Report of the President of the Charlotte and South Carolina rail road GIlj* IGtbrarg HtttorBttij of Nflrtfj Carolina (SLalUttum of North (Earolttuaoa ©Ijta bonk oiaa prmttteo f>3*5.1 C47ci ~~ ■'■''; :-.,:, ^fe^SKfaSSoi REPORT OP THE PRESIDENT OF THE CHARLOTTE AND SOUTH CAROLINA MIL ROAD, TO THE BOARD OF DIRECTORS. ALSO, THE REPORT OF AN EXPERIMENTAL SURVEY OF THE ROUTE; BY THEODORE S. GARNETT, CIVIL ENGINEER COLUMBIA, S. C, PRINTED BY A. S. JOHNSTON. 1847. Chester, acres of land, 352,000 do 2,255,000 Village property, 85,000 York, acres of land, 340,000, do 1,249,000 Village property, 80,000 Total, $10,822,000 POPULATION. Richland, White, 5,326) „ Black, 11,071 \ ' Fairfield, White, 7,587 Black, 12,578 Chester, White, 10,889) Black, 7,856 \ ' York, White, 11,449 Black, 6,936 20,165 18,383 Total, $73,699 Amount of Cotton for the four Districts, upwards of 60,000 bales annually; worth at present prices, $25 per bale, or $1,500,000. With this array of facts, it is evident that it will be a want of spirit and not of means, that will prevent the completion of this Road. But, imposing as these figures may appear, they but partially discloss our resources. The Districts of Chester and York are large growers of Grain, and I do not hesitate to say, that if their surplus produce for the last two crops, could have been brought to market, and sold at a reasonable price, it would build the Road through those districts. Another fact worthy of note, and which will illustrate what may be the effects of a rail road upon those districts, is furnished by the statistics above. From its contiguity to Columbia, and consequent facili- ty to market, the valuation of the real estate of Fairfield, and its production of cotton, are more than equal to those of both Ches- ter and York ; and those of Chester greatly exceed those of York — while it is a well known fact, that in fertility of soil, they are very much upon a par. Is it not then reasonable to expect, that when equal facilities of transportation shall have been affor- ded to each of them, that a corresponding increase in the valua- tion of their lands and productiveness of their soil, will also take place 1 But another great advantage which is to result from the con- struction of this Rail Road, is the happy change that will be produced in the agriculture of our upper country. A greater scope will be given to the variety of our productions. Many of the cereal grains which are now raised but to a limited extent, will become desirable objects of cultivation, and valuable substitutes for the present extended and exclusive cultivation of cotton. This exclusive system has been the cause of the premature decay of our country ; its desolating effects are to be seen in the nume- rous gullies and exhausted old fields,that every where present them- selves to the eye of the traveller, and unless some more amelio- rating system of culture be adopted to arrest its deteriorating ef- fects, our upper country must be abandoned for the more level and fertile regions of the "West. But abundant as are our means to construct, and beneficial as this road will prove to our own citi- zens, fortunately for our stockholders, they are not limited to our own, but extend to our sister State of North Carolina. The termi- nus of our Road at Charlotte, brings us in contact with one of the most fertile portions of that State, embracing some twenty counties, with an intelligent and enterprising population of 200,000 per- sons, and needing but the quickening aid of cheap and rapid trans- portation, to give life and being to the latent energies of her people. At present, there is no incentive to labor, beyond providing for the simplest wants of life. The surplus products of the soil are either suffered to waste, or are carried to market at so heavy a tax, as to leave but a moderate compensation to the producer. These shackles, which have so long bound their trade, are about to be broken by the enterprise which we propse, "and all of the produce, industry and wealth, which by these improvements finds for the first time a market, is, as it were, a new creation." But important as this Road will be for the transportation of passen- gers and freight in the immediate vicinity of its line, yet there is another aspect, equally favorable to the stockholders, in which it may be viewed. It is now contemplated to connect Richmond and Danville by a line of rail way. And I have been assured upon good authority, that the whole amount of stock has already been taken, and that there is no doubt entertained of its ultimate com- pletion. With the termini of two Roads like the Charlotte and South Carolina, and the Richmond and Danville, approaching so near to each other as 120 or 130 miles, and the intermediate country one fertile tract, occupied by an intelligent population, and abounding in all the elements of wealth, it is not to be pre- sumed that this link will remain long broken ; and this route at no distant period is destined to become the great line of travel North and South. Perhaps it may not be inappropriate at this time, to make some remarks as to what will be the profits of this Road, and in matters of this kind the estimates must be mostly conjectural. By a reference to the business done on the Columbia Branch of the South Carolina Rail Road, for one year from the first of May 1846, to May 1847, it will be seen that the up and down freights amount to $172,842, passage money to $70,495, making an ag- gregate of $243,337. I think it may be safely assumed, that one half of this trade came from the districts between the Broad and Wateree rivers, and from the eastern portions of Union and Spartanburgh districts, all of which will pass over the Charlotte and South Carolina Rail Road. If therefore, we put the whole trade of North Carolina against, the other half which passed over the Columbia Branch, (and no one will regard this an over esti- mate) we may consider the gross income of $243,337, as not being more than what we may fairly estimate as the gross income of our road. Striking off then one half of the gross income for the management and repairs of the Road, we shall have a nett in- come of $121,168, or a little over 8 per cent, upon the capital of $1,500,000, which exceeds the whole cost of the Road and fitting it up with engines and cars. The bright prospect of the benefits likely to accrue to the State at large, from the construction of this Road, and the strong hopes held out to the stockholders of a profitable investment of capital, should stimulate them to the im- mediate prosecution and completion of this great enterprise. I herewith submit the report of Mr. Theodore S. Garnett, the engineer employed to make an experimental survey of the line from Columbia, S. C. to Charlotte, N. C. EDWARD G. PALMER, President Charlotte and So. Ca. R. R. Co. REPORT OF AN EXPERIMENTAL SURVEY FOR THE CHARLOTTE AND SOUTH CAROLINA RAIL ROAD. BY THEODORE S. GARNETT— CIVIL ENGINEER. To the President and Directors of the Charlotte and South Carolina Rail Road Company. Gentlemen : I have the honor to submit the following report of an experimental survey made by me during the months of Oc- tober and November, in conformity with your instructions, to as- certain approximately the cost of constructing a Rail Road be- tween the town of Charlotte, in the State of North Carolina, and the city of Columbia, in the State of South Carolina ; passing near Winnsborough and Chesterville. As the limit of time allowed for the completion of the survey precluded the possibility of running more than one line through, after a careful examination of the country, I selected the route on which I thought a Rail Road could be constructed at the least cost. It is gratifying to be able to state that the result of the instru- mental examinations is even more favourable than I had antici- pated. A Rail Road can be constructed between Charlotte and Colum- bia, 108 3-10ths miles in length, at the moderate cost of $1,471,- 000, (fourteen hundred and seventy-one thousand dollars,) as shewn by the annexed estimates, with no grade ascending to- wards Columbia exceeding thirty-two feet per mile, and none as- cending towards Charlotte exceeding forty feet per mile. The radii of the curves will in no case be less than eleven hundred feet, and generally from three thousand to five thousand feet. You will thus have a road as well adapted to the economical transpor- tation of passengers and heavy freight, as any of its length in the United States. The route surveyed may be described as follows : Commencing on the line of the South Carolina Rail Road, about one mile below the Columbia Depot, it passes up the valley of Rocky Branch for two miles to the dividing ground between that stream and Smith's Branch, at Walnut or Blanding street, near the eastern boundary of the city ; thence passing through the ridge by a cut of twenty feet in depth, it crosses Smith's Branch and the northern boundary of the city, half a mile from Walnut street ; thence running up Smith's Branch, it crosses the dividing ground between that stream and Penn's Branch, a trib- utary of the Congaree river. The line then continues on the east side of the secondary ridge, which divides the waters of Crane Creek from those of Gill's Creek, to a point near the eight mile post on the ridge road lead- ing to Winnsborough ; here it passes through the ridge by a slight cut, and continues on the west side, crossing Big Crane Creek above Elkin's (formerly Ford's,) mill-pond, and Little Crane Creek above the ford of the public road ; thence ascending for two miles at the rate of forty feet per mile, it attains the crest of the main ridge dividing Broad and Wateree rivers, between Mc- Clelland's and Smith's, about thirteen miles from Columbia. Thence it follows the ridge, passing near Coleman's, Jones', the Gum Spring, (near Simpson's,) Woodward's, the Anvil Rock, McMaster's Quarter and Clarke's Quarter, to Winnsborough ; thirty-five and a half miles from the northern boundary of Co- lumhia, and thirty-eight and a fourth miles from the starting point on the South Carolina Rail Road. A careful revision of the line between Columbia and Little Crane Creek, may very probably effect a saving of a mile or more in this distance, without any material increase of cost: there are also several points between Crane Creek and Winns- borough, where examinations should be made in reference to a reduction of the distance. From Winnsborough to Frank White's, 1 3-4 miles south east of Chester ville, the line follows the same ridge, except for the dis- tance of about 1 1-4 miles between Cockrell's and Caldwell's Quar- ter ; at this point, although the deviation from the ridge throws the line on very broken ground, yet it saves both in cost and distance. From Frank White's to a point on the dividing ground be- tween Grassy Run and Rocky Creek, two lines were traced, one passing west of the ridge, and within half a mile of Chester Court House, and another passing east of the ridge, within one mile of the Court House. The line passing west of the ridge, is only 3,280 feet longer than the easterly line, and would cost only about $10,000 more for its construction. The distance from Winnsborough to a point near Robert Robinson's, opposite to Chesterville, is 26 1-5 miles, about 1 1-2 miles shorter than the public road. Between Chesterville and John Morrow's, in Mecklenburg county. North Carolina, (10 miles from Charlotte) the line crosses the Catawba River, and ten of its tributaries, viz., Grassy Run, Rocky Creek, Fishing Creek, and three of its branches, Half Mile Creek, Fuller's Branch, Steel Creek, and Big Sugar Creek ; but owing to the peculiar formation in what is called the " Black Jack Flats," this district of country presents the most accessible crossings of the stream and the ridges between them, that I have ever seen in any country so much elevated above tide water. With the single exception of the Steel Creek valley, which is very rough, the descent to and ascent from these streams, includ- ing the river itself, is remarkably favorable.. The bridge across the Catawba River, will be 49 feet above low water, and 1125 feet long ; that across Steel Creek, 46 feet above low water, and 130 feet long ; and that across Big Sugar Creek, only 32 feet above low water, and 130 feet long. These bridges are all designed upon the plan known as Howe's patent, and now most approved in this country: they will rest upon stone abutments and piers, made of excellent stone found near their respective sites. I made a most minute reconoizance of the Valley of the Ca- tawba River and the approaches to it on either side, extending for a distance of five miles above and seven miles below the Old Nation Ford, where the line crosses, and I feel well assured that no better point for crossing can be found between Thompson's Island and Turkey Point, which is below the mouth of Big Sugar Creek. That creek is crossed where the line between York and Lancaster strikes the North Carolina line: from this point, easy grades can be obtained for one mile to a point near John Morrow's, whence a grade of 40 feet per mile must be used for two miles, passing east of an eminence known as the former residence of Ezekiel Polk, and attaining the crest of the ridge between Big and Little Sugar Creeks, just beyond the Mount Seir P. O., (Maj. Alexander's ;) this ascent is rather expensive. Thence, a very cheap and very direct line with easy grades can be obtained on the ridge for eight miles to Charlotte. The town can be very easily approached on either side of the ridge, and within the limits of the corporation. The distance from the point opposite Chesterville to Charlotte, is 43 85-100ths miles, being about one mile shorter than the public road. The terminus at Charlotte is 544 feet above the starting point on the South Carolina Rail Road : 465 feet above the levelof the 2 10 Rail Road in the cut at Walnut street : 200 feet above the bridge across the Catawba River, and only 77 feet above the level of the Rail Road, on the ridge between Fishing Creek and the river. Although the whole cost of the Road laid with iron weighing 63 tons to the mile, as shown by the subjoined estimate, is within the average cost of rail roads in the South., and less than that of the extension of the Georgia Rail Road, between Madison and Atlanta, laid with the same weight of iron, yet I deem it proper to suggest, that a judicious economy may justify the policy of using at first, a pattern of rail now in use on the extension of the Western and Atlantic Rail Road, (the State Rail Road of Georgia) weighing about fifty tons to the mile. It is found to answer very well there, and would serve equally well for a similar trade here. Whenever it became desirable to substitute for this a heavier rail, it could readily be disposed of to new rail roads just commencing, and the interest of the money thus saved up to that period, would probably cover the reduction on the value of the old rail. The saving thus effected, would then be just equal to the difference in value between new iron, and iron which had been used up to that period. I have made no estimate for the purchase of right of way, as I found, on the whole route, an almost universal sentiment that the Rail Road must be built, free of all cost for the space which it must occupy. It is due to the highly intelligent and courteous community along the entire line of the Road, to say that I have never been so kindly received, and so much aided in the prosecution of my duties, on any snrvey, as on this. I need not assure you, that they and yourselves cannot fail to realize your fondest hopes of profit to the shareholders, and improvement to the country, by the completion of this highly important work. All which is respectfully submitted, THEODORE S. GARNETT. Civil Engineer. Approximate estimate of the cost of the Charlotte and South Carolina Rail Road, 108 3-10 miles. Graduation, including masonry and bridging 573,147 46 Superstructure with Iron weighing 63 tons per mile, 714,780 00 Depots and Water Stations, 33 000 00 Cars, Engines, Engineering and incidental expenses, 150,'oOO 00 $1,470,927 46 11 Statement showing the relative cost of Graduation {including masonry and bridges) on each division; and the cost of the road complete. 1st Division. From the So. Ca. Rail Road to Winnsboro', $172,541 46 Length, 38 miles, 1410 feet. ' * Average cost per mile, $4508 85. 2d Division. From Winnsborough to Chesterville, 120,128 44 Length, 26 miles, 1070 feet. Average cost per mile, $4584 60 3d Division. From Chesterville to Charlotte, 280,477 56 Length, 43 miles, 4391 feet. Average cost per mile, $6398 97. Whole length of the road, 1 OS 3-10 miles. Superstructure for that length, with iron weighing 63 tons P er mil e, 714,780 00 Depots, Water Stations, Cars, Engines, Engineering and in- cidental expenses, 183,000 00 $1,470,927 46 The above estimate may be reduced $105, 000, by usiag a rail weighng A^ragecost per mile, $13,581 94, for road and fixtures com plete 50 tons per mile. M'i croWmed Cproiect • UNIVERSITY OF N.C. AT CHAPEL HILL 00042072087 FOR USE ONLY IN THE NORTH CAROLINA COLLECTION