In replacing the covering of stone, it was found best to lay it on in layers of about three inches thick, admitting the travel for a short interval on each layer, and interposing such obstructions from time to time as would insure an equal travel over every portion of the road; care being taken to keep persons in constant attendance to rake the surface when it became uneven by the action of wheels of carriages. In those parts of the road, if any, where materials of good quality could not be obtained for the road in sufficient quantity to afford a course of six inches, new stone was procured to make up the deficiency to that thickness; but it was considered unnecessary, in any part, to put on a covering of more than nine inches. None but limestone, flint, or granite were used for the covering, if practicable; and no covering was placed upon the bed of the road till it had become well compacted and thoroughly dried. At proper intervals, on the slopes of hills, drains or paved catch-waters were made across the road, whenever the cost of constructing culverts rendered their use inexpedient. These catch-waters were made with a gradual curvature, so as to give no jolts to the wheels of carriages passing over them; but whenever the expense justified the introduction of culverts, they were used in preference, and in all cases where the water crossed the road, either in catch-waters or through culverts, sufficient pavements and overfalls were constructed to provide against the possibility of the road or banks being washed away by it. The masonry of the bridges, culverts, and side-walls was ordered to be repaired, whenever required, in a substantial manner, and care was taken that the mortar used was of good quality, without admixture of raw clay. All the masonry was well pointed with hydraulic mortar, and in no case was the pointing allowed to be put on after the middle of October. All masonry finished after this time was well covered, and pointed early in the spring. Care was taken, also, to provide means for carrying off the water from the bases of walls, to prevent the action of frost on their foundations; and it was considered highly important that all foundations in masonry should be well pointed with hydraulic mortar to a depth of eighteen inches below the surface of the ground. By the year 1818, travel over the first great road across the Allegheny Mountains into the Ohio Basin had begun. CHAPTER II BUILDING THE ROAD IN THE WEST The tales of those who knew the road in the West and those who knew it in the East are much alike. It is probable that there was one important distinction--the passenger traffic of the road between the Potomac and Ohio, which gave life on that portion of the road a peculiar flavor, was doubtless not equaled on the western division.