port News and two anchorage areas opposite Sewells Point in Hampton Roads, Va., to a depth of 40 feet over a 1,200-foot swinging radius at an estimated cost of $7.095.000. The benefit-cost ratios for the foregoing improvements are 1.4 to 1 and 1.1 to 1, respectively. House Document 187: (1) Deepening Thimble Shoal Channel and Norfolk Harbor Channel upstream opposite Lambert Point to a depth of 45 feet over the currently authorized channel widths, except that Craney Island Reach of the Norfolk Harbor Channel is to be widened from 750 to 800 feet; (2) deepening above channel to Newport News to 45 feet; (3) deepening the four 40-foot anchorage areas referred to above to 45 feet, with the easternmost anchorage off Sewells Point opposite the U.S. Naval Station in Norfolk and the adjacent naval maneuvering area to be dredged first and the deepening of the remaining three anchorage areas to be deferred until the need therefor develops; (4) deepening first mile of southern branch of Elizabeth River channel to 40 feet over its existing width, and (5) provision of a turning basin in the southern branch opposite St. Julian Creek. The estimated cost of the improvements recommended in House Document 187 is $25,600,000 and the benefit-cost ratio is 5.1 to 1. The AMMI, on behalf of its member companies operating oceangoing vessels to terminals in Norfolk and Newport News, presented a statement to the Norfolk district engineer at a hearing held in January 1962 requesting navigation improvements in the above waterways, including provision of 45-foot channels to Newport News and to Lambert Point in Norfolk Harbor in order to accommodate large bulk carriers at fully loaded draft and thereby achieve economy of operation and reduction in transportation costs. The institute strongly recommends authorization of the above needed improvements. Mr. EDMONDSON. The next project. SAVANNAH HARBOR, GA. Colonel YOUNG. Savannah Harbor, Ga., sir, is on page 66 of the Senate report. Savannah Harbor comprises the lower 21.3 miles of the Savannah River which forms the boundary between the States of Georgia and South Carolina. Existing channel depths restrict passage of deep draft vessels to periods of high tides and do not permit full loading of the larger tankers and cargo vessels now using the existing project. In addition, present channel widths and limited turning areas restrict safe and expeditious maneuvering of vessels. The Chief of Engineers recommends a general plan of channel deepening and widening and enlargement of an existing turning basin at an estimated Federal cost of $7,112,000 subject to certain conditions of local cooperation. Local interests have indicated a willingness to meet the local cooperation requirements. The benefit to cost ratio is 1.3 to 1 Comments of the State and Federal agencies are favorable. The Department of the Interior urges that local interests acquire lands to replace those lands to be used as spoil disposal in the Savannah National Wildlife Refuge. This matter wil be coordinated during the preconstruction planning of the project. The Bureau of the Budget has no objection to the submission of this report. Mr. JONES. Are there questions? Mr. HARSHA. I notice in this proposal the price level goes to 1961 I believe most of them are 1963. Th Colonel YOUNG. It should make no substantial difference, sir. benefit should increase at the same time that the project costs increase maybe not at exactly the same proportion, but there should be a increase in both. Mr. CRAMER. What is estimated value of that land? Colonel YOUNG. Lands and damages are estimated at a cost of $5,713,000. I would have to separate out the damages from the lands, but that is the item. Mr. CRAMER. That is good enough. Has there been any rough estimate as to the 12 other reservoirs being recommended "for general plan and improvement"? Colonel YOUNG. In terms of acreage or cost, sir? Mr. CRAMER. Cost. Colonel YOUNG. I cannot find it in the report right now. I shall provide it for the record, if I may. (The information follows:) The cost of the 12 additional reservoirs included in the general plan but not recommended for construction is about $55 million. Mr. CRAMER. I would assume it would be rather substantial, would it not, as compared to the $18.6 million? Colonel YOUNG. The Falls Reservoir is the key project and by far the largest. Mr. BALDWIN. If the gentleman would yield. Colonel, I would like to ask a question. When you come in with a report which has a recommended plan, specific plan for improvement, involving one reservoir, and then you make this general commentalso it is recommended that a general plan of improvement, including 12 other reservoirs, be approved as a guide for future development, and so on, the cost estimate to justify the first project is shown, I would like to know this when Congress puts in a paragraph to the omnibus bill approving this report do you interpret we are approving only the one reservoir specifically defined by cost or are we, by our interpretation, approving the 12 other reservoirs where we have no cost stated as yet? Colonel YOUNG. It is our interpretation you are approving the one reservoir only and that we would come back for further authorization of the other reservoir projects as separate projects. Mr. BALDWIN. Fine. Mr. CRAMER. That is obvious. I understand that. At the same time, you are asking Congress to approve your recommendation that "a general plan of improvement, including 12 other reservoirs, be approved as a guide for future development." Is that not correct? Colonel YOUNG. Yes, sir. Mr. CRAMER. Without getting into the specifics of the cost-benefit ratios, local contributions, and so forth-the concept of the general river basin program with this proposed basin, plus 12 other reservoirs, is what you are asking us to approve. What I am concerned about is whether this does not give tacit approval to the entire project subject to submitting specific project authorizations and requests thereof. Colonel YOUNG. Sir, I would say you are giving approval to a concept or a plan for overall development of the basin but that it would be necessary to present the other individual reservoirs for authorization as a separate request for authorization. Mr. CRAMER. Something like the Columbia River Basin approach; is that right? 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 Colonel YOUNG. Yes, sir; for this type of project. As I indicated, this is in the main the requirement for the relocation of existing utility lines and items of that nature. Mr. HARSHA. You said there is no opposition from anyone so far as you know. Is there objection on the part of any Federal agencies? Colonel YOUNG. No, sir. Comments of the other Federal agencies are favorable. Mr. HARSHA. That is all I have, Mr. Chairman. (The statements of Congressman James A. Burke and American. Merchant Marine Institute, Inc., follow :) STATEMENT OF THE HONORABLE JAMES A, BURKE, U.S. REPRESENTATIVE, Mr. Chairman, I wish to thank you and the members of the Subcommittee on Rivers and Harbors for the opportunity to appear before you to speak in behalf of the Weymouth, Fore and Town River project which was among the projects included in S. 2300 passed by the Senate and referred to your committee. It is my understanding that no opposition was expressed to the Senate nor has there been any expressed to this committee. I feel that this project is vitally necessary to the city of Quincy and the town of Weymouth in Massachusetts. Town River is a tributary waterway of the port of Boston and lies entirely within the limits of the city of Quincy. The Town River is a tidal river, approximately 2 miles in length and empties into the Weymouth Fore River at Quincy Point. This river is chiefly used for transportation of petroleum products and the annual tonnage traffic increases each year. The Quincy Oil Co. is located about 1% miles from the mouth of the river and has a 30 million gallon oil terminal, receiving over 50 tankers a year. Present depths of the Town River will not accommodate the large tankers now in use and necessitates the use of barges to transport the fuel to the terminal from the tankers. Increasing the depth to 35 feet and widening the river will provide adequate channel depths and widths for larger ships to carry the prospective commerce on the waterway as well as the existing commerce. Other oil companies as well as ship repair yards and the Quincy Electric Co. are located on the waterway in question. The latter will require the use of deep-draft traffic for receipt of fuel in line with construction of a new generating plant The Weymouth-Fore River is the location of the General Dynamics/Electric Boat Division Quincy Yard which is one of the largest and most complete shipbuilding plants on the Atlantic coast. It is equipped with 12 launching ways and 3 mooring basins. Also on this river is the Boston Edison Co.'s Edgar Station and the Cities ServIce Oil Co. The benefit from the completion of this project will be felt by these concerns and assist in the population, industrial and commerical growth of the complete south shore area of which Quincy and Weymouth play a leading role. STATEMENT OF AMERICAN MERCHANT MARINE INSTITUTE, INC., IN SUPPORT OF WEYMOUTH-FORE AND TOWN RIVERS IMPROVEMENT PROJECT, BOSTON HARBOR, Mass. The report of the Chief of Engineers of the Department of the Army contained In House Document 247 (88th Cong.), as developed by the division engineer, New England division, and approved by the Board of Engineers for Rivers and Harbors and Secretary of the Army, would provide for (1) deepening the present 30and 27-foot channels in Weymouth-Fore and Town Rivers, respectively, to 35 feet, mean low water; (2) widening the channel in Hingham Bay generally from 50 to 400 feet; (3) dredging a 400-foot-wide channel above the Fore River Bridge: (4) widening Town River Channel from 250 to 300 feet with increased width on the bends; (5) enlarging and deepening to 35 feet the existing turning basin in Town River, and (6) dredging a 35-foot turning and maneuvering basin 52-529-65-pt. 1- 3 at the confluence of the two rivers in King Cove at an estimated cost of $12,500,000. The benefit-cost ratio for this improvement project is computed at 3.4 to 1. A number of member companies of the institute operate oceangoing bulk carriers to terminals on the above waterways. The AMMI presented a statement to the New England division engineer at a public hearing held in May 1960 in which we urged the deepening of the channels in Weymouth-Fore and Town Rivers to 35 feet; enlarging and deepening the turning basin in Town River to 35 feet and certain other improvements which are reflected in the report and recommendations of the Chief of Engineers as set forth in House Document 247. We submitted statistics revealing that savings in transportation costs would accrue as the result of the operation of deeper draft vessels on a 35-foot channel in the above waterways. One of the principal factors which determines the price of a product to the ultimate consumer is the transportation cost involved. Accordingly, any increase or decrease in the cost of transportation will have a corresponding effect on the consumer price structure. The AMMI, therefore, strongly recommends the authorization of the Weymouth-Fore and Town River improvement project as recommended by the Chief of Engineers in House Document 247. Mr. JONES. If not you may proceed with the next project. NEW YORK AND NEW JERSEY CHANNELS, N.Y. AND N.J. Colonel YOUNG. New York and New Jersey Channels, N.Y. and N.J. This is on page 50 of the report. The New York and New Jersey Channels comprise the waterway extending around the west side of Staten Island, N.Y., from lower New York Bay through Kill Van Kull to upper New York Bay. Of specific interest is the Kill Van Kull entrance to upper New York Bay, a length of approximately 1.1 miles. This entrance is one of the most important links in the waterway system of New York Harbor. The major difficulty to navigation is the insufficient width of this entrance channel for existing and prospective commerce. The Chief of Engineers recommends that the entrance to Kill Van Kull channel from the upper New York Bay be widened at an estimated Federal cost of $2,581,000 for construction and $20,000 annually for maintenance dredging in addition to that now required subject to certain requirements for local cooperation. Local interests have indicated a willingness to meet the local cooperation requirements. The benefit-to-cost ratio is 2.6 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 to Congress. (The statement of American Merchant Marine Institute, Inc., follows:) STATEMENT OF THE AMERICAN MERCHANT MARINE INSTITUTE, INC., IN SUPPORT OF IMPROVEMENT OF KILL VAN KULL, NEW YORK HARBOR The Chief of Engineers, with the approval of the Secretary of the Army, has recommended the widening of the entrance to Kill Van Kull from upper New York Bay from 800 to 1,400 feet to a point near the intersection with the channel along the New Jersey pierhead line, thence narrowing to a minimum width of 1,000 feet at a point opposite Constable Hook, N.J.. and thereafter converging into the 800-foot-wide channel in Kill Van Kull which is part of the New York and New Jersey channel system. The estimated cost of this improvement is $2,581,000. The benefit-cost ratio for the improvement is computed at 2.6 to 1. A considerable number of vessels operated by member companies of the institute navigate the entrance to Kill Van Kull in entering and leaving Newark Bay and the New York and New Jersey channels. Early in 1962 the AMMI asked |