Rode about 21 miles to breakfast, and passing through the village to Granby just below the falls in the Congaree (which was passed in a flat bottomed boat at a Rope Ferry,) I lodged at Columbia, the newly adopted Seat of the Government of South Carolina about 3 miles from it, on the No. side of the river, and 27 miles from my breakfasting stage.
The whole Road from Augusta to Columbia is a pine barren of the worst sort, being hilly as well as poor.--This circumstance added to the distance, length of the stages, want of water and heat of the day, foundered one of my horses very badly.
Beyond Granby 4 miles I was met by sevl. Gentlemen of that place & Wynnsborough [Winnsboro]; and on the banks of the River on the No. side by a number of others, who escorted me to Columbia.
[Washington's diary is not clear where he lodged for the night or ate breakfast. Four miles east of Lexington, where he reached what is now US Hwy. 1, stands a Sycamore tree marking the place where many historians believe Washington talked with local residents while resting his foundering horse. When US Hwy. 1 was widened in 1972, a roadside park was created and a cutting from a descendent of the original tree was planted marking the site.
Washington left US Hwy. 1 at Leaphart Road and passed through the town of Granby. At sunset, Washington crossed the Congaree River at Fridig's Landing located south of Granby. Wade Hampton and his brothers had acquired the franchise for the ferry crossing and named it Hampton's Ferry. They had equipped it with a rope and three flat-bottomed boats enabling Washington and his entourage to have a safe and speedy trip across the river to Columbia. Records indicate that crowds lined the Congaree River on both sides anxiously awaiting the President's arrival.
A procession formed as President George Washington mounted his white charger followed by his cream-colored coach drawn by four bay horses. The coachman and footmen were all formally dressed in blanket coats, white and orange liveries, jockey caps, buckskins, and boots. The baggage wagon followed this procession to the State House. From there Washington was taken to a house prepared for his arrival.]
Entry for Monday, May 23, 1791
Dined at a public dinner in the State house with a number of Gentlemen & ladies of the Town of Columbia, & Country round about to the amt. of more than 150, of which 50 or 60 were of the latter.
[Washington dressed in black-velvet formal wear to greet the guests. Sixteen after-dinner toasts were made identifying hopes for the future and concerns of the times. Topics of some of these toasts were:
· "A speedy establishment of a central federal city;"
· "The federal legislature--may their virtues and abilities be as much admired abroad, as they are respected at home;"
· "Increase to our exports, and decrease to our imports;" and
· "An increase of well established seminaries of learning.]"
Entry for Tuesday, May 24, 1791
The condition of my foundered horse obliged me to remain at this place, contrary to my intention, this day also.
Columbia is laid out upon a large scale; but in my opinion, had better been placed on the River below the falls.--It is now an uncleared wood, with very few houses in it, and those all wooden ones--The State House (which is also of wood) is a large and commodious building, but unfinished--The Town is on dry, but cannot be called high ground, and though surrounded by Piney & Sandy land is, itself, good--The State House is near two miles from the River at the confluence of the Broad & Saluda. From Granby the River is navigable for Craft which will, when the River is a little swelled, carry 3000 bushels of Grain--when at its usual heighth less, and always some.--The River from hence to the Wateree below which it takes the name of the Santee is very crooked; it being, according to the computed distance near 400 miles--Columbia from Charleston is 130 miles.
[The original State House was a wooden structure located with the west front facing Assembly Street and the east front facing Richardson Street (Main Street). It was burned during the Civil War. Major John R. Niernsee designed the blue-granite State House which now stands on this site.]
Entry for Wednesday, May 25, 1791
Set out at 4 o'clock for Camden--(the foundered horse being led slowly on)--breakfasted at an indifferent house 22 miles from the town, (the first we came to) and reached Camden about two o'clock, 14 miles further, when an address was recd. & answered.--Dined (late with a number of Gentlemen & Ladies at a public dinner.--The Road from Columbia to Camden, excepting a mile or two at each place, goes over the most miserable pine barren I ever saw, being quite a white sand & very hilly.--On the Wateree within a mile & half of which the town stands and lands are very good,--they Culture corn, Tobacco & Indigo.--Vessels carrying 50 or 60 Hhds. of Tobo. come up to the Ferry at this place at which there is a Tobacco Whare-house.
[Washington left Columbia on the Old Camden Road, US Hwy. 12, which went through Forest Acres and Fort Jackson. It now feeds into I-20. He entered Camden on current US Hwy. 521. A dinner was held in his honor and he toasted the memory of General Nathanael Greene and Baron de Kalb who were local heroes of the Revolutionary War.]
Entry for Thursday, May 26, 1791
After viewing the british works about Camden I set out for Charlotte--on my way--two miles from Town--I examined the ground on wch. Genl. Green & Lord Rawdon had their action.--The ground had but just been taken by the former--was well chosen--but he not well established in it before he was attacked; which by capturing a Videt was, in some measure by surprise--Six miles further on I came to the ground where Genl. Gates & Lord Cronwallis had their Engagement wch. terminated so unfavourably for the former.
Camden is a small place with appearances of some new buildings.--It was much injured by the British Whilst in their possession.
After halting at one Sutton's 14 m from Camden I lodged at James Ingrams 12 miles farther.
[Washington toured Revolutionary War battlefields evaluating the tactical performance of Generals Horatio Gates, Nathanael Greene, Lord Cornwallis, and Lord Francis Rawdon. Leaving Camden, he followed US Hwy. 521 to Hwy. 58. Between Kershaw and Heath Springs in Lancaster County and just off of Hwy. 58 is the Hanging Rock Battlefield. It was the site of a fortified British post where General Thomas Sumter destroyed a regiment. Washington stayed with James and Margaret Ingram on their 2000 acre plantation near the Hanging Rock Battlefield. No doubt Washington toured this site.
Just past Heath Springs, Washington took present day Hwy. 36, not shown on the state base map, to Hwy. 9, where he turned left going to Lancaster. From there, he followed US Hwy. 521 to Charlotte, North Carolina.]
Entry for Friday, May 27, 1791
Left Ingrams about 4 o'clock, and breakfasting at one Barr's 18 miles distant lodged at Majr. Crawford's 8 miles farther--About 2 miles this place I came to the corner where the No. Carolina line comes to the Rd.--from whence the Road is the boundary for 12 miles more.--At Majr. Crawford's I was met by some of the chiefs of the Catawba nation who seemed to be under apprehension that some attempts were making, or would be made to deprive them of part of the 40,000 Acres wch. was secured to them by Treaty and wch. is bounded by this Road.
[Washington listened to the Catawba Chiefs' grievances, however, he did not act on them. It is thought that Washington knew the matter had already been placed in the hands of the state of South Carolina by Congress.
On Saturday, May 27, 1791, Washington said good-bye to Major Crawford and left South Carolina on US Hwy. 521. As his cavalcade crossed the boundary line, Washington was again riding his white charger. A party of militiamen from Salisbury was there to greet him. From there he went to Charlotte, where hundreds had camped in wagons and tents to catch a glimpse of the first President of the United States of America, General George Washington.]
1818 Internal Improvement Act and the Building of Canals George Washington's diary left an interesting picture of the state's landform regions and transportation as he traveled across the state. In order to continue the growth of successful plantations, a means of transportation had to be available for planters to get produce to the market in Charleston. Early transportation within the state had followed many of the rivers and streams. In an effort to take further advantage of these natural waterways, a system of canals was proposed. The first attempt was the construction of the Santee Canal in the 1790's.
Figure 1-11: Map of South Carolina Canals
This was followed in 1818 by a full scale appropriation of funds from the South Carolina General Assembly, which passed the Internal Improvement Act that provided for a state-supported system of internal improvements in transportation. One significant result of this act was the construction of a number of canals throughout the state, which included the Columbia Canal, Wateree Canal, Catawba Canal, Landsford Canal, Dreher's Canal, and Lockhart's Canal. A portion of the 1818 Act is reprinted here to provide an insight into the measures that early South Carolinians were taking to improve navigation so they could transport their produce across various natural barriers to the port of Charleston.
Excerpt From 1818 Internal Improvement Act . . . And be it further enacted, that from and after the passing of this Act, it shall be the duty of the board of public works, as soon as circumstances will permit, to lay off, open and make, upon the most approved plan, a great road from Charleston to Columbia, and thence along the ridge between Broad and Saluda Rivers, and across the Saluda mountain, to the North Carolina boundary; and also, to devise and adopt all such means as they may deem expedient, to render navigable Great Pedee, as far as the North Carolina boundary, together with all such tributary streams of the said river, as they may judge expedient--and in like manner to devise and adopt all such means as they may judge expedient, to render navigable Santee, Wateree, Catawba, Broad and Saluda rivers, as well as their tributary streams--and in like manner to proceed, in conjunction with the commissioners appointed by the State of Georgia, to devise and adopt all such means as they deem expedient, to render navigable Savannah river, from Augusta to the confluence of Toogooloo and Keowee, and the Keowee as far as they may deem expedient; and to adopt all such measures as may be necessary to ascertain the practicability of opening a communication by canal or canals between the Savannah and the waters of Broad river, and between the Edisto and the waters of Ashley river--and in like manner to devise and adopt all such means as they shall deem expedient, to render Keowee navigable--and in like manner to proceed in devising and adopting all such means as they may deem expedient, to render navigable, the Waccamaw, Little Pedee, Black River, Edisto, and the tributary streams of the last mentioned river, and both branches thereof--and likewise the Combahee, the Great and Little Saltketcher rivers--and generally, to render navigable such other streams and water courses, and to improve and construct all such cuts, as may facilitate the navigation of the State. One of the few remaining functional canals is the Columbia Canal on the Broad and Congaree rivers which is now used for hydroelectric power. Another one is Landsford's Canal, which has been partially restored and is maintained as part of the South Carolina State Park System. Most of the canals were built to bypass a rocky section or shoal of a river. In a number of instances, the rivers did not always have enough water for navigation, and the canal system was never very successful. With the advent of the railroads, the canal system became obsolete. Transportation in the state has undergone many stages of development over the years from the early canals to railroads, hard surface "farm to market roads" to interstate highways all leading up to today's fine modern transportation system.
The Coming of the Railroads Before the coming of the railroads South Carolinians used rivers, linked by canals, as their major transportation system. However, as the Up Country developed and grew more cotton, Charlestonians realized the need for a more efficient system, essentially one that would bring more crops through their South Carolina port. The South Carolina railroad from Charleston to Hamburg was the first step in achieving that goal. Completed in 1833, the 136 mile track to the Savannah River attempted to draw crops from the Up Country through the port at Charleston instead of the port at Savannah, Georgia.
Nine years elapsed before another rail route was developed, this one from Branchville to Columbia. By 1848, the line had been extended to Camden. The 1850's saw the greatest activity with the completion of 739 more miles of track. Private companies were responsible for this construction, but the state aided the railroads by buying stock or guaranteeing bonds. Although railroads spurred the economic growth of the state by making it easier to get the cotton crops to market, the rail system also made importing food and manufactured items simpler. Consequently, the state neglected to diversify itself agriculturally and industrially.
The only truly disastrous railroad enterprise was the Blue Ridge Railroad on which the state risked millions of dollars. The Blue Ridge Railroad was a multi-state project to connect Charleston with Cincinnati, Ohio. Rather than run the rails over the mountains in the northwest corner of the state, the engineers planned to run the trains through three tunnels to Rabun Gap in northeastern Georgia. The first tunnel was called Saddle Tunnel and was to have been 616 feet long. Workers, mostly Irish immigrants, began cutting through hard blue granite with sledge hammers from both ends in 1856. They were within 200 feet of each other when the work was halted. The second, the 385 foot Middle Tunnel, was completed. Stumphouse Tunnel, the third and longest at 5,863 feet, was not far from completion when lack of money halted work in 1859. The Civil War broke out before additional funds could be raised, and following the war the state was in no position to resume work; the dream of connecting Cincinnati to Wilmington, Charleston, and Savannah died. The northern end of Stumphouse Tunnel is now under water in Crystal Lake, while the southern end is accessible to the public although actual entry into the tunnel is no longer permitted. For many years Clemson University successfully used the tunnel to age blue cheese since the temperature and humidity inside the tunnel matches that found in French caves where the famous Roquefort cheese is produced.
The growth of Columbia exemplifies the importance of railroads to the development of the state. Although four major roads, together with the Columbia Canal and the Congaree River, provided the capital with transportation links to other parts of the state, the town did not really begin to expand until the 1850's. In 1840, Columbia's population totaled 4,340. By 1860, the town had almost doubled in size and had 8,052 inhabitants. One direct cause of this expansion was the arrival of the first railroad line in 1842. This line, with a station on the corner of Gervais and Gadsden Streets, linked Columbia to Charleston. One decade later, two more lines linked the capital to Greenville and Charlotte. The Greenville line used the station at Gervais, while the Charlotte line, with its station at Blanding and Barnwell Streets, followed Laurens Street south until it merged with the South Carolina Railroad just beyond the town limits.
Figure 1-12: Map of Antebellum Railroads - 1860
Following the Civil War, the railroad system was left in poor condition. Engines and cars were worn out, and miles of track and trestle had been destroyed. Rebuilding the railroads proved costly, and several corporations went bankrupt. Finally between 1873 and 1880, new railroad regulations permitted companies to reorganize and refinance. This reorganization produced marked improvements in rails, bridges, station accommodations, and the speed and frequency of trains. By 1880, one could travel form Charleston to Columbia in three hours and forty minutes. Two years later 1,600 miles of railroad track criss-crossed the state and transported 961,313 passengers and carried 1,323,364 tons of freight. This growth continued so that, by 1910, trains made it possible for The State newspaper, printed in Columbia, to be in most South Carolina towns before breakfast.
Charleston Businessman's Trips Across South Carolina in 1860 Samuel Edward Burges kept a diary of his trips across South Carolina. It is an excellent travel log documenting the variety of transportation systems available to the public in the period just before the Civil War. He entered in his diary the distance traveled, mode of transportation, names of railroad lines, creeks, and rivers, and final destination. He also entered his financial success with collections for the day. Samuel Edward Burges had no idea 150 years later that his diary would provide a useful tool for students to visualize traveling across South Carolina in the 1860's. Thomas W. Chadwick edited Burges' diary in 1947, which was printed in the South Carolina Historical and Genealogical Magazine, a Quarterly publication of the South Carolina Historical Society, Charleston, SC. The following excerpts are taken from this account.
The Diary of Samuel Edward Burges, 1860-1862
Edited by Thomas W. Chadwick
[ ] Indicates editorial notes inserted by SC MAPS authors
( ) Indicates editorial notes inserted by Chadwick
(Samuel Edward Burges, the author of the following diary, was born in Charleston on August 20, 1832, a son of James Smith Burges, a printer and bookseller whose imprint appears on a number of Charleston publications of the second quarter of the nineteenth century, and his wife, Margaret Eliza Seyle. Young Burges attended a private school, but at the age of nineteen, when he began the writing of the earliest extant volume of his diary, he was dividing his time between the duties of a traveling collector for certain Charleston newspapers and the management of a farm near the town of Cheraw, in Marlborough District. By 1859 his services as a collector appear to have been claimed entirely by the Charleston Mercury, which he continued to represent until its publication was abandoned in 1868.
It was Burges' practice to enter in the space provided in one of the standard pocket diaries of his time a few lines describing his activities during the day and recording, if he happened to be on the road, the mode of travel and the distance covered. To this he added, likewise in the allotted space, a record of his personal expenditures. The regularity with which these entries are made would seem to indicate that a diary was kept for every year, but only those of the years 1852, 1859, 1860, 1861, and a part of 1862 are now to be found.
During his trips, he crossed a number of creeks and rivers as well as several landform regions. Burges describes a variety of transportation modes available to South Carolinians in the mid 1800's.)
Tuesday, February 7, 1860: Rained most of the day and fearing the weather would prevent the steamer leaving [Georgetown] in the morning I tried to get passage on the stage but all the seats were already engaged . . . At night went on board Steamer Charleston to leave in morning. Wednesday, February 8, 1860: Rained and blew so hard last night that the steamer did not leave, so I went to stage agent and engaged passage, . . . I left on stage at 5 P.M. (3 miles south of Lane on NERR) Thursday, February 9, 1860: We reached Gourdin's Turn Out a little before 2 A.M. Preferring railroad to stopping here I took the up train to Kingstree, where I spent an hour and took the down train about 4:30 A.M. Reached Charleston at 8 A.M. Stage 42 miles; NERR 78 miles. Wednesday, August 29, 1860: Left [York in buggy] at 7:40 A.M. Took Pinckney road, pretty rough last 5 miles to Broad River which I crossed at Pinckney ferry. Then took Spartanburg road as far as Jonesville following Spartanburg and Union Railroad about 3 miles. Then took off to Glenn Springs [crossed Fair Forest Creek] where I arrived at 7:45 P.M. 43 miles. Saturday, September 1, 1860: Left [Glenn Springs] about 7:40 A.M. Took a rough road a piece. Crossed North and South Tyger and Ennoree Rivers. Got into Spartanburg and Greenville road. Reached Greenville about 6:45 P.M. Put up at Goodlett House, where I found several friends. 41 miles.
Wednesday, September 5, 1860: Stirred up at 3 A.M. Took Greenville and Columbia Railroad at 4 A.M. Breakfasted at Belton, then took the branch to Anderson, then the Blue Ridge Railroad to Pendleton where I arrived about 8 A.M. Put up at Blue Ridge House [managed] by J.W. Cobb and went about my collections. Greenville and Columbia Railroad 36 miles, Blue Ridge Railroad 14 miles. Thursday, September 6, 1860: Left at 1 P.M. on Blue Ridge Railroad to Anderson. Put up at Benson House [managed] by C.C. Langston . 14 miles. Friday, September 7, 1860: Finished my business and left on Greenville and Columbia Railroad Branch. At a creek the bridge being down, had to foot it across to another train, which whirled us down to Belton, when after an hour's delay, took main trunk to Williamston . Greenville and Columbia Railroad 18 miles. Monday, November 5, 1860: Left Charleston at 11 last night on NERR. got off at Kingstree. Put up at Wards new house over the branch. Retired to bed a while. Court opened, Judge Whitner. Sale day very good attendance. Collected pretty well. Grand jury found true bills against Cain Allen for Negro stealing, General Coffee Cheeler for killing his Negro boy, Henry Franks for killing Simson Cougleton. Left on NERR about 5 P.M. Got off at Florence. Put up at Gambles. NERR 102 miles. Tuesday, November 6, 1860: Left on W&MRR after 2 A.M. Got off at Sumter. Put up at Sumter Hotel now kept by Clark. Court in session, Judge Glover. Not many in attendance, so finding I could do very little, left on W&MRR about 1:10 P.M. to Kingsville where I took the SCRR to Columbia. Put up at Hunts. Legislature was convened in extra session yesterday and today. Voted for Electors to vote for J.C. Breckenridge for President and Jas. Lane for Vice Pr. At night a party out serenading. Called out several gentlemen. Hon. W.W. Boyce, Gen. W.E. Martin and others. Kept it up till 12 o'clock. W&MRR miles, SCRR 25 miles. Wednesday, November 7, 1860: Attended session of legislature. In consequence of news arrived that Lincoln is election [sic], several bills for call of convention were introduced and notice given of bills to arm the state. All made special orders for tomorrow. At night serenading. Hon. Edmund Rufin spoke, cast his vote in Va. and came in to share our fate. W.S. Mullins, F.W. Fickling, Senior and others spoke, all for immediate separate secession. Thursday, November 8, 1860: Attended legislative sessions. Bills were made special orders, were referred to Com. on Federal Relations. More serenading at night and speaking by W. D. Porter, I. W. Hayne, O. M. Dantzier and others until after 11. Friday, November 9, 1860: Rained all morning until about 1 P.M. Attended session of Legislature until about 1 P.M. when I returned to Hotel dined and then to SCRR. Some 20 minutes behind time starting which threw us out of schedule and in lost time meeting up train as we reached Kingsville. Too late for W&MRR train. For want of something better practiced with my Colt revolver. SCRR 25 miles. Saturday, November 10, 1860: Blew pretty hard during night and turned cool. Got up about 3 A.M. Left about 4 on W&MRR. Got off at Sumter. Put up at Clark's. Collected what bills I had about town. W&MRR. Sunday, November 11, 1860: Walked, read and wrote. Weather pleasant. Monday, November 12, 1860: Started in buggy with Webb Clark. In good time reaching Manning, put up at Stukes. Found crowd disappointed as the Judge (Glover) is too sick to attend court. Collected tolerable. A meeting was held on the Secession question. Several speeches. Buggy 21 miles. Tuesday, November 13, 1860: Returned to Sumter. Dined at Clarks. Left on W&MRR at 1:30. Such a crowd I had to stand on the platform to Kingsville where I took SCRR to Columbia. Cars crowded. Went to Bedell and [illegible] room. Columbia crowds serenaded Col. Ashmore. Several others spoke. W&MRR, SCRR 25. Wednesday, November 14, 1860: Walked to fair grounds. Fine exhibition and a very large attendance. Estimated at 10,000. Walked to Hunts to dinner. Again visited Fair in afternoon. At night crowd serenaded Col. O.W., who said if he was a member of the convention, tomorrow he would vote for secession. A drunken fellow asked if he was for separate state action. He replied he was making the argument but that he could not make brains for him to understand. Col. Kiett and others addressed the crowd. A large torch light procession paraded previous to the speaking. A drunken fellow tried for half an hour to make himself heard amid the most uproarious shouts. Thursday, November 15, 1860: Walked to Fair grounds, remaining until 3 P.M. At night several gentlemen were to speak, but the crowd brought out some drunken men which killed it off. Friday, November 16, 1860: Walked to Fair grounds. Premiums distributed. I got one for Miss A.E.B. for a collar and one for Mrs. M.S.S.I. for knitted shawl. Got a late dinner at Hunts. At night some more drunken fellows tried to speak. Saturday, November 17, 1860: Left on SCRR in heavy rain at 5 A.M. Breakfasted in Kingsville. About this time the rain cleared off. T.A.G.C. told E.P.C. he would have to take him back to the Asylum. A gent nearby asked if he knew a certain gent there. E.P.C. denied having been there and told T.A.G.C. to stop it. E.P.C. bought a 10ct paper from newsboy and gave him a common umbrella saying he had no change. We made newsboy believe he was crazy, and after dunning until he was tired he finally grabbed the paper, threw down the umbrella and eloped. A woman weighing 600 was our fellow passenger from Columbia to Branchville, where E.P.C. handed her out our train and to the train for Augusta. We had quite a jolly time to Charleston where we arrived about 1 P.M. SCRR 130. Friday, December 21, 1860: Went over to Woodlands (near Cheraw) in buggy and brought over some seedling Peach trees which set out, also Catawba grapevines. Walked to Col. P's. After tea we heard firing in Cheraw. Concluded they had the news of the secession of So Ca, so we loaded up 13 barrels and gave a salute, then fired 2 more to make the 15. Saturday, December 22, 1860: Walked to my place where I fired a salute of 15 guns. Cole fired some. Worked until dinner, then went in buggy with Cole to Cheraw. After some business left on C&DRR at 3:30 P.M. Got off at Florence and put up at the Hotel. Buggy 5 miles, C&DRR 40 miles. Sunday, December 23, 1860: The W&MRR train considerable behind time which detained us until after 3 A.M. when left on NERR. Reached Charleston safely about 9 A.M. NERR 102 miles. Saturday, January 5, 1861: Left at 2 P.M. on NERR. Passed train with company from Marion. At Gourdin took stage for Georgetown. NERR. Sunday, January 6, 1861: Staging very rough, roads bad. Reached Georgetown about 2 P.M. Put up at Donill house. Went to roost for a few hours. Knocked about. Met a few acquaintances. Stage [illegible] miles. Monday, January 7, 1861: Sale day. Not much sold. Collected some accounts. Did better than expected. In evening Mr. [illegible], collector for the port was arrested. A letter having been found in which he informed the President of what was going on. His deputy [illegible] both in a tight fix. At night visited Hall to see the Rifle Co. drill. A la zouave. Tuesday, January 8, 1861: Stirred around. Collected all in town that was collectable. At night the Rifle Co. Drilled in the bayonet. Was a la zouave. About 10 P.M. came aboard St. Ch(arlesto)n to go to Charleston. Wednesday, January 9, 1861: Storm started about 5 A.M. Detained a short time by fog. Detained again at Charleston bar. Got off at Ch(arlest)n about 3:30 P.M. Found city in state of excitement from the Star of the West having appeared with 250 troops to reinforce Fort Sumter, but she was driven off by some shots from Fts. Morris and Moultrie. St. Chn. 85 miles. Saturday, March 2, 1861: Left (Charleston) on SCRR at 2:30 P.M. Got off at Graham, T.O. (Branchville) went to friend Cooper. SCRR 81 miles. Sunday, March 3, 1861: Amused ourselves looking over the plantation and talking on matters and things in general. Left on SCRR about 7:30 P.M. Got out at Augusta. Put up at Augusta Hotel. SCRR 56 miles. Monday, March 4, 1861: Left on Edgefield stage a little after 8 A.M. through Hamburg, for about 9 miles over an infernal plank road. When we left it some rain. Over the hills to Edgefield. Put up at Ryan's. Court in session, Judge Whitner. State 24 miles. Tuesday, March 5, 1861: Wind blew hard all day. Turned cold. Pretty fair collection. Left on stage about 6 P.M. to Augusta. Chilled and jolted nearly to death. Put up at Augusta Hotel. Stage 24 miles Wednesday, March 6, 1861: Attended to some collections in town and at Hamburg which looks used up and nearly deserted. Thursday, March 7, 1861: Left at 8 A.M. on SCRR. Got off at Aiken about 9. Stopped with friend Raulett and attended to collections about town. Left at 8:30 P.M. for Charleston. SCRR 17 miles. Friday, March 8, 1861: Reached Charleston about 4:15 A.M. Walked home. SCRR 120 miles.