Vidalia Union Station

Thomas Babington McCauley, Engineer on the Georgia & Florida Railroad
Thomas Babington McCauley, Engineer on the Georgia & Florida Railroad

Vidalia Union Station on the Georgia & Florida Railroad

In 1908 the Georgia & Florida Railroad became Ray City’s rail connection to the world.  Within a few years, G&F trains stopped at Ray City several times a day, with freight and passenger service.  Ray City had its own train depot, and section houses for railroad employees and their families.  One of the locomotive engineers on the Georgia & Florida Railroad was Thomas Babington McCauley, who resided at Douglas, GA about 40 miles up the track north of Ray City.

G. Lloyd Preacher

In 1912, the Georgia & Florida Railroad constructed a Union Depot at Vidalia, GA about 100 miles above Ray City. The station would also serve the Seaboard Air Line Railway and the Macon, Dublin and Savannah Railroad, creating a significant transportation hub. The station building was constructed at a cost of $12,000 dollars and included the passenger depot, baggage room, express office and a restaurant. The facility was undoubtedly segregated, as were the Jim Crow passenger cars of the G&F Railroad.

The brick and stone building was designed by Geoffrey Lloyd Preacher (1882-1972), a prominent architect who later designed many Atlanta buildings including the Atlanta City Hall. Throughout his career, Preacher designed 417 structures in seven states, including 45 schools in Atlanta.

Georgia & Florida Railroad announces it will construct a Union Depot at Vidalia, GA. Railway Age Gazette, July 28, 1911.

Some time before 1920, Engineer McCauley moved from Douglas to Vidalia, GA, making his home depot the Vidalia Union Station. Anyone travelling from Ray City to points north would have passed through Vidalia.

Vidalia Union Station viewed from the southwest. Vidalia Union Station, built in 1912-13 at the junction of the tracks of the Georgia & Florida Railroad (right) and Seaboard Air Line Railway (left).Image source: https://hawkinsrails.net/shortlines/mds/mds.htm

Located in the triangular area bounded by the tracks of the G&F, the S.A.L, and Leader Avenue, Union Station was a fishhook-shaped building dominated by its two-story corner tower with bellcast conical roof. It also featured dormer windows, wide overhanging eaves with brackets, and a Ludowici tile roof. The tile was produced at the “Dixie” plant of the Ludowici Roofing Tile Co., at Ludowici, GA, (formerly known as Johnston Station on the Atlantic and Gulf Railroad.)

1913 Sanborn Fire Insurance Map from Vidalia, Toombs County, Georgia showing location of Union Station at the junction of Georgia & Florida Railroad, Seaboard Air Line Railway, and S.A.L’s Macon, Dublin & Savannah Railroad.

The depot water tower, which was the tallest structure in the area for nearly forty years, stood almost directly in front of Vidalia Union Station. The tank’s swiveling hoses pivoted almost 360 degrees, enabling trains to be serviced from either side of the structure.

To the northeast, the depot faced across the tracks of the S.A.L., paralleled by Railroad Avenue (now NW Main Street), where stood the Colonial Hotel and the New Vidalia Hotel. East of Union Station along Railroad Avenue was Vidalia’s first freight depot.

Union Depot, Vidalia, GA, circa 1913.

Today, there is no remaining sign of Vidalia Union Station. The building was torn down around the 1970s to make way for US Highway 280. Vidalia, GA residents still remember the Union Station fondly.

Related Posts:

1862 Train Schedule for Valdosta, GA

See Also: Neigh of the Iron Horse 

When the very first train rolled into the newly platted town of Valdosta, GA, the state newspapers reported the “neigh of the Iron Horse” was heard.  Valdosta was Station No. 15 on the Atlantic & Gulf Railroad and the first train, arriving on July 25, 1860, was pulled by the locomotive “Satilla.” Levi J. Knight, original settler at Ray City, GA, was instrumental in bringing the railroad to Lowndes County.

The Atlantic & Gulf, like railroads all over the south, was being built largely by the labor of enslaved African-Americans. The construction had commenced in 1859 at Tebeauville, GA. Three thousand people were at Valdosta for the Railroad Jubilee held there July 31, 1860, celebrating the arrival of the railroad.

By 1862, the regularly scheduled trains of the merged Atlantic & Gulf Railroad and the Savannah, Albany & Gulf railroad passed through Valdosta, GA daily. Valdosta saw four trains a day: eastbound passenger, eastbound freight, westbound passenger and westbound freight.

PUBLISHED MONTHLY. . . PRICE 75 CENTS. .

CONFEDERATE STATES RAIL-ROAD & STEAM-BOAT GUIDE

CONTAINING THE

Time- Tables, Fares, Connections and Distances on all the
Rail-Roads of the Confederate States; also, the connecting lines of Rail-Roads, Steam-
boats and Stages,

AND WILL BE ACCOMPANIED BY
A COMPLETE GUIDE OF THE PRINCIPAL HOTELS,

With a large variety of valuable information, collected,

compiled and arranged

BY C. SWAYZE.

GRIFFIN, GEORGIA

HILL & SWAYZE, Publishers, and for sale by all Booksellers in the Confederacy.

Entered according to Act of Congress, in the year 1862, by HILL
& SWAYZE, in the Clerk’s Office of the District Court of the North
-ern District of the State of Georgia.

1862 Train Schedule for the Savannah, Albany & Gulf "Main Trunk" Railroad serving Valdosta, GA

1862 Train Schedule for the Savannah, Albany & Gulf “Main Trunk” Railroad serving Valdosta, GA

SAVANNAH, ALBANY & GULF ROAD. 
Maj John Scriven, Pres't, . 
G. J. Fulton, Superintendent, Savannah Ga   

Savannah to Thomasville.       Ο{ October— }Ο    Thomasville to Savannah 
Pass   | Fr't.| Fare | Mls.|                   |Miles|Fare |  Frt |Pass
 a. m. | a.m. |      |     | Leave      Arrive |     |     | a. m.| p. m. 
 7 00  | 6 00 |      |     |......Savannah.....| 200 | 9 00| 5 05 |  6 00 
 7 44  |      |   50 |   9 |......Miller's.....| 191 | 8 60|      |  5 20
 8 25  |      | 1 00 |  16 |.......Way's.......| 184 | 8 10|      |  4 43 
 8 55  |      | 1 25 |  24 |......Flemming*....| 176 | 7 85|      |  4 16
 9 25  |      | 1 50 |  32 |......McIntosh.....| 168 | 7 60|      |  3 49
 9 55  |      | 2 00 |  40 |...Walthourville...| 160 | 7 10|      |  3 22
10 20  |      | 2 30 |  46 |......Johnson†.....| 154 | 6 80|      |  3 01
11 05  |      | 2 50 |  53 |.....Doctortown....| 147 | 6 50|      |  2 28
11 30  |      | 2 85 |  58 |.......Drady's.....| 142 | 6 15|      |  2 09
12 20  |      | 3 25 |  68 |.......Satilla.....| 132 | 5 75|      |  1 33
 1 00  |      | 3 65 |  77 |......Patterson....| 123 | 5 33|      |  1 02
 1 28  |      | 4 00 |  86 |.....Blackshear....| 114 | 5 00|      | 12 28
 2 30  |      | 4 50 |  96 |....*Tebeauville†..| 104 | 4 50|      | 11 50
 3 11  |      | 5 00 | 108 |......Glenmore.....|  92 | 4 00|      | 10 45
 4 03  |      | 5 75 | 122 |.....Homerville†...|  78 | 3 25|      |  9 54
 4 35  |      | 6 25 | 131 |.......Lawton......|  69 | 2 75|      |  9 22
 5 03  |      | 6 75 | 139 |......Stockton.....|  61 | 2 25|      |  8 54
 5 22  |      | 7 00 | 144 |.......Naylor......|  56 | 2 00|      |  8 35
 6 06  |      | 7 50 | 157 |......Valdosta.....|  43 | 1 50|      |  7 52
 7 30  |      | 8 00 | 174 |.......Quitman.....|  26 | 1 00|      |  6 52
 7 56  |      | 8 25 | 181 |.......Groover.....|  19 |   75|      |  6 04
 8 25  |      | 8 50 | 189 |.......Boston......|  11 |   50|      |  5 30
 9 00  |      | 9 00 | 200 |....Thomasville....|     |     |      |  5 00
 p. m  |      |      |     |Arrive        Leave|     |     | a. m.| p. m.

Connections. — At Savannah with Georgia Central (p56), and Charleston & Savannah Rail-Roads (p60).
At Thomasville with stages for Bainbridge, Chattahoochee and Tallahassee, Florida. The eventual terminus of this road is designed to be at some point on the Chattahoochee River. Bainbridge is on its route. Stations indicated by an asterisk (*) is where the train stops for Breakfast. Those by a dagger (†) for Dinner.
WARTHOURVILLE [Walthourville], a post-town in Liberty county, Georgia, forty miles South-west of Savannah, is the largest place in the county. It contains two flourishing academies, and about 400 inhabitants.
BOSTON, a post-town in Thomas county, Georgia, eleven miles south-east of Thomasville.
THOMASVILLE, a post-town, and capital of Thomas county, Georgia, two hundred miles from Savannah, and at present the terminus of the Savannah, Albany & Gulf rail-road. It contains a court-house which is creditable to the county, and a school called the Fletcher Institute, under the direction of the Methodists. Population about 600.

October 1862 Hill & Swayze Confederate States Railroad & Steamboat Guide - Comparative Time Table.

October 1862 Hill & Swayze Confederate States Railroad & Steamboat Guide – Comparative Time Table.

COMPARATIVE TIME-TABLE, Showing the Time at the Principal Cities of the Confederate States, compared with Noon at Richmond, Va. There is no “Standard Rail-Road time” in the Confederate States, but each rail-road company adopts independently the time of its own locality, or of that place at which its principal office is situated. The inconvenience of such a system, if system it can be called, must be apparent to all, but is most annoying to persons strangers to the fact. From this cause, many miscalculations and misconnections have arisen; which not unfrequently have been of serious consequence to individuals, and have, as a matter of course, brought into disrepute all Rail-road Guides, which of necessity give the local times. In order to relieve, in some degree, this anomaly in American rail-roading, we present the following table of local time, compared with that of Richmond, Va:

Atlanta, Ga..........................................11 30 A.M. 
Augusta, Ga..........................................11 43  " 
Beaufort, S. C.......................................11 49  " 
Charleston, S. C.....................................11 51  " 
Columbia, S. C.......................................11 44  " 
Fredericksburg, Va............,,,,,,.................12 00  " 
Galveston, Texas.....................................10 01  "  
Griffin, Ga..........................................11 29  "  
Huntsville, Ala......................................11 23  "  
Jackson, Miss........................................11 10  "
Jefferson, Mo........................................11 02  " 
Knoxville, Tenn......................................11 30  " 
Little Rock, Ark.....................................11 02  "  
Lynchburg, VA........................................11 53  "  
Milledgeville, GA....................................11 37  "  
Mobile, Ala..........................................11 18  " 
Nashville, Tenn......................................11 23  "  
Natchez, Miss........................................11 05  "  
New Orleans, La......................................11 10  "  
Norfolk, Va..........................................12 05 P.M.
Pensacola, Fla.......................................11 22 A.M.
Petersburg, Va.......................................11 52  "
Raleigh, N. C........................................11 55  " 
Savannah, Ga.........................................11 45  "
Tallahassee, Fla.....................................11 32  "
Tuscaloosa, Ala......................................11 20  "
Wilmington, N C......................................11 58  "
 

Related Posts:

Neigh of the Iron Horse

When the very first train rolled into the newly laid out town of Valdosta, GA, the state newspapers reported the “neigh of the Iron Horse” was heard.  Valdosta was Station No. 15 on the Atlantic & Gulf Railroad and the first train, arriving on July  25, 1860, was pulled by the locomotive “Satilla.” Levi J. Knight, original settler at Ray City, GA, was instrumental in bringing the railroad to Lowndes County. Over time, the trains would bring new economic & tourism opportunities to Wiregrass Georgia, such as Henry Bank’s Elixir of Life mineral springs at Milltown (now Lakeland), GA

Satilla locomotive, Atlantic & Gulf Railroad, iron horse

Satilla locomotive, Atlantic & Gulf Railroad, iron horse

The track of the A & G “Main Trunk” Railroad had one month earlier reached Station No. 14, Naylor, GA, sixteen miles east of Valdosta.

The Valdosta (Lowndes Co.) Watchman, on last Tuesday [June 26, 1860], says:
“The ware-house at Naylor Station (No. 14) has been completed, and freight is now regularly received and forwarded. The grading on Section 29 is finished to the eastern boundary of Valdosta, the cross ties are being distributed along the line, and nothing save some unforeseen providential contingency can postpone the arrival of the train at No. 15 longer than 20th July ensuing. The whistle of the Steam Horse has been heard repeatedly in our village the past week.”

The railroad had been built largely by the labor of enslaved African-Americans. The construction had commenced in 1859 at Tebeauville, GA.

For the opening of the tracks to Valdosta, the town invited the A & G railroad executives and prominent citizens of Savannah to a grand celebration of the event. Three thousand people were at Valdosta for the Jubilee held July 31, 1860.

Macon Weekly Georgia Telegraph
August 10, 1860

Railroad Jubilee at Valdosta

The Valdosta Watchman says, the opening of the Atlantic & Gulf Railroad to that place was celebrated with a public dinner. A train of seven passenger cars brought numerous guests from Savannah and intermediate places on the road, who arrived at Valdosta at one o’clock, and were welcomed with the heavy booming of a nine pounder.
On the same day the friends of Breckinridge and Lane held a meeting, ratified the nominations, appointed five delegates to Milledgeville and were addressed by Col. Henry R. Jackson and Julian Hartridge, Esq.

Among the prominent attendees:

  • Reuben Thomas “Thompy” Roberds, Mayor of Valdosta; attorney; owner of 10 enslaved people
  • John Screven, President of both the “Main Trunk” Atlantic & Gulf Railroad and the Savannah, Albany & Gulf Railroad; Mayor of Savannah; State Representative from Chatham County; a rice planter on the Savannah River; owner of Proctor Plantation, Beaufort, SC; owner of 91 enslaved people.
  • Gaspar J. Fulton, Superintendent of the “Main Trunk” Atlantic & Gulf Railroad and of the Savannah, Albany & Gulf Railroad; owner of 11 enslaved people.
  • Julian Hartridge, State Representative; owner of four enslaved people
  • Robert Grant, Savannah attorney
  • Henry Rootes Jackson, prominent attorney and prosecutor of Savannah; former U.S. Minister Resident to the Austrian Empire; owner of 11 enslaved people.  In the Civil War while serving as a major general in the Confederate States Army, Henry R. Jackson’s command included the 29th Georgia Regiment and the Berrien Minute Men.
  • Col. E. R. Young, of Brooks County, GA
  • Col. Thomas Marsh Forman, former state senator, wealthy planter of Savannah, owner of Broughton Island, political rival of Julian Hartridge, son-in-law of Governor Troupe, owner of 171 enslaved people in Chatham, Laurens and Glynn County, GA.
  • Young J. Anderson, of Savannah, former Solicitor General of the Eastern Circuit, attorney and owner of 6 enslaved people. One enslaved woman was the remarkable Rachel Brownfield, who through her own efforts earned enough to buy her own freedom, but Anderson reneged on the deal.
  • Joseph John “JJ” Goldwire, accountant, resident of Valdosta
  • Dr. Augustus Richard Taylor, resident of Valdosta
  • Benjamin F. Moseley, alumnus of the University of Georgia, resident of Georgia Militia District 662 (Clyattville District); his brother, Augustus Moseley, owned 33 enslaved
  • William Zeigler, wealthy planter of Valdosta and owner of 46 enslaved people.
  • Sumner W. Baker, Troupville, GA attorney residing at Tranquil Hall hotel
  • Rufus Wiley Phillips,  Troupville, GA attorney; owner of three enslaved people; later mayor of Valdosta and a judge of Suwannee County, FL
  • Lenorean DeLyon, editor of the Valdosta Watchman newspaper; his brother, Isaac DeLyon, was the first station agent for the Atlantic & Gulf Railroad at Valdosta. A niece, Lenora DeLyon, was a passenger on the first train to reach the town.
Satilla locomotive, Atlantic & Gulf Railroad

Satilla locomotive, Atlantic & Gulf Railroad

Savannah Daily Morning News
Thursday Morning, August 2, 1860

Railroad Celebration at Valdosta.
In response to the invitation of the citizens of Lowndes county to the officers and Directors of the Savannah, Albany & Gulf Railroad and the citizens of Savannah, to join with the people of Lowndes and the adjoining counties in celebrating the completion of the Main Trunk to that point, in company with a number of gentlemen we left the city in a special train for Valdosta, at 5 o’clock on Tuesday morning [July 31, 1860]. Not withstanding the extreme heat of the weather, and the dustiness of the track, the trip, over a good road, through a county so recently almost a wilderness, but which is already beginning to exhibit evidences—in its increasing population, rising towns, and growing prosperity and enterprise, of the great benefits which must result to our section of the State from the completion of this great work—was both interesting and pleasant. As the train progressed, and as we neared the point of destination, our party was increased by continual accessions of people, and by the time we reached Valdosta, the cars were filled to the extent of their capacity.

Arriving at Valdosta about two o’clock, we were surprised to find a gathering of some three thousand people, of whom a large proportion were ladies and children—the town surrounded by vehicles of every description, and saddle horses tied to the trees in every direction. The company had just partaken of a most bountiful and well-prepared barbecue, which was spread out upon tables under a shed erected for the purpose. The guests from Savannah were cordially received by the committee, by whom we were invited to the tables, and introduced to many of those present.

John Screven, president of the Atlantic & Gulf Railroad

John Screven, president of the Atlantic & Gulf Railroad

After the company had retired from the tables, a meeting was organized by calling Col. E. R. Young, of Brooks county, to the Chair, and appointing Dr. Folsom, Secretary. The object of the meeting having been stated by the chairman, Capt. John Screven, President of the Savannah, Albany & Gulf and Main Trunk Railroads, responded to the general call in an eloquent and appropriate address, in which he spoke of the interesting event to celebrate which, in a becoming manner, he was happy to see so many of fellow citizens and fair countrywomen of Southwestern Georgia assembled in Valdosta. He alluded to the immense benefits which must result to the people of the interior and the cities of the seaboard from the completion of the great iron link which was to bind them together in bonds of mutual Interest and mutual friendship. Capt. Screven’s address was received with demonstrations of cordial approval.

Henry Rootes Jackson

Henry Rootes Jackson

Brief and appropriate addresses were also delivered in response to the call of the meeting by Hon. Henry R. Jackson, Julian Hartridge, Esq., Col. Thos. M. Forman and Y. J. Anderson, Esq., of Savannah, S. W. Baker,Esq., Chairman of the Committee of arrangements, also addressed the meeting. Other gentlemen were also called by the meeting, among them Robert Grant, Esq., of this city. None of them responding, the meeting was finally adjourned, and the immense crowd, most or whom had many miles to travel to their homes, began to disperse. Some objection having been made to a proposition to reorganize the meeting as a political meeting, notice was given that the friends of Breckinridge and Lane would reassemble at the Court House for the purpose of holding a ratification meeting.

A large portion of those present repaired to the Court-house, where a meeting was organized by calling William B. Zeigler, Esq., to preside., and appointing R. T. Roberds

Reuben Thomas Roberds, first mayor of Valdosta

Reuben Thomas Roberds, first mayor of Valdosta

esq., secretary.

The official proceedings of this meeting, which was a very spirited and enthusiastic demonstration of the prevailing sentiment, not only of Lowndes but of the surrounding counties and throughout that section of the State, in favor of Breckinridge and Lane and sound State Rights principles, will be found in another column or our paper.

Judge Jackson, being Invited to address the meeting, made one of his happiest and most effective efforts. After a brief history of the action of the Charleston and Baltimore Conventions, and a fair statement or the great Issue before the country, he confined himself mainly to a most searching review of the political record of John Bell, whom he clearly demonstrated had given evidence by his frevuent votes against the South, and with the North, that his ambition is stronger than his patriotism, and that he is utterly unworthy the confidence of the South in a crisis like the present.

Mr. Hartridge, followed Judge Jackson in one of the ablest and most forcible political speeches we have ever heard him deliver.

Col. Forman, In response to the call of the meeting made a brief and pertinent speech which was also well received by the meeting.

Alter the passage of the resolutions and a vote of thanks to the speakers, the meeting adjourned with three hearty cheers for Breckenridge and Lane.

The crowd at Valdosta on Tuesday comprised a full and fair representation of the people of that portion of Georgia, its brave men, its fair women, and bright youth; and was one of the largest as well as most respectable assemblages we have ever seen brought together in the interior and more sparsely populated sections of our State. As we contemplated the vast crowd, and looked upon Valdosta, just emerging from the native pine forest, then echoing the first startling neigh of the Iron horse, who, as he leaps the heretofore impassable barriers that have shut out Southwestern Georgia from the commerce of the world, we endeavored to picture to our mind the great change which a few years must bring to this long neglected and almost unconsidered portion of our noble Slate.

Valdosta, the present terminus of the Main Trunk road, is distant from Savannah 155 miles. The first trees upon its site were felled In February last, and though only a little more than six months old, its present population numbers about five hundred souls. It is handsomely laid out, and though the native trees still obstruct its streets, it has three or four dry goods stores, two grocery stores, two hotels, two steam mills, a court-house, several neat private residences, and last, not least, a printing office and a newspaper.

The Valdosta Hotel, at which we stopped, is well kept by very kind and obliging people, who made up by their willing efforts for whatever they lacked of ability to provide accommodation for a crowd that would have given even our Pulaski House something extra to do. In the emergency of the case we are greatly Indebted to Mr. J. G. Fulton, the worthy Superintendent of the Road, who kindly provided us and many others with excellent sleeping quarters for the night on the cars.

The perfect safety with which the entire trip was made over the road, on a considerable portion of which the rails have been but recently laid, bears testimony alike to the excellence of the road itself and to the carefulness and attention of its employees.

————————♦————————

Breckinridge and Lane Meeting at Valdosta.

There was a barbecue given at the above place on Tuesday, 31st July, to celebrate the arrival or the cars at Valdosta, the friends of Breckinridge and Lane availed themselves of this opportunity to hold a ratification meeting, and assembled, after the close of the exercises pertaining to the railroad celebration, in the Court house at Valdosta, In the afternoon of the same day for that purpose.

On motion of Mr. J. J. Goldwire, Mr. William Zeigler was called to the Chair, and R. T. Roberds requested to set as Secretary.

Mr. Goldwire then introduced the resolutions, which were unanimously adopted:

1st, Resolved, That we, the Democracy of Lowndes county, do hereby ratify the nominations of John C. Breckinridge and Joseph Lane, for the Presidency and Vice Presidency of the United Slates, and we pledge to them our hearty and undivided support, believing, as we do, that it is high time for the people of the South to be united and vigilant In the recognition and enforcement of their constitutional rights.

2d. Resolved, That the Chairman of this meeting do now appoint five delegates to represent the county of Lowndes in the Democratic Convention to assemble at Mllledgevllle on the 8th of August next, to nominate an electoral ticket to cast the vote of Georgia in the Presidential election.

Rufus Wiley Phillips, Valdosta attorney

Rufus Wiley Phillips, Valdosta attorney

3d. Resolved, That should it be inconvenient for any one of said delegates to attend said convention, that those who do go be instructed to cast their votes for them, having the same power of the original delegates.

The following gentlemen were appointed by the Chair, to wit: Benjamin F. Mosely, R. W. Phillips, J. J. Goldwire, Dr. A. R Taylor, and Col. Leonorean DeLyon.

Col. H R. Jackson being present, was called on to address the meeting, which he did in his usually eloquent and forcible manner, entertaining his audience with satisfaction for a consider able time, notwithstanding they were fatigued with the other exercises of the day, and so situated as to have to stand to listen at his speech.

Dr. Augustus Richard Taylor, Valdosta physician.

Dr. Augustus Richard Taylor, Valdosta physician.

At the suggestion of Col. Williamson, the privilege was extended to any one who wished to take part in the discussion In behalf of Bell or Douglas. No one responding.

Mr. Julian Hartridge was loudly called for, and addressed the meeting in an able and eloquent manner, clearly defining hit position, and giving a satisfactory account of his conduct as a delegate from Georgia in the recent Democratic Presidential Conventions.

Col. Thomas M. Forman was also called for, and addressed the audience in a few pertinent and entertaining remarks. Col. DeLyon moved that the thanks of the meeting be tendered to the speakers, which was. It was then moved that the proceedings of this meeting be published in the Valdosta Watchman, Savannah Morning News and the Georgia Forester.

The meeting then adjourned, with three cheers for Breckinridge and Lane, Jackson, Hartridge and Forman.

Wm. Zeigler, Chairman.
R. T. Roberds, Secretary.

————————♦————————

By 1862, the regularly scheduled trains of the merged Atlantic & Gulf Railroad and the Savannah, Albany & Gulf railroad passed through Valdosta, GA daily.

 

Related Posts:

Tebeauville, Old No. Nine

See Also:

Tebeauville, Old No. Nine

Prior to the Civil War General Levi J. Knight, of present-day Ray City, GA, invested in the development of railroads across Wiregrass Georgia.  Two of Knight’s investments were in the Brunswick & Florida Railroad, and the Atlantic & Gulf Railroad, the junction of which was at Tebeauville, GA.   When the Civil War commenced, Knight’s railroads were still being constructed, largely with the labor of enslaved African-Americans. During early part of the war, Knight’s company of Berrien Minute Men was transported on these railroads to their posts at the coastal defenses of Georgia.

Depot at Tebeauville

Depot at station No. Nine, Tebeauville, GA (now Waycross, GA) was the junction point of the Brunswick & Florida Railroad with the Savannah, Albany & Gulf Railroad and the Atlantic & Gulf Railroad.

Although the Brunswick & Florida Railroad had been chartered in 1837, construction did not commence until 1856.  The track was started at Brunswick, GA but by 1857, only 36 miles of rail had been completed.  If completed, the B&F could move men and materials from ports on the Gulf of Mexico to the Brunswick port on the Atlantic in 24 hours “in case of war between this country and a foreign nation.”  And there were plans that the B&F would make connections to bring passenger and freight traffic to Brunswick from as far west as Vicksburg, MS.

The short line Brunswick & Florida Railroad would run from Brunswick to the Savannah, Albany & Gulf Railroad station number nine, which was also to be a junction with the Atlantic & Gulf Railroad.  The Atlantic & Gulf was intended to serve the two coastal railroads as a “Main Trunk” stretching across South Georgia.  At Bainbridge, GA it was planned to serve the steamboat docks on the Flint River creating a passenger and freight connection to the Gulf of Mexico.

The junction point of the B&F, A&G and the S, A & G, was ninth station to be constructed on the line from Savannah and was situated just south of the Satilla River. The eponymous community which sprang up there was No. Nine.  Blackshear, GA. was No. Eight and Glenmore, GA was No. 10.

Philip Coleman Pendleton, agent for the Lowndes County Immigration Society

Philip Coleman Pendleton, agent for the Lowndes County Immigration Society

In 1857, Philip Coleman Pendleton had settled his family at No. Nine before the tracks of the S, A & G or the B & F even reached the station. At Tebeauville, Pendleton engaged in farming and timber. He also served as postmaster and stated the first Sunday school in Ware County.   (Pendleton had come from Sandersville, GA where he was co-owner of the Central Georgian newspaper, with O. C. Pope, Sr.)

At that time [1857] a Savannah company headed by James Screven, father of the late John Screven, was building a railroad from Savannah to Thomasville. The western terminus [of the Savannah, Albany and Gulf Railroad] was then at a point some twelve or fifteen miles east of Blackshear…The laying of the iron reached Mr. Pendleton’s place about a year later…  The old stage road between Thomasville and Brunswick passed here, with a fork running to Burnt Fort, on the Satilla River. There was a post-office at this place called “Yankee Town.” It was so designated because northern people operated the stage coaches and they owned at this place a relay stable; but it passed away with the coming of the railroad, and Screven named the station ‘Pendleton’. The man thus honored took the first train to Savannah and caused the name to be changed to Tebeauville, after his father-in-law, Captain F. E. Tebeau, a member of one of the old Savannah families. Perhaps a year or so later a civil engineer came along surveying the route for the [Brunswick & Florida Railroad]. When he arrived at Tebeauville he made a side proposition to Mr. Pendleton to run the prospective city off in lots and to give him each alternate lot. Mr. Pendleton did not think that the man was authorized thus to approach him, and suggested that he tell the president of the road to see him in regard to the matter. Miffed at this rebuke, the engineer went back three or four miles pulling up the stakes as he went, and made a curve to miss Mr. Pendleton’s land. If one will stand at the crossing near Tebeau Creek, in the heart of Waycross, and look towards Brunswick, he can see the curve in the road [railroad tracks], caused by this effort of the engineer to make something on the side. – Georgia’s Men of Mark

The tracks of the Savannah, Albany and Gulf reached station No. Nine on July 4, 1859.

By 1859, 60 miles of B & F track had been laid stretching from Brunswick north around the headwaters of East River then westward toward Tebeauville. The B&F junction at station No. Nine completed a rail connection between Brunswick and Savannah and connected Brunswick with the “Main Trunk” Atlantic and Gulf Railroad.

 

Civil War era map of the Brunswick & Florida Railroad, running from Yankee Town (now Waycross), GA to Brunswick, GA - Atlas to Accompany the Official Records of the Union and Confederate Armies.

Civil War era map of the Brunswick & Florida Railroad, running from Yankee Town, the post office at Tebeauville (now Waycross), GA, to Brunswick, GA – Atlas to Accompany the Official Records of the Union and Confederate Armies.

Construction of the A & G was progressing westward from Tebeauville toward Lowndes County, GA.  The steel rails were imported from Le Havre, France.  There were 1200 enslaved African Americans at work building the Atlantic & Gulf, making the railroad perhaps the largest single “owner” of enslaved people in Georgia. In 1859, 75 percent of railroads in the south were built with the labor of enslaved people and one-third of all southern lines worked 100 or enslaved laborers.

African Americans maintaining a southern railroad. In 1859, 1200 African American slaves labored to build the Atlantic & Gulf Railroad across Wiregrass Georgia, laying a little over a mile of track every week. The first train reached Valdosta, GA on July 30, 1860. Image: https://www.loc.gov/pictures/resource/cwpb.02135/

African Americans maintaining a southern railroad.
In 1859, 1200 enslaved African Americans labored to build the Atlantic & Gulf Railroad across Wiregrass Georgia, laying a little over a mile of track every week. The jubilee train reached Valdosta, GA on July 31,1860. Image: https://www.loc.gov/pictures/resource/cwpb.02135/

The southern railroads were dependent on enslaved black laborers for construction and maintenance, and sometimes operations. The enslaved workers were either the “property” of the railroads or leased from “slave owners”. “Sometimes owners were actually reluctant to hire out their enslaved laborers because of the extreme danger associated with rail construction and train operations; if they did so, they often would take out insurance on their [human] property from working on the riskiest tasks. Of course, those contractual provisions were not always obeyed, leading contractors and slave owners to the courtroom.” – From Here to Equality.

About 20 miles west of Tebeauville, railroad superintendent Gaspar J. Fulton made a side investment in real estate. Fulton purchased land along the tracks from John Smith, of Clinch County. However, no station was established there until the 1880s (now Argyle, GA).

By February 1860, the A & G track had crossed the Alapaha River near Carter’s Bridge about nine miles south of Milltown (now Lakeland, GA).  By March 12, hundreds of bales of cotton were being shipped to Savannah from Station No. 13 at Stockton, GA, which was described as “‘quite a brisk little place, with its hotel and livery stable’ to say nothing of its numerous refreshment saloons.” There were 50 bales of cotton shipped from “Alapaha” on March 10. By about the end of the month at Station No. 13, there were “about 120 bales of cotton for shipment, and the warehouses crowded with western freight.”  The May 1, 1860 annual report of the A & G [inclusive of the S, A&G] stated that in previous 12 months [during which track was extended from Tebeauville, GA to Naylor, GA] there were 4.8 million feet of lumber and timber shipped over the railroad.

The residents at Troupville, GA, then county seat of Lowndes, were hopeful that the town would be the site where the Atlantic and Gulf Railroad spanned the Withlacoochee River.  By July 1860, the Atlantic and Gulf track extended 62 miles to near the Withlacoochee but the route passed four miles southeast of Troupeville and crossed the river eight miles downstream, sorely disappointing the town’s residents.  The many of the town residents packed up and moved to the tracks, some even moving their houses, and founded the city of Valdosta, GA.

The Satilla was the first locomotive to arrive at Valdosta, July 4, 1860. The engines of the Atlantic & Gulf Railroad (Savannah, Albany & Gulf) were named for the rivers of South Georgia. The Satilla is on exhibit at the Henry Ford Museum, Dearborn, MI.

The Satilla was the first locomotive to arrive at Valdosta, July 30, 1860. The engines of the Atlantic & Gulf Railroad (Savannah, Albany & Gulf) were named for the rivers of South Georgia. The Satilla is on exhibit at the Henry Ford Museum, Dearborn, MI.

John Screven, president of the A & R reported that the tracks reached Valdosta on July 25, 1860.

The Augusta Daily Constitutionalist reported the completion of the Atlantic & Gulf railroad to Valdosta, GA

The Augusta Daily Constitutionalist reported the completion of the Atlantic & Gulf railroad to Valdosta, GA

When the Civil War broke out, the completion of the Brunswick & Florida, the Savannah, Albany and Gulf, and the Atlantic & Gulf railroads became strategically important, although the threatening “foreign nation” was the United States.  Troops from all over Wiregrass Georgia were mobilized on the railroads. P. C. Pendleton “was engaged in planting and looking after his splendid timbered lands when the war came on… “Tebeauville, though not a town of much size, at the outbreak of the war in 1861, nevertheless furnished several recruits to Colquitt’s Brigade” … [Pendleton] raised a company of volunteers in Ware county and upon its organization became a major of the 50th Georgia Regiment.  – J. L. Walker, State Historian, DAR

During the war, the Sunday School at Tebeauville was superintended by Mrs. B. F. Williams, wife a Confederate army surgeon. Mrs. Williams lived a few miles from Tebeauville at Sunnyside, near the Satilla River. She also helped to organize a non-denominational church “composed of ‘Hard-Shells,’ Methodists, Baptists, and Presbyterians, that existed and flourished for years in perfect harmony. – J. L. Walker, State Historian, DAR

In 1861 the Berrien Minute Men, the Confederate infantry company raised by General Knight, traveled on the Brunswick & Florida from Station No. 9, (Tebeauville) to Brunswick.  Per orders, Captain L. J. Knight took his company of Berrien Minute Men to the Georgia coast where they and other volunteer companies from South Georgia counties were garrisoned at Camp Semmes for the defense of the port at Brunswick, GA (Berrien Minute Men at Brunswick ~ July, 1861).  The Confederate States government compensated the railroads for providing transportation.

Robert E. Lee visited Tebeauville, GA in 1861

Robert E. Lee visited Tebeauville, GA in 1861

Robert E. Lee stopped for a few hours in Tebeauville in 1861 while making a general survey of the Confederate coastal defenses. In a letter to his wife, transcribed in Recollections and Letters of General Robert E. Lee, he referenced the Battle of Port Royal, in which the 29th GA regiment was engaged, and mentioned plans to visit Brunswick:

“Savannah, November 18, 1861.

“My Dear Mary: This is the first moment I have had to write to you, and now am waiting the call to breakfast, on my way to Brunswick, Fernandina, etc. This is my second visit to Savannah. Night before last, I returned to Coosawhatchie, South Carolina, from Charleston, where I have placed my headquarters, and last night came here, arriving after midnight. I received in Charleston your letter from Shirley. It was a grievous disappointment to me not to have seen you, but better times will come, I hope…. You probably have seen the operations of the enemy’s fleet. Since their first attack they have been quiescent apparently, confining themselves to Hilton Head, where they are apparently fortifying.

“I have no time for more. Love to all.

“Yours very affectionately and truly,

“R. E. Lee.”

In his 1914 Georgia’s Men of Mark, historian Lucian Lamar Knight included:

It is one of the local traditions, to which the old residents point with great pride, that when in command of the coast defense, at the outbreak of the war, General Robert E. Lee stopped for a short while in Tebeauville. Many of the people who lived here then remember to have seen this Man of the Hour who still lives in the hearts of the people today. Among the the citizens who resided here then were the Tebeaus, the Reppards, the Remsharts, the Parkers, the Grovensteins, the Millers, the Behlottes, the Sweats, the Smiths and the Cottinghams.  To this day many old timers refer to the section of [Waycross] where the Tebeauville station was located as “Old Nine”. 

At the time of General Lee’s survey, the campfires of the Berrien Minute Men were made at garrisons defending Darien, GA, the next port north of Brunswick. “As a result of [General Lee’s] coastal survey, upon his return to Savannah 3 days later, he notified the War Department in Richmond of the confirmation of his previous opinion that the ‘entrance to Cumberland Sound and Brunswick and the water approaches to Savannah [including Fort Pulaski] and Charleston are the only points which it is proposed to defend.'”  National Park Service 

The defenses of Georgia’s sea islands were abandoned, their guns and men redeployed to defend the three southern ports. The Berrien Minute Men were moved to garrisons around the port of Savannah.

Ultimately, Levi J. Knight’s investment in the B&F railroad became another casualty of the Civil War.  “The Brunswick and Florida Railroad was in operation up to the fall of 1863, when the Confederate Government seized it under the Impressment Act, tore up the rails, and distributed the property of the Company among other railroads, which were considered as leading military lines. The line of the B&F had become a liability as U.S forces had occupied Brunswick in early 1862.

P. C. Pendleton moved his family to Valdosta, GA in 1862 where after the war he established the South Georgia Times newspaper. His former business partner, O. C. Pope moved to Milltown in 1866 where he taught in the Milltown Academy.

In late 1867 Major Philip Coleman Pendleton again passed through Tebeauville as a passenger on the Atlantic & Gulf Railroad from Valdosta to Savannah, where he was sailing for Scotland.  He was on a mission for the Lowndes Immigration Society to recruit Scottish immigrants to settle at Valdosta, GA, and work the cotton, as Wiregrass planters had an aversion to hiring and paying formerly enslaved laborers to do the work.

The town of Tebeauville was incorporated in 1866. “In 1869, the State of Georgia provided about $6 million in bonds to rebuild [the tracks from Tebeauville to Brunswick]. The railroad was then reorganized as the Brunswick and Albany Railroad.”  Tebeauville was designated county seat of Ware County in 1873. It was incorporated as “Way Cross” on March 3, 1874. Waycross gets its name from the city’s location at key railroad junctions; lines from six directions meet at the city.

Tebeauville Historic Marker, Waycross, GA

Tebeauville Historic Marker in Bertha Street Park, Waycross, GA,  “On this site stood the old town of Tebeauville. Erected by the Lyman Hall Chapter, Daughters of the American Revolution, Waycross, GA.

The B&A went bankrupt in 1872 after a bond was nullified by the Georgia General Assembly. It was reorganized in 1882 and was then named the Brunswick and Western Railroad.

The name Tebeauville remained in use for the station at Waycross at least as late as 1889, as evidenced in railroad schedules and newspaper references.

(See source citations below)

Related Posts:

Sources:

Georgia.1836. Acts of the General Assembly of the state of Georgia passed in Milledgeville at an annual session in November and December 1835. An act to incorporate the Brunswick and Florida Railroad.pg 187.

United States. (1851). The statutes at large and treaties of the United States of America from. Boston: C.C. Little and J. Brown. pg 146

Dozier, Howard Douglas. 1920. A history of the Atlantic Coast Line Railroad. Houghton Mifflin. pg 79.

Phillips, Ulrich Bonnell. 1908. A history of transportation in the eastern cotton belt to 1860. pg 358.

Georgia Telegraph. Dec 20, 1853. From Milledgeville. Macon, GA. Pg 2

Georgia Telegraph. June 13, 1854. Minutes of the stockholders of the Brunswick and Florida Railroad. Macon, GA. Pg 3

Southern Recorder, May 15, 1855. Brunswick and Florida Railroad. Pg 2

Georgia Telegraph. Apr 8, 1856. Minutes of the Board of Commissioners of the Atlantic & Gulf Railroad Company, First Meeting, Wednesday, Feb 27, 1856. Macon, GA. Pg 3

United States. 1857. Appendix to the Congressional Globe containing speeches, important state papers, laws, etc., of the third session, Thirty-fourth Congress. Naval Depot at Brunswick, Georgia: Speech of Hon. A. Iverson of Georgia in the Senate, January 20, 1957. pg. 270-275.

Poor, H. V. (1869). Poor’s manual of railroads. New York: H.V. & H.W. Poor; [etc., etc. Pg. 337.

Loyless, T. W. (1902). Georgia’s public men 1902-1904. Atlanta, Ga: Byrd Print. Pp 166.
Miller, S.F. 1858. The bench and bar of Georgia: memoirs and sketches, with an appendix, containing a court roll from 1790 to 1857, etc. (1858). J. B. Lippincott & Co. Philadelphia. Pg 170

Milledgeville Federal Union, Nov. 18, 1856. Commercial Convention at Savannah. page 3. Milledgeville, GA.

United States of America, Bureau of the Census. Eighth Census of the United States, 1860. Washington, D.C.: National Archives and Records Administration, 1860. M653, 1,438 rolls. Census Place: Berrien, Georgia; Roll: M653_111; Page: 362; Image: 363.

Mitchell, S. Augustus. 1855. Mitchell’s new traveller’s guide through the United States and Canada. pg 87

Swayze, J. C., & H.P. Hill & Co. (1862). Hill & Swayze’s Confederate States rail-road & steam-boat guide: Containing the time-tables, fares, connections and distances on all the rail-roads of the Confederate States, also, the connecting lines of rail-roads, steamboats and stages, and will be accompanied by a complete guide to the principal hotels, with a large variety of valuable information. Griffin, Ga: Hill & Swayze.

Railga.com. Brunswick & Florida Railroad. https://railga.com/brunfl.html

Walker, J. L. (1911, Nov 11). Tabeauville. Waycross Evening Herald.

 

Lowndes Immigration Society, 1867

Richard Augustus Peeples (1829-1891)

Lowndes Immigration Society, 1867

Richard A. Peeples, a former Clerk of the Berrien County Courts, was among the prominent supporters of the Lowndes County Immigration Society, which formed to seek labor alternatives to employing recently emancipated African American laborers. Others in the Society included:

  • Charles Henry Millhouse Howell, a planter with 2,200 acres in the 663 Militia District, the Valdosta District, on lots 36, 37, 57, 58, and 264 in the 11th Land District of Lowndes County, former owner of 17 enslaved people, in 1870 was employing and 13 freedmen and 5 other hands.
  • Henry Burroughs “H.B.” Holliday, father of Doc Holliday, originally settled in 1864 in the vicinity of present day Bemiss, GA and later moved to Valdosta, served as a civilian representative for Freedmen’s Bureau of Lowndes County, in 1870 owned 980 acres in the 663 Georgia Militia District (GMD) on lots 146 and 176 in the 11th Land District of Lowndes County, employed one hand and no freedmen, elected Mayor of Valdosta in 1872 and again in 1876.
  • Daniel J. Jones aka Daniel Inman Jones, during the war received discharge from the Confederate states army by sending a substitute to fight in his place, in 1870 a planter with 3,600 acres of land in the 662 GMD on lots 126, 127, 128, 155, 157, 168, and 180 in the 16th Land District of Lowndes County, GA, employed 31 freedmen and 15 additional hands
  • James Thompson Beville, former captain of the Valdosta Guards, 50th Georgia Regiment, in 1870 owned 2,045 acres in the 662 GMD on lots 62, 63, 64, 75, and 76 of the 16th Land District of Lowndes County, employed 9 freedmen and 11 other hands, later moved to California and lived to the age of 92.
  • David Peter Gibson, appeared on the 1864 Georgia Census of men who had not enlisted in Confederate service, in 1870 owned 1000 acres in the 662 GMD on lots 17 and 18 in the 16th land district and lot 161 in the 11th land district of Lowndes County, GA, employed one freedman and 4 other hands, moved about 1880 to San Sebastian, FL where he organized the first attempt to dig a cut to form Sebastian Inlet
  • James A. Dasher, Valdosta businessman who sold the Trustees of the School for Colored Children a 1/2-acre lot south of the railroad tracks as the site for a new school, farmed 500 acres in the 663 Militia District on lots 77 and 78 in the 11th Land District of Lowndes County, in 1870 was employing 2 hands.
  • John Richard Stapler, owner of the 1,960-acre Alcyone Plantation, Hamilton County, FL, in 1860 owned 69 enslaved people and 14 “slave houses”, one of the commissioners who chose the site of Valdosta, later acclaimed as the breeder of pineywoods cattle known as the Stapler Guinea Cow.
  • Archibald Averett, farmed 880 acres in the 662 Georgia Militia District on lots 119 and 159 in the 16th land district of Lowndes County, formerly owned 25 enslaved people, in 1870 was employing 7 freedmen and 9 other hands.
  • Philip Coleman Pendleton, editor of the South Georgia Watchman, owned 400 acres in the 663 GMD on Lot 106 in the 11th Land District of Lowndes County, employed no hands.  Pendleton had originated from Sandersville, GA where he was co-owner of the Central Georgian newspaper, with O. C. Pope, Sr. In 1857 he moved to Station No. 9 on the Atlantic & Gulf Railroad, which he named Tebeauville.  During the Civil War, Pendleton had served with the 50th Georgia Regiment. He afterward located in Valdosta, GA and in 1867 established the South Georgia Times newspaper there.
  • Colonel Sumner W. Baker, a lawyer whose office was on Patterson Street, Valdosta, GA
  • Colonel William R. Manning, a large landowner and slaveholder in Coffee County prior to the Civil War, commanded the 50th Georgia Volunteer Infantry Regiment in the Confederate States Army, in 1870 owned 1,540 acres in the 663 Georgia Militia District on lots 153, 154, 169, and 170 in the 11th Land District of Lowndes County, employed 3 freedmen and 3 other hands.
  • Archibald McLeod
  • William Zeigler, wealthy planter of Valdosta and former owner of 46 enslaved people

Following the end of the Civil War and abolition of slavery, Southern planters looked for ways of maintaining the economy of their slave-based cotton plantations. In lieu of slavery, cotton growers desired a system to bind Freedmen to plantations and farms and to compel them to work under conditions deemed intolerable to white men. With contract terms to ensure profitability for the landowners, the risk was left to the Freedmen that their back-breaking labor would even pay enough to feed their families.

A long article in the Milledgeville Southern Recorder, April 10, 1866, edition laid out the philosophy of the southern white planters, asserting that it had only been through their ingenuity that the labor of African Americans had ever been made profitable.  The position of white planters was that slavery had been unprofitable in the early years of the United States; “From 1790 to 1800 the people of the southern states were seriously discussing the abolition of slavery on account of the unprofitableness of that description of labor.”

In this southern post-war narrative, white men had devised the extensive cultivation of cotton, and thus enabled enslaved blacks to work profitably, a condition they could not achieve on their own account since “negroes lacked sufficient judgement or intelligence to cultivate cotton successfully, without continual supervision.” In the white southern view, slave-based cotton production had propelled the economic growth of the country, yet the North had caused Secession and the Civil War by unfairly imposing tariffs on the cotton production of the southern states. “Convinced that the high tarriffites of the North would never be satisfied till they had reduced the Southern States to the condition of tributary provinces, paying into their coffers the whole profits of their labor, they seceded, a war ensued, which has ended in their conquest and the abolition of slavery.”

Southern planters held that African Americans and former enslaved peoples were unfit for anything but agricultural work, but readily admitted profitable cotton production required highly skilled labor: “Picking requires educated labor as much as spinning and weaving the fabric, and the training must commence in childhood. So well established was this fact, that a South Carolina or Georgia [enslaved] negro would always command a higher price than one from Tennessee.” 

The Milledgeville Southern Recorder article calculated a highly skilled freedman could pick two to three times as much cotton as any white laborer. Furthermore, the article asserted white men were unsuited for cotton cultivation, which was year-round, back-breaking work under intolerable conditions.

“It requires the constant labor of all the hands from daylight till dark, when the picking season commences to secure the crop. In a half hour after the hands enter the field they are as thoroughly wet from head to foot by the dew as if they had been plunged in a river. In two or three hours the scorching rays of an August sun are poured upon their bent backs with an intensity of heat of which no Northerner has any conception yet the vast fields are white before them and they must toil on if they would secure the fruits of their previous labors. The malarious exhalations of the early morning, the saturation of the clothes with dew, and the subsequent exposure to the direct rays of the noon tide sun would prostrate any white man on a bed of sickness, of serious, probably fatal sickness in a week.”

“On the best cotton lands from which the millions of bales were draw [by forced labor of enslaved people]…the malaria is so dead[ly] that no [white] man can live there constantly.”

“After a killing frost, (say from the middle of November till Christmas,)…The pods become hard, presenting curved spines at the open end, which scratch the hands; besides it is cold work in the early morning.”

It was said that in some of the largest cotton producing counties in Mississippi and Louisiana, the only white residents were the overseers who suffered as high as 60 percent to 75 percent mortality rate, even though “they perform no labor and avoid exposure to the morning dews and the heat of the noon-tide sun.”

Can the labor of the freedmen be secured thus continuously and certainly, as the conduct of a cotton plantation profitably absolutely requires; Every man who understands negro character, especially every practical planter, will unhesitatingly answer no. Until some method can be devised to compel freedmen to enter into contracts of labor for terms of years, and to fulfil their contracts faithfully, till they become in some form or other fixtures to the soil, more or less permanent, their profitable employment on cotton plantations is impossible.

With the circumstances imposed by Reconstruction and failed attempts of white planters to regulate black laborers with the threat of “involuntary servitude,” Lowndes County planters set upon a plan to recruit immigrant laborers from Europe.  Among the prominent residents of this section who supported the Lowndes County Immigration Society was Richard Augustus Peeples, Clerk of the Berrien Courts.

Savannah Daily News and Herald
September 16, 1867

Labor Supply and Immigration

        The subjoined proceedings of a meeting of a large number of the most intelligent and respectable citizens of Lowndes county, in this State, will be read with interest. [Note: Freedmen were not citizens until the passage of the 14th Amendment, which was ratified in Georgia July 21, 1868] We have long been persuaded that some plan ought to be adopted to secure the amount of efficient and reliable laborers which our necessities demand, in order that we may successfully cultivate our lands, increase their yield and fertility, and regain the means and the wealth necessary to repair the losses our State has sustained, and reach, it is to be hoped, a higher state of prosperity than we have ever yet realized. The change in our labor system was sudden and violent, and it is not to be supposed that the freed laborer will settle down at once and become a systematic and reliable farm worker. Thus far a very large number, if not a majority of the negroes seems to be rather depredating and nomadic – uncertain and unsettled – indeed, has not made up his mind yet as to the necessity and utility of a permanent home and continuous application to labor. This should, and will, probably, change in course of time, when his interest come to be more clearly understood.
        Now, in spite of all malicious slanders to the contrary, the Southern people are disposed to deal kindly with the freedmen, and give them a fair chance to earn their living if they can be depended upon for constant and regular labor, so that the planters’ calculation in pitching his crop shall be in no danger of failing, as been frequently the case in all parts of the South for the want of the requisite work and proper attention. And here is the real difficulty of the present position of the labor supply question.
       We have urged this matter repeatedly upon the attention of the people of Georgia. There is a unquestionably great need for an increased supply of laborers and industrious cultivators and tenants of our lands. Some plan of encouraging immigration from Europe or the Northern States of steady laborers and agriculturalists ought to be put in operation, and it is important that it should be entered upon at once. If we had agricultural societies formed in the different counties of the State, perhaps those bodies might be the appropriate channels through which information might be diffused throughout the different countries of the Old World. Productive lands, situated in all parts of the State, can be purchased at very reasonable rates; but the difficulty is, there is no systematic method for making this fact known to foreigners who are anxious to buy, or for assisting emigrants in making selections. The desired object may be accomplished by one of three methods: 1st by appointing a commission to go abroad and induce immigrants to come to the State; 2d, by incorporating a company to promote the objects on the plan of land subscriptions or donations; 3d, by establishing a bureau, under the direction of the Governor, to take control over the matter.
           Our friends in the county named have adopted the first.
           Major Pendleton, a gentleman remarkable for his intelligence and tenacity of purpose in obedience to the requirement of the Valdosta Immigration Society, expect to leave for Europe about the 25th inst. Letters addressed to him at Valdosta up to the 20th, to Savannah up to the 25th, to New York up to the 30th, (in care of Wm. Bryce & Co.) will receive prompt attention.
          The true condition of the labor question in the South-the value of negro labor-the reliance to be placed upon them as laborers-may be fairly inferred from the action of the planters of Lowndes, among whom are many of the most sensible, practical and far-seeing in south Georgia.
         We invite attention to the movement. It is a significant one, in which the laborer now employed is perhaps most interested.
         Whether he will see the necessity laid upon him, or heed the admonition of passing events, remains to be seen.

Meeting of the Valdosta Immigration Society.
{From the Valdosta Times}

Valdosta, Sept. 12, 1867
          At a meeting of the citizens of Lowndes and Echols counties, held at this place today, the meeting was organized by calling Col W. H. Manning to the Chair and H. B. Holliday as Secretary. A committee of eleven was appointed to suggest business for the meeting, consisting of the following persons: Capt. J. R. Stapler, A. Averett, Wm. Roberts, J. W. Harrell, A. McLeod, D. P. Gibson, C. H. M. Howell, H.M. Coachman, J. C. Wisenbaker, W. Zeigler, Col. R. A. Peeples, and Maj. P. C. Pendleton. While the committee was out the meeting was addressed by Col. S. W. Baker.
         Our space does not admit of more than an abstract of the proceedings. The committee charged with the duty of suggesting formally, subject matter for the action of the meeting, reported in substance, that, additional labor upon our farms and other industrial pursuits was an absolute and pressing necessity, that could no longer be ignored without great detriment to the country. They report farther: That, from information in their possession, it is entirely practicable to procure emigrant labor of the kind wanted, and that they can be best obtained by sending an agent direct to Europe from among themselves to obtain them.
         That this labor can be had at a cost advance of probably less than $25 per head to be returned in the labor of the immigrant. And further that it is entirely practicable to obtain the labor required for the next crop.
          These were the views of the committee in brief, and when presented in form, received the endorsement of the meeting.
         A committee consisting of Capt. J. R. Stapler, Capt. J. T. Bevil and J. A. Dasher, Sr., was appointed to select an Agent to go to Europe for laborers. They selected Major P. O. Pendleton. The selection met the endorsement of the meeting, arranging for compensation, &c.
         He was instructed to contract with laborers for two or three years if in his opinion practicable and to allow a minster of the Gospel of the faith of the emigrant and also a brewer to accompany them if desired by them. Each subscriber was required to give a descriptive list of the number and kind of laborers wanted, and the Agent authorized to pay as high as $15 per month for labor, the laborer supporting himself.
        It was the expressed and emphatic opinion of the meeting that no planter ought to employ a freedman who has been discharged by his employer for misconduct, but that the freedman should have a recommendation from his former employer.
        On motion, a committee of ten was appointed to act as a Finance and Executive Committee. The following is the committee appointed by the Chair:

J. R. Stapler
J. W. Harrell
Jas. A Dasher, Sr.,
D. P. Gibson
J. T. Bevil
D. J. Jones
A. Averett
C. H. M. Howell
J. H. Tillman,
Executive Committee

         After which the meeting adjourned to meet on next Thursday, the 19th, at which time a further report may be expected from the Agent who has been instructed to visit Savannah to obtain information and in furtherance of the views of the meeting.
         All interested in this and adjoining counties are requested to unite with the meeting on that day.


Philip Coleman Pendleton, agent for the Lowndes County Immigration Society

Philip Coleman Pendleton, agent for the Lowndes County Immigration Society

The long journey of Major Philip Coleman Pendleton to Scotland in late 1867 to recruit Scottish immigrants to settle at Valdosta, GA, and work the cotton has been chronicled by his second great granddaughter, Catherine Pendleton in the Pendleton Genealogy Post.

Major Pendleton probably departed Valdosta via the Atlantic & Gulf Railroad traveling approximately 170 miles to the port at Savannah, GA. General Levi J. Knight, of Ray City, GA had been one of the original board members of the Atlantic & Gulf Railroad.

At 61 miles from Valdosta the Atlantic & Gulf RR passed through the Tebeauville station, now Waycross, GA. Pendleton himself had founded the community of Tebeauville, settling his family and others of the Pendleton family connection there in 1857. Originally, “The station was to be named Pendleton but Mr. Pendleton requested the station be named Tebeauville after his father-in-law, Frederic Edmund Tebeau of Savannah…Tebeauville had been the ninth station to be constructed on the Atlantic & Gulf RR… To this day many old timers refer to the section of [Waycross] where the Tebeauville station was located as “Old Nine”.  Pendleton had come from Sandersville, GA where he was co-owner of the Central Georgian newspaper, with O. C. Pope, Sr.  During the Civil War, Pendleton had served with the 50th Georgia Regiment. He afterward located in Valdosta, GA and in 1867 established the South Georgia Times there.

At 111 miles from Valdosta, the train passed Johnston Station, known to the old-timers as “Four and a Half,” and now known as Ludowici, GA. Johnston Station had been the home of Benjamin Thomas Allen in 1864; his father was likely working as section master for the railroad. By the time of Pendleton’s travels, the Allens had moved to Nashville, GA. By 1870 the family lived in Valdosta where B. T. Allen would be hired by Pendleton to work as a typesetter.

Pendleton arrived in Savannah, GA on October 18th, 1867.

Milledgeville Federal Union
October 22, 1867

Lowndes County Immigration Society.
Major P. C. Pendleton, Agent of the Lowndes Immigration Society, passed through Savannah on the 18th inst., on his way to Europe for the purpose of procuring Immigrants to this State under the auspices of that Association. The Association with which he is connected have authorized him to offer the most liberal inducements to emigrants from the old world to settle in Southern Georgia, where a rich productive soil and healthful climate invite the husbandman, and where the thrifty industrious laborer will find a generous welcome.

In Savannah, Major Pendleton stayed at the Marshall House, 123 East Broughton Street. The hotel had served as a Union hospital during the final months of the Civil War. It was a favorite of visitors from Berrien before and after the war. B.P. Jones, founder of the Ray City Bank, stayed here in January 1870. Marshall House still stands in Savannah and remains open for guests.

Marshall House, Savannah, GA, circa 1867. Philip Coleman Pendleton stayed here October 18, 1867 enroute to Scotland seeking immigrants to work Lowndes County, GA cotton plantations.

Marshall House, Savannah, GA, circa 1867. Philip Coleman Pendleton stayed here October 18-31, 1867, enroute to Scotland seeking immigrants to work Lowndes County, GA cotton plantations.

The Savannah Daily News and Herald
October 21, 1867

Major Pendleton will, we understand, visit Scotland and Ireland, and will go prepared to give all the information needed and to furnish to those desiring to come to Georgia, such aid and guarantees as will be satisfactory. We trust that he may be eminently successful, and that his mission will result in opening the way for thousands of industrious and thrifty families, who may desire to change the hard terms of the tenant system of the old country, for one more liberal and lucrative in the New World, which promises far better prospects to themselves and their posterity.

After a two-week stopover in Savannah, Major Pendleton traveled to New York aboard the SS Herman Livingston

Advertisement for the steamship Herman Livingston, departing from Savannah, GA

Advertisement for the steamship Herman Livingston, departing from Savannah, GA


SS Herman Livingston made the regular run between Savannah, GA and New York

SS Herman Livingston made the regular run between Savannah, GA and New York

The first-class sidewheel steamship Herman Livingston sailed for Baker, NY at 10:30am on November 1, 1867, with “P C Peadleton” and 19 other cabin passengers, four passengers in steerage, 1,416 bales cotton, 75 barrels of flour, 60 barrels of fruit, 2 bales deer skins, and 27 packages merchandise. On November 3, 1867, the SS Herman Livingston arrived in New York, where through passage to Liverpool was available.

It appears Major Pendleton reached Scotland by December 4, 1867, or perhaps he was able to arrange his recruiting campaign in advance of his arrival. Pendleton placed advertisements for workers interested in immigration to South Georgia in the Glasgow Herald.

December 4, 1867 advertisement in the Glasgow Herald placed by Major Philip Coleman Pendleton, agent for the Lowndes Immigration Society.

December 4, 1867 advertisement in the Glasgow Herald placed by Major Philip Coleman Pendleton, agent for the Lowndes Immigration Society.

Glasgow Herald
December 4, 1867

Important To Mechanics, Farm Labourers, Domestic Servants, &c.
Emigration to Georgia, Southern States of America

        Wanted, a number of Agricultural Labourers, also a few Blacksmiths and Cartwrights of experience, to settle in Georgia. The country, although in a transition state, is under good government, life and property being as secure as in this country. The climate is pleasant and healthy; provisions moderate in price, and certain soon to be lower. There are a number of Scotch settlers already in the district.
        The following are some of the further advantages which Emigrants may rely on:

  1. Wages nearly double those given in this country.
  2. Shorter working hours, with additional payment for extra time.
  3. A commodious dwelling house, with a piece of ground and sufficient time to cultivate it.
  4. Expenses of passage out defrayed, or assisted in same, and to be returned by instalments from their earnings until paid.

      To working men of industrious habits, and especially to those with large families, this will be found an excellent opportunity of bettering their position in life, as land is cheap, and every facility and encouragement will be given for their acquiring land out of their earnings.
      For general information, applicants will please apply immediately to James McLeish & Co., 48 St. Enoch Square, who will supply all particulars.
P. C. PENDLETON, of Georgia,
Representative of the Association in Scotland.
BANKERS.
The Union Bank of Scotland, Edinburgh.
Messrs, Baring Brothers, London.
Glasgow, Dec. 2, 1867

On December 8, 1867, Major Pendleton wrote home from Edinburgh, Scotland. His letter home from that location included the following:

Edinburgh, Scot., Dec. 8, 1867
…Not a word from home yet. I wrote from Savannah and New York how letters should be addressed to me…Whether the fault may be John Bull’s P. master or Brother Jonathan’s, or that of misdirection, I cannot say…The work given me to do seemed to me so important that I fain would try it, in the hope of future good to those who sent me and to myself and mine. I trust I may be able to get through with it and see home once more.

Arriving in London, Major Pendleton wrote home on December 21, 1867

London, Dec. 21, 1867
I have been to Scotland, made all the arrangements for emigrants, but no money yet has followed me. I am much distressed about it, but I hope I may soon be relieved, be able to do what I came to do, and be speeded back to you…I left a heavy burden in the paper, but I thought I was doing the right thing to come on this mission…The public sense of Great Britain has been very much shocked by the acts of the Fenians. Irish-Americans are looked upon with marked suspicion…I have had one of my fits of dyspepsia, though I have been constantly going, ever at work. The best medicine for me now would be for me to be placed in funds to take out the emigrants so ready to go…I have not gone about much. Take a short walk up and down the Strand for a little air and exercise.  When I first came here I visited two or three points of historical interest. But my mind has been too much occupied with what I came to do, to feel interest in such things…When I have a moment from business to think of home, I think of the trials and labor you have to undergo. How I long to be home again with you, but I must go through the work I came to do if means be sent men and I am spared. May a kind Providence shield you all and bring me safely back to you! My mind has been on such a strain, since our unhappy war began – since our defeat – since this present enterprise- that I feel quite anxious for an opportunity for rest. Don’t know if you ought to expect me before the 15th of February if the money comes – if not, sooner it may be…

He checked into the Charing Cross Hotel. On December 22, 1867, his letters from there included the following:

London, Charing Cross Hotel, Dec. 22, 1867
…In perplexity of mind about many things connected with my mission…I have not been able to write much for paper, It is a hard task, with so much to do, to think of in other matters…No money yet. Have telegraphed and am waiting reply.

London Charing Cross Railway Station and Hotel. The hotel, built in 1865 is at the geographic center of London. Major Philip C. Pendleton, of Valdosta, GA stayed here in December 1867 while on a mission for the Lowndes County Immigration Society to recruit Scottish immigrants to south Georgia, USA

London Charing Cross Railway Station and Hotel. The hotel, built in 1865 is at the geographic center of London. Major Philip C. Pendleton, of Valdosta, GA stayed here in December 1867 while on a mission for the Lowndes County Immigration Society to recruit Scottish immigrants to south Georgia, USA


Major Pendleton’s efforts at recruiting were effective. Hundreds of Scots were eager to make the Atlantic crossing for the opportunity to work in south Georgia. But the new year came and the Lowndes County Immigration Society couldn’t raise the promised money to pay for the voyage; Pendleton was forced to abandon the effort and return home alone. Pendleton sailed from Glasgow, Scotland, on the iron steamship United Kingdom.

Steamship United Kingdom

Major Pendleton arrived in New York on January 27, 1868. The following afternoon at the foot of Wall Street on the East River at Pier 16, he boarded the steamship Cleopatra bound for Savannah, along with Col. William Tappan Thompson, Associate Editor of the Savannah News and Herald, James Roddy Sneed, Editor of the Macon Georgia Weekly Telegraph, 21 other cabin passengers and 14 passengers in steerage.

The SS Cleopatra arrived in Savannah, GA on January 31, 1868.

The Macon Georgia Weekly Telegraph
February 7, 1868

The Foreign Labor Question – Among our fellow passengers by steamer from New York, a few days ago was our friend and contemporary, Major P.C. Pendleton, who has just returned from Scotland, where he had spent several months in securing field laborers for planters in Brooks and adjoining counties in Southern Georgia. He informed us that he found no difficulty in engaging the full number required as an experiment, viz. five hundred; but, unfortunately, his mission was brought to a sudden and unhappy conclusion. When everything was ready and he was about to collect together his laborers in daily expectation of a remittance to defray their expenses across the Atlantic, he received a dispatch from his principals, announcing their utter inability, from the unproductiveness of the year’s labor, to furnish any portion of the money required, and requesting his immediate return. So much for the fall in prices and the oppressive taxation of the Government.
        Major Pendleton informed us that any number of sober, energetic and skillful farmers could be procured in Scotland at reasonable rates, and that they are even anxious to come to the South and aid us in building up our exhausted country. As the Southern people are powerless, and the Government is in the humor of bounties, where could it better direct its appropriations than in filling up the country with just such a population. Our idle naval marine might be well and profitably employed to this end.

In early February Pendleton reached home again. A final account of the mission to secure European laborers was published in the Cuthbert Appeal.

The Cuthbert Appeal
February 13, 1868

Home Again
        After about three months’ absence in Great Britain, in obedience to the wishes of the Lowndes County Immigration Society, for the purpose of obtaining emigrants for this section of Georgia, we are, by the good Providence of God, “home again.” It is painful to have to say that the enterprise has been a failure. This failure was not because emigrants could not be obtained and brought cheaply, but because of the depressed condition of affairs that arose soon after our departure, owing to the low price of cotton and the increasing political troubles in reality and in prospect. The uncertainties arising therefrom, the want of means to carry to successful conclusion the well intended objects of the Association, was the alone cause of the failure.
        The number of emigrants desired could have been had in Scotland, with out difficulty, on the plan we were instructed to propose. Numerous applications wore made to be allowed to come under this plan of the society. Indeed, more than the means expected to be used, to aid their transshipment. – The failure is much to be regretted every way. First, because of the value of these labors to our planters and to the country, and second, because promises were held out to those who had consented to come in the way of assistance, (“holding the word of promise to the ear, but breaking it to the sense,”), thereby possibly placing in discredit any future effort that may be made by the South in the same quarter.
       It is beyond all doubt that the Scotch [sic] laborer is, If not the superior, the equal of the laboring population of any part of the globe. They are industrious, thrifty and painstaking in farm duties, to an extent surpassing anything we know here among the laboring classes. They are very poor, and almost always must remain so, under the system there. A little help given them, and the assurance of homes and work to do, would induce a very large emigration. There were well nigh a thousand applications to the two agencies established in Edinburgh and Glasgow, either by letter or personally, all eager to come; some of them promising to help themselves in part, if they should be accepted; some to pay their way; being allowed to come on the cheaper terms on which a number could be brought, with the assurances of work upon arrival here.
        We went there well endorsed, and credit and credit and confidence at once were given to our statements. It may well be adjudged that the failure to respond here was a painful disappointment to them as it was to us.
        Thus much briefly, until the society shall have had a meeting and speak for themselves after which information more in detail may be given.

Ξ

Jim Crow Cars on the Georgia & Florida Railroad

The opening of the Georgia and Florida Railroad on October 1, 1908 was a big day for Ray City, GA. For African-Americans, the passenger cars which ran on the Georgia & Florida railroad during the first half of the 20th century reflected the pervasiveness of segregation under Jim Crow laws.    “Jim Crow legislation extended throughout the South to schools, hotels, restaurants, streetcars, buses, theaters, hospitals, parks, courthouses, and even cemeteries.” Jim Crow laws had been upheld by the U.S. Supreme Court in the Plessy v. Ferguson ruling against a black man who had been arrested for riding a whites-only streetcar in New Orleans, Louisiana.

Georgia & Florida combine car No. 653

Georgia & Florida combine car No. 653 provided segregated riding space for white and black passengers.

First Jim Crow Railroad Cars

Segregated “Jim Crow” railroad cars predated the Civil War.

“The term “Jim Crow” originated in 1832 as the name of a character in a song and dance written by Thomas D. Rice, a well-known minstrel of the time. Minstrel shows were popular before the Civil War and featured white performers in black face portraying “musical, lazy, childlike blacks.”  In the 1830s, “Jim Crow Cars” referred to segregated cars on some northern railroad lines. “

When the Boston and Providence Railroad opened its route to New York, the company’s president stated that “an appreciable number of the despised race demanded transportation. Scenes of riot and violence took place, and in the then existing state of opinion, it seemed to me that the difficulty could best be met by assigning a special car to our colored citizens.”  Massachusetts newspapers in 1838 reported frequent incidents of Negroes refusing to sit in Jim Crow sections and being forcibly removed from the train. Negroes also sought relief through the legislature and white abolitionists encouraged boycotts. As a result, a joint legislative committee recommended a bill to halt discrimination. Negative reaction followed. Fearing increased integration, one state senator declared that “such legislation would not stop at forcing the mixture of Negroes and whites in railroad cars, but would subsequently be applied to hotels, religious societies, and through all ramifications of society.” The act failed to pass. By 1841, intense efforts to end Jim Crow cars began. Black abolitionists like Frederick Douglass refused to move to the Jim Crow car and did so only after being physically removed from their seats.15 In 1842, the black abolitionist Charles Lenox Redmond went before a committee in the Massachusetts legislature to protest his segregation in a “special railway car for negroes.” Touching upon the right to equality and inherent inferiority without it, Redmond stated that “the wrongs inflicted and injuries received on railroads by person of color . . . do not end with the termination of the route, but in effect, tend to discourage, disparage, and depress this class of citizens.” Protests, changing public opinion, and threats of legislative action caused rail companies in Massachusetts to abandon segregation practices in 1843. 

First Jim Crow Laws

The first Jim Crow laws are those of Florida and Mississippi in 1865 and Texas in 1866. The laws of Florida provided: “That if any negro, mulatto or other person of color shall intrude himself into…any railroad car or other public vehicle set apart for the exclusive accommodation of white people, he shall be deemed guilty of a misdemeanor and, upon conviction, shall be sentence to stand in pillory for one hour, or be whipped, not exceeding thirty-nine stripes, or both at the discretion of the jury, nor shall it be lawful for any white person to intrude himself into any railroad car or other public vehicle set apart for the exclusive accommodation of persons of color, under the same penalties” [Laws of Florida, 1865, p. 25].

The law of Mississippi was: “That it shall be unlawful for any officer, station agent, conductor, or employee on any railroad in this State, to allow any freedman, negro or mulatto, to ride in any first-class passenger cars, set apart, or used by, and for white persons; and any person offending against the provisions of this section, shall be deemed guilty of a misdemeanor…shall be fined not less than fifty dollars, nor more than five hundred dollars; and shall be imprisoned in the county jail until such fine, and costs of prosecution are paid; Provided that this section, of this act, shall not apply, in the case of negroes or mulattoes, traveling with their mistresses, in the capacity of nurses” [Laws of Mississippi, 1865, pp. 231-232]

Texas simply provided that “every railroad company shall be required to attach to each passenger train run by said company one car for the special accommodation of Freedmen” [Laws of Texas, 1866, p. 97].
-The Separation of the Races in Public Conveyances

In Georgia, however, following the 1868 rise of the Ku Klux Klan, the expulsion of elected African-American assemblymen from the Georgia legislature, the Camilla Massacre, and rejection of the Fifteenth Amendment, the state remained under military rule imposed by the U.S. Congress.

The African-American legislators were re-seated by the federal government, and briefly led an agenda concentrated on political and civil rights.  “In 1870, the Georgia legislature enacted a statute requiring the railroads in the state to furnish equal accommodations to all, without regard to race, color or previous condition, provided the same fare was charged.” (Georgia railroads had previously only charged half-fare for transportation of slaves.) Subsequently, similar civil rights legislation emerged in the Reconstruction legislatures in Texas, Louisiana, and Arkansas, and in some northern states.   But in Georgia, this early civil rights movement was crushed by the end of 1870 as conservatives used terror, intimidation, and the Ku Klux Klan to “redeem” the state. One quarter of the black legislators were killed, threatened, beaten, or jailed. – New Georgia Encyclopedia

Despite prevailing conditions in Georgia, Jim Crow railroad laws seemed to be at an early end  when Congress passed the Civil Rights Act of 1875 stating, “That all persons within the jurisdiction of the United States shall be entitled to the full and equal enjoyment of the accommodations, advantages, facilities, and privileges of inns, public conveyances on land or water, theaters, and other places of public amusement; subject only to the conditions established by law, and applicable alike to citizens of every race and color, regardless of any previous condition of servitude.”  Many northern states enacted their own civil rights legislation, adopting or adapting the language of the federal act. However, the U.S. Supreme Court ruled in Civil Rights Cases (1883) that the public accommodation sections of the act were unconstitutional.

With little or no effective legislation regulating civil rights in public transportation, the railroads made their own rules for providing white-only transportation and segregating African-Americans in “Negro cars” or Jim Crow cars.

By the 1890s, many southern states enacted legislation called Separate Coach Laws specifically mandating the segregation of railroad cars, although the legislation “did scarcely more than legalize an existing and widespread custom.”  An 1888 photograph of the wreck of the Savannah, Florida & Western Fast Mail Train appears to depict a Jim Crow Combine Car among the wreckage. Although the newspaper accounts of the wreck only mention the engine, tender, baggage car and smoker, one coach, the Pullman sleeper, and the private car of railroad president E. P. Wilbur, it seems unlikely that a Georgia train of this era would not include a “negro car” or Jim Crow car, especially since eight unidentified African-American men were among the victims of the wreck.

The SF&W route ran from Savannah through Valdosta, GA to Bainbridge, with connections to all points. The September 10, 1892, Albany Weekly Herald complimented the Savannah, Florida & Western Railroad for its segregated arrangement of cars:

The S.F.& W.  passenger is one of the best arranged trains in the State. First comes the mail and express car, then the Negroes’ car, then the baggage car and smoker, and last of all the first class coach. All trains would do well to adopt this arrangement with a car between the Negro and white coaches.

White passengers usually rode in the sections furthest from the smoke and coal ash of the steam engine.

In 1896, the U.S. Supreme Court ruling in the case of Plessy v. Ferguson upheld the legality of the railroad “Jim Crow” laws and entrenched the discriminatory principle of “separate but equal” accommodations for whites and blacks.

Plessy v. Ferguson, 1896
The case of Plessy v. Ferguson, which supplied the occasion for the court’s landmark decision, had its origins in Louisiana. In 1890, Louisiana passed a law calling for “equal but separate” accommodations on railroads for “whites” and “coloreds.” Protesting this law was a group of Creoles and blacks who formed the Citizens Committee to Test the Constitutionality of the Separate Car Law. This group arranged a test case along with the railroad that opposed the law due to the expense of supplying another car.  An “exceedingly light-skinned Negro” named Homer Plessy agreed to test the law. Plessy was subsequently arrested for sitting in the white car.  In his defense, Plessy contended that the Louisiana statute requiring segregation was unconstitutional. On appeal to the U.S. Supreme Court, Plessy’s attorneys argued that if the segregation law was upheld, states could “require separate cars for people with different colors of hair, aliens, or Catholics or Protestants or to require colored people to walk on one side of the street and white people on the other side, or to demand that white men’s homes be painted white and black men’s homes black.”

In 1896, the Supreme Court decided against Plessy. Justice Henry Billings Brown writing for the majority concluded that legislative bodies were “powerless to eradicate racial instincts,” and that “if one race be inferior to the other socially, the Constitution of the United States cannot put them on the same plane.” Equal rights did not necessitate the “enforced commingling of the two races.”  In his lone and now famous dissent, Justice John Harlan offered that “Our Constitution is color blind, and neither knows nor tolerates classes among citizens.”  Thus the notion of “separate but equal” had been judicially sanctioned by the nation’s highest court and Jim Crow had been given a new birth–a new license to “jump up and down.”  State laws mandating racial segregation quickly followed the Plessy ruling ensuring a Jim Crow system in the South. The most blacks could aspire for was equal accommodations.  – NPS National Historic Landmarks Program

The New Georgia Encyclopedia observes, “These facilities were usually ‘equal’ in name only—in all the states with Jim Crow laws, the facilities that served blacks were almost always inferior to the facilities that served whites.”

Plessy v. Ferguson is widely regarded as one of the worst decisions in U.S. Supreme Court history.[3] – Wikipedia

During the Segregation Era, southern railroads operated segregated trains and depots.

"Segregated

Railroads built “combine” cars with segregated sections. The Georgia & Florida combine car pictured at the top of the post had a central baggage section separating the car into two passenger sections, one for black passengers and one for whites. In typical combine cars, each passenger section had a cast iron stove and a bathroom. Waste from the bathrooms was deposited directly on the rails. On some rail lines white drunks would be placed in the black car instead of one of those reserved for whites.

In a typical segregated railroad car, there were no luggage racks in the “colored” section, requiring travelers to cram their suitcases around their feet, and the “colored” bathroom was smaller and lacked the amenities of the “whites” bathroom.  “There are all these subtle and not-so-subtle reminders that ‘you are not as good as the people in the other section,’” says Spencer Crew, curator for the National Museum for African American Culture and History.

The story of travel segregation was not limited to trains and if you traveled by bus or boat or even airlines, such divisions were strictly enforced.

Pullman porters and coach attendants were key figures in the African-American community. “These were very well-traveled individuals, so they had a lot of experience and perspective to share with people they talked to as they were traveling across the country,” says Crew. “Their prominence and importance is an important part of the story.”

The following letter submitted to a House committee holding hearings in 1954 on legislation to end segregated travel attested to the substandard condition of railroad cars for African-Americans. It describes conditions in a combine car travelling from Savannah, GA in which half of the car was used for baggage and the other half for African-American passengers.

NATIONAL ASSOCIATION FOR THE ADVANCEMENT OF COLORED PEOPLE,
BRANCH OF THE ORANGES AND MAPLEWOOD, N. J.,
East Orange, N. J., May 10, 1954.

Hon. CHARLES A. WOLVERTON,
House of Congress, Washington, DC

The following matters were referred to the director of the Washington Bureau NAACP, Mr. Clarence Mitchell, who advised me that hearing would begin in the House very soon and that you are chairman of the committee covering such matters.

On or about April 22, 1954, Mrs. A. Cherry who lives at 251 Halsted Street, East Orange, N. J., and Mrs. Gertrude Williams who lives at 17 Winthrop Terrace, East Orange, N. J., traveled to Savannah, Ga., on train named Champion of the Atlantic Coast Line Railroad Co. Not knowing their return date no reservations were made for returning.

At the railroad station in Savannah, reservations were made for returning on April 28, 1954, on train named Champion of the Coast Line, car No. 39, seats Nos. 13 and 14.

After getting in this car they found it to be completely segregated, no heat, no water, dirty, being half baggage and a large sign reading “Colored,” which sign was still on the car when they left the train in Newark, N. J.

This we believe to be in violation of Federal laws and we are sure are in violation of the laws of the sovereign State of New Jersey.

Names and addresses of witnesses gladly furnished on request.

Sincerely,

DAVID T. DEGRAFFENREID.

P. S. This letter may be used in evidence if desired. D.T.D

A restored Jim Crow car is now on exhibit at the National Museum of African American History and Culture.  The car belonged to the Southern Railway, parent company of the Georgia Southern & Florida Railroad which ran from Macon through Valdosta, GA to Palatka, FL.

Despite the institutionalized racism of the Plessy v. Ferguson ruling,

the decision itself was never explicitly overruled.[4] However, a series of subsequent decisions, beginning with Brown v. Board of Education in 1954, severely weakened it to the point that it is usually considered to have been de facto overruled.[1] In Brown, the Supreme Court ruled that Plessys “separate but equal” doctrine was unconstitutional in the context of schools and educational facilities.

Students protest segregation at the state capitol building in Atlanta on February 1, 1962. The passage of the federal Civil Rights Act in 1964 and the Voting Rights Act in 1965 ended legal segregation across the nation. - New Georgia Encyclopedia

Students protest segregation at the state capitol building in Atlanta on February 1, 1962. The passage of the federal Civil Rights Act in 1964 and the Voting Rights Act in 1965 ended legal segregation across the nation. – New Georgia Encyclopedia

Related Posts:

Thomas Babington McCauley, Locomotive Engineer on the G&F

Thomas Babington McCauley, Locomotive Engineer on the Georgia and Florida Railroad.

The Georgia & Florida Railroad was Ray City, Georgia’s connection to the world.  In the 1920s, G&F trains stopped at Ray City several times a day, with freight and passenger service.  Ray City had its own train depot, and section houses for railroad employees and their families.   A big wooden water tower stood just south of Main Street on the east side of the tracks to provide water for the trains.

The G&F railroad chose Douglas, GA, about 60 miles northward up the track from Ray City, as the location for its offices and railroad shops. The railroad employed many workers at Douglas, including the porters, conductors, brakemen, firemen, and engineers that ran the trains. Thomas Babington McCauley was one of those locomotive engineers.

Thomas Babington McCauley, Engineer on the Georgia & Florida Railroad

Thomas Babington McCauley (1878-1948), Engineer on the Georgia & Florida Railroad.

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Thomas Babington McCauley, Sr., engineer for the Georgia & Florida Railroad

Thomas Babington McCauley, Sr., engineer for the Georgia & Florida Railroad

Thomas Babington McCauley was born on the 4th of July 1878 in Wilkes County, GA and raised on his father’s farms in Wilkes and Taliferro counties. He was a son of Elijah H. McCauley and Elizabeth S. Beck. His father was a farmer and served as U.S. Postmaster at Robinson, GA.

Thomas B. McCauley’s father died in 1906.  In 1907 he married Carrie Mae Fouts.  McCauley and his brother-in-law, Furman Fouts, went to work as railroad engineers on the newly opened Georgia & Florida Railroad.  By 1910, they both moved to Douglas, GA where the G&F rail yard was located. Both the McCauleys and the Fouts rented houses on Madison Avenue in Douglas, in a neighborhood full of railroad workers.

Georgia & Florida Engine No. 208 at Douglas. GA in 1948

Georgia & Florida Engine No. 208 photographed at Douglas, GA in 1948

Other locomotive engineers in Douglas, GA in 1910 were John Stewart, Pat Sellers, William C. McKinley, Hiram Handcock, Henry Handcock, John M. Chatman, Theodore Steinecke, John Rolison, Mitchell Drew, James P. Meade, Arthur Sikes, Thomas R. Sykes, Spencer H. Strickland Remer Brown, John C. Tucker, —- Fullerton, Riley B. Sweat, Thomas B. Folsom, William H. Edenfeld, Albert W. Johnson, Calvin Yawn, John E. Yawn.

Working at locomotive fireman were Thomas Ford, Julius Burton, Ben Jackson, Will Mahorn, Jim Reeves, John Wesley, Thomas McLeod, William H. Dies, Dave Wilcox, Augustus Allen, Joe Button, Milton Thorn, Alvin Lee, Henry Jones and George Kings.

Watt Dishman, John English, George Williams, Jeff Caloway, Tom Thomas, Willie Johnson and Thomas Burel worked at brakeman.

The railroad conductors were John Coleman, Sam Barber, John Rowland, Charlie H. Vaugh, and John H. Renfroe, Jesse Kennedy, Lewis Odum, Earnest E Graybill, Hardee Slaughter, John F. Touchton, Roscoe G. Lufter, Willie B. Lee, Albert M. Barrett and Floyd Mainor.

Thomas Dumes and Fred Brown were railroad porters.

By 1920, Tom McCauley had moved his family some 40 miles up the track of the G&F to Vidalia, GA where he continued as a locomotive engineer for the railroad. The McCauleys rented a house in Vidalia on Church Street about two blocks from the train station.    “Vidalia was an important railroad hub…. With the addition of the Georgia and Florida Line in 1917, the city had five railroads running through it (tracks ran in seven different directions). In 1917, direct lines were available “in busy season” to Savannah, Macon, Augusta, and Florida’s cities, with 10 to 14 passenger trains scheduled daily. In addition, some 500 cars of freight were handled each day. Railroad structures included Union Station passenger depot, two freight depots, coal chute and water tank that supplied fuel and steam power for the many locomotives and a train car service turntable.

 

Vidalia's Union Station, built in 1912-13 at the junction of the tracks of the Georgia & Florida Railroad (right) and Seaboard Air Line Railway (left). Located at the far western edge of Railroad Avenue, facing the bisected block of Leader and Main streets, the brick passenger depot (Union Station) was a fish hook-shaped building dominated by its two-story corner tower with bellcast conical roof. It also featured a Ludowici tile roof, dormer windows, and wide overhanging eaves with brackets. The water tower, which was the tallest structure in the area for nearly forty years, stood almost directly in front of Union Station. The tank's swivelling hoses pivoted almost 360 degrees, enabling trains to be serviced from either side of the structure. East of Union Station along Railroad Avenue was the first freight depot. Image source: https://railga.com/Depots/vidalia.html

Vidalia Union Station, built in 1912-13 at the junction of the tracks of the Georgia & Florida Railroad (right) and Seaboard Air Line Railway (left). Located at the far western edge of Railroad Avenue, facing the bisected block of Leader and Main streets, the brick passenger depot (Union Station) was a fishhook-shaped building dominated by its two-story corner tower with bellcast conical roof. It also featured a Ludowici tile roof, dormer windows, and wide overhanging eaves with brackets. The water tower, which was the tallest structure in the area for nearly forty years, stood almost directly in front of Union Station. The tank’s swivelling hoses pivoted almost 360 degrees, enabling trains to be serviced from either side of the structure. East of Union Station along Railroad Avenue was the first freight depot. Image source: https://railga.com/Depots/vidalia.html

 

Railroad Engineer Thomas Babington McCauley and children, Harvey McCauley, Jeanette McCauley, Marion McCauley, and Thomas Jr., on a Georgia & Florida Railroad locomotive, probably photographed 1919 or early  1920.

Railroad Engineer Thomas Babington McCauley and children, Harvey McCauley, Jeanette McCauley, Marion McCauley, and Thomas Jr., on a Georgia & Florida Railroad locomotive, probably photographed 1919 or early 1920.

Sadly, Harvey McCauley died shortly after the above photograph was taken.

By 1922 Tom McCauley transferred again on the Georgia & Florida route, to Augusta, GA where he would remain the rest of his life.

On the afternoon of October 28, 1922, Tom McCauley and his fireman, Augustus Harvey Green, survived the derailment of their G&F locomotive.   The Atlanta Constitution briefly noted the wreck in the Sunday edition, October 29, 1922, with some minor errors in the reporting.

Atlanta Constitution reports engineer Tom McCauley is injured in train derailment on the Georgia & Florida Railroad.

Atlanta Constitution reports engineer Tom McCauley is injured in train derailment on the Georgia & Florida Railroad.

Atlanta Constitution
October 29, 1922

Engineer Hurt As Locomotive And Car Derail

Augusta, Ga., Oct 28. – (Special.) – Engineer T. B. McCauley, of Sandersville, was seriously injured when his engine and baggage car of Georgia and Florida passenger train No. 2, bound for Augusta, derailed two miles out of Mitchel this afternoon. Both of his feet were severely mashed and he received internal injuries. He was taken to the Sandersville hospital. The negro fireman, Harvey Green, of Augusta, was internally injured.

The G&F wreck was reported in more detail in the Constitution’s follow-up story on Monday, October 30, 1922

Atlanta Constitution reports 1922 train wreck on Georgia & Florida Railroad

Atlanta Constitution reports 1922 train wreck on Georgia & Florida Railroad

Atlanta Constitution
October 29, 1922

Hurt in Wreck, Engineer Better

McCauley Loses Five Toes When Passenger Locomotive Turns Over Near Mitchell, GA.

        Sandersville, Ga., October 29.- (Special.)- Engineer Tom McCauley, of Augusta, who was injured on the Georgia & Florida near Mitchell Saturday afternoon when his engine turned over, was reported out of danger at the sanitarium here Sunday night.
        McCauley was at the throttle of passenger train No. 2 from Tennille to Keysville, running half an hour late, one-half mile north of Mitchell, while running about 20 miles an hour going around a curve on a crossing, the pony truck jumped the track on an accumulation of sand. The driving wheels followed and the locomotive turned over almost squarely across the track.
        McCauley’s right foot was crushed, making it necessary for local surgeons to amputate five toes. He was also slightly scalded but not internally injured, as first reported. No passengers were injured. The negro fireman, Harvey Green, of Tennille, one of the oldest in service of this road, received a dislocated shoulder and severe bruises.
         The engine was literally demolished, the boiler being stripped clean with exception of wheels. The baggage car was derailed but did not turn over, and the firstclass coach remained on the rails. Several hundred people gathered at the scene of the wreck today to see the wrecker clean up the debris.
       Trains were able to pass at noon and normal traffic restored. The Georgia and Florida secured the C. & W. C. wrecker and its crew from Augusta, rather than delay waiting on their equipment at Douglas.

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Thomas Babington McCauley and family. Tom Babington was a locomotive engineer for the Georgia & Florida Railroad. His right foot was maimed in a train derailment.

Thomas Babington McCauley and family. Tom Babington was a locomotive engineer for the Georgia & Florida Railroad. His right foot was maimed in a train derailment.

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Georgia & Florida Railroad Card belonging to wife of retired railroad engineer Thomas Babington McCauley

Georgia & Florida Railroad Card belonging to wife of retired railroad engineer Thomas Babington McCauley

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Carrie McCauley, wife of railroad engineer Tom McCauley

Carrie McCauley, wife of railroad engineer Tom McCauley

Related Posts

 

The “Valdosta Special” opened Georgia & Florida Railroad, October 1, 1908

Georgia & Florida Railroad

The Section Foreman in Ray City was Cauley May.

EXCURSION TO OPEN RAILROAD - The "Valdosta Special" came through Ray City October 1, 1908 to open the main line of the Georgia & Florida Railroad. The picture was made in Nashville, GA, showing passengers to first ride the new line.

EXCURSION TO OPEN RAILROAD – The “Valdosta Special” came through Ray City October 1, 1908, to open the main line of the Georgia & Florida Railroad. The picture was made in Nashville, GA, showing passengers to first ride the new line.

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Georgia & Florida Railroad No. 100 passenger car

Georgia & Florida Railroad No. 100 passenger car

Georgia and Florida Railroad, January, 1955. Wendell and Necie Rogers with Engine 507 at the Nashville, GA depot. Image courtesy of www.berriencountyga.com

Georgia and Florida Railroad, January 1955. Wendell and Necie Rogers with Engine 507 at the Nashville, GA depot. Image courtesy of http://www.berriencountyga.com

 

T.J. Sutton and Ed Benton with Georgia and Florida Railroad Engine No. 507 at the depot in Nashville, GA, March 24, 1955. Image courtesy of www.berriencountyga.com

T.J. Sutton and Ed Benton with Georgia and Florida Railroad Engine No. 507 at the depot in Nashville, GA, March 24, 1955. Image courtesy of http://www.berriencountyga.com

Nashville Herald
Thursday, February 16, 1956

Main Line of Ga. & Fla. Railroad Opened in 1908.

          The Georgia & Florida Railroad (now Railway) is a part of the rich history of this section of Georgia, and in a large measure has contributed to the growth and expansion of Berrien County, and the counties adjacent.
      This railroad furnished a more stable means of transportation than was available in the early days, despite the multiplicity of small log lines.

Organized in 1906
         The Georgia & Florida was organized by Mr. John Skelton Williams in 1906 and at that time consisted of the following roads:
         The Augusta and Florida Railroad, 49 miles in length from Keysville to Swainsboro.
         The Millen & Southwestern Railroad of 42 miles between Millen and Vidalia.
         The Douglas, Augusta & Gulf Railroad, 76 miles between Hazlehurst and Nashville, via Broxton.
         The Nashville & Sparks Railroad twelve miles from Nashville to Sparks, GA.
         The Sparks Western twenty miles of log road between Sparks and Kingwood.

No Shops

         None of the roads had any shops except the Millen & Southwestern, other than a pair of heavy jacks and such hand tools as were needed in doing the general repair work in the operation of trains.
         The rolling stock was an odd assortment of all sorts of engines, a few log cars, a few box cars and two to four passengers cars.
         Out of this hodge podge assortment of rail lines and equipment the work of creating a going railroad business was started.
         Financial conditions of the railway became critical in 1913 and on March 27, 1915, receivers were appointed, which receivership continued until January 1, 1927, when the Georgia & Florida Railway was sold and deeded to The Georgia & Florida Railroad. Due to disastrous floods and heavy costs the Railroad again was ordered into receivership by the District Court of the United States.
         Despite its financial troubles the receivers have done a good job of increasing the rolling stock, installing Diesel engines, etc. and the road now ships the largest percentage of tobacco, turpentine and watermelons than any other road of its size.

Nashville Proud of G. & F.

         The Georgia & Florida Railroad continues to be well thought of in Berrien county and Nashville. For Nashville it is the only surviving rail link to the outside world, though passenger and mail service have long since been discontinued.
        The road serves as the principal freight hauler of merchandise and manufactured goods. Since the coming of the Tobacco Market it has to be especially valuable, and goes all out to give service to it’s patrons.
        It’s contributions to the growth of the section through which it traverses have been great, and though at times the railroad itself was in financial jam, there has been no movement that would develop this part of Georgia but the Georgia & Florida railroad could be depended upon to do it’s part.
         The first tobacco market in Georgia was on the Georgia & Florida railroad in 1917, when the farmers as well as railroads were asking for a market. A meeting of business men was held at Douglas and in just one hour the capital was subscribed. When the season opened in the late summer, the Red Warehouse with a floor space of 90×140 was doing business on the Georgia & Florida. The first tobacco was sold for 20 cents per pound, but today tobacco is gold in Georgia.

Georgia and Florida Railroad

Georgia and Florida Railroad

Related Posts:
The Georgia and Florida Construction Company
M. W. Henderson and the Wreck of the G & F
Rays Mill Gets G & F Depot
G & F Railroad To Open with Big Excursion
Thomas Babington McCauley, Locomotive Engineer on the G&F
Whangdoodled on Panama Canal Contract, Billy Oliver put in a Bid to Construct G & F Railroad Through Ray City
Rays Mill Wins Route for the Georgia & Florida Railroad
The “Valdosta Special” opened Georgia & Florida Railroad, October 1, 1908
Jim Crow Cars on the Georgia & Florida Railroad
1922 Ray City Bus Service was Competition for the G & F

October 1, 1908 First Train Rolls into Rays Mill, GA

On Thursday, October 1, 1908  the very first train rolled into Rays Mill (now Ray City), GA on the tracks of the Georgia and Florida Railroad. It was an exciting day in the Wiregrass and when the train stopped at the Ray’s Mill depot. Nearly one hundred people boarded for the excursion to Valdosta.

An Engine of the Georgia & Florida Railroad. State Archives of Florida, Florida Memory, http://floridamemory.com/items/show/147454

An Engine of the Georgia & Florida Railroad. State Archives of Florida, Florida Memory, http://floridamemory.com/items/show/147454

The Valdosta Times reported on the great celebration upon the arrival of the train in that city.  Among the  G & F passengers on the very first northbound train rolling out of Valdosta was Louis Malone Bullard, son of Green Bullard and husband of Dollie Howard Knight.

Valdosta Times
October 3, 1908

A BIG CROWD ON EXCURSION

Valdosta’s Neighbors Celebrate Opening of New Railroad.

Nearly Six Hundred People Came to the City Today on Excursion Over the Georgia and Florida Road From Points North of Here – The Visitors are Given a Cordial Welcome.

(From Thursday’s Daily. [October 1, 1908])

The excursion over the Georgia and Florida railroad today, marking the opening of the new line, brought big crowds to Valdosta.  Our neighbors paid us a visit, and Valdostans extended them a cordial greeting.
 The train from Hazlehurst reached the city about 12:30 on schedule time. It was  met at the turnout on the new road by a committee of twenty-five citizens, carrying badges with which to tag the excursionists. Mayor Roberts boarded the engine at the crossing and brought the train into the city, with the whistle blowing and bell ringing every foot of the way.  At the depot the excursionists, numbering nearly six hundred people were formed in line and marched up Patterson street and to the Odd Fellows Hall on Central avenue, where a splendid lunch had been prepared.  The ladies in the party, numbering about one hundred and fifty, were met by a committee at Pinkston’s store and carried up stairs where refreshments had been prepared for them.
 No pains were spared by the committee in charge of the entertainment for the visitors, to make the occasion a pleasant one.  The lunches at both places were simply splendid, and enough had been provided to feed even a larger crowd.
 After dinner there were a number of speeches at the Odd Fellows’ Hall, Judge W. H. Griffin welcoming the visitors to the city in a ten minute talk which was applauded to the echo.  Prof. McDonald, of Douglas, made a splendid speech expressing the appreciation of the people along the new line for the cordial welcome given them by the citizens of Valdosta.  He was followed by Col. Smith, of Nashville, who added his praise to that of the hundreds who had given the occasion their unqualified endorsement.
 Every town on the new line was represented in the excursionists. Hazlehurst, Douglas, Willacoochee, Nashville, Ray’s Mill and all of the other towns sent representative crowds.  One hundred and seventy-two came from Nashville and nearly a hundred boarded the train at Ray’s Mill.
Between seventy-five and one hundred came up on the early train from Madison and the towns between here and there.
The visitors have a half day to spend  in the city, as the train on the return trip does not leave until six o’clock this afternoon.

First Train.

    The first passenger train of the Georgia and Florida going north left out of Valdosta this morning at about 8:30 o’clock.  It was the accommodation train No. 20, and carried several freight cars and a passenger coach.
    No 20 met the excursion train coming from Hazlehurst, at Nashville.
    Several passengers got aboard.  Some for Mathis, some for Ray’s Mill and others for Nashville.  Among the passengers were J. R. Fitzgerald, Garland Wilkinson and L. M. Bullard.
    Those who watched this first train going north from Valdosta over the new route of the Georgia and Florida, realized the dream of leading Valdostans for years.
   This might well be called the birthday of the new era for the city’s prosperity, as the Georgia and Florida opens up a vast territory that was hard for Valdosta to reach heretofore.
    When completed the road from Madison to Augusta will touch many good towns but among them all it will have no better friend than Valdosta.

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G & F Railroad To Open with Big Excursion

Road opens with big excursion

Georgia and Florida railroad prepared to open. Atlanta Georgian and News, Sep. 26, 1908

Georgia and Florida railroad prepared to open. Atlanta Georgian and News, Sep. 26, 1908

Atlanta Georgian and News
September 26, 1908

To Open Road With Big Excursion

Valdosta, Ga., Sept. 26. – The businessmen of Valdosta held a meeting at the city hall yesterday afternoon for the purpose of perfecting arrangements for the entertainment of the people along the line of the Georgia and Florida railroad who are coming to this city on the big excursion which the road will run next Thursday. This event will mark the opening of a passenger schedule on the new line between Hazlehurst and Madison, Fla., via Valdosta, and it is said that hundreds of persons are coming to this city from the different towns along the line. Many of them will be strangers who have never visited Valdosta, and all will be given a royal welcome.
The track-layers on the gap of the line between Valdosta and Nashville joined the rails near Rays Mill last Saturday and this week has been spent in surfacing the roadbed and getting ready for the passenger schedule to go on October 1. The road is now in operating order from Hazlehurst to Madison, Fla.

First Regular Train on the G & F, The Valdosta Times, September 26, 1908 Pg 5

First Regular Train on the G & F, The Valdosta Times, September 26, 1908 Pg 5

The Valdosta Times
September 26, 1908

Many are Coming Next Week

First Regular Train on G. & F. will Bring Large Crowds

It Will Arrive From Hazlehurst Next Wednesday with Five Hundred Excursionists to Spend the Day in Valdosta – Crowd Will be Entertained Here.

The first regular passenger train over the Georgia and Florida railroad will reach this city next Wednesday at noon from Hazelhurst, Ga.
The train will leave Hazlehurst that morning at seven o’clock and it will come through by Broxton, Douglas, Willacoochee, Nashville and other places, taking up a crowd of people at each station and bring them to Valdosta to spend the day.
The first train will be devoted exclusively to the white people and the officials of the road are working up the crowd to come here. It will consist of the best class of people between here and Hazlehurst, and the citizens of Valdosta have already decided to arrange some line of entertainment for the visitors.
A meeting will be held tonight to take up the matter and discuss what line of entertainment shall be arranged. It has been suggested that open-house be kept for the visitors and that lunches be prepared and served to them. One suggestion was to tag every guest with a badge, which should admit him to the place where refreshments are to be served. Another suggestion was to have the dinner prepared when the guests arrive and serve it to the visitors in a bunch, so that the citizens of Valdosta will have a better opportunity to meet them and talk with them.
The details of the entertainment will be arranged later, it having already been decided to make it all that it should be. Valdosta never lags when a test of hospitality comes and every citizen will do his part toward welcoming to the city the people on the line of road above here.
It is very probable that the meeting tonight will decide all about what kind of entertainment will be given the visitors.

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