Norfolk and Western Railway
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|Locale||Virginia, Maryland, North Carolina, West Virginia, Kentucky, and Ohio; after the 1960s mergers, also Illinois, Indiana, Iowa, Michigan, Missouri, New York, and Pennsylvania|
|Dates of operation||1838–1997|
|Track gauge||4 ft 8 1⁄2 in (1,435 mm) standard gauge|
|Length||1956: 2,132 miles (3,431 kilometres);1970: 7,595 miles (12,223 kilometres)|
The Norfolk and Western Railway (reporting mark NW), was a US class I railroad, formed by more than 200 railroad mergers between 1838 and 1982. It was headquartered in Roanoke, Virginia, for most of its 150-year existence. Its motto was "Precision Transportation"; it had a variety of nicknames, including "King Coal" and "British Railway of America" even though the N&W had mostly articulated steam on its roster. During the Civil War, the N&W was the biggest railroad in the south and moved most of the products with their steam locomotives to help the South the best way they could.
NW was famous for manufacturing its own steam locomotives, which were produced at the Roanoke Shops, as well as its own hopper cars. Around 1960, NW became the last major American railroad to convert from steam locomotives to diesel motive power but did not retire its last remaining Y class locomotives until 1964 and 1965. By 1965, steam on class I railroads was gone but steam wasn't gone on class II railroads until 1974 and class III and mining railroads did not retire their steam locomotives from their active roster until 1983. By 1983, steam in America on class I, II, III, and mining railroads had finally closed the chapter on America's 150 years of steam from 1830 - 1983.
In December 1959, NW merged with the Virginian Railway (reporting mark VGN), a longtime rival in the Pocahontas coal region. By 1970, other mergers with the Nickel Plate Road and Wabash formed a system that operated 7,595 miles (12,223 km) of road on 14,881 miles (23,949 km) of track from North Carolina to New York and from Virginia to Iowa.
In 1980, NW teamed up with the Southern Railway, another profitable carrier and created the Norfolk Southern Corporation holding company by merging its business operations with the business operations of the Southern Railway. The NW and the Southern Railway continued as separate railroads now under one holding company.
On December 31, 1990, the Southern Railway was renamed "Norfolk Southern Railway" to reflect the Norfolk Southern Corporation and on the same day, the renamed Norfolk Southern Railway gained full control of the Norfolk and Western Railway with the Norfolk and Western being transferred from the holding company to the renamed Norfolk Southern Railway, this began the final years of Norfolk and Western which was absorbed into the renamed Norfolk Southern Railway seven years later in 1997 (1990 to 1997 the Norfolk and Western continued operating by using paper operations).
In 1997 during the Conrail battle with CSX, Norfolk Southern Corporation's principal railroad, the renamed Norfolk Southern Railway, absorbed the Norfolk and Western Railway into their rail system, ending the existence of the Norfolk and Western Railway and having the renamed Norfolk Southern Railway becoming the only railroad in the entire Norfolk Southern system after that.
- 1 History
- 1.1 Earliest days
- 1.2 Atlantic, Mississippi & Ohio Railroad
- 1.3 Norfolk & Western
- 1.4 Becoming part of the Norfolk Southern Corporation
- 2 Passenger operations
- 3 Steam locomotive types on the Norfolk and Western
- 4 Surviving steam locomotives
- 5 Leaders of the Norfolk and Western
- 6 Heritage Unit
- 7 See also
- 8 References
- 9 Further reading
- 10 External links
NW's earliest predecessor was the City Point Railroad (CPRR), a 9-mile (14 km) short-line railroad formed in 1838 to extend from City Point (now part of the independent city of Hopewell, Virginia), a port on the tidal James River, to Petersburg, Virginia, on the fall line of the shallower Appomattox River. In 1854, CPRR became part of the South Side Railroad, which connected Petersburg with Lynchburg, where it interchanged through traffic with the Virginia and Tennessee Railroad (V&T) and the James River and Kanawha Canal.
Norfolk and Petersburg Railroad
William Mahone (1826–95), an 1847 engineering graduate of the Virginia Military Institute (VMI), was employed by Francis Mallory to build the Norfolk and Petersburg Railroad (N&P) and eventually became its president in the pre-Civil War era. Construction of N&P began in 1853. Mahone's innovative corduroy roadbed through the Great Dismal Swamp near Norfolk, Virginia, employed a log foundation laid at right angles beneath the surface of the swamp. It is still in use 150 years later and it withstands immense tonnages of coal traffic.
Mahone married Otelia Butler, from Smithfield in Isle of Wight County, Virginia, a daughter of Robert Butler (1784–1853), a Virginia state treasurer. Popular legend has it that Otelia and William Mahone traveled along the newly completed N&P naming stations along the 52-mile (84 km) tangent between Suffolk and Petersburg from Ivanhoe, a book she was reading by Walter Scott. From Scott's historical Scottish novels, Otelia chose the place names of Windsor, Waverly and Wakefield. She tapped the Scottish Clan "McIvor" for the name of Ivor, a small Southampton County town. When they could not agree, it is said that the young couple invented a new word in honor of their "dispute", which is how the tiny community of Disputanta was named. The N&P was completed in 1858.
Of small stature, dynamic "Little Billy" Mahone became a major general in the Confederate Army during the American Civil War. He was widely regarded as the hero of the Battle of the Crater during the Siege of Petersburg in 1864–65. Otelia Mahone served as a nurse in the Confederate capital of Richmond.
The N&P was severed by the war. The portion east of the Blackwater River at Zuni, Virginia, was held by the Union for most of the war. The eastern portion of the City Point Railroad played a crucial role for Union General Ulysses S. Grant during the Siege of Petersburg, and was operated by the United States Military Railroad. The South Side Railroad was also heavily damaged.
Atlantic, Mississippi & Ohio Railroad
William and Otelia Mahone were illustrious characters in post-bellum Virginia. Mahone got quickly to work restoring "his" N&P, and resumed his dream of linking the three trunk lines across the southern tier of Virginia to reach points to the west. He became president of all three, and drove the 1870 merger of N&P, South Side Railroad and the Virginia and Tennessee Railroad to form the Atlantic, Mississippi and Ohio Railroad (AM&O). The AM&O extended 408 miles (657 km) from Norfolk to Bristol, Virginia. The Mahones moved to the headquarters city of Lynchburg, the midpoint of the AM&O. The acronym AM&O was said to stand for "All Mine and Otelia's."
The AM&O operated profitably in the early 1870s but like many railroads encountered financial problems during the Panic of 1873. A fourth road of the AM&O family was planned to extend west through the Cumberland Gap to Kentucky, but was never built. Mahone retained control of AM&O for several more years before his relationship with English and Scottish bondholders deteriorated in 1876 and receivers were appointed to oversee his work. After several years of operating under receiverships, Mahone's role as a railroad builder ended in 1881 when northern financial interests took control.
At the foreclosure auction, the AM&O was purchased by E.W. Clark & Co., a private banking firm in Philadelphia with ties to the large Pennsylvania Railroad. The PRR was seeking a southern connection for its Shenandoah Valley Railroad (SVRR), which was then under construction up the valley from the Potomac River.
Norfolk & Western
In 1881, the AM&O was reorganized and renamed Norfolk and Western, a name perhaps taken from an 1850s charter application filed by citizens of Norfolk, Virginia. George Frederick Tyler became president. Frederick J. Kimball, a civil engineer and partner in E.W. Clark & Co., became First Vice President. Henry Fink, whom Mahone had hired in 1855, became Second Vice President and General Superintendent.
At its founding, NW primarily transported agricultural products. Kimball, who had a strong interest in geology, led the railroad's efforts to open the Pocahontas coalfields in western Virginia and southern West Virginia. In mid-1881, NW acquired the franchises to four other lines: the New River Railroad, the New River Railroad, Mining and Manufacturing Company, the Bluestone Railroad, and the East River Railroad. Consolidated into the New River Railroad Company, with Kimball as president, these railroads became the basis for NW's New River Division, which was soon built from New Kanawha (near East Radford) up the west bank of the New River through Pulaski County and into Giles County to the mouth of the East River near Glen Lyn, Virginia. From there, the new line ran up the East River, crossing the Virginia-West Virginia border several times to reach the coalfields to the west near the Great Flat Top Mountain. Coal transported to Norfolk soon became NW's primary commodity, and led to great wealth and profitability.
Kimball served as NW president from 1883 to 1895. Under his leadership, NW continued expansion westward with its lines through the wilderness of West Virginia with the Ohio Extension, eventually extending north across the Ohio River to Columbus, Ohio by the Scioto Valley Railroad. Acquisition of other lines, including the Cincinnati, Portsmouth and Virginia Railroad (CP&V) (which it had long supported and leased) extended the NW system west along the Ohio River to Cincinnati, Ohio, south from Lynchburg to Durham, North Carolina, and south from Roanoke to Winston-Salem, North Carolina. By the time Kimball died in 1903, the railroad had attained the basic structure it would use for more than 60 years.
In 1885, several small mining companies representing about 400,000 acres (1,600 km2) of bituminous coal reserves grouped together to form the coalfields' largest landowner, the Philadelphia-based Flat-Top Coal Land Association. NW bought the association and reorganized it as the Pocahontas Coal and Coke Company (PCCC). The PCCC was later renamed the Pocahontas Land Corporation (PLC) and is now a subsidiary of NS.
As the availability and fame of high-quality Pocahontas bituminous coal increased, economic forces took over. Coal operators and their employees settled dozens of towns in southern West Virginia, and in the next few years, as coal demand swelled, some of them amassed fortunes. The countryside was soon sprinkled with tipples, coke ovens, houses for workers, company stores and churches. In the four decades before the Crash of 1929 and subsequent Depression, these coal towns flourished. One example was the small community of Bramwell, West Virginia, which in its heyday boasted the highest per capita concentration of millionaires in the country.
In 1886, the NW tracks were extended directly to coal piers at Lambert's Point, which was located in Norfolk County just north of the City of Norfolk on the Elizabeth River, where one of the busiest coal export facilities in the world was built to reach Hampton Roads shipping. A residential section was also developed to house the families of the workers. Many early residents of Lambert's Point were involved in the coal industry.
The opening of the coalfields made NW prosperous and Pocahontas coal world-famous. By 1900, Norfolk was the leading coal exporting port on the East Coast. Transported by NW, and later the neighboring VGN, it fueled half the world's navies and today stokes steel mills and power plants all over the globe.
The company was famous for building its own steam locomotives, a practice rare outside Britain (where most railways either built their own locomotives or had outside contractors build locomotives to their designs). The locomotives were built at the Roanoke Shops at Roanoke. The Shops employed thousands of craftsmen, who refined their products over the years. The A, J, and Y6 locomotives, designed, built and maintained by NW personnel, brought the company industry-wide fame for its excellence in steam power. NW's commitment to steam power was due in part to its investment in the manufacturing capacity and human resources to build and operate steam locomotives, and partially due to the major commodity it hauled, coal. In 1960, NW became the last major railroad in the United States to abandon steam locomotives for diesel-electric motive power.
Today, the Roanoke Shops continue to build and repair rolling stock.
World Wars, Great Depression, and efficiencies
NW operated profitably through World War I and World War II and paid regular dividends throughout the Depression. During World War I, NW was jointly operated with VGN under the USRA's wartime takeover of the Pocahontas Roads. The operating efficiencies were significant, and after the war, when the railroads were returned to their respective owners and competitive status, NW never lost sight of the VGN and its low-gradient routing through Virginia. However, the US Interstate Commerce Commission (ICC) turned down attempts at combining the roads until the late 1950s, when a proposed NW-VGN merger was finally approved.
NW also operated safely in this time, being the recipient of the Gold E. H. Harriman Award for 1938. In a promotional booklet published in 1939, NW wrote "For the second time in 12 years, the American Museum of Safety has awarded the Harriman Memorial Gold Medal to the Norfolk & Western Railway for the outstanding safety record during 1938 among class I railroads of the United States." It is further noted that the railway carried one million passengers more than 86,000,000 miles (138,000,000 km) without incident in the period from 1924 to 1938.
At the end of 1925, NW operated 2,241 miles (3,607 km) of route on 4,429 miles (7,128 km) track; at the end of 1956 NW operated 2,132 miles (3,431 km) of route on 4,759 miles (7,659 km) of track.
The Virginian Railway
VGN was conceived and built by William Nelson Page and Henry Huttleston Rogers. Page had helped engineer and build the Chesapeake & Ohio Railway (C&O) through the mountains of West Virginia and Rogers had already become a millionaire and a principal of Standard Oil before their partnership was formed early in the 20th century.
Initially, their project was an 80-mile (130 km)-long short line railroad. After failing to establish favorable rates to interchange coal traffic with the big railroads (who shut them out through collusion), the project expanded. Rogers was apparently a silent partner in the early stages, and the bigger railroads did not take Page seriously. However, the partners planned and then built a "Mountains to Sea" railroad from the coal fields of southern West Virginia to port near Norfolk at Sewell's Point in the harbor of Hampton Roads. They accomplished this right under the noses of the pre-existing and much bigger C&O and NW railroads and their leaders by forming two small intrastate railroads, Deepwater Railway, in West Virginia, and Tidewater Railway in Virginia. Once right-of-way and land acquisitions had been secured, the two small railroads were merged in 1907 to form the Virginian Railway.
Engineered by Page and financed almost entirely from Rogers' personal resources, VGN lines were laid on the principle that picking the best route and buying the best equipment would save operating expenses.
Mark Twain spoke at VGN's dedication in Norfolk, Virginia, only 6 weeks before Rogers died in May 1909 after his only inspection trip on the newly completed railroad. That June, Booker T. Washington made a whistle-stop speaking tour on VGN, traveling in Rogers' private car, Dixie, and later revealing that Rogers had been instrumental in funding many small country schools and institutions of higher education in the South for the betterment of Negroes.
VGN operated over more modern alignments than C&O and NW, and its track was built to the highest standards. It provided major competition for coal traffic to C&O and NW. The 600-mile (970 km) VGN followed Rogers' philosophy throughout its profitable history, earning the nickname "Richest Little Railroad in the World." It operated some of the largest and most powerful steam, electric, and diesel locomotives.
The VGN electrified 134 miles (216 km) of its route between 1922 and 1926 at a cost of $15 million, and had its own power plant at Narrows, Virginia. It shared electrical resources with N&W from 1925 to 1950, when NW discontinued its own, shorter, electrified section through the Elkhorn Tunnel and Great Flat Top Mountain region. The VGN track was de-electrified in 1962, after the NW-VGN merger.
Merger era: 1960–82
In 1955, the N&W operated in North Carolina, Virginia, Kentucky, West Virginia, Maryland, and Ohio.
When the Interstate Commerce Commission (ICC) approved VGN's 1959 merger into NW, it heralded a merger movement and a modernization of the entire U.S. railroad industry. In 1964, the former Wabash; Nickel Plate; Pittsburgh and West Virginia Railway; and Akron, Canton and Youngstown Railroad were brought into the system in one of the most complex mergers of the era. This consolidation, plus the 1976 addition of a more direct route to Chicago, Illinois, made NW an important Midwestern railroad that provided direct single-line service between the Atlantic Ocean and the Great Lakes and Mississippi River.
In the late 1960s, NW acquired Dereco, a holding company that owned the Delaware & Hudson (D&H) and Erie Lackawanna (EL) railroads. Dereco's troubled railroads were not merged into NW; EL eventually joined Conrail and D&H was sold to Guilford Transportation Industries, and is now part of Canadian Pacific.
In 1970, the N&W operated in North Carolina, Virginia, Kentucky, West Virginia, Maryland, Ohio, Pennsylvania, New York, Indiana, Michigan, Illinois, Missouri, and Iowa.
By 1996, N&W ran most of the Midwest and Eastern states. Many N&W lines by 1998 were abandoned and some of them were never used again. However, the Norfolk to Bluefield line still exists but traffic has slowed because of its 12-mile 1.2% grade.
In the 1950s, Canadian National Railway (CN) introduced a group of innovative bi-level autorack railcars. These autoracks had end doors and were very large by the standards of the time; at 75 feet (23 m) long, each autorack could carry 8 completed automobiles. These autoracks were a big success and helped lead to the development of today's fully enclosed autoracks. Tri-level autoracks were developed in the 1970s.
During the 1960s, autoracks took over rail transportation of newly completed automobiles in North America. They carried more cars in the same space and were easier to load and unload than the boxcars formerly used. Ever-larger auto carriers and specialized terminals were developed by NW and other railroads.
The railroads were able to provide lower costs and greater protection from in-transit damage, such as that which may occur due to vandalism or weather and traffic conditions on unenclosed truck trailers. Using the autoracks, the railroads became the primary long-distance transporter of completed automobiles, one of few commodities where the industry has been able to overcome trucking in competition.
Becoming part of the Norfolk Southern Corporation
In 1980, the profitable NW teamed up with the Southern Railway, another profitable company, to form the Norfolk Southern Corporation and it paved the way for today's Norfolk Southern Railway (formerly the Southern Railway) and compete more effectively with CSX Transportation, itself a combination of smaller railroads in the eastern half of the United States.
Today, former NW trackage remains a vital portion of the Norfolk Southern Railway, a Fortune 500 company. The headquarters of the Norfolk Southern Railway and the parent Norfolk Southern Corporation are near the coal piers at Lambert's Point.
While the Powhatan Arrow (all-coach, Norfolk–Cincinnati/Columbus) was NW's flagship passenger train, sporting a regal maroon livery with gold trim and hauled by a J Class 4-8-4 Northern Type steam locomotive, the railroad also operated a number of other passenger trains. These include:
- The Cavalier (coaches and Pullmans, Norfolk–Cincinnati/Columbus).
- The Pocahontas (coaches and Pullmans, Norfolk–Cincinnati/Columbus).
- Trains 1 and 2 (Roanoke–Hagerstown, Maryland).
The NW also participated in four inter-line passenger trains:
- Cannon Ball (New York – Norfolk in conjunction with Pennsylvania Railroad, Richmond, Fredericksburg and Potomac Railroad, and the Atlantic Coast Line Railroad).
- Birmingham Special (New York – Birmingham, Alabama in conjunction with the Pennsylvania Railroad and Southern Railway).
- The Pelican (New York – New Orleans in conjunction with the Pennsylvania Railroad and Southern Railway).
- The Tennessean (New York – Memphis in conjunction with the Pennsylvania Railroad and Southern Railway).
The last three were unusual in that the Southern Railway operated the trains, either side of the NW stretch between Lynchburg and Bristol.
Steam locomotive types on the Norfolk and Western
- Class A: 2-6-6-4 simple articulated Top Speed: 70 mph
- Class Y1 though Y6b: 2-8-8-2 Mallet Top Speed: 60 mph
- Class J: 4-8-4 Top Speed: 110 mph
- Classes K1 and K2: 4-8-2 Mountain Top Speed: 80 mph
- Classes M, M1, and M2: 4-8-0 Mastodon Top Speed: 55 mph
- Class S1: 0-8-0 switchers Top Speed: 50 mph
- Class Z1: 2-6-6-2 Top Speed: 60 mph
- Class E1: 4-6-2 Top Speed: 65 mph
- Class E2: 4-6-2 Top Speed: 70 mph
- Class W:: 2-8-0 Top Speed: 45 mph
Surviving steam locomotives
The N&W had run excursion trains since its first days of passenger traffic, and deliberately powered them with steam engines after 1960, when most other trains had been switched to diesels. The excursion trains were powered by several of NW's famous steam locomotives, including J class #611 and A class #1218. The practice continued after the 1982 merger, under the first president of the merged Norfolk Southern, Robert B. Claytor, but was finally halted in 1994.
Today, locomotive 1218 is on static display at the Virginia Museum of Transportation in Roanoke, Virginia; locomotive 611 has been restored to working order for the VMT by the North Carolina Transportation Museum; N&W class Y6a #2156 has been brought to Roanoke from the Museum of Transportation in St. Louis, Missouri; and Class M #475 continues to operate at the Strasburg Railroad in Strasburg, Pennsylvania.
Leaders of the Norfolk and Western
Thousands of men and women worked for the AM&O and NW after the Civil War. Among the leaders were:
- William Mahone
- George F. Tyler
- Henry Fink
- Frederick J. Kimball
- Lucius E. Johnson
- Nicholas D. Maher
- William J. Jenks
- Arthur C. Needles
- Robert Hall Smith
- Stuart T. Saunders
- Herman H. Pevler
- John P. Fishwick
- Robert B. Claytor
As a part of Norfolk Southern's 30th anniversary, the company painted 20 new locomotives into predecessor schemes. NS #8103, a GE ES44AC, was painted into the Norfolk and Western's blue scheme.
- Norfolk and Western Railway Company Historic District
- Norfolk and Western Railway Freight Station
- List of Norfolk and Western Railway locomotives
- Norfolk and Western 611 - Class J 4-8-4
- Norfolk & Western 475 – Class M 4-8-0
- Norfolk & Western 1218 – Class A 2-6-6-4
- Norfolk & Western 2156 – Class Y6a 2-8-8-2
- Dinwiddie County Pullman Car
- Blake, Nelson Morehouse, Phd. (1935) William Mahone of Virginia; Soldier and Political Insurgent, Garrett and Massie Publishers; Richmond, VA
- Dixon, Thomas W, Jr., (1994) Appalachian Coal Mines & Railroads. Lynchburg, Virginia: TLC Publishing Inc. ISBN 1-883089-08-5
- Dow, Andrew (1999) Norfolk and Western Coal Cars: From 1881 to 1998. Motorbooks Intl. ISBN 978-1-883089-36-8
- Ferrell, Mallory Hope, (2007) Norfolk & Western: Steam's Last Stand. Hundman Publishing ISBN 978-0-945434-60-3
- Huddleston, Eugene L, Ph.D. (2002) Appalachian Conquest, Lynchburg, Virginia: TLC Publishing Inc. ISBN 1-883089-79-4
- Lambie, Joseph T., (1954) From Mine to Market: The History of Coal Transportation on the Norfolk and Western Railway New York: New York University Press
- Lewis, Lloyd D., (1992) The Virginian Era. Lynchburg, Virginia: TLC Publishing Inc.
- Lewis, Lloyd D., (1994) Norfolk & Western and Virginian Railways in Color by H. Reid. Lynchburg, Virginia: TLC Publishing Inc. ISBN 1-883089-09-3
- King, Ed, (1997) Norfolk & Western in the Appalachians: From the Blue Ridge to the Big Sandy. Kalmbach Publishing Company ISBN 978-0-89024-316-9
- Middleton, William D., (1974) (1st ed.). When The Steam Railroads Electrified Milwaukee, Wisconsin: Kalmbach Publishing Co. ISBN 0-89024-028-0
- Prince, Richard E., (1980) Norfolk & Western Railway, Pocahontas Coal Carrier, R.E. Prince; Millard, NE
- Reid, H. (1961)., The Virginian Railway (1st ed.). Milwaukee, Wisconsin: Kalmbach Publishing Co.
- Reisweber, Kurt, (1995) Virginian Rails 1953–1993 (1st ed.) Old Line Graphics. ISBN 1-879314-11-8
- Striplin, E. F. Pat., (1981) The Norfolk & Western: a history Roanoke, Va. : Norfolk and Western Railway Co. ISBN 0-9633254-6-9
- Traser, Donald R., (1998) Virginia Railway Depots. Old Dominion Chapter, National Railway Historical Society. ISBN 0-9669906-0-9
- Wiley, Aubrey and Wallace, Conley (1985). The Virginian Railway Handbook. Lynchburg, Virginia: W-W Publications.
- Wardeb, William E., (1996) Norfolk & Western Railway's Magnificent Mallets: The Y Class 2-8-8-2s . Motorbooks International
- Cuthriell, N.L. (1956) Coal On The Move Via The Virginian Railway, reprinted with permission of Norfolk Southern Corporation in 1995 by Norfolk & Western Historical Society, Inc. ISBN 0-9633254-2-6
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