DOCSLIB.ORG

The Original Survey

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Original Survey CHAPTER 1 1865 - 1911 in 1913. By then renumbered Southern Ry. 3770, it had served the line for a quarter of a century. (K. E. Schlachfe? When the dust cleared the unfortunate Lewis AL&Hs management had only limited freedom to McKenzie faced a daunting job. He now had a bat- spend money. tered railroad as far west as Vienna and not much of Somehow McKenzie managed to patch up the rail- anythmg beyond there. And since the Federal gov- road, although it took time. As best anyone can deter- ernment had viewed the Alexandria, Loudoun & mine now, the line's three original locomotives came Hampshire as an "enemy railroad" it offered nothing home-doubtless also needing patching upand a to rehabilitate the line. (This must have been espe- fourth was acquired as surplus from the government cially galling to McKenzie, who had been a staunch and rebuilt in the Alexandria shop. By January 1866 Unionist before and during the war-a position not the railroad was only open as far west as Hunter's Mill popular with his Alexandria friends.) Not only was the and Thomton, less than seven miles beyond Vienna. state of Virginia clearly in no position to help, but it It was not until June 1867 that trains could operate all was anxious to liquidate its stock holdings-forcing Ithe way to Leesburg again. McKenzie and his associates to arrange to buy out the By 1868 the road was finally whole, with a roster of 0 state's stake. Until that was accomplished in 1867, the four locomotives, four passenger coaches, two mail state effectively held a lien on the property and the and express cars, and 43 assorted freight cars-most '9 .111..1.1.11.1.11.1 11..~...IIIL.ll.1..1....1..1............. - ,. Trains of the Washington, Ohio &Western and its successors used the Pennsylvania Railroad’s impressive 1872 Washington terminal at 6th and B Streets, N.W.-now the site of the National Gallery of Art‘s West Building. The PRR and all railroads from the south crossed the Mall to enter the station, shown here about 1895. (Harwoodcollection) of the latter war surplus. One passenger train was planned route west of Clarke’s Gap and heading scheduled each way, leaving Alexandria at 8 a.m. and slightly southwest to Snickersville (now Bluemont) returning from Leesburg at 12:15 in the afternoon. at the base of the Blue Ridge, about 13 miles. The trip took two hours. The stage connections be- The ultimate terminal also was shifted six miles tween Leesburg and Winchester via Purcellville and farther west from Paddytown (Keyser) to Piedmont, Berryville operated only three days a week. now in the new state of West Virginia; there it could But beyond putting its existing line into shape, the connect not only with the B&O (which probably AL&H never seemed to get going again, and for the would be unfriendly) but with the Cumberland & next 20 years it followed an erratic course to nowhere. Pennsylvania Railroad, which reached mines in the Westward consmaion resumed, but listlessly; by the Georges Creek and Mount Savage areas of Mary- end of 1868 the rails had progressed as far west as land. Continuing to creep forward, track reached Clarke’s Gap, three and a half miles from Leesburg, on Hamilton by March 1870, and at the same time pas- grading completed before the war. The goal was still senger service was increased to two scheduled round the upper Potomac coal fields via Winchester, and a trips a day-the traditional morning turn out of Al- new route was surveyed across the Blue Ridge hump, exandria, which carried the mail, and a slower local this time through Snicker’s Gap, several miles south of which left Hamilton at 5:30 a.m. and returned west 0 the original survey. This involved leaving the originally from Alexandria at 5 pm. 20 Raiis To The Biue Ridge ................................................................. .. ......... ..... ..,., 1 , ....-...-> ..... ..: ...: . ,-= ..... ... --_ .:I: . _.I-c. .... .. .. .. The aesthetic Southern Railway frame station later burned and was replaced by a simpler structure. At the left is the grain elevator, BluemontS majoi- landmark and chief freight customer for the railroad here. (Thomas Underwood collection) By then, however, McKenzie and his group had un- supported by individual cities or states was fast giving accountably veered off in a far more ambitious direc- way to large, competitive trunk line systems domi- tion. They now changed their goal to the Ohio River nated by various northern entrepreneurs. Railroad at Point Pleasant, WestVirginia, about midway between enthusiasm was high and money was flowing into new Parkersburg and present-day Huntington and roughly projects everywhere. 325 miles from Alexandria. The new route would cut As a result, railroading became a high-stakes game across West Virginia about midway between the Balti- ofpower politics, with the national railroad map chang- more & Ohio’s main line on the north and the Chesa- ing rapidly. And nowhere was that map more in flux peake & Ohio, then under construction to the south, than the entire region south of the Potomac. In 1870 and pass through some of the state’s finest virgin coal Collis P. Huntington was in the process of building his country on the way. To conform with a new charter Chesapeake & Ohio from Richmond to the Ohio River, from the state of West Virginia, the AL&H was re- creating a wholly new trunk line across Virginia and named the Washington & Ohio Railroad on July 26, West Virginia. At the same time both the Pennsylvania 1870,with authorizednewcapitalstockof$lS million. Railroad and the Baltimore & Ohio’s John W. Garrett What inspired this vaulting vision in a group which were competing with each other to create extensive seemed barely able to get their railroad beyond southern systems as adjuncts to their expanding east- Leesburg is now unknown. But it should be noted that em and midwestern lines. Garrett bought control of the railroad environment was then changing dramati- the merged Orange & Alexandria and Manassas Gap cally. The Golden Spike was driven in 1869 and rails roads and, it was said, intended eventually to reach New 0 now reached all the way to the Pacific. The original Orleans. The Pennsylvania was then building a line into concept of regional and localized lines promoted or Washington which it would extend toward Richmond; LkeamandDoldrunu 21 An eastbound Southern Railway wayfreight pauses at Herndon about 1908. (David Marcham collection) soon afterward it would start gobbling up lines through The first mountain was still in the distance but the the Piedmont south of Richmond heading toward At- old bugbear of money continued to haunt to the lanta and Memphis. Baltimore financier William T. project. The company’s gross revenues, which wavered Walters, a PRR ally, simultaneously started assembling around $100,000 ayear, were barelyadequate to meet what became the Atlantic Coast Line system. it operating expenses, much less finance building a In short, it was a turbulent era of railroad expansion railroad through 275 miles of mountain wilderness. and empire-building, with potentially lucrative oppor- In addition the timing was disastrous. The depression tunities for those who moved fast and surely. Perhaps which followed a financial panic in 1873 dried up the McKenzie group thought it could be a contender whatever capital McKenzie may have hoped for. (He in this arena. Or, perhaps, it thought that its expansive was hardly alone; many railroads, especially in the new charter would make the railroad an amactive pur- South, were in receivershp and even the mighty Penn- chase for one of the new empire builders. sylvania and Baltimore & Ohio were forced to give up Either way it was a forlorn hope. The new Wash- their southern adventures.) Furthermore his company ington & Ohio could do no better than inch forward still owed the State of Virginia for its buyout of the a few more miles. It was not until April 1874 that the state’s stock. Out of a $9 million bond issue autho- rails arrived in Purcellville, four miles from Hamilton. rized when the Washington & Ohio was organized, By the end of that year they had reached Round Hill, only $235,000 was actually issued and interest pay- a hamlet in the Blue Ridge foothills three miles from ments on this and its earlier debt were problematical. Purcellville and about SO miles from Alexandria. And For one day, at least, the struggling railroad could there the Washington & Ohio heaved a sigh and bask in some glory: in November 1873 President 0 stopped for good. Ulysses S. Grant took his entire cabinet on a special z z Raih To The Blue Ridge 11.1. ~1.1.1.1....1..~..91..........~.1..~......9..1....1......... Richmond & Danville. (Dav;d Marcham collection) train to Leesburg, where the august group spent the This time the purchasers were a group of New York day at the Loudoun County Fair. financial speculators, who took control on June 12, The end for McKenzie came February 9, 1878, 1883 and renamed their property the Washington, when the Washington & Ohio formally went into re- Ohio & Western. The new title implied even grander ceivership. Although there would be a few false prom- goals, but in fact the new owners were mostly inter- ises over the next decade, Alexandria's will-o-the-wisp ested in selling or leasing the line to some other rail- dreams of western expansion were finished, and the road which might consider it strategic. To make it original management which had suffered with the rail- more attractive, they embarked on a modest modern- road since the 1850s retired from the scene.
Load more

Recommended publications
  • Dulles Corridor Metrorail Project Silver Line Phase 2 Implementation Board Transportation Committee Update December 10, 2019
    Dulles Corridor Metrorail Project Silver Line Phase 2 Implementation Board Transportation Committee Update December 10, 2019 Yuqing Xiong, Special Project Division Fairfax County Department of Transportation Project Status Phase 1 • Old Meadow Road Realignment – 100% design complete. • Utility relocation underway; two utilities remain • Roadway construction to resume in Spring 2020 • VDOT Punch List Ongoing – MWAA to complete • Phase 1 Close out - $2.982B (no change) Phase 2 Old Meadow Rd • Overall Phase 2 – 97% complete • Package A (Rail, System & Stations) – 97% • Package B (Rail yard at Dulles) – 97% 2 Project Status Phase 2 (continued) • General Activities • Dynamic testing – Ongoing • Property conveyances and maintenance agreements – Final Review • Site inspections and walkdowns – Ongoing Old Meadow Rd • Wiehle Reston East Station scheduled shutdowns for testing of Phase 2 • November 23/ 24 2019 – Completed • November 30/ December 01 2019 – Completed • All weekends in December 2019 and January 2020 – Approved by WMATA • MWAA and WMATA identified concerns - Discussions on remediation are ongoing • Concrete Panel Deficiencies • Fouled Ballast at Dulles Rail Yard • Concrete Ties/Cross-Level Deficiencies 3 Project Status Phase 2 (continued) • Construction Status • Civil - Utilities relocation work completed; paving operations, stormwater management ponds, storm drains ongoing • Stations – Interior finishes, station clean up, elevator and escalator testing, and lighting installation and other electrical work ongoing • Track – Clean-up
    [Show full text]
  • Johnston Site Bulletin A
    National Park Service Kennesaw Mountain U.S. Department of the Interior Kennesaw Mountain National Battlefield Park Joseph E. Johnston, Soldier Introducing Mr. Johnston When the Civil War broke out, many of his military colleagues expected much of Joseph E. Johnston. By 1861, he had already been battle-hardened. A native of Virginia, Johnston attended the military academy at West Point, graduating with Robert E. Lee, future commander of the Army of Northern Virginia. A few years later, the young soldier served in the Black Hawk War of 1832, then against the Seminoles in Florida in 1838. In the Mexican War, Johnston was wounded twice and was soon thereafter promoted to colonel. By the outbreak of the Civil War, “Old Joe” was quartermaster-general of the United States Army. Early War Experience When war broke out in 1861, Johnston resigned his was heavily pressured to relieve the city, despite post in favor of the Confederacy, and was appointed his small numbers. Although Johnston ordered the Commanding General of the Army of the Shenan- commander of the Confederate garrison, Lieutenant doah. Later that year when the North launched its General John C. Pemberton, to attack in conjunction first major offensive, the general evaded a superior with his forces, the former refused. Without these force under Union General Patterson to join with men, attack was impractical. Johnston next or- Confederate General Beauregard at the First Battle of dered Pemberton to retreat and save his army from Manassas, and played a crucial role in the Rebel vic- capture. Pemberton had, however, been ordered tory there.
    [Show full text]
  • Public Comment Letters
    Virginia Sierra Club Comments on Northern Virginia Transportation Authority 2015‐16 Plan March 23, 2015 The Virginia Sierra Club supports the development of a balanced transportation system that expands our transportation choices. We have seen in Northern Virginia that when there is a steady investment in multi-modal systems, a far higher share of trips are made by bicycling, walking and transit, and traffic congestion has not increased even with economic and population growth. We appreciate the deliberate and transparent manner in which NVTA has developed the criteria for rating road and transit projects. However, we believe that NVTA’s current project evaluation, prioritization and selection processes overlook the value of expanding mode choices and improving accessibility within and between activity centers. Highway and arterial expansion can lead to temporary congestion relief, but induced traffic quickly refills the expanded capacity. It is transit and transit-oriented development that offer the best long-term transportation approach because they maximize transit, walking and bike trips, and reduce the necessity of car ownership and use. Every person who can live and/or work in a transit-oriented community is a regional transportation benefit. Localities and regions that have invested in a wide range of infrastructure accommodating all travel modes, and that are concentrating development near transit, have had the most success in managing traffic while also increasing economic development. During the past thirty years Arlington has focused growth near transit while planning new pedestrian and bicycle infrastructure. It has seen dramatic economic growth and a dramatic increase in trips – without any discernible increase in traffic.
    [Show full text]
  • The State Flag of Georgia: the 1956 Change in Its Historical Context
    The State Senate Senate Research Office Bill Littlefield 204 Legislative Office Building Telephone Managing Director 18 Capitol Square 404/ 656 0015 Atlanta, Georgia 30334 Martha Wigton Fax Director 404/ 657 0929 The State Flag of Georgia: The 1956 Change In Its Historical Context Prepared by: Alexander J. Azarian and Eden Fesshazion Senate Research Office August 2000 Table of Contents Preface.....................................................................................i I. Introduction: National Flags of the Confederacy and the Evolution of the State Flag of Georgia.................................1 II. The Confederate Battle Flag.................................................6 III. The 1956 Legislative Session: Preserving segregation...........................................................9 IV. The 1956 Flag Change.........................................................18 V. John Sammons Bell.............................................................23 VI. Conclusion............................................................................27 Works Consulted..................................................................29 Preface This paper is a study of the redesigning of Georgia’s present state flag during the 1956 session of the General Assembly as well as a general review of the evolution of the pre-1956 state flag. No attempt will be made in this paper to argue that the state flag is controversial simply because it incorporates the Confederate battle flag or that it represents the Confederacy itself. Rather, this paper will focus on the flag as it has become associated, since the 1956 session, with preserving segregation, resisting the 1954 U.S. Supreme Court decision of Brown v. Board of Education of Topeka, and maintaining white supremacy in Georgia. A careful examination of the history of Georgia’s state flag, the 1956 session of the General Assembly, the designer of the present state flag – John Sammons Bell, the legislation redesigning the 1956 flag, and the status of segregation at that time, will all be addressed in this study.
    [Show full text]
  • Accessibility Advisory Committee
    Accessibility Advisory Committee Bus and Rail Subcommittee Meeting Minutes: June 10, 2019 Attendees Present: Tino Calabia (Chair), Elvir Ariza-Silva, Darnise Bush, Erin Coneys, Rico Dancy, Melanie Jackson, Mary Kay McMahon, Phil Posner, and Denise Rush. Call to Order Chair Calabia called the Bus and Rail Subcommittee (BRS) meeting to order at 4:00 pm. Chair Calabia started with introductions of the Committee members. Approval of Agenda and Prior Meeting Minutes: The modified meeting agenda was approved. The topic of Pantograph Style Inter-Car-Barrier was added for committee discussion. The May 13th Meeting Minutes were approved as written. Silver Line Phase 2: Dusty Smith, Outreach and Communications, Dulles Corridor Metrorail Project, delivered a presentation on the status of the Silver Line Phase 2. Mr. Smith provided background of Silver Line Phase 1 and continued to the new six Silver Line Phase 2 stations: Reston Town Center station, Herndon station, Innovation Center station, Dulles Airport station, Loudoun Gateway station, and Ashburn station. The construction of Phase 2 is more than 94% complete. The stations and track are more than 92% complete, whereas the Rail Yard and Maintenance Facility are more than 98% complete. The opening date will be determined by WMATA. He talked about parking (unavailability), bus drop-off/pick up, kiss & ride, bicycle racks, lockers and other racks, per station. Mr. Smith also provided information about the planned and potential growth around each station. At this time, Mr. Smith invited questions from the Committee members. Chair Calabia asked if pictures of the new elevator buttons are available for the Committee to review.
    [Show full text]
  • Dulles Corridor Metrorail Project Silver Line Phase 2 Implementation
    Dulles Corridor Metrorail Project Silver Line Phase 2 Implementation Board Transportation Committee Update May 8, 2018 Mark Canale, Fairfax County Project Manager Fairfax County Department of Transportation Project Status Phase 1 • Old Meadow Road Realignment – 90% design complete. • Construction completion scheduled for the end of 2018. • VDOT punch list ongoing – MWAA and Bechtel to complete • Work on bus bays at Spring Hill and McLean starting May/June • Phase 1 close out - $2.982B (no change) Phase 2 • Overall Phase 2 – 80% complete • Package A (Rail line, system, and stations) – 80% • Sections of the third rail have been energized. • Package B (Rail yard at Dulles) – 81% • Contractual Substantial Completion – August 2019 • WMATA Board to establish Revenue Operations Date 2 Phase 2 – Station Construction • Reston Town Center Station – Mechanical/electrical/plumbing rough-in, stormwater facilities, and pavilion area work ongoing. • Herndon Station – Electrical installation, work on the station vault roof, and continued work on north and south pavilions. • Innovation Station – Masonry, electrical and plumbing, pavilion detailing, and pedestrian bridge touch-up painting. 3 Phase 2 – Station Construction • Dulles Airport Station – Mechanical/electrical/plumbing work, tunnel tie-in work ongoing. • Loudoun Gateway Station – Precast erection, foundation and support walls, pedestrian bridge assembled, concrete walls and decks for north pavilion. • Ashburn Station - Station concrete work, precast erection, pavilion work, and pedestrian bridges erected. 4 Phase 2 – Aerial, Track, Utilities, Systems • Aerial guideway crew welding girders and clean up work • Utility relocation ongoing • Traction Power Feeders – installation of manholes and duct bank to tie into Traction Power Substations (TPSS) and Tie Breaker Stations (TBS), • Ground grids being installed to TPSS and TBS, continue 34.5kV cable installation and conduit installation • Section of 34.5kV energized between TPSS buildings at Herndon, Innovation, and Dulles Airport.
    [Show full text]
  • Civil War and Reconstruction Era Cass/Bartow County
    CIVIL WAR AND RECONSTRUCTION ERA CASS/BARTOW COUNTY, GEORGIA Except where reference is made to the work of others, the work described in this dissertation is my own or was done in collaboration with my advisory committee. This dissertation does not include proprietary or classified information. _______________________________ Keith Scott Hébert Certificate of Approval: ____________________________ ____________________________ Anthony G. Carey Kenneth W. Noe, Chair Associate Professor Professor History History ____________________________ ____________________________ Kathryn H. Braund Keith S. Bohannon Professor Associate Professor History History University of West Georgia ____________________________ George T. Flowers Interim Dean Graduate School CIVIL WAR AND RECONSTRUCTION ERA CASS/BARTOW COUNTY, GEORGIA Keith Scott Hébert A Dissertation Submitted to the Graduate Faculty of Auburn University in Partial Fulfillment of the Requirements for the Degree of Doctorate of Philosophy Auburn, Alabama May 10, 2007 CIVIL WAR AND RECONSTRUCTION ERA CASS/BARTOW COUNTY, GEORGIA Keith Scott Hébert Permission is granted to Auburn University to make copies of this dissertation at its discretion, upon request of individuals or institutions and at their expense. The author reserves all publication rights. ________________________________ Signature of Author ________________________________ Date of Graduation iii DISSERTATION ABSTRACT CIVIL WAR AND RECONSTRUCTION ERA CASS/BARTOW COUNTY, GEORGIA Keith Scott Hébert Doctor of Philosophy, May, 10, 2007 (M.A.,
    [Show full text]
  • Medal of Honor Narrative Andrews Raiders
    Medal of Honor: Andrews’ Raiders One of the 19 of 22 men (including 2 civilians) who, by direction of Gen. Mitchell (or Buell) penetrated nearly 200 miles south into enemy territory and captured a railroad train at Big Shanty, Ga., in an attempt to destroy the bridges and tracks between Chattanooga and Atlanta. This is an example of the citation in which the Medal of Honor was awarded to nineteen of the twenty-four participants in the Great Locomotive Chase, a daring military mission breaching Confederate lines. Twenty-two of the men were military and known in history as “Andrews’ Raiders.” Six of the raiders were the very first to receive the Medal of Honor on March 25, 1863. The other thirteen men received the medal later for the same action. Seven raiders received their honor posthumously, some in September 1863 and others after the war. In spring 1862, Confederate forces began the Heartland Offensive by splitting into small groups in an attempt to spread the Union opposition thin. A division from the Army of the Ohio led by Brigadier General Ormsby Mitchel was ordered to Huntsville, Alabama, to repair railroads. In an effort to capture and control railroads deep into Georgia, black-market trader James J. Andrews Marion Ross received the medal developed a plan to conduct a small group of soldiers posthumously, c.1861. Ancestry.com. behind enemy lines. The men were to meet in Georgia, purchase tickets on a train to Chattanooga, overtake the train and destroy telegraph lines, bridges, and railroad track along the return trip north.
    [Show full text]
  • Public Comment Period for Draft 2017 Program
    To: Members of the Alexandria City Transportation Commission and Northern Virginia Transportation Authority Subject: Public Comment Period for Draft 2017 Program My name is Liz Goldmann and I'm a resident of Alexandria. Due to other committments I'm unable to attend the Alexandria City Transportation Commission meeting but wanted to provide my comments on the Northern Virginia Transportation Authority program. Please share this with your commissioners and the Northern Virginia Transportation Authority officials. First and foremost thank you for allowing public comments on this draft program. All of the projects which are included will help transportation but my particular comments relate to four projects which I think are very important and should be granted funding. The first project is the Potomac Yard Metro Station which falls along US Route 1 in Alexandria. This project will be a catalyze for urban development and get people out of their cars and get people to live and work and shop within a reasonable distance of a metro station, something which Alexandria needs more of and something which can be seen in Arlington, DC, Silver Spring, and Bethesda. Potomac Yard will also be a go to station for south Arlington residents as well as a future large employment center for the DC area. This project should be funded. The second project is the 66 Route 28 interchange project which I believe should be funded. Traffic on 66 and 28 is really dreadful and unpredictable. I have the unfortunately experience of traveling 66 three times a week, while I telecommute two days out of the week which helps to keep my sanity.
    [Show full text]
  • Fairfax County Silver Line Station Names
    FAIRFAX COUNTY SILVER LINE STATION NAMES: STAFF RECOMMENDATIONS, SURVEY RESULTS, AND SUPPORTING INFORMATION Nick Perfili, Dulles Rail Project Planner Fairfax County Department of Transportation April 10, 2012 BACKGROUND On March 29, 2011, the Board of Supervisors endorsed recommended names for the Fairfax County Silver Line stations. These names were reviewed by staff from the Washington Metropolitan Area Transit Authority (WMATA). WMATA staff informed the County that all but two of the proposed station names (Tysons I&II and Reston Town Center) were repetitive, confusing, or not distinctive enough to assist in way-finding and travel on Metrorail (“Tysons,” “Tysons,” “Tysons,” “Tysons;” “Reston,” “Reston;” “Herndon–Reston,” “Herndon”). WMATA’s staff recommendation was based in part on customer research that included both riders and non-riders of the Metrorail system. Ultimately, the WMATA Board of Directors rejected the station names submitted by Fairfax County. As a result of the WMATA Board action and Supervisor Hudgins’ July 26, 2011, Board Matter, Fairfax County Department of Transportation (FCDOT) staff, in partnership with WMATA staff, worked to engage the public on Silver Line station names that fit WMATA’s Station Naming Policy. The policy states station names should be: Relevant: Identify station locations by geographical features, centers of activity or be derived from the names of cities, communities, neighborhoods or landmarks within one-half mile (walking distance) of the station; Brief: Limited to 19 characters with spaces and punctuation, including both primary and secondary names; Unique: Distinctive and not easily confused with other station names; and Evocative: Evoke imagery in the mind of the patron.
    [Show full text]
  • Eagle River Main Office 11471 Business Blvd Eagle River
    POST OFFICE NAME ADDRESS CITY STATE ZIP CODE EAGLE RIVER MAIN OFFICE 11471 BUSINESS BLVD EAGLE RIVER AK 99577 HUFFMAN 1221 HUFFMAN PARK DR ANCHORAGE AK 99515 DOWNTOWN STATION 315 BARNETTE ST FAIRBANKS AK 99701 KETCHIKAN MAIN OFFICE 3609 TONGASS AVE KETCHIKAN AK 99901 MIDTOWN STATION 3721 B ST ANCHORAGE AK 99503 WASILLA MAIN OFFICE 401 N MAIN ST WASILLA AK 99654 ANCHORAGE MAIN OFFICE 4141 POSTMARK DR ANCHORAGE AK 99530 KODIAK MAIN OFFICE 419 LOWER MILL BAY RD KODIAK AK 99615 PALMER MAIN OFFICE 500 S COBB ST PALMER AK 99645 COLLEGE BRANCH 755 FAIRBANKS ST FAIRBANKS AK 99709 MENDENHALL STATION 9491 VINTAGE BLVD JUNEAU AK 99801 SYLACAUGA MAIN OFFICE 1 S BROADWAY AVE SYLACAUGA AL 35150 SCOTTSBORO POST OFFICE 101 S MARKET ST SCOTTSBORO AL 35768 ANNISTON MAIN OFFICE 1101 QUINTARD AVE ANNISTON AL 36201 TALLADEGA MAIN OFFICE 127 EAST ST N TALLADEGA AL 35160 TROY MAIN OFFICE 1300 S BRUNDIDGE ST TROY AL 36081 PHENIX CITY MAIN OFFICE 1310 9TH AVE PHENIX CITY AL 36867 TUSCALOOSA MAIN OFFICE 1313 22ND AVE TUSCALOOSA AL 35401 CLAYTON MAIN OFFICE 15 S MIDWAY ST CLAYTON AL 36016 HOOVER POST OFFICE 1809 RIVERCHASE DR HOOVER AL 35244 MEADOWBROOK 1900 CORPORATE DR BIRMINGHAM AL 35242 FLORENCE MAIN OFFICE 210 N SEMINARY ST FLORENCE AL 35630 ALBERTVILLE MAIN OFFICE 210 S HAMBRICK ST ALBERTVILLE AL 35950 JASPER POST OFFICE 2101 3RD AVE S JASPER AL 35501 AUBURN MAIN OFFICE 300 OPELIKA RD AUBURN AL 36830 FORT PAYNE POST OFFICE 301 1ST ST E FORT PAYNE AL 35967 ROANOKE POST OFFICE 3078 HIGHWAY 431 ROANOKE AL 36274 BEL AIR STATION 3410 BEL AIR MALL MOBILE AL 36606
    [Show full text]
  • Press Release REVISED May 20, 2020 Historic Jefferson Railway 400 E. Austin Jefferson, TX 75657 General Information, Info@Jeffer
    Press Release REVISED May 20, 2020 Historic Jefferson Railway 400 E. Austin Jefferson, TX 75657 General Information, [email protected] or 866-398-2038 www.JeffersonRailway.com, www.DiamondDonEmpire.com Media Contact: Melissa Moit, Manager, call or text 903-742-2041 The Great Locomotive Chase – The Andrews Raid Come experience the re-enactment of The Great Locomotive Chase - The Andrews Raid, the Civil War’s most gripping railroad story aboard an antique gas-powered locomotive at Historic Jefferson Railway. See the North and South skirmish a replica ironclad gunboat firing its cannons on the banks of the Big Cypress Bayou River. The Great Locomotive Chase trains will run on Saturday, May 30, 2020 departing from the Historic Jefferson Railway in downtown Jefferson at 10:30 12:30, 2:30, and 4:30. We have added 10:30 train Saturday morning due to demand. Price is $15 plus tax, lap children free. Tickets are available on line. The gripping tale of The Andrews Raid is the Civil War’s most fascinating railroad story. Famous campaigns were planned and conducted for the primary purpose of capturing or destroying railroad lines of value to the enemy. On the morning of April 12, 1862, the most famous locomotive of the Civil War, the General, was hijacked by the Union civilian spy, James J. Andrews, and his men. After a nail-biting eight hours and 87 miles, the Southerners captured the General, James Andrews and several of his men. The Merrimack was a Union cruiser, captured by the South in Norfolk Virginia, and renamed the Virginia.
    [Show full text]