April 12, 1862 found the almost six-foot Fuller, who was about to turn 29, to be intimately familiar with all aspects of the operation, line, and terrain after seven years of work on the Atlanta-Chattanooga run. He was dedicated to the Southern cause and had attempted to join the militia, but his railroad work was essential and he was prevented from doing so by the governor himself.
Fuller was commended by the state for his valor, determination, and dedication for his actions during the raid and, in August 1863, was made responsible for recruiting and training members of the Independent State Railroad Guard. He served two six-month terms into the summer of 1864 as a captain. From 1870 he worked for the Macon & Western Railroad and returned to the W&A in 1876. He later became a merchant in Atlanta and had remarried in 1874 to Susan Alford, with whom he had five children. Fuller died on December 28, 1905 and is buried in Atlanta’s Oakland Cemetery.
While none of the Southern participants in the chase received decorations or monetary awards, Fuller’s son was presented a Special Georgia Gold Medal in 1950 commemorating the chase. Fuller was very much aware of his importance in foiling the raiders and he defended his place adamantly when others gave themselves more credit or implied his role was lesser. He just as adamantly pursued the punishment of the raiders and did not approve of their subsequent exchange. Nonetheless he attended the raiders’ 1888 reunion and was well received by his former adversaries.
The Yonah was sitting on its turntable, its loaded tender on a siding. They explained the situation to the Yonah’s crew and all hands pitched in, turning the locomotive around, rolling the heavy tender to it, and hitching it up to a flatcar. Murphy oversaw the loading of rails, crossties, and hand tools to repair damage. They also took on several furloughed Confederate soldiers waiting at the station, although these men were probably unarmed. As the old locomotive sped on its way, Fuller was more than confident that he could catch the train thieves with this powerful engine. The main railyard and junction at Kingston was only 14 miles away and the train thieves might get held up there. He was on guard for lifted rails and this held their speed down on curves and rises where forward vision was restricted, but the Yonah made, on the whole, excellent progress.
“Someone is running off with your train!” a startled Anthony Murphy said to Conductor James Fuller after sitting down to breakfast in the Lacy Hotel in Big Shanty. It was about 5.30am when the raiders rolled off north in full view of Confederate sentries at Camp McDonald across the tracks from the hotel. The baggage and mail car and two passenger cars had been uncoupled from the General and left behind. (Pittenger)
Kingston–Rome Junction
The large town of Carterville was only 2 miles beyond Etowah junction. Numerous astonished passengers waited there on the station platform as the General sped through without slowing. The raiders again cut the telegraph wire after passing a town. Someone came up with the idea of cutting the wire, fastening it to a boxcar, and driving off ripping down the wire and even the poles.
Five miles further they came upon remote Cass Station – the attendant Cassville town was about 2 miles north of the station, as the community had decided it did not want the dirty, noisy railroad running through their town. Here they stocked up on wood and water, oiled the engine, and talked the gullible stationmaster out of the day’s time schedule. It was also here that they told their cover story to the stationmaster and tank-tender, both of whom accepted it. Andrews, cool under pressure, explained that he was a Confederate officer who had commandeered the train. He was running a load of desperately needed gunpowder to Gen Beauregard, who was fighting at Corinth, Alabama. This was a weak story at best, as it was known by now that Mitchel had taken Huntsville, and that the Memphis & Charleston RR running west was cut by the Yankees. Fuller assured the stationmaster that the regular passenger train with its usual crew would be along soon. In a way, this was true. They were unable to obtain additional tools for lifting rails, even though they had discreetly enquired. Nor had they obtained any flammable materials necessary to fire bridges. More significantly, it was still raining.
Gen Mitchel was also doing his part. Having taken Huntsville, he now had access to locomotives and rolling stock on the Memphis & Charleston RR. To the west, toward Confederate-held Corinth, Alabama, he dispatched a train loaded with troops to seize the Tennessee River Bridge at Decatur. This secured his west flank and could take pressure off Buell further west. He would also send an armed train, followed by troops, 70 miles east to Stevenson – this would put him 40 miles southwest of Chattanooga. It was hoped to dispatch this train on Friday afternoon but delays did not see it on its way until Saturday morning, the same morning the raiders seized the General. Aboard the train was the 3rd Division’s 9th Brigade, the parent brigade of Andrews’ Ohioans. They rolled into Stevenson late Saturday afternoon. If Andrew’s expedition had been successful they should have met Mitchel the afternoon of the previous day. Andrews did not know of these latest plans, but this would have to be his destination.
Allatoona, Georgia looking north through Allatoona Gap. Crossties were natural weathered wood (they were not treated with creosote), 8in wide, 8in between ties. Rails were fastened to every other tie with one spike on each side (none on alternating ties). There were no sleeper plates, the rail rested directly on ties. Most ties were squared, others were round timbers planed flat on the top side and ends were saw-cut at an angle. Note that the main line track (right) is elevated a few inches higher than sidings (left), standard arrangement so engineers could easily identify the main line alongside sidings. (National Archives)
Kingston was only 7 miles beyond Cass Station. This was the major railyard between Atlanta and Chattanooga, and the junction with the Rome RR coming in from the west. There were four lengthy sidings on the west side of the main line plus the Rome line branched into a wide “Y” with the two spurs connecting to the main line both north and south. Andrews knew that if there was to be a problem getting through on the line it would be encountered here. He expected at least three trains coming from the north.
The General huffed into the Kingston yard at 8.30am with the raiders on high alert. Those in the boxcar had their pistols ready and the doors open only a tiny crack. There were two trains on the sidings (the Rome train and another with an unrecorded engine), yard-crew all about, and, some 200 yards northwest of the station, a militia company in the middle of a drill. It was a hive of activity.
OTHER PARTICIPATING LOCOMOTIVES
Three other locomotives took part in the great chase to varying degrees, serving in different roles. None of these locomotives remain today as they were scrapped after the war and none were ever photographed.
The Yonah (named after the nearby mountain, Cherokee for “bear”) has been depicted as a small yard or switch engine in the Walt Disney movie and documentaries. In reality she was a 4-4-0 freight engine built by the Rogers, Ketchum and Grosvenor Locomotive Works, the same firm that built the General and was similar, just older. She did have slightly smaller drive wheels to provide more motive power. She was owned by the W&A, but leased to the Cooper Iron Works. The Yonah survived the 1864 Union destruction of the iron works, and after the war served as a stationary engine providing power at the W&A’s Atlanta workshops. She was scrapped at some point, but exactly when has not been recorded.
The William R. Smith was an old 4-2-0 locomotive built by the Norris Locomotive Works in Philadelphia. She was operated by the Rome Railroad and named after the line’s owner. The Smith was transferred to the Muskogee RR on a Columbus-to-Macon, Georgia run. Soon after Appomattox, a Union cavalry raid destroyed her in Columbus.
The final participating locomotive, albeit in a minor role, was the W&A’s Catossa, named after the northwest Georgia county. She was an older 4-4-0 American Standard.
After being delayed at Kingston for over an hour, Andrews headed north at full speed pushing the General hard. This Harper’s illustration is inaccurate in that most of the raiders remained hidden in a boxcar and the
y had no shoulder arms.
The wayward train pulled up just past the station and Andrews strolled confidently up to the station agent, Uriah Stephens, and asked for the switch key. The General needed to be on a siding to allow the southbound freight to pass through. He gave the same story about being a powder train under special orders en route to Beauregard and that the regular freight-passenger train would be along presently. Even though many had taken note of the strange train and crew, the raiders were not challenged. Andrews found that the southbound was delayed and the General was to wait, so they ran forward on to the northbound line and then backed on to the easternmost siding. There they waited, nervous and alert, but unmolested.
At about 9.00am as expected, the awaited New York rolled into the yard from the north with over a dozen cars. Andrews approached the conductor, identified himself as a Confederate officer on special assignment, and asked him to clear the main line by moving his train on to a siding. This conductor had no reason to suspect Andrews’ authority after noting the respect others in the yard gave him. As the New York pulled past, Andrews saw a red flag on the end car. His enquiries uncovered that numerous trains were bringing supplies and rolling stock out of Chattanooga – there would be more unscheduled southbound trains. The reason was because Mitchel was said to have taken Huntsville and was moving toward Chattanooga. The New York’s conductor also said he could not get through to Beauregard anyway because of Mitchel’s offensive. Andrews, remaining composed and confident, stated that he refused to believe the Yankees were that successful and that he had his orders.
The waiting continued with the men cloistered in the boxcar growing more uneasy having not been kept informed. Just before 10.00am a second train arrived. It too carried a red flag warning of yet another train following. Initially, the railroad men at Kingston had readily accepted Andrews’ story – anything for the war effort. However, his “special” train had been there for over an hour and Fuller’s regular train had not arrived, nor had any telegraph traffic from the south. Why had they not been notified of the special train? Andrews, as cool as ever, responded with anger, declaring that his essential train should be let through, being more important than those fleeing from the north. Finally, Andrews sent Knight back to tell the men in the boxcar the reason for the delay and to remain calm.
The third train finally arrived and Andrews ordered its conductor to move it out of the way. After over an hour’s wait the way was clear. However, an old switchman refused Andrews’ request to open the switch to the main line. Andrews, jesting with the man, took the key, opened the switch enduring threats of arrest, and stepped into the General’s cab as it started up the clear line, and departed with the key. It continued to rain.
THE CHASE ENDS, 10.00AM TO 1.30PM
APRIL 12, 1862
ACTIONS OF THE UNION RAIDERS
1 The General bypasses the Texas at Adairsville.
2 The General bypasses the Catoosa locomotive at Calhoun.
3 The raiders cut the telegraph wire and loosen a rail outside Calhoun. They also detach the boxcar.
4 The raiders begin tossing ties on the track and detach a second boxcar. They are unable to burn the Oostanaula River bridge.
5 The raiders collect more wood and water for the General at Green’s Wood Yard and Tilton.
6 The General continues towards Chattanooga.
7 The General is almost out of fuel and is rapidly loosing steam.
8 The General loses power and the raiders are forced to abandon it. They scatter into the forest at 1.00pm.
ACTIONS OF THE CONFEDERATE PURSUERS:
A Two miles south of Adairsville Fuller commandeers the Texas.
B The cars of the Texas are backed onto the siding in Adairsville and they continue the pursuit.
C The Texas picks up a telegraph operator from Dalton. The Catoosa follows with 11 soldiers on board.
D Fuller spots his stolen train for the first time. The Texas creeps across the loose rail and couples on to a boxcar.
E The Texas couples onto a second boxcar.
F The Texas detaches two boxcars at Resaca.
G The telegraph operator dropped off at Dalton succeeds in getting a message through to Chattanooga.
H The Texas slows as it approaches the abandoned General. The Catoosa arrives. The Texas pulls the General back home at 1.30pm.
I A company of Confederate soldiers from Chattanooga establishes an ambush outside of Chickamauga.
Adairsville is the midway point between Atlanta and Chattanooga. It was here that the Texas, a southbound freight, was encountered by the raiders. They were further delayed by a second southbound train they had to wait for. Fuller would commandeer the Texas two miles south of Adairsville. Today the old station, with modern improvements, is the Adairsville Visitor Center and History Museum. (Author)
Fuller, aboard the Yonah, was barreling up the line, claiming to have covered the 14 miles between Etowah and Kingston in 15 minutes, and this was on a poor track; slowing down through Cartersville, and clearing two barricades. The raiders failed to lift a rail after Etowah because of the lack of tools. They would have had time, were it not for the one-hour delay in Kingston. At Cass Station Fuller heard of Andrews’ special powder train story and they now began to worry about an ambush. Fuller rode on the engine’s front looking for rail breaks.
Arriving in Kingston, Fuller found the main line and sidings blocked by at least five trains. It would require too much time to shuttle trains about to let the Yonah pass; they would have to find another train. Fuller ran to the station and explained the situation. The telegraph line north was already cut and the General had departed only minutes before. Amid the confusion Fuller ran to the William R. Smith, the Rome RR engine, and explained to the engineer that he needed his locomotive. In the meantime Murphy had the New York drop its cars and was coupling on the flatcar of repair supplies as it was the better engine. The Smith dropped its one passenger car, retaining its baggage car, which was promptly boarded by the militia company, who were partaking of corn liquor amidst all the excitement. Murphy sent a runner to tell Fuller to move the Smith and saw that engine pulling out with Wiley Harbin at the throttle, William Kernodle stoking, and Joe Lassiter working the brakes. Murphy raced after it, abandoning the ready New York, and barely caught up.
Outside of Kingston the General halted, erected a barricade, and tore the wire down. There was no further concern about maintaining the schedule. Andrews was pushing the General at top speed. They halted again 6 miles north to lift a rail.12 Half the men worked on the rail with their one tool and others loaded ties to fuel bridge fires; spare ties were stacked at intervals along the line.13 The rail was only partly loosened when they were stunned to hear a train whistle. This spurred the men to yank up the rail with such force that it snapped. They boarded with the rail and were off at top speed. Ahead was Adairsville, where they would have to pass two more southbound trains. They had to make it to the Oostanaula River Bridge some 20 miles ahead, but they had little chance now unless it and some of the Chickamauga bridges were burned.
Unable to lift rails rapidly enough and with the crossties barricades failing to delay the Texas sufficiently, the raiders battered holes through the ends of the boxcars and desperately tossed crossties on to the tracks in a futile effort to derail or at least slow the Texas. Most of the crossties simply bounced off the tracks owing to the General’s high speed. (Pittenger)
At Adairsville, the midway point between Atlanta and Chattanooga, Andrews found the Texas, the southbound freight with 21 cars. Andrews presented his usual story, convincing the conductor to continue south and clear the line for him. The following southbound passenger train was 30 minutes overdue. Cautioned to go slow and send a flagman ahead on curves, Andrews headed out. He took neither precaution other than keeping the whistle going while running at top speed. They reached over 60mph by dousing oil into the firebox.
Tearing into Calhoun, they narrowly avoided colliding with the passenger train p
ulled by the Catoosa. She quickly backed up enough to let the General careen on to the siding, but the raiders had to screech to a stop as the long freight train blocked the siding’s exit. Rattled by the near collision the Catoosa’s crew was hardly cooperative with the reckless “special” train. An equally shaken Andrews told his story, but the angry crew was reluctant and feared another northbound train would be heading in their direction. Finally Andrews, using his typical bluster, ordered the crew to move the train forward. The next step would have been to draw pistols. With no more scheduled southbound trains, and the broken rail between them and the pursuing train, there was nothing to stop them.
It was not long before the William R. Smith was halted by the rail break. Murphy was glad to be rid of the underpowered engine and the drunken militiamen. Fuller and Murphy took off at a run, knowing the passenger train with the Texas was heading toward them. In the meantime the Smith’s engineer, Harbin, removed a rail from behind his train and replaced the broken rail. They went on in hopes of being of aid. Two miles outside of Adairsville, Fuller and Murphy met the Texas, related their story, and started backing to Adairsville. The cars were backed on to a siding; the Texas pulled forward, and then started backing up the main line. There was no way to turn around, or a need to. She would run just as fast in reverse as forward. This newest W&A locomotive was fresh out of overhaul and easily equal to the General. Engineer Peter Bracken, assisted by fireman Henry Haney and wood-passer Alonzo Martin, opened her up.
The Great Locomotive Chase Page 6
