Norfolk and Western Railway

Norfolk and Western Railway
Company type	Railroad
Industry	Rail transport
Founded	1838
Defunct	1982
Fate	Merged with Southern Railway to form Norfolk Southern Railway
Headquarters	Roanoke, United States
Area served	United States (from North Carolina to New York and Virginia to Iowa)
Key people	William Mahone, George Frederick Tyler, Frederick J. Kimball, Henry Fink
Products	Freight transportation (notably coal)

The Norfolk and Western Railway (designated by the reporting mark NW) was a major US class I railroad established through the amalgamation of over 200 railroads between 1838 and 1982. With its headquarters situated in Roanoke, Virginia, the company operated under the slogan "Precision Transportation" and was commonly referred to as "King Coal" and the "British Railway of America." In 1986, it combined with Southern Railway (U.S.) to create the current Norfolk Southern Railway.

A distinctive aspect of N&W was its in-house production of steam locomotives at the Roanoke Shops, which provided a significant edge in equipment manufacturing. It was also the final major Class I railroad to operate steam locomotives, retiring its last Y class 2-8-8-2 engines in 1961.

N&W’s market reach was significantly broadened through strategic acquisitions: notably, the 1959 purchase of the Virginian Railway solidified its dominance in coal transportation. By 1970, mergers with the Nickel Plate Road and Wabash Railroad expanded its network extensively, covering vital industrial corridors from North Carolina to New York and Virginia to Iowa.

In 1980, N&W and Southern Railway unified their operations under the Norfolk Southern Corporation holding company, maintaining separate railroads but adopting a coordinated business approach. By 1982, Southern Railway was rebranded as Norfolk Southern Railway, integrating N&W’s activities within this corporate framework.

City Point, Southside and Virginia and Tennessee railroads

The earliest forerunner of N&W was the City Point Railroad (CPRR), a short line spanning 9 miles established in 1838 to link City Point, Virginia (currently part of Hopewell) with Petersburg along the James River’s fall line. In 1854, CPRR merged into the South Side Railroad, which connected Petersburg to Lynchburg and facilitated interchange with both the Virginia and Tennessee Railroad (V&T) and the James River and Kanawha Canal.

Norfolk and Petersburg Railroad

William Mahone (1826–1895), an alumnus of Virginia Military Institute who later became president of N&P, led construction beginning in 1853 of the Norfolk and Petersburg Railroad (N&P). His innovative use of a corduroy roadbed across the Great Dismal Swamp remains operational today, supporting heavy coal traffic. Mahone and his wife Otelia Butler influenced station names along this 52-mile route between Suffolk and Petersburg, often drawing inspiration from Scottish literature and personal ties. The railroad was completed in 1858.

Civil War

During the Civil War, Mahone served as a Confederate major general known for his command during the Battle of the Crater at the Siege of Petersburg (1864–65). Otelia Mahone contributed as a nurse in Richmond. The war disrupted operations on N&P; Union forces controlled its eastern segment, which was operated by the United States Military Railroad. The South Side Railroad also endured substantial damage throughout this conflict.

Beginning as the Atlantic, Mississippi & Ohio Railroad

Following the Civil War, William and Otelia Mahone emerged as influential figures in Virginia. William Mahone resumed his ambition to connect three vital southern Virginia rail lines by assuming presidency roles for the Norfolk and Petersburg Railroad (N&P), South Side Railroad, and Virginia and Tennessee Railroad. In 1870, he consolidated these into the Atlantic, Mississippi and Ohio Railroad (AM&O), creating a 408-mile route stretching from Norfolk to Bristol, Virginia. The couple relocated to Lynchburg, where AM&O's headquarters were located; humorously, AM&O was said to stand for "All Mine and Otelia's."

Despite initial profitability, AM&O encountered financial hardship during the Panic of 1873. Plans to extend westward through Cumberland Gap into Kentucky never came to fruition. By 1876, strained relations with English and Scottish bondholders resulted in receivership. Control shifted to northern financiers in 1881, marking an end to Mahone’s leadership.

At foreclosure, Philadelphia-based E.W. Clark & Co., associated with the Pennsylvania Railroad (PRR), purchased AM&O. PRR aimed to establish a southern connection for its Shenandoah Valley Railroad (SVRR).

Renaming to Norfolk and Western

In 1881, the AM&O underwent reorganization and adopted the name Norfolk and Western (N&W), a title probably derived from an 1850s Norfolk charter. George Frederick Tyler assumed the presidency, while Frederick J. Kimball, an engineer and partner at E.W. Clark, became First Vice President; Henry Fink held the roles of Second Vice President and General Superintendent.

Kimball recognized Big Lick (which was later renamed Roanoke) as the strategic junction point for both SVRR and N&W, a decision that spurred its transformation into a city with a population surpassing 90,000 by the 1950s.

Though initially concentrating on agricultural freight, N&W under Kimball’s leadership expanded into coal mining by developing the Pocahontas coalfields located in western Virginia and southern West Virginia. In 1881, N&W obtained franchises for four railroads that were merged into the New River Railroad Company with Kimball as president. This created N&W’s New River Division, extending rail service deep into coal-abundant areas near Great Flat Top Mountain. Coal rapidly became the railroad’s dominant commodity, generating substantial income and profits.

From 1883 to 1895, Kimball directed N&W’s westward growth through West Virginia via the Ohio Extension, reaching Columbus, Ohio by way of the Scioto Valley Railroad. Key acquisitions such as the Cincinnati, Portsmouth and Virginia Railroad expanded N&W’s network west along the Ohio River to Cincinnati and southward from Lynchburg to Durham and Roanoke to Winston-Salem. By the time of Kimball’s passing in 1903, N&W had established a robust corporate framework that facilitated sustained expansion.

In 1890, N&W purchased the Shenandoah Valley Railroad, extending its operations north of the Potomac River into Maryland and Pennsylvania as far as Harrisburg—forming the Shenandoah Valley Division—and thereby broadening its regional market presence.

Coal

In 1885, several small mining firms controlling approximately one-quarter of bituminous coal reserves organized themselves into the Philadelphia-based Flat-Top Coal Land Association, becoming the largest landholder within the coalfields. This entity was subsequently acquired and restructured by N&W as the Pocahontas Coal and Coke Company (PCCC), later rebranded as Pocahontas Land Corporation (PLC), which currently operates as a subsidiary of NS.

As demand for premium Pocahontas coal increased, coal companies established numerous towns throughout southern West Virginia, creating company-owned infrastructure including tipples, coke ovens, housing developments, retail outlets, and churches. Prior to the Great Depression, these coal communities flourished; notably, Bramwell, West Virginia was distinguished by having the highest per capita number of millionaires in the United States.

By 1886, N&W extended its rail lines to coal piers at Lambert's Point near Norfolk on the Elizabeth River, founding one of the globe’s busiest coal export terminals serving Hampton Roads. A residential neighborhood developed nearby to accommodate workers’ families engaged in coal-related industries.

Roanoke Shops

N&W gained renown for manufacturing its own steam locomotives at the Roanoke Shops—a unique practice that enhanced its industry standing. Employing thousands of expert craftsmen, these facilities produced celebrated locomotive classes such as A, J, and Y6, complementing N&W’s business focus on coal transportation. The railroad retained steam power longer than most American railroads before transitioning to diesel-electric locomotives in 1960. The Roanoke Shops continued rolling stock construction and maintenance until Norfolk Southern closed them in 2020 after 139 years of operation.

In 1916, N&W expanded its locomotive facilities at Shaffers Crossing near Roanoke by adding a large terminal equipped with roundhouses, car shops, and yards that remained active through dieselization.

Supporting Roanoke’s operations was a heavy repair plant in Portsmouth, Ohio, which served western routes with approximately 2,000 employees during the 1920s. This facility succeeded earlier shops located in Bluefield, West Virginia.

Roanoke & Southern

Formed in 1887 by combining separate railroads from North Carolina and Virginia, the Roanoke & Southern Railway Company was leased by Norfolk and Western (N&W) starting in 1892. By 1911, it was fully absorbed into N&W, broadening the latter's operational footprint and market presence in the region.

World Wars, Great Depression, and Operational Efficiencies

Throughout World War I, the Great Depression, and World War II, N&W remained profitable and consistently issued dividends. During the First World War, under the United States Railroad Administration’s wartime oversight, N&W collaborated with the Virginian Railway (VGN) to optimize coal transportation efficiency along the Pocahontas routes. After the war, competitive pressures kept VGN’s low-gradient lines a strategic priority for N&W. Although the Interstate Commerce Commission (ICC) initially delayed approval, the 1959 merger with VGN was ultimately authorized, strengthening N&W’s network and market share.

During World War II, N&W’s locomotive roster—including J, K1, A Class engines, and S1 switchers—played a vital role in moving troops from Ohio to Norfolk, a principal embarkation point alongside New York, San Francisco, and San Diego.

In 1938, N&W received the prestigious Gold E. H. Harriman Award for exceptional safety performance among Class I railroads. Promotional materials emphasized that between 1924 and 1938, the company covered over 86 million miles without a single accident, underscoring its dedication to operational safety.

By 1925, N&W managed 2,241 miles of route over 4,429 miles of track; by 1956, it operated 2,132 route miles on 4,759 track miles—reflecting strategic realignments of its corporate structure and network to facilitate growth.

Acquisition of the Virginian Railway

The Virginian Railway (VGN) was created by industrialist William Nelson Page and Standard Oil executive Henry Huttleston Rogers. Originally an 80-mile short line railroad project, it expanded after major railroads blocked favorable coal shipping rates through collusion. Rogers, initially a silent partner, joined Page in constructing a "Mountains to Sea" railroad linking southern West Virginia coalfields to Sewell's Point port near Norfolk, Virginia.

To avoid competition from Chesapeake & Ohio (C&O) and Norfolk & Western (N&W), they established two small intrastate railroads—the Deepwater Railway in West Virginia and Tidewater Railway in Virginia—merging these in 1907 to form the Virginian Railway. Funded predominantly by Rogers, VGN prioritized optimal routing and high-quality equipment to minimize operating expenses.

Known as the "Richest Little Railroad in the World," VGN's modern infrastructure and efficient operations allowed it to compete successfully for coal traffic against C&O and N&W. It operated some of the most powerful steam, electric, and diesel locomotives available at the time.

From 1922 to 1926, VGN invested $15 million to electrify 134 miles of its line, supported by its own generating station in Narrows, Virginia. It shared electrical power with N&W until 1950. This electrification was discontinued in 1962 following the merger with N&W, marking a significant change in operational approach.

Merger period: 1960–1982

By the mid-1950s, N&W's network spanned North Carolina, Virginia, Kentucky, West Virginia, Maryland, and Ohio. The Interstate Commerce Commission authorized the integration of VGN into N&W in 1959.

A significant consolidation was finalized by N&W in 1964, merging the former Wabash, Nickel Plate, Pittsburgh and West Virginia Railway, and Akron, Canton and Youngstown Railroad. This enlargement, coupled with a 1976 extension reaching Chicago, reinforced N&W’s role as a major Midwestern carrier providing direct connections between the Atlantic coast and the Great Lakes as well as the Mississippi River.

In 1968, N&W formed Dereco, a holding entity that controlled Delaware & Hudson (D&H) and Erie Lackawanna (EL). These railroads operated independently; EL eventually became part of Conrail, while D&H was acquired by Guilford Transportation Industries and later integrated into Canadian Pacific.

By 1970, N&W’s service area had grown to include Pennsylvania, New York, Indiana, Michigan, Illinois, Missouri, and Iowa. The acquisition of Illinois Terminal Railroad took place in 1981, alongside maintaining a substantial stake in Piedmont Airlines.

The 1980 promotional campaign titled "There's No Stopping Us," which featured the track "Cargo Movin' People," emphasized the workforce’s role in driving business success. By 1996, N&W’s coverage extended over most Midwestern and Eastern states; however, several routes were discontinued by 1998 due to reduced traffic volumes.

Autoracks

In the 1950s, Canadian National Railway pioneered bi-level autorack railcars capable of transporting eight vehicles each. This advancement paved the way for today’s fully enclosed tri-level autoracks developed during the 1970s.

Throughout the 1960s, autoracks became the dominant rail solution for shipping finished cars across North America. Offering cost advantages and better protection against damage compared to trucks or boxcars, autoracks allowed railroads such as N&W to capture a leading position in automotive freight transportation.

Integration into Norfolk Southern Corporation

In 1980, the financially successful N&W merged with Southern Railway to create Norfolk Southern Corporation. This union established a more formidable competitor to CSX Transportation in the eastern United States by boosting market presence and operational capabilities. Presently, former N&W lines continue to serve as vital components of Norfolk Southern Railway, a Fortune 500 enterprise based in Atlanta, Georgia.

Passenger services

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

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

Additionally, N&W collaborated on five interline trains that extended its reach into key markets:

Trains 1 and 2 (Roanoke–Hagerstown), connecting with Pennsylvania Railroad services to New York City through North Philadelphia, enabling seamless travel from western Virginia to New York without transfers.
Cannon Ball (New York–Norfolk), operated jointly with Pennsylvania Railroad and others.
Birmingham Special (New York–Birmingham), coordinated with Pennsylvania Railroad and Southern Railway.
The Pelican (New York–New Orleans), operated in partnership with Pennsylvania Railroad and Southern Railway.
The Tennessean (New York–Memphis), run collaboratively with Pennsylvania Railroad and Southern Railway.

It is important to note that Southern Railway managed the segments adjacent to N&W’s Lynchburg to Bristol corridor on the last three services. Trains bound for Norfolk terminated 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 switchers 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:

Existing steam locomotives

Following 1960, the N&W continued operating steam excursion trains, distinguishing itself while many rivals had transitioned to diesel power. Notable engines in this era included the J class locomotive No. 611 and the A class engine No. 1218. This practice was sustained after the 1982 merger under Norfolk Southern's inaugural president, Robert B. Claytor, lasting until 1994.

Presently, No. 1218 is exhibited at the Virginia Museum of Transportation in Roanoke; meanwhile, No. 611 has undergone restoration at the North Carolina Transportation Museum. The Class Y6a engine No. 2156 was transferred from the National Museum of Transportation, St. Louis, back to Roanoke. The Class M locomotive No. 475 runs on the Strasburg Railroad in Pennsylvania, where No. 611 took part in the 2019 "Reunion of Steam" celebration.

Other preserved examples include Class M engine No. 433, located at the Virginia Creeper trailhead in Abingdon, Virginia; Class E2a locomotive No. 578, displayed at the Ohio Railway Museum in Worthington; as well as four engines known as the Lost Engines of Roanoke—Class W2 No. 917, M2 Nos. 1118 and 1134, plus M2c No. 1151—rescued from a scrapyard in Roanoke in 2009 and currently held by various museums and historical organizations.

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

Norfolk and Western Presidents

Prominent figures who led Norfolk and Western Railway following the Civil War include:

Heritage locomotive

In honor of Norfolk Southern's thirtieth anniversary, twenty locomotives were adorned with paint schemes reflecting predecessor railroads, including NS #8103—a GE ES44AC featuring Norfolk and Western's blue livery. Furthermore, SD40 #1580, a unit with N&W lineage, is stored at Altoona Works awaiting restoration; it was donated in 2024 to the Roanoke Chapter NHRS.

Notes

1965 Norfolk and Western System Map

External links