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Washington and Old Dominion Railroad

2025-06-06T19:38:47Z

47.20.121.157: /* Future-Use */

{{Short description|Defunct railroad in Virginia, United States}}
{{Multiple issues|
{{Overly detailed|date=May 2024}}
{{Unreliable sources|date=May 2024}}
}}
{{Use mdy dates|date=December 2018}}
{{Infobox rail
|railroad_name = Washington and Old Dominion Railway/Railroad
|logo_filename =
|logo_size = 300px
|system_map =
|map_size =
|map_caption =
|image = Washington and Old Dominion switcher at Riverside Yard, January 1969.jpg
|image_caption = The former W&OD 57, a [[GE 70-ton switcher|General Electric 70-ton diesel–electric switcher locomotive]] built in 1956, at the [[Baltimore and Ohio Railroad]]'s Riverside Yard in [[Baltimore]] in January 1969<ref name=Locomotive>Multiple sources:
* Locomotive described ''in'' [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 137.
* Coordinates of Riverside Yard in Baltimore: {{coord|39.268118|-76.606029|scale:2000|format=dms|name=Riverside Yard in Baltimore}}</ref>
|marks = WOD
|gauge = {{track gauge|ussg|allk=on}}
|length = {{convert|72|mi|abbr=off}}
|locale = [[Virginia]], U.S.
|start_year = 1912
|end_year= 1968
|successor_line =
|hq_city = [[Washington, D.C.]], [[Arlington County, Virginia]], U.S.
}}

The '''Washington and Old Dominion Railroad''' (colloquially referred to as the '''W&OD''') was an intrastate [[short-line railroad]] located in [[Northern Virginia]], United States. The [[rail transport|railroad]] was a successor to the [[bankruptcy|bankrupt]] Washington and Old Dominion Railway and to several earlier railroads, the first of which began operating in 1859. The railroad closed in 1968.

The Railroad's oldest line extended from [[Alexandria, Virginia|Alexandria]] on the [[Potomac River]] northwest to [[Bluemont, Virginia|Bluemont]] at the base of the [[Blue Ridge Mountains]] near [[Snickers Gap]], not far from the boundary line between [[Virginia]] and [[West Virginia]]. The railroad's route largely paralleled the routes of the Potomac River and the present [[Virginia State Route 7]]. The single-tracked line followed the winding course of [[Four Mile Run]] upstream from Alexandria through [[Arlington County, Virginia|Arlington County]] to [[Falls Church, Virginia|Falls Church]]. At that point, the railroad was above the [[Atlantic Seaboard Fall Line|Fall Line]] and was able to follow a more direct northwesterly course in Virginia through [[Dunn Loring, Virginia|Dunn Loring]], [[Vienna, Virginia|Vienna]], Sunset Hills (now in [[Reston, Virginia|Reston)]], [[Herndon, Virginia|Herndon]], [[Sterling, Virginia|Sterling]], [[Ashburn, Virginia|Ashburn]] and [[Leesburg, Virginia|Leesburg]]. The line turned sharply to the west after passing through [[Clarke's Gap]] in [[Catoctin Mountain]] west of Leesburg. Its tracks then continued westward through [[Paeonian Springs, Virginia|Paeonian Springs]], [[Hamilton, Loudoun County, Virginia|Hamilton]], [[Purcellville, Virginia|Purcellville]] and [[Round Hill, Loudoun County, Virginia|Round Hill]] to reach its [[Train station#Terminus|terminus]] at Bluemont. A branch connected the line to [[Rosslyn, Virginia|Rosslyn]].

The W&OD was one of the major commercial and transportation corridors of the northern Virginia area from the mid-nineteenth century through the mid-twentieth century. Though it never reached the Shenandoah Valley or the West Virginia coal country, or allowed Alexandria to compete with Baltimore for western trade as envisioned, it did play a significant role in the development of northern Virginia. It served as a local carrier that was extensively used and fought over during the Civil War; served Washington vacationers headed to the Blue Ridge mountains; hauled agricultural products into Washington; aided the development of Falls Church and Dunn Loring; and, at the end of its operational life, hauled materials used in the construction of [[Dulles Airport]] and the [[Capital Beltway]]. It is one of the few steam railroads in America to have transitioned to both electric and diesel operations.<ref name="HistDist"/>

After the closure of the railroad, the track was removed. The [[Washington and Old Dominion Railroad Regional Park|Washington and Old Dominion Railroad Trail]] (W&OD Trail), the [[Bluemont Junction Trail]], the Mount Jefferson Park and Greenway Trail, several other [[trail]]s, [[Interstate 66]] (I-66), and [[Virginia State Route 309|Old Dominion Drive (VA Route 309)]] have replaced much of the railroad's route.

== History ==
===W&OD predecessors (1855–1911)===
[[File:LMcKenzie.jpg|thumb|right|upright=1|<div style="text-align: center;"><sup>[[Library of Congress]]</sup><br/>Lewis McKenzie, between 1860 and 1875</div>]]
[[File:1st Ohio Volunteer Infantry (etching by Frank Leslie, 1861).jpg|thumb|right|upright=1|<div style="text-align: center;">A [[Union Army]] train running on the line was the focus of a [[Confederate States Army]] attack in the 1861 [[Battle of Vienna, Virginia]]</div>]]The Washington and Old Dominion Railroad was originally incorporated as the '''Alexandria and Harper's Ferry''' (A&HF) Railroad in 1847. The goal of the A&HF was to connect to the Winchester and Potomac River Railroad in [[Harper's Ferry, West Virginia|Harper's Ferry]] and thus redirect trade from the Shenandoah that had started going to Baltimore via the Baltimore and Ohio (B&O) Railroad. But in 1848, the Winchester and Potomac became part of the B&O putting an end to that plan.

In 1853 the charter of the A&HF was amended to change the name to the '''Alexandria, Loudoun and Hampshire''' (AL&H) Railroad and change the route to pass as close as possible to Leesburg, then through Clarke's Gap and into the Blue Ridge Mountains through the Bloomery Gap of Cacapon to Paddytown in what is now West Virginia and there connect with a railroad serving the coal fields. Construction on the line began in 1855, under the presidency of [[Lewis McKenzie]].<ref>Williams, p. 3.</ref> Still intending to cross the Blue Ridge Mountains and the [[Shenandoah River]] to reach the coal fields that are now within [[Mineral County, West Virginia|Mineral County]], [[West Virginia]], the AL&H began operating to Vienna in 1859 from a [[Train station#Terminus|terminal]] near Princess and Fairfax Streets in [[Neighborhoods of Alexandria, Virginia#Old Town|Alexandria's present Old Town neighborhood]].<ref name=Harwood12>[http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF Harwood], pp. 12–15.</ref><ref name="HistDist"/>

In early 1860, service was extended to Ashburn and in May to Leesburg in [[Loudoun County, Virginia|Loudoun County]], and the right-of-way had been graded all the way to [[Clarke's Gap]]. One of the early passengers was President James Buchanen when visiting his summer White House, the Sterling Hotel in Sterling.<ref name="HistDist"/>

Because of its proximity to [[Washington, D.C.]], the line saw much use and disruption during the [[American Civil War|Civil War]].<ref>Multiple sources:
* Williams, pp. 8–10.
* {{cite web |archive-url=https://web.archive.org/web/20051107205319/http://www.geocities.com/Yosemite/Trails/9401/images/mmanning.jpg|archive-date=November 7, 2005|title=Photograph of United States Military Railroad locomotive (Clarke) (formerly of the Alexandria, Loudoun & Hampshire Railroad) at roundhouse in Alexandria during the Civil War|url=http://geocities.com/Yosemite/Trails/9401/images/mmanning.jpg|url-status=dead}}</ref> In May 1861 it was seized by Union forces and incorporated into the [[United States Military Railroad|U.S. Military Railroad]]. A month later, under General Lee's orders, retreating Confederate troops destroyed much of the line west of Vienna. The Union primarily used the railroad to bring wood into Washington and to supply Union troops at camps south of the city. On June 17, 1861, it was the site of a small battle, when troops from South Carolina ambushed the train near Vienna. The line also benefited from the war, because the Union built connections from it to the Alexandria & Washington railroad and the Orange and Alexandria as well as a new railroad bridge across the Potomac with the AL&H was able to access. At the end of the war, the railroad helped transport the [[Army of the Potomac]] back to Washington and on August 8, 1865, it was returned to its original owners. Because of the damage and neglect, service was not restored to Herndon until 9 January, 1866 and to Leesburg until 1867.<ref name="HistDist"/>

After the war, the line was extended along the grade built before the war, reaching Clarke's Gap in 1868; and the planned western terminus was changed from Paddy Town via Vestal's gap to [[Piedmont, WV]] via Snicker's Gap.<ref name="20-22"/> In 1870 the western terminus was changed again, this time to [[Point Pleasant, WV]], which required a charter with the new state of West Virginia. In compliance with the new charter the name of the line was changed to the '''Washington and Ohio Railroad'''. At the same time, the line was extended to Hamilton (then called Irene Station) and passenger service was doubled<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 20–21.
* {{cite web|author=The Washington and Ohio Rail Road Company |url=https://archive.org/details/washingtonohiora00wash_0/page/n1|title=The Washington and Ohio Railroad. A Glance at the country through which it passes, between Washington D.C., and the Ohio River, a distance of 325 miles|location=Philadelphia |publisher=Collins, Printer|year=1873|access-date=July 24, 2019|via=[[Internet Archive]]}}</ref> In 1874, the line was extended to Purcelleville and then Round Hill, grading began on the Winchester extension (which included a cup through rocks at Scotland Gap between Round Hill and Snickersville) and a new 131-foot Howe truss bridge was erected over Broad Run.<ref name="20-22">Multiple sources:
* Williams, p. 27.
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 20–22.</ref>

The expense of expansion, the [[Panic of 1873]] and the burden of debt took their toll and in 1878, the Washington and Ohio went into receivership.<ref name=Harwood24/> It was acquired by new owners in 1882 and they changed the name to the '''Washington and Western Railroad''', but it only lasted a year before defaulting on their debt. It was sold again in 1883 and the name changed to the '''Washington, Ohio and Western '''(WO&W) Railroad.<ref>Williams, pp. 27–28.</ref> During this time, owners purchased new rolling stock and upgraded the rail and several bridges.<ref name="HistDist"/>

In 1886, through a series of consolidations, purchases and leases the [[Richmond and Danville Railroad]] took control of the WO&W through a lease agreement.<ref name="Richmond & Danville">Multiple sources:
* [http://upload.wikimedia.org/wikipedia/commons/b/bd/R%26d_map_1882.jpg 1882 system map of Richmond and Danville Railroad] {{webarchive|url=https://web.archive.org/web/20140531134940/http://upload.wikimedia.org/wikipedia/commons/b/bd/R%26d_map_1882.jpg |date=May 31, 2014 }}
* [http://upload.wikimedia.org/wikipedia/commons/b/be/1893_R%26DRR_FC%26PRR.jpg 1893 system map of Richmond and Danville Railroad]</ref><ref name=Harwood24/> The Richmond and Danville also acquired a branch that paralleled the WO&W while traveling between [[Manassas, Virginia|Manassas]] and [[Strasburg, Virginia]], where it connected to railroads in the [[Shenandoah Valley]] west of the Blue Ridge that the WO&W did not reach (see: [[Manassas Gap Railroad]]).<ref name="Richmond & Danville"/><ref name=Harwood24>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 24.
* Williams, p. 28.</ref> In 1888, the Richmond and Danville began to operate the WO&W's trains between Washington, D.C., and Round Hill.<ref name="Richmond & Danville"/><ref name=Harwood24/> During this time, President Grover Cleveland frequently rode the train to Leesburg to fish and the town of Dunn-Loring was platted along the tracks.<ref name="HistDist"/>

In 1894, the newly formed [[Southern Railway (U.S.)|Southern Railway]] absorbed the Richmond and Danville Railroad and acquired the WO&W.<ref name=Williams42>Williams, pp. 42–43.</ref><ref name=Harwood26>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 26.</ref><ref>{{Cite web|url=https://upload.wikimedia.org/wikipedia/commons/0/06/1895_SOU.png|archive-url=https://web.archive.org/web/20091111174907/http://upload.wikimedia.org/wikipedia/commons/0/0e/1895_SOU.gif|title=1895 system map of Southern Railway|archive-date=November 11, 2009|url-status=live}}</ref> In 1900, the Southern Railway extended the line westward for four miles from Round Hill to Snickersville, which was then renamed Bluemont; but abandoned all plans to go to West Virginia.<ref>{{cite web|first=Susan Freis|last=Falknor|date=March 11, 2008|archive-url=https://web.archive.org/web/20190624110019/http://bluemontva.org/historyarticle20080311_3.html|archive-date=June 24, 2019|url=http://bluemontva.org/historyarticle20080311_3.html|title=History of Bluemont – Railroad days|work=Welcome to Bluemont: Articles|location=[[Bluemont, Virginia]]|publisher=Bluemont Citizens Association|access-date=January 19, 2020|url-status=live}}</ref> The extension was done to service tourist and day-trippers from Washington. The Southern Railway designated the line as its Bluemont Branch.<ref name=Williams42/><ref name=Harwood26/>
[[File:John Roll McLean.jpg|thumb|left|upright=0.68|{{center|John Roll McLean (1904)}}]]
[[File:SBElkins.jpg|thumb|right|upright=0.68|{{center|<sup>[[Library of Congress]]</sup>}}{{center|Stephen Benton Elkins}}]]

When the [[Spanish-American War]] broke out, the War Department built [[Camp Alger]] near Dunn Loring and the WO&W found new business ferry soldiers back and forth to the base. It even carried President [[William McKinley]] to Camp Alger to see the troops.<ref name="HistDist"/>

By 1908, [[steam locomotive]]s were hauling Southern Railway passenger trains from [[Washington Union Station]] in [[Washington, D.C.]], to Alexandria Junction north of Old Town Alexandria, where they [[railroad switch|switched]] to travel westward on the Bluemont Branch.<ref name=Williams42/> Connecting trains shuttled passengers between Alexandria Junction and the former AL&H terminal in old town Alexandria.<ref name=Williams42/> On weekends, express trains carried vacationers from Washington to Bluemont and other towns in western Loudoun County in which resorts had developed.<ref name=Williams42/><ref name=Harwood26/><ref>{{cite web|title=Complete Schedule Between Washington and Bluemont|publisher=Southern Railway Company|date=May 28, 1911}} ''at'' [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 29.</ref>

Meanwhile, in 1906, [[tram|electric trolleys]] began to run on the [[Great Falls and Old Dominion Railroad]] (GF&OD) northwest to [[Great Falls (Potomac River)|Great Falls]] from [[Georgetown, Washington, D.C.|Georgetown]] in Washington, D.C.<ref name=Harwood33>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 33–41.</ref><ref>Williams, pp. 44, 71.</ref> The line, which [[John R. McLean (publisher)|John Roll McLean]] and [[Stephen Benton Elkins]] owned at the time, crossed the Potomac River on the old [[Aqueduct Bridge (Potomac River)|Aqueduct Bridge]] and passed through Rosslyn. The trolleys then traveled northwest on a double-tracked line through Arlington and [[Fairfax County, Virginia|Fairfax County]] to reach an [[amusement park]] ([[trolley park]]) that the railroad company constructed and operated near the falls.<ref name=Harwood33/> The GF&OD had been such a success, that they began to look for opportunities to expand and the Bluemont Branch made a desirable target.<ref name="HistDist"/>

====Maps====
<gallery>
File:Hotchkiss Map of 1864 Valley Campaign.jpg|<div style="text-align: center;">[[Confederate States Army]] map of Maryland and northern Virginia showing the route of the Alexandria, Loudoun and Hampshire Railroad, 1864</div>
File:Defenses of Washington, extract of military map of N.E. Virginia - showing forts and roads LOC 88690675.jpg|<div style="text-align: center;">United States military map of Washington, D.C. and northeastern Virginia, showing the route of the Alexandria, Loudoun and Hampshire Railroad, 1865</div>
File:1878 Alexandria County Virginia.jpg|<div style="text-align: center;">G.M. Hopkins map of Alexandria County, Virginia, showing the route of the Washington and Ohio Railroad, 1878</div>
File:1891 Poor's Richmond and Danville Railroad.jpg|<div style="text-align: center;">Richmond & Danville Railroad system map showing branch to Round Hill,1891</div>
File:1893_R%26DRR_FC%26PRR.jpg|<div style="text-align: center;">Richmond & Danville Railroad system map showing branch to Round Hill, 1893</div>
File:1895_SOU.png|<div style="text-align: center;">Southern Railway system map showing branch to Round Hill, 1895</div>
</gallery>

===Washington and Old Dominion Railway (1911–1936)===
[[File:DC streetcar diagram.JPG|right|thumb|upright=1.25|Diagram of Washington area trolley lines c. 1920–1925 (enlargeable image showing the Great Falls Division of the W&OD Railway in dark green and the Bluemont Division in light green).]]
In 1911, McLean and Elkins formed a new corporation, the '''Washington and Old Dominion Railway'''.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 45.</ref> In that year, they concluded negotiations with the Southern Railway to lease the Southern's Bluemont Branch and to take over all service on the branch on July 1, 1912.<ref name=Harwood46>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 46.</ref> The lease excluded the portion of the Southern's route that connected [[Potomac Yard]] with the former AL&H terminal in old town Alexandria.<ref name=Harwood46/>

In 1912, the GF&OD became the "Great Falls Division" of the W&OD Railway, while the Southern's Bluemont Branch became a part of the W&OD Railway's "Bluemont Division".<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 46, 49.</ref> The W&OD electrified all of its operations over the next four years, becoming an [[interurban| interurban electric trolley]] system that carried [[passenger]]s, [[mail]], [[milk]] and [[freight]].<ref>Williams, pp. 45, 72.</ref>

From that time onward, W&OD trains crossed over [[Potomac Yard]], which opened in 1906, on a 1300-foot long [[Trestle bridge|trestle]] constructed around the same time for the Southern Railway.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 32, 46–47.
* {{cite web|url=https://i.pinimg.com/originals/a8/1e/e0/a81ee0de0b84806a8788f908f31aaac1.jpg|title=W&OD bridge over Potomac Yard north of the Yard's St. Asaph station|format=photograph|via=[[Pinterest]]|access-date=October 22, 2018|archive-url=https://web.archive.org/web/20181022193023/https://i.pinimg.com/originals/a8/1e/e0/a81ee0de0b84806a8788f908f31aaac1.jpg|archive-date=October 22, 2018|url-status=live}}</ref> In contrast to the Southern Railway's earlier Bluemont Branch service, the W&OD Railway's Bluemont Division did not serve [[Washington Union Station]].<ref>Williams, pp. 43–44.</ref>

In the first few months, they invested in several upgrades to the system. To join its two lines, the W&OD Railway constructed a double-tracked Bluemont Division connecting line that traveled between two new [[junction (rail)|junction]]s in Arlington: Bluemont Junction on the Alexandria-Bluemont line and Thrifton Junction on the Georgetown-Great Falls line.<ref name=Harwood46/><ref name=Williams72>Williams, p. 72.</ref> They also constructed a turning wye at Bluemont Junction which ended between 7th and 8th street N. The connecting line passed through Lacey (near the west end of [[Ballston, Virginia|Ballston]]), crossing on a [[Beam bridge|through girder bridge]] over a competing interurban electric trolley line, the [[Northern Virginia trolleys#Fairfax line|Fairfax line]] of the Washington-Virginia Railway (see [[Northern Virginia trolleys]]).<ref name=Williams107>Williams, pp. 107, 144, 156.</ref><ref name=Lacey>{{cite web |url=http://www.hmdb.org/Marker.asp?Marker=64845 |title="Lacey Car Barn" marker |publisher=[[Historical Marker Database|HMdb.org: The Historical Marker Database]]|access-date=October 14, 2017|quote=In 1896, the Washington, Arlington & Falls Church Railway began running electric trolleys from Rosslyn to Falls Church on the present routes of Fairfax Drive and I-66. By 1907, the line linked downtown Washington to Ballston, Vienna, and the Town of Fairfax. In 1910, the railway built at this location a car barn, rail yard, workshop, electrical substation, and general office. In 1912, the rival Washington & Old Dominion Railway began crossing the tracks on a bridge 200 yards west of here, traveling the present route of I-66 from Rosslyn. The line to Fairfax closed in 1939, but Metrorail's Orange Line follows its route through Arlington.|archive-url=https://web.archive.org/web/20171014160828/https://www.hmdb.org/Marker.asp?Marker=64845 |archive-date=October 14, 2017|url-status=live}}</ref> By October 1912 they had electrified the Bluemont Division from Bluemont Junction to Leesburg and by December all the way to Bluemont.<ref name="HistDist"/>

Most of the Bluemont Division's passenger cars or trains ran on the W&OD Railway's Great Falls Division's line from Georgetown over the Aqueduct Bridge through Rosslyn to Thrifton Junction. From Thrifton Junction, the trains ran on the Bluemont Division's connecting line to Bluemont Junction, where they met other Bluemont Division passenger cars or trains that ran from Alexandria, following Four Mile Run in Arlington. Some of the Bluemont Division cars or trains then continued their trips through Falls Church, Vienna, Herndon, Sterling, Ashburn, Leesburg, Clarke's Gap and Purcellville to terminate in Bluemont, Virginia, at the base of the Blue Ridge Mountains, following a route that was similar to that of Virginia State Route 7.<ref>Multiple sources:
* Williams, p. 43.
* Washington and Old Dominion Railway timetables:<br/>Bluemont Division: Williams, pp. 40, 68.<br/>Great Falls Division: Williams, p. 67.</ref>

The [[railway electrification system|railway's electrification system]] distributed 650 [[volt]]s [[direct current]] (DC) to its Bluemont Division cars and trains through [[Overhead lines#Overhead catenary|overhead catenary line]]s, even though by 1912 this system was becoming obsolete by 1200 V systems.<ref name=Harwood48>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 48–49.</ref> Single [[overhead line]]s carried the Great Falls Division's [[electricity]] over its tracks.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 39, 48–49.</ref> Stationary and movable [[electrical substation]]s containing [[Westinghouse Electric Corporation (1886)|Westinghouse]] [[alternating current]] (AC) to DC [[Electric power conversion|converters]] were located at Round Hill, Leesburg, Herndon, and Bluemont Junction. .<ref name=Harwood48/><ref>Williams, pp. 70–71.</ref>

The W&OD's main passenger line ran from Georgetown and Rosslyn through Thrifton Junction, Bluemont Junction and westward to Bluemont.<ref name=Harwood47>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 47.</ref> However, after crossing the Potomac River from Georgetown, many W&OD passengers transferred in Rosslyn to the trolleys of the competing Washington-Virginia Railway.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 38.</ref> Most of the W&OD's freight trains ran between Potomac Yard, Bluemont Junction and either Rosslyn or various locations along the Bluemont Division.<ref name=Harwood47/>

In 1917, John McLean died from cancer and the railroad ownership passed to his heirs and those of Elkins. The heirs had little interest in running the railroad and in 1918 and 1922 the Virginia Corporation Commission ordered the railroad to make improvements, which the absentee owners never did.<ref name="HistDist"/>

In 1923, the W&OD Railway ceased operating from Georgetown when the federal government replaced the aging Aqueduct Bridge with the new [[Francis Scott Key Bridge (Washington)|Francis Scott Key Bridge]].<ref name=Williams74>Multiple sources:
* Williams, p. 74.
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 68–69.</ref> At the same time, the railroad constructed a new passenger station in Rosslyn which became its "Washington" terminal.<ref name=Williams74/>

The W&OD Railway lost money every year after 1912 and fell upon particularly hard times during the [[Great Depression]].<ref>Multiple sources:
* Williams, pp. 74, 93.
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 73–79.</ref> In 1932, the railway went into bankruptcy and was again placed in receivership.<ref>Multiple sources:
* Williams, p. 93.
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 73.</ref> The receivers chose new management that cut employees, service and rolling stock in an effort to reduce costs. To further cut costs, the railway abandoned operations on the Great Falls Division between Thrifton Junction and Great Falls in stages with the process completed in June 1934, with the last train run on June 8. Several of the cars that ran on the Great Falls line were dismantled later that year and the tracks were pulled up in mid-1935. The abandoned railway route then became Old Dominion Drive ([[Virginia State Route 309]]).<ref name=Williams74/><ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 77–78.</ref><ref>King, 1934 (map)</ref> In 1979, the Great Falls Divisions old rail trestle over [[Difficult Run]], the last physical piece of rail infrastructure still in use from that line, was demolished after years of carrying automobile traffic on Old Dominion Drive.<ref>{{cite news |last1=Hanson |first1=Christoper |title=A Rusted Old Trestle Falls, A Relic of the Car Era |work=The Evening Star |date=April 9, 1979}}</ref> In addition, the receivers also ended passenger service between Bluemont Junction and Alexandria in 1934. With the reduced service they were able to cut their rolling stock by more than half that year.<ref name=Williams74/>

===Washington and Old Dominion Railroad (1936–1965)===
[[File:Daviselkins.jpg|thumb|right|upright=0.68|{{center|<sup>[[Library of Congress]]</sup><br/>Davis Elkins}}]]
In 1936, the '''Washington and Old Dominion Railroad''', a new [[corporation]] that [[Davis Elkins]] (the son of Stephen Benton Elkins) had created, assumed operation of the remnants of the W&OD Railway, which consisted only of the Railway's Bluemont Division and the portion of the former Great Falls Division that had remained between Rosslyn and Thrifton (which was no longer a junction).<ref name=Harwood79>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 79–80.</ref><ref name=Williams91>Williams, p. 91.</ref> They negotiated a new, cheaper lease with Southern Railway.

Shortly thereafter, in 1939, the railroad began to scale back. It abandoned the western end of its line which had connected the towns of Purcellville and Bluemont. This section had seen steep declines from passengers and from the closing of the flour mill in Round Hill and the railroad couldn't afford to repair the Round Hill trestle when it needed it.<ref name=Harwood79/><ref>{{cite web |title=Round Hill Trestle |url=http://www.trainweb.org/wandod/pages/Slide13%20Round%20Hill%20Trestle.html |access-date=14 March 2024}}</ref> Service ended in February and the rails and electrical equipment were delivered to Southern as salvage. In the same year, the signature station in Rosslyn was torn down as part of a redesign of Rosslyn Circle necessitated by the extension of the George Washington Memorial Parkway beneath the Key Bridge.<ref>{{cite news |title=Old Station Being Removed |newspaper=The Washington Post |date=15 April 1939}}</ref> On April 12, 1941, it ended all passenger service, although freight and mail service continued.<ref>{{cite news |title=Old Dominion Rail Passenger Service Ends |newspaper=The Washington Post |date=13 April 1941}}</ref>

The 1940s were a time of continued change for the W&OD. In 1941, not only did the railroad end passenger service (temporarily, as it would turn out), but it began to convert its operations from electric to [[diesel engine|diesel]] or gasoline power; a process that it completed in 1944. The retrenchment and diesels, coupled with growth in Arlington – and an accompanying increased demand for building supplies – led to, starting in 1940, the first profits in 28 years.<ref name=Williams91/><ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 83–84.</ref>

Mail service by trolley railway was unusual, and in 1941 it was believed to be the only trolley railway postal service east of the Mississippi.<ref>{{cite news |title=W&OD Offers 'Most Unusual' mail service, writer declares |url=https://virginiachronicle.com/?a=d&d=LNS19411016.1.2&srpos=13&e=--1941---1942--en-20--1--txt-txIN-%22Old+Dominion%22+%22Purcellville%22+rail------- |access-date=12 July 2023 |work=Loudoun News |date=16 October 1941}}</ref> After some of the trolley wire had been removed in 1942 and sold as scrap to support the United States' [[World War II]] effort,<ref>{{cite news |title=Power Lines Salvaged for War Purposes |url=https://virginiachronicle.com/?a=d&d=BRHR19421217.1.1&e=-------en-20--1--txt-txIN-------- |access-date=7 June 2023 |work=Blue Ridge Herald |date=17 December 1942}}</ref> the W&OD was forced in March 1943 to resume passenger service between Rosslyn and Leesburg to reduce the need for tires due to shortages caused by the war.<ref name="loudoun">{{cite news |title=Scarcity of Tires May Bring New Life to Local Railroad |url=https://virginiachronicle.com/?a=d&d=LNS19420101.1.1&srpos=21&e=--1941---1942--en-20--21--txt-txIN-%22Old+Dominion%22+%22Purcellville%22+rail------- |access-date=13 July 2023 |work=Loudoun News |date=1 January 1942}}</ref><ref>{{cite news |title=W.&O.D. Re-Opens Passenger Service |url=https://virginiachronicle.com/?a=d&d=BRHR19430318.1.1&srpos=10&e=-03-1943--07-1943--en-20--1-byDA-txt-txIN-%22Old+Dominion%22+railroad------- |access-date=14 July 2023 |work=Blue Ridge Herald |date=18 March 1943}}</ref> After finding few riders, the railroad asked to discontinue passenger service in June, noting that it was using gasoline, which was also being curtailed for the war, but their request was denied.<ref>{{cite news |title=Fight over W&OD Still Goes on |url=https://virginiachronicle.com/?a=d&d=LNS19430610.1.1&srpos=7&e=-09-1942--12-1944--en-20--1-byDA.rev-txt-txIN-W%26OD+passenger------- |access-date=11 July 2023 |work=Loudoun News |date=10 June 1943}}</ref>

In late 1943, the railroad leased a used [[Budd Company|Budd]] two-car streamlined gas-electric passenger train and in February 1944 expanded passenger service to Leesburg and Purcellville using [[Doodlebug (rail car)|gas–electric motor cars]] and cars pulled by [[Diesel locomotive#Diesel–electric|diesel–electric locomotives]].<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood] pp. 81, 83–88, 137–138.
* Williams, pp. 93–94.</ref><ref>{{cite news |title=W.&O.D. Service is increased |url=https://virginiachronicle.com/?a=d&d=FHE19440204.1.1&srpos=14&e=-09-1943--12-1945--en-20--1-byDA-txt-txIN-%22Old+Dominion+railroad%22+Purcellville------- |access-date=14 July 2023 |work=Fairfax Herald |date=4 February 1944}}</ref> At first passenger demand was great enough to justify three round trips a day, but after the war ridership dropped and in 1950 it was scaled back. When the post office department canceled its mail service contract in 1951, the railroad stopped carrying both passengers and mail. The last passenger car ran on May 31, 1951; thereafter, the railroad carried only freight.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 90–91.
* Williams, p. 95.</ref><ref>{{cite news |last1=Troxell |first1=Margaret |title=Gay Crowd and TV Cameras Bid Farewell to Passenger Train |url=https://virginiachronicle.com/?a=d&d=TSU19510608.1.1&srpos=6&e=-02-1945--12-1952--en-20--1-byDA.rev-txt-txIN-%22Old+Dominion+railroad%22+Passenger------- |access-date=17 July 2023 |work=The Arlington Sun |date=June 1951}}</ref>

In 1945, the W&OD Railroad acquired ownership of the section of line between Potomac Yard and Purcellville that they had leased from the Southern Railway.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 90.
* Williams, p. 94.</ref> The Southern Railway retained ownership of the easternmost section of the railroad's route, which still connected Potomac Yard to the Southern's freight and passenger stations in old town Alexandria.

====Chesapeake and Ohio ownership====

In 1956, believing that the [[Pepco|Potomac Electric Power Company]] (PEPCO) would select a site near the W&OD's route in Sterling for a new coal-fired power plant, the [[Chesapeake and Ohio Railway]] (C&O) purchased the W&OD from Elkins, but did not change the railroad's name.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 97.
* Williams, p. 96.</ref> However, PEPCO instead chose a site in Maryland for its power plant after the C&O had concluded the purchase.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 97–99.</ref>

In 1957, the W&OD's prospects improved with the construction of [[Dulles Airport]], for which it had the nearest railhead. Between 1958 and 1960, thirteen bridges between Sterling and Potomac Yards, including the one at Difficult Run that dated back to 1884, were replaced with larger ones and worn-out rails and ties were replaced. In 1959, hauling traffic for both the construction of Dulles and the [[Capital Beltway]] the railroad had its most profitable year ever.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 99–101</ref>

The 1960s were a decade of decline and closure for the W&OD as the [[Virginia Department of Transportation|Virginia highway department]] saw the right-of-way as potential highways and trucking continued to take away business.<ref>{{cite news |last1=McCray |first1=Paul |title=The W&OD's Odyssey from Rail to Trail |url=https://www.loudounnow.com/news/loudoun/the-w-od-s-odyssey-from-rail-to-trail/article_a730daf6-3a87-11ed-bd6f-4b0d1d68a1ff.html |access-date=13 November 2023 |work=Loudoun Now}}</ref> The highway department began negotiations to purchase the Rosslyn spur in 1960 and was trying to buy the mainline as early as 1962 for the construction of a road that was to become [[Interstate 66]] (I-66).<ref>Multiple sources:
* {{cite news |title=Senate Enacts W.& O.D. Bill |newspaper=[[The Washington Post]] |date=March 9, 1960}}
* {{cite news |last1=Dewar |first1=Helen |title=Virginia Drops Plan To Buy W&OD Line |newspaper=The Washington Post |date=January 21, 1962}}</ref> In July 1962, the highway department bought the Rosslyn spur for $900,000 and in September 1963, the railroad stopped operating to Rosslyn. The railroad then removed its tracks between Lacey (south of [[Washington Boulevard (Arlington)|Washington Boulevard]]) and Rosslyn by November 1964.<ref>{{cite news |title=Rail Spur Quiet for While: But the Old W&OD Route Soon Will Hum With Autos |newspaper=The Washington Post |date=November 16, 1964}}</ref><ref>{{cite news |title=W&OD Rail Spur Bought by State |newspaper=The Washington Post |date=July 10, 1962}}</ref>

===Abandonment (1965–1968)===
In February 1965, the Commonwealth of Virginia contracted to buy {{convert|30.5|mi|km|1}} of the mainline between Herndon and Alexandria for $3.5 million. The C&O Railway then petitioned the [[Interstate Commerce Commission]] (ICC) for permission to abandon the railroad's remnant. The purchase would eliminate the need to build a grade separation where the railroad crossed the [[Henry G. Shirley Memorial Highway]] (now part of [[Interstate 395 (Virginia–District of Columbia)|Interstate 395 (I-395)]]) at grade and at another grade separation for I-66. The purchase would also provide {{convert|1.5|mi|km|1}} of right-of-way for I-66, saving the state $5 million.<ref name=purchase>Multiple sources:
* {{cite news |title=ICC Examiner Favors Death of W&OD Line |newspaper=The Washington Post|date=March 8, 1966}}
* {{cite news |title=Want W&OD to Stay|newspaper=The Washington Post |date=March 17, 1965}}
* {{cite news |last1=Douglas |first1=Walter B |title=Railroad Agrees to Sell Right of Way to Virginia|newspaper=The Washington Post|date=February 9, 1965}}</ref>

Business interests in Loudoun County, the Arlington County Chamber of Commerce, various state, county and local officials, railway labor organizations and 21 of the 133 shippers who still used the railroad's freight service opposed the purchase. The [[Northern Virginia Transportation Commission]] (NVTC), which was interested in converting the line to a commuter rail service, also opposed the purchase.<ref name=purchase/> The [[Washington Metropolitan Area Transit Authority]] (WMATA), which at the time was planning to construct a [[rapid transit]] system for the Washington area, tried to postpone the abandonment in the hopes of using part of the right-of-way for transit.<ref>{{cite news |last1=Flor|first1=Lee |title=Delay of Transit Talk May Bear on W&OD |date=August 30, 1967}}</ref>

The highway department simultaneously made plans to secretly sell all but {{convert|4|mi|km|1}} of the route to the Virginia Electric and Power Company (VEPCO) (now [[Dominion Resources#Dominion Virginia and North Carolina Power|Dominion Virginia Power]]), whose [[transmission line]]s were running along the railroad's [[right-of-way (railroad)|right-of-way]].<ref name=Harwood106a>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 106–107.
* Williams, p. 109.</ref> In addition, the W&OD agreed to sell to VEPCO the remaining {{convert|17.5|mi|km|1}} of right-of-way not purchased by the highway department. This included the {{convert|12|mi|km|1}} north of Herndon, a 4-mile section at Vienna, one mile at the Alexandria end and two 1000 foot long sections at Sunset Hills and Falls Church. The sale would thus prevent the NVTC from buying the land for mass transit.<ref>{{cite news |title=Secret Deal Disclosed on W&OD Line|newspaper=The Washington Post |date=March 10, 1966}}</ref>

In August 1967, transit advocates led by Del. [[Clive L. DuVal II]] (Fairfax-Falls Church) and WMATA secured a 60-day postponement of the abandonment while they put together a plan to use the right-of-way for transit.<ref>Multiple sources:
* {{cite news |title=DuVal Asks Salvaging Of W&OD |newspaper=The Washington Post |date=June 21, 1967}}
* {{cite news |last1=Jay |first1=Peter A. |title=Transit Unit Wins Delay In Rail Case |newspaper=The Washington Post |date=August 2, 1967}}</ref> However, according to WMATA general manager [[Jackson Graham]], the estimated cost of using the full right-of-way for commuter rail was $70 million. Because WMATA did not expect the proposed transit line to be able to generate enough ridership to be cost-effective, WMATA rejected that option.<ref>Multiple sources:
* {{cite news |title=Law to Save W&OD Rails To Be Sought |newspaper=The Washington Post |date=September 13, 1967}}
* {{cite news |title=Two Steps Advance Accord on Transit |newspaper=The Washington Post |date=September 9, 1967}}</ref>
[[File:Washington & Old Dominion RR Whitcomb 75 Tonner 55 at B&O Riverside Yard, January 19, 1969.jpg|thumb|right|upright=1|The former W&OD 55, a [[Geo D. Whitcomb Company#Whitcomb Locomotive Company|Whitcomb]] 75-ton [[Diesel locomotive#Diesel–electric|diesel–electric]] [[Switcher|switcher locomotive]] built in 1950, at the [[Baltimore and Ohio Railroad]]'s Riverside Yard in Baltimore in January 1969.<ref name=Locomotive>Multiple sources:
* Locomotive described ''in'' [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 137.
* Coordinates of Riverside Yard in Baltimore: {{coord|39.268118|-76.606029|scale:2000|format=dms|name=Riverside Yard in Baltimore}}</ref>]]
On November 10, 1967, WMATA announced that it had come to an agreement with the highway department that would give WMATA a two–year option to buy a {{convert|5|mi|km|1}} stretch of the right of way from Glebe Road ([[Virginia State Route 120|Virginia Route 120]]) to the [[Capital Beltway]] (now Interstate 495 (I-495)), where I-66 was to be built. WMATA would operate mass transit in the highway's [[median strip]]. WMATA would have a 2-year option to buy the {{convert|10|mi|km|1}} of right-of-way from the Beltway to Herndon for the use of commuter trains, an option that WMATA did not exercise.<ref>Multiple sources:
* {{cite news |last1=Corrigen |first1=Richard |title=WMATA Agrees On Rail Bed Route |newspaper=The Washington Post |date=November 2, 1967}}
* {{cite news |title=Ailing Va. Railroad Allowed to Quit in '68 |newspaper=The Washington Post |date=January 25, 1968 |ref=Ailing}}</ref> A last minute offer to buy the railroad at its salvage cost and keep it running that the railroad's customers made was rejected in 1967.<ref>{{cite news |title=Plant Owners Along W&OD Again Try to Keep Line Going|newspaper=The Washington Post |date=November 20, 1967}}</ref>

In January 1968, the ICC decided to permit the C&O to abandon and sell its line and the railroad planned to run their last train on January 30, 1968. But a temporary restraining order kept the line open until the U.S. District Court in Alexandria sustained the decision in July setting the last for August 27, 1968.<ref>Multiple sources:
*{{cite news |last1=McLaughlin |first1=Maureen |title=Judge's Order Delays Closing of W&OD |newspaper=The Washington Post |date=January 30, 1968}}
* {{cite news |title=W&OD Limping to Extinction|newspaper=The Washington Post |date=August 3, 1968}}</ref><ref name="ICC1968">{{cite news |title=W&OD Decision Review Denied |work=The Evening Star |date=6 November 1968}}</ref> On the last day, B&O switcher 9155 pulled two empty lumber cars to Potomac Yard from the Murphy and Ames Lumber Company siding in Falls Church.<ref name=Harwood106>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood, p. 106.]</ref> On August 30, the railroad shipped its three diesel locomotives to the B&O's Baltimore engine terminal, from which a salvage dealer purchased them.<ref name=Harwood106/> In October 1968, the Virginia State Highway Department started condemnation proceedings to acquire the right-of-way, which was eventually donated to the state, where it crossed Shirley Highway. The section where it crossed the future Interstate 66 was also donated.<ref>{{cite news |last1=Green |first1=Stephen |title=Virginia Road Unit Buys Hot Shoppes at Twin Bridges |work=The Evening Star |date=5 October 1968}}</ref> The Northern Virginia Transportation Commission asked the ICC to reconsider its decision but in November 1968 it rejected that request.<ref name="ICC1968"/>

===Removal===

After the W&OD stopped running passenger trains in 1951, the '''Dunn Loring station''' served as the town's post office, but was then torn down in 1963.<ref name=Neville/><ref>{{cite web |title=Dunn Loring Station |url=https://www.hmdb.org/m.asp?m=24875 |access-date=February 3, 2023|archive-url=https://web.archive.org/web/20230928191147/https://www.hmdb.org/m.asp?m=24875|archive-date=September 28, 2023|url-status=live}} ''In'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18 |title=Historical marker(s) ''in'' Washington and Old Dominion Railroad Markers series |work=[[Historical Marker Database|HMdb.org: The Historical Marker Database]]|access-date=February 3, 2023|archive-url=https://web.archive.org/web/20231006100136/https://www.hmdb.org/results.asp?Search=Series&SeriesID=18|archive-date=October 6, 2023|url-status=live}}</ref>

In 1969 the '''Leesburg Passenger Station''' suffered its 3rd fire and was destroyed.<ref name="Revisited">{{cite book |last1=Guillaudeau |first1=David A. |last2=McCray |first2=Paul E. |title=Washington & Old Dominion Railroad Revisited |date=2016 |publisher=Arcadia Publishing |isbn=9781439656976 |page=57}}</ref>

By 1969, the C&O had removed all of its tracks and ties (the ties were sold in bundles of 25 for $75),<ref>{{cite news |last1=Yarbrough |first1=Charles |title=Dulles Seen As Our Savior |work=Evening Star |date=4 November 1969}}</ref> except for some tracks that were crossing paved roads; and the County started covering those in late 1968.<ref>{{cite news |title=Action Line |work=The Evening Star |date=7 December 1968}}</ref> In late 1969, bulldozers started tearing up the right-of-way for construction of I-66 and the Metrorail line.<ref>{{cite news |title=Hits loss of W&OD |url=https://virginiachronicle.com/?a=d&d=NVS19691205.1.4&srpos=115&e=23-08-1968-01-01-1972--en-20--101--txt-txIN-%22W%26OD%22------- |access-date=2 February 2024 |work=Northern Virginia Sun |date=5 December 1969}}</ref>

In August 1970, the 80 year old '''East Falls Church station''', located south of the tracks on the west side of Washington Street/Lee Highway (now Langston Boulevard), was torn down also to make room for I-66 and the Metrorail line.<ref>{{cite news |title=Coming Down to Go Up |url=https://virginiachronicle.com/?a=d&d=NVS19700822.1.1&srpos=76&e=23-08-1968-01-01-1972--en-20--61--txt-txIN-%22W%26OD%22------- |access-date=22 February 2024 |work=Northern Virginia Sun |date=22 August 1970}}</ref><ref name="HistDist"/><ref>Multiple sources:
* {{cite news |last1=Yarbrough |first1=Charles |title=Dulles Seen as Our Savior|work=[[The Washington Star|The Washington Evening Star]]|date=November 4, 1969}}
* {{cite news|last1=Braaten |first1=David |title=Bridge Taking a Hike|work=The Washington Evening Star|date=April 7, 1974}}
* {{cite news |last1=Beckham |first1=Nancy |title=Old Station at End of Line|work=Washington Evening Star |date=June 12, 1970}}</ref> The station was torn down piece by piece and given to Arthur Brown who moved it to Amissville, VA for use as a trading post. As of 1973 he had not reconstructed it because of uncertainty about widening US-211.<ref>{{cite news |title=Then and Now: Falls Church Station |url=https://virginiachronicle.com/?a=d&d=NVS19730227.1.5&srpos=6&e=-------en-20--1--txt-txIN-Amissville+%22trading+post%22------- |access-date=22 February 2024 |date=27 February 1973}}</ref> Two older buildings that had served as the East Falls Church station had been removed from the site, reused and then eventually destroyed.<ref>{{cite web |title=East Falls Church History: Train Stations |url=http://aefcca.org/files/documents/efc-history2.pdf |access-date=26 February 2024}}</ref>

The bridge over [[U.S. Route 29]] (Lee Highway at the time, renamed Langston Boulevard later) had been partially removed by early 1970 and the remainder removed by 1979.<ref>{{cite news |title=Action Line |work=The Evening Star |date=25 January 1970}}</ref>

The bridge over the [[Capital Beltway]], built along with the beltway around 1963, was torn down in 1974 to accommodate Beltway widening.<ref>{{cite news |last1=Stone |first1=Sue |title=Beltway Railroad Bridge To Go Down; But Will It Go Back Up? |url=https://virginiachronicle.com/?a=d&d=NVS19740412.1.1&e=-------en-20--1--txt-txIN-------- |access-date=7 September 2023 |work=Northern Virginia Sun |date=12 April 1974}}</ref>

==Legacy==

In 1999, [[Virginia Department of Historic Resources]] staff determined that the "Washington and Old Dominion Railroad Historic District" was eligible for listing on the [[National Register of Historic Places]] (NRHP).<ref>Multiple sources:
* {{cite web|first=Raymond (Virginia Department of Transportation Fredericksburg District)|last= Ezell|archive-url=https://web.archive.org/web/20120927043818/http://www.virginiadot.org/projects/resources/northernvirginia/sycolin_overpass_-_cultural_resources.pdf|archive-date=September 27, 2012|url=http://www.virginiadot.org/projects/resources/northernvirginia/sycolin_overpass_-_cultural_resources.pdf|title=Archaeological Survey: Proposed Sycolin Road Overpass of Route 7/15 Bypass Leesburg, Loudoun County, Virginia: Management Summary|date=February 29, 2012|page=2|publisher=[[Virginia Department of Transportation]]|access-date=January 26, 2020|url-status=live}}
* {{cite web|author=Dutton + Associates, LLC., [[Midlothian, Virginia]]|archive-url=https://web.archive.org/web/20200126195021/http://www.scc.virginia.gov/docketsearch/DOCS/3cyz01%21.PDF|archive-date=January 26, 2020|url=http://www.scc.virginia.gov/docketsearch/DOCS/3cyz01%21.PDF|title=VDHR #053-0276: Washington & Old Dominion Railroad Historic District (Eligible)|work=Pre-Application Analysis for Cultural Resources of the Idylwood Substation at Shreve Road Project|date=October 2016|page=5-1|publisher=[[State Corporation Commission (Virginia)|Virginia State Corporation Commission]]|access-date=January 26, 2020|url-status=live}}
* {{cite web|first1=Catherine|last1=Schlupp|first2=Heather Dollins (Dovetail Cultural Resource Group, [[Fredericksburg, Virginia]])|last2=Staton|archive-url=https://web.archive.org/web/20180826004927/https://www.fairfaxcounty.gov/transportation/sites/transportation/files/assets/documents/pdf/transportation%20projects,%20studies%20and%20plans/soapstone%20connector/161024_soapstone_phaseibculturalresourcessurvey.pdf|archive-date=August 26, 2018|url=https://www.fairfaxcounty.gov/transportation/sites/transportation/files/assets/documents/pdf/transportation%20projects,%20studies%20and%20plans/soapstone%20connector/161024_soapstone_phaseibculturalresourcessurvey.pdf|title=Phase IB Architectural Survey of the Proposed Soapstone Connector, Fairfax County Virginia|date=October 2016|page=5|publisher=[[Fairfax County, Virginia]] government|url-status=live}} * {{cite web|archive-url=https://web.archive.org/web/20200126084407/http://inside.transform66.org/documents/nov2016_05_i66itbebw_phaseiarchitecutralreport_final201611.pdf|archive-date=January 26, 2020|url=http://inside.transform66.org/documents/nov2016_05_i66itbebw_phaseiarchitecutralreport_final201611.pdf|title=Transform I-66 Inside the Beltway: Eastbound Widening Environmental Assessment: Architectural Phase I Survey Report|publisher=[[United States Department of Transportation]]: [[Federal Highway Administration]] and [[Virginia Department of Transportation]]|date=November 2016|page=7|access-date=January 26, 2020|url-status=live}}</ref> A 2000 NRHP registration form states that the Historic District is eligible for the listing because the District "is associated with events that have made a significant contribution to the broad patterns of our history". The form contains an in-depth description of the District's historical resources and of the railroad's history, as well as maps that show the locations of the Districts's major historical features.<ref name=Neville>{{cite web|last=Neville|first=Ashley M. (Gray & Pape, Inc., Richmond, Virginia)|archive-url=https://web.archive.org/web/20200126221716/http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF|archive-date=January 26, 2020|url=http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF|title=United States Department of the Interior: National Park Service: National Register of Historic Places Registration Form: Washington & Old Dominion Railroad Historic District (Virginia Department of Historic Resources (DHR) No. 053-0276)|date=July 25, 2000|access-date=January 26, 2020|url-status=live}} ''In'' Appendix J of Northern Virginia Regional Park Authority – Pre-filed Direct Testimony of Mr. Hafner, Mr. Mcray and Mr. Simmons, November 30, 2005 (Part 4), Case No. PUE-2005-00018, [[State Corporation Commission (Virginia)|Virginia State Corporation Commission]]. Obtained in {{cite web|url=http://www.scc.virginia.gov/docketsearch#search|title=Case Docket Search|publisher=[[State Corporation Commission (Virginia)|Virginia State Corporation Commission]]|access-date=September 28, 2017}}</ref>

===Park===
Great Falls Park was eventually purchased by the Fairfax Park Authority in 1953 and in 1966 transferred to the National Park Service wherein it became a National Park.

===Right-of-way===
45 miles of the railroad's original 54 mile long, 100 foot wide Bluemont Division right-of-way remain today as the [[Washington and Old Dominion Railroad Regional Park]], which features the W&OD Trail. With the exceptions of lands transferred to the [[Virginia Department of Transportation|Virginia Department of Highways]], the land that lay west of the Alexandria/Arlington boundary was sold for $4.91 million to Virginia Electric and Power Company (VEPCO) (part of which was incorporated into Dominion Virginia Power in 2000) for power line right-of-way.<ref>{{cite news |title=Real Estate Transfers in Northern Virginia |work=Northern Virginia Sun |date=29 October 1968}}</ref> In 1977 VEPCO agreed to sell their land to the [[NOVA Parks|Northern Virginia Regional Park Authority (NVRPA)]] (now NOVA Parks) for $3.6 million, retaining an easement for the power lines.<ref name="Harwood, pp. 106-107"/><ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 108–109.</ref> The NVRPA completed the trail from Shirlington to Purcellville in 1988.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 109.</ref>

The Virginia highway department retained the section of the railroad's route that crossed the Henry G. Shirley Memorial Highway along the Arlington-Alexandria boundary and the portion of the route in Arlington immediately east of Falls Church. On the first they removed the at-grade crossing of Shirley Highway and on the latter it built I–66.<ref name="Harwood, pp. 106-107">[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 106–107.</ref> WMATA then constructed a part of [[Orange Line (Washington Metro)|Washington Metro's Orange Line]] within the median strip of I-66 on that portion of the railroad's former route.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 112.</ref>

The right of way east of the Alexandria/Arlington boundary and west of Commonwealth Avenue fell into the hands of private developers, but east of Commonwealth it became the Mt. Jefferson Park and Greenway. Some of the rails were preserved in the Park's 2022-25 Greenway project and are integrated into the trail and park.<ref>{{cite web |title=Mount Jefferson Park Planning and Implementation |url=https://www.alexandriava.gov/parks/mount-jefferson-park-planning-and-implementation |access-date=8 January 2025}}</ref>

The western 11 miles of the 15-mile right-of-way of the Great Falls and Old Dominion Division became Old Dominion Drive. The easternmost 1.25 miles became part of I-66 and the 1.25 miles in between became part of Langston Drive.

The easternmost 1.25 miles of the Bluemont-Thrifton Division also was also used to create I-66, the westernmost 1.4 miles was used to build the [[Bluemont Junction Trail]] and on the 1000 feet in between, the Ballston Wetland was built.

Scotland Heights Road west of Round Hill passes through the cut in rock at Scotland Gap made for the W&OD.

==== Bridges ====
The Bluemont line traveled along Four Mile Run on the east side and perpendicular to the flow of water on the west which resulted in numerous bridges. The bridge spans have all been removed, and in most cases replaced, but the bridge abutments and piers and stone arches remain.

The Bluemont Division connecting line had a bridge over the Fairfax line of the Washington, Arlington and Falls Church Electric railroad at what is now Fairfax Drive, but it was removed in 1974 as part of the construction of the Metrorail.<ref name="TrolleyToo">{{cite book |last1=Merriken |first1=John E. |title=Old Dominion trolley too: a history of the Mount Vernon Line |date=1987 |publisher=L.O. King Jr. |isbn=9780960093823 |page=3}}</ref>

Abutments and piers exist at the numerous Four Mile Run crossings, Piney Branch, Difficult Run, Broad Run, Goose Creek, Sycolin Creek, Tuscarora Creek and Leesburg Town Branch and almost all cases a trail deck now extends across them. At Tuscarora, the trail runs alongside the piers and abutments crossing the creek on a low-water crossing. The longest and highest bridge is the one at Goose Creek. The stone abutments and piers date from the original pre-Civil War period of construction, but other components have been replaced several times, most recently in 1981 when the current bridge span was built.<ref name="HistDist">{{cite web |title=Washington & Old Dominion Railroad Historic District Registration Form |url=https://scc.virginia.gov/docketsearch/DOCS/198_01!.PDF |access-date=18 August 2023}}</ref>

Six stone arch bridges remain. They can be found at Clark's Gap, Sugarland Run, Piney Branch, Hamilton, Paeonian Springs and Four Mile Run. The oldest of these is the one at Sugarland Run that dates back to the original construction.<ref name="HistDist"/>

Additionally, abutments carrying an old road over the tracks can be found in Loudoun County between Crosstrail Boulevard and the access trail to Rhonda Place, SE.<ref name="HistDist"/>

==== Culverts ====
Numerous stone and cast iron culverts remain from the railroad along the right-of-way. These carry the trail over smaller streams and drainages. On the eastern side the culverts are more likely to have been replaced by modern culverts as part of modern storm water management efforts.<ref name="HistDist"/>

===Tracks===
Little, if any, of the track or ballast remain. When the railroad ceased operation most of the track was removed. Some may survive at intersections where the rails would be found under the road pavement. Portions of track were visible near the W&OD Trail's crossing of Ruritan Circle (VA Route 859) in Sterling during 2016.<ref>{{cite web|url=https://www.google.com/maps/@39.0061572,-77.4282681,3a,75y,241.63h,48.04t/data=!3m7!1e1!3m5!1sK3neLxf7ZWYrZAE955bPIA!2e0!5s20161001T000000!7i13312!8i6656?entry=ttu|title=Image of railroad tracks near W&OD Trail crossing of Ruritan Circle in Sterling|date=October 2016|access-date=January 2, 2024|via=[[Google Street View]]}}</ref>

One exception is the spur from the CSX mainline at the Slater's Lane Interlocking in Northeast Alexandria to the old Potomac River Generating Station site along the Alexandria Waterfront. The track was used by the plant until late 2013 when the plant's switcher was hauled away because the power plant was closed and being redeveloped.<ref>{{cite web |title=PEPCO (Alexandria, VA) Power Plant to Close |date=October 2, 2011 |url=https://railroad.net/pepco-alexandria-va-power-plant-to-close-t86630.html |access-date=8 March 2024}}</ref> The tracks continued to be used for a short time after that by the [[Robinson Terminal]], but that too was closed after it was sold for redevelopment in late 2013.<ref>{{cite news |title=Sale of Robinson Terminal warehouses to bring development to Alexandria waterfront |url=https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html? |access-date=8 March 2024 |newspaper=The Washington Post |date=25 September 2013}}</ref> The last train ran sometime in late 2013 or early 2014. For now, the tracks remain all the way to N.Union Street, but as part of the power plant redevelopment plan, the tracks between Abingdon Drive and 3rd Street will be removed to create a linear park. A siding track to the power plant was removed in 2021–2022.<ref>{{cite web |title=CDD Staff Report |url=https://www.alexandriava.gov/sites/default/files/2023-10/CDD2021-00004-PRGS-Final-Staff-Report.pdf |access-date=8 March 2024}}</ref>

====Coal Trestle====
Part of Benjamin Elliott's Coal Trestle remains in East Falls Church. Elliott constructed the trestle in 1926 to allow coal-filled train cars to transfer coal to trucks for delivery to customers. The structure remained in use until the railroad was abandoned in 1968. In 2014, a developer removed about a quarter of the trestle structure, but the remainder is still standing on NOVA Parks property.<ref>{{cite news |last1=McCaffrey |first1=Scott |title=Remains of railroad structure in E. Falls Church to receive historic marker |url=https://www.arlnow.com/2025/03/26/remains-of-railroad-structure-in-e-falls-church-to-receive-historic-marker/ |access-date=26 March 2025 |work=Arlington Now |date=26 March 2025}}</ref><ref>{{cite news |last1=Rothstein |first1=Ethan |title=Part of W&OD Railroad Torn Down for Storage Facility |url=https://www.arlnow.com/2014/06/06/part-of-wod-railroad-torn-down-for-storage-facility/ |access-date=26 March 2025 |work=Arlington Now |date=6 June 2014}}</ref>

===Stations===
Nine stations or depots, and one grain elevator remain today:

'''Vienna''' has the easternmost surviving station which dates back until before the Civil War. Located at the center of Ayr Hill and Dominion Roads, the Vienna Train Depot has served as the home of the Northern Virginia Model Railroaders Club since 1975.<ref name=Neville/><ref>Multiple sources:
* {{cite news |title=Vienna Railroad |url=https://virginiachronicle.com/?a=d&d=NVS19750122.1.1&srpos=13&e=--1974---1979--en-20--1-byDA-txt-txIN-W%26OD+%22falls+Church%22------- |access-date=24 August 2023 |work=Northern Virginia Sun |date=22 January 1975}}
*{{cite web|url=http://www.hmdb.org/marker.asp?marker=2090|title=NVRPA "Vienna Station" marker near the Vienna Station of the W&OD Railroad|work='Washington and Old Dominion Railroad Markers' series |publisher=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|url-status=live |archive-url=https://web.archive.org/web/20151226210034/http://www.hmdb.org/marker.asp?marker=2090 |archive-date=December 26, 2015}}
* {{cite web|first=Rebekah K.|last=Wood|url=http://www.geocities.ws/pem20165/NationalRegisterNomination.html |title=Vienna Depot: Description and Historical Significance: Vienna, Virginia. Prepared for the nomination of the Vienna Depot to the National Register of Historic Places |work=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History, by Paul McCray|date=May 3, 2002|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20160122074105/http://www.geocities.ws/pem20165/NationalRegisterNomination.html|archive-date=January 22, 2016|url-status=live}}
* {{cite web|archive-url=https://web.archive.org/web/20180809123759/http://www.nvmr.org/|archive-date=August 9, 2018 |url=http://www.nvmr.org/ |title=Northern Virginia Model Railroaders, Inc. |location=[[Vienna, Virginia]] |publisher=Northern Virginia Model Railroaders, Inc. |access-date=February 4, 2024 |url-status=live}}</ref>

The '''Sunset Hills (or Wiehle) Station''' survives just east of Reston Parkway. It served for some time after the railroad ended operations as a ranger station for the nearby park, but is currently unused.<ref name=Neville/><ref>{{cite web|url=http://www.hmdb.org/marker.asp?marker=25074|title=NVRPA "Sunset Hills Station" marker|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2014|archive-url=https://web.archive.org/web/20151226213631/http://www.hmdb.org/marker.asp?marker=25074|archive-date=December 26, 2015|url-status=live}}<br />''Part of'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}</ref>

[[File:Herndon Depot1.jpg|thumb|left|upright=0.91|Herndon Depot, August 2012]]

The [[Herndon Depot Museum|Herndon depot]] survives as a museum. It was built prior to 1857, but did not reach its current form until around 1881. On June 18, 1979, the [[Heritage Conservation and Recreation Service]] of the [[United States Department of the Interior]] added it to the NRHP.<ref name=Neville/><ref name=Registration>Multiple sources:
* {{cite web|url=http://www.hmdb.org/marker.asp?marker=152|title=NVRPA "Herndon Station" marker|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20151227010905/http://www.hmdb.org/marker.asp?marker=152|archive-date=December 27, 2015|url-status=live}} ''In'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}
* {{cite web|last=David|first=Elizabeth S., Historic Preservation Planner, Fairfax County Office of Comprehensive Planning|url=https://www.dhr.virginia.gov/wp-content/uploads/2018/04/235-0001_Herndon_Depot_1979_NRHP_Nomination_final.pdf|archive-url=https://web.archive.org/web/20200128225234/https://www.dhr.virginia.gov/wp-content/uploads/2018/04/235-0001_Herndon_Depot_1979_NRHP_Nomination_final.pdf|archive-date=January 28, 2020|title=Herndon Depot|work=[[United States Department of the Interior]]: [[National Park Service]]: National Register of Historic Places Inventory Nomination Form|location=Richmond, Virginia|publisher=[[Virginia Department of Historic Resources]]|date=April 1979|access-date=February 4, 2024|url-status=live}}
* {{cite web|url=https://npgallery.nps.gov/AssetDetail/NRIS/79003039|title=Herndon Depot: National Register Information System ID: 79003039|work=NPGallery Digital Asset Management System|publisher=[[United States Department of the Interior]]: [[National Park Service]]|access-date=February 4, 2024}}
* {{cite journal|last=Greenberg|first=Ronald M. (Acting Chief, National Register of Historic Places)|url=http://cdn.loc.gov/service/ll/fedreg/fr045/fr045054/fr045054.pdf|title=Virginia: Herndon. Herndon Depot, Elden St..|journal=Federal Register: March 18, 1980: Part II: Department of the Interior: Heritage Conservation and Recreation Service: National Register of Historic Places; Annual Listing of Historic Properties|volume=45|number=54|page=17484|access-date=February 4, 2024}}
* {{cite web|archive-url=https://web.archive.org/web/20150906011405/http://www.nationalregisterofhistoricplaces.com/va/fairfax/state.html|archive-date=September 6, 2015 |url=http://www.nationalregisterofhistoricplaces.com/va/fairfax/state.html|title=Herndon Depot |work=National Register of Historic Places: Virginia – Fairfax County |publisher=National Register of Historic Places.com|access-date=February 4, 2024|url-status=live}}</ref>

The '''Leesburg Freight House''' was moved two blocks north to 201 Harrison Street in 1984. The building houses a pizza restaurant.<ref>Multiple sources:
* {{cite news|last=Graham|first=Karen|date=April 1, 2016|url=https://www.loudountimes.com/news/history-provided-the-path-for-tuscarora-mill-and-market-stations-success/article_296be627-dc25-5bb3-a61b-b73758c1709b.html|title=History provided the path for Tuscarora Mill and Market Station's success|work=[[Loudoun Times-Mirror]]|location=[[Leesburg, Virginia]]|access-date=February 4, 2024|quote=Market Station, now a thriving business community anchored by Tuscarora Mill restaurant, includes seven restored historic buildings that were brought to the site or reconstructed on site. These buildings included a freight station, a stationmaster's house, log house, two barns and two mills. .... There were always adjustments that needed to be made along the way, Dickerson said, including the building which is now Fireworks Pizza. The building was constructed 180 degrees the wrong way. Builders had to create new windows to "make it work," he said.|archive-url=https://web.archive.org/web/20240204024639/https://www.loudountimes.com/news/history-provided-the-path-for-tuscarora-mill-and-market-stations-success/article_296be627-dc25-5bb3-a61b-b73758c1709b.html|archive-date=February 4, 2024|url-status=live}}
* {{cite web|archive-url=https://web.archive.org/web/20160304035629/http://fireworkspizza.com/FW1/about.php|archive-date=March 4, 2016|url=http://fireworkspizza.com/FW1/about.php|title=A Few Words About Us|work=Fire Works Pizza|location=Leesburg, Virginia|year=2012|access-date=February 4, 2024|url-status=dead}}
* {{cite web|url=https://www.hmdb.org/Photos/5/Photo5939o.jpg|format=photograph|title=The Relocated Freight Depot |work=Photograph number 3 in "Leesburg Freight Station" marker|author=Swain, Craig (photographer)|date=January 26, 2008|publisher=[[Historical Marker Database|HMdb.org: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20201023213015/https://www.hmdb.org/Photos/5/Photo5939o.jpg|archive-date=October 23, 2020|url-status=live}}
* {{cite web|url=http://www.hmdb.org/Marker.asp?Marker=11324 |title="The Depot" marker |publisher=[[Historical Marker Database|HMdb.org: The Historical Marker Database]] |access-date=February 4, 2024|quote=It was moved two blocks to Market Station in 1984.|archive-url=https://web.archive.org/web/20120312095111/http://www.hmdb.org/Marker.asp?Marker=11324 |archive-date=March 12, 2012|url-status=live}}
* [http://www.hmdb.org/marker.asp?marker=2109 Leesburg Freight Station]. ''In'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}</ref>

The '''Paeonian Springs Shelter''' originally stood at the site of railroad's earlier Clark's Gap station. After the railroad closed, the NVRPA installed the shelter at the site of the Paeonian Springs station, which had burned in 1941.<ref name=Neville/><ref>Multiple sources:
* {{cite web |last=McCray |first=Paul |url=http://www.geocities.ws/pem20165/wodph149PaeonianSpringsStation.html |title=Paeonian Springs Station |work=Washington & Old Dominion Railroad 1847 to 1968: A Photographic History |publisher=Paul McCray |access-date=February 4, 2024 |quote=The Paeonian Springs Station was located approximately where the small passenger shelter now sits next to the trail in the community of Paeonian Springs. The shelter was originally located at Clarks Gap and was built from pieces of the larger, demolished Clarks Gap station.|archive-url=https://web.archive.org/web/20131003102354/http://www.geocities.ws/pem20165/wodph149PaeonianSpringsStation.html |archive-date=October 3, 2013|url-status=live}}
* {{cite web|first=Craig|last=Swain|url=https://www.hmdb.org/Photos/8/Photo8167o.jpg|title=Marker in front of the Shelter Along the Trail|date=August 25, 2007|format=photograph|publisher=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20160304053435/http://www.hmdb.org/Photos/8/Photo8167o.jpg|archive-date=March 4, 2016|url-status=live}} showing passenger shelter and "Additional comment" dated January 29, 2008. ''In'' {{cite web|last=Swain|first=Craig|url=http://www.hmdb.org/marker.asp?marker=2903|title=Paeonian Springs Station marker|publisher=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175043/http://www.hmdb.org/marker.asp?marker=2903|archive-date=July 18, 2011|url-status=live|quote=In 2006, the shelter along the trail at the site of the former Paeonian Springs station contained on its rear wall a sheet of paper within a plastic cover. The sheet described the history of the shelter. The sheet stated that the Washington & Old Dominion Railroad constructed the shelter at the site of the Clarkes Gap station on Dry Mill Road after the Clarkes Gap station burned down. According to the sheet, a railroad employee who lived in Paeonian Springs preserved the shelter. The sheet further stated that the employee's family had donated the shelter to the Northern Virginia Regional Park Authority.}} ''In'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20151227012912/http://www.hmdb.org/marker.asp?marker=24360 |archive-date=December 27, 2015|url-status=live}}
* {{cite web|url=http://www.midatlanticdaytrips.com/2017/08/exploring-w-rail-trail.html|title=A relocated passenger shelter (formerly at Clarks Gap; now at Paeonian Springs|work=Exploring the W&OD Rail Trail|publisher=MidAtlanticDayTrips.com|date=August 2, 2017|format=photograph|access-date=December 29, 2019|archive-url=https://web.archive.org/web/20191229212852/http://www.midatlanticdaytrips.com/2017/08/exploring-w-rail-trail.html|archive-date=December 29, 2019|url-status=dead}}</ref>

The '''Hamilton Station''' was built in 1870 and has an old grain mill next to it.<ref name=Neville/><ref>{{cite web|url=http://www.hmdb.org/marker.asp?marker=26961|title=NVRPA "Hamilton Station" marker|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=
February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}} ''In'' {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=[[Historical Marker Database|HMdb: The Historical Marker Database]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}</ref>

[[File:Purcellville-VA-Train-Station.jpg|thumb|right|upright=0.91|Purcellville Station, August 2008]]

The [[Purcellville Train Station|Purcellville train station]] was built around 1903–1904. It was purchased by the Purcellville Preservation Association (PPA) in June 1993 and subsequently restored in 1998–2002.<ref name=Neville/><ref>Multiple sources:
* {{cite web |title=History of the Purcelleville Preservation Society |url=http://www.ppa-va.org/history.asp |archive-url=https://web.archive.org/web/20131020184155/http://www.ppa-va.org/history.asp|location=[[Purcellville, Virginia]]|publisher=Purcelleville Preservation Society |archive-date=October 20, 2013|url-status=dead}}
* {{cite web |title=Purcelleville Train Station |url=https://www.purcellvilleva.gov/193/Purcellville-Train-Station|location=[[Purcellville, Virginia]]|publisher=Town of Purcellville, Virginia|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20230928190659/https://www.purcellvilleva.gov/193/Purcellville-Train-Station|archive-date=September 28, 2023|url-status=live}}</ref> It serves trail users as a rest stop and community members as meeting space. It was added to the NRHP On May 28, 2010, by the [[National Park Service]] to the NRHP.<ref name=Purcellville>Multiple sources:
* {{cite web|last1=Kalbian|first1=Maral S|last2=Peters|first2=Margaret T.|url=https://www.dhr.virginia.gov/VLR_to_transfer/PDFNoms/286-5001-0233_Purcellville_Train_Depot_2009_FINAL_Nomination.pdf|title=National Register of Historic Places Registration Form (United States Department of the Interior: National Park Service): Purcellville Train Station|publisher=[[Virginia Department of Historic Resources]]|location=[[Richmond, Virginia]]|date=2009-11-20|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20181027205139/https://www.dhr.virginia.gov/VLR_to_transfer/PDFNoms/286-5001-0233_Purcellville_Train_Depot_2009_FINAL_Nomination.pdf|archive-date=October 27, 2018|url-status=live}} and [https://web.archive.org/web/20180618074731/http://www.dhr.virginia.gov/registers/Counties/Loudoun/286-5001-0233.PurcellvilleTrainStation.photos.htm ''accompanying five photos'']
* {{cite web|author=Director, National Park Service|url=https://www.nps.gov/subjects/nationalregister/upload/weekly-list-2010-national-register-of-historic-places.pdf|title=Weekly list of actions taken on properties for the National Register of Historic Places: 5/24/10 through 5/28/10|work=National Register of Historic Places 2010 Weekly Lists|publisher=[[United States Department of the Interior]]: [[National Park Service]]|date=2010-06-04|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20191228214616/https://www.nps.gov/subjects/nationalregister/upload/weekly-list-2010-national-register-of-historic-places.pdf|archive-date=December 28, 2019|url-status=live}}
* {{cite web|url=https://npgallery.nps.gov/NRHP/AssetDetail?assetID=1569aef4-59ee-4a24-ab18-74578917b2b7|title=Purcellville Train Station: National Register Information System ID: 10000307|work=NPGallery Digital Asset Management System|publisher=[[United States Department of the Interior]]: [[National Park Service]]|access-date=February 4, 2024}}
* {{cite web|archive-url=https://web.archive.org/web/20170218170713/http://www.nationalregisterofhistoricplaces.com/va/loudoun/state2.html|archive-date=February 18, 2017|url=http://www.nationalregisterofhistoricplaces.com/va/loudoun/state2.html|title=Purcellville Train Station|work=National Register of Historic Places: Virginia – Loudoun County|publisher=National Register of Historic Places.com|access-date=February 4, 2024|url-status=live}}</ref> The [[Virginia Department of Historic Resources]] has added both it and the Herndon Station to the [[Virginia Landmarks Register]].<ref>Multiple sources:
* {{cite web|url=https://www.dhr.virginia.gov/historic-registers/235-0001/|title=235-0001 Herndon Depot|date= August 29, 2018|location=[[Richmond, Virginia]]|publisher=[[Virginia Department of Historic Resources]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20210116232815/https://www.dhr.virginia.gov/historic-registers/235-0001/|archive-date=January 16, 2021|url-status=live}}
* {{cite web|url=https://www.dhr.virginia.gov/historic-registers/286-5001-0233/|title=286-5001-0233 Purcellville Train Station|date=January 22, 2020|location=[[Richmond, Virginia]]|publisher=[[Virginia Department of Historic Resources]]|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20200927224546/https://www.dhr.virginia.gov/historic-registers/286-5001-0233/|archive-date=September 27, 2020|url-status=live}}</ref>

The '''Round Hill freight depot''' at 34 Main Street in Round Hill, built in 1890, was recently restored and turned into a 3-bedroom cottage, but has served for a home for several decades.<ref name="Round Hill Historic District">{{cite web|last1=Kalbian|first1=Maral S.|last2=Peters|first2=Margaret T.|date=July 31, 2008|url=https://www.dhr.virginia.gov/wp-content/uploads/2018/04/291-0010_RoundHill_HD_2008_NRFINAL.pdf|title=Round Hill Historic District|work=[[United States Department of the Interior]]: [[National Park Service]]: [[National Register of Historic Places#Nomination process|National Register of Historic Places Registration Form]]|page=Section 7, p. 15|location=[[Richmond, Virginia]]|publisher=[[Virginia Department of Historic Resources]]|access-date=February 3, 2024}}</ref><ref>{{cite news|title=IN PHOTOS: Transformed train depot on the market in Loudoun County |url=https://www.insidenova.com/headlines/in-photos-transformed-train-depot-on-the-market-in-loudoun-county/collection_0ef4b396-59dc-11ee-99ae-03a72b46cb3d.html|work=InsideNoVa|location=[[Woodbridge, Virginia]]|publisher=InsideNoVa.com|access-date=February 3, 2024|archive-url=https://web.archive.org/web/20231215194304/https://www.insidenova.com/headlines/in-photos-transformed-train-depot-on-the-market-in-loudoun-county/collection_0ef4b396-59dc-11ee-99ae-03a72b46cb3d.html|archive-date=December 15, 2023|url-status=live}}</ref> Across the street is the restored '''Round Hill Passenger Station''' which is also a personal residence.<ref name="Round Hill Historic District"/><ref>{{cite web|last=Stewart|first=Kevin|date=July 15, 2014|url=https://www.flickr.com/photos/kevystew/19271883584|title=Washington and Old Dominion Railroad Depot- Round Hill VA|format=photograph|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20211009015431/https://www.flickr.com/photos/kevystew/19271883584|archive-date=October 9, 2021|url-status=live|via=[[Flickr]]}}</ref>

The Bluemont station burned down in 1920, but the '''grain elevator''' was left standing (and later built taller to serve as cell phone tower). A scaled-down replica of the old station was built at the foot of the grain elevator.<ref>Multiple sources:
* {{cite web|url=https://bluemontheritage.org/bluemont-heritage-tour/|title=Bluemont Mill & Railway Museum (train operated 1900-1938)|work=Bluemont Heritage Tour|year=2024|location=[[Bluemont, Virginia]]|publisher=Bluemont Heritage|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20210116062618/https://bluemontheritage.org/bluemont-heritage-tour/|archive-date=January 16, 2021|url-status=live|quote=This early 1900s mill has been built taller to function as a cell phone tower. A replica of the Bluemont train station sits at the foot. Bluemont was long the terminus of the Washington and Old Dominion Railway (W&OD).}}
* {{cite web|url=https://www.bluemontfair.org/portfolio/train-station/|title=Train Station|publisher=The Bluemont Fair|location=[[Bluemont, Virginia]]|year=2024|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20240204055752/https://www.bluemontfair.org/portfolio/train-station/|archive-date=February 4, 2024|url-status=live|quote=Bluemont was the end of the line for the W&OD railroad, and our train station was located at the end of Railroad Street until it burned down in 1920. But the grain elevator was left standing, and a scaled-down replica of the old train station has been reproduced at the foot of that elevator.}}</ref>

===Future-Use===
[[File:NOVA-TRAC W&OD Rail Map.jpg|alt=Stylized map of NOVA-TRAC's W&OD commuter rail proposal. Shows WMATA Metro Lines with W&OD rail line and stations added in Purcellville, Hamilton, Leesburg, Ashburn, Sterling, Herndon and Vienna.|thumb|Stylized map of NOVA-TRAC's W&OD commuter rail proposal]]
The advocacy group [[NOVA-TRAC]] has proposed utilizing the W&OD right-of-way to construct a commuter rail line from Purcellville and Leesburg to WMATA's [[East Falls Church station|East Falls Church]] Metro station, where riders can transfer to the Orange and Silver lines to continue their trip.<ref name="Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC)">{{cite web |title=The Plan |url=https://www.nova-trac.com/the-plan |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}}</ref> They argue that the East Falls Church terminus reduces construction costs versus a direct route to [[Washington, D.C.|Washington, D.C]].<ref name="Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC)" /> The group has formed a coalition of businesses, nonprofits and community organizations that support the project.<ref name="Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) Partners">{{cite web |title=Partners |url=https://www.nova-trac.com/partners |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}}</ref>

The town of [[Hamilton, Virginia|Hamilton]] voted to support NOVA-TRAC's plan on February 10, 2025.<ref name="Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) Hamilton Endorses">{{cite web |title=Hamilton Endorses Studying W&OD Corridor Transit |url=https://www.nova-trac.com/blog/hamilton-endorses-studying-wampod-as-rail-corridor |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}}</ref><ref name="Town of Hamilton, Virginia">{{cite web |title=Town of Hamilton, Virginia Town Council Resolution Number: 2025-05 |url=https://static1.squarespace.com/static/667e026dde5a6959b893bb7b/t/67e841aa1dc96522d2e4aeeb/1743274411000/W+OD+Resolution.pdf |website=Town of Hamilton, Virginia |publisher=Town of Hamilton, Virginia}}</ref> The town passed a resolution calling for a feasibility study of the proposal.<ref name="Town of Hamilton, Virginia March 17 Agenda">{{cite web |title=AGENDA TOWN COUNCIL PUBLIC HEARING HAMILTON, VA Monday, March 17, 2025 7:00pm |url=https://storage.googleapis.com/wzukusers/user-34888396/documents/97e516509b884206806524efd458e2f0/March%2017%2C%202025%20AGENDA%20PACKET.pdf |website=Town of Hamilton, Virginia |publisher=Town of Hamilton, Virginia |access-date=29 March 2025}}</ref>

== Bluemont Division, Alexandria-Bluemont line ==
[[File:Stone-Bridge-Clarkes-Gap.jpg|thumb|right|upright=0.91|Stone arch at Clarke's Gap, August 2008]]

After the W&OD Railroad closed, the Southern Railway and its successor, the [[Norfolk Southern Railway]], operated a spur between the Alexandria waterfront and a north–south route that traveled through Potomac Yard before the Yard closed in 1989.<ref name=Harwood112>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood] p. 112.</ref> The spur formerly served trains traveling from the eastern end of the Bluemont Division to the Southern Railway's freight and passenger stations in old town Alexandria.<ref name=Harwood112/> As the Southern Railway owned and operated the spur and the stations, this section of track remained in operation after the W&OD closed.<ref name=Harwood112/> Railroad operations ended on the spur in 2012–2013 when [[GenOn Energy]]'s Potomac River Generating Station and the [[Robinson Terminal]]'s Oronoco Street warehouse closed.<ref>Multiple sources:
* {{cite news|url=https://www.washingtonpost.com/local/genon-power-plant-in-alexandria-is-set-to-close/2012/09/29/daa355ea-08d7-11e2-858a-5311df86ab04_story.html|title=GenOn power plant in Alexandria is set to close|first=Patricia|last=Sullivan|department=Local|newspaper=[[The Washington Post]]|date=September 29, 2012|access-date=2018-06-15|archive-url=https://web.archive.org/web/20180615124506/https://www.washingtonpost.com/local/genon-power-plant-in-alexandria-is-set-to-close/2012/09/29/daa355ea-08d7-11e2-858a-5311df86ab04_story.html|archive-date=June 15, 2018|url-status=live}}
* {{cite news|url=https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html|title=Sale of Robinson Terminal warehouses to bring development to Alexandria waterfront|first=Patricia|last=Sullivan|department=Local|newspaper=[[The Washington Post]]|date=September 25, 2013|access-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615124936/https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html|archive-date=June 15, 2018|url-status=live}}</ref>

A paved trail in Alexandria's linear Mt. Jefferson Park has replaced part of the Bluemont Division's course through that city.<ref name="Stone">{{cite web|last=Stone|first=Jim|archive-url=https://web.archive.org/web/20080329010640/http://www.delraycitizen.org/wod.html|archive-date=March 29, 2008|url=http://www.delraycitizen.org/wod.html|title=The Washington & Old Dominion Railroad in Del Ray|location=Alexandria, VA|publisher=Del Ray Citizens Association|access-date=2010-01-17|url-status=dead}}</ref> NOVA Parks' {{convert|44.6|mi|km|1}}-long W&OD Trail travels in the Washington and Old Dominion Railroad Regional Park within the Bluemont Division's former right-of-way from the Alexandria/Arlington boundary through Bluemont Junction to Purcellville.<ref>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 108–109, 112.</ref> The section of the Bluemont Division between Purcellville and Bluemont has not become a part of any trail, as the W&OD Railroad abandoned this section in 1938, thirty years before the remainder of its line closed.

Until 2023 some of the warehouses along the old W&OD in Alexandria (between Calvert and Swann) that were built to be serviced by it – with doors that opened toward the railroad – remained, but they were torn down to make room for the Del Ray Corner development.<ref>{{cite web |title=Vanished Doors to History | website=[[Facebook]] |url=https://www.facebook.com/groups/abandonedrails/posts/7370523979647720/?paipv=0&eav=AfbtvhW-wymPCQZmbjTC_q3V3eShGiUEu0kUjhKKNmNTR47M3D7vDMUHo4x_uRFONys&_rdr |access-date=18 January 2024}}</ref>

== Great Falls Division ==
{{Further|Great Falls and Old Dominion Railroad}}
In 1906, the 15-mile electrified Great Falls and Old Dominion Railroad (GF&OD) began operating from Georgetown in Washington, D.C. to the present site of [[Great Falls Park]] in Virginia. From Georgetown, the railroad crossed the Potomac River on the old Aqueduct Bridge to Rosslyn in Arlington. From Rosslyn, the railroad traveled northwest along the later routes of [[Lee Highway]] ([[U.S. Route 29]]) and Old Dominion Drive ([[Virginia State Route 309]]) until it reached Great Falls. In 1912, the GF&OD became the Great Falls Division of the W&OD, sharing trackage with the W&OD's Bluemont Division between Rosslyn and Thrifton Junction.<ref>[https://web.archive.org/web/20170928181826/http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood, pp. 39-46.]</ref>

==Thrifton-Bluemont Junction connecting line==

The Thrifton-Bluemont Junction connecting line, a component of the W&OD's Bluemont Division, opened in 1912. The line connected the W&OD's Great Falls Division (formerly the Great Falls and Old Dominion Railroad) with the Bluemont Division's Alexandria-Bluemont line. The line closed in sections in 1963 and 1968.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 101, 106.
* Williams, pp. 107, 131.</ref> I–66 and the adjacent [[Custis Trail]] replaced the line between Thrifton and [[Washington Boulevard (Arlington)|Washington Boulevard]] in [[Ballston, Virginia|Ballston]]. Arlington County's [[Bluemont Junction Trail]] replaced the line between Washington Boulevard and [[Bluemont Junction]], where the Bluemont Junction Trail now meets the W&OD Trail, presently contains an Arlington County railroad display that features a Southern Railway [[caboose#Bay window caboose|bay window caboose]] at {{Interlanguage link|Bluemont Park|ceb}}.<ref>Multiple sources:
* {{cite web|url=https://parks.arlingtonva.us/locations/bluemont-junction-park/#|title=Bluemont Junction Caboose|publisher=Arlington County Department of Parks and Recreation|location=[[Arlington County, Virginia]]|access-date=March 13, 2021|archive-url=https://web.archive.org/web/20210304023144/https://parks.arlingtonva.us/locations/bluemont-junction-park/|archive-date=March 4, 2021|url-status=live}}
* {{cite web|archive-url=https://web.archive.org/web/20210304023144/https://parks.arlingtonva.us/locations/bluemont-junction-park/|archive-date=March 4, 2021|url=https://parks.arlingtonva.us/locations/bluemont-junction-park/|title=Bluemont Junction Park|publisher=Arlington County Department of Parks and Recreation|location=[[Arlington County, Virginia]]|access-date=March 13, 2021|url-status=live}}
* {{cite web|archive-url=https://web.archive.org/web/20130928030018/http://www.arlingtonva.us/NewsReleases/Scripts/ViewDetail.asp?Index=148|archive-date=September 28, 2013|url=http://www.arlingtonva.us/NewsReleases/Scripts/ViewDetail.asp?Index=148 |title=Events Set for Third Annual Arlington Neighborhood Day|work=News Release|date=October 16, 1999|publisher=[[Arlington County, Virginia]] government|access-date=2013-03-04 |quote=Several park events have been planned as well, including dedication of the Bluemont Junction Caboose and Railroad Display at Bluemont Park ....|url-status=dead}}
* Coordinates of caboose at Bluemont Junction:{{coord|38.87306|-77.132564|scale:2000|format=dms|name=Bluemont Junction caboose}}
* Coordinates of intersection of Bluemont Junction Trail and Washington and Old Dominion Railroad Trail: {{Coord|38.8718317|-77.1321047|scale:2000_source:wikimapia |format=dms| name=intersection of Bluemont Junction Trail and Washington and Old Dominion Railroad Trail}}</ref> The caboose was built in 1971, three years after the W&OD Railroad closed.<ref>Copy of Southern Railway records in album inside Bluemont Junction caboose.</ref>

== Surviving locomotives ==
At least four [[locomotive]]s that the W&OD had owned or leased still survived in 2017.
*'''B&O 8413''', a [[General Motors]]' (GM) [[Electro-Motive Diesel|Electro-Motive Corporation]] (later part of GM's Electro-Motive Division (EMD)) [[EMD SW1|SW1]] [[Diesel locomotive#Diesel–electric|diesel–electric]] [[switcher]] locomotive assembled in 1940 with construction number 1111, was one of the first SW1s that Electro-Motive built.<ref name=Utah>{{cite web |url=http://theunionstation.org/utah-state-railroad-museum/spencer-s-eccles-rail-center/|format=photograph |title=Rolling Stock of the Utah State Railroad Museum: Cargill 6751: SW1 |work=Utah State Railroad Museum: Spencer S. & Dolores Doré Eccles Rail Center |publisher=Ogden Union Station |location=Ogden, Utah |year=2018|access-date=2018-10-31|quote=This locomotive began life as Baltimore & Ohio 213, and later became B&O 8413. It was sold to Arco Petroleum in Carson, California, and renumbered 8417, then later Arco 6971. Sold to General American Tank Car (GATX) in Colton, California, keeping the same number. Cargill purchased the unit from Western Railway Supply, a used equipment dealer, and moved it to Ogden in August 1993 for use at the company’s Globe Mill. In 2010 it was replaced by a Trackmobile, and Cargill donated it to the museum. It was delivered on May 21, 2011, free of charge thanks to Utah Central and Union Pacific. It is one of the first SW1s to be built, and when sold to the B&O was classified as an NS1.<br />While out of service at the elevator, vandals stripped the wiring from the traction motors, as well as from inside the cab which remained unlocked. Cargill funded the complete repainting and restoration of the locomotive to operation. Painting was completed in November 2011. Located on Track 1.|archive-url=https://web.archive.org/web/20180903080431/http://theunionstation.org/utah-state-railroad-museum/spencer-s-eccles-rail-center/|archive-date=September 3, 2018|url-status=dead}}</ref> After acquisition, the [[Baltimore and Ohio Railroad]] (B&O) initially numbered the locomotive as 213, but subsequently changed the number to 8413.<ref name=Utah/> Leased by the W&OD in 1968, B&O #8413 was one of the last locomotives to operate on the W&OD before the railroad closed during the same year.<ref name=Harwood137>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 137.</ref> After four transfers of ownership, [[Cargill]] purchased the locomotive, which became Cargill #6751.<ref name=Utah/><ref>{{cite web|last=Van Cleve|first=Jeff|title=Cargill 6751|url=http://www.rrpicturearchives.net/showPicture.aspx?id=1382398|format=photograph|work=RR Picture Archives.net|location=Ogden, Utah|date=July 4, 1996|access-date=2013-12-20|archive-date=October 29, 2018|archive-url=https://web.archive.org/web/20181029013528/http://www.rrpicturearchives.net/showPicture.aspx?id=1382398%20|url-status=dead}}.</ref><ref name=Cargill1>{{cite web|url=http://www.rrpicturearchives.net/Locopicture.aspx?id=134007|format=photographs|title=Pictures of CRGX 6751|work=RR Picture Archives.net|date=November 27, 2020|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127223443/http://www.rrpicturearchives.net/Locopicture.aspx?id=134007|url-status=dead}}.</ref>

Cargill moved the locomotive to [[Ogden, Utah]], in 1993 for use in the company's Globe Mill.<ref name=Utah/><ref name=Cargill1/> Following Cargill's donation of the locomotive in 2010, the [[Utah Central Railway (1992)|Utah Central Railway]] and the [[Union Pacific Railroad]] delivered it to the Utah State Railroad Museum at Ogden's [[Union Station (Ogden, Utah)|Union Station]] on May 21, 2011, where it was photographed in 2020.<ref name=Utah/><ref name=Cargill1/><ref>Multiple sources:
* {{cite web|url=http://utahrails.net/RLHSGoldenSpikeOgden/locomotives.htm|format=photograph|work=Utah State Railroad Museum Locomotives|title=Cargill EMD SW1 #6751|access-date=2019-06-07|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607133539/http://utahrails.net/RLHSGoldenSpikeOgden/locomotives.htm|url-status=dead}}
* {{cite web|url=http://www.rgusrail.com/utous.html|format=photograph|title=Cargill EMD SW1 #6751|publisher=rgusmrail.com|date=2019-03-01|quote=This SW1 unit was built by EMD in 1940 as #213 for the Baltimore & Ohio Railroad. The unit was subsequently renumbered BO #8413. It was sold to Arco Petroleum at Carson, CA, where it was renumbered #6971. It next went to the locomotive leasing company General American Transportation Corporation in [[Colton, California]]. After the lease expired, the unit was stored at the GATX facility until it was sold through the dealer, Western Railway Supply, to Cargill. It moved to the Horizon Milling Company in Ogden in mid August 1993 and was repainted, lettered and renumbered #6751. It was replaced by a Trackmobile in 2010. Donated to the Utah State Railroad Museum in April 2011, it was moved to Union Station on 21st May 2011.|access-date=June 7, 2019|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607140219/http://www.rgusrail.com/utous.html|url-status=dead}}
* {{cite web|first=Roger|last=Daniels|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5381381|format=photograph|title=CRGX 6751(SW1)|work=RR Picture Archives.net|location=Ogden, Utah|date=June 27, 2020|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127222436/http://www.rrpicturearchives.net/showPicture.aspx?id=5381381|url-status=dead}}.</ref>

*'''C&O 5015''' is an [[American Locomotive Company]] (ALCO) [[ALCO S-2 and S-4|S-2]] diesel–electric switcher locomotive that the W&OD leased from the C&O.<ref name=Harwood137/> Built in 1946 with a 1000-[[horsepower]] engine, the locomotive was used during the W&OD's final decade of operations.<ref name=Harwood137/> After serving five more railroads, the locomotive became Columbia & Reading Railway #2-26 in 2009. It was operating in [[Columbia, Pennsylvania]], on that line as CORY 2–26 in 2020.<ref>Multiple sources:
* {{cite web|last=Kerr|first=James|url=http://www.railpictures.net/viewphoto.php?id=304723&nseq=3|format=photograph|title=Columbia & Reading ALCO S2 CORY 2-26|location=Frank Sahd Salvage Center, [[Columbia, Pennsylvania]]|work=RailPictures.Net|date=November 20, 2009|access-date=2014-01-28|archive-date=January 28, 2014|archive-url=https://www.webcitation.org/6MyS7vk6f?url=http://www.railpictures.net/viewphoto.php?id=304723&nseq=3|url-status=dead}}
* {{cite web|author=k41361|url=https://www.youtube.com/watch?v=UgA5cxd93wo|title=Columbia & Reading S2.AVI| website=[[YouTube]] |format=video|date=February 24, 2010|access-date=2016-06-29|archive-date=June 29, 2016|archive-url=https://web.archive.org/web/20160629180115/https://www.youtube.com/watch?v=UgA5cxd93wo|url-status=dead}} Video of CORY 2-26 crossing Route 262 in Columbia, Pennsylvania.
* {{cite web |url=http://recycleyourmetal.com/green.html |format=photograph |title=Columbia & Reading Railway No. 2-26 |work=Green Initiatives |publisher=Sahd Metal Recycling |location=Columbia, Pennsylvania |access-date=2013-12-20 |archive-date=September 27, 2013 |archive-url=https://web.archive.org/web/20130927233928/http://recycleyourmetal.com/green.htm |url-status=dead }}
* {{cite web|last=Walker|first=Craig|url=http://www.railpictures.net/viewphoto.php?id=454261&nseq=0|format=photograph|title=Columbia & Reading ALCO S2 CORY 2-26|work=RailPictures.Net|date=September 27, 2013|location=Columbia, Pennsylvania|access-date=2014-01-28|quote=Tucked away in a scrap yard in Columbia, Pennsylvania, is Columbia & Reading S2 2-26. This 1946-built Alco has put in the miles for a number of railroads, starting with the Chesapeake & Ohio (#5015, then #9165) followed by stints as GEX 106, FCIN 106, PVRR 27, CCCR 27 and JCNX 27.|archive-date=January 28, 2014|archive-url=https://www.webcitation.org/6My0mopsf?url=http://www.railpictures.net/viewphoto.php?id=454261&nseq=0|url-status=dead}}
* {{cite web|url=http://rrpicturearchives.net/Locopicture.aspx?id=195581|format=photographs|title=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2017-12-23|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223162530/http://rrpicturearchives.net/Locopicture.aspx?id=195581|url-status=dead}}
* {{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=3822736|format=photographs|title=CORY 2-26|date=April 26, 2014|author=Central PA Locos|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2015-05-25|archive-date=May 25, 2015|archive-url=https://web.archive.org/web/20150525060434/http://rrpicturearchives.net/showPicture.aspx?id=3822736|url-status=dead}}
* {{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=4514578|format=photograph|title=CORY 2-26|date=July 28, 2016|last=Darnell|first=Tim|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2017-01-27|archive-date=January 27, 2017|archive-url=https://web.archive.org/web/20170127175047/http://rrpicturearchives.net/showPicture.aspx?id=4514578|url-status=dead}}
* {{cite web|first=Kevin|last=Painter|title=CORY 2-26(S2)|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4825184|format=photograph|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|date=October 27, 2017|access-date=2017-12-23|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223062530/http://www.rrpicturearchives.net/showPicture.aspx?id=4825184|url-status=dead}}
* {{cite web|first=Kevin|last=Painter|title=CORY 2-26(S2)|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5091831|format=photograph|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|date=February 13, 2019|access-date=2019-06-07|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607142428/http://www.rrpicturearchives.net/showPicture.aspx%3Fid%3D5091831|url-status=dead}}
* {{cite web|url=https://www.youtube.com/watch?v=hTiuoVpC3Gg |archive-url=https://ghostarchive.org/varchive/youtube/20211221/hTiuoVpC3Gg |archive-date=2021-12-21 |url-status=live|title=HD Columbia and Reading ALCO S2 2 26 around Columbia,PA|format=video|date=February 14, 2019|publisher=Alex Gillespie Rail Productions|via=[[YouTube]]|access-date=November 27, 2020}}{{cbignore}} (9:38 minutes)
* {{cite web|first=Kevin|last=Painter|date=January 21, 2020|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5250302|format=photograph|title=CORY 2-26 (S2)|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127212427/http://www.rrpicturearchives.net/showPicture.aspx?id=5250302|url-status=dead}}</ref>
*'''W&OD 47''', a [[General Electric]] (GE) [[GE 44-ton switcher|44-ton centercab switcher]], built and delivered to the W&OD in December 1941 with construction number 15041 and a 380-horsepower engine, was the railroad's first diesel–electric locomotive.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 131, 137.
* 1941 and 1946 photographs of W&OD 47: [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 83, 88.</ref> It was joined by the similar #48 and #49, both built in August 1942.<ref name=Harwood137/> Sold to the [[Fonda, Johnstown and Gloversville Railroad|Fonda, Johnstown & Gloversville Railroad]] in 1950 and renumbered to 30, the former W&OD 47 went to Cargill in [[Houston, Texas]] in 1967.<ref name=Harwood137/><ref name="44 Tonner">{{cite web|url=http://www.fjgrr.org/Number_30.html|format=photographs|title=GE 44-Ton Number 30|work=Number 30|publisher=The Fonda Johnstown & Gloversville Railroad|access-date=2016-06-29|archive-date=August 8, 2016|archive-url=https://web.archive.org/web/20160808215824/http://www.fjgrr.org/Number_30.html|url-status=dead}}Photographs of the former W&OD 47 as FJGRR 30, on the [[Great Western Railway of Colorado]] and as BJRY 44.</ref> Cargill subsequently reassigned it to [[Denver, Colorado]].<ref>{{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}}</ref> After serving on the [[Great Western Railway of Colorado]] as #44, the locomotive retained its number when it became the [[Burlington Junction Railway]]'s (BJRY's) first when the BJRY opened in 1985.<ref name="44 Tonner"/><ref name=Zygmunt>Multiple sources:
* {{cite web|first=Chris|last=Zygmunt|url=http://www.railpictures.net/viewphoto.php?id=424723|title=Burlington Junction Railway No. 44 (with 2013-02-24 comment by Jack M. Jakeman: "This was the locomotive that the railroad was started with.")|work=RailPictures.Net|format=photograph|date=June 8, 2012|location=Burlington, Iowa|access-date=2013-12-20|archive-date=December 21, 2013|archive-url=https://web.archive.org/web/20131221071117/http://www.railpictures.net/viewphoto.php?id=424723|url-status=dead}}
* {{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}}
* {{cite web|url=http://www.iowadot.gov/railplan/appendix_a.htm|title=Profiles of Railroads Operating in Iowa|work=Rail System Plan: Appendix A|location=Ames, Iowa|publisher=Iowa Department of Transportation|access-date=2014-09-17|archive-date=February 5, 2012|archive-url=https://web.archive.org/web/20120205222656/http://www.iowadot.gov/railplan/appendix_a.htm|url-status=dead}}</ref> BJRY44 subsequently operated in [[Mount Pleasant, Iowa|Mount Pleasant]], [[West Burlington, Iowa|West Burlington]] and [[Burlington, Iowa|Burlington]], [[Iowa]]. The locomotive was photographed in Burlington during 2018.<ref name="44 Tonner"/><ref name=Zygmunt/><ref>Multiple sources:
* {{cite book|last=Lewis|first=Edward A.|url=https://books.google.com/books?id=3i6K_Nf9e2EC&pg=frontsec|title=American Shoreline Railway Guide|chapter-url=https://books.google.com/books?id=3i6K_Nf9e2EC&pg=PA53|chapter=Burlington Junction Railway|edition=5th|location=Waukesha, Wisconsin|publisher=Kalmbach Publishing Company|year=1996|page=[https://books.google.com/books?id=3i6K_Nf9e2EC&pg=PA53 53]|isbn=0890242909|oclc=35286187|lccn=96215170|access-date=2017-12-23|via=[[Google Books]]}}
* {{cite web|last1=Miller|first1=Gerry|last2=Sink|first2=Tom|last3=Zygmunt|first3=Chris|url=http://www.railpictures.net/showphotos.php?road_number=BJRY44|format=photograph|title=Photographs of BJRY 44|work=RailPictures.Net|date=June 8, 2012|location=Burlington and West Burlington, Iowa|access-date=December 17, 2014|archive-date=October 30, 2013|archive-url=https://web.archive.org/web/20131030011350/http://www.railpictures.net/showphotos.php?road_number=BJRY%2044|url-status=dead}}
* {{cite web |first=Kris |last=Rumbut |url=http://www.rrpicturearchives.net/showPicture.aspx?id=3988297 |format=photograph |title=BJRY 44 |date=September 11, 2014 |work=Pictures of BJRY 44 |location=Burlington, Iowa |publisher=RR Pictures Archive.Net |access-date=2015-05-25 |archive-date=May 25, 2015 |archive-url=https://web.archive.org/web/20150525044127/http://www.rrpicturearchives.net/showPicture.aspx?id=3988297 |url-status=dead}}
* {{cite web|first=Dan|last=Mackey|url=https://www.flickr.com/photos/dan_mackey/31437668668|format=photograph|title=BRJY 44|date=August 5, 2018|location=Burlington, Iowa|publisher=[[Flickr]]|access-date=2019-06-07|archive-url=https://web.archive.org/web/20190607055711/https://www.flickr.com/photos/dan_mackey/31437668668|archive-date=June 7, 2019|url-status=live}}
* {{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}}</ref>
[[File:IATR 54 and IATR 60 in Mason City.jpg|thumb|IATR 50 (former W&OD 50) and IATR 54 in [[Mason City, Iowa]], in 2009]]
*'''W&OD 50''' is a 50-ton [[steeplecab]] [[Baldwin-Westinghouse electric locomotives|Baldwin-Westinghouse electric locomotive]] built in October 1920 with four Westinghouse type 562-D-5 100 horsepower motors as [[Baldwin Locomotive Works]] (BLW) serial number 53784 and brought to the W&OD Railway during the same year.<ref>Multiple sources:
* [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 68, 135.
* {{cite journal|url=https://books.google.com/books?id=ESxLAQAAMAAJ&pg=PA917|title=Manufacturers and the Markets: Rolling Stock|journal=Electric Railway Journal|editor1=Blake, Henry W.|editor2=Bozell, Harold V.|volume=57|number=28|date=June 25, 1921|page=917|location=[[New York City|New York]]|publisher=[[S&P Global#Corporate History|McGraw-Hill Company, Inc.]]|oclc=2021289|issn=0095-9715|via=[[Google Books]]|access-date=2017-09-28}} Description of 50-ton Baldwin-Westinghouse electric locomotive purchased by the [[List of West Virginia railroads#Defunct railroads|Mononghahela Valley Traction Company]], [[Fairmont, West Virginia]], circa 1921 and similar to W&OD 50.
* 1922 and 1940 photographs of W&OD 50: [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 71.
* {{cite web|last=Rice|first=Leonard|url=http://www.geocities.ws/pem20165/wodph303Number50.html|title=W&OD electric freight locomotive 50 in the Rosslyn shop yard|format=photograph|access-date=December 21, 2013|archive-date=December 24, 2013|archive-url=https://web.archive.org/web/20131224110919/http://www.geocities.ws/pem20165/wodph303Number50.html|url-status=dead}}. ''In'' {{cite web |last=McCray |first=Paul |url=http://www.geocities.ws/pem20165 |title=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History |access-date=December 2, 2015 |archive-date=December 10, 2015 |archive-url=https://web.archive.org/web/20151210213544/http://www.geocities.ws/pem20165/ |url-status=dead }}
* [https://books.google.com/books?id=DSLmTCTY-eEC&pg=PA114 Guillaudeu, 2013, p. 114.] "This photograph from March 25, 1944, is one of the last images of Locomotive No. 50 in use on the W&OD Railroad. ... (Photograph by Leonard W. Rice.)"</ref> After retiring the locomotive in 1945, the W&OD Railroad sold it in 1947 to the [[Cedar Rapids and Iowa City Railway|Cedar Rapids & Iowa City Railway]], which renumbered it to 58.<ref name=Harwood135>[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 135.</ref><ref>Multiple sources:
* {{cite web |last=Harper |first=James P. |url=http://donsdepot.donrossgroup.net/wod50.jpg |format=photograph |title=Washington & Old Dominion 50 at Cedar Rapids, IA |date=April 7, 1947 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023001917/http://donsdepot.donrossgroup.net/wod50.jpg |url-status=usurped }}
* {{cite web |last=Ross |first=Don |url=http://donsdepot.donrossgroup.net/cic58.jpg |format=photograph |title=CR&IC 58 at Cedar Rapids, IA |date=September 25, 1954 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=September 18, 2014 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023041019/http://donsdepot.donrossgroup.net/cic58.jpg |url-status=usurped}}</ref> In 1955 it was sold to the [[Kansas City, Kaw Valley and Western Railway|Kansas City, Kaw Valley & Western Railway]] as #507.<ref>Multiple sources:
* [https://web.archive.org/web/20170928181826/http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 135.
* {{cite web|last=Ross|first=Don|url=http://donsdepot.donrossgroup.net/dr0706/kckv507.jpg|format=photograph|title=Kansas City Kaw Valley 507 at Bonner Springs, KS|date=March 1960|work=Don's Rail Photos|publisher=Don Ross Group|access-date=2014-09-18|archive-date=October 23, 2012|archive-url=https://web.archive.org/web/20121023001733/http://donsdepot.donrossgroup.net/dr0706/kckv507.jpg|url-status=usurped}}
* {{cite web|last=McDowell|first=Mark|url=http://www.rrpicturearchives.net/showPicture.aspx?id=230076|format=photograph|title=Motor 507 switching Lone Star Cement, 1960|date=May 1, 1960|work=Pictures of KVW 507|publisher=RR Pictures Archives.net|location=[[Bonner Springs, Kansas]]|access-date=November 2, 2020|archive-date=November 2, 2020|archive-url=https://web.archive.org/web/20201102150223/http://www.rrpicturearchives.net/showPicture.aspx?id=230076|url-status=dead}}.</ref> It was sold in 1962 to the Iowa Terminal Railroad and renumbered to 53, later becoming #50 of the Iowa Traction Railroad in 1987.<ref name=Harwood135/><ref>Multiple sources:
* {{cite web|author=the_trainman407|url=http://www.railpictures.net/viewphoto.php?id=405146|format=photograph|title=IATR 50|work=RailPictures.Net|date=July 14, 2012|access-date=2017-12-23|location=AGP Ethanol Plant, Mason City, Iowa|quote=Iowa traction number 50 is a 50-ton steeplecab, built by Baldwin-Westinghouse in 1920 as Washington & Old Dominion Number 50. It was acquired by the Cedar Rapids & Iowa City in 1947, was rebuilt and renumbered number 58. In 1955 it was sold to the Kansas City-Kaw Valley Railroad and became their number 507. Finally, in 1962 it was sold to the Iowa Terminal and renumbered 53, later becoming IATR 50. The unit is seen here switching out Mason City's AGP plant|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223040257/http://www.railpictures.net/viewphoto.php?id=405146|url-status=dead}}
* {{cite web|url=https://www.american-rails.com/iatr.html|title=Iowa Traction Railway Locomotive Roster|work=Iowa Traction Railway|year=2020|publisher=American-Rails.com|access-date=November 2, 2020|quote=Builder: Baldwin-Westinghouse; Model Type: Steeple Cab; Road Number: 50; Notes: Built as Washington & Old Dominion #50 in October 1920. Acquired by the Cedar Rapids & Iowa City (Crandic) in 1947 as #58 and sold again to the Kansas City Kaw Valley Railroad (KCKV) in 1955 as #507. Finally, it was purchased by the Iowa Terminal in 1962, and renumbered #50 a year later.|archive-date=September 20, 2020|archive-url=https://web.archive.org/web/20200920232949/https://www.american-rails.com/iatr.html|url-status=dead}}
* {{cite web |last=Ross |first=Don |url=http://donsdepot.donrossgroup.net/iat50.jpg |format=photograph |title=Iowa Terminal RR 50 at Mason City, IA |date=October 22, 1962 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=September 18, 2014 |archive-date=October 22, 2012 |archive-url=https://web.archive.org/web/20121022220459/http://donsdepot.donrossgroup.net/iat50.jpg |url-status=usurped }}
* {{cite web |last=Schneider |first=Lynn |format=photograph |title=Iowa Terminal RR 50 at Mason City, IA |date=June 28, 1980 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |url=http://donsdepot.donrossgroup.net/dr0106/iat50b.jpg |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002351/http://donsdepot.donrossgroup.net/dr0106/iat50b.jpg |url-status=usurped }}
* {{cite web |last=Rueber |first=James |url=http://donsdepot.donrossgroup.net/iat50a.jpg |format=photograph |title=IAT 50 at Mason City, IA |date=May 24, 1986 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002404/http://donsdepot.donrossgroup.net/iat50a.jpg |url-status=usurped }}
* {{cite web |last=Menge |first=George |url=http://donsdepot.donrossgroup.net/iatr50.jpg |format=photograph |title=IATR 50 at Emery, IA |date=September 3, 1992 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 22, 2012 |archive-url=https://web.archive.org/web/20121022230853/http://donsdepot.donrossgroup.net/iatr50.jpg |url-status=usurped }}
* {{cite web |last=Richards |first=John |url=http://donsdepot.donrossgroup.net/dr0402/jr001.jpg |format=photograph |title=Iowa Traction RR 50 at Mason City, IA |date=December 2001 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002357/http://donsdepot.donrossgroup.net/dr0402/jr001.jpg |url-status=usurped }}
* {{cite web |first=Andrew |last=Blaszczyk |url=http://www.railpictures.net/viewphoto.php?id=253956&nseq=9 |format=photograph |title=IATR 50 |work=RailPictures.Net |date=September 24, 2008 |location=Mason City, Iowa |access-date=2014-09-18 |archive-date=September 18, 2014 |archive-url=https://web.archive.org/web/20140918232422/http://www.railpictures.net/viewphoto.php?id=253956&nseq=9 |url-status=dead }}
* {{cite web|first1=Ryan|last1=R.|first2=Jim|last2=R.|url=http://www.railpictures.net/viewphoto.php?id=321596|format=photograph|title=IATR 50|work=RailPictures.Net|date=March 15, 2010|location=Mason City, Iowa|access-date=2017-12-21|archive-date=December 21, 2017|archive-url=https://web.archive.org/web/20171221185404/http://www.railpictures.net/viewphoto.php?id=321596|url-status=dead}}
* {{cite web|url=http://www.rrpicturearchives.net/locoPicture.aspx?id=30579|format=photograph|title=Pictures of IATR 50|publisher=RR Pictures Archive.net|access-date=2015-05-25|archive-date=May 25, 2015|archive-url=https://web.archive.org/web/20150525234910/http://www.rrpicturearchives.net/locoPicture.aspx?id=30579|url-status=dead}}
* {{cite web|url=http://www.rrpicturearchives.net/serialThumbs.aspx?id=53784&mfg=BLW|format=photographs|title=Pictures with BLW Serial No 53784 in them: Locomotive IATR 50 (Steeple Cab)|publisher=RR Pictures Archive.Net|access-date=2015-05-25|archive-date=September 24, 2015|archive-url=https://web.archive.org/web/20150924092539/http://www.rrpicturearchives.net/serialThumbs.aspx?id=53784&mfg=BLW|url-status=dead}}
* [https://books.google.com/books?id=DSLmTCTY-eEC&pg=PA115 Guillaudeu, 2013, p. 115] Photograph legend: "A railfan pretends to operate the Class B Baldwin-Westinghouse Locomotive No. 50 on September 20, 2009, where it is still in use on the Iowa Traction Railroad, almost 90 years after it was finished, in February 1921."</ref><ref>Videos of IATR 50 in operation:
* {{cite web|url=https://www.youtube.com/watch?v=EmWJRjqWmKI |archive-url=https://ghostarchive.org/varchive/youtube/20211221/EmWJRjqWmKI |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Empty Gondola Movement|author=jfreelan1964|date=September 16, 2010|format=video|via=[[YouTube]]|access-date=2017-12-21}}{{cbignore}} (14:39 minutes)
* {{cite web|author=jfreelan1964|url=https://www.youtube.com/watch?v=cQHzmcSMu14 |archive-url=https://ghostarchive.org/varchive/youtube/20211221/cQHzmcSMu14 |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Scrap Metal Arrives at the UP Interchange|date=September 16, 2010|access-date=2017-12-21|format=video|via=[[YouTube]]}}{{cbignore}} (12:04 minutes
* {{cite web|url=https://www.youtube.com/watch?v=S7Xk5BQVtXo |archive-url=https://ghostarchive.org/varchive/youtube/20211221/S7Xk5BQVtXo |archive-date=2021-12-21 |url-status=live|title=Iowa Traction RR: The Last Electrified freight in the US|author=Chicagojoe28|date=July 31, 2015|format=video|via=[[YouTube]]|access-date=2017-12-21}}{{cbignore}} (10:40 minutes)
* {{cite web|author=airailimages|url=https://www.youtube.com/watch?v=RcFYUvFMvB4 |archive-url=https://ghostarchive.org/varchive/youtube/20211221/RcFYUvFMvB4 |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Action – 27 July 2015|date=August 1, 2015|format=video|via=[[YouTube]]|access-date=2017-12-21}}{{cbignore}} (4:42 minutes)
* {{cite web|author=jfreelan1964|url=https://www.youtube.com/watch?v=KGurISj00Vo |archive-url=https://ghostarchive.org/varchive/youtube/20211221/KGurISj00Vo |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Railway Winter 2016|date=February 3, 2017|format=video|via=[[YouTube]]|access-date=2017-12-21}}{{cbignore}} (23:49 minutes)</ref> Upon purchase in October 2012, the line was renamed to the [[Iowa Traction Railway]].<ref>Multiple sources:
* {{cite web|url=http://www.progressiverailroading.com/short_lines_regionals/news/Progressive-Rail-acquires-Iowa-Traction-Railroad--32980|title=Progressive Rail acquires Iowa Traction Railroad|publisher=ProgressiveRailroading.com|date=October 16, 2012|access-date=2012-11-13|archive-date=December 22, 2013|archive-url=https://web.archive.org/web/20131222215817/https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|url-status=dead}}
* {{cite web|url=https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|title=Freight Tariff IATR 9001|date=October 4, 2012|publisher=Iowa Traction Railway Company|access-date=2013-12-20|archive-url=https://web.archive.org/web/20131222215817/https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|archive-date=December 22, 2013|url-status=live}}
* {{cite web|first=Jacob|last=Nelson|url=http://www.rrpicturearchives.net/showPicture.aspx?id=3510948|format=photograph|title=IATR 50|work=RR Pictures Archives.net|date=June 3, 2013|location=Mason City, Iowa|access-date=2016-02-06|archive-date=February 6, 2016|archive-url=https://web.archive.org/web/20160206215723/http://www.rrpicturearchives.net/showPicture.aspx?id=3510948|url-status=dead}}
* {{cite web |last=Terry |first=Jeff |url=http://www.railpictures.net/viewphoto.php?id=468307&nseq=5 |format=photograph |title=IATR 50 |work=RailPictures.Net |date=January 29, 2014 |location=CP Interchange, Mason City, Iowa |access-date=2014-09-18 |quote=Iowa Traction 50 shoves four hoppers back to the CP interchange track near Clear Lake Junction. |archive-date=September 18, 2014 |archive-url=https://web.archive.org/web/20140918231027/http://www.railpictures.net/viewphoto.php?id=468307&nseq=5 |url-status=dead }}
* {{cite web|first=John|last=Schumann|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4361570|format=photograph|date=December 6, 2015|title=IATR 50|work=RR Pictures Archives.net|location=Clear Lake, Iowa|access-date=March 30, 2016|archive-date=March 30, 2016|archive-url=https://web.archive.org/web/20160330222330/http://www.rrpicturearchives.net/showPicture.aspx?id=4361570|url-status=dead}}
* {{cite web|first=Nick|last=Smith|url=http://www.railpictures.net/photo/590084/|format=photograph|date=June 21, 2016|title=IATR 50|work=RailPictures.Net|location=IATR AGP Elevator Lead, Mason City, Iowa|access-date=2017-01-27|quote=Iowa Traction RR IATR 50 is tied down at Mason City on the main outside the UP interlocking. IATR built for the Washington & Old Dominion in 1920 and spent time on the Cedar Rapids & Iowa City and the Kansas City Kaw Valley & Western RR before coming to Mason City.|archive-date=January 27, 2017|archive-url=https://web.archive.org/web/20170127165454/http://www.railpictures.net/photo/590084/|url-status=dead}}
* [https://books.google.com/books?id=Ao4mDAAAQBAJ&pg=PA90 Guillaudeu and McCray, 2016, pp. 85, 90–93.]
* {{cite web|first=Dick|last=Ebright|url=http://www.railpictures.net/photo/621548/|format=photograph|date=June 24, 2017|title=IATR 50|work=RailPictures.Net|location=AGProcessing spur, Mason City, Iowa|access-date=2017-09-27|quote=IATR #50, seen here on the spur to the AGP soybean facility, was built by Baldwin in 1920; 97 years old and still in revenue service.|archive-date=September 27, 2017|archive-url=https://web.archive.org/web/20170927192055/http://www.railpictures.net/photo/621548/|url-status=dead}}
* {{cite web|author=mtnclimberjoe|url=http://www.railpictures.net/photo/634927/|format=photograph|title=IATR 50|work=RailPictures.Net|location=AGP Facility, Mason City, Iowa|date=August 18, 2017|access-date=2017-12-23|quote=The Iowa Traction railroad uses BLW steeple cab electric number 50 to shove a large cut of covered hoppers into the AGP corn processing facility in Mason City, Iowa.|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223030232/http://www.railpictures.net/photo/634927/|url-status=dead}}
* {{cite web|author=mtnclimberjoe|date=August 18, 2017|url=http://www.railpictures.net/photo/653532/|format=photograph|title=IATR 50|work=RailPictures.Net|location=Mason City, Iowa|access-date=2018-02-14|quote=The Iowa Traction has just finished switching out the Renewable Energy Group ethanol facility and heads east with a big cut of tank cars.|archive-url=https://web.archive.org/web/20190214013422/http://www.railpictures.net/photo/634927/|archive-date=February 14, 2019|url-status=live}}
* {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4941648|format=photograph|date=April 12, 2018|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=2018-06-13|quote=Preparing to move grain cars|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614032732/http://www.rrpicturearchives.net/showPicture.aspx?id=4941648|url-status=dead}}
* {{cite web|first=Olaf|last=Junges|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5060596|title=IATR 50|work=RR Picture Archives.net|location=Mason City, Iowa|date=August 29, 2018|access-date=2018-06-14|quote=Heavy action day with 3 (!) Steeple Caps on duty.|archive-date=February 14, 2019|archive-url=https://web.archive.org/web/20190214013026/http://www.rrpicturearchives.net/showPicture.aspx?id=5060596|url-status=dead}}
* {{cite web|last=Williams|first=Craig|url=https://www.railpictures.net/photo/695656/|title=IATR 50|format=photograph|work=RailPictures.Net|date=March 11, 2019|location=Mason City, Iowa|access-date=2019-06-06|archive-url=https://web.archive.org/web/20190606203359/https://www.railpictures.net/photo/695656/|archive-date=June 6, 2019|url-status=live}}
* {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5123877|format=photograph|date=March 15, 2019|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=2019-06-06|quote=Working at the interchange|archive-url=https://web.archive.org/web/20190606204008/http://www.rrpicturearchives.net/showPicture.aspx?id=5123877|archive-date=June 6, 2019|url-status=live}}
* {{cite web|author=POTB 101|date=October 17, 2020|url=https://railroadforums.com/forum/index.php?media/iowa-traction-50.43110/|title=Iowa Traction 50|format=photograph|location=Mason City, Iowa|publisher=Railroadforums.com|access-date=November 2, 2020|archive-url=https://web.archive.org/web/20201102204931/https://railroadforums.com/forum/index.php?media/iowa-traction-50.43110/|archive-date=November 2, 2020|url-status=live}}
* {{YouTube|PFPzqjXI7RQ|T. rex Roadtrip (October 22, 2020). Iowa Traction Autumn Day One. Retrieved October 8, 2021. (16:53 minutes)}}. 2020 video showing IATR 50 in operation.
* {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5474350|date=December 21, 2020|format=photograph|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=January 22, 2021|quote=Tied down for the day|archive-url=https://web.archive.org/web/20210122030015/http://www.rrpicturearchives.net/showPicture.aspx?id=5474350|archive-date=January 22, 2021|url-status=live}}</ref> The Iowa Traction Railway was operating the locomotive in [[Mason City, Iowa]], in 2021, the locomotive's 101st year.<ref>{{YouTube|BWivy9t1T7Y|Jaw Tooth (August 19, 2021). RARE Last Electric America Freight Railway, Swapping Cars W/ Union Pacific Railroad At Interchange!: Mason City. Retrieved October 8, 2021. (13:00 minutes)}}. 2021 video showing IATR 50 in operation.</ref>

In addition, at least one of the old Autorailer may still exist.

* The W&OD purchased several Evans Autorailer buses from the defunct Arlington & Fairfax Auto Railway. #109 was acquired by the Chicago, South Shore & South Bend RR in 1955 and equipped with a platform on the roof for working on the overhead wires in East Chicago, IN.<ref>{{cite web |title=Washington and Old Dominion |url=https://www.shorpy.com/node/17521#comment-168510 |access-date=13 April 2023}}</ref> Sometime in the 1950s it was sold to the [[Grasse River Railroad]] in New York. Sometime after the GRR went under in 1959, it passed into private ownership and was stored at [[Clark's Bears|Clark's Trading Post]] in Lincoln, New Hampshire. It is the last known, remaining piece of rolling stock from the Washington-Virginia streetcars, but it had not been maintained and stored outside for 60+ years.<ref>{{cite web |title=Evans AutoRailer at Clark's Trading Post |url=http://www.rypn.org/forums/viewtopic.php?f=1&t=45888&start=0 |access-date=22 May 2023}}</ref> In August 2024, it was announced that the [[National Capital Trolley Museum]] in Colesville, Maryland had acquired the rare vehicle, and transported it to interim off-site storage.<ref>{{Cite web |date=2024-09-23 |title=Evans Auto-Railer to join National Capital Trolley Museum’s collection |url=https://www.trains.com/trn/news-reviews/news-wire/evans-auto-railer-to-join-national-capital-trolley-museums-collection/ |access-date=2024-11-11 |website=Trains |language=en-US}}</ref> On November 10th, 2024 the Autorailer touched live rail for the first time in more than 60 years and is now on display, awaiting restoration.<ref>{{Cite web |title=Railway Preservation News • View topic – National Capital Trolley Museum Saves Auto-Railer |url=http://www.rypn.org/forums/viewtopic.php?f=1&t=48313&start=15#wrapheader |access-date=2024-11-11 |website=www.rypn.org}}</ref><ref>{{Cite web |title=National Capital Trolley Museum adds rare ‘Auto-Railer’ |url=https://www.trains.com/trn/news-reviews/news-wire/national-capital-trolley-museum-adds-rare-auto-railer/ |access-date=2024-11-11 |website=Trains |language=en-US}}</ref>

== See also ==
* [[Great Falls and Old Dominion Railroad]]
* [[Northern Virginia trolleys]]
* [[Virginia Creeper Trail]]

== Notes ==
{{Reflist}}

== References ==
*{{cite book|last1=Guillaudeu|first1=David A.|others=Foreword by McCray, Paul E. |url=https://books.google.com/books?id=DSLmTCTY-eEC|title=Washington & Old Dominion Railroad|series=Images of Rail|location=[[Charleston, South Carolina]]|publisher=[[Arcadia Publishing]]|year=2013|isbn= 9780738597928|oclc=811603181|access-date=2016-11-13|via=[[Google Books]]}}
*{{cite book|last1=Guillaudeu|first1=David A.|last2=McCray|first2=Paul E.|url=https://books.google.com/books?id=gFyPDAAAQBAJ|title=Washington & Old Dominion Railroad Revisited|series=Images of Rail|location=[[Charleston, South Carolina]]|publisher=[[Arcadia Publishing]]|year=2016|isbn=9781467116381|oclc=944086523|access-date=2016-11-13|via=[[Google Books]]}}
*{{cite book|last=Harwood|first=Herbert H. Jr.|title=Rails to the Blue Ridge: The Washington and Old Dominion Railroad, 1847 – 1968|edition=3rd |location=[[Fairfax Station, Virginia]]|publisher=[[NOVA Parks|Northern Virginia Parks Authority]]|date=April 2000|oclc=44685168|isbn=0615114539|lccn=77104382}}
**[http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF pp. 1–18.]
**[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF pp. 19–144.]
:''In'' Appendix K of Northern Virginia Regional Park Authority – Pre-filed Direct Testimony of Mr. Hafner, Mr. Mcray and Mr. Simmons, November 30, 2005 (Parts 4 and 5), Case No. PUE-2005-00018, [[State Corporation Commission (Virginia)|Virginia State Corporation Commission]]. Obtained in {{cite web|url=https://scc.virginia.gov/docketsearch#DocketSearch/search|title=Case Docket Search|publisher=Virginia State Corporation Commission|access-date=September 28, 2017}} Archived September 28, 2017.
*{{cite web|author=[[Interstate Commerce Commission]]|url=https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|title=W&OD Railway 1916 ICC Valuation Maps|work=Washington & Old Dominion Regional Park: History|publisher=[[NOVA Parks]]|access-date=December 26, 2018|archive-url=https://web.archive.org/web/20181226041947/https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|archive-date=December 26, 2018|url-status=live}}
*King, W.E. (1934-07-19). Index map showing Washington & Old Dominion Railway's line abandoned in relation to other railroads and common carriers ''in'' lower left corner of {{cite web|archive-url=https://web.archive.org/web/20131008035137/http://nvrpa.org/uploads/Files/content/GF%26OD%20Val%20Map%203.PDF|archive-date=October 8, 2013 |url=http://www.nvrpa.org/uploads/Files/content/GF&OD%20Val%20Map%203.PDF |title=GF&OD Railroad 1916 ICC Valuation Map No. 3|work=Washington & Old Dominion Regional Park: W&OD Railroad Maps |publisher=[[Northern Virginia Regional Park Authority]]: [[Washington & Old Dominion Railroad Regional Park]] |date=July 1, 1916|access-date=2015-01-07|url-status=live}}
*{{cite web|archive-url=https://web.archive.org/web/20101124075633/http://www.wodfriends.org/map1.html|archive-date=November 24, 2010|url=http://www.wodfriends.org/map1.html|title=Map of the W&OD|publisher=The Friends of the Washington & Old Dominion Trail|access-date=2010-09-29}}
*{{cite news|last=Vetter|first=Peggy D|archive-url=https://web.archive.org/web/20080807174504/http://archive.observernews.com/stories/archives/history/wandod.shtml|archive-date=August 7, 2008|url=http://archive.observernews.com/stories/archives/history/wandod.shtml|title=The W&OD Railroad is Heart of Herndon for 120 Years|work=The Observer|publisher=The Herndon Publishing Company, Inc.|location=Herndon, VA|year=2000|access-date=2010-01-17}} (A detailed history of the Washington and Old Dominion Railroad.)
*{{cite web|author=Washington and Old Dominion Railway|year=1911|title=W&OD Railway Track Plats|archive-url=https://web.archive.org/web/20181110015526/https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|archive-date=November 10, 2018|url=https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|work=Washington & Old Dominion Railroad Regional Park: History: W&OD Railroad Maps|publisher=[[NOVA Parks]]|access-date=2018-11-10}}
*{{cite book|last=Williams|first=Ames W.|title=The Washington and Old Dominion Railroad|location=Arlington, Virginia|publisher=[[Arlington Historical Society]]|year=1989|isbn=0926984004|oclc=20461397}}

==Further reading==
* {{cite web|last=Glakas|first=Barbara|url=http://www.herndonhistoricalsociety.org/images/Rail_Comes_to_Herndon.pdf|title=The Rail Comes to Herndon: The Evolution of the WO&D Railroad|location=Herndon, Virginia|publisher=Herndon Historical Society|access-date=2019-06-24|archive-url=https://web.archive.org/web/20190624172936/http://www.herndonhistoricalsociety.org/images/Rail_Comes_to_Herndon.pdf|archive-date=2019-06-24|url-status=live}}
* {{cite web|first=Chuck|last=Mauro|url=http://www.herndonhistoricalsociety.org/images/35._How_Herndon_Got_Its_Railroad.pdf|title=How the Railroad Came to Herndon|location=Herndon, Virginia|publisher=Herndon Historical Society|access-date=2019-06-24|archive-url=https://web.archive.org/web/20190624173143/http://www.herndonhistoricalsociety.org/images/35._How_Herndon_Got_Its_Railroad.pdf|archive-date=2019-06-24|url-status=live}}
* {{cite journal|last=Tennyson|first=E.L.|year=1984|url=http://arlingtonhistoricalsociety.org/wp-content/uploads/2020/02/1984-6-Railways.pdf|title=The History of Arlington's Electric Railways|journal=The Arlington Historical Magazine|volume=7|number=4|location=[[Arlington County, Virginia]]|publisher=[[Hume School#Arlington Historical Society|Arlington Historical Society]]|access-date=April 10, 2021}}
* {{cite journal|last=Williams|first=Ames W.|year=1966|url=https://www.jstor.org/stable/40067258|title=The Washington and Old Dominion Railroad|journal=Records of the Columbia Historical Society|volume=66|pages=231–276|location=Washington, D.C.|publisher=[[Historical Society of Washington, D.C.|Columbia Historical Society]]|jstor=40067258|access-date=June 11, 2021}}

== External links ==
{{commons category}}
{{Attached KML}}
*{{cite web|url=https://greenwayheightshistory.com/railroad-and-old-dominion-drive/historical-background/|title=Historical Background: Old Dominion Drive Notable Facts (Formerly the Great Falls and Old Dominion Railroad)|work=greenwayheightshistory.com|publisher=Eloise Lorenze|access-date=September 26, 2021|archive-url=https://web.archive.org/web/20191230004000/https://greenwayheightshistory.com/railroad-and-old-dominion-drive/historical-background/|archive-date=December 30, 2019|url-status=live}} Photographs of stations, tickets and promotional materials about the Great Falls and Old Dominion Railroad and the Great Falls Division of the Washington & Old Dominion Railway.
* {{cite web|last=McCray|first=Paul|url=http://www.geocities.ws/pem20165|title=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History|access-date=2010-06-28|archive-url=https://web.archive.org/web/20160313035131/http://www.geocities.ws/pem20165/WashingtonOldDominionRailroadEquipment.html|archive-date=March 13, 2016|url-status=live}} Website describing the history of the W&OD Railroad.
*{{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers series|work=[[Historical Marker Database|HMdb.org: The Historical Marker Database]]|access-date=August 18, 2010}}

{{Fairfax County, Virginia topics}}
{{Loudoun County, Virginia topics}}

{{Portal bar|History|Transport|Trains|Virginia|United States}}
{{Authority control}}

{{DEFAULTSORT:Washington Old Dominion Railroad}}
[[Category:American companies established in 1936]]
[[Category:Defunct Virginia railroads]]
[[Category:Predecessors of the Chesapeake and Ohio Railway]]
[[Category:Railway companies established in 1936]]
[[Category:Railway companies disestablished in 1968]]
[[Category:Transportation in Arlington County, Virginia]]
[[Category:Transportation in Fairfax County, Virginia]]
[[Category:Transportation in Loudoun County, Virginia]]

Gas turbine locomotive

2025-05-24T17:45:29Z

47.20.121.157: /* United States */

{{Short description|Type of railway locomotive}}
[[File:Gas turbine locomotive 1149.jpg|thumb|right|A 44-ton 1-B-1 experimental gas turbine locomotive designed by [[R. Tom Sawyer]] and built in 1952 for testing by the U.S. [[Army Transportation Corps]]]]
[[File:Union Pacific 18.jpg|thumb|UP 18, a gas turbine–electric locomotive preserved at the Illinois Railway Museum]]

A '''gas turbine locomotive''' is a type of [[railway]] [[locomotive]] in which the [[prime mover (locomotive)|prime mover]] is a [[gas turbine]]. Several types of gas turbine locomotive have been developed, differing mainly in the means by which mechanical power is conveyed to the driving wheels (drivers). A gas turbine train typically consists of two [[power car]]s (one at each end of the train), and one or more intermediate [[passenger car (rail)|passenger car]]s.

A gas turbine offers some advantages over a [[piston engine]]. There are few moving parts, decreasing the need for [[lubrication]] and potentially reducing maintenance costs, and the [[power-to-weight ratio]] is much higher. A turbine of a given power output is also physically smaller than an equally powerful piston engine, so that a locomotive can be extremely powerful without needing to be inordinately large.

However, a gas turbine's power output and efficiency both drop dramatically with [[rotational speed]], unlike a piston engine, which has a comparatively flat power curve. This makes gas turbine–electric systems useful primarily for long-distance high-speed runs. Additional problems with gas turbine–electric locomotives include the fact that they are very noisy<ref>{{cite web|url=http://www.northeast.railfan.net/pro_faq2.html#turbine |title=Gas Turbine Engines |author=Clint Chamberlin |work=North East Rails |access-date=9 December 2017}}</ref><ref>{{cite web|url=https://www.american-rails.com/gtel.html |title=Gas Turbine Locomotives, GTELs |website=American-Rails.com |access-date=9 December 2017}}</ref> and produce such extremely hot exhaust gasses that, if the locomotive were parked under an overpass paved with asphalt, it could melt the asphalt.<ref>{{cite web|url=https://www.wearethepractitioners.com/library/the-practitioner/2012/08/16/rails-and-gas-turbines |title=Rails and Gas Turbines |date=16 August 2012 |first=David |last=Schneider |work=We Are The Practitioners |archive-url=https://web.archive.org/web/20131119230026/https://www.wearethepractitioners.com/library/the-practitioner/2012/08/16/rails-and-gas-turbines |archive-date=19 November 2013 |url-status=dead}}</ref>

==Early developments==
A gas turbine locomotive was patented in 1861 by Marc Antoine Francois Mennons (British patent no. 1633).<ref>{{cite web|url=https://worldwide.espacenet.com/publicationDetails/originalDocument?CC=GB&NR=186101633A&KC=A&FT=D&ND=3&date=18611218&DB=EPODOC&locale=en_EP |title=A new or improved construction of caloric engines: GB186101633 (A) ― 1861-12-18 |date=26 June 2017 |publisher=[[European Patent Office]] |website=espacenet.com}}</ref> The drawings in Mennons' patent show a locomotive of [[0-4-2]] wheel arrangement with a cylindrical casing resembling a boiler. At the front of the casing is the compressor, which Mennons calls a ventilator. This supplies air to a firebox and the hot gases from the firebox drive a turbine at the back of the casing. The exhaust from the turbine then travels forwards through ducts to preheat the incoming air. The turbine drives the compressor through gearing and an external shaft. There is additional gearing to a jackshaft which drives the wheels through side rods. The fuel is solid (presumably coal, coke or wood) and there is a fuel bunker at the rear. There is no evidence that the locomotive was actually built but the design includes the essential features of gas turbine locomotives built in the 20th century, including compressor, combustion chamber, turbine and air pre-heater.

Work leading to the emergence of the gas turbine locomotive began in [[France]] and [[Sweden]] in the 1920s but the first locomotive did not appear until the 1940s. High fuel consumption was a major factor in the decline of conventional gas-turbine locomotives and the use of a piston engine as a gas generator would probably give better fuel economy than a turbine-type compressor, especially when running at less than full load.

One option is a [[free-turbine turboshaft|two-shaft machine]], with separate turbines to drive the compressor and the output shaft. Another is to use a separate [[gas generator]], which may be of either rotary or piston type.

==Gas turbine–mechanical==
Gas turbine–mechanical locomotives use a [[gearbox|mechanical transmission]] to deliver the power output of gas turbines to the wheels. Owing to the difference in their speeds, this is technically challenging and so a mechanical transmission did not appear until ten years after the first electric transmissions.

===France===
[[File:Pescara avec turbine.gif|thumb|Diagram of a free-piston engine as a gas generator for a gas turbine]]
The first gas turbine–mechanical locomotive in the world, Class 040-GA-1 of {{cvt|1000|hp|MW}} was built by [[Renault]] in 1952 and had a [[Raúl Pateras Pescara|Pescara]] [[free-piston engine]] as a gas generator. It was followed by two further locomotives, Class 060-GA-1 of {{cvt|2400|hp|MW}} in 1959–61.<ref name=freikolben>{{cite web|url=https://www.freikolben.ch/37464/98443.html |title=History of free piston gas turbines |website=freikolben.ch |archive-url=https://web.archive.org/web/20130824094639/https://www.freikolben.ch/37464/98443.html |archive-date=24 August 2013 |url-status=dead}}</ref>

The Pescara gas generator in 040-GA-1 consisted of a horizontal, single cylinder, [[two-stroke]] [[diesel engine]] with [[opposed piston]]s. It had no crankshaft and the pistons were returned after each power stroke by compression and expansion of air in a separate cylinder. The exhaust from the diesel engine powered the gas-turbine which drove the wheels through a two-speed gearbox and propeller shafts.<ref name=Dumpy>{{cite book|title=The Dumpy Book of Railways of the World |editor-first=Henry |editor-last=Sampson |year=1956 |asin=B0000CJIZC |edition=1st |publisher=[[Sampson Low#Sampson Low, Son and Company|Sampson Low]]}}</ref>{{rp|142–3}} The [[free-piston engine]] was patented in 1934 by [[Raul Pateras Pescara]].

Several similar locomotives were built in the USSR by [[Kharkov Locomotive Works]].<ref name=freikolben />

===Sweden===
The power gas locomotive was built by [[Kværner|Gotaverken]]. It had a vertical, five cylinder, two-stroke diesel engine with opposed pistons. There was a single crankshaft connected to both upper and lower pistons. The exhaust from the diesel engine powered the gas turbine which drove the wheels through reduction gearing, jack shaft and side rods.

===Czechoslovakia===
Turbine power was considered for railway traction in the former [[Czechoslovakia]]. Two turbine-powered prototypes were built, designated TL 659.001 and TL 659.002, featuring C-C wheel arrangement, {{cvt|3200|hp|MW}} main turbine, helper turbine and [[Tatra 111]] helper diesel engine.

The first prototype (TL 659.001) was finished in February 1958 and was scheduled to be exhibited at [[Expo '58]]. However, this was aborted because it was not ready in time. The first out-of-factory tests were conducted in March 1959 on the [[Plzeň]]–[[Cheb]]–[[Sokolov (Sokolov District)|Sokolov]] line. On 15 May 1959, the first prototype pulled its heaviest train, {{cvt|6486|MT|ST}}, but the turbine caught fire only a day later. The engine was never restored and eventually scrapped.

The second prototype (TL 659.002) was built with lessons learned from the first. It left the factory in March 1960 and was the only turbine locomotive to pass the tests for regular service on tracks of the former [[Czechoslovak State Railways]]. It was tried near [[Kolín]] and [[Plzeň]] with mixed results. This engine was taken out of service in April 1966 and sold to the [[University of Žilina]] as an educational instrument. It was scrapped some time later.

Although the experiments had mixed results, these were the most powerful locomotives with a purely mechanical powertrain in the world and also the most powerful independent-traction locomotives in Czechoslovakia.

===United Kingdom===
The [[British Rail GT3]] was a simple machine consisting essentially of a standard oil-fired gas turbine mounted on a standard steam locomotive chassis, built as a demonstrator by [[English Electric]] in 1961. Its almost crude simplicity enabled it to avoid much of the unreliability which had plagued the complex experimental [[gas turbine–electric locomotive]]s [[British Rail 18000|18000]] and [[British Rail 18100|18100]] in earlier years, but it failed to be competitive against conventional traction and was scrapped.

===Examples===
Examples of gas turbine–mechanical locomotives:

* 1933 [[NOHAB|Nydqvist and Holm]], 1-B-1, Sweden
* 1952 [[Davenport Locomotive Works|Davenport-Bessler Corp.]], 1-B-1, United States, 300 hp (220 kW) (designed by [[R. Tom Sawyer]])
* 1951 [[Renault]], France, B-B, {{convert|1000|hp|abbr=on}}
* 1954 [[Kværner|Gotaverken]], Sweden, 1-C-1, {{convert|1300|hp|abbr=on}}
* 1958 [[Renault]], France, C-C, {{convert|2000|hp|abbr=on}}
* 1958 [[Škoda Works|Škoda]], C-C, Czechoslovakia, {{convert|3200|hp|abbr=on}}
* 1959 [[British Rail GT3]], 2'C, {{convert|2700|hp|abbr=on}}

==Gas turbine–electric==
[[File:Alco-GE Union Pacific Gas turbine locomotive diagram.JPG|thumb|upright=1.25|Diagram of a gas turbine–electric locomotive]]
{{See also|Turbine–electric powertrain}}

A gas turbine–electric locomotive (GTEL) is a [[locomotive]] that uses a [[gas turbine]] to drive an [[electric generator]] or [[alternator]], producing an electric current which is used to power [[traction motor]]s. This type of locomotive was first experimented with during the [[Second World War]], but reached its peak in the 1950s to 1960s. Few locomotives use this system today.

A GTEL uses a turbo–electric drivetrain in which a [[turboshaft]] engine drives the electric generator or alternator via a system of [[gear]]s. The electric current is distributed to power the traction motors that drive the locomotive. In overall terms the system is very similar to a conventional [[Diesel–electric transmission|diesel–electric]], with the large diesel engine replaced with a smaller gas turbine of similar [[Power (physics)|power]].

[[Union Pacific]] operated the largest fleet of such locomotives of any railroad in the world, and was the only railroad to use them for hauling freight. Most other GTELs have been built for small passenger trains, and only a few have seen any real success in that role. With a rise in [[fuel]] costs (eventually leading to the [[1973 oil crisis]]), gas turbine locomotives became uneconomical to operate, and many were taken out of service. Union Pacific's locomotives also required more maintenance than originally anticipated, due to fouling of the turbine blades by the [[Bunker C]] [[petroleum|oil]] used as fuel.

===Switzerland===
[[File:SBB Am 4-6.JPG|thumb|1942 publicity photo of Am 4/6 number 1101]]
{{further|SBB-CFF-FFS Am 4/6 1101|l1=Am 4/6}}

In 1939, the [[Swiss Federal Railways]] ordered a GTEL with a {{convert|1620|kW|hp|abbr=on}} of maximum engine power from [[Asea Brown Boveri|Brown Boveri]]. It was completed in 1941, and then underwent testing before entering regular service. The [[SBB-CFF-FFS Am 4/6 1101|Am 4/6]] was the world's first gas turbine–electric locomotive. It was intended primarily to work light, fast, passenger trains on routes that normally handle insufficient traffic to justify [[Railway electrification system|electrification]].

===United Kingdom===
[[File:ATP-E IN YARD.jpg|thumb|left|[[British Rail APT-E]], Derby, UK, 1972]]

Two gas turbine locomotives of different design, 18000 and 18100, were ordered by the [[Great Western Railway]] (GWR) but completed for the newly nationalised [[British Railways]].

[[British Rail 18000]] was built by [[Asea Brown Boveri|Brown Boveri]] and delivered in 1949.<ref>{{cite magazine|title=Gas Turbine Concept|first=Evan|last=Green-Hughes|magazine=Hornby Magazine|pages=104–108|issue=41|date=November 2010|location=Hersham|publisher=Ian Allan Publishing|issn=1753-2469|oclc=226087101}}</ref> It was a 1840 kW (2470 hp) GTEL, ordered by the GWR and used for express passenger services.

[[British Rail 18100]] was built by [[Metropolitan-Vickers]] and delivered in 1951. It had an aircraft-type gas turbine of {{convert|2.2|MW|hp|abbr=on}}. Its maximum speed was {{convert|90|mph}}.<ref>{{Cite magazine|url=https://books.google.com/books?id=oiEDAAAAMBAJ&q=popular+science+1952&pg=PA131 |title=Turbine Speeds British Trains |journal=[[Popular Science]] |volume=160 |issue=4 |date=April 1952 |page=131}}</ref>

A third locomotive, the [[British Rail GT3|GT3]], was constructed in 1961. Although built by [[English Electric]], who had pioneered electric transmission with [[British Rail Class D16/1|LMS 10000]] locomotives, this used a turbine–mechanical transmission.<ref>{{Cite journal
|title=The Design and Development of a Gas Turbine Locomotive
|journal=J. Inst. Locomotive Engineers
|volume=52:2
|issue=286
|date=14 December 1961
|last=Hughes |first=J.O.P.
|id=Paper Nº633
|pages=180–220
}}</ref>

The [[British Rail APT-E]], the prototype of the [[Advanced Passenger Train]], was turbine-powered. Like the French [[TGV]], later models used an alternative electric powertrain. This choice was made because [[British Leyland]], the turbine supplier, ceased production of the model used in the APT-E, having lost interest in gas turbine technology following the [[1973 oil crisis|1970s oil crisis]].<ref>{{cite web|url=https://www.aronline.co.uk/ar-cars/essays-when-br-met-bl-the-advanced-passenger-train/ |title=Rail projects : When BL met BR – The APT |date=11 January 2012 |first=Mike |last=Humble |website=AROnline |access-date=11 April 2020}}</ref>

===United States===
[[File:Union Pacific first generation GTEL locomotive 1953.JPG|thumb|First-generation GTEL and a 1923 electric auto in [[Fremont, Nebraska]] in 1953]]
{{Further|Union Pacific GTELs|UAC TurboTrain|Turboliner|JetTrain}}

[[ALCO-GE]] built a prototype oil-fired gas turbine–electric locomotive in 1948, with a [[AAR wheel arrangement#B-B-B-B|B-B-B-B]] [[wheel arrangement]]. After demonstration runs it was acquired by [[Union Pacific]], who were seeking a more powerful alternative to diesel for transcontinental trains.<ref>[https://books.google.com/books?id=GtkDAAAAMBAJ&dq=popular+mechanics+July+1932+airplane&pg=PA106 "Gas Turbine Locomotive"] ''Popular Mechanics'', July 1949, cutaway drawing of development by GE for [[Union Pacific]].</ref>

UP ran a fleet of 55 turbine-powered freight locomotives starting in the early 1950s, all produced by Alco-GE. The first- and second-generation versions shared the same wheel arrangement as the prototype; the third-generation version were [[AAR wheel arrangement#C-C|C-C]] types. All were widely used on long-haul routes, and were cost-effective despite their poor fuel economy, due to their use of "leftover" fuels from the petroleum industry. At their height the railroad estimated that they powered about 10% of Union Pacific's freight trains, a much wider use than any other example of this class. As other uses were found for these heavier petroleum byproducts, notably for plastics, the cost of the [[Bunker C]] fuel increased until the units became too expensive to operate and they were retired from service by 1969.

In April 1950, [[Baldwin Locomotive Works|Baldwin]] and [[Westinghouse Electric (1886)|Westinghouse]] completed an experimental {{convert|4000|hp|abbr=on}} turbine locomotive, #4000, known as the ''Blue Goose'', also using the B-B-B-B wheel arrangement. The locomotive used two {{convert|2000|hp|abbr=on}} turbine engines, was equipped for passenger train heating with a steam generator that utilized the waste exhaust heat of the right hand turbine, and was geared for {{convert|100|mph}}. While it was demonstrated successfully in both freight and passenger service on the [[Pennsylvania Railroad|PRR]], [[MKT Railroad|MKT]], and [[Chicago and North Western Railway|CNW]], no production orders followed, and it was scrapped in 1953.<ref>{{cite book|title=Turbines Westward |first=Thos. R. |last=Lee |date=December 1975 |publisher=T. Lee Publications |edition=1st |pages=48–49 |isbn=978-0916244019}}</ref>

[[File:LAST MINUTE CHECK OF THE ENGINE OF THE AMTRAK TURBOLINER PASSENGER TRAIN IS MADE BEFORE DEPARTURE FROM ST. LOUIS... - NARA - 556059.jpg|thumb|left|An RTG [[Turboliner]] at [[Union Station (St. Louis)|Union Station, St. Louis]], in the 1970s]]

In the 1960s [[United Aircraft and Transport Corporation|United Aircraft]] built the [[UAC TurboTrain|TurboTrain]] passenger train, which was tested by the [[Pennsylvania Railroad]] and later used by [[Amtrak]] and [[Via Rail]]. The Via remained in service into the 1980s and had an excellent maintenance record during this period, but was eventually replaced by the [[LRC (train)|LRC]] in 1982. Amtrak purchased two different types of turbine-powered [[trainset]]s, which were both called [[Turboliner]]s. The sets of the first type were similar in appearance to SNCF's [[SNCF Class T 2000|T 2000]] Turbotrain, though compliance with [[Federal Railroad Administration|FRA]] safety regulations made them heavier and slower than the French trains. None of the first-type Turboliners remain in service. Amtrak also added a number of similarly named Rohr [[Turboliner]]s (or RTL) to its roster. There were plans to rebuild these as RTL IIIs, but this program was cancelled. The units owned by New York State were sold for scrap and the three remaining RTL trainsets are stored at [[North Brunswick, New Jersey]] and [[New Haven, Connecticut]].<ref>{{Cite web |url=http://on-track-on-line.com/amtkrinf-amtrakbythenumbers.shtml |title=Amtrak By the Numbers: Updates |date=February 1, 2018 |website=On Track On Line |access-date=April 23, 2018}}</ref>

In 1966, the [[Long Island Rail Road]] tested an experimental gas turbine [[railcar]] (numbered ''GT-1''), powered by two [[Garrett AiResearch|Garrett]] turbine engines. This car was based on a [[Budd Company|Budd]] [[Pioneer III]] design, with transmissions similar to Budd's 1950s-era [[Rail Diesel Car|RDCs]]. The car was later modified (as ''GT-2'') to add the ability to run on electric [[third rail]] as well.<ref>{{cite web|url=https://www.nycsubway.org/perl/show?42662 |title=Showing Image 42662 |website=nycsubway.org |access-date=9 December 2017}}</ref><ref>{{cite web|url=https://www.nycsubway.org/perl/show?10670 |title=Showing Image 10670 |website=nycsubway.org |access-date=9 December 2017}}</ref>

In 1977, the LIRR tested eight more gas turbine–electric/electric dual mode railcars, in an experiment sponsored by the [[USDOT]]. Four of these cars had [[GE]]-designed powertrains, while the other four had powertrains designed by Garrett (four more cars had been ordered with [[General Motors|GM]]/[[Allison Engine Company|Allison]] powertrains, but were canceled). These cars were similar to LIRR's [[M1 (railcar)|M1]] [[Electric Multiple Unit|EMU]] cars in appearance, with the addition of step wells for loading from low level platforms. The cars suffered from poor fuel economy and mechanical problems, and were withdrawn from service after a short period of time. The four GE-powered cars were converted to M1 EMUs and the Garrett cars were scrapped.<ref>{{cite web|url=http://www.trainsarefun.com/lirr/lirrextralist/lirrextralist.htm |title=The LIRR 'Extra' list |website=trainsarefun.com |access-date=9 December 2017}}</ref>

[[File:Bombardier JetTrain.jpg|thumb|Bombardier's experimental [[JetTrain]] locomotive toured North America in an attempt to raise the technology's public profile in the early 2000s.]]
In 1997 the [[Federal Railroad Administration]] (FRA) solicited proposals to develop high speed locomotives for routes outside the Northeast Corridor where electrification was not economical. Bombardier Ltd, at the Plattsburg, N.Y. plant where the [[Acela]] was produced, developed a prototype ([[JetTrain]]) which combined a [[Pratt & Whitney Canada PW100]] gas turbine and a diesel engine with a single gearbox powering four traction motors identical to those in Acela. The diesel provided [[head end power]] and low speed traction, with the turbine not being started until after leaving stations. The prototype was completed in June 2000, and safety testing was done at the FRA's Pueblo, CO test track beginning in the summer of 2001. A maximum speed of {{convert|156|mph}} was reached. The prototype was then taken on a tour of potential sites for high speed service, but no service has yet begun.

===Russia===
Two gas turbine–electric locomotive types underwent testing in the Soviet Union. The test program began in 1959 and lasted into the early 1970s. The G1-01 freight GTEL, produced by [[Kolomna Locomotive Works]], was intended to consist of two locomotives of a C-C wheel arrangement, but only one section was built. The GP1 passenger locomotive was a similar design with body of [[TEP60]] [[diesel locomotive]], also with a C-C wheel arrangement, introduced to the test program in 1964. Two units were built by Kolomna Works, GP1-0001 and GP1-0002, which were also used in regular service with passenger trains. Both types had a maximum power output of {{convert|2600|kW|hp|abbr=on}}.<ref name=RussianGTEL />

Another soviet gas turbine–hydraulic freight locomotive type GT101 was developed and produced in 1960 by [[Luhanskteplovoz|Luhansk Locomotive Works]]. Like the G1 locomotive, it was intended to consist of two sections of a C-C wheel arrangement, but only one section was built. This section was equipped with four free piston gas generators and gas turbine with a maximum power output of {{convert|2200|kW|hp|abbr=on}}, and a hydraulic transmission. Unlike other locomotives, it was not in regular service.<ref name=GT101>{{cite web|url=http://alternathistory.com/opytnyj-gazoturbovoz-gt101-sssr/|title=Опытный газотурбовоз ГТ101. СССР|trans-title=Experimental gas-turbine locomotive GT101. USSR|access-date=19 December 2021}}</ref>

In 2006, [[Russian Railways]] introduced the GEM-10 [[switcher]] GTEL. The turbine runs on [[liquefied natural gas]] (LNG) and has a maximum power output of {{convert|1000|kW|hp|abbr=on}}. The GEM-10 has a C-C wheel arrangement. The TGEM10-0001, which uses the same turbine and fuel as the GEM-10, is a two-unit ([[cow–calf]]) switcher GTEL with a {{nowrap|B-B+B-B}} wheel arrangement. The [[slug (railroad)|slave unit]] of this locomotive is used as a fuel [[tender (rail)|tender]] with [[compressed natural gas]] (CNG) and does not have a [[Prime mover (locomotive)|prime mover]], so its traction motors are powered by the main section. The turbine of this locomotive also has a maximum power output of {{convert|1000|kW|hp|abbr=on}}.<ref name=TGEM10>{{cite web|url=http://rostransport.com/transportrf/pdf/10-11/18-19.pdf |title=Маневровый газотурбовоз ТГЭМ10 |trans-title=Switcher gas-turbine locomotive TGEM10 |via=rostransport.com|author=Valery Kossov|year=2007|pages=18–19|magazine=Transport of Russia|lang=ru|access-date=19 December 2021}}</ref>

[[File:GT1h-001 EXPO-1520.webm|thumb|left|thumbtime=56|GT1h-001 during a test ride]]
[[File:ГТ1h-002 (cropped).jpg|thumb|right|GT1h-002]]

The GT1-001 freight GTEL, rebuilt from a [[VL15]] [[electric locomotive]] in 2006 and introduced in 2007, runs on LNG and has a maximum power output of {{convert|8300|kW|hp|abbr=on}}.<ref>{{cite journal |url=https://www.railwaygazette.com/nc/news/single-view/view/experimental-gas-turbine-locomotive-undertakes-haulage-tests.html |title=Experimental gas turbine locomotive undertakes haulage tests |date=14 January 2009 |journal=[[Railway Gazette International]] |archive-date=17 June 2011 |access-date=24 June 2019 |archive-url=https://web.archive.org/web/20110617043554/http://www.railwaygazette.com/nc/news/single-view/view/experimental-gas-turbine-locomotive-undertakes-haulage-tests.html |url-status=dead }}</ref> One section carries the LNG tank and the other houses the turbine with electric power generation, and both sections have traction motors and cabs. The locomotive has a {{nowrap|B-B-B+B-B-B}} wheel arrangement, and up to three GT1 locomotives can be coupled together.<ref name=GT1-2008>{{cite web|url=http://ipem.ru/images/stories/Files/Docs/tzd_eng.pdf|title=Development and production of the world's first main line freight gas turbine locomotive running on liquified natural gas|author=David Kirzhner, Vladimir Rudenko|year=2008|pages=38–41|magazine=Railway equipment|publisher=Institute of Natural Monopolies|lang=ru|access-date=5 April 2020|archive-date=18 August 2021|archive-url=https://web.archive.org/web/20210818145301/http://ipem.ru/images/stories/Files/Docs/tzd_eng.pdf|url-status=dead}}</ref> On 23 January 2009, the GT1-001 conducted a test run with a 159-car train weighing {{convert|15,000|t|sigfig=3|sp=us}}; further heavy-haul tests were carried out in December 2010.<ref>{{cite journal |url=https://www.railwaygazette.com/nc/news/single-view/view/gas-turbine-in-heavy-haul-tests.html |title=Gas turbine in heavy haul tests |date=22 December 2010 |journal=[[Railway Gazette International]] |archive-date=16 June 2011 |access-date=24 June 2019 |archive-url=https://web.archive.org/web/20110616015003/http://www.railwaygazette.com/nc/news/single-view/view/gas-turbine-in-heavy-haul-tests.html |url-status=dead }}</ref> In a test run conducted in September 2011, the locomotive pulled 170 freight cars weighing {{convert|16,000|t|sigfig=3|sp=us}}.<ref>{{cite web|url=https://tass.ru/nauka/501536 |title=Газотурбовоз поставил новый мировой рекорд в подмосковной Щербинке |trans-title=Gas turbine carrier set a new world record in Shcherbinka near Moscow |date=7 September 2011 |agency=[[TASS]] |website=tass.ru |language=ru |archive-url=https://web.archive.org/web/20171210180500/https://tass.ru/nauka/501536 |archive-date=10 December 2017 |url-status=live}}</ref> In 2012, the helper diesel engine used for shunting operations was replaced with an accumulator, and the locomotive was renamed to GT1h (where 'h' stands for [[hybrid train|hybrid]]). The GT1h-001 remained a prototype and never went into production.<ref name=GT1-2016>{{cite web|url=http://ipem.ru/files/spec_veb_nov.pdf|title=Gas-turbine locomotive on liquefied natural gas|author=Valery Kossov|year=2016|pages=38–41|magazine=Railway equipment|publisher=Institute of Natural Monopolies|lang=ru|access-date=5 April 2020|archive-date=18 August 2021|archive-url=https://web.archive.org/web/20210818110707/http://ipem.ru/files/spec_veb_nov.pdf|url-status=dead}}</ref>

The GT1h-001's successor is the GT1h-002. Despite the same type designation, this locomotive has a fundamentally different design with a {{nowrap|(B-B)-(B-B)+(B-B)-(B-B)}} wheel arrangement, derived from the [[TEM7]] diesel shunting locomotive, and the new body with open LNG tank, derived from the body of the [[2ES6]] electric locomotive. This serial type has a maximum power output of {{convert|8500|kW|hp|abbr=on}}.<ref name=GT1-2016 /> Both GT1h locomotives are in operation in Egorshino in the [[Ural (region)|Ural region]].<ref name=RussianGTEL>{{cite web|url=https://www.gudok.ru/mechengineering/?ID=1347666|title=Газотурбовоз – самый экологически чистый в мире локомотив|trans-title=Vyacheslav Filin: "A gas turbine locomotive is the most environmentally friendly locomotive in the world"|author=Вячеслав|first=Филин|date=22 August 2016|newspaper=Gudok|publisher=[[Гудок (газета)|Гудок]]|lang=ru|access-date=26 January 2020}}</ref>

===Canada===
[[File:UAC Turbo train at Kingston.jpg|thumb|right|The Turbo Train at Kingston, Ontario, Canada]]

[[Canadian National Railways]] (CN) was one of the operators of the [[UAC TurboTrain|Turbo]], which were passed on to [[Via Rail]]. They operated on the major Toronto–Montreal route between 1968 and 1982, when they were replaced by the [[LRC (train)|LRC]].

In 2002, [[Bombardier Transportation]] announced the launch of the [[JetTrain]], a high-speed trainset consisting of tilting carriages and a locomotive powered by a [[Pratt & Whitney]] turboshaft engine. Proposals were made to use the trains for Quebec City–Windsor, Orlando–Miami, and in Alberta, Texas, Nevada and the UK.
One prototype was built and tested, but no JetTrains have yet been sold for service. However, nothing ever came of any of these proposals, and the JetTrain essentially disappeared, being superseded by the Bombardier Zefiro line of conventionally powered high speed and very high speed trains. The JetTrain no longer appears on any of Bombardier's current web sites or promotional materials, although it can still be found on older web sites bearing the Canadair logos.

===France===
[[File:RTG Houlgate - Digue de la Rue des Bains 1989.jpg|thumb|right|SNCF's [[Turbotrain]] in [[Houlgate]], on the [[Deauville]]–[[Dives-sur-Mer|Dives]] railway line, 1989]]

The first [[TGV]] prototype, [[TGV 001]], was powered by a gas turbine, but steep oil prices prompted the change to overhead electric lines for power delivery. However, two large classes of gas-turbine powered intercity railcars were constructed in the early 1970s ([[Turbotrain|ETG]] and [[SNCF_Class_T_2000|RTG]]) and were used extensively up to about 2000.

[[SNCF]] (French National Railways) used a number of gas-turbine trainsets, called the [[Turbotrain]], in non-[[Railway electrification system|electrified]] territory. These typically consisted of a [[power car]] at each end with three cars between them. Turbotrain was in use up until 2005. After retirement, four sets were sold for further use in Iran.

==Coal-firing==

In the 1940s and 1950s research was conducted, in both the US and UK, aimed at building gas turbine locomotives that could run on [[pulverized coal]]. The main problem was to avoid erosion of the turbine blades by particles of ash. Only one working example is known to have been produced and it was written off as a failure following testing. The sources for the following information are Robertson<ref>{{cite book|title=The Great Western Railway Gas Turbines |first=Kevin |last=Robertson |publisher=[[Sutton Publishing]] |date=June 1988 |isbn=978-0862995416}}</ref> and Sampson.<ref name=Dumpy />

===United States===
In 1946, a [[Northrop Corporation|Northrop]]-[[Joshua Hendy Iron Works|Hendy]] partnership launched an attempt to adapt the Northrop Turbodyne aircraft engine for locomotive use, with coal dust rather than kerosene as a fuel. In December 1946, Union Pacific donated their retired [[M-10002]] [[streamliner]] locomotive to the project. However, the project was abandoned by the end of 1947 and there is no clear evidence that the locomotive provided for the experiment ever actually moved under gas turbine power or even had it installed.<ref>{{cite web|url=http://utahrails.net/this-that.php#m10002northrophendy |title=UP's M-10002 At Northrop-Hendy |date=22 April 2014 |author=Don Strack |website=UtahRails.net}}</ref> Details of the research were passed to Britain's [[London, Midland and Scottish Railway]]. Following a rise in fuel prices that was making their oil-fired GTELS uneconomic, UP [[Union_Pacific_GTELs#Experimental_coal-burning_turbine|experimentally revived]] the coal-fired gas turbine idea in the early 1960s, producing one prototype coal GTEL in October 1962. The problems with blade fouling and erosion were severe. The project was declared a failure after 20 months, during which time the locomotive ran less than 10,000 miles.

===United Kingdom===
On 23 December 1952, the UK Ministry of Fuel and Power placed an order for a coal-fired gas turbine locomotive to be used on [[British Railways]]. The locomotive was to be built by the [[North British Locomotive Company]] and the turbine would be supplied by [[C. A. Parsons and Company]].

According to Sampson, the plan was to use indirect heating. The pulverized coal would be burned in a [[combustion chamber]] and the hot gases passed to a [[Recuperator|heat exchanger]]. Here, the heat would be transferred to a separate body of compressed air which would power the turbine. Essentially, it would have been a [[hot air engine]] using a turbine instead of a piston.

Robertson shows a diagram that confirms Sampson's information but also refers to problems with erosion of turbine blades by ash. This is strange because, with a conventional [[shell and tube heat exchanger]], there would be no risk of ash entering the turbine circuit.

'''Working cycle'''

There were two separate, but linked, circuits: the combustion circuit and the turbine circuit.

# Combustion circuit. Pulverized coal and air were mixed and burned in a combustion chamber and the hot gases passed to a heat exchanger where heat was transferred to the compressed air in the turbine circuit. After leaving the heat exchanger the combustion gases entered a boiler to generate steam for train heating.
# Turbine circuit. Air entered the compressor and was compressed. The compressed air passed to the heat exchanger where it was heated by the combustion gases. The heated compressed air drove two turbines; one to drive the compressor and the other to power the locomotive. The turbine exhaust (which was hot air) then entered the combustion chamber to support the combustion.

'''Specification'''

The locomotive was never built but the specification was as follows:
* Wheel arrangement: C-C, later changed to 1A1A-A1A1
* Horsepower: 1,800, later reduced to 1,500
* Weight: 117 tons, later increased to 150 tons

The projected output was:
* Tractive effort,
** {{convert|30000|lbf|kN|abbr=on}} at {{convert|72|mi/h|km/h|abbr=on}}
** {{convert|45000|lbf|kN|abbr=on}} at {{convert|50|mi/h|km/h|abbr=on}}
* Thermal efficiency,
** 10% at 1/10 load
** 16% at half load
** 19% at full load

The transmission was to be mechanical, via a two-speed gearbox, giving a high speed for passenger working and a lower speed for freight. The tractive effort figures, quoted above, look suspiciously high for the specified speeds. It seems more likely that the figures quoted are for starting tractive effort and maximum speed in high gear and low gear respectively. There is a model of the proposed locomotive at [[Glasgow Museum of Transport]] and some records are held at the [[National Railway Museum]].

== See also ==
* [[Turbojet train]]
* [[Combined cycle powered railway locomotive]]

==References==
{{Reflist}}

==Sources==
{{colbegin}}
* [http://www.up.com/aboutup/special_trains/gas-turbine/index.htm UP: Gas Turbine Locomotives ]
* [http://www.northeast.railfan.net/pro_faq2.html#turbine Gas Turbine locomotive FAQ]
* [http://www.northeast.railfan.net/turbine_faq.html Gas turbines FAQ – NE Rails]
* [http://utahrails.net/up/diesels/up-diesel-story-1934-1982-c.php Union Pacific story 1934–1982 part 3]
* [https://web.archive.org/web/20081123074134/http://www.railpower.com/2support/locomotives.htm Locomotive Engineers Journal; July, 1949]
* [https://web.archive.org/web/20090719104732/http://www.gudok.ru/index.php/67463 GT1-001 – the 23 January 2009 test run] {{in lang|ru}}
{{colend}}

==Further reading==
*{{cite magazine|title=The rise and fall of the turbine|first=Geoffrey Freeman|last=Allen|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=February–March 1982|pages=6–11|issn=0262-561X|oclc=49957965}}
* {{cite journal |title=The Gas Turbine in Railway Traction |first=M. C. |last=Duffy |journal=[[Transactions of the Newcomen Society]] |volume=70
|year=1998–1999 |pages=27–58 |doi=10.1179/tns.1998.002 |ref=Duffy, Gas Turbine in Railway Traction}}
* {{cite book| title=The Parsons - North British Coal Burning Gas Turbine Locomotives - Talk at the London Science Museum| date=12 April 1995 | first=J.R.| last=Bolter| publisher=Newcomen Society}}

== External links ==
{{colbegin}}
* {{usurped|1=[https://web.archive.org/web/20070310133729/http://donsdepot.donrossgroup.net/dr068.htm Photos of Union Pacific turbine locomotives, including coal fired turbine no. 80]}}
* [http://www.greatwestern.org.uk/m_in_cas_18000.htm British Railways 18000]
* [http://www.voepelm.de/t_b/sbb5/SBB%20Am%204-6%201101/SBB%20Am%204-6%201101.htm Swiss gas turbine–electric locomotive]
* [https://books.google.com/books?id=rsOYinjYGCkC&dq=Am+4/6+gas+turbine+locomotive&pg=RA1-PA487 Illustrated Encyclopedia of World Railway Locomotives – Am 4/6]
* [https://web.archive.org/web/20090319045324/http://www.rostransport.com/pdf/jd_spec2/18-19.pdf Shunting gas turbine locomotive] {{in lang|ru}}
* [http://www.train-photo.ru/forums/index.php?act=attach&type=post&id=5855 GT1-001 summary] {{in lang|ru}}
* [http://www.freikolben.ch/gas-turbines.shtml Swiss homepage about free piston gas turbines] {{in lang|en}}
* [https://archive.today/20121217181500/http://web.telia.com/~u30207596/gotaverkenmotor.htm Gotaverken Motor AB] {{in lang|de}}
* [https://web.archive.org/web/20070202210131/http://belph80001.free.fr/Belph_section/060GA.html Diagram of a Renault/Pescara locomotive] {{in lang|fr}}
{{colend}}

[[Category:Gas turbine locomotives| ]]
[[Category:High-speed trains]]

Eighth Street station (IRT Sixth Avenue Line)

2025-01-06T05:53:54Z

47.20.121.157:

{{Use mdy dates|date=June 2022}}
{{Short description|Former Manhattan Railway elevated station (closed 1938)}}
{{Other uses|Eighth Street station (disambiguation){{!}}Eighth Street station}}
{{Infobox station | style = IRT
| name = Eighth St.
| image = File:Jefferson Market Court, southwest corner of Sixth Avenue and West 10th Street, looking north from southwest corner of Sixth Avenue and West 9th Street, Manhattan (NYPL b13668355-482552).jpg
| image_caption = The [[Jefferson Market Courthouse]], just to the north of the Eighth Street station
| type = Former [[Manhattan Railway]] elevated station
| operator = [[Interborough Rapid Transit Company]]
| line = [[IRT Sixth Avenue Line|Sixth Avenue Line]]
| platforms = 2 [[side platform]]s
| tracks = 2
| address = West 8th Street and 6th Avenue<br>New York, NY
| borough = [[Lower Manhattan]], [[Manhattan]]
| coordinates = {{coord|40|44|0.96|N|73|59|58.52|W|region:US|display=inline,title}}
| structure = Elevated
| opened = {{start date and age|June 5, 1878}}
| closed = {{start date and age|December 4, 1938}}<ref name="closure">{{cite news |title=Days of Yore Recalled as 'L' Line Goes |url=https://www.newspapers.com/clip/33411485/sixth_avenue_el_december_5_1938/ |accessdate=June 30, 2019 |work=Rochester Democrat and Chronicle |date=December 5, 1938 |page=9|via=Newspapers.com}} {{open access}}</ref>
| other_services_header=Former services
| other_services={{Adjacent stations|system=IRT
|line2=Sixth Avenue|left2=14th Street|right2=Bleecker Street}}
|}}
The '''Eighth Street station''' was a station on the demolished [[IRT Sixth Avenue Line]] in [[Manhattan]], [[New York City]]. It had two tracks and two [[side platform]]s. It was served by trains from the [[IRT Sixth Avenue Line]] and opened on June 5, 1878.<ref>{{Cite book|url=https://books.google.com/books?id=2RpL7h2MCpAC&q=%22June+5%2C+1878%22+ELEVATED&pg=RA30-PA195|title=Superior Court of the City of New York, General Term|date=1888|pages=195|language=en}}</ref> It closed on December 4, 1938.<ref name="closure"/>

==References==
{{Reflist}}

[[Category:IRT Sixth Avenue Line stations]]
[[Category:Railway stations in the United States opened in 1878]]
[[Category:Former elevated and subway stations in Manhattan]]
[[Category:1878 establishments in New York (state)]]
[[Category:1938 disestablishments in New York (state)]]

{{Manhattan-railstation-stub}}
[[Category:Sixth Avenue]]
[[Category:Railway stations in the United States closed in 1938]]