Roads

This page is intended to document the history of road development in the area. The road system in Albemarle County and Charlottesville developed from early local roads into a network of state-supported turnpikes in the early 1800s, later becoming feeder routes for railroads. After post–Civil War decline, roads regained importance with the rise of automobile transportation in the 1900s.

A road is a route connecting one place to another and is primarily used for moving traffic. While “road” and “street” are often used interchangeably, the distinction is important in urban design: roads are meant for travel between places, while streets mainly provide local access.

Notable events

From the November 24, 1939 Daily Progress

• November 1920 – A delegation of citizens from the Covesville area meet with State Highway Commission Shirley and are told that the road between Nelson County and Charlottesville will be improved. At this time, the project was planned as Road No. 28.
• December 2, 1926 – The Chamber of Commerce sought to have a large delegation to a meeting of the State Highway Commission to support funding of Route 28 between Charlottesville and Lynchburg.
• July 23, 1928 – A company files with the State Corporation Commission to operate a motor freight line between Glenmore, Buckingham County, with Charlottesville. The route would have traveled by way of Howardsville.
• November 24, 1939 – Daily Progress reports that Frank W. Hoffer, Sociology Professor at the University of Virginia, had recommended to the city that Preston Avenue be widened before the new high school for white students opened before costs became prohibitive. City Manager Seth Burnley told the Kiwanis Club in November of that year that the road would be widened ten feet on the north side between the old Southern Railway tracks and High Street.

History of roads in Charlottesville and Albemarle County

Road development in Virginia—including the area around Charlottesville and Albemarle County—evolved significantly during the early 19th century as the state tried to improve transportation between eastern and western regions.

In the 1830s, Virginia debated whether canals or railroads should be the main form of transportation. Political conflicts in the Virginia General Assembly slowed progress, as different parties supported different projects. Despite this debate, turnpike roads became the most widely built infrastructure, because they were cheaper and faster to construct than canals or railroads.

Between 1827 and 1840, the state chartered over 120 turnpike companies and helped fund many additional roads. The Virginia Board of Public Works oversaw surveys, construction, and financial assistance for these projects. Many roads followed older travel routes such as Indian paths and connected interior regions with markets in eastern Virginia. During this period, the state also reformed county road management. A 1835 road law created county road commissions and introduced taxes to fund maintenance, replacing the older system that relied on local residents providing labor. These reforms improved oversight and made road maintenance more reliable in counties like Albemarle.

The Panic of 1837 slowed transportation development, but by 1840 Virginia had created several major transportation corridors linking the eastern part of the state to the Ohio River and the western frontier. Over time, railroads increasingly replaced turnpikes as the primary long-distance transportation system, while roads became local connectors to rail lines.

After the American Civil War, much of Virginia’s transportation infrastructure was damaged or neglected. Railroads eventually recovered with outside investment, but many turnpikes reverted to county control and deteriorated. Roads did not regain their central role until the early 20th century, when the rise of automobiles led to modern highway development.

See also

• List of roads to be paved
• List of street namesakes
• List of Green Book places