Charleston SC Coal Pier

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Clinchfield Railroad

Clinchfield’s Charleston Coal Pier

Newspaper: New York Times, February 24, 1913

Charleston SC Coal Pier

It was no secret that it was always George L. Carter’s plan to transport the coal from his vast land holdings in southwest Virginia all the way to Charleston SC for export. But, an economic downturn and other events stopped the Clinchfield Railroad (CC&O) short of its goal in Spartanburg SC in 1909. By 1913, after a few years of the railroad operating profitably, it was clear true financial success would be realized if the CC&O had an ocean port and coal pier similar to the B&O’s Baltimore, the C&O’s Newport News, and the N&W’s Norfolk.

Revitalized Goal: A Coal Pier in Charleston

So, the goal was revitalized in 1913 with the CC&O’s announcement that they would build a world-class coal pier in Charleston SC that would greatly out-perform those of the B&O, C&O, and N&W. Additionally, the CC&O said the port of Charleston was 36 hours further south of Norfolk, well below the weather hazards of Cape Hatteras. This would allow for cheaper transportation costs to major world ports. And, this CC&O announcement was only one year prior to the monumental opening of the Panama Canal.

Latest Coal-Loading Technology

The CC&O announced they would build a pier that would use conveyer belts, rather than the common practice of the early 1900s of dumping the coal from a high trestle into the boat, which would often crush and break the coal. The CC&O said the coal would “move as smoothly as a stream of water from the railroad car to the holds of the vessels.” They also said these new conveyer belt method of loading coal could fill a 6,000 ton freighter in just three hours.

Additional Attributes of the Charleston Coal Pier

The CC&O said that with Charleston being a natural and open port, it was less affected by tides and congestion, making it easier to access. Since this would be Charleston’s first coal pier, and with its latest technology, docking and loading in Charleston would be much faster than other ports. There was no waiting line.

The coal pier would also have a storage capacity of 350,000 tons, well beyond that of other ports. So, if there was an interruption in the coal supply, the pier would always have coal on hand.

CC&O Railroad

The CC&O told the press that “trackage agreements” with both the Atlantic Coast Line Railroad and the Southern Railway would allow the Clinchfield’s coal to travel the last segment from Spartanburg to Charleston SC. They also touted that the CC&O had access to 300,000 acres of Virginia land holdings rich in coal reserves, and that $50M had been invested in the construction of the railroad and the development of the coal properties.

The CC&O said that their railroad was so well-built with low grades and much higher operational efficiency, that only ‘one’ steam engine is needed to pull a train of coal cars that would fill a steamer (boat).

Eventual Outcome

Whether or not the Directors of the CC&O were truly committed to building this coal pier in Charleston is unknown, but the eventual reality was quite different.

  • The CC&O coal port in Charleston SC was never built
  • Two years later in 1915 the Southern Railway opened their own coal port in Charleston harbor, the Charleston Export Coal Terminal. The pier could load 2,000 tons per hour. It closed in 1952. Click here for pictures and more details on the Charleston Terminal.
  • For many years, coal from the CC&O was exported at the Southern Railway coal port.
  • With the CC&O’s extension to Kentucky to connect with the C&O in 1915, a new lucrative market opened up by transporting coal northward to industries and ports.
  • Exporting coal internationally was important to the CC&O initially, but new customers such as power plants and many industries expanding in the southern U.S. provided even more profitable markets.

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