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The '''Barataria Seaway''' was a proposed deep-draft ship channel to be created in Jefferson Parish, Louisiana, that would establish a route between the [[Mississippi River]] at Westwego to the Gulf of Mexico near [[Grand Isle, Louisiana|Grand Isle]]. The Mississippi River provided the only deep water access to New Orleans and its neighboring ports. In the mid-20th century, the creation of alternate routes were considered, including the [[Mississippi River-Gulf Outlet|Mississippi River Gulf Outlet (MRGO)]], which was ultimately selected, funded and constructed. The Barataria Seaway, sometimes referred to as the Mississippi Valley Seaway Canal<ref name=":1">{{Cite journal|last=Grant|first=Arthur A.|date=June 2017|title=1945 Jefferson Parish Annual Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1945a.pdf|journal=|volume=|pages=26-33, 153-157|via=}}</ref>, the Tidewater Ship Canal<ref name=":2">{{Cite journal|last=Boggs|first=Congressman Hale|date=June 2017|title=1959 Jefferson Parish Yearly Report|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1959a.pdf|journal=|volume=|pages=24-35, 120-127|via=}}</ref> and the Jefferson Seaway<ref name=":0">{{Cite journal|last=Clancy|first=Frank J.|date=June 2017|title=1956 Jefferson Parish Yearly Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1956a.pdf|journal=|volume=|pages=17-22|via=}}</ref><ref name=":3">{{Cite journal|last=|first=|date=|title=1960 Jefferson Parish Yearly Report|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1960a.pdf|journal=|volume=|pages=18-20|via=}}</ref>, was also under consideration but ultimately was never constructed as a deep-draft channel.
The '''Jefferson Seaway''' was a proposed deep-draft ship channel to be created in Jefferson Parish, Louisiana, that would establish a route between the [[Mississippi River]] at Westwego to the Gulf of Mexico near [[Grand Isle, Louisiana|Grand Isle]]. The Mississippi River provided the only deep water access to New Orleans and its neighboring ports. In the mid-20th century, the creation of alternate routes were considered, including the [[Mississippi River-Gulf Outlet|Mississippi River Gulf Outlet (MRGO)]], which was ultimately selected, funded and constructed. The Jefferson Seaway, sometimes referred to as the Mississippi Valley Seaway Canal<ref name=":1">{{Cite journal|last=Grant|first=Arthur A.|date=June 2017|title=1945 Jefferson Parish Annual Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1945a.pdf|journal=|volume=|pages=26-33, 153-157|via=}}</ref>, the Tidewater Ship Canal<ref name=":2">{{Cite journal|last=Boggs|first=Congressman Hale|date=June 2017|title=1959 Jefferson Parish Yearly Report|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1959a.pdf|journal=|volume=|pages=24-35, 120-127|via=}}</ref> and the Barataria Seaway, was also under consideration but ultimately was never constructed as a deep-draft channel.


== Shallow Draft Projects ==
== Shallow Draft Projects ==
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The U.S. Federal Government passed the River and Harbors Act of 1919, which authorized the creation of a shallow-draft channel to be dredged from Lake Salvador at Bayou Villars to Barataria Pass at Grand Isle. The channel was authorized to be 5 feet deep by 50 feet wide and would combine existing canals and passages with newly dredged canals through marshland. The newly created Barataria Bay Waterway, which parallels Barataria Island and traverses through Barataria Bay, was 37 miles in length when completed in 1925. A portion of this waterway is referred to as Dupree Cut.<ref>{{Cite web|url=http://www.mvn.usace.army.mil/Portals/56/docs/OPS/BUD/Barataria/BaratariaBayWW-BUHistory.pdf|title=DREDGED MATERIAL BENEFICIAL USE DISPOSAL HISTORY OF THE BARATARIA BAY WATERWAY|last=|first=|date=|website=http://www.mvn.usace.army.mil|archive-url=|archive-date=|dead-url=|access-date=June 30, 2017}}</ref>
The U.S. Federal Government passed the River and Harbors Act of 1919, which authorized the creation of a shallow-draft channel to be dredged from Lake Salvador at Bayou Villars to Barataria Pass at Grand Isle. The channel was authorized to be 5 feet deep by 50 feet wide and would combine existing canals and passages with newly dredged canals through marshland. The newly created Barataria Bay Waterway, which parallels Barataria Island and traverses through Barataria Bay, was 37 miles in length when completed in 1925. A portion of this waterway is referred to as Dupree Cut.<ref>{{Cite web|url=http://www.mvn.usace.army.mil/Portals/56/docs/OPS/BUD/Barataria/BaratariaBayWW-BUHistory.pdf|title=DREDGED MATERIAL BENEFICIAL USE DISPOSAL HISTORY OF THE BARATARIA BAY WATERWAY|last=|first=|date=|website=http://www.mvn.usace.army.mil|archive-url=|archive-date=|dead-url=|access-date=June 30, 2017}}</ref>


Oil and gas exploration and production near and below Lafitte, initially by the Texas Company in 1935,<ref>{{Cite journal|last=Shaw|first=J.A.|date=June 2017|title=1936 Jefferson Parish Yearbook|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1936.pdf|journal=|volume=|pages=49-57|via=}}</ref> prompted the need for greater depths for river barges to access the fields from the [[Gulf Intracoastal Waterway|Gulf Intracoastal Water Way]] (GIWW) and Gulf of Mexico.<ref name=":3" /> Beginning in 1949, Jefferson Parish presented a plan for enlarging the channel to 12 feet in depth by 125 feet in width. U.S. Congressman Hale Boggs backed a bill that provided federal funding for the project, which was completed in 1960.<ref name=":3" />
Oil and gas exploration and production near and below Lafitte, initially by the Texas Company in 1935,<ref>{{Cite journal|last=Shaw|first=J.A.|date=June 2017|title=1936 Jefferson Parish Yearbook|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1936.pdf|journal=|volume=|pages=49-57|via=}}</ref> prompted the need for greater depths for river barges to access the fields from the [[Gulf Intracoastal Waterway|Gulf Intracoastal Water Way]] (GIWW) and Gulf of Mexico.<ref name=":3">{{Cite journal|last=|first=|date=|title=1960 Jefferson Parish Yearly Report|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1960a.pdf|journal=|volume=|pages=18-20|via=}}</ref> Beginning in 1949, Jefferson Parish presented a plan for enlarging the channel to 12 feet in depth by 125 feet in width. U.S. Congressman Hale Boggs backed a bill that provided federal funding for the project, which was completed in 1960.<ref name=":3" />


== Deep Draft Projects ==
== Federal Deep Draft Projects ==
In 1943, two separate deep draft projects were presented by the Ship Channel Committee of the Jefferson Parish Police Jury and the Dock Board of New Orleans to the U.S. Army Corps of Engineers (USACE). The New Orleans proposed route, referred to as the "Alexander Seaway," was east of the Mississippi River. Jefferson's proposed route, referred to as the "Arrow to the Americas," was west of the Mississippi River.<ref name=":2" />
In 1943, two separate deep draft projects were presented by the Ship Channel Committee of the Jefferson Parish Police Jury and the Dock Board of New Orleans to the U.S. Army Corps of Engineers (USACE). The New Orleans proposed route, referred to as the "Alexander Seaway," was east of the Mississippi River. Jefferson's proposed route, referred to as the "Arrow to the Americas," was west of the Mississippi River.<ref name=":2" />


The Barataria Seaway was envisioned as a channel measuring either 500 feet<ref name=":0" /> or 600 feet<ref name=":1" /> in width, 40 feet in depth and 55 miles in length, compared to the 110 mile distance presented by the Mississippi River as measured from the entrance at the jetties.<ref name=":0" /> This route was shorter than the Mississippi River Gulf Outlet project, which measured 76 miles in length.<ref>{{Cite journal|date=2017-06-13|title=Mississippi River–Gulf Outlet Canal|url=https://en.wikipedia.org/enwiki/w/index.php?title=Mississippi_River%E2%80%93Gulf_Outlet_Canal&oldid=785414687|journal=Wikipedia|language=en}}</ref> A new four-lane toll highway was associated with the Barataria Seaway project, which would parallel the full length of the new ship channel between Westwego and Grand Isle.<ref name=":1" /><ref name=":0" />
The Jefferson Seaway was envisioned as a channel measuring either 500 feet<ref name=":0">{{Cite journal|last=Clancy|first=Frank J.|date=June 2017|title=1956 Jefferson Parish Yearly Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1956a.pdf|journal=|volume=|pages=17-22|via=}}</ref> or 600 feet<ref name=":1" /> in width, 40 feet in depth and 55 miles in length, compared to the 110 mile distance presented by the Mississippi River as measured from the entrance at the jetties.<ref name=":0" /> This route was shorter than the Mississippi River Gulf Outlet project, which measured 76 miles in length.<ref>{{Cite journal|date=2017-06-13|title=Mississippi River–Gulf Outlet Canal|url=https://en.wikipedia.org/enwiki/w/index.php?title=Mississippi_River%E2%80%93Gulf_Outlet_Canal&oldid=785414687|journal=Wikipedia|language=en}}</ref> A new four-lane toll highway was associated with the Jefferson Seaway project, which would parallel the full length of the new ship channel between Westwego and Grand Isle.<ref name=":1" /><ref name=":0" />


In order to connect to the Mississippi River, the project required the construction of new navigable locks at Westwego. Locks at this location had previously been constructed ca. 1870 by the Texas and Pacific Railroad as part of the Company Canal, which connected Bayou Segnette to the Mississippi River. These locks were condemned and ultimately closed by the U.S. Army Corps of Engineers in 1956.<ref>{{Cite web|url=http://specialcollections.tulane.edu/archon/?p=collections/findingaid&id=159&q=&rootcontentid=118153|title=Westwego Canal and Terminal Company records, 1925-1953 {{!}} Louisiana Research Collection|website=specialcollections.tulane.edu|language=en|access-date=2017-06-30}}</ref>
In order to connect to the Mississippi River, the project required the construction of new navigable locks at Westwego. Locks at this location had previously been constructed ca. 1870 by the Texas and Pacific Railroad as part of the Company Canal, which connected Bayou Segnette to the Mississippi River. These locks were condemned and ultimately closed by the U.S. Army Corps of Engineers in 1956.<ref>{{Cite web|url=http://specialcollections.tulane.edu/archon/?p=collections/findingaid&id=159&q=&rootcontentid=118153|title=Westwego Canal and Terminal Company records, 1925-1953 {{!}} Louisiana Research Collection|website=specialcollections.tulane.edu|language=en|access-date=2017-06-30}}</ref>


In considering the most viable option between the Barataria Seaway and the Mississippi River Gulf Outlet, the USACE New Orleans District preferred the Jefferson Parish location due to its significantly shorter route.<ref name=":2" /> Upon its review of the District's findings, the USACE Vicksburg Division thereafter returned the report with instructions to utilize the [[Industrial Canal Lock|Inner Harbor Navigation Canal (IHNC) locks]] to connect to the Mississippi River.<ref name=":2" /> Without the need for new locks, the Mississippi River Gulf Outlet project presented a the more economical option despite its greater project length.<ref name=":2" /> The Louisiana Legislature in 1944 empowered the Governor to aid the Federal Government in completing the tidewater seaway proposed on the east side of the river.<ref name=":4">{{Cite web|url=http://www.mvn.usace.army.mil/Missions/Environmental/MRGO-Ecosystem-Restoration/History-of-MRGO/|title=New Orleans District > Missions > Environmental > MRGO Ecosystem Restoration > History of MRGO|website=www.mvn.usace.army.mil|language=en-US|access-date=2017-07-01}}</ref> Construction on the Mississippi River Gulf Outlet began in 1958 and was completed in 1968, allowing partial use by deep-draft vessels as early as 1963.<ref name=":4" />
In considering the most viable option between the Jefferson Seaway and the Mississippi River Gulf Outlet, the USACE New Orleans District preferred the Jefferson location due to its significantly shorter route.<ref name=":2" /> Upon its review of the District's findings, the USACE Vicksburg Division thereafter returned the report with instructions to utilize the [[Industrial Canal Lock|Inner Harbor Navigation Canal (IHNC) locks]] to connect to the Mississippi River.<ref name=":2" /> Without the need for new locks, the Mississippi River Gulf Outlet project presented a the more economical option despite its greater project length.<ref name=":2" /> The Louisiana Legislature in 1944 empowered the Governor to aid the Federal Government in completing the tidewater seaway proposed on the east side of the river.<ref name=":4">{{Cite web|url=http://www.mvn.usace.army.mil/Missions/Environmental/MRGO-Ecosystem-Restoration/History-of-MRGO/|title=New Orleans District > Missions > Environmental > MRGO Ecosystem Restoration > History of MRGO|website=www.mvn.usace.army.mil|language=en-US|access-date=2017-07-01}}</ref> Construction on the Mississippi River Gulf Outlet began in 1958 and was completed in 1968, allowing partial use by deep-draft vessels as early as 1963.<ref name=":4" />


== Local Continuation and End ==
Local officials continued to pursue the proposed Barataria Seaway despite Federal authorization to fund and construct the Mississippi River Gulf Outlet.<ref name=":1" /><ref name=":0" /> In 1950, the Jefferson Parish Police Jury and the City of Westwego created the joint Jefferson Parish Seaway Commission, comprised of prominent industry leaders.<ref name=":2" /> In 1956, the Police Jury considered the sale of bonds that would locally finance the Seaway project.<ref name=":2" /> The promotion would continue at least into the early 1960's, with continued support by Congressman Boggs.<ref name=":2" /> Jefferson Parish touted the Jefferson Seaway project as late as 1961, envisioning an increase in demand for shipping spurred by the anticipated success of the Mississippi River Gulf Outlet. Moving forward, Jefferson expected that its Seaway would be spurred and funded by private industry.<ref>{{Cite journal|last=|first=|date=|title=1961 Jefferson Parish Annual Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1961a.pdf|journal=|volume=|pages=51-55|via=}}</ref>
Local officials continued to pursue the proposed Jefferson Seaway despite Federal authorization to fund and construct the Mississippi River Gulf Outlet.<ref name=":1" /><ref name=":0" /> In 1950, the Jefferson Parish Police Jury and the City of Westwego created the joint Jefferson Parish Seaway Commission, comprised of prominent industry leaders.<ref name=":2" /> In 1956, the Police Jury considered the sale of bonds that would locally finance the Seaway project.<ref name=":2" /> The promotion would continue at least into the early 1960's, with continued support by Congressman Boggs, who considered the project to be a necessity.<ref name=":2" /> Jefferson Parish touted the Jefferson Seaway project as late as 1961, envisioning an increase in demand for shipping spurred by the anticipated success of the Mississippi River Gulf Outlet. Moving forward, Jefferson expected that its Seaway would be spurred and funded by private industry.<ref>{{Cite journal|last=|first=|date=|title=1961 Jefferson Parish Annual Review|url=http://www.jeffersonhistoricalsociety.com/VirtualArchives/jpyr/1961a.pdf|journal=|volume=|pages=51-55|via=}}</ref> Construction of the Jefferson Seaway never materialized.




Revision as of 04:59, 1 July 2017

The Jefferson Seaway was a proposed deep-draft ship channel to be created in Jefferson Parish, Louisiana, that would establish a route between the Mississippi River at Westwego to the Gulf of Mexico near Grand Isle. The Mississippi River provided the only deep water access to New Orleans and its neighboring ports. In the mid-20th century, the creation of alternate routes were considered, including the Mississippi River Gulf Outlet (MRGO), which was ultimately selected, funded and constructed. The Jefferson Seaway, sometimes referred to as the Mississippi Valley Seaway Canal[1], the Tidewater Ship Canal[2] and the Barataria Seaway, was also under consideration but ultimately was never constructed as a deep-draft channel.

Shallow Draft Projects

Two projects were completed along the proposed route that provided shallow-draft navigation.

The U.S. Federal Government passed the River and Harbors Act of 1919, which authorized the creation of a shallow-draft channel to be dredged from Lake Salvador at Bayou Villars to Barataria Pass at Grand Isle. The channel was authorized to be 5 feet deep by 50 feet wide and would combine existing canals and passages with newly dredged canals through marshland. The newly created Barataria Bay Waterway, which parallels Barataria Island and traverses through Barataria Bay, was 37 miles in length when completed in 1925. A portion of this waterway is referred to as Dupree Cut.[3]

Oil and gas exploration and production near and below Lafitte, initially by the Texas Company in 1935,[4] prompted the need for greater depths for river barges to access the fields from the Gulf Intracoastal Water Way (GIWW) and Gulf of Mexico.[5] Beginning in 1949, Jefferson Parish presented a plan for enlarging the channel to 12 feet in depth by 125 feet in width. U.S. Congressman Hale Boggs backed a bill that provided federal funding for the project, which was completed in 1960.[5]

Federal Deep Draft Projects

In 1943, two separate deep draft projects were presented by the Ship Channel Committee of the Jefferson Parish Police Jury and the Dock Board of New Orleans to the U.S. Army Corps of Engineers (USACE). The New Orleans proposed route, referred to as the "Alexander Seaway," was east of the Mississippi River. Jefferson's proposed route, referred to as the "Arrow to the Americas," was west of the Mississippi River.[2]

The Jefferson Seaway was envisioned as a channel measuring either 500 feet[6] or 600 feet[1] in width, 40 feet in depth and 55 miles in length, compared to the 110 mile distance presented by the Mississippi River as measured from the entrance at the jetties.[6] This route was shorter than the Mississippi River Gulf Outlet project, which measured 76 miles in length.[7] A new four-lane toll highway was associated with the Jefferson Seaway project, which would parallel the full length of the new ship channel between Westwego and Grand Isle.[1][6]

In order to connect to the Mississippi River, the project required the construction of new navigable locks at Westwego. Locks at this location had previously been constructed ca. 1870 by the Texas and Pacific Railroad as part of the Company Canal, which connected Bayou Segnette to the Mississippi River. These locks were condemned and ultimately closed by the U.S. Army Corps of Engineers in 1956.[8]

In considering the most viable option between the Jefferson Seaway and the Mississippi River Gulf Outlet, the USACE New Orleans District preferred the Jefferson location due to its significantly shorter route.[2] Upon its review of the District's findings, the USACE Vicksburg Division thereafter returned the report with instructions to utilize the Inner Harbor Navigation Canal (IHNC) locks to connect to the Mississippi River.[2] Without the need for new locks, the Mississippi River Gulf Outlet project presented a the more economical option despite its greater project length.[2] The Louisiana Legislature in 1944 empowered the Governor to aid the Federal Government in completing the tidewater seaway proposed on the east side of the river.[9] Construction on the Mississippi River Gulf Outlet began in 1958 and was completed in 1968, allowing partial use by deep-draft vessels as early as 1963.[9]

Local Continuation and End

Local officials continued to pursue the proposed Jefferson Seaway despite Federal authorization to fund and construct the Mississippi River Gulf Outlet.[1][6] In 1950, the Jefferson Parish Police Jury and the City of Westwego created the joint Jefferson Parish Seaway Commission, comprised of prominent industry leaders.[2] In 1956, the Police Jury considered the sale of bonds that would locally finance the Seaway project.[2] The promotion would continue at least into the early 1960's, with continued support by Congressman Boggs, who considered the project to be a necessity.[2] Jefferson Parish touted the Jefferson Seaway project as late as 1961, envisioning an increase in demand for shipping spurred by the anticipated success of the Mississippi River Gulf Outlet. Moving forward, Jefferson expected that its Seaway would be spurred and funded by private industry.[10] Construction of the Jefferson Seaway never materialized.


References

  1. ^ a b c d Grant, Arthur A. (June 2017). "1945 Jefferson Parish Annual Review" (PDF): 26–33, 153–157. {{cite journal}}: Cite journal requires |journal= (help)
  2. ^ a b c d e f g h Boggs, Congressman Hale (June 2017). "1959 Jefferson Parish Yearly Report" (PDF): 24–35, 120–127. {{cite journal}}: Cite journal requires |journal= (help)
  3. ^ "DREDGED MATERIAL BENEFICIAL USE DISPOSAL HISTORY OF THE BARATARIA BAY WATERWAY" (PDF). http://www.mvn.usace.army.mil. Retrieved June 30, 2017. {{cite web}}: Cite has empty unknown parameter: |dead-url= (help); External link in |website= (help)
  4. ^ Shaw, J.A. (June 2017). "1936 Jefferson Parish Yearbook" (PDF): 49–57. {{cite journal}}: Cite journal requires |journal= (help)
  5. ^ a b "1960 Jefferson Parish Yearly Report" (PDF): 18–20. {{cite journal}}: Cite journal requires |journal= (help)
  6. ^ a b c d Clancy, Frank J. (June 2017). "1956 Jefferson Parish Yearly Review" (PDF): 17–22. {{cite journal}}: Cite journal requires |journal= (help)
  7. ^ "Mississippi River–Gulf Outlet Canal". Wikipedia. 2017-06-13.
  8. ^ "Westwego Canal and Terminal Company records, 1925-1953 | Louisiana Research Collection". specialcollections.tulane.edu. Retrieved 2017-06-30.
  9. ^ a b "New Orleans District > Missions > Environmental > MRGO Ecosystem Restoration > History of MRGO". www.mvn.usace.army.mil. Retrieved 2017-07-01.
  10. ^ "1961 Jefferson Parish Annual Review" (PDF): 51–55. {{cite journal}}: Cite journal requires |journal= (help)
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