INTEGRATION AND COORDINATION OF TRANSPORTATION FORMS We believe that our excellent system of distribution has reached its present fate of efficiency under a system wherein competing forms of transportation are stantially restrained from entering other fields of transportation. We oppose relaxation of these existing restraints. We will vigorously oppose any mpt by one mode of transportation to engage in other competing transtion activities by any other mode. We believe that even greater efficiency can be achieved by the coordination different forms of transportation in such combinations of rates and services best fit the needs of the shipper. We believe that such coordination of ferent and independent modes of transportation will be more favorable to continued growth in the efficiency of the different modes of transportation na system of integrated transportation companies, engaged in all forms transportation. ISSUANCE OF CERTIFICATES BY ICC We reaffirm our opposition to legislation which would amend the respective rai, motor carrier, and water carrier provisions of the Interstate Commere Act so as to require that in the issuance of certificates of public cone and necessity, consideration must be given to the adverse effect upon allther types of common carriers. JOINT RATES Per the purpose of providing adequate and efficient coordinated transportation ervice by all forms of transportation within the Mississippi Valley, by which each form of transportation can best serve according to its inherent abilities, we recommend and will promote the immediate formation of conferences, as authorized by the Interstate Commerce Act, between carriers by rail and water, between carriers by highway and water, and between carriers by rail and highway, for the joint consideration, initiation, or establishment of rates, classifications, divisions, allowances, charges or rules and regulations pertaining thereto, relating to transportation under joint rates or over through routes. MERCHANT MARINE We pledge our active support to the promotion and maintenance of a strong. Fel-balanced, privately owned and operated U.S. merchant marine to provide the shipping services essential to our industry, agriculture and Commerce in time of peace, capable of implementing our international policies and ready to serve our national security in time of war. We strongly urge that U.S. industry voluntarily patronize American-flag ships in order to assist in developing and strengthening the American merchant We commend the U.S. Maritime Administration for initiating project Walrus, report on the role of the U.S. merchant marine in national security by the National Academy of Sciences-National Research Council; a timely conon to improved public understanding of the need for adequate U.S. apping in protecting and fostering the Nation's foreign commerce; it also rlines the fact that a modern ocean transportation system will remain ritical element of our preparedness program, regardless of what form a Tue conflict might take. We reaffirm our support of the 50-50 law requiring that at least 50 percent the cargoes generated by the U.S. Government should be transported in flag ships to the extent they are available at reasonable rates. We reaffirm our support of the basic principles and procedures of the 1936 chant Marine Act and its program of Federal support, based upon the ciples of parity and of essential trade routes operated by American panies which are domicled, owned, and controlled in the domestic areas Which they serve. We condemn certain practices of foreign nations, which discriminate directly indirectly against American-flag shipping, and we urge increased effort by Department of State to seek their elimination. We commend the efforts being made by industry and the administration, with congressional support, to begin the largest peacetime vessel replacement ram in our history, and we urge adequate appropriations by the Federal ernment so as to insure that, when combined with private investment, there will be sufficient funds to maintain an orderly and economic repl schedule. We recommend an expanded Government research program on ship ship propulsion and port facilities so that the latest and best info will be available to various segments of the American merchant mar We recommend that, in the event of mobilization, the merchant be placed under the jurisdiction of the Maritime Administration so t experience and knowledge of the management of privately owned st companies may be effectively utilized. We support the U.S. Government's policy of encouraging effective ste conferences for the purpose of insuring rate stability and fair and treatment of shippers and receivers in international commerce. We also endorse the principle that such steamship conferences, to be e and to meet the competition of nonconference steamship lines unwil accept the responsibilities of conference membership, must be permi continue entering into reasonable contractual arrangements with S and receivers tying together the parties to the contract. RECIPROCAL TRADE We believe that the reciprocal trade agreements program begun i have served the United States extremely well; has contributed substanti expanded and healthy two-way foreign trade and has put the United St the lead for liberalization of trade which is a major contribution to world We commend the 85th Congress for extending the Trade Agreement A recommend that no crippling amendments to this legislation be counte by the 86th Congress. STATE TAXATION OF INTERSTATE TRANSPORTATION SERVICES We believe that Federal legislation adopted by the last session of Co (Public Law 86-272) exempting income from sales of tangible personal erty in interstate commerce from State taxation should be extended to similar protection to transportation business operating in interstate com An extension of this legislation to include all transportation services is i tive to insure the full economic growth of industry and commerce Mississippi Valley. TOLLS ON INLAND WATERWAYS In response to a new threat of waterway tolls or user charges, we re our determined opposition. Such an imposition would violate the most s covenants of the Federal Government, repudiating the fundamental pri that the navigable waters are free, public highways improved by the 1 for the benefit of all the people and available to all without toll, tax, or i This principle has profoundly affected the development of our nationa Indeed it is the foundation of the great resurgence of industry now in pr in our principal river valleys. It can be repudiated only at the price of culable economic dislocation and waste. Other forms of transportation would suffer from waterway tolls for benefit enormously from the high-value freight generated by plants r upon water transportation for raw materials and fuel. Their proper eco role is complementary and not competitive with water transportation. User charges or tolls would destroy the commerce upon which the levied. They would deprive the nation of its modern barge fleet and a ated facilities, a major national defense asset, render the Federal investm waterway improvements useless, hamper, and discourage the developme water resources for all beneficial purposes and work grave hardship on the of millions. TRANSPORTATION ACT OF 1940 We urge the Interstate Commerce Commission, in its enforcement of s 3(4) of the Transportation Act of 1940, to recognize the importance of transportation and require the railroads to give the same considerati switching charges, proportional rate applications and divisions of joint thi rates to ex-barge traffic as is given to ex-rail traffic. TRANSPORTATION POLICY LEGISLATION We advocate full development of the Mississippi Valley inland waterways tem for commercial navigation to the fullest extent consistent with econie justification. We oppose any legislation that would put the entire authority for transpormatters in the hands of the executive department of the Government taking the authority for the appointment of certain boards away from ConThe transportation needs of this country can better be served by existing s such as the Interstate Commerce Commission and others. WATERWAY TRAFFIC CONGESTION We recognize that particularly in the last 5 or 10 years the greatly increased ber of pleasure boats using our inland rivers has brought about increasingly serious problems to themselves and commercial towboat operators. We believe these problems can be solved by a willingness on the part of all users of the rivers to cooperate one with another, and by an understanding of how this cooperation can be achieved. We recognize the creation of the National Safe Boating Association in which all elements of commercial operations and pleasure craft operations are repre ented to accomplish the foregoing purposes and endorse the program and actices of this association. WATER POLLUTION GENERAL STATEMENT America's water pollution control program must recognize the multiplepurpose nature of our water resources. Over-use for any single purpose may have a detrimental effect upon one or more of the other beneficial uses of which America's most precious resource is put. Therefore, there must be a balanced approach to the control of pollution recognizing that, while the carryof treated waste is an essential use of our streams, many other interests share in the use of our vital water resources. FEDERAL PUBLIC HEALTH PROGRAM We strongly recommend that Congress appropriate sufficient funds to the U.S. Public Health Service to accelerate the present water control program and that encouragement be given to State pollution control agencies. We urge Congress to enact laws which will provide optional accelerated mortization for tax purposes of the costs of industrial waste treatment facilities We oppose any legislation which would extend the regulatory powers of the C&Health Service to intrastate streams. LOW FLOW AUGMENTATION Water pollution control is aided by increased low-flow regulation in our s. This low flow can be augmented by Congress providing for it on a -reimbursable benefit basis. SALT WATER INTRUSION We recognize the problems of salt water intrusion in the coastal regions the alkali problems of many inland streams. We urge Congress to enact which will provide the necessary funds to continue studies leading to a tisfactory solution to this problem. STATE RESPONSIBILITIES FOR WATER POLLUTION We recognize that the several States have the primary responsibility for the trol of water pollution. The task of maintaining the necessary pace in Controlling our water pollution in the light of the growth of this Nation's econmy requires that the several States accept their responsibilities in this field by maintaining effective State pollution programs supervised by effectiv agencies. We urge the States to accept these responsibilities and not render them to the Federal Government. Comprehensive plan RECOMMENDATIONS ON SPECIFIC PROJECTS ALABAMA-COOSA RIVER SYSTEM We recommend appropriations for the resumption of advanced planı Millers Ferry multiple-purpose dam, the initial project in the developme of the Alabama River for navigation, flood control, and limited hydro power. The comprehensive plan for the Alabama-Coosa River syste authorized in 1945. We call the attention of Congress to the development of the Coosa Riv tributaries for the generation of hydroelectric power by private capit dams having been constructed prior to 1929 and in continuous operation sin date; also, that the 83d Congress suspended authorization of the Coosa for development of hydroelectric power to permit development by a 1 utility under a license, later issued, for the construction of four add dams and the modification of one existing dam. The license required t construction be accomplished within a 10-year period from the start of co tion of the first dam in July 1958. We also call the attention of Congress to appropriations heretofore for the planning the initial project, Millers Ferry Dam on the Alabama the plans are approximately 38 percent complete. The development of th bama River section of the waterway is of such size and complexity th construction of the three dams on this section of the river will have accomplished by the Corps of Engineers. A recent report by the Eng continues to indicate the economic feasibility of both the Alabama and Rivers for navigation for a distance of approximately 525 river miles. We urge Congress to appropriate sufficient funds to resume planning initial project in order that the entire plan of development of the Ala Coosa River system be accomplished without further delay. Comprehensive plan ARKANSAS RIVER BASIN We commend the 86th Congress for appropriating funds to continu struction of major features of the important comprehensive project in Ark Kansas, and Oklahoma. We commend the Corps of Engineers for its success in maintaining the scribed schedule of work which sometimes was carried on in the face of difficulties. We commend the Bureau of the Budget for recommending funds for 1961 to continue the authorized program in the Arkansas River Basin for control, bank stabilization, navigation, water supply, and incidental electric power. We request that appropriations be increased as rapidly as the Cor Engineers can handle such funds in order to bring about the completi navigation features of this program by 1970. We call to the attention of Congress the importance of starting the planning of mainstem dams at Webbers Falls and Short Mountain in Okla and at Ozark in Arkansas, and the need for early construction of these pro We urge that new construction starts include the Elk City (Table M Dam on the Elk River in Kansas and that sufficient construction fun appropriated to get this project underway. Floods in 1959 clearly d strated the serious deficiency of flood control storage on this stream. We urge early authorization of the Cheney Division (Ninnescah Rive the Wichita multiple-purpose project. This development is badly needed the city of Wichita has already voted bonds for the pipe line and agre pay its share of reservoir construction costs. We urge study of a canal which will provide a connection betwee Arkansas-Verdigris navigation channel and the Eufaula Reservoir. It s be less expensive to build this canal now rather than after the locks are bu the Arkansas and after the Eufaula Reservoir has been filled. This could low-cost water transportation to the high-quality coal reserves in this area to its pioneer glass industries. We also urge that funds for bank stabilization be removed from the emergency egory and put on a permanent basis so that the river can help clear the ization channel of sediment before the upstream reservoirs are closed, thereby ding the cost of the work materially. is essential that work on the bank stabilization and navigation features from Smith, Ark., downstream, beginning at the mouth of the Arkansas River, rosecuted simultaneously with work on the upper reaches as rapidly as te to secure the earliest possible return of benefits. It is highly desirable bank stabilization work be completed by 1964. Te emphasize that the Arkansas River is the only major river in the Nation loped for navigation. We therefore urge Congress to provide adequate ads to continue planning of badly needed authorized projects in Kansas, ma, and Arkansas so that the benefits may be made available at the rest possible time. Southeast Oklahoma water supply We urge that the Corps of Engineers continue to expedite the survey now underway on the engineering and economic feasibility of combining the movethe large volumes of surplus water for municipal, industrial, and agricultales from southeastern Oklahoma into central Oklahoma with an extension of the authorized navigation project on the Arkansas River. CROSS-FLORIDA BARGE CANAL We believe that early completion of the Cross-Florida Barge Canal is for the best interest of, not only the midcontinent area and the State of Florida, but the entire country. Planning funds should be appropriated immediately for this project so that construction can be started at the earliest possible date. We urge the appropriation of funds to continue the construction of Barkley Dam on the lower Cumberland River at an orderly and economic rate. Percy Priest Reservoir A preris study showed this project to be feasible and economically justified. This study is in the process of being brought up to date. Subject to a continued finding of economic feasibility, we urge Congress to make funds available to itiate construction as soon as possible. Bartley Dom GREAT LAKES AREA We urge the early completion of the survey to determine the feasibility of a harbor on the shore of Lake Michigan in the vicinity of the mouth of Burns erway in Indiana. CALUMET-SAG IMPROVEMENT TO THE ILLINOIS WATERWAY commend Congress for appropriating funds to continue construction of the et-Sag Channel improvement and we urgently recommend that Congress inue to appropriate sufficient funds for its early completion. The Calumet-Sag improvement will provide an adequate waterway connection een the Mississippi River inland waterway system and Lake Michigan. It also serve the concentrated Calumet industrial district. Correction of the cal bottleneck at Calumet-Sag is of transcendant importance to the economy the entire Mississippi Valley. amet-Sag highway bridges We commend the 85th Congress for its action in authorizing the application the Truman-Hobbs Act formula to the construction and reconstruction of the ghway bridges crossing the Calumet-Sag Channel. Humet river We urge the immediate appropriation of total necessary construction funds the replacement of the three railroad bridges over the Calumet River be en Lake Michigan and Lake Calumet; also for the widening, deepening, and aightening of the channel in this section of the river to the new authorized |