Sixth division, in Pennsylvania, twenty-one miles, two hundred and seventy-three rods, is covered with three inches of metal.
Seventh division, in Virginia, five miles, is covered with three inches of metal.
Seventh division, in Virginia, nine miles, two hundred and sixteen rods, is covered with six inches of metal.
The number of inches of metal put on that part which has been located anew, the first six miles of the first division, being three inches, and the number of inches of metal put upon that part of the road which lies between the Monongahela and the Ohio, the fifth, sixth, and seventh divisions, being three inches of metal on forty-four miles and two hundred and eighty-two rods, and six inches of metal on nine miles and two hundred and sixteen rods.
To make this a permanent and substantial road, such that the heavy transportation wagons shall not force their wheels through the metal into the bed, not less than the original contemplated thickness of three strata of three inches each, or the same number of strata of three perches and a half of stone each, appears sufficient. That three inches of metal will not suffice to bear up the travel passing over this road, is proved by the experience of the last two years. Nor will six inches answer the purpose on all parts of the road, during a long or continued wet spell of weather, when, from absorption alone, the solidity and contiguity of the metal has become weakened and lessened. On the crests of the hills it will be solid, with a thickness of six inches, when, in the valley and grades under one degree, the evidence of its insufficiency are apparent. Nothing less than the three strata of three inches each has been found sufficient; the last stratum being unequally applied according to the firmness and dryness, and the slope or grade of the bed. Such was judged necessary for a Macadam road from Cumberland to Wheeling, and the results tend to confirm the necessity of a thickness of nine inches on an average, to secure the object contemplated by the instructions of the Chief Engineer.
The condition of the masonry on the whole line of the road is in an unfinished state, so far as regards many of the parts upon which repairs have been commenced; and where nothing had been done toward repairing the bridges, many of their side-walls or parapets are in a dilapidated state, or torn down to the level of the roadway. In repairing the road under the last act of Congress, no more masonry was undertaken than the construction of culverts to drain the road, and repairing such parts as were necessary to perfect the roadway twenty feet in width; all other parts were left in the unfinished and decayed state in which they were when the appropriation of the year caused an abandonment of further repairs to this part of the work.
To carry into effect the repairs originally contemplated, and to secure the uniform strength throughout the whole line of the road equivalent to nine inches of metal, the following sums will be necessary, after applying the means now on hand, and which are pledged for the work commenced and contracted for in July last.
By reference to the annexed statement, it will be perceived the price per perch for delivered stone prepared as metal on the road varies from ninety-three cents to $2.50, and is stated for each section throughout the whole line of the road. Three quarries supply upward of twenty miles of the road, there being none nearer or accessible. Quarries of the best limestone are numerous and not remote from the road between Wheeling and the eastern base of Laurel hill; from thence to Frostburg they are few in number, situated in deep ravines, and remote from the road; from Frostburg to Cumberland they are comparatively numerous and of easy access. It will be seen that the price agrees with the difficulty of procuring the stone, and in the ratio above stated, from ninety-three cents to $2.50 per perch.