The Charleston daily news. [volume] (Charleston, S.C.) 1865-1873, 1866-05-05
EDISTO & ASHLEY CANAL COMPANY
Letter from the Engineer.


Ashley Rivers Canal were completed in October
1864; but, rs all the most important notes and
papers recording the results were destroyed by
the confagrstion IF tho city of Columbia, it be-
came necessary, on the resumption Of this enter
prise, to perform again all the instrumental work,
and reproduce the plans and profles, which are
now being accomplished.
The instructions before your engineer are, to
connect the Edisto end Ashloy Rivers by canal OF
navigation, suited to the prospective trade Of the
richly timbered regions Of the Edisto. The first
object, then, before your engineer, was the estab-
lishment Of suitable origin on tho Ediste, and a
suitable terminus at the Ashley. ..... ...
1-oRra1N ON THE EDIsTo.
Within reasonable limitations, but two points
presented themselves on the Ediso offering salts
factory advantageous little below Giveham's
Ferry, the other at Harris Bluff.
1. The point near Givehams' Ferry presents
local features peculiarly favorable. Its bluff high
and abutting on the river for nearly one mile, is
tho projection Of the main ridge Of the country,
and offers the safest locality for the guardlock,
and from the force with which the current is inn
PEELED to its cast bank, and from the great depth
of the water, unfailing supply would be secured
without the aid of dam or directing wall. An ar
tif1cial basin would have to be formed to receive
all the trade not prepared to be admitted into
the locks. The saving 30 heavy o construction as
o dam and lift-lock in the river is OF the highest
importance, and adds great weight to the claims
OF this point
q The point at Harts Cove also presents local
features peculiarly attractive. The cove is a
natural, very extensive, and deep basin Of easy
and direct access, we'll sheltered from the winds,
and Gun be cheaply arranged for wharfage to any
extent the future trade may demand. The bluff
is below the locality selected for the canal and
guard-lock, and is not high otherwise impor-
tant. The fall in the river from Giveham's Ferry
to this point is about twelve feet; consequently to
make this point and its route available, will re-
quire the construction Of dam, lifting the water
about six ieet and a lift-lock to accommodate the
trade of the river below.
After mature consideration Of the merits Of
these two points Of origin with their connecting
routes, recommend the Hart's Cove route, not
withstanding the perilous construction of the dam
and lock, for the following reasons:
1. The distance to any favorable terminus be-
low the head of tide Is from three to six and half
miles shorter than any route that offers, thus
materially reducing the first cost and permanent
ly abating the future cost Of repairs.
a. It saves the formation of large artificial
receiving basin, offers lower lft-locks, and smaller
quantities OF excavation and embankment than
any other line.
8. The line lies wholly in excavation, and is there
fore strongest and best
4. The location passes through the less improy-
ed lands Of the vicinity, and consequently the cost
Of lands will be greatly less and the requirements
Of lateral drainage will also be materially reduced.
n.-TERAnNUs ON THE ASHLEY RIVER
From the head Of tide-water, at Bacon Bridge,
to Wragg Smiths Landing, the bed Of the Ashley
River is traversed by four lodges of stratiied
limestone rock, over which vessels Of four feet
draughtc can only pass at high tides Under the most
favorable circumstances, it would be difficult and
costly to- remove these obstructions and quite be-
yond favorable comparison with results il moved.
From Bacon Bridge to Wragg Smiths Landing
the navigation is difficult and slow, and is per-
formed chiefly by oar and pole, because the
narrow and tortuous stream is shut in between
dense forests, either entirely sheltered from, or
created here and there into avenues OF wind cur
rents Of extraordinary force. Near Wragg Smiths
Landing is the ''Sugar Loaf Rock, )" from which, to
reach Bacon Bridge, one of the oldest sailors of
the river calls it dangerous, slow, and hard
work." Below this point the country becomes
open, the river widens, and the winds, when IA
vorable, perform all the work. There is no bar
below this point which does not offer from eig ht
to ten feet at low tide, and from thirteen to sixteen
feet at high tide. From the point on the line
where the necessary DETECTION must be made to
enter Ashley anywhere below Bacon Bridge to
BENNErrs Landing, the length OF route would be
but little less than that to Wragg Smiths. The
vast gain Of time in navigation, and the saving
the large expenditure involved in clearing and
keeping the river clear, greatly overbalance the
heavy earth-work necessary to reach this termi-
nus. With all the information before me, dc
not hesitate to recommend that the point known
as Wragg Smiths Landing, and below the Sugar
Loaf Rock, be established the only suitable ter
minus Of the canal.
IH-THE LOCATION.
To connect these points by the shortest, cheap.
est and best ine tho next subject of investiga-
tion. From my earliest examination Of the coun-
try decided upon the propriety of bringing under
strict insrumentl comparison the whole scope
OF country which offered such tavoring aspecte
as could be determined only by such strict investi
designated by the origin and termipus Of each
respectively:
1. line fr M Givehams Ferry. by savannas. to Ben
nett's Lnndin", 10 miles-4200 feet
a. Line from Giveham'R Ferry by savannas to Wra1p
Smiths, 20 miles-47G0 feet.
o. Line from GiveaIns Ferry. by Ashley River to neal
4. Line from Harts Cove, by savannas, to Bennett'f
Landing Is mil. l.s-3500 feet
8. Line from Hart's Cove, by sayannas to wraRl
Smiths, IA mlles-200 feet
G. Line from HATS Cove. by Ashley River. to Ba
con Bridge 70 milcs-4e40 feet.
2. Line from HArts Cove by savannaB, to Middleton
Greek, i6 miles-10iO feet.
IL