Chapter I: The Evolution of Highways: From Indian Trail to Turnpike (2)

The stagecoach heralded the new age of road-building, but these new macadamized roads were few and far between; many roadways were widened and graded by states or counties, but they remained dirt roads; a few plank roads were built. The vast number of roads of better grade were built by one of the host of road and turnpike companies which sprang up in the first half of the nineteenth century. Specific mention of certain of these will be made later.

Confining our view here to general conditions, we now see the Indian trail at its broadest. While the roads, in number, kept up with the vast increase of population, in quality they remained, as a rule, unchanged. Traveling by stage, except on the half dozen good roads then in existence, was, in 1825, far more uncomfortable than on the bridle-path on horseback half a century previous. It would be the same today if we could find a vehicle as inconvenient as an old-time stagecoach. In our "Experiences of Travelers" we shall give pictures of actual life on these pioneer roads of early days. A glimpse or two at these roads will not be out of place here.

The route from Philadelphia to Baltimore is thus described by the _American Annual Register_ for 1796: "The roads from Philadelphia to Baltimore exhibit, for the greater part of the way, an aspect of savage desolation. Chasms to the depth of six, eight, or ten feet occur at numerous intervals. A stagecoach which left Philadelphia on the 5th of February, 1796, took five days to go to Baltimore. [Twenty miles a day]. The weather for the first four days was good. The roads are in a fearful condition. Coaches are overturned, passengers killed, and horses destroyed by the overwork put upon them. In winter sometimes no stage sets out for two weeks." Little wonder that in 1800, when President and Mrs. Adams tried to get to Washington from Baltimore, they got lost in the Maryland woods! Harriet Martineau, with her usual cleverness, thus touches upon our early roads: "... corduroy roads appear to have made a deep impression on the imaginations of the English, who seem to suppose that American roads are all corduroy. I can assure them that there is a large variety in American roads. There are the excellent limestone roads ... from Nashville, Tennessee, and some like them in Kentucky.... There is quite another sort of limestone road in Virginia, in traversing which the stage is dragged up from shelf [catch-water] to shelf, some of the shelves sloping so as to throw the passengers on one another, on either side alternately. Then there are the rich mud roads of Ohio, through whose deep red sloughs the stage goes slowly sousing after rain, and gently upsetting when the rut on one or the other side proves to be of a greater depth than was anticipated. Then there are the sandy roads of the pine barrens ... the ridge road, running parallel with a part of Lake Ontario.... Lastly there is the corduroy road, happily of rare occurrence, where, if the driver is merciful to his passengers, he drives them so as to give them the association of being on the way to a funeral, their involuntary sobs on each jolt helping the resemblance; or, if he be in a hurry, he shakes them like pills in a pill-box. I was never upset in a stage but once ...; and the worse the roads were, the more I was amused at the variety of devices by which we got on, through difficulties which appeared insurmountable, and the more I was edified at the gentleness with which our drivers treated female fears and fretfulness."[13]

Perhaps it was of the Virginian roads here mentioned that Thomas Moore wrote:

"Dear George! though every bone is aching,
After the shaking
I've had this week, over ruts and ridges,
And bridges,
Made of a few uneasy planks,
In open ranks
Over rivers of mud, whose names alone
Would make the knees of stoutest man knock."[14]

David Stevenson, an English civil engineer, leaves this record of a corduroy road from Lake Erie to Pittsburg: "On the road leading from Pittsburg on the Ohio to the town of Erie on the lake of that name, I saw all the varieties of forest road-making in great perfection. Sometimes our way lay for miles through extensive marshes, which we crossed by corduroy roads, ...; at others the coach stuck fast in the mud, from which it could be extricated only by the combined efforts of the coachman and passengers; and at one place we travelled for upwards of a quarter of a mile through a forest flooded with water, which stood to the height of several feet on many of the trees, and occasionally covered the naves of the coach-wheels. The distance of the route from Pittsburg to Erie is 128 miles, which was accomplished in forty-six hours ... although the conveyance ... carried the mail, and stopped only for breakfast, dinner, and tea, but there was considerable delay caused by the coach being once upset and several times mired."[15]

"The horrible corduroy roads again made their appearance," records Captain Basil Hall, "in a more formidable shape, by the addition of deep, inky holes, which almost swallowed up the fore wheels of the wagon and bathed its hinder axle-tree. The jogging and plunging to which we were now exposed, and occasionally the bang when the vehicle reached the bottom of one of these abysses, were so new and remarkable that we tried to make a good joke of them.... I shall not compare this evening's drive to trotting up or down a pair of stairs, for, in that case, there would be some kind of regularity in the development of the bumps, but with us there was no wavering, no pause, and when we least expected a jolt, down we went, smack! dash! crash! forging, like a ship in a head-sea, right into a hole half a yard deep. At other times, when an ominous break in the road seemed to indicate the coming mischief, and we clung, grinning like grim death, to the railing at the sides of the wagon, expecting a concussion which in the next instant was to dislocate half the joints in our bodies, down we sank into a bed of mud, as softly as if the bottom and sides had been padded for our express accommodation."

The first and most interesting macadamized road in the United States was the old Lancaster Turnpike, running from Philadelphia to Lancaster, Pennsylvania. Its position among American roads is such that it deserves more than a mere mention. It has had several historians, as it well deserves, to whose accounts we are largely indebted for much of our information.[16]

The charter name of this road was "The Philadelphia and Lancaster Turnpike Road Company;" it was granted April 9, 1792, and the work of building immediately began. The road was completed in 1794 at a cost of four hundred and sixty-five thousand dollars. When the subscription books were opened there was a tremendous rush to take the stock. The money raised for constructing and equipping this ancient highway with toll houses and bridges, as well as grading and macadamizing it, was by this sale of stock. In the Lancaster _Journal_ of Friday, February 5, 1796, the following notice appeared:

"That agreeable to a by-law of stockholders, subscriptions will be opened at the Company's office in Philadelphia on Wednesday, the tenth of February next, for one hundred additional shares of capital stock in said company. The sum to be demanded for each share will be $300, with interest at six per cent. on the different instalments from the time they are severally called for, to be paid by original stockholders; one hundred dollars thereof to be paid at time of subscribing, and the remainder in three equal payments, at 30, 60 and 90 days, no person to be admitted to subscribe more than one share on the same day.

By order of the Board.
WILLIAM GOVETT,
Secretary."

"When location was fully determined upon," writes Mr. Witmer, "as you will observe, today, a more direct line could scarcely have been selected. Many of the curves which are found at the present time did not exist at that day, for it has been crowded and twisted by various improvements along its borders so that the original constructors are not responsible. So straight, indeed, was it from initial to terminal point that it was remarked by one of the engineers of the state railroad, constructed in 1834 (and now known as the Pennsylvania Railroad), that it was with the greatest difficulty that they kept their line off of the turnpike, and the subsequent experiences of the engineers of the same company verify the fact, as you will see. Today there is a tendency, wherever the line is straightened, to draw nearer to this old highway, paralleling it in many places for quite a distance, and as it approaches the city of Philadelphia, in one or two instances they have occupied the old road bed entirely, quietly crowding its old rival to a side, and crossing and recrossing it in many places.

"You will often wonder as you pass over this highway, remembering the often-stated fact by some ancient wagoner or stage-driver (who today is scarcely to be found, most of them having thrown down the reins and put up for the night), that at that time there were almost continuous lines of Conestoga wagons, with their feed troughs suspended at the rear and the tar can swinging underneath, toiling up the long hills (for you will observe there was very little grading done when that roadway was constructed), and you wonder how it was possible to accommodate so much traffic as there was, in addition to stagecoaches and private conveyances, winding in and out among these long lines of wagons. But you must bear in mind that the roadway was very different then from what it is at the present time.

"The narrow, macadamized surface, with its long grassy slope (the delight of the tramp and itinerant merchant, especially when a neighboring tree casts a cooling shadow over its surface), which same slope becomes a menace to belated and unfamiliar travelers on a dark night, threatening them with an overturn into what of more recent times is known as the Summer road, did not exist at that time, but the road had a regular slope from side ditch to center, as all good roads should have, and conveyances could pass anywhere from side to side. The macadam was carefully broken and no stone was allowed to be placed on the road that would not pass through a two-inch ring. A test was made which can be seen today about six miles east of Lancaster, where the roadway was regularly paved for a distance of one hundred feet from side to side, with a view of constructing the entire line in that way. But it proved too expensive, and was abandoned. Day, in his history, published in 1843,[17] makes mention of the whole roadway having been so constructed, but I think that must have been an error, as this is the only point where there is any appearance of this having been attempted, and can be seen at the present time when the upper surface has been worn off by the passing and repassing over it."

The placing of tollgates on the Lancaster Pike is thus announced in the Lancaster _Journal_, previously mentioned, where the following notice appears:

"The public are hereby informed that the President and Managers of the Philadelphia and Lancaster Turnpike Road having perfected the very arduous and important work entrusted by the stockholders to their direction, have established toll gates at the following places on said road, and have appointed a toll gatherer at each gate, and that the rates of toll to be collected at the several gates are by resolution of the Board and agreeable to Act of Assembly fixed and established as below. The total distance from Lancaster to Philadelphia is 62 miles.

Gate No. 1--2 miles W from Schuylkill, collect 3 miles
Gate No. 2--5 miles W from Schuylkill, collect 5 miles
Gate No. 3--10 miles W from Schuylkill, collect 7 miles
Gate No. 4--20 miles W from Schuylkill, collect 10 miles
Gate No. 5--29-1/2 miles W from Schuylkill, collect 10 miles
Gate No. 6--40 miles W from Schuylkill, collect 10 miles
Gate No. 7--49-1/2 miles W from Schuylkill, collect 10 miles
Gate No. 8--58-1/8 miles W from Schuylkill, collect 5 miles
Gate No. 9--Witmer's Bridge, collect 61 miles."

There is also in the same journal, bearing date January 22, 1796, the following notice:

"Sec. 13. And be it further enacted, by authority of aforesaid, that no wagon or other carriage with wheels the breadth of whose wheels shall not be four inches, shall be driven along said road between the first day of December and the first day of May following in any year or years, with a greater weight thereon than two and a half tons, or with more than three tons during the rest of the year; that no such carriage, the breadth of whose wheels shall not be seven inches, or being six inches or more shall roll at least ten inches, shall be drawn along said road between the said day of December and May with more than five tons, or with more than five and a half tons during the rest of the year; that no carriage or cart with two wheels, the breadth of whose wheels shall not be four inches, shall be drawn along said road with a greater weight thereon than one and a quarter tons between the said first days of December and May, or with more than one and a half tons during the rest of the year; no such carriage, whose wheels shall be of the breadth of seven inches shall be driven along the said road with more than two and one half tons between the first days of December and May, or more than three tons during the rest of the year; that no such carriage whose wheels shall not be ten inches in width shall be drawn along the said road between the first days of December and May with more than three and a half tons, or with more than four tons the rest of the year; that no cart, wagon or carriage of burden whatever, whose wheels shall not be the breadth of nine inches at least, shall be drawn or pass in or over the said road or any part thereof with more than six horses, nor shall more than eight horses be attached to any carriage whatsoever used on said road, and if any wagon or other carriage shall be drawn along said road by a greater number of horses or with a greater weight than is hereby permitted, one of the horses attached thereto shall be forfeited to the use of said company, to be seized and taken by any of their officers or servants, who shall have the privilege to choose which of the said horses they may think proper, excepting the shaft or wheel horse or horses, provided always that it shall and may be lawful for said company by their by-laws to alter any and all of the regulations here contained respecting burdens or carriages to be drawn over the said road and substituting other regulations, if on experience such alterations should be found conducive of public good."

There were regular warehouses or freight stations in the various towns through which the Lancaster Pike passed, Mr. Witmer leaves record, where experienced loaders or packers were to be found who attended to filling these great curving wagons, which were elevated at each end and depressed in the centre; and it was quite an art to be able to so pack them with the various kinds of merchandise that they would carry safely, and at the same time to economize all the room necessary; and when fully loaded and ready for the journey it was no unusual case for the driver to be appealed to by some one who wished to follow Horace Greeley's advice and "go west," for permission to accompany him and earn a seat on the load, as well as share his mattress on the barroom floor at night by tending the lock or brake. Mr. Witmer was told by one of the largest and wealthiest iron masters of Pittsburg that his first advent to the Smoky City was on a load of salt in that capacity.

"In regard to the freight or transportation companies," continues the annalist, "the Line Wagon Company was the most prominent. Stationed along this highway at designated points were drivers and horses, and it was their duty to be ready as soon as a wagon was delivered at the beginning of their section to use all despatch in forwarding it to the next one, thereby losing no time required to rest horses and driver, which would be required when the same driver and horses took charge of it all the way through. But, like many similar schemes, what appeared practical in theory did not work well in practice. Soon the wagons were neglected, each section caring only to deliver it to the one succeeding, caring little as to its condition, and soon the roadside was encumbered with wrecks and breakdowns and the driver and horses passed to and fro without any wagon or freight from terminal points of their sections, leaving the wagons and freight to be cared for by others more anxious for its removal than those directly in charge. So it was deemed best to return to the old system of making each driver responsible for his own wagon and outfit.

"A wagoner, next to a stagecoach-driver, was a man of immense importance, and they were inclined to be clannish. They would not hesitate to unite against landlord, stage-driver or coachman who might cross their path, as in a case when a wedding party was on its way to Philadelphia, which consisted of several gigs. These were two-wheeled conveyances, very similar to our road-carts of the present day, except that they were much higher and had large loop springs in the rear just back of the seat; they were the fashionable conveyance of that day. When one of the gentlemen drivers, the foremost one (possibly the groom), was paying more attention to his fair companion than his horses, he drove against the leaders of one of the numerous wagons that were passing on in the same direction. It was an unpardonable offense and nothing short of an encounter in the stable yard or in front of the hotel could atone for such a breach of highway ethics. At a point where the party stopped to rest before continuing their journey the wagoners overtook them and they immediately called on the gentleman for redress. But seeing a friend in the party they claimed they would excuse the culprit on his friend's account; the offending party would not have it so, and said no friend of his should excuse him from getting a beating if he deserved it, and I have no doubt he prided himself on his muscular abilities also. However it was peaceably arranged and each pursued his way without any blood being shed or bones broken. That was one of the many similar occurrences which happened daily, many not ending so harmlessly.

"The stage lines were not only the means of conveying the mails and passengers, but of also disseminating the news of great events along the line as they passed. The writer remembers hearing it stated that the stage came through from Philadelphia with a wide band of white muslin bound around the top, and in large letters was the announcement that peace had been declared, which was the closing of the second war with Great Britain, known as the War of 1812. What rejoicing it caused along the way as it passed!"

The taverns of this old turnpike were typical. Of them Mr. Moore writes:

"Independent of the heavy freighting, numerous stage lines were organized for carrying passengers. As a result of this immense traffic, hotels sprung up all along the road, where relays of horses were kept, and where passengers were supplied with meals. Here, too, the teamsters found lodging and their animals were housed and cared for over night. The names of these hotels were characteristic of the times. Many were called after men who had borne conspicuous parts in the Revolutionary War that had just closed--such as Washington, Warren, Lafayette, and Wayne, while others represented the White and Black Horse, the Lion, Swan, Cross Keys, Ship, etc. They became favorite resorts for citizens of their respective neighborhoods, who wished at times to escape from the drudge and ennui of their rural homes and gaze upon the world as represented by the dashing stages and long lines of Conestoga wagons. Here neighbor met neighbor--it was the little sphere in which they all moved, lived and had their being. They sipped their whisky toddies together, which were dispensed at the rate of three cents a single glass, or for a finer quality, five for a Spanish quarter, with the landlord in, was asked; smoked cigars that were retailed four for a cent--discussed their home affairs, including politics, religion and other questions of the day, and came just as near settling them, as the present generation of men, that are filling their places, required large supplies and made convenient home markets for the sale of butter, eggs, and whatever else the farmers had to dispose of."

In our history of the Cumberland Road the difference between a wagonhouse and a tavern was emphasized. Mr. Witmer gives an incident on the Lancaster Turnpike which presents vividly the social position of these two houses of entertainment: "It was considered a lasting disgrace for one of the stage taverns to entertain a wagoner and it was sure to lose the patronage of the better class of travel, should this become known. The following instance will show how carefully the line was drawn. In the writer's native village, about ten miles east of this city [Lancaster], when the traffic was unusually heavy and all the wagon taverns were full, a wagoner applied to the proprietor of the stage hotel for shelter and refreshment, and after a great deal of consideration on his part and persuasion on the part of the wagoner he consented, provided the guest would take his departure early in the morning, before there was any likelihood of any aristocratic arrivals, or the time for the stage to arrive at this point. As soon as he had taken his departure the hostlers and stable boys were put to work to clean up every vestige of straw or litter in front of the hotel that would be an indication of having entertained a wagoner over night!"

The later history of the turnpike has been sketched by Mr. Moore as follows:

"The turnpike company had enjoyed an uninterrupted era of prosperity for more than twenty-five years. During this time the dividends paid had been liberal--sometimes, it is said, exceeding fifteen per cent of the capital invested. But at the end of that time the parasite that destroys was gradually being developed. Another, and altogether new system of transportation had been invented--a railroad--and which had already achieved partial success in some places in Europe. It was about the year 1820 that this new method of transportation began to claim the serious attention of the progressive business men throughout the state. The feeling that some better system than the one in use must be found was fed and intensified by the fact that New York State was then constructing a canal from Albany to the lakes; that when completed it would give the business men of New York City an unbroken water route to the west....

"With the completion of the entire Pennsylvania canal system to Pittsburg, in 1834, the occupation of the famous old Conestoga teams was gone.[18] The same may also be said of the numerous lines of the stages that daily wended their way over the turnpike. The changes wrought were almost magical. Everyone who rode patronized the cars; and the freight was also forwarded by rail. The farmers, however, were not ruined as they had maintained they would be. Their horses, as well as drivers, were at once taken into the railway service and employed in drawing cars from one place to another. It was simply a change of vocation, and there still remained a market for grain, hay, straw and other produce of the farm.

"The loss sustained by the holders of turnpike stock, however, was immeasurable. In a comparative sense, travel over the turnpike road was suspended. Receipts from tolls became very light and the dividends, when paid, were not only quite diminutive, but very far between.

"The officers of the Pennsylvania Railroad Company have always been noted for their foresight, as well as shrewdness in protecting the business interests of their organization--and none have given more substantial evidence of these traits than its present chief officer, Mr. Alexander Cassatt. In the year 1876 the horse cars had been extended as far west as the Centennial buildings and it became apparent in a year or two thereafter that they might be still further extended over the turnpike in the direction of Paoli and thus become an annoying competitor for the local travel, which had been carefully nurtured and built up by the efforts of the railroad company. Under the leadership of Mr. Cassatt a company was organized to purchase the road. When all the preliminaries had been arranged a meeting of the subscribers to the purchasing fund was held on the twentieth day of April, 1880. The turnpike was purchased from Fifty-second Street to Paoli, about seventeen miles, for the sum of twenty thousand dollars. In the following June a charter was secured for the 'Lancaster Avenue Improvement Company,' and Mr. Cassatt was chosen president. The horse railroad was thus shut off from a further extension over the old turnpike. The new purchasers rebuilt the entire seventeen miles and there is today probably no better macadam road in the United States, nor one more scrupulously maintained than by 'The Lancaster Avenue Improvement Company.' Some parts of the turnpike road finally became so much out of repair that the traveling public refused to longer pay the tolls demanded. This was the case on that portion of the road lying between Paoli and Exton, a distance of some eight and a half miles. It traversed parts of the townships of Willistown and East and West Whiteland, in Chester County and upon notice of abandonment being served in 1880 upon the supervisors of these townships, those officials assumed the future care of the road. The turnpike was also abandoned from the borough of Coatesville to the Lancaster County line, a distance of about eight and one-half miles. This left only that portion of the turnpike lying between Exton station and the borough of Coatesville, a distance of some ten miles, under control of the old company, and upon which tollgates were maintained. The road was in a wretched repair and many persons driving over it refused to pay when tolls were demanded. The company, however, continued to employ collectors and gather shekels from those who were willing to pay and suffering those to pass who refused.

"Thus the old company worried along and maintained its organization until 1899, when the 'Philadelphia and West Chester Traction Company,' made its appearance. This company thought it saw an opportunity to extend the railroad west over the turnpike at least as far as Downingtown, and possibly as far as the borough of Coatesville. Terms were finally agreed upon with the president of the Turnpike Company, and all the rights, titles and interests in the road then held by the original Turnpike Company, and which embraced that portion lying between Exton and the borough of Coatesville, were transferred to Mr. A. M. Taylor, as trustee, for ten dollars per share. The original issue was twelve hundred shares. It was estimated that at least two hundred shares would not materialize, being either lost or kept as souvenirs. The length of the road secured was about ten miles. The disposition of the old road may be enumerated as follows:

SOLD

To Hestonville Railroad 3 $10,000
To Lancaster and Williamstown Turnpike Company 15 10,000
To Lancaster Avenue Improvement Company 17 20,000
To A. M. Taylor, trustee (estimated) 10 10,000
-- ------
Total miles sold 45
Total purchase money received $50,000

ABANDONED

Paoli to Exton 8-1/2
Coatesville to Lancaster Company line 8-1/2
------
Total miles abandoned 17

"The distance from Coatesville to Philadelphia, via Whitford, a station on the Pennsylvania Railroad ten miles east of Coatesville, thence to West Chester and over the electric road, is somewhat less than by the Pennsylvania Railroad. Immediately after the purchase, Mr. Taylor announced that it was the intention of his company to extend their road to Downingtown, and, possibly, to Coatesville. But a charter for a trolley road does not carry with it the right of eminent domain. Upon investigation, Mr. Taylor discovered that the Pennsylvania Railroad Company owned property on both sides of the purchased turnpike, and that without the consent of that organization a trolley road could not be laid over the turnpike. He further discovered that at a point west of Downingtown the railroad company, in connection with one of its employees, owned a strip of land extending from the Valley Hill on the north to the Valley Hill on the south. The proposed extension of the trolley road, therefore, had to be abandoned.

"As the turnpike road could not be used by the new purchasers for the purposes intended, it was a useless and annoying piece of property in their hands. A petition has already [1901] been filed in the Court of Quarter Sessions of Chester County looking toward having the road condemned. Judge Hemphill has appointed jurors to view the said turnpike road and fix the damages that may be due the present owners. Whatever damages may finally be agreed upon the county of Chester must pay, and the supervisors of the different townships through which the road passes will thereafter assume its care. This will probably be the last official act in which the title of the old organization will participate. 'Men may come and men may go,' and changes be made both in ownership and purposes of use, but whatever the future may have in store for this grand old public highway, the basic principle will always be: 'The Old Philadelphia and Lancaster Turnpike;' and as such forever remain a lasting monument to the courageous, progressive, and patriotic men whose capital entered into and made its construction possible."

The principal rivals of the macadamized roads were the plank roads. The first plank road in America was built at Toronto, Canada, in 1835-36, during Sir Francis Bond Head's governorship. It was an experiment and one Darcy Boulton is said to have been the originator of the plan.[18*]

In 1837 this method of road-building was introduced into the United States, Syracuse, New York, possessing the first plank road this side the Canadian border. In fifteen years there were two thousand one hundred and six miles of these roads in New York State alone, and the system had spread widely through the more prosperous and energetic states. Usually these roads were single-track, the track being built on the left hand side of the roadway; the latter became known as the "turn-out." The planks, measuring eight inches by three, were laid on stringers, these, in turn, resting on a more or less elaborately made bed. The average cost of plank roads in New York was a trifle less than two thousand dollars per mile. It will be remembered that the Cumberland Road cost on the average over ten thousand dollars per mile in Maryland and Pennsylvania, and three thousand four hundred dollars per mile west of the Ohio River. Its estimated cost per mile, without bridging, was six thousand dollars. It was natural, therefore, that plank roads should become popular--for the country was still a "wooden country," as the pioneers said. It was argued that the cost was "infinitely less--that it [plank road] is easier for the horse to draw upon--and that such a road costs less for repairs and is more durable than a Macadam road.... On the Salina and Central road, a few weeks back, for a wager, a team [two horses] brought in, without any extraordinary strain, six tons of iron from Brewerton, a distance of twelve miles, to Syracuse [New York].... Indeed, the farmer does not seem to make any calculations of the weight taken. He loads his wagon as best he can, and the only care is not to exceed the quantity which it will carry; whether the team can draw the load, is not a consideration...." Such arguments prevailed in the day when timber was considered almost a nuisance, and plank roads spread far and wide.

Few who were acquainted with primitive conditions have left us anything vivid in the way of descriptions of roads and road-making. "The pioneers of our State," wrote Calvin Fletcher, in an exceedingly interesting paper read before the Indiana Centennial Association, July 4, 1900, "found Indian trails, which, with widening, proved easy lines of travel. Many of these afterward became fixtures through use, improvement, and legislation.... Next to the hearty handshake and ready lift at the handspike, where neighbors swapped work at log-rollings, was the greeting when, at fixed periods, all able-bodied men met to open up or work upon the roads. My child-feet pattered along many of the well-constructed thoroughfares of today when they were only indistinct tracings--long lines of deadened trees, deep-worn horse paths, and serpentine tracks of wabbling wagon wheels. The ever-recurring road-working days and their cheerful observance, with time's work in rotting and fire's work in removing dead tree and stump, at last let in long lines of sunshine to dry up the mud, to burn up the miasma, and to bless the wayfarer to other parts, as well as to disclose what these pioneer road-makers had done for themselves by opening up fields in the forests.... To perfect easily and naturally these industries requires three generations. The forests must be felled, logs rolled and burned, families reared, and in most cases the land to be paid for. When this is accomplished a faithful picture would reveal not only the changes that had been wrought, but a host of prematurely broken down men and women, besides an undue proportion resting peacefully in country graveyards. A second generation straightens out the fields at odd corners, pulls the stumps, drains the wet spots, and casting aside the sickle of their father, swings the cradle over broader fields; and even trenches upon the plans of the third generation by pushing the claim of the reaper, the mower and the thresher.... The labor of the three generations in road-making I class as follows: To the first generation belonged locating the roads and the clearing the timber from them. The wet places would become miry and were repaired by the use of logs.... The roots and stumps caused many holes, called chuck holes, which were repaired by using brush and dirt--with the uniform result that at each end of the corduroy or brush repairs, a new mud or chuck hole would be formed in time; and thus until timber and brush became exhausted did the pioneer pave the way for the public and himself to market, to court, and to elections. The second generation discovered a value in the inexhaustible beds of gravel in the rivers and creeks, as well as beneath the soil. Roadbeds were thrown up, and the side ditches thus formed contributed to sound wheeling. Legislation tempted capital to invest and tollgates sprang up until the third generation removed them and assumed the burden of large expenditures from public funds for public benefit.

"And thus have passed away the nightmare of the farmer, the traveller, the mover and the mail-carrier--a nightmare that prevailed nine months of the year.... An experience of a trip from Indianapolis to Chicago in March, 1848, by mail stage is pertinent. It took the first twenty-four hours to reach Kirklin, in Boone County; the next twenty-four to Logansport, the next thirty-six to reach South Bend. A rest then of twenty-four hours on account of high water ahead; then thirty-six hours to Chicago--five days of hard travel in mud or on corduroy, or sand.... In the summer passenger coaches went through, but when wet weather came the mud wagon was used to carry passengers and mail, and when the mud became too deep the mail was piled into crates, canvas-covered, and hauled through. This was done also on the National [Cumberland], the Madison, the Cincinnati, the Lafayette and the Bloomington Roads."

The _corvée_, or required work on the roads of France, has been given as one of the minor causes of the social unrest which reached its climax in the French Revolution. American peasants had no such hardship according to an anonymous rhymester:

Oh, our life was tough and tearful, and its toil was often fearful,
And often we grew faint beneath the load.
But there came a glad vacation and a sweet alleviation,
When we used to work our tax out on the road.

When we used to work our tax out, then we felt the joys of leisure,
And we felt no more the prick of labor's goad;
Then we shared the golden treasure of sweet rest in fullest measure,
When we used to work our tax out on the road.

The macadam and plank roads saw the Indian trail at its widest and best. The railway has had a tendency to undo even such advances over pioneer roads as came in the heyday of macadam and plank roads. We have been going backward since 1840 rather than forward. The writer has had long acquaintance with what was, in 1830, the first turnpike in Ohio--the Warren and Ashtabula Road; it was probably a far better route in 1830 than in 1900. By worrying the horse you can not make more than four miles an hour over many parts of it. One ought to go into training preparatory to a carriage drive over either the Cumberland or the Pennsylvania road across the Alleghenies. As the trail was widened it grew better, but once at its maximum width it was eclipsed as an avenue by the railway and, exceptions aside, has since 1850 deteriorated. Every foot added in width, however, has contained a lesson in American history; every road, as we have said, indicates a need; and the wider the road, it may be added, the greater the need. An expanding nation, in a moment's time, burst westward through these narrow trails, and left them standing as open roadways. Few material objects today suggest to our eyes this marvelous movement. These old routes with their many winding tracks, the ponderous bridges and sagging mile-posts,[19] are relics of those momentous days.