$657,225, was reported for Annapolis Harbor. The following tabulation shows the tonnage and value of each commodity: 32. Practically all of the above commerce is credited to Spa Creek. The sea food was taken by local boats from the adjacent waters of Chesapeake Bay. Bricks were brought from Virginia ports on the western shore of the bay. Slag, stone, gravel, manure, coal, and petroleum products were brought from Baltimore. Lumber and railroad ties were brought from points in Virginia and North Carolina. Sand and dirt were obtained locally. 33. Sea-food shipments were made to Baltimore. Oyster shells. were shipped in small boats to adjacent points in Chesapeake Bay. 34. In addition to the above commerce, an unrecorded quantity of miscellaneous naval supplies were received and shipped over the Severn River. 35. The Claiborne-Annapolis Ferry Co. reports that 410,099 passengers, 136,202 automobiles, and 8,857 busses and trucks were transported in and out of Annapolis Harbor during 1936. A large percentage of the trucks carried commercial loads. 36. The present commerce of Annapolis Harbor is of considerable volume and importance, particularly if the extent of the ferry traffic is taken into consideration. The general water-borne commerce reported for 1936 is more than double that reported for 1931. It is doubtful whether the desired improvement would result in an increase in the commerce of the port and no major savings in transportation costs would follow. 37. Vessel traffic.-The following tabulation shows the trips and drafts of vessels, exclusive of ferry traffic, reported as using Annapolis Harbor during the calendar year 1936: The three ferryboats owned by the Claiborne-Annapolis Ferry Co. draw 9 to 10 feet and made a total of 7,426 trips in-bound and 7,426 trips out-bound. 38. In addition to the above, many sea-food boats from other localities used Annapolis Harbor as a temporary refuge during severe ice conditions, and a number of unreported trips were made by navy craft and transient pleasure boats. 39. Discussion.--Annapolis Harbor is an important base for Chesapeake Bay sea-food boats and for yachts. Many of the boats are owned locally and a large number of boats owned elsewhere visit the harbor to obtain supplies, for repairs, and for shelter. The present available depths alongside of the docks or marine ways are not adequate at extremely low tides for some of the boats desiring to reach these facilities. A channel 15 feet deep would be ample for these boats at all stages of the tide but would not enable them to reach the wharves until greater depths alongside of the structures have been provided. A channel depth of 18 feet as requested by certain local interests is not necessary at this time. The limited use of the existing depths indicates that there is no urgent need for greater depths. 40. At present there are three designated anchorage areas in Annapolis Harbor. The anchorage in Spa Creek becomes congested at times, especially during stormy weather or severe ice conditions when large numbers of boats seek a protected harbor. The congestion below the bridge could be relieved by a more extensive use of the available areas above the bridge. Excavation of a channel 8 feet deep through the bar at the mouth of Back Creck, as recommended in House Document No. 73, Seventy-fifth Congress, first session, would also make available additional protected and convenient anchorage areas for moderate-sized craft. In view of the above facts, it is believed the present anchorage in Spa Creek is reasonably adequate for present needs. 41. The larger boats and yachts having drafts too great to use the existing anchorage should be sufficiently seaworthy to anchor in the Severn River. The construction of expensive breakwaters at the entrance to the river as desired by certain local interests for the protection of these boats is not warranted. 42. A timber bulkhead 4,000 feet long was recently built around Greenbury Point for protection of the naval radio station. The bulkhead has a frontage of 500 feet on the Severn River and 3,500 feet on Chesapeake Bay. No measures have been taken to protect Hern Point from erosion. There is no indication that past erosion of Greenbury Point or Horn Point has affected navigation by the washing of sediment into the river channel. 43. The local cooperation required under the existing project has not been furnished. It is feasible to employ a bucket dredge on the work and to dispose of the excavated material in deep water in Chesapeake Bay at an additional cost of approximately $5,500. There appears to be little or no need for the improvement called for by the project adopted August 30, 1935. At the time the project was recommended, local interests offered to furnish disposal areas. Inasmuch as the above terms cannot be met, the abandonment of the project rather than its execution at additional cost is indicated. 44. Special subjects.-In the absence of bulkheaded areas to be furnished by local interests, there are no questions of land reclamation, terminal facilities, flood control, irrigation, or other related subjects. which could be coordinated with the proposed improvement in such a manner as to lessen the cost of the work to the United States. The improvement under discussion would have no effect on the adjacent shore lines. 45. Conclusion.-The district engineer concludes that the existing controlling depth of 11 feet from the Severn River to the city dock, and of 11 feet in substantially all of the anchorage area below the county bridge is reasonably adequate for the needs of the locality. He thinks that this depth should be maintained at all times. He believes that the improvement authorized by the existing project is not warranted at this time. He also believes that no local cooperation, financial or otherwise, will be obtainable. 46. Recommendation.-The district engineer recommends that the existing project for Annapolis Harbor be abandoned. He also recommends that no survey be made. E. J. DENT, |