GREAT LAKES-HUDSON RIVER WATERWAY, N.Y., AND WATER SUPPLY STORAGE THURSDAY, AUGUST 29, 1963 U.S. SENATE, SUBCOMMITTEE ON FLOOD CONTROL-RIVERS AND HARBORS Washington, D.C. The subcommittee met, pursuant to notice at 10 a.m., in room 4200, New Senate Office Building, Senator Lee Metcalf, presiding. Present: Senators Metcalf (presiding), Jordan of North Carolina, Moss, and Cooper. Senator METCALF. The committee will be in order. The hearing this morning is on S. 1938, by Senator Javits and others, authorizing additional appropriations for the completion of the improvement of the Great Lakes-Hudson River Waterway. The bill and summary will be incorporated in the record at this point. (S. 1938 and the summary follow :) [S. 1938, 88th Cong., 1st sess.] A BILL Authorizing additional appropriations for the completion of the improvement of the Great Lakes-Hudson River Waterway authorized by the Act of August 30, 1935 Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the project for the Great Lakes-Hudson River Waterway authorized by the first section of the Act entitled "An Act authorizing the construction, repair, and preservation of certain public works on rivers and harbors, and for other purposes", approved August 30, 1935 (49 Stat. 1028, 1030), as modified by the Act of October 23, 1962 (76 Stat. 1173), is further modified to authorize the appropriation of such further sums, estimated at $6,800,000, as may be necessary to permit the completion of the improvement of the Great Lakes-Hudson River Waterway authorized by such Act of August 30, 1935. S. 1938 AUTHORIZING ADDITIONAL APPROPRIATIONS FOR THE COMPLETION OF THE GREAT LAKES-HUDSON RIVER WATERWAY AUTHORIZED BY THE ACT OF AUGUST 30, 1935 The purpose of S. 1938 is to authorize an additional appropriation of $6,800,000 to permit completion of the improvement of the Great Lakes-Hudson River Waterway, authorized by the act of August 30, 1935 (49 Stat. 1028, 1030), as modified by the act of October 23, 1963 (76 Stat. 1173). The Great Lakes to Hudson River Waterway consists of that portion of the New York State Barge Canal system extending from the Hudson River at Waterford, N.Y., to Oswego Harbor on Lake Ontario. The length of the waterway included in the project is about 184 miles, of which 160 miles are in the Erie Canal from Waterford to Three Rivers Point, and 24 miles in the Oswego Canal from Three Rivers Point to Oswego. The project provides for the allotment of Federal funds to the State of New York for expenditure under suitable Federal control and supervision in the improvement of the canal connecting Lake Ontario with the Hudson River. The improvement provides for a depth of 13 feet below normal pool level through all locks between Waterford and Oswego, deepening between locks to 14 feet below normal pool level, widening at bends and elsewhere, and increasing the overhead clearance to 20 feet at maximum navigable stage at bridges and other overhead structures. The widths of channel to be provided under the project are 104 feet in earth cuts, 120 feet in rock cuts, 200 feet in river sections, with widening at bends and elsewhere as may be necessary. The project for deepening between the locks was authorized by the River and Harbor Act of August 30, 1935, and the increased depths through the locks was authorized by the River and Harbor Act of March 2, 1945, in accordance with the recommendations of the Chief of Engineers in Senate Document No. 252, 79th Congress. The project is about 86-percent complete. There remains 13 bridges to be raised or reconstructed, several sections of the canal channel to be widened by excavation, canal embankment banks to be revetted, and deepening to 13 feet through 2 locks. During consideration of the River and Harbor Act of 1962, the committee held hearings on this project, and included in the act an increase in the authorization by $1 million. The present fiscal status of the project is as follows: Estimated cost.. Authorizations_ Appropriations through 1963 Budget request, 1964__ Proposed for 1965-. Authorization remaining after 1965 $34, 800, 000 28, 000, 000 24, 613, 000 380,000 980, 000 2,027, 000 By a resolution dated February 29, 1960, the Committee on Public Works authorized the Corps of Engineers to make a study of the waterway to determine whether any modification is desirable at this time. It is understood that the study will be divided into two phases. The first phase is essentially complete, and will consider the feasibility of modernizing the canal. The second phase is underway and will review the bridge clearances, study the increase in monetary authorization, and the desirability of transfer of the canal to the United States. Senator METCALF. We will now hear from our distinguished and able colleague, Senator Javits. STATEMENT OF HON. JACOB K. JAVITS, U.S. SENATOR FROM THE STATE OF NEW YORK Senator JAVITS. Mr. Chairman, I am very pleased to advise the committee that there is a group of 4-H young people in the back of the room from my home State of New York, from Orleans, Chautauqua, and Allegany Counties, who are deeply interested in these problems. Senator METCALF. We are delighted to have them with us this morn ing see quite a delegation of them back here, and we welcome you all to the committee. Senator JAVITS. I thank the chairman. Mr. Chairman, I appear today to testify in support of S. 1938, a bill which I introduced, along with Senator Keating, to authorize an additional appropriation of $6.8 million for the completion of the improvement of the Great Lakes-Hudson River Waterway. This bill would authorize the removal of the present $28 million ceiling from the Federal program on the Great Lakes-Hudson River Waterway for the completion of necessary improvements on this important national transportation system. Mr. Chairman, this, of course, is a most important transportation system. The 1935 Rivers and Harbors Act, Public Law 489, 74th Congress, approved August 30, 1935, authorized an appropriation of $27 million of Federal funds to the State of New York to be used under Federal supervision for the 184-mile section for the barge canal from Oswego to Waterford on the Hudson. In 1962, the 1935 act limitation of $27 million was raised by the Congress to $28 million. The New York State Barge Canal consists of four interconnected canals, the Champlain, Erie, Oswego, and Cayuga-Seneca Canal, and is made up of 515 miles of canal, 10 miles of harbor area with 57 locks, and additional navigation and reservoir facilities. The Erie division, extending from Lake Erie to the Hudson River, is the successor to the old Erie Canal, which, during the 19th century, had such a great impact on the development of New York State and the establishment of the port of New York as the Nation's leading port. In addition to what might be called the primary function of the canal system, the provision of economical transport of bulk commodities, it provides manifold benefits to the State of New York and our Nation, including irrigation, recreation, navigation, flood control, hydroelectric power, and water supply. The 1935 legislation permitted deepening of the waterways between locks to 14 feet below normal pool level, widening at channel bends, and increases of overhead clearances and obstructions to 20 feet. The improvement program, so essential to the full economic utilization of the canal system, has not yet been completed. Of the total of 99 bridges crossing the Great Lakes-Hudson River Waterway, 59 bridges were, until recently, in need of modification to meet the navigational requirements of a 20-foot vertical clearance. As of May 1963, 46 bridges had been raised, removed, or otherwise made to conform to the 20-foot clearance. Work on 13 bridges remains uncompleted. The proposed improvements would permit commercial activities on the waterway during periods of high water and thus would contribute materially to the reduction of operating delays and to the increase of efficiency of existing equipment. The waterway is one of national importance to commercial navigation. It provides a navigable connection between the Atlantic seaboard and the Great Lakes area for the transportation of commodities vital to the Nation's economy. A substantial part of the petroleum fuel and other petroleum products utilized by communities and industries in central and northern New York and the Lake Ontario area, from Michigan and Illinois, are transported over this waterway. Approximately 3,323,000 tons of traffic moved over the New York State barge system during the 1961 season. In order to carry out these important improvements, the New York State Legislature has appropriated $15 million to finance the remainder of the authorized project and to avoid further delays in project completion. The construction schedule of the New York State Department of Public Works discloses that contracts for raising 9 of the remaining 13 bridges are to be let this year with the other 4 to be undertaken by 1964. Now, as to the finances involved: The original $27 million authorization was an appropriate figure in 1935. This figure is not sufficient. to complete improvements on the Great Lakes-Hudson River Waterway in the light of 1963 costs. New York State will be spending funds considerably in excess of the present authorization ceiling of $28 million. The New York Port Authority has informed me—and they are here to testify today-that the work involved in completing the waterway improvements will call for reimbursements to the State of New York by the Federal Government: fiscal year 1964, $3,414,349; fiscal year 1965, $2,560,000; fiscal year 1966, $799,000; amounting to $6,773,349 by fiscal year 1966. The estimated Federal cost of work authorized under the 1935 act is approximately $34,800,000. This amount is $6.8 million in excess of the present $28 million authorization and constitutes the amount for which an additional authorization is sought. The short-ton volume of annual traffic on the Great Lakes-Hudson River Waterway has declined since 1950. There is strong feeling that the tremendous commercial potential of the waterway could be realized if a vertical clearance of 20 feet at all bridges were established along the length of the waterway. Shipping interests estimate that the loads carried by vessels can be increased 10 to 18 percent by a 1-foot increase in draft which will be made possible by the deepening of the locks to the project depth. Increased deck cargoes would result in greater utilization of bulk and liquid carriers. Materials which are presently too large for transportation under existing bridges could then be moved. Modern methods of push-towing of barges in flotillas, which have been developed to a high degree of efficiency on the Mississippi River system, and have created a virtual revolution in inland water transportation, could be implemented to afford major transportation economies to industries using the Barge Canal system. An estimated total annual savings to carriers of almost $1 million would result from the completion of the project improvements, in addition to its benefits to the areas through which it passes and the areas which it serves. The completion of improvements is significant for the successful commercial operation of the waterway and also for the further development of this waterway for recreational purposes. New York waterways are renowned for their scenic beauty and form an area of major attraction for pleasure boating throughout the Great Lakes and east coast. The clearing of navigational obstructions would contribute to the growth of the canal's recreational capabilities. The completion of the Great Lakes-Hudson River Waterway is of great importance to the economic welfare of the State of New York. The lowering of transportation costs for commerce moving to and from the ports of New York is in itself sufficient and ample justification for support of a modernized canal system. Moreover, we must insure that the Barge Canal keeps pace with changing technology in the movement of waterborne commerce. The improved waterway would constitute a significant and vital contribution to the future economic welfare of the region and of the State of New York. I, therefore, urge that the Public Works Committee give prompt and sympathetic consideration to S. 1938. Mr. Chairman, I would just like to make one more 1-minute comment upon this matter. It is a matter of the internal development of our State, the State of New York, and the region which it serves, and I often hear Members on the floor speak of New York as if it were nothing but one big bank, draining dollars off from the rest of America. |