Re: The Gainesville Midland and Her Sister Short Lines

Chapter 3
Gainesville Jefferson and Southern All Time
Locomotive Roster (includes Gainesville Midland
narrow gauge locomotives)

Thanks Eugene Connelly for information on GJ&S/GM. Thanks to
David Price for information from the Southern Iron and Equipment records.
This is complete as possible although many records have been lost or
misplaced.
The GJ&S never had any standard gauge trackage and so all equipment
was narrow gauge (3' gauge).
The basic roster for the GJ&S was taken from Seaboard Air Line Steam
Boats, Locomotives, and History, written and published by Richard E. Prince in
1969. This was supplemented by "The Hot Box"published as a monthly news
letter by the Atlanta Chapter-NRHS, the September, 1974 issue; a copy of the
letter to the SAL listing the property of the GM on May 31, 1958; and an
interview with Mr. Joe A. Glosson of the GM Railroad in 1976.

# type builder built c/n history
1 0-4-2 Porter 10-1881 458 10x16 cylinders
Gainesville Jefferson &
Southern #1
SE&I #375 [2-16-1903]
This was probably an 0-4-2t
Forney.
2 (?) 4-4-0 National 10/1874 209 8x16 cylinders
Locomotive Works 40" drivers
(Dawson and Bailey) 24,000 pounds
Ohio &Toledo #1 "E. R. Eckley"
Con. Vy. #1
GJ&S [10/82] probably GJ&S #2
Gainesville Midland [1904]
disposition unknown
3 2-6-0 Pittsburg 9-1883 706 13x20 cylinders
GJ&S #3
GM #3 [7-1904]
SI&E #974 []
Mt. Airy & Eastern Railway #8,
Mt. Airy, NC [3-4-15] $3150
SI&E #1644 (repossessed) [4-26-1915]

N&W [2-10-1921] Rebuilt by N&W to

2-6-0t Virginia Tie Plant #1, East
Radford, VA
# type builder built c/n history
4 2-6-0 Baldwin 6-1884 7370 13x20 cylinders
42" drivers
GJ&S #4
GM #4 [1904]
SI&E #562 []
Potomac, Fredericksburg &
Piedmont
1st #3, Fredericksburg, VA
[4-30-07]
5 4-4-0 Baldwin 9-1886 8121 12x18 cylinders
44" drivers
Marietta & North Georgia #7
GJ&S #5 [1886]
GM #5 [1904]
disposition unknown
230 2-8-0 Baldwin 6-1880 5136 15x18 cylinders
D&RG #71 "Pacific Slope"
D&RGW Railway #71 [7-12-
86]
RGW #71
RGS #27 [1891]
Carolina & North Western
#230,
Chester, SC [9-27-99]
GJ&S #230 [8-99]
GM #230 [1904]
SI&E #969 []
Compania Azucerra de Altimira
#3
Havana Cuba [10-8-1915]
for
$4000
Was a D&RG class 56
locomotive(53)
From both Colorado
Railroad
Museum and SE&I records.
? 2-8-0 Baldwin 8-1893 13634 17x20 cylinders
38" drivers
Crystal River #11, Redstone,
CO as
0-8-0 returned to Baldwin
and rebuilt
as a 2-8-0 in 1894
Columbus & Rome #4 []
Central of Georgia #804 [11-
22-97]
GM by [1906]
SI&E #973 [1915]
Mt. Airy & Eastern Railway
#9
Mt. Airy, NC [1915] $3400
SI&E #1088 []
Tallahalla Lumber CO #3
Tallahalla, MS [11-23-1916]
SI&E []
# type builder built c/n history
? (continued) Cia Azucarera Madrozo (a
sugar company in Cuba) [8-
1918]
This was an outside frame
locomotive
similar to the other Crystal
River
Locomotives. One source says
it is
similar to the D&RGW C-21
class. A
Colorado Railroad Museum
history
says that this locomotive was
standard
gauged by CofG while it was
#804 and
then sent to GM as a standard
gauge
locomotive. It was then
narrowed again
for shipping to MA&E. The
SE&I and
Baldwin records I have show it
to have
been always a narrow gauge
locomotive. Since this was an
outside
frame locomotive, either history
might
be correct. (Most of this history
is from
American Narrow Gauge
Railroads,
Hilton and is verified by
Colorado
Railroad Museum information
and
SE&I records).
946 2-6-0 ? ? ? I have a photo of this
locomotive. One
source claims it is the #3
renumbered.
There is no road name on the
locomotive in the photo.
16 2-6-0 ? ? ? Notes I have from the PSC
reports
show a number 16 being on the
line in
1903, 1904, 1907, 1908, and
1915. Mr.
Joe A. Glosson of the GM (in
1976)
showed me a photo of the last
narrow
gauge train to operate on the
GM taken
in Gainesville. Examination with
a
magnifying glass by us at the
time
concluded that the locomotive
was #16,
the coach was number #3 and
the
combine was in the teens (the
second
digit was partially obscured by
a sign
proclaiming the train to be the
last
narrow gauge train in Georgia).
Other
photographs of the same train
taken in
Talmo and Monroe show the
locomotive to be a 2-6-0.

NOTES:
In 1895 all locomotives were wood burners.
In 1899, the last narrow gauge wood burner was retired (PSC report 1900).
GJ&S 230 became GM 230 and then went to SE&I. Why does C&NW 230 have an
earlier date (9-27-99) than GJ&S 230 (8-99).
Based on the date of acquisition, of the Dawson & Bailey 4-4-0 was probably #2.

I posted the following question on the Narrow Gauge Discussion Forum.

C-16 class 56 and modeling
Posted By: Douglas
Date: Wednesday, 3 November 2004, at 8:26 p.m.
Hi,
I have a brass C-16 model in HOn3. I was wondering how different the C16
was from a class 56 visually. D&RG #71 "Pacific Slope" came through Georgia
as Gainesville, Jefferson & Southern #230 on her post D&RG travels. (Arrived
some time between 1899 and 1904 and left in 1915)
Also, Crystal River RR #11 in a photo as Mt Airy & Eastern #9 looks a lot like
the C-25 HOn3 model I have. Gainesville Midland owned this loco (1906-
1915) but I have not been able to find out what GM number she carried.
Anyone know how close these models are (class 56 and class 60)?
Thanks.
Doug

I received two responses that would be of interest to modelers.

Re: C-16 class 56 and modeling
Posted By: Gordon
Date: Wednesday, 3 November 2004, at 9:40 p.m.
Doug,
IIRC, it is about 2" in boiler diameter (Class 56 = 52" dia. boiler, Class 60 =
54" dia. boiler) and 2" in length on the cylinders (Class 56 = 15"X18"
cylinders vs. Class 60 = 15"X20" cylinders) I model in On3 and I have 2
Kemtron original version C-16's that I used for my Class 56 models #52 Music
Pass (completed) and #57 Chalk Creek (in progress). Only the diehard rivet
counters will know your model isn't exactly correct....others may correct me if
my measurements are off.
Gordon

Re: C-16 class 56 and modeling
Posted By: Joe P
Date: Thursday, 4 November 2004, at 6:25 p.m.
Mt Airy & Eastern's siblings became C-21s on the Rio Grande.


It appears that anyone wanting to model the GJ&S or the GM narrow gauge
have two models available from time to time that are good representations to the
locomotives in Georgia.

According to PSC annual reports, the GJ&S and GM had the following
number of narrow gauge locomotives between 1899 and 1915:

GJ&S GM
1899 6 1907 4
1900 5 1908 4
1901 5 1909-1915 3
1902 5
1903 5
1904 6

One interesting item came up from the records of SE&I and Porter. The
GM standard gauged in 1914-5 however in 1917, the following transaction(s)
occurred:

Porter records
2524 2-1902 0-4-0T 36"gauge 9x14cylinders
Drake & Stratton Co #65
Pittsburg, Pa.
Etowah Development Co.
Birmingham Rail & Locomotive
Company, sold 12-6-12
Republic Iron & Steel, Thomas, Ala.
BR&L sold 11-7-1913
J. J. McCarthy & Co,
Broughton, Ala.
Southern Iron & Equip #1125 -
sold 4-1917
Thompson-Weinman Co,
Gainesville, Ga

SE&I records
1126 0-4-0t Porter #2926 2-1903 9x14 cylinders
3' gauge
Drake & Stratton Co., Pittsburgh
4-17-17 Thompson-Weinman Co.,
Gainesville, GA

With no narrow gauge track in the general area, who would
want a narrow gauge locomotive? The only Thompson-Weinman Co.,
Gainesville, GA reference on Google is for a law case in 1954. Other
Thompson- Weinman references are for Cartersville, GA. It may have
been some sort of mining operation or even a display locomotive.

Chapter 4
GJ&S Equipment Roster

These charts were generated from Public Service Commission reports
required of the railroads unless otherwise noted. They include narrow gauge
Gainesville Midland equipment.

Narrow gauge. Passenger Cars
# Type Remarks
3 coach Sold in 1915. Seated 48. Used on last narrow gauge
train. Read
from the photo of the train in Gainesville.
1? combine Sold in 1915. Used on last narrow gauge train.
The photo of the
train in Gainesville showed the car in the teens but the
exact
number was not readable.

narrow gauge Maintenance of Way (MOW)
# Type Remarks
? pile The summary for 1907, says that one of the "service
driver cars" was a narrow gauge pile driver

unknown gauge freight
# Type Remarks
7 Box car from Charles B. Gillespie, MD photo of
Braselton fertilizer mill.
Probably a GM box car.

Distribution of freight equipment per year on the Gainesville Midland
publish date of Poor's or Moody's shown usually listed as of June 30 the prior year
ORER - Official Railway Equipment Register
PSC - Public Service Commission Report
date reference gauge box stock flat coal caboose misc frt other service
1898 1899 PSC 36" 42 6
1899 PSC 36" 52 6
1900 PSC 36" 52 6
1901 PSC 36" 51 2 13 12
1902 PSC 36" 51 2 13 12
1903 PSC 36" 51 2 9 12
1904 PSC 36" 56 2 11 14
1910 Poor's both 66 2 11 9 18
1911 Poor's 56.5" 15 3 5
36" 50 2 3 5

date reference gauge box stock flat coal caboose misc frt other service
1912 Poor's 56.5" 16 8
Poor's 36" 50 2 3
both 13 5
1914 Poor's 56.5" 16 8 9
36" 50 2 3 5
both 13 5
1915 Poor's 56.5" 8
36" 3

Distribution of locomotives and passenger equipment per year on the
Gainesville Midland
publish date of Poor's or Moody's shown usually listed as of June 30 the prior year
ORER - Official Railway Equipment Register
PSC - Public Service Commission Report
date reference gauge locomotives coaches combine baggage other
1899 PSC 36" 6 1 3 3
1900 PSC 36" 5 1 3 3
1901 PSC 36" 5 3 3
1902 PSC 36" 5 3 3
1903 PSC 36" 5 3 3
1904 PSC 36" 6 1 3
1910 Poor's both 6 12
1911 Poor's 56.5" 4 4 2
36" 3 8
1912 Poor's 56.5" 3 4
36" 3 8
1914 Poor's 56.5" 3 4
36" 3 8

In the 1904 PSC report, three locomotives were considered passenger
locomotives. The year started with two freight locomotives. One locomotive was
added ending the year with 3 for freight service.


Chapter 5

The Walton Railroad (1872-1884)

The Walton Railroad was incorporated on August 27, 1872 (10). The July
18, 1879 issue of "Railroad Gazette" reported that there was almost enough
capital to start construction and that negotiations were under way with the
Georgia Road for aid in building the line. The January 22, 1881 issue stated that
the line had been built in 1880 with a gauge of 5 feet. Aid had been received
because the October 29, 1880 "Railway Age" stated that the Georgia Railroad
would furnish both track materials and rolling stock.
The first run was made on September 1, 1880 (11). On November 16, 1883,
the Walton Railroad was cooperating with the GJ&S and on February 15,
"Railway Age" reported that track had been started northward from Monroe to
join the GJ&S. On March 11, 1884, the line lost its corporate identity by being
consolidated with the GJ&S. The entire line from Social Circle to Monroe was
regauged to 3 feet by the GJ&S.
According to Georgia's Railroad History and Heritage (web site), The
merger of the Walton and the GJ&S was due to Central of Georgia Railroad
President William M. Wadley who acquired the majority of stock in both
railroads. Additionally, at the time, The Georgia Railroad was leased by the CofG.
Wadley's successors merged the GJ&S and the Walton in 1884.

Walton Railroad roster:
# type builder date c/n history
built
? 4-4-0 Rogers 12-1868 1562 14x24 cylinders
60" 54" drivers
GA Railroad 27 "W. J. McGrath".
Walton Railroad [1882]
GA Railroad [1884]
when the Walton Railroad
was merged with the GJ&S and
regauged to 3' gauge. (History of the
Georgia Railroad, Robert H. Hanson,
1996, page 134 and Rogers builder's
records).



Walton Railroad schedule from the 1881 Official Guide of Railways.

Walton Railroad

D. H. Walker, President
C. T. Mobley, General Freight & Passenger Agent
General Offices - Monroe, GA

Trains leave Monroe +9:30 a.m., +2:45 p.m., arriving at
Social Circle1 (10 miles) 10:15 a.m., 3:20 p.m. Returning, leave Social Circle
+10:50 a.m., +3:50 p.m., arriving at Monroe 11:35 a.m., 4:30 p.m. Oct. 7, 1881.
Connections. - 1 With Georgia R.R. +Daily, except Sunday.


Chapter 6
Monroe Railroad (1904-1917)

The section of the Gainesville Jefferson & Southern that had been the
Walton Railroad stubbornly refused to die. When the GJ&S was sold on August
8, 1904, a group bought that section of the GJ&S that was formally the Walton
Railroad. It was incorporated July 23, 1904 for 101 years as the Monroe Railroad
(12).
According to the PSC reports (1906-1916), there were 10 stockholders in
the Monroe Railroad. The majority was owned by the lessees (those leasing) the
Georgia Railroad and Banking Company. Later PSC reports identified the Atlantic
Coast Line Railroad of Virginia and the Louisville & Nashville Railroad of
Kentucky are lessors and owners of the Monroe Railroad.
Georgia's Railroad History and Heritage web site states that the former
Walton Railroad was sold to Jacob Phinizy. Phinizy incorporated it into the
Monroe Railroad.
These reports stated that the Monroe did not pay per diem on freight
equipment in the normal way. Instead, MRR would pay The Georgia Road a flat
rate and the Georgia would pay per diem to the freight car's owners in the
accepted way.
Also in many of the reports, the Southern Express Company and the
Monroe RR had a contract stating that the MRR would receive 45% of the
Southern Express Company revenues in exchange for the Southern Express
Company's exclusive use of MRR lines. The MRR would receive revenues on all
items, including coins and bullion and excepting paper currency and would have
its cash transferred by the Southern Express Company, free of charge.
This is the same deal that existed between the GJ&S and Southern
Express.
In the 1906 PSC report, MRR stated that it had generated 32,393
passenger-miles and 58,093 ton-miles. With 3 round trips a day, this averages
14.7 people per train and 26.5 tons of freight per train. With 30 ton capacity
freight cars, this is one freight car per trip. So the typical mixed train on the MRR
was its 2-6-0 steam locomotive, its combine (combination Baggage, Express,
RPO), its coach (with 10-15 people) and one freight car.

INSERT 1906 og bw.jpg HERE

Monroe Railroad time table from the 1906 Official Guide of the Railways.

The Monroe also reported that its gauge was 4' 9" and that Western
Union rented room on the right-of-way (ROW) for a telegraph line.
In the 1907 PSC report, it is recorded that the mainline was 10 miles long and
there were 1.61 miles of yard and siding tracks.
By the 1908 report, the MRR reported that there were 32 employees and the
gauge was now reported as 4' 8«". By this time, the typical mixed train on the
MRR had become its 2-6-0 steam locomotive, its combine (combination Baggage,
Express, RPO), its coach and three freight cars (two loaded and one empty).

annual total per train
locomotive miles 21960 miles 1.00
Loaded freight car-miles 42942 miles 1.96
empty freight cars-miles 18396 miles 0.84

In its 1909 report to the Public Service Commission, it had an operating
ratio of a low 61.23% and cleared $16,927.86 for the year ending June 30, 1909. It
owned one locomotive, one combine, and one coach. In the "Poor's Manual for
Railroads", the line had reported that it had 10.13 miles of mainline and 1.61 miles
of sidings. No new trackage had been built. I expect that the MRR always
reported passenger-miles and ton-miles assuming the railroad was 10.00 miles
long.
The freight the Monroe RR hauled in 1910 breaks down into 9 line items
for almost 80% of its traffic and over 45% is of only two items. The following
chart gives an idea of the breakdown.

fertilizers 25.60%
bituminous coal 20.12%
cement, brick, line 7.19%
cotton 6.99%
lumber 6.42%
grain 6.18%
general merchandise 3.70%
cotton factory products 3.07%
total 79.27%
35 odd other items less than 2% each. Most under 0.5%

The 1911 PSC report noted that the Georgia Railroad had advanced
$4335.06 for land purchase and construction of a new depot at Monroe.
In the terms of the foreclosure sale of the GJ&S, the GM had trackage
rights over all of the Monroe RR. in 1911, the GM paid Monroe RR $195.26 for
use of Monroe RR yard.
In 1912, the equipment miles reported by the Monroe had something of special
interest. The normal train consisted of:

annual total per train
mixed locomotive miles 29320 1.00
loaded freight car miles 38189 1.34
empty freight car miles 15428 0.53
passenger car-miles 49940 1.70

This additional item needs to be looked at a different way.

annual total per train
special locomotive miles 20 1
special loaded freight miles 500 25
special caboose miles 20 1
special passenger miles 20 1
special sleeping, parlor, observation miles 40 2
special other passenger miles 40 2

Since the special locomotive miles is one round trip across the railroad,
this appears to be a single special train of 31 various freight cars, a caboose, a
coach, two sleepers, and two support cars (like maybe one baggage and one
dinner). I believe this was a circus train although it is not reported as such.
The Monroe also reported a 71.00% operating ratio and a profit of
$20,150.67.
The 1913 PSC report had an operating ratio 92.36%.

annual total per train
mixed loco-miles 29200 1.00
loaded freight-miles 35650 1.22
empty freight-miles 12560 0.43
passenger-miles 48250 1.65

In 1914 and 1915, the Monroe reported the railroad tracks consisted of
pine 7"x9"x8.5' ties with 3000 ties to the mile (21.12" center to center). Rail was 56
pounds to the yard. Ballast was non-existent. Cinders covered 2.59 miles and
"original soil" covered 7.59 miles.
As for all railroads, the PSC reports were changed in 1916 so that the first
report ended June 30, 1916 and the second ended on December 31, 1916. These
two reports were the final ones reported by the Monroe. The Monroe was
reorganized and new stocks were issued. New bonds maturing on April 1, 1980
were issued.
The sole locomotive was sold. Rail was reported as 56 and 65 pound
section.
The final track mileage was reported as 12.59 miles total consisting of 2.46
miles of siding and yard track with 10.13 miles of mainline track.
Poor's of 1920 still showed the two passenger cars and the 1925 issue
reports that for the years 1922-1924, the line made a profit of $202,331 each. Poor's
of 1937 said that the ICC assessed the line at $121,000 and an additional $928 for
use of facilities that were not owned.
On July 15, 1915, the Georgia Road started renting the line. In 1917, the
Georgia Road absorbed the Monroe Railroad.
The history is a little confusing since the Georgia Railroad absorbed it in
1917 but Poor's reports it as a separate entity as late as 1937. This could be
because it was allowed to operate as an independent line or that the Monroe
Railroad was wholly owned by the Georgia Road and operated as a branch of the
Georgia Road but kept on the books as a separate entity. The Public Service
Commission Reports for the Monroe Railroad in the State Archives go from 1905
to 1916 which seems to support the claim of the Georgia Road absorbing the
Monroe Railroad.

# type builder date c/n history
built
117 2-6-0 Baldwin 4-1868 7903 17x24 cylinders
54" drivers
Georgia RR 3rd #17
Monroe RR #117 [1910]
A. J. Twiggs & Sons #40 [1916]
(History of the Georgia Railroad,
Robert H. Hanson, 1996, page 134
and Baldwin builder's records).