Lancaster & Chester Railway
Introduction
Unique is the existence of a small South Carolina railroad that defied odds of the varied sort throughout its history. The Lancaster and Chester Railway is one such adherent in the quest for survival repeatedly snatching victories from the grasp of defeat. From its humble beginnings as a narrow gauge line it evolved into a thriving 21st century enterprise with continued optimism for the future. But its path is not unscathed by challenges and adversity that defined its early history---yet, by innovation and diversification, it was to overcome these obstacles. There are elements of the Lancaster and Chester Railway that counter the general rule of established railroad history. It survived the wrath of devastating fires and floods yet retained independence in the shadow of giants Southern Railway and Seaboard Air Line Railroad. Another is that the railroad abandoned passenger service--as a result of unfortunate circumstances-- during the peak era of rail travel in America opting for a freight only operation. But perhaps the greatest irony of all is that today it remains as the sole survivor of an industrial base it was constructed to serve.
The annals of transportation history record accounts of carriers---large and small--that lived and died by dependence on a sole commodity. The Lancaster and Chester Railway was no different in one respect. It was a railroad of, by, and for the textile industry--namely the empire built by Leroy Springs through his Springs Mills conglomeration. What separated the L&C, however, from railroads that failed was the foresight to diversify its base beyond that of textiles. When the industry rapidly declined in the late 20th century, the L&C had already established other resources. It did not leave all of its eggs in one basket. The 21st century has been no exception for departures from established norms--as numerous railroads large and small face continued contraction, the Lancaster and Chester Railway strives to expand. Incorporated into the Gulf and Ohio Railway conglomerate of railroads in 2010, the L&C retains its focus to fulfilling that objective.
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Adaptability and quality customer service are the hallmarks of any successful business. Whether one reflects upon the railroad in a rear view mirror or looks ahead to the optimistic promise of tomorrow, the Lancaster and Chester Railway is a lesson in the pursuit of efficiency. Image by Matt Robie
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Condensed History
Railroad history is populated with individuals who during the great expansion era envisioned the construction of routes with long term promise. The list of such endeavors during the 1870-1900 time period is a lengthy one--many witnessed the sunshine of reality but there was also a percentage that never developed beyond the paper upon which the charter was written. Of those that actually fastened rail to ties, the pockets were not as deep as the dreams in a number of instances and could not entirely achieve the ambitious goal. One such example is Lancaster and Chester Railway predecessor Cheraw and Chester Railway Company.
With the smoke and carnage of the Civil War behind, the South looked to not only rebuild what had been destroyed but to develop beyond an exclusively agrarian based economy. At this point it is noteworthy of mention that vast regions of the South--primarily smaller cities and towns--had yet to welcome the arrival of the iron horse. Railroad development in South had paled in comparison to the North and what existed largely connected larger cities. In 1873, the South Carolina General Assembly granted a charter to a proposed Cheraw and Chester Railway to construct a 55 mile line from Cheraw to Chester that near its midpoint would also serve the town of Lancaster. Capital investment subsequently followed but it was insufficient to complete the railroad between the projected endpoints--construction began at Chester and once the line reached Lancaster, the funds were exhausted. A completed route connecting Chester with Cheraw was not to be realized as additional investment was not expended. Furthermore, the railroad was constructed as three-foot narrow gauge in regard to short term cost--this hindered direct interchange with other developing roads and precipitated the expense of a future rebuild.
For two decades, the Cheraw and Chester Railway operated on 30 miles of track between Chester and Lancaster serving the agricultural needs and developing textile industry. By 1896, however, the road was in dire straits facing foreclosure and a court order for the auction block. Its salvation emerged in the form of Colonel Leroy Springs, founder of Springs Industries, who paid $25,000 for the insolvent railroad. Colonel Springs envisioned a large shipping base centered on the cotton mills and from the ashes of the Cheraw and Chester Railway arose the Lancaster and Chester Railway, "The Springmaid Line". Hence, the moniker signifies the Springs owned cotton mills served by the railroad.
During the early years of the L&C, misfortune was a regular companion. 1899 was a particularly bad year for unfortunate events on the railroad. In April of the same year, the wooden trestle spanning the Catawba River and the depot at Lancaster were destroyed--both victims of fire. The depot was quickly rebuilt but a replacement trestle was not completed until 1900.
Train timetable of the Lancaster and Chester Railway from 1913 or earlier. Note that mixed trains operated during the week and it was passenger only on Sundays. Lancaster and Chester Railway Museum
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The major task that lay ahead for Colonel Leroy Springs was converting the railroad to standard gauge. It had been restricted in its operational efficiency by the inability to interchange freight directly with connecting lines. Transloading--unloading from one car to another--was necessary due to the incompatibility of track gauge for cars to move between railroads. Added to this was the restriction that locomotives use wood as fuel since coal could not be effectively interchanged. For the Lancaster and Chester Railway to be feasible, the conversion to standard gauge was paramount. This rebuild was completed in 1902 by means of a $102,000 loan from the Southern Railway.
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Fortunes of the L&C improved during the first decade of the 20th century as the road flourished. By 1913, capital stock increased from $50,000 to $500,000 equating to 5000 shares at $100 each. But the same year was to also be marked by tragedy resulting in a permanent operational change on the railroad. On June 30, Train #16 was en route to a baseball game at Chester carrying 79 passengers when it derailed at the Hooper Creek trestle west of Knox. Sadly, three passenger cars plunged into the creek killing five of the passengers. The financial impact of this tragedy to the L&C was immense-- $130,000 in claims--as a result, the road was on the precipice of bankruptcy but Leroy Springs ultimately settled these claims with the courts. In the aftermath, there were no funds to replace the destroyed passenger cars--nor would they ever be. This tragic derailment ended the era of scheduled passenger train travel on the Lancaster and Chester Railway--ironically, during the period rail travel reached its apex nationwide.
Unfortunately, three years later in 1916, fate again dealt its huge hand. A major flood washed away the Catawba River bridge paralyzing the railroad both operationally and financially. Train detours over the Southern Railway and Seaboard Air Line kept the trains moving for weeks and a subsequent ferry crossing was implemented at the Catawba River. This may have been the collective nadir in L&C history as several of its officers were contemplating selling the railroad in this climax of a series of adverse events. But the innovative determination of Leroy Springs literally saved it. Learning of a railroad bridge slated for abandonment, the Colonel purchased the structure which was jointly used by vehicles. In a clever financial coup, Springs sold the vehicular section to the county thereby recovering the purchase price of the bridge. The Catawba River crossing was restored and the railroad overcame yet another setback. During the 1920s, stability was finally achieved as the road shared in the national prosperity of the decade.
The 1930s marked the end of one era and the beginning of a colorful new one. Colonel Leroy Springs passed away on April 7, 1931 and the reins of operating the L&C transferred to his son. For the next three decades, Elliott White Springs stamped a legacy of company appointments and marketing campaigns that proved successful keeping the railroad in the limelight. As profits remained steady through the Depression years, the railroad added freight cars and constructed new warehouses. Among the eye catching moves of the 1930s was the naming of twenty-nine vice-presidents to the Board of Directors--one for each mile of railroad. One choice was Gypsy Rose Lee--a famous stripper of the era---named VP of Unveiling. The advertising ventures reflected similar eccentric creativity---fictitious name trains were added to the Lancaster and Chester with names such as the "Blue Blazes", "Shrinking Violet", and "Purple Cow".
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A "Springmaid" banner commemorating the 100th anniversary of the L&C in 1996. Lancaster and Chester Railway Museum
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Through the World War II years and into the immediate post-war period the Lancaster and Chester Railway continued to flourish. The first diesels appeared on the property in 1945 (purchased from US Army) and by the 1950s, change loomed on the horizon to introduce the onset of a new era. The company constructed a new depot at Lancaster in 1951 and new freight car purchases included twelve covered hoppers lettered for the L&C replete with the "Springmaid" logo. True to advertising form, VP Gypsy Rose Lee was present for these occasions to "unveil" the new arrivals. The death of Elliott White Springs in 1959 is a demarcation point in L&C history for it closed the chapter on the formative years of the Springs influence.
The 1960s and ensuing decades can truly be acknowledged as the beginning of the modern L&C. Under the leadership of President Bill Close, the railroad continued to expand with additional locomotive purchases, freight cars, and the construction of a new locomotive repair shop. Most important, it displayed the foresight to diversify its shipping base--a direction that would prove fateful with the demise of the textile industry by the end of the century. An industrial park was erected at Richburg which was later renamed the Lancaster and Chester Railway Distribution Park. Further expanding on this development was an aggressive campaign to attract new industry to locate along its rails which proved successful. The company invested in its infrastructure by upgrading its track with heavier rail, bridge improvements, and the addition of freight cars and locomotives. All of these steps had prepared the company for the challenges of the new century.
EMD SW series switchers were the operational face of the L&C for many decades as primary power lasting into the 2010s. The pastel "Springmaid" blue trimmed in white and gray made a photogenic combination. Pictured at left, SW900 #90 and at right, SW1200 #94. Both images Patrick Treadaway 2009
With the arrival of the new millennium two significant changes occurred that have thus far defined the L&C of the 21st century. In 2001, the company signed a lease purchase agreement with Norfolk Southern whereby acquiring its line from Catawba to Kershaw. This stroke of the pen immediately doubled the size of the operational L&C increasing its mileage from 30 to 60. Geographically, Lancaster became the center of this expanded railroad. In 2010, a century of independence ended for the Lancaster and Chester Railway when it was acquired by the Tennessee based Gulf & Ohio Railways. It is now an operational entity within the G&O family of railroads although it retains its name and recognition. In spite of transitioned ownership, the outlook for the railroad remains optimistic with prospects for continued growth and promise.
Present Day Operations
Operations on the Lancaster and Chester Railway are generally during weekdays with special movements as needed on the weekend. As of this writing (2020) the scheduled daily runs are as follows: Train #12 is an East Chester-Richburg turn. Depending on volume, it may operate a second section due to tonnage limits on the grade at Richburg. Train #14 is a Lancaster-Richburg turn and also makes a Kershaw run when needed. Train #10 supplements Train #14 with extra moves and Train #16 is in effect an East Chester local that serves the industries located there. A dispatcher at Lancaster directs the movements.
The list of customers along the Lancaster and Chester Railway for a road of its size is impressive. Among the contemporary shippers –whether in the past or present—served by the railroad include Meyer Utility Structures at Elgin, Plains Midstream LPG Services at Pleasant Hill and ADM Kershaw (Kershaw). On the ex-Southern Railway route between Lancaster and Catawba are Southern Gas Company and Gerdau Ameristeel. In Lancaster is Makrochem and at Grace, Springs Global and Bowers Fibers. By far the greatest concentration of volume is at Chester and Richburg. At Chester (or East Chester) are OMNOVA Solutions, Coatex, Inc., Boral Cultured Stone, Mississippi Lime, GAF, Specialty Polymers, Southwestern Petroleum, Kinder Morgan Terminals, Carolina Poly, Inc., and PPG Industries. The Richburg area includes Thyssenkrupp Materials, Ken-Mac Metals, Edeco Pipe and Fabrication, United Natural Foods, Guardian, Jones-Hamilton, and the Circle S Ranch Feed Mill.
The 2009 Santa Train crosses over Business US Highway 521 at the south end of Lancaster. GP38-2 #3821 leads the train south on former Southern Railway track bound for Kershaw. Image by Patrick Treadaway
The Lancaster and Chester has occasionally operated seasonal excursion trains during its history. Most recent are the Santa Trains during the 2006-2014 period as well as Spring Festival runs. These were discontinued due to the expense of maintaining passenger cars annually for limited service.
Chester
As the western terminus of the Lancaster and Chester Railway, the city of Chester has played a major role throughout its history. Its early industrial history was dominated by textiles with the existence of three major cotton mills at the heart of the old city center. Serving this industry in its heyday was the presence of four railroads that signified Chester as a prime freight and passenger rail hub. Intersecting and/or interchanging here was the Southern Railway, the Seaboard Air Line, the Carolina and Northwestern Railway, and the Lancaster and Chester Railway. There was no dearth of railroad activity at Chester.
Cotton mills dominated cities and towns of the Palmetto State and Chester was no exception. The two Sanborn maps from 1916 depict the Springsteen Mills and the Eureka Mills at the city center that were the source of revenue for four railroads. The location of the Chester union passenger station is indicated as well as other structures that have passed into the catacombs of history.
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Springsteen Mills in the heart of Chester as it appeared during the early 1900s. Note the spelling of the name on this period postcard. Image North Carolina State University
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Circa 1915 postcard of the Baldwin Mills on the west side of Chester. This plant was built as the Wylie Mills and renamed Gayle Mills by Elliott Springs in 1933. Image North Carolina State University
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It is train time at the Chester union station as an L&C train has arrived on an unknown date in 1933. 2-8-0 #40 leads the freight train with carloads probably destined for interchange with the other three connecting railroads (Southern, Seaboard Air Line, and Carolina & Northwestern) at Chester. Image University of South Carolina
The early history of Chester was that of agriculture and particularly pertaining to cotton. In 1851, the arrival of the Charlotte and South Carolina Railway (NS R Line today) signaled the development of industry and the importance of the city as a commercial hub. Following the Civil War, the railroad network continued to expand and by the end of the 19th century the existence of those four lines served a thriving textile industry. Three large cotton mills in the industrial district were prominent--Eureka Mills, Springsteen Mills, and Baldwin Mills. Although it had no direct connection the L&C did serve the Eureka Mills via trackage rights over both the Southern and Seaboard. Baldwin Mills was located exclusively along the Seaboard Air Line west of the city center. All had direct ties to the L&C--they were among the group of mills owned by Springs Industries; Springsteen Mills, originally known as the Chester Manufacturing Company, was purchased in 1899 and the name was changed to Springsteen by Springs in tribute to his Dutch family ancestry. Baldwin Mills, originally built as Wylie Mills, was purchased by Elliott Springs in 1933 and renamed Gayle Mills. Both Springsteen Mills and Gayle mills ceased operations in 1980.
High altitude Google Earth view that encompasses the railroad layout of contemporary Chester. In a number of respects little has changed from yesteryear except for the loss of the textile industry at city center. Although the Carolina & Northwestern Railway is gone the Lancaster and Chester Railway has been the beneficiary of growth and, in reality, is the primary railroad in the city today.
The west end of the L&C at Chester. It is here where it interchanges with the Norfolk Southern "R" Line. At left is the L&C, in the center the NS main, and right, the south connection of the former Carolina and Northwestern Railway. Dan Robie 2020
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Opposite view of scene at left looking north. L&C Train #12 is terminated at its interchange tracks with cars for NS. This location is one of the valves for the movement of cars to and from the Lancaster and Chester Railway. Dan Robie 2020
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Interchange action at Chester. NS local P36 is working the L&C connection delivering a cut of cars for the railroad. The remainder of P36 are the cars at extreme left. Dan Robie 2020
Throughout most of the 20th century, the textile industry at Chester was the predominant shipper in terms of volume. Cotton, finished goods, and coal constituted the bulk of the loads at the cotton mills. By the 1980s, the winds of change marked the beginning of decline in the industry and a decade later, the pace was accelerated. Spurred by economic shifts--foreign imports the greatest factor---the industry floundered in retreat and the carloads on the railroads shrank proportionately. Fortunately, the L&C diversified prior to the demise of textiles and survived the loss. As the old center of Chester faded, the industry of tomorrow emerged at East Chester redefining its future direction.
Train #14 crosses the small trestle spanning an unnamed creek at Milepost 3. GP38-2 #3821 leads a solid blue consist--increasingly rare today-- with cars picked up at Richburg destined for the NS interchange at Chester. Dan Robie 2022
East Chester
Google Earth view of the East Chester region of the L&C. This region incorporates the contemporary railroad and the concurrent development of the industrial park creating a shipper base. The new interchange connection to the Seaboard Coast Line Railroad circa 1980 (present day CSX) was a catalyst that spawned the modern era for the Lancaster and Chester Railway at Chester.
As the sun was setting on the textile industry at Chester, the industry of tomorrow emerged east of town along the Lancaster and Chester Railway. Beginning during the 1980s and developing in earnest the following decade, a diversity of shippers appeared in an industrial region at East Chester creating a new generation of traffic revenue for the railroad. Further aiding the transition from old to new was the installation of a new interchange with the Seaboard Coast Line Railroad (now CSX) in 1980 following the abandonment of the former connection to the east at Fort Lawn.
Light blue power on a sunny day makes for a striking combination. Train #16 with its consist in the upper yard/CSX interchange track sector. Matt Robie 2015
A visit to East Chester will quickly reveal its vibrancy. In conjunction with the volume of railcars is the tempo of truck traffic to and from the various industries. As the greatest concentration of railroad shippers for the L&C is located here, Train #16 is generally assigned here to handle the switching tasks. On site light service for assigned power is often undertaken here to keep the power operating as well. Road train #12 operates as a turn originating here destined for Richburg for the transfer of freight to Train #14 for furtherance east. Upon completion, it returns to Chester/East Chester for termination.
Train #16 power moving light at East Chester. Typically one unit is assigned for the train but this day was an exception. GP38-2 #3821 is the leader on this bracket of three locomotives. Matt Robie 2015
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The panel doors are open on GP38AC #2866 indicating service in progress. This locomotive represents the lone high hood version on the roster. Dan Robie 2019
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Moving eastward from the commercial bustle of East Chester the landscape transitions into the placidity of the countryside. Bordering the railroad in this area are sparsely scattered homes, pastures, and wooded sections. Inasmuch, there is only a brief segment of public access through here for the railfan or photographer as one moves toward the hamlet of Knox.
The aftermath of the June 30, 1913 derailment at Hooper Creek and the severely damaged bridge. Passenger cars plunged into the creek bed causing five fatalities. Image Lancaster and Chester Railway Museum
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Hooper Creek bridge and trestle as it appears today. There is no apparent visual evidence of the tragedy that occurred here more than a century earlier. Secrets of the past will remain cloaked to the unbeknownst. Image courtesy Mike Ritchie
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Due slightly west of Knox are two small streams--Melton Branch and Hooper Creek. More than a century ago this location was marred by infamy as the site of the June 30, 1913 Train #16 derailment that resulted in the death of five passengers and injuring scores more. The tragic event also signaled the end of scheduled passenger train service on the Lancaster and Chester Railway. Today, trains of the modern L&C cross the 200 foot long Hooper Creek combination trestle/deck bridge on a daily basis perhaps arousing any lingering apparitions.
Knox
The blue of the L&C power provides a pastel contrast to the hues of nature. Train #12 led by GP38M-2 #2268 is eastbound through the countryside at Knox on an August morning. Matt Robie 2015
Of the timetable locations situated along the original L&C, the community of Knox falls within the realm of the bucolic. The only location without any industry of consequence past or present it offers the railroad in a strictly rural setting that contrasts with development that occurred elsewhere along the route. Dense patches of tree line populate the community interrupted by the occasional structure and a large farm. Knox remains much as it did when Lancaster and Chester Railway passenger trains stopped here during the brief history of service.
SD40-2T #6002 leads Train #12 running westbound at Knox. The set is returning to Chester after delivering its train at Richburg. Matt Robie 2017
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Train #12 passes through the rural community of Knox amidst the late autumn color. SD40-2 #7092--from the Yadkin Valley Railroad--leads the first section of train bound for Richburg. Dan Robie 2019
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A group of cows are congregated beneath an oak tree indifferent to the passing of Train #12 as moves through Knox. New to the property is ex-CSX SD60M #8782 paired with SD40-2 #7092 making a run for the 2.5% Richburg Grade ahead. Dan Robie 2020
East of Knox there is limited public access to the railroad with no roads in proximity to it. It is here that the line climbs out of the Hooper Creek basin and begins the assault on the grade to Richburg. Steep but short grades are not uncommon on the route but the one west of Richburg is the longest and operationally, the ruling one. At its steepest, the grade attains 2.5% and compounding the severity is an "S" curve as it approaches the summit.
Richburg
A preliminary Sanborn map of Richburg as it existed in 1930. Note the location of a passing siding along with the depot and an adjoining cotton platform. The Richburg depot no longer exists.
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The Richburg depot as it appeared in 1974. The structure was obviously dilapidated and out of service. Image University of South Carolina
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Trains fighting a steep grade are not generally associated with South Carolina sans the notable exception of the famed Saluda Grade on the former Southern Railway. But tucked away in the small town of Richburg one can witness the daily battle on a similar scale encountered by trains of the Lancaster and Chester Railway. Any visit to the railroad is not complete without a stop here not only to witness this spectacle but other movements in the area as well. Trains cresting the grade along with excellent trackside access make Richburg arguably the hottest railfan location on the L&C.
Victory is won in all forms and the one here is the conquering of the Richburg Grade. Exhaust plume attests to the battle as Train #12 crests the hill with the first of two cuts for transfer at the Richburg yard. Dan Robie 2019
Richburg presents a dichotomy seldom matched by towns similar in size. There is a distinct separation between the oldest section that evolved along the railroad and the modern version that exists on the SC Route 9 corridor. In effect, there is no transition from one to the other. The early town center remains as an isolated pocket frozen in time having experienced the passage of L&C trains for more than a century. No rail served industry of note was located here aside from a depot and cotton platform of which the latter served as a means to transport the crop to the mills. Richburg was not exempt from the ills that beset the early L&C---its original depot was destroyed by fire but was rebuilt although it no longer stands. Today, a park exists where the depot stood and quietude dominates the setting until interrupted briefly--but impressively--by trains cresting the grade. But to the east of this area, a modern Richburg developed along the railroad by the mid-20th century that became prominent for the Lancaster and Chester Railway.
A going away view of Train #12 cresting the hill at Richburg. Of note here is the trailing locomotive which is a GE C4o-8 converted to a road slug. Dan Robie 2019
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Its work complete, Train #12 prepares to depart Richburg for the trip downgrade to Chester. SD40T-2 #6002 and two mates provide the tractive effort. Dan Robie 2020
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Paused by the Lancaster and Chester Railway Distribution Park, Train #10 works a cut of cars for furtherance. Workhorse MP15DC #2369 at the yard limits and Milepost 13. Dan Robie 2020
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Three makes of L&C power at Richburg. In the background on Train #12 are SD40-2 #7092 and SD60M #8782. MP15DC #2369 occupies a spur track. Dan Robie 2020
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The L&C took a giant step beyond the world of textiles with the creation of the Lancaster and Chester Railway Distribution Park on the east side of Richburg. With the foresight to diversify for future success, the company attracted various businesses with the need for rail service. Shippers such as Guardian and Thyssenkrupp Metals among others generate substantial carloads for the road. Further east but not directly affiliated with the distribution park are two major shippers, Jones-Hamilton and the Circle S Feed Mill. As a rule, unit grain trains from NS comprise the traffic at Circle S Feed Mill. So busy is Richburg that Train #10 regularly works here as well as Trains#12 and #14. Operationally, the location is the internal hub of the railroad.
GP40-2LW #9548 leads Train #14 past the Mount Ararat Road grade crossing on the east side of Richburg. The Mount Ararat AME Zion Church is at right. This location is situated between the Jones-Hamilton and Circle S Feed Mill plants. Dan Robie 2020
An ominous sky looms over Train#14 as it passes through Basconville. In the background is the Circle S Feed Mill which is among the largest volume shippers on the railroad. Matt Robie 2017
To the east of Richburg situated between it and Fort Lawn is the timetable location of Basconville. This area in terms of a milepost location includes the region occupied by the Circle S Feed Mill extending to the Fishing Creek basin. It appears there is seldom any reference to it today except in the case of the railroad.
Fort Lawn
Train #14 ascends a vertical curve exaggerated by the camera at Milepost 19. This scene provides a good look at an original L&C mile post marker. Image by Matt Robie 2017
Preliminary Sanborn map from 1924 of the Fort Lawn railroad district. A passing siding accompanied the depot here as with other such locations.
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Looking west past the depot at Fort Lawn in 1974. Although not in use and in a forlorn state it was in better condition than the one previously viewed at Richburg. Structure has been gone now for many years. The Chevy Nova must have belonged to the photographer. Image University of South Carolina.
For the railfan and photographer, Fort Lawn offers immediate access to the railroad as it parallels SC State Route 9 (Lancaster Highway) through the length of town. There are a number of good locations here to photograph trains with interesting angles and settings for use as backgrounds. The railroad moves through a subtle "S" curve at the old industrial park which has proven a popular spot.
A customized map denoting the location of the Seaboard Air Line Great Falls Branch that intersected with the L&C at Fort Lawn. For many years, this was the interchange point for the SAL with the L&C until the Great Falls Branch was abandoned in 1980. As a result, a new interchange was constructed at (East) Chester.
While one is observing and exploring the present day Lancaster and Chester Railway at Fort Lawn a keen eye may notice the existence of an abandoned right of way. Until late in the 20th century, the location was a junction and interchange connection. In 1907, a hydroelectric power plant was constructed at Great Falls that also utilized coal fired generators and with it the need for rail service. The Seaboard Air Line constructed a branch from its main line at Spence (Catawba) extending south through Fort Lawn to Great Falls for this purpose. Subsequently, the town further developed and other rail shippers emerged most notably the Republic Cotton Mills. Of importance to the L&C was that this branch also served as its interchange connection with the SAL. For nearly 75 years, this line hosted traffic to and from the L&C as well as passenger and freight service at Great Falls. The branch remained active until circa 1980 when it was ultimately abandoned and the rails pulled. As a result, the L&C established an interchange connection with the (by that date) Seaboard Coast Line at East Chester.
Light power moves through Fort Lawn destined for Richburg to pick up its train. Photo taken from US Highway 21 overpass. Dan Robie 2020
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MP15DC #2369 leads three other units around a curve on a rainy August day in 2017. This is Train #10 with covered hoppers destined for the ADM feed mill at Kershaw. Matt Robie 2017
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2023 Update: The Lancaster & Chester Railway acquired a large shipper at Fort Lawn with the construction of a Gallo Winery. It began operating during the fall of 2022 creating additional carload and revenue for the railroad.
Train #14 from Kershaw passes the new spur at Fort Lawn that leads to the Gallo Winery. At right, Train #12 is on the spur spotting a large cut of refrigerator cars to the plant. Both images Dan Robie 2023
In the not too distant past, Fort Lawn teemed with activity aligned with the textile business. Springs Industries operated a series of plants/warehouses here that survived into the new millennium. In 1961, the Elliott Mills (named in honor of Elliott Springs) was constructed and shortly thereafter, the adjacent Francis Plant was built. A third plant was eventually added and named in honor of H.W. Close, former president of the L&C. These plants remained active until the 2000s but the rapid decline of the domestic textile industry sealed their fates. Industry consolidations, restructuring, and eventually, foreign outsourcing, deemed them expendable resulting in their closures.
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Train #14 needles through four truss spans of the Catawba River bridge as it heads for industry in the Richburg area. Although this bridge provides daily passage with nary a thought, its early history proved pivotal for the L&C to cross over from uncertainty to sustained success. Dan Robie 2020
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Richburg and Fort Lawn are topographically situated on a plateau region between the Hooper Creek basin to the Catawba River. At the east end of Fort Lawn, the railroad descends a short but moderately steep grade on the approach to the Catawba River. Here the line crosses the stream on a 1200 foot combination truss bridge and trestle whereupon it enters the former industrial complex at Grace. During the early era of the Lancaster and Chester Railway the Catawba River bridge was a source of frustration in a series of catastrophic events suffered by the company. A major flood on the river in 1916 washed this structure away physically severing the railroad. So serious was this disaster that it came perilously close to resulting in the sale of the railroad. Only by the savvy of an innovative cost effective solution was it saved when Leroy Springs purchased an abandoned railroad bridge, dismantled it, and then reassembled it for a replacement river crossing. The L&C was saved.
Grace
In railfanning circles, Grace might be the most overlooked location to watch and/or photograph action on the L&C. Perhaps this is due to the railroad visibly obscured from SC State Route 9, the main highway artery. In addition, it is nestled between the conspicuous Fort Lawn and the railroad center of Lancaster. Inasmuch, Grace could be considered a hidden jewel.
Train #14 passes through the hamlet of Grace. Once a busy location along the L&C, the industrial complex here now lies dormant. Dan Robie 2020
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MP15DC #2369 and a gaggle of additional units lead Train #1o eastbound at Grace. The long consist of covered hoppers is bound for the ADM mill at Kershaw. Matt Robie 2017
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A picture postcard of the Grace Bleachery shortly after its construction during the late 1940s. This was the first building of a complex that would develop at Grace in ensuing years. Image North Carolina State University
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Possibly named in honor of Grace Springs, the wife of Leroy, this railroad place name was a whistle stop during the early years of the railroad. By the mid 1900s, it increased in significance with the development of industry within the Springs Mills empire. In 1948, it became the location for the Grace Bleachery centrally located in conjunction with the other plants in the Springs Mills sphere. So vital was this operation that it was expanded multiple times into to a massive complex. For more than a half century, the bleachery provided employment for the region along with generating carloads for the railroad. But it, too, fell prey to the downfall of the domestic textile industry/international outsourcing and was among the last operations within the Springs empire to cease operating in 2010.
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The original Grace Bleachery plant building has been demolished and the remaining structures stand as empty shells in somber testament to a bygone era. At the time of this writing (2020), a proposal is on the table to redevelop the Grace complex for new industry. Meanwhile, the L&C is utilizing its remaining spur tracks for car storage.
East of Grace, the railroad enters the parameter of Lancaster. Not to be confused with the Lancaster Cotton Mills, there is a census recognized location of Lancaster Mill. This was not uncommon in cities populated by the textile industry to contain a sub-section of town named for a neighboring large mill. To the west at Chester is another example with the sub-section of Eureka Mills.
A 2009 Spring Festival run with GP38-2 #3821 on the east end of a push-pull power set up. This train operated between Fort Lawn and Lancaster. Image Patrick Treadaway
The rails are rain slickened as Train #14 moves at the west end of Lancaster destined for Richburg. GP40-2LW #9548 leads a mix of black and blue power. Image Matt Robie 2017
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Vertical formatting with a train on an "S" curve makes for excellent composition. Train #1o on the west side of Lancaster headed for Kershaw. MP15DC #2369 leads a mixed consist of four axle power on a overcast and rainy day in August 2017. Image Matt Robie
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Lancaster Mills
The centerpiece not only for early 20th century Lancaster but the L&C Railway as well. Lancaster Cotton Mills (also known as Springs Cotton Mill) once dubbed as the "largest cotton mill in the world" is depicted on this 1916 Sanborn map in its glorious enormity. Adjoining it is the residential district that housed its employees.
Without question the symbol of Lancaster as well as the L&C Railway for a century was the massive Lancaster Cotton Mills. It was the crown jewel of cotton mills in size and scope---during the 1930s, it was hailed as the largest cotton mill in the world. Built as the Lancaster Cotton Mills, it would also be coined as the Springs Cotton Mills which was the more common reference in later years. Established in 1895, it was in conjunction with the mills at Chester the motivation for Leroy Springs purchasing the defunct Cheraw and Chester Railway and from its ashes creating the Lancaster and Chester Railway. Throughout its history the plant continued to expand until attaining mammoth proportions that dominated the Lancaster landscape. For a century, it employed thousands including multiple generations of families which comprised the workforce. But it was not immune to the declining domestic textile industry during the late 20th century. Although it continued operations the changing times resulted in downsizing and with it, reductions in personnel. Finally, the inevitable occurred when the mill ceased operating and was demolished in 2003. It was the literal and figurative end to the once dominant textile industry in the region. As a curious aside, the Lancaster/Springs Cotton Mills property is also the site of a grave. Upon his death in 1931, Leroy Springs was interred here by his son (and new company president) Elliott.
This 1959 aerial photo places into context the massive dimensions of the Lancaster (Springs) Cotton Mills at its physical apex. Towering over the city of Lancaster, it was a colossal testament to the economic impact of the textile industry in the region. Image copyright Travis Bell Photography/All Rights Reserved
Lancaster
When the Cheraw and Chester Railway was chartered in 1873, Lancaster was situated as the mid-point on the proposed 55 mile line. History records that track was never laid between Lancaster and Cheraw rendering the former the eastern end point of the railroad. Ironically, Lancaster would ultimately become a mid-point of sorts nearly 140 years later with the acquisition of ex-Southern Railway trackage between Catawba and Kershaw.
Railroad ground zero of Lancaster as it existed in 1916. The Lancaster Cotton Oil plant was the largest of numerous railroad related structures located here in addition to both the L&C and Southern Railway combination freight/passenger depots. Also indicated are the shops of the L&C and various small shippers located along both railroads.
For a period of 15 years, the Cheraw and Chester Railroad was the solitary railroad in town. Since the line was never constructed east to Cheraw, Lancaster was the dead end for the narrow gauge route. By the late 1880s, the Charleston, Cincinnati, and Chicago Railroad arrived as it continued to build its north-south route. Further changes ensued when the Lancaster and Chester Railway was formed in 1896 and three years later, the Southern Railway acquired the CC&C RR. It is not coincidental that Lancaster---by the turn of the century--developed as a major center for textile based and supported industry based on cotton.
Aerial view of railroad center at Lancaster. The L&C depot and shops dominate the setting and also visible is the original Lancaster and Chester Railway junction with the ex-Southern Railway now operated by the L&C between Catawba and Kershaw. Compare this image with the 1916 Sanborn map above of the identical location for a century of contrast.
Virtually every industry served by the railroad at Lancaster pertained to the processing of cotton. Among its early history included shippers such as Lancaster Cotton Oil Company, Farmers Union Cotton Storage Warehouse, Lancaster Mercantile Warehouse, Jones Mercantile Warehouse, and various cotton platforms. The primary shipper, of course, was the aforementioned Lancaster Cotton Mills. Two other prominent customers not cotton specific were the Catawba Fertilizer Company and the Lancaster Ice and Coal Company. Both the L&C and Southern Railway maintained individual combination freight/passenger depots.
Construction is in progress on a new Lancaster and Chester Railway office/depot which would open in 1951. Period flavor abounds with the vehicles and the new 70 Tonner locomotives recently welcomed to the property--#62 is out in front. Image copyright Travis Bell Photography/All Rights Reserved
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A photo dated February 1958 shows the two 70 Tonners--#61 and #62--pictured in what appears to be Lancaster. The dapper gentleman is unidentified but could possibly be Elliott White Springs. Image University of South Carolina
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The 1951 Lancaster and Chester Railway depot located on Main Street as it appears today. An interesting structure which still serves the railroad 70 years hence. The second story houses the Lancaster and Chester Railway Museum. Dan Robie 2020
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This track at the west side of the depot was a station and interchange connection in the past. With the 2001 30 mile acquisition of ex-Southern Railway trackage, it began serving as a main line. Dan Robie 2020
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Train time at the South Main Street grade crossing. It is a "Springmaid" scene with the famous logo visible on GP38-2 #3819, the facade of the L&C depot, and bright blue sky for added measure. Image Patrick Treadaway 2009.
In spite of lost commercial business during the past couple of decades, Lancaster nevertheless remains an important location for the railroad. It is the administrative headquarters for the L&C, the site of the locomotive repair shop, and mid-point on an expanded railroad. To the railroad historian it is an interesting place to explore because the past can be superimposed into the present easily even with limited background knowledge. For notwithstanding a century of changes, a sufficient amount remains the same as it did. The center of this area is the 1951 depot constructed on the site of the original passenger and freight station. It is an architecturally interesting structure and in relative terms, a modern railroad building despite its 70 years. The area directly behind it includes the shops for locomotive repairs as well as storage tracks. Much of the area can be seen from different vantage points but is directly off-limits to the public.
The original L&C line across Main Street from the depot. It connects with the ex-Southern Railway line several hundred feet ahead beyond the covered hoppers. Dan Robie 2020
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Former Southern Railway line looking south from railroad center. This location is across from the L&C depot and begins the north segment now owned by the L&C. Dan Robie 2020
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The conductor prepares to guard the South Main Street grade crossing as L&C Train #14 arrives in Lancaster. GP40-2LW #9630 leads this train that originated at Kershaw earlier in the morning. Dan Robie 2020
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In 2021, the L&C added a main line by-pass at Lancaster. This eliminated trains moving directly through the depot/shop area on the old main. Here, Train #14 moves west on the new main line by-pass. Image Dan Robie 2023
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A unique structure that still stands today adjacent to the Lancaster and Chester Railway depot is the Lancaster Cotton Oil Company. Established in 1907 by John T. Stevens--who was also the founder of the cotton oil mill at Kershaw-- the main structure is comprised of the office and seed house and the business was a shipper for the railroad in the distant past. During the first half of the 1900s, cotton oil was a large industry in conjunction with textiles comprising a substantial percentage of the economy. Lancaster Cotton Oil Company was a center of this commerce in the region encompassing the prime years 1907-1940. The main building is the last one (1937) in a series of replacements constructed with the remaining structures on the property dating to 1907.
A vintage 1940s postcard of the seed and hull house of the Lancaster Cotton Oil Company. At the time of this photo the industry heyday was past and, in fact, was rapidly vanishing from the landscape. Image Lancaster and Chester Railway Museum
2001 Expansion
Railroad history is aplomb with cycles and the early 21st century has played host to a significant one--the preponderance of short lines and their increased role in the industry. The mega railroads of the East--CSX and NS--that formed during the 1980s engulfed the thousands of miles of their respective predecessors operating under a single umbrella that in theory could be served effectively. Less than two decades later this was proving futile because (1) the systems were too large which adversely affected service on secondary and branch lines and (2) the focus was redirected to high volume long haul on main lines with an increasing indifference to smaller shippers and the associated operational costs. Enter the proliferation of independent operators to fill this niche.
1906 passenger timetable of the CC&C RR route that was absorbed into the Southern Railway (SB Line)
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In 2001, the Lancaster and Chester Railway doubled the size of its system overnight. The railroad entered a lease purchase agreement with Norfolk Southern to acquire and operate a 30 mile segment of ex-Southern Railway trackage between Catawba and Kershaw, SC. This section of railroad was originally included in the Charleston, Cincinnati, and Chicago Railroad during the late 1880s as an extensive route of great vision as the name implies. Other sections were constructed as early as the antebellum era of the 1840s as well as what ultimately through sale became the Clinchfield Railroad. The Southern Railway absorbed the remaining route in 1899. Keeping in regional context with the Lancaster and Chester Railway, this original corridor (SB Line) remains intact between Rock Hill and Catawba (NS) but is abandoned (1980s) south of Kershaw through Camden to Wateree.
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North to Catawba
Several trestles are located on the line between Lancaster and the Catawba River. This steel trestle spans Bear Creek just north of the former Lancaster Cotton Mills site. Image Dan Robie 2020
The section of ex-Southern Railway extending north from Lancaster to Catawba is the road less traveled. Moving north from Lancaster, the line parallels (although separated) the L&C line heading west until reaching SC State Route 9. As of this writing the L&C currently serves one active shipper on this section of railroad, Gerdau Ameristeel. North of this point, the line is utilized for car storage. A look back into history reveals that this region remained largely undeveloped commercially for the Southern Railway and remains primarily rural especially in proximity to the Catawba River.
Two views of the railroad at Caskey looking south and north, respectively. Gondolas on Train #10 approach the grade crossing on a shove to Gerdau Ameristeel and at right, the power passes with GP38-2 #3821 as the trailing unit. Both images Dan Robie 2022
A cut of coil cars heading northbound in the area of Caskey. This is likely Train #10 bound for the Gerdau Ameristeel plant. Image by Travis Mackey
The first place name community north of Lancaster is the village of Caskey. If there was any significance here for the railroad in the past it was assuredly related to agriculture. It is not listed on the 1906 timetable shared above so either it was served by secondary passenger trains or merely a flag stop as needed. Scenically, it is characterized by open fields bordered by dense wooded areas. If one is fortunate to catch the L&C operating through here to/from Gerdau Ameristeel, there are good locations to photograph movements on the least utilized section of the railroad.
A bright blue day finds the #3821 with a cut of gondolas at the Gerdau Ameristeel plant at Riverside. This is the only active shipper on the route north of Lancaster. Dan Robie 2022
Located at Riverside is the Gerdau Ameristeel plant which is the only source of revenue for the Lancaster and Chester Railway at present on the ex-Southern Railway route north of Lancaster. Movements on the line to serve this customer are on an as needed basis--perhaps a couple of times per week at most. In an ongoing era in which Class I railroads continue to shed secondary and branch lines, the railroad from Catawba to Kershaw is a classic example. Norfolk Southern was eager to shed this section of railroad that presently serves only three customers--albeit moderate to large volume ones. The density was not there in the grand scheme of operations--it could be served effectively---and more efficiently---by the L&C. It is a feasible addition to an already existing short line railroad.
The dormancy of the line north of the Ameristeel plant at Springdale is in evidence here. These scenes capture out of service revenue cars in storage on the ex-Southern main. Some relics are here such as a 40- foot L&C boxcar. At right a brush cutting vehicle has been clearing the right of way on the out of service section. Both images Dan Robie 2022
The region extending north from the Gerdau Ameristeel plant to the Catawba River is extremely remote used presently for car storage. Tracing the railroad through this area is difficult---it no longer parallels the highway (Riverside Road) as it turns slightly west through a hilly and densely forested sector. This area is roughly the place name of Springdale and the only access to the track is by private road crossings. Two trestles are located on the line in this area as it approaches the Catawba River--a 275 foot span across Mill Branch and a 300 foot crossing of Waxhaw Creek.
Google Earth rendering of the region surrounding Catawba with pertinent points identified. The massive Bowater complex is at the crux of the area and is the focus of the railroad scene here. There is a tremendous amount of carload traffic here interchanged by both CSX and NS. The RJ Corman Railroad Company presently switches the yard and industries within Bowater. At upper map is the CSX Hamlet-Atlanta main line and NS maintains its route from Rock Hill to the Bowater yard. The boundary for the Lancaster and Chester Railway with NS is at the complex although the L&C currently does not work here. From this point, the L&C owned ex-Southern/NS SB Line runs south across the Catawba River to Lancaster but this sector is dormant to Springdale except for car storage.
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At the Catawba River, the railroad crosses the stream on an impressive 1300 foot multi-truss bridge as it enters the town of Catawba. The L&C boundary with NS trackage is at the massive Bowater industrial complex marked by a mound of dirt. To date, only there is only one documented movement across the river to this point by the L&C--this occurred when it took over this section of railroad from NS in 2001. The Bowater complex is switched independently by the RJ Corman Railroad Company--the L&C bid for the contract to obtain this work but was unsuccessful. If the Lancaster and Chester Railway were to acquire the contract to switch the industrial complex at a future date, this would significantly increase the tempo of operations on the Lancaster-Catawba segment perhaps providing additional opportunities as well.
Two views of the yard at Bowater (Catawba). At left, an RJ Corman switcher pauses in between moves. At right, the view south through the yard --the rusty track is actually the ex- Southern SB main from Rock Hill that continues south to Lancaster and Kershaw. Both images Dan Robie 2020
South to Kershaw
Of the 30 miles the L&C acquired from NS in 2001, the segment south from Lancaster to Kershaw has borne the larger fruit. The route is sparse but does include two high volume customers--Plains Midstream LPG Services at Pleasant Hill and ADM Kershaw (Kershaw). The railroad right of way is typical of many in the Carolinas--an up and down profile built to the contour of the land as was common. Inasmuch, there are gradients although generally short in length. With regard to the rail photographer, locations are aplenty throughout the length including small towns and rural settings that provide photogenic background settings. Capturing trains with the lens will require operating knowledge--or random luck-- since trains do not operate on the route every day. Grain loads to and from Kershaw are among the most sought after subjects to catch because the relatively low train speeds provide photographic opportunities at multiple locations.
Train #10 crosses the Business US Highway 521 overpass on the former Southern Railway route at the south end of Lancaster. It is returning to Lancaster after working the line to Kershaw. Dan Robie 2019
South of Lancaster, the railroad enters what is basically a rural region approaching the town of Elgin. An observer will quickly realize the difference from the original L&C right of way with trackside signs now reflecting those of the Southern Railway. Immediately discernable will be the whistle posts and mile post markers. The town of Elgin is populated with small businesses but primarily residential. Although there is no trackside industry located along the railroad here, access for photography is exceptional with multiple locations accessible along the US Highway 521 corridor.
It is a carnival atmosphere as one of the L&C Christmas trains has paused at Elgin on a 2011 season run. The kaleidoscope of color is vivid against a bright blue sky. Image by Alex Keth
Sights like this beckon to the appeal of short line railroading. A mixed bag of power for the eyes and words of wisdom for the soul. Eastbound at Elgin headed for Kershaw. Matt Robie 2017
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An equal allotment of blue and black power also balance this train. Eastbound for Kershaw is Train #14 as it passes through Elgin. Dan Robie 2020
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Pleasant Hill is simply as the name implies--a serene setting along the railroad. Of note here is that the location is the highest point in elevation in Lancaster County and on the railroad as it once existed between Lancaster and Camden. The community is of commercial importance to the L&C with the presence of Plains Midstream LPG Services which turns a considerable number of carloads.
Moving through the countryside near Pleasant Hill, Train #10 has an easy time of it with only three cars. It has been switching en route to Lancaster. Dan Robie 2020.
At right: MP15DC #2369 leads Kershaw bound Train #10 on the roller coaster that is the ex-Southern SB Line. Here the train is cresting a rise at Pleasant Hill. Matt Robie 2017
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The mid-afternoon December sun highlights GP38-2 #3821 on the lead of the 2009 Santa Train. Passing through a small cut, the train makes its way south to Kershaw. The wreath adds a simple but sufficient holiday touch to the excursion. Image by Patrick Treadaway
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Yesterday and today share this scene. Visible are the supports of a former Southern Railway water tower as northbound Train # 14 passes through. Dan Robie 2020
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Traffic is temporarily delayed at the US 521 grade crossing in Pleasant Hill. Train #14 is switching tank cars at the Plains Midstream LPG plant. Dan Robie 2020
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Heath Springs
GP38-2 #3821 leads a bracket of power at the Heath Springs passing siding. The locomotives will uncouple then run around its train and shove south to Kershaw. Dan Robie 2020
Originally known as Hanging Rock Mineral Springs, the community that became Heath Springs rose to prominence as the destination for travelers to the mineral springs located here predating the Civil War. In 1880, the name was changed to Heath's Spring (named for local proprietor Benjamin Dawson Heath) which upon it was referred for another decade. The year 1890 marked incorporation and the official naming of Heath Springs. The construction of the Charleston, Cincinnati, and Chicago Railroad through town during the 1880s connected the town to the expanding railroad network as well as regional commerce. Heath Springs is yet one more regional location touched by the influence of Leroy Springs. He partnered with Benjamin Dawson Heath to create the Heath, Springs, and Company which was purported as the largest mercantile business between Charlotte and Atlanta during that formative era.
The township of Heath Mills as it was in 1924. This preliminary Sanborn map identifies the depot and the other structures as they existed at the time. As was the case in enumerable instances, the community evolved around the railroad upon its arrival.
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'The Heath Springs depot during the 1950s. Although a light density route, the Southern SB Line was entirely intact at this date. Image University of South Carolina
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GP38AC #2866 represents high hood power on Kershaw bound L&C Train #10 at Heath Springs. Vestiges of the Southern Railway live on with the depot and the Milepost 66 marker. Matt Robie 2017
Passenger service at Heath Springs is a distant memory but trains of the Lancaster and Chester Railway pass the restored Southern Railway depot on almost daily basis. This structure, the third to stand here, was constructed in 1903 as a larger replacement and is typical of Southern Railway design. The depot stands as a symbol of past heritage in the community and is listed on the National Register of Historic Places.
Many a passenger boarded trains here for points north such as Charlotte and southbound to Charleston. The Southern Railway station stands preserved to represent that long ago vanished era. Dan Robie 2020
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Adding to the charm of Heath Springs is this restored period Gulf service station. With its proximity to the railroad, it is possible to incorporate a train into this scene. Dan Robie 2019
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Train #14 shoves south from Heath Springs with a cut of covered hoppers bound for Kershaw. The Gulf and Greyhound Bus depot signs add a nostalgic feel to the scene. Dan Robie 2020
For the railfan and photographer, Heath Springs offers excellent trackside access. Its quaint charm is appealing and the small town atmosphere permeates the conscience. Highlighting the trackside setting are the depot and the restored early period Gulf service station. A runaround track is located here that the railroad uses as necessary--often to shove trains from this point to Kershaw.
Kershaw
Light power is tied down on the line at the north end of Kershaw. This set will depart with a train from the ADM plant west to Chester for interchange the following day. Dan Robie 2020
In its infancy, Kershaw (originally Welsh's Station) was the site of sawmills constructed to process the abundance of pine trees that populated southern Lancaster County. The community also served the Haile Gold Mine located nearby and for the time period of the late 1800s, remained devoted to the two enterprises. With the arrival of the railroad in 1887, Kershaw began a transformation prompted by the infusion of capital from two entrepreneurs.
Train #10 led by the #2866 nears the end of its run as it arrives at Kershaw. Despite the dimmer light of a rainy day, the L&C blue stands out. Image Matt Robie 2017
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Leaser power has appeared on the L&C during the past. GMTX GP38-2 #2664 with two other locomotives at the ADM Kershaw plant. Image Patrick Treadaway 2009
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The railscape of Kershaw as it existed in 1916. At this time it was located on a Southern Railway through route that traced the heart of South Carolina. In accordance with uncounted towns of the region, a cotton mill (Kershaw Mills) dominates the local economy and railroad presence. The passenger and freight depot locations are indicated on the map at right.
The Kershaw freight depot as it appeared during the 1950s. All is quiet in this scene that looks southbound through town. Trains continued south from here to Camden during this era---today, the railroad is abandoned between Kershaw and Camden. Image University of South Carolina.
At the turn of the century, the first of what would be two mills appeared on the landscape at Kershaw. In 1902, John T. Stevens built the Kershaw Cotton Oil Mill which was the beginning of a personal empire he would create throughout the South. Noting the phenomenal success of Leroy Springs in the cotton mill business he then embarked on building such a mill at Kershaw. Stevens along with other investors approached Springs about the possibility and the dream became reality--as part of the deal, Springs was appointed president of what developed as the Kershaw Cotton Mills in 1912. Ultimately, the Kershaw plant was integrated into the Springs Mills owned series of mills and remained in operation until 1996. The complex was demolished in 2011-2012.
GP38-2 #3819 is paused with a cut of tank cars at the ADM plant at Kershaw. At right is ADM SW8 #8682 which is assigned to handle the switching tasks at the industry. Image Patrick Treadaway 2009
The modern era railroad scene at Kershaw is exclusively the business generated at the Archer Daniels Midland (ADM) plant. This company is a bulk volume shipper for the Lancaster and Chester Railway specializing in feed/ soybean processing and without question, the greatest asset obtained from the NS 2001 line purchase to date. As of this writing (2020), the source of inbound traffic to ADM is CSX via the L&C from the East Chester interchange. Due to the volume of carloads at the plant, an ADM owned SW8 switcher shuttles the cars within the facility.
The ADM Kershaw plant is a large shipper on the L&C. Dedicated trains originate and terminate here attesting to its volume. This view is of the south end of the complex. Dan Robie 2020
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Southern Railway passenger trains once called at the Kershaw depot. This view looks northbound past the preserved structure. Dan Robie 2020
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The track south of the Kershaw ADM plant is used for car storage and staging. Near the end of the line at the South Matson Street grade crossing. Dan Robie 2020
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Milepost 59 marks the end of the ex-Southern Railway line and operations for the L&C at Kershaw. The railroad is abandoned with track removed south from here. Dan Robie 2020
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The original depot at Kershaw was destroyed by fire in 1926 and replaced with a structure still in existence today. It is constructed architecturally similar in style utilized by the Southern Railway for structures comparable in size. Designed as a combination station, it handled freight as well as providing passenger service throughout its useful life. By 1940, passenger travel had all but dissipated on the route and the Southern Railway sold the building in 1945. It has housed various businesses in subsequent years and was added to the National Register of Historic Places in 1990.
At the south end of Kershaw is the end of track point just beyond the South Matson Street grade crossing. The location is Milepost 59 (numbers ascend moving north) on the former SB Line. During the 1980s, Norfolk Southern removed the track from here extending to Camden. For any interested in abandoned railroad rights of way, the roadbed can be traced south paralleling US Highways 521/601.
Afterword
My son introduced this railroad to me in 2019 and after visiting it, there was regret that I had not explored it sooner. Upon researching its history and viewing photo galleries dedicated to it, the greatest sorrow is not witnessing the Lancaster and Chester Railway years earlier when it operated exclusively with EMD SW power commonly referred as "buttheads". Also, the motive power was exclusively "Springmaid Blue" compared to recent years where the ownership of the Gulf and Ohio has introduced an infusion of black locomotives. They are interesting types of motive power to be succinct but certainly not as photogenic as the blue. The acquisition of former CSX SD60Ms in 2018 will further transform the operational look of the L&C once they are employed.
If this page has instilled interest in the railroad for any not previously privy to it, there are additional sources about it beginning with the Lancaster and Chester Railway Museum. There are railroad photo websites that offer an abundance of images and of note are the ones by photographer Joseph Hinson who has documented the railroad exceptionally during the past quarter century. As a final note, there will be future updates to this page and especially pertaining to historical content.
If this page has instilled interest in the railroad for any not previously privy to it, there are additional sources about it beginning with the Lancaster and Chester Railway Museum. There are railroad photo websites that offer an abundance of images and of note are the ones by photographer Joseph Hinson who has documented the railroad exceptionally during the past quarter century. As a final note, there will be future updates to this page and especially pertaining to historical content.
Modeling the L&C-Packing a Punch
For an aspiring modeler in search of a prototype to model he need not look any further than the Lancaster and Chester Railway. It is an action packed short line railroad with a Class I operational atmosphere yet retains the charisma so often associated with smaller lines. It possesses all the necessary elements that make it an alluring choice--unique motive power roster, scenically aesthetic, and an ample amount of industry. Different eras of the L&C history introduce additional possibilities. The contemporary modeler can integrate CSX and NS into the plan as the interchanging connections whereas a backdated design could employ the Southern Railway and the Seaboard Air Line/Seaboard Coast Line. One could fictitiously include what the original railroad failed to accomplish---extend the line to Cheraw.
With a modern L&C plan, industry would be diverse--conversely, one from an earlier era would be dominated by the textile industry and agriculture. If one adheres strictly to prototype practice, a present day Lancaster and Chester utilizes ex-Southern Railway track between Catawba and Kershaw thereby expanding its scope. In contrast, a 20th century L&C would be as originally constructed--a railroad between Chester and Lancaster.
Lancaster and Chester Railway Museum
A worthwhile stop either in conjunction with railfanning the railroad or on its own merit is a visit to the Lancaster and Chester Railway Museum. It displays an impressive array of photographs of the L&C as well as other roads, a large collection of model locomotives and rolling stock, and an operating layout based on the prototype railroad. Various railroadiana is featured in the collection as well.
The museum is open on the 1st and 3rd Saturday of every month but the schedule can be sporadic. If planning a visit, it is recommended to call in advance to verify that it is open that particular day. The museum is located on the second floor of the Lancaster and Chester Railway depot at 512 South Main Street in Lancaster. Hours are 10AM-4PM (803-286-2100)
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Credits
Travis Bell Photography
City of Chester
History of Lancaster
Alex Keth
Lancaster and Chester Railway
Lancaster and Chester Railway Museum
Travis Mackey
North Carolina State University
Mike Ritchie
Matt Robie
South Carolina History Archives
Springs Industries/Fabrics.net
Patrick Treadaway
University of South Carolina