What's in a Name - Lanexa

 The second in what will be a continuing series . . .

The name of Lanexa has always perplexed me. Originating in 1882 as the name of a train stop on the just completed Peninsula Extension railroad it bears a striking resemblance to only one other location that I know of in the United States. That is Lenexa Kansas, founded in 1869 in the vicinity of Kansas City. That name is said to originate in the name of the wife of the local Shawnee Chief Blackhoof spelled a variety of ways including  "Na Nex Se" or "Len Ag See."

But what does that have to do with Tidewater Virginia?  

Well there may be a clue.        

The Virginia Gazette of  October 10, 2022 included an article titled The Rise and Fall and Rise Again of Toano by Frank Statz. In it I found this . ..  

In 1881 the Chesapeake & Ohio Railway expanded and laid track through the center of Burnt Ordinary. The crew that had been working on the Union & Pacific Railroad in the Sierra Nevada Mountains before coming to this area. They notice that the land ran uphill from Windsor Shades to to Burnt Ordinary.

In 1883, the village was renamed Toano, named for the Paiute Indian word meaning "high ground.

So we have a Western Indian name being used for a stop on the railroad in 1881. Could Lanexa have also originated from the mind of a railway-man just back from the West?

 

Another Lanexa Train Wreck - 1908

 

 JOHN CHALKLEY RIDE TO DEATH

 Killed on Engine After Applying Brakes When Machine Jumped the Track. 

BAGGAGEMASTER AND FIREMAN BADLY HURT 

Fast Train Coming from Newport News Wrecked Near Lanexa Just Before Noon. All Passengers Uninjured.

 Engineer John R. Chalkley. one of the oldest employees of the Chesapeake and Ohio railway, in charge of one of the fast trains between this city and Newport News, was instantly killed near Lanexa to-day about 11:30 o'clock, while his train was coming to RICHMOND.

 The engine Jumped the track three hundred a mile this side of Lanexa, turning over on its side, crushing the life out of the engineer. The engineer died at his post, and to his rare presence of mind, his duty to those on his train, a Score might have been killed to-day.

 The train is one of the fastest on the road, and Engineer Chalkley, noted for his daring and coolness, has been pulling the train for years. An examination »f the engine shows that when it left the track the engineer shut off the steam and applied the emergency brakes. But it was too late to save himself, and the monster steel pile rolled over and caught him.

 The engine and the baggage car only left the track, the cars coming to a stop in short order. Not one of the passengers received more than a scare and a shaking up, with slight bruises. The fireman, Robert Walkley, was badly injured, and the baggage-master was a so severely hurt, the heavy baggage striking him and inflicting painful injuries. 

RUSHED AID TO SUFFERERS.

 Only the most meagre information of the accident came to the offices of the company for some hours, and this was promptly given out by the railroad people. The first thing done was to get a crew to man the wrecking train and to get coaches to send down to bring the passengers on to this city. Physicians were hurriedly summoned, and in an hour after the news of the accident the train had been made up, the surgeons were aboard and the train was on its way to the scene of the accident. Drs. Brock, Bryan. McCarthy and Taylor were on the train. 

 The train is one of the handsomest that goes out of the city. The cars are modern, heavy built, well appointed and substantial. Their construction is the very best possible, and the fact that the cars are of such build prevented the possible further loss of life when they struck the wrecked engine and baggage car.

 Just what caused the accident is not known. The point where the engine left the track is at a curve this side of Lanexa. The track is constantly watched by track-walkers, and every precaution is taken to prevent any sort of mishap.

 The passengers will reach this city same time during the afternoon, probably about 3 o’clock. The railroad officials say that the track will be cleared in ample time for the trains to pass through at 4 o'clock, when the fast train leaves here for Old Point.

 Engineer "Johnny” Chalkley was about fifty years old. He had been in the employ of the company for thirty years. His home was at 2306 East Broad street. The officials expressed great feeling for the unfortunate man when they heard that he had stuck to his post and gone down to death with his engine in protecting the life of his passengers.

 "He was one of the bravest of men. he was loyal to the company and to the welfare of his passengers,” said one of the high officials of the company today. “If it had been necessary for John Chalkley to have laid his arm across the track to stop the train or to save one of his passengers, he would not have hesitated a moment. I believe that he would have sacrificed his life to prevent injury to the train and passengers. He was a faithful and appreciated employee "

-News Leader, 19 September 1908

The engineer John Randolph Chalkley, 54,  is the same Engineer Chalkley from the train incident in July 1905 that killed two men that was posted here on November 10.

About fifty carriages were used In the funeral procession of John Randolph Chalkley. the engineer of the Chesapeake and Ohio railway who was killed near Lanexa Saturday, the last rites over his body having been held In the family home, 2306 East Broad street, and in Oakwood cemetery yesterday afternoon. It was one of the largest funerals seen In that section of the city In a long time. 

-News Leader, 22 September 1908

 

"A Mile a Minute" 1905

 

                                    FAST MAIL TRAIN KILL TWO MEN

          White Farmer and Negro Track Walker Are Instantly Killed.

                               GO TO MEET FLYER ON VELOCIPEDE CAR

Mystery Surrounds the Accident. Track Walker Knew of Approaching Express. Engineer Says Neither Man Made Any Move to Escape Death.

 

 Mr. A.A. Laudell, a farmer, and William Winfred, a colored track walker in the employ of the railroad, were struck by Chesapeake and Ohio train No. 8 on yesterday afternoon and Instantly killed.

 The scene of the accident was one-half a mile east of Windsor Shades. The men were upon the velocipede car belonging to the section master of the division, and, strange as it may seem, were going west to meet the approaching train. 

 The fast flyer of the Chesapeake and Ohio Railway left the Main Street station, at Richmond 4 P.M. on his usual race to Newport News. A mile a minute is no unusual speed for No. 8 to make on straight stretches.

 After leaving Windsor Shades the engineer, Mr. Chalkley, on engine No. 71 saw on the straight track ahead of him a hand-car containing two men. It was impossible to stop the fast moving train, and besides he thought the men on the car would certainly jump to save their lives. They made not the slightest movement, however, for safety, and simply advanced to met their death. The straight stretch of track is of some length at this point; the sound of an approaching train can be heard there for a great, distance, and William Winfred, the track walker, was familiar with the train schedules and was aware that the fast train was due at that time. The fact that the men were on the main track and were approaching an express train which was known to be due, lends an air of mystery to the unhappy occurrence. 

            Who the Men Are.

 Mr. A. A. Laudell is a farmer who resides about a mile from Walker's Station, which is about eight miles from Providence Forge.

 William Winfred, the negro track walker, is highly spoken of by railroad men. They say he was a good and careful employee and they cannot understand how he rushed willingly into the very jaws of death. He was familiar they say with the time of passing trains and was a temperate man in his habits.

The accident occurred about 4:40 P.M. 

The bodies of the unfortunate men were turned over to the Coroner, who will summons a Jury this morning. It is said that no blame attaches to the Engineer Chalkley of the railroad.

-The Times Dispatch, July 5, 1905

More on Engineer Chalkey soon

Train Holdup 1907

 

George Speake, Who Obstructed the Track and Fired Upon a Freight Engine Near Providence Forge, is in Jail Here. 

 -George Speake, of Baltimore, was arrested yesterday morning at 9 o’clock at Providence Forge and brought to RICHMOND and lodged In the county jail.

 Speake attempted to hold up a Chesapeake and Ohio east-bound freight train yesterday morning as the train was nearing Providence Forge. The engineer noticed some obstructions on the track and later saw, after whistling for the brakes, that a man was standing in the middle of the track. As the engine approached the man raised his hand and began firing. Conductor Cobb and Brakeman Brenan caught the man and transferred him to a passenger train bound for RICHMOND.

-News Leader, May 6, 1907

The last "major" American train robbery was attempted on November 25, 1937, outside El Paso Texas against a passenger train of the Southern Pacific Railroad. The two would be robbers were overcome by passengers and badly beaten for their effort.

Civil War Operations on the York River Railroad

 A note on the scale of the operations on the York River Railroad during the Peninsula Campaign.

                                                        “War Department

Washington City, D. C., May 17, 1862

Maj. Gen. George B. McClellan,

Headquarters, Army of the Potomac

There have been forwarded from Baltimore to West Point five locomotives, eighty cars, 3 miles in length of railroad iron, 30,000 feet, board measure, of timber, one dozen frogs, one dozen switch irons, 1,200 chairs, with full supply of rail spikes, the last of which, it is expected, will reach the Peninsula on Monday.

P.H. Watson

Assistant Secretary of War

 

-Official Record, Series 1, Volume 11, (Part 3), p. 178

“March 14, 1862, General McClellan instructed me to have five locomotives and eighty cars loaded upon vessels in the harbor of Baltimore and held subject to his orders with a view to using them in his contemplated Peninsula campaign. They were purchased from Northern railroad companies, loaded as directed, and remained on the vessels until early May, when they were sent to White House, Va., and placed upon the Richmond and York River Railroad. Another engine was added in June to this number, and all employed in transporting supplies between White House and the front, which, toward the close of June, was twenty miles from White House and four miles from Richmond. Upon the withdrawal of the Army of the Potomac to Harrison's Landing, June 28, all the rolling stock was destroyed or damaged as far as practicable to prevent it from falling into the hands of the enemy.”

       D. C. McCallum, Military Director & Superintendent of Railroads

 

-Official Record, Series 3, Volume 5, pp. 974-975.

citations found in  Rodney Lackey's article, "Civil War Logistics and Organization"

Report on the York River Railroad- 1861

 

REPORT OF ENGINEER AND SUPERINTENDENT 

                                                                      OFFICE ENG. AND SUPR. & Y.R.RR                                                                                                              October 1 1861 

GENTLEMEN, The annual report from this office is confined entirely to the operations incident to the completion, its present condition and necessities of the road. 

  As to the operations in the transportation department, receipts, disbursements, &c, you are referred to the report of the treasurer, which is believed to compare favorably with that of the preceding year.

  Completion of road to West Point 

 At the date of the last report the, 38th section, together with the wharf at the eastern terminus, remained unfinished, although the road had been in operation to West Point over a temporary track since the 1st day of August.

 The 1st day of January found the work still unfinished, when the contract was abandoned, and it was carried on to completion by the company at a cost much below the contractor's prices. The wharf is built in the most substantial manner, of superior materials, and capable of sustaining the heaviest locomotives.

 On the 29th day of March last the company's steamer West Point made her first connection with the train at the proper terminus of the road. 

 From this date the through working of the road may be considered to commence having been heretofore restricted to a very light freight business owing to the difficulty in the way of transhipment at West Point. 

Condition of road bed road repairs &c 

 During the year a very considerable portion of the road bed has been improved, by being partially ballasted with sand and gravel, an inexhaustible quantity of which is found upon the line; and I would recommend a thorough improvement of the road in this respect, as the comfort, safety and reduced cost of repairs to road and machinery will afford an ample return for the investment.

 The wet nature of some parts of the road requiring constant attention to protect the iron, and the constant ditching required to keep the heavy sand cuts upon other portions clear, run up the cost of road repairs beyond the usual figures at best; but during the last year, which has been peculiarly trying upon all the roads in the state, this account is increased by a number of heavy slides and the carrying away of several embankments.

 The most troublesome of these are the slides at Romancoke bluffs, upon the Pamunkey, where a change of alignment has been determined upon, and a force engaged in carrying it into effect 

                                              Bridging trestle work and cutouts 

 The Pamunkey and Upper Black creek bridges sustained some injury from the high waters of last spring, but were repaired at light cost. The latter will require an abutment to be replaced; the foundation of which yielded to the action of the water, the bridge being now supported by a wooden abutment at that end Lower Black Creek, Chickahominy and Cohoke bridges are in good order. Gillies' creek trestle has been nearly filled in, and the work is now suspended for the want of cars.

 The trestle across Chickahominy bottom requires to be filled in, which when done, will necessitate the introduction of another span of fifty feet, and the building of the necessary abutments. The present single span of fifty feet, which rests upon pile abutments, will not afford sufficient water way.

 There are several smaller streams, crossed by light trestles, which I would recommend to replace with culverts.

Buildings turnouts water stations &c 

 During the year there has been completed, at Richmond, a substantial and convenient brick passenger depot, with extensive shed attached, sufficient to accommodate the passenger and baggage cars now upon the road.

 At Fair Oaks and Summit, there are neither turnouts or buildings of any description, nor does the business of the former point require any at present.

 At Meadow, Dispatch and Tunstall's, the only other points west of the Pamunkey, sufficient buildings and turnouts had been completed prior to the date of the last report.

 At Fish Hall*, Cohoke, Sweet Hall, Romancoke and West Point, there are neither buildings or turnouts, except at Romancoke and West Point- at each of which places there is a single siding. The grading of the depot lot at Richmond has so far progressed during the year to admit of the side tracks being run under the shed, and the passenger cars, while at this end of the line are now protected from the weather.

 The temporary track through the village of West Point has not been removed, owing to the unimproved condition of the streets connecting the depot lot with the high land, and the convenience it afforded of delivering ordnance, supplies, &c. at that point being a military post.

 It is designed, however, as soon as the proper crossings to and necessary buildings at the terminus of the road have been completed, to remove this, as the iron and ties are needed at other points.

 There are three water stations upon the line: one at Richmond, supplied, without pumping, from Bloody run spring; one at Dispatch, supplied by means of rams, from Carter's mill pond, and the other at the crossing of the Pamunkey river, supplied by hand pump.

 It is proposed to erect a wind mill to do the pumping at West Point, which, if it succeeds, and it can scarcely prove a failure at so exposed a point near the sea coast, labor in this department will become unnecessary, and a saving of 300 per annum effected.

Outfit

 We have four engines- the York and Atlantic, new and in good order; the Mattaponi and Pamunkey, in as good condition as age and hard work permit, having been purchased of the Central rail road company (then old machines) and run constantly since the track laying on your road commenced. The Pamunkey, which went down with the slide at Romancoke bluff, and was reduced to a wreck, has been repaired, and is again at work.  

During the unusual wet weather of last spring an accident occurred, resulting in no damage, except to the road bed, unheard of before, I believe, in the history of roads.

 An embankment upon the lower end of the line gave way with a section of track under the engine Atlantic, while standing letting it down to a bearing fifteen feet below the grade of the road, without getting off the iron or losing its perpendicular. The engine was gotten out without being injured in the slightest degree.

 We have four first class passenger cars, one baggage car, ten box and fifteen flat cars, four material (side dumpers) cars and fifteen small ditching. hand and crank cars.

 Under many of the freight cars new trucks of a superior kind, built at our own shops, have been introduced; and from time to time, until all the old ones have been replaced, which are of a light and imperfect character, this work will be carried on.

 An express and baggage car has been commenced, and, during the coming year, it is calculated to make such additions to our insufficient amount of stock as the means of the company and facilities for doing so will admit. 

(then followed an item list of the cost of putting the road in a "thorough state of completion" and costs of equipment.)

 - Annual Report of the Board of Public Works to the General ..., Parts 3-4 Doc. 17

The Chief Engineer writing this is Robert H. Temple of Gloucester (1831-1901)

Further information in the report states that the line 38.3 miles long, has four engines, four passenger cars, one mail/express car, and 46 freight cars. 

A first class ticket was 5 cents a mile.

*Lestor Manor

Map of the York River Railroad

Find below a good map of the York River Railroad as it existed at the time of the Civil war. The railroad had only been completed in 1859 and so had hardly been in use long before it became an important operational objective of the military campaigns in Tidewater Virginia.

The image is from the Library of Congress map collection and the description for it reads, "Sketch from the Confederate Engineer Bureau in Richmond, Va. General J.F. Gilmer, Chief Engineer[.] Presented to the Virginia Historical Society by his only daughter, Mrs. J.F. Minis, Sav[ana]h, Ga."A Georgia born engineer, Jeremy Francis Gilmer (February 23, 1818 – December 1, 1883), was Chief Engineer of the Department of Northern Virginia from August 1862 until the summer of 1863.

Library of Congress

Below a blow up of the section in New Kent

The New Kent section is a little lacking in detail, so some explanation is needed. The red lines represent roads. Where the road crosses the line closest to the Chickahominy River that was the location of Dispatch Station. The next road crossing is the site of Summit Station, renamed after war Quinton Station.

Below the West Point/Eltham/ Brickshouse area.

The Steamer West Point- April 1861

RICHMOND AND YORK RIVER

      RAILROAD AND STEAMBOAT LINE

STEAMER WEST POINT, Capt. J.C. Rowe, leaves Norfolk MONDAYS, WEDNESDAYS and FRIDAYS At 6 A.M. connecting with the CARS at White House at 2 P.M., and arrive in Richmond at 3:15 P.M.  

Passenger Train leaves Richmond DAILY at 6 A.M.,  (Sundays excepted.) connecting at White House with Steamer for Norfolk on TUESDAYS, THURSDAYS and SATURDAYS. Returning, on TUESDAYS, THURSDAYS SATURDAYS, Car leave White House at 11 A.M., and arrive in Richmond 12:15 P.M.  

 April 2d                                       R.H. TEMPLE Gen'l Supt. 

-Richmond Enquirer,  27 April 1861

The steamer West Point is now in Norfolk harbor where she has been with the exception of occasional short trips to Hampton Roads and one to Fortress Monroe with a flag of truce ever since the 20th day of April last. On the second trip made by her from the Pamunkey river to Norfolk, after the proclamation of President Lincoln of 15th April and before any indication had appeared that the federal government considered Virginia in a state of war Capt Rowe, commanding the steamer, was informed by tho military authorities at Fortress Monroe that she would not be permitted to pass that place again and that she would be stopped and seized if it were attempted. It was accordingly deemed proper not to put so valuable a piece of property at so great a risk, and the captain was directed not to make the attempt. Since that time the steamer has occasionally been in the use of the government for a per diem compensation.

-President's Report of the Richmond and York River Rail Road Company- Annual Report of the Board of Public Works to the General Assembly of Virginia, with the Accompanying Documents, Parts 3-4- (October 1861)

Travel 100 Years Ago- "Leave West Point 6:15 P.M. and arrive Baltimore 7 A. M"

MOST INTERESTING AND DELIGHTFUL TRIP IN AMERICA, TO BALTIMORE BY BOAT. 

The mysteries of the sea were never more fully brought to mind than by this trip to Baltimore over the YORK RIVER LINE. The route is through one of the most historic, beautiful and scenic sections of the United States. Leaving Richmond 5:10 P.M.. the trip is one hour by Express Steamer Train to West Point situated at the head of York River. Fine new steamers of Chesapeake Steamship Company leave West Point 6:15 P.M. and arrive Baltimore 7 A. M. Many Colonial homes and other interesting places are located on this beautiful river. A stop is made at quaint Yorktown. and shortly after leaving this point the steamer enters Chesapeake Bay.  

Round trip fare between Richmond and Baltimore is $4.50, limited to 30 days; one way fare, $2.60. There are staterooms with berths, brass beds, private baths and showers. The cuisine is of the best, with sea food, table d'hote dinners, club breakfasts and a la carte service.  

In planning your summer trip let us tell you the interesting details of this wonderful trip. Descriptive literature on application. 

Magruder Dent, Division Passenger Agent, 

907 East Main Street. Richmond.

-Richmond Times-Dispatch, 31 July 1917

STATE ROOM

Travel 100 Years Ago- Ride the Rails

     SOUTHERN RAILWAY

Premier Carrier of the South 

Trains Leave Richmond, Main St. Station

 N. B.- Following schedule figures published as information. Not guaranteed.
 5:30 A.M.  Daily. Local for Danville, Charlotte, Durham and Raleigh.
10:30 A.M. Daily limited for all points South.
 3:00 P.M.   Ex. Sunday-Local for Durham, Raleigh and intermediate stations.
 6:00 P.M.   Daily for Danville, Atlanta and Birmingham, with through electric lighted observation sleeping car.
11:16 P.M.  Daily limited for all points South. Pullman ready 9:00 P.M.  

YORK RIVER SERVICE. 

 4:16 P.M.   Daily. Local for West Point.
 6:10 P.M.   Daily except Sunday. Steamer train to West Point, connecting for Baltimore. (Parlor Car.)
 7:36 A.M.  Daily. Local to West Point.

Trains Arrive In Richmond. 

From the South: 7:06 A.M., 8:00 A.M., 3:60 P.M., 8:30 P.M. daily, and 8:40 A.M., except Sunday.
From West Point; 8:45 A. M., except Monday and 9:40 A.M., and 6:16 P.M. daily.   MAGRUDER DENT.    D. P. A.. *

907 East Main Street, Phone Madison 373

-Presbyterian of the South, 16 February 1916



*Division Passenger Agent

150 Years Ago: The Recovery from War

The York River Railroad.- This line is now progressing finely toward completion, and ere the approaching winter expires, with its accustomed bleakness, the iron horse will be dashing proudly through the rich and productive valley of the Pamunky to West Point, and bringing to this mart the invaluable treasures of York river and its tributaries, together with other desirable products of the Tidewater region. The people along this line, who have suffered almost beyond endurance by the ravages of war, will hail with delight tho sound of the shrill whistle and the graceful train as it glides once more over the land they love. This will, indeed, be a happy era for an enterprising people who are now shut out from this city for the want of requisite facilities to transport them and the products of their indefatigable toil, nearly all of which now find access to Baltimore, Norfolk, and other cities, attributable to the extreme isolated position this country bears to this city since the destruction of this road. We have watched and felt a profound interest in this improvement from its earliest inception to the present moment, and know that previous to the war the most sanguine anticipations of success had been more than realized by ardent friends. The extensive travel and immense freight over it enhanced the thrift of this city no little. A greater portion of this trade justly belongs here, and will naturally come when this avenue has been opened sufficiently for its transition. Till then it will seek other markets, to the great detriment of Richmond, which has already lost materially by unwise legislation on other lines of internal improvement. 

The road is now in excellent running condition to Chickahominy river, a distance of twelve miles from the city, with a material train passing over it daily. A splendid bridge now spans this widely famed stream, and is ready for the trains to pass over, with the exception of putting the rail down, which, we are informed, will be done in a few days. The grading north of the Chickahominy is of a lighter character than that already finished, and continues to the White House. There will be a passenger car placed on the road when completed to Dispatch station, for the accommodation of the public. This is only two miles north of the bridge, and will soon be ready, from the fact of the large number of hands employed. 

General William H.F. Lee has contracted to furnish all the material for constructing a bridge across the Pamunky river, and with his usual promptness will have the whole of it in place at the time specified. The building of the bridge must necessarily consume much time, owing to its large dimensions, etc. There are laborers at this time engaged in putting piles in their proper places for superstructure of bridge. If I there is nothing to retard the present operations on the road, we can with safety say that it will be completed to the White House by the 1st of February next. 

It will be ineffable pleasure to see this line opened to West Point. The enormous prices that fish add oysters now command in our markets will suddenly collapse, and we will be enabled to indulge in the luxuries of salt water without fear of being made bankrupts by paying the exorbitant prices of $1.50 per gallon for oysters, and in the same ratio for fish. 

Mr. Williams, do continue to hurry up the road, so that we can get to York river, and feast on bivalves, trout, sheepshead, drum, and hogfish. 

-The Daily Dispatch, 12 November 1866

County Directory 1882 Edition

- The Chesapeake & Ohio Railway Directory, Containing an Illustrated History and Description of the Road ...
Compiled by J. Henry Chataigne  1882

Planning the York River Railroad - 1854

                                                  YORK RIVER RAILROAD

We have been furnished with a copy of the reports of Mr. DUDLEY, President of the York River Railroad, and of Mr. F.S. CLAXTON, Chief Engineer, on the subject of the location of the road, and the various lines that have been surveyed from Richmond to different points on the York River All the routes have not been fully surveyed, owing to sickness among the corps of Engineers and assistants employed upon them; but it is thought that the information obtained is quite sufficient for intelligent and proper conclusions as to the best route and the best terminus. The Engineer states that not only every member of the original party were obliged to succumb; but others who, from time to time, joined it, have been taken down, until the sick list amounted to fourteen. On one of the routes —that through King William—a party were engaged when the report was prepared, but the Engineer hoped their survey would be ready by the time of the assembling of the stockholders on the 9th instant—i.e., to-morrow.

The President, in his report, states that the Board of Directors have determined to establish their Depot immediately on the Ship Dock in this city, lying between 22d and 26th streets, fronting on Water street 924 feet (including cross streets,) and running back to Cary street. From the Depot, the road is to pass under Main street and in rear of Rocketts, around to Gillie's Creek; thence up the ravine of that Creek.

Without going into minute details, at present, we give below the results of the different surveys, and the merits of the different termini, as set forth in the Engineer's Report :

West Point
The best accommodation for shipping is at this point—i.e., the widest and most roomy harbour. The greatest draft to it at low tide is 18 feet. The distance from Richmond to West Point is 42.82 miles.
Cost of single track to W. Point. . $682,393.09
Grading for double . . . . . track 65,644.52
Cost of wharves . . . . .21,470.51 

$769,508.12

Eltham.
The harbour from Parham's to Eltham is set down as "the most protected and safest," with 18 feet at low tide. Distance from Richmond 32.2 miles.
Cost of single track . . $606,134.55
Grading for double track . . 67,750.40
Cost of wharves . .18,999.60  

$692,884.55

This landing is on the Pamunkey. West Point is in the fork of the junction of the Pamuukey and the Mattapony, which form the York.   

Filbates.
This is on York River; distant from Richmond 37.56 miles, with a draft at low tide of 22 feet.
Cost of single track . . $663,713.38
Grading for double track . .  63,714.15
Wharves and foundation for freight house . . 31,957.51  

$769,385.04

Bigler's.
Also on York River—46 miles from Richmond, with a minimum depth of 16 feet.
Cost of single track $748,404.00
Grading for double track 69,791.00.
Wharves and foundation for freight house 79,692.79

 $897,887.89

Stoney Point.*
This is very near Yorktown— distance from Richmond 58 miles, with any required depth of water, but harbour much exposed.
Cost of single track . . $749,930.36
Grading for double track . . .75,000.00
Cribbing and filling in for wharves . . .175 873.20  

$1,000,808.56

It appears from this that Eltham or Parham's has the shortest route, cheapest road and safest harbor. West Point is the most spacious harbor of the two. The remaining three harbors have the advantage of deeper water; but are more exposed. Mr. Claxton publishes two letters, one from Mr. Blunt, Harbor Master of New York, and one from Lieut. Maury, in answer to letters from him. Mr. Blunt says if Mr. C. can get 18 feet water (which he says should be the minimum) a very large business will be done, as vessels trading to New Orleans can only carry 16 feet over the bar. He adds, not one vessel in fifty draws more than 18 feet.

Lieut. Maury advises that the depth be not loss than twenty-three feet, supposing the average draft of vessels in the York river trade will not be less than nineteen feet.

Mr. Claxton acknowledges his obligations to Assistant Engineers Atkinson, Myers, Mayo, Hendren and Lawson.

The President states that Mr. John Tabb, one of the State Directors of the road, having resigned, Major Wm. B. Taliaferro of Gloucester has been appointed in his place. The decision of the question of route is an important one and will attach much interest to the proceedings of the company.

-The Daily Dispatch, 8 August 1854


*Stoney Point Plantation apparently is now the site of the Marine barracks at Naval Weapons Station Yorktown.

The Railroad Comes to West Point- 1854

YORK RIVER RAILROAD CONVENTION—

WEST POINT SELECTED AS THE TERMINUS.

King & Queen Ct Ho, VA

    Sept 20th, 1853.

Editor Dispatch: The adjourned meeting of the stockholders met to-day at 12 o'clock—Dr. Fauntleroy in the chair. The roll being called, a quorum was found to be present.

The Chairman then appointed the usual committees on proxies, &c, after which a resolution was offered by Dr. Richardson¹ of New Kent, declaring it to be to the interest of the Company to select as the Eastern terminus of the Richmond &. York River Railroad, the highest point on the river which would afford an adequate depth of water for the accommodation of shipping of a large size.

Mr. Douglass, of King William, offered as a substitute, a resolution which designated West Point, in the county of King William, as possessing, in an eminent degree, all the advantages necessary for the Eastern terminus of the road.

W.R.C. Douglass, of New Kent, In a speech of some length and of great earnestness, opposed this resolution.

 Mr. Douglass, of King William, sustained his motion In a long and ingenious argument, which consumed the whole of the day.

SECOND DAY.

    September 21st— 10 o'clock.

When I arrived at the Court House, Mr. Pierce², of New Kent, was advocating the claims of the "south side" of the Pamunkey. He was aided by Messrs. Saunders of Williamsburg and Garrett of York county, all of whose speeches showed how deep an interest they felt in the matter which they advocated. Though each one seemed to prefer a different point as the terminus, yet there seemed to prevail with them all the kindest feeling and a willingness to yield to claims of that point which should be shown to be the most eligible.

Mr. Bowden, of Williamsburg, one of the Proxies for the State, then addressed the meeting. I should do him I fear injustice were I to attempt to give you even the points of his speech. I will say that it was one worthy of the man and of an officer of the State. He showed how high were the motives which would influence the vote which he was about to give. His feelings seemed confined to no pride of place— to no local interests or prejudices; but that his whole aim was to promote the interest of the State. He preferred a very low point on the river, but did not confine himself to any particular spot.

After Mr. Bowden concluded his speech, sundry motions and short addresses were made.

I was delighted to see such kindness of feeling exist between the friends of the different routes— for amid the most violent excitement incident to a debate on such a subject, there were many personal explanations and assurances of the most lasting friendship for their opponents by the speakers.

After some confusion at the end of the addresses, the roll was called with the following result:

Whole number of votes given 2026

    For West Point 1061

    Against " "         665

So West Point was determined upon as the most eligible point for the terminus of the York River Railroad.

The Convention soon after adjourned.         U.

-The Daily Dispatch., September 23, 1854










¹- I assume that to be Dr. James Richardson.
²- Again assumed to be John P Pierce sometime Delegate to the General Assembly.

What's In A Name?- II

 The follow up to yesterdays . . "What's In A Name?- I"

We do not know whether our good friend is trying to get some advertising for his home town, or means to give us a little kindly advice. It is no fault of this paper that Boulevard(or Windsor Shades) is not better known. A little judicious advertising on the part of those who have 200 lots to sell, etc., would enable us to get a correspondent there, and at the same time secure some buyers for said lots. It takes money to conduct a newspaper, just as it does to conduct a farm, or to promote a town site. But if our good friend will send us a news letter every week, he will find that the name of the place, at least, will be known.- Ed. Gazette.

-Virginia Gazette(Williamsburg) April 11, 1913

What's In A Name?- I

Boulevard, alias Windsor Shades.

Boulevard Postoffice,

Windsor Shades Station, Va.

Editor Gazette:

I wonder if the Editor of The Gazette knows that there is a place on the C.& O. by the above address? I learn from passengers who come here, that when they asked for tickets to Boulevard, the answer is " no such station on our line." They should be informed through the press or officials of the road that the station at Boulevard Postoffice(sic) is Windsor Shades, or there should be but one name.

I am a reader of the Virginia Gazette, and do not see any mention of this place. Would it not be well for the editor to have a correspondent here for his own good? It might be the means of circulating his paper and making it of more attraction for others to know that there is such a place. We have here, at the head of navigation on the Chickahominy river, a manufacturing establishment for making truck veneer barrels and others in the knock-down; sawed staves and headings, sawed lumber and lathes. We have also built a stable for cows and barn room, with a view to starting a dairy, and ask the farmers to contribute by keeping more cows on their farms, and help to fill their pockets by supplying a fertilizer to keep up the land to produce whatever is planted or sown.

We have a hotel, and a schoolhouse that is used for holding meetings of all denominations, and store, and several new buildings started, and more to follow. We have 200 lots laid out for a town, and several sold, and material to build up as fast as possible. Those who have not visited us are invited to call on us and we will show them around the village of Windsor Shades, and the many advantages to settle in a healthy part of the old Virginia on productive land and among good neighbors. We have lived here nearly one year and came from the northern part of New York, where the winters are long and severe, and we preferred this climate to any we have visited. We have several coming from the north who are going to settle here, and we hope to raise enough to supply the demands without sending abroad for necessary supplies.

A Northerner.

-Virginia Gazette(Williamsburg) April 11, 1913

-To Be Continued-

The Engine US Grant

From the Army before Richmond

Headquarters Army of the Potomac

June 10, 1864

. . .

Our base at White House is completely established, and capable of supplying us indefinitely with an unlimited quantity of rations and forage. The railroad has been completed to the front, near Dispatch Station, and the fine locomotive, named Lieut-Gen. U.S. Grant, ranges back and forth nearly to the Chickahominy.

-New York Tribune

Railroading 1908

COAL CARS LEAVE TRACK ON EMBANKMENT

Breaking of Arch-bar Causes Wreck on C. & O. Near Providence Forge.

An eastbound Chesapeake & Ohio Railway coal train was derailed at Providence Forge, about 30 miles east of Richmond, at 1:15 o'clock yesterday afternoon by a broken arch-bar on the track. Eight of the coal cars left the track and went down the side of the slight embankment besides the track. No one was injured.

 Wrecking trains were hurried to the scene from this city and Richmond and the wreckage had been sufficiently cleared away to allow the eastbound passenger trains to make the trip to this city yesterday evening. However, all of the derailed cars were not placed back on the track until late into the night.

-  Daily Press(Newport News), January 12, 1908