CHAPTER V.

THE ROADS OF BELMONT COUNTY.

EARLY THOROUGHFARES-THE NATIONAL ROAD-CONESTOGA WAGONS-THE OLD TAVERNS-THE OLD STAGE COACH-PASSING OF THE NATIONAL ROAD-TELEGRAPH AND TELEPHONE LINES-OTHER PIKES.

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EARLY THOROUGHFARES.

The roads of Belmont County at the opening of the 19th century could scarcely be dignified by that name. One of the first acts of the first court held in the county authorized the construction of two roads viz., one from Pultney (Bellaire) to Newellstown (St. Clairsville), under the supervision of Jacob Coleman, surveyor, and the other a license for the construction of a road over the Zane Trail, extending through the county from east to west, over territory that is practically the same as that occupied by the National Road. All other thoroughfares were simply trails and bridle paths that were blazed through the forest from one settlement to another. And many of these bloody trails were the scenes of hair-breadth escapes and thrilling adventures, the memory of which will linger in rural communities, to he told with ever increasing interest for generations to come.

Before the organization of the county, the government contracted with Col. Ebenezer Zane at Fort Henry in Wheeling for the construction of a wagon road over the famous Zane Trail from Wheeling to Zanesville, in consideration of which he was to receive three sections of government land. The road was completed in two years, viz., 1797-98; but the work was very indifferently done. Colonel Zane was better at constructing forts than roadways, and while he actually did drive a wagon over the road, it is said it was done at the peril of his life.

THE NATIONAL ROAD.

The first good road constructed in Belmont County was that section of the great national thoroughfare known as the National Road, which through the untiring efforts of Henry Clay was built by the government. This great macadamized road, begun in 1806-07, was not completed through Belmont County until 1825, when it became the great thoroughfare for the transportation of travel and traffic from east to west, and gave a powerful impetus to western migration.

Of this national thoroughfare a distinguished statesman has said: "It is a monument of a past age, but like all other monuments it is interesting as well as venerable." In opening up the West and Northwest, it carried tens of thousands of population and millions of wealth, and, more than any other material structure in the land, it served to harmonize, strengthen, if not save, the Union.

The cost of the road through Belmont County was estimated at $34,000 per mile, or $i00,000 from Bridgeport to Fairview, a distance of 28 1/2 miles; this covered the expense of grading, masonry and three inches of broken stone.

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The road traverses the most picturesque and beautiful section of Belmont County, and 60 years ago a ride over its broad smooth surface would charm the stage coach passengers of the olden time by its ever-changing panorama of beautiful scenery; a panorama of hilltop and valley, that relieved the longest journey of its weariness and monotony.

The road as originally constructed far surpassed the renowned Appian Way of the Roman Empire, in that it was 80 feet in width through Belmont County, while the latter was but 20 feet in width. Upon the National Road six carriages could pass abreast, while upon the Appian Way but two could pass each other. The National Road was renowned for the number arid excellence of the taverns that were built upon its borders. Some of these old taverns were only a mile apart, and were called wagon stands, because attached to each tavern was a great shed, beneath which the wagons found shelter for the night, while the wagoners found cheer and comfort by the glow of the large open grate of the barroom, where whiskey was freely dispensed at two drinks for a "fippenny bit" (6 1/4 cents).

CONESTOGA WAGONS.

The wagons that carried all the merchandise from east to west were great, broad-tired, canvas-covered wagons, that were drawn by six to 12 Conestoga horses. Over the hames of these horses were attached a semi-circle of bells that made the air merry with their joyous jingle. The capacity of some of these great wagons is almost incredible; some carried as much as 10 tons, and the average wagon carried from two to three tons.

An idea of the extent of the traffic may be had from the statement that a single commission house in Wheeling unloaded 1,081 wagons in a single year, and the freightage upon the goods carried amounted to $90,000. When these immense wagons were ready for a start the driver would mount the hind near horse and gathering the lines in one hand would sweep the old blacksnake whip over his head with a crack like the explosion of a torpedo and the ark-shaped vehicle moved off.

These great caravans lined the road from sunrise to sunset, besides innumerable droves of horses, cattle, hogs and sheep.

There were rival lines of stage coaches in which the passengers were carried from east to west and much competition prevailed.

One line operated by N. P. Talmadge was known as the "Good Intent Line" and another known as the "Neill Line" was conducted by William Neill, afterward the proprietor of the well-known Neill House at Columbus.

The speed attained by these old stage coaches was remarkable. With favorable weather and good roads, the trip from St. Clairsville to Wheeling, a distance of 12 miles, was accomplished in an hour, and as many as 20 of these great, four-horse coaches could be counted in line at one time.

THE OLD TAVERNS.

The taverns whereat the stage coaches stopped were known as stage houses, and differed from the wagon stands in that they were about 12 miles apart, and given over to the entertainment of passengers, while the hard-driven horses were being exchanged for fresh steeds. At these well-kept hostelries, hungry passengers could obtain an excellent meal for a "levy" (12 1/2 cents). The first of these taverns after entering Belmont County was conducted by Moses Rhodes of Bridgeport. A few miles farther west was the well known Stone Tavern, now occupied today by John Patterson. At this point on the National Road there is a wonderful tree that has become a noted landmark. This immense tree is probably upward of a century in age, and still strong and vigorous.

Bordering upon the National Road, its wide-spreading branches cover an area a hundred feet in diameter and extend over the pike about 30 feet, thus affording protection for a dozen or more conveyances beneath its sheltering shade. The trunk of this great tree is i5 feet in circumference. Then followed Chambers',

70 - CENTENNIAL HISTORY OF BELMONT COUNTY,

not far distant from the great stone bridge, with its arched stone pillars and massive buttresses, that spans Wheeling Creek. Midway of the "big hill" is Woodmansie's, formerly the home of the distinguished Charles Hammond; then follow in succession McMechen's and McCaffrey's, better known as the "Good Intent," and beyond is St. Clairsville, with Joseph Smith as proprietor. After leaving the county seat, is mentioned the fine brick tavern kept in good style by a man named Neiswanger, and this old tavern, erected 91 years ago, is occupied by his grandchildren. A few miles farther on are Hoover's and Chamberlain's. Here our research ends; but the names of these old hostelries are still familiar to the people of this generation, and the descendants of the proprietors are among our honored and prosperous citizens today.

THE OLD STAGE COACH.

The old-time stage coach was a long covered conveyance comfortably upholstered, with two doors in the middle, each with glass windows that served for both light and ventilation. The coach contained two broad seats facing each other with a capacity for seating six passengers. On the rear of each coach was a leather covered attachment for carrying baggage in the shape of an inverted V, and called a "boot," and in front was an elevated seat for the driver. This conveyance was swung upon two broad heavy leather straps in place of springs, causing a rocking motion to the coach while moving.

The entrance of the first stage into Belmont County in 1818 created a great sensation. The announcement had been made days in advance and great crowds had collected at every stopping place between Bridgeport and Morristown and at every crossroads to see the four-horse coach dash by.

The driver would wind his horn, and crack his whip, and the foaming steeds would gallop past at the rate of 12 miles an hour, while the merry party within and without the stage made the welkin ring with their laughter and cheers.

The coach was of the line owned by Thomas Dryden of Lancaster, and the entrance of the first railroad train in the county did not cause more joy and exultation.

PASSING OF THE NATIONAL ROAD.

Since the advent of railroads, this great thoroughfare has ceased to be a National Road. The government turned it over to the various States through which it passed in 1852, and Ohio at a later date required the various counties through which it extends to provide for its maintenance.

So that today it is but a local road in Belmont County, maintained in part by the revenues obtained from tolls, and when the tolls are insufficient the county commissioners appropriate yearly a sum sufficient for its maintenance.

The first year of our second century, a motor line that will traverse the line of the National Road through the entire length of the county and beyond, is in course of construction from Bridgeport westward, and the line is at present in operation to the foot of the "big hill," five miles from Bridgeport, where a halt has been called to determine the course to pursue in reaching St. Clairsville.

Those who live on the line of the National Road demand that the motor line pursue the National Road route as proposed in the application for a charter. But the company is inclined to take the easier grade, via Barton.

The completion of this electric line will unite the city and country so closely that it is expected hundreds from the overcrowded streets along our river fronts will establish healthful homes on the beautiful hills over which the road will pass.

It is a curious fact that when the Baltimore & Ohio Railroad, which in places runs parallel to the National Road, was in course of construction, its completion was stoutly opposed by many prominent statesmen, because of the injury the public would sustain in the abandonment of the National Road.

Gen. Henry W. Beeson of Pennsylvania was

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conspicuous because of his opposition to the extension of the Baltimore & Ohio Railroad through Pennsylvania, and was sustained by his constituents in his opposition. He insisted that the National Road would better subserve the weal than a steam railroad, and in support of his argument furnished a carefully prepared statement of the incidental revenues derived by the people from the travel and traffic of the road.

He estimated the number of horseshoes made by the blacksmiths along the road; the number of nails required to drive them ; the number of bushels of grain and tons of hay furnished by the farmers to the tavern keepers, and the vast quantities of chickens, turkeys, eggs, butter, vegetables and fruit required to supply the traveling public. But such arguments could not stay the wheels of progress.

TELEGRAPH AND TELEPHONE LINES.

Following the course of the National Road through the county are myriads of wires mounted upon three lines of immense cedar poles. These lines represent the wires of the Western Union Telegraph Company, the American Bell Telephone Company, and the numerous independent telephone companies whose wires extend through the county. The independent companies have increased so rapidly that they have practically superseded the old established companies in rural districts, and in the transaction of local business.

The independent telephone companies that are connected for operations in Belmont County today are: The National Telephone Company, Belmont Telephone Company, Flushing Telephone Company, Union Telephone Company, Cambridge Telephone Company, and the Harrison Telephone Company. The majority of these local companies follow the lines of the macadamized roads, while hundreds of wires follow the lines of the various railroads throughout the county.

OTHER PIKES.

In addition to the 28 miles of the National Road extending through the county, there are about 70 miles of macadamized roads constructed in various sections of Belmont County, some built by the county and maintained by tolls, but the greater number were built under special legislative enactment for Pultney and Warren townships, and are free pikes.

These roads are as follows : The Bellaire & Jacobsburg Pike, nearly seven miles ; Bridgeport & Colerain Pike, about 10 miles; Martin's Ferry & Colerain Pike, five miles; Cadiz Pike, two and one-third miles ; St. Clairsville & New Athens Pike, 14 miles ; Flushing Pike, 12 miles ; Bellaire & Wegee Pike, nearly two miles; Bellaire & St. Clairsville Pike, nearly five miles; Bellaire & McMechen's Creek Pike, six and one-half miles; Bellaire & West Wheeling Pike, two and one-fourth miles; Pipe Creek Pike, four miles.

Perhaps no material improvements have contributed more to the development, especially of the agricultural resources, of Belmont County, than the hundred miles of pike completed in its first century.