Radford, Pocahontas & Scioto Divisions 1950s

[NW Mailing List]

Actually, the B&O through Chillicothe was originally the Marietta &
Cincinnati running from Marietta, Ohio on the Ohio River to Cincinnati.  It
went through Chillicothe in 1854 and was the site of their backshop which
was used by the B&O until 1940 for heavy repairs.   The shops lasted for
many years until about 1980.  This crosses the Scioto Valley Ry/N&W at the
Chillicothe Union Station.  This became part of the B&O Southwest then the
B&O in 1917.  About 1860, this line was adjusted to run to Parkersburg where
it would connect with the B&O coming over from Washington DC and Baltimore.
Thus trains could run from DC To Parkersburg, then Cincinnati and over the
Ohio & Mississippi/B&O to St. Louis.

 

Running somewhat parallel was the Dayton Branch of the Cincinnati Hamilton &
Dayton.  This line went into Jackson County and the coal fields there.  This
line runs on the southern edge of Chillicothe (well, did) through Mead Paper
and arcs upward to Musselman's west of Chillicothe where it crosses the
M&C/B&O and heads to Dayton.  This CH&D/B&O crosses the Scioto Valley Ry/N&W
at Renick.   This line was built about 1860 also.  The CH&D is purchased
outright by the B&O in 1917

 

After Chessie and CSX much of the older track arrangements between the CH&D
and M&C portions was modified to simplify activities in and around
Chillicothe. 

 

CSX abandoned the M&C in the mid 1980's (I think it was) while the
CH&D/Dayton Branch was kept open until the Fisher Body Plant in Hamilton
Ohio was closed and the auto based business dried up in the early 1990's. 

 

Gary Rolih

Cincinnati 

 

 

  _____  

From: nw-mailing-list-bounces at nwhs.org
[mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Saturday, November 07, 2009 9:55 AM
To: nw-mailing-list at nwhs.org
Subject: Re: Radford, Pocahontas & Scioto Divisions 1950s

 

   Nathan, I grew up in the Scioto Division and my father and grandfather
were Operator/Levermen at the various interlocking towers throughout the
division.  Since I lived in Ohio at the end of the westbound line I don't
know a lot about the division east of Portsmouth.

 

   The Scioto Division began west of Williamson and ran to Columbus, Ohio
with a branch to Cincinnati, Ohio.  There was a big classification yard at
Portsmouth.  From there it was doubletracked all the way to Columbus where
there were two yards.   Watkins Yard was at the South end of Columbus and
was where all coal drags were broken down for interchange with the C & O,
the PRR and the NYC.  There was a small exchange yard next to Watkins for
the C & O.  It was called Mozelle Yard.  It had about 6 tracks if I recall
correctly.  The other yard in Columbus was Joyce Avenue Yard.  This was the
actual end of the N & W until the merger with NKP in the mid 60s.  This was
the freight and passenger yard.  The line from Portsmouth to Columbus was
called the Valley.

 

   There was a 14 mile grade between Chillicothe, Ohio and Kingston, Ohio
that required helpers.  They were kept at a siding just north of Chillicothe
and ran to Kingston and backed down the hill to Chillicothe.

  

   Somtime in the late 50s or early 60s they removed a section of the double
track main between Waverly, Ohio and Chillicothe, Ohio.  That move never
made sense to me.

 

  The interchanges were at Waverly, Ohio at Glen Jean Tower with the DT & I.
In Chillicothe, Ohio at Renick Tower with the MCRR (Marietta, Cincinnati
RailRoad) which was later the CH & D ( Cincinnati, Hamilton and Dayton) and
finally I believe it was the B & O.  At Circleville, Ohio the interchange
was with the PRR and was controlled by Circleville Tower.  At Valley
Crossing, Ohio it was with the HVRR (Hocking Valley Railroad) which later
became part of the C  & O and was controlled by Valley Crossing Tower.
Bannon Tower at the north end of Watkins yard controlled an interchange with
the PRR.   

 

   Just at the north end of Portsmouth, Ohio was a branch line to
Cincinnati, Ohio.  It was called the Peavine.  It was single track with lots
of curves and at least one grade, between Lawshe and Winchester, that
required helpers until the Class As showed up.  It ended at Claire Yard in
Cincinnati.  

  

   My Great Grandfather was a Hostler in Chillicothe, Ohio for the MCRR.  My
Grandfather and my Father worked at the yards in Portsmouth and at the
towers in Glen Jean, Renick, Circleville, Valley Crossing and Bannon.  I
used to go to work with him during the summer months.  I saw the 1200s,
2100s, 1100s, and even saw Jawn Henry once.  The passenger engines were not
the Northeren 4-8-4, 600 series.  I believe they were shrouded 2-8-4s.  Was
it a K2?.  The train that ran from Portsmouth to Columbus was called the
Cavalier and its engine was numbered in the 120s.

 

  This is all from memory and I'm 67. So if I gaffed please forgive me, but
I think I'm reasonably accurate. 


From: NW Mailing List <nw-mailing-list at nwhs.org>
To: NWHS <nw-mailing-list at nwhs.org>
Sent: Thu, Nov 5, 2009 5:59 pm
Subject: Radford, Pocahontas & Scioto Divisions 1950s

It seems the older I get the more I wish I could have lived in the past to
see the Y6s, As, and Js. I guess it is the History buff in me. (After all
I'm only 23). This email I m sending so that I can learn some more about the
Divisions west of Roanoke as well as to show ya'll my my photos from this
past weekend which was a trip west of Bluefield. 
 
So here goes, I know the Pulaski District came off at Walton and went down
to Bristol. I know the Main to Bluefield was double track this far, and I
know that it is Double Tracked from Narrows to Bluefield. Now my question is
was it double track between Walton and Narrows back in the 50s? 
 
As for the Pocahontas Division I know it had the Clinch Valley and
Pocahontas District, as well as many branches. But my questions are mainly
for the Pocahontas district. Exactly how far was it electrified? I have read
to Vivian and I have read Iaeger. I know electrification ended when the new
alignment came about which was 1950 right? Now for the Kicker, where exactly
did the old alignment go? This weekend I was on the Pocahontas and made it
to the west end of Elkhorn Tunnel and I think I was able to spot the Old
alignment to the North of the current one, it was higher and was across the
hollow. So where did it tie into everything on the East side of the hill? I
ask because I was in Coopers as well. 
 
Now for the Last question, Where exactly did the Scioto Division begin? What
all did it include? and what division is it part of in todays NS System? 
 
Here is the photo album from this weekend: 
*http://tinyurl.com/pokey-oct09* 
 
Oh one last question, this is for you Virginian folks. Right now the
Virginian connects to the Christiansburg district at Narrows. Now I suspect
that the PD district that comes off the Christiansburg at PD jct is also old
Virginian am I correct on my assumption? and I also assume if I am correct
that the Virginian originally went stright through, and that N&W abandoned
the section between Narrows and PD jct. after the merger. Is the correct or
am I all wrong? Please educate me. 
 
Thanks in advance, 
Nathan 
 
PS I hope I didn't ask too many "Duh" questions, and I would research it
myself. But at the moment I don't have the time. However after I get caught
up on things I plan to do some research on some stuff. One thing being the
Dry Fork Branch. 
 
-- Nathan Simmons 
trainman51 at gmail.com 
http://www.t-51.org <http://www.t-51.org/>  
KI4MSK 
 
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