Piedmont and Northern Railway-Yesterday and Today part ii
Originally a continuum on a single page, Mount Holly now serves as the demarcation point separating what is now a two page piece. In reality, the location also accomplishes this as a division of railroad ownership and operation. From just past the P&N depot east to Charlotte, the sector falls under the jurisdiction of CSX. From the depot area west to Gastonia, ownership is under the NCDOT who in turn leases it to an independent operator. In the scope of the Piedmont and Northern.....Yesterday and Today, Part II resumes with the Mount Holly area moving westward to Gastonia. Included are the branches to Belmont and Spencer Mountain as well as the operations in the 21st century. Credits for both pages appear at the bottom of this page.
To begin with or return to Part I, click here.
To begin with or return to Part I, click here.
Onward Through Mount Holly
The P&N depot at Mount Holly was a forlorn structure when this 1989 photo was taken. Fortunately, the effort was made to restore it for other purposes. Image Marcus Toomey
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The old Piedmont and Northern depot as it appears today. Still in use as a beauty shop and office space, it is situated at the railroad focal point in Mount Holly. It is one of a surprising number of reminders from this short line that still exist more than forty years after it was absorbed by the Seaboard Coast Line. Dan Robie 2012.
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During the Family Lines era, Clinchfield power was a frequent visitor to the Mount Holly area. This 1978 image captures a coal train led by SD45-2 #3621 diverging from the Seaboard Coast Line main onto the P&N (also SCL at this date). The connection was added to enable coal trains from the Clinchfield to access the old Duke Power line to the Riverbend and Marshall power plants. Image Max Toomey.
For many years, Mount Holly generated freight revenue for the Piedmont and Northern related to textiles and general merchandise. Today, the former trackage now owned by CSX still hosts customers that create carloads of traffic. Most notable in scope is the traffic at Sodeyco and the Transflo facility eastward near Thrift and to Clariant on the Gaston side. Long ago as the most populated location between Charlotte and Gastonia, it was a strategic point for passenger and interurban business as commuters traveled to and from those two primary centers of commerce. The largest shipper here on the P&N was the Gaston Brick Company that existed until the early 1970s.
A 1922 Sanborn map of what was then the heart of Mount Holly. Both the Seaboard Air Line and P&N are depicted but of note for this page is the P&N depot and the Gaston Brick Company.
Southwest of Mount Holly is Belmont Junction. It is here that the branch to Belmont diverges from the P&N main. This track has been rebuilt for use by Patriot Rail and the new P&N. A meticulously neat looking right of way. Dan Robie 2013
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Opposite view at Belmont Junction. The track to the left is the Belmont line and the P&N main to Gastonia is on the right. A busy junction during the original P&N era. Dan Robie 2013
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Belmont
Belmont was served by the P&N via a branch that left the main on the west side of Mount Holly. The location has a place name that was listed in the timetables simply as Belmont Junction. This branch runs for 3.1 miles roughly paralleling Mount Holly-Belmont Road from Mount Holly to Belmont. A small section of the Belmont line has been reconstructed and is presently utilized for locomotive storage by the new P&N.
A North Belmont shipper during the early 1960s was the Dixon Block Company. This image is of the operation under going expansion during 1961. Image courtesy Ken Whitley/Semaphore
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With the coming of Interstate 85, P&N constructed this bridge prior to paving of the highway at Belmont in 1961. In the background is the unmistakable profile of Belmont Abbey. Image courtesy Ken Whitley/Semaphore
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A Belmont High School parade marches on North Main Street towards the Southern Railway grade crossing. At right is the P&N depot as it appeared in the immediate post passenger era when this 1955 photo was taken. Image courtesy Bob Ford/Semaphore.
A view of the existing remnants of the Belmont track passing by the Belmont Abbey College. Dan Robie 2013
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Looking north across the Interstate 85 bridge just below the Belmont Abbey College. Dan Robie 2013
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In its railroad heyday, Belmont was active passenger stop and hosted textile business that created traffic for the P&N. Not originally part of the 1912 construction of the railroad from Charlotte to Gastonia, the line to Belmont was built in 1916. Early industries at Belmont included Chronicle Mills, Majestic Mills Manufacturers, and the Cox Lumber Company.
Among the early textile shippers at Belmont was the Chronicle Mills. A single spur sufficed for all of its needs.
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The largest manufacturer at Belmont during 1922 was the Majestic Mills Manufacturers. This company was in the cotton yarn business and was located in the industrial district situated along Charlotte Road.
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There was an active connection with the Southern at Belmont and although out of service by the end of the 1970s, the connection remained until the mid- 1980s. It was during this time that the Norfolk Southern demolished the old Southern depot there. The P&N passenger depot remains having housed a museum and gift shops throughout the years.
The former P&N grade crossing at Catawba Street in the old industrial section of town. View is north. Dan Robie 2013
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Brush is overtaking the track near where it turns toward the depot area and the former connection with the Southern. Dan Robie 2013
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A section of the Belmont branch is slated for conversion to a rail trail in the fall of 2013. Whether this timetable remains on schedule is uncertain due to political red tape and the NCDOT. Today, the section of track from Belmont Abbey College to the depot area is in dilapidated condition and is the area of the rail to trail conversion.
1922 Sanborn map depicting the old downtown section of Belmont. Included here is the layout of both the P&N passenger and freight depots. Belmont was also situated along the Southern Railway Charlotte-Atlanta main line an remains so today with Norfolk Southern.
The former P&N depot presently houses an antique shop and the company logo can be seen on the front above the "antiques" sign. The structure blends in well with the other historical district shops along street. Dan Robie 2013
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Side view of the depot with the stub ended track. One of the few landmarks of the Piedmont and Northern still in existence. Dan Robie 2013
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Wide angle view of the beautifully restored P&N depot at Belmont. The train on static display adds to the setting and is quite a magnet for attention in the old downtown area. Dan Robie 2015
Along the Line
Even when the Piedmont and Northern reached its operational peak in terms of on line shippers, the region between Mount Holly and Lowell remained relatively sparse. Within this area were the junctions for Belmont and McAdenville but little existed excepting for the main line. In accordance, there were fewer photographs taken of the railroad in this sector---in fact, they are quite scarce. Rail photographers then concentrated on the areas of greater activity not unlike their modern counterparts do today.
This 1914 MyTopo map focuses on the region of the railroad between Mount Holly and Gastonia. The branches to McAdenville and Spencer Mountain were already in existence but notice the Belmont branch is not. It was constructed two years after the date of this map in 1916.
The most impressive bridge on the P&N is this combination truss/deck bridge which spans the South Fork River near McAdenville. Dan Robie 2015
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Westbound view across the South Fork River bridge. Around the bend was McAdenville Junction--a long ago removed branch that ran directly into town. Dan Robie 2015
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The McAdenville depot as it appears in recent years. It now sits relocated from its original location. Photo courtesy of John D. Jones
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Long before McAdenville became famous as "Christmas Town USA", it was a whistle stop for the Piedmont and Northern and the location of a small branch that ran directly to town to serve McAden Mills which later became Stowe Mill. Today, it is known as Pharr Mills. The old P&N depot at McAdenville still exists although now relocated from its original location. The branch line was removed during the 1950s once passenger service ceased and scant evidence of its existence remains today. New construction near Interstate 85 removed the original right of way and it appears that Willow Street in McAdenville has utilized the old roadbed as well. The mainline passes on the outskirts of town and the location from which the spur to town connected to the
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main was called McAdenville Junction. This area is also referred to McAdenville along the railroad which crosses the South Fork Catawba River in the vicinity. Textiles were also a major part of the landscape in the Lowell area. Lowell was large enough to warrant a depot which served interurban traffic but this structure, like many others, has passed into history.
P&N #5600 is paused at Lowell in a scene from 1945. The train appears to be on the trackage that serves Lowell Mills and the Peerless Cotton Yarn Mill. Photo Steve Myers/Eric Furr collection.
At first glance the community of Lowell could give the impression that it was simply an intermediary stop between the commercial centers of Charlotte and Gastonia. And it did host a P&N passenger station in addition to the prominent passage of the Southern Railway main line. But Lowell was a site for the conspicuous textile industry in its own right. For years, the Lowell Mills (two plants) and the Peerless Cotton Yarn Mill provided carloads for both the P&N and Southern Railway on a unique configuration of spurs shared by both roads.
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This 1922 Sanborn map depicting the heart of Lowell offers detail of a layout nearly a century ago. Three mills dominate the scene and the intricate trackage of the Southern and P&N that served them. At the upper right is the P&N depot location at Lowell. The Lowell Mill #1 and #2 along with the Peerless Cotton Yarn Mill were but a microcosm of the textile industry in the region. So much industry and jobs, textile and otherwise, that this country once possessed now gone forever.
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At right: Seaboard Coast Line (Family Lines) MP15AC #4211 passes through Ranlo in this photo from 1979. Returning to Charlotte with a cut of boxcars. Image Max Toomey
The former P&N west of Mount Holly to Gastonia was nearing the end of CSX ownership when this photo was taken. GP38-2 #2560 in the "Stealth" schemes moves east through Ranlo with a cut of boxcars from Gastonia on a dreary 1990 day. Image Marcus Toomey
Spencer Mountain and East Gastonia
Ranlo was once the junction for a 1.5 mile branch that ran to Spencer Mountain. This line was constructed in 1916 and ran to a rock quarry that was located at the base of the mountain. Plans were proposed to extend the line into the town of Spencer Mountain to serve a mill but this did not become a reality. The branch diverged from the P&N main at Ranlo then became adjacent street track on Front Street (Spencer Mountain Road today). Two Rex Mills plants were built along the spur, however, and were still active into at least the 1950s. The branch line itself remained in service lasting into the mid-1980s during the Seaboard Coast Line era. It was eventually removed by the early CSXT era and traces of the right of way are still visible parallel to Spencer Mountain Road.
A view of the Spencer Mountain branch near the base of its namesake taken during the 1940s. Location near the end of the branch. Scanned image courtesy Bob Ford/ Semaphore
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SCL GP38-2 #6010 diverges onto the Spencer Mountain Branch from the former P&N at Ranlo during 1985. This was the twilight of the line as it would be removed within a few years. Image courtesy Mike Falls
SCL GP16 #4711 and mate run past Warlick Academy with a lone boxcar. The Spencer Mountain line paralleled the road with same name within Ranlo. Image courtesy Mike Falls 1985
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The abandoned right of way of the Spencer Mountain branch is clearly visible alongside the road by the same name. A pocket of rail shippers once existed here from the P&N era lasting into the early CSX years. Dan Robie 2016
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The present day P&N right of way between East Gastonia and Ranlo. View is westbound. Dan Robie 2013
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Today (2013), Ranlo is the home base for Patriot Rail locomotives on the new P&N. On a curious note, just as the former P&N parallels CSX between Charlotte and Mount Holly, the section from Lowell to Gastonia does likewise with the Norfolk Southern.
The B&O on the P&N---literally. Running eastbound through East Gastonia, this train will terminate at Pinoca Yard at Charlotte. Very early CSXT image before renumbering was complete since the Chessie GP40-2 #4223 still displays its original B&O number. Image courtesy Mike Falls 1987
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Local moving on the P&N at East Gastonia. This is the same train pictured above at Ranlo. This was the twilight era of rail operations into Gastonia during the CSX era. Marcus Toomey 1990
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The year is 1961 and Interstate 85 is under construction near Gastonia. The P&N is building a permanent crossing of the highway and meanwhile, in the background, a temporary "shoo-fly" structure is in use. Within a few years, the Interstate highway system would not only adversely affect the P&N but railroads on a large scale across America as freight left the rails for the asphalt. Image courtesy Ken Whitley/Semaphore
Gastonia
P&N streetcar #2 runs along Franklin Avenue in 1930. Image courtesy of University of North Carolina-Charlotte Library
“As brick masons from the J. A. Jones Construction Company of Charlotte were completing the freight and passenger depots at the southeast corner of East Main Avenue and Broad Street, the “interurban,” as it was called, made its first run from Charlotte on May 21, 1912 to a temporary station at the Modena Street Crossing. This inaugural train was filled with 150 dignitaries, railroad officials, and local businessmen. The tracks had not yet tunneled under the Southern Railway main line. This tunneling would be necessary for trains to reach the freight and passenger station and to connect with the single track down the center of Franklin Avenue, which carried both the local streetcars and freight trains.”--VintageGastonia.com
“As brick masons from the J. A. Jones Construction Company of Charlotte were completing the freight and passenger depots at the southeast corner of East Main Avenue and Broad Street, the “interurban,” as it was called, made its first run from Charlotte on May 21, 1912 to a temporary station at the Modena Street Crossing. This inaugural train was filled with 150 dignitaries, railroad officials, and local businessmen. The tracks had not yet tunneled under the Southern Railway main line. This tunneling would be necessary for trains to reach the freight and passenger station and to connect with the single track down the center of Franklin Avenue, which carried both the local streetcars and freight trains.”--VintageGastonia.com
During its economic peak at the zenith of the textile industry, Gastonia was among the largest such centers of commerce in America. Textile and cotton mills populated the city at all quadrants served by three railroads forming the economic base for the region. In reference to the subject matter here, the Piedmont and Northern Railway, its limited access but power packed shipping base included a number of these mills that it served exclusively or in conjunction with the Southern Railway. A partial list of the early period textile businesses served by the P&N includes the following: Loray Mills (later Firestone Mills), Parkdale Mills, Gray Manufacturing Cotton Mill, Trenton Mills, Groves Mill, and the Central Yarn and Dye Company. Although textiles was the primary industry, others not pertaining to it were also on the P&N shipper ledger. These businesses included the Cocker Machine Works, Peoples Bonded Warehouse, Adams Ice and Coal Company, Swift and Company Meat Warehouse, and the Texas Oil Company. Positioned at town center with interchange connections to both the Southern Railway and the Carolina and Northwestern Railway was the P&N freight station that served businesses beyond rail connections.
Visually speaking and from a rail enthusiast standpoint, the P&N trackage within the city of Gastonia was perhaps the most intriguing. Once the line passed beneath the Southern Railway mainline, the right of way traversed a residential district and turned onto Franklin Avenue. From this point at the intersection of Franklin Avenue and Chestnut Street, the P&N became a street railroad with the track in the asphalt running the length of Franklin Avenue to the area of Bessemer City Road. At its end, the line split into two spurs serving Gray Manufacturing Cotton Mill on West Overman Street and Parkdale Mills on Parkdale Avenue during the first half of the 1900s. Various spurs branched from the Franklin Avenue line to the serve textile and other mills during the heyday of the industry.
A 1922 Sanborn map that centers on the downtown sector of Gastonia with Franklin Ave and the street track. As this is only the main line (highlighted in yellow), numerous spurs branched off this section of railroad that are not indicated at this scale.
At first impression, it may be surprising that the bulk of the Piedmont and Northern freight tonnage derived from coal and coke. But when it is taken into consideration the scope of the textile industry that prevailed in Gastonia and the region in general, it is understandable. Coal was the primary means of generating power and virtually every mill of consequence contained a coal unloading trestle. These were also the peak years for the fuel and ice operations that accounted for a percentage of this tonnage as well.
1922 Sanborn map depicting the P&N entry into the heart of Gastonia. After passing beneath the Southern Railway, it turned west and entered East Franklin Avenue as street trackage. At the intersection of Chestnut Avenue, a spur branched off to serve the Cocker Machine Works. The 1951 reroute when the Franklin Avenue track was abandoned for street widening has been added here in black. The new route passed by but did not serve Avon Mills.
Franklin Avenue....1930 |
Franklin Avenue....2013 |
Vintage P&N electric power on the lead of a train moving east at the corner of East Franklin Avenue and Chestnut Street. This large cut of cars either came from the mill sidings or the Gastonia freight yard. Photo courtesy of University of North Carolina-Charlotte Library.
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The same vantage point of the East Franklin Avenue- Chestnut Street intersection eighty years later. The only common denominator in these two images is the location and the rise on Franklin Avenue in the distance. Dan Robie 2013
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Although certainly a nuisance for automobile traffic, the street trackage was ideal for the P&N interurban service. The route served a densely populated area of town and the depot was located along this stretch at the southeast corner of Franklin and Broad Street. This operation remained intact until after World War II. The final interurban runs occurred on September 21, 1948—a late date as interurbans go---and the Franklin Avenue widening project commenced circa 1950. When Franklin Avenue was widened, the railroad was abandoned within its right of way and relocated to its current configuration as it exists today. The line also crossed the Carolina & Northwestern Railway (a subsidiary of the Southern Railway) with a double diamond at the Broad Street and Franklin Avenue intersection.
City Scenes Past and Present
A bird's eye view of the East Franklin Avenue and South Broad Street intersection as it appeared circa 1946. The tracks of the Carolina & Northwestern Railway are running in and paralleling South Broad Street. Note the interurban running on P&N rails in East Franklin Ave. Photograph by Jim Heracklis; print courtesy of Jim Brown, Cam Art Studios and VintageGastonia.com
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More than sixty years after the previous image, this is how the East Franklin-South Broad intersection appears today. The only similarity is the railroad (ex- Carolina and Northwestern Railway) running between the lanes of South Broad Street. Dan Robie 2013
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The block bounded by North Broad on the west, East Main north, South Avon east, and East Franklin south contained an arrangement of railroad track as unique as any. Inside this block was the P&N depot, freight terminal, and Gastonia yard. In addition there was the connecting tracks to both the Southern and Carolina & Northwestern and a wye connecting the P&N and C&NW. This block managed to pack in residences and industry, too, such as the Texas Oil Company, Swift & Company, and a cotton warehouse.
Once the hub of Gastonia operations, the forlorn P&N depot at Gastonia as it appeared in 1985. Standing as a sentinel to a bygone bustling era, the building is obviously deteriorating with the windows boarded up. A real pity this structure could not have been renovated for use as a museum or another civic use. Sadly, it fell prey to the wrecking ball in 1995. Image copyright Timothy Craig Ellis /VintageGastonia.com
The heart of Gastonia in the heyday of the railroad. This 1922 Sanborn map captures the intricate trackage at city center featuring the multi-track Southern Railway, the north-south Carolina & Northwestern Railway, and the P&N terminal area. This would be a challenging yet fascinating track plan to recreate on a model railroad.
It is twilight in both the literal and figurative states during the early CSXT era at Gastonia. Departing the old yard near the former P&N depot, this late afternoon train led by former SCL GP16 #1837 begins the return trek to Charlotte on this day in 1987. Four years later, CSX would divest itself of the former P&N from Mount Holly to Gastonia. Image courtesy Mike Falls 1987
A look at the 1922 Sanborn map above at the center of Gastonia places into context the hub of railroad operation within the heart of the city. During its heyday from circa 1920 until the 1960s, this region bustled with industrial and railroad activity. Nary an idle moment was had with three railroads co-existing and movements 0n at least one at any given time. The railfan of yesteryear in Gastonia was treated to this non-stop action--the high profile Southern Railway main line with heavy density freight and passenger trains, textile and furniture laden traffic of the Carolina and Northwestern Railway on its route encompassing both Carolinas, and of course, the busy Piedmont and Northern Railway. P&N traffic was in plain view--the busy Gastonia freight and passenger terminals, switching activity at the textile mills and added to this, passenger and interurban movements. The zenith of the P&N in Gastonia was the early 20th century ebbing with the removal of the Franklin Avenue street trackage in 1951.
The engineer and conductor look on for posterity as P&N powered combine #2101 and an unidentified mate operate on Franklin Avenue in this 1930 image. Image courtesy of University of North Carolina-Charlotte Library.
A giant operation in a city populated with mills, the mammoth Firestone Mills is pictured here as it appeared in 1955. Built as the Loray Mills in 1907, it was reorganized in 1935 by Henry Firestone. The plant employed well over 2000 workers at its peak and remained in operation until 1993. Image courtesy Bob Ford/Semaphore
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Still standing as a symbol of old time Gastonia, the Loray/Firestone Mills as it appears almost sixty years after the above image. It is an imposing structure that is undergoing a long sought renovation for various usage. Dan Robie 2013
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A 1922 layout of the region of west Gastonia with Loray Mills and the exploded diagram of the plant itself. Both the P&N and Southern Railway shared a spur to serve this huge textile mill.
The P&N decline in the Gastonia area, not unlike any other region of the country, began in earnest during the post-World War II years. With interurban service ending in 1948 and the subsequent removal of the street trackage on Franklin Avenue, this immediately reduced the number of customers served within Gastonia. It was also during this era that industry began consolidating and over the road trucks began taking the business once dominated by rail. With the passing of decades the rail business once served by the P&N had declined steadily. By the time that CSX had acquired what once was the P&N during the 1980s, the traffic from Mount Holly to Gastonia was in effect evaporated and resulted in its sale to the NCDOT in 1991.
The remains of an old P&N siding at the intersection of West Franklin Avenue and Webb Street. The outline can be seen in the pavement where it crossed the street. Dan Robie 2013
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The northeast corner of East Franklin and North Broad where the P&N Gastonia passenger depot once stood. It was demolished in 1995. Dan Robie 2013
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In hindsight, the P&N presence in Gastonia peaked early--probably the 1920s. Once the railroad was constructed, there was simply no possibility for later expansion due to the Carolina and Northwestern Railway occupying the southeast/southwest sectors of the city. Of course, the Southern Railway commanded the north-south corridor preventing any development by the P&N in those directions. As noted earlier, the Southern used its powerful political lobby and influence to block the P&N from constructing south to connect its North and South Carolina Divisions. In effect, the railroad was landlocked in Gastonia. This was a marked contrast to Charlotte where the P&N continued to expand its customer base with the development of industrial parks until the early 1960s.
A view of the P&N main line encased in Franklin Avenue shortly before its 1951 removal for street widening. In a move that would shock the business world today, P&N by its own volition sacrificed profit for the improvement of the community when it surrendered the Franklin Avenue track thereby losing customers on the west end of town. Scanned image courtesy Bob Ford/ Semaphore
The western end of the pre 1951 Franklin Avenue street trackage. The line split at South Webb Avenue with a spur to Parkdale Mills and Gray Mills.
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Gray Mills yet another textile mill in the city of Gastonia. This plant was served by a dual spur from both the P&N and the Southern Railway. This was relatively common with textile mills in proximity to both railroads.
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A 1959 view of Groves Mill during plant expansion. Image courtesy Ken Whitley/Semaphore
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The year 1959 also witnesses plant expansion at Central Yarn and Dye. A bygone era of when the textile industry boomed. Image Ken Whitley/Semaphore
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P&N line near the Chestnut Street grade crossing. This section of line was relocated here when Franklin Avenue was widened circa 1950s and its street track removed. Dan Robie 2013
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The P&N main at the East Main Street grade crossing. The track boundary separating P&N and Norfolk Southern jurisdiction. The open area to the right was once occupied by the old P&N freight terminal and yard. Dan Robie 2013
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The P&N interchange with the Norfolk Southern as it appears today. In this view looking north, the P&N diverges to the right. Dan Robie 2013
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Afterword
Until only a short few years ago, I knew very little about the Piedmont and Northern Railway. References to it were heard often at work but as to any significant amount of history, that aspect was non-existent. It was only after hearing a discussion about the road by fellow railfans that encouraged me to research the road and its history. This page is the result of that research along with some leg work and the privilege of conversing with fellow employees both active and retired who had connections to the road. Certainly not a comprehensive works by any measure but my hope is that the reader has found it informative.
From a personal standpoint, the P&N has become one of my favorite roads from history. It possessed a rich blend of charm, independence, and a uniqueness that distinguished it from most other railroads. The company was well managed--it had to be to survive as it did---competing on the same turf in the shadow of the Seaboard and Southern giants. It truly was a David coexisting with Goliaths. Another remarkable characteristic of P&N was that it retained its kinship to the communities it served while exhibiting keen foresight towards future growth. The times and trends changed but the company never shunned its small road persona.
21st Century P&N Operators-The Name Remains the Same
The potential for 21st century rail revival on the P&N has returned, however. Patriot Rail now (2013) operates the NCDOT owned Mount Holly-Gastonia section and it projects the railroad to be more than simply a return to the Piedmont and Northern in name only. Rail customers are needed---and if they can be attracted---will translate into business and jobs.
Patriot Rail--the "New" P&N
The modern day Piedmont and Northern as operated by Patriot Rail. Map highlights the line from Mount Holly to Gastonia and also includes the Belmont branch. Map used with permission of Patriot Rail.
The old adage “it’s hard to keep a good man down” might also apply to a once successful railroad stamped by time and memory. So it is with the Piedmont and Northern. Forty years after the 1969 merger with the Seaboard Coast Line, the name has been reincarnated to apply to a section of the railroad that once bore that name.
In December 2010, Patriot Rail, a holding company that operates several short line railroads in the United States, announced it had signed a 20-year agreement with the North Carolina Department of Transportation (NCDOT) to operate the former 13 miles of P&N line between Mount Holly and Gastonia. The NCDOT had acquired the line from CSX in 1991 and for twenty years, the line lay dormant with track in place but in a state of disrepair.
In December 2010, Patriot Rail, a holding company that operates several short line railroads in the United States, announced it had signed a 20-year agreement with the North Carolina Department of Transportation (NCDOT) to operate the former 13 miles of P&N line between Mount Holly and Gastonia. The NCDOT had acquired the line from CSX in 1991 and for twenty years, the line lay dormant with track in place but in a state of disrepair.
PNRW GP15-1 #1434 shares the scene with a trio of CSX Geeps at Pinoca Yard shortly after the locomotive arrived with CSX F769. The following day, it was delivered to the P&N at Mount Holly. Dan Robie 2011
After refurbishing the railroad with new rail and ties and the installation of crossing signals, the “new” P&N initiated test runs during the early 2012. Revenue service began shortly thereafter and at present, four active rail customers are now served in addition to locomotive storage. The former branch to Belmont has been partially rebuilt and the hope is for eventual return of business along this stretch of rail also. Also to the advantage of operation, the short line has a dual interchange with CSX at Mount Holly and the Norfolk Southern at Gastonia.
The other locomotive on the current P&N roster, PNRW GP15-1 #1451, at rest in Ranlo. A striking color scheme that stands out making them quite photogenic. Dan Robie 2013
Statistics and trends indicate the future outlook of the Patriot Rail/P&N railroad is positive as the rail industry as a whole continues to prosper. The new P&N is headquartered at Gastonia.
Stored AEX leaser locomotives on the Belmont line at North Belmont. Quite a gaggle of models and paint schemes. Dan Robie 2013
2014 Update
The North Carolina Department of Transportation (NCDOT) announced in September that Patriot Rail opted not renew its lease of the Mount Holly-Gastonia trackage for 2015. The two shippers along the route will continue to be served until a new operator can be secured. Despite this change, Gaston County officials remain optimistic that the line will eventually attract additional shippers. Whoever takes over the operation in 2015, it remains to be seen whether the Piedmont and Northern name will be retained.
October 1, 2014: Here is a link to a byline that appeared in the September 28 Charlotte Observer and will remain here as long as it stays active. Some rather grandiose plans founded in optimism at this time.
October 1, 2014: Here is a link to a byline that appeared in the September 28 Charlotte Observer and will remain here as long as it stays active. Some rather grandiose plans founded in optimism at this time.
2015 News
July 30, 2015: Final day of operation under Patriot Rail. Iowa Pacific is reported to take over operation of the line. Simply changing the operator is not a cure all for this this piece of railroad. Hopefully, some dedicated effort will occur to generate additional online business moving forward. In addition, it appears the Piedmont and Northern name will not be retained---Iowa Pacific Holdings will operate here under the name Piedmont Railway, LLC.
Patriot Rail closure. The two GP15-1s move north on NS P99 through Kannapolis, NC on the evening of August 2, 2015. These locomotives will be repositioned to Patriot Rail elsewhere since its Piedmont and Northern operation has terminated in North Carolina. Image by Donna Robie
a New Face
Effective August 1, 2015, operation of the Piedmont and Northern route passed from Patriot Rail to Iowa Pacific, LLC. The new company operates other short line railroads across the country and is among the most respected of many such enterprises. Iowa Pacific will face the same challenge that led to the vacancy by Patriot Rail---the need for shippers. It will take a cooperative effort by local governments, economic planners, and the railroad itself to ensure the long term success of the railroad. At the time of transition, Iowa Pacific listed the operational name of the route as the Piedmont Railway. Whether this reverts to Piedmont and Northern remains to be seen. As in regards to the railfan or historian, it will always be the P&N.
At the outset, Iowa Pacific leased GP60 #7144 from Norfolk Southern to commence operations until its own power could be transferred. In September, that power arrived on the property in the form of SLRG F40PH #456 and F40PH (actually a slug) #457. A rather unique and interesting choice of ex passenger power for use on a freight short line.
At the outset, Iowa Pacific leased GP60 #7144 from Norfolk Southern to commence operations until its own power could be transferred. In September, that power arrived on the property in the form of SLRG F40PH #456 and F40PH (actually a slug) #457. A rather unique and interesting choice of ex passenger power for use on a freight short line.
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These F40PH locomotives make for visually striking power. With SLRG (San Luis and Rio Grande) reporting marks and obvious Rio Grande influence, they stand out in vivid contrast to the surroundings. Dan Robie 2015
Christmas Train
The Iowa Pacific has quickly created a positive atmosphere since taking over operation of the railroad in 2015. From a freight standpoint, there has already been a slight increase in carloads although several parties proactively must increase the traffic by luring in additional shippers. The line has promise if marketing can actively promote it. The railroad has quickly endeared itself to the railfan--and public---with its striking locomotives and running of a Christmas Train mere months into Iowa Pacific operation. Hopefully, this is a portent to prosperous and interactive times ahead.
From a knoll overlooking the Belmont spur, the P&N Christmas Train idles between runs prior to another group of passengers boarding. Dan Robie 2015
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Two bridge top views of the Christmas Train returning across the South Fork River bridge. A sunny day but the light was not totally favorable for these images. Dan Robie 2015
Broad side view of the train on the South Fork River bridge. A scenic vista along the river bottom with the train above. Still a trace of autumn color lingering into the first week of December. Dan Robie 2015
January 2016 Excursion
If one were to wish to experience the atmosphere of the original Piedmont and Northern Railway era, a day spent along the railroad on January 30, 2016 would have provided a sampling. Sponsored through the parent company Iowa Pacific, the road operated two excursions from North Belmont via Mount Holly to Gastonia on a beautifully mild winter day. The road had operated excursions previously during the Christmas holiday season but the highlight of these trips was the trains taking passengers into the heart of Gastonia----the first since 1951. In reality, this possibly was the first time passengers arrived in Gastonia on the P&N as it is configured now. It was also 1951---the year that the road discontinued passenger service---that the street track in Franklin Avenue was removed and realigned north of the street to the Gastonia depot/yard and connections to the Southern and Carolina & Northwestern Railways.
After departing North Belmont, the locomotives toil on the steep grade leading to Belmont Junction. Dan Robie 2016
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The power runs around the train at Belmont Junction. Locomotives will couple to caboose for run to Gastonia. Dan Robie 2016
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Early morning westbound run between Mount Holly and McAdenville. High transmission power line towers frame the scene. Dan Robie 2016
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Although the Mount Holly-Gastonia excursions were roughly a 10 mile or so affair, it had an ambience of a longer distance trip. Perhaps it was the tenure of each trip---approximately three hours---in conjunction with the trains passing through different communities. The trips included photo run-by opportunities for the passengers and punctuating the excursions with an exclamation point, a thirty minute layover at Gastonia featuring a food and/or refreshment stop at locally renowned Tony’s Ice Cream Shop. This family owned and operated business is nearly as old as the Piedmont and Northern Railway itself. Dating to 1915, it has served generations of railroad and mill workers as well as the general public. My friends and co-workers from CSX---current and retired--- with connections to the original P&N and successive Seaboard Coast Line era gleefully reminisce about the stops at Tony’s when working Gastonia.
On the return from Gastonia, the excursion rounds a curve at the Powers Road grade crossing near McAdenville. Dan Robie 2016
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Running westbound through East Gastonia at a good clip. Long tangent from Ranlo continues through here. Dan Robie 2016
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NCDOT caboose accompanied the excursion run. Avon Street crossing in Gastonia. Dan Robie 2016
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Iowa Pacific in its early tenure as operator of the Piedmont and Northern has established serious momentum. It has quickly endeared itself to the public---most incognizant of its storied ancestry---and to the rail historian and enthusiast. If the operation can continue to expand with a steady customer base while simultaneously operating excursions, it will mean a mutually winning situation for all. Perhaps it can further pay homage to the original P&N with a locomotive painted to reflect that bygone era.
The tight confines of the P&N looking from Davis Avenue towards the connection with NS. Still beholding of old time flavor here. Dan Robie 2016
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Platform view of the train consist. Two Pennsylvania Railroad coaches and a Great Northern dome car. The old Avon Mills building is at left. Dan Robie 2016
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A local landmark---Tony's Ice Cream Shop on Franklin Avenue. The excursion train passengers were treated to tradition and left with satisfied palettes. Dan Robie 2016
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December 2016
During July 2016, the F40P locomotive set was involved in a grade crossing accident and subsequently taken out of service. As a result, the P&N leased power from Norfolk Southern which consisted of a GP60 and later in year, a MP15E. The P&N also used a SD50-2 on loan from CSX. During the interim, an order was placed for two SLRG F7As that wore the paint of the Lehigh Valley.
Used for freight operations, NS MP15E #2394 also served as the Christmas train power in 2016. Pictured here at Ranlo with Christmas train and CSX SD50-2 #8587. Image by Matt Robie
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A 2016 Christmas train crosses over Interstate 85 at Gastonia in the late afternoon light. Image by Matt Robie
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There was initially a slight hope that these locomotives would arrive in time for the Christmas excursion trains. Unfortunately, it was in December when they arrived and upon inspection, were found to have mechanical defects. By the end of the year the decision was rendered to send the F7As to Iowa Pacific shops in Grenada, MS for repair. Although the locomotives never turned a wheel in revenue service on the P&N, they proved to be magnets for photographers.
The SLRG F7A units at Ranlo in December 2016. Adorned in fading Lehigh Valley red and black, the locomotives were the center of both attention and uncertainty. Unfortunately, they did not turn a wheel in service on the P&N and were subsequently sent to Mississippi. Image by Matt Robie
2017-The Only Constant is Change
In spite of its visibility in the community and railfan circles, the Iowa Pacific operational tenure of the P&N proved all too brief. The company operated at a loss that existing business or special excursions could not offset. Whether the additional business was not there or marketing failed to create shippers anew, the decision was made not to renew the NCDOT lease on the P&N in 2017. With the departure of the Iowa Pacific, a short lived era of railroad enthusiasm concerning the line also perished. For two years, the railroad was in the public eye with its railfan-friendly cooperation and special excursions which will be recalled with fondness.
The newest operator to step in was Progressive Rail, Inc., a holding company that operates small railroads at various locations across the United States. It began operations in 2017 with the intention of creating a profitable railroad despite its short 14 mile length. It was also announced that it would explore the possibility of excursion trains although not committing with absolute certainty.
2022-A Revolving Door
On May 2, 2022, Joplin, MO-based Jaguar Transport Holdings began operation of the former P&N right of way between Mount Holly and Gastonia. Christened as the Charlotte Western Railroad, this change marks the fourth operator in less than a decade to acquire this potentially fruitful but yet unfulfilled Charlotte-Gastonia metro rail corridor. Although this endeavor officially deviates from the long-standing Piedmont & Northern name the railroad will undoubtedly continue to be known as "the P&N" by older generations.
To begin with or return to "Piedmont and Northern--Yesterday and Today" Part I, click here.
Credits
I am grateful to the following individuals and organizations for making this page possible:
Bill Ault
Charlie Bogans---CSXT/former P&N employee
Warren Calloway
Charlotte Observer
Gary Clark
Mike Falls
Tom Fetters
Bob Ford---CSXT (retired)
Eric Furr
Jim Gaska
David Gibson
John D. Jones
Jeffrey Kraemer
North Carolina History Project
Patriot Rail
Eb Reynolds--P&N/CSXT employee (retired)
Matt Robie
Sanborn Historical Maps
Semaphore/P&N company publication
Marcus Toomey--CSXT
Max Toomey
University of North Carolina-Charlotte Library
VintageGastonia.com --an outstanding web page loaded with images and history about Gastonia.
Ken Whitley-former P&N employee
Wikipedia