Washington and Old Dominion Railroad#Stations

File:Hotchkiss Map of 1864 Valley Campaign.jpg|

File:Defenses of Washington, extract of military map of N.E. Virginia - showing forts and roads LOC 88690675.jpg|

File:1878 Alexandria County Virginia.jpg|

File:1891 Poor's Richmond and Danville Railroad.jpg|

File:1893_R%26DRR_FC%26PRR.jpg|

File:1895_SOU.png|

File:DC streetcar diagram.JPG

In 1911, McLean and Elkins formed a new corporation, the Washington and Old Dominion Railway.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 45. In that year, they concluded negotiations with the Southern Railway to lease the Southern's Bluemont Branch and to take over all service on the branch on July 1, 1912.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 46. The lease excluded the portion of the Southern's route that connected Potomac Yard with the former AL&H terminal in old town Alexandria.

In 1912, the GF&OD became the "Great Falls Division" of the W&OD Railway, while the Southern's Bluemont Branch became a part of the W&OD Railway's "Bluemont Division".[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 46, 49. The W&OD electrified all of its operations over the next four years, becoming an interurban electric trolley system that carried passengers, mail, milk and freight.Williams, pp. 45, 72.

From that time onward, W&OD trains crossed over Potomac Yard, which opened in 1906, on a 1300-foot long trestle constructed around the same time for the Southern Railway.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 32, 46–47.
• {{cite web|url=https://i.pinimg.com/originals/a8/1e/e0/a81ee0de0b84806a8788f908f31aaac1.jpg|title=W&OD bridge over Potomac Yard north of the Yard's St. Asaph station|format=photograph|via=Pinterest|access-date=October 22, 2018|archive-url=https://web.archive.org/web/20181022193023/https://i.pinimg.com/originals/a8/1e/e0/a81ee0de0b84806a8788f908f31aaac1.jpg|archive-date=October 22, 2018|url-status=live}} In contrast to the Southern Railway's earlier Bluemont Branch service, the W&OD Railway's Bluemont Division did not serve Washington Union Station.Williams, pp. 43–44.

In the first few months, they invested in several upgrades to the system. To join its two lines, the W&OD Railway constructed a double-tracked Bluemont Division connecting line that traveled between two new junctions in Arlington: Bluemont Junction on the Alexandria-Bluemont line and Thrifton Junction on the Georgetown-Great Falls line.Williams, p. 72. They also constructed a turning wye at Bluemont Junction which ended between 7th and 8th street N. The connecting line passed through Lacey (near the west end of Ballston), crossing on a through girder bridge over a competing interurban electric trolley line, the Fairfax line of the Washington-Virginia Railway (see Northern Virginia trolleys).Williams, pp. 107, 144, 156.{{cite web |url=http://www.hmdb.org/Marker.asp?Marker=64845 |title="Lacey Car Barn" marker |publisher=HMdb.org: The Historical Marker Database|access-date=October 14, 2017|quote=In 1896, the Washington, Arlington & Falls Church Railway began running electric trolleys from Rosslyn to Falls Church on the present routes of Fairfax Drive and I-66. By 1907, the line linked downtown Washington to Ballston, Vienna, and the Town of Fairfax. In 1910, the railway built at this location a car barn, rail yard, workshop, electrical substation, and general office. In 1912, the rival Washington & Old Dominion Railway began crossing the tracks on a bridge 200 yards west of here, traveling the present route of I-66 from Rosslyn. The line to Fairfax closed in 1939, but Metrorail's Orange Line follows its route through Arlington.|archive-url=https://web.archive.org/web/20171014160828/https://www.hmdb.org/Marker.asp?Marker=64845 |archive-date=October 14, 2017|url-status=live}} By October 1912 they had electrified the Bluemont Division from Bluemont Junction to Leesburg and by December all the way to Bluemont.

Most of the Bluemont Division's passenger cars or trains ran on the W&OD Railway's Great Falls Division's line from Georgetown over the Aqueduct Bridge through Rosslyn to Thrifton Junction. From Thrifton Junction, the trains ran on the Bluemont Division's connecting line to Bluemont Junction, where they met other Bluemont Division passenger cars or trains that ran from Alexandria, following Four Mile Run in Arlington. Some of the Bluemont Division cars or trains then continued their trips through Falls Church, Vienna, Herndon, Sterling, Ashburn, Leesburg, Clarke's Gap and Purcellville to terminate in Bluemont, Virginia, at the base of the Blue Ridge Mountains, following a route that was similar to that of Virginia State Route 7.Multiple sources:

• Williams, p. 43.
• Washington and Old Dominion Railway timetables:
  Bluemont Division: Williams, pp. 40, 68.
  Great Falls Division: Williams, p. 67.

The railway's electrification system distributed 650 volts direct current (DC) to its Bluemont Division cars and trains through overhead catenary lines, even though by 1912 this system was becoming obsolete by 1200 V systems.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 48–49. Single overhead lines carried the Great Falls Division's electricity over its tracks.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 39, 48–49. Stationary and movable electrical substations containing Westinghouse alternating current (AC) to DC converters were located at Round Hill, Leesburg, Herndon, and Bluemont Junction. .Williams, pp. 70–71.

The W&OD's main passenger line ran from Georgetown and Rosslyn through Thrifton Junction, Bluemont Junction and westward to Bluemont.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 47. However, after crossing the Potomac River from Georgetown, many W&OD passengers transferred in Rosslyn to the trolleys of the competing Washington-Virginia Railway.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 38. Most of the W&OD's freight trains ran between Potomac Yard, Bluemont Junction and either Rosslyn or various locations along the Bluemont Division.

In 1917, John McLean died from cancer and the railroad ownership passed to his heirs and those of Elkins. The heirs had little interest in running the railroad and in 1918 and 1922 the Virginia Corporation Commission ordered the railroad to make improvements, which the absentee owners never did.

In 1923, the W&OD Railway ceased operating from Georgetown when the federal government replaced the aging Aqueduct Bridge with the new Francis Scott Key Bridge.Multiple sources:

• Williams, p. 74.
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 68–69. At the same time, the railroad constructed a new passenger station in Rosslyn which became its "Washington" terminal.

The W&OD Railway lost money every year after 1912 and fell upon particularly hard times during the Great Depression.Multiple sources:

• Williams, pp. 74, 93.
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 73–79. In 1932, the railway went into bankruptcy and was again placed in receivership.Multiple sources:
• Williams, p. 93.
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 73. The receivers chose new management that cut employees, service and rolling stock in an effort to reduce costs. To further cut costs, the railway abandoned operations on the Great Falls Division between Thrifton Junction and Great Falls in stages with the process completed in June 1934, with the last train run on June 8. Several of the cars that ran on the Great Falls line were dismantled later that year and the tracks were pulled up in mid-1935. The abandoned railway route then became Old Dominion Drive (Virginia State Route 309).[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 77–78.King, 1934 (map) In 1979, the Great Falls Divisions old rail trestle over Difficult Run, the last physical piece of rail infrastructure still in use from that line, was demolished after years of carrying automobile traffic on Old Dominion Drive.{{cite news |last1=Hanson |first1=Christoper |title=A Rusted Old Trestle Falls, A Relic of the Car Era |work=The Evening Star |date=April 9, 1979}} In addition, the receivers also ended passenger service between Bluemont Junction and Alexandria in 1934. With the reduced service they were able to cut their rolling stock by more than half that year.

File:Daviselkins.jpg
Davis Elkins}}]]

In 1936, the Washington and Old Dominion Railroad, a new corporation that Davis Elkins (the son of Stephen Benton Elkins) had created, assumed operation of the remnants of the W&OD Railway, which consisted only of the Railway's Bluemont Division and the portion of the former Great Falls Division that had remained between Rosslyn and Thrifton (which was no longer a junction).[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 79–80.Williams, p. 91. They negotiated a new, cheaper lease with Southern Railway.

Shortly thereafter, in 1939, the railroad began to scale back. It abandoned the western end of its line which had connected the towns of Purcellville and Bluemont. This section had seen steep declines from passengers and from the closing of the flour mill in Round Hill and the railroad couldn't afford to repair the Round Hill trestle when it needed it.{{cite web |title=Round Hill Trestle |url=http://www.trainweb.org/wandod/pages/Slide13%20Round%20Hill%20Trestle.html |access-date=14 March 2024}} Service ended in February and the rails and electrical equipment were delivered to Southern as salvage. In the same year, the signature station in Rosslyn was torn down as part of a redesign of Rosslyn Circle necessitated by the extension of the George Washington Memorial Parkway beneath the Key Bridge.{{cite news |title=Old Station Being Removed |newspaper=The Washington Post |date=15 April 1939}} On April 12, 1941, it ended all passenger service, although freight and mail service continued.{{cite news |title=Old Dominion Rail Passenger Service Ends |newspaper=The Washington Post |date=13 April 1941}}

The 1940s were a time of continued change for the W&OD. In 1941, not only did the railroad end passenger service (temporarily, as it would turn out), but it began to convert its operations from electric to diesel or gasoline power; a process that it completed in 1944. The retrenchment and diesels, coupled with growth in Arlington – and an accompanying increased demand for building supplies – led to, starting in 1940, the first profits in 28 years.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 83–84.

Mail service by trolley railway was unusual, and in 1941 it was believed to be the only trolley railway postal service east of the Mississippi.{{cite news |title=W&OD Offers 'Most Unusual' mail service, writer declares |url=https://virginiachronicle.com/?a=d&d=LNS19411016.1.2&srpos=13&e=--1941---1942--en-20--1--txt-txIN-%22Old+Dominion%22+%22Purcellville%22+rail------- |access-date=12 July 2023 |work=Loudoun News |date=16 October 1941}} After some of the trolley wire had been removed in 1942 and sold as scrap to support the United States' World War II effort,{{cite news |title=Power Lines Salvaged for War Purposes |url=https://virginiachronicle.com/?a=d&d=BRHR19421217.1.1&e=-------en-20--1--txt-txIN-------- |access-date=7 June 2023 |work=Blue Ridge Herald |date=17 December 1942}} the W&OD was forced in March 1943 to resume passenger service between Rosslyn and Leesburg to reduce the need for tires due to shortages caused by the war.{{cite news |title=Scarcity of Tires May Bring New Life to Local Railroad |url=https://virginiachronicle.com/?a=d&d=LNS19420101.1.1&srpos=21&e=--1941---1942--en-20--21--txt-txIN-%22Old+Dominion%22+%22Purcellville%22+rail------- |access-date=13 July 2023 |work=Loudoun News |date=1 January 1942}}{{cite news |title=W.&O.D. Re-Opens Passenger Service |url=https://virginiachronicle.com/?a=d&d=BRHR19430318.1.1&srpos=10&e=-03-1943--07-1943--en-20--1-byDA-txt-txIN-%22Old+Dominion%22+railroad------- |access-date=14 July 2023 |work=Blue Ridge Herald |date=18 March 1943}} After finding few riders, the railroad asked to discontinue passenger service in June, noting that it was using gasoline, which was also being curtailed for the war, but their request was denied.{{cite news |title=Fight over W&OD Still Goes on |url=https://virginiachronicle.com/?a=d&d=LNS19430610.1.1&srpos=7&e=-09-1942--12-1944--en-20--1-byDA.rev-txt-txIN-W%26OD+passenger------- |access-date=11 July 2023 |work=Loudoun News |date=10 June 1943}}

In late 1943, the railroad leased a used Budd two-car streamlined gas-electric passenger train and in February 1944 expanded passenger service to Leesburg and Purcellville using gas–electric motor cars and cars pulled by diesel–electric locomotives.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood] pp. 81, 83–88, 137–138.
• Williams, pp. 93–94.{{cite news |title=W.&O.D. Service is increased |url=https://virginiachronicle.com/?a=d&d=FHE19440204.1.1&srpos=14&e=-09-1943--12-1945--en-20--1-byDA-txt-txIN-%22Old+Dominion+railroad%22+Purcellville------- |access-date=14 July 2023 |work=Fairfax Herald |date=4 February 1944}} At first passenger demand was great enough to justify three round trips a day, but after the war ridership dropped and in 1950 it was scaled back. When the post office department canceled its mail service contract in 1951, the railroad stopped carrying both passengers and mail. The last passenger car ran on May 31, 1951; thereafter, the railroad carried only freight.Multiple sources:
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 90–91.
• Williams, p. 95.{{cite news |last1=Troxell |first1=Margaret |title=Gay Crowd and TV Cameras Bid Farewell to Passenger Train |url=https://virginiachronicle.com/?a=d&d=TSU19510608.1.1&srpos=6&e=-02-1945--12-1952--en-20--1-byDA.rev-txt-txIN-%22Old+Dominion+railroad%22+Passenger------- |access-date=17 July 2023 |work=The Arlington Sun |date=June 1951}}

In 1945, the W&OD Railroad acquired ownership of the section of line between Potomac Yard and Purcellville that they had leased from the Southern Railway.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 90.
• Williams, p. 94. The Southern Railway retained ownership of the easternmost section of the railroad's route, which still connected Potomac Yard to the Southern's freight and passenger stations in old town Alexandria.

In 1956, believing that the Potomac Electric Power Company (PEPCO) would select a site near the W&OD's route in Sterling for a new coal-fired power plant, the Chesapeake and Ohio Railway (C&O) purchased the W&OD from Elkins, but did not change the railroad's name.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 97.
• Williams, p. 96. However, PEPCO instead chose a site in Maryland for its power plant after the C&O had concluded the purchase.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 97–99.

In 1957, the W&OD's prospects improved with the construction of Dulles Airport, for which it had the nearest railhead. Between 1958 and 1960, thirteen bridges between Sterling and Potomac Yards, including the one at Difficult Run that dated back to 1884, were replaced with larger ones and worn-out rails and ties were replaced. In 1959, hauling traffic for both the construction of Dulles and the Capital Beltway the railroad had its most profitable year ever.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 99–101

The 1960s were a decade of decline and closure for the W&OD as the Virginia highway department saw the right-of-way as potential highways and trucking continued to take away business.{{cite news |last1=McCray |first1=Paul |title=The W&OD's Odyssey from Rail to Trail |url=https://www.loudounnow.com/news/loudoun/the-w-od-s-odyssey-from-rail-to-trail/article_a730daf6-3a87-11ed-bd6f-4b0d1d68a1ff.html |access-date=13 November 2023 |work=Loudoun Now}} The highway department began negotiations to purchase the Rosslyn spur in 1960 and was trying to buy the mainline as early as 1962 for the construction of a road that was to become Interstate 66 (I-66).Multiple sources:

• {{cite news |title=Senate Enacts W.& O.D. Bill |newspaper=The Washington Post |date=March 9, 1960}}
• {{cite news |last1=Dewar |first1=Helen |title=Virginia Drops Plan To Buy W&OD Line |newspaper=The Washington Post |date=January 21, 1962}} In July 1962, the highway department bought the Rosslyn spur for $900,000 and in September 1963, the railroad stopped operating to Rosslyn. The railroad then removed its tracks between Lacey (south of Washington Boulevard) and Rosslyn by November 1964.{{cite news |title=Rail Spur Quiet for While: But the Old W&OD Route Soon Will Hum With Autos |newspaper=The Washington Post |date=November 16, 1964}}{{cite news |title=W&OD Rail Spur Bought by State |newspaper=The Washington Post |date=July 10, 1962}}

In February 1965, the Commonwealth of Virginia contracted to buy {{convert|30.5|mi|km|1}} of the mainline between Herndon and Alexandria for $3.5 million. The C&O Railway then petitioned the Interstate Commerce Commission (ICC) for permission to abandon the railroad's remnant. The purchase would eliminate the need to build a grade separation where the railroad crossed the Henry G. Shirley Memorial Highway (now part of Interstate 395 (I-395)) at grade and at another grade separation for I-66. The purchase would also provide {{convert|1.5|mi|km|1}} of right-of-way for I-66, saving the state $5 million.Multiple sources:

• {{cite news |title=ICC Examiner Favors Death of W&OD Line |newspaper=The Washington Post|date=March 8, 1966}}
• {{cite news |title=Want W&OD to Stay|newspaper=The Washington Post |date=March 17, 1965}}
• {{cite news |last1=Douglas |first1=Walter B |title=Railroad Agrees to Sell Right of Way to Virginia|newspaper=The Washington Post|date=February 9, 1965}}

Business interests in Loudoun County, the Arlington County Chamber of Commerce, various state, county and local officials, railway labor organizations and 21 of the 133 shippers who still used the railroad's freight service opposed the purchase. The Northern Virginia Transportation Commission (NVTC), which was interested in converting the line to a commuter rail service, also opposed the purchase. The Washington Metropolitan Area Transit Authority (WMATA), which at the time was planning to construct a rapid transit system for the Washington area, tried to postpone the abandonment in the hopes of using part of the right-of-way for transit.{{cite news |last1=Flor|first1=Lee |title=Delay of Transit Talk May Bear on W&OD |date=August 30, 1967}}

The highway department simultaneously made plans to secretly sell all but {{convert|4|mi|km|1}} of the route to the Virginia Electric and Power Company (VEPCO) (now Dominion Virginia Power), whose transmission lines were running along the railroad's right-of-way.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 106–107.
• Williams, p. 109. In addition, the W&OD agreed to sell to VEPCO the remaining {{convert|17.5|mi|km|1}} of right-of-way not purchased by the highway department. This included the {{convert|12|mi|km|1}} north of Herndon, a 4-mile section at Vienna, one mile at the Alexandria end and two 1000 foot long sections at Sunset Hills and Falls Church. The sale would thus prevent the NVTC from buying the land for mass transit.{{cite news |title=Secret Deal Disclosed on W&OD Line|newspaper=The Washington Post |date=March 10, 1966}}

In August 1967, transit advocates led by Del. Clive L. DuVal II (Fairfax-Falls Church) and WMATA secured a 60-day postponement of the abandonment while they put together a plan to use the right-of-way for transit.Multiple sources:

• {{cite news |title=DuVal Asks Salvaging Of W&OD |newspaper=The Washington Post |date=June 21, 1967}}
• {{cite news |last1=Jay |first1=Peter A. |title=Transit Unit Wins Delay In Rail Case |newspaper=The Washington Post |date=August 2, 1967}} However, according to WMATA general manager Jackson Graham, the estimated cost of using the full right-of-way for commuter rail was $70 million. Because WMATA did not expect the proposed transit line to be able to generate enough ridership to be cost-effective, WMATA rejected that option.Multiple sources:
• {{cite news |title=Law to Save W&OD Rails To Be Sought |newspaper=The Washington Post |date=September 13, 1967}}
• {{cite news |title=Two Steps Advance Accord on Transit |newspaper=The Washington Post |date=September 9, 1967}}

File:Washington & Old Dominion RR Whitcomb 75 Tonner 55 at B&O Riverside Yard, January 19, 1969.jpg 75-ton diesel–electric switcher locomotive built in 1950, at the Baltimore and Ohio Railroad's Riverside Yard in Baltimore in January 1969.Multiple sources:

• Locomotive described in [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 137.
• Coordinates of Riverside Yard in Baltimore: {{coord|39.268118|-76.606029|scale:2000|format=dms|name=Riverside Yard in Baltimore}}]]

On November 10, 1967, WMATA announced that it had come to an agreement with the highway department that would give WMATA a two–year option to buy a {{convert|5|mi|km|1}} stretch of the right of way from Glebe Road (Virginia Route 120) to the Capital Beltway (now Interstate 495 (I-495)), where I-66 was to be built. WMATA would operate mass transit in the highway's median strip. WMATA would have a 2-year option to buy the {{convert|10|mi|km|1}} of right-of-way from the Beltway to Herndon for the use of commuter trains, an option that WMATA did not exercise.Multiple sources:

• {{cite news |last1=Corrigen |first1=Richard |title=WMATA Agrees On Rail Bed Route |newspaper=The Washington Post |date=November 2, 1967}}
• {{cite news |title=Ailing Va. Railroad Allowed to Quit in '68 |newspaper=The Washington Post |date=January 25, 1968 |ref=Ailing}} A last minute offer to buy the railroad at its salvage cost and keep it running that the railroad's customers made was rejected in 1967.{{cite news |title=Plant Owners Along W&OD Again Try to Keep Line Going|newspaper=The Washington Post |date=November 20, 1967}}

In January 1968, the ICC decided to permit the C&O to abandon and sell its line and the railroad planned to run their last train on January 30, 1968. But a temporary restraining order kept the line open until the U.S. District Court in Alexandria sustained the decision in July setting the last for August 27, 1968.Multiple sources:

• {{cite news |last1=McLaughlin |first1=Maureen |title=Judge's Order Delays Closing of W&OD |newspaper=The Washington Post |date=January 30, 1968}}
• {{cite news |title=W&OD Limping to Extinction|newspaper=The Washington Post |date=August 3, 1968}}{{cite news |title=W&OD Decision Review Denied |work=The Evening Star |date=6 November 1968}} On the last day, B&O switcher 9155 pulled two empty lumber cars to Potomac Yard from the Murphy and Ames Lumber Company siding in Falls Church.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood, p. 106.] On August 30, the railroad shipped its three diesel locomotives to the B&O's Baltimore engine terminal, from which a salvage dealer purchased them. In October 1968, the Virginia State Highway Department started condemnation proceedings to acquire the right-of-way, which was eventually donated to the state, where it crossed Shirley Highway. The section where it crossed the future Interstate 66 was also donated.{{cite news |last1=Green |first1=Stephen |title=Virginia Road Unit Buys Hot Shoppes at Twin Bridges |work=The Evening Star |date=5 October 1968}} The Northern Virginia Transportation Commission asked the ICC to reconsider its decision but in November 1968 it rejected that request.

After the W&OD stopped running passenger trains in 1951, the Dunn Loring station served as the town's post office, but was then torn down in 1963.{{cite web |title=Dunn Loring Station |url=https://www.hmdb.org/m.asp?m=24875 |access-date=February 3, 2023|archive-url=https://web.archive.org/web/20230928191147/https://www.hmdb.org/m.asp?m=24875|archive-date=September 28, 2023|url-status=live}} In {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18 |title=Historical marker(s) in Washington and Old Dominion Railroad Markers series |work=HMdb.org: The Historical Marker Database|access-date=February 3, 2023|archive-url=https://web.archive.org/web/20231006100136/https://www.hmdb.org/results.asp?Search=Series&SeriesID=18|archive-date=October 6, 2023|url-status=live}}

In 1969 the Leesburg Passenger Station suffered its 3rd fire and was destroyed.{{cite book |last1=Guillaudeau |first1=David A. |last2=McCray |first2=Paul E. |title=Washington & Old Dominion Railroad Revisited |date=2016 |publisher=Arcadia Publishing |isbn=9781439656976 |page=57}}

By 1969, the C&O had removed all of its tracks and ties (the ties were sold in bundles of 25 for $75),{{cite news |last1=Yarbrough |first1=Charles |title=Dulles Seen As Our Savior |work=Evening Star |date=4 November 1969}} except for some tracks that were crossing paved roads; and the County started covering those in late 1968.{{cite news |title=Action Line |work=The Evening Star |date=7 December 1968}} In late 1969, bulldozers started tearing up the right-of-way for construction of I-66 and the Metrorail line.{{cite news |title=Hits loss of W&OD |url=https://virginiachronicle.com/?a=d&d=NVS19691205.1.4&srpos=115&e=23-08-1968-01-01-1972--en-20--101--txt-txIN-%22W%26OD%22------- |access-date=2 February 2024 |work=Northern Virginia Sun |date=5 December 1969}}

In August 1970, the 80 year old East Falls Church station, located south of the tracks on the west side of Washington Street/Lee Highway (now Langston Boulevard), was torn down also to make room for I-66 and the Metrorail line.{{cite news |title=Coming Down to Go Up |url=https://virginiachronicle.com/?a=d&d=NVS19700822.1.1&srpos=76&e=23-08-1968-01-01-1972--en-20--61--txt-txIN-%22W%26OD%22------- |access-date=22 February 2024 |work=Northern Virginia Sun |date=22 August 1970}}Multiple sources:

• {{cite news |last1=Yarbrough |first1=Charles |title=Dulles Seen as Our Savior|work=The Washington Evening Star|date=November 4, 1969}}
• {{cite news|last1=Braaten |first1=David |title=Bridge Taking a Hike|work=The Washington Evening Star|date=April 7, 1974}}
• {{cite news |last1=Beckham |first1=Nancy |title=Old Station at End of Line|work=Washington Evening Star |date=June 12, 1970}} The station was torn down piece by piece and given to Arthur Brown who moved it to Amissville, VA for use as a trading post. As of 1973 he had not reconstructed it because of uncertainty about widening US-211.{{cite news |title=Then and Now: Falls Church Station |url=https://virginiachronicle.com/?a=d&d=NVS19730227.1.5&srpos=6&e=-------en-20--1--txt-txIN-Amissville+%22trading+post%22------- |access-date=22 February 2024 |date=27 February 1973}} Two older buildings that had served as the East Falls Church station had been removed from the site, reused and then eventually destroyed.{{cite web |title=East Falls Church History: Train Stations |url=http://aefcca.org/files/documents/efc-history2.pdf |access-date=26 February 2024}}

The bridge over U.S. Route 29 (Lee Highway at the time, renamed Langston Boulevard later) had been partially removed by early 1970 and the remainder removed by 1979.{{cite news |title=Action Line |work=The Evening Star |date=25 January 1970}}

The bridge over the Capital Beltway, built along with the beltway around 1963, was torn down in 1974 to accommodate Beltway widening.{{cite news |last1=Stone |first1=Sue |title=Beltway Railroad Bridge To Go Down; But Will It Go Back Up? |url=https://virginiachronicle.com/?a=d&d=NVS19740412.1.1&e=-------en-20--1--txt-txIN-------- |access-date=7 September 2023 |work=Northern Virginia Sun |date=12 April 1974}}

In 1999, Virginia Department of Historic Resources staff determined that the "Washington and Old Dominion Railroad Historic District" was eligible for listing on the National Register of Historic Places (NRHP).Multiple sources:

• {{cite web|first=Raymond (Virginia Department of Transportation Fredericksburg District)|last= Ezell|archive-url=https://web.archive.org/web/20120927043818/http://www.virginiadot.org/projects/resources/northernvirginia/sycolin_overpass_-_cultural_resources.pdf|archive-date=September 27, 2012|url=http://www.virginiadot.org/projects/resources/northernvirginia/sycolin_overpass_-_cultural_resources.pdf|title=Archaeological Survey: Proposed Sycolin Road Overpass of Route 7/15 Bypass Leesburg, Loudoun County, Virginia: Management Summary|date=February 29, 2012|page=2|publisher=Virginia Department of Transportation|access-date=January 26, 2020|url-status=live}}
• {{cite web|author=Dutton + Associates, LLC., Midlothian, Virginia|archive-url=https://web.archive.org/web/20200126195021/http://www.scc.virginia.gov/docketsearch/DOCS/3cyz01%21.PDF|archive-date=January 26, 2020|url=http://www.scc.virginia.gov/docketsearch/DOCS/3cyz01%21.PDF|title=VDHR #053-0276: Washington & Old Dominion Railroad Historic District (Eligible)|work=Pre-Application Analysis for Cultural Resources of the Idylwood Substation at Shreve Road Project|date=October 2016|page=5-1|publisher=Virginia State Corporation Commission|access-date=January 26, 2020|url-status=live}}
• {{cite web|first1=Catherine|last1=Schlupp|first2=Heather Dollins (Dovetail Cultural Resource Group, Fredericksburg, Virginia)|last2=Staton|archive-url=https://web.archive.org/web/20180826004927/https://www.fairfaxcounty.gov/transportation/sites/transportation/files/assets/documents/pdf/transportation%20projects,%20studies%20and%20plans/soapstone%20connector/161024_soapstone_phaseibculturalresourcessurvey.pdf|archive-date=August 26, 2018|url=https://www.fairfaxcounty.gov/transportation/sites/transportation/files/assets/documents/pdf/transportation%20projects,%20studies%20and%20plans/soapstone%20connector/161024_soapstone_phaseibculturalresourcessurvey.pdf|title=Phase IB Architectural Survey of the Proposed Soapstone Connector, Fairfax County Virginia|date=October 2016|page=5|publisher=Fairfax County, Virginia government|url-status=live}} * {{cite web|archive-url=https://web.archive.org/web/20200126084407/http://inside.transform66.org/documents/nov2016_05_i66itbebw_phaseiarchitecutralreport_final201611.pdf|archive-date=January 26, 2020|url=http://inside.transform66.org/documents/nov2016_05_i66itbebw_phaseiarchitecutralreport_final201611.pdf|title=Transform I-66 Inside the Beltway: Eastbound Widening Environmental Assessment: Architectural Phase I Survey Report|publisher=United States Department of Transportation: Federal Highway Administration and Virginia Department of Transportation|date=November 2016|page=7|access-date=January 26, 2020|url-status=live}} A 2000 NRHP registration form states that the Historic District is eligible for the listing because the District "is associated with events that have made a significant contribution to the broad patterns of our history". The form contains an in-depth description of the District's historical resources and of the railroad's history, as well as maps that show the locations of the Districts's major historical features.{{cite web|last=Neville|first=Ashley M. (Gray & Pape, Inc., Richmond, Virginia)|archive-url=https://web.archive.org/web/20200126221716/http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF|archive-date=January 26, 2020|url=http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF|title=United States Department of the Interior: National Park Service: National Register of Historic Places Registration Form: Washington & Old Dominion Railroad Historic District (Virginia Department of Historic Resources (DHR) No. 053-0276)|date=July 25, 2000|access-date=January 26, 2020|url-status=live}} In Appendix J of Northern Virginia Regional Park Authority – Pre-filed Direct Testimony of Mr. Hafner, Mr. Mcray and Mr. Simmons, November 30, 2005 (Part 4), Case No. PUE-2005-00018, Virginia State Corporation Commission. Obtained in {{cite web|url=http://www.scc.virginia.gov/docketsearch#search|title=Case Docket Search|publisher=Virginia State Corporation Commission|access-date=September 28, 2017}}

Great Falls Park was eventually purchased by the Fairfax Park Authority in 1953 and in 1966 transferred to the National Park Service wherein it became a National Park.

45 miles of the railroad's original 54 mile long, 100 foot wide Bluemont Division right-of-way remain today as the Washington and Old Dominion Railroad Regional Park, which features the W&OD Trail. With the exceptions of lands transferred to the Virginia Department of Highways, the land that lay west of the Alexandria/Arlington boundary was sold for $4.91 million to Virginia Electric and Power Company (VEPCO) (part of which was incorporated into Dominion Virginia Power in 2000) for power line right-of-way.{{cite news |title=Real Estate Transfers in Northern Virginia |work=Northern Virginia Sun |date=29 October 1968}} In 1977 VEPCO agreed to sell their land to the Northern Virginia Regional Park Authority (NVRPA) (now NOVA Parks) for $3.6 million, retaining an easement for the power lines.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 108–109. The NVRPA completed the trail from Shirlington to Purcellville in 1988.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 109.

The Virginia highway department retained the section of the railroad's route that crossed the Henry G. Shirley Memorial Highway along the Arlington-Alexandria boundary and the portion of the route in Arlington immediately east of Falls Church. On the first they removed the at-grade crossing of Shirley Highway and on the latter it built I–66.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 106–107. WMATA then constructed a part of Washington Metro's Orange Line within the median strip of I-66 on that portion of the railroad's former route.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 112.

The right of way east of the Alexandria/Arlington boundary and west of Commonwealth Avenue fell into the hands of private developers, but east of Commonwealth it became the Mt. Jefferson Park and Greenway. Some of the rails were preserved in the Park's 2022-25 Greenway project and are integrated into the trail and park.{{cite web |title=Mount Jefferson Park Planning and Implementation |url=https://www.alexandriava.gov/parks/mount-jefferson-park-planning-and-implementation |access-date=8 January 2025}}

The western 11 miles of the 15-mile right-of-way of the Great Falls and Old Dominion Division became Old Dominion Drive. The easternmost 1.25 miles became part of I-66 and the 1.25 miles in between became part of Langston Drive.

The easternmost 1.25 miles of the Bluemont-Thrifton Division also was also used to create I-66, the westernmost 1.4 miles was used to build the Bluemont Junction Trail and on the 1000 feet in between, the Ballston Wetland was built.

Scotland Heights Road west of Round Hill passes through the cut in rock at Scotland Gap made for the W&OD.

The Bluemont line traveled along Four Mile Run on the east side and perpendicular to the flow of water on the west which resulted in numerous bridges. The bridge spans have all been removed, and in most cases replaced, but the bridge abutments and piers and stone arches remain.

The Bluemont Division connecting line had a bridge over the Fairfax line of the Washington, Arlington and Falls Church Electric railroad at what is now Fairfax Drive, but it was removed in 1974 as part of the construction of the Metrorail.{{cite book |last1=Merriken |first1=John E. |title=Old Dominion trolley too: a history of the Mount Vernon Line |date=1987 |publisher=L.O. King Jr. |isbn=9780960093823 |page=3}}

Abutments and piers exist at the numerous Four Mile Run crossings, Piney Branch, Difficult Run, Broad Run, Goose Creek, Sycolin Creek, Tuscarora Creek and Leesburg Town Branch and almost all cases a trail deck now extends across them. At Tuscarora, the trail runs alongside the piers and abutments crossing the creek on a low-water crossing. The longest and highest bridge is the one at Goose Creek. The stone abutments and piers date from the original pre-Civil War period of construction, but other components have been replaced several times, most recently in 1981 when the current bridge span was built.{{cite web |title=Washington & Old Dominion Railroad Historic District Registration Form |url=https://scc.virginia.gov/docketsearch/DOCS/198_01!.PDF |access-date=18 August 2023}}

Six stone arch bridges remain. They can be found at Clark's Gap, Sugarland Run, Piney Branch, Hamilton, Paeonian Springs and Four Mile Run. The oldest of these is the one at Sugarland Run that dates back to the original construction.

Additionally, abutments carrying an old road over the tracks can be found in Loudoun County between Crosstrail Boulevard and the access trail to Rhonda Place, SE.

Numerous stone and cast iron culverts remain from the railroad along the right-of-way. These carry the trail over smaller streams and drainages. On the eastern side the culverts are more likely to have been replaced by modern culverts as part of modern storm water management efforts.

Little, if any, of the track or ballast remain. When the railroad ceased operation most of the track was removed. Some may survive at intersections where the rails would be found under the road pavement. Portions of track were visible near the W&OD Trail's crossing of Ruritan Circle (VA Route 859) in Sterling during 2016.{{cite web|url=https://www.google.com/maps/@39.0061572,-77.4282681,3a,75y,241.63h,48.04t/data=!3m7!1e1!3m5!1sK3neLxf7ZWYrZAE955bPIA!2e0!5s20161001T000000!7i13312!8i6656?entry=ttu|title=Image of railroad tracks near W&OD Trail crossing of Ruritan Circle in Sterling|date=October 2016|access-date=January 2, 2024|via=Google Street View}}

One exception is the spur from the CSX mainline at the Slater's Lane Interlocking in Northeast Alexandria to the old Potomac River Generating Station site along the Alexandria Waterfront. The track was used by the plant until late 2013 when the plant's switcher was hauled away because the power plant was closed and being redeveloped.{{cite web |title=PEPCO (Alexandria, VA) Power Plant to Close |date=October 2, 2011 |url=https://railroad.net/pepco-alexandria-va-power-plant-to-close-t86630.html |access-date=8 March 2024}} The tracks continued to be used for a short time after that by the Robinson Terminal, but that too was closed after it was sold for redevelopment in late 2013.{{cite news |title=Sale of Robinson Terminal warehouses to bring development to Alexandria waterfront |url=https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html? |access-date=8 March 2024 |newspaper=The Washington Post |date=25 September 2013}} The last train ran sometime in late 2013 or early 2014. For now, the tracks remain all the way to N.Union Street, but as part of the power plant redevelopment plan, the tracks between Abingdon Drive and 3rd Street will be removed to create a linear park. A siding track to the power plant was removed in 2021–2022.{{cite web |title=CDD Staff Report |url=https://www.alexandriava.gov/sites/default/files/2023-10/CDD2021-00004-PRGS-Final-Staff-Report.pdf |access-date=8 March 2024}}

Part of Benjamin Elliott's Coal Trestle remains in East Falls Church. Elliott constructed the trestle in 1926 to allow coal-filled train cars to transfer coal to trucks for delivery to customers. The structure remained in use until the railroad was abandoned in 1968. In 2014, a developer removed about a quarter of the trestle structure, but the remainder is still standing on NOVA Parks property.{{cite news |last1=McCaffrey |first1=Scott |title=Remains of railroad structure in E. Falls Church to receive historic marker |url=https://www.arlnow.com/2025/03/26/remains-of-railroad-structure-in-e-falls-church-to-receive-historic-marker/ |access-date=26 March 2025 |work=Arlington Now |date=26 March 2025}}{{cite news |last1=Rothstein |first1=Ethan |title=Part of W&OD Railroad Torn Down for Storage Facility |url=https://www.arlnow.com/2014/06/06/part-of-wod-railroad-torn-down-for-storage-facility/ |access-date=26 March 2025 |work=Arlington Now |date=6 June 2014}}

Nine stations or depots, and one grain elevator remain today:

Vienna has the easternmost surviving station which dates back until before the Civil War. Located at the center of Ayr Hill and Dominion Roads, the Vienna Train Depot has served as the home of the Northern Virginia Model Railroaders Club since 1975.Multiple sources:

• {{cite news |title=Vienna Railroad |url=https://virginiachronicle.com/?a=d&d=NVS19750122.1.1&srpos=13&e=--1974---1979--en-20--1-byDA-txt-txIN-W%26OD+%22falls+Church%22------- |access-date=24 August 2023 |work=Northern Virginia Sun |date=22 January 1975}}
• {{cite web|url=http://www.hmdb.org/marker.asp?marker=2090|title=NVRPA "Vienna Station" marker near the Vienna Station of the W&OD Railroad|work='Washington and Old Dominion Railroad Markers' series |publisher=HMdb: The Historical Marker Database|access-date=February 4, 2024|url-status=live |archive-url=https://web.archive.org/web/20151226210034/http://www.hmdb.org/marker.asp?marker=2090 |archive-date=December 26, 2015}}
• {{cite web|first=Rebekah K.|last=Wood|url=http://www.geocities.ws/pem20165/NationalRegisterNomination.html |title=Vienna Depot: Description and Historical Significance: Vienna, Virginia. Prepared for the nomination of the Vienna Depot to the National Register of Historic Places |work=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History, by Paul McCray|date=May 3, 2002|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20160122074105/http://www.geocities.ws/pem20165/NationalRegisterNomination.html|archive-date=January 22, 2016|url-status=live}}
• {{cite web|archive-url=https://web.archive.org/web/20180809123759/http://www.nvmr.org/|archive-date=August 9, 2018 |url=http://www.nvmr.org/ |title=Northern Virginia Model Railroaders, Inc. |location=Vienna, Virginia |publisher=Northern Virginia Model Railroaders, Inc. |access-date=February 4, 2024 |url-status=live}}

The Sunset Hills (or Wiehle) Station survives just east of Reston Parkway. It served for some time after the railroad ended operations as a ranger station for the nearby park, but is currently unused.{{cite web|url=http://www.hmdb.org/marker.asp?marker=25074|title=NVRPA "Sunset Hills Station" marker|work=HMdb: The Historical Marker Database|access-date=February 4, 2014|archive-url=https://web.archive.org/web/20151226213631/http://www.hmdb.org/marker.asp?marker=25074|archive-date=December 26, 2015|url-status=live}}
Part of {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}

File:Herndon Depot1.jpg

The Herndon depot survives as a museum. It was built prior to 1857, but did not reach its current form until around 1881. On June 18, 1979, the Heritage Conservation and Recreation Service of the United States Department of the Interior added it to the NRHP.Multiple sources:

• {{cite web|url=http://www.hmdb.org/marker.asp?marker=152|title=NVRPA "Herndon Station" marker|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20151227010905/http://www.hmdb.org/marker.asp?marker=152|archive-date=December 27, 2015|url-status=live}} In {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}
• {{cite web|last=David|first=Elizabeth S., Historic Preservation Planner, Fairfax County Office of Comprehensive Planning|url=https://www.dhr.virginia.gov/wp-content/uploads/2018/04/235-0001_Herndon_Depot_1979_NRHP_Nomination_final.pdf|archive-url=https://web.archive.org/web/20200128225234/https://www.dhr.virginia.gov/wp-content/uploads/2018/04/235-0001_Herndon_Depot_1979_NRHP_Nomination_final.pdf|archive-date=January 28, 2020|title=Herndon Depot|work=United States Department of the Interior: National Park Service: National Register of Historic Places Inventory Nomination Form|location=Richmond, Virginia|publisher=Virginia Department of Historic Resources|date=April 1979|access-date=February 4, 2024|url-status=live}}
• {{cite web|url=https://npgallery.nps.gov/AssetDetail/NRIS/79003039|title=Herndon Depot: National Register Information System ID: 79003039|work=NPGallery Digital Asset Management System|publisher=United States Department of the Interior: National Park Service|access-date=February 4, 2024}}
• {{cite journal|last=Greenberg|first=Ronald M. (Acting Chief, National Register of Historic Places)|url=http://cdn.loc.gov/service/ll/fedreg/fr045/fr045054/fr045054.pdf|title=Virginia: Herndon. Herndon Depot, Elden St..|journal=Federal Register: March 18, 1980: Part II: Department of the Interior: Heritage Conservation and Recreation Service: National Register of Historic Places; Annual Listing of Historic Properties|volume=45|number=54|page=17484|access-date=February 4, 2024}}
• {{cite web|archive-url=https://web.archive.org/web/20150906011405/http://www.nationalregisterofhistoricplaces.com/va/fairfax/state.html|archive-date=September 6, 2015 |url=http://www.nationalregisterofhistoricplaces.com/va/fairfax/state.html|title=Herndon Depot |work=National Register of Historic Places: Virginia – Fairfax County |publisher=National Register of Historic Places.com|access-date=February 4, 2024|url-status=live}}

The Leesburg Freight House was moved two blocks north to 201 Harrison Street in 1984. The building houses a pizza restaurant.Multiple sources:

• {{cite news|last=Graham|first=Karen|date=April 1, 2016|url=https://www.loudountimes.com/news/history-provided-the-path-for-tuscarora-mill-and-market-stations-success/article_296be627-dc25-5bb3-a61b-b73758c1709b.html|title=History provided the path for Tuscarora Mill and Market Station's success|work=Loudoun Times-Mirror|location=Leesburg, Virginia|access-date=February 4, 2024|quote=Market Station, now a thriving business community anchored by Tuscarora Mill restaurant, includes seven restored historic buildings that were brought to the site or reconstructed on site. These buildings included a freight station, a stationmaster's house, log house, two barns and two mills. .... There were always adjustments that needed to be made along the way, Dickerson said, including the building which is now Fireworks Pizza. The building was constructed 180 degrees the wrong way. Builders had to create new windows to "make it work," he said.|archive-url=https://web.archive.org/web/20240204024639/https://www.loudountimes.com/news/history-provided-the-path-for-tuscarora-mill-and-market-stations-success/article_296be627-dc25-5bb3-a61b-b73758c1709b.html|archive-date=February 4, 2024|url-status=live}}
• {{cite web|archive-url=https://web.archive.org/web/20160304035629/http://fireworkspizza.com/FW1/about.php|archive-date=March 4, 2016|url=http://fireworkspizza.com/FW1/about.php|title=A Few Words About Us|work=Fire Works Pizza|location=Leesburg, Virginia|year=2012|access-date=February 4, 2024|url-status=dead}}
• {{cite web|url=https://www.hmdb.org/Photos/5/Photo5939o.jpg|format=photograph|title=The Relocated Freight Depot |work=Photograph number 3 in "Leesburg Freight Station" marker|author=Swain, Craig (photographer)|date=January 26, 2008|publisher=HMdb.org: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20201023213015/https://www.hmdb.org/Photos/5/Photo5939o.jpg|archive-date=October 23, 2020|url-status=live}}
• {{cite web|url=http://www.hmdb.org/Marker.asp?Marker=11324 |title="The Depot" marker |publisher=HMdb.org: The Historical Marker Database |access-date=February 4, 2024|quote=It was moved two blocks to Market Station in 1984.|archive-url=https://web.archive.org/web/20120312095111/http://www.hmdb.org/Marker.asp?Marker=11324 |archive-date=March 12, 2012|url-status=live}}
• [http://www.hmdb.org/marker.asp?marker=2109 Leesburg Freight Station]. In {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}

The Paeonian Springs Shelter originally stood at the site of railroad's earlier Clark's Gap station. After the railroad closed, the NVRPA installed the shelter at the site of the Paeonian Springs station, which had burned in 1941.Multiple sources:

• {{cite web |last=McCray |first=Paul |url=http://www.geocities.ws/pem20165/wodph149PaeonianSpringsStation.html |title=Paeonian Springs Station |work=Washington & Old Dominion Railroad 1847 to 1968: A Photographic History |publisher=Paul McCray |access-date=February 4, 2024 |quote=The Paeonian Springs Station was located approximately where the small passenger shelter now sits next to the trail in the community of Paeonian Springs. The shelter was originally located at Clarks Gap and was built from pieces of the larger, demolished Clarks Gap station.|archive-url=https://web.archive.org/web/20131003102354/http://www.geocities.ws/pem20165/wodph149PaeonianSpringsStation.html |archive-date=October 3, 2013|url-status=live}}
• {{cite web|first=Craig|last=Swain|url=https://www.hmdb.org/Photos/8/Photo8167o.jpg|title=Marker in front of the Shelter Along the Trail|date=August 25, 2007|format=photograph|publisher=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20160304053435/http://www.hmdb.org/Photos/8/Photo8167o.jpg|archive-date=March 4, 2016|url-status=live}} showing passenger shelter and "Additional comment" dated January 29, 2008. In {{cite web|last=Swain|first=Craig|url=http://www.hmdb.org/marker.asp?marker=2903|title=Paeonian Springs Station marker|publisher=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175043/http://www.hmdb.org/marker.asp?marker=2903|archive-date=July 18, 2011|url-status=live|quote=In 2006, the shelter along the trail at the site of the former Paeonian Springs station contained on its rear wall a sheet of paper within a plastic cover. The sheet described the history of the shelter. The sheet stated that the Washington & Old Dominion Railroad constructed the shelter at the site of the Clarkes Gap station on Dry Mill Road after the Clarkes Gap station burned down. According to the sheet, a railroad employee who lived in Paeonian Springs preserved the shelter. The sheet further stated that the employee's family had donated the shelter to the Northern Virginia Regional Park Authority.}} In {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20151227012912/http://www.hmdb.org/marker.asp?marker=24360 |archive-date=December 27, 2015|url-status=live}}
• {{cite web|url=http://www.midatlanticdaytrips.com/2017/08/exploring-w-rail-trail.html|title=A relocated passenger shelter (formerly at Clarks Gap; now at Paeonian Springs|work=Exploring the W&OD Rail Trail|publisher=MidAtlanticDayTrips.com|date=August 2, 2017|format=photograph|access-date=December 29, 2019|archive-url=https://web.archive.org/web/20191229212852/http://www.midatlanticdaytrips.com/2017/08/exploring-w-rail-trail.html|archive-date=December 29, 2019|url-status=dead}}

The Hamilton Station was built in 1870 and has an old grain mill next to it.{{cite web|url=http://www.hmdb.org/marker.asp?marker=26961|title=NVRPA "Hamilton Station" marker|work=HMdb: The Historical Marker Database|access-date=

February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}} In {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers" series|work=HMdb: The Historical Marker Database|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20110718175215/http://www.hmdb.org/results.asp?SeriesID=18|archive-date=July 18, 2011|url-status=live}}

File:Purcellville-VA-Train-Station.jpg

The Purcellville train station was built around 1903–1904. It was purchased by the Purcellville Preservation Association (PPA) in June 1993 and subsequently restored in 1998–2002.Multiple sources:

• {{cite web |title=History of the Purcelleville Preservation Society |url=http://www.ppa-va.org/history.asp |archive-url=https://web.archive.org/web/20131020184155/http://www.ppa-va.org/history.asp|location=Purcellville, Virginia|publisher=Purcelleville Preservation Society |archive-date=October 20, 2013|url-status=dead}}
• {{cite web |title=Purcelleville Train Station |url=https://www.purcellvilleva.gov/193/Purcellville-Train-Station|location=Purcellville, Virginia|publisher=Town of Purcellville, Virginia|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20230928190659/https://www.purcellvilleva.gov/193/Purcellville-Train-Station|archive-date=September 28, 2023|url-status=live}} It serves trail users as a rest stop and community members as meeting space. It was added to the NRHP On May 28, 2010, by the National Park Service to the NRHP.Multiple sources:
• {{cite web|last1=Kalbian|first1=Maral S|last2=Peters|first2=Margaret T.|url=https://www.dhr.virginia.gov/VLR_to_transfer/PDFNoms/286-5001-0233_Purcellville_Train_Depot_2009_FINAL_Nomination.pdf|title=National Register of Historic Places Registration Form (United States Department of the Interior: National Park Service): Purcellville Train Station|publisher=Virginia Department of Historic Resources|location=Richmond, Virginia|date=2009-11-20|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20181027205139/https://www.dhr.virginia.gov/VLR_to_transfer/PDFNoms/286-5001-0233_Purcellville_Train_Depot_2009_FINAL_Nomination.pdf|archive-date=October 27, 2018|url-status=live}} and [https://web.archive.org/web/20180618074731/http://www.dhr.virginia.gov/registers/Counties/Loudoun/286-5001-0233.PurcellvilleTrainStation.photos.htm accompanying five photos]
• {{cite web|author=Director, National Park Service|url=https://www.nps.gov/subjects/nationalregister/upload/weekly-list-2010-national-register-of-historic-places.pdf|title=Weekly list of actions taken on properties for the National Register of Historic Places: 5/24/10 through 5/28/10|work=National Register of Historic Places 2010 Weekly Lists|publisher=United States Department of the Interior: National Park Service|date=2010-06-04|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20191228214616/https://www.nps.gov/subjects/nationalregister/upload/weekly-list-2010-national-register-of-historic-places.pdf|archive-date=December 28, 2019|url-status=live}}
• {{cite web|url=https://npgallery.nps.gov/NRHP/AssetDetail?assetID=1569aef4-59ee-4a24-ab18-74578917b2b7|title=Purcellville Train Station: National Register Information System ID: 10000307|work=NPGallery Digital Asset Management System|publisher=United States Department of the Interior: National Park Service|access-date=February 4, 2024}}
• {{cite web|archive-url=https://web.archive.org/web/20170218170713/http://www.nationalregisterofhistoricplaces.com/va/loudoun/state2.html|archive-date=February 18, 2017|url=http://www.nationalregisterofhistoricplaces.com/va/loudoun/state2.html|title=Purcellville Train Station|work=National Register of Historic Places: Virginia – Loudoun County|publisher=National Register of Historic Places.com|access-date=February 4, 2024|url-status=live}} The Virginia Department of Historic Resources has added both it and the Herndon Station to the Virginia Landmarks Register.Multiple sources:
• {{cite web|url=https://www.dhr.virginia.gov/historic-registers/235-0001/|title=235-0001 Herndon Depot|date= August 29, 2018|location=Richmond, Virginia|publisher=Virginia Department of Historic Resources|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20210116232815/https://www.dhr.virginia.gov/historic-registers/235-0001/|archive-date=January 16, 2021|url-status=live}}
• {{cite web|url=https://www.dhr.virginia.gov/historic-registers/286-5001-0233/|title=286-5001-0233 Purcellville Train Station|date=January 22, 2020|location=Richmond, Virginia|publisher=Virginia Department of Historic Resources|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20200927224546/https://www.dhr.virginia.gov/historic-registers/286-5001-0233/|archive-date=September 27, 2020|url-status=live}}

The Round Hill freight depot at 34 Main Street in Round Hill, built in 1890, was recently restored and turned into a 3-bedroom cottage, but has served for a home for several decades.{{cite web|last1=Kalbian|first1=Maral S.|last2=Peters|first2=Margaret T.|date=July 31, 2008|url=https://www.dhr.virginia.gov/wp-content/uploads/2018/04/291-0010_RoundHill_HD_2008_NRFINAL.pdf|title=Round Hill Historic District|work=United States Department of the Interior: National Park Service: National Register of Historic Places Registration Form|page=Section 7, p. 15|location=Richmond, Virginia|publisher=Virginia Department of Historic Resources|access-date=February 3, 2024}}{{cite news|title=IN PHOTOS: Transformed train depot on the market in Loudoun County |url=https://www.insidenova.com/headlines/in-photos-transformed-train-depot-on-the-market-in-loudoun-county/collection_0ef4b396-59dc-11ee-99ae-03a72b46cb3d.html|work=InsideNoVa|location=Woodbridge, Virginia|publisher=InsideNoVa.com|access-date=February 3, 2024|archive-url=https://web.archive.org/web/20231215194304/https://www.insidenova.com/headlines/in-photos-transformed-train-depot-on-the-market-in-loudoun-county/collection_0ef4b396-59dc-11ee-99ae-03a72b46cb3d.html|archive-date=December 15, 2023|url-status=live}} Across the street is the restored Round Hill Passenger Station which is also a personal residence.{{cite web|last=Stewart|first=Kevin|date=July 15, 2014|url=https://www.flickr.com/photos/kevystew/19271883584|title=Washington and Old Dominion Railroad Depot- Round Hill VA|format=photograph|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20211009015431/https://www.flickr.com/photos/kevystew/19271883584|archive-date=October 9, 2021|url-status=live|via=Flickr}}

The Bluemont station burned down in 1920, but the grain elevator was left standing (and later built taller to serve as cell phone tower). A scaled-down replica of the old station was built at the foot of the grain elevator.Multiple sources:

• {{cite web|url=https://bluemontheritage.org/bluemont-heritage-tour/|title=Bluemont Mill & Railway Museum (train operated 1900-1938)|work=Bluemont Heritage Tour|year=2024|location=Bluemont, Virginia|publisher=Bluemont Heritage|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20210116062618/https://bluemontheritage.org/bluemont-heritage-tour/|archive-date=January 16, 2021|url-status=live|quote=This early 1900s mill has been built taller to function as a cell phone tower. A replica of the Bluemont train station sits at the foot. Bluemont was long the terminus of the Washington and Old Dominion Railway (W&OD).}}
• {{cite web|url=https://www.bluemontfair.org/portfolio/train-station/|title=Train Station|publisher=The Bluemont Fair|location=Bluemont, Virginia|year=2024|access-date=February 4, 2024|archive-url=https://web.archive.org/web/20240204055752/https://www.bluemontfair.org/portfolio/train-station/|archive-date=February 4, 2024|url-status=live|quote=Bluemont was the end of the line for the W&OD railroad, and our train station was located at the end of Railroad Street until it burned down in 1920. But the grain elevator was left standing, and a scaled-down replica of the old train station has been reproduced at the foot of that elevator.}}

File:NOVA-TRAC W&OD Rail Map.jpg

The advocacy group NOVA-TRAC has proposed utilizing the W&OD right-of-way to construct a commuter rail line from Purcellville and Leesburg to WMATA's East Falls Church Metro station, where riders can transfer to the Orange and Silver lines to continue their trip.{{cite web |title=The Plan |url=https://www.nova-trac.com/the-plan |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}} They argue that the East Falls Church terminus reduces construction costs versus a direct route to Washington, DC. The group has formed a coalition of businesses, nonprofits and community organizations that support the project.{{cite web |title=Partners |url=https://www.nova-trac.com/partners |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}}

The town of Hamilton voted to support NOVA-TRAC's plan on February 10, 2025.{{cite web |title=Hamilton Endorses Studying W&OD Corridor Transit |url=https://www.nova-trac.com/blog/hamilton-endorses-studying-wampod-as-rail-corridor |website=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |publisher=Northern Virginia Transit Revitalization Advocacy Coalition (NOVA-TRAC) |access-date=29 March 2025}}{{cite web |title=Town of Hamilton, Virginia Town Council Resolution Number: 2025-05 |url=https://static1.squarespace.com/static/667e026dde5a6959b893bb7b/t/67e841aa1dc96522d2e4aeeb/1743274411000/W+OD+Resolution.pdf |website=Town of Hamilton, Virginia |publisher=Town of Hamilton, Virginia}} The town passed a resolution calling for a feasibility study of the proposal.{{cite web |title=AGENDA TOWN COUNCIL PUBLIC HEARING HAMILTON, VA Monday, March 17, 2025 7:00pm |url=https://storage.googleapis.com/wzukusers/user-34888396/documents/97e516509b884206806524efd458e2f0/March%2017%2C%202025%20AGENDA%20PACKET.pdf |website=Town of Hamilton, Virginia |publisher=Town of Hamilton, Virginia |access-date=29 March 2025}}

File:Stone-Bridge-Clarkes-Gap.jpg

After the W&OD Railroad closed, the Southern Railway and its successor, the Norfolk Southern Railway, operated a spur between the Alexandria waterfront and a north–south route that traveled through Potomac Yard before the Yard closed in 1989.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood] p. 112. The spur formerly served trains traveling from the eastern end of the Bluemont Division to the Southern Railway's freight and passenger stations in old town Alexandria. As the Southern Railway owned and operated the spur and the stations, this section of track remained in operation after the W&OD closed. Railroad operations ended on the spur in 2012–2013 when GenOn Energy's Potomac River Generating Station and the Robinson Terminal's Oronoco Street warehouse closed.Multiple sources:

• {{cite news|url=https://www.washingtonpost.com/local/genon-power-plant-in-alexandria-is-set-to-close/2012/09/29/daa355ea-08d7-11e2-858a-5311df86ab04_story.html|title=GenOn power plant in Alexandria is set to close|first=Patricia|last=Sullivan|department=Local|newspaper=The Washington Post|date=September 29, 2012|access-date=2018-06-15|archive-url=https://web.archive.org/web/20180615124506/https://www.washingtonpost.com/local/genon-power-plant-in-alexandria-is-set-to-close/2012/09/29/daa355ea-08d7-11e2-858a-5311df86ab04_story.html|archive-date=June 15, 2018|url-status=live}}
• {{cite news|url=https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html|title=Sale of Robinson Terminal warehouses to bring development to Alexandria waterfront|first=Patricia|last=Sullivan|department=Local|newspaper=The Washington Post|date=September 25, 2013|access-date=June 15, 2018|archive-url=https://web.archive.org/web/20180615124936/https://www.washingtonpost.com/local/sale-of-robinson-terminal-warehouses-to-bring-development-to-alexandria-waterfront/2013/09/24/ea7769d0-2473-11e3-b75d-5b7f66349852_story.html|archive-date=June 15, 2018|url-status=live}}

A paved trail in Alexandria's linear Mt. Jefferson Park has replaced part of the Bluemont Division's course through that city.{{cite web|last=Stone|first=Jim|archive-url=https://web.archive.org/web/20080329010640/http://www.delraycitizen.org/wod.html|archive-date=March 29, 2008|url=http://www.delraycitizen.org/wod.html|title=The Washington & Old Dominion Railroad in Del Ray|location=Alexandria, VA|publisher=Del Ray Citizens Association|access-date=2010-01-17|url-status=dead}} NOVA Parks' {{convert|44.6|mi|km|1}}-long W&OD Trail travels in the Washington and Old Dominion Railroad Regional Park within the Bluemont Division's former right-of-way from the Alexandria/Arlington boundary through Bluemont Junction to Purcellville.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 108–109, 112. The section of the Bluemont Division between Purcellville and Bluemont has not become a part of any trail, as the W&OD Railroad abandoned this section in 1938, thirty years before the remainder of its line closed.

Until 2023 some of the warehouses along the old W&OD in Alexandria (between Calvert and Swann) that were built to be serviced by it – with doors that opened toward the railroad – remained, but they were torn down to make room for the Del Ray Corner development.{{cite web |title=Vanished Doors to History | website=Facebook |url=https://www.facebook.com/groups/abandonedrails/posts/7370523979647720/?paipv=0&eav=AfbtvhW-wymPCQZmbjTC_q3V3eShGiUEu0kUjhKKNmNTR47M3D7vDMUHo4x_uRFONys&_rdr |access-date=18 January 2024}}

{{Further|Great Falls and Old Dominion Railroad}}

In 1906, the 15-mile electrified Great Falls and Old Dominion Railroad (GF&OD) began operating from Georgetown in Washington, D.C. to the present site of Great Falls Park in Virginia. From Georgetown, the railroad crossed the Potomac River on the old Aqueduct Bridge to Rosslyn in Arlington. From Rosslyn, the railroad traveled northwest along the later routes of Lee Highway (U.S. Route 29) and Old Dominion Drive (Virginia State Route 309) until it reached Great Falls. In 1912, the GF&OD became the Great Falls Division of the W&OD, sharing trackage with the W&OD's Bluemont Division between Rosslyn and Thrifton Junction.[https://web.archive.org/web/20170928181826/http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood, pp. 39-46.]

The Thrifton-Bluemont Junction connecting line, a component of the W&OD's Bluemont Division, opened in 1912. The line connected the W&OD's Great Falls Division (formerly the Great Falls and Old Dominion Railroad) with the Bluemont Division's Alexandria-Bluemont line. The line closed in sections in 1963 and 1968.Multiple sources:

• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 101, 106.
• Williams, pp. 107, 131. I–66 and the adjacent Custis Trail replaced the line between Thrifton and Washington Boulevard in Ballston. Arlington County's Bluemont Junction Trail replaced the line between Washington Boulevard and Bluemont Junction, where the Bluemont Junction Trail now meets the W&OD Trail, presently contains an Arlington County railroad display that features a Southern Railway bay window caboose at {{Interlanguage link|Bluemont Park|ceb}}.Multiple sources:
• {{cite web|url=https://parks.arlingtonva.us/locations/bluemont-junction-park/#|title=Bluemont Junction Caboose|publisher=Arlington County Department of Parks and Recreation|location=Arlington County, Virginia|access-date=March 13, 2021|archive-url=https://web.archive.org/web/20210304023144/https://parks.arlingtonva.us/locations/bluemont-junction-park/|archive-date=March 4, 2021|url-status=live}}
• {{cite web|archive-url=https://web.archive.org/web/20210304023144/https://parks.arlingtonva.us/locations/bluemont-junction-park/|archive-date=March 4, 2021|url=https://parks.arlingtonva.us/locations/bluemont-junction-park/|title=Bluemont Junction Park|publisher=Arlington County Department of Parks and Recreation|location=Arlington County, Virginia|access-date=March 13, 2021|url-status=live}}
• {{cite web|archive-url=https://web.archive.org/web/20130928030018/http://www.arlingtonva.us/NewsReleases/Scripts/ViewDetail.asp?Index=148|archive-date=September 28, 2013|url=http://www.arlingtonva.us/NewsReleases/Scripts/ViewDetail.asp?Index=148 |title=Events Set for Third Annual Arlington Neighborhood Day|work=News Release|date=October 16, 1999|publisher=Arlington County, Virginia government|access-date=2013-03-04 |quote=Several park events have been planned as well, including dedication of the Bluemont Junction Caboose and Railroad Display at Bluemont Park ....|url-status=dead}}
• Coordinates of caboose at Bluemont Junction:{{coord|38.87306|-77.132564|scale:2000|format=dms|name=Bluemont Junction caboose}}
• Coordinates of intersection of Bluemont Junction Trail and Washington and Old Dominion Railroad Trail: {{Coord|38.8718317|-77.1321047|scale:2000_source:wikimapia |format=dms| name=intersection of Bluemont Junction Trail and Washington and Old Dominion Railroad Trail}} The caboose was built in 1971, three years after the W&OD Railroad closed.Copy of Southern Railway records in album inside Bluemont Junction caboose.

At least four locomotives that the W&OD had owned or leased still survived in 2017.

• B&O 8413, a General Motors' (GM) Electro-Motive Corporation (later part of GM's Electro-Motive Division (EMD)) SW1 diesel–electric switcher locomotive assembled in 1940 with construction number 1111, was one of the first SW1s that Electro-Motive built.{{cite web |url=http://theunionstation.org/utah-state-railroad-museum/spencer-s-eccles-rail-center/|format=photograph |title=Rolling Stock of the Utah State Railroad Museum: Cargill 6751: SW1 |work=Utah State Railroad Museum: Spencer S. & Dolores Doré Eccles Rail Center |publisher=Ogden Union Station |location=Ogden, Utah |year=2018|access-date=2018-10-31|quote=This locomotive began life as Baltimore & Ohio 213, and later became B&O 8413. It was sold to Arco Petroleum in Carson, California, and renumbered 8417, then later Arco 6971. Sold to General American Tank Car (GATX) in Colton, California, keeping the same number. Cargill purchased the unit from Western Railway Supply, a used equipment dealer, and moved it to Ogden in August 1993 for use at the company’s Globe Mill. In 2010 it was replaced by a Trackmobile, and Cargill donated it to the museum. It was delivered on May 21, 2011, free of charge thanks to Utah Central and Union Pacific. It is one of the first SW1s to be built, and when sold to the B&O was classified as an NS1.
  While out of service at the elevator, vandals stripped the wiring from the traction motors, as well as from inside the cab which remained unlocked. Cargill funded the complete repainting and restoration of the locomotive to operation. Painting was completed in November 2011. Located on Track 1.|archive-url=https://web.archive.org/web/20180903080431/http://theunionstation.org/utah-state-railroad-museum/spencer-s-eccles-rail-center/|archive-date=September 3, 2018|url-status=dead}} After acquisition, the Baltimore and Ohio Railroad (B&O) initially numbered the locomotive as 213, but subsequently changed the number to 8413. Leased by the W&OD in 1968, B&O #8413 was one of the last locomotives to operate on the W&OD before the railroad closed during the same year.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 137. After four transfers of ownership, Cargill purchased the locomotive, which became Cargill #6751.{{cite web|last=Van Cleve|first=Jeff|title=Cargill 6751|url=http://www.rrpicturearchives.net/showPicture.aspx?id=1382398|format=photograph|work=RR Picture Archives.net|location=Ogden, Utah|date=July 4, 1996|access-date=2013-12-20|archive-date=October 29, 2018|archive-url=https://web.archive.org/web/20181029013528/http://www.rrpicturearchives.net/showPicture.aspx?id=1382398%20|url-status=dead}}.{{cite web|url=http://www.rrpicturearchives.net/Locopicture.aspx?id=134007|format=photographs|title=Pictures of CRGX 6751|work=RR Picture Archives.net|date=November 27, 2020|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127223443/http://www.rrpicturearchives.net/Locopicture.aspx?id=134007|url-status=dead}}.

Cargill moved the locomotive to Ogden, Utah, in 1993 for use in the company's Globe Mill. Following Cargill's donation of the locomotive in 2010, the Utah Central Railway and the Union Pacific Railroad delivered it to the Utah State Railroad Museum at Ogden's Union Station on May 21, 2011, where it was photographed in 2020.Multiple sources:

• {{cite web|url=http://utahrails.net/RLHSGoldenSpikeOgden/locomotives.htm|format=photograph|work=Utah State Railroad Museum Locomotives|title=Cargill EMD SW1 #6751|access-date=2019-06-07|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607133539/http://utahrails.net/RLHSGoldenSpikeOgden/locomotives.htm|url-status=dead}}
• {{cite web|url=http://www.rgusrail.com/utous.html|format=photograph|title=Cargill EMD SW1 #6751|publisher=rgusmrail.com|date=2019-03-01|quote=This SW1 unit was built by EMD in 1940 as #213 for the Baltimore & Ohio Railroad. The unit was subsequently renumbered BO #8413. It was sold to Arco Petroleum at Carson, CA, where it was renumbered #6971. It next went to the locomotive leasing company General American Transportation Corporation in Colton, California. After the lease expired, the unit was stored at the GATX facility until it was sold through the dealer, Western Railway Supply, to Cargill. It moved to the Horizon Milling Company in Ogden in mid August 1993 and was repainted, lettered and renumbered #6751. It was replaced by a Trackmobile in 2010. Donated to the Utah State Railroad Museum in April 2011, it was moved to Union Station on 21st May 2011.|access-date=June 7, 2019|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607140219/http://www.rgusrail.com/utous.html|url-status=dead}}
• {{cite web|first=Roger|last=Daniels|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5381381|format=photograph|title=CRGX 6751(SW1)|work=RR Picture Archives.net|location=Ogden, Utah|date=June 27, 2020|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127222436/http://www.rrpicturearchives.net/showPicture.aspx?id=5381381|url-status=dead}}.

• C&O 5015 is an American Locomotive Company (ALCO) S-2 diesel–electric switcher locomotive that the W&OD leased from the C&O. Built in 1946 with a 1000-horsepower engine, the locomotive was used during the W&OD's final decade of operations. After serving five more railroads, the locomotive became Columbia & Reading Railway #2-26 in 2009. It was operating in Columbia, Pennsylvania, on that line as CORY 2–26 in 2020.Multiple sources:
• {{cite web|last=Kerr|first=James|url=http://www.railpictures.net/viewphoto.php?id=304723&nseq=3|format=photograph|title=Columbia & Reading ALCO S2 CORY 2-26|location=Frank Sahd Salvage Center, Columbia, Pennsylvania|work=RailPictures.Net|date=November 20, 2009|access-date=2014-01-28|archive-date=January 28, 2014|archive-url=https://www.webcitation.org/6MyS7vk6f?url=http://www.railpictures.net/viewphoto.php?id=304723&nseq=3|url-status=dead}}
• {{cite web|author=k41361|url=https://www.youtube.com/watch?v=UgA5cxd93wo|title=Columbia & Reading S2.AVI| website=YouTube |format=video|date=February 24, 2010|access-date=2016-06-29|archive-date=June 29, 2016|archive-url=https://web.archive.org/web/20160629180115/https://www.youtube.com/watch?v=UgA5cxd93wo|url-status=dead}} Video of CORY 2-26 crossing Route 262 in Columbia, Pennsylvania.
• {{cite web |url=http://recycleyourmetal.com/green.html |format=photograph |title=Columbia & Reading Railway No. 2-26 |work=Green Initiatives |publisher=Sahd Metal Recycling |location=Columbia, Pennsylvania |access-date=2013-12-20 |archive-date=September 27, 2013 |archive-url=https://web.archive.org/web/20130927233928/http://recycleyourmetal.com/green.htm |url-status=dead }}
• {{cite web|last=Walker|first=Craig|url=http://www.railpictures.net/viewphoto.php?id=454261&nseq=0|format=photograph|title=Columbia & Reading ALCO S2 CORY 2-26|work=RailPictures.Net|date=September 27, 2013|location=Columbia, Pennsylvania|access-date=2014-01-28|quote=Tucked away in a scrap yard in Columbia, Pennsylvania, is Columbia & Reading S2 2-26. This 1946-built Alco has put in the miles for a number of railroads, starting with the Chesapeake & Ohio (#5015, then #9165) followed by stints as GEX 106, FCIN 106, PVRR 27, CCCR 27 and JCNX 27.|archive-date=January 28, 2014|archive-url=https://www.webcitation.org/6My0mopsf?url=http://www.railpictures.net/viewphoto.php?id=454261&nseq=0|url-status=dead}}
• {{cite web|url=http://rrpicturearchives.net/Locopicture.aspx?id=195581|format=photographs|title=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2017-12-23|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223162530/http://rrpicturearchives.net/Locopicture.aspx?id=195581|url-status=dead}}
• {{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=3822736|format=photographs|title=CORY 2-26|date=April 26, 2014|author=Central PA Locos|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2015-05-25|archive-date=May 25, 2015|archive-url=https://web.archive.org/web/20150525060434/http://rrpicturearchives.net/showPicture.aspx?id=3822736|url-status=dead}}
• {{cite web|url=http://rrpicturearchives.net/showPicture.aspx?id=4514578|format=photograph|title=CORY 2-26|date=July 28, 2016|last=Darnell|first=Tim|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=2017-01-27|archive-date=January 27, 2017|archive-url=https://web.archive.org/web/20170127175047/http://rrpicturearchives.net/showPicture.aspx?id=4514578|url-status=dead}}
• {{cite web|first=Kevin|last=Painter|title=CORY 2-26(S2)|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4825184|format=photograph|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|date=October 27, 2017|access-date=2017-12-23|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223062530/http://www.rrpicturearchives.net/showPicture.aspx?id=4825184|url-status=dead}}
• {{cite web|first=Kevin|last=Painter|title=CORY 2-26(S2)|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5091831|format=photograph|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|date=February 13, 2019|access-date=2019-06-07|archive-date=June 7, 2019|archive-url=https://web.archive.org/web/20190607142428/http://www.rrpicturearchives.net/showPicture.aspx%3Fid%3D5091831|url-status=dead}}
• {{cite web|url=https://www.youtube.com/watch?v=hTiuoVpC3Gg |archive-url=https://ghostarchive.org/varchive/youtube/20211221/hTiuoVpC3Gg |archive-date=2021-12-21 |url-status=live|title=HD Columbia and Reading ALCO S2 2 26 around Columbia,PA|format=video|date=February 14, 2019|publisher=Alex Gillespie Rail Productions|via=YouTube|access-date=November 27, 2020}}{{cbignore}} (9:38 minutes)
• {{cite web|first=Kevin|last=Painter|date=January 21, 2020|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5250302|format=photograph|title=CORY 2-26 (S2)|work=Pictures of CORY 2-26|publisher=RR Pictures Archive.Net|location=Columbia, Pennsylvania|access-date=November 27, 2020|archive-date=November 27, 2020|archive-url=https://web.archive.org/web/20201127212427/http://www.rrpicturearchives.net/showPicture.aspx?id=5250302|url-status=dead}}
• W&OD 47, a General Electric (GE) 44-ton centercab switcher, built and delivered to the W&OD in December 1941 with construction number 15041 and a 380-horsepower engine, was the railroad's first diesel–electric locomotive.Multiple sources:
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 131, 137.
• 1941 and 1946 photographs of W&OD 47: [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 83, 88. It was joined by the similar #48 and #49, both built in August 1942. Sold to the Fonda, Johnstown & Gloversville Railroad in 1950 and renumbered to 30, the former W&OD 47 went to Cargill in Houston, Texas in 1967.{{cite web|url=http://www.fjgrr.org/Number_30.html|format=photographs|title=GE 44-Ton Number 30|work=Number 30|publisher=The Fonda Johnstown & Gloversville Railroad|access-date=2016-06-29|archive-date=August 8, 2016|archive-url=https://web.archive.org/web/20160808215824/http://www.fjgrr.org/Number_30.html|url-status=dead}}Photographs of the former W&OD 47 as FJGRR 30, on the Great Western Railway of Colorado and as BJRY 44. Cargill subsequently reassigned it to Denver, Colorado.{{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}} After serving on the Great Western Railway of Colorado as #44, the locomotive retained its number when it became the Burlington Junction Railway's (BJRY's) first when the BJRY opened in 1985.Multiple sources:
• {{cite web|first=Chris|last=Zygmunt|url=http://www.railpictures.net/viewphoto.php?id=424723|title=Burlington Junction Railway No. 44 (with 2013-02-24 comment by Jack M. Jakeman: "This was the locomotive that the railroad was started with.")|work=RailPictures.Net|format=photograph|date=June 8, 2012|location=Burlington, Iowa|access-date=2013-12-20|archive-date=December 21, 2013|archive-url=https://web.archive.org/web/20131221071117/http://www.railpictures.net/viewphoto.php?id=424723|url-status=dead}}
• {{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}}
• {{cite web|url=http://www.iowadot.gov/railplan/appendix_a.htm|title=Profiles of Railroads Operating in Iowa|work=Rail System Plan: Appendix A|location=Ames, Iowa|publisher=Iowa Department of Transportation|access-date=2014-09-17|archive-date=February 5, 2012|archive-url=https://web.archive.org/web/20120205222656/http://www.iowadot.gov/railplan/appendix_a.htm|url-status=dead}} BJRY44 subsequently operated in Mount Pleasant, West Burlington and Burlington, Iowa. The locomotive was photographed in Burlington during 2018.Multiple sources:
• {{cite book|last=Lewis|first=Edward A.|url=https://books.google.com/books?id=3i6K_Nf9e2EC&pg=frontsec|title=American Shoreline Railway Guide|chapter-url=https://books.google.com/books?id=3i6K_Nf9e2EC&pg=PA53|chapter=Burlington Junction Railway|edition=5th|location=Waukesha, Wisconsin|publisher=Kalmbach Publishing Company|year=1996|page=[https://books.google.com/books?id=3i6K_Nf9e2EC&pg=PA53 53]|isbn=0890242909|oclc=35286187|lccn=96215170|access-date=2017-12-23|via=Google Books}}
• {{cite web|last1=Miller|first1=Gerry|last2=Sink|first2=Tom|last3=Zygmunt|first3=Chris|url=http://www.railpictures.net/showphotos.php?road_number=BJRY44|format=photograph|title=Photographs of BJRY 44|work=RailPictures.Net|date=June 8, 2012|location=Burlington and West Burlington, Iowa|access-date=December 17, 2014|archive-date=October 30, 2013|archive-url=https://web.archive.org/web/20131030011350/http://www.railpictures.net/showphotos.php?road_number=BJRY%2044|url-status=dead}}
• {{cite web |first=Kris |last=Rumbut |url=http://www.rrpicturearchives.net/showPicture.aspx?id=3988297 |format=photograph |title=BJRY 44 |date=September 11, 2014 |work=Pictures of BJRY 44 |location=Burlington, Iowa |publisher=RR Pictures Archive.Net |access-date=2015-05-25 |archive-date=May 25, 2015 |archive-url=https://web.archive.org/web/20150525044127/http://www.rrpicturearchives.net/showPicture.aspx?id=3988297 |url-status=dead}}
• {{cite web|first=Dan|last=Mackey|url=https://www.flickr.com/photos/dan_mackey/31437668668|format=photograph|title=BRJY 44|date=August 5, 2018|location=Burlington, Iowa|publisher=Flickr|access-date=2019-06-07|archive-url=https://web.archive.org/web/20190607055711/https://www.flickr.com/photos/dan_mackey/31437668668|archive-date=June 7, 2019|url-status=live}}
• {{cite web|first=Chris|last=Zygmunt|url=http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|format=photograph|title=BJRY 44|date=June 8, 2012|location=Burlington, Iowa|work=LocoPhotos: Comprehensive Locomotive Archiving|publisher=Jack Hilton|access-date=2014-09-17|quote=Lineage: ex GWR 44, ex Cargill, ex FJG 30, ex WOD 47|archive-url=https://web.archive.org/web/20140918205019/http://www.locophotos.com/~locophot/PhotoDetails.php?PhotoID=129592|archive-date=September 18, 2014|url-status=live}}

File:IATR 54 and IATR 60 in Mason City.jpg, in 2009]]

• W&OD 50 is a 50-ton steeplecab Baldwin-Westinghouse electric locomotive built in October 1920 with four Westinghouse type 562-D-5 100 horsepower motors as Baldwin Locomotive Works (BLW) serial number 53784 and brought to the W&OD Railway during the same year.Multiple sources:
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], pp. 68, 135.
• {{cite journal|url=https://books.google.com/books?id=ESxLAQAAMAAJ&pg=PA917|title=Manufacturers and the Markets: Rolling Stock|journal=Electric Railway Journal|editor1=Blake, Henry W.|editor2=Bozell, Harold V.|volume=57|number=28|date=June 25, 1921|page=917|location=New York|publisher=McGraw-Hill Company, Inc.|oclc=2021289|issn=0095-9715|via=Google Books|access-date=2017-09-28}} Description of 50-ton Baldwin-Westinghouse electric locomotive purchased by the Mononghahela Valley Traction Company, Fairmont, West Virginia, circa 1921 and similar to W&OD 50.
• 1922 and 1940 photographs of W&OD 50: [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 71.
• {{cite web|last=Rice|first=Leonard|url=http://www.geocities.ws/pem20165/wodph303Number50.html|title=W&OD electric freight locomotive 50 in the Rosslyn shop yard|format=photograph|access-date=December 21, 2013|archive-date=December 24, 2013|archive-url=https://web.archive.org/web/20131224110919/http://www.geocities.ws/pem20165/wodph303Number50.html|url-status=dead}}. In {{cite web |last=McCray |first=Paul |url=http://www.geocities.ws/pem20165 |title=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History |access-date=December 2, 2015 |archive-date=December 10, 2015 |archive-url=https://web.archive.org/web/20151210213544/http://www.geocities.ws/pem20165/ |url-status=dead }}
• [https://books.google.com/books?id=DSLmTCTY-eEC&pg=PA114 Guillaudeu, 2013, p. 114.] "This photograph from March 25, 1944, is one of the last images of Locomotive No. 50 in use on the W&OD Railroad. ... (Photograph by Leonard W. Rice.)" After retiring the locomotive in 1945, the W&OD Railroad sold it in 1947 to the Cedar Rapids & Iowa City Railway, which renumbered it to 58.[http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 135.Multiple sources:
• {{cite web |last=Harper |first=James P. |url=http://donsdepot.donrossgroup.net/wod50.jpg |format=photograph |title=Washington & Old Dominion 50 at Cedar Rapids, IA |date=April 7, 1947 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023001917/http://donsdepot.donrossgroup.net/wod50.jpg |url-status=usurped }}
• {{cite web |last=Ross |first=Don |url=http://donsdepot.donrossgroup.net/cic58.jpg |format=photograph |title=CR&IC 58 at Cedar Rapids, IA |date=September 25, 1954 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=September 18, 2014 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023041019/http://donsdepot.donrossgroup.net/cic58.jpg |url-status=usurped}} In 1955 it was sold to the Kansas City, Kaw Valley & Western Railway as #507.Multiple sources:
• [https://web.archive.org/web/20170928181826/http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF Harwood], p. 135.
• {{cite web|last=Ross|first=Don|url=http://donsdepot.donrossgroup.net/dr0706/kckv507.jpg|format=photograph|title=Kansas City Kaw Valley 507 at Bonner Springs, KS|date=March 1960|work=Don's Rail Photos|publisher=Don Ross Group|access-date=2014-09-18|archive-date=October 23, 2012|archive-url=https://web.archive.org/web/20121023001733/http://donsdepot.donrossgroup.net/dr0706/kckv507.jpg|url-status=usurped}}
• {{cite web|last=McDowell|first=Mark|url=http://www.rrpicturearchives.net/showPicture.aspx?id=230076|format=photograph|title=Motor 507 switching Lone Star Cement, 1960|date=May 1, 1960|work=Pictures of KVW 507|publisher=RR Pictures Archives.net|location=Bonner Springs, Kansas|access-date=November 2, 2020|archive-date=November 2, 2020|archive-url=https://web.archive.org/web/20201102150223/http://www.rrpicturearchives.net/showPicture.aspx?id=230076|url-status=dead}}. It was sold in 1962 to the Iowa Terminal Railroad and renumbered to 53, later becoming #50 of the Iowa Traction Railroad in 1987.Multiple sources:
• {{cite web|author=the_trainman407|url=http://www.railpictures.net/viewphoto.php?id=405146|format=photograph|title=IATR 50|work=RailPictures.Net|date=July 14, 2012|access-date=2017-12-23|location=AGP Ethanol Plant, Mason City, Iowa|quote=Iowa traction number 50 is a 50-ton steeplecab, built by Baldwin-Westinghouse in 1920 as Washington & Old Dominion Number 50. It was acquired by the Cedar Rapids & Iowa City in 1947, was rebuilt and renumbered number 58. In 1955 it was sold to the Kansas City-Kaw Valley Railroad and became their number 507. Finally, in 1962 it was sold to the Iowa Terminal and renumbered 53, later becoming IATR 50. The unit is seen here switching out Mason City's AGP plant|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223040257/http://www.railpictures.net/viewphoto.php?id=405146|url-status=dead}}
• {{cite web|url=https://www.american-rails.com/iatr.html|title=Iowa Traction Railway Locomotive Roster|work=Iowa Traction Railway|year=2020|publisher=American-Rails.com|access-date=November 2, 2020|quote=Builder: Baldwin-Westinghouse; Model Type: Steeple Cab; Road Number: 50; Notes: Built as Washington & Old Dominion #50 in October 1920. Acquired by the Cedar Rapids & Iowa City (Crandic) in 1947 as #58 and sold again to the Kansas City Kaw Valley Railroad (KCKV) in 1955 as #507. Finally, it was purchased by the Iowa Terminal in 1962, and renumbered #50 a year later.|archive-date=September 20, 2020|archive-url=https://web.archive.org/web/20200920232949/https://www.american-rails.com/iatr.html|url-status=dead}}
• {{cite web |last=Ross |first=Don |url=http://donsdepot.donrossgroup.net/iat50.jpg |format=photograph |title=Iowa Terminal RR 50 at Mason City, IA |date=October 22, 1962 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=September 18, 2014 |archive-date=October 22, 2012 |archive-url=https://web.archive.org/web/20121022220459/http://donsdepot.donrossgroup.net/iat50.jpg |url-status=usurped }}
• {{cite web |last=Schneider |first=Lynn |format=photograph |title=Iowa Terminal RR 50 at Mason City, IA |date=June 28, 1980 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |url=http://donsdepot.donrossgroup.net/dr0106/iat50b.jpg |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002351/http://donsdepot.donrossgroup.net/dr0106/iat50b.jpg |url-status=usurped }}
• {{cite web |last=Rueber |first=James |url=http://donsdepot.donrossgroup.net/iat50a.jpg |format=photograph |title=IAT 50 at Mason City, IA |date=May 24, 1986 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002404/http://donsdepot.donrossgroup.net/iat50a.jpg |url-status=usurped }}
• {{cite web |last=Menge |first=George |url=http://donsdepot.donrossgroup.net/iatr50.jpg |format=photograph |title=IATR 50 at Emery, IA |date=September 3, 1992 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 22, 2012 |archive-url=https://web.archive.org/web/20121022230853/http://donsdepot.donrossgroup.net/iatr50.jpg |url-status=usurped }}
• {{cite web |last=Richards |first=John |url=http://donsdepot.donrossgroup.net/dr0402/jr001.jpg |format=photograph |title=Iowa Traction RR 50 at Mason City, IA |date=December 2001 |work=Don's Rail Photos |publisher=Don Ross Group |access-date=2014-09-18 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023002357/http://donsdepot.donrossgroup.net/dr0402/jr001.jpg |url-status=usurped }}
• {{cite web |first=Andrew |last=Blaszczyk |url=http://www.railpictures.net/viewphoto.php?id=253956&nseq=9 |format=photograph |title=IATR 50 |work=RailPictures.Net |date=September 24, 2008 |location=Mason City, Iowa |access-date=2014-09-18 |archive-date=September 18, 2014 |archive-url=https://web.archive.org/web/20140918232422/http://www.railpictures.net/viewphoto.php?id=253956&nseq=9 |url-status=dead }}
• {{cite web|first1=Ryan|last1=R.|first2=Jim|last2=R.|url=http://www.railpictures.net/viewphoto.php?id=321596|format=photograph|title=IATR 50|work=RailPictures.Net|date=March 15, 2010|location=Mason City, Iowa|access-date=2017-12-21|archive-date=December 21, 2017|archive-url=https://web.archive.org/web/20171221185404/http://www.railpictures.net/viewphoto.php?id=321596|url-status=dead}}
• {{cite web|url=http://www.rrpicturearchives.net/locoPicture.aspx?id=30579|format=photograph|title=Pictures of IATR 50|publisher=RR Pictures Archive.net|access-date=2015-05-25|archive-date=May 25, 2015|archive-url=https://web.archive.org/web/20150525234910/http://www.rrpicturearchives.net/locoPicture.aspx?id=30579|url-status=dead}}
• {{cite web|url=http://www.rrpicturearchives.net/serialThumbs.aspx?id=53784&mfg=BLW|format=photographs|title=Pictures with BLW Serial No 53784 in them: Locomotive IATR 50 (Steeple Cab)|publisher=RR Pictures Archive.Net|access-date=2015-05-25|archive-date=September 24, 2015|archive-url=https://web.archive.org/web/20150924092539/http://www.rrpicturearchives.net/serialThumbs.aspx?id=53784&mfg=BLW|url-status=dead}}
• [https://books.google.com/books?id=DSLmTCTY-eEC&pg=PA115 Guillaudeu, 2013, p. 115] Photograph legend: "A railfan pretends to operate the Class B Baldwin-Westinghouse Locomotive No. 50 on September 20, 2009, where it is still in use on the Iowa Traction Railroad, almost 90 years after it was finished, in February 1921."Videos of IATR 50 in operation:
• {{cite web|url=https://www.youtube.com/watch?v=EmWJRjqWmKI |archive-url=https://ghostarchive.org/varchive/youtube/20211221/EmWJRjqWmKI |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Empty Gondola Movement|author=jfreelan1964|date=September 16, 2010|format=video|via=YouTube|access-date=2017-12-21}}{{cbignore}} (14:39 minutes)
• {{cite web|author=jfreelan1964|url=https://www.youtube.com/watch?v=cQHzmcSMu14 |archive-url=https://ghostarchive.org/varchive/youtube/20211221/cQHzmcSMu14 |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Scrap Metal Arrives at the UP Interchange|date=September 16, 2010|access-date=2017-12-21|format=video|via=YouTube}}{{cbignore}} (12:04 minutes
• {{cite web|url=https://www.youtube.com/watch?v=S7Xk5BQVtXo |archive-url=https://ghostarchive.org/varchive/youtube/20211221/S7Xk5BQVtXo |archive-date=2021-12-21 |url-status=live|title=Iowa Traction RR: The Last Electrified freight in the US|author=Chicagojoe28|date=July 31, 2015|format=video|via=YouTube|access-date=2017-12-21}}{{cbignore}} (10:40 minutes)
• {{cite web|author=airailimages|url=https://www.youtube.com/watch?v=RcFYUvFMvB4 |archive-url=https://ghostarchive.org/varchive/youtube/20211221/RcFYUvFMvB4 |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Action – 27 July 2015|date=August 1, 2015|format=video|via=YouTube|access-date=2017-12-21}}{{cbignore}} (4:42 minutes)
• {{cite web|author=jfreelan1964|url=https://www.youtube.com/watch?v=KGurISj00Vo |archive-url=https://ghostarchive.org/varchive/youtube/20211221/KGurISj00Vo |archive-date=2021-12-21 |url-status=live|title=Iowa Traction Railway Winter 2016|date=February 3, 2017|format=video|via=YouTube|access-date=2017-12-21}}{{cbignore}} (23:49 minutes) Upon purchase in October 2012, the line was renamed to the Iowa Traction Railway.Multiple sources:
• {{cite web|url=http://www.progressiverailroading.com/short_lines_regionals/news/Progressive-Rail-acquires-Iowa-Traction-Railroad--32980|title=Progressive Rail acquires Iowa Traction Railroad|publisher=ProgressiveRailroading.com|date=October 16, 2012|access-date=2012-11-13|archive-date=December 22, 2013|archive-url=https://web.archive.org/web/20131222215817/https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|url-status=dead}}
• {{cite web|url=https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|title=Freight Tariff IATR 9001|date=October 4, 2012|publisher=Iowa Traction Railway Company|access-date=2013-12-20|archive-url=https://web.archive.org/web/20131222215817/https://www.railinc.com/rportal/alf_docs/MergersAcq/IATR9001.pdf|archive-date=December 22, 2013|url-status=live}}
• {{cite web|first=Jacob|last=Nelson|url=http://www.rrpicturearchives.net/showPicture.aspx?id=3510948|format=photograph|title=IATR 50|work=RR Pictures Archives.net|date=June 3, 2013|location=Mason City, Iowa|access-date=2016-02-06|archive-date=February 6, 2016|archive-url=https://web.archive.org/web/20160206215723/http://www.rrpicturearchives.net/showPicture.aspx?id=3510948|url-status=dead}}
• {{cite web |last=Terry |first=Jeff |url=http://www.railpictures.net/viewphoto.php?id=468307&nseq=5 |format=photograph |title=IATR 50 |work=RailPictures.Net |date=January 29, 2014 |location=CP Interchange, Mason City, Iowa |access-date=2014-09-18 |quote=Iowa Traction 50 shoves four hoppers back to the CP interchange track near Clear Lake Junction. |archive-date=September 18, 2014 |archive-url=https://web.archive.org/web/20140918231027/http://www.railpictures.net/viewphoto.php?id=468307&nseq=5 |url-status=dead }}
• {{cite web|first=John|last=Schumann|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4361570|format=photograph|date=December 6, 2015|title=IATR 50|work=RR Pictures Archives.net|location=Clear Lake, Iowa|access-date=March 30, 2016|archive-date=March 30, 2016|archive-url=https://web.archive.org/web/20160330222330/http://www.rrpicturearchives.net/showPicture.aspx?id=4361570|url-status=dead}}
• {{cite web|first=Nick|last=Smith|url=http://www.railpictures.net/photo/590084/|format=photograph|date=June 21, 2016|title=IATR 50|work=RailPictures.Net|location=IATR AGP Elevator Lead, Mason City, Iowa|access-date=2017-01-27|quote=Iowa Traction RR IATR 50 is tied down at Mason City on the main outside the UP interlocking. IATR built for the Washington & Old Dominion in 1920 and spent time on the Cedar Rapids & Iowa City and the Kansas City Kaw Valley & Western RR before coming to Mason City.|archive-date=January 27, 2017|archive-url=https://web.archive.org/web/20170127165454/http://www.railpictures.net/photo/590084/|url-status=dead}}
• [https://books.google.com/books?id=Ao4mDAAAQBAJ&pg=PA90 Guillaudeu and McCray, 2016, pp. 85, 90–93.]
• {{cite web|first=Dick|last=Ebright|url=http://www.railpictures.net/photo/621548/|format=photograph|date=June 24, 2017|title=IATR 50|work=RailPictures.Net|location=AGProcessing spur, Mason City, Iowa|access-date=2017-09-27|quote=IATR #50, seen here on the spur to the AGP soybean facility, was built by Baldwin in 1920; 97 years old and still in revenue service.|archive-date=September 27, 2017|archive-url=https://web.archive.org/web/20170927192055/http://www.railpictures.net/photo/621548/|url-status=dead}}
• {{cite web|author=mtnclimberjoe|url=http://www.railpictures.net/photo/634927/|format=photograph|title=IATR 50|work=RailPictures.Net|location=AGP Facility, Mason City, Iowa|date=August 18, 2017|access-date=2017-12-23|quote=The Iowa Traction railroad uses BLW steeple cab electric number 50 to shove a large cut of covered hoppers into the AGP corn processing facility in Mason City, Iowa.|archive-date=December 23, 2017|archive-url=https://web.archive.org/web/20171223030232/http://www.railpictures.net/photo/634927/|url-status=dead}}
• {{cite web|author=mtnclimberjoe|date=August 18, 2017|url=http://www.railpictures.net/photo/653532/|format=photograph|title=IATR 50|work=RailPictures.Net|location=Mason City, Iowa|access-date=2018-02-14|quote=The Iowa Traction has just finished switching out the Renewable Energy Group ethanol facility and heads east with a big cut of tank cars.|archive-url=https://web.archive.org/web/20190214013422/http://www.railpictures.net/photo/634927/|archive-date=February 14, 2019|url-status=live}}
• {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=4941648|format=photograph|date=April 12, 2018|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=2018-06-13|quote=Preparing to move grain cars|archive-date=June 14, 2018|archive-url=https://web.archive.org/web/20180614032732/http://www.rrpicturearchives.net/showPicture.aspx?id=4941648|url-status=dead}}
• {{cite web|first=Olaf|last=Junges|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5060596|title=IATR 50|work=RR Picture Archives.net|location=Mason City, Iowa|date=August 29, 2018|access-date=2018-06-14|quote=Heavy action day with 3 (!) Steeple Caps on duty.|archive-date=February 14, 2019|archive-url=https://web.archive.org/web/20190214013026/http://www.rrpicturearchives.net/showPicture.aspx?id=5060596|url-status=dead}}
• {{cite web|last=Williams|first=Craig|url=https://www.railpictures.net/photo/695656/|title=IATR 50|format=photograph|work=RailPictures.Net|date=March 11, 2019|location=Mason City, Iowa|access-date=2019-06-06|archive-url=https://web.archive.org/web/20190606203359/https://www.railpictures.net/photo/695656/|archive-date=June 6, 2019|url-status=live}}
• {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5123877|format=photograph|date=March 15, 2019|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=2019-06-06|quote=Working at the interchange|archive-url=https://web.archive.org/web/20190606204008/http://www.rrpicturearchives.net/showPicture.aspx?id=5123877|archive-date=June 6, 2019|url-status=live}}
• {{cite web|author=POTB 101|date=October 17, 2020|url=https://railroadforums.com/forum/index.php?media/iowa-traction-50.43110/|title=Iowa Traction 50|format=photograph|location=Mason City, Iowa|publisher=Railroadforums.com|access-date=November 2, 2020|archive-url=https://web.archive.org/web/20201102204931/https://railroadforums.com/forum/index.php?media/iowa-traction-50.43110/|archive-date=November 2, 2020|url-status=live}}
• {{YouTube|PFPzqjXI7RQ|T. rex Roadtrip (October 22, 2020). Iowa Traction Autumn Day One. Retrieved October 8, 2021. (16:53 minutes)}}. 2020 video showing IATR 50 in operation.
• {{cite web|first=Paul|last=Leach|url=http://www.rrpicturearchives.net/showPicture.aspx?id=5474350|date=December 21, 2020|format=photograph|title=IATR 50 (Steeple Cab)|work=RR Picture Archives.net|location=Mason City, Iowa|access-date=January 22, 2021|quote=Tied down for the day|archive-url=https://web.archive.org/web/20210122030015/http://www.rrpicturearchives.net/showPicture.aspx?id=5474350|archive-date=January 22, 2021|url-status=live}} The Iowa Traction Railway was operating the locomotive in Mason City, Iowa, in 2021, the locomotive's 101st year.{{YouTube|BWivy9t1T7Y|Jaw Tooth (August 19, 2021). RARE Last Electric America Freight Railway, Swapping Cars W/ Union Pacific Railroad At Interchange!: Mason City. Retrieved October 8, 2021. (13:00 minutes)}}. 2021 video showing IATR 50 in operation.

In addition, at least one of the old Autorailer may still exist.

• The W&OD purchased several Evans Autorailer buses from the defunct Arlington & Fairfax Auto Railway. #109 was acquired by the Chicago, South Shore & South Bend RR in 1955 and equipped with a platform on the roof for working on the overhead wires in East Chicago, IN.{{cite web |title=Washington and Old Dominion |url=https://www.shorpy.com/node/17521#comment-168510 |access-date=13 April 2023}} Sometime in the 1950s it was sold to the Grasse River Railroad in New York. Sometime after the GRR went under in 1959, it passed into private ownership and was stored at Clark's Trading Post in Lincoln, New Hampshire. It is the last known, remaining piece of rolling stock from the Washington-Virginia streetcars, but it had not been maintained and stored outside for 60+ years.{{cite web |title=Evans AutoRailer at Clark's Trading Post |url=http://www.rypn.org/forums/viewtopic.php?f=1&t=45888&start=0 |access-date=22 May 2023}} In August 2024, it was announced that the National Capital Trolley Museum in Colesville, Maryland had acquired the rare vehicle, and transported it to interim off-site storage.{{Cite web |date=2024-09-23 |title=Evans Auto-Railer to join National Capital Trolley Museum’s collection |url=https://www.trains.com/trn/news-reviews/news-wire/evans-auto-railer-to-join-national-capital-trolley-museums-collection/ |access-date=2024-11-11 |website=Trains |language=en-US}} On November 10th, 2024 the Autorailer touched live rail for the first time in more than 60 years and is now on display, awaiting restoration.{{Cite web |title=Railway Preservation News • View topic – National Capital Trolley Museum Saves Auto-Railer |url=http://www.rypn.org/forums/viewtopic.php?f=1&t=48313&start=15#wrapheader |access-date=2024-11-11 |website=www.rypn.org}}{{Cite web |title=National Capital Trolley Museum adds rare ‘Auto-Railer’ |url=https://www.trains.com/trn/news-reviews/news-wire/national-capital-trolley-museum-adds-rare-auto-railer/ |access-date=2024-11-11 |website=Trains |language=en-US}}

• Great Falls and Old Dominion Railroad
• Northern Virginia trolleys
• Virginia Creeper Trail

{{Reflist}}

• {{cite book|last1=Guillaudeu|first1=David A.|others=Foreword by McCray, Paul E. |url=https://books.google.com/books?id=DSLmTCTY-eEC|title=Washington & Old Dominion Railroad|series=Images of Rail|location=Charleston, South Carolina|publisher=Arcadia Publishing|year=2013|isbn= 9780738597928|oclc=811603181|access-date=2016-11-13|via=Google Books}}
• {{cite book|last1=Guillaudeu|first1=David A.|last2=McCray|first2=Paul E.|url=https://books.google.com/books?id=gFyPDAAAQBAJ|title=Washington & Old Dominion Railroad Revisited|series=Images of Rail|location=Charleston, South Carolina|publisher=Arcadia Publishing|year=2016|isbn=9781467116381|oclc=944086523|access-date=2016-11-13|via=Google Books}}
• {{cite book|last=Harwood|first=Herbert H. Jr.|title=Rails to the Blue Ridge: The Washington and Old Dominion Railroad, 1847 – 1968|edition=3rd |location=Fairfax Station, Virginia|publisher=Northern Virginia Parks Authority|date=April 2000|oclc=44685168|isbn=0615114539|lccn=77104382}}
• [http://www.scc.virginia.gov/docketsearch/DOCS/198_01!.PDF pp. 1–18.]
• [http://www.scc.virginia.gov/docketsearch/DOCS/198p01!.PDF pp. 19–144.]

:In Appendix K of Northern Virginia Regional Park Authority – Pre-filed Direct Testimony of Mr. Hafner, Mr. Mcray and Mr. Simmons, November 30, 2005 (Parts 4 and 5), Case No. PUE-2005-00018, Virginia State Corporation Commission. Obtained in {{cite web|url=https://scc.virginia.gov/docketsearch#DocketSearch/search|title=Case Docket Search|publisher=Virginia State Corporation Commission|access-date=September 28, 2017}} Archived September 28, 2017.

• {{cite web|author=Interstate Commerce Commission|url=https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|title=W&OD Railway 1916 ICC Valuation Maps|work=Washington & Old Dominion Regional Park: History|publisher=NOVA Parks|access-date=December 26, 2018|archive-url=https://web.archive.org/web/20181226041947/https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|archive-date=December 26, 2018|url-status=live}}
• King, W.E. (1934-07-19). Index map showing Washington & Old Dominion Railway's line abandoned in relation to other railroads and common carriers in lower left corner of {{cite web|archive-url=https://web.archive.org/web/20131008035137/http://nvrpa.org/uploads/Files/content/GF%26OD%20Val%20Map%203.PDF|archive-date=October 8, 2013 |url=http://www.nvrpa.org/uploads/Files/content/GF&OD%20Val%20Map%203.PDF |title=GF&OD Railroad 1916 ICC Valuation Map No. 3|work=Washington & Old Dominion Regional Park: W&OD Railroad Maps |publisher=Northern Virginia Regional Park Authority: Washington & Old Dominion Railroad Regional Park |date=July 1, 1916|access-date=2015-01-07|url-status=live}}
• {{cite web|archive-url=https://web.archive.org/web/20101124075633/http://www.wodfriends.org/map1.html|archive-date=November 24, 2010|url=http://www.wodfriends.org/map1.html|title=Map of the W&OD|publisher=The Friends of the Washington & Old Dominion Trail|access-date=2010-09-29}}
• {{cite news|last=Vetter|first=Peggy D|archive-url=https://web.archive.org/web/20080807174504/http://archive.observernews.com/stories/archives/history/wandod.shtml|archive-date=August 7, 2008|url=http://archive.observernews.com/stories/archives/history/wandod.shtml|title=The W&OD Railroad is Heart of Herndon for 120 Years|work=The Observer|publisher=The Herndon Publishing Company, Inc.|location=Herndon, VA|year=2000|access-date=2010-01-17}} (A detailed history of the Washington and Old Dominion Railroad.)
• {{cite web|author=Washington and Old Dominion Railway|year=1911|title=W&OD Railway Track Plats|archive-url=https://web.archive.org/web/20181110015526/https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|archive-date=November 10, 2018|url=https://www.novaparks.com/parks/washington-and-old-dominion-railroad-regional-park/history|work=Washington & Old Dominion Railroad Regional Park: History: W&OD Railroad Maps|publisher=NOVA Parks|access-date=2018-11-10}}
• {{cite book|last=Williams|first=Ames W.|title=The Washington and Old Dominion Railroad|location=Arlington, Virginia|publisher=Arlington Historical Society|year=1989|isbn=0926984004|oclc=20461397}}

• {{cite web|last=Glakas|first=Barbara|url=http://www.herndonhistoricalsociety.org/images/Rail_Comes_to_Herndon.pdf|title=The Rail Comes to Herndon: The Evolution of the WO&D Railroad|location=Herndon, Virginia|publisher=Herndon Historical Society|access-date=2019-06-24|archive-url=https://web.archive.org/web/20190624172936/http://www.herndonhistoricalsociety.org/images/Rail_Comes_to_Herndon.pdf|archive-date=2019-06-24|url-status=live}}
• {{cite web|first=Chuck|last=Mauro|url=http://www.herndonhistoricalsociety.org/images/35._How_Herndon_Got_Its_Railroad.pdf|title=How the Railroad Came to Herndon|location=Herndon, Virginia|publisher=Herndon Historical Society|access-date=2019-06-24|archive-url=https://web.archive.org/web/20190624173143/http://www.herndonhistoricalsociety.org/images/35._How_Herndon_Got_Its_Railroad.pdf|archive-date=2019-06-24|url-status=live}}
• {{cite journal|last=Tennyson|first=E.L.|year=1984|url=http://arlingtonhistoricalsociety.org/wp-content/uploads/2020/02/1984-6-Railways.pdf|title=The History of Arlington's Electric Railways|journal=The Arlington Historical Magazine|volume=7|number=4|location=Arlington County, Virginia|publisher=Arlington Historical Society|access-date=April 10, 2021}}
• {{cite journal|last=Williams|first=Ames W.|year=1966|url=https://www.jstor.org/stable/40067258|title=The Washington and Old Dominion Railroad|journal=Records of the Columbia Historical Society|volume=66|pages=231–276|location=Washington, D.C.|publisher=Columbia Historical Society|jstor=40067258|access-date=June 11, 2021}}

{{commons category}}

{{Attached KML}}

• {{cite web|url=https://greenwayheightshistory.com/railroad-and-old-dominion-drive/historical-background/|title=Historical Background: Old Dominion Drive Notable Facts (Formerly the Great Falls and Old Dominion Railroad)|work=greenwayheightshistory.com|publisher=Eloise Lorenze|access-date=September 26, 2021|archive-url=https://web.archive.org/web/20191230004000/https://greenwayheightshistory.com/railroad-and-old-dominion-drive/historical-background/|archive-date=December 30, 2019|url-status=live}} Photographs of stations, tickets and promotional materials about the Great Falls and Old Dominion Railroad and the Great Falls Division of the Washington & Old Dominion Railway.
• {{cite web|last=McCray|first=Paul|url=http://www.geocities.ws/pem20165|title=Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History|access-date=2010-06-28|archive-url=https://web.archive.org/web/20160313035131/http://www.geocities.ws/pem20165/WashingtonOldDominionRailroadEquipment.html|archive-date=March 13, 2016|url-status=live}} Website describing the history of the W&OD Railroad.
• {{cite web|url=http://www.hmdb.org/results.asp?SeriesID=18|title=Washington and Old Dominion Railroad Markers series|work=HMdb.org: The Historical Marker Database|access-date=August 18, 2010}}

{{Fairfax County, Virginia topics}}

{{Loudoun County, Virginia topics}}

{{Portal bar|History|Transport|Trains|Virginia|United States}}

{{Authority control}}

{{DEFAULTSORT:Washington Old Dominion Railroad}}

Category:American companies established in 1936

Category:Defunct Virginia railroads

Category:Predecessors of the Chesapeake and Ohio Railway

Category:Railway companies established in 1936

Category:Railway companies disestablished in 1968

Category:Transportation in Arlington County, Virginia

Category:Transportation in Fairfax County, Virginia

Category:Transportation in Loudoun County, Virginia