Statement Number
FHWA-SC-EIS-73-070
U. S. Department of Transportation
Federal Highway Administration
Prepared by
South Carolina State Highway Department
-FHWA-SC-741262-D
Draft
Environmental Impact Statement
Administrative Action
for
Proposed Beaufort River Crossing near Beaufort, South Carolina
(Beaufort County). The project would extend from S. C. Route
281 on Port Royal Island to U. S. Route 21 on Ladies Island,
a distance of approximately 3 to 4 miles.
THIS HIGHWAY IMPROVEMENT IS PROPOSED FOR FUNDING UNDER TITLE 23, 1.5.6.
U.S.C.
THIS STATEMENT FOR THE IMPROVEMENT WAS DEVELOPED IN CONSULTATION WITH
THE FEDERAL HIGHWAY ADMINISTRATION AND IS SUBMITTED PURSUANT TO:
42 U.S.C. 4332(2) (c)
CLEARED BY STATE HIGHWAY DEPARTMENT:
Prepared by:
Approval Recomme ded:
v: Storga Blas
anteattura
Aproved: J. D M Maharajevate: July 30, 1923
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:
APPROVED AND ADOPTED BY THE FHWA
Webuli
September 20, 1973
FHWA Reviewing Official
NEPA COLLECTION
Transportation Library
Northwestern University Library
Evanstun, li 60201
5
LULE BUTTON
SUMMARY SHEET
3 5556 030 782106
1.
Administrative Action for Location Approval
(x) Draft () Final
(X) Environmental Statement
( ) Combination Environmental/Section 4(f) Statement
2.
Brief Description:
(termini, length and state and counties involved)
The project involves the construction of a multi-lane facility
from S. C. Route 281 on Port Royal Island to U.S. Route 21 on Ladies
Island in Beaufort County. The approximate length of the project is
between 2.9 and 4.1 miles (depending on alternate) and involves a bridge
over the Beaufort River which is a portion of the intracoastal waterway.
.
3.
Summary of environmental impacts:
Improved traffic flow between Port Royal Island and Ladies Island,
provides a fixed span structure across the river (presently only one
bridge exists and it is a swing span); involves crossing of considerable
marsh land; temporary siltation and increased turbidity during bridge
construction; and acquisition of right of way for the length of the
project.
4.
Alternatives considered:
Two alternate locations were considered for the Beaufort River
crossing along with the "do nothing'' alternative.
5.
a.
Federal State and local agencies from which comments requested
on draft statement:
U. S. Department of Housing and
Urban Development
U.S. Corps of Engineers
U.S. Department of the Interior
U.S. Environmental Protection Agency
U. S. Department of Commerce
U.S. Coast Guard, 7th District
Statewide Clearinghouse:
Department of Archives
and History
Department of Parks,
Recreation and Tourism
Marine Resources Department
Wildlife Resources Commission
District Clearinghouse:
Members Legislative Delegations
Local Chambers of Commerce
County Managers and Supervisors
Mayors
Planning Commissions
Other agencies and groups
as appropriate
b.
(For final statements)
tatements) Federal, State and local agencies and
other sources from which written comments have been received.
6.
Dates draft statement made available to Council on Environmental
Quality and public.
Month
Day
Year
-2-
CESCE CE TE NOSISTANT SECHETASY OF CONVECE
Washington, D.C. 20230
CINTA
TOSTA
November 19, 1973
Ir. J. D. Homelan, Jr.
State Dichvey Engineer
michuay
Drauer 191
Columbia, South Carolina 29202.
Fhop
Dear Mr. Weichan:
The droit covironmental impact statenent for the Proposcd
Becurort River Crossing recr the City of Deaufort, South
Carolina, vhich accompanied your lottor of October 1, 1973,
has been received by the Departent of Co-orce for review
and comment.
The statement has been reviewed and the following comments
are offered for your considerction.
From the information peoviced in the statement, it 13
impossible to poorly 2000s the chicoes of the project on
che rashes and associated bioso eins V1 Se cisturbed or
destroyed during conssuccion cf the rivcs crocoins.
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A list of ODS W222: the po
juca acc and a discussion of projccc ciccta co choce 090.-
nicos should be provided.
It is questionable that culronto Bes 11110incia
prores vacon cuchacze or tidl 10. 000. Ovomontavi
S01 5101 morchis is cicacctcrised by scot 510:"
OVOS CAC Cucine C, SCO
A2111 0001107
COTT, CI2. tit. criteris,
Co
vould 41000 netur.1 1?ter cirt1 cica 3cicons and contacion
o iau casion. Tinc ar ceviso.1 Set Sacemont
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should furthe discuss the cances of disociacor circula-
tion pactezns on organic found in the procoa106..
are
:
|
1
- 2
Additionci information that should be provided to properly
evaluate project cffects incluries the following: (1) Dficces
of siltation on aquatic organisas in the crea, copccially
sessile invertebrates. (2) The poosibility of coltuator intru-
2
sion into the ccuifer by dorucling operations. mais informe
tion is necessay because the cquifer is cxtrcnely challow at
this location. (3) The effects of a permanent 100s of nutrients
to the system by filling at least 1.51 and up to 7.29 acres of
mengha. (4) Ihe cffects of causeways on the adjacent march
due to an increase in elevation from the weight of fill placed
on a soc substrate.
7
V. Alternntives: Parc 12, This section should also discuss
the advantages and disadvantages of a fill cauceway versus 27
clevated structure.
21
According to Cosselink, Odum,
and Pope,
in long-range planning, an cicvated structure is more economical
than a fill causeway for the followins reasons:
2
1.
The high cconomic, lifc cupport, and recreational
value of our remaining mercies.
2.
Least diszuption of the ecosystem, especially water
$10w pacte-ns.
3.
Elimination of the need Co IcConstruct f111 cause-
ways then they are throatened by a rise in water
levels.
According to read and Tory (1971),3/-2cccr levels alcag the Atlantic
coasc are rising ac a rate of 0.35 moc/100 years. da cicvated
structure would further alleviate the need for much disposal
sites and borrow creas.
:
Port
1/ South Carolina Water Resources Commission. 1972.
Royal sound Environmental Study, 555 pages.
2/coscellak, J.G., 2.1. Odum, and A.W. Pone. Unpublished
May 1, 1973, prepublication drait cujeci to revision. The
value of the Tidal 7228.
3/120ad, 1.11., ord k... Emrt. 1971. Sa lovel as criactca
by river runoff, castern United States, Science 173: 425-423.
--
- 3
VII. Irreversible and quanto gimn': 1. Camml form of mognurnos:
Par? 15. Tie uzata Covizoriental i ces Secco...one ciices Enco
mnie beideos which vould be constructed over the Deaufort River
and tidcl crecks would affccc 412 marsh and its vildlife only
during construction and nos izzevozsibly." MOOVCE, no cvicence
to support this conclusion is civen in the statcoont. On the
contrary, depending on whether plan A or B is selected, cicher
1.51 0. 7.29 acres of marshi, its nutrient production, and its
associated biota will be permanently lost. Altered water (10179
may also affect the remaining marshlands upstream of the project
site.
Thank you for giving us an opportunity to provide these comments,
vilich we hope will be of assistance to you.
We would appreciate
receiving a copy of the final statement.
Sincerely,
Sidney R. Galler
Deputy Assistant Secretary
for Environmental Affairs
CN
7310.09
cc: CEQ
Mr. Moreland
Mr. Ellert
Dr. Aron
5
I
--
United States Department of the Interior
OF XC3 OF THE SECRETARY
Soutlicas: Region
1
148 Cain St., N.E.
Atlanta, Ga. 30303
R-73-1296
November 15, 1973
2. J. D. McMahan, Jr.
State Highway Engineer
S. C. Highway Department
Drauer 191
Columbia, South Carolina 29202
DOT FAWA
Dear Mr. McMahan:
31574-2
>
This is in response to your letter of October 1, 1973, to the
Assistant Secretary for Program Policy, U. S. Department of the
Interior. He have reviewed the drait environmental statement on
the proposed Beaufort River crossing near the city of Beaufort,
South Carolina (Beaufort County) for effects on historic sites,
parks, recreation areas, geolosy, hydrology, and fish and wildlife
resources.
We offer the following comments for your consideration:
It is probabie that no major environmental impact on the mineral
resources of the area will be made by the project. However, the
presence of mineral deposits of marginal economic value and the
commitment of these resources to the project should be discussed
in the environmental statement.
Damage to the marshland would be less by using alternate A. Less
marshland damage would be involved by using this shorter route.
It may be possible to relocate alternate A slightly to use more
high land area and less marsh.
The Bureau of Sport Fisheries and Wildlife would be opposed to
any embankment in the marshland on either alignment proposed.
This is a highly productive marsh, and we do not feel that the
added cost of bridge construction out weighs the destruction of
this marsh area. An embankment would not only destroy the marsh,
but would change water flow patterns so important in marsh
ecology. In conjunction with this project access for boaters
and fishermen should be considered.
While the Environmental Guidelines on page 3, Preservation of
historical areas, is indicated as an "Environmental Guideline,"
there is no indication of serious consideration of cultural factors.
The statement ,on page 11 sets forth that comments were solicited
1
from the State Department of Archives and listory regarding places
on the Ilational Register of Historic Places and that no response was
received. Therefore, we cannot agree that cultural values have
been adequately covered.
1.
The National Register of Historic Places should be
checked to ascertain if any such properties listed thereon
are in the vicinity of the proposal. If there are none,
there should be a statement to this effect. If there
are such properties listed on the Register in the vicinity,
but which will not be affected by the proposal, the
environmental statement should contain a sentence indicating
that the Register had been consulted, the "Criteria for
Ellect" applied to those properties, and that no National
Register properties would be affected.
2.
The State Historic Preservation Officer should be asked to
set forth the cffect of the undertaking on any historical
or archeological resources which may be in the process of
nonination to the National Register of Historic Places. A
copy ci his connents should be appended the envirormental
statement and the effect on these areas in the process of
nomination should also be explored in the environmental
statement.
3.
II a check of the National Register or consultation with
the State Historic Preservation Officer reveals the presence
of existing or potential National Register properties that
will be affected, then the environmental statement should
contain the following:
A list of the sites to be affected.
B.
An analysis of the nature of the effects of the
proposal and of each alternative on the individual
site.
C.
A discussion of the ways in which the effects of
the proposal on each alternative were taken into
account in selecting the proposed alternative.
D.
An account of steps taken to assure compliance
with Section 106 of the National Historic Preservation
Act of 1966, as presented in the Federal Register of
February 28, 1973.
2
4.
The presence or absence of unknown historic or archeological
values that could be affected by the project should be
determined by professional archeologists, historians, or
others porfessionally competent to investigate such values
in the field. In the absence of recorded historic or
archeological surveys of the area in question, the best
way to insure against inadvertent loss of such values--
and to obviate delays in construction while salvage
investigation is undertaken--is to conduct a professional
cxamination of the affected area prior to construction.
The results of this investigation should be reflected in
all parts of the environmental statement which should
describe them, analyze their relation to the project by
assessment of the project effects upon them, explain what
measures will be taken to mitigate loss of cultural values,
explain unavoidable adverse effects, and account for
irreversible and irretrievable commitments of cultural
resources.
These, then, need to be explored under Sections II through
VIII. In addition, the Advisory Council on Historic
Preservation should be listed on the summary sheet as
one of the Federal agencies which would review the
environmental statement.
Thank you for the opportunity to review and comment on the draft
environmental statement.
Sincerely yours,
1800) June 2013
(Miss) June Whelan
Special Assistant
to the Secretary
Cc:
Bureau of Sport Fisheries & Wildlife, Atlanta, Ga. (1)
National Park Service, Atlanta, Ga. (1)
Bureau of Outdoor Recreation, Atlanta, Ga. (1)
Geological Survey, Reston, Va. (1)
Geological Survey, Columbia, SC (1)
Bureau of Mines, Pittsburgh, Pa. (7)
Environmental Project Review, Washington, DC (1)
Council on Environmental Quality, Washington, DC (5)
3
INTRODUCTION
The South Carolina State Highway Department, in coordination
with Federal, State, and local government, plans to construct a
new highway facility as part of the primary road system.
This environmental impact statement has been prepared on the
project in an effort to afford public agencies and citizens the
opportunity to review and return comments on this undertaking as
part of the Highway planning effort to insure that attention be given
to the protection and potential enhancement of the environment within
the proposed corridor.
This Draft represents the culmination of effort by the High-
way Department through maps, area planning studies, as well as input
from various state and local agencies. The Port Royal Sound Environ-
mental Study prepared by the South Carolina Water Resources Commission
was also a source of reference in preparation of the Draft.
Environmental Guidelines
The statement is in compliance with policies established by
the Clean Air Act of 1970, the National Environmental Policy Act
of 1969, and Section 4(f) (if applicable) of the U.S. Department
of Transportation Act of 1966.
Social, physical, and environmental factors have been taken
into consideration in developing and evaluating advantages or dis-
advantages of each alternative considered in this statement. Con-
sideration of other factors include the following:
.
1. Protection and enhancement of aesthetic qualities of the
area and protection of sensitive areas against undue noise pollution.
2. Development of project to prevent erosion and siltation,
including right of way, both during and after construction.
3. Preservation of historical areas.
4. Maximizing highway users benefits
DESCRIPTION
The proposed Beaufort River Crossing would connect the developed
area of Beaufort and Port Royal with Ladies Island and other islands
to the east. A multi-lane highway is proposed with two travel lanes
in both directions. Of major importance is the new bridge over the
Beaufort River which is a part of the Intracoastal Waterway.
The western terminus of the project is Ribault Road (S. C.
Route 281) which is the primary arterial route connecting the towns
of Beaufort and Port Royal. S. C. Route 281 is the only roadway
crossing Battery Creek leading to the Parris Island Marine Recruit
Depot which is a major employment site in the area.
-3-
The proposed roadway extends easterly from S. C. Route 281 through
wooded, sparsely developed areas to the Beaufort River. A fixed span
bridge is proposed across the Beaufort River with adequate clearances
to accommodate navigation along the river. (To date, permit applications
for the clearances have not been forwarded to the Coast Guard). A bluff
exists along the western bank of the river, therefore, the elevation of the
roadway and the ground line on the existing highlands of Port Royal would
be approximately the same to the edge of this bank. There is also very
little marsh area between the bluff and the edge of the water line. This
condition does not exist on the eastern side of the river. Marsh would
be traversed before reaching high ground. The amount of marsh involved
will depend upon the alternates considered as discussed in Section V of
this statement. Due to vertical clearance requirements for navigation,
the elevation of the roadway would vary between approximately 12 feet and
30 feet above the marsh near the river. After traversing the marsh adjacent
to the river, the roadway would proceed on high ground of which a portion
has been cleared for farming. The eastern terminus of the project is
U.S. Route 21 in the vicinity of S. C. Route 802. U.S. Route 21 is the
primary route on the islands. It connects the Beaufort area with the
recreation and resort areas on the coast, such as Hunting Island and
Fripp Island.
Present development along the peninsula between the cities of
Beaufort and Port Royal is primarily residential. Some strip commercial
development exists along Ribault Road. The United States Naval Hospital
occupies a considerable amount of property between Ribault Road and the
Beaufort River. The location is generally as shown in Figure 3. Areas
of open land still exist on the more sparsely developed portion of the
peninsula. Alternate locations considered as shown in Figure 3 are
located predominantly in the open land portion.
The planned future land use, as presented in the "Development
Plan, Beaufort, South Carolina'', indicate the area adjacent to Ribault
Road as commercial. Moving away from Ribault Road medium to high density
residential uses are projected and then medium to low density residential.
Due to the proximity of the Beaufort River and Ribault Road, no low density
residential development is included on this side of the roadway. These
future land uses would be applicable to Alternate A as shown in Figure
3. The development plan did not include a projected future land use
plan for the area in which Alternate B is located.
.
East of the Beaufort River, in the area of the proposed alternates,
land is very sparsely developed. Patches of development which do exist
are residential. Some farming operations are conducted on portions of the
land with light commercial development along V. S. Route 21. The future
land use plan for this area is low to medium density residential with
commercial development near the intersection of S. C. Route 802 and U. S.
Route 21.
The proposed roadway is entirely on new location. The anticipated
right of way width on the Port Royal portion of the project is 80 feet.
This portion of the roadway would provide for two travel lanes in both
directions separated by a paved rough textured median 14 feet wide.
Curb and gutter would also be constructed as opposed to open ditch drain-
age. This would blend with the urbanistic development trends in the area
-4-
and conserve right of way. A four lane fixed span concrete and steel
bridge is proposed across the river with a median to separate opposing
traffic. In the area east of the river, the right of way width proposed
would be approximately 200 feet. The widen right of way would accommodate
open ditch drainage, which is less expensive to construct and would better
compliment the natural surroundings of the more rural area on the islands.
This width could quite possibly be reduced to 80 feet near the intersec-
tion with U. S. Route 21 to conserve right of way in the more developed
area. Partial control of access is proposed for the entire route with
access points limited to one per property owner in addition to the street
intersections.
Since this project will involve crossing of navigable waterways
and construction in marsh land, permits from the State Pollution Control
Authority, the U.S. Coast Guard, and the Army Crops of Engineers will
be required.
Presently only a movable span bridge located on U. S. Route 21
connecting the business district of the City of Beaufort with Ladies
Island crosses the Beaufort River. This structure is two lanes wide
and is restricted in the amount of automobile traffic which it can
accommodate due to the frequent opening of the bridge for boat traffic.
An increasing amount of boat and automobile traffic is being experienced
in this area making the proposed project increasingly important. A 30%
increase in the average daily traffic was observed between 1963 and 1969.
The frequency of opening the bridge for boat traffic increased from 1800
in the year 1965 to 3750 in 1972. Due to the increasing automobile traffic,
a new bridge is urgently needed to serve persons on Ladies Island who
depend on the area of Beaufort and Port Royal. It is projected that average
daily traffic (ADT) on the new bridge two years after its opening would
be approximately 5000. The projected traffic for 1995 is 10000 ADT. It
is estimated that seasonal peaks would exceed this figure by approximately
25%. These traffic estimates are based on land use factors which were
projected by the Beaufort County Planning Commission for use in development
of the BEAUTS Plan.
The proposed Beaufort River Crossing is an integral part of the
recommended street and highway plan of the Beaufort Area Transportation
Study (BEAUTS) published in December of 1971. Included as Figure 4 is
the recommended street and highway plan as presented in the study. The
river crossing is a portion of a beltway proposed to encircle the Beaufort
and Port Royal area. The character of the project is such that it warrants
construction even if it were not a portion of the proposed beltway.
Traffic studies indicate that the river crossing will facilitate
local traffic movement from the developing areas west of Battery Creek
to the eastern islands. If the portion of the Beltway across Battery Creek
is not constructed, these travel desires can still be satisfied by the
present S. C. Route 281, which is proposed to be improved from its present
two lane roadway to four lanes, even though increased travel time would
be involved. It is anticipated that some of the through traffic which
would utilize the Southwest Beltway, if constructed in its entirety,
would be diverted to other roadways in the system. This volume is small
compared to the remaining traffic which would utilize the bridge.
-5-
If the remainder of the beltway was not constructed, the pro-
ject would benefit and serve the community from a socio-economic
viewpoint as well as improving traffic flow. It has two logical
termini, S.C. Route 281 to the west and U.S. Route 21 to the east.
It provides an additional crossing of the Beaufort River with a
fixed span, high level structure as compared to the present bridge
which is a movable span structure. Additional reasons i numerated in
this statement indicate the importance of the project.
This project is considered to be the highest priority in the
area since it will provide a new crossing of the Beaufort River to
the islands east of the River. It is estimated that the project will
require approximately three years to construct. The actual contract
letting date is dependent upon the availability of funds.
Local officials have strongly urged the advancement of this
project. Of primary concern are the inhabitants of the islands east
of the Beaufort River. At present, the only way to get to the islands,
other than by boat, is across the present U.S. Route 21 movable
span bridge. If the bridge structure should become frozen in an open
position or be damaged to the extent that auto travel would be pro-
hibited, the people on the islands would be considerably inconvenienced. .
It would be of extreme concern in the case of emergencies from adverse
weather conditions such as storms, hurricanes, etc. which are situa-
tions to be reckoned with in coastal areas. At present, there is
no alternate route for automobiles to get to the islands. Any supply
of medicine or food would be severely hampered in emergency situations.
.
A fixed span bridge is proposed for the new crossing which would
greatly .
improve the existing conditions. No automobile traffic delay
would be encountered as a result of boat traffic along the river. The
present bridge has a history of frequent repair requirements for
fenders resulting from boats slamming into them. This results in
vehicle delay during these added periods of maintenance on the bridge.
of additional concern to local officials is the economic develop-
ment of the area. Beaufort County is one of the more economically
deprived portions of South Carolina. One of the requirements for
deve lopment is adequate transportation facilities. An additional
crossing of the Beaufort River should substantially improve the
development potential of the islands east of the river. Mostly open
land exists on the islands with some recreational, residential, and
farming land uses. Fishing and related industry are other activities
on the islands. The lack of development on the islands makes work
opportunities difficult for the labor force existing on the islands.
Future land use projections of primarily residential development will
require adequate travel facilities for residents to get to jobs west
of the river. Ease of traffic movement is necessary between the areas
of Beaufort and Port Royal and the eastern islands for the two areas
to compliment each other. Until some additional development occurs
on the islands, the areas of job opportunity exist west of the river.
This facility will also help relieve congested traffic conditions
in the central business area of the City of Beaufort. Since all
traffic to the islands has to use the U.S. Route 21 bridge, it all
-6-
must come through the business district of Beaufort. This is a
problem of considerable significance during the summer peak periods.
The project is being cleared through notification and review
procedures as set forth in Circular A-95 of the U.S. office of
Budget and Management.
The South Carolina State Highway Department solicited input
into this environmental impact statement from the following agencies:
S.C. Department of Archives and History
*S. C. Department of Wildlife Resources Commission
*S. C. Water Resources Commission
S.C. Pollution Control Authority
*S, C. Land Resource Conservation Commission
*S.C. Forestry Commission
Low Country Regional Planning Council
Response was received from those agencies as indicated by
See pages
asterick and have been incorporated into the statement.
A-1 through A-9.
PROBABLE IMPACT OF THE PROPOSED FACILITY
The Beaufort-Port Royal area is situated at the confluence of
the Beaufort and Broad Rivers on the southerly portion of the South
Carolina coast (see Figure 1). Beaufort is an old harbor town rich
in historical heritage. The sea island setting attracts tourists
to the town and the nearby Hunting and Fripp Islands. The towns of
Beaufort and Port Royal are located on Port Royal Island. The Parris
Island Marine Recruit Depot is located on Parris Island south of Port
Royal Island. Ladies Island, St. Helena Island, Hunting Island,
Fripp Island and others are located to the east between Port Royal
Island and the Atlantic Ocean (see Figure 2). These islands are
separated from Port Royal Island by the Beaufort River, which is a
segment of the intracoastal waterway.
Development of the Beaufort area has been enhanced by the
establishment and growth of armed forces installations. The Marine
Corps training installation at Parris Island and the Marine Air
Station constitute an important factor in the area's employment,
both military and civilian, and are the cornerstones of the local
economy. Other major economic activities include vegetable farming
and those related to the ocean, such as the fishing, shrimping, and
tourist industries. Limited dock facilities are located south of the
town of Port Royal near the junction of the Beaufort River and
Battery Creek,
The Beaufort area has mild temperatures and abundant rainfall.
Winters are short and mild, but usually include occasional short periods
of Cole temperatures. Summers are long with maximum temperatures
ranging from 950 to 100°F. during July and August. The U.S. Weather
Bureau records show the average yearly precipitation and temperatures
at Savannah (located 40 miles southwest of Beaufort) for the period
1874 to 1957 as 45.75 inches and 66.4°F respectively. Rainfall is
usually well distributed with the largest amounts occurring durring
-7-
the spring and summer months. The average frost free growing season
is 273 days. The average date for the last freeze in spring is
February 26 and for the first freeze in fall is November 26.
Plan.
The area is located in the Sea Island Section of the Coastal
The terrain has little relief and is heavily wooded on high
ground which has not been cleared for farming. Another predominant
land feature of the area is the abundant marsh land which supports
many forms of plant and animal life.
The county is predominantly rural in nature with only two
sizable urbanized areas: The Beaufort/Port Royal area and the resort
area of Hilton Head. in its early years, its economy was centered
about farming operations which required a large labor force. This
economic faction of the area has dwindled. The pulpwood industry is
prevalent in the area. This industry does not require the labor force
that the farming does, nor does the farming industry require the labor
force it once required due to the greater utilization of mechanized
equipment in the industry. The mainstay of the economy is insecure
in that the future and growth of the installations are unpredictable
and subject to cutbacks of military spending. Reductions in military
operations in the County would probably have profound effects on local
economic activity and the operation of such vital services such as
education.
In recent years, the recreation and tourism industry has been
expanded in the area, as well as the retirement industry. Most of
this development has occurred on Hilton Head Island south of Beaufort
across Port Royal Sound. However, the potential for this form of
economic development exists on the islands to the east of the Beaufort
River, and has already begun on portions of Ladies and Fripp Islands.
Hunting Island is already being maintained as a State Park.
As an
example of the increase in recreational activity, traffic volume at
the entrance to the park in the mid 1960's was approximately 60,000
vehicles per year. This figure progressively increased to 121,000
vehicles in 1969. A marked increase has been noted recently with a
count of 225,000 vehicles in 1972.
Other economic activity in the area includes the fishing and
manufacturing industries. The fishing industry, though it stands
out in the area, is relatively small. The principle type of fishing
activity other than sport fishing centers on shrimp, crabs and oysters.
Current manufacturing operations in the County are geared largely
to apparel, food processing and other light industry.
The current state of Beaufort County economy presents a picture
of a county with a decline in its traditional economic base and in
need of a new base to sustain population and community services.
As mentioned earlier, a reduction in military operations could have
a profound effect on the area. The financial and social conditions
of the county would benefit from economic growth which would provide
jobs for the labor supply and to increase the tax base to eliminate
the county's dependency on military operations. Although many of
the taxes collected by the State of South Carolina are shared with
County governments, the relatively low property tax base in Beaufort
-8-
County poses significant problems for the operation of County and
local government.
The proposed facility would provide a direct connector between
Ladies Island and the developed areas of Beaufort and Port Royal. It
would greatly enhance the exchange of vehicular traffic between the
This is important since the islands east of the Beaufort River
have little commercial development and are dependent upon commercial
establishments in Beaufort for their staple goods.
Increased roadway capacity, as well as an additional waterway
crossing, would reduce travel time as well as provide for rapid
dispersal of traffic. The high level fixed span structure, rather
than a movable span facility such as the U. S. Route 21 bridge over
the Beaufort River, would eliminate the possibility of mechanical
malfunction of bridge equipment. This aspect could be a valuable
asset in that hospital services for the area are located on Port
Royal Island between Beaufort and Port Royal. Any malfunction in
equipment of the existing movable span bridge could be critical in
the event of an emergency requiring ready access to the medical
facilities from areas east of the Beaufort River. The improved
conditions for traffic movement across the river would also be
beneficial in the transportation of students to and from school.
Extensive busing is required in the area. The new high school is
being constructed just east of S. C. Route 280 about halfway between
U. S. Route 21 and S. C. Route 281 east of Battery Creek. No high
school is located on the eastern islands; therefore, students have
to stay on buses for long periods of time. Additional capacity across
the river and also a crossing away from the congested area of the City
of Beaufort should help reduce this time.
Improved access to recreational facilities such as Hunting
Island, Fripp Island, and several area golf courses would result
from implementation of this proposed project.
Considerable traffic relief would be gained at the U. S. Route
21 bridge over the Beaufort River. Traffic projections of the BEAUTS
Study indicate that if no additional structures were provided across
the river, the present bridge would be required to accommodate 20,600
vehicles on the average day in 1990. This greatly exceeds the capacity
of the existing two lane bridge. One of the primary functions of the
new bridge is to provide relief for the present structure. Considerable
traffic problems occur on the Beaufort side of the river when the present
bridge is opened. While the bridge is opened for boat traffic, the
backup of automobiles often extends into the downtown area blocking
movement at the intersection of Bay Street which is the main shopping
street down town. After the bridge is closed, the rush of automobiles
crossing the bridge again creates problems at the intersection resulting
in a backup of vehicles across the movable portion of the bridge. This
backup of vehicles across the bridge sometimes occurs during normal
periods of traffic flow.
Traffic volumes routed through the corridor of the proposed
location of the roadway would likely result in increased noise and
air pollution. The location of the facility would not pass through
-9-
heavily developed areas. The Naval Hospital is located near the new
facility on Port Royal Island; however, the roadway is far enough
away from the medical facilities that their operations would not be
disturbed by the roadway noise. Noise studies indicate that the 410
noise level for land use category B (residential) of 70 decibels is
not exceeded outside the proposed roadway right of way. Noise and
air pollution on the dispersal routes from the connector should not
be altered appreciably. The effects apply if no improvements were
made and all traffic had to continue to utilize the existing street
network.
In order to retain the effects the project might have on the
environment of the area in proper perspective, particularly as to
effects of traffic movement, it should be recognized that the roadway
is proposed to improve traffic movement that is already occurring
across the river, The portion of the roadway on Ladies Island could
introduce some additional development. Presently the area is sparsely
developed, wooded or utilized for farm land. The addition of a travel
facility in the area could quite possibly spur new development.
Traffic which would be diverted from the present route (U. S.
Route 21) to the new facility would also be diverted from the central
business district (CBD) of the City of Beaufort. This should benefit
the town since congested traffic conditions now exist. Persons having
the need to cross the river but no need to travel through the CBD of
the City of Beaufort would now have an alternate route. This would
be more desirous for both travelers. It should also benefit the town
by helping alleviate congested traffic conditions. Motorists would
be able to travel with less interruption and congestion.
During construction, it is anticipated that some inconvenience
to area residents and motorists would result. However, this would be
minimal since little development presently exists along the proposed
route.
The proposed project would require a considerable amount of
yardage of earth material to be transported from another source for
proper elevation of the roadbed if a fill is placed across the marsh.
This material will have to be obtained from borrow pits as near the
proposed roadway location as possible.
Approximately 6 to 12 residences and 1 or 2 businesses would
S 2
be affected by the proposed project. The actual number would be
determined by the alternate location considered as described in
Section V of this statement. The Highway Department has investigated
the availability of replacement housing and has found that sufficient
replacement facilities presently exist. Relocation assistance would
be administered in accordance with the Uniform Relocation Assistance
and Real Property Acquisition Act.
There should not be any disruption of orderly, planned develop-
ment for the immediate area, as the appropriate regional agencies
have been advised of the project location alternatives.
-10-
The homes and businesses to be displaced on Port Royal Island
are established. Several are wood frame low cost housing while others
are brick veneer middle income homes. This also holds true for resi-
dences affected on Ladies Island. Social and economic problems rela-
ting to the project's location are not anticipated.
Dust pollution, erosion and possible siltation problems would
be controlled during construction in accordance with U. S. Department
of Transportation Memorandum 20-3-70. Contracts on Federal Aid pro-
jects include specific temporary pollution control provisions such as
use of fiber mats, plastic, straw, dust palliatives, and fast-growing
grasses to prevent erosion from water or wind on construction sites.
Disposal of land clearing waste, construction and demolition
debris would be in accordance with state solid waste regulations.
Contracts for work on the project would include addendums directing
contractors to S. C. Air Pollution Control regulations 5, 6 and 7
pertaining to open burning, incinerators and total suspended particu-
late. Contractors would be responsible for disposal of solid waste
generated by this project in a manner satisfactory to the Solid Waste
Division, Bureau of Environmental Engineering and the South Carolina
State Board of Health.
in regard to air quality, the South Carolina Air Quality Imple-
mentation Plan represents that there is no evidence indicating that
carbon monoxide, hydrocarbons, photochemical oxidants or nitrogen
dioxide is a significant problem in South Carolina at present; and
it is believed that the current state ambient air quality standards,
in conjunction with the Federal Motor Vehicle Emission Standards,
will provide adequate control measures.
In addition to State Air Pollution Control Regulations, con-
tractors would be responsible for compliance with city, county, and
other local regulations pertaining to air pollution.
No public parks or recreational areas as identified in Section
4(f) of the Department of Transportation Act of 1966 would be affected
by the project.
Comments were solicited from the State Department of Archives
and History regarding places on the National Register of Historic
Places. No response was received indicating any such sites would be
affected. Further opportunity will be given for comments in distribution
of this draft statement.
IV.
THE PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE
AVOIDED
The proposed construction would necessitate encroachment upon
an area of marsh adjacent to the Beaufort River. The area is composed
basically of marsh grass, spartira alteniflora. The greatest harm to
the hydrologic environment would, of course, be to the marshland which
would actually be covered by the roadway. The potential for additional
marshland damage exists should tidal flow be restricted by an earthen
causeway.
However, allowances sufficient to maintain the proper
exchange in tidal flushing would be made through utilization of relief
bridges and culverts particularly at tidal creeks.
-11-
If an earthen embankment is used through the marshland rather
than a bridge structure, removal (mucking) of unstable soil would be
necessary. Areas for placement of this ''spoil material" could result
in adverse effects if not properly controlled. Areas for ''spoil
disposal" will have to be located and the proper permissions acquired.
ALTERNATIVES
.
Two alternate alignments are considered in addition to the
"do nothing" alternate in the development of the proposed project
(see Figure 3). Alternate A, the alignment furthest to the north,
would begin at S. C. Route 281 north of its intersection with Waddell
Street on Port Royal. The alignment is located in a wooded area to
the north of the Naval Hospital properties. Possibly two residences
would be affected by the portion of the route between S. C. Route 281
and the Beaufort River. The crossing of the Beaufort River is at one
of its narrowest points (approximately 2150 feet). Approximately 130
feet of marshland construction on the western shore of the river and
1650 feet on the eastern shore would be required. The alignment is
in the vicinity of an existing submerged power cable which provides
electrical power to the eastern islands. Precautions will be taken
to prevent any possible damage to the cable since it is the only
source of electrical power to the islands at this time. An addi-
tional electrical cable is to be laid across the river bottom north
of the present U. S. Route 21 bridge. This cable is scheduled to be
completed in the latter part of 1974.
The first encounter with high ground on the eastern shore is a
cultivated field on Gibbs Island. The alignment continues northerly
along the northwestern portion of the field and crosses Meridian
Road at a present causeway dividing the marsh. Approximately 470
feet of marsh construction east of the river would be involved other
than that adjacent to the river. As mentioned previously, construction
through marsh would be such that adequate tidal flow in and out of the
marsh would be permitted. This includes the slough separating Ladies
Island and Gibbs Island. The suggestion was made by the South Carolina
Wildlife and Marine Resources Department that if earthen fill were
used for construction in the marsh, the location should be shifted
north of this slough. Such a shift would affect less marsh, but would
disrupt a subdivision which is presently being developed on the high
land.
The alignment from Meridian Road on Ladies Island to U. S. Route
21 is through heavily wooded areas and occasional fields which have
been cleared for farming. Two houses, one trailer, and a store would
be affected immediately north of the crossing of Meridian Road. They
appear to be occupied by low income families. Another similar resi-
dence is affected approximately halfway between Meridian Road and U. S.
Route 21. The proposed project intersects U.S. Route 21 approximately
0.2 mile west of S. C. Route 802. A residence is near the intersecting
point although it does not appear that it would be affected.
The Alternate B alignment's western terminus would also be
S. C. Route 281. The location would be more southerly than Alternate
A near the present intersection of s. C. Route 281 and S. C. Route
-12-
281 Spur leading to the Port Royal dock facilities. Two commercial
establishments, one with an apartment upstairs, located at the inter-
section would be affected. Alternate B would also be very close to
a motel which has been converted to apartment rental. The roadway
then passes through a relatively undeveloped area until it intersects
Shell Road. One low income residence and an apartment type dwelling
would be affected in this area. East of Shell Road, one home and four
mobile homes would be affected. The alignment parallels and is immed-
iately south of the southern boundary of the Naval Hospital property.
Dependent housing is located in this portion of the hospital. No
portion of the roadway would encroach on Naval Hospital property,
however.
The length of the river crossing for this alternate is greater
than Alternate A. The river is approximately 2630 feet in width at
this point. As in the northerly alternate, a small amount of marsh
construction would be involved on the western bank of the river
(approximately 190'). However, considerable marsh construction would
be involved on the east side. Approximately 2930 feet of marsh would
be traversed. This crossing is through one of the largest areas of
marsh located along the river. It is estimated that 850 feet of
marsh construction would be involved east of the river other than
that adjacent to the river. East of the river, the alignment curves
northerly in the marsh to tie with Alternate A near Meridian Road,
The nature of the high ground portion between the marsh and Meridian
Road is basically wooded. However, one large farm field would be
crossed, The Alternate B alignment would deviate from Alternate A
approximately one mile south of U. S. Route 21. The location would
be more easterly intersecting U. S. Route 21 east of S. C. Route
802. It is not anticipated that any additional residences will be
affected, however, the alignment would be near a developed subdivision
on U. S. Route 21.
9
Several areas of comparison can be used in evaluating the
alternate considered. First of all the least expensive of the alter-
natives would be the "do nothing'' alternate, of course. of the two
other alternatives the northern most alternative A would be less
expensive from a construction standpoint because of a shorter river
crossing and less marsh construction. The overall length is also
considerably shorter. From a right of way standpoint, Alternate A
would be less expensive because of the lesser number of displacements
involved and since it is of shorter length will require less total
acreage to construct.
ESTIMATED CONSTRUCTION COSTS
FROM S. C. ROUTE 281 TO U.S. ROUTE 21
Alternate A Alternate B
Cost to include fill through
marsh adjacent to river.
$7,987,000.00
(1.51 Acres of
Marsh)
$8,689,000.00
$8,566,000.00
(7.29 Acres of
Marsh)
$9,990,000.00
Cost to include bridging marsh
adjacent to river.
-13-
Again as far as natural environment is concerned, the "do
nothing'' alternate would have the least effect. Alternate A would
again have a lesser adverse effect than Alternate B due to the shorter
overall length and the smaller amount of marshland construction.
The human environment would quite possibly suffer if the "do
nothing' alternative were selected, primarily on the islands east
of the Beaufort River. At present, only one bridge structure exists
across the river to accommodate land traffic. Often times the movable
portion of the structure has to be opened for navigational traffic
along the river. If this structure were damaged or should malfunction
in an emergency situation, considerable affects could be experienced
by persons on the island since the primary source of supplies is on
the Beaufort side of the river. Major medical facilities are also
located on the west side of the river. With each of the other alter-
nates, a fixed span structure is proposed which would not require
adjusting the structure to allow the passage of boat traffic. The
capacity of the U, S. Route 21 bridge limits the amount of development
which can occur on the islands. Development potential of a recrea-
tional and residential nature exists on the islands. According to the
Port Royal Sound Environmental Study, this is one of the more desirable
forms of development for the environmentally rich area which would
noticeable benefit from development. The resultant increase in tax
base would assist a relatively financially poor area in which govern-
mental services are difficult to provide due to lack of funds.
.
As mentioned previously, the "do nothing'' alternate would not
satisfy traffic demands of the future. A traffic analysis conducted
during the BEAUTS Study indicated that the southern most alignment
would not provide as much traffic relief for the U.S. Route 21
Bridge as the northern alignment. Since the project termini on Port
Royal are only approximately 0.7 mile apart, the difference in pro-
jected 1990 volume is not great (Alternate A - 8400, Alternate B
7900). The further north the termini is on Port Royal, the more
traffic would be attracted from the City of Beaufort to utilize
the new bridge. The upper alignment provides a compromise for
traffic from the eastern islands to both Beaufort and Port Royal.
The lower crossing would attract very little traffic from the Beaufort
area to the bridge. However, it would facilitate movement to the town
of Port Royal and the Parris Island and Shell Point areas. Traffic
operation problems could also be encountered at the intersection of
Alternate B, and S. C. Route 281 on S. C. Route 281 spur. The lower
line could provide a more satisfactory connection to St. Helena Island
if additional roadways were provided across Chowan Creek.
Alternate A is more a long the corridor location for the Southwest
Beltway as presented in the BEAUTS Study, which is the most satisfactory
from a traffic service standpoint. Concern has been expressed by local
groups as to the construction of the portion of the Beltway between
Ribault Road and S. C. Route 280 to the west as presented in the plan
due to the extensive marsh construction involved. A suggested alter-
nate has been to incorporate the existing location of S. C. Route 281
and S. C. Route 280, which are proposed to be widened into the Beltway
which would shift it further south. Arguments have been presented
both "pro" and "con"' concerning the alternatives. The Alternate A
location for crossing of the Beaufort River will leave the option
-14-
open of a new crossing of Battery Creek as presented in the plan;
whereas, the Alternate B location will limit the Southeastern Beltway
location to the present crossing of Battery Creek,
VI.
C
RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF THE ENVIRONMENT
AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY
The short-term uses could be identified as the immediate impact
construction would have on the corridor through which the roadway
facility would pass. Noise and dust pollution would exist in the area
while equipment is at work. Areas adjacent to the construction in
the marsh would be disturbed due to necessary movement and operation
of equipment. If earthen embankments are utilized through the marsh-
lands, certain amounts of erosion will occur during construction with
some resultant siltation of marshland and tidal creeks. A relatively
small amount of farmland and wooded area would be required to con-
struct the facility.
Long-term benefits of the proposed crossing have been previously
discussed. However, to reiterate the more important points:
(1) An additional crossing is in the interest of the health
and safety to the inhabitants of the islands east of the Beaufort
area since only one bridge presently exists.
(2) For the islands to more ably develop satisfactory access
is required. The additional crossing will assist in providing this
access.
(3) Additional development on the islands will improve the tax
base of the county which would result in improved governmental services
to the community.
VIL
IRREVERSIBLE AND IRRETRIEVABLE COMM I TMENTS OF RESOURCES
The amount of right of way required to construct the facility
would no longer be useable as a natural resource. The marshland
adjacent to the Beaufort River which would be covered by the roadway
would be irreversibly committed to the project, and additional marsh-
land adjacent to the roadway which might be damaged during construc-
tion (siltation and roadway equipment) would also be another resource
committed to the project. There would also likely be some loss of
marine wildlife if and when the embankment for the highway is con-
structed. However, more significant to the effect on wildlife
would be commitment of habitat where actual construction of earthen
embankment would occur.
The bridges which would be constructed over the Beaufort River
and tidal creeks would affect the marsh and its wildlife only during
construction and not irreversibly. These facilities, including
culverts, would permit tidal flow into marshland areas which other-
wise might be isolated by the highway facility.
-15-
VITT. STEPS TAKEN TO MINIMIZE ADVERSE ENVIRONMENTAL EFFECTS
Such measures are outlined in detail in Paragraph Ill and
include such items as adherence to the U.S. Department of Trans-
portation Memorandum 20-3-70 in preventing erosion, incorporation
into roadwork contracts measures calling for strict adherence to
State, City and County regulations regarding disposal of land clear-
ing waste, and location of the facility in such a manner as to avoid
as many residences and other buildings as possible.
Bridges and culverts will be incorporated into the construction
to permit adequate tidal flow in the marsh areas, especially at tidal
creeks. Construction procedures will be practiced to prevent salt-
water intrusion into the shallow aquifers along the Beau fort River
during construction.
-16-
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VICINITY MAP
BEAUFORT
SAVANNAH
BEAUFORT AREA TRANSPORTATION STUDY

SOUTH CAROLINA STATE HIGHWAY DEPARTMENT
INTRODUCTION
new street and highway improvements to be made at reasonable cost
and with minimum disruption to the community.
The Beaufort area, situated at the confluence of the Beaufort and
Broad Rivers, has a fine protected harbor which connects with the In-
tracoastal Waterway. Beaufort is a picturesque old harbor town with
narrow streets, shaded by moss-covered live oaks and with stately old
homes mellowed by time. Established by charter from the Lords
Proprietors in 1710-11, it is the second oldest town in South Carolina,
but its history began as early as 1521 with a visit from Spanish ex-
plorers. Because of its rich historical heritage and the natural beauty
of the sea island setting, many visitors are attracted to Beaufort and
nearby Hunting, Fripp and Hilton Head Islands. Beaufort, as shown in
Figure 1, is located in the southern section of the state – 126 miles from
Columbia, 69 miles from Charleston and 45 miles from Savannah.
Recognizing the need for long-range transportation planning, Beau-
fort County, in conjunction with the cities of Beaufort and Port Royal,
entered into an agreement with the South Carolina State Highway
Department during the spring of 1969 to cooperatively establish a con-
tinuing, comprehensive transportation study for the Beaufort area. By
planning today for tomorrow's needs and carrying the plan to fruition,
Beaufort can improve its functional structure and insure its economic
vitality.
-
1
Purpose and Scope
Development of the Beaufort area has been enhanced by the
establishment and growth of armed forces installations. The Marine
Corps training installation at Parris Island and the Air Station con-
stitute an important factor in the area's employment, both military
and civilian, and are the cornerstones of the local economy. Another
major economic stimulus comes from the sea and its related industries.
The area is one of the finest on the Atlantic Coast for oysters, shrimp,
crabs and salt water fish.
The Beaufort Area Transportation Study (BEAUTS) was designed
to determine the present and future transportation needs for the
Beaufort-Port Royal area. Generally, the purpose of the initial study
was to:
Transportation was a vital factor in locating the original settlement
at Port Royal and, then as now, has played a distinct role in the area's
growth and development. The Beaufort area has grown faster than its
ability to provide adequate transportation facilities. While some progress
has been made by widening existing major streets and highways, it is
apparent that new facilities are needed to keep pace with increasing
demands.
In Beaufort, as is the case in other cities, it is no longer feasible
to wait until congestion becomes intolerable and then try to solve the
problem on an individual street basis. Instead, all major streets must
be treated collectively as a thoroughfare system and plans made now
to solve future traffic problems. Advance planning will help insure
1. Evaluate the present and future street and highway problems
of the area.
2. Ascertain what improvements should be made to fully utilize
existing streets and highways.
3. Recommend a thoroughfare plan that will not only serve
present and anticipated needs through 1990 (with provision
for expansion after 1990) but also foster, rather than hinder,
the development of the community as desired by its citizens.
4. Estimate the cost of improvements and assign construction
priorities.
5. Outline procedures needed for carrying on the continuing
planning process by the Cities, County and Highway Depart-
ment.
Page 1

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WIDENING CONTRACT FOR US RI BETWEEN WHALE BRANCH AND SC 116 HAS BEEN LET
VOLUMES REPRESENT 1990 AVERAGE DAILY TRAFFIC
NORTH
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6000
6500 -
SCALE OF MILES
BEAUFORT
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RECOMMENDED STREET AND HIGHWAY PLAN
SOUTH CAROLINA STATE HIGHWAY DEPARTMENT
BEAUFORT AREA TRANSPORTATION STUDY
COMMISSION MEMBERS.
1. E. DOSI
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.JOHN W. PARRIS
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STATE OF SOUTH CAROLINA
LAND RESOURCES
CONSERVATION COMMISSION
March 12, 1973
Mr. J. D. McMahan, Jr.
State Highway Engineer
South Carolina Highway Department
Drawer 191
Columbia, South Carolina 29202
Dear Mr. McMahan:
The State Land Resources Conservation Commission views the proposed
construction of a connection from S. C. Route 281 on Port Royal to U. S. Route
21 on Ladies Island favorably.
However, this commission is concerned with any disturbance of the
earth's profile which would contribute to the cause of erosion or cause
sediment producing areas.
It is recommended that a "conservation plan" be incorporated into
the overall plan of the project which will include measures to adequately
control erosion and sediment for pre and post construction phases. The local
Soil and Water Conservation District can assist in selecting the best suited
plants and fertilizer recommendations needed to control erosion.
Technical assistance regarding the above may be obtained from the
Beaufort-Jasper Soil and Water Conservation District, Mr. J. Ivey Wells, Chairman,
Ridgeland, South Carolina 29936.
Very truly young
John Parres
JOHN W. PARRIS
Executive Director
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1100 LADY STREET – P. O. BOX 11708, COLUMBIA, S. C. 29211 (803) 758-282:3
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South Carolina
WILDLIFE and MARINE RESOURCES DEPARTMENT
PT.
410
POST OFFICE BOX 167
COLUMBIA, SOUTH CAROLINA
29202
JAMES W. WEBB, Executive Director
February 28, 1973
Mr. J. D. McMahan, Jr.
State Highway Engineer
State Highwa y Department
Drawer 191
Columbia, South Carolina 29202
Dear Mr. McMahan:
Reference your letter of February 14, 1973, regarding proposed
draft environmental impact statement on construction of a connec-
tion from S. C. Route 2 81 on Port Royal to U. S. Route 21 on
Ladies Island.
Personnel from our Division of Marine Resources report that of
the two alternate routes, alternate A appears to be the least
damaging as far as marshland destruction. This plan calls for
an embankment of approximately 1900 feet through marshland, most
of which is located on Ladies Island. Plan B, however, would involve
approximately 3300 feet of earthen embankment through marghlands.
Both alternates pass through high priority marshlands and any fill
materials placed upon these areas would be damaging.
From our experiences with the Charleston Area Transportation plans,
we realize the comparative cost ratios of bridging marsh as opposed
to filling marsh. In certain areas, where there are consistent stands
of productive marshlands, embankment sections might be practical
from an economical viewpoint. However, this is not the case here on
this particular project. The project site has some of the most con-
sistent productive marshlands on the entire coast and to fill these
areas would not be in the best public interest. This Department could not
approve an embankment section for either alternate in its present
alignment. Alternate A could possibly be relocated laterally to a
highlands area. This would still involve some marginal marshland
fringes but for the most part eliminate excessive damage to the marshland.
A-2
Mr. J. D. McMahan, Jr.
February 28, 1973
Page - Two
This Department prefers alternate A over alternate B; however,
we do not agree with an embankment section through the marsh.
We recommend that the alignment be shifted laterally to the high-
land on Ladies Island or that the marshland be bridged.
It is also suggested that fishing walkways on the bridge and a boat
ramp be constructed to accommodate boaters and fishermen.
Very truly yours,
be
Vaid W
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JAMES W. WEBB
Executive Director
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South Carolina
State Commission of Forestry
JOHN R. TILLER
STATE FORESTER
P. O. BOX 207
COLUMBIA, 8. C. 29202
March 12, 1973
Mr. J. D. McMahan, Jr.
State Highway Engineer
S, C. State Highway Department
Drawer 191
Columbia, South Carolina 292 02
Dear Mr. McMahan:
Commission of Forestry personnel have made a survey of the S. C. Route
281 - U. S. Route 21 connection in the Beaufort area.
Due to the proximity of this proposed route to the urban area it is
most probable that the land will be used for housing development, etc.,
removing it from commercial forest production. This being the case,
there are no suggestions for lessening the impact on forest use.
It is suggested that any timber removed for construction be utilized
rather than piled and burned. Also, that culverts and bridges be
located to avoid changes in the normal movement of surface water to
avoid any change in the ecology of the area which would affect timber
growing some distance from the road construction.
Vety truly yours,
ro
vid
John R. Tiller
State Forester
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State of South Carolina
Water Resources Commission
March 5, 1973
Clair P. Guoss, Jr.
Executive Director
Mr. J. D. McMahan, Jr.
State Highway Engineer
S. C. State Highway Department
Drawer 191
Columbia, S. C. 29202
Dear Mr. McMahan:
This is in reply to your letter concerning the preparation of a Draft
Environmental Impact Statement for a proposed highway connection from South
Carolina Route 281 at Port Royal to U. S. Route 21 on Ladies Island. We have
reviewed the proposed project and wish to make the following comments.
The South Carolina Water Resources Commission staff considers the marsh areas of
South Carolina as valuable natural resource. As the marshes along the proposed
routes provide productive habitat for numerous forms of marine life, we would
favor any additional alternative which would eliminate marsh fill.
If there is no alternative to marsh fill, we recommend provisions be included
which will allow water to continue to flow without restriction in the adjacent
marshes. We feel that a series of short span bridges would accomplish this
objective.
.
If Alternate A is selected, it will be essential that provisions be made so
that tidal flow into the small marsh areas just upstream of the proposed right-
of-way on the Ladies Island side is not cut off. There is a small bank which
extends along the edge of the river from the end of the high ground, downstream
to the proposed right-of-way. This bank restricts tidal flows into these areas.
Consequently, water flows into and out of this marsh from some distance downstream.
(See attached map). A solid embankment at this location would further restrict
tidal flow into this marsh. We recommend that either several short bridges be
included in the embankment so that tidal flow can continue in the present fashion
or that the low bank along the river be cut so water can flow directly between the
river and the marsh on the upstream side of the highway.
This agency is concerned with the location of Alternate A eastward of the
marshes shown on the project map. There is a slough composed of marsh grass,
Spartina alterniflora, extending from the Beaufort River eastward to the head-
waters of Distant Island Creek. This slough is presently bisected by an earthen
embankment which is an extension of Meridian Road leading to Cave Island. We
A-5
2414 Bull Street / Columbia, South Carolina 29201 / 1803) 758.2514
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Mr. J. D. McMahan, Jr.
Page 2
March 5, 1973
would strongly urge that the proposed roadway lead directly to the high ground areas
in order to avoid destruction of this marsh slough.
Studies discussed in the 1972 "Port Royal Sound Environmental Study", indicate
that the aquifers in the Beaufort River at the proposed locations are extremely
shallow. Where excavation is required it will be necessary that precautions be
taken to prevent salt-water intrusion into the aquifer.
The South Carolina Water Resources Commission appreciates this opportunity to
provide comment for the Draft Environmental Impact Statement. As this project
will be located in an area in which we have considerable interest, we would
appreciate opportunities to provide additional comment throughout the planning,
design, and construction of this project.
With kind regards,
Sincerely yours,
Clan Shunif
P
Clair P. Guess, Jr.
Executive Director
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State of South Carolina
Water Resources Commission
Clair P. Guoss, Jr.
Executive Director
March 6, 1973
Mr. J. D. McMahan, Jr.
State Highway Engineer
S. C. State Highway Department
Drawer 191
Columbia, South Carolina 29202
Dear Mr. McMahan:
Please attach the enclosed map to our letter of March 5, 1973,
concerning comments for the Draft Environmental Impact Statement
for the proposed highway connection between Port Royal and Ladies
Island. This map was inadvertently left out of the aforementioned
letter.
Sincerely yours,
Foster Coleman
Foster Coleman
Civil Engineer
FDC: fw
Enclosure
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2414 Bull Street / Columbia, South Carolina 29 201 / 1803) 758.2514
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24
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State of South Carolina
Water Resources Commission
Clair P. Guess, Jr.
Executive Director
March 7, 1973
Mr. Robert B. Ferrell
State Highway Department
P. O. Box 191
Columbia, S. C. 29202
Dear Mr. Ferrell:
This is to inform you that the South Carolina Water Resources Commission
requests an extension of time to review the plans for the proposed extension
of a paved road, S-179, located north of the town of Dunbar in Georgetown
County. We find that we are unable to reply within the allotted time. We
will respond within ten days from the date of this letter.
>
Reference is made to our letter of March 5, signed by Mr. Guess, relative
to the Port Royal-Ladies Island bridge connection. Two errors in that
letter have come to my attention which I would like to correct. On the
second line of the second paragraph the word "A" should be inserted between
"as" and "valuable." On the last line of the first page, the word "Cane"
should be substituted for "Cave."
Sincerely,
Safety Fflame
Jéffrey F. Havel
Environmental Biologist
JFH: fw
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2414 Bull Street / Columbia, South Carolina 29201 / (803) 758-2514
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