The Clinchfield

According to William Way in his book, The Clinchfield Railroad : The Story of a Trade Route across the Blue Ridge Mountains, "the Carolina Clinchfield & Ohio Railway was designed for and built with the primary purpose of handling at a minimum cost heavy train loads of coal."  In the CC&O Railway Records, a document entitled, "Industrial Development along the Clinchfield Railroad," states that "One of the prime considerations that led to the construction of the Clinchfield Railroad was the opportunity it afforded to unlock the immense storehouse of power - one of the largest and most important in America - comprising hundreds of thousands of acres of high grade bituminous coals in the Cumberland mountains of South Western Virginia and Eastern Kentucky."

Pat Alderman, in All Aboard, states that the Clinchfield was named after the Clinch River and the Coal Fields of Virginia.  Unlike most American railroads, the plan of the builders of the Clinchfield was to build a high quality railroad, "with the very best standards without extravagance."  M. J. Caples, an engineer, was deemed to be the man for the job. As part of his strategic plan, he conducted extensive surveys with time, patience, and no expense spared.  Every aspect was considered. Grades, cuts and embankments, settlement, drainage, passing sidings, and water tank placement were all taken into extensive consideration in order to keep maintenance costs low.  Bridges were built with concrete abutments and steel piers.  This forward-thinking planning was adopted by other leading railroads in America.  Way states that, the railroad, whose promoter and builder was George L. Carter, "stands as a monument to his genius-one of the greatest pieces of railroad construction east of the Rocky Mountains."  Carter convinced investors that for the railroad to be a success, they would have to lay out millions of dollars.  The approximate cost of the railroad was sixty-one million dollars, over two-hundred thousand dollars per mile.  Carter and his associates are pictured on the left, with George Carter on the far left.

According to C. K. Marsh, Jr., in a book entitled, Clinchfield in Color, by 1905, George L. Carter had exhausted his own personal finances to extend the railroad, and acquired investors from New York to finish building the railway, which was completed in 1915.  It was deemed "the most expensive railroad per mile built in the United States, forced over, under, and across mountains." 

A fact sheet in the Carolina, Clinchfield, and Ohio Railway Records documents a total of 55 tunnels, 17 of which were in the Blue Ridge Mountains, with 277 miles of track. The longest tunnel is 1.75 miles (Sandy Ridge, Dante, VA), and the highest point is 2629 feet at Altapass, N.C.  "Where other roads seeking low grades had gone around mountain barriers, the Clinchfield cut through them to reveal some of the most strikingly beautiful mountain and rugged canyons of the eastern section of the U. S. A."  In a CC&O memorandum, dated March 15, 1912 for justification of extending the line through Elkhorn, it was stated "all lines north and south are natural feeders to the Clinchfield."  The geographically favorable lines of the Clinchfield were referred to as a bridge, a pass, a gateway.  Going through the Blue Ridge Mountains greatly improved service, and decreased expensive operating costs from circuitous routes. The Clinchfield route extends through five states: Kentucky, Virginia, Tennessee, North Carolina, and South Carolina.

In 1909, Goodin was issued one of the first annual passes of the new line.  This pass identified him as Conductor. 

As Conductor, Goodin had numerous responsibilities.  Gary Emmert, a Conductor, and 43-year railroad veteran, shared in an interview that the basic requirements were strength, stamina, agility, patience, and good common sense: strength to handle repairs such as changing a knuckle, which weighed 68 pounds, and is located between two cars that weigh between 30 to 100 tons; stamina to work 24 hours straight if required; agility to hang off the side of a train while it was still moving, jump on and off a moving train, climb over and under train cars to do repairs; patience for all the things that can and will go wrong; good common sense paired with quick thinking - the instantaneous ability to use sound judgement to prevent fatal accidents, which could happen to anyone, anytime, anywhere, any day.  You've got to have good common sense or you're gonna get killed on the railroad.

According to to the Clinchfield Railroad Company Rules Governing the Operating Department, a Conductor reports to the trainmaster and obeys the orders of the yardmaster, station master, and station agent, and conforms to instructions.  The Conductor must keep a detailed memorandum book of daily incidences of importance, as well as overseeing subordinates and instructing the train crew in performance of their work.  A Freight Conductor keeps track of schedules, records, weight distribution, and all cargo, including animal stock.  Coupling and uncoupling freight cars, and ascertaining all cars are safe, all parts intact, and reporting or repairing any defective brasses, couplers, brake rods, etc., are all responsibilities of the Conductor.

Goodin was privileged to be the first on many runs in his new career with the CC&O.   He ran the first local freight from Johnson City to Dante, Virginia on February 18, 1909, with Wheeler Thomas, Engineer and Charles Norris, Brakeman.  He was also Conductor on the first passenger train from Bostic Yard, NC, to Johnson City, TN, on May 2, 1909, with Sam Allen, Engineer, Charlie Stallard, Fireman, Bill Vandergrift, Flagman, and Charlie Morgan, Baggageman. According to James Goforth in his book, Building the Clinchfield, the tracks from Bostic to Spartanburg were completed in October 1909.  After an official opening on October 29, complete with railroad dignitaries, thousands of spectators, a barbecue, speeches, and "much hoopla," the headlines in the Spartanburg Herald read, "THOUSANDS GREET FIRST TRAIN ON CLINCHFIELD RAILROAD." Goodin was also the Conductor on the first passenger train to Spartanburg on December 11, 1909.

A Clinchfield passenger train is pictured on the left.

A colleague of Goodin, Claude Morgan, who ran the first locomotive and the first passenger train from Johnson City to Altapass, was interviewed by Tri-County News reporter Ralph Connelly.  In those days the newly built roads were dangerous to run a train over.  There were frequent slides coming down off the hills and mountainsides that would completely cover the track and stop all trains from passing for a day or two.  The trestles were often made unsafe by heavy rains and flash floods would weaken or wash them out altogether.  All of the locomotives were equipped with old-fashioned oil-burning head lights, which made the track visible for only a few feet ahead, and, which made running at night very risky.  In those days the rolling stock was terrible.  They gave us all all kinds of trouble along the way.  We carried full sets of tools and did most of the repair work on the engines and cars while still out on a run.  (For more stories from Claude Morgan, see Stories, Tales and Yarns.)

The building of the railroad created a paradigm shift in the Blue Ridge Mountains, suddenly connecting isolated mountain communities to the outside world.   An article entitled, "A Nostalgic Remembrance of Steam and Red Satin," by Clarence H. Greene, printed in the Tri-County News, Spruce Pine, N.C., stated:  As passenger depots were constructed at suitable points along the line, a new social custom was born in the valley: the gathering of the people at the railroad stations at train time to see who got off and who got on the train.  Thus, the railroad depot, especially in the tiny rural hamlets, became the social center of the community.  As a result, the residents of each community became more gregarious and cultivated a greater spirit of co-operation among themselves.

In this 1911 photo are the youngest Engineers on the Clinchfield, Carolina & Ohio and One Conductor. Seated Left, T. E. Goodin, Conductor, Seated Center, Walter Pippin, Seated Right, George Cook, and Back Left, Ross Jones, Back Right, unidentified.

In 1914, Goodin was issued his first annual pass with the indentification of "Passenger Conductor."  In addition to communication with, and caring for, passengers, duties were numerous.  A few include collecting tickets, answering questions, making sure passengers are seated properly in the correct location, maintaining order by walking through the train and keeping check on passengers, and making announcements of destination arrival or delays.  It is also in the power of the Conductor to eject unruly passengers from the train. As with all incidents on the railroad, a Conductor's Report of Ejectment form is completed for these incidents.  (See Rules and Regulations below.)  The Conductor coordinates the train crew, spacing them at various locations throughout the train in case of an emergency.  Once passengers are safely ensconced, it is the responsiblity of the Conductor to give the starting signal. 

For more details about life on the railroad, please see the digital exhibit, "A Day in the Life: The Railroad."

Imagine it is 1909.  You have purchased your ticket and are awaiting the Carolina, Clinchfield and Ohio passenger train.  The following description is from Tall Tales of the Rails : on the Carolina, Clinchfield & Ohio, by J. L. Lonan.

The train is due any minute: it will be a massive, smoking, puffing, clanking steam locomotive...To-o-o-t, to-o-o-t, to-o-o-t!  The giant steam locomotive pulls by the station and stops with a heavy screech at a point where passengers can board.  The conductor in his blue suit and hard-billed cap stands at the steps of the train assisting passengers.

Allllllllllll aboarrrrrrrrrrrrrrrrrrrrd! The Conductor yells a short time later.  Up ahead, on the locomotive, the engineer answers with a T-o-o-t, T-o-o-t! Now the train is moving; you are on your way.

T. E. Goodin ran the 142 mile route between Erwin and Spartanburg for many years. "In 1925, upon the completion of the new station at Erwin, he was Conductor on the first train out of that station on Train 29.

In 1927, he had become senior Conductor and became General Chairman for the Order of Railway Conductors.  A trusted employee, with company approval he served as a courier for the banks carrying thousands of dollars in cash from one station to another.  He supposedly had the record for the most cash fares collected in a day."

Hotel Morgan, in Spartanburg, South Carolina, is shown in the upper left hand corner of the first photograph below.  There are numerous letters written by T. E. Goodin to his son, John, in the John Goodin Collection, on Hotel Morgan stationery. (See Incidents of Train Wrecks Section)

The second photograph is Southern Railway's main track at Spartanburg.

The third and fourth photographs are the tracks at Spartanburg with Southern Railway tracks on the right, and Clinchfield tracks on the left.

This document describes the scene on the Clinchfield Route as follows:

The Clinchfield is the route of Scenic Grandeur through the Appalachian Wonderland.  From sunrise over the Cumberland Mountains, in eastern Kentucky, to sunset in the cotton fields of the Carolinas, the day's journey over the Clinchfield presents a moving picture of beauty, kaleidoscopic variety and grandeur of scenery which has no superior in any part of the country.  Four great mountain chains, the Cumberland, Clinch, Great Smoky and Blue Ridge, comprising the Appalachian system, and each presenting its own characteristic attractions, are crossed in succession.  From sunrise to sunset the window of the observation car discloses in succession the competing masterpieces of scenic grandeur presented by five states - Kentucky, Virginia, Tennessee, North Carolina, and South Carolina.

Also in the Carolina, Clinchfield, and Ohio Railway Records, an undated newspaper article entitled, "Reporter Finds Rail Trip Into Mountains Enjoyable," by Pat Fields, describes the scene upon leaving Erwin:

After you leave Erwin you'll find yourself gaping out the windows at scenery the likes of which you seldom see from the highways.  You'll find yourself wishing the train would go even slower for you to view closer the profusion of wildflowers that grow right down to the tracks.  Crepe myrtle, columbine, blue flags, scarlet sage - creeping phlox, the rock gardener's favorite - all put on a gaudy display you've dreamed of duplicating in your yard. 

The gorge, a deep cut through a mountain of almost solid rock, will be pointed out to you by the conductor or brakeman.  They'll know if you haven't been on this train before.  All the other passengers are old friends of theirs.  All through the gorge runs the Toe River.  The rocky sides of the gorges are covered with trees and shrubs, seemingly growing out of the solid rock. 

Long, low white houses mushroom out of the hillside.  Gardens and orchards, now richly in bloom, are laid out neatly at precarious angles.  Some of the tobacco beds could only have been planted while swinging from a rope anchored to a tree further up - or at least while wearing Alpine climbing boots.

Lumber stacked high and whirring sawmills mark a few of the stops, and at Kona and Boonford the feldspar and mica plants and mines begin to appear.  Inevitably at each stop, you will see a long swinging bridge for those who live across the river.

"As time would allow, Goodin frequently pointed out points of interest along the road he called the most beautiful scenery in the country.  Transporting the band of John Phillip Sousa, he stopped the train on the Blue Ridge so that the band could see Table Rock and other attractive sites."

One of the perks of being a railroad employee was free passes for family members.  A stickler for rules and regulations, the railroad lists conditions on the back of the pass. 

This pass is issued to Mrs. T. E. Goodin, "Wife of Conductor." Glenna Goodin's pass was issued June 15, 1910, permitting her to go from Johnson City, Tennessee to Spartanburg, SC.  This pass was signed M. J. Caples, Vice President and General Manager of the Carolina, Clinchfield and Ohio Railway, and countersigned by by L. L. McIntyre, Superintendent.

According to John Goodin, in 1916, the railroad issued an annual pass to Mrs. Goodin for the year 1917.  In a letter to T. E., dated December 28, 1916, from L. L. McIntyre, Superintendent of the Carolina, Clinchfield and Ohio Railway, the pass was received as an appreciation of the long and loyal service to the wives of those who have been in service ten years or more.

This handwritten pass, issued to "Son," could be for either Goodin's older son Tom, Jr., or his younger son John David.  The pass states, "This will be your authority to take your son with you to Spartanburg and return.  It was signed by L. L. McIntyre, Superintendent.

This pass was issued to J. D. Goodin, "Son of T. E. Goodin, Conductor."  John was eight years old when this pass was issued in 1925.  The pass, good for one trip only, was issued February 20, and was valid until March 31, 1925.  John was permitted to travel from Spartanburg, SC, to Johnson City, TN.  This pass was signed by L. H. Phetteplace, General Manager of the Carolina, Clinchfield and Ohio.

This partial Carolina, Clinchfield and Ohio Railway Local Passenger Tariff booklet from 1908, contains pertinent information about rules and regulations of the railroad.  The first two pages, which are missing, pertain to stations, fares, routes, limits, stop-overs, etc.  Page Three pertains to baggage, corpses, bicycles, baby carriages, go-carts, dogs, birds.  Pages Four to Six pertain to various stations, mileage tables, fare and excess baggage cost.  This particular tariff has a two-page addendum adding Mt. Mitchell, Linville Falls, Sevier, Hankins, and Marion, North Carolina.

There are several Passenger Tariff booklets in the John Goodin Papers dating from 1908-1947.

T. E. Goodin wrote many letters to his son, John, about numerous accidents on the railroad.

On this letter from August 23, 1927, he writes:

We had a big wreck on Blue Ridge Mountain Sunday Eave turned over 7 cars loaded with cement dont you know the dust flew down that mountainside.

October 10, 1937

Dear Johny 

Fred Leonard turned over 17 cars of coal in the little cut Just south of Catawba  you should remember where it is.  Well we had Just left Erwin about the time it happened  went to Altapass and tied up for 19 hours went on down to the wreck and delayed 6 hours went on in and took rest and brought all the crew back that there [their] rest was up I had Sam Pruner Edd Womack & then crews left home thursday got back Saturday Night & stayed home Sunday and rested.  first time Ive [sic] been tired in several years.  but going good now. 

November 4, 1937

well we had another big wreck last night in the Blue Ridge Tunnel six cars of coal mashed up in about 2 car lengths I stayed at Altapass untill [sic] 4:00 a m went to Spartanburg and back here to night.  Some sleep but have to go to town about 7:30 and tomorrow is pay day so Ill [sic] have to go and pay my bills 

November 15, 1937 

Dear Johny, 

Just a word or two.  My finger is not better but the swelling has gone out of my hand.  but cant write varry [sic] well yet.  I have a time writing on the train. Well I had a wreck last night my self  we had a flang[e]to break off of a wheel and the car turned over 7 cleared the track it only run 7 car lengths and the train only run 18 car lengths.  the flange broke on snow creek bridge just this side of Penland dont [sic] guess you remember where it is but it was lucky we dident [sic] all turn over behind it it was 18 cars from the Cab.

December 10, 1937 

Dear Johny 

Well we had an other big wreck last week turned over 8 cars of coal I did not get out untill 8:00 a m. next day so you see I was out all night no working just waiting  We have had some cold weather Down to 5 above and about 3 or 4 inches of snow and plenty of snow and down to 20 above now look like it will go to about 10 before morning.

Thursday, September 29, 1938

We had a big wreck yesterday in a tunnel on the Blue Ridge Mtn. 9 cars turned over and piled up in the end of a tunnel I got in at 8:30 last night some late at that. 

Erwin, Tenn. December 26, 1943 [John is serving in Europe in WWII]

Dear Johny 

I thought I would write to you.  hope you had a merry Xmas  I certainly had one.  it sleeted and froze all the way from Elkhorn City to S.burg [Spartanburg] and a freight train wrecked just South of Spursferry and we stayed there 4 hours in all that weather what a Xmas I had but some of my friends put me on a lunch at Dungannon of Ham & Turkey cake & Boiled custard   Did enjoy it  I thought of you being away from home the first Xmas in your life 

The Uniform

The railroad had high standards regarding uniforms.  They were to be pressed and clean at all times, with shoes shined. In the digital exhibit, A Day in the Life: The Railroad, Gary Emmert described it this way: the agent at the terminal would take off your hat and check it.  If the band was sweaty, you got demerits for it.

Conductor's wore a three-piece suit, which consisted of a coat, vest, and trousers.  A white cotton shirt and tie were worn under the vest.  Pockets were slit with no flaps.  The cap was black, with a flat circular top and a short visor.  Goodin's cap had a brass button on each side with a gold cord extended between each button. 

T. E. Goodin's uniform is pictured here on the memory page.

Oil cans came in various shapes and sizes, with long and short spouts.  Larger cans could hold up to several gallons of oil, and therefore, could be used for storage to fill smaller cans, as well as application.  Long spouts were used to reach places not easily accessible such as under the boilers, between wheels and springs, switch points and journal boxes.  The longer spouts also prevented back injury, as the person could stand upright and not have to bend over.

Two long spout, 30" tall oil cans from the Goodin collection are housed in the Reece Museum.  

Letter, dated January 20, 1942, informing railroad personnel of mandatory registration for Military Service.  T. E. Goodin's son, John, served in the U. S. Army during World War II.  T. E. mentioned in many of his letters to John the importance of the railroad transporting soldiers and goods during wartime.  He also told him many times: we are hauling soldiers now. In a letter to John, dated December 13, 1941, regarding heightened security and orders as to who could board the train, T. E. relates: Exciting week around here this week. So, I get my old pistol and had Roy to oil and clean it up some - can take care of any that starts anything along our line.  I told Mr. Moss today if I could be of any assistance to him or the road or the Government I was at his service.  I think we should all do our part in this war.  I guess theyll tell me to run a train and that will be all I can do to help.