Atlantic and Western Railway
If one were to study railroad maps from the past in the eras that predated mega-mergers a keen eye may notice the existence of smaller regional railroads scattered amongst the larger ones. Most were constructed for a single purpose such as tapping a region of mining or perhaps, an agricultural area that subsequently witnessed the development of a single industry such as timber harvesting. In specific instances, these small carriers were constructed as bridge lines with intended connections to larger Class I railroads whereas others simply operated independently. An incredible fact is that groups of these railroads were built during the period of extensive expansion (late 1800s-early 1900s) in the United States and continued to operate if not under an original charter then in the least, the same or similar name by successive owners. How these independent lines managed to avoid the hungry teeth of the acquisition wolf by larger roads during the great period of growth is remarkable in itself. Even more extraordinary is that a number of these companies retain ties to their roots today—the Atlantic and Western Railway of which is one.
All roads converge at Sanford. Ironically, virtually all of the original Atlantic and Western Railway trackage is abandoned except for in the Sanford area itself. The modern A&W also operates on the former Southern Railway section of the Atlantic and Yadkin Railroad (A&Y) with rights granted by Norfolk Southern extending beyond Cumnock. An active interchange with CSX exists at Sanford and the NS at Cumnock.
Historical Backdrop
As with the majority of smaller railroads constructed during the transition of the century (1800-1900), the Atlantic and Western had origins rooted in humble beginnings. Its original charter was formed in March 1899 by a local group headed by the Edwards family in Sanford. Initially, a 12 mile line extending west from Hope Mills was constructed under the management of the Enterprise Land and Improvement Company. Ultimately, construction began on a separate railroad that would become the breadth of the original Atlantic and Western Railroad. Construction commenced in phases during 1903 and a decade later, a route was completed 26 miles east extending from Sanford to Lillington. Not uncommon during this era was a greater ambition to build a railroad to a longer range objective that would not be realized due mostly to insufficient capital. In the case of the A&W, the original destination was Goldsboro but this goal never attained fruition.
The 26 mile east region of the Atlantic and Western Railroad was sparsely populated by small farming communities between Sanford and Lillington. There was little commercial development of consequence for the railroad in this region as shipping was primarily attributed to agriculture. Perhaps the greatest importance of the route to Lillington was passenger travel and a connection with the original Norfolk Southern Railway there.
In 1926, the railroad underwent the first of several changes that would continue to occur in subsequent years when it entered foreclosure. It emerged from the financial reorganization as the newly named Atlantic and Western Railway and remained in existence under this name until 1970. The most significant change to transpire on the physical plant of the railroad was the abandonment of the line from the area of Jonesboro Heights to Lillington in December 1961. If one studies the reality of the times, the removal of, in relative terms, a substantial amount of the railroad comes as no surprise. Passenger service ended in 1948 and an examination of historical aerial photos and maps from the 1950s reveals few shippers on this section of the route. In essence, the only lost aspect was a connection with the Norfolk Southern Railway at Lillington by this date. The end result was the A&W operating as a small hub railroad concentrated at Sanford.
Additional restructuring occurred in 1970 when the railroad began operation as the Atlantic and Western Corporation and in 1988, fell under the ownership of Rail Management and Consulting. During this period, the A&W acquired a section of former A&Y track extending north from Sanford to Cumnock. The present day A&W is the result of the acquisition by Genesee & Wyoming, Inc. in 2005, an international company that operates short line railroads in five countries. Under G&W ownership, the A&W obtained additional shipping access in 2011 by an agreement with Norfolk Southern to operate on its line between Cumnock and Brickhaven.
A unique (and business savvy) element to the Atlantic and Western Railway is the large number of freight cars it owns for a carrier its size. The company owned a fleet of 40’ boxcars during the 1970s and today, it reports 3000 freight cars in service that include boxcars, gondolas, and covered hoppers. Since the overwhelming number of this equipment remains offline on other railroads, there is a considerable amount of per diem revenue.
Note: The reporting mark for the modern Atlantic and Western Railway is (ATW) but A&W will be used throughout the text.
Old Time Sanford
Sanford in its railroad heyday depicted with a color postcard created from a photograph. The date is circa 1920s and the Seaboard Air Line Railroad bisects the city in a north-south direction. The A&W is out of sight at right but some of those freight cars in the yard are destined for it. Also visible is the union passenger station, the SAL freight house (yellow), and the ACL freight house (white). Image University of North Carolina
Sanford is rooted in a diverse railroad heritage. In addition to the Atlantic and Western Railway, the city was a junction for three other lines in its heyday highlighting it as a prominent crossroads. The Seaboard Air Line, Atlantic Coast Line, and the Southern Railway could also claim Sanford as a point on their respective systems. The rich heritage is further emboldened by the predecessor roads Cape Fear & Yadkin Valley Railroad and the Atlantic and Yadkin Railway.
The railroad center at Sanford as it was in 1915. Four lines converged here--Southern Railway, Atlantic Coast Line, Seaboard Air Line, and the Atlantic and Western. Visible on the map is the SAL-SOU-ACL diamond, the ACL freight station (still exists), and the SAL freight station. Other notable landmarks include the yard (connecting to ACL and SAL), A&W passenger station, a cotton platform, and the Sanford Sash & Blind Company.
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North of the diamond area most prominently along the Seaboard Air Line. The Union Station (still exists) which served all lines except the A&W at this date was the major structure here at this time. At far left are the tracks of the Southern Railway (Atlantic and Yadkin Railway) and to the right, the SAL connection to the Sanford yard/interchange trackage. Of the four railroads at Sanford, the SAL route was the primary long distance main trunk line.
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The Atlantic and Western Railway shared the scene at Sanford with three other railroads when this circa 1950 photo was taken. The Southern Railway, Atlantic Coast Line and the Seaboard Air Line all operated here serving shippers and interchanging freight and passengers. The SAL was the major main line through the city and pictured here is possibly the southbound Palmland (New York-Miami) Image Jimmy Haire collection
Throughout the history of the A&W, Sanford was the heart of the railroad. Its shop was located here in addition to a turntable used to turn its locomotives. Virtually all of its on line business originated here in addition to interchanges with the Seaboard Air Line Railroad and the Cape Fear and Yadkin Valley Railway. When the CF&YV was split in a wrought out sale and legal entanglement, it was eventually divided between the Southern Railway and the Atlantic Coast Line Railroad with Sanford as the dividing point---the Southern acquired the former A&Y route (operating it as the Atlantic and Yadkin Railway) north through Greensboro to Mount Airy and the ACL south through Fayetteville to Wilmington. The multi-junction of these roads resulted in substantial interchange business and a passenger gateway transfer point in all directions.
The Atlantic & Western passenger station as it appeared during the 1960s. Its original purpose long since passed, the structure was used for the A&W administrative office until its demolishment. Image Jimmy Haire Collection
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Located on Hickory Avenue in Sanford was the A&W locomotive facility. The railroad operated a shop for steam locomotive and jitney repairs as well as a turntable to spin the power. Image Jimmy Haire collection
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This image probably dates to the 1940s of a jitney paused at the Sanford station. An excellent period photo crisp with detail of not only the A&W station but of the Broadway Roller Mills in the distance as well. Photo F.S. Bennett/Peter Zanger collection
These connections remained wholly intact until the early 1970s when the Seaboard Coast Line abandoned the former ACL line between Sanford and Fayetteville---a victim of route redundancy elimination from the Atlantic Coast Line-Seaboard Air Line merger. In 1986, the SCL during its transition into the conglomerate CSX was severed between Norlina and Petersburg, VA thereby eliminating it as a through route. A truncated railroad still remains at Sanford as does the A&W interchange but as effectively an extended CSX branch line from Hamlet to Norlina. In contrast, the former A&Y route between Greensboro and Sanford remains intact sans minor track modifications between Cumnock and Gulf.
A sampling of shippers that existed circa 1950 included Broadway Roller Mills, Hester Wholesale Company, General Foundry and Machine Company, Sanford Construction Company, Sanford Ice and Coal, Gunn Veneer and Lumber Company, and the Saco Lowell Shops Textile Manufacturers. One customer from the era that remains in business today is the Hallman Foundry.
Edwards Motor Rail Car Company
The Edwards plant during its final years circa early 1940s. By this date, the facility under new ownership was producing materiel for the war effort. Image Jimmy Haire collection
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Without question the most distinguished shipper on the A&W during its original lifespan was the Edwards Motor Rail Car Company at Sanford. This company, born out of needed niche for economical passenger travel, initially began outright on the Atlantic and Western Railroad. Its founder, Harry P. Edwards, was the General Manager of the A&W during the World War I era and in 1915, he saw the need to devise a cost effective means of passenger travel on the route between Sanford and Lillington. Traditional passenger consists of a steam locomotive and coaches were exceeding the revenue generated by the trains and Mr. Edwards sought a solution to eliminate the losses. His answer was a powered railcar that served as a coach for passenger travel. The first versions were constructed in 1917 at the A&W shops and with the success of these early ventures, the Edwards Motor Car Railway Company was formed in 1921.
At left: An overhead view of the foundation of Edwards Rail Car facility today. One of several extinct businesses that populate the A&W right of way.
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It did not take long for Edwards to reap the fruits of his innovation. A multitude of other railroads that shared the similar problem of the A&W operating passenger service at a loss were intrigued with the rail car concept in the hope that it would remedy their problems. When the construction of the Edwards Motor Car plant was completed in 1922, orders began flooding the fledgling business for these cars. In spite of a now separate business, Edwards maintained ties to the Atlantic and Western as a customer. In addition, the A&W was an established test bed for Edwards product demonstration and development of new models throughout the existence of the company.
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Above: Atlantic and Western jitney #7 was the final Edwards product to operate in passenger service on the line. This handsome motor car represented the final chapter of a unique partnership that existed between the A&W and the renowned manufacturer. Image Jimmy Haire collection
Left: An early version of a Sanford Motor car on an unidentified location along the A&W. Image Lee County Public Library
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The 1920s were the halcyon years for Edwards domestic production. This time period coincided with railroad branch line passenger service in America still near peak levels which created the demand for the rail cars. Three versions were produced by the company---the Model 10, Model 20 by 1926, and, finally, the Model 21. By the 1930s, domestic production began to wane in the wake of the Depression and decreased demand as this period marked the precipitous decline of branch line service—the decade witnessed the irreversible onset of elimination of service on these routes. As a result, the Edwards Motor Car Company production emphasis shifted to the international market by late decade. Ultimately, fading demand and the ominous clouds of World War II sealed the company fate. In 1940, Edwards sold the plant and it was re-tooled for the production of war materiel. Only two years later, the Edwards company name had dissipated into history.
Lost Line to Lillington
Beyond the sever point of the original A&W at Jonesboro Heights the right of way disappears into the catacombs of history. The right of way is sporadically traceable to the town of Seminole; however, moving east from here towards Lillington the remaining traces are sparse but discernable at given locations. It has been nearly 60 years since the railroad was removed and the passage of time has camouflaged much of its existence by virtue of subsequent development and natural reclamation. A keen eye and a map of the right of way, however, will reveal random vestiges.
A Google Earth view of the territory from Broadway through Seminole to the west of Mamers. The abandoned A&W right of way is highlighted in yellow and closely marks its location at this scale. Old US Highway 421 is a guiding parallel to Lillington for virtually the entire route. Other communities that were whistle stops in this sector include Ryes and Arlington.
The first production Edwards motor car on the route perhaps at Broadway or Seminole. Note the flat car with a load of flour or grain. Image Railroad House Historical Association
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Of all the communities along the Atlantic and Western Railway between Sanford and Lillington, Broadway was the largest and most significant to the railroad. Upon its arrival in 1903, the line spurred growth for the community and provided a means of commerce and travel. Prominent businesses located at Broadway during the existence of the A&W include Broadway Roller Mills and the Chandler-Farlow Lumber Company. Based on the population numbers of the communities scattered along the A&W during the era of jitney service, Broadway was also the prominent passenger location on the route. No doubt travel to and from Sanford accounted for a substantial percentage of the patronage.
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Continuing eastward this map encompasses the region from Mamers to the outskirts of Lillington. The A&W paralleled Old US Highway 421 through the entire sector extending to Lillington. Other small communities within the map area touched by the railroad were Monticello, Luart, and Summerville.
The region touched by the A&W from Seminole to the limits of Lillington was dominated by farming. No industry of consequence appears to have developed in the small hamlets that lined the railroad throughout its existence. Whatever business the A&W had in the sector was certainly agriculturally based. Of prime importance until the World War II era was passenger service as the small communities of Mamers, Monticello, Luart, and Summerville were scheduled stops. During the heyday of passenger service, the A&W was the lifeline for the residents of this region as access to the commercial centers of Sanford and Lillington or for travel beyond.
A Sanford Motor Car Company jitney moves through a remote section of the A&W perhaps near Monticello or Luart during the 1930s. This would have been an interesting ride by any account along the railroad between Sanford and Lillington. Image Lee County Public Library
The former eastern terminus of the Atlantic and Western Railway at Lillington. A wye formed the junction with the original Norfolk Southern enabling locomotives to turn for the trip west. All of this trackage is gone sans the south leg of the wye---either left in place or rebuilt--- which has served a concrete business in the past.
There are virtually no remaining traces of the former existence of the Atlantic and Western Railway at Lillington today. Except for a section of track converted to a spur that occupies the outline of what formerly was the south leg of the wye, the rail is long gone as are the lineside structures from the A&W era. It is difficult to discern the former right of way also because of development and reclamation at Lillington during the past six decades.
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Train time at Lillington in an undated photo as passengers prepare to board the "jitney" for points west toward Sanford. This was a daily occurrence until the service was discontinued in 1948. At right, a ticket/receipt for passage on the railroad. Both images Lillington Historical Society
Two businesses that were in proximity to the Atlantic and Western Railway at Lillington were the Farmers Cotton Oil and Fertilizer Company and the Lillington Roller Mills. No evidence remains of these firms but given the nature of the businesses, it is likely they were shippers for the railroad. The A&W depot at Lillington has also long since perished.
The A&W depot at Lillington was long out of service when this undated photo was taken. As passenger service ended in 1948, it is probable this image dates from the 1950s or possibly after line abandonment in 1961. Structure has long since perished. Art Peterson collection/Piedmont & Western Railroad Club
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Former A&W junction (south connection) with the Norfolk Southern (original) at Lillington. This connection was converted to a spur (or rebuilt) to serve a concrete plant although it appears out of service today. Dan Robie 2019
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A future date to revisit to the area will focus on photographing identifiable traces of the abandoned railbed between Sanford and Lillington. The potential best results would be achieved during cold weather months after all the foliage has dropped and undergrowth reduced to a minimum.
ACL Remnants Today
The existence of the former Atlantic Coast Line at Sanford remains but in a substantially reduced stature. After the formation of the Seaboard Coast Line in 1967, the route survived intact for several years until its removal in a system wide elimination of duplicate secondary routes by the merged railroad during the 1970s. As a result approximately one mile of track is extant from the diamond south to Short Street where the line was severed and the track removed to Fayetteville. Near the junction with the SAL (CSX), the freight depot remains standing as a sentinel to bygone years.
Former Atlantic Coast Line freight station stands out in contrast to the modern CSX signal mast and control box. The structure is in adequate condition and remains as a reminder of the rail scene in Sanford from a bygone era. Dan Robie 2019
CSX F742 hits the CSX-A&W diamond with the former ACL freight station in the background. Although still standing its intended purpose ceased many years ago. Dan Robie 2019
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Little remains of former ACL trackage at Sanford. The center track was the former main and at right, an interchange track. At left is the right of way of the track that once existed to the freight depot. Dan Robie 2019
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Although the remaining track of the former ACL is effectively compressed in the heart of Sanford, it is no less important to the modern A&W operation. These stubbed tracks enable access for the railroad to utilize the former A&Y north of the diamond towards Cumnock. In addition, they are also the connection to the former SAL main (CSX) for interchange and for the staging of cars.
South view of former ACL main with cars on the interchange track at left. The line continues for about a half mile until reaching the end at Short Street. Dan Robie 2019
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Sever point for the former ACL route at Short Street in Sanford. Railroad was removed from this point south to Fayetteville during the early 1970s. Dan Robie 2019
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Now vanquished for nearly 50 years, one can still envision the presence of the ACL, and briefly after the merger, the SCL route from Fayetteville when operations existed at Sanford. How fascinating that in this small city four separate railroads existed simultaneously providing, in effect, consistent action around the clock.
Motive Power-Then and Now
The Atlantic and Western Railway has rostered an eclectic mix of motive power throughout the years. Beginning with the steam era as to include the Edwards motor car "jitneys", the pattern continued into the diesel era with center cab switchers. The trend continues with the contemporary Genesee and Wyoming operated A&W which also includes distinctive models. Below is an assortment of locomotives used by the road past and present.
Atlantic and Western #9 was representative of the light steam power used by the road that fulfilled its needs. This undated photo of the locomotive taking on water was probably taken at either Sanford or Lillington.W.W Seymour Jr./Jimmy Haire collection
A&W 2-8-0 #12 was built by Baldwin in 1911 for the Raleigh and Southport Railway before becoming #10 for the Norfolk Southern Railway in 1914. It transferred to the A&W becoming #203 and remained in service until 1946. The locomotive was donated to the Railroad Historical House Society in 1966. Dan Robie 2019
80 Tonner #101 is a Porter build from 1944. Originally built for US Navy, it later served the Durham and Southern before sale to A&W in 1962. This roster shot is from 1978. Image courtesy Don's Depot
GP16 # 1603 (original ATSF GP7 # 2728) lettered for the South Carolina Central sits at the A&W shop track. The Genesee and Wyoming assigns power as needed among its owned subsidiary roads. Dan Robie 2019
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70 Tonner #100 was built General Electric in 1950. It is pictured here eight years later at Sanford. Image courtesy Don's Depot
SW1200 #1219 was built in 1956 for the Canadian National Railway. It eventually wore multiple leaser marks (RSSX, RLCX) before assignment to the A&W. The locomotive has been retired and is fenced in beside the railroad east of the terminal. Plans call for it to be scrapped. Dan Robie 2019
A&W GP10 #109 has many stickers on its suitcase. This locomotive, built as a GP9 for the Denver, Rio Grande and Western, also toiled for the Illinois Central and Meridian & Bigbee among others. Dan Robie 2019
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By far the most distinct locomotive on the current A&W roster---any roster, for that matter---is RS-1325 #30 lettered for Genesee and Wyoming subsidiary Illinois Midland Railroad. Originally built for the Chicago & Illinois Midland Railroad in 1960, it is only one of two such models ever produced by EMD. To the eye it appears a hybrid of a low hood GP20 cab fused to a SW type switcher body. Dan Robie 2019
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GP15-1 #1578 moves through Charlotte, NC on CSX Q653 in February 2022 destined for delivery to the A&W at Sanford. This unit was ordered as a replacement for the RS-1325 #30. Both images Dan Robie 2022
The Modern A&W---North of Sanford
Google Earth map depicting the region around Cumnock. A&W owns former A&Y/SOU/NS trackage from Sanford to Cumnock. From Cumnock east, the A&W operates on ex-Norfolk Southern/modern NS to Brickhaven via operating agreement. Interchange point for A&W/modern NS is at Cumnock and moving west, NS P10 from Greensboro operates on ex original Norfolk Southern trackage between Gulf and Cumnock.
North of the CSX-A&W diamond at Sanford, the modern Atlantic and Western Railway operates on the former Atlantic and Yadkin Railroad which was subsequently absorbed by the Southern Railway. It now owns the segment from Sanford to the interchange at Cumnock with the modern Norfolk Southern. NS has also granted the A&W rights to serve shippers east of Cumnock extending to the Brickhaven area. The original Norfolk Southern and A&Y routes run parallel between Cumnock west to Gulf---since they are redundant, the ex NS route is utilized by NS P10 from Greensboro between the two points as the trackage has been reconfigured during the modern NS era.
The interchange point at Cumnock. Note the mailbox at left for the exchange of orders. Dan Robie 2019
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Southbound view of the Cumnock interchange track. The A&W has left cars for NS P10 to take north. Dan Robie 2019
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The modern A&W operates on 19 miles of track that is either owned or leased which also includes the NS route from Cumnock to Brickhaven. Its greatest number of an annual 4800 carloads is north of Sanford that includes the A&W transload facility, Noble Oil Company, H. J. Baker Manufacturers, and Cloverleaf Cold Storage. In addition, three industrial sites populate the right of way that offer the potential for increased future business.
View of the A&W transload facility at north end of Sanford. The rail to truck operation here comprises of a substantial number of carloads annually. Dan Robie 2019
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The Genesee and Wyoming logo for the A&W at the transload terminal. This same logo design is used for all G&W operations with the initials of the specific railroad. Dan Robie 2019
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Depending on car volume for a given day, the A&W occasionally begins its work at Cumnock if the previous day work ended on the north side. Generally, it will interchange with NS twice a week at Cumnock and also work the route to Colon and Brickhaven as necessary. Its connecting/interchange train here is NS P10 which operates from Greensboro. As a rule, typical A&W train operation is in a push-pull mode--the trains are built with a locomotive on the lead and one on the rear. Due to the track layout on which it operates, this increases efficiency by eliminating the need for locomotives to run around the train regardless of the direction of movement.
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Northbound view north of Sanford. The train is switching the transload terminal en route to Cumnock. Dan Robie 2019
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Operating in push-pull mode, this is the rear of the train moving north across the Little Buffalo Creek trestle. RS-1325 #30 is the trailing unit on this day's run. Dan Robie 2019
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In essence, the route north from Sanford to Cumnock is the modern Atlantic and Western. Its continued success and any future development is entirely dependent on this section of railroad. Whether Norfolk Southern grants additional operational rights north of Cumnock on the former A&Y (SOU) route or east of Brickhaven (ex-original Norfolk Southern) in the future is indeterminable at this time. If this were to occur, the A&W is in a prime position to expand its operations.
Modern A&W- Central Sanford
Overhead view of the railroad center of Sanford with key locations identified. In spite of operational reductions, track abandonment, and mergers, the junction area here retains the flavor from the halcyon years of the distant past.
The A&W operates five days a week and when not originating at Cumnock, will begin its day at Sanford. CSX interchanges with the A&W daily with its local F799 which is an Apex-Sanford turn. Incoming cars are set off for furtherance to the shippers along the A&W as well as the pickup of outgoing cars. All of this work transpires in the heart of Sanford on the former ACL trackage. Once the daily A&W is set for departure, it will contact the CSX dispatcher for permission to cross the diamond.
Southbound view of the active A&W looking towards the town center. The rail here is former A&Y-Southern Railway that the A&W acquired outright. Dan Robie 2019
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Opposite perspective looking to the north. A rural setting but the line is actually passing through a residential section of Sanford here. Dan Robie 2019
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Looking south towards the CSX diamond. The Sanford passenger station and Depot Park are at immediate left. Dan Robie 2019
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South side of the Sanford passenger station. Once a union station for three railroads, it has not served passengers since the formation of Amtrak in 1971, Dan Robie 2019
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The rear of an A&W train is clearing the Wicker Street grade crossing as it heads north on the former A&Y for the day's work. Push-pull (locomotive on head and rear) configuration is ideal and the typical operating practice for the railroad. Dan Robie 2019
At the railroad center of Sanford, trackside access to watch or photograph movements is excellent. The time of day obviously impacts photography but the view is open in all four directions. While the focus may be on the A&W, the viewer can also catch any CSX action---though low in quantity of trains---as it occurs. Amtrak #91 and #92, the south and northbound "Silver Star" (New York-Miami) respectively, also pass through Sanford during the night and early morning but do not stop here.
A&W view north of the diamond at Wicker Street grade crossing. Sanford passenger station and Depot Park are at right. Dan Robie 2019
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South view across CSX diamond with ACL depot at right. The A&W train waits for the signal from CSX dispatcher to proceed. Dan Robie 2019
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Northbound look across the diamond along the ex-SAL (CSX). For many years, a second main track was parallel and at the area of signal box, an SAL tower. In the distant past, the Seaboard Air Line freight station occupied the area beyond the southbound signal and box. At far right is the interchange track (original SAL-ACL-A&W) used by A&W and CSX today. Dan Robie 2019
Original A&W Line Today
From a historical perspective, the remaining segment of the original A&W track from Sanford extending into Jonesboro Heights is the most visually interesting. Although long truncated from its entirety as a line extending to Lillington the flavor of bygone years still emanates from its right of way. Old buildings---once shippers from yesteryear--still stand in silent vigil as an anachronism from an earlier time. In a couple of instances, building foundations remain most notably that of the Edwards Motor Rail Car Company (included in the dedicated section about it above).
The beginning of the original A&W trackage. Grade crossing at Chatham Street and the connection to the interchange track. Dan Robie 2019
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View looking east past the locomotive terminal track. The A&W passenger station once stood in the area of the parking lot at right. Dan Robie 2019
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The sector bounded by Chatham and Hickory Streets is a pocket that reflects glimpses of the past as well as images of the present day A&W. Immediately on the left of the Chatham Street grade crossing is the A&W terminal that includes a locomotive track. A few years ago, a second track used for locomotives was located to the right but has since been removed. Opposite the terminal is the Advance Behavior Center---once the site of the A&W passenger station. Beyond the former terminal site the railroad crosses Little Buffalo Creek and meets Hickory Street.
A&W grade crossing and spur at Hickory Street where industry past and present co-exist. In the foreground is the old Sanford Ice and Coal building and in the distance, present day shipper Ready Mixed Concrete. Dan Robie 2019
Location of the former A&W shop and turntable at Hickory Street in the open area at right. The taller structure in the distance is the old Broadway Roller Mills. Dan Robie 2019
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View from Broadway Roller Mills looking across Hickory Street. The spur served the General Foundry and Machine Company where only a foundation remains. Dan Robie 2019
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A spur diverges at Hickory Street that serves Ready Mixed Concrete with an occasional carload as needed. In bygone years, the Sanford Ice and Coal Company occupied the property providing the railroad with revenue. Directly across Market Street once stood the General Foundry and Machine Company which was served by a spur still visible in the Hickory Street asphalt. Opposite this former business is the building of the Broadway Roller Mills that stands out as an anomaly from yesteryear. On the west side of the Hickory Street grade crossing is an open area where once the A&W repair shop and turntable existed.
West view on East Globe Street at the Buchanan Street grade crossing. Spur is to the Hallman Foundry. Dan Robie 2019
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Rather unique street trackage in gravel base rather than asphalt. Eastward view on East Globe Street. Dan Robie 2019
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From the junction in Sanford, the A&W moves in a generally southerly direction for little more than a mile then abruptly turns east. Located at this turn is the second of the three remaining shippers on the route and an interesting one because this industry is not typically associated with the region. The Hallman Foundry began business in 1935 and it specializes in the manufacture of high-quality iron castings. It generally receives a few carloads in any given month. Moving east, the railroad runs the center of East Globe Street encased in gravel and milling until reaching Business US Highway 421 (Horner Boulevard). It crosses at grade here and on the left is the easternmost active shipper on the original A&W, Lee Iron & Metal, founded in 1975. This shipper receives varying numbers of gondola cars per month used for the scrap metal business.
The easternmost remaining shippers on the original Atlantic and Western. Hallman Foundry and Lee Iron & Metal generate a varying amount of carloads per month to the operation. A section of street trackage separates the two.
The future is on borrowed time for the remaining section of the A&W beyond Lee Iron & Metal. At the time of this writing, additional highway improvements are in the planning stages that will involve the sale of the right of way. There are no prospects for new business along this section of the railroad; therefore, the plan is to sell it and use the funds for improvements on the A&W elsewhere. If and when this does transpire, the track will be removed from just beyond the Lee Iron & Metal scrap yard to its current end point.
View to the east of the Nash Street grade crossing. Railroad is out of service here with no active shippers beyond. Dan Robie 2019
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Area east of Main Street grade crossing. Intrusion of growth is indicative of time span this section of railroad has not seen traffic. Dan Robie 2019
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It has been nearly 25 years since the Tyson Foods was an active shipper. The spur to the plant has been partially removed and the remaining intact section is dilapidated. In recent years there was discussion about the restoration of service here but for various infrastructure reasons, did not pan out. With the planned removal of the A&W line from past Lee Iron & Metals to its current end, the loss of service will be rendered permanent.
The original A&W track ends a few hundred yards beyond this scene and the abandoned right of way to Lillington begins. Out of service spur to Tyson Foods diverges to right. Dan Robie 2019
The present day Atlantic and Western extending east from Sanford is severed at the Core Max International business that parallels Broadway Road. But prior to 2005, the original stub end of the Lillington route ended approximately a half mile further east to serve two shippers there. Tank cars were delivered to the Coty US plant and bulkhead flatcars to the Redmon Mobile Home Manufacturing facility. Both of these shippers ceased using rail service and the subsequent four lane construction of US Highway 421 ended movements to the easternmost extremity. As a result, all of that track was eventually removed.
The eastern extremity of the A&W in Sanford (Jonesboro Heights) as it was in the early 2000s. Prior to 2005, the loss of two shippers and highway construction resulted in approximately a half mile of the easternmost track (yellow) removal. The present day sever point is where the green meets yellow. Red indicates long ago removed track from that point to Lillington.
Modeling the A&W
If short line model railroading is your cup of tea, the Atlantic and Western Railway will prove a quaffable drink due to a menu of potential diversity. Limitless are the possibilities because a century of existence offers numerous options. A first generation A&W layout beginning with the steam era and ending with the acquisition of diesels would offer a varied lot of motive power. Small steam power ranging from 4-6-0 to a 2-8-0 is suitable and the gamut of diesels is considerably more. Switchers--whether center cab or any offerings from GE, Alco, or EMD --will suffice. EMD GP7 or GP9 models would blend in as well. In the larger picture, if elements of the connecting roads are implemented, the door is opened wider with the addition of any Seaboard Air Line, Atlantic Coast Line, Southern Railway, and original Norfolk Southern power combination. Passenger service could include the jitney operating between Sanford and Lillington or simply a 4-6-0 with a coach or on the big stage, the Orange Blossom Special and other SAL name trains would surely add seasoning to the setting. Early industry could include textiles, feed mills, furniture plants, and the modeler's liberty of other additions (Hallman Foundry, as an example) for variety.
A mid era layout would feature a condensed A&W operation at Sanford and possibly include the early Norfolk Southern (modern NS) and the Seaboard Coast Line. The theme of this time period---if true to form---would be local industrial switching and interchange movements at Sanford also. Any road power from the late 1960s-1990 of the NS and SCL is suitable and the A&W using small diesel switchers. Of course, there is a free license to improvise here as well. Lastly, the contemporary operational focus of an A&W (Genesee and Wyoming owned) layout would be the former Southern (A&Y) line north to Cumnock and movements on the ex-original NS to Brickhaven. Local switching would be minimal in Sanford itself but would include the staging of trains and an active interchange with CSX. Modern NS and CSX trains could also be featured in a design based on the railroad scene of today. As an alternative in summary, one could also freelance with any era and/or elements simply to capture the spirit of the Atlantic and Western Railway.
Credits
F.S. Bennett
Don's Depot
Genesee and Wyoming
Jimmy Haire Collection
Lee County Public Library
Lillington Historical Society
NCPedia
Railroad Historical House (Sanford)
University of North Carolina
Peter Zanger Collection
