The Chesapeake & Ohio Railway
Richmond - Lynchburg
Introduction
This is a part of our eventual self-guiding tour of CSX's ex-Chesapeake and Ohio mainline from Tidewater to Cincinnati. This completed segment of the tour extends from Rivanna Junction in Richmond to Lynchburg's Sandy Hook Yard. Between Richmond and Lynchburg is the complete opposite of those two cities -- a virtual remote, wild, back country. This tour is not for those in Gucci loafers and cashmere sweaters -- this is a tough, tiring, demanding tour of a very rugged area. If you're up to it, you'll love it -- all 146.1 miles of it. But it gets even better -- the tour beyond Lynchburg has been extended out to Lowmoor (beyond Clifton Forge), and is part the Lynchburg -- Hinton segment, which is here.
As with all tours in the railfan guide, you will be able to print out this text and hit the road, but before you do, we suggest you take a long look at our tour guide page -- it's got some good tips on it. These suggestions and tips will increase your comfort level, your safety level, and your enjoyment of the Frograil Tours you take.
Contents And Navigation
Contributors
Chris Denbow, CSX CW44-9 locomotive gif and any other train gifs on this page. You can visit his very cool site of railroad gifs by clicking on the "Gifs by Chris" button at the top of every Frograil page.
Train Gifs. All train gifs used within this tour are from the Ed Bindler's train gifs site, which is here.
Peter Furnee, CSX logo
Tony Hill, content provider
Help
If you'd like to contribute to this, or any other tour, please contact me at webmaster@frograil.com, and let me know what you'd like to do. We'll work together: You supply the data/info, and I'll do the HTML stuff and upload it. You'll get a chance to review the fruits of your efforts before the general public sees the finished product, so you can let me have your corrections, additions and changes.
Supplemental And Back-Up Data
The Railroad. The Chesapeake and Ohio Railroad, as the name implies, was built to link the mid-west (at Cincinnati) to the deepwater port at Newport News, Virginia. The economic justification was found in the coal in the middle portion of the railroad, which could be inexpensively shipped either to the east or west from central western Virginia and central West Virginia. The original main line was via Charlottesville and Gordonsville to Richmond. The James River Line was a secondary main, and wasn't built until the 1880's. However, it was brilliantly engineered, and the construction standards were such as might be expected of a heavy duty, main line coal hauler. Indeed, in 2000, single CW6000AC's were hauling full 12,000+ coal trains on this excellent trackage! As the years have gone by, the JRL has evolved into the main line, and the ex-main via Charlottesville has been significantly down-graded. Much of the line is now laid with concrete ties and will outlast most of you reading this page!
The railroad leaves the coastal plane just east of Richmond, and winds thru the Piedmont of central Virginia. The rails hug the James River from Richmond all the way through Lynchburg and up to just to the east of Clifton Forge.
Railfanning considerations. If you think this will be your typical east coast railfan outing, you are mistaken. There are no cities between Richmond and Lynchburg. In fact, there are no roads that parallel the railroad for more than a few miles. In most places, you'll have to go decidedly out of your way to get trackside. Further, the countryside near the railroad is not merely rural -- it is remote. You must have plenty of gas, food, water, and whatever else you consider essential, if you're going to remain trackside any amount of time. Do not undertake this tour if you are not prepared. This is a tour of 146.1 miles, and you will need all day to do it, unless you just want to run from place to place, and you'll still need most of a day. You'll drive far more than 146.1 miles, and you'll be exhausted. So, take your time and spend a couple of days enjoying those places you like the most.
Within this tour, all mile points are approximate, as the available station lists don't specify where a given location is. For example, Pemberton is listed as 47.6, but I don't know whether that point is where the station used to be, or whether it's the east or west end of the siding. Perhaps you tourists could help out in that regard.
Traffic patterns. The primary traffic still consists of coal loads going eastbound. There is a set of Russell, KY - Richmond (ACCA) manifest (mixed freight) trains. You'll also see unit grain, unit sulphur, and a local. The power plant at Bremo is the largest on-line customer. Some empty coal trains are routed off the JRL from Richmond via the Charlottesville ex-main to Clifton Forge. As far as volume, I'm just guessing that there are probably12-16 trains a day over the JRL. In very hot or cold weather, this can increase considerably, as the power plants gobble up those loads of coal.
Mapwork: Much of the tour is made easier if you have a detailed map for back country roads. You can find information here about Railfan Maps that are available.
Photographic considerations: When I did the Richmond - Gladstone section back in 2000, it was one of the first Frograil Tours done, and kind of served as a lab for future tours. One major change since then has been the rating of photographic fields for crossings and other locations. You'll note that from Gladstone westward, crossings are rated as in the following example: NE4, SE1, SW2, NW4. Going clockwise, from northeast all the way around to northwest, each quadrant is rated, with 1 being excellent, 2 being good, 3 being OK-fair, and 4 being non-existent. Note that I'm rating the photo field; i.e., how wide open the area is. The photogenic or artistic aspects of the quadrant are not rated, as this is a purely subjective evaluation, and I'm no photographer. Understand that if I rate something as a "1", you'll be able to get unobstructed, non-wedge shots.
Driving navigation. There are conflicts between DeLorme, MapQuest, and any other map you can get your hands on. The best way to ensure on-the-ground accurate road identity is to use the Virginia local road numbering system. Most of the roads we'll be on are in the 600-series. Virtually all intersections have a pole with numbers on them. Sometimes, you'll have to pull off and walk to the rear of the sign post facing the road you're on to verify that what you hope is VA-622 really is VA-622. Taking 120 seconds to do so can save you a lot of grief. You'll note that I try to stick with road numbers rather than names, and I'd suggest you do the same. The DeLorme is the best source for those numbers, unless you can get a VDOT map.
WEBMASTER'S NOTE: I do not recommend, or even condone, walking along the tracks, as this means trespassing or exposing yourself to danger. You will have to be creative, in some instances, to avoid trespassing while getting to the detailed locations included herein, but you will either have to be creative or not visit those sites. At no point in this tour guide, or any other tour which is part of Frograil, is it recommended that you trespass or expose yourself to danger. If you are a fool and have a leg cut off (or worse), don't come crying to me: You have been warned. Trains are big, powerful, and often surprisingly quiet. Don't end up being a statistic.
Site Listing
The Tour
The tour is temporarily going to start at Rivanna Junction, which is where the north-south RF&P/SAL line crosses the James River Line. To get there, go north on I-95 over the James River, and get off on Broad Street, exit 74-C. Go just a few blocks to south (right) on 19th Street, and you'll come to the junction.
Richmond -- Rivanna Junction. This is a very important junction, as it takes and filters traffic for/from 4 major points. Here, coal from the west on the ex-C&O goes thru to Fulton yard to the east. This is the James River Line, and we'll be following it westward. Coal empties from tidewater and Fulton yard can go west on the ex-C&O JRL, north via the ex-C&O main thru Hanover and Doswell, or north on the ex-SAL to Acca yard and the RF&P. Coal and general freight can come south from Acca and go down to Petersburg and points south, or east to Fulton yard. North-bound traffic comes up from Petersburg via the Bellwood Sub and on thru to Acca yard.
All this potential action gets railfans hyped up, but -- forget it. The junction is just north of the James River, and is elevated -- and I mean really elevated. It's on a massive structure which seems to be at least 30-40 feet wide and it must be 30 feet straight up in the air. The NS trackage which has just come across the James River runs under this mass of tracks, bridges, and other stuff. "Other stuff" includes the big station hard by the tracks, and to top it all off, literally, is the huge structure of I-95 passing high over everything. To add insult to injury, coal trains from the west frequently are held immediately west of the junction, and yes, the engines are directly under the I-95 overpass. This is an engineer's dream and a railfan's nightmare. You can hear trains and you can even feel 'em, but you can't see 'em.
Timetable-wise, this is mile post CAB 0.0, and the numbers will increase as we continue westbound.
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Richmond -- Canal Area. On the north bank of the James River, between the US-1/US-301 bridge, and the US-360 bridge, is an area which for some odd reason, few tourists seem to know about. This was a very old industrial area, and it includes a beautifully restored canal area, a steam locomotive, and arching over all is the elevated James River Line.
From Rivanna Junction, go north two blocks to Main and go northwest (left). You'll go under I-95 and cross US-360 (9th Street). Go south on 10th street and follow your railfan nose. Bring your kids and grandkids, and get out and enjoy yourselves. With minimal planning, the CSX AC-powered behemoths yanking 13,000 ton coal trains will provide some great photo opportunities. A scanner will help, but even without seeing a single train, you'll enjoy this place a lot -- it's a fun, people place. The City of Richmond has done a good job here for its residents.
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Richmond -- DX Cabin. This next location is not a railfan spot so much as a photography opportunity, and was given to us by Jeff Hawkins. From the canal area, go north to Arch/Spring or Byrd streets and go left to head west. Take a left at Laurel Street to head back towards the river. You are entering what locals call the Oregon Hill area, and will be far over the tracks. The east-west street at the south end of the neighborhood is Oregon Hill Parkway, and from this street you have a fine view of the interlocking known as DX to the southwest.
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Richmond -- Far West Henrico County. Get back on Main Street, and head west from downtown until it joins with Cary in far west Richmond. [NOTE: There are sites between the riverside park area and Gaskins, but we need someone who is familiar with the area to give us the info. We simply don't have the info to do the job.] Cary swings to the south as VA-147, but take River Road west instead. Gaskins is about 3 miles west of this intersection.
Take a left (south) on Gaskins Road, and follow it south until it ends at the tracks. No pix from the south, as that is private property and heavily posted. Also, there is no parking near the tracks on the north, as the local golf course has heavily posted the entire area for no parking. However, if you're using a scanner to chase a specific train, and need a shot on a nice curve, you can get in and get out with no trouble. Just don't hang around. Remember, you're starting to get into the country at this point, and we country folk take our property rights VERY seriously.
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Sabot -- West End Switch. [NOTE WELL: from here on, you really should have the DeLorme atlas, as some of these places are quite obscure. Head back up Gaskins Road and then continue west on River Road, which will end at VA-6. Take VA-6 west out of Henrico County (Richmond area) into Goochland County. Go south on Sabot Station Road, which is posted as VA-644. This will take you directly to the tracks. Fair photo ops from both north and south of the tracks. This is approximately MP 19.9. You may hear the defect detector ("Luck") at MP 18.2.
Go back to VA-6 and head west to the first southbound paved road. This leads to the west end of the Sabot siding. Park off VA-6 and walk to the tracks. Photos best from the north, as the area south of the tracks is pretty tight. For morning shots, try another area.
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Maidens. Continue west on VA-6, until you intersect US-522 in the most salubriously named crossroads of Maidens. The Maidens area offers excellent photo shots and lots of room from south of the tracks, which isn't all that common on this line. To get to the tracks, from the junction of US-522 and VA-6, head south on US-522. Go over the tracks and then take the next right, and follow the secondary road to the tracks. [MP 29.7]
Webmasters Note: In March of 2005, Jeff Hawkins informed me that the area has apparently become something of a maintenance of way staging area, and railfans are not welcomed. At least for the time being, it would be best to avoid the area.
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Pemberton. Go back up US-522, and head further west on VA-6. The middle of the Pemberton siding can be reached as follows: From the junction of VA-6 and VA-45 in Goochland County, take VA-45 south to the tracks (about 6 miles or so). Excellent view from the north, maybe "OK" from the south side of the tracks. [MP 47.6]
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Columbia -- East End Switch. This town is in the far eastern edge of Fluvanna County. The junction of VA-6 and VA-690 is in town, and 2.3 miles east of this junction (still on VA-6) is the east end of the siding. It is easy to spot. Poor picture-taking from the south, and only fair from the north.
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Columbia -- West End Switch. Head further west on VA-6 the junction of VA-6 and VA-690 is in town, and the tracks are reached by going south on VA-690. Excellent photos from the north, but poor from the south side of the tracks.
There is a restored station on the south side of VA-6, visible as you head west out of town.
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Bremo Bluff -- East End Switch. The village of Bremo Bluff ("Bremo" on the railroad map) is reached by traveling US-15 south from VA-6. Go thru the town of Fork Union (nice town, restaurants, etc., home of Fork Union Military Academy), and continue south on US-15 until just before you cross the tracks. Bear right and go under the new US-15 bridges into the village. Take the first right (VA-657) and hit the tracks. This is the east end of the Bremo siding. Excellent viewing from north and south of the tracks. I didn't see any access point to the Vepco power plant east of the village. The connection to the Buckingham Branch Railroad is at MP 66.4, and there is a defect detector at MP 66.2. The small "yard" here is Strathmore Yard, as is at MP 68.4.
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Scottsville. the town is at the junction of VA-6 and VA-20 in the far southeast corner of Albemarle County. Coming into town from the east, on VA-6, the tracks will come in from your left, i.e., from the east. Directly ahead of you is a nice station, maybe 1/4 mile up the tracks. Of note here is the electronic tower (controlled point or whatever you want to call it), which is up on stilts, a reminder that the James, a beautiful river, indeed, can also be pretty muscular at times. Good photo ops all around the station area, but respect railroad property.
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Howardsville. The village of Howardsville is in extreme southwest Albemarle County. Reach it by taking VA-626 south from the junction of VA-6 and VA-626, which is a little west of Scottsville. The west end of the siding ends in "town," and there are excellent photo ops from the north there. Photo ops from the south are somewhere between poor and fair, at best. [MP 90.8]
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Wingina. The hamlet of Wingina is in the southeast corner of Nelson County (which, IMHO, is one of the prettiest in the state), and is reached by taking VA-626, Howardsville Road, southwest from Howardsville. At VA-56, go south to the village of Wingina. Here, there is good viewing both north and south of the tracks, and you'll get good pictures.
From here to Norwood is one of the few places on this entire line where there is a road which actually parallels the tracks. Take VA-647/VA-626 west from Wingina to get to Norwood.
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Norwood -- West End Switch. From Wingina, go west on VA-647. This road, unlike virtually all others in the area, actually follows the tracks. It will be joined by VA-626 from the northeast, and continue on as VA-626. Eventually, VA-626 will run in to Norwood. There are excellent photo views from both sides of the tracks -- walk around a little.
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Buffalo Station. Continue south on VA-626, to a 3-way with VA-606. Take VA-606 to the left and go down the hill to Buffalo Station. [Webmaster's Note: At this point, I turn the narrative over to Peter Furnee, who provided details on Buffalo Station], ..."where you can shoot the typical eastbound from atop a small hill, or at ground level, and either way you can include what was a Texaco advertisement in I suspect the late 40's on this extremely rural little road, where it has embedded itself into a very large maple, and the tree has nearly consumed it. Note: Do not try to remove the foliage from around the sign for a better view, as it is probably poison ivy -- wait until cold weather months, instead."
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Greenway. In the area of the tracks, VA-606 will do a 90° to head southeast as it follows the river and tracks. This dirt road, in the words of contributor Bill Wise, "...affords fantastic views of the rails following the bend in the river." Turn left onto VA-607 and go to the dead end, which is Greenway. There is a railroad rockfall detection system on the right.
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Gladstone -- Station Area. Continue south on VA-626 all the way to US-60. This is about 20 miles or more, and you'll make several turns. Just stay with VA-626. When you get to US-60, take a left, and head east. Before crossing the James River, take a right into Gladstone -- there are 2 different roads you can take, and either one will get you into town. Note that Gladstone has a post office, a sometimes flea market out of the trunk of a car, and that's about it -- plus maybe 150 persons. You'll have no trouble finding the tracks.
There is a small but active yard. This is a typical mountain-type coal yard, with 4-5 tracks sinuously curving between the hillside and the floodplain of the James River. According to the trainsheets used by TrainDispatcher 2, the yard sees several arrivals and departures a day (not including run-thrus, which constitute the bulk of the traffic here). The homes in town front the tracks, and most home owners have appropriated the area between the street and tracks as an extension to their property. The grass is mown, and cars are parked there. You should not railfan from these areas, because the residents consider the property to be their own, even though it almost certainly belongs to the railroad. MP CAB 119.0 is roughly adjacent to the east end of the public road coming into Gladstone. The yard east of there is inaccessible via other than trespassing.
Proceeding west from the mile marker, you'll come to the station area in 100 yards or so, and there is wide open viewing from the north (the tracks are on a northwest/southeast bias), but you have to cross the tracks to get there, and there's a lot of undergrowth. Gladstone has no engine facility, as the road engines usually work blocks of cars, rather than do single car switching. This is a coal train yard. It is probable that you'll see no employees, but if you do, make a point of asking for permission to park in the station area -- it's a very large area, and you'll not be in the way. Also ask if you can cross the road just west of the station (it only leads to a small CSX vehicle parking area), to shoot from the south.
Also west of the station is what was a moderately large railroad hotel (it actually looks more like a motel), which is apparently not used. The office/entrance area seems to be a sometimes thrift store, but it appears moribund. The west side of the building is fenced off, but not down to the tracks.
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Gladstone -- West. This is included as a separate location because most fans will not want to visit it. As you pass the hotel driving west, the road will sharply turn to the right, and start up the hill that will take us out of Gladstone and on with the tour. Just after the beginning of the curve, while still on level ground, there are the remnants of a road leading towards the concrete coaling tower about 1/4 mile ahead. I visited in the summer, and the area was too overgrown to attempt -- it hasn't been maintained for years. The area of the coaling tower was where the locomotive facility and related activities were, and if you're into railroad archeology, I think a winter visit might well be worth it. By using the "road", you'll be well away from the tracks, and won't bother the railroad employees. However, there are probably all manner of obstacles and junk in there, so be very careful. Take a picture of the coaling tower and vamoose.
Peter Furnee has provided some additional info for us: "The coaling tower still stands, and appears to be about 3/4's full. Also, it's covered in poison ivy. There are two water towers E-NE of the coaling tower which are heavily guarded by sumac, but recognizable all the same."
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Allens Creek. The roads and countryside will now change somewhat. The area west of Gladstone is increasingly hilly, and the roads are very narrow and twisty. There are a few houses here and there, but for the most part, this is a remote area of immense soft- and hardwood tree farms. The tour, like much of that before Gladstone, will involve leaving the river, going up a hill, meeting another road, and reversing the process to get back to the river and trackside. As a general rule, the size of the river bluff increases in height as we go west. The road curving out of Gladstone and up the hill is VA-656. After a few miles, you'll come to an intersection, and need to take a left onto VA-622, Allens Creek Road.
At the bottom of the hill, you'll come to a rare, flat stretch of maybe a half mile, that parallels the tracks into the crossroads of Allens Creek (actually, it's just a T, not a crossroads). The railroad has now gone around a curve in the river, and begins a pronounced northeast/southwest bias that will end southeast of Lynchburg. Keep that in mind as I mention photo ratings. The photo ops coming into the area are definitely a 1, and the area south of the tracks varies between a 2 and 3. At the T, VA-622 takes a 90° turn right to head back uphill again, but we want to park. There is a vestigial road leading to the river. There's a chain across the road with a sign saying: "No vehicles beyond this point for fishing. OK for fishing.", so I figure pedestrian traffic is also OK. However, the best viewing is east of the T, on both sides of the tracks.
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Allens Creek -- West. At the T, the road going straight doesn't go very far, but it will take us to a decent photo location. After 1/2 mile or so, the road will Y, and both branches are private, and you'll see an "End State Maintenance" sign. Park there and walk to the tracks, where a private lane across the tracks will give decent photo access. N2 and S2. Not bad.
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Riverville -- Lively. We continue on via VA-622, and it predictably winds up and down and around for what seems like a million miles to a T and a stop sign. Take a left onto what remains VA-622 and is suddenly a very good road. You've come off a road about as wide as one log truck, and are suddenly on one that is US highway standard. Why? I'll explain later. When you get to the crossroads with VA-600, take a left to go down and around to the tracks and river at Riverville. VA-600 is a very, very narrow road. Here are the ratings: NE4, SE4, SW4, NW1. So why include a place with such lousy ratings? Because the northwest quadrant is superb, and the fact that the tracks are on a sharp bias allows photos for much of the day, especially in warmer months.
There is a switch leading to a short spur track just east of the road, and the area is a very wide open, ex- load out operation of some sort. It is flat and free of debris, and looks like it was made for a group of railfans to enjoy. Get out your scanner, cooler and lawn chairs and relax. Stay north of the tracks and well east of the home on the west side of the road. The name of the switch at Riverville is "Lively". You probably think you've come a long ways from Gladstone, but you're only at MP CAB 123.0.
Bill Wise has provided some clarification for the above paragraph: You'll probably see some US Government No Trespassing signs to the east. The ex-load out area was actually a US Government Strategic Stockpile. What was stockpiled was raw manganese from Gabon, Africa. It used to be piled up over 50' in elevation, and covered several acres. The stockpile was removed over a decade ago.
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Stapleton -- Bateau Lane. Back track up to the excellent road, VA-622, and take a left to continue southwest. You'll shortly discover the cause for the quality of the road. There is a very large wood products facility, Grief Brothers Mill, that is reached via VA-823, but the entire complex is private property, and visitors are most definitely not welcome. So we move on. The road once again becomes a narrow, curvy one immediately past the mill, and we are looking for Walkers Ford, or Walkerford according to the railroad station list. This point is the west end of double track, but I couldn't find it. Thru the process of elimination (and the use of a lot of time and gasoline), I finally narrowed it down to a dirt road. The key is that you'll be at the bottom of a fairly steep hill, and will be in the vicinity of a creek (Walkers Ford Creek, although no creek names are posted). There is a dirt road to the left, but it goes down an extremely steep and very rough slope. However, just 50 yards past this road is another, and it goes down a much more do-able hill. Do not attempt the first hill, even if you have 4-wheel drive.
Unfortunately, the area is definitely posted, and there was a fellow working his farm field close to the tracks. I walked to the tracks, saw them to be already single tracked, and realized that the point in the station list has to be further back to the east. Even if it weren't posted, this is a poor place for photos, and the entire area is not a railfan location. Note that MapQuest shows Walkers Ford to be at the foot of VA-623. I never found any such road, and the road prior to that (an attractive one which obviously just goes to some homes) doesn't get to the tracks, as far as I could determine. So we move on.
Heading further southwest on VA-622, stay alert for Bateau Lane, which is not far from the dirt road/Walkers Ford area. Take a left and drive down to the CSX communications tower. Park away from the tower. Photo ops are NE4, SE4, SW3, NW1. Another place with only one good quadrant, but there are intermediate signals just west of the tower, so those folks with no scanner can be alerted to movements. This is another afternoon location.
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Stapleton. VA-622 all the way from Allens Creek to well beyond Galts Mill is supposedly named Galts Mill Road, but you'll probably not seem many, if any, such road signs. So, continue on southwest via VA-622, and you'll come down to river level at Stapleton. And here is a real treat for you -- 2 miles of dead flat driving next to the tracks. This is another S4, N1, but there are numerous nice places from the north, and the background is excellent for very attractive photos. Shortly after the MP 131 marker is a defect detector, "Galt Mills".
When you pass the MP CAB 132 marker, go about 100 yards more and pull off. Get out of the car and look over the river and up on the bluff, and you'll see a home that will flat knock your socks off. Borrowing from Mt. Vernon, it is truly impressive.
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Galts Mill. Continuing southwest from Stapleton, you'll pass a set of intermediate signals, the MP CAB 133 marker, and then shortly thereafter, the road will curve to the west. As it does so, take a left onto Kanawah Lane and drive to the tracks. There is an open parking area. Photo ops are NE1, S4, NW4. As in other places mentioned previously, this is another excellent afternoon location. The area to the west of the lane is posted next to the tracks by CSX, but there is a nicely maintained mill structure (no wheel, darn it) worth a look. You can stay in the vicinity of the mill (which doesn't appear to be posted, but stay away from the structure and the creek) and get decent shots, but I think it would be much smarter to stay on the northeast quadrant. That's why I've given the northwest quadrant an NW4 rating.
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Kelly. VA-622 out of the river valley will go up and up and around. Of course, it's a narrow road, and parking is very tough to find. However, if you've got someone with you, have them look behind you. After climbing significantly, there is a stupendous view of the river valley, the home on the bluff, and the railroad, but it's impossible to see if you're driving. If you've put your socks back on after seeing the house just before Galts Mill, you'll get them knocked off again. This is as pretty a view as you'll see just about anywhere, but do be careful, as the road is treacherous for pedestrians.
Beyond Galts Mill, you can be frustrated or take it easy. Here's why you'll probably be frustrated. The river and railroad swing due south now, and the bluffs are higher than any encountered so far. As VA-622 takes you away from the river, you climb significantly, and will come to Joshua Falls Road. This will take you close to the river -- but you may as well be in another state. The road ends at a Y, with a large farm and another dirt road leading to a house (apparently, as there's a mailbox). All the area is posted, and we can go no farther. Yes, we're fairly close to the railroad, but we're straight up from it, and not close enough to even see the valley.
Down below, there is a siding, and at its end, the railroad goes to the south bank. From Galts Mill on, the railroad is inaccessible from the north. We have to go all the way to Lynchburg, and then back out to the south bank via US-460. We're going to do that, but you might consider calling it a day, and spending the evening in Lynchburg (lots of hotels, restaurants, etc, and there are tracks everywhere), and starting out at Kelly in the morning.
Continue southwest on VA-622, and it will take you right in towards US-29. There is an interstate being built on the eastern edge of the metro area, and you'll run into that, so I won't give precise details as to how to get to US-29, but just follow the flow of traffic and signs. Eventually, you'll be able to get on the new road and go straight south to US-460, but that's a few years in the future. Once on US-29, go south across the river and thru Lynchburg. Note the tracks far below, just as you cross the river -- that's the mainline we're following, but we've got some work to the east to do first. When you get to the US-460Business exit, take it and head east. The road will get better and better, and will eventually become like a freeway. At the first real clover leaf-type exit (labeled as Mt. Athos Road), get off, go under the highway, and head north following the single tracked C&O. When you come to a railroad overpass, you're at Six Mile, and this is as far northeast as we can go along the tracks, as the road veers to the right. There is a power plant further up the road, but unless you have special permission to enter the grounds, you'll do well to not waste your time going up there. The overpass is a remnant of the Norfolk & Western's ancient river-level line between Lynchburg and Phoebe on today's NS main.
From well northeast of Gladstone, indeed, all the way to Scottsville, the C&O is like a giant check mark, with the end being Scottsville, the bottom of the check mark being Kelly, and the start of the mark being Balcony Falls. Between Six Mile and Kelly, the line hugs the road, and then veers a fairly sharp 90° to go up to Lynchburg and Balcony Falls. All along this arc, there is parking on the non-river side of the road, as many folks come here to fish. You'll have to shoot pix, for the most part, from across the road, but that probably won't be a problem. The viewing is excellent all along here, and because of the broad arc, you can work with the sun pretty much all day. There is less openness as the arch becomes northwesterly, but there are plenty of places off US-460. The point where you exited US-460 is identified as "Kelly" on all my maps, but nowhere do you see a sign to such a place.
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Lynchburg -- Sandy Hook Yard. Get back on US-460 and head towards Lynchburg. At the first red light, take a right and go into town via Concord Turnpike. Off to the right (north), the railroad and river are inaccessible, as there are industrial facilities that are closed to the public. At some point therein is a point named "Tyree" that is the eastern yard limit for Lynchburg. Sandy Hook Yard is the main yard between Richmond and Clifton Forge, and unlike most such facilities, there is a great, off-railroad property place to watch the action.
Continue west on Concord until you notice the yard hard on your right. You'll soon see parking (for railroaders, probably, although the times I've been there the parking area is almost deserted) on the left. Before the road turns right and goes over the tracks, park and enjoy yourself. The yard itself is to the east, and you'll catch some light engine and switching action. The main tracks are closest to you, so you'll seldom be blocked out by standing cars. Everything in and out of the yard and all thru traffic will be right in front of you. Get out a cooler and the lawn chairs and enjoy the best place to watch trains in the Lynchburg area.
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Because of the length of this web page, and the fact that Sandy Hook is the logical place to begin and end a tour, we'll end this segment of the Tidewater - Cincinnati tour here. To continue thru Lynchburg and on to the west, go here.