Commercial shipping on the Savannah River below Augusta was a way of life for two centuries before rail and trucking rendered waterborne traffic obsolete.
Today, a South Carolina man wants to revisit the issue -- and has asked the Army Corps of Engineers for a $300,000 feasibility study.
"What we'd like to do is create a shipping terminal below Augusta and put it on both sides of the river," said David Whetsell, the retired president of Whetsell Carrier Co. of Lexington, S.C.
Mr. Whetsell envisions a huge inland shipping port that would sprawl across 1,500 acres on each side of the river below New Savannah Bluff Lock and Dam.
"It would be a container-on-barge service," he said, and would move as many as 2,000 units daily from the crowded ports in Savannah and Charleston.
Once in Augusta, the cargo could be trucked to destinations such as Atlanta for less than it costs from the coast, he said.
Such a project would require the Corps of Engineers to resume maintenance of the river channel.
Although the corps maintained the 200-mile waterway from the 1930s until commercial shipping ceased in 1979, no funds are currently available, so it might take an act of Congress.
So far, Mr. Whetsell has shared his proposal with congressional offices on both sides of the river, and most recently with the Augusta Port Authority.
"He presented the idea, and we accepted it as information," said Frank Carl, the authority's chairman. "He thinks barges can be uploaded with (shipping) containers cheaper than they can be hauled up by train or truck."
Such commerce would require de-snagging of the river channel, he said, but might not require much dredging.
Mr. Whetsell's study indicates the project would require a channel nine feet deep and 200 feet wide to enable two barges to pass. Such a channel existed for many years, and could easily be created again, he said.
The corps, however, is not currently authorized for such projects, said spokesman Billy Birdwell of the corps' Savannah District office.
"He has outlined a proposal for shallow draft barges going up there to transport containers," Mr. Birdwell said. "They would build the port and asked that we maintain the facility, which in this case would be the river."
The problem, Mr. Birdwell said, is the corps' allocations for such maintenance dollars are based on the volume of existing commercial traffic that uses the corridor.
"It's a Catch-22," he said. "In order for us to go in and maintain it, we have to have traffic," Mr. Birdwell said. "But before it can have traffic, it has to be maintained."
Reach Rob Pavey at 868-1222, ext. 119 or rob.pavey@augustachronicle.com.
SAVANNAH RIVER SHIPPING & COMMERCE
APRIL 26, 1816: The Enterprise, owned by businessman Samuel Howard, became the first commercial steamboat to navigate the Savannah.
1820 TO THE 1850S: As many as 20 commercial steamers bustled along the river, departing Augusta almost daily with as much as 1,000 bales of cotton.
1850S TO 1900: River commerce dwindled after its need was reduced by the railroad, which attracted both freight and passengers.
EARLY 1900S: Augusta sought federal money to improve the channel and restore commercial traffic.
1915: U.S. Army Corps of Engineers completed dredging and channel restoration.
1926: Augusta bought its own ship, the Altamaha, to demonstrate to Congress that there was commercial shipping on the river.
1927: Congress authorized New Savannah Bluff Lock and Dam.
JUNE 1937: New Savannah Bluff Lock and Dam was dedicated.
1960S: Oil and timber barges used the locks regularly.
1979: In the absence of any commercial traffic, the corps ceased all maintenance on the river channel and lock and dam.
The Augusta Chronicle ©2010. All Rights Reserved.
Most things are "catch-22" to the bureaucratic mind. That's why it's best to leave the maintenance to them and the thinking to entrepreneurs.
The potential is impressive. It could turn Augusta into a major shipping center like it was 200 years ago. In this day of container shipping and increased fuel prices it may be practical. Plus, it would keep the river channel open for recreational boating. The river is almost unnavigable these days. Kudos to Mr. Whetsell.
Isn't this just typical of the sorry state of U.S. business today. The head of a "shipping" company wants the government to fund a study that would send business his way. This businessman will not go out and earn business the old fashioned way. He must rely on government to create a bogus demand for services that the free market will not. Taking a risk by putting your own money down is the old fashioned American business model, but we've demanded that the government provide security for all.
The sad part is the rail companies could overtake it very quickly and put it out of business by bringing containers from Savannah to Millen then routing trains from there and also loading onto trucks from there, thus decreasing road traffic in the Port Wentworth area and revitalizing the Millen area to the rail hub it once was. Millen is halfway, (one Hour) from I 16 and I 20. It's only a matter of time!
Naked pursuit of rent-seeking.
Little Lamb, as much as I would like to see this happen for the same reasons Riverman mentions, you are absolutely right. If it's such a good idea he should put up the money to conduct the study, not taxpayers.
"Mr. Whetsell envisions a huge inland shipping port that would sprawl across 1,500 acres on each side of the river below New Savannah Bluff Lock and Dam."
"It would be a container-on-barge service," he said, and would move as many as 2,000 units daily from the crowded ports in Savannah and Charleston.".............
Sounds very big and very ugly.............................
riverman1. apparently you dont spend much time on the river. unnavigable? that is a crock of s...t.. perhaps you should change your screen name to lazyboyreclinerman1...
Re-inventing the wheel again. Artficial demand. Saves fuel. Classic propaganda techniques. Probably "green." Do not be fooled.
Reguardless... it would bring purpose back to our river...and possibly jobs!!!
In the scheme of things the 'purpose' of the river is not really ours to own. The environmental impact of returning to continual dredging is not covered here and certainly much is already known from pre-1979 activity, and no, Patricia, one should NOT leave the thinking to entrepaneurs when one has only to look at Olin to see that public safety is not a concern if it cuts into the bottom line.
The Chronicle ran a story about a year ago of a boat taking people to Savannah running aground about 20 miles south of Augusta. The article discussed the problems boats have making the trek to Savannah since the Corps has stopped maintaining proper depths. Mr. Whetsell's main point is to get the Corp to maintain depths at levels where shipping would be feasible. It is their responsibility, not private citizens. A private citizen is not allowed to simply go out on the river and start dredging.
I've made the Shell Bluff to Savannah run a few times with the folks who do in every year in June. The channel is constantly shifting and it is not uncommon for someone to wreck an outdrive in unexpected shallow water.
Nice try Coldbeerboildpeanuts! Stop making up stuff!
That will be another 300k study that will be done and drop off the sight after it is done and we want get anything for our money. If its going to take both sides of the river who will control the complex. I see it saving for don't boats take fuel also to run. It takes more fuel to come up river than down.
The cool thing to do is go back to steam boats. And while you are doing the study check out cruise ships from Augusta to Sav. that might be profittable also stop the busses from running and put some one else out of a job. But don't worry you have plenty of ship pilots out there to carry the cargo and personnel. Yeh right
In the late 1970's trucks started hauling cargo to the plants near Augusta. The trucks were faster, fuel cheaper, and the roads not crowded. Now the trucks crowd the roads and bridges, tear them up by being overweight, and fuel costs are rapidly increasing. The Highway Cost Allocation Study(HCAS) states that the cumulative value of social costs for an 80,000 lb., five-axle, combination vehicle truck is calculated to be 7.2 cents per mile for rural highways and 28.7 cents per mile for urban highways or average costs will be 45 cents per mile. One-way from Savannah to Atlanta (I-16 and I-75) route @252 miles would be $113.40 of wear. One-way from Charleston to Columbia(I-26) route @112 miles would be $50.40 of wear. The rivers are not crowded, there are no weight limits, and you can not wear them out. The State maintains the highway with their funds; the Army Corps of Engineers maintains the waterways with federal funds. Transportation infrastructure maintenance costs go up with every additional truck on the highway, but the cost of river maintenance remains constant.
South Carolina and Georgia has thousands of businesses that depend on importing and exporting of containers. Putting the containers on barges and pushing them up and down the river would save them at least $200.00 a container. That would be a savings to the consumers of South Carolina and Georgia about $480,000 a day or about $175 million a year in freight cost
Only the Congress and the President have the authority to approve and fund the project.
IMHO the United States must quickly pursue active alternatives to rising transoportation costs and lack of oil resources as a strategic and environmental necessity. River transportation is a simple and known way to begin. This would directly lower petroleum use and CO2 emissions. The riverways of Europe are crowded with barge traffic (they know!). A lot of infrastructure is already available to accomplish this. Be mindful the greatest environmental impact to the Savannah River is the pre-existing COE lakes (Thurmond, Russell, Hartwell) and they aren't going away. The restriction of natural river flow by these dams necessitates the need for dredging.