Norfolk and Western Railroad

Norfolk and Western Railway
Company type	Railroad
Industry	Rail transport
Founded	1838
Defunct	1982
Fate	Merged into Norfolk Southern Railway
Headquarters	Roanoke, Virginia, United States
Area served	Eastern United States
Key people	William Mahone (founder and president), Frederick J. Kimball (president)
Products	Freight rail transport, primarily coal
Number of employees	Thousands (historical)
Parent	Norfolk Southern Corporation (from 1980)

The Norfolk and Western Railway, often abbreviated as the N&W, was a major American class I railroad established through the consolidation of more than 200 smaller railroads between 1838 and 1982. With its headquarters located in Roanoke, Virginia, the railroad spanned several states and had expanded its network to over 7,500 miles of track by 1970. Known for the slogan "Precision Transportation," it earned the moniker "King Coal" due to its prominent role in hauling coal.

A distinctive feature of N&W was its in-house production of steam locomotives and hopper cars at the Roanoke Shops, allowing it to operate steam engines longer than most other Class I railroads, retiring its final Y class steam locomotives only in 1961.

The company’s expansion was largely driven by strategic mergers: in 1959, it incorporated the Virginian Railway (VGN), a significant rival in the Pocahontas coalfields. Later acquisitions such as the Nickel Plate Road and Wabash Railroad extended N&W’s service area from North Carolina through New York and westward reaching Iowa.

In 1980, N&W combined operations with the thriving Southern Railway (U.S.) under a newly formed parent corporation called Norfolk Southern Corporation. Although initially functioning independently, by 1982 Southern Railway was rebranded as Norfolk Southern Railway, effectively ending N&W’s existence as a standalone company.

City Point, Southside and Virginia and Tennessee Railroads

The earliest forerunner of N&W was the City Point Railroad (CPRR), a short line spanning nine miles established in 1838 to connect City Point (currently part of Hopewell, Virginia) on the James River with Petersburg, Virginia. In 1854, CPRR merged into the South Side Railroad, which linked Petersburg to Lynchburg and enabled connections with both the Virginia and Tennessee Railroad (V&T) and the James River and Kanawha Canal.

Norfolk and Petersburg Railroad

Construction of the Norfolk and Petersburg Railroad (N&P) began in 1853 under the direction of engineer and businessman William Mahone (1826–1895), a graduate of Virginia Military Institute who later served as president of the railroad. Mahone engineered an innovative corduroy roadbed through the Great Dismal Swamp near Norfolk that remains functional today, supporting heavy coal traffic. His visionary leadership played a vital role in developing transportation infrastructure in the region.

Along the 52-mile N&P route between Suffolk and Petersburg, Mahone and his wife Otelia Butler influenced station names inspired by Scottish literature, reflecting their personal imprint on the railroad’s identity. The line was completed in 1858, establishing an essential transportation link.

Civil War

During the American Civil War, Mahone attained the rank of major general in the Confederate Army and gained recognition for his actions at the Battle of the Crater during the Siege of Petersburg. Meanwhile, Otelia Mahone contributed as a nurse in Richmond. The conflict disrupted N&P operations: Union forces controlled and operated its eastern section via the U.S. Military Railroad, while other lines such as the South Side Railroad suffered extensive damage. This era profoundly affected both infrastructure and postwar corporate strategies.

Formation as the Atlantic, Mississippi & Ohio Railroad

Following the Civil War, William and Otelia Mahone emerged as influential leaders in Virginia. William Mahone swiftly pursued his ambition to connect three prominent southern Virginia railroads, assuming the presidency of the Norfolk and Petersburg, South Side, and Virginia and Tennessee Railroads. In 1870, he consolidated these lines into the Atlantic, Mississippi and Ohio Railroad (AM&O), which stretched 408 miles from Norfolk to Bristol, Virginia. The Mahones moved to Lynchburg, located at the midpoint of the AM&O route. The acronym AM&O was playfully interpreted as "All Mine and Otelia's."

Although initially profitable, the AM&O encountered financial difficulties during the Panic of 1873. Ambitious plans to extend westward through the Cumberland Gap into Kentucky were never realized. Mahone retained leadership until 1876 when conflicts with British bondholders forced the railroad into receivership. Northern investors assumed control by 1881 after several years under court supervision.

At foreclosure, Philadelphia-based E.W. Clark & Co., affiliated with the Pennsylvania Railroad (PRR), acquired the AM&O. The PRR aimed to establish a southern connection for its Shenandoah Valley Railroad (SVRR), then being built along the Potomac River.

Transition to Norfolk and Western

In 1881, the AM&O was reorganized and renamed Norfolk and Western (N&W), a title possibly inspired by a Norfolk charter from the 1850s. George Frederick Tyler was appointed president; Frederick J. Kimball, a civil engineer and partner at E.W. Clark, became First Vice President; Henry Fink took on roles as Second Vice President and General Superintendent.

Kimball identified Big Lick—a modest settlement on the Roanoke River—as the strategic junction for linking SVRR with N&W. Renamed Roanoke, this location developed into a city exceeding 90,000 residents by the mid-20th century.

Initially concentrating on agricultural freight, N&W under Kimball’s guidance expanded into coal transportation by developing the Pocahontas coalfields in western Virginia and southern West Virginia. In 1881, N&W acquired four railroads that were merged into the New River Railroad Company, creating the New River Division which extended through Virginia into coal-rich regions near Great Flat Top Mountain. Coal rapidly became N&W’s dominant commodity, fueling its profitability.

Kimball held the presidency from 1883 until 1895. During his tenure, N&W extended westward across West Virginia via the Ohio Extension, crossing the Ohio River to Columbus through the Scioto Valley Railroad. Additional acquisitions such as the Cincinnati, Portsmouth and Virginia Railroad broadened N&W’s reach west to Cincinnati, southward from Lynchburg to Durham in North Carolina, and from Roanoke south to Winston-Salem.

By Kimball’s passing in 1903, N&W had established a foundational network that supported its operations for more than sixty years.

In 1890, N&W acquired the Shenandoah Valley Railroad, expanding its system north of the Potomac River into Maryland and reaching Harrisburg, Pennsylvania. This formed the Shenandoah Valley Division and strengthened its presence in the Mid-Atlantic market.

Coal

In 1885, several small mining firms controlling approximately one-third of bituminous coal reserves combined to create the Philadelphia-based Flat-Top Coal Land Association—the largest landowner in those coalfields. N&W purchased and reorganized this entity as the Pocahontas Coal and Coke Company (PCCC), later renamed Pocahontas Land Corporation (PLC), which is now a subsidiary of NS.

As demand increased for premium Pocahontas bituminous coal, N&W’s activities stimulated economic growth in southern West Virginia, leading to the establishment of numerous coal towns and significant wealth accumulation among some operators. These communities included facilities such as tipples, coke ovens, housing developments, company stores, and churches. Prior to the 1929 Stock Market Crash and ensuing Great Depression, towns like Bramwell, West Virginia were noted for having some of America’s highest concentrations of millionaires.

By 1886, N&W had extended rail lines to coal piers at Lambert's Point in Norfolk County, Virginia, creating one of the world’s busiest coal shipping terminals serving Hampton Roads. A nearby residential neighborhood was developed for workers’ families—many employed in coal-related industries.

Roanoke Shops

Norfolk and Western (N&W) was distinguished for constructing its own steam locomotives at the Roanoke Shops, a practice seldom seen outside the United Kingdom. These facilities employed thousands of expert artisans and were responsible for producing celebrated locomotive classes such as the A, J, and Y6, which significantly bolstered the company's standing within the industry. This dedication to steam technology corresponded with N&W’s strategic investment in manufacturing capabilities and its primary commodity—coal. In the 1950s, N&W converted W Class 2-8-0 Consolidations into W6 0-8-0T tank locomotives. By 1960, it held the distinction of being the final major American railroad to fully switch from steam to diesel-electric propulsion. The Roanoke Shops continued their role in manufacturing and maintenance of rolling stock until Norfolk Southern closed them in 2020, concluding 139 years of continuous operation.

To facilitate locomotive construction, N&W expanded its infrastructure in 1916 at Shaffers Crossing near Roanoke, establishing a substantial terminal complex that included roundhouses and car shops. These facilities remained operational even after the transition to diesel power.

Another significant repair hub was located in Portsmouth, Ohio, serving western divisions with approximately 2,000 workers during the 1920s. This location succeeded earlier shops previously situated in Bluefield, West Virginia.

Roanoke & Southern

Established in 1887 by consolidating separate railroads in North Carolina and Virginia, the Roanoke & Southern Railway Company came under lease by Norfolk and Western beginning in 1892 and was fully absorbed by 1911. This acquisition broadened N&W’s regional market reach and operational scope.

World Wars, Great Depression, and efficiencies

Throughout both World Wars and the Great Depression, N&W consistently remained profitable and maintained dividend payments. During World War I under USRA control, N&W operated jointly with Virginian Railway (VGN), achieving efficiencies that shaped later strategic initiatives. Although initial merger attempts faced rejection from the Interstate Commerce Commission (ICC), the eventual 1959 merger with VGN enhanced N&W’s competitive position by incorporating VGN’s low-gradient routes.

During World War II, N&W deployed its J, K1, A Class, and S1 switcher locomotives to facilitate troop transport from Ohio to Norfolk—a crucial embarkation port alongside New York, San Francisco, and San Diego.

N&W’s safety record earned it the prestigious Gold E. H. Harriman Award in 1938 for exceptional performance among Class I railroads. Between 1924 and 1938, the company achieved over 86 million miles of accident-free travel, demonstrating operational excellence.

By 1925, N&W managed 2,241 route miles across 4,429 miles of track; by 1956 these figures adjusted to 2,132 route miles on 4,759 track miles—reflecting strategic realignments consistent with evolving business needs.

Acquiring the Virginian Railway

The Virginian Railway (VGN) was created through the efforts of industrialist William Nelson Page and financier Henry Huttleston Rogers—a millionaire associated with Standard Oil. Originally conceived as a short line railroad, it expanded after facing rate discrimination from dominant railroads limiting coal transport advantages.

Rogers initially served as a silent partner while Page orchestrated construction of a "Mountains to Sea" rail line linking southern West Virginia coalfields to Sewell's Point port near Norfolk, Virginia. Two minor intrastate railroads—the Deepwater Railway in West Virginia and Tidewater Railway in Virginia—were merged in 1907 to form VGN.

Funded largely by Rogers and engineered by Page, VGN emphasized efficient routing and premium equipment to minimize operating expenses. Dubbed the "Richest Little Railroad in the World," it operated over modern track infrastructure competing successfully against larger lines like Chesapeake & Ohio (C&O) and Norfolk & Western (N&W). VGN utilized some of the era’s most powerful steam, electric, and diesel locomotives.

Between 1922 and 1926, VGN electrified a significant portion of its network at an investment of $15 million, supported by its dedicated power plant located in Narrows, Virginia. From 1925 through 1950 it shared electrical resources with N&W. The electrified lines were retired in 1962 following the merger with N&W.

A notable moment occurred when Mark Twain delivered a speech at VGN’s Norfolk dedication shortly before Rogers’ passing in 1909. Rogers also contributed philanthropically by supporting educational institutions serving Black communities throughout the South, reflecting his broader societal impact beyond business.

Merger period: 1960–1982

By the mid-1950s, N&W had expanded its operations to cover North Carolina, Virginia, Kentucky, West Virginia, Maryland, and Ohio. The 1959 merger, sanctioned by the ICC, that integrated the Virginian Railway into N&W significantly broadened its operational territory.

The complex merger of 1964 brought together the Wabash, Nickel Plate, Pittsburgh and West Virginia, and Akron, Canton and Youngstown Railroads—one of the most intricate consolidations of that time. Alongside the establishment of a direct Chicago route in 1976, N&W emerged as a vital Midwestern carrier offering seamless single-line service stretching from the Atlantic coast to the Great Lakes and Mississippi River. This expansion notably increased both its market penetration and network scope.

In 1968, N&W created the Dereco holding company to oversee ownership of Delaware & Hudson (D&H) and Erie Lackawanna (EL). These financially troubled railways continued to operate independently; EL was eventually absorbed into Conrail, while D&H was sold to Guilford Transportation Industries and later became part of Canadian Pacific.

By 1970, N&W’s reach extended into twelve states including Pennsylvania, New York, Indiana, Michigan, Illinois, Missouri, and Iowa. The company pursued a diversification strategy as well, notably investing heavily in Piedmont Airlines.

The 1980 marketing initiative titled "There's No Stopping Us" served to strengthen N&W’s corporate brand. On September 1, 1981, N&W further expanded by acquiring the Illinois Terminal Railroad, enhancing its portfolio of subsidiaries and increasing its influence in the market.

By 1996, N&W had established dominance over large portions of the Midwest and Eastern United States; however, many routes were abandoned by 1998 due to evolving industry conditions. The line running from Norfolk to Bluefield remains operational but experiences reduced traffic because of steep grades.

Autoracks

During the 1950s, Canadian National Railway pioneered bi-level autorack railcars—75-foot-long units capable of transporting eight vehicles each—which transformed automobile rail transport. This innovation paved the way for the later development of fully enclosed tri-level autoracks in the 1970s.

Throughout the 1960s, autoracks became the preferred method for shipping automobiles over long distances across North America. N&W and other railroads invested in specialized terminals and larger auto carriers designed to maximize loading efficiency.

Autoracks provided cost advantages and superior protection against damage compared to trucking or conventional boxcars. This competitive edge enabled railroads to secure a substantial share of the automobile transportation market despite strong competition from trucking companies.

Integration into Norfolk Southern Corporation

In 1980, the financially robust Norfolk and Western Railway merged with Southern Railway to form Norfolk Southern Corporation. This strategic alliance strengthened their position against CSX Transportation within the eastern United States. The merger resulted in a more competitive business structure and expanded market presence. Presently, former N&W routes continue to be essential components of Norfolk Southern Railway—a Fortune 500 company based in Atlanta, Georgia.

Passenger services

N&W’s premier passenger train was the Powhatan Arrow, an all-coach service operating between Norfolk and Cincinnati/Columbus. It was distinguished by its maroon and gold paint scheme and powered by J Class steam locomotives. Other notable passenger trains included:

The Cavalier (offering both coaches and Pullman cars on Norfolk–Cincinnati/Columbus routes)
The Pocahontas (featuring coaches and Pullmans on Norfolk–Cincinnati/Columbus runs)

Additionally, N&W operated five interline passenger trains in cooperation with other major railroads:

Trains 1 and 2 (Roanoke–Hagerstown), which connected with Pennsylvania Railroad services to New York via Harrisburg—allowing passengers from western Virginia direct travel to New York without transfers.
Cannon Ball (New York–Norfolk), coordinated with Pennsylvania Railroad among others.
Birmingham Special (New York–Birmingham), jointly operated with Pennsylvania Railroad and Southern Railway.
The Pelican (New York–New Orleans), run in partnership with Pennsylvania Railroad and Southern Railway.
The Tennessean (New York–Memphis), also operated collaboratively.

It is noteworthy that Southern Railway managed operations on either side of N&W’s Lynchburg-Bristol segment for the last three trains listed. Services terminating in Norfolk concluded at Norfolk Terminal Station, which also housed N&W’s corporate headquarters.

Steam locomotive classifications on the Norfolk and Western

Class A: 2-6-6-4 simple articulated Top Speed:
Classes Y1 through Y6b: 2-8-8-2 Mallet Top Speed:
Class J: 4-8-4 Top Speed:
Classes K1 and K2: 4-8-2 Mountain Top Speed:
Classes M, M1, and M2: 4-8-0 Mastodon Top Speed:
Class S1: 0-8-0 switcher locomotives Top Speed:
Class Z1: 2-6-6-2 Top Speed:
Class E1: 4-6-2 Top Speed:
Class E2: 4-6-2 Top Speed:
Class W: 2-8-0 Top Speed:

Preserved steam locomotives

Norfolk and Western continued operating steam-powered excursion trains well beyond the advent of diesel technology, utilizing notable engines such as J class No. 611 and A class No. 1218 to strengthen brand identity and public engagement. This tradition persisted following the 1982 merger under Norfolk Southern's inaugural president, Robert B. Claytor, until its conclusion in 1994.

Currently, No. 1218 is displayed at the Virginia Museum of Transportation (VMT) in Roanoke; No. 611 has been restored to running condition by the North Carolina Transportation Museum; Y6a No. 2156 is housed at VMT after being transferred from the National Museum of Transportation; and Class M No. 475 remains operational at Pennsylvania’s Strasburg Railroad, where No. 611 also took part in the 2019 "Reunion of Steam" event.

Other preserved examples include Class M No. 433 located at the Virginia Creeper trailhead in Abingdon, Virginia; Class E2a No. 578 at the Ohio Railway Museum in Worthington; along with four "Lost Engines of Roanoke": Class W2 No. 917 exhibited in Bellville, Ohio; Class M2 Nos. 1118 and 1134 owned by the Roanoke Historical Society and displayed in Portsmouth respectively; and unrestored M2c No. 1151 held at VMT.

Additionally, N&W Class Y3a No. 2050 is conserved at the Illinois Railway Museum in Union, Illinois.

These surviving locomotives continue to uphold Norfolk and Western’s lasting influence and legacy within the rail industry.

Norfolk and Western presidents

The following individuals played pivotal roles in steering Norfolk and Western Railway after the Civil War:

Heritage locomotives

In honor of Norfolk Southern’s 30th anniversary, a fleet of twenty locomotives was adorned with paint schemes from predecessor railroads, including NS #8103, a GE ES44AC, featuring Norfolk and Western’s traditional blue livery. Furthermore, SD40 #1580—a heritage N&W locomotive stored at Altoona Works—was donated in 2024 to the Roanoke Chapter NHRS for restoration efforts.

Notes

1965 Norfolk & Western System Map

External links