[7] See Appropriation No. 27, in Appendix A.

[8] For specimen advertis.e.m.e.nt for repairs see Appendix B.

[9] The early official correspondence concerning the route of the road shows plainly that it was really built for the benefit of the Chillicothe and Cincinnati settlements, which embraced a large portion of Ohio's population. The opening of river traffic in the first two decades of the century, however, had the effect of throwing the line of the road further northward through the capitals of Ohio, Indiana, and Illinois. Zane's Trace, diverging from the c.u.mberland Road at Zanesville, played an important part in the development of southwestern Ohio, becoming the course of the Lancaster and Maysville Pike. See _Historic Highways of America_, vol. xi.

[10] See Appropriation No. 14, in Appendix A.

[11] See Appropriations Nos. 20 and 21, in Appendix A.

[12] _Private Laws of the United States_, May 17, 1796.

[13] _Springfield Pioneer_, August 1837; also _Ohio State Journal_, August 8, 1837.

[14] Harriet Martineau's _Society in America_, vol. i, p. 17.

[15] Wabash-Erie, Whitewater, and Indiana Central Ca.n.a.ls and the Madison and Indianapolis Railway. Cf. At.w.a.ter's _Tour_, p. 31.

[16] _Illinois in '37_, pp. 766-767. This was probably pa.s.senger and freight traffic as the mails went overland from the very first, until the building of railways.

[17] _Ohio State Journal_, January 8, 1836.

[18] _Laws of Pennsylvania_ (pamphlet), p. 500.

[19] See Appropriation No. 27, in Appendix A.

[20] _Laws of Ohio_, XXIX, p. 76. For specimen advertis.e.m.e.nt for bids for erection of tollgates in Ohio see Appendix D.

[21] _Laws of Pennsylvania_ (pamphlet), p. 419.

[22] _Id._, p. 523.

[23] _Id._, p. 477.

[24] _Laws of Ohio_, x.x.xIV, p. 41; XXV, p. 7.

[25] _Id._, XXIII, p. 447.

[26] _Id._, XLIII, p. 89.

[27] _Laws of Pennsylvania_ (pamphlet), p. 477.

[28] _Laws of Ohio_, XLIII, p. 140.

[29] _Id._, LVIII, p. 140.

[30] _Laws of Pennsylvania_ (pamphlet), p. 500.

[31] _Laws of Ohio_, XXVI, p. 41.

[32] _Id._

[33] Concerning the celerity of opening the road after the completion of contracts, Captain Weaver, Superintendent in Ohio, made the following statement in his report of 1827:

"Upon the first, second and third divisions, with a cover of metal of six inches in thickness, composed of stone reduced to particles of not more than four ounces in weight, the travel was admitted in the month of June last. Those divisions that lie eastward of the village of Fairview together embrace a distance of very nearly twenty-eight and a half miles, and were put under contract on the first of July, and first and thirty-first of August, 1825. This portion of the road has been, in pursuance of contracts made last fall and spring, covered with the third stratum of metal of three inches in thickness, and similarly reduced. On parts of this distance, say about five miles made up of detached pieces, the travel was admitted at the commencement of the last winter and has continued on to this time to render it compact and solid; it is very firm, elastic and smooth. The effect has been to dissipate the prejudices which existed very generally, in the minds of the citizens, against the McAdam system, and to establish full confidence over the former plan of constructing roads.

"On the first day of July, the travel was admitted upon the fourth and fifth divisions, and upon the second, third, fourth, and fifth sections of the sixth division of the road, in its graduated state. This part of the line was put under contract on the eleventh day of September, 1826, terminating at a point three miles west of Cambridge, and embraces a distance of twenty-three and a half miles. On the twenty-first of July the balance of the line to Zanesville, comprising a distance of a little over twenty-one miles, was let."

[34] _Laws of Pennsylvania_ (pamphlet), p. 419.

[35] _Laws of Ohio_, XXVI, p. 41; _Laws of Pennsylvania_ (pamphlet), p.

102.

[36] _Id._, XXVI, p. 41.

[37] Tolls for 1845 were based on number of horses, each additional horse being taxed about .20. Tolls for 1900 (in Franklin County) were practically identical with tolls of 1845.

[38] _Laws of Ohio_, x.x.x, p. 321.

[39] _Id._, x.x.x, p. 8.

[40] _Id._, x.x.xIV, p. 111.

[41] _Id._, XLIII, p. 89.

[42] _Laws of Pennsylvania_ (pamphlet), pp. 534, 164, 430-431.

[43] _Laws of Ohio_, x.x.xV, p. 7.

[44] _Laws of Pennsylvania_ (pamphlet), p. 353.

[45] _Laws of Ohio_, x.x.x, p. 8.

[46] _Id._, XXIX, p. 76.

[47] _Id._, x.x.x, p. 8.

[48] _Id._, x.x.x, p. 7.

[49] _Id_., x.x.xII, p. 265; x.x.x, p. 7.

[50] Searight's _The Old Pike_, p. 298.

[51] _Id._, pp. 362-366.

[52] _Id._, pp. 367-370.

[53] _Laws of Ohio_, LII, p. 126.

[54] _Id._, LVI, p. 159.