Jacksonville Harbor project, which was authorized by the Rivers and Harbors Act of March 2, 1945, be modified: (1) to provide maintenance of the existing ocean entrance to 42 and 40 feet deep; (2) deepening of the interior channel to 38 feet to the Jacksonville municipal docks and terminals; and (3) widening of the channel near mile 5 and mile 7 by 100 and 200 feet, respectively.

The report recommending these needed improvements has been approved by the Bureau of the Budget and the Department of the Army. I am very hopeful that the item to make the recommended improvements will be included in the public works authorization bill for this year.

The Corps of Engineers survey-review report and the recommendation to the Bureau of the Budget for the deepening of the channel in the St. Johns River at Jacksonville from 34 to 38 feet upstream to mile 20, at the municipal docks and terminals, is economically justified with a benefit-cost ratio of 2 with an estimated first cost of $8,710,000. This project has the full support of the Jacksonville Port Authority, the local sponsor (which will share in the costs), and the Florida Board of Conservation.

I would also like to add, Mr. Chairman, that local interests, taking a look into the very near future, believe that the Jacksonville Harbor should be deepened to 38 feet to mile 24, which is near the center of the city, a populous hub for 1 million north Florida residents. I share their views on this and hope it can be accomplished.

The effective utilization of the Cross-Florida Barge Canal demands the increased deepening of the channel to handle a massive interchange between barges and deep-draft ocean vessels. Combining the Cross-Florida Barge Canal, an authorized project which now is being constructed in a joint Federal-State effort at an adequate pace, with the deepening of the Jacksonville Harbor will mean tremendous savings to shippers throughout the Nation and, indeed, throughout the world. Recently a new phosphate, chemical, and fertilizer development has emerged in north-central Florida which will add to the economic justification of not only the Cross-Florida Barge Canal, but also of the Jacksonville Harbor. The Director of the Civil Works of the Corps of Engineers has informed me that the deepening of the channel to mile 24 to a maximum of 38 feet is economically justified when the project is taken as a whole, and the benefit-cost ratio is then 1.6. I have introduced legislation now pending before your committee to accomplish this; H.R. 59.

Bank protection and dredging work by Duval County, dredging to access channels and slips to connect the terminals with the ship channel, periodic dredging to maintain adequate depths at piers and slips, has cost local interests over $2,500,000. Capital expenditures for terminal facilities along the harbor, all constructed with local funds, represent an investment of several hundred million dollars. The municipal facilities alone cost over $10 million. These terminal facilities include 105 waterfront facilities, 5 municipal docks on 3 slips for public use, 27 commercial terminals, 4 of which are open to the public, 17 oil terminals and connecting tank farms 1 of which is for U.S. Navy use and 2 are for municipal electric plants, several marine repair facilities including piers and drydocks capable of serving large vessels up to and including supertankers, and other commerical facilities constructed along the 50 miles of harbor frontage.

Freight traffic in Jacksonville Harbor has more than tripled since World War II. In 1946, 2,540,000 tons of traffic were moved through the harbor and in 1962, 8,671,000 tons were moved. More than half of the tonnage handled consists of petroleum and petroleum products delivered in seagoing tankers. The tributary area for tanker deliveries comprises all or part of 37 counties in northeast Florida and southeast Georgia with a present population of over 1 million. A long-term trend in use of supertankers to deliver petroleum products to seaports like Jacksonville Harbor is firmly established. The existing 34-foot channel depth is not sufficiently deep for full loaded supertankers: they require a 38-foot depth. Cost of delivery by supertankers loaded to capacity is substantially less than the delivery cost by smaller tankers or by supertankers partially loaded.

Jacksonville is the gateway port to the Southeast and serves as a great transportation center for the whole South with connecting links to all parts of the United States. I would also like to add that with the deepening of the Jacksonville Harbor it will play a more significant part in the national defense of our country. The current crisis in the Caribbean and the continued threat of communism in the Western Hemisphere make this particular section of the country

a crucial transport link for men and supplies. The huge naval complex in the Jacksonville area, including the Mayport Naval Station at the mouth of the St. Johns River, serves as a feeding point for current and future military deployments to Central and South America.

I deeply appreciate the opportunity to make this statement to your committee on the approved project to deepen the Jacksonville Harbor.

STATEMENT OF AMERICAN MERCHANT MARINE INSTITUTE. INC., IN SUPPORT OF JACKSONVILLE HARBOR IMPROVEMENT PROJECT, FLORIDA

The Chief of Engineers, Department of the Army, upon recommendation of the Jacksonville district engineer. South Atlantic divison engineer and Board of Engineers for Rivers and Harbors has recommended (1) maintenance by the Federal Government of the ocean entrance channel to the St. Johns River at a depth of 42 feet beyond the jetties and 40 feet within the jetties; (2) widening of the St. Johns River channel from 400 to 500 feet opposite Sisters Creek and from 480 to 680 feet off St. Johns Bluff; and (3) deepening the channel from 34 to 38 feet from the Atlantic Ocean to the Talleyrand docks and terminals, at mile 20 in Jacksonville Harbor. The estimated cost of the foregoing improvement is $8,484,000. The benefit-cost ratio for the improvement is 2 to 1.

About 14 companies, 11 of which are members of the institute, operate oceangoing bulk carriers to terminals on the St. Johns River in Jacksonville Harbor. The terminals to which vessels of the companies operate are all located in the area up to mile 20 in Jacksonville Harbor with the exception of three companies whose terminals are situated between mile 20 and 24.

The institute, at a hearing held by the Jacksonville district engineer, recommended that the St. Johns River channel be deepened to 38 feet from the ocean to the termination of the Federal deepwater channel at mile 24 at Commodore Point. We also urged provision of an anchorage area or turning basin in the vicinity of Long Branch range and a turning basin off the Talleyrand docks and terminals. Neither of these latter proposals was adopted by the Corps of Engineers. The provision of the 38-foot depth in the St. Johns River channel will enable the companies to operate ships of greater dimensions and deeper draft and therefore carry more cargo at less cost.

The institute supports the deepening of the St. Johns River channel to 38 feet up to the Talleyrand docks and terminals at mile 20 as recommended by the Chief of Engineers in House Document 214 (89th Cong.). We strongly urge, however, that the House Committee on Public Works incorporate an amendment in the River and Harbor Act of 1965 (S. 2300), now under consideration by the committee, to provide that the 38-foot channel shall extend to Commodore Point at mile 24 in Jacksonville Harbor. Unless the deep channel is extended to Commodore Point, the economic and competitive position of the the companies located in the area between miles 20 and 24 will be adversely and seriously affected since they would be deprived of the economic advantages and benefits of the 38-foot channel that will be enjoyed by the companies whose terminals are located on the St. Johns River up to mile 20.

We wish to call your atention to the fact that in a letter dated April 8, 1965, addressed to Congressman Charles E. Bennett, of Florida, Maj. Gen. Jackson Graham, Director of Civil Works, Department of the Army, Washington, D.C., stated as follows: "If the economic evaluation for Jacksonville Harbor project were computed as a whole, from the ocean to mile 24, the 38-foot improvement would be economically justified by a benefit-cost ratio of $948,000/$598,000, or 1.6." Unfortunately, the economic evaluation of the St. Johns River improvement project was computed on the basis of increments of channel length which prevented the extension of the proposed 38-foot channel from miles 20 to 24. The benefit-cost ratio of 1.6 to 1 certified by General Graham for the deepening of the St. Johns River channel from the ocean to mile 24 certainly compares favorably with the benefit-cost ratios for other improvement projects which have been incorporated in the current river and harbor authorization bill, S. 2300, upon the recommendation of the Chief of Engineers. The Jacksonville Port Authority and other local interests have also gone on record as favoring the deepening of the St. Johns River channel to 38 feet from the ocean to Commodore Point.

The institute wishes to make clear, however, that consideration of the above amendment should not be permitted to interfere with the authorization of the Jacksonville Harbor improvement project in the River and Harbor Act of 1965

as recommended by the Chief of Engineers in House Document 214, since the 38-foot channel would benefit at least eight of our member companies.

Mr. JONES. The next report.

PONCE DE LEON INLET, FLA.

Colonel YOUNG. Ponce de Leon Inlet, Fla., on page 56 of the Senate report.

Ponce de Leon Inlet is on the east coast of Florida about 57 miles north of Canaveral Harbor. It is a natural waterway connecting the Atlantic Ocean with the Halifax River and the Indian River north. The principal difficulties to navigation result from inadequate depths across the ocean bar and continued shifting of the bar channel. The Chief of Engineers recommends improvement of Ponce de Leon Inlet for small craft navigation and beach improvement by the provision of navigation channels and ocean jetties at the inlet entrance together with sand bypassing facilities. The estimated Federal cost is $1.104,000 subject to certain requirements of local cooperation, including a cash contribution of $1,345,000 for construction, and an advance cash contribution of $1,379,000 toward the cost of operation and maintenance by the Corps of Engineers. Local interests have indicated willingness to meet the requirements of local cooperation. The benefitto-cost ratio is 1.3 to 1. Comments of the State and Federal agencies are favorable. The Bureau of the Budget has no objection to the submission of this report.

Mr. JONES. Are there questions?

Mr. BALDWIN. I have one question, Mr. Chairman.

I notice the biggest single benefit is recreational boating, $180,000 Am I correct that in the case of recreational boating, small craft har bors, you gave consideration to only one-half the potential benefit Colonel YOUNG. That is correct, sir. That is why the cash contribu tion of the local interests on this project is so large.

Mr. BALDWIN. In other words, they are required to put up one-half? Mr. WEINKAUFF. We take into account all the benefits, but the cos sharing is based upon a 50-50 formula.

Mr. BALDWIN. For the recreation?

Mr. WEINKAUFF. For the recreational boating; yes, sir. Full bene fits are taken into account.

Mr. HARSHA. You take into consideration all benefits, but when yo figured the benefit-cost ratio, did you take into consideration all cost even though they are only 50 percent Federal?

Colonel YOUNG. All costs are also included in the computation yes, sir.

Mr. HARSHA. The local costs?

Colonel YOUNG. Yes, sir.

Mr. HARSHA. That is all I have, Mr. Chairman.

Mr. JONES. The next project.

BROWARD COUNTY, FLA.

Colonel YOUNG. Broward County, Fla., sir, is on page 20 of th Senate report.

Broward County is on the lower east coast of Florida about 300 mil south of Jacksonville and about 30 miles north of Miami. It has abo 24 miles of ocean shore and includes Hillsborough Inlet located abo

4 miles south of the Palm Beach County line. The principal difficulty to navigation in Hillsborough Inlet results from inadequate depths across the ocean bar and continued shifting of the bar channel. At a number of locations along the shoreline of Broward County serious erosion has taken place and has undermined or is threatening to undermine valuable shore front properties. The Chief of Engineers recommends beach erosion control for the north section from the county line to Hillsborough Inlet; a combined navigation and beach erosion control project for Hillsborough Inlet and the shore from the inlet to Port Everglades Harbor and beach erosion control from Port Everglades Harbor south to the south county line. The estimated Federal cost is $1,093,000 subject to certain requirements of local cooperation, including a cash contribution of $4,485,000. Local interests have indicated their willingness to comply with all requirements for local cooperation. The benefit to cost ratio is 3 to 1. Comments of the State and Federal agencies are favorable. The Bureau of the Budget has no objection to the submission of this report.

Mr. JONES. Are there questions?

Mr. HOWARD. I have a question, Mr. Chairman.

Concerning beach nourishment, is it the thought of the Corps of Engineers that this is preferable now to the building of groins or jetties, and in the future will you continue to recommend this nourishment for ocean front beaches, rather than the building of groins or jetties?

Colonel YOUNG. It depends on the specific type of the beach under consideration, sir. In some of the propects which I will present here later, we do propose the construction of groins. So we have not given up on the construction of groins or jetties. For this particular reach of beach, the nourishment and the building of the dune is considered to be the best feasible or possible solution.

Mr. JONES. The next report.

EAST PASS CHANNEL, FLA.

Colonel YOUNG. East Pass Channel, Fla., sir, is on page 29 of the Senate report.

East Pass is on the northwest Florida coast. It is the only direct entrance from the Gulf of Mexico into Choctawhatchee Bay and is located between the eastern end of Santa Rosa Island and Merino Point, a mainland peninsula separating the greater part of the Choctawhatchee Bay from the Gulf of Mexico. The major problem in the existing Federal project is the abnormal amount of maintenance required. particularly over the ocean bar to maintain the authorized project depths.

The Chief of Engineers recommends relocation of the entrance channel to a more central position in the inlet and stabilization of that channel by twin jetties at the seaward end of the channel at an estimated Federal cost of $1,151,000 subject to certain requirements of cal cooperation, including a cash contribution of $493,000. Local interests have indicated their willingness to meet the requirements of local cooperation. The benefit-to-cost ratio is 2 to 1. Comments of The State and Federal agencies are favorable. The Bureau of the Budget has no objection to the submission of this report.

Mr. JONES. What type of vessels use this port facility?

Colonel YOUNG. Essentially three types, sir. There is some commercial fishing, there is a considerable amount of recreation-type boating and sport fishing, and then there are some Department of Defense Air Force boats which use them for range control on the missile program at Eglin Air Force Base.

Mr. JONES. Are there questions?

Mr. HARSHA. I did not understand what the witness said about national defense. I see $48,000 attributable to national defense. How is this port used in that respect?

Colonel YOUNG. As I have indicated, sir, the Air Force from Eglin Air Force Base has seven boats which go out into the ocean during missile firings out over the ocean. They use them for range control, safety, and other types of defense operations. These benefits are included in the total benefits of the project.

Mr. HARSHA. Is that the only use you have attributable to national defense?

Colonel YOUNG. Yes, sir.

Mr. HARSHA. What do you mean by harbor or refuge?

Colonel YOUNG. Harbor of refuge is for small-type craft in case of storm warnings, craft which are sailing in the gulf or moving in the gulf. The harbor of refuge is a place where these boats can go to ride out the storm. These are not defense vessels, sir. They are regular pleasure-type as well as commercial fishing vessels.

Mr. HARSHA. How did you ever arrive at the figure of $20,000 for harbor of refuge benefits and $48,000 for national defense? Why did you pick that in this particular instance and not in some others?

Colonel YOUNG. I can answer the way the national defense benefits were arrived at, sir. Then I will have to provide for the record exactly how the harbor of refuge benefits were arrived at.

As far as the national defense benefits, these are based on saving in traveltime and operating costs for military vessels used in the op eration of Eglin Air Force Base. There are two 173-foot naval patro craft assigned to this operation which are berthed and operated from Panama City, which is 50 miles away, because they cannot use th pass. In addition, seven other vessels assigned to the base operation can use East Pass. The added distance and travel time which woul be eliminated by improvement of East Pass was estimated at $27 t $48 per hour, depending on the size of the vessel, in the savings fro the reduced distance which they would travel to go back and fort from the gulf to Eglin Base using East Pass Channel as opposed t using the other channel some 50 miles away.

Mr. HARSHA. I suppose the reason you took credit for national d fense benefits is that at some of these other ports there may not ha been such an existing situation, but generally there would be a existing situation as a harbor of refuge at many of the ports you a talking about, but this is the first time I have seen this particul benefit listed. Why did you take it in this instance and not in sor of the others?

Colonel YOUNG. I believe, sir, where the harbor of refuge benef are apparent in other projects of the smaller, shallower type navig tion projects, those benefits are taken.

Mr. HARSHA. They are?
Colonel YOUNG. Yes, sir.