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Track Charts: Wheeling Division (Lorain-Holloway)

B&O Track Charts: Wheeling Division (Holloway-Lorain)

Published: June 26, 2026

The History of the B&O’s Wheeling Division

The Wheeling Division was a key operational unit centered on Wheeling in West Virginia’s northern panhandle and the upper Ohio River valley. It encompassed the historic western terminus of the B&O’s original main line, major industrial terminals and yards, the Ohio River line southward toward Huntington and Kenova, and important connections to Pittsburgh and lines in Ohio. The division supported heavy industry—including steel, glass, petroleum, chemicals, and coal—and served as a vital link in the B&O’s network for both freight and passengers. Though it existed as a distinct division primarily in the early-to-mid 20th century, its lines played an outsized role in regional development before reorganization under Chessie System and CSX.

Early Development and Arrival at Wheeling (1827–1870s)

The B&O was chartered in 1827 with the goal of connecting Baltimore to the Ohio River. After reaching Cumberland, Maryland, in 1842, construction pushed westward through challenging terrain. The line finally arrived in Wheeling on January 1, 1853, marking a triumphant milestone: the first B&O train reached the Ohio River after years of engineering feats involving tunnels and bridges.

The initial passenger station was located near the mouth of Big Wheeling Creek on the Ohio River. A freight depot followed shortly after. Wheeling became the western terminus until further expansion and a bridge across the Ohio could be built.In 1871, the B&O completed a steel and stone bridge between Wheeling, West Virginia, and Bellaire, Ohio. This connected the system to the Central Ohio Railroad (which the B&O had leased in 1866), opening routes westward into Ohio. Around the same time, the B&O gained control of the Wheeling, Pittsburgh & Baltimore Railroad (WP&B), providing access to Pittsburgh from the west via Wheeling.

These developments solidified Wheeling as a critical junction for through traffic, coal movements, and industrial connections.

The Ohio River Railroad and Expansion Southward

Parallel to the original main line arrival, a second major route developed along the Ohio River. The Ohio River Railroad (ORR) originated from charters in the early 1880s (initially as the Parkersburg and Charleston Railway, later Wheeling, Parkersburg and Charleston Railway). Construction began in 1883, with segments from Benwood/Parkersburg completed by 1884, extension to Huntington in 1888, and Kenova by 1893. The roughly 200-mile line hugged the Ohio River, serving river towns and industries with relatively easy construction compared to mountainous routes (though it required many bridges and was vulnerable to flooding).

The B&O began operating the ORR in 1901 and acquired full ownership in 1912. The line was initially known as the Ohio River Division (or Ohio River Line). In 1921, it was absorbed into the Wheeling Division, creating a unified operation along much of the upper Ohio River from Wheeling southward.

Scope of the Wheeling Division and Its Branches

The Wheeling Division covered the core area around Wheeling and Benwood, the Ohio River line south to Kenova, and related industrial and connecting routes. Key facilities included Benwood Yard (a major classification and industrial yard) and extensive terminals in Wheeling.

Documented elements from B&O track charts (e.g., 1939–1951 era) reference the River Branch (associated with the Cleveland, Lorain & Wheeling—CL&W—lines, which the B&O acquired and used for coal and traffic routing north and west toward Lorain/Cleveland and connections to the Akron Division). There were also Ohio River connections and terminal trackage.

Secondary lines and branches included:

Little Kanawha Railroad (connection near Parkersburg/Marrtown to Elizabeth and Palestine; sections abandoned in the 1930s–1980s, with a remnant surviving as an independent short line).
Ripley & Mill Creek Valley Railroad (Ripley Branch at Millwood; served coal, agriculture, and livestock; abandoned in the 1960s).
Ravenswood, Spencer & Glenville Railroad (Spencer Branch at Ravenswood; agricultural and local traffic; abandoned mid-20th century).
Various industrial spurs and street-running segments (notably in Wheeling, St. Marys, and parts of Huntington).

The division also handled connections to the Short Line and other B&O routes, plus interchanges with neighboring carriers (Pennsylvania Railroad, later C&O/N&W at Kenova/Huntington).

Operations, Traffic, and Challenges

The Wheeling Division was heavily industrial. Wheeling and Benwood hosted steel mills and manufacturing; Parkersburg had glass, petroleum, and chemical plants; Ravenswood later gained Kaiser Aluminum; Point Pleasant and other towns supported power plants, salt works, and shipbuilding. Coal traffic was significant, with movements routed north/west via the division toward Warwick and the Akron Division or CL&W routes.

Passenger service was robust, especially locally and for connections. Wheeling’s grand passenger station (built 1907–1908 in a classical style) served as the division headquarters and was one of West Virginia’s busiest, handling dozens of trains daily at peak. The line saw heavy use during World War I and II. Service declined sharply after World War II due to automobiles and highways; most passenger trains ended by 1960–1961.

The route faced recurring challenges from Ohio River flooding (devastating in 1913 and 1937, damaging yards, stations, and infrastructure). Much of the line operated as “dark territory” under train orders, with limited signaling except at major junctions.

Motive power evolved from light steam switchers and Ten-Wheelers (due to bridge restrictions in earlier years) to heavier Mikados and diesels (typically four-axle EMD road-switchers). Parkersburg served as a key servicing point with yards and shops.

Reorganization, Decline, and Modern Era

In 1961, the B&O reorganized its divisions; the Wheeling Division was abolished, and its lines were incorporated into the larger Monongah Division. The 1963 C&O takeover of the B&O led to further consolidations. In 1965, the redundant Guyandotte-to-Kenova segment was abandoned and largely removed (except for shipper spurs), with a new connection built at Guyandotte to the C&O main.

Later decades saw additional rationalization: some branches were abandoned, and the 1985 downgrading of the Parkersburg Branch affected related routing. Under CSX (formed 1980), the surviving route became the Ohio River Subdivision. It remains active today for freight, including coal, fracking sand, chemicals, and local industry, though at reduced volumes compared to its peak. Benwood Yard continues limited operations with interchanges.

The iconic Wheeling passenger station closed to rail service in 1961 but has been preserved and restored; it now houses West Virginia Northern Community College (WVNCC) with railroad memorabilia on display.

Legacy

The Wheeling Division was instrumental in linking the B&O’s eastern main line to the Ohio River, Pittsburgh markets, and southern industrial corridors. It helped develop the upper Ohio Valley’s economy through reliable rail access for heavy industry and river commerce. While shorter-lived as a named division than some others (like Monongah or Cumberland), its infrastructure—particularly the Ohio River line—endures as part of CSX’s network.

Today, remnants include active freight operations, preserved stations, and historical documentation in track charts, timetables, and sites like wvncrails.org. The division exemplifies the B&O’s strategic expansion to the Ohio River and its adaptation to 20th-century industrial and transportation shifts.