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Northwestern Virginia Railroad: B&O's "Parkersburg Branch"

Published: January 29, 2025

By: Adam Burns

On February 14, 1851, the Virginia General Assembly granted a charter for the Northwestern Virginia Railroad. This endeavor aimed to construct a line connecting Grafton to Parkersburg (104 miles), both situated in today's West Virginia.

In 1852, Peter G. Van Winkle, who would later champion statehood and serve as a U.S. Senator, began his involvement with the railroad as its secretary. He eventually rose to the position of president, a role he held throughout the tumultuous years of the American Civil War.

The NV, although not as widely recognized today, played an instrumental role in connecting important economic regions and fostering regional development in its heyday. 

The system was acquired by the B&O in 1856 before its completion the following year.  Known as the "Parkersburg Branch," it became an important component of the Baltimore road, acting as part of its main line to St. Louis.

Despite spending millions in upgrades during the early 1960s to improve tunnel clearances for trailer-on-flatcar (TOFC) service, then-CSX elected to downgrade the route in 1985 and rails over the line were removed in 1988.

System Map (1868)

A system map of the Baltimore & Ohio from 1868, showing the Northwestern Virginia highlighted in blue. American-Rails.com collection.

Origins and Conception

The inception of the Northwestern Virginia Railroad dates back to the mid-1800s, a pivotal era in U.S. history characterized by rapid industrialization and expansion westward.

The idea for the railroad was born out of a need to connect the resources of the western counties of Virginia, which is present-day West Virginia, to the bustling markets and ports in the east. The rugged terrain and expansive forests rich with timber, coal, and other resources provided a lucrative motive for improving transportation infrastructure.

In the early 1850s, local businessmen and politicians began to seriously consider the construction of a railroad to better connect the west and east.

Their vision was to have a line starting from the Ohio River, connecting Parkersburg to the B&O at Grafton, which would ultimately link to broader networks reaching major cities like Baltimore and beyond. The B&O saw the Northwestern Virginia as another means of continuing its march westward while providing a more direct link to the Ohio River.

Timetable (1868)

Construction and Development

The NV began from Grafton, approximately 100 miles to the west of Cumberland, with construction kicking off in late 1852. While it was meant to operate independently, the NV got substantial financial backing from Baltimore.

By December 1856, the B&O had leased the property and the route was finished and opened to Parkersburg on May 1, 1857. Essentially, this turned the NV into B&O’s third branch, establishing Parkersburg as its second port on the Ohio River.

It was a very difficult construction through the Appalachian foothills, requiring a total of 22 tunnels between Clarksburg and Parkersburg.

B&O's Continued Expansion

When the B&O initially reached the Ohio River in 1852, plans for other railroads in Ohio, Indiana, and Illinois were already underway or in development. Key to B&O’s growth was the Central Ohio Railroad, established in February 1847 to construct a line from Columbus to Bellaire, just across the Ohio River from Wheeling.

Work began in 1852, wrapping up two years later. The Buckeye State saw several railroads constructed throughout the 1830s and 1840s, built to the so-called "Ohio gauge" of 4 feet, 10 inches, which was adopted by the Central Ohio adopted.

Formed in 1851 through the merger of two previously chartered lines—the Belpre & Cincinnati and the Franklin & Ohio—the Marietta & Cincinnati came to be. This line aimed to connect the Ohio River towns of Marietta and Cincinnati, providing a transportation option independent of relying on the river. Built to standard gauge, the M&C line opened in early 1857, coinciding with Northwestern Virginia's expansion to Parkersburg.

The B&O connected to both the M&C and Central Ohio via river ferry. Transferring cars to the M&C was straightforward since it used standard gauge. However, dealing with Central Ohio posed a challenge due to its different gauge, solved by simply opting for wider wheel treads.

On November 17, 1858, John W. Garrett took the helm as B&O’s seventh president, a position he would hold until 1884. Only Daniel Willard served longer as president. By the time Garrett stepped in, B&O had already stretched to the Ohio River, facilitating exchanges with other railroads.

While the fierce competition among New York, Philadelphia, and Baltimore that had led to the creation of the Erie Canal, Pennsylvania’s Main Line of Public Works, and the B&O persisted, the nation had evolved significantly since the late 1820s.

Three decades after B&O’s inception, the company found itself competing with railroads rather than canals. Both the New York Central and the Erie linked the Hudson River with Lake Erie. Meanwhile, the Pennsylvania Railroad bridged Philadelphia to the Ohio River at Pittsburgh.

As the territories transformed into the states of Ohio, Indiana, and Illinois, numerous railroads sprung up, connecting to these key Northeastern trunk lines. These railroads solidified the commercial bonds formed between the burgeoning states north of the Ohio River and the established Northeastern states.

Economic and Social Impact

The economic impact of the NV was profound. By linking to the B&O Railroad, it provided access to broader national and international markets. The surging demand for coal and timber from the region fueled both local and national industries.

Towns such as Grafton, Clarksburg, and Parkersburg became important stops along the line, each experiencing economic booms as a result of increased trade and mobility - in particular the oil and gas industry which sprang up during the latter 19th century.

The social ramifications were equally significant. The railroad not only provided jobs during its construction but also ongoing employment for many in the region through its operations.

It broke down the isolation of rural communities, ensuring that goods, news, and culture could flow freely, fostering a greater sense of unity and identity. With improved access to urban centers, educational opportunities expanded, influencing social structures and contributing to a gradual shift from agrarian lifestyles to more urban-centric living.

Legacy and the Modern Era

Today, the legacy of the Northwestern Virginia Railroad persists in various forms. Some sections of the original tracks have been preserved and are operational as part of modern rail services under different management, serving freight rather than passenger traffic.

Additionally, converted rail trails, where tracks have been removed and paths paved, offer recreational opportunities and preserve the historical significance of the routes.

For the areas once served by the railroad, it remains a symbol of industrial development and the transformative power of innovation.

Historically preserved sites and museums in former railroad towns celebrate this heritage, ensuring that the story of the Northwestern Virginia Railroad continues to be told to new generations.

Conclusion

The Northwestern Virginia Railroad was more than just a means of transportation. It was a catalyst for economic growth and social transformation in the mid- to late-1800s, reflecting the broader story of American expansion and industrial progress. While it may no longer operate in its original form, the railroad's historical contributions to regional development are undeniable and continue to be recognized today.

Despite its decline, the Northwestern Virginia Railroad exemplifies the essential role of railroads in the United States' growth and prosperity, marking an era where iron rails bridged the distances between isolated communities and vibrant economic hubs. Its history is not only a testament to human ingenuity and perseverance but also a reminder of how the past continues to shape the present.