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[Music].well the Tennessee Central Railway had a.very hard life.it was underfunded under supported.politically but there was much potential.there with the natural resources in the.Upper Cumberland being lumber coal.livestock so four generations of.families worked for the Tennessee.central it was a good place to work back.in the day anybody was looking for a job.I would highly recommend the Tennessee.Center they were like any other railroad.they did their best but as an employee.you always see things that they could.improve.[Music].I'll start working on the ten acute then.stepped in with a boss 1970 works you.know when to kill not even five shows a.day with them someone fell somewhere.easy and other times lowly things fly.off.[Music].[Music].the railroad arrived in the United.States in 1827 in less than 10 years.time they proved themselves able to move.more freight and passengers more.efficiently than the horse stagecoach.and canal those who saw the potential in.this new form of Transportation greatly.benefited as miles of iron rails too.spread out between cities for other.parts of the country the revolution was.slow in coming in the Appalachian city.of Knoxville Tennessee a convention was.held in 1836 to discuss the railroads.impact in the state the possibility of a.rail line from Knoxville to the state.capital of Nashville was raised for the.first time railroads held an advantage.in East Tennessee where the rocky uneven.land of the Cumberland Plateau made.rivers into creeks and small ravines.while economic centers were connected by.rail faster than water going by land in.Middle Tennessee meant going up against.the weather wild animals.Native American attacks and raids from.highway men therefore most of the.region's commerce flowed along the.rivers by steamboat matching the time.taken to journey by land on foot or.horseback the journey took days at a.time capacity was limited but was cheap.and dependable it wouldn't be until.February 11th 1854 when Nashville's.first train arrived from Chattanooga in.just a few decades a total of five.railroads radiated from the fledgling.metropolis connecting various cities and.ports throughout the southeast.Chattanooga Atlanta Birmingham Memphis.and Louisville the only spoke missing.was Knoxville with vast isolated lumber.and coal seams situated within the.Cumberland Plateau.there were visionaries back then that.saw the potential that saw coal mining.Sol lumber and were able to had the.money and was able to open businesses.like the railroad like the mines like.the lumber companies I guess like the.Vanderbilts did with Nashville and.railroads the largest seam of block coal.in the United States was located in.Overton County with no rail lines though.there was no way to send the coal to.towns for heating iron rolling mills to.power furnaces or to fledgling power.stations to bring electricity to.civilization two railroads had tried.connecting this region with the outside.world the Tennessee and Pacific was.chartered in 1866 with the ambition of.carrying coal from the Cumberland.Plateau to Nashville Memphis and Jackson.Mississippi their first segment of track.opened in 1871 between Nashville and.Lebanon and never turned a profit.falling into receivership after just six.years on March 8 1884 the second attempt.was chartered as the Nashville and.Knoxville railroad company this line.would be on solid financial footing.thanks to its founder alexander crawford.an iron ore industrialist from New.Castle Pennsylvania as the owner of five.railroads feeding his iron ore rolling.mills in the Mahoning Valley he saw the.potential in coal mining around the.towns of sanding stone and rock Wood and.established the rail length to transport.coal to his rolling mills in the.Northeast his railroad began at The.Tennessean Pacific's old rail head in.Lebanon its route connecting some of the.most far-flung settlements in the.Highland Rim.[Music].the railroads first Spade of dirt was.thrown by Wilson L waters who encouraged.the railroad to serve the town he.resided in in the beginning the.settlement consisted of waters own farm.a post office sawmill grist mill and.blacksmith shop following the depot's.construction in 1885 passenger and.freight traffic doubled the population.of Watertown.[Music].the rails spread eastward to.Gordonsville where a branch line began.bringing passengers to South Carthage in.1888 the mainline would curve off into.the first of many geographical barriers.here among the cliffs of SIBO YCJA with.towering rock on one side and the candy.Fork River on the other track crews had.to chisel the roadbed with simple hand.tools there were also no ballast and tie.plates to better hold the track together.the crude work would be perfected as.soon as more revenue could be gained.following this test of tight clearances.the test of mountain climbing would.begin with the crossing of the candy.Fork River.despite the federal laws insistence on.building a drawbridge for steamboats.still plying the river it was only.opened for boats three times in its.whole service life before being replaced.by a fixed trust bridge from this bridge.situated at 500 feet above sea level the.Cumberland Plateau lay ahead for every.100 feet the tracks gained a foot in.elevation in a 1% grade the steepest.portion of the grade is at Silver point.hill where the greatest 3% to lift a.heavy train up such a steep slope the.easiest solution would be to add another.locomotive in front or behind for more.polling power but in most cases trains.had to double the hill at the bottom of.the grade in buffalo valley part of the.train was uncoupled and pulled by the.locomotive to the top of the hill upon.reaching the summit at Silver point the.trains first section would be left in a.siding.the locomotive then ran light down the.hill to get the rest of the Train the.hole consists would be put back together.at the summit from where the Train would.continue.[Music].while this method broke the train down.into manageable segments for the climb.up the Cumberland Plateau it was very.time extensive and would prove to be a.bottleneck on the eastern division of.the railroad for years to come.reprieve would be at hand from the track.layers on the top of the plateau which.levelled out at over 1,000 feet above.sea level with the completion of the.candy fort drawbridge the first train.paraded into Cookeville on July 10th.1890 livestock and general Goods were.the main commodities in this region.which could now be shipped anywhere in.the country via rail sadly missing from.the celebration was the creator himself.Alexander Crawford passed away the.previous April leaving his eldest son.Andrew to run the railroad taking up as.much slack as he could.Andrew saw how traffic was dependent on.business relations with their mainline.connection in Lebanon which operated.their one and only route to Nashville.he made a pitch to gain access to the.city with funding provided by a city.election which was not approved the.nashville extension was not of great.concern though a year into his.presidency andrew was forced to take out.loans just to keep the trains running.some track improvements were made but.unprofitability plagued the line and.overwhelmed the Crawfords after three.consecutive years of operating in the.red the Board of Directors decreed that.the only way to make the railroad.profitable was to reach the coal fields.surrounding sanding stone.at the same time a fellow Nashville.figure named Jer Baxter had just.finished his work in developing tourist.attractions atop Lookout Mountain in.Chattanooga this wealthy Nashville.native was described in the press as.having a relentless and aggressive.spirit working primarily in the south.Baxter had sharpened his business career.as an entrepreneur a law apprentice.president and vice-president of two.railroads and a commercial developer by.the time he came back to Nashville where.roading in the south was much more than.just trains loading with steamboats.business seemed to go on indifferently.on the surface but he felt that his.city's economic growth was being.hindered by a Rash's act of political.gain within the industry in the 1870s.the Nashville Chattanooga and st. Louis.railway was the largest railroad in the.state with nearly 400 miles of track to.its name their version of the future.anticipated reaching the pivotal gateway.city of st. Louis opening up several new.markets and interchange possibilities.with Western railroads before the track.across the Ohio River 67% of NC and.sandeul's stock interest was acquired by.the state's other big railroad the.Louisville and Nashville in one silent.swoop the instance and L went from being.an independent profitable railroad to a.wholly owned subsidiary of the Kentucky.based corporation.the city of Nashville saw this as a.hostile takeover employees freight.customers and citizens were so enraged.at the stealth of Ellen's transaction.and the cowardice of the NC officials.who let it happen in February 1881.article in the Nashville banner read.quote Nashville needs two or three new.railroads controlled by an antagonist of.the Louisville and Nashville monopolies.Louisville has not bought the road she.has but little interest in it new york.owns not only the Nashville and.Chattanooga but the Ellen n Road.likewise however Louisville may.frog-like puff and strut despite the.very real threat of lnn property being.destroyed by riots the Elenin did not.swallow up the NCN sandeul's identity.their board of directors and management.team were retained separately from their.own passenger train fares were slightly.curtailed and all company assets.locomotives rolling stock and structures.were made with a style distinct of their.own parent Road for all intents and.purposes.Nashville appeared as the city served by.two separate railroads but on paper just.one of them could pick who was in charge.and how they did business Baxter was.determined to beat the system on August.25th 1893 he chartered his first.railroad company from scratch he named.it the Tennessee Central Railroad.[Music].through the coal measures of the.Cumberland Plateau to the capital of the.state and to relieve the people of the.state from the blinding effects of a.railroad monopoly permeating its entire.length and breadth and entrenched.especially in its central most populous.and richest division.by the construction of an independent.line of Transportation giving access to.the great markets of the country and.inviting the investment of capital in.the development of the state's marvelous.and unsurpassed resources he was very.aggressive in his efforts to build this.dream of his as far as personality that.probably had something to do with it and.he did not have the political backing.except for very few exceptions to get.the support he needed that winter the.Nashville and Knoxville Railroad finally.made it to the coal fields Crawford had.set out to mine eight years prior on.December 7th 1893 the newly incorporated.town of Standing Stone was renamed.Monterey in honor of the mining company.that would supply their job market.Baxter planned for connecting the.Nashville and Knoxville terminus with.the rival Cincinnati southern route at.Emory Gap located at the floor of the.tennessee valley to the east.this meant crossing over mountains much.higher and steeper than those of the.plateau Crawford had originally intended.to build his own route first but had to.revise the Charter due to the high cost.of steep grades tight curves and tall.trestles three other routes had been.proposed and attempted to bridge the gap.but failed.Baxter was not much better prepared.grading the route began immediately but.amounted to just six miles in the.ensuing financial panic that plunged the.nation into a depression and dozens of.railroads into bankruptcy sympathizing.investors became scarce by April of 1895.the work sputtered to a stop and his.contractors succumbed taking Baxter's.investment with them the company went.into receivership and Baxter was removed.as president a receiver named CEO.Godfrey was appointed to reorganize the.company's debt which was impossible with.an unfinished railroad with no source of.revenue with a large sum of his own.fortune sunk and a signed agreement to.interchange Freight with the Nashville.and Knoxville Baxter was not going to.concede defeat on his own expense he.moved to st. Louis to search for.financial backing from potential allies.as the railroad capital of the country.there was sure to be someone there who.would extend him a line of credit.just enough to save the Tennessee.central simultaneously the Nashville and.Knoxville announced they would proceed.with their plans to not only extend to.Nashville but also extend eastward to.connect with the Cincinnati southern via.coal and oil field in Fentress County.even with a solid contract for mining.and delivering coal deficits were.becoming a normal trend as the Nashville.and Knoxville floundered the Bankruptcy.Court decreed that there was no feasible.way to reorganize the stillborn.Tennessee Central Railroad and soon.placed it at auction to the highest.bidder with impeccable timing Baxter.arrived home from st. Louis with four.new friends and more than enough money.to charter a new company the Tennessee.Central Railway began life on June 14th.1897 completely independent from the.first variation with Baxter serving as.president the new company purchased the.old ones assets on its tenth day and.promptly began clearing land and laying.track granting a better start at.building from Emory Gap the grade.through Walden's Ridge measured between.1.5 and 2 percent for most of the ascent.and even warranted the railroads one and.only tunnel at seven hundred and.twenty-two feet long several trestles.spanned the deep gorges and valleys some.were built out of wood and others were.assembled in steel sections the tallest.trestle carried trades 117 feet above.the Piney Creek near the settlement of.Westall in its westward wake tiny flag.stops flourished into places of Industry.as the railroad granted better access to.markets along the rugged mountains the.crest of the grade at Dripping Springs.was at 2020 eight feet above sea level.this marked the highest point on the.whole railroad.in September of 1898 rails finally.stretched from the Cincinnati Southern.in Emory gap to the N and K in Monterey.at over 50 miles in length the Tennessee.Central Railway was no longer just a.short line as the first train arrived in.Monterey they brought with it the option.to interchange with the N and K to.continue to Lebanon another train change.to the NCN say Dell could get passengers.and freight to Nashville at long last.the two cities were connected by over a.hundred and fifty miles of steel rails.[Music].with the new route and service and.generating revenue.Baxter was ready to face the hardest.hurdle of building his empire the.Nashville route any obstructions that.lied ahead were faced not in terrain nor.climate but in print in the newly.amended Charter its easternmost point.was set at the industrial magnet.location of Harriman just two and a half.miles east of Emory Gap if the TC could.connect with the Southern Railway direct.access to Knoxville would be secured.with trackage rights also outlined was a.new terminus 60 miles northwest of.Nashville in Kentucky the Illinois.Central had just acquired the route to.Hopkinsville with steadfast rumors of an.extension to Clarksville logistics would.be set in motion for when the biggest.piece of the puzzle was in place with.the Nashville and Knoxville still not.showing a profit the Crawfords and their.shareholders wanted out of the old.company a lease was agreed upon for.Baxter to control the inn and K but on.the condition that the Tennessee central.trains would be rolling into Nashville.with this goal in sight Baxter would be.within 30 miles of bringing rails to.Nashville independently from the lnn.induced monopoly.he had the backing of the Nashville.Chamber of Commerce and various freight.customers in Davidson County in the.surrounding area but not senior managers.from the two railroads verbal skirmishes.were unleashed between Baxter and the.presidents of the lnn and NCN Seidel.Ellen ins Milton Smith particularly.accused Baxter of quote trying to.dispose of property to the lnn a few.years earlier while in receivership.Baxter had several offers to the ncns a.dell for their lebanon branch and all.were promptly rebuffed it became clear.that the only option to reach nashville.was for Baxter to build his own route.this was justifiable to him as there was.still one grand venue for the TC to.enter on October 9th 1909.under one roof Union Station was.dedicated and open to the public.following a ceremony with speeches from.prominent Nashville figures the NCAA.Dells major Thomas spoke about the.benefits of having just the combined.company occupying the station City Mayor.James Marshall head in the presence of.Milton Smith blindsided both of them.let us hope that these public-spirited.men who have put their money in the.enterprise will be big enough and broad.enough to come to look upon nashville.not as a lemon to be squeezed nor even.as a rich harvest to be gathered but as.a fertile field to be cared for and.cultivated let us hope that these.terminal advantages erected for the.benefit and accommodation of the public.may be used to still further accommodate.the public and when other railroads come.knocking for admission at our gates the.doors will be thrown wide open for all.comers upon the payment of such liberal.compensation as may be reasonable.any form of negotiations with the.railroads would take time but Baxter.couldn't wait to get the new line built.the Nashville terminus was set up next.to the Cumberland River on the corner of.broad and Front Street plans also called.for the Main Line to be extended between.Front Street and the river but this idea.was abandoned by city ordinances and.geographical shortcomings this part of.the line was built and then leased to.the TC by another of Baxter's prior.ventures the nashville terminal company.this company was set up in 1894 to.organize passenger and freight transfers.within the city in the days when the two.big railroads terminal facilities were.still scattered Baxter was snubbed when.they worked in unison against him but.the Charter was still valid.if this trackage was built under TCS.name construction would have been.delayed for several months for.logistical reasons the Nashville.terminal company had the infrastructure.completed by early 1902 and stretched as.far as the city limits the route to.Lebanon was carried out by the Tennessee.construction company a paper outfit.created for tax reasons to oversee.construction with local contractors in.all there were up to four companies with.a common founder building the railroad.together the Nashville and Knoxville.would be merged into the system creating.a unified route under the Tennessee.Central's name just in time for.construction to wind down in May.[Music].compared to the topology faced in the.Cumberland Plateau.Brotherton mountain and Walden's Ridge.232 miles between Nashville and Lebanon.would be some of the least stressful.parts of the journey on May 27th 1902.the first TC train to Nashville departed.Lebanon carrying jer Baxter and his.supportive team of financers politicians.and businessmen.through Mount Juliet the special ran.parallel to the Lebanon branch and found.itself catching up with a westbound NCN.santel train the spirit of competition.turned the run into a race and the NCA.engineer pulled ahead the TC engineer.just whistled his farewell and leaned.back.after the run he was reported to have.said you've got the lead but I've got.you bottled in at two o'clock that.afternoon the SPECIAL pulled into.Nashville greeted by a parade grand.banquet and thousands of citizens.speeches from politicians businessman.and Jer Baxter all painted the picture.of what was to come.the battle is over the victory has been.won it is not my intention to hoard over.a fallen for my motto has been and is in.the undertaking of any Enterprise start.at once fear nothing and go ahead the.Tennessee Central is heading the charge.of progress for Nashville the 40 years.of gloom that have hung over the city.like a dark cloud has now passed away.our our boys will cease to go west.to seek their fortunes but will find.opportunity and enterprise right here at.home for local Nashville politicians the.occasion felt like an act of revenge.against the L&N for their transgressions.on the instant santel 22 years before.the NCN santel announced the following.month that TC had voided its old.operating contract and discontinued.interchanging freight cars with the.route.unlike BMC inside L however the highest.rank of authority on the Tennessee.central would be headquartered not out.of state but here at home in Nashville's.public square the railroad commenced.service on June 2nd.just three days after the first train.arrived in Nashville Jer Baxter entered.a contract with the Tennessee.construction company to build the route.to Clarksville Illinois central still.did not show any interest in extending.south from Hopkinsville the Baxter.insisted on being ready because a route.through downtown was not feasible the.track was laid on a circuitous path.around the southern city limits this.so-called Beltline turned south from the.main freight yard and weaved under over.and at grade with the class 1 railroads.and three streetcar lines to spur tracks.split off to serve freight customers.while the mainline headed for the.Cumberland River via the swing bridge.the structure was built on a moving.pedestal which allowed the bridge to be.swung open for maritime traffic it would.be closed only for trains to cross.baxter elected to build along the.Cumberland River as opposed to spending.more money on crossing the towering.ridges as the right-of-way connected the.towns of White's Bend and Ashland City.it soon became clear that the Illinois.Central was not moving from where it was.another charter revision was in order.permitting construction into Kentucky.the work crew employed 1500 men to lay.track these men doubled that fall as.construction workers had three work.crews building towards each other.Hopkinsville businessmen pledged $10,000.for the routes construction while.Illinois Central allowed for the use of.their facilities at $89.90 a month as a.temporary means until TC could build.facilities of their own.back in Nashville the Tennessee central.was settling into its role of sending.passengers and freight eastward a.diverse timetable of passenger trains.covered the route taking up to six hours.to travel from Nashville to Emory gap by.comparison it would take at least four.hours to take the ncns a delta.chattanooga followed by a layover then.change to the southern for a ride of at.least three hours long to Emory gap all.of which added an additional 46 miles.dozens of sidings sprawled out from the.freight station to customers on city.streets business owners were soon asking.Baxter if the spur on Front Street can.be extended to reach their sights on.Union Street just a few blocks further.in mid-january 1903 Baxter gave the.order for the spur to be extended the.foreman overseeing the project elected.to do this at night to cause the least.amount of disruption to traffic but he.neglected to notify the city officials.about his intentions on the night of.January 20th 1903 16 laborers began.setting down tracks literally on top of.the street in a flash traffic jammed up.with angry pedestrians and drivers when.police halted the work just before.midnight the rails reached Union Street.what became known as the midnight raid.gave the impression that Baxter was.still trying to send the main line.through the city despite much of the.southern Lee Beltline already in place.even with the irritation of how this.event unfolded the city allowed the.trackage to stay but it had to be buried.in Front Street like the rest of the.sidings.by now the opposition from the lmn and.the NCN saintil were at all-time highs.with some of it reserved just for baxter.he reasoned that by stepping down the.conglomerate would treat the TC with.less hostility rumors persisted that.after completion the Tennessee central.would be snatched up by a competing.class 1 railroad but Baxter insisted.that his railroad would always be.independent as its stocks were deposited.in Nashville's Union Bank and Trust with.the added stipulation that the bank.would vote against any stock sale that.would yield controlling interest this.was among the first of so-called poison.pill defenses to discourage hostile.takeovers st. Louis financier JC.vanblarcom would succeed Baxter as.president but Baxter was not leaving the.railroad scene by any means he ran for.Senate and won in legislation he pushed.for a bill that would force the lnn to.open up a union station for TC out west.construction on the western division had.most of its infrastructure in place by.that summer compared to the mountains in.the east track laying in the West was.faced more with logistical obstacles.thanks to stubborn landowners the last.spike was driven on October 20 at the.1903 in a field near Oak Grove Kentucky.Revenue Service gradually came to life.northward with the first passenger train.reaching Hopkinsville on November 29th.with the easternmost connection in.Harriman opened the Tennessee Central.Railway Company reached its apex at 296.miles in length the nashville route.connected three class 1 railroads across.two states the crawford branch split off.from the main route in monterey and.delve deep into the coal fields of.Fentress and overton counties in saline.crawford wilder and davidson became.places of Industry a source of untold.wealth for the railroad in coming years.giving open access for the less.fortunate would be laced with.unfortunate events shortly after opening.a flood took the kenny Fork bridge out.of service and split the round in half.until a new span could be built.then on New Year's Eve 1903 a fire.erupted in southern Junction yard and.destroyed much of the buildings costing.the railroad nearly three hundred and.fifty thousand dollars and then tragedy.on a more personal level struck when Jer.Baxter suddenly died on February 29th.1904 so we never really got to see his.dream come true I'm not sure when the.decision was made not to go on into.Knoxville and to work with a southern on.operating agreement but I think that was.a major mistake I believe that was after.his time until his last breath Baxter.had been campaigning to bring the TC to.Union Station in the end he simply.lacked the financial power to persuade.the two railroads who would go on to be.the sole tenants of the building.although expansion on the TC had stopped.his impact was felt where the rails of.his company ran his service would be.commemorated with the town of mine Lick.being renamed in his honor a statue was.erected and displayed at the.intersection of Broadway and West End he.now stands in front of a public middle.school he is named after the future of.the Tennessee central looked as hilly as.the land they covered like most.railroads at this time the company had.sold millions of dollars in bonds to.investors to cover construction costs as.long as the railroad paid the interest.investors were happy yet not all.shippers made the switch out of the.monopoly as Baxter had hoped and the.fires at southern Junction yard had.depleted the railroad of its earnings.the prospect of being snatched up by its.own competition became increasingly.probable to the point of realization.on July 1st 1905 both the Illinois.Central and the Southern Railway were.granted a three-year lease on the.eastern and western halves of the.railroad they were given the option to.renew after 3 years or purchase their.segments outright.neither companies turned a profit and.declined to buy at the end of this.period during this time TC welcome to.board to new interchange partners first.came the Overton County Railroad which.stretched 19 miles from Allgood to.Livingston its main commodities were.logs and poultry which the TC picked up.and sent to Harriman for distribution in.the Northeast the Nashville and Franklin.interurban connected with the Beltline.at vine Hill and stretched 30 miles.south to Franklin where another railroad.connected to Mount Pleasant the in urban.as it was called was primarily a.passenger carrier but the connecting.Middle Tennessee railroad sent Freight.via the N and F to be forwarded to the.TC as it was cheaper to ship rather than.the ln end the Tennessee central soon.resumed its independent status under new.management which seemed to change hands.year by year revenues were up to nearly.1.5 million by 1910 but deductions from.company expenses taxes shareholder costs.and bond payments to the standard Trust.Company all put the line at $265,000 in.the red by 1912 the loss was doubled and.the TC slipped into receivership again.two receivers were given three years to.make a profit freight car repairs were.expedited structures were given.facelifts and two and a half miles worth.of trestles were filled in with dirt the.line would be carrying more trains as.coal traffic from the Crawford and.Saline branches contributed to 29% of.the roads traffic with ever-increasing.tonnage by the year on the Western.Division there were plans to extend.westward to Paducah and over the Ohio.River to the coal fields at Shawnee town.Illinois TC was prepared to build.whenever financing became available.which never did.by 1916 even with the upswing in coal.movement interest payments now spiked.the railroads debt to two million.dollars which otherwise could have.spared a profit close to two hundred.thousand dollars this property has never.been a success and there does not appear.to be much possibility of developing.enough volume of Tiny's to make it.really profitable possibly with radical.skilling town of capital and far lower.fixed charges it might develop into a.modestly successful enterprise a.bankruptcy judge ruled out.reorganization and ordered for the.company to be put up for a foreclosure.sale offered at auction five times.throughout 1917 no bidders came forward.to buy the company bondholders elected.to hold off on the sale until summer of.1918 that was when all of the country's.railroads were seized under the control.of the United States Railroad.Administration this was the federal.government's answer to effectively move.materials needed for the great war.taking place overseas.with all of the resources the TC could.get locomotives released in the short.term from roads TC connected with with.more motive power coming from the Gulf.Mobil in Ohio and the Norfolk and.Western the TC began routing to.passenger trains a day with the IC.between Nashville and Princeton Kentucky.picking up new freight customers for the.rest of the route DuPont set up a new.gunpowder plant near Old Hickory and.both the TC and the NC n st. L worked.side by side to bring raw materials in.and the finished gunpowder out this was.one of the very few times where TC.worked alongside a competitor.the TC emerged from government control.worse for wear and still financially.challenged falling further behind on.bond payments the TC was placed for.foreclosure sale a second time in June.of 1921 for the price of two million.dollars by December of that year the bid.was down to 1.5 million dollars when a.business syndicate finally stepped.forward Paul M Davis and his business.group were the sole bidder who won the.auction the following January the.Tennessee Central Railroad company.started by jer baxter in 1897 ceased to.exist the 12 million dollars owed by the.railroad was written off and the.stockholders never saw a return of their.investment into the frame stepped the.newly chartered Tennessee Central.Railway Company the name was so well.established it was decided to pick up.right where the old road left off the.two receivers had moved on prior to the.sale leaving a Virginian left is the.highest authority of the old company.Hugh right Stanley joined in 1917 as a.receiver with 30 years of railroad.experience he was to report to the.guaranteed trust company on the roads.reorganization which Stanley predicted.would only take six months when the.Great War started he was asked by the US.ra to stay on board to ensure the.railroad functioned properly even when.independent operations resumed Stanley.remained to ease the lines financial.burdens he came to know every aspect of.the old TC s day-to-day life and even.knew the whole workforce by name he.insisted that every passenger and.freight customer should be treated with.respect and courtesy which would.contribute to good service it didn't.take long to decide who would be the.president of the new company under.Stanley's guidance the Tennessee.Central's focus on customer satisfaction.earned the company slogan the road of.personal service within weeks new.equipment trusts were signed to purchase.new locomotives and rolling stock coal.now made up half of tc's freight tonnage.and 300 new hoppers were on order the.American locomotive company or Alco.Schenectady New York provided six new.Mikado class locomotives one of the.lightest and most nimble of their kind.ever built compared to their.predecessors they reduced operating.costs while hauling up to an additional.ten freight cars on every run for the.first time since 1893 the railroad.turned a profit the total would have.been more had it not been for a.maintenance employees strike another.fire in southern Junction yard and the.closure of several mines playing out of.their reserves nevertheless the small.dividend paid to the shareholders was a.very nice change of which more would.follow throughout the roaring 20s.[Music].under new management the TC took up an.expansion phase without laying any new.track an old hickory the DuPont.gunpowder plan had served its purpose.and the government put the branch line.up for sale the MCM Sandell declined the.TC accepted the whole line passed into.their ownership just in time for a new.fiber silk plant to open where the old.gunpowder plant once stood as other.industries joined in this simple.transaction would greatly benefit the TC.viability for the future freight traffic.increased in 1923 as more coal tonnage.plied the rails but passenger traffic.was decreasing by the year due to.conditions outside of any railroads.control the automobile was now.encroaching on newly paved roads in too.many communities once reachable by the.railroad management quoted a monthly.loss of $2,800 and began trimming the.timetable as they saw fit despite this.they pressed for upgrading new.acquisitions included the smallest 482.mountain type locomotives ever built and.the T sees only passenger cars made from.steel some of the depots were remodeled.and new ones were built in Crossville.and Watertown those who were still.riding got the courteous and helpful.service that Stanley enforced they were.usually on time they were clean and well.maintained they weren't very modern.matter of fact none of them had air.conditioning they put a lot of people.stayed in the same dirt gets a certain.station like cooking water a summer they.don't knows what or not they didn't take.it on to the next mission when I was in.grammar school my grandfather had a.close friend who was on the Tennessee.Central Board and he had a granddaughter.who didn't go to school with the rest of.us and I mean we've out a little gang.they've been together since kindergarten.and she went to a different school and.he was anxious for her to meet some of.his friends Fran sure just like happens.too.it's a boat steward got the the.Tennessee central private car and took.me and a friend of mine and the.granddaughter and a friend of hers and.we set out from the station went up on.the plateau and spent the weekend 1929.ended as the company's most profitable.year but with the stock market crash on.October 29th the first deficit was to.hit in two years the great depressions.impact was negligible at first which.accumulated in discontinuing passenger.service to Hopkinsville.but soon escalated to drop in revenue by.28% by cost-cutting wherever the company.could including maintenance the loss in.1932 came just over $82,000 in 1933 some.of the shuttered mines resumed.production and contributed to a modest.increase in freight traffic which.continued the following year incredibly.passenger ridership was up by 52 percent.which paved the way for a small profit.the first one in the decade with the.resumption of select maintenance.expenditures and profits to be earned.through the rest of the decade a route.that was barely economically viable in.nationwide boom times had survived the.worst economic downturn in modern.history other lines were not so lucky.the Overton County Railroad now known as.the Tennessee Kentucky and northern was.suffering greatly from the loss dealt by.the depression its service between.Livingston and the TC connection and all.good was discontinued in April of 1934.the route that started it all the.Lebanon branch of the NCSA Dell carried.its last train on the night of July 13th.1935 the Tennessee central had the.advantage of being routed through.Lebanon instead of terminating and the.freight customers gradually made the.switch the branches trackage within the.city was sold to the TC and the.remaining trackage was.paved over to form leavel Pike.automobiles were now cruising on.government subsidized roadways into the.town to the railroad serve the passenger.patronage on the TC seemed to level off.as if the line was holding its own at.grade crossings though there were no.contest collisions between locomotives.and cars were on the rise so the.railroad sought to minimize the risk by.upgrading crossing signals and by grade.separating Road from the rail wherever.possible Nashville was beset with a.different problem coal-fired locomotives.that rolled through day in and day out.created what seemed to be a permanent.[ __ ] haze around the city with smog.ordinances in effect for downtown the TC.made their mark on December 3rd 1939.number fifty their first-ever diesel.electric locomotive was the first of its.kind to operate in Nashville it was.tasked with switching freight cars in.southern Junction yard and along Front.Avenue in downtown a second diesel would.be ordered in two years later for two.years it was possible to see all three.forms of motivepower roaming within the.music city with diesel electric.switchers on the TC and electric inner.Urban's on the nashville and franklin.which would be phased out in 1941.everything else would be steam-powered.for the time being.locomotives on the TC were to be.maintained in tip-top condition for.moving over 1 million tons of coal in.1940 over half of the roads commodities.freight tonnage jumped ahead the.following year as the Tennessee Valley.Authority tasked the railroad to move.materials to dam countless rivers.throughout the state as prosperous as.the TC was when it came to upgrading.itself.it never allocated funds for.strengthening the wooden trestles that.had now stood for 40 years.most of the TCS locomotives had to be.built just light enough to tread over.these trestles while heavier engines.that could pull more tonnage we're.running on limited range yet compared to.how grandiose motivepower had become on.railroads TC connected with it was clear.which railroad was better equipped for.moving tons of freight at speed in light.of world events at this time the chief.engineer wrote to the line supervisor of.bridges that the trestles on the western.division should be strengthened to.accommodate heavier locomotives his.recommendation was never carried out.following Pearl Harbor and the.subsequent entrance into World War 2.this line was to be the center of TCS.wartime activity.much of the war-related supplies was.carried to the new army training base.located near the Kentucky border Camp.Campbell was well within easy reach of.the Western Division and the TC was.quick to make an interchange agreement.with the army reportedly the Elenin.tried to intervene by reactivating an.abandoned branch line from Gracie the TC.retaliated by appealing to the.Interstate Commerce Commission from July.16th 1941 the later incorporated Fort.Campbell would do their rail business.solely with the TC throughout the war.the railroad would suffer through two.major derailments a locomotive boiler.explosion and a freight house burning.yet the employees worked as many as.seven days a week for months on end by.1943 passenger revenue had increased by.a hundred and forty-one percent most of.them bound for Camp Campbell moving.these passengers and occupying Freight.called for more motive power the steep.grades and lengthens trains made.doubling the hill time-consuming for the.spend Leawood trestles on the western.division a group of former Illinois.central Pacific's were just light enough.to move troops and supplies to Camp.Campbell bridges on the eastern division.were reinforced for the coming of larger.locomotives to carry T C's name for.articulated steam locomotives were.purchased from the Norfolk and Western.Railroad each weighing a hundred tons.more than a normal locomotive they came.with twelve driving wheels mounted on a.hinged frame which bent in the middle to.go around curbs despite having as much.flexibility as a normal locomotive and.with twice the pulling power doubling up.was not completely eliminated they did.help move more traffic smoothly which.contributed to the T C's most profitable.wartime year of service.when the war finally ended in 1945 the.railroad had been in overdrive for so.long that the economic slowdown.temporarily knocked the road out of.shape this was quickly rectified in just.a few short years thanks in no small.part to their new owners On June 20th.1946 stock was sold off by Paul Davis.who had led the syndicate from its.inception in 1922 the buyer was an.investment firm in Philadelphia.Pennsylvania headed by J Louis Armstrong.he was among many investors who observed.how well the TC performed during the war.and the many promises that lay ahead for.the future in light of the new ownership.hue right Stanley was removed as.president as Louis's management was.ushered in Stanley was asked to return.to his post less than a year later back.in office.Stanley began studying ways of reducing.redundant costs starting with motive.power the first post-war diesel.locomotives to arrive were three Road.switchers built by Baldwin the first of.their kind in operation and were put to.work on the western division soon.afterwards a relationship was kindled.with the American locomotive company who.delivered the t C's only streamlined.locomotives the fa class despite their.high purchase price the FAS and the.Baldwin's were proving to be lighter.more effective and cheaper to operate.than the coal-fired alternative as more.of these units sidelined steam annual.expenses for locomotive maintenance.dropped by 18% finance is improved by.such a margin that the damage from.another fire in Monterey was brushed off.with just the insurance with the.subsequent discontinuance of the.sparsely used Pullman service the.Tennessee central was back in the black.the greatest promise of prosperity was a.grand proposal from the TVA the Kingston.steam plant this new power station was.set up on the banks of the Emory River.well within reach from T C's yard in.Emory Gap it was forecast to use up to.300 coal hoppers every day with.shipments coming in by barge and by rail.the TC and the Southern Railway were the.primary rail carriers enlisted company.officials reckoned that with the right.price coal mined on the TC could be.utilized at other TVA plants throughout.the southeast it seemed like a boom was.eminent but the TC was unprepared there.was not enough locomotives and rolling.stock to service the potential boom and.the existing coal mines could be quickly.depleted by request from the TVA knew.trackage was laid around Monterrey to.locations where coal seams could open as.for rolling stock an appeal was made to.the government operated reconstruction.Finance Corporation for a loan of 2.2.million dollars with this money for.locomotives from Schenectady New York.and 200 coal hoppers from Bessemer.Alabama were acquired by 1953 the diesel.ization allowed for the retirement of.the last remaining steam locomotives.from the roster the transition to diesel.eyes moved so fast that none of.Tennessee's central steam locomotives.were spared from the scrappers torch at.a time when historic preservation was in.its infancy there was little room for.such sentiment in embracing the future.their corporate neighbors would follow.suit with illinois central keeping steam.rolling through Hopkinsville as late as.1960 with the last remaining furnaces.and heaters converted to oil TC had.completely eliminated its dependence on.coal as a fuel source coal shipments to.the TVA kingston steam plant began in.February of 1954 and accumulated -.almost 1 million tons delivered paving.the way for a massive profit that was.hit by the recession after the Korean.War.regardless of outside conditions the.railroad now had to begin the process of.paying off its loans to the RFC a.process that would last thirteen years.the biggest news of all that year was.the departure of the man who brought the.company to this exact moment in time.President Hugh right Stanley retired on.March 23rd 1954 the last time I talked.to mr. Stanley he called me in your.private car and give me a 35 years.service 35 years lower than faithless.mr. Stanley was a brilliant businessman.as well as a very effective politician.and I think he truly cared about the.railroad he would often go out on the.line and talk to the people working on.the track and so on he was he was a well.president of the railroad which I cannot.say about all of them the head.Hieu right Stanly hailed as the dean of.railroad short line presidents left the.Tennessee Central Railway Company as its.longest-serving president Stan Lee.passed away a month later there would be.no more nashville in control from now on.former railroad president earl kyster.jr. was appointed by armstrong to.oversee the entire operation by now a.law firm in Philadelphia handled all of.the legal business replacing local.enforcement that had been working since.day one only four out of the eleven.directors were native to the region and.all answered to their landlords in the.Northeast this refocusing of power.seemed innocent at the time but there.would be other factors coming into play.that the TC would have to face chi stirs.first order of business was the fate of.the two remaining passenger trains with.the spreading of paved roads and.highways akin to kudzu the turn dwindled.down to his little as three cars with no.more than a dozen riders when the mail.contract was dropped in favor of.trucking expenses increased faster than.the rolling stocks repaired deficits the.railroad won permission from the ICC to.discontinue the train amidst some.opposition the last round trip left.Nashville on July 31st 1955 the four.cars were packed to capacity in both.directions coal traffic was still on the.rise with shipments to Kingston moving.along with 1.5 million tons generating.over 1 million dollars in revenue there.was even an increase in Carlow traffic.when the LM in in the NC NC L were hit.by employee strikes and shippers.discovered how efficiently the TC moved.their products a new steel mill in rock.wood was served by the TC and the.southern contributing even more revenue.by 1956 the service was up by 3.5.million tons of freight and a profit of.two hundred seventy eight thousand $69.both of which were all-time records.Armstrong believed the best was yet to.come another appeal was made to the.reconstruction Finance Corporation and.the TC was granted a three million.dollar loan to be paid back in five.years this loan brought two new.locomotives and 61 secondhand hoppers to.move 1.5 million tons of coal the.following year the amount of coal.totaled a 15 percent decrease as it.turned out coal mined in Eastern.Kentucky from the mines served by the.Elenin and the southern had a much lower.sulfur content than of the Cumberland.Plateau.the TC was granted short term contracts.to move their coal some of which were.not renewed after their two-year stent.although final delivery to the Kingston.steam plant took place on TC rails the.resulting compensation was much less.than their own coal ad the rising cost.of labor and supplies and the deficits.of 1957 came to nearly $100,000 in the.red by the end of the decade the.president's seat changed hands and.hardly 2.5 million tons of freight.removed with deficits posted all the way.the Tennessee central railway company.was not the only railroad having trouble.nationwide shifts in transportation left.even the largest and most profitable.railroads fending for themselves on.August 30th 1957 the NCN Sandell was.merged into the lnn labor unions and.shippers opposed the Union but the deal.seemed to go unnoticed by the public.airlines began carrying more passengers.than trains with jet service on its way.to Nashville's berry field the.interstate highway act was initiated.just the previous year and was already.spreading across the continent.interstate 65 would be the first of the.massive roadway network to reach.Nashville with planned interstates 40.and 24 proposed to run parallel to the.tc's right-of-way freight revenues were.projected to plummet precipitously the.interstate even threatened to pave over.tc's route the state pressured the.railroad to give up its belt line to.build a bypass around the city because.this would split the railroad in half.TC wouldn't go along without a.compromise two options were pitched by.the state either swing on to Elenin.trackage rights between vine hill and.19th street or build a new route between.Front Street and the Cumberland River to.where an industrial spur connected at.Harrison Street the company favored the.latter alignment but begrudgingly.settled for Elenin trackage rights at.1.5 million dollars fortunately for TC.landowner disputes would delay actual D.construction for the time being all the.while the railroad did its best to make.ends meet.the RFC loans taken out in the previous.decade were now totaling up to five.million dollars all due to be repaid on.April 1st 1960 after presenting the.evidence to the government the deadline.was pushed back by seven years the.company urgently needed to reverse its.deficit trends by then with the expected.interest rate increase to be paid.upfront.the Tennessee central had been so.dependent on coal as its primary.commodity that the line had hardly.considered specializing in any other.goods.one method railroads were using to win.back revenue was piggyback or.trailer-on-flatcar service carrying.truck trailers by rail with consumer.goods made for good profitability as.long as the service competed effectively.with the roadways however with the.routes 30 mile per hour speed limit T.ofc service did not reverse the downward.trend on the Old Hickory branch DuPont.closed their aging facilities it would.be quite a while before new industries.would spring up with the uncertainty of.whether or not they would even ship by.rail.in May of 1965 came the greatest hit of.all the Clinchfield Coal Company closed.the mines on the railroads routes an.increase in miners wages in decline in.the price for shipment to TVA.ultimately deterred Clinchfield from.renewing its contracts Crawford Wilder.Davidson and isalean all lost their.primary commodity and the company lost.its largest source of business forever.with deficits at all-time highs and.President Lee O'Neill syns subsequent.resignation the TC moved to reorganize.its sales force to attract new customers.this was partially successful with a 5%.traffic increase that allowed for new.motive power to spare the worn-out fleet.by September the power scramble was.resolved with Nashville businessman.William Watkins Glen passenger.excursions were operated on behalf of.the local chapter of the National.Railroad Historical Society and were a.tremendous success the very first one.that I recall was run by the Historical.Society and it was a charter to Monterey.and I was fortunate to the only 'it went.up there and had Elenin coaches of.course they were air-conditioned we had.quite a few to moderate some to Carthage.Junction son to Harriman all the way.providing a chance for a lot of school.kids to ride trains that never had at a.time when passenger rail travel was in.an overall state of decline these fan.trips served Morris public outreach for.people who had become disconnected with.the industry they were among the few.passenger trains the TC turned a profit.on with car loads of corporate goodwill.going to its guests while the company.was not what it was a decade prior those.who earned their living on the TC had.their pride instilled many decades.before my father worked on the railroad.my grandfather worked on the railroad.for the Tennessee central all my uncles.worked for the Tennessee central it was.a very important part of my life there.wasn't a lot of restriction on the east.end so as a as a child and as a young.man I got to ride in the engine with my.father quite often the men from this.area that worked on the TC that weren't.my relatives were.were close friends of my father and in.later years became close friends of mine.my father-in-law at that time was a our.car knocker on the Tennessee central and.he told me about they were hiring.operators a couple of operators was.gonna be I didn't know I had not ever.had any interest in the railroad but I.thought what the heck I was hired on so.I didn't know that started a 38 year.career with the railroad I would carpool.with older geysers the crews and go to.work it like a memory key out where I'm.working with with the train crews and.attract people when rich people even.camp cars when they were being a station.may be working on bridges close by and.going in and eat with them eat with the.crews there some staging to count cars.so they just saw there's a lot of things.on the railroad railroading today is not.lying.[Music].1967 began with over $300,000 in cash.and six million dollars in outstanding.loans by July 12 over $200,000 of that.amount had been lost a Board of.Directors meeting that month decreed.that any possible method of salvation.had to be explored even bankruptcy JL.Armstrong resigned his chairman on July.5th a group of Nashville businessmen.offered to buy his controlling interest.but they couldn't come up with the.$750,000 needed to claim majority.ownership while still under Armstrong's.control everything that could be cut to.save money was cut including maintenance.as a consequence derailments became more.frequent to the point of negating any.theoretical savings the hardest hit of.them all was at Carthage junction where.Trane 84s loose load of lumber hit a.switch standing and caused a string line.effect that sent the first few cars and.one locomotive into the Hickman Creek.no one was injured but the damages were.just partially insured no clear.direction on what to do next.Glenn decided to contact an old foe the.old bitterness of railroad rivalries.from the turn of the century had faded.by 1967 many of them were in the same.yard of mounting deficits and loss of.traffic and the Elenin had interest in.keeping the route open with 1,000 cars.interchanged each month.Glenn wrote to the accounting mechanical.and operating departments of their old.foe to assess his railroad and estimate.how much they could help the Elenin.responded the savings of $50,000.annually could be achieved if locomotive.and freight car repairs were done on.their watch in nearby Radner yard all of.the TC shop employees would be taken.under Ellen's wing while the TC would.cover just the repair and overtime costs.it also would reduce the number of.trains operated which were deemed.excessive and discontinuance ah's could.amount to sizeable savings annually on.December 12th Glenn wrote back to.elements VP of operations to ink the.deal urging that the agreement took.place as soon as possible the.negotiations never happened.1.6 million dollars were lost eight.point nine million dollars were due in.full payment to the government Illinois.central had published a tariff that.forbade interchanging of freight cars.unless charges were paid in advance.vendors were preparing to file suit to.collect their payments the US Treasury.turned down another deadline extension.the company had operated in the red for.eight consecutive years two days later.there was only one thing left to do.declare bankruptcy US District Judge.William e Miller was appointed to.oversee the bankruptcy petition.nashville businessman a battle rhodes.was appointed as receiver they took to.the job with the goal of returning the.railroad to profitability road soon.discovered what had already been proven.as fact TC was losing one hundred.twenty-five thousand dollars every month.burdened by the RFC loans and.competition from the interstates.reducing trains and laying off employees.entailed renegotiating labor contracts.which simply was not feasible in.February of 1968 Rhodes filed an.abandonment petition with the ICC only.then did the offers of salvation crop up.shoreline entreprenuer Murray Salzburg.offered a loan of five hundred thousand.dollars to Rhodes to buy the whole.company and gain a first line of.property should the line shut down there.were too many legal challenges to ensure.viability which discouraged further.development.the state legislature estimated that.6000 jobs could be lost and proposed.that the state purchased the entire.railroad and then lease it to a.qualified operator it was approved in.the House by a large margin but was.vetoed by Governor Buford Ellington a.former Elenin vice president he had been.advised that such a transaction was.unconstitutional in March fortunes were.literally hit hard.descending Brotherton mountain train 81.was struck by a rockslide crushing two.locomotives no one was injured but many.feared that the line would be shut down.then and there the ICC did not rule on.the abandonment petition and the mess.was cleared up roads began negotiating.with the Elenin to oversee the.day-to-day operations they were more.interested in operating unspecified.portions of the TC in the event the line.shut down this was bitterly opposed by.labor unions and shippers even after the.abandonment petition was approved on.April 30th on May 22nd roads appeared.before Judge Miller and proclaimed that.not only had no buyer been found but.accountants were scrambling to rearrange.funds just to make payroll Rhodes asked.Judge Miller to shut the railroad down.within days of the announcement the.three railroads that TC connected with.began posting bids for sections of the.track they favored Miller scheduled.hearings throughout the summer to.consider bids while roads kept the.railroad running until something was.settled on the hearings were laced with.offers and counteroffers about what.trackage belonged to them and how the.former TC employees could fit in being.an employee we of course we didn't hear.any things here and there at that time I.was the agent traveled to Tennessee your.next summer I couldn't tell much.different other than I was hopeful that.they would keep operating Illinois.central was putting up two million.dollars for the entire route between.Hopkinsville and Harriman and would not.exit any prior labor contracts which L&N.desired employees were largely in favor.of this plan but government officials.were left skeptical about the condition.that the city would pay for a new.connector track to replace the paved.over belt line what the elion lawyer did.he didn't just say Nashville to Crossman.he said milepost six-two milepost why.well when you look at the map those.milepost.included the shippers.so they got the majority of their own.line shivers debates raged on for hours.each day as the Elenin and IC struggled.to make the best appeal to the judge a.good friend of mine who's a big railroad.family was a TC burner messini he leaned.over to whispered to me when they came.back from recess he said three-way split.I said no way.he said you watch it on August 13th a.three-way split was proposed by Rhodes.the Illinois Central would take the.Western division between Nashville and.Hopkinsville connecting with the lnn at.West End the southern gained the.easternmost segment of the eastern.division between Harriman and Crossville.and the remaining trackage to the.Kingston steam plant that left the.middle portion including most of the.branch lines to the L&N the railroad.that fought so hard all those years ago.to prevent the line from entering the.city it would call all of the shots for.I was sort of surprised at the getting.to notice that quick because I thought.that maybe things was looking up by them.paring the Depot down and putting the.trailer there but didn't but then they.kept evolving it that and looking like.this was going to close down so they put.out a letter that they were shutting.down on August 31st on that Friday they.wanted everybody to in the east and only.stand the terms of keys in and moderate.and of course all the employees at that.time had they had told us it we could.put in applications with the southerner.and the L&N which I did.judge Miller felt that a better deal.could have been reached if the whole.route was just one railroad the Illinois.Central proposal was favored the most.but the time taken to decide on the.connector track contingency would mean.that the TC would keep losing money more.than it should.reluctantly judge Miller approved the.split and set August 31st 1968 as the.last day of operations the three.railroads promised to take on as many.former TC employees as they could but.wouldn't commit to an exact number until.operations under the new owners began.service shippers were given less than.two weeks notice and an embargo would.forbid cars to be interchanged at a.certain date Elenin had already cut a.deal where t C's best maintained.locomotives and rolling stock were.purchased at least back to TC to provide.a temporary cash reflex some would still.operate over TC trackage wearing lnn.paint schemes for several years.afterwards.at the eleventh hour a last-ditch effort.was put in by the Metropolitan Nashville.industrial board they put forth a 1.million dollar bond for a new route.through downtown to connect the two.divisions which could make the railroad.whole again in return they asked the.Illinois central to resubmit the bid to.purchase the whole railroad on August.31st 1968 equipment was gathered up in.Nashville for the lmn to take possession.the last train to Hopkinsville departed.southern junction yard taking for the.last time the Beltline soon to be reused.as interstate 440 on arrival in.Hopkinsville the train was left in icees.yard and the crew was driven home to add.its whole life at the Tennessee central.was a tenet of the icees infrastructure.never gathering enough capital to build.its own facilities just three days later.T sees labor unions and IC made an.appeal to judge Miller to sell the.entire railroad he rejected siding.continued uncertainty about the public.financing of the northern Lee section.labor leaders politicians and IC.management continued to solicit public.support to save their railroad but it.was too late.Miller stood by his decision although he.could have been overruled by the.Interstate Commerce Commission he was.reluctant to act by spring 1969 the.three railroads had paid for their.segments and began redeveloping the.property as they saw fit the company.ceased to exist in the last parcel of.land.[Music].like a divided Empire the once unified.route took to their separate fates the.southern continued service for as long.as it could on the most scenic portion.until the city of Crossville ordered for.their rails to be torn up the lnn.abandoned the segment between Crossville.and monterey creating a 30 mile gap the.Illinois Central had a change in parent.company priorities which led to the line.falling into disrepair eventually.severing the link between Ashland City.and Fort Campbell between the rail heads.there remains little evidence that a.railroad used to run here elsewhere the.legacy of the TC is alive and well the.Southern Railways portion is operated by.l'a hoist North America a mining company.based in Crab Orchard the material is.transported down the mountain to Emory.gap for interchange with Norfolk.Southern which also uses the remaining.trackage to Harriman as part of their.mainline.CSX maintains trackage rights on this.stretch to reach the Kingston steam.plant which is still providing power to.the southeast with coal from Kentucky.and Wyoming the western division is.operated in two sections the Nashville.and Western Railroad is still moving.freight between Ashland City and.Nashville's west end Fort Campbell home.of the 101st Airborne Division maintains.the route to Hopkinsville with a new.belt line connecting CSX just below the.city in between these active sections a.six mile stretch of road bed just north.of Ashland City is now the Cumberland.River Bicentennial Trail a paved.recreational path following one of the.most scenic portions of the route the.Ellen ends middle portion was eventually.slated for abandonment east of Old.Hickory when the affected counties.banded together the Nashville and.Eastern Railroad came into being on.September 15th 1986 purchasing 135 miles.of track from Ellen and successor CSX.this new railroad covered the remaining.trackage of the TC including the.branches to South Carthage and Old.Hickory and the Beltline to Vine Hill.service stretched 94 miles - all good.with the whole line re-entering service.with ass and mind north of Monterrey in.2008 the stage was being set for the.line to become a host of economic.rebirth in 1989 the Broadway dinner.train began running evening dining.excursions from the new riverfront park.to Old Hickory and back a nonprofit.all-volunteer organization was close.behind and sponsored excursions of their.own eventually taking over the excursion.business now with their own fleet of.vintage diesel locomotives and stainless.steel passenger cars the Tennessee.Central Railway Museum operates special.themed excursions across the entire.railroad from Nashville to Monterey with.stops in Watertown and Baxter with.nearly 30 years of experience of.passenger rail travel at leisure another.nonprofit group is stepping forward to.add on to Nashville's heritage in a way.unseen in over 60 years 576 is the last.remaining standard gauge steam.locomotive from the Nashville.Chattanooga and st. Louis railway after.sitting on display in Centennial Park.for 64 years the locomotive is now under.lease from Metro Nashville parks by the.nonprofit Nashville steam Preservation.Society which is raising money to.relocate restore and operate the 576.under its own steam over the rails of.its ancestors rivals.[Music].the biggest game-changer of all for the.railroad began service on September 18th.2006 the Music City star is the first.and only commuter rail service in.Tennessee between Nashville and Lebanon.this old route was introduced to.right-of-way realignments continuous.welded rail and centralized traffic.control to get the most out of the.service it was the least expensive.commuter rail system and installation.anywhere in the United States and it was.an experiment in a ways we didn't think.that in 2006 when the star was put in.place that Nashville would be booming.like it is so looking for those transit.options is is critical for our future.growth the biggest differences can be.seen in Martha where an entirely new.right-of-way allows higher speed under.and over to highways since inauguration.a location formerly comprised two grade.crossings is now home to a lumberyard a.sheetmetal plant a plastics manufacturer.and a ceramics company all of these.industries can ship their products on.the Nashville and eastern who can.interchange the cars with CSX for.distribution anywhere in the country.three miles to the east the star has.spurred economic development to warrant.a new station.Hamilton Springs is one of the first.transit oriented planned communities in.the nation and the star runs straight.through the middle of the proposed site.so we're repeating a history today.there was already a train station here.once and now we're doing again except.before people from Nashville came here.to relax now hopefully people live here.and go on Nashville and relax so we.build it backwards but there was a.station here before similar developments.are being planned at Mount Juliet and.Donaldson which we put the economic.centers of the suburbs within walking.distance from the railroad tracks so we.are implementing the the you do the.urban design overlay and to create a.route a true town center walkable.mixed-use civic anchored town center and.the star and the den dolls the station.is a central piece to that and we are.looking like as I said before developing.around the station in a more mixed use.capacity that allows for growth.residential.commercial growth and focuses on making.that train run more often in the long.term the stars hope to reach northward.to Clarksville this would be achieved by.relaying much of the right-of-way from.Ashland city into Robertson County with.a quoted tag of 100 million dollars as.progress moved forward those who knew.what they had did what they could.document the changes some took matters.into their own hands and saved historic.Depot's and rolling stock for posterity.most of these buildings have been.repurposed as museums and visitor.centers while others have been rebuilt.from the ground up in Nashville the.master mechanics office houses the.Tennessee Central Railway Museum.while the freight car repair shop is now.home to an advertising agency the.surviving rolling stock has been.scattered to the wind with some cabooses.restored as display pieces of the routes.locomotive fleet only two survived class.s1 switcher number 51 was sold to the.Cadiz railroad in Kentucky and operated.for over a decade.hauling consumer goods the 51 currently.sits on static display under a shelter.in Cadiz the other survivor Class C 420.number 400 was included in a lease.agreement with the lnn after ten more.years of service.LM in 1316 was retired sold rebuilt and.resold on the Apache Railway number 82.is still hard at work moving Freight in.eastern Arizona in the company of other.alko locomotives for all of the.hardships the old Tennessee Central.endured over half of its route is still.being used as intended in places wood.trestles have given way to concrete.structures curves have been straightened.out and the track can now handled twice.the tonnage than before in over a.hundred years since it arose and fifty.years since it left this 19th century.mode of travel is still proving its.worth in the 21st century economy.but even in recurring boom times fate.finds a loophole in November of 2013.these rails came under fire once again.there was a disagreement between T Dodd.and the short line rails as far as that.the funding goes and for rail.improvements and maintenance and whatnot.and so until that was resolved those.funds were held but the good news is.that thanks to the state legislature T.Dow did release those funds and I look.forward to seeing the improvements that.I know that the Nashville and Eastern.Rail definitely need all all across the.line I think that no matter of what.transit proposal was put forth it's got.to look at how we grow sustainably over.the next decades to come the star of.course like I mentioned is going to be a.central piece to that it's going to.showcase how we can create transit.oriented development areas that includes.affordable housing that includes good.commercial and retail and new.restaurants that I know that I've been.hearing a lot from my community that.they want the this short line rail the.Nashville and Eastern Rail is shown to.be critical not just for Nashville and.for transit but as I sit on the National.and Eastern Rail Authority board and I.listen to the needs of surrounding.counties for Freight and whatnot it is a.huge economic driver for those counties.and and so it's critical that we invest.in in the end the rail to continue to.advanced Freight and and transit so.Nashville in eastern rail like I said is.a critical part to Middle Tennessee's.growth.[Music].but the National Easter needs and my.opinion today is a major shipper or lock.they are not of unveiled manufacturing.plant to locate somewhere on the line.east of Living them say Cookeville cross.will get the track back in from.Nashville to Knoxville there's a hundred.miles closer over Tennessee central.route than it is to go and CSX because.they have to go to Chattanooga first and.then a think they would be able to.locate some major rail shippers on the.line there's still a lot of coal on the.line and the line that went up to Wilder.which most that branch has gone could be.used and with the scrubbers they got now.they can burn house-elf of coal I don't.think there's still a great potential.for coal.the east end of the line does have some.traffic now but it's not nearly the.traffic it was back in the heyday Middle.Tennessee the Cookeville Monterey this.area is growing by leaps and bounds and.to attract businesses as we are doing.right now.there will come a time when when there.will be more than sand shipped out of.here there'll be a there's industry here.now the county's largest employer is.here in Monterey I think as as time goes.on rail service will be essential it.could be in Mize it's like in the old.days everything would be run by rail and.then your trucks would be used for for.local distribution the problem I think.over the years is with the decline of.the railroads and with the line being.pulled up they're just not used to using.rail and there their whole systems are.set up for the trucking industry as the.trucking industry continues to grow I.believe there will be an outcry to bring.back more rail service to take the.traffic off the roadways it's more.economical and less hazardous to.transport goods by rail the future of.the Tennessee Central's legacy is still.being written to this day on November.9th 2018 both the Nashville and eastern.and Nashville and Western railroads were.acquired by short line Empire RJ Corman.their goal is the continuation of an.essential yet overlooked service for the.isolated depths of Middle Tennessee one.that has been moving non-stop for over.128 years beneath the gauge of these.rails though our tails not just of the.power and glory of this business but.also the headaches and heartaches for.those who maintained it they were.engineers conductors.officers maintenance of way workers.customers and passengers who all helps.to keep their connection to the outside.world when the world itself seemed to.turn against them their participation in.this grand adventure is remembered by us.as those who served the road of personal.service.[Music].[Music].[Music].[Music].[Applause].[Music].

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