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After the Civil War, Montgomery County saw swift development, spurred on by the quick advancement of the Baltimore & Ohio (B&O) Railroad. Opening in 1873, the Metropolitan Branch of the B&O had a major impact on the county’s economy through its freight and passenger service. Passenger service, when combined with the introduction of trolley cars, made it feasible for developers to build residential developments in the suburbs of Washington, DC, and the rail line made the county’s proximity to the District a pivotal factor in the growth of its economy. Many residents lived in the county and commuted to work in the capital, and many farmers sold their goods at markets within and surrounding the city.
After the Civil War, Montgomery County saw swift development, spurred on by the quick advancement of the Baltimore & Ohio (B&O) Railroad. Opening in 1873, the Metropolitan Branch of the B&O had a major impact on the county’s economy through its freight and passenger service. Passenger service, when combined with the introduction of trolley cars, made it feasible for developers to build residential developments in the suburbs of Washington, DC, and the rail line made the county’s proximity to the District a pivotal factor in the growth of its economy. Many residents lived in the county and commuted to work in the capital, and many farmers sold their goods at markets within and surrounding the city.
Early suburban development followed the rail and trolley car routes stretching from Washington, DC, and by the late 19th century, the County began to see large scale, organized land development and homebuilding.
Early suburban development followed the rail and trolley car routes stretching from Washington, DC, and by the late 19th century, the County began to see large scale, organized land development and homebuilding.
In this photo c. 1910, a trolley (at center) heads south from Rockville toward Tenallytown (as it was spelled then) through open farmland. The view appears to be looking north and shows the area south of where Montrose Road intersects with Rockville Pike. The Pike is the white strip running diagonally behind the trolley car.
In this photo c. 1910, a trolley (at center) heads south from Rockville toward Tenallytown (as it was spelled then) through open farmland. The view appears to be looking north and shows the area south of where Montrose Road intersects with Rockville Pike. The Pike is the white strip running diagonally behind the trolley car.
The elevated vantage point, possibly from an adjacent rooftop or the roof of a barn, affords an excellent view of the rural countryside.
The elevated vantage point, possibly from an adjacent rooftop or the roof of a barn, affords an excellent view of the rural countryside.
In this photo-of-a-photo, Lewis Reed is pictured using a tripod and five-by-four box camera to capture the locomotive power of an arriving B&O train.
Lewis Reed, across the railroad tracks with several female companions.
B&O Railroad tracks near Germantown.
Four young women in big, wide-brimmed hats pose beside a Philadelphia, Baltimore and Washington Railroad (PB&W) passenger car.
ROCKVILLE B&O RAILROAD STATION
ROCKVILLE B&O RAILROAD STATION
Built in 1873, the Rockville B&O Railroad station was one of several stops along the route between Washington’s Union Station and Point of Rocks where the Metropolitan Branch joined the B&O Main Line of the railroad.
Built in 1873, the Rockville B&O Railroad station was one of several stops along the route between Washington’s Union Station and Point of Rocks where the Metropolitan Branch joined the B&O Main Line of the railroad.
Nearly 100 years later, in the mid-1970s, Metro’s original plans for the Rockville Metro Station, part of the final phase of construction on the Red Line, called for the demolition of the B&O Station which by then was disused and in disrepair.
Nearly 100 years later, in the mid-1970s, Metro’s original plans for the Rockville Metro Station, part of the final phase of construction on the Red Line, called for the demolition of the B&O Station which by then was disused and in disrepair.
Rockville B&O Train Station in the early 1900s. On the left, a horse-drawn carriage has just crossed the tracks.
However, Peerless Rockville, then only one year old, brought the station’s plight to the attention of the City of Rockville and WMATA, ultimately negotiating a compromise—the station and its freight house would not be demolished, but instead would be relocated. A new tenant would be found to occupy the historic buildings, allowing the Metro construction to continue as planned.
However, Peerless Rockville, then only one year old, brought the station’s plight to the attention of the City of Rockville and WMATA, ultimately negotiating a compromise—the station and its freight house would not be demolished, but instead would be relocated. A new tenant would be found to occupy the historic buildings, allowing the Metro construction to continue as planned.
In 1981, the 400-ton station was lifted carefully off of its foundation, moved approximately 30 feet to the south, and reoriented 180 degrees so that the train platform which originally faced the tracks now faced Church Street and the Wire Hardware Store.
In 1981, the 400-ton station was lifted carefully off of its foundation, moved approximately 30 feet to the south, and reoriented 180 degrees so that the train platform which originally faced the tracks now faced Church Street and the Wire Hardware Store.
In this photo: the many buildings comprising the Gaithersburg B&O Train Station; the view is looking north up the tracks, 1911.
GAITHERSBURG B&O RAILROAD STATION
GAITHERSBURG B&O RAILROAD STATION
The station was originally built as the Gaithersburg B&O Railroad Station and Freight Shed in 1884, for the Metropolitan Branch of the Baltimore and Ohio Railroad (B&O). A freight house, which currently houses the Gaithersburg Community Museum, allowed farmers to easily ship their products. Over the years, the station buildings gradually fell into disrepair and by the 1960’s were slated for demolition.
The station was originally built as the Gaithersburg B&O Railroad Station and Freight Shed in 1884, for the Metropolitan Branch of the Baltimore and Ohio Railroad (B&O). A freight house, which currently houses the Gaithersburg Community Museum, allowed farmers to easily ship their products. Over the years, the station buildings gradually fell into disrepair and by the 1960’s were slated for demolition.
BARNESVILLE B&O RAILROAD STATION
BARNESVILLE B&O RAILROAD STATION
The Barnesville train station, pictured above in the early 1900s, was also known as Sellman Station. Apparently named after Captain William O. Sellman who owned land there, Sellman was a separate, thriving community located just a mile south of Barnesville. Development in this area began around 1873 when the Metropolitan Branch came through, but the town of Sellman was gradually abandoned with the advent of interstate highways and automobiles.
The Barnesville train station, pictured above in the early 1900s, was also known as Sellman Station. Apparently named after Captain William O. Sellman who owned land there, Sellman was a separate, thriving community located just a mile south of Barnesville. Development in this area began around 1873 when the Metropolitan Branch came through, but the town of Sellman was gradually abandoned with the advent of interstate highways and automobiles.
The original station building was torn down in the late 1950s, and for many years there was no shelter at this popular up-county stop. It was finally decided to move to the site a 16-by-22-foot historic metering station owned by the Washington Gas Light Company, with the gas company, the county, and the city and residents of Barnesville sharing the costs. The squarish little structure had a makeover after the move. It was painted inside and out and a wide overhanging roof was added just below the original roof line, giving the building more an authentic "train station" look, and it was re-dedicated on October 10, 1977. Snuggled up against the woods, surrounded by trees and shrubbery in a rural area just south of Barnesville on Route 109 (Beallsville Road), the station today is a pretty sight.
The original station building was torn down in the late 1950s, and for many years there was no shelter at this popular up-county stop. It was finally decided to move to the site a 16-by-22-foot historic metering station owned by the Washington Gas Light Company, with the gas company, the county, and the city and residents of Barnesville sharing the costs. The squarish little structure had a makeover after the move. It was painted inside and out and a wide overhanging roof was added just below the original roof line, giving the building more an authentic "train station" look, and it was re-dedicated on October 10, 1977. Snuggled up against the woods, surrounded by trees and shrubbery in a rural area just south of Barnesville on Route 109 (Beallsville Road), the station today is a pretty sight.
Moving the metering station, 1977. [Photo from the Montgomery County Sentinel]
The metering station installed at Sellman station by the tracks. View from winter, 2000. [Photo by Charles Jacobs]
TROLLEYS
TROLLEYS
This photo, c. 1911, captures the trolley tracks on Rockville Pike south of Sherrer Farm. Note that one of the young men is holding a bicycle.
Trolleys existed in American cities before the Civil War, but a line did not connect Washington, DC to Rockville, Maryland, until 1900. Lewis Reed had the foresight to aim his camera at early trolley cars, providing rare glimpses of these unique vehicles, as well as views of Montgomery County’s rapidly changing landscapes in the early 20th century.
Trolleys existed in American cities before the Civil War, but a line did not connect Washington, DC to Rockville, Maryland, until 1900. Lewis Reed had the foresight to aim his camera at early trolley cars, providing rare glimpses of these unique vehicles, as well as views of Montgomery County’s rapidly changing landscapes in the early 20th century.
Rare view of the interior of an early 1920's trolley car. Panels for advertising line the edge of the ceiling on both sides of the trolley. Instead of air conditioning, the interiors were cooled with wooden ceiling fans.
Rare view of the interior of an early 1920's trolley car. Panels for advertising line the edge of the ceiling on both sides of the trolley. Instead of air conditioning, the interiors were cooled with wooden ceiling fans.
This photograph was featured on PBS's "The American Experience" documentary, "The Great War" that premiered on April 10, 2017 in conjunction with the 100th anniversary of America’s entry into World War I.
This photograph was featured on PBS's "The American Experience" documentary, "The Great War" that premiered on April 10, 2017 in conjunction with the 100th anniversary of America’s entry into World War I.
A car barn is the streetcar equivalent of a garage for buses. It’s a covered facility in which streetcars were stored overnight, cleaned and given light repairs before the next day’s run. The car barn for the trolleys at the time was the second Western Avenue car barn for the streetcars that served the Georgetown-Tenleytown-Bethesda-Rockville line (pictured at left). It was located on the west side of Wisconsin Ave. between Harrison and Jennifer.
A car barn is the streetcar equivalent of a garage for buses. It’s a covered facility in which streetcars were stored overnight, cleaned and given light repairs before the next day’s run. The car barn for the trolleys at the time was the second Western Avenue car barn for the streetcars that served the Georgetown-Tenleytown-Bethesda-Rockville line (pictured at left). It was located on the west side of Wisconsin Ave. between Harrison and Jennifer.
Above, two carmen aboard the "Georgetown Only" trolley car. At left, crew and passengers pose near a Rockville car.
Leroy King described the street cars below as “Rockville” cars. These distinctively styled cars were also used on Washington Railway’s Maryland line. Note the "cow catcher" in the front, and the multiple unit jumper box under the center front window. Two men typically operated a trolley car, a motorman and conductor (as pictured at left with car #592). At right, passengers board car #596 heading to Rockville (both photos taken in 1908).
Leroy King described the street cars below as “Rockville” cars. These distinctively styled cars were also used on Washington Railway’s Maryland line. Note the "cow catcher" in the front, and the multiple unit jumper box under the center front window. Two men typically operated a trolley car, a motorman and conductor (as pictured at left with car #592). At right, passengers board car #596 heading to Rockville (both photos taken in 1908).
From the "Washington Star," regarding the Rockville cars:
From the "Washington Star," regarding the Rockville cars:
"The cars do not differ materially from those found on other lines – except no place to hitch horses .... The interior of the car is fitted up with mahogany ...seats with springs are upholstered in slate-colored plush."
"The cars do not differ materially from those found on other lines – except no place to hitch horses .... The interior of the car is fitted up with mahogany ...seats with springs are upholstered in slate-colored plush."
Trolleys were at home both in the open countryside and in city streets, mingled with pedestrians, cyclists, and horse-drawn vehicles. These scenes below, taken by Lewis Reed in other parts of Maryland (likely Baltimore), show the trolley in its more typical urban habitat.
Trolleys were at home both in the open countryside and in city streets, mingled with pedestrians, cyclists, and horse-drawn vehicles. These scenes below, taken by Lewis Reed in other parts of Maryland (likely Baltimore), show the trolley in its more typical urban habitat.
In populated urban areas, trolley cars kept speeds to 12 mph (6 mph at intersections), but in open country they could get up to 40 mph. Traveling in snow was additionally hazardous, as evidenced by the trolley pictured in these photos, which derailed and plowed into a telephone pole at Montrose Road and Rockville Pike.
In populated urban areas, trolley cars kept speeds to 12 mph (6 mph at intersections), but in open country they could get up to 40 mph. Traveling in snow was additionally hazardous, as evidenced by the trolley pictured in these photos, which derailed and plowed into a telephone pole at Montrose Road and Rockville Pike.
Lewis Reed was there to capture the accident from two different perspectives using a five-by-four box camera which produced images on a glass plate.
Lewis Reed was there to capture the accident from two different perspectives using a five-by-four box camera which produced images on a glass plate.
Abandoned trolley tracks off MacArthur Boulevard, 100 years after Lewis Reed's time. [Photo by Sue Houser]
The rise and decline of trolleys and street railways is another example of the inevitability of change. Now there are no street car lines in Montgomery County and all the car barns and charming little waiting stations have been razed.
The rise and decline of trolleys and street railways is another example of the inevitability of change. Now there are no street car lines in Montgomery County and all the car barns and charming little waiting stations have been razed.
In March 1965, ground was broken for construction of the Trolley Museum in Wheaton, Maryland. Built with donated funds, materials and labor, it is run by volunteers under the aegis of the Maryland-National Capital Park and Planning Commission.
In March 1965, ground was broken for construction of the Trolley Museum in Wheaton, Maryland. Built with donated funds, materials and labor, it is run by volunteers under the aegis of the Maryland-National Capital Park and Planning Commission.
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