Keowee courier. [volume] (Pickens Court House, S.C.) 1849-current, 1890-06-26
Small Railroads as Feeders.

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Since the late war our Southern
Country has been subject to wha,
may be termed "eras" of railroad
construction, marked by changes in
plans of construction, and manage.
ment by demands presenting new
features which arise from time tc
time, by tho necessity of increased
transportation facilities, and by Q
spirit of speculation, indicating
directly tho march Of prosporit,
throughout the whole section.
In 1870 it would have been thought
foolish to build road less than ono
hundred miles in length, unless il
connected two important CONNER.
cial centres, or tive or more great
railroad systems or some distan,
city of railroad system with an ocean
port.
About 1877 this idea was some
what changed, and a number OF
charters were obtained for shorter
lines, varying in length from twenty
five to scvcnty-fiyc miles; these
charters always embracing privi-
lcgcs of extension beyond fixed
limits in either direction, and power
to consolidate with existing roads or
with those only chartered with which
they may come in contact.
Many of these roads have been
built or partially built as indcpcn-
dent lines, then consolidated, form
ing larger systems, and have lead to
the development and prosperity Of
many sections to marked degree.
AT that period short independent
roads from five to twenty miles in
length were considered compara-
lively worthless property, though
they be feeders to larger systems.
Within the past few years, how
ever, it has been found that these
short lines under proper management
rarely failed to pay handsome
interest on the investment. The
Barnwcll and B!#akv:!!c Z. Z. may
be cited us an example. 1t is re-
ported to be the best paying road in
the State, and it is even whispered
tha! in the second or thild year of
it's existence under the present own
crship its net proceeds cquallcd 40
per cent Of its total cost.
The Blackvillc, Ncwbcrry tS Alston
II. r., built ostcnsibly to develop
kaolin deposits, is known to be pros
porous beyond the expectations of
its originators. 1t has built up n
number Of tlourishing towns, and
property along its line has quadru-
Piled in value since its completion.
The Eutawvillc Road, considered by
many people a "wild cat" scheme in
the beginning, is already extending
its lines North and South, and bids
fair soon to become an important
independent system.
The Carolina, Cumberland Gan
and Chicago is reported by one of
its officials to be paying about 8 per
cent on It's actual cost.
The many short feeders of the
Atlanta and Charlotte Air Line II.
r. within the limits of the State of
Georgia, are paying investments.
The numerous commercial or Loo
ging roads in the lower sections of
the State are evidences of what can
be done by private individuals or
firms.
These roads were chcaply built at
first to transport timber to the mills.
The development of the country
through which they are built has led
to their improvement to such an
extent that many of them arc first
class in all respects, and besides their
legitimate work do a good freight
and passenger business.
During the past few years II num-
bcr of charters have been obtained
in this State for short lines of rail
road, one Of them being from Don
aids to Due West, i'm Abbcvillc
county, being only four miles in
length.
1t is possible, in the majority of
instances, to build these short lines
with the pcrSonol aid of those
interested. This plan would
avoid heavy bonded debt, which has
been the direct cause Of disaster to
many of our leading roads in the
State. Inr cost OF these short lines
should be, as far rs practicable, in
direct proportion to the demands Of
traffic, and ut the same time should
be SO constructed as to admit of
continual Improvement, to meet the