With the end of the war in 1865, the USMRR returned the state's railroads back to the original owners.  Although some were in good condition, others were badly damaged and in financial straits.  Fortunately for Tennessee's railroad companies, the USMRR locomotives and rolling stock used in Tennessee had been specifically designed to run on broad gauge southern track and were useless if returned to the North, therefore the Federal government auctioned a large amount of surplus equipment off to the Tennessee companies.  Some of these recycled locomotives continued to operate well into the 20th century.

Railroads and Reconstruction

Governor Brownlow attempted to reconstruct the whole railroad system, and by 1869 the state legislature appropriated fourteen 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 1867-1868, 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 state legislature and Governor Albert S. Marks uncovered the flagrant corruption of railroad and government officials.

Post-War Railroad Evolution

After Tennessee recovered from the destructive effects of the Civil War and Reconstruction, its railroads expanded substantially, especially during the 1880s.  Tennessee's 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 transportation of both passenger and freight traffic.  However, the biggest change in the state's railroads was 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 Louisville and Nashville (L & N), and the Illinois (IC).  These three large system maintained their corporate identities for nearly a century, and even today their remnants survive within huge mega-corporations:  the Norfolk Southern, the CSX, and the Canadian National.  The following table links to pages that describe the post-war evolution of Tennessee's major railroad systems:
 
 

During the 20th century, Tennessee's railroad systems dramatically changed in response to the rise of other modes of transportation (automobiles, trucks, airplanes, and improved water transportation).  After reaching an all-time maximum of 4,078 miles in 1920, the state's rail network shrank to 2,643 miles by 1995.  Despite strong rail traffic demands in the two World Wars, the overall trend has been a reduction in freight traffic and the virtual extinction of passenger rail service.  Nevertheless, Tennessee's bulk rail freight traffic reflects a relatively healthy economic situation today, with the state ranking ninth in total tons carried by rail.  Perhaps rail service will return someday as severe highway congestion around major urban centers leads to renewed interest in commuter rail links to surrounding suburban areas.

   Tennessee Civil War Railroads  |  Civil War Technology & Industry in Tennessee

Last update:  May 2, 2000