Alphabet File page 302

With construction momentum running high, the company decided to continue building across Louisiana, having aspirations of reaching Houston, Tex.  In April 1871, 11 months after construction of the western line began, 40 miles had been completed, and later that month the M&NO's name was changed to the New Orleans, Mobile and Texas Railway Company.

 

  The low-lying, very unstable sea marsh terrain, on which one-third of the line was laid, was referred to by early French settlers as la prairie tremblante, ­trembling prairie.  The extensive but primitive pilings which supported the railroad in these areas were immediately attacked by shipworms; in a short time, a massive rebuilding was necessary.  This work pushed the construction to twice the original estimate of $3.5 million before the line was opened in late 1870.

 

Owing to these excessive construction costs, as well as other problems which beset the railroad, the NOM&T defaulted on its interest payment for construction bonds in January 1873 and on the following June 6, the Louisiana line (between Westwego and Donaldsonville) was liquidated.  The remedies were insufficient, and the NOM&T fell into the hands of receivers on February 1, 1875.

 

  Notwithstanding its financial problems, the NOM&C had pioneered in timber preservation.  In its continuing struggle with the teredo, the road in 1869 had constructed the nation's first plant (at Gautier, Miss.) for soaking or boiling timbers in oil.  However, it was found that treated pilings driven into the Bays of Biloxi and St.  Louis were destroyed by the teredo within nine months!  Thus, the road had sent one J.W. Putnam to England to study the new creosoting process. After his return in 1874, he rebuilt the Gautier plant for the treatment of timber by forcing the oil under pressure into heated wood.  Piles so treated, lasted for many decades - the tredo's appetite had finally been squelched.  Moreover, creosoting was found to prevent any kind of timber decay and during the first two decades of this century, saw widespread application to crossties and telephone poles as well as bridge supports.  (The Railroad That Walks on Water by J. G. Lachaussee and J. Parker Lamb, TRAINS, January, 1987))

 

  1870

 

  One of the most progressive and successful business firms of our thriving sister town is that Bay St. Louis R. R. Bridge

  Since the public has become so engrossed with the building of bridges, the question frequently is asked how old or when was the L. & N. railroad bridge built over Bay St.  Louis.  An investigation shows that the original bridge at Bay St. Louis was thrown open to service in the summer of 1870.  Construction work between New Orleans and Mobile was begun in 1867 and completed in October, 1870. (Source not known)

 

  New Orleans, Mobile & Chattanooga Railroad - We understand that Morgan's U. S. Mail steamers and the New Orleans, Mobile & Chattanooga Railroad will carry exhibitors and their wares to the Agricultural & Mechanical Fair to be held at Mobile commencing Tuesday, December 6, 1870, at half price.  This is a liberal offer, and we have no doubt many of our merchants will embrace the opportunity to make their goods known to the citizens of Mobile, and those from the interior who visit the Fair.

  Besides the very complete and liberal schedule of awards prepared by the Association, several special premiums have been offered, and the Association has also appropriated $7,500 for objects of special interest not provided for in the published list.  (N.O. Times, Nov 15, 1870 P4 c4) -(VF VI 429)

 

The trains on the Chattanooga Railroad (NOM&CRR), arrive now-a-days with gratifying regularity.  It is seldom that they are behind schedule time, and we are informed that the track in the marsh region is fast approaching a state of solidity and reliability.  (Bay St. Louis Gazette, 12/3/1870 reprinted in Picayune 12/8/1870 - MJS VI 00428)

 

New Orleans, Mobile & Chattanooga Railroad

We understand that Morgan's U. S. Mail steamers and the New Orleans, Mobile & Chattanooga Railroad will carry exhibitors and their wares to the Agricultural & Mechanical Fair to be held at Mobile commencing Tuesday,  December 6, 1870, at half price.

This is a liberal offer, and we have no doubt many of our merchants will embrace the opportunity to make their goods known to the citizens of Mobile, and those from the interior who visit the Fair.

Besides the very complete and liberal schedule of awards prepared by the Association, several special premiums have (source unknown)

 

  1871

 

We learn that the New Orleans, Mobile & Chattanooga Railroad, for the accommodation of those wishing to witness the Grand Firemen's Parade in Mobile, will sell tickets at $5 for the round trip to Mobile and return.  Those wishing to avail themselves of this opportunity must leave New Orleans Sunday (Apr 3, 1871) and return on Monday or Tuesday (N.O. Times ­Sat Apr 2, 1871 p4 c5) (VF MJS VI 00439)

 

  LOUISVILLE & NASHVILLE RAILROAD

 

  1880 - L&N leased line

 

  The Louisville & Nashville era began on May 8, 1880, when the Old Reliable (as the road was nicknamed in 1884) leased the NOM&T to serve the many bustling coastal communities and the port of New Orleans.

 

  1881 - L&N purchased line

 

On October 5, 1881, L&N bought the line outright at  a mortgage foreclosure sale by the Federal Court in New Orleans.  The newly acquired line was naturally designated the New Orleans & Mobile Division.  With the NOM&T came the Pontchartrain Railroad, the first railroad completed west of the Alleghenies.  Opened in 1831, it operated 5 miles in New Orleans between Pontchartrain Junction (near the Mississippi River) and Milneburg (on the lake shore) and remained in service until 1935.

 

  The new owners set about to rehabilitate the entire line by elevating the grade for 35 miles in low-lying areas, renewing the steel bridge structures, constructing many new buildings including new passenger depots at Mobile and New Orleans, and cleaning and draining the right-of-way.  It was also necessary to shore up the track with lines of piling in places where it was vulnerable to ocean tides.  Slag ballast was applied during normal surfacing operations for a number of years until the roadbed was completely rebuilt.

 

However, the "trembling prairies" continued to be an operating problem.  Years after the line was in operation one could stand a considerable distance away from the track and feel underfoot the revolutions of a steam locomotive's drivers or the pounding of a pile driver.  Moreover, in 1912 a 1200-foot extension of the Lakeshore (Miss.) siding collapsed immediately after construction.  Fence posts 30 feet from the embankment were pushed out of the ground as the fill was swallowed up by the surrounding marshy terrain.

 

  During the first decade of this century, with the rehabilitation complete, L & N's public timetables and travel brochures beckoned those from colder, inland areas to the "Golden Gulf Coast," the "Riviera of the South".  Besides the Pan-American, inaugurated in 1921 between New Orleans and Cincinnati, six other through passenger trains were operated at the peak of passenger travel.  There also was a flourishing commuter service to New Orleans.

 

  Ocean Springs was the original terminus for the commuters.  By 1920, three trains were being operated six days a week, with one on Sunday.  Two of the trains acquired names, one being the Mary Jane and the other The Jeff, after its engineman of long assignment. These commuter runs became part of coastal dwellers' lives.  New Orleans businessmen depended on them for conveyance from and to their homes on the coast, and children living in Louisiana marshlands went to school in the Crescent City on the locals.