APPENDIX D5

ARCHITECTURAL INTENSIVE INVESTIGATIONS

REPORT B
April 2018 

Architectural Intensive Investigations for the 

Washington, D.C. to Richmond Southeast High 

Speed Rail (DC2RVA) Project 

Report B 
Architectural Intensive Investigations for the Washington, D.C. 

to Richmond Southeast High Speed Rail (DC2RVA) Project 

(Report B) 

DHR #2014-0666 

by 

Kerri S. Barile, Melissa Butler, Adriana T. Moss, Danae Peckler, 

Heather Dollins Staton, Caitlin Sylvester, and Lenora Wiggs 

Prepared for 

Virginia Department of Rail and Public Transportation 

600 E. Main Street, Suite 2102 

Richmond, Virginia 23219 

Prepared by 

DC2RVA Project Team 

801 E. Main Street, Suite 1000 

Richmond, Virginia 23219 

April 2018 

Kerri S. Barile, Principal Investigator 

April 20, 2018 

Date 
D.C. to Richmond Southeast High Speed Rail i Architectural Intensive Survey

ABSTRACT

Dovetail Cultural Resource Group (Dovetail), as a member of the Washington, D.C. to Richmond 

Southeast High Speed Rail (DC2RVA) Project Team and on behalf of the Virginia Department of 

Rail and Public Transportation (DRPT), conducted an intensive-level architectural survey of the 

DC2RVA Project. The proposed Project is being completed under the auspices of the Federal 

Railroad Administration (FRA) in conjunction with DRPT. Because of FRA’s involvement, the 

undertaking is required to comply with the National Environmental Policy Act (NEPA) and 

Section 106 of the National Historic Preservation Act of 1966, as amended. The Project is being 

completed as Virginia Department of Historic Resources (DHR) File Review #2014-0666. Dovetail 

and the DC2RVA Team completed 16 reports detailing the results of the reconnaissance-level 

survey and coordinated the results with the DHR between 2015 and 2017. 

Subsequent analysis included an investigation-level evaluation of architectural resources 

recommended potentially eligible for listing in the National Register of Historic Places (NRHP) 

during the reconnaissance-level survey that are located within the Preferred Alternative of the 

DC2RVA Project. The goals of this investigation were to: first, document the architectural and 

landscape features of the properties; second, gather archival data on the properties; and third, 

examine the physical and historical information collected within the appropriate context(s) to 

properly evaluate each property under established criteria for the NRHP. The fourth goal of this 

investigation was to propose NRHP boundaries for any property should it be recommended 

eligible for listing. Work on this project was conducted in 2017 and 2018, in accordance with 

relevant state and federal regulations as part of the compliance process established in Section 106 

of the National Historic Preservation Act of 1966, as amended (36 CFR 800). 

In total, the DC2RVA Project Team surveyed 52 historic architectural resources at the evaluation 

level, 21 of which are detailed in the current report (the remaining 31 resources are presented in 

two other intensive-level survey reports). Of those 21 resources, the DC2RVA Project Team is 

recommending that 15 are individually eligible for listing in the NRHP (100-0277, 029-5741, 016-

0092, 016-0222, 016-0223, 016-0224, 016-0286, 016-5136, 016-5165, 042-5466, 042-0469, 042-5448, 

043-0292-0001, 127-0344-0123, and 127-6129) while six (016-0270, 016-5129, 042-0468, 042-0470, 

043-5636, and 127-0197) are recommended not individually eligible. 
 

D.C. to Richmond Southeast High Speed Rail ii Architectural Intensive Survey 

TABLE OF CONTENTS 

ABSTRACT .................................................................................................................................................. i

TABLE OF CONTENTS ............................................................................................................................ ii

1. INTRODUCTION ...................................................................................................................... 1-1

1.1 Project Location .......................................................................................................................... 1-4

1.2 Project Description ..................................................................................................................... 1-6

2. METHODOLOGY ...................................................................................................................... 2-1

3. SURVEY RESULTS .................................................................................................................... 3-1

3.1 Phoenix Mill (100-0277) ............................................................................................................. 3-1

3.1.1 Historic Context ........................................................................................................... 3-1

3.1.2 Architectural Description ........................................................................................... 3-6

3.1.2.1 Primary Resource Exterior ....................................................................... 3-6 

3.1.2.2 Primary Resource Interior ........................................................................ 3-9 

3.1.3 NRHP Evaluation ...................................................................................................... 3-14

3.2 Hannah P. Clark House/ Enyedi House (029-5741) ........................................................... 3-17

3.2.1 Historic Context ......................................................................................................... 3-17

3.2.2 Architectural Description ......................................................................................... 3-22

3.2.2.1 Primary Resource Exterior ..................................................................... 3-22 

3.2.2.2 Primary Resource Interior ...................................................................... 3-24 

3.2.2.3 Secondary Resources ............................................................................... 3-24 

3.2.3 NRHP Evaluation ...................................................................................................... 3-26

3.3 Jackson Shrine (016-0092) ........................................................................................................ 3-29

3.3.1 Historic Context ......................................................................................................... 3-29

3.3.2 Architectural Description ......................................................................................... 3-34

3.3.2.1 Primary Resource Exterior ..................................................................... 3-34 

3.3.2.2 Primary Resource Interior ...................................................................... 3-36 

3.3.2.3 Secondary Resources ............................................................................... 3-36 

3.3.3 NRHP Evaluation ...................................................................................................... 3-40

3.4 Woodford Historic District (016-5129) .................................................................................. 3-43
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D.C. to Richmond Southeast High Speed Rail iii Architectural Intensive Survey 

3.4.1 Historic Context ......................................................................................................... 3-43

3.4.2 Architectural Description ......................................................................................... 3-48

3.4.3 NRHP Evaluation ...................................................................................................... 3-54

3.5 First Woodford Post Office (016-0223) .................................................................................. 3-54

3.5.1 Historic Context ......................................................................................................... 3-56

3.5.2 Architectural Description ......................................................................................... 3-58

3.5.2.1 Primary Resource Exterior ..................................................................... 3-58 

3.5.2.2 Primary Resources Interior .................................................................... 3-62 

3.5.3 NRHP Evaluation ...................................................................................................... 3-62

3.6 Woodford Freight & Passenger Depot (016-0222) ............................................................... 3-65

3.6.1 Historic Context ......................................................................................................... 3-65

3.6.2 Architectural Description ......................................................................................... 3-68

3.6.2.1 Primary Resource Exterior ..................................................................... 3-68 

3.6.1.2 Primary Resource Interior ...................................................................... 3-72 

3.6.3 NRHP Evaluation ...................................................................................................... 3-72

3.7 Glenwood House (016-0224) .................................................................................................. 3-75

3.7.1 Historic Context ......................................................................................................... 3-75

3.7.2 Architectural Description ......................................................................................... 3-77

3.7.2.1 Primary Resource Exterior ..................................................................... 3-77 

3.7.2.2 Primary Resource Interior ...................................................................... 3-80 

3.7.2.3 Secondary Resources ............................................................................... 3-80 

3.7.3 NRHP Evaluation ...................................................................................................... 3-82

3.8 Excelsior Industry of Caroline County Historic District (016-5165) ................................. 3-85

3.8.1 Historic Context ......................................................................................................... 3-85

3.8.1.1 Creation of Excelsior ............................................................................... 3-85 

3.8.1.2 The Excelsior Industry in Virginia ........................................................ 3-88 

3.8.2 Architectural Description ......................................................................................... 3-91

3.8.2.1 Ruther Glen Excelsior Mill #1: Caroline Excelsior 

Company (016-5105) ............................................................................... 3-92 

3.8.2.2 Ruther Glen Excelsior Mill #2: Ruther Glen Excelsior 

Company (016-5106) ............................................................................... 3-94 

3.8.2.3 Jeter House & Excelsior Mill (016-5113) ............................................... 3-96 

3.8.2.4 DeJarnette Lumber Company (016-5137) ............................................. 3-98 
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D.C. to Richmond Southeast High Speed Rail iv Architectural Intensive Survey 

3.8.3 NRHP Evaluation .................................................................................................... 3-101

3.9 Milford Historic District (016-5136) ..................................................................................... 3-104

3.9.1 Historic Context ....................................................................................................... 3-104

3.9.2 Architectural Description ....................................................................................... 3-111

3.9.3 NRHP Evaluation .................................................................................................... 3-115

3.10 Milford State Bank (016-0270) .............................................................................................. 3-118

3.10.1 Historic Context ....................................................................................................... 3-118

3.10.2 Architectural Description ....................................................................................... 3-120

3.10.2.1 Primary Resource Exterior ................................................................... 3-120 

3.10.2.2 Primary Resource Interior .................................................................... 3-123 

3.10.3 NRHP Evaluation .................................................................................................... 3-123

3.11 Coghill-Jeter Store (016-0286) ............................................................................................... 3-124

3.11.1 Historic Context ....................................................................................................... 3-126

3.11.2 Architectural Description ....................................................................................... 3-127

3.11.2.1 Primary Resource Exterior ................................................................... 3-127 

3.11.2.2 Primary Resource Interior .................................................................... 3-131 

3.11.2.3 Secondary Resources ............................................................................. 3-133 

3.11.3 NRHP Evaluation .................................................................................................... 3-136

3.12 Doswell Historic District (042-5448) .................................................................................... 3-139

3.12.1 Historic Context ....................................................................................................... 3-139

3.12.2 Architectural Description ....................................................................................... 3-144

3.12.3 NRHP Evaluation .................................................................................................... 3-147

3.13 Darnell Store (042-0470) ........................................................................................................ 3-151

3.13.1 Historic Context ....................................................................................................... 3-151

3.13.2 Architectural Description ....................................................................................... 3-155

3.13.2.1 Primary Resource Exterior ................................................................... 3-155 

3.13.2.2 Primary Resource Interior .................................................................... 3-157 

3.13.2.3 Secondary Resources ............................................................................. 3-158 

3.13.3 NRHP Evaluation .................................................................................................... 3-159

3.14 Tri-County Bank–Doswell Branch (042-0469) .................................................................... 3-160

3.14.1 Historic Context ....................................................................................................... 3-162

3.14.2 Architectural Description ....................................................................................... 3-163

3.14.2.1 Primary Resource Exterior ................................................................... 3-163 
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D.C. to Richmond Southeast High Speed Rail v Architectural Intensive Survey

3.14.2.2 Primary Resource Interior .................................................................... 3-165

3.14.3 NRHP Evaluation .................................................................................................... 3-165

3.15 Doswell Inn (042-0468) .......................................................................................................... 3-168

3.15.1 Historic Context ....................................................................................................... 3-168

3.15.2 Architectural Description ....................................................................................... 3-170

3.15.2.1 Primary Resource Exterior ................................................................... 3-170

3.15.2.2 Primary Resource Interior .................................................................... 3-174

3.15.2.3 Secondary Resources............................................................................. 3-177

3.15.3 NRHP Evaluation .................................................................................................... 3-178

3.16 Doswell Depot and Tower (042-5466) ................................................................................. 3-179

3.16.1 Historic Context ....................................................................................................... 3-179

3.16.2 Architectural Description ....................................................................................... 3-182

3.16.2.1 Primary Resource Exterior ................................................................... 3-182

3.16.2.2 Primary Resource Interior .................................................................... 3-186

3.16.2.3 Secondary Resources............................................................................. 3-187

3.16.3 NRHP Evaluation .................................................................................................... 3-188

3.17 Robert Stiles Building/ Main Building of the Laurel Industrial 

School (043-0292-0001) .......................................................................................................... 3-191

3.17.1 Historic Context ....................................................................................................... 3-191

3.17.2 Architectural Description ....................................................................................... 3-195

3.17.2.1 Primary Resource Exterior ................................................................... 3-195

3.17.2.2 Primary Resource Interior .................................................................... 3-200

3.17.3 NRHP Evaluation .................................................................................................... 3-202

3.18 RF&P Paint Shop (043-5636) ................................................................................................. 3-204

3.18.1 Historic Context ....................................................................................................... 3-204

3.18.2 Architectural Description ....................................................................................... 3-208

3.18.2.1 Primary Resource Exterior ................................................................... 3-208

3.18.2.2 Primary Resource Interior .................................................................... 3-211

3.18.3 NRHP Evaluation .................................................................................................... 3-214

3.19 Winfree Cottage (127-6129) ................................................................................................... 3-215

3.19.1 Historic Context ....................................................................................................... 3-217

3.19.2 Architectural Description ....................................................................................... 3-219

3.19.2.1 Primary Resource Exterior ................................................................... 3-219
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D.C. to Richmond Southeast High Speed Rail vi Architectural Intensive Survey 

3.19.2.2 Primary Resource Interior .................................................................... 3-222 

3.19.3 NRHP Evaluation .................................................................................................... 3-223

3.20 Railroad YMCA (127-0344-0123) .......................................................................................... 3-226

3.20.1 Historic Context ....................................................................................................... 3-226

3.20.2 Architectural Description ....................................................................................... 3-232

3.19.2.1 Primary Resource Exterior ................................................................... 3-232 

3.19.2.2 Primary Resource Interior .................................................................... 3-236 

3.20.3 NRHP Evaluation .................................................................................................... 3-240

3.21 Philip Morris Leaf Storage Warehouse (127-0197) ............................................................ 3-243

3.21.1 Historic Context ....................................................................................................... 3-243

3.21.2 Architectural Description ....................................................................................... 3-247

3.21.2.1 Primary Resource Interior .................................................................... 3-247 

3.21.2.2 Primary Resource Interior .................................................................... 3-250 

3.21.3 NRHP Evaluation .................................................................................................... 3-251

4. SUMMARY AND RECOMMENDATIONS ........................................................................... 4-1

5. REFERENCES ............................................................................................................................. 5-1

APPENDIX A: CHAIN OF TITLES ..................................................................................................... A-1

LIST OF FIGURES 

Figure 1-1: SEHSR Corridor .......................................................................................................... 1-3

Figure 1-2: DC2RVA Project Corridor .......................................................................................... 1-5

Figure 1-3: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 1 of 7) .............................................................. 1-10

Figure 1-4: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 2 of 7) .............................................................. 1-11

Figure 1-5: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 3 of 7) .............................................................. 1-12

Figure 1-6: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 4 of 7) .............................................................. 1-13
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D.C. to Richmond Southeast High Speed Rail vii Architectural Intensive Survey 

Figure 1-7: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 5 of 7) .............................................................. 1-14

Figure 1-8: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 6 of 7) .............................................................. 1-15

Figure 1-9: DC2RVA Project Corridor Showing Phase II Properties Within Current 

Report from North to South (Map 7 of 7) .............................................................. 1-16

Figure 3-1: Location of The Phoenix Mill (100-0277) .................................................................. 3-2

Figure 3-2: Survey of 1 Acre Condemned for a Mill by the Request of George 

Gilpin in 1777 ............................................................................................................... 3-3

Figure 3-3: Phoneix Mill, Called Brown’s Mill at the Time, in a Circa 1860 Map of 

Northern Virginia Showing the New Orange and Alexandria Railroad 

Immediately South ...................................................................................................... 3-4

Figure 3-4: 1922 Plat of Mill Property ........................................................................................... 3-5

Figure 3-5: Phoenix Mill (Denoted by Red Arrow) on 1937 Historic Aerial ........................... 3-6

Figure 3-6: Site Plan of Phoenix Mill at 3640 Wheeler Avenue ................................................ 3-7

Figure 3-7: Northeast Oblique ....................................................................................................... 3-7

Figure 3-8: Undated Image of the Phoenix Mill .......................................................................... 3-8

Figure 3-9: Northwest Oblique ...................................................................................................... 3-8

Figure 3-10: Southeast Oblique ....................................................................................................... 3-9

Figure 3-11: First Story Plan ............................................................................................................. 3-9

Figure 3-12: First Story Interior, Facing Southeast ..................................................................... 3-10

Figure 3-13: Second Story Plan ...................................................................................................... 3-10

Figure 3-14: Second Story Interior, Facing South ....................................................................... 3-11

Figure 3-15: Third Story Plan ......................................................................................................... 3-11

Figure 3-16: Third Story Interior, Facing Southeast (Top); Roof Structural System 

in Attic, Facing Southwest (Bottom) ....................................................................... 3-12

Figure 3-17: Basement Plan ............................................................................................................ 3-13

Figure 3-18: Evidence of Mill Shaft in Western Storage Area of Basement, Facing South 

(Left); Basement, Facing West (Right) .................................................................... 3-13

Figure 3-19: Subbasement Entrance (Denoted by Red Arrow), Southeast Oblique (Left); 

View of Subbasement, Facing North (Right) ......................................................... 3-14

Figure 3-20: Proposed NRHP Boundaries of The Phoenix Mill (100-0277) ............................ 3-16

Figure 3-21: Location of the Hannah P. Clark House/Enyedi House (029-5741) .................. 3-18

Figure 3-22: 1864 Map Showing Location of James Potter’s Farm, Denoted by 

White Arrow .............................................................................................................. 3-19
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D.C. to Richmond Southeast High Speed Rail viii Architectural Intensive Survey 

Figure 3-23: 1912 United States Post Office Department Map Showing Original 

Location of Hannah Clark House, in Red .............................................................. 3-20

Figure 3-24: Hannah P. Clark House/Enyedi House (Circled in Red) on Detail of 1879 

Atlas 15 Miles Around Washington, D.C. ............................................................. 3-21

Figure 3-25: Detail of the 1946 Revision of the 1931 RF&P Railroad Survey Showing the 

Hannah Clark House ................................................................................................ 3-21

Figure 3-26: Detailed Site Plan of Hannah P. Clark House ....................................................... 3-23

Figure 3-27: South Oblique of the Hannah P. Clark House ...................................................... 3-24

Figure 3-28: Northwest Elevation (left); Northeast Elevation (Right) ..................................... 3-24

Figure 3-29: Studio, Northeast Elevation (Left); Shed, Southeast Elevation (Right) ............. 3-25

Figure 3-30: Capped Well, Facing West ....................................................................................... 3-25

Figure 3-31: South Oblique View of Railroad Shed. Note: The Dilapidation of the 

Northeast Elevation .................................................................................................. 3-26

Figure 3-32: Proposed NRHP Boundaries for the Hannah P. Clark House/ 

Enyedi House (029-5741) .......................................................................................... 3-28

Figure 3-33: Location of the Jackson Shrine (016-0092) .............................................................. 3-30

Figure 3-34: Detail of “Map of Caroline County” Showing Chandler Property 

(Circled in White) Near Guinea Station ................................................................. 3-31

Figure 3-35: Photo Taken Before the Fairfield Plantation Was Destroyed by 

Fire in 1911 ................................................................................................................. 3-32

Figure 3-36: Photograph Showing South Oblique of Office Building Prior to 1962 

Restoration ................................................................................................................. 3-33

Figure 3-37: This Photograph, Taken in 1937 on Opening Day, Shows the Entry 

Porch as Covering Both Doors on the Primary Elevation, and a 

Secondary Structure Immediately to the North .................................................... 3-33

Figure 3-38: Detailed Site Plan of the Jackson Shrine ................................................................. 3-34

Figure 3-39: West Oblique of Shrine Building ............................................................................ 3-35

Figure 3-40: North Oblique of Shrine Building ........................................................................... 3-35

Figure 3-41: View of Rear Addition and Exterior-End Brick Chimneys, 

Looking North ........................................................................................................... 3-36

Figure 3-42: View of the Fairfield Plantation Site North of Office Building ........................... 3-37

Figure 3-43: At Left, View of Reconstructed Wellhead, Looking Northwest and, at 

Right, Northwest Elevation of a 1903 Memorial Adjacent to Parking Area ..... 3-37

Figure 3-44: View of Interpretive Panels Near the Parking Area, Looking North ................ 3-37

Figure 3-45: North Oblique of Restroom Building (at Left) and Detail of Fountain, 

Looking North (Right) .............................................................................................. 3-38

Figure 3-46: North Oblique of Private Residence ....................................................................... 3-39
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D.C. to Richmond Southeast High Speed Rail ix Architectural Intensive Survey 

Figure 3-47: View of Southeast Oblique of Private Residence .................................................. 3-39

Figure 3-48: Shed Associated with Private Residence ............................................................... 3-40

Figure 3-49: Proposed NRHP Boundaries for the Jackson Shrine (016-0092) ......................... 3-42

Figure 3-50: Location of the Woodford Historic District (016-5129) ........................................ 3-44

Figure 3-51: 1864 Map Showing the Location of Downer’s Bridge (Circled in White) ......... 3-45

Figure 3-52: Stops Along the RF&P Railroad in 1854 ................................................................. 3-45

Figure 3-53: Location of Woodford (Circled in Red) on an 1889 Topographic Map ............. 3-46

Figure 3-54: 1942 Topographic Map of Woodford ..................................................................... 3-47

Figure 3-55: Detail of 1963 Aerial View of Woodford, Showing the Location of 

Public, Commercial, and Industrial Buildings ...................................................... 3-48

Figure 3-56: 1912 Photograph of B.C. Harding’s Warehouse along the RF&P Railroad 

Siding Leading to the Excelsior Mill Complex (No Longer Extant)................... 3-49

Figure 3-57: Overview of the Woodford Historic District, Where Woodford Road 

Crosses the Tracks of the RF&P Railroad, Looking Southwest .......................... 3-50

Figure 3-58: Woodford Freight and Passenger Depot (016-0222), Looking South ................. 3-50

Figure 3-59: First Woodford Post Office (016-0223), Looking South (Left); 1936 Old 

Woodford Post Office (016-5133), Looking West (Right) .................................... 3-51

Figure 3-60: Woodford Post Office (016-5135), Looking East (Left); Farmer Store 

(016-5130), Looking Northwest (Right) .................................................................. 3-51

Figure 3-61: The H. Washington Store (016-5131), Looking Northwest (Left); 

Warehouse (016-5134), Looking North (Right) ..................................................... 3-52

Figure 3-62: Carolina Mansion (016-0220), Looking West (Left); Glenwood House 

(016-0224), Looking Southwest (Right) .................................................................. 3-52

Figure 3-63: House and Outbuildings (016-0225), Looking Northwest (Top); 1953 

Colonial Revival House (016-5132), Looking East (Middle); Outbuilding 

Associated with Woodford House (016-0221), Looking West (Bottom) ............ 3-53

Figure 3-64: Location of First Woodford Post Office (016-0223) ............................................... 3-55

Figure 3-65: Example of a Mail Crane Denoted by Red Square Situated Near an 

Unidentified Railroad Depot (Mallery 2016) ......................................................... 3-57

Figure 3-66: Current and Former Locations of Railroad Depot in Woodford, Virginia ....... 3-58

Figure 3-67: First Woodford Post Office (016-0223) Site Plan ................................................... 3-59

Figure 3-68: First Woodford Post Office, Former Farmer Store, and the Woodford Road 

Crossing the Tracks of the RF&P Railroad, Looking Southwest ........................ 3-60

Figure 3-69: First Woodford Post Office, North Oblique .......................................................... 3-60

Figure 3-70: First Woodford Post Office, South Oblique ........................................................... 3-61
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D.C. to Richmond Southeast High Speed Rail x Architectural Intensive Survey 

Figure 3-71: First Woodford Post Office, Detail of Scalloped Siding and Decorative 

Vent in Gable of Façade ............................................................................................ 3-61

Figure 3-72: NRHP Boundaries for First Woodford Post Office (016-0223) ............................ 3-64

Figure 3-73: Location of Woodford Freight & Passenger Depot (016-0222) ........................... 3-66

Figure 3-74: Deed Map Showing Location of Woodford Freight and Passenger Depot 

in 1900 ......................................................................................................................... 3-67

Figure 3-75: Plat Map of Woodford Freight and Passenger Depot Lot in 1969 ...................... 3-67

Figure 3-76: Separate Passenger Depot (Front) and Freight Depot (Rear) at Milford, 

Circa 1940 ................................................................................................................... 3-68

Figure 3-77: Separate Passenger Depot (Left) and Freight Depot (Right) at Penola in 

1938 (Left); Circa-1920 Photograph of Passenger Depot at Guinea, Pictured 

on the Right (Griffin 1984:85, 99) (Right) ............................................................... 3-69

Figure 3-78: Combination Freight/Passenger Station at Bassett, Virginia (Left); 

Combination Freight/Passenger Station at Winfall, Virginia (Norfolk 

Southern 2016) (Right) .............................................................................................. 3-69

Figure 3-79: Site Plan of the Woodford Freight & Passenger Depot ........................................ 3-70

Figure 3-80: Woodford Freight & Passenger Depot, View South from Railroad 

Crossing ...................................................................................................................... 3-70

Figure 3-81: North Oblique (Left); Detail of Projecting Bay Window and Door to 

Passenger Waiting Room, East Elevation (Right) ................................................. 3-71

Figure 3-82: Detail of Sliding Freight Door on East Elevation (Left); West 

Elevation (Right) ........................................................................................................ 3-71

Figure 3-83: Proposed NRHP Boundaries for the Woodford Freight & Passenger 

Depot (016-222) .......................................................................................................... 3-74

Figure 3-84: Location of Glenwood House (016-0224) ............................................................... 3-76

Figure 3-85: George Lyon’s 1904 Patent for his Excelsior-Machine ......................................... 3-77

Figure 3-86: Site Plan of the Glenwood House ........................................................................... 3-78

Figure 3-87: Detailed Site Plan of the Glenwood House ........................................................... 3-79

Figure 3-88: Southeast Oblique ..................................................................................................... 3-79

Figure 3-89: Primary Entrance, East Elevation (Left); Southwest Oblique (Right) ................ 3-80

Figure 3-90: Garage, East Elevation (Top); South Elevation (Bottom) ..................................... 3-81

Figure 3-91: Well Pump, Looking East (Left); Four Wells, Looking Southwest (Right) ....... 3-82

Figure 3-92: NRHP Boundaries of Glenwood House (16-0224) ............................................... 3-84

Figure 3-93: Location of the Contributing Resources to the Excelsior Industry of 

Caroline County ........................................................................................................ 3-86

Figure 3-94: Late-Nineteenth Century Catalogue Showing Excelsior Cutting 

Machinery ................................................................................................................... 3-88
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D.C. to Richmond Southeast High Speed Rail xi Architectural Intensive Survey 

Figure 3-95: Advertisement Placed by the George P. Lyon Excelsior Company ................... 3-90

Figure 3-96: Detail of 1966 Aerial Imagery of the Ruther Glen Area Showing Ruther 

Glen Excelsior Mill #1 and Ruther Glen Mill Excelsior Mill #2, Both Part 

of the Excelsior Mills of Caroline County Historic District. ................................ 3-90

Figure 3-97: Circa 1912 Sanborn Insurance Map of the Virginia Excelsior Company in 

Fredericksburg ........................................................................................................... 3-91

Figure 3-98: Site Plan of Ruther Glen Excelsior Mill #1 (Google Earth 2018) ......................... 3-93

Figure 3-99: Teepee Burner at Ruther Glen Excelsior Mill #1, Looking Southeast ................ 3-93

Figure 3-100: Sample of Buildings at Ruther Glen Excelsior Mill #1. Upper Left: 

Concrete Block Warehouse and Covered Walkway. Upper Right: Frame 

Warehouse and Tool Shed. Bottom: Looking North Between Buildings 

Along Center Driveway. .......................................................................................... 3-94

Figure 3-101: Site Plan of Ruther Glen Excelsior Mill #2 ............................................................. 3-95

Figure 3-102: Sample of Buildings at Ruther Glen Excelsior Mill #2. Top: Teepee 

Burner. Bottom: Frame Warehouse (Left) and Cinder Block 

Warehouse (Right). ................................................................................................... 3-96

Figure 3-103: Site Plan of the Jeter House & Excelsior Mill ........................................................ 3-97

Figure 3-104: Sample of Buildings at the Jeter House & Excelsior Mill. Clockwise from 

Upper Left: Jeter House (Southeast Oblique); Drum Burner with Cyclone; 

Secondary Dwelling/Company Store; and Mechanical Shed. ........................... 3-98

Figure 3-105: Aerial Image of the Excelsior Operation at the DeJarnette Lumber 

Company Taken in the 1960s, Looking South ....................................................... 3-99

Figure 3-106: Site Plan of the DeJarnette Lumber Company .................................................... 3-100

Figure 3-107: Overview of the DeJarnette Lumber Company, Looking North ...................... 3-100

Figure 3-108: Sample of Excelsior-Related Buildings at the DeJarnette Lumber 

Company. Clockwise from Upper Left: Office/Warehouse; Teepee 

Burner (left) and Boiler House (right); Planer Building; and Lunch 

Room/Tool Shed. .................................................................................................... 3-101

Figure 3-109: NRHP Boundaries for the Excelsior Industry of Caroline County 

Discontiguous District (016-5165) ......................................................................... 3-103

Figure 3-110: Location of Milford Historic District (016-5136) ................................................. 3-105

Figure 3-111: Stops Along the RF&P Railroad in 1854 ............................................................... 3-106

Figure 3-112: Circa-1864 Map Showing the Community of Milford along the RF&P 

Railroad ..................................................................................................................... 3-106

Figure 3-113: Undated Postcard of the Still Extant “Residence of Mrs. J.W. Gill, 

Milford, Va.,” Located at 15510 Nelson Hill Road (016-0267) .......................... 3-107

Figure 3-114: Turn-of-the-Century View of the Milford Passenger Depot, 

Looking South .......................................................................................................... 3-107
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D.C. to Richmond Southeast High Speed Rail xii Architectural Intensive Survey 

Figure 3-115: 1940 Photograph of the Milford Passenger Depot, Looking East ..................... 3-108

Figure 3-116: Circa-1898 Photograph of Blatt’s Store (016-0272) (Left); Circa-2011 

Photograph of Blatt’s Store Before it was Remodeled (Right). ......................... 3-108

Figure 3-117: Historic 1910 Photograph of Milford Presbyterian Church (016-0264) ........... 3-109

Figure 3-118: Circa-2011 Photograph of a Commercial Building along Colonial Road 

(016-0263), No Longer Extant ................................................................................ 3-110

Figure 3-119: 1942 Combined Topographic Map of Milford .................................................... 3-110

Figure 3-120: 1966 Aerial Overview of Milford .......................................................................... 3-111

Figure 3-121: Overview of the Milford Historic District with Milford Freight Depot 

(016-0266) in Background, Looking Northeast.................................................... 3-112

Figure 3-122: Dejarnette Lumber Company Teepee Waste Burner (016-5137), Looking 

North (Left); Milford Presbyterian Church (016-0264) Now Converted 

to a Residence, Looking North (Right) ................................................................. 3-113

Figure 3-123: Milford State Bank (016-0270), Looking Northeast (Left); Blatt’s Store 

(016-0272), Looking Northwest (Right) ................................................................ 3-113

Figure 3-124: Clarks Store & Warehouse (016-0271), Looking West (Left); Clarks 

Warehouse (016-0271), Looking West (Right) ..................................................... 3-114

Figure 3-125: Old Milford Hotel (016-0262), Now a Private Residence, Looking West 

(Left) and House at 15510 Nelson Hill Road (016-0267), Looking 

West (Right).............................................................................................................. 3-114

Figure 3-126: Blatt Chevrolet (016-5145), Looking South (Left); Milford Post Office 

(016-5147), Looking East (Right) ........................................................................... 3-115

Figure 3-127: Proposed NRHP Boundaries for the Milford Historic District (016-5136) ...... 3-117

Figure 3-128: Location of the Milford State Bank (016-0270) .................................................... 3-119

Figure 3-129: Location of Milford State Bank on 1942 Combined Topographic Map of 

Milford ...................................................................................................................... 3-120

Figure 3-130: Site Plan of the Milford State Bank ....................................................................... 3-121

Figure 3-131: Southwest Elevation................................................................................................ 3-121

Figure 3-132: South Oblique .......................................................................................................... 3-122

Figure 3-133: Roof and Eave Detail, West Oblique .................................................................... 3-122

Figure 3-134: Detail of Fenestration, Southwest Elevation (Left); Northeast Addition 

of the Milford State Bank (Right) .......................................................................... 3-123

Figure 3-135: Location of the Coghill-Jeter Store and House (016-0286) ................................. 3-125

Figure 3-136: Detail of 1917 Plat Map of Improvements to the Station at Penola, 

Showing Footprint of the Coghill-Jeter Store ...................................................... 3-127

Figure 3-137: 1966 Aerial View of Penola and the Coghill-Jeter Store .................................... 3-127

Figure 3-138: Site Plan of the Coghill-Jeter Store (016-0286) ..................................................... 3-129
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D.C. to Richmond Southeast High Speed Rail xiii Architectural Intensive Survey 

Figure 3-139: Store, South Oblique ............................................................................................... 3-129

Figure 3-140: Store, Southeast Elevation (Left) and Southwest Elevation and 

Addition (Right) ...................................................................................................... 3-130

Figure 3-141: Store, Detail of Northwest Addition, Showing Brick Foundation (Left) 

and Northeast Elevation of Central Block and Northeast Addition (Right) ... 3-130

Figure 3-142: First Story Plan ......................................................................................................... 3-131

Figure 3-143: First story, Facing Northwest ................................................................................ 3-132

Figure 3-144: Central Counter, Detail in First Story, Looking Northwest .............................. 3-132

Figure 3-145: Second Story Plan .................................................................................................... 3-133

Figure 3-146: Dwelling at 16095 Polecat Lane, Southeast Oblique .......................................... 3-134

Figure 3-147: Dwelling at 16095 Polecat Lane, Northwest Oblique ......................................... 3-134

Figure 3-148: Dwelling at 16095 Polecat Lane, Northeast Elevation........................................ 3-135

Figure 3-149: Barn, Northwest Oblique ....................................................................................... 3-135

Figure 3-150: South Elevation of Circa-1911 Shed (Left); Northwest Oblique of 

Circa-1925 Shed (Right) .......................................................................................... 3-136

Figure 3-151: Proposed NRHP Boundaries for the Coghill-Jeter Store (016-0286) ................ 3-138

Figure 3-152: Location of the Doswell Historic District (042-5448) .......................................... 3-140

Figure 3-153: Map of Confederate Occupation of Hanover Junction and the 

Surrounding Area ................................................................................................... 3-141

Figure 3-154: Plan of the Battle of North Anna River Fought May 23rd–May 26th, 1864 ....... 3-141

Figure 3-155: Doswell Historic District (in Blue) on 1918 USGS 15-Minute 

Topographic Map of Doswell, Virginia ............................................................... 3-142

Figure 3-156: Doswell Historic District (in Blue) on a 1951 USGS 7.5-Minute 

Topographic Quadrangle Map of Doswell, Virginia ......................................... 3-143

Figure 3-157: View of Intersection of Railroad Tracks and Doswell Road, Looking 

East ............................................................................................................................ 3-144

Figure 3-158: View of Doswell Road from 10540 Doswell Road (043-0473), Looking 

West ........................................................................................................................... 3-145

Figure 3-159: View of 10558 and 10548 Doswell Road (042-0471 and 042-0472), 

Looking Northeast .................................................................................................. 3-146

Figure 3-160: Southeast Oblique of 10536 Doswell Road (042-0474) ....................................... 3-147

Figure 3-161: Northwest Oblique of 10571 Doswell Road (042-0467) ..................................... 3-147

Figure 3-162: Proposed NRHP Boundaries for the Doswell Historic District (042-5448) ..... 3-150

Figure 3-163: Location of the Darnell Store (042-0470) .............................................................. 3-152

Figure 3-164: Detail from the Plat of the Division of the Farm Known as the Junction 

Property from 1874 .................................................................................................. 3-153
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D.C. to Richmond Southeast High Speed Rail xiv Architectural Intensive Survey 

Figure 3-165: Examples of an Advertisement for the Store from the Herald Progress 

in the 1940s ............................................................................................................... 3-154

Figure 3-166: Detail from the Plat of the Store Lot D.E. Campbell and Adjacent 

Properties from 1955 ............................................................................................... 3-154

Figure 3-167: Site Plan for Darnell Store ...................................................................................... 3-156

Figure 3-168: Darnell Store, South Elevation .............................................................................. 3-156

Figure 3-169: Primary Entrance Detail (Left) and Southeast Oblique (Right) ........................ 3-157

Figure 3-170: Northeast Oblique. Photo from the February 2016 

Reconnaissance-Level Survey of the DC2RVA Project. ..................................... 3-157

Figure 3-171: Battery House, South Elevation............................................................................. 3-158

Figure 3-172: Frame Outbuilding and Well, East Elevation ...................................................... 3-159

Figure 3-173: Frame Outbuilding, Southeast Oblique. Photo from the February 2016 

Reconnaisance-Level Survey of the DC2RVA Project. ....................................... 3-159

Figure 3-174: Location of Tri-County Bank (042-0469) .............................................................. 3-161

Figure 3-175: Lot No. 4 (Denoted in Red) on 1874 Plat .............................................................. 3-163

Figure 3-176: Site Plan of the Tri-County Bank ........................................................................... 3-164

Figure 3-177: Southwest Oblique Showing Stepped Parapet, Pent Roof, Common 

and English Brick Bonds ........................................................................................ 3-164

Figure 3-178: Detail of Primary Entrance with Pent Roof on West Elevation (Left); 

Southeast Oblique Featuring Second Story Rear Addition (Right) .................. 3-165

Figure 3-179: Proposed NRHP Boundaries for the Tri-County Bank–Doswell 

Branch (042-0469) .................................................................................................... 3-167

Figure 3-180: Location of the Doswell Inn (042-0468) ................................................................ 3-169

Figure 3-181: Lots No. 3 and 4 (Denoted in Red) on 1874 Plat ................................................. 3-170

Figure 3-182: Site Plan of Doswell Inn ......................................................................................... 3-171

Figure 3-183: Doswell Inn, Primary (West) Elevation ................................................................ 3-172

Figure 3-184: Doswell Inn, Foundation Detail on North Elevation ......................................... 3-172

Figure 3-185: Detail of Gable End on North Elevation (Left); Entry Detail on West 

Elevation (Right) ...................................................................................................... 3-173

Figure 3-186: Northeast Oblique (Left); Cellar Entrance on North side of East 

Elevation (Right) ...................................................................................................... 3-173

Figure 3-187: First Story Plan ......................................................................................................... 3-174

Figure 3-188: First Story Hall, Looking East ................................................................................ 3-175

Figure 3-189: Stairwell Leading to Second Story, Looking SOuthwest (Left); First Story 

Bedroom, Looking South (Right) .......................................................................... 3-175

Figure 3-190: Detail of Fireplace Mantel in West Wall of Living Room .................................. 3-176
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D.C. to Richmond Southeast High Speed Rail xv Architectural Intensive Survey

Figure 3-191: Second Story Plan .................................................................................................... 3-176

Figure 3-192: Detail of Room Number, Second Story ................................................................ 3-177

Figure 3-193: View of Wells, Looking East .................................................................................. 3-177

Figure 3-194: View of Metal Superstructure, Looking Northwest (Left); View of 

Stone Slab, Looking East (Right) ........................................................................... 3-178

Figure 3-195: Location of the Doswell Depot and Tower (042-5466) ....................................... 3-180

Figure 3-196: Map from Maj. A.H. Campbell’s Surveys Showing Position of 2nd Corps, 

A.N.Va at Hanover Junction, Va. May 22nd to May 27th, 1864 ....................... 3-181

Figure 3-197: Detail from the Plat of the Division of the Farm Known as the 

Junction Property from 1874 .................................................................................. 3-182

Figure 3-198: Site Plan of the Doswell Depot and Tower (042-5466) ....................................... 3-183

Figure 3-199: Northwest Elevation of the Doswell Depot ......................................................... 3-184

Figure 3-200: West Oblique of the Doswell Depot ..................................................................... 3-184

Figure 3-201: Detail of Primary Entrance..................................................................................... 3-185

Figure 3-202: Southeast Elevation of the Doswell Depot .......................................................... 3-186

Figure 3-203: Ticket Window in the Central Waiting Room of the Doswell Depot .............. 3-186

Figure 3-204: View of HN Tower and Railroad, Looking Southeast ....................................... 3-187

Figure 3-205: Southeast Oblique of the HN Tower .................................................................... 3-188

Figure 3-206: Proposed NRHP Boundaries for the Doswell Depot and 

Tower (042-5466) ..................................................................................................... 3-190

Figure 3-207: Location of the Robert Stiles Building/Main Building of the Laurel 

Industrial School (043-0292-0001) ......................................................................... 3-192

Figure 3-208: Prison Association Property with Robert Stiles Building as 

Recorded in 1915 ..................................................................................................... 3-193

Figure 3-209: Plat of Subdivision of Albert Anderson Harvey’s Land in 1930, Parcel 

Boundaries Still Existing Today ............................................................................ 3-195

Figure 3-210: Site Plan of the Robert Stiles Building/Main Building of the Laurel 

Industrial School (043-0292-0001) ......................................................................... 3-196

Figure 3-211: Southeast Oblique of Robert Stiles Building ....................................................... 3-197

Figure 3-212: Southwest Oblique of Robert Stiles Building ...................................................... 3-197

Figure 3-213: North Elevation of Robert Stiles Building ........................................................... 3-198

Figure 3-214: East Entrance, Looking South (Left); West Entrance, Looking 

Northeast (Right) ..................................................................................................... 3-199

Figure 3-215: First Story Window Detail, East Elevation (Left); Second Story and 

Gabled Window Detail, East Elevation (Right)................................................... 3-199
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D.C. to Richmond Southeast High Speed Rail xvi Architectural Intensive Survey 

Figure 3-216: View of First Story Hall, Looking East (Left); Detail of First Story 

Metal Support (Right) ............................................................................................. 3-200

Figure 3-217: Basement Level Plan (Top); First Story Plan (Middle); Second Story 

Plan (Bottom) ........................................................................................................... 3-201

Figure 3-218: Proposed NRHP Boundaries of the Robert Stiles 

Building (043-0292-0001) ........................................................................................ 3-203

Figure 3-219: Location of the RF&P Paint Shop (043-5636) ....................................................... 3-205

Figure 3-220: Looking West Onto the Roundhouse and turntable of Acca Locomotive 

Terminal Believed to be Taken Circa 1930 ........................................................... 3-206

Figure 3-221: Aerial View Looking North of the Acca Yard and Bryan Park 

Terminal (Denoted in by Blue Arrow) Taken in July of 1965 ........................... 3-207

Figure 3-222: RF&P Paint Shop (043-5636) in 1991 with the Last RF&P Diesel to be 

Painted at the Shop ................................................................................................. 3-207

Figure 3-223: Current Parcel of RF&P Paint House ................................................................... 3-208

Figure 3-224: Site Plan of the RF&P Paint Shop (043-5636) ....................................................... 3-209

Figure 3-225: Northeast Elevation of RF&P Paint Shop ............................................................ 3-210

Figure 3-226: North Oblique of the RF&P Paint Shop ............................................................... 3-210

Figure 3-227: Detail of Garage Bay with Inset Pedestrian Door, Southwest 

Elevation (Left); Detail of Windows, Northwest Elevation (Right) ................. 3-211

Figure 3-228: Floor Plan for the RF&P Paint Shop (043-5636) .................................................. 3-212

Figure 3-229: Roof Structural System Detail, Facing Southwest (Top); Defunct Track 

Lines, Facing Southwest (Bottom) ........................................................................ 3-213

Figure 3-230: View of Buildout and Primary Entrance, Looking Northeast .......................... 3-214

Figure 3-231: Location of Winfree Cottage (127-6129) ............................................................... 3-216

Figure 3-232: Photograph of Emily Winfree ................................................................................ 3-217

Figure 3-233: A Portion of the 1877 Map of Manchester, Chesterfield County 

Noting the Location of the Winfree Cottage in Yellow ...................................... 3-218

Figure 3-234: Site Plan of the Winfree Cottage (127-6129)......................................................... 3-220

Figure 3-235: Southeast Elevation, Winfree Cottage .................................................................. 3-220

Figure 2-236: Detail of Siding, South Oblique ............................................................................. 3-221

Figure 3-237: Detail of Former Location of Chimney, Looking Northwest ............................ 3-221

Figure 3-238: 1905 Sanborn Map Showing the Winfree Cottage (Denoted by Red 

Arrow) in Manchester ............................................................................................. 3-222

Figure 3-239: 2003 Photograph of the Winfree Cottage Being Moved from 

W. Commerce Street ............................................................................................... 3-222

Figure 3-240: Recommended NRHP Boundaries of the Winfree Cottage (127-6129) ............ 3-225
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xvii Architectural Intensive Survey 

Figure 3-241 : Location of the Railroad YMCA (127-0344-0123) ................................................ 3-227

Figure 3-242: Article Detailing the Fulfillment of Funding for the Railroad YMCA’s 

New Building ........................................................................................................... 3-228

Figure 3-243: Railroad YMCA Building Under Construction in 1908 ..................................... 3-229

Figure 3-244: Railroad YMCA, Circa 1910 ................................................................................... 3-229

Figure 3-245: Railroad YMCA Pamphlet Advertising Membership Services ........................ 3-230

Figure 3-246: Main Street Station (127-0172) (left) and the Railroad YMCA 

(127-0344-0123) (right) and the Aftermath of Hurricane Agnes 

on June 22, 1972 ....................................................................................................... 3-231

Figure 3-247: Plat of Resurvey of “Railroad Y/1548 E. Main Street, City of 

Richmond, Virginia” ............................................................................................... 3-231

Figure 3-248: Site Plan of the Railroad YMCA ............................................................................ 3-232

Figure 3-249: West Oblique ............................................................................................................ 3-233

Figure 3-250: South Oblique .......................................................................................................... 3-233

Figure 3-251: Detail of Eave and Cornice, West Corner ............................................................ 3-234

Figure 2-252: Detail of Primary Entrance to Event Space, Southwest Elevation (Left); 

Detail of Terrace and Fenestration, Southwest Elevation (Right) .................... 3-235

Figure 3-253: Detail of Fenestration, Northwest Elevation ....................................................... 3-236

Figure 3-254: Detail of Attached Restaurant, Northeast Elevation .......................................... 3-236

Figure 3-255: View of Stairwell from First-Story Landing (Left); View of Third-Story 

Hallway, Looking Northeast (Right) .................................................................... 3-237

Figure 3-256: First Story Floor Plan (Top); Second and Third Story Floor Plan (Bottom) .... 3-238

Figure 3-257: Exposed Roofing System in Third-Story Loft (Left); View of “Romeo and 

Juliet” Door in Third-Story Loft, Looking West (Right) .................................... 3-239

Figure 3-258: View of Ceiling in Second-Story Loft (Left); Second-Story Loft, Looking 

Northeast (Right) ..................................................................................................... 3-239

Figure 3-259: Southeast Wall in Catering Event Space in First Story (Left); Staircase to 

Basement Level and Enclosed Staircase to Second Story, Looking 

North (Right) ............................................................................................................ 3-240

Figure 3-260: Proposed NRHP Boundaries for the Railroad YMCA (127-0344-0123) ........... 3-242

Figure 3-261: Location of the Philip Morris Leaf Storage Warehouse (127-0197) .................. 3-244

Figure 3-262: 1882 Advertisement for Crump & West Company ............................................ 3-245

Figure 3-263: 1886 Sanborn Detail (Top) and 1905 Sanborn (Bottom) ..................................... 3-245

Figure 3-264: 1909 Drawing of the New Virginia Bonded Warehouse Corpration 

Building .................................................................................................................... 3-246
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D.C. to Richmond Southeast High Speed Rail xviii Architectural Intensive Survey 

Figure 3-265: Virginia Bonded Warehouse Corporation Buildings on E. Cary 

Street in 1925 ............................................................................................................ 3-247

Figure 3-266: Site Plan of the Philip Morris Leaf Storage Warehouse ..................................... 3-248

Figure 3-267: East Elevation of the Philip Morris Storage Warehouse .................................... 3-248

Figure 3-268: Southwest Elevation (Left) and Northwest Elevation (Right) of the 

Philip Morris Storage Warehouse ......................................................................... 3-249

Figure 3-269: Detail View of Rooftop Addition, Looking West ............................................... 3-250

Figure 3-270: Interior View of the Philip Morris Tobacco Storage Warehouse ...................... 3-250

LIST OF TABLES 

Table 1-1: Table of Architectural Resources Along the Preferred Alternative that are 

Subject to Intensive-Level Investigations as a Part of the DC2RVA Project ...... 1-7

Table 4-1: Table of Summary and Recommendations of the Architectural Resources 

Presented in the Current Report ............................................................................... 4-2

Table A-1: Chain of Title for Phoenix Mill (100-0277), City Of Alexandria, Virginia .......... A-2

Table A-2: Chain of Title Hannah P. Clark House/Enyedi House (029-5741), Fairfax 

County, Virginia ......................................................................................................... A-8

Table A-3: Chain of Title for Jackson Shrine (016-0092), Caroline County, Virginia ......... A-10

Table A-4: Chain of Title for First Woodford Post Office (016-0222), 

Woodford, Virginia .................................................................................................. A-12

Table A-5: Chain of Title for Woodfored Freight and Passenger Depot (016-0222), 

Caroline County, Virginia ....................................................................................... A-13

Table A-6: Chain of Title for Glenwood House (016-0224), Caroline 

County, Virginia ....................................................................................................... A-14

Table A-7: Chain of Title for Milford State Bank (016-0270), Caroline 

County, Virginia ....................................................................................................... A-15

Table A-8: Chain of Title for Coghill-Jeter Store & House (016-0286), Caroline 

 County, Virginia ...................................................................................................... A-16

Table A-9: Chain of Title for Darnell Store (042-0470), Hanover County, Virginia ........... A-18

Table A-10: Chain of Title for Tri-County Bank-Doswell Branch (042-0469), Hanover 

County, Virginia ....................................................................................................... A-19

Table A-11: Chain of Title for Doswell Inn (042-0468), Hanover County, Virginia ............. A-20
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xix Architectural Intensive Survey 

Table A-12: Chain of Title for Doswell Depot znd Tower (042-0093; 042-5466), 

Hanover County, Virginia ...................................................................................... A-21

Table A-13: Chain of Title for Robert Stiles Building/Main Building of the Laurel 

Industrial School (043-0292-0001), Hanover County, Virginia .......................... A-22

Table A-14: Chain of Title for Rf&P Paint Shop (043-5636) City of 

Richmond, Virginia .................................................................................................. A-25

Table A-15: Chain of Title for Winfree Cottage (127-6129) City of 

Richmond, Virginia .................................................................................................. A-27

Table A-16: Chain of Title for Railroad Young Men's Christian Association (YMCA) 

(127-0344-0123) City of Richmond, Virginia ......................................................... A-28

Table A-17: Chain of Title for Philip Morris Leaf Storage Warehouse (127-0197) 

City of Richmond, Virginia ..................................................................................... A-31
D.C. to Richmond Southeast High Speed Rail 1-1 Architectural Intensive Survey 

INTRODUCTION 

Dovetail Cultural Resource Group (Dovetail), on behalf of the Virginia Department of Rail and 

Public Transportation (DRPT), conducted an intensive-level architectural survey of resources 

along the Preferred Alternative of the Washington, D.C. to Richmond Southeast High Speed Rail 

(DC2RVA) Project. The proposed Project is being completed under the auspices of the Federal 

Railroad Administration (FRA) in conjunction with DRPT. Because of FRA’s involvement, the 

undertaking is required to comply with the National Environmental Policy Act (NEPA) and 

Section 106 of the National Historic Preservation Act of 1966, as amended. The Project is being 

completed as Virginia Department of Historic Resources (DHR) File Review #2014-0666. 

The FRA and DRPT propose passenger rail service and rail infrastructure improvements in the 

north-south travel corridor between Washington, D.C. and Richmond, VA. These passenger rail 

service and rail infrastructure improvements are collectively known as the DC2RVA Project. The 

Project will deliver higher speed passenger rail service, increase passenger and freight rail 

capacity, and improve passenger rail service frequency and reliability in a corridor shared by 

growing volumes of passenger, commuter, and freight rail traffic, thereby providing a 

competitive option for travelers going between Washington, D.C. and Richmond and those 

traveling to and from adjacent connecting corridors. The Project is part of the larger Southeast 

High Speed Rail (SEHSR) corridor (Figure 1-1), which extends from Washington, D.C. through 

Richmond, VA; and from Richmond continues east to Hampton Roads (Norfolk), VA, and south 

to Raleigh, NC; and Charlotte, NC, and then continues west to Atlanta, GA, and south to Florida. 

The Project connects to the National Railroad Passenger Corporation (Amtrak) Northeast 

Corridor (NEC) at Union Station in Washington, D.C. 

The purpose of the SEHSR program, as stated in the 2002 Tier I Final Environmental Impact 

Statement (EIS) completed for the full SEHSR corridor, is to provide a competitive transportation 

choice to travelers within the Washington, D.C. to Charlotte travel corridor. The purpose of the 

current Washington, D.C. to Richmond SEHSR project described here is to fulfill the purpose of 

the SEHSR Tier I EIS within this segment of the larger SEHSR corridor. The Project, by increasing 

rail capacity and improving travel times between Washington, D.C. and Richmond, will improve 

passenger train frequency, performance and reliability in the corridor, enabling intercity 

passenger rail to be a competitive transportation choice for travelers between Washington, D.C. 

and Richmond and beyond. 

Given FRA’s funding involvement and permitting through various other federal agencies, the 

DC2RVA project is required to comply with Section 106 of the National Historic Preservation Act 

of 1966, as amended, and the Act’s implementing regulations under 36CFR800. Additionally, all 

cultural resource work was designed by DRPT and Dovetail to comply with the Virginia 

Antiquities Act (Code of Virginia § 10.1-2300) and guidelines and regulations promulgated by 

the DHR as necessary. 

1 
INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-2 Architectural Intensive Survey 

Previous Project studies included a reconnaissance survey of all alternatives under consideration, 

completed between 2015 and 2017. In September 2017, a DRPT-recommended Preferred 

Alternative was presented in the Draft EIS. DRPT’s recommended Preferred Alternative was 

approved by the Commonwealth Transportation Board for recommendation to FRA in December 

2017. Intensive-level architectural studies were therefore completed for above-ground resources 

determined to be potentially eligible by the DHR within the area of potential effects (APE) of the 

Commonwealth’s recommended Preferred Alternative. The current report focuses on the 

results of the intensive-level investigations completed by Dovetail on 21 of the 52 architectural 

resources that comply with these study parameters, organized in the body of this report in 

geographical order from north to south. The remainder of the resources are detailed in separate 

reports (Table 1-1). 
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Atlanta

Raleigh

Columbia

Richmond

Charlotte

Jacksonville

Washington D.C.

Cary

Jesup

Taccoa

Durham

Denmark

Savannah

Gastonia

Salisbury

Greensboro

Burlington

Petersburg

Gainesville

Spartansburg

Hampton Roads

Fredericksburg

Kannapolis

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Dovetail Figures\Fig1-1_SEHSRCorridor_8.5x11.mxd | Last Updated: 06.11.2015

Overview of the

SEHSR Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 40 80

Miles

Basemap Source: 2014

ESRI World Light Gray Base

Figure 1-1

1 inch=80 miles

@ 8.5 x 11 inches

Southeast High

Speed Rail (SEHSR)

Segment Status

Charlotte to

Atlanta

Tier I EIS

Washington

D.C. to

Richmond

Tier II EIS

Richmond to

Raleigh

Tier II EIS

Raleigh to

Charlotte

Richmond to

Hampton

Roads

Tier I EIS

SEHSR

Extended

Feasibility Studies

Complete
INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-4 Architectural Intensive Survey 

1.1 PROJECT LOCATION 

The Washington, D.C. to Richmond corridor spans approximately 123 miles along the existing 

rail corridor owned by CSX Transportation (CSXT) between Control Point RO (milepost [MP] 

CFP 110) in Arlington, VA, to the CSXT A-Line and S-Line junction at MP A-11 in Centralia, VA 

(Chesterfield County). For the purposes of conceptual engineering and environmental planning, 

the DC2RVA corridor has been subdivided into six Areas that correspond with improvements 

and alternatives, and as such have been named and numbered from north to south (Figure 1-2). 

At the northern terminus in Arlington, VA, the Project limit for infrastructure improvements ends 

at the southern approach to Long Bridge, a double-track rail bridge taking the rail corridor over 

the Potomac River; however, the northern terminus of Union Station in Washington, D.C. is used 

for ridership and revenue forecasting, as well as service development planning within the Project 

corridor. The southern terminus in Centralia is the junction of two CSXT routes that begin in 

Richmond and rejoin approximately 11 miles south of the city. 

Proposed improvements are along CSXT-owned track and right-of-way, generally parallel to the 

I-95 corridor between northern Virginia and Richmond. From north to south, the project travels 

through the following counties and cities: 

 Arlington County

 City of Alexandria

 Fairfax County

 Prince William County

 Stafford County

 City of Fredericksburg

 Spotsylvania County

 Caroline County

 Hanover County

 Henrico County

 City of Richmond

 Chesterfield County

In Arlington, the Project connects to existing CSXT track extending across the Potomac River on 

the Long Bridge into Washington, D.C. and Union Station, the southern terminus of Amtrak’s 

Northeast Corridor (NEC). At Centralia, the Project connects to both the Richmond to Raleigh 

segment of the SEHSR corridor and the Richmond to Hampton Roads segment of the SEHSR 

corridor. 

The Washington, D.C. to Richmond segment is an integral part of the overall Washington, D.C. 

to Charlotte SEHSR corridor and provides a critical link between high speed intercity passenger 

service from Boston to Washington, D.C. and the southeastern United States. 
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Virginia Rail Lines

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Figure 1-2

Basemap Source: 2015 Bing Maps

Road (Microsoft Corporation

and its data suppliers)

RF&P

RF&P

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Buckingham

Branch

Railroad

AM Junction

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INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-6 Architectural Intensive Survey 

1.2 PROJECT DESCRIPTION 

The DC2RVA project will include specific rail infrastructure improvements and service upgrades 

intended to improve the travel time, service frequency, and on-time performance of passenger 

trains operating between Washington, D.C. and Richmond, VA. Specific improvements to the 

existing rail infrastructure between Arlington, VA, and Centralia, VA include: 

 Corridor-wide upgrades to existing track and signal systems to achieve higher operating

speeds, including curve realignments, higher-speed crossovers between tracks, passing

sidings, and grade crossing improvements.

 Corridor-wide improvements to train operating capacity to achieve higher passenger

train service frequency and reliability, including an additional main track along most of

the corridor, and additional controlled sidings, crossovers, yard bypasses and leads, and

other capacity and reliability improvements at certain locations.

 Station and platform improvements for Amtrak and Virginia Railway Express (VRE)

stations.

The Tier II EIS being completed for the Project will assess the environmental impacts of these 

improvements and identify ways to avoid, minimize, or otherwise mitigate such impacts. 

Studies in support of the Project address passenger and freight rail operations and service 

between Union Station in Washington, D.C. and Richmond and beyond, but the Project does not 

include physical improvements to the Long Bridge across the Potomac River or to rail 

infrastructure within Washington, D.C. Other projects will address improvements to the rail 

infrastructure north of Arlington and south of Centralia along the SEHSR corridor. 

1.3 CURRENT STUDY 

The DC2RVA Team has been conducting reconnaissance-level architectural studies for the entire 

123-mile DC2RVA corridor since December 2014. To date, the findings have been detailed in 16 

reports. Between January 29, 2016, and March 1, 2017, DHR concurred with the DC2RVA team’s 

recommendations on these 16 reports. In addition, subsequent reconnaissance-level architectural 

studies are ongoing in areas where the limits of disturbance have been modified since the original 

work, and the preliminary results have been shared by the DHR to solicit feedback. Through all 

efforts, it was determined that 54 resources within the Commonwealth’s Preferred Alternative 

should be the subject of intensive study to determine NRHP eligibility (Table 1-1). After 

communication with the DHR in April 2018, it was determined that two (111-0132-0507 and 166-

0033) of the 54 resources should be recommended not eligible as part of the reconnaissance-level 

survey, and intensive-level survey should be conducted on the remaining 52 resources (Marc 

Holma, personal communication 2018). This report includes the results of the intensive-level 

investigations on 21 of the 52 resources (Report B) (See Figures 1-3 through 1-9.) The remaining 

31 resources are presented in two associated reports (Report A and Report C). 

Documentation and research for this project were conducted in accordance with relevant state 

and federal guidelines as part of the compliance process established in Section 106 of the National 

Historic Preservation Act of 1966, as amended (36 CFR 800). Fieldwork and archival research was 

completed between March 2017 and February 2018. During this period, DHR records were 

consulted and various municipal and private repositories, including land and tax records, as well 
INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-7 Architectural Intensive Survey 

as historical and genealogical societies were visited. A background literature and records review 

of the architectural APE at the DHR was conducted as part of the reconnaissance survey 

completed during the previous architectural studies for the Project (e.g., Anderson and Staton 

2016; Staton and Lesiuk 2015, etc.). 

TABLE 1-1: TABLE OF ARCHITECTURAL RESOURCES ALONG THE PREFERRED ALTERNATIVE 

THAT ARE SUBJECT TO INTENSIVE-LEVEL INVESTIGATIONS AS A PART OF THE 

DC2RVA PROJECT 

DC2RVA

Corridor

Area

DHR ID Name/ Description City/ County 

2 029-5741 Hannah P. Clark House/ Enyedi House, 10605 

Furnace Road Fairfax County 

2 100-0277 Phoenix Mill, 3642 Wheeler Avenue City of Alexandria 

2 100-5341 East Rosemont Historic District City of Alexandria 

2 500-0001-0022 Richmond, Fredericksburg, & Potomac (RF&P) 

Railroad Bridge over Occoquan River Prince William County 

3 111-0009 Fredericksburg Historic District Extension City of Fredericksburg 

3 111-0009-0795 Pulliam's Service Station, 411 Lafayette Boulevard City of Fredericksburg 

3 111-0013/ 111-0132-

0508 Chancellor House, 300 Caroline Street City of Fredericksburg 

3 111-0023 Dixon House, 401–403 Sophia Street City of Fredericksburg 

3 111-0038/ 111-0132-

0509 

Hackley-Monroe House/ James Monroe House/ 

Joseph Jones House, 301 Caroline Street City of Fredericksburg 

3 111-0067/ 111-0132-

0505 

Dr. Charles Mortimer House, House, 213 Caroline 

Street City of Fredericksburg 

3 111-0132-0020 Purina Tower Complex, 401–403 Charles Street City of Fredericksburg 

3 111-0132-0025 Rappahannock River Railroad Bridge City of Fredericksburg 

3 111-0132-0147 Shiloh Baptist Church New Site, 521 Princess Anne 

Street City of Fredericksburg 

3 111-0132-0458 Robert Adams Residence, 528 Caroline Street City of Fredericksburg 

3 111-0132-0522 George Aler House/Duplex, 314–316 Frederick 

Street City of Fredericksburg 

3 111-0132-0704 Fredericksburg Train Station, 200 Lafayette Boulevard City of Fredericksburg 

3 088-0254 Slaughter Pen Farm, 11232 Tidewater Trail Spotsylvania County 

4 016-0092 Jackson Shrine, 12019 Stonewall Jackson Road Caroline County 

4 016-5129 Woodford Historic District Caroline County 

4 016-0222 Woodford Freight & Passenger Depot, Woodford 

Road Caroline County 

4 016-0223 First Woodford Post Office, Lake Farm Road Caroline County 
INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-8 Architectural Intensive Survey 

TABLE 1-1: TABLE OF ARCHITECTURAL RESOURCES ALONG THE PREFERRED ALTERNATIVE 

THAT ARE SUBJECT TO INTENSIVE-LEVEL INVESTIGATIONS AS A PART OF THE 

DC2RVA PROJECT 

4 016-0224 Glenwood House, 11102 Woodford Road Caroline County 

4 016-5136 Milford Historic District Caroline County 

4 016-0270 Milford State Bank, 15461 Antioch Road Caroline County 

4 016-0286 Coghill-Jeter Store and House/ Coleman's Store, 

22275 Penola Road Caroline County 

4 016-5165 Excelsior Industry of Caroline County Historic 

District Caroline County 

4 042-5466 Doswell Depot and Tower, 10577 Doswell Road Hanover County 

4 042-0468 Doswell Inn, 10567 Doswell Road Hanover County 

4 042-0469 Tri-County Bank-Doswell Branch, 10561 Doswell 

Road Hanover County 

4 042-0470 Darnell Store, 10570 Doswell Road Hanover County 

4 042-5448 Doswell Historic District Hanover County 

5 042-0113 Charles Gwathmey House, 11247 Gwathmey Church 

Road Hanover County 

5 042-0420 Sinton House, 12081 Holly Oaks Lane Hanover County 

5 042-0557 Farmstead/ Dry Bridge, 10411 Old Bridge Road Hanover County 

5 042-5048 Elmont Historic District Hanover County 

5 166-5073 Berkleytown Historic District Hanover County 

5 166-5073-0010 Dabney Funeral Home, 600 B Street Hanover County 

5 166-5073-0024 Hanover County School Board, 200 Berkley Street Hanover County 

5 043-0693 Mill Road Historic District Henrico County 

5 043-0694 Hunton Treasures, 11701 Greenwood Road Henrico County 

6 043-0292-0001 Robert Stiles Building/ Main Building of the Laurel 

Industrial School, 2900 Hungary Road Henrico County 

6 043-5636 RF&P Paint Shop, 2260 Dabney Road Henrico County 

6 127-0197 Philip Morris Leaf Storage Warehouse, 1717-1721 

East Cary Street City of Richmond 

6 127-0344-0102 Loving's Produce Company, 1601–1605 East Grace 

Street City of Richmond 

6 127-0344-0123 Railroad Youth Men’s Christian Association (YMCA), 

1552 East Main Street City of Richmond 

6 127-5818 Philip Morris Operations Complex, 3601 Commerce 

Road City of Richmond 
INTRODUCTION

D.C. to Richmond Southeast High Speed Rail 1-9 Architectural Intensive Survey 

TABLE 1-1: TABLE OF ARCHITECTURAL RESOURCES ALONG THE PREFERRED ALTERNATIVE 

THAT ARE SUBJECT TO INTENSIVE-LEVEL INVESTIGATIONS AS A PART OF THE 

DC2RVA PROJECT 

6 127-6129 Winfree Cottage, East Franklin Street City of Richmond 

6 127-6792 Southern Railway Segment City of Richmond 

6 127-6793 Chesapeake & Ohio Railroad Segment City of Richmond 

6 127-6840 The City of Richmond Department of Public Works 

Maintenance Yard, 2728 Hermitage Road City of Richmond 

6 127-6883 Gilpin Court Apartment Complex, Charity Street 

West/ St. Peter Street City of Richmond 

all 500-0001 Richmond, Fredericksburg, & Potomac (RF&P) 

Railroad Historic District Multiple 

Source: Dovetail 2018. 

Note: Resources are presented from north to south. Resources highlighted in blue are included in this report. All non-highlighted resources 

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State Plane Virginia North FIPS 4501 Feet

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State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

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Figure 1-6

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Showing Phase II

Properties Within Current

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(Map 4 of 7)

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State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

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Figure 1-7

DC2RVA Project Corridor

Showing Phase II

Properties Within Current

Report from North to

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(Map 5 of 7)

[

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016-5165

042-5466

042-0468

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042-0470

042-5448
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Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 1-8

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Showing Phase II

Properties Within Current

Report from North to

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(Map 6 of 7)

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Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 1-9

DC2RVA Project Corridor

Showing Phase II

Properties Within Current

Report from North to

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(Map 7 of 7)

[

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127-6129

127-0344-0123

127-0197
D.C. to Richmond Southeast High Speed Rail 2-1 Architectural Intensive Survey 

METHODOLOGY 

The architectural investigation for the DC2RVA Project was conducted to examine any historic 

buildings, objects, or districts over 48 years in age for NRHP eligibility concurred by DHR to be 

potentially eligible for listing in the NRHP. Each potentially eligible resource was evaluated with 

regard to NRHP Criterion A, for its association with events that have made a significant 

contribution to the broad patterns of our history; Criterion B, for its association with people 

significant in our nation’s history; Criterion C, for its embodiment of distinctive characteristics of 

a type, period, or method of construction, or that represent the work of a master, or possess high 

artistic values. As part of the current survey, these architectural resources were not evaluated 

under Criterion D for its potential to yield information important in history. Additionally, each 

resource’s integrity was addressed through seven aspects or qualities: location, design, setting, 

materials, workmanship, feeling, and association. Criteria considerations were taken into account 

only where necessary. This report meets the standards set forth by the DHR’s architectural survey 

manual (DHR 2017). 

Field recordation included an in-depth physical examination of each resource, including the 

interiors when accessible; digital photographs documenting the primary elevation, oblique 

angles, occasionally interiors, and general setting; detailed site plans of the property and floor 

plans were prepared when applicable. Archival research on each resource was conducted at land 

record repositories for various municipalities, historical and genealogical societies, online 

repositories of historic records, local libraries, and the Library of Virginia. 

After the architectural fieldwork, research, and evaluation was completed, the Project Team 

prepared separate Virginia Cultural Resource Information System (V-CRIS) forms and 

accompanying documentation for each recorded property in accordance with DHR policies and 

practices. Each V-CRIS packet includes a V-CRIS form, site plan, set of hard-copy color 

photographs, and a CD of digital photos for each property to meet with the current DHR 

standards (DHR 2017). 

2 
D.C. to Richmond Southeast High Speed Rail 3-1 Architectural Intensive Survey 

SURVEY RESULTS 

Dovetail completed intensive-level architectural investigations on 52 resources potentially 

eligible for the NRHP, 21 of which are detailed in the following chapter. The remainder of the 

resources is examined in separate reports. 

3.1 PHOENIX MILL (100-0277) 

The Phoenix Mill, currently used as an office building for a self-storage facility, is located at 3640 

Wheeler Avenue in the City of Alexandria, Virginia (Figure 3-1). The former mill sits upon a 

parcel containing approximately 2 acres on the south side of Wheeler Avenue in the southeastern 

part of the city with the existing railroad bed located immediately south of the property. The 

building is situated in the property’s northwest corner, facing, and minimally setback from, 

Wheeler Avenue and the public concrete walkway that lines the road. The building is 

immediately surrounded by a paved-asphalt parking lot to the north, east, and south. Metal, 

chain link fencing lines the property boundaries to the west, south, and east, and the eastern twothirds of the property is enclosed in fencing due to new construction. The property is accessed by 

two vehicular entrances from Wheeler Avenue, one in the northwest corner and another in the 

northeast corner. A contemporary French drain composed of stones runs north-south along the 

southwest elevation of the building. During the 2018 DC2RVA intensive-level survey, the 

boundaries for this resource were restricted to the parcel on which the main mill building sits. 

Upon closer inspection, the DC2RVA Team determined that new construction and parking lots 

adjacent to the mill building diminish the historic integrity of this resource and have no known 

historical connection, and as such, the team restricted its boundaries to include the mill building, 

drain, and immediate landscaping. 

3.1.1 Historic Context 

The area in which the former Phoenix Mill is located was once part of Fairfax County and then 

was annexed by the City of Alexandria in the 1950s. The earliest record of the mill dates to 

February 1777, when George Gilpin requested a survey of a 1-acre parcel specifically condemned 

for the construction of a mill on Holmes Run, which extended north to northwest from Cameron 

Run and fed into Hunting Creek (Figure 3-2) (Fairfax County Deed Book [FCDB] M-1:321). 

During his lifetime, Gilpin had a number of occupations, one of which was a wheat merchant. 

Alexandria and the area surrounding it was one of the leading centers for flour production during 

the late-eighteenth century, and Gilpin followed a trend at that time when a number of mills were 

petitioned for or built throughout Fairfax County and the City of Alexandria (Netherton et al. 

1978:80). In 1770, he was appointed city inspector of flour in Alexandria and was given that 

position again in 1775 and 1781 through 1785 (Bedini 1998). 

3 
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State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-1

Location Of The Phoenix

Mill (100-0277)

[ 0 60 120

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0 20 40

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100-0277
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-3 Architectural Intensive Survey 

FIGURE 3-2: SURVEY OF 1 ACRE CONDEMNED FOR A MILL BY THE REQUEST OF GEORGE 

GILPIN IN 1777 (FCDB M-1:321) 

Gilpin and his partner, William Hartshorne, were dual owners of the condemned 1 acre of land 

as well as an adjoining 236 acres (FCDB B-2:297, M-2:141–146). It is unclear when Gilpin 

abandoned the partnership with Hartshorne, though in 1812, Hartshorne was forced to publicly 

sell the property after defaulting on a mortgage (FCDB M-2:141–146). In an advertisement placed 

in the Alexandria Gazette, the mill and farm occupied by William Hartshorne, “by the name of 

Strawberry Hill, situated Holmes Run, and the Little River Turnpike [Route 236],” contained 236 

acres. Of that land, 50 acres was used for timber and 70 acres was pasture watered by the creek 

and mill (Alexandria Gazette 1812). Along with a two-story frame dwelling, stables, and a stone 

springhouse—all which are longer extant—the brick mill was advertised to be “55 feet by 45, four 

stories high with three pair of large Burr and one pair of country Mill Stones, capable of 

manufacturing ten thousand barrels of flour annually. The stream is large and constant, and 

affords a fall sufficient for water wheels 19 feet in diameter” (Alexandria Gazette 1812). 

Thomas Wilson of Jefferson County purchased the 236-acre mill and farm tract for $11,460.66 in 

September 1812 (FCDB M-2:141–146). Less than 10 years later in 1821, Wilson died and willed the 

property, which he named Phoenix Mill, to be evenly divided amongst his children whom 

subdivided it shortly thereafter in 1825 (FCDB S-2:387–392, U-2:407–418). After several Chancery 

Court cases between the siblings, beginning in May 1839 and continuing through 1849, 56 acres, 

including the mill from the original 236-acre tract descended to John H. Brown, son of William 

Brown and a daughter of Thomas Wilson, as captured in a 1860s detailed map of Virginia where 

the mill building is noted as “Brown’s Mill” (Figure 3-3) (Fairfax County Chancery Case 1849; 

United States Army Corps of Engineers 1860s). This case occurred during a pivotal time in the 

development of the area of Fairfax and Alexandria. The Orange and Alexandria Railroad was 

charted in May 1848 to run from Alexandria west towards Gordonsville, crossing through the 

southern part of Fairfax County immediately south of the mill (Johnson, III 2004:1). Construction 

on the rail corridor began in 1850 and ended in 1854. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-4 Architectural Intensive Survey 

FIGURE 3-3: PHONEIX MILL, CALLED BROWN’S MILL AT THE TIME, IN A CIRCA 1860 MAP OF 

NORTHERN VIRGINIA SHOWING THE NEW ORANGE AND ALEXANDRIA RAILROAD 

IMMEDIATELY SOUTH (UNITED STATES ARMY CORPS OF ENGINEERS 1860S) (MAP NOT TO 

SCALE) 

Brown sold the property, described as “Old Dominion Mills” in the indenture, to John M. Johnson 

of Alexandria in 1888, and it was transferred again in 1896 to Frank M. Hill (FCDB H-5:52–53, X5:303–305). In 1903, Frank Hill and his wife, Elizabeth R., conveyed the 56-acre Phoenix Mill tract 

and an addition 27-acre tract on Holmes Run (Route 236) to Charles Branner Cockrell for $7,000 

(FCDB L-6:659–662). Charles Cockrell invested a significant amount of funds into making the 

property a “first class mill again and [to] run a lucrative business as a miller” (Lundegard 2009). 

Cockrell, a corn famer who lived at Strawberry Hill, brought a case against the Southern Railway 

Company, who acquired a large tract in Fairfax known as Meadow Farm. Meadow Farm had two 

water sources that supplied water to the mill: Back Lick Run and Holmes Run. The agent for the 

rail company was planning to divert one of the water sources away from the mill and render the 

mill useless; however, the case was dismissed by motion of Cockrell when satisfactory adjustment 

was made outside of court. In 1922, Cockrell conveyed 3.32 acres partitioned from the larger 56-

acre tract to Patrick and Kate M. Cullenton, which reflects the property shape today (Figure 3-4) 

(FCDB A-9:31–32). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-5 Architectural Intensive Survey 

FIGURE 3-4: 1922 PLAT OF MILL PROPERTY (FCDB A-9:31–32) 

The property changed hands several times during the early- to mid-twentieth century remaining 

fairly unmodified until the 3.32-acre tract was conveyed Samuel Joseph “Joe” Bell in 1958 (Figure 

3-5) (City of Alexandria Deed Book [CADB] 355:73; FCDB 503:289–290, 761:97). Bell, a native of 

Arlington, founded the S. J. Bell Construction Company in 1947 which specialized in the 

installation of underground utility lines in the Northern Virginia area, and he also was involved 

in property investing (Levy 1994). In the 1970s, the company partnered with the Bellane Industrial 

Corporation and the Industrial Maintenance Corporation, all of which Bell owned a portion of, 

and transferred the tract to Industrial Maintenance Corporation (CADB 751:603–608, 810:296–305, 

882:659-665). Joe’s brother, Charles R. Bell, who acted as secretary to Samuel Bell’s companies, 

sold his interest in all of the properties they co-owned to his brother in 1983 (CADB 1105:377–

380). In Bell’s last will and testament, he requested his trustees to attempt to retain any property 

he owned or stock he owned in his three companies (City of Alexandria Fiduciary File 1994). 

One year after the death of Joe Bell in 1995, the mill property was purchased by F & H Properties 

of Virginia, LLC (F & H Properties) who appear to have subdivided the “old mill property,” then 

2 acres, before transferring it to JBJ, LLC, a Maryland corporation that merged with F & H 

Properties in 2006 (CADB 1551:473–491, 010004974:442–443). In 2015, the 2-acre property was 

conveyed to Wheeler Land, LLC, who constructed a large self-storage warehouse on the property, 

southeast of the mill (CADB 150019225:50–54). The mill building is currently unoccupied except 

for a basement office and storage room. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-6 Architectural Intensive Survey 

FIGURE 3-5: PHOENIX MILL (DENOTED BY RED ARROW) ON 1937 HISTORIC AERIAL 

(FAIRFAX AERIAL IMAGERY VIEWER 1937) 

3.1.2 Architectural Description 

3.1.2.1 Primary Resource Exterior 

The property’s primary resource is a three-and-one-half-story, three-bay, mill building 

constructed circa 1780 in a vernacular Southern Colonial form with an original rectangular plan 

(Figures 3-6 and 3-7). An undated historic image of the mill indicates that upper stories now 

covered by vinyl siding once contained two rows of windows. Some infill around the building’s 

foundation is also apparent, as the race and waterway that once feed the wheel have been 

removed (Figure 3-8) (Alexandria Library: Special Collections Record n.d.). Evidence of this infill 

is seen where a window opening with a segmental arch is partially filled with concrete at the 

lower level of the east elevation. The building sits on a continuous, raised basement and has a 

masonry structural system of brick laid in a five-to-one common bond. The roof truss and upper 

stories of the mill appear to be framed and currently are clad in vinyl siding. It is covered by a 

steeply pitched gambrel roof sheathed in asphalt shingles with wood boxed eaves on the east and 

west elevations and returns on the north and south elevations. Metal anchor plates are visible on 

the eave sides of the building. An interior-end brick chimney with a corbeled cap pierces the roof 

at the northeast corner of the building. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-7 Architectural Intensive Survey 

FIGURE 3-6: SITE PLAN OF PHOENIX MILL AT 3640 WHEELER AVENUE (NOT TO SCALE) 

FIGURE 3-7: NORTHEAST OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-8 Architectural Intensive Survey 

The primary entrance, centered on the façade (north elevation), is filled with a double-leaf, metal, 

paneled door with a single light with decorative overhead track wooden sliding doors. A wood 

lintel is situated above the entry. Other fenestration includes twentieth-century, metal-frame 

windows consisting of a 12-light, hopper window with six-light, fixed windows set above and 

below (Figure 3-9). All windows feature brick sills composed of headers. Ghosts of window 

openings are visible on what is now the first floor of the east elevation. A set of rounded brick 

steps provide access to the primary entrance. A one-story addition at one time extended from the 

east and south elevations of the building but was demolished circa 2016 (Nationwide 

Environmental Title Research [NETR] 2016). A scar from the former addition is visible between 

the first and second stories (Figure 3-10). 

FIGURE 3-8: UNDATED IMAGE OF THE PHOENIX MILL (ALEXANDRIA LIBRARY: SPECIAL 

COLLECTIONS RECORD N.D.) 

FIGURE 3-9: NORTHWEST OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-9 Architectural Intensive Survey 

FIGURE 3-10: SOUTHEAST OBLIQUE 

3.1.2.2 Primary Resource Interior 

The first story of the original circa-1780 core has an open plan (Figure 3-11). The flooring is 

covered by poured concrete, and the ceiling is open, exposing mortise-and-tenon framing. 

Throughout the building, exposed framing members at all floors are ornamented by chamfered 

edges with support posts dividing much of the interior space into thirds along a north-south axis. 

On the first floor, the interior space has been left open (Figure 3-12). The ghost of a former 

staircase is partially visible on the northern portion of the east wall. In the northeast corner a 

fireplace has been filled in; there are no fireplaces in the building today. At the time of survey, 

electrical wiring was exposed in the ceiling of the first story, as was plumbing. 

FIGURE 3-11: FIRST STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-10 Architectural Intensive Survey 

FIGURE 3-12: FIRST STORY INTERIOR, FACING SOUTHEAST 

Access to the basement and second story is provided through a partially enclosed, drywalled 

stairwell, centrally located on the eastern wall. The interior of the second story has been 

partitioned into offices with drywall inserted between the support posts up to the joists, creating 

nine rooms around a central common space (Figures 3-13 and 3-14). It has a drop ceiling; the 

panels were mostly absent and the ceiling rafters and wiring are exposed. Interior brick walls are 

exposed along the north, east, south, and west interior elevations. All interior fixtures on the 

second story are modern. 

FIGURE 3-13: SECOND STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-11 Architectural Intensive Survey 

FIGURE 3-14: SECOND STORY INTERIOR, FACING SOUTH 

The east-side stairwell also provides access to the third story (Figures 3-15 and 3-16). This space 

is unfinished and undivided. The floor is covered by plywood. Historic windows on the interior 

are also covered by plywood. A shaft opening in the floor on the northeast end of the room 

previously provided space for mill equipment. Ceiling joists show notching indicative of previous 

room configurations. There is ladder access to the attic in the northeast section of the room. The 

attic features two flues: one in the northeast corner and a second at the west end of the south 

elevation, similar to the third-story plan (Figures 3-15 and 3-16). Like the third story, the floor of 

the attic is covered by plywood sheets. Some roof rafters and sheathing boards appear to be recent 

replacements while others show evidence of possible fire or smoke damage. 

FIGURE 3-15: THIRD STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-12 Architectural Intensive Survey 

FIGURE 3-16: THIRD STORY INTERIOR, FACING SOUTHEAST (TOP); ROOF STRUCTURAL 

SYSTEM IN ATTIC, FACING SOUTHWEST (BOTTOM) 

The basement is accessed by a stairwell on the east side of the first story and from the exterior by 

double-leafed metal doors on the east elevation (Figure 3-17). The basement features exposed 

chamfered support posts, interior drywall walls, and a drop ceiling (Figure 3-18). Shaft marks 

visible on ceiling joists in the basement are indicative of the use to grist first flour and then corn, 

most notably activities of the early-twentieth century (Wigglesworth 1975:50) (Figure 3-18). Other 

beams show indications of equipment attachment and detachment over the years. 

A subbasement is accessed by descending stairs on the south elevation of the building (Figure 3-

19). At the bottom of the stairwell, an uncoursed stone foundation is visible. Entry to the 

subbasement was not possible due to flooding; however, support posts, electrical pump 

equipment, brick walls, and ceiling joists were visible from the stairwell (Figure 3-19). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-13 Architectural Intensive Survey 

FIGURE 3-17: BASEMENT PLAN (NOT TO SCALE) 

FIGURE 3-18: EVIDENCE OF MILL SHAFT IN WESTERN STORAGE AREA OF BASEMENT, 

FACING SOUTH (LEFT); BASEMENT, FACING WEST (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-14 Architectural Intensive Survey 

FIGURE 3-19: SUBBASEMENT ENTRANCE (DENOTED BY RED ARROW), SOUTHEAST OBLIQUE 

(LEFT); VIEW OF SUBBASEMENT, FACING NORTH (RIGHT) 

3.1.3 NRHP Evaluation 

The Phoenix Mill, now an office building, at 3640 Wheeler Avenue is a Colonial-era vernacular 

flour mill constructed sometime after 1777 when George Gilpin petitioned for an acre of land off 

of Holmes Run to be destined for a mill. It is unclear if the building was constructed immediately; 

however, it is advertised for sale in the Alexandria Gazette in 1812 (Alexandria Gazette 1812). 

Originally four-stories tall, it currently stands at three as the lower level has been largely buried. 

Not only are the immediate surroundings of the building significantly altered, but the general 

area has been heavily suburbanized and developed with a mix of residential neighborhoods and 

industrial and commercial properties from the large, open agricultural character the area once 

had. The creek which once powered the mill is no longer a feature of the landscape, and integrity 

of setting, feeling, and association are negatively impacted by the encroaching parking lots of the 

self-storage facility to the east. Therefore, the boundaries of the property were currently reduced 

from the 2016 reconnaissance study to include the mill building and immediate landscaping, 

excluding the parking lots to the east and south and the self-storage building to the east. 

Though it has undergone a number of interior and exterior changes over time, the core of the 

original building remains intact and in generally good condition. The exterior displays good 

integrity of workmanship and materials. Additionally, the gambrel roof line is original to the 

building’s construction (Lundegard 2009:22). Changes to the mill’s interior have also been made 

over the years; however, elements still remain reflecting the building’s industrial purpose. 

Original chamfered timbers are visible at every level of the building. The locations of the original 

grist stones are still visible in the basement along the west wall, though other machinery remnants 

date to the early-twentieth century. The framing of the building is original to its construction, and 

the modifications to the floorplan reflect utilitarian use over time. 

The Phoenix Mill is the only recorded mill with the DHR in the City of Alexandria, while eight 

are recorded in the neighboring Fairfax County. Three of these mills are listed in the NRHP and 

VLR (029-0008, 029-0064, and 029-0330). The Colvin’s Mill (029-0008), constructed around 1810, 

is a four-story brick flour mill building repaired around 1969 and 1975 (David 1976). The mill was 

continuously used from its conception to around World War II, and in 1965 the Fairfax County 

Park Authority acquired the building through condemnation. Similar to the Phoenix Mill, the 

masonry building is covered by a front-gabled roof and has a symmetrical façade; however, 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-15 Architectural Intensive Survey 

through restorations and repairs, including a modern oak waterwheel, Colvin’s Mill is now in 

very good condition. The mill and associated resources are still owned by the Fairfax County Park 

Authority and operate as a historic park. George Washington’s Grist Mill (029-0330) is a 1930s 

reconstruction of the 1770s mill based on archaeological findings at Mount Vernon Plantation. 

Though the mill demonstrates the eighteenth-century techniques for milling flour, only 

archaeological material dates to the period of significance. The interior vertical supports at 

George Washington’s Grist Mill have similar chamfering to those at Phoenix Mill. Hope Park Mill 

(029-0064) is a three-story, frame, grist mill on a high-stone foundation built between 1790 and 

1804, with heavy modification to the interior in the twentieth century. 

The resource retains a moderate to high level of integrity in design, location, and workmanship, 

and a sufficient integrity of materials to merit NRHP-eligibility consideration. The Phoenix Mill 

was constructed in the late-eighteenth century and remained in service as mill operation through 

the twentieth century. There are no surviving brick mill buildings within the City of Alexandria; 

additionally, the mills recommended eligible for the NRHP in Fairfax County also have 

significant interior modifications. Therefore, the resource is recommended as locally significant 

under Criterion A as representative of the significance of mills in eighteenth- and nineteenthcentury manufacturing. The resource is not known to be associated with a significant person from 

history and because of this, it is recommended not eligible under Criterion B. The Phoenix Mill is 

a unique example of an eighteenth-century, brick grist mill in the City of Alexandria. As such, it 

is also recommended as locally significant under Criterion C for architecture. As an architectural 

resource, it was not evaluated under Criterion D. 

In sum, the Phoenix Mill is recommended as eligible at the local level under Criterion A and 

Criterion C. 

The recommended period of significance for the Phoenix Mill begins with its construction date of 

around 1780 until it ceased to be used as a mill in approximately 1958. The proposed NRHP 

boundary for the Phoenix Mill at 3640 Wheeler Avenue follows the immediate landscaping 

contained within the paved parking lots to the east, west, and south of the mill building, and 

Wheeler Avenue to the north (Figure 3-20). The proposed boundary includes only the mill 

building and the contemporary French drain. 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-20: Proposed

NRHP Boundaries of the

Phoenix Mill (100-0277)

[ 0 60 120

Feet

0 20 40

Meters

100-0277
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-17 Architectural Intensive Survey 

3.2 HANNAH P. CLARK HOUSE/ ENYEDI HOUSE (029-5741) 

The Hannah P. Clark House, also known as the Enyedi House, is located at 10605 Furnace Road 

in Lorton in Fairfax County, Virginia (Figure 3-21). The resource, situated on a 10.85-acre tract, is 

situated within the Old Colchester Park and Preserve run by the Fairfax County Park Authority 

(FCPA) (Fairfax County, Virginia 2018). The lot is primarily covered with matured coniferous and 

deciduous trees with the buildings concentrated in the southwest half of the property. The tract 

is positioned at the northeast corner of Furnace Road and Old Colchester Road, immediately 

northeast of the historic port town of Colchester Town (029-0042). The property is accessed by an 

unpaved driveway extending from Furnace Road towards the building complex and circles 

around an overgrown shrub. A brick walkway lined with shrubbery and trees leads from the 

driveway towards the dwelling. A wood lattice fence extends southeast from the south elevation 

of the dwelling. An additional stone walkway extends from the driveway towards an enclosed 

porch on the southwest elevation of the dwelling. Associated with the residence is a circa-1987 

studio and shed, concrete capped well, and circa-1920 RF&P Railroad shed. 

3.2.1 Historic Context 

A detailed history of the occupation of the Hannah Clark house has previously been completed 

by Elizabeth Peebles of the Fairfax County Park Authority as part of a Historic Structure 

Assessment (2014). Therefore, this historic context only summarizes the ownership history of the 

building and land; for further detail on the history of the structure or its occupations, Elizabeth 

Peebles’ Historic Structure Assessment should be consulted (2014). 

The land on which the house is located was part of a tract that originally adjoined the historic 

Colchester Town, chartered in 1754 (Sprouse 1975:19–23). Colchester Town had its beginnings as 

the location of an important ferry landing along the Occoquan River, but soon grew as a 

commercial center during the latter half of the eighteenth century (Sprouse 1975:19–55). However, 

by the early-nineteenth century, the town was defunct and many of the lots were abandoned, 

with the surrounding land part of large farms (Sprouse 1975:110). One of these farms, totaling 

376 acres and including the land on which the Hannah P. Clark house would be built, was 

purchased by James Potter and John Allison in 1839 (Fairfax County Deed Book [FCDB] R3:147). 

By the time of his death, in 1865, Potter had amassed 213 contiguous acres bordering Colchester 

Town, in addition to as many as 15 town lots (Figure 3-22) (Fairfax County Land Tax Records 

[FCLTR] 1857; Peebles 2014:12–13). In his will, Potter left his personal estate to his three children, 

Hannah, Cornelius, and Joseph, while his land was split only between his two sons. James Potter’s 

common law wife and mother of his children, Barbara Beach, was named the executrix of his 

estate (Fairfax County Will Book [FCWB] 1865:448). 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-21

Location of the Hannah P.

Clark House/ Enyedi

House (029-5741)

[ 0 80 160

Feet

0 30 60

Meters

029-5741
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-19 Architectural Intensive Survey (Report B) 

FIGURE 3-22: 1864 MAP SHOWING LOCATION OF JAMES POTTER’S FARM, DENOTED BY 

WHITE ARROW (HOFFMAN AND BROWN 1864) 

On December 12, 1865, Hannah Potter married James Clark in Washington, D.C. (Peebles 

2014:16). In 1867, Hannah brought an injunction against Barbara Beach for mishandling her 

father’s estate and not following the terms of James Potter’s will. However, before this action 

went to court, Barbara died, leaving Robert Wiley as the administrator for both Potter’s and 

Beach’s estates. By 1874, due to the death of his brother, Cornelius, Joseph Potter became the sole 

heir to the Potter farm (Sprouse and Mitchell 1996:1570). In 1876, Joseph Potter and his wife, 

Emma Weston, sold the northern 65 acres of the property to Hannah Clark (Figures 3-23 and 3-

24). Hannah also purchased a 2.33-acre tract across Ox Road from her larger parcel in the same 

year. The signing of two promissory notes by Hannah Clark at the same time as she purchased 

the land indicates that she likely began construction of her house on the 2.33-acre parcel sometime 

around 1876 (FCDB X4:238). 

Hannah and James Clark had four children who survived to adulthood, Cornelius Franklin, 

Charles Augustus, Sallie, and Samuel, all of whom were born before their house on Ox Road was 

constructed (Peebles 2014:19). After the construction of the house, it appears that the Clarks made 

a living as subsistence farmers, based on the 1880 agricultural schedule (United States Federal 

Population Census [U.S. Census] 1880). In 1887, James Clark moved out of the house 

permanently, due to marital problems between him and Hannah (Fairfax County Chancery Case 

1893). As a result of the divorce, Hannah was awarded all of the real and personal property, as 

well as custody of the minor children. Hannah became the first woman to successfully sue and 

divorce her husband in the area (FCPA 2014). 

By 1900, the RF&P Railroad began to encroach on Hannah Clark’s property on both sides of Ox 

Road. During the course of the first decade of the twentieth century, the railroad improved and 

realigned the section of track that bordered Hannah’s property, causing small sections to be taken 

by the railroad. In 1913, the RF&P Railroad again elected to realign and improve the track, taking 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-20 Architectural Intensive Survey (Report B) 

the 2.33-acre parcel on which Hannah Clark’s house was located (FCDB 1913 P7:425). Due to the 

taking of her parcel by the railroad, Hannah decided to move her house to her land across Ox 

Road, where she then resided until her death in 1925 (Peebles 2014:33–36). 

Hannah left the majority of her property, including her house and 41 acres surrounding it, to her 

youngest son, Samuel (FCWB 10:448). Samuel lived elsewhere and likely rented the house until 

he sold it and 13.35 acres surrounding it to the RF&P Railroad in 1931. During the 1930s and 

1940s, Bennie Purks, a section manager for the RF&P Railroad, and his family lived in the house 

until his death in 1943. In that same year, Charles T. Clark, the grandson of Hannah Clark, was 

promoted to section foreman for the railroad and moved into the Hannah Clark house with his 

family (Peebles 2014:44). In 1946, Charles purchased the house and surrounding 12.88 acres 

(Figure 3-25). Finally, in 1956, Clark sold the house and approximately 10 acres that surrounded 

it to the Harbor Bay Corporation, owned by real estate developer Andrew W. Clarke, ending the 

Clark family ownership of the house (FCDB 1429:320). 

FIGURE 3-23: 1912 UNITED STATES POST OFFICE DEPARTMENT MAP SHOWING ORIGINAL 

LOCATION OF HANNAH CLARK HOUSE, IN RED (UNITED STATES POST OFFICE DEPARTMENT 

1912) (MAP NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-21 Architectural Intensive Survey (Report B) 

FIGURE 3-24: HANNAH P. CLARK HOUSE/ENYEDI HOUSE (CIRCLED IN RED) ON DETAIL OF 

1879 ATLAS 15 MILES AROUND WASHINGTON, D.C. (PEEBLES 2014:41) (NOT TO SCALE) 

FIGURE 3-25: DETAIL OF THE 1946 REVISION OF THE 1931 RF&P RAILROAD SURVEY 

SHOWING THE HANNAH CLARK HOUSE (FCDB Y10:53; PEEBLES 2014:44) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-22 Architectural Intensive Survey (Report B) 

Andrew Clarke died in 1968 before the property could be developed, leaving his widow, 

Margaret, and the First Virginia Bank to sell the parcel to Timberlake McCue, another Northern 

Virginia real estate developer in 1969 (FCDB 3260:360). In 1975, McCue subdivided an 

approximately 1.5-acre parcel that surrounded the house. Soon after, McCue died and the 

property was sold to the McCue Limited Partnership in 1980, who then sold it to Thomas and 

Patricia Lewis in 1983 (FCDB 5826:593). Prior to the 1983 sale of the property to the Lewis’s, the 

house had been a rental property for 27 years. The Lewis’s did not remain in the house for long, 

however, selling it to Janos and Diana Enyedi in 1986 (FCDB 6545:1978). 

Janos Enyedi (1947-2011) was an industrial sculptor, photographer, and mixed media artist who 

gained international notoriety for his work that focused on America’s twentieth-century 

industrial landscape. His interest in America’s rust belt and his status as the grandson of 

Hungarian immigrants blend together in his interpretation of rural and urban working 

landscapes. His work is associated with the late Precisionist style exemplified by the work of 

Charles Sheeler, and is closely related to Futurism, Cubism, and other European modern styles 

(Metropolitan Museum of Art 2007, Washington Post 2011). His work has been exhibited in 

museums, embassies, and corporate collections around the world, and his increasing success 

required the construction and expansion of a studio on the Hannah Clark property soon after the 

Enyedis moved in (Peebles 2014:53). The Enyedis referred to his workspace on the Hannah Clark 

property as the Furnace Road Studio. Janos and his wife, Diana, lived in the Hannah Clark house 

until 2011 when they sold the property to the FCPA and moved to St. Petersburg, Florida, to join 

an artist community (FCDB 21616:102). Janos Enyedi died shortly after their move. Since 2006, 

the FCPA has been acquiring land in and around Colchester Town to create the Old Colchester 

Park and Preserve (Peebles 2014:56). Currently, the Hannah Clark house is part of this park, and 

the FCPA has started to take steps to preserve this building (FCPA 2014).

3.2.2 Architectural Description 

3.2.2.1 Primary Resource Exterior 

The property’s primary resource is a two-story, four-bay, single-family dwelling constructed in 

1839 in a vernacular gable-and-wing form (Figure 3-26). According to the owner and a FCPA 

architectural historian, the earliest portion of the building was constructed with vertical logs; 

however, this was not apparent during the current inspection (FCPA 2014). The continuous brick 

foundation is parged and supports a frame structure clad in weatherboard siding with wood 

corner boards (Figure 3-27). The moderately pitched, cross-gabled roof is clad in asphalt shingles 

with boxed eaves featuring a simple wood cornice with partial eave returns. An exterior-end 

chimney clad in weatherboard siding is centered on the northeast elevation, and an exterior metal 

flue protrudes from the first story of the northwest elevation of the core of the building. 

The current primary entrance, filled with a single-leaf, paneled, wood door covered by a wood 

screen door, is situated on the southeast elevation of a one-story, shed addition on the rear 

(southeast) elevation of the building. Another entrance is located on an enclosed porch that spans 

the northwest elevation (Figure 3-28). This entrance is filled by a single-leaf, wood, paneled door 

covered by a metal-framed screen door and accessed by a set of concrete steps. The porch is clad 

in weatherboard siding and covered by a hipped roof sheathed in asphalt shingles. It features 

two six-over-six, wood-frame, double-hung-sash windows and one fixed six-lightwindow. Other 

fenestration includes six-over-six, wood-frame, double-hung-sash windows, most of which are 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-23 Architectural Intensive Survey (Report B) 

flanked by fixed, wood, louvered shutters. Located on the northeast elevation flanking the 

chimney are narrow, single-leaf, multi-light, doors accessed by a full-width, wood deck with 

wood steps. 

Two one-story additions extend from the southeast elevation: an enclosed porch containing the 

current primary entrance and an enclosed sun room (Figure 3-27 and Figure 3-28). The entry 

porch is covered by a shed roof and was built sometime between 1890 and 1940 (Peebles 2014: 

30). The sun room is covered by a hipped roof and features floor-to-ceiling, multi-light windows. 

This addition was built in the same phase as the entry porch between 1890 and 1940, and enclosed 

in the 1980s during the Enyedi ownership (Peebles 2014:49). 

FIGURE 3-26: DETAILED SITE PLAN OF HANNAH P. CLARK HOUSE 

(GOOGLE EARTH 2017) (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-24 Architectural Intensive Survey (Report B) 

FIGURE 3-27: SOUTH OBLIQUE OF THE HANNAH P. CLARK HOUSE 

 

FIGURE 3-28: NORTHWEST ELEVATION (LEFT); NORTHEAST ELEVATION (RIGHT) 

3.2.2.2 Primary Resource Interior 

Access to the interior of the property was not permitted. Peeble’s 2014 Historic Structure 

Assessment, details the interior arrangement and speculates on the development of the house. 

Though the exact dates of each building periods are unknown, the core of the house was built as 

a two–story dwelling with one room on each floor. This section was built as a log structure and 

no longer rests on its original foundation. 

3.2.2.3 Secondary Resources 

A circa-1987, one-story, three-bay, shed/studio is located southeast of the dwelling (Figure 3-29). 

It sits on a continuous concrete foundation while its structural system is clad in snap-on, batten 

with clip, metal siding. The front-gabled roof is sheathed in corrugated metal. Fenestration 

includes a single-leaf, metal, pedestrian door; a large, double-leaf, sliding metal door; and sliding 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-25 Architectural Intensive Survey (Report B) 

metal windows. A one-story shed addition extends from the northeast elevation and is clad in 

T1-11 siding. A set of double-leaf, T1-11 doors and a three-light transom mark its northwest 

elevation. A one-story, one-bay, prefabricated shed constructed around 2000 is located 

immediately south of the studio (Figure 3-29). It is clad in T1-11 siding and covered by a frontgabled roof. A double-leaf, board-and-batten door is located on the northeast elevation. A circa1980, concrete well superstructure is located east of the primary resource (Figure 3-30). It is 

covered by a circular concrete well cap. An additional one-story, one-bay shed of frame 

construction with vertical wood siding is located northeast of the primary dwelling (Figure 3-31). 

A single-leaf, five-panel, wood door is located on the southwest elevation. The roof and southeast 

elevation are dilapidated and the structure is in poor condition. The shed was possibly used by 

railroad foreman associated with the RF&P Railroad and was built between 1925 and 1943 

(Peebles 2014:124). 

 

FIGURE 3-29: STUDIO, NORTHEAST ELEVATION (LEFT); SHED, SOUTHEAST ELEVATION 

(RIGHT) 

FIGURE 3-30: CAPPED WELL, FACING WEST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-26 Architectural Intensive Survey (Report B) 

FIGURE 3-31: SOUTH OBLIQUE VIEW OF RAILROAD SHED. NOTE: THE DILAPIDATION OF 

THE NORTHEAST ELEVATION 

3.2.3 NRHP Evaluation 

The Hannah P. Clark/Enyedi House is associated with long-time area residents, Hannah P. Clark 

and the Potter family, and with an internationally known artist, Janos Enyedi, who lived and 

worked at the house until his death in 2011. The primary resource, the dwelling itself, is believed 

to be a rare surviving example of log construction; however, the building is enclosed in modern 

materials with additions and is known to have been moved, albeit a short distance. For these 

reasons, the resource retains a moderate to low level of historic integrity of location, materials, 

design, and workmanship. The absence of any associated outbuildings related to the occupation 

of the Clark family in the nineteenth and early-twentieth century further diminishes its historic 

integrity of setting and feeling. The studio building, linked to Enyedi’s period of occupation, does 

assist the resource in retaining an adequate level of significance of association and setting during 

the resource’s period of significance (1986–2011). 

In order for a resource to be considered eligible for the NRHP under Criterion A, “a property can 

be associated with either (or both) of two types of events: [...] a specific event marking an 

important moment in American prehistory or history [or] a pattern of events or a historic trend 

that made a significant contribution to the development of a community, a state, or the nation” 

(Shrimpton et al. 1990). The Hannah P. Clark/Enyedi House has no known association with a 

notable historic event or trend. As such, it is recommended not eligible for listing in the NRHP 

under Criterion A. 

Eligibility of a resource for the NRHP under Criterion B is defined as needing to be associated 

with a person who is “individually significant within a historic context” and has “gained 

importance within his or her profession or group” (Shrimpton et al. 1990). Additional guidance 

for NRHP eligibility under Criterion B indicates that “Eligible properties generally are those 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-27 Architectural Intensive Survey (Report B) 

associated with the productive life of the individual in the field in which (s)he achieved 

significance” (Bolland n.d.). The dwelling is associated with the Potter and Clark families, and 

Hannah P. Clark was the first divorced woman to own property in the area, though this does not 

warrant recommendation for eligibility under Criterion B. However, the internationally 

renowned artist, Janos Enyedi, used the property for his residence and art production that 

celebrated industrial landscapes in the United States and Europe for 24 years (Peebles 2014: 53). 

Although the dwelling had been moved from its original location, northwest of the current site 

on the west side of Furnace Road, it is still within the vicinity of Colchester Town and on land 

that did formerly belong to Hannah P. Clark’s father’s farm. Under Criteria Consideration G, 

properties over 50 years of age, but with a period of significance of under 50 years, can be eligible 

if the occupant was of exceptional importance. Janos Enyedi did not occupy the dwelling until 

the late 1980s; however, his success and accomplishments in the international art world warrants 

the property to be eligible despite the recent nature of his occupation. His Furnace Road studio, 

occupied for 24 years, was the site of his most prolific period, and the period in his career during 

which his work was most widely exhibited (Furnace Road Studio n.d.). Though Enyedi’s 

collection is housed and posthumously displayed in St. Petersburg, Florida, the Hannah P. 

Clark/Enyedi House is the most relevant existing building associated with his life and work. 

Furthermore, there are no other identified examples of an internationally recognized industrial 

artist’s studio in Fairfax County, nor in the surrounding counties. For these reasons, the resource 

is recommended eligible for listing in the NRHP under Criterion B due to the strong association 

with Janos Enyedi as the location of his studio from 1986 to 2011. The resource is also eligible 

under Criteria Consideration B for a moved property, as the period of significance recommended 

occurs in the period after the relocation of the property, and Criteria Consideration G for 

significance of less than 50 years. 

The resource has been modified by multiple additions and alterations, negatively impacting its 

historic integrity of materials, design, and workmanship. As such, it is recommended not eligible 

under Criterion C. As an architectural resource, it was not evaluated under Criterion D. 

In sum, the Hannah P. Clark/Enyedi House is recommended as eligible at the local level under 

Criterion B for its association with Janos Enyedi and under Criteria Consideration B for a 

moved property and Criteria Consideration G for significance of less than 50 years.

The period of significance for the Hannah P. Clark/Enyedi House begins with the property’s 

association with Janos Enyedi, 1986–2011, as outlined previously. The proposed NHRP boundary 

for the Hannah P. Clark/Enyedi House at 10605 Furnace Road in Lorton in Fairfax County, 

Virginia comprises and follows the legal lot description for the parcel in its entirety (Parcel ID 

1133 01 0019A). It is bounded by Furnace Road on the southwest and Old Colchester Road on the 

southeast, and parcel 1133 01 0019 to the north and west. The proposed boundaries include the 

primary dwelling, circa-1987 studio and shed, and concrete well. These boundaries do not include 

the railroad shed, located in parcel 1133 01 0019. 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-32

Proposed NRHP

Boundaries For The

Hannah P. Clark House/

Enyedi House (029-5741)

[ 0 80 160

Feet

0 30 60

Meters

029-5741
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-29 Architectural Intensive Survey (Report B) 

3.3 JACKSON SHRINE (016-0092) 

The Jackson Shrine is a historic commemorative complex located at 12019 Stonewall Jackson Road 

in Caroline County, Virginia. The resource is located within the Fredericksburg and Spotsylvania 

National Military Park near the small village of Guinea—once a station stop along the RF&P 

Railroad—which bounds the property on the southwest (Figure 3-33). The resource contains 

roughly 20.5 acres of land largely consisting of an open clearing bounded by woods on the 

northwest, northeast, and southeast (Caroline County 2018). It is accessed via a 1,900-foot long 

poured-concrete driveway extending northwest from Stonewell Jackson Road, also known as 

Route 606, which terminates in a loop with adjacent parking spaces. 

The property centers on the 1828 office building at Fairfield Plantation where General Thomas 

Jonathan “Stonewall” Jackson died in May 1863, but also includes other architectural and 

landscape features such as the below-ground remains of the Chandler House Site; a reconstructed 

wellhead; a 1903 granite memorial; several informational panels located adjacent to a parking 

area; a drinking fountain; restroom facility; and a private residence referred to as the caretaker’s 

house with an associated storage shed. The property has been managed by the National Park 

Service (NPS) since 1936. 

3.3.1 Historic Context 

The land within the Jackson Shrine property was part of a 753.5-acre parcel owned by Thomas 

Coleman Chandler at the time of the Civil War. Established in the late-eighteenth century by John 

Thorton, Fairfield Plantation was purchased by Chandler at auction in 1845 from the estate of 

Thorton’s widow, containing the house where they had both resided prior to their deaths in 1844 

and 1845, respectively, and excluding 1 acre of land for the family cemetery (Happel 1961:9–11). 

Thomas Chandler married Clementina S. Alsop, daughter of a very wealthy Spotsylvania planter, 

in 1825, and she bore five children before her death in 1844. Shortly before moving to Fairfield, 

Chandler remarried to Mary Elizabeth Fraser (Happel 1961:14). 

Thomas and Clementina’s son, John Alsop Chandler, graduated from medical school in 

Philadelphia and briefly used the office at Fairfield as a medical practice, but this building also 

served as an office for the larger farm property (Happel 1961:16–17). Chandler expanded upon 

the 1828 office building in the 1850s to accommodate an increasing number of duties on his 

plantation, including the medical care his eldest son provided at the farm on occasion. Prior to 

the war in 1861, the Chandler family land holdings, including those of several children who 

owned adjacent parcels, were substantial—totaling 2,574 acres—and worked more than 38 

enslaved people over the age of 12 (Figure 3-34) (Happel 1961:17–21). Thomas Chandler resided 

and owned Fairfield during much of the Civil War, but had entered into an agreement to sell the 

property to local physician Edgar McKenney in 1863. Archival research indicates, however, that 

this transaction was not formalized until March 1865, and Chandler continued to pay taxes on 

the property (Happel 1961:22). 

 
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03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-33

Location of the Jackson

Shrine (016-0092)[

0 110 220

Feet

0 50 100

Meters

016-0092
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-31 Architectural Intensive Survey (Report B) 

FIGURE 3-34: DETAIL OF “MAP OF CAROLINE COUNTY” SHOWING CHANDLER PROPERTY 

(CIRCLED IN WHITE) NEAR GUINEA STATION (CAMPBELL AND GILMER 1862) (MAP NOT TO 

SCALE) 

On May 4, 1863, Confederate General Thomas Jonathan “Stonewall” Jackson was brought to 

Fairfield after being wounded by friendly fire at the Battle of Chancellorsville and died in the 

plantation office six days later. “The office stood bare, except for a few items in storage, when 

Jackson's ambulance arrived. Although offered the use of the Chandler house, Jackson's doctor 

and staff officers chose the quiet and private outbuilding as the best place for Jackson to rest after 

his long ambulance ride” (NPS 2015). 

Edgar McKenny’s widow sold the property out of the family in 1884, and in successive decades, 

Fairfield plantation was subdivided several times in rapid secession. Twelve deeds recorded 

between September 1889 and May 1921 conveyed tracts as large as 245 acres and as little as 5 

acres in size. By deed of August 1909, J. W. King sold William H. White the 5-acre parcel “upon 

which is located the house in which General Thomas J. Jackson... died” (Happel 1961:115). The 

Whites purchased several tracts of Fairfield in the early-twentieth century and sold at least two 

parcels to the RF&P Railroad near Guinea Station, including the 5-acre parcel with the office 

building in September 1911 and another neighboring tract in 1921. Sometime after 1911, the 

Chandler house, a two-story brick dwelling constructed in 1854, burned down. Other lost 

buildings on the property prior to its sale to the RF&P Railroad included a stable, icehouse, 

smokehouse, slave quarters, and presumably other agricultural structures (Figure 3-35) (Happel 

1961:32–34). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-32 Architectural Intensive Survey (Report B) 

FIGURE 3-35: PHOTO TAKEN BEFORE THE FAIRFIELD PLANTATION WAS DESTROYED BY 

FIRE IN 1911 (NPS 2015) 

As early as 1907, the RF&P Railroad issued publications advertising the view of the “house in 

which Stonewall Jackson died” from their trains (Happel 1961:71) (Figure 3-36). Recognizing the 

historic importance of the property, in January 1936, the RF&P Railroad sold the 5-acre lot to “The 

United States of America,” a transaction approved by the Secretary of the Interior later that year 

(Happel 1961: 115). The shrine was opened to the public in 1937 and was operated as a historic 

site in conjunction with the Fredericksburg and Spotsylvania National Military Park (Figure 3-

37). Following intensive examination of the property, the NPS undertook a detailed restoration 

project in 1962 that included rebuilding a rear-lean-to addition (personal communication with 

NPS staff 2018). After the initial donation of the Jackson Shrine, 10 more parcels were acquired 

by the NPS between 1963 and 2002 (Brien et al. 2004:255). The Shrine continues to be owned and 

operated as a unit of the Fredericksburg and Spotsylvania National Military Park. In the 1960s, 

the NPS created an interpretation plan to restore the building to its appearance a century prior. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-33 Architectural Intensive Survey (Report B) 

FIGURE 3-36: PHOTOGRAPH SHOWING SOUTH OBLIQUE OF OFFICE BUILDING PRIOR TO 

1962 RESTORATION. NOTE THE ADDITIONAL BUILDING TO THE NORTH OF THE OFFICE, NO 

LONGER EXTANT. (LIBRARY OF VIRGINIA 1937A) 

FIGURE 3-37: THIS PHOTOGRAPH, TAKEN IN 1937 ON OPENING DAY, SHOWS THE ENTRY 

PORCH AS COVERING BOTH DOORS ON THE PRIMARY ELEVATION, AND A SECONDARY 

STRUCTURE IMMEDIATELY TO THE NORTH (LIBRARY OF VIRGINIA 1937B) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-34 Architectural Intensive Survey (Report B) 

3.3.2 Architectural Description 

3.3.2.1 Primary Resource Exterior 

The primary resource is a one-and-a-half-story, two-bay, office building originally constructed in 

1828 and expanded in the 1850s. This resource is located about 400 feet northeast of the railroad 

tracks (Figure 3-38). It has a continuous brick foundation supporting a frame structural system 

that is clad in beaded weatherboard with beaded corner boards. The building is covered by a 

moderately pitched, front-gabled roof sheathed in wood shingles. Two exterior-end brick 

chimneys mark the southeast elevation. 

FIGURE 3-38: DETAILED SITE PLAN OF THE JACKSON SHRINE (GOOGLE EARTH 2018) (NOT 

TO SCALE) 

The primary entrance is located on the northwest elevation and is filled by a single-leaf door of 

vertical wood boards accessed via a one-story, front-gabled entry porch with wood deck and 

chamfered wood posts (Figures 3-39 and 3-40). The porch is supported by brick piers. A 

secondary entrance is located to the west of the primary entrance and is filled with a similar 

single-leaf door of vertical wood boards, with concrete steps. Fenestration on the northeast and 

southwest elevations include nine-over-six, double-hung-sash, wood windows flanked by boardand-batten shutters. A six-over-six, double-hung-sash, wood-framed window with thin muntins 

is centrally placed in the gable ends. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-35 Architectural Intensive Survey (Report B) 

FIGURE 3-39: WEST OBLIQUE OF SHRINE BUILDING 

FIGURE 3-40: NORTH OBLIQUE OF SHRINE BUILDING 

A one-story, lean-to addition with a shed roof lines much of the southeast elevation (Figure 3-41). 

This addition is a reconstruction and was added during the 1962 restoration of the property. It is 

supported by a brick-pier foundation with wood lattice between piers and is clad in beaded 

weatherboard. A single entrance is located on the northeast elevation and consists of a single-leaf, 

board-and-batten door accessed by a set of wood steps. Two six-over-six, double-hung-sash, 

wood windows with board-and-batten shutters mark the southeast elevation. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-36 Architectural Intensive Survey (Report B) 

FIGURE 3-41: VIEW OF REAR ADDITION AND EXTERIOR-END BRICK CHIMNEYS, LOOKING 

NORTH 

3.3.2.2 Primary Resource Interior 

The interior of the office building was not accessible at the time of survey, but is well documented 

in a 1961 Historic Structures Report compiled to aid in the restoration of the Jackson Shrine 

property (Happel 1961). Few modifications have been made to the interior since the restoration 

work was completed around 1968. 

3.3.2.3 Secondary Resources 

The site of the Chandler House at Fairfield (44CE0106) is marked by four wood posts, denoting 

each corner of the dwelling, located northwest of the office building (Figure 3-42). A plaque 

further designates the location of the site. Further southeast and just 6 feet east of the office 

building is a reconstructed, nineteenth-century-style wellhead with a mortared fieldstone 

foundation topped by a wood deck and windlass meant to mimic a nineteenth-century well. A 

1903, rough-cut, granite memorial to General Stonewall Jackson is located approximately 140 feet 

southeast of the primary resource, just northwest of the parking area (Figure 3-43). This 

monument is one of roughly a dozen such markers placed by “James Power Smith in 1903 under 

the auspices of a committee organized by local businessmen Thomas F. Ryan and Samuel B. 

Woods to mark locations in Spotsylvania and Orange counties related to significant Civil War 

events” (Kline 2014). 

Several contemporary interpretive signs are situated on a short brick wall along the northwest 

side of the parking lot, southeast of the primary resource (Figure 3-44). A series of signs describes 

the Battle of Chancellorsville and events leading up to “Stonewall” Jackson’s death here in May 

1863 along with the history of Fairfield Plantation. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-37 Architectural Intensive Survey (Report B) 

FIGURE 3-42: VIEW OF THE FAIRFIELD PLANTATION SITE NORTH OF OFFICE BUILDING 

FIGURE 3-43: AT LEFT, VIEW OF RECONSTRUCTED WELLHEAD, LOOKING NORTHWEST AND, 

AT RIGHT, NORTHWEST ELEVATION OF A 1903 MEMORIAL ADJACENT TO PARKING AREA 

FIGURE 3-44: VIEW OF INTERPRETIVE PANELS NEAR THE PARKING AREA, LOOKING NORTH 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-38 Architectural Intensive Survey (Report B) 

A one-story building housing restrooms for visitors is located approximately 270 feet southeast 

of the primary resource and was constructed in 1985. It has a poured-concrete foundation, a frame 

structural system clad in weatherboard, and a front-gabled, wood-shingle roof. Two single-leaf 

doors on the northwest elevation leading to men’s and women’s restrooms are covered by a 

wood-shingled pent roof. The fenestration consists of six-over-six, double-hung sash, wood 

windows. Access to an additional room, likely housing maintenance or technical equipment, is 

located on the southeast elevation and is blocked from public access by chain-link fencing. 

Pedestrian access to the bathroom is provided by a basket weave brick walkway. A brick water 

fountain, likely added to the property in the mid-twentieth century, is situated at the west corner 

of the parking area, along the brick walkway that extends north to the office building (Figure 3-

45). 

FIGURE 3-45: NORTH OBLIQUE OF RESTROOM BUILDING (AT LEFT) AND DETAIL OF 

FOUNTAIN, LOOKING NORTH (RIGHT) 

A secondary dwelling with an address of 12023 Stonewall Jackson Road is also located within the 

property boundaries and was constructed in the Minimal Traditional style prior to 1949; the date 

is confirmed according to historic topographic maps (USGS 1942a). A small wood sign indicates 

that this secondary resource is a private residence, utilized by the NPS as employee housing. The 

one-story building has a continuous foundation of poured concrete and a frame structural system 

clad in a mix of vertical wood siding and horizontal aluminum siding, used in combination, 

especially in the gable ends (Figures 3-46 and 3-47). The primary entrance is centrally located on 

the northwest elevation and consists of a single-leaf door accessed via a partial-width, screened 

porch. A secondary entrance is located on the southeast elevation. The house is predominantly 

covered by an asphalt-shingled, side-gabled roof and has an interior, corbelled, brick chimney at 

the ridge with copper flashing. Fenestration consists primarily of six-over-six, double-hung sash, 

wood windows, many with aluminum-frame external screens. At least two additions have been 

made to the house, including a one-story, one-bay, shed-roof addition in the center of the façade. 

A one-story, front-gabled addition extends from the west corner of the house and stretches along 

its southwest elevation. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-39 Architectural Intensive Survey (Report B) 

A one-story, prefabricated shed constructed in 2012 is located approximately 65 feet east of the 

secondary dwelling (Figure 3-48). The frame structure clad in vinyl siding has a side-gabled roof 

covered in asphalt shingles. A majority of the building rests on a pier-type foundation, although 

a small poured-concrete slab was seen at the southeast elevation where an electrical meter 

attaches to the resource. A double-leaf entrance is centrally located on the southwest elevation, 

flanked by one-over-one, double-hung, vinyl sash windows with false muntins and false shutters. 

FIGURE 3-46: NORTH OBLIQUE OF PRIVATE RESIDENCE 

FIGURE 3-47: VIEW OF SOUTHEAST OBLIQUE OF PRIVATE RESIDENCE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-40 Architectural Intensive Survey (Report B) 

FIGURE 3-48: SHED ASSOCIATED WITH PRIVATE RESIDENCE 

3.3.3 NRHP Evaluation 

The Jackson Shrine (016-0092), located at 12019 Stonewall Jackson Road, is a historic 

commemorative complex centered on a one-and-a-half-story, frame building constructed circa 

1828 that once served as the farm office for Fairfield Plantation and is the only nineteenth-century 

building still standing on the site. In 1936, the NPS acquired the building and established the 

Jackson Shrine. The Jackson Shrine is one of a number of historic sites associated with General 

“Stonewall” Jackson and the important role he played in the American Civil War. The most 

personal of these sites includes Jackson’s family home in Lexington, Virginia, and his gravesite 

in the old Presbyterian Cemetery in the same city. Other sites include a number of battlefields 

where his military expertise proved critical to the war’s progression, including the 

Chancellorsville Battlefield, now located within the Fredericksburg and Spotsylvania County 

Battlefields National Military Park. Within this park, there are at least three monuments to the 

events that led to Jackson’s death: an 1879 stone marker at the site of his wounding known as 

“Jackson Rock,” a 14-foot-tall, granite monolith erected in 1888 by Jackson’s staff in his memory 

at Chancellorsville Battlefield and identified as the “Jackson Monument,” and a 1903 marker in 

the Ellwood Cemetery believed to mark the burial site of Jackson’s severed arm. The Jackson 

Shrine site, however, is the only one of these memorials with an extant building from the time of 

the event. Overall, this resource remains in good condition and retains sufficient historic integrity 

of location, design, setting, materials, workmanship, feeling, and association. 

An investigation led by the NPS and conducted in 2014 to support a NRHP nomination for the 

Fredericksburg and Spotsylvania County Battlefields National Military Park Historic District 

(111-0147) found that the Jackson Shrine contributes to the district: 

 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-41 Architectural Intensive Survey (Report B) 

...under Criterion A in the area of Military for its association with the antebellum 

plantation known as Fairfield, where Thomas J. “Stonewall” Jackson was taken for 

treatment and died after he was wounded at Chancellorsville. The site also 

contributes under Criterion A in the area of Conservation for its association with 

the creation and development of Fredericksburg and Spotsylvania National 

Military Park, 1927–1965, and under Criterion C in the area of Other - 

Commemoration for its association with the commemoration of Fredericksburg 

and Spotsylvania County Battlefields (Kline 2014). 

Since the 2014 study, the Jackson Shrine was found during the current effort to maintain a 

sufficient amount of historic integrity to merit NRHP eligibility under Criteria A and C as 

previously recommended (Kline 2014). In the Commonwealth of Virginia, there are multiple 

commemorative sites related to his injuries and death, including one at the location of his fatal 

wound, near the Chancellorsville battlefield visitor center, another marking his burial in 

Lexington, Virginia, and the property of this study. As guidance for NRHP eligibility under 

Criterion B, properties with significant associations to important people in our past, indicates 

that: “Eligible properties generally are those associated with the productive life of the individual 

in the field in which (s)he achieved significance,” the Jackson Shrine is recommended not eligible 

for individual listing under this Criterion (Bolland n.d.). As an architectural resource, this 

property was not evaluated under Criterion D. 

In sum, the Jackson Shrine is recommended eligible for listing in the NRHP under Criteria A 

and C. The resource is also recommended as contributing to the Fredericksburg and 

Spotsylvania County Battlefields National Military Park Historic District (111-0147). The 

period of significance for the property is 1863, to include the death of Stonewall Jackson, and 

1927–1968, for the period in which the office has operated as a shrine. This end date follows the 

NPS guidelines which say: “Fifty years ago is used as the closing date for periods of significance 

where activities begun historically continued to have importance and no more specific date can 

be defined to end the historic period” (NPS 1997). 

The proposed NRHP boundary for the Jackson Shrine at 12019 Stonewall Jackson Road comprises 

and follows the legal lot description for 10 parcels in their entirety (Parcel IDs 16B-2-A-1, 16B-2-

A-2, 16B-2-A-3, 16B-2-A-4, 16B-2-A-5, 16B-2-A-6, 16B-2-A-7, 16B-2-A-8, 16B-2-A-9, 16B-2-A-10, 

16B-2-A-11, 16B-2-A-12, 16B-2-A-13, 16B-2-A-14, 16B-2-A-15, 16B-2-A-16, 16B-2-B-17, 16B-2-B17A, 16B-2-B-18, 16B-2-B-19, 16B-2-B-19A, 16B-2-B-20, 16B-2-B-21, 16B-2-B-21A) (Figure 3-49). It 

is bounded on the southwest by Stonewall Jackson Road and the rail line, and on the east by 

Artillery Drive. 
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03/2018

Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-49

Proposed NRHP

Boundaries for the

Jackson Shrine

(016-0092)

[

0 110 220

Feet

0 50 100

Meters

016-0092
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-43 Architectural Intensive Survey (Report B) 

3.4 WOODFORD HISTORIC DISTRICT (016-5129) 

The Woodford Historic District (016-5129) is a former railroad community in rural Caroline 

County, Virginia. The village is located at the intersection of Woodford Road (also known as 

Route 626) and the former tracks of the RF&P Railroad, constructed through the area in 1836 

(Figure 3-50). The historic district is currently composed of 13 individual resources and includes 

a combination freight-and-passenger depot, three current and former post office buildings (one 

of which is still in operation), two commercial buildings, a warehouse, four outlying single-family 

dwellings, an outbuilding, and the pier foundation of a warehouse that is no longer extant.

3.4.1 Historic Context 

When the RF&P Railroad opened its line through Caroline County in 1836, the stop at Woodford, 

one of only five in the county at that time, was known as Downer’s Bridge (Figure 3-51) (Taylor 

and Sheild 2016; Wingfield 1924:34). By the mid-nineteenth century, the station and the small 

community surrounding it had become more commonly known as Woodford’s Lane (shortened 

to Woodslane around 1897), named after a Revolutionary War general whose family held large 

tracts of land in the area (Figure 3-52) (Fall 1989:366–367; Fisher and Sparenborg 2011:196; Taylor 

and Sheild 2016). A post office was first established at Woodford on August 6, 1874 (Fall 1989:370). 

In a petition for the designation, an argument was made that a post office in that location: 

 ...would be a great convenience, and save much valuable time and expense as a 

large number are compelled to travel from six to eight miles for their mail matter, 

especially those living on the west side of the Mattaponi; the post office would also 

help build up the place, which is well located, and only lacks enterprise to make it 

a Town of some importance [Fall 1989:371]. 

On May 12, 1922, the name of the railroad station was officially changed to Woodford to 

correspond to the name assigned to the post office (Fall 1989:370; Taylor and Sheild 2016).
\\DTS2\Main Job\14-015 RAPS\GIS\2018Work\14_015_AH_PhII.mxd | Last Updated: 03.14.2018

03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-50

Location of the Woodford

Historic District

(016-5129)

[ 0 100 200

Feet

0 40 80

Meters

016-5129
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-45 Architectural Intensive Survey (Report B) 

FIGURE 3-51: 1864 MAP SHOWING THE LOCATION OF DOWNER’S BRIDGE (CIRCLED 

IN WHITE) (CONFEDERATE STATES OF AMERICA 1864) (MAP NOT TO SCALE) 

FIGURE 3-52: STOPS ALONG THE RF&P RAILROAD IN 1854 (RICHMOND DISPATCH 

1854) 

Despite the presence of the railroad and post office, the community seldom appears on 

historic maps in the late-nineteenth century (Figure 3-53) (i.e., USGS 1889). According to 

directories, no businesses were located in Woodford in 1877, although it contained one of 

the county’s 15 post offices (Fall 1989:372). By 1880, the community possessed a corn-andflour mill operated by J.L. Jordan, a sawmill operated by Stringfellow & Chewning, and 

one general merchant, White & Woolfolk (Fall 1989:372). By 1897, the population of 

Woodford was just 28, although it did contain four sawmills, an excelsior mill, two general 

merchants, a coach-and-wagon builder, and a constable (Fall 1989:373). 

Local merchant George P. Lyon established an excelsior mill at Woodford around 1896, 

launching what would eventually become Caroline County’s largest industry (Fall 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-46 Architectural Intensive Survey (Report B) 

1989:370; Fisher and Sparenborg 2011:198). For further discussion on the excelsior 

industry in Caroline County, see page 3-85 of this document. The influence of this business 

was apparent by 1910–1911, when the population had risen to 100, and the community 

boasted a corn-and-flour mill, two saw mills, Lyon’s excelsior mill, three general stores, a 

grocer, a carpenter/builder, a blacksmith/wheelwright, a constable, and a commissioner 

of revenue (Fall 1989:373). The number of commercial and industrial concerns in the 

community remained about the same for the next few decades, although the residential 

population fluctuated. In 1940, the town had a reported population of just 60 people (Fall 

1989:374). A 1942 topographic map—the first to show Woodford in any detail—reveals 

the community in its mid-twentieth-century configuration (Figure 3-54) (USGS 1942b). 

Mid-twentieth-century aerial imagery also gives some idea of the size and composition of 

the rural community during that period (Figure 3-55).

FIGURE 3-53: LOCATION OF WOODFORD (CIRCLED IN RED) ON AN 1889 

TOPOGRAPHIC MAP (USGS 1889) (MAP NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-47 Architectural Intensive Survey (Report B) 

FIGURE 3-54: 1942 TOPOGRAPHIC MAP OF WOODFORD (USGS 1942B) (MAP NOT TO 

SCALE) 

By 1924, the George P. Lyon Excelsior Co. had grown to become “the largest industrial 

concern in the county,” providing much-needed jobs for local residents (Fall 1989:370). 

The excelsior mill complex, consisting of several warehouses and a loading platform, was 

located at the southeast corner of the railroad crossing and was accessed via a siding 

(Taylor and Sheild 2016). The mill caught fire several times, including in 1903 and 1905, 

and was eventually destroyed or demolished (Fall 1989:371; Fredericksburg Free Lance 

1903, 1905a). A warehouse associated with the B.C. Harding Hay, Grain, Meal & Feed 

Store was also located in the southeast corner of the crossing (Figure 3-55). Today all that 

is left in that area is the concrete pier foundation of a warehouse once belonging to either 

the excelsior manufacturing complex or the feed store. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-48 Architectural Intensive Survey (Report B) 

FIGURE 3-55: DETAIL OF 1963 AERIAL VIEW OF WOODFORD, SHOWING THE 

LOCATION OF PUBLIC, COMMERCIAL, AND INDUSTRIAL BUILDINGS (UNITED STATES 

DEPARTMENT OF AGRICULTURE [USDA] 1963). COMPARE AGAINST FIGURE 3-50. 

3.4.2 Architectural Description 

The historic district is currently composed of a depot, three current and former post office 

buildings, two vacant commercial buildings, an abandoned warehouse, four outlying 

single-family dwellings, and the concrete-pier foundation of another warehouse. 

Although no historic photographs or maps of the village dating to the late-nineteenth and 

early-twentieth centuries were uncovered during research, comparisons of midtwentieth-century aerial images and topographic maps indicate that that the roadways 

and some of the commercial and residential buildings are still extant, although many of 

the industrial resources have been demolished (Figures 3-55 through 3-57). Historically, 

the northeast corner of the crossing held one warehouse, which is still standing today but 

is in poor repair, and a farmhouse with associated outbuildings (Figure 3-55). On the 

northwest corner could be found a mail crane (no longer extant), a circa-1875 post office 

(extant but moved back from the tracks), two general stores (both in poor condition), and 

a 1936 concrete-block post office (now used as a private dwelling). The southwest corner 

of the crossing held the freight and passenger depot (extant but moved back from the 

tracks) and cattle pens (no longer extant). The current post office, constructed in 1969, is 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-49 Architectural Intensive Survey (Report B) 

located nearby and still serves the community. Several single-family dwellings were also 

located on the outskirts of the tiny village. 

Thirteen extant resources are currently located within the boundaries of the Woodford 

Historic District. The Woodford Freight and Passenger Depot (016-0222) still stands at the 

center of town and is one of only two RF&P Railroad depots remaining in the county, 

although it has been moved back from the tracks (Figure 3-58). A small, square, woodframed building that served as the First Woodford Post Office (016-0223) still remains, but 

it, too, has been moved back (Figure 3-59). The historic district also encompasses two 

additional post office buildings, including a 1936 concrete-block building now used as a 

private residence (016-5133) and the current brick post office constructed in 1969 (016-

5135) (Figures 3-59 and 3-60). Commercial buildings include the Farmer Store (016-5130) 

and the H. Washington Store (016-5131), both vacant and in poor condition (Figure 3-60 

and 3-61). A circa-1940 shipping warehouse (016-5134) is located on the northeast side of 

the crossing but is also vacant and in need of repair (Figure 3-61). Four single-family 

dwellings are located within the district: the circa-1900, Queen Anne-style Carolina 

Mansion (016-0220); the circa-1925, Colonial Revival-style Glenwood House (016-0224); a 

farmhouse with no discernable style constructed circa 1919 (016-0225); and a Colonial 

Revival-style house constructed in 1953 (016-5132) (Figures 3-62 and 3-63). An outbuilding 

associated with the no-longer-extant Woodford House (016-0221) is located northwest of 

the crossing (Figure 3-63). The concrete-pier foundation of another warehouse located 

southeast of the crossing is considered non-contributing and has not been surveyed. 

FIGURE 3-56: 1912 PHOTOGRAPH OF B.C. HARDING’S WAREHOUSE ALONG THE 

RF&P RAILROAD SIDING LEADING TO THE EXCELSIOR MILL COMPLEX (NO LONGER 

EXTANT). CRATES OF HOLLY AND STACKS OF LUMBER READY FOR SHIPMENT CAN BE 

SEEN IN THE FOREGROUND (GRAY 1985:65). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-50 Architectural Intensive Survey (Report B) 

FIGURE 3-57: OVERVIEW OF THE WOODFORD HISTORIC DISTRICT, WHERE 

WOODFORD ROAD CROSSES THE TRACKS OF THE RF&P RAILROAD, LOOKING 

SOUTHWEST 

FIGURE 3-58: WOODFORD FREIGHT AND PASSENGER DEPOT (016-0222), LOOKING 

SOUTH
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-51 Architectural Intensive Survey (Report B) 

FIGURE 3-59: FIRST WOODFORD POST OFFICE (016-0223), LOOKING SOUTH (LEFT); 1936 OLD WOODFORD 

5133), LOOKING WEST (RIGHT) 

FIGURE 3-60: WOODFORD POST OFFICE (016-5135), LOOKING EAST (LEFT); FARMER STORE (016-51

NORTHWEST (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-52 Architectural Intensive Survey (Report B) 

FIGURE 3-61: THE H. WASHINGTON STORE (016-5131), LOOKING NORTHWEST (LEFT); WAREHOUSE (01

NORTH (RIGHT) 

FIGURE 3-62: CAROLINA MANSION (016-0220), LOOKING WEST (LEFT); GLENWOOD HOUSE (016-02

SOUTHWEST (RIGHT)
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-53 Architectural Intensive Survey (Report B) 

FIGURE 3-63: HOUSE AND OUTBUILDINGS (016-0225), LOOKING NORTHWEST (TOP); 1953 

COLONIAL REVIVAL HOUSE (016-5132), LOOKING EAST (MIDDLE); OUTBUILDING 

ASSOCIATED WITH WOODFORD HOUSE (016-0221), LOOKING WEST (BOTTOM) 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-54 Architectural Intensive Survey (Report B) 

3.4.3 NRHP Evaluation 

Woodford is an example of a small rural community created due to the construction of the 

railroad that brought economic growth to a rural part of Caroline County in the late-nineteenth 

and early-twentieth centuries. It is also the site where Caroline County’s excelsior industry began 

around the turn of the century. Woodford has largely avoided modern development and still 

retains its rural character and placement along the railroad as well as a range of architectural 

resources that reflect its role as center of commerce in the area during this period. Although some 

of its buildings are vacant, the district as a whole continues to possess a relatively high level of 

integrity of location, setting, feeling, and association. However, Woodford is not an outstanding 

example of a historic rural community in Caroline County from this period with less than a dozen 

buildings surviving to exhibit its history. A better surviving example of this community type, 

located just south along the railroad, is Milford Historic District (016-5136), discussed further on 

page 3-104 of this report. Given the lack of extant resources associated with George P. Lyon, a 

prominent local businessman, or his first excelsior mill in the county, the Woodford Historic 

District is recommended not eligible for the NRHP under Criteria A or B. 

The historic integrity of many of the contributing resources within the district has been negatively 

impacted by the installation of replacement materials, deferred maintenance, vacancy/disuse, 

and relocation, as well as the demolition of important resources such as the excelsior mill 

complex, the B.C. Harding warehouse, and at least one mid-nineteenth-century farm complex, 

resulting in a low degree of integrity of design, materials, and workmanship. For these reasons, 

this resource is recommended not eligible for the NRHP under Criterion C. As an architectural 

resource, this property was not evaluated under Criterion D. 

In sum, the Woodford Historic District (016-5129) is recommended as not eligible for the NRHP 

under any criteria. 

3.5 FIRST WOODFORD POST OFFICE (016-0223) 

The First Woodford Post Office (016-0223), previously surveyed as the Woodford Excelsior 

Company Office, is located at the intersection of Lake Farm Road (an unpaved gravel drive) and 

Woodford Road (Route 626) in the community of Woodford (Figure 3-64). It is situated near the 

tracks of the former RF&P Railroad in a grassy clearing void of trees. The property on which the 

First Woodford Post Office is located measures approximately 0.74 of an acre and also contains 

the former Farmer Store (016-5130), now vacant. Current tax records describe the buildings on 

the property as consisting of an “old store” and a “frame shed” (Caroline County 2018). The post 

office is a small, square, frame building constructed circa 1875. Although some sources claimed 

that this building served as the Woodford Excelsior Company Office (Fisher and Sparenborg 

2011:196), research conducted as part of the current project indicates that it was the community 

post office in the late-nineteenth and early-twentieth centuries.
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Legend

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Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-64

Location of First

Woodford Post Office

(016-0223)

[

0 60 120

Feet

0 20 40

Meters

016-0223
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-56 Architectural Intensive Survey (Report B) 

3.5.1 Historic Context 

A post office was first established at Woodford on August 6, 1874 (Fall 1989:370). Former 

Woodford residents recall that “...one of the stores held the post office depending on the political 

parties of the current President of the United States and the owner of the store” (Fisher and 

Sparenborg 2011:200). This does not, however, preclude the possibility of a separate freestanding 

post office building, particularly in the late-nineteenth and early-twentieth centuries when 

Woodford was experiencing a small measure of growth and economic success from local 

manufacturing endeavors. For further information about the community of Woodford, see page 

3-43. In a petition for the designation, the argument was made that a post office at Woodford: 

Would be a great convenience, and save much valuable time and expense as a 

large number are compelled to travel from six to eight miles for their mail matter, 

especially those living on the west side of the Mattaponi; the post office would also 

help build up the place, which is well located, and only lacks enterprise to make it 

a Town of some importance (Fall 1989:371). 

A designated post office building appears to have been constructed soon after the petition was 

filed (Fall 1989:371). By 1877, Woodford was one of only 15 post offices in Caroline County, a 

number that increased to 25 by 1884 (Fall 1989:372). By 1910, the number of post offices in Caroline 

County had more than doubled to 54, but by 1940 only 31 remained (Fall 1989:373–374). There 

are currently nine active post offices in Caroline County, including one at Woodford built in 1969 

(Caroline County 2010:5-16). 

The location of the post office and the buildings used by it has changed regularly in Woodford. 

In 1895, the post office was described as being “only 50 feet from the railroad tracks” (Fall 

1989:371). In 1924, another source noted that the Woodford post office was located approximately 

100 feet from the railroad station, which was later relocated itself approximately 100 feet south of 

its original site sometime after 1934 (Wingfield 1924:291). A December 1944 account indicates that 

the first post office was “moved 21 feet from its former site putting it 250 feet northeast of the 

railroad station” (Fall 1989:372). Although it may be closer to 300 feet distance between the 

current location of the Woodford Freight and Passenger Depot and the building of study, the 1944 

account suggests a second move for the extant first post office building. 

According to the recollections of a local resident, the northwest corner of the crossing where the 

Woodford Post Office is located was at one time occupied by a “mail pick-up stand” (better 

known as a mail crane), which is no longer extant (Taylor and Sheild 2016). Mail cranes were 

common in rural areas and allowed the mail to be picked up by the train without stopping or 

even slowing down by attaching the mail bag to a crane shortly before the train was due; 

incoming mail was simply thrown off the train (Caroline County 2010:5-16; Mallery 2016; 

Smithsonian Institution 2016) (Figure 3-65). 

In addition to its location near other commercial buildings in the community, deed research 

further suggests that the building of study was a post office rather than George Lyon’s excelsior 

mill company office (Figure 3-66). In 1893, Samuel B. Jeter was appointed Postmaster at Woodford 

(United States Post Office Department 1893). The following year, he purchased the lot at the 

northwest intersection of the railroad and the county road from A.B. Chandler (Caroline County 

Deed Book [CCDB] 64:542). It may be that Jeter purchased this property in part because it 

contained the First Woodford Post Office, and he was serving as the Postmaster at that time. In 

1895, the parcel was transferred to T.B. and W.R. Jeter, operating under the name of Jeter & 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-57 Architectural Intensive Survey (Report B) 

Brother, who owned the parcel until 1899 (CCDB 65:63, 67:408). The parcel changed hands a 

couple more times until 1926, when it was sold to Benjamin A. Dratt (CCDB 96:408). 

Coincidentally, Dratt had been appointed Postmaster at Woodford in 1913 and continued to serve 

in that position until his death in 1936 (United States Post Office Department 1893). After his 

death, his wife, Lillie M. Dratt, served as Postmaster for several months until a replacement could 

be appointed. Lillie Dratt owned the parcel containing the building of this study until 1947. 

Therefore, she would likely have been responsible for moving it back from the railroad tracks in 

1944 (Caroline County Will Book 39:161; CCDB 167:137, 390:836). In 1947, Dratt conveyed the 

parcel to John W. Burke, Sr., and it remains under the ownership of the Burke family to this day. 

FIGURE 3-65: EXAMPLE OF A MAIL CRANE DENOTED BY RED SQUARE SITUATED NEAR AN 

UNIDENTIFIED RAILROAD DEPOT (MALLERY 2016) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-58 Architectural Intensive Survey (Report B) 

FIGURE 3-66: CURRENT AND FORMER LOCATIONS OF RAILROAD DEPOT IN WOODFORD, 

VIRGINIA (GOOGLE EARTH 2018) (NOT TO SCALE) 

3.5.2 Architectural Description 

3.5.2.1 Primary Resource Exterior 

The First Woodford Post Office (016-0223) is a small rectangular building constructed circa 1875 

located at the southeast corner of the intersection of Lake Farm Road and Woodford Road, also 

known as Route 626 (Figures 3-67 and 3-68). This one-story, one-bay building features elements 

of the Queen Anne and Folk Victorian styles (Figures 3-69 through 3-71). It rests on a pouredconcrete pier foundation that likely dates from the circa-1947 relocation of the building. The frame 

structural system is clad in weatherboard with plain cornerboards. The front-gabled roof is 

covered by standing-seam metal and features exposed rafter tails at the side elevations. A small, 

internal, brick chimney pierces the roof’s ridge near the southwest end of the building and was 

likely used to vent a wood stove. A full cornice return lines the façade, or northeast elevation, 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-59 Architectural Intensive Survey (Report B) 

where the gable end is clad in scalloped weatherboard and features a central decorative sawn 

vent. 

The main entrance is located on the northeast-facing façade and consists of a single-leaf, fivepanel, wood door. A single window dots every elevation and is filled by a two-over-two, doublehung-sash, wood-framed window (vertical muntins) and covered by double-leaf, operable, 

louvered, wood shutters on all but the southwest elevation where the shutters have been 

removed, although some hardware remains extant. 

FIGURE 3-67: FIRST WOODFORD POST OFFICE (016-0223) SITE PLAN (GOOGLE EARTH 

2018) (MAP NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-60 Architectural Intensive Survey (Report B) 

FIGURE 3-68: FIRST WOODFORD POST OFFICE, FORMER FARMER STORE, AND THE 

WOODFORD ROAD CROSSING THE TRACKS OF THE RF&P RAILROAD, LOOKING SOUTHWEST 

FIGURE 3-69: FIRST WOODFORD POST OFFICE, NORTH OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-61 Architectural Intensive Survey (Report B) 

FIGURE 3-70: FIRST WOODFORD POST OFFICE, SOUTH OBLIQUE 

FIGURE 3-71: FIRST WOODFORD POST OFFICE, DETAIL OF SCALLOPED SIDING AND 

DECORATIVE VENT IN GABLE OF FAÇADE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-62 Architectural Intensive Survey (Report B) 

3.5.2.2 Primary Resources Interior 

Interior access was not granted during the current survey. 

3.5.3 NRHP Evaluation 

The village of Woodford was one of five original stops along the RF&P Railroad in Caroline 

County, the others being located at Ruther Glen, Penola or “Pole Cat,” Milford, and Guinea, 

although there were several flag stops in between (Griffin 1984:85). The First Woodford Post 

Office is believed to date circa 1875 and served as the community until 1936 when a new building 

was constructed. Although it has not functioned as a post office for more than 80 years, the circa1875 building is in fair condition. The exterior paint is failing and a subtle swayback is visible in 

the center of the northwest wall, but the post office retains a high level of historic integrity in 

design, materials, workmanship, and feeling from the exterior, and it is one of the few extant 

architectural resources in Woodford from the late-nineteenth century. Its historic integrity of 

location has been affected by relocation, but this resource continues to be situated within the 

Woodford community and near the railroad corridor. As such, it is believed to have a high level 

of historic integrity of setting. No visible associations of the building indicate its historic use at 

the exterior, including the absence of a mail crane; therefore, the building has low historic 

integrity of association as a rural post office. 

The First Woodford Post Office has no known association with any significant event or person 

and therefore is recommended not eligible for the NRHP under Criteria A or B. The building is 

believed to be one of few surviving rural post offices in Caroline County and the sole surviving 

non-residential resource from the late-nineteenth century constructed in the Queen Anne style in 

Woodford. In addition to the First Woodford Post Office, two other current or former post office 

buildings are located in Woodford (Figure 3-66). Previously surveyed as the Old Woodford Post 

Office (016-5133), a small concrete-block building constructed in 1936 addressed at 11064 

Woodford Road is located approximately 200 feet southwest of the railroad crossing and 

currently functions as a private dwelling. The current Woodford Post Office (016-5135), located 

at 11087 Woodford Road, is a one-story building clad in a brick veneer constructed in 1969. 

According to V-CRIS records, seven current or former post office buildings have been identified 

in Caroline County, not including the First Woodford Post Office. In addition to the two other 

post offices at Woodford, post offices have been identified in the communities of Edgar (1900), 

Lorne (1892), Milford (1960), and Bowling Green (1850 and 1980). Only two of these date to the 

nineteenth century, neither of which has been evaluated for the NRHP. One of these, the building 

recorded in Edgar, appears to have been demolished (Google Earth 2017). The post office in 

Woodford is one of the few examples situated in proximity to the railroad. Although the interior 

was not accessed, this resource retains a higher level of historic integrity than most other extant 

commercial, civic, and rail-related resources in the community. Therefore, it is recommended 

eligible for the NRHP under Criterion C as a unique example of an extant rural post office in 

Caroline County. 

According to National Register Bulletin How to Apply the National Register Criteria for Evaluation, 

“A property removed from its original or historically significant location can be eligible if it is 

significant primarily for architectural value or it is the surviving property most importantly 

associated with a historic person or event” (Shrimpton et al. 1990:29). Additionally, “A moved 

property significant under Criterion C must retain enough historic features to convey its 

architectural values and retain integrity of design, materials, workmanship, feeling, and 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-63 Architectural Intensive Survey (Report B) 

association” (Shrimpton et al. 1990:29). Because the First Woodford Post Office retains a high 

degree of integrity of design, setting, materials, workmanship, feeling, and association as well as 

“an orientation, setting, and general environment that are comparable to those of the historic 

location and that are compatible with the property’s significance,” the resource meets Criteria 

Consideration B for Moved Properties (Shrimpton et al. 1990:30). As an architectural resource, 

this property was not evaluated under Criterion D. 

In addition, the First Woodford Post Office is located within the boundaries of the newly 

surveyed Woodford Historic District (016-5129). However, the Woodford Historic District is 

being recommended as not eligible for listing in the NRHP. 

In sum, the First Woodford Post Office is recommended individually eligible for listing in the 

NRHP under Criterion C at the local level for its architectural significance, and it also meets 

Criteria Consideration B. 

The proposed period of significance for this resource dates from 1874 to 1875, the year in which 

it is believed to have been constructed. The NRHP boundary for this resource is limited to a 

rectangular area around the building’s footprint (Figure 3-72).
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03/2018

Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-72

NRHP Boundaries for

First Woodford Post

Office (016-0223)

[

0 60 120

Feet

0 20 40

Meters

016-0223
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-65 Architectural Intensive Survey (Report B) 

3.6 WOODFORD FREIGHT & PASSENGER DEPOT (016-0222) 

The Woodford Freight and Passenger Depot (016-0222) is located on Woodford Road (Route 626) 

adjacent to the tracks of the former RF&P Railroad in the small community of Woodford and 

within the boundaries of the Woodford Historic District (016-5129) (Figure 3-73). The resource 

served as both a freight and passenger station. It was one of five original stations built in Caroline 

County along the RF&P Railroad and one of the only combined function depots in the county 

(Griffin 1984:85). 

3.6.1 Historic Context 

Although Woodford had been a stop on the RF&P Railroad for over half a century, it is unknown 

what type of depot, if any, existed in that location prior to 1900. For further information about the 

community of Woodford, see page 3-41. In that year, Willie and Sam Jeter conveyed a small 

portion of their 50.3-acre parcel at Woodford to the RF&P Railroad Company as a “collateral 

conveyance” (CCDB 953:533). 

The land measured 0.3 acres (roughly 100 feet by 80 feet) and was described as being located “at 

the station known as ‘Woodslane’ and lying on the southwest side of the Railroad land and the 

southeast side of the public road at that point” (CCDB 68:196). A map attached to the deed shows 

that the lot was intended for a depot, suggesting that the current depot building was constructed 

circa 1900 or shortly thereafter, possibly replacing an earlier structure (Figure 3-74). 

It is unclear how long the RF&P Railroad owned and operated the Woodford Freight and 

Passenger Depot. In 1934, the company filed a petition to abandon four agent stations in Caroline 

County, including Woodford, Ruther Glen, Penola, and Guinea, suggesting that the station may 

have fallen into disuse around that time (The Bee 1934). Although the land was still owned by the 

railroad, historic aerial imagery indicates that by 1963 the depot had been moved to its current 

location on private property, approximately 100 feet south of its original position, which is 

confirmed by other sources (Fisher and Sparenborg 2011:199; Taylor and Sheild 2016). This is also 

visible in a 1969 plat that clearly shows the depot parcel, identified as “R.F.&P. Depot Lot” (Figure 

3-75) (CCDB 172:426). The larger parcel on which the depot is now located, a part of the original 

50.3 acres owned by Willie and Sam Jeter, was conveyed to subsequent generations of the Jeter 

family and is currently under the ownership of Jeter Properties LLC (CCDB 127:466, 953:533; 

Caroline County Will Book [CCWB] 43:165, 46:593). 
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Legend

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Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-73

Location of Woodford

Freight & Passenger

Depot (016-0222)

[ 0 80 160

Feet

0 20 40

Meters

016-0222
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-67 Architectural Intensive Survey (Report B) 

FIGURE 3-74: DEED MAP SHOWING LOCATION OF WOODFORD FREIGHT AND 

PASSENGER DEPOT IN 1900 (CCDB 68:197) (MAP NOT TO SCALE) 

FIGURE 3-75: PLAT MAP OF WOODFORD FREIGHT AND PASSENGER DEPOT LOT IN 

1969 (CCDB 172:426) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-68 Architectural Intensive Survey (Report B) 

The combination freight-passenger station, also called a combination depot, was a 

relatively common station form in small towns during the late-nineteenth and earlytwentieth centuries (Griffin 1984:57). Combination depots were generally rectangular in 

shape and contained a freight room, passenger waiting room, and a depot agent’s office 

(Storey 2016). On the freight end of the building, large sliding doors could be found on 

both sides for loading and unloading. Sometimes a depot agent’s office bay window 

projected from the track-side elevation to provide better visibility up and down the tracks 

and may also have served to visually separate the freight and passenger sections of the 

depot (Storey 2016). This projecting bay element can be clearly seen at the Woodford depot 

as well as on other combination depots in rural Virginia (Figures 3-76 through 3-78). 

FIGURE 3-76: SEPARATE PASSENGER DEPOT (FRONT) AND FREIGHT DEPOT (REAR) 

AT MILFORD, CIRCA 1940 (GRAY 1985:98) 

3.6.2 Architectural Description 

3.6.2.1 Primary Resource Exterior 

The Woodford Freight and Passenger Depot is a long, rectangular, one-story building 

measuring approximately 100 feet in length and 35 feet wide (Figures 3-79 and 3-80). The 

frame building was constructed circa 1900 and rests on a foundation of concrete-block 

piers that appear to be replacements. It is clad in wood board-and-batten siding. The sidegabled roof is covered with standing-seam-metal roofing with wide overhanging eaves 

supported by simple decorative brackets, protecting the platform along the east elevation 

(Figures 3-80 and 3-81). Metal ice dams project from the roof surface above each of the 

freight doors (two on the northeast elevation and two on the southwest elevation) to divert 

runoff, protecting freight as it was being loaded and unloaded. Two round metal-stove 

vents pierce the roof near the northwest end of the building. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-69 Architectural In

FIGURE 3-77: SEPARATE PASSENGER DEPOT (LEFT) AND FREIGHT DEPOT (RIGHT) AT PENOLA IN 1938 (

PHOTOGRAPH OF PASSENGER DEPOT AT GUINEA, PICTURED ON THE RIGHT (GRIFFIN 1984:85, 9

FIGURE 3-78: COMBINATION FREIGHT/PASSENGER STATION AT BASSETT, VIRGINIA (LEFT); COM

FREIGHT/PASSENGER STATION AT WINFALL, VIRGINIA (NORFOLK SOUTHERN 2016) (RIG
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-70 Architectural Intensive Survey (Report B) 

In the southeast half of the façade, two large sliding doors constructed of diagonal wood 

boards arranged into four panels provide access to the freight portion of the building 

(Figure 3-81). Two identical freight doors are located on the southwest elevation and are 

accessed via a smaller, raised, wood platform (Figure 3-81). The window openings on this 

elevation have been boarded over; however, the rest of the windows on the building 

contain six-over-six, double-hung, wood sashes with slightly peaked lintels. On the 

façade, two single-leaf, paneled, wood doors with transoms lead out to the covered 

freight/passenger platform with a wood deck that spans the entire width of the northeast 

façade parallel to the railroad tracks (Figure 3-82). The northwest end of the façade, which 

provided access to the passenger section of the station, features a polygonal bay window 

that likely contained the ticket office (Figure 3-82). 

FIGURE 3-79: SITE PLAN OF THE WOODFORD FREIGHT & PASSENGER DEPOT 

FIGURE 3-80: WOODFORD FREIGHT & PASSENGER DEPOT, VIEW SOUTH FROM 

RAILROAD CROSSING 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-71 Architectural In

FIGURE 3-81: NORTH OBLIQUE (LEFT); DETAIL OF PROJECTING BAY WINDOW AND DOOR TO PASSENGE

EAST ELEVATION (RIGHT) 

FIGURE 3-82: DETAIL OF SLIDING FREIGHT DOOR ON EAST ELEVATION (LEFT); WEST ELEVATIO
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-72 Architectural Intensive Survey (Report B) 

3.6.1.2 Primary Resource Interior 

Interior access was not obtained during the current survey. 

3.6.3 NRHP Evaluation 

The Woodford Freight and Passenger Depot was constructed circa 1900 to service both freight 

and passenger traffic for the village. Today, the building is one of only two surviving RF&P 

Railroad depots in Caroline County, the other being the Milford Freight Depot (016-0266), and is 

the only surviving combination freight-passenger depot in the county. The building retains a high 

level of historic integrity of design, setting, materials, workmanship, feeling, and association, 

although integrity of location has been affected by the relocation of the building several meters 

southeast of its original location. Despite being moved from its original location, the resource 

maintains proximity to, and a visual connection with, the railroad tracks. 

The Woodford Freight and Passenger Depot has no known association with any significant event 

or person from history; and therefore, is recommended not eligible for the NRHP under Criteria 

A or B. The combination freight-passenger station, also called a combination depot, was a 

relatively common station form in small towns during the late-nineteenth and early-twentieth 

centuries (Griffin 1984:57). The relocation of the Woodford depot may have actually preserved 

the resource. Depots that were no longer needed by the railroad were frequently demolished, 

possibly to minimize taxes and liability (Trainorders.com 2005). If they were not demolished, they 

were often moved away from the tracks so that they would not interfere with track improvements 

and expansion. The good condition of the Woodford Freight and Passenger Depot is likely due 

in part to its relocation to an adjacent private property, which preserved it from demolition by 

the railroad company. Its preservation was perhaps also influenced by the relatively undeveloped 

setting and rural character of the largely abandoned community of Woodford, which has never 

reached official town status and has seen almost no growth since the early twentieth century. As 

the last surviving combination depot in Caroline County, the Woodford Freight and Passenger 

Depot is recommended eligible for the NRHP under Criterion C. 

According to National Register Bulletin How to Apply the National Register Criteria for Evaluation, 

“a property removed from its original or historically significant location can be eligible if it is 

significant primarily for architectural value or it is the surviving property most importantly 

associated with a historic person or event” (Shrimpton et al. 1990). Additionally, “a moved 

property significant under Criterion C must retain enough historic features to convey its 

architectural values and retain integrity of design, materials, workmanship, feeling, and 

association” (Shrimpton et al. 1990:29). Because the Woodford Freight and Passenger Depot 

retains a high degree of integrity of design, setting, materials, workmanship, feeling, and 

association as well as “an orientation, setting, and general environment that are comparable to 

those of the historic location and that are compatible with the property’s significance,” the 

resource meets Criteria Consideration B for Moved Properties (Shrimpton et al. 1990). As an 

architectural resource, this property was not evaluated under Criterion D. 

In addition, the Woodford Freight and Passenger Depot is located within the boundaries of the 

newly surveyed Woodford Historic District (016-5129). However, the Woodford Historic District 

is being recommended as not eligible for listing in the NRHP. 

In sum, the Woodford Freight and Passenger Depot is recommended eligible for the NRHP 

under Criterion C and Criteria Consideration B.
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-73 Architectural Intensive Survey (Report B) 

The period of significance for the Woodford Freight and Passenger Depot begins with its 

construction circa 1900 until its disuse around 1934. The proposed NRHP boundary for the 

Woodford Freight and Passenger Depot should be restricted to include the triangular section of 

land on which the depot is situated at the north end of the parcel 29-A-20, ending at the current 

post office (Figure 3-83). The large swath of private property south of the post office bears no 

connection to the depot and is therefore excluded from the eligible boundaries. The proposed 

boundary includes the train depot and immediate landscape. 
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Legend

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Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-83

Proposed NRHP

Boundaries for the

Woodford Freight &

Passenger Depot

(016-0222)

[ 0 50 100

Feet

0 20 40

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D.C. to Richmond Southeast High Speed Rail 3-75 Architectural Intensive Survey (Report B) 

3.7 GLENWOOD HOUSE (016-0224) 

Glenwood House is located on the west side of Woodford Road (Route 626), approximately 0.1 

miles south of the railroad crossing with Woodford Road in Caroline County, Virginia (Figure 3-

84). The property is composed of 10.81 acres situated in an area of the county that is sparsely 

populated and primarily rural, known as the village of Woodford. The property is bounded by 

Woodford Road on the east, a residential and agricultural property and Lake Farm Road on the 

north, an agricultural property to the west, and the Carolina Mansion (016-0220) property to the 

south. Buildings are concentrated in the center of the parcel and are immediately surrounded by 

deciduous trees and shrubbery. An unpaved driveway extends from Woodford Road towards 

the dwelling and circles back towards the road. A portion of the driveway extends to the garage 

situated northwest of the dwelling. 

3.7.1 Historic Context 

The Glenwood House is located on a parcel that was subdivided from a larger 100-acre lot 

purchased by Porter Lyon in 1869 from John Washington (CCDB 53:476–477). In 1886, Porter 

Lyon conveyed 50 acres of the 100-acre tract to his son, George P. Lyon, “in consideration of 

natural love and affection” with the intention that George Lyon would care for this portion of the 

property whilst allowing his father and mother to continue to reside there (CCDB 61:344; U.S. 

Census 1910). This portion was concentrated on the west side of Woodford Road, south of the 

RF&P Railroad track and north of the Mattaponi River. It is sometime after 1886 that George Lyon 

built the Carolina Mansion as his own residence. 

George Lyon was a local merchant and eventual founder and operator of the Woodford Excelsior 

Mill that opened in 1896 (U.S. Census 1900; Wingfield 1924:26). His excelsior mill operation 

remained a fairly successful company by using local pine, which was in abundance, to produce 

utilitarian products (Figure 3-85) (Wingfield 1924:25). George Lyon was not only a successful 

manufacturer, but he also was extremely involved in the community, serving as supervisor of the 

Port Royal District, being elected to the Virginia House of Delegates in 1923, and becoming the 

first president of the Virginia Excelsior Manufacturers’ Association (The Bee 1933:1; Wingfield 

1924:25). George Lyon and his wife, Ada M. Fell Lyon, conveyed a 35-acre portion of the 50-acre 

tract to their daughter, Minnie M. Harding, in 1922 that included the Carolina Mansion (CCDB 

91:142). Shortly thereafter, George Lyon built another dwelling, the Glenwood House, around 

1928 in the American Foursquare form. In 1933, when George Lyon passed, he willed the 

remainder of the property to his wife who, upon her death in 1953, bequeathed it to their 

daughter, Minnie Harding (CCWB 39:104; Central Rappahannock Heritage Center [CRHC] 1953). 
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State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-84

Location of Glenwood

House (016-0224)[

0 60 120

Feet

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016-0224
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D.C. to Richmond Southeast High Speed Rail 3-77 Architectural Intensive Survey (Report B) 

FIGURE 3-85: GEORGE LYON’S 1904 PATENT FOR HIS EXCELSIOR-MACHINE (UNITED 

STATES PATENT OFFICE 1904:974) 

Minnie Harding and her husband, Bennett Clark Harding, lived in Woodford until the 1940s 

when they moved to Florida (United States City Directories [U.S. City Directories] 1942). It is 

unclear if the Hardings remained in Carolina Mansion or moved into Glenwood House after her 

father’s passing; however, George and Ada Lyon are noted to be neighbors of the Hardings in 

the 1930 federal census (U.S. Census 1930). After her death in 1966, Minnie Harding bequeathed 

the Glenwood House property along with the adjacent Carolina Mansion property to her first 

cousins: Myrtle Durrett, Inez Fell Matthews, Mamie Fell Blanton, and Pearl Fell (CCWB 45:152–

157). Myrtle Durrett passed away in 1980. At her death, she desired her estate, including her share 

in the Woodford properties, be sold and the money dispersed among her sisters and co-property 

owners (CCWB 46:211–515). After a Chancery Court case, the property was sold at the end of 

1980 to Jerry S. and Peggy J. Brown, who continue to reside there today (CCDB 258:174). 

3.7.2 Architectural Description 

3.7.2.1 Primary Resource Exterior 

The building known as the Glenwood House is a two-and-one-half-story, five-bay, single-family 

dwelling constructed circa 1928 in the American Foursquare form with Colonial Revival and 

Craftsman-style details composed of a central two-and-one-half-story core with flanking onestory wings (Figures 3-86 through 3-88). The continuous raised foundation supports a structural 

system that is clad in multi-tone brick, laid in a Flemish bond embelished with brick quoins, a 

typical Colonial Revival detail. The building is covered by a moderately pitched, hipped roof 

sheathed in standing-seam metal with wide eaves featuring wood modillions. Two hipped 

dormers with wide eaves pierce the roof on the west and east elevation and contain louvered 

vents. The roof also features two brick chimneys with stepped metal flashing, one being an 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-78 Architectural Intensive Survey (Report B) 

interior-end chimney with a concrete cap in the west half of the south elevation and the other 

being an exterior-end chimney with a concrete cap in the east half of the north elevation. 

FIGURE 3-86: SITE PLAN OF THE GLENWOOD HOUSE (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-79 Architectural Intensive Survey (Report B) 

FIGURE 3-87: DETAILED SITE PLAN OF THE GLENWOOD HOUSE (GOOGLE EARTH 2017) 

(NOT TO SCALE) 

FIGURE 3-88: SOUTHEAST OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-80 Architectural Intensive Survey (Report B) 

The primary entrance, centered on the east elevation, is filled with a single-leaf, wood, fivepaneled door with a wood-and-screen storm door. The entrance is elaborated by a wood 

surround with squared pilasters. Flanking the door are single, one-over-one, double-hung, woodframe, windows on concrete sills with wood-framed screens (Figure 3-89). Centered in front of 

the primary entrance is a one-story, one-bay brick porch with a concrete deck covered by a flat 

roof with a iron balustrade. The roof is supported by squared brick posts with fluted, Doric 

columns, and the porch is accessed by a set of concrete steps flanked by brick retaining walls. The 

porch contiues on the north and south sides as a raised, uncovered, curved veranda lined with a 

molded concrete balustrade which extends to both of the flanking one-story wings. Other 

fenestration consists of one-over-one, wood-frame, double-hung-sash windows situtuated in a 

single, paired, or ribbon pattern that also feature wood surrounds and concrete sills. In the raised 

basement are three-light, wood-frame awning windows. 

The screened porch wings, each located in the eastern half of the north and south elevations, are 

virtually identical, each covered by a low-pitched hipped roof lined with a low squared 

balustrade supported by squared brick posts with wood-frame screens and wood paneling along 

the base. The north wing also features a secondary entrance. Another screened porch similar to 

the north and south wings is off-centered on the west elevation and provides an additional 

entrance to the dwelling (Figure 3-89). This porch is supported by a continuous brick foundation 

and has wood-framed screened windows on the north, west, and south elevations. A patinated 

copper drain pipe is centrally located on the west elevation. 

FIGURE 3-89: PRIMARY ENTRANCE, EAST ELEVATION (LEFT); SOUTHWEST OBLIQUE 

(RIGHT) 

3.7.2.2 Primary Resource Interior 

Interior access was not granted during the current survey. 

3.7.2.3 Secondary Resources 

Situated northwest of the primary resource is a circa-1930, one-and-one-half-story, three-bay 

garage (Figure 3-90). The exterior is clad in brick laid in a varity of bond patterns: Flemish bond 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-81 Architectural Intensive Survey (Report B) 

in the center of the east elevation and a basketweave pattern on the remainder of the building. It 

is covered by a steeply pitched clipped gabled roof sheathed in standing-seam metal with flared 

eaves and scrolled modillions. Two hipped dormers are situated on the east elevation and an 

interior-end brick chimney on the west elevation. The large garage bays are filled with wood, 

sectional garage doors made to resemble double-leaf, board-and-batten doors. In between the 

garage doors is a single-leaf door with a three-light, wood-frame transom set above. Extending 

from the west elevation is a one-story, frame, flat-roof addition primarily clad in snap-on battenwith-clip metal siding (Figure 3-90). The west elevation of this addition has a metal-frame, 

screened, multi-bay porch. A circa-1928 metal well pump is situated west of the dwelling, on the 

south side of a concrete walkway leading from the dwelling to the garage (Figure 3-91). A set of 

four circa-1990 wells are located southwest of the primary resource. They are all covered by 

circular metal caps (Figure 3-91). 

FIGURE 3-90: GARAGE, EAST ELEVATION (TOP); SOUTH ELEVATION (BOTTOM) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-82 Architectural Intensive Survey (Report B) 

FIGURE 3-91: WELL PUMP, LOOKING EAST (LEFT); FOUR WELLS, LOOKING SOUTHWEST 

(RIGHT) 

3.7.3 NRHP Evaluation 

The Glenwood House (016-0224) was constructed around 1928 after George P. Lyon transferred 

his first dwelling in Woodford, the Carolina Mansion (016-0220), to his daughter. The dwelling, 

though having experienced some common, modest modifications such as the addition of a rear 

porch, continues to retain a high level of significance of location, setting, materials, workmanship, 

feeling, association and design evoking the building’s architectural style and period of 

construction. 

In order for a resource to be considered eligible for the NRHP under Criterion A, “a property can 

be associated with either (or both) of two types of events: [...] a specific event marking an 

important moment in American prehistory or history [or] a pattern of events or a historic trend 

that made a significant contribution to the development of a community, a State, or the nation” 

(Shrimpton et al. 1990). The Glenwood House has no known association with a notable historic 

event or trend. As such, it is recommended not eligible for listing in the NRHP under Criterion 

A. 

Eligibility of a resource for the NRHP under Criterion B is defined as needing to be associated 

with a person who is “individually significant within a historic context” and has “gained 

importance within his or her profession or group” (Shrimpton et al. 1990). Although the dwelling 

was constructed by George P. Lyon, a local entrepreneur in the excelsior industry and political 

figure, he is not the only such figure in the county or in surroundings counties. As many 

successful businessmen attributed to the excelsior industry in Caroline County (further discussed 

on page 3-86 of this report), George P. Lyon, whose excelsior operation is no longer in operation 

and is in disrepair, did not play a distinctively important role nor were his contributions to the 

community of Woodford unique in the comparison to these other businessmen to qualify this 

property for significance under Criterion B (Bolland n.d.). For these reasons, the Glenwood House 

is recommended not eligible under Criterion B. 

The Glenwood House, constructed around 1928, is an outstanding example of an American 

Foursquare with modest Craftsman and Colonial Revival-style elements. Such stylized dwellings 

are not common in this part of Caroline County and reflected the social and financial status which 

George Lyon achieved. It is not known if an architect was employed in its design; however, the 

excellent condition of historic buildings on the property render the resource eligible under 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-83 Architectural Intensive Survey (Report B) 

Criterion C at the local level for architecture. As an architectural resource, it was not evaluated 

under Criterion D. 

In sum, the Glenwood House is recommended as eligible for listing in the NRHP at the local 

level under Criterion C. In addition, the Glenwood House is located within the boundaries of 

the newly surveyed Woodford Historic District (016-5129). However, this district has been 

recommended not eligible as a result of the current study. 

The proposed period of significance for the Glenwood House consists of the period in which it 

was constructed, between 1928 and 1929. The proposed NRHP boundary for the Glenwood 

House comprises and follows the legal lot description for the parcel in its entirety (tax map 

number 29-A-12) (Figure 3-92). It is bounded by Woodford Road on the east, a residential and 

agricultural property and Lake Farm Road on the north, agricultural property to the west, and 

the Carolina Mansion (016-0220) property to the south. The proposed boundaries include the 

Glenwood House, garage/carriage house, and unpaved driveway. 

 
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Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-92

NRHP Boundaries of

Glenwood House

(016-0224)

[

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016-0224
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D.C. to Richmond Southeast High Speed Rail 3-85 Architectural Intensive Survey (Report B) 

3.8 EXCELSIOR INDUSTRY OF CAROLINE COUNTY HISTORIC DISTRICT 

(016-5165) 

The Excelsior Industry of Caroline County Historic District (016-5165) includes a discontiguous 

group of properties along the RF&P Railroad constructed between 1896 and 1960 associated with 

the manufacture of excelsior—Caroline County’s largest industry in the early-twentieth century. 

Excelsior, known as “wood wool” outside of North America for its fine texture, comprises 

uniform shavings or coils of wood that was used for a variety of purposes, including 

padding/stuffing for furniture and mattresses and as packing material for glassware and other 

fragile items (Charles A. Strelinger & Company 1897:966; Davis 1983:160). 

The proposed historic district includes four architectural properties associated with the excelsior 

industry in central Caroline County: the DeJarnette Lumber Company (016-5137) in the village of 

Milford, two excelsior mills in the community of Ruther Glen (016-5105 and 016-5106), and the 

Jeter House and Excelsior Mill (016-5113) in the community of Penola. Only the DeJarnette 

Lumber Company in Milford is still in operation, though the facility no longer produces excelsior. 

In a previous examination of the Project corridor, a fifth property was identified in association 

with excelsior mills in Caroline County: the Woodford Excelsior Company Office (016-0223) 

(Figure 3-93) (Manning and Salvato 2016). After further research, it was determined that the 

building previously surveyed as an office for George P. Lyon’s excelsior mill in Woodford and 

the land on which it is located was never owned by Lyon; rather, this building functioned as a 

post office in the late-nineteenth and early-twentieth centuries (see page 3-54 for further detail). 

This resource has, therefore, been removed from the proposed Excelsior Industry of Caroline 

County Historic District. 

3.8.1 Historic Context 

3.8.1.1 Creation of Excelsior 

Although sawdust and wood shavings have been a byproduct of the lumber industry for 

millennia, the purposeful manufacture of excelsior is a relatively recent trade (Davis 1983:160). 

The term “Excelsior” began as a brand name but was soon adopted as a general term. Wood used 

for excelsior had to be lightweight, odorless or pleasantly scented, and free of gum or resin. In 

the United States, the definition of “wood wool” is reserved for finer grades of excelsior; however, 

both products are made from slivers of wood removed from logs. 

 
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Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-93

Location of the

Contributing Resources 

to the Excelsior Industry 

of Caroline County 

(016- 5165) with Each

Contributing Resource

Identified By Its

Individual DHR Number [

0 3,000 6,000

Feet

0 1,000 2,000

Meters

016-5137

016-5113

016-5106

016-5105
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-87 Architectural Intensive Survey (Report B) 

Machinery capable of producing fine uniform coils of wood was developed in the United States 

in the late 1850s (Figure 3-94). Early patents associated with this initial production period often 

detailed “slivering machines” housed within sawmill complexes or other industrial buildings 

(Knight 1884:2214). Excelsior mills often functioned in association with lumber operations as they 

provided a good way to deal with the high volume of waste material unsuitable for sale. Latenineteenth and early-twentieth century saw mills often operated using steam-powered engines. 

These engines would be fueled by the same waste product used to create excelsior, yet there were 

still ample amounts of it to go around. As this steam engine also made saw mills a fairly 

flammable environment, disposing of the waste in a safe manner was important. One method for 

this disposal was to use a specialized structure known as a “waste burner.” 

The waste burner was born out of the need to dispose of the debris of sawmilling in a fire-safe 

manner. Burners of various types seem to have been in use from the early days of large-scale 

steam-powered sawmilling, and burners were common features of Michigan sawmills by the late 

nineteenth century. Patented in 1888, this cylindrical form features a metal plate exterior, thick 

refractory lining of fire brick that thinned toward the top, and hemispherical wire mesh top. New 

innovations in sawmill waste burner design took place during the early twentieth century, but 

Bryant in his 1922 book on Lumber: Its Manufacture and Distribution references this as still a 

standard type of waste burner (as stated in Christensen 2010). 

By the end of the nineteenth century, approximately 200 excelsior mills were in production 

throughout the United States with the bulk of the industry being located in New York, Kentucky, 

New Hampshire, Wisconsin, and Washington, although mills could be found in every state 

(Davis 1983:160). The industry peaked in the early-twentieth century. 

While excelsior had notable qualities, it also brought great risk. Excelsior mills had a tendency to 

catch fire and, as result, were essentially uninsurable. The industry also relied heavily on lumber 

production which, in turn, was dependent on a myriad of conditions such as weather, availability 

of product, and the economy, among others. Moreover, among the many technological 

improvements rendered in the mid-twentieth century was an evolution in plastics and other 

packing materials. By the late 1950s, excelsior for padding and stuffing had largely been replaced 

by other products and demand was drastically reduced (Davis 1983:160). By 1977, only 12 

manufacturers of excelsior were still in operation in the United States, with just five firms 

producing approximately 96 percent of domestic production (Committee on Finance 1977). 

Excelsior is still produced in the United States but in extremely limited quantity. It is currently 

used for items such as cooling pads in home evaporative cooling systems (known as swamp 

coolers), erosion control mats, and as a raw material for the production of other products such as 

bonded wood. It also has a large market as landscaping mulch (Kochhar 2016:487). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-88 Architectural Intensive Survey (Report B) 

FIGURE 3-94: LATE-NINETEENTH CENTURY CATALOGUE SHOWING EXCELSIOR CUTTING 

MACHINERY (CHARLES A. STRELINGER & COMPANY 1897:966) 

3.8.1.2 The Excelsior Industry in Virginia 

Although basswood, cottonwood, poplar, and aspen were commonly used in Excelsior 

production throughout the United States, scrub pine and loblolly pine were the primary species 

in use in Virginia—both of which were found in abundance in Caroline County (Davis 1983:160; 

Simmons 1912:55). Virginia pine, also known as scrub pine, has historically been used for “rough 

construction but warps easily with alternate wetting and drying. The wood has a very long fiber 

and makes excellent paper pulp” (Powell et al. 2016:27). Lobolly pine “is used for lumber, paper 

pulp, plywood, poles, pilings and fuel... and is the most important commercial timber tree in 

Virginia and the Southeast” (Powell et al. 2016:24). It has a medium growth rate, as opposed to 

the slow growth rate of the scrub pine. 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-89 Architectural Intensive Survey (Report B) 

The excelsior industry was slow to start in Virginia. The 1870 United States Census identified just 

one excelsior manufacturer in the Commonwealth of Virginia at that time; it employed seven 

people (Virginia Employment Commission 2015). The industry saw a notable increase in the 

1890s and 1900s, partially due to notable improvements in the transportation industry as roads 

and railways were slowly rebuilt and improved after the Civil War. In particular, the robust rail 

industry in central Virginia promulgated the excelsior business, with a number of factories 

located between Fredericksburg and Richmond along the bustling RF&P Railroad corridor. 

The number of excelsior plants fluctuated greatly—with as few as five operating in the state in 

1912 and up to over 20 facilities at their peak in the 1920s (Fredericksburg Free Lance-Star 1929; 

Simmons 1912:7). During this time period, no fewer than half of the known excelsior mills in the 

state were located in Caroline County (Simmons 1912:75). In comparison, in 1909 there were 3,511 

sawmills operating in the state (Simmons 1912:8). 

In Caroline County, the origins of the industry can be traced to the village of Woodford where 

merchant George P. Lyon established the first excelsior mill in 1896 along the RF&P Railroad 

(Fisher and Sparenborg 2011:198; Wingfield 1924:26). This excelsior plant created jobs for area 

residents and stimulated the local economy; in fact, by the end of the first quarter of the twentieth 

century, Woodford’s population had increased more than threefold partially due to the success 

of the excelsior industry (US Census 1930). Taking advantage of the cheap and readily available 

pine forests of the county, excelsior production soon became Caroline County’s largest industry 

(Fisher and Sparenborg 2011:198; Wingfield 1924:26). By 1905, George Lyon had established a 

second mill at Woodford (Fredericksburg Free Lance 1905b). The George P. Lyon Excelsior 

Company became a distributor as well as a manufacture of excelsior in the region (Figure 3-95). 

Lyon’s mills in Woodford caught fire and were partially or wholly destroyed in 1903, 1904, and 

again in 1905 (Fredericksburg Free Lance 1904, 1905a; Richmond Times-Dispatch 1903, 1905). As 

these operations were virtually uninsurable due to this high risk of flammability, the fact that 

Lyon continued to rebuild and produce excelsior for another 30 years speaks to the continued 

drive to find a marketable purpose for this byproduct and the success of advertising an array of 

uses. George Lyon died in 1933, but his estate maintained ownership of the mill for another 20 

years. By 1950, the facility was operated under lease by the Woodford Excelsior Company 

(Fredericksburg Free Lance-Star 1950). The mill employed nine men, contained a main building 

constructed of wood and iron and a warehouse that housed finished excelsior, and produced 10 

tons of excelsior a day, which was shipped throughout the country (Fredericksburg Free LanceStar 1950). In 1950, the Woodford Excelsior Mill was again destroyed by fire; this time, it was not 

rebuilt (Fredericksburg Free Lance-Star 1950). 

Lyon’s success encouraged competition from other lumber-related businesses along the railroad, 

often in conjunction with lumber and/or planing mills (Figure 3-96). Mills were established at the 

villages of Guinea, Milford, Penola, and Ruther Glen, as well as in neighboring cities and counties, 

such as Hanover County, Stafford County, the City of Fredericksburg, and the town of Doswell. 

The Virginia Excelsior Mill in downtown Fredericksburg, for example, took up an entire city 

block and contained over half a dozen buildings (Figure 3-97). The excelsior industry throughout 

the area thrived for decades and was one of the primary employment venues for many Virginians 

during the tumultuous years of the Great Depression (Powell 2000:16–17). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-90 Architectural Intensive Survey (Report B) 

FIGURE 3-95: ADVERTISEMENT PLACED BY THE GEORGE P. LYON EXCELSIOR COMPANY 

(FREDERICKSBURG FREE LANCE 1902) 

FIGURE 3-96: DETAIL OF 1966 AERIAL IMAGERY OF THE RUTHER GLEN AREA SHOWING 

RUTHER GLEN EXCELSIOR MILL #1 AND RUTHER GLEN MILL EXCELSIOR MILL #2, BOTH 

PART OF THE EXCELSIOR MILLS OF CAROLINE COUNTY HISTORIC DISTRICT (USDA 1966A). 

NOTE THE CLEARED AREAS AROUND THE MILL STRUCTURES (TO HELP PREVENT FIRE) AND 

CORDS OF WOOD ON THE GROUND AWAITING PROCESSING. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-91 Architectural Intensive Survey (Report B) 

FIGURE 3-97: CIRCA 1912 SANBORN INSURANCE MAP OF THE VIRGINIA EXCELSIOR 

COMPANY IN FREDERICKSBURG (SANBORN MAP COMPANY 1912). NOTE THE FIREPREVENTION PROCEDURES LISTED IN THE LOWER LEFT-HAND CORNER. (NOT TO SCALE) 

Excelsior consumption dropped dramatically in the mid-twentieth century, a trend also exhibited 

in Caroline County. Interestingly, though, among the top five American firms still in operation 

by the 1970s were Virginia Excelsior Mills (a conglomerate of small excelsior producers, many of 

which were located in Caroline County) and Taylor Fiber, Inc. of Ruther Glen (Committee on 

Finance 1977), showing the pervading nature of this commerce on the region. Only one of the 

excelsior mills in Caroline County is still in operation today, but it stopped producing excelsior 

decades ago, converting to a lumber processing plant. 

3.8.2 Architectural Description 

Today’s built environment of the excelsior industry in Caroline County represents only a fraction 

of the buildings, structures, and objects once needed to make the industry thrive. However, 

despite representing a defunct enterprise, remnants of the most important facility types are 

represented at the four plants included in the historic district. What was once commonplace are 

now unique. 

Four architectural properties are associated with the excelsior industry in central Caroline 

County: the DeJarnette Lumber Company (016-5137) in the village of Milford, two excelsior mills 

in the community of Ruther Glen (016-5105 and 016-5106), and the Jeter House and Excelsior Mill 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-92 Architectural Intensive Survey (Report B) 

(016-5113) in the community of Penola. Generally, these four properties have all been abandoned 

and are now overgrown with vegetation surrounded by stands of young trees. To place the 

above-ground resources in their specific historical context, a brief history of each property is 

followed by an architectural description. 

3.8.2.1 Ruther Glen Excelsior Mill #1: Caroline Excelsior Company (016-5105) 

Excelsior Mill #1 (016-5105), historically known as the Caroline Excelsior Company (1919– 1956) 

and later as the Taylor Fiber, Inc. (1956–1988), is located near the intersection of Ruther Glen Road 

(Route 652) and Chesterfield Road (Route 620) in the community of Ruther Glen. In 1919, Thomas 

H. Chewning and Herman L. Taylor purchased a small tract on the east side of Ruther Glen Road 

to establish the Caroline Excelsior Company (CCDB 87:84, 107:297). Soon after, Thomas’s elder 

brother, Clarence C. Chewning, bought a one-third interest in the company. The three men 

operated the manufactory until 1956, when Taylor—who had been working in the excelsior 

industry since 1917—bought out the interests of his partners (CCDB 87:340, 141:369). According 

to the deed, Taylor’s purchase included “the complete excelsior manufacturing plant, machinery, 

tools and equipment thereon and including the motor trucks and equipment but excluding the 

operating inventory” (CCDB 141:369). In 1960, Taylor turned over the company to his son, H. 

Ashton Taylor, who had worked with his father in the family business for at least two decades 

prior (CCDB 149:76). The younger Taylor re-chartered the company as Taylor Fiber, Inc., 

established “for the wholesale and retail business of producing and selling excelsior and other 

kindred products” (Fredericksburg Free Lance-Star 1960). By 1977, Taylor Fiber, Inc. was one of 

only 12 manufacturers still in operation in the entire country (Committee on Finance 1977). As 

late as 1982, the factory still employed approximately 30 people (Fredericksburg Free Lance-Star 

1982). The company finally dissolved in 1988 (CCDB 323:187).

Excelsior Mill #1 is west of Ruther Glen. A dirt and gravel drive runs through the center of the 

lot connecting an entrance on Chesterfield Road with another on Ruther Glen Road, with the 

majority of the buildings lining the drive on either side. The parcel currently contains a conical 

teepee burner and six buildings of varying materials, massing, and size (Figure 3-98 through 

Figure 3-100). The circa-1950 teepee waste burner rests on a poured-concrete foundation. The 

structural system is constructed of sheet metal over a metal frame lined with corrugated metal. 

The structure is open at the top, and vents and an access doorway are found near the base. The 

funnel-shaped attachment located at the southeast corner of the burner is commonly known as a 

cyclone or dust precipitator (Mihalyo 1997:32). The function of the sawdust cyclone “was to 

funnel planar shavings and small particles of sawdust into the burner. These particles were blown 

through a pipe into the cyclone from the mill itself. Once inside the cyclone, the chips, dust, and 

shavings were then drawn by gravity into the core of the burner” (Mihalyo 1997:32). Four frame 

buildings—two large warehouses, a small tool shed, and a machine shop—and one concreteblock warehouse are also associated with this property, all of which appear to have been 

constructed between 1950 and 1970. The concrete-block warehouse and the frame warehouse 

with the loading deck are connected by a covered walkway accessed by a poured-concrete ramp. 

All of the buildings are vacant and in deteriorating condition. Historically, a house appears to 

have been situated just west of the mill complex, but this building has been demolished. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-93 Architectural Intensive Survey (Report B) 

FIGURE 3-98: SITE PLAN OF RUTHER GLEN EXCELSIOR MILL #1 (GOOGLE EARTH 2018) 

FIGURE 3-99: TEEPEE BURNER AT RUTHER GLEN EXCELSIOR MILL #1, LOOKING 

SOUTHEAST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-94 Architectural Intensive Survey (Report B) 

FIGURE 3-100: SAMPLE OF BUILDINGS AT RUTHER GLEN EXCELSIOR MILL #1. UPPER LEFT: 

CONCRETE BLOCK WAREHOUSE AND COVERED WALKWAY. UPPER RIGHT: FRAME 

WAREHOUSE AND TOOL SHED. BOTTOM: LOOKING NORTH BETWEEN BUILDINGS ALONG 

CENTER DRIVEWAY. 

3.8.2.2 Ruther Glen Excelsior Mill #2: Ruther Glen Excelsior Company (016-

5106) 

Excelsior Mill #2 (016-5106) is located at the eastern terminus of Chesterfield Road in Ruther Glen. 

At the turn of the century, the land on which this excelsior mill is located was part of the 244-acre 

Ruther Glen Farm, also known as the “Burruss Tract,” bounded on the south by the RF&P 

Railroad (CCDB 68:2730). The land was purchased from C.V. Burruss by Taliaferro Hunter in 

1901, who operated a sawmill and lumber business on the property with his partner, George W. 

Quarles, under the name of T. Hunter & Co. (CCDB 69:297; Fall 1989:331). Upon his death in 1911, 

the land transferred to his five sons. As Hunter died intestate, a lawsuit ensued regarding land 

ownership. The land was subsequently sold at public auction to Cora Blanton whose husband, 

Thomas, happened to own and operate the Ruther Glen Excelsior Company on the adjoining 

property (CCDB 69:297, 80:316). The now-expanded excelsior company was in operation until 

1956 when the business was dissolved after an anti-trust complaint was filed with the Federal 

Trade Commission (Federal Trade Commission 1960). Interestingly, the complaint was filed by 

fellow-excelsior operators H.L. Taylor, H. Ashton Taylor, G.K. Coleman, Sr., and G.K. Coleman, 

Jr. who were “engaged in the manufacturing and selling of excelsior [...] under the name of 

Ruther Glen Excelsior Company, with their place of business at Ruther Glen, Virginia” at that 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-95 Architectural Intensive Survey (Report B) 

time—the same property listed as Ruther Glen Excelsior Mill #1 above (Federal Trade 

Commission 1960:457). 

The former site of Ruther Glen Excelsior Mill #2 consists of three buildings and a teepee burner 

on an overgrown lot situated just southwest of a millpond (Figures 3-101 and 3-102). All of the 

buildings and structures associated with the mill are vacant and in a deteriorated condition. 

Similar to the teepee burner located at Excelsior Mill #1, the cone-shaped burner at this mill 

appears to date from 1950. Not fully visible during the current survey due to limited property 

access, this structure is clad in sheet metal over a metal frame. Three warehouses remain extant 

at this mill site. The largest is a concrete block building with a flat roof. Just to the west is a post1966 frame warehouse clad in corrugated metal with a front gable roof; the roof is covered in 

standing-seam metal. The third and smallest warehouse, located to the north, was also not 

accessible during this survey. 

FIGURE 3-101: SITE PLAN OF RUTHER GLEN EXCELSIOR MILL #2 (GOOGLE EARTH 2018) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-96 Architectural Intensive Survey (Report B) 

FIGURE 3-102: SAMPLE OF BUILDINGS AT RUTHER GLEN EXCELSIOR MILL #2. TOP: TEEPEE 

BURNER. BOTTOM: FRAME WAREHOUSE (LEFT) AND CINDER BLOCK WAREHOUSE (RIGHT). 

3.8.2.3 Jeter House & Excelsior Mill (016-5113) 

What would become the Jeter Excelsior Mill parcel was purchased by brothers William R. Jeter 

and T.B. Jeter in 1903 (CCDB 70:255). Capitalizing on the sudden and successful growth of the 

excelsior industry in the early-twentieth century, the brothers constructed an excelsior plant 

along the RF&P Railroad. The enterprise was a success. In 1916, T.B. Jeter sold his interest in the 

land and the business to his brother, William, who continued to operate the Jeter Excelsior Mill 

for several decades (CCDB 84:239; Wingfield 1924:291). Through the success of the business, 

William and his family constructed a new dwelling adjacent to the excelsior enterprise around 

1930. Upon his death in 1943, William deeded the mill to his son, Benjamin, who continued to run 

the family business until his own death in 1978 (i.e., Federal Trade Commission 1960:457). 

Records suggest that the excelsior company was disbanded shortly thereafter. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-97 Architectural Intensive Survey (Report B) 

Today, the Jeter House & Excelsior Mill located at 16111 Polecat Lane in Penola is a residential 

and light-industrial mill complex (Figures 3-103 and 3-104). All of the buildings are vacant. The 

property is heavily wooded, with thick brambles and an unpaved drive heading north from 

Polecat Lane to the primary resource. The excelsior mill and associated structures are 

concentrated in the east portion of the site. The primary resource is the Jeter House, a two-story, 

three-bay dwelling constructed around 1930 with no discernable style. The foundation is not 

visible; the frame structural system is clad in weatherboard. The side gable roof is covered in 

corrugated metal sheeting. 

A series of modest additions have been made to the rear elevation over time, and the primary 

entrance and flanking two-over-two, double-hung-sash windows have been enclosed in a 

screened porch. Although the house is the most prominent building on today’s landscape, the 

parcel also contains many resources that hark back to the use of the land as the Jeter Excelsior 

Mill. Built between the start of the business in the first decade of the century and the death of 

founder William Jeter, the property also contains a saw mill, drum waste burner, possible 

company store or secondary dwelling, a machine storage shed, and three other storage buildings 

of varying size. In addition, the remains of what appears to be a portable steam engine, almost 

certainly associated with milling operations, are located at the northeast corner of one of these 

storage sheds. Perhaps the most recognizable feature of the mill property is the circa-1925, drumstyle, wood-waste burner located at the southeast corner of the property and connected to the 

large mill building via a metal chute. The burner is constructed of curved sheets of metal 

supported by an external metal frame. The top of the burner is open and braced with a set of 

parallel metal bars. The interior is partially lined with fire brick. 

FIGURE 3-103: SITE PLAN OF THE JETER HOUSE & EXCELSIOR MILL (GOOGLE EARTH 2018) 

(NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-98 Architectural Intensive Survey (Report B) 

FIGURE 3-104: SAMPLE OF BUILDINGS AT THE JETER HOUSE & EXCELSIOR MILL. 

CLOCKWISE FROM UPPER LEFT: JETER HOUSE (SOUTHEAST OBLIQUE); DRUM BURNER 

WITH CYCLONE; SECONDARY DWELLING/COMPANY STORE; AND MECHANICAL SHED. 

3.8.2.4 DeJarnette Lumber Company (016-5137) 

Milford, the site of the DeJarnette Lumber Company, was a prominent crossroads community 

along the RF&P Railroad. The town grew in the first half of the twentieth century as a rail 

shipping center. Recognizing the expediency of producing goods near the rail stop, numerous 

businesses were established along the main thoroughfare in the early-twentieth century including 

the Wilson Lumber Company and the W.N. Blatt & Co. excelsior mill, later known as the Milford 

Excelsior Company (CCDB 112:294; Fredericksburg Free Lance 1908; Reading Eagle 1914). In 

1945, J.W. DeJarnette bought the Wilson Lumber Company and renamed it the DeJarnette 

Lumber Corporation (CCDB 122:12, 160:111). Ten years later, he acquired the Milford Excelsior 

Company—located on the adjacent parcel—and commenced producing excelsior under the 

DeJarnette Lumber name. The mill grew to be one of the largest excelsior enterprises in the area 

(Fredericksburg Free Lance-Star 1995:A1). Although the DeJarnette business was bought and sold 

several times between the 1980s and 2000, it was purchased back by the DeJarnettes in 2001 and 

renamed the DeJarnette Lumber Company (CCDB 559:113). The company is still in operation 

(Figure 3-105). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-99 Architectural Intensive Survey (Report B) 

FIGURE 3-105: AERIAL IMAGE OF THE EXCELSIOR OPERATION AT THE DEJARNETTE 

LUMBER COMPANY TAKEN IN THE 1960S, LOOKING SOUTH (DEJARNETTE LUMBER 

COMPANY 1960S) 

Although the DeJarnette Lumber Company no longer produces excelsior, numerous extant 

resources once associated with the business can still be found within the lumber company 

complex (Figures 3-106 and 3-107). The most prominent resource is a large circa-1940 teepee or 

wigwam-style, wood-waste burner (Figure 3-108). The burner measures an estimated 50 feet tall 

and approximately 35 feet in diameter at the base and has a conical shape formed by metal plates 

mounted to an exterior metal frame of compression rings. The base of the burner is open, and the 

top is covered by an open metal frame that would have once been covered with metal mesh, 

referred to as a spark arresting screen (Mihalyo 1997). Other resources include a large wood 

processing building (which is still referred to as the planer building today despite a move away 

from excelsior), a sawdust cyclone, a re-saw/fine-planning building, a lunch room/tool shop, a 

storage building, an office/warehouse, and a boiler house. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-100 Architectural Intensive Survey (Report B) 

FIGURE 3-106: SITE PLAN OF THE DEJARNETTE LUMBER COMPANY (GOOGLE EARTH 2018) 

(NOT TO SCALE) 

FIGURE 3-107: OVERVIEW OF THE DEJARNETTE LUMBER COMPANY, LOOKING NORTH 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-101 Architectural Intensive Survey (Report B) 

FIGURE 3-108: SAMPLE OF EXCELSIOR-RELATED BUILDINGS AT THE DEJARNETTE LUMBER 

COMPANY. CLOCKWISE FROM UPPER LEFT: OFFICE/WAREHOUSE; TEEPEE BURNER (LEFT) 

AND BOILER HOUSE (RIGHT); PLANER BUILDING; AND LUNCH ROOM/TOOL SHED. 

3.8.3 NRHP Evaluation 

In 1896, local merchant George P. Lyon established Caroline County’s first excelsior mill at the 

village of Woodford along the RF&P Railroad (Fisher and Sparenborg 2011:198; Wingfield 

1924:26). The excelsior plant was a success, employing numerous residents and stimulating 

development of the region. Lyon’s success encouraged competitors to establish their own 

excelsior mills in other small communities all along the RF&P Railroad, sometimes in conjunction 

with lumber mills, in order to take advantage of the cheap and readily available pine forests of 

the county. Excelsior soon became Caroline County’s largest industry (Fisher and Sparenborg 

2011:198; Wingfield 1924:26). One source estimated that in 1924 there were more than 20 excelsior 

mills in Virginia, with the bulk of those being located in Caroline County (Wingfield 1924:27). 

Extant resources associated with the excelsior industry include the remains of mills at Milford 

(016-5137) and Penola (016-5112) and two mills at Ruther Glen (016-5105 and 016-5106). Several 

of these facilities remained active into the 1950s through 1970s, producing excelsior or converting 

to lumber manufacturing. The mill at Milford still operates today as the DeJarnette Lumber 

Company. The excelsior business was a direct impetus for the establishment and growth of 

numerous small communities along the RF&P Railroad in Caroline County, and it was a key 

market in the area economy. The excelsior resources have a notable connection to the history and 

development of the county physically, economically, and socially. For these reasons, it is 

recommended that the Excelsior Industry of Caroline County Historic District is eligible for the 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-102 Architectural Intensive Survey (Report B) 

NRHP under Criterion A for its association with a significant event. The district has no known 

associations with a significant individual, thus it is suggested that the district is not eligible for 

the NRHP under Criterion B. 

The proposed historic district consists of four properties: an excelsior mill with small brick-lined 

cylindrical burner and three excelsior mills with extant teepee burners ranging in height from 

approximately 25 feet to approximately 50 feet. Many of the buildings associated with the mills 

are no longer extant, having been replaced by more modern facilities or fallen into ruins after the 

mills closed; however, the mills never had substantial buildings to begin with, given that the bulk 

of the manufacturing process took place outdoors or in small rudimentary shelters. The most 

prominent resources associated with Caroline County’s excelsior industry are large, metal, woodwaste burners. 

Waste burners were present at nearly every sawmill and excelsior mill in the country prior to the 

mid-twentieth century. Processing wood products created a large amount of waste in the form of 

sawdust, bark, small branches, and other debris, and waste burners were the preferred method 

for dealing with the problem. Most burners consist of a hollow structure with an open top covered 

with metal mesh into which wood waste was dumped and incinerated. Burners were constructed 

in a variety of sizes and forms, including a cylindrical silo design and a conical design commonly 

referred to as a teepee, wigwam, or beehive burner due to its distinct shape. Wood waste burners 

continued to be used through the mid-1970s, when they were phased out as part of the Clean Air 

Act of 1970 and often dismantled (National Archives and Records Administration 2009:751). In 

Caroline County, three of the former excelsior mills retain extant teepee burners of varying sizes; 

these teepee burners comprise three of the four recorded teepee-style burners in Virginia. A 

former mill near Penola retains the remains of what appears to be a short silo or drum-style 

burner. All of these resources are included in the proposed district. 

Although many of the buildings associated with these properties are in various states of neglect 

and are generally unremarkable in and of themselves, the extant waste burners are significant 

structures that embody the distinctive characteristics of a type. Buildings associated with 

excelsior production were similar to those seen at twentieth-century saw mills, including 

warehouses, tool shops, and a building to house the large saws, steam engines, and associated 

machinery that milled the lumber and carried its waste product to the teepee burners. Although 

the historic integrity of design, materials, and workmanship of these resources have been 

diminished by disuse, exposure to the elements, and some minor vandalism, each of the 

complexes retain a high level of integrity of location, setting, feeling, and association. Therefore, 

it is recommended that the Excelsior Industry of Caroline County Historic District is eligible for 

the NRHP under Criterion C for its architectural merit. As an architectural resource, the district 

was not evaluated for inclusion under Criterion D. 

In sum, it is recommended that the Excelsior Industry of Caroline County Historic District is 

eligible for the NRHP under Criteria A and C. The proposed boundaries should include the four 

parcels associated with this discontiguous district, and the period of significance is recommended 

to be 1925 to 1960 (Figure 3-109). 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-109

NRHP Boundaries for the

Excelsior Industry of

Caroline County

Discontinuous District

(016-5165)

[

0 3,000 6,000

Feet

0 1,000 2,000

Meters

016-5165

016-5165

016-5165

016-5165
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-104 Architectural Intensive Survey (Report B) 

3.9 MILFORD HISTORIC DISTRICT (016-5136) 

The Milford Historic District (016-5136) highlights an unincorporated community in rural 

Caroline County, Virginia that was originally established in the late-eighteenth century as a 

tobacco trading center. The village is located at the intersection of Colonial Road (Route 722), 

Antioch Road (Route 628), and the former tracks of the RF&P Railroad (Figure 3-110). Milford 

was one of five original stations in Caroline County along the RF&P Railroad and soon became 

the largest of the small communities in the county situated along the route. Today, the town is 

composed of residential, commercial, and industrial buildings that date to the late-nineteenth 

through mid-twentieth centuries. The historic district is currently composed of 23 contributing 

resources and one non-contributing resource. Trains still run through Milford as part of CSXT’s 

RF&P Subdivision and the Amtrak system. 

3.9.1 Historic Context 

In 1607, approximately 250 members of the Dogue tribe (sometimes spelled Doeg or Taux) of 

Algonquian-speaking Native Americans established a settlement along the Mattaponi River in 

the location of what is now Milford, referred to as Doguetown (Fall 1989:185). Later, an important 

tobacco trading warehouse and a fort were established at Doguetown to take advantage of its 

location along the Mattaponi River for trade and transportation (Fall 1989:185; Fisher and 

Sparenborg 2011:147). In the eighteenth century, a tavern that also served as a slave-trading center 

operated at the site (Fall 1989:187). On November 2, 1792, the Virginia Assembly passed an act to 

formally “establish a Town and inspection of Tobacco on the lands of John Hoomes, in the county 

of Caroline,” directing that the town be “laid off into lots of half an acre each, with convenient 

streets” (Fall 1989:189; Fisher and Sparenborg 2011:147). They named this new town Milford after 

a nearby plantation. 

When the RF&P Railroad opened its line through Caroline County in 1836, the stop at Milford 

was one of only five in the county at that time (Wingfield 1924:34). The first railroad station at 

Milford was constructed the following year, and the town gained in importance (Figure 3-111) 

(Fisher and Sparenborg 2011:147). 

The first post office was established at Milford in 1849, with mail arriving by train several times 

a day (Fall 1989:189; Fisher and Sparenborg 2011:147). Interestingly, an 1851 business directory 

offers no listings for merchants or other professionals at Milford, although other communities in 

Caroline County such as Bowling Green, Port Royal, Sparta, and Ruther Glen were well 

represented (Thomson 1851:117). In 1855, Milford was described as a “post-village” located 38 

miles from Richmond (Fall 1989:191). During the Civil War, Milford was described by various 

visitors as “a rundown aggregation containing a depot, and engine house, and a handful of 

dwellings and outbuildings” and as containing “one railroad station, a commodious hotel, a few 

tumble-down out houses, with a whiskey distillery” (Figure 3-112) (Fisher and Sparenborg 

2011:148). By 1877, the community boasted the only telegraph office and Railway Express Station 

in the county as well as a small number of businesses, including two general merchants, a grist 

mill, a sawmill, and two physicians (Fall 1989:191; Fisher and Sparenborg 2011:148). 
\\DTS2\Main Job\14-015 RAPS\GIS\2018Work\14_015_AH_PhII.mxd | Last Updated: 03.14.2018

03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-110

Location of Milford

Historic District

(016-5136)

[

0 150 300

Feet

0 50 100

Meters

016-5136
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-106 Architectural Intensive Survey (Report B) 

FIGURE 3-111: STOPS ALONG THE RF&P RAILROAD IN 1854 (RICHMOND DISPATCH 1854) 

FIGURE 3-112: CIRCA-1864 MAP SHOWING THE COMMUNITY OF MILFORD ALONG THE 

RF&P RAILROAD (CONFEDERATE STATES OF AMERICA 1864) (MAP NOT TO SCALE) 

By 1882, the Milford Hotel had been constructed in the village (Fall 1989:191). The community 

continued to grow, and by 1884 included four general merchants, a flour mill, three sawmills, 

two physicians, a saddle and harness maker, an attorney, and the hotel (Fall 1989:192). Milford 

was incorporated by the Virginia Assembly in 1887, and by 1897, the population had reached 100 

(Fall 1989:192). Several large, Victorian-era styled dwellings were constructed during this period, 

reflecting the new prosperity of the town (Figure 3-113). A new passenger depot was constructed 

in 1891, and a freight depot was built the following year (Figures 3-114 and 3-115) (Fisher and 

Sparenborg 2011:148). All steam engines were required to stop at Milford to take on water, 

allowing for the development of a thriving community to service passengers and facilitate the 

movement of goods. Commodities such as pulp wood, lumber, excelsior, fertilizer, and feed were 

all shipped into or out of Milford via the railroad (Caroline County 2010:5-7). One of the 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-107 Architectural Intensive Survey (Report B) 

commercial enterprises established during this period was Blatt’s Store (016-0272), constructed 

circa 1890, which remained in business into the twenty-first century (Figures 3-116). The Milford 

Presbyterian Church (016-0264) was also constructed in the late-nineteenth century and still 

stands today, although it has been converted to residential use (Figure 3-117). 

In 1906, Milford businesses included four general merchants, one wholesale grocer, two 

blacksmiths/wheelwrights, a livery stable, and an excelsior mill (Fall 1989:193). A brick 

manufacturer and painting company were added to the offerings by 1910 (Fall 1989:193). In 1913, 

a sumac factory was established on the east side of the RF&P Railroad and soon became the 

largest such facility in the United States (Fall 1989:193). At the factory, sumac branches were 

boiled to create an extract that was used to tan leather and process textile colors (Fisher and 

Sparenborg 2011:149). 

FIGURE 3-113: UNDATED POSTCARD OF THE STILL EXTANT “RESIDENCE OF MRS. J.W. GILL, 

MILFORD, VA.,” LOCATED AT 15510 NELSON HILL ROAD (016-0267) (FISHER 2017) 

FIGURE 3-114: TURN-OF-THE-CENTURY VIEW OF THE MILFORD PASSENGER DEPOT, 

LOOKING SOUTH (GRAY 1985:36). THE WOODEN WATER TANK AND A SMALL PASSENGER 

WAITING SHELTER CAN BE SEEN ON THE RIGHT. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-108 Architectural Intensive Survey (Report B) 

FIGURE 3-115: 1940 PHOTOGRAPH OF THE MILFORD PASSENGER DEPOT, LOOKING EAST (GRAY 1985:98). 

(016-0222) CAN BE SEEN IN THE BACKGROUND (LEFT); 1968 PHOTOGRAPH OF THE MILFORD FREIGHT D

(CAROLINE COUNTY 2010:5-12) (RIGHT). 

FIGURE 3-116: CIRCA-1898 PHOTOGRAPH OF BLATT’S STORE (016-0272) (GRAY 1985:35) (LEFT); CIRCA-

OF BLATT’S STORE BEFORE IT WAS REMODELED (FISHER AND SPARENBORG 2011:149) (RI
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-109 Architectural Intensive Survey (Report B) 

FIGURE 3-117: HISTORIC 1910 PHOTOGRAPH OF MILFORD PRESBYTERIAN CHURCH (016-

0264) (GRAY 1985:59) 

The 1920s were “boom times” for the small village, with businesses such as the Milford State 

Bank, Wilson Lumber Company (which specialized in oak flooring), and several other stores and 

small factories in operation (Fisher and Sparenborg 2011:149). Blatt’s Store even provided a 

gasoline pump for automobiles and tractors (Fisher and Sparenborg 2011:149). During World War 

I, soldiers traveling to Fort A.P. Hill debarked at Milford and the town swelled to a population of 

400 people (Fisher and Sparenborg 2011:149). 

After the war, Milford’s prosperity began to wane and stores and businesses started to close 

(Figure 3-118). Some attempts to cater to increasing automobile traffic, which was quickly 

replacing the railroad, were undertaken by local businesses. A hand-operated gasoline pump was 

installed at Blatt’s Store in the 1920s, and the Blatt Chevrolet auto dealership opened around 1950 

(016-5145). Soon, however, the town was bypassed by Route 207, and trains only stopped at the 

village if requested. In 1955, the passenger depot was demolished, and the water tower was 

removed soon after (Fisher and Sparenborg 2011:150). The freight station was closed in 1973 and 

was later converted to residential housing (Fisher and Sparenborg 2011:150). With the exception 

of the demolition of a few commercial and industrial buildings and the construction of a new post 

office and single-family dwellings in the mid-twentieth century, the overall size, setting, and 

layout of Milford is virtually unchanged (Figures 3-119 and 3-120). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-110 Architectural Intensive Survey (Report B) 

FIGURE 3-118: CIRCA-2011 PHOTOGRAPH OF A COMMERCIAL BUILDING ALONG COLONIAL 

ROAD (016-0263), NO LONGER EXTANT (FISHER AND SPARENBORG 2011) 

FIGURE 3-119: 1942 COMBINED TOPOGRAPHIC MAP OF MILFORD (USGS 1942B, 1942C) 

(MAP NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-111 Architectural Intensive Survey (Report B) 

 

FIGURE 3-120: 1966 AERIAL OVERVIEW OF MILFORD (USDA 1966) 

3.9.2 Architectural Description 

The village of Milford is a representative example of a small rural community in Caroline County 

that experienced substantial growth during the nineteenth century with the coming of the 

railroad. Today, the village still contains the old freight depot, a lumber factory with teepee 

burner, several commercial buildings (mostly vacant and in disrepair), a modern post office, a 

corner store still in operation, and a number of single-family dwellings dating from the latenineteenth century through the mid-twentieth century. The Milford Hotel and the Milford 

Presbyterian Church have both been converted to residential use. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-112 Architectural Intensive Survey (Report B) 

Although Milford has lost some of its buildings from the late-nineteenth and early-twentieth 

centuries, most notably the Milford Passenger Depot, it has retained several important buildings 

such as the Milford Freight Depot (016-0266), which still stands at the center of town and is one 

of only two village depots remaining in the county (Figure 3-121). The circa-1940 DeJarnette 

Lumber Company (016-5137), the site of an earlier excelsior and/or lumber mill located 

immediately adjacent to the tracks, is still in operation and retains its prominent teepee waste 

burner, which has become a local landmark (Figure 3-122). Other contributing properties in the 

Milford Historic District include the former Milford Presbyterian Church (016-0264), the former 

Milford Hotel (016-0262), the circa-1910 Milford State Bank (016-0270), the circa-1890 Blatt’s Store 

(016-0272), a circa-1950 Chevrolet dealership (016-5145), seven additional commercial buildings 

and warehouse complexes, the 1960 Milford Post Office (016-5147), and eight single-family 

dwellings ranging in date from circa 1880 to 1942 and reflecting the Queen Anne, Craftsman, and 

vernacular styles (Figures 3-123 through 3-126). In total, 23 resources contribute to the Milford 

Historic District. One additional property, the previously surveyed circa-1890 Gray Campbell 

Inn/Schalls Furniture Refinishing and Repair (016-0263), is no longer extant and is considered a 

non-contributing resource. 

FIGURE 3-121: OVERVIEW OF THE MILFORD HISTORIC DISTRICT WITH MILFORD FREIGHT 

DEPOT (016-0266) IN BACKGROUND, LOOKING NORTHEAST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-113 Architectural In

FIGURE 3-122: DEJARNETTE LUMBER COMPANY TEEPEE WASTE BURNER (016-5137), LOOKING NORTH 

PRESBYTERIAN CHURCH (016-0264) NOW CONVERTED TO A RESIDENCE, LOOKING NORTH (

FIGURE 3-123: MILFORD STATE BANK (016-0270), LOOKING NORTHEAST (LEFT); BLATT’S STORE (016-

NORTHWEST (RIGHT)
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-114 Architectural In

FIGURE 3-124: CLARKS STORE & WAREHOUSE (016-0271), LOOKING WEST (LEFT); CLARKS WAREHOUSE (

WEST (RIGHT) 

FIGURE 3-125: OLD MILFORD HOTEL (016-0262), NOW A PRIVATE RESIDENCE, LOOKING WEST (LEFT) AN

NELSON HILL ROAD (016-0267), LOOKING WEST (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-115 Architectural Intensive Survey (Report B) 

FIGURE 3-126: BLATT CHEVROLET (016-5145), LOOKING SOUTH (LEFT); MILFORD POST 

OFFICE (016-5147), LOOKING EAST (RIGHT) 

3.9.3 NRHP Evaluation 

Milford is a small rural community established in the eighteenth century as a tobacco trading 

center that continued to prosper in the nineteenth and early-twentieth centuries with the 

construction of the railroad. Milford has largely avoided modern development and still retains 

its rural character and placement along the railroad. A wide range of contributing resources 

survive from the late-nineteenth and early-twentieth centuries; and therefore, this community 

possesses a high level of integrity of location, setting, feeling, and association. However, the 

historic integrity of some of these resources has been negatively impacted by the installation of 

replacement materials, conversion of non-residential resources to residential use, deferred 

maintenance, vacancy and neglect, as well as the demolition of important resources such as the 

passenger depot and sumac factory, resulting in a low to moderate degree of integrity of design, 

materials, and workmanship. 

In order to be considered eligible for the NRHP under Criterion A, a resource “must be associated 

with one or more events important in the defined historic context;” the associated can be one (or 

both) of two types of events: 1) a specific event marking an important moment in American 

prehistory or history and 2) a pattern of events or a historic trend that made a significant 

contribution to the development of a community, a state, of the nation (Shrimpton et al. 1990). 

The community of Milford grew from the effects of multiple industries popularized in Caroline 

County throughout its history, mainly tobacco during the eighteenth century, railroad 

transportation in the mid-nineteenth century, and excelsior at the turn of the twentieth century. 

The effects were long lasting and the marks are still seen throughout the village through its extant 

contributing resources. As such, the Milford Historic District is recommended as eligible for the 

NRHP under Criterion A for its association with industry and transportation at the local level. 

For a resource to be considered eligible under Criterion B, it must be associated with a person 

who is “individually significant within a historic context” and has “gained importance within his 

or her profession or group” (Shrimpton et al. 1990). The district has no known association with 

any significant person or group; and therefore, is recommended not eligible for the NRHP under 

Criterion B. 

Although first settled in the seventeenth century, Milford gained importance as a tobacco town 

in the eighteenth century and grew further still as it became one of five railroad stops (Penola, 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-116 Architectural Intensive Survey (Report B) 

Milford, Woodford, Ruther Glen, and Guinea) in the county creating small communities around 

them. Milford eventually became the largest of these five railroad communities and continues to 

retain a majority of the historic fabric from that prosperous period through its contributing civic, 

commercial, and residential resources that reflect a variety of architectural styles locally popular 

during that period, such as Queen Anne, Craftsman, and vernacular forms. This is in contrast to 

the other four villages, primarily Penola and Woodford (discussed further on page 3-43 of this 

report) that have had a notable loss of contributing resources. Taken as a whole, the Milford 

Historic District is a distinctive example of a railroad community in Caroline County, and 

therefore, recommended eligible for the NRHP under Criterion C at the local level. As an 

architectural resource, the Milford Historic District was not evaluated under Criterion D. 

In sum, the Milford Historic District (016-5136) is recommended eligible for listing in the NRHP 

under Criteria A & C. 

The recommended period of significance for the Milford Historic District is focused primarily 

around its revitalization of the village from the arrival of the railroad in 1836. Because it continued 

to be associated as a freight railroad stop well into the 1970s, the DC2RVA Team applied the NPS 

50-year-rule for defining periods of significance for resources “where activities begun historically 

continued to have importance and no more specific date can be defined to end the historic period” 

(NPS 1997). As such, the period of significance spans from 1836 to 1968. It also is within this 

period that all of the contributing resources were constructed. The proposed district boundaries 

encompass approximately 43 acres of land primarily on the east side of the railroad tracks. 

Beginning at the northern termination of Alliance Drive, the boundaries continue south to 

encompass several properties on the southeast side of Colonial Road (Parcel ID 56C-8-1, 56C-8-2, 

56C-A-9, and 56C-A-11) and east and west sides of Antioch Road (Parcel ID 56C-8-3, 56C-8-5, 

56C-9-2, 56C-10-A, 56C-A-10B, 56C-A-12, 56C-A-13, 56C-A-14, 56C-A-15, 56C-A-16, 56C-A-17, 

and 56C-A-18) then turns west to cross the railroad tracks just north of Nelson Hill Road to 

include several parcels on the west side of the railroad tracks (Parcel ID 55-A-99, 55-A-101, and 

55-A-102). It then continues north to include properties on the northwest side of Colonial Road 

and Alliance Drive (Parcel ID 56C-A-4, 56C-A-6, 56C-A-7, and 56C-A-8) (Figure 3-127). 
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Legend

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Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-127

Proposed NRHP

Boundaries for the

Milford Historic District

(016-5136)

[

0 150 300

Feet

0 50 100

Meters

016-5136
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-118 Architectural Intensive Survey (Report B) 

3.10 MILFORD STATE BANK (016-0270) 

Milford State Bank, is located on the northeast side of Antioch Road, east of the railroad tracks 

within the heart of Milford (016-5136) in Caroline County. The bank is situated close to the 

roadway on a narrow, rectangular lot measuring approximately 0.28 acres, with the northeast 

portion of the parcel containing an open lawn with a few mature trees (Figure 3-128). A picket 

fence bounds the property on the southwest, and metal chain-link fencing encloses the northeast 

portion of the parcel. The property is surrounded on the northwest and northeast by residential 

properties and on the southeast and southwest by commercial properties. No secondary 

resources were observed. The property is accessed by a gravel drive extending from the road on 

the northwest side of the building, leading to a parking area to the northeast of the dwelling. 

3.10.1 Historic Context 

The small community of Milford was established in 1792 and experienced growth when the RF&P 

Railroad opened its line in 1836 (Fisher and Sparenborg 2011:147). Because of the rail line, Milford 

experienced a boom of store and factory development. The increase in population and economic 

prosperity brought about a need for a local bank (Fisher and Sparenborg 2011:149). For more 

information about Milford, see page 3-104. 

The Milford State Bank is located on land that was owned by T.E. Campbell, who sold 2 acres to 

Milford State Bank, Inc. in 1912. The parcel was described as: 

Part of the residence lot of said Campbell, which he purchased of C.L. Collins and 

Wife...upon the condition that the said party of the second part erect on said lot a 

bank building, but no other business building, and start a bank therein, and upon 

failure so to do, the said lot of land is to revert to said T.E. Campbell upon his 

repayment of the purchase price of said land and the cost of any bank building 

that may be erected thereon [CCDB 79:153]. 

The stipulations for erecting a bank were met, making it the first and only bank in Milford, and 

in 1929 the land and property was acquired by Union Bank and Trust Company by merger with 

Milford State Bank, Inc. (CCDB 120:308). 

T. Benjamin Blatt bought the bank building in 1943 from the Union Bank and Trust Company. By 

this time, the bank lot had been reduced to 0.28 acres (CCDB 120:308). At this point, archival 

research indicates that the building no longer continued to operate as a bank, though it is not 

clear what it was used for after 1943. The Blatts were a prominent family in town, as they owned 

a successful general store and in 1950 opened a Chevrolet dealership, which later became their 

primary business (Figure 3-129) (Fisher and Sparenborg 2011:149; Gray 1985:131). 

In 1973, T. Benjamin Blatt sold the 0.28 acre lot with the bank building on it to Joseph and 

Elizabeth Alvey, who sold the property five years later to real estate brokers Stephen Lohr and 

Donald Pitts (CCDB 205:180, 249:303). In 1999, they sold the property to Hardeep S. Dhillon who 

owns it today and has repurposed the building as apartments. Dhillon owns several buildings in 

Milford and is working with the community to renovate them (Fredericksburg Free Lance-Star 

2015). 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-128

Location of the Milford

State Bank (016-0270)

[ 0 60 120

Feet

0 20 40

Meters

016-0270
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-120 Architectural Intensive Survey (Report B) 

FIGURE 3-129: LOCATION OF MILFORD STATE BANK ON 1942 COMBINED TOPOGRAPHIC 

MAP OF MILFORD (USGS 1942B, 1942C) (MAP NOT TO SCALE) 

3.10.2 Architectural Description 

3.10.2.1 Primary Resource Exterior 

The Milford State Bank, located at 15461 Antioch Road, is a two-story brick building constructed 

circa 1910 in the Classical Revival style (Figures 3-130 through 3-132). The building has a 

continuous, poured-concrete foundation and a masonry structural system of red brick laid in an 

American bond. The building’s façade (southwest elevation) is divided into five distinct bays via 

brick pilasters with plain capitals of concrete. Courses of soldier and rowlock brick on the 

northwest and southeast elevations create decorative bands that horizontally break up the wall 

surface. The building is covered by a low-pitched, asphalt-shingled, hipped roof with boxed eaves 

containing a denticulated cornice that appears to have been replaced with aluminum dentils 

(Figure 3-133). A painted brick parapet wall caps the southwest elevation (Figure 3-133). An 

interior-end, brick chimney is centered on the northwest elevation and an additional brick 

chimney can be seen at the juncture of the northeast elevation and a rear addition. 

The building has a pair of slightly recessed entrances on the façade, one in each of the outermost 

bays (west and south corners). Each entrance contains a double-leafed wood door with full 

rectangular lights topped by a single-light, wood-frame transom and concrete jack-arched lintels 

with keystones. Decorative wood paneling embellishes the inset sides of each entrance. Other 

fenestration includes single, one-over-over, vinyl, replacement windows. Window openings at 

the façade feature concrete sills and jack-arched lintels and in the outermost bays are further 

elaborated by decorative brick aprons (Figure 3-134). The central bay in the second story of the 

façade once contained a window but has since been removed and the space filled with brick. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-121 Architectural Intensive Survey (Report B) 

FIGURE 3-130: SITE PLAN OF THE MILFORD STATE BANK (CAROLINE COUNTY 2018) (NOT 

TO SCALE)

FIGURE 3-131: SOUTHWEST ELEVATION 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-122 Architectural Intensive Survey (Report B) 

FIGURE 3-132: SOUTH OBLIQUE 

FIGURE 3-133: ROOF AND EAVE DETAIL, WEST OBLIQUE 

A two-story addition, spanning a majority of the northeast elevation, is clad in vinyl siding and 

is covered by a low-pitched, hipped, standing-seam-metal roof (Figure 3-134). The north corner 

of the second story features a different shade of vinyl siding and the northwest portion protrudes 

slightly and is supported by a metal post. Though construction seams are obscured by the vinyl 

siding, the addition was possibly built in stages. A secondary entrance is situated on the northeast 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-123 Architectural Intensive Survey (Report B) 

elevation of the addition and filled with a single-leaf, metal, paneled door. A set of concrete stairs 

is used to access the secondary entrance; the entrance is sheltered by a pent roof supported by 

wood brackets. Fenestration in the addition includes several one-over-one, vinyl, double-hung, 

and single-light, metal-frame, casement, replacement windows. A wood deck extends from the 

east half of the northeast elevation of the core of the building with a set of wood steps extending 

from the northeast. 

FIGURE 3-134: DETAIL OF FENESTRATION, SOUTHWEST ELEVATION (LEFT); NORTHEAST 

ADDITION OF THE MILFORD STATE BANK (RIGHT) 

3.10.2.2 Primary Resource Interior 

Interior access was not granted by the current property owner during this effort. However, the 

building is presently a multi-family dwelling divided into apartments, and the interior has likely 

been remodeled to accommodate this change in use. 

3.10.3 NRHP Evaluation 

The Milford State Bank is a two-story brick building constructed circa 1910 in the Classical 

Revival style. Milford State Bank was constructed during the fastest period of growth for the 

community of Milford at the turn of the twentieth century. Although once an integral part of 

economic development of Milford, this building has not been used as a bank for approximately 

75 years. The resource retains historic integrity of location, setting, and some integrity of feeling 

and association; however, recent modifications including the introduction of replacement 

materials, change of use and probable division of interior space, alterations to original 

fenestration, and rear additions have significantly diminished its integrity of design, materials, 

and workmanship. 

As the building no longer conveys its historic role as a bank in this community, it is recommended 

not eligible for listing in the NRHP under Criterion A. The Blatt Family played an important role 

in the growth of the Milford community; however, the bank was likely no longer used as a 

financial institution under their ownership. Further archival research did not yield any names of 

significant individuals involved with the bank’s operation or other important people of note. 

Therefore, the resource is not eligible under Criterion B. 

The Milford State Bank has undergone several alterations over the years, including the 

installation of vinyl replacement windows, construction of a rear addition, and major interior 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-124 Architectural Intensive Survey (Report B) 

renovation to accommodate multi-family housing. Although it retains several notable elements, 

such as the divided façade with brick pilasters, denticulated cornice, brick parapet, and jackarched window lintels, the resource maintains a low to moderate level of integrity of materials, 

design, workmanship, association, and feeling. While the Milford State Bank is one of only four 

banks in Caroline County to be recorded with the DHR, none of which have been formally 

evaluated for NRHP eligibility, there are several other examples of resources that retain the 

historic fabric of the exterior of the building but as they have had severe alterations to their 

interiors, DHR staff determined them to be not eligible for the NRHP. One example of this is the 

Seaboard Air Line Freight Depot (127-0292), an early-twentieth-century, two-story, masonry 

commercial building located in Richmond with similar ornamentation to the Milford State Bank. 

Although the building’s exterior has been well maintained and only partially modified by the 

replacement of fenestration, the building’s interior was heavily renovated into office spaces and 

other portions of the building were removed, greatly impacting the resource’s overall historic 

integrity. As such, DHR staff determined that the Seaboard Air Line Freight Depot was not 

eligible in 2008. An additional example is the Bank of McKenney (257-5004) situated within the 

McKenney Historic District (257-5001) in Dinwiddie County. This resource, also within a railroad 

community, is a circa-1906, one-story, masonry bank building with detailed brickwork and an 

accentuated parapet along its façade. Similar to the Milford State Bank, the interior of the Bank of 

McKenney has also been substantially comprised leading DHR staff to determine the resource as 

not eligible under the category of architectural merit in 2012 (Dollins and Barile 2012). The Milford 

State Bank, similar to the above examples, does not sufficiently possess enough historic integrity 

to warrant eligibility for its architectural merit, it is recommended as not eligible for listing in the 

NRHP under Criterion C. As an architectural resource, it was not evaluated under Criterion D. 

In sum, the Milford State Bank is recommended not eligible under Criteria A–C. 

In addition, the Milford State Bank is located within the boundaries of the newly surveyed 

Milford Historic District (016-5136). The resource was built within the district’s period of 

significance and exemplifies architectural trends throughout the community. As such, the 

Milford State Bank is recommended as a contributing element to the Milford Historic District. 

3.11 COGHILL-JETER STORE (016-0286) 

The Coghill-Jeter Store (016-0286), previously known as Coleman’s Store and located at 22275 

Penola Road, is a two-story, frame, commercial building constructed circa 1880. Despite being 

identified as “Coleman’s Store” in earlier surveys, no evidence was found to suggest that the 

resource at 22275 Penola Road was built or even owned by a member of the Coleman family at 

any time in the past. The resource is located adjacent to the RF&P Railroad in the small, 

unincorporated community of Penola (Figure 3-135). The parcel also includes a two-story, threebay dwelling at 16095 Polecat Lane, which allegedly served as the home of the storekeeper (See 

Figure 3-138). 
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03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-135 

Location of the 

Coghill-Jeter Store 

(016-0286)

[

0 60 120

Feet

0 20 40

Meters

016-0286
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-126 Architectural Intensive Survey (Report B) 

3.11.1 Historic Context 

When the RF&P Railroad opened its line through Caroline County in 1836, “Pole Cat” was one 

of only five stops along that route (Fall 1989:224). A post office was established at what was later 

known as Penola on June 29, 1857. Twenty years later the community claimed five merchants and 

tradesmen (Fall 1989:223–224). In 1886, Charles L. and Bettie L. Collins (nee Coghill) sold to Lewis 

L. Coghill a 90-acre tract straddling the railroad known as “Penola” (CCDB 61:177). This deed 

identified the study property as “the farm & store house at Penola Station,” indicating that a store 

had been constructed on the land of Charles L. Collins sometime prior to 1886 (CCDB 61:178). 

According to the list of merchants in federal censuses, there is no record of Collins having 

operated a store at Penola nor does he appear as a merchant in the 1880 census (U.S. Census 1880). 

However, a merchant identified as Coghill & Brother are known to have been in business at 

Penola by 1880 (Fall 1989:224). In the census for that year, a bachelor named William G. Coghill 

was living with the family of his brother, Lewis L. Coghill, and both listed their occupation as 

merchants (U.S. Census 1880). 

In 1885, Lewis Coghill was appointed postmaster at Penola, which he may have operated out of 

his store, and he continued as proprietor of the store until at least 1890 (Fall 1989:224–225; United 

States Post Office Department 1893). When Lewis Coghill passed sometime between 1890 and 

1900, he was still in possession of the 90-acre tract of land at Penola Station. His young widow 

conveyed the tract containing the store to Thomas B. and William R. Jeter in 1903 (CCDB 70:256). 

In 1905, the Jeter brothers sold 1.78 acres adjacent to the southbound tracks of the RF&P Railroad 

to the railroad company. 

By 1908, W.R. Jeter and T.B. Jeter dissolved their partnership and partitioned their assets with 

T.B. assuming ownership of the tract of land (CCDB 74:594). A 1917 plat shows the original core 

of the store without additions (Figure 3-136). T.B. Jeter continued to operate the store and farm 

the associated land, and his son, Henry Jeter, was employed as a store clerk by 1940 (Fall 1989:227; 

U.S. Census 1920, 1930, 1940; Wingfield 1924:291). When T.B. Jeter died in 1941, Henry continued 

to operate the store according to a 1949 newspaper article (The Bee 1950; CCDB 134:381; 

Fredericksburg Free Lance-Star 1949a, 1949b). As the popularity of the automobile increased, 

railroad passenger and freight traffic at Penola declined, as did the population and commercial 

enterprises that catered to them. By 1940, Penola and the nearby community of Peatross, located 

approximately 3 miles to the south, were listed with a combined population of just 25 people, and 

by 1969, neither the Penola post office nor the Penola depot were in service (Fall 1989:227). 

Upon his death in 1960, the property passed to Henry’s widow, Lucy F. Jeter, who conveyed a 

small parcel of 4.40 acres containing the store and the house to Gail & Kitty Gordon in 1964 

(CCWB 41:389; CCDB 158:375). An aerial photograph taken two years later shows the store with 

at least two additions (Figure 3-137). This parcel is currently owned by their heirs, Lucas A. 

Gordon and Elizabeth B. Gordon, subject to the life estate of Kitty Gordon (CCDB 1197:796). The 

remainder of the property remains in the hands of the Jeter family and others. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-127 Architectural Intensive Survey (Report B) 

FIGURE 3-136: DETAIL OF 1917 PLAT MAP OF IMPROVEMENTS TO THE STATION AT PENOLA, 

SHOWING FOOTPRINT OF THE COGHILL-JETER STORE (RF&P RAILROAD COMPANY 1917) 

(MAP NOT TO SCALE) 

FIGURE 3-137: 1966 AERIAL VIEW OF PENOLA AND THE COGHILL-JETER STORE (USDA 

1966B) 

According to historic topographic maps, an associated house, possibly used as the store owners’ 

residence, existed at the location now identified as 16095 Polecat Lane by 1918 (USGS 1918). In 

1911, the value of the buildings on the parcel increased from $300 to $1,500, perhaps indicating 

the construction of this house. Furthermore, the materials of the dwelling, particularly the 

concrete-block foundation, suggest a construction date of circa 1911. 

3.11.2 Architectural Description 

3.11.2.1 Primary Resource Exterior 

The primary resource, the Coghill-Jeter Store, is a two-story building consisting of a square 

central block and three smaller one-story wings (Figures 3-138 and 3-139). The 1917 plat shows a 

simple square building with pyramidal roof devoid of wings or additions, suggesting that all 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-128 Architectural Intensive Survey (Report B) 

three projecting wings were later additions (Figure 3-139) (RF&P Railroad Company 1917). The 

central block, which is the original core, has a continuous brick foundation with periodic parging 

that supports a frame structure clad in weatherboard (Figure 3-140). The pyramidal roof is 

covered with standing-seam metal and a vent pierces the roof on the southwest slope. A 

rectangular metal cap is located on the peak of the roof, suggesting that a chimney stack may 

have been removed at some time. The primary entrance is centered on the southwest-facing 

façade and consists of double-leaf wood doors of vertical boards with a double-leaf, wood-framed 

screen door topped by a two-light transom with security bars and a commercial-style gooseneck 

light fixture. A set of poured-concrete steps provide access to the main entrance. A secondary 

entrance is located on the southeast elevation facing the railroad tracks and consists of doubleleaf, paneled wood door with porcelain knob topped by a two-light transom with security bars. 

The steps accessing this entrance have been removed. Windows consists primarily of six-oversix, double-hung, wood sashes in the upper story and paired, two-over-two, double-hung, wood 

sashes with vertical muntins and operable wood shutters of diagonal boards in the lower story 

of the façade. 

Three one-story frame additions, added after 1917, extend from the central core of the building: 

one from the northwest corner, one from the northeast elevation, and one at the south corner. All 

three are clad in weatherboard and covered by hipped roofs sheathed in standing-seam metal. 

The additions are raised on brick and poured concrete piers. An entrance is located on the 

southeast elevation of the northeast addition and the southwest elevation of the south addition. 

They are both filled with a single-leaf wood door of vertical boards (Figures 3-140 and 3-141). 

Other fenestration consists of two-over-two, double-hung, wood sashes with vertical muntins 

protected by modern metal security mesh (Figure 3-141). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-129 Architectural Intensive Survey (Report B) 

FIGURE 3-138: SITE PLAN OF THE COGHILL-JETER STORE (016-0286) (GOOGLE EARTH 

2018) (NOT TO SCALE) 

FIGURE 3-139: STORE, SOUTH OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-130 Architectural In

FIGURE 3-140: STORE, SOUTHEAST ELEVATION (LEFT) AND SOUTHWEST ELEVATION AND ADDITI

FIGURE 3-141: STORE, DETAIL OF NORTHWEST ADDITION, SHOWING BRICK FOUNDATION (LEFT) AN

ELEVATION OF CENTRAL BLOCK AND NORTHEAST ADDITION (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-131 Architectural Intensive Survey (Report B) 

3.11.2.2 Primary Resource Interior 

The first story of the Coghill-Jeter Store has a one-room open core, with interior doors leading to 

all three additions to the north, east, and west of the primary entrance (Figures 3-142 and 3-143). 

A fixed icebox grocery counter is located in the center of the room (Figure 3-144). The ceiling and 

interior walls are clad in shiplap siding. Piping for a stove or other exhaust outlet extends from 

the center of the room to the second floor via a central ceiling vent. Two of the first story additions 

have the same treatment as the core room: ceiling and interior walls clad in horizontal beveled 

wood siding, and the third has plaster coated walls and ceiling. The Coghill-Jeter Store also has 

several operating F. E. Meyer & Brothers ladders with shelf-tracks on the north, west, and south 

ends of the primary room. Established in 1870, the Meyer Company produced pulleys and 

hardware out of Ashland, Ohio. 

The second story, accessed via a wood winder staircase lined with a two-by-four railing on the 

north side of the center core, has a single room with an open plan and an additional room in the 

south corner (Figure 3-145). The wall on the south side of the second story is unclad, exposing the 

lath and plaster keys of the secondary room. The wood trim, ceiling and wall paneling, and floors 

appear to be original to the core of the building. The building is currently used as an antique 

store, and both floors are used for inventory and storage. 

FIGURE 3-142: FIRST STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-132 Architectural Intensive Survey (Report B) 

FIGURE 3-143: FIRST STORY, FACING NORTHWEST 

FIGURE 3-144: CENTRAL COUNTER, DETAIL IN FIRST STORY, LOOKING NORTHWEST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-133 Architectural Intensive Survey (Report B) 

FIGURE 3-145: SECOND STORY PLAN (NOT TO SCALE) 

3.11.2.3 Secondary Resources 

The single-family dwelling at 16095 Polecat Lane is located northeast of the Coghill-Jeter Store on 

the same parcel. According to historic topographic maps, tax assessment records, and field 

inspection, the house is believed to have been constructed circa 1911. The two-and-a-half-story 

building with partially excavated lower story is three bays wide, two bays deep, and has an 

overall square plan (Error! Reference source not found.-146). A one-story addition on the 

northeast elevation was constructed sometime after 1966 and was enlarged in 2015. The building 

has a raised, continuous, concrete-block foundation that supports a frame structural system clad 

in vinyl siding. The hipped roof is covered with standing-seam metal and displays interior brick 

chimneys near the southwest and northwest corners and an interior chimney of concrete block 

on the northeast slope. The primary entrance is located on the southeast elevation and consists of 

a single-leaf, paneled, wood door with modern storm door flanked by two-light sidelights and 

topped by a three-light transom. The entrance is accessed via a raised porch with a wood deck 

resting on poured-concrete piers. Chamfered wood columns with flat decorative capitals support 

a hipped roof. The balustrade consists of flat panels with decorative geometric cutouts, and the 

porch is accessed via a set of five wood steps with wood railing. A secondary entrance is located 

in a small, one-story, ground-level projection at the northwest corner and appears to provide 

access to a basement or cellar. A raised, one-story, frame screened-in porch on the rear 

(northwest) elevation has post-in-ground construction and a shed roof (Figure 3-147). 

 Other fenestration consists primarily of six-over-six, double-hung, vinyl replacement windows 

flanked by fixed shutters. A one-and-a-half-story, post-1966 addition at the northeast corner of 

the dwelling features a raised concrete-block foundation, frame structural system clad in vinyl 

siding, and a side-gabled roof. An exterior brick chimney with two sets of shoulders is located on 

the northwest elevation of the addition. On the northeast elevation, a set of concrete steps leads 

down to a subterranean entrance that accesses the basement. In 2015, construction was underway 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-134 Architectural Intensive Survey (Report B) 

to expand the addition with a raised, post-in-ground extension on the southeast elevation and a 

new gabled roof (Figure 3-148). 

FIGURE 3-146: DWELLING AT 16095 POLECAT LANE, SOUTHEAST OBLIQUE 

FIGURE 3-147: DWELLING AT 16095 POLECAT LANE, NORTHWEST OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-135 Architectural Intensive Survey (Report B) 

FIGURE 3-148: DWELLING AT 16095 POLECAT LANE, NORTHEAST ELEVATION 

A small, rectangular, frame barn with a side-gabled roof is located in the southeast corner of the 

property, immediately adjacent to Polecat Lane and approximately 125 feet from the railroad 

tracks (Figure 3-149). According to historic aerial imagery, the barn predates 1966 and is estimated 

to have been constructed around the same time as the house circa 1911. An entrance on the north 

elevation provides access to the interior and does not have a door. Two small sheds are located 

on the north side of the property (Figure 3-150). One of the sheds, constructed around 1911, is a 

square frame building clad in board-and-batten siding located northwest of the dwelling. The 

building features a single-leaf door of vertical boards centered on the south elevation. The second 

small frame shed clad in T1-11 siding is located northeast of the house and is estimated to have 

been constructed circa 1925. The shed roof is covered with v-crimp metal. Fenestration includes 

a single-leaf, wood door and six-light, wood-framed windows. 

FIGURE 3-149: BARN, NORTHWEST OBLIQUE 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-136 Architectural Intensive Survey (Report B) 

FIGURE 3-150: SOUTH ELEVATION OF CIRCA-1911 SHED (LEFT); NORTHWEST OBLIQUE OF 

CIRCA-1925 SHED (RIGHT) 

3.11.3 NRHP Evaluation 

The Coghill-Jeter Store is the only surviving commercial building in the largely abandoned village 

of Penola and is representative of the small country stores once found in crossroads communities 

and railroad stops throughout rural Caroline County. Although the store appears to have 

undergone alterations in the early-twentieth century, such as the construction of at least two onestory additions and window replacement, overall, the resource retains a moderate to high level 

of historic integrity of design, materials, and workmanship. It has a high level of integrity of 

location, setting, feeling, and association, as the area surrounding resource has remained fairly 

unaltered and rural. 

The NPS outlines the considerations for which a property can be eligible for the NRHP under 

Criterion A. They are as follows: “To be considered for listing under Criterion A, a property must 

be associated with one or more events important in the defined historic context... The event or 

trends, however, must clearly be important within the associated context ... and it must retain 

historic integrity” (McLelland et al. 1999). The Coghill-Jeter Store no longer functions as a general 

store for the small community of Penola, nor is it known to be directly associated with an 

important event in history. For these reasons, the Coghill-Jeter Store is recommended not eligible 

for the NRHP under Criterion A. 

For a resource to be eligible under Criterion B, it must have an association with a person who is 

“individually significant within a historic context” and has “gained importance within his or her 

profession or group” (Shrimpton et al. 1990). None of the owners were found to be particularly 

impactful on local commerce nor were they found to be generally important locally, statewide, 

or nationally; therefore, the resource is recommended not eligible for the NRHP under Criterion 

B. 

Although there are other surviving examples of general stores in railroad-focused communities 

within the county, not many retain their historic fabric as does the Coghill-Jeter Store. The 

Clarke’s Store (016-0271) in the Milford Historic District (016-5136) along the railroad in Caroline 

County is a two-story, front-gabled, frame store (see photo on page 3-114). It is currently suffering 

from vacancy and neglect and features many replacement exterior materials. Also located within 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-137 Architectural Intensive Survey (Report B) 

the Milford Historic District is Blatt’s Store (016-0272), which is a circa-1890, two-story frame 

commercial building converted into a dwelling. It is clad in replacement materials and features 

many large-scale additions (see photo on page 3-113). The E.C. Allen Store (016-0211) is another 

example of a late-nineteenth-century, frame store building; however, unlike the Coghill-Jeter 

Store, it has been covered in replacement materials and fenestration and has also been converted 

into a dwelling. Similar to the Coghill-Jeter Store, the Darnell Store (042-0470) located on the north 

side of Doswell Road, east of the railroad tracks in neighboring Hanover County, is a two-story, 

frame commercial building with flanking wings; however, it features a large two-story, façade 

addition (see page 3-151 for further discussion). Unlike the Coghill-Jeter Store, there are many 

notable extant examples of this property type throughout Hanover County (i.e. Cobb Store [042-

0341] and Stanly Store [042-0352]) whereas Caroline County is lacking in this regard. As one of 

the most architecturally intact examples of a rural, late-nineteenth-century, general store building 

along the RF&P Railroad in Caroline County, this resource is recommended eligible for the NRHP 

under Criterion C. As an architectural resource, this property was not evaluated under Criterion 

D.

In sum, the Coghill-Jeter Store is recommended eligible for the NRHP under Criterion C. 

The proposed NRHP boundary for the Coghill-Jeter Store at 22275 Penola Road comprises and 

follows the legal lot description for parcel 85-A-61 in Caroline County (Figure 3-151). It is 

bounded on the west by Penola Road, on the south by Polecat Lane, on the east by parcel 85-A60, and on the north by parcel 71-A-17A. The proposed boundaries include the store, the house, 

barn, and two sheds. The period of significance for the Coghill-Jeter Store begins with its 

ownership by the Jeter Family around 1880 and ends in 1964, when it ceased use as a country 

store. 
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Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-151

Proposed NRHP

Boundaries for the

Coghill-Jeter Store

(016-0286)

[

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Feet

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016-0286
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-139 Architectural Intensive Survey (Report B) 

3.12 DOSWELL HISTORIC DISTRICT (042-5448) 

The Doswell Historic District (042-5448), an unincorporated community in Hanover County, is 

located along the Virginia Central Railroad, later part of the Chesapeake and Ohio (C&O) 

Railroad, at the crossing of the RF&P Railroad, both of which are now owned by CSXT (Figure 3-

152). Doswell Road, which runs east-west, cuts through the middle of the hamlet where the 

railroad tracks intersect. Two additional roads are situated within the boundaries of the historic 

district: Railroad Avenue and Doswell Park Road. 

Historically, the area was surrounded by rural farmsteads; however, at the turn of the twentieth 

century, a small community was more formally established around the crossroads of the railroads 

where a train depot welcomed freight and passengers. Commercial and residential buildings 

were constructed primarily on the east side of the tracks while a warehouse was situated to the 

north and a farm to the west. Now, the district is mainly occupied by residential buildings and 

retains much of the architecture from that prosperous period. In 1994, DHR staff formally 

determined the Doswell Historic District eligible for the NRHP under Criterion A at the local 

level for its significance in transportation; however, a 2008 survey and the initial survey of the 

DC2RVA Project recommended it potentially eligible under Criteria B and C as well (Peckler 

2016).

3.12.1 Historic Context 

After the RF&P Railroad opened their north-south route in 1836, the Louisa Railroad Company 

constructed the Virginia Central Railroad in 1850 from Richmond westward to Stanton where it 

intersected with the RF&P Railroad north of Richmond in Hanover County (Hanover County 

Historical Society 1993). The community of Doswell, originally known as Louisa Depot and then 

Hanover Junction, was established at this intersection (Neville et al. 1992). Most buildings 

constructed during that time have since been demolished due to events of the Battle of North 

Anna River during the Civil War (Salmon 2001). The Virginia Central Railroad played a 

significant role for the Confederate Army during the war as General Robert E. Lee relied on these 

railroads for supplies during his famous campaigns between 1862 and 1864, therefore this area of 

Central Virginia was a point of contention (Figures 3-153 and 3-154) (Salmon 2001). The area also 

had its share of fighting primarily during the Virginia campaigns, with the Union Army 

attempting to cut off supplies to the Confederates (Staunton Spectator 1863). 
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Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-152

Location of the Doswell

Historic District

(042-5448)

[

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Feet

0 40 80

Meters

042-5448
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-141 Architectural Intensive Survey (Report B) 

FIGURE 3-153: MAP OF CONFEDERATE OCCUPATION OF HANOVER JUNCTION AND THE 

SURROUNDING AREA (HOTCHKISS 1895) 

FIGURE 3-154: PLAN OF THE BATTLE OF NORTH ANNA RIVER FOUGHT MAY 23RD–MAY 26TH, 

1864 (SNEDEN 1865) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-142 Architectural Intensive Survey (Report B) 

As shown in Figure 3-155, the Doswell farm, also known as Bluffield, was located just northwest 

of Hanover Junction. The Doswell family has lived in this area of central Virginia since the 

American Revolution. Major Thomas Doswell (1823–1890) inherited the family farm from his 

father. Thomas Doswell is known for serving as a staff officer for the Confederate Army during 

the Civil War and for his love for horse racing. It is for him the name of the hamlet of Hanover 

Junction was changed to Doswell after his death in 1890 (Hanover County Historical Society 

1993). 

The community of Doswell was already roughly laid out in 1874 when a farm in the area known 

as the “Junction property” was divided between six estates. Shortly prior to the death of Thomas 

Doswell, a significant amount of land formerly belonging to a deceased Phillip B. Winston 

immediately surrounding the intersection of the railroads was subdivided into 19 lots amongst 

his heirs (Hanover County Deed Book [HaCDB] 7:388–390). The little town began to flourish at 

that point (Figure 3-155). An excelsior mill was established near the intersection of the railroads, 

the Old Dominion Excelsior Mill Co., as well as a general store and bank to the east of the railroad 

intersection. 

A majority, if not all, of the commercial and industrial development of Doswell occurring in the 

1890s and first two decades of the 1900s was due to merchant and entrepreneur Daniel E. 

Campbell (1867–1939) (Virginia Department of Health 1939). Daniel Campbell, who purchased 

many of the subdivided lots of the Winston estate, owned and operated the general store (042-

0470) and hotel in Doswell, establishing the Doswell branch of the Tri-County Bank (042-0469), 

and operating a nearby excelsior mill (Hanover County Historical Society 1993). His life and 

accomplishments are discussed further in the Darnell Store (042-0470) section of this report (page 

3-149). He is also attributed with constructing several of the residential dwellings within the 

district as well. 

FIGURE 3-155: DOSWELL HISTORIC DISTRICT (IN BLUE) ON 1918 USGS 15-MINUTE 

TOPOGRAPHIC MAP OF DOSWELL, VIRGINIA (USGS 1918) (MAP NOT TO SCALE) 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-143 Architectural Intensive Survey (Report B)

While the railroad community was in its prime, farming, industry, and trade combined to keep 

the local community prosperous (Hanover County Historical Society 1993). Development around 

the central hub of Doswell also continued through the 1930s due to the continuation of passenger 

and freight traffic throughout the area (McCartney 2009). The original passenger depot (043-0093) 

burned down and was reconstructed in its current Colonial Revival-style around 1928 while a 

switch tower for the operation of the crisscrossing railroad tracks was built in 1929 (Figure 3-156). 

Discussed in the Doswell Depot and Tower (042-5466) section of this report, the passenger stop 

was retired primarily in 1958; however, they allowed passenger trains to stop at the depot in 

Doswell on a case by case basis until 1970 (see page 3-177). The construction of U.S. Route 1, 

portions of which are the historic Jefferson Davis Highway which came through during the 1910s, 

slightly affected railroad transportation. It was not until Interstate 95 was constructed in the late 

1950s, though, that Doswell began to dwindle. The introduction of this highway became a 

deterrent for passenger rail travel at this time; subsequently the Doswell stop was eventually 

abolished. However, this may have saved the small hamlet from further modern development 

and sprawl. Currently, buildings on the eastern side of the railroad intersection in Doswell are 

primarily residential save for the former bank and general store which are now occupied by an 

antique operation while the area to the western side of the tracks is primarily industrial and 

continues to be utilized by CSXT. 

FIGURE 3-156: DOSWELL HISTORIC DISTRICT (IN BLUE) ON A 1951 USGS 7.5-MINUTE 

TOPOGRAPHIC QUADRANGLE MAP OF DOSWELL, VIRGINIA (USGS 1951) (MAP NOT TO 

SCALE) 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-144 Architectural Intensive Survey (Report B) 

3.12.2 Architectural Description 

The village of Doswell is a small rural community that experienced substantial growth during 

the late-nineteenth and early-twentieth centuries as a result of the development and expansion of 

the railroad. The buildings within the district were constructed between 1850 and 1940 and 

include three rail-related structures, two commercial buildings, a church, and nine residential 

buildings (Figure 3-157). The district contains only one road, Doswell Road, which leads from 

U.S. Route 1 in the west and continues east over the former RF&P Railroad tracks towards I-95. 

Buildings are primarily situated on the east side of the tracks with an agricultural property and 

mixed industrial and residential property on the west. The road is not lined with a public 

sidewalk, and the properties within the district are spotted with a mix of deciduous and 

coniferous trees, shrubbery, and plantings (Figure 3-158). 

Although Doswell served as a passenger and freight stop until the late 1950s, the small railroad 

village has remained fairly intact with a majority of its above-ground resources dating from the 

turn of the century. The circa-1927 Doswell Depot and Tower (042-0093) sit at the track 

intersection at the center of the village, where it replaced an older wooden depot in that area that 

had burned (see page 3-179 for further discussion on this resource). Daniel Campbell, the force 

behind successful settlement and growth of the village, constructed several buildings on the east 

of the track intersection including the Darnell Store (042-0470), Doswell Inn (042-0468), and the 

Daniel Campbell House (042-0467), among others. 

FIGURE 3-157: VIEW OF INTERSECTION OF RAILROAD TRACKS AND DOSWELL ROAD, 

LOOKING EAST 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-145 Architectural Intensive Survey (Report B)

FIGURE 3-158: VIEW OF DOSWELL ROAD FROM 10540 DOSWELL ROAD (043-0473), 

LOOKING WEST

The architectural styles of the residential buildings included within the district boundaries reflect 

trends seen through this region of Virginia during the turn of the twentieth century, except for 

the Billy Wright House (042-0477) which was constructed circa 1850. A majority of the residential 

resources constructed between 1890 and 1900 reflect a vernacular form and are mainly two stories 

in height and have an L-shape or I-house plan. These include the Flippo House (042-0474), Daniel 

Campbell House at 10548 Doswell Road (042-0472), Daniel Campbell House at 10540 Doswell 

Road (042-0473), and Daniel Campbell House at 10564 Doswell Road (042-0475) (Figures 3-159

and 3-160). Following the Eclectic movement that was popularized during this time, other 

architectural styles or characteristics thereof seen through the village include Georgian Revival 

and Free Classic (Doswell Inn, 042-0468, and Daniel Campbell House at 10571 Doswell Road, 042-

0467) (Figure 3-161) (McAlester 2015). Outliers of the group of residential buildings in the Doswell 

Historic District is the House at 10558 Doswell Road (042-0471), which was constructed in circa 

1927 as a Craftsman-style bungalow, and the House and Warehouses at 10600 Doswell Road (042-

5719), which was constructed in circa 1925 in a one-story vernacular form (Figure 3-159).

The commercial buildings located within the district were constructed between 1898 and 1930. 

The Darnell Store (042-0470), discussed further in a separate section of this report (p. 3-149), is the 

earliest commercial building within the district being constructed with a frame structural system 

around 1898 in a vernacular form. The Tri-County Bank–Doswell Branch (042-0469), detailed on 

page 3-158, was constructed circa 1920 in a vernacular commercial building style. One mixed-use 

building, Allen’s Store and House (042-0476), is known to have been demolished. The church is 

situated in the eastern half of the district on Doswell Road and consists of a one-story, frame 

structure constructed during the 1960s. A circa 1940, single-span, arched concrete culvert (500-

0001-0012) is situated just south of the depot. A rail-related resource, the Doswell Depot and 

Tower (042-5466), was constructed circa 1928 to replace an older depot station that had burned 

down. It features architectural characteristics of the Classical Revival style (see page 3-180).
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-146 Architectural Intensive Survey (Report B) 

In general, buildings in the district range from one to two stories in height and primarily are built 

upon continuous foundations. Exterior materials include weatherboard siding and brick laid in 

an irregular or common bond. They are primarily covered in a type of gable and feature 

replacement material such as asphalt except for one building (042-0469) that is covered by a shed 

roof. Chimneys are typical made of brick and situated within the interior end of a building; 

however, some concrete-block chimney additions have been noted. Although some fenestration 

has been replaced, as is common in continuously occupied buildings, many still retain original or 

in-kind windows and doors. These includes two-over-two, wood-frame, double-hung sashes as 

well as six-over-six, double-hung sashes. Primary elevations typically feature an entry stoop or 

porch except for the Daniel Campbell House (042-0467) which has a wrap-around porch. 

Secondary resources include such structures as storage and machine sheds and wells. 

FIGURE 3-159: VIEW OF 10558 AND 10548 DOSWELL ROAD (042-0471 AND 042-0472), 

LOOKING NORTHEAST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-147 Architectural Intensive Survey (Report B) 

FIGURE 3-160: SOUTHEAST OBLIQUE OF 10536 DOSWELL ROAD (042-0474) 

FIGURE 3-161: NORTHWEST OBLIQUE OF 10571 DOSWELL ROAD (042-0467) 

3.12.3 NRHP Evaluation 

The village of Doswell is a representative example of a small rural community that experienced 

substantial growth during the late-nineteenth and early-twentieth centuries as a result of the 

development and expansion of the railroad. The buildings within the district were constructed 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-148 Architectural Intensive Survey (Report B) 

between 1850 and 1940. Doswell has largely avoided modern development and still retains its 

rural character and railroad-inspired plan as well as a range of contributing resources that reflect 

the small communities that once dotted the rural landscape in the late-nineteenth and earlytwentieth centuries and therefore possesses a high level of integrity of location, setting, feeling, 

and association. The retention of historic materials and general good condition of the individual 

resources within the district renders a moderate to high level of integrity of materials, 

workmanship, and design. 

Although located within the North Anna River Battlefield (042-0123), better representative areas 

as well as intact tangible evidence of the Civil War’s impact exist within other areas of Hanover 

County, particularly northwest (Salmon 2001:288). According to John S. Salmon in The Official 

Virginia Civil War Battlefield Guide, “much of the North Anna River battlefield remains in 

farmland, but development is an ever-present threat. The Confederate earthworks at Ox Ford, 

some of the most impressive remaining anywhere” are located within land donate to Hanover 

County by a quarry company and are located outside the Doswell Historic District boundaries 

(2001:288). While fortifications were known to have been established along the east side of the 

railroad intersection within the hamlet of Doswell, building construction during the turn of the 

century would have disturbed these works and other demonstrative examples are found 

throughout the county. Although the hamlet was already established around this railroad 

junction, the effects of the Civil War were prolific in this area, and remnants of the old Hanover 

Junction are now barely visible. 

While many railroad crossing communities are now gone or have compromised integrity, such 

as the Woodford Historic District (016-5129) (described further on page 3-41), Doswell remains 

mostly intact. Although the village was never incorporated, it is “an excellent representation of a 

transportation crossroads that grew during the railroad heyday of the early-twentieth century 

and was subsequently bypassed when highway travel took over rail as the primary 

transportation method in the 1960” (Barile 2008). Therefore, the resource is recommended as 

eligible for the NRHP under Criterion A for its connection to notable transportation planning and 

development at the local level. 

For a resource to be eligible under Criterion B, it must have an association with a person who is 

“individually significant within a historic context” and has “gained importance within his or her 

profession or group” (Shrimpton et al. 1990). Furthermore, they “must be shown to have played 

a distinctively significant role in comparison with other to qualify” a resource as eligible under 

this criterion (Bolland n.d.). Although present-day Doswell was heavily developed by Daniel 

Campbell, a local businessman who was known to have been responsible for much of the 

industrial and commercial enterprises within the community around the turn of the twentieth 

century, it was not uncommon for an RF&P Railroad town within the Hanover County or 

surrounding counties to experience a short period of growth due to industry introduced by a 

savvy entrepreneur to an underutilized railroad stop. Daniel Campbell is not known to be 

particularly important or unique in the excelsior industry or in his general commercial dealings. 

An example of this similar occurrence is George P. Lyon and the Woodford Historic District (016-

5129), which is further discussed on page 3-43 of this report. Additionally, the village never 

progressed to incorporation and development was stunted by the mid-twentieth century. For 

these reasons, the Doswell Historic District is recommended as not eligible under Criterion B. 

According to the guidelines set by the NPS, for a district to be eligible under Criterion C, it must 

clearly contain enough distinctive characteristics to be considered a true representative of a 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-149 Architectural Intensive Survey (Report B) 

particular type, period, or method of construction (Shrimpton et al. 1990). The district is filled 

with residential, commercial, and railroad-related buildings that reflect locally popular 

architectural styles during its period of significance including Craftsman, Georgian Revival, and 

vernacular forms of the I-house and L-plan. As a whole, the contributing resources have seen 

very little alteration during the latter half of the twentieth century, and the district has been 

steadily brought back to life during the twenty-first century by incoming younger homeowners 

willing to restore rather than demolish. Despite the loss of one historic building, the remaining 

buildings within the district retain a high level of overall historic integrity and continue to reflect 

the architectural trends of the period in which they were constructed, unlike many other rural 

railroad communities in Central Virginia. For these reasons, the district is recommended eligible 

for the NRHP under Criterion C at the local level for its representation of a turn-of-the-century, 

railroad community. The Doswell Historic District was not evaluated under Criterion D. 

In sum, the Doswell Historic District is recommended eligible for listing in the NRHP under 

Criteria A and C at the local level. 

The proposed NRHP boundaries for the district begins at the east side of Doswell Road and 

continues south along the road approximately 0.15 miles, where it turns west and crosses over 

the railroad tracks and continues along the boundaries of Parcel ID 7883-28-9018 back north 

toward Doswell Road. It then continues east toward the intersection railroad tracks and crosses 

over to the southwest corner of Parcel ID 7883-38-7663. Then the boundary turns north to follow 

the west side of Parcel ID 7883-38-7663 and 7883-38-8806, then turns east and continues along the 

north side of Parcel ID 7883-38-8806 and 7883-48-1857 back to the beginning, and encompasses 

approximately 67.09 acres (Figure 3-162). The recommended period of significance spans from 

1880 to 1940, containing the primary construction period of the hamlet. 
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Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-162

Proposed NRHP

Boundaries for the

Doswell Historic District

(042-5448)

[

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Feet

0 40 80

Meters

042-5448
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-151 Architectural Intensive Survey (Report B) 

3.13 DARNELL STORE (042-0470) 

The Darnell Store, currently called Squashapenny Junction, is located on the north side of Doswell 

Road, east of the railroad tracks within the heart of the Doswell Historic District (042-5448) in 

Hanover County (Figure 3-163). The commercial building, presently operating as an antique 

shop, is situated close to the roadway on a squared lot measuring approximately 0.6 acres, 

primarily filled with a manicured grass lawn. The west and north boundaries of the property are 

lined with deciduous trees, and a gravel parking area is situated south of the building. A dirt and 

gravel driveway extends from this parking area on the east side of the store towards the rear 

(north). The property is accessed by a gravel drive extending from the road on the northwest side 

of the building, leading to a parking area to the northeast of the dwelling. Secondary resources 

associated with the commercial building include a well, battery house, and frame outbuilding. 

3.13.1 Historic Context 

The Darnell Store is the only remaining commercial building in the small, unincorporated 

community of Doswell. For a larger history of the community of Dowell, see the section for the 

Doswell Historic District (page 3-137). 

As previously mentioned, the community of Doswell was roughly laid out in 1874 when a farm 

in the area known as the “Junction property” was divided into six estates. The estate of Philip B. 

Winston was allotted lots 2, 7, and 17, which totaled 21.25 acres and was valued at $825 (HaCDB 

7:388). The store would later sit on Lot 7 (Figure 3-164). Philip B. Winston was from a prominent 

family in Hanover County and served as an aid-de-camp to Confederate General Thomas L. 

Rosser during the Civil War (Atwater 1893:800–802). In 1874, he moved to Minneapolis, 

Minnesota, and started a railroad contracting company, and in 1888 became the Mayor of 

Minneapolis (Atwater 1893: 800–802). Since he had moved to Minneapolis by the time he received 

the allotments of land from the Junction property, it is likely that they were intended as 

investment properties. 

In 1883, B.L. Winston, working as the executor of the Philip B. Winston estate, sold “all of lot no: 

7” consisting of 6.5 acres for $110 to Isaac Hugh Thompson. Isaac bought the property when he 

was 18 (HaCDB 42:113; US Census 1880). He married Fannie Maude Beazley of Caroline County 

in 1898, and they are listed as living in Richmond in 1900 where Isaac was working as a railroad 

conductor (US Census 1900, 1910). Isaac and Maude sold the property to Daniel E. Campbell in 

1903 for $500, though the store is noted as already having been being built in 1898 by Daniel 

Campbell (HaCDB 42:113). It is likely that Campbell leased the land from the Thompson’s and 

constructed the store prior to his purchase in 1903. 

 
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Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-163

Location of the Darnell

Store (042-0470)[

0 80 160

Feet

0 20 40

Meters

042-0470
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-153 Architectural Intensive Survey (Report B) 

FIGURE 3-164: DETAIL FROM THE PLAT OF THE DIVISION OF THE FARM KNOWN AS THE 

JUNCTION PROPERTY FROM 1874 (HACDB 7:390). NOTE LOT 7 OUTLINED IN RED. (MAP 

NOT TO SCALE) 

The general store Daniel Campbell built, now known as Darnell’s Store, is a two-story, three-bay 

commercial building with flanking wings that is located directly east of the RF&P Railroad and 

500 feet north of the crossroads with the C&O Railroad. It follows period architectural trends in 

form, massing, and location to other general stores throughout Hanover County. Typical latenineteenth and early-twentieth century stores in this area were either one or two stories, built 

with a rectangular plan and a three-bay façade that featured a central door flanked by two 

windows (Land and Community Associates 1992:84). They were often located in crossroads 

communities near the railroad which allowed for easier transport of goods. Darnell’s Store also 

served as the post office in Doswell for a time at the beginning of the twentieth century, which 

was a common function rural, crossroads stores often served. Both Cobb Store (042-0341) and 

Stanly Store (042-0352) are two-story, three-bay, general stores located in small, crossroads towns 

in Hanover County built around the turn-of-the-century that feature a front-gabled roof with onestory flanking wings. 

Daniel E. Campbell married Emma Beazley Campbell in 1900 and together they had four 

daughters and a son (U.S. Census 1900; 1920). Daniel E. Campbell owned and ran the general 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-154 Architectural Intensive Survey (Report B) 

merchandise store for over 50 years while simultaneously was an active member of the Doswell 

community through his work with the local Tri-County State Bank he assisted in establishing, 

operating a local excelsior mill, and running a hotel in Doswell (Figure 3-165) (HaCDB 167:120). 

Daniel Campbell also sold off or divided much of the 6.5 acre lot that the store was built upon 

until it sat, by 1955, on the 0.62 acre lot that exists today (Figure 3-166). 

FIGURE 3-165: EXAMPLES OF AN ADVERTISEMENT FOR THE STORE FROM THE HERALD 

PROGRESS IN THE 1940S (THE HANOVER COUNTY HISTORICAL SOCIETY 1993: 120) 

FIGURE 3-166: DETAIL FROM THE PLAT OF THE STORE LOT D.E. CAMPBELL AND ADJACENT 

PROPERTIES FROM 1955 (HACPB 22:129). NOTE “STORE LOT” OUTLINED IN RED. (MAP NOT 

TO SCALE) 

Daniel Campbell died in 1935, leaving his estate to his wife Emma (HaCDB 167:120). She died in 

1954 and, as was stipulated in D.E. Campbell’s will, the land then transferred to two of their 

daughters, Dorothy E. Campbell and Mary Catherine Campbell Wright, who acted as trustees for 

the store (HaCDB 167:120; Hanover County Will Book [HaCWB] 2:121). In 1966, they sold the 

store and lot to Roy L. Darnell Sr. and his wife, Georgie L. Darnell. It is not clear who ran the store 

after D.E. Campbell’s death until the Darnell’s purchased it, as no one is noted in the census as 

doing so, though the family is listed as having “other income sources”, which may include 

running the store with the help of a manager (U.S. Census 1940). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-155 Architectural Intensive Survey (Report B) 

Roy Darnell Sr. ran the store from the time he purchased it until his death in 1988 (Fredericksburg 

Free Lance-Star 2005; HaCDB 1221:67). Though Georgie, Roy’s wife, continued to hold the 

property until her death in 1995, the store is noted as being vacant during that time 

(Fredericksburg Free Lance-Star 2005; HaCDB 1221:67). Upon Georgie’s death, her son Roy 

Darnell Jr. was named as the trustee to her estate, and he put the property up for auction in 1996. 

Suzanne Fleet purchased the store and currently runs it as an antique store called “Squashapenny 

Junction” (HaCDB 1221:67). 

3.13.2 Architectural Description 

3.13.2.1 Primary Resource Exterior 

The Darnell Store, a former general store located at 10570 Doswell Road, is a two-and-a-half-story, 

three-bay, frame, commercial building constructed around 1898 in a vernacular form with a 

rectangular plan (Figures 3-167 and 3-168). The building rests on a continuous, pier-type, pouredconcrete foundation with visible form mark which supports a balloon-frame structural system 

clad in weatherboard siding with wood corner boards. A monitor-type roof primarily covers the 

building, while a wide, front-gabled roof is situated on the south elevation (façade)—all of which 

is sheathed in standing-seam metal. The front-gabled section appears to be original to the 

building’s construction. An interior-slope brick chimney pierces the roof on the east side of the 

roof ridge in the southeast corner of the building while a metal flue is situated in the northeast 

corner. An additional brick chimney stack is visible on the west side of the roof’s ridge. 

The primary entrance, centered on the façade and surrounded by a wood frame, is filled with a 

double-leaf, wood, three-paneled, half-glazed door covered by wood, screen doors (Figure 3-169). 

A large, wood-frame, two-light transom is set above the entrance and is covered by a metal grate. 

Other fenestration includes single and paired, six-over-six, wood-frame, double-hung sash 

windows; single and ribbons of multi-light, wood-frame, casement; and single one-over-one, 

wood-frame, double-hung sash windows. A majority of windows are flanked by wood, boardand-batten shutters and several are covered by metal grates. Secondary entrances were observed 

on the north and east elevation; the north entrance is filled with a single-leaf, wood-frame, sixpaneled door and the east entrance features a similar door covered by a wood-frame, screen door 

(Figure 3-170). A shed-roof, entry porch with a wood deck set up on wood piers is situated in 

front of the east entrance. The roof is supported by turned, wood posts and the porch is accessed 

by a set of wood steps. A wood entry porch raised on wood pierces accessed by a set of steps is 

lined with a wood rail is situated in front of the southern entry. A cellar entrance is off-centered 

on the east elevation and is filled with a concrete bulkhead with a metal door. A one-story, fullwidth porch spans the façade. The wood deck set on parged concrete-block piers is covered by a 

hipped roof supported by squared, wood posts. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-156 Architectural Intensive Survey (Report B) 

FIGURE 3-167: SITE PLAN FOR DARNELL STORE (NOT TO SCALE) 

FIGURE 3-168: DARNELL STORE, SOUTH ELEVATION 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-157 Architectural Intensive Survey (Report B) 

FIGURE 3-169: PRIMARY ENTRANCE DETAIL (LEFT) AND SOUTHEAST OBLIQUE (RIGHT)

FIGURE 3-170: NORTHEAST OBLIQUE. PHOTO FROM THE FEBRUARY 2016 

RECONNAISSANCE-LEVEL SURVEY OF THE DC2RVA PROJECT.

3.13.2.2 Primary Resource Interior 

Although the DC2RVA Team intended to complete a full Phase II architectural survey on this 

property, including interior photographs and floor plans of the entire building, the owner only 

granted access from the public right-of-way. Access was granted to the entire exterior of the 

property during the Phase I architectural survey, and several photos are noted as being taken 

during that survey conducted in February 2016. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-158 Architectural Intensive Survey (Report B) 

3.13.2.3 Secondary Resources 

A circa-1960, one-story, one-bay, poured-concrete battery house, is located east of the primary 

resource (Figure 3-171). Wood form marks are visible on the building’s exterior. It is covered by 

a concrete, front-gabled roof. Situated immediately east of the store is a circa-1920, concrete well 

superstructure covered by a circular well cap with a central metal water pump. 

FIGURE 3-171: BATTERY HOUSE, SOUTH ELEVATION 

North of the store is a circa-1910, one-story, frame storage building, noted by the current property 

owner to have been originally used as a stock barn and tack storage building (Figures 3-172 and 

3-173). The building is set on a concrete-block pier foundation which supports a frame structural 

system clad in standing-seam, pressed metal. A sign on the east elevation reads “Bulk Plant Food 

Station”. The rectangular building is covered by a side-gabled roof, with wide eaves featuring 

exposed wooden rafter tails, and is clad in v-crimp pressed metal. Three modern, metal turbines 

pierce the roof ridge and are evenly spaced. Two single-leaf, sliding metal doors situated on a 

metal rail system are located on the south elevation of the building. Window openings have been 

filled with plywood board. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-159 Architectural Intensive Survey (Report B) 

FIGURE 3-172: FRAME OUTBUILDING AND WELL, EAST ELEVATION 

FIGURE 3-173: FRAME OUTBUILDING, SOUTHEAST OBLIQUE. PHOTO FROM THE FEBRUARY 

2016 RECONNAISANCE-LEVEL SURVEY OF THE DC2RVA PROJECT. 

3.13.3 NRHP Evaluation 

The general store in Doswell, now known as the Darnell Store, was built by Daniel Campbell 

around 1898. Although it was an important store in Doswell, there are small general stores in 

many nearby crossroads communities throughout Hanover County that emerged from similar 

commercial trends and the store is not associated with important events that have made a 

significant contribution to the broad patterns of history. It is also no longer used as general store. 

For these reasons, it is recommended that the resource is not eligible for listing in the NRHP under 

Criterion A. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-160 Architectural Intensive Survey (Report B) 

For a resource to be eligible under Criterion B, it must have an association with a person who is 

“individually significant within a historic context” and has “gained importance within his or her 

profession or group” (Shrimpton et al. 1990). Furthermore, they “must be shown to have played 

a distinctively significant role in comparison with other to qualify” a resource as eligible under 

this criterion (Bolland n.d.). Daniel Campbell played an important role in the growth of the 

Doswell community; he supplied the land for the Tri-County Bank and served as a board member 

for it, part owned the Old Dominion Excelsior Mill, as well as operated the general store. This 

was a fairly common trend in RF&P Railroad towns within Hanover and surrounding counties, 

as local entrepreneurs would promote short periods of growth within underutilized towns. 

Campbell was not known to be particularly important or unique in this regard, and his ownership 

of the general store does not constitute eligibility. As such, the Darnell Store is recommended noteligible under Criterion B. 

The Darnell Store follows architectural trends in form, massing, and location to other general 

stores throughout Hanover County. Both Cobb Store (042-0341) and Stanly Store (042-0352) are 

two-story, three-bay, general stores located in crossroads towns in Hanover County built around 

the turn-of-the-century that feature a front-gabled roof with one-story flanking wings. Though 

the Darnell Store is in generally good condition and maintains a moderate-to-high level of 

integrity of design, materials, and workmanship, it is not unique in the area or to Hanover County 

as a whole. As such, it is recommended that the resource is not eligible for listing in the NRHP 

under Criterion C. As an architectural resource, it was not evaluated under Criterion D. 

In sum, the Darnell Store is recommended not eligible under Criteria A–C. 

The Darnell Store is located within the Doswell Historic District (042-5448). It was built during 

the district’s period of significance (ca. 1880–1958) and exemplifies architectural trends 

throughout the community. For these reasons, the resource is recommended to contribute to the 

eligibility of the Doswell Historic District. 

3.14 TRI-COUNTY BANK–DOSWELL BRANCH (042-0469)

The Tri-County Bank–Doswell Branch (Tri-County Bank) is located on the south side of Doswell 

Road, east of the railroad tract within the heart of Doswell Historic District (042-5448) in Hanover 

County (Figure 3-174). The bank is situated close to the roadway on a narrow lot measuring 

approximately 0.08 acre, primarily filled with the building. A manicured grass lawn spotted with 

shrubbery and plantings immediately surrounds the building. A gravel walkway extends from 

the road in the west of the parcel towards the façade (west elevation) and continues around the 

south side of the building to the rear (east) where the yard is filled with pebbles. The north and 

west boundaries of the property are lined with a metal post fencing with metal chain. The rear 

yard is enclosed by ornamental three-rail iron fencing and shrubbery. No secondary resources 

were observed. The resource was previously recorded with the DHR in 1990 and surveyed again 

in 2008 when it was recommended potentially eligible for listing in the NRHP under Criterion A 

for its role in Hanover County’s commercial history as well as Criterion C for architecture.

 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-174

Location of Tri-County

Bank (042-0469)

[

0 80 160

Feet

0 20 40

Meters

042-0469
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-162 Architectural Intensive Survey (Report B) 

3.14.1 Historic Context 

The Tri-County Bank was first charted as the Doswell State Bank by the Secretary of the 

Commonwealth on August 20, 1920, and was authorized to begin business on February 1, 1921 

(The Hanover County Historical Society 1993:85; Jones 1921:366). In September 1920, Daniel E. 

Campbell and his wife, Emma, sold a lot, listed as Lot No. 4 on a 1874 plat, “facing the railroad 

and County Road” to the Doswell State Bank for $200 (Figure 3-175) (HaCDB 7:390, 71:127–128). 

The 1920 county tax records specify that when notable Doswell developer Daniel Campbell 

owned the 0.25-acre tract in Doswell in the early-twentieth century, there were no buildings on 

the property (Hanover County Tax Record Book [HaCTRB] 1920). The following year, the 0.25-

acre tract was noted to be owned by Doswell State Bank and contained buildings worth $990 

(HaCTRB 1921). 

Although more than 600 banks across the country, mainly in rural areas, failed each year during 

the late 1920s and 1930s, Doswell State Bank held strong despite the poor economy (Federal 

Deposit Insurance Corporation [FDIC] 2005). However, some effects of the deteriorating banking 

conditions were visible when the stock of Doswell State Bank was taken over and merged with 

the larger operation of Tri-County Bank and continued operations under that name as their 

Doswell branch. It is not clear exactly when the banks merged; however, the first mention of the 

building being called Tri-County Bank was in 1934 (The Daily Press 1934). Tri-County Bank also 

had branches in Mechanicsville, Beaverdam, and Hanover. In March 1934, the Virginia State 

Corporation Commission suspended business in banks for 60 days and, during this period, 

existing notes could continue to gain interest, new deposits would not be accepted, and new loans 

would not be granted—all an effect of the Great Depression (Commonwealth of Virginia State 

Corporation Commission 1935:158–159). In 1957, the bank building was robbed by a gunman who 

stole almost $3,000 (The Daily Press 1957). The bank business moved to U.S. Route 1 in 1961, and 

the Doswell branch building was sold in February 1964 to Roy L. Darnell (Board of Governors of 

the Federal Reserve System 1961; HaCDB 231:200). The building remained in the Darnell family 

until 2005 when it was sold to Suzanne Van Buiten Fleet, owner of the antique store now situated 

in the bank and the former general store (042-0470) located immediately north (HaCDB 1968:149, 

2637:72). 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-163 Architectural Intensive Survey (Report B) 

FIGURE 3-175: LOT NO. 4 (DENOTED IN RED) ON 1874 PLAT (HACDB 7:390) (MAP NOT TO 

SCALE) 

3.14.2 Architectural Description 

3.14.2.1 Primary Resource Exterior 

The Tri-County Bank, located at 10561 Doswell Road, is a two-story, three-bay, masonry building 

constructed circa 1920 in a vernacular commercial building style with limited Colonial Revival 

elements. The building is set on a continuous, poured-concrete foundation supporting a masonry 

structural system constructed of brick three wythes thick (Figure 3-176). The brick is laid in a 

seven-to-one common bond on all elevations save for the façade, which is laid in an English bond. 

The façade also features three inset panels with six-point metal stars as well as a large, circular 

metal sign reading “BANK” (Figure 3-177). Three metal hoods shielding rain spouts are evenly 

spaced on the north and south elevation, and the north elevation also features a decorative metal 

bracket that once held a sign at the second story. The building is covered by a flat roof surrounded 

by a stepped, brick parapet with brick coping along the north, west, and south elevations; a metal 

eagle sits centrally atop the parapet on the façade. Two interior-end brick chimneys are evenly 

spaced on the north elevation while a similar chimney is situated in the southeast corner of the 

building. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-164 Architectural Intensive Survey (Report B) 

FIGURE 3-176: SITE PLAN OF THE TRI-COUNTY BANK (NOT TO SCALE) 

FIGURE 3-177: SOUTHWEST OBLIQUE SHOWING STEPPED PARAPET, PENT ROOF, COMMON 

AND ENGLISH BRICK BONDS 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-165 Architectural Intensive Survey (Report B) 

The primary entrance, slightly recessed in the north half of the façade, is filled with a single-leaf, 

wood, paneled door framed by a wood surround emphasized with a brick soldier lintel (Figure 

3-178). Window openings are filled with single, one-over-one, wood-frame, double-hung sashes 

that appear to be replacements and all feature a brick header sill and brick soldier lintel. A gabled, 

metal-sheathed hood supported by wood brackets is set above the primary entrance which is 

flanked by metal light fixtures. A two-story, full-width porch spans the rear elevation (Figure 3-

178). A concrete deck on the first story and a wood deck on the second story are covered by a 

shed roof supported by squared wood posts. The first- and second-story decks are lined with an 

iron hairpin balustrade; however, the north elevation of the second story of the porch is partially 

filled with bead board. 

FIGURE 3-178: DETAIL OF PRIMARY ENTRANCE WITH PENT ROOF ON WEST ELEVATION 

(LEFT); SOUTHEAST OBLIQUE FEATURING SECOND STORY REAR ADDITION (RIGHT) 

3.14.2.2 Primary Resource Interior 

Interior access was denied by the current property owner during this effort. 

3.14.3 NRHP Evaluation 

Banks and insurance companies have been operating in Hanover County from as early as 1796 

(Land and Community Associates 1992). By the early-twentieth century, several villages in the 

county had banks including Mechanicsville, Hanover, Beaverdam, and Doswell; each of those 

were eventually owned by Tri-County Bank, Inc. (Land and Community Associates 1992). The 

need for the banks indicates the consistent prosperity the county experienced during the first 

several decades of the twentieth century. In terms of location, setting, feeling, and association, the 

resource retains a moderate to high amount of integrity. The financial institution, although 

important to the Doswell community for the early- to mid-twentieth century, has not been used 

as a bank for approximately 50 years. For these reasons, it is recommended that the resource is 

not eligible for listing in the NRHP under Criterion A. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-166 Architectural Intensive Survey (Report B) 

Daniel Campbell played a role in the growth of the Doswell community and the establishment of 

this financial institution, and his association has proved to be fairly minimal through archival 

research; therefore, the resource is not eligible under Criterion B. 

There are several other early twentieth century bank buildings in Hanover County. Two of these 

banks are one-story brick buildings, located in Mechanicsville and Hanover. The Mechanicsville 

Bank (042-0751) is stuccoed and features many replacements such as fenestration and exterior 

materials. Hanover Bank (042-0294), built 20 years after the Tri-County Bank in Doswell, has 

several Colonial Revival-style details, such as a rusticated basement story, rounded window 

arches, and a corbelled cornice. The Beaverdam Bank (042-0496), built circa 1910, is similar in 

massing to the Tri-County Bank in Doswell and also has a corbelled façade cornice. However, it 

also contains replacement fenestration and is suffering from neglect. All three resources have not 

been evaluated for NRHP eligibility by DHR staff. The Tri-County Bank does feature several 

replacement materials; however, these alterations are minimal and only marginally affect the 

integrity of design, materials, and workmanship of the building. The Tri-County Bank is a strong 

example of an early-twentieth century masonry commercial building concentrated in a formerly 

prosperous railroad community, and it retains a sufficient amount of integrity to warrant 

recommendation for eligibility under Criterion C for architecture at the local level. As an 

architectural resource, it was not evaluated under Criterion D. 

In sum, the Tri-County Bank–Doswell Branch is recommended eligible under Criterion C for 

architecture at the local level. 

The Tri-County Bank–Doswell Branch is located within the Doswell Historic District (042-5448). 

It was built during the district’s period of significance (1880–1920) and exemplifies architectural 

trends throughout the community. For these reasons, the resource is recommended to contribute 

to the eligibility of the Doswell Historic District. 

The period of significance for the Tri-County Bank–Doswell Branch is from its construction, circa 

1920, to its disuse as a bank in 1961. The proposed NRHP boundary for the Tri-County BankDoswell Branch comprises and follows the legal lot description for parcel 7883-38-8530 (Figure 3-

179). It is bounded on the north and west by Doswell Road, and by parcel 7883-38-9434 on the 

east and south. 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-179

Proposed NRHP

Boundaries for the 

Tri-County Bank 

(042-0469)

[

0 80 160

Feet

0 20 40

Meters

042-0469
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-168 Architectural Intensive Survey (Report B) 

3.15 DOSWELL INN (042-0468) 

The Doswell Inn, currently utilized as a single-family dwelling, is situated in the middle of a rural 

community of Doswell (Figure 3-180). It is located on the east side of Doswell Road prior to it 

curving north around the Tri-County Bank (042-0469) and east of the railroad tracks within the 

heart of Doswell’s Historic District (042-5448) in Hanover County. The building, situated close to 

the roadway in the west half of a lot measuring approximately 1.15 acres, is primarily surrounded 

by a manicured grass lawn. The south boundary and the east half of the lot is filled with matured 

deciduous and coniferous trees. The west elevation (façade) is lined with shrubbery. A private, 

unpaved road that provides access to the Doswell Inn extends south from Doswell Road, runs 

east past the Tri-County Bank (042-0469) and the Doswell Inn and terminates at the House at 

10571 Doswell Road (042-0467). Associated with this resource is a workshop, which sits east of 

the dwelling. 

3.15.1 Historic Context 

The dwelling at 10567 Doswell Road, locally and historically known as the Doswell Inn, is 

situated on approximately 1.15 acres on the east side of the RF&P Railroad in the small hamlet of 

Doswell. For a larger history of the community of Doswell, see the section for the Doswell Historic 

District (page 3-139). 

In a deed dated March 1875, Edmund and Bettie Winston and Nathaniel and Jennie Cook, 

husband and wife, sold six lots, two of which were known as lots no. 3 and 4 as labeled on an 

1874 plat, “being part of Hanover Junction”, to J.B. Denton for $637 (Error! Reference source not 

found.Figure 3-181) (HaCDB 7:390; HaCDB8:364). J.B. Denton (1829–1894) was a merchant in 

Richmond, as well as a property owner in the town of Ashland (HaCTRB 1875; U.S. Census 1870). 

County tax records from 1875 specify that when J.B. Denton acquired the tracts in Doswell, there 

were no buildings on the property (HaCTRB 1875). Following J.B. Denton’s death in a will dated 

September 1898, he requested that the “two lots of 1.75 acres on the east side of the RF&P Railroad 

at Doswell, and lot No: 8 to sell at private of public auction.” These lots were conveyed to Susan 

Lumpkin Barker who then sold lots no. 3 and 4 to Daniel E. Campbell, a locally prominent 

entrepreneur, in 1913 for $4,000, though the inn is listed as already having been built at the time 

of the sale (HaCDB 6:329; 58:96; Virginia Birth Records 2000; Virginia Death Records 2015). It is 

likely that Campbell, who is discussed further on page 3-153, rented the land from Mrs. Barker 

and constructed the building prior to his purchase in 1913. 

Archival records suggest that Daniel Campbell built the Doswell Inn between 1900 or 1910. Due 

to the layout of the rooms on the second story of the building, coupled with personal 

correspondence with the current home owner, there is some evidence to suggest that the Doswell 

Inn was also a home for local school teachers; however, additional primary evidence was not 

uncovered during the current investigation to substantiate this claim. Census records list Daniel 

Campbell as a merchant and proprietor between 1910 and 1930. (Fredericksburg Free Lance-Star 

2005; Roxanne Pizarro, personal communication 2018; U.S. Census 1910, 1920, 1930). 

 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-180

Location of the Doswell

Inn (042-0468)

[ 0 80 160

Feet

0 20 40

042-0468 Meters
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-170 Architectural Intensive Survey (Report B) 

FIGURE 3-181: LOTS NO. 3 AND 4 (DENOTED IN RED) ON 1874 PLAT (HACDB 7:390) (NOT 

TO SCALE) 

Daniel Campbell died in 1939, leaving his estate to his wife, Emma (HaCDB 167:120; Virginia 

Death Records 2015). She died in 1954 and, as was stipulated in Daniel Campbell’s will, the land 

was then transferred to two of their daughters, Dorothy E. Campbell and Mary Catherine 

Campbell Wright, who acted as trustees for the property (HaCDB 167:120; HaCWB 5:121). In 1955, 

they sold the inn and lot to Roy L. Darnall Sr. and his wife, Georgie L. Darnall. 

The Darnall family owned the property until 2002, and the property has since changed hands 

three times. The building is currently owned by Gregory D. Hall and Roxanne Pizarro (HaCDB 

1968:149, 3126:701). 

3.15.2 Architectural Description 

3.15.2.1 Primary Resource Exterior 

The Doswell Inn, a former Inn located at 10567 Doswell Road, is a two-story, four-bay, frame 

building constructed around 1910 in the Colonial Revival style in a rectangular plan (Error! 

Reference source not found.Figures 3-182 and 3-183). The building is set on a raised-brick 

basement laid in a seven-to-one, common bond which supports a wood-frame structural system 

clad in weatherboarding siding with wood corner boards (Figure 3-184). A moderately pitched, 

side-gabled roof sheathed in standing-seam metal features a central gabled peak on the west 

elevation (façade). The roof eaves are boxed and a simple wood cornice features prominent partial 

gabled returns on the gabled ends of the building (Figure 3-185). Matching brick chimney stacks 

pierce the roof on either side of where the central gabled peak (north and south) intersects with 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-171 Architectural Intensive Survey (Report B) 

the side-gabled roof. An additional pair of interior-end, brick chimneys are located in the north 

and south half of the east elevation. 

The primary entrance, off-centered on the façade and featuring a fluted, pilaster door surround, 

is filled with a single-leaf, wood, three-paneled door covered by a wood, louvered, storm door 

(Figure 3-185). A large, wood-frame, single-light transom is set above the entrance and the door 

is flanked by single-light, wood, paneled sidelights. The entire entrance is flanked by louvered 

wood shutters with a metal, exterior, wall-mounted light at the north side. Other fenestration 

includes single, two-over-two, double-hung, wood-framed windows with vertical muntins at the 

first floor and six-over-six, double-hung, wood-framed windows at the upper level, most of 

which are flanked by louvered wood shutters. The gable ends feature circular, wood, decorative 

vents. Paired, two-light, wood-frame, casement windows are situated in the basement level; 

however, some of the windows are completely covered with pressed metal. 

A full-width, one-story porch spans the façade. The porch is set on a brick-pier foundation topped 

by a wood floor and is covered by a hipped roof supported by wood Tuscan columns. It is 

accessed by a recently constructed set of wood steps and lined by a turned wood balustrade that 

appears original to the construction of the building. A one-story, two-bay porch extends from the 

center of the east elevation (Figure 3-186). Its brick-pier foundation features wood lattice infill, 

supporting a wood floor, and a shed roof with squared wood posts. The porch is primarily lined 

by a simple wood balustrade with square rails while the north elevation is screened by wood 

lattice. A recently constructed set of wood stairs with a wood railing provides access the east 

porch. A one-story, gabled, exterior, cellar entryway extends from the north corner of the east 

elevation (Figure 3-186). It is clad in the same materials as the core of the building. 

FIGURE 3-182: SITE PLAN OF DOSWELL INN (GOOGLE EARTH 2018) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-172 Architectural Intensive Survey (Report B) 

FIGURE 3-183: DOSWELL INN, PRIMARY (WEST) ELEVATION 

FIGURE 3-184: DOSWELL INN, FOUNDATION DETAIL ON NORTH ELEVATION
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-173 Architectural In

FIGURE 3-185: DETAIL OF GABLE END ON NORTH ELEVATION (LEFT); ENTRY DETAIL ON WEST ELEVA

FIGURE 3-186: NORTHEAST OBLIQUE (LEFT); CELLAR ENTRANCE ON NORTH SIDE OF EAST ELEVAT
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-174 Architectural Intensive Survey (Report B) 

3.15.2.2 Primary Resource Interior 

On the interior, the first floor is based roughly on a two-pile, central-passage plan and is 

asymmetrically arranged around a transverse hallway with a staircase rising in the southwest 

corner (Figures 3-187 through 3-189). Narrow, wood, tongue-in-groove-flooring is found 

throughout the dwelling. As the building is in the midst of rehabilitation and renovation, the 

walls and ceilings were partially exposed, showing parts of the frame structural system. Original 

walls were clad in shiplap and later covered by a type of cardboard (Figure 3-189). Moldings are 

simple, and the paired brick chimneys feature single-sided fireplaces with Victorian-era wood 

mantels (Figure 3-190). The second floor is laid out in a dormitory-style plan around a central 

hallway that generally runs north to south. Many of the original walls are gone; however, 

ghosting and open framing showcase a series of individual rooms accessible by single-leaf woodpanel doors, each topped by an awning transom. The doors are set in wood door surrounds which 

retain their original metal room numbers (Figures 3-191 and 3-192). 

FIGURE 3-187: FIRST STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-175 Architectural Intensive Survey (Report B) 

FIGURE 3-188: FIRST STORY HALL, LOOKING EAST 

FIGURE 3-189: STAIRWELL LEADING TO SECOND STORY, LOOKING SOUTHWEST (LEFT); 

FIRST STORY BEDROOM, LOOKING SOUTH (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-176 Architectural Intensive Survey (Report B) 

FIGURE 3-190: DETAIL OF FIREPLACE MANTEL IN WEST WALL OF LIVING ROOM 

FIGURE 3-191: SECOND STORY PLAN (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-177 Architectural Intensive Survey (Report B) 

FIGURE 3-192: DETAIL OF ROOM NUMBER, SECOND STORY 

3.15.2.3 Secondary Resources 

A circa-1950, one-story, gabled workshop is located on the southeast side of the parcel, 

approximately 155 feet east of the dwelling. The building was not accessible during the current 

survey; however, current aerial imagery indicates that it is covered by a front-gabled roof. 

Two circa-1970, concrete well superstructures are located east of the primary resource and are 

covered by circular, concrete caps (Figure 3-193). An unknown metal superstructure is located 

immediately east of the primary resource, and it measures approximately 1 foot in height. It is 

possible that the superstructure is access to a gas tank; however, the current owner could not 

corroborate this (Figure 3-194). A circa-1910 stone slab is located east of the primary resource near 

the wells. According to the owner, it is possible that this slab was used as a possible carriage or 

horse step; however, it may have served as a possible tank slab (Figure 3-194) (Roxanne Pizarro, 

personal communication 2018). 

FIGURE 3-193: VIEW OF WELLS, LOOKING EAST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-178 Architectural Intensive Survey (Report B) 

FIGURE 3-194: VIEW OF METAL SUPERSTRUCTURE, LOOKING NORTHWEST (LEFT); VIEW OF 

STONE SLAB, LOOKING EAST (RIGHT) 

3.15.3 NRHP Evaluation 

The building at 10567 Doswell Road, historically known as the Doswell Inn, is a two-story, frame 

building constructed around 1910 in the Colonial Revival style. The Doswell Inn follows trends 

in form, massing, and location to other dwellings throughout Hanover County, but is the only 

known building to have served lodgers in Doswell in the early-twentieth century. In terms of 

location, setting, feeling, and association, the resource retains a high level of integrity. Latenineteenth century inns, modeling large dwellings, were often located in crossroads and railroad 

communities which allowed convenient lodging for travelers. The Doswell Inn, although 

important to the Doswell community from the late-nineteenth to mid-twentieth centuries, has not 

been used as an inn for approximately 70 years. It is not known to have been the site of any 

important events nor is it known to have made significant impacts on the hospitality industry in 

Hanover County. For these reasons, it is recommended that the resource is not eligible for listing 

in the NRHP under Criterion A. Although Daniel Campbell played an important role in the 

revitalization of the Doswell community at the turn of the twentieth century, his role in the 

establishment of the Doswell Inn and his association has proved to be minimal through archival 

research; and therefore, the resource is not eligible under Criterion B. 

The Doswell Inn follows general stylistic trends in form, massing, and architectural style to other 

residential and commercial buildings throughout Hanover County. Over 200 resources in 

Hanover County surveyed with the DHR are listed as containing characteristics of the Colonial 

Revival style. Resource types include but are not limited to single- and multi-family dwellings, 

varying types of commercial buildings, religious buildings, and educational buildings. Though 

the Doswell Inn is in generally good condition and maintains moderate to high level of integrity 

of design, materials and workmanship, due to the prevalence of the Colonial Revival style in 

Hanover County as a whole, it is not considered particularly unique in the area. Furthermore, the 

interior of the building has undergone a series of alterations, which has further diminished the 

integrity of the resource as a whole. As such, it is recommended that the resource is not eligible 

for listing in the NRHP under Criterion C. As an architectural resource, it was not evaluated 

under Criterion D. 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-179 Architectural Intensive Survey (Report B)

The Doswell Inn is located within the Doswell Historic District (042-5448). It was built during the 

district’s period of significance (ca. 1910-1950) and represents architectural trends throughout the 

community. For these reasons, the resource is recommended to contribute to the eligibility of 

the Doswell Historic District. 

3.16 DOSWELL DEPOT AND TOWER (042-5466)

The Doswell Depot and Tower (historically known as the C&O Railroad/RF&P Railroad Station 

and HN Tower) (042-0093; 042-5466) is located at 10577 Doswell Road. As per communication 

with the DHR, the resource was combined under the DHR identification number of 042-5466 

(Blake McDonald, personal communication 2018). The depot, the primary resource, is currently 

used as the offices of the Buckingham Branch of CSXT (Figure 3-195). Constructed in 1927 shortly 

after a circa-1907, frame, passenger station burned at this location, the depot faces north and is 

set back from the south side of Doswell Road just west of the railroad tracks within the Doswell 

Historic District (042-5448). The HN switch tower associated with this property, being one of 

three remaining along this line in the Commonwealth of Virginia, is located southeast of the depot 

on the east side of the tracks (Railroad Signals of the U.S. 2012). Both resources are located on 

cleared parcels of land currently belonging to CSXT and largely surrounded by grassy lawns and 

gravel (Hanover County Tax Records 2015). A gravel parking area situated northwest of the 

depot building and a gravel drive extends from Doswell Road on the east side of the tracks south 

towards the tower. 

3.16.1 Historic Context

The circa-1927 Doswell Depot and Tower is located on a site that has contained a train depot since 

at least the mid-1850s. In 1834, the RF&P Railroad was chartered, and by 1836, a line was running 

north-south between Richmond and Fredericksburg, through Doswell, formerly called Hanover 

Junction. The C&O Railroad, which originated as the Louisa Railroad, began in 1836 as a feeder 

line extending from Gordonsville east to Doswell in an effort to connect area markets and 

producers with the RF&P Railroad. Shortly after completion of the Louisa Railroad, the area 

became known as Hanover Junction, due to the intersecting tracks running though. In 1846, 

William Williamson, Edmund Morris, and Burton W. Morris, large landholders and developers, 

sold 2.5 acres of land, “lying and being at the junction of the RF&P and Louisa Railroads,” to the 

President Directors and Company of the Louisa Railroad (HaCDB 5:121). Two acres of the lot 

were noted as being located on the south side of the Louisa Railroad line and 0.5 acre on the north 

side. It is likely around this time that the first joint passenger and freight depot was built on the 

lot as a station, as noted on maps from the Civil War (Figure 3-196). 

Due to the intersection of two important railroads at Hanover Junction, the area was a point of 

contention during the Civil War. It was a critical supply point for the entire Confederate Army in 

Virginia as it connected the battlegrounds to the north and the supplies from the Shenandoah 

Valley to each other, as well as to the Confederate capital of Richmond (Miller n.d.). The original 

depot was destroyed during this time and was replaced by a temporary building and water 

station (Land and Community Associates 1992). This structure stood until a permanent station 

could be built around 1870. 
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Legend

Preferred Alternative

Architectural APE

Resource

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-195

Location of the Doswell

Depot and Tower

(042-5466)

[

0 80 160

Feet

0 20 40

Meters 042-5466

042-5466
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-181 Architectural Intensive Survey (Report B) 

FIGURE 3-196: MAP FROM MAJ. A.H. CAMPBELL’S SURVEYS SHOWING POSITION OF 2ND 

CORPS, A.N.VA AT HANOVER JUNCTION, VA. MAY 22ND TO MAY 27TH, 1864. TO 

ACCOMPANY REPORT OF JED. HOTCHKISS, TOP. ENG. A.N.V. (HOTCHKISS 1895). NOTE 

LOCATION OF HANOVER JUNCTION AND THE INTERSECTION OF THE RAIL LINES. (MAP NOT 

TO SCALE) 

In 1874, the depot lot expanded to include a lot containing about 1 acre, situated at the northwest 

corner of the RF&P and C&O Railroads, from the estate of a prominent Hanover County citizen, 

Phillip B. Winston, to the RF&P Railroad Company (HaCDB 8:48). This lot is noted as being lot 

19 of the plat of the division of Winston’s estate (Figure 3-197) (HaCDB 7:390). This enlarged the 

depot lot to include the entire area between the junction of the two railroads and what is now 

Doswell Road. In 1907, a new depot was built to replace the circa-1870 building (Daily 2015). Just 

20 years later in 1927, the depot burned down and was replaced by the current, Classical Revivalstyle station that stands today (Daily 2015). The central block of the depot was the passenger 

waiting room, while the eastern wing was used as the ticket office and the western wing served 

as an office for the freight service (Land and Community Associates 1992). 

At about that same time, in 1929, the HN switch tower was constructed, which served as a 

structure that housed electrical systems that managed an interlocking device permitting safe 

crossing of trains over both railroads (Daily 2015). The HN switch tower was constructed in much 

the same way that other towers along the railroad were built, with an interlocking machine 

located trackside that the tower would then be built around. The second floor of the tower would 

hold the office for the operator who controlled the interlocking machine though a series of levers 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-182 Architectural Intensive Survey (Report B) 

which realigned and shifted the tracks (Bupp et al. 2016). The HN switch tower was built during 

the second (late-1900 to 1930s) of three main periods for tower architecture, that period being 

characterized by a shift from wood to masonry framing so as to be fireproof (Bupp et al. 2016). 

The tower was retired in 1958 when the railroads centralized control in Richmond. It is likely at 

this time that the station was primarily retired as well. From that point until 1970, passenger trains 

would only stop at the depot on a case by case basis (Daily 2015). In 1992, the depot lot was sold 

to CSXT (HaCDB 950:847). 

FIGURE 3-197: DETAIL FROM THE PLAT OF THE DIVISION OF THE FARM KNOWN AS THE 

JUNCTION PROPERTY FROM 1874 (HACDB 7:390). NOTE LOT 19 OUTLINED IN RED NEXT TO 

“LAND BELONGING TO C&O R.R.” TOWER LAND NOT INCLUDED AS IT WAS EVENTUALLY 

BUILT WITHIN THE RF&P RAILROAD RIGHT-OF-WAY. (MAP NOT TO SCALE) 

3.16.2 Architectural Description 

3.16.2.1 Primary Resource Exterior 

The passenger depot at 10577 Doswell Road is a circa-1927, one-story, eight-bay, Classical 

Revival-style building with an I-plan (Figure 3-198) (Daily 2015). It rests on a continuous 

foundation supporting a frame structural system—both of which are clad in a Flemish-bonded 

brick veneer with cast-stone quoins (Figures 3-199 and 3-200). It is largely covered by a sidegabled roof with two flanking front-gabled wings, all of which are sheathed in slate shingles. A 

simple, wood, denticulated cornice lines the tight eaves of the roof, and the gabled ends of the 

building have prominent partial returns. Metal gutters are built into the eave sides of the building. 
SURVEY RESULTS

D.C. to Richmond Southeast High Speed Rail 3-183 Architectural Intensive Survey (Report B)

An interior-slope, corbeled, brick chimney with a concrete cap pierces the roof in the southern 

portion of the building.

FIGURE 3-198: SITE PLAN OF THE DOSWELL DEPOT AND TOWER (042-5466)
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-184 Architectural Intensive Survey (Report B) 

FIGURE 3-199: NORTHWEST ELEVATION OF THE DOSWELL DEPOT 

FIGURE 3-200: WEST OBLIQUE OF THE DOSWELL DEPOT 

The primary entrance is centrally located on the façade (northwest elevation) and is filled by a 

wide, single-leaf, half-glazed, wood door topped by a wood-frame fanlight (Figure 3-201). The 

entrance is surrounded by a classical entablature with a denticulated broken pediment with 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-185 Architectural Intensive Survey (Report B) 

modillions and plain pilasters. Windows appear to be largely one-over-one, vinyl replacement 

units with muntins simulating eight or 10 lights over 12 or 16 in the bottom sash. Many windows 

are topped by fanlights, some of which are replacements, and supported by wooden aprons 

below. Decorative brickwork includes cast-stone cornerblocks and keystones in semi-circular or 

splayed jack arches. Original rounded wood windows are situated in the gable ends of both the 

east and west wings of the building. A one-story, flat roof promenade spans the non-gabled 

portion of the southeast elevation (Figure 3-202). The roof, supported by squared Doric-style 

columns, features a denticulated cornice and a paneled parapet. The promenade leads to a 

secondary entrance filled with the same style door as the primary entrance. An additional 

entrance is situated in the southeast elevation of the east gabled wing and is filled with a singleleaf replacement door topped with a flat stepped pediment. Another entrance is located on the 

same elevation of the west gabled wing and is filled with a large single-leaf, wood, paneled door. 

It is emphasized by a brick jack arch with a central cast keystone. A similar door is located on the 

northeast elevation of the west gabled wing. 

FIGURE 3-201: DETAIL OF PRIMARY ENTRANCE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-186 Architectural Intensive Survey (Report B) 

FIGURE 3-202: SOUTHEAST ELEVATION OF THE DOSWELL DEPOT 

3.16.2.2 Primary Resource Interior 

Interior access was not obtained at the time of the current survey. A brief inspection was 

conducted, though, in 2008 when the DC2RVA Team completed a reconnaisance evaluation of 

the building. At that time, the interior maintained its original configuration and details. The 

central room, once the passenger waiting room, is still a large, open space with wooden floors. 

The walls are plastered, and wainscotting and a chair rail line the bottom half of each wall. 

Understated elements of the Classical Revival style can be found in this central space, such as the 

somewhat intricate chair rail molding profile and matching door surrounds. A notable reminder 

of the building’s historic use is the ticket window that is still extant in the central waiting room 

(Figure 3-203). A single doorway through the east and west walls allowed entry into each of the 

wings—the former ticket office in the eastern wing and the previous freight office in the west 

wing. Both of the wing spaces are also large open spaces with their original hardwood floors and 

spatial flow. 

FIGURE 3-203: TICKET WINDOW IN THE CENTRAL WAITING ROOM OF THE DOSWELL 

DEPOT 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-187 Architectural Intensive Survey (Report B) 

3.16.2.3 Secondary Resources 

The HN switch tower associated with the passenger depot building is said to have been 

constructed around 1929 (Figures 3-204 and 3-205) (Daily 2015). This structure housed electrical 

systems on the ground floor that managed an interlocking device permitting safe crossing of 

trains over both railroads and an office for an operator on the second floor. The tower rests on a 

continuous poured-concrete foundation and has a structural system that is clad in a Flemishbonded brick veneer. The building is covered by a steeply pitched, hipped roof sheathed in 

asphalt shingles with an interior-slope, brick chimney piercing its southwest corner. The roof’s 

wide overhanging eaves are marked by paired copper-clad brackets. A copper-clad bay window 

projects from the second story of the tower at the west elevation overlooking the intersection of 

the RF&P and C&O Railroad tracks and has the letters “HN” embossed on it. This bay window 

serves as a defining feature for interlocking stations as the projecting bay allowed for better visual 

observation for the operator along the rail line (Bupp et al. 2016). A metal pipe staircase leads to 

the tower’s upper level at the south elevation. Doors and many windows in the building are 

currently boarded over, as the tower no longer functions as a manned mechanized interlocking 

control tower.

FIGURE 3-204: VIEW OF HN TOWER AND RAILROAD, LOOKING SOUTHEAST 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-188 Architectural Intensive Survey (Report B) 

FIGURE 3-205: SOUTHEAST OBLIQUE OF THE HN TOWER 

3.16.3 NRHP Evaluation 

The Doswell Depot and Tower (historically known as the C&O/RF&P Station and HN Tower) 

located at 10577 Doswell Road is currently used as the offices of the Buckingham Branch of CSXT. 

Constructed after a circa-1907 station burned at this location in 1927, the current depot remains 

in use for rail-related activities. The Doswell Depot was important to the community of Doswell, 

and it follows trends of small depots being built to spur the development of many other railroad 

towns along the RF&P Railroad, such as the Woodford Depot (016-0222), which was built circa 

1900 as a joint freight and passenger depot to serve the community of Woodford, and the NRHPlisted Beaverdam Depot (042-0081), a depot built in 1866 to replace another depot destroyed 

during the Civil War. The railroad and Doswell Depot prompted commercial, industrial, and 

residential growth in the crossroads community and the depot remains the most prominent 

surviving symbol of the importance of rail travel to the development of Doswell. As such, the 

Doswell Depot and Tower are recommended eligible for the NRHP under Criterion A for its 

significant associations with transportation and development in Doswell at the local level. 

The Doswell Depot and Tower have no known association with an individual who is “significant 

within a historic context” or has “gained importance within his or her group or profession”—

necessary qualifications for it to be eligible under Criterion B. Therefore, the resource is 

recommended not eligible under Criterion B. 

Although its architect is unknown at this time, this building remains a good example of a Classical 

Revival railroad station and reflects the continued investment that both the C&O Railroad and 

RF&P Railroad made in the community of Doswell. When combined with its circa-1928 HN 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-189 Architectural Intensive Survey (Report B) 

tower, these two resources are an increasingly uncommon site along historic rail lines in the state. 

Although some, but not all, windows have been replaced in the building, this is the only notable 

modification to the exterior of the depot. As such, the resource overwhelmingly retains historic 

integrity of location, design, materials, workmanship, setting, feeling and association. Given its 

good condition, continued use, and relatively high level of historic integrity, this resource merits 

individual listing in the NRHP under Criterion C for architecture at the local level. 

As an architectural resource, the Doswell Depot and Tower have not been evaluated under 

Criterion D. 

This resource is located within the Doswell Historic District (042-5448). The Doswell Depot and 

Tower were built during the district’s period of significance and contribute to the historic 

integrity and architectural significance of the district as a whole. As such, it should be considered 

as a contributing resource to the district. 

The Doswell Depot and Tower should also be considered as contributing to the RF&P Railroad 

Historic District (500-0001). They were built during the district's period of significance and were 

built by the RF&P Railroad to serve the small community of Doswell. As such, the Doswell Depot 

and Tower should be considered as contributing resources to the railroad historic district. 

In sum, the Doswell Depot and Tower is recommended eligible for listing in the NRHP under 

Criteria A and C, and considered a contributing element to the Doswell Historic District and 

the RF&P Railroad Historic District. 

The proposed period of significance for this resource is from 1927 to 1958, the date the resource 

was built until the date the tower stopped being used and the depot was primarily retired from 

passenger service. The proposed NRHP boundaries for the Doswell Depot and Tower, as 

determined during the current investigations, encircle both resources individually (Figure 3-206). 

The boundary for the depot encircles the building closely and does not include any landscape 

features. The tower boundary is located within the railroad right-of-way and includes the 

graveled area surrounding the resource. 

 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-206

Proposed NRHP

Boundaries for the

Doswell Depot and Tower

(042-5466)

[

0 80 160

Feet

0 20 40

Meters

042-5466

042-5466
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-191 Architectural Intensive Survey (Report B) 

3.17 ROBERT STILES BUILDING/ MAIN BUILDING OF THE LAUREL 

INDUSTRIAL SCHOOL (043-0292-0001) 

The Robert Stiles Building, also known as Main Building of the Laurel Industrial School, is located 

at 2900 Hungary Road in Henrico County, Virginia. The building is situated in the northern 

portion of the NRHP-eligible Laurel Industrial School Historic District (043-0292) boundaries. The 

building sits upon a 0.89-acre parcel on the northeast corner of the intersection of Hungary and 

Hungary Spring Roads, approximately 0.8 mile from the existing railroad bed (Figure 3-207). It is 

situated in the center of the property, setback from both roads, and immediately surrounded by 

a manicured grass lawn to the south while gravel parking areas line the north and west. Another 

parking area is located on the east side separated from the building by a small strip of manicured 

grass. The property is accessed by two vehicular entrances: one from Hungary Spring Road in 

the northwest corner of the lot and another from Hungary Road in the southeast corner. Some 

deciduous trees and shrubbery line the north and east boundaries of the parcel. Immediately 

north of the property is a Henrico County school, to the east are several small parcels filled with 

residential or former residential buildings as well as the existing railroad bed, while Hungary 

Road is situated immediately south as well as other residential and commercial properties, and a 

large townhouse and condominium community and Hungary Spring Road are to the west. 

3.17.1 Historic Context 

In May 1890, the Prison Association of Virginia (Prison Association), a group organized from local 

citizens incorporated by the General Assembly in March 1890, received a plot of land containing 

approximately 17 acres near Laurel Station in Henrico County as a gift from Annie P. Russell of 

Richmond (Henrico County Deed Book [HCDB] 130-A:321–322; Keve 1986). Eventually, the 

association accumulated about 90 acres in the Laurel area (Figure 3-208) (Manarin and Peple 

2011). Soon after, in 1892, the Prison Association purchased multiple tracts of land on the west 

side of the RF&P Railroad along Hungary Road from the Special Commissioners representing the 

deceased W. L. Cowardin (HCDB143-A:277–278, 278–279). 

The Prison Association sought to reform the state’s penal system for Virginia’s juvenile offenders 

(Keve 1986; Leach 1984). Beginning around 1860, about a dozen states had built “reform schools” 

as separate institutions for felonious and delinquent children while the Commonwealth 

continued to use the penitentiary (Keve 1986:149). Alternatively, development of juvenile 

institutions were left to voluntary groups and private organizations such as the Prison 

Association of Virginia (Keve 1986:149). The goal of these associations: 

...shall be the improvement of the government, discipline, and general 

management of prisons within this state, whether under the control of state, city, 

or county authorities; the amelioration of the condition of prisoners, whether 

detained as witnesses or for trial or finally convicted; and the encouragement and 

aid of discharged convicts who exhibit any desire to reform and to become good 

citizens [Keve 1986:152]. 

 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-207

Location of the Robert

Stiles Building/ Main

Building of the Laurel

Industrial School

(043-0292-0001)

[

0 80 160

Feet

0 20 40

Meters

043-0292-0001
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-193 Architectural Intensive Survey (Report B) 

FIGURE 3-208: PRISON ASSOCIATION PROPERTY WITH ROBERT STILES BUILDING AS 

RECORDED IN 1915 (HENRICO COUTY PLAT BOOK [HCPB] 11:216) (MAP NOT TO SCALE) 

The program at the industrial school was intended to provide white boys with basic education as 

well as vocational skills. The purchase and donation of the large plot of land in Henrico County 

was the first step in making the vision of the Prison Association a reality to build a reform campus. 

The main building, called the Robert Stiles Building after the founder of the association, was the 

first in the Laurel Industrial School complex constructed around 1894; its construction was 

funded through state appropriations (Leach 1984). The building served as a dormitory, chapel, 

dining hall, and school of the convicted white boys. Farm work as well as a vocational instruction 

program was favored by the institution, and the Prison Association sought after manufacturing 

contracts for a means of financial support, their first being with the company of J.J. Wright and 

Stokes manufacturing horse collars (Prison Association of Virginia 1898:4). However, this 

contract was terminated just one year later due to the company failing to pay the Prison 

Association. The school also operated a blacksmith shop, broom-making operation, and a 

garment factory at various times with the incarcerated boys acting as the workforce. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-194 Architectural Intensive Survey (Report B) 

Although the association intended to operate under paternal and protective philosophies unlike 

those used in penitentiaries, their practices were considered harsh and outdated after the board 

president attended a conference with other juvenile institution operators in 1902 (Keve 1986). For 

example, the Prison Association still favored the use of a ball and chain as a method of 

punishment and complete silence during meal and work times. After multiple complaints that 

the Commonwealth was not supporting the school and that board members were overreaching 

in their positions, the governor requested an investigation from the Virginia Board of Charities 

and Corrections in the 1910s (Keve 1986). From this investigation, it was proposed that “the 

Laurel Industrial School is in sore need of larger support from the State... We, therefore, strongly 

recommend, as a great duty and obligation on part of the State, that State ownership shall be 

effected as soon as possible” (Keve 1986:156). During this transition period, it was recognized that 

the area was becoming more and more urbanized as the City of Richmond, just 8 miles south, 

expanded, and a search for a new location with ample farmland began. A new site was found on 

the south side of the James River in Powhatan County. In February 1920, the General Assembly 

of Virginia approved the dissolution of the Prison Association, and its property as well as the 

buildings thereon were sold to the Commonwealth (HCDB 215-B:69). 

In September 1924, Albert Anderson Harvey purchased several lots from the state for $48,000, 

including 93.83 acres on the north side of Hungary Road which included the Industrial School’s 

buildings (HCDB 230-C:209–212). Harvey operated a general store, called Harvey’s Store, in the 

main building, all the while accumulating several more properties around Laurel Station 

including what is now the Laurel Gallery on the south side of Hungary Road (Henrico County 

Will Book [HCWB] 13:400). During his ownership, Harvey sold off a portion of the land to the 

north to the Henrico County School Board. In 1941, Harvey willed that his associate, Robert 

Alexander Walton, and his son-in-law, Claude Linwood Bradshaw, could purchase the property 

after his death for $6,000 (HCDB 290:357–360; HCWB 13:400). After Harvey’s death in 1941, his 

land was subdivided (Figure 3-209) (HCDB 29:356). Both Walton and Bradshaw willed their 

shares of the property and their business, Laurel Links, Inc., to their wives, Rebecca Briggs Walton 

and Elise Harvey Bradshaw, respectively (HCWB 26:343–344, 38:423). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-195 Architectural Intensive Survey (Report B) 

FIGURE 3-209: PLAT OF SUBDIVISION OF ALBERT ANDERSON HARVEY’S LAND IN 1930, 

PARCEL BOUNDARIES STILL EXISTING TODAY (HCDB 290:356) 

Rebecca Walton and Elise Harvey conveyed the property, along with two others in the vicinity, 

to Kent Newcomb and his wife, Helen, in 1968 for a total of $27,000, who then sold it to Dartman 

Corporation in 1969 (HCDB 1367:401–403, 1394:154–156). In 1976, Stonewall Enterprises, Inc. 

assumed the Dartman Corporation which included the properties they owned (HCDB 1689:152–

153). The school building was then sold to Knob Enterprises, with one-half undivided interest 

going to each owner of the company: Walter Proffit and Stewart Vest (HCDB 1758:1229–1232). 

The mortgage was defaulted on and, in 1982, the Heritage Savings and Loan Association sold the 

property to Robert Bluford, Jr. and his wife, June (HCDB 1787:544–547, 1873:1453). The Blufords, 

assisted by area residents, are responsible for nominating the Laurel Industrial School as a historic 

district to the NRHP in 1987 (Wright 2012). They conveyed the property to their son, Robert 

Bluford, III, in 1991, who continues to own the building today. The building currently houses 

multiple leasable office spaces. 

3.17.2 Architectural Description 

3.17.2.1 Primary Resource Exterior 

Originally constructed as a multi-purpose building for a boys reformatory school around 1894, 

this Romanesque Revival-styled, two-and-one-half-story, seven-bay, brick building has a 

rectangular plan with a slight entrance projection centered on the east elevation (Figure 3-210). 

The current primary elevation faces east towards private properties and the railroad (Figures 3-

211 through 3-213). The building is set on a continuous, raised basement foundation which 

supports a structural system composed of brick laid in a six-to-one, common bond. The building 

features a brick, corbelled belt course as well as soldier-coursed water table. A low-pitched 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-196 Architectural Intensive Survey (Report B) 

hipped roof with multiple cross gables is sheathed in slate shingles and lined with a wood cornice 

and boxed gutters currently clad in metal. The gabled ends feature prominent partial returns 

accented by brick squared pilasters extending down to the belt course featuring corbelled capitals. 

The roof’s ridge is pierced with six metal flues that appear to be fairly evenly spaced. Two 

interior-end brick chimneys with corbeled caps are located on both the north and south 

elevations. Six interior-end brick chimneys with corbeled caps are located along the east and west 

elevations, making for a total of 16 chimney stacks, some of which are larger than others. 

FIGURE 3-210: SITE PLAN OF THE ROBERT STILES BUILDING/MAIN BUILDING OF THE 

LAUREL INDUSTRIAL SCHOOL (043-0292-0001) (GOOGLE EARTH 2017) (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-197 Architectural Intensive Survey (Report B) 

FIGURE 3-211: SOUTHEAST OBLIQUE OF ROBERT STILES BUILDING 

FIGURE 3-212: SOUTHWEST OBLIQUE OF ROBERT STILES BUILDING 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-198 Architectural Intensive Survey (Report B) 

FIGURE 3-213: NORTH ELEVATION OF ROBERT STILES BUILDING 

The building’s primary entrance is situated in the center of the east elevation, beneath the central 

gable, with a similar entrance mirrored on the west (Figure 3-214). They are both filled with 

replacement, double-leaf, paneled doors featuring an eight-light, arched, wood transom. The 

eastern entrance is accessed by a raised brick stoop lined with a metal railing and is covered by a 

pent roof supported by wood brackets and sheathed in slate shingles. An arched opening on the 

south side of the stoop provides direct access to a basement-level entrance that is filled with a 

single-leaf, metal door. The western entrance also has a brick stoop with a shed overhang; 

however, a set of stairs extends north and south from the stoop providing a central (western), 

arched access to a basement-level entrance. This entrance features a double-leaf, half-glazed, 

metal door. An additional basement-level entrance is off-centered in the north elevation and is 

filled with a single-leaf, metal door with a single-light wood transom above. A poured-concrete 

walkway lined by brick retaining walls provides access to the northern basement entrance. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-199 Architectural Intensive Survey (Report B) 

FIGURE 3-214: EAST ENTRANCE, LOOKING SOUTH (LEFT); WEST ENTRANCE, LOOKING 

NORTHEAST (RIGHT) 

The building contains a variety of fenestration, all detailed with segmental and arched 

openings—a hallmark of the Romanesque Revival style (Figure 3-215) (McAlester 2015:387–394). 

The second story includes single and paired, Venetian-style windows with five-over-four, woodframe, double-hung sashes and wood sills. The first story features single and paired, four-overfour, wood-frame, double-hung-sash windows with a segmental arch, two-light, transom above 

and wood sills below. Windows in the basement-level include four-over-four, wood-frame, 

double-hung-sash windows set within segmental arch openings. All of the window arches are 

composed of brick headers with wood sills below. At the first and second floors, the decorative 

brickwork of each arch is connected by a belt course that wraps around the entire building. A set 

of three two-light, wood-frame, arched, possible casement windows are located in the central 

gable of the east elevation; they also feature brick arches and wood sills. Two circular, boarded 

up openings are centered within the gables in the north and south elevations; they are encircled 

by brick headers. 

FIGURE 3-215: FIRST STORY WINDOW DETAIL, EAST ELEVATION (LEFT); SECOND STORY 

AND GABLED WINDOW DETAIL, EAST ELEVATION (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-200 Architectural Intensive Survey (Report B) 

3.17.2.2 Primary Resource Interior 

Although full access to the interior of the building was not obtained, surveyors did access shared 

spaces at each floor, noting that the first story, second story, and basement level mirror each other 

in a central-hall plan (Figures 3-216 and 3-217). The primary entrance in the east elevation opens 

to a hall that features wood flooring and drywall-covered walls, similar to the second story, while 

the basement level contains laminate tiled floors. 

An entrance in the west wall of the first story hall mirrors the east entrance. A center beam that 

crosses from north to south in the first story hall is supported by cast iron supports with 

understated decorative detailing (Figure 3-216). In the southwest quadrant of the hall is a single 

stretch of wood stairs leading to the second story. This staircase is lined with a turned wood 

balustrade with paired spindles and a turned newel capped with a simple finial. A total of four 

doorways framed by simple wood surrounds, all filled with replacement metal, paneled doors, 

are located in both the north and south walls of the first story hall; they all lead to occupied office 

spaces. The second story and basement level halls also feature this same door pattern. A large 

chandelier is situated in the east half of the hall of the first and second stories. 

A staircase covered in carpeting and lined with a similar balustrade is set beneath the stair leading 

to the second story and is accessed from the east in the first story hall. The carpeted staircase leads 

to the basement level. The basement hall features an exterior entrance in the west wall and is 

filled with double-leaf, metal, multi-light doors. The east wall of the basement hall contains a 

single-leaf, paneled, metal door to an unknown space. This area is also accessed via the exterior 

by a single-leaf door. 

FIGURE 3-216: VIEW OF FIRST STORY HALL, LOOKING EAST (LEFT); DETAIL OF FIRST 

STORY METAL SUPPORT (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-201 Architectural Intensive Survey (Report B) 

FIGURE 3-217: BASEMENT LEVEL PLAN (TOP); FIRST STORY PLAN (MIDDLE); SECOND 

STORY PLAN (BOTTOM) (NOT TO SCALE)
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-202 Architectural Intensive Survey (Report B) 

3.17.3 NRHP Evaluation 

The Robert Stiles Building or Main Building of the Laurel Industrial School, now an office 

building called Bluford Office Building, at 2009 Hungary Road is a Romanesque-Revival-styled 

educational building commissioned by the Prison Association of Virginia and completed around 

1894. Although the building has experienced some modifications to the interior, it continues to 

retain a high level of integrity in design, location, materials, and workmanship. The area in which 

the resource is located has moderately changed from its primarily rural setting during its period 

of significance (1894–1920) to current suburbia, yet the primary building associated with the 

Laurel Industrial School Historic District (042-0292) and the small railroad town of Laurel still 

endure. 

The Robert Stiles Building was constructed as the primary building of the Prison Association of 

Virginia’s Laurel Industrial School, a turn-of-the-century reformatory school for convicted white 

boys. The school stemmed out of a period of recognition that incarcerated juveniles should not 

be housed with adult criminals, but instead given the opportunity to learn practical and technical 

skills for their life after release. Being one of the only surviving examples of this important period 

of prison reform, the resource is recommended as eligible under Criterion A at the state level. 

Although the Prison Association of Virginia and its members played an important role in the 

establishment of the school and continuing the changes stemming from the prison reform 

movement in Virginia, they were not known to be catalysts or particular leaders. Therefore, the 

resource is recommended not eligible under Criterion B. 

The resource is an exemplary example of the Romanesque Revival architectural style with 

extensive brick detailing, such as arched window openings, pilasters, and belt courses. It is 

unique in Henrico County as well as in public and educational buildings throughout this area of 

Virginia. Although continued and altered use of the building has encouraged some moderate 

change and replacement throughout the interior of the building, the resource is recommended as 

eligible under Criterion C at the local and regional level. As an architectural resource, the Robert 

Stiles Building was not evaluated under Criterion D 

In sum, the Robert Stiles Building is recommended eligible at the state level under Criterion A 

and at the local level under Criterion C. As the resource was constructed during the district’s 

period of significance and is the first building constructed as a part of the Laurel Industrial School, 

the resource is recommended to remain a contributing resource to Laurel Industrial School 

Historic District (043-0292). 

The resource is recommended to have a period of significance beginning in 1894, when the school 

building was constructed, to 1920, the time in which the school was in operation. The proposed 

NRHP boundaries for the resource is limited to the current Henrico County tax parcel boundaries 

(GPIN 769-759-7739) (Figure 3-218). 
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03/2018

Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-218

Proposed NRHP

Boundaries of the Robert

Stiles Building/ Main 

Building of the Laurel 

Industrial School

(043-0292-0001)

[

0 80 160

Feet

0 20 40

Meters

043-0292-0001
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-204 Architectural Intensive Survey (Report B) 

3.18 RF&P PAINT SHOP (043-5636)

The RF&P Paint Shop, currently owned by the Integrated Power Sources of Virginia, is located at 

2260 Dabney Road in Henrico County, approximately 0.5 miles north of Richmond (Figure 3-219). 

The resource was once a part of a complex of warehouses and shops related to CSXT’s Acca Yard, 

immediately east of the building. The area has been moderately altered with new construction; 

however, it still remains primarily commercial and industrial in nature. Currently, the RF&P 

Paint Shop sits on a 0.53-acre parcel and is immediately surrounded by an asphalt parking area 

to the northeast and manicured grass to the northwest, southwest, and southeast. The building is 

lined with deciduous trees along the southeast elevation. The property is accessed by a paved 

driveway extending southwest from Dabney Road by an asphalt parking area where two railroad 

tracks once extended from the Acca Terminal Yard east to the paint shop, according to historic 

aerials (NETR 1952, 1994). Remnants of these tracks are still visible today. 

3.18.1 Historic Context 

The resource, known as the RF&P Paint Shop, is located on the west side of Dabney Road, west 

of the current railroad. The RF&P Railroad Company purchased approximately 60 acres of land 

lying near Acca Yard in 1904 from Edwin A. Palmer, trustee for his wife, Alice H. Palmer (HCDB 

170-A:331–332). The RF&P Paint Shop was among several buildings, including warehouses, 

shops, and a roundhouse and turntable, opened in 1924 as a part of a locomotive terminal and 

complex known as the Acca Locomotive Terminal, sometimes referred to as Acca Engine 

Terminal. As part of the larger Acca Yard, the facility served as the Richmond engine terminal for 

services and maintenance for locomotives belonging to both the RF&P Railroad and the Atlantic 

Coast Line Railroad (ACL) (Griffin 1994:11, 19). Henrico County’s Real Estate Assessment 

Division documents the paint shop as being constructed around 1940, and historic topographic 

maps support this information; however, a photo of the yard believed to be taken in the 1930s 

shows the paint shop building in the background (Figure 3-220) (USGS 1939, 1956). As such, it is 

believed that the paint shop was actually constructed as part of the Acca complex in 1924. 
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03/2018

Legend

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-219

Location of the RF&P

Paint Shop (043-5636) [

0 110 220

Feet

0 30 60

Meters

043-5636
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-206 Architectural Intensive Survey (Report B) 

FIGURE 3-220: LOOKING WEST ONTO THE ROUNDHOUSE AND TURNTABLE OF ACCA 

LOCOMOTIVE TERMINAL BELIEVED TO BE TAKEN CIRCA 1930 (GRIFFIN 1994:19). VISIBLE 

IN THE BACKGROUND IS THE RF&P PAINT SHOP (DENOTED BY RED ARROW). 

In the 1960s, RF&P Railroad Company opened a new consolidated shop facility in Richmond 

known as Bryan Park Terminal immediately northeast of the Acca Locomotive Terminal and the 

paint shop. This new shop, which housed the company’s mechanical, engineering, and 

purchasing and stores departments, made some buildings at the Acca Locomotive Terminal 

obsolete (Griffin 1994:20). In the late 1960s, the coal filling station’s roundhouse, turntable, and 

several warehouses were demolished, and by the mid-1970s, after another expansion at Bryan 

Park, new buildings were constructed in their place (Figures 3-221 and 3-222) (NETR 1952, 1968; 

1977; Griffin 1994:). The RF&P Paint Shop is one of only two buildings that remain from the Acca 

Locomotive Terminal of the Acca Yard. 

The RF&P Railroad Company continued to own and operate the Acca Locomotive Terminal 

under several different companies and corporations until 1991 when the rail line was merged 

with CSXT (Griffin 1994:18; HCDB 618:226–228, 1653:741, 2161:967; 2313:713). After the Acca 

Terminal closed in 1998, the 0.53-acre Paint Shop property, among other buildings in the area, 

was transferred to the Commonwealth Atlantic Properties, Inc., a Virginia corporation, successor 

by name change to Richmond, Fredericksburg, and Potomac Corporation (RF&P Corporation) 

which was successor to RF&P Railroad Company (Figure 3-223) (HCDB 2313:713, 2770:2578, 

2711:1274, 2770:2589–2607). Commonwealth Atlantic Properties, Inc. conveyed the property to 

Linwood S. Raikes in 1999 (HCDB 2270:2589–2607, 2934:1853). In 2000, the Paint Shop building 

and 0.53 acre was sold to SRS Investments, LLC for $285,000 (HCDB 3036:692, 3050:1672). Today, 

the building houses the Integrated Power Sources of Virginia, a company focused on a multitude 

of power systems including stationary, motive, and solar. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-207 Architectural Intensive Survey (Report B) 

FIGURE 3-221: AERIAL VIEW LOOKING NORTH OF THE ACCA YARD AND BRYAN PARK 

TERMINAL (DENOTED IN BY BLUE ARROW) TAKEN IN JULY OF 1965 (GRIFFIN 1994:127). 

RF&P PAINT SHOP DENOTED BY RED ARROW. 

FIGURE 3-222: RF&P PAINT SHOP (043-5636) IN 1991 WITH THE LAST RF&P DIESEL TO BE 

PAINTED AT THE SHOP (GRIFFIN 1994:195) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-208 Architectural Intensive Survey (Report B) 

FIGURE 3-223: CURRENT PARCEL OF RF&P PAINT HOUSE (HCDB 2934:1856) 

3.18.2 Architectural Description 

3.18.2.1 Primary Resource Exterior 

The resource is a one-story, two-bay commercial building with a rectangular plan with elements 

of the Art Deco and Moderne architectural styles (Figures 3-224 and 3-225). It is built on a pouredconcrete foundation and is constructed of brick laid in a five-to-one common bond with low-relief 

corbeling framing fenestration, often seen in Art Deco/Moderne buildings (Figure 3-226) 

(McAlester 2015). Similar to many commercial buildings of the period, the former paint shop is 

covered by a very low-pitched, front-gabled roof, featuring a stepped parapet with a concrete cap 

on the primary (northeast) and rear (southwest) elevations. In the center of the northeast parapet 

are large metal numbers reading “2260.” Iron anchor plates are also visible in those elevations. 

Current online aerials indicate that the roof has been lined with multiple solar panels. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-209 Architectural Intensive Survey (Report B) 

FIGURE 3-224: SITE PLAN OF THE RF&P PAINT SHOP (043-5636) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-210 Architectural Intensive Survey (Report B) 

FIGURE 3-225: NORTHEAST ELEVATION OF RF&P PAINT SHOP 

FIGURE 3-226: NORTH OBLIQUE OF THE RF&P PAINT SHOP 

The northeast elevation features two large garage bays. The southern bay is filled with a metal, 

segmental, overhead garage door while the northern has been filled with vinyl siding and 

retrofitted to feature a single-leaf door. The southwest elevation mirrors the northeast elevation; 

however, each garage bay is filled with a wood, paneled, tilt-up garage door with multiple lights 

and an inset single-leaf pedestrian door (Figure 3-227). Each door has been retrofitted with a large 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-211 Architectural Intensive Survey (Report B) 

ventilation unit, most likely leftover from the former use of the building. A square concrete slab 

protrudes southwest from the center of the southwest elevation between the two garage bays. 

Additional fenestration includes a combination of multi-light, fixed, metal windows with a 

central, 10-light, awning sash and rectangular groupings of fixed glass blocks (Figure 3-227). All 

windows feature a reinforced-concrete sill. Defunct lines of track lead from the parking area into 

the two bays on the northeast elevation. 

FIGURE 3-227: DETAIL OF GARAGE BAY WITH INSET PEDESTRIAN DOOR, SOUTHWEST 

ELEVATION (LEFT); DETAIL OF WINDOWS, NORTHWEST ELEVATION (RIGHT) 

3.18.2.2 Primary Resource Interior 

The interior of the building is predominantly left open with exposed brick walls, exposed metal 

Pratt truss system, and a poured-concrete floor with remnants of the defunct tracks leading from 

the northeast to the southwest where the garage bay doors mirror one another (Figures 3-228 and 

3-229). Also visible in the concrete floor are various steel rectangles that are set in between each 

track line and a rectangular man-hole cover, providing access to work spaces below. Lining the 

northwest and southeast walls are various metal shelves while a two-story, office space build-out 

is set in the north corner of the building (Figure 3-230). It is accessed by two single-leaf, metal 

doors, one located in the southeast wall and the other in the southwest wall. A set of wood steps 

lines the southwest wall of the buildout to provide access to the single-leaf, metal door to the 

second level. One-over-one, vinyl, double-hung sash windows are situated in the southeast and 

southwest walls of the buildout. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-212 Architectural Intensive Survey (Report B) 

FIGURE 3-228: FLOOR PLAN FOR THE RF&P PAINT SHOP (043-5636) (NOT TO SCALE)
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-213 Architectural Intensive Survey (Report B) 

FIGURE 3-229: ROOF STRUCTURAL SYSTEM DETAIL, FACING SOUTHWEST (TOP); DEFUNCT 

TRACK LINES, FACING SOUTHWEST (BOTTOM) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-214 Architectural Intensive Survey (Report B) 

FIGURE 3-230: VIEW OF BUILDOUT AND PRIMARY ENTRANCE, LOOKING NORTHEAST. NOTE 

DEFUNCT TRACK LINES IN BOTTOM RIGHT OF IMAGE. 

3.18.3 NRHP Evaluation 

The RF&P Paint Shop building, now an office and warehouse building for the Integrated Power 

Services of Virginia, at 2260 Dabney Road is a warehouse building with Art Deco/ Moderne 

characteristics constructed circa 1924 located in Henrico County, immediately northwest of the 

city limits of Richmond. The resource does not appear to have undergone any notable physical 

changes nor has it been moved from its original location; therefore, it retains a high level of 

location, design, materials, and workmanship. The resource was constructed as a part of the Acca 

Yard Terminal for the RF&P Railroad, a yard used for the maintenance of locomotives in the 

early-twentieth century. By the mid-1970s, most of the buildings and structures that were a part 

of the yard were demolished save for a warehouse and the paint shop. The surrounding area is 

now a contemporary industrial park. The resource is also no longer owned and used by the 

railroad, and tracks that once led to the building have now been covered by paved asphalt or 

vegetation. For these reasons, the resource retains a low to moderate level of setting, feeling, and 

association. 

The RF&P Paint Shop is one of two remaining buildings associated with the once bustling 

terminal of the Acca Yard. Similar to Potomac Yard, north of Alexandria along the RF&P Railroad, 

changing needs and technologies required less of such locomotive terminals and left the areas 

open to new construction which has significantly altered the surroundings of the RF&P Paint 

Shop. Although this building once played a role in the maintenance of locomotives for the ACL 

and RF&P Railroad companies that operated the Acca Yard and contributed to the region’s 

transportation in the mid- to late-twentieth century, it no longer functions for that purpose and it 

has been slightly modified for new uses diminishing its historic integrity. The remainder of Acca 

Yard has also been demolished save for one building located immediately west of the paint shop. 

Therefore, it is recommended not eligible for listing under Criterion A. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-215 Architectural Intensive Survey (Report B) 

Archival research did not yield any information about important individuals associated with this 

resource; and therefore, it is recommended not eligible under Criterion B. 

Criterion C, as outlined by NPS, pertains to “properties significant for their physical design or 

construction, including such elements as architecture, landscape architecture, engineering, and 

artwork” (McLelland et al. 1999). For a resource to be eligible for the NRHP under Criterion C, it 

must “embody distinctive characteristics of a type, period, or method of construction, represent 

the work of a master, possess high artistic value, or represent a significant and distinguishable 

entity whose components may lack individual distinction” (Shrimpton et al. 1990). The resource 

is not considered an outstanding example of this particular architectural style, nor is it known to 

be the work of a master. Stronger examples of the Art Deco/ Moderne style have been 

documented in the surrounding area, particularly in Richmond such as the Byrd Theatre (127-

0287), the Baker Public School (127-0877), and the Henrico Theatre (043-0287) in Henrico County. 

The building is also not known to be an exceptional example of this property type as alterations 

to the interior, including the two-story office space and in-filling of one of its large garage bays, 

has diminished its historic function and original appearance. For these reasons, it is 

recommended as not eligible under Criterion C. 

As an architectural resource, the RF&P Paint Shop was not evaluated under Criterion D. 

In sum, the RF&P Paint Shop is recommended as not eligible for listing in the NRHP under 

Criteria A–C. 

3.19 WINFREE COTTAGE (127-6129) 

The dwelling known as Winfree Cottage is located immediately southeast of Interstate 95 in 

Richmond, Virginia (Figure 3-231). The resource is currently located in the parking lot of the 

Seaboard Air Line Freight Depot (127-0292), directly north of the depot and southwest of the 

Lumpkin's Jail Site (44HE1053). The existing railroad bed is situated southeast of the resource. A 

small, densely wooded area runs along the northwestern boundary of the resource, where a large 

retaining wall for I-95 runs northeast to southwest. The primary elevation faces southeast towards 

the open parking lot. 
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03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-231 

Location of Winfree

Cottage (127-6129)[

0 50 100

Feet

0 20 40

Meters

127-6129
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-217 Architectural Intensive Survey (Report B) 

3.19.1 Historic Context 

The resource known as the Winfree Cottage is named for the dwelling’s earliest known owner, 

Emily Winfree, a formerly enslaved woman (Figure 3-232). Emily Winfree was born in 1834 in 

Chesterfield County. It is believed that she was owned and enslaved by David C. Winfree until 

she was freed either by David or following the Civil War and the Emancipation Proclamation 

(Kollatz, Jr. 2013). It is also hypothesized that David was the father of some or all of Emily’s 

children—even those born after she moved to Manchester; although there is little primary source 

evidence to corroborate this, the marriage certificate of her youngest daughter, Lucy J. (born 1878) 

lists her parents as David Winfree and Emily Winfree (FamilySearch n.d.; Kollatz, Jr. 2013, U.S. 

Census 1880). 

FIGURE 3-232: PHOTOGRAPH OF EMILY WINFREE (RICHARDSON 2017) 

David Winfree was born around 1814. In the 1830s, he attended the University of Virginia and 

later served the Chesterfield County region as a physician and druggist (American Antiquarian 

Society 1834; U.S. Census 1850). He owned 260 acres of improved land and 442 acres of 

unimproved land in Chesterfield County (Bureau of the Census 1860). Given that the Slave 

Schedule for 1860 shows David C. Winfree owning three enslaved males aged 16, 3, and 2, he 

may have hired help to work his farm (United States Federal Census Slave Schedule [U.S. Census 

Slave Schedule] 1860). It is notable that the schedule did not list any females under the ownership 

of David Winfree. 

In 1866, “freedman” Emily Winfree acquired two tracts of land. It is on this land that Winfree 

Cottage was constructed around 1866. In this transaction, Samuel E. Vaden sold a tract of land to 

A.A. Allen, who acted as trustee for Emily and her children, for a parcel that fronted 75 feet on 

Allen Road (later known as W. 8th Street, now W. Commerce Road) in Manchester, 50 feet from 

the intersection of Allen and Porter Roads (Figure 3-233) (City of Richmond Deed Book [CRDB] 

48:18). The deed specified the rights that Ms. Winfree had to this lot, including the right of Emily 

and her children to live there as long as they choose, the right to sell the property and keep the 

money from that sale, and the right, should Emily not have any living children at the time of her 

death, to will the property to anyone of her choice (CRDB 48:18). The research completed during 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-218 Architectural Intensive Survey (Report B) 

this effort could not discern if David Winfree owned the land at any time before it was sold to 

Emily; however, it should be noted that the deed also states that if Emily has no surviving 

children at her death and dies without a will, the property shall go back to David C. Winfree, 

which suggests that he may have had a part in the purchase of this property (CRDB 48:18). Further 

evidence of their continued connection is suggested by a second tract of land Emily Winfree 

acquired in 1866, which was sold to her on May 29 by David C. Winfree; this lot was situated in 

a more rural part of Chesterfield County (CRDB 48:123). 

FIGURE 3-233: A PORTION OF THE 1877 MAP OF MANCHESTER, CHESTERFIELD COUNTY 

NOTING THE LOCATION OF THE WINFREE COTTAGE IN YELLOW (BEERS 1877) (MAP NOT TO 

SCALE) 

In 1870, Emily and her six children (ranging in age one to 16) lived on Allen Road in Manchester. 

At that time this part of the city was very racially diverse; the U.S. Census for that year lists many 

of the surrounding families as “white,” “black,” or “mulatto” (Chataigne and Smith 1888; T.M. 

Haddock & Co. 1893; U.S. Census 1870). At the end of the nineteenth century, Emily owned 

another house on the 1500 block of Stockton Street, also in Manchester, between 15th and 16th

Street, which was, at that time, a predominantly African American neighborhood (U.S. Census 

1900). According to Richmond City Directories in the 1900s and 1910s, Emily worked as a 

laundress, and her children, several of which continued to live with her at 1515 Stockton Street, 

were employed as a cook at a restaurant, a laborer at a railroad shop, porters, school teachers, 

and an upholsterer (Hill Directory Co., Inc, 1906:1271, 1914:1372, 1916; U.S. Census 1900). Emily, 

with the assistance of Trustee W.C. Pulliam, sold the cottage on Allen Road to Allan Nelson 

Pettigrew on October 2, 1905 (CRDB 94-B:167). She died in 1919 around the age of 84 (Virginia 

Department of Health 1919). 

Under the Allan Nelson Pettigrew ownership, the Winfree Cottage was a rental property to many 

different occupants throughout the first two decades of the 1900s; however, steady occupancy 

arrived with the Poe family, who lived in the house at 209 W. 8th Street for most of the twentieth 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-219 Architectural Intensive Survey (Report B) 

century. John James Poe, Sr. (1893–1955), his wife Edna (1898–1980), and their children moved to 

Manchester in the late 1920s. They first rented a house on 3rd Street, but by 1930, all eight members 

of the Poe family lived in the frame house on W. 8th Street (Hill Directory Company, Inc. 1925, 

1927, 1928, 1930; U.S. Census 1930). On August 25, 1945, the owner of the property at that time, 

Hilda Adelanski, sold the house and lot to Edna Poe, although it was not officially recorded with 

the circuit court until June 4, 1957, two years after James Poe’s death (CRDB 323:419; Virginia 

Department of Health 1955). For the next several decades, Edna lived in the house, at times 

accompanied by one or more of her adult children; however, it seems that her second eldest son, 

Lewis Allen Poe, resided there most often (Hill Directory Company, Inc. 1960, 1965, 1975, 1978). 

During the 1960s and 1970s, the residential character of Manchester was quickly lost. Several 

houses once lined W. 8th Street, however by 1978 only two dwellings remained (house numbers 

203 and 209), and by 1980, only 209 W. 8th Street survived (Hill Directory Company, Inc. 1978, 

1980). When Edna died in 1980, she bequeathed to her son, Lewis, her residence at 209 W. 8th

Street (City of Richmond Will Book [CRWB] 38:488). Lewis (1924–2002) owned, and seemingly 

lived in, the house for the rest of his life until his death in 2002 (Social Security Administration 

2002). In his will, Lewis gave his real estate, including 209 W. 8th Street, to his surviving siblings: 

Richard E. Poe, Floyd S. Poe, Kathleen Doremus, and Edith P. Craig (CRWB 02-426). The property 

changed hands twice more in 2002, ending with the sale to the current owner, Manchester 

Property, LLC, on December 20, 2002 (CRDB 030000068). 

According to a 2013 Richmond Magazine article (Kollatz, Jr. 2013): 

By October 2002, the home was abandoned and almost swallowed up by 

commercial buildings. Taylor & Parrish Construction at 209 Commerce Road 

sought to expand its parking lot, and the house stood in the way. To the rescue 

came the Alliance to Conserve Old Richmond Neighborhoods (ACORN), then a 

feisty preservation organization with David Herring as its executive director. He 

recalls that time. "We had an incredibly short deadline — maybe less than a week 

— to get it moved," says Herring, who's now the vice president of the Center for 

Neighborhood Revitalization at the Richmond Better Housing Coalition, which 

absorbed ACORN in 2011. Taylor & Parrish was agreeable to the cottage's 

removal. 

Although the house was saved, it has been on a temporary platform awaiting a permanent 

location and use for 15 years. Currently situated in a parking lot adjacent to Main Street Station, 

there has been discussion of many uses, including an interpretive center for the Richmond Slave 

Trail Commission; however, at the time of this report, the future of the Winfree Cottage is not yet 

determined. 

3.19.2 Architectural Description 

3.19.2.1 Primary Resource Exterior 

The Winfree Cottage is a one-story dwelling constructed around 1866 within the boundaries of 

Manchester, then an independent city in Chesterfield County (Figure 3-234). Because it was 

moved from its original location in 2002 to its current location in Richmond, the foundation is 

unknown; it is currently set on a metal flatbed raised on pieces of cut lumber. A moderately 

pitched, hipped roof sheathed in standing-seam metal covers the weatherboard-clad frame 

structural system (Figures 3-235 and 3-236). Boxed eaves are clad in wood and extend 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-220 Architectural Intensive Survey (Report B) 

approximately 6 inches from the plane of the wall on all sides. A patched, square hole along the 

roof’s ridge shows where a central-interior brick chimney once stood (Figure 3-237). 

FIGURE 3-234: SITE PLAN OF THE WINFREE COTTAGE (127-6129) (GOOGLE EARTH 2018) 

FIGURE 3-235: SOUTHEAST ELEVATION, WINFREE COTTAGE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-221 Architectural Intensive Survey (Report B) 

FIGURE 2-236: DETAIL OF SIDING, SOUTH OBLIQUE 

FIGURE 3-237: DETAIL OF FORMER LOCATION OF CHIMNEY, LOOKING NORTHWEST 

All fenestration is currently boarded over; however, interior photographs taken for a 2012 

blogpost show that the window openings are filled with wood-frame, six-over-six, double-hung 

sashes (Majer 2012). The house currently has two entrances: the primary is off-centered on what 

was historically the west elevation that faced W. Commerce Street and the secondary likely once 

provided access to a one-story ell that extended from the rear (east) elevation. This ell can be seen 

on historic Sanborn maps, but is no longer extant (Sanborn Map Company 1905b). Photographs 

from when the Winfree Cottage was first moved in 2002 show the remains of a shed-roofed porch 

on west elevation (Figure 3-238) (Kollatz, Jr. 2013; Richardson 2017). The shed roof was sheathed 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-222 Architectural Intensive Survey (Report B) 

in standing-seam metal and supported by modern pieces of lumber acting as brackets; this 

architectural element is no longer extant (Figure 3-239). 

 

FIGURE 3-238: 1905 SANBORN MAP SHOWING THE WINFREE COTTAGE (DENOTED BY RED 

ARROW) IN MANCHESTER (SANBORN MAP COMPANY 1905B) (MAP NOT TO SCALE) 

FIGURE 3-239: 2003 PHOTOGRAPH OF THE WINFREE COTTAGE BEING MOVED FROM W. 

COMMERCE STREET. NOTE THE SURVIVING PORCH ROOF (RICHARDSON 2017). 

3.19.2.2 Primary Resource Interior 

Images of the building’s interior appear in a blogpost from 2012 (Majer 2012). This blogpost shows 

wide wooden planks covering the floor joists and exposed wooden lath on the walls. The ceiling 

joists and other roofing members were also exposed. The house featured two rooms separated by 

a partition wall lined with the remains of a wooden baseboard, and a central-interior brick 

chimney open on at least one side. The wooden fireplace surround comprised a mantle shelf, 

wide header, and two unadorned pilasters. The firebox opening has been altered to allow for a 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-223 Architectural Intensive Survey (Report B) 

stove instead of an open fire. A doorway with a simple wood surround located near the primary 

(west) elevation provided access between the two rooms (Majer 2012). 

3.19.3 NRHP Evaluation 

The Winfree Cottage was originally situated on W. 8th Street (now W. Commerce Street) in 

Manchester, formerly located within Chesterfield County. It was first the house owned by Emily 

Winfree, a former enslaved person, and her children. In the 1860s, Emily acquired a tract of land 

in Manchester on which the small one-story cottage was constructed. Some language in the deed 

suggests that David C. Winfree, a Chesterfield County man who may have been her previous 

owner, had some involvement in this bargain and sale transaction. Emily, like many enslaved 

people following the Emancipation Proclamation, faced an uncertain future in the mid-1860s. The 

construction of the one-story dwelling in urban Manchester is just one of many ways freed 

African Americans left the southern plantations behind and began to find their own ways in life. 

Although it is no longer in its original location, the Winfree Cottage is one of the few known 

surviving physical representations of this time period and aspect of African American history 

and life around Richmond following the Civil War. For these reasons, it is recommended eligible 

under Criterion A. 

For a resource to be eligible for listing in the NRHP under Criterion B, it must be associated with 

an important individual within a specific historic context or they must be considered significant 

within their profession or group (Shrimpton et al. 1990). While Emily Winfree is a notable person, 

her individual contribution to the context of African American history following the Civil War is 

not known to be significant. Therefore, the resource is recommended not eligible for the listing 

under Criterion B. 

Historic maps suggest that similar small frame dwellings were common among Manchester’s 

built landscape in the third and fourth quarters of the nineteenth century. However, industrial 

development in the twentieth century resulted in a loss of much of the nineteenth-century, 

working-class housing in this region of southern Richmond. Winfree Cottage is an excellent 

example of this one-story, two-room, frame dwelling that was so prominent among the streets of 

Manchester following the Civil War. Furthermore, although moved and thereby diminishing the 

resource’s integrity of association, feeling, setting, and location, the house still has many of its 

original architectural fabric and has a moderate level of integrity of materials, workmanship, and 

design. As a building that possesses and retains distinctive characteristics of this urban and 

vernacular type and method of construction, Winfree Cottage is recommended eligible for the 

NRHP under Criterion C. 

According to the NPS guidelines, “a property removed from its original or historically significant 

location can be eligible if it is significant primary for architectural value or it is the surviving 

property most importantly associated with a historic person or event” (Shrimpton et. al 1990). 

Because Winfree Cottage is one of the only surviving examples of housing for former enslaved 

persons following the Civil War, it is also recommended eligible under Criteria Consideration B. 

As an architectural resource, the Winfree Cottage was not evaluated under Criterion D. 

In sum, the Winfree Cottage is recommended eligible for the NRHP under Criteria A and C, 

and also Criteria Consideration B for a moved building.

The period of significance for the Winfree Cottage is recommended to begin in 1866, when the 

cottage is estimated to have been constructed, and end in 1905, when Emily Winfree sold the 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-224 Architectural Intensive Survey (Report B) 

cottage. The NRHP boundaries are recommended to be strictly around the building as is set on 

metal flatbed and is not located in its original or permanent location (Figure 3-240). 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-240 

Recommended NRHP

Boundaries of the

Winfree Cottage

(127-6129)

[

0 50 100

Feet

0 20 40

Meters

127-6129
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-226 Architectural Intensive Survey (Report B) 

3.20 RAILROAD YMCA (127-0344-0123) 

The Railroad Young Men’s Christian Association (YMCA) (127-0344-0123), currently housing loft 

apartments and two commercial spaces, is located at 1552 E. Main Street in Richmond, Virginia. 

Set on a 0.21-acre lot immediately southeast of Richmond’s Main Street Station (127-0172) and a 

branch of the C&O Railroad Corridor (127-6793), the property is bounded by E. Main Street to the 

southwest, N. 17th Street in the southeast, multiple commercial properties in the northeast, and a 

paved-asphalt parking lot for the Main Street Station in the northwest. It is located within the 

Shockoe Valley and Tobacco Row Historic District (127-0344), a NRHP-listed historic district 

encompassing Richmond’s original town settlement filled with a mix of residential, commercial, 

and manufacturing activity. The densely populated urban area has been moderately altered with 

new construction; however, it still remains primarily commercial and industrial in nature. The 

parcel is primarily filled by the rectangular building, with poured-concrete sidewalks lining all 

sides. A small, paved-asphalt parking lot is situated in the northwest and accessed by East Main 

Street to the southwest, and a paved-asphalt alley lines the northeast and is accessed to the 

southeast from N. 17th Street (Figure 3-241). A small median strip between the sidewalk and East 

Main Street features a large deciduous tree. 

3.20.1 Historic Context 

Founded in 1854, the Richmond YMCA was organized with the intentions to provide young 

males a library and reading room; lectures, devotional meetings and Bible classes; a safe, 

wholesome home-away-from-home to counteract the “lure and ruin” of the city; and to bring 

them under religious and moral influences (Crews 2004). Although the Richmond YMCA was 

founded in 1854, it was not until the mid-1870s that a specific railway outreach program, known 

as the National YMCA Railroad Movement, was developed. The National YMCA started the 

outreach program to railroad men in 1872 beginning at a Cleveland passenger station, and soon 

thereafter, it became “its largest effort for blue-collar workers until the decline of the nation’s 

railway workforce” (Crews 2004:87). 

The Richmond Main Street Station (127-0172) and the current CSXT railroad were built in 1901 

through joint funding by the Seaboard Air Line Railroad (SAL) and the Chesapeake and Ohio 

Railway (C&O). The general baggage agent of the C&O, Charles Lorraine, noticed restless men 

of the layover rail crews having the potential to wander into the dark corners of the city 

(Richmond Railroad Y.M.C.A. Men 1909). Mr. Lorraine “set to work to provide a reading room 

and a game room for these men, under the supervision of a Y.M.C.A. Secretary” (Richmond 

Railroad Y.M.C.A. Men 1909). To address the issue of temporary housing for layover staff, the 

fourth floor of the Richmond Main Street Station was dedicated to the Railroad YMCA through 

contributions and support from five railroad companies who promoted their workforce to utilize 

YMCA services: the C&O, RF&P, SAL, ACL, and Southern Railways (Southern) (Kollatz, Jr. 

1997:20). As membership grew, there was a need for more space. 
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03/2018

Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-241

Location of the Railroad

YMCA (127-0344-0123)

[ 0 50 100

Feet

0 20 40

Meters

127-0344-0123
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-228 Architectural Intensive Survey (Report B) 

The Railroad YMCA requested a total of $30,000 from the five railroads for the construction of 

the association’s new building (Richmond Times-Dispatch 1906:11). In 1907, the Richmond 

YMCA purchased multiple small properties at the northwest corner of N. Main and Market (17th) 

Streets that fronts Market Street for $15,000 (City of Richmond Deed Book [CRDB] 191-A:443, 445, 

447; 192-A:8; 199-D:196, 198). The cost of construction and equipping the new Railroad YMCA 

building cost approximately $100,000 (Figure 3-242) (Crews 2004:87). The Railroad YMCA 

building was designed by Wilson, Harris, and Richards, the same Philadelphia architects that 

designed adjacent Main Street Station, as evident in the physical similarities of the two buildings 

(Figures 3-243 and 3-244) (Tatman 2017; Wilson 2002:192). The firm, which operated from 1902 to 

1910, concentrated on commercial and railroad projects. 

 

FIGURE 3-242: ARTICLE DETAILING THE FULFILLMENT OF FUNDING FOR THE RAILROAD 

YMCA’S NEW BUILDING (RICHMOND TIMES-DISPATCH 1906:11) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-229 Architectural Intensive Survey (Report B) 

FIGURE 3-243: RAILROAD YMCA BUILDING UNDER CONSTRUCTION IN 1908 (LIBRARY OF 

CONGRESS [LOC] 1908) 

FIGURE 3-244: RAILROAD YMCA, CIRCA 1910 (RVAAPARTMENT.COM 2014) 

The building offered “showers and tub baths, a swimming pool, a gym, soap and towels, a 

reading room, checkers, chess, dominoes and social events” as well as sleeping space, a bowling 

alley, poolroom, auditorium, kitchen, and ladies’ parlor (Crews 2004:87). It not only provided 

service to the railroad employees but also to their families and travelers using the railroad 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-230 Architectural Intensive Survey (Report B) 

company and National YMCA funds (Railroad YMCA History Project 1999). Membership, which 

cost $10 for one year in 1915, included benefits such as entertainment and religious activities, 

exercise opportunities, and career-related courses that were geared toward railway operations 

(Figure 3-245) (Crews 2004:87–88; Railroad Young Men’s Christian Association Richmond 1915). 

Poor boys of the Shockoe Valley District were also served at the Railroad YMCA and offered 

membership for free (Kollatz, Jr. 1997:20). Other organizations were eventually served through 

the 1930s and 1940s including Scout troops, Sunday school groups, and sons of railroad men 

(Kollatz, Jr. 1997:21). 

FIGURE 3-245: RAILROAD YMCA PAMPHLET ADVERTISING MEMBERSHIP SERVICES 

(RAILROAD YOUNG MEN’S CHRISTIAN ASSOCIATION RICHMOND 1915) 

In December 1971, the Railroad YMCA was closed by the executive director, Porter Myers 

(Kollatz, Jr. 1997:21). At the time, Myers indicated that he did his best to keep the place clean; 

however, purposeful messes and violence led him to shut down the operation. In 1972, the 

property was conveyed to the Mission Army, Inc., an independent relief agency, who reclaimed 

the extreme damage done to the building caused by flooding from Hurricane Agnes (Figure 3-

246) (CRDB 391-C:15; Kollatz, Jr. 1997:21). Although the Mission Army attempted to keep the 

Railroad YMCA running, by 1979, the building’s extensive health and building code violations 

led to the city inspectors moving to close it down (Kollatz, Jr. 1997:21). In 1980, a Virginia 

partnership called Market Slip Association purchased the property with the intention of selling 

it to a developer who could convert it into an apartment building or bed and breakfast with the 

help of historic tax credits (CRDB LR007670708:708–710, LR002402259:2259–2262; Kollatz, Jr. 

1997:21). In 1999, the property was conveyed to the Historic Housing, LLC, a development 

company specializing in revitalizing historic buildings in Richmond (CRDB LR990024136:405; 

LR990024137:406–408; Schwartz 2012). In 2001, the tax credit-funded renovation of the Railroad 

YMCA, converting it into lofted bedroom apartments, was completed by the development 

company for approximately $3.3 million (Figure 3-247) (Style Weekly 2017). Some spaces within 

were returned to a similar use, including the former restaurant at the front of the building which 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-231 Architectural Intensive Survey (Report B) 

is now used as a catering and event space, according to the current property manager, Kim Pitts 

(Kim Pitts, personal communication 2018). 

FIGURE 3-246: MAIN STREET STATION (127-0172) (LEFT) AND THE RAILROAD YMCA (127-

0344-0123) (RIGHT) AND THE AFTERMATH OF HURRICANE AGNES ON JUNE 22, 1972 

(RICHMOND TIMES-DISPATCH 2015)

FIGURE 3-247: PLAT OF RESURVEY OF “RAILROAD Y/1548 E. MAIN STREET, CITY OF 

RICHMOND, VIRGINIA” (CRDB LR120007969) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-232 Architectural Intensive Survey (Report B) 

3.20.2 Architectural Description 

3.19.2.1 Primary Resource Exterior 

The Railroad YMCA is a three-story, three-bay, rectangular, Italian Renaissance Revival-style 

commercial building constructed in 1907 by the Philadelphia architectural firm of Wilson, Harris 

and Richards (Figures 3-248 through 3-250) (Wilson 2002:192). The building currently is in use as 

residential lofts and apartments as well as a restaurant (Rosie Connolly’s Pub & Restaurant) and 

a catering event space. The building sits on a continuous, raised basement foundation supporting 

a masonry structural system all sheathed in a brick laid in a running bond imitating Roman brick, 

calling to the Italian Renaissance Revival style in which it was constructed. The raised basement 

is lined with two rows of squared stone at the base, with the top row beveled, and six rows of 

regular stretcher bond brick to one row of relief stretcher bond brick. A molded concrete water 

table with a denticulated cornice beneath the table separates the basement from the first story 

while a denticulated belt course is located between the second and third stories. The building is 

covered by a low-pitched, hipped roof sheathed in terra cotta tile with open, overhanging eaves 

containing scrolled, wooden brackets and a geometric cornice (Figure 3-251). An exterior-end 

chimney with a corbeled cap is located in the south half of the southeast elevation which pierces 

the overhanging roof eaves and features a corbeled base. A central shed dormer is centered in the 

northwest and southeast elevations. 

FIGURE 3-248: SITE PLAN OF THE RAILROAD YMCA (MICROSOFT 2017) (NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-233 Architectural Intensive Survey (Report B) 

FIGURE 3-249: WEST OBLIQUE 

FIGURE 3-250: SOUTH OBLIQUE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-234 Architectural Intensive Survey (Report B) 

FIGURE 3-251: DETAIL OF EAVE AND CORNICE, WEST CORNER 

Centered on the southwest elevation (façade) is the former primary entrance to the building. It is 

currently the primary entrance for the catered event space. The heavily ornamented entrance, 

typical of the Italian Renaissance Revival style in which the building was constructed, is filled 

with a double-leaf, single-pane, single-panel, wood door and framed by fluted, engaged columns 

with Corinthian capitals and a full decorated entablature and architrave (McAlester 2015:406). 

The entablature is engraved with “Railroad Branch Y.M.C.A.” (Figure 3-252). A rectangular, 

stained glass, metal-frame transom is set above the entrance and reads “Citi Bar Chop House.” 

The remaining two bays in this story are filled with a double-leaf, wood-and-glass door flanked 

by single-light, wood-frame sidelights and a topped by a large multi-light, wood-frame transom. 

Metal-frame, cloth-covered awnings extend from the outer bays, providing a protected area of 

the terrace that spans the façade for outdoor dining. The terrace along the façade is accessed by a 

grand central staircase, leading directly to the primary access to the catered event space, which 

comprises 13 concrete steps lined with a squared, concrete-and-brick balustrade (Figure 3-252). 

Window openings in the foundation are barred with metal. At the pinnacle of the staircase, access 

to the southern and western portions of the terrace have been blocked by a metal rail. The 

remainder of the terrace is lined by a decorative balustrade. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-235 Architectural Intensive Survey (Report B) 

FIGURE 2-252: DETAIL OF PRIMARY ENTRANCE TO EVENT SPACE, SOUTHWEST ELEVATION 

(LEFT); DETAIL OF TERRACE AND FENESTRATION, SOUTHWEST ELEVATION (RIGHT) 

Entrance to the residential portion of the resource is obtained by several single-leaf, metal, 

paneled doors with multiple lights. Most doors are topped by a single-light, wood-frame, 

transom. Other fenestration includes paired and single, one-over-one, wood-frame, double-hungsash windows, some of which feature a single- and multi-light, arched transom set above with a 

stone keystone (Figure 3-253). Windows in the façade also have decorative stone trim creating a 

Florentine arch springing from pilasters capped with Corinthian-style capitals. Those with no 

arched window feature a flat stone lintel. Windows in the raised basement and third story are 

eight-over-eight, wood-frame, double-hung sashes with wood surrounds and relief brick trim. A 

“Romeo and Juliet” door is located in the third story of the northwest elevation, although it may 

have been an access to a fire escape; it is filled with a single-leaf, paneled, wood door with six 

lights and is covered by a metal rail (Figure 3-253) (Kim Pitts, personal communication 2018). A 

two-story, flat-roof addition clad in the same materials as the core extends from the north half of 

the northeast elevation while a one-story, frame addition extends from the east half of the 

elevation. Both additions were constructed circa 1950 and currently houses a restaurant and its 

kitchen (Figure 3-254). 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-236 Architectural Intensive Survey (Report B) 

FIGURE 3-253: DETAIL OF FENESTRATION, NORTHWEST ELEVATION 

FIGURE 3-254: DETAIL OF ATTACHED RESTAURANT, NORTHEAST ELEVATION 

3.19.2.2 Primary Resource Interior 

Entrance to the residential portion of the Railroad YMCA is obtained through a single-leaf door 

in the basement level of the northwest elevation. It opens into a four-story stairwell featuring a 

wood staircase that is partially lined with a turned wood balustrade that pauses at a landing in 

each story (Figure 3-255). The walls that partially house the staircase are drywall with an ADA 

compliant metal stair rail and chair rail. The stairs themselves are partially covered by rubber 

matting and the landings feature modern carpeting. An elevator and associated elevator room, 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-237 Architectural Intensive Survey (Report B) 

added at a later date than the construction of the building, are also accessed in the basement level 

of the stairwell. 

The first, second, and third stories of the northeast two-thirds of the building have a similar floor 

plan (Figure 3-256). Each floor contains a central carpet-clad hallway, running northeast to 

southwest, which is accessed by a single-leaf, wood, four-paneled door by the stairwell. Each 

hallway is also accessed by the elevator in the northwest wall. The hall is lined with a wood chair 

rail and with a varying number of single-leaf doors on the southeast and northwest walls, 

depending on how many individual lofts there are on the respective floor (Figure 3-255). The 

property manager stated that each residential room is in its original layout save for the addition 

of individual laundry closets or bathrooms. Also, the current property manager confirmed that 

all doors within the residential section of the building in each hallway are original (Kim Pitts, 

personal communication 2018). The southwest thirds of the second and third stories also contain 

residential lofts and are set up in a similar format to the remainder of the floor with a hallway 

accessed by the stairwell. 

FIGURE 3-255: VIEW OF STAIRWELL FROM FIRST-STORY LANDING (LEFT); VIEW OF THIRDSTORY HALLWAY, LOOKING NORTHEAST (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-238 Architectural Intensive Survey (Report B) 

FIGURE 3-256: FIRST STORY FLOOR PLAN (TOP); SECOND AND THIRD STORY FLOOR PLAN 

(BOTTOM) (NOT TO SCALE) 

During the current survey, access to two individual residential units or “lofts” was granted by 

the property manager. A loft at the north corner of the third story opens directly into a small 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-239 Architectural Intensive Survey (Report B) 

kitchenette that lined a portion of the northeast wall. The loft is primarily covered in the original 

wood flooring save for the kitchenette area which is covered in laminate tile. A carpet-clad, 

winder staircase lined with a metal and wood rail is situated in the northeast portion of the loft 

which provides access to the loft space above. The ceiling is open to the wood framing of the 

hipped roof and eaves (Figure 3-257). This loft features the “Romeo and Juliet” door in the 

southeast wall previously mentioned (Figure 3-257). The other loft available for viewing during 

the survey is located in the southwest portion of the second story. Accessed by a single-leaf, wood 

door, the entrance opens into an open living area with a coffered ceiling and covered in original 

wood flooring (Figure 3-258). A small kitchenette is in the northeast wall. Along the southeast 

wall is a bedroom and an enclosed winder staircase that leads to a loft space (Figure 3-258). 

FIGURE 3-257: EXPOSED ROOFING SYSTEM IN THIRD-STORY LOFT (LEFT); VIEW OF 

“ROMEO AND JULIET” DOOR IN THIRD-STORY LOFT, LOOKING WEST (RIGHT) 

FIGURE 3-258: VIEW OF CEILING IN SECOND-STORY LOFT (LEFT); SECOND-STORY LOFT, 

LOOKING NORTHEAST (RIGHT) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-240 Architectural Intensive Survey (Report B) 

The catering and event space encompasses the southwest third of the building in the basement 

level and first story. The basement level contains a full contemporary kitchen, and an enclosed 

stairwell along the northeast wall of the kitchen leads to the event space in the first story. The first 

story event space features wood flooring and paneled wood walls. A bar is located along the 

northwest wall while a large chimney opening with a marble mantel surround is in the southeast 

wall (Figure 3-259). A recessed panel filled with a mirror is set beneath the simply decorated 

wood mantelshelf and beveled wood columns. Two partition walls block of the primary entrance 

in the southwest elevation and a waiters’ area in the northeast portion of the room. An enclosed 

staircase to the second story is visible in the west half of the northeast wall (Figure 3-259). Access 

to the remainder of the basement and the restaurant (Rosie Connolly’s Pub & Restaurant) on the 

northeast side of the building was not granted during the current survey. 

FIGURE 3-259: SOUTHEAST WALL IN CATERING EVENT SPACE IN FIRST STORY (LEFT); 

STAIRCASE TO BASEMENT LEVEL AND ENCLOSED STAIRCASE TO SECOND STORY, LOOKING 

NORTH (RIGHT) 

3.20.3 NRHP Evaluation 

Constructed as Richmond’s Railroad YMCA (127-0344-0123) chapter building, this resource 

served the traveling railroad men and their families as well as local poor boys and men until the 

1970s as a safe-haven with bed and board. It has since been converted to a loft apartments 

building with an attached restaurant to the rear and a catered event space. Although the building 

has had some common modifications, such as a rear addition and interior alterations funded 

through tax credits to accommodate separate living spaces and catered event spaces, the resource 

retains a sufficient level of integrity in design, location, association, materials, feeling, setting and 

workmanship to convey its historic purpose and use. 

The NPS outlines the considerations for which a property can be eligible for the NRHP under 

Criterion A as: “To be considered for listing under Criterion A, a property must be associated 

with one or more events important in the defined historic context... The event or trends, however, 

must clearly be important within the associated context... and it must retain historic integrity” 

(Shrimpton et al. 1990). The building held an important organization, the YMCA, which assisted 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-241 Architectural Intensive Survey (Report B) 

the early-twentieth-century railway employee and their families with wholesome living and 

activity spaces during their travels. It continued in this operation for the local poor boys, acting 

as a safe haven and a community center. As such, the Railroad YMCA is recommended eligible 

for the NRHP under Criterion A for its strong association with railroad transportation in 

Richmond as well as the larger national YMCA movement. The resource is not known to be 

associated with one significant person from history and because of this, it is recommended not 

eligible under Criterion B. 

Criterion C as outlined by NPS pertains to “properties significant for their physical design or 

construction, including such elements as architecture, landscape architecture, engineering, and 

artwork.” For a resource to be eligible for the NRHP under Criterion C, it must “Embody 

distinctive characteristics of a type, period, or method of construction, represent the work of a 

master, possess high artistic value, or represent a significant and distinguishable entity whose 

components may lack individual distinction” (Shrimpton et al. 1990). The resource is an 

exceptional example of a restrained version of the Italian Renaissance Revival style in the Shockoe 

Valley and Tobacco Row Historic District (127-0344) and in Richmond. The building’s 

symmetrical façade, arched window openings, elaborate Classical entrance, and robust terrace 

are identifiable Italian Renaissance Revival-style features of the Railroad YMCA (McAlester 

2015:406). The building was also designed by the Philadelphia-based architectural firm of Wilson, 

Harris and Richards, the firm responsible for Richmond’s Main Street Station (127-0172), listed in 

the NRHP in 1970 and as a National Historic Landmark (NHL) in 1976, which was constructed 

in the Beaux Arts/French Renaissance Revival architectural style that stems from the same 

Eclectic movement as the Italian Renaissance Revival style (McAlester 2015:406). For these 

reasons, the Railroad YMCA is recommended as locally significant under Criterion C. As an 

architectural resource, it was not evaluated under Criterion D. 

In sum, the Railroad YMCA is recommended as eligible at the regional and national level under 

Criterion A and at the local level under Criterion C. The resource was constructed during the 

period of significance (1737–1930) of the Shockoe Valley and Tobacco Row Historic District (127-

0344) and continues to reflect the architectural trends within the district. The resource is 

recommended as contributing to the Shockoe Valley and Tobacco Row Historic District (127-

0344). 

The Railroad YMCA suggested period of significance begins in 1907, when the building was 

constructed, to 1970, the year in which the YMCA operations in the building ceased. The 

proposed NRHP boundaries for the Railroad YMCA immediately surrounds the building, 

encompassing it in full (Figure 3-260). 
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Legend

Preferred Alternative

Architectural APE

Proposed NRHP

Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-260 

Proposed NRHP

Boundaries for the

Railroad YMCA

(127-0344-0123)

[ 0 50 100

Feet

0 20 40

Meters

127-0344-0123
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-243 Architectural Intensive Survey (Report B) 

3.21 PHILIP MORRIS LEAF STORAGE WAREHOUSE (127-0197) 

The Philip Morris Leaf Storage Warehouse (127-0197), recently purchased by Capital One and 

converted into a business incubator, is located at 1717–1721 E. Cary Street in Richmond, Virginia. 

Set on a 0.21-acre lot, it is located in Richmond’s Shockoe Bottom area, more particularly in 

Shockoe Valley and Tobacco Row Historic District (127-0344), the NRHP-listed historic district 

encompassing Richmond’s original town settlement filled with a mix of residential, commercial, 

and manufacturing activity. South of the resource are the canals of the James River and an 

elevated section of a branch of the C&O Railroad Corridor (127-6793) that leads to Main Street 

Station (127-0172), and immediately west is I-95. The triangular-shaped parcel is bounded by E. 

Cary Street to the northeast, S. 18th Street to the southeast, Dock Street and the existing railroad 

to the southwest and west. The densely populated urban area has been moderately altered with 

new construction; however, it still remains primarily commercial and industrial in nature. The 

parcel is primarily filled by the trapezium-shaped building, with sidewalks composed of a 

combination of poured-concrete and modern brick to the northeast, southeast, and southwest. A 

small, paved-asphalt parking area is situated in the west corner of the property and is accessed 

by East Cary Street in the north (Figure 3-261). A small patch of grass is located southwest 

between the building and Dock Street, where a large steel structural system supporting the 

elevated railroad sits. The subdued International-style commercial building is similar to the 

warehouse immediately northeast, the Philip Morris Heat Storage Warehouse at 20–28 S. 18th

Street (127-0344-0328). 

3.21.1 Historic Context 

The land on which the Philip Morris Building at 1717–1721 E. Cary Street is located on is in an 

area of Richmond that has been heavily urban and industrial for centuries. Situated north of the 

James River and among a network of railroad tracks, including the Richmond and Danville 

Railroad, the Richmond and Alleghany Railroad, and the C&O Railroad, as they were known 

during the late-nineteenth century, this lot between 17th and 18th Streets was owned by Benjamin 

T. Crump and Charles H. West (CRDB 122B:481; Sanborn Map Company 1886, 1895). These 

partners had several buildings on the corner lot, including a one-story office, a one-story building 

for splitting wood, a coal shed, and a three-story ship chandlery; the other half of the block was 

filled with the Virginia Paper Company and the J.C. Smith’s Rag Warehouse (Sanborn Map 

Company 1886). 

Out of these buildings, Crump and West partners operated the business Crump & West 

Company, which specialized in coal and wood with an advantageous lot near the river, canal, 

and railroads (Figure 3-262) (Chataigne 1886; The Union Republican 1882:3). Around the turn of 

the twentieth century, the C&O Railroad Company constructed a new railroad track that 

extended from near Dock Street northwest to Main Street Station. In doing that, the new tracks 

bisected the 1700 block of Cary Street, and the landscape of that lot changed entirely. By 1905, 

only two buildings associated with the Crump & West Company survived, the office and the coal 

shed, and the buildings that once housed the neighboring paper mill and the rag warehouse were 

no longer extant (Figure 3-263) (Sanborn Map Company 1905b). 
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Legend

Preferred Alternative

Architectural APE

Resource Boundary

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

Base Mapping: 2016 VBMP

Aerial Imagery

Figure 3-261

Location of the Philip

Morris Leaf Storage

Warehouse (127-0197)

[ 0 50 100

Feet

0 20 40

Meters

127-0197
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-245 Architectural Intensive Survey (Report B) 

FIGURE 3-262: 1882 ADVERTISEMENT FOR CRUMP & WEST COMPANY (THE UNION 

REPUBLICAN 1882:3) 

FIGURE 3-263: 1886 SANBORN DETAIL (TOP) AND 1905 SANBORN (BOTTOM) (SANBORN 

MAP COMPANY 1886, 1905A). THE CRUMP & WEST COAL COMPANY IS HIGHLIGHTED IN 

RED AND THE NEW C&O TRACK IS NOTED IN BLUE. (MAP NOT TO SCALE) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-246 Architectural Intensive Survey (Report B) 

Around 1909, the Virginia Bonded Warehouse Corporation bought a lot of land just north of E. 

Cary Street from Crump & West Company property between 17th and 18th Streets and built a large 

five-story brick building as their new headquarters. This company boasted about their new 

building “a capacity of 1,250,000 cubic feet... and has a splendid frontage of 130.25 feet on the 

Southern Railway” (Figure 3-264) (Richmond Times-Dispatch 1909). Just four years later, Charles 

H. West sold the Crump & West property south of E. Cary Street to the Virginia Bonded 

Warehouse Corporation for $9,215 (CRDB 222B:298). At this time, the company tore down the 

previous infrastructure associated with the Crump & West Coal Company and in 1914 

constructed the five-story brick building to be used as their office. This triangular-shaped 

building currently stands at the intersection of E. Cary and 17th Streets and was built to mirror 

the original and larger 1909 Virginia Bonded Warehouse Corporation warehouse just to its north 

(Figure 3-265) (Sanborn Map Company 1905a, 1925; Richmond Times-Dispatch 1916). 

Virginia Bonded Warehouse Corporation operated out of these two buildings that flank the 1700 

block of E. Cary Street until the late 1950s; in 1962, Philip Morris, Inc. acquired the two buildings 

and the land on which they stand (CRDB 601A:145, 609D:800). Philip Morris, Inc. is a tobacco 

company that has roots in London dating to the mid-nineteenth century and was “incorporated 

in Virginia under the name Philip Morris & Co., Ltd, Inc. By the end of the [1920s] the company 

has begun to manufacture cigarettes in its factory in Richmond, Virginia” (Philip Morris 

International Management SA 2017). Over the next several decades, the company facilities in 

Richmond expanded to include several warehouses and factories across south Richmond (Hill 

Directory Co. 1960, 1965). After three decades of ownership, Philip Morris sold the lot on the 

south side of Cary Street that contains the building at 1717–1721 E. Cary Street in 1994 (CRDB 

405:136). The 0.21-acre lot changed hands several times between 1994 and 2016, when it was sold 

to 1717 Partners, LLC (CRDB 98-0011207, 03-048414, 16-18882). The building is currently owned 

by Capital One Financial Corp. who renovated the building in conjuction with 1717 Partners, LLC 

and occupy the first two stories; the remaining space is being planned as an incubator for startup 

businesses (Richmond Times-Dispatch 2017; Startup Virginia 2018). 

FIGURE 3-264:1909 DRAWING OF THE NEW VIRGINIA BONDED WAREHOUSE CORPRATION 

BUILDING (RICHMOND TIMES-DISPATCH 1909) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-247 Architectural Intensive Survey (Report B) 

 

FIGURE 3-265: VIRGINIA BONDED WAREHOUSE CORPORATION BUILDINGS ON E. CARY 

STREET IN 1925 (SANBORN MAP COMPANY 1925). THE ORIGINAL 1909 BUILDING IS 

NOTED IN YELLOW AND CIRCA-1914 BUILDING NOW KNOWN AS THE PHILIP MORRIS 

BUILDING AT 1717–1721 E. CARY STREET IS NOTED IN RED. (NOT TO SCALE) 

3.21.2 Architectural Description 

3.21.2.1 Primary Resource Interior 

The Philip Morris Tobacco Storage Warehouse building is a five-story, 10-bay, trapezium-shaped, 

utilitarian industrial building constructed around 1914 (Figure 3-266). The building sits on a 

continuous foundation supporting an indiscernible structural system sheathed in brick laid in a 

six-to-one common bond (Figure 3-267). Each elevation features a series of arched recesses that 

emphasize each bay. The central bay of the southeast elevation contains a circular metal cap 

between each story that may be former fire alarm bells. The warehouse is covered by an asphaltclad flat roof lined with a low brick parapet with metal coping on all elevations. A corbelled brick 

cornice is situated beneath the parapet. Chimneys or flues were not observed during the survey. 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-248 Architectural Intensive Survey (Report B) 

FIGURE 3-266: SITE PLAN OF THE PHILIP MORRIS LEAF STORAGE WAREHOUSE 

FIGURE 3-267: EAST ELEVATION OF THE PHILIP MORRIS STORAGE WAREHOUSE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-249 Architectural Intensive Survey (Report B) 

The current primary entrance is located in the north half of the northwest elevation. It is filled 

with a single-leaf, glass door with a single, commercial-style sidelight. A flat, metal awning set 

above the door features a metal “1717” sign (Figure 3-268). A secondary entrance, filled with a 

single-leaf, metal door with an arched, metal-frame transom set above, is off-centered in the 

southeast elevation. Set within larger window openings, the building contains replacement 

single-light, metal-frame, fixed windows. The window openings feature segmental arches and 

stone sills. 

A six-story, flat-roof projection is centered on the northwest elevation providing roof access and 

is clad in the same materials and in the style as the core of the building (Figure 3-268). Fenestration 

in this area of the building has been recently replaced by large, commercial-style, metal-frame 

windows that are horizontally divided by thick metal strips. 

A circa-2017, one-story, roof-top addition is situated in the western three-quarters of the building 

while the eastern quarter is lined with a metal-and-glass rail for a roof-top balcony (Figure 3-269). 

The addition is clad in an indeterminate tile and covered by a flat roof with metal coping. This 

addition projects along the north side of the brick projection on the northwest elevation and 

features large, commercial-style, metal-frame windows that are horizontally divided by thick 

metal strips. 

FIGURE 3-268: SOUTHWEST ELEVATION (LEFT) AND NORTHWEST ELEVATION (RIGHT) OF 

THE PHILIP MORRIS STORAGE WAREHOUSE 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-250 Architectural Intensive Survey (Report B) 

FIGURE 3-269: DETAIL VIEW OF ROOFTOP ADDITION, LOOKING WEST 

3.21.2.2 Primary Resource Interior 

Interior access was not obtained during the time of the current survey. However, recent images 

of the interior have been made electronically available through the Startup Virginia website 

(Startup Virginia 2018). They show a combination of exposed brick and drywall walls, a mix of 

poured-concrete and wood flooring, and exposed wood posts and beams (Figure 3-270) (Startup 

Virginia 2018). Work spaces appear to be divided by glass walls. 

FIGURE 3-270: INTERIOR VIEW OF THE PHILIP MORRIS TOBACCO STORAGE WAREHOUSE 

(STARTUP VIRGINIA 2018) 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-251 Architectural Intensive Survey (Report B) 

3.21.3 NRHP Evaluation 

The Philip Morris Tobacco Storage Warehouse at 1717–1721 E. Cary Street is a five-story, brick 

commercial building constructed in 1914 by the Virginia Bonded Warehouse Corporation. This 

warehouse is appropriately situated within a commercial and industrial section of Richmond just 

north of the James River. The resource has never been moved, and the area in which it is located 

remains light industrial and commercial in character, providing it with a high level of integrity 

of location, setting, and association. Recently, the building has undergone substantial renovations 

including interior remodeling for office and work spaces, a large-scale addition, and the 

replacement of all fenestration. Therefore, the resource has a low to moderate level of integrity of 

feeling, design, workmanship, materials, and design. 

Although the Philip Morris Building at 1717–1721 E. Cary Street is associated with commerce in 

Richmond during the first, second, and third quarters of the twentieth century, its specific 

contribution to that trend is not noteworthy. As such, it is recommended not eligible under 

Criterion A. 

For a resource to be eligible for listing in the NRHP under Criterion B, it must be associated with 

an important individual within a specific historic context or they must be considered significant 

within their profession or group (Shrimpton et. al 1990). Although the people who have been 

associated with this resource since it was constructed were involved in Richmond commerce, 

these individuals are not known to have made lasting significant contributions to its history or to 

commerce practices in the region. Therefore, the resource is recommended not eligible for the 

listing under Criterion B. 

This warehouse building, constructed in 1914, was modeled in the same design as its larger 

precursor just north of E. Cary Street (127-0344-0328). In an earlier survey of this resource, it was 

stated that: “this building stands as an excellent example of the sparingly ornamented yet 

functionally designed commercial structure of the turn-of-the-century that served as both the 

forerunner and inspiration for the International style” (DHR 1980). Although it is a good 

surviving example of a sparingly ornamented commercial building of the first quarter of the 

twentieth century, it does not seem to have inspired many elements of the International Style. 

According to Melina Bezirdjian and Lena Sweeten McDonald in New Dominion Virginia, 

Architectural Style Guide, defining characteristics of this style include: focus on volume not mass, 

conspicuous lack of ornament, smooth textures, asymmetrical elevation, light metal or concrete 

frames, open plans, ribbon windows, flat roofs, large expanses of glass, and use of stilts or piers 

at ground level (Bezirdjian and McDonald 2014:31). Although this Philip Morris Tobacco Storage 

Warehouse does exhibit a few of those characteristics, such as a flat roof and lack of 

ornamentation, it seems to lack many of the other character-defining features and suffers from a 

loss of historic integrity due to large-scale additions and renovations. Instead, both buildings 

constructed by the Virginia Bonded Warehouse Corporation in 1909 and 1914 seem to closely 

reflect the neighboring turn-of-the-twentieth-century warehouses that line the streets of the 

present-day Shockoe Valley and Tobacco Row Historic District (127-0344). The Philip Morris 

tobacco Storage Warehouse is recommended not eligible for the NRHP under Criterion C. As an 

architectural resource, the Philip Morris Tobacco Storage Warehouse was not evaluated under 

Criterion D. 

In sum, the Philip Morris Tobacco Storage Warehouse is recommended not eligible for listing 

in the NRHP under Criteria A–C. The resource was constructed during the period of significance 

(1737–1930) of the Shockoe Valley and Tobacco Row Historic District (127-0344) and continues to 
SURVEY RESULTS 

D.C. to Richmond Southeast High Speed Rail 3-252 Architectural Intensive Survey (Report B) 

reflect the architectural trends within the district, despite being recently altered. The resource is 

recommended as contributing to the Shockoe Valley and Tobacco Row Historic District (127-

0344). 
D.C. to Richmond Southeast High Speed Rail 4-1 Architectural Intensive Survey (Report B)

SUMMARY AND RECOMMENDATIONS

The DC2RVA Project Team conducted an intensive-level architectural survey of a total of 52 

resources, 21 of which are presented in the current report. The DC2RVA project is being 

completed under the auspices of the FRA in conjunction with the DRPT. Because of FRA’s 

involvement, the undertaking is required to comply with the NEPA and Section 106 of the 

National Historic Preservation Act of 1966, as amended. The Project is being completed as DHR 

File Review #2014-0666. 

Of the 21 resources detailed in this report, the DC2RVA Project Team are recommending 15 as 

individually eligible for the NRHP (Table 4-1). Listed in numerical order, they are as follows:

Phoenix Mill (100-0277), Hannah P. Clark House/ Enyedi House (029-5741), Jackson Shrine (016-

0092), Woodford Freight & Passenger Depot (016-0222), First Woodford Post Office (016-0223), 

Glenwood House (016-0224), Coghill-Jeter Store (016-0286), Milford Historic District (016-5136), 

Excelsior Industry of Caroline County Historic District (016-5165), Doswell Depot and Tower 

(042-5466), Tri-County Bank–Doswell Branch (042-0469), Doswell Historic District (042-5448), 

Robert Stiles Building/ Main Building of the Laurel Industrial School (043-0292-0001), Railroad 

YMCA (127-0344-0123), and Winfree Cottage (127-6129). Of those, one resource (016-0092) is 

recommended as contributing to the Fredericksburg and Spotsylvania County Battlefields 

National Military Park Historic District (111-0147), one resource (016-0270) is contributing to the 

Milford Historic District (016-5136), two resources (016-0222 and 042-5466) are recommended as 

contributing to the RF&P Railroad Historic District (500-0001), four resources (042-5466, 042-0469, 

and 042-0470) are recommended as contributing to the Doswell Historic District (042-5448), and 

one resource (043-0292-0001) is recommended as contributing to the Laurel Industrial School 

Historic District (043-0292). 

During the current survey, the DC2RVA Team found that the remaining six resources (016-0470, 

016-5129, 042-0468, 042-0470, 043-5636, and 127-0197) are recommended as not individually 

eligible for the NRHP with the Doswell Inn (042-0468) and Darnell Store (042-0470) contributing 

to the Doswell Historic District (042-5448), the Milford State Bank (016-0270) contributing to the 

Milford Historic District (016-5136), and the Philip Morris Leaf Storage Warehouse (127-0197) 

contributing to the Shockoe Valley and Tobacco Row Historic District (127-0344) (Table 4-1).

4
SUMMARY AND RECOMMEN DATIONS 

D.C. to Richmond Southeast High Speed Rail 4-2 Architectural Intensive Survey

TABLE 4-1: TABLE OF SUMMARY AND RECOMMENDATIONS OF THE ARCHITECTURAL 

RESOURCES PRESENTED IN THE CURRENT REPORT 

DC2RVA 

Corridor 

Area

DHR ID Name/ Description City/ 

County 

Date / 

Time 

Period

Phase II Recommendation

2 100-0277 Phoenix Mill, 3642 Wheeler 

Avenue

City of 

Alexandria ca. 1776 Eligible under Criteria A & C 

2 029-5741

Hannah P. Clark House/ 

Enyedi House, 10605 

Furnace Road

Fairfax 

County

ca. 1839; 

1986–2011 

Eligible under Criterion B & 

Criteria Consideration B & G

4 016-0092 The Jackson Shrine, 12019 

Stonewall Jackson Road

Caroline 

County 1828

Eligible Under Criteria A & C; 

Contributing to the 

Fredericksburg and Spotsylvania 

County Battlefields National 

Military Park HD

4 016-5129 Woodford Historic District Caroline 

County 1874–1969 Not Eligible

4 016-0223 First Woodford Post 

Office, Lake Farm Road

Caroline 

County 1874–1875 Eligible under Criterion C and Criteria Consideration B

4 016-0222

Woodford Freight & 

Passenger Depot, 

Woodford Road

Caroline 

County ca. 1900 Eligible under Criterion C and 

Criteria Consideration B

4 016-0224 Glenwood House, 11102 

Woodford Road

Caroline 

County 1928–1929 Eligible Under Criteria C 

4 016-5165

Excelsior Industry of 

Caroline County Historic 

District

Caroline 

County

ca. 1925–

ca. 1960 Eligible Under Criteria A & C

4 016-5136 Milford Historic District Caroline 

County

ca. 1880–

1960 Eligible under Criteria A & C 

4 016-0270 Milford State Bank, 15461 

Antioch Road

Caroline 

County ca. 1910 Not Eligible; Contributing to Milford HD

4 016-0286 Coghill-Jeter Store, 22275 

Penola Road

Caroline 

County ca. 1880 Eligible under Criterion C 

4 042-5448 Doswell Historic District Hanover 

County 1880–1940 Eligible under Criteria A & C 

4 042-0469

Tri-County Bank-Doswell 

Branch, 10561 Doswell 

Road

Hanover 

County 1920-1961 Eligible under Criterion C; Contributing to the Doswell HD

4 042-0470 Darnell Store, 10570 

Doswell Road

Hanover 

County ca. 1898 Not Eligible; Contributing to Doswell HD

4 042-0468 Doswell Inn, 10567 

Doswell Road

Hanover 

County ca. 1890 Not Eligible; Contributing to the Doswell HD

4 042-5466 Doswell Depot and Tower, 

10577 Doswell Road

Hanover 

County ca. 1928 Eligible under Criterion C, Contributing to Doswell HD
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 4-3 Architectural Intensive Survey 

TABLE 4-1: TABLE OF SUMMARY AND RECOMMENDATIONS OF THE ARCHITECTURAL 

RESOURCES PRESENTED IN THE CURRENT REPORT 

6 043-0292-

0001 

Robert Stiles Building/ Main 

Building of the Laurel 

Industrial School, 2900 

Hungary Road 

Henrico 

County 1895 

Eligible under Criteria A & C; 

Contributing to the Laurel 

Industrial School HD 

6 043-5636 RF&P Paint Shop, 2260 

Dabney Road 

Henrico 

County 1940 Not Eligible 

6 127-6129 Winfree Cottage, East 

Franklin Street 

City of 

Richmond ca. 1866 Eligible Under Criteria A & C 

6 127-0344-

0123 

Railroad Youth Men's 

Christian Association 

(YMCA), 1552 East Main 

Street 

City of 

Richmond 1907 Eligible under Criteria A & C 

6 127-0197 

Philip Morris Leaf Storage 

Warehouse, 1717-1721 

East Cary Street 

City of 

Richmond 1914 

Not Eligible; Contributing to the 

Shockoe Valley and Tobacco 

Row HD 

Source: Dovetail 2018. 

Note: Resources are presented from north to south. 

 
D.C. to Richmond Southeast High Speed Rail 5-1 Architectural Intensive Survey 

REFERENCES 

Alexandria Gazette [Alexandria, Virginia] 

1812 Advertisement for Valuable Farm and Mill for Sale. 6 August. On microfilm at the 

Virginia Room at the City of Fairfax Regional Library, Fairfax, Virginia. 

Alexandria Library: Special Collections Record 

n.d. Historic Image of Mill on Wheeler Avenue – off Duke near Quaker Lane. On filed 

under ‘Wheeler Avenue.’ William Smith Collection #941. Alexandria Library, 

Alexandria, Virginia. 

American Antiquarian Society 

1834 College Student Lists. Accessed through Ancestry.com. Electronic document, 

http://search.ancestry.com/search/db.aspx?dbid=2207, accessed June 2017. 

Anderson, Emily K., and Heather Dollins Staton 

2016 Architectural Reconnaissance Survey for the Washington, D.C. to Richmond, Virginia High 

Speed Rail Project AM Jct to Centralia - S Line (AMCE) and AM Jct to Fulton Yard (AMFY) 

Segments, City of Richmond and Chesterfield County. Dovetail Cultural Resource 

Group/DC2RVA Project Team, Fredericksburg, Virginia. 

Atwater, Isaac 

1893 History of the City of Minneapolis, Minnesota. Munsell & Company, New York. 

Electronic resource, https://archive.org/details/historyofcityofm02atwa, accessed 

July 2017. 

Barile, Kerri 

2008 Virginia Cultural Resource Information System Form: Doswell Historic District (042-

5448), Hanover County, Virginia. 

Bee, The [Danville, Virginia] 

1933 George P. Lyon, Caroline Solon, Dies in Capital. 4 July:1. Electronic document, 

www.newspapers.com, accessed June 2017. 

1934 Study Petitions. 30 October: 7. 

1950 Sentenced for Robbery. 25 May: 21. 

Beers, F.W. 

1877 Illustrated Atlas of the City of Richmond, Va. Library of Congress. Electronic document, 

https://www.loc.gov/resource/g3884rm.gct00070/, accessed March 2017. 

5 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 5-2 Architectural Intensive Survey 

Bendini, Silvio A. 

1998 George Gilpin of Alexandria, Virginia, Part 1 and 2. Professional Surveyor Magazine. 

Jan/Feb 1998 and March 1998. Electronic document, 

http://mv.ancestry.com/viewer/7f59753d-a457-4b30-a4f9-9d696c7c626b/40093013 

/28101030369, accessed March 2017. 

Bezirdjian, Melina, and Lena Sweeten McDonald 

2014 New Dominion Virginia, Architectural Guide. Virginia Department of Historic Resources, 

Richmond, Virginia. 

Board of Governors of the Federal Reserve System 

1961 Changes in Status of Banks and Branches as Reported During March 1961. Digitized 

by Fraser: Federal Reserve Archive. Electronic document, 

https://www.scribd.com/document/220884259/l45-19610418, accessed July 2017. 

Bolland, Beth Grosvenor 

n.d. Nation Register Bulletin 32: Guidelines for Evaluating and Documenting Properties 

Associated with Significant Persons. U.S. Department of the Interior, National Park 

Service, Washington, D.C. Electronic document, 

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D.C. to Richmond Southeast High Speed Rail A-1 Architectural Intensive Survey 

APPENDIX A: CHAIN OF TITLES 

Note: Chains of titles are organized as they appear in the report; however, some resources, such 

as rail-related structures, do not have chains of titles. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-2 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS City of Alexandria Records Deed of Trust 160014400 

000514 – 000531 

9/20/2016 Wheeler Land, LLP, Columbia, Maryland 

CB Services Corporation, Norfolk, Virginia and PNC Bank National Association, Baltimore, Maryland 

Lot No. 500 containing 2 acres 

Special Warranty Deed 

150019225 

000053 – 000054 

11/20/2015 JBJ, LLC, Maryland Wheeler Land LLC $4,587,500.00 for 2 acres and buildi

Deed of Trust 070027042 

000337 – 000352 

12/1/2007 JBJ, LLC, Maryland 

R. B. Anderson, Jr., Arlington, Virginia and Virginia Commerce Bank, Vienne, Virginia 

Lot No. 500 containing 2 acres 

Deed 010004974 0442 – 0443 10/24/2006 F & H Properties of Virginia, LLC, Virginia JBJ, LLC, Forestville, Maryland 

- Lot No. 500 containing 2 acres - “by Special Warranty Deed dated among Land Records CADB 1551 pConsolidation dated 11/17/1995 in DDeed of Re-Subdivision dated 11/17485 where F & H Property became property.” - Articles of Merger – 10/2/2000 wh(disappearing company) merged wit

Special Warranty Deed 

1551 473 – 478 11/17/1995 

First Virginia Bank as Executor of Estate of S. J. Bell acting under Last Will and Testament of S. J. Bell dated 6/15/1966 (DOB 5/23/1994) Probate in Fiduciary No. 950452 in Alexandria, Virginia 

F & H Properties of Virginia, LLC, Virginia 

Five tracts described  “Tract Twosituate on Wheeler Avenue, AlexanParcel No. 2 - corner of land acquir489 page 57 conveyed by the party 810 page 296; 0.67 and 0.582 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-3 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS Deed of Consolidation 1551 479 – 484 11/17/1995 F & H Properties of Virginia, LLC 6 lots – Lot Nos: 60.04-02-22 throuDeed of Resubdivision 1551 485 – 491 4/17/1995 F & H properties of Virginia, LLC Estate of S. J. Bell Exhibit A described 5 tracts Last Will and Testament 

Fiduciary No. 950452 

 5/23/1994 

Samuel Joseph (S. J.) Bell, Prince William County 

Item VI (c): ...Should I have entered my lifetime to sell at my death any sS. J. Bell Construction Company, IncCorporation Or Industrial Maintenafiduciaries shall be required to abide agreement and my fiduciaries are auor notes, secured by the shares purthe purchase price not paid in cash. 

Deed 1105 377 – 380 7/27/1983 Charles R. Bell and Shirley Anne Bell (wife) S. J. Bell Convey 1⁄4 interest in all certain land 

Bell 

Deed 882 659 – 665 1/30/1978 

Industrial Maintenance Corporation, a Delaware corporation 

S. J. Bell (3/4 undivided interest) and Charles R. Bell (remaining undivided interest) as tenants in common 

First 5 tracts (Old Mill) 

Deed of Trust 839 861 – 865 7/6/1976 

Industrial Maintenance Corporation, a Delaware corporation 

Irvin E. Sutphin, (Trustee), Administrator of Small Business Administration, Fairfax County (Beneficiary) 

Tract 2 – Old Mill 

Deed 810 296 – 305 11/5/1974 

Industrial Maintenance Corporation, a Delaware corporation 

City of Alexandria Storm drain and sanitary sewer syst
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-4 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS Deed of Trust 751 603 – 608 10/28/1972 

Industrial Maintenance Corporation, a Delaware corporation 

Jay M. Solga, Administrator of the Small Business Administration 

Tract 2 – Old Mill 

Deed 434 135 6/14/1956 Lewis J. Baker, Sr. and Elise E. Baker S. J. Bell “... located within the extended lim

Alexandria, Virginia... south line of 0.41 acres.” 

Deed 361 566 – 567 8/12/1958 William E. Brisben and Anna T. Brisben Samuel J. Bell Deed 355 73 4/11/1953 William E. Brisben and Anna T. Brisben Charles T. Nicholson and Henry P. Thomas (Trustees) Fairfax County Records Deed 761 97 4/25/1950 

E. E. Fordham Sr. And Grace A. Fordham 

William E. And Anna T. Brisben (wife) 

Deed 503 289- 290 8/14/1946 V. Floyd Williams and Florence Williams G. Raymond Gaines and Josephine M. Gaines (wife) NW corner of a 3.32-acre tract of l

Williams 

Deed 489 57-59 5/6/1946 Kate M. Culleton V. Floyd Williams Tract on Old Mill Road containing 3Deed A-9 31-32 11/20/1922 

Charles B. Cockrell and Maggie A. L. Cockrell (wife) 

Patrick Culleton and Kate M. Culleton (wife) joint tenants 

3.32 acres, with right of way over thto Duke Street Extended and with tRace for watering stock. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-5 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS Chancery Case 

1915-033 (CFF118h) 7/3/1915 Charles B. Cockrell, Complainant 

Southern Railway Company, a corporation organized and existing under the laws of the State of Virginia and W. B. Crenshaw, Defendants 

Southern Railway Co. Acquired largMeadow Farm, recent owner one NCrenshaw, agent of railway. ComplaFairfax (Cockrell) known as "The O(acquired 2/19/1903) formerly Phoeprivileges, and immunities of water, and with the entry on the land adjaccleaning and repairing the race and dtwo streams known as "Back Lick Rwhich have emptied for more than dam of the Old Dominion Mills, whiabout one mile above the said mill. 

Deed L-6 659- 662 2/19/1903 Frank M. Hill and Elizabeth R. Hill Charles B. Cockrell, Fairfax County, Virginia Two parcels known as "The Old Do

parcel contains 56 acres 

Deed X-5 303- 305 10/6/1896 John M. Johnson Frank M. Hill, City of Alexandria Waiver of the Homestead Exemptio

Dominion Mills" and attached theret

Deed H-5 52-53 6/18/1888 John H. Brown and Annie E. Brown John M. Johnson, Alexandria, VA All that tract of land known as "The 

the land attached thereto 

Chancery Case 

1849-002/CFF 4B 

 1836/1855 

William H. Brown, John C. Hunter, Thomas Moss, and Francis Peyton together with William Henry Terrett and William Mop both of whom have departed this life (Complainants) 

Executors of Captain William Henry Terrett, Heirs of David Wilson 

Certain lands where one Andrew Bethe County of Fairfax – under act of Virginia passed the 2/19/1817 – entiSale of a Tract of Land belonging to Balmain deed.” Tract of land containBrown and one, David Wilson, enteBrown charges that he had paid the which he exhibits a part of this bill a11/9/1818 he paid to Terrett one of Brown sold 6/7/1823 he sold to the moiety of a mill called the Brown Mpassed leaving interest. 

Deed S-3 397- 399 2/1/1853 Estate of Benoni Wheat, Maria Wheat (widow) David G. Watkins, John H. Watkins, and James M. Watkins Terms of. Sale placed in the Alexand

the mill called "Phoenix Mill" 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-6 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS Indenture G-3 140- 142 11/19/1841 Henry W. Thomas (Clerks Office) Benoni Wheat and John Jordan Wheat 

By decree of Court of Chancery (Mbetween William H. Brown and othWilson (widow of David Wilson) anPhoenix Mill and land containing 56 auction to highest bidder advertised 

Deed (Division of Estate) 

U-2 407- 418 5/20/1825 

David Wilson and Hannah (wife), William H. Brown and Martha (wife), Samuel Wilson and Eliza L. (Wife); Thomas Wilson, Catherine Wilson and Enoch Wilson 

Heirs at the law of Thomas Wilson, make partition of all the real estate Wilson died. Conveyed of them by Brown, for Lot No. 2 of the plat herJohn A. Summer's as a plat of divisioThomas Wilsons estate containing 5Phoenix Mill; Enoch Wilson purchasin the plat aforesaid, containing 196 Summers' lot about 8 acres and all bstables, and appurtenances 

Indenture S-2 387- 392 5/14/1821 

David Wilson and Hannah Wilson (wife), William H. Brown and Martha Brown (wife), Alexandria; Samuel Wilson and Catherine Wilson, Thomas Wilson 

Robert J. Taylor, Alexandria, District of Columbia 

Estate of the late Thomas Wilson of to Bank of Alexandria... Containing more or less, also five undivided sixton the opposite side of said run purGilpin and condemned by the Countaccommodate the Mill 

Indenture M-2 141- 146 9/15/1812 

Robert J. Taylor, John Fanney, and Jacob Hoffman, acting as Commissioners under the decree of the County of Fairfax, Virginia 

Thomas Wilson, Jefferson County, VA Mordicai Lewis a tract of Land with 

Indenture B-2 297- 1/1/1798 William Hartshorne George Gilpin, Alexandria, Virginia 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-7 Arc

TABLE A-1: CHAIN OF TITLE FOR PHOENIX MILL (100-0277), CITY OF ALEXANDRIA, VIRGINIA 

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES/COMMENTS Survey M-1 321 2/4/1777 County of Fairfax Court George Gilpin Survey of land by the direction of G

lands on SW side of Holmes Run; 1 

Indenture 6/16/1775 George Stevenson George Gilpin and William Hartshorne 

Tract or parcel containing 46 acres undivided fourth part of one other pacres which had been by a decree oassigned unto a certain Isabel HarrisAttorney and sold to different persoof land containing 18 acres being paradjoining the aforementioned lands 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-8 Arc

TABLE A-2: CHAIN OF TITLE HANNAH P. CLARK HOUSE/ENYEDI HOUSE (029-5741), FAIRFAX COUNTY, VIR

Instr. Type Book Page Date Grantor Grantee Notes/Comments 

Deed 21616 102 3/31/2011 Jonathan G. Enyedi and Diana K. Enyedi Fairfax County Park Authority Parcel 19A; 1.45 AcrDeed 6545 1978 11/10/1986 Thomas A. Lewis and Patricia Cassidy Lewis Jonathan G. Enyedi and Diane K. Enyedi Diana Enyedi's name Deed 5826 592 8/29/1983 McCue and McCue Limited Partnership, a Virginia limited partnership Thomas A. Lewis and Patricia Cassidy Lewis McCue and McCue p

Timberlake S. McCueMcCue 

Deed 5512 1952 12/30/1980 

Timberlake S. McCue, Jr. and Martha Elise McCue as sole heirs of Timberlake S. McCue and personal representatives of the estate of Timberlake S. McCue and Elizabeth Landon Carter Delaney, his wife 

The McCue and McCue Limited Partnership, a Virginia limited partnership 

A total of 38 parcels acres. The parcel undand totals 1.45 acres 

Deed 4223 38 6/27/1975 Timberlake S. McCue, widower Timberlake S. McCue, trustee Plat attached to this 

parcel was split from 

Deed 3260 360 12/30/1969 

Margaret H. Clarke, widow of Andrew W. Clarke and co-executor of his estate and First Virginia Bank, successor to Mount Vernon National Bank and Trust Company, co-executor of estate 

Timberlake S. McCue 12.88 acres 

Deed 1429 320 1956 Charles T. Clark and Anna A. Clark Harbor Bay Corporation Andrew W. Clarke o

Corporation (Peeble

Deed 1285 311 3/14/1955 Charles T. Clark and Anna A. Clark Carlton L. Clark 1 acre Deed 583 53 7/28/1947 Charles T. Clark and Anna A. Clark Ralph Lamond Clark and Mary Zenora Clark No parcel size recorDeed 519 534 9/21/1946 Richmond, Fredericksburg, and Potomac Railroad Company Charles T. Clark and Anna A. Clark Plat attached showing 

and four outbuildings house; 12.88 acres 

Deed Y-10 52 7/11/1931 Samuel T. Clark Richmond, Fredericksburg, and Potomac Railroad Company Plat attached showing 

and four outbuildings house; 13.35 acres 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-9 Arc

TABLE A-2: CHAIN OF TITLE HANNAH P. CLARK HOUSE/ENYEDI HOUSE (029-5741), FAIRFAX COUNTY, VIR

Instr. Type Book Page Date Grantor Grantee Notes/Comments 

Will 10 448 8/16/1910/ 1925 Hannah P. Clark Samuel T. Clark 

Hannah gives her youmajority of her real aHannah has two otheand Frank C. Clark, aE. Smith. Hannah dies 

Deed P-7 425 1913 Hannah P. Clark Washington Southern Railway Company 

Railway right of way where house is locata larger parcel across currently is located (

Deed V-4 31 1876 Joseph Potter and Emma Potter Hannah Potter Clark In lieu of annuity pro

Potter's will (Peebles 

Deed V-4 141 1876 Edgar Lee Hannah P. Clark This is the lot where 

(Peebles 2014:142). 

Will Z-1 448 1866 James Potter Cornelius (Beach) Potter and Joseph (Beach) Potter 

James Potter's lands tbetween his two sonPersonal property divthree children, CornHannah also bequeatyear from the estate 2014:16,142) 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-10 Arc

TABLE A-3: CHAIN OF TITLE FOR JACKSON SHRINE (016-0092), CAROLINE COUNTY, VIRGINIAInstr. Type Book Page Date Grantor Grantee Notes/ Comments Bargain & Sale 106 335 1/1/1936 RF&P RR 

United States of America (Asst. Secretary of the Interior) 

For $5,223.32, “a portion of thShrine, or house where Stonew(Happel 1961:117). 

Bargain & Sale 90 100 5/26/1921 Heirs of William H. White RF&P RR 

This deed included 7.18 acres from Willing Bowie adjoining toffice building was located 

Bargain & Sale 79 50 9/13/1911 William H. White & wife, Emma Cray White RF&PRR “The 5-acre portion of Fairfiel

Jackson died” (Happel 1961:11

Bargain & Sale 76 443 12/9/1909 J. W. King, et al. William H. White Corrected deed for 5-acre ho

Hastings, November 18, 1909 

Bargain & Sale 76 43 8/2/1909 J. W. King, & wife, Abbie, and E. C. King & wife, Harriet William H. White 

5 acres “that certain piece or proyal magisterial district, Caroeast of guinea’s depot and east containing 5 acres with all buildlocated the house in which genlieutenant general in the Army America, died“ 

Bargain & Sale 76 45 2/26/1909 E. C. and Harriet King J. W. King Releasing their obligation and i

112 acres of it). 

Deed of Trust 75 314 2/18/1909 J. W. King and E. C. King C. O’Connor Coolrick and R. H. L. Chister 112 acres, improvements to be Bargain & Sale 73 334 1/2/1907 George R. Collins &d wife, R. J. J. W. & E. C. King 152 acres of Fairfield for $5,00Bargain & Sale 62 296 9/10/1889 A. B. Chandler, Trustee, George R Collins 245-5/8 acres of Fairfield for $

tract to satisfy Mrs. McKenney

Deed of Trust 60 123 4/7/1884 Benjamin Vaughn A. B. Chandler, Trustee Mortgage for property purchasBargain & Sale 60 121 4/7/1884 Bettie P. McKenney Benjamin Vaughn 172-3/4 acres and a separate t
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-11 Arc

TABLE A-3: CHAIN OF TITLE FOR JACKSON SHRINE (016-0092), CAROLINE COUNTY, VIRGINIAInstr. Type Book Page Date Grantor Grantee Notes/ Comments Bargain & Sale 56 194 5/15/1874 Commissioners of the Chancery Court Bettie P. McKenney, widow of Edgar McKenney Land of her late husband, “bein

tract near Guiney’s Depot, 172of 50 acres” 

Bargain & Sale 51 409 12/10/1863 Thomas C. Chandler & wife, Mary E. Edgar McKenney For $17,190, Fairfield, the resid

on 668 acres and a separate tr

Bargain & Sale 45 1 10/14/1845 Edward C. Thorton, Exec. Of John Thorton Estate Thomas C. Chandler “The 753-1/2 acres called Fairf

time of his death, and 92 acres by the land of William Royston

Source: Happel 1961. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-12 Arc

TABLE A-4: CHAIN OF TITLE FOR FIRST WOODFORD POST OFFICE (016-0222), WOODFORD, VIRGINIAInstr. Type Book Page Date Grantor Grantee Notes/ Comments Bargain & Sale 414 800 12/29/1993 

John W. Burke, III (Trustee of the Marital Trust under the Will of John W. Burke, Jr.) 

Burke Properties, L.P. 

Deed conveys 17 parcels (4 District). Parcel 14 (29-A-8) contains First Woodford Po(current tax data describes square feet and “frame shed

Bargain & Sale 390 804 7/31/1992 

John W. Burke, III (Executor under the Will of John W. Burke, Jr.) 

John W. Burke, III (Trustee of the Marital Trust under the Will of John W. Burke, Jr.) 

John W. Burke, Jr. died Decconveys 52 parcels (4 in WoParcel 49 (29-A-8) measurinWoodford Post Office and 

Bargain & Sale 44 111 2/21/1973 John W. Burke, Sr. John W. Burke, Jr. 

John W. Burke, Sr. died Januhis property to his wife, whonly son, John W. Burke, Jr

Bargain & Sale 167 137 9/29/1947 Lillie M. Dratt (widow) John W. Burke, Sr. 

Deeded 1947 but recorded Same land conveyed in CCDcontaining 6,880 sq. feet. 

Will 39 161 2/25/1936 Benjamin A. Dratt Lillie M. Dratt Bequeathed all of his prope

Will written in 1929, filed in 

Bargain & Sale 96 408 11/6/1926 W.T. Southworth and Lulie V. Southworth Benjamin A. Dratt Sold for $2,500. Benjamin A

Postmaster in 1913 and serv1989:371–372). 

Bargain & Sale 71 46 1/15/1901 James B. Gatewood and Dolly Gatewood W.T. Southworth Land situated at Woodford Bargain & Sale 67 408 7/24/1899 T.B. and Blanche L. Jeter, and W.R. Jeter and Effie L. Jeter 

W.T. Southworth and James B. Gatewood (Southworth & Gatewood) 

Bargain & Sale 65 63 4/30/1895 S.B. Jeter and Willie E. Jeter T.B. Jeter & W.R. Jeter (Jeter & Brother) 

Conveyed for $100: “a storWoodford Station on RF&Pand lot conveyed to S.B. Jetand A.B. Chandler and his w

Bargain & Sale 64 542 9/25/1894 A.B. Chandler and wife S.B. Jeter 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-13 Arc

TABLE A-5: CHAIN OF TITLE FOR WOODFORED FREIGHT AND PASSENGER DEPOT (016-0222), CAROLINE COINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 953 533 2/14/2008 Catherine J. Burke Jeter Properties LLC 11107 Woodford Road, Parcel 2

relocated depot. 48.27 acres 

Will 46 593 1980 Lola B. Jeter Catherine J. Burke Lola B. Jeter died intestate May 1

Catherine J. Burke. 

Will 43 165 1965 Milton T. Jeter Lola B. Jeter and Catherine J. Burke Milton T. Jeter died intestate Jun

Jeter and her only child, Catherin

Deed 127 466 5/18/1948 

Milton T. Jeter and Lola B. Jeter, S. Bayard Jeter and Nora B. Jeter, and Leona J. Booth and S. Hugo Booth 

Milton T. Jeter and Lola B. Jeter 

Willie E. Jeter died intestate Marpredeceased by hers husband; ththree children, two of whom conbrother Milton Jeter (see CCDB this parcel around 1934. 50 acres 

Deed 80 443 3/30/1908 S.B. Jeter Willie E. Jeter Original location of depot. 0.25 aDeed 80 442 3/25/1908 

Wm. K. Goolrick and F.W. Coleman, Special Commissioners 

S.B. Jeter 

Original location of depot. Sold abidder for $65; parcel described of the R.F.&P .R.R. Co. at Wood0.25 acres 

Deed 73 474 3/15/1904 Willie E. Jeter and S.B. Jeter 

Farmers Supply and Home Beneficial and Endowment Society of Virginia 

Original location of depot. Convholders of the Farmers Supply anEndowment Society of Virginia; Dside of the RF&P Railroad at Wolot on the east.” 0.25 acres 

Deed 68 196 7/9/1900 Willie E. Jeter and Sam B. Jeter RF&P Railroad Company 

Original location of depot. Parce‘Woodslane’ and lying on the souland and the southeast side of th“for Depot & Station purposes.” 

Deed 67 427 9/7/1899 Alice J. Wright (nee Taylor) and J.B. Wright Willie E. Jeter Half interest in parcel of 50.3 acr

Described as “adjoining Woodsla

Deed 64 27 4/10/1893 

William L. Taylor and Tomashia A. Taylor and S.B. Jeter 

Willie E. Jeter, Alice J. Wright (nee Taylor) and J.B. Wright 

50.3 acres land “adjoining Wood

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-14 Arc

TABLE A-6: CHAIN OF TITLE FOR GLENWOOD HOUSE (016-0224), CAROLINE COUNTY, VIRGINIAINSTR. TYPE Book Page DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 258 174 12/31/1980 Frank L. Benser, Special Commissioner Jerry S. and Peggy J. Brown Woodford, 10.81 acres $125,000.00 – By decree from Ch

11/25/1980 of Mamie Fell Blanton 

Chancery Case 22 

72–73; 114; 116 

11/25/1980 Mamie Fell Blanton et al. Pearl Sydney Fell 

Pearl Sydney Fell decreed incompe(believed to have containing 14.5 aGeorge P. Lyon from Porter Lyon estate to half interest of Porter anwhom have died many years ago. Being further portion of land devislifetime, remainder to Minnie L. HLyon. Being residential property devised Fell Matthews, Mamie Fell BlantonMinnie L. Harding. 

Will 46 511– 515 3/9/1980 Myrtle Fell Durrett Residue of estate to executor (Ine

desire for them to sell and profits 

Will 45 152– 157 1966 Minnie L. Harding Myrtle Fell Durrett Residential property to be shared 

H. Durrett, Inez Fell Matthews, MFell and contents therein 

Will 39 104 8/3/1933 George P. Lyon Minnie L. Harding 

Bequeath to property to Ada M. Ldies daughter, Minnie. Submitted after death but written 

Deed 61 344 1/15/1886 Porter Lyon George P. Lyon 50 acres located near Woodford Deed 53 476– 477 9/15/1869 John and B.B. Washington (husband and wife) Porter Lyon 100 acres of Spring Hill Farm 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-15 Arc

TABLE A-7: CHAIN OF TITLE FOR MILFORD STATE BANK (016-0270), CAROLINE COUNTY, VIRGINIAINSTR. TYPE Book Page DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 525 299 10/27/1999 Steven R. Lohr and Donald J. Pitts Hardeep S. Dhillon 0.277 acres Deed 249 303 7/31/1979 Joseph B. and Elizabeth J. Alvey Steven R. Lohr and Donald J. Pitts 0.277 acres Deed 205 180 9/25/1973 T. Benjamin Blatt, Widower Joseph B. and Elizabeth J. Alvey 0.277 acres Deed 120 308 11/24/1943 

Union Bank and Trust Company (successor to Milford State Bank, Inc.) 

T. Benjamin Blatt 0.277 acres 

Deed 79 153 6/5/1912 T.E. and Bessie B. Campbell Milford State Bank, Inc. 

0.277 acres; “Part of the residence lot o“Upon the condition that the said party said lot a bank building, but no other bubank therein, and upon failure so to do revert to said T.E. Campbell upon his reprice of said land and the cost of any baerected thereon, but upon the erection opening of a bank therein, by the party assigns, then this condition is annulled, asaid party of the second part without co

Deed 70 591 1/9/1904 Charles L. and Bettie L. Collins T.E. Campbell 2 acres Deed 68 464 4/0/1901 J.B. Gill and Wife C.L. Collins 2 acres “A house and lot in the town of 

the east side of Main Street... valued at 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-16 Arc

TABLE A-8: CHAIN OF TITLE FOR COGHILL-JETER STORE & HOUSE (016-0286), CAROLINE COUNTY, VIRGIInstr. Type Book Page Date Grantor Grantee Notes/ Comments Deed 1197 796 3/27/2015 Kitty E. Gordon 

Lucas A. Gordon & Elizabeth B. Gordon, subject to Life Estate of Kitty E. Gordon 

85-A-61; 4.40 acres, current tax recorin 1900. 

Deed 158 375 6/12/1964 Lucy F. Jeter (widow) Gail B. Gordon & Kitty E. Gordon Gail B. Gordon died November 14, 20

store and dwelling passed to Kitty E. G

Will 41 389 10/17/1960 Henry A. Jeter Lucy F. Jeter Henry A. Jeter died October 10, 1960

Testament, he bequeaths all property 

Deed 134 381 3/21/1952 

George R. Jeter & Caroline S. Jeter, Ellen J. Haley & Guy M. Haley 

Henry A. Jeter 

Conveys 2/3 undivided interest in 72.7Station on both sides of the RF&P and Henry A. Jeter, who already owned 1/

Inherit. -- -- 1941 T.B. Jeter George R. Jeter, Henry A. Jeter, & Ellen J. Haley T. B. Jeter died intestate on April 19, 

predeceased him; remaining heirs werHenry A. Jeter and daughter Ellen J. H

Deed (Partition of Assets) 

74 594 9/7/1908 W.R. Jeter and Effie L. Jeter T.B. Jeter & Blanche L. Jeter Partition of the ~90 acres and assets o

half interest in the stock of goods, warcontained in said store valued at $2,08

Deed 72 100 4/18/1905 W.R. Jeter & Effie L. Jeter, T.B. Jeter & B.L. Jeter RF&P Railroad Company The Jeter Brothers sold 1.78 acres adj

tracks to the RF&P Railroad Company the construction of a new depot and/o

Deed 70 256 4/25/1903 

W.A. Coghill, Annie B. DeJarnette, & James C. DeJarnette 

T.B. Jeter and W.R. Jeter 

L.L. Coghill died intestate and possesssides of the RF&P at Penola Station. Hmarried James C. DeJarnette prior to children: W.A. Coghill and Palmer CogProperty sold to Jeter brothers for $3

Deed of Trust 61 178 11/9/1886 L.L. Coghill and Anna B. Coghill R.S. Peatross, Trustee “L.L. Coghill is indebted to C.L. Collin

hundred dollars, the balance of purchapurchase of the farm & store house a
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-17 Arc

TABLE A-8: CHAIN OF TITLE FOR COGHILL-JETER STORE & HOUSE (016-0286), CAROLINE COUNTY, VIRGIInstr. Type Book Page Date Grantor Grantee Notes/ Comments Deed 61 177 11/9/1886 C.L. Collins and Bettie L. Collins L.L. Coghill 90 acres (known as Penola)” 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-18 Arc

TABLE A-9: CHAIN OF TITLE FOR DARNELL STORE (042-0470), HANOVER COUNTY, VIRGINIAINSTR. TYPE Book Page DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 1221 67 11/1/1996 George A Darnell, Estate Suzanne Van Buiten Fleet 

-0.61 acres, $49,000 -Lot 1 on “A Plat of Store Lot, D.E. CamProperties”, HaCPB 22/129, February 1

Deed 167 120 11/5/1966 

Catherine Campbell Wright and Dorothy E Campbell 

Roy L Darnell and Georgie L Darnell 

-Lot 1 on “A Plat of Store Lot, D.E. CamProperties”, HaCPB 22/129, February 1

Deed 42 113 1/1/1903 

Isaac Thompson and Maud Thompson 

D.E. Campbell 

Deed 16 301 11/22/1883 

B.L. Winston (as executor oh Philip B Winston estate) 

Isaac Hugh Thompson 

-Will book 2 page 658 -Sold for $110 -Lot number 7 in survey of the “Junctio

Chancery Case 7 388 2/27/1874 

Commissioners J.B. Bacon, John L. James, William Campbell, and S.D. Anderson 

Estate of Philip B. Winston 

-Lots 2, 7, and 17 -Store lot is lot 7 -Includes “Plat of the division of the farm property”. 

Source: Dovetail 2017.
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-19 Arc

TABLE A-10: CHAIN OF TITLE FOR TRI-COUNTY BANK-DOSWELL BRANCH (042-0469), HANOVER COUNTY, INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 2637 72 12/19/2005 Roy L. Darnell, Jr. Estate Suzanne Van Buiten Fleet 0.076 acres Deed 1968 149 12/20/2002 Roy L. Darnell, Jr. Richard F. & Marie P. Boudreau 

Tract containing 1.152 acres according tportion of some real estate conveyed to Dorothy E. Campbell & Catherine Cam

Will 412 812 Georgie Lee Mills Darnell Roy L. Darnell, Jr. Will 412 811 Roy L. Darnell, Sr. George Lee Mills Darnell Deed 231 200 2/18/1964 Tri-County Bank, a VA Corp Roy L. Darnell 

Tract 1: fronting County Road & facing to Doswell State Bank by deed D.E. Cam(spouses) Tract 2: 0.076 acres being lot #2 on undmentioned below: same prop conveyed al, trustees under will of Daniel E. CampCounty Bank, Inc. 

Deed 164 214 2/28/1955 

Dorothy E. Campbell & Mary Catherine Campbell Wright 

Tri-County Bank, Inc. 0.076 acre known as Lot 2 on undated p

conveyed to bank” 

Will 5 121 8/18/1939 Daniel E. Campbell bonds divided in to 5 equal parts; daugh

up for son, Edward L. Campbell 

Deed 71 127– 128 9/23/1920 D.E. Campbell & Emma L. Campbell Doswell State Bank lot facing RR & County Rd Deed 58 96 6/16/1913 Susie L. Baker D.E. Campbell 1.75 acres – Lots 3 & 4 

Source: Dovetail 2017..
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-20 Arc

TABLE A-11: CHAIN OF TITLE FOR DOSWELL INN (042-0468), HANOVER COUNTY, VIRGINIAINSTR. TYPE Book Page DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 3126 701 9/30/2015 Deutsche Bank National Trust Gregory D. Hall and Roxanne Pizarro 1.152 acres, $64,000 Deed 3104 1763 12/11/2014 

Commonwealth Trustees LLS, Richard and Marie Boudreau 

Deutsche Bank National Trust 

Deed 1968 149 12/20/2002 Roy R. Darnall Jr. Richard Boudreau and Marie Boudreau 1.152 acres Will 412 812 Roy Darnall and Georgie Darnall Roy R. Darnall Jr. Will mentioned in deed book Deed 167 120 7/6/1955 

Dorothy Campbell and Catherine Campbell Write (Trustees) 

Roy Darnall and Georgie Darnall $8,500; 1.19-acre tract 

Will 5 121 10/22/1935 Daniel E. Campbell 

Dorothy Campbell and Catherine Campbell Write (Trustees) and Emma Beazley Campbell) 

 “I hereby nominate by daughters Dorothy trustees of the said trust set up for the benwife Emma B. Campbell”. Will probated in Campbell lived in this home until her death 

Deed 58 96 4/16/1913 Susie Baker Daniel E. Campbell 1 3⁄4 acres of lots 3&4 for $4,000- Divisee o

p.329. 

Will 6 329 9/21/1898 J. Barton Denton Susie Baker 

Conveys land to Susie Baker “2 lots of 1 3⁄4 house on the east side of the RF&P Road ameasure 6 1⁄4 acre to sell publicly or private

Deed 8 364 3/31/1875 Edmund Winston J. Barton Denton “Lots # 3, 8, 16, 4, 18, 14 transferred from 

court entered 22nd May 1874” – HaCTB 18

Source: Dovetail 2017.
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-21 Architectural Intensive Survey

TABLE A-12: CHAIN OF TITLE FOR DOSWELL DEPOT AND TOWER (042-5466), HANOVER COUNTY, VIRGINIA

INSTR. 

TYPE BK PG DATE GRANTOR GRANTEE NOTES/ COMMENTS

Deed 2151 282 7/1/2003 CSX Trade Receivable Corp. CSX Transportation Inc. 17,730 sq. feet at intersection of C&O and RF&P 

RR

Quit Claim 

Deed 1015 894 10/14/1993 CSX Transportation, Inc.; RF&P Company CSX Trade Receivables Corp 17,730 sq. feet -“together with station building and other improvements” 

Deed 950 847 11/30/1992 RF&P Railway Company CSX Transportation, Inc.

RF&P owns and operates the RR, which includes 

passenger and freight rail and which allows the 

use of its RR operating properties for various 

transmission, communications, and utility 

facilities

Deed 880 496 10/10/1991

Richmond, Fredericksburg, & 

Potomac RR Company, RF&P 

Properties, Inc.; Richmond 

Land Corp

Richmond, Fredericksburg, & 

Potomac RR Company, RF&P 

Properties, Inc.; Richmond 

Land Corp

Deed 8 48 11/20/1874

William R. Winn and William 

J. Leake, Special 

Commissioners

RF&P Railroad Co.

Deed 5 121 7/27/1846

William Williamson, Edmund 

Morris, and Burton W. 

Morris

President Directors and 

Company of the Louisa 

Railroad

lot of land lying and being at the junction of 

RF&P and Louisa RRs containing 2.5 acres; 2 

acres lie on the s. side of the RRs, 1.2 acres is on 

the north side

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-22 Arc

TABLE A-13: CHAIN OF TITLE FOR ROBERT STILES BUILDING/MAIN BUILDING OF THE LAUREL INDUST0292-0001), HANOVER COUNTY, VIRGINIAINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Certificate of Satisfaction 

5229 759 1/23/2014 Bluford, Robert III and PRLap Inc. (Trustee) Bluford, Robert, III, Richmond Virginia Date of Note 2/14/2003 for $171,358

2665); Paid in full 

Deed of Gift 4931 1800- 1802 11/22/2011 Bluford, Robert III 2900 Hungary Road, LLC 2900 Hungary Road Deed of Trust 3428 2665- 2677 4/15/2003 Bluford, Robert, III PRLap, Inc. Bank of America - $171,358.03; parce

together with temporary construction 

Deed of Bargain and Sale 

2297 1973- 1975 6/20/1991 Bluford, Robert, Jr. and June W. Bluford (wife) Bluford, Robert, III (son) $10.00 

Deed 1873 1453 4/14/1983 

Heritage Savings and Loan Association, Virginia Corporation 

Robert Bluford, Jr. and June W. Bluford $10.00 

Deed 1861 1631- 1632 10/29/1982 Kendall W. Paul (Substitute Trustee) Heritage Savings and Loan Association, Virginia Corporation Defaulted; Advertisement in Richmond 

public auction on 8/12/1982 to highest 

Deed of Trust 1806 1672- 1677 6/4/1980 Tri-Investment Limited Partnership 

Edward R. Parker, C. Linwood Clements, and Heritage Savings and Loan Associations (Beneficiary) 

to secure $75,000.00 

Deed 1806 1669- 1671 5/20/1980 Heritage Savings and Loan Association Tri-Investment Limited Partnership Deed of Substitute Trustee 

1787 544- 547 9/5/1979 Henry R. Pollard, IV (Substitute Trustee) Heritage Savings and Loan Association, Virginia Corporation 

Mortgage – Walter R. Proffitt, Jr. and and wife); sale price: $97,323.13 Mortgagor granted unto Parker and Cdefault of payment and advertised sale 

on 8/12, 19, and 26/1979; Deed of sale Substitute trustee Henry Pollard – 7/11341 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-23 Arc

TABLE A-13: CHAIN OF TITLE FOR ROBERT STILES BUILDING/MAIN BUILDING OF THE LAUREL INDUST0292-0001), HANOVER COUNTY, VIRGINIAINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Substitute of Trustee 1781 

1341 – 1342 

7/10/1979 Heritage Savings and Loan Association 

DOT dated 10/3/1978 from Walter F. Proffitt, Stuart Vest and Barbara M. Veand Clements (trustees) for $90,000.0Pollard, IV as substitute trustee 

Deed of Trust 1758 1233- 1238 10/3/1978 

Walter F. Proffitt, Jr. and Patricia F. Proffitt (wife) and Stewart Vest and Barbara M. Vest (wife) 

Edward R. Parker and C. Linwood Clements 

Deed 1758 1229- 1232 9/21/1978 Stonewall Enterprises, Inc., Virginia 

Walter F. Proffitt, Jr. and Patricia F. Proffitt (wife) and Stewart Vest and Barbara M. Vest (wife) and Knob Enterprises 

Each couple gets 1⁄2 undivided interest 

Deed of Trust 1689 154- 157 8/2/1976 Stonewall Enterprises, Inc. Maurice H. Bell, Jr. and George W. Rowe (trustees) $19,820.24 Deed of Assumption 1689 152- 153 8/2/1976 Dartman Corporation, Virginia Stonewall Enterprises, Inc., Virginia 3 parcels comprising 2900 Hungary Ro

property 

Deed 1394 154- 156 5/13/1969 Kent M. Newcomb and Helen T. Newcomb (wife) Dartman Corporation, Virginia 3 parcels for 2900 Hungary Road 

 P

on subdivision plat 5/1/1930 HaCDB 2$27,000.00 

Deed 1367 401- 403 10/3/1968 Elise Harvey Bradshaw (widow) and Rebecca Briggs Walton (widow) Kent M. Newcomb 3 parcels Deed of Trust 1367 404- 406 10/3/1968 Kent M. Newcomb A. Simpson Williams, Jr. (trustee) 3 parcels; $27,000.00 Will 38 423 1968 Robert Alexander Walton residue of estate to wife and executivWill 26 343- 344 2/6/1960 Claude Linwood Bradshaw residue of estate to wife, Elise Harvey 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-24 Arc

TABLE A-13: CHAIN OF TITLE FOR ROBERT STILES BUILDING/MAIN BUILDING OF THE LAUREL INDUST0292-0001), HANOVER COUNTY, VIRGINIAINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 319 555- 5556 7/16/1943 Laurel Links, Inc. C.L. Bradshaw and R.A. Walton 0.094 acres (parcel No. 3); plat attach

“Laurel Store” 

Deed 290 354- 356 9/4/1941 

R.A. Walton and State Partners Bank Trust Co. of Richmond (executors of Albert Anderson Harvey) 

R.A. Walton and C.L. Bradshaw 

Will of Albert Anderson Harvey (deceauthorized to sell land to R.A. Walton $6,000.00, Parcel No 2 – reference 19

Deed of Trust 290 357- 360 9/5/1941 R.A. Walton and wife and C.L. Bradshaw and wife Joseph M. Hurt, trustee Parcel No 2, trust for $6,000.00; store Will 13 400 5/9/1941 Albert Anderson Harvey R.A. Walton (executor) 

executors to give R. A. Walton (brothBradshaw right to purchase store for Store” 

Deed 230- C 209- 212 9/16/1924 

Commonwealth of Virginia, Governor of Virginia E. Lee Trinkle, and Virginia Industrial School for Boys 

A.A. Harvey 

Many lots on S side of Hungary Rd; Loside of Hungary Rd; $48,000.00; institBeaumont and proceeds from sale shoimprovements to new reformatory. 

Deed 215- B 69-72 6/9/1920 Prison Association of Virginia Commonwealth of Virginia Dissolution of association and absorpt

association and conveyance of all persown 

Deed 143- A 277- 278 7/21/1982 

William H. Cowardin, B.T. Crump, and C.R. Spuds (Sands), Special Commissioners 

Prison Association of Virginia 

Cowardin and W.H. Cowardin executmade on 6/25/1890); containing 93.75 $1,500.00 accepted 

Deed 143- A 278- 279 7/22/1892 William H. Cowardin, Special Commissioner Prison Association of Virginia 

Offer of $50.00 for the interest of W. property: “the following lot numbers 17, 18, 19 in Square No. 2 and lots 21 the plan herewith annexed being the tlate W.L. Cowardin... situated at Lau

Deed 130- A 321- 322 5/17/1890 Mrs. A.P. Russell, City of Richmond, Virginia Prison Association of Virginia Containing 17 1⁄4 acres, with a Grist M

known as the Dinker (or Pinker) Mill 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-25 Arc

TABLE A-14: CHAIN OF TITLE FOR RF&P PAINT SHOP (043-5636) CITY OF RICHMOND, VIRGINIAINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 3050 1672 12/11/2000 Linwood S. Raikes SRS Investments, LLC Parcel measuring 0.53 acres (Parcel ID 77

Power Sources of Virginia; Corrected de

Deed 3036 692 10/3/2000 Linwood S. Raikes SRS Investments, LLC $285,000.00; 0.53 acres Deed 2934 1853 7/30/1999 

Commonwealth Atlantic Land Company, VA Corporation 

Linwood S. Raikes 0.53 acres 

Deed 2770 2589– 2607 1998 

Commonwealth Atlantic Properties, Inc., successor by name change to RF&P Corporation 

Commonwealth Atlantic Land Company 

Many tracts transferred including “Paint Scontaining 0.530 acre. 

Deed 2770 2578 12/12/1997 Richmond Land Company (Brent W. Sinnett, CFO) Commonwealth Atlantic Land Company 

To include “Parham Forest” (further N) Three tracts: Tract 1 = 4 parcels near LaTract 3 = 90,000 sq. ft. 

 by certificate o

1653/741 Richmond Holding CorporatioCorporation 

Company Name Change 

2711 1274 12/26/1996 RF&P Corporation Commonwealth Atlantic Properties, Inc. State Corporation Commission; by amen

corporation, the name of RF&P CorporaCommonwealth Atlantic Properties, Inc. 

Certificate of Merger 2587 1835 5/19/1995 

Richmond, Fredericksburg, and Potomac Properties, Inc. 

RF&P Corporation Certificate of Merger – Richmond, Frede

Properties, Inc. was merged into RF&P C

Deed 2313 713 10/10/1991 

Richmond, Fredericksburg & Potomac Railroad Company (RF&PRR), RF&P Properties, Inc. (RF&P Properties), and Richmond Land Corporation (RLC) 

Richmond, Fredericksburg, and Potomac Railroad Company and RF&P Corporation (RF&P Corp.) 

‘Excluded Sidetrack Property’ (Exhibit D)

ROW Easement 2161 967 7/1/1988 

Richmond, Fredericksburg & Potomac Railroad Company 

RF&P Properties, Inc. 

Multiple parcels containing 46.96 acres oWestwood Avenue at corner NW of AcRichmond, E line of Dabney 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-26 Arc

TABLE A-14: CHAIN OF TITLE FOR RF&P PAINT SHOP (043-5636) CITY OF RICHMOND, VIRGINIAINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Certificate of Merger 1653 741 9/1/1975 

Richmond Holding Corporation and South Washington Land Corporation 

Richmond Land Corporation 

State Corporation Commission CertificaHolding Corporation and South WashingRichmond Land Corporation 

Deed 618 226– 228 10/30/1952 Richmond Land Corporation Richmond, Fredericksburg, and Potomac Railroad Company 

$51,582.85; 37.41 acres plat attached hermarked, “R.E. 2A-103 R.F.&P. R.R. Co., LCounty, Virginia, Scale 1” = 200’, January “The lands to be conveyed were being usEngine Terminal facilities and would hereRF&P RR Company for Railroad purpose

Deed 170- A 331- 332 7/22/1904 Edwin A. Palmer, Trustee for Alice H. Palmer, his wife, of Richmond Richmond, Fredericksburg, and Potomac Railroad Company, Virginia Corporation $5.00 for 60 acres 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-27 Arc

TABLE A-15: CHAIN OF TITLE FOR WINFREE COTTAGE (127-6129) CITY OF RICHMOND, VIRGINIAINSTR. TYPE Book Page DATE GRANTOR GRANTEE NOTES/ COMMENDeed 2003- 68 12/20/2002 William Gillespie Manchester Properties LLC $30,000, 50 ft. north 

Commerce and Port

Deed 2002- 22869 07/17/2002 Richard E. Poe, executor of the estate of Lewis A. Poe William Gillespie $27,200; 0.277 acre Will 2002- 426 05/21/2002 Lewis A. Poe Richard E. Poe, Floyd S. Poe, Kathleen Doremus, Edith P. Craig Lewis left his propert

0.277 acre 

Will 38 488 1/8/1980 Edna B. Poe Lewis A. Poe Edna left it to her soDeed 232 419 Written 8/25/1945; recorded 6/4/1957 Hilda Adelanski (unmarried) Edna Poe Deed 94-B 167 11/10/1944 Moselle Pettigrew, widow Hilda Adelanski Pettigrew sold 8 trac

8th (later Commerce

Deed 27 309 10/2/1905 W.C. Pulliam, acting trustee, and Emily Winfree, widow Allan N. Pettigrew and wife, Moselle Pettigrew The deed could not b

but reference to it is 277 acres 

Deed 48 18 March 14, 1866 Samuel E. Naden 

A.A. Allen (second part) and Emily Winfree and her children (third part) 

-$800.00 -Lot 215 in the town -Fronting Allen Stree

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-28 Arc

TABLE A-16: CHAIN OF TITLE FOR RAILROAD YOUNG MEN'S CHRISTIAN ASSOCIATION (YMCA) (127-0

RICHMOND, VIRGINIA

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Certificate of Partial Satisfaction 

LR 140010610 41 6/24/2014 

Railroad Y L.P Trustees, J. Melvin Watkins and Cecilia Hodges 

 -$8,350,000 – for renovations 

Deed L 140009045 646– 648 5/30/2014 Railroad Y L.P. B.R.J. Virginia, LLC $10.00; 0.21-acre parcel known as 154Deed of Release 

LR 120007968 

640–643 4/27/2012 Daniel A. Gecker (trustee) Railroad Y LP 

Deed of Trust recorded 9/26/1999 in 

24141 pg. 259 Part of the 2nd part conveyed unto Da

Huenneken (trustees) - certain tract kStreet to secure payment promissory of the 2nd part having requested that t

released 

Deed LR 990024137 406– 408 8/26/1999 Historic Housing, LLC Railroad Y LP 1548 E. Main Street; 0.21 acres Deed LR 990024136 8/26/1999 H. Louis and Anita B. Salomosky Historic Housing, LLC 1548 E. Main Street; 0.21 acres Deed LR 980000741 492– 494 1/9/1998 Robert J. Ball, Jr. H. Louis and Anita B. Salomosky NW corner of Main and 17th Street; ; Deed of Trust 

LR 003580208 (DB 358) 

208–214 8/5/1993 Robert B. Ball, Jr. 

Conrad B. Mattox, III and Cary A. Ralston (trustees) 

NW corner of Main and 17th (or Mark

$155,000 

Deed of Assumption 

LR 002402259 (DB 240) 

2259–2262 7/9/1990 Market Slip Association Robert B. Ball, Jr. NW corner of Main and 17th (Market) 

Deed of Assumption 

 LR 007670708 (DB 767) 

708 – 710 5/13/1980 The Mission Army, Inc. Market Slip Association, a VA partnership 0.21 acres 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-29 Arc

TABLE A-16: CHAIN OF TITLE FOR RAILROAD YOUNG MEN'S CHRISTIAN ASSOCIATION (YMCA) (127-0

RICHMOND, VIRGINIA

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 

LR 0682130526 (682-B) 

526 – 527 3/13/1973 

Railroad Young Men’s Christian Association of Richmond, VA 

The Mission Army, Inc. 

Deed DB 391-C 15 6/25/1934 

YMCA of Richmond, Virginia’s Surviving Trustees 

B&S Railroad YMCA of Richmond, Virginia 

Six deeds of record between 1907 and corner of Main & 17th (Market) streets

for the YMCA of RVA. “...large brick improvements were erected on the propened exclusively, continuously, and and used by the said Railroad YMCA uan assent of the YMCA of RVA now tRVA, Corp. recently organized under and charitable corp. not organized for Followed by ‘Resolution of Committee YMCA of RVA, an unincorporated Ass

Deed DB 199-D 198 – 199 10/25/1908 George Ainslie and Allen G. Collins, Special Commissioners 

Charles Lorraine, C.H. Hix, Jr., J.H. Gapp, W.D. Duke, W.T. West, and J.P. Russell and Successors of YMCA of RVA 

Decree of Chancery Court on 11/18/Sarah J. Carrington vs. V.S.M. Kelly and the sale of Real Estate hereinafter desiRVA at $4,000. Lot formerly known as 1544 E. Main S

Streets on west side of Main Street (dmap). 

Deed DB 199-D 196 10/14/1908 H.A. McCurdy, deceased executor of S. Boswell 

Charles Lorraine, C.H. Hix, Jr., J.H. Gapp, W.D. Duke, W.T. West, and J.P. Russell and Successors of YMCA of RVA 

Will of S. Boswell properly admitted tCourt on 7/16/1908 – confirm title to b/w Market and Franklin St” 

Deed DB 192-A 8 1/10/1908 

Sarah J. Carrington and Peyton R. Carrington (wife and husband) 

YMCA of RVA 

$2,000 for land known as #12 N 17th S

Market or 17th Street and Walnut Alle

and fronting 17th Street (denoted on 1
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-30 Arc

TABLE A-16: CHAIN OF TITLE FOR RAILROAD YOUNG MEN'S CHRISTIAN ASSOCIATION (YMCA) (127-0

RICHMOND, VIRGINIA

INSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed DB 191-A 443 1/10/1907 

George C. Guvernater and Martha S. (his wife), and Mina Loth (widow) 

YMCA 

$5,500 for 1546 E. Main Street – situaMain Street and 20 5/12 feet west of Mor 17th Street. (denoted on 1908 Sanb

Prior to her marriage to Charles J. LotGuvernator, sole child and heir of the 

Deed DB 191-A 445 1/10/1907 

Judson Cunningham and Masley Elizabeth of Richmond, VA 

YMCA 

Two tracts: (1) #8 N Market St. on W in N of Main St (or – at N line of the rSaunders Jr.) and (2) #10 Market St. b(denoted on 1908 Sanborn Map) 

Deed DB 191-A 447 1/10/1907 E.A. Saunders Jr. and Martha B. Saunders YMCA $15,000 for NW corner of Main and M

Market St. 20 ft. 5 inch 

Source: Dovetail 2017. 
APPENDIX A: CHAIN OF TITLES 

D.C. to Richmond Southeast High Speed Rail A-31 Arc

TABLE A-17: CHAIN OF TITLE FOR PHILIP MORRIS LEAF STORAGE WAREHOUSE (127-0197) CITY OF RICHINSTR. TYPE BK PG DATE GRANTOR GRANTEE NOTES / COMMENTS Deed 2016-18882 330 9/28/2016 1717 East Cary Street, LLC 1717 Partners, LLC Containing +/- 0.207 acres Deed 03-048414 108 11/26/2003 John C. Crank, Jr. 1717 East Cary Street, LLC Deed 98-0011207 186 5/4/1998 John C. Crank, Jr. and Laura M. Crank John C. Crank, Jr. Being a part of the real estate conveyed 

Laura M. Crank 

Deed 405 136 7/8/1994 Philip Morris, Inc. John C. Crank, Jr. Deed 609D 800 1/29/1962 Associated Warehouses, Inc. Philip Morris, Inc. 

Two parcels shown on a plat made by CAssociates: -Parcel I: Cary Street and 17th

-Parcel II-Cary Street and 18th

Deed 601A 145 7/1/1957 Virginia Bonded Warehouse Corp. Associated Warehouses, Inc. Parcel I: N. Side of Cary, east of 17th St

South of Alley Parcel II: south of Cary Street 

Deed 222B 298 6/3/1913 Charles H. West and Mary C. West VA Bonded Warehouse Corp The plat shows just the land south of C

viaduct 

Deed 135B 134 5/8/1888 Benjamin T. Crump and Lizzie McB. Crump Charles H. West $9,215.00; Lots 123 and 124 on the AdDeed 132A 62 2/18/1887 Charles H. West and wife Benjamin T. Crump Deed 122B 481 2/9/1883 P.R. Carrington Benjamin T. Crump and Charles H. West 

Source: Dovetail 2017.