Washington and Old Dominion Railroad

^{Library of Congress}
Lewis McKenzie, between 1860 and 1875

A Union Army train running on the line was the focus of a Confederate States Army attack in the 1861 Battle of Vienna, Virginia

Originally incorporated as the Alexandria and Harper's Ferry Railroad, construction on the line began in 1855 by the Alexandria, Loudoun and Hampshire (AL&H) Railroad under the presidency of Lewis McKenzie.[2] First intended to cross the Blue Ridge Mountains and the Shenandoah River to reach the coal fields in the western part of Hampshire County, Virginia, that are now within Mineral County, West Virginia, the AL&H began operating to Vienna in 1859 from a terminal near Princess and Fairfax Streets in Alexandria's present Old Town neighborhod.[3]

In 1860, the AL&H reached Leesburg in Loudoun County, with plans to extend the line westward through Hillsborough, Vestal's Gap, Berryville, Winchester and Romney. The line would terminate in Paddy Town (now Keyser, West Virginia), where it would make connections with the Baltimore and Ohio Railroad.[3][4][5][6] Construction may have proceeded pursuant to those plans, as an 1864 Confederate army map shows that the railroad's tracks had passed Leesburg, crossed Catoctin Mountain at Clarke's Gap and passed Hillsborough.[7]

Because of its proximity to Washington, D.C., the line saw much use and disruption during the Civil War.[8] After the war, the name of the line was changed in 1870 to the Washington and Ohio Railroad.[9] After changing its planned route to enable it to cross the Blue Ridge through Snickers Gap rather than the more northerly Vestal's Gap, the railroad extended its line from Leesburg to Hamilton in 1870 and to Round Hill in 1874.[10]

Upon acquisition by new owners in the 1880s, the line's name was changed twice: first to the Washington and Western Railroad in 1882 and in the next year to the Washington, Ohio and Western (WO&W) Railroad.[11] However, the line did not serve Washington, Ohio, or the West.

In 1886, the Richmond and Danville Railroad, whose trunk line travelled between Washington, D.C., and Atlanta with connections to New York City, New Orleans, Mississippi and Florida, leased the WO&W.[12][13] The Richmond and Danville also acquired a branch that paralleled the WO&W while traveling between Manassas and Strasburg, Virginia, where it connected to railroads in the Shenandoah Valley west of the Blue Ridge that the WO&W did not reach (see: Manassas Gap Railroad).[12][13] In 1888, the Richmond and Danville began to operate the WO&W's trains between Washington, D.C., and Round Hill.[12][13]

In 1894, the newly formed Southern Railway absorbed the Richmond and Danville Railroad and acquired the WO&W.[14][15][16] In 1900, the Southern Railway extended the line westward for four miles from Round Hill to Bluemont (formerly Snickersville).[17] The Southern Railway designated the line as its Bluemont Branch.[14][15]

John Roll McLean (1904)

^{Library of Congress}Stephen Benton Elkins

By 1908, steam locomotives were hauling Southern Railway passenger trains from the new Union Station in Washington, D.C., to Alexandria Junction (north of old town Alexandria), where they switched to travel westward on the Bluemont Branch.[14][18] Connecting trains shuttled passengers between Alexandria Junction and the former AL&H terminal in old town Alexandria.[14] On weekends, express trains carried vacationers from Washington to Bluemont and other towns in western Loudoun County in which resorts had developed.[14][15][19]

Meanwhile, in 1906, electric trolleys began to run on the Great Falls and Old Dominion Railroad (GF&OD) northwest to Great Falls from Georgetown in Washington, D.C.[20][21] The line, which John Roll McLean and Stephen Benton Elkins owned at the time, crossed the Potomac River on the old Aqueduct Bridge and passed through Rosslyn. The trolleys then traveled northwest on a double-tracked line through Arlington and Fairfax County to reach an amusement park (trolley park) that the railroad company constructed and operated near the falls.[20]

• 
  Confederate States Army map of Maryland and northern Virginia showing the route of the Alexandria, Loudoun and Hampshire Railroad, 1864
• 
  United States military map of Washington, D.C. and northeastern Virginia, showing the route of the Alexandria, Loudoun and Hampshire Railroad, 1865
• 
  G.M. Hopkins map of Alexandria County, Virginia, showing the route of the Washington and Ohio Railroad, 1878
• 
  Richmond & Danville Railroad system map showing branch to Round Hill,1891
• 
  Richmond & Danville Railroad system map showing branch to Round Hill, 1893
• 
  Southern Railway system map showing branch to Round Hill, 1895

Diagram of Washington area trolley lines c. 1920–1925 (enlargeable image showing the Great Falls Division of the W&OD Railway in dark green and the Bluemont Division in light green).

In 1911, McLean and Elkins formed a new corporation, the Washington and Old Dominion Railway.[22] 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.[23] The lease excluded the portion of the Southern's route that connected Potomac Yard with the former AL&H terminal in old town Alexandria.[23]

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".[24] 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.[25]

From that time onward, W&OD trains crossed over Potomac Yard on a long trestle constructed earlier for the Southern Railway.[26] In contrast to the Southern Railway's earlier Bluemont Branch service, the W&OD Railway's Bluemont Division did not serve Washington's Union Station.[27]

To join its two lines, the W&OD Railway constructed in 1912 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.[23][28] 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).[29][30] The rival line carried passengers between Rosslyn, Clarendon, Ballston, Falls Church, Vienna and Fairfax City.[31]

The railway's electrification system distributed 650 volts direct current (DC) to its Bluemont Division cars and trains through overhead catenary lines.[32] Single overhead lines carried the Great Falls Division's electricity over its tracks.[33] Stationary and movable electrical substations containing Westinghouse alternating current (AC) to DC converters were located at various points along the railway's routes.[32][34]

The W&OD's main passenger line ran from Georgetown and Rosslyn through Thrifton Junction, Bluemont Junction and westward to Bluemont.[35] However, after crossing the Potomac River from Georgetown, many W&OD passengers transferred in Rosslyn to the trolleys of the competing Washington-Virginia Railway.[36] Most of the W&OD's freight trains ran between Potomac Yard, Bluemont Junction and either Rosslyn or various locations along the Bluemont Division.[35]

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.[37] At the same time, the railroad constructed a new passenger station in Rosslyn which became its "Washington" terminal.[37]

The W&OD Railway fell upon hard times in the 1930s during the Great Depression.[38] In 1932, the railway went into bankruptcy and was placed in receivership.[39] The railway also discontinued passenger service between Bluemont Junction and Alexandria during 1932.[40]

In 1934, the railway abandoned operations on the Great Falls Division between Thrifton Junction and Great Falls. The abandoned railway route then became Old Dominion Drive (Virginia State Route 309).[37][41][42] In 1979, the old rail trestle of the Great Falls Division over Difficult Run was demolished after years of carrying automobile traffic on Old Dominion Drive.[43]

^{Library of Congress}
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).[44][45] Shortly thereafter, in 1939, the railroad abandoned the western end of its line, which had connected the towns of Purcellville and Bluemont.[44]

In 1945, the W&OD Railroad acquired ownership of the section of line between Potomac Yard and Purcellville that the W&OD Railway had earlier leased from the Southern Railway.[46] 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.

During the 1940s, the W&OD Railroad converted all of its lines' operations from electric to diesel or gasoline power.[45][47] The railroad discontinued its electrified passenger service in 1941, but temporarily resumed passenger service during World War II using gas—electric motor cars and cars pulled by diesel–electric locomotives.[48] Passenger and mail service finally ended in 1951; thereafter, the railroad carried only freight.[49] The Chesapeake and Ohio Railway (C&O) purchased the W&OD Railroad in 1956, but did not change the railroad's name.[50]

The 1960s were a decade of decline and closure for the W&OD. The Virginia 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).[51] In July 1962, the highway department bought the Rosslyn spur for $900,000. In September 1963, the railroad stopped operating to Rosslyn. The railroad removed its tracks between Lacey (south of Washington Boulevard) and Rosslyn by November 1964.[52][53]

In February 1965, the Commonwealth of Virginia contracted to buy 30.5 miles (49.1 km) of the mainline from Herndon to 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 Interstate 395 (I-395)) at grade and at another grade separation for I-66. The purchase would also provide 1.5 miles (2.4 km) of right-of-way for I-66, saving the state $5 million.[54]

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 (NVCC), which was interested in converting the line to a commuter rail service, also opposed the purchase.[54] 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.[55]

The highway department simultaneously made plans to secretly sell all but 4 miles (6.4 km) 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.[56] As a result, the highway department would sell to VEPCO the remaining 17.5 miles (28.2 km) of right-of-way, including the 12 miles (19.3 km) north of Herndon. The sale would thus prevent the NVCC from buying the land for mass transit.[57]

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.[58] 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.[59]

The former W&OD 55, a Whitcomb 75-ton diesel–electric switcher locomotive built in 1950, at the Baltimore and Ohio Railroad's Riverside Yard in Baltimore in January 1969.[1]

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 5 miles (8.0 km) 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 10 miles (16.1 km) of right-of-way from the Beltway to Herndon for the use of commuter trains, an option that WMATA did not exercise.[60] 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.[61]

In 1968, the ICC decided to permit the C&O to abandon and sell its line. After initially planning to run their last train on January 30, 1968, a temporary restraining order kept the line open until August 27, 1968.[62] 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.[63] 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.[63] By 1969, the C&O had removed all of its tracks and ties, except for some tracks that were crossing paved roads. In 1974, the railroad's bridge over the Capital Beltway was demolished to enable the highway to be widened.[64]

The stations on the Alexandria-Bluemont line of the W&OD's Bluemont Division (with locations of sites in 2008) were:

The following remnants of the Alexandria-Bluemont Line existed in 2000 and later.[148] Some were photographed in 1997 or in subsequent years:

• Trail in Mount Jefferson Park and Greenway between Richmond Highway (U.S. Route 1) and Commonwealth Avenue, Alexandria[86]
• Washington & Old Dominion Railroad Trail (W&OD Trail)

• Unpaved trail connecting Russell Road and Landover Street, Alexandria.[195]
• Section of Mount Vernon Trail adjacent to Norfolk Southern Railway spur between Pendleton Street and E. Abingdon Drive, Alexandria[196]

• Mount Jefferson Park and Greenway, Alexandria[77][86]
• Washington & Old Dominion Railroad Regional Park

The stations on the Great Falls Division of the W&OD (with locations of sites in 2008) were:

I-66 between Lee Highway (U.S. Route 29) and Washington Boulevard.[221]

Bluemont Junction Trail between Washington Boulevard and Mile 3.3 of Washington & Old Dominion Railroad Trail.[222]

Custis Trail between Lee Highway (U.S. Route 29) and Washington Boulevard.[223]

Bluemont Junction Park between Fairfax Drive and W&OD Trail.[187][224]

• "Washington and Old Dominion Railway system map". c. 1920. Archived from the original on January 7, 2011. Retrieved May 26, 2019 – via r2parts.net.
• "Washington and Old Dominion Railroad system map". December 17, 1951. Retrieved May 26, 2019 – via WorthPoint. Archived May 26, 2019, at the Wayback Machine.

• 1859 map showing the planned route of the Alexandria, Loudoun, and Hampshire Railroad between the Washington, D.C. area, Leesburg, Winchester, Romney, and Paddy Town: Mitchell, S. Augustus (1859). "Railroad map of the eastern, western and northern states, and Canada, showing conspicuously the lines of communication between the ports of the Atlantic and the great west and north west". Philadelphia: Mitchell's Map Publication Office. LCCN 98688326. OCLC 42763387. Retrieved July 23, 2020 – via Library of Congress.
• c. 1860 map showing the route of the Alexandria, Loudoun, and Hampshire Railroad (A.L.&.H. R.R.) between the city of Alexandria and Leesburg, with mileages of stations from Alexandria: Blythe, Washington (c. 1860). "Map of Alexandria, Fairfax, Prince William, Stafford, and Portions of the Adjacent County's". LCCN 80693560. OCLC 6533537. Retrieved January 25, 2020 – via Library of Congress.
• 1861 map showing the route of the Alexandria, Loudoun and Hampshire Railroad (unlabeled) between Alexandria County and Leesburg, with mileages between stations: Lloyd, James T. (1861). "Lloyd's official map of the state of Virginia from actual surveys by order of the Executive 1828 & 1859: Corrected and revised by J.T. Lloyd to 1861". New York: J.T. Lloyd. LCCN 98688567. OCLC 42954161 – via Library of Congress.

• July 1861 map showing the route of the Alexandria, Loudoun and Hampshire Railroad between Alexandria County and Leesburg and the railroad's planned route through Clarks Gap, Hillsborough, Vestal's Gap, Berryville, Winchester and Lockhardt's Gap: Bureau of Topographical Engineers, War Department, Washington, D.C. (July 1861). "Part of map of portions of the milit'y dep'ts of Washington, Pennsylvania, Annapolis, and North Eastern Virginia". LCCN 2002627436. OCLC 50713008. Retrieved January 25, 2020 – via Library of Congress.CS1 maint: multiple names: authors list (link) Library of Congress catalog note: "Probable Confederate copy of Bureau of Topographical Engineers original."
• 1862 topgraphical map showing the route of the Alexandria, Loudoun, and Hampshire Railroad in the city of Alexandria and Alexandria County (now Arlington County): Arnold, E.G., C.E. (1862). "Topographical Map of the Original District of Columbia and Environs: Showing the Fortifications around the City of Washington". New York: G. Woolworth Colton. Retrieved July 24, 2020 – via etsy.com. Archived July 24, 2020, at the Wayback Machine.
• January 1, 1862, map showing the route of the Alexandria, Loudoun and Hampshire Railroad in Alexandria County, Falls Church, Fairfax County and Loudoun County, Virginia: Topographical Engineers Office at the Headquarters of General Irvin McDowell, Arlington (January 1, 1862). "Map of N. Eastern Virginia and Vicinity of Washington". New York: J. Schedler. LCCN 91685686. OCLC 24735754. Retrieved January 25, 2020 – via Library of Congress. Library of Congress catalog note: "Accompanied by sheet: Presented to Brig. Genl. S. Williams, A.A. Genl. Hd. Qrs. Army, by order of Maj. Genl. McClellan, Comd. in Chf. U.S.A. [signed] A.W. Whipple, Maj. T.E."
• September 17, 1862, map showing the route of the Alexandria, Loudoun and Hampshire Railroad between Alexandria County and Leesburg and the railroad's planned route through Clark's Gap, Hillsborough, Vestal's Gap, Berryville, Winchester and Lockhardt's Gap: Bureau of Topographical Engineers, War Department, Washington, D.C. (September 17, 1862). "Part of map of portions of the milit'y dep'ts of Washington, Pennsylvania, Annapolis, and North Eastern Virginia". LCCN 99447370. OCLC 45489352. Retrieved January 25, 2020 – via Library of Congress. For Head Quarters, Maj. Genl. McClellanCS1 maint: multiple names: authors list (link)
• October 6, 1862, map showing the route of the Alexandria, Loudoun and Hampshire Railroad between Falls Church and Leesburg and the railroad's planned route through Clark's Gap, Vestal's Gap, Berryville, Winchester and Lockhardt's Gap: Bureau of Topographical Engineers, War Department, Washington, D.C. (October 6, 1862). "Part of map of portions of the milit'y dept's of Washington, Pennsylvania, Annapolis, and North Eastern Virginia". LCCN 2002627442. OCLC 52747761. Retrieved January 25, 2020 – via Library of Congress. Copied by William L. Sheppard, Draftsman, Engineer Bureau, C.S.A., September 6, 1864; forwarded to Lieut. Gen'l J. A. Early, September 6, 1864)CS1 maint: multiple names: authors list (link)
• c. 1862 map showing the route of the Alexandria, Loudoun and Hampshire Railroad between the city of Alexandria and Arlington Mills: Sneden, Robert Knox (c. 1862). "Map of Alexandria, Virginia". Retrieved January 25, 2020 – via Library of Congress.
• October 30, 1862, map showing the route of the Alexandria, Loudoun and Hampshire Railroad between Falls Church and Pimmit Run: Sneden, Robert Knox (October 30, 1862). "Map of Falls Church and vicinity of Lewinsville, Virginia: shewing [sic] Union picket lines October 30th 1862". OCLC 8085380439. Retrieved January 25, 2020 – via Library of Congress.
• 1864 map showing the route of the Alexandria, Loudoun and Hampshire Railroad between the city of Alexandria and Farmwell (later Ashburn) station: Michler, Nathaniel (1864). "Map of Fairfax and Alexandria counties, Virginia, and parts of adjoining counties". LCCN 2006627694. OCLC 70282039. Retrieved January 25, 2020 – via Library of Congress. Recd. Engineer Bureau, April 25th 1864. with letter April 23d '64, fm. Capt. Michler, [signed] J.C. Woodruff, Maj. of Engineers
• 1864 Confederate Army of Northern Virginia map showing tracks of the Alexandria, Loudoun and Hampshire Railroad (unlabeled) passing Leesburg, crossing Catoctin Mountain at Clarke's Gap and passing Hillsborough: "Northern Virginia with adjacent parts of Maryland and West Virginia". 1864. LCCN 2006627692. OCLC 70282038. Retrieved July 25, 2020 – via Library of Congress. Copied by J. Paul Hoffman, Topl. Office A.N. Va.; Approved, S. Howell Brown, 1st Lt. Engs: Troops, In Chg: Topl. Dept., A.N. Va., March 23rd 1864.
• 1865 map showing the route of the Alexandria, Loudoun and Hampshire Railroad between the city of Alexandria and Falls Church: United States War Department, Engineer Bureau (1865). "Extract of military map of N.E. Virginia showing forts and roads". Washington, D.C.: Engineer Bureau, United States War Department. LCCN 88690679. OCLC 17480595. Retrieved January 25, 2020 – via Library of Congress.

• Circa 1878 map showing the route of the Washington and Ohio Railroad in the city of Alexandria and Alexandria County, Virginia: Hopkins, Griffith Morgan, Jr. (c. 1878). "Map of Alexandria County, Virginia". Atlas of fifteen miles around Washington, including the counties of Fairfax and Alexandria, Virginia. Philadelphia: G.M. Hopkins. pp. 66–67. LCCN map53000779. OCLC 16951180. Retrieved February 12, 2020 – via Library of Congress.
• 1883 map showing the entire route of the Washington, Ohio and Western Railroad (Alex. Loudoun & Hampshire R.R.) except in the city of Alexandria: "Map showing the route of the Washington and Atlantic Railroad and its connections". New York: G.W. & C.B. Colton & Co. 1883. Retrieved February 12, 2020.
• 1900 map showing the route of the Southern Railway (Washington & Ohio) in the city of Alexandria and Alexandria County, Virginia: Howell and Taylor (1900). "Map of Alexandria County, Virginia for the Virginia Title Co". Washington, D.C.: Alexander B. Graham, Photo-Litho. LCCN 89692758. OCLC 156983473. Retrieved January 25, 2020 – via Library of Congress.
• 1907 map showing the route of the Southern Railway (Bluemont Branch) in the city of Alexandria and Alexandria County, Virginia: "Map of Alexandria County, Virginia: formerly part of the District of Columbia". Washington, D.C.: G.G. Boteler. 1907. LCCN 89692766. OCLC 20854717. Retrieved January 25, 2020 – via Library of Congress.

• 1884 topographic map of the city of Alexandria and Alexandria County, showing the route of the Washington, Ohio and Western Railroad (Washington and Ohio R.R.): Greene, F.V., Captain, Corps of Engineers (1884). "Topographical map of the District of Columbia and a portion of Virginia Compiled Under the Direction of Major G. Lydecker, Corps of Engineers: Engineer Commissioner D.C." LCCN 88693423. OCLC 18163568. Retrieved February 11, 2020 – via Library of Congress.
• 1893 topographic map of northwestern Loudoun County, showing the route of the Washington, Ohio and Western Railroad between Round Hill and Goose Creek: Gannett, Henry; Thompson, Gilbert (November 1893). "Reconnaissance Map: Virginia - West Virginia - Maryland: Harpers Ferry Sheet". United States Department of the Interior: United States Geological Survey. Retrieved January 20, 2020 – via Virginia Historical Topographic Maps, Perry–Castañeda Library Map Collection, Perry–Castañeda Library, University of Texas at Austin, Austin, Texas.
• 1894 topographic map of the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the route of the Richmond and Danville Railroad (Washington, Ohio & Western Branch) between the railroad's Alexandria terminal and Hunters Road station: "The Vicinity of Washington, D.C.: Entered according to Act of Congress, in the year 1894". Philadelphia: Griffith M. Hopkins, C.E. LCCN 88693364. OCLC 18019645. Retrieved January 20, 2020 – via Library of Congress.
• 1894 topographic map showing the entire route of the Washington, Ohio and Western Railroad except in the city of Alexandria: Goode, Richard U. (1894). "Map of northern Virginia". United States Department of the Interior: United States Geological Survey. Retrieved May 26, 2019 – via Library of Congress.
• 1894 topographic map of the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the route of the Virginia Midland Division (later, the Bluemont Branch) of the Southern Railway between Herndon and the city of Alexandria: Gannett, Henry; Thompson, Gilbert (November 1894). "Reconnaissance Map: Virginia - Maryland: Mt. Vernon Sheet". Washington, D.C.: United States Department of the Interior: U.S. Geological Survey. Retrieved January 20, 2020 – via Virginia Historical Topographic Maps, Perry–Castañeda Library Map Collection, Perry–Castañeda Library, University of Texas at Austin, Austin, Texas.
• 1898 topographic map of Washington, D.C., the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the route of the Washington & Round Hill Branch (later, the Bluemont Branch) of the Southern Railway between Alexandria and Wedderburn: "Washington and Vicinity". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1898. Retrieved July 24, 2020 – via University of Alabama Map Library.
• 1908 topographic map of northwestern Loudoun County, showing the route of the Bluemont Branch of the Southern Railway between Sterling and Ashburn: Sutton, Frank (1908). "Topography: Maryland - Virginia: Seneca Quadrangle". Washington, D.C.: United States Department of the Interior: United States Geological Survey. Retrieved January 20, 2020 – via Virginia Historical Topographic Maps, Perry–Castañeda Library Map Collection, Perry–Castañeda Library, University of Texas at Austin, Austin, Texas.

1915 topographic map of northwestern Fairfax County, showing the route of the W&OD Railway's Bluemont Division between Vienna and Herndon and the Great Falls Division (Electric RR) between Difficult Run and Great Falls.

• 1915 topographic map of northwestern Fairfax County, showing the route of the W&OD Railway's Bluemont Division between Vienna and Herndon and the Great Falls Division (Electric RR) between Difficult Run and Great Falls: Marshall, R. B.; Sutton, Frank (October 1915). "Topography: Virginia: Fairfax Quadrangle". Washington, D.C.: United States Department of the Interior: United States Geological Survey. Retrieved July 25, 2020 – via Historic Prince William. Archived July 25, 2020, at the Wayback Machine.
• 1915 topographic map of Washington, D.C., the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the routes of the W&OD Railway's Bluemont Division between Alexandria and Wedderburn and between Thrifton and Bluemont Junction, and the Great Falls Division between Georgetown and Great Falls: Marshall, R. B.; Sutton, Frank (1915). "Topography: Maryland — District of Columbia — Virginia, Washington and vicinity". Washington, D.C.: United States Department of the Interior: United States Geological Survey. LCCN 87691472. Retrieved July 24, 2020 – via Library of Congress.
• 1917 topographic map of Washington, D.C., the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the routes of the W&OD Railway's Bluemont Division between Alexandria and Wedderburn and between Thrifton and Bluemont Junction, and the Great Falls Division between Georgetown and Great Falls: Marshall, R. B.; Sutton, Frank (1917). "Washington and Vicinity: Maryland: District of Columbia: Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. LCCN 87691475. OCLC 15519039. Retrieved July 24, 2020 – via Library of Congress.
• 1929 topographic map of Washington, D.C., the city of Alexandria, Alexandria County, Falls Church and northeastern Fairfax County, showing the routes of the W&OD Railway's Bluemont Division between Alexandria and Wedderburn and between Thrifton and Bluemont Junction, and the Great Falls Division between Rosslyn and Great Falls:"Washington and Vicinity: Maryland: District of Columbia: Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1929. LCCN 87693006. OCLC 15653164. Retrieved July 24, 2020 – via Library of Congress.
• 1943 topographic map of northeastern Loudoun County, showing the route of the W&OD Railroad between Goose Creek and Leesburg: "Leesburg". Washington, D.C.: United States Army Corps of Engineers: Army Map Service. Retrieved January 22, 2020 – via Quadrangles of Virginia - Army Map Service: University of Alabama. Copied in 1946 from Virginia, 1:31,680, USGS, Leesburg, 1943
• 1944 topographic map of Washington, D.C., the city of Alexandria, Arlington County, Falls Church and northeastern Fairfax County, showing the routes of the W&OD Railroad between Rosslyn and Bluemont Junction, between Alexandria and Bluemont Junction, and between Bluemont Junction and Wedderburn: "Washington and vicinity, District of Columbia-Maryland-Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1944. LCCN 87693081. OCLC 15653577. Retrieved July 24, 2020 – via Library of Congress.
• 1951 topographic map of Washington, D.C., the city of Alexandria, Arlington County, Falls Church and northeastern Fairfax County, showing the routes of the W&OD Railroad between Rosslyn and Bluemont Junction, between Alexandria and Bluemont Junction, and between Bluemont Junction and Wedderburn: "Washington and vicinity, District of Columbia-Maryland-Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1951. LCCN 87693097. OCLC 15653616. Retrieved July 24, 2020 – via Library of Congress.
• 1956 topographic map of Washington, D.C., the city of Alexandria, Arlington County and Falls Church, showing the routes of the W&OD Railroad between Rosslyn and Bluemont Junction, between Alexandria and Bluemont Junction, and between Bluemont Junction and West Falls Church: "Washington and vicinity, District of Columbia-Maryland-Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1956. LCCN 87693124. OCLC 15653798. Retrieved July 24, 2020 – via Library of Congress.
• 1965 topographic map of Washington, D.C, the city of Alexandria, Arlington County and Falls Church, showing the route of the W&OD Railroad between Alexandria and Vienna: "Washington and vicinity, District of Columbia-Maryland-Virginia". Washington, D.C.: United States Department of the Interior: United States Geological Survey. 1965. LCCN 87693153. OCLC 15653990. Retrieved July 24, 2020 – via Library of Congress.

• Time Table—No. 1, Alexandria, Loudoun, and Hampshire Railroad Company, To Take Effect on and after Monday, January 16, 1860. In Harwood, p. 13.
• "Southern Railway: Between Washington, Alexandria and Bluemont: Schedule effective July 1, 1900". Archived from the original on November 16, 2002. Retrieved November 11, 2012 – via Town of Round Hill, Virginia, government website. (First timetable for Bluemont passenger service.)
• Southern Railway Company: Circular No. 9816: Effective Sunday, May 28, 1911: Complete Schedule Between Washington and Bluemont. In Harwood, p. 29.
• Schedule of Trains: Effective June 11, 1916: Washington and Old Dominion Railway: Great Falls Division. In Harwood, p. 56.
• Washington and Old Dominion Railway: Bluemont Division: Washington—Bluemont Junction—Bluemont (March 1926). In Harwood, p. 72.
• "Schedule No. 3-A: Washington and Old Dominion Railroad: Effective January 31, 1944: Rosslyn - Bluemont Junction - Purcellville". Retrieved January 21, 2020 – via McCray, Paul. "Washington & Old Dominion Railroad, 1847 to 1968: A Photographic History".

• Fisher, A.A. (May 20, 1924). "Alexandria & Bluemont Junction C.P. (Washington & Old Dominion Ry.) (Electric)." (PDF). Schedule of Mail Trains, No. 445: Third Division, Railway Mail Service. United States Government Printing Office. p. 10. Retrieved January 21, 2020 – via wx4.org: The Dome O' Foam.
• Fisher, A.A. (May 20, 1924). "Washington & Bluemont R.P.O. (Washington & Old Dominion Ry.) (Electric)." (PDF). Schedule of Mail Trains, No. 445: Third Division, Railway Mail Service. United States Government Printing Office. p. 91. Retrieved January 21, 2020 – via wx4.org: The Dome O' Foam.
• Fisher, A.A. (May 20, 1924). "Washington & McLean C.P. (Wash. & Old Dominion Ry.) (Electric)." (PDF). Schedule of Mail Trains, No. 445: Third Division, Railway Mail Service. United States Government Printing Office. p. 120. Retrieved January 21, 2020 – via wx4.org: The Dome O' Foam.
• Johnson, J.W. (August 15, 1939). "Washington & Bluemont R.P.O. (Washington & Old Dominion R.R.) (Electric)." (PDF). Schedule of Mail Trains, No. 528: Third Division, Railway Mail Service. United States Government Printing Office. p. 93. Retrieved January 21, 2020 – via wx4.org: The Dome O' Foam.