Georgia and Florida 2007 | Nathan D. Holmes

Florida’s Bone Valley – Saturday, Jan 20, 2007

Nearly five years ago, I spent about two weeks running around Tampa and discovering CSX’s extensive operations out in the Bone Valley – a phosphate mining region approximately half an hour east of Tampa. To see photos and notes from that trip, have a look at the first couple chapters from that trip report. This time, I’d actually be working up in Tallahassee, but I had a weekend to kill between flying in and actually having to do any work. I actually flew into Jacksonville, and headed down state early Saturday morning. I figured since I only had a day or so before I needed to head into Tallahassee, somewhere with a lot of Class I trains would be the best, since shortlines don’t tend to work weekends. CSX’s Bone Valley operations fit the bill nicely. Better yet, the weather was promising to be warm and clear down around Tampa, so off I went.

That Saturday actually turned out to be a bit of a bust. Despite spending most of the day zipping around the area, checking and rechecking mines, junctions, and the Mulberry yard at the hub of it all, I came up with two lousy trains. The first was a single SD70M that brought a cut of cars from Mulberry out to the Nichols yard, and then immediately returned light. The other was a pair of SD40-2s that ran east out of Mulberry – away from the sun – and went in to switch the plant north of Hwy 60 near Bartow until well after dark. Like I said, pretty much a bust, although the weather was beautiful and it was good to familiarize myself with the region again.

Unfortunately, since this was, after all, a work trip, I did have to head for Tallahassee on Sunday morning so that I could be around for work that evening. The west coast of Florida is now largely devoid of railways, since the Florida West Coast ripped up its last few miles of track. I did find one relic on the drive north, however – a small Vulcan 2-8-0 in a roadside park at Gulf Hammock, FL. The unit apparently originally belonged to a local logging operation called Patterson & McInnis. That’s about all I know of the unit’s heritage, though.

CSX SD70M 4679 stops at the yard end of the Mulberry, FL, wye to allow the crew to line themselves westward towards Nichols.

Arriving at Nichols, the train has reached the end of its run. The crew will drop the string of empties in the yard and head back to Mulberry.

Meanwhile, back in Mulberry, these two SD40-2s (CSXT 8006 and 8001) are ready to leave the yard with a mixed freight going east.

Leaving the east end of the Mulberry wye, headed for downtown Mulberry and then out to switch the phosphate plant on the north side of Hwy 60 near Bartow.

Heading east in the last light of the day... — Heading east in the last light of the day…

Just west of downtown Bartow, we find this work train tied up for the day. This unit would have started off life as L&N GP38-2 4110.

Here's a wanderer, far from home. Yes, it's a Rio Grande covered hopper, now with NAHX reporting marks and sitting in the Mulberry, FL, yard. — Here’s a wanderer, far from home. Yes, it’s a Rio Grande covered hopper, now with NAHX reporting marks and sitting in the Mulberry, FL, yard.

On my north from Tampa to Tallahassee on Sunday, I found this little steamer beside US 19 in Gulf Hammock, FL. It's Patterson & McInnis #3, a Vulcan 2-8-0, and belonged to a local lumber mill by the same name. — On my north from Tampa to Tallahassee on Sunday, I found this little steamer beside US 19 in Gulf Hammock, FL. It’s Patterson & McInnis #3, a Vulcan 2-8-0, and belonged to a local lumber mill by the same name.

The thing's darn hard to photograph through the fence, but I suppose that's part of what keeps it safe way out here. — The thing’s darn hard to photograph through the fence, but I suppose that’s part of what keeps it safe way out here.

Florida’s Bone Valley, Round 2 – Saturday, Jan 27, 2007

After finishing up with work the next Friday (26-Jan-2007), I took the rental car back to Jacksonville. It has to do with work and insurance, but suffice to say I have to switch cars once I’m done with work and on personal time. Let’s start with a basic assumption – most car rental companies seem to do their dead level best to screw things up. Figuring I’d be in Florida for nearly a week after I was done with work, and figuring it’d be warm (or at least warmer than Colorado), I put a reservation on a convertible. Let’s face it, I haven’t gotten to really drive mine in months, and I’m getting a little twitchy for the open air driving experience. However, guess what they didn’t have when I arrived to pick it up on Friday? Tada, if you said the car I had a reservation for, you’d be a winner. For reference, this was a national chain whose name might be synonymous with “el friggin’ cheapo” and has a dark blue as their logo color… The alternate choices I got? A Crossfire for a whooooole lot more money, or Chrysler 300. Maybe an SUV? Thanks, but no thanks.

So, I cancel that reservation and start pondering what to do. I realize I should just go talk to Hertz, since they’ve always come through for me in the past, though they do tend to put a bigger dent in the ol’ credit card to do so. I walk down and start talking to the lady at the counter, and I mention what’s happened. She’s happy to give me my corporate rate, and offers me back the car that I’d just turned in (a nicely powered Mazda 6). Just on a whim, I ask about convertibles. She replies, “No, I’m sorry, we don’t have any of the Mustangs left.”

“Oh well, that’ll be okay, I’ll just take my Mazda back.”

“Well, they’re really small, but if you’re really wanting a convertable, we do have a couple Miatas out there…”

At that point, my jaw hit the floor and I think I started jumping up and down like an overexcited schoolgirl. Well, aside from the fact I don’t have pigtails, nor could I in any way be considered cute. And I don’t wear skirts. This confused the counter agent a bit, as apparently the couple people that had rented them returned them as being too tiny. 20 minutes later, I was comfortably seated in a red 2006 MX-5 Miata, top down, radio cranked, and rolling southward on I-295. With the size of grin on my face, it’s a wonder I didn’t catch a few bugs in the process. It’s amazing how much happiness the right car can bring. Next stop – Orlando, then the Bone Valley. A nice, relaxing Saturday with phosphate trains, driving around in the sun with the top down, and 75ish degree temps. What moron would want to go to the beach instead? *grin*

This Saturday in the Bone Valley was a little more successful, starting off immediately with an eastbound string of empties moving out of Mulberry. Mining appears to have slowed a bit since the last time I was down, though. I heard several mentions through local media about some of Mosaic’s mines being closed recently, and I suspect this has something to do with it. There just don’t seem to be as many trains out running around at any given time. Five years ago, you could almost always find one out and moving. This trip, it was actually a bit challenging to find an operating train. Might have also been a function of it being a weekend, as well, since last time I was there during the week.

There’s not much else to say – the morning was nice, warm, and sunny, but the weather turned to clouds and rain as the day wore on. Nonetheless, I was in the BV pretty much from morning until after dark, and even with fewer trains, it’s still a fun place to photograph. To anybody visiting the Tampa area, it should be on the “must visit” list for at least a day.

Day two in the Bone Valley (Sat, 27-Jan-2007) actually started in Orlando. On the way down, I found this eastbound CSXT sitting out on the main in Lakeland.

I hadn't even made Mulberry when I met my first train - this empty headed to the plant north of Hwy 60, near Bartow — I hadn’t even made Mulberry when I met my first train – this empty headed to the plant north of Hwy 60, near Bartow

Ah, it's nice to escape from cold Colorado to warmer weather... — Ah, it’s nice to escape from cold Colorado to warmer weather…

Finding nothing in Mulberry, I headed on towards Edison. Along the way, I found CSXT SD40-2 8007 with a string of empties near Nichols.

While poking around, 8007 got back out on the high iron and headed south through Edison towards the New Wales Mine (seen here crossing Hwy 640)

Apparently there were two out ahead of 8007. Upon reaching Bradley Jct, the headlight I saw was not 8007, but rather 4696 headed south with empties.

Hey look, it's an SD40-2 in the Bone Valley that doesn't look horrible! 8033 seems to have been painted semi-recently. — Hey look, it’s an SD40-2 in the Bone Valley that doesn’t look horrible! 8033 seems to have been painted semi-recently.

Next up? Nope, not 8007 either, but 8009 with more empties.

Following along is SD70M 4688, "Spirit of Tampa", one of only a handful of named SD70Ms — Following along is SD70M 4688, “Spirit of Tampa”, one of only a handful of named SD70Ms

Following further south, 4696 crosses a small concrete trestle just north of the mines near Fort Green.

Having run out of light to the south, I headed back north. Without trains, I turned to other interests, as the Bone Valley is filled with birds of all sorts. Here's a cattle egret in a ditch near Agricola. — Having run out of light to the south, I headed back north. Without trains, I turned to other interests, as the Bone Valley is filled with birds of all sorts. Here’s a cattle egret in a ditch near Agricola.

Signs of the past remain - somewhat literally. Here's a Seaboard "No Trespassing" sign at Bradley Junction — Signs of the past remain – somewhat literally. Here’s a Seaboard “No Trespassing” sign at Bradley Junction

Finally, another empty comes rolling through Edison Jct, albeit with all the good light for the day gone.

Headed south towards Bradley Jct, just like most of the other trains I'd seen that day. — Headed south towards Bradley Jct, just like most of the other trains I’d seen that day.

Even with bad light, palm trees just aren't a photographic prop I get to use that much... — Even with bad light, palm trees just aren’t a photographic prop I get to use that much…

The last train of the day is found in failing light just west of Bartow. I caught up with it at the same crossing - Bonnie Mine Road - where I started the day. — The last train of the day is found in failing light just west of Bartow. I caught up with it at the same crossing – Bonnie Mine Road – where I started the day.

Georgia & Florida Railnet – Wed/Thurs, Jan 24-25, 2007

The Georgia & Florida Railnet is a small regional railroad that operates some 296 miles of track in southern Georgia down into the Florida Panhandle region. The system is arranged into four main routes – Albany, GA, to Thomasville, GA; Albany, GA, to Foley, FL; Albany, GA, to Sylvester, GA; and Valdosta, GA, to Willacoochee, GA. In addition, the GFRR has trackage rights via NS to bridge a gap of the Albany-Foley route between Sparks and Adel, GA, as well as to connect it with the isolated Valdosta-Willacoochee line. The route is pieced together from a number of original lines, with a history too complex to cover here.

The motive power fleet is mostly rent-a-wrecks and a dozen or so Railnet-painted units. Most notable are the four GFRR GP40-2LW ex-CN widecabs, painted in a very attractive green and orange scheme. At the time this is written, these units seem to be confined to the Albany, GA, to Perry/Foley, FL, route. There are also a number of rebuilt early GPs (7s and 9s), painted in a solid red scheme. On the downside, though, there are a number of units on the road that look as if they’re powered by pure liquid ugly – mostly some ex-Guilford (exx-B&M) GP40-2s, running under HALX reporting marks. There are also a couple of ex-Railnet GEs on the property as well, but I’m not sure if they still run.

Carrying a scanner is very important while railfanning down in the southeast. Many times, the lines are only a couple hundred feet off the road, but so totally obscured by trees that a train could be over there and you’d never know it. The GFRR is a very chatty road when they’re switching, but relatively quiet otherwise. Their two main road frequencies are 160.500 MHz and 161.190 MHz. I’d also advise you monitor the FRED frequency at 457.9375 MHz, as the road trains carry FREDs and you’ll start hearing blips when a train is nearby. Also, remember that Florida has an assinine anti-scanner law, so don’t be using that there scanner in Florida unless you’re a licensed ham operator. Well, at least be ready to turn it off and chuck it under the seat should law enforcement decide to stop by, lest you may lose your scanner and wind up with a ticket.

What follows are my observations about operations. They’re not necessarily accurate, but it’s what I observed and think I figured out about their day-to-day operations. Hopefully it’ll help those who follow me.

Operations for the two main routes – Albany-Thomasville and Albany-Foley – seem to be relay-type setups, where crews start at each end of the railroad and work their trains towards a meeting point in the middle, where they exchange trains and the crews work back home. For the east route, this meeting point is a small yard in Adel, just south of the I-75 overpass. For the west line, the trains seem to hand off at Camilla. Both meets seem to occur in the early afternoon – around 1300h-ish. As far as the Valdosta branch, I tried several times, but never found a running train, nor any sign that any train had run. The rails were also extremely rusted north of Ray City, so I’m not sure how often they even make it out that far.

One unique operation I witnessed was at Schley Junction, just northwest of Moultrie. There, the mainline meets the branch that actually runs through town. The main runs around the northeast side on a sort of bypass track. While I was there, a local met the road train and interchanged cars for the three mile run back to town, while the road train continued east on the bypass towards Sparks.

The first sign of life on the Thomasville-Albany line wasn't a train, but rather this derailed car on an industry spur north of Ochlocknee, GA. — The first sign of life on the Thomasville-Albany line wasn’t a train, but rather this derailed car on an industry spur north of Ochlocknee, GA.

I actually spotted the northbound at Pelham, but there's not a whole lot of road access between there and Camilla. So, I just drove up to the south end of the Camilla yard and waited for the train to arrive, lead by GFRR 5002, an ex-Milwaukee GP9 that that road rebuilt. — I actually spotted the northbound at Pelham, but there’s not a whole lot of road access between there and Camilla. So, I just drove up to the south end of the Camilla yard and waited for the train to arrive, lead by GFRR 5002, an ex-Milwaukee GP9 that that road rebuilt.

The trailing unit on the northbound is the incredibly ugly HATX 500, an ex-B&M/Guilford GP40-2.

As I later learned, the two turns (north from Thomasville and south from Albany) seem to meet at Camilla and exchange cars. Here, the northbound cuts off the power to start switching the yard.

Here's the opposing, southbound local at Baconton, GA. I caught it somewhat by accident, as when I looked down the long road off the main highway, I saw the crossing flashers turn on. — Here’s the opposing, southbound local at Baconton, GA. I caught it somewhat by accident, as when I looked down the long road off the main highway, I saw the crossing flashers turn on.

Leading the local is another lease motor - HLCX 3605, an ex-Penn Central GP38. — Leading the local is another lease motor – HLCX 3605, an ex-Penn Central GP38.

Out of what I believe was a desire to balance the ugliness on each of the trains, there's another HALX ex-B&M/Guilford GP40-2 - 502 this time. — Out of what I believe was a desire to balance the ugliness on each of the trains, there’s another HALX ex-B&M/Guilford GP40-2 – 502 this time.

The train is only making about 10-15mph on its trip south. I would imagine that the rather poor condition of much of the track on this particular branch has something to do with this. This is looking down the tree tunnel at Flint, about halfway between Baconton and Camilla.

A wider shot at Flint, showing an interesting structure in the background. I have no idea what it houses, but there seemed to be a lot of people going in and out.

Once in town, they picked up a few cars from the track at the north end of town, then proceeded south past the old depot to the yard, where they would exchange cars with the turn from Thomasville.

Heading on north to Albany, a stop by the GFRR yard reveals RMGX 9308 - an ex-CN unit - being used as the yard switcher. From US-19 north, go west about a mile on Oglethorpe Blvd (Business US-19) and take Coastline Ave north. From there, you'll be able to see the south side of the yard, including where the engines are normally kept. — Heading on north to Albany, a stop by the GFRR yard reveals RMGX 9308 – an ex-CN unit – being used as the yard switcher. From US-19 north, go west about a mile on Oglethorpe Blvd (Business US-19) and take Coastline Ave north. From there, you’ll be able to see the south side of the yard, including where the engines are normally kept.

Also at the yard was GFRR 9636, one of four ex-CN GP40-2LWs painted for the Georgia & Florida. Don't worry, the other three are coming up. — Also at the yard was GFRR 9636, one of four ex-CN GP40-2LWs painted for the Georgia & Florida. Don’t worry, the other three are coming up.

Meanwhile, elsewhere in Albany, this manifest is getting ready to head out with an ex-Conrail SD50 in the lead (now NS 5417). Note the building in the background still has the "Central of Georgia" in the brickwork at the top. — Meanwhile, elsewhere in Albany, this manifest is getting ready to head out with an ex-Conrail SD50 in the lead (now NS 5417). Note the building in the background still has the “Central of Georgia” in the brickwork at the top.

Also found in Albany was this NS high-nose GP38-2 (5029) pulling a string of hoppers down the middle of Roosevelt Avenue.

Having no particular desire to go shoot the returning turns on the Thomasville line (particularly with the ugly HALX units now in the lead), I headed down the line to Sparks and Adel. Just on the northwest side of Moultrie, I found one of the road trains interchanging with this local at Schley Junction. Here's the local, headed by GFRR 5001, headed back for downtown Moultrie. — Having no particular desire to go shoot the returning turns on the Thomasville line (particularly with the ugly HALX units now in the lead), I headed down the line to Sparks and Adel. Just on the northwest side of Moultrie, I found one of the road trains interchanging with this local at Schley Junction. Here’s the local, headed by GFRR 5001, headed back for downtown Moultrie.

Since the GFRR on opposite sides of Moultrie was originally built by different railroads, the trackage is arranged strangely. The mainline actually goes around town on a bypass running around the northeast side. Here's the southbound turn on the bypass, just out of Schley Junction. — Since the GFRR on opposite sides of Moultrie was originally built by different railroads, the trackage is arranged strangely. The mainline actually goes around town on a bypass running around the northeast side. Here’s the southbound turn on the bypass, just out of Schley Junction.

Just about to cross Cool Springs Road outside Moultrie. Much of the line is like this - travelling through a thick tree tunnel. — Just about to cross Cool Springs Road outside Moultrie. Much of the line is like this – travelling through a thick tree tunnel.

Meeting the old original Georgia & Florida Railway (the one from the early 1900s) mainline at Norman Junction. By this time, the light is nearly gone and it's really starting to rain. — Meeting the old original Georgia & Florida Railway (the one from the early 1900s) mainline at Norman Junction. By this time, the light is nearly gone and it’s really starting to rain.

One last look at the southbound near Pineboro, a few miles east of Moultrie, as it gets ready to cross Hwy 37.

This little goody was sitting next to the old Georgia Northern line in downtown Moultrie. It's Georgia Northern 105, a Baldwin 2-8-2 built in 1923. — This little goody was sitting next to the old Georgia Northern line in downtown Moultrie. It’s Georgia Northern 105, a Baldwin 2-8-2 built in 1923.

Another view of GN 105. The line in the foreground is the continuation of the ex-Georgia Northern mainline south to Boston, GA, part of the same line that the current GFRR uses down from Albany. However, the route was now abandoned south of Moultrie in 1989.

Much like Camilla serves as the mid-day meeting point on the Thomasville line, Adel seems to serve a similar purpose on the Albany, GA - Perry/Foley, FL, route. Here are two more of the GFRR widecabs, sitting at the north end of the yard. — Much like Camilla serves as the mid-day meeting point on the Thomasville line, Adel seems to serve a similar purpose on the Albany, GA – Perry/Foley, FL, route. Here are two more of the GFRR widecabs, sitting at the north end of the yard.

Meanwhile, here's the other set of power - one widecab and one butt-ugly HATX leaser (HATX 517, another ex-B&M unit). — Meanwhile, here’s the other set of power – one widecab and one butt-ugly HATX leaser (HATX 517, another ex-B&M unit).

The lease unit is apparently low on coolant, as there's a hose running into the engine compartment and water is running out the bottom. Seems to be more than full... — The lease unit is apparently low on coolant, as there’s a hose running into the engine compartment and water is running out the bottom. Seems to be more than full…

A view from the less photogenic end. Not too long after I arrive, the crew reappears, restarts HATX 517, and puts together the northbound train. Whew, at least the lease unit isn't going on the south train where it might ruin some really good shots. — A view from the less photogenic end. Not too long after I arrive, the crew reappears, restarts HATX 517, and puts together the northbound train. Whew, at least the lease unit isn’t going on the south train where it might ruin some really good shots.

Between Adel and Sparks (as well as south to Valdosta), the GFRR uses Norfolk Southern track. Here's the northbound with 517 in the lead, coming through the wye in downtown Adel and getting ready to enter the NS. — Between Adel and Sparks (as well as south to Valdosta), the GFRR uses Norfolk Southern track. Here’s the northbound with 517 in the lead, coming through the wye in downtown Adel and getting ready to enter the NS.

Speaking of the NS, this SD40-2 (NS 6124) is tied down in Adel, not far from where the GFRR enters the line.

Right about 1600h, the southbound got a crew and headed down the line from Adel. Despite the track being much better than on the Thomasville line, they're still probably only making 25mph. — Right about 1600h, the southbound got a crew and headed down the line from Adel. Despite the track being much better than on the Thomasville line, they’re still probably only making 25mph.

The green and orange scheme really looks quite good in the afternoon Georgia light.

South of Adel at Greggs, the two motors are really pounding away to make it up the grade.

Here we are in downtown Barney, GA. I'm not exactly sure what the building is, but it's full of all sorts of old equipment (not railway equipment, though...) — Here we are in downtown Barney, GA. I’m not exactly sure what the building is, but it’s full of all sorts of old equipment (not railway equipment, though…)

Between Barney and Morven is another good-sized hill. Fortunately, both motors are still working at this point, but that won't last long. — Between Barney and Morven is another good-sized hill. Fortunately, both motors are still working at this point, but that won’t last long.

I waited in Morven for quite some time before the train finally showed up. When it did appear, it sounded like it was working abnormally hard for gently rolling track. Turns out one of the units had tripped off, and they were running with just a single unit at this point.

Passing the old station in Morven, long ago converted for other uses. The train wouldn't make the next town - Quitman - in daylight, due to only having a single working unit. — Passing the old station in Morven, long ago converted for other uses. The train wouldn’t make the next town – Quitman – in daylight, due to only having a single working unit.

Lacking anywhere better to put these, I decided to add them here. I went searching for the GFRR's operations in Valdosta up to Nashville, GA, but had little luck. I did find these two classic CSX GE B30-7s (both ex-SCL), though, idling in the Valdosta yard. — Lacking anywhere better to put these, I decided to add them here. I went searching for the GFRR’s operations in Valdosta up to Nashville, GA, but had little luck. I did find these two classic CSX GE B30-7s (both ex-SCL), though, idling in the Valdosta yard.

Not only are they neat old units, but they're in sequential order - 5501 and 5502! Also note the caboose stored on the left. — Not only are they neat old units, but they’re in sequential order – 5501 and 5502! Also note the caboose stored on the left.

A better look at 5502 and all the plated-over light holes.

Further north, I found this local sitting on the siding in Cordele under some nicely clearing skies.

Cordele is a busy crossroads for the NS, the CSX, and the Heart of Georgia RR (the HOG). It didn't take too many minutes to get this westbound CSX manifest. — Cordele is a busy crossroads for the NS, the CSX, and the Heart of Georgia RR (the HOG). It didn’t take too many minutes to get this westbound CSX manifest.

As I mentioned, NS is also a player in Cordele. I didn't actually catch any moving trains, but I did find this GP59 sitting on the south end of town. — As I mentioned, NS is also a player in Cordele. I didn’t actually catch any moving trains, but I did find this GP59 sitting on the south end of town.

The Georgia Central – Sun-Tues, Jan 28-30, 2007

The Georgia Central enjoys a unique place amongst short lines, with a roster almost exclusively consisting of first-generation GE U-boats. They run nearly 200 miles of line, crossing central Georgia from Macon to Savannah. The line interchanges with NS on the west end and CSXT on the east. There’s also a connection to an NS branch at Dublin, and the Heart of Georgia Railroad (the HOG) at Vidalia. While the track is still intact, I’m told the HOG no longer runs all the way to Vidalia, though, so don’t expect to see them out there.

For a quick history lesson, the route from Macon to Vidalia was originally built by the Macon, Dublin and Savannah Railroad between 1891-1902. Vidalia to Lyons was built by the Savannah, Americus & Montgomery in 1890, connecting at Lyons with the Savannah and Western on into Savannah, GA. The whole thing eventually wound up under the Seaboard Air Line, which in merger with the ACL became Seaboard Coast Line, which in turn eventually became CSX. Sometime in the mid-1990s, these lines were spun off to the Georgia Central Railway. The GCR of today is a part of Rail Link, itself a subsidiary of the Genesee & Wyoming family of railroads.

The GCR is the only shortline I know of that not only rosters a large number of classic GE U-boats, but they’re even unusual for that. Most of their fleet consists of ex-Southern Railway U23Bs with high short hoods, set up to run long hood first. They’re all painted in the road’s NS-esque black and white scheme, with “Georgia Central” on the side. The O in Georgia is a peach, though on many of the units, the graphic has faded badly. In addition to the high nose U23Bs that form the backbone of the roster, they also have a single short nose U23B and a pair of U30Bs and some assorted EMD stuff. This roster should give you a general idea of what you can expect.

Over-the-road operations seem to be sparse over much of the system, so expect to spend a few rather unrewarding days to actually get some shots of the GCR in action. The GCR’s main road trains originate from yards at both ends of the system. The yard at Macon is immediately adjacent to Central City Park, and power is often parked up at the north end when not in use. While sitting there, it’s easily photographed from public park areas (though light is best in the morning). One note – they seem to be rather vigilent about trespassers – particularly around Macon – so be a good railfan and stay on public property, or at least ask permission. Road trains from the other end start at the GCR’s yard in Savannah, easily found by taking exit 4 from I-516. There’s not a lot to see, but it’s a good place to see if they’re assembling an outbound train. This seems to be a rather rough neighborhood, so be careful.

My experience is that the eastbound train out of Macon is put together in the midday, then hauled up to the yard limit, just shy of the Georgia Hwy 307 crossing (north of exit 160 from I-16). The yard crew then seems to drop the train for the road job. No idea when it goes on duty, but this train is almost always parked short of the grade crossing by the main shops east of Lyons, GA, by the middle of the next morning. As best I can tell, the train proceeds west from Lyons in the mid-afternoon (say, 1500h-1600h), working west to eventually switch the Dublin yard.

The GCR has local switchers stationed at Dublin and Vidalia. These are usually just a single U23B. The Dublin job seems to work weekdays, coming on duty around 0800h-ish, but it spends its entire day inside a papermill just southeast of town. I have no idea what the Vidalia job does – it didn’t move during the three days I spent on the line.

On the west end of the system, the Macon job is reported to go on duty at 0700h, but in my experience, they usually started later – well after 0800h. It might just be a seasonal (or daily) variance, based on the amount of work to do. They usually switch the yard for a while, and then often head up to the Georgia Kaolin plant near Dry Creek. There’s no way to shoot them inside the plant, but they leave the main lined for the spur, and there’s usually plenty of radio chatter to give them away. Apparently they do take cars west to Dublin (reportedly M-W-F), but I never saw it happen despite spending most of Monday watching for it. My guess is that it’s on an as-needed basis, or it happens at night.

The GCR often is out of sight of the road, so a scanner is critical. The GCR’s two frequencies are 160.680 MHz and 160.800 MHz. Except when they’re switching, they don’t chatter much, but the road trains carry FREDs. (The locals seem to stick to blaze orange flags on the end, since they work in daylight.) Scan for the FRED frequency (457.9375 MHz) and you’ll get blips if there’s a train nearby. It’s a great trick for finding trains when you can’t see the tracks. Also bear in mind that much of the line is a tree tunnel, so you’ll lose light fairly early, particularly in the winter.

Here we are at the Georgia Central's Macon yard. The great thing about the GCR is that its entire motive power fleet is composed of rare classic GEs - mostly ex-Southern Railway high-nose U23Bs! — Here we are at the Georgia Central’s Macon yard. The great thing about the GCR is that its entire motive power fleet is composed of rare classic GEs – mostly ex-Southern Railway high-nose U23Bs!

The units are set up to run long hood first, but note the horns located on each end of the unit. The U23Bs come in two main variants - early order units, which have AAR Type B trucks (possibly off traded-in RS3s) and later units, which have the GE FB2 trucks. — The units are set up to run long hood first, but note the horns located on each end of the unit. The U23Bs come in two main variants – early order units, which have AAR Type B trucks (possibly off traded-in RS3s) and later units, which have the GE FB2 trucks.

The road has 17 of these classics, all built in the mid-1970s. They also have two U30Cs, a low-nose U23B, and a handful of EMD power (supposedly, I never saw any). It's just so rare to see a shortline running almost exclusively with old GEs. — The road has 17 of these classics, all built in the mid-1970s. They also have two U30Cs, a low-nose U23B, and a handful of EMD power (supposedly, I never saw any). It’s just so rare to see a shortline running almost exclusively with old GEs.

Central of Georgia 509, a 2-8-0, sits in Central City Park just across from the Georgia Central RR offices. The yard and park are easy to find - just take Exit 2 off of I-16 (south of the I-75 interchange), and head southwest towards town. Follow the signs to Central City Park, and you can't miss the yard! — Central of Georgia 509, a 2-8-0, sits in Central City Park just across from the Georgia Central RR offices. The yard and park are easy to find – just take Exit 2 off of I-16 (south of the I-75 interchange), and head southwest towards town. Follow the signs to Central City Park, and you can’t miss the yard!

One of the more impressive railroad relics in Macon is the old Central of Georgia coaling tower, still standing today.

The Macon job usually runs M-F. That Monday, they were on duty a bit after 0800h. Supposedly they run out to Dublin to interchange with the road freights M-W-F, but all I saw them do was run around the yard and then up to Georgia Kaolin in Dry Creek in the very late afternoon.

This is Vidalia, GA - of course famous for the onion of the same name. There's a switcher kept right downtown. I'm not sure what it switches, though, since I never saw it move. — This is Vidalia, GA – of course famous for the onion of the same name. There’s a switcher kept right downtown. I’m not sure what it switches, though, since I never saw it move.

Vidalia also sports this old caboose - GCR 100 - now serving as an office (I think) for the GCR. — Vidalia also sports this old caboose – GCR 100 – now serving as an office (I think) for the GCR.

Just east of Lyons is the railroad's main shops and offices. They're just to the west of Winge Road, on the east side of town. — Just east of Lyons is the railroad’s main shops and offices. They’re just to the west of Winge Road, on the east side of town.

Lyons is also a good place to catch up with the westbound road freight. It seems to arrive in town overnight, and sits just east of the Winge Road crossing, often with power attached. Then, in the late afternoon, the pattern seems to be that it works west, at least to Dublin.

Dublin is the other town along the line that sports a local switcher. This one, unlike the one at Vidalia, seemed to be active every weekday. By my experience, it spends most of its day working the SP Newsprint plant to the southeast of town on a short branch, so there aren't a lot of photo ops, however. — Dublin is the other town along the line that sports a local switcher. This one, unlike the one at Vidalia, seemed to be active every weekday. By my experience, it spends most of its day working the SP Newsprint plant to the southeast of town on a short branch, so there aren’t a lot of photo ops, however.

A better look at 3968 with the paper plant in the background.

On the east end of the line in Savannah, GA, we find three more U23Bs putting together a westbound road freight.

Normally I wouldn't waste trip report space on roster shots, but these are just so darn unusual. Note that all three of these units in Savannah are of the early batch, and ride on AAR Type B trucks. This is in contrast to the set from Macon, which all are on GE FB2s. — Normally I wouldn’t waste trip report space on roster shots, but these are just so darn unusual. Note that all three of these units in Savannah are of the early batch, and ride on AAR Type B trucks. This is in contrast to the set from Macon, which all are on GE FB2s.

After finishing assembly of this train, the crew took it up as far as the end of yard limits, just east of Dean Forest Hwy (I-16 exist 160), and parked it. Too bad I'd set up for my first shot just beyond that, and got skunked. — After finishing assembly of this train, the crew took it up as far as the end of yard limits, just east of Dean Forest Hwy (I-16 exist 160), and parked it. Too bad I’d set up for my first shot just beyond that, and got skunked.

Back at Lyons, we find another eastbound tied down east of Winge Road.

While I was out looking for anything else moving, the eastbound took off - presumably sometime between 1500h and 1600h. I met up with him coming through Soperton, GA. — While I was out looking for anything else moving, the eastbound took off – presumably sometime between 1500h and 1600h. I met up with him coming through Soperton, GA.

With such late in the day operations, the endless tree tunnels pose some lighting challenges.

The few places with wide open views were often obscured with weeds, poles, etc. This is a crossing near Rockledge, near where the line crosses I-16.

Out on the line, the GCR wastes no time getting from one point to another. Their track is in good shape, and the road freights take advantage of that. Here we are at Minter, just outside Dublin.

Approaching the East Dublin yard, as seen from Hwy 199.

I thought the old crossing signals were a bit of a classic as well, and fit very well with the early GEs.

And into the yard at East Dublin... That's the branch to the papermill that you see splitting off to the left. Follow Hwy 199 south for about a mile and you'll see "Papermill Road" going to the right, which will take you right down to the plant. — And into the yard at East Dublin… That’s the branch to the papermill that you see splitting off to the left. Follow Hwy 199 south for about a mile and you’ll see “Papermill Road” going to the right, which will take you right down to the plant.

A Day at the Folkston Funnel – Wednesday, Jan 31, 2007

Since on Wednesday, 31-Jan-2007, I only had about a half day before needing to head to JAX for the flight home, I decided to stop at the famous Folkston Funnel. Folkston, a small town about four miles north of the GA-FL border on US 1, is one of the premier CSX hotspots of the south. All north-south CSX traffic going in or out of Florida passes through this point before the two former ACL routes diverge going north – one northwest to Waycross and Atlanta, and the other up the Atlantic seaboard via Jesup and Savannah.

The fine city of Folkston has traditionally billed itself as the “Gateway to the Okefenokee Swamp,” but several years back they recognizing that railfans were also naturally drawn to town. As such, they started promoting themselves to folks like us as well. The centerpiece of this is a viewing platform, constructed in 2001 on the east side of the tracks with an excellent view of the line. The platform has lights, fans, a built-in scanner with very good reception, and wireless internet access – particularly handy for reading Trainorders or loading up ATCSMon to figure out what’s coming your way. Once the sun moves through its zenith and trains become backlit from the platform, you can migrate to a park behind the old station, about half a block north and on the other side of the tracks. You won’t get that killer calendar shot from Folkston, but it’s a friendly, relaxing, comfortable place to watch trains where fans are welcome, and there’s plenty of CSX action to keep anyone entertained. Plus, it’s only 34 miles north of Jacksonville International Airport, so it’s a great place to blow part of a day while you’re waiting on your flight home. Remember they do this to attract more tourism, so be sure to drop a little money in town – lunch, gas, etc – to provide something in return for creating such a great place to watch trains.

The platform has actually had quite a bit of press coverage. Of the folks that stopped by while I was there, only three were really hard-core railfans. The rest were either curious as to what it was, or had a casual interest in trains and had seen mention of it either in USA Today or other major newspapers (such as here), or had seem a blurb done on CBS Sunday Morning back in May 2006. The Okefenokee Chamber of Commerce even promotes on it their website. It’s great to see a town that not only recognizes railfans but actively welcomes them as a form of tourist.

‘Twas a bit cold the day I visited, though, so I’d have to recommend going some time a bit warmer. The frequency of trains more than made up for it, though, and only in the couple of lulls did I really notice that I was freezing. I guess that’s a lesson for next time – bring something with long sleeves, and bring more than just a light jacket. In the five hours I was there, I managed to catch 22 trains. Trains down here will call out their symbol and lead motor as they call out signal indications. It comes in very handy for identifying trains, and now I finally understand how you Easterners seem to know the symbol of every train that runs past you. There are also detectors on both sides of Folkston, and they’re very loud and annoying on the platform scanner speakers, but at least there’s pretty much no chance you’ll miss a train. If that doesn’t rattle you out of your slumber, there are grade crossings on each side that will trigger before you can actually see the train from the platform. Just wait for the bells, if the horn and radio chatter don’t wake you up. I’ve included a sampling of what I managed to photograph – both in terms of trains and a few interesting freight cars that went past the platform.

Folkston, Georgia - home of the famous "Folkston Funnel", where nearly all CSX traffic for Florida (northbound and southbound) funnels down to one double track route. The town built this railfan platform in 2001 with a state grant. — Folkston, Georgia – home of the famous “Folkston Funnel”, where nearly all CSX traffic for Florida (northbound and southbound) funnels down to one double track route. The town built this railfan platform in 2001 with a state grant.

Literally within minutes of arriving in Folkston on Wednesday morning, CSXT 673 and 612 showed up with a southbound stacker

Next up is Q601 at 0946h, led by CSXT 9033.

Trailing behind 9033 on Q601 is SD40-2 #8394 in "dark future" paint — Trailing behind 9033 on Q601 is SD40-2 #8394 in “dark future” paint

At 1001h, this is the Silver Meteor, Amtrak train 97, running over two hours late.

I didn't catch the symbol on this one, but it's lead by 5338 and nipping on Amtrak's heels - it's only about three minutes behind. — I didn’t catch the symbol on this one, but it’s lead by 5338 and nipping on Amtrak’s heels – it’s only about three minutes behind.

This is one of the very few YN1 painted units that I've ever seen (CSXT 7588) — This is one of the very few YN1 painted units that I’ve ever seen (CSXT 7588)

Probably about half of this train consisted of these freshly painted 70-ton hoppers. These things look *good*.

Here's Q155 southbound through town at 1017h. Power on the front is CSXT 7863, trailed by CSXT 7922 (an ex-LMS unit) — Here’s Q155 southbound through town at 1017h. Power on the front is CSXT 7863, trailed by CSXT 7922 (an ex-LMS unit)

It's a southbound Herzog ballast train, lead by CSXT 8060 and CSXT 43 at 1034h. — It’s a southbound Herzog ballast train, lead by CSXT 8060 and CSXT 43 at 1034h.

If I got my scribblings correct, this is Q456 northbound through Folkston.

I know, I know, I promise I'll stop showing you photos of the trailing units. This one's special, though. It's an ex-BC Rail unit (BCOL 740), and thus to me is a bit like seeing an old friend. I really do miss the BCR... — I know, I know, I promise I’ll stop showing you photos of the trailing units. This one’s special, though. It’s an ex-BC Rail unit (BCOL 740), and thus to me is a bit like seeing an old friend. I really do miss the BCR…

A father and son look on as a southbound stacker slides through town at 1109h. They were some of quite a few folks dropping by the platform over the course of the day.

Traffic slowed up a bit, with nearly an hour between CSXT 7562 south and this southbound coal train, lead by CSXT 543, 526, and 8508.

Here comes another hot freight with CSXT 9006 up front. The train is mostly stacks, but up front are a few returning Tropicana refrigerated cars.

Here's a better look at one of the Tropicana cars. These are used to haul fresh juice out of Florida plants. — Here’s a better look at one of the Tropicana cars. These are used to haul fresh juice out of Florida plants.

Another southbound manifest at 1240h, this one lead by CSXT 7377, an ex-Conrail 8-40CW.

At 1302h, I notice the light is really getting unusable from the platform when CSXT 678 north arrives.

Before I can get moved over to the park on the west side (behind the old depot), more trains show up. Here's CSXT 140 and 33 southbound with a coal train at 1309h. — Before I can get moved over to the park on the west side (behind the old depot), more trains show up. Here’s CSXT 140 and 33 southbound with a coal train at 1309h.

And at 1320h, these odd visitors show up - a pair of Canadian National SD75Is (5773 and 5754) lead Q237-29. — And at 1320h, these odd visitors show up – a pair of Canadian National SD75Is (5773 and 5754) lead Q237-29.

After the CNs, I finally decide to get off my butt and switch sides. I didn't get much of a break between trains - this is Q121 with CSXT 635, 7327, and 7553 in the lead. The signals in the background control the double track junction that brings together the lines from Waycross and Jesup. — After the CNs, I finally decide to get off my butt and switch sides. I didn’t get much of a break between trains – this is Q121 with CSXT 635, 7327, and 7553 in the lead. The signals in the background control the double track junction that brings together the lines from Waycross and Jesup.

As 635 is passing, CSXT 4824 comes up from the south, for a meet right in front of the railfan platform.

A few minutes before, a logging truck had torn off the gate at the Martin Street crossing and screwed up the signal a bit. The other guys at the platform called it in (I didn't see it from my position), and within minutes there was a maintainer on site fixing it and all trains were getting a form EC1 slow order. This guy is just barely creeping through town. — A few minutes before, a logging truck had torn off the gate at the Martin Street crossing and screwed up the signal a bit. The other guys at the platform called it in (I didn’t see it from my position), and within minutes there was a maintainer on site fixing it and all trains were getting a form EC1 slow order. This guy is just barely creeping through town.

You don't see many of these - four truck (eight axle) tank cars. Big tankers are one of my favorite freight car oddities - learn all about them on Mike Palmieri's RailWhales site. — You don’t see many of these – four truck (eight axle) tank cars. Big tankers are one of my favorite freight car oddities – learn all about them on Mike Palmieri’s RailWhales site.

Next up is what I believe was V109, lead by CSXT 395 at 1413h.

395 passes the Folkston watertower, proclaming its claim to fame as the "Gateway to the Okefenokee". They're really going to have to add "Railfan Mecca of the Southeast". — 395 passes the Folkston watertower, proclaming its claim to fame as the “Gateway to the Okefenokee”. They’re really going to have to add “Railfan Mecca of the Southeast”.

At 1432h, another ex-LMSX 8-40CW comes by with K939 in tow. This is a wider view of the park behind the old depot, just a block down from the platform.

It's now nearly 1515h, and I really need to be heading for the airport in Jacksonville to catch my flight home. I decide to stay for just one more, though. Here it is, the last train of my stop at Folkston, lead by CSXT 5396 and two trailing BNSF SD40-2s. — It’s now nearly 1515h, and I really need to be heading for the airport in Jacksonville to catch my flight home. I decide to stay for just one more, though. Here it is, the last train of my stop at Folkston, lead by CSXT 5396 and two trailing BNSF SD40-2s.

One last shot of the northbound passing the platform in the background.

All photographs in this trip report were taken with a Canon EOS 20D using either a Canon 24-105mm F4 L IS/USM or a Canon 75-300mm f4-5.6 IS/USM.

This work is copyright 2024 by Nathan D. Holmes, but all text and images are licensed and reusable under a Creative Commons Attribution-NonCommercial-ShareAlike license. Basically you’re welcome to use any of this as long as it’s not for commercial purposes, you credit me as the source, and you share any derivative works under the same license. I’d encourage others to consider similar licenses for their works.