4/2/2024 Elizabeth and I arose at the Best Western Plus Valley View and after doing our Internet duties, checked out and I drove us to the Waffle House where we enjoyed a good breakfast. After that, I drove us west on Interstate 81 to US 460 West and took this road to Narrows, where we found a depot.
Norfolk and Western Narrows station at 417 Depot Street, a combination passenger and freight depot, was designed and built in 1887 by George T. Pearson and is now used by Norfolk Southern.
We continued on 460 to Oakvale, West Virginia.
Norfolk and Western Oakvale station,date of construction unknown. We drove down the highway and came upon a caboose.
Norfolk and Western caboose 557769, nee Nickel Plate Road 769, built in 1953. We then drove Interstate 71 to Princeton.
Virginian Railroad caboose 308 built by St. Louis Car Company in 1947. It was donated by Norfolk Southern in 1989 and dedicated in 1991 as a small railroad museum then in 2010, was brought to its home at the museum, renovated and opened to the public in 2011.
In the interior of Virginian caboose 308.
Virginian Railroad replica Princeton station. At the founding of Mercer County on March 17, 1837, a small settlement was named Princeton. Mercer County was named for General Hugh Mercer, a Scottish physician, who fought in the Revolutionary War. He was a confidante of General George Washington and unfortunately, was killed in the Battle of Princeton, NJ. When the county was founded, it was felt that he could be further honoured by naming the county seat, Princeton. Now jump forward to the Civil War, when Princeton, a Confederate-leaning town, was burned by Confederate forces to stop the approaching Union forces from gaining shelter and supplies from the town. There were only forty lots platted at the time and all the house were burned, except the doctor's and the house of a lawyer that had been used as a Confederate hospital. Even the Courthouse was burned, although some of the records were saved by a black slave.
Sadly, Princeton was slow to recover, yet it was still the county seat, when a Circuit Judge rode into town to hold court. He had been a Confederate, but had changed to the Union side, when he saw the war going the other way. The residents of Princeton spurned him. Angered by his treatment, he gathered all the records and moved to Athens, a settlement about seven miles away, where the residents welcomed him. After that, the Sheriff, a resident of Princeton, stole the records in a midnight raid. The disagreement was taken to the new West Virginia legislature, who voted for Princeton. Several years later, another problem arose. Ten miles away, the Town of Bluefield, who was older and had a larger population than Princeton, decided they had a better right to be the county seat. The dispute was once again taken to the legislature, who decided that the citizens of Mercer County should vote on the location of the county seat.
The new Virginian Railroad, which had run its new track on the eastern edge of Princeton, decided to build a railroad station and a foundry here, to build and repair its locomotives and other railroad cars. This brought a large influx of employees to reside in Princeton. When the county seat election was held, Princeton officials encouraged these railroad employees to vote for Princeton; thus, Princeton prevailed and the county seat has remained here to this day.
That Virginian Railroad station, which stood in this location, and the foundry brought growth and prosperity to Princeton. The Princeton Railroad Museum is a recreation of that station, which was closed when the Virginian was bought out by the Norfolk and Western Railroad and the passenger station moved to Bluefield. The station is at 99 Mercer Street.
I found this mural of Norfolk and Western big steam motive power.
A Fairmont speeder. We next drove to Bluefield.
Norfolk and Western Bluefield station was used by Amtrak's Hilltopper which travelled between Boston, Roanaoke and Tri-State Station in Kentucky until October 1, 1979, when it was discontinued. The Chicago, It was also served by Amtrak's Mountaineer whose route was Chicago, Cincinnati, Roanoke and Norfolk; this was discontinued on June 1, 1977.
Norfolk and Western coaling tower was built in 1952. We then drove United States Highway 52 to follow the Norfolk and Western mainline.
Norfolk Southern helper AC44C6M 4471 at Switchback. We continued on and in Kimball, found the next unexpected caboose.
Norfolk and Western caboose 530333, nee Virginian Railroad 33, built by the railroad in 1958.
A coal mining engine and mine car on display opposite the caboose.
The mine engine.
The mine car. With the assistance of the West Virginia Coal Heritage Authority, the Town of Kimball was able to acquire, refurbish and dispaly a 1950's era mine motor and car that was used in the Cannelton Coal Company Mine near Superior, West Virginia. The Town acquired the motor from the City of Bluefield. Working with Jay Chapman, the local historian, funding from the Coal Heritage Authority, the Kimball Fire Department and others, the group was able to restore and paint the cars. With help from a local coal company, the equipment was placed on its tracks and a subsequent grant from Coal Heritage allowed us to cover and finish the display.
The National Coal Heritage Area. Next we drove to Welch and leaving town, yet another caboose was spotted.
Norfolk and Western caboose 51841 built by St. Louis Car Company in 1948. Guess what? In Iaegar, here was a fourth caboose on display along the main road.
Norfolk and Western caboose 55774, nee Nickel Plate Road 784, built by the railroad in 1954.
Fairmont speeder NW 61025.
A speeder trailer. I next drove us to Hanover.
Here we found a surprise, Southern caboose X-363 built by Gantt Manufacturing in 1970. We continued on our way, Elizabeth navigating us to Matewan.
The replica Norfolk and Western Matewan station is at 100 Bridge Street. During the early 1900's, the railroad depot became the center of the community. This was very true in Mingo County and this is one of the most historically important stations along the 673-mile Norfolk and Western main line. The facility served both passenger and freight depot for a population of nearly 7,000. After the railroad made its last stop in 1969, the once proud depot was closed. In the year 2000, a project to rebuild the historic railroad depot started. It is now a welcoming visitor's center for the town of Matewan and a museum that includes information on the vast history of the area, which includes the Hatfield and McCoy feuds, the Matewan Massacre and the development of the coal mining in the region. It has also become a gift shop which offers arts and crafts, T-shirts, historical books and Hatfield & McCoy Trail memorabelia.
Norfolk and Western caboose 51841, built by St. Louis Car Company in 1948.
One of the museum information boards; this one explains the feud between Hatfields and McCoys.
The Matewan Depot replica and museum.
Legends and Lore -- Sid Hatfield.
The State of Kentucky Historical Marker.
Matewan and the railroad.
Matewan and History. Our next stop was at Williamson.
Norfolk and Western Williamson station. This city is named for Wallace J. Williamson, whose family owned vast tracts of undeveloped land along Tug Fork in what was originally southwestern Logan County, West Virginia. In 1888, following a visit to the area by a Norfolk and Western Railway (N&W, now Norfolk Southern Corporation) survey crew, Wallace Williamson formed the Williamson Mining and Manufacturing Company. With advance knowledge that the main line of the railroad would run through the area, he subdivided family-owned land surrounding a planned railroad depot near the West Virginia-Kentucky state line.
In 1892, the new town of Williamson was surveyed and lots were laid out and sold at auction. The railroad reached Williamson the same year, assuring the town almost immediate prosperity. By 1894, four daily passenger trains serviced Williamson's new frame depot. In 1895 a portion of western Logan County was split off and became Mingo County. Williamson, with barely 100 inhabitants, was chosen as the county seat, primarily due to the influence of the N&W.
By 1900, the N&W had established a divisional hub and built extensive rail yards at Williamson to service the booming southwestern West Virginia coal industry. The Williamson yards eventually rivalled those at Bluefield in importance and grew larger in size, exceeded only by the company’s main yards at Roanoke, Virginia. Williamson was incorporated as a city in 1905 and its population and economy boomed with the development of the local coal fields. From a population of 27 in 1893, Williamson peaked at an estimated 10,000 persons about 1925.
The East Williamson Rail Yard is one of the largest coal marshalling yards in the world. Over a billion dollars worth of coal has passed through the yard since the late 1800's and large amounts of freight continue to pass through Williamson daily, in 1907, Railroad Gazette stated "The traffic passing through the yard now amounts to about 1,500 cars a day or 750 in each direction". The repair yards, engine service buildings and machine shops at Williamson have kept engines and cars functioning safely and efficiently for the N&W and Norfolk Southern Corporation for over 100 years. A prominent feature of the yards is the Williamson Roundhouse and turntable, which is one of the few operating roundhouses left in the United States. The roundhouse could accommodate up to 25 locomotives and is still used to service freight cars.
Norfolk Southern 4453 west at Williamson. We followed the railroad north towards Interstate 64, but alas there were no trains. We reached Kermit, where another caboose was waiting for us.
Norfolk and Western caboose 25674, nee Norfolk and Western 518574, built by International Car in 1960. I drove almost to Interstate 64 then Elizabeth drove the rest of the way to Morehead, where we first had dinner at the Cattleman Roadhouse before going to the Best Western Eagle Inn for the night.
4/3/2024 We arose and following our regular preparations, we drove to Cracker Barrel for another excellent breakfast before I drove us into Morehead and we found two depots.
Chesapeake and Ohio Morehead station, now the visitor's center, built in 1910 by the Elizabethtown, Lexington, and Big Sandy Railroad Company. The depot and station was later purchased by the Chesapeake and Ohio Railroad Company in 1892 and closed in the late 1960's. In 2016, the depot was recognized by the National Register of Historic Places. Later that same year, the City of Morehead approved its transformation into a local history museum, one which chronicles not only railroad history but the history of the area as well.
Chesapeake and Ohio Morehead freight station built in 1881.
The National Register of Historic Places plaque.
Louisville and Nashville Frankfort passenger station built in 1908. In 1820, Lexington was still the largest town in the commonwealth. The coming of the steamboat, followed by an economic depression in 1819, severely undermined the town's economy. Therefore, by the mid-1820's, Louisville had emerged as the state's premier urban community. In late 1829, efforts were made to reestablish Lexington's commercial leadership. Several leading citizens there, led by General Leslie Combs, proposed that a railroad be built to link Lexington with the Ohio River. In 1830, there were only twenty-three miles of railroad in operation in the United States. In that year, Kentucky took the initial step in the work west of the Alleghenies. An act to incorporate the Lexington & Ohio Railway Company was approved by Governor Thomas Metcalfe on January 27, 1830. The act provided for the construction and repair of a road from Lexington to a suitable point on the Ohio River. It was not to exceed sixty-six feet in width and was to have as many tracks as the president and directors of the company might deem necessary.
Construction began at Lexington on October 22, 1831, marked by formal rail-laying ceremonies presided over by General Combs. Despite weather problems, the first six miles were in operation by March 1833. Ten months later, the first section had been completed between Lexington and a hill on East Main Street in Frankfort. Unfortunately, financial difficulties and route designation problems at the Louisville terminus stalled the project for several years. Because of the delay, that section was reincorporated as the Lexington & Frankfort Railroad Company.
Convinced that completion of the line between Lexington and Louisville was essential, in May 1848, the Lexington city council voted to levy a property tax for the Lexington and Frankfort Railroad. One of the first orders of business was to eliminate the long incline at East Main Street at Frankfort. The track would be diverted from its existing bed, beginning four miles outside the city. The new route called for the construction of a tunnel 600 yards long under the Main Street hill, which would direct the track into downtown Frankfort along Broadway, a street parallel to Main. Construction began in late 1848 and was completed in January 1850. The line was connected to Louisville by 1852.
Rowan County War historical marker.
Early Tunnel In Kentucky historical marker.
Frankfort Union Station historical marker.
The railroad tunnel.
We then drove west to Shelbyville for its station.
Louisville and Nashville Shelbyville station built in 1895. The Louisville & Nashville leased its line to the Chesapeake & Ohio through here and both roads operated trains. The Cheasapeake & Ohio maintained it as a branch of its Louisville-Cincinnati to Washington, DC, service. Two crack trains on this line, the George Washington and the F.F.V, were famous for their luxurious service and they connected at Ashland, Kentucky, with the Cheasapeake & Ohio's Cincinnati trains.
These trains were noted for their east-west service and were favorites with Senators, Congressmen and other public figures. Two weeks before his re-election, President Truman made a rear platform appearance and speech at this station, making a special reference to Shelby County as the home county of his four grandparents, who migrated to Missouri in the 1840's. Similar whistle- stop speeches were made at this depot earlier by Presidents Taft and Harding. There have been other notable large gatherings at this station and generations of college students from this area have travelled to eastern schools from this station over the Cheasapeake & Ohio.
The building was marked for demolition in spring 1972 and several people and organizations became interested in saving it. The station stood between tracks, where freight trains pass, and could not be utilized there. The Louisville & Nashville had abandoned it as offices; it was too large and could not be heated or air-conditioned. The present owner acquired it and had it moved at considerable expense. It has been restored and renovated and made into a gift shop and offices.
This railroad station is typical of modest late Victorian depots. It is ornate with wide overhanging roof, gables and a low tower, all adorned with carpenter's work. The depot was originally et between the Loiuisville & Nasville tracks which passed through Shelbyville. The present owner has moved the structure about two blocks away to a sloping hillside site, where it has been relocated, restored and adapted to commercial use while retaining the original fabric and appearance.
The change in site necessitated the placing of the station building on a platform to compensate for the slope. Although the upper side of the original building now abuts directly on the ground and thus retains its original appearance, the other side (originally facing the main train platform) is elevated on a terrace of cinder blocks and wood-slat latticing. Although the roof has modern asphalt shingle, the remainder of the structure is essentially intact, including handsome panelled doors and delicate brackets supporting the wide eaves. The depot is located at 220 7th Street at College Street.
We made our way back to Interstate 64 and went throuh a haevy rainsrtorm crossing the Ohio River into Indiana to our last stop of the day at Corydon.
Louisville, New Albany and Corydon, Corydon station built in 1914. This Spanish Mission style concrete and stucco depot replaced the original frame depot building at this site. The original frame depot was moved one block north on Water Street to the southeast corner of High and Water Streets, where it was used as a freight storage area and a machine shop. The depot building remains standing at the northeast corner of Walnut and Water Streets today. The roof's red tiles were replaced in the 1980's with shingles.
Louisville, New Albany and Corydon Railroad name on the building. The Louisville, New Albany and Corydon Railroad was a short line railway that operated for over 100 years in Harrison County, Indiana between Corydon Junction and Corydon, a distance of 7.7 miles. It was sold to its main customer, Lucas Oil, on May 25, 2006. The line is now known as Lucas Oil Rail Line. The LNAC was first established as the Louisville, New Albany and Corydon Railway in 1881 for the purpose of connecting Corydon to the main Louisville-St. Louis line of the then Louisville, New Albany and St. Louis Railway that ran a few miles north of town. After construction was completed, the line was opened for business in 1883.
In 1887, the company was reorganized as the Louisville, New Albany and Corydon Railroad, a name it kept under various owners for well over a century, until 2006. The address of this station is at 210 West Walnut Street.
Louisville, New Albany and Corydon Railroad freight house.
Elizabeth then drove us to Mount Vernon, Illinois where we first went to Cracker Barrel for an excellent meal then checked into the Drury Hotel for the night.
4/4/2024 The two of us arose at the inn and checked our e-mail before having breakfast downstairs then finished what we needed, checked out and I drove us to the first rest area in Illinos where we switched drivers and Elizabeth drove us to Hy-Vee in Columbia for a couple of items before returning home.
| RETURN TO THE MAIN PAGE |