USA > West Virginia > Myers' history of West Virginia (1915) Volume II > Part 5
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5
135
1
Monongalia
13
73
65
10
161
7
Monroe
5
51
63
1
120
7
Morgan
9
27
24
?
62
.
Mc Dowell
8
43
42
7
100
7
Nicholas
29
154
108
10
301
1
Dhic
7
56
63
1
127
19
l'endleton
7
80
60
6
153
3
Pleasants
8
53
38
Pocahontas
7
44
4.4
1
96
1
Preston
25
132
79
2
238
2
Putnam
23
117
83
4
227
2
Raleigh
10
81
73
5
169
5
Randolph
2
45
58
5
110
3
Ritchie
24
112
74
4
214
9
Roane
7
153
126
9
295
?
Summers
4
67
72
1
144
5
Taylor
3
37
30
6
76
7
Tucker
6
47
48
4
105
2
Tyler
8
59
53
6
126
11
Upshur
9
88
102
3
202
19
Wayne
8
119
103
3
233
2
Webster
0
48
64
3
124
.
Wetzel
15
90
98
2
205
3
Wirt
9
64
45
4
122
1
Wood
18
116
80
7
221
5
Wyoming
1
48
43
8
100
1
Totals.
.549
4.441
4,069
246
9,305
370
During the year 1912, 36 primary and 13 high school cer- tificates and 2.936 elementary and 391 graded diplomas were issued.
Enrollment of Pupils in West Virginia Schools, 1912.
County.
Total Whites
Total Colored
Grand Total
Barbour
3,427
153
3,580
Berkeley
2,689
187
2,876
Boone
2,859
59
2,918
Braxton
5,518
22
5,540
Brooke
2,119
16
2,135
Cabell
4,471
45
4,516
Calhoun
2,34
2,344
Clay
3,200
3,200
Doddridge
10,243
1,900
12,143
Fayette
2,811
5
2,816
Gilmer
1,961
60
2,021
Grant
5,808
488
6,296
Greenbrier
2,692
55
2,747
Hampshire
Hancock
2,346
2,346
Mercer
6
84
3,012
20
3,041
101
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History of West Virginia
County
Total Whites
Total Colored
Total
Hardy
2,100
62
2,162
Harrison
9,968
214
10,182
Jackson
5,482
5,482
Jefferson
2,012
720
2,738
Kanawha
13,285
618
13,903
Lewis
4,522
24
4,546
Lincoln
5,021
5,021
Logan
3,804
47
3,851
Marion
9,651
123
9,774
Marshall
4,827
4,827
Mason
6,135
42
6,177
Mercer
8,446
1,055
9,501
Mineral
3,468
141
3,609
Mingo
5,141
147
5,288
Monongalia
6,120
66
6,206
Monroe
3,204
177
3,381
Morgan
1,937
32
1,909
Mc Dowell
6,244
2,214
8,458
Nicholas
4,381
4,381
Ohio
2,805
51
2,820
Pendleton
2,395
35
2,430
Pleasants
1,916
1,916
Pocahontas
2,750
66
2,816
Preston
6,467
17
6,484
Putnam
4,649
103
4,752
Raleigh
5,971
502
6,473
Randolph
5,997
96
6,093
Ritchie
4,735
4,735
Roane
5,352
5,352
Summers
-1,692
266
4,968
Taylor
1,917
69
1,986
Tucker
4,095
62
4,157
Tyler
3,944
24
3,968
Upshur
4,267
48
4,315
Wayne
6,522
17
6,539
Webster
2,725
2,725
Wetzel
6,419
6,419
Wirt
2,374
14
2,388
Wood
4,437
4,437
Wyoming
2,804
20)
2.824
Ceredo ( Wayne)
795
14
809
Charleston (Kanawha)
4,625
636
5,261
Grafton (Taylor)
1,434
50
1,484
Huntington (Cabell)
5,074
368
5,442
Martinsburg (Berkeley)
1,399
162
1,561
Moundsville ( Marshall)
1,750
19
1,778
Parkersburg ( Wood)
4,103
143
4,246
Wheeling (Ohio)
5,427
187
5,614
Total
273,097
11,660
284,757
Grand
School Libraries.
The school library has become very popular in West Vir- ginia. In 1897 there were 8,026 volumes in all the schools (i
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History of West Virginia
the State. In 1912 there were 314,430 volumes, distributed among 3,873 schools, as follows:
Barbour
128
10,927
Mingo
32
1,787
Berkeley
85
3,658
Monongalia
70
6,597
Boone
42
2,127
Monroe
71
2,736
Braxton
127
6,442
Morgan
23
1,704
Brooke
45
4,854
McDowell
76
4,218
Cabell
88
12,926
Nicholas
48
2,243
Calhoun
43
1,972
Ohio
83
7,376
Clay
28
1,756
Pendleton
43
2,183
Doddridge
113
6,666
Pleasants
54
2,935
Fayette
78
4,874
Pocahontas
75
3,858
Gilmer
59
2,477
Preston
49
4,984
Grant
43
3,952
Putnam
32
1,154
Greenbrier
121
6,036
Raleigh
90
3,974
Hampshire
57
1,152
Randolph Ritchie
47
3,493
Hardy
57
1,686
Roane
59
2,619
Harrison
168
15,225
Summers
48
2,892
Jackson
70
3,551
Taylor
47
5,719
Kanawha
99
7,918
Tyler
83
7,308
Lewis
61
7,294
Upshur
61
4,844
Lincoln
37
2,174
Wayne
66
3,913
Logan
14
901
Webster
52
3,546
Marion
195
41,346
Wetzel
139
11,991
Marshall
179
11,516
Wirt
21
1,005
Mason
81
3,791
Wood
106
27,005
Mercer
54
2,255
Wyoming
8
220
Mineral
86
5,875
Total
3,873
314,430
SUMMARY FOR 1912.
Number of school houses in West Virginia.
6,791
Number of rented houses used for schools.
267
Average number of school houses built each year
175
Total number of rooms used for schools.
9,276
Total number of rooms with apparatus
5,969
Total number of rooms with libraries
3,912
Total number of volumes in libraries
314,430
Total enrollment-White pupils .
273,097
Colored pupils
11,660
Total white and colored.
284,757
Total certificates issued teachers
9,675
Total number of teachers.
9,312
Number of pupils graduated:
Male
Female
Total
White
1,848
2,136
3,984
Colored
36
60
96
Total
1,884
2,196
4,080
Average length of school term
137 days
91
4,911
Hancock
64
4,788
46
4,887
Jefferson
37
3,490
Tucker
.
Color
57
History of West Virginia
-
Valuation of School Property.
Houses $7,708,476
Lands 1,703,375
Furniture
707,306
Apparatus
150,157
Libraries
273,174
Total valuation . $10,542,488
Total salary paid teachers of all gradcs.
2,977,712
Average monthly salary of teachers:
First grade certificates ..
$48.26
Second grade certificates 32.87 Third grade certificates.
40.35
Total cost of education for 1912 $5.081,603
Assessed valuation of all taxable property. $1,168,012,658
For further school data see History of Cities and Towns, Chapter XXXIII.
CHAPTER XXXII.
RAILROADS IN WEST VIRGINIA.
Of all things that make for civilization and the general improvement and upbuilding of a country, the railroad has been and probably will always be, the most active agent through which it is possible to obtain the greatest degree of success ; and there are few States in this Union more liberally blessed with this civilizing, Christianizing and commercializ- ing agency than is our own Little Mountain State-West Vir- ginia. In fact there are roads under construction somewhere within the State all the time, and it is difficult for one not in close touch with railroad affairs to keep track of these im- provements. However, the last account the writer had there were about sixty-six steam roads completed and in operation in the State, exclusive of the numerous electric lines, with ap- proximately 3,700 miles of main line track, and from one to six of these enter into, or extend through, each of the fifty-five counties, excepting only four.
The Baltimore & Ohio Railroad, with its 1,124 miles of track, enters thirty-two counties in the State; the Chesapeake & Ohio, with 527 miles. 16 counties : Norfolk & Western, 380 miles, 7 counties : Coal & Coke, 19512 miles, 7 counties ; West- ern Maryland, 179 miles, 6 counties ; Kanawha & Michigan, 94 miles, 4 counties ; the Virginian, 136 miles, 4 counties : P., C. & St. L., 55 miles, 3 counties ; Little Kanawha, 301/2 miles, 2 counties ; Dry Fork, 36 miles, 2 counties ; Clarksburg North- ern, 14 miles, 2 counties ; Kanawha & West Virginia, 39 miles, 1 county : Pickens & Hodom, 21 miles, 1 county; West Vir- ginia Midland, 67 miles, 1 county ; Alexander & Eastern, 18 miles, 1 county : Cairo & Kanawha, 17 miles, 1 county, etc.
The total assessed valuation of steam roads in the State for the year 1912 was $182,624,100, as follows :
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History of West Virginia
Railroad. Valuation.
Railroad. Valuation.
Alexander & Eastern .. $
25,000
Kelly's Creek & N. A.Ş 60,000
Big Sandy & Cumbd ... 2,000
Kanawha Central. . 30,000
Benwood & Whg. Con. 60,000
Kanawha & Eastern ... 3,000
Buffalo Creek & Gauley 100,000
Kanawha & Michigan . . 4,750,000
Beaver Creek. 15,000
Kelley's Creek Imp. 36,000
Little Kanawha 200,000
Cranberry
50,000
Lew'burg & Roncyt. F .. 37,500
Cairo & Kanawha.
60,000
Longdale Iron Co.
16,050
Loop & Lookout .
35,000
Marlinton & Camden ..
78,000
Coal & Coke.
4,900,000
Cumbd. & Pennsylvania
18,000
Chesapeake & Ohio ..
35,000,000
Campbell's Creek
135,000
Norfolk & Western.
32,500,000
Dry Fork.
500,000
Pickens & Hacker \' 45,000
30,000
Elk & Gauley.
Pocahontas
20,000
Erbacon & Summersy ..
20,000
Piney River & P. C
125,000
Glenray & Richwood ..
40,000
Pickens & Addison
45,000
Guyan, Big Ugly & C. R.
40,000
Pgh., Whg. & Ky
2,000,000
Glady & Alpena.
80,000
P., C. C. & St. L 2,000,000
Hampshire & Southern
425,000
Panther
5,000
Island Creek
425,000
Raleigh & Po
100,000
Iron Mountain & G.
50,000
Rowlesburg & Southern
20,000
Kanawha & West Va ..
550,000
Stroud's Creek & M ... 80,000
Kanawha & Glen Jean
Sewell Valley 125,000
& Eastern
300,000
Valley River. 45,000
Railroad.
Valuation.
Virginian Railway
$ 5,500,000
Winding Gulf.
2,500
Walkersville & Ireland
15,000
White Oak.
225,000
Wabash, Pittsburgh Terminal
550,000
West Virginia Southern
40,000
West Virginia Northern
110,000
Wheeling Terminal
800,000
Winifrede
150,000
Western Maryland.
10,000,000
West Virginia Midland.
140,000
Morgantown & Dunkard Valley
Total
$182,624,100
Valuation of all property assessed by Board of Public Works for 1912 was as follows:
Steam railroads
$182,624,100
Bridges and ferries
1,940,000
Street Railways.
11,690,000
Water, light and power companies
3,212,992
Oil and gas companies
89,530,311
Private car lines ..
570,288
Telephone and telegraph lines
4,853,856
Express companies
616,500
Belington & Northern.
30,000
Baltimore & Ohio
77,650,000
Lorama 55,000
Cumberland Valley &
Martinsburg ..
900,000
Meadville & Summerv.
20,000
Morgantown & King- wood
1,000,000
Elk & Little Kanawha.
250,000
Preston
Total $205,038,047
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History of West Virginia
The Baltimore & Ohio is the pioneer of the country's large railroad systems, having been organized in 1827 and its first stretch of track placed in operation in 1830. From a small beginning it has gradually extended its tracks until today its system of 5,470 miles covers ten states, reaches 1,000 cities and towns, and its territory includes a population of twenty million people. It reaches out to the Mississippi River and the Great Lakes on the one hand and the Atlantic Seaboard on the other, bringing into direct communication the most active industrial and business centers.
While each railroad in West Virginia, be it a trunk line or local, has contributed to the development of the section in which it operates, the Baltimore & Ohio, by reason of its early construction, its numerous diverging and far reaching lines, and the extraordinary transportation facilities it offers to ship- pers to the great eastern and western markets, has contributed more than all other roads in developing the natural resources of the State.
The Chesapeake & Ohio, the Norfolk & Western, the Western Maryland, the Coal & Coke, the Kanawha & Michi- gan, the Virginian and the numerous other small lines, have each contributed their share to the State's development.
In addition to the great advantages afforded by the rail- roads in West Virginia, they contribute largely toward the support of the county and State governments. The total val- uation of all public service corporations, assessed by the Board of Public Works and made subject to taxes in 1912, was $295,038,047. Practically two-thirds of the total valuation of public service corporations in the State is made up by the rail- roads, and considerably more than two-thirds of the latter classification belongs to the Baltimore & Ohio, the valuation of which was $77,650,000, an increase of $150,000 over the pre- vious year.
History of West Virginia
EARLY HISTORY OF THE BALTIMORE & OHIO RAILROAD.
On September 5th, 1911, there appeared in the Wheeling Intelligencer a very interesting story of the early history of the Baltimore & Ohio Railroad, written by that very worth ... gentleman and able railroad man, Mr. U. B. Williams, who is now General Superintendent of the great trunk line system of which he wrote.
It is with much pleasure we reproduce the greater por- tion of the article here :
* * Though scarcely more than a village boat landing, Wheeling from early Revolutionary days was regarded as the gateway of commerce through which the prin- cipal business between the East and West was carried on.
"The village, for indeed at that time the city was a vil- lage in every sense of the word, occupied a geographical ad- vantage because of its location on the river, and this led to a centering of business at Wheeling for transportation across the mountains to the East and for shipment to the West by way of the Ohio River. Rivers and canals provided the chief means of commercial intercourse at that time.
"The castern states relied entirely upon water routes for their share of the western commerce. Many of the eastern states subscribed liberally to such enterprises from the funds of the commonwealths. The keenest rivalry for commercial supremacy in the East, however, was between New York, Pennsylvania and Maryland. Maryland, in the furtherance of its interest, had projected the Chesapeake and Ohio Ca- nal, and it was the realization in Maryland that, even with this, the states to the north were encroaching upon its western commerce, which crystalized the sentiment in favor of the railroad as a quicker mode of transportation as against the canal.
Wheeling was on the National Pike, over which long trains of Conestoga wagons wended their way across the Alle- gheny Mountains to Baltimore. The tonnage that these trains of wagons hauled was small, the journey consumed weeks and the rate of freight was high because of the difficulties encoun- tered in crossing the mountains in teams.
62
History of West Virginia
Tales of Eldorado.
"Teamsters employed on the National Pike, as they con- gregated in the taverns at night, narrated wonderful tales of the Eldorado beyond the Alleghenies, as pictured to their fancy by the stage drivers from the western slope of the mountains. In time these stories reached the ears of leading business men of Baltimore, and, like the tales of gold and precious spices that impelled the great Columbus to attempt the journey across unfathomed waters into unexplored lands, the Baltimoreans determined to join the Chesapeake with the Ohio by means of an all-rail line across the mountains, though, strange to relate, so far as can be learned, not one of them had ever been as far west as the Alleghenies.
This was the inception of the first railroad in the world. the Baltimore & Ohio, which was devised to girdle the moun- tains and establish a western terminus on the banks of the Ohio River at Wheeling.
B. & O. Company Organized.
"On the evening of February 12, 1827, a meeting was held by a number of bankers and business men at the residence of George Brown in Baltimore to discuss the matter of building the Baltimore & Ohio Railroad from Baltimore to Wheeling. As a result of the meeting the Maryland Legislature was peti- tioned to charter the Baltimore & Ohio Railroad Company, the capital stock of which was to be $5,000,000. (Note .- It 15 interesting to here note that for the year 1912 the assessed valuation of the Baltimore & Ohio Railroad for taxation pur- poses in West Virginia alone was $77.650,000 .- Author.)
"The charter was granted on February 27, and on April 23, 1827, the organization meeting was held, which resulted in the election of Philip Thomas to the presidency of the com- pany and the selection of a board of directors. President Thomas had been chairman of the committee of Baltimoreans that petitioned the Maryland Legislature to charter the com- pany.
"Within a week following the action of the Maryland Legislature in granting the charter the Virginia Legislature
63
History of West Virginia
confirmed it, granting the company permission to lay its rails in that State. Construction was begun immediately, and on July 4, 1828, the birthday of the railroad was commemorated by the laying of the corner-stone by Charles Carroll of Car rollton, the last surviving signer of the Declaration of Ind -- pendence.
"The Baltimore & Ohio Railroad reached Elliott's Mills, Maryland, in 1830, and from Elliott's Mills the line was ex- tended to Frederick. Md., in 1831.
Canal Securities Fail.
"When the practicability of a railway line was demon- strated, State and municipal investments in canals were in a bad way, and every possible barrier was placed in the wake of the railroad. through injunctions, adverse legislation, etc .. coupled with litigation, offering dire discouragement.
At Point of Rocks, Md., progress was retarded by the difficulties experienced in negotiating with the Chesapeake and Ohio Canal Company. Here the Baltimore & Ohio was compelled by the canal company to erect a board fence : order that the passing locomotives and trains should not frighten the mules used on the towpaths of the canal.
"The contention between the canal and the priority of right of way was most acute, and concerned in the case were Chief Justice Roger Brooke Taney, Daniel Webster and Reverdy Johnson as attorneys for the railroad. At Point of Rocks construction was delayed almost a year by legal com- plications, but Harper's Ferry was reached by January 1, 183-4.
Wheeling Subscribes $500,000.
"In 1835 the City of Wheeling subscribed $500.000 to- wards building a line from Wheeling to Pittsburgh, this be- ing followed two years later by a subscription from the Vir- ginia Legislature to the Baltimore & Ohio of something over $300.000.
"The railroad was extended westward from Harper's Ferry to Cumberland, Md., 172 miles west of Baltimore, in November. 1842. There it remained for several years, until the fall of 1848, when Thomas Swann of Baltimore became
64
History of West Virginia
president of the company. Upon his election he immediately set about to push the railroad west from Cumberland, where it had been halted, and on June 5, 1851, the line was opened for business to Piedmont. Mile by mile the construction was pushed west to Grafton.
"President Swann then promised the investors in Balti- more & Ohio securities and the citizens of Baltimore and Wheeling that the connecting line would be completed and through railroad connection established by January 1, 1853, and that no time might be lost gangs of men were put to work building the line eastward from Wheeling towards Fairmont to meet the forces building westward.
"This of itself was a gigantic undertaking, from the fact that the rails laid were rolled at Mount Savage, Md., and had to be transported into the unbroken country to the new line. President Swann's promise was kept, however, and the golden spike marking the completion of the first American trunk line railway system was driven at Roseby's Rock on December 24th, 1852. Roseby's Rock derives its name from Roseby Carr, the man in charge of the construction gangs-'the miners and sappers,' as referred to in the chronicles of that time-and at the banquet which was tendered in Wheeling it was facetiously said that Roseby Carr 'had acted as the parson at the nuptials of the Ohio and the Chesapeake, and his men assisted at the courtship.'
The First Train.
"The first train to pass over the new trunk line left Balti- more January 10th, 1853, having on board President Swann, the directors of the Baltimore & Ohio and a delegation of prominent eastern men of affairs on their way to Wheeling to attend the memorable banquet at the McLure House in this city, which took place on January 12th, 1853.
"It was a gala holiday season that marked the comple- tion of the Baltimore & Ohio's construction at Roseby's Rock on Christmas Eve, 1852. The people of the western portion of Virginia, and particularly here in Wheeling, were in a high state of glee. An immediate decision was reached to fittingly celebrate the occasion by a public demonstration in this city.
0,5
History of West Virginia
A committee of the city extended invitations to President Swann, his board of directors of the Baltimore & Ohio, as well as to other prominent eastern men to participate in the celebration on the banks of the Ohio.
A Public Demonstration.
"A large public demonstration was planned for New Year's Day, 1853, but the date was postponed to January 12th. The Baltimore & Ohio officers entered into the celebration with much enthusiasm. The Maryland Legislature, then in session at Annapolis, adjourned from January 8th to 17th, in order that the members of that body might take part in the festivities at Wheeling. President Swann and party of some 400 distinguished men of the east left Camden Station, Balti- more, on Monday morning, January 10th, in special trains for Wheeling, this being the first through journey to be made over the new trunk line. On the special trains, besides Presi- dent Swann and his directors of the railroad, were the gover- nors of Maryland and Virginia, the entire Legislatures of both states and such prominent men as George Brown, the first treasurer of the company; Benjamin H. Latrobe, the chief engineer who built the road : John H. B. Latrobe, his brother, and the first general counsel ; also a number of prominent stockholders of the company. Bands from the east accom- panied the party to enliven the journey.
Special Reaches Wheeling.
"The special trains reached Wheeling on January 12th, 1853, amidst great hilarity in the city, the town being deco- rated with bunting, streamers and flags of the Union and of Maryland and Virginia. The reception committee escorted the party from the trains direct to the MeLure House, where a procession was formed under command of Col. J. S. Wheat, chief marshal. The procession then moved to the court house, where the visitors were met by the mayor and city council of Wheeling, who extended a welcome on behalf of the city. The demonstration then took the form of a public meeting, at which addresses were delivered by Hon. Nelson Morgan.
,
66
History of West Virginia
mayor; President Swann, Governor Johnson of Virginia, Gov- ernor Lowe of Maryland and several others.
"That evening the distinguished visitors were tendered a banquet by the citizens of Wheeling, which in elegance has seldom been equalled. The banquet took place in the historic old Washington Hall, at the corner of Market and Monroe streets, Mayor Nelson being the toastmaster.
"The addresses of George Brown, the first treasurer, who told of the early plans of forming the company ; President Swann, who pointed out the difficulties of pushing the line across the mountains ; Chief Engineer Latrobe, who reviewed the engineering problems encountered; Governor Johnson of Virginia and Governor Lee of Maryland, who predicted the benefits that have since been derived from the new avenue of trade, were all of the highest order and truly characteristic of the optimism of the men of that time.
Era of Expansion.
"As soon as the line was opened for business the city entered upon an era of healthy expansion and made rapid strides in advancement. It was but natural that the stimulus to business would be far reaching in its effect, but the ex- pectations of even the most sanguine tradesmen were ex- ceeded.
"Raw materials and products of the west and southwest were routed to Wheeling via the Ohio River for transporta- tion by rail to the eastern markets and far greater quantity. Eastern manufacturers shipped the products of their factories by the same routes, through Wheeling, and the addition of larger boats soon became an urgent necessity.
67
History of West Virginia
RAILROAD EXHIBITS AT THE WEST VIRGINIA SEMI-CENTENNIAL CELEBRATION AT WHEELING, JUNE, 1913.
(From one of the Wheeling papers of June 21, 1913.)
"Under their own steam, with great tooting of whistles and changing of bells, a novel parade moved out Seventeenth street at 1:15 o'clock this afternoon. It consisted of all the engines in the B. & O. exhibit at Hempfield yards, ancient and modern, traveling under their own steam. At the throttles were veteran engineers of the road, who had donned for the occasion overalls and jumpers and steered the quaint pioneers of the steam railroad engine up and down the track before the moving picture men, and a great crowd of wondering specta- tors, while overhead there whirred the twentieth century's contribution to travel-an airship. The contrast of nineteenth and twentieth centuries was most interesting.
"Early this morning the veterans of the B. & O. began to come in. Discarding citizen's garb for the blue jumpers, they soon were busy about their engines. Soon smoke issued from their stacks. then steam began to rise in the several an- tiquated and modern boilers, and at 11 o'clock the old 'Pioneer' was the first engine to get under way. She ran up and down the switch, and later other engines were put in motion, and the exhibition was most interesting. Over on the west track the old white horse patiently plodded up and down, towing the old horse car, a part of the exhibit. while down to the south puffed the giant Mallett, the latest thing in locomotives.
Those in Charge.
"John Spurried, formerly superintendent and now on the general manager's staff, is here in charge of the movement of cars, and is assisted by Superintendent Z. T. Brantner of the Martinsburg shops, who has rounded out fifty years of service on the road.
"The assignment of crews to the various engines follows :
"CAMEL-W. R. Fleming. 44 years in service, and C. Schwartz (traveling fireman).
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History of West Virginia
"DRAGON-E. Province, 43 years in service, and A. En- gles, 53 years in service.
"PIONEER-Michael Kirby, 58 years in service, and J. Mahoney.
"CUMBERLAND VALLEY ENGINE -- Fostnot and J. Stubert.
"MISSISSIPPI-R. A. Hutchinson and Z. T. Brantner, 50 years in service.
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