“Wind through mountains and valleys showcasing America’s remarkable industrial heritage. The region commemorates the history and culture of the coal industry and the impact it has had on the physical and social environment. Numerous resources line the corridor, including coal company towns, tipples, railroad structures, and reclaimed mining lands.“

Explore America’s Byways “Coal Heritage Trail” Website – see menu on left for Maps, Directions, and Photos 

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        “Coal Heritage Trail”

“This journey through southern West Virginia’s coal country takes visitors back to a time when coal was king and business was booming. Thousands of men came from all over the world making the coal fields a melting pot of race and religion. Mansions built by wealthy coal barons and miners’ shanties still stand in the storied coal towns.”

Includes:  “Beckley Exhibition Coal Mine, Hatfield-McCoy Trails, Bramwell’s Coal Boom, Outdoor Fun”

Explore information from West Virginia Tourism’s “The Coal Heritage Trail National Scenic Byway” (deactivated) Website (pdf)

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      (5) – “Highland Scenic Highway“

“The Highland Scenic Highway, a designated National Scenic Byway, is a beautiful corridor through the National Forest.  This Byway extends 43 miles from Richwood to US Route 219.  It has four developed scenic overlooks. Each site provides a comfortable rest stop, with a beautiful view of the surrounding mountains and valleys. The Highway traverses the mountainous terrain of the Allegheny Highlands and Plateau, and rises from Richwood, elevation 2,325 feet, to over 4,500 feet along the Parkway.”

Explore US Forest Service’s “Highland Scenic Highway” Website

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  “Highland Scenic Highway”

“Entirely surrounded by the Monongahela National Forest, the Highland Scenic Highway makes its way through some of the most breathtaking and unique scenery on the continent. Nestled in the Allegheny Mountains, this byway rises as high as 4,500 feet above sea level giving motorists plenty of opportunities to take amazing pictures. Once covered by glaciers, this area hosts some of the most unusual plant life found in the United States.

Explore information from West Virginia Tourism’s “Highland Scenic Highway” (deactivated) Website (pdf) — Includes:  “Cranberry Glades Botanical Area, Cranberry Wilderness, Railroading Adventures, National Radio Astronomy Observatory, Williams River Backway”

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    WEST VIRGINIA’S STATE BYWAYS AND BACKWAYS  (3+)

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        (1) – “New/Greenbrier Valley Byways and Backways”

“This drive through the verdant fields where so many farmers worked to feed their families consists of gently flowing creeks, rolling hills, and a ridge called Peters Mountain. Bird watchers should enjoy the view from Hanging Rock Tower as thousands of hawks and even a few bald eagles make their way through the area. What attracts most people to the Farm Heritage Road is the chance to see an area that has been left relatively unscathed by industrialization resulting in farms and barns that have been around for close to 200 years . . .” 

Explore information from West Virginia Tourism’s “New/Greenbrier Valley Byways and Backways” (deactivated) Website (pdf) — Includes:  “Farm Heritage Road; Mountain’s Shadow Trail; Lower Greenbrier River Byway; Wolf Creek Backway; and Lowell Backway”

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        (2) – “North Central Byways and Backways”

“Once used as a lush hunting ground for the Mingo and Delaware tribes, north central West Virginia has been known as a source of natural abundance for centuries. With many rich deposits of coal and natural gas, vast tracts of timber, and glass-quality sand, the Morgantown-area became a magnet for industry. Three roads: the Cheat River Byway, Old Route 7, and the Northwestern Turnpike, came from humble beginnings as hunting trails to become toll roads and railroad access roads. As time progressed, these roads grew to become major thoroughfares before the age of highways. Today, the history of these roads is still celebrated as the area continues to grow with new industry and the ever-expanding West Virginia University. . .”

Explore information from West Virginia Tourism’s “North Central Byways and Backways” (deactivated) Website (pdf) — Includes: “Cheat River Byway; Old Route 7; and the Northwestern Turnpike”

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        (3) – “Little Kanawha Byway”

“Perhaps the most accessible of all of West Virginia’s byways, the Little Kanawha Byway is bookended by I-77 and I-79. Starting in the west at I-77, the parkway begins its journey in Mineral Wells and mirrors the banks of the Little Kanawha River. Being totally paved, this roadway is perfect for RVs and others wanting a smooth ride so they can take in all of the beautiful pastoral sights . . .’

Explore information from West Virginia Tourism’s “Little Kanawha Byway” (deactivated) Website (pdf) — Includes: “Hughes River Wildlife Management Area; Burning Springs; Burnsville Lake Wildlife Management Area; Cedar Creek Road; Mountain Parkway Byway; and Mountain Parkway Backway”

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        (+) – “Other Backways”

<<For Camp Allegheny Backway, Back Mountain Backway, Cheat Mountain Backway, and Rich Mountain Backway, see “Staunton-Parkersburg Turnpike” above.>>

<<For Williams River Backway, see “Highland Scenic Highway” above>>

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          “Weston and Gauley Bridge Turnpike Trail” – USACE

History of the Turnpike, Battle of Bulltown, Bulltown Historical Area, Map of the Area

Explore US Army Corps of Engineers’ “Weston and Gauley Bridge Turnpike Trail” Brochure (pdf)

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      “Appalachian Development Highway System”

“In 1964, the President’s Appalachian Regional Commission (PARC) reported to Congress that economic growth in Appalachia would not be possible until the Region’s isolation had been overcome. Because the cost of building highways through Appalachia’s mountainous terrain was high, the Region had never been served by adequate roads. Its network of narrow, winding, two-lane roads, snaking through narrow stream valleys or over mountaintops, was slow to drive, unsafe, and in many places worn out. The nation’s interstate highway system had largely bypassed the Appalachian Region, going through or around the Region’s rugged terrain as cost-effectively as possible.

“The PARC report and the Appalachian governors placed top priority on a modern highway system as the key to economic development. As a result, Congress authorized the construction of the Appalachian Development Highway System (ADHS) in the Appalachian Regional Development Act of 1965. The ADHS was designed to generate economic development in previously isolated areas, supplement the interstate system, connect Appalachia to the interstate system, and provide access to areas within the Region as well as to markets in the rest of the nation.”

Explore ARC’s “Appalachian Development Highway System” Website

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RAIL TRANSPORTATION

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    “West Virginia Rail Heritage”

Short history of major railroads in West Virginia, plus current excursion / tourist trains, historic depots, stations, and museums.

Explore West Virginia Tourism’s “West Virginia Rail Heritage” Brochure pdf (2012)

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The West Virginia rail system historically had at least 6 major railroads, as shown on the cover of this book.

The New York Central no longer exists – its routes were taken over by other railroads.  The Norfolk & Western and the Virginian are among those that merged to form the present day Norfolk Southern.  The Baltimore & Ohio, the Chesapeake & Ohio and the Western Maryland merged into CSX.

 

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      “Historic West Virginia Railroad Maps”

1893:

Explore West Virginia State Museum’s “Early West Virginia Railroads – 1893” map – (pdf)

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1903:

Explore West Virginia Bike’s “1903 Railroad Map” (Only part of West Virginia)  — (click to enlarge) 

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1913:

Explore West Virginia Archives and History’s “1913 Map of Railroads in West Virginia”  —  (click to enlarge)

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about 1940:

Explore West Virginia State Museum’s “Golden Age of Railroads” map – (pdf)

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1948:

Explore Hawkdawg’s “1948 West Virginia Railroad Map” — (click to enlarge)

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Current (2020):

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      “New York Central”

“Like its rival, the Pennsylvania Railroad, entire libraries could be written on the New York Central System (the “System” was included to recognize the markets the railroad served and the number of railroads which comprised it) and its history ranging from its famous passenger trains (like the 20th Century Limited) and commuter operations to its fast, efficient, high-speed freight services. For history’s sake you cannot really speak of the NYC without also mentioning the PRR (and vice versa) as both lines competed in many of the same markets stretching from New York City, through Ohio, Indiana and reaching St. Louis, Chicago and parts of Michigan. It’s quite amazing how similar, outside of operations, both were. They were institutions, two of the largest railroads in the country, and the class of the industry for decades.”

“The NYC had its humble beginnings as the Mohawk & Hudson Railroad, chartered and built in 1831 to connect Albany with Schenectady, New York. . .”

Explore American-Rails.com’s “The New York Central System” Website to continue reading – multiple advertisements

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      “Norfolk & Western”

“The N&W is remembered as one of the most highly respected railroad companies in history and for good reason. Aside from well-managed operations the railroad’s property was meticulous and its equipment was always in excellent working order. Of course, operations aside, from a railfan and historical standpoint the railroad is remembered for many other things such as being the last Class I to operate steam locomotives (until 1960), its symbolism with coal, and legendary photographer O. Winston Link whose black and white photos of the railroad’s final days of steam are now considered all but priceless works of art (not only for the photography itself but also the historical images captured).”

“The formation of the Norfolk & Western occurred in 1881 when the bankrupt AM&O was purchased by the Clark Family. By the time the Norfolk and Western had entered its second and final reorganization the railroad was already well on its way to reap the rewards brought by black diamonds. . .”

Explore American-Rails.com’s “The Norfolk and Western Railway” Website to continue reading – multiple advertisements

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      “The Virginian Railway”

By Rick Steelhammer      The Charleston Gazette      May 2015

“. . .The Virginian Railway traces its roots to 1898 in Fayette County, where Ansted civil engineer and coal operator William Nelson Page began developing a rail route extending southward from Deepwater on the Kanawha River into the then-untapped coalfields of Southern West Virginia. When the Chesapeake & Ohio and Norfolk & Western railroads charged prohibitive rates to transship coal on their lines to reach the nearest seaport at Norfolk, Virginia, Page joined forces with a silent partner, Henry Huttleston Rogers, then one of the richest men in America, after having helped John D. Rockefeller develop his Standard Oil Trust.”

“After extending the Deepwater Railroad through his namesake Fayette County town of Page to Glen Jean, Mullens and Princeton and on to the Virginia border near Glen Lyn, Page, with Rogers’ secret backing, quietly purchased the assets of the Tidewater Railway, an all-Virginia line that stretched from Giles County, which borders West Virginia at Glen Lyn, to Norfolk. In 1907, the Deepwater Railroad and the Tidewater Railway were merged to form the Virginian Railway, with Page serving as president. New track, rolling stock, trestles and maintenance facilities were bought with Rogers’ cash. Building out the railroad without accruing public debt allowed Page and Rogers to temporarily hide their expansion plans from their competitors and begin turning a profit sooner, since there were no financing costs to repay.”

“Rogers spared no expense in buying rolling stock and upgrading and expanding the new rail line, which when complete, stretched from Deepwater to the Norfolk area, with spurs extending into Beckley and the Winding Gulf coalfield along the Raleigh- Wyoming County line and then on to Gilbert in Mingo County.  While executives at competing railroads “planned to starve Page out” by denying affordable access to their lines, Page and Rogers “had their rights of way bought and all ready to go before the C&O and N&W knew what hit them.”  The last spike for the Virginian Railway was driven in January of 1909, on the West Virginia side of the New River at Glen Lyn, where a new trestle had been built. A celebration dinner was held in April in Norfolk to celebrate completion of the “Mountains to the Sea” railroad, during which Rogers’ author friend Samuel Clements, better known by his pen name of Mark Twain, gave the keynote speech. Rogers left the next day on his first and only tour of his completed railroad, but died of a stroke one month later. The railroad merged with the N&W in 1959.”

Also:  Explore American-Rails.com’s “The Virginian Railway” Website – multiple advertisements

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      “Chesapeake & Ohio”

“The Chesapeake and Ohio Railway was one of several Appalachian coal haulers and is perhaps best remembered for its buyout of the Baltimore & Ohio Railroad in the early 1960s and its excellent management through much of the second-half of the 20th century, which earned the company substantial profits, especially during the waning years of the railroad industry in the 1960s and 1970s. It thrived on West Virginia and Kentucky coal and was a gateway between Chicago and the ports of Virginia.”

“The Chesapeake and Ohio Railway had its beginnings in the mid-1830s when the Louisa Railroad was chartered to connect Virginia’s larger cities. In 1850 the company was renamed the Virginia Central because it operated through much of the state’s central regions, west and north of Richmond. By the late 1860s the railroad was again reorganized, this time as the Chesapeake & Ohio Railroad when Virginia Central management decided to push the railroad to the Ohio River, eventually reaching Huntington, West Virginia during the winter of 1873 after building a main line through the Alleghenies and the tight confines of the Kanawha River valley (which is such a beautiful route that today it hosts the famous New River Train each fall). . .”

Explore American-Rails.com’s “The Chesapeake and Ohio Railway” Website to continue reading – multiple advertisements

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      “Baltimore & Ohio”

“The goal of the Baltimore & Ohio Railroad was to connect Baltimore, Maryland with the Ohio River near Wheeling, Virginia (now part of West Virginia). This connection with the Ohio River enticed passengers to take the B&O Railroad because they could then head north or south along the river’s transportation networks. Although the B&O’s original goal was to head west, the directors quickly realized that a connection with the nation’s capital would be beneficial because of all the passenger travel into and from that city. The B&O was the first railroad into the nation’s capital.”

“Eastern railroading is also riddled with tunnels, low and tight clearances, and a lot of single-tracked territory (as the cost of double-tracking some of these mountainous main lines has simply been too expensive). One need only look at the B&O’s former St. Louis main line to understand all three of these concepts. This line was by far the steepest and toughest of the original trunk lines (those serving the large East Coast and Midwest markets). Almost its entire line between Baltimore/Washington and St. Louis was single-track territory and its battles over Cranberry Grade in eastern West Virginia were legendary. Couple this with its Parkersburg Branch between Clarksburg and Parkersburg, West Virginia where clearances were very tight and one has a better understanding as to why the B&O had such a tough time competing with the larger New York Central and PRR [Pennsylvania Railroad.] . . .

Explore American-Rails.com’s “The Baltimore and Ohio Railroad” Website to continue reading – multiple advertisements

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      “Western Maryland Railway”

“While the Western Maryland Railway, affectionately known as the Wild Mary was never a large carrier (only roughly a 700-mile system) although for those who followed it, it was a legendary line. The railroad was built over rough terrain and thus used numerous tunnels and bridges to achieve a manageable grade. While aspects of the system were difficult to operate from a railroad perspective (Black Fork Grade, for instance) the WM allowed for some of the most fantastic photography one could ever hope or wish for with everything from big 4-8-4s bursting from Knobley Tunnel and crossing the Potomac River to brawny 4-6-6-4s lugging freight through legendary Helmstetter’s Curve. To put it bluntly, what a fantastic scenic railroad (at the very least) the entire WM main line (especially through Maryland and West Virginia) would have made if it were all still intact today. Its territory would easily rival anything offered today from other famous tourist lines like the Strasburg Railroad and Durango & Silverton.”

“The “Wild Mary” has its beginnings dating back to 1852 when the Baltimore, Carroll & Frederick Railroad was chartered by the Maryland General Assembly on May 27th to connect Baltimore with Hagerstown in Washington County. . .”

Explore American-Rails.com’s “The Western Maryland Railway” Website to continue reading – multiple advertisements

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    “American-Rails.com”

Most of the above information on the Western Maryland, Baltimore & Ohio, Norfolk & Western, Chesapeake & Ohio, and New York Central railroads, and the accompanying maps (including the Virginian), are from a very comprehensive railroad website:  “American-Rails.com,” especially the section “Fallen Flags.”  Other sections include “Railroad History”, “Rail Travel,” “Today’s Industry,” “Rolling Stock,” “Tourism,” and much, much more.

Created and maintained by a native West Virginian (there is a page devoted strictly to West Virginia railroads), it is a great starting point for research on US and Canadian railroads–  “. . .a website dedicated not only to bringing awareness about our country’s railroad history, both past and present, but also as a resource tool describing and educating about the country’s railroads in general.”  Includes many, many great photographs.

Explore “American-Rails.com” Website–several sponsor advertisements

Explore American-Rails.com’s “Fallen Flags” Website–several sponsor advertisements

Explore American-Rails.com’s “West Virginia Railroads” Website–several sponsor advertisements – includes:   Baltimore & Ohio, Chesapeake & Ohio, Chessie System, Conrail, Monongahela Railway, Pennsylvania Railroad, New York Central, Penn Central, Pittsburgh & West Virginia, West Virginia Northern, Western Maryland, Norfolk & Western, Virginian

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   “WVNC Rails”

“. . . The primary focus of this web page is rail history in both West Virginia and North Carolina because both of these states are “home”. But it will also include contemporary topics such as general pages about locomotives, rail lines, and specific locations. A major priority in creating pages on the site is to research historical topics that have received scant coverage either in printed form or digital media. Where possible, this will be done in a before and after format. Topics from bordering states will also find their way on to this page as there areas and subjects located in these regions of interest as well. And, finally, topics of a non-railroad nature will be added such as general history and the outdoors of a scenic or natural perspective. . .”

Explore “WVNC Rails” Website

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    “West Virginia State Rail Authority”

“The West Virginia Railroad Maintenance Authority was formed by an act of the Legislature in 1975 to facilitate railroad transportation and commerce in the state. In 1989, it was made a division of the new West Virginia Department of Transportation so that its program might be better coordinated with an overall state transportation improvement strategy. In 1994, its name was changed to the West Virginia State Rail Authority.”

“The West Virginia rail system is comprised of 2 Class I railroads and 11 short line or regional railroads. The system contains 2,401 route miles of track. CSX Transportation is West Virginia’s largest carrier with 1,113 route miles of track. Norfolk Southern is next in size with 801 route miles of track. Short lines and Regional roads make up the remaining 487 route miles of track.”

Explore “West Virginia State Rail Authority” Website

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        “West Virginia Rail Plan”

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  “The FRA-required State Rail Plan plays a key role in helping the West Virginia Department of Transportation (WVDOT) and the West Virginia State Rail Authority (WVSRA) to achieve their mandate of providing safe, effective and efficient movement of people, information and goods in West Virginia, enhancing the opportunity for people and communities to enjoy environmentally sensitive and economically sound development.”

Explore West Virginia State Rail Authority’s “West Virginia Rail Plan” (2013) (pdf)

Explore West Virginia State Rail Authority’s “West Virginia Rail Plan” (2020) (pdf)

Explore West Virginia State Rail Authority’s “West Virginia Railroads” map (2020) (pdf)

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      “Freight Railroads”

Includes: Appalachian & Ohio Railroad; Beech Mountain Railroad; CSXT; Elk River Railroad; Kanawha River Railroad; Little Kanawha River Rail; Norfolk Southern; RJ Corman Railroad Company/WV Lines; South Branch Valley Railroad; Vaughan Railroad Company; West Virginia Central Railroad; Wheeling & Lake Erie Railroad; Winchester & Western Railroad; Winifrede Railroad Company.  

Explore West Virginia State Rail Authority’s “Freight Railroads” Website for list of freight railroads and links to most

The Kanawha River Railroad  (A former Norfolk Southern route purchased in 2016):  “The Kanawha River Railroad (KNWA) consists of 309 miles of track running south from Refugee, Ohio, to Maben, West Virginia. The railroad’s name is derived from the Kanawha River in West Virginia which the railroad follows south through the state. The KNWA ships approximately 20,000 carloads of product annually for the energy, aggregate, agriculture, and chemical industries.”

Explore WATCO Companies’ “Kanawha River Railroad” Website

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        “South Branch Valley Railroad”

“The South Branch Valley Railroad (SBVR) is owned and operated by the West Virginia State Rail Authority. The SBVR generally parallels the South Branch of the Potomac River, from which the railroad takes its name. On October 11, 1978, West Virginia became the first state in the nation to both own and operate a commercial freight railroad.”

Explore West Virginia DOT’s “South Branch Valley Railroad” Website

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        “West Virginia Central Railroad”

“The West Virginia Central Railroad (WVCR) is located near the center of the state and passes through Barbour, Randolph, Pocahontas and Webster counties. The Durbin & Greenbrier Valley Railroad (DGVR), under contract with the State Rail Authority, operates the WVCR and provides both freight and excursion services on the line.”  (As of Spring, 2015, the DGVR also operates the Cass Scenic Railroad.)

Explore West Virginia DOT’S “West Virginia Central Railroad” Website

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        “CSX”

“CSX Corporation, together with its subsidiaries based in Jacksonville, Fla., is one of the nation’s leading transportation suppliers. The company’s rail and intermodal businesses provide rail-based transportation services including traditional rail service and the transport of intermodal containers and trailers.   Overall, the CSX Transportation network encompasses about 21,000 route miles of track in 23 states, the District of Columbia and the Canadian provinces of Ontario and Quebec. Our transportation network serves some of the largest population centers in the nation. Nearly two-thirds of Americans live within CSX’s service territory.”

Explore CSX’s “About CSX” Commercial Website

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          “CSX in West Virginia”

“CSX Operations in West Virginia:

• Operates and maintains nearly 2,030 miles of track*
• Maintains nearly 1,600 public and private grade crossings
• Handled nearly 1.7 million carloads of freight on the state’s rail network
• At the end of 2014, CSX employed more than 1,600 people
• Throughout 2014, CSX reported nearly $140.1 million in compensation for employees**
• In 2014, CSX invested more than $95.5 million in its West Virginia network.
• [See CSX Website for more current information]

CSX Facilities in West Virginia:

• Major rail yards in Charleston, Huntington, Logan, and Parkersburg
• TRANSFLO terminals in Clarksburg, Fairmont, and South Charleston
• Huntington Locomotive Shop in Huntington
• Division Headquarters in Huntington   — (The Huntington Division was eliminated in 2016, though many administrative employees remain.)
  

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          “CSX Pride in Service Commemorative Locomotives”

“Learn about the team and process behind the Spirit of our Armed Forces and the Spirit of our First Responders locomotives painted by CSX railroaders in celebration of our CSX Pride in Service community investment initiative.”    (3:32/2019/CSX Transportation)

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      “Norfolk Southern”

“The Thoroughbred of Transportation”

“As a leading transportation provider, Norfolk Southern operates 20,000 route miles in 22 states and D.C., supports international trade with service to every major Eastern seaport, 10 river ports, and nine lake ports, and operates the most extensive intermodal network in the East.”

Explore “Norfolk Southern” Commercial Website

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    “Passenger Railroads”

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      “Intercity Service” – AMTRAK

“The National Railroad Passenger Corporation, Amtrak, is a corporation striving to deliver a high quality, safe, on-time rail passenger service that exceeds customer expectations. 

“Amtrak, the national rail operator, connects America in safer, greener and healthier ways. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day — at speeds up to 150 mph — to more than 500 destinations. Amtrak also is the operator of choice for state-supported corridor services in 15 states and for four commuter rail agencies.”

Explore “AMTRAK” Website

Explore AMTRAK’s “West Virginia 2016 Economic Impact Brochure” pdf

Explore AMTRAK’s “West Virginia 2016 Fact Sheet” pdf

Explore AMTRAK’s “West Virginia 2017 Fact Sheet” pdf

Explore AMTRAK’s “West Virginia 2018 Fact Sheet” pdf

Explore AMTRAK’s “West Virginia 2019 Fact Sheet” pdf

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          “The Cardinal” – AMTRAK

New York – Washington, DC – Cincinnati – Indianapolis – Chicago

“The Cardinal operates between New York and Chicago three days a week, offering unforgettable views of the Southeast’s stunning natural beauty. You’ll see gently rolling horse country, the Blue Ridge and Allegheny Mountains, the Shenandoah Valley, and the wild white-water rivers of West Virginia as they can only be seen by train. Heading westward, the train rolls along the banks of the mighty Ohio River — from the quaint towns of Ashland and Maysville, to the skyline of Cincinnati. From there, your journey continues to Indianapolis, and then northward to Chicago.”

Explore AMTRAK’s “The Cardinal” Website

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            “Stunning Natural Beauty” – The Cardinal Route Guide

“From twinkling Northeast cityscapes to famous Civil War battlefields; from the Blue Ridge Mountain chain and the Shenandoah Valley to West Virginia’s wild and wonderful whitewater rivers; from the fabulous window on geologic history at the New River Gorge to the Kanawha River’s thunder over wide, 20-foot high waterfalls; from quiet coal mining towns to the beautifully illuminated nighttime skyline of Charleston, the capital city, and on to Chicago – the Cardinal takes you on an unforgettable journey through history and adventure.  The Collis P. Huntington Railroad Historical Society narrators provide historical and sightseeing commentary on select Cardinal trips eastbound from Charleston to Clifton Forge, VA.”

Explore “The CARDINAL ROUTE GUIDE” – (2009) (pdf)

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          “The Capitol Limited” – AMTRAK

Washington, DC – Pittsburgh – Cleveland – Chicago

“The Capitol Limited train runs daily between Washington, DC and Chicago. You’ll follow the historic B&O line on your journey through the Potomac Valley, past historic Harpers Ferry and the Allegheny Mountains into Pittsburgh and then across Ohio and Indiana into the center of Chicago. On select dates, the Capitol Limited has a seasonal, onboard Trails & Rails program operating between Cumberland, MD and Washington, DC and is hosted by the Chesapeake and Ohio Canal and the Harpers Ferry National Historical Parks.”

Explore AMTRAK’s “The Capitol Limited” Website

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            “An Historic Journey” – The Capitol Limited Route Guide

“Combining impressive geologic formations, man-made wonders and rich American history, this route is rife with feature attractions between the “City of Broad Shoulders” and its terminus in the nation’s capital and city of magnificent monuments, Washington, D.C. From orderly farms in the heartland to spectacular views of the mountains above Pennsylvania and West Virginia valleys, the scenes are unforgettable. Today, their quiet beauty belies the ferocity of the many Civil War battles fought in and around the area. From striking rock formations to national historic landmarks, the Capitol Limited presents a journey upon which you will continue to reflect for some time to come. So relax and enjoy this unique view of Americana from your picture window!”  

“Amtrak’s Capitol Limited was named after the former Baltimore & Ohio Railroad’s flagship passenger trains — for many years the choice of travel between Chicago and Washington.”  

Explore “The CAPITOL LIMITED ROUTE GUIDE” – (2010) (pdf)

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      “Commuter Service” – MARC

“Maryland Rail Commuter (MARC) train service operates Monday through Friday between Martinsburg, WV and Washington, DC. The West Virginia State Rail Authority maintains stations at Harpers Ferry and Duffields.”

Explore “MARC” Website

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      “Tourist Trains”

“West Virginia offers numerous tourist trains throughout the state. Whether you are satisfying your wild side or simply looking for a relaxing time with the family, one of the following tourist trains excursions will have something just for you.”

• Cass Scenic Railroad
• Durbin and Greenbrier Valley Railroad
• New River Train — The New River Train no longer operates – it has been replaced by The Autumn Colors Express
• Potomac Eagle

Explore West Virginia DOT’s “Tourist Trains” Website —  includes links to each Tourist Train

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        “West Virginia Tourist Trains Association”

“Before the turn of the 20th century the state’s coal, timber, oil and natural gas were nearly inaccessible. Railroad construction allowed access to these resources, the materials that drove the nation’s Industrial Age.

“The Baltimore & Ohio Railroad (B&O) is the nation’s oldest line, and more than half of it is within West Virginia’s borders. During the Civil War, the B&O was so important that both the Union and the Confederacy fought to keep it from falling into the other side’s hands.

“As American factories became mechanized, the Chesapeake & Ohio Railroad (C&O) hauled coal to heat the furnaces. The C&O also produced the legend of the “steel drivin’ man” John Henry. Today that legend is memorialized with a monument near Talcott, W.Va. The C&O Heritage Museum is housed in a newly-refitted depot in Huntington.”

Explore “WV Tourist Train Association” Website     — << As of late 2016, the website has been deactivated and, apparently,  the WV Tourist Train Association no longer exists.>>

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        “Tourist Trains of Wild & Wonderful West Virginia”   (10:33/2012 / Doug Obert)

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        “Cass Scenic Railroad Postcard”

“The sights and sounds of a trip to Whitaker Station on West Virginia’s Cass Scenic Railroad. This piece was produced by Chuck Frostick for the show “Outlook” on WVPBS.”   (2:50/2008 / WV Public Broadcasting)

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        “From Elkins to Durbin”

“Producer Glynis Board takes a scenic trip from Elkins to Durbin, W.Va., on the Durbin and Greenbrier Valley Railroad. This piece aired Jan. 17, 2008, on the program Outlook.”   (6:49/2008 / WV Public Broadcasting)

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WATER TRANSPORTATION

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    “The Role of the River in the Development of West Virginia Commerce”

“In the beginning there were pre-historic settlements along the Ohio and all its tributaries. These inhabitants, and later the Shawnee, traveled the river in canoes in search of food and an easy transportation to points along the river. They lived in relative quiet until 1660 when Sieur De La Salle, looking for the Pacific, found his way to the banks of the Ohio River. With him, and those who followed, came trade, conquest, and the desire for profit. At first there were only small bands of explorers and trappers. That started to change in 1729 when the British completed the first survey of the Ohio [and] adjoining rivers and streams from Quebec to Louisiana. Both the French and the British governments took great interest in the Ohio River Valley. Both governments started to encourage the settlement to beef up their claims to the territory. War ensued, and the British ended up with a very lucrative piece of property . . .”

Explore West Virginia Historical Society’s “The Role of the River in the Development of West Virginia Commerce” Article to continue reading

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    “US Army Corps of Engineers”

“Navigation systems across the United States, and especially in this region, significantly contributed to the growth and economic prosperity of our Nation. For centuries, settlers in the Ohio River basin used the system of rivers in the region to expand commerce and industrial enterprise. Navigation structures are necessary to make inland waterways viable, year-round transportation corridors. Prior to the construction of the locks and dams in the region, some river depths were less than 12 inches at times during the year and would not support commercial or pleasure boat traffic.”

Explore “US Army Corps of Engineers” Website

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      “Who Uses the Rivers” – “Why We Need Locks and Dams” – “How Locks & Dams Work”

“Navigation systems across the United States, and especially in this region, significantly contributed to the growth and economic prosperity of our Nation. For centuries settlers in the upper Ohio River basin used the system of rivers . . .to expand commerce and industrial enterprise. However, it was not until 1824 that Congress tasked the Corps of Engineers with improving navigation on the Ohio River.”

Explore USACE’s “Navigation” Website includes: Who Uses the Rivers – Why We Need Locks and Dams – How Locks & Dams Work

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      “How Canals and Locks Work”

Whether on a canal or river, locks work in the same way.    (0:55/2009 / dan izzo)

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      “Locking Through: A Guide for Navigating Locks and Dams”    (2:58/2013 / Friends of the Riverfront-Pittsburgh)

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      “Locks & Dams – Navigation Projects”

“Navigation was the Corps of Engineers’ earliest Civil Works mission, dating to Federal laws in 1824 authorizing and funding the Corps to improve safety on the Ohio and Mississippi Rivers and several ports. The Corps provides safe, reliable, efficient, and environmentally sustainable waterborne transportation systems (channels, harbors, and waterways) for movement of commerce, national security needs, and recreation.”

“From the days of wooden wicket dams to today’s modern technology, improving and maintaining the navigability of our nation’s waterways has been a priority for the U.S. Army Corps of Engineers.”

Explore USACE Pittsburgh District’s “Navigation” Website

[Several of these dams now have hydroelectric generating facilities.  Locks and dams were also located on the Coal, Big Sandy, Tug Fork, and Little Kanawha Rivers, though all have have been removed or fallen into disrepair.]

<<For USACE Flood Control Lakes and Dams, see MH3WV’s “National Parks, Forests, More” page.>>

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        “Ohio River”

“The U.S. Army Corps of Engineers began improving the Ohio River in 1824 by dredging sandbars and removing snags. The first lock and dam was completed in 1885 about five miles below Pittsburgh, and 12 more were built in 1910. Channelization of the river was completed in 1929 with 50 lock and dam structures in operation. This system was later replaced by a high rise system of 20 dams, seven of them on the West Virginia owned section of the Ohio.”

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          “New Cumberland Locks and Dam”

“New Cumberland Locks and Dam is located on the right descending bank of the Ohio River, just off Ohio State Route 7 at the small town of Stratton, OH. Across the river and two miles downstream lies New Cumberland, WV, the originally planned site of the lock and dam, and hence its namesake.”

Explore USACE’s “New Cumberland Locks and Dam” Website

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          “Pike Island Locks and Dam”

“The lock chambers lie on the West Virginia side of the Ohio River along West Virginia Route 2, just north of the Warwood district of the city of Wheeling, WV”

Explore USACE’s “Pike Island Locks and Dam” Website

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          “Hannibal Locks and Dam”

“The locks are directly across from the town of New Martinsville, WV”

Explore USACE’s “Hannibal Locks and Dam” Website

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          “Willow Island Locks and Dam”

“3.4 miles upstream from Waverly, WV”

Explore USACE’s “Willow Island Locks and Dam” Website

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          “Belleville Locks and Dam”

“0.5 miles below Belleville, WV”

Explore USACE’s “Belleville Locks and Dam” Website

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          “Racine Locks and Dam”

“1.5 miles downstream from Letart Falls, OH”

Explore USACE’s “Racine Locks and Dam” Website

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          “Robert C. Byrd Locks and Dam”

“9 miles below the City of Gallipolis, OH”

Explore USACE’s “Robert C. Byrd Locks and Dam” Website

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      “Great Kanawha River”

“The Kanawha River is West Virginia’s largest inland waterway. Most history books and maps refer to it as the ‘Great Kanawha River’”.

Explore The Great Kanawha River Navy’s “Great Kanawha River” Website

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          “London Locks and Dam”

“About 2 miles downstream from Montgomery, WV”

Explore USACE’s “London Locks and Dam” Website

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          “Marmet Locks and Dam”

“Marmet, WV  –  Marmet Locks and Dam are currently the busiest locks in the Ohio River System in terms of commercial lockage cuts.”

Explore USACE’s ‘Marmet Locks and Dam” Website

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          “Winfield Locks and Dam”

“31.1 miles above mouth of river at Winfield, WV”

Explore USACE’s “Winfield Locks and Dam” Website

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      “Monongahela River”

“Nine navigation structures [three in West Virginia] provide for year-round navigation on the Monongahela River between Pittsburgh, PA, and Fairmont, WV”

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          “Opekiska Lock and Dam”

“Opekiska Lock and Dam is located at river mile 115.4, about 7 miles northeast of the city of Fairmont.”

Explore USACE’s “Opekiska Lock and Dam” Website

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          “Hildebrand Lock and Dam”

“Hildebrand Lock and Dam is located at river mile 108.0, six miles southwest of the city of Morgantown and near Hildebrand and Round Bottom.”

Explore USACE’s “Hildebrand Lock and Dam” Website

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          “Morgantown Lock and Dam”

“Morgantown Lock and Dam is located at river mile 102.0 at the city of Morgantown.”

Explore USACE’s “Morgantown Lock and Dam” Website

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    “WVU’s PRT – Personal Rapid Transit”

“The Personal Rapid Transit (PRT) system is a unique and easy-to-use transportation solution for WVU students, faculty, staff, and the Morgantown community. There are five stations: Walnut Street Downtown; Beechurst Avenue for the Downtown campus; Engineering Sciences; the Evansdale Residential Complex; and Health Sciences. Powered by electric motors, the computer-driven cars arrive at your station within five minutes after you swipe your Mountaineer Card or employee ID.”

Explore West Virginia University PRT’s “Home” Website

Explore West Virginia University PRT’s “About the PRT” Website

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      “Pod Cars of the Past and Future: The Morgantown PRT”

“The Morgantown Personal Rapid Transit system threads its way through West Virginia University, taking thousands of people a day around the campus, non-stop. It’s a system that was meant to be the future: so why isn’t it?”     (4:44/2016 / TomScott)

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      “Morgantown PRT End to End”

“This ride is end to end, southbound, on the Morgantown Personal Rapid Transit system, linking the various campuses of West Virginia University and downtown Morgantown. WVU students and staff ride for free – others pay 50¢. There’s a good article on this on Wikipedia of course…”    (9:46/2008/Craig White)

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      “The Other Direction – In Fast Forward – With Captions!”

“Morgantown PRT: A time lapse.  Morgantown, West Virginia, has one of the most unique rapid-transit systems in the world. On 10 April 2012, we took a trip there to check it out. Here’s a taste.”    (3:12/2012/DialannTV)

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      “A Ride of the Future, 1977”

“A Ride of the Future,” produced in 1977 by Ellis Dungan for West Virginia University, looks at the development of the university’s PRT system.    (17:42/2013/wvarchivesandhistory)

 

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WV Air Transportation/ WV Highway Transportation / WV Railroad Transportation/ WV Water Transportation

West Virginia Air / Highway / Railroad / Water Transportation

WVU PRT / West Virginia University Personal Rapid Transit / Morgantown PRT

WV West Virginia Covered Bridges   Covered Bridges in West Virginia WV

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