In 1893, Charles Pfister put the first asphalt street in the city next to his hotel on Jefferson between Wisconsin and Mason Streets. Under the surface, roadbeds consisted of compacted dirt, sand, gravel, crushed stone, and even wood. Cedar pavers proved to be the best option, although they only lasted for about six or seven years.Īs the twentieth century approached, all of these materials covered the surfaces of Milwaukee’s streets. A variety of wood pavers was used, sometimes treated or processed to increase longevity. Stone pavers handled heavy traffic, but they were more expensive and could be slippery for horses. The planking did not last long, particularly on main streets, so other materials were tried. Eight-foot long wood planking was laid across them for vehicles to ride over. During wet weather, dirt streets were often a quagmire. They were generally laid out, regardless of bluffs, marshes, and other obstacles, in the grid pattern found in older sections of towns today. ![]() Subsequent streets did not parallel the water’s edge. They celebrated by consuming thirty baskets of champagne. Eight oxen pulled the plow as exuberant Milwaukeeans watched their first street coming into focus. On June 13, 1836, tree stumps were removed between Michigan and Wisconsin Streets and the first section was graded. ![]() The first street in Milwaukee was a footpath along the east side of the Milwaukee River which became Water Street. Early streets, which followed the edges of the river banks and lakeshores, allowed access to the waterfronts. The first streets in Milwaukee-area cities and towns were along the lakes and rivers that provided transportation and the water power for mills. The conversion to concrete (often covered with asphalt) gave people in the metropolitan area smooth, modern roads for getting to jobs, schools, shopping, and recreation. After World War I and through the Great Depression, new and existing roads were improved with better roadbeds and surfaces. During the following two decades, automobile enthusiasts took the lead, pressing federal, state, and local officials to improve roads. Through the national “Good Roads Movement” during the 1880s and 1890s, bicyclists and bicycle organizations began lobbying for better roads. The 1880s bicycling craze took many people to the roads, but cyclists were unhappy with the rutted, muddy surfaces. New road construction materials, like crushed stone and tar, provided a smoother, firmer surface but were used only on main roads. Although travelers disliked gravel because it did not provide a firm surface, it was better than the rural dirt roads used for access to farms and farm communities. Most defunct plank roads were covered with gravel after the planks decayed. By 1861 sections fell under the control of the towns and cities it passed through. Because the company was unable to compete with the railroad, the owners began abandoning parts of it. It was profitable until 1855, when the railroad from Milwaukee to Watertown was completed. Construction of the road began in 1848 and was completed in 1853. While most plank roads were not successful, the Watertown Plank Road, a name which survives to this day, was a brief exception. Road maintenance costs drove many plank road companies out of business. Even oak wore under heavy loads and weather, though. Eight-foot-long planks, two or more inches thick, laid across two oak rails eight feet apart and four inches square, provided a smooth surface for wagons and, depending on weather conditions, were safe for the animals pulling them. The roads were usually built of oak planks, which outlasted softer woods. In 1848 Wisconsin chartered corporations to build plank roads and allowed them to charge a toll for their use, hoping to provide more reliable transportation. Dirt roads were often impassible during wet conditions, making it difficult for farmers to bring their products to Milwaukee for local consumption or to be shipped elsewhere from the city’s port. ![]() Other trails were widened and straightened to make roads that radiated from Milwaukee to Muskego, Pewaukee, West Bend, Cedarburg, and other communities. They filled in low spots with logs or log bridges. By 1840, soldiers had cut a thirty-three-foot wide dirt route along these trails, through forests and prairies. The first road through Milwaukee connected the forts at Chicago and Green Bay. Indian trails served as the basis for many of today’s roads. The trails ran on the higher, drier ground where possible because of obstacles, they took many twists and turns. ![]() Many led to Milwaukee, from all directions but east. They provided routes between what would later become cities and towns, like Waukesha to Eagle or West Bend to Port Washington. Before Europeans came to the Milwaukee area, Indian trails served as the way to travel from one place to another. Generally, roads link distant places together, while streets provide access within a community.
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