href="@public@vhost@g@gutenberg@html@files@41030@[email protected]#Footnote_18_18" class="fnanchor pginternal" tag="{http://www.w3.org/1999/xhtml}a">[18] That it was a difficult country to reach is proved by the fact that certain early adventurers in this region were deserters from Fort Pitt. They were safe here! A similar movement up the two branches of the Potomac had created a number of settlements there—far up where the waters ran clear and swift amid the mountain fogs. But there had been less communication on east and west lines. It is easy to assume that McCulloch’s path was the most important route across the ragged ridges, from one glade and valley to another. It is entirely probable that the New Road, to which Washington refers, was built for some distance on the buffalo trace which (though the earlier route) branched from the New Road. An old path ran eastward from Dunkard’s Bottom of which Washington says: “... being ... discouraged ... from attempting to return [to the Potomac] by the way of Dunkars Bottom, as the path it is said is very blind & exceedingly grown up with briers, I resolved to try the other Rout, along the New Road ...” as quoted on page 21. The growth of such towns as Cumberland and Morgantown had made a demand for more northerly routes. The whole road-building idea in these parts in the last quarter of the eighteenth century was to connect the towns that were then springing into existence, especially Morgantown and Clarksburg with Cumberland. Washington’s dream of a connected waterway was, of course, hopelessly chimerical, and after him no one pushed the subject of a highway of any kind between the East and the West through Virginia. Washington’s own plans materialized in the Potomac Navigation Company, and his highway, that should be a strong link in the chain of Federal Union between the improved Potomac and the Ohio, became the Cumberland Road; and it ran just where he did not care to see it—through Maryland and Pennsylvania. Yet it accomplished his first high purpose of welding the Union together, and was a fruit of that patriotic letter to Governor Harrison written a few days after Washington pushed his way through the wet paths of the Cheat and Youghiogheny Valleys in 1784.

These first routes across the mountains south of the Cumberland Road—in Virginia—were, as noted, largely those of wild beasts. “It has been observed before,” wrote Washington in recapitulation, “to what fortuitous circumstances the paths of this Country owe their being, & how much the ways may be better chosen by a proper investigation of it; ...” In many instances the new roads built hereabouts in later days were shorter than the earlier courses; however it remains true here, as elsewhere, that the strategic geographical positions were found by the buffalo and Indian, and white men have followed them there unwaveringly with turnpike and railway.

When Washington crossed the North Branch of the Potomac on the 26th of October, 1784 at “McCullochs crossing,” he was on the track of what should be, a generation later, the Virginian highway across the Appalachian system into the Ohio Basin. Oddly enough Virginia had done everything, it may truthfully be said, toward building Braddock’s Road to the Ohio in 1755, and, in 1758, had done as much as any colony toward building Forbes’s Road. All told, Virginia had accomplished more in the way of road-building into the old Central West by 1760 than all other colonies put together. Yet, as it turned out, not one inch of either of these great thoroughfares lay in Virginia territory when independence was secured and the individual states began their struggle for existence in those “critical” after-hours. These buffalo paths through her western mountains were her only routes; they coursed through what was largely an uninhabited region, and which remains such today. Yet it was inevitable that a way should be hewn here through Virginia to the Ohio; the call from the West, the hosts of pioneers, the need of a state way of communication, all these and more, made it sure that a Virginia Turnpike should cross the mountains.

Before that day arrived the Cumberland Road was proposed, built, and completed, not only to the Ohio River, but almost to the western boundary of the state of Ohio; its famous successor of another generation, the Baltimore and Ohio Railway, was undertaken in 1825. These movements stirred northern Virginians to action and on the twenty-seventh of February, 1827, the General Assembly passed an act “to incorporate the North-western Road Company.”

Sections 1, 3, 4, and 5 of this Act are as follows:

“1.   Be it enacted by the General Assembly of Virginia, That books shall be opened at the town of Winchester, in Frederick county, under the direction of Josiah Lockhart, William Wood, George S. Lane, Abraham Miller, and Charles Brent, or any two of them; at Romney, in Hampshire county, under the direction of William Naylor, William Donaldson, John M’Dowell, Robert Sherrard, and Thomas Slane, or any two of them; at Moorfield, in Hardy county, under the direction of Isaac Van Meter, Daniel M’Neil, Benjamin Fawcett, Samuel M’Machen, and John G. Harness, or any two of them; at Beverly, in Randolph county, under the direction of Eli Butcher, Squire Bosworth, Jonas Crane, Andrew Crawford, and William Cooper, or any two of them; at Kingwood, in Preston county, under the direction of William Sigler, William Johnson, William Price, Charles Byrne, and Thomas Brown, or any two of them; at Pruntytown, in Harrison county, under the direction of Abraham Smith, Frederick Burdett, Thomas Gethrop, Cornelius Reynolds, and Stephen Neill, or any two of them; at Clarksburg, in Harrison county, under the direction of John L. Sehon, John Sommerville, John Webster, Jacob Stealy, and Phineas Chapin, or any two of them; and at Parkersburg, in Wood county, under the direction of Jonas Beason, Joseph Tomlinson, Tillinghast Cook, James H. Neal, and Abraham Samuels, or any two of them, for purpose of receiving subscriptions to a capital stock of seventy-five thousand dollars, in shares of twenty dollars, to be appropriated to the making of a road from Winchester to some proper place on the Ohio river, between the mouths of Muskingum, and Little Kanawha rivers, according to the provisions of this act....

“3.   The proceedings of the first general meeting of the stockholders, shall be preserved with subsequent proceedings of the company, all of which shall be entered of record in well bound books to be kept for that purpose: And from and after the first appointment of directors, the said responsible subscribers, their heirs and assigns, shall be, and they are hereby declared to be, a body politic and corporate, by the name of ‘The North western Road Company;’...

“4.   It shall be the duty of the Principal Engineer of the State, as soon as existing engagements will permit, to prescribe such plans or schemes for making the whole road, or the several parts or sections thereof, as he shall think best calculated to further its most proper and speedy completion, and to locate and graduate the same, or part or parts thereof, from time to time, make estimates of the probable cost of making each five miles, (or any shorter sections,) so located and graduated, and to make report thereof to the Board of Public Works at such time or times as shall be convenient.

“5.   The said president and directors shall, from time to time, make all contracts necessary for the completion of the said road, and shall require from subscribers equal advances and payments on their shares,