CAMPBELL COUNTY, VA - HISTORY - Campbell Chronicles and Family Sketches Transportation and Education ----¤¤¤---- CAMPBELL CHRONICLES and FAMILY SKETCHES Embracing the History of CAMPBELL COUNTY, VIRGINIA 1782-1926 By R. H. EARLY With Illustrations J. P. BELL COMPANY LYNCHBURG, VIRGINIA 1927 Transportation and Education Chapter VII Stage and Boat DURING the period of Campbell's establishment, transportation was a serious problem either by land or water on account of the conditions of the road and streams, these being full or rocks and holes. Alexander Patterson was the first person to venture running stages between Lynchburg and Richmond. At the time he started his line of leathern conveniences, the road between the two towns was almost impassable, and he only undertook to ply forth in once-a-week trips. The coaches were little better than wagons, and the passengers clambered into them by the way of the driver's seat at the front. When they acquired side-doors they became more convenient and were considered very luxurious. They began then to make two trips weekly, finally tri-weekly trips, and when these started they were regarded as the greatest progress at which public convenience could arrive. Notable stopping places along the route were Upper Patterson's, Lower Patterson's, French's, Raines' Tavern, etc. There was another stage line called the "Piedmont Stage Route," which during the first half of the nineteenth century ran between Washington and Danville, also to Salem, intersecting at the latter point with the valley line. Its course, Tuesdays, Thursdays and Saturdays, was through Fairfax, Prince William, Fauquier, Culpeper, Madison, Orange, Albemarle, Nelson, Amherst to Lynchburg,—thence through Campbell and Pittsylvania to Danville: time to the latter town, distant 268 miles—three and a half days-fare $18.OO. From Washington to Salem distance 253 miles, the same length of time, fare $17.25. >From Lynchburg a line also ran to the Virginia Watering places (as Springs were then called) travel to which was made altogether in the day time, distance of 1O3 miles, fare $8.5O and from 6 to 9 hours was allowed for sleep each night. William Flint was the agent for these stage lines. When the canal and later railroad came into operation, stage travel gradually lessened and wayside stopping places lost their prestige. For a while packet boat and stage lines issued combined passes from Lynchburg to Staunton; these tickets notified the bearer that they must be handed to the captain. Today tradition alone recalls this leisurely and sociable mode of travel, which gave ample opportunity for enjoyment of the picturesque scenery along the route; its lack of speed in transportation never entered into consideration. Roads were under the government of the county court which ordered new roads to be opened wherever they thought them necessary. The county was laid off into precincts to each of which was allotted a portion of public road to be kept in repair and bridges to be built, else the court employed workmen to build at the expense of the county, or, if that was too expensive for the county, then application was made to the General Assembly which in turn authorized individuals to do the construction and take a fixed toll from all passengers: hence arose toll-gate system. Ferries were permitted only at such places as were pointed out by law and rates of ferriage were fixed by same method. Certain ferries had long been established in Bedford and as demand became peremtory others were permitted in Campbell. In December 1811, Campbell, Bedford, Botetourt, Green-brier and others petitioned for the establishment of the Great Western Turnpike road from Hunter's on main Richmond road through Lynchburg to Lewisburg. December 1825 sundry Lynchburgers asked for a turnpike road from the lower gate of Lynchburg and Salem road, running in at the upper end of the town. The same month William Davis, president, and Directors of the Lynchburg and Salem Turnpike Company, asked for improvement of Ward's ferry road which intersected with Salem pike. A year later John Early and the Commissioners (under an act authorizing an extension of Lynchburg and Salem pike to Cocke or West street) asked to have their body perpetuated and that the land, on which the road was laid off, be vested in them authorizing additional subscriptions to repair and preserve the road. Next year the Commissioners of this branch of the road asked that Hustings Court be allowed to allot hands on the road in order to keep it in repair. December 1828 Campbell, Buckingham, Charlotte and Prince Edward asked the incorporation of a company to construct several new roads. February 1830 Stockholders of Lynchburg and Concord Turnpike Company applied for amendments to their charter. January 1831 Lynchburg and Salem turnpike asked to be released from constructing the road further than already made: February 1833 this company requested the incorporation of an incorporating company to construct an extension road to Salem. February 1834 Lynchburg and Blue Ridge Pike Company asked for increase in their capital stock. December of that year Lynchburg and Salem Pike Co. asked permission to appropriate entire tolls of the company to complete the pike and reduce width of road. January 1836 Campbell citizens requested the incorporation of a company known as Lynchburg and Campbell C. H. Pike, for the purpose of building a pike between the two places. February 1836 Lynchburg and Pittsylvania Co. asked that the Commonwealth subscribe to their stock. December 1841 Lynchburg asked for the construction by the state of a macadamized road from the Tennessee line to the most eligible point on James river. December 1845 citizens of Lynchburg and Campbell C. H. asked for increase in capital stock and permission to make changes in the road-February 1847 the President and Directors of Lynchburg and Buffalo Springs Turnpike Company requested payment for loss incurred in the sale of state scrip. December 185O petition for a macadamized road from Lynchburg in the direction of Amherst C. H. January 1852 petition from Lynchburg and Pittsylvania Company, concerning joint road. December 1855 damages demanded by Lynchburg and Salem Turnpike Company. Travel through the country in early times was commonly by horseback, gig or chair (a term used to signify a carriage of that period) for people and batteaux for produce and merchandise. Country merchants were supplied with their wares by means of a chain of wagon-trains, and there was the unique mode of rolling tobacco, to the various ware-houses, in hogsheads. The eminent need for travel facilities gave the impulse which produced a system of canals, James River and Kanawha Canal in Virginia being the second one projected. Governor Spotswood conceived this undertaking, having in view a connection of the coast with the west by a canal from the James to the Kanawha river. Following Spotswood's suggestion, General Washington introduced a bill, which successfully went through Virginia Legislature, authorizing the construction of the canal, and he was made president of the company in 1785. Directors were John Harris, David Ross, William Cabell and Edmund Randolph. The Legislature passed an act extending the navigation of James river from the land of Nicolas Davies in Bedford county to the mouth of Cow Pasture, a measure it was considered would be of general utility. The shares of the James River Company were $2.OO each. Subscriptions were started for financing the enterprise and were made in milled (Spanish) dollars or other silver or gold coin of like value. One hundred shares of the stock were vested in George Washington; this was the stock which he later donated to Liberty Hall Academy. The Act of 1783 seems to Indicate that James river was open for use eastward from Lynchburg, yet in October 1787 Campbell residents appealed to Legislature in the interest of better transportation there, reciting that as the Appomattox headed up adjoining the county, this would afford within a few miles, navigation for transporting produce to market if cleared of obstructions which then hindered the use of it and by the removal of rocks, would be sufficient for passage of batteaux or canoes for a course of eighty or ninety miles above Petersburg, which was prevented by mill dams constructed without locks or slopes. The exhausted state of the soil, taxes, and the impoverished condition of the country, showed the necessity for advantages, particularly inland navigation, in order to increase resources and encourage industry. The petition drew attention to the fact that here was a fine navigable river shut up for the emolument of a few, thus sacrificing a good part of the commonwealth. Dams and obstructions should not be allowed to remain under any promise made to correct locks or other evasions. The time was ripe and the community ready to take hold of the canal project, then zealously advocated by the Press, a Lynchburg paper, which urged the incorporation of the new company and active participation in measures for its promotion. Towards the close of the 18th century the canal was finished sufficiently around the lower rapids of the James for boats to load and unload at Richmond. By 1816 a sluice navigation was opened for batteaux, which, however, were soon found to be insufficient for the growing commerce of Lynchburg and other settlements along the river. Opposition to further construction of the canal developed from sectional politics, and was the beginning of continued wrangling which made the fortune of the project uncertain; yet did not altogether halt progress in construction, and boatmen were making use of the waterway, for we find David Staples on February 3rd, 183O, petitioning for permission to run a packet boat between Lynchburg and Richmond. In 1832 a new James River and Kanawha Company, a private stock corporation, was chartered, but work on the canal was not started till 1836, and after the expiration of two years it was seen that the original capital of five million dollars was insufficient for carrying on the proposed undertaking, because a large part of this fund consisted of stock of the old James River Company. Officers and agents of the new company were: President, Joseph C. Cabell; J. H. Cocke, Randolph Harrison, Richard Simpson, Sidney S. Baxter, Chapman Johnson, Hugh Caperton, (Bishop) John Early, Bernard Peyton, Samuel Marx, Corbin Warwick, John R. Triplett, Charles Ellis, John Brockenbrough, Thomas M. Bondurant, John A. Lancaster, Smithson H. Lewis, Samuel McCorkle, Allen T. Caperton, John H. Harvey, William H. Chittenden, Edward H. Gill, Ezra Walker, Richard Reins, James P. Tyler. President Cabell urged the General Assembly to subscribe for three-fifths of the six additional million dollars needed, in stock, but instead of acceding to this proposition, the company was forced to borrow funds from the state on which interest had to be paid, thus diminishing the company's income. Through legislative enactments, other restrictions came to handicap progress on the canal. Increased difficulties arose when some of the Lynchburgers proposed that the canal be completed only as far as Lynchburg. This suggestion precipitated a fight, but in the end the proposition was turned down, and a resolution was passed for the construction of a thorough water route. In 184O the canal was completed from Richmond to Lynchburg and its swarm of packet and freight boats began to ply between the two points. Construction proceeding slowly, the canal reached Buchanan in 1851. There was a splendid scheme of making a long tunnel through the mountains to connect the rivers, but lack of money caused postponement of this undertaking. The State continued its policy of forcing the company to extend its improvements upon bonds instead of new capital stock, and interest charges grew larger every year. Hence there was furnished good cause for opposition to an enterprise which threatened loss to investors and failure of its completion. Among the aggressive opponents to the canal's construction •was one Milton J. Jones, editor of the Salem Register, who, (after the boats began to run up James river) wrote a prophetic poem, emphasizing1 the opinion he had expressed in his editorial columns, a prophecy he lived to see verified in 188O: As, vain man, thy sight is short Thy wit is often dearly bought. For millions have been spent for naught Beside that same old river. Soon will your ditches fill with mud, Your dams give way before the flood, And all your dreams of coming good Lie prostrate by that river. The boat horn's soft and mellow note That through the neighboring valleys float Will at a time not far remote Be hushed beside that river. And in its stead, the engine's scream Will startle babes along that stream And break the spell of folly's dream, Forever and forever. The borrowing policy inaugurated by the state, proved disastrous to the enterprise. Then charges of malfeasance were brought against the officers, in answer to which President Cabell wrote "The Defense of the James River and Kanawha Canal," defending in detail the objections which had been brought forward. By 185O, from the extension of the canal fifty miles beyond Lynchburg, increased receipts from tolls and freight charges began to encourage the promoters, but interest charges also increased, and the company was still dependent upon bonds for improvements. Realizing at last that unless the company was aided in a better manner than before, all the money which had been spent would be lost, the Assembly agreed to exchange all of the bonds owned for new capital stock. In 1861 a proposal was received from a French firm of contractors to take over the enterprise and pay the state a perpetual annuity of $135,OOO. A new company was organized as "The Virginia Canal Company" with a capital of $35,OOO,OOO to complete the water route to the Mississippi, but the scheme was delayed by the war of 1861-65, and afterwards Virginia was unable to consider a second offer from the French contractors. The Underwood constitution of 1868 prohibited the state from taking any part in internal improvements. Two floods in James river during the '70s damaged the canal to such an extent that the corporation was induced to sell it in 1886 to the Richmond and Alleghany Railroad Company, a transaction which did not meet with the general approval of those who were not financially interested. A few; long-period mill leases left stretches of the canal undisturbed in its narrow channel and bordering tow-path, but not again was heard the packet horn in announcement of approaching boat. As no disposition could be made of old packets and barges they fell slowly into decay along the abandoned bed; yet for a long time much sentiment centered on the old packet Marshall, which had conveyed General Thomas Jackson's remains to Lynchburg, and which in its later years afforded shelter to an aged couple. The canal was in operation for thirty years, but the cost of repairs was so heavy it was never able to pay dividends, yet it had well served the purpose of transportation before railways were introduced. Railroads The first effort made to obtain a railroad in the county was through a petition sent December 15th, 1830, by citizens of Lynchburg and its vicinity asking the passage of an act to incorporate a company for construction of a road from Lynchburg to New River. Permission being received, the company started upon the work and on February 3rd, 1832, Henry Davis, president, and the directors, sent a second petition asking that the state subscribe to the company's stock. On December 9th, 1835, Campbell and Bedford citizens petitioned for the formation of a company for construction of a railroad from Lynchburg to the Tennessee line, to connect with the road from New Orleans, and to run from Lynchburg to Richmond or allow the James River and Kanawha Company to do this. On January 1O, 1839, the request was made that the state take over the road's construction to Tennessee line as all private enterprises had failed and there was great need of the road. December 25th, 1849, Lynchburg contributed $5OO,OOO to the capital stock of the Virginia and Tennessee R. R. Co., partly by direct subscription and partly by a guarantee of 6% dividends on the stock to be taken by others. January 2nd, 185O, the president and directors of the company asked for confirmation of the Council's action granting right of the use of a street and alleys in Lynchburg and permission to hold four acres purchased by the town as site for a depot. On February 18, 1852, the first locomotive, the Virginia, of this road, made its appearance, and created a sensation, for few of the citizens had ever seen one. The cars were made at the Piedmont Works by Frank B. Deane, Jr. An excursion was run as far as Forest depot and on April 1st the road was opened as far as the town of Liberty (now Bedford City.) The main road of this line runs through Campbell from Clay's Crossing to Concord on the county's border. About the middle of the year 1854 Lynchburg became interested in the proposition for securing a second railroad and 53 citizens were appointed to canvass for subscriptions. The aim was to extend what was then known as the Orange and Alexandria railroad to Lynchburg. The effort to obtain $1OO,OOO was not successful but private citizens took stock, and Blackwater Warehouse was secured for a depot. January 14th, 1860, the new road was completed to the Amherst side. At this time the Lynchburg Locomotive and Machine company and the Lynchburg and Richmond Railroad Company were incorporated. The first train on the Southside road reached the island depot on November 2nd but was not allowed to connect with the Virginia and Tennessee road. Passengers were conveyed from the depot of the latter road to the Orange and Alexandria terminus in omnibuses. In 1866 a plan was started to consolidate the Virginia and Tennessee and the Southside railroads, which after much opposition was carried into effect in June, 187O. Lynchburg having subscribed $6O,OOO to the Lynchburg and Danville road, was asked in 1871 to raise the amount to $2OO,OOO and this was done through an election. In 1873 the Orange and Alexandria, and Lynchburg and Danville roads were consolidated into the Washington City, Virginia Midland and Great Southern Railroad, but since then the name has been abbreviated into the Southern Railroad; with Campbell stations at Lynchburg, Durmid, Montview, Lawyers, Evington, Otter River, Clarion (former Lynch), and Alta Vista. Several petitions for new railroads never materialized. February 25, 1853, construction of a road in the direction of Leesville towards Leaksville, North Carolina, and for one from Lynchburg to the North Carolina line in direction of Smith's river, the latter petition was repeated January 9th, 1856, by Campbell and Pittsylvania citizens. The eastern section of James river and Kanawha canal had been operated profitably and with Federal aid for its improvement it was thought that the original design of slack water navigation for James river could have been readily carried out as far towards, its head waters as Lynchburg, with much assistance to the valley of the James. But despite many protests the property and franchises of the James River and Kanawha Canal Company were sold to a company, composed largely of non-residents, bearing the name "Richmond and Allegheny Railroad Company," in 1879, and on April 1st that road was begun at Richmond,, and was completed and formally opened for public service on October 15th, 1881, Campbell stations being Lynchburg and Tyreeanna. The road now goes by the name of James River Division of the Chesapeake and Ohio Railroad. In 1886 a new railroad company was organized as the Lynchburg, Halifax and North Carolina Railroad Company, with Major Peter Otey of Lynchburg as president. Two months later a special election was held to determine by vote of the people, the question of subscribing $2OO,OOO to its capital stock, a test which resulted in a victory for the road by a large majority. The building of the new road caused a quickening of trade and many advantages accrued from the opening of an avenue which had been closed for lack of transportation. But it was not long operated by the original company. In 1893 Lynchburg and Durham Railroad was leased to the Norfolk and Western R. R. Company and merged into the latter, it became a branch line with county stations at Lynchburg, Bocock, Lone Jack, Rustburg, Winfall, Gladys, Naruna and Brookneal. The next railroad constructed through Campbell was the Virginian, connecting tidewater section more directly with the western part of the state. Following the course of Staunton river, it passes through the two larger towns of Alta Vista and Brookneal, intervening stations being Melrose, Long Island, Seneca, Tabor, Perrows, Mansion and Leesville. Now that the automobile has come into general use, the question by that mode of travel is determined by the condition of the roads, and the latter receive the attention necessary to bring neighbors into closer intercourse, and to attract those living at greater distance. Thus progress follows good roads and the farmer reaps benefit in accessibility of market for his produce. Captain J. D. Fauntleroy, federal representative, has supervision of construction work on highways in Virginia where federal aid is involved, and he has made a check of the distance of all state highways, where such enter or leave Lynchburg. He has also made a survey for a new approach to the city from Amherst county across Williams Viaduct spanning James river, a contemplated improvement upon the present steep grading. The highway commission has announced the allocation for the Lynchburg area, a district which embraces: Route 1O. Appomattox—east. Route 1O. Farmville—east. Route 12. Jones store, Halifax county. Route 12. End concrete, Henry county line. Route 14. Alta Vista—north. Route 14. Overhead crossing Southern R. R., 3 miles out of Lynchburg. Route 14. Sycamore—Hurt. Route 18. Volens—Halifax. Route 18-28. Albemarle county line. Route 2O. Bethel church—Phoenix. The surfacing of macadam bitumen on the north side of Locke's Mountain is discontinued for the present on account of cold weather. Putting up guard rails, painting them, widening dirt shoulders, and other tidying-up processes are being done on state highway routes which reach or leave Lynchburg. A College Proposal When it became known that Washington intended to donate his stock in the James River Canal Company to the cause of education at such place as the Legislature should recommend, then, on January 29, 1796, the people of Lynchburg convened at Mason's Hall in that town, to formulate a petition to Washington recommending the selection of a site for the proposed seminary in Lynchburg Inducements offered were— that it was the most suitable place in the upper part of Virginia, from its situation, on the south side of James river and nearly central in the state, having more constant intercourse with the western country than any other place. That because of its commercial importance, being near the head of James river navigation, it thus prevented the possibility of competition, and this made it the emporium of merchandise suited to the demand of the western part of the state—produce which passed through that channel for exportation; also because Lynchburg was the chief center of information and of intelligence in the upper part of the state. Further pleas of advantages were that Congress had established a mail route from Richmond westward, and also a cross post from Fredericksburg by Charlottesville on through that section; that a weekly newspaper had been in circulation through the back country for four years; and that the only educational institutions above Richmond were those at Staunton and Winchester. In event of favorable response to Lynchburg's appeal, John Lynch, "proprietor of an extensive estate in the town," proposed to convey to the trustees of the seminary 420 acres of land in the neighborhood, about a mile from the river and convenient to excellent springs. There had been prospectively raised 2256% dollars, and considerably more had been promised conditionally upon favorable response to the town's proposal. A material consideration advanced was the fact that from the-trade of the town arose a large part of the funds of James River Canal Company, through the assessment for the school tax, from traffic carried on by the inhabitants. Incorporation of the town would speedily follow acceptance; but whatever decision Washington made would be cheerfully acquiesced in as impartial and indicative of the purity of his intention. The petition bore the signatures of John Lynch, chairman, and William Norvell, secretary. The interest and anticipation in the outcome of this proposal—which had been dictated by its desirability—throughout the small scattered community, may easily be imagined, as well as the subsequent disappointment, for the appeal was charged with apparently incontrovertible arguments in its favor. Provision for Education The aim to diffuse knowledge generally through the mass of the people caused a revision of the early laws affecting education. Jefferson formulated a plan to lay off every county into small districts of five or six miles square, called hundreds, and in each of them to establish a school for teaching reading, writing and arithmetic. The teacher was to be supported by the hundred and every person in it was entitled to send their children three years gratis, or, by paying for it, as much longer as they pleased. The school of the hundreds was to be the first stage of education where the masses would secure educational opportunities; those whom the wealth of parents destined to higher degrees of learning might go on to a second stage—the grammar school—the University constituting the last stage. At that period the College of William and Mary was the only public seminary of learning in the state. For advancement of education the state provided a literary fund from which the counties received financial aid to a limited extent. The first effort made in the locality to establish a school was •when in November, 1794, townspeople of New London and its vicinity petitioned that they might be allowed to raise $1O,OOO by lottery for a proposed academy in their neighborhood. From its incipiency, an ambitious plan for its extension was entertained. Virginia Assembly encouraged the movement by appointing in 1795 a self-perpetuating board of trustees, to whom was granted a charter for the founding of an academy near New London. The next year these thirteen trustees were granted authority to raise by lottery the requested amount to defray the expenses of erecting a building and to enable them to establish a permanent fund for support of the school. Whether they were not entirely successful in raising the money, or the estimate of cost fell short of requirement, insufficiency of funds caused James Callaway, clerk of the institution—representing the trustees in 1798—to apply to the Assembly for assistance in erecting; the necessary buildings. The small buildings then constructed were put into immediate service. In July, 1831, Harrison Chilton was elected a trustee to nil the vacancy caused by the death of Samuel Read. This led to the bequest from Chilton of the money which should be raised from the sale of his lands, negroes and personal property, with all of the debts which might be owing to him, the annual interest of which was to be used for the benefit of the Academy. This fund amounting to $6,OOO in state bonds was turned over to Bedford and Campbell superintendents to whom the school was leased in 1887. Bishop Nicolas H. Cobbs was once president of the Academy, as was also Samuel Miller, (later president of a Pittsylvania College). Colonel Girard Alexander, president of the Academy in 1839, petitioned in the name of the trustees, for an appropriation from the literary fund for repairs found to be needed. It is said that the early records were lost or destroyed, some of them at Poplar Forest, the home of Edward S. Hutter, secretary, where they were burned by Federal troops during Hunter's raid in 1864. Captain Winston was at the head of the institution about that time. In 1900 an additional building and two dormitories were erected at the Academy. In the interest of its advancement a bill for conveying New-London Academy to the school trustees of Campbell and Bedford, introduced by Captain West of Bedford, resulted in its conveyance to the joint boards by act of legislature in 1910. The measure provided that each county should appropriate one-twentieth of its school fund to the Academy. As now established in addition to the regular High School course, there is here offered four years of Agriculture and Home Economics. The course allows a total of six units for the work in agriculture and is divided into "Plant Production," "Animal Industry," "Farm Engineering and Horticulture," "Farm Shop Work," and "Home Project Work." Two other units are required in the Academic Department for graduation. The Academy is well equipped with a boarding department and dormitories for accommodation of boys and girls and it embraces a group of well constructed buildings situated two miles from the old town of New London (better known as Bedford Alum Springs) and is reached by highway from Forest Depot on the Norfolk and Western Railroad and also by the old Salem turnpike. As the plan of financing the institution has not proven altogether satisfactory, a committee from the Board of Managers have formulated another plan which is to be presented for legislation with the purpose of changing the present law, by which method the funds are derived from five per cent of the county levy each of Campbell and Bedford, with all expenses over and above the amount from these funds paid by the two counties upon the per capita basis. It is said that Jefferson, who owned several tracts of land and had a residence (Poplar Forest) in the vicinity, took under consideration the suitability of the Academy site for his University. He became sufficiently interested in the institution to enter his grandson, Francis Epes, though it is reported that as he did not find there a bed to his liking for the young student, he supplied lumber from his forests and had the piece of furniture made according to a design of his own, his intent being apparently that the dimensions should not be large enough to accommodate a bed fellow. Campbell's nature poet, Frederick Speece, was at one time associated \vith New London Academy and from there in 1823 issued his volume of poetic sketches. In its long enrollment of pupils there may be found many names of those who have gone forth into distinguished service and renown. Before the introduction of public schools, county pater familias employed special tutors in their homes and among these the "Yankee School Master" was often installed. An entertaining account is furnished of those who officiated around Pigeon Run neighborhood, beginning with one Mr. Osgood, "an excellent teacher," who took great pains in instructing his male and female pupils, ranging in age from six to twenty years. Mr. Osgood was more than a trainer of youthful ideas, for it was through his efforts that St. John's Episcopal church was built. After him followed, into the schoolroom, a professor of mathematics, who was but a poor scholar himself; then a fine French teacher, not interested in other subjects; succeeded by an Irish teacher of Latin, so unpopular with the pupils that the patrons took their children away from school. Next came a Virginia native who made too free use of a handy rod. Then a very well liked Vermonter contrasting agreeably with the crippled, crabbed Presbyterian minister who replaced him. None of the incumbents seemed to tarry long and country children scholastically were not faring well in the schoolroom. But there were other educational ventures. In 1837 county school commissioners asked that the literary fund quota for 1833, which had become forfeited, be replaced. Reedy Spring Academy requested incorporation in 184O. School District No. 4 petitioned permission to erect an academy. Commissioners appealed for the appropriation of 1845 to liquidate the expenses of 1842; various teachers of private schools in 1833-'42-'44 and '58 demanded compensation from public funds for teaching indigent children who had been placed under them for instruction by the county commissioners, for which service they had received no payment; all of which goes to prove that though inadequate, Campbell was paying certain attention to the education of the youthful aspirants within its borders, and that they were ready for the opportune training which the public school system at length placed within their reach. Virginia Constitution, as adopted by a majority vote on July 6th, 1869, provided that a uniform system of public free schools should be established in all the counties of the state by the year 1876 or as much earlier as practicable. At its next ensuing session, 1869-7O, General Assembly passed the necessary laws to put into effect the constitutional provision in regard to free education and on April 5, 1871, five years in advance of the date fixed by the constitution, the public schools began their first session. Together with the other counties, Campbell then was divided into school districts which since have been under supervision of a resident superintendent. At first the schools of the county and Lynchburg were under the supervision of Colonel Abraham F. Diggers, but in 1878 the town and county were made separate divisions for school administration. R. A. Hamlet was appointed superintendent of county schools, and E. C. Glass of Lynchburg. High Schools rapidly came into service, at Alta Vista, Brookneal, Concord, Naruna, Rustburg, and Seneca. W. L. Garbee, for sixteen years Division Superintendent of Schools, laid the foundation for these schools. There has been a County Teachers' Association in Campbell for 2O years which conducts a Teacher's Institute. At present J. J. Fray of Gladys is County Superintendent of Schools. Veteran Superintendent The first superintendent of Lynchburg Public Schools was Abraham F. Biggers, who was admirably equipped for the position which he held up to the time of his death in 1879. He was succeeded by Edward C. Glass, son of Major Robert H. Glass, (former owner and editor of the Lynchburg Republican, later editor of the News and at one time Lynchburg postmaster). Senator Carter Glass is a brother and Miss Meta Glass, president of Sweet Briar College, a sister of the school superintendent. Dr. Edward C. Glass, in point of service, is the oldest superintendent of schools in the United States, having held the office 48 years and numbering 55 years of teaching, all in connection with the schools of Lynchburg, and under every superintendent of public instruction in Virginia. During a visit to England Dr. Glass made the first arrangement for an international exchange of teachers and has been connected with all Virginia progressive movements in education. He was a member of the first educational state board •when foundations for state public school system were laid, and he was instrumental in bringing many leading men and women of this country—who represented the most advanced educational thought and practice—to Virginia as members of the faculty of the Summer School of Methods from 1889 to 19O4, conducted by him and his associate, W. A. Jenkins of Portsmouth. A valuable contribution to educational progress in the state was this School of Methods conducted first at Lynchburg in 1889-'9O; at Bedford City in 1891-'92-'95: at Salem in 1893: at Charlottesville in 1896-'98; at Roanoke in 1899-190O; at Staunton in 1901: at Virginia University in 19O2-4, at which time the University authorities took it over and developed the summer quarter, now a regular part of the University's academic work. This School of Methods acquired a national reputation, and it was during the session of the school under the direction of Dr. Glass, and his coadjutor, that a Virginia State Teacher's Association was inaugurated and thus began the work of an organized teaching body which has developed into a powerful educational force in the state. In 1895 Superintendent Glass provided for the systematic instruction in music, dancing and physical training, and, a few-years later, manual training and domestic science, organizing all of this instruction under expert supervision. He has served on various educational boards of the state; as a member of the Board of Trustees of William and Mary College he was honored with a degree of L.L. D. by that institution, the same degree was conferred upon him by Washington and Lee University. Recently to the large number of Lynchburg schools there has been added the Robert E. Lee Junior High School, Professor W. T. McCullough, principal, which greatly assists in providing for the increased school attendance, incident upon the annexation of outlying suburbs. Lynchburg is fortunate in its possession of three colleges: Randolph-Macon Woman's College, a handsome group of brick structures facing Rivermont Avenue; Lynchburg College, a co-educational institution situated in West Lynchburg; and Virginia Episcopal School for boys, just beyond Peakland, yet overlooking it. Of importance and interest also are the three orphanages, "Lynchburg Female," "Presbyterian," and "Odd Fellows," all located in suburban sections and propitiously situated for the training of community boys and girls, who are bereft of home's shelter and supervision. County Public Schools in 1926 Brookneal District Brookneal School Brookville District Fairview Heights School West End School Fort Hill School Rivermont School Central Point School Tyreeanna School Cox School Bocock School White Hall School Falling River District Naruna School Hat Creek School Morris Church School Crosby School Union Hill School Fork of Falling School Rock House School Poindexter School Mountain View School Flat Rock School Border School Red Hill School Carwile School Edge School Spring Mills School Otter River District Alta Vista School Evington School Leesville School Lawyer's School Lynch Station School Wilcox School Argenda School Forest School Robertson School Blackwater School Pacoman School Perrow School Rustburg District Rustburg High School Concord High School Gravel Ridge School Diamond Hill School Red Oak School Shervill School Plum Branch School Three Forks School New Chapel School Woodland School Rode School Leet School Faegan School Providence School Garbee School Yellow Branch School Duiguid School Callahan School Seneca District Gladys High School Marysville School Brown School Peerman School Hubbard School Winfall School Stone School Perrow School Greenwood School Long Island School Island School Dry Mountain School Melrose School Elementary schools are provided for the education of colored residents in the county and through the aid of the Jeanes and Slater funds and the State Board of Education, a negro training school has been established at Rustburg. This institution provides two-year high school course and instruction in manual training and domestic science: A negro supervisor is employed for these schools. At Fairview Heights, now incorporated within the bounds of Lynchburg, Virginia Theological Seminary is accomplishing good work for the race. Effort is being made to supply the county with Rosenwald form of building to meet increased demand for school buildings. A new brick schoolhouse was erected on Salem turnpike during the year 1926 and opened with an enrollment of 150 white pupils. The Cox school and the Central Point school were consolidated in this school and the teachers of the two smaller schools were transferred to the new building. James E. Strickler is principal of the school. This building was erected for the purpose of offering high school work as well as elementary work to the pupils of Brookville district but no high school curriculum has been planned for the present session, as it was not deemed practicable at this time. Three trucks are being operated to the school to take care of the transportation of pupils who live farthest away. These trucks run along Salem turnpike, Leesville road and Ward's road. Campbell County Teachers7 Association passed resolutions for the retention of school examiners, believing that the services of division superintendents could be better dispensed with than those of the examiners. The following resolutions upon the subject were entered upon their minutes;- "Resolved, that we, as teachers of Campbell county, respectfully protest against the abolition of the school examiners. "We believe they have done more to improve the schools of the rural districts and to arouse the interest in education than all other influences combined and we respectfully ask our representatives to use their influence to retain their services." ___________________________________________________________________ Copyright. All rights reserved. http://www.usgwarchives.net/copyright.htm This file was contributed for use in the USGenWeb Archives by: Joy Fisher sdgenweb@yahoo.com ___________________________________________________________________