20th Congress, [Doc. No. 125.] Ho. of Heps. 1st Session. War Dept. NATIONAL ROAD— WASHINGTON TO NEW ORLEANS. . * t 1 ■ - FROM THE SECRETARY OF WAR, TRANSMITTING A REPORT OF THE CHIEF ENGINEER, ACCOMPANIED BT Report upon the Reconnoissance of a Route, across the Cum beiland Mountain, of the National Road CONTEMPLATED FROM WASHINGTON TO NEW ORLEANS, AND A MAP OF THE COUNTRY BETWEEN THOSE TWO CITIESn January 30, 1828. Read, and laid upon the table. February 7, 1828. Referred to the Committee of the Whole House to which is committed the bill [No. 44", to regulate the laying out and making a National Road from the City of Washington-, in the District of Columbia, to New Orleans, in the State of Louisiana, WASHINGTON : ='TfTVTED BY GALES if SEATOV. 1328. [Doc. No. US.] 3 War Department, January 30, 1828* Sir : I have the honor to transmit, herewith, a report of the Chie£ Engineer of this date, accompanied by a report upon the reconnoissance of a route, across the Cumberland Mountains, of the National Road contemplated from Washington to New Orleans, and a map of the country between these two cities, in compliance with so much of the resolution of the House of Representatives, of the l6th instant, as re- lates to that subject. This report and map being originals, it is respectfully requested that they may be returned to this Department, after having served the purpose for which they are intended. I have the honor to be, sir, Very respectfully, Your obedient servant, JAMES BARBOUR Hon. Andrew Stevenson, Speaker of the House of Representatives* 5J 1 «N2 \JDoc. No. 125.] Engineer Department, January 30, 1828. Sir : In obedience to your directions to furnish the information called for by a resolution of the House of Representatives, of the 16th instant, directing "the Secretary of War to communicate to the House a report of the examination, made by the United States' Engi- neers, of the Muscle Shoals, in Tennessee river, with a view to the practicability of removing the obstructions to the navigation thereof, or of the construction of a canal around the same ; and, also, a report of the examination, by the Engineers, of a branch af the western route of a National road from Washington to New Orleans, through West Tennessee, North Alabama, and the States of Mississippi and Louisiana I have the honor to present, herewith, the report upon the reconnoissance of a route across the Cumberland Mountain, of the National road contemplated from Washington to New Orleans, with a map of the country between these two cities, exhibiting, not only the route tinder consideration, but, also, those examined in 1825, and reported upon in April, 1 826. The report on the examination of the Muscle Shoals, in Tennessee river, is in progress, and, as soon as completed and received by this Department, will be submitted as di- rected. Respectfully submitted. ALEX. MACOMB, Maj. Gen. Chie f Eng. Hon. James Barbour, Secretary of War. REPORT Upon the Reconnoissance of a Route across the Cumberland Mountains, of the National Road contemplated from Washington City to New Orleans* Washington City, January 26, 1828. In conformity with instructions under date of the 28th of Febru- ary, 1825, the Board of Internal Improvement reported, in April, 1826, on three distinct routes which might be followed by a National Road, having for its object to establish a communication between Washington City and New Orleans. The present report, relating to the same object, contains, agreeably to instructions dated March !2th, 1827, the results of the reconnoissance of a fourth route destin- [Doc. No. 125.] ed also to establish the contemplated communication between Wash- ington and New Orleans. This fourth route may be considered as a deviation of the western route examined in 1825, and crossing the Blue Ridge at Rockfish Gap, or some other convenient pass. It will, indeed, coincide with this western route on a distance of 491 miles ; that is to say, from Washington to Knoxville ; but, from this place to New Orleans, it wiH, instead of continuing through East Tennessee, cross the Cum- berland Mountains, and strike the Mississippi at Baton Rouge, alter having passed by Huntsville, (Alabama,) Columbus and Jackson, (Mississippi.) From Baton Rouge, (Louisiana,) to New Orleans, this route will run along the left side of the Missisippi, and follow the Le- vee road. We shall observe that the roads and by-roads travelled by the Board, are those which seemed to *be nearer to the direction w hich was to be examined : they were followed only with a view to keep, as much as practicable, within the route under consideration. There- tore, they are not presented in this report as sections through which a road ought to be finally and strictly located. The reconnoissance fit those roads and by-roads has been made only to furnish the. gene- ral informations upon which a comparison could be made between the several routes, which compete to fulfil the contemplated national ob- ject. The final location of a road, in the direction of the route select- ed by Government, ought to be the result of previous accurate sur- veys, and minute investigations of the ground. In order to condense and render more intelligible the details and facts relative to the route now under consideration, they have been arranged and classed by means of an itinerary table annexed to the present report. This order, which has also been used in the report re- lating to the three routes examined in 1825, besides facilitating the comparison -of one route with another, will present the facts in a more comprehensive form, and relieve the text from their tedious descrip- tion. This itinerary table exhibits, under separate heads : 1st. The suc- cessive stations travelled each day : 2d. The general course of the section of road travelled each day : 3d. The geological formation : 4th. The face of the country : 5th, The nature of the soil: 6th. The kind of the natural products : 7th. The nature of the growth of tim- ber : 8th. The water courses crossed by the road : 9th. The length of bridges they will require t 10th. The length of causeways across the valleys, and of those across swamps and low grounds : 1 1th. The graduation of tjie roads travelled, showing how many miles at 2° and under; how many at 3° and above 2* ; how many at 4° and above 3° : 12th. The designation of the States and counties crossed by the roads travelled by the Board : 13th. The white, colored, and whole popu- lation of each county : 14th. The successive distances from one sta- tion to another ; that from Washington City to each station. We shall make, upon these heads, some observations as to the ob- jects to which they have reference: By general course, we mean that [Doc. No. 125.] 1 followed by the road in the main part of its whole distance, abstract- edly of the portions of it which deviate from the general direction. The geological formation is given, in order to show the nature of the materials of which the road may he constructed ^ and these materials are indicated under the same heads. When the route passes from one formation to another, it has not been deemed necessary to fix upon the exact line w here one formation ceases and another commences. This degree of precision would have heen useless, and would have led us into researches foreign to our object. The face of the country is given only to present a general idea of the facilities or difficulties which may occur in graduating the road. The nature of the soil will serve to anticipate the amount of population which the country might hereafter support. The length of the bridges will indicate the width of the water courses crossed by the road, and the length of the cause- ways, the breadth of their respective valleys. It must be observed that the bridges and causeways referred to in the tables, are not,, identically, those which will be established in consequence of further and accurate surveys : nevertheless, as the final road will cross, ge- nerally, the same streams and the same valleys as those of the roadis followed by the Board, we think that there will not be a great differ- ence between the total length of bridges and causeways on these roads, and that which ulterior surveys will determine. It must also be observed, that no mention is made of those sections where it will be- come necessary to have the road thrown up, either to be out of reach of accidental inundations caused by rain, or to keep above the level of ground of a sinking and damp nature. The graduation presented by the table belongs to the roads followed by the Board. The popula- tion is taken from the census of J 820. The States and counties there- in designated, are those crossed by the roads travelled by the Board. The distances have been computed from the best informations which could be procured. The map annexed to this report, is the engraved map which accon> panied the printed report of April, 1826, and which had been reduc- ed from the large map joined to the manuscript report. This civ- graved map exhibits the four routes examined from Washington to New Orleans. Its scale is 50 miles to one inch and a half. The western route, under consideration, on leaving Georgetown, (District of Columbia) is carried in the direction of Rockfish Gap — where (or at some other convenient place) it would cross the Blue Ridge ; thence, to the sources of the Shenandoah. It proceeds, after- wards, to the head-waters of the Holston, intersecting, in its coarse, successively, the head branches of James, Roanoke, and Great Kenha- wa rivers. It follows the valley of the Holston, and crosses, at Kings- ton, Clinch river, one of the main upper branches of the Tennessee.. Thence, it winds through the Cumberland mountains, reaches again the Tennessee, at the head of the Muscle Shoals ; and, from this point, it takes its course to Columbus, where it crosses Tombeckbee river. From Columbus to Baton Rouge, the route runs on the summit ground which divides the streams emptying into the Gulf, from those which ft LDoc. No. 125. j are tributary to the Mississippi ; and, from Baton Rouge to New Orleans, it follows the Levee road, along the left side of the Missis- sippi. From Washington to New Orleans, the route passes, in succession, on the following geological formations : From Washington to Rockfish Gap, - Primitive, 144 miles Rockfish Gap to Seven Miles ford, Transition, 192 Seven Miles ford to 12 miles further Than Russelsville, - - Secondary, 454 12 miles further than Russelsville to Harris, - Primitive, 183§ Harris to Jackson, - - Second ary, 34 h Jackson to Baton Rouge, - - Alluvial, 1621 Baton Rouge to New Orleans, - Fluvial deposite, 11 %■ Total distance .■ - - 1,232$ miles From these geological features, it may be inferred that, from Wash- ington city to Harris, (Mississippi) that is to say, on a distance of about 975? miles, the country, along the direction of the route, will afford materials to make a substantial road ; and that, on the 309 re- maining miles, from Harris to New Orleans, the country is deprived, generally, of any kind of . ock. The itinerary table, here annexed, indicates the nature of the materials found along each section of the route. This table, as also the foregoing statement, shows that the route un- der consideration passes, in succession, over all kinds of formations ; and therefore traverses a greater variety of soils than the eastern and middle routes, examined in 1825. On the 144 first miles, the soil is composed of clay and sand, but the former predominates. Oak and chesnut arc the general growth of timber. On the succeeding 192 miles, the soil is formed of strong and compact limestone clay ; oak and hickory predominate. The soil, on the 454 following miles, is chiefly a rich limestone clay, of various colors, red, yellow, white, and generally covered with a very rich mould. Some tracts, howev- er, arc sandy ; oak, hickory, and maple, are the main growth of trees. On the 183£ succeeding miles, the soil is composed of sand and clay, the former predominating ; pine and oak, the general growth of tim- ber. The soil, on the 34 h next miles, is chiefly limestone clay ; oak is the main growth of trees. On the 162£ following miles, the soil is sand and clav — the sandy tracts more extensive than those of clay ; pine and oak are the chief growth of trees, but pine predominates. Finally, the soil on the 112 last miles, is the rich flat bottom of the Mississippi, covered with sugar and cotton plantations; red oak, live oak, cypress, are the general growth of timber. The face of the country, in the direction of the route, opposes no great obstacles to the trace of a road with a proper graduation ; and, -with regard to this object, the examination affords the following ap- proximate results : three-sixths of the whole distance at two degree? l)oc. 125— Sig. 2. Jtpproximatively. Jlpproximalivcly. Quality of soils traversed by the route- General growth of timber. Total length of Bridges. Total length of cause- ways. Gradation. Population. Distance from Wash- ington to N- Orleans, from tlie summary of reconnoissance. Extent through- out which mate- rials can general- ly be procured. Extent through- out which there will be a scarci- ty of materials. 3" 4° White. Colored. Tot a Eastern Route. 240 miles 896 miles Rich in the bottoms of the valleys, but sandy in the intermediate parts. The predominating growth is pine. Miles. Yds. 6 626 Miles. Yds. 35 586 Miles. 7351 Miles. 2923 Miles. 1403 202,430 Probable 1 Of which \ 3° and i 210,284 istance at 2° and 1 ibove 2°. 412,714 nder ; | at 1,169 miles 1,136 miles Middle Route. 752 miles 354 miles From Washington to the Chatahouchie river, rich in the valleys, clayey in the intermediate parts. The growth is oak. From the Chatahouchie to New Orleans, rich in the valleys, but sandy in the in- termediate parts. The growth is prin- cipally pine. 5 1,473 39 356 714 324 166 262.335 | 164,632 | 426,967 Probable distance Of which 4 at 2°, and under; f at 3°, and under 2°. 1,204 miles 1,106 miles Western Route lliron^li East Tennessee. 782 miles 358 miles From Washington to the Cahawba river, rich in the valleys, clayey anil good quality in the intermediate parts. The oak and hickory predominate. From Cahawba to New Orleans, the val- leys and prairies productive ; the parts intermediary, unproductive. Pine and oak general growth. 3 953 24 1,211 662 339 1461 204,295 | 107,899 1 312,194 Probable distance Of which 4 at 2°, and under; and \ at 3°, and above 2°. 1,147} mis. 1,140 miles Western Route through Witt Tennessee. 973 miles S09 miles 144 first miles, clay and sand : oak and hickory. 646 following, rich limestone clay ; oak and hickory, 183i do. sand and clay ; pine and oak. 34i do. limestone clay ; oak. 162| do. sand and clay ; pine and oak. 1 12 last miles, rich sugar laud ; red and live oak and cypress. 4 1,421 17 1,086 6831 3731 250,739 | 148,65.6 | 399,395 Probable distance Of which 4 at 2", and under; { at 3°, and above 2°. 1,2821 nils. 1,282 mile- Digitized by the Internet Archive in 2013 http://archive.org/details/nationalroadwashOOunit [Doc. No. 125.] 9 and under ; two-sixths at tlrree degrees, and above two degrees ; one- sixth at tour degrees, and above three degrees. It is true, that, in locating a road in this direction, Spencer's Hill, (Bledsoe county, Tennessee,) and the Little and big Bear creeks, (Franklin county, Alabama,) will require an increase of distance, in order to obtain an easy graduation ; but, by means of accurate surveys and minute in- vestigations of the ground, these main obstacles will be overcome. The remark A, placed at the end of the itinerary table, shows that the crossing of Spencer's Hill might be either improved or partially avoided. However, taking into consideration these obstacles, and the crossing, in succession, of the Blue Ridge, Chesnut's Hill, and the Cum- berland Mountains, it is not probable that, with a distance of less than 1,282 miles, we could obtain a graduation of five-eighths at two degrees and under ; and three-eightbs at three degrees, and above two degrees. Therefore, we assume 1,282 miles as the probable distance of a road located in the direction of the route examined, and receiv- ing the graduation just pointed out. The summary results of the part of the itinerary table, which are susceptible of being expressed by figures, are as follows : Total length of Bridges. Total length of Causeways. GRADUATION. PO rULATIOW. Distance from Wash- ing to New Orleans. 2° 3° 4° White. Colored Total. Miles. Yds. 4 1,421 Miles. Yds. 17 1,086 Miles. 683$ Miles. 373* Miles. 225* 250,739 148,656 399,395 Miles. 1,282* In order to facilitate the comparison between the route now under consideration, and those examined in 1825, we present here, under the form of a table, the general results which the reconnoissance af- fords in relation to each of the four routes ; and, from these results, we draw the following conclusions : Materials. — The Middle and the Western routes through East Ten- nessee, are about equally provided with materials ; but the Western route, through West Tennessee, is better provided than either. The Eastern route lias the inferiority as to materials. Soil. — The two Western routes may be placed on the same footing as to soil. However, if the last one hundred and twelve miles of rich flat bottom and sugar land, are taken into consideratisn, the route through West Tennessee deserves the preference. The Middle route is inferior to the Western route through East Tennessee, but has the advantage over the Eastern. Bridges. — The Western routes will require less bridging than the Middle and Eastern routes : these two latter about the same. Causewaijs. — The Western route, through West Tennessee, has a decided advantage over the others. The Middle and Eastern routes are greatly inferior to the Western route through East Tennessee. 10 [Doc. No. 125. J Graduation.— It will be obtained with less expense for the Eastern than for the three other routes ; but it will become more expensive for the Western route through West Tennessee, than for the Western route through East Tennessee : the Middle has the advantage over the two Western routes. Population. — The Eastern. Middle, and Western routes through West Tennessee, do not differ much as to the amount of population, which is about one-fourth greater than on the Western route through East Tennessee. The ratio between the white and colored population is, for each route, about as follows : Eastern route - - - - - - ltol Middle route - - - - - - 3 to 2 Western route, (East Tennessee) - - 2 to 1 Western route, (West Tennessee) - - 5 to 3 Distance, — The length of the road, in the direction of the Middle route, will be less than on the other routes ; and, with regard to time, and under the same graduation, we are inclined to give also the pre- ference to the Middle route. Expense. — The expense of solid and durable materials will be about the same, for a substantial construction, for the Middle and two Western routes, taking into consideration the greater length of the Western route, through West Tennessee. As to the Eastern, the four- fifths of its length being deprived of solid materials, its construction, on that distance, could not be of so permanent a nature. For bridging, the expense will be less for the two Western routes, than for the Middle and Eastern ; these two latter, about the same. For causeways, the expense will be much less for the Western route, through West Tennessee, than for the three other routes \ and less for the Western route through East Tennessee, than for the Middle and Eastern routes. _ To obtain for the four routes the same graduation, the expense will be less upon the Eastern, than upon the other routes, and less upon the Middle and Western route through East Tennessee, than upon the other Western route. Respecting the price of labor, it will generally be the same upon the Middle and Western directions ; though, however, less for some sections along the latter, it will be higher along the Eastern. Such are the general aud comparative results, which, after due inves- tigation, appear to us applicable to the four routes examined. It re- mains now, agreeably to our instructions, to submit the considera- tions of internal policy, which, in our humble opinion, seem to belong to these several routes; and to perform this part of our task duly, in reference to the route under examination, we are in the necessity of re- peating much of what has been said on the subject, in the report of 1826, here-above mentioned. Commercial Considerations. In relation to external commerce, it appears to us, that a road from AVashington City to New Orleans, will not afford, as to transporta- tion, advantages of material importance ; for the road will cross, ge- [Doc. No. 125.] 11 ncrally, all the main water courses, through which are effected the operations of external commerce. However, it must 'be remarked, that, whilst the Eastern route cross- es the water courses, at the head of sloop navigation, the Middle route intersects them at the head of boat navigation ; therefore, in ei- ther direction, a road would accommodate the districts through which it passes, for the transportation of their products to the navigable streams. Under this local point of view, the external commerce will become benefitted to a certain extent, by the construction of the road in either of these directions. Though the Western routes do not enjoy, to the same extent, a si- milar advantage, yet their location between the Shenandoah, and the Tennessee, will facilitate the transportation of products towards ei- ther of these rivers. They will also intersect the roads made, or con- templated, to join the heads of navigation of the Great .Kenhawa with those of the Roanoke, James River, and Shenandoah. Respecting the Western route through West Tennessee, we must observe, that, by intersecting the Tennessee at the head of the Muscle Shoals, and touching the Mississippi at Baton Rouge, it will accommodate the districts in the vicinity of these points, by facilitating the transporta- tion of products, to those navigable streams. It must be remarked, that the crossing point on the Tennessee, will become the head of a canal, destined to avoid the obstructions opposed to the navigation, by the Muscle and Colbert's shoals. As to internal commerce, a road in either direction will greatly pro- mote the exchange of agricultural and mineral products ; but on the Middle and both Western routes, the diversity of these products being greater than on the Eastern, a road in the direction of the former, will contribute more than in the direction of the latter, to the develop- ment of internal commerce and industry. Besides, both Western routes, and, more especially, that through West Tennessee, will greatly facilitate the commercial intercourse between the States of Alabama, Tennessee, Maryland, and Pennsylvania, at the season in which the river Ohio is not navigable. The Eastern route connects, generally, from Alexandria to New- Orleans, the most inland ports of exportation and importation, of the Southern States ; we mean the points where ends the navigation by sloops, and commences the ascending navigation by boats : therefore, under the point of view of commercial relations, the road in the direc- tion of the Eastern route, enjoys the exclusive advantage of facilitat- ing the correspondence between our inland importing and exporting marts, from Portland to New Orleans. Accommodation of the Population, In the details presented by the itinerary tables, annexed to this re- port, and to that of 1826, mention is made of the population, only for the counties traversed by each of the routes examined. We must now take into view the population of the States, which will he directly ac- commodated. 12 [Doc. No. 125.] The States traversed, and directly accommodated by the Eastern and Middle routes, will be Virginia ; the population of which is 1,065,366 census of 1820. North t Carolina, do. 638.829 do. South Carolina, do. 502,741 do. Georgia, do. 340,989 do. Alabama, do. 127,901 do. 2,675,826 The States directly accommodated by the Western route, through East Tennessee, will be Virginia, 1,065,366 Tennessee, 422,813 Alabama, 127,901 1,616,080 It must be remarked that this route is central, with respect to Vir- ginia and Alabama, but not to Tennessee. The States directly accommodated by the Western route, through West Tennessee, will be Virginia, 1,065,566 Tennessee, 422,813 Alabama, 127,901 Mississippi, 75,448 Louisiana* 153,407 1,844,935 We must observe, that, Alabama arid Louisiana excepted, all these States are traversed through the middle by this Western route ; which, besides, will branch at Russelville, (Alabama,) with the con- templated road, through the States of Ohio, Kentucky, and Tennes- see, from Zanesville, (Ohio,) to Florence, Tuscumbia, and Russel- ville. From the above statements, we may infer that the Eastern and Mid- dle routes, will, in the present state of things, accommodate a greater population, than either of the Western routes. But, if we are permitted to anticipate the rapid increase of popu- lation, which a variety of rich soils seems to ensure to several exten- sive districts of country, followed by the Western routes, we may perhaps hazard the conclusion, that the advantage now enjoyed by the Eastern and Middle routes, will, in time, gradually diminish. Political Considerations* The political advantages to be derived from a national road, may be reduced to two : to render the population more compact, by short- ening, as to time and distance, the means of communication ; to facili- tate the operations of Government. [Doc. No. 125.] 13 Taking into view the nature of our institutions, and the vast extent of territory over which our increasing population is constantly spreading, no country calls more than our own, for numerous and easy communications. Upon them depend, not only the facilities for com- mercial intercourse, but, also, the preservation, improvement, and equal diffusion of civilization. Our political system of confederate sovereignties, obviates to the difficulties and dangers, which would arise out of a single National Government ; but any thing calculated to facilitate the intercourse be- tween the several States, may be considered as the complement of the system. If common interest and reciprocal advantages, are the strongest bonds of union, between the individual members of a Con- federation, yet natural obstacles and distances, might, in progress of time, give rise to ideas of national individuality. Roads and Canals are strong preventives against such a danger; thus, do we see, that they are amongst the most effectual means, to which wise and provi- dent Governments have resorted, not only to render their population more efficient, but, also, to win the affection of those which either treaties or conquests had placed under their laws. It is to be observed, that, as we progress towards the South, our population becomes less dense and compact ; and, at this day, a vast extent of territory, thinly inhabited, separates the Southern States from those upon the Gulf of Mexico. A road from Washington City to New Orleans, in either of the directions pointed out, would partly remedy that state of things, hy promoting, along its course, numerous and valuable settlements, and by receiving lateral embranchments. As to a more effectual connexion between the sections of country which are separated by natural obstacles, both Western routes enjoy the great advantage, not only to cross the Alleghany, but, also, to ef- fect this passage through the middle of Virginia ; the territory of which, lying on both sides of the chain, is a common link between the Middle, Western, and Southern States. Under the point of view of the administration of Government, the Eastern route possesses the great advantage of passing through the centres of legislative and executive transactions of the Southern States. It will, therefore, in ordinary times, facilitate the transmission of in- formation between the General and State Governments; and, in time of emergency, it will aid in the concert of designs and co-operation, necessary to meet the exigencies. This advantage belongs exclusive- ly to the Eastern route ; though partially enjoyed by the Western route through West Tennessee, on account of its passing within rea- sonable distances from the capitals of Tennessee, Alabama, and through that of the State of Mississippi. Mlitary Considerations. A national road from Washington City to New-Orleans, will afford facilities for a prompt concentration of forces, in case of internal dis- turbances, and for the marching of troops and despatching of muni- ions in case of foreign invasion. Under these points of view, it seems to us that it ought to be chiefly towards the States upon the 14 [Doc. No. 125.] Gulf of Mexico, that the fulfilment of such purposes should he dimm- ed. Indeed, the States. upon the Atlantic, compared, in point of situ- ation, to those upon the Gulf of Mexico, are more contiguous to each other, and nearer to the seat of Government, and to our main Military and Naval establishments; they are also nearer to the "districts of country now possessed of a dense population. As to the States upon the Gulf, their vicinity to the West India Islands; the comparative in- considerable forces of their own, which they are able to concentrate in a given time ; the kind of population they must watch closely at home ; their remoteness from the inland States on which they depend for as- sistance ; and, finally, the great importance of their preservation, as possessing the main outlets of our Western regions, are as many strong motives to direct, more particularly, towards the security of these States, the military advantages to be derived from the national road under consideration. Under such an impression, we must observe that Tennessee and Kentucky, having, as inland States, no frontier of their own to defend, are more disposable than ttiose of South Carolina and Georgia to lend a prompt and efficient assistance, in case of sudden emergency, to the States of Alabama, Louisiana, and to our Naval establishment at Pensacola. We must also take into view, that, owing to commer- cial intercourse, the Western States generally are more vitally con- cerned than the Southern Spates on the Atlantic, in the defence of our maritime frontier on the -Gulf of Mexico. We are, therefore, led to believe, that, in a military point of view, either of the Western routes will fulfil more important requisites than the Middle or East- ern route. .Respecting the two Western routes, that through West Tennessee will, morn than the. other, facilitate the concentration of troops march- ing from those inland States from which is to be expected an imme- diate assistance. Besides, striking the Mississippi at Baton Rouge, -this Western route reaches, at a convenient distance from the field of action, our Military depot on that frontier, and the position at the head of the delta of the Mississippi. The Western route through East Tennesssee does not enjoy similar military advantages, and its crossing the Lake Pontchartrain cannot be considered as exempt from some inconvenience, in regard to the defence of New Orleans. How- ever, this route intersects Pearl river not far below New Columbia, (Mississippi) a position which is central in relation to Baton Rouge, New Orleans, Mobile, and, we might add, Pensacola; therefore, these three last points will be more equally distant from succours by this route, than they would if the route had its direction to Baton Houge. \ Transportation of the Mail. , In order that a national road from Washington to New Orleans should procure to the transportation of the mail the greatest advan- tages, it does not suffice that it should be travelled over in the shortest time, and at the least possible expense; but it must also accommo- date, laterally to its direction, the greatest extent possible of territo- ry. L u'Jgr this point of view, if the Western routes are not as ecu [Doc. No. 125.] 15 tral as the ethers, in relation to the States they traverse, they have the advantage to be more central in regard to the States taken to- gether, and comprehended between the Atlantic on the East, and the Ohio and Mississippi on the West. As to the time necessary to perform the journey from Washington to New Orleans, we have already expressed that we were inclined to« give the preference to the Middle route. Respecting the expenses of transportation, they w ill be greater for the Eastern than for the Middle ; and less for the two Western routes than for the Middle, if we do not take into consideration the excess of length of the Western route through West Tennessee. But, as stuck? an excess will increase the expenses, the Middle and Western routes through East Tennessee have the advantage over the others, and the latter deserves the preference, more especially as to the cheapness of horses and forage. As to travellers, they will be better and more cheaply accommo- dated upon the Middle and Western routes than upon the Eastern. It is proper to remark in favor of the Western route through East Tennessee, that it passes not far below r New Columbia, (Mississippi) which, as a distributing office, is most conveniently located in rela- tion to Natchez, St. Francisville, Baton Rouge, New Orleans, Mo- bile, and even Pensacola. Such are the main considerations of internal policy, which appear to us to be applicable to a National Road from Washington to New Orleans, and which might have weight in the selection of one of the routes investigated. We beg leave to present here their summary : Commerce. — The Eastern route will enjoy the exclusive advantage of facilitating the commercial correspondence between our inland ex- porting and importing marts. The Middle and Western routes will contribute more than the Eastern, to the development of internal com- merce and industry. •Accommodation of Population, — The Eastern and Middle routes will, in the present state of things, accommodate a greater population than the two Western routes ; but taking into view, and by anticipation, the increase of population, the four routes ought, perhaps, to be placed on the same footing. Political considerations. — The Eastern route has the advantage to pass by the Seats of Government of Ihe Southern States ; the West- ern routes, by crossing the chain of mountains which separates the Western from the Southern States, will afford an important connexion between those States. War. — Through either Western routes,, greater and more immedi- ate assistance will be afforded, in times of emergency, to our maritime frontier on the Gulf, than through the other routes. In relation to the defence of Louisiana only, the Western route through West Tennessee is entitled to preference ; but, in reference to the defence of the sea- board from Pensacola to the outlets of the Mississippi, the Western route through East Tennessee is more eligible. Transportation of the Mail — As to time, we are inclined to believe that the Middle route has the advantage over the others: as to ex- 16 [Doc. No. 125.] pense, it will be less upon the Middle, and more especially, upon tht Western route through East Tennessee, than upon the others. Having thus investigated, to the best of our abilities, the points upon which, in our opinion, might rest the selection of the most suita- ble route for a National Road from Washington City to New Orleans, it would remain, in strict conformity to our instructions, to recom- mend which of the routes ought to be preferred. But, if certain ad- vantages pointed out in this report can be expressed by figures to help in the comparison, yet the others, being of a moral kind, arc -susceptible of receiving, individually, unequal weight from different minds; and if to this difficulty is added that of comparing moral with physical advantages, we must candidly acknowledge that we cannot, without presumption, attempt to draw a conclusion as to the route which is entitled to the preference. We shall, however, beg leave to remark that the difficulty of mak- ing a choice arises from a diversity of important advantages, many of which belong exclusively to one of the routes ; and hence the im- possibility to find a route which could be possessed, . collectively, of all the advantages presented, separately, by the others. Were the object to be limited to a connexion of Washington with New Orleans, and to the accommodation alone of these two cities, one Single road then would suffice. But, were the object directed towards a general system of roads through the Union, it would becotne necessary to ful- fil the main requisites expected from such a system. The foregoing investigations siiow positively that one road could not alone, in relation to the extensive region of country between the Gulf of Mexico and the Chesapeake, accomplish all the national purposes to be attained. Two roads, then, would become indispensable : one on the eastern, the other on the western side of the chain of mountains ; and, by adopting for each of them the mode of construction suitable to its pe- culiar object, the expense would likely prove inconsiderable, when compared to the many valuable advantages which would result from having two roads from the Seat of the General Government to New- Orleans, or rather from the C hesapeake to the Gulf of Mexico. We close up this report by referring to the report made in April, 1826, for the suggestions submitted in relation to the ultimate sur- veys of the road adopted, to its mode of construction, and to its re- pairs ; and by asking leave to insist again on the expediency of not undertaking, in a regular order of succession, the several sections of the road, but to commence, at first, the execution of those parts which, in the present state of tilings, oppose the greatest obstacles to trans- portation : such as the crossing of streams, of flat bottoms, and of swamps, the steep ascents and descents, and any other parts offering serious impediments. All which is very respectfully submitted. BERNARD, Brig. Qai. Member of the Board of Internal Improvement* WILLIAM TELL POUSS1N, Capt. Top. Eng. Assistant to the Boara\ Doc. 125— Sig. 4. WESTERN ROUTE, across the Cumberland Mountains, of a contemplated Road from Washington City to New Orleans. SUCCESSIVE STANDS. From IPemhiugton City to Fairfax Court* Jjsmse, or Providence. From Fairfax to War- renton, through Cen- treviUe, BuMemd, JWfW Baltimore. From IFarrtnttm, (in the direction of Sock' Fish Oopt) to Mr. Birlmrd'e. From Mr. Uiclnird's to it. J. r nit's. From Toll's to llar- Fram Varton't to DeU Maupan't. From Maupan's to BlackU Tavern, Hock Fixli (lap. From BlaeKt Tavern to Lexington. General courses. ] Gcnlngir.il formation. W. 0fS. W. W. of S. W, s. w. s. w. s. \v. s. w. s. w. W. of s. Primitive. QllBrtZ Bnll gravels of good size in abun- dance. It I (if slatr, liable i<> decompose. PrimUivk Quart/., iron sand- Btono in abundance. Dark rod clay liable iii do omposCi Red claj from New Bal- timore to Warrenton, The ground stun] Iii in. Primitive. Primitive nicks and blue slate in abun- dance. Primitive. Red sand stone. v\ liitc flint stone, some slate rocks. Primitive. lied sand stone, white Hint. some gravel on tlie side of tlic hills. Primitive. Red sand stone, some granite, white Hint or quartfc, in great ahiinilance, gravel Oil the side of the kills. Primitive. On the eastern tide of Blue Ridge, gi'anite and red sand stone : on the western side lime stone Dlakit! it-; appearance : black a. id grey Hint stones. Transition. Limestone, fragihcnts of red sand stone, gravel. General face of the country. NHtnre of the soil. Mam growth of timber. Rolling. The .road crooked. Generally hilly. The last six miles very much broken. The I'oad IV ui t nrfax to New Baltimore! (24 miles.) is a turnpike, out of which 1 7 miles arc of bad construc- tion; i miles of good construction. Hilly. Ililly and much bro- ken immediately on the banks of the Oourdwinc river. Ililly and broken on the bank of the streams. The road crooked & following chiefly by-roads. Hilly on the 12 first miles : much broken on the !) last miles. Hilly. The ascent on the eastern side of the Blue Ridge, from the loot to the top, is 2} miles; the descent on the w estern side, from the top to the loot. 1 mile. This portion of road crosses the Blue Ridge at Rocklish Gap. Hilly and broken im- mediately on the hanks of streams. Sandy and subject to washing. Clay mixed with sand, much exhausted. Ex- tensively cleared and well cultivated. Generally clay. Very rocky. Clay and sand of good quality, but mostly exhausted. The coun- try extensively clear- ed. Sand and clay, with intervening strips of red clay. Much cleared ; well culti- vated. Clay and sand, with intervening strips of red clay. Good soil in the bottom of the val- ley s. Thickly inha- bited. On the eastern side of the Blue Ridge, clay and sand of indiffer- ent quality ; on the western side, chiefly hard clay. Clay, tough and ad- hesive when wet; ve- ry hard when dry. The country thickly inhabited. Grain. Grain. Grain; clear- ed anil well settled. Grain. Grain. Corn, tobac- co, some cot- ton for home consumption. Grain and to- bacco on the eastern side ; grain on the western side Grain : some tobacco. Oak, chesuut of small size, sonic pines, a f w persim mens. Oak, chesuut. a few pines Streams crossed by the road. Lengths of the bridges. Oak. pine, some cbes- nut. Oak. hicko- ry, chesuut, pine. Oak, ches- uut, pine. Oak, ches- nut, pine. Oak, ches- uut, pine, on the eastern side; oak on the western side. Oak.chesnut, bicknrv. Yards. Potomac river, (at GOO Georgetown' 1 Block run - * 12 Cub run 30 Bull run 35 Broad run - 20 A branch of Cedar run 8 Rappahannock river Gourdwine river Crooked run Robertson river Rapid Ann river Great creek - North fork of Rivan- na river Buck Mountain creek Ward's creek Moman's ercek Beaver run - Stockton's run, (a branch of Meekum's river South branch of She- nandoah river A branch of the South river of the Shenan- doah Head w ater of ditto - A branch of the South fork of James riv er Another branch of do. A branch of north fork of James river - The same branch again North branch of James river - k Lengths of the cause rays. B J 100 100 40") 50 I 160 70 J 40_ ^ 56 >.160 100 J None. None. None. None. None. None. 800 yds, None. Miles. 5 84 Miles 3 2} Si VIRGINIA. Fairfax - Prince William Fauquier - Culpepper Madison Orange Albemarle Augusta - Population. Colored. 0.224 4,761 Rockbridge 11,136 3,800 5,219 8,715 12,963 ?,1S0 4,658 11,674 9,038 9,808 4,690 :,694 11,035 3,779 11,404 9,419 23,103 Front the tat- tcr stand. From Wash ington Cit\ Miles. 15 Mile 15 2,907 20,944 8,490 12,913 19,750 16,742 11,945 51 9? 118 144 175 ~is — r Doc. JVo. 125.— Sig. 5 WESTERN ROUTE— Continued. SUCCESSIVE STANDS General courses. theological formation. General face of the country. Nature of the soil. Products. Main growth of timber. Streams erased by the road. Lengths of the bridges. Lengths of the causeways. Graduation at Counties. Population. Distances. 2° 3° 4° (Colored. From the lat- ter stand. From Wash ington City. VIRGINIA. From Lexington to I'aUonsburg. s. w. Transition. Fragments of lime- stone, and sandstone impregnated Willi iron; black flintlocks. Hilly, hot moderately, except three miles, ^ai rjnnaio t mih. which are much bro- ken. The road is much crooked. Limestone clay ; tough and adhesive ■ - 1 I'M ivnt* vppv ], irtl >i Ill-It » i u 'VI > iiaiu when dry. Grain and to- bacco. Oak, poplar, hickory, ches- nut, some ce- dars. Buffalo Creek A branch of Purgato- ry creek Purgatory creek Yards. nn J» 85 15 J Yards. None. Miles. 12 Miles. 8 Miles. 5 Botetourt 10,493 3,096 13,589 Miles. 25 Miles 200 From Paltonsburg to Hultm. S.W. 14 nis. S. B, W. of S.W. 10 ins. Transition. Fragments of lime- stone and sandstone, strongly impregnated with iron. Kolliug. — The road is very crooked. Limestone clay ; tough and adhesive when wet, very hard when dry. Sandy on four miles from CIo- verdale. Grain, hemp, flax, tobacco in email i li'in. ■ 11 r>1II 70 None. 8 4 2 Washington - 10,393 2,151 12,544 14 336 From Seven Miles Ford to Jibingdon. w. Secondary. Limestone rocks in great Abundance — some gravels of large size. Rolling. — The road very crooked. Limestone clay, with mould of good quali- ty. The ground hard ill dry weather, soft in wet weather. Grain, live stock. Oak, maple, black walnut, butternut, hickory, pop- lar. Brook Hull creek - Greenwy creek Wolf hill creek »] . 16 None. 11 9 • • 22 358 SUCCESSIVE STANDS From Minglou to lllimnt.svillr. To the limit Yard, at thr Forks of Holiton River, there are Hirer roads i Ilcrtl C. Road, SOi miles, Island llund, 39 T ' f miles, Rtountsritle Road. From Blountsville n'itltno llords'. From Widow /lord's to fled Jlridge post of- fice. From Red Bridge post office to Jurnagin's. From Jimagin's to ICnoxville. s. w. wenenu isce of the country. w. W. of s. w. W. of S. W. W. ofS. W., tlicn S.W.; the live hist miles S. Secondary, Limestone rocks in abundance ; small gravel. Secondary, Limestone rocks, and small gravels. Secondary. Limestone rocks and marble. Secondary. Limestone rocks, hard blue slate, small gravels. Secondary, Limestone rocks, hard blue slate, small gravel ; coal, of ex- cellent quality.near Knoxvillc. Rolling. The pretty direct. road Broken on the 13 Brst miles ; the 13 last miles waving. The road is much crook- ed, anil it crosses the Chcsnut Ridge. Hilly and broken ; the road crooked. Level. The road pret- ty direct. At Bean's Station. 20J miles from Red Bridge, the road is crossed by that of Ohio and Ken- tucky, leading to N- * .U olio. |. Waving on the 15 first miles : hilly and broken on the 8 last miles. Nature of the Boil Main growth ot Timber. Oiik-laml : limestone clay, mould of good quality. Clay and mould of good quality, before crossing the ridge ; sand, mixed with fine gravel, after crossing the ridge. The bottom of the Holston, rich black mould. Chiefly limestone clay, with a coat of mould of good quality. The country well settled. Red clay, with a coat of good mould. Thick- ly settled. Red clay, covered with some mould. Grain, live stock. Grain. Grain, maple sugar, live stock. Grain, cotton for home consump- tion, horses. Oak, hicko- ry, poplar, chcsnut. some cher- ry trees and pines. Oak, chesntit, poplar, beech; pines after cross- ing the ridge. Oak, hicko- ry, poplar, pine ; some walnut, ma- ple, beech, persimmon, chesnut. Oak, hicko- ry, sycamore, ash. pine, maple.- Streams crossed by die road. Lengths of the Bridges. Grain, cotton Oak, hickory, for home sycamore, consump- tion, horses. Wolf Creek, - Spring Creek, Sinking Creek, One head of Beaver Cr Beaver Creek crossed four times, which might be avoided, Blountville Creek, - Reedy Creek, North Branch of Hol- ston River, Rice Creek, Rent-Frose Creek, - Armstrong Creek, - Surgoin's Creek, Sinking Creek, Big or Marshall's Cr. Caney's Creek, Cloud's Creek, Valley Creek, German's Creek, Richland Creek, Patterson's Creek, - Flat Creek. - Raspberry Creek, White Creek - ash, beech, maple, pine. First Creek, Yards. - "1 8 ^.8 J 40 "I 30 ;»iro too >>90 30 I 40 20 J 40 1 Lfngths of the Causeways. J.60 1 in 918 None. Graduation, at Population. White. Miles. 14 None. None. None. 12 13 None. 360 2394 1594 Miles. 2 TENNESSEE. Sullhau. 6,038 932 7,015 From the lat- ter stand. Miles. 24 From Willi ington Cilv Miles 382 26 Hawkins. 1 4 Grainger. Knox. 92 9,308 1,641 10,949 29! 437-3 6,601 1,050 ,651 304 468 11,126 1,908 13,034 218,117 49 1 491 The foregoing part of this Itinerary Table is common to the route now under consideration, and to the Western Route which passes through East Tennessee, and has been examined in 1825, and reported upon in 1826. The following part of this Itinerary Table belongs cxclusivelyto the Western Route now under consideration, which route, from Knoxville, is the continuation of the former through West Tennessee, and across the Cumberland Mountains. The general abstracts here above presented are, therefore, to be carried over. Doc. 125 — Sig. 7. WESTERN ROUTE -Continued SUCCESSIVE STANDS. General Courses. Geological Formation. General face of the Country. Nature of the soil. Products. Main growth of Timber. Streams crossed by the road. Lengths of the Bridges- Lengths of the Causeways. Graduation, at Counties. ■ Po elation. Distances. 3* 4° White. C ulorcd. Total. From the lat- ter stand. From Wash- ington City. TENNESSEE. From A'no.rnffe to B. Ilavet's. /'Vom K. flnvet's to Post Oak-Spring. s. or w. S. of W. Secondary. Limestone and sand- stone. These mate- rials at convenient distances from the road. Secondary. Limestone and sand- stone. Those mate- rials at convenient distances from the road. The 10 first miles pretty level, the 5 following also . hut the 1 1 last miles very hilly. Hilly and broken. Yellow and red clay, in succession. Chiefly red clay, but alternating « ith yel- low clay, mixed with sand. Live stock and grain. Live stork ; some grain. Chiefly oak; some pines, hickories, walnuts, cliesnuts. Chiefly oak ; some pines, hickories, walnuts, chesnuts. The w ater courses re- quiring bridging, Tennessee River, Canny Fork of ditto, Yards. } - - Yards. None. None. Miles. 91 4 Miles. 11 9 Miles. 54 8 Knox. Roane, - 7,02 5 870 7,895 Miles. 21 Miles. 517 538 From Vast Oak' Spring to Crab Orchard. (Sec Rcmnrks A.) From Crab Orchard to Eastland's. (Sec Remarks A.) From Eastland' i to Sparta. From Sparta to Mc- MnVuU, (Sec Remark B.) \V. ; general- ly much winding. S. of W. S. ofW.. go. nei nil) much (looked. S. of W. for tlie ir> Bral miles: S. W. for (lie 13 last miles. Secondary. Limestone and sand- stone arc at conve- nient distances from the road. Secondary. Limestone . sandstone mi the top of the lulls. Materials convenient ever) where. Secondary. Limestone; sandstone On the tops of Hie ridges. Materials are every where at convenlenl distances from the road. Secondary. Limestone. Materials at convenient distan- ces from the road. The 5 first miles, and the 21 last miles tol- erably level : hut the 101 others, across Spencer Hill and Waladon Ridge, are very hilly and bro- ken. Hilly and broken; some intervening sections between the water courses are compara- tively lend. The 1-2 last miles are less hilly than the 14 first. Hilly and broken. Hilly and somewhat broken. Poor, and chiefly sandy ; some clay. Yellow clay, mixed w ith much sand. Red and yellow clay. Red and yellow clay. Live stock. Live stock ; some grain. Cotton, grain, live stock. Cotton, grain, Oak, the black jack kind predomina- ting. Oak, the black jack kind often pre- dominating. Oak, chesnut, walnut, hickory, poplar, beech. Oak, chesnut, walnut, hickory, poplar. Piny Creek, - Mama's Creek, Dady Creek, - Canny Fork, - West Canny Fork, - Cliffy Creek, - Lose Creek, Calf-killer Creek, - Canny Branch, Collins' River, S} » ■ 701 30 I 10S 6j 100") 350 [575 125 J None None None None 5 13 3 11 6 9 5 11 7 above 4 de- grees. 4 4 4 Bledsoe, White, - Warren, 3,616 7,981 9,377 389 720 971 4,005 8,701 10,348 18 26 26 556 582 594 620 SUCCESSIVE STANDS. From M-Mimtvillf to H'iiu lii sin . From Winchester to Salem. From Salem to Mount Pleasant, From Ml- Pleasant to llunlsvitle, jllobuma. From llunlsvitle to Brown's Ferry [right bank.) (Sec remark C.) From Brown's Ferry to Courtland. Fmm Courtland to Hmi- sclvillc. tlcncral courses. Geological formation. W. of s. W. of s. W. of S. s. w. s. w. Secondary. Chiefly limestone. Ma- terials are found all the way, at limited distances from the road. Secondary. I.i stone anil Hint. Material) found at convenient distances from the road. Secondary. Limestone ami Hint. Materials generally at limited, distances from the road. Secondary, Limestone^ Mate- rials are. all the way, on the spot. Secondary. Limestone. Materials at the surface 1 of the groundi except in the hed of watercourses, and in the vicinity of Huntsviilo. Secondary. No materials at the surfaceofthe ground. Secondary. On the (i first miles, limestone; on the 15 following, no mate- rials at the surface of the ground! but soil is of hard and ( oni part sand; On the 7 last miles, lime- stone mixed with gravel. General face of the country. The 22 first miles hil- ly : the is last miles only undulating. Tolerably level. Somewhat hilly. Tolerably level. Level. Level. Mostly level, except at the descent into Tennessee, valley. Nature of the soil. Limestone clay gene- rally. Tlie 22 first miles tolerably good; the !) following are barren ; the 9 last miles very rich lime- stone clay. Rich clay. Richcla} . Rich clay. Red and yellow clay alternating, both ve- ry rich. Rich clay . The 6 first miles lime- stone clay, with a dark mould ; on the 15 following, sand is predominating; on the 7 last miles, limestone red clay. Main staple, cotton, grain. Main staple, cotton, grain Main staple, cotton, grain. Main staple, cotton, grain, Main staple, cotton, grain. Main staple, cotton, grain. Main staple, cotton, grain. Main growth of timber. Oak, hicko- ry, rhrsnot. For the nine miles ot'bar- ren soil, black jack is pre- dominating. Oak. hicko- ry, poplar. Oak. hicko- ry, poplar. Oak, hicko- ry, poplar. Oak, hicko- ry, poplar, beech. Oak, hicko- ry, poplar, beech. Chiefly oak; some hicko- ry, chesnut, short-leaf pines. Streams crossed by the road. Barren branch A small branch Elk river Boiling spring Branch No water courses re- quiring bridging. Bean's creek - A branch A small branch A branch of Flint cr'k Flint creek A branch Another branch Limestone creek Piny creek Swan Creek - A branch Round Island creek - Tennessee river Big Nance creek A creek 8 miles from Courtland Another creek 13 miles from ditto Another creek \4i miles from ditto Another creek 17 miles from ditto Another creek 1 8 miles from ditto Another creek 26 miles from ditto Lengths of the bridges. Lengths of the causeways. Graduation at Countries. Population- Distances. 2° 3° 4° White. Colored. Total. From the Ut- ter stand. From Wash ington City. TF WFS^FF * vn A I \ j ' \ M A AISD ALADA»HA. Yards. Y ds Miles. Miles. Miles. Miles. Miles 55-1 _ 20 13 7 Franklin. 12,338 4,223 16,561 40 660 su 4 5 >165 700 45J None. 7 3 • - , - • 10 670 T 11 7 2 - - 20 690 > 56 l 2 111 1 1 os* 6 Vhrown up 24" 50 50 1 ill. UU 9 5 1 jViutlison 8,813 8,668 17,481 15 705 ^'l'lirown up 24" 20-) 20 1 1 2 Limestone ■ 6,922 2, 949 VjOf 1 S3 738 10 24 20 >.! 19 #1 ni. 880 24 #'| , ln l n wii 1 1 1 1 1 1 W 1 1 up 24" 15. i m. 00 10 o • Lawrence _ 18 758 | t .ft batik 1 en. river* 35" ■ None. 20 51 25 • - 28 778 22 20 45 8 S>144 8 6, Hoc. 126 — «f». 9. WESTERN ROLTE-Continued. SUCCESSIVE STANDS. General course*. Geological formaton. General face of the country. Nature of the soil. Products. Main growth of timber. Streams crossed by the road. Lengths of the bridges. Lengths of the causeways. Graduation at Counties. Population. Distances. 4° White. Colored. Total. From the lat- ter stand. From Wish, ington City. ALABAMA. h'rnm HlUStlvilU I" Hut- loway's. S. Secondary as far as Little Hear creel. 12 miles from Rusoelville. Primitiveon the M re- maining miles. On the I2lirst milesjnne- stone rocks and gra- vel are found at">n- venientdistanceirrom the road ; on thy 1 1 last miles, iron sand- stone and gravel all the way. Tolerably level, ex- cept at the crossings of Little Hear Creek and Big Bear creek ; the first crossing is about half a mile long, the other is 1 j miles long : both are very steep. The six first miles rich clay ; the 17 fol- lowing miles sand and clay. Cotton, grain. On the 11 last miles chiefly oak. On the 12 first miles oak.hickory, chcsnut,some cedars. A creek six miles from Russelville Little Bear creek Big Bear creek A small branch Yards. 20 1 40 |>131 60 °J Yards. 900 Miles. 13 Miles. 6 Miles. 4 above 4 deg. Franklin 3,308 1,680 4,988 Miles. 23 Miles. 801 Frum llullmray's to PikevitU. (See remark I).) s. Primitive. Iron sand-stone and gravel found si cry w here, and iiioit es- pecially on the tup of the hills. On the 1 1 J first ms. hilly ; on the 3J fol- lowing pretty level ; on the 6 last miles hil- ly. The road gene- rally a ridge road. Sand and clay. Cotton and grain. Chiefly oak; a lew short- leaf pines. Williams' creek A small branch The Nurth Fork of Buttahacchee 18-1 18 50 J > 86 None. 6 6 9s above 4 deg. 21 822 h'rnm PikeviUe lii Filx- giruU's. W. of S. Primitive. Iron sandstone and gravel are found eve- ry where, anil more especially on the top of the hills. Hilly and broken. The road is a ridge road : the ground ge- nerally precipitous oil each side. Sand and clay : the mould is not deep. Cotton and Grain. Short-leaf pine ; oak predominat- ing at many places. A branch of Beaver creek Another branch of do. Another branch of do. 24^ 10 1 24 J > 58 300 ' 5 6 4 - - 15 837 From Filzgirtild's to Perkins'. s. w. Primitive. Sandstone and free- stone. Gravels, iron sandstone, and iron gravels, are found all along the road ; occa- sionally red sandstone, in layers. Very hilly and bro- ken. Sand and clay : sand predominating. Cotton and grain. Pine, oak, chesnut. a few hickories. A small branch Another branch Another branch 20 18 J ■ 45 . 200 7 10 111 •• - 281 865) Ftow Perfcitw to tltf Indian Jgenpy. (Sec remark fe.) From Perkins' to Co- s. w. Primitive as far as the Tombeckbee, 1 1 1 miles. Secondary on the 22 remain'g miles; Kroni Perkins* to Columbus, on the Tom- beckbee, 1 1 i miles, the country is level, On the 11' miles sand and clay ; on the 12 following miles limestone prairies; on Corn, oats, cotton. ( 1 I L tun 1 1 1 1 1 1 ■ of good size. Tombeckbee river - Gulleys, 3 in number Do. 3 do. - Do. 1 do. - 80- 30 6 Lowe >187 st stage 2 m. Thrown up 3 ft. yds. 600 Thrown up 24 ". 274 5 1 Monroe CHOCTAW NATON. 17,000 inhabitants 5,014 3,824 8,838 33) 899 lumbus (he distance U Hi miles. rotten limestone makes its appearance in the bed of streams : and fragments of shells, rotten limestone, are found. as also for the 12 fol- lowing miles. The in last miles undu- lating. the 10 last miles sand and limestone clay : on the banks of the Tombeckbee sandy soil. Do. 2 do. - Do. 1 do. - Do. 1 do. - A branch 20 8 10 10 j Prom the Indian Agen- cy to McKenncy's. s. w. Primitive. Sandstone and iron Level on the live first miles, hilly on the last li-ii mil.'.. Sand and clay : clay predominates in the bottom ol the valleys. Corn, oats, (otton for home con- sumption. Oak. hickory, short-leaf A branch, 4 bridges A branch, 4 do. [ I- 1 i. 1 flit Drains. 4 do. A branch rorj 99 43 55 279 6 4 5 I 13 914 SUCCESSIVE STANDS I' mm McKtnntif* to 1'itrkr.r't. Cwn Parker 1 ! in War nVs. ff /■ row Harris's In Oil- Ungitey't (Sec Rcmaik ••'.) From niUinnslrij's I" Jaekion. Prom whdtMH to Bait General courses. 8. W. \\ . ul s. s. w s. w s. w. Geological formation. General face of the Country. Primitive. Sandstone found in many places, and generally on the HI 1 1 ri III It ul tin: i. ill - Primitive. Hcil sandstone found at several places. No materials to make a road. Secondary- Borne blue limestone ami sandstone are Found accidentally! materials to make a road. Setondarv Limestone. No mate- rials at tin* Surface of tbe ground. MuviaL N<> materials except giaw'ls limnd ill a low plans, nnil on the top of the hills. Rocks are round not far from Hale. Much undulating mi the 13 linit miles; hill v mi the 7 follow- ing : very hilly anil broken »n Hie 13 last miles. Hill-. Chiefly sand mixed with cla». Tolerabl) level on the 54 first miles : hilly nn the 18 last miles. Hilly. Hilly on (he 13 first inih s. rolling mi the K) last miles. Chiefly Hand ; snmc intervening stripes of red clay. Limestone clay ■ Limestone clay, mix- "il with sand. Clay ami sand. Corn, wheat, oats, cotton for bomd ronsiimn- tion. Cotton, corn, oats. Cotton, coin, oats. Cotton, oats- corn. Ph !. smie 111, :i W.JUI • oak : licko- anil Oal and hiikory . of gind size. Oakol' roil 1110 size. lied nak. of g.«d size. Streams crossed b) tbe road. Lengths of the Bridges. A Branch. Galleys, (2 in number j A Branch. Giilley, ( 1 in number] A Branch, .Another Branch, Another Branch, Another Biauch, A Branch, luibutsher Branch, anil 7 drains. A nranch of Pearl ri- ver, and 4 drains, - \ Branch, Jorkanskany, a brain h nl I'earl river, and IS drains, A Branch, Another Branch, Another Branch, ^ A Branch, I Another Branch, Another Branch, Another Branch, Another Branch, Another Branch, Vnotftjai Branch, Another Brancb, Ungtugah Creek, A Branch, Another Branch, Stooping W bite Oakcr. V small Branch, Hanging Moss Creek, Chesnnt Creek, A Branch, Another Branch, Another Branch, V not her Branch, Another Branch, Another Branch, Another Branch, A other Branch, Harrison Creek, Rose's Creek, - Yards. n 15 15 I 8 S» 9 10 r a IS 10 Ijtj ,n ;,*604 j *This I bridg- ing is I made. t 6 I OJ 81 I"] Made. fo I 'Made. 4 I Made. 2(1 J Made. 25"' ► 153 Lengths of the Graduation, at Counties. Population. Disti Jices. 3° 4" White Colored. Total. V'rom the lat- ter stand. From Wash ington City. Mites. Yds. Miles. 8 Miles. 11 Miles. 14 ( line r \\\ NATION. Miles. 33) Miles. 800 * ... - - - 10 12 44 - J* « s' - 264 1 9rss * 2 260 * These causeways are made. . . . 15 5J 3 MISSISSIPPI. Yazoo. - 234 152 55 Yards. *400 *For the br's of Copia rrk. *400 •For the branches of Bahala crk. 900 None. 1.100 56 J «1 C 10 y 23 150 166 110 Graduation at Counties. Population. Distances. 2° 3° 4° White. Colored. Total. From the lat- ter stand. From Wash, ton City. MISSISSIPPI. Miles. 15 Miles. 10 Miles. 8 Copia. Miles. 33 Mies. 1,0B4 16 Lawrence. 3,919 997 4,916 25 1,089 12 4 2 Amite. 4,006 2,847 (5 853 1 8 1 107 g Q 4 - 18 1, 125 14 1 1 M LOUISIANA. East Feliciana, (parish.) 5,434 7,298 12,732 SOj 1,2554 10 3 2 K.isi Baton Rouge, (parish.) 2,600 2,620 5,220 15 1,170J 10 1 11 1,181* WESTERN HOI TB — Continued. SCCCKSSIVE STANDS. Central courses. Geological formation. General face of the country. 1 Nature of the soil. Products. Main growth of Timber. Streams crossed by the road. Lengths of the bridges. Lengths of the causeways. Graduation, at Counties. Population. Distances. 4» White. Colored. Total. Fr< m the lat- ter stand. From Wash- ington City. LOUISIANA. From Jiff. Welioft'i to Mr. Henderson's Plantation. Ei »f S. Fluvial deposit*! Level and low. This portion of road fol- low s (in the bank of lint Mississippi, ex- cept a rut-nil' of 2 miles, which t ommen- res at 3 miles from Mr. Nelson's. This cut-off shortens the lever, road by 10 miles, about. Rii h Hat bottom. Sugar, rot- ton, corn. Live oak, cypress, gum tree, red oak, magnolia- Iberville river, (about Miles. Yds. 14 Miles. Yds. fa * Thrown up 24 inches. Miles. 18 Miles. Miles. Iberville (Parish) 2,019 2.395 4,414 Miles. 18 Miles. 1,1991 From Mr. Hendcrton's I'l a n tu lion In Mr. Chaldnc'i Plantation. E. Plm ial doposito, Level and low. A lit- tle above Hampton's plantation commen- ces a rut-off of 4 miles, which would shorten the road by 9 niilrs about ; the expense to make it practicable would he great. Rich Hat bottom. Sugar, cot- ton, corn. Live oak, cypress, gum tree, red oak, magnolia. 23 - Ascension (Parish) 1,495 2,233 3,728 23 1,222} from Mr. Ohalintfi '« Mr. Dtilonde's Plan- tation. E. Fluvial depositc, Level and low. As from Mr. Hender- son's to Mr. Chal- duc's, the road fol- lows on the hank of the Mississippi. Rich Hat bottom. Sugar, cot- ton, corn. Live oak, red oak, , cypress, gum tree, magnolia. - - - - - - - ■ - - 21 St. James' (Parish) St. John Baptist (Parish) 2,522 1,532 3,138 3,322 5,CC0 3,834 21 1,243} From Mr. DflionuVl lo Louisiana Hotel, (kept by 1'n rri Diimuitie.) E. Fluvial deposite. Level and low. The road continues to he the levee road. Rich Hat bottom. Sugar, cot- ton, corn. Live oak, red oak, cypress, magnolia, orange tree. 12 St. Charles' (Pa- rish) 727 3,135 3,862 12 1,2553 From Louisiana Hotel in JV>W (Means. K. Klin ial deposite. Level and low . The road continues to be the levee road, as it has done generally from Mr. Nelson's to Louisiana lintel. Rich flat bottom. Sugar, cot- ton, corn. Live oak, red oak, cypress, magnolia, orange tree. - - - 27 Orleans (Parish) New Orleans City. 3,660 13.5H4 8,51? 13,59'~ 14 175 27,176 27 1,2821 Total ubstrncl of bridges causeways, graduation, population, and distance from Washington City to New Orleans. 4 1.421 17 l.Obo 6S3J 373$ 2251 250.739 148.656 399. ".!J5 1.28:4 [Doc, No. 125.] 1? REMARKS. A. From Post Oak Spring to Dowson's Stand, twelve miles 'from Eastland's, and on a distance of thirty-two miles, the actual road and the new road now constructing, and called Gordon's road, deserve both more particulars than the table could admit; therefore these par- ticulars must be presented separately : they make the subject of this remark. The most difficult portion of the actual road is from Post Oak Spring to Crab Orchard, on account of the crossing of Spencer's Hill and Waladon Ridge. Travelling from Crab Orchard to Post Oak Spring, it is at two and a quarter miles from Crab Orchard that com- mences the ascent of Spencer's Hill : at this point a portion of road is now making on the right and in a due east direction. Its length will be about three miles. This portion of road will strike again the main road at four miles from the foot of the ascent, and, consequent- ly, shorten the distance by one mile. Compared to the actual road, it will be of easy graduation. The ascent of Spencer's Hiil is very steep and winding ; at many places the graduation varies from six to nine degrees. The summit point of Spencer's Hill is about five and a quarter miles from Crab Orchard. About four miles farther, another portion of road, one mile in length, might be made on the right in order to avoid a very steep hill. It is said that it would shorten the main road. About two miles farther, a portion of road might be ran by the left, which would procure a more easy graduation, arid shorten the distance. There can be no doubt as to the practicability of improving the actual road ; but the laying out of a new road, from minute surveys, will be the only means to ascertain what extent and degree of improvement might be bestowed on the direction of the road now travelled. A new road is at present making, by which Spencer's Hill is avoided. Its description is as follows, and is drawn from the state in which the road was when examined on tbe 1 1th and 12th of September, 1827 : This road leaves out the actual road at Dowson's Stand to strike it again at Post Oak Spring. For the three and a half first miles it passes over barrens, where materials are very scarce ; it was, at the time of the examination on this distance, an old cart-track, full of stumps and unimproved. On the three following miles, the new road was clearing, on a widtli of thirty to forty feet, of all trees and roots. The road was, at this time, neither thrown up nor ditched. On this distance, the soiljs grayish clay, mixed with yellow clay; sandstone occurs, but not frequently. The road then descends into Dada's Val- ley, and, after crossing Dada's creek, w r as narrow 7 and rough, and not yet improved : the country becomes more hilly: sandstone occurs very frequently. The distance to the point where it begins to descend into tbe Grassy cove, is about two miles. The road, on this distance, was, at this time, steep, rough, and unimproved ; limestone rocks are found in abundance. Dada's creek will require a bridge of fifty yards, and no causeway. The road follows through the Grassy cove, on a (Ks- 18 18 [Doc. No. 125.] tance of about 3§ miles a very winding and crooked course ; the soil is chiefly clay. Brister's Stand, 12 miles from Dowson's, terminates this section of the new road. The second section runs from Brister's Stand to the Post Oak Spring. On leaving Bl ister's, the two first miles were not yet improved ; the ground is moderately hilly. On the five following miles, the road is advantageously located on a ground chiefly descending ; it was well grubbed and cleared, but not ditched; its width is 30 feet generally, but, on the hill sides, 18 feet. The descent into Piny creek is too narrow, and also too steep ; materials are abundant, and sandstone occurs frequently. After crossing Piny creek, the road is located on the left bank of said stream, and con- tinues to the Gordon's Iron Works, in following the left of White creek: the distance is 4 miles. An artificial support, 150 yards in length, was constructing to turn round a rocky bluff, lying at about two miles from Piny creek. A bridge, made of logs, has been thrown across Piny creek. The width of tins creek is about 70 yards. Two other small bridges, 20 yards each in length, have been made to cross over torrents descending into White creek from the hill sides. This portion of road was almost finished ; but, taking into consideration the great elevation of the road above the bottom of Piny and White creeks, (150 feet on an average,) as, also, the steepness of the hill side,, the width of the road is not sufficient. The road is mostly level on the nine miles to Post Oak Spring ; the ground being gravelly, it af- fords of itself an excellent natural road. From Bl ister's Stand to Post Oak Spring, the distance is twenty miles : therefore, the total distance from Dowson's Stand to Post Oak Spring, by this new road, will be 32 miles. The graduation may be computed as follows : Prom Dowson's to Brister's 4£ m. at 2° ; 4 m. at 3° ; 3J m. at 4° - 12 miles. From Brister's to Post Oak Spring 8^ do 9 do 2| do - 20 For the whole distance - - 13 m. 13 m. 6 m. - 32 miles. B, At nine miles from Sparta the road forks, leading, on the left, through Ross Road ; and, on the right, through Rock-Island Bridge- Road. These two roads meet again ten miles farther. The former is considered as being more hilly than the other, which is travelled by the mail stage. The distance is the same by either road. C. From Huntsville to Russelville there are two roads : one by Florence, the other by Brown's Ferry. They compare, as to distance, as follows : From Huntsville to Athens 25 miles From Athens to Florence 50 From Florence to Tuscumbia 5 From Tuscumbia to Russelville 18 From Huntsville to Brown's Ferry 33 miles From Brown's Ferry to Courtland 12 From Courtland to Russelville 28 From Huntsville to Russelville 98 miles From Huntsville to Russelville 73 miles [Doc. No. 125.] 19 The road by Brown's Ferry, being, therefore, the shortest, has been adopted in the itinerary table. With regard to the other, it has been examined on its section from Lawrence to Russelville, and as the continuation of the road examined through Kentucky and Tennessee, and terminating at Florence. This latter road would, therefore, strike, at Russelville, the Western route, now T under consideration. D. At Holloway's the crossing of the Cumberland Mountains terminates. Before reaching Holloway, the road crosses the Bull Mountain Branch, main and eastern head of the Tombeckbee. The actual road crosses the Buttahache above Terrell's mill, fifteen miles from Holloway's ; but, by crossing the stream below Terrell's mill, a bridge of but fifty yards would be sufficient, and the road would be- come shortened by about one mile. E. Columbus lies on the left bank of the Tombeckbee. Not only a causeway, of two miles in length, will be necessary on the right of the Tombeckbee and across its bottom, but also a levee thrown up at least fifteen inches above the natural ground will become indispensable, on a distance of ten miles, from the Tombeckbee's bottom to Peath- land's. F. From Columbus to Doak's, the distance measured is ninety- eight miles. The road has been made by the United States. The Choctaw line passes at about two hundred yards east of Doak's. G. From Baton Rouge to New Orleans, the road follows the left side of the Mississippi, and is called the Levee road. From Baton Rouge to .Nelson's, a shorter distance is obtained, by leaving the Levee road, and taking the road called Highland road. Two other de- viations from the Levee road have been contemplated : a cut-off of two miles, commencing at three miles from Nelson's, and shortening the distance by about ten miles ; it is practicable, and an appro- priation has been made by the State of Louisiana to improve it : a cut-off of four miles at Hampton's plantation, which would shorten the actual road by about nine miles ; it is not practicable now for carria- ges ; the expense necessary to make it convenient, without being an ob- stacle to the draining of the plantations, would be great, on account both of the elevation to which the causeway should be raised above the low natural ground, and of the brick arches, which would become in- dispensable to afford passage to the filtrations from the Mississippi. BERNARD, Brig. Gen. Member of the Board of Internal Improvement WILLIAM TELL POUSSIN. Capt. Top, Engineers, Assistant to the Board, Washington City, January 26th, 1828. SEYMOUR DURST "t ' 'Port ntemu ^Atnflerda™, oj? Je Manhatarus FORT NEW AMSTERDAM. (NEW YORK.), 1651. When you leave, please leave this book Because it has been said "Sver'thing comes t' him who waits Except a loaned booh." Avery Architectural and Fine Arts Library Gift of Seymour B. Durst Old York Library