COESAM/PDFC-89/02

FEASIBILITY REPORTON

NAVIGATION IMPROVEMENTS

6.4 FOR

MEXICO BEACH INLET

MEXICO BEACH, FLORIDA

%1 4Y 2 1

US Army Corps AMRH18of Engineers-Mioble Districd ~

in

SECURITY. CLASSIFICATION OF THIS PAGE efthn 00 8"d 0011)

REPORT DOCMENTATION PAGE READ________________

I.~~~a REOTmma OVY ACCESSION NO. S. RIECIPIENS CATALOG MUICR

COESA4/PDFC-89/02 &

Feasibility Report on Navigation Improvements Feasibility Reportfor Mexico Beach Inlet March 1989Mexico Beach, Florida S. PERFORMING Ono. REPORT NUNSCR

7. AtjTHOR(s) 11- CONTRACT Oft GRANT NUMB5ER(.)

Halter W. Burdin Kenneth P. BradleyEvelyn H. Brown Sandra P. BarrineauSusan 1. Rees, Phd

S. Pg mPOITaIw ORGAN) ZATION N Ia 960£0.5'. POGRAM ELEMN . PROJECT. TASK(U.. arzy Engineer Dt'strAPct,00Moile ARIA A WORK UNIT NUMERS

Coastal Section, Planning Division (CESAM-PD-FC)P.O. Box 2288, Mobile, AL 36628-0001

II. CONTROLLING OFFICE NAMIE AND ADORIESS 11. RIEPORT CATS

CESAM-PD- FC March 1989P.O. Box 2288 IS. NUMBE IOFPAGES

Mobile, AL 36628-0001 26614. MONITORING AGENCY NAME A AOORESS(i different frow Controingm Office) 16. SECURITY CLASS. (of &his reor)

UnclassifiedISO. DIECLASSIVICATION/ DOWNGRADING

SCHEDUL N/A

14. CXSTR18UTION STATEMENT (of th~is Raf)

Approved for public release, dist'ribution unlimited.

17. DISTRIBUTION STATEMENT (of the astact entered in Block 2". It a..loersntrom Report)

1S. SUPPLEMTARY NOTES

19. KEY WORDS (Commanuevrs s.ide .Itn.*40.eMT d identify by block number)

Navigation Sand BypassingMexico Beach Beach ErosionFeasibility

2L AUTRmACT (CMC11A Me 00 111 86 N ~961 AW t IIfr by block nhbThe purpose of the study was to investigate &u feasibility of the Federal

government adopting, improving, and maintaining an existing navigationchannel at Mexico Beach Inlet. Mexico Beach Inlet is located on the westernedge of the City of Mexico Beach, Florida. It provides gulf access toachanne.maintained by the city that extends inland north of Highway 98 and windsthrough residential neighborhoods. The city tries to maintain the channel toaverage dimensions approximating 5 Feet deeD by 40 feet wide at an averageannual cost of aoout $50,000. Because of rapid shoaling in the entrance

DD I'= W3 ornoOF , Noves is oeoLtTE

SECUTrY C.ASsFICATtON OF T1WS PAGE (Ilibe Date Emoe.d)

SECUR!'Y CLASSIFICATION OF THIS PAGE(WhaI Dota Entered)

20. ABSTRACT (continued)

channel, clear access-to the gulf can be maintained less than half of the

time. Shoaling in the channel prevents many recreational and commercial

boats from getting in and out of the channel. This results in lostrecreational opportunities, lost fishing time, reduced revenues to chartercraft, and reduced catches.

A number of alternative plans were considered but none proved to beeconomically feasible, primarily because of the large volume of littoral

drift, 181,000 cubic yards per year, that must be handled to keep thechannel open. It was recommended that no Federal action be taken at this

time to adopt, improve, and maintain the existing navigation channel at

Mexico Beach, Florida.

0

SECURITY CLASStFICATION OF TMIS PAGErWn Data Enterod.1

CESAD-PD-P (Mar 89) (10-1-7a) ist EndSUBJECT: Mexico Beach, Florida - 80825

Cdr, South Atlantic Division, Corps of Engineers, 77 Forsyth Street, S.W.,Room 313, Atlanta, Georgia 30335-6801 28 April 1989

FOR: Board of Engineers for Rivers and Harbors, Kingman Building, FortBelvoir, Virginia 22060-5576

I concur in the recomrmrendations of the District Engineer.

R. M. BUNKERtlajor General, USAConmandi ng

fim

31. -

0I

COESAM/PDFC-89/02

FEASIBILITY REPORTON

NAVIGATION IMPROVEMENTS

FOR

MEXICO BEACH INLET

MEXICO BEACH, FLORIDA

0

EXECUTIVE SUMMARY

This study was authorized by Section 102 of the 1966 River andHarbor Act (Public Law 89-789), approved 7 November 1966, and, inaddition, a resolution adopted 23 June 1971 by the Committee onPublic Works of the United States House of Representatives. Thepurpose of the study was to investigate the feasibility of theFederal government adopting, improving, and maintaining anexisting navigation channel at Mexico Beach Inlet.

Mexico Beach Inlet is located on the western edge of the City ofMexico Beach, Florida. It provides gulf access to a channelmaintained by the city that extends inland north of Highway 98and winds through residential neighborhoods. The city tries tomaintain the channel to average dimensions approximating 5 feetdeep by 40 feet wide at an average annual cost of about $50,000.Because of rapid shoaling in the entrance channel, clear accessto the gulf can be maintained less than half of the time.Shoaling in the channel prevents many recreational and commercialboats from getting in and out of the channel. This results inlost recreational opportunities, lost fishing time, reducedrevenues to charter craft, and reduced catches.

The study was conducted in accordance with the Principles andGuidelines for Water Resources and other authorities which definethe goals and procedures for water resources planning. Thedesign of the various channel alternatives was based on Corps ofEngineers design standards for shallow draft channels for smallvessels. A number of channel configurations and disposal optionswere considered, along with methods of protecting the entrance,such as jetties.

The older estimate of littoral drift, 75,000 cy annually, wasused in the formulation of several plans of improvement in theearlier stages of the study. There was, however, a large andsignificant increase in the volume of littoral drift, to 181,000cy, which resulted from calculations made by the US Army Corps ofEngineers Coastal Engineering Research Center at the US ArmyEngineer Waterways Experiment Station. They estimated driftvolume using information from the Wave Information Study.

Results of the early phases of the study using the lessor driftvolume were recalculated when that revised estimate of 181,200 cvannually became available and other alternatives involvinginnovative methods of dredging contracting and purchase weredeveloped and evaluated.

Despite consideration being given to a number of alternativeplans, none proved to be economically feasible. Based on uuranalvsis, it was recommended that no Federal action be taken athis timm-, iu adopt. Impr'>v-, and maintain the existing naviat ion,-har:n - a3. e _a,> E a', ,~ Y ,rida.

MEXICO BEACH, FLORIDANAVIGATION IMPROVEMENTS FOR MEXICO BEACH INLET

TABLE OF CONTENTS

ITEM PAGE

Introduction 1Authority 1Study F,2rpose and Scope IPrior Studies 2Study Participants and Coordination 2The Study Process 4

Problem Identification 4Resource Management Problems 4Existing Conditions 5Study Area 5Existing Navigation Channel 6Economy and Development 8Climate and Weather 9Coastal Conditions 10

Problems and Needs 11Navigation Problems 12Vessel Characteristics and Operations 19

Recreation Vessels 12Charter Cruiser and Charter Fishing Vessels 14Commercial Vessels - Shrimp Boats 14

Natural Processes 14General 14

Littoral Drift 15Winds 15Hurricanes 19

Improvements Desired 19Future Without Project Conditions 19

General 19Bay County 19Mexico Beach 21

Plan Formulation 22General 22Planning Constraints 22Planning Objectives 23Plan Formulation 23

General 23Basic Planning Criteria 24Technical Criteria 25Socioeconomic and Environmental Criteria 25

E~aluation Criteria 25Formulation Methodology 26

MEXICO BEACH, FLORIDAIe Table of Contents (Cont'd)I ternPg

Management Measures 26General 26Without Project Condition (No Action) 26Other Measures 27Cost Evaluation Criteria 27Benefit Evaluation 27

Preliminary Solutions 28Channel Design Considerations 28Description of Disposal Plans 28Preliminary Channel Improvement Plans 31Comparison of Channel Depths 32Alternative Plan 1A 32Alternative Plan lB 33Alternative Plan 1C 33Alternative Plan 2A 34Alternative Plan 2B 35Comparison of Preliminary Plans 35

Final Alternatixes Considered 36Alternative Plan 3 36Alternative Plan 4 36Seasonality of Benefits and Costs 36

Findings and Recommendations 37

S

MEXICO BEACH, FLORIDA

TABLE OF CONTENTS (CONT'D)

LIST OF TABLES

NO. TITLE PAGE1 Channel Depth Availability Under Existing

Conditions 62 Demographic Characteristics for Bay County and

the State of Florida, 1990 83 Total Personal and Per Capita Incomes in 1984 94 Distribution of Non-Agricultural Income by Major

Industrial Class in 1984 95 Characteristics of Vessels Permanently Docked in

the Mexico Bach Project Area 136 Mexico Beach Sediment Transport, Monthly Averages 177 Benefits and Costs ($) of Alternative Plan 1A for

a Range of Inlet Depths 328 Summary Economic Data for Preliminary Plans 359 Economic Summary of Final Alternatives 37

LIST OF FIGURES

NO. TITLE PAGE1 Locality Map2 Study Area Map

* 3 Locations of the 6 Sediment Transport Stationsfor Mexico Beach, Florida 16

4 Wind Rose 185 Projected Income, Employment, and Population,

Bay County, Florida 206 Alternative Disposal Areas 29

LIST OF PLATES

N'. TITLE PAGEUnstabilized Channel Plan 39

2 Unstabilized Channel Plan with Impoundment Areas 403 Jet Pump Bypass System 414 Stabilized Channel Plan with Two Jetties and

Deposition Basin 425 Stabilized Channel Plan with Single Jetty and

Deposition Basin 43

LIST OF APPENDICES

A av Climate and Sediment Transport Study[< ] ,,t ,hn - T]investigation

;. rr m C, Ana I vs is. harnnei ,,s. and Cost Estimate* i r ' r(,rrr,-nta1 (-1 )rrespcndence

MEXICO BEACH, FLORIDA

NAVIGATION IMPROVEMENTFOR

MEXICO BEACH INLET

INTRODUCTION

AUTHORITY

This study was authorized by Section 102 of the 1966 River andHarbor Act (Public Law 89-789), approved 7 November 1966 whichreads in part:

"That the Secretary of the Army, actingthrough the Chief of Engineers, is authorizedand directed to conduct a preliminary hearingand survey to determine the justification fora federally maintained small boat channelwith appropriate jetties and turning basinswhere required at Mexico Beach, Florida."

In addition, a resolution adopted 23 June 1971 by the Committeeon Public Works of the United States House of Representativesrequested the Board of Engineers for Rivers and Harbors to:

"Review the reports of the Chief of Engineerson St. Joseph Bay, Florida, printed in HouseDocument numbered 595, 81st Congress, 2ndSession, and other pertinent reports, with aview to determining the advisability ofmodifying the existing project at this time,with particular reference to determiningthe economic feasibility of a small-boatnavigation channel and jetties at MexicoBeach, Florida."

STUDY PURPOSE AND SCOPE

The purpose of this study was to investigate the feasibility ofthe Federal government adopting, improving, and maintaining anexisting navigation channel at Mexico Beach Inlet. The study wasconducted in accordance with the Principles and Guidelines forWater Resources and other authorities which define the goals andprocedures for water resources planning. The depth and detail ofthese investigations were consistent with the guidance andpolicies prescribed the US Army Corps of Engineers PlanningGuidance Notebook. navigation problems of the study areawere investigated an alternative plans which would address theseproblems were formulated. These possible improvements were

evaluated to determine their feasibility in terms of economic,social, and environmental considerations and the extent of theFederal interest. The principal study area (shown in Figure 1) Swas limited to the City of Mexico Beach, adjacent lands in BayCounty, and contiguous waters of the Gulf of Mexico.

PRIOR STUDIES AND ACTIVITIES

The first feasibility studies for the channel at Mexico Beachwere those in response to the authorities cited earlier for thisstudy and report. Studies conducted in 1972-1973, 1975, and 1977indicated that the desired improvements were not then justifiedand further investigations were deferred each time. The studiesresulting in this report were resumed in 1982.

The U.S. Army Waterways Experiment Station (WES) has testedhydraulic sand bypassing systems at a number of inlets inFlorida. A truck based installitiun using a Pekor jet pump wastested at Mexico Beach Inlet during 1973-1974. WES estimatedthat this system was capable o: transferring 45,000 cubic yards(cy) of sand annually. The City of Mexico Beach later built apump house and installed 2 Pekor pumps at the inlet. One wasplaced in the gulf just off the entrance and the other had aswing and harness for movement along the channel between ;thejetties. Hurricane Eloise damaged the system in 1975 but thecity continued operation. However, because of continuousequipment problems nnd limited funds, however, the system wasfinally abandoned.

A report was prepared in 1985 under authority of Section 3 of the1945 River and Harbor Act in response to a local request forFederal assistance in emergency removal of shoals and debris fromthe inlet channel resulting from Hurricane Elena. This hurricanestruck the Florida Panhandle on 30 and 31 August 1985. After thecity had restored the channel to pre-hurricane conditions,Hurricane/Tropical Storm Juan again shoaled the channel severelyon 31 October 1985. Using a county dragline, the city had almostcompleted clearing sand ana debris from the channel when, on 21November 1985, Hurricane Kate made landfail a, Mexico Beach, andagain filled in the channel. The Section 3 report iecommended noFederal action since timely maintenance of the channel afterstorms could best be performed through local initiative.

STUDY PAPTICIPANTS AND COORDINATION

The Corps of Engineers was responsible for the conduct andcoordination of this study, consolidation of information fromothier agencies, formulation of alternative plans and preparationof the , At the District Level, a multidisciplinary teaiwas used to conduct the study and assemble the report.

2

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PANAMA

tFi

srUD AREA

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S T :D E

-POR

I .o~IO.a' *SCALE IN MILES

all 2)~

0 MEXICO BEACH, FLORIDAG ULL 0f Of xCO~ LOCALITY MAP

VICINIY KAPFIGURE I

3

Coordination with other agencies began in 1982. The agencieswith which planning was most closely coordinated included:

Federal AgenciesU. S. Fish and Wildlife ServiceU. S. Environmental Protection AgencyNational Marine Fisheries ServiceUnited States Coast Guard

State AgenciesFlorida Department of Environmental RegulationFlorida Department of Natural Resources.

Local AgenciesBay CountyCity of Mexico Beach.

THE STUDY PROCESS

The planning and study process was consistent with the WaterResources Council's Economic and Environmental Principles andGuidelines for Water and Related Land Resources ImplementationStudies (the "Principles and Guidelines"), published in March1983, and with the US Army Corps of Engineers Planning GuidanceNotebook. Environmental impacts were evaluated in accord withEngineer Regulation (ER) 1105-2-50, Planning EnvironmentalResources, and ER-200-2-2, Environmental Quality Policy andProcedures for Implementing NEPA (National EnvironmentalProtection Act). The study was performed in sufficient detail todetermine what resource management measures would be in theoverall public interest at Mexico Beach and should be recommenaedfor Congressional authorization.

PROBLEM IDENTIFICATION

RESOURC E MANAGEMENT PROBLEMS

Problem identification was the first task. This was done todetermine what improvements were desired; what specificmanagement problems should be addressed; what geographic areawould be affected and should be included in the study; what theexisting conditions are; and what future conditions may be if noFederal action is taken.

Mexico Beach inlet, with rapid shoaling within the littoral zoneand an un tab]v offshore oar, presents a hazard to navigationthat rsl]ts in unsafe and costly conditions. For about 20 yearslooal nt-r&It have, through elected representatives, expressed

4

a desire for Federal channel improvements. In addition to theneed for navigation improvements, concerns have been expressedover beach erosion problems. However, in accord with the studyauthority, the study, and this report, focussed on the needs ofnavigation.

Under current Corps of Engineers guidelines, the plan recommendedfor implementation must be must be the alternative with thegreatest economic benefits consistent with protecting theNation's environment.

EXISTING CONDITIONS

The following section describes the present socioeconomic andnatural resources of the study area. This profile, along with aprojection of future conditions, describes the "Without ProjectAlternative" and serves as the basis for comparison of formulatedplans. A general understanding of the resources and developmenttrends of the study area is helpful in identifying problems andneeds and formulating alternative solutions.

STUDY AREA

Mexico Beach is a retirement, tourist-oriented, community locatedon the Gulf coast in eastern Bay County, Florida. It is about 21miles southeast of Panama City and 12 miles northwest of Port St.Joe. The city has developed along U.S. Highway 98, whichparallels the beach. Single family houses, primarily for summeruse, are densely located between the highway and the primary dunesystem. Inland of U.S. Highway 98, housing density varies fromdense to sparse. The immediate area under study, 4 miles ofshoreline and adjacent lands, involves about 6 square miles, allwithin Bay County, of which approximately 1.4 square miles arewithin the corporate limits of the City of Mexico Beach. Thegeneral geology in the vicinity of Mexico Beach is coastallowlands which has forested rolling hills in the interior andfine sand beaches along the coast.

Bay County, Florida, has 758 square miles of land area and 271miles of shoreline, of which 217 miles can be considered beach.Of that amount, about 45 miles are on the Gulf of Mexico. Ofthat 45 miles, about 17 are under Federal or State ownership withthe remaining 28 miles privately owned. Two miles of shorelineare in public parks and are open for public recreation, about 17miles are privately owned but more or less open to the public forrecreation, and the remaining 26 miles are undeveloped.

Mexico Beach prides itself on being called the "Eastern Gatewayto the Miracle Strip", that section of northwest Florida which

05

has some of the most attractive beaches in the state and manyopportunities for recreation and leisure time entertainment. Theheavily wooded inland portion of the county offers good hunting.With its unique combination of physical features, white-sandbeaches, and mild climate, Bay County provides many forms ofoutdoor recreational opportunities, including swimming, boating,fishing, and sunbathing.

EXISTING NAVIGATION CHANNEL

Mexico Beach Inlet is located on the western edge of the city.It provides gulf access to a channel maintained by the city thatextends inland north of Highway 98 and winds through residentialneighborhoods, as shown on Figure 2. The city tries to maintainthe channel to average dimensions approximating 5 feet deep by 40feet wide at an average annual cost of about $50,000. Because ofrapid shoaling in the entrance channel, clear access to the gulfcan be maintained less than half of the time. This is shown inTable 1 which shows the conditions existing under non-Federalmaintenance of the channel.

TABLE I

Channel Depth Availability Under Existing Conditions

Channel Depth in Feet below MLW 1

4 5 6 7

Percent Time Available 60% 30% 10% 0%

Three public marinas provide facilities at Mexico Beach forcommercial and recreational boat use. These marinas harbor alarge fleet of recreational, charter, and commercial fishingboats. One of the marinas is full service in that it providesfood, fuel, and supplies to the boat users. That marina alsoprovides loading and unloading facilities for commercial shrimpboats. There are 245 wet and dry slips available for vessels atthe three marinas, of which 198 are occupied. Thcre is also apublic launching ramp for small craft. In addition to theresident fleet, an average of 200 traile.-drawn boats per weekuse the inlet channel, mostly on weekends throughout the summertourist season. Plate 1 illustrates the facilities available atthe largest marina, which is located about 3,000 feet from theinlet mouth.

There ere no Federal projects at Mexico Beach. There are,however, existing Federal projects at Panama City Harbor, about20 miles west of Mexico Beach, and at Port St. Joe Harbor, about

6

ac

4'CV

S00 0 500 1000l1 111 1 1 1

SCALE IN FEET

M-EXICO BEACH, FLORIDA

SrUDY AREA MAP

0 FIGL:RE

12.5 miles east of Mexico Beach, which provide for both deep andshallow draft navigation.

ECONOMY AND DEVELOPMENT

The Panama City Standard Metropolitan Statistical Area (SMSA)consists of Bay County. According to the Florida StatisticalAbstract, the 1980 estimated population of Bay County was 98,000,a 23 percent increase over the 1970 population. The 1980estimated population density of Bay County was 131 persons persquare mile. About three quarters of the county population iswithin Panama City and the surrounding suburbs. Pertinentdemographic data for Bay County, and the State of Florida, aresummarized in Table 2.

TABLE 2

Demographic Characteristics for Bay Countyand the State of Florida, 1990

BAY COUNTY STATE

Estimated population 129,300 12,112,300Percent increase '80 - '90 32.0 24.9Density (per sq mi) 171 224

Source: Florida Statistical Abstract, 1986, College of BusinessAdministration, University of Florida.

The permanent population of Mexico Beach is about 1500. Duringthe summer season tourist visitation averages about 700 daily.The Mexico Beach fishing rodeo, held annually during April, May,and June, attracts hundreds of fishing and pleasure craft to thearea. Tourists are drawn from as far north as Canada, but morecommonly come from North Carolina, Virginia, Tennessee,Mississippi, Georgia, and Alabama as well as the surroundingareas. Tourists contribute significantly to the Mexico Beacheconomy.

Total personal and per capita incomes in 1979 for Panama CitySMSA and the State of Florida are presented in Table 3. Personalincome for nonagricultural business and industry in the PanamaCity SMSA totaled $291.6 million in 1979. Manufacturing,services, and retail trade comprised the principal industrialsectors. The high levels of income earned from services andretail trade reflect the large number of retired persons residingin Florida and the degree of tourism. Table 4 presents an incomesummary for Panama City SMSA and the State of Florida.

8

TABLE 3

Total Personal and Per Capita Incomes in 1984

TOTAL PERSONAL INCOME PER CAPITAAREAS (Millions of Dollars) INCOME ($)

Bay County (Panama City SMSA) $ 1,136.4 $10,473

State of Florida $140,196.7 $12,773

TABLE 4

Distribution of Non-Agricultural Incomeby Major Industrial Class in 1984(Rounded to Thousands of Dollars)

PANAMA CITY SMSA STATE OF FLORIDAINDUSTRY PERSONAL INCOME PERCENT PERSONAL INCOME PERCENT

Manufacturing $ 87,511 16.7 $11,447,202 16.2Construction $ 63,175 11.9 $ 6,811,580 9.6Wholesale Trade $ 27,869 5.3 $ 5,799,723 8.2Retail Trade $116,067 22.2 $10,878,618 15.4Finance, Insurance

& F.E. $ 34,896 6.7 $ 6,289,539 8.9Transport/Communication/

Public Utilities $ 50,219 9.6 $ 7,141,236 10.1Other Services $135,334 25.9 $22,007,714 31.1

TOTAL $523,534 100.0 $70,660,105 100.0

Source (Tables 2&3): Florida Statistical Abstract, 1986. Collegeof Business Administration, University of Florida.

Bay County is served by numerous state and county roads. U.S.Highway 98 is the main east-west route and State Highway 77 isthe main north-south route. Panama City Municipal Airport servesBay County with regularly scheduled commercial airlines andprivate air services. Commercial bus transportation is availableto most of the smaller cities and towns in the county.

CLIMATE AND WEATHER

The semitropical climate of the area, one of its major assets, isinfluenced considerably by the proximity of the Gulf of Mexico.Water temperatures along the shore range from an average of 63

9

degrees Fahrenheit (F) in December and February to 85 F inAugust. Southerly winds in the summer produce frequent afternoonthundershowers, while winter storms usually result from frontalpassages in which rain generally lasts the duration of the storm.The area is subject to tropical hurricanes, particularly in latesummer and early fall. Spring and late fall are mild withmoderate temperatures and abundant sunshine, broken occasionallyby rain showers.

The mean monthly rainfall for the Mexico Beach area is heaviestfrom June through September, the season for convection typerainfall, with September being the wettest month. The meansummer rainfall provides 21 inches of the average annual total of58 inches. The other three seasons of the year receive a meanrainfall of about 12 inches each. Tropical storms occasionallyyield enough rainfall to cause widespread inland flooding.Rainfall of 5 to 7 inches in 24 hours is not uncommon to the areaand occasionally it has reached 10 inches in 24 hours.

Ambient air temperatures seldom exceed 100 F, but it is verycommon for the mean daily temperature to average around 80 Fduring the summer months with the highest mean daily temperatureoccurring in July. Mean daily temperature varies from a low of54.3 F in January to a high of 81.9 F in July. Periods of coldweather generally do not last more than a few days, and thetemperature rarely falls below freezing for more than a day.

COASTAL CONDITIONS

The shores of Mexico Beach, a major asset, are relativelystraight with white sandy beaches. Within the city limits, theprimary dune system is low and the dune line is occupied byhouses. The projection of Cape San Blas and St. Joseph Spit tothe southeast of Mexico Beach protects this strip of coast fromsoutheasterly winds, and a well developed dune system has notformed. A well developed primary and secondary dune systembegins immediately west of Mexico Beach with elevations rangingfrom 10 to 12 feet above National Geodetic Vertical Datum (NGVD).

The navigation channel at Mexico Beach Inlet was constructedabout 30 years ago by local interests. It provides access to theGulf of Mexico for a long artificial channel, or canal, thatwinds several miles inland. Part of the channel near the inletwas once a tidal stream that discharged intermittently into thegulf. Bank to bank top widths of the channel vary from about 80feet near the inlet to about 50 feet in the upper reaches. Topof bank elevation averages about 10 feet above mean low water.The channel receives fresh water inflow from pine woods west andnorth of the city but no significant streams enter the canalnorth of the highway. Salt Creek, a small stream which drainsBear Swamp, enters the channel about 1,000 feet inland of its

10

mouth. The flow from Salt Creek is stained with tannin. As aresult of these dissolved organic substances, the water in thechannel usually has the color of coffee. On a falling tide, thegulf waters at the mouth of the channel are also stained for ashort distance.

Invertebrate populations on the beach and in the littoral zoneare moderate to high for a gulf beach. Organic nutrients fromSalt Creek, and probably to some extent from the ApalachicolaRiver, influence productivity. Ghost crabs are abundant on thebeach, while hermit crabs and mole crabs are abundant in thelittoral zone. Inside the inlet, fiddler crabs are abundant onthe banks of the channel and Salt Creek.

Most of the finfishes in the study area are pelagic species,although sea trout winter inside the inlet. Transient schools ofSpanish mackerel, cobia, bluefish, ladyfish, and several speciesof jack move inshore close enough to the beach in sufficientabundance to support an active surfcasting fishery. Commercialbeach seiners also fish for some of these species as well asmullet, round scad, Spanish sardines, and ballyhoo, which aresold for bait. Small numbers of pompano are also taken. Beachfishing becomes active in April when schools of cobia andmackerel show up as westward migrating schools, and continuesinto the fall.

The main marine mammal found in the area inshore of the 5 fathoms* contour is the Atlantic bottlenose dolphin. According to A

Summary of Knowledge of the Eastern Gulf of Mexico, 1973,thirteen other species of whales and dolphins have been reportedoffshore in this part of the Gulf of Mexico but do not come intothe shoal waters of the project area under normal circumstances.

Coastal birds that tolerate urban development are common in thearea. Egrets and herons of several species feed in the inletchannel. The brown pelican is the only endangered bird listed bythe Department of the Interior which is frequently found in thearea. However, the bald eagle and the peregrine falcon areoccasional visitors. A resource inventory provided by the Fishand Wildlife Service is contained in Appendix E following thisreport.

PROBLEMS AND NEEDS

The problems and needs addressed in this study are related tonatural processes affecting the coastal area. These arediscussed in subsequent pages along with navigation problems andimprovements desired, as expressed by local interests.

NAVIGATION PROBLEMS

The primary problem at Mexico Beach is severe shoaling in themouth of Mexico Beach Inlet resulting from littoral drift. Thepredominant littoral drift in that vicinity is from west to eastas the result of wave refraction over the shoals off St. JosephPeninsula. Data indicates that there are no significant driftreversals. Local interests constructed concrete rubble jettiesat the mouth of the channel which reduced shoaling for severalyears after their construction. These obstructions to thelittoral drift caused shoreline changes, as indicated byavailable coastal charts and aerial photographs; west of theinlet the shoreline advanced while on the east side it retreated,clear indication of a predominate eastward drift. Hydrographicsurveys taken in 1974, 1982, 1984, and 1985 indicate controllingdepths at the inlet mouth and offshore bar of 3 to 4 feet.

Shoaling in the channel prevents many recreational and commercialboats from getting in and out of the channel. This results inlost recreational opportunities, lost fishing time, reducedrevenues to charter craft, and reduced catches. Many boats havebeen damaged in an attempt to navigate the channel with marginalwater depths. Local interests fear that the overall use of thechannel and service facilities has declined because of theunreliable channel depths. This decline is believed to haveadversely impacted the general economy of the area, since itdepends hpeavily on tourism, services, and water-basedrecreational activities.

VESSEL CHARACTERISTICS AND OPERATIONS

Field surveys conducted in October 1985, and updated in March1986, identified two distinct types of users for this channel,recreation vessels and commercial vessels. In addition to thelocally docked craft, transient vessels also use the channel.Because, however, there is no detailed data available, ananalysis of the economic benefits associated with transientvessels using this channel was not conducted and has not beenincluded in this report. Table 5 summarizes the characteristicsof vessels located in the project area which use the existingchannel.

Recreation Vessels. Power boating is enjoyed almost year roundin the project area. The boating season lasts about eightmonths, from March through October, with peak boating activityduring late spring and summer. Typically, power boaters operatetheir vessels one time per week during the months of March,April, September and October and twice a week during the monthsof May through August for a total of 48 average annual trips.The average duration of each boating trip is three hours. Atypical boating group size, per trip, is two adults and two

120

children.

Field information indicates power boaters will select variousoptions when confronted with inadequate depths in Mexico BeachChannel. The options available are: (1) Losing boatingopportunities; (2) using the nearest comparable channel; and (3)continuing to navigate the Mexico Beach Channel. The vesselsdocked in the marinas are not readily transportable, therefore

TABLE 5

Characteristics of Vessels Permanently Docked in theMexico Beach Project Area

Vessel Number Vessel Average Required ChannelType of Physical of Length Loaded Depth (Feet)Vessels Location Vessels (Feet) Draft(Ft.)Inlet Canal 1/

Recreation:Power Boats Marina #1 48 24 - 30 2.5 3.5 3.0Power Boats Marina #2 101 24 - 30 2.5 3.5 3.0Power Boats Marina #3 30 24 - 30 2.5 3.5 3.0Power Boats Private 200 24 - 30 2.5 3.5 3.0

SUB-TOTAL 379

Commercial:Ch Cruisers Marina #2 6 Up to 24 3.0 4.5 3.5Ch Fishing Marina ;2 10 Up to 42 4.0 55 4.5Shrimp Boats Marina *2 3 Up to 65 4.5 6.0 5.0

SUB-TOTAL 19

TOTAL ALL VESSELS 398

SOURCE: Local Public Marina Owners or Operators and ChannelUsers.

1/ Information provided by local boat users indicates that asafety clearance of 1/2 to I foot between the vessel's keel andchannel bottom to assure safe boating operations is typical.

users cannot readily relocate them to an another channel whenchannel depths are inadequate at Mexico Beach. These users areexperiencing lost boating opportunities. All the vessels dockedat private residences are readily transported by boat trailer andthe owners hare indicated that they will use facilities at PortSt. Joe when there are inadequate channel depths at Mexico Beach.The round trip highway distance between Port St. Joe and MexicoTeh i, 27n miles. Some users will continue to navigate MexicoBEach channe-le, but they do so without adequate knowledge ofpre\ailing channel depths. There is, therefore, a risk of vessel

* 13

damages resulting from making the trip.

Charter Cruisers and Charter Fishing Vessels. The majority ofthe charter vessels here are family-owned and operated and mosthave operated out of Mexico Beach for years. The season for thecharter boat fleet lasts about eight months, from March throughOctober, with peak boating activity during late spring andsummer. Typically, charter fishing boat owners use their vesselsonce per week during the months of March, April, and October andthree times a week during the months of May through September.Charter fishing vessels are used to carry individuals, (12 pertrip), for deep water Gulf fishing. Charter cruiser boat ownersuse their vessels during the same time period as charter fishingboats. Charter cruisers are used to carry private parties(maximum of 6 patrons) for coastline cruises combined with anevening meal. Overnight accommodations are also available oncharter cruisers. Field surveys indicate there is a viablecharter market at Mexico Beach and that charter boat owners willremain in Mexico Beach even though there are times when channeldepths are known to be inadequate. Boat owners explained thattheir reason for staying in Mexico Beach iR the ever-increasingcompetition for the charter boat service in that area. Theybelieve that by keeping their businesses based at Mexico Beach,rather than relocating, that they will at least maintain theirexisting share of the charter market. Also, by relocatingelsewhere, they would have to compete with an established charterfleet and, possibly, bear increased operating expenses.

Commercial Vessels - Shrimp Boats. Shrimp boat operators, whenconfronted with inadequate channel depths in the project channel,elect to use another channel rather than lose fishingopportunities. These users are able to load and unload atvarious full service marinas near the channel in the Panama Cityarea, the nearest location of such marinas. There are nosignificant variations in boat operating expenses when theyoperate out of Panama City since the distance to suitablecommercial shrimping grounds is approximately the same as thedistance out of Mexico Beach. The primary additional costsincurred by the users are auto commuting costs when channeldepths at Mexico Beach are inadequate. The operators dock theirboats in Panama City and they and their crew commute a round tripdistance of 40 miles between the boats and their residences atMexico Beach in private automobiles.

NATURAL PROCESSES

General. The coastline at Mexico Beach is oriented from northwestto southeast. In the southeast quadrant, St. Joseph peninsulaprotects Mexico Beach by limiting the fetch length. Similarl ,the harrier spit forming the east end of East Bay limits thefet.ch lengtl in the northwest quadrant. The study area is most

140

susceptible to waves moving in from the south to north-northwest.quadrant.Littoral Drift. There was a large and significant change in theinformation available about the volume of littoral drift for thestudy area late in the study process. This resulted fromcalculations made by the US Army Corps of Engineers CoastalEngineering Research Center (CERC) at the US Army EngineerWaterways Experiment Station. They were requested to estimatethe drift volume using information being developed by the Gulf ofMexico phase of the Wave Information Study (WIS) which was thenin progress (discussed in greater detail below). Results of theearly phases of the study using the lessor drift volume wererecalculated.

The area seaward of Mexico Beach is a complicated bathymetricregion. The wave climate and sediment transport rate at theinlet were determined by the CERC staff and their report isreproduced in Appendix A. That office first used 13 years(1956-1968) of hindcast data newly developed for the Gulf CoastWIS. A transformation technique (WIS Report 8, Jensen 1983) wasemployed to generate wave information at the 30-foot water depthcontour from intermediate water depths. Using that information,another technique described in WIS Report 9, (Jensen, 1983) wasemployed to determine the shallow water refraction and shoalingeffects. That process involved the use of the computer algorithmRCPWAVE (Technical Report CERC-86-4, Report 1, "RCPWAVE - ALinear Wave Propagation Model for Engineer Use"); an algorithmfor estimated surf zone wave parameters (Miscellaneous PaperCERC-85-13); and equations 4-44 and 4-50b from the ShoreProtection Manual (CERC 1984) for estimating longshore sedimenttransport.

The analysis indicated that there was a large volume of driftmoving to the east and essentially none moving to the west.CERC's analyses were conducted for six different locations nearthe inlet, as shown in Figure 3. Results of the sedimenttransport analyses for Station 3, the one closest to the mouth ofthe inlet, are presented in Table 6. Averaging the quantitiesover the 13 years analyzed yielded an annual average for littoraldrift of about 181,000 cy, all moving in an easterly direction,with almost none moving to west. This entire amount would haveto be dredged cach year to maintain the channel depth.

Winds. Winds are predominantly from the southwest during Marchthrough August and are of sufficient duration and velocities togenerate waves affecting channel shoaling. Wind statisticsobserved at Tyndall Air Force Base near Panama City areillustrated in the wind rose shown in Figure 4. During CERC'sanalyses, a further investigation of the offshore-hindcast datawas perfnrmed to determine the intensity and directional

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18

distribution of the winds derived in St. Joseph Bay during the* calm periods. The wave estimates derived from hindcast wind

speeds and directions in the bay were found to have nosignificant effect on the sediment transport potential at MexicoBeach.

Hurricanes. The Wave Information Study (WIS) hindcast for theGulf of Mexico which was used by CERC in performing the sedimenttransport analyses did not include hurricane generated waves.However, during extreme weather conditions, such as tropicalcyclones, the channel would shoal quickly. Hurricanes andtropical stcrms originate in tropical or subtropical latitudesnorth of the equator during the summer and fall months, but mostfrequently in September. These storms move erratically into thegulf or into the North Atlantic and are accompanied by highwinds, tides, and heavy rainfall. Extreme wind conditions occuras follows:

Mean Recurrence Interval (years) 5 10 25 50 100Maximum Sustained Wind (mph) 73 84 101 117 136

IMPROVEMENTS DESIRED

Local interests desire a safe, dependable, accessible navigation* channel for year around use. The principal improvements desired

are the deepening of the existing channel, the rehabilitation ofthe existing jetties, provision of a sand bypassing system torenourish the downdrift beach, and sufficient maintenance toinsure adequate channel dimensions most of the time.

FUTURE WITHOUT PROJECT CONDITIONS

General. This section describes the future without projectcondition which could be reasonably expected to occur withoutFederal assistance to improve the channel at Mexico Beach Inlet.This condition will provide a base for evaluating the effects ofproposed plans of improvement. Evaluation requires examinationof existing conditions of the study area's most significantresources, then projecting future conditions.

Bay County is following the development trend of the State ofFlorida. The beach region is undergoing rapid growth in tourist-related facilities. Per capita personal income and median familyincome has been increasing steadily. The coastal area of thecounty has recently emerged as one of the prime touristattractions north of Tampa-St. Petersburg, which indicates acontinued increase in both sales, receipts and income. Anindication of the projected future growth, employment, and per

* capita income of Bay County is shown in Figure 5.

19

PER CAPITA INCOME(1,70 DOLLARS)

*10,000

0

02

. Mexico Beach. Although the natural resource values of theundeveloped land adjacent to Mexico Beach will change with futuredevelopment, the natural values of the inlet and adjacent beachesare not expected to diminish in future years. Because of itsimportance to the local economy, it is expected that at least amarginal access channel to the gulf will continue to bemaintained. Recreational boaters and charter operators willcontinue to use the inlet channel and harbor facilities ingreater numbers, as the popularity of the area for recreationcontinues to increase. Therefore, damages, delays, and lostrecreational opportunities associated with existing conditionscan be ected to continue. Commercial fishermen will alsocontinue to experience additional expense and lost fishing timefrom inlet conditions.

Two distinct types of vessel traffic exist at Mexico Beach Inlet,recreation vessels and commercial vessels. In addition to thelocally based vessels, transient craft also use the channel, butthere is no data available on transients so they were notincluded in the analysis. In the fleet of locally based vesselsthere are 379 recreational motor boats, 16 charter vessels, and 3shrimp boats. The motor boats all range from 24 feet to 30 feetin length and have an average loaded draft of 2.5 feet. Thereare 6 charter cruisers with lengths up to 24 feet and loadeddrafts of 3 feet and 10 charter fishing boats with lengths up to

* 42 feet and loaded drafts of 4 feet. Finally, the 3 shrimp boatshave lengths up to 65 feet and drafts of 4.5 feet.

Most of the charter vessels are family owned and operated andhave operated out of Mexico Beach for years. They have an annualseason that lasts about 8 months, from March through October,with peak activity during late spring and summer. Field surveysindicate that there is a viable market at Mexico Beach despitethe known periods of inadequate depths. Since there isincreasing competition in chartex service in that area, operatorsbelieve that by remaining based at Mexico Beach they at leastmaintain their existing share of that market.

The shrimp boats are also family owned and operated and have beenbased at Mexico Beach for years. These vessels have a Maythrough December channel usage season. To avoid loss ofshrimping opportunities, these operators elect to use a differentchannel when depths at Mexico Beach are inadequate. Since thenearest comparable marina is at Panama City, they operate fromthere. There is no significant difference in operating expenseswhen operating out of Panama City, but the operators incur theadditional expense of using their personal automobiles betweenMexico Beach and Panama City, a distance of 40 miles.

The recreational boaters have a seasonal usage of March through

0 21

October, the same as the charter vessels. Typically, owners usetheir boats an average of 48 trips per year, with a crew of twoadults and two children

PLAN FORMULATION

GENERAL

This section describes the objectives, constraints, methodology,and result of the plan formulation process for the Mexico BeachInlet channel. Plans were formulated systematically to includeelements that contributed to National Economic Development (NED)consistent with protecting or enhancing Environmental Quality(EQ). At Mexico Beach, the specific need was to provide safe andefficient channel for navigation. The plan formulation processtried to satisfy that need to the maximum extent possible in eachalternative plan or plan feature developed. A broad range ofpossible solutions were compared and from these the best planswere selected for further development and evaluation. The finalarray of alternatives represented the best opportunitiesavailable for satisfying the planning objectives.

PLANNING CONSTRAINTS

The planning effort was conducted within constraints establishedby Federal law, particularly the National Environmental PolicyAct of 1969 (PL 91-190), Section 122 of the River and Harbor Actof 1970 (PL 91-611), Clean Water Act of 1972 (PL 95-217), andWater Resources Council's Principles and Guidelines. Inaddition, various other Federal and State laws and ExecutiveOrders guided the formulation of plans by setting standards forplan output, establishing limits on the impact the plan may haveon certain resources and establishing responsibilities onimplementation and funding.

The major constraints placed on the study by the above laws andother legislation included the following requirements:

o Consider plan impacts on the resource elements listed inSection 122 of the 1970 River and Harbor Act.

o Conduct tests on sediments to be dredged if polluted, orever could have been polluted.

o Avoid adverse impacts to habitat of endangered species.

o Consider plans consistent with the Florida CoastalProgram.

22

o Minimize impact on historical and archeological sites.

o Coordinate closely with the U.S. Fish and WildlifeService, the Environmental Protection Agency, and the NationalMarine Fisheries Service.

o Obtain state water quality certification on actions bythe Federal Government involving the discharge of dredgedmaterial into "Waters of the United States."

o Observe the Principles and Guidelines.

o In addition to the above constraints, consider also thatboth existing and future vessels using this channel arerestricted in size by the 14-foot vertical and 20-foot horizontalclearances of the US Highway 98 bridge which crosses the channel.

PLANNING OBJECTIVES

Following problem identification, the second planning task isplan formulation. The specific planning objectives are concisestatements of resource needs which are not being met entirely byexisting management measures. The objectives listed below applyto the 50-year period of analysis (1990-2039) considered in thisstudy:

o Reduce operating expenses and lost time for users or

potential users of the Mexico Beach channel.

o Improve navigation safety and reduce the risk of

grounding and damages.

o Improve water-based recreational opportunities.

o Preserve, protect, or enhance valuable natural orcultural resources in the area.

PLAN FORMULATION

General. The Water Resources Council's Principles and Guidelinesestablished the process for selecting the NED plan--the plan that

reasonably maximizes net national economic development benefits.

The NED plan must also be complete, effective, and acceptable tothe affected public. Appropriate mitigation of adverse impactsmust be an integral part of the plan. Normally the NED plan isalso the recommended plan.

Alternative plans which contribute to the Federal objectiveshould be systematically formulated. In addition to a plan which

023

reasonably maximizes contributions to NED, other plans may beformulated which reduce net NED benefits in order to furtheraddress other Federal, state, local, and international concernsnot fully addressed by the NED plan. These additional plansshould be formulated in order to allow the decision maker theopportunity to judge whether these beneficial effects outweighthe corresponding NED losses.

In general, in the formulation of alternative plans, an effort ismade to include only increments (on separate plan elements) thatprovide net NED benefits after accounting for appropriatemitigation costs. Include appropriate mitigation of adverseenvironmental effects as required by law in all alternativeplans. Increments that do not provide net NED benefits may beincluded, except in the NED plan, if they are cost-effectivemeasures for addressing specific concerns.

Basic Planning Criteria. Alternative plans, including the NEDplan, should be formulated and evaluated in consideration of fourcriteria: completeness; effectiveness; efficiency; andacceptability.

1. Completeness is the extent to which a given alternativeplan provides and accounts for all necessary investments or otheractions to ensure the realization of the planned effects. Thismay require relating the plan to other types of public or privateplans if the other plans are crucial to realization of thecontributions to the objective.

2. Effectiveness is the extent to which an alternative planalleviates the specified problems and achieves the specifiedopportunities.

3. Efficiency is the extent to which an alternative plan isthe most cost effective means of alleviating the specifiedproblems and realizing the specified opportunities, consistentwith protecting the Nations's environment.

4. Acceptability is the workability and viability of thealternative plan with respect to acceptance by State and localentities and the public and compatibility with existing laws,regulations, and public policies.

ASA(CW) must approve any recommendation for a departure from theNED plan. A recommended plan that is a less expensive or ascaled-down version of the NED plan will probably be approved.However, a recommended plan which is more expensive than the NEDplan will probably only be approved if the local sponsor agreesto pay all additional costs and the deviation is justifiable dueto incremental project outputs (those not offered by the NEDplan, some or all of which may not be reducible to monetaryterms, such as reduction in the threat to loss of life).

24

Technical Criteria. Technical criteria applicable to the studyinclude:

o Channel improvements should have dimensions adequate forexpected user vessels.

o The harbor should have available facilities or expansionpotential to accommodate projected traffic and commerce.

o Alternative plans should be within the capabilities ofavailable dredge plant to construct and maintain.

o Plans should require maintenance of berthing areasoutside the boundaries of any Federal project.

o The selected plan should be consistent with local,regional, and state goals for economic development.

Socioeconomic and Environmental Criteria. Criteria forconsideration of socioeconomic and environmental factors areestablished in part from the National Environmental Policy Act of1969, Section 122 of the River and Harbor Act of 1970, andSection 404(b) of the Clean Water Act of 1977. Plans should beformulated to enhance, where practical, the beneficial effects,and minimize the adverse effects of the project on:

- Water quality- Air quality- Aesthetics- Wetlands- Physical characteristics

- Long-term changes- Biological productivity- Structure of biological communities- Species diversity- Patterns of commercial harvest of fish and shellfish.- Man-made resources- Availability of public facilities and services- Business and service activities- Employment effects and tax and property values- Community and regional growth.

Evaluation Criteria. Economic criteria were established toinsure that the selected plan was the most economical way ofmeeting the planning objectives. Those applicable to this studyare:

o The plan must have positive net national economic

0~ 25

development benefits.

o The plan should provide the maximum net benefits possiblewithin the formulation framework, or adequate justification forany deviation.

o Benefits and costs should be in comparable economic termsbased on a 50-year amortization period and the current discountrate as determined by the Water Resources Council. The discountrate of 8-7/8 % used was based on the cost of Federal borrowingduring the preceding 12 months. All financial comparisons are in1988 dollars. Annual charges also include the cost of operationand maintenance and were adjusted to account for the existinglocal expenditure for maintenance dredging of $50,000 annually.

FORMULATION METHODOLOGY

Plans were formulated through an iterative, three-stage process:

(1) Possible Solutions;

(2) Development of Intermediate Plans; and

(3) Development of Detailed Plans.

The formulation proceeded through these stages until adetermination could be made concerning the economic feasibility,engineering practicality and environmental effects of thealternative plans. The course of action recommended was theresult of those analyses.

MANAGEMENT MEASURES

General. A "measure" is any structural or nonstructural means ofresource management that addresses the planning objectives. Itmay be part of a plan or the entire plan. As the basis forformulating alternative plans, a broad range of measures wasexamined to identify those which could address planningobjectives. The primary planning objective for this study was toreduce operating expenses and lost time and thereby increaserevenues to users or potential users of the channel.

Without Project Condition (No Action). One possible measureconsidered was the "Without Project" alternative. It was basedon the continuation of current activities and trends, with nochanges or improvements. The existing channel is currentlymaintained by the City of Mexico Beach using an 8" pipelinedredge. This activity provides a 3-foot channel depth about 75%of the time, a 3-.foot depth about 50% of the time, and a 6-footdepth about 10% of the time.

26

Other Measures. Other management measures which best met studyobjectives involved stabilized and unstabilized inletalternatives. Management measures identified that would bestsatisfy the requirements for providing suitable dredged materialdisposal sites included nearshore disposal, beach renourishment,and diked upland disposal. The existing practice for disposingof dredged material involves disposing into a diked areaimmediately east of the inlet channel. These measures arediscussed in greater detail in the paragraphs on alternativeplans.

COST EVALUATION CRITERIA

For tne plans considered, time and cost factors were determinedfor the construction equipment, dredge type, size, and operatingcharacteristics. Dredge type and size depend mainly onavailability, job duration, type of dredged material,environmental conditions, disposal constraints, and minimumproduction requirements. Construction and maintenance ofconsidered plans would most likely involve pipeline dredges,since they are readily available in the appropriate size rangeand their pipelines lend themselves well to shore disposal.Accordingly, cost estimates were based on their use.

Channel improvement with hydraulic dredges involves theexcavation and movement of sediments in suspension to remotedisposal areas. Costs are determined by the type and quantity ofmaterial, disposal requirements, and production rates. Channelconditions were surveyed in August 1982, August 1984, andSeptember 1985 to determine controlling depths in the harbor. Todetermine the type of material to be excavated, subsurfaceconditions were investigated in August 1984. Boring logs are inAppendix B.

BENEFIT EVALUATION

The benefits from channel improvement are the results ofproviding reliable depths for vessel use and are attributable tothe net increase in revenues resulting from a more dependablechannel and the reduced expenses from using other channels.Commercial benefits were based on the reduced operating expensesand associated increase in revenues for the charter fleet andreduced transportation costs to crews of shrimp boats.Recreational benefits were based on the unit day value as a proxyfor willingness of the users to pay.

0 27,

PRELIMINARY SOLUTIONS

CHANNEL DESIGN CONSIDERATIONS

Channel design is presented in greater detail in Appendix D. Thedesign of the various channel alternatives was based on Corps ofEngineers design standards for shallow draft channels for smallvessels. Based on the data gathered on the resident vessel

fleet, the design vessel selected for preliminary channel designwas a shrimp boat 65 feet long, 22 feet wide, and drawing 4.5feet. When later economic analysis determined that the benefitsfor these craft from the proposed channel improvements wasinsufficient to justify dimensions for their accommodation, thelarger charter fishing vessels were adopted as the design vessel,and conditions were checked for a vessel 42 feet long, 14 feetwide, and drawing 4 feet loaded.

Channel depths were designed for the vessel draft plus allowancesfor squat, wave conditions, and safety conditions. Summing thevarious recommended allowances results in a channel depth of 8.5feet for the gulf channel and 7 feet for the interior segments.Other channel depths and underkeel clearances were evaluated,however, since it was learned that local users consistentlyoperate at allowances less than those recommended.

Guidance on channel width is not as definitive as that for depth.However, one source recommends that the minimum channel width inopen unprotected waters, such as the gulf leg at Mexico Beach,should be about 5 times the design vessel beam, resulting in a70-foot wide channel for the original design vessels. Also,since strong cross winds can be hazardous to navigation, anincrease in the gulf channel width to 100 feet was consideredappropriate for greater safety. In protected waters inland,conditions are much calmer and users have better navigationreferences, therefore, the existing channel widths of 50 feet inthe lower harbor below the Highway 98 bridge and 40 feet in theupper harbor above the bridge were considered adequate.

DESCRIPTION OF DISPOSAL PLANS

Any improvement and maintenance of the channel would requiredredging and disposal of dredged material. Therefore, disposalarea identification and evaluation were a major part of planformulation and will be discussed first. Six areas shown inFigure 6 were evaluated as possible disposal sites. Disposalarea A is about 1.1 acres in size and is located on the beach onthe east side of the channel. Disposal Area A-2 is about 13acres in size and is a shallow water site located east of theexistirg channel within the 5-foot depth contour. Use of eithersit'- bwould nourish adjacent beaches presently starved from the

28

Co

S0o 0 500 1000

SCALE IN FEET

MEXICO BEACH, FLORIDA

ALTERNATIVE DISPOSAL AREAS

0 FIGURE

29

loss of sand blocked by the existing jetties or trapped by thechannel.

Disposal of the dredged sand in the indicated areas would haveshort term impacts. Disposal Area A is presently in use toreceive sand removed from the inlet entrance, consequentlyadditional disposal would not create any new impacts. The beacheast of the inlet channel requires nourishment due to the loss ofsand caused by the existing project. Use of site A-2 wouldrenourish that portion of the eroding beach.

Site B is about 4.3 acres in area and is a disturbed areapreviously used some years ago for disposal. The area isadjacent to the primary dune system to the west and use of thissite for disposal of suitable material would benefit by dunerestoration. Placing additional sand on these areas would killthe sparse vegetation growing there. However, vegetation wouldreestablish within 2 years after channel construction anddisposal activities.

Site C, about 1.7 acres in area, is sparsely vegetated withprimarily xeric shrubs. This area has been previously disturbedfrom disposal of sandy material excavated from the channel nearthe mouth. Site D consists of 2.9 acres of cutover pineland withsome areas of cattail. The dominant trees are pines, many inexcess of 1 foot in diameter. The understory is dense andincludes sweet bay magnolia and small live oaks. The use of thisarea for disposal would fequire clearing and therefore eliminatethis forest. Revegetation would be by xerophytic herbs andshrubs and sand pines. Because of limited disposal capacities,both Sites C and D would require removal of excess material toaccommodate a long term disposal plan. Availability of eithersite C or D is uncertain, however, as their use would conflictwith local land use plans.

Disposal Area E contains primarily small pines, dwarf live oaks,and palmetto. As with Sites C and D, use of this 2 acre sitewould require removal of excess material to accommodate any ofthe plans considered.

Because of the conflict with land use plans, Areas C and D wereeliminated from detailed study. Each of the channel improvementalternatives considered would involve the use of beachrenourishment areas A and A-2; dune establishment at Site B; andremoval of dredged material from the diked upland area at Site E.Use of Sites A and A-2 would be the most intensive withmaintenance dredging and disposal activities occurring asfrequently as bimonthly. Dune establishment at Site B wouldoccur gradually in 5 year intervals over the 50-year life of theproject until the dune attained an elevation of about 10 feetwhen it would conform to the average elevation of the adjacentdune line. Dredged material excavated from the canal segment

30

above the Highway 98 bridge consists of fine sand with a highorganic content. Maintenance of this segment of the channelwould require disposal of dredged material at Site E at 5-yearintervals. That material would be removed by truck to restorethe site capacity.

PRELIMINARY CHANNEL IMPROVEMENT PLANS

The older estimate of littoral drift, 75,000 cy annually, wasused in the formulation of several plans of improvement in theearlier stages of the study, none of which were economicallyfeasible. However, when the revised estimate of 181,200 cyannually became available, the costs shown in Table 8 wereupdated to reflect that increase and therefore provide meaningfulcomparisons with cost estimates for plans developed later. Costsof these preliminary plans were based on traditional methods ofcontract dredging, that is, contracting each time dredging isrequired and incurring the mobilization and demobilization costswith each occasion. The increase in the quantities to be dredgedover the earlier littoral drift estimate affects both themobilization and demobilization costs associated with thetraditional contract method, as well as the yardage costs.

In addition, the traditional method does not adequately respondto the problem at Mexico Beach Inlet, because the increase in theestimated littoral transport indicates that the channel may shoalto complete impassibility several times a month, particularlyduring the winter months. Under these circumstances, traditionalcontract methods will not provide a channel with any degree ofreliability. Other methods of contracting were also evaluated,therefore, and will be explained later in this report.

Benefits in subsequent tables reflect less than 100% channelavailability, and are based on with project conditions providedby repetitive dredging. Based on the probability of dredgedowntime due to maintenance, weather, and other factors, 100%availability was not assumed for any depth. As statedpreviously, repetitive dredging methods were investigated afterreceipt of CERC's WIS analysis, and were considered to be theonly practical methods of keeping the channel open with anacceptable level of reliability. The traditional contract ingmethod was used in de\ eloping the preliminary plan cost estimatesalthough this method would provide a less reliable channelbecause of the delays inherent in the contracting process. Thebenefits are considered to be somewhat overstated for ttw:seplans, but corrections for contracting delays are difficult toestimate. The benefits shown were considered adequate for thepurpose of plai, comparison.

Details of the benefit computations art in Appendix C. Economicrivestigations. Note particularly Table C-1l, WTT'OUT PROJECT

* 31

CONDITION ECONOMIC ACTIVITY, Table C-15, WITH PROJECT CONDITIONECONOMIC ACTIVITY, and Table C-16, BENEFITS TO IMPROVED CHANNELDEPTHS. From Table C-16, the annual benefits for a 4-foot and4.5-foot channel depth are $99,900, for a 5-foot channel they are$203,900, and for a 5.5-foot channel benefits amount to $204,200.There is no increase in benefits for channels deeper than 5.5feet. Moreover, the difference between 5 and 5.5 feet of depthis only $300, an insignificant difference not enough to justifythe cost of additional channel depth.

COMPARISON OF CHANNEL DEPTHS

Preliminary information indicated that NED benefits wouldoptimize at a 6-foot depth. Preliminary plans were formulated,therefore, for a 6-foot depth and the costs presented forAlternative Plans 1A through 2B are for that channel depth.Later information revealed that net benefits maximized at a depthof 5 feet. Channel depths of 4, 5, 6, and 7 feet (mean lowwater) were considered to determine the optimum scale ofdevelopment, as shown in Table 7. The costs of Alternative PlanIA, described above, were used in this analysis. Subsequentplans were based on a 5-foot optimum depth. Since these plansproved economically unfavorable at the additional depth, revisionwas not considered necessary.

TABLE 7BENEFITS AND COSTS ($) OF ALTERNATIVE PLAN 1A

FOR A RANGE OF INLET CHANNEL DEPTHS

Inlet Channel Depth

4 feet 5 feet 6 feet 7 feet

FIRST COST 108,400 147,100 185,000 227,800

ANNUAL COSTS 376,100 380,000 384,100 387,900

BENEFITS 99,900 203,900 204,200 204,200

BENEFIT/COST RATIO 0.27 0.54 0.53 0.53

ALTERNATIVE PLAN 1A

This piar. included channel modifications to provide a channelabot 1, , fe- wide through the offshore bar which would

tr 5' feet wide through the existing jetties. The

32

length of the bar channel would vary with the depth and locationof the offshore bar, but would average about 750 feet. Thechannel would be 50 feet wide north of the jetties for a distanceof about 1900 feet, up to at the Highway 98 bridge. That bridgehas 20 feet of horizontal clearance and 14 feet verticalclearance (mean high water), effectively restricting the size ofvessels beyond that point. On the north side of the bridge thechannel would be reduced to a 40-foot width and continue forabout 1700 feet, providing an overall inner channel 3,600 feet inlength beginning at the inlet mouth. Vessel traffic in the canalnorth of the bridge would be essentially one-way. The plan viewshowing the channel and disposal area features of thisalternative is shown in Plate 1. For this and the other initialplans, it was assumed that maintenance of the inner channel wouldbe performed at 5 year intervals except in the immediate area ofthe jetties. It was anticipated that annual maintenance of thebar channel would be required, based on the original 75,000 cydrift estimate, but this is now known to be impractical.

ALTERNATIVE PLAN 1B

Alternative Plan lB has channel and disposal features similar toPlan I but includes littoral drift impoundment areas adjacent tothe channel, as shown on Plate 2. The area on the east side wasincluded since the earlier drift estimates had a small butsignificant westerly component, which is no longer consideredcorrect. The concept was considered as a method of reducing thefrequency of channel maintenance dredging. It was originallyanticipated that maintaining the impoundment areas would requirethe removal of approximately 13,000 cy of sand about 4 timesannually for a total of 52,000 cy. Economic efficiency would,therefore, be gained through increased channel availability, andreduced frequency of channel maintenance. The later driftquantity estimate made clear that the east impoundment area wasnot required, but that maintaining the west area would requireconstant dredging. An impoundment area, therefore, offeredlittle advantage without enlarging the size beyond all reasonableproportions. Among disadvantages, a substantial increase in sizewould impact the environment of significant area of bottom.

ALTERNATIVE PLAN IC

Alternative Plan IC also has channel and disposal featuressimilar to Plan 1A and, in addition, would also includeconstructing and maintaining a jet pump sand bypassing system atthe inlet mouth and an impoundment area adjacent to the channelat the outer bar. The inlet and outer bar channel features areshown in Plate 3. This system would require the placement ofseveral submered suction pumps beneath the channel which wouldb, opf rater< periodically to remove shoaled material . Preliminary

~32

design providcd for six jet pumps to be installed 15 feet belowthe existing channel bottom. The jet pumps would be operated oneat a time, and each would be connected by separate supply anddischarge pipes to the pump house. The pump house would containa 150 continuous-horsepower centrifugal pump to provide water todrive the jet pumps. Each jet pump would have a design pumpingcapacity oi 65 cy per hour. The system could be operated by oneperson if an electric motor was used in the pump house.Maintenance would include the usual care given to pumps andmotors, plus an occasional requirement for divers to clean trashfrom the jet pump screens. The proposed system would provide a6-foot channel depth in the inlet mouth. A portable dredge wouldbe used to construct and maintain the channel through theoffshore bar and adjacent impoundment areas as well as the innerchannel. It was originally estimated that maintenance would beperformed twice annually on the bar channel and impoundmentareas. With the increased estimate in drift volume, this isimpractical. Like the plans previously described, maintenance ofthe inner canal would be performed in 5 year intervals.

ALTERNATIVE PLAN 2A

Alternative Plan 2A would provide the same channel and disposalfeatures as Plan lA with the addition of twin jetties adjacent tothe existing concrete rubble jetties, and an impoundment basinadjacent to the west jetty. The jetty alignment would followthat of the existing jetties and be at an angle to the shoreline.The plan view is shown in Plate 4. Some of the existing rubblewould be redistributed to portions of the new structure as neededto provide maneuvering clearances of the floating platformsupporting the construction equipment and materials. The westrubble mound structure would begin at high ground adjacent to theexisting concrete rubble structure on the west side and extendseaward about 510 feet to the 8-foot depth contour. The crownwidth would be 12 feet for the jetty head and 10 feet for theJjetty trunk. Top elevation would be 6.0 feet for the jetty trunkand 8.0 feet for the .jetty head. The east jetty structure iwouldbegin 70 feet east of the existing concrete structure on the eastside arid extend scaward about 300 feet to the 6-foot depthcontour. The Jetty system would be supplemented with periodicchannel maintenance and sand bypassing. Based on the originaldrift estimate, it was anticipated that this plan would requiremaintenance dredging every five years to remove about 30,000 cyof material. Sand from the impoundment area, 70,000 cy, was tobe bypassed on an annual basis, along with some channelmaintenance at the jetty entrance, and placed in areas A and A-2.The offshore bar was to be included in the impoundment area andwould h-~ removed at each dredging cycle. Removal of the barx,' d probably r-sult in temporary erosion of the shoreline andI C- rin of th- nearshore profile in that immediate vicinity.Ti. - Lr.-ln and r.ffshore bar would reestablish naturally,

34

providing material storage, and the operation would be repeatedthe following year. With the increase in estimated drift volume,the plan, as formulated, is impractical. Costs were increased topermit comparison, but reformulation would be required prior ifthis plan were to be considered further.

ALTERNATIVE PLAN 2B

Alternative Plan 2B is similar to Plan 2A but would have a singlejetty on the west side of the channel and provide an impoundmentarea on the east side as shown in Plate 5. Again, it wasoriginally anticipated that, in addition to the annual sandbypassing of approximately 70,000 cy from the west impoundmentarea, this plan would require maintenance dredging of the inletchannel and east impoundment area on the average of every threeyears to remove approximately 45,000 cy of material which wouldbe placed in disposal area A and A-2 to nourish the downdriftbeach. The problems inherent in the greater estimated volume ofdrift occur with this plan also.

COMPARISON OF PRELIMINARY PLANS

Two basic preliminary alternative plans were considered. Thesewere an unstabilized channel and a stabilized channel. Threemethods of providing an unstabilized channel (Alternative Plans*A, 1B, and 1C) and two methods of providing a stabilized channel(Alternative Plans 2A and 2B) were investigated for the MexicoBeach inlet. A summary comparison of these alternatives is shownin Table 8.

TABLE 8

SUMMARY ECONOMIC DATA FOR PRELIMINARY PLANS

ALTERNATIVE PLAN 1A lB iC 2A 2B

FIRST COST $185,800 $240,800 $707,000 $1,248,700 $978,700

ANNUAL CHARGES 384,100 449,100 325,600 449,900 466,500

BENEFITS 204,200 204,200 204,200 204,200 204,200

B/C RATIO 0.53 0.45 0.63 0.45 0.44

35

FINAL ALTERNATIVES CONSIDERED

The revised sediment transport quantity (an average of 181,000 cyannually) showed that the only practical means of providing areliable channel would require that a dredge be on-site the yeararound, as some months' quantities exceeded the channel volume by2-3 times. Traditional contracting methods become unpracticalwhen the associated numerous mobilization and demobilizationcosts are considered. Accordingly, costs were developed for 2methods of keeping a dredge on-site all year. These two methodsare described below as Plans 3 and 4.

ALTERNATIVE PLAN 3

This plan considered contracting for the necessary dredging. Thecontractor would be required to stay on-site and dredge asconditions required to maintain channel depth. The contractorwould, therefore, be paid once each year for mobilization anddemobilization, but would be paid for downtime at a rate thatwould cover his fixed costs. This plan would provide the samechannel widths and lengths and disposal area features of thepreliminary plans. As discussed earlier, costs were estimatedfor an optimum 5-foot deep channel. For this plan, and theothers using constant dredging, all sand removed from theentrance channel would be placed in the downdrift nearshore zoneto mimic natural transport.

ALTERNATIVE PLAN 4

This plan would require the purchase of a dedicated 10" pipelinedredge. The dredge would then, as in Plan 3, be available on-site all year. It was considered that custody of the dredge andattendant plant and responsibility for operation would betransferred to the local sponsor. This plan would provide thesame channel widths and lengths and disposal area features of thepreliminary plans. Costs were estimated for an optimum 5-footdeep channel.

The costs and benefits of these two plans and the two that followare shown in Table 9. Detailed cost estimates are found inAppendix E.

SEASONALITY OF BENEFITS AND COSTS

The sediment transport analysis showed a definite seasonalpattern in the shoaling rates, with shoaling much higher in thewinter than the other months of the year. Because of this,channel usage patterns were analyzed to determine if there was asimilar seasonal pattern in the traffic. It was found thatpractically no commercial traffic used the channel in the winter

36

* months (November through February), and no commercial benefitsaccrued to keeping the channel open during those months. Thecosts, and benefits, for providing a reliable channel 8 monthsout of the year, under the two methods provided by AlternativePlans 3 and 4, were determined and these alternative plans werethen called 3A and 4A. If the channel is allowed to shoalcompletely during these 4 months, no recreational benefits willaccrue during this period. Recreational benefits at Mexico Beachhad been computed on an annual basis only, however, data obtainedfrom numerous recreational sites throughout the Mobile Districtindicate that no more than 15% of the annual benefits accrueduring the winter months. That ratio was considered sufficientlyaccurate to use in reducing the recreation benefits for aseasonal comparison. A comparison of these plans is also shownin Table 9.

TABLE 9

ECONOMIC SUMMARY OF FINAL ALTERNATIVES

ALTERNATIVE PLAN 3 3A 4 4A

FIRST COST $177,000 $144,800 $533,600 $517,200

* ANNUAL CHARGES 632,500 410,000 252,500 210,300

BENEFITS 203,900 173,300 203,900 173,300

BENEFIT/COST RATIO 0.32 0.42 0.81 0.82

FINDINGS AND RECOMMENDATIONS

Extensive consideration was given to a number of alternativeplans, none of which proved to be economically feasible. Basedon the foregoing analysis, I recommend that no Federal action betaken at this time to adopt, improve, and maintain the existingnavigation channel at Mexico Beach, Florida.

L Y S. BONINECoInel, Corps of EngineersDis rict Engineer

AFTERWORD

When it became apparent that a "no project" recommendation wouldbe made, the Mobile District located an American Marine MachineCompany 8-inch portable dredge which had been listed for disposalat MacDill AFB in Florida and gave this information to the Cityof Mexico Beach. The City was able to obtain that dredge for thecost of transportation through the surplus property disposalprocedure. It is now in use maintaining Mexico Beach Inlet.

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MEXICO BEACH, FLORIDA

APPENDIX AWAVE CLIMATE AND SEDIMENT TRANSPORT STUDY

DEPARTMENT OF THE ARMYWATERAYS EXPERIMENT STATION CORPS OF ENGINEERS

P C BOX 63'VICKSBURG MISSISSIPP, 39180-063,

RE

ATTENTJN O

WESCR-0 P 'BSUBJECT: Wave Climate and Sediment Transport Estimates Near

Mexico Beach, Florida

CommanderU.S. Army Engineer District, MobileATTN: SAMPD-N (Ms. Sandra Barrineau)P.O. Box 2288Mobile, AL 36628-0001

1. We are submitting a Memorandum for Record presenting the results of thesubject study (encl 1).

2. If you have any questions regarding this study, please contact Ms. RebeccaBrooks (FTS 542-2406).

FOR THE COMMANDER AND DIRECTOR:

Encl . ROBERT W. WHAL .4 , PE

Technical Director

. .**

DEPARTMENT OF THE ARMYWATERY4AYS EXPERIMENT STATION CORPS OF ENGINEERS

PO BOX 631VECKSBuRG MISSISSIPPI 39180-0631

IREPLY TO

.1rENTION OF

WESCR-O 6 January 1987

MEMORANDUM FOR RECORD

SUBJECT: Wave Climate and Sediment Transport Estimates near Mexico Beach,Florida

Introduction

1. The study to provide preliminary nearshore wave and longshore sedimenttransport estimates for the Mexico Beach, FL, coast was sponsored by theU.S. Army Engineer District, Mobile (SAM). This letter report provides SAMwith an overview of the analytical methods used and a brief description of theresultant data. The data were tabulated and electronically transmitted to SAMon 21 November 1986. Copies of these tables are included in this report(encls 1 and 2).

Wave Hindcast Background 02. The input wave data used in the Mexico Beach, FL, study were generated ina previous study also funded by SAM. In the earlier study, a 13-year timeseries of wave height, period, and direction at 3-hr intervals was derivedfrom the Wave Information Study (WIS) hindcast for tne Gulf of Mexico. Thetime series does not include hurricane generated waves. The transformationtechnique described in WIS Report 8 (Jensen, 1983) was used to produce waveestimates for the period of record, 1 January 1956 through 31 December 1968(37,992 cases). The wave processes involved in the calculation include air-sea interaction, refraction, and shoaling, assuming straight and parallelbottom contours. Also, sneltering of wave energy approaching Mexico Beachfrom the east and southeast was taken into account by WIS. The initial WIShindcast records were transformed to estimates representative of the 30-ftdepth using Jensen's (1983) numerical technique. The letter report dated29 September 1986 provided SAM with this data set.

ROUTING:1. C/Coa1,,a.n--- cwra~b. BrancW- ', (, 7

3. Asst Chief, CERC AL

6. -&a Sanders-rCR-O)

HDRJ -S GEC'ECHN'A. S'Ru "JRES ENVIRONMENTAL COASTA. FNGINEERING INFORMATIONLABOPA'DPY LAoRA? :ABORATORY LABORATORY RESEA :-- CENTER TECHNOLOGY LABORA

TORY

WESCR-O 6 January 1987SUBJECT: Wave Climate and Sediment Transport Estimates near Mexico Beach,

Florida

Transformation to Prebreaking Conditions

3. The bathymetry of the seaward region of Mexico Beach is complicated by twoshoals (Figure 1), one to the south and the other to the east, which affectwaves propagating from the Gulf of Mexico. In shallower water, the WIS trans-formation technique does not give the resolution and detail needed in thisstudy because of the underlying assumptions in the method (bottom features ona scale less than 10 n.m. are not considered) and, therefore, could not beused. The Regional Coastal Processes wave model, "RCPWAVE - A Linear WavePropagation Model for Engineering Use" (Ebersole et al. 1986), was selected asthe initial computer algorithm in the process to transform the wave estimatesat the 30-ft contour to prebreaking conditions at a nominal depth of 10 ft.The model employs an iterative, finite difference scheme including fullrefraction and diffraction effects produced by the sea bottom, assuming:

a. Small bottom slopes.

b. Linear, monochromatic, and irrotational waves.

c. Negligible wave reflection.

d. Negligible energy losses due to bottom friction or wave breakingoutside the surf zone.

4. Model Grid. The bottom topography was defined by overlaying a rectangulargrid with cell dimensions of 1600 ft by 1600 ft on a National Oceanic andAtmospheric Administration (NOAA) nautical chart (No. 11393). The bathymetrywas digitized by assigning an average depth to each grid cell. A bilinearinterpolation scheme was applied to define the final bathymetric grid at aresolution of 400 ft by 400 ft per cell. The depths were entered into thecomputer to use as model input.

5. Model Runs. RCPWAVE was modified to store output at the prebreaking depth(approximately 10 ft) for each alongshore grid line. Test runs of the modelwere made to verify the model was operating properly. It was noted that wavespropagating to the northeast, approaching parallel to shore, caused modelinstability because waves refracted offshore. Therefore, the angle bandscentered about -92 and -72 deg were not run (Figure 2). These angles aremeasured relative to the grid orientation for RCPWAVE, i.e., 0 deg representsshore normal and negative angles are located to the west of shore normal.Figure 2 also shows the region where, due to the St. Joseph Spit, wave energyat the 30-ft contour is sheltered from 140 to 180 deg relative to the WISshoreline orientation.

*2

A -3

WESCR-O 6 January 1987SUBJECT: Wave Climate and Sediment Transport Estimates near Mexico Beach,

Florida

6. Production wave model runs were made in an innovative way to eliminate thecost of making a run for each offEhore wave condition for the 13-year timeseries (37,992 runs). Instead, a total of 60 offshore wave conditions repre-senting expected combinations of incoming wave period and direction was run.To maintain consistency and avoid interpolation in period space, the waveperiod intervals were based on the frequency bands used in the Gulf of Mexicooffshore hindcast. The interval used for the mean wave direction was 20 deg.

7. A unit wave height (1 ft) was used for each period and direction combina-tion. Since the model RCPWAVE is based on linear wave theory, the transformedunit wave height is equivalent to the combined refraction, diffraction, andshoaling coefficients (transformation coefficient). The output from theproduction runs consists of the transformation coefficient, wave period, andwave direction at approximately the 10-ft depth for each alongshore gridline. The results from all model runs were compiled into two matrices oftransformation coefficients, one each for wave period and angle,

8. A program was developed to link the 13-year time series of hindcast waveresults at the 30-ft depth to the results of the model runs to create a timeseries of wave height, period, and direction at the 10-ft depth at each of thesix locations offshore of the Mexico Beach coastline (Figure 3). The programreads one record of the WIS 30-ft-contour hindcast data and defines areferencing index (key) based on wave period and direction. The key is usedto extract the transformed wave conditions from each transformation matrix.By multiplying each input wave height by the appropriate transformation coef-ficient, all wave height estimates at the 30-ft depth were transformed to awater depth just outside the surf zone. This program created six outputfiles, one for each coastal station shown in Figure 3. For each station thesequential output file contains the 13-year time series of wave heights,periods, and directions at the 10-ft depth.

Transformation to Breaking Conditions

9. The program used for the time series processing (Paragraph 8, above) alsocreated files containing the surf-zone wave parameters for each of the sixlocations. Each station file contains the wave heights, periods, and direc-tions that represent breaking conditions for the entire period of record. Itshould be noted that the locations shown in Figure 3 represent prebreakinggrid points at a particular depth. The surf-zone wave parameters represent arange of depths less than the breaking depth (db) and, therefore, cannot beplotted as a grid point. The surf-zone wave parameters were estimated from analgorithm developed by the staff at the U.S. Army Engineer WaterwaysExperiment Station's Coastal Engineering Research Center (Smith et al.1985). Wave conditions were marched over straight and parallel bottomcontours, where shoaling and refractive processes would occur up to the

3

A-/,

WESCR-0 6 Janudrv 1987SUBJECT: vave Climate and Sediment Transport Estimates near Mexico Beach,

Florida

breaking limit. The algorithm applied to calculate the surf-zone wave condi-tions employed the following equation:

Hb = 0.78 d

where, d is the water depth in feet and Hb is the resultant breaking waveheight (Shore Protection Manual, 1984).

10. Certain meteorological influences were not considered when the prebreak-ing or breaking wave conditions were calculated. No hurricane winds or localwinds were included in any of the wave calculations. Any calm conditions(zero wave height) occurring in the input data were carried through as calmsto the surf-zone transformations. Also, any local wave generation was omittedfrom this processing. The effects of nearshore sea breezes, in particular,were neglected.

Results -- Waves

11. The wave-estimate results were provided for six locations offshore of thejetty system near Mexico Beach, Florida (Figure 3). As described inParagraphs 8 and 9, two separate wave parameter files (data sets) were createdfor each coastal location. Enclosure 1 summarizes :he prebreaking wave condi-tions for each station. The mean significant wave height, mean peak period,and mean direction of the wave angle are listed for each month and year, andfor the entire 13-year period of record. Also, the number of calm conditions(no wave energy) is given for quantitative comparison purposes; all calm waveconditions were included in the mean wave height calculations.

Results -- Sediment Transport Potential

12. The longshore sediment transport estimates were calculated using thesurf-zone wave parameters and the following equations from the ShoreProtection Manual (1984):

Pis = 0.0884 p gl. 5 (Hsb )2.5 sin(2eb) Eq. 4-44

Q = 7500 PIS Eq. 4-5Ob

13. Enclosure 2 presents the tabulated results of these transport estimatesby month, year, and 13-year period of record. The estimates show the

04

A-5

WESCR-0 6 January 1987SUBJECT: Wave Climate and Sediment Transport Estimates near Mexico Beach,

Florida

potential to move sediment based on the hindcast wave conditions. The ShoreProtection Manual (1984) lists sediment transport estimates for two Floridalocations. However, these sites are too far away from Mexico Beach for aquantitative comparison of their respective Q amounts to be valid.

Impact of St. Joseph Bay

14. Since the St. Joseph Spit limits Gulf of Mexico wave propagation from thesoutheast (140 to 180 deg), an additional analysis was needed to determine ifthe sediment transport potential at Mexico Beach would be affected by localwave conditions in St. Joseph Bay. The initial step was to identify theperiods of negligible wave energy (calms) at Mexico Beach. During these calmperiods, the nearshore zone would not be appreciably influenced by previoussynoptic-scale events; and, the local winds generated in St. Joseph Bay couldpropagate waves toward Mexico Beach.

15. Table 1 summarizes the percent occurrence of wave heights and periods forall directions for Mexico Beach at the 30-ft contour. The sum of the "TOTAL"column indicates that almost 76 percent of the total number of cases werecategorized. Therefore, the offshore wave climate contained approximately24-percent calm conditions, where virtually no wave energy was computed duringa 3-hour time step. A computer scheme was applied to categorize these localvelocities and directions (Table 2). There were 9,705 occurrences of calmwave conditions at Mexico Beach during the 13-year period of record.

16. A further investigation of the offshore-hindcast data was performed todetermine the intensity and directional distribution of the winds derived inSt. Joseph Bay during the calm periods. The directional window that wouldallow wave energy to reach Mexico Beach (120 to 160 deg) lies within thesame quadrant as the sheltering conditions used for the 10-ft and surf-zonewave climate calculations (Figure 4). The results of a computer search of thelocal wind fields within this quadrant are presented in Table 3. During theentire 13-year period of record, there were only 55 occurrences of windswithin the 40-deg directional window that could propagate waves toward MexicoBeach. The dates, wind speeds, and directions are listed in Table 4.

17. The deepwater JONSWAP growth rate expressions (Shore Protection Manual,1984) were employed to compute the wave height and wave period estimates ofthe wave growth potential winds in St. Joseph Bay. The input wind conditionswere adjusted previously to over-water winds at the 10-m level (33 ft). Thewave height, period, duration, and fully developed wave conditions are givenin Table 4. Assuming the hindcast winds were constant for a 3-hr period, allwave estimates were fetch-limited except two; these occurred on 28 November1958 at 1200 (58112812) and 6 October 1968 at 0300 (68100603). Since thesetwo cases were duration limited rather than fetch limited, the wave heightsand periods would be reduced to 1.2 ft and 2.8 sec, respectively. In fact,

5

A-I I

WESCR-O 6 January 1987SUBJECT: Wave Climate and Sediment Transport Estimates near Mexico Beach,

Florida

there were no cases where fully developed wave conditions could have beengenerated.

18. The winds in this data set with wave growth potential were not constantfor a long enough period of time for fully developed conditions to exist. Inaddition, these winds represent a nominal percentage (approximately0.15 percent) of the total winds during the 13-year hindcast period. There-fore, the wave estimates derived from hindcast wind speeds and directions inSt. Joseph Bay are not expected to significantly affect the sediment transportpotential at Mexico Beach. They were not included in the final tabulatedestimates (encls I & 2).

Summary

19. In an earlier study, a transformation technique was applied to the WIS

Gulf of Mexico hindcast data to produce wave estimates at the 30-ft contourfor Mexico Beach, Florida. Prebreaking wave estimates were calculated usingthese offshore parameters and the computer algorithm, RCPWAVE. To minimizeboth time and computer costs, a total of 60 offshore wave conditions repre-senting expected combinations of incoming wave period and direction was run.The results of all model runs were compiled into two transformationmatrices. A program that linked the WIS 30-ft-contour hindcast data to theresults of the RCPWAVE model runs transformed all offshore wave estimates to anominal depth just outside the breaker zone (encl 1). The surf-zone waveheight estimates were generated by employing an established empirical rela-tionship. The breaking conditions used in this study may yield conservativeestimates for the sediment transport potential. The tabulated Q valuesrepresent the potential for littoral drift; they are not necessarily actualsediment transport amounts (encl 2).

20. The estimates do not include the effects of hurricanes or local winds.The importance of local winds over St. Joseph Bay was found to benegligible. The effects of other local winds are also expected to be small.Hurricanes will be added to the WIS data base during FY 87.

/2 Encls REBECCA M. BROOKS

Mathematician, Coastal Oceanography BranchCoastal Engineering Research Center

06

A-7

References

Ebersole, B. A., Cialone, M. A., and Prater, M. D. March 1986. "Regional Coastal 0Processes Numerical Modeling System; Report 1, RCPWAVE - A Linear Wave PropagationModel for Engineering Use," Technical Report CERC-86-4, U.S. Army EngineerWaterways Experiment Station, Vicksburg, Miss.

Jensen, R. E. September 1983. "Methodology for the Calculation of a Shallow-Water Wave Climate," WIS Report 8, U.S. Army Engineer Waterways ExperimentStations, Vicksburg, Miss.

Shore Protection Manual. 1984. 4th ed., 2 vols, U.S. Army Engineer WaterwaysExperiment Station, Coastal Engineering Research Center, US Government PrintingOffice, Washington DC.

Smith, 0. P., Smith, J. M., Cialone, M. A., Pope, J., and Walton, T. L. September1985. "Engineering Analysis of Beach Erosion at Homer Spit, Alaska,"Miscellaneos Paper CERC-85-13, U.S. Army Engineer Waterways Experiment Station,Vicksburg, Miss.

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Table 2. OFFSHORE WINDS AT MEXICO BEACH

PERCENT OCCURRENCE OF WIND VELOCI'Y AND DIRECTION (XljO)

WIND SPE.S ADJUSTED TO CONSTANT 10 N EL

WIND DI ION IN DEG AZIMJTH

WIND SPEED IN Km 0 =1 45 67 0 112 135 157 180 .02 225 247 270 292 315 337 ',"AL

0. - 1.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.0 - 3.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4.0 - 5.9 3 58 97 66 60 3 0 0 0 0 0 0 0 0 0 0 290

6.0- 7.9 0109303232 320 0 0 0 0 0 0 0 0 0 0 0 566

8.0- 9.9 0 98 390 485 346 0 0 0 0 0 0 0 0 0 0 0 1320

10.0- 11.9 5 102 676 583 445 19 1 0 0 0 0 0 0 0 0 1 i!34

12.0- 13.9 r 206 10178 61 379 53 4 0 0 0 0 0 0 0 0 0 2!49

14.0- 15.9 11 137 600 5252 20 19 0 0 00 0 0 0 0 2 :3

16.0- 17.9 11 11 457 245 100 2 0 0 0 0 0 0 0 0 0 ?,:

18.0- 19.9 :1 61 198 7S 9 0 0 0 0 0 0 0 0 0 2 373

20.0 - 21.9 16 22 "i 4 6 0 0 0 0 0 0 0 0 0 0 3 133

2:.0 - 23.9 3 19 29 1 1 0 0 0 0 0 0 0 0 0 1 57

:'.0 25.9 2 7 5 0 0 0 0 0 0 0 0 0 0 0 1 15

:6.0 - .7.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

:3.0 - 29.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

20.0 -GREATER 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

TOTAL 1402 946 3849 3083 1900 97 5 0 0 0 0 0 1 "3

TOTAL NUMBER OF CALM WAVE CONDITIONS 5705 0

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Table 3.

OFFSHORE WINDS AT MEXICO BEACHWINDOWED WAVE GROWTH POTENTIAL WINDS

PERCENT OCCURREDCE OF WIND VELOCITY AND DIRECTION (XlO0)

WIND SPEEDS ADJUSTED TO CONSTANT 10 N EL

WIND DI1ECTION IN BEG AZIMJTU

WINJ SPEED IN KNTS 90 100 110 115 120 125 130 135 140 145 150 I55 160 170 130 TC:AL

0. - 1.9 0 .0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2.0 - 3.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ,

4.0- 5.d 144 149 10 0 15 0 0 0 0 0 0 0 0 0 !13

6.0- 7.9 694 905 0 0 0 0 0 0 0 0 0 0 0 0 0 1597

8.0- 5.9 1075 653 0 0 0 0 0 0 0 0 0 0 0 0 0 17:9

10.0- 11.9 1985 225 0 41 15 30 10 0 5 0 0 0 0 0 0 z2!1.0 - 13.9 1419 375 97 133 87 0 25 7 0 0 10 0 0 0 0 0

14.0 - 15.9 740 " 82 51 36 10 0 0 0 0 0 0 0 0 0 1ZS5

16.0 - 17.9 329 149 :5 5 0 5 0 0 0 0 0 0 0 0 0 !4

18.0 - 19.9 30 10 5 0 0 0 0 0 0 0 0 0 0 0 0 46

20.0- 21.9 :5 5 0 0 0 0 0 0 0 0 0 0 0 0 0 20

=.0 - 23.9 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5

24.0 - :5.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2 6.0 - 7.9 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

:E.0 - 29.9 0 0 0 0 0 0 0 C 0 0 2 0 0 0 1 2

.C.0 -rE9ATa 0 0 0 0 0 0 0 0 0 " 0 0 0 0

TOTAL 6450 :813 '.3 1!4 C. 10 5 10 0 0 0 0

TOTAL NUOMER OF CALM WAVE C0MDIIONS 1944 0

270 90

22S 1

ISO

AZIMUTH

r

Table 4.

Wind and Wave Estimates for Potential Wave-Growth Conditions in St. Joseph Bay

------------------------------------------------------------------------DATE WINDS WAVE ESTIMATES FULLY DEVELOPED

WS WD HMO TP TOUR HMO TP

(kt) (dog) (ft) (sac) (hr) (ft) (sac)

--------------------------------------------------------------------56020815 13. 120. 0.66 1.9 1.1 3.64 5.6

56070212 4. 120. 0.20 1.2 1.6 0.36 1.7

57010403 11. 120. 0.56 1.7 1.2 2.39 4.7

57041621 14. 120. 0.72 1.8 1.1 4.23 6.0

58040903 12. 120. 0.62 1.7 1.1 3.12 5.1

58112812 12. 145. 1.54 3.2 3.8 3.12 5 1

59110403 11. 130. 0.82 2.2 1.9 2.59 4.7

59110406 12. 130. 0.89 2.2 1.9 3.12 5.1

60010100 13. 120. 0.66 1.8 1.1 3.64 5.6

60010103 13. 120. 0.66 1.8 1.1 3.64 5.6

60021306 13. 130. 0.98 2.3 1.8 3.64 5.6

60022106 11. 125. 0.-:6 1.9 1.5 2.59 4.7

60030212 12. 125. 0.72 2.0 1.4 3.12 5.1

60031421 11. 120. 0.56 1.7 1.2 2.59 4.7

60121015 15. 120. 0.75 1.9 1.0 4.85 6.4

60121503 13. 125. 0.79 2.0 1.4 3.64 5.6

61020606 15. 120. 0.75 1.9 1.0 4.85 6.4

61020609 15. 120. 0.75 1.9 1.0 4.85 6.4

61112206 11. 125. 0.66 1.9 1.5 2.59 4.7

61112209 12. 130. 0.99 2.2 1.9 3.12 5.1

62011000 12. 120. 0.62 1.7 1." 3.12 5.1

63011721 13. 120. 0.66 1.8 1. 3.64 5.6

63011800 12. 130. 0.89 2.2 1.9 3.12 5.1

63012612 11. 120. 0.56 1.7 1.2 2.59 4.7

63021821 15. 125. 0.92 2.1 1.3 4.85 6.4

63022403 12. 120. 0.62 1.7 1.1 3.12 5.1

63022406 11. 125. 0.66 1.9 1.5 2.59 4.7

63112603 13. 120. 0.66 1.8 1.1 3.64 5.6

63122221 12. 125. 0.72 2.0 1.4 3.12 5.1

64010609 12. 120. 0.62 1.7 1.1 3.12 5.1

64011203 12. 120. 0.62 1.7 1.1 3.12 5.1

64013103 12. 120. 0.62 1.7 1.1 3.12 5.1

64030103 11. 125. 0.66 1.9 1.5 2.59 4.7

64062312 4. 120. 0.20 1.2 1.6 0.36 1.7

64072021 4. 120. 0.20 1.2 1.6 0.36 1.7

64092706 13. 120. 0.66 1.8 1.1 3.64 5.6

64120215 12. 120. 0.62 1.7 1.1 3.12 5.1

64121621 1; 120. 0.66 1.8 1.1 3.64 5.6

64121700 12. 130. 0.89 2.2 1.9 3.12 5.1

64122903 12. 125. 0.72 2.0 1.4 3.12 5.1

65020606 14. 120. C.72 1.8 1.1 4.23 6.0

65032303 11. 130. 0.92 2.2 1.9 2.59 4.7

65032306 11. 140. 1.09 2.6 2.8 2.59 4.7

------------------------------ -----------------------------------------

Table 4. (Continued)

------------------------------------------------------------------------------

DATE WINDS WAVE ESTIMATES FULLY DEVELOPEDWS WD H4MO TP TOUR HMO TP

(kt) (dog) (ft) (SIC) (hr) (ft) (sec)

65090918 17. 1:3. 1.05 2.2 1.3 6.23 7.365100403 14. 125. 0.95 2.1 1.4 4.23 8.067102918 13. 120. 0.66 1.9 1.1 3.64 5.669010609 12. 120. 0.62 1.7 1.1 3.12 5.169010612 11. 125. 0.66 1.9 1.5 2.59 4.769010912 15. 120. 0.75 1.9 1.0 4.95 6.468100521 12. 120. 0.62 1.7 1.1 3.12 5.168100600 12. 135. 1.05 2.5 2.3 3.12 5.169100603 12. 145. 1.54 3.2 3.8 3.12 5.168120103 14. 120. 0.72 1.9 1.1 4.23 6.068120106 13. 135. 1.15 2.6 2.3 3.64 5.668122618 11. 125. 0.66 1.9 1.5 2.59 4.7

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MIEXICO BEACH, FLORIDA

APPENDIX BLGhOTE-HNI1CAL INVESTIGATION

MEXICO BEACH, FLORIDA

*APPENDIX BGEOTECHNICAL INVESTIGATION

Table of Contents

Item PageSediment Analysis B-iLocation of Alternative Disposal Sites and Borings

(Figure B-i) B-2Log of Borings and Gradation Curves

Hole No. 55-2-84 B-3Hole No. 55-3-84 B-4Hole No. 55-4-84 B-5Hole No. 55-5-84 B-6Hole No. 55-6-84 B-7Hole No. 55-T-84 B-8Hole No. 55-8-84 B-9Hole No. 55-9-84 B-T0

Hole No. 55-10-84 B-1i

MEXICO BEACH, FLORIDA

*APPENDIX BGEOTECHNICAL INVESTIGATION

SEDIMENT ANALYSIS

Geotechnical investigations included nine borings to depthsranging from 9.0 to 10.5 feet below the existing channel bottom.Samples were taken using a splitspoon sampler (StandardPenetration Tests). Additional testing, including AtterbergLimits, sieve analysis and loss on ignition tests, was conductedon designated samples. Locations of the borings and results ofthe tests are shown on the following pages. All sample testing,including elutriate and chemical analysis, was conducted at theSouth Atlantic Division Laboratory in Marietta, Georgia.

Between the inlet mouth and the Highway 98 bridge, the nearsurface soils consist of black stained, loose to very dense,poorly graded sands and silty sands extending from the existingchannel bottom to a depth of 10.5 feet below the channel bottom.In the canal above the bridge, the soils have substantially moresilt and organics mixed in with the sand and the blow countsdropped off to the weight of the hammer. In the extreme upperreaches of the canal above the bridge, a low density organic siltwas encountered. Disposal of this material will require the use0of a dike upland area.

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MEXICO BEACH, FLORIDA

APPENDIX CECONOCMJC' ANALYSIS

TABLE OF CONTENTSSIPAGE NUMBERS

INTRODUCTION C-I

DESCRIPTION OF THE AREA C-IHuman Resources C-2Area Economy C-2

VESSEL CHARACTERISTICS C-3

METHODOLOGY C-5

PATTERNS OF VESSELS OPERATIONS C-5Recreation Vessels C-5

Power Boats C-5Commercial Vessels C-6

Charter Cruisers and Charter Fishing C-6Shrimp Boats C-9

WITHOUT-PROJECT CONDITION CHANNEL USAGE C-9Channel Utilization Schedule C-9Computation of the Value of a Boating Day C-10Power Boats C-10Charter Boats C-13

Charter Fishing Vessels C-13Charter Cruisers C-13

Shrimp Boats C-13Without-Project Condition Operational Values C-13

WITH-PROJECT CONDITION CHANNEL USAGE C-19Channel Utilization Schedule C-19Computation of the Value of a Boating Day C-19Power Boats C-19Charter Boats C-19

Charter Fishing Vessels C-19Charter Cruisers C-19

Shrimp Boats C-19With-Project Condition Operational Values C-20

ALTERNATIVES CONSIDERED C-20

BENEFITS C-22

S

LIST OF TABLES

Table No. Title Page No.

C-I Demographic Characteristics forBay County and the State of Florida C-2

C-2 Total Personal and Per Capita Incomesin 1983 C-2

C-3 Distribution of Income by Major In-dustrial Class in 1981 C-3

C-4 Characteristics of Vessels PermanentlyDocked in the Mexico Beach Project Area C-4

C-5 Average Operation Costs and Earnings forCharter Fishing Vessels C-7

C-6 Average Operation Costs and Earnings forCharter Cruisers C-8

C-7 Availability of Channel Depths at theInlet Section of the Channel (Without-Project) C-9

C-8 Matrix for Computing Unit Day Value

Judgement Factors C-11/12

C-9 Conversion of Points to Dollar Values C-I0

C-I0 Summary or boating Day Values C-14

C-11 Without-Project Condition EconomicActivity C-15

C-12 Derivation of Without-Project ConditionAnnual Incomes for vessels needing 5-feet C-17of depth

C-13 Without-Project Condition Average AnnualEquivalent Income for vessels needing C-165-feet of depth

C-I14 Availability of Channel Depths at the

Inlet Section of the Channel (With-Project) C-19

C-i5 With-Project Condition Economic Activity C-21

C-16 Benefits to Improved Channel Depths C-2C

MEXICO BEACH, FLECONOMIC ANALYSIS

INTRODUCTION

This Economics Appendix presents the data and calculations

associated with determining benefits resulting from providingnavigation improvements of Mexico Beach Channel. For presentationpurposes, this Appendix is separated into nine sections as follows:

a. Description of the Area

b. Human Resources

c. Vessel Characteristics

d. Methodology

e. Patterns of Vessel Operations

f. Without-Project Condition Channel Usage

g. With-Project Condition Channel Usage

h. Alternatives Considered

* i. Benefits

DESCRIPTION OF THE AREA

Mexico Beach is located on the coast of southeastern Bay County,Florida. It is about 20 miles southeast of Panama City and 1? milesnorthwest of Port St. Joe. Mexico Beach is primarily a resort Preawith considerable commercial activities for tourists includingcharter fishing vessels.

Existing facilities at Mexico Beach for commercial and recreationalboat use, consist of three public marinas. One of the marinas isfull service in that it provides food, fuel, and supplies to theboat owners. The full service marina also provides loading andunloading facilities for commercial shrimp boats. There are 245 wetand dry slips available for vessels at the three marinas, of which,198 are occupied. Also, there is a public launching ramp for smallcraft. Figure 1, in the main report, shows the approximate locationof the three public marinas.

C-i

Human Resources. Bay County is a part of the Panama City StandardMetropolitan Statistical Area (SMSA). Estimated population of BayCounty is 98,000, which is a 23 percent increase over the 1970population. The 1980 estimated population density of Bay County is131 persons per square mile. Pertinent demographic data pertaining 0to Bay County, and the State of Florida, are summarized in Table C-

1.

TABLE C-iDemographic Characteristics for Bay County

and the State of Florida, 1980

ITEM BAY COUNTY FLORIDA

Total Population 98,000 9,700,000Percent increase '70 - '80 23.0 30.0Density (per sq. mi.) 131 180Age

Under 5 8,633 570,0005 - 19 24,546 2,117,00020 - 64 56,174 5,368,00065 and over 8,647 1,645,000

Median Age 29.4 34.7

Source: Florida Statistical Abstract, 1985, College of BusinessAdministration, University of Florida.

Area Economy. Total personal and per capita incomes in 1983 for SPanama City SMSA (which includes Bay County) and the State ofFlorida are presented in Table C-2.

TABLE C-2Total Personal and Per Capita Incomes in 1983

TOTAL PERSONAL INCOME PER CAPITAAREAS ($.1000,000) INCOME

Bay County (Panama City) $ 1,013.8 $ 9,889(SMSA)

State of Florida $123,812.4 $11,593

Source: Florida Statistical Abstract, 1985, College of BusinessAdministration, University of Florida.

C-2 S

Personal income for nonagricultural business and industry in BayCounty, Florida totaled $381.4 million in 1981. Manufacturing,services, and retail trade comprised the principal industry sectors.The high levels of income earned from services and retail trade arereflective of the large number of retired persons residing in Floridaand the amount of tourism activity. A summary of income for Bay Countyand Lhe State of Florida is presented in Table C-3.

TABLE C-3Distribution of Earnings by Malor Industrial Class in !981

($1,000)

BAY COUNTY FLORIDA STATE OF FLORIDAINDUSTRY PERSONAL INCOME A PERSONAL INCOME

Manufacturing $ 73,259 19.2 $ 8,910,263 17.2Construction $ 37,028 9.7 $ 5,289,067 10.2Wholesale Trade $ 29,298 7.7 $ 4,599,866 8.9Retail Trade $ 77,561 20.3 $ 8,315,019 16.0Finance, Insur.& R.E. $ 24,899 6.5 $ 4,697,597 9.0

Transportation/Communication $ 44,194 11.6 $ 5,633,597 10.8

Services, Misc.1 $ 95,179 25.0 $14,505,241 27.9

TOTAL $381,418 100.0 $51,950,650 100.0

Ilncludes Mining

Source: Local Area Personal Income 1976-1981. U. S. Department ofCommerce, Bureau of Economic Analysis.

VESSEL CHARACTERISTICS

Field Surveys conducted in October 1985, and updated in October1987, identified two distinct traffic usages of the channel atMexico Beach. The type craft using the channel are recreationvessels and commercial vessels. In addition to the locally dockedcraft, transient vessels use the channel. Because there is nodocumented detailed data available, an analysis has not beenincluded in this report to document the benefits associated withtransient vessels using the Mexico Beach channel. Table C-4summarizes the characteristics of vessels located in the projectarea which use the existing channel.

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METHODOLOGY

The methodology for evaluating economic benefits is consistent with theWater Resource Council's Principles and Guidelines (P&G) and Corps ofEngineers Regulation ER 1105-2-40. The benefits from implementation ofchannel modifications at Mexico Beach are attributable to thecomparative economic advantage of the "with-project" condition over the"without-project" conditions. The benefit evaluation primarily focusedon means of eliminating (1) lost boating opportunities and (2) increasedcosts of boat operators using alternative channels. Because of thisemphasis, the data base used to estimate benefits was carefullyassembled. Extensive interviews were conducted with eachowner/operator of the three public marinas as well as withowner/operators of each type vessel located in the project area.Detailed information on the economic parameters of vessel operationswere derived from these interviews.

PATTERNS OF VESSELS OPERATIONS

Recreation Vessels:

Power Boats. Power boating is enjoyed almost year round in the projectarea. The boating season lasts about eight months, from March throughOctober, with peak boating activity during late spring and summer.Typically, power boat owners use their vessels an averare of 48 tripsper year (one time per week during the months of March, April, Septemberand October and twice a week during the months of May through August).The average duration of each boating trip is three hours. A typicalcrew size. per boating trip, is two adults and two children.

Field Survey information indicates power boat operators will selectvarious alternatives when confronted with inadequate depths in MexicoBeach Channel. The alternatives available are: (1) Losing boatingopportunities; (2) using the nearest comparable channel; and (3)continued navigation of Mexico Beach Channel. In connection withcommuting to the nearest comparable channel, Port St. Joe channel, PortSt. Joe, Florida is identified as the nearest comparable channel. Theround trip distance to Port St. Joe from Mexico Beach is 25 miles. Inconnection with continued navigation of Mexico Beach Channel, some boatoperators expressed a level of confidence in being able to maneuvertheir crafts around shoaled areas. Some of these operators reportedexperiencing vessel damages periodically. Vessel damages are notreported in this analysis because of limited documentation of dollarvalue of damages and frequency of damages.

C-5

Commercial Vessels;

Charter Cruisers and Charter Fishing. The majority of charter vesselsare family-owned and operated. Most have operated out of Mexico Beachfor years. The season for the charter boat fleet lasts about eightmonths, from March through October, with peak boating activity duringlate spring and summer. Typically, charter fishing boat owners usetheir vessels once per week during the months of March, April, andOctober and three times a week during the months of May throughSeptember. Charter cruiser boat owners use their vessels in the samepattern as charter fishing boats. Field survey information indicatesthere is a viable charter market at Mexico Beach even though there aretimes when there are known inadequate depths in Mexico Beach channel.Boat operators explained the reason for the decision to stay in MexicoBeach as being related to the ever increasing competition in the charterboat service in that area. They believe that by keeping their businessbased at Mexico Beach rather than relocating to an alternative location,the operators will at least maintain their existing share of thecharter service market. Also by relocating, the boat operators willhave to compete with an established charter fleet in other locations,plus possibly bear increased operating expenses.

Tables C-5 and C-6 summarize the average vessel operating costs of thecharter fishing vessels and the charter cruisers home-based in theMexico Beach study area, respectively.

C-6

TABLE C-5Average Operation Costs and Earnings for Charter Fishing Vessels

(1 October 1988)

Vessel Length: 42' Average Annual No. of Trips: 72Vessel Loaded Draft: 4.0' Average Earnings Per Trip: $1,5001Average Value of Boat: $187,000 Average Annual Earnings: $108,000Average Length of Trip: 10 Hours

CostsFixed Exoenses Annual Trip

Interest $ 6,000 $ 83Depreciation 18,250 253Insurance 1,300 isDry Docking 1,000 14

Other (License, Fees) 100 1

SUB-TOTAL $26,650 $ 369

Variable Expenses

Fuel & Oil $10,800 $ 150Ice 720 10Bait 1,440 20Supplies 1,224 17Repairs/Maintenance 4,824 67Labor: Captain 23,000 319

Mate 18,000 250

SUB-TOTAL $60,008 $ 833Management2 $ 6,000 $ 83

Total Expenses $92,658 $1,285Net Return $15,342 $ 215

IThere are an average of 12 patrons per trip @ a fee of $125 each.2Management is estimated as 10% of total variable costs.

SOURCE: Local Charter Fishing Vessel Operators/Owners.

* C- 7

TABLE C-6Average Operation Costs and Earnings for Charter Cruisers

(1 October 1988)

Average Vessel Length: 24' Average Annual No. of Trips: 72Average Loaded Draft: 3.0' Average Earnings Per Trip: $1,0501Average Value of Boat: $175,000 Average Annual Earnings: $75,600Average Length of Trip: 10 Hours

Costs

Fixed Expenses Annual

Interest $ 3,200 $ 44Depreciation 7,000 97Insurance 1,200 17Dry Docking 1,000 14Other 100 1

SUB-TOTAL $12,500 $ 173

Variable Expenses

Fuel & Oil $ 7,200 $ 100Ice 720 10Groceries 3,600 50Supplies 720 10Repairs/Maintenance 1,440 20Labor : Captain 20,000 278

Mate 12,000 167

SUB-TOTAL $45,680 $ 635Management2 $ 4,568 $ 64

Total Expenses $62,748 $ 872Net Return $12,852 $ 178

1There are an average of 6 patrons per trip @ $175 each.2Management is estimated as 10% of total variable costs.

SOURCE: Local Charter Cruiser Vessel Owners/Operators.

C-8

Shrimp Boats. Each shrimp boat is family-owned and operated and hasbeen home-based out of Mexico Beach for years. These shrimp boatoperators ideally can make an average of thirty (30) 7-day tripsannually. When the operators are confronted with inadequate channeldepths in the project channel, they elect to use an alternative channelrather than lose shrimping opportunities. The nearest comparablealternative full service marina is located in Panama City, Florida.There are no significant variations in boat operating expenses when thecraft operate out of the Panama City facility. The distance to suitablecommercial shrimping grounds is approximately the same as the distanceout of Mexico Beach. The operators are also able to load a d unloadtheir craft at various full service marinas in the immediate area of thePanama City Channel. The only additional expenses incurred by boatoperators are private automobile operating expenses associated withcommuting between Panama City and Mexico Beach. The round trip distanceto Panama City, Florida is 40 miles. The U. S. Department ofTransportation's published report, Cost of Owning and OperatingAutomobiles and Vans. 1984, estimates that the automobile cost per milefor intermediated size automobiles is $0.137. This cost updated *oOctober 1987 price level is $0.159. (Index = CPI for priva.etransportation historic grow'n rated, 1980-1984). In the analysis, theestimated cost per mile for boat operators to travel to a comparablealternative channel is $0.159.

WITHOUT-PPCJECT CONDITION CHANNEL USAGE

Channel T1tilization Schedule. As previously discussed, the typevessels navigating the Mexico Beach Channel are recreation andcommercial vessels. Fie-d surveys indicate channel usage ispredominantly in the March through October time frame forrecreation boaters and May through December for commercial shrimpr rgvessel operators. Table C-7 displays estimated percent availability

of channel depths under without-project condition at the inletsection of the channel.

TABLE C-7AVA:LABILITY OF CHANNEL DEPTHS AT THE

INLET SECTION OF THE CHANNEL

(WITHOUT-PROJECT)

CHANNEL DEPTH (Feet) 3.C 1.0 4.5 5.0 5.5 6.0 6 5 7.0

CHANNEL AVAIL. (%) 75 60 40 30 20 10 5 0

c-9

As indicated in Table C-7, each type vessel currently navigatingMexico Beach Channel are affected by inadequate channel depths in theinlet portion of the channel. Depending on the type and physicallocation of each vessel involved, there are various alternativesavailable for the boat operator when depths are inadequate for safenavigation. As mentioned, recreation and commercial boat operatorswill either lose boating opportunities, use the nearest cowparablechannel, or continue navigation of Mexico Beach Channel if and whenadequate depths are available.

Computation of the Value of a Boating Day.

Perat- The value of a typical boating day for powermotor boeters is computed using the data shown in Table C-8.The total points assigned _n Table C-8 to estimate the unit dayvalue of a recreation day at Mexico Beach, FL is fifty-two (52,Using Economic Guidance Memorandum 89-1, the converted value of52 points to a dollar value is $4.21 (interpolated). Table C-9summarizes the conversion of points to dollar values as follows:

TABLE C-9CONVERSION OF POINTS TO DOLLAR VALUES

VALUE = $4.21(1 October 1988)

Points 0 10 20 30 40 50

Dollar Values 1.95 2.25 2.60 3.00 3.45 4.15 4.45

Source: Economic Guidance Memorandum 89-1

The unit day value per power boat recreationist is estimated at$4.21. The estimated value of a lost recreation boatingopportunity per vessel is computed as follows:

Power Boat Unit Day Value = $16.84 (four recreatiorist per

boat @ $4.21 pr person).

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Charter Boats: As previously stated, the owners/operators ofcharter boats permanently docked in Mexico Beach are losing boatingopportunities. The value of a charter boating day is estimated asthe lost net return per trip. Tables C-5 and C-6 gave the averageper trip net return value for charter fishing vessels and chartercruiser as $215 and $178, respectively. Charter boat operators arecurrently making less than the average annual number of boatingtrips per year. The charter fishing vessels are making 48 trips peryear and the charter cruisers are making 56 trips per year. Thewithout-project net return value per trip for the charter vessels arecomputed as follows:

Charter Fishing Vessels: $26,650 (Total Fixed Cost) divided by 48(current trips) + $916 (Totdl Variable Cost) = $1,471

$1,500 (Average Maximum Net Return) - $1,471 = $29 (CurrentNet Return Value Per Trip)

Charter Cruisers: $12,500 (Total Fixed Cost) divided by 56 (Currenttrips) + $699 (Total Variable Cost) = $922

$1050 (Average Maximum Net Return) - $922 = $128 (CurrentNet Return Per Trip)

Shrimp Boats: As previously mentioned, when shrimp boatoperators are confronted with inadequate channel depths at MexicoBeach, they elect to operate out of Panama City, Florida. There are

no significant variations in boat operating expenses when the vesselsoperate out of Panama City. The only additional expenses incurredby boat operators are private automobile operating expensesassociated with commuting between Panama City and Mexico Beach. Thevalue of a shrimp boating opportunity is computed as follows:

Roundtrip distance to Panama City, Fla. = Forty (40)miles at $0.133 per mile = $5.32/Trip

Without-Project Condition Operational Values. Table C-10 summarizesthe value of a boating day for all vessels permanently docked inMexico Beach, FL. Table C-11 is a summary of economic activity underthe without-project condition, or, data in Table C-l0 were adjustedby channel depth availability in Table C-7. The current marinacapacity at Mexico Beach is 248 wet slips of which 50 are vacant.The current composition of vessels occupying the slips are 90 percentpower boats (179 slips), the remaining 19 slips are occupied by the16 charter crafts and 3 commercial shrimp boats. This analysislimfts future growth in benefits directly to marina capacity. It is

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assumed that under without-project condition, future growth will beachieved uniformly over the next ten years (1987-1997). Aftercapacity is reached, the benefits are held constant for the remainderof the project life. Since 90 percent of the vessels occupying themarina slips are power recreation boats, only the power boat "ripvalues are projected to grow in this analysis. This analysis furtherassumes that over the next ten years, the charter fishing vesselswill uniformly leave Mexico Beach for operation out of Panama City,Florida, and recreation crafts (power boats) will occupy the vacatedslips. Table C-12 summarizes the derivation of the future without-project condition average annual equivalent trip values for vesselswhich need 5-feet of depth and is presented as a sample of thecomputations necessary for each channel depth considered. For eachyear considered, the assumption is made that marina operators willencourage the highest and best use of each marina slip. Sinceshrimp boats require greater than a 5-foot channel depth, they arenot included in the calculations. Table C-13 below summarizes theaverage annual equivalent income with a 5-foot channel in place whichmeans that all future income has been discounted to present worth andthen amortized over 50 years (1990-2039) at the current interest rateof 8.875 percent.

TABLE C-13WITHOUT-PROJECT CONDITION

AVERAGE ANNUAL EQUIVALENT INCOMEfor Vessels needing 5-feet of depth

(1 October 1988)

YEAR CUMULATIVE INCOMES

1987 $116,80011990 (Year I of Project Life) $125,5001995 $139,9001997 $145,6002039 t145.600

AVERAGE ANNUAL EQUIVALENT (8-7/8% - 50 years) $139,9002

ISee Table 12 for derivation of these figures.2 Rounded to nearest 100.

As can be seen on Table C-11, there is little difference in incomefrom assuming the highest/best use mentioned above of $139,900 andassuming no diversions of vessels needing 5-feet of depth to anotherport in Table C-11, or, $136,024. Therefore, the without-projectcondition analysis shall assume no diversions to other ports.

C-1 6

TABLE C-12DERIVATION OF WITHOUT-PROJECT CONDITION ANNUAL INCOMES

for vessels needing 5-feet of depth

YEAR WITHOUT-PROJECT INCOMES

1987 $ 4,176 (10 Charter Fishing Vessels = $418/vessel) I

$ 25,856 (6 Charter Cruisers)$ 86,.815 (179 Power Boats = $485/vessel)

2

$116,847

1988 $ 3,762 (9 Charter Fishing Vessels = $418/vessel)$ 25,856 (6 Charter Cruisers)$ 89,725 (185 Power Boats = $485/vessel)t 181 (1 Charter Fishing r.t. private auto

commuting)3$119,726

1989 $ 3,344 (8 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$ 92,635 (191 Power Boats = $485/vessel). 766. (2 Charter Fishing r.t private auto

commuting)$122,601

1990 $ 2,926 (7 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$ 95,545 (197 Power Boats = $485/vessel)t 1,149 (3 Charter Fishing r.t. private auto

commuting)$125,476

1991 $ 2,508 (6 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$ 98,455 (203 Power Boats = $485/vessel)t 1,52 (4 Charter Fishing r.t. private auto

commuting)$128,351

1992 $ 2,090 (5 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$101,365 (209 Power Boats = $485/vessel)t 1.915 (5 Charter Fishing r.t. private auto

commuting)$131,226

c-17

TABLE C-12 (Cont'd)DERIVATION OF WITHOUT-PROJECT CONDITION ANNUAL INCOMES

for vessels needing 5-feet of depth

1993 $ 1,672 (4 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$104,275 (215 Power Boats = $485/vessel)L.2.298 (6 Charter Fishing r.t private auto

commuting)$134,101

1994 $ 1,254 (3 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$107,185 (221 Power Boats = $485/vessel)

2 (7 Charter Fishing r.t. private autocommuting)

$136,976

1995 $ 836 (2 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$110,095 (227 Power Boats = $485/vessel)t 3,064 (8 Charter Fishing r.t. private auto

commuting)$139,851

1996 $ 418 (1 Charter Fishing @ $418/vessel)$ 25,856 (6 Charter Cruisers)$113,005 (233 Power Boats = $485/vessel)$ ,.447 (9 Charter Fishing r.t. private auto

commuting)$142,726

1997 0 (0 Charter Fishing Vessels)$ 25,856 (6 Charter Cruisers)$115,915 (239 Power Boats = $485/vessel)$t.,10 (10 Charter Fishing r.t. private auto

commuting$145,601

1$4,176\10 $417.6 say $418

2$86,811\179 = $4853One Charter Fishing vessel operating out of Panama City, Fla. at an averageof 72 trips per year at a per trip round trip private auto commutingexpense of $5.32.

C-18

WITH-PROJECT CONDITION CHANNEL USAGE

Channel Utilization Schedule

Interviews with vessel operators indicate that the period of channelusage with a project in place will not vary from the without project

condition usage schedule. However, with increased percent

availability of channel depths, there will be substantial decreasesin lost boating opportunities and the need for alternative channel

usages. Table C-14 displays percent availability of channel depths

under with project conditions at the inlet section of the channel.

TABLE C-14AVAILABILITY OF CHANNEL DEPTHS AT THE

INLET SECTION OF THE CHANNEL(WITH-PROJECT)

Channel Depth (Feet) 3.0 4.0 4.5 5.0 5.5 6.0 6.5 7.0Channel Avail. (%) 97 94 92 91 90 87 88 86

Computation of the Value of a Boating Day:

Power Boats- (Same As Under Without-Project Condition)

Charter Boats- The value of a charter boating day is estimated as thelost net return value per trip. The with-project condition net return

value per trip for the charter vessels are computed as follows:

1) Charter Fishing Vessels: $26,650 (Total Fixed Cost) dividedby 72 (Maximum Possible Annual trips) x .91 (percent with-

project channel depth availability with a 5' channel inplace) + $916(Total variable cost) = $1,320.

$1,500 (Average Maximum Net return) - $1,320 = $180(with-project net return value per trip)

2) Charter Cruisers: $12,500 (Total Fixed Cost) divided by 72

(maximum possible annual trips) x .94 (percent with-project

channel depth availability with a 4' channel in place)+ $699 (Total variable cost) = $880

$1,050 (Average Maximum Net Return) - $880 = $170 (with-project net return value per trip).

rim Boats: (Same as under Without-Project Condition.

C-19

Wlith-Proiect Condition Operational Values. As indicated in TableC-14, the channel will be available for a greater percentage of timeunder the with-project condition. Users will approach but will notachieve maximum level of economic activity. Table C-15 summarizesthe level of economic activity expected to occur under with-projectcondition by channel depth, along with the value of that activity.

ALTERNATIVES CONSIDERED

Various channel depths of 4, 5, 6, and 7 feet (mean low water) wereconsidered to determine the optimum scale of navigationimprovements. Varying channel widths are not a factor in theeconomic analysis because the field survey indicated no delay orcongestion problems being experienced by users.

BENEFITS:

The benefits from implementation of channel modifications atMexico Beach are attributable to the comparative economic advantageof tne with-project condition over the without-project condition.benefits accruing to channel improvements, by providing reliabledepths for vessel use, are attributable to the net increase inrevenues over the without-project condition, and reduced expensesassociated with using alternative channels. Commercial vesselbenefits are based on the reduced operating expenses and associatedincrease in revenues for the charter fleet and reduced transportationcosts to crews of shrimp boats. Recreational benefits are based onthe unit day value as a proxy for the willingness of the user to payduring a one year-period.

Table C-16 presents a summary of annual benefits whichmay accrue to the various channel depths at Mexico Beach. For theexpected vessel traffic using the Mexico Beach facilities, themaximum commercial vessel benefits attributable to channelimprovement is for a 5-1/2 foot channel. No net gain inincremental benefits for a 6-foot channel indicates the absence ofusers requiring greater than a 5-1/2 foot channel. The maximumrecreational benefits are attained with a 4-foot channelimprovement.

Table C-16Benefits to Improved Channel Depths ($1,000)

(1 October 1988)

Channel Depth at Inlet (Feet)

Conditin 4 4.5 5 5.5 6 6.5 7

With-Project 231.7 231.7 339.9 340. 3 340.3 340.3 340.3

Without-Project 121. 1i1. L36L 16. 136.1 13.1 136.1

Benefits 99.9 99.9 203.9 204.2 204.2 204.2 204.2

C-20

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MEXICO BEACH, FLORIDA

APPENDIX DCHANNEL. DESIGN AND COST ESTIMATES

MEXICO BEACH, FLORIDA

APPENDIX D

CHANNEL DESIGN AND COST ESTIMATES

Table of Contents

Item PageChannel Design Considerations D-1

Introduction D- 1Channel Design Criteria D-1Design Vessel D-1Channel Depth D-2Channel Width D-2Channel Sideslope D-3Sand Bypassing D-3Disposal Area D-3Jetties D-4

Cost Estimates D-4General D-4Interest During Construction D-4

Tables

Descript iaoeAlternative IA - tnstabilized Channel, (6x100-foot Inlet

Channel Without Jetties)Initial Costs E)-t

Annual Costs t,--

Alternative 1B - Lnstabilized Channel with Impoundment AreaInitial Costs D-.Annual Costs -9

Alternative IC - Unstabilized Channel with Fixed SandByvpassing UnitInitial Costs 1,-1Annual C s 1. -1s

Alternative 2A - Stabilized Channel (6x100-foot InletChannel with Dual Jetties)Init al Costs D-14Annual os s ,-16

Alternative 2P - Stabilized Channel (6x100-foot InletChannel with Single Jetty)Initial Costs D-IT

Annual Costs I-I 9Alternative 3 - Channel Itabilized (5x100-foot Channel

Wi thout. Jetties)

Initial Costs F-20Annual Costs D-21

Alterrnativ\. 3A - Stabilized by Constant Dredginc (Contract1)red . - !, .Operat ion)

Arirnua ! -I r C , t- 1 '-':

i5-

MEXICO BEACH, FLORIDATABLE OF CONTENTS (CONT'D)

Tables

Description PageAlternative 4 - Channel Stabilized by Constant Dredging(Dedicated Dredge - 12 mo. Operation)

Initial Costs D-24Annual Costs D-25

Alternative 4A - Channel Stabilized By Constant Dredging(Dedicated Dredge - 8 mo. Operation)

Initial Costs D-26Annual Costs D-2,

0

MEXICO BEACH, FLORIDA

* APPENDIX DCHANNEL DESIGN AND COST ESTIMATES

CHANNEL DESIGN CONSIDERATIONS

INTRODUCTION

During the formulation of the plans for channel improvement, anumber of possible plan features were evaluated in variouscombinations. These were: channel excavation and maintenance,sand bypassing and impoundment areas, containment areas fordredged material, and channel stabilization measures usingjetties. Channel excavation and maintenance requires thedredging of material within the channel boundaries. Sandbypassing, with and without impoundment areas, requires theconstruction of areas outside the channel to intercept and storelittoral material until dredging and bypassing is convenient, orcontinuous bypassing, if storage is not convenient. Single andtwin jetty systems were also considered. Jetties function aswave barriers to provide safe operating conditions for vesselsand also intercept or divert littoral drift.

CHANNEL DESIGN CRITERIA

The design of shallow draft channels for small vessels is basedon the requirements for safe navigation and efficient futuremaintenance. Design criteria used in this study were obtainedfrom Engineer Manual (EM) 1110-2-1607, TIDAL HYDRAULICS, 2 August1965, and EM 1110-2-1615, HYDRAULIC DESIGN OF SMALL BOAT HARBORS,25 September 1984, (Department of the Army, Corps of Engineers,Office of the Chief of Engineers) and were used determine thechannel dimensions based on the design vessel. General use wasalso made of EM 1110-2-2904, DESIGN OF BREAKWATERS AND JETTIES,EM 1110-2-5025, DREDGING AND DREDGED MATERIAL DISPOSAL, and EM1110-2-5026, BENEFICIAL USES OF DREDGED MATERIAL.

DESIGN VESSEL

As shown in Table C-4, the resident vessel fleet consists of 379recreational power boats, all with a length between 24 and 30feet and a loaded draft of 2.5 feet, and 19 commercial vessels,of which 10 are charter fishing vessels with lengths up to 42feet and loaded drafts of 4 feet and 3 are shrimp boats withlengths up to 65 feet and loaded drafts of 4.5 feet. A shrimpboat 65 feet long, 22 feet wide, and drawing 4.5 feet was used asth- primary design vessel. Later economic analysis determinedtha* thf- benr-efit fnr th-se craft from the proposed channe

improvements was insufficient to justify dimensions for theiraccommodation (see Table C-15). At that point the larger charterfishing vessels were adopted as the design vessel, and conditionswere checked for a vessel 42 feet long, 14 feet wide, and drawing4 feet loaded.

CHANNEL DEPTH

The EMs recommend channel depths composed of the vessel draftplus allowances for squat, wave conditions, and safetyconditions. As noted above, the vessels presently using theexisting channel have loaded drafts that range from 2.5 to 4.5feet. Obviously, any depth adequate for the larger vessels willaccommodate the smaller ones. Squat for small craft moving atreasonable speed in entrance channels is generally taken as 1foot. For low speed movement in interior channels, basins, etc.squat is about 0.5 feet. More sophisticated analysis for squatwas not considered justified at this site. Also, a waveallowance of about 1 foot in the gulf channel segment and none inthe interior channels was considered adequate. In the interestof safety, a minimum clearance of 2 feet is recommended forchannels with soft bottoms, such as sand and silt, which is thecase here. Summing the recommended allowances results in achannel depth of 8.5 feet for the gulf channel and 7 feet for theinterior segments. During this study various underkeelclearances were evaluated in relation to the probability ofdamages to vessels since it was learned that local usersconsistently operate at allowances less than those recommended.

In addition to that depth necessary for safe navigation,additional overdepth can be used to store shoaling material andextend the interval between maintenance dredging operations.Consideration was given to using an extra 2 feet of depth forstorage, but this did not prove practical. A dredging toleranceof 1 to 2 feet is usually allowed for the inaccuracies of thedredging process and another 1 to 2 feet is allowed for advancedmaintenance. These additional allowances are not reliablyavailable and are therefore not considered part of the designdepth.

CHANNEL WIDTH

Guidance on channel width is not as definitive as that for depth.However, based on recommendations in "Evaluation of Present Stateof Knowledge of Factors Affecting Tidal Hydraulics and RelatedPhenomenon," (U. S. Army Corps of Engineers Committee on TidalHydraulics), the minimum channel width in open unprotectedwaters, such as the gulf leg at Mexico Beach, should be about 5times the design vessel beam, resulting in a 70-foot wide channelfor the 14 feet wide shrimp vessels using Mexico Beach Inlet.

D-2

Also, since strong cross winds can be hazardous to navigation, an* increase in the gulf channel width to 100 feet was considered

appropriate for greater safety. In addition, the increased widthwould provide storage for littoral material which should increasechannel availability. In protected waters inland, conditions aremuch calmer and vessel operators have better navigationreferences, therefore, the existing channel widths of 50 feet inthe lower harbor below the Highway 98 bridge and 40 feet in theupper harbor above the bridge were considered adequate.

CHANNEL SIDE SLOPE

Side slopes for navigation channels are determined by the type ofsoil and the hydraulic forces encountered. Geotechnicalinvestigations indicate that no rock or hard-pan is expected.For design purposes a trapezoidal channel section with sideslopes of 1 vertical on 5 horizontal was used for the inletchannel and a section with 1 on 3 side slopes was used for theprotected waters of the inner harbor. It was realized, however,that sloughing caused by waves and currents would result in sideslopes of I on 3 in the entrance shortly after dredging and thatthose slopes would flatten further to I on 7 in time.

SAND BYPASSING

* Sand bypassing would require a substantial plant operatingconstantly, or, more reasonably, include the construction ofimpoundment areas which intercept and store drift material forsubsequent removal and distribution to downdrift areas. A neteastward drift, as at Mexico Beach inlet, indicated that thegreater storage capacity would be required west of the channel.Design of impoundment areas was based on early information onthe littoral transport budget which, while the best available,was known to be inadequate. Later computations by the CoastalEnginerirng Research Center using data from the Wave InformationStudy clearly indicated that an impoundment area, or areas, wasimpracticai.

DISPOSAL AREA

Material from above the bridge must be placed in an uplanddisposal area. Dikes for that area would be constructed usingthe sandy material available on site after a suitable area wascleared and grubbed of all vegetation and debris. The dikesshould have side slopes of approximately I vertical on 3horizontal with a 3-foot freeboard above the top of the weir.The crest width of the dike should be about 10 feet. Thematerial dredged from the lover reaches below the bridge issuitab]- for bear'h and dune renourishment. Some of this sand is

D-

stained but would bleach out over time.

JETTIES

For an inlet backed by a water body with a tidal prism largeenough to provide adequate flow velocity, a jetty structure canbe used to direct and confine flow to a selected channel andprevent or reduce shoaling of the channel. That is not the caseat Mexico Beach inlet where the tidal prism is completelyinadequate for this purpose. Jetties can also stabilize theinlet location and protect the entrance channel from storm wavesand cross currents.

Conceptually, jetties seemed to offer a solution to some of theproblems at Mexico Beach inlet. Preliminary design was performedusing the principles of good jetty design: foundationcharacteristics; water level variations; waves and currents;shoreline and depth changes; sediment and flow characteristics ofthe tidal prism; littoral drift; probable effects of thestructure on existing conditions; prior projects and theireffects; and, ecology and aesthetics of the area.

Preliminary cost estimates of the initial cost of constructionand the annual costs resulting from interest and amortization,operation and maintenance were used in evaluating early plans.Since those evaluations clearly showed that jetties were not aviable solution at this site further design was not pursued.

COST ESTIMATES

GENERAL

All estimates have been updated to October 1988 price levels andan interest rate of 8 7/8 percent. In addition, the estimatesfor the preliminary alternatives have been updated by increasingthe estimate of the littoral drift volume from 75,000 cy/yr to181,200 cv/yr. Every effort was made to carry this changethroughout these alternatives. However, in the event some factorwas overlooked, it would only further decrease their feasibility,and. therefore, the enclosed estimates are considered adequatefor comparison purposes.

INTEREST DURING CONSTRUCTION

Interest during construction was computed at the authorizedinterest rate for the estimated actual period of construction forall alternatives. This period varied from as little as I monthfor plans where only a nominal amount of dredging was required

D-4

for initiation, up to a maximum of 3 months where significantconstruction was required.

D-5

ALTERNATIVE 1A - UNSTABILIZED CHANNEL6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

INITIAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost

F'E-RAL FIRST ('ST

09 CHANNELS

Dredging - Inlet Channel CY 2.17 12000 $26,000- Canal Channel CY 2.17 22300 48,400

Mobilization and Demobilization LS Job 1 20,000Subtotal 94,400

Contingencies (25%) 23,600Subtotal Channels $118,000

30 ENGINEERING AND DESIGN 9,40031 SUPERVISION AND ADMINISTRATION 6,500

Subtotal 134,000Non-Federal Contribution (10%) 13,400

TOTAL CORPS OF ENGINEERS FIRST COST 121,000

OTHER FEDERAL AGENCIESNavigation Aids (USCG) IS Job 1 16,000 0

TOTAL FEDERAL FIRST COST 137,000

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.17 500 1,100Subtotal 25,000Contingencies (25%) 6,200Subtotal 31,200Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON-FEDERAL CONSTRUCTION COST 35,400

Lical Share of Initial Cost 13, 400

TOTAL NON-FEDERAL FIRST COST 48,800

TOTAL INITIAL PROJECT COST $185,800

D-6 0

ALTERNATIVE 1A - UNSTABILIZED CHANNEL (CONTINUED)6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

ANNUAL COSTS

Unit TotalItem Unit Cost($) Quantity Cost

INITIAL FEDERAL COST $137,000INTEREST DURING CONSTRUCTION 500

TOTAL INVESTMENT 137,500

FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 12,400Maintenance Dredging CY 2.17 181,200 393,200Mobilization and Demobilization LS 20000 1 20,000Navigation Aids Maintenance US Job 1 2,100

TOTAL ANUAL FEDERAL CHARGES 427,700

INITIAL LOCAL COST 48,400INTEREST DURING CONSTRUCTION 200

TOTAL IN.-VESTEN'T 48,600

NON-FEDERAL ANNUAL CHRGES

Interest and Amortization at 8-7/8% 4,400Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTAL AN.NUAL NON-FEDERAL CHARGES 6,400

TOTAL A\NUAL CHARGES S434,100

Less Present Costs of Operations 50,000

.N=T ANNUAL CHARGES $384,100

*D- 7

ALTERNATIVE 1B - UNSTABILIZED CHANNEL WITH IMPOUNDMENT AREA6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

INITIAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost

FEDERAL FIRST COST

09 CHANNELS

Dredging - Inlet Channel CY 2.17 12000 26,000- Canal Channel CY 2.17 22300 48,400- Impoundment Areas CY 2.17 18000 39,100

Mobilization and Demobilization LS Job 1 20,000Subtotal 133,500

Contingencies (25%) 33,400Subtotal Channels 166,900

30 ENGINEERING AND DESIGN 13,40031 SUPERVISION AND ADMINISTRATION 9,200

Subtotal 189,500Non-Federal Contribution (10%) 11,800

TOTAL CORPS OF ENGINEERS FIRST COST 170,500

OTHER FEDERAL AGENCIES

Navigation Aids (USCG) LS Job 1 16,000

TOTAL FEDERAL FIRST COST 186,500

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.17 500 1,100Subtotal 25,000Contingencies (25%) 6,200Subtotal 31,200Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON-FEDERAL CONSTRUCTION COST 35,400

Local Share of Initial Cost 18,900

TOTAL NON-FEDERAL FIRST COST 54,300

TOTAL INITIAL PROJECT COST $240,800

D-8

ALTERNATIVE 1B - UNSTABILIZED CHANNEL WITH IMPUNDMENT AREA (CONTINUED)(6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES)

ANNUAL COSTS

Unit TotalItem Unit Cost($) Quantity Cost

INITIAL FEDERAL COST $186,500INTEREST DURING CONSTRUCTION 700

TOTAL INVESTMENT 187,200

FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 16,900Maintenance Dredging CY 2.17 181,200 393,200Mobilization and Demobilization LS 20000 4 80,000Navigation Aids Maintenance LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES 492,200

INITIAL LOCAL COST 54,300INTEREST DURING CONSTRUCTION 200

TOTAL I.NVESThENr 54,500

. NON-FEDERLAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 4,900Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTAL ANNUAL NON-FEDERAL CHARGES 6,900

TOTAL ANNUAL CHARGES $499,100

Less Present Costs of Operation 50,000

NET ANNUAL CHARGES $449,100

*D-9

ALTERNATIVE IC - UNSTABILIZED CHANNEL WITH FIXED SAND BYPASSING UNIT6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

INITIAL COSTS

Unit Total

Item Unit Cost(S) Quantity Cost

FEDERAL FIRST OST

09 CHANNELS

Dredging - Inlet Channel CY 2.17 12000 $26,000- Pump Installation CY 2.17 23000 49,900- Impoundment Areas CY 2.17 6000 13,000- Canal Channel C" 2.17 22300 48,400

Mobilization and Demobilization LS 20,000

Subtotal Dredging 157,300

Sand Bypassing EquipmentJet Pump, 4" x 4" x 6" Each 4500.00 6 27,0008" Dia. Water line, SCH 40" [S 24.20 3300 79,9008" Dia. Slurry line, SCH 40" LF 24.20 4000 96,800Centrifugal Pump, 150 HP Elect. [S 11,900Pump house, CM4, 20' x 20' LS 22,000Valves, Fittings, Misc. [S 4,400Overhead, Profit, Bond (26%) 62,900Subtotal Equipment 304,900Subtotal Channels 462,200Contingencies (25%) 115,600Subtotal 577,800

30 ENGINEERING AND DESIGN 46,20031 SUPERVISION AND ADMINISTRATION 31,800

TOTAL INITIAL COST 655,800Non-Federal Contribution 65,600Federal Share of Initial Cost 590,200

OTHER FEDERAL AGENCIESNavigation Aids (USCG) [S 16,000

TOTAL FEDERAL FIRST COST $606,200

D- 10

ALTERNATIVE IC - UNSTABILIZED CHANNEL WITH FIXED SAND BYPASSING UNIT (CONTD)6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

INITIAL COSTS

Unit Total

Item Unit Cost(S) Quantity Cost

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 $ 5,000Construct Dikes and Weirs iS Job 18,900Dredging for Access and Mooring CY 2.17 500 1,100

Subtotal 25,000Contingencies (25%) 6,200Subtotal 31,200Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON-FEDERAL CONSTRUCTION COST 35,400

Local Share of Initial Cost 65,600

TOTAL NON-FEDERAL FIRST COST 101,000

TOTAL INITIAL PROJECT COST $707,200

D-11

ALTERNATIVE IC - UNSTABILIZED CHANNEL WITH FIXED SAND BYPASSING UNIT (CONTD)6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

ANNUAL COSTS

Unit TotalItem Unit Cost(S) Quantity Cost

INITIAL FEDERAL COST $606,200INTEREST DURING CONSTRUCTION 6,700

TOTAL INVESTMENT 612,900

FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 55,200

Average Annual Operation and Maintenance CostLabor Hours 17.60 3400 59,800Electric Power 150 HP (KW) KWH 0.072 510,000 36,700Vehicle and Tools LS 6,600Subtotal Operation 103,100

Annual Replacement CostsWater line (1500 ft/3 yr) 12,000Slurry line (2000 ft/2yr) 34,000Pump house (Replace after 25 3r) 1,100Pumps, motors, misc. 6,500Subtotal Replacement 53,600

Maintenance DredgingInlet Channel CV 2.17 8000 17,400Impoundment Areas CY 2.17 12000 26,000Canal Channel CV 2.17 2000 4,300Mobilization and Demobilization LS 20000 2 40,000Subtotal Dredging 87,700

Subtotal Annual Operation and Maintenence 299,600Contingencies (25%) 39,200Supervision and Administration 23,500Subtotal 362,300

OTHER FEDERAL AGENCIESNavigation Aids Maintenance 2,100

TOTAL ANNUAL FEDERAL CHARGES $364,400

D- 12

ALTERNATIVE IC - UNSTABILIZED CHANNEL WITH FIXED SAND BYPASSING UNIT (CONTD)6- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

ANNUAL COSTS

Unit TotalItem Unit Cost($) Quantity Cost

INITIAL LOCAL COST $101,000INTEREST DURING CONSTRUCTION 1,100

TOTAL INVESTENT 102,100

NON-FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 9,200Maintenance Dredging of Berths 1 ,000Dike Maintenance 1,000

TCAL ANNUAL NON-FEDERAL CHARGES 11,200

TOTAL ANNUAL CHARGES $375,600

Less Present Costs of Operation 50,000

>NET ANNUAL CHARGES $325,600

0 [)-1 3

ALTERNATIVE 2A - STABILIZED CHANNEL6- BY 100-FOOT INLET CHANNEL WITH DUAL JETTIES

INITIAL 0XSTS

Unit TotalItem Unit Cost(S) Quantity Cost

FEDERAL FIRST COST

09 CHANNELS

Dredging - Entrance Channel CY 2.17 12000 $26,000- Canal Channel CY 2.17 22300 48,400- West Impoundment CY 2.17 65000 141,000

Mobilization and Demobilization LS Job 1 20,000

Subtotal Dredging 235,400

Jetty ConstructionRubble Removal CY 9.50 3000 28,500West Jetty Quarry Stone Ton 30.00 11650 349,500East Jetty Quarry Stone Ton 30.00 6850 205,500Mobilization and Demobilization LS 2F,,000

Subtotal Jetties 608,500

Subtotal Channels 843,900Contingencies (25%) 211,000

COTAL CKA-NNELS 1,054,900

30 ENGINEERING A.ND DESIGN 84,40031 SUPERVISION AN D ADMINISTRATION 58,000

TOTAL INITIAL COST 1,197,300Non-Federal Contribution (10%) 119.,700

TOTAL CORPS OF ENGINEERS FIRST COST 1,077,60u

OTHER FEDERAL AGENCIESNavigation Aids (USCG) LS Job 1 16,000

TOTAL FEDERAL FIRST COST $1,093,600

D- 1 -@1

ALTERNATIVE 2A - STABILIZED CHANNEL (CO)NTINUED)6- BY 100-FOOT INLET CHANNEL WITH DUAL JETTIES

INITIAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 S 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.17 500 1,100Subtotal 25,000Contingencies (25%) 6,200Subtotal 31,200Engineering and Design 2,500Supervision and Administration 1, 700

TOTAL NON-FEDERAL CONSTRUCTION COST 35,400

Local Share of Initial Cost 119,700

TOTAL NON-FEDERAL FIRST COST 155,100

TOTAL INITIAL PROJECT COST 1,248,700

S D-15

ALTERNATIVE 2A - STABILIZED CHANNEL (CONTINUED)6- BY 100-FOOT INLET CHANNEL WITH DUAL JETTIES

ANNUAL COSTS

Unit TotalItem Unit Cost(S) Quantity Cost

INITIAL FEDERAL COST $1,093,600INTEREST DURING CONSTRUCTION 12,100

TOTAL INVESTNENT 1,105,700

FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 99,500Maintenance Dredging CY 2.17 181,200 393,200Mobilization and Demobilization LS 20000 1 20,000Jetty Maintenance LS 19,000Navigation Aids Maintenance LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES 533,800

INITIAL LOCAL COST 155,100INTEREST DURING CONSTRUCTION 1,700

TOTAL INVESTMEN7 156,800

NON-FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 14,100Maintenance Dredging of Berths 1,000Dike Maintenance 1,000TOTAL ANNUAL NON-FEDERAL CHARGES 16,100

TOTAL ANNUAL CHARGES $549,900

Less Present Costs of Operation 50,000

NEr ANNUAI CHARGES $499,900

D- 16

ALTERNATIVE 2B - STABILIZED CHANNEL6- BY 100-FOOT INLET CHANNEL WITH SINGLE JETTY

INITIAL COSTS

Unit Total

Item Unit Cost(S) Quantity Cost

FEDERAL FIRST OST

09 CHANNELSDredging - Entrance Channel CY 2.17 12000 $ 26,000

- Canal Channel C" 2.17 22300 48,400- West Impoundment CY 2.17 65000 141,000- East Impoundment CY 2.17 7000 15,200

Mobilization and Demobilization LS Job 1 20,000Subtotal Dredging 250,600

Jetty ConstructionRubble Removal CY 9.50 3000 28,500West Jetty Quarry Stone Ton 30.00 11650 349,500Mobilization and Demobilization LS 25,000Subtotal Jetty 403,000

Subtotal Channels 653,600Contingencies (25%) 163,400

TOTAL CjIgONNTS 817,000

30 ENGINTEERING A;D DESIGN 65,40031 SUPERVISION AND ADMINISTRATION 44,900

Subtotal 927,300Non-Federal Contribution (10%) 92,700

TOTAL CORPS OF ENGINEEER FIRST COST 834,600

OTHER FEDERAL AGENCIESNavigation Aids (USCG) LS Job 1 16,000

TOTAL FEDERAL FIRST COST $850,600

D-17

ALTERNATIVE 2B - STABILIZED CHANNEL (CONTINUED)6- BY 100-FOOT INLET CHANNEL WITH SINGLE JETTY

INITIAL (OSTS

Unit Total

Item Unit Cost(S) Quantity Cost

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 $ 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.17 500 1,100Subtotal 25,000Contingencies (25%) 6,200Subtotal 31,200Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON-FEDERAL CONSTRUCTION OOST 35,400Local Share of Initial Cost 92,100

TOTAL NON-FEDERAL FIRST COST 128,100

TOTAL INITIAL PROJECT COST $978,700

D-18

ALTERNATIVE 2B - STABILIZED CHANNEL (CONTINJED)6- BY 100-FOOT INLET CHANNEL WITH SINGLE JE "

ANNUAL COSTS

Unit TotalItem Unit Cost($) Quantity Cost

INITIAL FEDERAL COST $850,600INTEREST DURING CONSTRUCTION 7,900

TOTAL INVESjNENT 858,500

FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 77,300Maintenance Dredging CY 2.17 181,200 393,200Mobilization and Demobilization LS 20000 1 20,000Jetty Maintenance LS 10,300Navigation Aids Maintenance LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES 502,900

INITIAL LOCAL COST 128,100INTEREST DURING CONSTRUCTION 1,200

TOTAL INVESTMENT 129,300

. NON-FEDERAL ANNUAL CHARGES

interest and Amortization at 8-7/8% 11,600Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTALSNN12AL NON-FEDERAL CHARGES 13,600

TOTAL ANNUAL CHARGES $516,500

Less Present Costs of Operation 50,000

NET ANNUAL CHARGES $466,500

D-19

ALTERNATIVE 3 - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUr JETIES

CONTRACT DREDGE - 12 MONTH OPERATIONINITIAL COSTS

Unit Total

Item Unit Cost(S) Quantity Cost

FEDERAL FIRST COST

09 CHANNELS

Initial Dredging - Inlet Channel CY 2.78 7500 $20,800- Canal Channel CY 2.78 2000 5,600

Mobilization and Demobilization (1/year included in annual cost)Subtotal 26,400Contingencies (25%) 6,600Subtotal channels 33,000

30 ENGINEERING AND DESIGN 54,70031 SUPERVISION AND ADMINISTRATION 37,500

Subtotal $125,200

Non-Federal Contribution (10%) 12,500

TOTAL CORPS OF ENGINEERS FIRST COST $112,700

OTHER FEDERAL AGENCIESNavigation Aids (USOG) LS Job 1 $16,000

TOTAL FEDERAL FIRST COST $128,700

NON-FEDERAL FIRST COSTLand for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.78 500 1,400Subtotal 25,300Contingencies (25%) 6,300Subtotal 31,600Engineering and Design 2,500Supervision and Administration 1,700

Subtotal construction cost $35,800

Non-Federal Contribution to Initial Cost $12,500

TOTAL NON-FEDERAL FIRST COST $48,300

TOTAL INITIAL COST $177,000

D-20

ALTERNATIVE 3 - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

(ONTRACT DREDGE - 12 MONTH OPERATIONANNUAL COSTS

Unit TotalItem Unit Cost(S) Quantity Cost

FEDERAL ANNUAL CHARGE

Maintenence DredgingInlet Channel CY 2.78 181200 $503,700Canal Channel CY 2.78 2000 5,600Mobilization and Demobilization (1/year) 20,700Subtotal 530,000Contingencies (25%) 132,500

Subtotal Annual Maintenance $662,500

Interest and Amortization at 8 7/8% 11,600

OTHER FEDERAL AGENCIESNavigation Aids (USCG) LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES $676,200

NON-FEDERAL ANNIUAL CHARGES

Interest and Amortization at 8-7/8% 4,300

Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTAL ANNUAL NON-FEDERAL CHARGES 6,300

TOTAL ANNUAL CHARGES 682,500Less Present Costs of Operations 50,000

NET ANNUAL CHARGES $632,500

0D-21

ALTERNATIVE 3A - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOCT INLET CHANNEL WITHOUT JE7TIES

CONTRACT DREDGE - 8 MONTH OPERATIONINITIAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost

FEDERAL FIRST COST

30 ENGINEERING AND DESIGN 54,70031 SUPERVISION AND ADMINISTRATION 37,500

Subtotal 92,200Non-Federal Contribution (10%) 9,200Federal Share of Initial Cost 83,000

OTHER FEDERAL AGENCIESNavigation Aids (USOG) LS Job 1 16,000

TOTAL FEDERAL FIRST COST 99,000

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 2.78 500 1,400Subtotal 25,300 0Contingencies (25%) 6,300Subtotal 31,600Engineering and Design 2,500Supervision and Administration 1,700

Subtotal construction cost 35,800Non-Federal Construction Initial Cost 9,200

TOTAL NON-FEDERAL FIRST COST $ 45,000

TOTAL INITIAL COST $144,800

D-22

ALTERNATIVE 3A - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

CONTRACT DREDGE - 8 MONTH OPERATIONANNUAL COSTS

Unit Total

Item Unit Cost(S) Quantity Cost

FEDERAL ANNUAL CHARGES

09 CHANNELS

Mobilization and Demobilization (1/year) 20,000Annual Startup - Inlet Channel CY 3.13 7500 23,500

- Canal Channel CY 3.13 2000 6,300Continued Maintenance - Inlet CY 3.13 95500 298,900

- Canal CY 3.13 2000 6,300Subtotal

355,000Contingencies (25%) 88,800TOTAL ANNUAL DREDGING $443,800

Interest and Amortization at 8-7/8% 8,000

OTHER FEDERAL AGENCIESNavigation Aids (USCG) LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES $453,900

NON-FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 4,100Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTAL ANNUAL NON-FEDERAL CHARGES $ 6,100

TOTAL ANNUAL CHARGES $460,000

Less Present Costs of Operations 50,000

N7ET ANNUAL CHARGES $410,000

D-23

ALTERNATIVE 4 - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

DEDICATED DREDGE - 12 MONTH OPERATIONINITIAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost

FEDERAL FIRST COST

09 CHANNELS

Initial Dredging - Inlet Channel CY 1.11 7500 8,300- Canal Channel CY 1.11 2000 2,200

Subtotal 10,500Contingencies (25%) 2,600Subtotal channels $13,100

20 PERPiANENT OPERATING EQWIFNENT

Purchase 12-inch Dredge LS 250,000Purchase Support Equipment LS 52,000Subtotal 302,000Contingencies (25%) 75,500

Subtotal equipment $377,500

30 ENGINEERING AND DESIGN 54,70031 SUPERVISION AND ADAMINISTRATION 37,500

TOTAL INITIAL COST (Corps of Engineers) $482,800

OTHER FEDERAL AGENCIESNavigation Aids (USCG) 16,000

TOTAL FEDERAL CONSTRUCTION COST $498,800Non-Federal Contribution (10%) 49,900

TOTAL FEDERAL FIRST COST $448,900

NON-FEDERAL FIRST COSTLand for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LS Job 18,900Dredging for Access and Mooring CY 1.11 500 600Subtotal 24,500Contingencies (25%) 6,100Subtotal 30,600Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON-FEDERAL CONSTRUCTION OOST 34,800

Local Share of Initial Cost 49,900

TOTAL NON-FEDERAL FIRST COST $ 84,700

TOTAL INITIAL COST $533,600

D-24

ALTERNATIVE 4 - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHI-Tr JElIES

DEDICATED DREDGE - 12 MONTH OPERATIONANNUAL COSTS

Unit Total

Item Unit Cost($) Quantity Cost----------------------------------------------------------------------------FEDERAL ANNUAL COSTS

Dredging - Inlet Channel CY 1.11 181200 $201,100- Canal Channel CY 1.11 2000 2,200

Subtotal 203,300Contingencies (25%) 50,800

Subtotal Annual Dredging $254,100

Interest and Amortization at 8-7/8% 37,100

OTHER FEDERAL AGENCIESNavigation Aids (USCG) LS Job 1 2,000

TOTAL ANNUAL FEDERAL CHARGES $293,200

NON-FEDERAL ANNUAL CHARGES

Interest and Amortization at 8-7/8% 7,300

Maintenance Dredging of Berths 1,000Dike Maintenance 1,000

TOTAL ANNUJAL NON-FEDERAL CHARGES $ 9,300

TOTAL A NNUAL CHARGES $302,500

Less Present Costs of Operations 50,000

.N' ANUAL CHARGES $252,500

D-25

ALTERNATIVE 4A - CHANNEL STABILIZED BY CONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUT JETIES

DEDICATED DREDGE - 8 MONTH OPERATIONINITIAL COSTS

Unit TotalItem Unit Cost($) Quantity Cost

FEDERAL FIRST OOST

20 PERKANENT OPERATING EQUIPMENT

Purchase 10-inch Dredge IS 250,000Purchase Support Equipment LS 52,000Subtotal 302,000Contingencies (25%) 75,500

Subtotal Equipment $377,500

30 ENGINEERING AND DESIGN 52,60031 SUPERVISION AND ADMINISTRATION 36,100

TOTAL INITIAL COST (Corps of Engineers) $466,200

OTHER FEDERAL AGENCIESNavigation Aids (USCG) 16,000

TOTAL FEDERAL CONSTRUCTION COST $482,200Non-Federal Contribution (10%) 48,100

TOTAL FEDERAL FIRST COST $434,100

NON-FEDERAL FIRST COST

Land for Disposal Areas Acres 2500 2 5,000Construct Dikes and Weirs LIS Job 18,900Dredging for Access and Mooring CY 1.55 500 700Contingencies (25%) 6,200Subtotal 30,800Engineering and Design 2,500Supervision and Administration 1,700

TOTAL NON'-FEDERAL CONSTRUCTION COST 35,000Local Share of Initial Cost 48,100

TOTAL NON-FEDERAL FIRST COST $ 83,100

TOTAL INITIAL COST $517,200

0

D9-26

ALTENATIVE 4A - CHANNEL STABILIZED BY ONSTANT DREDGING5- BY 100-FOOT INLET CHANNEL WITHOUT JETTIES

DEDICATED DREDGE - 8 MONTH OPERATIONANNUAL COSTS

----------------------------------------------------------------------------Unit Total

Item Unit Cost($) Quantity Cost

FEDERAL ANNUAL CHAREMaintenance

Annual Startup - Inlet Channel CY 1.55 7500 11,600- Canal Channel CY 1.55 2000 3,100

Maintenance - Inlet CY 1.55 95500 148,000- Canal CY 1.55 2000 3,100

Subtotal 162,700Contingencies (25%) 40,700Subtotal of Annual Dredging $203,400Interest and Amortization at 8-7/8% 41,600Federal Share of Major Replacement 2,900

OTHER FEDERAL AGENCIESNavigation Aids Maintenance LS Job 1 2,100

TOTAL ANNUAL FEDERAL CHARGES $250,000

O NON-FEDERAL ANNLAL CHARGES

Interest and Amortization at 8-7/8% 8,000Local Share of Major Replacement 300Maintenance Dredging of Berths 1, 100Dike Maintenance 1,100

TOTAL AN.NUAL NON-FEDERAL CHARGES S 10,300

TOTAL ANNTLAL CHARGES $260,300

Less Present Costs of Operations 50,000

NI=T ANNUAL CHARGES $210,300

D-27

MEXICO BEACH, FLORIDA

APPENDIX EENVIRONMENTAL CORRESPONDENCE

MEXICO BEACH, FLORIDA

APPENDIX E

ENVIRONMENTAL CORRESPONDENCE

Table of Contents

Item PageCOBRA Coastal Barrier Resources System Consistency E-1

Resource Assessment E-3

0

United States Department of the InteriorFISH AND WILDLiFE SERVICE

75 SPRING STREET, S.W.ATLANTA, GEORGIA 30303

MAR 2 6 1985

Mr. Lawrence R. GreenChief, Planning DivisionU.S. Amy Corps of EngineersPost Office Boc 2288Mobile, Alabaa 36628

Dear Mr. Green:

This letter provides consultation in response to your February 5,1985, letter requesting such consultation under the Coastal BarrierResources Act for an action affecting the St. Andrew Complex(Unit P 31) of the Coastal Barrier Resources System. These cxmventsare made pursuant to the review responsibilities of the Fish andWildlife Service as delegated by the Secretary of the Interior,relative to Section 6 of the CBRA.

Your request is for disposal of material dredged fran the Mexico Beadcanal as part of a Corps of Engineers navigation project, andplacement of this material on a CBRS dune area (estimated 2 to 3 acresin size).

The dune-like portion of the CBRS involved has previously beenaffected by spoil disposal; and human beach-associated recreationalactivity at the site is high. Hence, wildlife values at the site arelimited. The proposed disposal appears unlikely to adversely affectscenic, scientific, recreational, natural, historic, archeologicl,cultural, or economic resources. Disposal may help protect theseresources from beach erosion through nourishment of the dune zone.Site inspections of the Unit by Service biologists have been made inconjunction with the Corps project investigations.

Sections 6(a)(6)(A) and 6(a)(6)(0) provi& exceptions to Section 5(Limitations of Federal Expenditures Affecting the System), if theexpenditures are for recreational projects, a:- nonstructural projectsfor shoreline stabilization that are designed to mimic, enhance, orrestore natural stabilization systems, respectively. The purpose ofCBRA is to minimize the loss of human life, wasteful expenditure ofFederal revenues, and damage to fish, wildlife and other natural

E- I

resources associated with coastal barriers. The prcpased action iscompatible with this purpose. Therefore, it is our concusion thatthis proposed action is an exception urx~er Sections 6(a)(6)(A) and6(a)(6)(0) of the CBRA.

Sincerely yours,

isatRegional Dirctor-Habitat Resources

E- 2

United States Department ot the InteriorFISH \ND vILDLIFE SERVICE

Division of Ecological Services1612 June Avenue

Panama City, Florida 32405

February 26, 1985

District EngineerIT.S. Army Corps of EngineersP.O. Box 2288Mobile, Alabama 36628

Attention: Coastal Branch

Dear Sir:

In accordance with the December 31, 1984 Scope of 'ork update attached isa copy of tne Salt Creek Inlet Resource Assessment. The Resource Assess-nent is an abbreviated form of the Resource Inventory normally providedfor larger projects.

This concludes our activit- on :he Resource inventory portion of thispro4ect.

Sincerely,

James M. BarkulooField Supervisor

enclosures

'3

E-3

January 23, 1985 memorandurCAME

NO-Yt To Acting Field Supervisor, Endangered Species Field Station,Arr, OW: Jacksonville, Florida

suSJEcy: Endangered Species Concerns with Reference to the SaltCreek Inlet Project, Mexico Beach, Florida

TO: Field Supervisor, Ecological Services, Panama City

This is in response to your letter of November 20, 1984, requestinginformation on the above mentioned project. We apologize for notresponding sooner, but as we mentioned, we don't remember seeing thefirst letter.

Within the area of influence of this project, the only threatened andendangered species that may be found are the manatee and loggerheadand leatherback sea turtles. This area is outside of the range of theChoctawhatchee beach mouse. With reference to potential impacts, ifthe proposed work is done during the winter months, neither manateesor nesting turtles should be affected. We have no informationrelative to manatee use within this channel, but this is not to saythat manatees are not found within this area from time to time. Ifthe work is to take place during the summer months, the followingprecautions Should be included in the COE's contract: the Corps orContractor will monitor and instruct all personnel associated with theconstruction of the proje:t about the presence of manatees in the areaand the need to avoid cc lisions. All vessels associated with tneproject will be requirec to operate at "no wa<e" speeds at all timeswhile in shallow waters, or channels, where :te draft of the boatprovides less than 3 feet clearance of the z::tom. Boats used totransport personnel will be shallowaraft vessels, preferably of thelignt-displacement category, where navigaticnal safety permits.Vessels transporting personnel between the landing and the dredgesnall follow routes of deep water to the extent possible. The Corpsor Contractor will brief their personnel concerning the civil andcriminal penalties for harming, harassing, or Killing manatees whi:hare protected under the Endangered Species Ac and the Marine Ma'ma'Orote:tion Act. The Corps or Contractor will De held responsitle f-rani --anatee harmed, harassed, or killed as a !esult of tneconstruction of the project. Tne Corps or C%:tactor will Kee: a logdetail*ng all sightings, collisions, danage, e killing of manateesand/or sea turtles wnich have occurred during :he ,a'ntenance dredgingperiod. Any collision with a manatee resul:"-: in death or injJry tOthe animal shall be reoorted immediately to t-e Corps' Environment andResources Branch for Contractor work and to t-e J'aC.sonvilleEndangered Species Field Station so the aporcz~eate course of actioncar be taKen. Following project completion, :,e Corps will Submit areoor: sumrarizing the above incidents to tne .S. Fish and WildlifeServ :e.

OP! ION A 1 04P 40M 1 '0IPlrv 1,,4¢

GSA '.PAf AlrFPt 10'.'' 1t0I0,.1 t L

Insofar as turtles are concerned, it is possible that turtles do neston the stretch of beach that is proposed for disposal. Again we do nothave any data. However, if the project is to take place during thenesting season, May to September, then we suggest that the COEcontract with a licensed individual by the Florida Department ofNatural Resources, to monitor the affected beach, and relocate turtlenests if necessary. The monitoring work should be initiated 60 daysprior to beach disposal. If the COE accepts these precautions, thenwe will be in a position to concur with a "no affect" determination.

Other than these two comments, we do not have any additional comments

to make at this time. We appreciate the opportunity to provide

comments on this proposed project.-

David J. Wesley

0E-5

Resource Assessment

Salt Creek Inlet

Mexico Beach, Florida

The following Resource Assessment for navigation improvements of Mexico

Beach, Florida (Salt Creek) is provided in accordance with the fiscal

year 1985 funding agreement between Mobile District, U.S. Army Corps of

Engineers and the Panama City, Florida Ecological Services of the U.S.

Fish and Wildlife Service. This report is considered an early planning

aid document funded and developed in keeping with the Fish and Wildlife

Coordination Act (48 Stat. 401, as amended; 16 U.S.C. 661 et seq.).

The purpose of this document is to identify significant fish and wildlife

resourzes in the project area and to provide early information on how

damages can best be avoided.

Description of Area

exico 3each is a small recreation and retirement community located about

29 miles southeast of ?anama City and about 9 miles *;orthwest of Prt Saint

Joe. The t-w is located along the beach on both sides of '.S. Righway 33.

The lower portion of a small creek historically knovr, as Salt Creek, located

on the west end of the town has been dredged out and 'eveloped to accornodate

3 marinas and over 100 boat moorages. A major part )47 the local economy is

based on the sport fishery and a minor part on the conmercial fishery of tne

Gulf of Mexico which is accessed through the mouth of Salt Creek.

E-6

The formation of sand bars across the mouths of creeks and small rivers is a

severe problem to boaters along the Gulf of Mexico. Some rivers and creeks

maintain suitable navigation depths at their mouths because discharges are

great enough to keep a sand bar from forming. Salt Creek's very small drain-

age area (probably less than 20 square miles) provides little runoff. As a

result a sand bar periodically forms across the mouth reducing the water depth

to a point where all but very shallow draft vessels are kept from passing during

low tide stages.

Being a freshwater stream, Salt Creek historically supported a limited war7n

water sport fish population composed of largemouth bass, redear sunfish,

bluegill, and warmouth. Small populations still exist in the upper portions

of the system, however, past modification of the stream channel, construction of

* i weir, and permanent maintenance of the opening at the mouth of the creek has

resulted in substantial reduction of the freshwater habitat, and creation of a

estuarine type of habitat in the project area. That habitat is now better sui:ed

for the support of seatrout, croaker, redfish, mullet, flounder, and crabs. In

the cold =on:hs Large seatrout and young redfish seek shelter in the dredged out

creek channel an! marina access channel. During this period they are heavily

harvested by sport fisherman. Marine shoreline fishes that -night be expected

to be found around the mouth of Salt Creek would be 7ompamo, whiting, blue

runner, blue fish, spanish mackerel, seatrout, redfisn, black drum, croaker,

mullet, and flounder. Jack cravelle, cobia, king mackerel, snapper, little

tunny (locally called boni-o), amberjack and grouper make up the majority of

the fishery immediately offshore of Mexico Beach.

These are the target species for the charter boats that operate out of the

marinas along Salt Creek.

The only marine mammals expected to be utilizing the project area is the

17 bottlenose dolphin. Bottlenose dolphin often cruise the surf zone's outer

edge preying on various fishes.

Loggerhead sea turtles nest on beaches in the vicinity of Salt Creek, however,

such use is now very limited because of human development and disturbance.

A variety of migratory and wading birds, including some waterfowl, seasonally

frequent the project area. The most commonly seen waterfowl would be the

ring-necked duck, lesser sca-ip, and redhead duck. fther water related birds

include the king fisher, ring-billed gull, herring gull, great blue heron,

snowy egret, double-crested cormorant and the Federally Endangered brown

pelican.

Terrestrial -ammals that are most likely to be found in the project area are

whitetaii -eer, marsh rabbit, raccoon, striped skunk and oppossum. These animals

could be expected to utilize the habitats of the spoil sites, with greatest use

occuring at sites C, D and E (see sites identified in the C.O.E. Reconnaissance

report).

A more compreiensive list of fish, birds, and mammals likely to be seen

in the area, and their occurence is included as an appendix.

E-8

O Project Proposal - To insure the continued accessability of the marina and

moorage facilities to the Gulf of Mexico it is proposed that the Salt Creek

entrance be modified to eliminate continual formation of a bar across the

mouth. Also, about 3600' of the creek and marina channel would be dredged

to about 6 feet below mean low tide, thereby assuring unrestricted access

of vessels to and from the Gulf and reducing the frequency of maintenance

dredging.

The channel width would be maintained at a minimum of 50' within the creek

mouth, and 8' deep and 100' wide outside the mouth. Construction of a jetty

at the mouth of the creek could be a major element of the plan. Should the

jetty be constructed it would extend about 300 feet seaward to a depth of 6'

. below mean low water.

Disposal of dredged materials is probably the most ?roblematic element of

the plan when considering fish and wildlife impacts. The project survey

iavestigation document dated January 3, 1983 identifies 5 disposal sites.

Site A -3 '?cated at a heavily eroded area on the bei.h and is considered

a good icat~n for disposal of clean sand. Area 5 's Just behind the beach

in what is considered the primary dune area. This ".sposal site would, again

be suitable only for clean sand disposal. Site C is located in the transitional

area probably best typified as coastal berm. This irea, characterized by salt

tolerant plant species would be suitable for disposal of dredge materials con-

posed of sand and fines, provided the materials are contained in a manner that

would not allow them to escape to the beach area. Disposal areas 0 and E are

located in disturbed forested uplands well back fro-, the white sand beachfront

E-9

and are most suitable for disposal of the highly organic materials that are

expected to be dredged from the existing marina access channel. Although

there are some low wet areas in disposal site E, they appear to have been

severely disturbed and isolated by past land use practices, and are there-

fore presently not of significant value to the system other than providing

filtration to waters percolating into the creek channel.

Possible Impacts to Fish and Wildlife

The most obvious negative impacts related to this project would result

from changing of the habitat witnin the channel (dredging) and at the

disposal areas (filling).

Presently the channel in the vicinity of the marina serves as fall and winter

habitat for large speckled trout and juvenile redfis-. The fish move into the

area from the Gulf of Mexico when water temperatures drop in the fall and move

out as temperatures increase in the spring. Since the cnannel is heavily ut-

ized by these highly prized food and sport fish it ii L portant that t-e ha-'ta:

is adequately protected. This can best be done by ma-,ng sure that the propose:

project is designed in such a manner as to eliminate ,v chance that anaero.iC

conditions might develop. Such conditions usually oc-;r as a result of sumps cr

low spots being located wnere detritus and other organi: materials can accumulate

and cause an oxygen deficient condition. Such places are inhabitatle by fish an-

,may, in fact, result in fisn kills if and when the ma:erials are mixe intc the

water colu-n. Proper design of the channel bottom wo,..d eliminate the possVb:t

of any suc- occurrence.

E- V

The other potential for negative impacts would be at the spoil sites.

Deposition of dredge materials would eliminate a given amount of forested

* shrub/brush, and disturbed wetland habitat thereby eliminating or greatly

reducing use by the previously listed mammals. Although, based on the

identified spoil sites, it appears that such impacts would be minor we

believe these could be minimized by planning in such a manner as to provide

for spoil of future maintenance operations in the same locations. This

could easily be achieved if sites C, D, and E were utilized as fill stockpiles

from which private and public fill material demands of the outlying area were

met. In that manner the identified spoil areas would be available for future

disposal of maintenance dredge materials.

Positive Imoacts

* Construction of the jetty would considerably enhance the sport fishing oppor-

tunities of shoreline fishernen in Mexico Beach. >:tties usually are congre-

gation areas for pompano, whiting, Atlantic croaker, redfish, sheepshead, Clounder,

bluefish, spanish mackerel and cobia. Since there is very little shoreline

structure available to fish from in the 'Mexico Beach -rea it can be expected

that construction of jetties will provide substantial shore fisherman benefits.

Other obvious positive impacts would be the assurance ); safe access to offshore

fishing grounds, and provision of a safe harbor for fihing boats d'iring periods

of bad waether.

Endangered Species

Please see the attached memo dated January 23, 1985 from the Acting Field

* Supervisor, Endangered Species Fiell Stat ion, Jacksonville, Florida.

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Special Problems

In the course of our investigations we have determined that the beach front

and lands immediately west of the Salt Creek channel and south of the Highway

98 bridge are designated as lands to be protected under the Coastal Barrier

Resources Act of L982 (CBRA). The law (Pub. L. 97-348) states, in part,

that new federal construction on lands within the system is illegal unless

exempted. It appears that spoil site B is located within the boundaries

of the system, therefore any Federal activity and/or expenditure of Federal

funds that would affect the site nust i) meet exemption criteria and 2) he

firmally processed for exeoption.

Exemption under section 6 of the CBRA is acquired through consultation with

the U.S. Fish and Wildlife Service provided the pr.:ased activity is in

keeping with the purpose and intent of the Act. .e believe spoiling of

initial, clean sand dredge materials i: spoil site B could be exempted

provided the spoiling were accomplished in a manner that would restore

and or replenish the natural dune system.

:n order tj A .il lelays in later planning stages, an suggest the 7.S. Army

Corps of Engineers, Mobile District initiate consult.:ion on this matter as

early as possible.

Further infor-a:ion regarding consultation procedures iay be obtained by con-

tacting this office or Ron Haynes CBRA Regional Coordinator, U.S. 7isn and

'ildlife Service, Atlanta Regional Office, FTS 292-6379.

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. Summary

In general it appears the project would improve access to the Gulf of Mexico

by sport fishing and commercial fishing vessels with little additional i.pact

to the fish and wildlife resources of the area provided initial and maintenance

dredge materials are properly disposed of. The Fish and Wildlife Service there-

fore believes development of the project within the limits defined in the

January 3, 1983 Mexico Beach, Florida Reconnaissance Report would be in the

best overall interest of tie generai public. We therefore support the proposal

for navigation improvemen.

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Table I - importanlt Fish species expected to utilize habitat available at the

pro ect site, ! exic Beach, Bay County, Florida. Codes are as follows - Season:

Sp, Sprinxg; Su, Summer; Fa, Fall; Wi, Winter. Relative abundance; A, abundant;

C, comon; 0, occasional; R, rare

Relative Abundance

SP Su Fa 1.i

Common Namne (Scientific name)

Marine Fishes

Blacktip shark (Carcharhinus linbatus) 0 0 0 0

Atlantic stingray, (Dasvatis sabina) C C C C

Lady fish (SloDps saurus) C A A

Tarpon vMgaos atlaticus) C C C 0

3u'l -enhaden (Brevoortia oatronus) A A A C

Tinshore lizar-4fish (Svnodus foetens) C c c c

'4ardhead catfish (Anrus felis) A A A A

Sheepshead minno-. (Cyprinodon vairiegatus) A A A A

3u',f ki.f~(-undulus arandis) A A A A

I nose kiL lfish (fundulus similis) C C C C

M os;-itfis'n ( a-busia affinis) A A A A

, udU ,-; ?z -:t.nus saltatrix) -% A%-

Cobia (Ra -- vcntron canadum) A 0

Blue runner (Caranx crvsos) A A A :

Crevalle jack (Caranx hinpos) C C C k)

Leat er'ac IKet(io~e saurus) A A A 1)

Florida pompano (7achinotis carolinus) A 0 A 3

Gray snapper (Lut-anus grises) C C C

Spotf in -ojarra (7Ejcinostou5 ar,,eteus) C C C

?i~s~r~o~jsS -. vsotra AA A A

'.ee-sriead (Ar,:nosarr--js probat.3ceghaL-Js) A A A A

Relative Abundance

Sp Su Fa W i

Common Name (Scientific name)

(Marine Fishes - continued)

Pinfish (Lagodon rtomboides.) A A A A

Silver perch (Bairdiella chrysoura) c c c c

Sand seatrout (Cynoscion arenarius) A A A C

Spotted seatrout (Cvnoscion n-ebulosus) A A A A

Gulf kingfish (Menticirrhus littoralis) C C C c

Atlantic croaker (M icropogonias undulatus) A A A A

Black Irurm (Pozonias cromis) C 0 0 C

Red drum (Sciaenops ocellata) C 0 0 C

Striped mullet (Muzil cephalus) A A A A

. White -mullet (M ugil curema) C C C C

Little tunny (Euthvnnus alletteratus) C C C R

King -mackerel (Scomnberomorus cavalla) C C C R

Spanis'h 7mackerel (S.-comtberomorus maculatus) A A A C

Gulf flounder (?aralichthvs albigutta) C. C C C

Sout'nern :.oun-ier (Paralichthvs lethostL11na) A A A A

Freshwater Fishes

Redear sunfish (Lepomis microlophus) C C

3luegill (Lepor'.is -acrochirus) A~ A A A

A;arout'- (Lepornis gul.osus) C C C

* argerout-n bass ('"jzro~torus ;a'.,ci 1es) C C

Table 2 - Iaportant mamals expected to occur at the project site, Mexico Beach,

Bay County, Florida. Habitat Types are coded as follows: PelagicPe; Marsh, M;

Beach, B; Streams, S; Estimated relative abundance code as follows: Abundant, k;

Common, C; Occasional, 0.

Estimated

Habitat Relative

Species Type Abundance

Oppossum (DideIlphis virginiana) S C

Raccoon (Procyon lotor) C C

Striped skunk (Mephitis mephitis) C

Marsh rabbit (Svlvilagus palustris) M

Whitetail deer (Odocoileus virginianus) M C

Bottlenose dolphin ( oursiops :runcatus) Pe C

Table 3 - Important birds expected to occur in the project area, MexicoBeach, Bay County, Florida. Habitat type code as follows: Shore - S;Marsh - M; Water - W; seasonal abundance is coded as follows: Abundant,A; Commom, C; Occasional, 0. Information in this table combines that fromU.S. Fish and Wildlife Service (1979) Bull and Farrand (1977) and NationalGeographic Society (1983) with observations by Fish and Wildlife Servicepersonnel.

Habitat RelativeSpecies Type Abundance

Sp-S-F-W

Common loon (Gavia immer) Sc-c-c-c

Horned grebe (?odiceps auritus) W C-C-C-A

Pied-billed grebe (Fodily-nbus podiceps) S-W C-O-A-A

Brown pelican (Pelicanus occidentalis) S-W C-C-C-C

Double-crested cormorant (Phalacrocorax auritus) S A-A-A-A

. Great Blue heron (Ardea herodias) MC-C-C-C

Tricolored heron (Egretta tricolor) A-A-A-A

Green- ,acked heron (Butorides striatus) MC-C-C-C

Snowy egret (Egretta thula) M A- . '-

Great egret (Casmerodius albus) M A-A-A-A

T,;hite ibis (E-u~ocimus albus) M A-A-C-C

MIalLard (.knas platyrhynchos) 0.- -C-C-C

Gadwall (Anas strepera) 0- -C-C-0

Redhead (Aythya americana') W C-C-C-C

Ring-necked duck (Avtva collaris) W C-C-C-C

Greater scaup (Aytha marila) W 0-0-C-A

Lesser scaup (Aty affinis) C -C-C-A

Red-breasted merganser (Yergus serrator) S C-OCC

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Habitat RelIa t iveSpecies Type Abundance

SP-S-F-W

Clapper rail (Rallus longirostris) M c-c-c-c

American coot (Fulica americana) W c-o-c-c

Semipalmated plover (Charadrius semipalmatus) S-14 C-0-C-c

Black-bellied plover (Pluvialis squatarola) S-M c-0-c-c

Willet (Catoptrophorus semipalmatus) S-M C-C-C-C

Short-billed dowitcher (Limnodrornus griseus) M C-C-C-C

Common snipe (Gallinago gallinago) M C-0-C-C

Ruddy Turnstone (Arenaria interores) S C-0-C-0

Dunlin (Calidris alpina) S A-0-A-A

Laughing gull (Larus atricilla) M C-A-C-C

Ring-billed gull (Larus delawarensis) S A-O-A-A

Herring gull (Larus argentatus) S C-C-C-C

Forster' s tern (Sterna forsteri) M4 C-C-C-C

Least tern (Sterna antillarum) S C-C-O-O

';or,,.er-i harrier (Circus cvaneus) M4 C-C-C-C

Osprey (?andion ha..iaetus) S C-C-C-C

Mourning dove (Zenaida macroura) M C-C-C-C

Belted kingfisher (Ceryle alcyon) 4 C-C-C-C

Fish crow (Corvus ossifragus) M-S C-C-C-C

Marsh wren (Cistothorus palustris) M C-C-CC

Sedge wren (Cistothorus platensis) .1 C-C-C-C

Seaside sparrow (Ammodramus raritima) M C-C-C-C

Red-winged blackbird (Agelatus phoenicens.) M A-A-A-A

Boat-tailed grackle (Q',iiscalus major) M A-A-A-A

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* Table 4 - Important Reptiles and amphibians expected to utilize habitat foundat the project site, Mexico Beach, Bay County, Florida. Relative Abundance

code as follows: Abundant, A; Common, C; Occasional, 0; Rare, R. HabitatType code as follows: Streams, S; Marsh, M; Beach, B; Coastal waters, CW.

EstimatedHabitat Relative

Species Type Abundance

Loggerhead turtle (Caretta caretta) B-CW 0

Cottonmouth (Agkistrodon piscivorus) S-M C

Pigmy rattlesnake (Sistrurus miliarius) M C

American aLligator (Alligator mississippiensis) S-M C

Gulf Coast toad (Bufo valliceps) B C

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Table 5 - Important marine invertebrate species expected to utilize habitat

available at the project site, Mexico Beach, Bay County, Florida.Codes are as follows - Season: sp, spring; su, summer; fa, fall; wi, winter.Relative abundance: A, abundant; C, common.

Common Name Relative AbundanceSp Su Fa Wi

Striped hermit crab (Clibanarius vittatus) A A A A

Flat clawed hermit crab (Paguras pollicaris) A A A A

Blue crab (Callinectes sapidus) A A A A

Ghost crab (Ocypode guadrato) C C C C

Common fiddler crab (Uca pugilator) A A A A

Brown shrimp (Panaeus axtecus) A A A A,,

Pink shrimp (Panaeus duorarum) A A A A

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