A circa 1920s photo of Carolina Cotton Mills in its heyday at Maiden, NC. This railroad shipper along the Carolina & Northwestern Railway operated in earnest until deep into the 20th century. Image courtesy Joe Duckworth 

Route of the Carolina & Northwestern Railway-Part I

Preface

A search through the history of select Southeastern American railroads will reveal a common denominator. Many that were constructed during the antebellum period were destroyed in the cataclysm that was the Civil War but began life anew in its aftermath. In specific instances a railroad was originally constructed as broad/standard gauge and rebuilt in the post-war period as a narrow gauge—or vice versa. The renaissance usually resulted in a new name and/or ownership that culminated in the absorption of the line by larger railroads and to what ultimately became the large Class I systems. Characteristically, the Carolina & Northwestern Railway adhered to this pattern and throughout its active existence operated under control of the Southern Railway yet remained a separate entity but for brief periods of time. Its existence filled a niche with its direct north-south route from the central Piedmont region extending from North Carolina into South Carolina serving the furniture industry at its northern end and textiles throughout its corridor. These two industries dominated its traffic base and with little diversification in later years, the railroad existed and subsequently perished with their demise.  

Expanding the thought, examples abound of specific railroads that operated in their entirety--either as built or through expansion by subsequent acquisition-- during peak years only to abandon segments at a later date. The concept is not new and, in fact, became commonplace during the 1970s with the beginning of mega-mergers that created the huge rail systems that exist today. However, a deviation from the reductions in modern times are the railroad systems of the past that operated as (a) truncated version(s) of themselves. In a number of instances, the railroad continued to exist after it had abandoned segment(s) many years earlier. Representative of such lines that operated in North Carolina are the Danville & Western Railway and Atlantic & Western Railway--also featured on this web site--and the topic at hand, the Carolina & Northwestern Railway.

​The majority of what comprised the Carolina & Northwestern Railway is today abandoned but for fragmented sections. Between Lenoir and Hickory, the present-day Caldwell County Railroad serves the remaining industry within that sector. Norfolk Southern continues to operate a short section extending south through Newton to local industry and likewise south from Gastonia for shippers extending to the proximity of the South Carolina border. At its southern end, track remains intact from Chester a few miles north to a business park but is currently out of service. For the remainder of its route, the track is removed except for several miles southbound of active Norfolk Southern (NS) service from Newton towards Maiden. Although the majority of this sector is out of service, the track remains intact as a railbanked NCDOT protected right of way.

If the railroad is examined from its peak--the 134-mile corridor extending from Edgemont, NC to Chester, SC--a diversity of geography exists that defined the character of its right of way. From the base of the Smoky Mountains north of Lenoir, the Carolina & Northwestern Railway meandered south through the foothills of the North Carolina Piedmont. Its dominant stream association was with the South Fork River from Lincolnton to Dallas before entering the urbanized region of Gastonia. South of Gastonia, the terrain leveled and remained so through its passage of South Carolina to Chester.  

Condensed History

The humble origin of what ultimately became the Carolina & Northwestern Railway is time stamped in the 1850s. Constructed as the Kings Mountain Railroad, it was unusual in that it was built as a 5- foot wide gauge but conformed to the non-standardization of railroads in the South that prevented interchange in numerous instances. The life of this railroad was short—within a decade, it was totally destroyed by the Union Army during the Civil War. In its wake, the right of way laid dormant until 1873 when the Chester & Lenoir Railroad (C&L RR) was formed. Concurrently, another railroad was chartered with the same objective by the name of the Carolina Railroad—also known by Carolina Narrow Gauge Railroad (CNG RR). Ultimately, the two companies “merged” on April 3, 1874 but as separate entities, had already conducted independent surveys and grading.

Construction in earnest began at Chester, SC--much of it using convict labor--completing the line to Yorkville (York) by March 1875. By the following June 1876, the railroad had crossed into North Carolina reaching Gastonia. Thereafter, construction slowed to a crawl and the railroad did not arrive at Lincolnton until July 1881. At this time, ownership had depleted its capital and turned to the Charlotte, Columbia & Augusta Railroad (CC&A RR) for an influx of needed funding. In exchange for needed backing to complete the line to Lenoir, a lease agreement was signed whereby the CC&A RR obtain operational rights on the railroad. But before the agreement was signed, the CC&A RR was merged into the Richmond and Danville Railroad (R&D RR) in September 1882. In spite of transitioning ownership, the previous commitment was honored and the R&D RR supported the resumption of construction by the CNG RR to Lenoir.  

In June 1884, the northern objective of Lenoir was accomplished and the "finished" railroad began full-fledged operation with a 110-mile-long route. At this beginning, the Chester & Lenoir Narrow Gauge railroad claimed an impressive roster for a road of its size. Among its assets were seven (7) locomotives, twelve (12) passenger cars, two (2) business cars, and a freight roster consisting of one hundred-eleven (111) various cars. Although the road was constructed as narrow gauge, the section between Newton and Hickory was actually dual gauge as the CLNG RR shared this right of way with the standard gauge Western Carolina Railroad (WC RR).

By the 1890s, the Chester & Lenoir Narrow Gauge Railroad was in financial dire straits. The company entered receivership then underwent reorganization, but it was of little consequence in curing its cash flow woes. Now operating under the name of Chester & Lenoir Railroad, it was in trouble and compounding matters was the concurrent financial ails of the Richmond & Danville Railroad--its primary backer. In 1893, the R&D RR entered bankruptcy court and as a result was reorganized as to include the Chester & Lenoir Railroad. (Enter the dawn of the Southern Railway which would impact the C&L RR and in ensuing years, the Carolina & Northwestern Railway) Since the C&L RR was unable to cover its operating expenses the line entered receivership which managed its affairs until 1897. At this time--and with the approval of the Southern Railway--the Chester and Lenoir Railroad vanished as a corporate entity but was reincarnated as the Carolina & Northwestern Railway.

1907 was an active time for passenger travel predating the automobile. One long distance train operated the length of the route and secondary trains existed between Gastonia north to Lenoir and south to Chester, respectively.        

The new century witnessed upgrades and extensions to the former C&L route by the Carolina & Northwestern Railway. In 1902, the entire railroad was converted from narrow to standard gauge. Expansion occurred in 1910 with the acquisition of the Caldwell & Northern Railroad (more detail about this to follow) and ultimately extending its former rails to Edgemont, NC increasing the total length from Chester, SC to 134 miles. During the first two decades of the 20th century passenger service was robust; two long distance trains (one north (#10), one south (#9) operated between Lenoir and Chester and complementing these were four secondary trains. Operating between Lenoir and Gastonia were #62 (north) and #63 (south); these two trains connected with the Caldwell & Northern trains north and south between Lenoir and Edgemont until the line was absorbed by the C&NW in 1910. On the south end, Trains #60 (north) and #61 (south) operated between Chester and Gastonia. Based on schedules, Gastonia was a major connecting hub for the C&NW with the Southern Railway. 

Unlike a number of other railroads that fell into the Southern Railway conglomeration, the C&NW RR basically remained an autonomous operation. In 1910, it constructed shops at Hickory for car repairs and eventually, locomotive construction. From the World War I era continuing into the 1920s, the railroad served an extensive industrial base and especially in the North Carolina region. The textile and furniture manufacturing industries flourished in major centers such as Lenoir, Lincolnton, and Gastonia. Although less industrialized, South Carolina generated revenue for the railroad at Clover, York and Chester.

During the 1930s, the most significant change on the railroad was the abandonment of the line north of Lenoir (Valmead) to Edgemont in 1938. The major contributors to this action were the depletion of timber and devastating floods that led to the premature decline of the region. Depression era volumes also decreased on the railroad resulting in only one scheduled train per day traversing the route between Chester and Lenoir. In 1940 on the eve of World War II, the Carolina & Northwestern Railway was absorbed into the Southern Railway system.

An expanding highway system and the influx of trucks and automobiles--as it did with all other American railroads--steadily eroded the rail passenger business. By 1941, the C&NW was operating only two passenger trains (#1 south and #2 north) between Chester and Lenoir daily. With the steady decline--compounded by a brief attempted wartime discontinuance--passenger service became futile and was abolished altogether in 1947. The following year witnessed the conversion from steam to diesel power which resulted in a substantial reduction to the workforce--not unlike other roads. The Carolina & Northwestern Railway was among the first railroads in the country to completely dieselize. Of note, the parent Southern Railway was the first major road to accomplish the feat.

At right: A C&NW passenger timetable published May 11, 1941. By this date, only two trains remained with one in each direction. This was effectively the twilight of service on the route as it would be abolished six years later in 1947.

From the immediate post-war era into the 1960s, the Carolina & Northwestern Railway remained a busy subsidiary of the Southern Railway. Its economic base remained strong as the furniture manufacturing and textile industries continued to thrive. Its two largest economic engines--Lenoir and Gastonia--teemed with business employing thousands and generating carloads for the railroad. Unfortunately, one negative derived from affiliations and mergers is often the creation of redundant lines or the option of serving a specific point from another route. The weakest link in the remaining C&NW system was the 22-mile section of railroad between York and Chester as there was no appreciable industry located in this sector. By 1970 it was deemed expendable, and the track was removed from York to the north end of Chester. The Chester area would now be directly served from the Southern Railway Charlotte-Charleston (R) line. Irony exists in many veils and in this case, it is interesting to note that the first two sections of the C&NW to be abandoned were its extreme northern and southern ends.

Although the Carolina & Northwestern Railway had been an independent operation of the Southern Railway (the Southern Railway designation for the C&NW was the "HG" Line) the parent company absorbed it in 1974 and in name, the railroad ceased to exist. The Southern Railway itself became a merger partner with the Norfolk & Western Railway in 1982 forming the Norfolk Southern. After the merger, the Carolina and Northwestern Railway name was resurrected and expanded to include the former Southern Railway subsidiaries Norfolk Southern Railway (original Norfolk, VA to Charlotte route) and the Yadkin Railroad (Salisbury, NC to Albemarle, NC). During the 1980s and 1990s, additional sections of the C&NW were subsequently abandoned leaving a fragmented railroad operated by Norfolk Southern and the Caldwell County Railroad. For a railroad once dubbed the "Can't and Never Will"--a play on its initials for expansions never realized--the Carolina & Northwestern Railway casts a rich legacy of a bygone era when the furniture and textile industries dominated the regional economies. ​

Part I focuses on the region extending from Edgemont to Lincolnton

Lost Line to Edgemont (Caldwell and Northern Railroad)

For the rail historian, there is a nostalgic aura about exploring a region where the railroad disappeared many decades ago. Along the right of way telltale remnants whisper of a time long ago; possibly old buildings in ruins or debris beside a traceable roadbed. One can escape into reminiscence as a stream cascades over falls--a sound that once shared the echoes of passing locomotives and the shrill of their whistles. Standing along Mulberry Fork in Caldwell County, North Carolina one can envision such a scenario harkening into history with the existence of the Caldwell and Northern Railroad (C&N RR). 

Early 1900s map of the narrow-gauge Caldwell and Northern Railroad as built north from Lenoir to Collettsville. This depiction predates the expansion of the line that eventually extended to Mortimer and Edgemont.

Northwest of Lenoir lay rich timber stands on the eastern slope of the Blue Ridge Mountains and in an era of exploding economic growth and railroads to serve it, a narrow-gauge railroad was built. In 1891, a charter was issued to the Caldwell Land & Lumber Company for construction of eleven (11) miles of railroad from Lenoir to Collettsville. Originally chartered as the Lower Creek & Linville Valley Transportation Company, the name remained until a revision to the charter in February 1893 renamed the company as the Caldwell & Northern Railroad. Small in size, it rostered two locomotives, twenty-one (21) flatcars, and a single coach. Although the construction of the route created a reliable means of travel for residents along its route the primary objective was to harvest timber for the fledgling furniture industry rapidly developing at Lenoir. The C&NRR was profitable for its owners as it gradually extended westward along Wilson Creek until its coffers were emptied by 1903. 

In 1905, the Carolina & Northwestern Railway gained control of the railroad although it continued to operate under its Caldwell & Northern Railroad charter. Expansion of the line continued along Wilson Creek until reaching Mortimer and by the following year, completion to Edgemont. When the Carolina & Northwestern assumed outright control of the line in 1910, plans were undertaken to further extend the railroad along Wilson Creek to the Linville Gorge and ultimately, to Butler, TN but the goal was never achieved. The rugged terrain compounded the already slow construction and the dream proved futile. Edgemont remained the terminus of the railroad but under control of the C&NW, the railroad was converted to dual gauge enabling operation by the standard gauge C&NW as well as 3-foot gauge logging trains. A spider web of narrow-gauge lines fanned out from the area to reach the dense timber stands within the region.

Edgemont was a community teeming with activity during the first decade of the 20th century. When the Caldwell and Northern Railroad was acquired by the C&NW in 1910, it was the northernmost point on the system. During its heyday, Edgemont was a destination for workers at nearby Mortimer and tourists from points beyond. Image Caldwell County Heritage Museum

At the end of the line lay Edgemont of which was small in terms of commercial importance. Instead, it served as recreational respite for regional residents in nearby Mortimer and as a magnet for long distance travelers allured by the mountainous retreat. In terms of the railroad, the passenger train was dominant transporting travelers to and from this paradise. At the end of the line was a wye used to turn power for the return south over the C&N RR and into Lenoir.​ Edgemont hosted a church and school for the local population and as a recreational destination, a hotel to board its visitors.

As we continue the long trek south that will ultimately end at Chester, SC, the next community of railroad consequence is Mortimer. There is an aura to this location beginning with its name in a resonance that harkens with old time flavor. It is a name that can apply to the Old West as a silver or gold ghost town long since vanished from the map. Hence, it is equally applicable to a timber camp which marked the humble origin of this North Carolina mountain village with a unique if not tragic history.  

Color postcard rendition of Mortimer at its pinnacle circa 1915. A disastrous fire occurred in 1916 destroying most of the town. Although rebuilt it never recaptured the boom of its heyday. Image University of North Carolina

The United Mills at Mortimer as it was in 1923. It was the first of two mills that operated in the community during the early 20th century. This mill created a brief revival within the community after the devastating flood.  Image University of North Carolina

Logging gave birth to Mortimer when the Ritter Lumber Company purchased the land in 1904 to both extract timber and to house its workers. Soon a sawmill and textile mill were constructed to employ the roughly eight hundred residents of the area. As the community further developed, it witnessed the addition of blacksmith shop, church, school, and hotel. For a decade, Mortimer prospered with the timber business and the textile mill as a solid backbone to the local economy. And then in 1916, all of this came to an abrupt end. A sweeping fire devastated the timber region and this was followed by a devastating flood. The railroad was washed out and the effects of fire and flood destroyed the Ritter Lumber Company operations in the region forcing it to leave within a year. As a result, Mortimer was decimated structurally and economically. Six years later, hope sprang anew with the construction of the United Mills Company cotton mill which breathed stimulus into the decimated community. Meanwhile, Mortimer had been slowly rebuilding from the flood damage incurred in 1916. But sadly, this too was short lived. By 1925, the remaining timber in the area was exhausted and although the town was resuscitated structurally in 1933, inevitable decline loomed on the horizon. The following year the O.P. Lutz Company opened a hosiery mill sharing the cotton mill buildings but the business did not flourish. In 1940, western North Carolina experienced catastrophic flooding and as fate would imply, Mortimer was not spared. This was the economic death knell for the community as it never recovered and receded into quiet memory. Today, the area is sparsely populated with the majority of land under the jurisdiction the US Forest Service.

Between Mortimer and Collettsville lay three other whistle stop communities--Fillip, Gorge,and Adako--that faded with the passing years. Adako remains identified and in railroad parlance, was the site of an impressive timber trestle--one of many that dotted the line. In a general scope, though, most of the small communities and lumber camps along the Caldwell & Northern route virtually disappeared during the ensuing decades but there are names that remain. Collettsville was significant since it was the original end of the route until the expansion to Edgemont and the site of a lumber camp. Others include Setzer and Warrior and at the northern fringe of Lenoir, Valmead, which developed into an industrial site in its own right.

Valmead

Two industries served by the railroad at Valmead in 1921 were the Moore Cotton Mills and the Caldwell Furniture Company. In a nutshell, these two businesses exemplified the lifeblood of the C&NW--textiles and furniture manufacturing.

One car is getting shoved north through Valmead destined for the Sealed Air Corporation. Conductor rides the covered hopper to protect the shove (2007). Image courtesy Joey Bowman

Greyscale photo with lens distortion creates an interesting perspective. Train is moving through the Valmead industrial region (2007). Image courtesy Joey Bowman

Early manufacturers at Valmead included the Moore Cotton Mills and an extension of the Caldwell Furniture Company with its Plant 1. The region continued to thrive into the deep 20th century and with subsequent businesses surviving to receive service by the present-day Caldwell County Railroad. In deeper context, Valmead was the sole survivor of what existed as the Caldwell & Northern Railroad. Passenger service on the route ceased in 1937 and was the location of the sever point for the railroad abandoned north to Edgemont in 1938. The track was removed by 1940 and the rails were donated to the scrap metal drive to support the war effort.

Northbound view of the right of way in Valmead at the NW Main Street grade crossing. Rails remain in the road but are removed from both sides. Dan Robie 2021

An interesting configuration to replicate on a model railroad. Abandoned right of way passes between the buildings of the Thomasville Furniture Company in a view looking south. Dan Robie 2021

From an individual perspective, there is remorse for not visiting this area a few years ago as originally intended. The railroad--although dormant---still existed in a dilapidated condition through the old heart of industrial Lenoir to its end at Valmead. During 2017-2018, the track was removed from Morganton Boulevard (US Hwy 64) north to its 1938 sever point at Valmead. Incidentally, although physically gone the track layout in the area can still be observed through the magic of Google Earth by selecting year 2017 or earlier. The observer will obtain a solid perspective of just how busy the railroad once was by the number of abandoned spurs.

Lenoir

Stretching across west central North Carolina was a region that could aptly be called the "Furniture Belt". Cities developed identities as furniture manufacturing centers such as Hickory, High Point, Thomasville, and of course, Lenoir. Their products became renowned globally for the longevity and superior quality of which uncounted examples remain in existence as a testament to the workmanship. What has not remained in existence, sadly, is the preponderance of the industry itself. A visit to Lenoir today is a sad reminder of the decline of American industry lost to imports repeated in innumerable towns across the country. An abandoned railroad right of way flanked by empty and/or demolished buildings is residue from what once was a thriving industrial base.

The former Lenoir Cotton Mills building stands majestically as the result of a restoration project. Once the source of industry in yesteryear it has been transformed into apartments today. Dan Robie 2022

South view of the Fairfield Chair Company building from the vantage point of the former C&NW freight depot. The railroad passed directly behind the building as well as a spur located here. Dan Robie 2022

The commercial district of Lenoir by the early 1900s was a plethora of business established with the coming of the Chester & Lenoir Narrow Gauge Railroad in June 1884. Unabated access to hardwood forests allowed the Caldwell & Northern Railroad to feed from birth the infant furniture industry with the raw timber that made it possible. Several of the businesses--most notably, the Lenoir Roller Mills-- were directly served by the C&N RR until it was absorbed into the C&NW system in 1910.

By the 1920s, the list of railroad served businesses at Lenoir was impressive. Although dominated in all respects by the furniture industry and associated firms, there were non-related shippers as well. Among the furniture based shippers were the following that existed as is or were in later years operating under new name(s): Caldwell Furniture Company, Thomasville Furniture Company, Kent Coffey Manufacturing Company, Harper Furniture Company, Allied Furniture Company, Galvin Furniture Company, Hibriten Furniture Company, and the Bernhardt Furniture Company. Other related industries included Ethel Chair Company, Lenoir Chair Company, Fairfield Chair Company, Lenoir Mirror Company, Lenoir Manufacturing Company and the Bost Lumber Company. The textile industry was also prominent in Lenoir with such shippers as the Moore Cotton Mill, Steele Cotton Mill, Hayes Cotton Mill and the Lenoir Cotton Mill (later Blue Bell, Inc.) . Other notable shippers during the era were the Lenoir Roller Mills and the Citizens Light and Power House. This listing is not inclusive of all the shippers that were served by the Carolina & Northwestern Railway throughout the years as there were certainly others in addition to ones served by the railroad freight terminal.

The heart of old Lenoir as it was in 1921. Populating this area was the C&NW freight/passenger depot and the expansive Harper Furniture Company.

Another busy pocket in Lenoir was this area at the southern end. The Kent Coffey Manufacturing Company, Lenoir Mirror Company, and the Lenoir Furniture Company kept the railroad busy. Note the wye located to the south.

The #1811 works its way through Lenoir as it switches the remaining customers. One of the last trains to operate prior to abandonment. Image courtesy Joey Bowman

At the north end of Lenoir was located the Lenoir Roller Mills. Prior to 1910, the Caldwell and Northern Railroad served this vicinity until absorbed by the C&NW.

More shippers that kept the rails shiny in 1921 and later. The Steele Cotton Mill, Lenoir Cotton Mill, Citizens Light and Power House, and the Ethel Chair Company.

At the extreme south end of Lenoir as it existed 1921 were five more shippers associated with the furniture industry. Hudson Veneer Company, Lenoir Veneer Company, Caldwell Furniture Company, Lenoir Chair Manufacturing Company, and the Bernhardt Chair Company contributed to rail revenues.

The post-World War II years witnessed a tremendous demand in consumer products as the nation transitioned from a wartime to peacetime economy. As a result, the list of needs enveloped the entire spectrum ranging from products such as automobiles to furniture. The latter was of great significance at Lenoir as the demand led to a boom in furniture manufacturing by multiple companies. With these increases infrastructure also required revamping and of dire importance to the Carolina & Northwestern Railway was the need for a greater capacity freight terminal at Lenoir to accommodate the business.

Booming business necessitated the construction of a new freight depot by the C&NW Railway at Lenoir. This 1950 photo depicts the new building shortly after its completion with adjoining tracks containing boxcars used by the extensive furniture manufacturing industry in town. Shippers not directly served by rail still had access to service by means of a loading dock and trucks. Image courtesy Norfolk Southern Corporation

In early 1950, Southern Railway design engineers unveiled blueprints for a new station at Lenoir to handle the increased capacity. Since passenger service ended three years earlier in 1947, the new structure was exclusively designed for freight. It was officially dedicated on April 17, 1950, with a ceremony that included business leaders from the Lenoir area. A noteworthy statistic was the volume the depot would accommodate with regards to railcars and freight--the total included twenty-six furniture factories and fifty allied industries. Along with the textile industry at Gastonia, the myriad of furniture concerned industry was the crown jewel of the C&NW system. 

Lenoir Freight Depot...1950

Optimism was in the air with the completed depot ready to serve the bustling furniture business that was Lenoir. Company employees pose for the photographer to commemorate the event. Image courtesy Norfolk Southern Corporation

Lenoir Freight Depot...2021

Once the hub of the Lenoir industrial district, the 1950 C&NW freight depot stands as a forlorn symbol 72 years later. Boxcars laden with furniture products have yielded to a literal emptiness only occupied by the memories of yesterday. Dan Robie 2022

The 1950 depot fulfilled its role for four decades through changing trends and economic challenges. Although business remained strong the trucking industry made inroads by tapping into this quantity. However, the largest adversarial impact was by the influx of foreign imports beginning in the 1980s and later exacerbated by unfavorable trade agreements. The decline resulted in Norfolk Southern--the operator since 1982--to purchase the railroad from Lenoir to Hickory to the Caldwell County Economic Development Commission in 1994. Norfolk Southern conveyed the depot to the City of Lenoir in 2018 for historical preservation.

Northbound view of the right of way from US Hwy 64. This marks the beginning of the removed track north through town to its end at Valmead. Dan Robie 2020

Opposite view looking south at the girder plate/deck bridge spanning Lower Creek. Kudzu has replaced trains once laden with furniture products destined for market. Dan Robie 2022

Telephoto zoom shot of the #1811 crossing Morgantown Boulevard as it approaches the Lower Creek trestle. Compare this image with both at left after the line to Lenoir was abandoned and the track removed. This photo was taken in 2006 one year before trains ceased operation into the old town center of Lenoir and Valmead. Image courtesy Joey Bowman

From 1990-1994 operating as a reincarnated but truncated Carolina & Northwestern Railroad, Lenoir and Valmede continued to generate carloads but industry had markedly declined.  After the Caldwell County Railroad (CCRR) began operation, there was still a semblance of railroad served industry remaining in the old town center of Lenoir but a mere decade later in 2007, the end had arrived. The CCRR made its final runs that year ending more than a century of rail service in Lenoir. As with Valmead to the north, though, a time capsule of the track layout and abandoned spurs can be viewed on Google Earth year 2017 or earlier.

Caldwell County Railroad on Former C&NW Rails

​A typical practice of the post-merger era---one that continues to this day--- was the shedding of secondary lines considered by Class I carriers as higher cost/lower density routes with small to medium sized shippers. The ex-C&NW track from Hickory to Lenoir operated by Norfolk Southern fell into this category and 1990, the carrier initially spun the line off for leasing in its Thoroughbred Shortline Program which operated it under the name of Carolina & Northwestern Railroad until 1994.  Later that year, the Caldwell County Economic Development Commission purchased the line from NS and in turn, leased it to the Caldwell County Railroad Company, an operating subsidiary of Southeast Shortlines, Inc.

Even in the modern-day annals of railroading the spirit of an extinct carrier can still survive in a modified capacity. That certainly applies in both the literal and figurative sense to the track that once comprised the northern end of the Carolina & Northwestern Railway. Reminiscent not only of times gone by with trains weaving on curves through the rolling hills but also with locomotives sporting a paint scheme from yesteryear. Such as it is today with the presence of the Caldwell County Railroad which rosters two EMD GP16s (#1747 and #1811) wearing the paint scheme of CSX predecessor Family Lines. The CCRR opted to retain this scheme--as of 2020, one has been repainted with a fresh coat of the livery.

At left: 1894 topo map of the territory from Hudson to Hickory. C&NW predecessor Chester and Lenoir Narrow Gauge Railroad was operator at this date.

​The Caldwell County Railroad operated 22 miles of track between Hickory and Valmead until 2007 when five miles of track were subsequently abandoned from Lenoir to Valmead. It was reported that Google planned construction of a server farm in the area and operating trains were deemed a detriment. This track, ironically, lay dormant for another decade until its removal began in 2017. 

At the north end of the active railroad at Whitnel are tracks used for car storage. The Caldwell County Railroad is evidently supplementing its revenue in this manner as evidenced by this group of NS wood chip hoppers. Dan Robie 2022

Southbound view along the right of way at Whitnel with an out of service spur. The up and down track contour of the ex-C&NW route is pronounced at its northern end. Dan Robie 2022

Passing through the outskirts of Lenoir at Whitnel with a cut of covered hoppers in a scene from 2006. This region lies between Lenoir and Hudson and although track remains here it is current use (2022) is for car storage.  Image courtesy Joey Bowman

Left: The building and water tower of the large but defunct Singer Furniture Company located at the Whitnel/ Hudson boundary and at right, more of the complex along the railroad. In its heyday, the industry in this region was plentiful and the business generated for the Carolina & Northwestern Railway bountiful. Both images Dan Robie 2022

South of Lenoir there are several smaller communities that were of consequence with regards to shippers on the Carolina & Northwestern Railway. Today, these localities are the lifeblood of the Caldwell County Railroad since the abandonment of the line in Lenoir. Immediately south of Lenoir is the timetable location of Whitnel of which formerly was known as Treland and was a passenger train flag stop. The name change occurred in or around 1909 and appears to have been influenced by local schools. Evidence of the industrial past is visible with the large buildings adjacent to the railroad that no longer utilize rail service. Two notable large shippers here were the Singer Furniture Company and the American Efird Mills of which now lies mostly in ruins. At the extreme north end of the active Caldwell County Railroad are tracks used for railcar storage.

Patriotism is in the air as numerous "Old Glories" flutter in the wind. The #1811 meanders through Hudson with a cut of covered hoppers on an August 2007 day. Image courtesy Joey Bowman

The low December sun adds soft light to this scene at Hudson. An old industrial feel is prevalent here and the original Southern Railway (C&NW) whistle post adds to the setting. Image courtesy Joey Bowman 2007 

Southbound view through the Hudson township. The railroad is flanked by US Hwy 321 ALT and Central Street. Dan Robie 2019

Trackside area at the south end of Hudson. Milepost 103 is the timetable marker for the town. Dan Robie 2019

The community which became Hudson originated as the location for a sawmill camp during the early 20th century. It eventually developed as a township with the incorporation of churches and merchants. In 1884, the Chester and Lenoir Narrow Gauge Railroad was completed through the town and with it developed industry. Two mills, the Hudson Cotton Mill (later Shuford Mills) and the Caldwell Mills, were erected by 1905 creating an economic base for the town and railroad. Both of these mills continued to generate revenue for the Carolina & Northwestern Railway during the ensuing decades. During the passenger train era Hudson was both a scheduled stop and telegraph station. In contemporary times Hudson is foremost in the operations of the Caldwell County Railroad. Two prominent shippers are the Sealed Air Corporation and Shurtape Technologies, Inc.

Moving South Along the CCRR

Northbound view at Sawmills of the railroad passing by the ex-Kohler & Cambell Company plant. The spur that served this industry is in ruins-- symbolic of the business here that left years ago. Dan Robie 2020

Southbound view at Sawmills on an overcast day. Covered hoppers are in the runaround track adjacent to American Hardwoods. Image Dan Robie 2020

The #1811 and a single car move through Sawmills on an April day in 2006. Looks like recent work with a new grade crossing and section of track. Image courtesy Joey Bowman 

Sawmills leaves no mystery to its town name and origin. During the late 1800s, saw mill camps were constructed here to serve the thriving timber industry directly to the north and west. With the arrival of the Chester and Lenoir Narrow Gauge Railroad during the 1880s, the location flourished as a railroad terminal for the transport of logs lasting into the early years of the C&NW. Other industry developed in later years and of significance was the Kohler and Campbell Company, a manufacturer of pianos. Although the business is long since vanished the large complex still stands adjacent to the railroad along US Highway 321. There are no shippers currently at Sawmills but trains of the Caldwell County Railroad continue to pass through.  

GP16 #1811 runs light through Granite Falls. With work completed at Lenoir​ the crew returns south to Hickory as it passes another photographer. Image courtesy Joey Bowman 2006

A one car train moves south through Granite Falls. Light work completed as the #1811 returns to Hickory. Image courtesy Joey Bowman 2006

A circa 1974 photo of the depot at Granite Falls. This time period corresponds with the absorption of the Carolina & Northwestern Railway into the Southern Railway system. Image Piedmont & Western Railroad Club

Above left: Granite Falls was among the numerous towns that claimed textiles as an economic base. In 1925, three were served by the railroad--the Falls Manufacturing Company, Southern Manufacturing Company and the expansive Granite Falls Manufacturing Company.

The location that became Granite Falls traces its beginning to the late 18th century. Andrew Baird established an iron works along Gunpowder Creek in 1791 which, incidentally, gave birth to the town name. It was the water cascading over granite boulders in the creek that inspired the christening of Granite Falls. With the arrival of the railroad, the textile industry established a presence in the community that continued deep into the Carolina & Northwestern Railway era. Rail shippers such as the Falls Manufacturing Company, Southern Manufacturing Company, and the Granite Falls Manufacturing Company created a sound economic foundation. During the era of passenger train travel, Granite Falls was a scheduled stop and a telegraph agency. Modern day rail service at Pactiv is handled by the Caldwell County Railroad.

A train of the Caldwell County Railroad crosses the Catawba River at Rhodhiss with two tank cars. This picturesque scene provides a good view of the former Carolina & Northwestern Railway combination truss/deck bridge that spans the river. Image courtesy of Alex Keth  

The last of the towns moving southbound between Lenoir and Hickory was formed by a coalition of two businessmen selecting a site for a cotton mill. From their names, John Melanethon Rhodes and George B. Hiss, was created the town name of Rhodhiss directly on the east bank of the Catawba River. A supporting infrastructure was constructed with the mill--worker homes, general store, river dam, and generator--as a spawning to the community that would emerge here. The company formed in 1902 was known as the Rhodhiss Manufacturing Company and was served by the Carolina & Northwestern Railway. A second mill located here was the Burke Mill that was ultimately absorbed by Burlington Industries in 1954. By this time period, numerous upgrades had been made by industry to improve the town of Rhodhiss. To the south of town, the railroad parallels the Catawba River until finally crossing over it on a 650-foot combination truss-deck bridge to the former community of Cliffs.

Circa 1905 picture of the Carolina & Northwestern Railway depot that existed at Cliffs on the opposite bank of the Catawba River from Rhodhiss. Cliffs remained a busy timetable location and passenger stop as the photo attests. It was eventually merged into the town of Rhodhiss. Image Caldwell County Heritage Museum

The 1902 edition of Railway Age describes the new Catawba River bridge constructed during the conversion from narrow gauge railroad to standard gauge: "Steel through bridge for 125-ton locomotives and 100,000- pound cars; three spans, 188 feet 6 inches center to center on pins and two 40-foot steel girders".

Hickory (West)

Moving southbound the railroad parallels the Catawba River reaching the outskirts of Hickory. It crosses US Hwy 321 and begins a long, steady ascent into the heart of town. On a railroad defined with up and down vertical curves this grade is an exception because it is continuous. Southbound trains in both the steam and diesel eras of the Carolina & Northwestern Railway assuredly labored on this hill. Depending on the tonnage, the Caldwell County Railroad GP16s of today do likewise.

Northbound view of the main line and 1400- foot runaround track at the north end of Hickory. This is one of the longest and steepest grades on the railroad located between the Catawba River and Hickory. What a sight it must have been to witness those C&NW Alcos climb this hill with heavy trains from Lenoir area industry. Dan Robie 2022

Hickory became prominent for the Carolina & Northwestern Railway not only for the development of industry but as the location for its repair facilities. But the latter was as a result of destruction. In 1910, the locomotive and repair shops at Chester were ravaged by fire in July 1910 incurring a $45,000 loss to the railroad. Rather than rebuild at the site, the decision was made to relocate and build anew at Hickory. Twelve acres of land were purchased in the west parameter of Hickory and fire-proof buildings erected at a total cost of $60,000. Ultimately, the C&NW administrative operation had also been relocated to Hickory by the 1930s. The city remained notable for the Carolina & Northwestern Railway until 1974 when the road was absorbed into the Southern Railway system. Consolidations eliminated the separate administrative entities and repair shops as a result. In modern railroad annals, Hickory is both the headquarters and locomotive terminal for the Caldwell County Railroad.

Northbound--and downgrade--view near the present day HBF Furniture store. At right is evidence of a loading ramp from bygone years that was served by the Carolina & Northwestern Railway. Dan Robie 2022

Southbound--and upgrade--view of the main at the 12th Street Drive NW grade crossing. The old spur to the left served the HBF Textiles building. Dan Robie 2022

Most of Hickory fell within the domain of the Western North Carolina Railroad (later Southern Railway) and was served by that road. The only region exclusively Chester & Lenoir Narrow Gauge Railroad (C&NW) was the northwest section--the area where the railroad diverged from dual use track extending north to Lenoir. Industry began concentrating at the vicinity of the new railroad shops eventually expanding to the north end of what became the city limit. Among the early customers to ship on the railroad here was Piedmont Wagon and Manufacturing Company, Hickory Manufacturing Company, and the Hutton & Burbounnais Planing Mill and Box Factory. 

GP16 #1747 on a storage spur at Hickory. Far fewer photographs have been taken of this locomotive compared to the #1811 whether in action or at idle. Dan Robie 2020

The #1811 is in the process of receiving a new coat of paint. The cab and front thus far are in contrast with a coat of primer. Dan Robie 2020

All is still on a Saturday morning at the CCRR terminal. GP16s #1747 and #1811 comprise the roster for this small short line that typically operates two days per week.  Dan Robie 2022

Evidence remains of past shippers located along the ex-C&NW at Hickory are in the form of abandoned and/or dilapidated spurs in relatively recent times. Locations these can be found are at the present-day Century Furniture, Century Case Good, and Hickory Mechanical buildings. Others include Chapman & Sons, Fiber and Yarn Products, Tailored Chemical Products, and HBF Textiles. There is a possibility that some of these spurs have been active during the Caldwell County Railroad tenure as well.

Contemporary overhead view of the former C&NW/Southern junction on the west end of Hickory. The characters have changed with the passing of time but the connection remains active courtesy of Norfolk Southern and the Caldwell County Railroad.

A busy pocket of railroad activity was at the west end of 1919 Hickory where the Carolina & Northwestern Railway and Southern Railway diverged on their respective routes. The C&NW splits northbound towards Lenoir with the immediate shippers of Hutton & Bourbonnais and the Hickory Manufacturing Company. Of interest is a structure that stands today--in years of yore, it was the Piedmont Wagon and Manufacturing Company. Note the wye and location of C&NW shops depicted in the map at right in detail.

The railroad name at the west end of Hickory where the Carolina & Northwestern Railway diverged from the Southern Railway was designated Hickory Junction. Although both railroads belong to history, the Norfolk Southern still uses the name at the junction and interchange connection with the Caldwell County Railroad.

The Piedmont Wagon and Manufacturing Company was a large shipper for both C&NW and Southern. Its building stands restored today as a historical landmark in Hickory. Dan Robie 2022 

Although not as prominent as in yesteryear Hickory Junction remains in a functional sense. The track configuration has changed from the C&NW/ Southern era but an active connection still exists for NS and the Caldwell County Railroad. Dan Robie 2022

A Shared Route

The region from Hickory to Newton as it was in 1894. Carolina & Northwestern Railway predecessor Chester and Lenoir Narrow Gauge Railroad shares the right of way with Southern Railway forefather Western North Carolina Railroad between the two locations. The joint right of way agreement continued into the Carolina & Northwestern-Southern Railway era during the 20th century.

An overlooked fact perhaps unbeknownst to the casual railfan of Norfolk Southern along its "S" Line was the existence of two railroads between Hickory and Newton. The first to lay rail through the area was the Western North Carolina Railroad during the antebellum 1850s. It would be the sole railroad through the Civil War years and into Reconstruction until the Chester & Lenoir Narrow Gauge Railroad arrived during the 1880s. Early records indicate that the track was dual gauge---an inside third rail was added in 1883 to accommodate the narrow gauge C&L on the WNC RR roadbed with a monthly lease of $350. This joint usage of right of way continued into the next century as the Carolina & Northwestern Railway exercised 9.2 miles of trackage rights over the Southern Railway between Hickory and Newton.

The Southern Railway passenger station at Hickory during the 1920s. This structure also witnessed the passage of trains by the Chester & Lenoir Narrow Gauge Railroad and its successor Carolina & Northwestern Railway. Image University of North Carolina

It is interesting to note that the town of Conover does not appear on either the 1907 or 1941 C&NW passenger timetable above--not even as a flag stop. Since the location was served by the Southern Railway it may have been deemed redundant on a parallel route as no facility was constructed. Patrons boarding/disembarking on the C&NW did so at Hickory or Newton. In addition, the railroad was granted rights only to pass through without providing passenger service or serving shippers on the corridor. Once the C&NW was absorbed into the Southern Railway system the agreement became moot.

NS 123 approaches the 17th Street SE crossing in Hickory on its eastbound trek. C&NW trains once passed through here via trackage rights with the Southern Railway. Dan Robie 2019

Virtually any section of railroad---primarily in urban reaches--bears the scar of tragedy along the right of way during its existence. The Southern Railway corridor between Hickory and Newton is not without exception as it was the scene of a fatal collision on December 17, 1937 near Shuford Mills. An automobile with a family from Taylorsville was crossing the track here when it was struck by a southbound C&NW Chester-bound passenger train. The car was lodged in the cow catcher of the locomotive and dragged 200 yards down the track crushing the vehicle severely. All five members in the vehicle were either killed at scene or perished shortly thereafter at the hospital. This train-automobile accident was the worst in county history with regards to number of fatalities.  

Newton

A visit today to the former C&NW/Southern Railway junction at Newton remains an interesting sight. The tempo is drastically declined from years past but the existing layout places into perspective the importance of the location. One can envision a C&NW northbound train waiting here for a Southern Railway train to clear before it can proceed to Hickory and Lenoir. Freight cars were also interchanged between the two roads--even during system affiliation--destined for locations on either route. During the golden years of the passenger train era the union station hosted patrons arriving and departing on both lines. Today, the only active section of the former Carolina & Northwestern Railway between Newton and Gastonia is the section through town that serves Renwood Mills.

Above right: Modern aerial image of the former Carolina & Northwestern Railway connection with the Southern Railway at Newton. The junction is active with NS traffic on the "S" Line and the ex-C&NW line--essentially a long spur-- into Newton to serve Renwood Mills.

Westbound view of the former Carolina & Northwestern Railway junction with the Southern Railway (S Line) at Newton. The original union depot stood at right until replaced in the 1920s to the west of here. NS 123 moves eastbound past the connection bound for Salisbury. Dan Robie 2019

Southbound view from the junction of the ex-C&NW track. The structure at right is just beyond the Clyde Cotton Mill location from a century ago. Track is similar but with modifications since made during the passing years. Dan Robie 2022

1894 topo map with C&NW predecessor Chester and Lenoir Narrow Gauge Railroad extending from Newton to Maiden. The line depicted on this map south of Newton remains in existence today (2022) but is out of service and railbanked by NCDOT.

Right: At the south end of Newton was located Rhyne Young and Company North State Roller Mills & Ginnery, the Catawba Cotton and Yarn Mills, and the Newton Cotton Mill &Yarn Mill. This district was in full bloom when the 1913 map was created.

The junction of the C&NW Railway with the Western North Carolina Railroad (Southern Railway) at Newton. A combination depot was positioned to serve both lines and at left, the Clyde Cotton Mills as a shipper.

At 8th Street at Newton in 1924 were three other shippers adjacent to the main line. These inner town industries included Setzer Lumber Company, Fibre Manufacturing Company and the Newton Ice and Fuel Company.

Further south in town near 3rd Street were two shippers served from long spurs. Newton Roller Mills and Newton Oil & Fertilizer were steady customers for the Carolina & Northwestern Railway.

Old-time Newton was of commercial importance to the Carolina & Northwestern Railway as several industries were served by the railroad. Among the early textile shippers were the Clyde Cotton Mill, Catawba Cotton Mill & Yarn Mill, and Newton Cotton Mill & Yarn Mill. Others included the Rhyne Young and Company North State Roller Mills & Ginnery, Setzer Lumber Company, Newton Ice & Fuel Company, Fibre Manufacturing Company, Newton Oil & Fertilizer Company, and the Newton Roller Mills. 

The restored Southern Railway passenger station relocated in Newton adjacent to ex-C&NW track. Original location was near the Southern-C&NW connection at Newton. Dan Robie 2022

On the grounds north of where the Newton Cotton Mill stood is the collection of the Southeast Narrow Gauge & Shortline Museum. The passenger station at left is also part of the museum. Dan Robie 2022

Looking north from the East A Street grade crossing. The Renwood Mills complex is the last remaining shipper on the NS operated ex-C&NW stub in Newton at Milepost 79. Dan Robie 2022

Milepost 79 marks the end of the active ex-C&NW stub extending south from Newton. Beyond here continuing south through Maiden the line is out of service railbanked by NCDOT. Dan Robie 2022

South of Newton, the railroad remains intact through Maiden to the Lincoln County line but has been out of service since circa 1990. In April 1993, the North Carolina Department of Transportation (NCDOT) acquired this 6.3-mile dormant section (MP 77 to MP 70.07) from Norfolk Southern to preserve it for potential future service. 

Since it is stub ended and traverses light population density its use for commuter rail is unlikely. However, newer industries have developed in the Maiden area, most notably the Lincoln Industrial Park, which could utilize a rail renaissance and was actually proposed in 2013. Should rail service ever be revived from Newton to Maiden, it is probable that an independent operator--perhaps the Caldwell County Railroad-- would obtain an agreement from the NCDOT to lease it.

Moving south along the right of way from Newton, the railroad enters a wooded region bordered by residential areas. Beyond this are industrial buildings that comprise a small park of which one was a rail shipper prior to service ending on the route. If service were restored south from Newton, the business occupying that building. could ship by rail in addition to service added to the others that exist in this pocket. The present-day industries in this small park include WJB Bearings, Inc., Sarstedt Group, Wanzl North America, and Snider Fleet Solutions (existing spur). Ex-C&NW track continues south crossing Smyre Creek on a 200-foot trestle then enters a wooded section with bordering farmland. History records a derailment on the Smyre Creek trestle during the early 1900s that resulted in the death of seven passengers.

Duan

Northbound view at Duan near Prison Camp Road. Although the right of way is relatively clear of heavy growth, ground cover is overtaking a declining roadbed. Dan Robie 2021

C&NW trains once rumbled by the Duan Farm Supply with furniture and textile products. A decrepit spur still exists at this nostalgic setting indicating agricultural goods were on the venue as well. Dan Robie 2021

There is a nostalgic setting at the Duan Farm Supply as the railroad passes it. In years past, this was a farming community by the same name (Duan) and it is representative of uncounted feed and seed businesses that were served by rural rail lines. A spur served this business many years ago and sections of it remain visible although most of the rail is removed. To the immediate south on the opposite side of Prison Camp Road was another shipper, the Pilot Furniture Company. This building is occupied today by the Lackey Box Company and the rail spur remains intact.

This northbound view at Duan is near the beginning of the NCDOT owned section of the dormant line extending to the south end of Maiden. Spurs are still intact along the route to one-time shippers that once provided business. This served the Pilot Furniture Company years ago. Dan Robie 2021

South of Duan the railroad passes two large businesses--GKN Driveline and GKN Driveline Newton-- that could potentially utilize rail service if reactivated. From this point the track parallels Pinch Gut Creek through woods and pasture to the outskirts of Maiden.

Maiden

​The town of Maiden, it is recorded, is said to have taken its name from the creek that forms its northern boundary. Or perhaps it was derived from the maiden cane that grows along its banks; in essence, it is assumed that all received the name by virtue of the maiden ladies who lived in proximity of the stream. Two creeks mark the entrance of the railroad into Maiden. The first is Pinch Gut Creek spanned by a 125- foot trestle and then a 200-foot trestle crossing the namesake stream, Maiden Creek.

While the Chester & Lenoir Narrow Gauge Railroad was under construction, Maiden became the northern endpoint for a brief time from 1881 to 1883. It was finally in May of 1883 that building resumed north to Newton by June of the same year. The early years of the railroad at Maiden were marred by two unfortunate events. A few years after the completion of the line, a locomotive explosion occurred in 1886 when its red-hot empty boiler was filled with water causing the death of the fireman. Three decades later in 1913 and into the C&NW era, southbound passenger Train #9 derailed one mile north of town (vicinity of present-day H.M Woodworking) injuring the mail clerk and several passengers. The cause of the wreck was attributed to a separated rail that derailed the locomotive tender, mail car, and coach.

It has been many years since a train blew its horn at the Business US Hwy 321 grade crossing at the north end of Maiden. Step back in time and envision the smoky exhaust of an Alco RS3 led C&NW manifest coming at you moving southbound past this vantage point. Dan Robie 2022

Southbound view of the ex-C&NW and the Pinch Gut Creek trestle. The timbers and ties are bleached from age--no trains or maintenance here for many years. Dan Robie 2022

The trestle spanning Maiden Creek is structurally intact but age and neglect are taking a toll. Timbers are decaying and a sure bet that it is unsafe for traffic as it is. Dan Robie 2022

Northbound view at the north end of Maiden. The spur diverging to the left served the Carolina Mills. Note the NCDOT sign ruling the right of way. Dan Robie 2021

Northbound scene in the heart of Maiden. This track is on a grade here and at right is a spur that was removed from service many years ago. Dan Robie 2021

Not unlike uncounted small communities in the region what eventually became the town of Maiden had a humble origin in agriculture. Prior to the 1880s, the only industry in the vicinity was a former iron works along Maiden Creek that had existed since the Revolutionary War period. But the decade witnessed the rapid expansion of the textile industry and by 1881, a small cotton mill was erected. In 1882, the Chester & Lenoir Railroad reached town and although construction briefly halted here, the area was opened for rapid growth. The original mill doubled in capacity and by 1889, a second mill was constructed on the site of the old iron works. Subsequent mills appeared on the landscape with the construction of Union Cotton Mills in 1892 and in the new century, Carolina Cotton Mills (later Carolina Mills) which began operating in 1916. Furniture and wood working enterprises also established a presence with such businesses as the Clay Manufacturing Company, G.W Keener Company, and L. S. Caldwell and Son. In addition, the Maiden Cotton Gin, Murray Roller Mills, Maiden Flour Mill, and the Phoenix Roller Mills were rail shippers located in the heart of town.

Early industrial heritage of Maiden reflected in these circa 1900 images. At left, among the first businesses to establish was the Phoenix Roller Mill. At right is the original Maiden Flour Mill which stood on the site of the present-day city hall. Both images Historical Association of Catawba County

A review of the contemporary scene at Maiden reveals a number of spurs either cut or still existing that served industry in the relatively recent past--at least in the era prior to railbanking. Industry located in town includes the complex that comprised the Carolina Cotton Mills located immediately south of Maiden Creek. The main complex closed by 2000 but activity continues on a smaller scale although long removed from rail service. Within the town district is Carolina Container, Parker Southern, South Fork Industries, and the Ethan Allen Furniture plant. Spurs once served the South Fork building and Ethan Allen as well as what appears to be a removed runaround track. Unfortunately, the combination freight-passenger depot was not preserved.

The Maiden depot as it appeared during the early 1900s. This structure served as a combination freight and passenger station as well as a telegraph agency. Like enumerable railroad depots that once stood across the country, this structure at Maiden no longer exists. Image courtesy Joe Duckworth

Furniture heritage of the region still remains with the closed Ethan Allen facility at the south end of town. The railroad lay in rusted vigil here for decades now. Dan Robie 2021

Southbound view from the Null Road grade crossing. Location is less than a mile from where the track abruptly ends at US Highway 321. Dan Robie 2022

At the south end of Maiden, the out of service railroad passes the Ethan Allen Furniture plant and continues for 1.5 miles turning west to parallel Hog Branch. The track abruptly ends at the fill on which the four lane US Hwy 321 is constructed. It is from this existing section that an addition would be extended if rail service is ever introduced to the Lincoln Industrial Park. From a subdued potential reactivation on the Maiden side of US Hwy 321, the opposite side of the highway extending south to Gastonia presents a stark contrast-- abandoned railroad right of way with virtually no hope of reinstatement.​

A 1993 Google Earth snapshot from the south end of Maiden. This freeze frame offers a glimpse of when the four-lane US Hwy 321 was under construction. Its roadbed separates the former Carolina & Northwestern Railway from the NC DOT railbanked section (at right) and the early 1980s abandoned section south to Lincolnton and beyond (at left).

These two views are on the south side of US Hwy 321 at the south end of Maiden. From this location south to Gastonia the railroad is gone with only roadbed and rail trails between. Strings of boxcars once passed through this meadow land loaded with furniture and textile products. Both images Dan Robie 2022

Lincolnton

It was not until the 1960s that industrial development--not necessarily railroad related-- occurred in the region between Maiden and Lincolnton. Ever since the Chester & Lenoir Railroad was constructed through the area in 1882, the area was prime farmland and mostly remains the same today. Flanking the railroad on both sides were manicured fields that bore crops in summer and this seemingly far-stretching array of land was broken only by the occasional creek. Most notable in the area was the crossing of Carpenter Creek by the railroad on a 130-foot trestle. The lack of rail served industry in this sector rendered the line vulnerable resulting its abandonment and removal during the early 1980s.

During the early 20th century business also developed along the Carolina & Northwestern Railway on the north side of Lincolnton. Early shippers included the Carolina Chair Company, Farmers Union Cotton Warehouses, Seth Lumber Company, and the Eureka Iron Works. A study of aerial maps from the 1960s indicates there was still shipper activity in this region although possibly by successive owners.

The early business district north of town center as it existed in 1921. Shippers located here were the Eureka Iron Works, Farmers Union Warehouses, Seth Lumber Company and the Carolina Chair Company (dormant when map was made). The "Wagon" Road is known as Sumner Street today.

Two views on the north side of Lincolnton looking north and south, respectively, from the ex-East Pine Street grade crossing. The former C&NW right of way is paved and incorporated as the Marcia H. Cloninger Rail Trail. Both Images Dan Robie 2022 

The Lineberger Brothers Cotton building was originally part of the Eureka Mills complex. This structure housed the dye works for the business. Dan Robie 2022

This structure was the main complex for the Eureka Mills and was served by a spur from the C&NW. The building has been renovated into the Brick Tree Brewing Company. Dan Robie 2022

Lincoln County is officially recognized not only as the birthplace of the textile industry in North Carolina but in the South in its entirety. The first textile mill to be constructed south of the Potomac River was the Schneck-Warlick Mill at Lincolnton in 1813 and within five years, the larger Lincoln Mills was erected in 1818 along the South Fork Catawba River. These ventures were the first of an industry that would proliferate then dominate the regional commerce of the 20th century. The expansion of the railroad network during the Reconstruction era accelerated the growth and in the case of Lincolnton, the arrival of the Wilmington, Charlotte, and Rutherford Railroad (Seaboard Air Line Railroad predecessor) in 1861 and the later construction of the Chester and Lenoir Narrow Gauge Railroad in 1880.

Aerial view of the center of Lincolnton featuring the former junction of the Carolina & Northwestern Railway and the Seaboard Air Line Railroad. The C&NW track was removed during the early 1980s but the ex-SAL survives as the CSX Charlotte Sub.

Two railroads served Lincolnton--the Carolina & Northwestern Railway and the Seaboard Air Line Railroad. This 1913 map depicts both at town center and although the C&NW depot is referred to as a "union" station, the SAL had its own but smaller passenger depot.

Above: A 1913 Sanborn map that includes the business district of Lincolnton. At right: The Carolina and Northwestern Railway depot in its early years before referral as a "union" depot. Image High Shoals NC Now and Then

The location of both railroad freight depots is depicted on this 1913 map. Eureka Manufacturers Cotton Mill and Dye Works are served by a spur from the C&NW connecting tracks.

​This photo corresponds with the 1913 Sanborn map in accuracy. At left is the C&NW depot with its main line in front and the train with caboose is facing northbound. In the center is the C&NW baggage house and at right, the SAL main line and depot "shed". Image Lincoln County Historical Association

After the Carolina & Northwestern Railway was incorporated in 1897, several mills were established within the city limits of Lincolnton. Among these were the Willowbrook Manufacturing Company (1896), the Daniel Mill (1898), Wampum Mill (1903) and the Eureka Manufacturing Company (1906). In 1907, the Rhodes Manufacturing Company Cotton Mill was built on the south end of town. This business was renamed the Massapoag Mill circa 1930 and remained active until 1971. Most of these mills changed names—some multiple times-- through subsequent ownership in later years.  From early Sanborn maps of Lincolnton, all indications are that the C&NW was the primary railroad in terms of shipper volume. The majority of spurs that served these mills were exclusively C&NW with the lone exception being that of the Wampum Mill which was SAL. Without question, though, the SAL also shipped to and from the other mills via its interchange with the C&NW at Lincolnton. 

Both of these views capture what was once part of the interchange between the Carolina & Northwestern Railway and Seaboard Air Line Railroad at Lincolnton. The ex-C&NW has been converted to the Marcia H. Cloninger Rail Trail and the former Seaboard route is active CSX. Both images Dan Robie 2022

​The C&NW freight station at Lincolnton as it appeared in 2004. Unfortunately, this structure was demolished in 2015. Image John D. Jones/Piedmont and Western Railroad Club

​Business for the Carolina & Northwestern Railway at Lincolnton was not confined only to textiles. Other shippers of note during the early 1900s were the Johnson Ice and Fuel Company, Dixie Wholesale Grocery Company, Banner Roller Mills, Carolina Chair Company, and the Saxony Spinning Mills. Lincolnton was a telegraph agency and scheduled passenger stop emphasized by its interchange connection with the Seaboard Air Line Railroad. At one time each railroad hosted its own passenger depot, but the C&NW station eventually became a union station serving both. Both railroads also maintained a separate freight depot.

Abandoned C&NW right of way near the Seaboard Air Line Railroad (CSX) overpass. It was in this vicinity that the C&NW began its southbound parallel with the South Fork River. Dan Robie 2022

Trains once rumbled over these piers that supported a deck bridge across Lithia Branch. Location is near the site of the extinct Massapoag Mills at south side of Lincolnton. Dan Robie 2022

The Carolina & Northwestern Railway route remained active at least into the late 1970s at Lincolnton but industrial decline resulted in its closure. It fell within a long section of railroad to be abandoned circa early 1980s extending from the south end of Maiden to the area north of Dallas (South Fork River crossing). The sight of trains passing through Lincolnton still hits the eye, though, from the CSX Charlotte Subdivision. 

To continue with Part II covering the South Fork River region in North Carolina extending to Chester, SC, click HERE

All credits appear at the end of Part II.