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<DIV><FONT size=2 face="Trebuchet MS">Bluefield Daily Telegraph<BR>June 24,
1910</FONT></DIV>
<DIV> </DIV>
<DIV align=center><FONT size=4>MOUNTAIN SECTION OF VIRGINIAN
RAILWAY</FONT></DIV>
<DIV align=center>------</DIV>
<DIV align=center><STRONG>Coal Trade Journal Says Princeton is Destined to
Become Important Point</STRONG></DIV>
<DIV align=left> F. S. W. in Coal Trade Journal: In view
of all that has been said in regard to the Virginian Railway, it must be
admitted that the commencement of the line at Deepwater, W. Va., something like
two hours' ride east from Charleston, the state capital, makes rather an
inauspicious introduction to the important undertaking that the road admittedly
is. At this little wayside point one sees no apparent signs of the great
enterprise that lies beyond, and the condition of affairs indicates very plainly
that for the time being the management has no thoughts of an extension to the
lakes, as was so frequently referred to a year or more ago.</DIV>
<DIV align=left> As a matter of fact, the road from Deepwater
in about as far as Eccles is simply such a coal region branch as other companies
have laid down from time to time without thought of adding 400 miles to its
length or constructing any portion of a trunk line. Imagine, the Bull Hill
branch of the Erie laid with heavy rails, and one has a fair idea of this
portion of the road, and the old original Deepwater line, dating back to its
origin to about 1898. Some side tracks are now being built, but
apparently no great amount of attention is paid to this portion of the road, for
some broken cars, remains of wrecks, are to be seen; the ditches through the
cuts are not cleaned of the debris that has fallen down through the winter, and
the stations are either very small or are non-existent, the train simply
stopping at a designated point after the manner of an inter-urban trolley.
There are no signs showing the names of any of the stations, and inquiry is the
only means of knowing where one may be at a designated moment.</DIV>
<DIV align=left> The coal and coke operations at Page present
a business like appearance, and the store and office buildings at Herberton show
up well--quite the most attractive place on this part of the line, it might be
said.</DIV>
<DIV align=left> As one rides further along and gets into the
section from which coal begins to move to tidewater in larger volume an
improvement in conditions is to be noted, and it is seen that considerable
ballasting is in progress.</DIV>
<DIV align=left> As is generally known, this part of the
country is rugged, and the railroad lines twist around remarkably. The
Chesapeake & Ohio has a branch into Virginian territory, which approaches
the line at Eccles and continues on some three or four miles to Lester;
while the Norfolk and Western has a branch in from Bluestone Junction to Matoaka
and to mines beyond. This leaves a comparatively limited distance in which
the Virginian Railway is the only means of communication with the outside
world.</DIV>
<DIV align=left> The part of the road between Eccles and Jenny
Gap was somewhat hastily built, in order to secure possession in advance of the
Chesapeake & Ohio of the all-important right-of-way through that
section. This secured, the builders of the road could proceed more
leisurely, and beyond Mullens one has evidence of the good construction upon
which rests the fame of the Virginian Railway. From this point on the
complimentary allusions are altogether appropriate and well-deserved, and while
necessarily in the case of a new line the road-bed is a little soft and fast
running is not to be indulged in, the line gives promise of a great future and
is quite a different undertaking from the old original route in from Deepwater,
whereon wooden trestles are quite frequent.</DIV>
<DIV align=left> Notwithstanding the newness of the work on
this part of the line, it is said that steps are already under consideration for
certain improvements, with a view to securing still easier grades and avoiding
or reducing certain curves.</DIV>
<DIV align=left> We notice some little peculiarities in
management, in that time-tables seem to be scarce. The road issues an
attractive illustrated folder, but none of these could be had at Charleston or
elsewhere, apparently. And, for another thing, the club car on the train
presented a somewhat undignified appearance with one of its windows mended by
attaching a block of wood on either side of a broken glass, but possibly this
was only temporary.</DIV>
<DIV align=left> Princeton, which is twelve miles from
Bluefield, is destined to be the most important point on the mountain section of
the road. Here large shops are being erected, and the size thereof is in most
notable contrast to the small buildings which one sees at characteristic
coal-region towns. While Princeton is a very old place, being the county seat of
Mercer county, it has taken on new life and is being practically reconstructed
by reason of the great increase in population and industrial activity that will
follow the opening up of the large shops of the railroad company at this
point. The old county roads which served as streets have been re-graded
and while they are very rough at the present time, the local gossip is to the
effect that macadamizing is to be put under way at once and reference is made to
a water system and other modern improvements. There is already a trolley
line running one car back and forth between the court house and the station, and
altogether Princeton seems to be one of the coming places of that section of the
state.</DIV>
<DIV align=left> There are some who say that this is the best
point at which to transfer for Bluefield. One is told at various places
that there is an automobile stage line between the two points, but this is not
altogether a certainty, depending quite properly upon whether the automobile is
in running order. We had to make the trip by hack, and while the road was
[<EM>a</EM>] very fair one for a mountain district, the ride is long and
probably the transfer at Pearisburg, as heretofore mentioned in the Journal, is
as good a way as any by which to make connections. Every one has some
suggestion to make in regard to the best place for changing from one road to the
other, but none of them is easy and probably the best plan is not to arrange for
any such joint service excepting in case of necessity, for the railroad
schedules by no means favor joint traffic arrangements.</DIV>
<DIV align=left> Riding east on the Norfolk and Western the
Virginian is in sight for miles at a time and some fine work can be seen.
Concrete culverts and foundations are much in evidence and the two bridges
crossing the New River are splendid structures. There are a few wooden
trestles here, also, but in general the construction is of the most advanced
type.</DIV>
<DIV align=center>------</DIV>
<DIV align=left>[I w<EM>onder why the writer left the Virginian at Princeton and
took the N&W east of Bluefield instead of continuing on the
Virginian.</EM>]</DIV>
<DIV align=left> </DIV>
<DIV align=left><FONT size=6 face=Script>Gordon
Hamilton</FONT></DIV></BODY></HTML>