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Tennessee, Alabama and Georgia Railway: Map, History, Rosters

Last revised: October 16, 2026

By: Adam Burns

The Tennessee, Alabama and Georgia ran from Chattanooga to Gadsden, Alabama, across the northwest corner of Georgia. Its May 1929 passenger table makes that trip 91.7 miles, from Union Depot to Gadsden. The Interstate Commerce Commission’s valuation measured the owned road on a different basis and inventoried 86.765 miles, beginning at Alton Park. Reporting mark TAG. The company was called the TAG Route. The predecessor Chattanooga Southern was the Pigeon Mountain Route, for the plateau the line followed south of Chattanooga.

The final name is the one C. E. James put on a Georgia company after a receivership sale in April 1922. A Delaware corporation of the same name was organized on August 31, 1937. The Southern Railway took stock control under an Interstate Commerce Commission order served December 8, 1970, with the closing scheduled for January 1, 1971, and operated the railroad as a subsidiary. Richard Prince’s steam list and all five diesels are on this page.

Tennessee, Alabama & Georgia GP38 No. 80, the John A. Chambliss, in February 1968. American-Rails.com collection. Electro-Motive order 5736, unit 5736-1, serial 33802. The railroad’s only GP38. It became Southern 2879, then Norfolk Southern 2879, and it runs again at the Tennessee Valley Railroad Museum.

On this page: Chattanooga Southern · The Railway · At a glance · The 1969 map · May 1929 · Steam · Five diesels · Southern control

Chattanooga Southern

The Chattanooga Southern Railway was organized under Georgia law on October 24, 1887, and under Alabama law on May 3, 1890, as a separate company in each state. The two were consolidated under a Georgia special act of September 29, 1889, and an Alabama act of May 11, 1890. Construction from the Tennessee–Georgia state line to Gadsden ran from March 17, 1888, to June 10, 1891, and the valuation records that piece as 86.16 miles.

Three short additions belonged to the same company. An Owl Hollow branch of 1891 was 0.84 mile. An Estelle branch of 1891 was 0.66 mile. On February 17, 1894, the company bought Alton Park to Doty, 0.60 mile, from individuals. The valuation says the date and the manner of that short piece’s construction are unknown. The owned line the Commission described runs southwesterly from Alton Park to Gadsden. In Chattanooga itself the carrier operated 0.070 mile under lease.

The debt caught the railway early. A receivership began on January 19, 1892. The property was sold at foreclosure on February 14, 1895, and reorganized on January 10, 1896, as the Chattanooga Southern Railroad. The Georgia incorporation of that railroad is January 9, 1896, and the Alabama incorporation is January 10.

The railroad added three branches of its own. The Coe branch, June 1903, was 2.60 miles. The Round Mountain branch, 1905, was 2.78 miles. The Hillsdale branch, February 1911, was 0.80 mile. In 1915 the Coe branch and the Hillsdale branch were abandoned, 3.40 miles together. Chesterfield, on the May 1929 card, is a main-line station at mile 50.0. It is a different place from the Coe branch.

The Tennessee, Alabama & Georgia Railroad was formed to buy this property and two paper companies that had built nothing. The articles of consolidation are dated January 10, 1911, effective February 1, 1911, filed in Alabama on January 21 and in Georgia on January 25. The paper companies were the Gadsden & Birmingham Railroad, an Alabama corporation of November 26, 1910, and the Chattanooga and Atlanta Railroad, a Georgia corporation of January 3, 1911. What they bought was the Chattanooga Southern Railroad. The mileage recorded at that consolidation was 94.44. After the 1915 abandonments the recorded net was 91.04. The mileage actually inventoried at valuation was 86.765. Of all tracks, the carrier wholly owned and used 99.431 miles and used but did not own 0.142 mile.

The Railway

The Tax Court’s findings in the company’s excess-profits case give the next sale. In April 1922 C. E. James bid $130,000 for the railroad at a receivership sale. He organized the Tennessee, Alabama & Georgia Railway as a Georgia corporation and assigned the bid to it. The consideration was all of the capital stock, 2,000 shares at a par of $100, and the new company’s assumption of the bid. In March 1929 W. H. Coverdale bought that stock and the open account from the people who then held the James interest, for $400,000.

On August 31, 1937, a Delaware corporation of the same name was organized, with an authorized capital of $750,000, divided into 150,000 shares of $5 par. A reorganization plan dated September 28, 1937, was accepted the same day. The Sixth Circuit, reviewing the tax years 1940 and 1941, described that Delaware company as the owner and operator of the short line between Chattanooga and Gadsden. The May 1929 card belongs to the Georgia company of 1922. The GP38 of 1968 belongs to the Delaware company. Both used the name Railway.

At a glance

The 1969 map

An official 1969 system map of the Tennessee, Alabama & Georgia Railway. Author’s collection. Chattanooga is the north end and the general office. Gadsden is the south end. The May 1929 card, forty years earlier, already shows the same end-to-end railroad, with Gadsden at 91.7 miles.

May 1929

The passenger page reproduced here is dated May 1929. John A. Chambliss, printed on the card as Jno. A. Chambliss, is chairman of the board and treasurer, in Chattanooga. George H. Burgess is president. L. E. Geohegan is vice president. H. F. Bohr is vice president, operation. Z. Cartter Patten is secretary. D. E. Hedges is comptroller. J. F. Ashworth is master mechanic at Alton Park, which is the shop point 3.1 miles from the depot. The general offices are in Chattanooga.

Train No. 1 leaves Chattanooga Union Depot at 7:45 a.m. and arrives at Gadsden at 11:30 a.m. Train No. 2 leaves Gadsden at 1:00 p.m. and arrives at Chattanooga at 4:45 p.m. Both are daily motor cars, on Central time. The card’s connections at Chattanooga are with all lines diverging, with the Central of Georgia, with the Louisville & Nashville, and with the Nashville, Chattanooga & St. Louis. At Gadsden the connections are the Louisville & Nashville and the Alabama Great Southern, a Southern subsidiary. The inset map labels Durham coal mines, coal at Jamestown, iron ore at several points, and a Round Mountain branch, the 2.78-mile branch of 1905.

The Tennessee, Alabama and Georgia’s May 1929 passenger table. Trains 1 and 2, motor cars, Central time. Gadsden is 91.7 miles from Chattanooga Union Depot. No. 1 reads down. No. 2 reads up.

Steam

The steam roster is Richard Prince’s list in Central of Georgia Railway And Connecting Lines (1976). He gives the road number, the wheel arrangement, the builder, the date, and the former owner. Counted once, the list is 32 locomotives. Nos. 102 and 103 are the same two Americans as Nos. 2 and 3. Nos. 4 and 5 are marked as second use. The six Chattanooga Southern engines continued onto the TAG under the same numbers.

Chattanooga Southern

Tennessee, Alabama & Georgia

The secondhand Consolidations from the Louisville & Nashville, the Mikados from the New York Central, the Erie, and the Monon, and the two Lima 2-8-4s from the Boston & Albany are the heavy end of Prince’s list. The Ten-Wheelers 8 and 9, built new in 1916, are the last new passenger-type engines on it. No. 7 is a Mogul from the Cincinnati, New Orleans & Texas Pacific, acquired in 1904, with that railroad’s numbers 26, 526, and 615 behind it.

No. 101 is the engine that survived. It is Baldwin works 55644, built in 1922. Prince’s list dates Nos. 100 and 101 together as acquired new in 1920, and a works number for No. 100 was not confirmed, so the pair is split in the table. No. 101 left the TAG in 1931 for the Fordyce & Princeton, was retired on that railroad in 1948, and is preserved at Fordyce, Arkansas. It was listed on the National Register of Historic Places on January 24, 2008.

Five diesels

The diesel fleet is five locomotives, all from Electro-Motive, and all accounted for on the Southern diesel roster. The three GP7s are order 6303, built without dynamic brakes. Nos. 707 and 708 are April 1951, serials 14569 and 14570. No. 709 is August 1951, serial 14750. On the Southern they became 8235, 8236, and 8237, renumbered from 708, 709, and 707. Nos. 708 and 709 were briefly 705 and 706, second use, before they became 8235 and 8236.

The GP18 is order 5610, February 1960, serial 26675, built as 801. It was later numbered 50 and named the Dave E. Hedges. On the May 1929 card, D. E. Hedges is comptroller. The photograph’s caption calls him the president, which is the office the name on the engine commemorates. Southern 179 is this locomotive, renumbered from 801.

The GP38 is order 5736, unit 5736-1, February 1968, serial 33802, road number 80. It was named the John A. Chambliss. He is chairman and treasurer on the 1929 card. The Tennessee Valley Railroad Museum, which owns the engine now, calls him the vice president the locomotive was named for, and says it was numbered 80 because it was dedicated on his 80th birthday. The museum calls it the first high-hood GP38, at 2,000 horsepower. The museum’s specification card lists a weight of 245,000 pounds and an EMD 16-645 prime mover. Chambliss-family donations paid for the museum’s purchase. The restoration ran through 2015 and 2016, and the engine returned to service in March 2017 in TAG paint, as No. 80. Southern 2879, and then Norfolk Southern 2879, are the numbers it carried in between.

The quantity column totals five locomotives.

A Tennessee, Alabama & Georgia publicity photograph of new GP18 No. 50, the Dave E. Hedges, about 1960. American-Rails.com collection. Built as No. 801, order 5610, serial 26675, February 1960. It became Southern 179.

Southern control

On December 8, 1970, the Chattanooga News-Free Press reported an Interstate Commerce Commission order, served that day, authorizing the Southern to acquire stock control of the Tennessee, Alabama & Georgia Railway by an exchange of shares. The exchange was 0.3 share of Southern no-par common for each share of TAG common. More than 99.99 percent of the TAG shares had been tendered and placed in escrow. Southern and the TAG scheduled January 1, 1971, as the closing. The railroad was to be operated as a Southern subsidiary. Garrison Siskin, the TAG’s chairman, was to continue as chairman and to stay in the management. W. Graham Claytor Jr. was the Southern’s president on that announcement.

The company was still a separate corporation a generation later. A Surface Transportation Board notice published July 16, 2018, names the Tennessee, Alabama & Georgia Railway Company as a wholly owned subsidiary of the Norfolk Southern Railway Company. In the same notice the TAG and the Chattooga & Chickamauga Railway asked to discontinue service. The TAG’s piece is about 16.8 miles, from milepost TA 6.3 at or near Flintstone, Georgia, to milepost TA 23.1 at or near Hedges, Georgia. The Chattooga & Chickamauga’s piece is the lease of about 19.20 miles, owned by the TAG and the Alabama Great Southern, from milepost TA 3.94 at Chattanooga to the same TA 23.1, plus overhead trackage rights inside Chattanooga. The railroads certified that no local or overhead common-carrier service had moved over the line for at least two years. The exemption was effective August 15, 2018. The notice is a discontinuance of service. Abandonment of the property is a later proceeding, and the notice sets the environmental review aside for that step.

The Chattooga & Chickamauga’s other railroad is the former Central of Georgia south from Chattanooga, which is not this line. Railway Gazette International’s 2022 organization entry describes it as running from Chattanooga through Chickamauga and Berryton to Lyerly, 68 kilometers, on infrastructure owned by the Georgia Department of Transportation and operated by Genesee & Wyoming since 2008. What the TAG itself still was, in the 2018 notice, was the subsidiary that held the Chattanooga–Hedges line and was giving up the service.

Related Reading

• Southern Railway
• Central of Georgia
• Louisville & Nashville
• Nashville, Chattanooga & St. Louis
• Cincinnati, New Orleans & Texas Pacific
• Tennessee Valley Railroad Museum

Sources

• Interstate Commerce Commission valuation of the Tennessee, Alabama & Georgia Railroad, the corporate-history table and the mileage account, transcribed from the report scanned at Google Books, id lU90BuTNG_4C. Chattanooga Southern Railway, Georgia October 24, 1887, and Alabama May 3, 1890, consolidated September 29, 1889, and May 11, 1890. Construction from the Tennessee–Georgia state line to Gadsden, March 17, 1888, to June 10, 1891, 86.16 miles. Owl Hollow, Estelle, and Alton Park–Doty. Receivership begun January 19, 1892, foreclosure sale February 14, 1895, reorganized January 10, 1896. Round Mountain, Coe, and Hillsdale branches. Articles of consolidation dated January 10, 1911, effective February 1, 1911. The Gadsden & Birmingham and the Chattanooga and Atlanta constructed no road. Recorded 94.44, abandonments of 1915 totaling 3.40, recorded net 91.04, inventoried owned mileage 86.765, a 0.070-mile lease in Chattanooga, and the all-tracks figures 99.431 and 0.142. Owned mileage runs from Alton Park to Gadsden.
• Tennessee, Alabama & Georgia Railway Co. v. Commissioner, 13 T.C. 486 (1949), affirmed, 187 F.2d 826 (6th Cir. 1951). C. E. James’s $130,000 bid at a receivership sale in April 1922, the Georgia Railway, 2,000 shares at $100 par, and the assignment of the bid. W. H. Coverdale’s purchase of the stock and the open account in March 1929 for $400,000. The Delaware corporation of August 31, 1937, authorized capital $750,000. The plan of September 28, 1937, accepted the same day. The Sixth Circuit’s description of that company as the owner and operator of the short line between Chattanooga and Gadsden.
• The railroad’s May 1929 passenger table, the page reproduced here. Officers, trains 1 and 2, motor cars, Central time, Union Depot, and the station miles through Gadsden at 91.7. Connections as named on the card. The inset labels for coal, iron ore, and the Round Mountain branch. The card prints the chairman as Jno. A. Chambliss.
• Chattanooga News-Free Press, December 8, 1970, the report of the Interstate Commerce Commission order served that day, as reproduced on the TAG Railway newspaper page. Exchange of 0.3 share of Southern no-par common for each TAG common share. More than 99.99 percent tendered and in escrow. Closing scheduled January 1, 1971. Operation as a Southern subsidiary. Garrison Siskin to continue as chairman. W. Graham Claytor Jr. was the Southern’s president.
• Richard E. Prince, Central of Georgia Railway And Connecting Lines (Stanway-Wheelright, 1976). The Chattanooga Southern and Tennessee, Alabama & Georgia steam lists, including the former-owner notes, as the previous page of this article carried them. Nos. 102 and 103 are treated here as the same engines as Nos. 2 and 3.
• Preservation record of TAG No. 101, Baldwin works 55644, built 1922. It left the TAG in 1931 for the Fordyce & Princeton, was retired there in 1948, is preserved at Fordyce, Arkansas, and was listed on the National Register of Historic Places on January 24, 2008. Cylinder, driver, and boiler figures in the published summaries of that engine disagree with one another and are not used here. Prince’s 1920 date for the pair 100–101 is the book’s date, and it is not used as 101’s builder year.
• Electro-Motive order lists. Order 6303: April 1951, serials 14569 and 14570, TAG 707 and 708, and August 1951, serial 14750, TAG 709, no dynamic brake. Order 5610: February 1960, serial 26675, TA&G 801, one GP18. Order 5736: February 1968, serial 33802, TAG 80, one GP38. The serial index line for 33802 is order-unit 5736-1 and carries the later numbers Southern 2879 and Norfolk Southern 2879. The GP18 page on this site lists the same 801.
• Southern Railway diesel roster on this site. GP18 179, February 1960, renumbered from 801. GP38 2879, February 1968, renumbered from 80. GP7s 8235–8237, April, August, and April 1951, renumbered from 708, 709, and 707, with 708 and 709 briefly numbered 705 and 706, second use.
• Tennessee Valley Railroad Museum, equipment page for Tennessee, Alabama & Georgia 80. Named for vice president John A. Chambliss and numbered 80 for his 80th birthday. Called there the first high-hood GP38, 2,000 horsepower. The museum’s specification card: weight 245,000 pounds, prime mover EMD 16-645. Southern 2879 and Norfolk Southern 2879. Bought for the museum with Chambliss-family donations, restored in 2015 and 2016, and returned to service in March 2017 numbered 80.
• Surface Transportation Board, Federal Register, July 16, 2018, 83 FR 32945, Docket AB 290 (Sub-No. 401X) and Docket AB 1058X. The TAG as a wholly owned subsidiary of the Norfolk Southern Railway Company. Discontinuance of service over TA 6.3 to TA 23.1, the Chattooga & Chickamauga lease from TA 3.94 to TA 23.1, and the overhead rights in Chattanooga. No common-carrier service for at least two years. Effective August 15, 2018. The proceeding is a discontinuance, and the notice says an abandonment would carry its own environmental review.
• Railway Gazette International, Chattooga & Chickamauga Railway organization entry, May 1, 2022. The former Central of Georgia line from Chattanooga to Lyerly, 68 kilometers, infrastructure owned by the Georgia Department of Transportation, operated by Genesee & Wyoming since 2008. That entry is used here only for that line.

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    A New Jersey bankruptcy court on October 29, 2026 authorized $257.7 million in notes for Brightline Trains Florida. The operating company is not one of the 17 debtor holding companies.

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49. Brightline West Still Waiting on a $6 Billion Federal Loan

    Oct 31, 26 12:11 AM

    
    Brightline West said October 27, 2026 that it is still working through a $6 billion federal loan and still talks about opening in 2029. The Florida restructuring is a separate company.

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50. BNSF Reopens the Gallup Subdivision After New Mexico Flooding

    Oct 31, 26 12:06 AM

    
    BNSF said October 28, 2026 that both Gallup Subdivision main tracks are back after flooding near Laguna, New Mexico. The El Paso Subdivision was still out of service.

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