These two men continue to peer at us beyond their mortal lifetimes as they posed on a D&W locomotive for the photographer circa 1920. Location is the long ago vanished terminus of the Danville and Western Railway at Stuart, VA. Image courtesy Patrick County Museum
Danville & Western Railway-NS Eden Branch
Overview
There are enumerable railroads built in America—some still in existence, others defunct---that were constructed with grandiose visions spanning the miles and connecting the cities. Most were extended as far as the construction capital would take them or tempered when another road was constructed deeming them redundant. Built as they were, some were integrated into major mainline networks of which many remain today. The original charters and names have long since vanished but trains run on the original railroad right of way as it stands today. Others became and would remain, in effect, lengthy branch lines that connected communities large and small. In the prime of existence, these lines served as vital lifelines for freight and passenger travel for there was no efficient alternative. As the years passed and highway travel escalated from improved roads and vehicle ownership, these branch lines became vulnerable. As rail traffic dwindled, most were abandoned in their entirety. Others, such as the Danville & Western Railway, would face abandonment in sections. Today, the remnants of this railroad operating from Danville, VA to Eden, NC under the Norfolk Southern banner face a bleak future with the last remaining primary shippers soon to disappear.
The objective of this page is to document the Danville and Western Railway in general with specific emphasis concentrated on the town of Eden, NC. Primary focus will consist of the textile industry in the three former towns that consolidated to form Eden--Draper, Spray, and Leaksville and their relationship to the railroad. It will also record the waning days of railroad operation with the pending closing of the Miller-Coors brewery.
Above: The first locomotive to operate in Leaksville--the "Lily B. Morehead". Image courtesy Leaksville.com
At right: Danville and Western locomotive #21--the "Dick and Willie" Image courtesy Leaksville.com |
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The Danville and Western Railway began its trek across southern Virginia at Danville. Just south of town at a location known as Stokesland, the railroad diverged from the Southern Railway mainline and ran in a general southwest direction. Passing through the southern reaches of the Danville area, it passed through rolling hills as it made its way to the Dan River valley. In proximity to the North Carolina border, the line crossed the border twice finally returning to Virginia where it remained. This sector is largely inaccessible because of no roads and the right of way is adjacent to undeveloped and private lands. This remains true today.
Once back in Virginia, the railroad meandered to the north of the Dan River passing through the tiny community of Berryhill. A short distance beyond, roads become more numerous as did the population density. The first prominent location on the railroad west of Stokesland is met here at Leaksville Junction. It was here that the 7.5 mile branch to Leaksville diverged from the main stem and although short, contained the greatest concentration of industry---and revenue---on the entire D&W. On a curious note and from an engineering standpoint, it likely would have been easier to construct the railroad to Martinsville following the Smith River from Leaksville. Instead, the mainline turned north from Leaksville Junction running through the foothills of the southern slope of the Blue Ridge Mountains. As it moved in a general northerly direction, it touched small communities such as Aiken Summit, Boxwood, and Axton. From here, the line turned in a more westerly direction as it passed through Burnt Chimneys, Chatmoss, and Ballast Siding as it approached Martinsville. During the peak years, these communities shipped agricultural products and aside from Axton, were flag whistle stops along the route.
Martinsville was the largest location along the D&W mainline both in commerce and population. It was an agricultural center for farmers delivering products to rail and hosted other industry related to rail including textiles and furniture manufacturing. It was a destination for passengers along the line to travel for business and commerce as well as a connecting point to the Norfolk and Western Railway to change trains for destinations such as Roanoke and Winston Salem or points beyond. A siding branched from the main here for the passenger depot as well as serving additional industry.
As the railroad moved west from Martinsville, it passed beneath the N&W mainline paralleling it and the Smith River through Koehler. From here it turned in a southwesterly direction crossing the Smith River at Fieldale. This location was the site of the Fieldcrest Mills and a spur from the main served the mill. This was the last major shipper on the D&W moving west and final scheduled passenger stop until reaching Stuart. At Fieldale, the line turned south returning to the rural foothills and creek valleys as it meandered across southern Virginia. Communities and flag stops such as Preston, Spencer, Stella, Critz, and Patrick Springs dotted its course until finally reaching the terminus at Stuart. As the end point on the route, Stuart by virtue was an important stop. It was the railhead for the surrounding region for passenger travel and local commerce which included the harvest of tobacco, nuts, and other perishables.
History-the Lost D&W
Visions of railroad construction extending west of Danville originated in the antebellum period of the 1850s. The onset of the Civil War thwarted any such plans and it was not until after the Reconstruction era that the dream was realized. It was in 1873 that the predecessor to the Danville and Western Railway---the Danville and New River Railroad---was granted a charter to build a railroad. Yet it would be another seven years before actual construction would begin. Obstacles such as insufficient capital, the Richmond and Danville Railroad battles with attempted Baltimore and Ohio Railroad expansion, and the most feasible route of which to construct the railroad west of Danville accounted for the delay. Finally, in 1880, and timed to block B&O expansion into North Carolina, the Richmond and Danville granted the Danville and New River permission to lay a third rail---spaced at 3 foot gauge of which the new railroad would be---between Stokesland and Danville. This first phase gave the D&NR initial and immediate access to Danville once westward construction began.
An early 1900s map of the Danville & Western in its entirety. Noted are the paved roads of the era paralleling the railroad in addition to its junction with the Norfolk and Western Railway at Martinsville. Map courtesy MyHenryCounty.com
It was 1882 when the 3 foot gauge railroad eventually reached Martinsville and by the end of 1883, thirteen miles west to Spencer. During this construction period, financial problems plagued the railroad due to limited revenue; by mid-1884, it finally reached Stuart. Despite additional dreams of expansion, Stuart remained the terminus. Attempts at additional charters and even integrating with the Roanoke and Southern Railway with visions of extending into Appalachia did not come to fruition. By 1886, the railroad was in dire financial straits at the point of defaulting on interest payments. In essence, the D&NR went broke constructing its railroad. In 1890, the narrow gauge railroad was offered for sale and purchased by the Richmond and Danville Railway in 1891. That same year it was reorganized as the Danville and Western Railway.
Another effort undertaken to stifle B&O expansion into the South was the chartering of the Danville, Mocksville, and Southwestern Railroad---also 3 foot gauge—commencing in 1880. This construction was simultaneous with the building of the D&NR and this ambitious project had visions of reaching Charlotte. By 1882, the railroad reached the Smith River and the following year, extended across the river where it served the communities of Leaksville and Spray. This was the extent of the DM&SW construction as it never added another mile. With the B&O no longer a threat, the Richmond and Danville Railway allowed the DM&S to wither on the vine as its expansion was no longer necessary. After ensuing legal battles, the line was leased to the D&NR in 1886 and acquired outright by the Danville and Western Railway by the end of the century.
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A 1947 timetable of the Danville& Western Railway. Mixed trains #3 and #4 served the route at this time which included scheduled stops at Leaksville Junction, Draper, Spray, and Leaksville. The Virginia stops included Axton, Martinsville, N&W Junction (Koehler), and Fieldale. Other locations along the route were flag stops and would stop as needed. Note by this date that Fieldale is the end of the line. Service to Stuart was discontinued five years earlier. Timetable courtesy Gary Mittner.
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The period of the 1880s-1890s marked the pinnacle of railroad expansion in the United States. By this date, the majority of lines that would later be absorbed and integrated into trunk line systems had been constructed. But the final years of the 19th century would witness the peak of secondary and branch line construction often with greater objectives but resigning themselves to smaller goals due to lack of capital or the creation of redundant routes. The building of the railroad that would become the Danville & Western Railway would qualify on the latter account.
The “Dick and Willie” or the “Delay and Wait”, as the road would come to be known, was chartered in 1891. It remained a narrow gauge line as inherited from the predecessor Danville & New River during its early years until the addition of a third rail---creating a line that was both narrow and standard gauge---in 1899. This initial dual gauge was installed between Stokesland and Leaksville in 1899 and enabled the direct transit of railcars from the Southern Railway mainline to the mills at Spray and Leaksville. The next phase of third rail installation occurred after the turn of the century and was completed to Martinsville. By the first decade of the 20th century, the dual gauge was removed with the line having been converted to standard gauge in its entirety to Stuart.
Dreams still ran rampant in regards to extending the D&W beyond its initial construction. Additional proposed locations to the north and west included Christiansburg and Bristol and to the south, a potential expansion to Winston Salem. By this date, however, there was no capital to undertake such endeavors and these areas had already been tapped by the Roanoke and Southern Railway and eventual successor Norfolk and Western Railway. In effect, any Danville and Western expansion would have proved redundant.
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An advertisement published by the Danville and Western Railway probably dated from the 1930s. Complete with a listing of fares between the points on the line, this was an attempt to draw the public back to the rails as it extolls the economic savings of train versus automobile. The effort proved futile as the automobile eroded the passenger base on the D&W just as it did with multitudes of other branch lines across America by this date. Page courtesy Patrick County History Museum
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In addition to providing passenger service in southern Virginia, the D&W basically fulfilled a need of transport in the agrarian sector, primarily tobacco. The region west of Martinsville extending to Stuart was predominately agricultural with local commercial businesses served as well. In the Martinsville area, the largest customer was the Fieldcrest Mills at Fieldale that remained in existence into the 21st century. The region between Leaksville Junction and Martinsville---dotted with small communities-- was rural with agriculture dominating the revenue in this region. Unquestionably, the largest source of revenue on the D&W was the branch from Leaksville Junction into Leaksville. The towns of Draper, Spray, and Leaksville were dominated by the textile industry and this area generated the largest source of traffic on the railroad.
As with countless railroads, the corporate history can be complex if not outright confusing. The Danville and Western was acquired by the Southern Railway during the early 1900s and later placed in the financial holdings of the Carolina & Northwestern Railway (C&NW)—also controlled by the Southern. By mid-century, the D&W was dissolved as a separate entity and operations passed to the C&NW whereupon it was absorbed into the Southern Railway system in 1974. In 1982, the Southern Railway and the Norfolk and Western Railway merged to form Norfolk Southern and the remnants of the original D&W became a branch line in the mega system.
Power and Operations
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In the earliest years covering the Danville and New River Railroad, the narrow gauge locomotives were wood burners. From photographic evidence, the locomotive class appears to have 2-6-0 Moguls which would correspond with the time period. By the 1880s, 4-4-2 Atlantics and the Moguls were making inroads on locomotive rosters dominated by 4-4-0 Americans. When the Danville and Western Railway took over in 1891, the conversion to coal from wood occurred. The road began acquiring locomotives--generally second hand--and these were painted and lettered for the D&W including 4-6-0 Ten Wheelers and 2-8-0 Consolidations. By 1916, the road listed the following equipment on its roster: 9 steam locomotives, 122 freight cars, 14 passenger cars, and 10 pieces of equipment related to maintenance of way. Also at this date, this equipment operated on 77 miles of main track and 13 miles of secondary track and sidings.
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The shops of the Danville & Western Railway were located in the heavily commercialized Danville railroad district. Complementing this was the company headquarters located in proximity.
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At its peak, the D&W operated six trains per day between Danville and Stuart. These consisted of two passenger trains and four manifest of which might have been partly due to seasonal demands relating to agriculture. Excursion trains were also operated and a considerable number of the passenger base was workers commuting by rail from Stuart moving east work in the factories and mills in the Martinsville area. In the later years of steam, mixed trains became more common. As was typical with branch lines during the World War II era and afterward, the dwindling passenger base facilitated these combined trains. By 1953, the Southern Railway, which controlled the Danville and Western Railway through the Carolina and Northwestern Railway, was completely dieselized. Power such as Alcos and four axle EMDs appeared on the railroad and through the years, became the mainstay.
Stokesland
Where the Danville and Western Railway connected with the outside world. Here at Stokesland (Danville), the railroad diverges from the Southern Railway Washington-Atlanta main. Dan Robie 2016
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Looking west along the D&W from Stokesland. A Southern Railway style whistle post is visible at right. Dan Robie 2016
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Leaksville Junction
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A World War I era scene at Leaksville Junction featuring the combination depot and post office. The track behind the structure is the line to Martinsville and Stuart. In the foreground, the line into Leaksville and Spray. An unknown gentleman sits on a baggage cart and on the platform, a railroad velocipede. Before motorized track inspection, an employee would ride this "bicycle on rails" to visually inspect track. Image courtesy Darryl Griffith/ Eden's Own Journal
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Heading west from Stokesland, the first prominent rail location along the D&W was at Leaksville Junction. It was here that the line diverged as the mainline turned north for Axton and Martinsville. The secondary route--the original DM&SW---extended roughly nine miles to the revenue rich mills of Leaksville and Spray. Leaksville Junction included a small depot which also housed the post office and of which a turntable was located on which to spin locomotives. Coal and watering facilities were located here and remained in use until around 1950. By this date, diesels were replacing steam locomotives and these facilities rendered obsolete. The turntable was dismantled and with the demise of passenger service, the depot was moved west to Cascade where it served as the post office. Today, virtually all traces of the Leaksville Junction facilities have been lost to time and development.
Draper-Spray-Leaksville
The industrial ancestry of what would become Eden can be traced to the early 1800s. When James Madison occupied the White House, a grist mill and the Spray Power Canal (later named Barnett Canal) were constructed along the Smith River. In addition, a dam was also built near the confluence of the Smith and Dan Rivers. Initially used for the grist mill, by the 1830s the Leaksville Cotton Mill was founded thereby introducing the textile industry to the area. Throughout the antebellum years, the business expanded; during the Civil War, it produced cotton and woolen cloth for the Confederacy. By 1881, the production of wool was moved to another facility named the Leaksville Woolen Mill Company. In 1892, both operations merged as the Leaksville Cotton and Woolen Mill Company. A fire caused by lightning destroyed the original Leaksville Cotton Mills building in 1893 and a new structure was constructed that year.
A 1920s view of the Athena Mills---later Fieldcrest Mills at Leaksville. This large mill was among the concentration of textile mills located along the Dan River basin served the D&W and successors. Image Leaksville.com
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Nantucket Mills at Spray as it appeared in 1919. Many turn of the century mills were large, imposing structures that dominated the landscape. This mill kept the D&W busy in its heyday. Image Rockingham Community College.
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In 1896, the Spray Cotton Mills, constructed by the Spray Water Power and Land Company, was located along the Spray Power Canal. It was the first in a series of mills under the direction of B. Frank Mebane to be built within a period of a few years. The year 1898 witnessed the construction of the large Nantucket Mills which manufactured colored cotton cloth. Shortly more than a decade later, it and five other mills were in financial trouble and acquired by Marshall Field and Company in 1912. This was the precursor to the development of the Fieldcrest Mills which would also acquire or construct other mills in different regions.
Rhode Island Mills was an early textile mill in the region. This photo was taken circa 1900 of the operation in Spray. Image courtesy Leaksville.com
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The Spray Woolen Mill as it appeared circa 1920. Textiles were everywhere in the North Carolina Piedmont---the working conditions were tough but they provided thousands of jobs. Image courtesy Leaksville.com
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American Warehouse Company, established in 1899, would be constructed in phases ultimately becoming the largest mill in Spray. Its primary purpose was as a finishing mill for goods and blankets manufactured in the other Spray Water Power and Land Company Mills. This plant also handled a considerable number of export fabrics. In 1912, it, too, vanished into the holdings of Fieldcrest Mills. Next to be constructed was the Lily Mill in 1900. It was the smallest of the mills built by Spray Water Power and Land Company. Its specialty product was the manufacture of flannel outings. After Marshall Field acquired the property in 1912, the structure was remodeled to make fine dress ginghams.
Railcars line the dock area of the American Warehouse Company. This mill grew in size to become the largest in Spray. Photo circa 1930. Image Leaksville.com
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The Lily Mills was the smallest of Spray Water Power and Land Company mills. This image possibly dates to the 1920s. Image Leaksvlle.com
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The new century witnessed continued mill construction with the Morehead Cotton Mill in 1902. This mill was an exception in that it was not absorbed into the Marshall Field holdings remaining under the ownership of the Spray Water Power and Land Company. Throughout virtually its entire existence, the plant manufactured cotton yarn. In 1903, the last of the Spray Water Power and Land Company mills was constructed at Spray. Named the Rhode Island Mill, this operation was dedicated to the manufacture of high quality cotton blankets.
Other notable operations included the Athena Mills and Bedspread Mills in Leaksville. Athena Mills, constructed in 1916, was located directly behind the business district and was served by the Danville & Western from a spur beyond the depot. An unused section of the mill was occupied by the Homestead Mill which specialized in the manufacture of imitation oriental rugs. It was renamed the Karatan Rug Mill in 1928. By 1930, the Athena Mills name was transferred to Roanoke, VA and the Leaksville operation reorganized by Fieldcrest. The Bedspread Mills was established in 1917 and as the name implies, specialized in that product.
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Yesterday and today......looking through old downtown Leaksville on what is now old State Highway 87. At left, the 1953 image clearly shows the railroad crossing the street.. This was the track from the depot area to the Fieldcrest Mills plant. At right is the same scene in 2016. Nearly all of the buildings remain 60 years later. Images Leaksville.com and Dan Robie 2016
Although the textile industry was not as prominent in Draper, it did include two large mills. The first, known as the German-American Mills, was built in 1906. By 1912, the company was bankrupt and was taken over by Marshall Field. It was later expanded with increased capacity. In 1916, another Fieldcrest owned mill was constructed known as the Wearwell Sheeting Mills.
As listed, these were the primary industries in the Leaksville, Draper, and Spray districts which generated carloads and revenue for the Danville and Western Railway. When one considers these mills and associated smaller businesses, it is obvious that this area was, by far, the most profitable region of the railroad. The peak period was the first half of the 20th century. While remaining strong over the course of the next several decades, consolidations and foreign competition were eroding and downsizing the business. By the 1990s, the industry was in serious trouble. Trade agreements undermined the American textile industry enabling the massive import of cheap---both in price and quality---goods from overseas. Unable to compete, the mainstream textile industry vanished virtually overnight in Eden and elsewhere.
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Two views of the Leaksville depot separated by twenty years. At left, how the structure appeared circa 1910. Image at right captures it circa 1930--the arrival of the automobile en masse had already accelerated its decline in passenger ridership. Both images courtesy Leaksville.com
In a region dominated by textiles during the first half of the 1900s, the postwar period witnessed new developments for both the community and railroad. Duke Power purchased a tract of land adjacent to the Dan River in 1948 and by the following year, the Dan River Steam Station was on line. With the addition of the power plant, coal trains appeared on the line and this remained in effect for more than 60 years. In 2012, the power plant converted from coal to natural gas for fuel thereby ending the coal traffic on the line. In 2014, amid controversy and a catastrophic coal ash spill into the Dan River, Duke Energy began coal ash clean up at the plant. This ash is transported from the site by rail in covered hoppers by sporadic train movements. Projected completion is within a few years and these could possibly be the final train movements on the former Danville and Western Railway.
An aerial view of the Dan River Steam Station at Eden. This power plant has been active since 1949. Image Duke Energy
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A view of the 1978 Miller-Coors brewery at the rail siding entrance in August 2016. Dan Robie 2016
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In 1978, the Miller Brewing Company constructed a brewery at Eden which also increased the traffic on the line in an era when textiles were declining. In subsequent years, the company merged with Coors and remains so to this day. Unfortunately, the company announced in 2015 its intention to close this brewery---at the time of this writing---in September 2016. Not only will this closure be a severe economic blow to the region but will essentially end regular rail service on the D&W.
Although not directly railroad related unless one takes into account addresses, maps, and waybills, the triumvirate of Leaksville, Spray, and Draper first voted for consolidation in 1959 but the ballot was defeated. Eight years later in 1967, the proposal was again brought up for vote. In this instance, the move was approved and all three communities merged into the municipality of Eden.
Spray-Mill Powerhouse
Included here are Sanborn Maps from of selected locations at Spray in 1921. This era was the pinnacle of independent mill operators that featured businesses large and small before the onset of closures and consolidations. The maps are a wealth of information from a long ago period and not only includes the mills but also the track layouts at each industry. In a number of instances, maps such as these can still be cross referenced in contemporary times to trace former rights of way and any extant structures or foundations. Of course, the passage of time and subsequent redevelopments have destroyed all remnants in a number of situations as well.
The Athena Mill complex in Leaksville. This mill was later taken over by Fieldcrest and and section later occupied by the Karastan Rug Mill.
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This map plat focuses on the concentrated heart of industrial Spray around the Barnett Canal. Featured here with railroad detail is the Nantucket Mills, Spray Cotton Mills, and the Leaksville Cotton Mills.
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The layout of the Spray Woolen Mills and vicinity. This is the spur to the northern extremity of Spray that also served the Rhode Island Mills
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The railroad center of Leaksville highlighting the depot and tracks. Also includes the J.M Hopper Company. Track moving to right extends to the Athena Mills.
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Back into Virginia
Less than a half mile past Leaksville Junction is the WestRock facility that processes chips for paper and cardboard products. This company has been a rail shipper in the past but there was no evidence of any recent loadings. The visible track in this image is actually the remnant of the main line that once led to Martinsville and Stuart and was as a siding for WestRock. Another track is to the left of the main near the loader. Dan Robie 2016
Abandoned track will lose the battle with Mother Nature over the course of time. This is the sever point of the mainline to the west of the WestRock facility moving towards Cascade. Dan Robie 2016
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Where once the iron horses of the Danville and Western and Southern Railways ran. Today, the four legged horses now trod the farmlands where the trains once did. Looking west along the roadbed at Cascade. Dan Robie 2016
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The Danville and Western mainline moving west from Leaksville Junction offered marked contrast to the concentrated industrial base located at Leaksville and Spray. Rolling hills and country side defined the line as it passed through rural communities such as Cascade and Aiken Summit. This region retained the agricultural setting of the railroad since its earliest days with only slight deviations with the passage of time. The region did develop slightly over the course of decades but not necessarily in direct correlation with the railroad. Throughout the existence of the railroad between Leaksville Junction and Martinsville, the only active location of consequence with respect to freight was at Axton.
A view looking through Axton in 1961. Although the heyday of the railroad through here had passed, looks like the Southern Railway still had activity taking place here at this date. Image Norfolk Southern Corporation
Martinsville-Koehler-Fieldale
During the years following the Civil War, Martinsville and its surrounding area became a regional center of agriculture. The foothills region of the Blue Ridge Mountains was conducive to growing such crops as tobacco and tree fruits as to include apples and nuts. The coming of the railroad, beginning with the Danville and New River and extending into the Danville and Western era, accelerated this boom as an efficient method of transport. By the late 1800s, Martinsville had prospered into a major tobacco center both for the transport of the crop and the making of plug tobacco. At its peak, ten different companies varying in size were located there and the distribution of these products a boost to the regional economy. The railroad created an avenue for widespread distribution of tobacco and fruits as farmers would ride the train to Danville and points distant to sell their wares. These commodities were also shipped bulk in boxcars to Danville and destinations further beyond. Changes were on the horizon, however, near the turn of the century. Large tobacco companies in North Carolina such as RJ Reynolds and American Tobacco began to command and dominate the tobacco industry. It became difficult for the independent businesses to remain solvent and excepting for the individual farmer, the tobacco industry faded regionally having crossed the border into the Tar Heel State.
Martinsville was quite the busy railroad town in 1925 with both the D&W and N&W. The north end of town contained the Danville & Western passenger and freight terminals. The B.F and R.P Gravely Company was a large shipper at this date.
1890s image of power on the "Dick and Willie". Narrow gauge 2-6-0 Mogul on the railroad probably at Martinsville. Image courtesy MyHenryCounty.com
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Postcard of the Danville & Western depot at Martinsville probably circa 1920. Small but with tasteful architecture complete with platform. Image courtesy Elva A. Adams
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As the tobacco industry and agriculture in general faded, new industries such as furniture manufacturing and textiles took its place. Martinsville, by the early 1900s, had become a major furniture center with companies such Bassett, American Furniture Company, and Hooker. The region was strategically located for furniture manufacturing---much of the wood was provided from the hardwood forests of the Blue Ridge Mountains. Naturally, the railroads factored into this industry with the transport of raw materials and the shipment of the finished products. Although downscaled, the furniture industry still has a presence in the Martinsville and Henry County region.
Two shippers--one quite large---occupied the commercial district of Martinsville served by a spur from the D&W. This 1922 map includes the Lester Lumber Company and the multi-building Martinsville Cotton Mills Company.
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During the first half of the 20th century, livestock markets were commonplace and could typically be found at county seats. Generally, the markets were seasonal affairs and the larger ones were served by a rail spur such as the one depicted here at Martinsville.
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Later industries related to textiles also located in Martinsville and utilized the Danville and Western (Southern Railway) and the Norfolk and Western. The production of nylon during the 1940s by the DuPont Corporation aided the manufacture of garments in Martinsville gained it the moniker of “Sweatshirt Capital of the World”. Unfortunately, Martinsville was not exempt from the demise of the textile industry that began wide scale during the 1990s. Like countless numbers of communities that owed primary economic existence to the industry, the community was devastated as these plants and mills closed in succession.
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Left: Another sizeable shipper for the D&W during the 1920s was the Lester Lumber Company and planing mill located on the north side of Martinsville. Right: To the west was the small place name of Kohler and with a business that a colonial history buff will appreciate--the Patrick Henry Cold Storage Company---served by both D&W and N&W.
The railroad dynamics of Martinsville changed during the early Norfolk Southern era that began in 1982. Prior to the merger, the Southern Railway used the Danville and Western rails from Leaksville Junction to access the city and Fieldcrest Mills at Fieldale. Once Southern merged with the Norfolk and Western, the D&W route became both redundant and inferior to the N&W “Pumpkin Vine” route that connected Martinsville to Roanoke and Winston Salem. During the 1980s, all remaining freight to and from the Martinsville area was routed over the superior N&W line. Today, only one shipper has remained on the old D&W at Martinsville---a scrapyard that exists where a former wye existed in the city years ago for the turning of locomotives.
A 1903 Henry County map condensed to focus on the Martinsville area. The Danville and Western enters from the north then crosses the Smith River turning south to Stuart. The Norfolk and Western enters the city from the south then follows the Smith River to the north toward Roanoke. Map MyHenryCounty .com
Martinsville was the largest source of passenger base on the Danville and Western lasting into Southern Railway years when service was discontinued in 1949. It was also a hub for the communities to the east and west for connections to and from the N&W Railway. To the west of town at Koehler, a small depot jointly served both railroads. This may have been among the smallest union stations in the country.
This circa 1980 image captures a Southern Railway local on D&W track near the end of the active line at Fieldale. The train is on the Smith River bridge running west to the Fieldcrest Mill. Image Randy Joyce
The Fieldale region began its transformation from an agrarian to industrial economy by the beginning of the 1900s. Tobacco had literally dominated the landscape but this industry---once the hallmark of the independent farmer---was quickly becoming consumed by larger companies such as RJ Reynolds as these companies began monopolizing the market. This metamorphosis had direct impact on the Danville and Western Railway primarily between Martinsville and Stuart. As the railroad was rural and depended on agriculture---primarily tobacco---the loss of the independent farmers had a detrimental effect on revenue. Those who remained brought their crop directly to Martinsville and other larger regions.
Eastbound view past the depot at Fieldale circa 1980. The end of the line is about a quarter of a mile away behind the photographer. From that point west, all that remains is abandoned right of way to Stuart. Image Randy Joyce
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A 2008 image of the D&W depot at Fieldale. The track is gone and unfortunately, the once impressive structure is in ruins. Image courtesy Elva A. Adams
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In 1916, Marshall Field, which had acquired seven mills in the Leaksville-Spray-Draper area in 1912, sought to expand and began a search for another mill site. The location that was selected was located along the Smith River to the west of Martinsville along both the D&W and N&W Railways and construction began the following year. Hence, the birth of Fieldale and Fieldcrest Mills as the plant became operational in 1919.
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Still for more than a decade, the Fieldcrest Mills plant stands idle at Fieldale as a sentinel of a bygone industry. Built in 1916, it employed generations of workers and provided business on former Danville and Western rails into the Norfolk Southern era. This came to an end in 2003 when Pillowtex---the last operator--closed all of its operations as the economic fabric of the textile industry tattered in ruins.
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At this time, a railroad station was constructed along the Danville and Western to provide service to the mill area on the opposite bank of the river from Martinsville and Koehler. For more than thirty years, this structure was an outpost connecting Fieldale to the extremities of the D&W extending to Stuart. When the line to Stuart was abandoned in 1942, Fieldale became the westernmost location on the passenger network. When passenger service ceased by the 1950s, the building sat largely unused for more than a half century. Time, neglect, and the elements took its toll; by the final years of its existence, the structure had decayed with the roof collapsed. What remained was destroyed by fire in 2010.
Once Upon a Time-the Line to Stuart
Few are the number of people living today that possess memories of when the Danville and Western was active between Fieldale and Stuart. Now almost 75 years removed, it is the Greatest Generation---individuals in their mid-eighties and older--who are the last surviving link that witnessed trains running through the countryside of Patrick County. The landscape and subsequent development has now masked the majority of area where the track once laid but some traces remain. They are more difficult to locate, however, because so much time has passed.
It had been more than 30 years since a train whistle was last heard here when this 1975 photo was taken. The depot at Preston, now sans a railroad, was serving as an antique shop at his date. Image courtesy Norfolk Southern Corporation
A rare image of a D&W train along the line near Critz probably circa 1920s. Fortunately, a few images exist of this long vanquished piece of railroad. Image courtesy Patrick County History Museum
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The W. King Via store at Critz during the early 1900s after the railroad was converted to standard gauge. Stores such as this were the community centers along the rural stretches of railroad. Image courtesy Patrick County History Museum.
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The region between Fieldale and Stuart was sparse. Lightly populated, the railroad connected small communities such as Preston, Spencer, Stella, Critz, and Patrick Springs. No large industry existed in this region and the railroad was literally agriculture based with general merchandise delivered to these communities at depots. During the early 1900s, timber was cut and shipped by rail until the forested regions were depleted. Chestnuts were also a primary crop shipped on the D&W from Patrick County and remained so until the devastating blight destroyed the American chestnut tree population in the Appalachian Mountains by 1930. On the passenger side of operations, Patrick Springs was a destination for travelers retreating to enjoy the mineral springs resort located there. Prior to 1925, the location was known as "Shuff".
The bustling Stuart depot and vicinity in this circa 1900 photograph. At this date, the railroad to Stuart was still narrow gauge. Image Basset Historical Center.
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2-8-0 #22 leads the final train to depart Stuart on July 31, 1942. The railroad was abandoned and the track removed between Stuart and Fieldale shortly thereafter. Image Patrick County History Museum
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In the early years of the railroad, Stuart was a bustling terminus. Serving the area of southwestern Virginia, it became a rail hub for the region in regards to both freight and passengers. Farmers brought their crops to the rail hub for the transport east and for travelers, Stuart was the connection to the outside world. This pattern remained in effect for nearly 40 years when levels noticeably declined during the Depression era 1930s.The development of better roads and the proliferation of the automobile hastened this decline and by the 1940s, the traffic between Stuart and Fieldale had virtually dried up. As a result, it is not surprising that this section of railroad was quickly slated for abandonment during World War II. Prompting its quick abandonment and track removal was the nationwide drive in progress for metal recycling for the war effort.
An unknown photographer was on site to capture this moment when Engine #20 rolled too far on the turntable---note the pilot truck. Because of this incident, a good view of the turntable at Stuart has been preserved for history. Image Patrick County History Museum
Decline
The Danville and Western, originally constructed to a length of roughly 75 miles, now stands at approximately one third of that length if one includes the spurs from the original mainline. The first section of the “Dick and Willie” vanished nearly seventy-five years ago. In 1942, the stretch of railroad from Fieldale to Stuart---approximately 30 miles---was abandoned and removed the same year. It is interesting that this section of rail was taken out of service during the World War II years while public travel would have been vital. But freight revenue from Stuart and other communities had evaporated to the extent that the line was no longer profitable to maintain which also doomed passenger travel between the points. Better roads and the increasing number of automobiles hastened its demise as well. The track was pulled up quickly thereafter as the rail and other recyclable metal was contributed to the war time scrap drive.
During the late 1980s, the next section of the D&W to vanish was between Hilltop (Martinsville) and Leaksville Junction. Traffic had ceased on this section during the decade and by 1989, abandonment proceedings filed with the track removed. From 1942 until the era of Norfolk Southern, the Southern Railway continued using this length of railroad passing through communities such as Axton and Chatwood to access Martinsburg and the Fieldcrest Mill at Fieldale. But the merger of the Southern Railway and the Norfolk and Western Railway in 1982 creating Norfolk Southern ultimately sealed the fate of the D&W from Leaksville Junction to Martinsville. The former N&W Winston Salem District---the line running between Roanoke, VA and Winston Salem, NC provided a superior alternative rendering the D&W route redundant. The remaining segments of the D&W at Martinsville and Fieldale were served by a connection with the N&W at Koehler.
A 1994 Google Earth snapshot of the area near Axton. Lying in the region between Leaksville Junction and Martinsville, this section of the railroad was abandoned by the end of the 1980s. In this view, the abandoned right of way is clearly defined as it has only been a few years since the track was removed.
In 2003, the Fieldcrest Mills---now owned by Pillowtex—closed its doors in a system wide shut down that closed all of its mills leaving thousands unemployed. This action placed the remaining section of the D&W from Koehler to Fieldale on the cutting block. This track was eventually removed including the bridge spanning the Smith River.
Six years later, a roughly five mile section remained of the D&W from Koehler through Martinsville to the border of Henry County. During that same year, 4.5 miles of this was abandoned and the track removed leaving an approximately one piece of the D&W to serve a single shipper. Today, this is all that remains of the “Dick and Willie” between Leaksville Junction and Stuart. The 4.5 mile section has since been converted into the Dick and Willie Rail Trail in Martinsburg.
Six years later, a roughly five mile section remained of the D&W from Koehler through Martinsville to the border of Henry County. During that same year, 4.5 miles of this was abandoned and the track removed leaving an approximately one piece of the D&W to serve a single shipper. Today, this is all that remains of the “Dick and Willie” between Leaksville Junction and Stuart. The 4.5 mile section has since been converted into the Dick and Willie Rail Trail in Martinsburg.
Danville, VA to Eden, NC Today
At the date of this writing (July 2016), the Danville (Stokesland) to Eden branch of the Norfolk Southern Railway is a patient on life support. The inevitable end of service on this line is imminent as its two remaining shippers of consequence wind down their respective existence or reliance upon the railroad. As the original Danville and Western Railway began its withdraw from the terminus of Stuart, VA in 1942, the last remaining section of this line faces looming extinction in the near future thereby removing the D&W as it once existed from the landscape.
With the skein of events such as they are, the timetable for this addition to the WVNC Rails web site was prioritized to visit Eden to document a day trackside before the Miller-Coors brewery ceased operations. As the last active customer in volume on the line, the railroad will lay dormant except for the continuing ash removal at the Dan River power plant hauled out by sporadic train movements. Below are some images of Norfolk Southern train P09--the only scheduled train on the line--as well as contemporary scenes from the mill districts of Eden.
NS P09 diverges from the NS mainline at Stokesland (Danville) onto the former Danville and Western line with four boxcars. Norfolk Southern refers to this route as the "DW" line. The grade crossing signals here are unique--four separate short signals with real bells and without gates. Dan Robie 2016
A stopped P09 is framed with the old Draper depot and the utility pole which once serviced it. Dan Robie 2016
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After a brief stop, P09 is underway in the former Draper section of Eden. The location is the North Main Street crossing adjacent to the old depot opposite of Fieldcrest Mills. Dan Robie 2016
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The particular day I traveled to Eden turned out rather well. By sheer coincidence, the train, NS P09, was in Danville waiting for the dispatcher to line it for the DW line--the Danville and Western. It was led by SD40-2 #3277 with a short consist of four boxcars. Nothing glamorous nor spectacular on any account but this was the objective regardless of train length. As this is written, the run is on borrowed time with the closing of the Miller-Coors brewery at Eden imminent. A piece of history to document on any scale. As the train finally received the signal on the mainline at Stokesland, it diverged across US Highway 29 with the bells clanging at the crossing.
The glory days of the Draper depot are but a distant memory now. Although aged and showing signs of decay it still looks reasonably good. Dan Robie 2016
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Farther down the line, the train has stopped at the NS office in Eden. Behind the train is the spur to the Miller-Coors brewery. Dan Robie 2016
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The last of four inbound boxcars for the brewery this day. Opposite view from the NS Eden office. Dan Robie 2016
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SD40-2 #3277 backs its short train on the siding to the brewery. Dan Robie 2016
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After a detour to the Leaksville Junction area, the destination was to Eden to photograph the train at various locations there. Passing through the old Draper section of town, it had stopped as the crew paused for lunch at the Railroad Café. One of the charms of branch line railroading with no other trains to be concerned about. This area still possesses the atmosphere of times gone by---the Fieldcrest Mills building and the Draper depot. Sadly, they are only landmarks, reminders of busier and happier times.
The Miller-Coors brewery forms the backdrop as the train backs up the spur to the gate. There are multiple tracks inside this plant for various phases of its operation. Unfortunately, this scene will not be repeated for much longer. Dan Robie 2016
Its switching now complete, NS P09 runs long hood forward through Draper with two covered hoppers. The train will return to Dundee Yard in Danville. Dan Robie 2016
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The yard at Eden once thrived with carloads from the brewery and the area mills. Still occasionally used for switching and runaround moves, it will remain barren in a short time. Dan Robie 2016
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The end of the active section of the former Danville and Western Railway is near the brick railroad office adjacent to the Miller-Coors brewery spur and the runaround siding. Here the train stopped as the conductor went inside the office for a few moments. It has been years since any employees have been assigned here so the building serves only as a wayside office. His office task complete, the conductor lined the switch for the brewery and the train disappeared inside to perform its work. Approximately one hour later, the train departed Eden with two covered hoppers for the return to Dundee Yard at Danville. Again, it was photographed running through Draper this time with the locomotive running long hood forward.
The railroad beyond the trackside office has been dormant for years. As the track approaches the Smith River bridge, its deteriorated condition becomes apparent. On the opposite bank of the river at Spray, brush and growth has consumed the right of way--the section that once ran to Leaksville has been removed. A densely populated mill district that once generated considerable carloads for the railroad is no more.
The railroad beyond the trackside office has been dormant for years. As the track approaches the Smith River bridge, its deteriorated condition becomes apparent. On the opposite bank of the river at Spray, brush and growth has consumed the right of way--the section that once ran to Leaksville has been removed. A densely populated mill district that once generated considerable carloads for the railroad is no more.
A Google Earth view of the Smith River dam and railroad bridge. The railroad (from right) crosses the river from Draper to the Spray and Leaksville regions on the opposite bank of what is all Eden. The track diverged on the west bank (left) with one branch extending to the north side of Spray and the other to south Spray and Leaksville. The building was the Rhode Island Mills now converted to apartments and the Barnett Canal is also visible. Railroad is out of service here and the bridge difficult to access due to heavy overgrowth.
Eden Scenes Today
Where the rail spur entered the Fieldcrest Mills plant in Draper. The track crossed the street and passed through the gate ahead. Dan Robie 2016
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Looking the opposite direction from Fieldcrest Mills. The track passed behind the depot where it joined the mainline. Dan Robie 2016
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The line that branched through Spray terminated at the old Spray Woolen Mills. This structure is largely intact and the outline of the rail spur readily visible. Dan Robie 2016
After photographing NS P09 along the active line culminating at the brewery, it was time to cross the river and explore the old Spray and Leaksville areas of Eden. The goal here was to locate as many as the old mill buildings and photograph them as a comparison to the archival images of their heydays. In the old area of Spray, all of the buildings are registered as the Spray Historical District. In spite of this classification, the remaining buildings are in varied states of disposition. They range from the Spray Cotton Mills---the last mill to close in 2001---and the Rhode Island Mills---renovated as apartments---- in excellent condition to the deteriorated Nantucket Mills. The American Warehouse---once the largest mill, is largely demolished with the remainder dilapidated. Most of the railroad track in Spray is extant but in decrepit condition. It is either overgrown with brush or paved over with asphalt depending on the location. While locating the buildings, another objective was to photograph the dam and railroad bridge spanning the Smith River. Unfortunately, the bridge was inaccessible due to the intrusion of brush nor could it be seen from highway bridges because of heavy growth. The winter season may yield a more positive result.
An example of renewal. The old Rhode Island Mills has been renovated into apartments which bear the same name. Dan Robie 2016
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The American Warehouse complex was once the largest mill in Spray. Today, what remains of it is in ruins. Dan Robie 2016
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Nantucket Mills was arguably the most striking mill in appearance. It is now a forlorn looking structure losing the battle against neglect and vandalism. A real pity this structure could not be renovated and restored to its original grandeur. Dan Robie 2016
Church Street was a central area in the mill district. It was here on the opposite side of the street from Nantucket Mills that the railroad continued to the Leaksville section of Eden. The track ran adjacent to the Barnett Canal as it crossed the street. Today, the last segment of the track that ran to Leaksville ends in the asphalt. From this point, only roadbed remains into Leaksville where the line terminated at the Fieldcrest Mills plant. The Leaksville depot is gone but a few buildings that were in proximity to the structure still remain. A before and after shot appear earlier on this page of the heart of the old downtown district where the railroad crossed Highway 87 between the depot and Fieldcrest Mills.
Looking south from the Nantucket Mills area across Church Street. The track that once extended to Leaksville is encased in the asphalt. Dan Robie 2016
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The Barnett Canal dates to the industrial development of Spray nearly 200 years ago. No longer used as a power source, it remains a fixture in the community. The crepe myrtles create an idyllic setting here. Dan Robie 2016
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The Spray Cotton Mills building is the best looking structure of the textile mills as they appear today. It was the last of the Spray mills to remain in operation until it shut down in 2001. Dan Robie 2016
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To a historian--whether amateur or acknowledged---research and exploration ultimately result in the past and present compared and contradicted in a contemporary context. In all of the locations I have visited in many years pursuing this interest--old industrial big cities, mining towns of Appalachia, textile towns in the Carolinas, the everlasting impact is the lost manufacturing base of America. Thousands of jobs lost to technology and decimating trade agreements with the domino effects devastating all from the railroads to the local economies. The great irony is that these jobs still exist--only not in this country. In many respects, what we may gain is truly offset by what we lose.
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Once the original Athena Mills, this complex later became Fieldcrest and Karastan Mills in Leaksville. There is still activity at this facility under the Karastan name. Dan Robie 2016
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This scene is representative of the railroad appearance in Spray. Now out of service for many years, it has been overtaking by growth and is in a state of despair. Location is between the American Warehouse and Rhode Island Mills buildings. Dan Robie 2016
This humble effort is dedicated to the community of Eden and to Patrick and Henry Counties in Virginia. Without the help of these fine people who cherish and have preserved their respective histories, this page would not be possible.
Credits
Elva A. Adams
Basset Historical Center
Eden's Own Journal
Darryl Griffith
Duke Energy
Randy Joyce
Leaksville.com
Gary Mittner
MyHenryCounty.com
ncdcr.com
Norfolk Southern Corporation
Patrick County History Museum
Rockingham Community College
southern-railway.railfan.net
As added information: The Patrick County History Museum wishes to announce the publishing of a comprehensive book about the Danville & Western Railway authored by member Larry Hopkins. Contact information for the museum is as follows:
Patrick County History Museum
PO Box 1045
Stuart, VA 24171
email: [email protected]
Patrick County History Museum
PO Box 1045
Stuart, VA 24171
email: [email protected]