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In the early 19th century, most roads were dreadful. Rural roads were often little more than muddy trails. The popularity of the car coincided with the improvement of public roads around Rockville. By 1929, when Montgomery County residents owned 13,000 cars, the Rockville Pike and Montgomery Avenue had both been paved, but the less-traveled Veirs Mill Road remained a narrow dirt road for decades after that.
In the early 19th century, most roads were dreadful. Rural roads were often little more than muddy trails. The popularity of the car coincided with the improvement of public roads around Rockville. By 1929, when Montgomery County residents owned 13,000 cars, the Rockville Pike and Montgomery Avenue had both been paved, but the less-traveled Veirs Mill Road remained a narrow dirt road for decades after that.
Above: Norbeck Road, near Rockville. In the far distance are two pedestrians; in the nearer distance a one- or two-person buggy is traveling away from the camera.
At right, two images of Viers Mill Road, c. 1911, showing deep ruts in the surface. The wagon wheels and tires of the time were very thin, and would sink straight into ruts, sometimes getting stuck.
From the "Times" (Washington):
From the "Times" (Washington):
Stalled in the mud... "Although he put on the entire 20-horsepower of his machine and called in assistance of several neighbors, it was not until shovels and crowbars had been procured to move his car... he was able to resume his journey. This experience not only caused more than an hour's delay in reaching the city but the wear and tear on himself, those who rendered assistance, and incidentally, the machine. Thus, at least two months of the life of a $3,000 auto was spent in simply traversing a short stretch of roadway."
Stalled in the mud... "Although he put on the entire 20-horsepower of his machine and called in assistance of several neighbors, it was not until shovels and crowbars had been procured to move his car... he was able to resume his journey. This experience not only caused more than an hour's delay in reaching the city but the wear and tear on himself, those who rendered assistance, and incidentally, the machine. Thus, at least two months of the life of a $3,000 auto was spent in simply traversing a short stretch of roadway."
Town Roads
Town Roads
Even in relatively populated towns, roads were not paved. These photos depict Maryland street scenes, from c. early 1900s. Note that the sidewalks are board planks elevated from street level.
Even in relatively populated towns, roads were not paved. These photos depict Maryland street scenes, from c. early 1900s. Note that the sidewalks are board planks elevated from street level.
This photograph was marked only "Rockville." Can you determine down which street this photo is shot?
Middletown, Maryland
Rural Roads
Rural Roads
Left: a view down Cedar Lane in Bethesda. Below: Seneca Road, with a buggy in the distance. A motorcycle (perhaps Lewis Reed's) sits on the side of the road near the dead tree.
Darnestown Road
Darnestown Road
Lewis Reed lived near Darnestown, so many of his streetscapes depict that specific region of Montgomery County. Both photos below were taken on Darnestown Road (later known as Route 28): one of the earliest extant roads in the County, and the main route farmers in Poolesville, Darnestown, Dickerson, and Barnesville used to reach the courthouse in Rockville. Darnestown Road has existed since before the Civil War, but it remained a muddy track for years into the automobile age.
Lewis Reed lived near Darnestown, so many of his streetscapes depict that specific region of Montgomery County. Both photos below were taken on Darnestown Road (later known as Route 28): one of the earliest extant roads in the County, and the main route farmers in Poolesville, Darnestown, Dickerson, and Barnesville used to reach the courthouse in Rockville. Darnestown Road has existed since before the Civil War, but it remained a muddy track for years into the automobile age.
At the time the photo at left was taken, the Griffith family owned the house and lot in the foreground. The frame and log house may have been built as early as the 1850s; by 1863 it was used as a house and store by Samuel Fisher. Fisher eventually sold the property to Ulysses Griffith and James Windsor, who also used it as a store. Griffith and Windsor continued as partners for ten years, until Windsor built his own store and house at the southwest corner of Seneca and Darnestown roads.
At the time the photo at left was taken, the Griffith family owned the house and lot in the foreground. The frame and log house may have been built as early as the 1850s; by 1863 it was used as a house and store by Samuel Fisher. Fisher eventually sold the property to Ulysses Griffith and James Windsor, who also used it as a store. Griffith and Windsor continued as partners for ten years, until Windsor built his own store and house at the southwest corner of Seneca and Darnestown roads.
Heavy Equipment
Heavy Equipment
These vehicles below, strangely recognizable as forerunners to our modern equivalents, date from 1909. Steamrollers (more correctly called road rollers) were literally powered by steam, like locomotives, and were similar to motorized farm vehicles of the time period. Road rollers were the last type of steam engine to be used on the roads. Before the hot tar has a chance to cool, sand, small pebbles, or small pieces of crushed rock are spread on top of it and compacted with a road roller, which also helps to bind it all together into a long-wearing, waterproof pavement.
These vehicles below, strangely recognizable as forerunners to our modern equivalents, date from 1909. Steamrollers (more correctly called road rollers) were literally powered by steam, like locomotives, and were similar to motorized farm vehicles of the time period. Road rollers were the last type of steam engine to be used on the roads. Before the hot tar has a chance to cool, sand, small pebbles, or small pieces of crushed rock are spread on top of it and compacted with a road roller, which also helps to bind it all together into a long-wearing, waterproof pavement.
Above and below: steam-powered road rollers in action. The lower photo depicts a horse-drawn tanker wagon on the right.
The early 1900s road paving truck seen in the photo above is equipped with a high-powered sprayer mounted on the back of the truck. The truck consists of a storage tank, a burner to keep the asphalt hot and liquid, and a pump to pressurize it and send it to the spray bar and through the nozzles in the back.
In 1900, 90% of the roads in Maryland were dirt roads; in Montgomery County the figure was 95%. In 1909, the State Roads Commission paved the 5.47 miles of Old Georgetown Road with a six-inch macadam covering, and the state did further paving throughout the 1920s.
In 1900, 90% of the roads in Maryland were dirt roads; in Montgomery County the figure was 95%. In 1909, the State Roads Commission paved the 5.47 miles of Old Georgetown Road with a six-inch macadam covering, and the state did further paving throughout the 1920s.
Roads to the Future
Roads to the Future
Rockville Pike’s reputation as “one of the worst pieces of main highway in the state” eventually helped initiate Maryland’s Good Roads Movement, alongside a nationwide initiative to improve America's roads. Responding to citizen demands, the newly created State Roads Commission incorporated the Rockville Pike into the state highway system.
Rockville Pike’s reputation as “one of the worst pieces of main highway in the state” eventually helped initiate Maryland’s Good Roads Movement, alongside a nationwide initiative to improve America's roads. Responding to citizen demands, the newly created State Roads Commission incorporated the Rockville Pike into the state highway system.
Ironically, Montgomery County would eventually enact legislation to protect some of its rural roads from the type of traffic-conscious expansion that could spoil the natural beauty of the landscape on either side of the drive, as shown here in an early 20th century photograph.
In 1956, President Eisenhower passed legislation to implement (arguably) the greatest public-works project in U.S. history: the Interstate Highway System.
In 1956, President Eisenhower passed legislation to implement (arguably) the greatest public-works project in U.S. history: the Interstate Highway System.
With this, every major city in America would be connected via highway construction, and mobility within the U.S. would ideally become limitless: a giant leap from the dirt roads and muddy paths that existed at the beginning of the century.
With this, every major city in America would be connected via highway construction, and mobility within the U.S. would ideally become limitless: a giant leap from the dirt roads and muddy paths that existed at the beginning of the century.
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