MCMINN COUNTY
MCMINN COUNTY
A Short History
from the
The Tennessee Encyclopedia of History and Culture
1. COUNTY HISTORY
2. BATTLE OF ATHENS
3. COMMUNITY COLLEGES
4. CIVILIAN CONSERVATION CORPS
5. ENGLEWOOD MILLS
6. HISTORIC HIGHWAYS
7. MAYFIELD DAIRY FARMS;
8. JOSEPH MCMINN;
9. RAILROADS;
10. DEWITT C. SENTER;
11. TENNESSEE WESLEYAN COLLEGE;
12. TREATIES;
13. WOMAN SUFFRAGE MOVEMENT
14. HISTORIC RESORTS
1. COUNTY HISTORY
McMinn County, located in southeast Tennessee, was established by the
Tennessee General Assembly in 1819. Named for Governor Joseph McMinn, the county
was created from lands ceded by the Cherokees in the Hiwassee Purchase.
Calhoun, the first town and county seat, was established in 1820 across the
Hiwassee River from the Cherokee Indian Agency. The need for a more centrally
located seat of government led to the county seat's removal in 1823 to Athens,
fifteen miles north. Athens was chartered in 1822. By 1830 McMinn County had a
population of over 14,000, including 1,250 slaves.
The Hiwassee Railroad began construction of one of Tennessee's first
railroads in McMinn County in 1837. Plans called for a line from Dalton,
Georgia, through McMinn County to Knoxville, a distance of ninety-eight miles.
Financial problems and a general economic depression statewide halted
construction in 1839 after the completion of sixty-six miles of graded roadbed
and a bridge at Calhoun. Work was resumed in 1849 by the East Tennessee and
Georgia Railroad. Athens served as the railroad's headquarters until 1855, when
the central office was moved to Knoxville.
With the arrival of the railroad came the new towns of Riceville, Sanford,
and Mouse Creek (now Niota), which developed along the line. During the Civil
War, the railroad gained added significance, serving as a vital link for
transporting troops and supplies between the Lower and Upper South.
Like most East Tennesseans, McMinn Countians experienced divided loyalties
during the Civil War. Although Tennessee joined the Confederacy in 1861, the
county furnished troops to both Confederate and Union armies. While no major
battles were fought within the county, thousands of troops passed through, and
the area suffered severe economic hardships.
Following the war, lack of capital hampered growth and development, but by
the late nineteenth century, recovery, spurred by the railroad, was well under
way. Two new towns, Jellico Junction (later Englewood) and Etowah, were
established along railway lines. Etowah came into existence in 1905 as a
railroad town, the Atlanta Division headquarters of the Louisville and Nashville
(L&N). By the 1920s employment reached over two thousand, and some twenty trains
passed through Etowah daily.
In 1920 McMinn County's young representative to the Tennessee legislature,
Harry T. Burn of Niota, cast the deciding vote approving the Nineteenth
Amendment which granted women the right to vote. The Senate had passed the
measure, but a tie vote occurred twice in the House. Having previously voted
with the opposition, Burn switched his vote, breaking the tie, and making
Tennessee the required thirty-sixth state to approve ratification.
In 1921 McMinn County became the site of the construction of the first
concrete highway in Tennessee, a fourteen-mile stretch of the Lee Highway (U.S.
11) from Athens to Calhoun. A small section of this road is still in use today.
McMinn County suffered severe economic hardship during the Great Depression.
Etowah was most affected since its economic base was tied to a single industry.
When repair shops were closed and the division headquarters of the L&N moved to
Knoxville, employment in the county fell to fewer than one hundred. To aid in
recovery, the National Youth Administration built a scout lodge in Etowah. While
World War II brought a temporary revival, the boom days of the railroad town
were over.
Perhaps the most notable event in McMinn's history occurred on August 1,
1946, when returning GIs overthrew a corrupt political machine with ties to Ed
"Boss" Crump. A large number of armed deputies took ballot boxes to the county
jail to be "counted" behind barricaded doors, refusing requests for GI observers
to witness the counting. After several hours of a raging gunfire battle, those
inside the jail were dynamited into surrendering. This "
Battle
of Athens," in which, miraculously, no one was killed,
resulted in governmental reform. The county court system of government was
replaced by a county council-manager system, the first in Tennessee.
Following World War II, McMinn County experienced rapid growth and economic
development as existing industries and businesses expanded and several
corporations, including Bowaters, the world's largest newsprint producer,
established major plants in the area. Educational opportunities increased with
the expansion of programs at Tennessee Wesleyan College and the opening of
Cleveland State Community College. Also, dairy farming increased during the
first three decades following the war. The presence of Mayfield Dairy Farms, one
of the largest dairy processors in the Southeast, was a major factor in
stimulating the growth in dairying.
McMinn County's primary historical attractions are the exhibits at the L&N
Depot, Etowah; the Englewood Textile Museum; and the McMinn County Living
Heritage Museum, Athens, which interprets the county's history from the days of
the Cherokees to the economic transformations of the 1940s through thirty
exhibits. Antebellum landmark buildings include the Old College of Tennessee
Wesleyan College and the Cleague Building, both in Athens. The county's 2000
population was 49,015.
Bill Akins and Genevieve Wiggins, Tennessee Wesleyan College
2. BATTLE OF ATHENS
Officially, the "Battle of Athens" in McMinn County began and ended on August
1, 1946. Following a heated competition for local offices, veterans in the
insurgent GI Non-Partisan League took up arms to prevent a local courthouse ring
headed by state senator Paul Cantrell and linked to Memphis political boss Ed
Crump from stealing the election. When Sheriff Pat Mansfield's deputies
absconded to the jail with key ballot boxes, suspicious veterans took action. A
small group of veterans broke into the local National Guard Armory, seized
weapons and ammunition, and proceeded to the jail to demand the return of the
ballot boxes. The Cantrell-Mansfield deputies refused, and the veterans, now
numbering several hundred, opened fire. The ensuing battle lasted several hours
and ended only after the dynamiting of the front of the jail. The surrender of
the deputies did not end the riot, and the mob was still turning over police
cars and burning them hours later. Within days the local election commission
swore in the veteran candidates as duly elected. The McMinn County veterans had
won the day in a hail of gunfire, dynamite, and esprit de corps.
The battle of Athens stands as the most violent manifestation of a regional
phenomenon of the post-World War II era. Seasoned veterans of the European and
Pacific theaters returned in 1945 and 1946 to southern communities riddled with
vice, economic stagnation, and deteriorating schools. Undemocratic, corrupt, and
mossback rings and machines kept an iron grip on local policy and power.
Moreover, their commitment to the status quo threatened the economic
opportunities touched off by the war. Across the South, veterans launched
insurgent campaigns to oust local political machines they regarded as
impediments to economic "progress."
In Athens, the Cantrell-Mansfield ring colluded with bootleg and gambling
interests, shook down local citizens and tourists for fees, and regularly
engaged in electoral chicanery. While communities such as Knoxville, Oak Ridge,
and Chattanooga boomed, Athens languished, and veterans returned to a community
beset with more problems than opportunities. When Cantrell and Mansfield
employed their typical methods to nullify the veterans' votes and reform
efforts, the ex-soldiers resorted with the skills and determination that had
brought them victory overseas.
Although recalled fifty years later with a certain amount of local pride, the
battle of Athens initially proved a source of embarrassment, and many residents
abhorred the violent, extralegal actions of the veterans. The image of
gun-wielding hillbilly ex-soldiers shooting it out with the Cantrell-Mansfield
"thugs" that blazed across national and regional newspaper headlines enhanced
East Tennessee's reputation for violence and lawlessness. The Good Government
League, empowered by the veterans' victory, scored few successes in its efforts
to eradicate the vice, corruption, and arbitrary rule of machine government.
Nevertheless, the battle of Athens exemplified the southern veteran activism of
the postwar period and defined the disruptive political impact of World War II.
Jennifer E. Brooks, Tusculum College
4. CIVILIAN CONSERVATION CORPS (CCC)
On
March 31, 1933, President Franklin D. Roosevelt signed legislation to create the
Civilian Conservation Corps, the first of the New Deal agencies. The CCC
employed young men and gave them an opportunity to develop new skills and
prepare them for future employment as the nation recovered from the Great
Depression.
Originally established as the "Emergency Conservation Work Program," the CCC was
renamed in 1937. Although there are no official records, estimates of the number
of young men who participated in the nine-year program reach approximately three
million. Congress extended the program to include African Americans, Native
Americans, and World War I veterans. Enrollees performed a variety of
conservation activities including reforestation, soil conservation, road
construction, flood and fire control, and agricultural management. The CCC also
completed a number of tasks associated with the development and construction of
state and national parks. The CCC provided food, clothing, and shelter, as well
as education, vocational training, and health care. The Department of Labor, the
War Department, and the Department of Interior administered the CCC; state and
local labor offices assisted with selection and enrollment procedures.
The CCC's Fourth Corps area, District C, included Tennessee plus western North
Carolina, northern Georgia, Alabama, and Mississippi. Organized on April 25,
1933, District C fielded forty companies, including three "Veteran White," one
"Veteran Colored," two "Junior Colored," and thirty-four "Junior White" camps.
Tennessee supported eleven district headquarters located in Memphis, Union City,
Jackson, Paris, Columbia, Nashville, Tullahoma, Cookeville, Chattanooga,
Knoxville, and Johnson City and fifteen branch offices located in Dyersburg,
Murfreesboro, McMinnville, Shelbyville, Clarksville, Springfield, Cleveland,
LaFollette, Maryville, Loudon, Rockwood, Morristown, Elizabethton, Kingsport,
and Bristol. The state's first CCC company set up headquarters at Camp Cordell
Hull near Limestone Cave in Unicoi County in 1933. By the following year,
Tennessee sponsored thirty companies.
Enrollment was offered to single men between the ages of seventeen and
twenty-eight; however, the reinstituted CCC of 1937 made enrollment available to
men between the ages of seventeen and twenty-three. Applicants had to prove
their marital status, provide evidence they had been unable to find employment
for at least two months, and demonstrate that their families could not provide
education or training comparable to that made available to members of the corps.
Enrollees signed up for a minimum of six months, and few members participated
for more than one or two years. The state's motto, "Select, rather than
collect," reflected the high honor associated with participation in the CCC.
Tennessee's CCC boys earned thirty dollars per month, twenty-five dollars of
which went to families or was deposited with the War Department until the corps
member received his "honorable discharge."
Tennessee's total number of CCC companies reached its peak in July 1937, when
the state supported forty-six camps. By the time the CCC disbanded, more than
seventy thousand Tennesseans had served. In 1942 changing American ideas about
the CCC and congressional pressure to end the program resulted in the agency's
dissolution, but in Tennessee, the CCC had completed work in seventeen state
parks as well as in the Great Smoky Mountains National Park. The national
success of the CCC is directly attributed to Roosevelt, who seldom compromised
his values concerning the need for the agency and a national conservation
movement.
Ruth
Nichols, Nashville
Suggested Reading(s): John A. Salmond, The Civilian Conservation Corps,
1933-1942 (1967); Carroll Van West, The New Deal Landscape of Tennessee
(2001).
[Note from your McMinn County Hosts: McMinn and surrounding counties had
groups of young men who joined the CCC. One CCC camp was located not far from
the current Athens hospital on Hwy 39 west.]
7. MAYFIELD DAIRY FARMS
Established
in 1923, Mayfield Dairy Farms has evolved into one of the major southern milk
and ice cream products companies. It began as an antebellum family farm in
McMinn County that continued as a family-run business into the late twentieth
century. In 1833 Thomas Brummitt Mayfield and Sarah Rudd Mayfield established a
farm on 510 acres east of Athens on the Madisonville Road. In 1923 Thomas Brient
Mayfield Jr. took the family's forty-five-cow dairy operation and bought an
existing ice cream factory in Athens, creating the Mayfield Creamery.
The creamery proved successful and remained in business during the Great
Depression. In the postwar boom of the late 1940s, the Mayfields decided to
upgrade and expand their operations, building a new modern milk and ice cream
plant in Athens between 1948 and 1950. Over the next two decades, the Mayfields
continued to modernize and improve operations; during the 1950s, for instance,
the dairy was the first in Tennessee to ship its milk in mechanically
refrigerated trucks. In 1976 Mayfield Farm was designated an official Tennessee
Century Farm; the following year Mayfield expanded its ice cream sales into the
Atlanta market.
In the mid-1980s Goldie D. Mayfield and her children operated a 1,400-acre farm,
while the company expanded sales of the Mayfield Dairy brand name across the
state. Dean Foods of Franklin Park, Illinois, acquired Mayfield in 1990, but
kept everyday affairs in the capable hands of the Mayfield family. The company
built its second plant, for milk production, at Braselton, Georgia, in 1997.
Currently Scottie Mayfield is president of Mayfield Dairy Farms, and Rob
Mayfield is vice-president, production and technical service manager. Milk from
325 farms across the South supply milk to Mayfield Dairy Farms. Its Athens plant
employs 575 workers.
Carroll
Van West, Middle Tennessee State University
8. JOSEPH MCMINN
1758-1824
Joseph
McMinn, farmer, state legislator, Indian agent, and governor, was born at
Westchester, Pennsylvania, on June 22, 1758. McMinn served in the Continental
army during the American Revolution. After the war, he moved to the future
Tennessee and bought a farm in Hawkins County in 1786.
In 1790 Territorial Governor William Blount appointed McMinn to county office,
and in 1794 he represented Hawkins County in the Territorial General Assembly.
As a member of the state constitutional convention in 1796, McMinn was chosen to
deliver a copy of the state constitution to U.S. Secretary of State Timothy
Pickering in Philadelphia. He was elected to the first Tennessee State Senate
and later served three times as Speaker of the Senate. He was governor of
Tennessee for three terms between 1815 and 1821. During his tenure, the Jackson
Purchase was completed, the State Capitol was moved from Knoxville to
Murfreesboro, and the Bank of Tennessee was incorporated.
After retiring from the gubernatorial office in 1821, McMinn bought a farm near
Calhoun. Two years later, he was appointed as agent of the United States to the
Cherokees. He died on November 17, 1824, at the Cherokee Agency on the Hiwassee
River and was buried near Calhoun. Both McMinn County and McMinnville in Warren
County are named in his honor.
John
H. Thweatt, Tennessee State Library and Archives
Suggested Reading(s): Charles W. Crawford, ed., Governors of Tennessee
(1979).
9. RAILROADS
Tennesseans
considered railroads as early as 1827, when a rail connection between the
Hiwassee and Coosa Rivers was proposed. The general assembly granted six
charters in 1831 for railroad construction, but these early efforts failed when
financial support did not materialize. Early railroad fever struck hardest in
East Tennessee. Beginning in 1828 Dr. J. G. M. Ramsey of Knoxville advocated a
rail connection between South Carolina and Tennessee. In 1831-32 the Rogersville
Rail-Road Advocate (possibly the first railroad newspaper in the United States)
favored an Atlantic connection through Virginia.
West Tennesseans also envisioned connections to the Atlantic coast. The Memphis
Railroad Company (chartered in 1831, renamed Atlantic and Mississippi in 1833),
hoped to connect Memphis with Charleston. Another scheme attempted to link
Memphis with Baltimore.
Tennessee's legislature enacted an 1836 law requiring the state to subscribe to
one-third of railroad and turnpike company stock (the subscription was raised to
one-half in 1838). When the state-stock system stumbled after the Panic of 1837,
the ironic outcome was completion of Middle Tennessee turnpikes rather than
railroads. The state aid laws were repealed in 1840 under Governor James K.
Polk.
Although in force only a few years, the state internal improvement laws spurred
some railroad developers to action. The Hiwassee Railroad did not qualify for
the state subscription but began construction in 1837 near Athens. Despite
achieving Tennessee's first actual railroad construction, the Hiwassee failed in
1842. The LaGrange and Memphis Railroad was the only railroad to qualify for
state subscription, and in 1842 it became the first railroad to actually operate
a train in Tennessee. A few months later the county sheriff took possession due
to unpaid court judgments.
Tennessee's railroad interest revived in the late 1840s, encouraged by
successful neighboring states. Georgia's Western and Atlantic was already headed
toward the Tennessee River, and it reached Chattanooga by l850, a development
that renewed the hopes of Knoxville and Memphis and created the first serious
railroad interest in Nashville.
In 1848 the general assembly endorsed bonds of the Nashville and Chattanooga
(N&C), but the East Tennessee and Georgia (ET&G) won a precedent-setting direct
loan two years later. The General Internal Improvement Law of 1852 provided
state loans to railroads at $8,000 per mile ($10,000 per mile by 1854). Every
Tennessee antebellum railroad (except the N&C) received grants under this
system.
The N&C was the first railroad completed in Tennessee. Incorporated in 1845, it
reached Chattanooga by 1854. It was the only state-aided railroad to avoid
financial loss to the state. Associated branch lines were completed in the
1850s: the McMinnville and Manchester; the Winchester and Alabama; and the coal
mine branch to the Sewanee Mining Company at Tracy City. Another associated
line, the Nashville and Northwestern (N&NW), was intended to connect Nashville
to the Mississippi River at Hickman, Kentucky. Construction began at Hickman,
but the line had been extended eastward only to McKenzie by the Civil War; the
eastern end ran only a few miles from Nashville, where it was captured by the
Union army, who continued it to Johnsonville on the Tennessee River (the
remaining gap was completed after the war).
The Memphis and Charleston (M&C), incorporated in 1846, ran across Mississippi
and Alabama to reach Stevenson, Alabama by 1857, where it connected with the
N&C, thus linking Memphis to the Atlantic via the N&C and the Western and
Atlantic.
The ET&G, chartered in 1848, revived the Hiwassee Railroad. Running from Dalton
via Athens and Loudon to Knoxville by 1855, it was the second railroad completed
in Tennessee. A more direct route between Cleveland and Chattanooga was
completed in 1858. The East Tennessee and Virginia (ET&V), chartered in 1849,
was completed from Knoxville to Bristol in 1858, ending East Tennessee's
railroad isolation.
Nashville gained rail access to the North through Kentucky. Louisville city
subscriptions and Tennessee state aid financed the Louisville and Nashville
(L&N), incorporated in Kentucky in 1850. Competitive subscriptions among local
governments determined its Tennessee route. Completed in 1859, it hosted an
excursion intended to preserve the Union. Several other Middle Tennessee
railroads provided Nashville connections. The Nashville and Decatur (N&D) ran
from Nashville through Columbia to Tennessee's southern border, where it
connected with the M&C and an Alabama railroad to Decatur (it also extended from
Columbia to Mt. Pleasant). The Edgefield and Kentucky (E&K), completed in 1860,
ran from the Nashville suburb of Edgefield to Guthrie on the Kentucky boundary.
Memphis also established railroad access to Louisville: the Memphis and Ohio
(M&O) ran from Memphis to Paris; the Memphis, Clarksville, and Louisville ran
from Paris to Guthrie; and the L&N constructed a branch from Bowling Green to
Guthrie.
West Tennesseans gained rail access to Mobile, New Orleans, and Columbus,
Kentucky, due to the rivalry between New Orleans and Mobile to establish rail
connections to the mouth of the Ohio River. The Mobile and Ohio (M&O) reached
from Columbus to Jackson, Tennessee, in 1858, and to Mobile in 1861. The
Mississippi Central and Tennessee connected with the M&O in 1860, giving New
Orleans access to the Ohio a year before its rival Mobile. The Mississippi and
Tennessee completed a line from Memphis to Grenada, Mississippi, in 1861, giving
Memphis access to New Orleans via the Mississippi Central.
Tennesseans took preliminary steps to begin a transcontinental route through
Memphis, Little Rock, and El Paso, but the Civil War dashed any hopes that the
South would participate in a railroad to the Pacific.
Tennessee railroad equipment of the 1850s was primitive. Railroad track (mostly
unballasted) consisted of light T-section wrought-iron rail on untreated
crossties. Tennessee track adopted the usual Southern broad gauge of five feet.
The typical steam locomotive was the American type, characterized in the Whyte
system as the 4-4-0 (four leading wheels, four drive wheels, no trailing
wheels). Colorfully painted and picturesquely named, they were wood fueled,
requiring a distinctive balloon smoke stack. Rolling stock utilized wooden
construction, link-and-pin couplers, cast iron wheels, and hand brakes. Freight
cars were limited to boxcars, flatcars, and gondolas. Passenger cars were crude
open air coaches equipped with wood stoves, kerosene lamps, and hand-pumped
water. Antebellum railroad depots in larger cities were substantial brick
buildings, but elsewhere they were simple wooden structures, often lacking
protective canopies for passengers or freight loading ramps.
By 1860 Tennessee had completed 1,197 miles of track, which represented about 13
percent of the South's total of 9,167 miles. Southern railroads represented only
about 30 percent of the total national rail mileage, and they were comparatively
small organizations with inferior equipment running on lighter rail. However,
Tennessee's strategic location as a border state between North and South
destined its railroads to play a significant role in the Civil War.
In the spring of 1862, with the fall of Forts Donelson and Henry to Federal
gunboats, Confederate General Albert S. Johnston realized that Nashville was
indefensible and retreated toward Murfreesboro. Plans to evacuate supplies from
Nashville faltered when panicked citizens and bridge washouts overwhelmed
southbound railroads. Johnston, aware that he could not defend both Middle
Tennessee and the Mississippi, decided to protect the river and Memphis. The
most strategic point was the railroad junction at Corinth, Mississippi, where
the M&O joined the M&C. Using railroads extensively, Johnston concentrated
troops from all over the Confederacy at Corinth. Meanwhile, Federal General
Ulysses S. Grant gathered his forces at nearby Pittsburg Landing on the
Tennessee River. The two forces met in a major battle near Shiloh Church in
April 1862. Johnston was killed, and the Confederates retreated, leaving Union
forces in control of the only Confederate rail line between Virginia and the
Mississippi River. The outcome disabled Confederate rail transport west of
Chattanooga and north of Vicksburg and permitted Union rail access southward to
Alabama and Mississippi and eastward to Stevenson, Alabama, near the important
rail junction of Chattanooga.
Grant was assigned to guard the railroads providing communication with the
Mississippi, and General Don Carlos Buell was assigned to take Chattanooga. But
Confederate General Braxton Bragg delayed federal movement toward Chattanooga
with a series of harassing raids by Nathan B. Forrest and John H. Morgan against
the federally occupied M&C and N&C railroads, allowing time for Confederate
troops to move by rail from Tupelo to Chattanooga. Grant created a defensive
railroad triangle encompassing Memphis, Humboldt, and Corinth.
The state's railroad system became of even more strategic value in 1863. After
the battle of Stones River, massive quantities of supplies arrived at
Murfreesboro via the N&C, and Federal forces erected the enormous Fortress
Rosecrans to protect this critical supply depot.
The Confederates decided to concentrate additional forces at the center where
Bragg and Rosecrans were evenly matched. In a remarkable transportation feat,
Confederate troops traveled by rail from Virginia (1,000 miles by a difficult
indirect route, necessary because Federals had taken Knoxville), while others
marched from Mississippi. In September 1863 Rosecrans advanced to Chattanooga,
and Bragg withdrew to Georgia. Rosecrans recklessly pursued Bragg until the
Confederates delivered a severe blow at Chickamauga, forcing the damaged Federal
army to retreat back to Chattanooga. Bragg advanced on Chattanooga, occupying
Lookout Mountain and Missionary Ridge, from which vantage point his forces could
control the city's transportation. With Federal forces reduced to near
starvation, Secretary of War Edwin Stanton devised an ambitious plan for the
massive railroad transport of Federal troops from Virginia to relieve the siege
of Chattanooga. Generals George H. Thomas (who had replaced Rosecrans) and Grant
used these forces to conquer Chattanooga, effectively delivering all of
Tennessee to Federal control. This amazing transportation feat proved that,
under the control of strong centralized authority, railroads could project
substantial military force across great distances within a short time.
In 1864 Confederate General John B. Hood conducted raids against the Federal
rail lines to Chattanooga. Hood invaded Tennessee, hoping that the Federals
would follow him to supposedly advantageous terrain. Sherman sent Generals
Thomas and John Schofield to Tennessee, where they defeated the Confederates at
the battles of Franklin and Nashville in late 1864. The Confederates retreated
from Tennessee for the last time, leaving the state's railroads completely in
Federal hands. Although the Confederate railroads had served their military
forces well, when Federal forces secured control of the Southern railroad
network, they solidified access to the superior manufacturing capabilities of
the North, which ultimately led to Union victory.
The Civil War left Tennessee's railroads damaged and most of its railroad
companies in financial straits. Governor William G. Brownlow attempted to
reconstruct the whole railroad system, and by 1869 the general assembly had
appropriated $14 million dollars for railroad companies. However, widespread
corruption among legislators and railroad officials led to fraudulent use of the
funds. Tennessee defaulted on bonds maturing in 1867-68, causing a severe drop
in the state's securities and excessive speculation in its bonds. Investigative
committees had little effect, and suggestions of repudiating bonds were silenced
by threats of military reconstruction by Washington Radicals. Brownlow was
succeeded by DeWitt C. Senter, who eventually abandoned Radicalism and worked
with the Conservative legislature to reverse Radical measures. In 1879 the
general assembly and Governor Albert S. Marks uncovered the flagrant corruption
of railroad and government officials.
Especially during the 1880s, Tennessee railroads expanded substantially. The
railroad network nearly tripled its antebellum size to a substantial 3,131 miles
by 1900. Simultaneously, railroad track and equipment evolved into more
sophisticated forms for more effective passenger and freight transportation.
However, the biggest change in the state's railroads was in the gradual shift of
finance and control from local parties to northern interests. By the 1890s, the
bulk of Tennessee's railroads were consolidated into just three major systems
dominated by northern control: the Southern, the L&N, and the Illinois Central
(IC). Amazingly, these three large systems would continue to maintain their
corporate identities for nearly a century!
The Southern Railway Security Company, controlled by the Pennsylvania Railroad,
pioneered use of a holding company to consolidate Southern railroads: it
controlled the East Tennessee, Virginia and Georgia (ETV&G--formed by the 1869
merger of the ET&G and ET&V) by 1871 and leased the M&C in 1872. The
Pennsylvania abandoned its southern initiative after the Panic of 1873. The
rapidly growing ETV&G had absorbed the M&C by 1884, and was in turn acquired by
the Richmond and Danville in 1887. These companies entered receivership in 1892,
and J.P. Morgan reorganized them by 1894 to form the long-lived Southern
Railway. The Southern acquired the Cincinnati Southern (Cincinnati to
Chattanooga) in 1895.
The L&N remained prosperous while expanding rapidly in the late nineteenth
century. This dominant Middle Tennessee line absorbed the Memphis, Clarksville,
and Louisville by 1871; the M&O and the N&D by 1872; the E&K in 1879; and the
Nashville, Chattanooga and St. Louis (previously formed when the N&C acquired
the N&NW in 1872) in 1880. Although the railroad remained in local and southern
hands into the 1880s, the Atlantic Coast Line actually controlled the L&N by
1900.
The IC absorbed several West Tennessee lines after the war, beginning with the
New Orleans, St. Louis and Chicago in 1877 (a consolidation of the New Orleans,
Jackson, and Great Northern and the Mississippi Central with its 1873 extension
from Jackson, Tennessee, to Cairo, Illinois). The IC acquired the Mississippi
and Tennessee by 1889, and the Chesapeake, Ohio and Southwestern (C. P.
Huntington's Louisville to Memphis line) in 1893, giving control of most West
Tennessee railroads to Edward H. Harriman. (Tennessean Casey Jones achieved his
folksong fame on the IC during a fatal run south from Memphis on April 30,
1900.)
Tennessee's railroad technology developed rapidly during the late nineteenth
century. A massive 1886 effort converted the antebellum Southern broad gauge
track (five feet between rails) to the national standard gauge (four feet, eight
and one half inches), eliminating many costly transfers at junction points.
Track was ballasted and made more robust, and steel rail was introduced in the
1870s. Railroads began to use creosote on wooden bridges and trestles (crossties
remained untreated), and metal components appeared on large bridges. Locomotives
grew larger and used more efficient coal fuel. Specialized freight locomotives
such as the Mogul (2-6-0) in the 1870s and the Consolidation (2-8-0) in the
1880s appeared, and by the 1890s, Ten Wheeler (4-6-0) passenger engines had
begun to ply the tracks. Wooden construction still dominated rolling stock, but
refinements included air brakes (1870s), steel-tired wheels (about 1880), and
automatic couplers (required by the Federal Safety Appliance Act of 1893). By
the 1880s passenger cars acquired gas lighting, enclosed vestibules, and steam
heating. By the 1890s passenger cars had wide vestibules, air-pressured water
supplies, and electric lights powered by axle generators and batteries. The
Railway Post Office car appeared in 1869, and sleeping cars (invented in the
North in 1864, but slowly adopted in the South) became more common. Freight cars
increased in capacity, some utilizing steel underframes as early as the 1870s.
Ice-bunker reefers (for refrigerated fresh produce) appeared in the 1870s.
Depots acquired formal stylistic traits, although there was a divergence between
urban and rural stations. Elaborate urban depots reflected Victorian Gothic,
Richardsonian Romanesque, Neo-Classical, and Beaux Arts Classical styles. Many
rural depots displayed Carpenter Gothic features, while others exhibited Stick,
Eastlake, and Queen Anne characteristics. Some railroads adopted standardized
designs and color schemes for their buildings.
Tennessee's late nineteenth-century railroad growth reflected a larger economic
revitalization, based on extractive industries controlled by northern interests.
Numerous small railroads developed specifically for timber/lumber, iron
mining/smelting, coal, and phosphate transportation. The mountainous topography
of East Tennessee led to the creation of unusual lines which were uniquely
configured to accommodate sharp curves and steep grades. These railroads adopted
narrow gauge (three feet) track and geared locomotives to access valuable but
remote resources.
The first two decades of the twentieth century involved moderate growth for
Tennessee railroads, culminating in the all-time maximum state rail mileage of
4,078 miles in 1920. The Southern, L&N, and IC continued incremental growth; L&N
notably gained a foothold in East Tennessee in 1905, with completion of its
Atlanta to Cincinnati line which passed through Knoxville.
Creosote treatment (previously confined to bridges and trestles) finally was
extended to crossties around 1912. More powerful locomotives evolved, including
the Mikado (2-8-2) for freight and the Pacific (4-6-2) for passenger use.
Passenger cars obtained steel underframes, and by 1913-14 all-steel coaches and
diners appeared. Freight cars grew in size and developed steel-framed
superstructures. Sophisticated signaling and control systems evolved,
contributing to both efficiency and safety. Tennessee's most impressive depots,
designed to serve multiple railroads, appeared during the early twentieth
century; especially notable are Nashville Union Station (1900) and Memphis Union
Station (1913).
The major effect of World War I was the imposition of federal control on
Tennessee's railroads. A centralized system which consolidated operational
activities and facilities during the war replaced rivalry between competitors.
Financial difficulties beset the railroads when federal control was lifted in
1920--even the relatively prosperous L&N experienced a deficit, its first since
1875.
After 1920 Tennessee railroads began a long decline. The primary cause was the
development of an extensive highway network with its growing fleet of cars,
buses, and trucks. Airlines contributed to the decline in rail passenger
operations. New pipeline systems and improved water transport affected rail
freight operations. Excessive government regulation, along with preferential
funding of newer transportation modes, also contributed to overall railroad
decline. Tennessee's total railroad mileage continued to diminish--to 3,573
miles by 1940--as did the railroads' share of transportation traffic.
During the 1920s and 1930s (and despite the damaging effects of the Great
Depression), the railroads attempted to fight back by developing more efficient
freight equipment, additional passenger comforts (especially air conditioning),
and faster speeds (as suggested by the adoption of streamline design). These
measures only marginally slowed the railroads' loss of freight and passenger
traffic, however.
The increased rail traffic during World War II improved railroad profitability.
Operating on considerably less total track mileage than in World War I,
technological improvements allowed railroads to carry larger volumes of traffic
during World War II. In contrast to the excessive government intrusion of the
earlier war, during the second conflict the railroads remained under private
control.
Diesel locomotives first appeared on Tennessee railroads during the early 1940s.
Diesels were more efficient and required less maintenance than steam engines,
allowing railroads to replace elaborate steam locomotive servicing facilities
with simpler diesel facilities. Most Tennessee railroads were completely
dependent upon diesel power by the mid-1950s.
The postwar years brought further decline in Tennessee railroads. Railroad
traffic share continued to diminish, substantially in freight transportation and
to virtual extinction in passenger operations. By 1995 continued abandonment had
reduced Tennessee's total rail mileage to only 2,634 miles--smaller than the
state's 1890 rail network.
In the late twentieth century corporate consolidation again emerged as a major
theme in the state's railroad history. The Southern Railway became part of
Norfolk Southern as a result of the 1982 consolidation of the Southern with the
Norfolk and Western. The L&N became one of the Family Lines created by the
Seaboard Coast Line (SCL) in 1972. Most of the Family Lines were formally merged
in 1983 to form the Seaboard System Railroad, which was renamed CSX
Transportation in 1986. CSX inherited the traditional Middle Tennessee dominance
exercised by the L&N for nearly a century and broadened its influence in East
Tennessee through another merged Family Line, the Clinchfield Railway. Widely
known for its remarkable engineering through challenging mountainous terrain,
the Clinchfield crossed Tennessee (a major shop facility is located at Erwin) on
its passage from South Carolina to Kentucky. The Illinois Central merged with
the Gulf, Mobile and Ohio in 1972 to form the Illinois Central Gulf Railroad,
owned by IC Industries. It serves primarily the western division of Tennessee,
with strong connections to the Gulf coast and to northern cities.
The Tennessee Central Railroad, created by controversial promoter Jere Baxter in
the 1890s, fought L&N's Middle Tennessee monopoly for many years, managing to
survive until bankruptcy in 1968, after which its remaining assets were divided
up in 1969 between the Southern and L&N.
Tennessee railroads continue to evolve technologically to cope with changing
economic conditions. The once vast fleet of boxcars has been mostly replaced by
"piggybacking" of trailer-on-flat-car (TOFC) and container-on-flat-car (COFC).
TOFC/COFC is a key component of the intermodal freight concept which seeks to
minimize en route handling between various modes of transportation. Another
method for lowering costs involves unit trains: long strings of high-capacity
rolling stock which convey massive quantities of bulk commodities. Unit trains
carry coal, Tennessee's top bulk commodity.
The Staggers Act of 1980 reduced the federal regulation of railroads, allowing
rail companies to respond more effectively to market conditions in state,
national, and even international settings. Tennessee's bulk freight rail traffic
reflects a relatively healthy economic situation, with the state ranking ninth
in total tons carried by rail. Although passenger rail traffic has virtually
disappeared in Tennessee, with Amtrak operating stations in only Newbern and
Memphis, severe highway congestion around major urban centers has led to
interest in the establishment of commuter rail links to surrounding suburban
areas.
Edward
A. Johnson, Athens, Georgia
Suggested Reading(s): Stanley J. Folmsbee et al., Tennessee: A Short History
(1972); Kincaid A. Herr, Louisville and Nashville Railroad, 1850-1963
(1964); John F. Stover, The Railroads of the South, 1865-1900: A Study in
Finance and Control (1955); Elmer G. Sulzer, Ghost Railroads of Tennessee
(1975); George Edgar Turner, Victory Rode the Rails: The Strategic Place of
the Railroads in the Civil War (1953).
[Note from your McMinn County Hosts: Etowah in it’s heyday was a major stop
for repair of train cars. It’s shops were known far and wide. One man trained so
many shopmen that when WWI?? broke out his students were asked "just how big the
welding school is in Etowah?"]
13. WOMAN SUFFRAGE MOVEMENT
"The
right of citizens of the United States to vote shall not be denied or abridged
by the United States or any State on account of sex"--Nineteenth Amendment,
U.S. Constitution.
In August 1920 the Tennessee General Assembly ratified the Nineteenth Amendment
and handed the ballot to millions of American women. The amendment's jubilant
supporters dubbed Tennessee "the perfect 36" because, as the thirty-sixth of the
forty-eight states to approve the amendment, it rounded out the three-fourths
majority required to amend the Constitution. The legislature's historic vote
inaugurated a new era for women and for politics and secured Tennessee's place
in the annals of American women's history.
Tennessee became the final battleground in a struggle that began in Seneca
Falls, New York, in 1848. The demand for the vote was the most controversial of
the twelve resolutions adopted at the first women's rights convention in the
United States and the only one that did not win unanimous approval. Suffrage
seemed like such an outlandish idea at the time that it made feminists easy
targets for ridicule. Still, women like Elizabeth Cady Stanton and Susan B.
Anthony persisted and made the vote the focal point of the crusade for women's
rights.
Suffragists (as the advocates of votes for women were called) faced stiff
opposition, especially in the South. Long after the Civil War, many southerners
continued to remember that feminism had emerged as an offshoot of abolitionism.
More importantly, the call for women's rights challenged a precept deeply rooted
in religion, law, and custom: the belief that women should be subordinate to
men.
But in the South as in the North, some women resented their inferior status and
joined the quest for suffrage. Elizabeth Avery Meriwether of Memphis was among
the first. In the early 1870s she wrote letters to newspapers and briefly
published her own journal to promote women's rights and prohibition. Meriwether
attempted to cast a ballot in the 1876 presidential election, then rented a
theater to explain why she believed women should have the right to vote.
After Elizabeth Meriwether left Tennessee in 1883, her sister-in-law Lide
Meriwether took up the cause. Lide Meriwether served as president of the state
Women's Christian Temperance Union (WCTU) for the next seventeen years and until
her retirement in 1900 led the fight against liquor and for women's rights. The
WCTU played a central role in the debate over the hotly contested issue of
prohibition: Union members lobbied the state legislature, circulated petitions,
and held prayer meetings at polling places where referenda outlawing liquor were
on the ballot. As a result of the temperance crusade, many women became
convinced that they had a place in politics, and under Meriwether's leadership
the WCTU endorsed woman suffrage.
Meriwether founded Tennessee's first woman suffrage organization in Memphis in
1889. The second appeared in Maryville in 1893; the third, in Nashville a year
later. By 1897, the year of the Centennial Celebration in Nashville, ten towns
had suffrage societies. Suffragists met at the Exposition's Woman's Building in
May, heard speeches by suffrage leaders from Kentucky and Alabama, and formed a
state association with Meriwether as president.
The state organization held its second meeting in Memphis in 1900, and
Meriwether announced her resignation. She had been the driving force for
suffrage since the mid-1880s, and her retirement was a severe blow to the
struggling movement. The cause received another blow when the WCTU, under new
leadership, renounced its earlier endorsement of votes for women. Prohibition
had gained public support, but woman suffrage remained unpopular. The temperance
union sacrificed women's rights for the sake of its larger goal. After 1900
suffrage activity ceased for several years.
The movement revived in 1906, when southern suffragists met in Memphis to form a
regional association. During the conference, Memphis women organized their own
suffrage league, the only one in the state for the next four years. In 1910
Lizzie Crozier French, who, like Lide Meriwether, had campaigned for suffrage
and temperance since the 1880s, founded a suffrage society in Knoxville. The
following year, women in Nashville, Chattanooga, and Morristown established
local organizations. Over the next several years, suffrage clubs appeared in
towns throughout the state.
In 1913 Sara Barnwell Elliott, president of the Tennessee Equal Suffrage
Association, invited the National American Woman Suffrage Association (NAWSA) to
hold its next convention in Tennessee. NAWSA officers accepted the invitation
and asked the state organization to decide which city would host the convention.
A poll of local leagues produced a tie between Chattanooga and Nashville. At an
acrimonious meeting the state executive committee selected Nashville, but the
dispute led to a rift in the association, and the state convention in Knoxville
during October 1914 split into two factions. Meeting on opposite ends of the
same hall, one group elected Lizzie Crozier French president while the other
chose Eleanore McCormack of Memphis. Each claimed to be the original
organization, and each side blamed the other for the rupture. French's group
obtained a charter as the Tennessee Equal Suffrage Association, Incorporated (TESA,
Inc.). McCormack's faction also called itself the Tennessee Equal Suffrage
Association (TESA) but did not incorporate.
Both associations affiliated with NAWSA, but TESA, Inc. welcomed the national
convention to Nashville in November 1914. The meeting brought some of the most
famous women in the nation to Tennessee, including reformer Jane Addams, founder
of Hull House in Chicago, and NAWSA president Anna Howard Shaw, a physician and
ordained minister. In addition to business meetings, suffragists also hosted
such social events as a barbecue at the Hermitage that featured a race between
an automobile with a female driver and an airplane with a female pilot. The
convention attracted favorable publicity and increased support for suffrage in
Tennessee.
The two state suffrage organizations offered separate proposals to enfranchise
women. TESA, Inc., lobbied for an amendment to the state constitution. In May
1915 the general assembly adopted a joint resolution favoring the proposal, the
first step in the amendment process. The resolution would have to pass again in
1917 and then be approved by a majority of voters before it could become law.
Because the procedure for amending the constitution was so cumbersome, TESA
joined with other groups, including the Manufacturers' Association, in calling
for a convention to draft a new constitution that would, suffragists hoped,
allow women to vote. The disagreement over strategy and TESA's alliance with the
Manufacturers' Association, which opposed many reforms suffragists favored,
widened the rift between the two state organizations.
A third statewide suffrage organization appeared in Tennessee in 1916 when
Knoxville women formed a branch of the Congressional Union (later renamed the
National Woman's Party). The union represented the militant wing of the suffrage
movement and never gained a large following. State chair Sue Shelton White,
however, attracted national attention in 1919 when she and other radical
suffragists were arrested for burning President Woodrow Wilson in effigy during
a demonstration in Washington, D.C.
Opponents of suffrage--antisuffragists or antis--also organized in 1916, forming
a branch of the National Association Opposed to Woman Suffrage. Virginia
Vertrees of Nashville became the group's first president. When ill health forced
her to resign, Josephine Anderson Pearson of Monteagle replaced her. Smaller
than the suffrage organizations, the association nevertheless became a potent
force because it received support from some of the most powerful political
lobbies in Tennessee, including distillers, textile manufacturers, and railroad
companies. Virginia Vertrees's husband John, a Nashville attorney who
represented a major distillery, directed the association from behind the scenes.
Suffragists and antis faced off in 1917 when the general assembly considered a
proposal to grant women the right to vote in local elections and for president.
Suffragists lobbied hard for the bill; antis worked equally diligently against
it. Suffragists won a major battle but lost the war when the House passed the
measure but the Senate defeated it. Suffragists then resorted to another tactic.
Before the session adjourned, both TESA and TESA, Inc., renewed the call for a
constitutional convention. Antis mobilized a counterattack. Convinced that a
majority of men opposed votes for women, John Vertrees and others maneuvered for
a referendum on woman suffrage. They hoped that a decisive defeat at the polls
would put the issue to rest. The legislature refused to approve the referendum,
but lawmakers scheduled an election on a constitutional convention for July. On
July 28, 1917, voters overwhelmingly rejected the proposal.
A few months earlier, in April 1917, the United States had entered World War I.
Suffragists threw themselves into the war effort. They sold war bonds, organized
Red Cross chapters, planted "Victory Gardens," and raised money to support
European orphans and provide luxuries to American soldiers overseas. The war
gave suffragists the opportunity to demonstrate their patriotism and to counter
the argument that women should not be allowed to vote because they could not
contribute to national defense.
In 1918 TESA and TESA, Inc., reunited, and the following year they once again
lobbied the general assembly for the right to vote in municipal and presidential
elections. This time they succeeded; both houses passed the bill in April. John
Vertrees immediately filed a lawsuit challenging its constitutionality, but the
Tennessee Supreme Court upheld the law. Tennessee suffragists had won their
first major victory.
Two months after Tennessee granted women partial suffrage, Congress passed the
Nineteenth Amendment. By the spring of 1920, thirty-five states had ratified it.
If one more state approved it, women might be enfranchised in time to vote in
the fall elections. When the Delaware legislature unexpectedly defeated the
amendment in early June, suffragists pinned their hopes on Tennessee. They knew
that they faced a difficult struggle. Although suffrage had gained popular
support, strong opposition remained. Before debate on the amendment could begin,
suffragists had to persuade the governor to call a special session of the
legislature. Governor Albert H. Roberts had spoken against woman suffrage during
his campaign two years earlier. He belonged to the antiprohibition wing of the
Democratic Party, and his closest advisers opposed votes for women. He feared
that women would vote against him because of his opposition to women's rights
and prohibition and because of persistent rumors about his relationship with his
highly paid female personal secretary. Roberts faced a tough race for reelection
in 1920, and he knew that woman suffrage might bring about his downfall.
Suffragists and their allies mobilized. Sue Shelton White wrote the governor a
letter on behalf of the National Woman's Party, and TESA sent a delegation of
prominent women to meet with him. Both organizations enlisted pro-suffrage
politicians and officeholders, including President Woodrow Wilson. Finally, the
governor capitulated. On June 25, 1920, he announced that he would convene the
general assembly in August. The governor's announcement set off one of the most
heated political battles in Tennessee history. Suffragists and antisuffragists
alike converged on Nashville; each side was determined to win the final battle.
Anne Dallas Dudley, Catherine Talty Kenny, and Abby Crawford Milton led the
fight for the amendment. All three were leaders in TESA and in the newly formed
League of Women Voters, and all were veterans of several legislative campaigns.
They were skilled politicians, well versed in the realities of Tennessee
politics. They received extensive support from the national suffrage
organization. NAWSA President Carrie Chapman Catt coordinated the early stages
of the campaign from New York. In mid-July she came to Nashville and remained
until the fight was over. The National Woman's Party sent Sue Shelton White and
South Carolinian Anita Pollitzer to lobby for the amendment.
The antis criticized the suffragists for inviting outsiders into Tennessee, but
they called in their own reinforcements, including the wife of a former
Louisiana governor and the presidents of the Southern Women's League for the
Rejection of the Susan B. Anthony Amendment and the National Association Opposed
to Woman Suffrage. They also received assistance from three prominent southern
women--Laura Clay of Kentucky and Jean and Kate Gordon of Louisiana--who favored
votes for women but opposed the federal amendment because of their commitment to
states' rights. Antisuffragists established their headquarters in the Hermitage
Hotel and launched a massive publicity campaign.
Both sides recruited male allies--including newspaper editors, businessmen, and
politicians--and courted legislators. Suffragists repeatedly accused antis of
using underhanded tactics. Early in the summer, TESA polled members of the
general assembly and identified lawmakers who promised to vote for the amendment
but who might be susceptible to bribes. By August, every single legislator
listed as susceptible had defected to the antis.
The special session convened on August 9. The Senate was solidly pro-suffrage
and ratified the amendment four days later. The House delayed. Speaker of the
House Seth Walker, who had originally supported the amendment, changed his mind
on the eve of the session's opening and used his power to postpone the vote. The
House debated the amendment on August 17 and scheduled the vote for the
following day. The galleries were packed when Walker called the session to order
on August 18. In the tense atmosphere, both sides knew the vote was too close to
call. A motion to table the ratification resolution ended in a tie which
represented a victory for suffragists, although the real test lay ahead.
The roll call began. Two votes for were followed by four votes against. The
seventh name on the list was Harry Burn, a Republican from McMinn County.
Suffrage polls listed him as undecided. He had voted with the antis on the
motion to table, and suffragists knew that political leaders in his home
district opposed woman suffrage. They did not know, however, that in his pocket
he carried a letter from his widowed mother urging him to vote for ratification.
When his name was called, Harry Burn voted yes.
Suffragists also received unexpected support from Banks Turner, an antisuffrage
Democrat who at the last minute bowed to pressure from party leaders, and from
Seth Walker, who at the end of the roll call switched his vote from no to aye.
Walker's reversal did not reflect a change of heart. It was, instead, the first
step in a parliamentary maneuver that would enable the House to reconsider the
ratification resolution. But when Walker changed his vote, he inadvertently gave
the amendment a constitutional majority; the final tally showed that fifty of
the ninety-nine House members had voted yes. Tennessee had ratified the
Nineteenth Amendment. During the next several days antisuffrage legislators
attempted to rescind Tennessee's ratification, but their efforts failed. On
August 26, 1920, Secretary of State Bainbridge Colby issued a proclamation
declaring the Nineteenth Amendment ratified and part of the United States
Constitution.
Tennessee suffragists were elated and proud of the pivotal role their state had
played. "I shall never be as thrilled by the turn of any event as I was at that
moment when the roll call that settled the citizenship of American women was
heard," Abby Crawford Milton wrote. "Personally, I had rather have had a share
in the battle for woman suffrage than any other world event." (1) The victory
was especially sweet because of the deeply entrenched hostility that suffragists
faced in the South; only three other southern states--Arkansas, Kentucky, and
Texas--ratified the amendment in 1920. The suffrage movement in Tennessee that
had begun with Elizabeth Avery Meriwether's lone crusade ended with a triumph
that guaranteed millions of women the right to vote and changed the face of
American politics forever.
Anastatia
Sims, Georgia Southern University
(1) Abby Crawford Milton to Carrie Chapman Catt, 5 February 1921, box 1, folder
17, Carrie Chapman Catt Papers, Tennessee State Library and Archives, Nashville.
Suggested Reading(s): Kathleen C. Berkley, "Elizabeth Avery Meriwether, 'An
Advocate for her Sex': Feminism and Conservatism in the Post-Civil War South,"
Tennessee Historical Quarterly 34 (1984): 390-407; Anastatia Sims,
"'Powers That Pray' and 'Powers That Prey': Tennessee and the Fight for Woman
Suffrage," Tennessee Historical Quarterly 50 (1991): 203-25; A. Elizabeth
Taylor, The Woman Suffrage Movement in Tennessee (1957); Marjorie Spruill
Wheeler, ed., Votes For Women! The Woman Suffrage Movement in Tennessee, the
South, and the Nation (1995); Carol Lynn Yellin, "Countdown in Tennessee,
1920," American Heritage 30 (1978): 12-23, 27-35.
14. HISTORIC RESORTS
Early
tourist resorts in Tennessee were almost invariably close to mineral springs in
mountainous East Tennessee. Reflecting a widespread belief in the efficacy of
the ancient practice of hydrotherapy, or the "water cure," visitors endured
arduous journeys to highland spas to drink and bathe in "health restoring"
springs. While some invalids visited mineral springs in East Tennessee as early
as the 1790s, resort development formally began after 1830.
Tennessee's earliest spa, Montvale Springs, was located on the western slopes of
the Great Smoky Mountains in Blount County. Although one legend holds that Sam
Houston discovered the springs in the early 1800s, Native Americans were likely
the first visitors to partake of the mysterious subterranean waters. In 1832
Daniel Foute built a rustic log hotel at Montvale Springs to cater to southern
health seekers. Advertised in 1841 as a "fountain of youth and health," visitors
also came for hunting, social life, and scenery. In 1853 Asa Watson, a wealthy
Mississippi Delta planter, bought the property and built the famed Seven Gables
Hotel, a two-hundred-foot-long, three-story frame structure with 125 rooms.
Touted as the "Saratoga of the South," the hotel attracted a clientele of
southern planters and urban elites who sought to escape the malarial lowlands
during summer. Among the famous visitors were William G. Brownlow and Sidney
Lanier.
While Montvale Springs evolved into a luxurious spa, other historic Tennessee
resorts originated as exclusive cottage colonies. The most famous antebellum
cottage resort was Beersheba Springs in present-day Grundy County. According to
legend, Mrs. Beersheba Cain discovered the spring in 1833 while on a horseback
journey with her husband. After the state authorized the construction of a first
class road to the mountain in 1836, Beersheba Springs became much more
accessible. Wealthy families from Tennessee and Louisiana erected cottages and
made annual pilgrimages to the springs. In 1854 Colonel John Armfield, a planter
and slave trader, purchased the springs, where his slaves constructed a lavish
hotel and summer home. In the late 1850s the luxurious accommodations at
Beersheba Springs attracted such wealthy patrons as Leonidas K. Polk and William
Murfree, whose daughter, Mary Noailles Murfree, later wrote influential local
color stories about mountain life that reflected her interactions with local
residents at the resort.
The Civil War completely disrupted life at Tennessee's spas. During the war,
some families sought refuge in their mountain retreats, but they were often
harassed by pro-Union mountaineers. After Union forces swept through Beersheba
Springs in July 1863, local mountain residents plundered the cottages and hotel.
At Montvale Springs, Unionist sentiment in Blount County forced the Laniers, the
pro-Confederate owners of the resort, to close the hotel in 1863 and flee to
Georgia, never to return.
At the end of the war, Tennessee resorts faced very bleak circumstances. Most
former patrons of the state's spas were either dead or financially ruined. With
few patrons and a general lack of capital or credit in the South, highland
resorts like Montvale Springs and Beersheba Springs fell into the hands of
northern owners. Northern investors also financed the development of new resorts
in late nineteenth-century Tennessee, including Allegheny Springs, Henderson
Springs, and Cloudland Hotel, a large three-story hotel built in 1885 atop Roan
Mountain by midwestern industrialist John T. Wilder.
Nicholson Springs, a spa on the banks of the Barren Fork River near McMinnville,
represented a notable exception to the trend of northern capital investment in
Tennessee resort development. In 1881 Dr. J. W. Ransom of Murfreesboro bought
the property from the Crisp family and built Crisp Springs Hotel as a summer
sanitarium that attracted a middle class clientele. Ransom served as owner and
physician in residence until he sold the hotel to Mrs. Electa Nicholson of
Nashville, who changed the name of the resort to Nicholson Springs. Nicholson
and her heirs owned the hotel until it closed just before World War I.
With the rise of modern automobile tourism in the twentieth century, Tennessee's
historic resorts struggled to adapt and generally fell into decline. Montvale
Springs and Nicholson Springs were abandoned and destroyed by fire in the 1930s,
but Beersheba Springs survives as a quaint retreat, though it never recaptured
its antebellum glory. One exception is Red Boiling Springs in Macon County.
Three historic hotels within a National Register-listed historic district still
operate there, and many groups and companies hold conferences at Red Boiling
Springs.
Forgotten by modern society, these historic nineteenth-century resorts provided
the foundation for Tennessee's tourist industry, now one of the state's largest
sources of income and revenue.
C.
Brenden Martin, Middle Tennessee State University
Suggested Reading(s): Margaret Brown Coppinger, Beersheba Springs, 1833-1983:
A History and a Celebration (1983); Marie Summers, "Nicholson Springs Resort
Hotel: A Nineteenth Century Spa," Tennessee Historical Quarterly 45
(1986): 244-55; Charles B. Thorne, "The Watering Spas of Middle Tennessee,"
Tennessee Historical Quarterly 29 (1970-71): 321-59; Jennifer Bauer Wilson,
Roan Mountain: Passage of Time (1991).
[Note from your McMinn County Hosts: McMinn and Monroe County had the White
Cliff Springs Hotel and Spa located on Starr’s Mountain out from Etowah. People
came from far and wide to take the waters there.]
This information came to us from the
The Tennessee Encyclopedia of
History and Culture. We are grateful for the Tennessee
Historical Society allowing us to use these articles.
This information came to us from the The Tennessee Encyclopedia of History and Culture