follow me on that project and also with this impressive delegation from the Trinity River in Texas who will follow and discuss the highly important Trinity River project which we are so interested on the gulf coast as an important tributary feeder to the Gulf Intracoastal Waterway.

Mr. RABAUT. We shall insert your statement in the record at this point.

The statement referred to follows:)

STATEMENT OF DALE MILLER, EXECUTIVE VICE PRESIDENT OF THE INTRACOASTAL CANAL ASSOCIATION OF LOUISIANA AND TEXAS

Mr. Chairman and gentlemen of the subcommittee, my name is Dale Miller and Iam executive vice president of the Intracoastal Canal Association of Louisiana and Texas, with principal offices in Houston. It is my privilege to appear before you again today, as I have each year for a considerable period of time, to recommend the appropriation of sufficient funds to continue the improvement and efficient operation of the Gulf Intracoastal Waterway system, and related shallow-draft and deep-draft projects along the arc of the gulf coast between the Mississippi River and the Rio Grande. A number of these projects will be represented by well-informed witnesses during the course of your hearings, and I shall not encumber the record by presenting repetitious testimony. It shall be my function to depict a broader picture of this impressive navigation development on the gulf coast.

Our Intracoastal Canal Association was organized in 1905, more than half a century ago, and through the years it has cooperated actively with the Congress and the Corps of Engineers in the creation of the Gulf Intracoastal Waterway system, a complex of navigation facilities which has come to be regarded as the most remarkable artery of transportation in America. It has achieved by far the highest ratio of benefits-to-costs of any waterway in the nation, and its annual commerce is now approaching ten times the figure predicted for it when it was officially authorized by Congress. It is a noteworthy fact that this intracoastal canal now returns each year $14.80 in savings in transportation costs for every dollar expended by the Federal Government in its construction, maintenance, and operation.

I am aware that these facts are known to many Members of Congress, and certainly to the members of this subcommittee who have been close to this subject for many years; but I review them briefly here to place in proper perspective my appearance before you in behalf of sufficient appropriations to perpetuate the worthwhile service being rendered by the intracoastal canal. I have no hesitancy in asserting that its unexampled record of service in the past fully justifies your favorable consideration of its needs.

Along the 700-mile crescent from the Mississippi to the Rio Grande a number of important navigation projects are being constructed and improved with Federal funds. We have carefully examined the Bureau of the Budget's recommendations with respect to them, particularly in relation to the engineering capabilities: and we are gratified to report that in our opinion the funds recommended by the budget are adequate in most cases to assure the prosecution of a realistic public works program for the next fiscal year. To be sure, in a few Pases additional sums should be provided to conform to the engineering capaalities, but in a majority of the cases the amounts recommended should be

adequate.

With respect to the Gulf Intracoastal Waterway itself, there is one highly important project in Louisiana, and three in Texas, which are now under construction, and in all four instances the amounts set forth in the budget recommendations should suffice. In fact, the $4,166,000 recommended for the Plaquemine-Morgan City route in Louisiana is expected to complete that vitally needed project: and the $956,000 proposed for the Colorado River channel to Bay City in Texas should be sufficient to complete that project also. The $1,400,000 recommended for the Guadalupe channel to Victoria, and the $1,600,000 recomtion on those two other Gulf Intracoastal Waterway projects in Texas. An immended for the channel to Port Mansfield, will considerably advance construcportant tributary channel in Louisiana, the Barataria Waterway, received a recommendation of $1,116,000, and that amount should also prove sufficient.

The deepwater ports and channels in Louisiana and Texas are virtually important to our Intracoastal Canal Association as the shallow-draft projec 'with which we are more directly identified, because in many busy localities tho channels coincide with the intracoastal canal, and, in any event, the Gulf Intrig coastal Waterway links them all together in an efficiently integrated transporti tion system. In Louisiana, the Mississippi River (Baton Rouge to gulf) proje was allotted $2 million in the Bureau of the Budget report, and that figul should suffice. An additional $500,000 could be expended during the fiscal yea but in view of the testimony of the U.S. division engineer that the additions sum would not advance the completion date of the project we do not urge tha it be provided at this time. On the other hand, the Mississippi River-gulf outle was accorded a recommendation of $8,700,000 for the next fiscal year, and i is our information that an additional $2,010,000 could be economically expended Since it appears that the appropriation of the larger figure would advance the completion date by 6 months, we recommend, in the interest of economy an efficiency, that the full $10,760,000 be provided.

With regard to the deepwater projects in Texas, the Bureau recommendations generally conform to the engineering capabilities, except in the case of the Sabine-Neches Waterway where the allocation of $1,800,000 should be supplemented with additional funds; the appropriation of a sum larger than the Budget estimate would advance completion of this important project, and we thus recommend that such action be taken. The $100,000 recommended for Brazos Island Harbor, and the $899,000 recommended for Freeport Harbor, will prove ample in both cases. The same is true with respect to the $1,500,000 recommended for the Port Aransas-Corpus Christi Waterway, but we respectfully call the subcommittee's attention to the fact that the impressive growth being experienced in the Corpus Christi area will soon merit the appropriation of funds to begin construction of the authorized 40-foot channel project. Two other projects in Texas, the Galveston seawall and the Corpus Christi bridge. were allocated $2,700,000 and $512,000, respectively, in the budget report, and those sums appear to be adequate.

Planning and survey funds are vitally important, for without adequate appropriations in those classifications a realistic and beneficial public works program could not be perpetuated; and, accordingly, we recommend the appropriation of sufficient funds for those purposes. The Bureau recommended, in survey funds for navigation projects in Louisiana, $9,000 for the Gulf Intracoastal Waterway, $5.200 for Bayou Bon Fouca, $24,000 for the Calcasieu River salt barrier, and $15,100 for Terrebonne-Caillou Dularge; and those amounts, deemed sufficient for the fiscal year, should be appropriated.

With respect to Texas projects, however, some augmentation of the recommended planning and survey sums would provide for a more efficient program. The important comprehensive survey of the Trinity River was allocated $250,000 in the Bureau report, and testimony presented to the subcommittee has disclosed that an additional $71,000 could be economically expended during the next fiscal year. The importance of this study is so pronounced that we unhesitatingly recommend that Congress provide at least the full amount of $321,000 to conform to the engineering capabilities. The Sabine-Neches Waterway received a recommendation of $25.000 in survey funds, and, inasmuch as the total cost of this study, is only $35.000, it is our recommendation that the additional $10.000 be provided. We are cognizant of the fact that the U.S. Division Engineer suggested in his testimony that $25,000 would be sufficient at this time, but we understand that recent developments indicate that the additional $10,000 might be needed during the fiscal year, and certainly the effectiveness of the study should not be handicapped by the failure to have readily available the small additional amount to complete it. Another important project is the Matagorda Ship Channel, for which $266,000 in planning funds was recommended, and of course the sum should be appropriated. Planning on this important project is so far advanced that construction funds will soon be required, and we recommend that such appropriations for construction be made at the earliest propitions time.

We recommend, also, the appropriation of $4,000 for a navigation study of the Gulf Intracoastal Waterway (channel to Palacios). Though this particular project was not contained in the budget report. it is nonetheless meritorions. and the total cost of $4,000 is such a modest figure, particularly in relation to the economic benefits which can be anticipated, that we recommend its inclusion in the bill.

We are informed that the Public Works Committee of the House or Senate being requested to direct the Corps of Engineers to undertake a new navigastudy to determine the need for improvement of the Port Aransas-Corpus Christi Waterway project. This new survey will doubtless prove important to th shallow-draft and deep-draft navigation in that rapidly developing area, nd we respectfully urge the allocation of such funds as may be required, if d when the navigation study is authorized by committee action. It is our further understanding that a somewhat similar situation exists with respect to the proposed Wallisville Reservoir on the lower Trinity River. This project is a modification of an earlier authorization, and is now being processed by Government agencies. If the project can be sufficiently advanced during the present session of Congress to become eligible for appropriations, we recommend that the sum of $75,000 in planning funds be incorporated in the bill.

In conclusion, gentlemen, our Intracoastal Canal Association desires to stress most strongly the obvious need for greater appropriations for maintenance of our existing river and harbor projects. For a number of years, inadequate maintenance has frequently reduced the service rendered by these navigation facilities with a resultant loss in the benefits which became attainable upon their construction. We strongly recommend a progressive increase in maintenance funds over a period of the next few years, so that all navigation facilities placed in service may operate to their maximum efficiency.

Mr. RABAUT. I see Congressman Young, of Texas, in the room. Mr. YOUNG. I represent the 14th Congressional District of Texas. The projects that we are interested in here today are all budgeted and approved projects. I am going to give my time now to Mr. Orr.

STATEMENT OF MR. DUANE ORR

Mr. ORR. Mr. Chairman and gentlemen of the subcommittee, my name is Duane Orr, and I am district engineer for Nueces County Navigation District No. 1, Corpus Christi, Tex., in whose district the Port Aransas-Corpus Christi Waterway is located.

REQUEST FOR FUNDS TO CONTINUE WIDENING THE PORT ARANSAS-CORPUS CHRISTI WATERWAY

I appear before you today in support of the Bureau of the Budget's recommendation that $1,500,000 be appropriated to continue the widening of the Port Aransas-Corpus Christi Waterway from 250 feet to 400 feet during fiscal year 1961.

DESCRIPTION OF THE WATERWAY

The Port Aransas-Corpus Christi Waterway is located on the southern coast of Texas about 150 miles north of the Rio Grande River, which separates Texas and the Republic of Mexico. The waterway consists of a main channel extending from the Gulf of Corpus Christi Bay into Nueces Bay near the mouth of the Nueces River, a distance of 31.35 miles (see figure No. 1), and two branch channels, one channel extending to the U.S. Naval Air Station, and the Reynolds Metals Co. The two branch channels have a com

Mexico across

plants of

bined length of 14.4 miles.

Christi, Tex., was authorized by Congress in 1922. The original chanThe first deepwater channel between the Gulf of Mexico and Corpus nel had a depth of 25 feet and a bottom width of 200 feet. During subsequent years, Congress authorized additional improvements to the

waterway and from time to time appropriated funds to make these in provements. The main channel, which extends from the Gulf of Mexico to Viola, Tex., a distance of 31.35 miles, has a depth of 36 fee and a minimum bottom width of 250 feet across Corpus Christi Bay About one-fourth of the length of the channel across the bay, begin ning at the gulf, has been widened to 400 feet, while another one fourth is under contract.

AUTHORIZED WATERWAY IMPROVEMENTS

Deepening the main channel of the Port Aransas-Corpus Christi Waterway from 34 feet to 36 feet, and widening the section across Corpus Christi Bay from 250 feet to 400 feet, was authorized by the 80th Congress, 2d session (H. Doc. 560) on June 30, 1948. Work on the project under this authorization is now underway.

Additional improvements, including deepening of the main waterway to 40 feet, and the widening of the Industrial Canal to 400 feet, was authorized by the 85th Congress, 2d session (H. Doc. 361); however no work has been undertaken on the project under this authorization.

PREVIOUS APPROPRIATIONS FOR THE 36- BY 400-FOOT PROJECT

The 84th Congress, 2d session, based on the Bureau of the Budget's recommendation, appropriated $330,000 to commence the dredging of the 36- by 400-foot project, from the Gulf of Mexico to Tule Lake, Tex. The 85th Congress, 1st session, appropriated $800,000 to continue the work, and the 85th Congress, 2d session, appropriated an additional $1,300,000 for the work. The 86th Congress, 1st session, appropriated $1,300,000 to continue dredging on the project during fiscal year 1960.

JUSTIFICATION FOR DEEPENING AND WIDENING THE WATERWAY

the

In 1926, the first year that the waterway was opened to traffic, waterborne commerce totaled 6,170 tons and 17 sailings, while in 1959, 33 years later, waterborne commerce on the waterway totaled 23,872,412 1 tons and 2,667 sailings. Except during the war years, waterborne commerce of the Port Aransas-Corpus Christi Waterway has shown a consistent growth. Waterborne commerce on the waterway during each of the last 10 years is shown in table No. I on the following page. In 1959, the Port Aransas-Corpus Christi Waterway, serving Corpus Christi Bay area, was among the top 4 ports in Texas, and among the top 10 coast ports. Petroleum, petroleum products, and petrochemicals represented 772 percent of the total commerce on the waterway. The present commerce now moves in barges and small tankers, however, upon completion of the wider channel, and removal of the bascule bridge at the entrance to the Corpus Christi turning basin, it is anticipated that a greater percentage of the tonnage will move in supertankers. Likewise, large ore carriers are expected to take advantage of these improvements and discharge at the navigation district's modern bulk materials dock on the Tule Lake Channel.

1 Statistics of Nueces County Navigation District No. 1.

1

TABLE 1.—Annual waterborne commerce and traffic on the Port Aransas-Corpus Christi Waterway

Tonnage and sailings from Corpus Christi include main harbor, Ingleside, and La Quinta. Statistics of Nueces County Navigation District No. 1. Other statistics are those of the Corps of Engineers.

Supertankers now load at Atlantic Refining Co.'s and Humble Oil Co.'s docks located on Harbor Island, Tex., near the jetty entrance to the Gulf of Mexico, and at Sun Oil Co.'s dock located near Ingleside, Tex. In the past, sailing drafts of tankers loading at these docks has been limited to the channel depth available at the time of loading. Each deepening of the channel has been justified by a corresponding increase in loaded drafts of the tankers using the waterway. The percentage increase in loaded drafts of tankers using the waterway, since deepening from 34 feet to 36 feet began, is shown in table No. II below.

TABLE II-Increased drafts of loaded tankers using Port Aransas-Corpus Christi

waterway [In percent]

The percentage of tankers loading to drafts in excess of 31 feet has varied only slightly during the past 4 years, although some sections of the channel has been deepened to the authorized 36-foot depth. During this period, the significant change has been in the increased percentage of tankers loading to drafts in excess of 34 feet. There was a slight decrease in the percentage of tankers loading to drafts in excess of 35 feet in 1958 over 1955; however, the percentage of tankers loading to drafts of 34 feet and over increased 5.9 percent during the same Period. This gradual increase in loaded drafts of tankers in excess 34 feet clearly indicates that the smaller ships are being replaced larger tankers with greater drafts.

of

b

The increased draft of ore carriers using the La Quinta Branch annel after completion of the deepening to the authorized 36-foot epth was even more significant.

After the channel was deepened to 36 feet, ore carriers with loaded ts of 31 feet and over increased from 34.78 percent in 1957, to 80