- Virginia Central Railroad
Virginia Central Railroad was chartered as the
Louisa Railroad in1836 by theVirginia Board of Public Works and had its name changed to Virginia Central Railroad in1850 . It connected Richmond with theOrange and Alexandria Railroad at Gordonsville in1854 , and had expanded westward past theBlue Ridge Mountains into theShenandoah Valley as theAmerican Civil War began in 1861.Heavily damaged, it was rebuilt after the War, and merged with the
Covington and Ohio Railroad in1868 to form the newChesapeake and Ohio Railway (C&O). Under the leadership ofCollis P. Huntington , the C&O line was completed to the Ohio River in1873 , and thePeninsula Extension was built east from Richmond to reached the harbor ofHampton Roads at Newport News by1882 .History
The eastern terminus of the Virginia Central was originally at Hanover Junction (now known as Doswell) with the
Richmond, Fredericksburg and Potomac Railroad . The charter of that line protected it from construction of a parallel competitor, and aVirginia Supreme Court decision was necessary before the Virginia Central was allowed to extend its tracks easterly through Hanover and Henrico Counties to reach Richmond.From Gordonsville, the Virginia Central was originally planned to connect Eastern Virginia with Harrisonburg, crossing the
Blue Ridge Mountains atSwift Run Gap , but construction costs were prohibitive. Instead, the route was redirected to Charlottesville.The
Commonwealth of Virginia , always keen to help with "internal improvements" not only owned a portion of Virginia Central stock, but incorporated and financed theBlue Ridge Railroad to accomplish the hard and expensive task of crossing the first mountain barrier to the west. Rather than attempting the more formidable Swift Run Gap, under the leadership of the great earlycivil engineer Claudius Crozet , the state-owned Blue Ridge Railroad built over the mountains at the next gap to the south,Rockfish Gap nearAfton Mountain , using four tunnels, including the 4,263-foot (1,312m)Blue Ridge Tunnel at the top of the pass, then one of the longesttunnel s in the world.While the Blue Ridge Mountain section was being breached, the Virginia Central was busy building westward from the west foot of the mountains, across the
Shenandoah Valley through Staunton and a water gap at Goshen atGreat North Mountain , reaching a point known asJackson's River Station , at the foot of the Alleghany Mountains (note that in Virginia Alleghany is spelled with an "a"), in1856 . This is the site that would later be called Clifton Forge.The road eventually connected Richmond to the southwestern
Shenandoah Valley at the point where the proposedCovington and Ohio Railroad would have started. To finish its line across the mountainous territory of the Alleghany Plateau (known in old Virginia as the "Transmountaine"), the Commonwealth again chartered a state-subsidized railroad called theCovington and Ohio Railroad . This company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a good deal of roadway work around Charleston on theKanawha River . Then theAmerican Civil War intervened, and work was stopped on the westward expansion.Civil War
During the war the Virginia Central was one of the Confederacy's most important lines, carrying food from the Shenandoah region to Richmond, and ferrying troops and supplies back and forth as the campaigns surrounded its tracks frequently. On more than one occasion it was used in actual tactical operations, transporting troops directly to the battlefield. The Blue Ridge Tunnels and the Virginia Central were key tools in the fast mobilization of Confederate General
Stonewall Jackson 's famous "foot cavalry ". But, it was a prime target for Federal armies, and by the end of the war had only about five miles of track still in operation, and $40 in gold in its treasury.Post bellum
After the War, the Virginia Central Railroad was merged with the
Covington and Ohio Railroad in 1868 to form the newChesapeake and Ohio Railway , headed by formerConfederate GeneralWilliams Carter Wickham . He needed to find adequate financing to resume the westward work through the challenging mountainous terrain, as theVirginia Board of Public Works was no longer in a position to help as it had in the past. After failing in the impoverished southern states and with British investors, Wickham found new capital and financing by recruitingCollis P. Huntington , one of the so called "Big Four", a group of businessmen who had recently completed the western portion of thetranscontinental railroad . [ http://ead.lib.virginia.edu/vivaead/published/vt/viblbv00240.bioghist ] Under Huntington's leadership, and with millions in new financing fromNew York City , westward construction resumed. Virginia deeded over the Blue Ridge Railroad to the new C&O in 1869.The final spike ceremony for the 428-mile long line from Richmond to the Ohio River was held on
January 29 ,1873 atHawk's Nest railroad bridge in theNew River Valley , near the town of Ansted inFayette County, West Virginia . [ http://www.wva-usa.com/history/mthope/cando.php ]Coal to Newport News
Huntington was also aware of the potential to ship eastbound
coal from West Virginia's untapped natural resources with the completion of the new railroad. His agents began acquiring property in Warwick County in eastern Virginia. In the 1880s, he oversaw extension of the C&O's newPeninsula Subdivision , which extended from theChurch Hill Tunnel in Richmond southeast down the peninsula through Williamsburg to Newport News, where the company developedcoal pier s on the harbor of Hampton Roads. [ [http://www.cohs.org/ Chesapeake and Ohio Historical Society] Accessed April 3, 2008.] to extend the C&O to what would become new coal piers at Newport News.In 1889 the
Richmond and Allegheny Railroad company, which had been built along the tow-path of the defunctJames River and Kanawha Canal , was merged into the C&O, giving it a down grade "water level" line from Clifton Forge to Richmond, avoiding the heavy grades of North Mountain and the Blue Ridge on the original Virginia Central route. On this line, trains descend nearly 1,000 in elevation to Richmond (54 feet elevation) following the path of the river. [ http://www.virginiaplaces.org/geology/coaltopo.html ] This "James River Line" became the principal artery of eastbound coal transportation down to the present day, with earlier Virginia Central line used for westbound empty hoppers. From the convergence of the lines in Richmond, both eastbound and westbound coal trains utilize the Peninsula Subdivision through Williamsburg to service thecoal pier s in the East End of Newport News.Modern times
In modern times, portions of the Virginia Central Railroad are in use by
CSX Transportation and theBuckingham Branch Railroad , a Virginia-basedshort-line railroad .Other uses of the Virginia Central name
*Many years after the original Virginia Central became part of the Chesapeake and Ohio in the 1868, another railroad between Fredericksburg and Orange used the name "Virginia Central." The
Richmond, Fredericksburg & Potomac Railroad (PF&P RR) operated 38 miles (61 km) of 3 foot gauge railroad between Fredericksburg (with a connection to theRichmond, Fredericksburg & Potomac Railroad ) and Orange (with a connection to the Orange & Alexandria railroad). It operated asnarrow gauge until afterWorld War I . In1926 , the line was standard gauged and the name changed to the Virginia Central Railway. In1938 , the entire line was abandoned except for a one mile segment in Fredericksburg which lasted until 1983.
*In the 1990s, an excursion company headed by Jack Showalter assumed the historic name Virginia Central Railroad, and operated trips on CSX Transportation tracks from a base inStaunton, Virginia . Increasedliability insurance requirements forced suspension of the trips and the equipment into storage. In February, 2005, preparations were underway to relocate some of the historic rolling stock of the excursion company to theScience Museum of Virginia in Richmond, but that plan fell through. The equipment was is storage in Staunton and up the SVRR line in Verona. Some of the passenger cars were planned to return to limited service on excursion trains planned to operate on the short-lineShenandoah Valley Railroad .ee also
*
Blue Ridge Railroad
*Covington and Ohio Railroad
*Chesapeake and Ohio Railway
*Buckingham Branch Railroad References
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