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ment in South Carolina
The South Carolina Good Roads Association
F. H. HYATT, President
COLUMBIA, S. C.
PROF. EARLE SLOAN, Secretary
CHARLESTON, S. C.
THE GOOD ROADS MOVEMENT IN SOUTH
CAROLINA.
Prior to the year. 1895 the public road system of South Caro-
lina was a very crude and unsatisfactory one. This system,
if it may be called by such a name, was one that had been
handed down from generation to generation, and was merely a
law requiring all able-bodied citizens between certain ages,
and who were not specially exempted, to work for » certain
number of days in each year—usually from three to five—the
public roads on which they lived, or that were within a given
distance from their places of residence.
Under this law, for a few days in each year the road hands,
under the charge of overseers, who were as unskilled in the
science of road construction as themselves, worked the roads
of their county in a perfunctory way. A few bushes were cut
away from the roadside, a few ditches cleaned out, a few mud-
holes filled in, and that was all; and the result was that in South
Carolina, as in many other States, our public roads were a dis-
erace to civilization. This fact was recognized by thoughtful
men throughout the country, and from time to time spasmodic
efforts were made to better existing conditions, and in the State
Legislature, through the newspaper press, and in magazine
articles, attention was called to the deplorable condition of our
public highways. As far back as 1880, the Columbia Board of
Trade, realizing the importance of good roads to the growth of
a city, offered a handsome money prize for the best essay on
road construction. In June, 1888, Mr. Charles C. Wilson, now
a distinguished civil engineer of Columbia, became interested in
this subject and prepared and read a paper recommending
radical changes in the then existing system. This paper was
published in the Columbia Register, and extracts from it~
appeared in the Charleston News and Courier and other
papers, with favorable comment. Among other things the
adoption of the sand-clay treatment was recommended, and, so
far as is known, this was the first suggestion, in this State at
Southern Pamphlets
Rare Book Collection
UNC-Chapel Hill
993132
4
least, of this successful and inexpensive method of road build-
ing. There was more or less discussion of the good roads ques-
tion for the next few years, but although efforts such as those
of Mr. Wilson and others demonstrated that here and there a
few public-spirited men were honestly attempting to foster a
sentiment in favor of a better road system, the people did not
seem to be aroused to the point of undertaking anything in the
way of permanent improvement.
Such, then, was the status of the public road question in this
State when, in the year 1895, a new county government law
went into effect. This law, sometimes called “the Evans law,”
in compliment to its author, ex-Governor John Gary Evans,
abolished the then-existing Boards of County Commissioners
and vested the county government in a County Supervisor,
elected by the people, and Boards of Township Commissioners,
appointed by the Governor on the recommendaticn of the legis-
lative delegation from each county, the chairman of each Town-
ship Board, with the County Supervisor, to constitute the
County Boards of Commissioners. Various amendments to
this law have been from time to time enacted, and some ma-
terial changes made in the number and in the manner of selec-
tion of the Boards of County Commissioners. Of these
amendments it is not necessary to treat in this paper. The law
is merely referred to here to show how it gave the desired op-
portunity to those who wished to demonstrate that good roads
could be constructed without too heavily burdening the people
with taxation.
~The new county government law provided, among other
things, that the roads of any county might be worked in whole
or in part by convict labor, in whole or in part by the contract
system, or in whole or in part by the free labor system of former
years.
The introduction of convict labor on the public roads was
viewed in many quarters with disfavor, the late United States
Senator J. L. M. Irby, among others, expressing himself, in a
newspaper interview, as being very doubtful as to whether the
results obtained would justify the expense to the counties : but,
on the other hand, those who had studied the question of road
improvement were convinced that the provision in the new law
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Fig. 1—View Three Miles Northwest of Columbia, S. C., on the Winnsboro Road,
near Hyatt Park. ace
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which authorized the employment of convict labor was a very
wise one, permitting, as it did, the organization of a well-di-
rected and perfectly disciplined force of road hands, with whom
more and better work could be done in a month than could
or would be done in a year by the old-time method of road
work.
Among the earliest and most zealous advocates of the adop-
tion of the chaingang system was Mr. F. H. Hyatt, of Colum-
bia, and through his efforts, ably supplemented by Capt. W. P.
Bookter, then one of the County Commissioners of Richland
County, before the close of the year 1895 the chaingang system
was adopted in that county, and Richland was one among the
first of the South Carolina counties to inaugurate a new
departure in the method of public road work. A chaingang
was immediately organized, and such was Mr. Hyatt’s interest
in the cause of good roads that he offered to supplement from
his private purse the meager salary which was paid the chain-
gang manager at the beginning: of the work, and he, together
with Mr. C. W. McCreery and others of Columbia, also offered
to pay, and did pay, the greater portion of the cost of some
experimental work by the chaingang some three miles from
Columbia, on the Winnsboro road.
In 1897, in recognition of Mr. Hyatt’s interest in good roads,
he was appointed by the Governor one of the County Commis-
sioners for Richland County, and he held that position for two
years, aiding the county supervisor, Mr. W. W. Weston, with
intelligent and well-directed zeal in every effort to improve the
read system of the county.
During this year the County Commissioners of Richland
County determined to make an experiment in macadam road-
building. The right to use a granite quarry on the lands of Mr.
R. C. Keenan, on the Winnsboro road, some two miles north
-of Columbia, was offered by its owner free of charge, and this
offer was gratefully accepted by the county authorities, and a
rock-crushing plant was purchased on what was regarded as
favorable terms. It was decided to build a macadam road from
the city limits to a point about three miles north on the Winns-
boro road. This work was begun and carried on during the
winter of 1897-¢8, hired labor: being used in order that the
6
chaingang might be utilized in other sections of the county
whilst this work was in progress. As the work required the
employment of a large force of hands at considerable expense,
some opposition to it was developed. The County Board was
memorialized, the grand jury was appealed to, and injunction
proceedings threatened, but in spite of all opposition the work
was not interrupted until it reached Hyatt Park. ‘Then, as it
was found that the expense of construction was much greater
than had been anticipated, it was determined to stop at that
point. Later the chaingang, at the solicitation of Mr. Hyatt
and others, was employed in building, from the end of the
macadain road to a point about one mile further north, a road
of sand, clay and gravel rock, which, when completed, was
pronounced to be almost if not quite equal to the macadam, and
nothing like as costly,
SAND-CLAY ROADS.
On the tst of January, 1899, Mr. S. H. Owens became
County Supervisor, and one of the first acts of his administra-
tion was to organize two chaingangs so as to have road work
going on in different sections of the county at the same time.
Mr. Owens also determined to push the construction of sand-
clay roads, then a new experiment, to the farthest limits of the
county in each and every direction. Such was the success of
the work thus energetically begun and carried on ‘by Mr.
Owens that it at once won the admiring attention of the people
of Richland County. The late N. G. Gonzales, editor of The
State, rode over these roads frequently on a bicycle. and was
so much impressed by the value of this work and the wonderful
change which had been accomplished—a change which had
converted such a road as the one leading east from Columbia
to Camden from a heavy sandbed to a road as firm and hard as
macadam itself—that he declared editorially that, in so far at
least as Richland County was concerned, the problem of build-
ing good roads without extraordinary taxation had been suc-
cessfully soived. |
In an editorial article of January 8, 1900, referring to these
roads, he said: “They were not repaired, but remade, graded,
ditched, laid with sand and clay or clay and sand, converted into-
ig. 2—A Sand-Clay Road Built by Convict Labor in
A ns aig net
7
smooth and satisfactory highways, capable with timely and
systematic care of indefinite maintenance in good condition.
The value of this improvement can only be fully realized by
those who know the depth of the sand on some of these roads,
and the great waste of power which this has compelled during
all the years of the past. Columbia is now far more accessible
by highway than it has ever been; a fact fully evidenced by the
number of wagons and carts coming to and going from the
city, the traffic on certain roads at certain hours assuming pro-
cessional proportions.”
Such expressions as the above from a journal as well-known
and as widely read as the Columbia State naturally attracted
the attention of the United States Bureau of Public Road In-
Cig wicit eieetolmes, Om Chapel Hill; N: .C., special
agent of the Bureau, visited Columbia for the purpose of in-
specting these roads. The results of his observations are
embodied in the following report from him, published in the
Year Book of the Department of Agriculture for the year 1901:
“The sand-clay roads of Richland County, S. C., are worthy
of special consideration, not only as a product of convict labor,
but also as an illustration of how much may be accomplished
in many localities in highway improvement at small cost, by
treating the road surface with a simple admixture of sand anc
clay. This county, with Columbia as its county seat, is located
where the hill country merges into the lowlands and where the
beds of coarse sand and clay are in close proximity. After
constructing two and one-half miles of ordinary macadam road
at a cost of from $2,000 to $3,000 per mile, the County Super-
visor (who in all South Carolina has charge of the public
roads) wisely decided to try the cheaper and simpler plan of
spreading sand on the clay roads, and clay over the deep sand
roads, and he has carried forward this work to an extent and
a degree of efficiency. perhaps equaled nowhere else in the
neighboring States. It was not easy to determine the amount
of sand in the one case or of clay in the other which would
give the best final result, consequently it has been necessary to
watch the resulting road surface for several months, in some
cases adding more sand where the surface showed a tendency to
give way under traffic in wet weather, or, in other cases, add-
ing more clay where the tendency was for the surface to break
8
up during the dry season. First, the roads were cut to a grade
of from two to three per cent., then the surface was given the
proper cross section for shedding water, this surface slope being
kept sufficiently gentle to permit the water to run off slowly and.
not carry the sand with it. The clay or sand was then hauled.
in wagons or carts, usually short distances, and spread over the
surface for a thickness of from two to six inches. The mixing
of the sand and clay was done by the ordinary travel, which was
never interrupted, and the surface was finally packed by the
wide-tire wagons and carts or a horse roller. Where the sup-
ply of sand needed for spreading over the clay road is not found.
nearby, pockets are made in the ditches for catching sand,
which is later taken out and spréad over the surface.”
In a report on the roads of Richland County, in 1903, Super-
visor Owens wrote the Bureau of Road Inquiry as follows:
“In reply to your letter of the 12th inst., requesting a de-
tailed account of my experience in building sand-clay roads in
this (Richland County, S. C.), I will say that the necessary
quantity of sand on clay or clay on sand has to be determined
by experimenting. When the road has been properly graded
and the roadbed is of good foundation the clay is spread evenly
over the surface to a depth of from four to six inches, the depth
depending on the percentage of sand in the clay. Ifthe roadbed
is of clay foundation, the sand is spread on a little thicker, say,
from six to eight inches. The clay or sand is simply spread on,
not mixed, and the mixing is done by travel over the road,
which is not interfered with while the road is in course of con-
struction. I find, after thoroughly experimenting, that sand on
a clay foundation does not give as good results as clay on sand,
on account of the drainage being insufficient under the road-
bed, the clay not being as porous as sand.
“As to the durability of the roads treated in this manner, I
will state that roads which were built five years ago are in as
good condition now as when built, and in some instances better.
Of course the roads have to be run over occasionally and re-
paired, which is quickly and easily done. Sometimes where
there is much travel over the roads small holes will wear in
them, owing to lack of clay or sand at that particular point--t
find this to be the case near Columbia, where travel is neces-
Pig. 3—Hauling and Pulling Down Clay on Sandhill Road.
9
sarily greater than in the remote sections of the county. There
are some roads in the county, constructed five years ago, that
have had no repairs and are now in first-class condition.
“We have about four hundred miles of road built by the sand-
clay method out of a total of about six hundred and fifty miles
in the county. These roads are. giving perfect satisfaction,
and have stood the test of hard rains and constant travel. The
cost of constructing roads by this method depends on the
amount of grading to be done and the distance the sand or clay
has to be hauled. The cost of repairs is very slight.”
The Department of Public Road Inquiry sums up the result
of its investigations on this line as follows:
“The building of sand-clay roads has passed the experimental
stage, and it is no longer a question of doubtful procedure.
The important things to be borne in mind are thorough mixing
to the saturation point and the properly shaping and rolling the
road. This mixing is naturally done by the traveling public.
_ This is the critical period in the construction of sand-clay roads,
because care must be taken to secure an even amount of
puddling, so that all the lumps of clay shall be broken and
saturated with sand to a depth of eight to ten inches. Ii this
can be done, and the road is properly crowned as it dries, there
can be no doubt about the result being perfectly satisfactory.
This mixing may be done by the use of plows and harrows
when the clay is wet, but it is customary to let teams accom-
plish it. It is true that the condition of the road becomes
worse.for a while during the puddling operation, but after this
is effected and sufficient sand has been added, relief is per-
manent.
“Tn many portions of the Southern States the public roads are
maintained by the old system of statsite labor, which has been
reduced by the inefficiency of overseers to little better than
worthless. The mud, which it is customary to throw on the
roadbed, is often a detriment, as it is the worn-out material
from the road that has been gradually accumulating in the
ditches. There are many sandbars and gravel beds along the
streams and rivers of the Piedmont section, where unlimited
quantities of good sand and gravel may be found, a few loads
of which would permanently heal the worst mudhole if it were
IO
to be first thoroughly drained. There is need of a general
-awakening on this line everywhere. An enormous waste of
labor results, as stated, from the incompetency of many of the
road overseers. Whether the overseers work statute labor, com-
mutation labor, or hired labor, they should be able so to treat.
each particular case, deep sand or deep mud, as to effect a per-
manent cure.”
As to the cost of sand-clay roads a careful estimate made
shows that under intelligent and honest supervision they can,
be constructed at a cost of about $300 per mile. A macadam:
road usually costs about $3,000 per mile. Thus it is seen that
ten miles of sand-clay road can be constructed at the cost of one
mile of macadam.
STATE ORGANIZATION?
In 1897 Mr. Charles C. Wilson, civil engineer, of. Columbia,.
5S. C., whose early connection with the good roads movement.
has been referred to at the beginning of this paper, again com-
menced the agitation of the subject in connection with Col.
John P. Thomas, also of Columbia, and their united efforts re-
sulted in the convention which met in Columbia during the
month of February, 1898, and which organized itself into the
South Carolina Good Roads Association, with the following
officers: John P. Thomas, of Columbia, President; W. S.
King, of Darlington, Vice-President; Charles C. Wilson, of
Columbia, Secretary and Treasurer; and much good work was:
done by these gentlemen on the line of arousing public interest
and inducing legislative action in favor of good roads.
At the Good Roads Convention held in Greenville in 1g9o0r,
Mr. F. H. Hyatt was elected President, and Prof. Earle Sloan,
of Charleston, Secretary,eand they have held their respective
positions until the present time. To both of these gentlemen
great credit is due for their untiring efforts to further the good
roads movement throughout South Carolina.
Mr. Hyatt, although a busy man of affairs, with many other
matters to occupy his attention, has taken hold of this important
subject with his characteristic energy, and by constant corre-
spondence with national, state and county officials, and with
many other public men of the State and Nation, has kept up
135
interest in the subject. At the National Good Roads Conven-
ticn held at St. Louis, he was appointed on the committee of
one from each State in the Union to present resolutions of the
convention in favor of the bill providing for national, state and
local cooperation in the improvement of the public highways,
to the committee in Congress having charge of that bill, and
he was made vice-president for South Carolina of the National
Good Roads Association, and is still cccupying that position.
In 1902, through Mr. Hyatt’s efforts, a good reads train was
sbrought te Columbia, and an experimental road built in the
neighborhood of Shandon, one of the suburbs of Columbia.
which work, whilst in progress, was visited by a number of citi-
zens, including many members of the State Legislature, which
was at that time in session, and it was also largely through his
influence that an Interstate Good Roads Convention was held
on the Exposition Grounds at Charleston in the early part of
February, 1902. He has also, as the head of the State Good
Roads Association, actively interested himself in urging needed
legislation for the betterment of our highway system in South
‘Carolina. As the result of the movement, all convicts sen-
tenced in the circuit courts, up to a ten-year term, can be put
-on the county chaingang; all who are convicted in magistrates’
courts can be put on the county chaingangs; and all convicted
in municipal courts can be put on the city chaingangs. The
commutation road tax (usually one dollar a vear), which may
be paid in lieu of labor by those liable to road duty, is now
more generally and vigorously collected than ever before.
As President of the State Good Roads Association and a
“prominent member of the National Good Roads Association,
Mr. Hyatt is in receipt of numerous requests for information
on the subject of good roads, not only from the various coun-
ties of our State, but from all parts of the Union. In order
that such inquiries might be answered intelligently he has pre-
-pared and has sent out from time to time to the county super-
-visors the following queries:
I. Free labor system—-
Number of foremen employed?
Average number of days’ service during the year?
Wages of foremen?
Wages of laborers ?
IZ
[EA Ghaineancesyctern — ;
Number of guards employed?
Wages of guards?
Number of convicts utilized ?
Cost of clothing convicts?
Cost of feeding convicts?
Dietary of convicts?
Health of Camp—
Average amount of sickness?
Principal maladies ? ae
Average mortality ?
III. Number of mules (or horses) utilized?
Cost of feeding stock ?
Number of carts used?
Number of wheel scrapers used?
Number of drag scrapers used?
Number of plows used?
Number of grading machines used?
Number of rollers?
IV. Number of miles of public roads in county?
Number of miles of public roads in an improved con-
dition ?
Number of miles improved during the year?
System of improvement?
(Under this heading give fullest details. )
VY. Amount of free labor?
Miles of new road building?
Miles of road repaired.
Many of the County Supervisors failed to return the blanks
filled in as requested, but from those received it appears that
the average cost of convict labor is about 33 1-3 cents per diem,
the average cost of hired free labor 50 cents per diem, the aver-
age cost of road construction by the sand-clay method about
$450 per mile, and that about 8,000 miles of improved highway
has been constructed within the past few years. Taking the
statements received as the basis for a general average, it may
be estimated that the total amount spent on road work, includ-
ing the construction and repairs of bridges, did not, for the vear
1904, exceed $400,000 in the whole State of South Carolina.
13
As it is estimated that there are 40,000 miles of public highway
in the State, the total cost of road and bridge work for the year
above mentioned was just about $10.00 per mile. These
figures are singularly suggestive and strikingly indicate that
whilst in Richland, Spartanburg, Greenville, Greenwood,
Orangeburg, Chester, Union and one or two other counties
much progress has been made, yet, taking the State as a whole,
our people have not yet awakened to the fact that good roads
are a vital necessity; that good roads are wealth producers,
facilitating rapid transit from the farms to market, enhancing
the value of real estate in rural communities, and bringing about
a more intimate and much-desired union between town and
country.
At the convention held in Coiumbia in January of the present
year the following plan of reorganziation was adopted at the
suggestion of Secretary Sloan, who had realized the necessity
for a more coherent and business-like organization, and it is
now republished for the information of all who may be inter-
ested in this subject:
“1. That the name of this organization shall be the South
Carolina Good Roads Association.
“2. That the South Carolina Good Roads Association is
hereby reorganized for the purpose of more effectively encour-
aging and facilitating the improvement and extension of our
highways, and to demonstrate the agricultural, industrial, edu-
cational and religious advantages incident to such improved ta-
cilities for transportation and travel.
“2. That the South Carolina Good Roads Association, with
its central organization at the State capital, shall also comprise
branch associations in the counties of this State, and each
branch association shall be designated by its related county
name.
“4, That the South Carolina Good Roads Association shall
comprise delegate members from the counties of the State of
South Carolina and associate members. That the officers shall
be a president, a vice-president, a secretary and treasurer, who
shall severally be chosen by ballot from the delegate members
for a term of two years, and who shall serve until their respect-
ive successors shall be qualified.
14
DELEGATE MEMBERS.
“That the total number of delegate members shall be limited
to the corresponding number of representatives in the General
Assembly. Each county, through its branch Good Roads
Association, shall be entitled to delegate as many members (of
whom the County Supervisor shall be one) as such county
may have representatives in the General Assembly.
“That the term of delegate membership shall be coordinate
with the term of the County Supervisor of the respective coun-.
ties, excepting in the case of the president, vice-president, the
secretary, and the treasurer, whose membership shall not expire
until their official successors shail have qualified.
“That in the absence of a branch Good Roads Association
in any county, the Supervisor and County Commissioners of
such county may, in joint session, elect or otherwise delegate |
the county’s quota of members to the South Carolina Good
Roads Association.
“That the delegate members shall be entitled to participate
in all discussions and vote on all questions which may arise at
the meeting of the South Carolina Good Roads Association,
-and shall elect its officers from their own body.
ASSOCIATE MEMBERS,
“Any citizen of the United States in good standing may
‘become an associate member by subscribing to the appropriate
roll.
“Associate members shall be privileged to attend all meet-
ings of the South Carolina Good Roads Association, subject
ject to such rules as may be provided, but shall not be entitled
to vote. Associate members shall not take part in discussions
before the South Carolina Good Roads Association except on
the specific invitation of the president, who shall extend such
courtesy on his own invitation or on the written request of
any fifteen delegate members.
“The terms of the membership of the associate member shall
‘be for life. |
“That the place of annual.meeting of the South Carolina
«Good Roads Association shall be at Columbia, unless otherwise
nS
specifically provided; and that the time shall be on the second
‘Thursday succeeding the second Tuesday of the month of
January, unless otherwise specifically provided.”
COMMISSIONERS FOR 1905-06.
CouNTY. COM MISSIONERS. POSTOFFICE.
Anderson ...John Thomas Ashley. ..Anderson.
Benjamin J. Pearman. . Anderson.
TON Cherie s i VOMie eau. ..,-. . eae Warrenville.
ieuthepshealhouse. qa. Aiken.
mopevillier ws seoree. (2; Graves. tee Abbeville.
eiemTrcaDeCC... samme ere ce. . b es oes
Periwella eels Vienvoumans. . Se. Hairtax:
eiley wotansell:.. some Elko.
PeerimOrtae ae VV cal aViarscher:.... . saan Beaufort.
Fen He VVAIKINIS.. .-. cee Frogmore.
ie y IG@GT. ci::-. . seenae Hilton Head.
Pie TIDD:. c)'. . cgelee Bluffton.
eo mesierdee 2)... Maes Hardeeville.
rire mvieriini..”. .-ceaeeee Yemassee.
Detkcrey) =... ).-W: S- Breland. ..22.% Holly Hill.
‘Sea Nei Ghote ae _...Murraysville.
|. |e oste.. 3... Denmark.
Wie Wvanse Garter . .<. cae Earhardt.
Chesterfield .Smith Oliver.......... Ruby.
Pe beite tava... wee Cheraw.
pe underburk “sae Jefferson.
Gilleceneeeanee Garter... daar Walterboro.
| Beoriegliimer 3) .... ae Walterboro.
CLAVE eS RGF RR a Ai oat 6 eR * 08 Oe ares eee a a re
{ Hester me eames Ge White. ae. Chester.
eh ante... canes Chester.
Will C. Thompson... ..Lockhart.
Veep sme cctison... 1: taeer Roseville.
Andrew Peden. ...:.,..Richburg.
James Whiteside, Jr... .Edgemoor.
Ay Westbrook .... aac Edgemoor.
He bev ohannon...« .ccmsee Leeds.
CouNTY.,
Cherokee ..
Clarendon .
Dorchester
Darlington .
Edgemerdes::
Fairfield .
Florence .
Greenville ..
Greenwood ..
Georgetown..
LOT hyese ee
Hampton ..
Isauhensae:
Lexington .
ees crete
16
COMMISSIONERS. POSTOFFICE.
eR Ross:*.... a Gaffney.
Avcclartis =... . gaeeaeees Gaffney.
boCeGariton », Samar Blacksburg.
Tia Little chee Gaffney.
ToL Byant . . eae Cowpens.
Ss -o<tPhulips . ae Gaffney.
Bi Re Broad wa yaaa Pinewood.
FI Ms Mclntos hae cuen Workman.
J. De Winmber| yaar Harleyville.
DPV Tuttle.. awn Grahams.
>J. Ac-Russell., . . gees Society Hill.
George (O> Lec agen Lydia.
RG) Garis. eee Cleora.
John<R:- Blockers Waycross.
4A) SB Aiken... eee Monticello.
Ov C.Dike,. . . ae Blythewood.
DA Heicaxler.. ae ... Limmonsville.
John G. Woodbury... .Allersons.
J). 3 Waiter yM conga Greenville.
rake INGVer. . a .. Tigerville.
Ge beakiley.. . aa Rileys.
Gk Dorn: . “aaaeeeer Callison.
Jon Ss yatt. ae Georgetown.
H.-deMcDonalaiens: Georgetown.
. 2): PeiVicGowa ngewe Greensea.
W sles Sineleton sae Toddville.
«J. ME Goodin ¢ ae Varnville,
Ge My DelLoachiauais Early Branch.
CH Ko Smith. . Saaeeee Ridgeland.
J. Perrebee,. Jr See Ridgeland.
Kk. HesGoore. aie: Luray,
WF. Barley. . Saaemaee Laurens.
J.-E B. Roberts. een Laurens.
.Isaiah- Hallman eee Lexington.
James-W..<Shealyagaiaere Lexington.
Sa Wi sErierson Sameer Lynchburg.
E; -BucElerbe: . Sean tcetenms
17
CouNry, COMMISSIONERS. POSTOFFICE.
Baneastch + -aVVechwe Duce... :s.cmmeetoancaster.
ice eedey att (2°. so aan Lancaster.
DiemibOtGur. «leatwhilebchéer. . eae McColl.
Deb blainers. 3... amwae Bennettsville.
WianIOne) sa iad Arney M. Gasque......Marion.
Jaiviccu bisa per ty. . samme Dillon.
PEGWHCTi toed aces anon .. . vee Newberry.
QeaiNreliecy .... eee Newberry.
rancwebire., La DA Livingston men otangebure.
ae Geeriney..... . eee Orangeburg.
ICG eer os res PONG scACKeTY . . {yummey: Sevaca.
Neatvaneehilips.:. aamelons;Creek.
Pickens. 5.5: get eos): . . Pee Liberty.
(RUE ee SRS eae 2 | 278 Pickens.
Percwade ee VWVinaeouclass...iaaae Columbia.
Jeo iesiewinsoir.. eee Columbia.
Be Ab, ae ote) ea villian:
jielemlaa ticks... .. . sae Weston.
Pe eee rut al oimias..:... . Semen Wedgefield.
Joka SSToodon . . game Sumter.
SANs ws [ee NecGeshalimer. . Yim Batesburg.
Giles Chapman. .... Wee. Chappells:
pi raabure. WV T. Brown... . vier . Spartanburg.
Pai uirner:.: ; .- ae Dartanbure:
1/8) aWs Ta) Set"... ae Union.
Pomiermanertley.. .. aaem Kelton.
Malhamsbs..J. Be Blakley. ~.... qe Kingstree.
eee aaa, 6... Kingstree.
al a ee Roto Raiicy.:.. same wait Cee fe oir
Rete Posten S|). eee sen ies ae ene
COUNTY SUPERVISORS FOR 1905-06.
CouNTY. SUPERVISOR. POSTOFFICE.
PMUCeCLSO oer) | ACKSOM. 4°. . ame Anderson.
J Agi ets shag tee Wels Ss rOdie:. a... aaeeee Aiken.
PN EN Cn, asa Net NIGHOISe:.... meme Abbeville.
Ariel toe VUOLTI Sa... «(lamers Barnwell.
18
Country. SUPERVISOR. POSTOFFICE.
Beautort: 2 Ws bor Sander saan Beaufort.
Berkeley <5) essea.tie ‘Flares Monks Corner.
Bamberg 2... EeeC2 Bruce. Baan Bamberg. ©
Chesterfield’ ~R.- Ey Rivers « Sagerce es Chesterfield.
Colleton i234) -4ES Moore : ia Walterboro.
Charleston .2-..0° 7%... . ag ee er Pat) saratae
Chester 2.200500... . RR ‘
Cherokee 2.) Wilhany Phillipe Gaffney.
Clarendon <7. -C.-Owens - eee Manning.
Dorchester 2H. Hi: “Gross. Sans Harleyville.
Darlington ;.C. W. Milling See Darlington.
Kdgeheld™ =. DS Es Selt.. saa Plumbranch.
Faintield . J B > Burley . aera Winnsboro.
Florence ....J).“B-McBrideaeeeaee Florence.
Greenville .. John W. Walkeroseaes. Greenville.
Greenwood . JM Major - eee, Greenwood.
Georgétown.. J. B. Johnson gene. Georgetown.
Horry. 2 J. Boyd: ... ee Conway.
Hampton .|J>-A-2Sinder . eee Hampton.
Laurens's2.. HY B= Hiumbertaaeeee Laurens.
Lexington .: Lay). Lanetor¢ aes Lexington.
[een rear: C. °F Rollins . aaa Bishopville.
Lancaster +... M. CGardneruaees 5 Lancaster.
Marlboro >. My Eh ’Gowardaeeeen Bennettsville.
Marion: <..... 1. Py Stackhouseme see Marion.
Newberry .-.J.°Me Wicker seen Newberry.
Orangeburg..Olin M. Dantzler...... St. Matthews.
Geonee-. acs. Ev HV. Hobs@meeers Westminster.
Pickens 0)..G) M. Lynch. 3a Pickens.
Richland ....W. D. Starling! !)....- Columbia.
Sumter ..22.W2 HeSeale. aes Sumter.
Salada ies ee. Do WoePade ctetiveenees satesbure.
partanbure.D: Me= Miles. . wae Spartanburg.
Lange peas: iF. Bedenbatea eens Union.
Williamsb’g..J. J. Graham. .... RE: Kingstree.
York=... .....Phomas W. Bogamemees: Yorkville.
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