(The document referred to follows:) CHAIRMAN OF THE SUBCOMMITTEE ON CIVIL FUNCTIONS, House of Representatives, Washington, D. C. SIR: Cities Service Oil Co., which operates a refinery and petroleum storage facilities on the Arthur Kill at Linden, N. J., and operates a fleet of 18 owned T-2 and T-3 tankers and 5 chartered tankers which total 380,000 dead-weight tons, all of which call at Linden from time to time, submits the following statement in support of the completion of improvements to the New York-New Jersey Waterway project which has been previously recommended by the Army engineers. The portion of this Arthur Kill Channel extending from Sewaren, N. J., to Bayway, N. J., has a present depth of 30 feet and contains at least 2 very sharp bends. This channel is not adequate for the present T-2-size tankers except during certain favorable stages of the tide, and in places is completely inadequate for loaded T-2 tankers. This portion of the channel is completely inadequate for the so-called supertankers of 25,000 to 32,000 dead-weight tons, many of which have been constructed since the end of World War II and which will undoubtedly become the popular-size vessel for petroleum transportation in the immediate future. The petroleum facilities in this area have grown rapidly in the past few years, and with the constant increase in the use of petroleum and its products there is every reason to believe that this growth will continue. In the event of a war, these refineries and petroleum storage plants will be an integral part of our facilities for national defense, and in our opinion proper access to them is a must. As the trend in the construction of tankers is toward larger vessels and as the trend in naval tankers is toward larger and faster ships, the recommended channel providing a 35-foot minimum depth and 500-foot width should in our opinion be built as soon as possible. Such a channel would permit all but the very largest tankers to proceed to their loading and discharging berths at any time without the necessity of awaiting for favorable tides or lightering. This is especially important in times of war when anchorage facilities are at a premium and lightering of petroleum products is at best a dangerous undertaking. As our vessels get larger, the cost of delays become more serious from a monetary standpoint and if full advantage is to be taken of these large ships, the channels to our docks must be such that the vessels can proceed without delay. The Sinclair Refining Co., which operates a storage plant for petroleum products adjacent to our facilities at Linden, and who have recently completed the construction of two 25,000-dead-weight-ton tankers, have authorized us to state that they join us in the above comments. Very truly yours, CITIES SERVICE OIL Co., Mr. KNUDSEN. Last year I piloted 297 vessels through this channel. The draft now is supposed to be 30 feet. It is pretty hard to find. It is there, but you cannot find it. It is presently 400 feet wide and at places it is a lot less where the banks have caved in. In taking the Cities Service tankers down to our plant, we encounter this shoal channel and a very sharp bend at the southwest corner of the island which is included in this project. There is one other sharp point that is also included in this project for removal. If we could get this channel finished we would save lots of delays in our ships. We wait for high water to dock because of shoal water and narrow channels. We could take a ship upon arrival direct to the dock with no delays whatsoever by coming in either the south way or the north way depending on the tidal conditions on the dock upon arrival. Should this channel be completed as Mr. Harvey has pointed out, it would be considered a third entrance into New York Harbor through which channel almost all vessels could proceed to New York, should the narrows or Ambrose Channel be blocked. During World War II we used this channel to limitation because of draft and other hazards. I, therefore, strongly recommend that the committee appropriate these funds to commence the completion of this channel as quickly as possible. Thank you, sir. Mr. HAND. Thank you, sir. Mr. HOWELL. I am Allen C. Howell. I am with the Dalzell Towing Co. We do all the local piloting. I went back down to Senator Case's backyard a few years ago when the limit down through there was only 12 feet. Now it is supposed to be 30. God has been good to me. I have only taken one ship out. It was only drawing 30 feet and she stopped. We need that channel. We ought to have 40 feet, but we need 35 feet. The ships are getting bigger. The last 1 I had was 630 feet long and 80 feet wide. The ships always get ahead of the channels. They always have. We need a channel at least 600 feet long. One of those ships, if they are close to the bottom, they do not ma neuver. I have proven by destroyers, having handled the biggest and smallest naval ships, that a 2,200-ton destroyer feels successful in 125 feet of water. I increased the speeds 3 knots from where I was in 100 feet of water to 180. I was doing 39 and went up 4 knots to 43 knots down east of Bridgeport. Now, we want the channel and the draft, but nobody seems to figure the safety of it. You have 10 or 12 big refineries in the Kills there, starting down at Amboy. That stuff is inflammable. Have any of you ever seen an oil fire on the water? Well don't. I have been in them. It is hell. Now, every dock along there, with the exception of the Esso is all wooden piles. The scum of oil around them will make them burn like tinder. If you ever have an accident because you have not got room to maneuver your ship properly down there and it goes afire with a high-running flood coming up to Elizabeth Port, and the same way coming in from St. George, there is not a pier, there is not a ship, there is not a refinery, a dock in the Kills that is not going. In my 55 years in New York, there has never been a pier in the city of New York that ever got a decent start of a fire that has not burned down completely. Everyone of them. That is my point. We need a deeper channel. That is important. During the war we took all the ships around another way through the inland waterway. We went through the Cape Cod Canal. We took them to Halifax where we could protect them from the submarines. But there is a point: Every dock, every refinery-there is not a pier along there that would not go. Mr. HAND. Captain, I am glad you made the point you did because I think it is significant. Thank you Congressman Case, and thank all of you gentlemen, for your presentation. (The following statements were filed through Mr. Harvey :) STATEMENT BY LLOYD L. HARVEY, MANAGER, WASHINGTON TRADE PROMOTION OFFICE, THE PORT OF NEW YORK AUTHORITY, ON GREAT LAKES TO HUDSON RIVER WATERWAY (NEW YORK STATE CANAL SYSTEM) The Port of New York Authority is an agency of the States of New York and New Jersey, created in 1921 to develop the facilities and promote the commerce of New York Harbor. The New York State Canal system (Great Lakes to Hudson River Waterway) is an important link in the transportation service of the port of New York and to industries on or near port on the Great Lakes. A severe limitation in the tonnage carried through this waterway presently exists due to the fact that work approved by the United States Army engineers has not been completed. Last year traffic on the New York State Canal, which is of vital importance to the economy and business interests of the State of New York, reached an alltime high record of 5,211,472 tons and consisted principally of such essential commodities as petroleum, heavy chemicals, and grain. While most of the grain went to western European countries and Great Britain, practically all of the petroleum and chemicals were shipped from New York and New Jersey plants to factories and industries engaged in war or national emergency work. We are deeply concerned with the extremely slow progress of the Federal improvement of the New York State Canal between the Hudson River and Lake Ontario which was initiated in 1935. This project, authorized under the Emergency Relief Act and River and Harbor Act of 1935, provides for the allotment of Federal funds to the State of New York, for expenditure under suitable Federal control and supervision, for the deepening and widening of that section of the State canal between the Hudson River and Oswego, as well as the raising of bridges to permit an overhead clearance of 20 feet. To date, approximately $22 million has been spent out of the original authorization for $27 million. While shippers and operators have been patiently awaiting completion of the entire program which was interrupted by World War II, they are now urging that the lowering of the lock sills be progressed as soon as possible. One foot additional draft over the lock sills will permit a greater loading of present barge equipment navigating the State Barge Canal system. All that remains to be done to make this Federal improvement program effective is to lower the lock sills at a cost of approximately $12 million. During the last war, the State Barge Canal was extensively used for the movement of emergency traffic, particularly petroleum liquids from oil refineries in New York Harbor to upstate industrial and residential areas. In the event that the present emergency continues to develop, it is reasonable to expect that the New York State Barge Canal system will again be used extensively for the shipment of vital commodities. Although this work has been underway since 1935, and is 75-percent complete, operators of motorship and barge services have derived little benefit from the improvements as all of the bridges have not been raised to a maximum of 20 feet above the canal, and which under the most favorable circumstances cannot be completed for several years more. However, one of the most important phases of the Federal program and which can provide immediate benefits to motorship and barge operators, is the authorized lowering of the lock sills an additional 1 foot, which is estimated will cost $1 million. The lowering of the lock sills can be completed without difficulty during the winter months of 1953-54 when the canal is closed for navigation. The greater depth of 1 foot over the lock sills will permit the transportation of an additional 500,000 tons of freight each season by the present fleet of motorships and barges. This added tonnage is the equivalent of 17,000 carloads of traffic and the increased revenue to the carriers that would result from the greater loading capacity is estimated at not less than $2 million a season. When considered from the standpoint of national emergency, the deepening of the lock sills is of great urgency because of the possibility of moving a larger volume of traffic on the New York State Canal at a minimum expenditure of funds as indicated in the following analysis: 1. Last year there moved on the New York State Barge Canal 5,211,472 tons of cargo, consisting of petroleum, grain, scrap iron, molasses, etc., of which 75 percent was petroleum products. 2. That on an expenditure of $12 million the canal sills could be lowered and finished during the closed season 1953-54 if the appropriation is made by the present Congress. 3. That the sum of $12 million is only the cost of 21⁄2 modern tug and barge units of 20,000 barrels each. 4. That the steel for this project for reinforcing locks and the canal gates will only amount to 350 tons of steel. This quantity of steel is less than the steel required to build one 20,000-barrel oil barge. The Department of Public Works of the State of New York is prepared to undertake and complete the lowering of the lock sills so that the operators of motorships and barge services can receive immediate and direct benefits from the Federal expenditures during the 1954 season and each year thereafter. Therefore, it is urged that the funds for this work be appropriated without further delay, thereby completing this project and permitting a return to the Federal Government of dividends on this public investment. STATEMENT BY LLOYD L. HARVEY, MANAGER, WASHINGTON TRADE PROMOTION OFFICE THE PORT OF NEW YORK AUTHORITY ON NEW YORK-NEW JERSEY CHANNEL The Port of New York Authority is an agency of the States of New York and New Jersey, created in 1921 to develop the facilities and promote the commerce of New York Harbor. In the promotion of port commerce, it is of paramount importance that channels of adequate depth be available for the safe handling of the thousands of ocean vessels that enter this harbor. In 1952 approximately 9,000 vessels loaded or discharged 31 million tons of cargo in New York Harbor. The Port of New York handles approximately 18 percent of the oceanborne volume and 31 percent of the value of the foreign commerce of the United States, and its contribution to the Federal Government from its customs and shipping activities in 1952 exceeded $295 million. The New York-New Jersey Channel is one of the most important in this port and extends from the lower bay to the upper New York Bay for a distance of approximately 30 miles, separating Staten Island from the State of New Jersey. The lower section, extending through Raritan Bay thence northerly through the Arthur Kill to a point opposite Smith Creek, has an authorized depth of 35 feet. The northern section of this channel from Piles Creek in the Arthur Kill and Kill Van Kull to the upper bay also has a minimum depth of 35 feet. The 6-mile middle section of this important channel, however, between Smith Creek and Piles Creek, only has a depth of 30 feet. This section of the New York-New Jersey Channel serves one of the most important industrial areas in New York Harbor. It carries a tremendous volume of local and ocean traffic, which for the year 1951 amounted to 73 million tons. These industries included many important national firms engaged in the manufacture of chemicals, processing of ores, refining of gasoline and oils, as well as the storage and distribution of coal and lumber. Among the more important of these firms are the American Smelting and Refining Co., Shell Oil Co., Barber Asphalt Co., Gulf Refining Co., The Texas Co. and Tidewater Associated Oil Co. Every one of these industries is vital to national defense and deeping of this channel is necessary for the delivery and shipment of their products. The Army engineers report that private interests have already spent over $50 million for plant and terminal facilities and more than $12 million for navigation improvements in this area. The authorized 35-foot depth is designed to accommodate the largest freight vessels and tankers now in use and which have a loaded draft of 32 feet. Hence such vessels cannot serve industries located on the 30-foot channel still to be dredged. This has been the cause of bitter complaints from these industries which have already waited many years for the deeper channel. All of these industries, however, are badly handicapped because of the inadequate depth in the Arthur Kill section of this channel. Although a 35-foot depth has been authorized throughout its length, such a depth is only available for a short distance at the north and south entrances to the Arthur Kill section. Modern deep-sea tankers and bulk cargo vessels require a minimum channel depth of 35 feet, and this was the justification advanced by Congress in its authorization for the greater depth. The Texas ports at which these vessels load have had channels of 40-foot depth for some time. However, these same tankers are compelled to discharge part of their cargo at anchorages in New York Harbor before they can proceed to their terminals on the Arthur Kill to complete their unloading. In addition to the limited channel depth, navigation at the north entrance is severely handicapped by the bridge of the Baltimore & Ohio Railroad immediately north of the Goethals Bridge. This bridge with its antiquated structure, supporting piers, and long fender system in the center of the channel, as well as its close proximity to sharp reverse bends in the channel, along with varying currents at this point, renders navigation extremely difficult. Accordingly, on July 5, 1949, the Baltimore & Ohio Railroad was ordered under the provisions of an act of Congress, June 21, 1940, Public Law 647, 76th Congress (the TrumanHobbs Act), to alter and reconstruct the bridge, as an unreasonable obstruction to navigation. Preliminary plans and specifications for the proposed alterations have been prepared and submitted to the Office of the Chief of United States Army Engineers. The reconstruction of this bridge now awaits the necessary appropriation of funds by Congress in accordance with the Truman-Hobbs Act. This bridge seriously restricts navigation on the Arthur Kill and imposes heavy penalties on the operators of vessels navigating that section of the New York-New Jersey Channel. One of the large industrial firms, whose terminal facilities are located at Carteret, N. J., advises that although they have plans for increasing the facilities of their plant to handle a larger volume of production, they hesitate to do so because of the dangerous navigational hazards presented by this bridge. Another industrial user estimates an additional expense of $45,000 was incurred last year in waiting time by his vessels because weather or tides made it dangerous to navigate the bridge opening. The Sewaren, N. J., electric powerplant of the Public Service Co. is dependent on this channel for the delivery of fuel oil. This public utility supplies power to vital defense and commercial industries throughout that area of the State of New Jersey. However, loaded tankers are delayed many hours and have to discharge part of their cargoes at an anchorage before they can dock at this plant. The monetary loss in waiting time of tankers is estimated at several hundred thousand dollars a year, which expenditure would be avoided if the 35-foot depth was available. This channel also has added significance in its availability as a third entrance channel to New York Harbor, now dependent on the Ambrose Channel and the Long Island Sound-East River Channel, the latter of which was used very intensively during submarine activities of the last war. There is no doubt that the United States Navy would divert all of the deep-sea tanker traffic from the Ambrose Channel to the south entrance of the New York-New Jersey Channel during war emergency periods, if adequate depth was available throughout its length. During the last war, many of these tankers were compelled to discharge aviation and highly volatile gasoline at anchorages in the midst of other shipping within the harbor. This highly dangerous practice would have been avoided if an adequate depth had been available in the New York-New Jersey Channel to permit the loaded tankers to proceed directly to the refineries and oil terminals to discharge their cargoes. This is the only important channel project in New York Harbor still to be completed. Approximately $21 million remains of the original authorization to deepen the New York-New Jersey Channel, and in view of its importance to shipping and industry, and to the National Government in the event of a war emergency, we request that not less than $5 million be appropriated this year and annually hereafter so as to complete the project within the next 5 years. CORPS OF ENGINEERS, UNITED STATES ARMY, The STATEN ISLAND RAPID TRANSIT RAILWAY Co., Baltimore 1, Md. GENTLEMEN: Reference is made to the plans and specifications submitted by you on October 14, 1949, for reconstruction of your bridge across Arthur Kill between Elizabeth, N. J., and Staten Island, N. Y., in compliance with the "Notice to Alter Bridge," dated July 6, 1949. The plans and specifications have been carefully reviewed and are considered adequate to be classed as general plans and specifications within the intent of |