View source for Powhatan Arrow

{{italic title}}
{{Infobox rail service
| box_width   = 
| name        = ''Powhatan Arrow''
| color       = A21E21
| logo        = File:N&W - Powhatan Arrow Logo.jpg
| logo_width  = 300px
| image       = Powhatan Arrow postcard.jpg
| image_width = 300px
| caption     = A [[postcard]] photo of the Powhatan Arrow
| type        = [[Inter-city rail]]
| status      = Discontinued
| locale      = [[Mid-Atlantic (United States)|Mid-Atlantic]] and [[Midwestern United States|Midwestern]] United States
| predecessor = 
| first       = {{Start date and age|1946|4|28}}
| last        = {{End date and age|1969|5|23}}
| successor   = 
| operator    = 
| formeroperator = [[Norfolk and Western Railway|Norfolk and Western]]
| ridership   = 
| start       = [[Norfolk, Virginia]]
| stops       = [[Petersburg, Virginia]]<br />[[Lynchburg, Virginia]]<br />[[Roanoke, Virginia]]<br />[[Bluefield, West Virginia]]<br />[[Williamson, West Virginia]]<br />[[Kenova, West Virginia]]<br />[[Portsmouth, Ohio]]
| end         = [[Cincinnati|Cincinnati, Ohio]]
| distance    = {{convert|676|mi|km}}
| journeytime = 15 hours and 45 minutes
| frequency   = Daily
| trainnumber = 25, 15-25 (westbound)<br />26, 16-26 (eastbound)
| class       = 
| access      = 
| seating     = [[recliner|Reclining seat]] coaches
| sleeping    = 
| autorack    = 
| catering    = [[dining car|Dining]]-[[lounge car]]
| observation = 
| entertainment = 
| baggage     = 
| otherfacilities= 
| stock       =
| gauge       = {{Track gauge|ussg|allk=on}}
| el          = 
| speed       = {{convert|20-60|mph|km/h|0|abbr=on}} 
| owners      =  
| routenumber =
| map         = {{Powhatan Arrow}}
| map_state   = collapsed
}}
The '''''Powhatan Arrow''''' (or the '''''Arrow''''' for short)  was a [[Lists of named passenger trains|named]] flagship [[passenger train]] operated by the [[Norfolk and Western Railway]] (N&W) in the [[United States]]. Debuting on April 28, 1946, the daily westbound No. 25 and the eastbound No. 26 connected Norfolk, Virginia, and Cincinnati, Ohio, covering {{convert|676|mi|km}} in about 15 hours and 45 minutes behind [[streamliner|streamlined]] [[4-8-4]] [[Norfolk and Western J class (1941)|class J]] [[steam locomotive]]s. In late 1949, N&W re-equipped the ''Powhatan Arrow'' [[train#Terminology|consist]] with new lightweight [[passenger railroad car|passenger car]]s, dining cars, and [[observation car]]s from the [[Pullman Company|Pullman-Standard Company]]. It was advertised as the "''most beautiful train in the east.''"

Over the next decade, the ''Powhatan Arrow'' trains changed drastically: [[railway post office]] (RPO) cars were added, dining cars were converted to diner-lounge types, observation cars were eliminated, and the class J locomotives were replaced with [[Electro-Motive Diesel]] (EMD) [[EMD E-unit|E units]] leased from the [[Atlantic Coast Line Railroad|Atlantic Coast Line]] (ACL) and [[Richmond, Fredericksburg and Potomac Railroad|Richmond, Fredericksburg and Potomac]] (RF&P) railroads. These diesels were themselves replaced by N&W's new [[EMD GP9]]s towards the end of 1958. N&W [[passenger]] traffic declined over the following decade, and the ''Powhatan Arrow'' made its last run on May 23, 1969.

==History==
===Background and inauguration===
[[File:Norfolk and Western Railway class J No. 600 (cropped).jpg|thumb|left|N&W No. 600, one of the class J steam locomotives that hauled the ''Powhatan Arrow'' from 1946 to 1958|alt=A black-and-white image of a streamlined steam locomotive and tender]]
During the 1920s, the Norfolk and Western Railway (N&W) operated two [[wikt:crack train|crack]] passenger trains: the ''[[Pocahontas (train)|Pocahontas]]'' and ''[[Cavalier (N&W train)|Cavalier]]'', which ran on N&W's {{convert|676|mi|km|adj=on}} [[main line (railway)|mainline]] between Norfolk, Virginia and Cincinnati, Ohio; via Roanoke, Virginia.<ref name="Dixon,Jr.2009p5">{{Harvp|Dixon, Jr.|2009|p=5}}</ref> Amid the [[Great Depression]] of the 1930s, N&W leaders sought to offset declining [[patronage (transportation)|ridership]] revenue by modernizing their passenger trains with streamlined designs.<ref name="Dixon,Jr.2009p6">{{Harvp|Dixon, Jr.|2009|p=6}}</ref> N&W built the first batch of five streamlined 4-8-4 class J steam locomotives, Nos. 600-604, at their [[Roanoke Shops]] in Roanoke,<ref name="Dixon,Jr.2009pp35-36">{{Harvp|Dixon, Jr.|2009|pp=35-36}}</ref> then ordered 15 streamlined Pm-class coaches, Nos. 1720-1734, from the Pullman-Standard Company to re-equip their ''Pocahontas'' and ''Cavalier'' consists in late 1941 and early 1942.<ref name="Dixon,Jr.2009p6"/><ref name="Dixon,Jr.2009pp41-42">{{Harvp|Dixon, Jr.|2009|pp=41-42}}</ref> The Pm-class coaches had 60 reclining seats.<ref name="Dixon,Jr.2009pp41-42"/> In 1943, the second batch of six class J locomotives, Nos. 605-610, were built without streamlined casings due to [[War Production Board|wartime restrictions]]; initially classified as J1s, they were fitted with the casing a year later and reclassified as Js.<ref name="Hensley&Miller2021pp17">{{Harvp|Hensley|Miller|2021|pp=17-19}}.</ref><ref name="Miller2000pp41-46">{{Harvp|Miller|2000|pp=41-46}}.</ref>

After World War II, N&W president [[Robert Hall Smith|Robert H. Smith]] and other executives were determined to keep passengers riding.<ref name="Jeffries1980pp238-239">{{Harvp|Jeffries|1980|pp=238-239}}</ref> On April 28, 1946, the railroad launched the ''Powhatan Arrow'', a luxurious passenger train that ran between Norfolk and Cincinnati daily.<ref name="Jeffries1980pp238-239"/><ref name="Dixon,Jr.2009pp9-10">{{Harvp|Dixon, Jr.|2009|pp=9-10}}</ref> The train was named after [[Powhatan (Native American leader)|Chief Powahatan]], the head of the [[Powhatan]] Tribe, and the name was chosen by former N&W employee Leonard A. Scott of [[Dry Branch, Virginia]], who won the $500 first prize in an N&W naming contest.<ref name="Dixon,Jr.2009pp9-10"/><ref name="Warden&Miller2000p1">{{Harvp|Warden|Miller|2000|p=1}}.</ref> Drawn by a class J locomotive, the six-car trains included five Pm-class coaches and a re-equipped De-class dining car—all painted in a [[Tuscan red]] with golden yellow stripes and letterings.<ref name="Dixon,Jr.2009pp9-10"/><ref name="Warden&Miller2000p129">{{Harvp|Warden|Miller|2000|p=129}}.</ref> The ''Powhatan Arrow'' was advertised as N&W's flagship passenger train and, despite its reuse of older equipment, as one of America's first new [[post-war|postwar]] streamliners.<ref name="Dixon,Jr.2009pp9-10"/><ref name="Schafer&Welsh1997p46">{{Harvp|Schafer|Welsh|1997|p=46}}.</ref>

On November 24, 1946, the N&W suspended the ''Powhatan Arrow'' to comply with an order by the federal Office of Defense Transportation, which told railroads to temporarily cease use of 25% of their steam locomotives to alleviate a severe shortage of [[coal]] caused by a [[United States strike wave of 1945–1946|massive coal miners strike]].<ref name="Dixon,Jr.2009p17">{{Harvp|Dixon, Jr.|2009|p=17}}</ref> On December 7, the order was lifted and the ''Powhatan Arrow'' services resumed operations.<ref name="Dixon,Jr.2009p17" />

In June 1947, the ''Powhatan Arrow'' consist was given additional tavern-lounge cars, which were rebuilds of the Pm-class coaches Nos. 1720-1722.<ref name="Dixon,Jr.2009pp9-10"/><ref name="Dixon,Jr.2009p43">{{Harvp|Dixon, Jr.|2009|p=43}}</ref> These cars were equipped with N&W-built [[mahogany]] furniture, [[ashtray]]s [[casting|cast]] at the Roanoke Shops' foundry, and [[formica (plastic)|formica]] counter tops and tables.<ref name="Dixon,Jr.2009p43"/><ref name="Warden&Miller2000p2">{{Harvp|Warden|Miller|2000|p=2}}.</ref>

===Services and connections===
[[File:Roanoke N&W station, September 1972.jpg|thumb|left|The N&W [[Roanoke station (Virginia)|Roanoke station]] served by the ''Powhatan Arrow''|alt=A black-and-white image of an abandoned train station]]
The ''Powhatan Arrow'' had two trains.<ref name="Dixon,Jr.2009pp9-10"/> No. 25 departed from [[Norfolk Terminal Station]] at 7:30 a.m.; made station stops in Virginia ([[Petersburg Union Station|Petersburg]], Lynchburg, and Roanoke) and West Virginia (Bluefield and Williamson); and terminated at [[Cincinnati Union Terminal]] at 11:15 p.m.<ref name="Dixon,Jr.2009p24">{{Harvp|Dixon, Jr.|2009|p=24}}</ref><ref name="Jeffries1980p240">{{Harvp|Jeffries|1980|p=240}}</ref> There were also two [[request stop]]s at [[Christiansburg, Virginia]], and [[Ironton, Ohio]]; the former to discharge passengers from beyond Roanoke and receive for Cincinnati; the latter to discharge passengers from Bluefield and beyond for No. 25.<ref name="Dixon,Jr.2009p24" /><ref name="Dixon,Jr.2009p25">{{Harvp|Dixon, Jr.|2009|p=25}}</ref> No. 26 departed from Cincinnati at 8:20 a.m. and arrived at Norfolk at 11:55 p.m., with the Christiansburg and Ironton stops reversed.<ref name="Dixon,Jr.2009p24"/><ref name="Jeffries1980p240"/><ref name="Dixon,Jr.2009p25" /> Both trains ran 15 hours and 45 minutes per day at an average speed of about {{convert|45|mph|km/h|0|abbr=on}}.<ref name="Dixon,Jr.2009pp9-10" /><ref name="Dixon,Jr.2009p25" /> 

At Petersburg, trains connected to [[Richmond, Virginia]], via [[Atlantic Coast Line Railroad|Atlantic Coast Line]]; at Lynchburg, to [[Durham, North Carolina]]; at Roanoke, to [[Winston-Salem, North Carolina]], and to the Southern Railway's (SOU) ''[[Birmingham Special]]'' and ''[[Tennessean (train)|Tennessean]]'' passenger trains.<ref name="Dixon,Jr.2009p26">{{Harvp|Dixon, Jr.|2009|p=26}}</ref><ref name="Dixon,Jr.2009p28">{{Harvp|Dixon, Jr.|2009|p=28}}</ref> Cincinnati offered connecting trains to [[Chicago|Chicago, Illinois]] (via [[New York Central Railroad|New York Central]] or [[Pennsylvania Railroad]]); [[St. Louis|St. Louis, Missouri]] (via NYC or [[Baltimore and Ohio Railroad|Baltimore and Ohio]]); and [[Detroit|Detroit, Michigan]] (via B&O).<ref name="Dixon,Jr.2009p28" /> 

By early 1948, Christiansburg and Ironton became normal stops;<ref name="Dixon,Jr.2009p25" /> on July 14, a new request stop was added at [[Pearisburg, Virginia]], enabling  connections to Kenova, West Virginia, and beyond.<ref name="Dixon,Jr.2009p26" /> On June 19, 1949, the departure time for No. 25 at Norfolk was backed up to 7 a.m.<ref name="Dixon,Jr.2009p26" /> In 1950, Cincinnati added connections to [[Louisville, Kentucky]]; [[Memphis, Tennessee|Memphis]], and [[Nashville, Tennessee]], via the [[Louisville and Nashville Railroad]] (L&N).<ref name="Dixon,Jr.2009p28" /> In July 1951, No. 26's running time was extended 15 minutes east of Roanoke with a new arrival time at 11:40 p.m. in Norfolk.<ref name="Dixon,Jr.2009p26" /> By early 1955, No. 26's departure time in Cincinnati was changed to 8:10 a.m., while its arrival time at Norfolk was 11:25 p.m.<ref name="Dixon,Jr.2009p26" /> Additionally, the connecting services to Durham were discontinued and the ''Powhatan Arrow'' was given [[request stop|flag stops]], covering six stations between Williamson and Kenova, and 13 between Portsmouth and Cincinnati.<ref name="Dixon,Jr.2009p26" /><ref name="Dixon,Jr.2009p28" /> Within a year later, most of the stops west of Portsmouth were rearranged for No. 25 to discharge passengers and No. 26 to receive them.<ref name="Dixon,Jr.2009p26" />

===Rolling stock re-equipment===
[[File:Norfolk and Western PC.jpg|thumb|left|N&W P3-class straight coach No. 539, one of the cars used on the 1949 ''Powhatan Arrow'' train|alt=A Tuscan red streamlined passenger car]]
In April 1946, the month of the ''Powhatan Arrow's'' debut, N&W ordered 18 new passenger cars for the train from Pullman-Standard for more than $2 million.<ref name="Morgan1950p14">{{Harvp|Morgan|1950|p=14}}</ref> The car company promised delivery in the [[calendar year#Quarter year|second quarter]] of 1947, but missed the deadline by nearly two and a half years while it completed orders for other railroads.<ref name="Morgan1950p14"/><ref name="Dixon,Jr.2009p19">{{Harvp|Dixon, Jr.|2009|p=19}}</ref><ref name="Warden&Miller2000p4">{{Harvp|Warden|Miller|2000|p=4}}.</ref> N&W finally received the fleet on November 22, 1949: two P1-class [[locker]] coaches, two P2-class divided coaches, ten P3-class straight coaches, two D1-class dining cars,{{efn|N&W had two other D1 class dining cars, Nos. 493–494, which were used for the ''Pocahontas''.<ref name="Warden&Miller2000p4"/>}} and two P4-class tavern-lounge-observation cars<ref name="Jeffries1980pp238-239"/>—all with the ''Powhatan Arrow'' logo inscribed on their sides.<ref name="Warden&Miller2000p4"/>{{efn|Plans to build two [[dome car]]s for train had been cancelled because the domes might have struck the [[overhead line|overhead cable]]s on N&W's [[railroad electrification in the United States|electrified line]]s.<ref name="Dixon,Jr.2009p54">{{Harvp|Dixon, Jr.|2009|p=54}}</ref><ref name="Morgan1950p16">{{Harvp|Morgan|1950|p=16}}</ref>}}

{{Quote box
| quote = "It is without doubt the most beautiful train in the east today and one of the most thrilling things on the rails anywhere."
| source = — The ''[[The Roanoke Times|Roanoke World-News]]'' on the re-equipped ''Powhatan Arrow''.<ref name="Dixon,Jr.2009pp20-21">{{Harvp|Dixon, Jr.|2009|pp=20-21}}</ref><ref name="Warden&Miller2000p8">{{Harvp|Warden|Miller|2000|p=8}}.</ref>
| align = right
| width = 250px
}}

The new ''Powhatan Arrow'' consist had six or seven cars: one P1 locker coach, one P2 divided coach, two or three P3 straight coaches, one D1 diner, and a D4 lounge-tavern-observation car.<ref name="Dixon,Jr.2009p22">{{Harvp|Dixon, Jr.|2009|p=22}}</ref> This freed up the Pm-class coaches for the ''Cavalier'' and ''Pocahontas'' trains.<ref name="Warden&Miller2000p4" /><ref name="Warden&Miller2000p33">{{Harvp|Warden|Miller|2000|p=33}}.</ref><ref name="Schafer&Welsh1997p47">{{Harvp|Schafer|Welsh|1997|p=47}}.</ref> On November 30, 1949, the re-equipped train was sent on a publicity tour, pulled by class J No. 609 to various stations between Roanoke and Bluefield.<ref name="Morgan1950p14" /><ref name="Dixon,Jr.2009pp20-21" /><ref name="Warden&Miller2000p8" /> On December 4–11, the train did an [[exhibition]] tour to various stations along the N&W mainline.<ref name="Dixon,Jr.2009pp20-21" /><ref name="Warden&Miller2000p8" /> The re-equipped train's first revenue runs took place on December 12.<ref name="Warden&Miller2000p8" /><ref name="Dixon,Jr.2009p22" /> 

In the summer of 1950, N&W built three more class J locomotives, Nos. [[Norfolk and Western 611|611]]-613, the final mainline passenger steam locomotives built in the United States.<ref name="Drury2015p259">{{Harvp|Drury|2015|p=259}}.</ref><ref name="Miller2000pp83-85">{{Harvp|Miller|2000|pp=83-85}}.</ref> By 1953, the No. 25 train had nosed out the [[New York Central Railroad|New York Central]]'s ''[[James Whitcomb Riley (train)|James Whitcomb Riley]]'' train as the third-fastest American long-distance run, maintaining an average speed of {{convert|65.4|mph|km/h|0|abbr=on}} on the N&W main line, running {{convert|58.9|mi|km}} between [[Suffolk, Virginia|Suffolk]] and Petersburg, Virginia.<ref name="Warden&Miller2000p8"/>

{{Clear left}}

===Drastic changes, downgrades, and discontinuation===
In 1955, the N&W sought to reduce the ''Powhatan Arrow's'' operating costs in the face of declining ridership by shortening the trains to just five cars: removing two P3 straight coaches and replacing the P1 locker coaches with [[combine car]] that also handled a small amount of [[mail]] business.<ref name="Dixon,Jr.2009p29">{{Harvp|Dixon, Jr.|2009|p=29}}</ref><ref name="Warden&Miller2000pp9-12">{{Harvp|Warden|Miller|2000|pp=9-12}}.</ref> Occasionally, the consist was given additional [[mail storage]] cars in case if there was any extra mail business.<ref name="Dixon,Jr.2009p84">{{Harvp|Dixon, Jr.|2009|p=84}}</ref> In early 1958, the N&W removed the P4 observation cars, converted the D1 dining cars into diner-lounge types, and added a [[railway post office]] car to accommodate even more mail business.<ref name="Dixon,Jr.2009p29"/><ref name="Warden&Miller2000pp9-12"/><ref name="Warden&Miller2000p17">{{Harvp|Warden|Miller|2000|p=17}}.</ref>

[[File:Norfolk and Western Railway No. 521 - October 2016.jpg|thumb|left|N&W No. 521, one of the EMD G9s used on the ''Powhatan Arrow'' during 1958 to 1969|alt=A diesel locomotive idling in the yard with an abandoned steam locomotive and a car in the background]]

In 1958, N&W's new president [[Stuart T. Saunders]] launched his plan to [[dieselisation|dieselize]] the railroad. He reassigned the class J steam locomotives that had drawn the ''Powhatan Arrow'' to freight service; J class No. 610 hauled the last steam-powered ''Powhatan Arrow'' train on July 17, 1958.<ref name="Warden&Miller2000p24">{{Harvp|Warden|Miller|2000|p=24}}.</ref><ref name="Dixon,Jr.2009pp38-39">{{Harvp|Dixon, Jr.|2009|pp=38-39}}</ref><ref name="Hensley&Miller2021pp24-29">{{Harvp|Hensley|Miller|2021|pp=24-29}}.</ref> The Js were replaced at the head of the ''Powhatan Arrow'' with an [[EMD E6|EMD E6A]] and four [[EMD E7]] units leased from the Atlantic Coast Line (ACL) and four [[EMD E8]] units from the Richmond, Fredericksburg and Potomac (RF&P).<ref name="Hensley&Miller2021pp24-29"/><ref name="Nichols1997p28-29">{{Harvp|Nichols|1997|pp=28-29}}.</ref> That year brought more changes: the connections with the ''Birmingham Special'' and Tennessean were no longer advertised on the ''Powhatan Arrow'' timetables,<ref name="Dixon,Jr.2009p28"/> and in October, train No. 26's arrival time at Norfolk was pushed past midnight.<ref name="Warden&Miller2000p16">{{Harvp|Warden|Miller|2000|p=16}}.</ref> In late 1958, some of the class J locomotives briefly returned to passenger service, including the ''Powhatan Arrow,'' when the ACL recalled its E-units to handle heavy winter traffic in [[Florida]].<ref name="Dixon,Jr.2009pp38-39"/><ref name="Hensley&Miller2021pp24-29"/> 

By the end of 1958, N&W's new EMD GP9 diesel locomotives arrived to serve as the main motive powers of the ''Powhatan Arrow'' trains and the class J locomotives returned to freight service until they were all retired around 1959.<ref name="Jeffries1980pp238-239"/><ref name="Dixon,Jr.2009pp38-39"/> It was around that time that the connection to Richmond was discontinued and the passengers, disembarking at Petersburg, were advised to take the [[Greyhound Lines|Greyhound]] bus.<ref name="Dixon,Jr.2009p26"/>

In April 1963, train No. 25's departure time from Norfolk was set back to 6:10 a.m. with checked baggage service stops between Bluefield and Cincinnati, giving train No. 25's running time now set to 16 hours and 25 minutes.<ref name="Warden&Miller2000p16"/> In July 1964, the lounge-diner was cut back between Roanoke and [[Portsmouth, Ohio]].<ref name="Warden&Miller2000p16"/> Additionally, the time schedule of No. 25 leaving Norfolk and No. 26 arriving in Norfolk was changed to 5:30 a.m. and 1:30 a.m., respectively.<ref name="Warden&Miller2000p16"/> In 1966, the ''Powhatan Arrow's'' cars were repainted in a new acrylic blue paint scheme under the influence of ex-[[Wabash Railroad]] (WAB) president and N&W's new president, [[Herman H. Pevler]].<ref name="Warden&Miller2000p123">{{Harvp|Warden|Miller|2000|p=123}}.</ref> Additionally, the ''Powhatan Arrow'' consist was finally given dome cars, which were originally used on WAB's ''Banner Blue'' and ''[[Blue Bird (train)|Blue Bird]]'' passenger trains when WAB merged with N&W two years prior.<ref name="Dixon,Jr.2009p31">{{Harvp|Dixon, Jr.|2009|p=31}}</ref>

On April 30, 1967,  the ''Cavalier'' combined with the ''Powhatan Arrow'', changing the latter's trains' numbers from Nos. 25 and 26 to Nos. 15-25 and 16-26, respectively.<ref name="Dixon,Jr.2009p25"/><ref name="Warden&Miller2000p16"/> Additionally, the ''Powhatan Arrow's'' schedule was drastically changed to an overnight run with No. 15-25 departing Norfolk at 10:05 p.m. and No. 16-26 arriving in Norfolk at 4:45 a.m.<ref name="Warden&Miller2000p16"/><ref name="Dixon,Jr.2009p31"/> On October 28, 1967, the ''Powhatan Arrow'' ran its last RPO operations with the [[United States Post Office Department|U.S. Post Office]].<ref name="Warden&Miller2000p16"/><ref name="Dixon,Jr.2009p31"/> In April 1968, the [[Railway Express Agency]] discontinued their service with the ''Powhatan Arrow''.<ref name="Warden&Miller2000p16"/> This would leave the mail storage car being the only head-end business remaining on the ''Powhatan Arrow''.<ref name="Dixon,Jr.2009p31"/> In December of that same year, the ''Powhatan Arrow's'' dining cars were now operated between Roanoke and Clare Yard in [[Mariemont, Ohio]] on train No. 15-25, and 14 miles east of Cincinnati on train No. 16-26.<ref name="Warden&Miller2000p16"/><ref name="Dixon,Jr.2009pp32-33">{{Harvp|Dixon, Jr.|2009|pp=32-33}}</ref>

Due to competition with [[airline]]s and [[motor vehicle|road vehicle]]s, passenger ridership on every railroads, including the N&W, started to decrease.<ref name="Dixon,Jr.2009pp32-33"/> On April 26, 1969, N&W filed a petition with the Interstate Commerce Commission (ICC) to discontinue the ''Powhatan Arrow'' service and the ICC agreed to the request on May 9.<ref name="Dixon,Jr.2009pp32-33"/> The ''Powhatan Arrow'' made its final run on May 23.<ref name="Warden&Miller2000p17"/><ref name="Dixon,Jr.2009pp32-33"/> The ''Pocahontas'' would take the throne as N&W's flagship passenger train until its last service on May 1, 1971, where N&W officially ended their passenger train services.<ref name="Schafer&Welsh1997p47"/><ref name="Warden&Miller2000p43">{{Harvp|Warden|Miller|2000|p=43}}.</ref>

==Remaining rolling stock==
===Locomotives===
[[File:Norfolk and Western Railway No. 611 in December 2016.jpg|thumb|left|N&W class J No. 611 on display at the VMT in December 2016|alt=A black streamlined steam locomotive on display with a Christmas wreath hanging in front of it]]

Only one class J steam locomotive survives: No. 611.<ref name="Norfolk&Western611">{{Cite web|title=Norfolk & Western J Class #611|url=https://www.vmt.org/attractions/611|website=Virginia Museum of Transportation|access-date=August 27, 2024|archive-url=https://web.archive.org/web/20230610063908/https://www.vmt.org/attractions/611|archive-date=June 10, 2023}}</ref> It was saved from the scrap heap by [[Washington, D.C.]], [[lawyer]] [[W. Graham Claytor Jr.]], who convinced N&W that the locomotive remained in good condition after its [[Cedar train wreck|1956 accident]].<ref name="Miller2000p101">{{Harvp|Miller|2000|p=101}}.</ref><ref name="Miller2000pp121-122">{{Harvp|Miller|2000|pp=121–122}}.</ref> In 1981–1982, N&W successor [[Norfolk Southern Railway|Norfolk Southern]] (NS) restored the locomotive to operating condition; it pulled excursion trains for the NS steam program until late 1994.<ref name="Norfolk&Western611"/> In 2013–2015, the [[Virginia Museum of Transportation]] (VMT) in Roanoke, Virginia, re-restored No. 611 to operation with $3.5&nbsp;million from nearly 3,000 donors, including ones from 18 foreign countries.<ref name="Norfolk&Western611" /><ref>{{Cite web|last=Vantuono|first=William C.|date=April 8, 2014|title=Another steam icon, N&W 611, heads for restoration|url=https://www.railwayage.com/news/another-steam-icon-nw-611-heads-for-restoration/|work=[[Railway Age]]|publisher=[[Simmons-Boardman Publishing Corporation]]|access-date=August 27, 2024|archive-url=https://web.archive.org/web/20210129143008/https://www.railwayage.com/news/another-steam-icon-nw-611-heads-for-restoration/|archive-date=January 29, 2021}}</ref> As of 2024, VMT operates the locomotive as a [[travelling exhibition|traveling exhibit]].<ref name="Norfolk&Western611"/>

Two EMD GP9s were preserved.<ref name="GP9SavedforPreservation">{{Cite web|date=August 20, 2024|title=Norfolk & Western GP9 Saved For Preservation|url=https://railfan.com/norfolk-western-gp9-saved-for-preservation/|work=[[Railfan & Railroad]]|publisher=[[White River Productions]]|access-date=August 27, 2024|archive-url=https://web.archive.org/web/20240821010010/https://railfan.com/norfolk-western-gp9-saved-for-preservation/|archive-date=August 21, 2024}}</ref><ref name="N&W#521">{{Cite web|title=Diesel Locomotive Norfolk & Western EMD GP-9 #521|url=http://www.vmt.org/Loops-Collections/Diesel-Locomotive-Loop/Diesel-Locomotive-EMD-GP-9-521.html|work=Virginia Museum of Transportation|access-date=August 27, 2024|archive-url=https://web.archive.org/web/20151027165959/http://www.vmt.org/Loops-Collections/Diesel-Locomotive-Loop/Diesel-Locomotive-EMD-GP-9-521.html|archive-date=October 27, 2015|url-status=dead}}</ref> No. 521 is owned by the VMT.<ref name="N&W#521" /> No. 514 was used in freight service by N&W, then by NS until 1987, when it was sold to the [[Tennessee Southern Railroad]].<ref name="GP9SavedforPreservation"/> In 2004, Indiana Boxcar Corporation acquired No. 514 and leased it to Keystone Cooperative for use as a [[grain elevator]] switcher in [[Indiana]].<ref name="GP9SavedforPreservation"/> In August 2024, No. 514 was acquired by the Roanoke Chapter of the [[National Railway Historical Society]] (NRHS), which announced plans to restore it to its original Tuscan red livery.<ref name="GP9SavedforPreservation"/> 

{{Clear left}}

===Passenger cars===
The 48-seat P1 coaches initially held a [[smoking room|smoking lounge room]] for passengers and a [[locker]] area for the crew;<ref name="Dixon,Jr.2009pp45-47">{{Harvp|Dixon, Jr.|2009|pp=45-47}}</ref> these cars were rebuilt as 68-seat straight coaches in 1959.<ref name="Dixon,Jr.2009p29" /> The P2 coaches had two sections to comply with the era's [[Jim Crow laws]];<ref name="Dixon,Jr.2009p22" /> the front for 24 [[black people|black passenger]]s, the rear for 42 [[white people|white passenger]]s.<ref name="Dixon,Jr.2009pp48-49">{{Harvp|Dixon, Jr.|2009|pp=48-49}}</ref> The P3 straight coaches had 58 seats plus spacious men's and women's [[public toilet|restrooms]].<ref name="Dixon,Jr.2009pp50-51">{{Harvp|Dixon, Jr.|2009|pp=50-51}}</ref> The D1 dining cars had 36 seats with a [[kitchen]] equipped with modern appliances such as an electric [[dishwasher]] and [[garbage disposal unit]].<ref name="Dixon,Jr.2009p55">{{Harvp|Dixon, Jr.|2009|p=55}}</ref> The P4 tavern-lounge-observation cars had 52 seats in two sections.<ref name="Dixon,Jr.2009pp64-66">{{Harvp|Dixon, Jr.|2009|pp=64-66}}</ref> All of the cars' bottom skirtings were removed to simplify maintenance during 1955.<ref name="Warden&Miller2000pp9-12"/><ref>{{Harvp|Nichols|1997|p=27}}.</ref>

{|class="wikitable" style="font-size:100%;"
|+1949 passenger car details
! Number !! Class !! Type !! Images !! Current owner !! Disposition !! Notes
|-
| 491 || D1 || Diner || || Norfolk Southern || Operational || Converted into a dormitory car by NS and renumbered to 12 with the name ''Indiana''.<ref name="Dixon,Jr.2009p72">{{Harvp|Dixon, Jr.|2009|p=72}}</ref>
|-
| 492 || D1 || Diner || || [[Conway Scenic Railroad]] || Operational || Used as a diner in [[Lewiston, Maine]], until being sold to the Conway Scenic Railroad in [[North Conway, New Hampshire]], around August 2008.<ref name="Dixon,Jr.2009p72"/>
|-
| 501 || P1 || Straight (formerly Locker) || || [[North Carolina Transportation Museum]] || Operational || Renumbered to 28, under NS ownership in 1984.<ref name="Dixon,Jr.2009p72"/>
|-
| 502 || P1 || Straight (formerly Locker) || || - || Scrapped || Sold to [[Amtrak]] on October 19, 1971, and eventually scrapped around the late 1970s.<ref name="Dixon,Jr.2009p72"/>
|-
| 511 || P2 || Divided || || - || Scrapped || Sold to the [[Ontario Northland Railway]] (ONT) in [[Canada]] during 1971.<ref name="Dixon,Jr.2009p72"/>
|-
| 512 || P2 || Divided || [[File:512 norfolk .jpg|200px]] || Roanoke Chapter NRHS || Undergoing restoration || Stored in 1971 until it was donated to the Roanoke Chapter NRHS in 1984.<ref name="Dixon,Jr.2009p72"/>
|-
| 531 || P3 || Straight || || Atlanta Railcar Company || Leasing for use || 
|-
| 532 || P3 || Straight || || - || Scrapped || Sold to ONT in 1971.<ref name="Dixon,Jr.2009p72"/>
|-
| 533 || P3 || Straight || || North Carolina Transportation Museum || Operational || Renumbered to 29, under NS ownership in 1984.<ref name="Dixon,Jr.2009p72"/>
|-
| 534 || P3 || Straight || || Eastern Virginia Railroad Historical Society || Unknown || Rebuilt into a [[commuter rail|commuter]] coach and renumbered to 1010 around 1975.<ref name="Dixon,Jr.2009p72"/>
|-
| 535 || P3 || Straight || || - || Scrapped || Sold to ONT in 1971.<ref name="Dixon,Jr.2009p72"/>
|-
| 536 || P3 || Straight || [[File:GSMR MacNeill Passenger Car - June 18, 2022.jpg|200px]] || [[Great Smoky Mountains Railroad]] || Operational || Used in excursion service with NS and later sold to the Great Smoky Mountains Railroad (GSMR) in [[Bryson City, North Carolina]], on February 28, 1995.<ref name="Dixon,Jr.2009p72"/>
|-
| 537 || P3 || Straight || [[File:537 restored.jpg|200px]] || Roanoke Chapter NRHS || Operational || Rebuilt into a commuter coach and renumbered to 1009 around 1974.<ref name="Dixon,Jr.2009p72"/> It was donated to the Roanoke Chapter NRHS in 1980 for lease in excursion service.<ref name="Dixon,Jr.2009p72"/>
|-
| 538 || P3 || Straight || [[File:538 arrow.jpg|200px]] || Roanoke Chapter NRHS || Awaiting restoration || In storage after N&W ended passenger service in 1971 and was later donated to the Roanoke Chapter NRHS in July 1984.<ref name="Dixon,Jr.2009p72"/>
|-
| 539 || P3 || Straight || [[File:Norfolk and Western 539.JPG|200px]] || Watauga Valley Chapter NRHS || Operational || Retired from N&W passenger service in 1971 and used in commuter rail service at Chicago.<ref name="PowhatanArrowCoach">{{Cite web|title=Powhatan Arrow Coach|url=https://www.wataugavalleynrhs.org/powhatan.php|work=Watauga Valley Railroad Historical Society & Museum|access-date=August 28, 2024|archive-url=https://web.archive.org/web/20230603152158/https://www.wataugavalleynrhs.org/powhatan.php|archive-date=June 3, 2023}}</ref> Acquired by NS in 1982 for use in their steam program until it was donated to the Watauga Valley Chapter NRHS in 1992, where it was now use for lease in public and private excursions by Amtrak and some various [[heritage railway|heritage railroad]]s and railroad [[museum]]s.<ref name="PowhatanArrowCoach"/><ref>{{Cite web|title=Passenger Cars/Whistle Truck|url=https://www.wataugavalleynrhs.org/passengercars.php|work=Watauga Valley Railroad Historical Society & Museum|access-date=August 28, 2024|archive-url=https://web.archive.org/web/20230530043821/https://www.wataugavalleynrhs.org/passengercars.php|archive-date=May 30, 2023}}</ref>
|-
| 540 || P3 || Straight || || [[Tennessee Valley Railroad Museum]] || Awaiting restoration || In NS executive service until being sold to the [[Western Maryland Scenic Railroad]] (WSMR) in [[Cumberland, Maryland]], during 1995.<ref name="Dixon,Jr.2009p72"/>
|-
| 581 || P4 || Tavern-lounge-observation || || - || Scrapped || Sold and exported to [[Saudi Arabia]] in 1960 until being scrapped around 1994.<ref name="Dixon,Jr.2009p72"/>
|-
| 582 || P4 || Tavern-lounge-observation || || - || Scrapped || Sold and exported to Saudi Arabia in 1960 until being scrapped around 1994.<ref name="Dixon,Jr.2009p72"/>
|}

==Accidents and incidents==
* At 3:18 p.m. on June 12, 1946, No. 604 was hauling the No. 26 train at an excessive speed of 56 mph when it derailed four miles west of [[Powhatan, West Virginia]].<ref name="Dixon,Jr.2009p17"/> The engineer and fireman were killed; 23 passengers, three dining car employees, and one train service employee were injured.<ref name="Dixon,Jr.2009p17"/>
* On February 20, 1948, No. 607 was hauling the No. 26 train when it derailed near [[Franklin Furnace, Ohio]], killing its fireman.<ref name="Dixon,Jr.2009p17"/> The accident was caused by failure to obey an automatic block-signal and entering a [[Railroad switch|turnout]] at an excessive speed of 77 mph.<ref name="Dixon,Jr.2009p17"/>
* On June 24, 1953, No. 611 was pulling the No. 26 train when it ran into the end of a tractor-trailer truck at a crossing near [[Ironton, Ohio]], denting its bullet nose and crushing its front footstep on the fireman's side.<ref name="Miller2000p101"/><ref name="Hensley&Miller2021pp34-35">{{Harvp|Hensley|Miller|2021|pp=34-35}}</ref> It was repaired shortly afterwards.<ref name="Hensley&Miller2021pp34-35"/>
*On the evening of December 7, 1954, No. 611 was pulling the No. 25 train when it collided with a [[1941 Ford]] [[sedan (automobile)|sedan]] at [[McDermott, Ohio]].<ref name="Hensley&Miller2021p36">{{Harvp|Hensley|Miller|2021|p=36}}</ref>

==See also==
*[[Chessie (train)|Chessie]]
*[[Coast Daylight]]
*[[Pere Marquette (C&O train)|Pere Marquette]]
{{Portal bar|Trains|Virginia}}

==Notes==
{{Notelist}}

==References==
{{Reflist}}

==Bibliography==
*{{Cite book |last=Dixon, Jr. |first=Thomas W. |date=2009 |title=Norfolk & Western's Powhatan Arrow |edition=1st |publisher=TLC Publishing |isbn=978-0-939487-91-2 |url-access=registration |url=https://archive.org/details/norfolkwesternsp0000dixo }}
*{{Cite book |last=Drury |first=George H. |year=2015 |title=Guide to North American Steam Locomotives |edition=2nd |publisher=[[Kalmbach Media]] |isbn=978-1-62700-259-2 }}
*{{Cite book |last1=Hensley |first1=Timothy B. |last2=Miller |first2=Kenneth L. |year=2021 |title=Norfolk and Western Six-Eleven - 3 Times A Lady, Revised Edition |edition=2nd |publisher=Norfolk & Western Historical Society |isbn=978-0-9899837-2-3 }}
*{{Cite book |last=Jeffries |first=Lewis |year=1980 |title=N&W: Giant of Steam |edition=1st |publisher=Pruett Publishing |isbn=0-87108-547-X }}
*{{Cite book |last=Miller |first=Kenneth L. |year=2000 |title=Norfolk and Western Class J: The Finest Steam Passenger Locomotive |edition=1st |publisher=Roanoke Chapter, National Railway Historical Society, Inc |isbn=0-615-11664-7 }}
*{{Cite magazine |last=Morgan |first=David P. |date=February 1950 |title=Fine new feathers |url=https://archive.org/details/trainsillustrate10unse_3/page/14/mode/2up |magazine=[[Trains (magazine)|Trains]] |volume=10 |issue=4 |publisher=Kalmbach Publishing |pages=14–17 |url-access=registration |access-date=August 26, 2024 }}
*{{Cite book |last=Nichols |first=Jim |year=1997 |title=Norfolk & Western in Color Volume 1: 1954-1964 |url=https://morningsunbooks.com/products/norfolk-western-in-color-volume-1-1945-1964-digital-reprint |edition=1st |publisher=Morning Sun Books |isbn=1-878887-72-6 }}
*{{Cite book |last1=Schafer |first1=Mike |last2=Welsh |first2=Joe |year=1997 |title=Classic American Streamliners |edition=1st |publisher=Motorbooks International |isbn=0-7603-0377-0 |url-access=registration |url=https://archive.org/details/classicamericans0000scha }}
*{{Cite book |last1=Warden |first1=William E. |last2=Miller |first2=Kenneth L. |year=2000 |title=Norfolk and Western Passenger Service: 1946–1971 |edition=2nd |publisher=TLC Publishing |isbn=1-883089-50-6 }}

==Further reading==
* {{cite book | last=Farrington | first=S. Kip Jr. | author-link=S. Kip Farrington | title=Railroads of Today | year=1949 | publisher=[[Coward-McCann]] | location=New York | oclc=760400471 }}
* Norfolk and Western Railway, (October 27, 1957). ''Passenger Timetable'', Table 1 p.&nbsp;6, Table&nbsp;11 pp.&nbsp;14–15.
* {{cite book | last=Prince | first=William | title=Norfolk & Western Railway–Pocahontas Coal Carrier: Precision Transportation | date=1980 | publisher=Privately printed | location=Millard, Nebraska | isbn=978-0-9600088-9-6}}

==External links==
{{Commons category}}
* [http://streamlinerschedules.com/concourse/track1/powhatan195008.html Powhatan Arrow, August 1950 - Streamliner Schedules]

{{NW named trains}}

[[Category:Passenger trains of the Norfolk and Western Railway]]
[[Category:Named passenger trains of the United States]]
[[Category:Railway services introduced in 1946]]
[[Category:1969 disestablishments in the United States]]
[[Category:Passenger rail transportation in Ohio]]
[[Category:Passenger rail transportation in Virginia]]
[[Category:Passenger rail transportation in West Virginia]]
[[Category:Railway services discontinued in 1969]]
[[Category:North American streamliner trains]]