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Norfolk and Western As I Knew It!, The By August Thiem N&W Steam power w/ DJ
The Norfolk and Western As I Knew It! By August A Thieme
Hard Cover w/Dust Jacket Reflections from the lights on some photos.
A photographic pilgramage to preserve the images of N&W steam power
170 pages
Copyright 2002
CONTENTS
INTRODUCTION 4
TIDEWATER 7
Lamberts Point to Crewe
MILEPOST N-129 to ROANOKE57
ON TO BLUEFIELD 86
INTO THE MOUNTAINS 115
Points West of Bluefield
THE SHENANDOAH DIVISION 130
Branch Lines and other points of interest
INTRODUCTION
Was there ever a child living near a railroad whose heart didn't beat faster when he heard the sounds of a steam locomotive hard at work? Why does the passing of a steam train excite our interest and stir our imagination? Is it the rapid exhaust of a powerful locomotive? Is it the distant sound of a steam whistle... or is it the glamour and romance of the rail?
To those many people who have asked "why my interest in trains?", my reply is "I was frightened by a steam locomotive at an early age and never got over it." There may be some truth here. My dad worked as an engineer for the Hermitage Ice & Cold Storage Company in Richmond, Virginia. The plant was served by the Richmond, Fredericksburg & Potomac. The tale is told that dad was showing his newborn to friends at the plant which included the RF&P switcher crew. All went well until a safety valve on the locomotive "popped off." All mayhem resulted, but a strong attraction to steam power was born. We spent many hours watching the passing of trains.
My earliest memories of the Norfolk and Western date back to the early thirties. When my family visited the grandparents in Roanoke, Virginia, their home was located on Church Avenue which overlooked the N&W's East End Shops. I would spend hours watching shop activities and the main lines of the Norfolk and Shenandoah Divisions from the front porch.
Most of the traffic on the Norfolk Division was handled by Y-3 and Y-6 Class 2-8-8-2's and the first new Class A 2-6-6-4's. At the time, engine classes were unknown to me. During this period, locomotives were lettered with the engine numbers and small Norfolk & Western on the cab. Tenders were blank. As I remember, most locomotives were painted high gloss black with an orange gold lettering.
The N&W operated a passenger train (The Cannonball) from Norfolk to Richmond and return. Frequently on my way to school, I would witness her passage to Norfolk from the overpass near my home. The locomotive appeared bright and shiny. She carried Norfolk & Western on the cab in small letters and the number 501 or 504. The shape of the boiler told me that they were different from other locomotives in the area. They were the E-3 4-6-2's purchased from the Pennsylvania Railroad in 1930 and had their characteristic Belpaire fireboxes.
As the war years approached and gasoline shortages became acute, our yearly car trips to Roanoke became train trips. I was permitted to make the trip solo. Somehow, I thought the Cannonball went to Roanoke. It didn't! A change of trains at Petersburg was required.
N&W train No. 23, a local to Roanoke powered by K-2a #137(I was recording engine numbers by this time) arrived on schedule. The uniformed conductor welcomed me to his train. I quickly found a seat near an open window as the 137 got her train under way. The conductor visited with me and pointed out special places; the Crewe roundhouse, High Bridge, the coaling facilities at Phoebe and Island Yard in Lynchburg. The odor of coal smoke and hot brakes was perfume to me. The track curvature provided many opportunities to watch the valve and side rod action of #137. It was a sight never to be forgotten. My first solo trip ended at Roanoke.
The next day found me at the Jefferson Street crossing just west of the passenger station. The crossing gates were in constant motion as a parade of trains passed. Locomotives assigned to the passenger station were also busy. Engines 404, 464, 484 (4-8-0 Class M's) and 794 (2-8-0 Class W-2) were noted.
As I can recall, my desire to photograph trains began in 1943. My father permitted my use of his Kodak 116 autographic camera. Earlier, he had taught me the use of the camera and how to develop and print pictures. My first N&W photograph was of the Cannonball at Richmond with engine 501, an E-3 Class Pacific.
As the nation's involvement in World War II deepened, railfan activities were being restricted. No more free access to railroad facilities. Trains magazine became required reading. During the summer of 1944, a visit to the N&W Motive Power Building in Roanoke resulted in my meeting Superintendent of Motive Power, Mr. H. W. Reynolds, who spoke at length on steam locomotive development on the N&W. Before I left, he called Mr. R. R. Homer of the Magazine & Advertising Department. The photograph collection was beyond comprehension. Mr. Horner permitted free access and encouraged my selection of a few prints. I listed a number of prints and then cut my selections back to about 10.
A few weeks later two large packages bearing N&W labels arrived; one from the Motive Power Department and the other from Mr. Homer. The Motive Power Department package contained a large blue print diagram book of all N&W steam power. Also included was a number of diagrams of earlier power and a pocket size roster book. Mr. Horner's package consisted of fifty 8x10 prints of locomotives, cars and action pictures. The receipt of these items opened a new chapter and a greater understanding of the railroad. My primary interest was now Norfolk and Western steam.
In late 1944, I received a "greeting" from President Roosevelt directing me to report for pre-induction. The war had caught up to me. During February 1945, I made one last trip to Roanoke. After goodbyes from grandparents, uncles and aunts, I visited the N&W. This time one eight exposure roll of film was exposed to N&W trains. On February 23, 1945, the Navy Boot Camp at Bainbridge, Maryland "greeted" a new boot.
While in the Navy, my railroad activities were limited to occasional short trips. Visits to Norfolk were always on my agenda. The area around the eastern branch of the Elizabeth River and the passenger station were my favorites. The station was located on Norfolk's Main Street. Along with the N&W, the station was shared by the Virginian Railway and the Norfolk Southern Railway. N&W passenger trains were usually assigned Class J 4-8-4's and K-2a 4-8-2's. W-2 Class 2-8-0's performed the switching chores. Virginian trains Nos. 3 and 4 were powered by 4-6-2 Class PA Pacifics. The 212 and 214 appeared to be the favored. The Virginian switched its near-by freight station with mostly 2-8-2 Class MB Mikes. The Norfolk Southern activity witnessed by me was their service to Virginia Beach using rail motor cars.
The Norfolk and Western main line in the vicinity of Bridge No. 5 served mostly the coal piers at Lamberts Point. Other than passenger engines and the W2 Consolidations, there was an abundance of Class A 2-6-6-4's, Y Class 2-8-8-2's and Z Class 2-6-6-2's. Heavy rail traffic punctuated by river shipping and frequent bridge raising offered a pleasant visit. My visits were made even more enjoyable by the friendliness of the bridge tenders and switching crews. I enjoyed many locomotive cab rides, but found that being careful meant more than safety first. Being an enlisted Navy man wearing a white uniform and riding the cab of hand fired locomotives, one can imagine the possibilities for contact with soot and grease. I was lucky!
The Reading Railroad operated a number of 0-4-0 camelback switchers at Wilmington, Delaware. Since that was an easy trip from Bainbridge, a quick visit via the Pennsylvania Railroad was a real surprise. The Reading engine terminal was only a few city blocks from Penn Station.
I don't know how many readers ever saw the Reading 0-4-0 Class AS camel-backs. To me, they were very, very small and compact. Most had small, bobtail eight wheel tenders. One even had a four wheel tender. While there, #1192 arrived with a four wheel bobber caboose. What a sight it was! As I thanked the foreman for a his hospitality, a doubleheader of 2-8-2 Pennsy L1's passed. That was a great send off. Finally, after another year, the war was drawing to a close. V.E. Day and V.J. Day came and went. My discharge was set for August of 1946. Free at last!
During the latter part of 1946, the cloud of dieselization began to appear in the Richmond, Virginia area. The N&W appeared to be safe for now so my immediate attention was focused on the railroads in the area; Atlantic Coast Line, Seaboard Air Line, Richmond, Fredericksburg & Potomac and the Southern. By 1950, most steam was gone. The Norfolk and Western appeared to still be committed to steam as they had just purchased thirty C&O Class C16 0-8-0's.
Wally Johnson, J. I. Kelly, H. Reid and I began making more frequent trips into N&W territory. Some trips were a group venture while others were solo. I recall an episode that occurred as H. Reid and I were walking the main line east from Pepper Tunnel. As an eastbound coal train was passing, we noted a burning journal box on an Interstate Railroad hopper car. We signaled the rear end crew. The train stopped and appropriate action was taken. We later received "thank you" letters. H. Reid and I were pleased by the recognition, but we felt we were permitted on railroad property as a courtesy which obligated us to be alert to conditions that might cause accidents or injury to railroad personnel.
Each new decade is met with hope and expectations of good fortune. My good fortune was meeting Miss Margaret L. Mann of Crewe, Virginia and our subsequent marriage. A year later I graduated from Richmond Professional Institute (R.P.I.) with a Bachelor of Science Degree in Chemistry.
The early 1950's saw Norfolk and Western steam power research reach its highest point of development. Also during this period, many older locomotives were replaced by more modern power:
ClassWheel ArrangementRoad Numbers
S-la0-8-0200 - 244
J4-8-4600 - 613
A2-6-6-41200 - 1242
Y-6b2-8-8-22171 - 2200
The 244, completed December 1953, was the last steam locomotive constructed at the N&W's Roanoke Shops.
The period 1952-1954 saw the application of auxiliary water tenders (canteens) to locomotives in through freight service. The use of steam locomotives on the N&W looked to be secure for the future. Unfortunately, appearances can be deceiving. Two EMD GP9's and two Alco RS3's were received in 1955 for "evaluation!' Was this the beginning of the end for steam power? A thoughtful answer had to be "yes!"
H. Reid and I had been partial to the part of the Radford Division between Roanoke, Virginia and Bluefield, West Virginia. The segment between Roanoke and Walton Tower had the greatest density of train movements. Also, the westbound grade from Elliston to the Eastern Continental Divide at Christiansburg averages 1.35%. The eastbound grade from Walton Tower to Christiansburg averaged 1.0% for a distance of about seven miles. Eastbound trains picked up a 2-8-8-2 Y-6 helper at Walton.
The segment westbound between Walton and Glen Lynn, a distance of approximately thirty-eight miles, is a descending grade paralleling the New River. The final section of roughly twenty-three miles is a continuous grade to Bluefield, West Virginia. Since H. Reid and I had walked many short segments previously, it was now time to walk the rest of the one hundred mile stretch. Typically, I would drive to a site and walk about ten miles or less and return.
Track walking was a pleasurable and rewarding way to see the railroad doing what it was built to do. I tried to be cognizant of the dangers that might be present, especially at tunnels and bridges. A detour was safer. One hazard that could not be avoided was the weather. Sudden thunder storms are a normal part of summer as I found out while walking west from Ripplemead toward Narrows. The New River was to my right and high cliffs to my left. I passed the Potts Valley Junction and was half way to Pearisburg when I noticed a sudden darkening of the western sky. There was no shelter. I decided to back track to the Potts Valley Junction, an estimated distance of three miles where there was a small switchman's shanty. As the wind started to blow, the mountain to the west was partially obscured by the approaching storm.
The appearance of the clouds pouring down the mountain slopes was suggestive of pyroclastic clouds emitted from volcanos. By this time, I was running as fast as I could. Luck was with me; the door of the shanty was unlocked. The storm hit in full force as I found shelter. The rain and wind pushed against the shanty with such fury that it felt as if the shanty would be blown into the river.
From the east, a westbound hopper train with Y-6a #2167 on the head end appeared. The shanty door was braced open and my 8mm movie camera recorded her passage as the storm vented its fury. A few minutes later the storm had passed and the sun returned. Hot and humid conditions also returned. In spite of unpredictable weather, it is my opinion that walking is the best way to see the railroad, but be sure to secure written authorization to do so. Many considerations were afforded me as a result. My biggest regret is that there were so many picture locations, but so little time to use them. By the summer of 1957, GP9's were becoming more numerous. Some steam persisted into 1958, but the show was over. My photographing ended as the last of steam disappeared into the horizon.
I will be forever grateful to the many Norfolk and Western folks who made it possible for me to spend time recording the passage of the steam era.
Thanks also to the many trainmen, track workers and agents for their friendly assistance, and to the unknown section crewman near Hales Gap, West Virginia who shared ice water on a hot day. In August 1957, that was a real treat.
That was the Norfolk and Western as I knew it!
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