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Athens, Augusta, Macon, and Savannah. Some twenty-five years later, the state not only could claim more rail miles than any other in the Deep South but also had linked its major towns and created a new rail center, Atlanta. The railroads continued to expand until the 1920s, when a long decline began that lasted into the 1990s. Today, the state's rail system is a strong, 5,000-mile network anchored by two major lines, Norfolk Southern and CSX, and a couple of dozen shortlines.
Charleston, South Carolina, provided the impetus for rail development in Georgia. In 1830 it began building a 136-mile railroad to Hamburg, on the Savannah River opposite Augusta. Savannah businessmen, worried that Charleston would benefit at their expense, responded by organizing the Central Rail Road and Canal Company. The state legislature, meeting in Milledgeville, issued a charter for the company in December 1833. The canal division of the company was soon dropped in favor of the construction of railroads, which were not as limited as canals with regard to where they could be built. Construction began in December 1835. The Central Rail Road of Georgia eventually became the Central of Georgia Railway, a 190-mile line across the Coastal Plain to Macon.
Meanwhile, construction on the Georgia Railroad between Augusta and Athens and on the Monroe Railroad (later the Macon and Western) between Macon and Forsyth, was in progress. The Georgia Georgia Railroad and Banking Company. Company headquarters moved from Athens to Augusta in 1840. The Georgia Railroad was completed to Marthasville (later Atlanta) in 1845.
In the northwestern part of the state, an effort was under way to build a "state railroad" to the Tennessee River, a rail link that would open Georgia to the trade of the Tennessee and Ohio valleys. The state-owned Western and Atlantic Railroad (also known as the W&A), established by the state legislature in 1836 and completed in 1851, connected with Chattanooga, Tennessee, and accomplished that goal.
The Civil War (1861-65) broke out, Atlanta became a key military target due to its importance in shipping supplies to the Confederate troops. Union general William T. Sherman's troops finally seized it in 1864 after a series of hard-fought battles in the Atlanta campaign along the route of the W&A.
After the war, Dalton west into Alabama and south to Atlanta, Macon, and Brunswick. Also in north Georgia, the Virginia-based Richmond and Danville system stretched across the southern Piedmont, connecting Richmond, Virginia; Atlanta; and the Mississippi River.
In 1900 two other major systems, the Atlantic Coast Line (ACL) and the Seaboard Air Line Railway, were established. Coastal Plain; these were supplemented in 1904 by a link from Atlanta to Birmingham, Alabama.
Connecting to the major systems were such shortlines as the Wrightsville and Tennille and the Tallulah Falls. Many of these were controlled by larger railroads, typically through stock ownership. At the bottom of the railroad hierarchy were the logging lines, scattered across the state from the Appalachian Mountains to the Okefenokee Swamp. Most were abandoned after the forests were cut, but a few became "common carrier" lines, carrying freight of many types, at least for a time.
Passenger service declined steadily after 1920, except for a brief resurgence during World War II (1941-45). Automobiles were becoming affordable for the average family, and an ever-rising number of new drivers called for improved roads. As the roads improved, rail passenger numbers declined. The low point came in the 1960s and 1970s, as the great terminal stations and union stations
A declining passenger business, however, was a small part of the railroads' decline; they continued to lose the much-larger freight business to trucks, and they could not attract the capital investment to maintain thousands of miles of lightly used track. The Staggers Rail Act of 1980 extensively deregulated the railroads and put them on a stronger financial footing, but it led to the abandonment of hundreds of railroad miles, including tracks that had once served as main lines. Some of these have since been purchased by the Georgia Department of Transportation and leased to shortline companies, but others have been lost forever.
A great Baxley, Bremen, College Park, Cornelia, Manchester, Millen, Pembroke, Smyrna, Soperton, Waycross, and Winterville, owe their existence to the railroads. The growth in the number of towns engendered by the railroads was due in part to the steam trains' need to stop frequently for water (to be converted into steam) and fuel (first wood, later coal). Also, some railroads were built not to connect existing towns but to connect distant points, such as the coast with the Tennessee River, Atlanta with the Mississippi River, or Bainbridge.
Once the railroads came through an area, towns grew up along them, frequently at points where trains would stop for water and fuel. A depot would be built and businesses would locate nearby to take advantage of the concentration of potential customers. Other businesses would be established to provide such services as lodging, saloons, livery stables, blacksmiths, warehouses, and milling. Eventually a town or city would develop.
Often a city would be incorporated with its boundaries legally defined as a circle with the railroad depot in the center. For instance, the boundaries of Dalton were defined as one mile in every direction from the depot.
In Lowndes County the seat was moved from Troupville to Valdosta, a new town on the Atlantic and Gulf. In Fannin County the seat was moved from Morganton to Blue Ridge, a new town on the Marietta and North Georgia Railroad. In Bartow County the seat moved from Cassville to Cartersville, and in Jones County the seat moved from Clinton to Gray. In other cases the county seat remained off the railroad while a larger town developed on the rail line, as was the case in Crawford County, where the new railroad town of Roberta grew to surpass the seat, Knoxville, in size.
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