HISTORIC Salisbury Southern Railroad
10·300 (Rev, 10·74)l!ITEDSTATES DEPART:\II::l\iTOFTHE ll\iTERIORNATIONAL PARK SERVICEHISTORICSalisbury Southern Railroad.------ -------------- -- -.,.------------------ -.--. --SameSTREET & NUMBEREast side of Depot Street, block between Kerr and, 'T't.TOWNCouncil streetsNOT FOR PUBLICATIONCONGRESSIONAL DISTRICTSalisburyVICINITY ICX.8UILOING(S). PRIVATESTRUCTUREBOTHPUBLIC IALPAnt ,WORK IN PROGRES::'EDUCA T10NALPRIVATE RESIDENCEACCESSIBLEYES: RESTRICTEDIN PROCESSBEING CONSIDEREDPRESENT IJSE GRICULTUREX-OCCUPIEDX- C:ENTfFfCtNDUSTi1t LMILITARY A , ESouthern Railway CompanySTREET & NUi\l18ERP. O. Box 1808STATECITY. TOWN'/ I::: I j/TY 0::GAL DESCRIPTIONCOURTHOUSr:,REGISTRY O DEEDS, ETC.RC 'ianCou:-.t'/ CcurthouS2S I RcET & N'Jrv13ERCITY, ,0','11'1SUEC\lETiTI ;:----------------------STA:cX- TRANSPORTATIONOTHER:
CONDITIONEXCELLENTDETERIORATEDUNALTERED.x.ORIGINAL SITEJ(.GOODRUINSXALTEREDMOVED.,xFAIRUNEXPOSEDDATE DESCRIBE THE PRESENT AND ORIGINAL (IF KNOWN) PHYSICAL APPEARANCEThe Salisbury Southern Railroad Passenger Depot is an exceptionally fine instanceof railroad architecture. Designed in the Spanish Mission style by Frank P. Milburnand built in 1907-1908, the depot reflects the early twentieth century's interest instructural functionalism as well as in abstract geometric design and the use of strongcolors. The station, which runs the length of two city blocks, is a masonry structurebuilt of mechcnically bonded pressed brick pierced by a multitude of round and segmental-arched windows. A two-course water table stands out as the dividing line betweenthe dark red brick base with its deeply raked joints and the tan brick of the body ofthe building, which is tightly laid with flush joints. The depot is divided into twoblocks--a main block to the south, and a smaller block to the north. Fach is co,TPred bya roof sheathed with earthy red Spanish tiles characteristic of the style.The main (southern) block houses the passenger waiting room as well as the ticketoffices. It is E-shaped in plan, fifteen bays in length, and stands one-and-one-halfstories high. A steeply pitched hip roof covers the main block. Gables intersect thehip roof at both north and south ends of the west elevation to create the upper andlower arms of the "E." Each end breaks out into a bold curvilinear shaped gable framedby ,small corner battlements. The focal point of the "ivest elevation is, however, thecenter tower of the principal block. The square-in-plan tower is engaged at the lo\verone-and-one-half stories and then rises up two more levels into a monumental freestandingslab which dominates the site. The tower is lit on each face of its tall upper story bya cluster of three round-arched multi-paned windows slightly recessed within a roundarched panel. Above this grouping the tower walls rise up to form a parapet enclosingan observation-deck which rims the perimeter of the tower. Ornamenting the exteriorwall of the parapet is a series of raised panels arrariged in a stylized form reminiscentof crenellated battlements. A single grotesque gargoyle juts out from each corner ofthe parapet, adding a charmingly eccentric note to the tower's severe silhouette. Inthe center of the deck stands the yardmaster's signal room, a cubical form capped by ashallow pyramidal hipped roof with broadly overhanging eaves.A round-arched arcade, protected by a pent roof, extends between the first storyof the tmver and the proj ecting gables--the three arms of the "E." The spandrels ofthe arcade are built of cream colored bricks which provide a striking accent beside thetan voussoirs of each arch and impost area and the red brick of the plinth below. Thecovered arcade provides sheltered access from the inner waiting room to the tower, tothe wings, and to the street. Above each arcade the roof of the main block is piercedby a large hipped wall dormer "ith "!;vide overhanging eaves .The facade of each gabled projection contains loosely interpreted Palladian windowmotives. At the first level is a t"l;vo-over-two sash \\Tith a t'\vo-light transom. above,centered between two one-over-one sash with one-light transoms above. The windowgrouping is shaded by a hipped hood supported by boldly molded 'lOoden brackets. Abovethe center is a flat-paneled round arch composed of sLx courses of radiating voussoirsarrar.ged in graduated levels of relief. Piercing the face of the shaped gable end aboveis a second, more overt Palladian \vindow motif, consisting of a round arched louvered
1.o-300aJ-74)LITEO STATES DEPARTMENT OF THE INTERIORNATIONAL PARK SERVICENUATION SHEETITEM NUMBER7PAGEonevent flanked by shorter rectangular blind panels. Underlining the three forms is amolded sill braced by four thick cavetto-curved consoles.The smaller, one-story northern block measures fourteen bays long and three deep,and is bisected by a covered concourse which connects the low passenger platform bythe tracks on the east elevation to the street along the weste Railroad adninistrativeoffices and storage rooms are housed n this w ng. 7he block is covered by a broadlysplayed gable roof supported on the \vest eleva tion by chamfered \.lOoden braces whichspring from corbeled imposts. The northern gable end contains three louvered ventsarranged as a Palladian window. A pent roof, contiguous with the gable eaves, isattached to the northern elevation; its bracing system is identical to that found onthe west elevation.On the east elevation the gable roof is connected to a shed roof which runs theentire length of the eastern elevation and serv s to shelter the passenger plat'formbelow. Segmental-arched one-over-one and two-over-t\vO sash windows alternating \vithraised paneled doors surmounted by fanlights pierce the entire eastern elevation inrandom fashion. The shed roof is supported by a Howe parallel chords metal frame trusssystem with lateral bracing to insure against wind pressure. Each steel purlin issupported on engaged brick posts with heavily corbeled caps along the inner wall and onbraced metal posts sunk into the concrete slab platform along the outer edge of theshed. A simple'truss extends longitudinally under the middle of the shed, reinforcingthe principal truss system at right angles. The functionalism of the platform shedreveals the utilitarian purpose of the depot as well as Milburn's desire for structuralclarity.The interior of the principal block forms a huge open space lit by one-aver-onesash windows with fanlights. It has had sooe slight alterations, including the removalof the partition between black and white passenger waiting rooms, the closing of therestaurant \vhich occupied the northeastern section of the main block, and the removalof the ticket office from the first floor of the to\ver to the southern end of thewaiting room. The waiting room features a two-course brick chair rail, a heavily moldedwooden cornice, and, located at the center bay, a transverse round arch supported onlarge pilasters. A similar arch frames a huge oculus with four equilaterally positionedkeystones at either end of the \vaiting room. The floor is dramatically decorated withpolychro ed tiles arranged in a diaper pattern of squares a d diamo s.The interior of the second:::ry block is d'ivided into nu::2erous office an':::cubicals and reQains virtually unchanged.
AREAS OF SIGNIFICANCECHECK AND JUSTIFY BELOWPREHISTORIC-ARCHEULUGY-PREHISTORICCOMMUNITY PLANNINGLANDSCAPE ONOMICSLITERATURESCULPTURE1600-1699 R (SPECIFY)INVENTIONSPECiFiC DATESSUI LDER/ ARCH ITEeTFrank PMilburnSTATEMENT OF SIGNIFICANCEThe Salisbury Southern Railroad Passenger Depot, designed by Frank P. Milburn andbuilt In 1907-1908, is an impresslve and ,.;rell-preserved example of the Spanish His::;ionstyle popular in the early twentieth century. An important reminder of the vital roleof the railroad in the development of the town of Salisbury, it is one of the few remaining examples of the eclectic Milburn's many public buildings in North Carolina, andon of the most ambitious railroad depots surviving in the state.The Salisbury Southern Railroad Passenger Depot is one of the relatively few extantpublic buildings designed by Frank Pierce Milburn, a leading southern architect of thelate nineteenth and early twentieth century .Hilburn ,.;ras born in Bowling Green, Kentucky, on Decenber 12, 1868. He was educated in the common schools in Kentucky, and later attended Arkansas University and theArkansas Industrial University. He then returned to Kentucky, where he spent five years(1884-1889) studying architecture in Louisville. In 1889 he joined his father, ThomasThurmond Milburn, and together they designed and built the Clay County Courthouse in,Manchester, Kentucky.In 1890 Milburn opened an office at Kenova, West Virginia, but by abouthad moved to Winston, North Carolina, w ere he was architect for the ForsythCourthouse and the Wachovia Bank BuildingAbout 1896 his design was chosen /I2cklenburg County Courthouse at Charlotte; here he also became architect ofsteel frame building erected in North Carolina.1893 heCountyfor 'thethe firstAfter an active period as a resident of Columbia, South Carolina, Milburn in 1902moved to Washington, D. C., 'Where he became architect for the Southern Railway Company .During the next fifteen years, he designed nineteen railroad stations, twenty-six countycourthouses, fifteen residences, nine college buildings (including five for the University of North Carolina at Chapel Hill), and many other public buildings throughoutthe South. He died at the age of fifty-eight in Asheville on September 21, 1926.TIle railway station designed by Milburn for Salisbury was apparen ly a much-neededfacility. Contemporary newspap r articles suggest a high degree of public interest ina ne\v passenger station to replace the original, a dilapidated structure built beforethe Civil War. One newspaper characterized the need for the new facility as Iia matterthat has been uppermost in the public mind for the past two decades."Salisbury had long been an importaDL railroad town.The first locomotive arrivedthere .on January 4, 1855, ih2n the Char1otte-to-Sa1isbury portion of the North CarolinaI!!I
1&')-300a74)ljl\iITI::.O STATES Dl::.PARTi\1EI\iT OF THE Ii\iTERIORFOR NPSONLYNATIONAL PARK SERVICERECEIVEDDATE ENTEREDCONTI NUATION SHEETITEM NUMBER8PAGEoneRailroad lvas completed. By 1860 the Hes tern North Carolina Railroad was complete fromSalisbury to within thirteen miles of Morganton. In the latter part of the nineteenthcentury, Salisbury became a major terminal on the Southern Railway's Charlotte-toGreensboro "main line." (Its neighboring town, Spencer, was selected in 1896 to bethe site of Southern's railway shops and transfer shed, making it one of the busiestand most important rail points in the South.)By the early years of the ttventieth century, Salisbury lvas being characterized asa "fine railroad center." "No city," boasted the Salisbury Evening Post in 1905, "isbetter located for traffic . "Twenty-two passenger trains pass by, arrive and depart from the city daily. Anexclusive postal train also brings mail from New York City within fifteen hoursfrom the time that the racer from the North leaves the metropolis. The Southern'spassenger service is good, its patronage enormous. Within five years therevenues have been doubled and July past was the greatest record-maker withinthe history of the Salisbury station. There is no way to calculate its extensiveness. The wholesale and retail merchantrylnever was so large, and these dealerskeep the station crowded with their wares.In March, 907, the Southern ann6unced that it had let a contract for the construcLlon of a new passenger station on the same site as that occupied by the old terminal(which was to be razed). The Charlotte Daily Observer, in reporting on this announcement, reaffirmed the belief that the new facility would be "the handsomest main line/ s/ tructure between \vashington and Atlanta" and suggested that it would be "an ornamentt;; -the city where adornments are most peeded . "Construction of the ne\·l passenger station commenced April 9, 1907. Frank Hilburn 7 sjesign was carried out by the Central Carolina Construction Company of Greensboro, uccessful bidder on the project.The station was completed and officially opened to he public on September 1, 1908.The structure apparently won the immediate approval'f the Charlotte Daily Obsever's Salisbury bureau chief, who ote on August 31:After years of rather impatient waiting the city's needs have at last beenrecognized by the Southern's officials, and, as if to nake up for their tardiness,they have spent lavish y to give the city a passenger depot to be proud of puttingover 120,000 into it.The facility was designed primarily as a passenger station, with separate waitingfor whil:e and hlac , rest rooms and parlors, a ticket office, mail room, tele-aph office, ar1Cl conductors' room. Apparently most of the freight tv-as to be handled. a nearby Southern Express CODpany fr ight office (also designed by Frank Milburn),tich stood Irjust to the north" of the n 1;J' passenger station. The express offices raz0d in 1971, but the passenger station remains very nearly as it was when-e c ted in. 1907 - ] 90800ms
·"01 -300il10-74)LITED STATES Dl:.PARTMl:.i\T OF THl:. INTERIORFOR NPS USE ONLYNATIONAL PARK SERVICERECEIVEDDATE ENTEREDCONTI NUATION SHEETITEM NUMBER8PAGEtwol"RAILHAY FACILITIES," Salisbury Evening Post, August, 1905.2"SALISBURY'SNE vSTATION," Charlotte Daily Observer, August 31, 1908.IiI.
· Rowan4Charlotte Daily Observere1855ROAD"SALISBURY STATION ASSURED" March 29 1907; "NE1.J9 1907; "SALISBURY'S NEW STATION," August 31, 1908PASSENGER' STATION,"4.!-- -,o,CREAGE OF NOMINATED PROPERTYUTM REFERENCESAlL1J . ,8 13 ! 2ZONEEASTINGcWII! II10 J,iI 3! 91 4r 61 S8sW II! IZONEEASTINGDLJ II , IdNORTHINGIIi,i,I( I iIIIINORTHINGI I,!II , IVERBAL BOUNDARY DESCRIPTIONLIST ALL STATES AND COUNTIES FOR PROPERTIES OVERLAPPING STATE OR COUNTY 'I1E !TIT!.EResearch by Robert Topkins, survey specialist; architecturaldescription by Narv Alice Hinson. survey consultantORGANIZATIONDATEDivision of Archives and History] 3 June 1975TElEPHO ESTREET & NUMBER109 East Jones Street919/829-7862CITY OR TOWNSTATEST r\TE HISTORICPRESER.VATI0N OFFICER CERTIFIC/\.TIONTHE EVALUATED SIGNIFICANCE OF THIS PROPERTY WITHIN THE STATE IS:NATIONALSTATE---2LLOCALAs the deSignated State HistoriC Preservation Officer tor the N:::ltional HistoriC PreserviHlon Act at 1966 (flubllc Law 8 -b65). Ihereby nominate this property for inclusion in the National Register and certify that it has been evaluated according to thecitwi;q and procedures set forth by the National Park Service.TITLEDeputy State Historic Preservation' Gf:icerp"- P-::,i),3E6 J YjDATE13 June 1975.! ;: ER 8Y CERTIFY THAT Il-4iS PRO PERTY IS tNCLU DED iN THE NA.TIONAL REGiSTERII. -rD.ATED:i ECTO;l OFFICe OF ARCH i:OLOGY AN D ISTORIC PRESER'/ATION TTc3T D A T E I!:,t::::-?ER OF THE NATIONAL REGISTERIIIri'i
1& -3001'110-74)U N 11 ED ST A 1 ES 01:. PAR 1 1\1l1';' T 0 F T H liN 1E RIO RFOR NPSONLYNATIONAL PARK SERVICERECEIVEDCONTI NUATION SHEETITEM NUMBERPAGEoneLefler, Hugh Talmage, and Albert Ray Newsome. North Carolina: The History of aSouthern State. Third Edition; Chapel HillUniversity of North Carolina:Press, 1973.National Cyclopaedia of American Biography. New York: James T. White & Co., 64volumes to date, 1898-, XII.Ne'\vs and Observer (Raleigh). "NEH STATION OPENED," September 2, 1908.SalisDury Evening Post . "RAILHAY FACILITIES," August, 1905.Wodehouse, La\vrence. "Architecture in North Carolina, 1700-1900." North CarolinaArchitect, Vol. 16, Nos. 11 and 12 (November-December, 1969), and Vol 17, Nos. 1and 2 (January-February, 1970)."Frank Pierce Milburn (1868-1926), A Major Southern Architect." NorthCarolina Historical Review, L, No.3 (July, 1973), 289-303.
Salisbury Southern Railroad Passenger DepotSalisburyNorth CarolinalJTI Refe-cence:Salisbury17/548320/1946980
The Salisbury Southern Railroad Passenger Depot, designed by Frank P. Milburn and built In 1907-1908, is an impresslve and ,.;rell-preserved example of the Spanish His::;ion style popular in the early twentieth century. An important reminder of the vital role of the railroad in the development of the town of Salisbury, it is one of the few re .
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image as a guide. Fill in a few petals using satin stitch, and add . The secret is to hold the working thread taut while you pull it through. Come up at point 1, then wrap the thread around the needle twice. Holding the working thread with your non-dominant hand, bring the needle down at point 2 (close to point 1, but not the same hole) and pull slowly until the knot is formed. 01 01 01 .
