with the subsequent appropriations for other objects, as to be scarcely worthy of observation. The Appian Way derived its name from Appius, who was consul of Rome at the time of the undertaking. Its initial southern terminus was Capua, distant from Rome one hundred and twenty-five miles, very nearly the same as the distance from Cumberland to Wheeling."

My earliest knowledge of this great road, the National Road, began with my earliest recollection. It passed within two and one-half miles of my father's farm and was always an object of great interest to every country boy. Every boy had "his colt." He knew when the circuses would pass, and he was sure to be on the roadside when they went by; and how splendid then to see the stages pass, thundering along at a sweeping trot, drawn by four matched horses, driven by an imposing man whom we all thought from his dignity and position, was one of the grandest of earth. When he nodded and waved his whip to some neighbor, we thought it was a great condecension. Many were the serious discussions between the boys as to what they would rather be when they got "growed up, a stage driver on the Pike or a Ring Master in the circus.

The stage coaches were among the most interesting of objects that passed. They were always loaded down both inside and out, and "carried the mails." The time table for one of the stage lines was, Washington to Wheeling, thirty hours: to Columbus, fortyfive hours, Indianapolis, sixty-five and one-half hours, and to St. Louis, ninety-four hours. They passed and repassed with the regularity of the clock, with greater regularity than the trains upon the principal railroads do now. When the horn was sounded for a change, the horses, the blacks, the roans and the sorrels, came prancing to take the place of the grays and the chestnuts. The grooms knew how to make them "show up. Three minutes for the change and away again.

From early morning to sunset, there was seldom a time that the white covered wagons of the movers to the west were not in. sight of those living on this road. They were always accompanied by the families walking on foot, driving the stock, while the aged and the smaller ones rode in the wagons. I remember, when a small boy, of following behind one of these wagons and looking into a crate swung beneath the hind axle, and saw three pigs, three turkeys and six chickens.

A favorable camping ground for these emigrants (movers) was on the stretch between Jacksontown and Hebron; the nearest point to our home. In the early evening between sunset and dark, it was a favorite excursion for the boys to ride up and down that road, and see the campers getting their suppers and then getting ready for their night's rest. They all seemed so happy. Many a cheerful song or hymn was heard rising from some little group.

Among the many interesting objects that moved both to the East and to the West, were the freighters, with their large wagons with goods for the merchants. Their teams of horses each had bows over the hames, strung with sweet tinkling bells. And another interesting feature was to see the great droves of stock driven from the West to the markets of the East. The horses were usually led in this manner: A light buggy was driven in front, to which was attached a long rope, which ran to the axle of another buggy driven in the rear, and on each side of the rope were attached the halters of the horses that followed. The mules followed an old gray mare ridden by a boy, with a cowbell on her neck. She was white or gray so as to better attract the attention of the mules. The fat cattle, the sheep, hogs and turkeys, were all driven to the markets of the East, Pittsburgh, Philadelphia, and Baltimore. From the time that winter first broke in March, until the snow fell, this constant moving of the families kept up. The moving of live stock and the stage coaches went on all the year through. Although this road was so wide, it was none too wide and was often filled from border to border.

For thirty years this great road served this great purpose, and by it the woods were peopled. The constant sound of the ax and the falling of trees, was heard along its line. Its decline began as the Central Ohio Railway moved parallel to it, and supplied an easier and better transportation. It was finally surrendered by the general government to the respective States through which it passed and they surrendered it by piecemeal to the counties.

It is now over fifty years since I have seen any portion of this great road, except to cross it occasionally on some railroad train. I know not its present condition, but it was built to endure. It should be in such condition now, that little would be needed to make it again a great road as it was when I knew it. With the new mode of travel by motor cars, it should again fill as useful a purpose as it ever did. It ought to be continued on through Missouri and Kansas, and to the west until it reached the Pacific. Good roads of the same character should be built all over the land. They would serve a great purpose, and result in great good to our people.

Yours truly,

GEO. H. ENGLISH, Kansas City, Mo.

76th Street and Broadway, New York,
January 20, 1912.

Mr. Curtis Hill,
State Highway Engineer, Columbia, Mo.

Dear Sir: -You will, I trust, be interested to hear that my Circular Tour of the U. S. as Special Agent of the Office of Public Roads at Washington was successfully concluded in 105 days. In

addition to a tour of road inspection, I laid out and charted two feasible Transcontinental routes which, in essence Scenic Highways, afford the tourist the opportunity of seeing America from the road. At the same time the road keeps to historic paths in order to help preserve landmarks of the past which threaten to be forgotten.

The Old Trails Road traverses a soil every mile of which is American History crystallized. The Braddock Road, the Cumberland Pike and the National Highway to St. Louis, are only links in the long chain, connecting by means of the old Boonslick Road in Missouri with the Santa Fe Trail that for nearly 1,000 miles between Boonville, Mo., and the New Mexican capitol has been marked with Monuments by the devotion of the Daughters of the American Revolution. From there it follows the line of march of General Kearney's army into California and in part that of the Spanish founders of San Francisco and the ancient Missions. It takes in the wonders of the Southwest; the sky village of Acoma and the Enchanted Mesa, the Spanish Inscription Rock, Isleta and Laguna pueblos, and the Indian pueblos of Zuni identified with the fabled Seven Cities of Cibola. It brings one to the Petrified Forests, the Painted Desert, the Cliff Dwellings, the Moqui Snake Dancers Reservation, Sunset Mountain and Lava Beds, the Grand Canyon, Montezuma's Well and Castle and the Gila River country famed in Aztec tradition, while it crosses the American Desert through its most fertile part, Imperial Valley. Who with the red blood of national pride within him does not thrill at the thought of such roads as these! They are surely highways worthy of the American people.

I am convinced that the building of Transcontinental Highways rests with the people themselves. Much valuable time will be lost waiting for Federal aid. Let organized effort still be directed towards inducing Congress to vote money for National Highways, but let it not be forgotten that the people have already taken the initial steps in this work. I would quote the "Territorial Highway" now being undertaken by Arizona across the State in proof of this.

But how can I sufficiently emphasize the need everywhere of co-ordination between the States interested! The waste of valuable energy on all sorts of unrelated schemes for Good Roads is lamentable. Interest almost everywhere is purely local. Scarcely a State concerns itself as to what is being done by its neighbors. Scarcely a county commissioner or Good Roads enthusiast has considered the possible importance of his section in relation to the burning need of the hour-a National Highway from Ocean to Ocean.

The Transcontinental Highways are of First importance. Any scheme for State Highways which do not form a direct link in the Transcontinental chain must be secondary. Time enough for those others when the Great Transcontinental Highways, forming the

longest and most wonderful sightseeing thoroughfares known, shall be an accomplished fact.

The National Highways from Coast to Coast are coming-are already under way. Even now the people are unconsciously building them but disjointedly, without preconcerted plan or conception of the significance of their work. The help of every good roads man is needed. Let us all get together and see what we can do. Faithfully yours,

THOMAS W. WILBY, Special Agent,

U. S. Office of Public Roads.

Kentucky, Virginia

and Tennessee, corner. This is on the old Wilderness road, blazed and estab lished by Daniel Boone (1775). Cumberland Gap, No. 2, is on the N. O. T. Road near Wheeling, W. Va. The figure on horseback (No. 1) reminds me of a seventeen year old boy, a Confederate soldier, who in November, 1862, when the Confederates held the Gap, rode down the road coming North and was warned by the guard stationed at the house on the right and again by the pickets a few yards further on that they were expecting the battle to begin any minute, in which event the boy would be caught between the fire of both armies but this is another story.