D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

ARCHITECTURAL RECONNAISSANCE Rͳ2SURVEY, AFFR SEGMENT ΈSEGMENT 2Ή
July 2016

Architectural Reconnaissance Survey for the

Washington, D.C. to Richmond, Virginia High

Speed Rail Project  

Alexandria to Franconia (AFFR) Segment,  

City of Alexandria and Fairfax County  
Architectural Reconnaissance Survey for the 

Washington, D.C. to Richmond, Virginia 

High Speed Rail Project

Alexandria to Franconia (AFFR) Segment

City of Alexandria and Fairfax County

DHR #2014-0666

by

Heather Dollins Staton, Adriana T. Lesiuk, 

Emily K. Anderson, and Earl P. Proper 

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 

July 2016 

Kerri S. Barile, Principal Investigator Date

July 6, 2016 
D.C. to Richmond Southeast High Speed Rail i Architectural Reconnaissance Survey, AFFR Segment 

ABSTRACT 

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

Public Transportation (DRPT), conducted a reconnaissance-level architectural survey of the 

Alexandria to Franconia (AFFR) segment of the Washington, D.C. to Richmond Southeast High 

Speed Rail (DC2RVA) project. The proposed Project is being completed under the auspice of the 

Federal Rail 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 DC2RVA corridor is divided into 22 segments and this document focuses on the AFFR 

segment only. This report includes background data that will place each recorded resource 

within context and the results of fieldwork and National Register of Historic Places (NRHP) 

evaluations for all architectural resources identified within the AFFR segment. All other 

segments will be discussed in separate reports. For the purposes of the current report, the 

architectural area of potential effects (APE) is defined as extending 500 feet on either side of the 

center of the existing railroad alignment except in urban areas, where the APE is limited to one 

city block to either side of the existing rail centerline, plus any areas where alterations to a 

resource’s setting and feeling are likely to occur as a result of the Project. This report details the 

findings of buildings, objects, and districts over 48 years of age within the APE (the age limit 

was developed to correspond with the anticipated 2017 architectural study completion date). 

All structures that meet the NRHP 48-year age criterion within the architectural APE of the 

DC2RVA corridor will be included in a subsequent report spanning the entire 123-mile corridor. 

The results of the archaeological survey are also discussed in separate reports.

In total, the DC2RVA Project Team surveyed 62 historic architectural resources within the 

architectural APE of the AFFR segment. Of these, three previously recorded and 59 newly 

recorded historic resources were identified. One resource, the Phoenix Mill at 3642 Wheeler 

Avenue (100-0277), is recommended potentially eligible for listing in the NRHP under 

Criteria A and C. The remaining 61 resources are recommended not eligible for listing on the 

NRHP.
D.C. to Richmond Southeast High Speed Rail ii Architectural Reconnaissance Survey, AFFR Segment 

TABLE OF CONTENTS 

Abstract ........................................................................................................................................................ i

Table of Contents ....................................................................................................................................... ii

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

1.1 Project Location .......................................................................................................................... 1-3

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

2. HISTORIC CONTEXT ............................................................................................................... 2-1

2.1 Alexandria ................................................................................................................................... 2-1

2.1.1 Settlement to Society ................................................................................................... 2-1

2.1.2 Colony to Nation ......................................................................................................... 2-2

2.1.3 Early National Period ................................................................................................. 2-2

2.1.4 Antebellum Period ...................................................................................................... 2-2

2.1.5 Civil War ....................................................................................................................... 2-3

2.1.6 Reconstruction and Growth ....................................................................................... 2-4

2.1.7 The Twentieth Century............................................................................................... 2-4

2.2 Fairfax County ............................................................................................................................ 2-5

2.2.1 Anglo Settlement and the Establishment of Fairfax County ................................. 2-5

2.2.2 Early Industries and the Revolutionary War .......................................................... 2-6

2.2.3 The Antebellum Years ................................................................................................ 2-6

2.2.4 The Civil War in Fairfax County ............................................................................... 2-7

2.2.5 Into the Twentieth Century........................................................................................ 2-8

2.2.6 World War I to World War II (1917–1945) ............................................................... 2-8

2.2.7 The New Dominion to Present .................................................................................. 2-9

3. METHODOLOGY ...................................................................................................................... 3-1

4. BACKGROUND REVIEW ........................................................................................................ 4-1

4.1 Previous Surveys ........................................................................................................................ 4-1

4.2 Previously Recorded Cultural Resources ............................................................................... 4-3

5. RESULTS ..................................................................................................................................... 5-1
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail iii Architectural Reconnaissance Survey, AFFR Segment 

5.1 Previously Recorded Resources ............................................................................................... 5-1

5.2 Newly Recorded Resources ...................................................................................................... 5-7

6. SUMMARY AND RECOMMENDATIONS ........................................................................... 6-1

7. REFERENCES ............................................................................................................................. 7-1

APPENDIX A: BACKGROUND REVIEW TABLE ........................................................................... A-1

LIST OF FIGURES 

Figure 1-1: Overview of the SEHSR Corridor .................................................................................... 1-2

Figure 1-2: DC2RVA Project Corridor .................................................................................................. 1-4

Figure 1-3: DC2RVA Project Segments Noting the AFFR (02) Segment ......................................... 1-5

Figure 5-1: Detail of Project Segment AFFR ........................................................................................ 5-2

Figure 5-2: Previously Recorded Resources ........................................................................................ 5-3

Figure 5-3: Previously Recorded Resources ........................................................................................ 5-4

Figure 5-4: Previously Recorded Resources ........................................................................................ 5-5

Figure 5-5: Phoenix Mill (100-0277), Northeast Oblique ................................................................... 5-6

Figure 5-6: Newly Recorded Resources ............................................................................................. 5-10

Figure 5-7: Newly Recorded Resources ............................................................................................. 5-11

Figure 5-8: Newly Recorded Resources ............................................................................................. 5-12

Figure 5-9: Newly Recorded Resources ............................................................................................. 5-13

Figure 5-10: Newly Recorded Resources ........................................................................................... 5-14

Figure 5-11: Newly Recorded Resources ........................................................................................... 5-15

Figure 5-12: Newly Recorded Resources ........................................................................................... 5-16

LIST OF TABLES 

Table 5-1: Previously Recorded Resources Identified During the Current Survey ....................... 5-1

Table 5-2: Newly Recorded Resources Identified During the Current Survey .............................. 5-7

Table 6-1: Summary of Identified Resources and Recommendations ............................................. 6-1
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail iv Architectural Reconnaissance Survey, AFFR Segment 

Table A-1: Previously Recorded Resources Within 0.5 Miles 

of the Architectural APE .................................................................................................... A-1
D.C. to Richmond Southeast High Speed Rail 1-1 Architectural Reconnaissance Survey, AFFR Segment 

INTRODUCTION 

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

Public Transportation (DRPT), conducted a reconnaissance-level architectural survey of the 

Alexandria to Franconia (AFFR) segment of the Washington, D.C. to Richmond High Speed Rail 

(DC2RVA) project. In addition to the reconnaissance-level survey, this project includes a 

background review and historic context for the AFFR segment. The project is being completed 

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

The Federal Railroad Administration (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 (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 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 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 its implementing regulations under 36CFR800. Additionally, all 

cultural resource work was designed to comply with the Virginia Antiquities Act (Code of 

Virginia § 10.1-2300) and guidelines and regulations promulgated by the DHR as necessary. 

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SEHSR Corridor

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INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-3 Architectural Reconnaissance Survey, AFFR Segment 

1.1 PROJECT LOCATION 

The Washington, D.C. to Richmond corridor spans 123 miles along an 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) (Figure 1-2). For the purposes of engineering and environmental 

planning, the DC2RVA corridor has been subdivided into 22 segments that correspond with 

improvements and alternatives, and as such have been named and numbered from north to 

south (Figure 1-3). At the northern terminus in Arlington, VA, the Project limit 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. will be 

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. 

Additional segments of the Project include approximately 8.3 miles of the CSXT Peninsula 

Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County, VA to AM Junction 

in the City of Richmond, and the approximately 26-mile Buckingham Branch Railroad (BBR) 

from AM Junction to the Richmond, Fredericksburg & Potomac Railway (RF&P) Crossing (MP 

CA-111.8) in Doswell, VA (Figure 1-3). 

Proposed improvements are along CSXT-owned track, 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. 

 
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DC2RVA Project

Corridor

Projection: Lambert Conformal Conic

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INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-6 Architectural Reconnaissance Survey, AFFR Segment 

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. 

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. 

The Project may include locations for new or replacement intercity passenger stations on the 

Project corridor, and additional rail capacity and other improvements in the Richmond area, 

including on the CSXT Peninsula Subdivision from AM Junction in Richmond, VA (just north of 

Main Street Station) east to Beulah Road in Henrico County, and on the bypass areas around the 

town of Ashland, VA and the City of Fredericksburg, VA. 

Studies in support of the Project will 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 current study included a reconnaissance architectural survey of the AFFR segment of the 

DC2RVA corridor (see Figure 1-3). The architectural survey was conducted to evaluate both 

previously recorded properties that have not been evaluated for the National Register of 

Historic Places (NRHP), as well as any unrecorded resource over 48 years in age (the age limit 

was developed to correspond to the anticipated 2017 architectural survey completion date). Any 

property in the area of potential effects (APE) that has been previously determined to be 

eligible, or is listed in, the NRHP was briefly reviewed to assure that the characteristics that 

rendered the property eligible are still intact. 

 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-7 Architectural Reconnaissance Survey, AFFR Segment 

For the purposes of the current report, the architectural APE is defined as extending 500 feet on 

either side of the centerline of the existing railroad alignment, except in urban areas, where the 

APE is limited to one city block to either side of the existing rail centerline, plus any areas where 

alterations to a resource’s setting and feeling are likely to occur as a result of the Project. All 

structures that meet the NRHP age criteria within the architectural APE of the DC2RVA 

corridor will be included in a subsequent report spanning the entire 123-mile corridor. In 

addition, the results of the archaeological survey are discussed in separate documents. 

Each 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. Criteria considerations were taken into account only where 

necessary. 

The area within the Project APE was first reviewed through an architectural and historical 

background literature and records search at DHR. The APE was then visually inspected 

through a vehicular and pedestrian reconnaissance to identify buildings, objects, and districts 

over 48 years in age where a NRHP determination had not been made. Once identified, each 

resource was evaluated for architectural significance and historic and physical integrity. The 

resources were documented through written notes and digital photographs. The information 

obtained during the survey was then used to update or generate a new DHR Virginia Cultural 

Resource Information System (V-CRIS) form and to make recommendations on each resource’s 

NRHP potential. 
D.C. to Richmond Southeast High Speed Rail 2-1 Architectural Reconnaissance Survey, AFFR Segment 

HISTORIC CONTEXT 

As part of this undertaking, a historic context of each municipality within the APE was 

compiled. The AFFR segment spans two separate municipalities: Fairfax County and 

Alexandria. Because this report discusses the architectural component of this project, only the 

historic period for both Fairfax County (Section 2.1) and Alexandria (Section 2.2) are included 

below. The prehistoric context for these areas will appear in separate archaeological reports. 

2.1 ALEXANDRIA 

2.1.1 Settlement to Society 

Exploration of Fairfax County and the Alexandria area began with Captain John Smith’s treks 

up the rivers of the Chesapeake Bay from 1607–1609 (Geddes 1967:7). The city’s origins can be 

traced back to the 6,000-acre land grant awarded to Robert Howson, an English ship captain, by 

Governor William Berkeley on October 21, 1669. In turn, Howson quickly sold the land to John 

Alexander (City of Alexandria 2007). By 1732, Hugh West, in-law to Philip and John Alexander, 

had established a tobacco warehouse for the inspection, weighing, and storage of tobacco 

barrels near Hunting Creek at the mouth of the Potomac. In 1748, tobacco buyers and growers 

submitted a petition to the General Assembly in Williamsburg appealing for the establishment 

of a town at the Hunting Creek Warehouse on the Potomac River in an area then known as 

Belhaven (Wilson 1983). 

The petition successfully passed through the House of Burgesses and was approved on May 11, 

1749 by Governor William Gooch. It proposed to establish the town on 60 acres immediately 

surrounding the tobacco warehouse owned by Philip and John Alexander. Despite initial 

protests by the Alexander family, the Williamsburg Assembly plotted out the town and began 

selling lots. A subsequent agreement was written to provide reimbursements to the family as 

town lots were sold and, as an additional gesture of goodwill, the legislators decreed that, the 

new town should be named Alexandria rather than continuing the name Belhaven (Wilson 

1983). 

Before a single house was ever built, surveyors carefully plotted out the city blocks and straight 

streets that are visible today (Wilson 1983). On July 13, 1749, the building lots were publicly 

auctioned off attracting prominent Virginia families such as the Fairfaxes and Washingtons. As 

the building lots quickly filled with brick buildings around the checkerboard design of the 

streets, the new little town flourished as a prominent seaport. The town of Alexandria would 

play a key role in the emergence of the nation’s capital although it would struggle to establish 

itself as a significant community. 

2
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-2 Architectural Reconnaissance Survey, AFFR Segment 

2.1.2 Colony to Nation 

Following in the Virginia tradition, the city and the surrounding area of Fairfax County relied 

on monoculture tobacco cultivation, agricultural shipping, and the associated slave trade as a 

primary source of income throughout the eighteenth century. Establishment and control of 

trade roads that connected inland plantations to wharfs and storehouses along the Potomac 

proved to be a necessary and contributing element to the economy (Netherton and Netherton 

1992). 

In 1755, the British government sent Major General Edward Braddock to America with two 

regiments to prevent further incursions from the French and Indians. After considering the 

situation, a meeting with the colonial governments was called and held in Alexandria. The 

meetings, which would come to be known as the “The Congress of Alexandria”, would lead 

Braddock to determine that Parliament would have to impose taxes on the Americans in order 

to meet the cost of defense. The colonists would subsequently resist the levies, setting in motion 

the push for Independence (Wilson 1983). Alexandria would serve as a supply and hospital 

center during the conflict and later during the War of 1812 the town would be captured and 

ransomed by the British while its warehouses would be plundered (City of Alexandria 2007). 

During the closing decade of the Colonial period, Alexandria served as one of the principal 

trading centers and ports in Virginia. Agricultural goods from all over the immediate area 

filtered their way to the city’s docks. As the eighteenth century drew to a close, city founders 

were looking for the next economic advantage. By 1797 they thought they had discovered it by 

way of canal building; they were not alone as many colonies along the eastern sea board had 

begun, or planned to begin, investing in what seemed a revolutionary concept in the 

transportation of goods (Fraley 1977). 

2.1.3 Early National Period 

In 1789, Alexandria and a portion of Fairfax County were ceded by Virginia to become part of 

the newly created 10-mile-square District of Columbia. Alexandria would remain within the 

legal boundaries of the District of Columbia until it was retroceded back to Virginia in 1847 

(City of Alexandria 2007). At the beginning of the District period, Alexandria held prominence 

as a seaport and commercial center. From 1801 to 1846, the major thrust of municipal activity in 

Alexandria was directed at maintaining its position as a prime seaport and commercial center 

(Fraley 1977). By the turn of the century, Alexandria city residents were heavily involved in a 

variety of ventures attempting to open up navigation routes on the Potomac River. These 

ventures included the construction of roads, and later the construction of railroads, in order 

effectively transport goods from the hinterlands to the Potomac Tidewater (Fraley 1977; 

Williams 1977). 

2.1.4 Antebellum Period 

Alexandria’s fortunes as a seaport suffered tremendously as it was cut off from foreign 

commerce by embargo legislation enacted by Congress between 1807 and 1809 and by the 

British blockade of the Chesapeake Bay during the ensuing War of 1812. Increasing enthusiasm 

for new and more effective means to open up the western environs of the Potomac to trade with 

the Tidewater area was widespread in the area (Fraley 1977). Soon the nation would be 

enthralled in the War of 1812 after which Americans would devote themselves to the 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-3 Architectural Reconnaissance Survey, AFFR Segment 

stabilization of the economy as it struggled with national depression, war debts, and the 

reconstruction of government buildings. 

Northern Virginia’s turnpike era lasted from 1795 to the early 1850s and resulted in building a 

trunk network of roads for the region. The first turnpike in the nation, Little River Turnpike, 

was established in 1795 to combat the deteriorating condition of the road beds. Tolls were 

collected on the turnpike until 1896, when Virginia’s network of highways was expanded to 

include the turnpike (Geddes 1967:19–23). This road construction set in place the creation of the 

main Potomac River bridges: Chain Bridge (initial construction in 1797 and rebuilt multiple 

times); the “Long Bridge” (1809, currently named the Fourteenth Street Bridge); and the 

Aqueduct Bridge (1843, replaced by the current Key Bridge in 1923). 

In 1802, work was completed on the Pawtomack Canal, the first element of a greater network to 

the west centering on canal and river movement along the Potomac. Although hailed as the 

foremost engineering achievement in North America at the time (Netherton and Netherton 

1992:9), the project did not ensure financial success for its backers. Its end came in 1828 when 

the Chesapeake and Ohio Canal Company was organized to build a canal on the Maryland side 

of the river, capable of operating at extremely high and low water levels—a downfall of the 

Pawtomack Canal (Netherton and Netherton 1992). 

Northern Virginia’s efforts to compete in the railroad boom of the mid-nineteenth century 

failed. Earlier efforts in Maryland (Baltimore and Ohio Railroad, 1828) had connected 

Winchester and Baltimore, Maryland. Fairfax County entered the competitive railroad industry 

in 1852 with the Alexandria, Loudon, and Hampshire Railroad, intended to link Washington, 

D.C. and the coal fields in the west (Netherton and Netherton 1992). This effort came too late 

and competition from across the river kept expansion to a minimum. 

The British blockade of the Chesapeake in 1813 had initially benefited the merchants of 

Alexandria but in 1817 the prices on agricultural commodities began to fall. Alexandria would 

also suffer its first major fire in 1827, which damaged 50 buildings and affected many of the 

streets in the “Old Town” section. Between 1820 and 1840, the deteriorating wheat and tobacco 

trades, ironically, increased exports in two other “farm commodities,” slaves and fish. 

Alexandria would eventually become headquarters for the largest slave trading company in the 

United States (Sharrer 1977). In 1846, the process of retrocession of Alexandria back into 

Virginia would begin. On September 7, 1846 after a majority vote of support from the town 

fathers, retrocession to Virginia from the nation’s capital was complete. 

Between 1850 and 1860 Alexandria grew at a rate it had not known since the beginning of the 

century. The population increased, manufacturers and industry flourished, and economically 

Alexandria seemed poised to reap the prosperity of the next decade (Sharrer 1977). As the 

nation drew closer to war, it became apparent that the location and proximity to Washington 

would require isolation from the rest of Virginia and the South. 

2.1.5 Civil War 

The ink on the Virginia Act of Secession from the Union was scarcely dry at the capitol in 

Richmond before Alexandria was occupied by Union forces (Fraley 1977). The city of 

Alexandria was occupied by Union forces on May 24, 1861. The port town quickly became an 

important logistical center for federal forces. The city not only possessed a fantastic harbor and 

wharfs but was also equipped with a rail line, making the city that much more valuable as a 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-4 Architectural Reconnaissance Survey, AFFR Segment 

supply center. As the war progressed Alexandria was inundated with wounded soldiers 

brought back on trains from the battlefields, causing the establishment of numerous temporary 

medical facilities. Near the end of the Civil War (from 1863–1865), the city served as the capitol 

of the Restored Government of Virginia, which represented the seven Virginia counties that had 

remained under federal control during the Civil War (City of Alexandria 2007). 

Although Alexandria remained an occupied city throughout the war, the city government 

continued to function. From 1862 on, however, the elected officials were Unionists and the 

views of the city government were in general harmony with those of the city’s uninvited guests 

(Fraley 1977). Alexandria’s situation as the most-secure, Federally-held city of Virginia would 

aid efforts for the creation of West Virginia. 

2.1.6 Reconstruction and Growth 

Following the war, reconciliation of political differences and the drive to stimulate the city’s 

economy began. Alexandria had to get its commercial routes back into operation. Alexandria’s 

quick reconstruction following the Civil War was due, in part, to the availability of rebuilding 

materials. Stockpiles of military supplies were salvaged or auctioned off at reduced rates, 

making the reconstruction of physical infrastructure relatively inexpensive when compared to 

other areas in the state more distant to the nation’s capital. 

What happened in Alexandria reflected, perhaps in greater intensity, the politics of the period 

throughout Virginia (Fraley 1977). The Conservative parties dominated the city’s governmental 

seat while Republicans struggled to get a foothold during the election of 1867. No further 

elections would be held until 1870 as Congress would designate it the state Military District 

Number One in order to enforce reconstruction policies. The end of Reconstruction would mark 

a return to power of the Conservatives. Following Reconstruction the city once again focused its 

attention on the municipal debt. Unable to compete with the industrious giants of Richmond 

and Baltimore, Alexandria ceased to be an important seaport by the end of the century. 

Alexandria would recover slowly but never experience the prominence it once held and would 

quickly evolve into an urban center (Fraley 1977; Sharrer 1977). 

2.1.7 The Twentieth Century 

By 1906, a sophisticated trolley system was in place, stretching from the inner neighborhoods of 

Washington, D.C. to Vienna and the City of Fairfax. The trolley system benefitted both people 

that lived in the county and within the Washington, D.C. urban area (Netherton and Netherton 

1992:22). The expansion of utilities during the 1920s allowed substantial subdivisions to develop 

and urbanization to occur within Fairfax County and beyond (Netherton and Netherton 1992). 

The depression of the 1930s only moderately affected the population of the greater Washington, 

D.C. region. The region was less vulnerable to the effects of the depression than other regions 

because of its lack of dependency on industry and its relationship with government and 

growing service-based industry. The ‘New Deal’ projects of the Roosevelt Administration 

increased the size of the civil servant corps within the region and provided substantial numbers 

of jobs (Netherton and Netherton 1992:24). 

The City of Alexandria changed dramatically after the First and Second World Wars. Important 

industries made their homes in Alexandria along with a growing number of professional 

organizations ranging from research and development to high technology, associations, and 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-5 Architectural Reconnaissance Survey, AFFR Segment 

professional services. Alexandria now shares in the growth and prosperity of the greater 

Washington, D.C., area. Today, the City of Alexandria has many authentic eighteenth-century 

buildings, and the charm of the "Old and Historic District" is carefully preserved by strict 

architectural and demolition control (City of Alexandria 2007). 

2.2 FAIRFAX COUNTY 

Although early exploration of modern-day Fairfax County began with Captain John Smith’s 

treks up the rivers of the Chesapeake Bay from 1607–1609 (Geddes 1967:7), the roots of Fairfax 

County history lie in the many transactions of land that occurred throughout the seventeenth 

and eighteenth centuries. These transactions formed the modern-day boundaries of counties 

and cities within the Commonwealth of Virginia and defined the land development that 

extends from the earliest eras of expansion to the contemporary period. 

2.2.1 Anglo Settlement and the Establishment of Fairfax County 

Fairfax County was born out of a 5.2-million-acre plat of land given by King Charles II to John 

and Thomas Culpeper, investors in the Virginia Company, in 1649 (Geddes 1967:9; Poland 

1978:7). The Culpepers deeded the majority of this land to Thomas Fairfax, Sixth Baron Fairfax 

of Cameron, at the end of the seventeenth century. In 1702, Robert “King” Carter was employed 

as land agent and proprietor for Lord Fairfax to manage his property in the colonies, in an area 

referred to as the Northern Neck. 

Prior to 1649, the entire Northern Neck had been designated by the Assembly as one large 

county, called Northumberland. As the population grew and spread north and west, new 

counties were created. In 1653, Westmoreland County was founded, comprising the majority of 

the northern portion of Northumberland. Stafford County was then created from the northern 

portion of Westmoreland in 1664 (Netherton and Sweig 1978). In each case, the new county 

encompassed the area between its southern border and the Potomac River. 

On July 9, 1730 the Assembly passed laws that established the area north of the Chopawamsic 

estuary in what was then Stafford County as a new parish and county, known as Prince 

William. Fairfax County was created in 1742 from the northern portion of Prince William 

County. In 1757, the western two-thirds of Fairfax County became Loudoun County. The 

county was again divided in 1789, when part of Fairfax County was given to the federal 

government to form Alexandria County of the District of Columbia. Alexandria County was 

returned to Virginia in 1846, reduced in size by the secession of the independent city of 

Alexandria in 1870, and renamed Arlington County in 1920. 

The first settlers to populate the region came from England and Scotland before the Industrial 

Revolution, hoping to establish themselves and their posterity in power by means of land 

ownership (Evans 1989:24). The earliest settlements in Fairfax County were located along the 

Potomac River. It is also where some of the county’s most prominent families built their homes, 

including Mount Vernon, home of George Washington, Belvoir, the home of the William Fairfax 

family, and Gunston Hall, home of George Mason (Sweig 1995). The first town established in 

what is now Fairfax County was Colchester, a tobacco port and ferry crossing on the Occoquan 

River, founded in 1753. 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-6 Architectural Reconnaissance Survey, AFFR Segment 

2.2.2 Early Industries and the Revolutionary War 

Following in the Virginia tradition, Fairfax County relied on monoculture tobacco cultivation 

and the associated slave trade as a primary source of income throughout the eighteenth century. 

Tobacco cultivation required intensive labor and relied on enslaved laborers for its profitability. 

The earliest settlements consisted of simple warehouses and wharfs located along the rivers and 

creeks of eastern Fairfax County. Here, colonists loaded tobacco, exchanged slaves, and 

repaired ships. These landings existed as early as 1710 and would shift location as the estuaries 

meandered and silted in (Scheel 1993). 

Belmont Bay, Occoquan Bay, and the mouth of Pohick Creek were deep enough to 

accommodate large sea vessels running goods from tobacco warehouses and ports in the Mason 

Neck area prior to siltation. Virginia trade was mostly confined to England, and the transport of 

goods was limited to seagoing vessels until the development of dependable roadways prior to 

1750. Establishment and control of trade roads that connected inland plantations to wharfs and 

storehouses along the rivers of the Chesapeake Bay proved to be a necessary and contributing 

element to the economy (Netherton and Netherton 1992). 

As the waterways of eastern Fairfax became impassable to larger ships, the Native American 

footpaths were quickly transitioned into roadbeds and toll roads. Early Occoquan merchants 

relied on the Potomac Path, later called the King’s Highway, which ran along ridgetops 

between Pohick Run and Bull Run, connecting Alexandria to Fredericksburg (Vitucci and 

Ruehrwein 1991:24). As industry demands grew, the need for a more extensive road network 

led to the creation of Ox Road, which would become a major north-south thoroughfare of the 

region (Netherton and Netherton 1992). 

As the century turned and the grain, vegetable, flax, and livestock needs of the cities along the 

eastern seaboard took over the economic hold that tobacco had kept for nearly a century, old 

family estates broke up, giving way to smaller farmsteads that relied less on enslaved labor. 

This transition and the fall of the plantation lifestyle led to economic recession and agricultural 

stagnation. During the agricultural collapse in Fairfax County, buying and selling slaves in and 

out of the county became a viable economic strategy (Netherton and Sweig 1978:263). These 

trends, as well as the turmoil and trade embargoes of the War of 1812, brought about significant 

change; the decennial censuses from 1790 to 1840 showed a decline in population. For the first 

time since its settlement, Fairfax County oriented itself to the west instead of towards its 

transatlantic past (Netherton and Netherton 1992). 

2.2.3 The Antebellum Years 

Lured by cheap farmland and a longer growing season, New York and New England natives 

migrated south to Fairfax County from the 1830s to the 1850s. Although years of tobacco 

cultivation left a swath of land destitute and with little agricultural potential, the new 

agriculturalists used modern nutrient science and farming techniques to make agriculture a 

sustainable element of the economy in Fairfax County (Netherton and Netherton 1992; 

Netherton and Sweig 1978:258–263). As the nearby urban cores of Washington, D.C. and 

Alexandria expanded (a combined population of 90,000 in 1860), the proximity of fresh 

agricultural goods made the agricultural industry in Fairfax County profitable again (Netherton 

and Netherton 1992:13). Movement of agricultural goods was possible due to the expanding 

road, rail, and canal systems of northern Virginia. Because Alexandria and Fairfax County 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-7 Architectural Reconnaissance Survey, AFFR Segment 

share a similar antebellum history, refer to the antebellum discussion in the previous 

Alexandria historic context (Section 2.1.4). 

Northern Virginia’s turnpike era lasted from 1795 to the early 1850s and resulted in the 

construction of a trunk network of roads in the region. The first turnpike in the nation, Little 

River Turnpike Company, was established in 1795 to combat the deteriorating condition of the 

roadbeds. Tolls were collected on the turnpike until 1896, when Virginia’s network of highways 

was expanded to include the turnpike (Geddes 1967:19–23). This road construction resulted in 

the creation of the main Potomac River bridges: Chain Bridge (initial construction in 1797 and 

rebuilt multiple times); the “Long Bridge” (1809, currently named the Fourteenth Street Bridge); 

and the Aqueduct Bridge (1843, replaced by the current Key Bridge in 1923). These roads and 

bridges directed the growth and development of Fairfax County until the 1950s (Netherton and 

Netherton 1992:8). 

In 1802, work was completed on the Pawtomack Canal, the first element of a greater network to 

the west centered on canal and river movement along the Potomac. Although hailed as the 

foremost engineering achievement in North America at the time (Netherton and Netherton 

1992:9), the project did not ensure financial success for its backers. Its end came in 1828, when 

the Chesapeake and Ohio Canal Company was organized to build a canal on the Maryland side 

of the river, capable of operating at extremely high and low water levels—a downfall of the 

Pawtomack Canal (Netherton and Netherton 1992). 

Northern Virginia’s efforts to compete in the railroad boom of the mid-nineteenth century 

failed. Earlier efforts in Maryland (Baltimore and Ohio Railroad, circa 1828) had connected 

Winchester and Baltimore, Maryland. Fairfax County entered the competitive railroad industry 

in 1852 with the Alexandria, Loudon, and Hampshire Railroad, intended to link Washington, 

D.C. and the coal fields in the west (Netherton and Netherton 1992). This effort came too late 

and competition from across the river kept expansion minimal. 

2.2.4 The Civil War in Fairfax County 

With its close proximity to the nation’s capital and strategic location between the great powers 

of the north and south, Fairfax County played an important role during the American Civil 

War. Two significant battles took place within the bounds of the county: the Battle of 

Dranesville (December 1861) and the Battle of Chantilly (September 1862, also known as Ox 

Hill). 

The Battle of Dranesville (site located at the intersection of Route 7 and Reston Avenue) was a 

psychological victory for the Union, occurring after two disappointing engagements at Bull Run 

and Ball’s Bluff. The conflict was brief, lasting just one day, December 20, 1861. Led by Brigadier 

General Edward Ord, Union infantry engaged Confederate infantry troops at the small 

crossroads town and inflicted a disproportionate number of casualties. Brigadier General J.E.B. 

Stuart’s Confederate troops lost 194 personnel, while the federal presence only incurred 71 

losses (Besch and Bako 1993; National Park Service 2002a). 

The Battle of Chantilly (site located north of Interstate 66 and south of Route 50) was an 

inconclusive engagement that occurred in the immediate shadow of the Second Battle of Bull 

Run on September 1, 1862. As Union troops retreated from Bull Run, Confederate Major 

General Thomas “Stonewall” Jackson ordered his troops to engage against two divisions of 

federal troops, led by Major Generals Philip Kearny and Isaac Stevens. Confederate personnel 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-8 Architectural Reconnaissance Survey, AFFR Segment 

killed both Union generals and forced Major General George McClellan to assume command of 

the Federal troops located around the nation’s capital. The Union army incurred 1,300 losses, 

while Confederate forces lost 800 soldiers (National Park Service 2002b). 

Fairfax County’s quick reconstruction following the Civil War was due, in part, to the 

availability of materials for rebuilding. Stockpiles of military supplies were salvaged or 

auctioned off at reduced rates, making the reconstruction of physical infrastructure relatively 

inexpensive compared to other counties in the state. In addition, an influx of new citizens from 

the North and Midwest (similar to the population boom of the 1830s–1840s) brought “new 

energy, capital, and enterprise” (Netherton and Netherton 1992:9). This mixture of population 

worked to prevent extremism and keep politics within moderate bounds. 

Agricultural production after the Civil War boomed as the need for agricultural goods and 

services grew. Just as it had occurred in antebellum Fairfax County, Washington, D.C.’s 

population growth and increasing urbanization allowed the agriculturalists of Fairfax to 

provide fresh vegetables, fruit, and hay to the growing urban elite. Fairfax also became an 

emerging leader in the dairy industry with an increasing number of dairy operations in the 

county and developing “milk routes” and services to serve the row houses of the cities of the 

mid-Atlantic (Netherton and Netherton 1992:10). 

2.2.5 Into the Twentieth Century 

By 1906, a sophisticated trolley system was in place, stretching from the inner neighborhoods of 

Washington, D.C. to Vienna and the City of Fairfax. This trolley system allowed residents of 

Falls Church, Vienna, and Fairfax to ride into Washington, Georgetown, or Alexandria and do 

business in the city (Netherton and Netherton 1992:22). In addition to providing services for 

people outside Washington, D.C., this pattern of expansion allowed urban citizens the 

opportunity to escape to the country, find land, and use the services of the county. Similar 

patterns of expansion and suburbanization based on the development of the trolley system are 

found within the major urban centers along the east coast. 

2.2.6 World War I to World War II (1917–1945) 

The expansion of utilities during the 1920s allowed substantial subdivisions to develop and for 

urbanization to occur within Fairfax County (Netherton and Netherton 1992). In 1928, 

ordinances were employed that required subdivision plats to be approved by the county 

engineer, set a minimum street width, and mandated construction of connector roads within the 

county. These early planning tools, in addition to the expanded services offered by utility 

companies, allowed Fairfax County to claim a high status within quality of life surveys of the 

early twentieth century (Netherton and Netherton 1992:25). 

The depression of the 1930s only moderately affected the population of the greater Washington, 

D.C. region. This region, when compared to others, was less vulnerable to the effects of the 

depression because of its lack of dependency on industry, its relationship with government, and 

a growing service-based industry. The ‘New Deal’ projects of the Roosevelt Administration 

increased the size of the civil servant corps within the region and provided substantial numbers 

of jobs (Netherton and Netherton 1992:24). Fairfax County’s contemporary status within 

Northern Virginia was predicted early by a Chamber of Commerce publication released in 1928: 
HISTORIC CONTEXT 

D.C. to Richmond Southeast High Speed Rail 2-9 Architectural Reconnaissance Survey, AFFR Segment 

To a great extent the future of Fairfax County is written in the future of the 

United States and its National Capital ... There is no question that the Nation’s 

Capital will grow in population and size as the United States increases in wealth, 

population, and world importance. As the southwestern arc of Greater 

Washington, Fairfax County is destined to develop into one of Washington’s 

most charming environs (Netherton and Netherton 1992:25). 

This symbiotic relationship between the federal government in the District of Columbia and 

Fairfax County continued from the 1930s to the present day, as Fairfax County defines itself as a 

residential community of government workers and a home for government contractors and 

technology firms. 

2.2.7 The New Dominion to Present 

The years after World War II were crucial in defining the current landscape for the entire 

Northern Virginia region. The federal government expanded, bringing with it lobbying groups 

and research and development enterprises (Evans 1989:130). The 1956 Highway Act paved the 

way for Interstate 95, rolling southward from Washington, D.C. This superhighway provided 

commuters with an easy way to reach their offices within the District of Columbia (Evans 

1989:130). 

The Fairfax County town of Falls Church became an independent city in 1948 and the town of 

Fairfax became an independent city in 1961 (Netherton and Sweig 1978). The population of 

Fairfax County has continued to increase exponentially. Today, the county is “the most 

populous jurisdiction in both Virginia and the Washington, D.C. metropolitan area” (Fairfax 

County 2015). 
D.C. to Richmond Southeast High Speed Rail 3-1 Architectural Reconnaissance Survey, AFFR Segment 

METHODOLOGY 

The architectural survey was conducted to evaluate any historic buildings, objects, or districts 

over 48 years in age for NRHP eligibility. Each resource was evaluated in regards to 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; and 

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. Criteria considerations were taken into 

account only where necessary. 

A background literature and records review of the APE at the DHR was conducted prior to any 

fieldwork. This included an inspection of previous cultural resource surveys within the 

architectural APE and the notation of previously recorded architectural properties both within 

the APE and within a 0.5-mile radius of the APE to establish an area resource context. 

Once the background review was complete, field recordation commenced. For previously 

recorded resources that were previously determined eligible for or listed in the NRHP within 

the architectural APE, the DC2RVA team briefly examined these properties to assure that they 

retain the characteristics that rendered them eligible for the NRHP, but in-depth studies were 

not completed on these resources. 

During the architectural survey of both newly recorded and previously identified resources, the 

project’s architectural APE was surveyed through a combination of a vehicular and pedestrian 

reconnaissance. Above-ground properties meeting the age criteria of the NRHP were 

documented through photographs, written notes, and mapping. This includes buildings, 

objects, and districts that are within the project boundaries and in the viewshed of the project 

area. Digital photos were taken of each property documenting the primary elevation, oblique 

angles, and general setting. 

After the architectural field project 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 black & white photographs, and a CD of 

digital photos for each property. The hard copy and electronic versions of the photographs were 

labeled and prepared according to DHR standards. 

3
D.C. to Richmond Southeast High Speed Rail 4-1 Architectural Reconnaissance Survey, AFFR Segment 

BACKGROUND REVIEW 

Prior to conducting fieldwork, Dovetail conducted a background review of the DC2RVA project 

area to identify previously recorded above-ground resources within a 0.5-mile radius around 

the APE. This task included an evaluation of DHR files, maps, and reports and Civil War Sites 

Advisory Committee (CWSAC) maps to obtain the required information. The goal was to 

provide data on previously recorded resources to aid in the evaluation of properties identified 

during the current survey. 

4.1 PREVIOUS SURVEYS 

Fifteen previous surveys came within 500 feet of the AFFR segment of project corridor. The 

reports discussed below were selected because they were relevant to the project and because of 

their proximity to the project corridor. In 1981, Karell Archeological Services (KAS) conducted a 

Phase I cultural resources reconnaissance survey for the Springfield Bypass and Extension 

highway project in Fairfax County between Route 7 near Dranesville and U.S. Route 1 near 

Woodlawn. KAS identified 47 potentially eligible archaeological sites (13 prehistoric and 34 

historic) and recommended five other sites not eligible. KAS also recommended that the sites to 

be impacted in the eventual alignment alternative selected for the bypass be subjected to 

intensive Phase II survey to provide NRHP eligibility determination for each impacted site 

(KAS 1981). 

The Soil Systems Division of Professional Service Industries, Inc. conducted a Phase I 

archaeological investigation along the approximately 3.6-mile long segment J2 of the FranconiaSpringfield Metrorail line in Fairfax County and the City of Alexandria in 1982. The project area 

followed the existing corridor for the Richmond, Fredericksburg & Potomac railroad. One wellpreserved possible Confederate earthwork with an associated potential winter hut depression 

(site 44AX0054) in the proposed Van Dorn Street Station parking lot was identified. Phase II 

investigations were recommended for this site because of its potential to provide important 

information regarding Confederate military strategy (Gerlach et al. 1983). 

Also in 1983, KAS completed Phase II archaeological investigations of four sites identified along 

the corridor for the proposed Springfield Bypass and Extension project in Fairfax County 

between Route 7 near Dranesville and U.S. Route 1 near Woodlawn. The four sites include 

prehistoric sites 44FX0457, 44FX0660 (Popes Head Creek #1), 44FX0663 (Kernan Run site), and 

44FX0664 (Fort Belvoir-Accotink prehistoric site). KAS recommended all four sites eligible for 

NRHP listing (KAS 1983). On January 12, 1984, all four sites received a Federal Determination of 

Eligibility (DHR 2016). 

4
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-2 Architectural Reconnaissance Survey, AFFR Segment 

In 1983, Soil Systems, Inc. (SSI) conducted a Phase I archaeological investigation along segment 

H1 of the Franconia-Springfield Metrorail Line in Fairfax County. One newly recorded 

prehistoric site (44FX0549), recorded as a Late Woodland temporary resource gathering and 

processing station, was identified during the field survey. SSI recommended no further work 

necessary (Holt et al. 1983). 

A Phase I cultural resource investigation as part of an environmental assessment study for the 

proposed widening of Duke Street (Route 236) in Alexandria was completed in 1986 by John 

Milner Associates, Inc. (JMA). After evaluating the degree of previous disturbance, JMA 

determined that four blocks had the potential to contain prehistoric archaeological resources; 

historic archaeological resources related to early occupations and the Civil War may be present 

on five blocks and an area near Hooffs Run, and 40 architectural properties were potentially 

eligible for NRHP inclusion. JMA recommended further archaeological and architectural work 

to determine NRHP eligibility (Cheek et al. 1986). 

In 1989, the William and Mary Archaeological Project Center (WMAPC) conducted a Phase I 

cultural resource survey for the proposed widening of Beulah Street (Route 613) between 

Telegraph Road (Route 611) and Franconia Road (Route 644) in Fairfax County. WMAPC 

determined that 21 architectural resources over 50 years in age would be impacted by the 

proposed widening. Two of these, Mt. Calvary Community Church (029-0358) and the Wise 

House at 6441 Beulah Street (029-0354), were to be directly impacted, while the other 19 were to 

be indirectly impacted. All of the 21 resources were recommended not eligible for the NRHP by 

WMAPC. (Hunter and Robinson 1989). 

The Cultural Resource Group of Louis Berger and Associates, Inc. (Berger) completed a Phase 

IB cultural resource survey in 1990 of the five alternative alignments for the proposed Clermont 

Avenue Interchange project in Alexandria and Fairfax County. This investigation focused on 

assessing the intactness of land surfaces that might contain archaeological remains through 

pedestrian reconnaissance and limited subsurface testing in accessible areas. Berger 

recommended the use of machine excavation to penetrate massive fill deposits while looking 

for well-preserved archaeological remains. Architecturally, of the potentially significant 

properties identified, only Cameron Station (100-0152) lay within the impact area of any of the 

five alignment alternatives (Berger 1991). 

In 1990, Engineering-Science, Inc. (ESI) completed an archaeological survey of the Alexandria 

Business Center property that utilized a backhoe to dig through the railroad construction fill. 

Sixteen trenches were excavated and at least 30 inches of modern fill was found to cover the 

entire project area. A multi-component site and the Bloxham family cemetery were found in the 

eastern section of the project area. ESI recommended further archaeological investigations on 

the site and the cemetery if construction activities were to take place in these areas (Petraglia et 

al. 1993). 

URS Greiner Woodward Clyde (URS) conducted an historic architectural survey within the 

revised architectural APE for the proposed Woodrow Wilson Bridge Improvement Project in 

1999. Background research and a field survey of all areas in the revised APE not previously 

surveyed resulted in examination of four individual properties and a suburban neighborhood. 

Two individual properties, Hunting Terrace and Hunting Towers in Alexandria, and the suburb 

in Forest Heights in Maryland, were considered not eligible for listing in the NRHP. However 
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-3 Architectural Reconnaissance Survey, AFFR Segment 

two properties previously determined eligible for the NRHP, the George Washington National 

Masonic Memorial and Union Station, were within the revised APE. An assessment of effects to 

these two resources was determined to be necessary (URS 1999). 

Phase I, II, and III archaeological investigations were conducted consecutively by Thunderbird 

Archaeological Associates. Inc. (Thunderbird) in 2000 in consultation with Alexandria 

Archaeology at the Bush Hill site (44AX0111) named for the plantation house dating to 

approximately 1763 that burned in 1977 (Gardner et al. 2002). 

AECOM Transportation completed a reconnaissance-level architectural survey in 2012 on three 

build alternatives (A, B, and D) for the proposed new metrorail station at Potomac Yard in 

Alexandria. AECOM determined that two NRHP-listed resources located in the APE, Mount 

Vernon Memorial Highway (MVMH) (029-0218) and Parkways of the National Capital Region, 

1913-1965 (PNCR) (029-5524), would be adversely effected directly and indirectly by build 

alternatives B and D. They also determined that one new architectural resource, Abingdon 

Apartments (100-5264), was in the APE and recommended this resource not individually 

eligible for listing in the NRHP. However, Abington Apartments was recommended as part of 

the potential Colonial Revival Apartment Complexes of Alexandria Multiple Property 

Document (MPD). AECOM did not make an effects assessment for the Abingdon Apartments 

(Zeoli and Schopp 2013). In a letter dated June 27, 2013 to the Federal Transit Administration 

(FTA), the Lead Federal Agency, the DHR pointed out that an individual property, in this case 

Abingdon Apartments, which is included in an MPD must be individually eligible for NRHP 

inclusion and that further evaluation was needed determine whether Abingdon Apartments 

qualified for an MPD. DHR also recommended an effects assessment of Abingdon Apartments 

be completed if these apartments were determined individually eligible (Kampinen 2013). 

4.2 PREVIOUSLY RECORDED CULTURAL RESOURCES 

A total of 30 architectural properties has been previously recorded within 0.5 miles of the 

DC2RVA corridor in the AFFR segment (See table in Appendix A). In 2005, DHR staff 

determined that one resource, the Burgundy Farm Country Day School (029-5507), is eligible for 

the NRHP under Criterion A. According to the data on file at DHR, this two-and-a-half story, 

concrete-block building “is significant for its role in the education reform movement 

immediately after the Second World War. In 1946, a progressive-minded group of parents 

purchased the farm and converted it into an integrated private school” (DHR 2016). 

Furthermore, the “Burgundy Farm Country Day School is an excellent example of a grassroots 

effort to sidestep the segregated public school system and establish an integrated educational 

experience for white and black children in the mid-twentieth century” (DHR). 

One resource, the House at 6512 Beulah Street (029-5171) is a one-and-a-half story, brick, Cape 

Cod dwelling constructed in1943. In 2001, DHR staff determined that this resource is 

potentially eligible for the NRHP. 

Eight of the 30 architectural properties previously recorded within 0.5 miles of the AFFR 

segment were previously determined not eligible for the NRHP. One of these resources, the 

House at 5644 South Van Dorn Street (029-0462) is now demolished. The remaining seven 

resources are one- and one-and-a-half story, single-family dwellings constructed between 1940 

and 1949. 
BACKGROUND REVIEW 

D.C. to Richmond Southeast High Speed Rail 4-4 Architectural Reconnaissance Survey, AFFR Segment 

A majority of the 30 resources (n=20) have not been formally evaluated for the NRPP. One, 

Bush Hill (100-5023), is no longer extant. Fourteen of the remaining resources are one- to twoand-a-half story dwellings ranging in construction date from the late-eighteenth century to the 

mid-twentieth century. In addition to the domestic buildings, there is a previously recorded 

church (029-0145), a 1776 mill (100-0277), two commercial buildings (029-0352 and 100-0179), 

and Form William, a civil war defense feature (100-0014). 
D.C. to Richmond Southeast High Speed Rail 5-1 Architectural Reconnaissance Survey, AFFR Segment 

RESULTS 

The architectural investigation of the AFFR segment of the DC2RVA project involved a field 

survey of all above-ground resources over 48 years in age within the Project’s architectural APE 

(the age limit was developed to correspond with the 2017 architectural survey completion date). 

Both previously recorded properties and newly recorded resources were included as part of the 

current evaluation to achieve cultural resource compliance. The current survey identified three 

previously recorded resources and 59 newly recorded resources, for a total of 62 surveyed 

resources. 

5.1 PREVIOUSLY RECORDED RESOURCES 

This survey identified three previously recorded buildings, objects, and districts within the 

architectural APE (Table 5-1, Figures 5-1 through 5–4). Any previously recorded structures 

within the APE will be included in a subsequent report. Of those three resources, none have 

been previously listed in or determined potentially eligible/eligible for the NRHP). Table 5-1 

lists the three resources, along with the DC2RVA Project Team’s eligibility recommendations. 

Cells highlighted in blue denote resources recommended potentially eligible as part of the 

current survey. 

TABLE 5-1: PREVIOUSLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT 

SURVEY 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project Team 

Recommendation 

029-0462 House, 5644 South Van Dorn Street Fairfax County ca. 1900 Not Eligible 

100-0277 Phoenix Mill, 3642 Wheeler Avenue Alexandria ca. 1776 Potentially Eligible 

100-5023 Bush Hill, 4840 Eisenhower Avenue Alexandria ca. 1763 Not Eligible 

Source: Dovetail, 2016. 

Table Notes: I. Cells highlighted in blue denote resources recommended potentially eligible as part of the current survey. 

The Phoenix Mill at 3642 Wheeler Avenue (100-0277) is a two-story, three-bay, industrial 

building, previously identified as Phoenix Mill, constructed around 1776. The continuous 

foundation supports a masonry structural system, both laid in a five-to-one, common brick 

bond (Figure 5-5). The mill is capped by a gambrel roof with prominent returns. The roof is 

sheathed in asphalt shingles. An interior-end brick chimney with a corbeled cap is situated in 

the north corner of the primary (northwest) elevation. The primary entrance is centered on the 

northwest elevation and it is filled by a replacement, double-leaf, paneled, wood door with an 

inset light. A wood lintel is situated above the entrance. 

5




RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-6 Architectural Reconnaissance Survey, AFFR Segment 

Other fenestration includes eight-over-eight metal-framed windows. The windows have brick 

sills, and windows in the raised basement level have brick arches. A brick stoop with a metal 

railing is situated in front of the primary entrance. According a previous survey completed in 

1995 by the City of Alexandria it is the “sole remaining example of a mill structure in 

Alexandria.” Various alterations have been made to the building. Changes include the 

construction of an addition on the northeast elevation, window replacement, and contextual 

changes as the mill is now located within an industrial, urban context. While the building has 

been heavily restored, it retains much of its original building fabric and is in good condition. As 

a sole surviving example of a mill in Alexandria, Phoenix Mill is recommended potentially 

eligible for the NRHP under Criterion C. For its association with eighteenth-century milling in 

the area, this resource is recommended potentially eligible for the NRHP under Criterion A. It 

has no known association with a significant person; consequently, it is recommended not 

eligible for the NRHP under Criterion B. As an architectural resource, this property was not 

evaluated under Criterion D. 

FIGURE 5-5: PHOENIX MILL (100-0277), NORTHEAST OBLIQUE 

The remaining two previously recorded resources are the House at 5644 South Van Dorn Street 

(029-0462) and Bush Hill at 4840 Eisenhower Avenue (100-5023). These two resources date to 

circa 1900 and circa 1763 respectively and were previously noted as demolished. Because they 

have a loss of historic integrity and architectural significance, these two resources are 

recommended not eligible for the NRHP under Criterion C. They have no known association 

with a significant event or person and are not associated with any broad patterns in history. 

Therefore, they are recommended not eligible for the NRHP under Criteria A and B. As 

architectural resources, these properties were not evaluated under Criterion D. 
RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-7 Architectural Reconnaissance Survey, AFFR Segment 

5.2 NEWLY RECORDED RESOURCES 

Of the 62 above-ground resources recorded in the architectural APE of the AFFR segment 

during the current project, the DC2RVA Project Team documented 59 newly recorded resources 

(Table 5-2; Figures 5-6 through 5-12). A majority (n=35) are single-family dwellings constructed 

between 1940 and 1966. Some of these buildings are examples of styles and forms that were 

popular during the second and third quarters of the twentieth century, such as Craftsman, 

Ranch, and Minimal Traditional styles; however, on a whole, they represent a building type that 

is vernacular throughout the region. 

Twenty-four of the newly recorded resources are warehouses and commercial buildings that 

date to the 1960s, primarily situated on Farrington and Wheeler avenues and Floyd, Early, 

Gordon, and Vine streets. These resources are one- and two-story, multi-bay, masonry, 

industrial and retail buildings. 

These 59 newly recorded resources have no outstanding architectural merit and are not known 

to be the work of a master. For these reasons, they are recommended not eligible for individual 

listing in the NRHP under Criterion C. They have no known association with a significant event 

or person and are not associated with any broad patterns in history. Therefore, they are 

recommended not eligible for the NRHP under Criteria A and B. As architectural resources, 

these properties were not evaluated under Criterion D. In sum, these 59 newly recorded 

resources are recommended not eligible for the NRHP under Criteria A–C.

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name City/County Date of 

Construction 

DC2RVA Project 

Team 

Recommendation 

029-5961 House, 6421 Fleet Drive Fairfax County 1953 Not Eligible 

029-5962 House, 6259 Fogle Street Fairfax County 1953 Not Eligible 

029-5963 House, 6257 Fogle Street Fairfax County 1953 Not Eligible 

029-5964 House, 6255 Fogle Street Fairfax County 1953 Not Eligible 

029-5965 House, 6253 Fogle Street Fairfax County 1953 Not Eligible 

029-5966 House, 6249 Fogle Street Fairfax County 1953 Not Eligible 

029-5967 House, 6251 Fogle Street Fairfax County 1953 Not Eligible 

029-5968 House, 6252 Fogle Street Fairfax County 1953 Not Eligible 

029-5969 House, 6254 Fogle Street Fairfax County 1953 Not Eligible 

029-5970 House, 6256 Fogle Street Fairfax County 1953 Not Eligible 

029-5971 House, 258 Fogle Street Fairfax County 1953 Not Eligible 

029-5972 House, House, 260 Fogle Street Fairfax County 1953 Not Eligible 

029-5973 House, 6262 Fogle Street Fairfax County 1953 Not Eligible 

029-5974 House, 5818 Tilbury Road Fairfax County 1940 Not Eligible 

029-5975 Warehouse, 6021-6027 Farrington 

Avenue Fairfax County 1965 Not Eligible 
RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-8 Architectural Reconnaissance Survey, AFFR Segment 

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project 

Team 

Recommendation 

029-5976 Warehouse, 6013 Farrington Avenue Fairfax County 1969 Not Eligible 

029-5977 Warehouse, 6009 Farrington Avenue Fairfax County 1965 Not Eligible 

029-5978 Warehouse, 6001 Farrington Avenue Fairfax County 1965 Not Eligible 

029-5979 Warehouse, 6068 Farrington Avenue Fairfax County 1964 Not Eligible 

029-5980 Warehouse, 5910 Farrington Avenue Fairfax County 1963 Not Eligible 

029-5981 House, 5616 Vine Street Fairfax County 1960 Not Eligible 

029-5982 House, 5608 Vine Street Fairfax County 1950 Not Eligible 

029-5983 House, 5604 Vine Street Fairfax County 1949 Not Eligible 

029-5984 House, 5600 Vine Street Fairfax County 1952 Not Eligible 

029-5985 Warehouse, 5508 Vine Street Fairfax County 1962 Not Eligible 

029-5986 House, 5500 Vine Street Fairfax County 1941 Not Eligible 

029-5987 House, 5424 Vine Street Fairfax County 1942 Not Eligible 

029-5988 House, 5416 Vine Street Fairfax County 1947 Not Eligible 

029-5989 Commercial Building, 5407–5419 Vine 

Street Fairfax County 1965 Not Eligible 

029-5990 Warehouse, 5513 Vine Street Fairfax County 1969 Not Eligible 

029-5991 Commercial Building, 5517 Vine Street Fairfax County 1962 Not Eligible 

029-5992 Commercial Building, 5621 Vine Street Fairfax County 1965 Not Eligible 

029-5993 House, 4904 Poplar Drive Fairfax County 1962 Not Eligible 

029-5994 House, 4902 Poplar Drive Fairfax County 1962 Not Eligible 

029-5995 House, 4900 Poplar Drive Fairfax County 1962 Not Eligible 

029-5996 House, 4824 Poplar Drive Fairfax County 1962 Not Eligible 

029-5997 House, 4822 Poplar Drive Fairfax County 1962 Not Eligible 

029-5998 House, 4820 Poplar Drive Fairfax County 1962 Not Eligible 

029-5999 House, 5604 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6000 House, 5602 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6001 House, 5601 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6002 House, 5600 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6003 House, 5510 Justis Place Fairfax County 1966 Not Eligible 

029-6004 House, 5508 Jutsis Place Fairfax County 1966 Not Eligible 

029-6005 House, 5506 Justis Place Fairfax County 1966 Not Eligible 
RESULTS 

D.C. to Richmond Southeast High Speed Rail 5-9 Architectural Reconnaissance Survey, AFFR Segment 

TABLE 5-2: NEWLY RECORDED RESOURCES IDENTIFIED DURING THE CURRENT SURVEY 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project 

Team 

Recommendation 

029-6006 House, 5504 Justis Place Fairfax County 1966 Not Eligible 

100-5271 Warehouse, 5900 Farrington Avenue City of Alexandria 1969 Not Eligible 

100-5272 Warehouse, 5860 Farrington Avenue City of Alexandria 1967 Not Eligible 

100-5273 Commercial Building, 3945 Wheeler 

Avenue City of Alexandria 1960 Not Eligible 

100-5274 Commercial Building, 4301–4317 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5275 Commercial Building, 4401–4417 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5276 Commercial Building, 4300–4316 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5277 Commercial Building, 4400–4416 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5278 Commercial Building, 4200–4216 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5279 Commercial Building, 4100–4116 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5280 Commercial Building, 150 S. Gordon 

Street City of Alexandria 1967 Not Eligible 

100-5281 Commercial Building, 115 S.Floyd Street City of Alexandria ca. 1965 Not Eligible 

100-5282 Commercial Building, 100 S. Early Street City of Alexandria 1963 Not Eligible 

100-5283 Commercial Building, 80 S. Early Street City of Alexandria 1962 Not Eligible 

Source: Dovetail, 2016. 

 







D.C. to Richmond Southeast High Speed Rail 6-1 Architectural Reconnaissance Survey, AFFR Segment 

SUMMARY AND RECOMMENDATIONS 

The DC2RVA Project Team conducted a reconnaissance-level architectural survey of the AFFR 

segment of the DC2RVA corridor. 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 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. 

In total, the DC2RVA Project Team surveyed 62 historic architectural resources within the 

architectural APE within the AFFR segment. Of these, three previously recorded and 59 newly 

recorded historic resources were identified. The Phoenix Mill at 3642 Wheeler Avenue (100-

0277) was constructed around 1776 and is the sole surviving mill in Alexandria. As such, this 

resource is recommended potentially eligible for listing in the NRHP under Criteria A and C. 

The remaining 61 resources are recommended not eligible for listing on the NRHP. 

Table 6-1 summarizes identified resources in the AFFR segment, along with the DC2RVA 

Project Team’s eligibility recommendations. Cells highlighted in blue denote resources 

recommended potentially eligible as part of the current survey. 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project 

Team 

Recommendatio

n 

029-0462 House, 5644 South Van Dorn Street Fairfax County ca. 1900 Not Eligible 

029-5961 House, 6421 Fleet Drive Fairfax County 1953 Not Eligible 

029-5962 House, 6259 Fogle Street Fairfax County 1953 Not Eligible 

029-5963 House, 6257 Fogle Street Fairfax County 1953 Not Eligible 

029-5964 House, 6255 Fogle Street Fairfax County 1953 Not Eligible 

029-5965 House, 6253 Fogle Street Fairfax County 1953 Not Eligible 

029-5966 House, 6249 Fogle Street Fairfax County 1953 Not Eligible 

029-5967 House, 6251 Fogle Street Fairfax County 1953 Not Eligible 

029-5968 House, 6252 Fogle Street Fairfax County 1953 Not Eligible 

029-5969 House, 6254 Fogle Street Fairfax County 1953 Not Eligible 

029-5970 House, 6256 Fogle Street Fairfax County 1953 Not Eligible 

029-5971 House, 258 Fogle Street Fairfax County 1953 Not Eligible 

6
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-2 Architectural Reconnaissance Survey, AFFR Segment 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project 

Team 

Recommendatio

n 

029-5972 House, House, 260 Fogle Street Fairfax County 1953 Not Eligible 

029-5973 House, 6262 Fogle Street Fairfax County 1953 Not Eligible 

029-5974 House, 5818 Tilbury Road Fairfax County 1940 Not Eligible 

029-5975 Warehouse, 6021-6027 Farrington 

Avenue Fairfax County 1965 Not Eligible 

029-5976 Warehouse, 6013 Farrington Avenue Fairfax County 1969 Not Eligible 

029-5977 Warehouse, 6009 Farrington Avenue Fairfax County 1965 Not Eligible 

029-5978 Warehouse, 6001 Farrington Avenue Fairfax County 1965 Not Eligible 

029-5979 Warehouse, 6068 Farrington Avenue Fairfax County 1964 Not Eligible 

029-5980 Warehouse, 5910 Farrington Avenue Fairfax County 1963 Not Eligible 

029-5981 House, 5616 Vine Street Fairfax County 1960 Not Eligible 

029-5982 House, 5608 Vine Street Fairfax County 1950 Not Eligible 

029-5983 House, 5604 Vine Street Fairfax County 1949 Not Eligible 

029-5984 House, 5600 Vine Street Fairfax County 1952 Not Eligible 

029-5985 Warehouse, 5508 Vine Street Fairfax County 1962 Not Eligible 

029-5986 House, 5500 Vine Street Fairfax County 1941 Not Eligible 

029-5987 House, 5424 Vine Street Fairfax County 1942 Not Eligible 

029-5988 House, 5416 Vine Street Fairfax County 1947 Not Eligible 

029-5989 Commercial Building, 5407–5419 Vine 

Street Fairfax County 1965 Not Eligible 

029-5990 Warehouse, 5513 Vine Street Fairfax County 1969 Not Eligible 

029-5991 Commercial Building, 5517 Vine Street Fairfax County 1962 Not Eligible 

029-5992 Commercial Building, 5621 Vine Street Fairfax County 1965 Not Eligible 

029-5993 House, 4904 Poplar Drive Fairfax County 1962 Not Eligible 

029-5994 House, 4902 Poplar Drive Fairfax County 1962 Not Eligible 

029-5995 House, 4900 Poplar Drive Fairfax County 1962 Not Eligible 

029-5996 House, 4824 Poplar Drive Fairfax County 1962 Not Eligible 

029-5997 House, 4822 Poplar Drive Fairfax County 1962 Not Eligible 

029-5998 House, 4820 Poplar Drive Fairfax County 1962 Not Eligible 

029-5999 House, 5604 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6000 House, 5602 Hilldale Drive Fairfax County 1962 Not Eligible 
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-3 Architectural Reconnaissance Survey, AFFR Segment 

TABLE 6-1: SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS 

DHR 

Number Name City/County Date of Construction 

DC2RVA Project 

Team 

Recommendatio

n 

029-6001 House, 5601 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6002 House, 5600 Hilldale Drive Fairfax County 1962 Not Eligible 

029-6003 House, 5510 Justis Place Fairfax County 1966 Not Eligible 

029-6004 House, 5508 Jutsis Place Fairfax County 1966 Not Eligible 

029-6005 House, 5506 Justis Place Fairfax County 1966 Not Eligible 

029-6006 House, 5504 Justis Place Fairfax County 1966 Not Eligible 

100-0277 Phoenix Mill, 3642 Wheeler Avenue Alexandria ca. 1776 Potentially Eligible 

100-5023 Bush Hill, 4840 Eisenhower Avenue Alexandria ca. 1763 Not Eligible 

100-5271 Warehouse, 5900 Farrington Avenue City of Alexandria 1969 Not Eligible 

100-5272 Warehouse, 5860 Farrington Avenue City of Alexandria 1967 Not Eligible 

100-5273 Commercial Building, 3945 Wheeler 

Avenue City of Alexandria 1960 Not Eligible 

100-5274 Commercial Building, 4301–4317 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5275 Commercial Building, 4401–4417 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5276 Commercial Building, 4300–4316 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5277 Commercial Building, 4400–4416 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5278 Commercial Building, 4200–4216 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5279 Commercial Building, 4100–4116 

Wheeler Avenue City of Alexandria 1962 Not Eligible 

100-5280 Commercial Building, 150 S. Gordon 

Street City of Alexandria 1967 Not Eligible 

100-5281 Commercial Building, 115 S. Floyd Street City of Alexandria ca. 1965 Not Eligible 

100-5282 Commercial Building, 100 S. Early Street City of Alexandria 1963 Not Eligible 

100-5283 Commercial Building, 80 S. Early Street City of Alexandria 1962 Not Eligible 

Source: Dovetail, 2016. Table Notes: I. Cells highlighted in blue denote resources recommended potentially eligible as part of the current survey. 

 
D.C. to Richmond Southeast High Speed Rail 7-1 Architectural Reconnaissance Survey, AFFR Segment 

REFERENCES 

Besch, Edwin W., and Kenneth A. Bako 

1993 Civil War Sites Advisory Commission Survey Form: Dranesville, Virginia. Civil War 

Sites Advisory Commission, Washington, D.C. 

Cheek, Charles D., Richard Meyer, and Karyn L. Katz 

1986 A Phase I Cultural Resources Investigation of the Proposed Widening of Route 236, Duke 

Street, City of Alexandria, Virginia. John Milner Associates, Inc., Alexandria, Virginia. 

City of Alexandria 

2007 City of Alexandria Official Homepage. Electronic document, 

http://www.alexandriava.gov/historic/info/default.aspx?id=29540, accessed 

January 2016. 

Evans, D'Anne 

1989 Prince William County: A Pictorial History. The Donning Company, Norfolk/Virginia 

Beach, Virginia. 

Fairfax County 

2015 Demographics & Data. Fairfax County, Virginia. Electronic document, 

http://www.fairfaxcounty.gov/government/about/data/, accessed November 2015. 

Fraley, William B. 

1977 Government. In Alexandria: A Town In Transition, 1800–1900, edited by J. D. Macoll 

and G. J. Stansfield, pp. 1–15. Issued by Alexandria Bicentennial Commission and 

Alexandria Historical Society. Moore and Moore, Inc., Washington, D.C. 

Gardner, William M., Gwen J. Hurst, and John P. Mullen 

2002 Phase I-III Archaeological Investigations of 4840 Eisenhower Avenue, Alexandria, Virginia. 

Thunderbird Archeological Associates, Inc, Woodstock, Virginia. 

Geddes, Jean 

1967 Fairfax County: Historical Highlights from 1607. Denlinger’s, Fairfax, Virginia. 

Gerlach, Jonathan, Cheryl A. Holt, Susan A. Lebo, and Teresa E. Ossim 

1983 Phase I Archaeological Investigation of Segment J2 of the Franconia-Springfield Metrorail 

Line, City of Alexandria and Fairfax County, Virginia. Soil Systems Division, 

Professional Service Industries, Inc., Alexandria, Virginia. 

 

7
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-2 Architectural Reconnaissance Survey, AFFR Segment 

Holt, Cheryl A., Teresa E. Ossim, Susan E. Lebo 

1983 Phase I Archaeological Investigation of the H-1 Route of the Franconia-Springfield Metrorail 

Line, Fairfax County, Virginia. Soil Systems, Inc. Alexandria, Virginia. 

Hunter, Robert R., Jr., and Gary G. Robinson 

1989 A Phase I Cultural Resource Survey of the Proposed Route 613 Project, Fairfax County, 

Virginia. William and Mary Archaeological Project Center, The College of William 

and Mary, Williamsburg, Virginia. 

Kampinen, Andrea 

2013 RE; New Construction of WMATA Potomac Yard Metrorail Station – Preliminary 

Architectural Effects Assessment Report, City of Alexandria and Arlington County, 

Virginia, DHR File No. 2012-0717. Letter to Dan Koenig, Federal Transit 

Administration. Virginia Department of Historic Resources, Richmond. 

Karell Archeological Services (KAS) 

1981 Springfield Bypass and Extension, Fairfax County, Virginia. Technical Report: Cultural 

Resources. Karell Archeological Services, Arlington, Virginia. 

1983 Springfield Bypass & Extension Fairfax, County, Virginia. Technical Report: Cultural 

Resources Phase II Investigation. Arlington, Virginia. 

Louis Berger & Associates, Inc. (Berger) 

1991 Phase IB Cultural Resource Survey of the Clermont Avenue Interchange, City of Alexandria, 

Fairfax County, Virginia. The Cultural Resource Group, Louis Berger and Associates, 

Inc., East Orange, New Jersey. 

National Park Service 

2002a Battle Summary: Dranesville, VA. Electronic document, 

http://www/cr.nps.gov/abpp/battles/va007.htm, accessed May 2006. Civil War 

Sites Advisory Commission, Washington, D.C. 

2002b Battle Summary: Chantilly, VA. Electronic document, 

http://www.cr.nps.gov/hps/abpp/battles/va027.htm,accessed May 2006. Civil 

War Sites Advisory Commission, Washington, D.C. 

Netherton, Nan, and D. Sweig 

1978 Fairfax County, Virginia: a History. Fairfax County Board of Supervisors, Fairfax, 

Virginia. 

Netherton, Nan, and Ross Netherton 

1992 Fairfax County: a contemporary portrait. Donning Co., Virginia Beach, Virginia. 

Petraglia, Michael D., Catharine B. Toulmin, and Madeleine Pappas 

1993 An Archaeological Survey at the Alexandria Business Center, Alexandria, Virginia. 

Engineering-Science, Washington, D.C. 

 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-3 Architectural Reconnaissance Survey, AFFR Segment 

Poland, Charles Preston 

1978 From Frontier to Suburbia. Virginia Book Company, Berryville, Virginia 

Scheel, Eugene 

1993 The History of the Villages and Towns of Prince William County. Newsletter, Historic 

Prince William. May 1993. 

Sharrer, G. Terry 

1977 Commerce and Industry. In Alexandria: A Town In Transition, 1800–1900, edited by J. 

D. Macoll and G. J. Stansfield, pp. 1–15. Issued by Alexandria Bicentennial 

Commission and Alexandria Historical Society. Moore and Moore, Inc., Washington 

D.C. 

Sweig, Donald M. 

1995 A Brief History of Fairfax County. Heritage Resources Information Series: Number 1. 

Electronic document, http://www.fairfaxcounty.gov/dmb/fcpos/fc_history.pdf, 

accessed November 2015. 

URS Greiner Woodward Clyde (URS) 

1999 Supplemental Historic Architectural Survey of the Revised Area of Potential Effects for the 

Woodrow Wilson Bridge Improvement Project, I-95/I495 from Telegraph Road to MD 

210:Virginia, Maryland and the District of Columbia. URS Greiner Woodward Clyde, 

Gaithersburg, Maryland. 

Virginia Department of Historic Resources (DHR) 

2016 Various survey documents and unpublished materials. On file in the Archives at the 

Virginia Department of Historic Resources, Richmond, Virginia. 

Vitucci, Donna, and Dick Ruehrwein 

1991 Introduction. County of Prince William Historical Commission Guidebook. The Creative 

Company, Cincinnati, Ohio. 

Williams, Ames W. 

1977 Transportation. In Alexandria: A Town In Transition, 1800–1900, edited by J. D. Macoll 

and G. J. Stansfield, pp. 1–15. Issued by Alexandria Bicentennial Commission and 

Alexandria Historical Society. Moore and Moore, Inc., Washington D.C. 

Wilson, Robert H. 

1983 The Story of Old Town and Gentry Row in Alexandria, Virginia. KNA Press, Kennett 

Square, Pennsylvania. 

Zeoli, Vanessa, and Paul Schopp 

2013 Preliminary Historic Architectural Effects Assessment Report: Potomac Yard Metrorail 

Station Project, City of Alexandria and Arlington County, Virginia. AECOM 

Transportation, Trenton, New Jersey. 
DRAFT

D.C. to Richmond Southeast High Speed Rail A-1 Architectural Reconnaissance Survey, AFFR Segment 

APPENDIX A: BACKGROUND REVIEW TABLE 

TABLE A-1: PREVIOUSLY RECORDED RESOURCES WITHIN 0.5 MILES OF THE 

ARCHITECTURAL APE 

DHR Number Property Name and Address Evaluation Status Date of 

Evaluation 

029-0145 Olivet Episcopal Church, 6236 Beulah Street Not Evaluated 

029-0352 Levin Construction Corp., 6404 Beulah Street Not Evaluated 

029-0354 Wise House, 6441 Beulah Street Not Evaluated 

029-0355 Payne, L.A., House, 6137 Burnett Street Not Evaluated 

029-0356 Payne, L.A., House, 6509 Burnett Street Not Evaluated 

029-0462 House, 5644 South Van Dorn Street DHR Staff: Not Eligible 1993 

029-0463 House, 5709 South Van Dorn Street DHR Staff: Not Eligible 1993 

029-0464 Dove, Vernon S., House, 5800 South Van Dorn Street DHR Staff: Not Eligible 1993 

029-5169 House, 6421 Beulah Street DHR Staff: Not Eligible 2001 

029-5170 House, 6425 Beulah Street DHR Staff: Not Eligible 2001 

029-5171 House, 6512 Beulah Street DHR Staff: Potentially Eligible 2001 

029-5172 House, 6516 Beulah Street DHR Staff: Not Eligible 2001 

029-5173 Winkler House, 6524 Beulah Street DHR Staff: Not Eligible 2001 

029-5174 House, 6528 Beulah Street DHR Staff: Not Eligible 2001 

029-5507 Burgundy Farm Country Day School, 3700 Burgundy 

Road 

DHR Staff: Eligible Under 

Criterion A 2005 

100-0014 Fort William, 200-300 Quaker Lane Not Evaluated 

100-0125 Cranford, 212 North Quaker Lane Not Evaluated 

100-0179 Alexandria Police Association, 3010 Colvin Street Not Evaluated 

100-0180 House, 3220 Colvin Street Not Evaluated 

100-0182 House, 3020 Duke Street Not Evaluated 

100-0226 Arthur Herbert House, 4007 Moss Place Not Evaluated 

100-0253 House, 108 North Quaker Lane Not Evaluated 

100-0254 House, 208 North Quaker Lane Not Evaluated 

100-0255 Clarens, 318 North Quaker Lane Not Evaluated 
APPENDIX A 

D.C. to Richmond Southeast High Speed Rail A-2 Architectural Reconnaissance Survey, AFFR Segment 

TABLE A-1: PREVIOUSLY RECORDED RESOURCES WITHIN 0.5 MILES OF THE 

ARCHITECTURAL APE 

DHR Number Property Name and Address Evaluation Status Date of 

Evaluation 

100-0256 House, 399 North Quaker Lane Not Evaluated 

100-0257 The Cottage, 502 North Quaker Lane Not Evaluated 

100-0277 Phoenix Mill, 3610 Wheeler Avenue Not Evaluated 

100-5005 House, 43 Cockrell Avenue Not Evaluated 

100-5012 Duplex, 3935 Usher Avenue Not Evaluated 

100-5023 Bush Hill, 4840 Eisenhower Avenue Not Evaluated 

100-0257 The Cottage, 502 North Quaker Lane Not Evaluated 

Source: Dovetail, 2016. 
 

Page 1 

801 E. Main Street, Suite 1000

Richmond, VA 23219

July 6, 2016 

Mr. Marc Holma 

Division of Review and Compliance 

Department of Historic Resources 

2801 Kensington Avenue 

Richmond, Virginia 22802 

RE: Resource Eligibility/ Segment 2 (Alexandria to Franconia) 

 Southeast High Speed Rail Project, Washington, D.C. to Richmond Segment 

 DHR #2014-0666 

Dear Marc, 

The Federal Railroad Administration (FRA) and the Virginia Department of Rail and Public Transportation 

(DRPT) are continuing environmental studies associated with the Tier II Environmental Impact Statement 

(EIS) for the Washington, D.C. to Richmond segment of the Southeast High Speed Rail (DC2RVA) corridor 

(Project). The limits of the Project extend from Control Point RO (MP CFP-110) in Arlington south to the 

CSX Transportation (“CSXT”) A-Line/CSXT-S-Line junction at MP A-11 in Centralia, Virginia (Chesterfield 

County), a distance of approximately 123 miles. 

This project is receiving federal funding through the FRA, requires permits issued by federal agencies 

such as the U.S. Army Corps of Engineers, and will traverse federal land including parcels owned by the 

U.S. Marine Corps and the National Park Service, among others. Due to the involvement of these and 

several other federal entities, the undertaking requires compliance with the National Environmental 

Policy Act (NEPA) and Section 106 of the National Historic Preservation Act (NHPA), as amended. The 

FRA sent your office a project Initiation letter on December 11, 2014, formally commencing the Section 

106 process, and the project’s Area of Potential Effects (APE) was approved by the State Historic 

Preservation Officer (SHPO) on February 2, 2015, as required by 36 CFR 800.4(a)(1). 

We are writing today to coordinate architectural identification studies within Segment 2/ Alexandria to 

Franconia (AFFR) of the larger Project initiative. Segment 2/AFFR includes the span between just east of 

Wheeler Avenue in Alexandria on the north and Franconia Road on the south. Enclosed please find two 

hard copies and one electronic copy of the report entitled Architectural Reconnaissance Survey for the 

Washington, D.C. to Richmond, Virginia High Speed Rail Project, Alexandria to Franconia (AFFR) 

Segment, City of Alexandria and Fairfax County. The report was authored by Heather Dollins Staton, 

Adriana T. Lesiuk, Emily K. Anderson, and Earl P. Proper with Dovetail Cultural Resource Group 

(Dovetail), a member of the DC2RVA Project Team. The report meets all standards set forth in both the 
 

Page 2 

801 E. Main Street, Suite 1000

Richmond, VA 23219

Secretary of Interior’s Standards and Guidelines (1983) and the Virginia Department of Historic 

Resource’s (DHR) Guidelines for Preparing Identification and Evaluation Reports (2011). 

The current survey identified three previously recorded resources and 59 newly recorded resources, for 

a total of 62 surveyed resources. (A table is attached showing the resource numbers, names and 

addresses of these resources.) Of the three previously recorded resources, none have yet been 

evaluated for National Register of Historic Places (NRHP) eligibility. Based on the current survey, the 

Phoenix Mill at 3642 Wheeler Avenue (100-0277) is recommended potentially eligible for the NRHP 

under Criterion A for its association with eighteenth-century milling in the area and under Criterion C as 

the sole surviving example of a mill in Alexandria. It has no known association with a significant person; 

consequently, it is recommended not eligible for the NRHP under Criterion B. As an architectural 

resource, this property was not evaluated under Criterion D. The remaining two previously recorded 

resources are the House at 5644 South Van Dorn Street (029-0462) and Bush Hill at 4840 Eisenhower 

Avenue (100-5023). These two resources date to circa 1900 and circa 1763 respectively and were 

previously noted as demolished. Because they have a loss of historic integrity and architectural 

significance, these two resources are recommended not eligible for the NRHP under Criteria A–C. As 

architectural resources, these properties were not evaluated under Criterion D. 

Of the 59 newly recorded resources, a majority (n=35) are single-family dwellings constructed between 

1940 and 1966. Some of these buildings are examples of styles and forms that were popular during the 

second and third quarters of the twentieth century, such as Craftsman, Ranch, and Minimal Traditional 

styles; however, on a whole, they represent a building type that is vernacular throughout the region. 

Twenty-four of the newly recorded resources are warehouses and commercial buildings that date to the 

1960s, primarily situated on Farrington and Wheeler avenues and Floyd, Early, Gordon, and Vine streets. 

These resources are one- and two-story, multi-bay, masonry, industrial and retail buildings. It is 

recommended that these 59 resources are not eligible for the NRHP. 

We invite your agency to concur with these recommendations within 30 days of receipt of this letter. If 

you have questions about historic property studies for this project, please do not hesitate to contact me 

or Heather Staton at (540) 899-9170 or via email at kbarile@dovetailcrg.com/hstaton@dovetailcrg.com. 

Sincerely, 

Kerri S. Barile, Ph.D. 

President, Dovetail Cultural Resource Group 
 

Page 3 

801 E. Main Street, Suite 1000

Richmond, VA 23219

CC: Emily Stock, DRPT 

 John Winkle, FRA 

 John Morton, HDR 

 Carey Burch, HDR 

 Stephen Walter, Parsons 
 

Page 4 

801 E. Main Street, Suite 1000

Richmond, VA 23219

The Virginia SHPO concurs that the following resources is potentially eligible for the NRHP, as recorded 

during the DC2RVA/Segment 2 study (DHR #2014-0666): 

100-0277 Phoenix Mill, 3642 Wheeler Avenue (Criteria A & C) 

They also concur that the following resources are not eligible for the NRHP under Criteria A–C as 

architectural resources: 

029-0462 House, 5644 South Van Dorn Street (Previously Recorded) 

100-5023 Bush Hill, 4840 Eisenhower Avenue (Previously Recorded) 

029-5961 House, 6421 Fleet Drive 

029-5962 House, 6259 Fogle Street 

029-5963 House, 6257 Fogle Street 

029-5964 House, 6255 Fogle Street 

029-5965 House, 6253 Fogle Street 

029-5966 House, 6249 Fogle Street 

029-5967 House, 6251 Fogle Street 

029-5968 House, 6252 Fogle Street 

029-5969 House, 6254 Fogle Street 

029-5970 House, 6256 Fogle Street 

029-5971 House, 258 Fogle Street 

029-5972 House, House, 260 Fogle Street 

029-5973 House, 6262 Fogle Street 

029-5974 House, 5818 Tilbury Road 

029-5975 Warehouse, 6021-6027 Farrington Avenue 

029-5976 Warehouse, 6013 Farrington Avenue 

029-5977 Warehouse, 6009 Farrington Avenue 

029-5978 Warehouse, 6001 Farrington Avenue 

029-5979 Warehouse, 6068 Farrington Avenue 

029-5980 Warehouse, 5910 Farrington Avenue 

029-5981 House, 5616 Vine Street 

029-5982 House, 5608 Vine Street 

029-5983 House, 5604 Vine Street 

029-5984 House, 5600 Vine Street 

029-5985 Warehouse, 5508 Vine Street 

029-5986 House, 5500 Vine Street 

029-5987 House, 5424 Vine Street 

029-5988 House, 5416 Vine Street 
 

Page 5 

801 E. Main Street, Suite 1000

Richmond, VA 23219

029-5989 Commercial Building, 5407–5419 Vine Street 

029-5990 Warehouse, 5513 Vine Street 

029-5991 Commercial Building, 5517 Vine Street 

029-5992 Commercial Building, 5621 Vine Street 

029-5993 House, 4904 Poplar Drive 

029-5994 House, 4902 Poplar Drive 

029-5995 House, 4900 Poplar Drive 

029-5996 House, 4824 Poplar Drive 

029-5997 House, 4822 Poplar Drive 

029-5998 House, 4820 Poplar Drive 

029-5999 House, 5604 Hilldale Drive 

029-6000 House, 5602 Hilldale Drive 

029-6001 House, 5601 Hilldale Drive 

029-6002 House, 5600 Hilldale Drive 

029-6003 House, 5510 Justis Place 

029-6004 House, 5508 Jutsis Place 

029-6005 House, 5506 Justis Place 

029-6006 House, 5504 Justis Place 

100-5271 Warehouse, 5900 Farrington Avenue 

100-5272 Warehouse, 5860 Farrington Avenue 

100-5273 Commercial Building, 3945 Wheeler Avenue 

100-5274 Commercial Building, 4301–4317 Wheeler Avenue 

100-5275 Commercial Building, 4401–4417 Wheeler Avenue 

100-5276 Commercial Building, 4300–4316 Wheeler Avenue 

100-5277 Commercial Building, 4400–4416 Wheeler Avenue 

100-5278 Commercial Building, 4200–4216 Wheeler Avenue 

100-5279 Commercial Building, 4100–4116 Wheeler Avenue 

100-5280 Commercial Building, 150 S. Gordon Street 

100-5281 Commercial Building, 115 S.Floyd Street 

100-5282 Commercial Building, 100 S. Early Street 

100-5283 Commercial Building, 80 S. Early Street 

__________________________________________ ________________________ 

Julie Langan, Director Date 

Virginia Department of Historic Resources 

Virginia State Historic Preservation Officer 
 

Page 6 

801 E. Main Street, Suite 1000

Richmond, VA 23219

 

SEGMENT 2 (AFFR) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS.

Cells highlighted in blue denote resources recommended potentially eligible as a part of the current survey.

DHR 

Number Name City/County Date of Construction

DC2RVA Project 

Team 

Recommendation

029-0462 House, 5644 South Van Dorn Street Fairfax County ca. 1900 Not Eligible

029-5961 House, 6421 Fleet Drive Fairfax County 1953 Not Eligible

029-5962 House, 6259 Fogle Street Fairfax County 1953 Not Eligible

029-5963 House, 6257 Fogle Street Fairfax County 1953 Not Eligible

029-5964 House, 6255 Fogle Street Fairfax County 1953 Not Eligible

029-5965 House, 6253 Fogle Street Fairfax County 1953 Not Eligible

029-5966 House, 6249 Fogle Street Fairfax County 1953 Not Eligible

029-5967 House, 6251 Fogle Street Fairfax County 1953 Not Eligible

029-5968 House, 6252 Fogle Street Fairfax County 1953 Not Eligible

029-5969 House, 6254 Fogle Street Fairfax County 1953 Not Eligible

029-5970 House, 6256 Fogle Street Fairfax County 1953 Not Eligible

029-5971 House, 258 Fogle Street Fairfax County 1953 Not Eligible

029-5972 House, House, 260 Fogle Street Fairfax County 1953 Not Eligible

029-5973 House, 6262 Fogle Street Fairfax County 1953 Not Eligible

029-5974 House, 5818 Tilbury Road Fairfax County 1940 Not Eligible

029-5975 Warehouse, 6021-6027 Farrington 

Avenue Fairfax County 1965 Not Eligible

029-5976 Warehouse, 6013 Farrington Avenue Fairfax County 1969 Not Eligible

029-5977 Warehouse, 6009 Farrington Avenue Fairfax County 1965 Not Eligible

029-5978 Warehouse, 6001 Farrington Avenue Fairfax County 1965 Not Eligible

029-5979 Warehouse, 6068 Farrington Avenue Fairfax County 1964 Not Eligible

029-5980 Warehouse, 5910 Farrington Avenue Fairfax County 1963 Not Eligible

029-5981 House, 5616 Vine Street Fairfax County 1960 Not Eligible

029-5982 House, 5608 Vine Street Fairfax County 1950 Not Eligible

029-5983 House, 5604 Vine Street Fairfax County 1949 Not Eligible
 

Page 7 

801 E. Main Street, Suite 1000

Richmond, VA 23219

SEGMENT 2 (AFFR) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS.

Cells highlighted in blue denote resources recommended potentially eligible as a part of the current survey.

DHR 

Number Name City/County Date of Construction

DC2RVA Project 

Team 

Recommendation

029-5984 House, 5600 Vine Street Fairfax County 1952 Not Eligible

029-5985 Warehouse, 5508 Vine Street Fairfax County 1962 Not Eligible

029-5986 House, 5500 Vine Street Fairfax County 1941 Not Eligible

029-5987 House, 5424 Vine Street Fairfax County 1942 Not Eligible

029-5988 House, 5416 Vine Street Fairfax County 1947 Not Eligible

029-5989 Commercial Building, 5407–5419 Vine 

Street Fairfax County 1965 Not Eligible

029-5990 Warehouse, 5513 Vine Street Fairfax County 1969 Not Eligible

029-5991 Commercial Building, 5517 Vine Street Fairfax County 1962 Not Eligible

029-5992 Commercial Building, 5621 Vine Street Fairfax County 1965 Not Eligible

029-5993 House, 4904 Poplar Drive Fairfax County 1962 Not Eligible

029-5994 House, 4902 Poplar Drive Fairfax County 1962 Not Eligible

029-5995 House, 4900 Poplar Drive Fairfax County 1962 Not Eligible

029-5996 House, 4824 Poplar Drive Fairfax County 1962 Not Eligible

029-5997 House, 4822 Poplar Drive Fairfax County 1962 Not Eligible

029-5998 House, 4820 Poplar Drive Fairfax County 1962 Not Eligible

029-5999 House, 5604 Hilldale Drive Fairfax County 1962 Not Eligible

029-6000 House, 5602 Hilldale Drive Fairfax County 1962 Not Eligible

029-6001 House, 5601 Hilldale Drive Fairfax County 1962 Not Eligible

029-6002 House, 5600 Hilldale Drive Fairfax County 1962 Not Eligible

029-6003 House, 5510 Justis Place Fairfax County 1966 Not Eligible

029-6004 House, 5508 Jutsis Place Fairfax County 1966 Not Eligible

029-6005 House, 5506 Justis Place Fairfax County 1966 Not Eligible

029-6006 House, 5504 Justis Place Fairfax County 1966 Not Eligible

100-0277 Phoenix Mill, 3642 Wheeler Avenue Alexandria ca. 1776 Potentially Eligible

100-5023 Bush Hill, 4840 Eisenhower Avenue Alexandria ca. 1763 Not Eligible
 

Page 8 

801 E. Main Street, Suite 1000

Richmond, VA 23219

SEGMENT 2 (AFFR) / SUMMARY OF IDENTIFIED RESOURCES AND RECOMMENDATIONS.

Cells highlighted in blue denote resources recommended potentially eligible as a part of the current survey.

DHR 

Number Name City/County Date of Construction

DC2RVA Project 

Team 

Recommendation

100-5271 Warehouse, 5900 Farrington Avenue City of Alexandria 1969 Not Eligible

100-5272 Warehouse, 5860 Farrington Avenue City of Alexandria 1967 Not Eligible

100-5273 Commercial Building, 3945 Wheeler 

Avenue

City of Alexandria 1960 Not Eligible

100-5274 Commercial Building, 4301–4317 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5275 Commercial Building, 4401–4417 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5276 Commercial Building, 4300–4316 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5277 Commercial Building, 4400–4416 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5278 Commercial Building, 4200–4216 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5279 Commercial Building, 4100–4116 

Wheeler Avenue City of Alexandria 1962 Not Eligible

100-5280 Commercial Building, 150 S. Gordon 

Street City of Alexandria 1967 Not Eligible

100-5281 Commercial Building, 115 S. Floyd Street City of Alexandria ca. 1965 Not Eligible

100-5282 Commercial Building, 100 S. Early Street City of Alexandria 1963 Not Eligible

100-5283 Commercial Building, 80 S. Early Street City of Alexandria 1962 Not Eligible
DCTo 

RICHMOND 

801 E. Main Street, Suite 1000 

Richmond, VA 23219 

SOUTHEAST HIGH SPEED RAIL 

The Virginia SHPO concurs that the following resources is potentially eligible for the NRHP, as recorded 

during the DC2RVA/Segment 2 study (DHR #2014-0666): 

100-0277 Phoenix Mill, 3642 Wheeler Avenue (Criteria A & C) 

They also concur that the following resources are not eligible for the NRHP under Criteria A-C as 

architectural resources: 

029-0462 

100-5023 

029-5961 

029-5962 

029-5963 

029-5964 

029-5965 

029-5966 

029-5967 

029-5968 

029-5969 

029-5970 

029-5971 

029-5972 

029-5973 

029-5974 

029-5975 

029-5976 

029-5977 

029-5978 

029-5979 

029-5980 

029-5981 

029-5982 

029-5983 

029-5984 

029-5985 

029-5986 

029-5987 

029-5988 

House, 5644 South Van Dorn Street (Previously Recorded) 

Bush Hill, 4840 Eisenhower Avenue (Previously Recorded) 

House, 6421 Fleet Drive 

House, 6259 Fogle Street 

House, 6257 Fogle Street 

House, 6255 Fogle Street 

House, 6253 Fogle Street 

House, 6249 Fogle Street 

House, 6251 Fogle Street 

House, 6252 Fogle Street 

House, 6254 Fogle Street 

House, 6256 Fogle Street 

House, 258 Fogle Street 

House, House, 260 Fogle Street 

House, 6262 Fogle Street 

House, 5818 Tilbury Road 

Warehouse, 6021-6027 Farrington Avenue 

Warehouse, 6013 Farrington Avenue 

Warehouse, 6009 Farrington Avenue 

Warehouse, 6001 Farrington Avenue 

Warehouse, 6068 Farrington Avenue 

Warehouse, 5910 Farrington Avenue 

House, 5616 Vine Street 

House, 5608 Vine Street 

House, 5604 Vine Street 

House, 5600 Vine Street 

Warehouse, 5508 Vine Street 

House, 5500 Vine Street 

House, 5424 Vine Street 

House, 5416 Vine Street 

• DRJ!1!:f• A U.S. Department of Transportation 

~ Federal Railroad Administration Vlfghu(l,eplnmentofRlllardPubllcTllnsoormton 

Page4 
DCTo 

RICHMOND 

SOUTHEAST HIGH SPEED RAIL 

029-5989 

029-5990 

029-5991 

029-5992 

029-5993 

029-5994 

029-5995 

029-5996 

029-5997 

029-5998 

029-5999 

029-6000 

029-6001 

029-6002 

029-6003 

029-6004 

029-6005 

029-6006 

100-5271 

100-5272 

100-5273 

100-5274 

100-5275 

100-5276 

100-5277 

100-5278 

100-5279 

100-5280 

100-5281 

100-5282 

100-5283 

Commercial Building, 5407-5419 Vine Street 

Warehouse, 5513 Vine Street 

Commercial Building, 5517 Vine Street 

Commercial Building, 5621 Vine Street 

House, 4904 Poplar Drive 

House, 4902 Poplar Drive 

House, 4900 Poplar Drive 

House, 4824 Poplar Drive 

House, 4822 Poplar Drive 

House, 4820 Poplar Drive 

House, 5604 Hilldale Drive 

House, 5602 Hilldale Drive 

House, 5601 Hilldale Drive 

House, 5600 Hilldale Drive 

House, 5510 Justis Place 

House, 5508 Jutsis Place 

House, 5506 Justis Place 

House, 5504 Justis Place 

Warehouse, 5900 Farrington Avenue 

Warehouse, 5860 Farrington Avenue 

Commercial Building, 3945 Wheeler Avenue 

Commercial Building, 4301-4317 Wheeler Avenue 

Commercial Building, 4401-4417 Wheeler Avenue 

Commercial Building, 4300-4316 Wheeler Avenue 

Commercial Building, 4400-4416 Wheeler Avenue 

Commercial Building, 4200-4216 Wheeler Avenue 

Commercial Building, 4100-4116 Wheeler Avenue 

Commercial Building, 150 S. Gordon Street 

Commercial Building, 115 S.Floyd Street 

Commercial Building, 100 S. Early Street 

Commercial Building, 80 S. Early Street 

/Julie~~ 

f~irginia Department of Historic Resources 

Virginia State Historic Preservation Officer 

• DRFf• ft U.S. Department of Transportation 

..... ::::: ... ::::::., ~ Federal Railroad Administration 

801 E. Main Street, Suite 1000 

Richmond, VA 23219 

Page 5