| N&WHS Archives: Deuces Wild - Kevin EuDaly |
| Tales of the Virginian - Kent Womack |
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EL-2b 127 was at the yard in Elmore, West Virginia, on June 28, 1950. In this view, crewmen occupy both cabs of the hefty General Electric locomotives. The semi-permanently-coupled pair demonstrates the standard lettering scheme with the herald on the fireman’s side of the locomotive and Virginian lettering on the engineer’s side. (Sandy Goodrick photo, Kevin EuDaly collection) |
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As can be clearly seen in this photograph of EL-2B 127 at Elmore, West Virginia, on June 28, 1950, the doors of the EL-2B locomotives swung into the carbody, a fact that became etched in engineer Tom Elswick’s mind after a swinging door contributed to his unplanned exit from a cab on January 17, 1956. (Sandy Goodrick photo, Kevin EuDaly collection) |
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Engineer Falls From Train; Is Saved by Honeysuckle |
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Virginian PA class 4-6-2 Pacific 214 is at Roanoke, Virginia, in May 1954. This was the starting point of the author’s cab ride on Train 3-103 in 1953. The May 1953 Official Guide of the Railways shows departure from Roanoke at 7:30am and arrival in Page, West Virginia, at 2:46pm.
(N&WHS Archives collection) |
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Pacific 211 hauls the three-car passenger train at Matoaka, West Virginia, in July 1947. In 1953 the westbound 3-103 was due at Matoaka to 11:30am and the eastbound at 4-104 12:38am.
(N&WHS Archives collection) |
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Class PA 211 rolls the westbound Train 3-103 across the trestle over what is current-day Route 10 just east of Bud, West Virginia, on an unknown date in the 1950s. In 1953 the two trains met at Bud, the westbound arriving at 12:03pm and the eastbound at 12:01pm. By setting up near Bud the photographer could catch both trains in a matter of minutes. The trains were unnamed. (N&WHS Archives collection) |
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With pantographs reaching into the blue sky and no wires to be found, EL-3A boxcab electric 100 is posed on August 31, 1957, for the National Railway Historical Society convention. At left is FairbanksMorse H-24-66 Train Master, and peeking in between is EL-2B set 126. The Virginian displayed examples of just about everything. (John Dziobko photo) |
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Also on display was essentially the consist of Trains 3 or 4, with Pacific 212, a coach, and a combine. The Virginian was first class in its displays set up for the NRHS.
(John Dziobko photo) |
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Class AG 2-6-6-6 903 was cleaned up but its tender is noticeably much duller. Still, the Lima monster is an impressive machine and represents the pinnacle of steam power on the Virginian as far as horsepower is concerned. EL-C 138 can be seen in the background at the right.
(John Dziobko photo) |
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Lima-built Class BA 2-8-4 507 was on display next to EL-2B 206. Some of the attendees are wandering through the display area in the background. The Virginian spread fresh ballast along most of the display trackage. (John Dziobko photo) |
| Buchanan Branch Summary - Charles "Bucky" H. Wilson, Jr. |
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Three N&W units, C30-7 8051, SD45 1761, and C30-7 8022, lead an eastbound through Dwight, Virginia, on the Dismal Creek Branch on November 14, 1981. (Everett N. Young photo) |
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N&W GP40 1315, GP40 1348, Southern Railway GP38 2861, and GP35 231 are backing up the exC&O Levisa Spur at Bane, Kentucky, on November 3, 1988. (Everett N. Young photo) |
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This 1960 map from N&W Coal & Coke Operations shows the Buchanan Branch and its various extensions. Pikeville, Kentucky, site of the 2016 N&WHS convention, is off the left side of the map northwest of Dunlap.
(N&WHS Archives collection) |
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These timetable track charts are from the Pocahontas Division Employee Timetable #1, Effective August 4, 2008, and show the trackage for the Buchanan Branch and its branches. Note that timetable direction is east from the main line at Devon to Consol even though the branch runs geographically south and west to Weller Yard. (Jeff Hensley collection) |
| The N&W Beyond the Appalachians / N&W’s P&WV and AC&Y Locomotives - Ed Painter |
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Brand new Fairbanks-Morse H-20-44s 50 and 51 glisten in the sunshine when delivered in 1947 in this image previously published (much larger) in The Arrow 29-1 (Jan., Feb., Mar., 2013). The 50 went on to be relettered into the N&W paint (continuing to wear number 50), but the 51 was wrecked and scrapped in 1957, well before the October 16, 1964, merger. F-M built 96 H-20-44s, and the P&WV fleet of 22 combined with Akron, Canton & Youngstown’s six represents 29 percent of the production run, which lasted from 1947–1954. Only three other railroads bought H-20-44s: New York Central (19), Pennsylvania Railroad (38), and Union Pacific (11). One could argue none wore a more attractive scheme that the P&WV’s black and yellow. (Kevin EuDaly collection) |
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Pittsburgh & West Virginia H-16-44 92 and H-20-44 64 are switching at Norfolk, Virginia, sometime shortly after they were acquired with the P&WV. There were only four H-16-44s on P&WV’s roster, which was dominated by H-20-44s. Aside from the initial two Baldwins, VO1000 30 and AS-16 40, and the final two EMD GP35s that were ordered by the P&WV but delivered to the N&W, the road was all Fairbanks-Morse.
(Richard R. Wallin photo, Bob Bowers collection, N&WHS Archives collection) |
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Pittsburgh & West Virginia All-Time Diesel Roster |
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It’s December 1964 and P&WV H-20-44s 59, 62, and 68 are working for the N&W at Brewster, Ohio. The three units are from three orders: 54–59 built in January and February 1951; 60–65 built in May 1952; and 66–71 built in February 1953.
(Dave Beach photo) |
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Former Pittsburgh & West Virginia H-20-44 64 is in N&W blue dress working for its second owner on March 24, 1970, at Norfolk, Virginia. The H-20-44 was a bit of an Fairbanks-Morse oddity in that it was a road switcher but was built with the cab at one end, similar to the H-10-44 and H-12-44 switchers. At 2,000 horsepower it had more power than the 1,600-horsepower H-16-44s that had a short hood and consequently looked more like a road switcher. The bulge around the radiator shutters visible directly beneath the telephone pole in this view is what distinguishes the H-20-44 from F-M’s switcher models.
(Howard Wayt photo, Kevin EuDaly collection) |
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P&WV’s final group of six H-20-44s, 66–71, all made it into N&W paint and lettering, and has the interesting twist that three of the units, 67–69, went to the Akron, Canton & Youngstown, becoming 508, 506, and 507, respectively. The 70 and 62 were working together in Roanoke, Virginia, on May 1, 1968.
(Bob Bowers photo, N&WHS Archives collection) |
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The P&WV placed an order with EMD for two GP35s that were shipped from EMD on November 23, 1964, shortly after the merger. They never wore their P&WV numbers (100 and 101) but instead were delivered in full N&W livery and numbered 1300 and 1301. In this later view, the 1301 wears N&W’s black scheme in use from 1971 to 1981. (N&WHS Archives collection ) |
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The AC&Y, like the P&WV, bought H-16-44s and H-20-44s from FairbanksMorse. In November 1966 H-16-44 205 works on the AC&Y. The first two boxcars are AC&Y and wear lettering on the left side that says “Serving Ohio and the Nation” and under the large “ACY” lettering “Road of Service.” The H-16-44s were all retired in 1968, 1969, and 1970. (Jim Boyd photo, Kevin EuDaly collection) |
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Akron, Canton & Youngstown All-Time Diesel Roster |
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After buying an Alco S-2 in 1942 and an RS-1 in 1945, the road turned to F-M for their new locomotive purchases. However, in March 1953 the AC&Y acquired another S-2 from the Nickel Plate, and then in the 1960s acquired another five, one from the Delray Connecting Railroad and the remainder from the Nickel Plate and N&W. The 107 was originally Nickel Plate 38, became N&W 2038 in December 1966, and finally landed on the AC&Y roster as the 107 in November 1967. (Jim Boyd photo, Kevin EuDaly collection) |
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H-16-44 202 was the middle unit of three built in December 1951 for the AC&Y. It sits in Brittain Yard in Mogadore, Ohio, in December 1965.
(John Beach photo) |
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AC&Y H-15-44 200 sits ready for shipping at the F-M plant in Beloit, Wisconsin, in the summer of 1949. There were only 30 H-15-44s built during a production run from 1947 to 1949.
(Jim Walter collection) |
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AC&Y H-16-44 206 was built in March 1954 and was delivered alongside 204 and 205, which carry builder’s dates of April 1954. The short hood of the H-16-44s was the rear of the unit. Note the horn arrangement in the middle of the long hood on the engineer’s side — a deafening location on a warm summer’s day with the windows open. This unit (and the earlier H-16-44s) is riding on a lengthened Type B road truck designed to hold the larger Westinghouse traction motors — a design that was exchanged for standard C-liner trucks after 1950, making the post-1950-built AC&Y units unusual. It was at Roanoke, Virginia, in July 1969.
(Tom Sink photo) |
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H-16-44 207 was built in December 1955 and rides on the standard C-Liner trucks typical after 1950. It was in Brewster, Ohio, in September 1968.
(Jim Boyd photo, Kevin EuDaly collection) |
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The first four H-20-44s for the AC&Y were built in January and February 1948 and were numbered 500–503. The 501 was photographed coupled to N&W SD45 1759 in October 1968 at Bellevue, Ohio. All four were traded in to EMD in 1969, along with the February 1951-built 504. SD45 1759 has a noteworthy claim to fame — it was one of the units involved in the record-setting 500-car coal train operated from Iaeger, West Virginia, to Portsmouth, Ohio, on November 15, 1967. (Jim Boyd photo, Kevin EuDaly collection) |
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Ordered at the same time as a trio of H-16-44s, H-20-44 505 was built in May 1954 and brought the total to six of the 2,000-horsepower F-Ms on the roster.
(Glenn Anderson photo) |
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The final three H-20-44s on AC&Y’s roster were originally P&WV 67–69. These three units were repainted into N&W colors in 1965 and 1966 but kept their original P&WV numbers. They were renumbered
into the 500-series out of order: the 68 became he 506, the 69 became the 507, and the 67 became the 508. The 506 was photographed at Brittain Yard in Mogadore, Ohio, in October 1967. (Dave Beach photo) |
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Over the years many railroads used lease arrangements with subsidiaries or other affiliates as the need dictated or to take advantage of financial benefits. Notably, the Norfolk, Franklin & Danville leased N&W locomotives in the early 1980s, and the leased units received a small stencil under the number on the cab side that indicated the lease. This involved T-6s and GP9s. The Akron & Barberton Belt also leased N&W locomotives, including former Illinois Terminal SW1200 1210. Even the Pennsy and N&W had several lease arrangements with steam and diesel locomotives, including Y6b 2185 leased to the Pennsy in 1949 and Pennsy Geeps in the coalfields of West Virginia and Virginia. In the passenger world, the N&W leased RF&P and ACL E-units in 1957, even painting out the original lettering and replacing it with “Norfolk and Western.” Thus it is no surprise that there were lease arrangements for the AC&Y. Above, SW1200 2111 was in Akron, Ohio, on January 19, 1981, with “Leased to ACY” lettering on the cab side. It was leased to the AC&Y on June 30, 1976, and transferred back to the N&W at Bellevue on April 30, 1981. Similarly, GP7 2418 at left was leased to the AC&Y on March 31, 1980, and returned to the N&W on August 31, 1980. It was captured in January 1981 in Decatur, Illinois. (2111 Kevin EuDaly collection; 2418 Richard Panek photo, Louis A. Marre collection) |
| The N&W Beyond the Appalachians / The Merger in the Press - reprint Railway Age |
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The merchandise piers at Norfolk will play an important role in the merged N&W system. (courtesy Simmons-Boardman Publishing) |
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