turning only about $0.50 per acre annually. The net annual loss from this acreage is $11,406, which could be averted by restoring the channel capacity.

The Board recommends adoption of a project for the control of floods on Mill Creek, Tex., by channel rectification, clearing, and enlargement, subject to certain conditions of local cooperation.

The Chief of Engineers concurs in the views and recommendations of the Board.

The improvement is recommended subject to the condition that local interests furnish assurances satisfactory to the Secretary of War that they will (a) provide, without cost to the United States, all lands, easements, and rights-of-way necessary for the construction of the project; (b) hold and save the United States free from damages due to the construction works; and (c) maintain and operate all of the works after completion in accordance with regulations prescribed by the Secretary of War.

The cost to the United States for new work is $250,000. NonFederal cost for local cooperation is $28,270. Total charges for the whole project, United States and local interests, are $278,270. Federal and interest amortization would be $9,720; the non-Federal annual maintenance cost, $500; the non-Federal and interest amortization, $1,320; making the total annual carrying charges $11,540. Benefits are estimated as $11,406 for restoration of crop yield to land now abandoned to grazing use and $2,423 benefits to other cultivated lands, a total of $13,829.

The ratio of costs to evaluated benefits is 1 to 1.20.

Briefly, Mr. Chairman, what is proposed is for this portion of the channel to be enlarged so that the capacity of the stream would be increased to accommodate the continuous flood flows or the repeated flood flows that damage the countryside.

At this point [indicating] there would be a new channel dug in order to avoid the tortuous bend and narrow bend at this location, making use of the gap under the existing railroad bridge.

From this location, we would again go to channel enlargement, except that this very sharp bend and long bend would be eliminated by the comparatively short cut-off, and finally we would have channel enlargement to this point where the creek is wide enough to take the amount of rainfall which it is subjected to.

The CHAIRMAN. I am as familiar with every foot of that land as I am with the road to where I live in Washington.

LOUISIANA AND TEXAS INTRACOASTAL WATERWAY, VICINITY OF
ARANSAS PASS, TEX.

Colonel FERINGA. We have two more reports, sir. They will not take long.

We come back, Judge, to the Gulf Intracoastal Waterway. On the Gulf Intracoastal Waterway, the traffic has increased probably more rapidly than any other inland waterway system.

For instance, in 1927, the Gulf Intracoastal carried 65,000,000 ton-miles, and in 1944, it carried 5,919,000,000 ton-miles, as shown on graph No. 11 of this book.

Mr. Chairman, the report on the Gulf Intracoastal Waterway vicinity Aransas Pass, Tex., is in response to resolutions adopted by this committee on May 5, 1944, and February 28, 1945.

The section of waterway under consideration is located in the vicinity of the city of Aransas Pass in southern Texas on the mainland shore of a shallow coastal sound known as Redfish Bay, an arm of Corpus Christi Bay. The city is 18 miles northeast of Corpus Christi and 61/2 miles northwest of Aransas Pass Inlet.

Gulf Intracoastal Waterway with project dimensions of 12 by 125 feet extends along the Gulf coast from Apalachee Bay, Fla., to Brownsville, Tex.

That part of the waterway in Texas has been completed from the Louisiana-Texas State boundary to Corpus Christi.

In the vicinity of the city of Aransas Pass, Tex., it extends generally southerly across the open waters of Aransas Bay to the federally-improved deep-water inlet, Aransas Pass, where it connects with and utilizes the federally-improved deep-water channel through Corpus Christi Bay to Corpus Christi.

A tributary channel with project dimensions of 9 by 100 feet, extends from Port Aransas at the inlet, Aransas Pass, northwesterly 6.1 miles across Redfish Bay to a turning basin of the same depth at the city of Aransas Pass on the mainland.

Deepening of the channel to 9 feet has not been performed. Near the center of the bay, a channel known as Morris and Cummings Cut connects Aransas and Corpus Christi Bays.

Commerce on the Gulf Intracoastal Waterway from the Mississippi River to Corpus Christi has had a phenomenal growth:

On a percentage base you will note that the total commerce for the year 1940 was 300 percent as great as that of 1937, and that the 1944 commerce doubled that of 1940 and was seven times as great as that for the year of 1937.

Commerce of the main channel of the Gulf Intracoastal Waterway from Aransas Bay to Corpus Christi Bay, the section now under consideration, increased from 227,700 tons in 1940 to 1,482,100 tons in 1944, and during the latter year consisted principally of petroleum and its products transported in barges and motor vessels drawing less than 12 feet.

Commerce of the tributary channel to the city of Aransas Pass averages about 13,000 tons annually and consists principally of seafood, ice, and gasoline.

More than 300 fishing vessels with drafts up to 10 feet operate out of the city of Aransas Pass for fishing, shrimping, and the gathering of oysters.

The city of Aransas Pass with a population of 6,000 is the distributing center for the tributary areas of 100 square miles and is an important base for the seafood industry.

Facilities for processing seafoods include 10 fish and shrimp houses and a canning factory with a daily capacity of 125,000 pounds of shrimp and 250 barrels of oysters.

The city is widely patronized as a resort for sport fishing.

The surrounding area is devoted chiefly to the production of oil and the growing of cotton, corn, sorghums, and vegetables, and the raising of livestock.

Local interests request provision of an alternate route for the main 12- by 125-foot Intracoastal Waterway channel from Aransas Bay to Corpus Christi Bay, and suggest 3 possible locations; provision of a turning basin 12 feet deep, 600 feet wide, and 2,200 feet long adjacent to the proposed alternate channel in front of the city of Aransas Pass; and enlargement of the tributary channel from the Intracoastal Waterway at Port Aransas to the city of Aransas Pass to dimensions of 12 by 125 feet.

They claim that an alternate route for the main channel would shorten the route of the waterway, eliminate the hazardous section at Aransas Pass Inlet, and divert barge traffic from the eastern part of the Aransas-Corpus Christi ship channel; a larger turning basin would provide area needed to accommodate the larger boats and aid in commercial development of the harbor; and enlargement of the tributary channel would permit the larger fishing boats to operate from the city of Aransas Pass and thereby increase the quantity of fish brought to the harbor, and provide an adequate waterway for boats to reach the harbor of refuge during storms.

The city points out that local interests have spent $625,000 in channel improvements, are now spending $306,000 for construction of a north harbor, and are contemplating spending $125,000 on construction of a south harbor. A total of $1,056,000.

The Board finds that the alternate route requested would shorten the distance for through traffic between Aransas and Corpus Christi Bays by 3.3 miles and save considerable travel time.

The average speed for tow nowadays is about 5.5 miles per hour, so that a saving of 3.3 miles would also be a considerable saving in operating costs.

The Board also finds that the increased depth of from 9 feet to 12 feet for the tributary channel would permit free and easy navigation for the larger fishing boats operating in the Gulf of Mexico.

Accordingly, the Board recommends modification of the existing project for the Intracoastal Waterway to provide: (1) Relocation of the main channel along the northwest shore of Redfish Bay between Aransas Bay and Corpus Christi Bay, with a depth of 12 feet, width of 125 feet, and length of about 17.2 miles, with such modifications as in the opinion of the Secretary of War and the Chief of Engineers may be deemed advisable; (2) for no further maintenance of the present route between mile 525.9 and its junction with the deep-water channel at mile 537.7 after completion of the new route; and (3) a depth of 12 feet in the tributary channel from Port Aransas Pass, and extension of the turning basin to a length of 2,200 feet at the same depth.

The normal conditions of local cooperation apply; that is, local interests have to furnish free of cost to the United States all lands, easements, and rights-of-way necessary for construction of the project, for subsequent maintenance as and when required; hold and save the United States free from damages due to the construction works; and operate and maintain the railroad drawbridge across the proposed channel, in lieu of the existing drawbridge across the Morris and Cummings Cut, in accordance with regulations prescribed by the Secretary of War.

Cost of the United States for new work; For relocation of main channel, $976,000; for tributary channel, $119,000. Annual cost of maintenance in addition to that now authorized; for relocation of main channel, $15,000; for tributary channel, $1,000. Amortization costs: for relocation of main channel, $47,400; for tributary channel, $4,600. Total annual carrying charges: for relocation of main channel, $62,400; for tributary channel, $5,600.

The annual evaluated beenfits to accrue from the relocation of the main channel due to shortening of distance and saving of time is estimated at $79,230 of which $44,550 would accrue to barge traffic, $930 to other commercial traffic, and $33,750 to fishing boats.

The ratio of costs to benefits is 1 to 1.29.

The project was sent to the Governor of Texas in accordance with existing law, and he was in favor thereof.

It has not yet gone to the Bureau of the Budget.

The CHAIRMAN. What was the cost on that?

Colonel FERINGA. The cost for the relocation of the main channel was $976,000, and for the tributary channel that goes right to Aransas Pass it was $119,000.

Congressman Lyle was here on that yesterday and again this morning, and he could not be here this evening.

I told him that he could just submit a statement in writing, which he has done. That will go in the record.

Mr. LARCADE. I might make an observation, too, that an unsual feature about this hearing this time is the absence of Colonel Miller, your good friend. Because whenever there was a Texas project that was under consideration by this committee, he was always on hand; but unfortunately he has met with an accident. I am sure that we all hope Colonel Miller will soon be well and out again.

Colonel FERINGA. He was ably represented by his son this morning. The CHAIRMAN. We have his statement here.

STATEMENT OF HON. JOHN E. LYLE, JR., A MEMBER OF CONGRESS FROM THE STATE OF TEXAS

Mr. Chairman and gentleman of the committee, I desire to manifest the unanimous and enthusiastic interest of the people of my district and my own personal interest in that part of your present considerations dealing with the modification of the Gulf Intracoastal Waterway in the vicinity of the town of Aransas Pass, Tex.

In the vicinity of the town of Aransas Pass, the Intracoastal Waterway extends generally across open waters of Aransas Bay to the federally improved deepwater inlet of Aransas Pass where it connects with and utilizes a deep-water channel through Corpus Christi Bay to Corpus Christi, Tex. My interest and that of my people is to have provided for in the rivers and harbors bill a provision for an alternate route for the main 12- by 125-foot Intracoastal Waterway channel from Aransas Bay to Corpus Christi Bay, and suggest three possible locations;

provision of a turning basin 12 feet deep, 600 feet wide, and 2,200 feet long adjacent to the proposed alternate channel in front of the city of Aransas Pass; and enlargement of the tributary channel from the Intracoastal Waterway at Port Aransas to the city of Aransas Pass to dimensions of 12 by 125 feet. Such alternate route would not only shorten the waterway but would eliminate the hazards in the vicinity of the Aransas Pass inlet and would provide a larger turning basin.

My people have offered to furnish rights-of-way and soil-disposal areas and to hold the United States Government free from damage resulting from the work. Local interests have spent $625,000 in the channel improvements and are spending, have spent, and contemplate spending an additional $430,000 or more for construction of harbors.

The Board of Engineers for Rivers and Harbors has recommended that these improvements be made, and such recommendations have been reviewed and further passed upon by Lieutenant General Wheeler, Chief of Engineers, who has concurred in general in the conclusions of the Board and has recommended modification of the existing project for the Intracoastal Waterway to provide for

(1) Relocation of the main channel along the northwest shore of Redfish Bay between Aransas Bay and Corpus Christi Bay, with a depth of 12 feet, width of 125 feet, and length of about 17.2 miles, generally in accordance with the plans of the district engineer with such modifications as in the opinion of the Secretary of War and the Chief of Engineers may be deemed advisable, at an estimated first cost to the United States of $976,000 and annual maintenance of $15,000 in addition to that now required; (2) no further maintenance of the present route between mile 525.9 and its junction with the deep-water channel at mile 537.7 after completion of the new route; and (3) a depth of 12 feet in the tributary channel from Port Aransas to and including the turning basin at the city of Aransas Pass, and extension of the turning basin to a length of 2,200 feet at the same depth, generally in accordance with the plans of the district engineer and as shown on the accompanying drawings, at an estimated first cost to the United States of $119,000 and annual maintenance of $1,000 in addition to that now required; all subject to the provisions that local interests give assurances satisfactory to the Secretary of War that they will (a) furnish free of cost to the United States all lands, easements, and rights-of-way necessary for construction of the project and for subsequent maintenance as and when required; (b) hold and save the United States free from damages due to the construction works; and (c) operate and maintain the railroad drawbridge across the Morris and Cummings Cut, in accordance with regulations prescribed by the Secretary of War.

I am sure that you need no further recommendation in this matter, but I desire to say to you that the economy of my district would be vitally affected by a favorable committee consideration.

Our contribution to the Nation's welfare would be considerably extended, and our own interest and welfare would be enhanced. I most sincerely solicit your favorable consideration.

BRAZOS ISLAND HARBOR, TEX.

This next one is Brazos Island?

Colonel FERINGA. Yes, sir; Brazos Island, Tex.

Mr. Chairman, the report on Brazos Island Harbor, Tex., and Gulf Intracoastal Waterway in the vicinity of Port Isabel, Tex., is in response to a resolution adopted on February 28, 1945, by the Rivers and Harbors Committee.

Brazos Island Harbor includes all of the navigation improvements at and extending west ward of Brazos Santiago Pass, a natural opening in the Texas coastal sand barrier separating Laguna Madre from the Gulf of Mexico, 9 miles north of the mouth of the Rio Grande and 125 miles south of Aransas Pass.

Commerce of Brazos Island Harbor for the years 1935 to 1944, inclusive, fluctuated between a low of 92,400 tons in 1935 to a high of 546,800 tons in 1939, and averaged 346,100 tons for the period. The