The river at the West Columbia bridge has changed its channel so that the deep water is now under the west shore span, the channel through the draw span being practically filled. 6. There are no towns of any importance along the river. San Bernardo (mile 24), which is on the line of the St. Louis, Brownsville & Mexico Railroad, is the largest, with a population of about 100. Churchill (mile 10), Hinkles Ferry (mile 13), and McNeill Bridge (mile 17), are small settlements of a few families each. The country adjacent to the river is devoted to farming and cattle raising. Nearly all products are shipped by rail, a wagon haul of from 7 to 15 miles being required. No commercial statistics have been furnished as to present or prospective commerce on the river, and so far as known there is but one small launch engaged in hauling freight. It generally plies between San Bernardo on the San Bernard River and Freeport on the Brazos River, via the intracoastal canal. Although 25 inquiries were sent to interested parties, but three replies were received, indicating that little interest is taken in the improvement of the stream. So far as commercial statistics could be obtained, the commerce indicated for 1916 was: Groceries, 6 tons, value $500; oysters, 883 barrels; fish, 15 tons, combined value $3,300; a total of $3,800. Attention is invited to replies1 from Messrs. Hinkle, McNeill, and Ellingwood, inclosed. 7. There is no possibility of water power development nor any other questions that could be considered in connection with the improvement to lessen the cost to the Government. Terminal facilities at present consist of very small wharves or landing places at the settlements without any freight-handling devices. They are privately owned and are too small to be of service for any extensive traffic. Ample room for wharf development is available and verbal assurance is given that suitable terminals, free to all, will be provided in the event the river is improved. There are no rail connections to any of the wharf sites, although all have wagon roads leading to them. 8. A survey and estimate for the improvement of the San Bernard River was made in 1899. The report is printed as House Document No. 446, Fifty-sixth Congress, first session. The proposed improvement was favorably recommended by the district engineer officer and the division engineer "as a component part of an inland lightdraft navigation system," the plan of improvement contemplating a cut 4 feet deep at mean low tide, and 100 feet wide on bottom 1 Not printed. through the land from the San Bernard to the Brazos River on the east and Caney Creek and Matagorda Bay on the west about on the line of the present intracoastal waterway, with snagging and cutting of overhanging timber in the San Bernard itself at an estimated cost of $270,000. Since the date of this report, the commercial importance of the river has dwindled until now it is practically nil due to the shifting bar at its mouth; the advent of the St. Louis, Brownsville & Mexico Railroad; and the existing improvement at the mouth of the Brazos River, only 9 miles away. 9. It is believed that any contemplated improvement of the San Bernard should be of only such a nature as to make it serviceable as a feeder for the intracoastal canal whose present authorized depth is 5 feet. Such improvement is not considered justifiable at the present time, there being already practically the same depth in the river as in the canal. The little interest shown by those who would be benefited indicates that no real immediate need is felt. I, therefore, report that the San Bernard River is not considered worthy of improvement at the present time. 10. Forwarded herewith is report of Mr. E. B. Sandelands, inspector, with its inclosures: Sketch map of the river in two sheets, letter of Mr. B. R. Ellingwood dated October 30, 1916, letter of A. B. McNeill dated November 24, 1916, letter of J. T. Hinkle dated October 23, 1916, and letter of J. V. Hinkle dated November 12, 1916. R. C. SMEAD, Assistant Engineer in Charge. [First indorsement.] OFFICE OF DIVISION ENGINEER, GULF DIVISION, New Orleans, La., May 26, 1919. To the CHIEF OF ENGINEERS, UNITED STATES ARMY. 1. Forwarded. 2. I have delayed forwarding this report in the hope of being able to first make a personal examination of the locality. The opportunity for a complete examination has not occurred. I have examined the stream and vicinity at a few points, however, sufficiently to convince me that the district engineer's conclusion was well founded; and it is therefore concurred in. J. C. SANFORD, [For report of the Board of Engineers for Rivers and Harbors sec p. 2.] 'Not printed. CONGRESS Session. WINYAH BAY, S. C. LETTER FROM THE SECRETARY OF WAR, TRANSMITTING, WITH A LETTER FROM THE CHIEF OF ENGINEERS, REPORT ON PRELIMINARY EXAMINATION OF WINYAH BAY, S. C., WITH A VIEW TO SECURING A CHANNEL OF INCREASED DEPTH AND ADEQUATE WIDTH FROM A POINT ON THE SAMPIT RIVER 1 MILE ABOVE THE LIMITS OF THE CITY OF GEORGETOWN TO THE ENTRANCE OF WINYAH BAY. OCTOBER 10, 1919.-Referred to the Committee on Rivers and Harbors and ordered to be printed. WAR DEPARTMENT, Washington, October 8, 1919.. The SPEAKER, HOUSE OF REPRESENTATIVES. SIR: I have the honor to transmit herewith a letter from the Chief of Engineers, United States Army, of 6th instant, together with report of Maj. G. A. Youngberg, Corps of Engineers, dated May 10, 1917, on a preliminary examination of Winyah Bay, S. C., authorized by the river and harbor act approved July 27, 1916. Very respectfully, NEWTON D. BAKER, WAR DEPARTMENT, Washington, October 6, 1919. OFFICE OF THE CHIEF OF ENGINEERS, From: The Chief of Engineers, United States Army. Subject: Preliminary examination of Winyah Bay, S. C. 1. There is submitted herewith, for transmission to Congress, report dated May 10, 1917, by Maj. G. A. Youngberg, Corps of Engineers, on preliminary examination authorized by the river and harbor act approved July 27, 1916, of Winyah Bay, S. C., "with a view to securing a channel of increased depth and adequate width from a point on the Sampit River 1 mile above the limits of the city of Georgetown to the entrance of Winyah Bay." 2. Winyah Bay is on the coast of South Carolina, 50 miles northeast of Charleston. It receives the waters of the Waccamaw, Great Peedee, and Sampit Rivers. At its head and on the left bank of the Sampit River lies the city of Georgetown. The existing project. for improvement of this locality provides for a channel 400 feet wide and 18 feet deep at mean low water from the entrance of Winyah Bay, following the western shore as far as may be necessary to a point on the Sampit River 1 mile above the limit of the city of Georgetown, to be secured and maintained by dredging and the construction of two jetties, a training wall, and an earthern. dike. The project has been completed with the exception of the construction of the proposed training wall at the head of the channel through the bay. To June 30, 1918, expenditures on the existing project amounted to $700,819.33, of which $209,607.60 was for maintenance, and the expenditures on all projects for this locality amounted to $3,213,727.58. The improvement now apparently desired is an increase of depth to not less than 21 feet at mean low water. The commerce of the locality has averaged about 238,000 tons annually during recent years, consisting principally of lumber and its products. There has been no increase of traffic as a result of the facilities provided by the United States, and the conditions are not favorable for any important increase in the near future. The desired increase of depth would be expensive to secure and maintain, and the district engineer believes that the Federal Government would not be justified in adopting at this time any new project with a view to securing a channel of increased depth and width. The division engineer concurs in this opinion. 3. This report has been referred, as required by law, to the Board of Engineers for Rivers and Harbors, and attention is invited to its report herewith, dated June 10, 1919, concurring in the unfavorable views of the district and division engineers. 4. After due consideration of the above-mentioned reports, I concur in the views of the district engineer, the division engineer, and the Board of Engineers for Rivers and Harbors, and therefore report that the further improvement of Winyah Bay, S. C., with a view to securing a channel of increased depth and adequate width from a point on the Sampit River 1 mile above the limits of the city of Georgetown to the entrance of Winyah Bay, is not deemed advisable at the present time. W. M. BLACK, REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS. [Eighth indorsement.] BOARD OF ENGINEERS FOR RIVERS AND HARBORS, To the CHIEF OF ENGINEERS, UNITED STATES ARMY. 1. The following is in review of the District Engineer's report authorized by the river and harbor act approved July 27, 1916, on preliminary examination of Winyah Bay, S. C., with a view to securing a channel of increased depth and adequate width from a point on the Sampit River 1 mile above the limits of the city of Georgetown to the entrance of Winyah Bay. 2. Winyah Bay is on the coast of South Carolina 90 miles southwest of the entrance to Cape Fear River, N. C., and 50 miles northeast of Charleston Harbor, S. C. The bay is a tidal estuary about 16 miles in length. Its principal tributaries are the Waccamaw, Great Pee Dee, and Sampit Rivers, which empty into the head of the bay at Georgetown. 3. The existing project adopted by the river and harbor act approved June 25, 1910, includes certain features of earlier projects and provides for a channel 400 feet wide and 18 feet deep at mean low water from a point on Sampit River 1 mile above the limits of the city of Georgetown to the entrance of Winyah Bay, to be secured and maintained by dredging and by the construction of a training wall, converging jetties, and an earthen dike, at an estimated cost of $650,000. No estimate for maintenance was submitted. Except for the training wall the project has been practically completed, and maintenance work has been done from time to time. The mean range of tide at Georgetown is 3.3 feet, and at the entrance 3 feet. To June 30, 1918, there had been expended under this project $491,211.73 for new work and $209,607.60 for maintenance, a total of $700,819.33, and on all projects $3,213,727.58. 4. Lumber and timber products are the principal articles exported, and dry goods, grain, hardware, sugar, and other miscellaneous merchandise constitute the principal commodities brought in. The total commerce during the six years preceding 1917 averaged about 238,000 tons annually, valued at $4,900,000. These figures show no increase in commerce in the past 15 years, although navigation facilities have been materially improved, and the district engineer states that the prospects are not favorable for an increase in the near future. 5. The improvement apparently desired is an increase in the project depth to not less than 21 feet at mean low water. Such an improvement would involve large original cost and a material increase in expenditures for maintenance. The district engineer is of opinion, concurred in by the division engineer, that no additional improvement is justified at the present time. 6. Interested parties were informed of the unfavorable report of the district engineer and given an opportunity of submitting statements and arguments to the board. This led to a request for a hearing, which was given on July 31, 1917, and attended by Hon. J. W. Ragsdale, Member of Congress, and a delegation from the locality. Request was made that the report be reconsidered by the district engineer as parties in interest desired to present additional data bearing upon the merits of the case. As explained by the district engineer in his supplemental report of May 24, 1919, efforts have been made to secure the additional data referred to but without success. The only fact developed by the delay is that the commerce has greatly decreased. 7. Experience has shown that with the improvements made in this bay, the natural depth of channel, with moderate expenditure for Record of hearing not printed. |