Centennial Spotlight: Railroad depots in Avery County
Michael Hardy / (news@averyjournal.com)
Every week in 2011, The Avery Journal-Times is celebrating the 100th birthdays of Avery County and Banner Elk with a Centennial Spotlight compiled by members of the local community. This week, we continue to provide answers to the 100 questions about Avery County posed in our print editions in January and February.
In the 1920s or 1930s, a resident in Montezuma or Minneapolis could board a train at the depot in his or her community and travel just about any place in the United States. Places like New York City, Miami, Tampa or even San Francisco were just a train ticket away. There were at least 10 stops that the train could make in Avery County. Some of these stops were at regular depots, like Newland and Linville, while others were at simple station shelters. These station shelters were often no more than a roof, with a solid rear wall, half sidewalls and an open front.
In 1882, East Tennessee and Western North Carolina Railroad arrived in Cranberry. The primary purpose of the railroad was to transport the extracted iron ore from Cranberry into Johnston City, Tenn. On July 13, 1896, the Camp brothers of Chicago chartered the Linville River Railway. The line, eventually, re-chartered as the Linville River Railroad, ran out of Cranberry and into Pineola. Eventually, the line stretched all the way to Boone. This line was built to haul out the timber that had been cut in large-scale lumber operations. Passenger service and the hauling of freight, like coal that was used to heat many homes, was a secondary feature.
Two years after Avery County was formed, Linville River Railroad was sold to Cranberry Iron and Coal Company, the parent company of East Tennessee and Western North Carolina Railroad. While the trains running on the lines were lettered “ET&WNC,” the two lines were never merged into one.After entering North Carolina, the train first stopped at the depot in Elk Park, which sat literally in the middle of town. There was a shelter as early as 1882, followed by a depot in 1885. This structure burned, along with a large portion of Elk Park, in 1910. Many believed that a spark from a passing engine started the fire. A new depot was soon built. The depot in Elk Park was one of the last to close, staying open through World War II. The rails were removed in late 1950, and the depot was torn down soon thereafter.
Cranberry was just a short jaunt from Elk Park. At first, the depot was located in front of Cranberry Inn. Later the depot was moved close to the mine itself. The depot at Cranberry also remained open through World War II. Often, people could board the train and ride into Elizabethton, Tenn. and work in the war industry that was there. Once the tracks were removed in 1950, the depot was torn down. Cranberry Depot was the oldest depot.
Minneapolis was the next stop, in a manner of speaking. The train did not actually run into the heart of the community to begin with, simply passing nearby. Eventually, a couple of businesses led to a double switchback that allowed the trains to descend into the community. Passengers still boarded up the hill along the main lines at a station shelter.
Another station shelter was located at Vale. This was a flag station, and the train would only stop if the flag were displayed.
The train then made its way into the Newland station, located near where the Car Quest Auto Parts store is today. The first depot in Newland was built in 1912. This building burned in 1921, and a new, larger building was constructed. This building was used as a warehouse following the 1941 flood and was finally torn down in late 2000.
Pineola was the official end of the line for a short time, although the temporary tracks, or spurs, out of Pineola are said to have resembled the spokes of a wagon wheel. In December 1939, the track to Pineola was abandoned, and the depot was sold. The depot actually shared space with the J. A. Aldridge store while there was a separate building.
The depot in Montezuma was constructed in 1904 and was the hub of the community until 1935. That year, the depot was closed and Montezuma became a flag stop. The building was torn down the following year. Eventually, the railroad extended to the north, out of Montezuma and into Linville. Passenger service was extended into Linville in 1916, and a year later, a depot was constructed. This depot, covered with chestnut bark, and even containing widow boxes for flowers, was considered the finest depot along the entire line. Many staying at Eseeola rode “Tweetsie” to the Linville Depot, disembarking there to enjoy a few weeks or months during the summer.
Two other flag stops were in Avery County before the tracks crossed the line into Watauga County. These were the station shelter at Linville Gap, sometimes called “Invershiel” today, and a flag stop with a shelter at Jestes Siding, just before the county line.
A flood in August 1940 washed out many of the bridges and tracks along the route of the railroad. The parent company, claiming that the railroad had not made money in years, petitioned the Interstate Commerce Commission for abandonment. While many argued against the move, permission was granted on Aug. 27, 1941. Crews moved in, took up the remaining rails and boxcars stranded at various points were loaded onto flatcars and trucked out of the area.
There is little in Avery County today to remind people of the days when the shrill whistle of “Tweetsie” carried through the hills and hollers. All the depots, save one, are gone. That one remaining depot, which resided in Linville until being recently donated to Avery County Historical Museum, is currently in Newland being restored, and is well worth a visit.
In the 1920s or 1930s, a resident in Montezuma or Minneapolis could board a train at the depot in his or her community and travel just about any place in the United States. Places like New York City, Miami, Tampa or even San Francisco were just a train ticket away. There were at least 10 stops that the train could make in Avery County. Some of these stops were at regular depots, like Newland and Linville, while others were at simple station shelters. These station shelters were often no more than a roof, with a solid rear wall, half sidewalls and an open front.
In 1882, East Tennessee and Western North Carolina Railroad arrived in Cranberry. The primary purpose of the railroad was to transport the extracted iron ore from Cranberry into Johnston City, Tenn. On July 13, 1896, the Camp brothers of Chicago chartered the Linville River Railway. The line, eventually, re-chartered as the Linville River Railroad, ran out of Cranberry and into Pineola. Eventually, the line stretched all the way to Boone. This line was built to haul out the timber that had been cut in large-scale lumber operations. Passenger service and the hauling of freight, like coal that was used to heat many homes, was a secondary feature.
Two years after Avery County was formed, Linville River Railroad was sold to Cranberry Iron and Coal Company, the parent company of East Tennessee and Western North Carolina Railroad. While the trains running on the lines were lettered “ET&WNC,” the two lines were never merged into one.After entering North Carolina, the train first stopped at the depot in Elk Park, which sat literally in the middle of town. There was a shelter as early as 1882, followed by a depot in 1885. This structure burned, along with a large portion of Elk Park, in 1910. Many believed that a spark from a passing engine started the fire. A new depot was soon built. The depot in Elk Park was one of the last to close, staying open through World War II. The rails were removed in late 1950, and the depot was torn down soon thereafter.
Cranberry was just a short jaunt from Elk Park. At first, the depot was located in front of Cranberry Inn. Later the depot was moved close to the mine itself. The depot at Cranberry also remained open through World War II. Often, people could board the train and ride into Elizabethton, Tenn. and work in the war industry that was there. Once the tracks were removed in 1950, the depot was torn down. Cranberry Depot was the oldest depot.
Minneapolis was the next stop, in a manner of speaking. The train did not actually run into the heart of the community to begin with, simply passing nearby. Eventually, a couple of businesses led to a double switchback that allowed the trains to descend into the community. Passengers still boarded up the hill along the main lines at a station shelter.
Another station shelter was located at Vale. This was a flag station, and the train would only stop if the flag were displayed.
The train then made its way into the Newland station, located near where the Car Quest Auto Parts store is today. The first depot in Newland was built in 1912. This building burned in 1921, and a new, larger building was constructed. This building was used as a warehouse following the 1941 flood and was finally torn down in late 2000.
Pineola was the official end of the line for a short time, although the temporary tracks, or spurs, out of Pineola are said to have resembled the spokes of a wagon wheel. In December 1939, the track to Pineola was abandoned, and the depot was sold. The depot actually shared space with the J. A. Aldridge store while there was a separate building.
The depot in Montezuma was constructed in 1904 and was the hub of the community until 1935. That year, the depot was closed and Montezuma became a flag stop. The building was torn down the following year. Eventually, the railroad extended to the north, out of Montezuma and into Linville. Passenger service was extended into Linville in 1916, and a year later, a depot was constructed. This depot, covered with chestnut bark, and even containing widow boxes for flowers, was considered the finest depot along the entire line. Many staying at Eseeola rode “Tweetsie” to the Linville Depot, disembarking there to enjoy a few weeks or months during the summer.
Two other flag stops were in Avery County before the tracks crossed the line into Watauga County. These were the station shelter at Linville Gap, sometimes called “Invershiel” today, and a flag stop with a shelter at Jestes Siding, just before the county line.
A flood in August 1940 washed out many of the bridges and tracks along the route of the railroad. The parent company, claiming that the railroad had not made money in years, petitioned the Interstate Commerce Commission for abandonment. While many argued against the move, permission was granted on Aug. 27, 1941. Crews moved in, took up the remaining rails and boxcars stranded at various points were loaded onto flatcars and trucked out of the area.
There is little in Avery County today to remind people of the days when the shrill whistle of “Tweetsie” carried through the hills and hollers. All the depots, save one, are gone. That one remaining depot, which resided in Linville until being recently donated to Avery County Historical Museum, is currently in Newland being restored, and is well worth a visit.