USA > Tennessee > Davidson County > Nashville > History of Nashville, Tenn. > Part 35
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In the meantime the Hillsboro and Franklin Turnpike Company, char- tered in 1875, had taken possession of that part of the road-bed of the old Nashville and Hillsboro Turnpike Company commencing at the G. W. Mayberry place and running to the foot of the Duck River Ridge. After several legal contests over the ownership of this portion of the road, the courts finally decided in favor of the Hillsboro and Franklin Turn- pike Company, thus depriving the Nashville and Duck River Ridge Turn- pike Company of that portion of its road-bed running from Hillsboro to
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Duck River Ridge, a distance of about three miles. The latter company therefore now owns only the road from Nashville to Hillsboro, a distance of about twenty-five miles. Its officers at this time are: Samuel P. Clay- brooke, President; Thomas J. O'Keefe, Secretary; J. C. Bradford, Treasurer; and B. F. Short, Superintendent.
The Franklin College and Stone's River Turnpike Company was in- corporated February 3, 1848, the stockholders being made, as in most cases, the incorporators. The commissioners to receive subscriptions to the stock were: Dr. J. R. Wilson, E. H. East, Robert Buchanan, James M. Murrell, James Charlton, James Matlock, John W. Birdwell, Turner Perry, and George W. McQuiddy. The road was built in a year or two after the company was incorporated, from a point on the Nashville and Murfreesboro turnpike about four miles from Nashville to Couchville, on Stone's River, a distance of ten miles. The cost of the road was about $30,000. In 1887 it was purchased by E. H. East and associates, and the name changed to the Nashville and Statesville Turnpike Company. In 1889 E. H. East and associates sold the road to Davidson County, on the condition that said county should build a bridge across Stone's River at Couchville; and, in carrying out its part of the contract, the county of Davidson is now (April, 1890) erecting an iron bridge across Stone's River at Couchville, which when completed will have cost $15,000.
The Hyde's Ferry Turnpike Company was chartered January 25, 1848, for the purpose of constructing a turnpike from Nashville to Sycamore Mills. The first meeting of the company was held at Zion's Meeting- house. November 1, 1848, Thomas Harding, David T. McGavock, Richard Hyde, R. A. Barnes, Lewis Williams, William Drake, Edmund Hyde, O. A. Simpkins, Dennis Dozier, and Thomas W. Sehon being the commissioners to receive subscriptions to the stock. F. R. Rains, David T. McGavock, J. E. Manlove, Dennis Dozier, O. A. Simpkins, Thomas Harding, and Robert A. Barnes were the first Directors, of whom John E. Manlove was President, and Robert A. Barnes Secretary. The capital stock was fixed at $30,000, and was afterward increased to $50,000. By 1853 the road was built to the bluff below Hickman's Fer- ry, and year by year additions were made to its length until the complet. ed road reached Marrowbone, sixteen miles from Nashville. The war cut off further construction, and a resolution was adopted by the Board of Directors deciding to go no farther. After the war, in 1870, work was resumed, but not until 1878 was the whole road opened up, and it was not completed until 1884. It is twenty-four miles long, and extends from Nashville to Lyceum Mills, and cost $50,000. The present Board con- sists of B. G. Hampton, W. P. Harding, W. R. Hyde, W. M. Pegram,
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G. Stritch, and E. C. Lewis. The officers are: B. G. Hampton, Pres- ident; and E. C. Lewis, Secretary and Treasurer.
The Buena Vista Turnpike Company was incorporated November 5, 1849, James C. Owen, William Pybus, and Thomas J. Munford and their successors being named as incorporators. The road was to commence at or near the north end of Spruce Street, and pass to White's Creek, about three miles from Nashville, and then up White's Creek valley to a point on the White's Creek turnpike about five miles from Nashville. The road was completed in 1857 or 1858, and cost $13,000. It was then sold out to John Cato, Daniel Young, Andrew Gregory, Augustus Butler, and C. W. Nance. In 1860 Mr. Nance bought out all the other stockholders, and has owned the road ever since. The ferry across the Cumberland River was always very profitable, especially during the war, until the bridge was constructed over the river in 1889, since when it has been comparatively unprofitable.
The Granny White Turnpike Company was incorporated January 25, 1850. John Nichol, Henry Compton, Dr. William Lawrence, Thomas McCrory, James Walker, Edward Bradford, and William Sawyers-or any three of them-were authorized to open books for subscription to the stock of the company. This road runs in a southerly direction to the Williamson County line; was completed in 1855, and is now owned by the county of Davidson.
The Brick Church Turnpike Company was incorporated January 25, 1850, with a capital of $5,000, and with authority to increase it to $20,- 000. The Commissioners appointed in this act to receive subscriptions to the stock of the company were: Daniel P. Lanier, William H. Clem- ons, W. J. Lanier, Joseph Hyde, David B. Love, Maxwell Redden, and Jefferson Waggoner. The road was to begin at a point on White's Creek turnpike on or near the line between Handy's and Talbot's tracts of land, about one and one-half miles north of Nashville, and runs nearly due north a distance of seven miles to Cloyd's Camp-ground. It was com- pleted in 1856.
The Owen and Winstead Turnpike Company was incorporated Janua- ry 30, 1859. Its road starts from a point on the Nolensville turnpike about seven miles from Nashville, and runs south-westwardly a distance of about eight miles.
The Dry Fork turnpike starts at Nolensville, seventeen and one-half miles from Nashville, and runs east toward Murfreesboro a distance of about seven miles. It was completed in 1885.
The magnificent bridge already described, which was built in 1823, was used until some time after 1850, in which year the first suspension
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bridge was built across the Cumberland River at the same point where the present double bridge, described below, was constructed in 1886. The suspension bridge was planned by A. Heiman, an architect of Nash- ville, and the building of it was contracted for by Captain M. D. Field, brother of Cyrus Field, who superintended the laying of the first Atlantic cable. The bridge was seven hundred feet long, and it was one hundred and ten feet above low-water mark. This bridge was very unwisely de- stroyed by the Confederate army upon its evacuation of Nashville imme- diately after the fall of Fort Donelson, in February, 1862. Subsequently another suspension bridge, similar to the one thus destroyed, was erected at the same place, which continued to serve the purposes of the city until condemned and taken down in 1886.
The last bridge erected over the Cumberland River at Nashville was the substantial and elegant iron structure on Bridge Avenue, erected in 1886. The movement which resulted in its construction was inaugurated in 1884, the bill therefor being passed by the City Council on June 20 of that year. This bill provided for a bridge fifty-four feet wide, with road- ways of eighteen feet each, and two sidewalks of seven feet each, which was estimated to cost $343,525, The foundation and masonry were esti- mated to cost $124,000; and the superstructure, $159,125. A contract was entered into between the city of Nashville and Flannery & Holmes, composed of Patrick Flannery, of Louisville, and H. F. Holmes, of In- dianapolis, for the construction of the piers and abutments of this bridge, August 1, 1884. The contract price for this part of the work was $76,- 720. The stone for this portion of the bridge was procured from the quarry of Mr. George Washington, situated two and one-half miles from the corporation line, on the Lebanon turnpike. The coffer-dam for the construction of Pier No. I was settled in position on September 10; for Pier No. 2, on September 25; and for Pier No. 3, some time later. The contract for the construction of the superstructure of the bridge was awarded on March 7, 1885, to the Louisville Bridge and Iron Company, for $90,000. It consists of four spans resting on the three piers. The plans specified that the west span should be one hundred and ten feet; No. 2, two hundred and fifteen feet; No. 3, one hundred and sixty feet ; and No. 4, one hundred and fifty-four feet. Total length, six hundred and thirty-nine feet. The height of the bridge above low-water mark is ninety-three feet, so that there is no obstruction to navigation at any time. The superstructure is, of course, of iron, except the floors.
The bridge was completed and ready for the final test, April 10, 1886, on which day the test was made, and was in every respect satisfactory to the city. The Nashville Union of April II described this test as follows:
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" The procession started promptly at two o'clock, with the steam road roller in the lead. The entire engineering force, under command of Mr. Bouscaren and the City Engineer, were stationed at regular intervals on the iron beams underneath the floor, so as to be able to detect at once the slightest inflexion of the camber. The weight placed on each of the spans cannot be accurately approximated, but there was at one time crowded on the first span the steam road roller, five fire-engines, six hose-carts, one hook and ladder truck, together with the men and horses accompanying each; also thirty two-horse wagons and fourteen carts loaded with broken stone. The estimated weight of the steam road roll- er is 35,000 pounds ; the fire-engines and outfits, 110,000 pounds, which, with the other vehicles, would bring the total weight up to 400,000 pounds. This enormous weight was allowed to remain ten minutes upon each span, and the cavalcade proceeded to the next span, and this process was continued until every span was tested."
The American of the same day said that the total weight upon the bridge at one time was 548,750 pounds. Under this great weight the de- flexion of each span was from one-third to one-half what was allowed in the specifications, and no appreciable difference could be observed after the load was removed.
The people took great interest in the test of this new structure, at least five thousand of them being present as spectators of the event, and all manifested a desire for its success.
In 1845 the country was recovering from the effects of the panic of 1837. The trade of Nashville was growing so rapidly that other outlets than the Cumberland River were recognized as a necessity. Railroads were being built in other States, and the desire for a railroad outlet for Nashville crystallized in the passage by the Legislature, December II, 1845, of an act incorporating a "Railroad from Nashville, on the Cum- berland River, to Chattanooga, on the Tennessee River." The seven- teenth section of this act authorized any State or citizen, corporation, or company to subscribe for and hold stock in said company, with all the rights and subject to all the liabilities of any of the stockholders.
The act was amended in December, 1847, so that the town of Nash- ville, through its Mayor and Aldermen, could subscribe $500,000 to the capital stock of the company, and could also raise money by means of a loan, pledging a portion of its taxes to an amount not exceeding what might be demanded for calls upon its stock, the time and manner of pay- ment being left to the judgment of the Mayor and Aldermen. They were also authorized to issue the bonds of the corporation, each bond not to be less than $500, the interest not to exceed six per cent., and the ma-
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turity of the bonds not to be at a greater distance of time than thirty years.
There were those who opposed these measures. A bill was filed in chancery enjoining subscription to the stock of the road and the issuing of bonds by the corporation. This bill was taken to the Supreme Court of the State on appeal, that court deciding at its December term, 1848, that the Legislature had the power under the Constitution to authorize the corporation of Nashville to take stock in the Nashville and Chatta- nooga railroad.
The man above all others to whom is due the credit of awakening pub- lic interest in this great enterprise was Vernon K. Stevenson, of Nash- ville. At that time he was a merchant of the city, unknown to fame, but possessed of remarkable pertinacity and a peculiar genius for the work in which he voluntarily engaged. He obtained individual subscriptions to the amount of $602,000. He visited every house in Nashville, high and low, rich and poor, and secured the signatures of fully two-thirds of the people in favor of the subscription of $500,000 by the city of Nashville. For two years Mr. Stevenson labored for success, often repelled, but never despairing. Godfrey M. Fogg, Esq., then Chairman of the City Finance Committee, was the first to sign his name in assent to the propo- sition. The city of Nashville, acting under the authority of the Legis- lature, granted as above narrated, readily subscribed $500,000, to be expended in the construction of the road. This appropriation being se- cured, Mr. Stevenson, in the winter of 1847-48, went to Charleston, S. C., to solicit aid from that city. This was a bold undertaking, and at first he was met with opposition and ridicule, inasmuch as it would appear that the people of South Carolina could derive little or no benefit from the construction of a railroad in Tennessee. However, Mr. Stevenson, before leaving the city, succeeded in securing a subscription of $500,000. Renewed energy was the result of this success. On his return he se- cured, at Augusta, Ga., from the Georgia Railroad and Banking Com- pany, a subscription of $250,000; and at Murfreesboro, a subscription from the corporation of that city of $30,000, which, together with private subscriptions and the aid rendered by the State of Tennessee in indors- ing the company's bonds, enabled him to enter upon the work of con- struction.
Hon. James C. Jones, Ex-governor of the State, also rendered valua- ble assistance in aid of the enterprise, canvassing many counties in its in- terest and securing a large subscription.
In January, 1848, the company was organized, Mr. Stevenson being elected President. The work upon the road was begun soon after the or-
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ganization of the company, but no portion of it was put in operation until May, 1853, when cars began running between Nashville and Bridgeport, on the Tennessee River; and, with the aid of steam-boats on that river, communication was opened with Chattanooga. The entire line was opened in 1854. Mr. Stevenson remained President of the road until the close of the war, and on account of his long and arduous labors in behalf of this the first railroad built in the State has been called the father of the railway system in Tennessee.
The main line from Nashville to Chattanooga is one hundred and fifty- one miles in length. In 1872 the company had two branches in operation -one from Wartrace to Shelbyville, eight miles in length; and one from Bridgeport to Jasper, twelve miles in length, making a total of one hun- dred and seventy-one miles. In addition to these there were sidings and other tracks to the extent of eleven miles. The gauge was five feet, and the rail used weighed from fifty-six to sixty pounds to the yard. The number of locomotives in use at that time was 58; passenger-cars, 23; mail-cars, 5; baggage-cars, 5; freight-cars, 718. Total number of cars, 75I.
The Nashville and North-western railroad was likewise projected by Vernon K. Stevenson, and was chartered in 1854. The city of Nashville raised $270,000 for this railroad, with which the work of construction was commenced. It had progressed but twenty-nine miles from Nashville, and was running to Kingston Springs when the war broke out; but it was constructed from Hickman to Huntingdon, sixty-five miles. The United States built from mile 29 to the Tennessee River, a distance of seventy- eight miles; and at the close of the conflict Mr. Michael Burns, then President of the Nashville and Chattanooga Railroad Company, made application to the Legislature for the amount due the Nashville and North-western road, under existing laws, for ironing and bridging; and with the aid granted in accordance with his application he was able to complete the road from the Tennessee River to Huntingdon, according to the original plan and survey. This work was completed toward the close of 1868.
In October, 1869, Colonel E. W. Cole, then President of the Nash- ville and Chattanooga Railroad Company, submitted a proposition to the Directors of the Nashville and North-western railroad to lease their road for six years; and the proposition being accepted, the latter road was operated by the former company under this lease until 1872, when it was purchased by them from the State of Tennessee, under foreclosure pro- ceedings instituted by the State to satisfy its lien for indorsing the bonds of the company. The price paid for the property was $2,400,000 in
BELOOS
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bonds of the State of Tennessee. The name of the company was at this time changed to the Nashville, Chattanooga, and St. Louis Railway. The length of the line from Nashville to Hickman, Ky., is one hundred and seventy miles, so that the main line became by this purchase one of three hundred and twenty-one miles in length.
The line to Jasper was extended in 1877 to Victoria, making its length twenty miles; and in 1887 to Dunlap, eighteen miles farther. In Janua- ry, 1877, this company purchased the Tennessee and Pacific railroad, ex- tending from Nashville to Lebanon, a distance of thirty miles, for $300,- 000. This road was chartered in 1866, and completed to Lebanon in 1870. On March 31, 1877, it also purchased the McMinnville and Man- chester railroad, from Tullahoma to McMinnville, a distance of thirty-five miles; and the Winchester and Alabama railroad, from Decherd to Fay- etteville, a distance of forty miles-both for $320,000. The McMinnville and Manchester road was chartered in 1850, and completed in November, 1856. In 1881 this road was extended to Rock Island, on Caney Fork, a distance of thirteen miles; and subsequently to the coal-fields at Bon Air, a distance of twenty-one miles. The Winchester and Alabama rail- road was chartered in 1851, and a branch was built from Elora to Hunts- ville, 25.58 miles, in 1887. The Duck River Valley railroad was opened in 1879, and was leased by this company on October 2 of the same year. It ran then from Columbia to Petersburg, a distance of 34 miles. It was extended to Fayetteville, 13 miles, in 1881. In consideration of that company changing the gauge from three feet to standard gauge (four feet nine inches ) it was conveyed to the Nashville and Chattanooga Company in fee simple in 1888. The Nashville and Tuscaloosa railroad was also leased in 1879, running from Dickson to Graham, a distance of 21 miles, and since then it has been extended 26 miles to the Lewis County line, and has been purchased by the Nashville and Chattanooga Railroad Com- pany. In 1886 the Tennessee Coal road from Cowan to Tracy City, 20 miles, was purchased for $600,000. The West Nashville branch, 3.2 miles, was acquired in 1887, in consideration of certain concessions in rates given the town of West Nashville.
The total length of the Nashville, Chattanooga, and St. Louis railway at the present time, including its branches, is as follows: From Hickman to Chattanooga, 320.21 miles; Shelbyville branch, 8.01 miles; Jasper branch, 43.3 miles; Fayetteville branch, 40 miles; Huntsville branch, 25.68 miles; McMinnville branch, 68.28 miles; Tracy City branch, 20 miles; Lebanon branch, 29.21 miles; Centerville branch, 46.46 miles; Duck River branch, 47.92 miles; West Nashville branch, 3.2 miles. To- tal length owned and operated by this company, 652.17 miles.
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In 1886 the road was changed to standard gauge (four feet nine inch- es), and from year to year steel rails have been laid, until at the present time there are five hundred miles of steel rails on the road.
The principal officers of the company have been as follows: President: Vernon K. Stevenson, 1848 to 1865; M. Burns, 1865 to August, 1868; E. W. Cole, August, 1868 to 1880; J. D. Porter, 1880 to 1884; J. W. Thomas, 1884 to the present time. General Superintendent: H. I. An- derson, 1848 to 1858; E. W. Cole, 1858 to 1865; W. P. Innes, 1865 to 1868; J. W. Thomas, 1868 to 1884; M. J. C. Wrenne, 1884 to the pres- ent time. General Book-keeper (now Comptroller) : Joseph F. Gibson, R. C. Bransford, T. D. Flippen, and the present incumbent, J. D. Ma- ney. Secretary: A. O. P. Nicholson, Joseph F. Gibson. Treasurer : John M. Bass, Alexander Allison, Orville Ewing. Secretary and Treas- urer (offices consolidated in 1851): Alexander Allison, Orville Ewing, F. A. Gaines, W. A. Gleaves, R. C. Bransford, and the present incum- bent, J. H. Ambrose. Chief Engineer: J. Edgar Thompson, J. H. Grant, J. B. Yates, and the present incumbent, R. C. Morris.
The present equipment of the road is as follows: Locomotives, 92; passenger-cars, 47; baggage, mail, and express cars, 24; freight and other cars, 2,414.
The gross earnings of the road for the year ending June 30, 1889, were $3,300, 165.17, and the working expenses $1,951,444.59.
The company is at present engaged in building new shops at Nashville, which when completed will be the most efficient of any railroad shops south of the Ohio River, and will cost, together with the roundhouse, $300,000.
The Louisville and Nashville Railroad Company was chartered March 2, 1850. The object of the company was to construct a road from Louis- ville, Ky., to Nashville, Tenn., with a branch to Lebanon, Ky., and one from a point five miles south of Bowling Green, Ky., to the State line near a point now known as Guthrie, in the direction of Clarksville and Memphis, Tenn. The construction of the road was commenced from Louisville southward in 1853, and from Nashville northward in 1856. Connection between the two ends of the road was made in 1859, at or near Glasgow Junction. This portion of the road was opened for busi- ness in November of that year. The Bardstown branch of this road, ex- tending from Bardstown Junction to Bardstown, a distance of seventeen miles, was purchased in 1865. The Lebanon branch, extending from Lebanon Junction to Lebanon, a distance of thirty-seven miles, was opened in 1857, and from time to time it was extended so as to reach Rockcastle River in 1870, a distance of one hundred and forty miles.
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It was further extended to Jellico, Tenn., in 1883, there connecting with the Knoxville railroad.
The Memphis branch, extending from Bowling Green, Ky., to Mem- phis, Tenn., a distance of two hundred and sixty-four miles, was completed in 1860. The Memphis and Ohio Railroad Company was chartered to construct a railroad from Memphis to Paris, Tenn. The construction of this road was commenced in 1856, and completed to Paris in 1860. The Memphis, Clarksville, and Louisville railroad was completed from the State line near Guthrie, Ky., to Paris, Tenn., in 1861, and these two roads thus constructed under separate charters were purchased by the Louisville and Nashville Railroad Company and consolidated in 1872.
On July 1, 1872, the Louisville and Nashville acquired by lease the control of the Nashville and Decatur railroad, extending from Nashville to Decatur, Ala., a distance of one hundred and twenty-two miles. The South and North Alabama Railroad Company was chartered to construct a railroad from Montgomery, Ala., to Decatur, Ala .; but being unable to secure the means, failed to construct the road. In 1871 the Louisville and Nashville Railroad Company entered into an agreement to complete the road and to receive in part compensation therefor a controlling inter- est in the stock of the said road. Under this agreement the road was completed and opened in 1872, and has been under the control of the Louisville and Nashville Railroad Company ever since. In 1880 the Louisville and Nashvillle Railroad Company purchased the property of the Mobile and Montgomery Railroad Company, the road extending from Montgomery, Ala., to Mobile, Ala., a distance of one hundred and eighty miles ; and in the same year it purchased the property of the New Orleans and Mobile Railroad Company, the road extending from Mobile to New Orleans, a distance of one hundred and forty-one miles, and at the same time acquired possession of the Lake Pontchartrain railroad. During the same year the company purchased the Pensacola railroad, extending from Pensacola Junction (Flomaton) to Pensacola, a distance of forty-three miles. And also during the same year it purchased a controlling interest in the Owensboro and Nashville Railroad Company, the road then ex- tending from Owensboro to Central City, a distance of thirty-five and one- half miles. It has since furnished the means to extend the road to Adair- ville, a distance of eighty-four miles, making the length of this line one hundred and nineteen and one-half miles.
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