F-3-224 Frederick-Baltimore Transportation Corridor (Old National Pike, Annapolis Road)
Architectural Survey File
This is the architectural survey file for this MIHP record. The survey file is organized reverse- chronological (that is, with the latest material on top). It contains all MIHP inventory forms, National Register nomination forms, determinations of eligibility (DOE) forms, and accompanying documentation such as photographs and maps.
Users should be aware that additional undigitized material about this property may be found in on-site architectural reports, copies of HABS/HAER or other documentation, drawings, and the “vertical files” at the MHT Library in Crownsville. The vertical files may include newspaper clippings, field notes, draft versions of forms and architectural reports, photographs, maps, and drawings. Researchers who need a thorough understanding of this property should plan to visit the MHT Library as part of their research project; look at the MHT web site (mht.maryland.gov) for details about how to make an appointment.
All material is property of the Maryland Historical Trust.
Last Updated: 02-04-2016 MARYLAND HISTORICAL TRUST NR Eligible: yes
DETERMINATION OF ELIGIBILITY FORM no~
operty Name: Frederick-Baltimore Transportation Corridor Inventory Number: F-3-224
Address: Old National Pike (MD 144) and Baltimore Road at 1-70 exit 59 Historic district: yes X no City: btw Frederick and New Market Zip Code: NIA County: Frederick
USGS Quadrangle(s): Walkersville
~~~~~~~~~~~~~~~~~~~~~~~~~~~ Property Owner: MD Dept. of Transportation (MD144) and Federal Highway Tax Account ID Number: NIA
Tax Map Parcel Number(s): NIA Tax Map Number: NIA ~~~~~~~~~- ~~~~~~~~-
Project: Proposed Improvements to the I-701MD 144 Interchange Agency: Federal Highway Administration
Agency Prepared By: Paula S. Reed and Associates, Inc.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Preparer's Name: Paula Reed Date Prepared: 711312015
Documentation is presented in: Maryland Inventory of Historic Places, MIHP #F-3-224
Preparer's Eligibility Recommendation: x Eligibility recommended Eligibility not recommended
Criteria: X A B c D Considerations: A B c D E F G Complete if the property is a contributing or non-contributing resource to a NR district/property: Name of the District/Property: Inventory Number: Eligible: yes Listed: yes
te visit by MHT Staff yes X no Name: Date:
Description of Property and Justification: (Please attach map and photo) Assessment of Property
The Frederick-Baltimore Transportation Corridor in the southeastern part of Frederick County is potentially eligible under National Register Criterion A as one of the oldest continuously used transportation corridors in Frederick County. Even before the creation of the County in the 1748, a road existed passing through this area connecting western lands to Annapolis and Baltimore. Emigrants traveling from Baltimore used this route to reach Frederick County and points west through the 18th century, prompting its inclusion in the network of roads making up the National Road system. As travel increased through the 19th century many taverns were built to accommodate the travelers, and tollhouses were added following improvements to the roadway by the Baltimore Turnpike Co. Many of these buildings still exist along the corridor. Traders used the roadway to ferry goods to and from the port of Baltimore, spreading news and cultural influences to the west. In the 18th and 19th centuries, armies marched this route to battle, first during the French and Indian War and later during the Civil War. As the age of the automobile arrived at the beginning of the 20th century, in Maryland the corridor was used to create modem macadam roads. The road was realigned, widened and later dualized in the last half of the 20th century and designated a national defense highway providing a route for movement of troops and materiel in the event of war. The subject property does not appear to be eligible for its association with
MARYLAND HISTORICAL TRUST REVIEW Eligibility recommended Eligibility not recommended )(.
Criteria: A B c D Considerations: A B c D E F G NR-ELIGIBILITY REVIEW FORM
F-3-224 Frederick-Baltimore Transportation Corridor Page 2
ny significant historic person and is therefore not recommended for Criterion B. Numerous changes to the road structure over time negatively impact the property's eligibility under Criterion C. Criterion D was not evaluated.
Resource Description
The proposed I-70/MD 144 intersection improvements (exit 59) include a convergence of four iterations of the historic transportation corridor between Frederick and Baltimore. The original road was in place in the mid-18th century as a wagon road, now identified as MD Route 144, and as "Old National Pike." This is the two-lane highway that extends east from Meadow Road at the intersection ofI-70, leading to New Market where it becomes the main street. This road became a turnpike after 1805, commonly known as the Baltimore Pike or National Pike, and linked with the National Road that began in Cumberland and headed west. This portion ofroad retains its original track, but it is widened to include two traffic lanes and paved shoulders. The same route was eventually designated as US 40.
Going west from the proposed project intersection, the old road continues, but it was realigned in the 1940s following the collapse of the old Baltimore Pike stone bridge (Jug Bridge) to cross the Monocacy River over a new concrete bridge. This part of US Route 40 was dualized the mid-1950s as part of the Eisenhower administration's Defense Highway System, to be used for military transport and evacuation in case of nuclear attack during the Cold War. This portion of the highway was expanded to four lanes with a grass median, becoming part ofinterstate Route 70.
The present alignment of I-70 in the vicinity of the project area took form in the mid 1980s and the old alignment, also known as "Old Interstate 70," became part of MD 144.
Thus, in the APE for this project are four historic alignments including the original Frederick-Baltimore Road/Turnpike, the 1940s Route 40 realignment, the 1950s Defense Highway, and the most recent re-alignment of I- 70 to eliminate grade crossings. Uniquely, these all converge in the APE for this project.
valuation of Integrity:
Each of these transportation features retains a high level of integrity to the period of their construction. The original road, "Old National Pike" has been altered through the application of pavement and paved shoulders, but it retains its same path and grade.
For Historic Context please see "Routes of Change: A History of Transportation in Mid-Maryland," Kim Wallace, Teresa S. Moyer, Paula S. Reed, and Edith B. Wallace, Catoctin Center for Regional Studies, 2011 .
Resource History
In 1739, "the Inhabitants about Monoccacy [sic]" petitioned the Maryland colonial legislature for a road to be "Cleared through the Country from the City of Annapolis for the more easy Carrige [sic] of their Grain, Provisions, and other Commoditys." (1) Their prayers were quickly answered, as indicated by the survey of a 50-acre tract along a tributary of Linganore Creek called Kendrick's Hap beginning "within a quarter of a mile of the wagon road that goes from Monocacy to Annapolis." (2) Baltimore, still a fledgling port settlement established just ten years earlier, would soon overtake Annapolis in importance. It appears that about 1745, the year that Frederick Town was laid out, a more direct route to Baltimore running slightly south of the Annapolis Road emanated out of Frederick Town.(3) In 1774 the route from Frederick to Baltimore was designated one of Maryland' s "principal Market Roads" by the legislature, though the road was still an unimproved wagon trace.(4) However, in 1787 the state legislature
MARYLAND HISTORICAL TRUST REVIEW Eligibility recommended Eligibility not recommended
Criteria: A 8 c D Considerations: A B c D E F G
Reviewer, Office of Preservation Services Date
Reviewer, National Register Program Date NR-ELIGIBILITY REVIEW FORM
F-3-224 Frederick-Baltimore Transportation Corridor Page 3
assed a bill to establish a turnpike road leading from Baltimore to Fred.erick (see 1794 Griffith map attached).(5)
Work on the turnpike road was slow and by 1804, travel along the route was becoming so difficult that the time it took to reach Baltimore, forty-five miles, expanded to over six days. That year, the Maryland state legislature passed a new proposal to turnpike the road and in 1805 The Baltimore and Frederick Town Turnpike Company was created. (see 1808 Varle map) The new turnpike became a part of the network of privately owned turnpike roads that connected to the National Road from Cumberland, Maryland to the Ohio territory. Over the next fifteen years various other turnpike companies were formed to create roads connecting towns in other counties. Finally, in 1820 the state Legislature moved to unify all of these efforts to create one, toll-free road from Baltimore to Cumberland. The road was improved with a macadam surface, resulting in faster travel times and increased trade. Though this portion of the road was part of President Thomas Jefferson's "National Road" legislation passed in 1806, it appears that no Federal funds were spent on its construction. Instead the Federal money was applied only to extending the road from Cumberland west to Illinois.(6)
The Baltimore Pike, as it became known, continued in constant use through the mid-19th century. In the 1830s, the Baltimore & Ohio (B&O) Railroad laid tracks along a route roughly parallel to the Baltimore Pike. As traffic on the railroad grew, the turnpike began to fade in importance. From 1861 to 1865, both the Baltimore Pike and the B&O Railroad played significant roles as transportation routes during the American Civil War. Both corridors' eastern approaches to Frederick and their Monocacy River crossings were hotly contested during the July 9, 1863 Battle ofMonocacy.
Through the second half of the 19th century traffic on the Baltimore Pike fell to a new low, but with the tum of the 20th century, the automobile brought a renewed interest in highway travel. In the late 1920s the Federal government started numbering the various thoroughfares across the United States and significant improvements occurred through the 1930s. The National Road system became U.S. Route 40 and followed the original road very closely within the state of Maryland. After the 1942 collapse of the old stone "Jug Bridge" (1809), the historic Baltimore Pike route, by then reclassified as Route 40, was realigned several hundred feet to the south and a new concrete bridge was constructed across the Monocacy River.
n 1956, the Federal-Aid Highway Act was passed by Congress to create a system of national interstate highways. The underlying intention of the network of roads was to provide reliable routes for defense forces and materiel to traverse the country. lnterstate Route 70 (I-70) was created as part of this highway system, parall eling and sometimes utilizing the original path of U.S. 40 and the Baltimore-Frederick Turnpike. The minimum requirements for the new road included 12-foot lanes and IO-foot shoulders, design speeds of 50-70 miles per hour, and adequate accommodation of traffic increases for twenty years. The old Route 40 was dualized to accommodate the higher speeds of interstate traffic. (see 1953 and 1971 USGS maps) Where the old road could not be widened without destroying towns such as New Market and Frederick, I-70 bypassed them to the south, but still following the traditional road corridor. The by-passed sections of the old Baltimore-Frederick route was renamed Maryland Route 144.(7)
A final alteration to I-70 occurred in 1985, following a horrific bus accident on the 1940s concrete bridge over the Monocacy River. The new route jogged to the north this time, leaving the series of older roads - Old National Pike/Baltimore Pike, Route 40/Route 144, and old Interstate 70 - as tangible documentation of the historic transportation corridor.
Endnotes:
(I) Archives of Maryland, Vol. 40, page 307, www.mdarchives.state.md.us. (2) PIONEERS OF OLD MONOCACY, The Early Settlement ofFrederick Co., MD, 1721-1743, Grace Tracey and John Dem, 1987, p. 51. (3) "Pattrick's Street" on the 1782 Frederick Town plat was also labeled the "Road to Baltimore." Frederick Town, Confiscated
MARYLAND HISTORICAL TRUST REVIEW Eligibility recommended Eligibility not recommended
Criteria: A B c D Considerations: A B c D E F G MHT Comments:
Reviewer, Office of Preservation Services Date
Reviewer, National Register Program Date NR-ELIGJBILITY REVIEW FORM
F-3-224 Frederick-Baltimore Transportation Corridor Page 4
ritish Property (Plats Division 4, Number 23), Frederick County Circuit Court, MSA Sl560: (Plats References, FR, Index), plats.net, www.plato.mdarchives.state.md.us. (4) Archives of Maryland, Vol. 64, p. 394. (5) Archives of Maryland, Vol. 204, p. 215. (6) Heidi Campbell-Shoaf, "Frederick-Baltimore Transportation Corridor," MIHP #F-3-224. (7) Ibid.
Bibliography
Ancestry.com. United States Federal Census [database on-line]. Provo, UT, USA: Ancestry.com Operations, Inc., 2009.
Archives of Maryland, volumes online at www.msa.maryland.gov.
Fischler, Benjamin R. , EAC/ARCHAEOLOGY, rNC. "Phase IA Archaeological Investigation of Proposed Improvements to the I- 70/MD 144 Interchange Frederick County, Maryland. " Prepared for The Wilson T. Ballard Company, Owings Mills, Maryland, 2015.
Frederick County Land Records, mdlandrec.net, www.msa.maryland.gov.
Reed, Paula S. "Tillers of the Soil: A History of Agriculture in Mid-Maryland." Frederick, MD: Catoctin Center for Regional Studies, 2011.
Tracey, Grace and John Dem. "Pioneers of Old Monocacy." 1987.
Wallace, Kim, Teresa S. Moyer, Paula S. Reed, and Edith B. Wallace. "Routes of Change: A History of Transportation in Mid aryland." Frederick, MD: Catoctin Center for Regional Studies, 2011.
MARYLAND HISTORICAL TRUST REVIEW Eligibility recommended Eligibility not recommended
Criteria: A B c D Considerations: A B c D E F G MHT Comments:
Reviewer, Office of Preservation Services Date
Reviewer, National Register Program Date ' ' " \ MIHP #F-3-224 Frederick-Baltimore Transportation Corridor t Frederick Co., MD N 1808 Charles Varle Map of Frederick Co. showing the old and new turnpike roads
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'O .,,,.,,.,, isos ROADC LASSIFICATION SCALE 1:24000 I MILE 0 ~:1$10 MH * 1~tc.11r~J r11~ Heavy-duty__ ___ •LANE:r•L•NE: Light-duty____ = \f'l"z..(...~ ... 1000 0 1000 2000 3000 4000 5000 6000 7000 FEET .Topogrr.pi'u, ,.i•ion 6 " Medium-duty___ •LANE: 1 LANE: Unimproveddirt ...... 5 O 1 KILOMETER z.:...;111'28 ' 124 MILS\ 2iMiL$ 0 U. S. Route Q State Route ... CONTOURINTERVAL 20 FEET DATUM IS MEAN SEA LEVEL WALKERSVILLE, MD. UTM GRID ANO 195! MAGNETIC NORTH DECLINATION AT CENTER OF SHEET U.S.G.S. NE/4 FREDERICK 15' QUADRANGLE QUADRANGLE~ LOCATION N3922 .5-W7715/7.5 nnr2 (ri)'-.]f n-,, THIS MAP COMPLIES WITH NATIONAL MAP ACCURACY STANDARDS I I I i ;:;J : . _,; ' I 1953 FOR SALE BY U. S. GEOLOGICAL SURVEY, WASHINGTON, D. C. 20242 W• •Li I I I I A FOLOCR DESCRIBING TOPOGRAPHIC MAPS AND SYMBOLS IS AVAILABLE ON REQUEST TOPOGRAPHICDIVISION AMS 5562 IV NE-SERIES V833 Frederick-Baltimore Transportation Corridor Frederick Co., MD ¥\\\ --~ 1971 USGS Walkersville Quad ""'?- showing the by-pass of old National Road/MD 144 and the new dualized Interstate 70/US 40
'O SCALE 1:24 000 ROADCLASSIFICATION 't...... ~ .... * l ., I MILE ..' Heavy-duty__ LANo •• LANo Light-duty = N, _ • __ .. '51~(..~ lOCO 0 1000 2000 3000 4000 6000 7000 FEET ~ 6 Medium-duty____, .. LANE. ' LAN£ Unimproved dirt ...... l .5 0 l KILOMETER U. Route 124~11,~·:~:. Q S. Route Q State Route CONTOURINTERVAL 20 FEET Q Interstate DATUM IS MEAN SEA LEVEL WALKERSVILLE. MD. 195 UTM GRID ANO 1971 MAGNETIC NORTH DECLINATION AT CENTER OF SHEET QUADRANGLELOCATION ~ -·usGS N3922.5-W7715/7.5 OCT6 1911 \o\\STORICALFILE THIS MAP COMPLIES WITH NATIONAL MAP ACCURACY STANDARDS 1953 FOR SALE BY U. S. GEOLOGICAL SURVEY, WASHINGTON, D. C. 20242 10POGRAP\\ICOW\S\Otl PHOTOREVISED 1971 A FOLDER DESCRIBING TOPOGRAPHIC MAPS ANO SYMBOLS IS AVAILABLE ON REQUEST AMS 5562 IV NE-SERIES V833 MIHP# F-3-224 Frederick-Baltimore Transportation Corridor Old National Plke/MD144/old US40/old 1-70 Frederick Co., MD t Boundary Map (w/in APE) · 77°21' 77"20'30" 77°20' 77°19'30" 77°19' 77"18'30" 2 98 000 299 000 300 000 3 01 000 I
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...w m (,) o0 w 0 ..; m N 0o .,,w 0 • N "! w... ~~~t-~~ g ~ o ~ 298 000 77°21' 77°20'30" 77°20' 77°19'30" 77°19' 77°18'3.0" ~' 1:24000 scale . Urwv"'8<'1i Transverse Mercator (UTM) Proj(.'Clion Zone 18 '",,. 02 0.4 0.6 ... l\orth American Datum or 1983 ' 1000 rnetttr UTM t USNG 'MGRS 02 O.< 08 Gnd Zone Oesig~ahon 185 !- \f 100 .000-m SQ..ares T J \l:1 ~ 11c1i c Jl."C li1 131ion nf I 2W m t.'\:n h:r o f 111... 1jl l'll!\.fard1 17. :!Oil F1rederlek.Saltrimore Transportatron Corirldo:r Old Na~onal1Plke/MD14"/old US40/old 1-70 Frederick Co., MD t Sfte Plan and Photo Vfews F-3-224 Frederick-Baltimore Transportation Corridor Frederick Co., MD Digital Photo Log Page 1of1 HP 100 Gray Photo Cartridge HP Premium Plus Photo Paper F-3-224_2015-05-27_01.tif: Old National Pike (MD144), view E from just east of Meadow Road intersection and I-70 interchange (Exit 59). F-3-224_2015-05-27_02.tif : Old National Pike (MD144), view W toward Meadow Road intersection and I-70 interchange (Exit 59). F-3-224_2015-05-27_03.tif: MD144 (old US Rt. 40/1-70), view W fromjust west ofljamsville Road intersection and I-70 East entrance. Maryland Historical Trust Inventory No. F-3-224 Maryland Inventory of Historic Properties Form 1. Name Of Property (indicate preferred name) historic Annapolis Road, Frederick-Baltimore Turnpike, National Road, Old National Pike other Maryland Rt. 144, U.S. Rt. 40, Interstate 70; Frederick-Baltimore Transportation Corridor (pref.) 2. Location street and number Patrick Street, Main Street, Ridgeville Blvd. not for publication city, town Frederick, New Market, Mt. Airy X vicinity county Frederick County 3. Owner Of Property (gives names and mailing addresses of all owners) name MDOT (Route 144), and USDOT (U.S Rt. 40 and Interstate 70) street and number Telephone city, town state zip code 4. Location of Legal Description courthouse, registry of deeds, etc. unknown liber folio city, town tax map tax parcel tax ID number 5. Primary Location of Additional Data X Contributing Resource in National Register District X Contributing Resource in Local Historic District Determined Eligible for the National Register/Maryland Register Determined Ineligible for the National Register/Maryland Register Recorded by HABS/HAER Historic Structure Report or Research Report at MHT Other: 6. Classification Category Ownership Current Function Resource Count district X public agriculture landscape Contributing Noncontributing building(s) private commerce/trade recreation/culture buildings X structure both defense religion sites site domestic social 3_ structures object education X transportation objects funerary work in progress 3_ Total government unknown health care vacant/not in use Number of Contributing Resources industry other: previously listed in the Inventory 0_ 7. Description Inventory No. F-3-224 Condition excellent deteriorated X good ruins fair altered Prepare both a one paragraph summary and a comprehensive description of the resource and its various elements as it exists today. Description Summary The Frederick-Baltimore Transportation Corridor between Frederick and the eastern Frederick County line at Mount Airy has been in use as a transportation route since before the creation of Frederick County in the 1740s. This road provided the main connection east to Baltimore's port and markets, as well as to Annapolis, the state capital. This stretch of road illustrates how a favored transportation route evolves with the settlement and growth of a region. The road began as a simple wagon trace and eventually developed into a major, modern transportation route with designation as a national defense highway. Unlike many modern roads that follow earlier routes where the first road is erased by the subsequent "improvements," areas of this part of the National Road has three generations of roadway coexisiting. Description The Frederick-Baltimore Transportation Corridor begins as County Route 144, also known as Patrick Street, in Frederick, Maryland. This two-lane road intersects U.S. Routes 40 and 70 which are running together just outside the southeastern border of the city. Route 144 continues to parallel Routes 40 and 70 toward the southeast part of Frederick County. Route 144 becomes Main Street in the town of New Market and Ridgeville Boulevard when it enters Mount Airy. Route 40 is a two-lane highway that is divided as Alternate 40 and U.S. 40 northwest of Frederick and becomes one, U.S. 40, on the western outskirts of Frederick. Route 40 becomes 144 east of U.S. Route 15 inside the city and is called "Old National Pike" as it exits the city limits. U.S. Route 70 is a four-lane divided highway and skirts Frederick to the south where U.S. 40 is added to the road designation. This road is also called "Baltimore National Pike" and continues south and east, paralleled by Rt. 144 just to the south. Approximately one mile east of Bartonsville Rt. 144 passes under U.S. 40/70 and continues to parallel the interstate highway along its northern edge. Rt. 144 passes through New Market while U.S. 40/70 bypass to the south. Both continue in a southeasterly direction toward the Frederick County border with Carroll County, immediately south of Mount Airy. The roads continue through Carroll, Harford and Baltimore Counties on their relatively parallel routes. The historic corridor has been used as a transportation route to Baltimore since the mid-18th century. 8. Significance inventory NO. F-3-224 Period Areas of Significance Check and justify below 1600-1699 agriculture economics health/medicine Performing arts X 1700-1799 archeology education industry Philosophy X 1800-1899 architecture engineering _ invention Politics/government X 1900-1999 art entertainment/ _ landscape architecture Religion 2000- X commerce recreation law Science X communications ethnic heritage literature social history community planning exploration/ maritime history X Transportation conservation settlement military other: Specific dates 1739 - 1956 Architect/Builder unknown Construction dates 1806, 1920, 1956 Evaluation for: National Register Maryland Register X not evaluated Prepare a one-paragraph summary statement of significance addressing applicable criteria, followed by a narrative discussion of the history of the resource and its context. (For compliance projects, complete evaluation on a DOE Form - see manual.) Summary of Significance The Frederick-Baltimore Transportation Corridor in the southeastern part of Frederick County is one of the oldest continuously used transportation routes in Frederick County. Even before the creation of the County in the 1748, a road existed though the region passing through this area connecting western lands in the Ohio River Valley to Annapolis and Baltimore. Emigrants traveling from Baltimore used this route to reach Frederick County and points west through the 18th century, prompting its inclusion in the network of roads making up the National Road system. As travel increased through the 19th century many taverns were built to accommodate the travelers, and tollhouses added following improvements to the roadway by the Baltimore Turnpike Co. Many of these buildings still exist along the corridor. Traders used the roadway to ferry goods to and from the ports of Baltimore, spreading news and cultural influences to the west. In the 18th and 19th centuries, armies marched this route to battle, first during the French and Indian War and later during the Civil War. As the age of the automobile arrived in Maryland the area was used to create modern macadam roads, which were widened in the last half of the 20th century and designated a national defense highway providing a route for movement of troops and materiel in the event of war. Historical Narrative Perhaps the earliest reference to a road between present day Frederick and Mount Airy was described in a survey of "Kendrick's Hap" recorded in 1739. It stated the surveyed land "began within a quarter of a mile of the wagon road that goes from Monocacy to Annapolis.1 This road is not the current road named Annapolis Road but was located to the south, closer to the Frederick-Baltimore Corridor. The road can be seen on Samuel Lewis' map published in 1795 (see attached copy). 1 Tracy & Dern, Pioneers of Old Monocacy. p. 56. Maryland Historical Trust Maryland Inventory of Inventory No. F-3-224 Historic Properties Form Name Frederick-Baltimore Transportation Corridor Continuation Sheet Number _8_ Page 1 At this time the road was still an unimproved wagon trace although the state had passed a bill to establish a public highway between Baltimore and Frederick in 1792.2 By 1804, travel along the route was becoming so difficult that the time it took to reach Baltimore, forty-five miles, expanded to over six days. That year, the Maryland state legislature proposed to turnpike the road and in 1805 The Baltimore and Frederick Town Turnpike Company was created. The turnpike became a part of the network of privately owned turnpike roads that connected to the National Road from Cumberland, Maryland to the Ohio territory. Over the next fifteen years various other turnpike companies were formed to create roads connecting towns in other counties. Finally, in 1820 the state Legislature moved to unify all of these efforts to create one, toll-free road from Baltimore to Cumberland.3 The road was improved with a macadam surface and resulted in faster travel times and increased trade. Though this portion of the road was part of President Thomas Jefferson's "National Road," legislation passed in 1806, it appears that no Federal funds were spent on its construction. Instead the money was applied to extending the road from Cumberland west to Illinois.4 The Baltimore Pike, as it became known, continued in constant use until the mid-19th century when the Baltimore & Ohio (B&O) Railroad, and the resulting network of railroads to the west, provided more efficient transport of freight and more comfortable travel for individuals. Through the last half of the 19th century traffic on the road fell to a new lows until the turn of the century brought the automobile and a renewed interest in highway travel.5 In the late 1920s the Federal government started numbering the various thoroughfares across the United States. The National Road became U.S. Route 40 and followed the original road very closely within the state of Maryland. In 1956, the Federal-Aid Highway Act was passed by Congress to create a system of national interstates. The underlying intention of the network of roads was to provide reliable routes for defense forces and materiel to traverse the country. Route 70 was created as part of this interstate 2 "Maryland Turnpikes" page of webpage "History of Route 40," www.route40.net 3 Williams, History of Frederick County, p. 171-172. 4 www.route40.net, page entitled "National Road" 5 www.nps.gov/fone/natlroad.htm Maryland Historical Trust Maryland Inventory of Inventory No. F-3-224 Historic Properties Form Name Frederick-Baltimore Transportation Corridor Continuation Sheet Number _8_ Page 2 system and paralleled the original path of U.S. 40 and the Baltimore-Frederick Turnpike. The minimum requirements for the new road included 12-foot lanes and 10-foot shoulders, design speeds of 50-70 miles per hour, and adequate accommodation of traffic increases for twenty years.6 The old Route 40 or Route 144, as the Baltimore-Frederick portion of the road was called, could not be widened without destroying towns, such as New Market and Frederick, that had grown up around the earlier road. Thus Interstate 70 bypasses Frederick and New Market to the south but still uses the traditional road corridor. www.fhwa.dot.gov/reports/routefinder/, Federal Highway Administration, Department of Transportation website, "The Dwight D. Eisenhower National System of Interstate and Defense Highways" Maryland Historical Trust Maryland Inventory of Inventory No. F-3-224 Historic Properties Form Name Frederick-Baltimore Transportation Corridor Continuation Sheet Number _8_ Page 3 Old Jujr Bridge Across the Monocacy. Built in 1808. "Old Jug Bridge" over Monocacy on the National Pike. From T.J.C. Williams, History of Frederick County, 1910. 9. Major Bibliographical References inventory NO. F-3-224 Papenfuse, Edward C. & Joseph M. Coale, III. Atlas of Historical Maps of Maryland, 1608-1908. Johns Hopkins University Press, Baltimore, Maryland, 1982. Tracey, Grace L. & John P. Dern. Pioneers of Old Monocacv: The Early Settlement of Frederick County, Maryland 1721-1743. Baltimore, Maryland: Genealogical Publishing Company, 1987. Webpages: route40.net, nps.gov/fone/natlroad.htm, fhwa.dot.gov/reports/routefinder. Williams, T.J.C. History of Frederick County, Maryland. Baltimore: Maryland Regional Publishing Co., 1979, reprint of the original 1910 edition. 10. Geographical Data Acreage of surveyed property N/A Acreage of historical setting N/A Frederick, Walkersville, Quadrangle name Libertytown, Damascus Quadrangle scale 1:24,000 Quads Verbal boundary description and justification The boundary follows the right-of-way designations for MD Route 144 and U.S. Route 40/Interstate 70, beginning at the interchange of East Patrick Street on the eastern edge of Frederick with Interstate 70, and ending at the Frederick County boundary line with Carroll County. 11. Form Prepared by name/title Heidi Campbell-Shoaf organization Paula S. Reed & Associates, Inc. date October 2003 street & number 105 N. Potomac St. telephone 301-739-2070 city or town Hagerstown state Maryland The Maryland Historic Sites Inventory was officially created by an Act of the Maryland Legislature to be found in the Annotated Code of Maryland, Article 41, Section 181 KA, 1974 supplement. The survey and inventory are being prepared for information and record purposes only and do not constitute any infringement of individual property rights. return to: Maryland Historical Trust DHCD/DHCP 100 Community Place Crownsville, MD 21032-2023 410-514-7600 46 ATLAS OF HISTORICAL MAPS OF MARYLAND, 1608-1908 Figure 51. Samuel Lewis, The State of Maryland, 1795, Joseph M. Coale III Collection, MdHR G 1213-183.