This is a list of properties and historic districts in Tennessee that are listed on the National Register of Historic Places. There are over 2,000 in total. Of these, 29 are National Historic Landmarks; each of Tennessee's 95 counties has at least one listing. The Tennessee Historical Commission, which manages the state's participation in the National Register program, reports that 80 percent of the state's area has been surveyed for historic buildings. Surveys for archaeological sites have been less extensive. Not all properties that have been determined to be eligible for National Register are listed; the locations of National Register properties and districts, may be seen in an online map by clicking on "Map of all coordinates". This National Park Service list is complete through NPS recent listings posted February 28, 2020; the following are approximate tallies of current listings by county. These counts are based on entries in the National Register Information Database as of April 24, 2008 and new weekly listings posted since on the National Register of Historic Places web site.
There are frequent additions to the listings and occasional delistings and the counts here are approximate and not official. New entries are added to the official Register on a weekly basis; the counts in this table exclude boundary increase and decrease listings which only modify the area covered by an existing property or district, although carrying a separate National Register reference number. The Tennessee county with the largest number of National Register listings is Davidson County, site of the state capital, Nashville. List of National Historic Landmarks in Tennessee
Bradford Corporation Tramways were a tramway network in the city of Bradford, West Riding of Yorkshire, England which operated trams from 1882 until 1950 and trolleybuses from 1911 until 1972. The track gauge of the tramways was 4 ft. In 1880 the Bradford Corporation had gained parliamentary approval under the Bradford Corporation Tramways Order to construct a tramway system in the city. Construction of the first section of single-line track tram line on Manningham Lane started in September 1881; the finished line ran from Rawson Square in the city centre to Lister Park Gates. Since at that time local councils were not allowed to operate their own tramway system, the line was leased to the Bradford Tramways Company; the line was opened to the public after a Board of Trade inspection took place on 31 January 1882. The first service ran at 8 am on 2 February 1882; the first additional line opened on 8 August 1882 along Leeds Road to Stanningley and was operated using steam traction because of the gradients involved.
A further other radial line steam operated, was built to Tong Cemetery, Allerton via Four Lane Ends, the horse-drawn line was extended from Manningley to Undercliffe. Another new line was constructed in 1884 from the Town Hall Square to Shelf, together with a branch line from Odsal to Wyke. Although the Bradford Tramways and Omnibus Company was offered the operating lease, it did not show sufficient interest; the Corporation therefore invited offers and leased the new line to the newly formed Bradford and Shelf Tramways Company for 19 years. This lease expired on the same date as those of the Bradford Tramways and Omnibus Company; when an 1896 Act of Parliament removed the prohibition on local authorities operating their own tramways, Bradford Council constructed and operated its own electric tramway. On 30 July 1898 an electrified line to Bolton Junction opened, a line to Great Horton on 27 August 1898. An expansion of the tramway network was prepared by laying more tracks. A comprehensive system could, not be developed until the leases of the Bradford Tramways and Omnibus Company and of the Bradford and Shelf Tramway Company expired.
The Corporation obtained therefore statutory powers to terminate the Companies leases before their expiry date, purchased them on 1 February 1902, after which date both tramway companies went into liquidation. Some of the steam engines and cars from the former tramway companies were hired until the electric system was operational; the horse trams on the Manningham Lane line were retired on 31 January 1902. In 1903 steam services on the former Bradford and Shelf Tramway lines ceased, the Bradford tramway system became electrified. By 1905, there were demands from the public for trams to run between Bradford and Leeds, despite the fact that Bradford used a gauge of 4 ft and the Leeds system used the 4 ft 8 1⁄2 in standard gauge. Christopher John Spencer was the General Manager at the time, with his engineer J W Dawson, designed wheel sets where the wheels were mounted on a splined axle, allowing the wheels to move outwards when heading for Leeds, to move inwards when heading for Bradford. A special length of transition trackwork was laid in Town Street and staff from both systems met on the night of 22 January 1907 to test the system, by travelling from Thornbury to Bradford, back to Armley.
Further trials took place, fares were agreed, a batch of new variable gauge tramcars were built. The through service began on 7 June 1909, ran until the middle of the First World War, when maintenance issues resulted in through running being withdrawn; the Mid-Yorkshire Tramway Company of Shipley was purchased in 1904 and incorporated into the Bradford system. The last extension from Bingley Post Office to Crossflatts was opened in 1914. Where the population of an area was too small to warrant a tramway service, bus services were established. Bradford had given preference to the trolleybus over the motor bus, after inspection of several European systems, a first trolleybus service was opened between Laisterdyke and Dudley Hill on 20 June 1911. Although R. Wilkinson, the transport department manager around 1920, favoured the trolleybus as a replacement for the tramway, the Transport Committee decided to retain the tramway system; the trolleybus fleet was increased and modernised over the years, further trolleybus lines were opened, such as services to Odsal to Oakenshaw, Bolton Woods and Frizinghall, Allerton, Saltaire via Thackley, Greengates via Idle, Duckworth Lane, Tong Cemetery, Saltaire and Crossflatts, Bradford Moor, Wibsey and Holme Wood.
After short-lived trials of motor bus services in 1897 and from 1900 to 1902, licenses to operate private motorbuses on 14 services in Bradford were granted on 17 May 1926. The Corporation had obtained similar powers through the Bradford Corporation Act of 1925, but the use of their buses was restricted to the city; the first scheduled bus service of the Corporation started from Lister Park to Bankfoot on 13 May 1926 in deliberate competition with a local operator who ran buses in competition with the tramways. In 1926 bus services started to Bierley and Fagley, in 1927 to Little Horton from Duckworth Lane, to Horton Bank Top from Bankfoot, to Tong, after the Bradford Corporation Act of 1928 had authorised the operation of Bradford buses outside the city limits, in 1928 to Greengates and Tyersal. Motor buses were first used as replacement for tramway services on 16 April 1928 between Undercliffe and Greengates, by 1935 more tramway routes had been replaced by buses. Wh
Moshulu is a four-masted steel barque, built as Kurt by William Hamilton and Company at Port Glasgow in Scotland in 1904. The largest remaining original windjammer, she is a floating restaurant docked in Penn's Landing, adjacent to the museum ships USS Olympia and USS Becuna. Named Kurt after Dr. Kurt Siemers, director general and president of the Hamburg shipping company G. H. J. Siemers & Co. she was, along with her sistership Hans, one of the last four-masted steel barques to be built on the Clyde. Constructed for G. H. J. Siemers & Co. to be used in the nitrate trade, at a cost of £36,000, she was launched in 1904. Her first master was Captain Christian Schütt, followed by Captain Wolfgang H. G. Tönissen in 1908 who made a fast voyage from Newcastle, Australia, to Valparaíso with a cargo of coal in 31 days. Between 1904 and 1914, under German ownership, Kurt shipped coal from Wales to South America, nitrate from Chile to Germany, coal from Australia to Chile, coke and patent fuel from Germany to Santa Rosalía, Mexico.
On the outbreak of World War I in 1914, Kurt was sailed to Oregon under the command of Captain Tönissen laid up in Astoria until being seized when the United States entered the war in 1917. She was first renamed Dreadnought because there was a sailing ship of that name registered in the US, she was renamed the Moshulu by the First Lady of the United States and wife of President Woodrow Wilson, Edith Wilson. Between 1917 and 1920, Moshulu was owned by the U. S. Shipping Board and carried wool and chrome between North America and Australia. From 1920 to 1935, Moshulu was in various private hands based in San Francisco. From 1920 to 1922, it was owned by the Moshulu Navigation Co. San Francisco; the big four-masted barque ran in the timber trade along the U. S. west coast to Australia and South Africa from 1920 to 1928. After her last timber run to Melbourne and Geelong, Australia, in 1928, she was laid up in Los Angeles. In 1935, the Moshulu was bought for $12,000 by Gustaf Erikson. On 14 March 1935, when the contract was signed, Captain Gunnar Boman took over the ship and sailed it to Port Victoria.
Gustaf Erikson had her operate in the grain trade from Australia to Europe. In 1937, John Albright sailed on her as a young seaman. During the period of Erikson ownership the working language of the ship was Swedish though it sailed under the Finnish flag; the ship's home port at the time, Mariehamn, is in the Swedish-speaking Åland Islands of Finland. At the end of 1938, the ship left Belfast for Port Lincoln and Port Victoria, in South Australia, under the command of Captain Mikael Sjögren and with to be famous travel writer Eric Newby aged 18, on board as an apprentice seaman. Moshulu arrived in Queenstown on June 10, 1939, after 91 days at sea, winning the last race of square-rigged sailing ships between Australia and Europe; the ship was seized by the Germans in 1940 when she returned to Kristiansand, again under the command of Captain Mikael Sjögren and with a cargo of wheat from Buenos Aires. She was derigged step-by-step in the 1940s, after having capsized in a storm close to shore at a beach in Østervik near Narvik in 1947, she was demasted by a salvaging company to be re-erected and towed to Bergen in July 1948.
The ship's hull was sold to Trygve Sommerfeldt of Oslo. A few months the ship was transferred to Sweden to be used as a grain store in Stockholm from 1948 to 1952, she was sold to the German shipowner Heinz Schliewen, who wanted to put her back to use under the name Oplag as a merchant marine training ship carrying cargo. Schliewen used the four-masted steel barques Pamir and Passat for that purpose, but before Moshulu was re-rigged, Schliewen went into bankruptcy. In 1953 Moshulu was sold to the Swedish Farmers' State Union of Stockholm, again it was used as a floating warehouse beginning on 16 November 1953. In 1961, the Finnish government bought the ship for 3,200 tons of Russian rye. In 1970, the ship was bought by the American Specialty Restaurants Corporation, who rigged her out in the Netherlands with phony masts and lines and towed her to South Street Seaport Museum, New York; the United States Coast Guard 3rd District Band rode on the Moshulu as she was towed from Brooklyn to the museum and played for the arrival ceremony on the Manhattan side of the river.
She was towed to the Penns Landing waterfront in center city Philadelphia PA. Other sources have it that The Walt Disney Company bought the ship but soon transferred it to the American "Specialty Restaurants Corporation". Moshulu was made famous by the books of Eric Newby. At the age of 19, he apprenticed aboard the Moshulu, joining the ship in Belfast in 1938 and sailing to Port Lincoln in Australia with a load of ballast stone in 82 days, a good passage for a windjammer. "Moshulu" took 4,875 tons of bagged grain on board in Port Victoria and began her return voyage to Ireland in the spring of 1939. She reached her destination in 91 days, a faster passage than that of any of the other sailing ships making similar passages that year. During the entire voyage, Newby took part in all the work required to maintain the ship, such as