Somewhat similar changes were noted along the North-Eastern Railway (B), the Charleston terminus of which is about three-quarters of a mile to the south-east of that of the South Carolina Railway. Slight flexures in the line occurred at distances of 1-1/2 and 4 miles from the terminus, and at about 6 miles the road-bed was depressed, in one part by as much as 22 inches. At about 6-1/3 miles, the joints between the rails were opened 14 inches, and there were slight sinuous flexures in the line near the 7-mile and 8-mile points. The indications of great intensity then rapidly increased, the rate of change being greatest near the 9-mile point. Here, there was a long lateral flexure with a shift of 4 inches eastward. Half-a-mile farther, the fish-plates were broken and the rails parted 8-1/2 inches. A little beyond the 10-mile point, an embankment 15 feet high was pushed 4-1/2 feet eastward along a chord of 150 feet. At the 12-mile point and beyond, fish-plates were broken, lines were bent and the joints opened; the road-bed was cut by a series of cracks, one of which was 21 inches wide, while the beginning of a long trestle was shifted 8-1/3 feet to the west. From 12-1/2 to 14-1/2 miles, several buildings were damaged or destroyed by a movement which was clearly more vertical than horizontal. Near the 16-mile point, the ground was fissured and thrown into ridges, the rails being similarly bent in a vertical plane. Soon after this, the line reaches a broad, sandy tract, and, though the thickness of the sand is probably not much more than 40 feet in any place, the disturbances diminish almost at once, and, for a distance of more than two miles, there was little damage done to the line. At Mount Holly Station (18 miles), the intensity was so slight that the houses suffered no injury more serious than the loss of chimneys. Half-a-mile farther, the ground becomes less sandy, and the effects of the shock more distinct. The lines were bent in places for about a quarter of a mile, after which they again pass into the sandy area with a decrease of damage, the last flexure being near the 21-mile point. The rate of change of intensity in this part of the line appears to have been greatest at a distance of about 19-1/2 miles from the terminus, but the exact distance is obviously somewhat uncertain.