Smithville, Georgia - Eufaula, Alabama. This portion of the GSWRR was the Central of Georgia route that ran between Smithville and Eufaula and a portion of the connecting branch from Eufaula to White Oak, Alabama. The line between Smithville and Eufaula was constructed by the South Western Railroad in 1860. In 1869, the South Western Railroad leased its lines to the Central Railroad and Banking Company of Georgia. By 1954 the Central held the majority of the stock of the South Western Railroad, thus making those lines part of the Central of Georgia system. The rail line was extended from Eufaula to Montgomery between 1869 and 1870 by the Montgomery and Eufaula Railroad, and was initially acquired by the Central Railroad and Banking Co. in 1879.
The railroad was formally transferred to the Central of Georgia in 1895. The connecting branch at Eufaula was originally the Eufaula and Clayton Railroad built in 1872 (actually constructed by the Vicksburg and Brunswick Railroad). Between 1887 and 1888, the line was extended from Clayton to Ozark by The Eufaula and East Alabama Railway. In 1888, both the E&C Railroad and E&EA Railway were consolidated into the Savannah and Western Railroad. In 1895, the Central of Georgia acquired the Savannah and Western Railroad.
In 1972, the Central of Georgia abandoned the line between Eufaula and Union Springs. Later in 1985, under the control of Norfolk Southern, the Central of Georgia abandoned the line between Union Springs and Montgomery. The line between Ozark and Clayton was abandoned in 1977, and later in 1986 the line between Clayton and White Oak was abandoned. In 1988, the Norfolk Southern leased under its Thoroughbred Short Line Program the line between Eufaula and Smithville, and the connecting branch between Eufaula and White Oak to the Georgia & Alabama Railroad (a subsidiary of RailTex).
Georgia Southwestern Eufaula Route Special 11/21/2005Chris and I met at the hotel lobby before driving north and stopping for snacks on the way to Sasser.
The view of the end of track on this line which has been railbanked and may one day be returned to service towards Albany.
Looking north into Sasser from end of present track at Milepost 72.88. We then drove north to Pulpwood Road and our boarding area for our final day on the Georgia Southwestern.
Our train waited in the steady rain at the Georgia Southwestern station.
Bart announced that due to freight activity this morning, we would either have to wait here until 10:00 AM to go first to Smithville, or we could leave now and head for Eufaula first, which we decided to do. We departed on time making our way to the end of track again in Sasser for the few new people who joined us just for today's ride. The rain continued as we reversed and proceeded north up the Sasser Subdivision towards Dawson Junction.
Here is our train curving into Dawson Junction, Milepost 288.0, in the pouring rain.
As we swung onto the mainline, you could see a freight coming down the line from Smithville.
The former Central of Georgia freight station at Dawson on this very wet morning.
One of the Golden Peanut Mills located in Dawson. We continued to Shellman, where if the weather cooperated, we would do a photo stop. Sure enough, the rain let up.
We arrived at Shellman.
The former Shellman Central of Georgia station, now City Hall.
The train was spotted in front of the station and everyone had ten minutes to take pictures. Back on board, I rode inside as we made our way to Cuthbert, where I returned to the vestibule.
Our train starting my new mileage as we stayed on the line to Eufaula instead of turning off to go to Bainbridge as we did yesterday.
The former Seaboard Air Line crossing on the line which used to go from Columbus to Tallahassee. Today, this line only goes 5.1 miles to the end of track north. It started to rain hard again so I returned inside the warmth of the train for a while. We rolled west through Springvale and Morris, then crossed Pataula Creek and Tobenanny Creek before I returned to the vestibule.
The rain kept falling hard as we neared Georgetown. Cab rides had been offered for today's excursion on the first day of the trip and mine was set across the Chattahoochee River and into Alabama. Jason Revalee came to the vestibule, found me and we walked the length of the train into the cab of F9A 6302 and I sat in the fireman's seat.
The train passed through Georgetown, Milepost 331.8, as I became used to timing my pictures to the windshield wipers clearing the raindrops from our front cab window.
We passed Milepost 332 as we started out onto the long fill to the bridge across the Chattahoochee River. The river was named for the Indian town CHAT-TO-HO-CHE located near Franklin, Georgia. The name means "Corn Rock, "Pounded Rock", "Meal Rock", "Flour Rock" or even "Sparkling Rock", depending upon which source you reference.
Proceeding out across Lake Walter E. George, created in 1963, which most locals call Lake Eufaula. The present causeway and bridge were constructed in the early 1960's with the building of the lock and dam at Fort Gaines. Although the Chattahoochee River is designated as a navigable waterway, low water levels and the related light loadings allowed have made the water system lightly used for economic reasons. However, recretaional uses such as boating and fishing are very popular.
A slight curve to the left to get us in line with the bridge.
Approaching the Chattahoochee bridge.
Running out onto the metal 6 panel pin-connected Pratt deck truss, with fixed and approach spans.
Crossing into Alabama on the Chattahoochee River on the 940 foot bridge.
Exiting the main span.
As we came into Eufaula, we passed the connecting track to the State Dock Lead at Milepost 333.9.
Next came the southeast leg of the wye switch.
At the northwest leg of the wye switch, just beyond was the former Central of Georgia Eufaula station built in 1872.
We continued west through Eufaula.
Passing the switches to local industries.
Continuing west by a team track to the south.
Passing through some local Eufaula vegetation.
Reaching as far west as we would travel at MP 335.5 near the Carbo Ceramic Plant. I thanked the crew for giving me this unique cab ride then returned through the train back to the front vestibule to get ready for the journey east to Smithville, Georgia.
The Eufaula, Alabama station sign.
At the station crossing, we dropped off some of our passengers who had to catch flights home later this afternoon and evening.
The weather had improved as we approached the Chattahoochee river crossing.
Approaching the main bridge.
Off to the east, the highway bridge across the Chattahoochee River and the Georgia State line.
The highway runs on a fill most of the way across the lake. Our train climbed away from the river and through Georgetown.
One last look at the Chattahoochee River and lakes.
Crossing Tobenanny Creek at Milepost 331.3
Crossing Pataula Creek at Milepost 322.5 on a 500 foot pile trestle.
The Yard Limit sign for Cuthbert.
The stop sign that protects our route across the old Seaboard Air Line in Cuthbert.
The Georgia Southwestern locomotives waited at the former Seaboard Air Line crossing for our train to cross.
The Cuthbert water tower stands over the town. I returned inside the train until we neared Dawson.
The yard limit sign for Dawson.
Making our way to the last new trackage of the trip as we proceeded to Dawson Junction.
The stop sign at the forner Seaboard Air line crossing on the former line from Albany-to-Richland Line. This line only now extends a mere 1.75 miles north today.
Crossing Chickasawhatchee Creek just before Bronwood on a 113 foot long trestle.
The YL or yard limit sign for Smithville.
We entered a small section of Norfolk Southern-owned track to get near the Smithville depot and these are views from both sides of the train of Smithville.
Making our way to our stop at the Smithville Yard where we detrained.
Connecticut Southern B23-7 2009, nee Conrail 2009 built by General Electric in 1979.
Georgia Southwestern GP7u 2207, ex. Salt Lake Southern Railroad 2207, exx. Dallas, Garland and Northeastern 2207, nee Santa Fe 2664 built by Electro-Motive Division in 1951.
Georgia Southwestern caboose 2001 with tiered seating for track inspection is for sale.
Our train at rest.
Georgia Southwestern FP9A 6302.
The train as viewed from the cupola of the executive caboose, which I was able to tour.
The rear of our train. A few minutes later, we continued west towards Dawson.
At Dawson crossing, the view of the former Seaboard Air Line.
At Dawson, we stopped so the crew could change ends and the switch be thrown for the Sasser Subdivision.
Here we turned off the Smithville Subdivision onto the Sasser Subdivision.
The tight curve on the way back to Sasser.
The view to the rear of our train on that curve.
The passengers werer till enjoying the trip, even into the last hour. I asked if I could go back into the cab for a few more pictures and had a positive response.
Jason Revalee, Operations Manager, running the train back to Sasser.
The view from the cab. I returned inside the train and said goodbye to the other passengers and thanked Bart for yet another great series of rare mileage trips. I cannot wait to take more such excursion in my future with him. We arrived a Sasser early, ending three days of great train riding.
One last view of the south end of our train.
Back on the platform, it was time to say goodbye to David, thanking him for a great trip.
Our passengers left the train for their homes around the country.
A final view of our train after everyone but Bart and Sarah had left. Chris and I helped the Jennings unload the lounge stock from the train so they could leave as they were visiting friends and family in Tennessee. Chris and I drove back to the Best Western in Albany and I checked my e-mail before we went to the Outback Steakhouse for dinner then returned to the Hotel and I relaxed the rest of the evening.
| RETURN TO THE MAIN PAGE |
