If you carefully read your tattered copy of the Army Engineers 1958 report on proposed improvements to Bayou Carlin you will begin to get a glimpse of why folks in Delcambre began to worry this time of year about big storms in the Gulf but kind of liked little ones.
You will recall that the bayou, sometimes called the Delcambre Canal, begins at Lake Peigneur and eventually reaches the Gulf. The report deals with a proposal to create a “harbor of refuge” at Delcambre that could accommodate up to 400 shrimp boats.
The refuge was needed because “during periods of storm warnings in the gulf, which average about 27 per year, many shrimp vessels from other ports travel to Delcambre to market their catch, to await favorable weather, and to replenish supplies for the next trip to the gulf,” according to the report.
“During these periods … as many as 460 small boats have been moored at Delcambre, at least 300 of which were not locally owned or operated. Due to limited mooring facilities … the fishing boats … are tied two or more abreast along Bayou Carlin, creating hazards and frequent delays to barge traffic.”
The barges carried thousands of tons of salt from the mine at Jefferson Island. A small canal dredged in 1906 had been enlarged in 1947 so that it was wide enough for barges, but it could not be used when it was clogged with shrimp boats.
“Barge tows…to or from the Jefferson Island salt mine can navigate only with great risk and temporarily may be prevented from passing,” the engineers said. Sometimes the barge captains just banged their way through, gaining no friends among the shrimpers.
The engineers said Delcambre was the home port for about 160 shrimp boats in 1958, but when gulf storms blew, boats from all over scurried inland for safety and used the opportunity to replenish food, fuel, and ice, and to sell their catch.
“It is not necessary for winds to reach hurricane or even gale force to interfere with shrimp trawling,” according to the report. That was because of the “ottertype” trawls the small boats used. Large boards that kept the nets open and held them to the gulf floor worked just fine when sailing was smooth but could be a problem in rough seas. “As the size of the sea increases the roll of the shrimping vessels increases, and the amount that the trawl boards dig into the bottom fluctuates with the roll of the towing vessel,” the report explained. “When rolls become of sufficient severity the board will dig in deep enough to break the tow cable. … [and] a complete trawl can be lost.” Winds of only 25 miles an hour could cause boats to pull up their nets and head for Bayou Carlin.
The engineers said they couldn’t make room for 400 boats at Delcambre but that a 1,300-foot mooring area could be dredged along the right bank to handle 150 trawlers. They suggested that “congestion … might be relieved by boats disposing of their catches … at Delcambre and then travelling to another point to moor.” For example, they said, many boats could easily be moored at Intracoastal City, but they feared shrimpers would likely resist the idea.
Boats unloading at Delcambre would have to travel another 30 miles to tie up at Intracoastal City, which would cost them $740 for each trip. If they made the trip every time a storm sent them inland, it could add up to $20,000 a year. That was a lot of money. In 1958, $20,000 would buy a sturdy house and a good car, pay your kid’s college tuition, and leave some change in your pocket.
Also, merchants who sold fuel, food, or ice didn’t mind the congestion nearly as much as the barge captains. Storms brought customers. The merchants figured the boats had to go somewhere, so why not make Delcambre the place to go.
The engineers said it would be worth the $100,000 cost to create the mooring area. They recommended quick approval by Congress but were skeptical. A memorandum sent with their plan pointed out, “The Bureau of the Budget advises … that no commitment can be made … as to when any … appropriation would be [available] for construction.”
The plan actually moved pretty quickly. It only took three years to get funding authorized, provided that “local interests” came up with $40,000 as their part of the bill. That and some land disputes stalled things for a bit, but engineers finally announced that the project could go out for bids on Sept. 20, 1961, which, it turned out, was just a week after Hurricane Carla sent small boats fleeing once again to Delcambre.
You can contact Jim Bradshaw at [email protected] or P.O. Box 1121, Washington LA 70589.
