Route of the Carolina & Northwestern Railway-Part II

Heavy growth obscures the former Carolina & Northwestern Railway deck bridge at Crowders, NC. With the rails long since removed, a train has not passed over it since the 1980s in this locale close to the NC-SC state line. Dan Robie 2022

Route of the Carolina & Northwestern Railway-Part II

Part II detours with selected background information on Carolina & Northwestern Railway locomotives before resuming geographically along the South Fork River in North Carolina. Locomotive information compiled from Wikiwand with random data omitted for ease of formatting.

Narrow Gauge Steam Locomotives (used on the Chester & Lenoir Narrow Gauge and Caldwell & Northern Railroads)

A.H. Davega 0-6-0 Porter Bell & Company 196 7/1874 bought new, first narrow-gauge locomotive for the C&L
1st #2 0-6-0 Porter Bell & Company 201 7/1874 Diverted to Martha's Vineyard Railroad. This engine never saw service on the C&L
2nd #2 0-6-0 Porter Bell & Company 204 10/1874 Bought new. Replaced the 1st #2. Destroyed by fire/boiler explosion at Maiden, North Carolina in 1886
V.A. McBee 2-4-0 Porter Bell & Company 246 6/1876 Bought new. Named after Lincolnton Attorney
4 4-4-0 Baldwin Locomotive Works 5439 1/1881 Bought new. Baldwin class 8/18 C 4-4-0.

#5 2-6-0 Brooks Locomotive Works unknown 11/1879 Bought second hand from the Washington City, Virginia Midland & Great Southern Railroad which was serving as their #2.
#6 4-4-0 Baldwin Locomotive Works unknown Bought new. Baldwin class 8/18 C 4-4-0.
#21 0-4-4 T Mason Locomotive Works "Mason Bogie" acquired from the Richmond & Danville Railroad.
#230 2-8-0 Baldwin Locomotive Works Bought second hand on 9/27/1899 from the Rio Grande Southern Railroad. Originally built as Denver & Rio Grande #71 "Pacific Slope"
#255 4-6-0 Baldwin Locomotive Works Acquired 2nd hand by the C&N-W prior to 1899.
#367 2-truck-Shay Lima Locomotive Works Bought new by the Lower Creek & Linville Valley Railroad, later to the Caldwell & Northern Railroad.

Standard Gauge Steam Locomotives

#100 4-6-0 Formerly Central of Georgia Railway, sold to the C&N-W in 1902
#101 4-4-0 S&R Ry 1883 Formerly S&R Ry #7, to Seaboard Air Line as their 1st #7, sold to C&N-W in 1904
#115 4-4-0 Ex-Cooperstown & Chit. Valley Rwy #3, later Delaware and Hudson Railway as their 2nd #215. Sold to the C&N-W in 1905. Scrapped after a fatal accident in Oyama, North Carolina in 1932.
#121 4-4-0 Built as NYWS&B #50, later to New York Central & Hudson River as their 604. Sold to the C&NW in 1908. Scrapped 1925.

#122 4-4-0 Acquired in 1908
#150 4-4-0 Built as Virginia Midland Railroad #18, later renumbered to 686, Became Southern Railway #844 in 1894, later renumbered to 1850 and then to 3850. Sold to the C&N-W in 1926. Scrapped 1941.
1st #167 4-6-0 Built as Western New York & Pennsylvania #118/124, later Pennsylvania Railroad #6260. Sold to the C&N-W in 1911. Retired in the early 1920s. Parts used to build the 2nd #167.
2nd #167 4-6-0 C&NW Built new at the Hickory Shops in 1923 using home made parts and a new boiler from Baldwin. According to resources, the engine was sold for scrap in 1942, however a photograph shows #167 at Chester in 1943.

#200 4-6-0 Built as PRR #?, sold to the Richmond & Danville Railroad as their #305, later became Southern #605 in 1894. Sold to the C&NW in 1902. Sold to the Wyatt Lumber Company in 1914.
#205 4-6-0 Built at East Tennessee, Virginia & Georgia Railroad #148/355. Became Southern 1st #444 in 1894. Sold to the C&N-W in 1902. Sold to CW Lane in 1913.
#206 4-6-0 Purchased new. Scrapped in 1946 after a wreck in Clover, South Carolina.
#207 4-6-0 Purchased new. Scrapped due to dieselization in 1948.
#230 2-6-0 Purchased in 1902. Sold in 1917 to Desha Lumber Company.

#235 2-6-0 Rhode Island Locomotive Works Not much is known about this locomotive.
#255 2-8-0 Baldwin Locomotive Works Not much is known about this locomotive.
#256 2-8-0 Built as CNO&TP #673, became Southern #5156. Sold to the C&N-W in 1925. Scrapped 1931.
#260 2-8-0 Built as CNO&TP #677, became Southern #6160. Sold to the C&N-W in 1924. Scrapped 1931.
#265 2-8-0 Acquired 1903. Scrapped 1924.
#266 2-8-0 Baldwin Locomotive Works Acquired 1903. Scrapped 1924.

#267 2-8-0 Built as NYWS&B #138, later New York Central & Hudson River #2222. Acquired 1903. Scrapped 1941.
#268 2-8-0 Built as NYWS&B #154, later New York Central & Hudson River #2233. Sold the C&N-W in 1905. Scrapped 1924.
#270 2-8-0 Baldwin Locomotive Works Bought new. Scrapped 1948.
#271 2-8-0 Baldwin Locomotive Works Bought new. Scrapped 1948.
#272 2-8-0 Baldwin Locomotive Works Bought new. Scrapped 1948.
#273 2-8-0 Baldwin Locomotive Works Bought new. Scrapped 1948.

#300 3-truck-shay Lima Locomotive Works Bought new. Sold to the Red River Lumber Company in California.
#440 2-8-0 Ex-Southern Railway #440. Sold to the C&N-W in 1928. Scrapped November 1948.
#465 2-8-0 Ex-Southern Railway #465. Disposition unknown. Likely scrapped after dieselization in 1948.
#477 2-8-0 Leased Southern Railway locomotive (class J-2). Relettered C&NW, but not renumbered.
#514 2-8-0 Southern Railway class J 2-8-0. Leased and relettered, C&NW but not renumbered.
#519 2-8-0 Southern Railway class J 2-8-0. Leased and relettered, C&NW but not renumbered. Retired in November 1949.
#533 2-8-0 Southern Railway class J 2-8-0. Leased and relettered C&NW, but not renumbered. Scrapped September 1946.

#537 2-8-0 Southern Railway class J 2-8-0. Leased and relettered C&NW, but not renumbered. Scrapped October 1949.
#540 2-8-0 Southern Railway class J 2-8-0. Leased and relettered C&NW, but not renumbered.
#544 2-8-0 Southern Railway class J 2-8-0. Only member of the class was leased to the C&N-W that was not relettered. Last steam locomotive on the C&NW in March 1948. Retired in July 1953 and later scrapped.
#546 2-8-0 Southern Railway class J 2-8-0. Leased and relettered C&NW, but not renumbered. Scrapped in February 1948 after a wreck.

Diesel Locomotives

#1 ALCO RS-2 Bought new 1948. Scrapped by the early 1970s.
#2 ALCO RS-2 Bought new 1948. Scrapped by the early 1970s.
#3 ALCO RS-2 Bought new 1948. Scrapped by the early 1970s.
#4 ALCO RS-2 Bought new 1948. Scrapped by the early 1970s.
#5 ALCO RS-3 Bought new 1950. Ex-Danville & Western 2nd #1, Traded in on ex-Southern GP35, disposition unknown.
#6 ALCO RS-3 Bought new 1950. Ex-Danville & Western 2nd #2, Traded in on ex-Southern GP35, disposition unknown.
# 7 ALCO RS-3 Bought new 1950. Sub-lettered Blue Ridge, Traded in on ex-Southern GP35, disposition unknown.
#8 ALCO RS-3 Bought new 1950. Sub-lettered Blue Ridge, Traded in on ex-Southern GP35, disposition unknown.
#9 ALCO RS-3 Bought new 1951. Sub-lettered Yadkin, Traded in on ex-Southern GP35, disposition unknown.
#10 ALCO Rs-3 Bought new 1953 into Southern #10, Traded in to GE in April 1974, later scrapped.
#11 ALCO RS-11 Bought new 1956 into Southern #11. Later became Chicago and Northwestern Railroad #2651, later renumbered to 425. Disposition unknown.

Part II continues with the South Fork River region in North Carolina to Chester, SC

Along the South Fork River

Without question one of the more fascinating regions along the Carolina & Northwestern Railway was the territory between Lincolnton and Dallas. Of specific note in this sector is the South Fork River itself and its geographic features. This territory is notable for the shoals in the river which in its natural state created the basis for harnessed hydroelectric power---Mother Nature had already been providing the kinetic energy for millions of years.

Because this region was lightly populated with industry it was the section of the railroad in North Carolina most susceptible to abandonment and thus proved true during the 1980s. During this time period, the ex-C&NW from south of Maiden to the area north of Dallas was abandoned severing the line in North Carolina. The remaining shippers on the route at either end of the remaining stubs were henceforth served by ex- Southern Railway (NS) routes from Newton and Gastonia, respectively.

Period photo of the Laboratory depot during the early 1900s. On the trestle was a spur to Laboratory Mills and in the distance the spur connects to the main on a wye. Image High Shoals NC Now and Then

Early 1960s era photo of the depot at Laboratory shortly before it closed in 1965. A Southern Railway Alco with train is paused as its crew steps out. Image High Shoals NC Now and Then

The beautifully renovated Laboratory Mills complex at the namesake location. A historic site dating to the early 19th century also immersed in Civil War, textile, and railroad history. Today the building is a social venue used primarily for weddings. Dan Robie 2022

It could be argued with validity that the site on which the refurbished Laboratory Mills building stands today is the birthplace of the textile industry in the South. James Monroe was president of the United States when the ground was broken for the construction of Schneck Mill in 1818 for a cotton mill that harnessed the water power of the South Fork River. This operation continued until 1835 when the interests were sold and it became known thereafter as the Lincoln Cotton Mill. Continuing production through the antebellum period and into the Civil War, the cotton mill building was destroyed in 1861. Surviving this initial destruction was the carding mill on the same site but it also was destroyed by fire in 1863. In the aftermath, the Confederacy utilized the remains as a medical manufacturing site.

During the great textiles boom that began formatively in the 1880s, the site of the original Lincoln Mills was resurrected with the construction of a new mill in 1887. The name was adopted in remembrance of the hospital laboratory work conducted there during the Civil War--Laboratory Mills--which also became the timetable location (Laboratory) on the railroad. In its early years it was served by a spur that crossed the river on a wooden trestle and connected to the main on a wye. During 1916, severe flooding on the South Fork River washed out both the trestle and the dam in addition to inflicting other property damage. The dam was rebuilt but the trestle was not--this ended direct rail service to the mill. Laboratory Mills remained a productive plant until the 1990s when operations ceased. The building has since been renovated into an impressive wedding and social venue.

Only memories remain from when trains of the Carolina & Northwestern Railway passed through at Laboratory. Today this spot marks the beginning of the South Fork River Rail Trail that parallels the scenic river for 3.5 miles south. Dan Robie 2022

1913 Sanborn map of the Lincoln Mills--also known as Southside Mills-- constructed in 1895. Located about three miles south of Lincolnton, it utilized waterpower generated by the South Fork River.

Aerial view of the mill at Southside (Lincoln Cotton Mill map pictured at left) perhaps during the 1940s. The residential village is beyond and the railroad occupies the cut in between. Image High Shoals NC Now and Then

Northbound view along the right of way at the Southside bridge ad what was the grade crossing. This section has been developed into the South Fork River Rail Trail which has transformed the right of way. Dan Robie 2022

Southbound view at the former Southside Mills (Lincoln Mills) site. Remnants of the building are visible and at left is the rail trail on the former Carolina & Northwestern Railway main line. Dan Robie 2022

South of Lincolnton, two renditions of what was known as Lincoln Cotton Mills existed in distinctly separate eras. The first--which introduced the textile industry to North Carolina--was constructed shortly after the War of 1812 and operated until its destruction in the Civil War. It was reincarnated in name--but not the same location--further downstream along the South Fork River in 1895. The 1895 Lincoln Cotton Mills generated its power as hydroelectricity produced by the river. During the early 1900s the mill adopted another name--Southside Mills--that generally became the prominent moniker for the remainder of its existence. Unfortunately, and synonymous with multitudes of other cotton mills that populated the Piedmont region, the plant has been closed for many years and lies in ruins.

The region south of Lincolnton reaching into Gaston County along the South Fork River is unique and as it was to the railroad. Certainly, one of the scenic highlights along its route, this territory featured large mills located along the shoals in the river utilizing hydroelectric power. Towns such as Long Shoals, High Shoals, and Hardins were founded on the textile industry.

Another of the textile mills to be constructed to harness hydroelectric power was the one located at Long Shoals. Constructed near the turn of the century, this somewhat isolated Long Shoals Cotton Mill along the railroad and river manufactured into the second half of the 20th century. Its operational life ended in 1959 when the entire complex was destroyed by fire. Rather than rebuild, the operations and employees were relocated to Lincolnton utilizing another former mill site.

Left: The Long Shoals Mills as it is represented on a 1913 map. This large mill was constructed along the South Fork River between the Southside Mill to the north and the High Shoals Mill to the south. It was another example of a textile plant that created hydroelectric power from the South Fork River.

Northbound view along the C&NW at the Long Shoals Mill in 1959. This photo was taken shortly after the mill was gutted by fire and the site is being inspected by officials and the curious. The rails on the track are shiny indicating recent traffic although trains would no longer stop here. Long Shoals Mill was not rebuilt and its operations and employees were relocated to Lincolnton. Image Mack Ross/Long Shoals History Project

The industrial history of High Shoals dates to the early 19th century (1805) as the site of an iron works. At the shoals was constructed a foundry that produced materiel for the War of 1812. Manufactured here were cannon balls, wagon rims, and horseshoes that supported the war effort. At the end of the century the site was revitalized for the construction of a cotton mill that would harness the power of the South Fork River at the shoals. This was the first of multiple mills moving southbound through Gaston County served by the C&NW.

These two views, northbound and southbound, respectively, are of the abandoned Carolina & Northwestern Railway right of way south of the mill at High Shoals. Due to the topography of the land and river here, the railroad was constructed farther away from the river passing through the east side of town. Both images Dan Robie 2022

Circa 1915 picture postcard of train time at High Shoals. This location was the most prominent stop along the railroad in the mill communities between Lincolnton and Dallas. Image courtesy Piedmont and Western Railroad Club

In 1893, the High Shoals Cotton Mill was built on the site of the old foundry utilizing the shoals and construction of a dam for water power. The railroad did not pass in proximity of the mill; due to the topography along the river, the original construction of the Chester & Lenoir Narrow Gauge Railroad entered High Shoals at its eastern end diverted away from the South Fork River. A long spur was extended from the main line to serve the mill and remained so for the duration of its existence. The High Shoals Cotton Mill changed ownership throughout the 20th century multiple times and relied upon the railroad at least into the 1970s. Its last use was as a warehouse in the 1990s until it was damaged by three separate fires. Deemed unsalvageable, the remains were subsequently demolished.

High Shoals was the largest and most prominent of the mill communities along the South Fork River between Lincolnton and Dallas. It was also the most important with regards to the Carolina & Northwestern Railway as it was the only one that was a scheduled passenger stop and telegraph station. Aside from the High Shoals Cotton Mill, however, there appears to have not been any other shippers of consequence aside from general service provided by the freight depot.

An 1897 listing of the cotton mills that existed in Gaston County. Several were located along the C&NW.

Artist rendition of the iron works at High Shoals as it was during the early 19th century. This foundry manufactured war materiel for the young United States of America during the War of 1812. Image University of North Carolina

Early 1900s postcard view of the High Shoals Cotton Mill and the shoals on the South Fork River. Ideal location for hydroelectric power generation and undoubtedly as a fishing spot as well. Railroad spur is to the rear of the complex. Image University of North Carolina.

High Shoals Mills in an aerial view from the early 1970s. The South Fork River proved sufficient as a location for mill construction to harness water power. Raw and manufactured goods were transported by trucks and rail. Image High Shoals NC Now and Then

The last in the series of hydro mills on the South Fork River, Hardin Cotton Mills, still stands today in a picturesque setting on the river as it did in its operational heyday. Many years earlier the settlement here was known as Worth and the railroad adopted the name also as a timetable location. When the cotton mill was constructed in 1889, the name changed to the full name of the plant--Hardin Cotton Mills. Eventually, the name was shortened to Hardin of which it remains today. The Hardin Cotton Mills fell prey to the same affliction that doomed myriads of other textile mills--unfair trade agreements resulting in foreign imports made by cheap labor.

Postcard image of the Hardin Mills as it appeared in 1964. Another in the series of mills south of Lincolnton that utilized hydroelectric power created by the South Fork River. The Carolina & Northwestern Railway curves past the rear of the facility. Image High Shoals NC Now and Then

The closed Hardin Mills looks much as it did six decades ago in the photo at left. Access to the property is restricted preventing exploration of the site and abandoned railroad right of way. Dan Robie 2022

South of Hardin Cotton Mills, the railroad paralleled the South Fork River for another 2.5 miles. At a sharp bend in the river to the north of Dallas, it crossed over thereby ending its association with the stream. The 1902 Railway Age describes what was the new bridge here at the time: " Steel deck bridge, three spans, 108 feet center to center on pins with one 35-foot span and a 40-foot span". From here, the C&NW continued southbound through rolling topography to Dallas and Gastonia. No shippers existed along the railroad between Hardin and the extreme north end of Dallas.

Only piers stand from the one C&NW crossing of the South Fork River. Location is from Philadelphia Church Road between Hardin and Dallas. Dan Robie 2022

Northbound view of right of way north of Dallas. Location is Webb Recycling which once utilized a spur just beyond the fence. Dan Robie 2022

There were several interesting grade crossings along the C&NW where the track was at a long angle or an intersection. This 2005 image captures the Philadelphia Church Road crossing north of Dallas at Webb Recycling. Both the main and short spur were abandoned at this date. Track was removed (2006) except for the rails left in the asphalt.

Dallas

If one researches the industrial development of Gaston County a logical starting point would be the town of Dallas since it was the first county seat. It was a town of lofty ambitions predicated on the hope for prosperity supplementing it as the center of Gaston County government. This, of course, was based on the arrival of the railroad creating that artery of commerce. The iron horse indeed arrived in Gaston County but the right of way was relocated farther south bypassing the town of Dallas because of a fateful move to not appropriate funding for creek crossings. As a result of this failure, the smaller town of Gastonia to the south reaped the benefits from the arrival of the railroad accelerating its rise as a textile center. By 1909, the growth of Gastonia led to the relocation of the county seat there in 1911. Nevertheless, Dallas became a relevant location on the Carolina & Northwestern Railway as a scheduled passenger stop and shipper base.

A 1941 topo map of the region extending from north of Dallas at the South Fork River crossing (Philadelphia Church) south as to include Gastonia. The railroad moved away from the river into rolling topography as it reached the industrial center at Gastonia.

NS GP38-2 #5193 at Dallas with a cut of gondola cars in 1985. These cars are destined for the CMC Rebar plant at the south end of town. Image courtesy Mike Falls

Dallas did realize the coming of the railroad although it was not the Atlanta & Richmond Air Line Railway as was originally anticipated. Instead, it was the Chester & Lenoir Narrow Gauge Railroad building north from South Carolina through Gastonia in 1876 that was to traverse the town and serve its industry.

The largest manufacturer at Dallas during the 1920s was the Moro Webb Cotton Mill. A single siding served both the coal trestle and the company warehouse.

Dallas depot as it appeared in 1973. The structure was reported still active at this date and a spur remains at the platform. Image Brian Ezzelle collection/Piedmont and Western Railroad Club

Northbound view of the right of way from the former Eason Road grade crossing. There is evidence of rail spurs that existed here when the line was active. Dan Robie 2022

Scenes such as this are treasured today. An NS local moves south on C&NW rails at Dallas bound for Gastonia. This circa 1987 photo was taken not long before the line was abandoned between Dallas and Gastonia. Image courtesy Mike Falls

The earliest documented account of textiles here was the Dallas Cotton Mills established in 1891. Later additions to the textile industry at Dallas included the Monarch Cotton Mills, Moro Webb Cotton Mills Company, and the Dorothy Manufacturing Company. In later years non-textile industries consisted of the Piedmont Metal Roofing Company and subsequent developments as the 20th century progressed resulted in others such as Webb Metals Recycling. By the 1980s, all that remained of the Carolina & Northwestern Railway between Gastonia and Lincolnton was the short segment to Dallas. The CMC Rebar plant may have been the final shipper along the route when service was discontinued by the 1990s. As the line lay inactive, Norfolk Southern ultimately filed for abandonment (2003) of the railroad extending from the north connection at the main line at Gastonia to the end of the line at Dallas near the South Fork River crossing. The track was removed during 2006-2007.

East Main Street Dallas...1985

East Trade Street Dallas...2022

NS GP38 #2769 and a mate still in Southern Railway colors lead a train at Dallas in October 1985. Location is the East Main Street grade crossing in the heart of town. Image courtesy Mike Falls

Rails remain embedded in the asphalt at the ex Trade Street grade crossing. Close to the same location as Mike Falls image at left with train nearly four decades ago. Dan Robie 2022

The railroad passed through the center of Dallas with mostly residential neighborhoods flanking it on both sides. Only isolated sectors included industrial buildings adjacent to the track. Until recent years, the C&NW traversed a wooded area to the south of Dallas as it approached Long Creek. Upon reaching the stream it crossed over on a 175-foot deck bridge on the approach to the outskirts of Gastonia. For the first time since Lenoir, the railroad entered a heavily industrialized corridor.

The CMC Rebar plant between Dallas and Gastonia as it appeared in 2005. By this date the railroad was abandoned and track removal began the following year.

Gastonia (North)

What Lenoir was to the Carolina & Northwestern Railway in regards to furniture manufacturing Gastonia was likewise to the textile industry. The other crown jewel along the route in terms of shippers and revenue was an industrial powerhouse in its prime. References to Gastonia as the "Textile City" was no exaggeration--if one takes the year 1920, for example, the numbers confirm it. Gaston County hosted no less than ninety (90) cotton mills with no less than forty-one (41) located solely in Gastonia. These totals affirmed it not only as the textile manufacturing center of North Carolina but also as the upper echelon of the South.

The northern reaches of Gastonia in 1922. A notable shipper here was the Piedmont Spinning Company, maker of yarns.

North of town center on the C&NW was the J.B Atkinson Box Factory located on a wye. At the south near the Southern Railway junction was the Gastonia Ice & Coal Ice Factory, Gastonia Cotton Manufacturing Company and the J.H Beal & Company General Warehouse.

Southern Railway local action on the C&NW at the north end of Gastonia in 1982. Pulpwood cars and general freight on the line extending to Dallas. All gone now. Image courtesy of Mike Falls

The railroad center of Gastonia as it was in 1922. This busy sector of town witnessed a convergence of rail traffic with the presence of the Carolina & Northwestern Railway, the Southern Railway, and the Piedmont & Northern Railway and their interchanges.

The early period of north Gastonia on the C&NW--defined as the city north of the Southern Railway junction--included large shippers generating a high volume of carloads. Among this group of customers included the Gastonia Ice & Coal Ice Factory, Gastonia Cotton Manufacturing Company, J. B. Atkinson Box Factory and the J.H. Beal & Company General Warehouse. At the north end of the city limit in 1922 was the Piedmont Spinning Company.

If one were to step back into time at Gastonia during its industrial heyday there would be no busier railroad location than at city center. The area bordering North Broad Street and East Airline Avenue teemed with trains with the convergence of three railroads. Carolina & Northwestern Railway traffic contributed its share with scheduled freights and at least into the 1940s, passenger trains. Added to this was the local switching and interchange of carloads. Also present was the Piedmont & Northern Railway passenger and freight trains serving the many textile mills in town. (A dedicated two-part piece about the Piedmont & Northern Railway is on the WVNC Rails web site) Dominating the traffic volume, however, was the Southern Railway main line with multiple passenger trains, scheduled time freights, and local switching.

C&NW/SOU Junction...1984

A scene that was on borrowed time when this 1984 photo was taken at the junction of the C&NW and Southern Railway. View is southbound and also captures the connecting tracks as they were. Image courtesy of Mike Falls

C&NW/SOU Junction...2019

Yes, this is virtually the same location as the photo at left. The "trench" project, abandoned railroad, and later rail trail rehabilitation completely transformed the former junction area. Dan Robie 2019

A 2005 view of the railroad center at Gastonia. During the mid- 1980s, the "trench" project transformed the area and resulted in the removal of the C&NW/Southern (NS) diamond. The remaining active sections of the railroad north to Dallas and south to Crowders, respectively, were served by separate connections to the NS main line. Today, the line remains active to Crowders but removed north to Dallas.

During the mid 1980s, changes were in motion that would forever transform the landscape in downtown Gastonia adjacent to the railroad. The city embarked on a railroad relocation project designed to eliminate grade crossings on the premise of improved safety. What the project entailed was the relocation of the Southern Railway (Norfolk Southern by this date) main line into a trench excavated below the city street level that also removed buildings--including the passenger station. This project changed the Carolina & Northwestern right of way by removing its crossing on the diamond thereby eliminating the through route. The only access to its remaining track was by connections from the NS main. At the time of the project, through service on the C&NW had already been gone for several years. From Gastonia, its remaining track north to Dallas and south to into South Carolina was served by locals based in the Textile City.

Postcard of the Southern Railway passenger station at Gastonia during the early 1900s. Behind the structure was a track that connected to the Carolina & Northwestern Railway for its passenger train accessibility. By the early 1920s, the Southern main line was double tracked. Image University of North Carolina

1922 map indicating the Carolina & Northwestern Railway and its southwest access to the Southern Railway passenger station. At right is the C&NW interchange with the Piedmont and Northern Railway. The C&NW crossed the Southern on a single-track diamond.

Northbound scene at Avon in 1984 at the beginning of the Gastonia "trench" project and track relocation. Roadway barriers are visible on Airline Avenue at left. Image courtesy Mike Falls

Southbound view at control point (CP) Avon in 1984 on NS. Between the signals was the C&NW diamond that crossed at grade. Work at left is the beginning of the Gastonia downtown "trench" project that will relocate the NS main line below street level and eliminate the C&NW through crossing. Image courtesy Mike Falls

At left: A 1982 scene that will never be witnessed again. A Southern Railway GP38-2 with local freight moves northbound on the C&NW nearing the diamond with the Southern Railway. Image courtesy Mike Falls

It is interesting to consider a "what if" the Carolina and Northwestern track between Gastonia and Newton had remained intact into the 2000s. In 2001, Norfolk Southern closed the fabled Saluda line between Asheville and Spartanburg, SC to through traffic subsequently rerouting trains north to Asheville (and vice versa) via Salisbury. Assuming a northwest connection had existed with the NS main line and ex- C&NW route at Gastonia, traffic could have been rerouted from Gastonia to Newton trimming substantial mileage on the detour. But the hilly contour of the C&NW in that region might have deterred such an option in addition to its track condition. A moot point but interesting to ponder nonetheless.

(South) Gastonia to the SC Border

NS road slug #713 paired with a GP40-2 and a trailing GP38-2 pull a single hopper south on the "HG Line" remnant through South Gastonia. The railcar is destined for Metal Recycling Services at the end of the line. Dan Robie 2021

At left: A 1941 topo map of the region from South Gastonia through Crowders to the North Carolina-South Carolina border. A distinct transition from the textile rich Gastonia to a railroad passing through predominately rural territory.

South of the Southern Railway diamond, the Carolina & Northwestern Railway was essentially street track as it ran the course of South Broad Street. This section of town was dominated by textile mills of varying size and the residential villages that housed the workers. As the C&NW was the only railroad serving the south side of Gastonia, it had a monopoly with regards to only its track serving the individual mills.

The list of cotton mills operating in Gastonia during the 1920s was a lengthy one. On the southside of town was this group: at left, Dunn Manufacturers and the Armstrong Cotton Mill. On the right in the same vicinity are the Seminole Mills and the Osceola Mills.

The moniker of Gastonia as the "textile city" was no exaggeration. Mills populated all quadrants of the city providing thousands of jobs and business for three railroads. Three more are depicted above as they were in 1922---Ridge Mills, Ruby Mills and Dixon Mills. At right in the same district is the Victory Mills.

The railroad in South Gastonia passes through former mill districts. These were a combination of mill houses for the workers and the mill structures themselves. Dan Robie 2020

This structure today is the Wix Filtration Cooperation but years ago was the Dixon Mills. It was one of numerous mills in Gastonia served by the C&NW Railway. Dan Robie 2020

An exploration through the south end of Gastonia is a dichotomy of the old and new. Contemporary businesses of which express a variety of needs contrast with the older mill buildings that still stand. A number of these structures are converted to other business unrelated to textiles whereas others continue on a smaller scale. History also tells us that other textile mills fell prey to the wrecking ball leaving vacant lots subdued in fleeting memories.

The list of mills that existed along the Carolina & Northwestern Railway in south Gastonia is an impressive one. This region of town contained more industry exclusive to the C&NW than at its north end. In its prime, it was enough to keeps crews busy switching the mills with boxcars and coal hoppers as needed. An early 20th century roll call would identify the following textile mills: Dunn Manufacturers, Armstrong Cotton Mills, Seminole Mills, and Osceola Mills. A continuance includes Ridge Mills, Ruby Mills, Dixon Mills, Hanover Mills, Pinkney Mills, and the Rankin Mills. Virtually all of these mills consisted of residential villages built in the shadow of the plants to house the workers.

The southern end of the Gastonia industrial district along the railroad in 1922. Hanover Mill, Pinkney Mill, and the Rankin Mill were small in size but relied upon the railroad nonetheless.

NS P43 moves south on former C&NW rails to serve the remaining shippers on the segment to the South Carolina border. GP38-2 #5230 leads the train past the southern boundary of the Gastonia city limit. Image by Matt Robie

What remains of the railroad today from Gastonia south to the NC-SC border is a far cry from yesteryear. Only two active shippers populate the territory served by Norfolk Southern on an as needed basis. Local train P43 switches the line for the two customers---Lubrizol Advanced Materials in South Gastonia and the Metal Recycling Services at Crowders.

NS P43 with road slug #713 (paired with a GP40-2 mother) moves south on the HB Line in South Gastonia. On the right is the Lubrizol Advanced Materials plant--one of only two remaining shippers on this section of railroad. Dan Robie 2021

Where C&NW Alcos once trod is now only traversed by NS Geeps on locals. The same train at left led by the #713 passes the Mount Pleasant AME Zion Church at Crowders. Dan Robie 2021

Mile post 39 is the southernmost one still in existence at Gastonia as this location is within a half mile of the end of the line. From this point it is 39 miles to Chester, SC with no surviving railroad but for a short out of service section remaining at Chester. Dan Robie 2021

A placid late afternoon view of the railroad at Crowders looking north towards Gastonia. Only the future will reveal whether Norfolk Southern gives this section of line the boot either by abandonment or in lesser likelihood, sale to an independent operator. Dan Robie 2020

These two views at Crowders are located at the end of the active segment extending south from Gastonia. At left looking northbound back towards Gastonia and on the right, south view at Metal Recycling Services. Beyond this point the track is removed near the proximity of the North Carolina-South Carolina border. Both images Dan Robie 2020

The end of the active section of the HG Line is at Crowders past the Metal Recycling Service. There was once an overpass at the intersection of Robinson Road at US Highway 321 (York Road) but the bridge was removed along with the track. Curiously, immediately past this location is the still standing combination trestle and 104-foot deck bridge spanning Crowders Creek with the rails removed. On the opposite bank of the stream stands a one- time shipper, Valley Proteins, Inc., that remains in business with trucking only. Rails remain visible from the siding that once served the plant--the southernmost shipper on the Carolina & Northwestern Railway route that existed in North Carolina.

Combination deck bridge-trestle spanning Crowders Creek at Crowders, NC. This structure marks the beginning of the abandoned sector of railroad moving south from Gastonia to Chester. Location is less than one mile from the North Carolina-South Carolina border. Dan Robie 2021

Valley Proteins marks the southernmost business along the former C&NW right of way in North Carolina. The track is gone but passed alongside the plant marked by the location of the fencing gate. Dan Robie 2022

York County SC

As the railroad crossed the state line into South Carolina, its persona changed. Industry became sparse with gentle rolling hills and farmland replacing communities populated with textile mills. From the border moving south, the only towns of commercial consequence to the Carolina & Northwestern Railway were Bowling Green, Clover, York, and the terminus of Chester. Agriculture dominated most of the region and during the early years of the railroad, it relied upon the railroad to ship produce and receive goods as it touched the smaller hamlets. Once this importance faded, the trains merely passed through them on their northbound and southbound treks.

1941 topo map of the region from Bowling Green to Clover. Although industry here was less concentrated it was still dominated by textiles.

The first community moving southbound into the Palmetto State is Bowling Green. Early C&NW timetables also refer to the location as Bowlin so it shared dual names throughout its railroad history. The commercial importance was significant to the railroad, however, considering its size and population. One of the few larger shippers along the railroad in South Carolina was located here--the Bowling Green Manufacturing Company. This company had its origins in 1902 as the Bowling Green Knitting Mill and remained until 1916 when it was purchased and renamed the Reynolds Cotton Mill. The business changed names again in 1921 becoming the Bowling Green Cotton Mills. Subsequent changes of ownership continued at mid-century and the facility continued to operate until circa 1990. As mill closings in South Carolina during the 1980s led to the abandonment of the railroad north to the NC-SC state line, Bowling Green was the last vestige of the C&NW in its original South Carolina configuration.

A Google Earth snapshot from 1998 when the Bowling Green Manufacturing Company complex still stood. Today the main plant is demolished with only the foundation extant bordered by abandoned railroad right of way.

The abandoned railroad right of way at Bowling Green. A prefabricated building stands adjacent to the old Bowling Green Manufacturing Company property with the old water towers as sentinels from its one-time existence. Dan Robie 2022

Clover

The origin of town names is an interesting historical study in and of itself. Often, they are named for an adjacent stream, a famous individual distant or near, or of an element pertinent to local culture or topography. Sometimes the coming of the railroad inspired a choice of name which may be applicable---according to local lore—in the case of Clover, SC. When the rails of the Chester and Lenoir Narrow Gauge Railroad were laid through town in 1875, the site was selected as the location for a water station. It was recorded that the water tower leaked and beneath its base grew a large patch of clover. Hence, from its roots also sprang what became the town name.

A remarkable postcard of a tractor pulling a "wagon train" load of fertilizer circa 1905. Early railroad history scene at Clover--note track in the center of the frame--during the formative years of the Carolina & Northwestern Railway. Image University of South Carolina

A snapshot of Clover during the early 1960s which represents a typical business district in an era predating the shopping mall. This view looks north--note the traffic sign with York 9 miles to the "left" (south). Not much railroad detail here except for a glimpse of C& NW main line track rail in the median. Image University of South Carolina

Generating local employment and revenue for railroad was the Clover Cotton Manufacturing Company pictured here in a postcard rendition. This large mill was a staple of the Clover economy throughout the 20th century. Image Culture and Heritage Museum (York)

Clover gained commercial importance in the region aiding local economic development in addition to revenue for the railroad. The ever-encompassing textile industry--dominant in every respect with virtually any town of size in the South--developed at Clover during the late 19th century. Three mills came into early prominence with the earliest when the Chester & Lenoir Narrow Gauge Railroad was in existence. The Clover Spinning Mill was the earliest incorporated and constructed in 1892--it was later reorganized as the Clover Cotton Manufacturing Company. The next mill of consequence was the Hawthorne Mill built during the World War I era in 1917. Eventually the largest---and longest surviving---mill was the Hampshire Spinning Mill built in 1923. This mill changed ownership on two separate occasions beginning with American Thread Company in 1945 and Southern Industries in 1985. All of these mills were customers and shippers for the Carolina & Northwestern Railway throughout their respective existences.

Sanborn map of Clover Mills as it existed in 1934. It was the first textile plant to be constructed in Clover in 1892. Only the foundation of the building remains today.

The Clover passenger/freight depot was located at town center and was served by a passing track. Modern development completely removed all traces of the structure.

Spurs emanated from the street track main at the south end of town. Originally built as Hampshire Mills, this business survived into the 1980s as Southern Industries. On the opposite side of South Main Street was a cotton and seed warehouse also served by a spur.

The track layout at Clover was quite similar to the C&NW at other locations along its route. From the mid-point to the south end of town, the track was flanked by roadway to either side. Similar to Sawmills, Granite Falls, and Gastonia to the north, the roadbed was laid on what became a median separating different streets or a divided highway. At Clover, the railroad was positioned between the northbound and southbound lanes of US Hwy 321. Of course, the railroad existed long before the divided highway--real estate was acquired on either side of the track to widen the road. This would have been an interesting location to watch C&NW trains pass throughout the years concluding with the final NS locals during the 1980s.

Overhead view at the south end of Clover with the closed Southern Industries mill. The red line indicates the former right of way in the median between the four-lane US Highway 321. The spur to the plant crossed the northbound lane and served other structures as well that have been demolished.

Originally opened as the Hampshire Spinning Mill in 1923, this complex employed thousands of workers throughout its 60-year operational existence ending in 1985 as Southern Industries. The structure stands as an empty shell and is a reason why the railroad no longer exists at Clover. Dan Robie 2022

Agriculture dominated the region between Clover and York with the foremost community being that of Filbert. It was listed as a timetable location and flag stop for passenger trains as needed. A depot existed into the Carolina & Northwestern Railway era that handled general freight as well as passengers. One business that existed at Filbert during the early 1900s was the Farmers Gin Company that likely utilized the railroad. The existence of the railroad there today is but a distant memory with the region now renowned for its peach orchards.

(York)ville

History continually spawns anew and in certain instances, it begins a transformation that originated in the seeds of conflict. South Carolina was a hotbed of turmoil during the American Revolutionary War period of which events that occurred are recorded as the turning point that eventually resulted in independence. Yorkville was at the center of a crossroads that witnessed battles and guerilla activity that ultimately led to the reversal of the British fortunes. A century later revolution again swept the region in the form of industrial development. The harbinger of change was the completion of the Kings Mountain Railroad from Chester to Yorkville in 1852 which further accelerated an already prosperous cotton market and an increase in population.

This prosperity, however, soon faced a tragic hiatus with the onset of the Civil War. Among the many casualties of the conflict was the destruction of the Kings Mountain Railroad by the Union Army. In the aftermath of the carnage, the right of way lay dormant until it was acquired by the Chester and Lenoir Narrow Gauge Railroad in 1873. Once the railroad was completed from Chester to Yorkville, the area was primed for an industrial resurrection which materialized in the form of cotton mills.

Textiles were prevalent in upstate South Carolina and York was no exception. Two early shippers for the railroad in 1910 were the Neely Manufacturing Company and the Victor Cotton Oil Company.

The heart of the railroad district at York in 1910 along the C&NW. In addition to the combination freight/passenger depot, the Moore Standard Cotton Warehouse, MacKorrell Brothers Wholesale Grocers, and the J.J. Keller Lumber Yard and Planing Mill generated activity along the railroad.

The Carolina & Northwestern Railway was not the only railroad to pass through and serve York as the city was also traversed by the Southern Railway. This route was originally the Triple C (Charleston, Cincinnati, and Chicago Railroad) constructed between 1886-1899 that entered receivership during the early 1890s and remained in that state until purchased by the Southern Railway in 1898. The line remained active surviving into the early years of Norfolk Southern (NS) and ironically, it and the ex- C&NW at York were abandoned during the early 1980s. There was no direct connection between the two lines--the C&NW crossed above the Southern on a bridge at the south end of York.

At the south end of York during the early 1900s was the Tavora Cotton Mills. This business was large enough to warrant two spurs to handle all of its shipping needs. Building was demolished in 1985.

The abandoned Carolina & Northwestern Railway right of way as it passed through the old downtown section of York. There remain areas through here where the roadbed is readily discernable in spite of the track removal nearly 40 years ago.

Many of the old textile mills that stood vacant in recent years have since vanished beneath the bulldozer tread. Tavora Mills was a prominent shipper along the Carolina & Northwestern Railway for most of the 20th century until closing in the 1980s. Today, a car wash exists on the site of the mill. Image University of South Carolina.

There was a respectable amount of business for the railroad during the early 20th century. As a crossroads and seat for the county by the same name, commerce was established here in step with what transpired throughout the region---the textile industry. The earliest business was the York Cotton Mill opened in 1897 which was later expanded after it was acquired by the Cannon Mills empire in 1913. Additional shippers such as the Neely Manufacturing Company, the Victor Cotton Oil Company, W.R. Carroll Cotton Warehouse, Moore Standard Warehouse (Cotton) and the large Tavora Cotton Mills attained prominence during the early 1900s. Other non-textile shippers included the J. J. Keller Lumber & Planing Mill and the MacCorrell Brothers Wholesale Grocers. Contributing further to the activity along the railroad at York--shortened in name from Yorkville in 1915--was the combination passenger/ freight depot.

Two views of the combination depot at York as it appeared during the 1950s. By this time passenger service had ceased and the depot was freight only. Although there is little activity in these scenes there certainly was still a purpose for this depot during the era serving shippers. Both images University of South Carolina.

At the south end of York was the Southern Railway (green-ex-Triple C) route that passed beneath the C&NW (red) in a cut. There was no interchange connection between the two unless it once existed many years ago. Both railroads were abandoned through here during the 1980s and only roadbed remains.

South of York the C&NW began its trek through the rural land of South Carolina in earnest. There was no industry encountered again until the railroad entered Chester. During the era of passenger travel, trains paused at the rural flag stops such as Delphia, Guthries, McConnells, and Lowrys serving patrons traveling near and afar. These smaller communities did rely upon the railroad for agricultural needs as farming dominated the region. By the 1960s, however, the railroad had no shipping needs between York and Chester serving only as a through route between the points. Since the Carolina & Northwestern Railway and the Southern Railway were affiliated and the latter was also at Chester, it was futile to retain 20 miles of secondary track with no customers. This resulted in the decision to abandon the C&NW between York and the north end of Chester during the early 1970s.

Where trains once passed utility poles now occupy the former right of way through McConnells. This view is northbound with the highway and wood fence framing the roadbed. Dan Robie 2022

South end of McConnells limit is identified with this sign. Ex-C&NW right of way is to the right and traceable through the clearing ahead in this view that looks north. Dan Robie 2022

During the Chester & Lenoir and early C&NW eras McConnells hosted a depot for freight and passenger service but by the twilight years of passenger service, it was not even listed as a flag stop. All business the railroad conducted here throughout its history was agrarian in nature and remained at least into the 1940s. Sheds were constructed along the railroad for the seasonal loading of peaches and the C&NW would transport them to northern markets.

C&NW trains once passed through this pastoral countryside in rural South Carolina. More than 50 years after the track removal the right of way remains clearly outlined between McConnells and Lowrys parallel to US Hwy 321. Dan Robie 2020

As one travels US Highway 321 through the region between York and Chester, the rural character becomes evident. The abandoned right of way through here---absent of trains for 50 years now--exists in various states of disposition. There are stretches whilst it is faded and others where subsequent development has transformed it altogether. Conversely, the region from McConnells to Lowrys presents the historian with the best trace of the right of way as it remains prevalent.

Chester County SC

The abandoned railroad right of way parallels the fence line of this farm in Lowrys at the intersection of US Highway 321 and Old York Road. Northbound and southbound views are left and right, respectively. Both images Dan Robie 2020

There is a nostalgic charm to small farming towns in and of themselves for any number of reasons. These elements remain today well into the 21st century. Perhaps it is a slower pace to life and telltale reminders of bygone years that allow one to step back into time and if not experience it in the realm, then at least sample it. If a railroad passes through--whether active today or only a memory of yesteryear--the element of charisma is elevated to another level.

Original 1939 unpublished map of the business district of Lowrys fronting the railroad. Agriculture was the economic driver of this small rural community that once relied upon the Carolina and Northwestern Railway.

The townspeople of Lowrys and the surrounding area knew in advance when train time was. From the first train of the narrow-gauge Chester & Lenoir Railroad until the last steam locomotive at mid 20th century, the shrill of the whistle echoed throughout the flatland countryside announcing its pending arrival. That sound was replaced by the horns of CN&W Alcos pulling freight until the railroad was taken out of service.

Looking north from Market Street in the heart of town. Railroad was at right with a grade crossing at Old York Road. Lowrys depot stood directly ahead at the large tree. Dan Robie 2020

Southbound view at Charity Road on the abandoned right of way. Still standing is a freight shed and a piece of track is visible 50 years after the remainder was removed. Dan Robie 2020

Industrial Park

The only remaining piece of the former Carolina & Northwestern Railway in South Carolina is the section from the junction in Chester north to the timetable location of Airlee. In 1970--within the time period the railroad was abandoned north from Chester to York--an industrial complex was constructed that utilized rail service. The railroad was left intact to this business effectively terminating as a long spur. For many years, Superior Essex occupied the building as a wire and cable manufacturer. In 2008, the company closed its Chester operation and the railroad (spur) has been inactive since.

Overhead view of the Superior Essex plant in the early 2000s. Railcars and the end of the ex-C&NW main are visible in the scene.

Once upon a time this was the C&NW main line north of Chester. Its existence now is as an out-of-service spur to the Chester Industrial Park. Dan Robie 2022

Southbound view of out of service track and the still lit signal that guards the CSX diamond ahead. Location is the Old York Road grade crossing in north Chester. Dan Robie 2020

The track outside the former Superior Essex plant. One is the dedicated spur to the building and the other is a runaround track. Dan Robie 2022

Chester (City Center and Terminus)

Chester became a point on the railroad map predating the cataclysmic effects of the Civil War in the surrounding region. In 1851, the arrival of Southern Railway predecessor Charlotte and South Carolina Railway ushered in the beginning of industrial development and the creation of Chester as a railroad hub. By the onset of the 20th century, the Seaboard Air Line Railroad and the Lancaster & Chester Railway were also operating in the bustling textile center.

Northbound view of out of service ex-C&NW trackage from Chester yard area. Signal ahead guards the CSX diamond and although track is not active, it remains lit as red. Dan Robie 2022

Ex C&NW track looking south through the north end of Chester. Track at left is ex-Southern Railway (present day NS "R" Line) Dan Robie 2020

The point of origin for what became the Carolina & Northwestern Railway began humbly at Chester with the construction of the 5-foot gauge Kings Mountain Railroad in 1852 which was completed to York. As previously discussed, this short rail line was destroyed by the Federal army during the Civil War. In the aftermath of the conflict, the route was surveyed by two independent entities questing a rebuild which merged forming the Chester & Lenoir (C&L) Railroad in 1873. From the joint venture resulted the construction of a three-foot gauge railroad that remained in existence from the C&L Railroad and also the re-chartered Chester & Lenoir Narrow Gauge Railroad era. Since the railroad was chartered at Chester the decision was rendered to headquarter both the company office and repair shops there. The 1904 map below indicates the railroad stub ended beyond the repair shops at the Gadsden Street grade crossing with another leg on the east side of the Southern Railway passing by the union passenger station. This was a continuation of the original Chester & Lenoir Narrow Gauge Railroad configuration.

Southern Railway station at Chester as it was in November 1974. View is northbound in a setting that retained elements of yesteryear including the semaphores. This station location was union in the past also serving the Carolina & Northwestern Railway and during the early 1900s, the Lancaster & Chester Railway. Image University of South Carolina

Above: The southern end of the Carolina & Northwestern Railway at Chester from 1904. At this time the C&NW shops were located here as well as the general office. Springstein Mills flanked the property and the town center hosted two other lines, the Southern Railway and the Lancaster & Chester Railway. The freight terminal was to the south and the union passenger station served the three railroads. Forming the southern boundary but served directly by Southern Railway was the Chester Machine and Lumber Company.

When the Carolina and Northwestern Railway assumed control of the Chester & Lenoir Narrow Gauge Railroad in 1897, it retained and utilized the shop facilities located at Chester until they were destroyed by fire in 1910. Early era but not directly served shippers in the town center of Chester included the massive Springstein Mills and the Chester Machine and Lumber Company. Also, the C&NW had no direct connection via spur to other plants such as the Eureka Cotton Mills, Baldwin Mills and the Gayle Mills but it unquestionably shipped raw material for the mills as well as transporting finished goods from interchange with the other local railroads. Connections with the Lancaster & Chester Railway, the Seaboard Air Line, and the Southern Railway in conjunction with its freight terminal kept the C&NW busy at Chester.

Refer to 1904 topo map above (find number "12"): Turnout remnant of the spurs that split to serve Springstein Mills and the Chester Machine and Lumber Company. Dan Robie 2022

The spur to the Springstein Mills is visible at left. In the distance is the site of the former mill marked by a solitary smokestack. Dan Robie 2022

The railroad dynamic of Chester changed when the Carolina & Northwestern Railway was abandoned between it and York during the early 1970s. What had heretofore been shipped on the C&NW reverted by affiliation to the Southern Railway and its "R" Line and the remaining customers served via that route except all involving interchange. By the 1980s the textile mills had either ceased operation or declined to insignificance for the railroad rendering what remained of the former C&NW out of service. Of note is the sole remnant of the C&NW at Chester that extends north to the timetable location of Airlee. An industrial park was opened here during the 1980s with rail service and remained active into the early 2000s. This piece of track included the original C&NW extending north but this same track extended south beyond the original terminus (Gadsden Street) connecting with the Southern Railway "R" line near the Lancaster & Chester Railway interchange. At some point in time during the C&NW-Southern partnership this connection was evidently modified.

A vestige from long ago. Rails remain embedded in the asphalt at the intersection of Hinton and Cotton Streets. This spur once branched to serve the Springstein Mills and the Chester Machine and Lumber Company. All in the shadow of the one-time C&NW shops. Dan Robie 2022

At the south end. Not the true end of the C&NW but presents the appearance of such as it joins the NS main south of the L&C Railway connection. This is the same track that extends north on the C&NW right of way across the CSX diamond and beyond to Airlee. Dan Robie 2022

To start from or return to Part I covering Edgemont to Lincolnton, NC, click HERE

Credits

Steve D. Bailey

Caldwell County Heritage Museum

Culture and Heritage Museum (York SC)

Joe Duckworth

Mike Falls

High Shoals NC Now and Then

Historical Association of Catawba County

History of Granite Falls

History of Maiden

History of Rhodhiss

John D. Jones

Alex Keth

Laboratory Mills

Library of Congress

Lincoln County Historical Association

Norfolk Southern Corporation

NCDOT

"North Carolina Ghost Town-Appalachian History"

Railway Age

Matt Robie

Mack Ross/Long Shoals History Project

Piedmont and Western Railroad Club

Town of Hudson

Town of Sawmills

University of North Carolina

University of South Carolina

US Department of the Interior

Wikiwand

Winston Salem Journal