85a APPENDIX T Treasury Department Know all men by these presents that I D. W. Bushyhead Treasurer of the Cherokee Nation by virtue of authority vested in me by law, do grant and by these presents confirm unto Gilbert Bowling a license to keep a Public Ferry on Grand River at what is known as Ketchers Ferry for the term of six months from date hereof Said Gilbert Bowling having complied with the act relating to Public Ferries. /s/ D. W. Bushyhead Treasurer 86a APPENDIX U CHAP. 2348.-An act to amend section six of an act approved February eight, eighteen hundred and eightseven, entitled "An act to provide for the allotment of lands in severalty to Indians on the various reservations, and to extend the protection of the laws of the United States and the Territories over the Indians, and for other purposes." SEC. 27. That the lands belonging to the Choctaw, Chickasaw, Cherokee, Creek, or Seminole Tribes, upon the dissolution of said tribes, shall not become public lands nor property of the United States, but shall be held in trust by the United States for the use and benefit of the Indians respectively comprising each of said tribes, and their heirs as the same shall appear by the rolls as finally concluded as heretofore and hereinafter provided for: Provided, That nothing herein contained shall interfere with any allotments heretofore or hereafter made or to be made under the provisions of this or any other act of Congress. 79TII CONGRESS 2d Session HOUSE OF REPRESENTATIVES RIVER AND HARBOR BILL REPORT {No. 2009 MAY 13, 1946.—Committed to the Committee of the Whole House on the State of the Union and Ordered to be printed Mr. MANSFIELD of Texas, from the Committee on Rivers and Harbors, submitted the following REPORT [To accompany H. R. 6407] The Committee on Rivers and Harbors, to whom was referred the bill (H. R. 6407) authorizing the construction, repair, and preservation of certain public works on rivers and harbors, and for other purposes, having considered the same, report favorably thereon without amendment and recommend that the bill do pass. GENERAL STATEMENT The Committee on Rivers and Harbors being impressed with the phenomenal growth of traffic on the waterways of the United States, both before and during the war, has held hearings to determine whether further improvements should be authorized at this time. During thicse hearings it was repeatedly brought out that the advantages afforded by low-cost transportation have redounded not only to the benefit of the individual areas directly served by our great waterway and harbor system, but to the welfare of the country as a whole. The growth of water-borne commerce is illuminated sharply by the graph which is reproduced on page 2 of this report and which depicts for the entire waterway system, excluding the Great Lakes and ocean Transportation, a steady increase from a low of 7,826,000,000 tonniles in 1931 to a high of 31,343,000,000 ton-miles in 1944. Although this growth is obviously due to the basic fact that water transportation, when reduced to the common denominator of cost, is the best adapted and most economical among the several agencies of transport for the movement of our essential bulk commodities, it could not have been achieved but for the clear perception and provident foresight of previous Congresses. 86821-46 -1 RIVER AND HARBOR BILL 3 Had not the requirements of a First World War indicated to a discerning Congress the need for transportation media in addition to those afforded by railroads and the necessity for enacting authorizing legislation, the country, during the past bitter years would have been denied in greater or less degree, in fighting its two-ocean war, 31,000,000,000 ton-miles of inland waterway traffic, 118,000,000,000 tonmiles of Great Lakes traffic, as well as the concomitant traffic made possible by the great ports of the Atlantic and Pacific Oceans and the Gulf of Mexico. Congressional foresight also has required the United States Engineer Department to maintain complete records of trade movement on the waterways making up the inland system and in our ports. Hence, we know whereof we speak. The figures that have been presented to this committee are not the result of wishful thinking but statements of indisputable fact. To accent the wartime use of the inland waterways, figures have been produced to show that 3,943 seagoing military and naval craft, plus 146 drydocks, were constructed at widely scattered shipyards on the lakes and inland waterways during the critical months and propelled or towed down the rivers to deep water to play their indispensable part in the major invasions of enemy-held territory. We should prepare now for the probable trend of the postwar era to decentralize major national activities by making available innumerable sites for the disposal of industrial expansion along the banks of our important waterways and ship channels. Since passage of the last River and Harbor Act, 58 project reports have been reviewed and approved by the Board of Engineers for Rivers and Harbors and have now been considered favorably by this committee. These proposed improvements have been reported favorably only after their economic worth has been established under the revealing light of critical analysis. All of them are responsive to the needs of local interests and the Nation at large as freely voiced in public hearings and urged before this committee. In nearly every instance, the congressional representatives of the areas in question have expressed before this committee the need for the projects and their urgent desire that no delay be incurred in authorization. The proposed improvements range in size and importance from small-boat harbors of refuge to deep-draft ship channels and major expansion of the inland and intracoastal waterway systems. Each recommended project has been examined and weighed for justification in the public interest and found individually worthy of improvement. The progressive addition of each new link in a chain of coastal ports and in the interconnecting waterway systems, extends the routes, expands volume of traffic, places new sources of materials and new markets within the economic reach of each other and thus benefits both the newly opened areas and the regions already served by existing facilities. Congress has heretofore provided that projects must first be authorized before becoming available for appropriation, a wise practice endorsed by this committee. The most advantageous choice of projects for appropriation within the Nation's ability, as measured by the Congress, can best be made if many economically sound projects are available for selection. Since a period of 2 years has now elapsed since the consideration of the last river and harbor bill and since a number of economically approved projects are now available, and finally, since these projects |