Opposite Side

Opposite Sides of the Road?
Why do Americans drive on the right side of the road, when they drive on the left-over side in other countries? Chapter 34, Notes On A Southpaw Railroad: Pioneer Railroad, by Robert J. Casey and W.A.S. Douglas, addresses this mystery. They observe that this peculiar tradition is right out in the open where anyone can see, but historians have failed to discover why we do not drive on the left side of the road? The only pattern for operation of railroads in England was the stagecoaches and turnpikes. Locomotives were imported from England, and copied from their designs for railways in the United States. The Best Friend of Charleston was built at the West Point Foundry (New York) in 1830, and was the first steam locomotive in the United States to establish regularly scheduled passenger service. That first trip was on Dec. 25, 1830. the Best Friend only ran 6 miles. Another “first” was the boiler explosion on June 17, 1831. See: Train-Safety Technology. Freight-Train Blues. Historians were unaware of the break with English tradition, and failed to document why Americans began to drive on the right-hand side of the primitive roads through the wilderness territory. But most people are right-handed, and the occasions where another wagon was encountered on the road, were rare. Perhaps it was easier to guide the wagons by observing the clearance from the trees on the right, on the narrow early roads, and pull closer to the right side to allow others to pass. It seems easier to get over to the side where the driver can see how close to the trees or edge, the wheels and axles are located. The oncoming driver was responsible for finding clearance to pass. The automobile and growing numbers of vehicles traveling at higher speeds created a problem with this procedure. Only the most hurried wagon driver ever knocked hubs with another vehicle. But Automobile drivers gained more power to rapidly smash fenders with passing traffic when they could not see to guide their driving. The steering wheel of the automobile was then moved over from the center, to the left-hand side of the car, appropriate for right-hand driving on the roads. Horse drawn buggies and stage coaches were discontinued, and locomotive engineers had no need to steer, so they are built today, according to the first steam locomotives designed and built in England. It was customary for the teamster - stagecoach driver to sit on the right-hand side of the seat-box. This allowed his right hand to easily swing the whip, without tangling in the harness rigging. As a result, the wagons and stagecoaches were driven on the left-hand side of the road, so that it would be easier to see the clearance when a wagon approached. Locomotives were built to operate on the left-hand side of the right of way, and the locomotive engineer sits on the right-hand side of the engine. The fireman's seat is on the left. “The CNW was known for running ‘left-hand main’ on double track mainlines. In other words, traffic was routed by default to the track on the left rather than the track on the right. In the United States, most railroads followed the ‘right-hand main’ operating practice, while ‘left-hand main’ running was more common in countries where automobile traffic drove on the left as well. According to a display in the Lake Forest station, the reason for this was a combination of chance and inertia. When originally built as single-line trackage, the C&NW arbitrarily placed its stations on the left-hand side of the tracks (when headed inbound toward Chicago). Later, when a second track was added, it was placed on the side away from the stations so as not to force them to relocate. Since most passengers waiting at the stations were headed toward Chicago, the inbound track remained the one closest to the station platforms. The expense of reconfiguring signals and switches has prevented a conversion to right-hand operation ever since. The railroad also purchased a great deal of its equipment second-hand. CNW shop forces economized wherever possible, earning the railroad the nickname Cheap and Nothing Wasted.” Historyis a Bore to tunnel engineers, but you can learn a lot - by reading interesting stories. Charleston merchants were tired of seeing South Carolina cotton go down the river from Augusta, to Savannah, Georgia. The track eventually went to Hamburg, South Carolina, which is the present-day North Augusta. when completed in 1833, this was the longest railroad in the world! London is only 185 miles distance from Manchester, equivalent to a British transcontinental railway. This railroad was extended across the Savannah River to Augusta, and later became the Georgia And Florida Railroad. The G & F Business Car #100 was located in North Augusta in 1967, and Trains Magazine featured a picture of the well preserved office car. Daily freight trains on this railroad crossed the river and stopped traffic on Broad street in Augusta. The Atlantic Coast Line Railroad passenger train had heavyweight passenger cars with three axles, and riveted steel construction - similar to the Ferdinand Magellan presidential car. It went through Barnwell, Denmark, Orangeburg, Sumter, to Florence, S.C. where it joined the main line. The Champion was the Prime Varnish on the ACL. A Railway Post Office: RPO slowed down to pick up mail and dropped a mail bag on the station platform of these towns. Raillinks to Augusta, Atlanta, Chattanooga, and Cincinnati, explain the growth of commerce through the Port of Charleston, and the Battle of Fort Sumter, which began the Civil War on 12 April, 1861. TheGeorgia Railroad of 1834 prominently featured a horse on its corporate seal, as if to assure investors it would not truck with newfangled inventions. The railroad was extended from Branchville, up to the state capitol at Columbia, South Carolina. Branchville was the first railroad junction in the world. Anevent occurred in 1837 that would change the history of Georgia forever. Western and Atlantic Railroad Chief Engineer, Stephen A. Long approved the location of the southern terminus of that line on property owned by Hardy Ivy (present-day Courtland near International). An employee of Long's, with the approval of Mr. Ivy, placed a marker to indicate the site where the W & A RR and the Georgia Railroad would meet. The location was known as Terminus, which was a rowdy area filled with railhands and prostitutes who lived in nearby shanties. In 1842, the terminus of the W&ARR moved east about a quarter mile to its present location at Underground Atlanta on land donated to the city by Samuel Mitchell. The location of this great city was fixed by the choice to intersect the two railroads at this: “End of the Line.” Terminus did not strike many citizens as a good name for the small group of buildings developing around the depot. Martha Atalanta Lumpkin was the daughter of former governor Wilson Lumpkin, who had the town named in her honor in 1843 (Marthasville). John E. Thomson, Chief Engineer of Georgia Railroad, proposed Atlanta as a suitable name for the new town, and in 1845 the name was changed. Mr. Thomson told varying stories as to how he came up with the name; our favorite is that he altered Martha Lumpkin's middle name Atalanta. The Hurt Building faces the park above Underground Atlanta. A historical marker across the street, refers to a speech made in Memphis by John C. CALHOUN, which predicted the great city which would be built at the location in Georgia where Atlanta has grown. Weremember the exploits of Andrew's Raiders, and the Great Locomotive Chase which began at Big Shanty (today known as Kennesaw), north toward Cartersville, Adairsville, Calhoun and Resaca, along the 138 miles toward Chattanooga, where The General, was displayed for almost a hundred years. Several of the Andrews Raiders were captured, and twelve of the group were ordered to Knoxville for a trial. Only seven were actually tried, and the court was most likely adjourned due to attack by opposing military forces. Therapid internal settlement from Charleston to Augusta, and to the intersection of the two railroads in Georgia, at Terminus - which became Atlanta, was due to the influence of steam locomotives from England. At Chattanooga, The Western and Atlantic was met by the Cincinnati New Orleans & Texas Pacific Railroad (CNO&TP), another rail line built from a river town - to provide a dependable route to markets and ocean ports. Dignitaries were delivered by passenger trains which dispatched multitudes of digressors to rural Dayton, Tennessee, for the Scopes trial. The Carolina Special blasted up the Saluda grade to climb the eastern slope of the Appalachian Mountains, from Charleston, Branchville, to Biltmore and Asheville, N.C., along the French Broad River gorge past Del Rio and New Port, Knoxville, to Harriman Junction, where it ran to Cincinnati, Ohio, along the route of the Royal Palm and the Ponce de Leon. It was peculiar that only ONE locomotive pulled the train from Tryon, up the Saluda Grade. It was usual for freight trains to be “Doubled” up that grade and re-connected in the tracks near the M.A. Pace Super Grocery. One of the sisters was crippled up with arthritis. A year later she told me how she had got snake bit (Rattle snake?), and lived to walk around and tell how her joints had limbered up. But at Asheville, the single locomotive was removed, to couple two units to pull the train to Harriman - and Oakdale Junction? The explanation is that the ravine at the junction was so narrow, the back-to-back engine units were uncoupled and run along a parallel track to couple to the other end and pull the train back to Asheville. During the last few years it was discontinued from Charleston to Columbia, and it was merged with the Royal Palm at Oakdale Junction. Wellknown in that area is the New Market Train Wreck. The most peculiar train wreck was near Del Rio in 1963 (?). A Southern Railway freight train derailed down into the French Broad River gorge. Railroad detectives drove from Knoxville to a gas station - store, across the river near the wreck. A dripping wet (Cherokee?) Indian woman was there, and they asked if they could help her? She thanked them (I was told), and explained that she had been riding in the locomotive cab with the train crew when it jumped the track. They encouraged her to swim across the river to the store, and gave her $5.00 to pay to ride the Greyhound bus home. Therailroad dicks crossed the river at the next bridge, and drove along back roads to the train wreck. They found the locomotive engineer staggering drunk with a hip flask in his back pocket, reeking of moonshine whiskey, which I was told that he had bought from the moonshiners and bootleggers in Newport. He began pleading with them to make a deal. The railroad fired everyone who obviously knew that he had been drinking on the job and failed to report him, and transferred all the supervisory officials to the four winds. This was to prevent any further collusion between friends. The gentleman was exiled to Clewiston, Florida, where he worked as an engineer for the U.S. sugar corporation. His obituary said that he “Retired” (?) from Southern Railway, and was a member of the brotherhood of Locomotive engineers. Newportremains an exciting town, with fundamentalist herpetologists, cock fighting exhibitions, wonderful people, and a few freight trains each day. “T” intersections of traffic signals facing the French Broad River on Main Street, have a peculiar rule: “Left turn on RED” is allowed. (I am told.) Chicago & North Western Historical Society, and more pictures, show how this railroad made history by operating a streamliner from Chicago to Minneapolis, covering four hundred miles in four hundred minutes. When the first “400” began operating on the Twin City route, it was the fastest train in the world for that distance. The Chicago & North Western Railway was taken over by the Union Pacific in April 1995, and it no longer exists except in history. The“Silk Train” was the inspiration for high speed trains, and a Casey Jones television series. Wikipedia, the free encyclopedia has this information: “Between the 1890s and the 1940s,” raw silk cocoons were “shipped from the Orient, to silk mills in New York and New Jersey.” “They travelled quickly and stopped only to change locomotives and crews, which was often done in under five minutes. The silk trains had superior rights over all other trains” “the invention of nylon made silk less valuable so the silk trains died out.” Myfavorite is Train 99 (and 100,) the Pan American, because “The Old Reliable,” set the standard for delivering the advertised. But the name South Wind offers a comforting feeling of rescue from bleak Chicago Winters. StephenKarlson posted this on coldspringshops.blogspot.com “In the late 1960s, the Louisville and Nashville annulled the Pan-American at Montgomery, Alabama, where the train would lay over to be combined with the Crescent Limited (in those days an interline operation) to finish its run to New Orleans. Passengers were put on a bus. The annullment enabled the railroad to terminate a passenger train in the interval between expiration of a restraining order and an appeal to a higher court. The railroad could then argue that any further restraining orders were moot, as no other Pan-American was running.” The decision of the Interstate Commerce Commission was applied immediately to have the southbound train from Chicago, stopped at Jackson, Mississippi. Charter Buses were provided to transport passengers to their destinations along the Illinois Central Railroad, to New Orleans. “Southern Railway became one of the first railroads to sign a contract with the federal government. The contract called for moving mail between Washington and Atlanta for $140,000 annually but included a stiff penalty for every 30 minutes the mail was late.” The “United States Fast Mail,” was the Southern Railroad Train from Washington, D.C.: south bound No. 97, and north No. 98. This was a priority train - “This is not 38, but it's Old 97, You must put her into Spencer on time.” Again we arrive at the “Terminus” which was created by Western and Atlantic Railroad Chief Engineer, Stephen A. Long, and became the Hub of a major wheel of commerce, from which vital spokes connect to many other great cities. US standard railroad gauge is another curious tradition. Abraham lincoln was a member of the committee which established a uniform track gauge for rails in the United States: On March 2, 1863, Congress rejected a call by President Lincoln to adopt a standard railroad gauge of 5 feet and adopts the 4 foot, 8 and one-half inches gauge. It is sometimes called the Congressional gauge. Another theory which seems quite well researched: Case Closed?. I recently had the opportunity to meet a Kenneth City police officer. He was very capable and professional, when he remarked that “politeness has no place on the highways.” But simple courtesy, and plenty of it has worked greater wonders on the railroads. Scopes trial John C. CALHOUN “If the South had only wanted to protect slavery . . .” Reminiscences. Chattanooga-chews Isonomia.US LandGrab.US Eminent Domain - Condemnation: reduces Private Property to a priviledge, and creates Nomads. Etowah, Turtletown, and Ducktown. Ms. Terry? A clue? B clue? Clueless? DuPONT 3 Feb., 1963

Opposite Sides of the Road?

Why do Americans drive on the right side of the road, when they drive on the left-over side in other countries?
Chapter 34, Notes On A Southpaw Railroad: Pioneer Railroad, by Robert J. Casey and W.A.S. Douglas, addresses this mystery. They observe that this peculiar tradition is right out in the open where anyone can see, but historians have failed to discover why we do not drive on the left side of the road?
The only pattern for operation of railroads in England was the stagecoaches and turnpikes. Locomotives were imported from England, and copied from their designs for railways in the United States.
The Best Friend of Charleston was built at the West Point Foundry (New York) in 1830, and was the first steam locomotive in the United States to establish regularly scheduled passenger service. That first trip was on Dec. 25, 1830. the Best Friend only ran 6 miles. Another “first” was the boiler explosion on June 17, 1831.

See: Train-Safety Technology.
Freight-Train Blues.

Historians were unaware of the break with English tradition, and failed to document why Americans began to drive on the right-hand side of the primitive roads through the wilderness territory. But most people are right-handed, and the occasions where another wagon was encountered on the road, were rare. Perhaps it was easier to guide the wagons by observing the clearance from the trees on the right, on the narrow early roads, and pull closer to the right side to allow others to pass. It seems easier to get over to the side where the driver can see how close to the trees or edge, the wheels and axles are located. The oncoming driver was responsible for finding clearance to pass.
The automobile and growing numbers of vehicles traveling at higher speeds created a problem with this procedure. Only the most hurried wagon driver ever knocked hubs with another vehicle. But Automobile drivers gained more power to rapidly smash fenders with passing traffic when they could not see to guide their driving.
The steering wheel of the automobile was then moved over from the center, to the left-hand side of the car, appropriate for right-hand driving on the roads. Horse drawn buggies and stage coaches were discontinued, and locomotive engineers had no need to steer, so they are built today, according to the first steam locomotives designed and built in England.
It was customary for the teamster - stagecoach driver to sit on the right-hand side of the seat-box. This allowed his right hand to easily swing the whip, without tangling in the harness rigging. As a result, the wagons and stagecoaches were driven on the left-hand side of the road, so that it would be easier to see the clearance when a wagon approached. Locomotives were built to operate on the left-hand side of the right of way, and the locomotive engineer sits on the right-hand side of the engine. The fireman's seat is on the left.
“The CNW was known for running ‘left-hand main’ on double track mainlines. In other words, traffic was routed by default to the track on the left rather than the track on the right. In the United States, most railroads followed the ‘right-hand main’ operating practice, while ‘left-hand main’ running was more common in countries where automobile traffic drove on the left as well. According to a display in the Lake Forest station, the reason for this was a combination of chance and inertia. When originally built as single-line trackage, the C&NW arbitrarily placed its stations on the left-hand side of the tracks (when headed inbound toward Chicago). Later, when a second track was added, it was placed on the side away from the stations so as not to force them to relocate. Since most passengers waiting at the stations were headed toward Chicago, the inbound track remained the one closest to the station platforms. The expense of reconfiguring signals and switches has prevented a conversion to right-hand operation ever since.
The railroad also purchased a great deal of its equipment second-hand. CNW shop forces economized wherever possible, earning the railroad the nickname Cheap and Nothing Wasted.”

Historyis a Bore to tunnel engineers,
but you can learn a lot -
by reading interesting stories.
Charleston merchants were tired of seeing South Carolina cotton go down the river from Augusta, to Savannah, Georgia. The track eventually went to Hamburg, South Carolina, which is the present-day North Augusta. when completed in 1833, this was the longest railroad in the world! London is only 185 miles distance from Manchester, equivalent to a British transcontinental railway. This railroad was extended across the Savannah River to Augusta, and later became the Georgia And Florida Railroad. The G & F Business Car #100 was located in North Augusta in 1967, and Trains Magazine featured a picture of the well preserved office car. Daily freight trains on this railroad crossed the river and stopped traffic on Broad street in Augusta. The Atlantic Coast Line Railroad passenger train had heavyweight passenger cars with three axles, and riveted steel construction - similar to the Ferdinand Magellan presidential car. It went through Barnwell, Denmark, Orangeburg, Sumter, to Florence, S.C. where it joined the main line. The Champion was the Prime Varnish on the ACL.
A Railway Post Office: RPO slowed down to pick up mail and dropped a mail bag on the station platform of these towns.

Raillinks to Augusta, Atlanta, Chattanooga, and Cincinnati, explain the growth of commerce through the Port of Charleston, and the Battle of Fort Sumter, which began the Civil War on 12 April, 1861.

TheGeorgia Railroad of 1834 prominently featured a horse on its corporate seal, as if to assure investors it would not truck with newfangled inventions. The railroad was extended from Branchville, up to the state capitol at Columbia, South Carolina. Branchville was the first railroad junction in the world.
Anevent occurred in 1837 that would change the history of Georgia forever. Western and Atlantic Railroad Chief Engineer, Stephen A. Long approved the location of the southern terminus of that line on property owned by Hardy Ivy (present-day Courtland near International). An employee of Long's, with the approval of Mr. Ivy, placed a marker to indicate the site where the W & A RR and the Georgia Railroad would meet. The location was known as Terminus, which was a rowdy area filled with railhands and prostitutes who lived in nearby shanties. In 1842, the terminus of the W&ARR moved east about a quarter mile to its present location at Underground Atlanta on land donated to the city by Samuel Mitchell. The location of this great city was fixed by the choice to intersect the two railroads at this: “End of the Line.” Terminus did not strike many citizens as a good name for the small group of buildings developing around the depot. Martha Atalanta Lumpkin was the daughter of former governor Wilson Lumpkin, who had the town named in her honor in 1843 (Marthasville). John E. Thomson, Chief Engineer of Georgia Railroad, proposed Atlanta as a suitable name for the new town, and in 1845 the name was changed. Mr. Thomson told varying stories as to how he came up with the name; our favorite is that he altered Martha Lumpkin's middle name Atalanta. The Hurt Building faces the park above Underground Atlanta. A historical marker across the street, refers to a speech made in Memphis by John C. CALHOUN, which predicted the great city which would be built at the location in Georgia where Atlanta has grown.
Weremember the exploits of Andrew's Raiders, and the Great Locomotive Chase which began at Big Shanty (today known as Kennesaw), north toward Cartersville, Adairsville, Calhoun and Resaca, along the 138 miles toward Chattanooga, where The General, was displayed for almost a hundred years. Several of the Andrews Raiders were captured, and twelve of the group were ordered to Knoxville for a trial. Only seven were actually tried, and the court was most likely adjourned due to attack by opposing military forces.
Therapid internal settlement from Charleston to Augusta, and to the intersection of the two railroads in Georgia, at Terminus - which became Atlanta, was due to the influence of steam locomotives from England.
At Chattanooga, The Western and Atlantic was met by the Cincinnati New Orleans & Texas Pacific Railroad (CNO&TP), another rail line built from a river town - to provide a dependable route to markets and ocean ports. Dignitaries were delivered by passenger trains which dispatched multitudes of digressors to rural Dayton, Tennessee, for the Scopes trial.

The Carolina Special blasted up the Saluda grade to climb the eastern slope of the Appalachian Mountains, from Charleston, Branchville, to Biltmore and Asheville, N.C., along the French Broad River gorge past Del Rio and New Port, Knoxville, to Harriman Junction, where it ran to Cincinnati, Ohio, along the route of the Royal Palm and the Ponce de Leon. It was peculiar that only ONE locomotive pulled the train from Tryon, up the Saluda Grade. It was usual for freight trains to be “Doubled” up that grade and re-connected in the tracks near the M.A. Pace Super Grocery. One of the sisters was crippled up with arthritis. A year later she told me how she had got snake bit (Rattle snake?), and lived to walk around and tell how her joints had limbered up. But at Asheville, the single locomotive was removed, to couple two units to pull the train to Harriman - and Oakdale Junction? The explanation is that the ravine at the junction was so narrow, the back-to-back engine units were uncoupled and run along a parallel track to couple to the other end and pull the train back to Asheville. During the last few years it was discontinued from Charleston to Columbia, and it was merged with the Royal Palm at Oakdale Junction.
Wellknown in that area is the New Market Train Wreck. The most peculiar train wreck was near Del Rio in 1963 (?). A Southern Railway freight train derailed down into the French Broad River gorge. Railroad detectives drove from Knoxville to a gas station - store, across the river near the wreck. A dripping wet (Cherokee?) Indian woman was there, and they asked if they could help her? She thanked them (I was told), and explained that she had been riding in the locomotive cab with the train crew when it jumped the track. They encouraged her to swim across the river to the store, and gave her $5.00 to pay to ride the Greyhound bus home.
Therailroad dicks crossed the river at the next bridge, and drove along back roads to the train wreck. They found the locomotive engineer staggering drunk with a hip flask in his back pocket, reeking of moonshine whiskey, which I was told that he had bought from the moonshiners and bootleggers in Newport. He began pleading with them to make a deal. The railroad fired everyone who obviously knew that he had been drinking on the job and failed to report him, and transferred all the supervisory officials to the four winds. This was to prevent any further collusion between friends. The gentleman was exiled to Clewiston, Florida, where he worked as an engineer for the U.S. sugar corporation. His obituary said that he “Retired” (?) from Southern Railway, and was a member of the brotherhood of Locomotive engineers.
Newportremains an exciting town, with fundamentalist herpetologists, cock fighting exhibitions, wonderful people, and a few freight trains each day. “T” intersections of traffic signals facing the French Broad River on Main Street, have a peculiar rule: “Left turn on RED” is allowed. (I am told.)

Chicago & North Western Historical Society, and more pictures, show how this railroad made history by operating a streamliner from Chicago to Minneapolis, covering four hundred miles in four hundred minutes.
When the first “400” began operating on the Twin City route, it was the fastest train in the world for that distance. The Chicago & North Western Railway was taken over by the Union Pacific in April 1995, and it no longer exists except in history.
The“Silk Train” was the inspiration for high speed trains, and a Casey Jones television series. Wikipedia, the free encyclopedia has this information: “Between the 1890s and the 1940s,” raw silk cocoons were “shipped from the Orient, to silk mills in New York and New Jersey.” “They travelled quickly and stopped only to change locomotives and crews, which was often done in under five minutes. The silk trains had superior rights over all other trains” “the invention of nylon made silk less valuable so the silk trains died out.”
Myfavorite is Train 99 (and 100,) the Pan American, because “The Old Reliable,” set the standard for delivering the advertised. But the name South Wind offers a comforting feeling of rescue from bleak Chicago Winters.
StephenKarlson posted this on coldspringshops.blogspot.com
“In the late 1960s, the Louisville and Nashville annulled the Pan-American at Montgomery, Alabama, where the train would lay over to be combined with the Crescent Limited (in those days an interline operation) to finish its run to New Orleans. Passengers were put on a bus. The annullment enabled the railroad to terminate a passenger train in the interval between expiration of a restraining order and an appeal to a higher court. The railroad could then argue that any further restraining orders were moot, as no other Pan-American was running.” The decision of the Interstate Commerce Commission was applied immediately to have the southbound train from Chicago, stopped at Jackson, Mississippi. Charter Buses were provided to transport passengers to their destinations along the Illinois Central Railroad, to New Orleans.

“Southern Railway became one of the first railroads to sign a contract with the federal government. The contract called for moving mail between Washington and Atlanta for $140,000 annually but included a stiff penalty for every 30 minutes the mail was late.” The “United States Fast Mail,” was the Southern Railroad Train from Washington, D.C.: south bound No. 97, and north No. 98. This was a priority train - “This is not 38, but it's Old 97, You must put her into Spencer on time.” Again we arrive at the “Terminus” which was created by Western and Atlantic Railroad Chief Engineer, Stephen A. Long, and became the Hub of a major wheel of commerce, from which vital spokes connect to many other great cities.

US standard railroad gauge is another curious tradition. Abraham lincoln was a member of the committee which established a uniform track gauge for rails in the United States: On March 2, 1863, Congress rejected a call by President Lincoln to adopt a standard railroad gauge of 5 feet and adopts the 4 foot, 8 and one-half inches gauge. It is sometimes called the Congressional gauge.
Another theory which seems quite well researched: Case Closed?.

I recently had the opportunity to meet a Kenneth City police officer. He was very capable and professional, when he remarked that “politeness has no place on the highways.” But simple courtesy, and plenty of it has worked greater wonders on the railroads.

Scopes trial John C. CALHOUN

“If the South had only wanted to
protect slavery . . .” Reminiscences.

Chattanooga-chews

Isonomia.US

LandGrab.US
Eminent Domain - Condemnation:
reduces Private Property to a priviledge,
and creates Nomads.

Etowah, Turtletown, and Ducktown.

Ms. Terry?
A clue? B clue?
Clueless?
DuPONT
3 Feb., 1963