Resources in the Jetties and Bar Channels Area. Plans 1-40, 1-42, and 5-40 include deepening of the jetties channel and bar channel. The area which now includes these two navigation channels is historically known as the Savannah Bar, including the areas known as Tybee Roads and Tybee Knoll. It has been the scene of most of the natural marine disasters around Savannah. This area is shallow and exposed to ocean waves and unobstructed winds during foul weather. Historically, vessels had to wait here for the right wind or tide to enter the harbor. Research conducted by the Savannah District has resulted in identification of over 150 vessels wrecked within or in the vicinity of the bar channel for which no records of refloating or salvage have yet been discovered. The remote sensing survey of the jetties and bar channels is nearly complete at this time, and only one potentially significant anomaly has been located. The anomaly is the wreck of an airplane and archival research is being pursued to identify and date the wreckage.

There are two historic harbor modifications in this area: the Oysterbed Training Wall (1889 to 1890), and the Cockspur Island Training Wall (1894 to 1897). Both are still functional and have required no maintenance. They have, however, sunk somewhat over the years. Deepening would have no effect upon these structures. Known terrestrial resources in this vicinity include historic Fort Screven and Tybee Light Station, Fort Pulaski and Cockspur Light, and the Oysterbed Light Structure. Fort Screven and Tybee Light Station are listed in the National Register of Historic Places. Fort Pulaski and Cockspur Light are included in the National Register by virtue of their National Monument status. Channel deepening would have no effect upon these sites.

The Oysterbed Island Light structure has not been evaluated for significance. It consists of a partially intact Savannah Gray brick one room structure. The roof is missing. The structure is located in an existing disposal area on what was Oysterbed Island. Disposal material surrounds the structure to an undetermined depth. None of the building's machinery is in evidence, although it may be buried in the bottom of the structure. The area has been protected by riprap so that channel deepening will have no effect on this potentially significant resource. This may be the brick light structure constructed by Savannah brick mason Isaac (Amos) Studder in 1831 on Oysterbed Island.

One other terrestrial resource may be located on what once was Oysterbed Island. A quarantine station was located on the island for a short time during the 19th century. Any remains of this station are buried under layers of disposal material. The area has been protected by riprap and will not be affected by the deepening project.

Resources from Mile 0 to 4.5. Historically this was an area of deep water between the shallow Savannah Bar to the east and the area known as the mudflats to the west. During the late 19th and early 20th centuries, large deep-draft ships would moor in this area. Their cargos were ferried to and from the city in smaller vessels called lighters or, in the case of timber, floated down as rafts. The ships could not navigate the mudflats with a full cargo.

The area today is more protected from wind and ocean waves than it was historically. Vessels which were lost in this area would have been subjected to the environmental abuse inflicted upon vessels lost on the Savannah Bar. However, due to their proximity to land, they also would have been easier targets for salvage.

Major historic harbor modifications in this area include the North Long Island Training Wall and its two connecting wing dams (1885 to 1886). The Venus Point Training Wall, which connects to the remaining wing dam, was constructed in 1895.

structure.

The known terrestrial resources of the area include Fort Pulaski, the Oysterbed Island Light structure, and the Venus Point Light The Venus Point Light site consists of a triangular-shaped Savannah Gray brick solid foundation block of an unknown purpose and the remains of a Savannah Gray brick one-room structure. One half of the room is built up with brick. Apparently, there is a cavity within the brick, since a metal crank handle protrudes from the side. The amount of machinery encased in the brick is unknown. The structure is located near River Mile 4, just outside the front dike for the Jones/Oysterbed Island disposal area. Bank erosion which has occurred over the last five years has seriously undermined the structures. This structure is being researched at this time.

One other resource is the archaeological remains of the Cockspur Island Quarantine Station located on Fort Pulaski National Monument property. It has never been investigated. The Oysterbed Island Light structure and the Cockspur Island Quarantine Station would not be affected by channel deepening.

This area has a high probability of containing resources which fall into the miscellaneous group. Because it was a relatively deep area between the shallow areas, there would have been a tendency for ships to lighten their loads before continuing up river. The transfer of cargos between deep-draft ships and lighters which took place in this area adds to this potential.

area was

Resources from Mile 4.5 to 7.6. This more sheltered historically shallow and was dubbed the "Mud Flats". It was an area in which many ships probably ran aground but were refloated on high tide, or salvaged at low tide. Wrecks left in this area would not have been battered as badly by natural forces as those lost down river. However, they would have been subjected to damage from marine borers.

There are several historic harbor modifications in this area. They include the western portion of the Venus Point Training Wall (1895) and one wing dam (1884). The 17 Elba Island spurs were constructed in 1891. The North Elba Island Training Wall (1892) connects to wing dams constructed between 1883 and 1885. The final group of harbor modifications in this area is the South Elba Island Training Wall (1891-1892) and its three connecting wing dams (1883-1885). Most of the wing dams are buried by disposal material while most of the training walls are not. Deepening would not affect these structures.

Resources from Mile 7.6 to 13.2. This is a culturally sensitive area and is the portion of the river in which ships were intentionally sunk as obstructions during the Revolutionary War, the War of 1812, and the Civil War. A portion of this area is still referred to as the "Wrecks Channel". There are two identified wrecks in this

area.

The CSS GEORGIA is located on the north edge and slope of the channel opposite Old Fort Jackson. It has been entered in the National Register. Portions of the wreck are scattered on the channel bottom proper. The channel in this area, due to the operation of the tide gate, stays at or near authorized depth without dredging. When dredging is needed, present procedures require a 100-foot stand- off from the side slope. Recent sonar and hydrographic surveys indicate that the channel side slope and the bulk of the wreck are located 10 to 20 feet outside the channel prism proper.

Therefore, deepening to 40 feet would mostly effect the disturbed portions of the wreck located in the channel bottom. Impacts to the wreck could be mitigated by mapping, recovery, and conservation of the wreckage on the channel bottom and the 100-foot standoff restrictions to dredging in this area. Excavation of the site has an estimated cost in excess of five million dollars. In lieu of excavation, the Corps of Engineers would narrow the channel in this area and allow one-way harbor navigation in the wreck vicinity. This would result in no additional impacts to the wreck site as a result of construction of the deepening project.

In addition, a Memorandum of Agreement (MOA) is being prepared for the CSS GEORGIA to identify and evaluate existing impacts to the site, and to identify alternatives for mitigating these impacts. This MOA is in preparation and will be coordinated with State and Federal agencies and the public as required by 36 CFR Part 800.

The second named wreck in this area is the Austrian bark Undine. The empty hull of this vessel is located atop and within the Fig Island jetty. The vessel was accidentally sunk in the channel at the "Mud Flats" during the spring of 1893. Later that year, it was moved to its present location to reinforce the jetty. The wreck has not been assessed for significance and the effect of harbor deepening upon it is unknown.

This is also an area which was heavily obstructed by cribs during the Civil War. Many of the cribs were removed after the war. However, those located near the bank and not obstructing navigation were left in place. Two cribs are located on the edge of the channel downstream from the CSS GEORGIA. A number of others were severely impacted by construction of the Southern Energy Natural Gas Pipeline crossing. The remaining cribs appear to meet criteria for inclusion in the National Register.

Other historic harbor modifications include the spurs on Elba Island and on the North shore (1893-1894), the Barnwell Island, Mackay Point, and Garden Bank Training Walls (all 1894), the Fig Island Training Wall (1882-1887), and a number of wing dams (18821887). Many of the wing dams are located under disposal material. The Elba Island spurs and the attached training wall of unknown date (post 1897) may be affected by channel deepening. The physical integrity of this resource is in question. It may already have slid or collapsed down the channel side slope, and it has been breached by the Southern Natural Gas pipeline construction.

The eastward 1,000 feet of the Barnwell Island Training Wall also appears to be located on the channel side slope. Its condition is questionable at this time. It would be subjected to additional impacts by channel deepening. The remaining harbor modifications would not be affected by deepening.

Several significant terrestrial resources are located along this stretch of the river. They include Old Fort Jackson, a historic brick- masonry fort listed in the National Register; Battery Lee, a Civil War period earthen battery; and the location of an 18th century tavern. Battery Lee and the tavern site both appear to meet criteria for inclusion in the National Register and are both being eroded by the river. The river bank at Old Fort Jackson has been riprapped; however, erosion has continued. An MOA is being prepared for Old Fort Jackson. in order to identify and evaluate the causes of the erosion and formulate mitigation alternatives as part of the Savannah Harbor Long Term Management Strategy Study.

This is also an area with high potential for containing miscellaneous resources. The area in front of Old Fort Jackson was a deep area known as "Five Fathom Hole" where lighters transferred cargo to and from deep-draft ships. Also, in 1864 when Old Fort Jackson was being evacuated by Confederate troops, ordnance was dumped into the river to avoid its use by Union troops. A large amount of this ordnance was recovered during bank riprapping in 1971.

Resources from Mile 13.2 to 19.5. This is the most developed portion of the harbor. It will be impacted by the Savannah Harbor Widening Project, and resources located on the north side of the channel are being evaluated and mitigated as part of that project. Most of the south side of the channel has been bulkheaded and dredged to 34 or more feet for wharves. Therefore, few resources are likely to have survived in this area.

Impacts From Disposal of Dredged Material.

Plan 1-40 and Plan 1-42. These plans propose to use existing disposal areas (terrestrial and ocean) for placement of dredged material. All of these areas have been used for a number of years. Only one resource would be affected by this alternative, the Oysterbed Light Structure which stands partially buried by disposal material in the Jones/Oysterbed Disposal Area. This potentially significant site is being adversely affected by disposal of maintenance dredging material. Archival studies are underway to identify buried resources in the existing disposal areas.

Plan 5-40. This plan proposes using only the existing ocean disposal site. Use of this disposal site is covered under an Environmental Impact Statement (EIS) filed by the Environmental Protection Agency in 1983. The EIS states that continued use of this area will have no effect upon significant cultural resources. The area has been used for disposal for over 20 years.

Future Study Needs. In order to identify and avoid or mitigate impacts to significant cultural resources within the deepening impact area, a Programmatic Memorandum of Agreement (PMOA) has been prepared and will be coordinated with the Georgia State Historic Preservation Officer (GSHPO), the South Carolina State Historic Preservation Officer (SCSHPO), and the Advisory Council on Historic Preservation for signature. A copy of the PMOA is included as Attachment 3 to this report. The PMOA stipulates that the Savannah District will fulfill the requirements of 36 CFR Part 800 by implementing the following actions: