Re: The Gainesville Midland and Her Sister Short Lines

Chapter 6
Great Walton Railroad (1987 - date)

Once again this line rose from above being a component of a larger
railroad. What had been the Monroe Railroad was one of two lines sold as a
package by CSXT in February 1987 to the Georgia Eastern Railroad. Since the
Georgia Eastern was not interested in the Walton-Social Circle line, it sold the
line to the Great Walton, which began service on March 30, 1987.
As I was reminded on April 27, 2000 by an e-mail from Glynn Hartley,
"The current operator of the Monroe branch is known as the Great Walton
Railroad which is owned by Mr. Bennie Ray Anderson Jr. of Social Circle. His
other operations include the Hartwell Railroad and the old Porterdale branch
of the C of Ga. Mr. Anderson is very cordial and allowed us to organize
motorcar excursions on all of his lines back in the late 80's and early 90's."

INSERT image196a.jpg HERE

The Great Walton Railroad from Monroe to Social Circle. Map
from Georgia Department of Transportation Map, May 2004.

As an aside, the Hartwell railroad was a 10 mile narrow gauge
feeder to the Elberton Air Line which was itself a 50 mile narrow gauge
line that connected between Toccoa and Elberton, GA. Both lines are
now standard gauge and operated by the Great Walton . At one time
the former EAL was part of Southern's Augusta-Toccoa branch. The
former EAL is now part of the Hartwell.
The original Hartwell Railroad from Bowersville to Hartwell is
easily accessible because it is followed almost all the way by roads.

INSERT image198a.jpg HERE

Hartwell Railroad operated by Great Walton Railroad. Map
from Georgia Department of Transportation Map, May 2004.


Chapter 7

The Gainesville & Dahlonega (1876-1909)
Gainesville Railroad and Power Co.(1909-1916)

Extending north and west from Gainesville to Dahlonega was a railroad
that was more than most pipe dream railroads. The Gainesville & Dahlonega
Railroad was chartered about 1876 and construction began about 1878. Some
grading was done but eventually the line was changed from standard gauge to
narrow gauge and grading was completed to the Chattahoochee River.
Additionally, some grading across the river was started towards Dahlonega.
Poor's 1888 edition stated that the line had built from Gainesville to
Chestatee and that 4 miles of the estimated 15 total miles were complete.
The North Georgia Journal of History also reports at least one
newspaper stating that the G&D was intending to connect Auraria to Gainesville.

The G&D finally disappeared from railroad view in about 1895 never
having raised enough money to build the bridge across the Chattahoochee. It is
unclear if the G&D ever operated a revenue train.
Apparently it was resurrected as a standard gauge interurban line. In
1905 or 1909 (reports are ambiguous), the Gainesville Railroad and Power
Company (GRR&PCo) purchased the Gainesville & Dahlonega Electric Railway
Company (G&DERy). This hints that the G&D became the G&DERy and did
operate revenue trains of some sort but there is no hard evidence.
The Georgia State Archives has annual Public Service Commission
reports for the GRR&PCo from 1911 to1916. The 1911 report states that the G&D
operated 5.9 miles of standard gauge track between Gainesville, New Holland and
Chattahoochee Park.
In 1911, the GRR&PCo had an operating ratio of 60.47% (meaning that
for every $1.00 of revenue it took in, it spent $0.6047 in providing the service). It
had 3 open electric powered passenger cars, 3 closed electric powered passenger
cars, 4 unpowered closed passenger cars (trailers) and one (1) freight /
maintenance of way motor.
In 1912, an interesting notation in the PSC report is "Note III:
Passengers injured - In both cases persons were slightly injured in stepping off
cars while in motion. Neither of them reported as accidents as the injuries were
too slight to be classified as such, but in as much as suites (sic) have begun (in
both cases since January 1, 1913) we report them here."
The GRR&PCo ran a good operating ratio. Besides the 1911 ratio of
60.47%, the railroad had a 55.3% ratio in 1913 and a 55.35% ratio in 1915.
On July 1st, 1916, Georgia Railroad & Power Company purchased the
Gainesville Railroad and Power Company. This is not the same company as the
Georgia Railroad & Banking Company which itself was frequently referred to as
the Georgia Railroad or the Georgia Road.



Chapter 8
Bostwick Railroad

In 1907 the Bostwick Railroad constructed its rail line from Bostwick
eastward to Apalachee on the Central of Georgia. Not much is available on this
railroad due to its short existence. The only mention of it in Railway Age Gazette
was in the December 2, 1910 issue where an extension from Bostwick to Monroe
was projected.
In 1908, the Bostwick Railroad purchased a locomotive from the
Georgia Car & Locomotive Co., owned by Forest Greene (who later purchased
the GM). He later foreclosed for nonpayment on the locomotive.
This road was not successful. It was placed in the hands of a
receiver, R. L. Mobley, by 1911 (Don Hensley, Webzine Taplines). In 1912 the
Bostwick was purchased by the Greene County Railroad.
Amazingly, three items of rolling stock have surfaced for the Bostwick
Railroad. They came from Southern Iron & Equipment records. For a short 6 mile
standard gauge railroad that could interchange at Apalachee for additional
equipment, this is not unreasonable. To compare to a similar sized road, the
Roswell Railroad was about 10 miles long and narrow gauge. It had one
locomotive, two box cars, four flat cars and one passenger car.

# type builder date c/n
history
built
? box car ? ? 0190 34'
wood

previous history unknown

Bostwick [1-5-1907]
10 coach ? ? 0336 51'
wood open coach

LS&MS []

Bostwick [1-5-1907]
? 0-4-4t Rhode ? 378
11x16 cylinders
Island
previous history unknown

SE&I #378

Bostwick [1-5-1907]

Georgia Car & Locomotive []


Chapter 9
The Greene County Railroad

The Greene County was formed on July 27, 1911(14), to build a line from
Monroe to Bostwick. The following year the Greene County Railroad purchased
the Bostwick Railroad, which had entered receivership, and operated the 19 miles
of consolidated track under its own name. This railroad was owned by Forrest
Greene, owner of Georgia Car and Locomotive.
From the Greene County Railroad PSC report of 1913, the following
items were recorded:

Board of Directors
Forrest Greene Atlanta, GA W. D. Branson Bostwick, GA
John C. Knapp Atlanta, GA W. H. Patterson Atlanta, GA
E. W. Butler Madison, GA

Principal Officers
Chairman of the Board Forrest Greene
Atlanta, GA
President Forrest Greene Atlanta, GA
Vice President W. D. Branson Bostwick, GA
Secretary John C. Knapp Atlanta, GA
Treasurer Forrest Greene Atlanta, GA
Auditor Hansel Baker
Bostwick, GA
General Manager W. H. Branson Bostwick, GA

Commodities:
Products of Agriculture
Grain 261
Flour 168
Other Mill products 451
Cotton 834
Other products 996
total 2710
31.8%

Products of mines
Bituminous Coal 88
total 88 1.0%

Products of forests
lumber 132
total 132 1.5%

Manufacture
Cement, Brick and Lime 248
unknown 278
fertilizer 3532
total 4058
47.6%

other commodities 1529 18.0%

total tonnage 8517

Organized July 27, 1911
Apalachee - Goodhope 13.47 miles
Apalachee - Bostwick 6.8 miles
6 employees
$500 profit

start add retire end
own lease
Locomotives 1 0 0 1 1
0
combine 1 0 0 1
1 0
flat 2 0 0 2
2 0

ties of "Georgia Pine"

By 1914, the Greene County had been extended from Bostwick to Monroe
via Good Hope (15). The PSC report for the year stated that the rail war of 56
pounds per yard and the ties 6"x8"x8' on 26" centers.

start add retire end
Locomotives 1 1 0 2
leased locos 0 1 0 1
combine 1 1 0 2
flat 3 0 0 3
25 ton
box 0 2 0 2
30 ton

The PSC report of 1915 states that 250' of side tracks had been added
during the year.

start add retire end
own lease
Locomotives 2 0 0 2 1
1
leased coach 0 1 0 1 0
1
combine 1 0 0 1
1 0
flat 3 0 0 3
3 0
box 2 0 0 2
2 0

In 1916, the Georgia PSC changed the report books from a June 30 ending
date to December 31 ending date.
The June 30th 1916 PSC report recorded that the Greene County lost
$3,915.68. It also reported Donation to construction of church $100 and
Subscription to purchase lot to secure location of new Post Office near depot
(Monroe) $50. It does appear that the leased passenger coach from 1915 was
purchased.

start add retire end
own lease
Locomotives 2 1 1 2 1
1
coach 0 1 0 1
1 0
combine 1 0 1 0
0 0
flat 3 0 3 0
0 0
box 2 0 0 2
2 0

As might be noted, the beginning and ending equipment totals for the
Greene County did not always match. I suspect that the leased locomotive was
purchased.

start add retire end
own lease
Locomotives 1 1 0 2 2
0
coach 1 0 0 1
1 0
box 2 2 0 4
4 0

INSERT GC 338 Atlanta 5 november 1917 gc&l 338 tap.jpg HERE

Greene County Locomotive 338 2-4-4f Rogers c/n 3927. November
5, 1917 in Atlanta, Ga. From the Collection of Donald R. Hensley, Jr.
Photographed for Georgia Car and Locomotive files.

The GC reported in 1918 that it had a loss of $2,977.90.

start add retire end
own lease
Locomotives 2 0 0 2 2
0
combine 1 0 0 1
1 0
box 4 0 0 4
4 0

By 1919, the GC decided that all motive power should be leased from the
Central of Georgia (CofG) as needed. Locomotives 252 and 338 were sold.

start add retire end
own lease
Locomotives 2 2 2 2 0
2
combine 1 0 0 1
1 0
box 4 0 0 4
4 0

INSERT 1919 orer.jpg HERE

A loss of $31,391.48 was reported to the PSC in 1920. The operating ratio was reported as
104.16%. The GC had 23 employees. As can be seen below, the incoming coal
(mine products) has exceeded the outgoing agricultural products as the second
largest freight item carried.

Agriculture 9420 19.2%
Animal 20 0.0%
Products of mines 10924 22.2%
Products of forests 667 1.4%
Manufacture 24058 48.9%
LCL 4071 8.3%
total tonnage 49160

In 1921, the operating ratio was reported to the PSC as being 104.21%.
Several items show up as rental properties, 4 dwellings and 2 warehouses in
Monroe and 1 warehouse in Goodhope.
Between 1921 and 1923, there was no change in the composition of the rolling
stock owned by the Greene County. It appears that the Greene County never
owned a caboose. I suspect that combines or coaches were used and all trains
were mixed freight and passenger trains.
The 1924 PSC report has a discrepancy I can not explain. Two box cars
disappeared. The GC started with 4 and ended the year with 1 but only claims to
have disposed of 1. This sort of inconsistency occurred several times in the GC
PSC reports for several items. In some PSC reports on other railroads, there were
inserts resolving inconsistencies. If there were update pages for the GC, they
have been lost.

start add retire end
own lease
Locomotives 2 0 1 1 0
1
combine 1 1 0 2
2 0
box 4 0 1 1
1 0

INSERT gc 100 Monroe c1925 greene tap.jpg HERE

Greene County Combine #100 with center baggage section circa 1925.
From the Collection of Donald R. Hensley, Jr. Photographer unknown.

Between 1925 and 1930, little was reported to the PSC that changed. In
1925, the the last 30 ton box car was retired as was one of the two combines.
There were 16 employees in 1928 and a little income from rental properties was
earned in Monroe.

Warehouse Monroe Monroe Oil & Fertilizer
Warehouse Monroe Monroe Lumber
Warehouse Monroe Wright Gin & Trading

The rental locomotive from the CofG was changed for another one from
the CofG in 1929.
During the 1930's, the Greene County Railroad settled into a pattern of little
change. In 1931, a 40 ton box car was added to the roster.
By 1933, the reported rental properties also listed 5 poles owned by Georgia
Power.

INSERT gc 118 monroe july 1925 greene tap.jpg HERE

Greene County passenger train at Monroe, Ga.. Locomotive 118
(leased from CofG) and combine #100 July 1925. From the Collection
of Donald R. Hensley, Jr. Photographer unknown.

Industrial site Monroe Monroe Lumber
Warehouse Monroe Monroe Oil & Fertilizer
Grounds Monroe
Wright Gin & Trading
5 poles Monroe
Georgia Power

The operating ratio for the Greene County in 1935 was reported as a
respectable 77.75%.
The rental properties were reported in 1936 included:

Plot of land Bostwick Porter Brothers
5 poles Monroe
Georgia Power
Warehouse Monroe Monroe Oil & Trading
Warehouse Monroe Wright Gin & Trading
Industrial location Monroe Monroe Lumber
Industrial location Monroe H. M. Arnold Fertilizer Co.

An operating ratio of 81.17% was reported in 1937. There were 12
employees in 1938 and it was reported that the locomotives rented from CofG on
monthly basis as needed and that they had a tractive effort of 20,000 pounds.
The last full year of operation, the Greene County reported an operating
ratio of 85.58%. Track and rental income properties included:

owned leased
mainline 18.85 .85
switching 1.53 .38

Planing Mill Site South Monroe Walton Lumber
5 poles South Monroe Georgia Power
Small Office South Monroe T. A. Milligan
Warehouse Davis St Monroe Oil & Fertilizer
Warehouse Goodhope I. M. Thompson
Warehouse Madison Ave Wright Gin & Trading

In summary, the Greene County had a total of 19.7 miles of mainline and
1.91 miles of sidings. The GM was also owned by Forrest Greene for a period,
and on at least one occasion, borrowed money from the Gainesville Midland (16).
As Don Hensley states in his webzine Taplines article on the Greene County,
"The Greene County RR was used as a testing area for GC&L rebuilds, judging
by the amount of locomotives supposedly sold to the GCRR but were returned
shortly afterwards for resale by GC&L to other companies."
The Greene County ceased operations on April 30, 1942 (19). I speculate
this was to scrap the line for WWII. In its final PSC report, abandonment was
covered by ICC docket 13537.

INSERT gc1936.jpg HERE

Official Guide of the Railways 1936.

INSERT gc1938.jpg HERE

From Official Guide of the Railways, July 1938

INSERT 1938 ORER.jpg HERE

Official Railway Equipment Register 1938

INSERT gc 500 box car tap.jpg HERE

Greene County box car #500. From the Collection of Donald R.
Hensley, Jr. Photographer unknown.


The following roster of the Greene County comes from builders records,
Georgia Car & Locomotive records, and from Don Hensley's Taplines article. For
an 18 mile railroad, they changed and leased locomotives frequently. Two
possibilities is that as Don conjectured, the GCRR was used as a test bed for the
GC&L equipment.
Another possibility is that locomotives the GC&L had were used to
transfer money to the GCRR from the GC&L.
A last possibility is that if the GC&L could not sell a locomotive
immediately, it is best to keep the locomotive in use and so letting it run on the
GCRR would keep all the joints lubricated and free. The answer is lost to history.
One note on Forney #7. I searched the Rhode Island Works records and
found no mention of how this locomotive came to be. There is no record of
Brooks-Calloway #11 or Greene County or GC&L. Even looking up by cylinder
size and driver diameter proved elusive. I could find either 11x16 cylinders or 38"
drivers but not both together. Another mystery hidden in history.

# type builder date c/n
history
built
7 0-4-4 Rhode ? ?
11x16 cylinders
Forney Island 38"
drivers
Works
straight top, straight stack, coal burner.

previous history unknown.

From Brooks-Calloway #11 []

GC&L #143 []

Greene County #7 []

GC&L #280
C. D.
Hendrickson Lumber Co #280
[11-
27-1916] Jericho, AR $2250.00

Could this have been SE&I #378, the

former Bostwick RR locomotive?
50 2-6-0 Baldwin 5-1886 7912
17x24 cylinders
54"
drivers

Georgia RR #50

GC&L #271 [10-10-1914]

Greene County RR #50 []

GC&L []

Black River Cypress Co #50

[5-16-1916] Gable, SC $2500.00
70 4-6-0 Rogers 12-1881 2886
18x24 cylinders
54"
drivers

NC&StL #9

NC&StL #191 []

GC&L #191 []

Alabama, Tennessee & Northern #70

[12-16-1911]

GC&L #429 []

Greene County RR #70 [3-4-1920]

$7500.00
New
cab and boiler applied.

GC&L [5-1915] Apparently after

several years of use, engine was

returned to GC&L, same #
R L
Dowling & Sons Co #3

[7-24-1924] Bradenton, FL

# type builder date c/n
history
built
118 4-6-0 Rogers 9-1884 3508
18x24 cylinders
55"
drivers

Nashville, Chattanooga & St. Louis

#18 ¯ #118

GC&L #419 []

GCRR #118 [10-1-1918] Leased

GCRR #118 [6-1925] purchased for

$5000.00
252 0-4-4 Rhode 7-1892 280
14x20 cylinders
Forney Island 42"
drivers
Works
Straight top boiler.

According to Rhode Island Works

records, this locomotive was built as

New York, New Haven and

Hartford #236.

According to GC&L records it was

built as NYNH&H #136

renumbered to NYNH&H #2132 []

O'Brien Construction. Co. #2132 []

GC&L #252 [] Not relettered or

renumbered by GC&L.

Greene County #252 [9-22-1915] Sent

from Greene County RR,

Monroe, GA under steam

Smithsonia & Dunlap RR [11-25-1919]

$6000.00
267 0-4-4 Baldwin 2-1881 5486
12x16 cylinders
Forney
37«" drivers

Manhattan Elevated Railway. #230

MER #3054 []

O'Brien Construction Co. #305

[10-6-1909] Van Nest, New York

GC&L #267 []

Green County RR #267 [1-15-1915]

leased

GC&L returned for sale

Georgia Coast & Piedmont #267

[10-13-1917]

GC&L #435 []

Wilson Cypress Co. #12 [9-20-1923]

Palatka, FL $3250.0

# type builder date c/n
history
built
338 2-4-4T Rogers 4-1888 3927
14x22 cylinders
54"
drivers
New
York & Northern #22
New
York Central & Hudson River

#1155 [ 6-1894] ¯ #1404[12-1899] ¯

#44[6-1905]

SI&E #761 []

Mitchell Mountain Coal & Iron Co #1

[3-5-1913]
C.
W. Lane & Co. #27 []

GC&L #338 []

Greene County RR #338 [11-5-1917]

$4300.00

GC&L
Kaul
Lumber Co #338 [11-22-1919]

Tuscaloosa, Alabama $6000.00.


Chapter 10
The Gainesville & North Western Railroad
(1912-1933)

The Gainesville & North Western was first mentioned on February 25,
1910 in a report by the GM that the survey was not going to North Carolina, it
was only going about 50 miles to tap the lumber resources there. I did see a map
in the GM offices in 1976 that showed the G&NW being extended to Knoxville,
TN. This may have been a sales map for getting investors interested.
On November 3, 1911, it was reported that financial arrangements for the
Gainesville & Robertstown were made with Byrd-Matthews Investment Company
of St. Louis. It was reported on November 11, 1911 that the Gainesville &
Western had started clearing the right-of-way and that distribution of ties was
under way. The line was to have a 150 foot steel bridge. It was first called the
Gainesville & North Western in the March 1, 1912 issue of "Railway Age" when
it stated that the contracts had been awarded to Burk & Joseph of Gainesville(20)
On Feb. 9 (21), 1912 Poor's reported that the G&NW would be incorporated
for 101 years beginning in March of 1913. According to Railway Age (March 1,
1912), the line was contracted to be built to Cleveland and Robertstown in White
County.
By the March 28, 1913 issue of Railway Age, the line was located 37 miles
to Helen.
The 1914 PSC report stated the G&NW was reported to be operating the
26 miles to Cleveland with 1.5 miles of spurs and 1.94 miles of trackage rights. At
this time, the line had 2 locomotives, 2 passenger cars, and 6 freight cars in
operation.
It was reported that the G&NW had built 35 miles of railroad from New
Holland and Robertstown and that Byrd-Matthews Investment Company owned
nearly 100% of the outstanding stock.
From Don Hensley Jr's research, in 1914, the G&NW added one
locomotive, 1 passenger coach and 1 caboose at a cost $13,176.88. The G&NW
owed a mortgage to Baldwin for locomotive 203 in the amount of $7,429.00. They
also owed a mortgage to E. H. Wilson & Company in the amount of $1,879.38 for
passenger coach #3.
The 1915 PSC report stated the G&NW had 35 miles of main and 2.5 miles
of spurs between New Holland and North Helen (as Robertstown is also
known(22)). It had 7 freight cars and one new engine was received from Baldwin.
This was ten wheeler #203.
The 1916 PSC report showed a fair operating ratio 86.68% and that 3 miles
of track had been laid.
In 1917, there were many reports concerning work from Clermont towards
Dahlonaga. April 6, Railway Age reported that work on a spur to the pyrite mines
on the Chestatee River in Lumpkin County was started again (12 miles). Railroad
Review, in the April 14 issue, reported that an extension to Dahlonega, 6 miles
from the pyrite mines, was possible.
From Don Hensley Jr's research, G&NW paid the balance due Baldwin for
203 in 1917.

INSERT 1976_3e bw.jpg HERE

This is the Gainesville & North Western's Nacoochee Station. It was
used as a visitor's center in 1975. It was originally located across the
highway. Notice the bay window on the right side. This was the side of
the depot that faced the G&NW. To the right of the bay window was
where the freight section of the depot was located. In 1998, it was not
in use. I passed it in 2000 and it appeared to be a small craft shop.
Photo by author.

By the September 1 issue of Railroad Review, it was reported
that N. P. Pratt was interested in a line from Clermont to the Pyrite &
Chemical Corporation's property on the Chestatee River, a distance of
9 miles. Also reporting elsewhere in the same magazine, the Chestatee
Railroad was reported to want to build from Clermont on the G&NW
to Chestatee, Georgia and that the 9.75 mile distance was given to the
Nichols Contracting Company to grade.
The last information in Railway Age Gazette I found on the
Chestatee was from the October 20(25) where it was reported that the
Chestatee Railroad Company was incorporated. The Chestatee
Railroad was put into operation for the Chestatee Pyrites Mines but
apparently never turned into a common carrier, just a plant railroad.
There are no PSC reports for the operation.
I did locate two entries for the Chestatee in the Georgia Car and
Locomotive records .
"
364 2 Trk. Climax 1255 12-1913 90000-90000-
28c-12x14-180-18000
$6500.00 Orig. Dixie Industrial Corp. #1; to GC&L #364.
Shipped to Chestertee Pyrites & Chemical Co. #1, Clermont,
Georgia on May 3, 1918. A straight stack coal burner; extended
wagon top boiler. Later to GC&L #438.

438 2 Trk. Climax 1255 8-1913 90000-90000-28c-
12x14-180-18000
$9500.00 Orig. Dixie Industrial Corp. #1; to GC&L #364; to
Chestertee Pyrites & Chemical Co. #1, Clermont, Georgia on May
3, 1918; to GC&L #438. Sold to O. W. Brown Timber & Supply
Co., Seattle, Washington and shipped on August 20, 1920 to
Vancouver, British Columbia to Robertson & Hackett Saw Mills,
Ltd., not lettered but numbered 99. A straight stack coal burner;
extended wagon top boiler.
"
Note how Chestatee is spelled as "Chestertee ". The locomotive
specifics are hidden in the 90000-90000-28c-12x14-180-18000 string.
My best guess is the first 90000 is the weight of the locomotive or 45
tons. The second 90000 is the weight on the drivers which is 45 tons.
The next number may be the wheel diameter but 28" wheels for a
Climax seems a little small. The next number represents the 12x14 inch
cylinders which would go with smaller drivers. The 180 is probably the
boiler pressure of 180 PSI and the 18000 is probably the tractive effort
of the locomotive - 18,000 pounds.

INSERT 2001 clermont05b bw.jpg HERE

The Chestatee Railroad grade north of Clermont in 2001. Photo by
author.

From a web site sponsored by the Gainesville Times for Clermont Georgia,
Clermont was incorporated in 1913 and quickly became a center for commerce
and tourism, with railroad tracks to Gainesville, White County, and Lumpkin
County intersecting downtown.
But the railroad closed when copper mines in Dahlonega shut down,
and most of Clermont's stores and banks went out of business by 1930.
The copper mines referenced here are actually the Chestatee Pyrites &
Chemical Company's operation.

INSERT 1920 tt og.jpg HERE

From 1920 Official Guide of the Railways.

Returning to the G&NW, it reported a fair operating ratio of 96%
to the PSC in 1917.
From Don Hensley Jr's research, in 1918 the G&NW entered
into a contract with Morse Brothers Lumber Co., Helen, Georgia for a
period of 25 years to allow a 3rd rail to be laid on the G&NW mainline
between Asbestos & Helen, Georgia, 7 miles.
In 1920, one caboose was added to the roster (for a total of two).
The 1921 PSC report had no details of an accident on the
G&NW but did report that one flat was destroyed in a wreck.
Additionally, one foreign road box car damaged costing $1200. This
damage was probably also from the accident.
By 1921, the G&NW was showing difficulty in making ends
meet. By October, Railway Age reported that the G&NW applied for a
five year loan from the revolving fund for $75,000. By January of 1922,
the G&NW was granted the loan.
The 1922 roster consisted of 3 locomotives, 1 combine, 1 coach,
2 box, 3 flat, 1 service, and 2 cabooses (Poor's).
The 1922 PSC reported that the G&NW had:

35 miles of main track
2.85 miles of yard tracks and sidings
2 miles of trackage rights
39.85 miles of track operated.

The G&NW owned from New Holland Junction to Robertstown,
used oak and pine ties of various sizes spaced 16 2/3" and rail was of
60 and 70 pounds per yard. The ballast was a mix of common dirt,
clay, gravel, dirt and cinders.
The equipment composition as reported to the PSC included:

loco 3
box car 2 30 ton
flat car 2 30 ton
caboose 2
coaches 2

According to the PSC in 1923, the operating ratio was a poor
105.92% and the G&NW had added one box car. The G&NW also
added 1 locomotive and retired 1.
The downward spiral of the G&NW continued as on Jan 23(26),
1924, a receiver was appointed. The 1924 PSC summary had an
operating ratio of 117.31%.

loco 3 (started year with 3 added 1 disposed of 1)
box car 2 30 ton
box car 1 40 ton
flat car 1 30 ton
caboose 1
combines 1
coaches 0 (started year with 1 disposed of 1)
other pass 2 (started year with 1 added 1)

The receiver entered into a new agreement with the Gainesville
Midland for use of 2 miles of their track from New Holland Jct. to
Gainesville.
The rail weights in 1925 were of 60, 70 and 85 pounds per yard.

loco 2 (started year with 3 added 1 disposed of 2)
box car 2 (started year with 3 disposed of 1) 30 ton
flat car 1 40 ton
caboose 1
combines 3 (started year with 1 added 3 disposed of 2)
bagg/expr 1

The 1926 operating ratio was 85.74%. At least they were not spending
more to move cargo than they earned to move it. They reported to the PSC their
equipment consisted of:

loco 2
box car 2 30 ton
flat car 1 30 ton
flat car 1 40 ton
caboose 1
coach 1
bagg/expr 1


In January of 1928, the line abandoned the 1.5 miles between Helen and
Robertstown.(27)
In its final reports to the PSC in 1930, the equipment stacked up as:

loco 2
flat car 2
caboose 1
combines 2 (started year with 3 disposed of 1)
MOW 2

On October 31, 1931, the G&NW was given permission to abandon 33.56
miles between New Holland and Helen and the rest of the line would go to the
GM Railroad.(28)
In the 1931 PSC report, I first noticed a separate line item called "gas
motor cars". Apparently the G&NW had two of these and used them for both
passenger and freight operations. The G&NW included the word "bus" next to
the line. I assume it is for railbus but I do not know for sure.
Although permission to abandon was given in 1931, the G&NW tried
one last time to get going by applying for a loan in 1932 (applied for $22,000 by
October of 1932 and denied on November 19, 1932).
The line was valued at $517,248 as of June 30, 1916 by the Federal
Government. When finally sold to Garson Iron & Steel Company of Norfolk,
Virginia in 1933 the G&NW brought only $30,400 after loosing $1,014 in 1933 (29).

Gainesville & Northwestern Railroad Company
"The Nacoochee Valley Route"

R. M. McCombs, President St. Louis, Mo.
C. D. Mathewws, Jr, Vice-president and Treasurer
Sikeston, Mo.
B. S. Barker, Vice-president and General Manager
Gainesville,
Ga.
A. R. Byrd, Jr, Secratary St. Loius, Mo.
S. B. Jefferies, General Counsel St. Louis, Mo.
T. H. Burns, Auditor and Car Accountant Gainesville,
Ga.
H. C. Erwin, General Freight and Passenger Agent
Gainesville,
Ga.

Timetable - effective July 22, 1917
Eastern Time miles No 4 No 2
[LEAVE
Gainesville 1 0 *4:25 s9:24
Gainesville 1 (Bradford St) - 4:30 9:30
New Holland Junction 2 4:34 9:34
Clark 7 4:45 9:45
Dewberry 11 4:58 9:59
Brookton 14 5:11 10:11
Clermont 16 5:20 10:20
County Line 18 5:29 10:29
Meldean 22 5:43 10:43
Cleveland 26 5:57 10:59
Asbestos 30 6:09 11:09
Nacoochee 34 6:25 11:25
Helen 36 6:32 11:32
Robertston arr 37 6:40 11:40

STATIONS miles No 1 No 3
[LEAVE
Robertston 0 *7:10 s2:10
Helen 1 7:15 2:15
Nacoochee 3 7:23 2:23
Asbestos 7 7:36 2:36
Cleveland 11 7:49 2:49
Meldean 15 8:02 3:02
County Line 19 8:20 3:20
Clermont 21 8:27 3:27
Brookton 23 8:34 3:34
Dewberry 26 8:42 3:42
Clark 30 8:55 3:55
New Holland Junction 35 9:10 4:10
Gainesville 1 (Bradford St) - 9:15 4:15
Gainesville 1 arr 37 9:20 4:20

Train No 2 connects with So. Ry. train No 12 at
Bradford St., and waits 30 minutes for connections in
event Southern train No 12 is late; and that train No
4 connects at Bradford Street with So. Ry. No 30 and
waits 30 minutes for connection

Trains marked * run daily; s Sunday only

Connections - 1 with Southern Ry. and Gainesville
Midland Ry.

Timetable from The Official Guide of the Railways, April 1918

The line was never profitable. Except possibly in the first year, 1914,
when Poor's reported that it lost $4,362 and Moody's reported that it gained
$3,268, it never made a dollar. David Price worded things best about the G&NW
and its purpose "By the way, on your web site you questioned whether or not
this line should ever have been built in light of its short life and
nonprofitability. Actually, it served its purpose to a "T." Its main purpose was
to serve the lumber industry and was really built in the interests of the sawmill
owners who were on its board. Without it they could not have logged the
mountains above Helen/Robertstown. Like so many of these lines, when that
traffic dried up there was no other and thus the line folded after serving its
purpose. The sawmills who owned the line really profited from the line whether
or not the railroad itself showed a profit since they in essence paid themselves a
high percentage of the shipping cost from the common carrier freight rates the
G&NW got as originating carrier of each shipment of finished lumber and
timber."
It seems that the GM was closely associated with the G&NW. Several
sources recently have told me that the G&NW was never associated with the
GM. However, the map I saw in 1975 in the GM offices had a GM logo on it. I feel
that GM was associated in some way more than just interchange and trackage
rights with the G&NW but how deeply is definitely open for debate. It may have
been that the GM offered use of their offices at first and maybe even shared the
same people on the Board of Directors.
According to Bob Whitaker:
"BY THE WAY, your hunch about some tie between the GM and G&NW
. Haven't uncovered any official tie yet precisely -- though it seems logical. But I
did uncover a tie between GM and another company of interest to this study.
Remember the UNC Chapel Hill source I referenced to you covering the papers
of G. J. Baldwin and the Chestatee Pyrite operation. This reference also cited
his relationship with Gainesville Midland Railroad. Well, (and maybe you've
noted this already), Baldwin was not just tied to the GM -- he was PRESIDENT
of the GM. So, the President of the GM has an interest in the Chestatee Pyrite
operation -- which has to ride the G&NW to be successful . He was definitely
interested in seeing the G&NW succeed.
"A Gainesville Herald article of 1911 lays out that Baldwin had
purchased the GM to keep it independent. He was also expected to contribute
to building of the G&NW. This article also confirms your view of the GM
Railroad map showing a projected G&NW line extended all the way to Murphy,
NC. The article lays out the "chess board": Gainesville considered itself in
intense economic competition with Cornelia, Clarkesville, and the TF Railway.
The Herald pointed out that Gainesville was the only point on the Southern
main between GA and SC with real rail competition -- via the GM to SAL. The
TF could only be reached via SRR. Gainesville folk reckoned their advantage
in rail competition outweighed the greater distance from Gainesville to the
lumber and mineral resources compared to Cornelia or Clarkesville. This sense
of competition spilled over into the passenger trade too. Fascinating!
"

INSERT 1919 orer.jpg HERE

Gainesville & Northwestern entry in the 1919 Official Railway
Equipment Register.



Chapter 11

The Gainesville & North Western
Railroad All Time Locomotive Roster

Much thanks for this detailed roster goes to David Price. Bob Whitaker
had some good information to add. Allen Stanley sent me copies of several
builder's records and even more information was added from those sources.

Gainesville & North Western Railroad roster:

# type builder date c/n history
2 3-truck Lima 5-1906 1619 three 17x18
Shay cylinders 46" drivers 130 tons
Lake Superior & Ishpeming
2nd #1,
Marquette, MI
SI&E #1906 [1-4-24]
G&NW #2 Gainesville, GA [2-
29-24]
SI&E #2035 []
John J. Craig Marble Co #2,
Friendsville, TN [1925]
57 4-6-0 Baldwin 10-1904 24743 19x26 cylinders
class 10-32 D 79 56" drivers
Ordered for Mobile, Jackson &
Kansas
City
Built as Gulf & Ship Island #57
$12,300
SI&E #1671 [4-5-21]
G&NW #57 [7-1921] Note 2
Gaison Iron & Steel Co. #57
[5/1934]
SI&E #2357 []

INSERT GNW 57 tap.jpg HERE

#57 in the dead line. From the Collection of Donald Hensley, Jr.

# type builder date c/n history
58 4-6-0 Baldwin 3-1911 36168 19x26 cylinders 56"
drivers
class Middle Tennessee #25,
Columbia, TN
10-32 D SI&E #1795 []
1099 G&NW #58 [4-13-23]
SI&E #1931 []
Jonesboro Lake City & Eastern
#37
Jonesboro, AR []
St. Louis San Francisco #75
[11-1925]
Scrapped [7-1939]
1st 59 2-8-0 Alco- 12-1902 26511 20x28 cylinders 51"
drivers
Brooks boiler pressure 190 psi
Built as Buffalo & Susquehanna
#117
Wellsville & Buffalo #117 [12-
1916]
Pittsburgh & West Virginia
#117 []
SI&E #2031 []
G&NW #59 [1925]
Gaison Iron & Steel Co. #59 []
SI&E #2358 []
2nd 59 2-8-0 Alco- 1903 26460 SE&I #2052 21x28 cylinders
Brooks 57" drivers
BR&P #249, 2nd #250 Note
3
Gainesville & Northwestern 59
[1926]
Garth Brothers, Norfolk, Va
[5/1/1934]

INSERT GNW 59 tap.jpg HERE

2nd #59 in the dead line. From the Collection of Donald Hensley, Jr.

# type builder date c/n history
60 2-8-0 Alco- 7-1903 27797 20x28 cylinders 51" drivers
Brooks Buffalo & Susquehanna #119
Wellsville & Buffalo #119 [12-
1915]
Pittsburgh & West Virginia
#119 []
SI&E #2032 []
G&NW #60 [1925]
GM #109 [1931]

INSERT GNW 60 tap.jpg HERE

#60 in the dead line. From the Collection of Donald Hensley, Jr.

# type builder date c/n history
101 see 201
102 see 202
103 see 203
201 2-8-0 Lima 2-1913 1235 20X24 cylinders 50" drivers 90
tons
See Note 1 G&NW #101 for
$12,050
Renumbered #201 by [2/1914]
SI&E #1810 [1923]
Tennessee Railroad #30,
Oneida, TN
[7-30-23]
American Rolling Mill Co,
Middletown, OH [5-1943]

INSERT G&N_101 tap.jpg HERE

#101 in 1913. From the Collection of Donald Hensley, Jr.

# type builder date c/n history
202 2-8-0 Lima 2-1913 1236 20X24 cylinders 50" drivers
90 tons,
See Note 1
G&NW #102 for $12,050
Renumbered #202 by [2/1914]
SI&E #1767 [1923]
Arkansas-Alabama Lumber.
Co. #8,
Wetumpka, AL [7-9-23]
paid $15750
Wisconsin-Alabama Lumber.
Co. #8
Wetumpka, AL [4-12-24]
SI&E #2115 []
Hall Construction Co. #60 []
SI&E #2214 []
Vredenburgh Saw Mill Co. #16
Vredenburgh, AL [11-1928]
203 4-6-0 Baldwin 2-1914 41218 16x24 cylinders 58"
drivers 54 tons
class Walschart valve gear (23)
10-26 G&NW for $9,200 Ordered as
#103, to
D 323 #203 before shipment.
Shipped from
Baldwin [March 12, 1914]
SI&E #2034 [1925] in trade
for 2-8-0's
59 and 60
Tampa & Jacksonville #71
Gainesville, FL [1925]
Jacksonville, Gainesville & Gulf
#71
[1927]
It was a beautiful little
Baldwin 4-6-0
lettered G&NW with
Nacoochee
Valley Route herald on
tender. Bob
Whittaker

INSERT GNW203.jpg HERE

Baldwin builder's photo. From the Collection of Donald Hensley, Jr.

NOTES:
1) Numbers #101 and #102 : 2-8-0's were bought new from
Lima in 1913. They were renumbered #201 and #202. Presumably this
renumbering took place almost immediately since the next engine was
delivered as #203 in 1914. This renumbering would also place the GM
series locomotives in the 100's and the G&NW in the 200's. Another
possible reason to conclude that the GM and G&NW were close.
2) ex-Gulf & Ship Island via SI&E and kept its G&SI road
number on the G&NW. Subsequently purchased engines fell into the
number sequence established by #57. This locomotive remained until
the end of operations.
3) Numbers 2nd 59 and 60 remained until the end of operation.

publish date of Poor's or Moody's shown usually listed as of June 30 the prior year
date who loco- coach comb- box flat caboose freight other service
motive ine
1914 Poor's 2 2 6
1916 Poor's 3
1920 Poor's 3 2 6
1922 Poor's 3 1 1 2 3 2 2 1
1925 Poor's 3 1 1 2 3 2 1
1925 Moody's 3 10

1926 Moody's 2 7

1929 Moody's 2 8

1931 Moody's G&NW - 2.0 mi trackage rights on GM
1932 Moody's 2 7 car, 37 employees
1933 Moody's 24 employees