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21. There is no existing Federal project for the improvement of Woodruff Creek and Canal.
22. The existing project for St. Johns River, Fla., Palatka to Lake Harney, was adopted in 1910 (H. Doc. No. 1111, 60th Cong., 2d sess.). It provides for a channel 100 feet wide and 8 feet deep from Palatka to Sanford and thence to the power plant at Enterprise on the north shore of Lake Monroe opposite Sanford, and for a channel 100 feet wide and 5 feet deep from Sanford to Lake Harney. The project was modified in 1930 to provide for cut-offs at Butcher Bend, Snake Creek, and Starks, and easing of bends in the section between Palatka and Sanford (H. Doc. No. 691, 69th Cong., 2d sess.). The report under review (par. 2), if adopted by Congress, will provide for deepening the existing channel from Palatka to Sanford, including the channel to Enterprise, to a depth of 10 feet, and for cut-offs and the easing of certain bends.
23. The existing project, Palatka to Lake Harney, is about 98 percent completed. The section from Sanford to Lake Harney was completed in 1912, and the section from Palatka to Sanford was practically completed in 1923. The modified project for the section from Palatka to Sanford was completed in 1935, except for the easing of several bends. The costs of the existing and previous projects to June 30, 1942, have been $477,668.68, as follows:
24. The latest (1920) approved estimate for annual cost of maintenance of the existing project is $10,000. Maintenance costs for the past 30 years have averaged about $8,800 annually, practically all of which have been incurred in maintaining the section from Palatka to Sanford,
25. Shoaling to depths of about 3.5 feet occurred at the entrance to Lake Monroe and at eight other points in the section from Sanford to Lake Harney within 2 years after this section of the project had been completed Project dimensions were restored in 1914 by the removal of 118,819 cubic yards of soft material at a total cost of about $9,000. By 1916, shoals to a depth of about 3.5 feet had again formed, but due to the decline in the use of this section of the project, depths were not restored. Aside from the removal of a number of trees and snags in 1935, and occasional shifting of channel markers, no maintenance work has been performed in the section from Sanford to Lake Harney since 1914.
26. No conditions of local cooperation were imposed in adopting the basic project for St. Johns River, Palatka to Lake Harney. The modification 'adopted in 1930 to provide for cut-offs and easing of bends in the section from Palatka to Sanford was on condition that local interests furnish the necessary land for rights-of-way and spoildisposal areas. The requirements have been fully complied with.
27. The only improvement of St. Johns River, Palatka to Lake Harney, made by interests other than the Federal Government, is Woodruff Canal, described in paragraph 8. The cost of this work is unknown
TERMINAL AND TRANSFER FACILITIES
28. There are ample docking facilities at Jacksonville, Palatka, and Sanford, as well as at numerous way landings. A detailed statement of these facilities is contained in the report under review. A detailed list of wharves at Sanford and between Sanford and Lake Harney is given in the following table. All of the terminals have highway connections. The terminals at Sanford are near railway spurs,
TABLE 2.-Terminal and transfer facilities, Sanford to Lake Harney
29. There is ample room for such additional terminals as may be required.
30. Local yacht owners, commercial fishermen, and civic organizations at Sanford, represented by the Sanford Chamber of Commerce, and the Wilson Cypress Co. at Palatka request that the existing project be modified to provide a cut-off channel 5 feet deep via or in the vicinity of Woodruff Creek and Canal leading from deep water in the project channel near the Sanford Boat Works just below Osteen Bridge to the 5-foot contour in Lake Monroe. The Sanford interests suggest two routes for consideration, either of which would be satisfactory to them. These routes are shown on the accompanying map as plans A and C. The Sanford interests prefer that the cut-off be dredged 100 feet wide, but state that one 75 feet wide would be satisfactory. The Wilson Cypress Co. states that a channel 100 feet wide straight through the marsh (plan C) would be more satisfactory for its purpose.
31. The principal claims advanced by local interests in support of their request are
(a) That a cut-off channel would eliminate the necessity for navigating the shallow, sinuous existing channel between the Sanford Boat Works and Lake Monroe, and would shorten the distance by about 2 miles; and
(b) That it would divert most of the downstream current along the Sanford water front where it would tend to wash out refuse from storm and sanitary sewers, thus improving sanitary conditions.
32. No public hearing was held in connection with this report, 1 with the necessary data being obtained by correspondence and interviews.
No opposition to the improvement was encountered. Local interests offer to provide the necessary land for rights-of-way and spoil
disposal areas. to Libre
PRESENT COMMERCE ament, s works
33. The present water-borne commerce using the section of St. Johns River between Lake Monroe and Osteen consists principally of cypress logs rafted by the Wilson Cypress Co. from the vicinity
of Lake Harney and Fort Christmas, and of the movement of yachts Palatki; between Lake Monroe and the Sanford Boat Works at Osteen. The led stel; section is used occasionally by small commercial fishing boats. Vem, da
34. According to data furnished by the Wilson Cypress Co., it and Lab towed during the last half of the calendar year 1941 approximately nals mare 1,656,000 feet, log measure, of cypress logs from the vicinity of Fort r railwer Christmas to the mill at Palatka, making approximately two tows
per week between Fort Christmas and Monroe, where larger tows are rney
35. According to data compiled by the district engineer for the
annual report of the Chief of Engineers, in 1941, 25 privately owned of a yachts, and one for-hire recreational craft, drawing from 2 to 4 feet;
were berthed at the Sanford Boat Works, near Osteen Bridge, and made a total of approximately 900 round trips to Lake Monroe and points north thereof, carrying approximately 3,800 guests and passengers. A recent survey by this office disclosed 32 privately operated boats from 16 feet to 48 feet long, of which 20 draw 3 to 4 feet, and 1 charter boat 40 feet long drawing 3 feet, based at Osteen Bridge. These boats make a total of about 1,400 round trips annually, of which about two-thirds, or 935, are to Lake Monroe or beyond, and return.
36. The channel from Lake Monroe to Lake Harney is used to a minor extent by small commercial fishing boats. No data on their movements are available.
PROSPECTIVE COMMERCE-ECONOMIC BENEFITS
existing Via or ID:
37. General.-The immediately prospective water-borne commerce ep wait which would move over the requested improvement would be similar
to that which now moves over the project channel between Osteen interest Bridge and Lake Monroe, i. e., cypress logs and recreational craft.
38. Logging.-It is expected that the logging now being done by ving me the Wilson Cypress Co. in the vicinity of Fort Christmas will be com
pleted during the calendar year 1942. The company expects then to could be begin logging a stand of about 12,000,000 feet, board measure, adjacent 100 fit to Lake Jessup. At the present rate of logging, this stand would last isfactory about 4 years. It is reported that other stands exist, believed to be
sufficient to support logging operations of the present extent for many years.
39. The Wilson Cypress Co. states that it has kept accurate records of towing costs between Fort Christmas and the lower end of Lake Monroe, and finds that the average cost up to March 1942 was $5.89 per M feet over an average distance of 40 miles, or $0.147 per M feet per mile, which figure includes the cost of the tug returning light.
gating the and Liste
This high cost is due to the tortuous channel, with shoals on the inside of bends, with resulting frequent grounding of the rafts. The average rate of logging is about 3,300 M feet per year (par. 34). The saving in distance from Osteen Bridge via the requested Woodruff Creek cut-off to a point on the project channel near the west end of Lake Monroe (plans A and B) would be about 1 mile, and the annual saving by using that route, if provided, would be 3,300 M feet by 1 mile by $0.147, or approximately $485. This saving would accrue to local interests for an indefinite number of years.
40. Recreational boating.--Yachtsmen of the tributary area, most of whom reside in Sanford, keep their boats at the Sanford Boat Works at Osteen because there is no anchorage or basin on the shores of Lake Monroe sheltered from frequent "northers" which raise heavy seas on the Sanford water front. Most yachting is done, however, in Lake Monroe and downstream therefrom, necessitating a trip to the lake. Due to the sinuous channel and to shoals, groundings are frequent, particularly at night and in thick weather. Little direct monetary loss results from the groundings; the chief loss therefrom is of recreational time, which the yachtsmen regard as having a monetary value. Navigation of the reach from Osteen Bridge to Lake Monroe is not regarded as recreational, but rather as a more or less onerous task. In order to take advantage of the best hours for fishing, yachtsmen often make the trip before dawn or after dark, when risk of grounding is particularly great. If the requested cut-off were provided, a direct saving in operating costs would result. The average yacht basing at Osteen has an engine of about 35 horsepower, which costs about $1 per hour at full speed, or about $0.50 per hour, or about $0.125 per mile, at half speed. If the average annual number of round trips be assumed to be the average of the 1941 and 1942 traffic, or 917 round trips (par. 35), the average annual saving in running costs which would result from the requested improvement (plan A or B) would be: 917 round trips by (2 by 1) miles by $0.125, or approximately $229.
41. The combined annual saving to logging interests and to yachting interests would be approximately $714.
42. The saving in distance via the suggested alternative alinement (plan C, par. 45) would be 1.3 miles. The total combined annual monetary saving to the logging interests and to yachtsmen via this alinement would be $714 by 1.3/1.0, or approximately $928.
43. In addition to the tangible benefits to logging and yachting interests, local interests claim that sanitary conditions on the Sanford water front would be improved, due to the diversion of the downstream current toward the south shore of Lake Monroe (par. 31 b). Due to the peninsula between Big Smokehouse Cove and Mothers Arms Bay, a current flowing out of Woodruff Creek, or from the marsh cut (plan C), would tend to hug the south shore more than would one flowing out of the project channel, particularly when a northerly wind is blowing. Some slight amelioration of unsanitary conditions along the Sanford water front might result. It is too conjectural and uncertain, however, to be regarded as other than a possible minor intangible benefit, not susceptible of monetary evaluation.
on the is
SURVEY afts. I 134), The
44. A detailed survey of the area under consideration was made Wonderf in December 1941, including soundings in Woodruff Creek and est end of Canal and in the project channel from its junction with Woodruff he same Canal to Lake Monroe. Probings in the immediate vicinity of I feet to Woodruff Creek and Canal were made in 1934-35 during a survey
for a requested channel from Sanford to Indian River near Titusville. The material encountered was silt and sand. The datum used is
mean sea level. Cord Berat
PLANS OF IMPROVEMENT
45. Three plans of improvement are considered and are shown on g is does the accompanying map. 'essitant? a. Plan A. -Plan A contemplates a channel 5 feet deep and 100
OTOM feet wide via Woodruff Creek and Canal, from the 5-foot contour in r. Lite Lake Monroe to like depth in the project channel near Osteen Bridge.
b. Plan B.-Plan B is the same as plan A except that it provides having for a channel 75 feet wide, except at the entrance from Lake Monroe re to Labe and at the bends, where it would be 100 feet wide.
c. Plan C.- Plan C contemplates a channel 5 feet deep and 75 s for fisk. feet wide from the 5-foot contour in Lake Monroe to the mouth of 1 rk, white Woodruff Creek and thence through the marsh south of Woodruff t-off wer Creek in a straight line to like depth in the project channel near the The area. entrance to Woodruff Canal.
46. Maintenance.-As stated in paragraph 25, no maintenance per hour, dredging has been done in the Sanford-Lake Harney section since 1914. tial nuz. The survey made in connection with this report reveals that to restore and 19 the project channel from Osteen Bridge to Lake Monroe would require o in r- removal of about 20,000 cubic yards, which, if done in connection with pland: the proposed deepening of the channel from Palatka to Sanford (par.
22), would cost about $4,000. Hydraulic studies on the channels con
sidered disclose that no appreciable erosion or silting need be expected, and i since at times of low stage velocities are less than those causing scour;
and during flood stages the adjacent marsh is inundated, thus eliminrape ating increased velocities. To maintain the requested improvement, 2013. if constructed according to any of the suggested plans, would cost no
more than to maintain the existing project channel from Osteen Bridge
to Lake Monroe. The estimated economic costs given below conchting tain, therefore, no item for maintenance, as this is already included in
the approved estimate for annual maintenance cost (par. 24).
47. Estimates of cost of the several plans of improvement are given below. In each case the unit prices are those applicable to peacetime work. No clearing or grubbing would be required. Quantities include allowances of one foot for overdepth dredging and side slopes of 3:1. (a) Plan A: 144,000 cubic yards soft material at $0.12 per cubic yard
$17, 280 Engineering and contingencies, approximately 15 percent.