Railroad History Archives - Page 23 of 23 - The Trackside Photographer

Posted on August 11, 2016January 8, 2017 by admin

Railroad Town:
Nitro, West Virginia

Bess_1 — View Looking North along First Avenue and the Kanawha & Michigan tracks.
Bill Wintz collection.

At its beginning, the city of Nitro was not considered a railroad town. Prior to the 1880s, Nitro was just another tract of land along the east side of the Kanawha River. However, the construction of the railroad through this undeveloped area played a significant role in its development a year before the end of World War I.

The history of the railroad through Nitro began with the construction of the Atlantic & Northwestern Railroad Company(A&NW) which was originally chartered as the Guyandotte & Ohio River and Mineral Company on February 28, 1872. The name was changed to A&NW on April 1, 1881 and it was during this year that right of way was acquired to build the railroad. The following year, the A&NW was acquired by what was then the Ohio Central Railroad which had a line into Ohio northwest of Point Pleasant, WV. The Ohio Central went into receivership on October 31, 1883 and the portion of the Ohio Central in West Virginia became the Kanawha & Ohio Railway. The Kanawha & Ohio went into receivership on February 19, 1889 after which emerged the Kanawha & Michigan Railway.

The Kanawha & Michigan(K&M) was incorporated on April 25, 1890. On July 1 of the same year the K&M purchased the Charleston & Gauley Railway from Charleston to Dickinson. The K&M extended the line to Gauley Bridge where it connected with the C&O and began operations on August 21, 1893. Thus the K&M had a route from Corning, OH, (approximately 52 miles southeast of Columbus) to Gauley Bridge, a distance of 163 miles.

During its first 10 years of existence, the Kanawha & Michigan was controlled by the Toledo & Ohio Central Railway(T&OC), however, the K&M remained independently operated. Around 1900 the K&M came under control of the Hocking Valley Railway. It was during this period that the K&M was upgraded to handle the requirements of transportation for that period. Then in March, 1910 the Chesapeake & Ohio obtained half ownership of the K&M from the Lake Shore & Michigan Southern, which was affiliated with the New York Central Railroad. By June of 1914, the C&O sold its 50% interest in the K&M to the T&OC because of anti-trust actions brought by several railroads including the New York Central. The K&M remained an independently operated company through the first World War.

The United States’ involvement in WWI created a great and sudden demand for gunpowder. The government needed a location to build a plant and Nitro was selected tops among two other locations which were Nashville, TN and Louisville, KY in that order. Production at the Nitro and Nashville plants exceeded demands such that the proposed plant at Louisville was not needed. It is interesting to note that among the criteria called for in the Deficiency Appropriations Act” (passed by the US Congress on October 6, 1917) for the location of a plant was access to rail and water transportation, the availability of raw materials and the lay of the land. Nitro met those qualifications with the Kanawha & Michigan railroad, the Kanawha River and the 1,772 acres of land available for the plant and housing for the workers.

Ground was broken on December 23rd, 1917 at the site of the present Nitro City Park for the construction of the first of twenty-seven 200 person barracks. Construction of Explosives Plant “C” as it was known was also about to begin. During the 11 months that construction was ongoing, it was estimated that as many as 110,000 or more workers were on the payroll but there were never more than 19,000 on any given day. Turnover rate however was extremely high. The average worker stayed on the job for 40 days.

Receiving yard - Nitro West Virginia - 1918 — Receiving yard – Nitro West Virginia – 1918
Bill Wintz collection.

The Kanawha and Michigan was in place at the right time and certainly played a big roll in getting supplies and workers into this “boom” town. The government compiled a comprehensive report of railroad car loadings. A total of 37,236 cars were received at Nitro which worked out to an average of 104 cars per day. This included 4,339 carloads or 110,152,000 board feet of lumber unloaded. It was recorded that 141 carloads, or 31,000 kegs of nails were purchased, along with 4,634 picks and 15,879 shovels. In addition, 2,023 wheelbarrows and 2,225 carloads of common bricks were shipped to Nitro for use in constructing smoke stacks and buildings.

There was no laundry plant in Nitro so the laundry had to be shipped out by rail to places that had laundries like Charleston, Huntington and even Parkersburg. Also there were no bakeries, so bread was shipped by rail from facilities in Huntington and Charleston. They did a tremendous business shipping as much as 14,000 loaves of white bread and 3,000 loaves of Italian bread daily.

Because of the large amount of food and materials required, larger distribution centers were tapped. Meat, poultry and general supplies came from St. Louis, Chicago and New York; butter, eggs and cheese from Cincinnati; fish and oysters from Norfolk. Fruits and vegetables were shipped in from the south and west. In all a total of 1,132 carloads of the items listed above were received in Nitro in 1918.

U.S. Government Switch Engine - Nitro, West Virginia - 1919 — U.S. Government Switch Engine – Nitro, West Virginia – 1919
Bill Wintz collection.

The Kanawha & Michigan operated four through passenger trains between Columbus, OH and Charleston. It is interesting to note that all trains were designated with odd numbers. The usual convention was for eastbound and northbound trains to carry even numbers and westbound and southbound trains odd numbers. There was a depot in the southern part of Nitro named Lock Seven. The Nitro depot was located in the northern part of town and was moved in 1925 to the foot of 21st Street where it stood until it was demolished in 1967. A new building across the yard replaced the old depot and is still in use.

dsc_0447_web — In this 1925 photograph, the Nitro Depot is on blocks in the process of being moved to its new location on 21st Street.

Old Depot - Nitro, West Virginia - 1966 — Old Nitro Depot in 1966 – Used *strictly* as a yard office after passenger service ended in the early 1950’s.

Old Depot removed - Nitro, West Virginia - 1967 — Old Depot removed – Nitro, West Virginia – 1967

The end of World War I in November, 1918 brought on great celebration but also brought a sudden halt to the production of gunpowder. At that time, Explosive Plant “C” was producing 350 tons a day and 90% of the town was completed. Within two weeks after the end of the war nearly 12,000 people had moved away. The plant was gradually shut down and eventually it and the housing was surplussed and then sold to a group of investors approximately a year later for $8,551,000. People who elected to stay were allowed to buy houses and Nitro was on the way to becoming a self-sustaining community. The city of Nitro was incorporated in 1932.

The Kanawha and Michigan did its job to keep supplies and people moving in and out of Nitro through the 11 months of the war. However things were beginning to change for the railroad. On January 1st, 1922, the Toledo and Ohio Central began leasing the K&M, and on that very same day the T&OC was leased to the New York Central Railroad. Thus the mighty NYC began making its mark in the Kanawha Valley. On June 30th, 1938, the K&M was merged into the T&OC and on June 30, 1952 the T&OC was merged into the NYC thus giving it full ownership.

By 1921 Nitro had become an attractive location for a number of chemical companies and other types of businesses. One of the first to locate there was The Viscose Company, later American Viscose. It originally manufactured cotton linters, an ingredient used in gun powder but later turned to manufacturing rayon fibers. Afterwards other plants began operations including Monsanto, Ohio Apex, General Chemical, the Nitro Pencil Company to name a few. The plants provided much business for the railroad from this time into the 1980s when many of the plants were gradually closing down.

Old Depot removed, new depot in background - Nitro, West Virginia - 1967 — Old Depot removed in 1967 with new yard office in background.

New New York Central yard office building and the remains of one of the many smokestacks built for the explosives plant – 1967

The New York Central served Nitro and the Kanawha Valley for a little over 46 years, but on February 1st, 1968 a new era began when the NYC merged with its rival the Pennsylvania Railroad to form Penn Central Transportation Company. Two years later Penn Central declared bankruptcy, setting the stage for the formation of Conrail on April 1st, 1976, from PC and six other bankrupt railroads in the northeast. The old NYC line through Nitro became part of the West Virginia Secondary of Conrail. Business was fair with merchandise trains, through coal trains from mines in Kanawha and Nicholas counties, and chemicals from other plants in the Kanawha Valley. There was enough business in Nitro to keep the yard operating but not up to the volume of cars that were handled between the 1920s and the late 1970s.

New York Central SW-9 #8999 - Nitro, West Virginia - 1966 — New York Central SW-9 #8999 – Nitro, West Virginia – 1966

Conrail was government owned at its startup but by 1987 it was returned to the private sector. Ten years later Conrail was jointly acquired by the two other eastern carriers, CSX Transportation and Norfolk Southern Railway. On June 1st, 1999, NS began operating the West Virginia Secondary.

Conrail locomotive with the yard office in the background — Former Conrail B36-7 locomotive at the Nitro yard office displaying its new Norfolk Southern number a few months after the NS takeover.

Between 2011 and 2015 Norfolk Southern claimed business on the Secondary had declined 57 percent. Part of the decline was attributed to a decrease in the shipment of coal as power generating stations switched from coal to natural gas. Also chemical traffic and other types of traffic declined as well. Because of this, Norfolk Southern decided in February, 2016 to discontinue the two daily (one each way) trains between Dickinson Yard, near Charleston, and Columbus, Ohio. Freight for Nitro and other points in the Kanawha Valley was rerouted on other NS lines to Deepwater on the former Virginian Railway. No trains operated north of Nitro except occasional one or two car movements to Point Pleasant for interchange to CSXT.

On May 20th, 2016 WATCO Companies, a holding company that owns 35 short line railroads in the United States agreed to lease the West Virginia Secondary (except the first seven miles out of Columbus, OH) from Norfolk Southern. In their press release, The Kanawha River Railroad, LLC, a subsidiary of WATCO, said they plan to return daily through freight service between Columbus and Dickinson Yard through Nitro. Kanawha River Railroad will also lease 53 miles of the former Virginian Railway between Deepwater and Maben. The lease will take effect sometime in July, 2016. This is certainly good news for Nitro and the Kanawha Valley.

While this article is geared toward the railroad’s service to Nitro, resources are available that detail the history of Nitro. One is Nitro-The World War 1 Boom Town by William D. Wintz. Another source that was very helpful in writing this article is The Kanawha & Michigan Railroad – Bridgeline to the Lakes 1888-1922 by Donald L. Mills, Jr. The City of Nitro website cityofnitro.org has more detailed information as well.

Doug Bess – Photographs and text Copyright 2016
See more of Doug’s work at WVRails.net

Posted on August 4, 2016January 8, 2017 by admin

A Job Well Done

A big event for the small town of Dresden, Maine

Derailments are a fact of life in railroading. Today teams of well equipped, well trained contractors wearing high visibility reflective vests are called in to help. Their specialized equipment makes quick work of most derailments and cleanups. But for many years, the railroads maintained wreck trains equipped with flat cars carrying replacement wheels and huge steam cranes, along with tool cars bringing everything, including the kitchen sink, to the scene.

In spring 1967, Maine Central (MEC) train B-12 was meandering on its usual run along the Kennebec River, just south of Dresden, Maine. This was a daily, routine trip from MEC’s Bangor interchange with the Bangor and Aroostook Railroad at Northern Maine Junction to Portland. Something went wrong—probably a broken rail or wheel, dragging equipment. or whatever—which resulted in about eight cars “on the ground.” Happily there was no leaking cargo or injuries. Once the damage was assessed, the engines took the front part of the train on to Portland, and the caboose and rear end of the train was towed back to Waterville and routed down the back road via Lewiston and on to Portland.

That left the derailed cars and damaged track to be dealt with by the Waterville wreck train, which was dispatched along with track and car department crews to get started on the delicate and dangerous job of re-railing the cars and clearing the line.

Dresden Wreck 0667 943 — Where to start?

Undercar springs not where they should be

Pictures of railroad accidents usually make the news, but photos of the crews doing the cleanup work, not so much. On this job, the crews working under the supervision of the wreckmaster have been careful and methodical in clearing the wreckage. The cleanup has gone well, and after working through the night, all the cars are back on the rails and ready to be towed back to the Waterville shops. New track is in place, and soon the railroad will be back to normal.

Dresden-Wreck-0667--950 — A job well done

Here’s the weary crew riding on the open deck of the tool car, just under the big hook’s boom. Their difficult job is complete, nobody got hurt, and you can tell by their tired but relaxed expressions that they are pleased with their work, and know the railroad is ready for tomorrow’s B-12.

Their faces reflect a job well done.

Posted on July 28, 2016July 4, 2019 by admin

Macro vs. Micro

Railroads are generally thought of as extremely large, heavy and powerful entities. Their primary design and function was to be able to travel great distances with the aid of engineered cuts, fills, bridges and tunnels that enabled locomotives and their cars the ease of crossing wide plains and tall mountain ranges with great speed and ease.

With this fact in mind, it is easy to understand why the vast majority of photographic and artistic attention has been dedicated to illustrating the drama and excitement of railroads and their locomotives while conquering these geographic barriers.

What I have chosen to examine in this edition is some of the inner workings of a few of the overlooked pieces of hardware that is, or was at one time, a vital part of making the drama and excitement of crossing those mountain ranges and desert plains possible. Lanterns, semaphores and incandescent bulbs were once widely used on every railroad in the United States, North America and elsewhere around the world. The advancement of technology, the LED and computer chip to name a few, has rendered all of these items undesirable and in some cases illegal. Most are no longer visible in the landscape of today’s mainline railroad environment.

SJC_6731_web — Interior of Lantern – Nevada Northern Railway

In 1908, the Corning Glass Works of New York developed Pyrex glass based on a request from the railroads to produce lantern glass that would not break when the hot glass was struck by rain or snow. Corning developed globes made from low-expansion glass that could withstand the abuses of weathering and rough handling by employees who readily broke the flint type glass globes of previously manufactured lamps and lanterns. Pyrex was later developed for use in switch lamps to act as a heat deflector and also to prevent the wind from blowing out the flame inside of the lamp housing. Pyrex was introduced to the public in 1925 and became universally accepted as tough, durable cookware that has since been used in millions of homes around the world. This photo is a study of a lantern at the Nevada Northern Railway that I made in 2009.

SJC_SP_Style-B-Roseburg_web — Union Switch & Signal Style B Semaphore

The Union Switch & Signal Style B semaphore was once the preeminent choice of signaling for railroads such as the Southern Pacific and Union Pacific. Developed in the latter part of the 19^th century, the lower quadrant semaphore was a major step forward in railroad signaling and therefore the device quickly became synonymous with safe rail travel. The Southern Pacific even used a graphic version of the Style B semaphore surrounded by their familiar circular company logo. The particular signal in this photo was once located on the Southern Pacific’s Siskiyou line through Oregon at milepost 623.7 near Cottage Grove, Oregon. The shot was made in September 2000 shortly before many of the Style B’s were removed from service.

SJC_USS_Style_B-0912A_web — Interior of drive system – Style B Semaphore

Resembling a somewhat advanced version of one of A.C. Gilbert’s Erector Sets, we’re viewing a close up study of the inner workings of the venerable Style B reduction gear and chain drive. This is the drive system that when actuated by current, regulates the position of, in this case, the “Home” and “Distance” aspects displayed by the spectacles and blades. This is part of a series of photos I made exclusively for The Trackside Photographer in June of 2016.

SJC_USS_Style_B-1059A_web — Motor – Style B Semaphore

The heart of the Style B semaphore is its motor. This relatively small motor is capable of lifting the two 20 ft connecting rods, both of the heavy cast iron spectacles and the porcelain covered blades into the proper aspects as dictated by the current sent through the code line. The reduction gears are a great aid in enabling this low voltage motor to have the ability to lift the heavy apparatus. The glass bezel has been removed in order to reveal the fine craftsmanship of this century old signal in what was really one of the first steps in electro-mechanical robotics.

Concentric circles radiating outward from the filament inside this US&S Style R signal are a result of viewing the device from the open rear service door of the signal. The circle effect is caused by the Fresnel lens of Kopp Glass heritage. As glass bulbs with tungsten filaments eventually replaced kerosene illuminated signals and switch-lamps, the glass bulb is being nudged aside by the Light Emitting Diode or LED. For almost 100 years, the bulb was the heart and soul of every type of railroad signal imaginable. From CPL to wig wags, they all employed some form of the bayonet mount signal grade bulb. This image was made from a signal in my small collection displayed in my own back yard, which is why I was able to leisurely create this view.

An Adams & Westlake hand lantern once used on the Denver & Rio Grande Western is probably no stranger to cold snowy evenings. The many years of use and abuse by brakeman and conductors alike is obvious in the state of its dilapidated top and disconnected bar still circling and protecting the fragile glass globe that has also seen better days. But what character this piece of railroad history has! I’m sure if it could talk it would speak of tall tales of harrowing adventures, swinging at the end of a caboose or a galloping goose while winding in and out of the highest passes the Rocky Mountains had to offer. This photo was made during one chilly evening in the relative safety of the East Ely Yards of the Nevada Northern Railway in February of 2009.

Adams & Westlake, also known as Adlake, offered to their railroad customers many styles and variations of kerosene burning switch lamps. The large fuel tank seen at the bottom of the lamp would hold enough fuel for the flame to burn for many hours without a refill. Of course you would still need someone to light the flame in the evening and put it out in the morning. As you can imagine, it was quite a labor intensive activity to keep entire railroad yards full of these lamps fueled and illumined every night of the year regardless of adverse weather conditions one may encounter while preforming this duty. Many yard track switches are still protected by lamps but have long since converted to electrically powered devices such as the US&S ES (electric switch) 20. But even these signals are now, or have been, replaced by signals using LED illumination. Recently I was in Japan and saw an example of what appeared to be an Adlake type switch lamp. However this particular model was sporting LED’s in place of the traditional colored glass rondels. The photo above was made at the Nevada Northern Railway in February of 2009 with the kind permission of the director of the railroad.

SJC_7079_web — Switch Lamp and Hand Lantern

Switch lamps are often times used as a foreground element but seldom are they the primary concern in the composition. This observation was a motivating factor in creating the last few images seen in this edition. In order to accomplish a series of images concentrating on these devices, I needed two elements to come together simultaneously. First, I needed access to a railroad that would allow this sort of photographic activity on their property and secondly, I needed access to a collection of kerosene burning lanterns and lamps. I found both of these requirements conveniently located in one place: the Nevada Northern Railway (NNRY) in Ely, Nevada. Every February for the last ten years I have conducted the night photo shoots at the railroad. But the evening photo shoots only took place during one evening out of the three days the event was being held, leaving at least two other nights available for other activates. With the kind permission of the management of the NNRY, and after the locomotives and rolling stock were all tied up for the night, I set out in the early hours of the evening to start making exposures just as the sun set behind the mountains to the west of town. Fresh snow and azure blue skies formed the perfect backdrop to show off the dramatic and vibrant colors of these old lamps. We actually used kerosene to light the lamps and lanterns, and at least one flashlight to rim light the dark, rusty bodies of the lanterns for better separation against some of the muted colors of the buildings in the background. Since 2009, when I first started doing this series, I think I’ve produced about twenty five images where lamps and lanterns are the primary element in the photo. The lamp in the image above is an example of a competitor to the Adams & Westlake Co, The Dressel Railway Lamp and Signal Company, with the D&RGW hand lantern by its side.

I have enjoyed a good long run photographing railroads and trains. As with any endeavor you wish to master, you must start with simple compositions. Perhaps it’s simply shooting the train at the station or the train at the grade crossing, or maybe it’s shooting a train while crossing a bridge. Capturing images like these help master your technique, learning shutter speeds, f-stops and framing. These are all basic elements in the process of learning to document the world around you as you see it, in your time and place.

I’m very grateful for the efforts of those photographers that preceded me. Their mastering of rail related subjects to the point where I was inspired enough to imitate them is the basis of my work today. Then at some point in the game, one develops the desire to express something more than shooting the train at the station, the crossing or the bridge. You search for other subject material that challenges you to create your own mark, you own style that hopefully will inspire others to document and create their own vision with whatever image-capturing devices the future holds for them.

For the most part, I think I have accomplished everything I needed to accomplish in shooting kerosene lamps at night in the snow. I’ve moved on to explore other subjects in railroading. Maybe they’ll show up here on this site in some future edition of The Trackside Photographer.

Steve Crise – Photographs and text Copyright 2016
See more of Steve’s work at www.scrise.com

Posted on July 14, 2016January 8, 2017 by admin

The Eads Bridge
St.Louis, Missouri

Overview - Eads Bridge, St. Louis, Missouri — Overview – Eads Bridge, St. Louis, Missouri

The Eads Bridge in Saint Louis, Missouri crosses the Mighty Mississippi in the shadow of the Gateway Arch, and is one of the most iconic bridges in the United States. In addition to being the oldest bridge across the Mississippi at St. Louis, it continues to serve significant commuter rail traffic between East St. Louis and St. Louis.

The bridge was first conceived in 1867, with construction beginning the same year. James B. Eads was chosen to design the bridge. Although he had no prior experience in bridge building, all parties involved felt confident he could restore St. Louis to its former glory with the new bridge. The first challenge was the regulations of the Mississippi River. Steamboat Companies set unheard of restrictions for bridge building, which would require the radical design that exists today. The design chosen was an arch, with three spans. These arches would be constructed of iron tubes, and set upon masonry piers and abutments. The Keystone Bridge Company did the fabrication for the owner, the Illinois & St. Louis Bridge Company.

Once construction began, the bridge would see an immense number of challenges. The first involved the depth in which the piles would be driven. Caissons were driven nearly 100 feet below the river surface. The process by which this happened killed 13 men, and paralyzed another 2. It involved putting compressed air in the caisson, and filling it with stone until bedrock could be hit. In addition, once work on the arches began, the superstructure could not be constructed with falsework. Instead, a cantilevered technique was used which involved “launching” from the piers. The spans would meet and be completed in the middle. On July 4th, 1874 the bridge was dedicated. President Ulysses S. Grant dedicated the bridge, while General William T. Sherman drove the golden spike. The bridge was constructed with two decks, one for rail and one for road. The approaches consisted of stone arches of various sizes and shapes.

Despite the accomplishments and achievements of the bridge, it was bankrupt within the year. Railroads boycotted the bridge because of poor planning and access to it. When the bridge was finally sold to the Merchants Exchange during bankruptcy, it went for about 1/5 of the original estimated worth. This caused the Bank of Missouri to fold, and led to the indictment of several officials involved with the bridge. However, Eads did not face trouble.

The Merchants Exchange eventually lost control of the bridge to the Terminal Railroad Association in the late 1880s. Fearing a monopoly of the river crossings, this led to the construction of the equally impressive Merchants Bridge upstream.

Modified arch – Eads Bridge – St. Louis, Missouri

By the 1970s, the rail deck would be abandoned and unused. In 1989, the bridge was exchanged for the MacArthur Bridge downstream with the City of St. Louis. Modern trains were too large for both the bridge and approach tunnels. However, in 1993, the MetroLink Light Rail began operations on this corridor. This put the bridge back into service for rail traffic. At the same time, the road deck was closed for reconstruction. It reopened in 2003.

West Approach - Eads Bridge - St. Louis, Missouri — West Approach – Eads Bridge – St. Louis, Missouri

In 2016, the bridge is considered to be one of the most significant engineering achievements ever. The largest arch is 533 feet long, nearly 200 feet longer than the previous longest arch. The caisson construction also was highly significant. Because of the bridge’s historic importance, it was dedicated as a National Historic Landmark in 1964, and added to the National Register of Historic Places in 1966. Despite all the recognition, it has been renovated many times. Some of the original stone arch approaches have been replaced with newer spans, such as girders. The original highway approaches have been replaced as well. In addition, the bridge is undergoing another reconstruction in 2016.

Inside station - The Eads Bridge - St. Louis, Missouri — Inside station – The Eads Bridge – St. Louis, Missouri

Today it remains one of the strongest and most significant bridges ever built. It presently carries two tracks of MetroLink, with stations on both the west and east end. The bridge is one of the most iconic structures in the area, and perfectly complements the area down by the Gateway Arch.

Overview - The Eads Bridge - St. Louis, Missouri — Overview – The Eads Bridge – St. Louis, Missouri

John Marvig – Text and photographs Copyright – 2016
See more of John’s work at John Marvig’s Railroad Bridge Photography