| • Science | • People | • Locations | • Timeline |
| Virginian Railway | |
|---|---|
| VGN corporate logo | |
| Reporting marks | VGN |
| Locale | Deepwater, West Virginia - Norfolk, VA |
| Years of operation | 1907 – 1959 |
| Track gauge | 4' 8.5" |
| Headquarters | Norfolk, Virginia |
The Virginian Railway (VGN) was a Class 1 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. Founders William N. Page and Henry H. Rogers quietly built the "Mountains to Sea" railroad right under the noses of the big railroads and the robber barons who controlled them.
Completed in 1909, 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, the VGN continued a Page-Rogers philosophy of "paying up front for the best" It sought (and achieved) best efficiencies in the mountains, rolling piedmont, and flat tidewater terrain. Well-known for operating the largest and best steam, electric, and diesel motive power, it became nicknamed "Richest Little Railroad in the World."
Merged into Norfolk & Western Railway in 1959, a large portion of the former VGN remains in service in the 21st century for Norfolk Southern Corp.
The story was first told by H. Reid in "The Virginian Railway" published in 1961. Although one of the smaller fallen flags of U.S. railroads, over 40 years later the VGN continues to have a loyal following of former employees, modelers, authors, photographers, historians, and preservationists.
The Virginian Railway (VGN) was built early in the 20th century by two men. One was a brilliant civil engineer and entrepreneurAn entrepreneur is a business innovator who establishes a new business entity to offer a new or existing product or service into a new or existing market for profitable motivations. Entrepreneurs often have strong beliefs about a market opportunity and ar, William Nelson Page. His partner was millionaireA millionaire is a person who has a net worth or wealth of more than one million United States dollars, euros, UK pounds or units of a similarly valued currency. In many countries or cultures, a certain level of prestige is associated with being a million industrialistIndustrialist mainly refers to a person who takes a leading or visionary role in the process of building up an industry over a long time. Often an industrialist invests his own capital and thus has some degree of capitalist ownership control. Still the in, Henry Huttleston Rogers.
Together, they conceived and built a well-engineered railroad that was virtually a "conveyor belt on rails" to transport high quality "smokeless" bituminous coalBituminous coal is a soft coal containing a tar-like substance called bitumen''. It is of better quality than lignite coal but of poorer quality than anthracite coal. When used for many industrial processes, bituminous coal must first be "coked" to remove from southern West Virginia to port on Hampton Roads, near Norfolk, Virginia.
The story of the building of the Virginian Railway is a textbook example of natural resources, railroads, and a smaller company taking on big business (and winning) early in the 20th century.
It was a time when notorious and powerful robber barons of the industrial era ruled and big railroads represented great power. Neither the automobile nor federal laws were of any major concern to them.
Page, who was born in Virginia, and educated at the University of Virginia in Charlottesville originally came to the area in the 1870s to help build the double-track Chesapeake & Ohio Railway in the New River and Kanawha Valleys.
A colorful man by all accounts, Col. Page, as he came to be known, soon became involved in many coal and related enterprises in 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 century and build the railroads to transport it. With his training and experience as a civil engineer, Page was exceptionally well-prepared to capitalize on southern West Virginia's hidden wealth. Former West Virginia Governor William A. MacCorkle described him as 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 ( January 29, 1840– May 19, 1909) was a financier and industrialist who had grown up in a working-class family in Massachusetts. He began working while young, and had helped part-time in his father's grocery store and delivered newspapers. After graduating from high school, Rogers got experience as a brakeman on a local railroad while saving his money. In 1861, he and a friend set out for the mountains of Pennsylvania, and helped develop oil, gas and other natural resources there during the U.S. Civil War, eventually becoming one of the key men with the Standard Oil Trust. He was an energetic entrepreneur, much like the younger Page, and was also involved in many rail and mineral development projects. He was also a very wealth millionaire.
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 the C&O and its major competitor, the Norfolk & Western Railway (N&W). While the bigger railroads were preoccupied developing nearby areas and shipping coal via rail to Hampton Roads.
Page formed a plan to take advantage of the undeveloped coal lands, and got Rogers and several others to invest in it. A powerful partnership had been formed.
Col. Page and his investors purchased the remote land in the name of Loup Creek Colliery. To access it, in 1898, he acquired a small existing logging railroad, and converted and expanded it to become the Deepwater Railway. It was originally planned to run only a short distance. In 1902, the Deepwater Railway charter was amended to provide for the short-line railroad to connect with the existing lines of the C&O along the Kanawha River at Deepwater and the N&W at Matoaka. After the extension provided by the 1902 amendment, the total distance involved, all within West Virginia, was about 80 miles. By planning interchange points with the two large railroads, Page could anticipate competition and negotiation of fair rates with the only two big railroads nearby.
As Col. Page developed the short-line Deepwater Railway, he ran into an unexpected brick wall when attempting to negotiate with either of the larger railroads who he realized had considered the territory to be potentially theirs for future growth. But he got nowhere with either of them.
In those days before US anti-trust laws were applied to railroads, it was still the age of the notorious and powerful robber barons of the industrial era. It was only later revealed that the both the C&O and the N&W were essentially under the common control of the even larger Pennsylvania Railroad (PRR) and New York Central Railroad (NYC), whose leaders, Alexander Cassatt and William Vanderbilt respectively, had secretly entered into a "community of interests pact." The C&O and the N&W had apparently agreed with each other to refuse to negotiate with Col. Page and his upstart Deepwater Railway.
Page didn't give up as must have been anticipated. Instead, he stubbornly continued building his short-line railroad through some of the most rugged terrain of the Mountain State, to the increasing puzzlement of the big railroads. They were unaware that one of Page's investors (who were silent partners in the venture) was the powerful Rogers, who wasn't about to have the investment foiled by the big railroads. Instead, he and Page set about secretly planning and securing their own route out of the mountains of West Virginia and all the way across Virginia to Hampton Roads.
In 1904, they had another intrastate railroad company, the Tidewater Railway chartered in Virginia to be used for the portion of their project to be in that state. The headquarters were in Staunton, where one of Rogers' lawyers, Thomas D. Ransom, was based and Col. Page had relatives.
In those days, railroad and real estate attorneys generally practiced in only one state, with land matters (such as right-of-way) generally handled in county courts. Apparently because the Deepwater in West Virginia and Tidewater in Virginia were each under the jurisdiction of their respective states, a link between the two little railroads was not identified initially by the various lawyers for the C&O and the N&W.
In West Virginia, the owners, surveyors, and builders of the Deepwater Railway ran into lots of conflicts with both the C&O and the N&W. In what may have been a near-miss with a perjury charge, upon interrogation by N&W attorneys in a West Virginia legal confrontation over right-of-way, Col. Page representing the Deepwater Railway, identified the estate of the late Abram S. Hewitt , a former mayor of New York as one of his investors. Page ever mentioned Rogers, who it is now known had been an associate of Hewitt and may have been acting through the Hewitt estate. The N&W attorneys were unsuccessful in learning more at that time, or during many other confrontations as they attempted to stop the progress of the Deepwater in West Virginia. Ultimately, both the C&O and the N&W lost the battle and the Deepwater routing was successfully secured east to the Virginia state line near Glen Lyn.
At the same time, over in Virginia, planning and land acquisition for the Tidewater Railway were done largely in secret. In his book "The Virginian Railway" (Kalmbach, 1961), author H. Reid described some of the tactics used. On a Sunday in February, 1905, a group of 35 surveyors from New York disguised themselves as fishermen and rode to the location aboard a N&W passenger train. While they stood in icy water apparently "fishing" with their transit poles, the surveyors mapped out a crossing of the New River at Glen Lyn, as well as the adjacent portion of the line through Narrows.
After leaving the valley of the New River, the new line was surveyed to cross the U.S. Eastern Continental Divide in a tunnel to be built near Merrimac, Virginia. After descending on the eastern side of the mountain, the new line for the Tidewater Railway essentially followed the valley of the Roanoke River past Salem and Roanoke and through the water gap formed by the river in the Blue Ridge Mountains. As the terrain changed to the more gentle rolling hills of the Piedmont region, the plan was to run almost due east to Suffolk, within just a few miles of the goal: Hampton Roads.
Deals were quietly struck with the various communities all along the way. Many were small towns and villages that had been passed by when the big railroads were building 20-25 years earlier, and the new railroad was welcomed.
At several key points, negotiations were especially sensitive. Roanoke was one such place, as the Norfolk & Western had virtually put Roanoke on the map only 20 years earlier. However, in the spirit of free enterprise, the leaders of Roanoke agreed to provide the needed right-of-way through the city along the north bank of the Roanoke River. This was only a short distance from N&W's general offices and principal shops.
Perhaps most notable of all of the communities which helped make the new railroad possible was the City of Norfolk, Virginia. Access to Hampton Roads frontage and space to build a new coal pier was crucial to the whole scheme. There just wasn't enough suitable waterfront land available anywhere nearby, and none at all to which access could be assured without permission of the big railroads.
Norfolk & Western's coal pier and huge storage yards were at Lambert's Point near downtown Norfolk. Other big railroads, Seaboard Air Line, Atlantic Coast Line, and a Pennsylvania Railroad subsidiary, had established facilities nearby as well.
Even though the Tidewater Railway was not intended to compete with them, it was very important that the big railroads not learn of the plans. Most of all, it was important that neither the Chesapeake & Ohio, with its coal pier located across the harbor at Newport News, nor the N&W find out, or surely they would attempt to interfere with creation of a new coal pier.
Fortunately, about this same time, Norfolk's civic leaders were also working on a site for the upcoming Jamestown Exposition, to be held in 1907 to celebrate the founding of the Jamestown Settlement 300 years earlier. A solution to both the Tidewater coal pier and Jamestown Exposition problems was found at an unlikely location: isolated and somewhat desolate Sewell's Point in a rural area near the mouth of Hampton Roads.
To reach Sewell's Point from Suffolk, the Tidewater Railway was plotted to run about 15 miles to the east, staying well south of the downtown Portsmouth and Norfolk harbor areas (and the other railroads). After reaching South Norfolk, the new railroad would begin a wide 180' counter-clockwise loop to the north. Trains would actually heading west when reaching Hampton Roads.
To enable the necessary routing, Norfolk's civic leaders provided a right-of-way around their city. Page-Rogers' interests purchased 1000 feet of the waterfront and 500 acres of adjoining land. There would be plenty of space for the new pier, storage yards, tracks, and support facilities at Sewell's Point. And, best of all, the land and route were both secured without alerting the big railroads.
In 1905, with the land and route secured, construction got underway on the Tidewater Railway, which as it turned out, went nowhere near its' headquarters in Staunton on the C&O. Instead, it started building an alignment which would match up amazingly well with the Deepwater Railway near Glen Lyn, and run almost parallel to the N & W all the way to Norfolk. By the time the larger railroads finally realized what was happening, and that Page was involved in both the Deepwater and Tidewater Railways, their new competitor could not be successfully blocked.
As the construction continued throughout 1905, Col. Page continued to meet with each of the big railroads to attempt to negotiate rates and/or perhaps sell off his fledging enterprise. The leaders of the C&O and the N&W exchanged correspondence sharing their mutual concern about the "common enemy." Page did not appear to be financially capable of the project and they were skeptical that the new Deepwater and Tidewater railroads could be financed and completed. After all, they reasoned, there had been no public offering of bonds or stock, which were the way such enterprises were customarily financed at the time. The big railroads saw to it that the "negotiations" were always unproductive, and Col. Page always declined to indicate the source of his "deep pockets."
Norfolk & Western President Lucius E. Johnson tried a different tactic to block (or at least slow construction and increase costs). He filed papers with the Virginia State Corporation Commission to attempt to force costly overpasses at proposed at-grade crossings with the N&W in Roanoke and South Norfolk, citing great concern about the potential safety hazards which would allegedly result.
The state authorities ruled against N&W at both locations, and it was forced to accept interlocking crossings. The new railroad did accommodate the N&W with grade separations for crossings at Wabun, west of Salem and Kilby, just west of Suffolk. However, there were no delays, as N&W's Johnson had hoped, and construction of the new Tidewater Railway continued at an even faster pace.
The leaders of the big railroads heard many rumors regarding possible sources of the mysterious funding, and Henry Rogers' name had been mentioned, along with just about every other wealthy industrialist. The names of many companies, including Standard Oil, had also been discussed as well as those of other large companies. Rumors notwithstanding, there seems to be no credible evidence that the leaders of the N&W/C&O had any confirmation of the Rogers involvement until he and Page were ready for them to know.
There was a lot at stake, as the C&O and the N&W through the secret "community of interests pact" were carefully controlling coal shipping rates. Such collusion was the very game that helped Rogers make his fortune at Standard Oil.
Finally, well into 1906, at the request of Rogers, famous industrialist turned philanthropist Andrew Carnegie brought President L. Smith of the Norfolk & Western Railway to Rogers' office in the Standard Oil Building in New York. According to N&W's corporate records, the meeting lasted less than five minutes. Some tense and less-than-pleasant words were exchanged, and Rogers' backing had finally been confirmed.
Of course, the head of the Chesapeake & Ohio Railroad soon also received the news, as did the leaders of the Pennsylvania and New York Central railroads. There would be an old and experienced hand at rate-making as a new player in their game.
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 England, who was long-admired by Henry Rogers.
Victoria 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.
Only a few months after Victoria was incorporated, in early 1907, the name of the Tidewater Railway was changed to "The Virginian Railway Company." The Deepwater Railway was merged into it a month later, and on April 15, 1907, Col. William N. Page became the first president of the new Virginian Railway.
About the same time, a large stretch of the eastern portion had been completed and regular passenger service established between Norfolk and Victoria. This proved to be right-on time for a civic need of the City of Norfolk, and the Hampton Roads region.
Sewell's Point had been selected by the Jamestown Exposition Company for the international exposition on a mile-long site fronting on Hampton Roads right next to the Tidewater Railway property. The choice of location was politically correct: it was almost an equal distance from the cities of Norfolk, Portsmouth, Newport News and Hampton.
A big plus for the site selection for the Exposition organizers was favorable access by water. A naval review was to be a major feature of the Exposition. Of course, one downside to the location was that it was hard to reach by land. However, a new railroad was soon to be laying tracks nearby and could be relied upon to help transport the millions of attendees anticipated.
The opening of through service from Victoria through Norfolk on newly renamed Virginia Railway proved just in time for the new railroad to serve the Jamestown Exposition, which was held on land adjacent to the VGN site at Sewell's Point, where work had already begin on the new coal pier.
On April 26, 1907, US President Theodore Roosevelt opened the exposition. Mark Twain was another honored guest, arriving with his friend Henry Rogers on the latter's yacht Kanawha. At the exposition, Col. Page, president of the new VGN next door, served as Chief of International Jury of Awards, Mines and Metallurgy.
In addition to President Roosevelt, the (VGN) transported many of the 3 million persons who attended before the Exposition closed on December 1, 1907.
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' own personal fortune, 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, however. He had suffered some setbacks in the "Financial Panic" which began in March of 1907. Then, a few months later that same year, he experienced a debilitating stroke. Fortunately, Henry Rogers recovered his health, at least partially, and saw to it that construction was continued on the new railroad until it was finally completed early in 1909.
The final 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 new railroad crossed the West Virginia- Virginia state line. The former Deepwater and Tidewater Railways were now physically connected. It was also Henry Rogers' sixty-ninth birthday,
In April, 1909, Henry Huttleston Rogers and Mark Twain, old friends, returned to Norfolk, Virginia together once again for a huge celebration of the new "Mountains to the Sea" railroad's completion.
They were met at the shore by a huge crowd of Norfolk citizens waiting with great excitement despite rain that day. While Rogers toured the railway’s new $2.5 million coal pier at Sewell's Point, Mark Twain spoke to groups of students at several local schools. That night, at a grand banquet held in downtown Norfolk, the city's civic leaders, Mark Twain, other dignitaries, and Rogers himself spoke. He said in part:
"It is a great honor, and I shall not deny a great pleasure, to be your guest on this occasion. I am not gifted with the art of oratory, and am forced to say my thanks in plain and homely words. Yet they are none the less heartfelt. I make no pretense that the building of the Virginian Railway was intended wholly as a public service, and it is a business enterprise. I have faith that the resources of this Old Dominion State, when properly developed, mean a great deal, not for you who live here alone, but for the whole country."
"And I have simply sought to bear what share I could in the development of these resources. You gentlemen of Virginia and I have a common interest. I shall endeavor to deal fairly by you and I am sure you propose doing the same by me. Again I thank you from the bottom of my heart for the honor you have conferred upon me."
Rogers left the next day on his first (and only) tour of the newly completed railroad. He died suddenly only six weeks later at the age of 69 at his home in New York. But by then, the work of the Page-Rogers partnership to build the Virginian Railway had been completed.
While neither William Page or Henry Rogers ended up running the newly completed Virginian Railway, it was arguably a crowning lifetime achievement for each man. Together, they had conceived and built a modern, well-engineered rail pathway from the coal mines of West Virginia to port at Hampton Roads right under the noses of the big railroads. The Virginian Railway could operate more efficiently than its larger competitors, had all new infrastructure, and no debt. It was an accomplishment like no other in the history of US railroading, before or since.
Mr. Rogers left his heirs and employees with a marvelous new railroad. Throughout its 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 which paid rich dividends. The VGN sought (and achieved) best efficiencies in the mountains, rolling piedmont, and flat tidewater terrain. The profitable VGN experimented with the finest and largest steam, electric, and diesel locomotives (motive power). 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 ever-larger steam locomotives before turning to an alternative already in use by one of its' neighboring competitors, Norfolk & Western Railway. 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 a railway electrification system. The electrification was completed in 1925 at a cost of $15 million. The VGN built its own power plant at Narrows, Virginia. A link was established with Norfolk & Western to share electricity during contingencies.
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, the former Jamestown Exposition grounds adjacent to the VGN coal pier became 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 and submarines, providing a reliable supply during both World Wars.
In the mid-1950s, VGN management realized that the company's devotion to coal as its' energy source (for steam locomotives and the power plant at Narrows for the electrification system) was becoming overshadowed by the economies of diesel-electric locomotives. Between 1954 and 1957, a total of 66 diesel-electric locomotives were purchased, including 25 Fairbanks-Morse H24-66 Trainmasters. The last steam locomotive operated in June, 1957.
In time, the big railroads learned to coexist with their newer competitor, and came to regret turning down opportunities to purchase it before completion.
During World War I, the VGN 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, the N&W never lost sight of the VGN and its low-grade routing through Virginia.
After the first world war, there were many attempts by the C&O, the N&W, and others to acquire the profitable little 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 finally approved in 1959. The VGN-NW merger is widely believed to have begun the modern era of major railroad mergers as the ICC came to accept that railroads needed to be able to compete more successfully against other modes of transport (i.e. highways and air travel) rather than just against each other.
When the VGN lost its identity upon purchase by the Norfolk & Western in 1959, author and photographer H. Reid wrote an epoch book, "The Virginian Railway" and stated "There will always be a Virginian." So far, time has proved him correct.
Today, major portions of the VGN low gradient route are the preferred eastbound coal path for the N&W's successor, Norfolk SouthernCorporation.
Other portions of VGN right-of-way in eastern Virginia now transport precious 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 the Norfolk Navy Base, the largest naval facility in the world.
The Virginian Railway is still a favorite among the many fallen flags of railroading in the US.
Hobbyists around the world model the VGN in many gauges, with some items valuable collectibles.
Demonstrative of the lasting spirit of the Virginian, preservationists have saved VGN passenger stations in Suffolk and Roanoke, Virginia. The Suffolk station has been restored and is in use as a museum. Similar plans are underway in Roanoke.
Three of the 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.
In 2002, VGN authors and enthusiasts restored the Mullens, West Virginia Caboose Museum which had been ravaged in one of West Virgina's notorious floods. The work funded by sale of handmade models and contributions.
In May 2003, a Gathering of Rail Friends was held at Victoria, Virginia, home to a new museum, with a park with historical interpretations of the roundhouse and turntable sites under development. Norfolk SouthernCorporation sent its' exhibition train to nearby Crewe for the event. In 2004, plans were announced and work was underway to obtain and display a VGN caboose.
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 only surviving original (circa 1910) class C-1 wooden Caboose.
In October, 2004, the Roanoke Times newspaper ran a feature story about the weekly meetings of the "Takin' Twenty with the Virginian Brethren" group of retired VGN railroaders, 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 locomotive to commemorate the 100th anniversary of the 1907 founding of their favorite railroad, the Virginian Railway.
One of the lasting features of the VGN seems to be the heritage of this little railroad, an example of a successful US transportation company. Beginning with H. Reid's epoch storytelling and photography in "The Virginian Railway", published in 1961, and reprinted at least 3 times, there have been numerous books published and enthusiasts groups formed, some of which meet physically, and others, on the worldwide web.
Formed in 2002, Virginian Railway (VGN) Enthusiasts a non-profit group of preservationists, authors, photographers, historians, modelers, and rail fans has grown to over 400 members as far from the VGN tracks as Australia, including U.S. troops stationed in the war-torn Middle East. A group of retired railroaders calling themselves "The Virginian Brethren" meet weekly, share tales of the VGN, and answer questions posed by members of the on-line group.
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