought forward $ 105 

Cash paid Jackson Brown in full for work 20 

George Hensell ditto 8 

Jesse Sachett ditto 90 

John Smalley, hauling stone 84 

Peter Leonard, quarry leave 8 

Elijah Crabb, work 197 

Samuel Dean 15 

George Colley, quarry leave 100 

J. & W. W. Woolery, work 242 

Hugh Wilson. 



William Jefines, 
Isaac Brownfield, 
Thos. McKean, 
John Brownfield, 
John Risler, 
John Dean, 
James Spears, 
Isaac Nixon, 
Elias Gilmore, 
Ephraim Conway, 
A. McDowell, 
McClean & Emberson, 
C. Rush, 

John Deford, quarry leave 

RichM Beeson, costs. Com. vs. Stockton. 

S. D. Skeen, in full for work 

Thomas Prentice " 



2 

83 

69 

800 

41 

8 

106 

28 

125 

168 

20 

94 

28 

4 

9 

11 

4 

6 

185 

52 

982 

88 

2 

60 

881 

8 

824 

814 

180 

6 

500 
James Snyder, on account for work 285 



I i 



it 



• I 



James Amos, 
Jno. Hatzman, 
William Reynolds, 
Michael S. Miller, 
James Watkins, 
Jos. M. Sterling, 
Samuel Rush, 

Hiram Hanse, ' * 

Thomas Brown, • ' 

Upton Shaw, " 

John Bennington, " 

William C. Stevens. " 

Hugh Graham, work $800 00 

toll house 200 00 



it 



in full, 



11 



(• 



same 
Charles Kemp, jr., 
I. & R. Hill, 
Wm. H. Graham, 
George Colley, 
James Marlow, 
John Bradfield, " ... 

John M. Claybaugh, " 
Henry G. Brown, •• 
Joseph Dillon, " 

Charles Rush, 

Sam'l McReynolds, " ... 
M. H. Jones, 
Hiram Hayney, " 

Morris Mauler 
Huston Todd, hauling stone . 



28 
82 
89 

895 
80 

651 
1,508 

107 
24 
49 
28 
29 
28 
50 
69 
20 



62i 

75 

22 

00 

20 

62i 

95 

00 

00 

40 

50 

87 

85 

00 

25 

90 

88 

25 

22 

20 

00 

68i 

92 

89 

04 

88 

60 

00 

81 

84 

66 

87i 

20 

00 

89 

00 

60 

87 

00 

18} 

00 

41i 

06 

00 

64 

67i 

80 

70 

64 

68 

69 

64 

85 

88 

82 

00 

47i 

00 

— $ 8,722 41 



364 THE OLD PIKE. 

The foroi^oing. itoniB of expenditures wci-c eontracla made by 
Thoiii|iM<jn McKean, Esq., late ConiiniBsioiicr, and paid on hit) cer< 

tificatc. 



same salary for keeping Gate No. 3 

James lieynoldB, work od road 

E. Crabie, do 

KuHh & McColloujih, do 

K. 11. Sliowalter, on acx-ount of work on road. . 
N. Bradlev, " " " .. 

William Slilligan, ■ 

A. L. Pentlana, Eeii-, cocts, Com. v. Stockton. . 
Wilson WcCandlesB, Ksq., Prof, services 

R. P. Flenniken, Esq., ■' ..... 

John Irons, for advertising 

Upton -Shaw, work on road 

l^amuel McHeynolds, work on road 

Sutnuel J.azure, '" 

liobert McDowell 

John Bradlield 

William Iteynolds 

John L, Dawson, Esq 

Nidiolas Bradley 

William Condon, Gate No. i, salary 

(ieorge Farney, for work on road 

John Nelson, " " '■ 

Jaa. lieynoliis, Gate No. 3, salary 

lliram Seaton, Gate No. 2, salary 

McCdllon^h A Kush, for work on road 

Iluhfrt S. Itrown, " " 

Anthony Varnell, " " 

Sum'l Di-an, " " 

Henry Nliowalter, " " 

Jat'kwon Brown, " '" 

John H. Deford, Prof, services 

John Kisler, for stone 



6 00 
1 50 
1 00 
63 30 

1 00 

2 00 
as 00 

100 00 

3 00 
14 00 

5 00 
30 00 
80 00 



lie 66 
SCO 00 
169 0S| 
169 901 
150 00 
60 00 
137 50 
63 00 
20 00 
6 40 



Total amount of expenditures on Ensteri 



divii 



I cash received from Good Intent Stane Co $4,246 35 

■■ Moore AJIenderson 513 16 

■ Wm. K.Cope 70 00 

atGiiteNo. 4, Stephen Phelps, col 1,694 83 

No. 5, Wni. Hill 1.773 36 

No. (i, David Guinea 1,569 44 

No. 5, inOct.,1840, under K. (Jnail 160 41 

■■ ■■ No. C. Sept. and Oct., 1810, II Quail 304 67 

a line collected by John Freeman, Esq 5 00 

Total amount received $\ 



THE OLD PIKE. 366 

BY DISBURSEMEFTS ON WESTERN DIVISION, VIZ: 

Cash paid Egaii & Dickey, in full for work on road $1,387 00 

' • John McDonoiigh ' ' ' ' • ' 249 22 J 

•• John Dickey, " '^ " 50 62i 

•• Henry Murry, " " " 889 04 

Bume, alleged error in settlement 150 00 

" Morris Pursell, in full for work on road 215 87 

" Bradley & Morgan, " " " 234 27 

" Daniel Ward, " " " 746 5G 

" Brown & Valentine, " " " 287 00 

• ' David Guinea, Gate No. 0, salary 138 18 

•• Win. Hill, Gate No. 5 66 72 

$ 4 409 49 

The above items of expenditure were on contracts made by R. 
Quail, late Commissioner, and paid on his certificate. 

Cash paid T. H. Baird, Esq., Prof, services $ 5 00 

'• I. P. Morgan, digging well 32 60 

" Joel Lamborn, building chimney 1100 

" William Craven, smith work.. . .'. , 15 80 

•• J. T. Rogen, powder 5 50 

' • Amos Griffitn, pump 40 50 

" A. J. Harry, stove pipe .* 2 96 

• • Robert Bradley, in full work at well 60 12i 

' • Griffith Taylor, wheelbarrow 1 75 

'• John McMath, in full work on road 8 59 

" John Bausman, printing 4 00 

" Grayson & Kaine, " 10 25 

•• H. Winten, in full for work on road 27 00 

" Samuel Adams, " " 4 50 

" James P. Morgan, " " 85 31 

• • J. Worrell, on account 7 80 

same, in full 2 75 

' ' J. McGuire, on account 57 70 

' ' Jacob ShafFer, stove pipe 1 37 

" Robert Sprowl, on account work on road 253 00 

" Thomas Egan, in full 253 68 

" Henry Murray, stone . . 36 86 

' • Jacob Stillwagon, on acct. stone 227 00 

•• Anthony Rentz, " " 59 84 

" David Andrews, w^ork 128 00 

" Joseph Miller, in full, stone 62 50 

" John Huston, work 42 00 

' ' Joseph T. Rogers, powder 5 50 

• ' Isaac Leet, Prof. ser\^ice8 10 00 

• ' William Watkins, acct. stone 15 00 

•• Stephen Phelps, Gate No. 4, salarv. 200 00 

" Robert Bradlev, work in full * $122 96 

same * on account 8116 204 12 

• ' William Hill, Gate No. 5, salary 200 00 

" David Guinea, Gate No. 6, * 200 00 

' ' on acct. book for Superintendent 3 00 

' • counterfeit monev received 11 00 

" Superintendent, for his services, per account 

filed, 309 days at $3.00 per day 927 00 

' • Auditors,for settling and stating this account,viz: 

H. Langley $2 00 

J. K. Wilson 5 00 

S. Cunningham 5 00 12 00 

Total expenditures on Western division $7,594 09} 



( 



THE OLD PIKE. 



To iimourit received on the Ewtf rn Division $ 8.108 73 

Ti) iiDioant received on the Western nivlwion I0,S2S 62 

$18.taa 35 

Cr. 

lly ra»li pit id out ontlie Kastern DiviHion,i>er statement. $10,847 98t 

lly raalt paid on the Westvrn Pivision, |)it stHiement.. . 7,694 0»i 

$18,448 07i 



Tht' undcrsifinoi. aiulitoi-s iipjiotiilod hy the Court of Common 
I'leas for the eoiinty of Washington, Peiiimylvania, on the 9tli day of 
Miivuinher. 1841, to nutlit. Mettle and adjurit the account of William 
IIiijikinH, Kw]., CommiBwioner of Ihc I'unihcrlnnd lioad, having care- 
fully oxamined the aecountu submitted to them hy said Commissionev 
(11 full wtatemcnt of which is herewith presented), and having eom- 
|nii-od the vouchei-s with said aceount, do find that the said William 
llogikinn, CommiHuioner aw aforesaid, has expended up to the Iflth day 
of Xoveniher, 1841, the sum of twelve dollars ami eighty-two J cents 
iiioiv tlmti eamu into his hands, and that said sum of twelve dollar* 
iiiiil eifjhly-two J cents was due to him on said dtiy. 

In testimony whereof, we have hei'eto set our hands and seals 
Ihe L'2d day of .January, A.D. 1842, 

SAMrKL CUNNINfiJIAH. (seal) 

JOHN K. WILSON. (SEAL) AiuJifors. 

HKNItY LANtiLY. (seal) 



WasIITNOTON fOVNTV, ws. 

TilE COSISIONWEALTII OF PENNSVI.VAXIA. 

I, John fii-ayson, prothouolaiy of (he Court of Common Pleas 
for said county, certifv that at a Court of Common Pleas for the 
county aforesaid, held on the ftlh day of November, Anno Domini 
1841, Samuel Cunningham, John K. Wilson and Henry Langly were 
appointed by Raid Court auditoiu to sellle and adjust the account of 
William Hopkins, Esq., Commissioner of the Cumberland Jloud, hs 
up)>ears of reconi in our said Court. 

In testimony wbei-eof, I have hereunto set my hand and atHxed 
the seal of said Cnnrt, the '22il day of January- 1842. 

[sEAr.] JOHN (IliAYSOX, Prollnj. 



THE OLD PIKE. 367 



ACCOUNT OF WILLIAM SEA RIGHT, 

Commwloiirr of the Cinnherlaml R(huI in Penn^ijlvamay fmm the 1«/ of May ^ 184J>, to 

th^ 'Mut of December J 1844, inchmve. 

TO TOLLS KECEIVED ON* THE EASTERN DIVISION, VIZ : Dll. 

To tolls received from Thos. Grier, Gate No. 1 $ 4,4C6 24 

" liobert McDowell, Gate No. 2 4. 102 70 

" James Kevnolds, Gate No. 3 4.410 43 

" National Road Stage Co 3.200 00 

" Express Co 254 00 

Total amount received on Eastern Division $16,433 37 



TO TOLLS RECEIVED ON THE WESTERN DIVIISION, VIZ: 

From David Mitchell, Gate No 4 $3,509 32 

" AVm. Hill, * No. 5 3.843 87 

" Wm. McClearv, " No. (> 4.105 81 

" Good Intent S'tage Co 8,447 30 

Cash received from John S.Brady, on account of Quairs 

securities 769 44 

$20,675 74 



< t I < 
I ■ I • 
I < t < 



Total receipts $37,109 11 

Ch. 

Bvcash paid Thomas Grier, collector at Gate No. 1 $ 333 33 

• ' Robt. McDowell, No. 2 333 33 

' ' Jas. Revnolds, No. 8 333 33 

" Dan'l I^aine, for certifying auditors 1 00 

'• D. Kaine, Wm. P. Wells and Joseph Gadd. . 12 00 

" William Jeffries 65 02 

" Geo. Craft, costs 6 60 

" Thos. and Robert Brown 330 63 

" Wm. Hager 3 00 

- " Elias Gilmore 2.737 40 

• ' ( Jeorge Palmer 55 25 

" William C. Stevens 16 80 

• Peter Kerney 1 50 

' ' James Dougan 42 77 

" Thomas Brownfield 1.922 98 

" Robert S. Henderson 150 00 

" John Malone 30 62 

" Sam'l Shipley, admr. of S. Rush 216 CS 

' ' Andrew Bryson 3 00 

" John McCalpin 7 50 

" Thomas McGrath 485 94 

" Samuel Harrah 4 87 

" John Bradfield 1.748 82 



Amowit carried forward $ 8,842 32 



68 THK OLD PIEK. 

Ainounl hrougtd foni-ard. % 8,843 S 

lyoanlipHid Robert McDowell l.Wl 8 

■ Calvin Perry 44 S 

Wilson Fee 79 B 

Thomas D. Miller 408 6 

James Dolan 92 8 

Upton Shaw 65 7 

Efijah Crable 36 

Samuel Shipley 838 3 

Matthew ifcXeil 107 4 

Fall & HerbertsoD 24 5 

Jamee White 8 8 

Jackson Brown 5 

J. L. tt'ylle A Co 14 

ByereAGregg- 85 

William KeynoldB 698 8 

James Marlow 65 1 

Rmlolph Brinkman 83 1 

William Spaw » 9 

Sebastian Rush 93 7 

John McDowell 809 1 

Mward G. Roddy 46 8 

I BEiac McLaughlin * 6 2 

lieorge W. Cass. 70 

John Irons, printing 31 5 

Samuel Mclwnald, printing 10 

J. & G. S. Gideon 24 

James \'eech, professional services 100 

R. P. Flenniken ■ 100 

Edward Kerven 140 7 

Thomaa Hougnn 30 

Thomas Dougan 51 7 

John Powell 87 7 

George Parmertor 71 7 

Daniel Cannon 829 7 

Hugh Graham 388 B 

Morris Whalen 118 3 

Nicholas Brailley 91 7 

Periy White 116 

Simon Deal 96 8 

William McClean 73 2 

James Collins 27 8 

James McCartney 82 

Anthony Yaniell 193 6 

WilliamConard 1 3 

Thomas JlcCoy 83 

Jajnes Itevnolds 9 4 

John M. Cflaybaugh 20 4 

Robert McDowell, 800 4 

Gadd & Henderson 2,581 5 

Francis I.. Wilkinson 12 2 

Kemev A Redfern 44 8 

Matthias Fry 442 6 

Itepret^iated money on lianii 10 

Balance due Commissioner on former setllemcnt 1,680 

Salary of Commissioner, from May Ist, 1848, toSIst of De- 
cember, 1844, being 018 days at S^i.OO per (lay 1,539 

Whole amount expended on Eastern Division 



THE OLD PIKE. 



360 



BY THE FOLLOWING SUMS EXPENDED ON THE WESTERN DIVLSION. 



By 



cash paid David Mitchell, collector Gate No. 4 $ 

" William Hill, " • No. 5 

Wm. McCieary, * ' ' No. (J 

E. L. Blaine, for use of Patrick K^'an 

J. 8. Brady, on account of Wm. Taull 

William McCieary 

James Denison 

Henry Masterson 

Hiram Freeman 

Charles Kern '. 

Thomafi Kgan 

John McCol lough 

Robert Sprowl 

Adam Fishburn 

John Kobinson 



Joseph Lawson 
Patrutk Eiran . . 



John Bradlley, admr. of K. Bradley 

Thomas Hagerty 

John Huston 

George Irvin 

William Hill ... 

William Paull 

Samuel Kodgers 

Michael Monahan 

Thomas Plnlev 

John Curry 

Michael Dougan 

McColIough <fc Gilmore 

Charles Murphy 

Charles Still wagon, 

Jacob Still wiigon 

Jacob Daugherty 

Anthony Kentz 

Baldwin Miller 

William Pepper 

Henry Murry , 

James Thompson 

James Hurlev 

J. J. Armstrong 

B. Forester 

John Mitchell 

Mark M. Passmore 

Grayson & Kaine, printing 

John Bausman " 

Richard Biddle 

Michael Price 

William Scott 

William Hopkins 

E. L. Blaine, costs 

Thomas Sprout 

John Wheeler 

• Robert Patrick 

Cornelius Daly 

James Mclntyre 

William Hastings 



333 33 

333 33 

333 33 

34 96 

41 84 

7 00 

213 90 

307 87 

1.402 37 

130 72 

263 32 

9r)6 58 

2.995 38 

1 50 

303 07 

1.962 50 

203 00 

221 25 

87 95 

20 25 

162 07 

2 

IGl 

3 



Ck. 



81 
00 
00 



55 00 

36 25 
6 00 
9 00 

980 22 

70 00 

75 00 

305 21 

229 00 

534 25 

3 75 

13 41 
170 66 
291 17 
280 63 

58 12 
25 00 
62 71 
83 75 
17 00 
15 00 
60 00 
21 00 
15 00 
52 50 
11 01 

14 94 
62 87 
45 95 

37 85 
226 50 
125 62 



Amount carried forward $14,432 70 



370 THE OLD PIKE. 

Ami/iinl biwight fanrard $14,433 70 

By cash paid Jacob Dixon Q 10 

■■ Michael Bail 1« 00 

• Keyran Tolbert 55 63 

■' DavitlButta 2 00 

" Jamea Redman 160 00- 

■ John Gaiid 1.556 53 

•■ Thomas Hagan 84 50 

■■ Jamee Gainer 185 56 

" John Whitmire 150 00 

■ I'eterKerncy 61 50 

Pepreciateil money on hand 5 00 

Whole amount expended on Western Division $lfi,S55 41 

Whole amount expended on Kiutern Division 22.066 C3 

Whole amount expended on butli divisions $38,721 94 

Balance due Commissioner, December 31, 1844 $ 1,613 83 



Fayette Countv, 88. 

We, the iiiidoi'signod, aiiilitors nppointod by the CVmrt of Com- 
mon PlouH of Fayette county for that purpose, having cxainiiiv<) the 
accounts Hnd voiiehoitt relating to the rceoipts and cxpenditui-cs of 
Wm. Sctti'ight, Esq., Siipcrint^tmlent of the Cumberland Koa<l, from 
the Ist day of May, 1843, to the Slst of December, 1844, inclusive, 
"have found tho foregoing etatcmcnt of the same to be correct and 
true. H. CAMPBELL, 

JOHN HUSTON. 

RICHARD BEESON, 

Auditors. 

Note. — Gate No. 1 was located at the east end of Petersburg, Gate No. 2 
was near Mt. Washington, Gate No. 3 was near Seariehte, tiate No. 4 was near 
BeallBviile, Gate No. 5 was near Washington, and Gate No. 6 near West 
Aleianiier. 

R.\TI>S OF TOLL. 

The following were the rates of toll fixed by tho act of April 
11th, 1831, which were subsequently, however, changed: For every 
score of sheep or hogs, six cents; for every score of cattle, twelve 
cents; for every led or driven horse, three cents; for oveiy- horse and 
rider, four cents; for every sleigh or sled, for each horse or pair of 
oxen drawing the same, three cents ; for every dearborn, sulky, chair 
or chaise, with one horse, six cents; for every chariot, coai'h, coachcp, 
stage, wagon, phaeton, chaise, with two horses and four wheels, twelve 
cents; for either of the carriages last mcntionedwithfourlxorses, eigh- 
teen cents; for every other carriage of pleasure, under whatever name 
it may go, the like sum, according to the number of wheels and horses 
drawing the same ; for every cart or wagon whose wheels shall exceed 
two and one-half inches in breadth, and not exceeding four inches, 



THE OLD PIKE. 371 

mr cents; for every horse or pair of oxen drawing the same, and 
rery other cart or wagon, whose wheels shall exceed four inches, and 
ot exceeding five inches in breadth, three cents; for every horse or 
air of oxen drawing the same, and for'eveiy other cart or wagon 
hose wheels shall exceed six inches, and not more than eight inches, 
-vo cents; for every horse or pair of oxen drawing the same, all 
Lher carts or wagons whose wheels shall exceed eight inches in 
readth, shall pass the gates free of tolls, and no tolls shall be col- 
>cted from any person or persons passing or repassing from one part 
f his farm to another, or to or from a mill, or to or from any place 
f public worship, funeral, militia training, elections, or from any 
[.udeut or child going to or from any school or seminary of learning, 
r from pei*sons and witnesses going to and returning from courts, 
r from any w^agon or carriage laden with the property of the United 
tates, or any canon or military stores belonging to the United States, 
r to any State. The reader will note that the exemptions provided 
)r hy this act are changed by force of the act of May 3, 1850, which 
iithorized the commissioner and the court of quarter sessions to de- 
jrmine who and what shall be exempt from the payment of toll. A 
irge wide board, having the appearance of a mock window, was 
rmly fixed in the walls of every toll house, displaying in plain letters 
10 rates above given, so that the wayfarer might not err therein. 



IR. GALLATIN DEFINES HIS ATTITUDE AS TO THE LOCATION OF 
THE ROAD, AND GIVES INSTRUCTIONS TO DAVID SHRIVER, 
SUPERINTENDENT. 

When the road was authorized to be constructed by Congress, 
[r. Gallatin was Secretary of the Treasury, and a citizen of Fayette 
^unt}^, Pennsylvania. His home was "Friendship Hill," in Spring- 
ill township, near New Geneva, about fifteen miles south of Union- 
)wn, afterward the home of Hon. John L.Dawson. It was intiroa- 
jd in various quarters that Mr. Gallatin was desirous of having the 
3ad located through or near his place, and that he used his official 
ifluence to further his desire in this regard. The following letter, 
owever, to his old friend David Acheson, of Washington, Pennsyl- 
ania, shows that the intimations mentioned were without founda- 
on: 

New York, September 1, 1808. 

)avit) Acheson, Esq., Washington, Pa. 

Dear Sir: On receipt of your letter respecting the Western 

load, I immediately^ transmitted it to the President at Monticello. 

was under the impression that he had pi-eviousl}* directed the Com- 

lissioners to examine both routes and to report to him. It seems. 



i 



d*J THE OLD PIKE. 

iKiwcvvr.lhal it liiid not thou bcmi yol ilrtno. Rut im ilio (!lli iiUiiiin 
lie wruto to them li» iimko an oxiimi nation of the iiisl i-..iile thrfiuf^h 
Wawhinnlon l<j Wht'ciing, and also tf» Short Creek, or any oUier point 
on tlic riveroffiriiig a mui-oIidvanlH^eous route towanl» Chillieotbeand 
t'incinnuti.uiui lu report to him the inntoriHl facta with thoir opinion 
fill' foiiMiderntion. 

Tliiit it is the Binuoi-o wish of the President to oljtiiin ail the 
iieocNsiirv intu)-mation in order thai the road should pursue tht; rouli' 
wliich will lif of the j^roalc8t public utility no donbl can exist. So 
far aH rchUi's to niyweif, after havinf;. with niiu-h diffieuily, ubtuiiioU 
I lie <!reation of a fund for openinj; a j^reat wewleni road, and the att 
pointing out its gi'iieral dii-cction, it is siifficiuntly eviduiit from the 
sj>ot on the MoiKingahela whith the i-oad Ntrikcf, that if there was 
any KLihse<|nci)t inlerfci-euee on my )>arl it was not of a selfish nature. 
Hut the liiet is that in the eNoi-niion of the law I thought myself an 
improper person, from the sitnalion of my property, to take the 
ilireiliini whitdi would naturally have l>een ]>lai'ed in my hands, and 
reijui'sU'il the ProKident to undertake the genera! superintendenef 
hini.'ii'lf. .\Mfpl the assuninee of friendly iH;membraneo, and of my 
i^ineerc wishes for your welfare and happinexs. 
Your obt'dt servant, 

ALUKRT GALLATIN. 

TaEAKunv Dep.vrtment. Maivh !)(h, ISIH. 

Sir.- You will herewith receive the plot of the i-oad as hiid hv 
the t^onimissioiier,-) from the 2ist mile to I'niontown. 

I appriive of having a alone bridge across Little Y'oughioghcny. 
and the measures necessary to scture masons should be adopted, but 
Ihc site tannut he JisLul until you have examined whether any alter- 
alioiis in the course be praeticahle. Tn that respect I beg leave to 
lefer you to my former letters. An soon as your c.vami nation of the 
ground has taken place, and the alterations you may have found 
practicable shall have been received and approved, public uotieo may 
lie given inviting proposals to contract for completing the road us far 
UN Big Yioughiogheny river; an adilitional appropriation of 3140,000 
having been nnide bj' C'ongres.s. You will therefore perceive that in 
every point of view your examination of the ground is the firel 
object to attend to. 

I have the honor to be, res]ieclfuilv. sir, 

Youroht. servant. 

ALBKRT (iALLATIN. 



TuE-Asi nv- JtEP.\aTMENT, April 17th, 1813. 
.-• Your letter of the 3d insl. has been <luly received. The 
.1 object in finally fixing the course of the road ib its perma- 



THE OLD PIKE. 373 

nency and durability without the necessity of perpetual and expensive 
repairs. To select, therefore, the best ground which that mountainous 
country will afford, avoiding, as far as practicable, cutting along the 
side of steep and long hills, always exposed to be washed away, ap- 
pears to be one of first importance. The other considerations, sub- 
ordinate to the selection of the best ground, but to be also attended 
to, are, the expense of making the road, the shortness of the distance 
and the accommodation (by intersecting lateral roads) of important 
settlements not on the line of the road. 

As an erroneous location would be an irreparable evil, it is better 
that the contracts for the ensuing twenty miles should be delayed, 
than to make them before you have had time to take a complete view 
of the ground. Examine it well before you decide and make your 
first report. This is more important because it is probable that I 
will be absent when that report is made, and that it will be decisive, 
as the acting secretarj'^, to whom the subject will be new and the local- 
ities unknown, cannot have time to investigate it critically, and will 
probably adopt it on your responsibility. If a decisive advantage 
should arise from an alteration in the last sections already contracted 
for, and the contractors assent to it, you may, in your report, propose 
such an alteration. You are authorized for the purpose of facilitat- 
ing your review of the road, without neglecting the duties of general 
superintendence, to employ John S. Shriver, or some other able assis- 
tant, with a reasonable compensation. You have not stated what this 
should be, but it is presumed that you will not, in that respect, ex- 
ceed what is necessary for obtaining the services of a well qualified 
person. You are authorized to draw for a further sum of twenty 
thousand dollars; whenever this is nearly exhausted you will apply 
for a new^ credit. 

With respect to details, they are left at your discretion.^ You are 
sensible of the great confidence placed in your abilities and integrity, 
and I am sure you will not disappoint our expectations. 

With perfect consideration and sincere wishes for your welfare, 
I have the honor to be, sir, 

*% Your obedient servant, 

ALBERT GALLATIN. 



Treasury Department, Ajn-il 20th, 1813. 

Sir: You are authorized to employ a surveyor to view the most 
proper road from Brownsville to Washington in Pennsylvania, and 
thence lo examine the routes to Charlestown, Steubenville, mouth of 
Short Creek and Wheeling, and report a correct statement of dis- 
tance and ground on each. If the county road as now established 
from Brownsville to Washington is not objectionable, it would be 
eligible to prefer it to any other which might be substituted. The 
surveyor thus employed will meet with every facility by applying to 

17 



\ 



374 TItK lll.tl I'JKK. 

thii gcnllcincu at Wanliiiigton who havi- this altcraliun in the wpstiTti 
rond much at lu'urt. 

T Jiin rcH|>vi.'ttiLlly, .-ir. your oWiHi'iit woi-vaiit, 

ALBERT tJALLATIX. 
X>. .SiiKiVfu, Jk., CuinWrlund, Md. 

Treaslrv Department, April 23i-(l, 1811. 

Sir: Mr. Cochran has aigncti hia contract and bonds for the 
third and fourth flections of the road at the price agreed on, that is to 
nay, at the rate of twenty-two dollars and fifty cent* per rod for the 
third section, and of sixteen dollars and filly cent« per rod for the 
fourth section. 

I now encloMe the contracts and bonds for the fii-at and sec^ond 
scctionfl; that for the first in the name of Henry McKinley, and at 
the rate of twenty-ono dollars and twenty-tivc cents per rod. The 
proposal of Mr. Keade was at the imte of thirteen dollars for a road 
covered with a stratum of stones twelve inches thick, all the stones to 
pass through a three-inch ring. lie did not stay here or return bci-e 
to complete the business and was not present when the i-oad was 
altered to a