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The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | In February 2005 TfL announced that Balfour Beatty/Keolis, First Carillion, RATP/Transdev and Serco had been shortlisted to operate the franchise, and in November 2005 TfL announced that Serco had retained the franchise for seven years from May 2006. | 1 |
The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | Originally the DLR used signalling based on a fixed-block technology developed by GEC-General Signal and General Railway Signal. This was replaced in 1994 with a moving-block TBTC (Transmission Based Train Control) system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and updates are provided by Thales Rail Signalling Solutions. The same technology is used by rapid transit systems including Vancouver's SkyTrain, Toronto's SRT, the San Francisco Municipal Railway and Hong Kong's MTR. The SelTrac S40 system has also been adopted by the London Underground Jubilee line and Northern line. Transmissions occur via an inductive loop cable between each train's Vehicle On-Board Controller (VOBC) and the control centre (VCC, SMC) at Beckton. If this link is broken and communication is lost between the VOBC and VCC, SMC, the train stops until it is authorised to move again. If the whole system fails the train can run in restricted manual at for safety until the system is restored and communication is re-established. Emergency brakes can be applied if the train breaks the speed limit during manual control or overshoots a fixed stopping point, or if it leaves the station when the route has not been set. | 0 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | 1 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | In July 2014, a Transport Supporting Paper from the London Infrastructure Plan 2050 by the Mayor of London considered the closure of Tower Gateway DLR station and the branch serving it, with a replacement interchange being provided via new platforms at Tower Hill Underground station. This would increase train frequencies to Bank by approximately 30%, thereby unlocking more capacity on the Bank branch. However, this document notes that this would be a long-term aspiration - around 2050. | 0 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | 1 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | In July 2014, a Transport Supporting Paper from the London Infrastructure Plan 2050 by the Mayor of London considered the closure of Tower Gateway DLR station and the branch serving it, with a replacement interchange being provided via new platforms at Tower Hill Underground station. This would increase train frequencies to Bank by approximately 30%, thereby unlocking more capacity on the Bank branch. However, this document notes that this would be a long-term aspiration - around 2050. | 0 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | The first franchise was awarded to Serco Docklands Limited for seven years; operations began in April 1997. A management buyout backed by Serco management later sold its shares to Serco. A two-year extension was granted in 2002. | 1 |
In July 2012 TfL called for expressions of interest in bidding for the next DLR franchise, and in January 2013 Serco's contract was extended until September 2014. | The Parliamentary Transport Select Committee favourably reviewed light rail in 2005, and due to the success of the DLR, proposals for similar systems elsewhere emerged. The North and West London Light Railway was a plan for an orbital railway serving the other side of London. The DLR has been successful, as have other recent light rail systems, although it was earlier criticised for having been designed with insufficient capacity to meet the demand that quickly arose. | 0 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | The infrastructure is owned by Docklands Light Railway Ltd, part of the London Rail division of Transport for London (TfL), which also manages London Overground, London Trams, Emirates Air Line and Crossrail. | 1 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | New stations were (names in bold are former North London Line stations): ', , ', , (on the site of railway station), and Stratford International. | 0 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | DLR was a wholly owned subsidiary of London Regional Transport until 1992 when it was transferred to the London Docklands Development Corporation. | 1 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | Another proposal is to by taking over the Bromley North Line, a short National Rail branch line which has no direct services into Central London. The scheme being considered by Transport for London and the London Borough of Bromley would convert the branch line to DLR operation. Although Lewisham Council planned to re-route the A20 road and redevelop the area south of Lewisham DLR station, the plans published in 2012 have no safeguarded route for an extension, making one unlikely. | 0 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | 1 |
In April 2013 TfL announced that Go-Ahead/Colas Rail, Keolis/Amey, Serco and Stagecoach had been shortlisted to bid for the next franchise. However, on 30 August, just before the bid submission date of 9 September 2013, Go-Ahead/Colas Rail pulled out. The franchise was awarded to Keolis/Amey, with a handover date of 7 December 2014, expiring in April 2021 with an option for extension without going to tender. | Between Limehouse and Tower Gateway, the DLR runs parallel to the London, Tilbury and Southend line. | 0 |
Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | The Parliamentary Transport Select Committee favourably reviewed light rail in 2005, and due to the success of the DLR, proposals for similar systems elsewhere emerged. The North and West London Light Railway was a plan for an orbital railway serving the other side of London. The DLR has been successful, as have other recent light rail systems, although it was earlier criticised for having been designed with insufficient capacity to meet the demand that quickly arose. | 1 |
Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | The system is part of the London fare zone system, and Travelcards that cover the appropriate zones are valid. There are one-day and season DLR-only "Rover" tickets, plus a one-day DLR "Rail and River Rover" ticket for the DLR and City Cruises river boats. Oyster pay-as-you-go is also available; or NFC enabled bank card holders (contactless) passengers need to touch both in and out on the platform readers or pass through the automatic gates. Tickets can be purchased from ticket machines at the entrance to the platforms, and are required before entering the platform. There are no ticket barriers at DLR-only stations, and correct ticketing is enforced by random on-train inspections by the PSA. Users of pay-as-you-go Oyster cards or a contactless bank card who have failed to touch in at the start of the journey, as well as other passengers without a correct ticket, may be liable to a £80 penalty fare or prosecution for fare evasion. There are barriers at Bank, , Woolwich Arsenal, West Ham and , where the DLR platforms are within a London Underground or National Rail barrier line. | 0 |
The Parliamentary Transport Select Committee favourably reviewed light rail in 2005, and due to the success of the DLR, proposals for similar systems elsewhere emerged. The North and West London Light Railway was a plan for an orbital railway serving the other side of London. The DLR has been successful, as have other recent light rail systems, although it was earlier criticised for having been designed with insufficient capacity to meet the demand that quickly arose. | Until 1 July 2013, the only bicycles that were allowed were folding ones. DLR stated that this is because if evacuation is required, they would slow down the process. DLR cars, especially older rolling stock, were not designed with bicycles in mind – if they were allowed, they might obstruct doors and emergency exits. Since January 2014 full-size bicycles have been allowed on DLR trains at off-peak hours and weekends (except Bank Station, where bicycles are not permitted for safety reasons). | 1 |
The Parliamentary Transport Select Committee favourably reviewed light rail in 2005, and due to the success of the DLR, proposals for similar systems elsewhere emerged. The North and West London Light Railway was a plan for an orbital railway serving the other side of London. The DLR has been successful, as have other recent light rail systems, although it was earlier criticised for having been designed with insufficient capacity to meet the demand that quickly arose. | One of the diesel locos stabled at Poplar is 1979 GEC Traction 0-4-0, one of three built for Shotton Steelworks. Since they were used at the steelworks, one has been scrapped, one has recently been acquired by the Yorkshire Wolds Railway and the third is now at Poplar named "Kevin Keaney". Its original nickname was "Sooty" because of the amount of exhaust this old engine produced. | 0 |
Until 1 July 2013, the only bicycles that were allowed were folding ones. DLR stated that this is because if evacuation is required, they would slow down the process. DLR cars, especially older rolling stock, were not designed with bicycles in mind – if they were allowed, they might obstruct doors and emergency exits. Since January 2014 full-size bicycles have been allowed on DLR trains at off-peak hours and weekends (except Bank Station, where bicycles are not permitted for safety reasons). | Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | 1 |
Until 1 July 2013, the only bicycles that were allowed were folding ones. DLR stated that this is because if evacuation is required, they would slow down the process. DLR cars, especially older rolling stock, were not designed with bicycles in mind – if they were allowed, they might obstruct doors and emergency exits. Since January 2014 full-size bicycles have been allowed on DLR trains at off-peak hours and weekends (except Bank Station, where bicycles are not permitted for safety reasons). | However, early plans showed problems due to being only marginally lower than the busy A20 road, which impedes any extension. The plan is however being revised. When the Lewisham extension was first completed there were proposals to continue further to Beckenham to link it up with the Tramlink system. However, the way in which Lewisham station was built impedes this possible extension and it would prove costly to redevelop. | 0 |
In February 2006 a proposal to extend the DLR to from DLR branch was revealed. The idea originates from a DLR "Horizon Study". | While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . These tunnels were intended to be incorporated into the abandoned Phase 2 of the "Fleet Line" (Phase 1 became the original Jubilee line, prior to the Jubilee line Extension). However they would need enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | 1 |
In February 2006 a proposal to extend the DLR to from DLR branch was revealed. The idea originates from a DLR "Horizon Study". | Originally the DLR used signalling based on a fixed-block technology developed by GEC-General Signal and General Railway Signal. This was replaced in 1994 with a moving-block TBTC (Transmission Based Train Control) system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and updates are provided by Thales Rail Signalling Solutions. The same technology is used by rapid transit systems including Vancouver's SkyTrain, Toronto's SRT, the San Francisco Municipal Railway and Hong Kong's MTR. The SelTrac S40 system has also been adopted by the London Underground Jubilee line and Northern line. Transmissions occur via an inductive loop cable between each train's Vehicle On-Board Controller (VOBC) and the control centre (VCC, SMC) at Beckton. If this link is broken and communication is lost between the VOBC and VCC, SMC, the train stops until it is authorised to move again. If the whole system fails the train can run in restricted manual at for safety until the system is restored and communication is re-established. Emergency brakes can be applied if the train breaks the speed limit during manual control or overshoots a fixed stopping point, or if it leaves the station when the route has not been set. | 0 |
While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . These tunnels were intended to be incorporated into the abandoned Phase 2 of the "Fleet Line" (Phase 1 became the original Jubilee line, prior to the Jubilee line Extension). However they would need enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | In February 2006 a proposal to extend the DLR to from DLR branch was revealed. The idea originates from a DLR "Horizon Study". | 1 |
While not confirmed, it is probable that the Charing Cross scheme would use the overrun tunnels between Charing Cross Jubilee platforms and slightly west of . These tunnels were intended to be incorporated into the abandoned Phase 2 of the "Fleet Line" (Phase 1 became the original Jubilee line, prior to the Jubilee line Extension). However they would need enlargement because DLR gauge is larger than tube gauge and current safety regulations would require an emergency walkway in the tunnel. | Within a year of launch, annual passenger numbers reached 17 million, increasing to 64 million in 2009, and more than 80 million in 2011. The most recent figures show 116.8 million annual passengers in the financial year to 31 March 2020. The first five years had unreliability and operational problems, but the system has since become highly reliable. Research in 2008 showed 87% of the population of North Woolwich were in favour of the DLR. | 0 |
Two reasons driving the proposal are capacity problems at Bank, having just one interchange between the DLR and the central portion of Underground, and the difficult journeys faced by passengers from Kent and South Coast between their rail termini and the DLR. Intermediate stations would be at City Thameslink/Ludgate Circus and Aldwych, which was intended for future connection with the proposed but now abandoned Cross River Tram. | In February 2006 a proposal to extend the DLR to from DLR branch was revealed. The idea originates from a DLR "Horizon Study". | 1 |
Two reasons driving the proposal are capacity problems at Bank, having just one interchange between the DLR and the central portion of Underground, and the difficult journeys faced by passengers from Kent and South Coast between their rail termini and the DLR. Intermediate stations would be at City Thameslink/Ludgate Circus and Aldwych, which was intended for future connection with the proposed but now abandoned Cross River Tram. | Originally the DLR used signalling based on a fixed-block technology developed by GEC-General Signal and General Railway Signal. This was replaced in 1994 with a moving-block TBTC (Transmission Based Train Control) system developed by Alcatel, called SelTrac. The SelTrac system was bought by Thales in 2007 and updates are provided by Thales Rail Signalling Solutions. The same technology is used by rapid transit systems including Vancouver's SkyTrain, Toronto's SRT, the San Francisco Municipal Railway and Hong Kong's MTR. The SelTrac S40 system has also been adopted by the London Underground Jubilee line and Northern line. Transmissions occur via an inductive loop cable between each train's Vehicle On-Board Controller (VOBC) and the control centre (VCC, SMC) at Beckton. If this link is broken and communication is lost between the VOBC and VCC, SMC, the train stops until it is authorised to move again. If the whole system fails the train can run in restricted manual at for safety until the system is restored and communication is re-established. Emergency brakes can be applied if the train breaks the speed limit during manual control or overshoots a fixed stopping point, or if it leaves the station when the route has not been set. | 0 |
The DLR appears in the video to Sean Paul and Clean Bandit's single "Rockabye". Poplar, Canary Wharf and Heron Quays stations appear, interspersed with scenes of New York in winter, in the official video for the single "Trains and Winter Rains" by Enya, released in 2008. | The DLR also appears in the 2007 film "28 Weeks Later". | 1 |
The DLR appears in the video to Sean Paul and Clean Bandit's single "Rockabye". Poplar, Canary Wharf and Heron Quays stations appear, interspersed with scenes of New York in winter, in the official video for the single "Trains and Winter Rains" by Enya, released in 2008. | One of the diesel locos stabled at Poplar is 1979 GEC Traction 0-4-0, one of three built for Shotton Steelworks. Since they were used at the steelworks, one has been scrapped, one has recently been acquired by the Yorkshire Wolds Railway and the third is now at Poplar named "Kevin Keaney". Its original nickname was "Sooty" because of the amount of exhaust this old engine produced. | 0 |
Woolwich Arsenal plays an underground station in Athens in "Jason Bourne". | The DLR appears in the video to Sean Paul and Clean Bandit's single "Rockabye". Poplar, Canary Wharf and Heron Quays stations appear, interspersed with scenes of New York in winter, in the official video for the single "Trains and Winter Rains" by Enya, released in 2008. | 1 |
Woolwich Arsenal plays an underground station in Athens in "Jason Bourne". | Most stations are of a modular design dating back to the initial system, extended and improved with two side platforms, each with separate access from the street, and platform canopies, although few examples remain of the original, distinctive rounded roof design. Stations are unstaffed, except the underground stations at , Stratford International and Woolwich Arsenal for safety reasons, a few of the busier interchange stations, and City Airport, which has a ticket office for passengers unfamiliar with the system. Canning Town, Custom House and Prince Regent are normally staffed on the platform whenever there is a significant exhibition at the ExCeL exhibition centre. | 0 |
The DLR also appears in the 2007 film "28 Weeks Later". | The DLR appears in the video to Sean Paul and Clean Bandit's single "Rockabye". Poplar, Canary Wharf and Heron Quays stations appear, interspersed with scenes of New York in winter, in the official video for the single "Trains and Winter Rains" by Enya, released in 2008. | 1 |
The DLR also appears in the 2007 film "28 Weeks Later". | The Lewisham, City Airport and Woolwich Arsenal extensions were designed, financed, built and maintained by private companies (concessionnaires): City Greenwich Lewisham (CGL) Rail, City Airport Rail Enterprises (CARE), and Woolwich Arsenal Rail Enterprises (WARE). In 2011, Transport Trading Limited (a subsidiary of TfL) bought out the companies responsible for the City Airport and Woolwich Arsenal extensions, leaving only the Lewisham extension under private ownership. | 0 |
In 1873, the Cheraw and Chester Railroad Company was granted a charter by a Special Act of the South Carolina General Assembly "to construct a railroad from Cheraw, in Chesterfield County, to Chesterville, in Chester County, by such route as shall be found most suitable and advantageous". | The receivers for the Richmond and Danville operated the line from Lancaster to Lenoir as one railroad but neglected to pay expenses. It soon returned the Cheraw and Chester to its stockholders. | 1 |
In 1873, the Cheraw and Chester Railroad Company was granted a charter by a Special Act of the South Carolina General Assembly "to construct a railroad from Cheraw, in Chesterfield County, to Chesterville, in Chester County, by such route as shall be found most suitable and advantageous". | Lancaster and Chester Railroad:2194446 | 0 |
In those days, railroads were often built in sections using different contractors and money sometimes ran out before the line was tied together. This happened to the narrow gauge Cheraw and Chester. In 1879, it made it the from Chester County to the Catawba River but did not cross it. On the other end, rail was laid from Cheraw to Pageland before the capital was exhausted in that direction. It operated for three years in these sections before being split. The Chester section was leased to the Charlotte, Columbia and Augusta Railroad, which built a wooden bridge across the Catawba and extended the track beyond Lancaster in 1883. It was then leased to the Richmond and Danville Railroad, which in turn went into receivership. Meanwhile, the line from Cheraw to Pageland became the Chesterfield and Lancaster Railroad but never extended any further. | In 1873, the Cheraw and Chester Railroad Company was granted a charter by a Special Act of the South Carolina General Assembly "to construct a railroad from Cheraw, in Chesterfield County, to Chesterville, in Chester County, by such route as shall be found most suitable and advantageous". | 1 |
In those days, railroads were often built in sections using different contractors and money sometimes ran out before the line was tied together. This happened to the narrow gauge Cheraw and Chester. In 1879, it made it the from Chester County to the Catawba River but did not cross it. On the other end, rail was laid from Cheraw to Pageland before the capital was exhausted in that direction. It operated for three years in these sections before being split. The Chester section was leased to the Charlotte, Columbia and Augusta Railroad, which built a wooden bridge across the Catawba and extended the track beyond Lancaster in 1883. It was then leased to the Richmond and Danville Railroad, which in turn went into receivership. Meanwhile, the line from Cheraw to Pageland became the Chesterfield and Lancaster Railroad but never extended any further. | Meanwhile, the L&C and Lancaster County Economic Development Corporation President Ray Gardner are seeking new business to the line. "We’ve already identified some land around Heath Springs and Kershaw," Gardner said and he suggested that it would be used to make a park. | 0 |
The receivers for the Richmond and Danville operated the line from Lancaster to Lenoir as one railroad but neglected to pay expenses. It soon returned the Cheraw and Chester to its stockholders. | In those days, railroads were often built in sections using different contractors and money sometimes ran out before the line was tied together. This happened to the narrow gauge Cheraw and Chester. In 1879, it made it the from Chester County to the Catawba River but did not cross it. On the other end, rail was laid from Cheraw to Pageland before the capital was exhausted in that direction. It operated for three years in these sections before being split. The Chester section was leased to the Charlotte, Columbia and Augusta Railroad, which built a wooden bridge across the Catawba and extended the track beyond Lancaster in 1883. It was then leased to the Richmond and Danville Railroad, which in turn went into receivership. Meanwhile, the line from Cheraw to Pageland became the Chesterfield and Lancaster Railroad but never extended any further. | 1 |
The receivers for the Richmond and Danville operated the line from Lancaster to Lenoir as one railroad but neglected to pay expenses. It soon returned the Cheraw and Chester to its stockholders. | Elliott Springs died in 1959 and his son in-law, H.W. Close, became president of Springs and the L&C. In 1961, a steel shop and engine house was built in Lancaster to replace the wood structure that was currently in use. In late 1965, the GE diesels were replaced by two new EMD SW900s. They were given the numbers 90 and 91 and are still in use by the Railway on a regular basis in late 2001. These locomotives handled the traffic on the line—much of the time making two freight runs a day—until December, 1984, when an additional EMD SW900 was added to the fleet and given the number 92. In 1996, two EMD SW1500's, numbered 95 and 96, were added, followed by four EMD SW1200s in 1998, which were numbered 93, 94, 97 and 98. In 2001, the line leased two more ex-Conrails units from Locomotive Leasing Partners, or LLPX, SW1500 #215 and SW1001 #91. | 0 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | 1 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | The receivers for the Richmond and Danville operated the line from Lancaster to Lenoir as one railroad but neglected to pay expenses. It soon returned the Cheraw and Chester to its stockholders. | 0 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | 1 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | Springs rarely did anything in a small way and usually had fun doing it. It was his idea to appoint 29 vice-presidents to the railway, one for each mile of track. They included playwright Charles MacArthur, golfer Bobby Jones, artist James Montgomery Flagg, writer Lucius Beebe, radio man Lowell Thomas and his wartime friends Billy Bishop and Clayton Knight. Another one of these fictional vice-presidents was Ham Fisher, who seldom drew a freight train in his Joe Palooka strip without labeling it Lancaster and Chester. | 0 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | Springs then heard of a main-line trestle that was about to be abandoned by the railroad that owned it so they could replace it with a trestle that had double tracks. The trestle also included a bridge for automobiles. Colonel Springs bought this trestle and then sold it to the county for what he had paid for it. He was left with only the expense of moving the trestle to the Catawba and attaching it to the stone piers of the old trestle that were spared by the flood. The new trestle fit the piers of the old one. | 1 |
Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | The lease agreement with Norfolk Southern effectively takes away the Lancaster interchange which had not been used in many years. Most of the L&C's traffic on the Original 29 is on the Chester end of the line and the car-hire charge was reduced if all interchange was handled there. | 0 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | In 1916, a hurricane-generated flood washed away the three-span Catawba River Trestle as well as the Cane Creek Trestle near the Lancaster Plant. For weeks, the L&C detoured over the Southern line to Catawba Junction and the Seaboard line to Fort Lawn to connect with its own line. A ferry was then built to take the place of the trestle, but this proved to be both slow and expensive. | 1 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | The L&C added another aspect to its operation in 1996 when Bob Willetts began a passenger car restoration program in Lancaster. The J.P. Henderson car was the first to come out of Lancaster. It is currently in charter service on Amtrak. In the late 1970s, this car had been in storage in New York and a state of disrepair. It was bought, then moved to Hartsville, South Carolina where a total renovation began. It went back into service in 1989 and was later bought by the Lancaster and Chester. | 0 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | 1 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | The L&C added another aspect to its operation in 1996 when Bob Willetts began a passenger car restoration program in Lancaster. The J.P. Henderson car was the first to come out of Lancaster. It is currently in charter service on Amtrak. In the late 1970s, this car had been in storage in New York and a state of disrepair. It was bought, then moved to Hartsville, South Carolina where a total renovation began. It went back into service in 1989 and was later bought by the Lancaster and Chester. | 0 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | 1 |
In addition to Leroy Springs, the incorporators of the new railroad were William Ganson, R. C. McManus, W. T. Gregory, L. C. Payseur, James M. Heath and W. H. Hardin. All of the men were from Lancaster save for Hardin, who was from Chester. The capital stock of the company was $50,000. On June 22, 1896, Hardin, also manager of the Chesterville and Lenoir, was elected manager and auditor of the line. | , the Loretto is on display at the North Carolina Transportation Museum in Spencer, North Carolina. | 0 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | 1 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | However, it was striptease artist Gypsy Rose Lee, named vice-president in charge of unveiling, who got the most attention. Lee was brought to the attention of Springs by his friend, Agnew Bahnson of Winston-Salem, North Carolina. She was a devoted fan of the rails and kept models of famous trains in her basement. | 0 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | 1 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | Elliott Springs died in 1959 and his son in-law, H.W. Close, became president of Springs and the L&C. In 1961, a steel shop and engine house was built in Lancaster to replace the wood structure that was currently in use. In late 1965, the GE diesels were replaced by two new EMD SW900s. They were given the numbers 90 and 91 and are still in use by the Railway on a regular basis in late 2001. These locomotives handled the traffic on the line—much of the time making two freight runs a day—until December, 1984, when an additional EMD SW900 was added to the fleet and given the number 92. In 1996, two EMD SW1500's, numbered 95 and 96, were added, followed by four EMD SW1200s in 1998, which were numbered 93, 94, 97 and 98. In 2001, the line leased two more ex-Conrails units from Locomotive Leasing Partners, or LLPX, SW1500 #215 and SW1001 #91. | 0 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | 1 |
Springs did not have any personal experience in the railroad business. His interest in purchasing the line may have stemmed in part from the fact that his father, Andrew Baxter Springs, had been one of the contractors and directors for the Charlotte, Columbia and Augusta Railroad, which helped form the towns of Rock Hill and Fort Mill, South Carolina. His grandfather, John Springs III, had been an early investor of the South Carolina Canal and Railroad Company, the nation's first operating railroad, and had the privilege of having one of its early engines named after him in the days when engines were named instead of numbered. Springs' brother was president of the Atlantic, Tennessee and Ohio Railroad (AT&O) that proceeded from Charlotte to Taylorsville before it ran out of capital. When he would refer to the AT&O in front of fellow businessmen, Springs would claim to be president of the Lancaster, Klondike and Manila Western Railroad. | Elliott Springs died in 1959 and his son in-law, H.W. Close, became president of Springs and the L&C. In 1961, a steel shop and engine house was built in Lancaster to replace the wood structure that was currently in use. In late 1965, the GE diesels were replaced by two new EMD SW900s. They were given the numbers 90 and 91 and are still in use by the Railway on a regular basis in late 2001. These locomotives handled the traffic on the line—much of the time making two freight runs a day—until December, 1984, when an additional EMD SW900 was added to the fleet and given the number 92. In 1996, two EMD SW1500's, numbered 95 and 96, were added, followed by four EMD SW1200s in 1998, which were numbered 93, 94, 97 and 98. In 2001, the line leased two more ex-Conrails units from Locomotive Leasing Partners, or LLPX, SW1500 #215 and SW1001 #91. | 0 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | A new trestle would have cost $90,000, more than the railroad was worth before the old trestle was lost. The Southern Railway was not interested in taking the railroad back and building a new trestle. For a year, the option of abandoning operations and taking up the rails to sell for scrap was considered. | 1 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | The receivers for the Richmond and Danville operated the line from Lancaster to Lenoir as one railroad but neglected to pay expenses. It soon returned the Cheraw and Chester to its stockholders. | 0 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | 1 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | Lancaster and Chester Railroad:2194446 | 0 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | Springs then heard of a main-line trestle that was about to be abandoned by the railroad that owned it so they could replace it with a trestle that had double tracks. The trestle also included a bridge for automobiles. Colonel Springs bought this trestle and then sold it to the county for what he had paid for it. He was left with only the expense of moving the trestle to the Catawba and attaching it to the stone piers of the old trestle that were spared by the flood. The new trestle fit the piers of the old one. | 1 |
Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | Lancaster and Chester Railroad:2194446 | 0 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | 1 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | The primary customers on the new line are the Archers-Daniels-Midland plant in Kershaw and AmeriSteel on Riverside Road in Lancaster. Gedney envisions service to existing companies on the line that presently do not use rail. | 0 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | 1 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | On September 2, 2010, Gulf and Ohio Railways announced it was purchasing the Lancaster and Chester; the deal was planned to be completed by November 2010. | 0 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | 1 |
In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | In those days, railroads were often built in sections using different contractors and money sometimes ran out before the line was tied together. This happened to the narrow gauge Cheraw and Chester. In 1879, it made it the from Chester County to the Catawba River but did not cross it. On the other end, rail was laid from Cheraw to Pageland before the capital was exhausted in that direction. It operated for three years in these sections before being split. The Chester section was leased to the Charlotte, Columbia and Augusta Railroad, which built a wooden bridge across the Catawba and extended the track beyond Lancaster in 1883. It was then leased to the Richmond and Danville Railroad, which in turn went into receivership. Meanwhile, the line from Cheraw to Pageland became the Chesterfield and Lancaster Railroad but never extended any further. | 0 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | 1 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | Lancaster and Chester Railroad:2194446 | 0 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | 1 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | There are also two parcels of land in the northern part of the county. One is nearly of land at Foster Park. This area is on Riverside Road. "It's zoned I-2," said Gardner, "heavy industrial. We hope to take advantage of that. On down Riverside Road near the airport, we hope the county is going to get us some land there." | 0 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | 1 |
For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | Lancaster and Chester Railroad:2194446 | 0 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | A new trestle would have cost $90,000, more than the railroad was worth before the old trestle was lost. The Southern Railway was not interested in taking the railroad back and building a new trestle. For a year, the option of abandoning operations and taking up the rails to sell for scrap was considered. | 1 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | Lancaster and Chester Railroad:2194446 | 0 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | Although the railroad business as a whole was not prosperous, the newly created L&C did not have to look far for business. Springs had recently completed a textile mill in Lancaster to go with the mills he already owned in Chester, all of which supplied traffic to the railroad. Other businesses in both towns were also served by the L&C. The line connected with the Southern Railway at both ends; with Carolina and Northwestern Railway (itself later part of Southern) at Chester; and with Seaboard Air Line at Fort Lawn. | 1 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | The Lancaster and Chester Railroad or L&C is a railway headquartered in Lancaster, South Carolina. The original route connects Lancaster in Lancaster County with Chester in Chester County. The line's nickname is The Springmaid Line, which refers to its original purpose of connecting the plants of the Springs Mills company. | 0 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | Springs then heard of a main-line trestle that was about to be abandoned by the railroad that owned it so they could replace it with a trestle that had double tracks. The trestle also included a bridge for automobiles. Colonel Springs bought this trestle and then sold it to the county for what he had paid for it. He was left with only the expense of moving the trestle to the Catawba and attaching it to the stone piers of the old trestle that were spared by the flood. The new trestle fit the piers of the old one. | 1 |
In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | In 2006, the South Carolina shortline got some national railroad attention again in Pennsylvania. The New Hope and Ivyland Railroad restored their Baldwin steam engine 2-8-0 #40 to her original appearance as a 1920s-era freight locomotive when she worked for the Lancaster and Chester. When the L&C went diesel in 1947, the steamer went to the Cliffside Railroad in North Carolina. Due to the conversion from steam to diesel motive power on the Cliffside, the #40 was sold in 1962. Steam Trains Inc., a Pennsylvanian group of investors, bought the 2-8-0 and had it shipped to the Reading roundhouse in Wilmington, Delaware. By 1966, the equipment was again transferred to New Hope, Pennsylvania where the locomotive operates to this day. However, it is now again lettered for the NH&I. | 0 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | Two years later, in 1896, the railroad was sold by court order at an advertised auction for $25,000 to satisfy its debts. Its buyer, Colonel Leroy Springs, renamed the line the Lancaster and Chester Railroad and organized a company to run it. | 1 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | The Lancaster and Chester Railroad or L&C is a railway headquartered in Lancaster, South Carolina. The original route connects Lancaster in Lancaster County with Chester in Chester County. The line's nickname is The Springmaid Line, which refers to its original purpose of connecting the plants of the Springs Mills company. | 0 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | In 1916, a hurricane-generated flood washed away the three-span Catawba River Trestle as well as the Cane Creek Trestle near the Lancaster Plant. For weeks, the L&C detoured over the Southern line to Catawba Junction and the Seaboard line to Fort Lawn to connect with its own line. A ferry was then built to take the place of the trestle, but this proved to be both slow and expensive. | 1 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | Elliott Springs died in 1959 and his son in-law, H.W. Close, became president of Springs and the L&C. In 1961, a steel shop and engine house was built in Lancaster to replace the wood structure that was currently in use. In late 1965, the GE diesels were replaced by two new EMD SW900s. They were given the numbers 90 and 91 and are still in use by the Railway on a regular basis in late 2001. These locomotives handled the traffic on the line—much of the time making two freight runs a day—until December, 1984, when an additional EMD SW900 was added to the fleet and given the number 92. In 1996, two EMD SW1500's, numbered 95 and 96, were added, followed by four EMD SW1200s in 1998, which were numbered 93, 94, 97 and 98. In 2001, the line leased two more ex-Conrails units from Locomotive Leasing Partners, or LLPX, SW1500 #215 and SW1001 #91. | 0 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | The Lancaster and Chester resumed operations just in time to be taken over by the government during World War I. | 1 |
Then as now, odd-numbered trains ran eastbound and even-numbered trains ran westbound, against traditional railroad operating procedure. This is because before Springs bought the railroad, trains ran through from points north of Chester. Thus, they started their runs as southbound trains which, like westbound trains, normally have odd-digit numbers. They kept their odd numbers all the way to Lancaster on the Chester and Cheraw, even after they turned east at Chester. | "We are going to see what we can do initially with shippers that have been on the line that have stopped shipping like Thomas and Betts. They’ve got a rail siding going in there. We’re going to talk to them and see if there's anything we can do to help their business which would put rail cars on the line." | 0 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | In 1899, both the Catawba River Trestle and Lancaster Depot burned a few months apart from one another. The cost to replace both structures nearly equaled what Springs and his associates paid for the railway three years earlier. However, this misfortune did allow the line an opportunity to upgrade by building a steel trestle to replace the original wooden one. | 1 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | In 2006, the South Carolina shortline got some national railroad attention again in Pennsylvania. The New Hope and Ivyland Railroad restored their Baldwin steam engine 2-8-0 #40 to her original appearance as a 1920s-era freight locomotive when she worked for the Lancaster and Chester. When the L&C went diesel in 1947, the steamer went to the Cliffside Railroad in North Carolina. Due to the conversion from steam to diesel motive power on the Cliffside, the #40 was sold in 1962. Steam Trains Inc., a Pennsylvanian group of investors, bought the 2-8-0 and had it shipped to the Reading roundhouse in Wilmington, Delaware. By 1966, the equipment was again transferred to New Hope, Pennsylvania where the locomotive operates to this day. However, it is now again lettered for the NH&I. | 0 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | The Lancaster and Chester resumed operations just in time to be taken over by the government during World War I. | 1 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | Elliott Springs died in 1959 and his son in-law, H.W. Close, became president of Springs and the L&C. In 1961, a steel shop and engine house was built in Lancaster to replace the wood structure that was currently in use. In late 1965, the GE diesels were replaced by two new EMD SW900s. They were given the numbers 90 and 91 and are still in use by the Railway on a regular basis in late 2001. These locomotives handled the traffic on the line—much of the time making two freight runs a day—until December, 1984, when an additional EMD SW900 was added to the fleet and given the number 92. In 1996, two EMD SW1500's, numbered 95 and 96, were added, followed by four EMD SW1200s in 1998, which were numbered 93, 94, 97 and 98. In 2001, the line leased two more ex-Conrails units from Locomotive Leasing Partners, or LLPX, SW1500 #215 and SW1001 #91. | 0 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | A new trestle would have cost $90,000, more than the railroad was worth before the old trestle was lost. The Southern Railway was not interested in taking the railroad back and building a new trestle. For a year, the option of abandoning operations and taking up the rails to sell for scrap was considered. | 1 |
Later that year, the Lancaster and Chester was persuaded to run a special passenger train to carry fans to a baseball series in Chester County between Chester and Dillon. There were as many passengers on that one train as the L&C ordinarily carried in an entire year. To make the most of the trip, several empty coal cars were attached in front of the passenger cars. When the train reached the Hooper Creek Trestle, one of the hopper cars derailed, taking the three coaches into the creek below. Every person aboard was badly shaken or injured, and five lives were lost. | In 1873, the Cheraw and Chester Railroad Company was granted a charter by a Special Act of the South Carolina General Assembly "to construct a railroad from Cheraw, in Chesterfield County, to Chesterville, in Chester County, by such route as shall be found most suitable and advantageous". | 0 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | Springs then heard of a main-line trestle that was about to be abandoned by the railroad that owned it so they could replace it with a trestle that had double tracks. The trestle also included a bridge for automobiles. Colonel Springs bought this trestle and then sold it to the county for what he had paid for it. He was left with only the expense of moving the trestle to the Catawba and attaching it to the stone piers of the old trestle that were spared by the flood. The new trestle fit the piers of the old one. | 1 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | In 2006, the South Carolina shortline got some national railroad attention again in Pennsylvania. The New Hope and Ivyland Railroad restored their Baldwin steam engine 2-8-0 #40 to her original appearance as a 1920s-era freight locomotive when she worked for the Lancaster and Chester. When the L&C went diesel in 1947, the steamer went to the Cliffside Railroad in North Carolina. Due to the conversion from steam to diesel motive power on the Cliffside, the #40 was sold in 1962. Steam Trains Inc., a Pennsylvanian group of investors, bought the 2-8-0 and had it shipped to the Reading roundhouse in Wilmington, Delaware. By 1966, the equipment was again transferred to New Hope, Pennsylvania where the locomotive operates to this day. However, it is now again lettered for the NH&I. | 0 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | In 1916, a hurricane-generated flood washed away the three-span Catawba River Trestle as well as the Cane Creek Trestle near the Lancaster Plant. For weeks, the L&C detoured over the Southern line to Catawba Junction and the Seaboard line to Fort Lawn to connect with its own line. A ferry was then built to take the place of the trestle, but this proved to be both slow and expensive. | 1 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | The Lancaster and Chester Railroad or L&C is a railway headquartered in Lancaster, South Carolina. The original route connects Lancaster in Lancaster County with Chester in Chester County. The line's nickname is The Springmaid Line, which refers to its original purpose of connecting the plants of the Springs Mills company. | 0 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | For the first six years of its existence, the Lancaster and Chester Railroad had the distinct disadvantage of being a narrow gauge railroad. Thus, it was impossible to exchange cars with the main lines, which were . Freight had to be unloaded from the main line cars in Lancaster or Chester and reloaded onto the smaller L&C cars and vice versa. Also, the L&C engines had to burn wood because the coal mines were on standard gauge lines and it was not economical to reload the coal on to smaller cars. | 1 |
The seventy-one personal injury claims totaled more than $130,000, nearly causing the L&C to go bankrupt. Two weeks after the Hooper Creek derailment, a fire destroyed the Lancaster Depot, which also served as a warehouse for the mill, costing the railway an additional $75,000. It took Springs two years to emerge from the courthouse with his railroad intact. He then was able to borrow enough money to get the line operating again. | On September 2, 2010, Gulf and Ohio Railways announced it was purchasing the Lancaster and Chester; the deal was planned to be completed by November 2010. | 0 |
In 1916, a hurricane-generated flood washed away the three-span Catawba River Trestle as well as the Cane Creek Trestle near the Lancaster Plant. For weeks, the L&C detoured over the Southern line to Catawba Junction and the Seaboard line to Fort Lawn to connect with its own line. A ferry was then built to take the place of the trestle, but this proved to be both slow and expensive. | In 1902, Springs borrowed $125,000 from the Southern Railway to convert the L&C rails to standard gauge. The railway also bought new coal burning locomotives as well as new rail cars. The East Tennessee and Western North Carolina Railroad purchased the old rolling stock from the L&C. By 1913, the L&C owned three steam locomotives, nineteen box cars, two coal cars, two passenger cars, and two combines. Capital stock had risen from $50,000 to $500,000. | 1 |
In 1916, a hurricane-generated flood washed away the three-span Catawba River Trestle as well as the Cane Creek Trestle near the Lancaster Plant. For weeks, the L&C detoured over the Southern line to Catawba Junction and the Seaboard line to Fort Lawn to connect with its own line. A ferry was then built to take the place of the trestle, but this proved to be both slow and expensive. | In addition to providing menus for dining cars that did not exist and the naming of the colorful vice-presidents, Springs listed a timetable for trains that likewise did not exist. They included The Shrinking Violet, The Black Label, The Purple Cow, The Red Rose, The White Horse and The Blue Blazes. | 0 |
Subsets and Splits