Jump to content

Washington and Old Dominion Railroad

From Alfawiki
Washington and Old Dominion Railroad
Company typePrivate
IndustryRail transport
PredecessorWashington and Old Dominion Railway
Founded1912
Defunct1968
FateCeased operations, tracks dismantled
Headquarters
Northern Virginia
,
United States
Area served
Northern Virginia
ProductsPassenger and freight rail services

The Washington and Old Dominion Railroad (W&OD) functioned as a short-line railroad in Northern Virginia from 1912 until ceasing operations in 1968. It emerged as the successor to the insolvent Washington and Old Dominion Railway, which itself followed several earlier railroads dating back to 1859.

Spanning roughly 72 miles, the W&OD's principal route extended northwest from Alexandria to Bluemont, near the Blue Ridge Mountains, running alongside the Potomac River and what is now Virginia State Route 7. This single-track line linked prominent Northern Virginia towns such as Arlington, Falls Church, Vienna, Herndon, Leesburg, and Purcellville. Additionally, a spur line branched off toward Rosslyn.

Serving as a vital commercial artery, the W&OD fostered regional economic growth by transporting farm products into Washington, supporting both commuter and leisure travel, and later carrying building materials for significant infrastructure projects including Dulles Airport and the Capital Beltway. Throughout its operational years, the railroad transitioned from steam locomotives to electric and diesel-powered engines.

After its shutdown, the tracks were dismantled and much of the former right-of-way was adapted for public use. Today, the Washington and Old Dominion Railroad Trail (W&OD Trail), along with other thoroughfares like Interstate 66 and Old Dominion Drive (VA Route 309), trace much of the original railroad’s path.

Precursors to W&OD (1855–1911)

The origins of the Washington and Old Dominion Railroad trace back to the Alexandria and Harper's Ferry (A&HF) Railroad, established in 1847 with the goal of connecting to the Winchester and Potomac River Railroad at Harper's Ferry to redirect Shenandoah Valley trade away from Baltimore. This initiative was halted when the Winchester and Potomac Railroad became part of the Baltimore and Ohio Railroad in 1848.

In 1853, the charter was revised to create the Alexandria, Loudoun and Hampshire (AL&H) Railroad, shifting focus toward reaching Leesburg and venturing into the Blue Ridge Mountains to exploit coal deposits. Construction commenced in 1855 under President Lewis McKenzie. By 1859, service extended as far as Vienna from a terminal near Alexandria’s Old Town. Early extensions reached Ashburn and Leesburg by 1860.

Due to its closeness to Washington, D.C., this railroad held strategic importance during the Civil War. Union forces seized control in 1861, incorporating it into the U.S. Military Railroad system for troop supply and material transport. Confederate forces damaged sections west of Vienna; however, Union troops improved track connections and infrastructure. Ownership was restored in 1865 after the war ended, with services gradually resuming through 1867.

Postbellum expansion continued with extensions reaching Clarke's Gap by 1868. Plans for western endpoints shifted several times before settling on Point Pleasant, West Virginia. Renamed the Washington and Ohio Railroad, it expanded passenger routes reaching Hamilton (Irene Station), Purcelleville, and Round Hill by 1874. Financial difficulties stemming from expansion expenses combined with the Panic of 1873 forced it into receivership by 1878.

In 1882, it was acquired as the Washington and Western Railroad, but soon defaulted again and was sold in 1883 as the Washington, Ohio and Western (WO&W) Railroad. The new proprietors invested in upgrading rolling stock and facilities. By 1886, control transferred to Richmond and Danville Railroad through leases and acquisitions, integrating WO&W with regional lines including the Manassas Gap Railroad.

By 1888, Richmond and Danville operated WO&W passenger trains between Washington, D.C., and Round Hill. President Grover Cleveland was a frequent traveler on this route for leisure trips, contributing to developments such as Dunn-Loring. The Southern Railway absorbed Richmond and Danville along with WO&W assets in 1894. By 1900 Southern extended the line four miles westward from Round Hill to Snickersville—later known as Bluemont—to accommodate tourists from Washington; this segment became known as its Bluemont Branch.

During the Spanish-American War period, WO&W secured military contracts transporting soldiers to Camp Alger near Dunn Loring; President William McKinley also utilized this service. By 1908 Southern Railway operated steam-powered passenger trains from Washington Union Station to Alexandria Junction before proceeding west on the Bluemont Branch. Weekend express trains served vacationers heading to resorts in western Loudoun County.

Concurrently, beginning in 1906 electric trolley service commenced on the Great Falls and Old Dominion Railroad (GF&OD), owned by John Roll McLean and Stephen Benton Elkins. This line ran from Georgetown across the Potomac via Aqueduct Bridge through Arlington into Fairfax County terminating near an amusement park at Great Falls. The GF&OD’s success sparked interest in acquiring the Bluemont Branch for potential expansion opportunities.

Washington and Old Dominion Railway (1911–1936)

The Washington and Old Dominion Railway (W&OD) was founded in 1911 by businessmen McLean and Elkins, who secured a lease from Southern Railway to operate its Bluemont Branch starting July 1, 1912. This agreement did not include Southern’s Potomac Yard connection leading to Alexandria.

The segment formerly known as GF&OD was designated W&OD’s "Great Falls Division," while Southern’s Bluemont Branch became the "Bluemont Division." Within four years, W&OD converted its operations to an electrified interurban trolley system, facilitating the transport of passengers, mail, milk, and freight.

W&OD trains traversed Potomac Yard via a 1300-foot trestle constructed around 1906 for Southern Railway. Unlike Southern's previous service, the Bluemont Division under W&OD did not extend service to Washington Union Station.

Initial investments included constructing a double-track connector between Bluemont Junction and Thrifton Junction in Arlington, linking the two divisions. At Bluemont Junction, a turning wye was installed. The connecting line crossed over Northern Virginia trolleys’ Fairfax line using a through girder bridge. By October 1912, electrification reached from Bluemont Junction to Leesburg and extended to Bluemont by December.

Passenger routes commonly ran from Georgetown across Aqueduct Bridge through Rosslyn to Thrifton Junction, then along the connecting line to Bluemont Junction. From there, some trains continued westward passing Falls Church, Vienna, Herndon, Sterling, Ashburn, Leesburg, Clarke’s Gap before terminating at Bluemont near the Blue Ridge Mountains—following a path similar to present-day Virginia State Route 7.

The Bluemont Division operated on a 650-volt DC overhead catenary system, which was somewhat outdated compared to newer 1200-volt systems of the time. The Great Falls Division utilized single overhead wires. Electrical substations equipped with Westinghouse AC-to-DC converters were positioned at Round Hill, Leesburg, Herndon, and Bluemont Junction.

W&OD’s primary passenger corridor linked Georgetown/Rosslyn through Thrifton Junction and Bluemont Junction westward to Bluemont. Many travelers transferred at Rosslyn onto competing Washington-Virginia Railway trolley lines. Freight movement largely occurred between Potomac Yard, Bluemont Junction, Rosslyn, and locations along the Bluemont Division.

After John McLean succumbed to cancer in 1917, control passed to his heirs who showed little interest in railroad management. Regulatory directives issued in 1918 and 1922 called for upgrades that were never carried out.

In 1923, with federal construction of the Francis Scott Key Bridge replacing the Aqueduct Bridge, W&OD ended operations in Georgetown and established a new station in Rosslyn as its "Washington" terminal.

Financial difficulties plagued the railway following 1912 and worsened during the Great Depression. Bankruptcy was declared in 1932 leading to receivership. Cost-cutting measures included layoffs and reductions in services and rolling stock. The Great Falls Division was gradually abandoned by June 1934 with tracks removed by mid-1935; its former right-of-way became Old Dominion Drive (Virginia State Route 309). Passenger service between Bluemont Junction and Alexandria ceased in 1934 along with significant cuts in rolling stock.

Washington and Old Dominion Railroad (1936–1965)

In 1936, the Washington and Old Dominion Railroad, established by Davis Elkins, son of Stephen Benton Elkins, assumed control of the remaining assets of the W&OD Railway, including the Bluemont Division and a portion of the Great Falls Division. They negotiated a more cost-effective lease agreement with Southern Railway.

By 1939, the railroad began reducing its operations, discontinuing service on the Purcellville to Bluemont stretch due to falling passenger demand and the shutdown of nearby industries. The expensive repairs needed for the Round Hill trestle led to termination of service there and removal of rails and equipment. That same year, the Rosslyn station was demolished to make way for infrastructure redevelopment. Passenger transportation ended in April 1941; however, freight and mail services persisted.

Throughout the 1940s, W&OD transitioned from electric propulsion to diesel and gasoline-powered locomotives, completing this changeover by 1944. This modernization effort, combined with Arlington's expansion and rising demand for construction materials, resulted in the railroad’s first profitability in nearly thirty years. The line notably continued operating a distinctive trolley-based mail delivery service until 1951.

World War II had a significant impact on operations: trolley wires were dismantled in 1942 to support wartime material needs, prompting a temporary reinstatement of passenger service in 1943 to conserve scarce tires. Despite limited ridership and fuel rationing, passenger service briefly expanded using leased Budd streamlined trains and diesel-electric engines until post-war declines forced cutbacks.

After losing its mail contract in 1951, W&OD ended all passenger services and concentrated exclusively on freight. In 1945, it purchased ownership of the track segment between Potomac Yard and Purcellville from Southern Railway, while Southern retained control over the easternmost section linking Potomac Yard to Alexandria stations.

This era illustrates the railroad’s strategic shifts in operational focus and business approach amid evolving market conditions and wartime challenges, demonstrating efforts to maintain financial viability and competitive positioning within a transforming transportation landscape.

Chesapeake and Ohio ownership

In 1956, anticipating that the Potomac Electric Power Company (PEPCO) would construct a coal-fired power facility near Sterling along its route, the Chesapeake and Ohio Railway (C&O) acquired W&OD from Elkins without altering its name. However, PEPCO ultimately chose a location in Maryland instead.

Between 1958 and 1960, infrastructure enhancements—including replacement of thirteen bridges and worn rails—were undertaken to support increased traffic generated by Dulles Airport construction and the Capital Beltway project. This period culminated in W&OD’s most profitable year in 1959.

The 1960s marked a period of decline as Virginia’s highway department targeted the railroad’s right-of-way for road projects while freight business diminished due to competition from trucking. In 1962, the department purchased the Rosslyn spur for $900,000, ceasing rail service to Rosslyn by 1963 and removing tracks by 1964.

Abandonment (1965–1968)

In 1965, Virginia agreed to purchase 30.5 miles of W&OD’s mainline between Herndon and Alexandria for $3.5 million to facilitate highway construction projects including grade separations for I-395 and I-66—resulting in estimated savings of $5 million. This prompted C&O to petition the ICC for permission to abandon the remaining segments.

Opposition arose from Loudoun County business groups, Arlington Chamber of Commerce, certain shippers, railway labor organizations, and the Northern Virginia Transportation Commission (NVTC), which advocated converting the line for commuter rail use. WMATA also sought to delay abandonment to evaluate transit possibilities but ultimately concluded that commuter rail was financially unfeasible at an estimated cost of $70 million.

Concurrently, the highway department arranged to sell most of the corridor—except for four miles—to Virginia Electric and Power Company (VEPCO), now Dominion Virginia Power, whose transmission lines ran alongside the railroad’s right-of-way. W&OD agreed to sell an additional 17.5 miles of right-of-way to VEPCO, effectively obstructing NVTC’s mass transit plans.

In late 1967, WMATA secured a two-year option on a five-mile section from Glebe Road to the Capital Beltway intended for mass transit within I-66’s median as well as an option on another ten miles extending to Herndon for commuter rail—though this latter option was not exercised. A last-minute proposal by customers to acquire the railroad at salvage value was declined.

The ICC authorized abandonment in January 1968; after legal delays, operations ceased on August 27 that year. The final train moved empty lumber cars from Falls Church to Potomac Yard before locomotives were sold soon after. The Virginia State Highway Department initiated condemnation proceedings over the right-of-way, which was ultimately donated for highway use at crossings with Shirley Highway and future I-66. NVTC’s appeal to reconsider ICC’s ruling was denied later that same year.

Removal

Following the discontinuation of passenger service on the W&OD in 1951, the Dunn Loring station briefly functioned as the local post office before its demolition in 1963.

By 1969, the Leesburg Passenger Station had succumbed to its third fire. At that time, C&O had dismantled all rails and ties, selling the latter in bundles, while the county began covering the remaining tracks that crossed paved roadways. Subsequently, bulldozers cleared the former rail corridor to accommodate construction for both I-66 and the Metrorail system.

In August 1970, the East Falls Church station, which had stood for 80 years, was taken down to facilitate expansions of I-66 and Metrorail infrastructure. The structure was relocated to Amissville, Virginia, intended for use as a trading post; however, it was never rebuilt due to uncertainties surrounding highway expansion plans. Previous buildings that had served East Falls Church were also removed and ultimately destroyed.

The railroad bridge spanning U.S. Route 29 (then known as Lee Highway) was partially dismantled by 1970 and completely removed by 1979. Additionally, the Capital Beltway railroad bridge, constructed around 1963, was demolished in 1974 to allow for widening of the Beltway.

Legacy

In 1999, the Virginia Department of Historic Resources recognized that the "Washington and Old Dominion Railroad Historic District" met criteria for inclusion on the National Register of Historic Places (NRHP). A registration form submitted in 2000 emphasized the District’s historical significance due to its role in regional development and included comprehensive descriptions and maps of its principal elements. This recognition highlights the District’s enduring influence on local infrastructure and growth patterns.

Park

Great Falls Park was acquired by the Fairfax Park Authority in 1953 and subsequently transferred to the National Park Service in 1966, thereby becoming part of the National Park system.

Right-of-way

Out of the original 54-mile-long, 100-foot-wide Bluemont Division right-of-way, approximately 45 miles remain today as part of the Washington and Old Dominion Railroad Regional Park, which features the W&OD Trail. Land west of the Alexandria/Arlington boundary was sold to Virginia Electric and Power Company (VEPCO) for $4.91 million; this company later became part of Dominion Virginia Power. In 1977, VEPCO sold this property to the Northern Virginia Regional Park Authority (NVRPA, now known as NOVA Parks) for $3.6 million while retaining easements for power lines. NVRPA completed construction of the trail segment from Shirlington to Purcellville in 1988.

The Virginia Department of Transportation maintained ownership of portions crossing Henry G. Shirley Memorial Highway and areas east of Falls Church in Arlington, eliminating at-grade crossings during I–66 construction. WMATA incorporated a segment of this former railroad corridor into the median of I-66 for part of the Washington Metro Orange Line.

Eastward from the Alexandria/Arlington boundary, some sections of right-of-way were transferred to private developers; beyond Commonwealth Avenue, this area became Mt. Jefferson Park and Greenway, where existing rails were preserved and incorporated into a Greenway project spanning 2022–25.

The westernmost 11 miles of the Great Falls and Old Dominion Division right-of-way were converted into Old Dominion Drive; adjacent stretches were repurposed for I-66 and Langston Drive. Likewise, portions of the Bluemont-Thrifton Division were adapted for use by I-66, the Bluemont Junction Trail, and Ballston Wetland.

Near Round Hill, Scotland Heights Road follows a rock cut originally excavated for the W&OD railroad line.

Bridges

The Bluemont line traversed Four Mile Run along with several other waterways using numerous bridges, many of which have either been removed or replaced over time, although original stone arches, piers, and abutments still exist. A notable bridge once spanned the Fairfax line of the Washington, Arlington and Falls Church Electric railroad near what is now Fairfax Drive; this structure was dismantled in 1974 during the Metrorail development.

Remnants such as abutments and piers remain at crossings over waterways including Four Mile Run, Piney Branch, Difficult Run, Broad Run, Goose Creek, Sycolin Creek, Tuscarora Creek, and Leesburg Town Branch. Most of these supports now carry trail decks; specifically at Tuscarora Creek, the trail follows a low-water crossing adjacent to the original piers. The most extensive and tallest bridge is located at Goose Creek, featuring stone abutments dating back to pre-Civil War times with bridge spans updated as recently as 1981.

Six stone arch bridges survive at locations including Clark's Gap, Sugarland Run, Piney Branch, Hamilton, Paeonian Springs, and Four Mile Run—the oldest of these dates to the railroad’s initial construction. Additionally, there are road abutments crossing over the tracks in Loudoun County between Crosstrail Boulevard and Rhonda Place SE.

Culverts

Along the right-of-way, multiple stone and cast iron culverts remain intact, allowing trails to pass over smaller streams. In eastern segments of the route, many of these culverts have been replaced by contemporary stormwater management installations.

Tracks

Following the cessation of railroad service, most original track and ballast were removed. However, some remnants of track persist beneath road surfaces at intersections; visible sections were observed near the W&OD Trail crossing at Ruritan Circle (VA Route 859) in Sterling as recently as 2016.

One exception is the spur connecting CSX’s mainline at Slater's Lane Interlocking in Northeast Alexandria to the former Potomac River Generating Station along the Alexandria Waterfront. This track remained in use until the power plant’s closure in late 2013. Subsequently, Robinson Terminal briefly utilized this line before rail operations ceased due to sale and redevelopment later that year. Presently, tracks extend up to N. Union Street but are scheduled for partial removal between Abingdon Drive and 3rd Street to accommodate a linear park as part of redevelopment initiatives. A siding track serving the plant was removed between 2021 and 2022.

Coal Trestle

A portion of Benjamin Elliott’s Coal Trestle still stands in East Falls Church. Constructed in 1926 for transferring coal from railcars to trucks, it remained operational until railroad abandonment in 1968. Approximately one-quarter of this structure was demolished by a developer in 2014; however, the remaining section continues to stand on property managed by NOVA Parks.

Stations

Nine stations or depots along with one grain elevator remain extant:

The easternmost surviving station is located in Vienna, predating the Civil War era. Situated at Ayr Hill and Dominion Roads, it has housed the Northern Virginia Model Railroaders Club since 1975.

Near Reston Parkway, the Sunset Hills (Wiehle) Station served as a ranger station after rail service ended but currently remains unused.

The Herndon depot, constructed before 1857 and remodeled around 1881, was added to the National Register of Historic Places (NRHP) in 1979.

The Leesburg Freight House was moved two blocks north in 1984 and now operates as a pizza restaurant, blending historic preservation with commercial use.

The Paeonian Springs Shelter was relocated from its original Clark's Gap station site following a fire in 1941; it now serves as a historical landmark along the trail.

Built in 1870, the Hamilton Station is distinguished by its proximity to a historic grain mill.

The Purcellville Train Station, built circa 1903–1904, was acquired by the Purcellville Preservation Association in 1993 and restored by 2002. It functions both as a rest stop for trail visitors and a community meeting venue. This station was listed on the NRHP in 2010 and is also on the Virginia Landmarks Register alongside Herndon Station.

Constructed in 1890 at 34 Main Street, the Round Hill freight depot has been renovated into a three-bedroom home serving as private residence. Nearby, the restored Round Hill Passenger Station also functions as a private dwelling.

Although the Bluemont station burned down in 1920, its grain elevator remains intact and was later expanded to support a cell phone tower installation. A scaled replica of the original station has been built at its base. Historically, Bluemont represented the terminus of the Washington and Old Dominion Railway (W&OD).

Future Applications

The organization NOVA-TRAC advocates for utilizing the W&OD corridor to establish a commuter rail line connecting Purcellville and Leesburg with WMATA’s East Falls Church Metro station, facilitating transfers to the Orange and Silver Metro lines. Selecting this station as the endpoint lowers expenses compared to extending the line directly into Washington, D.C. NOVA-TRAC has assembled a coalition comprising businesses, nonprofit groups, and community stakeholders who back this initiative.

On February 10, 2025, the town of Hamilton formally supported NOVA-TRAC’s proposal by adopting a resolution that requests a feasibility study be conducted on the plan.

Bluemont Division, Alexandria-Bluemont Route

Following the cessation of W&OD Railroad operations, Southern Railway and later its successor, Norfolk Southern Railway, maintained a spur line running from Alexandria’s waterfront through Potomac Yard until the yard closed in 1989.[1] This spur connected the eastern terminus of the Bluemont Division to Southern Railway’s freight and passenger facilities in historic Alexandria and continued functioning after the W&OD shut down.[1] Rail service on this spur ended between 2012 and 2013 after GenOn Energy’s Potomac River Generating Station and Robinson Terminal’s Oronoco Street warehouse ceased operations.[2]

Currently, a paved trail occupies a portion of the former Bluemont Division right-of-way within Alexandria’s Mt. Jefferson Park.[3] The W&OD Trail along the former railroad corridor from the Alexandria-Arlington border through Bluemont Junction to Purcellville is managed by NOVA Parks.[1] The segment extending from Purcellville to Bluemont was abandoned in 1938 and has not been converted into a recreational path.

Up until 2023, several warehouses in Alexandria originally constructed to serve the W&OD line—with loading doors facing the railroad—still stood but were demolished to allow development of Del Ray Corner.[4]

Great Falls Division

The Great Falls and Old Dominion Railroad (GF&OD), an electrified line spanning 15 miles, commenced operations in 1906 running from Georgetown in Washington, D.C., to what is now Great Falls Park in Virginia. The route crossed the Potomac River via the historic Aqueduct Bridge to Rosslyn in Arlington before proceeding northwest along corridors currently known as Lee Highway (U.S. Route 29) and Old Dominion Drive (Virginia State Route 309) toward Great Falls. In 1912, GF&OD was incorporated as the Great Falls Division of the W&OD Railroad, sharing track with the Bluemont Division between Rosslyn and Thrifton Junction.

Thrifton-Bluemont Junction Connector

Commissioned in 1912 as part of the Bluemont Division infrastructure, the Thrifton-Bluemont Junction connector linked the Great Falls Division with the Alexandria-Bluemont line. This connector was decommissioned in stages during 1963 and 1968. The former rail corridor has since been adapted for transportation and recreational purposes: Interstate 66 along with the adjacent Custis Trail occupy the section between Thrifton and Washington Boulevard in Ballston, while Arlington County’s Bluemont Junction Trail follows the stretch from Washington Boulevard to Bluemont Junction. A Southern Railway bay window caboose built in 1971 after W&OD’s closure is displayed along this trail as a historical exhibit symbolizing local rail heritage.

Surviving locomotives

As of 2017, a minimum of four locomotives that were once owned or leased by the W&OD remain preserved:

  • B&O 8413, a 1940 General Motors Electro-Motive Corporation SW1 diesel-electric switcher, ranks among the earliest SW1 models produced. Originally designated as number 213 by the Baltimore and Ohio Railroad (B&O), it was subsequently renumbered to 8413. The W&OD leased this unit in 1968, and it was one of the final locomotives in operation before the railroad ceased functioning. Following several changes in ownership, Cargill obtained it in 1993 as #6751 for deployment at its Globe Mill facility in Ogden, Utah. In 2010, it was donated to the Utah State Railroad Museum, where it underwent restoration and is currently exhibited at Ogden's Union Station.
  • C&O 5015, an American Locomotive Company ALCO S-2 diesel-electric switcher constructed in 1946, was leased by W&OD during its last ten years of service. After operating on multiple railroads, it was functioning as Columbia & Reading Railway #2-26 in Pennsylvania by 2020.
  • W&OD 47, a General Electric 44-ton centercab switcher delivered in 1941, holds the distinction of being W&OD’s inaugural diesel-electric locomotive. It was sold in 1950 to the Fonda, Johnstown & Gloversville Railroad and later acquired by Cargill. Throughout its service life, it operated on various lines including the Great Western Railway of Colorado and eventually became the first locomotive (#44) for the Burlington Junction Railway (BJRY) in Iowa. It remained active there at least through 2018.
  • W&OD 50, a Baldwin-Westinghouse electric steeplecab locomotive weighing 50 tons and built in October 1920, was retired from W&OD service in 1945. Over subsequent decades, it changed hands among several railroads and underwent multiple renumberings. After Progressive Rail took over the Iowa Traction Railway (IATR) in 2012, this locomotive became part of their roster. Impressively, it continued to operate in revenue service as recently as 2021, marking more than a century of continuous use.

In addition to locomotives, at least one former W&OD Evans Autorailer bus still exists:

  • The W&OD acquired several Evans Autorailers from the Arlington & Fairfax Auto Railway. One particular unit (#109) was purchased by the Chicago, South Shore & South Bend Railroad in 1955 for overhead wire maintenance duties and was later sold to the Grasse River Railroad. After spending many years stored privately at Clark's Trading Post in New Hampshire, it was obtained by the National Capital Trolley Museum in Maryland in August 2024. The Autorailer was transferred to temporary storage and returned to live rail operation on November 10, 2024; it is currently displayed awaiting restoration.

See also

References

In Appendix K of Northern Virginia Regional Park Authority – Pre-filed Direct Testimony of Mr. Hafner, Mr. McCray and Mr. Simmons, November 30, 2005 (Parts 4 and 5), Case No. PUE-2005-00018, Virginia State Corporation Commission. Obtained in Archived September 28, 2017.

Further reading

External links

  • Collection of photographs and documents related to the Great Falls and Old Dominion Railroad as well as the Great Falls Division of the Washington & Old Dominion Railway.
  • Website presenting a comprehensive history of the W&OD Railroad.
  1. ↑ 1.0 1.1 1.2 Cite error: Invalid <ref> tag; no text was provided for refs named Harwood112
  2. ↑ Various sources
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Stone
  4. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
Retrieved from "https://www.alfawiki.org/index.php?title=Washington_and_Old_Dominion_Railroad&oldid=8536"