CARTERET COUNTY SHALLOW DRAFT NAVIGATION WATERWAYS EAST TAYLOR’S CREEK MAINTENANCE DREDGING CAMA MAJOR PERMIT APPLICATION

AUGUST 2019

Prepared By: Prepared For: Moffatt & Nichol Carteret County 272 N. Front Street, Ste. 204 302 Courthouse Square Wilmington, NC 28401 Beaufort, NC 28516

CARTERET COUNTY SHALLOW DRAFT NAVIGATION WATERWAYS EAST TAYLOR’S CREEK MAINTENANCE DREDGING CAMA MAJOR PERMIT APPLICATION

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application

Table of Contents Tab Description A. Form MP-1

B. Form MP-2

C. Agent Authorization

D. Project Narrative

E. Permit Drawings

F. 1935 USACE Authorization for Taylor’s Creek

G. Taylor’s Creek Hydrographic Survey (USACE – Feb 2019)

H. Letter of Agreement (Atlantic Veneer)

I. Manatee Avoidance Guidelines

J. NMFS Sea Turtle & Smalltooth Sawfish Recommendations

K. Riparian Property Owners Notification List Tab A East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Form MP-1 DCM MP-1 APPLICATION for Major Development Permit (last revised 12/27/06) North Carolina DIVISION OF COASTAL MANAGEMENT

1. Primary Applicant/ Landowner Information

Business Name Project Name (if applicable) Carteret County East Taylor's Creek Maintenance Dredging

Applicant 1: First Name MI Last Name Tommy Burns

Applicant 2: First Name MI Last Name Rudi Rudolph

If additional applicants, please attach an additional page(s) with names listed.

Mailing Address PO Box City State 302 Courthouse Square Beaufort NC

ZIP Country Phone No. FAX No. 28516 US 252 - 222 - 5835 ext. 252 - 222 - 5826

Street Address (if different from above) City State ZIP -

Email [email protected]

2. Agent/Contractor Information

Business Name Moffatt & Nichol

Agent/ Contractor 1: First Name MI Last Name Robert Neal

Agent/ Contractor 2: First Name MI Last Name

Mailing Address PO Box City State 272 N. Front Street, Suite 204 Wilmington NC

ZIP Phone No. 1 Phone No. 2 28401 910 - 218 - 7100 ext. - - ext.

FAX No. Contractor # 919 781 4869

Street Address (if different from above) City State ZIP -

Email [email protected]

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net Form DCM MP-1 (Page 2 of 4) APPLICATION for Major Development Permit

3. Project Location

County (can be multiple) Street Address State Rd. # Carteret Carrot Island

Subdivision Name City State Zip Beaufort -

Phone No. Lot No.(s) (if many, attach additional page with list) 252 - 222 - 5835 ext. , , , ,

a. In which NC river basin is the project located? b. Name of body of water nearest to proposed project White Oak Taylors Creek

c. Is the water body identified in (b) above, natural or manmade? d. Name the closest major water body to the proposed project site. Natural Manmade Unknown Beaufort Inlet

e. Is proposed work within city limits or planning jurisdiction? f. If applicable, list the planning jurisdiction or city limit the proposed Yes No work falls within. Carteret County

4. Site Description

a. Total length of shoreline on the tract (ft.) b. Size of entire tract (sq.ft.) 2,800 6.2 Acres (Navigation Channel)

c. Size of individual lot(s) d. Approximate elevation of tract above NHW (normal high water) or (normal water level) , , , NWL (If many lot sizes, please attach additional page with a list) 0 NHW or NWL

e. Vegetation on tract None

f. Man-made features and uses now on tract Recreational navigation.

g. Identify and describe the existing land uses adjacent to the proposed project site. Commercial, recreational, l and residential. East Taylor's Creek lies adjacent to the Rachel Carson Reserve as well as residential and commercial units on Lennoxville Rd in Beaufort, NC.

h. How does local government zone the tract? i. Is the proposed project consistent with the applicable zoning? Not zoned (Attach zoning compliance certificate, if applicable) Yes No NA

j. Is the proposed activity part of an urban waterfront redevelopment proposal? Yes No

k. Has a professional archaeological assessment been done for the tract? If yes, attach a copy. Yes No NA

If yes, by whom?

l. Is the proposed project located in a National Registered Historic District or does it involve a Yes No NA National Register listed or eligible property?

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net Form DCM MP-1 (Page 3 of 4) APPLICATION for Major Development Permit

m. (i) Are there wetlands on the site? Yes No

(ii) Are there coastal wetlands on the site? Yes No

(iii) If yes to either (i) or (ii) above, has a delineation been conducted? Yes No (Attach documentation, if available)

n. Describe existing wastewater treatment facilities. N/A

o. Describe existing drinking water supply source. N/A

p. Describe existing storm water management or treatment systems. N/A

5. Activities and Impacts a. Will the project be for commercial, public, or private use? Commercial Public/Government Private/Community b. Give a brief description of purpose, use, and daily operations of the project when complete. Provide navigation access through East Taylor's Creek and improve tidal flushing conditions to enhance stability of the channel while decreasing the need for maintenance events.

c. Describe the proposed construction methodology, types of construction equipment to be used during construction, the number of each type of equipment and where it is to be stored. A clamshell dredge or excavator will remove sediment from the channel footprint and place it on a barge or other floating containment equipment. The excavated material will be transported to an offloading site and placed in a dumptruck or other hauling device. Dumptrucks will then transport the material to the placement area for storage. Excavators will be used to transfer the material from the floating equipment to the dumptrucks and from the dumptrucks to the placement area. The offloading site and placement area are on private property owned by Atlantic Veneer Corporation. d. List all development activities you propose. Dredge or excavate material from East Taylor's Creek to improve navigation access and enhance tidal flushing potential.

e. Are the proposed activities maintenance of an existing project, new work, or both? Both Maintenance work to -7 MLLW and new work to -12 MLLW. f. What is the approximate total disturbed land area resulting from the proposed project? 6.2 Sq.Ft or Acres

g. Will the proposed project encroach on any public easement, public accessway or other area Yes No NA that the public has established use of? h. Describe location and type of existing and proposed discharges to waters of the state. Small quantities of dredge effluent will return to the waters of the state as the excavated material is placed on the floating barges for transport.

i. Will wastewater or stormwater be discharged into a wetland? Yes No NA

If yes, will this discharged water be of the same salinity as the receiving water? Yes No NA j. Is there any mitigation proposed? Yes No NA If yes, attach a mitigation proposal.

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net Form DCM MP-1 (Page 4 of 4) APPLICATION for Major Development Permit

6. Additional Information In addition to this completed application form, (MP-1) the following items below, if applicable, must be submitted in order for the application package to be complete. Items (a) – (f) are always applicable to any major development application. Please consult the application instruction booklet on how to properly prepare the required items below.

a. A project narrative. b. An accurate, dated work plat (including plan view and cross-sectional drawings) drawn to scale. Please give the present status of the proposed project. Is any portion already complete? If previously authorized work, clearly indicate on maps, plats, drawings to distinguish between work completed and proposed.

c. A site or location map that is sufficiently detailed to guide agency personnel unfamiliar with the area to the site.

d. A copy of the deed (with state application only) or other instrument under which the applicant claims title to the affected properties.

e. The appropriate application fee. Check or money order made payable to DENR.

f. A list of the names and complete addresses of the adjacent waterfront (riparian) landowners and signed return receipts as proof that such owners have received a copy of the application and plats by certified mail. Such landowners must be advised that they have 30 days in which to submit comments on the proposed project to the Division of Coastal Management. Name Phone No. REFERENCE APPENDIX J Address Name Phone No. Address Name Phone No. Address

g. A list of previous state or federal permits issued for work on the project tract. Include permit numbers, permittee, and issuing dates. The USACE has conducted previous maintenace events under a federal authorization provided in 1935.

h. Signed consultant or agent authorization form, if applicable.

i. Wetland delineation, if necessary.

j. A signed AEC hazard notice for projects in oceanfront and inlet areas. (Must be signed by property owner) k. A statement of compliance with the N.C. Environmental Policy Act (N.C.G.S. 113A 1-10), if necessary. If the project involves expenditure of public funds or use of public lands, attach a statement documenting compliance with the North Carolina Environmental Policy Act.

7. Certification and Permission to Enter on Land I understand that any permit issued in response to this application will allow only the development described in the application. The project will be subject to the conditions and restrictions contained in the permit. I certify that I am authorized to grant, and do in fact grant permission to representatives of state and federal review agencies to enter on the aforementioned lands in connection with evaluating information related to this permit application and follow-up monitoring of the project. I further certify that the information provided in this application is truthful to the best of my knowledge. Date August 5, 2019 Print Name Greg 'Rudi' Rudolph

Signature ______

Please indicate application attachments pertaining to your proposed project. DCM MP-2 Excavation and Fill Information DCM MP-5 Bridges and Culverts DCM MP-3 Upland Development DCM MP-4 Structures Information

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net

Tab B East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Form MP-2

Form DCM MP-2 EXCAVATION and FILL (Except for bridges and culverts)

Attach this form to Joint Application for CAMA Major Permit, Form DCM MP-1. Be sure to complete all other sections of the Joint Application that relate to this proposed project. Please include all supplemental information. Describe below the purpose of proposed excavation and/or fill activities. All values should be given in feet. Access Other Channel Rock (excluding Canal Boat Basin Boat Ramp Rock Groin (NLW or Breakwater shoreline NWL) stabilization) Length 2,800

Width 75 Avg. Existing Depth -8.8 MLLW NA NA Final Project Depth -12 MLLW NA NA

1. EXCAVATION This section not applicable a. Amount of material to be excavated from below NHW or NWL in b. Type of material to be excavated. cubic yards. Sand 36,000

c. (i) Does the area to be excavated include coastal wetlands/marsh d. High-ground excavation in cubic yards. (CW), submerged aquatic vegetation (SAV), shell bottom (SB), 0 CY or other wetlands (WL)? If any boxes are checked, provide the number of square feet affected. CW SAV SB WL None (ii) Describe the purpose of the excavation in these areas:

2. DISPOSAL OF EXCAVATED MATERIAL This section not applicable a. Location of disposal area. b. Dimensions of disposal area. Upland placement at 2525 Lennoxville Rd (Atlantic Veneer) 2.2 acres

c. (i) Do you claim title to disposal area? d. (i) Will a disposal area be available for future maintenance? Yes No NA Yes No NA (ii) If no, attach a letter granting permission from the owner. (ii) If yes, where? Reference Appendix H for Use Agreement e. (i) Does the disposal area include any coastal wetlands/marsh f. (i) Does the disposal include any area in the water? (CW), submerged aquatic vegetation (SAV), shell bottom (SB), Yes No NA or other wetlands (WL)? If any boxes are checked, provide the number of square feet affected. (ii) If yes, how much water area is affected? CW SAV SB WL None (ii) Describe the purpose of disposal in these areas:

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net revised: 12/26/06 Form DCM MP-2 (Excavation and Fill, Page 2 of 2)

3. SHORELINE STABILIZATION This section not applicable (If development is a wood groin, use MP-4 – Structures) a. Type of shoreline stabilization: b. Length: Bulkhead Riprap Breakwater/Sill Other: Width: c. Average distance waterward of NHW or NWL: d. Maximum distance waterward of NHW or NWL:

e. Type of stabilization material: f. (i) Has there been shoreline erosion during preceding 12 months? Yes No NA (ii) If yes, state amount of erosion and source of erosion amount information.

g. Number of square feet of fill to be placed below water level. h. Type of fill material. Bulkhead backfill Riprap Breakwater/Sill Other i. Source of fill material.

4. OTHER FILL ACTIVITIES This section not applicable (Excluding Shoreline Stabilization) a. (i) Will fill material be brought to the site? Yes No NA b. (i) Will fill material be placed in coastal wetlands/marsh (CW), If yes, submerged aquatic vegetation (SAV), shell bottom (SB), or other wetlands (WL)? If any boxes are checked, provide the (ii) Amount of material to be placed in the water number of square feet affected. (iii) Dimensions of fill area CW SAV SB (iv) Purpose of fill WL None (ii) Describe the purpose of the fill in these areas:

5. GENERAL a. How will excavated or fill material be kept on site and erosion b. What type of construction equipment will be used (e.g., dragline, controlled? backhoe, or hydraulic dredge)? Silt fencing or other BMP measure for managing runoff. Multiple excavators, dump trucks, and barges.

c. (i) Will navigational aids be required as a result of the project? d. (i) Will wetlands be crossed in transporting equipment to project Yes No NA site? Yes No NA (ii) If yes, explain what type and how they will be implemented. (ii) If yes, explain steps that will be taken to avoid or minimize Applicant will file a Notice to Mariners prior to construction and environmental impacts. work with USCG to mark.

August 5, 2019 Greg ' Rudi' Rudolph

Date Applicant Name East Taylor's Creek Maintenance Dredging

Project Name Applicant Signature

252-808-2808 :: 1-888-4RCOAST :: www.nccoastalmanagement.net revised: 12/26/06

Tab C East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Agent Authorization

July 12, 2019

NC Division of Coastal Management 400 Commerce Drive Morehead City, NC 28557

RE: East Taylors Creek, Carteret County – Agent Authorization

To Whom It May Concern:

Please be advised, Moffatt & Nichol has been authorized by the Carteret County Board of Commissioners as an Authorized Agent. The authorization entails (and is limited too) efforts necessary to acquire state and federal permits for the maintenance dredging of East Taylors Creek.

Sincerely,

Greg “Rudi” Rudolph Shore Protection Manager Carteret County Shore Protection Office

Tab D East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Project Narrative

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Maintenance Dredging Project Narrative

Carteret County intends to maintenance dredge the entrance to East Taylor’s Creek for improved channel stability and navigation access. Historically, the USACE has maintained the channel entrance to a depth of -7 MLLW and an approximate 75-ft width. However, budget shortfalls associated with the federal strategy have increased the County’s financial risk associated with maintaining East Taylor’s Creek. Carteret County currently shares the project cost with the USACE for all maintenance events. In an effort to alleviate the maintenance frequency and prolong the channel performance, Carteret County intends to maintain the channel width (75-ft) but increase the channel depth to approximately -12 MLLW to match the interior of Taylor’s Creek. Carteret County will also realign the channel entrance from the current northwest direction to a more southwest direction. The realignment will match the channel’s historic location identified from 2003 to approximately 2011 and should provide an improved flushing potential from Beaufort Inlet. Figure 1 shows the proposed realigned position of East Taylor’s Creek as well as sediment sampling locations identified to help classify the dredge sediment characteristics.

Contours Reference MLLW

Figure 1. Proposed Realignment Corridor & Sediment Sampling Locations for East Taylor’s Creek

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 2 of 10 Background

The Wilmington District Corps of Engineers (USACE) maintains East Taylor’s Creek for navigational purposes in accordance with a 1935 federal authorization, as provided in Appendix F. Recent records indicate routine maintenance events have occurred since approximately 2003. The federal authorization for East Taylor’s Creek allows maintenance operations to follow the most economical dredge alignment as identified by the district engineer. The controlling depth and dredging limits for the entrance to East Taylor’s Creek has remained approximately -7-ft MLLW; however, the USACE maintains the interior of Taylor’s Creek to a depth of -12-ft MLLW. Appendix G provides a plan view of the most recent (February 2019) surveys conducted by the USACE for all of Taylor’s Creek. The plan view drawings also show typical dredge sections maintained by the USACE ranging from -15-ft MLLW along the creek interior, to -7-ft MLLW within the creek entrance. Table 1 provides a summary by channel range for the current depths maintained for navigation by the USACE in Taylor’s Creek and Figure 2 shows a planview of the same information.

Table 1. USACE Maintained Navigation Depths for Taylor’s Creek Maintained Range Creek Section Maintained Depth (ft) Width (ft)

Range 6 East Taylor’s Creek 75-ft -7-ft MLLW

Range 5 East Taylor’s Creek 75-ft -7-ft MLLW -12-ft MLLW ~ -15-ft Range 4 Taylor’s Creek 100-ft MLLW Range 3 Taylor’s Creek 100-ft -15-ft MLLW

Figure 2. USACE Defined Ranges 3 through 6 for Taylor’s Creek

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 3 of 10 Since the federal authorization allows the USACE to ‘follow deep water’ for maintenance dredging, the East Taylor’s Creek maintained alignment has shifted with the migrating channel entrance. Records indicate the USACE has maintained three (3) primary alignments for East Taylor’s Creek since 2003. Figure 3 shows a general depiction of the alternate alignments as identified from review of survey information. As shown in the figure, the alignments vary from a southwest orientation to a northeast direction exiting from Taylor’s Creek.

Figure 3. East Taylor’s Creek Historical Alignments Maintained by the USACE

During inception of the maintenance activities in 2003 until approximately 2013, the USACE maintained a southwest facing alignment directed generally from Taylor’s Creek to Beaufort Inlet. However, for reasons not explored, the channel entrance initiated a northern migration in 2013. The USACE appears to have adjusted to the referenced migration pattern by maintaining a southeast alignment for an approximate 2-year period from 2013 to 2015. The USACE seemingly implemented an additional northern adjustment in approximately 2015 to shift the alignment to a northeast orientation. Figure 3 indicates this northeast alignment remains the present day preferred alignment for USACE sponsored maintenance events.

As noted in Figure 3, dredging records maintained by the USACE indicate the southern facing alignments required less material removal annually compared to the current northern alignment. Although interpretation of the records remains somewhat indeterminate, the dredging volumes recorded for the

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 4 of 10 southwest alignment during 2013 fall well below any other alignments identified annual record. The reduced dredging volume reasonably attributes to the increased scour potential of a southerly facing entrance channel. Beaufort Inlet lies immediately south of East Taylor’s Creek and would provide a direct tidal conduit for a southerly facing alignment. Figure 4 shows the vicinity of Beaufort Inlet in relation to East Taylor’s Creek.

East Taylor’s Creek

Beaufort Inlet

Figure 4. Vicinity Map of Beaufort Inlet and East Taylor’s Creek

From visual analysis, tidal currents exiting East Taylor’s Creek through a northeast alignment would conflict with ebb flows traversing towards Beaufort Inlet. However, the southwest facing alignment visually matches the flow patterns and directions anticipated during tidal exchanges. Although the southeast alignment should not obstruct flow from Beaufort Inlet, the southeast alignment also would not promote tidal exchange stemming from the inlet. Therefore, the visual interpretation of the tidal flows combined with the deciphered USACE dredging records suggest a southwest facing alignment should provide a tractable channel alignment.

Sediment Volume & Quality

The proposed maintenance event will remove an estimated 35,600 CY of beach compatible material, as defined by the North Carolina Administrative Code (NCAC) 15A 07H.0312. Preliminary analysis of the sediment samples closest to the re-aligned corridor suggest the dredge material contains approximately 97% sand and 1% fines. The remaining approximate 2% of the dredge material components stem from granular and gravel size particles. The sediment samples grouped in the initial characterization include ETC-2, ETC- 3, ETC-4, ETC-5, ETC-15, ETC-16, and ETC-19 as shown in Figure 1. Table 2 shows the sediment classifications for each sample in accordance with NCAC 15A 07H.0312. The analysis neglected the results for samples ETC-17 and ETC-24 due to the existing depth at both samples exceeding the proposed dredge depth.

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 5 of 10 Table 2. Sediment Analysis Results for East Taylor’s Creek Sample Mean Φ Gravel Granular Sand Fines Carbonate (mm) (% by Weight) (% by Weight) (% by Weight) (% by Weight) (% by Weight)

ETC-2 0.22 0.13 0.51 98.17 1.19 7.14 ETC-3 0.26 0.15 0.88 98.45 0.52 10.44 ETC-4 0.18 0.18 0.12 97.85 1.85 1.99 ETC-5 0.23 0.20 0.32 98.56 0.91 10.91 ETD-15 0.33 0.07 0.42 98.08 1.44 14.65 ETC-16 0.46 1.45 3.90 94.51 0.14 46.64 ETC-19 037 0.35 1.72 97.90 0.04 21.36 Average 0.36 0.36 1.12 97.65 0.87 16.16

Construction Process

A clamshell dredge or excavator, positioned on a barge or other floating work platform, will conduct the maintenance dredging operations. The excavator will dredge material from the work area and load the spoil onto a barge platform for transport. The material will be barged to the off-loading site at 2452 Lennoxville Road. Figure 5 shows the off-loading site in reference to the project areas and entrance to East Taylor’s Creek. The floating barges will merge up to an existing bulkhead for offloading by additional excavators and heavy equipment.

An excavator, or other type of heavy equipment, will transfer the dredge material from the floating transports to a land-based facility. The contractor may stockpile material within the vacant lot at 2452 Lennoxville Road or may immediately transported it to a dewatering and storage area. Dump trucks, or other hauling equipment, will transport the dredge material to a dewatering / storage facility located at 2525 Lennoxville Road, immediately adjacent to the initial off-loading site. The material will not be transferred stored, or stockpiled within 30-ft of any wetlands and BMP’s will be used to control sedimentation runoff. Figure 5 shows the proposed material storage area(s) and the travel corridor reserved for the transport equipment. Expectations suggest two placement areas totaling approximately 2-acres total will be necessary to contain the estimated 35,600 cubic yards of dredge material. Appendix H provides a letter of agreement from the property owner at 2452 (and 2525) Lennoxville Road for acceptance of the dredge material. Atlantic Veneer Corporation owns both the off-loading site and material storage area.

The material transport schedule from the offloading site to the placement area remains negotiable. The property owner at 2452 Lennoxville Road may stipulate a schedule sometime prior to construction. Options for adjusting the schedule include the following:

. Allowing material transport from the offloading site to the material placement area only on certain days and times. (This option would create a high volume of truck traffic but the disturbance would be limited to the specified days and times.) . Not allowing any stockpiling of material at the offloading site and requiring immediate transport of the material to the placement area. (This option would reduce the number of trucks operating at any one period, but would require a continuous flow of trucks estimated at 1 truck every 30 mins.)

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 6 of 10

Material Placement Sites (2525 Lennoxville Road)

Proposed Traffic Corridor

Material Offloading Site (2452 Lennoxville Road)

Figure 5 – Atlantic Veneer Offloading & Material Placement Sites

The offloading site, traffic corridor, and placement areas will be photo documented prior to commencement of the dredging operations. Carteret County will archive the pre-construction documentation for comparison with post project conditions. Restoration of any areas damaged from the construction process, including the bulkhead, vacant lot, traffic corridors, and the placement area will occur prior to project completion. The contractor will restore the site to pre-construction conditions as recorded in the project photographs.

Environmental Concerns

In efforts to reduce the potential for adverse impacts, Carteret County has invested in methods and actions to benefit project construction. These items include the following:

. Pre-project verification of any SAV (submerged aquatic vegetation) in the area; . Limiting work to daytime hours between November 16 and March 31st; and, . Following best management practices (BMP’s) for avoiding protected or listed species.

SAV Survey

Carteret County sponsored an SAV survey to help identify the most suitable alignment footprint and avoid any established or potential SAV habitat. Carteret County conducted the survey in August 2018, but the work did not identify any SAV habitat proximate to East Taylor’s Creek. The County’s survey results match well with records identified by the North Carolina Division of Environmental Quality (DEQ) near East Taylor’s Creek. Therefore, the survey results support the preferred alignment should not create any significant impacts for SAV habitat. Figure 6 shows Carteret County’s August 2018 SAV survey limits and the preferred maintenance alignment for East Taylor’s Creek.

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 7 of 10

Preferred Maintenance Alignment

SAV Survey Limits

No SAV Located within the Survey Limits

Figure 6 – NCDEQ SAV Mapping Results Approximate to East Taylor’s Creek

Work Times

Construction activities for the dredging operations and material transport will be limited to daylight hours to minimize sound intrusions and the potential for accidents. The dredging operations will occur in navigable waters with the potential for nighttime boaters. In addition, the work area falls approximate to multiple residential housing units. Therefore, to reduce the potential for confusion on the waterways and possible vessel accidents, the dredging activities will be limited to daylight hours. This action will also limit the potential for noise intrusion during evening or nighttime hours from the water-based equipment. Although expectations suggest no significant noise pollution should occur from the dredging activities, limiting the operating hours helps to manage unforeseen circumstances for both the contractor and adjacent residential properties.

Construction times will also be limited to the cooler winter months between November 16th and March 31st to avoid potential impacts to migrating juvenile fish and manatee. The cooler months remain generally less active in terms of migrating species, compared to warmer spring and summer months. Restricting the work to the cooler months reduces the potential migrating species will be in the area or initiate contact with the construction equipment. Working during the cooler temperatures also reduces the risk of injuring manatee or other listed / protected species such as sea turtles or smalltooth sawfish. The US Fish and Wildlife Service (FWS) reports the West Indian Manatee traverse North Carolina waters generally between June and October. In addition, sea turtle occurrences become more frequent between May and October. Therefore, prohibiting construction during this time alleviates the potential to harm or harass the animals during their densest population.

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 8 of 10 Construction Practices Minimize or Avoid Potential Impacts

Adherence to other construction recommendations provided by FWS, and National Marine Fisheries Service (NMFS) will also occur to limit potential impacts. These recommendations include operating water- based vessels at idle speed in shallow water and ceasing vessel movement upon discovery of a species within 50-feet. Education of possible dangers for the marine species also entails a significant part of the strategies to limit or avoid the potential impacts. For reference, Appendix I contains the recommended construction measures provided by FWS for avoiding impacts to West Indian manatee and Appendix J contains the NMFS recommendations for observing sea turtle and smalltooth sawfish.

Erosion Concerns on Carrot Island

The project’s potential to increase erosion patterns on the eastern tip of Carrot Island also registers as a significant concern to Carteret County and multiple stakeholders. Figure 7 shows the area of concern adjacent to East Taylor’s Creek along the tip of Carrot Island. During coordination efforts, comments received from the Rachel Carson Reserve and DCM staff indicated erosion patterns on Carrot Island have fluctuated over time. Carteret County has not identified or investigated if the entrance alignment contributes significantly to the erosion magnitude. However, repositioning the channel entrance has not eliminated the potential for erosion impacts along the island shoreline. The site remains exposed to increased wave energy and incurred significant impacts during Hurricane Florence in fall 2018. During the hurricane, the channel alignment faced in a northwest direction and avoided traversing near the island tip. Although the impacts resulted from a major storm event and do not reflect typical sediment transport patterns, they show the importance and vulnerability of the island shoreline and upland habitat. Figure 8 shows the impacts resulting from Hurricane Florence.

Shoreline Area of Concern

Preferred Maintenance Alignment

Figure 7. Carrot Island Shoreline Area of Concern for Potential Erosion Impacts

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 9 of 10

Photograph provided by Niels Lindquist

Figure 8(a). Southwest View of Fallen Trees Observed After Hurricane Florence (Carrot Island)

Photograph provided by Niels Lindquist

Figure 8(b). Northwest View of Fallen Trees Observed After Hurricane Florence (Carrot Island)

To help address the erosion concern, the preferred alignment extends in a generally due east orientation exiting East Taylor’s Creek for approximately 1,200 feet. The eastward extension surpasses the historical extents of the alignments maintained by the USACE from 2003 to 2015 and closely mimics the initial 1,200-ft of the current alignment. The preferred alignment then bends south to capture the tidal velocities traversing through Beaufort Inlet. The approximate 1,200-ft extension encapsulates an existing shoal with a governing depth above (higher) -2-ft MLLW. The shoal material should continue to provide the same level of protection as currently offered against the tidal velocities traveling through East Taylor’s Creek The protection provided will not prevent erosion along Carrot Island, but should not facilitate additional erosion actions beyond the historical trend. Studies conducted by the Division of Coastal Management (DCM) indicate the erosion patterns observed between 1993 and 2014 averaged approximately -2.5 feet per year along the east end of Carrot Island. The maximum shoreline recession measured from the DCM study registers approximately -5.5 feet per year over the 21-year period1.

1 Richardson, K., 2016. Bird Shoal & Rachel Carson Shoreline Change. North Carolina Division of Coastal Management. Power Point Presentation. 17-May-2016.

Carteret County Shallow Draft Navigation Waterways East Taylor’s Creek Project Narrative Page 10 of 10 Summary

Carteret County intends to maintenance dredge East Taylor’s Creek in efforts to re-establish a southwest facing entrance alignment and help facilitate tidal flushing for increased channel longevity. The proposed alignment will maintain a consistent depth as the interior of Taylor’s Creek, but represents a greater (deeper) depth than previously maintained for the entrance of East Taylor’s Creek. The USACE has historically maintained the interior of Taylor’s Creek at -12-ft MLLW, while maintaining the channel entrance at East Taylor’s Creek at -7-ft MLLW.

Records provided by the USACE indicate three (3) separate channel alignments have formed for the channel entrance since 2003. The most stable alignment seems to exit East Taylor’s Creek in a southwest direction, which aligns well with Beaufort Inlet. Records indicate the USACE maintained this southwest alignment from 2003 until approximately 2013. Since 2013, the channel alignment has shifted through a southeast alignment and currently resides in a northeast configuration. Carteret County’s proposed project will restore the southwest alignment for East Taylor’s Creek and equalize the maintained depth from the interior of Taylor’s Creek.

The maintenance event will remove approximately 35,600 CY of material from the channel footprint. A clamshell dredge or excavator will remove the material for placement in a nearby upland property. Water based barges will transport the material to an off-loading site at 2452 Lennoxville Road. Dump trucks, or other hauling equipment, will transport the material to an approximate 2-acre stockpile site at 2525 Lennoxville Road. The timing and / or volume of truck traffic intended to help with transporting the material remains optional based on conditions observed at the time of construction.

In efforts to reduce the potential for environmental impacts, Carteret County sponsored an SAV survey and did not identify any submerged vegetation. Carteret County also limited the construction activities to daytime hours between November 16th and March 31st. Limiting the construction timeframe to the cooler winter months will reduce the injury risk to migrating species such as West Indian manatee, and juvenile fish species. Scheduling the work in the winter months will also reduce the risk of injuring or harassing sea turtles, which generally show a greater presence density in the summer months.

Carteret County also selected a preferred alignment positioned away from Carrot Island to minimize the potential of increased erosion forces. The preferred alignment extends east of Carrot Island approximately 1,200 feet and nearly matches the eastward extension of the current alignment. The preferred alignment bends to the southwest after achieving the approximate 1,200-ft eastward extension and circumvents a subtidal shoal with a controlling depth of -2-ft MLLW. The chosen path should not stop or prevent erosion along the eastern tip of Carrot Island; however, visual observation suggest the alignment should not create additional or increased erosion either.

Tab E East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Permit Drawings

EAST TAYLOR'S CREEK CARTERET COUNTY MAINTENANCE DREDGING NAVIGATION PROJECT

MLW MOFFATT & NICHOL AUGUST 2019 4 0+00

5+00

10+00

15+00

20+00

25+00

28+00

EAST TAYLOR'S CREEK CARTERET COUNTY MAINTENANCE DREDGING NAVIGATION PROJECT

MLW MOFFATT & NICHOL AUGUST 2019 4 0+00

5+00

10+00

15+00

20+00

25+00

28+00

EAST TAYLOR'S CREEK CARTERET COUNTY MAINTENANCE DREDGING NAVIGATION PROJECT

MLW MOFFATT & NICHOL AUGUST 2019 4 EAST TAYLOR'S CREEK CARTERET COUNTY MAINTENANCE DREDGING NAVIGATION PROJECT

MLW MOFFATT & NICHOL AUGUST 2019 4

Tab F East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application 1935 USACE Authorization for Taylor’s Creek

721) CONGRIESS a hUSE1OF' RPRESENTATIVES Docu-mENTD 2d Se88ion ) _ No. 485

CRANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., AND C11ANNElL FROM CORE SOUND TO OCRACOKE INLE'T, N. C.

LETTER

FROM THE SECRETARY OF WAR

THANSMITTINO REPORT FROM THE CHIEF OF ENGINEERS ON PRELIMINARY EXAMINATION AND SURVEY OF "CHANNEL FROM PAMLICO SOUND NEAR, THE MOUTH OF NEUSE RIVER TO BEAUFORT, N. C., BY WAY OF SWAN POINT, CEDAR ILAI&D BAY, THOROUGH- FARE CUT, THOROUGHFARE BAY, CORE SOUND, TOUOHING AT ATLANTIC WHARVES, AND TO RUK THROUGH MILL. POINT SHOAL BY SEALEVEL, ACROSS TO PINEY POINT, AND TOUCRING THE WHARVES OF THE VARIOUS COMMUNITIES THROUGH THE STRAITS AND TAYLORS CREEK CUT, WITH A VIEW TO S9CURING A DEPTH OF 7 REET WITH SUITABLE WIDTH," AND OF "CHAN- NEL FROM CORE SOUND TO OCRACOICE INLET, N. C., BY WAY OF WAINWRIGHIT CHANNEL, OlR OTHER INSIDE PASSAGE"

I)F.cu,rmllu 5, 19)32. --Referred to theo Comimittee oil Rivers andhtfarborn and ordloe(r to h prilnte(, wvith illustration.

WAnt 1)EPATIM INT, WIashington, December 6, 19,32. Tho SPEAKFIR OF T1113 ITOhUS OF REPLIES NNTATIY ES, D)EAl MR. SPEAKElR: I nm transmittilng herewith a report dated October 10, 1932, from the C'hiof of Engineers, United States Airmy, on preliminary examination anf(l survey of channel from Ptnalico Sound to 13caufort, N. C., afnd chlantinel fioni Core Sound to Ocracoke Inlet, N. C., authorized by the river anld harbor act of July 3, 1930, together wVith acoInmpanyiIg papers and illustration. Sincerely youlrs, PATICIcK J. TIUIMLEY, 14OS0-11, I)oc. 485, 72-2--1 Secretary of WIor. 2 CHANNEL. 1rOM PAMLJICO SOUND To BElAIJAFOll', N. C., ETO. WVAIn DE1)PARTA-IENT OFFIC1Q oF rilrEF CmniEiF OF ENGINEIBIRS, 7(tszhinigton, October 10, 1932. Subject: Prelilinlary xamination and survey of channel from Pamlico Sound to Beauifort, N. C., and channel from Core Soniii(d to Ocracoke Inlet, N. C. To: The Secretatry of Wnr. 1. I subIInit for transmission to Congress, my report with accoim- panying papers and illustration, on preliminary examination andl survey, authorize(l by the river and harbor act of July 3, 1930, of "Channel from Pamlico Sound near the mouth of Neuse River to Beaufort, N. C., by way of Swan Point, Cedar Island Bay, Thorouigh- fare Cut, Thoroughfare Bay, Core Sound, touching at Atlantic Wharves, and to run through Mill Point Shoal by Sealevel, across to Piney Point, and touching the wharves of the various communities through the straits and Taylors Creek Cut, with a view to securing a depth of 7 feet with suitable width," and of "Channel from Coro Sound to Ocracoke Inlet, N. C., by way of Wainwright Channel, or other inside passage. " 2. Pamlico Sound is an extensive body of shoal water on the eastern coast of North Carolina, separated from tho ocean by a narrow bar- rier beach. Core Sound extends from the southerly end of Pamlico Sound about 30 miles in a southwesterly direction, between a con- tinuation of the barrier beach and the malinland, and connects through various protected channels with Beaufort Harbor and Beaufort Inlet. Except for a few shoals, the available 1e1pth through Core Sound is 7 feet, but the entrance from Pamlico Sound is ob- structed by shifting shoals, A deep tidal gut, known as Wainwright Channel or Sle, extends into the entrance, but is separated from the chatnrnel in CorO Sound by a Wi(le bar. Under an existing project, a channel 150 feet wide and(1 5 feet deep is afforded from Pamnlico Sound to the uppber part of Core Soun3 l through Cedar Island Bay, an arm of Pamlico Sound; Thoroughfare Cut, a narrow )assngae b)othVeen low lying islands; Iand T'horoughfare Bay, an arII of Ceoi Sound. T1hio cost of this channel for new work has 1)eenI $9,000. Little main- tenance is required. Swan Point separates Cedar Island Bay from the mouth of Neuse River. Connection between Beaufort Harb;or and the channels leading into Core Sound fromt the south is provided by the project designated as the waterway connecting Coro Sound an(l Beutlfort Hiarbor. Under this pro ect a channel 7 foot sleepp and 75 feet wide is afforded from theeon of the Beaufort Harbor Channel through a narrow tidal estuary known as Tpaylors; Crook to North River, whence a natural channel, named Tfie Straits, exten(ls to Core Sound, The cost of thiis channel for new wvork has been $47,000. The cost of maintenance has averaged somewhat more than $2,000 a year. A number of small communities on Core Sound, including Atlantic and Sealevel, are separated from the deeper water of the sound by shoal water. The authorization for the examination and survey conteml)lates at channel alignment that will best serve these localities. 3. Ojcracoke Inlet is the southerly inlet from the ocean into IPamhfico SouindJ through the barrier beach, and is about 12 miles from the entrance to Core Sound. A depth of from 5 to 7 feet is usually avail- able in one or more of the shifting channels through the fan shaped CHANNEL FROM PAMLICO SOUND TO BEAUFO'RT) N. C,) ETO. 3 shoal in Pamlico Sound inside the entrance. The present navigation difficulties in the water route between Ocracoke Inlet and Core Sound appear to be at the entrance to the latter, where shifting bars have slhoaled the channel formerly in use. Tp1e survey of the channel from Core Sound to Ocracoke Inlet is therefore considered in connection with the survey of the channel between Pamilico Sound to Beaufort by way of Core Sound. 4. The improvement desiredd by local interests under the two items of survey is a channel 7 feet deep and 100 feet wide with side channels of the same size to the wharves at Atlantic, Sealevel, and Davis Shore. They prefer a channel by way of Wainwright Slue rather than via Thoroughfare Cut and this route is also satisfactory to the interests at Ocracoke Inlet. 5. Commerce through Core Sound is and will be limited to local traffic, since through traffic, including all that from points on Pamlico sound north and west of the mouth of the Neuse River, is already better accommodated by the shorter and well protected channel of the part of the Inland Waterway from Norfolk to Beaufort which extends from the Ncuse River to Beaufort Harbor, and is 12 feet deep and not less than 90 feet wide. The commerce on an improved channel through Core Sound will be that of the small communities on the Sound, land on Ocracoke Inlet, together with that from the local timber resources and fishing industry. The settlements on Core Sound are reported to have an aggregate population of about 4,500. The population of the settlements at Ocracoke Inlet is reported at about 780. Trhe commerce orw Core Sound in 1931 (excluding comi- merce on Taylors Creek which already has a 7-foot channel) is re- l)orted at about 14,500 tons of which less than 2,000 tons passed through Wainwright Sine and somewhat over 3,000 tons through the Thoroughfare Channel. The commerce consists principally of marine sea food, fertilizer, oyster shells, and coal. r1ThO (district engineer states that with an improved clhnInel, an additional comimereo of about 10,000 tons of lumber, 2,000 tons of farm l)ro(lucts, and 2,000 tons of sea-food Plroducts is to 1)O anticipated. 6. The district engineer presents estimates of alternatelf lans of improvement and recommends a channel 75 feet wi(le and 7 feet (11op from the end of the existing project in Taylois Creek through Core Sound to Pamlnico Sound, via Wainwriglht S aie, an estimated cost of $41,400 with $6,000.annually for mniantenance. The annual sav- inigs in translportation cost through the improvement proposed are estimated by the district engineer at somewhat more than $20,000 p)er annum1. T1he estimated cost of branch channels of the same (limensions to the towns of Davis, Sealevel, and Atlantics, is with maintenance at the rate of $1,500 por annum. The $131100,divisionn engineer concurs with the district engineer in recommending the through channel, via Wainwright Slue, the branch channels leading to the villages and communities to b1 provided by local interests as the needs therefor arise, 7. These reports have been referred, in accordance with law, to the Board of Engineers for Rivers and Harbors. Attention is invited to its report herewith, agreeing with the division engineer. 8. After due consideration of these reports, I concur with the views of the board. The improvement recommended is considered neces- sary for the safe and convenient navigation of the commerce at the 4 OHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. 0., EITC. locality, and the benefits justify the cost. As far as the through channel recommended is concerned, these benefits are considered essentially general in character. Branch channels to reach the villages and communities in the waterway are essentially for local benefit and should be provided by local interests as required to meet their needs. For simplification of administration, it is desirable that the project for inmprovement include and suipersede the existing project designated as the waterway connecting Core Sound and Beaufort Harbor. I therefore report that the project for a channel from Pamlico Sound through Core Sound and to Beaufort Harbor, N. C., is advisable to providee a depth of 7 feet and a width of 75 feet via Wainwright Chanilel, ait an estimated cost of $41,400, with $6,000 annually for maintenance in addition to that required for the existing project for waterway connecting Coro Sound and Beaufort Horbor. The adop- tion of the project as recommended should not be construed1 as an abandonment of the existing project for channel connecting Thorough- fare( Bay with Cedar B3ay, N. C. LYTLE Bn40wN, Major General, Chief of Engineers.

REPORT OF TlE 130ARD OF ENGINEERS FOR RIVERS AND HARBORS SYLLABUS The Board of Engineers for rivers and Harbors colncrs with thel division engineer in recon1ilending extension of the waterway connecting Core Sound and Bneaufort Harbor, N. C., through Core Sound and Wainwright Channel to Panmlico Sound(, 7 feet deel) and 75 feet wide, at an estimated cost of $41,400, Nvith s-6,ooo annually for maintenance. [Second Incdorsement) IBOARD OF ENGINEERS FO11 IVERS AND IIARBIORS, Washinrlton, D. C., September 7, 193V?. To The Ciimi.F o1m' EJNGINEIERS, UNITED SrmIAwri AnMY: 1. The following is in review of the reports Onl preliminary examinaft- tion an(l survey authorized by the river an(l harbor act of July 3, 1930, of "Channel from Pamlico Sound near the mouth of Noeuse liver, to Beautfort, N. C., by way of Swan Point, Cedar Island Bay, tniorouigihfaro Cut, Thorouighfare Bay, Core Sound, teaching at Atluntic wXhartves, n1ld to run through Mfill Point Shoal by Soaleovl, Across to P1incy Point, and toluhing the wharves of the various com- iminities through the Straits and 'I aylor Creok Cut, with a view to securing a depth of 7 feet with suiitable width," and of "Channel froIn Core Sound to Ocracoke Inlet, N. C., by way of Wainwright Channel, or other inside passagt.' 2. An existing project provides for a waterway 7 feet deep, 75 feet wi(lo, and( about 2)" miles long, extending from Beaufort Harbor to Coro Souind ly way of Taylors Creek. Another project provides for it chiniel 50 feet wide, 5 feet deep, and about 1 Y miles long, connecting 1,o10rolighfar'e Bay, an arm of Core Sound, with Cedar Bay, an armn of Painlico Sound, by way of Thorouighfaro Cut. These improve- inents have been completed at a total cost to June 30, 1931, of about $57,000 for now work and $42,000 for maintenance. Other than indicated above, there is no project for a waterway between Core O:E1ANNEL FROM PAMLICO SO)UND) TO BEAUFORT1 N.T,( ETC. 5 Sound and Pamlico Sound, nor for a channel from Core Sound to Ocracoke Inlet. Core Sound extends from Pamlico Sound to Back Sound, near Cape Lookout, and about 8 miles east of Beaufort, N. C. It is about 30 miles long, and averages about 2 miles in width. The controlling depths through the sound are 7 foot northeast of Thor- ouighfare Bay, and 4.5 feet southwest of that point. There are two connecting channels between Core Sound and Pamlico Sound, one by way of Wainwright Channel or Slue, with a controlling depth of 2.3 feet, and the other through Harbor Island Bar Channel, with a controlling depth of 4.6 feet. Ocracoke Inlet connects the Atlantic Ocean with Pamlico Sound at a point about 11 miles by direct line east of the northerly end of Core Sound. 3. Local interests desire a channel 7 feet deep and 100 feet wide from Pamlico Sound to Beaufort, with side channels of the same dimensions extending to the wharves at Atlantic, Sealevel, and Davis Shore. They prefer that the channel follow the route between Core Sound and Pamlico Sound by way of Wainwright Slue, rather than by way of Thoroughfare Cut. Those interested in the waterway from Core 'Sound to Ocr.,coke Inlet state that a channel via Wain- wright Slue will be satisfactory to them. 4. The reports of the district and division engineers herewith con- tain more detailed information concerning existing conditions, present navigation facilities, and the advisability of improvementt. The reporting officers recommend that the existing waterway connecting Beaufort Harbor and Coro Sound be extended with the same dimen- sions (7 foot deep and 75 feet wide) through Core Sound an(l via Wainwright Slue to Pamlico Sound, at an estimated cost of $41,400, with $6,000 annually for maintenance. They concur in the opinion that channels leading, to the various villages and communities along the waterway should be provided by local interests as the nee(ls therefore arise. They- (lo not recommend the abandonment of the existing channel by way of Thoroughfare Cut, since this channel affords a shorter andmore direct route from Core Souiii4 to points on Neusoe River and on the Inland Wanterway north of Noeuso River. 5. With respect to the propose(l waterway from Core ESound to Ocracoke Inlet, the division engineer issued a public notice stating that his report was unfavorable to the improvement of this channel, as it leads to no ports and connects with no deel) channels, anl that the i'Mprovement of a' channel through XVainwright Slue, would 1)e covered iII a selnrate, report. Interestel l)arties were adlviseol of their privilege of appeal to the boar(l, but no communications have been received. 6. Fishing and agriculture are the l)rincipal indtlstries of the area tributary to Core Sound, and there is a considerable supply of timber adjacent to the waterway. .In 1931 the commerce moving between Bleaufort an(d Pamlico Sound amounted to about 14,000 tons2 includ- ihg that through Thorouighlfare Cut, arid that through Wainwright Slue. The l)rincipal commodities 'Were fish, oysters, fertilizer, and vegetables. The district engineer states that the l)roposed improve-. ment will result in the (levelol)pnent of additional coninmerce, to the extent of about 14,000 tons, including timber, sea food, and farm products. HIe estimates the prospective saving on the existing and additional commerce to be about $21,000 per annmm. His estimates of cost indicate that a channel through Wainwright Slue will be less 6 OHANNEL FROM PAMLICO SOUND TO BRIAUFORT, N, 0,. ETC. difficult and less costly to maintain than one through Harbor Island Bar, and he states that the former will provide a more direct route to Portsmouth and Ocracoke, both of which are located in the vicinity of Ocracoke Inlet. 7. While the district engineer's estimate of prospective savings appears to be somewhat optimistic, the board is of the opinion that the general benefits resulting from the improved navigation facilities afforded by the proposed work will be commensurate with the cost. It therefore concurs with the division engineer and recommends ex- tension of the existing waterway connecting Core Sound and Beau- fort harbor, N. C., by the provision of a channel 7 feet deep and 75 feet wide, through Core Sound and Wainwright Channel to Pamlico Sound, at an estimated cost of $41,400, with $6,000 annually for maintenance. 8. In compliance with law, the board reports that there are no questions of terminal facilities, water power, or other subjects so related to the project proposed that they may be coordinated there- with to lessen the cost and compensate the Government for expendi- tures made in the interests of navigation. For the hoard: W. J. BARDEN, Oolonel, Corps of EIqiveers, Senior AMember.

REPORT OF TIHE DIVISION ENGINEER WAit DIWPARTMIENT, OFFICEI OF TIHE I)iVISION ENG:INEE11R, SOUTm A'TIAN~'rl DIVISION, Noijole, Va., June 8, 1931. Subject: Preliminary examination of channel froIm Pamlico Sound to Beaufort, N. C., via 'Thorouighfare Cut, Core Sound annd Traylors Creek Clut To: Tlhe Chief of Engineers, United States Army. 1. The following is a report on preliminary examination authorized by the river and harbor not approved July 3, 1930, of C' Channel from PanIlico Sound near the mouth of Neuse' River to B3eaufort, N. C., by way of Swan Point, Cedar Island Bay, Thorouglhfare Cut, Thor- ouiglhfare Bay, Core Sound, touching at Atlantic wharves and to run through Mill Point Shoal by Sealevel, across to Piney Point and touching the wharves of the various communities through the Straits and 'IT'aylors Croek Cut, with a view to securing a depth of 7 foot with suital)le Wi(lth.") 2, Core Sound is separately from the Atlantic Ocean by a narrow beach barrier an(l extends from1 the southern l)art of Panmlico Sound to Bacek Sound, near Cape Lookout, andl about 8 miles east of Beia- fort, N. C. Cedar Island Bay lies about 6 miles to the nolrthwvest of the upper end of Core Sound and is connected with Core Sound about 7 miles southwest of its upper end by Thoroughfare Cut and Thorollghfare Bay. Cedar Island I3ay averages about 5 miles in width and has a 'navigable channel about 10 feet deep through the greater part of its length, the controlling depth being 7 feet. There is a channel 50 feet wide and 5 feet deep through Thoroughfare Cut. CIIANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. 7 The (depth in Thoroughfare 1Bay varies from 5 feet to 9 feet, and the width from 1,000 feet to about 8,000 feet. Core Sound averages about 2 miles in width, and is about 30 iniles long. It has a channel of about 7-foot controlling depth from Thoroughfare Bay to Painlico Sound, except at the northern end, where the controlling depth is 5 feet through Wainwright Channel. Harbor Island Bar Channel was formerly used at this place, but the channel has now shoaled to 3 feet. There is a tortous channel in Core Sound south of Thorough- fare Bay having a controlling depth of 5 feet. The suggested route leaves Core Sound near its southerly end and passes through the Straits and Taylors Creek Cut to Beaufort. The controlling depth from Core Sound to Beaufort is 6.3 feet. There are no lunar tides in Cedar Island B3ay, Thoroughfare Bay or the northern portion of Core Sound. The mean tidal range at Beaufort is 2% feet, and this grad- ually diminishes to zero toward the upper end of Core Sound. Or- dinarily, storms in Core Sound cause a variation of 1 foot above or below mean stages, and this is increased to as imuch as 3 feet during severe storms. There are no bridges crossing any portion of the suggested route. A bridge having a draw span of 40 feet horizontal clearance, across the route between iHarkers Island and Lenoxville hns been authorized by the department. There are no substantial terminal facilities aionl the suggested waterway, but at several com- inuinities along Core Sound there are privately owned small timber wharves. 3. A hard-surface highway connecting Beaufort with the State hiighway system extends along the northern side of Core Sound as far as Atlantic, touICing practically all the smaller communities, 30eauifort is the terminus of the Noirfolk Southern Railroad nn(1 the nearest rail point. It is also the terminus of the Norfolk, Baltimore & Carolina Boat Line, ol)crating triweckly service to Norfolk by the Inland Waterway. ThJij waterway, With (1ePth of 12 feet, passes from Painlico Sound into Neuse River about 18 miles to the northwest of the head of Core Sound and, after continuing uip Nouse River for about 15 miles, turns south to I3eaufort through Adams Creek, a land cut, and Newport River. 4. A total of $50,000 was expended from 1836 to 1838 under a 1)roject for a channel from Beaufort Harbor to Pamlico Sound and for improving New River. There is an existing project for a channel 75,feet wide and 7 feet deep from Beaufort to Core Sound, via Taylors Creek, and a project for at channel 5 feet deep and 50 feet wide through Thoroughfare Cut. No other parts of the suggested waterway are under improvement by the United States, and no favorable reports hiave been made. 5. Local interests stated at the public hearing' held at Beaufort, N. C., on September 10, 1930, that a depth of 7 feet and a width of 100 feet were desired throughout the proposed waterway, With side channels of the same dimensions connecting the wharves at Atlantic, Sealevel, and Davis. At a subsequent conference, these local interests stated that a 7-foot channel through Wainwrigh1t Slue, at the northern end of Core SOUnd in lieU Of the channel through ThOrOUgh- fare Cut, would be satisfactory. No offer of local cooperation was niade, 6. There are a number of settlements along Core Sound. The poplulations of the more important ones are: Atlantic, 900; Davis, 800; 8 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. 3ealevel, 500; Stacy, 500; Marshallberg and Straits combined, 1,500; Harkers Island, 1,200. Ninety per cent of the male population are fishermen. Fishing is the principal industry, though some agricul- tural products are produced and there is a considerable supply of timber adjacent to the waterway. The commerce for 1930 through Core Sound and Thoroughfare Cut amounted to 14,486 tons and consisted mainly of sea foods, with small amounts of agricultural products, fertilizer, and timber. 7. The district engineer states that the principal savings that might result from the suggested improvement would be due to the use of larger and more economical boats. He states that the suggested im- provement. Would provide an inside route for all sea-food products caught in the vicinity of Ocracoke and Portsmouth to the various factories along Taylors Creek and to the markets at Beaufort and Morehead City, and would; permit oyster " buy " boats to enter Core Sound. He believes that if the improvement was made, there would be an increase of from 10 to 20 per cent in the item of sea foods and that the increase in timber would be- considerable. He states that the eeslVishment of a boat line should secure about 60 to 70 per cent of the sweetpotato and fertilizer shipments. He estimates an in- creased commerce of 36,000 tons of timber, 3,600 tons of sweetpotatoes, 540 tons of Irish potatoes, and 240 tons of fertilizer, a total of 40,380 tons. He states. that there would be a saving of 25 cents per ton on the timber and $1 per ton on sweetpotatoes, frish potatoes, and ferti- lizer, and that the total saving, including a saving of $1 per ton on the existing commerce, would amount to about $27,000. The district engineer believes that in the event of the improvement, local interests should be required to pay the cost of the side channels to Davis, Sealevel, and Atlantic, and to provide suitable terminal facilities. He believes that the cost of the suggested improvement would not be unreasonably large and that the savings to be expected would be sufficient to justify the cost. He recommends a survey. 8. The division engineer concurs, in general, with the views and conclusions of the district engineer and recommends a survey from Beaufort to Pamlico Sound via Thoroughfare Cut. 9. There are no questions of terminal facilities, water power, or other related subjects which could be coordinated with the suggested improvement in such manner as to lessen the cost for the United States. 10. The report of the district engineer, dated May 15, 1931, is inclosed. H. B. FERGUSON, Colonel, Corps of Engineers, Divnswon Engineer. (Second Indorsement] BOARD OF ENGINEERS FOR RIVERS AND HARBORS, Washington, D. C., July 21, 1981. The CHIEF OF ENGINEERS, UNITED STATES ARMY: 1. While not convinced of the- value of the improvement from a Federal standpoint, the board concurs with the division engineer in recommending a survey to determine the advisability and cost of improvement. A more detailed statement of prospective commerce CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C.; ETC. 9 and savings should be included. Careful consideration should be given to the amount and extent of local cooperation to be required. For the board: HERBERT DEAKYNE, Colonel, Corp8 of Engineers, Senior Member.

REPORT OF THE DISTRICT ENGINEER SYLLABUS The district engineer believes that the present and prospective- commerce are sufficient to' justify the cost of construction of the desired improvements. He therefore recommends that a survey be authorized. WAR DEPARTMENT, UNITED STATES ENGINEER OFFICE, Wilmington,N. C., May 15, 1981. Subject: Preliminary examination report on "Channel from Pamlico Sound to Beaufort, N. C., via Thoroughfare Cut, Core Sound, and Taylorg Creek Cut." To: The Division Engineer, South Atlantic Dinision, Norfolk, Va. 1. Authority.-This report is submitted in compliance with depart- ment letter dated July 15, 193O; and pursuaiit to provision 'in the rive- and harbor act approved July 3, 1930, which directs an- examination of a " Channel from Pamlico Sound near the miouth of Neuse River to Beaufort, N. C., by way of Swan Point, Cedar Island Bay, Thorough- fere Cut, Thoroughfare Bay, Core Sound, touching at Atlantic wharves and to run through Mill P6int Shoal by SOalevel, across to Piney Point and touching the wharves of the various communities through the Straits and Taylors dreek Cut with a view of securing a depth of 7 feet with suitable width." 2. Location and description.-Cedar Island Bay is on the south side of Pamlico Sound about 6 miles west of the peninsula at the junction of Pamlico and C(Ore Sounds and Thoroughfare BaY is on the west side of Core Sound about 6 miles southwest of the same peninsula. The heads of these two bays are connected by Thoroughfare Cut. Core Sound extends in a southwesterly direction from the south side of Pamlico Sound to Back Sound. It is about 30 miles long and about 2X miles wide, and is separated from the Atlantic Ocean by Core Banks, a narrow strip of sandy beach. The Sfraits leave Core Sound near its south end and passes between Harkers Island and the main land. Taylors Creek Cut extends from a point near the western end of the straits to Beaufort Harbor. (See U. S. Coast and Geo- detic Survey Chart No. 1233.) The approximate distances are as follows: Painlico Sound, through Cedar Island Bay, to Thoroughfare Cut, 8.5 miles; through Thoroughfare Cut, 1.5 miles; from Thorough- fare Cut, through Thoroughfare Bay, to Core Sound 4.1 -miles; from this point in Core Sound to the straits 18.5 miles; through the straits and to the eastern end of Taylors 6reek Cut, 6.2 miles; through Taylors Cut to Beaufort 2.7 miles; making the total length approxi- mately 41.5 miles. The controlling mean low water depths are as follows: Cedar Island Bay, 7 feet; Thoroughfare Cut, Thoroughfare Bay, Core Sound and the Straits 5 feet and Taylors Creek Cut, 6.3 -10 OHANNEL FROM PAMLCITO SOUND TO BEAUFORTI N. C., ETC. feet. There is no lunar tide in Cedar Island Bay, Thoroughfare Bay, or the northern portion of Core Sound, variations in the level of the water surface being due entirely to the action of the winds. Ordinary storms cause a variation. of 1 foot above or below mean stages, while severe storms may cause a variation of as much as 3 feet. The average rise and fall at Beaufort, due to lunar tides, is about 2% feet, which gradually diminishes in Core Sound as the distance from Beaufort~increases. On the mainland along Core Sound and the Straits there are a number of small communities with aggregate population of about 4,499 divided as follows: Atlantic, 685; Sealevel, 466; Stacy, 610; Davis, 525; Williston, 275; 'Srna, 447; Marshallberg, 533; and Straits, 929. Harkers Island at the western end of the sound has a population of 854. A hard-surfaced highway, 'connecting at Beaufort with the State system of roads, extends along the north side of Core Sound as far as Atlantic, touching practically all the smaller communities. Beaufort is the terminus of the Norfolk Southern Railroad and the nearest rail point. It is also the terminus of the Norfolk, Baltimore & Caro- lina Boat Line, operating triweekly service to Norfolk, with direct connections for points beyond. 3. Previous reporM8,-There has been no previous report made on the improvement proposed as a whole. -The "Channel connecting Thoroughfare Bay with Cedar Bay, N. C.," locally known as Thoroughfare Cut, has been under improve- ,ment by the Federal Government since 1919. The existing project provides for a channel 50 feet wide and 5 feet deep at mean low water. (See Annual Report of Chief of Engineers for 1930, p. 630, and l-I. Doc. No. 1125, 63d Cong., 2d sess.) An examination of Core Sound was made in 1837. There are no House documents or annual reports on file in this office containing a report on this examination. Volume 1 of Index to the Reports of the Chief of Engineers, United States; Army, page 483 (under New River, N. C.) shows that a total of $50 000 was appropriated in 1836, 1837, and 1838, for opening a passage /rom Beaufort Harbor to Pamn- lico Sound and for improving New River. A preliminary examination of Core Sound was also made in 18915; and the report was unfavorable. (See H. Doc, No. 333, 53d Cong.,.3d sess.) The "Waterway connecting Core Sound and Beaufort Harbor, N. C.," locally known as Taylors Creek, has been under improvement by the Federal Government since 1913. The present project provides for a channel 75 feet wide and 7 feet deep at mean low water, (See Annual Report of Chief of Engineers for 1930, p. 635, and H. Doc; No. 88, 67th Cong., 1st sess.) The river and harbor act of July 3, 1930, provides for a reexamination of this waterway. 4. EJxsting project.-There is no existing project providing for the improvement of a channel from. Pamlico Sound to Beaufort, N. C., by way of Core Sound as a whole. Existing projects covering portions of this route are given under previous projects. 5. Bridges.-There are no bridges crossing any portion of the proposed route. A permit has been issued for the construction of a bridge between Harkers Island and Lennoxville having a center bear- ing draw span with 40 feet clear opening on either side. Table: [No Caption]

Table: [No Caption]

CHANNEL FROM PAMLICO SOUND TO BEAUFORT) N. O., ETC. 11 6. Present commerce.-The following table shows the 1930 commer- cial statistics for the route through Core Sound and Thoroughfare Cut, all commerce being carried by gas and sail boats drawing from 3 to 5 feet:

Eastbound Westbound Total

Tons Value Tons Value Tons Value

Animals and animal products------1,300 $30, 800 10,397 $699, 223 11,757 $736, 023 Vegetable food products--.-.-.-. 381 91,020 225 0,7 000 97 770 Nonmetallic minerals--..-----.- 1, 273 31, 219 .. ---- 1,273 31,219 Wood and paper-. 486 3,832 --- 48 3,832 Unclassilled ------304--3,800------...... ^ 3",, a 88 0 ...... 8,... 304 3,8800 Total.-.--..------.--....--3,884- 10,"731 10,622 705,973 14,488 872,704 7. Prospective commerce.-If the improvement were made, it is believed that there would be an increase of from 10 to 20 per cent in the items of fish and oysters and a considerable increase. in the move- ment of timber. The establishment of a boat line should'secure about 60 to 70 per cent of the sweetpotato and fertilizer shipments. A fair estimate of the increase in commerce is believed to be as follows: Tons Timber- 36,000 Sweetpotatoes-3, 600 Irish potatoes-- 640 Fertilizer-240 Total-40,380 8. Terminalfacilities.-There are no substantial terminal facilities but at several communities along Core Sound, small timber wharves, privately owned, are used for small craft. If a channel is improved through Core Sound and side channels constructed to these com- munities, an adequate terminal should be built at each. 9. Speci4d subjects.-There are no questions of flood control, water power, or other subjects, so related to the proposed improvement that may be coordinated therewith to lessen the cost and compensate the Government for the expenditure made in the interest of navigation. 10. Map8,-A tracing fromUnitedStates coast charts scale 1: 80,000 accompanies this report. This map1 covers all of the adjacent terri- tory and therefore contains no vicinity sketch. 11. Improvement desired.-A public hearing was held at Beaufort, N. C., on September 10, 1930, which was attended by 45 persons representing local interests at New Bern, Beaufort Atlantic, Davis, Morehead City, Portsmouth, Stacy, Sealevel, and Harkers Island, N. C. At this hearing local interests stated that they desired the present channel connecting Thoroughfare Bay with Cedar Bay N. C., deepened to 7 feet; also channels of the same depth dredged through the shoals at Piney Point, Bells Point, Harkers Point, and such other places as may be found where this depth is not available so as to make a continuous 7-foot channel; and also, cuts from the 7-foot contour to the wharves at Atlantic, Sealevel, and Davis. Not printed.

9.869604064

460406968.9 Table: [No Caption]

12 CHANNEL FROM PAMLICO SOUND TO BEAVFORTX,N. .,(.tO. The width of channel desired is 100 feet. It was stated that the population of Atlantic is 900, Davis, 800, Sealevel, 500, Stacy, 500, IAarshallberg and Straits combined 1,500, Harkers Island, 1,200, and that 90 per cent of the male population are fishermen. At a subsequent conference with these local interests it was stated that deepening of Thoroughfare Cut was not necessary but that a continuous 7-foot channel through Core Sound connecting with a 7-foot channel dredged through Wainwright Slough into Pamlico Sound would serve the present and prospective commerce. Local interests also desired side channels of 7-foot depth constructed into Davis, Sealevel, and Atlantic. They stated that they were unable to contribute to the cost of construction of the side channels. 12. General and special subjects.-Local interests did not submit an estimate of the savings that were expected as a result of the improvement. The principal savings expected are due to the use of larger and more economical boats. The improvement of the 6hiannel through Core Sound and Thor- oughfare Cut would provide a continuous 7-foot channel from Ocracoke and Portsmoll'h for-the transportation of all sea-food products caught in that area to the fish factories along Taylors Creek and to the markets at Beaufort and Morehead City. It would also permit oyster "buy" boats to come into Core Sound. It is believed that a fair estimate of the savings to be expected as a result of the improvement is as- follows: Timber, 36,000 tons, at 25 cents------$9, 000 Sweetpotatoes, 3,600 tons, at $1-3, 600 Irish )otatoes, 540 tons, at $1-540 Fertilizer, 240 tons, at $1-240 Total.-13,380 With an estimated savings of $1 per ton on present commerce of 14,486 tons, the total savings would be approximately $27,000. 13. Local cooperation.-As the benefits derived fromi the improve- ment of the channel through Core Sound are general in character, no local cooperation therefor is deemed necessary. The side cuts, however, from the Core Sound channel into the communities of Davis Sealevel, and Atlantic are special in character and it is believed should be constructed and paid for by those communities. If these side channels were constructed by the United States, it is believed that local interests should construct, without cost to the United States, suitable terminal facilities. 14. Contluion.-As- the estimated savings that would result from the desired improvements are sufficient to justify the probable cost and the cost of annual maintenance, the conclusion is reached that the project should be further investigated and survey authorized. 15. Recommendation.-It is recommended that survey be author- ized. R. A. WIIEEiL.ER, Major, Corps of Engineers, District Engineer.

9.869604064

460406968.9 OHARNEL aItOM PAMLICO SOUND TO BEAUFORT, N. a., ETC. 13 REPORT OF THE DIVISION ENGINEER OFFICE OF THE DIVISION ENGINEER, SOUTH ATLANTIC DIVISION, Norfolk, Va., April 29, 1982. Subject: Survey of channel from Pan-lico Sound to Beaufort, N. C., via Thoroughfare Cut, Core Sound, and Taylors Creek Cut. To: The Chief of Engineers, United States Army. 1. The following is a report on survey authorized by the river and harbor act approved July 3, 1930, of "Channel from Pamlico Sound near the mouth of Neuse River to Beaufort, N. C., by way of Swan Point, Cedar Island Bay, Thoroughfare Cut, Thoroughfare Bay, and Core Sound, touching at Atlantic wharves and to run through Mill Point Shoal by Sealevel, across to Piney Point and touching the wharves of the various communities through the straits and Taylors Creek Cut, with a view to securing a depth of 7 feet with suitable width." 2. Core Sound is separated from the Atlantic Ocean by a narrow beach barrier and extends from the southern part of Pamlico Sound to Back Sound, near Cape Lookout, and about 8 miles east of Beau- fort, N. C. The entrance to Cedar Island Bay from Pamlico Sound is about 6 miles to the northwest of the upper end of Core Sound. Thoroughfare Bay is an estuary on the western side of Core Sound about 7 miles from its upper end. Thoroughfare Cut connects Thoroughfare Bay with Cedar Island Bay. The latter averages about 5 miles in width and has a navigable channel about 10 feet deep through the greater part of its length, the controlling depth being 7 feet except near the entrance to Thoroughfa:re Cut, where it is 5 feet. There is a channel 50 feet wide and 5 feet deep through Thoroughfare Cut. The depth in Thoroughfare Bay varies from 2.6 feet to 8 feet, and the width from 1,000 feet to about 8,000 feet. Core Sound averages about 2 miles in width, and is about 30 miles long. The controlling depth through the entrance bar at the head of the sound is 2,3 feet via Wainwright Channel, and is at the present time 4.6,feet through a channel to the west of Wainwright Channel, known as Harbor, Island Bar Channel. The latter channel is exposed to northerly winds and is subject to frequent and rapid shoaling. From the entrance bar to Thoroughfare Bay the controlling depth in Core Sound is 7 feet. There is a chapel in Core Sound south ofThorough- fare Bay having a controlling depth of 4.5 feet by tortuous routes through the shoals separating the deep pools. The suggested route leaves Core Sound near its southerly end and passes through the straits and the waterway connecting Core Sound and Beaufort Har- bor known as Taylors Creek. The controlling depths are 7 feet in Taylors Creek and 6.3 feet between this cut and Core Sound. 3. There are no lunar tides in Cedar Island Bay, Thoroughfare Bay, or the northern portion of Core Sound. The mean tidal range at Beaufort is 23 feet, and this gradually diminishes to zero toward the upper end of Core Sound. Ordinarily, storms in Core Sound cause a variation of 1 foot above or below mean stages and this is increased to as much as 3 feet during severe storms. There are no, bridges crossing any portion of the suggested route. There are no substantial terminal facilities along the suggested waterway, but at several communities along Core Sound thes are small privately- 14 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C.) ET. owned timber wharves extending out to a depth of about 3% feet. Bars from one-fourth mile to 1 mile wide separate the principal vil- lages along Core Sound from deep water in the sound. 4. A hard-surface highway connecting Beaufort with the State highway system extends along the northern side of Core Sound as far as Atlantbc, touching practically all of the smaller communities. Beaufort is the terminus of the Norfolk Southern Railroad and the nearest rail point. It is also the terminus of the. Norfolk, Baltimore- & Carolina Boat Line, which operates a triweekly service via the Inland Waterway. This waterway, with a depth of 12 feet, passes from Pamlico Sound into Neuse River about 18 miles to the north- west of the head of Core Sound and, after continuing up Neuse River for about 15 miles, turns south to Be.tufort through Adams Creek, a land cut, and Newport River. 5. There is an existing project for a waterway from Core Sound to Beaufort Harbor, with a channel 75 feet wide and 7 feet deep via Taylors Creek. There is also a project for a channel 5 feet deep and 50 feet wide connecting Thoroughfare Bay with Cedar Island Bay via Thoroughfare Cut. No other parts of the suggested waterway are under improvement by the United States. 6. Local interests desire a depth of 7 feet and a width of 100 feet throughout the waterway, with side channels of the same dimensions connecting the wharves at Atlantic, Sealevel, and Davis. They pre- fer the connection between Cor6 Sound and Pamlico Sound via Wain- wright Channel in lieu ol Thoroughfareout, and claim that further improvement and maintenance of Thoroughfare Cut will be unneces- sary after deepening Wainwright Channel. They have expressed- their willingness to cooperate, but their means are very limited. 7. A survey has been made of the channel along the route specified in the act, and of a connection between (Core Sound and Pamlico Sound via Wainwright Slue and Harbor Island Bar. The district engineer's report on the survey, dated March 24, 1932 is inclosed herewith as an appendix. The estimated costs, via the different routes are as follows: Via Core Sound and Thoroughfare Cut, $42,400 via Core Sound and Wainwright Slue, $41,400; via Core Sound and Harbor Island Bar, $24,200. The district engineer estimates the annual cost of maintenance at $2,000 for the channel through Core Sound, $4,000 for the channel through Wainwright Slue, $9,000 for the channel through Harbor Island Bar, and $3,00' or the channel through Thoroughfare Cut. The estimated cost of channels connect- ing the main channel with villages along Core Sound are as follows: Channel to Davis, $4,560; channel to Sealevel, $2,000; channel to Atlantic, $6,540; total, $13,100. The estimated cost of annual main- tenance of these side channels is $1,500. 8. There are a number of settlements along Core Sound. The populations of the iubre important ones are: Atlantic, 685; Sealevel, 466&; Stacey, 610; Davis, 525; Wrilliston, 275; Smyrna, 447; Marshall- burg, 533; Straits,' 929; and Harkers Island, 1,200, Fishing is the principal inllustry, though some agricultural products, are produced and there is a considerable supply of timber adjacent to the water- way. The district engineer states that with the suggested improve- m'ent it would be possible to use tugs of sufficient power to tow ceo- nomically log rafts of large size to the mills at Beaufort. He estimates an annual supply of'4,000,000 feet of timber adjacent to Core Sound CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. 0A, ETC. 15 for an indefinite period, and.thinks that in normal times the improve- nent would result in an additional movement of 10,000 tons o.f timber per annum. He also thinks that considerable quantities of fertilizer and Irish potatoes would move. over an improved channel, and that there would be an appreciable increase in movement of sea-food prod- Iicts to the fish factories along the waterway from Core Sound to Beaufort, and to the markets at Beaufort and Morehead City. The improvement would also be of advantage to oyster "buy" boats, which could come into Core Sound. Agricultural products are at present hauled to Beaufort by truck and loaded on cars or boats for shipment to northern cities. The improvement would eliminate much, if not all, of this truck haul. 9. The commerce for the calendar year 1931 from Beaufort to Pamlico Sound amounted to 14,464 tons, valued at $321,574 includ- ing that handled through Wainwright Channel and through'hrough- fare Cut, but excluding 5,284 tons applying only to' the waterway. connecting Core Sound and Beaufort Harbor, which would not be' benefited by the improvement. About three-fourths of this com- meree was west-bound, and about 80 per cent consisted of sea food and oyster shells. The commerce through Wainwright Slue amounted to 1,783 tons, valued at $82,606; 3,310 tons, valued at $52,037, passed through Thoroughfare Cut. The district engineer estimates the prospective annual commerce at 2,000 tons of sea foods 2,000 tons of farm products; 10,000 tonsof timber, and 250 tons of unclassified commodities, a total of 14,250 tons. HIe estimates a sav- ing of from 40 cents to $1 per ton on present.and prospective com- merce, due to the elimination of the truck haul and to the economy of operating larger boats. Ihis total estimated annual saving amounts to $21,071,. 10. The district engineer states that experience has shown that the channel through Harbor Island Bar may shoal as much as 2 feet in a single storm, and that the channel would be difficult and dangerous because of its exposure to northerly winds at the entrance to Pamlico Sound. He thinks that the channel would require excessive mainte- nance, and that frequent interruptions to traffic would result, due to plant not being available for -maintenance operations when needed. I-e states that most of the, estimated savings apply to commerce which would move over the shorter route via Wainwright Slue., He states that the channel through Wainwright Slue would connect with natural channels loading to Portsmouth and Ocracoke, which are )rotecte(l to some extent by submerged reefs, and that this route from Core Sound to Ocracoke would be shorter, safer, and more certain, life believes that after the improvement of Wainwright Channel the continued maintenance of Thoroughfare Cut.to its present project of 5 feet would be,desired by navigation interests because the! routeleptthvia this cut to points on Neuse River and on the Inland Water- way north of Neuse River is shorter. and less exposed to- storms. 11. The district engineer recommends that the existing "Waterway connecting Core Sound and Beaufort Harbor, N. 0." be extended with the same dimensions, viz., 75 feet wide and-7 feet deep at mean, low water, through Core S9und and via Wainwright Slue to Pamlico Sound, at. an estimated cost of $41,400 with $6,000 annually for maintenance, the entire amount to be made available in one appro- priation, so as to insure the completion of the work, in one season. 16 CHANNEL FROM PAMLICO BOUND TO BEAUFORT, N. 0., ETC. 12. The division engineer concurs in the recommendation of the district engineer. 13. There are no questions of terminal facilities, water power, or other related subjects which could be coordinated with the suggested improvement in such a manner as to lessen the cost to the United States. H. B. FERGUSON, Colonel, Corps of Engineers, Dimsion Engineer. REPORT OF THE DISTRICT ENGINEER SYLLABUS The district engineer believes that the waterway is worthy of improvement to the extent of providing a channel 75 feet wide and 7 feet deep at mean low water from the eastern end of Taylors Creek Cut through Core Sound to Pamlico Bound via Wainwright Blue at an estimated cost of $41,400 with $6,000 annually for maintenance. He also believes that the construction of side channels and terminal facilities should be provided by the various villages and communities along the waterway as the needs of such channels and terminals arise. WAR DEPARTMENT, UNITED STATES ENGINEER OFFICE, Wilmington, N. C., March .4, 1982. Subject: Survey of channel from Pamlico Sound to Beaufort, N. C., via Core Sound and Taylors Creek Cut. To: The Division Engineer, Soutth Atlantic Division, Norfolk, Va. 1. Athoity.-This report is submitted in compliance with depart- ment letter date& July 24, 1931, and pursuant to provisions in the river and harbor act approved July 3, 1930, which directs an exami- nation of "Channel from Pamlico Sound near the mouth of Neuse River to Beaufort, N. C., by way of Swan Point, Cedar Island Bay, Thoroughfare Cut, Thoroughfare Bay, Core Sound, touching at Atlantic wharves and to run through Mill Point Shoal by Sealevel, across to Piney Point and touching the wharves of the various com- munities through the Straits and Talors Creek Cut with a view of securing a depth of 7 feet with suitable width." 2. Location, description, and previous projects.-These are all described in detail in the report on the preliminary examination, dated May 15, 1931. 3. Existing project.-There is no existing project providing for the improvement of a channel from Pamlico Sound to Beaufort by way of Core Sound as a whole. The "Channel connecting Thoroughfare Bay with Cedar Bay, N. C.," locally known as Thoroughfare Cut, has been under improvement by the Federal Government since 1919. The existing project provides for a channel 50 feet wide and 5 feet deep at mean low-water. (See Annual Report of Chief of Engineers for 1931, p. 624 and H. Doc. No. 1125, 63d Cong., 2d sess.) The "Waterway connecting. Core Sound and Beaufort Harbor, N. C.," locally known as Taylors Creek, has been under improvement by the Federal Government since 1913. The present project provides for a channel 75 feet wide and 7 feet deep at mean low water, (See Annual Report of Chief of Engineers for 1931, page 629 and H. Doc. No. 88, 67th Cong., 1st sess.) The river and harbor act of July 3, 1930 provides for a reexamination of this waterway. 4. Bridges.-There are no bridges crossing any portion of the pro- posed route. Under date of July 24, 1929, a permit was issued for Table: [No Caption]

Table: Commerce for Wainwright Slue

CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. 17 the construction of a bridge between Harkers Island and Lennoxville having a center bearing draw span with 40 feet clear opening on each side. The permit provided for starting the work within one year and completing it within three years from date of permit. The work has not been started. 5. Present commnerce.-The following table shows the commerce for the calendar year 1931:

Eastbound Westbound Total Classes of commodities Tons Value Tons Value Tons Value

Animals aid animal products: Clams . 365 $7, 300 365 $7, 300 Crabs, soft ------so 24,000 80 24,000 Escallops, in shell 76 76 1,500 Fish, fertilizer------6,000 18,000 6,000 -8, 000 Fish, fresh . - 1, 477 147, 700 1, 477 147,700 Fish, salt ------, 5 31 3,100 56 5,600 Oysters, In shell. 320 3,000 2,304 20, 736 2,624 23, 736 Oyster shells- 1,000 2,880 1,000 .2, 880 Vegetable foodt products: Corn- 25 375 26 376 Groceries.------145 38 135 30 7,890 176 46,025 Potatoes, Irish .-- 125 2,2502' .3.0... 125 2, 250 Potatoes, sweet- -- 30 30 540 Soft drinks-.- 116 llfi 4,0O Wood and paper: Lumber------320 2,240 200 1,400 520 3,640 Wood for fuel-. 60 360 t00 600 160 000 Nonmetallic minerals: Brick- 60 240 W 240 Coal.- 600 4, 20 600 4,020 Gasoline, bulk---- 189 6,070 63 1, 890 252 7,60 Gasollne, In barrels .--' 82 2,770 ------82 2,770 Kerosene, hulk- 126 3 ON 42 302 10 5,208 011, lubricating ...... :.. 14 1,0 ------lIs 14 1,610 Salt ------12 180 10 , ..0.i.. ;V 22 330 Ores, metals, and manufactures of: Hardware... 26 5,850 ------26 5, &85 Unclassifled: 1,900 lee-...... - --- 330 330 1,080

- 23 2,300 23 2,300 Miscellaneous-.. 6.....4.8. Total ------3,632 85,091 10, 832 2,3s, 483 14,464 321, 574 This table does not include westbound commerce originating nor eastbound commerce terminating on waterway connecting Core Sound and Beaufort Harbor (locally known as Taylors Creek), amounting to 5,284 tons and valued at $27,433, as existing project for this waterway provides for a depth of 7 feet and increasing the depth through Core Sound to 7 feet would in no way affect this commerce. The following tables show the commerce for Wainwright Slue and for' "Channel connecting Thoroughfare Bay with Cedar Bay" (locally known as Thoroughfare Cut), for the calendar year 1931. This commerce is also included in the above table. Commerce for Wainwright Slue Eastbound Westbound Total Classes of commodities_ Tons Value Tons Value Tons Value

Animal and animal products ------_-_.-1,412 $73, 4 1,412 $73, 49 Vegetable food products-..2o------...... , o- Nonmetallic minerals.. .5...... 69 2,066 a9 2,065 Woodand paper-...... 40 240-40 240 Unclasslile& ...... __1921,152- --....- _ ----192 ----1,15-

Total...... 110.....i 91 1,412 73,498 1,783 82,808 149863-H. Doc. 485, 72-2--2

9.869604064

460406968.9 Table: Commerce for channel connecting Thoroughfare Bay with Cedar Bay

Table: [No Caption]

18 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETO. Commerce for channel connecting Thoroughfare Bay with Cedar Bay

Eastbound Westbound Total Classes of commodities Tons Value Tons Value Tons Value

Aninial and animal products-..-- 1,345 $8, 380 1,370 $27, 800 2,716 $36, 181) Vegetable food products- 125 2,250 65 8,265 180 10, 516 Nonmetnllic minerals --- 115 3,342 115 3,342 Wood and paper- .-.----l-.- 300 2,000 300 2,000 Total ---1,--- 1,470 10,630 1,840 | 41,407 3,310 52, 037

6. Prospective commnerce.-If the improvement were made it would be possible to use tfigs of sufficient power to handle economically log rafts of large size through the exposed sections of Core Sound, and and bring them to mills at Beaufort. There is enough growing timber adjacent to Core Sound to provide 4,000,000 feet per annum for an indefinite period. While the lumber industry in this vicinity is at present working at only part capacity, it is believed that in normal times the improvement would result in a movement of an additional 10,000 tons of timber per annumiii. The principal agricultural products of the Core Sound section are sweet and Irish potatoes, The increased depth, together with suit- abl)le terminal facilities, would permit the handling of inuch of these crop)s by boat lines. From this source it is estimated that there would develop an increased commerce of 1,500 tons of sweetpotatoes, 500 tons of Irish potatoes and 250 tons of fertilizer. With greater depth at tnrenortheastern end of Core Sound through either the Thoroughfare. Cut or the Wainwright Slue, an appreciable increase in sea-food products would move into and through Core Sound. The incIease in these items is estimated at 2,000 tons. The total present and prospective comnmierce wouldl therefore be, about as follows:

Present 'rospe¢-tivo Total

Animals and animal products-1,------11t677 2,000 13,677 Vegetable food products------470 2,000 2,470 Nonmetallic minerals--.----...------.--.-- 1,258 . - 1,258 Wood and paper-08. ..0 10,000 10,680 Ores, metals, and manufactures of-. ..------26 . . . .. 26 Unclassified ...... 363 (B0103

Total.4...... 46...... ;..,,...... 14, 4U4 ,14,250 28,714 7. Terminalfacilities.-There are no substantial terminal facilities but at several communities along Core Sound, small timber wharves, privately owned, are used for small boats. These wharves are from 300 to 900 feet long and extend out into, the sound to a depth of about 3Y2 feet, 8. Special subjects,-There is no possibility of power development, flood-control improvement, or allied subjects which might be coor- dinated with any improvement undertaken in the interest of naviga- tion to lessen the cost of such improvement to the Federal Government. 9. Maps.-There is submitted herewith a map in 5 sheets,' showing I Only sheet No. I printed.

9.869604064

460406968.9 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, NW. ., ETO. 19 the locality in general, and detailed surveys of the portions where dredging is required, prepared from surveys made in December, 1931, and coast charts Nos. 1231 and 1233. To determine the datum plane readings were taken on a recording tide gage at Atlantic from September 18 to October 19, 1931. These readings showed a maximum of 2 feet, minimum of 0.1 foot, mean high of 1.29 feet, mean low of 0.84 foot, and mean stage of 1.065 feet. The zero of this gage was 1.065 feet above mean low water, Beaufort datum, and 0.835 foot below mean sea level as determined at Beau- fort by the United States Coast and Geodetic Survey. Atlantic is about 24 miles from Beaufort Inlet, and 27 miles from Ocracoke Inlet. Such lunar tides as might be propagated to this' point are entirely overshadowed by wind tides. Winds from the northeast will raise the water surface from 1 to 3 feet, while those from the southwest have the opposite effect. During the period the gage wAs in operation there were few winds of any intensity from the southwest, therefore it is believed that a full year's record would show mean and low stages somewhat lower than those computed from the record of this one month. This office has an understanding with the United States Coast and Geodetic Survey, made in 1915, to the effect that the datum for soundings in all parts of Albermarle and Pamlico Sounds where the mean range of tide is less than 1 foot, should be defined as a plane 0.5 foot below the mean water level determined from all available readings, Having in mind this agreement and the condition noted above, at datum plane equivalent to a reading of 0.5 foot on the recording gage has been adopted for this survey. 10. IImprovement desired.-Local interests desire to have the 7-foot depth now available in the "Waterway connecting Core Sound and B3eaufort Harbor," continued through Core Sound, with a channel of the same depth connecting with Pamlico Sound at the eastern end, together with channels leading to the wharves at Davis Shore, Seat 1lev1e and Atlantic. The original request namied the 5-foot "Channel connecting Thoroughfare Bay with. tedar Bay" as the eastern connection with Pamlico Sound, but in subsequent conversations preference for this connection to go via Wainwright Slue has been unanimously expressed, 11. General and special benefits.-The improvement of the channel through Core Sound to Pamlico Sound to a depth of 7 feet would provide a continuous 7-foot channel from Ocracoke Inlet for the transportation of all sea-food products caught in that area to the fish factories along Taylors Creek and to the markets at Beaufort and Morehead City. It would also permit oyster "buy" boats to come intu Core Sound. The savings that would result by reason of the proposed improve- ment are estimated as follows: It was ascertained from operators of lumber mills that the average cost per 1,000 feet of hauling timber for 20 miles was about $4 by truck, $3 by rail, and $1.50 by water., With green timber averaging about 5 tons per 1,000 feet, these rates per ton-mile would be 4 cents by truck, 3 cents by rail and 12 cents by water. As there is no rail- road cast of Beaufort, the saving would be the difference between the truck rate and the water rate, or 2% cents. Applying. this to an aver- age haul of 16 miles, a saving of 40 cents per ton is indicated. Table: [No Caption]

I20 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. The agricultural products are at present hauled to Beaufort by truck and loaded on cars or boats for shipment to northern cities. The improvement would eliminate much, if not all the truck haul, and permit movement direct by rail or boats to northern markets. An average saving of 12 2 miles of truck haul at 4 cents per ton-mile would be equivalent to a saving of 50 cents per ton. For the sea-food products which are at present necessarily carried in small light-draft boats, savings would accrue due to the use of larger and more economical boats. The cost of operating a 40-foot. boat of 3-foot draft with a 24-horsepower engine, including interest, depreciation, and maintenance, is estimated at $12 per day. Simi- larly for a 60-foot boat of 5-foot draft with a 100-horsepower engine, the cost would be $30 per day.~ Assuming one round trip per day, and that the small boat carries 3 tons, and the larger one 10 tons, a saving of $1 per ton is indicated. The other items of commerce would also be carried in larger boats, and the same savings as indicated for sea-food products would accrue. The total savings would therefore be as follows: Animals and animal products, 13,677 tons, at $1 -. $13, 677 Vegetable food products, 2,470 tons, at 50 cents -1, 235 Nonmetallic minerals, 1,258 tons, at $1-1,258. Wood and paper, 10,680 tons, at 40 cents-. 4, 272 Ores, metals, and manufactures of, 26 tons, at $1 - 26 Unclassified, 603 tons, at $1-603

Total------21. 071 12. Local cooperation.-The area which would be served by the proposed improvement is sparsely settled, with fishing and agriculture as the principal occupations, therefore the benefits from the improve- ment would be enjoyed by practically the entire population. Some special benefits might accrue to owners of boats, wharves, and ware- houses; however, the individuals in this territory are comparatively poor; there are no large corporations capable of making a donation, and the county is in bad financial condition. While local interests have expressed their willingness to cooperate, it is not believed that it would be feasible to require that such cooperation take the form of a direct money contribution. It is believed that the construction of side channels and terminal facilities should be provided by the various villages and communities along the waterway as the needs for such channels and terminals arise. 13. Estimate.-The existing project for waterway connecting Core Sound and Beaufort Harbor already provides for a channel 75 feet wide and 7 feet deep, at mean low water, from Beaufort to the eastern end of Taylors Creek Cut, which is also the western end of Core Sound. The material to be removed is principally sand and mud. with a mixture of broken shells, and probably some cay in the highest shoals. The locality is one where work can be carried on throughout the entire year, and subject to only moderate wave action except at. Wainwright Slue and Harbor Island Bar. The material is well adapted for removal by a hydraulic pipe-line dredge, with the dis-. charge in open water from a floating pipe line. Under these condi- tions a unit cost. of 20 cents per cubic yard, including mobilization of plant, moving to the several locations where work-is to be done, and superintendence, is assumed for all work except for the Wainwight.

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460406968.9 Table: [No Caption]

CHANNEL FROM PAMLICO SOUND TO BEAUPORI, N. a., rr. 21 Slue and Harbor Island Bar, where on account of the greater degree of exposure the cost is placed at 25 and 40 cents per cubic yard, respectively. The estimated costs of a channel 75 feet wide and 7 feet deep at mean low water, allowing 1 foot for excess dredging and side slopes 1 on 3, from the eastern end of Taylors Creek Cut through Core Sound to Pamlico Sound via Wainwright Slue, via Harbor Island Bar and also via Thoroughfare Cut, are as follows: Via Core-Sound and Wainwright Slue: In section through Core Sound 45,000 cubic yards-at 20 cents- $9, 000 1-foot overdepth through Core Aound, 52,000 cubic yards at 20 Dents.. 10, 409 In section through Wainwright Slue 66,000 cubic yards at 25 cents.. 16, 500 1-foot overdepth throughwainwright Slue, 22,000 cubic yards at 25 cents- 5,500

Total- 41,400 Estimated annual maintenance through Core Sound- 2, 000 Estimated annual maintenance through Wainwright Slue 4, 000 Total-6, 000 Via Core Sound-and Harbor Island Bar: In section through Core Sound, 45,000 cubic yards at 20 cents- - t000 1-foot overdepth through Core Sound, 52,000 cubic yards at 20 cents.. 10, 400 In section through liarbor Island Bar, 6,500 cubic yards at 40 cents. 2, 600 1-foot overdepth through Harbor Island Bar, 5,500 cubic yards at 40 cents------I------2, Total-. 24,200

Estimated annual maintenance through Core Sound- 2, 000 Estimated annual maintenance through Harbor Island Bar- 9,000 Total-11,000 Via Core Sound and Throughfare Cut: In section through Core Sound 45,000 cubic yards at 20 cents- 9 000 1-foot overdopth through Core Biound, 52,000 cubic yards at 20 cents 10, 400 In section through Thoroughfare Cut, 68 000 cubic yards at 20 cents- 13, 600 1-foot overdepth through Thoroughfare dut, 47,000 cubic yards at 20 cents------9,400 Total-42,400

Estimated annual maintenance through Core Sound - 2, 000 Estimated annual maintenance through Thoroughfare Cut. ------3, 000 Total- 5, 000 Estimated cost of side channels to Davis, Sealevel, and Atlantic: In section to Davis, 15,600 cuble yards. 1-foot overdepth to Davis, 7,200 cubic yards. In section to Sealevel, 4,000 cubic yards. 1-foot overdepth to Sealevel, 6,000 cubic yards. In section to Atlantic, 25,200 cubic yards. 1-foot overdepth to Atlantic, 7,600 cubic yards. Total 65,500 cubic yards at 20 cents-13, 100 Estimated annual maintenance for the 3 side channels-1, 509 14. Concluion.-The estimates show that it would cost $1,000 more to deepen the existing channel via Thoroughfare Cut to 7 feet than to dredge a new channel of the same depth through Wainwright Slue, and that the annual maintenance of the Wainwright Slue Channel would exceed that of the channel via Thoroughfare Cut by

9.869604064

460406968.9 22 CHANNEL FROM PAMLICO BOUND TO ]BEAUFORT, N. C., ETC. $1,000. However, the route from the markets at Morehead City and Beaufort and from the fish factories along Taylors Creek to Ocracoke Inlet, which carries the most of the commerce and on which the most of the savings are effected on the desired improvement, is consider- ably shorter and much more protected via Wainwright Slue than via Thoroughfare Cut. While not specifically directed, a survey of Harbor Island Bar was made while the survey party was in that vicinity. As expected, the estimate shows the first cost of a 7-foot channel through this bar to be much less than the first cost of similar channels via the other two routes. This channel consists of a narrow slough through a hard sand reef, which experience has shown is liable to shoal as much as 2 feet. during a single storm. The estimated cost of each restoration job is. $3,000 but it is expected that maintenance dredging will be necessary several times during some years, increasing the average annual mainte- nance cost to $9,000. Frequent and rapid shoaling would also cause interruptions to traffic due to plant not being available for mainte- nance work when needed. The entrance from Pamlico Sound, being exposed to the full sweep of northerly winds, is also difficult and dangerous. The first cost of the Wainwright Channel is much greater than that via Harbor ITland and about the same as the channel via Thoroughfare Cut, but the improvement of the Wainwright Channel is believed to be more desirable. A channel at this locality would serve a dual pur- pose, for it would provide not only a direct and sheltered connection with Pamlico Sound for boats drawing 7 feet, but also a connection with natural channels about 5 feet deep, protected to considerable extent by submerged reefs, leading to Portsmouth and Ocracoke, making a safer and more certain route for the daily boat that carries mail and passengers and the boats in which the commerce is carried to and from those places, all of which draw 5 feet or less. The im- provement of this channel would make unnecessary the further im- provement of the "Channel connecting Thoroughfare Bay with Cedar ay, N. C.," but as distances from the north end of Core Sound via Thoroughfare Cut to points on Neuse River and points on the inland waterway north of Neuse River, are shorter, it is believed that navi- gation interests will desire the maintenance of Thoro11ghfare Cut to the present project depth of 5 feet. It is believed that the net annual saving indicated in paragraph 10 shows that the improvement desired is justified. 16. Recommendation-.-It is recommended that the existing "Water- way connecting Core Sound and Beaufort Harbor, N. C.," be extended with the same dimensions, viz, 75 feet wide and 7 feet deep at mean low water, through Core Sound and via Wvainwright Slue to Pamlico Sound, at an estimated cost of $41,400, with $6,000 annually for maintenance. If the project be adopted, the entire amount should be made available in one appropriation so as to insure the completion of the work iin one season. R. A. WHIIEELER, Major, Corps of Engineers, District Engineer. CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. 23 REPORT OF THE DIVISION ENGINEER WAR DEPARTMENT, OFFICE OF THE DivisioN ENOINEER, SOUTH ATLANTIC DIVISION, Norfolk, Va., June 9, 19$1. Subject: Preliminary examination of "channel from Core Sound to Ocracoke Inlet, N. C., by way of Wainwright Channel or other inside passage." To: The Chief of Engineers, United States Army. 1. The following is a report on preliminary examination of "channel from Core Sound to Ocracoke Inlet, N. C by way of Wainwright Channel or other inside passage," authorized by the river and harbor act approved July 3, 1930. 2. Ocracoke Inlet is located on the coast of North Carolina about 29 miles southwest of Cape Hatteras. It is about 1% miles wide between the points of Ocracoke and Portsmouth Islands, where there is a navigable channel about 1,200 feet wide and usually of 10 to, 12 feet depth. This is the deepest and best of the several inlets from the ocean into Pamlico Sound. The range of tide in the inlet is 2.35 feet. Between the inlet and deep water in Pamlico Sound, to the north, there is a fan-shaped shoal through which there are four principal channels: Teaches Hole Channel, Blairs Channel, Wallace Channel, and Sheep Slue, with depths of from 3 to 9 feet. This shoal is constantly shifting and the depths in these channels vary, but there is said to be usually a depth of from 5 to 7 feet in one or more of them. There is a depth of about 9i feet in Pamlico Sound from the sound end of these channels to the northern end of Core Sound, a distance of 10 to 15 miles. Portsmouth Island and Core banks, commencing at Ocracoke Inlet and extending southwesterly, separate Pamlico and Core Sounds from the Atlantic Ocean. The water adjoining the beach barrier is shoal from the inlet to Core Sound, a distance of about 12 miles, the depth being, generally, less than 4 feet for a width of 3 miles. 3. There are no regular boat lines on the route between Core Sound and Ocracoke Inlet. The nearest railroads are at Oriental, on the Nouse River, about 50 miles westerly by water, and at Beaufort, 40 miles southwesterly by water. Beaufort is the terminus of the Norfolk Southern Railroad and the Norfolk, Baltimore & Carolina Boat -Line, which operates on the inland waterwa, Norfolk to Boanfort. There is a hard-surface highway extending along the north- ern side of Core Sound from Atlantic, 10 miles below the head of Core Sound, to Beaufort, where it connects with the highway system of the State of North Carolina. The inland waterway, Norfolk to Beaufort, passes through Pamlico Sound and up Neuse River about 30 miles west of the head of Core Sound. The Standard Oil Co. has a'wharf at Ocracoke, on the north side of the inlet, and the United States, life saving station has one at Portsmouth on the south. There are no other terminal facilities except a few small privately owned wharves along Core Sound. 4. No previous examination or report has been made on a channel from Core Sound to Ocracoke Inlet, and there is no existing project. A project of 1827 provided for a channel through the inner shoals of 24 CHANNEL FROM F'AMLICO SOUND TO BEAUFORT, N. C., ETC. Ocracoke Inlet 400 feet wide and 10 feet deep at high water. The channel was deepened to 8.5 feet for partial width at a cost of $135,- 732.40. The project was abandoned in 1837, after the destruction by storm of the maintenance jetty and the shoaling of the dredged channel. A project of 1889 provided for dredging Wallace Channel _300 feet wide and 10 to 15 feet deep at high water. In 1894 the project was modified so as to provide for dredging Teaches Hole Channel 400 feet wide and 9 feet deep. It was again modified in 1894 so as to provide for dredging Wallace Channel 300 feet wide and 9 feet deep. The project as last modified was completed in 1896 at a cost of $97,090.97. 6. Local menhaden interests stated at a public hearing that 'they desired a channel 10 to 12 feet deep about 100 feet wide, leaving Wallace Channel at a point south of Ayers Rock and passing north of Casey Island and through Sheep Slough to Pamlico Sound. Other interests desire a channel 7 feet deep and about 100 feet wide from Wallace Channel to and into Core Sound, the channel to be excavated through the shoal water in order to provide protection during bad weather. Interested parties claimed that the channel from Wallace Channel to Pamlico Sound would eliminate the danger to life and property incurred in the outside route around Cape Lookout, and *would permit menhaden boats and mail and passenger boats to make trips to and from Beaufort and Morehead City during bad weather. The inside 10-foot channel.would be required only for the menhaden boats and would be used by them only about 12 days during bad weather in October and November each year. The claim was made that the amount of sea-food products in the inside waters would increase 300 per cent because of the changed conditions, and that "buy" boats which can not now enter the sound would return to the vicinity of Ocracoke Inlet. The primary intent of local interests is to secure a 7-foot channel connecting Core Sound and Pamlico Sound to provide a route to Ocracoke, protected by the high sand reef on the northwest. The distance from Atlantic to Ocracoke would be 14 miles shorter than the route via Thoroughfare Cut which runs for 18 miles in Pamlico Sound and is exposed to the full force of all northerly winds. At a subsequent conference, local interests agreed that the cost of the 10-foot channel to Pamlico Sound would not be justified by the resulting benefits. They also stated that in lieu of a 7-foot channel through the shoals from Wallace Channel to Core Sound, a 7-foot channel from Pamlico Sound to Core Sound via Wainwright Channel would be satisfactory. - No local cooperation may be expected. 6. The commerce in 1930 over the route from Core Sound to Ocra- coke Inlet via Wainwright Channel was 1,407 tons, valued at $225,871, and consisting of 1,183 tons of fish and oysters, 30 tons of groceries and soft drinks, 24 tons of gasoline, and 170 tons of ice.. The division of commercial fisheries, Department of Conservation and I)evelop- ment of North Carolina, stated that during the oyster season from October 1, 1929, to April 15, 1930, 59,603 bushels of oysters and 1,000 tons of fish were shipped from the locality;; that 40 oyster boats operated in Core Sound and at Portsmouth, and that from 30 to 40 large "buy " boats from Virginia and Miaryland handled these oysters. OHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. a., ETC. 25 There were also said to be 35 trawlers from Virginia and Maryland, 30 menhaden boats operating off, Ocracoke and Hatteras, And 125 fishing boats operating out of Ocracoke Inlet and taking their catch to Portsmouth and into Core Sound. One committee of local ilter- ests, representing fishermen, concurred in the above statement and stated that in 1930, 1,000 tons of food fish were sold in Beaufort and Morehead City for $200,000, and that 30,000 bushels of oystws were delivered to factories located on Core Sound. This, committee estimated that menhaden boats marketed a million dollars' worth of menhaden. Another committee of local interests representing coW-!, munities along Core Sound submitted a statement that trere was a total of 107,650 tons of annual commerce over the route from Core Sound to Ocracoke Inlet. This comprised 30,500 tons of animal food products, 12,260 tons of vegetable food products, 1,700 tons of build- ing material, 2,800 tons of fertilizer and fertilizer materials, 3,500 tons of petroleum products 5,000 tons of timber, p0,000 tons of ice, and 1,890 tons of merchandise. 7. The territory to be served by an improved route from Core Sound to Ocracoke Inlet would be confined to the communities along the route as far south as Beaufort and Morehead City. The principal of these are as follows: Ocracoke, with a population of 680, Atlantic with 610, Sealevel with 460, Stacy with 610, Davis with 525, Williston with 225, Otway with 330, Beaufort with 2,968 and Morehead City with a population of 2,958. Beaufort and Morehead City are the only towns having rail connection, the other communities being dependent on water and highway transportation. The commerce would consist mainly of food fish, oysters, etc., and menhadekn for fertilizer purposes, and general merchandise. 8. The district engineer believes that an increase of 2,560 tons in the annual commerce in food fish and menhaden may be expected to result from the improvement. He estimates a saving of $1 per ton on this and on the existing commerce, or a total annual saving of $4,000. lie believes that benefits to be expected are insufficient to justify the probable cost and the cost of annual maintenance of the channels originally requested by local interests, and owing to probable cost of maintenance he does not believe a 7-foot channel connecting' Core Sound and Pamlico Sound via Wainwright Slue is justified.. 9. The division engineer believes that a channel from Pamlico Sound to Beaufort by Wainwright Slue may be found less costly than a channel by Thoroughfate Cut, and recommends a survey to determine cost of providing and maintaining a cut through :Wain-' wright Slrle.- 10. There are no questions of terminal facilities, water power, or other related subjects which could be coordinated with the suggested improvement in such manner as to lessen the cost for the United States. 11. The report of the district engineer, dated May 5, 1931, is inclosed. H. B. FERGUSON, Colonel, Corps of Engineers, DtM81ion Engineer. 26 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N a.,ETIC. [Second endorsement] THE BOARD OF ENGINEERS ,FOR RIVERS AND HARBORS, Washington, D. C., July 21, 1931. The CHIEF OF ENGINEERS, UNITED STATES ARMY: 1. The board concurs with the division engineer in recommendin a survey to determine the advisability and cost of providing a channel from Core Sound to Ocracoke Inlet by way of Wainwright Slue, the improvement to include Wainwright Slue only. It should be stated whether the improvement of Wainwright Slue would make unneces- sary the improvement of another outlet to Pamlico Sound. For the board: - HERBERT DEAXYNE, Colonel, Corps of Engineers, Senior Member.

REPORT OF THE DISTRICT ENGINEER SYLLABUS The district engineer believes that the present and prospective commerce between Core Sound and Ocracoke Inlet are insufficient to justify the cost of construction and maintenance of the channels desired by local interests between those points. He, therefore, recommends that no survey be authorized. WAR DEPARTMENT, UNITED STATES ENGINEER OFFICE, Wilmington, N. C., May 6, 1981. Subject: Preliminary examination report on channel from Core F 'Sound to Ocracoke Inlet, N. C. To: The Division Engineer, South Atlantic Division, Norfolk, Va. 1. Authority.-This report is submitted-in compliance with depart- ment letter dated July 15, 1930, and pursuant to provision in the aiver and harbor act approved July 3, 1930, which directs an examina- tion of a "Channel from Core Sound to Ocracoke Inlet, N. C., by way of Wainwright Channel or other inside passage." 2. Location and description.-Ocracoke Inlet, one of the Xnain out- lets from the North Carolina sounds into the ocean, is located about 29 miles southwest of Cape Hatteras. It is about 1/4 miles wide and is the deepest and most practicable of the several inlets from the ocean to Pamlico Sound, The mean and extreme ranges of tide in the ocean near the inlet are 3 4 and 5 feet, respectively., Between the points of Ocracoke and Portsmouth Islands there is a practicable channel 1,200 feet wide with minimum depth of 10 feet. Between the inlet and Pamlico Sound there is a fan-shaped shoal, through which there are several channels. Four principal channels pass through this shoal into Pamlico Sound; first, Teaches Hole Channel, said to have a minimum depth of about 7 feet, which curves abruptly around the point of the beach following a north-northeast course, passing the town of Ocracoke and reaches 9 feet of water in the sound at a channel distance of about 6 miles from the inlet; second, Blairs Channel, with a minimum depth of about 3 feet, which heads northerly and reaches 9 feet of water in the sound about 5 miles from the inlet third, Wallace Channel, with a minimum depth of about 3 feet, which follows a northwest course reaching 9 feet of water in the sound about 6 miles from the inlet; and fourth, Sheep Slue, with Table: [No Caption]

OHANNEL FROM PAMLICO SOUND TO BEAUOT,

-a minimum depth of about 3 feet, which leaves Wallace' Cha nnel and follows a westerly course reaching '9 feet of water in the sound about .5 miles from the inlet. These shoals are constantly shifting and the practical depth in these channels varies, but there is usually from 5 to~7 feet of water in one or more of them. There is a depth of as much% as 9 feet in Pamlico Sound from' the sound ends of these channels to the northern end of Core Sound. The depth in the channel over the -ocean bar varies but there is usually a depth of from 10 to 12 feet at low water. Connection with Core Sound from Pamlico Sound was formerly made via Harbor Island Bar Channel. This channel has now shoaled at the Pamlico Sound end to a-'depth of about 3 feet and boats now -use Wainwright Slue, south of Harbor and Wainwright Islands, where the depth is about 5 feet. The end of the peninsula between Core Sound and Neuse River marks the northeastern. end of Core Sound at its junction with Pamlico, Sound. Core Banks separates Core-Sound from the ocean and con-~ tinues beyond this point for about 12 miles to Ocracoke Inlet forming' the southern boundary of Pamlico Sound. The .9-foot contour in Pamlico Sound is an average distance of 4 miles from Core Banks'. 3. Previous report8.-Tbere has been no previous examination or report made on a channel from Core Sound to Ocracoke Inlet. Ocra- coke Inlet has been under improvement by the United States. The. original project of 1827 was to obtain a channel through the inner shoals 400 fe~et wide and 10 feet deep at highwater. Dredging was started in 1830 and resulted 'in deepening the channel to 8.5 feet for partial width. This project was abandoned in 1837, after the destruc- tion of the maintenance jtt and the shoaling of the dredged channel. The project of 1889 was to dredge Wallace Ch~annel 300 feet wide and 10 to 15 feet deep at highwater. In May, 1894, it was modified to dredge Teaches Hole Channel 400 feet wide and 9 feet deep. It was again modified in July, 1894, to dredge Wallace Channel 300 feet wide and 9 feet deep. This project was completed, in 1896. The expendi- tures on the 1827 project were $133,732.40; and on the 1889 project and modifications $917,090.97, making a total of $230,823.37. (S~ee Annual Report of the Chief of Engineers for 1903, pp. 229 and 230.) 4. EXisting project .-There is no existing project for a channel from the head of Core Sound to Ocracoke Inlet. 5. Bridges.-None. 6, Present commerce .-The following table shows the 1930 com- nmercial statistics for the route from Core Sound to Ocracoke' Inlet by, way of Wainwright Channel, all commerce being carried by gas and salboats drawing from 3 to 5 feet:

Eastbound Westibound Total Classes of comodnfl~itCs Tons Value Tons Value Tons Value

Animals and animal products (fish and oysters) ...... I, 183 $218,855 1,183 $218,856 Vegetable food products (groceries and soft drinks) ...... 30 $5,230 ...... 30 5,230 Nonmectallic minerals (gasoline).------24 936...... 24 936 Unclas-sified (ice).------170 850 ..------170 850 Total...... 224 7.01 113 218,855 1,407 225,871

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460406968.9 Table: [No Caption]

Table: [No Caption]

28 CHANNEL FRWX PAMLICO SOUND TO BEAUFORT, N. 0., ETQ. The division of commercial fisheries, department of conservation and development, State of North Carolina, submitted the following statistics pertaining to amount of oysters and fish, and the number of boats operating in and out of Core Sound and Portsmouth during the last oyster season, which was from October 1, 1929, to April 15, 1930: 59,603 bushels of Oysters from Portsmouth. 1,000 tons fish.(qetimfte). 40 oyster. boat in Core Sound and Portsmouth. 30 or 40 large "buy" boats fromh Virginia and Maryland handling these oysters.. 35 trawlers from Virginia and Maryland. 30 menhaden boats fishing off Ocracoke and Hatteras.' 125 boats fishing, out of Ocracoke Inlet and bringing catch back to Portsmouth. and into Core Sound. One committee of local interests representing fishermen concurred in above fisheries division report with respect to boats engaged in commerce and stated that last year 1,000 tons of food fish were sold in the Beaufort and Morehead City markets for $200,000 and that. 30,000 bushels of oysters were delivered to factories located on Core Sound and sold for $10,000. Menhaden boats were estimated to have. marketed a million dollars worth of menhaden fish. Another committee of local interests representing comnnunities along Core Sound submitted the following estimate of annual com- merce which, it will be noted, greatly exceeds the official statistics. quoted above for the route from Core Sound to Ocracoke Inlet: Tons Animal food products -- 30,500 Vegetable food products -.12, 260 Building materials--....------.1, 700 Fertilizer and fertilizer materials --2, 800 Petroleum products - -3, 500 Timber --5------0, Ice----, 000 Merchandise - -1, 890

Total------__ 107,650 7. Prospective commerce.-Local interests estimate that the con- struction of a deeper channel from Ocracoke Inlet to Core Sound and the elimination of the necessity for using the outside passage around Cape Lookout will at least double the present commerce. They stated that 2,000 tons of food fish with a sale value of $400,000 and a $2,000,000 per year menhaden commerce may reasonably be ex- pected to use the waterway. It is believed, however, that there would be very little increase in the eastbound commerce if the improvement were made, as this commerce consists almost entirely of supplies for the existing popula- tion which will not increase materially. There would be an increase in the westbound commerce, particularly in the items of fish, oysters, and menhaden. A fair estimate of this increase is believed to be as follows: Tons Fish-1,000 Menhaden ------1, 500

Total--- 2, 500 8. Terminal facilities.-There are no ports along the waterway between Wallace Channel and the head of Core Sound. Inside of Ocracoke Inlet there are two ports, Ocracoke about 4 miles north and

9.869604064

460406968.9 OHANREL FROM PAMLIOO SOUND TO BEAUFORT' N. On, '"TO.X Portsmouth about 2 miles south thereof. At Portsmouth there is the wharf of the United States Life Saving Station and at Ocracoke the wharf of the Standard Oil Co.,; both of timber construction. 9. Special -ubjects.-There are no questions of flood control, water power, or other subjects so related to the proposed improvement that may be coordinated therewith to lessen the cost and compen- sate the Government for the expenditures made in the interest of navigation. 10. Maps.-A tracing.' from United States coast charts scale 1: 80,000 accompanies this report. The approximate locations of the 10 or 12 foot channel and the 6 or 7 foot channel requested at the public hearing and the 7-foot channel from Core Sound to -Pamlico Sound via Wainwright Slue, requested at a later conference, are shown on this map. This map covers all of the adjacent territory and therefore contains no vicinity sketch. 11. Improvement desired.-A public hearing was held at Beaufort N. C., on September 10, 1930, which was attended by 45 persons representing interests at New Bem, Beaufort, Atlantic, Davis, 'More- head City, Portsmouth Stacy, Sealevel and IHarkers Island, N. C. Local interests stated that they desired a channel 10!feet to 12 feet deep leaving Wallace Channel at a point south of Aye~ri Rock and passing north of Casey Island and through Sheep, Slue to Panilko Sound, and thence a channel 6 feet or 7 feet deep in a southwesterly direction from Sheep Slue to Wainwright Slue and Harbor Island inner beacon, both channels to be 90 feet to 100 feet wide.' The fol- lowing reasons for the need of the improvement were- given at the hearing: There is great danger to life and property in having to ply- around Cape Lookout to Beaufort, and mal and passengers froni Morohbetd City to Ocracoke are frequently delayed by storms, both of which would be eliminated by -the greater safety of the protected trou;te; greater draft boats could be used, as present commerce is handicapped by insufficient water; sea-food products would be increased 300 per cent by the change of water in Pamlico Sound from the ocean through the deepened channel; "buy" boats from Norfolk and Baltimore, which can not now enter the sound, would return to the vicinity of Ocracoke. The primary intent of local interests is to secure a 7-foot channel connecting Core Sound and Pamlico Sound to provide a route to Ocracoke protected by the high sand reef on the northwest. The dis- tanee from Atlantic to Oeracoke' would be 14 miles shorter than the present route, via Thoroughfare Cut, which runs for 18 miles in Pam- lieo Sound and is exposed to the full force of all northerly winds. While local interests suggested at the public hearing the above- -described route, they modified this suggestion at a subsequent con- ference to request only a cut from Core Sound to Pamlico Sound via Wainwright Slue. The request for a 10-foot channel from Wallace Clhannel to Panlico Sound was presented at the public hearing by menhaden interests and had not been previously considered. The pur of this channel was to" eliminate the route around Cape Lookout during bad weather. The Cape Lookout route is the shorter route and the one used during S Not p d--- 30 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C., ETC. good weather in reaching the factories at Beaufort and Morehead City. As the maximum use of a new 10-foot channel would not exceed 63 days per month for the two months of October and November, local interests recognize that the construction cost would not be justified by the sayings, and therefore desire consideration only of the 7-foot channel connecting Core Sound and Pamlico Sound. 12. General and special subjects.-Local interests did not submit an. estimate of the savings that would result from the desired improve- ment. All the commerce is now mostly carried in the boats used for fishing and there-are no common carriers with established rates, The savings that would accrue would be due to added safety, shorter time required, and to use of larger and more economical boats. These. savings are difficult to evaluate, but it is believed that they would not exceed $1 per ton. With a total tonnage of 1,407 during the calendar year of 1930 and a prospective increase due to the proposed improvement of 2,500 tons, there would be a total savings of approx-. imately $4,000. The savings, however, would accrue only in the event of improve- ment of a channel through Core Sound to Taylors Creek, so that the communities along the sound and the towns of Beaufort and Morehead City would be served. Of itself, the- proposed improvement would have no merit, as it leads to no ports nor does it connect with an existing- waterway of the, same depth. 13. Local cooperation.-As the waterway from Ocracoke Inlet to the head of Core Sound is general in its benefits, since it is a link in a. through waterway from Ocracoke Inlet to Beaufort, it is believed that. local interests should not be required to cooperate in the construction. of this section should the improvement be authorized. 14. Concluwion.-As the estimated savings that would result from the desired improvement are insufficient to justify the probable cost. and the cost of annual maintenance of the channels originally re- quested by local interests, as well as insufficient to justify a 7-foot. channel connecting Core Sound and Pamlico Sound via Wainwright. Slue, conclusion is reached that the improvement should not be under-- taken by the United States at this time. 15. Recommendation.-It is recommended that no survey bet authorized. R. A. WHEELER, Major, Corps of Engineers, District Engineer.

REPORT OF THE DIVISION ENGINEER OFFICE OF THE DivisioN ENGINEER, SOUTH ATLANTIC DIvISIoN, Norfolk, Va., May 20, 1934 Subject: Survey of "Channel from Core Sound to Ocracoke Inlet,, N. ., by way of Wainwright Channel or other inside passage." To: The Chief of Engineers, United States Army. 1. The following is a report on survey of "Channel from Core Sound to Ocracoke Inlet N. C0., by way of Wainwright Channel or other inside passage," authorized by the river and harbor act approved July 3, 1930. OHANNEL FROM PAMLIC SOUND TO BEAUFORT, R. O., ETC 33'1 2. -Ocracoke Inlet is located on the coast of North Carolina about 29 miles southwest of Cape Hatteras. It is about IY miles wide and has a navigable channel about 1,200 feet wide and usually '10 to 12 feet deep. This is the deepest and best of the several inlets from the ocean into Pamlico Sound. The range of tide in theViilet is 2.351feet. Between the inlet and deep -water in; Pamlico Sound there is a fan- shaped shoal, through which there are four principal channels: Teaches Hole Channel, Blairs Channel, Wallace Channel, and Sheep Slue, with depths of from 3 to 9 feet. This shoal is constantly shifting and the depths in these channels vary, but it is said that there is usually a depth of from 5 to 7 feet in one or more of them. There is a depth of about 9-feet in Pamlico Sound from the sound endof these channels to the northern end of Core Sound, about 11 miles southwest of the inlet. The distance from the inlet to the north end ofCore Sound, via these channels, varies from 13 to 27 miles. Panilico Sound is separated from the ocean by narrow strips of land known as Ports- mouth Island south of the inlet and Ocracoke Island north of the inlet. The villages of Ocracoke and Portsmouth are located near the inlet on the north and south sides, respectively. zThe sound waters adja- cent to Portsmouth Island are shoal from the inlet to Core Sound, the prevailing depth being less than 4 feet for a distance of 3 miles offshore. 3. Core Sound is about 4 miles wide at its junction with Pamlico Sound. There are channels of 7 to 8 foot depth in the upper end of Core Sound and of 14 to 16 foot depth in Pamlico Sound near the junction of the two sounds. The sounds are connected through the shoal area at their junction, near the middle of the north end of Core Sound by Wainwright Channel, in which a depth of about 2.3 feet is available at low water. The shoal area is at present narrower over Harbor Island Bar, to the west of Wainwright Channel, where a con- trolling depth of 4.6 feet is found. The controlling depth at low1 water through Core Sound and thence to Beaufort is about 6.5 feet in the northern half of the sound, and about 5 feet in the southern half. The Inland Waterway from Norfolk to Beaufort passes through Pam- lico Sound and up Neuse River about 30 miles west of the head of Core Sound. Its project depth is 12 feet at mean low water. 4. There are no regular boat lines on the route between Core Sound and Ocracoke Inlet. The nearest railroads are at Oriental, on the Neuse River about 50 miles westerly by water, and at Beaufort, 40 miles southwesterly by water. Beaufort is the terminus of the Nor- folk Southern Railroad and the Norfolk, Baltimore & Carolina Boat Lihe, which operates on the section of the Inland Waterway from Norfolk to Beaufort. There is a hard-surface highway extending along the mainland side of Core Sound from Atlantic, 10 mie below the head of Core Sound, to Beaufort where it connects with the higli way system of the State of North darolina. The Standard Oil Co. has a wharf at Ocracoke, on the north side of the inlet, and the United States life saving station has one at Portsmouth on the south. There are no other terminal facilities except a few small privately owned wharves along Core Sound. 5. No previous examination or report has been made on a channel from Core Sound to Ocracoke Inlet, and there is no existing roject. A project of 1827 provided for a channel through the inner shoals of Ocracoke Inlet 400 feet wide and 10 feet deep at high water. The 32 CHANNEL FROM PAMLICO SOUND TO BEAUFORT, ai. C., ETC. channel was. deepened to 8,5 feet for partial width at-a. cost of $135 732.40. The project was abandoned in 1837, after the destruc- tion by srm of the maintenance jetty and the shoaling of the dredged channel. A project of 1889 provided for dredging Wallace. Channel 300 feet wide and 1O to 15 feet deep at high water. In I894, the pro- ject was modified so as to provide for dredging Teaches Hole (Channel 400 feet wide and 9 feet deep. It was again modified in 1894 so as to poide for dredgilg Wallace Channel 300 feet wide and 9 feet deep. The project as last modified was completed in 1896 at a cost of $97,090.97. There is an existing project for a channel, known as Thoroughfare Cut, 5 feet deep and 50 feet wide, connecting Thorough- fare Bay with Cedar Bay. This channel enters Pamlico Sound about 10 miles west of Wainwright Channel and provides a continuous channel to Core Sound. 6. A public hearing was held by the district engineer at which local menhaden interests stated that they desired a channel 10 feet to 12 feet deep, and 90 to 100 feet wide, leaving Wallace Channel at a point south of Ayers Rock and passing north of Casey. Island and through Sheep Slough to Pamlico Sound. Other interests desired a channel 6 or 7 feet deep and 90 to 100 feet wide from Wallace Channel to and Into Core Sound, the channel to be excavated through the shoal water in order to provide protection during bad weather. The primary in- tent of local interests is to secure a 7-foot channel connecting Core Sound and Parnlico Sound to provide a route to Ocracoke protected by the high sand reef on the northwest. The distance from Atlantic to Ocracoke would be 14 miles shorter via Wainwright Channel than ria Thoriughfare Cut. Than latter route follows Pamlico Sound for a distance qf 18 miles, and-is exposed to the full force of northerly winds. At a subsequent conference, local interests greed that the cost of the 19-foot channel to Pamlico Sund would note justified by the result- ing benefits. They also stated that in lieu of a 7-foot channel through the sho0s from Wallace Channel to Co-re Sound, a 7-foot channel fromn Pamlico Sound to Core Sound via Wainwright Channel would be satisfactory, No local cooperation may be expected. 7. Interested parties claimed that the channel from Wallace Channel to Pamlico Sound would eliminate the danger to life and property incurred in the outside route around Cape Lookout, and would permit menhaden boats and mail and passenger boats to make trips to and from Beaufort and M.¢iorehead City during bad weather. The inside 10-foot channel would be required only for the menhaden boats and would be used by them only about 12 days during bad weather in October and November each year. The claim was made that~the amount of sea-food products in the inside waters would increaRe 300 per cent because of the increased salinity of the water, and that "'buy" boats which can not now enter the sound would return to the vicinity of Ocracoke Inlet. Local interests claim that after improvement qf Wanwright Channel ni further improvement or maintenance of Thoroghfare Cut would be necessary. The dis- trict engineer states that distances from the north end of Core Sound via Thoroughfare Cut to points on Neuse Rivrfr and points on the inland waterway north of Neuse River are shorter, and routes less exposed, than via Wainwright COannel. For these reasons he believes that navigation interests will demand the continued maintenance of Thoroughfare Cut to its present project depth of 5 feet. CHANNEL FROM PAMLICO SOUND-TO BEAUFORT, N. 0., ET. 33 8. The commerce thouh Waixglt Channel in t931 was .17: tons, valued at $82,60, and coiiistnw of 1,412 tons of - fish ili oysters, 80 tonis of groceries and soft dj'int, 59 tons of gasoine 194 of ice,ton-sand 40 of wood. The division of commercial fisheres deptgtment ofconservtinon.and development of North (ioinq stated that during the oyster season from October 1, 1929, to Apr4 1$, 1930, 59,603 bushels of oysters and 1,000 tons of fish were shipp from the locality; that 40 oyster boats opera;;d in Core Soundan~ d at Portsmouth,.and that from 30jto 40-lar "buy" boats from Virigia and Maryland handled these oysters. There wereal' o said to be 35 trawlers from Virginia and Maryland, 30 menhaden boats operating off Ocracoke and Hatteras, and 125 fishing oat operating out of Ocracoke Inlet and taking their catch to Portsmoith and mito Core Sound. One committee of local interests, represenii fishermen, concurred in the above statement and stated that in 930, 1,000 Ons of food fish were sold in Beaufort and Morehead Cit for $200,000, and that 30,000 bushels of oysters were delivered to f tones located on Core Sound. This coimmitte estimated that men- haden boats marketed a million dollars worth of menhaden. Another committee -of local interests representing community along Core Sound submitted a statement that there was a total annual copn- merce of 107,650 tons over the route from Core Sound to Ocracoke Inlet. T}is comprised 30,500 tons of animal food products, 12,260 tons of vegetable food products, 1,700 tons of building mat6AiQJ, 2,800 tonts of fertilizer and fertilizer inaterials, 3,500 tons ofpetroleum products, 5,000 tons of timber, 50,000 tons of ice, and 1,890 tons of merchandise. 9. Fishing is the principal industry of the locality. Some agricul- tural products are produced, and there is a considerable supply of timber adjacent to Core Sound. The population of Ocracoke is 680 and that of Portsmouth is 1Q4,. There are a number of small settlements along Core Sound having an aggregate population of about 4,500. Beaufort and Morehead City, at the south end of Core Sound, are the only towns having rail connections, the other communities being dependent on water and highway transportation. The commerce would conut mainly of sea food, menhaden for fer- tilizer purposes, and general m16erc;ha.ndise. 10. A survey of Vainwright Channel and Harbor Island Channel has been made by the district engineer, and his report thereon dated March 16, 1932, is inclosed. lIe estimates the cost of a channel 7 fet deep and 75 feet wide, via Wainwright Channel, at $22,000, with $4,000 annually for maintenance. The estimated cost of the Harbor Island Bar Channel is $4,800, with $9,000 annually for maintenance. 11. The district engineer believes that the suggested improvement would be of some benefit, in that it would permit the uise of larger boats and make navigation safer. He thinks however, that there would be little saving unless a channel of equal depth were provided though Core Sound so that the conmmunities along Core Sound and the towns of Beaufort and Morehead City would be served, In the event of the dredging of such a channel, he estimates that the present commerce would be creased to the extent of 2,500 tons of food fish and menhaden, and that there would be a saving of-$1 per ton on this and on present commerce, making a total annual saving of $4,283. 149863-H. Doe. 485, 72-2-3 34 OHANNEL FROM PAMICO SOUND TO BEAUFORT, N. C., ETC. lIe does not believe that the suggested improvement should be made unless the 7-foot channel is extended through Core Sound. If the improvement is made, he believes that the route via Wainwright Channel sh uld be adopted for the reason that the cheaper channel via Harbor Island Bar is exposed to northerly winds, and would require frequent maintenance, causing frequent interruptions to traffic, due to plant not being available for work when needed. He states that Wainwright Channel is fairly well protected and should not rapidly deteriorate. 12. A report on preliminary examination and survey of a channel from Pamlico Sound to Beaufort, N.C., via Thoroughfare Cut, Core Sound, and Taylors Creek, has been submitted, in which 1Commenda- tion was made that a channel 7 feet deep and 75 feet wide be provided from Pamlico Sound via Wainwright Channel, Core Sound,. and Taylors Creek to Beaufort. The division engineer concurs in the opinion of the district engineer that the deepening of Wainwright Channel would be of insufficient benefit to justify its cost unless a deeper channel were provided through Core Sound to Beaufort. The channel recommended in the separate report referred to, if authorized, will provide the facilities desired by local interests. The division engineer accordingly recommends that no action be taken toward deepening Wainwright Channel without providing at the same tine a deeper channel through Core Sound. 13. There are no questions of terminal facilities, water power or other related subjects which could be coordinated with the suggested improvement in such a manner as to render the work advisable in the interests of commerce and navigation, without a 7-foot channel through Core Sound to Beaufort. H. B. FERGUSON, Colonel, Corp8 of Engineer8, Div8ion Engineer.

REPORT OF THE DISTRICT ENGINEER SYLLABUS The district engineer believes that of itself the proposed improvement would have no merit as it leads to no ports, nor does it connect with an existing water- way of the depth of 7 feet and that If the. improvement is niade it should be made under a for providing a channel from Painlico Sound to Beaufort, N. C., via WaInwrightprojcct Slue, Core Sound and Taylors Creek. WAR DEPARTMENT, UNITED STATES ENGINEER OFFICE, Wilmington, N. C., March 16,1932. Subject: Survey report on Channel from Core Sound to Ocracoke Inlet, N. C. To: The Division Engineer, South Atlantic Division, Norfolk, Va. 1. Authority.-This report is submitted in compliance with depart- ment letter dated July 24, 1931 and pursuant to provisions in the river and harbor act approved July 3, 1930, which directs an examina- tion of a "Channel from Core Sound to Ocracoke Inlet, N. C., by way of Wainwright Channel or other inside passage." A survey was authorized with a view to the improvement of Wain- wright Slue only; therefore this report covers only Wainwright Slue. Table: [No Caption]

Table: [No Caption]

CHANNEL FROM PAMLICO SOUND TO BEAUFORT1 N. C., ETC. 35 2. Location and dese'ptwn.--Wainwright Slue extends in a southerly direction from the southern end of Pamlico Sound toward Core Sound and is about half way between Hog Island and Core Beach. The minimum low-water depth in the slue proper is as much a.s 7 feet but the slue is separated from the 7-foot contour in Core Sound by a shoal on which the minimum low-water depth is only. about 24 feet. (See Coast Chart No. 1233.) 3. Previous reports.-The only report in which the improvement of Wainwright Slue has been given consideration is the preliminary examination report on Channel from Core Sound to Ocracoke Inlet, N. C., dated May 5, 1931. 4. Existing project.-None. 5. Bridges.- one. 6. Present commerlce.--The following table shows the commerce entering and leaving Core Sound via Wainwright Slue during the calendar year 1931.

Eastbound Westbound Total

Classes of commodities Tons Value Tons Value Tons Value

Animals and animal products: Fish, fresh-----8$--,806,------. -8008 Oysters in shell - --744 0,696 74-4 6,096 Vegetable food products: Groceries-. - 1i1 $2,893 -. . 11 2,893

Soft drinks. ..,.. .. 692,700 - -..9 2,760 Nonmetallic minerals: Gasoline In drums- 59 2,065---59 2,065 Wood an(l paper: Wood for fuel-40 240 . 40 240 Unclassified: Ice . 192 1,152 -192 1, lb2 Total .-.-.-...-371 9,110 1,412 73,49 1,783 82,0M

7. Prospective commerce.-No increase in the commerce would result unless the channel through Core Sound to Taylors Creek is improved. If this is done, the improvement would result in very little increase in the eastbound commerce, as this commerce consists almost entirely of supplies for the existing population which is not increasing very rapidly. There would be an increase in the west- bound commerce, particularly in the items of fish, oysters, and men- haden. A fair estimate of this increase is believed to be as follows: Tons Fish-1, 000 Oysters--- 4() menhaden ------1, 000 Total-2, 50 If a 7-foot channel should be provided from Core Sound to Pam- lico Sound via Wainwright Slue and no increase made in the project depth of 5 feet iin Thoroughfare Cut, which is believed to be advis- able, it would result in some further increases in the Wainwright Slue commerce. 8. Terminal facilitis.-There are no terminal facilities and none are required, 9. Special subjects.-There are no questions of flood control, water power, or other subjects, so related to the proposed improve- ment that may be coordinated therewith to lessen the cost and com-

9.869604064

460406968.9 Table: [No Caption]

36 OHANNEL FROM PAMLIOO SOUND TO BEA'UFORT N. 0., ETC. pensate the Government for the expenditures made in the interest of navigation. 10. Map8.-There is submitted herewith a map I on a scale of 1: 5,000, showing Wainwright Slue and Harbor Isiand Bar. The survey was made Deceonber, 1931, (For location see map printed with this report,) 11. Improvement desired. -Tho primary intent of local interests is to secure a 7-foot channel connecting Core Sound and Pamlico Sound vria Wainwright Slue. 12. General and special subjects.-Practically all of the commerce is carried in boats used for fishing and there are no common carriers with established rates. The savings that would accrue would be due to ad(le(lv safety antd to the use of larger boats. These savings are difUlcult to evaluate, but it is believed that they would not exceed $1 por ton. With a total tonnage of 1,783 during the calendar year 1931 and at prospective increase due to the proposed improvement of 2,500 tons, there would be a total savings-of $4,283. Tlie savings, however, would accrue only in the event of the im- provement of at channel through Core Sound to Taylors Croek so that the communities along Core Sound and the towns of Beaufort and Morehead City would be served. 13. Local cooperatiown.-As the improvement is general in its bene- fits it is believed that local interests should not be required to cool)- erato in the construction if the ilnprovenelnt should l)e authol-ized.l 14. Estiviate.-There are two routes considered, one through Wain- wrightSlute ant the otheC throtfgil I-aI')o I island Bar. The estimated costs of a channel 75 feet wide and 7 feet deep) at muean low water, allowing 1 foot for- excess dredging and side slop)es 1 on 3, via both of these routes, are as follows: Via Wainwright Sine: Rtemioving 88,000 cubic yards at 25 cents-$22, 000 Estimated annual maintenance. 4, 000 Via Harbor Island Bar: Removing 12,000 cubic yards at 40 cents-,4800 Estimated a mal maintenance------, 0)00 The estimates show first cost and maintenance for a channel through lhfarbor Island Bar to be much less thfan a channel via t the to Harbor Bar Wfnrwrigmfrom anlicoSlue,Souncbutis exposedentranceto northerly windsIslandafnd wouldChannelrequired frequent maintenance and cause frequent interrulption to traffic clue to plant not being available for maintenance work when needed. The Wainwright Slue route is in a. fairly well l)rotected location and should not rapidly deteriorate; therefore, the improvement of this route, is believed to be preferable to the improvement of Harbor Island Blar. 15. ConciU8ioni.-Of itself the prol)osed iminprovemient would have no merit as it leads to no ports, nor does it conne t with an existing waterway of the dopth of 7 feet. Local interests stated that they preferred a connection between Core Sound and Pamlico Sound via Wainwright Sluo to the present connection via Tphoroughfare Bay. They also stated that the inm- provemenlt of Wainwright Slue would matke unnecessary the further I Not printed.

9.869604064

460406968.9 CHANNEL FROM PAMLICO BOUND TO BEAUFORT, X, C., ETC. 37 improvement and maintenance of Thoroughfare Out. Distances from the north end of Core Sound via Thoroughfare Cut to points on Neuse River and points on the Inland Waterway north of Neuse River are shorter and routes less exposed than via Wainwright Slue; therefore it is believed that, while the further improvement of Thoroughfare Cut will not be required, that its maintenance to the present project depth of 5 feet will be demanded by navigation interests, 16. Recomrnendation.-It has been ascertained that it will cost less to reach Pamnlico Sound from Core Sound with a 7-foot channel via Wainlwright Slue than via Thoroughfare Cut. A survey report on a channel from Pamlico Sound to Beaufort, N. C., via Thorough- fare Cut, Core Sound, and Taylors Creek will be submitted at an early date, and the improvement of Wainwright Slue instead of Thoroughfare Cut will be recommended that report. If this project is approved it is recommended that it be approved for a channel from Pamlico Sound to Beaufort, N. C., via Wainwright Sluc, Core Sound, and Taylors Creek instead of for a channel from Pamlico Sound to Beaufort, N. C., via Thoroughfare Cut, Core Sound, and Taylors Creek. R. A. WgHkELER, Major, Corps of Engineers, District Engineer. 0

CHANNEL FROM PAMLICO SOUND TO BEAUFORT, N. C. VIA. CORE SOUND AND TAYLORS CREEK CUT.

Tab G East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Taylor’s Creek Hydrographic Survey (USACE – Feb 2019)

Tab H East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Letter of Agreement (Atlantic Veneer)

Tab I East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Manatee Avoidance Guidelines

United States Department of the Interior

FISH AND WILDLIFE SERVICE Raleigh Field Office Post Office Box 33726 Raleigh, North Carolina 27636-3726

GUIDELINES FOR AVOIDING IMPACTS TO THE WEST INDIAN MANATEE Precautionary Measures for Construction Activities in North Carolina Waters

The West Indian manatee (Trichechus manatus), also known as the Florida manatee, is a Federally-listed endangered aquatic mammal protected under the Endangered Species Act of 1973, as amended (16 U.S.C. 1531 et seq.) and the Marine Mammal Protection Act of 1972, as amended (16 U.S.C 1461 et seq.). The manatee is also listed as endangered under the North Carolina Endangered Species Act of 1987 (Article 25 of Chapter 113 of the General Statutes). The U.S. Fish and Wildlife Service (Service) is the lead Federal agency responsible for the protection and recovery of the West Indian manatee under the provisions of the Endangered Species Act.

Adult manatees average 10 feet long and weigh about 2,200 pounds, although some individuals have been recorded at lengths greater than 13 feet and weighing as much as 3,500 pounds. Manatees are commonly found in fresh, brackish, or marine water habitats, including shallow coastal bays, lagoons, estuaries, and inland rivers of varying salinity extremes. Manatees spend much of their time underwater or partly submerged, making them difficult to detect even in shallow water. While the manatee’s principal stronghold in the United States is Florida, the species is considered a seasonal inhabitant of North Carolina with most occurrences reported from June through October.

To protect manatees in North Carolina, the Service’s Raleigh Field Office has prepared precautionary measures for general construction activities in waters used by the species. Implementation of these measure will allow in-water projects which do not require blasting to proceed without adverse impacts to manatees. In addition, inclusion of these guidelines as conservation measures in a Biological Assessment or Biological Evaluation, or as part of the determination of impacts on the manatee in an environmental document prepared pursuant to the National Environmental Policy Act, will expedite the Service’s review of the document for the fulfillment of requirements under Section 7 of the Endangered Species Act. These measures include:

1. The project manager and/or contractor will inform all personnel associated with the project that manatees may be present in the project area, and the need to avoid any harm to these endangered mammals. The project manager will ensure that all construction personnel know the general appearance of the species and their habit of moving about completely or partially submerged in shallow water. All construction personnel will be informed that they are responsible for observing water-related activities for the presence of manatees.

2. The project manager and/or the contractor will advise all construction personnel that there are civil and criminal penalties for harming, harassing, or killing manatees which are protected under the Marine Mammal Protection Act and the Endangered Species Act.

3. If a manatee is seen within 100 yards of the active construction and/or dredging operation or vessel movement, all appropriate precautions will be implemented to ensure protection of the manatee. These precautions will include the immediate shutdown of moving equipment if a manatee comes within 50 feet of the operational area of the equipment. Activities will not resume until the manatee has departed the project area on its own volition (i.e., it may not be herded or harassed from the area).

4. Any collision with and/or injury to a manatee will be reported immediately. The report must be made to the U.S. Fish and Wildlife Service (ph. 919.856.4520 ext. 16), the National Marine Fisheries Service (ph. 252.728.8762), and the North Carolina Wildlife Resources Commission (ph. 252.448.1546).

5. A sign will be posted in all vessels associated with the project where it is clearly visible to the vessel operator. The sign should state:

CAUTION: The endangered manatee may occur in these waters during the warmer months, primarily from June through October. Idle speed is required if operating this vessel in shallow water during these months. All equipment must be shut down if a manatee comes within 50 feet of the vessel or operating equipment. A collision with and/or injury to the manatee must be reported immediately to the U.S. Fish and Wildlife Service (919-856-4520 ext. 16), the National Marine Fisheries Service (252.728.8762), and the North Carolina Wildlife Resources Commission (252.448.1546).

6. The contractor will maintain a log detailing sightings, collisions, and/or injuries to manatees during project activities. Upon completion of the action, the project manager will prepare a report which summarizes all information on manatees encountered and submit the report to the Service’s Raleigh Field Office.

7. All vessels associated with the construction project will operate at “no wake/idle” speeds at all times while in water where the draft of the vessel provides less than a four foot clearance from the bottom. All vessels will follow routes of deep water whenever possible.

8. If siltation barriers must be placed in shallow water, these barriers will be: (a) made of material in which manatees cannot become entangled; (b) secured in a manner that they cannot break free and entangle manatees; and, (c) regularly monitored to ensure that manatees have not become entangled. Barriers will be placed in a manner to allow manatees entry to or exit from essential habitat.

Prepared by (rev. 06/2003): U.S. Fish and Wildlife Service Raleigh Field Office Post Office Box 33726 Raleigh, North Carolina 27636-3726 919/856-4520 Figure 1. The whole body of the West Indian manatee may be visible in clear water; but in the dark and muddy waters of coastal North Carolina, one normally sees only a small part of the head when the manatee raises its nose to breathe.

Illustration used with the permission of the North Carolina State Museum of Natural Sciences. Source: Clark, M. K. 1987. Endangered, Threatened, and Rare Fauna of North Carolina: Part I. A re-evaluation of the mammals. Occasional Papers of the North Carolina Biological Survey 1987- 3. North Carolina State Museum of Natural Sciences. Raleigh, NC. pp. 52.

Tab J East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application NMFS Sea Turtle & Smalltooth Sawfish Recommendations

UNITED STATES DEPARTMENT OF COMMERCE National Oceanic and Atmospheric Administration NATIONAL MARINE FISHERIES SERVICE Southeast Regional Office 263 13th Avenue South St. Petersburg, FL 33701

SEA TURTLE AND SMALLTOOTH SAWFISH CONSTRUCTION CONDITIONS

The permittee shall comply with the following protected species construction conditions: a. The permittee shall instruct all personnel associated with the project of the potential presence of these species and the need to avoid collisions with sea turtles and smalltooth sawfish. All construction personnel are responsible for observing water-related activities for the presence of these species. b. The permittee shall advise all construction personnel that there are civil and criminal penalties for harming, harassing, or killing sea turtles or smalltooth sawfish, which are protected under the Endangered Species Act of 1973. c. Siltation barriers shall be made of material in which a sea turtle or smalltooth sawfish cannot become entangled, be properly secured, and be regularly monitored to avoid protected species entrapment. Barriers may not block sea turtle or smalltooth sawfish entry to or exit from designated critical habitat without prior agreement from the National Marine Fisheries Service’s Protected Resources Division, St. Petersburg, Florida. d. All vessels associated with the construction project shall operate at “no wake/idle” speeds at all times while in the construction area and while in water depths where the draft of the vessel provides less than a four-foot clearance from the bottom. All vessels will preferentially follow deep-water routes (e.g., marked channels) whenever possible. e. If a sea turtle or smalltooth sawfish is seen within 100 yards of the active daily construction/dredging operation or vessel movement, all appropriate precautions shall be implemented to ensure its protection. These precautions shall include cessation of operation of any moving equipment closer than 50 feet of a sea turtle or smalltooth sawfish. Operation of any mechanical construction equipment shall cease immediately if a sea turtle or smalltooth sawfish is seen within a 50-ft radius of the equipment. Activities may not resume until the protected species has departed the project area of its own volition. f. Any collision with and/or injury to a sea turtle or smalltooth sawfish shall be reported immediately to the National Marine Fisheries Service’s Protected Resources Division (727-824- 5312) and the local authorized sea turtle stranding/rescue organization. g. Any special construction conditions, required of your specific project, outside these general conditions, if applicable, will be addressed in the primary consultation.

Revised: March 23, 2006 O:\forms\Sea Turtle and Smalltooth Sawfish Construction Conditions.doc

Tab K East Taylor’s Creek Maintenance Dredging CAMA Major Permit Application Riparian Property Owners Notification List

Carteret County Navigation Project East Taylor's Creek Maintenance Dredging Riparian Property Owners

Mailing Address ID Owner Physical Address Parcel # ACRES ADDRESS 1 ADDRESS 2 City State Zip

1 WILLIAMS,SAM C JR ETUX GAIL C 2692 LENNOXVILLE RD 205A PLAZA DR GREENVILLE NC 27858 731507670601000 1.201

2 DUNN,LEE H EUTX THARON 2691 LENNOXVILLE RD PO BOX 1846 NANTUCKET MA 02554 731507670531000 1.1

3 DUNN,LEE H EUTX THARON 2690 LENNOXVILLE RD PO BOX 1846 NANTUCKET MA 02554 731511670349000 1.69

TECHET,ANDREW HOLDEN 4 2686 LENNOXVILLE RD PO BOX 19726 RALEIGH NC 27619 731511670205000 2.216 TRUSTEE THREE EMBARCADERO 5 GANCI E LIBRI LLC 2684 LENNOXVILLE RD 10TH FLOOR SAN FRANCISCO CA 94111 731511579201000 0.811 CENTER

6 POINT LOOKOUT LLC 2682 LENNOXVILLE RD 4242 SIX FORKS ROAD #920 C/O H MARK DALEY III RALEIGH NC 27609 731511578201000 0.949

7 LOVINGS,RONALD EDWARD 2680 LENNOXVILLE RD PO BOX 2322 BEAUFORT NC 28516 731511577173000 0.614

8 LOVINGS,RONALD EDWARD 2676 LENNOXVILLE RD PO BOX 2322 BEAUFORT NC 28516 731511576186000 0.643

9 ATKINSON,JACKIE RAY SR 2674 LENNOXVILLE RD 474 HAWTHORNE DRIVE DANVILLE VA 24541 731511575283000 0.664

10 GENTRY,WILLIAM ETUX J JR 2672 LENNOXVILLE RD PO BOX 10309 DANVILLE VA 24543 731511574287000 0.76

11 IVEY,ROBERT W ETUX DONNA M 2666 LENNOXVILLE RD 2666 LENNOXVILLE RD BEAUFORT NC 28516 731511573254000 0.931

12 PULLY,WILLIAM A ETUX DALE S 2650 LENNOXVILLE RD 3521 BARRON BERKLEY WAY RALEIGH NC 27612 731511572244000 0.274

13 ROSE,CLARENCE T ETUX REGINA P 2652 LENNOXVILLE RD 112 WILD MAGNOLIA DRIVE BEAUFORT NC 28516 731511572319000 0.701

TAYLORS CREEK BEACH HOUSE 14 120 TAYLORS CREEK LN PO BOX 128 WENDELL NC 27591 731511571236000 0.327 LLC

15 SMITH,MISHEW E ETVIR 118 TAYLORS CREEK LN 8211 JOHN MILL ROAD BAHAMA NC 27503 731511570263000 0.229

16 WEST,M CRAIG ETUX LESLEE 116 TAYLORS CREEK LN 12801 RAVEN RIDGE RD RALEIGH NC 27612 731510479273000 0.269

VASSALLO,CHARLES M ETUX 17 114 TAYLORS CREEK LN 109 LAKE BOONE TRAIL RALEIGH NC 27608 731510478290000 0.271 PATRIC

18 STONE,JERRY F ETUX CAROLINE 112 TAYLORS CREEK LN 112 TAYLORS CREEK LN BEAUFORT NC 28516 731510478210000 0.318

19 STONE,H RONALD ETUX MARY F 110 TAYLOR CREEK LN 110 TAYLOR CREEK LANE BEAUFORT NC 28516 731510477221000 0.289

SANDERSON,H LAWRENCE ETAL 20 108 TAYLORS CREEK LN PO BOX 1927 DUNN NC 28335 731510476243000 0.264 TRUS

21 SNIPES,BARRY E ETUX LUCY 106 TAYLOR'S CREEK LN 106 TAYLOR'S CREEK LANE BEAUFORT NC 28516 731510475275000 0.272

22 KLENZ,BRADLEY W 104 TAYLORS CREEK LN 1901 RUSSELL RALEIGH NC 27612 731510474297000 0.275

ROBINSON,EDDIE LEE ETUX 23 102 TAYLORS CREEK LN 141 DUKE RD WINTERVILLE NC 28590 731510474345000 0.287 SHARON

24 STATE OF NORTH CAROLINA 0 1321 MAIL SERVICE CENTER RALEIGH NC 1321-27699 731500043525000 9