Potter, mile 479.8, is included in a 102-acre tract which has been acquired by local interests for development of a park. A small natural channel connects the lake with the Mississippi River. The most suitable plan for improvement consists of providing a small-boat harbor in the downstream portion of Lake Potter to provide accommodations for 200 resident craft and berths for transient craft. This could be accomplished by enlargement of the outlet of the lake to provide an entrance channel having a bottom width of 100 feet and a depth of 6 feet plus 2 feet of overdepth below the flat pool level of pool No. 16, elevation 545.0 above mean sea level; construction of the necessary facilities within the boat harbor; and a dike across the neck of Lake Potter to separate the boat harbor from the recreational area in the upstream portion of the lake. The dredged material would be utilized in construction of a levee about 3,050 feet long around the major portion of the harbor area. The district engineer believes that the Federal Government should dredge and maintain the entrance channel and that local interests should provide the necessary land, easements, and rights-of-way slips and mooring facilities, a boathouse, parking area, utilities, access roads, and the dike across the neck of Lake Potter. The district engineer recommends that the United States participate in the construction of such a harbor by widening and deepening the entrance channel to Lake Potter to a width of 100 feet and a depth of 6 feet generally in accordance with the plan outlined in his report, subject to certain conditions of local cooperation. The division engineer concurs.

The Board of Engineers for Rivers and Harbors concurs generally in the views of the reporting officers. A harbor for small boats to serve both local and transient craft is needed in the vicinity of Rock Island, Ill., in the pool created by lock and dam No. 16, in order to provide safe moorage, suitable storage, and to eliminate numerous passages through lock No. 15 by small craft operating in pool No. 16 if required to use mooring facilities at Davenport, Iowa. Prospective benefits are sufficient to warrant the expenditure of the necessary funds. The Board recommends the construction of a small-boat. harbor in Lake Potter at the downstream limits of the city of Rock Island, Ill., by deepening and widening the entrance channel from the Mississippi River into Lake Potter to a depth of 6 feet and a width of 100 feet, generally in accordance with the plan of the district engineer and with such modifications thereof as in the discretion of the Chief of Engineers may be advisable.

In accordance with existing law a copy of the Chief of Engineers' proposed report was furnished the Governor of Illinois for comment. He approved the project as set forth in the report.

In accordance with section 4 of Executive Order No. 9384 the report was submitted to the Bureau of the Budget for information as to the relationship of the proposed report to the program of the President. The Bureau of the Budget advised that there would be no objection to the submission of the report to Congress.

The Chief of Engineers after due consideration of these reports concurs in the views and recommendations of the Board.

The improvement is recommended provided that responsible local agencies give assurances satisfactory to the Secretary of the Army that they will: (a) furnish without cost to the United States all necessary land, easements, and rights-of-way for construction and

maintenance of the improvement, when and as required; (b) hold and save the United States free from damages due to the construction and subsequent maintenance of the project; (c) provide and maintain without cost to the United States an access road, a parking area, a boathouse, and the necessary mooring facilities and utilities, including a public landing with suitable servicing and supply facilities open to all on equal terms; (d) maintain the levee around the major portion. of the harbor area constructed from the materials dredged from the entrance channel; and (e) establish a competent and properly constituted public body empowered to regulate the use, growth, and free development of the harbor facilities.

The cost to United States for construction is estimated in the report at $18,600. The cost to local interests exclusive of the cost of selfliquidating items is estimated at $40,790. The total cost is estimated at $59,390.

Federal and non-Federal annual charges are estimated at $1,024 and $2,491, respectively, a total of $3,515. The Federal annual carrying charges includes $300 for maintenance.

The average annual benefits are estimated at $7,468 including a saving of $3,500 from elimination of damage to craft. The resulting benefit-cost ratio is 2.1.

Recreational boating is rapidly increasing on the Mississippi River. At the locality of the proposed harbor craft must moor in the channel, where they are subject to damage from wind, waves, or passing tows, or they must be removed from the water at considerable inconvenience and expense.

Senator HOLLAND. This project did not go before the House committee?

Colonel MOORE. No, sir.

Senator HOLLAND. Any questions?

Senator MARTIN. No questions.

Senator HOLLAND. Senator Sparkman?

Senator SPARKMAN. No questions.

MISSISSIPPI RIVER BOAT HARBOR OPPOSITE HAMBURG, ILL.

Senator HOLLAND. Now, the next one then is the Mississippi River Boat Harbor opposite Hamburg, Ill.

Senator Sparkman, I have another appointment, so would you mind taking over here?

Senator SPARKMAN. Surely.

Senator HOLLAND. Thank you.

Senator SPARKMAN. You may proceed, Colonel Moore.

Colonel MOORE. Mr. Chairman, the report on Mississippi River Boat Harbor opposite Hamburg, Ill., as published in House Document No. 254, Eighty-first Congress is in response to a resolution adopted September 16, 1946, by the Committee on Rivers and Harbors of the House of Representatives.

Hamburg, Ill., is on the east bank of the Mississippi River 258.4 miles above the mouth of the Ohio River. Dam No. 25 located 17

miles below Hamburg, creates a pool 32 miles long.

There are no large communities and no harbors, or terminals for water-borne commerce along pool No. 25. Hamburg and Elsberry, with populations of 300 and 1,548, respectively, in 1940, are trading points for surrounding agriculture areas.

The existing Federal navigation project for this section of the Mississippi River provides for securing a channel 9 feet deep between the mouth of the Missouri River and Minneapolis, Minn., by the construction of locks and dams supplemented by dredging and for the construction of harbors at several communities all 125 miles or more upstream from Hamburg.

For several years a ferry operated across the river between Hamburg and a landing at mile 258.6 on the west bank in Missouri. This landing consists of a rock dike extending from the high bank about 1,100 feet into the river to the contour of 15-foot depth at low pool. The dike was constructed by the United States under a previous project which provided for such contraction works and dredging to improve the through river channel. In 1931 the dike was serving incidentally as the ferry landing. In 1938 the ferry operator obtained a formal War Department permit to use the dike as a landing. However, in 1945 he abandoned ferry operations in view of the effects of floods and has since disposed of his equipment.

A large amount of through barge commerce uses this section of the river none of which originates or terminates in the locality. It is estimated that the ferry transported an average of 3,000 vehicles per year. Apples and corn, grown in Illinois, have been ferried across the river at Hamburg for marketing in Missouri. Approximately 550 recreational craft and 75 other small boats with drafts of 1.5 to 5 feet traversed this section of the river in 1946. About 65 small crafts, including 16 commercial fishing boats, are based within 5 miles of the ferry landing.

Local interests desire improvements at, and in the vicinity of, the dike opposite Hamburg to serve as a harbor for small boats and to enable ferry operations to be reestablished. They claim that establishment of pool No. 25 has resulted in more frequent flooding of the dike and access road and increased the need for a harbor to protect small craft from waves induced by wind and the passage of barge tows. The district engineer presents a plan for providing a small-boat harbor immediately downstream from, and near the landward end of, the dike opposite Hamburg and for improvements, at no additional cost to the United States, to serve prospective ferry operations with terminus adjacent to the outer end of the harbor. The district engineer recommends that the United States participate in construction of a small-boat harbor in Missouri opposite Hamburg, Ill., subject to the condition that local interests provide lands, maintain ferry service, provide and maintain mooring facilities, and other specified items of local cooperation. The division engineer concurs.

The Board of Engineers for Rivers and Harbors concurs generally in the views of the reporting officers. A harbor is needed for the safety and convenience of local and transient small boats operating - on this section of the river. Location of the harbor at the dike opposite Hamburg will place it near the midpoint of navigation pool No. 25 and make possible a combined improvement for interstate ferry operations, for recreational craft, and for commercial fishing boats. Evaluated prospective benefits economically justify the estimated expenditures required for the work. In addition, intangible benefits can be expected to accrue through the opportunity afforded for more expeditious handling of the mail and increased safety for boat operators and passengers.

94522-49-pt. 1- -9

Accordingly, the Board recommends modification of the existing project for the Mississippi River between the Missouri River and Minneapolis, Minn., to provide for a small-boat harbor on the Missouri side of the river opposite Hamburg, Ill., about 200 feet wide and 540 feet long with project depth of 6 feet, and entrance channel equally deep, a breakwater at the riverward end, guide wall at the entrance, a protective storage-area fill on the landward end, and protective enbankment on the upstream side; all generally in accordance with the plans of the district engineer and with such modifications thereof as in the discretion of the Chief of Engineers may be advisable, subject to certain conditions of local cooperation.

In accordance with existing law copies of the Chief of Engineers' proposed reports were furnished the Governors of Illinois and Missouri for comment. They advised that they approve the project.

In accordance with section 4 of Executive Order No. 9384 the report was submitted to the Bureau of the Budget for information as to the relationship of the proposed report to the program of the President. The Bureau of the Budget advised that there would be no objection to the submission of the report to Congress.

After due consideration of these reports the Chief of Engineers concurs in the views and recommendations of the Board.

The improvement is recommended provided local interests agree to: (a) furnish, without cost to the United States, all lands, easements, rights-of-way, and spoil disposal areas necessary for the new work and for subsequent maintenance, when and as required; (b) hold and save the United States free from any damages resulting from construction and maintenance of the improvement; (c) provide and maintain an adequate ferry service, necessary mooring facilities, and utilities, including a public landing with suitable supply facilities, a suitable access road between Elsberry levee and the ferry landing, and a suitable parking area, the ferry service and these facilities to be available to all on equal terms; (d) maintain, without cost to the United States, all the improvements added to the existing river project by the proposed modification except for maintenance of project depths in the harbor basin and its entrance; and (e) establish a public body having authority to cooperate financially and to operate the essential facilities.

The cost to the United States for construction is estimated in the report at $50,400. The cost to local interests is estimated at $44,000. The total estimated cost is $94,400, exclusive of $4,000 cost to local interests for self-liquidating items.

The annual carrying charges are estimated at $5,727, including $400 for Federal maintenance dredging and $1,100 for maintenance, by local interests, of all other features of the proposed project.

The annual benefits are estimated at $2,555 for providing facilities to permit resumption of interstate ferry traffic at this point and at $3,325 in connection with small-boat activities a total of $5,880. The benefit-cost ratio is 1.03.

The improvement will provide a safe harbor for small boats and for recreational craft. In addition it will enable ferry operations to be reestablished. The former carried highway vehicles and passengers and served the mail route between Elsberry and Hamburg and other communities in Illinois. The mail now crosses the river by small boat when ice conditions and access to the dike permit. At other

times it is routed by automobile across the nearest upstream bridge at Louisiana, Mo. This route between Hamburg and Elsberry is 56 miles long. The nearest downstream facility for crossing the river is the Westpoint Ferry just below dam No. 25. The two towns are approximately 28 miles farther apart via this route than via the former ferry crossing at Hamburg and the longer route includes 14 miles of unimproved road in Illinois.

Senator SPARKMAN. Thank you very much, Colonel.

As I understand this is a new project that was not considered by the House Committee?

Colonel MOORE. Yes, sir.

BAKER BAY, COLUMBIA RIVER, WASH.

Senator SPARKMAN. There is one other project, Baker Bay, Columbia River, Wash.

You may proceed, Colonel.

Colonel MOORE. Mr. Chairman, the report on Baker Bay, Columbia River, Wash., as published in Senate Document No. 95, Eightyfirst Congress, is in response to resolution adopted November 28, 1945, by the Committee on Commerce of the United States Senate.

Baker Bay, Wash., an indentation in the north shore of the Columbia River estuary, lies immediately eastward of Cape Disappointment, the northerly promontory at the mouth of the Columbia River. Ilwaco, Wash., is located on the northwesterly side of the bay.

The area tributary to Baker Bay includes the North Beach Peninsula with a normal population of 3,000 which is increased to about 20,000 during the summer months by tourists and vacationists. Fishing and allied processing industries are the principal activities. Other activities are lumbering, dairying, stock raising, and cranberry growing. The town of Ilwaco, with a population of 656 in 1940, is the principal port and distribution point for the area as well as the base for a number of local and transient fishing boats operating in the lower Columbia River and in the ocean.

The existing Federal project provides for a main channel 10 feet deep at mean lower low water, 200 feet wide, and about 5 miles long extending through the easterly passage at Sand Island to the port of Ilwaco, and for a West Channel passing between Sand Island and Cape Disappointment, 8 feet deep and about 3 miles long extending from deep water in the Columbia River to the main channel near Ilwaco, the outer 2,000 feet having a width of 200 feet and the remainder 150 feet. The total cost to June 30, 1948, exclusive of $24,984 of military funds, was $286,675 of which $151,497 was for new work and $135,178 for maintenance.

In addition to Federal improvements the port of Ilwaco has constructed a mooring basin 300 feet wide and 600 feet long with adjacent terminal facilities, and an entrance channel, known as the Holman Waterway, 200 feet wide and 2,000 feet long, which extends from the inner end of the Federal project channels to the mooring basin, at a total cost of about $200,000, including maintenance.

Commerce of the port of Ilwaco during the 10-year period 1937 through 1946 ranged from a minimum of 361 tons in 1944 to a maximum of 23,599 tons in 1942, and averaged 9,750 tons annually. These figures do not include the greater portion of fish, caught by