The Charleston daily news. [volume] (Charleston, S.C.) 1865-1873, 1868-02-07


$499, 900 from freight in the same year.
The road was fairly stocked with engines
and cars, but they we're Of weak and incom-
plete description. The engine "Phnnix,' -
for instance, was three-horse power-and
was capable Of hauling six thousand pounds
Of freight. The "West Point" was eleven
horse power, and could haul five cars OF
capacity Of two thousand pounds each !;
and the "Barnwell, mammoth among
the locomotives Of thirty years ago, was twenty
four-horse power, and could haul ten cars OF
two thousand pounds each.
1t is interesting to compare these locomotives
with those Of the present day, which have
power Of three hundred horses, weigh from
twenty to twenty-six tons, and can haul with
ease twenty cars Of capacity Of sixteen thou
sand pounds each, or an aggregate Of three
hundred and twenty thousand pounds.
The cars, also, were more curious than COM
Portable. The freight cars ran on four wheels.
had wooden frames, and were covered in at the
sides with canvas curtains. The passenger
coaches were Of the same description. They
we're divided into compartments holding about
eight persons each, which compartments were
entered at the side. There was no passage, as
at present, along the entire length OF the car
nor could the passengers in one compartment,
while the train was in motion, communicate
with those in another compartment, whatever
the necessity or danger. Some Of the cars
were built in the shape of BARREL 80 as to
combine t'great strength with small resistance
to the air." They were hooped and banded, and
could not well be broken, but they Were far
from being either pleasant or safe.
Charlestonians we're spurred on by the work
that they saw around them, and the firm Of
Eason & Dotterer contracted with the COM
pany to build locomotive in this city for the
South Carolina Railroad. OF this locomotive
our contemporary, the Courier" recently
spoke as follows: "There are those now in our
midst who recollect the trial trip Of the little
Native, and the incidents connected there
with. Steam being raised, the engineer in
charge was directed to run up the road until
he met the down train, and then return to the
city. The day passed, and night came on, but
nothing was heard Of the little "Native."
Many were the discouraging predictions made
by those who were welded to the belief that
Charleston mechanics could not build locomo-
tive. Some went 80 far as to abuse the build
ers, by saying that the 'confounded little
thing had broken down, and obstructed the
road, thus delaying the arrival Of the incom-
ing train Their surprise, however, was great,
when, at q later hour in the night, the little
"Natve" came putting down the road, drawing
the whole train, including the great English
locomotive. It seems that the engineer, in
pursuance Of instructions, proceeded up the
road until he met the down train, which WAS at
much greater distance than was anticipated
on account Of the locomotive attached having
been disabled from some cause. This unlock
ed for event gave the little "Native" an oppor-
tunity 10 test her powers fully. Her arrival
was announced with long and loud cheers, and
many were the praises bestowed upon the en-
terprising builders" This, to the best Of our
knowledge, was the first locomotive engine
contracted to be built in Charleston by
Charleston firm, and by Charleston mechanics.
No considerable income had yet been re-
ceived, but estimates we're prepared, and it was
believed that the net profits would amount to
at least II per cont. on the capital This
point was never reached, but the company did
In 1856 pay dividend ut the rate OF 10 per
cent. per annun, rate with which the present
shareholders would be perfectly well salts fed.
SPEED IN 1888.
Early in 1881, Mr.. Allen, the engineer of the
company, recommended that the speed Of the
trains be limited to ten miles On hour. Amongst
other reasons, he stated that Mr.. Stephenson,
the famous railroad engineer, in reply to ON
inquiry of the President of the Boston and
Lowell Railroad had said that "the speed of To-
comotives should not exceed eight miles an
hour for freight trains, and sixteen miles for
passenger trains,-the latter speed being
yielded to, not from considerations of economy
or durability, but solely to crafty the public in.
their wishes for rapid travelling" Besides
this grave authority, the President Of another
railroad was cited who said 'The motion Of
twenty to thirty miles IN hour on railroads is
fatal to wagons, loading, and road, as well as
to human ife." All which was very terrible,
Huu, buutu w b4o LnSu onap Ua0 A1nSiioh c'6ho
wheel engines broke down on tho road besides
damaging the road bed and pounding the rails,
induced the directors, IN 1883, to consider the
propriety Of abandoning steam and adopting
horsepower. This backward step was, Of
course, soon retraced. The American engines
were found to DO free from the disadvantages
Of the English engines, and the trains con-
tinued to rumble along OF the rate Of ten or
twelve miles an hour.
It was not pleasant travelling in those days,
but il was Tar better than the wagon lie be-
tween Georgia and Carolina. The road was
running regularly from two to four trains, and
by Jaruary, 1884, the business Of the company
had greatly increased. Its advantages were
beginning to be understood; it was in a less
degree subject for fear and wonder, and per-
sons became willing to trust themselves whore
they had already trusted their servants or their
cotton.
CONNECTIONS WITH THE WEST.
In 1886, sufficient had been seen to show the
vast benefits Of railroad communication, and
in October Of that year, public meeting was
held in this city to consider what could be done
to advance the scheme Of connecting Charles
ton with the Ohio river. An appeal from the
citizens OF Cincinnati was extensively circu-
lated, and, soon afterwards, it was recommend