Summarized briefly, the depth over the bar is not sufficient for free egress and access by the local fleet of about 20 work boats. They are frequently delayed in leaving the creek to work in the bay, and upon their return they have to dispose of their catch at other harbors in a great many cases, all of their oysters and frequently their crab catch. no oyster plant having been established there because of the uncertainty of receiving oysters at the necessary rate.

The local boats are estimated to make 565 road trips each year to dispose of their catch at other harbors. That, of course, involves additional truck haul of the product after it reaches the plant.

Mr. LARCADE. I observe, Colonel, that the ratio of benefits to cost is estimated at 5.47. That is a very unusual ratio, is it not?

Colonel MOORE. That is very high, sir. Perhaps it is optimistic. Mr. FALLON. I think that is the highest ratio we have had here since we started these hearings.

Colonel MOORE. I think I have a better one.

Mr. LARCADE. Are there any questions? Mr. Fallon, Mr. Davis, Mr. Dondero, Mr. Ford, Mr. Trimble, Mr. Chairman?

Mr. WHITTINGTON. You have favorable recommendations by the Director of the Budget and also a favorable request by the Governor of the State, and the locality, all of which appear in the report? Colonel MOORE. Yes, sir.

Mr. WHITTINGTON. That's all, Mr. Chairman.

Mr. LARCADE. The next project is Governors Run.
Will you make the presentation, Colonel, please?

GOVERNORS RUN, CALVERT COUNTY, MD.

(H. Doc. No. 670, 80th Cong.)

Colonel MOORE. Mr. Chairman, the report on Governors Run, Calvert County, Md., as published in House Document No. 670, Eightieth Congress was authorized by an item in the River and Harbor Act approved March 2, 1945.

Governors Run, Md., is a small unimproved creek, 1 mile long which enters Chesapeake Bay from the west shore, 14 miles north of the mouth of Patuxent River. It is tidal for 200 feet from the bay and has a depth of 0.5 foot over the bar at its mouth. The mean range of tide is about 1.2 feet.

The nearest public harbors are at Fishing Creek, 13.5 miles north and at Solomons, 16 miles south. The distance to sheltered waters on the east shore of the bay is about 14 miles.

Calvert County had a population of 10,500 in 1940, engaged prin'cipally in agricultural pursuits. The village of Governors Run. Kenwood Beech, the summer colonies of Scientists Cliffs and Dares Beach located 0.5 mile and 4.5 miles north of the run respectively, and Port Republic 1.5 miles inland, have a combined population of about 850. Calvert County has no railroads and most of its freight movements are by truck. Large quantities of oysters and fin fish are taken from the bay adjacent to Governors Run by commercial fishermen who operate principally from Cambridge, Md., 26 miles away on the Eastern Shore.

There is no existing project for Federal improvement of Governors

Run.

In its unimproved condition, Governors Run carries no commerce. Local and transient recreational craft, sports fishing boats and com

mercial fishing vessels operate extensively in this section of the bay and make use of the piers at the mouth of the run when the waters are sufficiently calm.

Local residents own 35 boats, and it is reported that 45 additional boats engage in commercial fishing in the vicinity. The local piers are not usable during storms and the open bay is an unsafe anchorage.

Local interests desire construction of a land-locked anchorage basin 100 feet wide and 300 feet long just inside the mouth of Governors Run with a jetty protected entrance channel from the bay, 6 feet deep. They claim that such a refuge harbor is needed in this locality for the safety and convenience of commerce and that the resulting benefits from stimulation of boating in the area, reduction of boat damages, saving in costs for boat operation and care, and increase in value of adjacent property justify the expenditures necessary for the improvement.

The district engineer's preferred plan for improvement at Governors Run provides for a channel 100 feet wide and 6 feet deep from that depth in the bay through the creek mouth to a point about 90 feet from the bay shore, for a basin 6 feet deep, 100 feet wide and 300 feet long at the inner end of the channel and for stone jetties 480 feet long to protect the entrance channel.

The district and division engineers concur in recommending an improvement in accordance with this plan, subject to certain conditions of local cooperation.

The Beach Erosion Board has considered the probable effects of the proposed improvement on adjacent shore lines and concludes that they will be generally beneficial.

The Board of Engineers for Rivers and Harbors concurs generally in the views of the reporting officers. The federally improved Intracoastal Waterway along the Atlantic coast between Massachusetts and Florida enters Chesapeake Bay at its northern extremity and traverses the open waters of the bay past Governors Run to Norfolk, Va., near the southern entrance to the bay. Included in the general commerce of this waterway are many recreational craft and other shallow-draft boats making long trips. This traffic and transient shallow-draft boats from other parts of the bay, with their passengers and crews, are often endangered in the vicinity of Governors Run by storms which occur suddenly. The nearest public harbors are 13.5 miles to the north and 16 miles to the south. An intervening harbor of refuge is needed and Governors Run is a suitable site for such an improvement. Although the district engineer has not found it practicable to make a monetary evaluation of the benefits of the proposed small-boat basin as a harbor of refuge for these craft, such general benefits constitute an important part of the justification for this work. Aside from these benefits, he finds that the benefits in connection with local boats and with commercial fishing operations by boats based elsewhere are sufficient alone to economically justify improvement of Governors Run. The plan for improvement and the conditions of local cooperation proposed by the district engineer are considered suitable. The Board recommends the improvement as proposed by the district engineer.

In accordance with law a copy of the Chief of Engineers' proposed report was furnished the Governor of Maryland. He advised that the creation of adequate, ice-free harbors for the oyster and fishing

fleets of the Chesapeake Bay are a most important consideration in Maryland's economy.

In accordance with section 4 of Executive Order No. 9384, the report was submitted to the Bureau of the Budget for information as to the relationship of the proposed report to the program of the President. The Bureau of the Budget advised that while there would be no objection to submission of the report to Congress, the project should be considered of low priority in view of the marginal benefitcost ratio of 1.03.

The Chief of Engineers, after due consideration of these reports, concurs in the views of the Board and accordingly recommends improvement of Governors Run, Md., to provide a jetty-protected channel 6 feet deep and 100 feet wide from that depth in Chesapeake Bay to a point about 90 feet above the mouth of the run with a basin 6 feet deep, 100 feet wide, and 300 feet long at the inner end of the entrance channel, in general accordance with the plan of the district engineer.

The improvement is recommended subject to the condition that local interests; first, furnish free of cost to the United States all necessary rights-of-way and spoil-disposal areas for the new work and subsequent maintenance when and as required, including removal of the existing buildings and bridge from the site of the work; second, agree to hold and save the United States free from all damages resulting from construction and maintenance of the work; and third, improve the road on the south side of the proposed basin; and fourth, provide a suitable bulkheaded public landing 370 feet long on the south side of the basin, open to all on equal terms; and fifth, acquire and reserve, under the jurisdiction of a public agency, suitable right-ofway for possible future enlargement of the basin.

The cost to United States for construction is estimated in the report at $59,450. The non-Federal cost is estimated at $12,000. The estimated total cost of construction is $71,550. The total annual carrying charges are estimated at $4,874, including $2,000 for maintenance of the Federal work.

The district engineer estimates the average annual tangible benefits at $1,500 for prevention of damage to local boats, $500 for saving in expense to local boatmen by enabling them to harbor their boats near their homes, and $3,000 for saving of working time lost by commercial fishermen.

The total evaluated benefits are estimated at $5,000. The evaluated benefit-cost ratio is 1.03. In addition the improvement would have substantial value as a harbor of refuge for transient craft.

Mr. Chairman, although the benefit-cost ratio is only slightly above unity the project is very meritorious. The Board in its study of the report gave very careful consideration to the unevaluable factors, which include the need of a harbor of refuge in the area and the safety of the large number of fishermen who daily use these unpredictably treacherous waters to earn a living.

Mr. LARCADE. The local interests are making a substantial contribution to this project of almost 20 percent under your explanation, Colonel?

Colonel MOORE. Not in the form of a cash contribution. But local cooperation includes the cost of public landing.

Mr. LARCADE. Are there any questions? Mr. Fallon, Mr. Angell, Mr. Davis, Mr. Ford, Mr. Trimble, Mr. Chesney, Mr. Lanham, Mr. Jones, Mr. Chairman."

Mr. WHITTINGTON. No questions.

Mr. LARCADE. There being no further questions, we will proceed with the next item, Colonel Moore, St. Patricks Creek, Md.

ST. PATRICKS CREEK, MD.

(H. Doc. No. 671, 80th Cong.)

Colonel MOORE. Mr. Chairman, the report on St. Patricks Creek, Md., as contained in House Document No. 671, Eightieth Congress, was authorized by the River and Harbor Act approved March 1945. St. Patricks Creek, Md., is a short stream which flows southeast and enters the Potomac River from the left bank through St. Clement Bay, 33 miles upstream from Chesapeake Bay.

Its width ranges from 1,300 feet at the mouth to 300 feet at the head of tidewater 1.5 miles upstream. Tides in this vicinity have a mean range of 1.9 feet. Entrance to the creek is obstructed by a grasscovered bar through which a narrow channel 3 feet deep is maintained by the passage of boats to and from the creek. Inside this bar the creek has depths of 4 to 8 feet for about one-half mile to the vicinity of Palmers, and 6 to 2 feet thence to the head of the tidal section.

There is no Federal project for improvement of the creek and it has not been improved for navigation by local interests.

The present annual commerce on the creek totals about 1,820 tons, principally sea food with small amounts of oyster shells and fishing supplies.

About 125 oystering, crabbing, and fishing boats with drafts of 2 to 5 feet operate out of St. Patricks Creek. In addition 75 to 100 transient boats with drafts of 3 to 6 feet operate on the oyster bars off the creek mouth.

A land area of 5 square miles with population of about 800 and sea food producing water area of 20 to 25 square miles are commercially tributary to St. Patricks Creek. Business facilities include two sea-food houses and two boat-repair yards. Production of sea food and farming are the principal occupations. Although some of the sea food is purchased by the establishments on the creek or landed at the creek wharves and trucked to market, a major part is sold at the fishing grounds to buy-boats which are unable to enter the creek at present as they require depths of about 7 feet.

A privately owned wharf at Palmers is used by the public, and many other small wharves are located on the creek. The area is served by improved highways but the nearest railroad is 19 miles distant.

Local interests desire a channel 7 to 8 feet deep and 50 to 60 feet wide through the bar at the mouth of the creek.

They claim that under present conditions many small boats are damaged in leaving and entering the creek and lose valuable working time awaiting favorable tides. Because the buy-boats cannot enter the creek and are not always available, spoilage of sea food and longer trips to more distant packing houses result. Local interests also maintain that better prices would be secured if the sea food could be marketed at establishments on the creek.

The district and division engineers concur in recommending dredging a channel 7 feet deep, 60 feet wide, and 2,450 feet long across the bar at the creek mouth, subject to certain conditions of local cooperation.

The Board of Engineers for Rivers and Harbors finds that the creek is well located to serve the important sea-food industry along the Potomac River and that the prospective general benefits from the improved entrance channel are sufficient to justify the required expendiIt recommends the improvement subject to the requirements of local cooperation proposed by the reporting officers.

In accordance with law a copy of the Chief of Engineers' proposed report was furnished to the Governor of Maryland. In a letter dated December 8, 1947, he advised the Chief of Engineers that since the project was recommended for accomplishment by Federal appropriation in the report of the Board of Engineers for Rivers and Harbors it was not considered necessary for the State of Maryland to take any further action.

In accordance with section 4 of Executive Order No. 9384, the report was submitted to the Bureau of the Budget for information as to the relationship of the proposed report to the program of the President. The Bureau of the Budget advised that there would be no objection to the submission of the report to Congress.

The Chief of Engineers after due consideration of these reports concurs in the views of the Board and accordingly recommends improve.. ment of St. Patricks Creek, Md., to provide an entrance channel 7 feet deep and 60 feet wide in accordance with the plan of the district engineer.

The improvement is recommended provided local interests contribute $1,000 in cash toward the cost of new work and agree to (a) provide a suitable public wharf with access road open to all on equal terms; (b) hold and save the United States free from any damages resulting from construction and maintenance of the improvement and furnish releases from damages to oyster grounds; and (c) furnish free of cost to the United States suitable spoil-disposal areas for the new work and subsequent maintenance, when and as required.

Cost to the United States for construction is estimated in the report at $18,200. The cost to local interests, including $1,000 cash contribution is estimated at $9,400. The total cost of construction is estimated at $27,600. The total annual charges are estimated at $6,448, which includes $4,800 annually for maintenance of the channel.

Estimated benefits from the improvement total $9,500 per year and consist of $3,600 for savings in working time, $1,575 for elimination of boat damages, $2,620 for the advantages of making competitive sea-food markets available, $463 for increased income from sports fishing, $120 for reduction in sea-food boat operation costs, $872 for elimination of sea-food spoilage, and $250 for savings in cost of distribution of road materials. The benefit-cost ratio is 1.47.

There was no opposition to the proposed improvement expressed to the Board.

Mr. LARCADE. Are there any questions? Mr. Fallon, Mr. Angell? Mr. ANGELL. Colonel, there is no objection of anyone to this proj

ect?

Colonel MOORE. No opposition.

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