The Definitive Austin Western Railroad (AWRR) Guide
The Austin Western Railroad, reporting mark AWRR, is a class III shortline railroad operating throughout Central Texas. AWRR is a Watco subsidiary contracted by Capital Metro Transportation Authority, the public transit operator in Austin. AWRR operates on over 160 miles of Capital Metro trackage. The line is split into three imaginatively named subdivisions: West, Central, and East. Each subdivision is unique and AWRR runs a modest variety of trains across their system. The Central Subdivision is shared with Capital Metro's MetroRail commuter trains, preventing most daytime operations. This conflict of interests often leaves AWRR and CapMetro at odds with each other in various ways. The non-profit tourist railroad Austin Steam Train association also runs excursions on the line, with at least one a week on average. With operations throughout the region, it is safe to say that Austin Western is the definitive shortline in Central Texas, and practically defines railroading in the region.
THE SUBDIVISIONS EXPLAINED
The bread and butter of AWRR's operations are unit aggregate trains. These trains run from limestone quarries on the West Subdivision for interchange with Union Pacific, and BNSF, as well as a handful of industries on the East Subdivision. Interchange with Union Pacific and BNSF takes place at McNeil Junction, northwest of Austin.
The West Subdivision, with active trackage running from Fairland (outside Marble Falls) to Leander, serves three major aggregate quarries. These quarries are located between Marble Falls and Burnet, clustered along US Highway 281. With the exception of some parts of Texas Materials' Marble Falls Quarry (the southernmost one), access for railfans is essentially nonexistent. Burnet affords few opportunities for photography outside of the Burnet Branch, which will be discussed later. East of Burnet, the largely inaccessible Summit Hill poses a significant challenge for eastbound loaded aggregate trains. Many a train has stalled or even wrecked on the treacherous mile-and-a-half grade. Just east of the hill lies Summit Yard, the primary operations base for trains on the West Subdivision. The seven miles between Summit and Bertram offer numerous photography and pacing opportunities as the line parallels State Highway 29. In Bertram, a faithfully recreated depot complete with train-order semaphore signal stands alongside the tracks. Beyond the small town of Liberty Hill, the San Gabriel River trestle offers picturesque views of passing trains, purportedly well worth the 1.3-mile hike.
The West Subdivision turns into the Central Subdivision at the beginning of MetroRail territory in Leander. With little exception, AWRR traffic primarily passes at night to accommodate MetroRail trains. The line presently hosts a tapestry of speed restrictions, making trains pitifully easy to chase despite the severe traffic congestion of suburban Austin. Leander and Cedar park afford some of the best photo opportunities on the line and practically the only locations to photograph AWRR road freights on the Central Subdivision in daylight. After relatively significant grades around the Brushy Creek valley, the line reaches McNeil, where AWRR and MetroRail traffic are run on separate tracks. the McNeil terminal area consists of three main parts: Robinson, Abbott, and the McNeil interchange. Robinson is a collection of sidings and storage tracks on the north side of the Union Pacific diamond where inbound and outbound aggregate trains are stored temporarily. The McNeil interchange consists of the diamond as well as two wye tracks onto the Union Pacific. One of these tracks directly connects to McNeil Siding where aggregate trains are interchange with Union Pacific. The other interchange is used by Union Pacific local jobs and BNSF aggregate trains. The final part of the McNeil terminal area is Abbott Yard, where general freight traffic is sorted and motive power is stored and maintained. South of McNeil, the Central Subdivision rejoins with MetroRail trackage and snakes south toward downtown Austin. AWRR trains here are entirely nighttime operations and can prove difficult to catch without the proper knowledge.
Just east of Downtown, at Control Point Valley, the final signal on the Central Subdivision, the East Subdivision begins. With jointed rail, 10-mile-per-hour operations, and antique motive power, the East Subdivision is a relic of old Texas railroading holding out into the modern era. From East Austin, the line snakes along Walnut Creek before ascending out of the resulting valley, with limited photo opportunities. Several industries cluster around an area caller Decker, with many receiving AWRR carloads. Further east along the line, the small town of Manor affords good photo opportunities. Manor Yard is the definitive base of operations on the East Subdivision, with a railyard, aggregate receiving facility, and asphalt plant all located there. Cotinuing east along the line, many quiet crossings and bridges afford great vantages. The small town center of Elgin, the next town along the AWRR, looks much like it did 75 years ago. A preserved depot along with a complete stand of Southern Pacific and Missouri-Kansas-Texas searchlight signals stand tall over the AWRR/Union Pacific diamond in town. From Elgin east to the end of maintained track outside Giddings, the line winds through rolling hills and piney woods.