Vol. 23, No. 2 April / June 2007  Issue Select 
Issue Details
Cover Title: The J Juniors
Cover Subtitle:
On the Cover: Mountain-type K-2 #125 was westbound in charge of #7 near Bonsack Virginia, on 4/14/1954. The K-2 and K-2a Mountain 4-8-2 classes were streamlined in 1945 and 1946, transforming them into J-Class 4-8-4 look-alikes. The streamlining made their appearance so similar to the J's that they became known as "J-Juniors". Streamlining was just the beginning, however, as these locomotives were extensively rebuilt, including such changes as larger tenders and higher steam pressure capabilities. Twenty-two of the K's were rebuilt, and the article covering the history and the changes to these locomotives begins on page 4.
Articles In This Issue
The J-Juniors - James N. Gillum
  Photo Class K2a #128 and #137 sit side-by-side at Roanoke Terminal on 7/1/1956. #137 looks to be in need of a run through the locomotive washer. From this view, these locomotives are virtually indistinguishable from their Class J 4-8-4 big brothers. (Bruce Meyer photo, N&WHS Archives collection)
  Photo Class K2a #130 was photographed in the yard at Hagerstown, MD, on 10/12/1956. The baby J's were handsome locomotives in their own right and gave yeoman's service to the the N&W. #130 was built by Baldwin in 04/1923 and served for almost 35 years until it was dismantled in 01/1958. (N&WHS Archives collection)
  Photo Class K2 #125 is in passenger service in its original dress. The Class K1 and K2 classes, as built, were distinguished and powerful-appearing machines even without shrouding. (N&W photo, N&WHS Archives collection)
  Drawing Dated 6/6/1938, this diagram of Class K2 and Class K2a 4-8-2 locomotives provides a view before rebuilding in 1944. Boiler pressure is shown at both 200 and 220 psi with the corresponding increase in tractive effort at the higher pressure. In this diagram, the driver diameter has not yet been increased from 69" to 70". Total length of the locomotive with the 23-ton, 16,000 gallon tender is 93' 5". (N&WHS Archives collection)
  Drawing This diagram is as of 3/24/1955: the J-Juniors complete with shrouding, 70" drivers and 30-ton, 22,000 gallon tenders. One distinguishing feature of the tenders for the J-Juniors versus their big brother Class J's was that the tenders were of riveted construction. The Class J tenders used welded construction. The total length of locomotive and tender was 100' 11". (N&WHS Archives collection)
  Photo Class K2a #136 was at Roanoke Shops on 5/9/1941. Eliminated in 1921 as an economy move, the practice of stenciling the name of the railway on the flanks of locomotive tenders was reinstated by President R. H. Smith in 1941. Locomotive #136 shows off its fresh new look. (N&W photo, N&WHS Archives collection)
  Table Table comparing Class K1 and K2 physical attributes
  Photo Class K2 #120 supplies the power for #22, the Cannon Ball, at Richmond, VA, on 7/22/1956. This was one of four Class K2s outfitted with ATC (#120-#123 were so equipped) in order to operate over the ACL from Richmond's Broad Street Station to Petersburg. The Cannon Ball ran from Richmond to Petersburg over the ACL, and carried a New York - Norfolk sleeper. By 1956, #22 was combined with The Cavalier, #16 at Petersburg. The westbound trains were not combined until 1957, and the Cannon Ball's standard power in the postwar years was a streamlined Class K2. This train will leave Richmond on the ACL "Beltline", which was depressed below street level. Not the powered baggage cart - lettered Richmond Terminal #4. Class K2 #120 was dismantled seventeen months after these photos was taken. (James F. EuDaly, two photos)
  Photo Class K2a #129 was at the passenger station in Hagerstown, MD, with a short mixed train in 1953. The shroud covering the feedwater heater on the fireman's side of the locomotive is plainly visible. (N&WHS Archives collection)
  Photo Class K2a #129 sits outside the Bluefield, WV engine service building (Lubritorium in N&W terminology) on 8/28/1957. Aside from the single axle trailing truck and the riveted tender, the #129 could be easily mistaken to be a Class J 4-8-4! (Bruce Meyer photo, N&WHS Archives collection)
  Photo Class K2a #130 is working the Radford-Bristol local freight, train #71, at Abingdon, VA, on 5/30/1957. The transition to diesel power by the N&W found Class J 4-8-4s in freight service, which was a sad but unique sight in waning days of steam power. Finding a Class K2 in freight service was a common occurrence for the versaitle 4-8-2s. (N&WHS Archives collection)
  Photo This scene at Portsmouth, OH, shows Class K2a #133 from above on 7/21/1956, revealing the roof-top details of the streamlined J-Juniors. Slight motion blur also indicates that the locomotive is in a hurry to get its next assignment. (James F. EuDaly photo)
  Photo Class K2a #127 heads up a mixed train at Luray, VA, on the N&W's Shenandoah Division in 8/1956. Application of the streamlined shrouding was undertaken to upgrade passenger service, but the Baby J's continued to be used in freight service on a regular basis. (Bob's photos, N&WHS Archives collection)
The Big Sandy & Cumberland / Part 3: Expansion of the Buchanan Branch, Dismal Creek Branch, and the Wyatt Cuttoff through Blair Tunnel - James B. Blackstock; Charles "Bucky" H. Wilson, Jr.
  Photo GP40 #1352 leads GP38 #2911, RS-11s #235 and #374, and a GP40 at the huge Dismal No. 1 facility on 6/12/1977. (Everett Young photo)
  Photo The Vansant Coal Corporation in Dismal is pictured in the 1950s, and in some ways little has changed compared to the view at top in the late 1970s. (N&W photo, VPI collection)
  Photo SD40 #1596, GP9s #829 & #875, and C30-7 #8068 power westbound coal at Hurley, Virginia, on 11/7/1981 (Everett Young photo)
  Photo SD45 #1716 exits Blair Tunnel westbound on 3/9/1975. The switch for this light unit set is clearly lined for the diverging route. (Everett Young photo)
  Map The original Buchanan Branch is shown in purple, and the Buchanan Branch and Dismal Creek Branch extensions are highlighted in blue. (Map courtesy DeLorme)
  Photo Weller Yard was a very busy place on 3/26/1959, when steam dominated operations. (Bruce Meyer photo, N&WHS Archives collection)
  Photo Twelve years later, on 3/21/1971, Weller Yard has a variety of diesel power including Alco C-628 #1127, SD45 #1739, GP18 #950, and SD40 #1599. (Everett Young photo)
  Photo GE U30C #8000, SD45 #1776 and other power is looking toward Thomas. The power is setting at Weller on 12/17/1978. (Everett Young photo)
  Table The table below shows the stations, sidings, junctions, and mining operations on the Buchanan Branch, the Dismal Creek Branch, and the Wyatt Cutoff after the extensions were completed.
  Map This map shows the Dismal Creek extension in blue to Jewell Valley, and the Wyatt Cut-off in yellow to Richlands (Map courtesy DeLorme)
  Photo Class Y5 2-8-8-2 #2117 swings around the curved engine facility tracks at Weller Yard on 7/26/1954. (D. Wallace Johnson photo)
  Photo The Keen Mountain mine is loading cars with various grades of coal in this view. (N&W photo, VPI collection)
  Photo SD40 #1596 lead GP9s #829 & #875, with C30-7 #8068 bringing up the rear on a westbound trains of loads at Home Creek on 11/7/1981. (Everett Young photo)
  Map This 1948 map from N&W Coal & Coke Operations shows the Buchanan Branch with the various extensions, and identifies the locations of the mines served. Includes table of "Mines and Coal Operators" listing.
  Map Twelve years after the map on the facing page, this 1960 map from a later Coal and Coke Operations books shows the proliferation of mining operations along the Buchanan Branch in that short time span.
  Photo GP40 #1352 is a the huge facility at Dismal No. 1 on 6/12/1977. Note the active coke ovens to the lower right. (Everett Young photo)
  Photo This view shows Weller Yard looking east toward Grundy on 8/17/1956. (N&W photo, VPI collection)
  Photo Compound Mallet Class Y6 #2117, a 2-8-8-2, was at Weller Yard under steam on 7/26/1954. (D. Wallace Johnson photo)
  Photo On the left side of this photograph take on Monday 7/6/1954, and ash hoist looms over a partially filled N&W hopper. The location is the yard at Weller, and to the right is Class Y4 2-8-8-2 #2084. (D. Wallace Johnson photo)
A Ride on the Tri-State Limited / from Norfolk and Western Magazine, September 1950 - reprint Norfolk & Western Magazine
  Photo The Tri-State Limited leaves the main line near Thomas and moves to Stric. Returning, the train uses the wye and backs into Grundy. (N&W Magazine, N&WHS Archives collection)
  Photo The Tri-State Limited is backing through Weller en route to Grundy on 7/26/1954, just a few years after this article was written. (D. Wallace Johnson photo)
The Intercepting Valve / Exploring the Inner Workings of N&W's Compound Mallets (or Warden was Right) - Jimmy Lisle
  Photo The last Class Y6b #2200, poses at Weller Yard in the summer of 1958. Note the Extra flags on the pilot. (Bob Harvey photo)
  Drawing Parts to the intercepting valve
  Drawing Positions of the intercepting valve based on various conditions.
Virginian Derrick B-37 / Last of Virginian Railway Still in Service on NS - Skip Salmon
  Photo NS #540037 MW derrick, The accompanying photos shows the old B-37 at her station at 24th Street Shaffers Crossing and in action at Park Street, Roanoke 12/4/2006. The lead photo shows my Grandfather at the controls of a much smaller crane.
Vol. 23, No. 2 April / June 2007  Issue Select