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Pioneer Southern Railroad, A from New Orleans to Cairo by Thomas D Clark W/DJ
Pioneer Southern Railroad by Thomas D Clark from New Orleans to Cairo
Hard Cover w/ dust jacket (has plastic protective cover)
Personal library sticker inside front cover, stamp and writing first black page,
171 pages
Copyright 1936
CONTENTS
Chapter I
A New Idea in Transportation 11
Chapter II
The New Orleans and Jackson 27
Chapter III
The Canton and Jackson 45
Chapter IV
The New Orleans, Jackson and Great Northern 53
Chapter V
The Mississippi Central 83
Chapter VI
The Mississippi Central and Tennessee 99
Chapter VII
The Mississippi and Tennessee105
Chapter VIII
The Civil War and Reconstruction113
Chapter IX
Incidents of Railroad Operation129
Footnotes 139
Appendix A151
Appendix B155
LIST OF ILLUSTRATIONS
Map of the Southern roads taken over by the Illinois Central SystemFrontispiece
The Locomotive, it is thought, has some inkling of what is about to happen 32
It was a brave community which turned out to see the coming of the first train to Canton from New Orleans 77
An invitation extended General R. P. Neely of Bolivar, Tennessee to attend the driving of the "Golden Spike" on the Mississippi Central 95
Transporting War Materials116
The Art of making Confederate Neckties116
INTRODUCTION
The territory of the southern branches of the Illinois Central system has been almost wholly dependent upon the railroad as a means of transportation to market. From the standpoint of highway development much of the territory discussed in this monograph is little better served than it was in the middle of the nineteenth century. Hence the importance of this railroad to its community has been much greater than that of many other railroads.
Not only did the early fathers have to struggle with the stubborn engineering problem of building a railroad which would support a running train across the marshes of the low lands of Louisiana and Mississippi, but there were conscientious objectors for other reasons. A Kentucky newspaper gives an account of the objections raised by an opponent of the railroad. He harrangued a meeting of interested parties on the question of there being no mention of railroads in the Bible. If, he argued, the community put its money in railroads it did so in direct violation of the scriptures. More important, however, was the fact that planters of the territory of these southern railroads were more interested in growing more cotton to buy more slaves to grow more cotton. Distances were great, and a large outlay of money was necessary. Before a railroad company could offer any inducement whatever to the communities adjacent to its line a connection had to be made with a good river port or a "furnishing" town.
There has been an age old argument as to whether the railroads were built to supplement or to compete with the rivers. Perhaps there is no better example of a railroad being built parallel to the rivers than the southern branches of the Illinois Central System. Here the roads which now compose this system were built parallel to the Mississippi River from New Orleans to Cairo, Illinois. The question was not one of building a railroad to assist the river with its burden of commerce, but to free New Orleans of the danger of becoming a victim of slow-moving river traffic. The one thought uppermost in the minds of all the friends of the railroad in this southern territory was to reach the grain and livestock supply of the Northwest as quickly as possible. In the Northwest the cotton planter had salvation so far as his supplies were concerned. Cincinnati, Louisville, and later Chicago, were important supply centers for these planters.
This study has been made in order to present some idea of at least one of the factors which figured in the attempt to maintain "King Cotton" and his maid servant, slavery. Unfortunately for these institutions the southern railway builders were too slow in their efforts to reach the Northwest, and when the War between the States occurred, New Orleans had a most indifferent connection with this source of grain and livestock supply. The roads, which today compose one system, were the victims of the communities through which they passed. Each community wanted an outlet to market, and was indifferent to the idea of building a trunk railroad. Hence this explains the number of roads which were built in the process of tapping the trade of the upper Mississippi and Ohio rivers. The matter to ponder is not the fact that it took so long to build these roads, but that they were built, and that after the war, all of them fitted together to compose a single system.
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