Misplaced Pages

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67-527: In the mid-1920s the Virginian Railway had adopted an 11 kV 25 Hz AC electrification for its coal-heavy main line between Mullens, West Virginia and Roanoke, Virginia . To work this line the Virginian bought 36 EL-3A boxcab locomotives from Westinghouse . The Virginian added four EL-2B locomotives from General Electric after World War II , but the original fleet was showing its age. In

134-517: A C-C configuration. They were 69 ft 6 in (21.2 m) long and weighed 174 short tons (158 t). GE delivered 12 locomotives, numbered 130–141, to the Virginian between October 1956 and January 1957. The locomotives performed well in freight service and the Virginian retired the EL-3As as planned. The situation changed dramatically in December 1959 when the long-discussed merger between

201-415: A railway electrification system . With work authorized beginning in 1922, a 134-mile portion of the railroad in the mountains from Mullens, West Virginia over Clark's Gap and several other major grades to Roanoke, Virginia was equipped with overhead wires supported by a catenary system at 11,000 volts. The VGN built its own power plant at Narrows, Virginia . The electrification was completed in 1925 at

268-695: A 2-digit code indicating the vehicle's register country . The registered keeper of a vehicle is now indicated by a separate Vehicle Keeper Marking (VKM), usually the name of the owning company or an abbreviation thereof, which must be registered with the Intergovernmental Organisation for International Carriage by Rail (OTIF) and the European Union Agency for Railways (ERA) and which is unique throughout Europe and parts of Asia and Northern Africa. The VKM must be between two and five letters in length and can use any of

335-461: A Congressman, local officials, several noted authors and historians. The delegation of retirees based in Roanoke also attended. In early 2012, Norfolk Southern announced a program to paint selected units of new GE ES44AC and EMD SD70ACe orders into heritage paint schemes for predecessor roads. Virginian Railway was chosen among 19 other former railroads represented in the program. NS SD70ACe 1069

402-458: A Virginian." Today, major portions of the VGN low-gradient route are the preferred eastbound coal path for N&W's successor Norfolk Southern Railway . Other portions of VGN right-of-way in eastern Virginia now transport fresh water and are under study for future high speed passenger rail service to South Hampton Roads from Richmond and Petersburg. The former VGN property at Sewell's Point is part of

469-545: A brakeman on the Fairhaven Branch Railroad while saving his money. In 1861 he and a friend went to the mountains of Pennsylvania , and helped develop oil and natural gas resources there during the U.S. Civil War , eventually becoming one of the key men with John D. Rockefeller 's Standard Oil Trust and a multi-millionaire. One of the wealthiest men in the US, Rogers was an energetic entrepreneur, much like

536-419: A code used to identify owners or lessees of rolling stock and other equipment used on certain rail transport networks. The code typically reflects the name or identifying number of the owner, lessee, or operator of the equipment, similar to IATA airline designators . In North America , the mark, which consists of an alphabetic code of two to four letters, is stenciled on each piece of equipment, along with

603-722: A cost of $ 15 million, equal to $ 260,607,211 today. A link was established with Norfolk & Western to share electricity from its nearby electrification during contingencies. ALCO and Westinghouse supplied the electric locomotives , which were equipped with pantographs . The 36 initial units were normally linked in groups of three as one set, and had much greater load capacity than the steam power they replaced. In 1948, four huge EL-2B twin-unit locomotives were purchased, followed by twelve EL-C rectifier locomotives in 1955. The seemingly remotely located terminal Page and Rogers planned and built at Sewell's Point played an important role in 20th-century U.S. naval history. Beginning in 1917

670-634: A huge celebration of the new "Mountains to the Sea" railroad's completion. Rogers departed the next day on his first (and only) tour of the new railroad. He died suddenly six weeks later at the age of 69 at his home in New York. By then, the work of the Page-Rogers partnership to build the Virginian Railway had been completed. While neither William Page or Henry Rogers operated the railway, it

737-464: A hyphen. Some examples: When a vehicle is sold it will not normally be transferred to another register. The Czech railways bought large numbers of coaches from ÖBB. The number remained the same but the VKM changed from A-ÖBB to A-ČD. The UIC introduced a uniform numbering system for their members based on a 12-digit number, largely known as UIC number . The third and fourth digit of the number indicated

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804-583: A man who knew "the land as a farmer knows his fields." He was also an energetic entrepreneur. Author H. Reid summed it up by labeling Col. Page "The idea man from Ansted." Henry Huttleston Rogers (1840–1909) was a financier and industrialist who was raised in Fairhaven , Massachusetts , the son of Rowland Rogers, a former ship captain, bookkeeper, and grocer. He began working while young, working part-time in his father's grocery store and delivering newspapers. After graduating from high school, Rogers worked as

871-505: A marvelous new railroad which remained closely held until 1937; his son and sons-in-law such as Urban H. Broughton and William R. Coe were among its leaders. Coe served almost its entire history. Throughout that profitable 50-year history, the VGN continued to follow the Page-Rogers policy of "paying up front for the best." It became particularly well known for treating its employees and vendors well, another investment that paid rich dividends. The VGN sought (and achieved) best efficiencies in

938-437: A one- to six-digit number. This information is used to uniquely identify every such rail car or locomotive, thus allowing it to be tracked by the railroad it is traveling over, which shares the information with other railroads and customers. In multinational registries, a code indicating the home country may also be included. The Association of American Railroads (AAR) assigns marks to all carriers, under authority granted by

1005-700: A predecessor of the CNW, from which the UP inherited it. Similarly, during the breakup of Conrail , the long-retired marks of the Pennsylvania Railroad (PRR) and New York Central Railroad (NYC) were temporarily brought back and applied to much of Conrail's fleet to signify which cars and locomotives were to go to CSX (all cars labeled NYC) and which to Norfolk Southern (all cars labeled PRR). Some of these cars still retain their temporary NYC marks. Because of its size, this list has been split into subpages based on

1072-607: A rural location where a new coal pier was located on the harbor near Norfolk . Late in 1906, near the halfway point on the Tidewater Railway between Roanoke and Sewell's Point, a new town with space set aside for railroad offices and shops was created in Lunenburg County, Virginia . It was named Victoria, in honor of Queen Victoria of the United Kingdom, who was admired by Henry Rogers. Victoria

1139-995: Is in use as a museum. Similar plans are underway by the local chapter of the National Railway Historical Society in Roanoke for the Virginian Railway Passenger Station . The Oak Hill Railroad Depot in Oak Hill, West Virginia , the only remaining Virginian station in West Virginia, has also been restored by the local chapter of the National Railway Historical Society. In May 2003, the Virginian Railway Yard Historic District at Princeton

1206-678: The Norfolk & Western Railway (N&W). While the bigger railroads were preoccupied in developing nearby areas and shipping coal via rail to Hampton Roads, Page formed a plan to take advantage of the undeveloped coal lands, with Rogers and several others as investors. A powerful partnership had been formed. Originally, the Page-Rogers scheme was a short line railroad , the Deepwater Railway , formed in 1898, an intrastate line intended to be only in West Virginia. Eventually, after establishing relationships to interchange coal traffic with

1273-557: The U.S. Surface Transportation Board , Transport Canada , and Mexican Government. Railinc , a subsidiary of the AAR, maintains the active reporting marks for the North American rail industry. Under current practice, the first letter must match the initial letter of the railroad name. As it also acts as a Standard Carrier Alpha Code , the reporting mark cannot conflict with codes in use by other nonrail carriers. Marks ending with

1340-634: The 100th anniversary of the 1907 founding of their favorite railroad, the Virginian Railway. In April 2005, the Virginian Railway Coalfield Seminar was held for three days at Twin Falls State Park, near Mullens, West Virginia. Railfriends from many parts of the United States toured coal mining and railroad facilities for three days on several buses, and participated in presentations and group seminars with

1407-447: The 1950s, consisted of separate runs from Page, West Virginia to Roanoke; and then between August, 1952 and July, 1955, from Roanoke to Norfolk. The last remaining passenger service on the line was discontinued by 1956. The latter route was on a more southerly and more rural itinerary than mainline of the Virginian's major competitor, Norfolk and Western, whose main line went through Lynchburg and Petersburg. During World War I , VGN

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1474-448: The 20th century, William Nelson Page , a civil engineer and coal mining manager, joined forces with a silent partner , industrialist financier Henry Huttleston Rogers (a principal of Standard Oil and one of the wealthiest men in the world), to develop the Deepwater Railway , a modest 85-mile long short line railroad to access untapped bituminous coal reserves in some of the most rugged sections of southern West Virginia. When Page

1541-513: The 26 letters of the Latin alphabet . Diacritical marks may also be used, but they are ignored in data processing (for example, Ö is treated as though it is O ). The VKM is preceded by the code for the country (according to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic), where the vehicle is registered and

1608-490: The Tidewater Railway in Virginia into a single interstate railroad, only a few months after Victoria was incorporated. On April 15, 1907, William Nelson Page became the first president of the new Virginian Railway. Work progressed on the VGN throughout 1907 and 1908 using construction techniques not available when the larger railroads had been built about 25 years earlier. By paying for work with Henry Rogers' personal fortune,

1675-605: The US Naval Station, Norfolk . Although one of the smaller fallen flags of U.S. railroads, the Virginian Railway continues to have a loyal following of former employees, modelers, authors, photographers, historians and preservationists. Preservationists have saved VGN passenger stations in Suffolk and Roanoke, Virginia. The Suffolk Passenger Station, which was also used by the Seaboard railroads, has been restored and

1742-618: The VKM BLS. Example for an "Einheitswagen" delivered in 1957: In the United Kingdom, prior to nationalisation, wagons owned by the major railways were marked with codes of two to four letters, these codes normally being the initials of the railway concerned; for example, wagons of the Great Western Railway were marked "G W"; those of the London, Midland and Scottish Railway were marked "L M S", etc. The codes were agreed between

1809-448: The Virginian Railway was largely financed with Rogers' personal fortune. It was a modern, well-engineered railroad with all-new infrastructure and could operate more efficiently than its larger competitors. Throughout a profitable 50-year history, VGN continued the Page-Rogers philosophy of "paying up front for the best." It achieved best efficiencies in the mountains, rolling piedmont, and flat tidewater terrain. Known for operating some of

1876-528: The Virginian Railway. However, the US Interstate Commerce Commission (ICC) turned down attempts at combining the roads until the late 1950s, when a proposed Norfolk & Western Railway and Virginian Railway merger was approved in 1959. Electric operation ended June 30, 1962. Two years after the merger, a book written by author and historian H. Reid , The Virginian Railway , was published. Reid stated that "There will always be

1943-549: The Virginian and the Norfolk and Western Railway occurred. The routes were largely parallel, and the N&;W had scrapped its own electrification scheme in 1950. The N&W renumbered the EL-Cs 230–241 and kept them running, but change was coming. The N&W routed only eastbound traffic over the former Virginian, with all westbound traffic going over the N&W main line. The electrification system became surplus to requirements and

2010-734: The Virginian was built mostly for coal and was built as straight and steady in grade as possible. William Nelson Page (1854–1932) was a civil engineer and entrepreneur. Page, who was born in Virginia and educated at the University of Virginia in Charlottesville , originally came to West Virginia in the 1870s to help build the double-track Chesapeake and Ohio Railway (C&O) in the New and Kanawha River Valleys. A colorful man by all accounts, Colonel Page, as he came to be known, soon became involved in many coal and related enterprises in

2077-541: The acquiring company discontinues the name or mark of the acquired company, the discontinued mark is referred to as a "fallen flag" railway. Occasionally, long-disused marks are suddenly revived by the companies which now own them. For example, in recent years, the Union Pacific Railroad has begun to use the mark CMO on newly built covered hoppers, gondolas and five-bay coal hoppers. CMO originally belonged to Chicago, St. Paul, Minneapolis and Omaha Railway ,

Virginian EL-C - Misplaced Pages Continue

2144-826: The bigger railroads failed, the Deepwater's right-of-way was extended to reach the West Virginia-Virginia state line near Glen Lyn, Virginia . Important points on the Deepwater Railway were Page , Mullens and Princeton in West Virginia. In Virginia, another intrastate railroad, the Tidewater Railway , was formed in 1904, with right-of-way across the southern tier of Virginia from Giles County (which borders West Virginia) to Norfolk County on Hampton Roads. The principal points were Roanoke , Victoria , Suffolk , and Sewell's Point ,

2211-413: The end of 1925 VGN operated 545 route-miles on 902 miles of track; at the end of 1956 mileages were 611 and 1089. The following are the major stations and crossings on the Virginian Railway's 436 mile main line : Beginning in 1903 Page, West Virginia , named for Col. William Page, was the site of a switching yard, roundhouse, and station on the Deepwater Railway and later the Virginian Railway. After

2278-1020: The equipment used in these services. This may also apply to commuter rail, for example Metrolink in Southern California uses the reporting mark SCAX because the equipment is owned by the Southern California Regional Rail Authority —which owns the Metrolink system—even though it is operated by Amtrak. This is why the reporting mark for CSX Transportation , which is an operating railroad, is CSXT instead of CSX. Private (non-common carrier) freight car owners in Mexico were issued, up until around 1990, reporting marks ending in two X's, possibly to signify that their cars followed different regulations (such as bans on friction bearing trucks) than their American counterparts and so their viability for interchange service

2345-535: The event. In October 2004, the Roanoke Times ran a feature story about the weekly meetings of the "Takin' Twenty with the Virginian Brethren" group of retired VGN employees, prominently displaying the model of a modern GE locomotive in Virginian Railway livery, which they hope the railroad will use as a basis for a special painting of current-day Norfolk Southern Railway locomotive to commemorate

2412-448: The first letter of the reporting mark: A railway vehicle must be registered in the relevant state's National Vehicle Register (NVR), as part of which process it will be assigned a 12-digit European Vehicle Number (EVN). The EVN schema is essentially the same as that used by the earlier UIC numbering systems for tractive vehicles and wagons , except that it replaces the 2-digit vehicle owner's code (see § Europe 1964 to 2005 ) with

2479-582: The former Jamestown Exposition grounds adjacent to the VGN coal pier was an important facility for the United States Navy . The VGN transported the high quality "smokeless" West Virginia bituminous coal favored by the US Navy for its ships, though all ships not built for fuel oil were converted to fuel oil well before WW II. In the mid-1950s VGN management realized that the company's devotion to coal as its energy source (for steam locomotives and

2546-428: The former Princeton (WV) Shops, was moved to newly laid rails at Victoria, where it is the centerpiece of a new rail heritage park, dedicated in summer 2005. In May 2003 a Gathering of Rail Friends was held at Victoria, Virginia, home to a museum, with a park with historical interpretations of the roundhouse and turntable sites under development. The Norfolk Southern Railway sent its exhibition train to nearby Crewe for

2613-602: The largest and best steam, electric, and diesel motive power, it was nicknamed "Richest Little Railroad in the World." Merged into the Norfolk and Western Railway in 1959, a large portion of the former VGN remains in service in the 21st century for the Norfolk Southern Railway , a Class I railroad headquartered in Atlanta. The Virginian Railway (VGN) was conceived early in the 20th century by two men. One

2680-592: The letter "X" are assigned to companies or individuals who own railcars, but are not operating railroads; for example, the TTX Company (formerly Trailer Train Company) is named for its original reporting mark of TTX. In another example, the reporting mark for state-funded Amtrak services in California is CDTX (whereas the usual Amtrak mark is AMTK) because the state transportation agency ( Caltrans ) owns

2747-666: The locomotives EF-4 and renumbered them 300–310. The locomotives gained their fourth owner in 1969 when the New Haven became part of Penn Central . With the change in ownership came a new designation, E33 (following the old Pennsylvania Railroad nomenclature), a renumbering to 4600–4610, and a new assignment: protecting freight schedules on the Northeast Corridor and the Philadelphia to Harrisburg Main Line . No. 4600

Virginian EL-C - Misplaced Pages Continue

2814-409: The mid-1950s the Virginian decided to continue electrification in lieu of dieselization , and ordered new locomotives from GE to replace the original boxcabs. GE employed then-new ignitron rectifier technology, first used on the experimental Pennsylvania Railroad E2c and E3b locomotives. The rectifiers converted the overhead AC to DC . A transformer stepped the voltage down from 11 kV to feed

2881-577: The mountains of Virginia and West Virginia, settling in the tiny mountain hamlet of Ansted in Fayette County, West Virginia . Col. Page was one of the more successful men who developed West Virginia's rich bituminous coal fields in the late 19th and early 20th centuries, and built railroads to transport the coal. With his training and experience as a civil engineer, Page was well prepared to utilize southern West Virginia's resources. Former West Virginia Governor William A. MacCorkle described him as

2948-535: The mountains, rolling piedmont and flat tidewater terrain. The profitable VGN experimented with the finest and largest steam, electric, and diesel locomotives . It was well known for operating the largest and best equipment, and could afford to. It became nicknamed "the richest little railroad in the world." The VGN had a very major grade at Clark's Gap , West Virginia , and tried large steam locomotives before turning to an alternative already in use by one of its neighboring competitors, Norfolk & Western Railway:

3015-572: The owner of a reporting mark is taken over by another company, the old mark becomes the property of the new company. For example, when the Union Pacific Railroad (mark UP) acquired the Chicago and North Western Railway (mark CNW) in 1995, it retained the CNW mark rather than immediately repaint all acquired equipment. Some companies own several marks that are used to identify different classes of cars, such as boxcars or gondolas. If

3082-405: The owner, or more precisely the keeper of the vehicle. Thus each UIC member got a two-digit owner code . With the introduction of national vehicle registers this code became a country code. Some vehicles had to be renumbered as a consequence. The Swiss company BLS Lötschbergbahn had the owner code 63. When their vehicles were registered, they got numbers with the country code 85 for Switzerland and

3149-583: The power plant at Narrows for the electrification system) was becoming overshadowed by the economies of diesel-electric locomotives and a scarcity of parts for the older steam locomotives. Between 1954 and 1957 a total of 66 diesel-electric locomotives were purchased, including 25 Fairbanks-Morse H-24-66 Train Masters, and 40 H-16-44 smaller road switchers, two with steam generators to haul passenger trains. The last steam locomotive operated in June, 1957. At

3216-420: The railroad eliminated steam locomotives in 1957 and the area's coal mines were largely depleted, the facilities at Page were unneeded. Mullens and Princeton in West Virginia, and Roanoke , Victoria and Sewell's Point in Virginia were other locations where extensive steam locomotive servicing facilities and roundhouses were also no longer needed after 1957. The passenger trains in the system's final decade,

3283-590: The railway was built with no public debt. This feat, a key feature of the successful secrecy in securing the route, was not accomplished without some considerable burden to Rogers. Rogers suffered some financial setbacks in the Financial Panic of 1907 which began in March. Then, a few months later that year, he experienced a debilitating stroke. He was largely disabled for five months. Rogers recovered his health, at least partially, and saw to it that construction

3350-762: The railways and registered with the Railway Clearing House . In India, wagons owned by the Indian Railways are marked with codes of two to four letters, these codes normally being the initials of the railway divisions concerned along with the Hindi abbreviation; for example, trains of the Western Railway zone are marked "WR" and "प रे"; those of the Central Railway zone are marked "CR" and "मध्य", etc. The codes are agreed between

3417-399: The rectifier. The DC voltage from the rectifier was then smoothed by a reactor before it was passed on to the traction motors. There were six traction motors, one for each axle. Starting tractive effort was 98,500 lbf (438,000 N); maximum power output 3,300 hp (2,500 kW). The maximum speed of the locomotive was 65 mph (105 km/h). Each locomotive had six axles in

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3484-473: The remaining active line in West Virginia between Maben and Deepwater and operate it under the Kanawha River Railroad (KNWA) to load trains from Norfolk Southern at three mines on their system. The section between Maben and Mullens remains under Norfolk Southern control, with trackage rights for KNWA trains to interchange with NS at Elmore Yard. Reporting mark A reporting mark is

3551-423: The way across Virginia to reach Hampton Roads , where a new coal pier was erected at Sewell's Point . The two projects were legally joined and renamed the Virginian Railway in early 1907. Despite efforts to stop them, they then built the "Mountains to Sea" railroad under the noses of the big railroads and the elite group of a few industrialists (so-called " robber barons ") who controlled them. Completed in 1909,

3618-551: The younger Page, and was also involved in many rail and mineral development projects. Rogers became acquainted with Page while the latter was president of Gauley Mountain Coal Company, among many other ventures. Page knew of rich untapped bituminous coal fields lying between the New River Valley and the lower Guyandotte River in southern West Virginia in an area not yet reached by C&O and its major competitor,

3685-663: Was a civil engineer , coal mining manager, and entrepreneur, William Nelson Page. His partner was millionaire industrialist , Henry Huttleston Rogers. Together, they built a well-engineered railroad that was virtually a "conveyor belt on rails" to transport high quality "smokeless" bituminous coal from southern West Virginia to port on Hampton Roads, near Norfolk, Virginia . The Virginian Railway transported coal from West Virginia Coalfields to ports in Hampton Roads. It grew in spite of competition from monopolies. While other railroads curved and went over hills to get to each town,

3752-430: Was arguably a crowning achievement for each man. Together, they had conceived and built a modern, well-engineered railroad from the coal mines of West Virginia to tidewater at Hampton Roads. The Virginian Railway operated more efficiently than its larger competitors, had all-new infrastructure, and no debt. It was an accomplishment unparalleled in US railroading, before or since. Mr. Rogers left his heirs and employees with

3819-752: Was at the Railroad Museum of New England (RMNE) and ex-Virginian No. 135 at the Virginia Museum of Transportation . RMNE sold No. 4601 to the Illinois Railway Museum in 2015. Virginian Railway The Virginian Railway ( reporting mark VGN ) was a Class I railroad located in Virginia and West Virginia in the United States. The VGN was created to transport high quality "smokeless" bituminous coal from southern West Virginia to port at Hampton Roads . Early in

3886-400: Was blocked by collusion of the bigger railroads, who refused to grant reasonable rates to interchange the coal traffic, he did not quit. As he continued building the original project, to provide their own link, using Rogers' resources and attorneys they quietly incorporated another intrastate railroad in Virginia, the Tidewater Railway . In this name, they secured the right-of-way needed all

3953-482: Was continued on the railroad until it was completed early in 1909. The last spike in the Virginian Railway was driven on January 29, 1909, at the west side of the massive New River Bridge at Glen Lyn , near where the railroad crossed the West Virginia- Virginia state line. In April 1909, Henry Huttleston Rogers and Mark Twain , old friends, returned to Norfolk, Virginia together once again for

4020-467: Was funded by sale of handmade models and contributions. In April 2004 children of Boonsboro Elementary School in nearby Bedford, Virginia and the local Kiwanis group in Lynchburg, Virginia teamed to raise funds and work to save the railroad's only surviving original (circa 1910) class C-1 wooden caboose. In December 2004, a fully restored and equipped VGN caboose, C-10 No. 342, built by VGN employees in

4087-580: Was impaired. This often resulted in five-letter reporting marks, an option not otherwise allowed by the AAR. Companies owning trailers used in trailer-on-flatcar service are assigned marks ending with the letter "Z", and the National Motor Freight Traffic Association , which maintains the list of Standard Carrier Alpha Codes, assigns marks ending in "U" to owners of intermodal containers . The standard ISO 6346 covers identifiers for intermodal containers. When

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4154-587: Was jointly operated with its adjacent competitor, the Norfolk & Western Railway (N&W), under the USRA 's wartime takeover of the Pocahontas Roads. The operating efficiencies were significant. After the war, the railroads were returned to their respective owners and competitive status. However, N&W never lost sight of VGN and its low-grade routing through Virginia. After World War I there were many attempts by C&O, N&W, and others to acquire

4221-602: Was listed on the National Register of Historic Places in 2003. Three of VGN's locomotives and numerous cabooses and other rolling stock survive. One steam and one electric locomotive have been cosmetically restored, and are on display at the Virginia Museum of Transportation in Roanoke, Virginia . In October 2002 VGN authors and enthusiasts restored the Mullens, West Virginia Caboose Museum which had been ravaged in one of West Virginia's notorious floods. The work

4288-419: Was painted to match the original yellow and black paint scheme worn by VGN's Fairbanks-Morse diesels. As of June 2023, the engine is in Altoona, PA being repainted with fresh paint. In 2015, a portion of the former Virginian in the state of West Virginia, was mothballed by Norfolk Southern due to a decline in coal shipments. In May 2016, WATCO Companies entered an agreement with Norfolk Southern to lease most of

4355-453: Was shut down on June 30, 1962. N&W rebuilt one EL-C, No. 230, as a road slug , but the experiment proved unsuccessful. In 1963 the New York, New Haven and Hartford Railroad stepped in. The New Haven was cash-strapped but in need of power to replace 1910s-era boxcabs on its electrification between New York and New Haven . The N&W sold all 12 locomotives, including the slug as a parts source , for $ 300,000. The New Haven designated

4422-425: Was the location of a large equipment maintenance operation, with roundhouse, turntable, coaling and water facilities for servicing steam locomotives, and a large yard. Offices for the VGN's Norfolk Division were built by adding a second floor to the passenger station building a few years later. The Virginian Railway Company was formed in Virginia on March 8, 1907, to combine the Deepwater Railway in West Virginia and

4489-422: Was wrecked and never entered service. A fifth and final change in ownership came in 1976 when the bankrupt Penn Central became part of Conrail . Retained and repainted by Conrail , all 10 E33s were retired at the end of March 1981 when Conrail shut down its electric freight operations. Conrail sent its remaining E33s back to GE as trade-ins. Two were preserved: ex-Virginian No. 131, painted as Conrail 4601 which

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