save $45,000 annually and a contribution to its cost of $1,125,000 would be justified. 26. Furthermore the existing project calls for a depth of 4 feet from Sacramento to Colusa, while 6 feet are needed. This depth from Sacramento to the mouth of Feather River, if obtainable at all by open-channel methods, would cost $260,000, initial cost, and $80,000 annually for maintenance, assuming a minimum run-off of 3,500 second-feet. The dam at Freeport would provide the 6-foot depth over this critical stretch; and if the needs of navigation above Sacramento are to be provided for, the savings by the dam would justify an expenditure of $2,260,000 on it. 27. The value of the navigable channel above the city of Sacramento can not be measured by the commerce carried on it, since the latter has in late years been limited by the depths which it is practicable to obtain. A very large tonnage is annually on hand seeking transportation, but only so much as the existing controlling depth will permit to be carried can be shipped by water. The commerce on this part of the river during 1923 (the last for which statistics have been compiled), when depths approximating the 4 feet prescribed by existing project were available throughout the year, showed an increase of 60 per cent over the preceding year, and considerable further increases would occur could the getting out of shipments on time be assured. Therefore, the foregoing estimates of the value of the dam in giving this assurance probably do not much exceed the potential benefits to navigation that would result. 28. All-year navigation has not been possible for over 10 years on the Feather River. The improvement of this stream is the subject of another survey report now in course of preparation; but it is relevant to point out here that the dam at Freeport would permit navigation at low-water stages to within about 2 miles of Nicolaus, which would make a large part of the crops of Sutter and Yuba Counties immediately accessible to water transportation and would greatly facilitate the obtaining of navigable depths as far as Marysville. While the studies relative to the Feather River are not yet complete, it is evident that, with the small amount of water available during the past five summers and autumns, the reestablishment of navigation in its channel is not economically practicable and is physically possible only by canalization. The proposed dam will largely accomplish this and will do more than the annual expenditure of $100,000 or more on wing dams and dredging. 29. In addition to the foregoing, there is an anticipated saving of $153,000 in first cost and of $67,000 in annual maintenance, which the dam would eliminate from the estimate for a 10-foot channel if gotten by wing dams and dredging; together these would justify $1,828,000 of the cost of the dam. 30. It is not practicable to arrive at any sound evaluation of the other benefits, such as the savings in raising freight and decrease in congestion in the river at Sacramento, and the availability of the terminal facilities of West Sacramento throughout the year; but it seems evident that these advantages would have a considerable value to this rapidly growing community, which is the center of an important agricultural area where shortage of transportation facilities is a matter of grave concern each year. Without placing any definite value on these items, they together with the benefits already evaluated in the preceding paragraphs appear to more than justify the estimated cost of the proposed dam. In this connection attention is invited to the letters of Mr. W. P. Dwyer, N. Fay & Son, and of the Sacramento Valley Development Association, with inclosure No. 1. VI. RECOMMENDATIONS 31. In view of the foregoing, the following recommendations are made: a. Modification of the existing project to require a controlling depth of 10 feet for a width varying from 150 feet to 200 feet, according to local conditions, from the mouth of the river at Collinsville to the city of Sacramento. b. The obtaining of this by a dam and lock at Freeport, as described in paragraph 18, and by a system of semipermanent wing dams below this point, together with occasional dredging and the removal of snags and other obstacles to navigation. c. An appropriation of $1,340,000 for two years, and an annual appropriation of $25,000 for maintenance thereafter, in addition to the $30,000 which would then be needed for the upper river. d. If it is considered that the cost of the dam and lock exceeds the amount which the value of the improvement justifies, it is recommended that the modification in the project proposed in a be approved, the requisite depth and width of channel being obtained as far as practicable by the open-channel methods used on the existing project. e. An appropriation for this purpose of $161,000 the first year and annual appropriations of $92,000 for maintenance thereafter, in addition to the $75,000 which would still be needed for the maintenance of the existing project above Sacramento with a run-off of 3,500 second-feet. f. Whatever land and rights of way would be needed for this project to be purchased from the funds appropriated in accordance with the foregoing recommendations. No alterations of bridges, roads, railroads, or other public utilities will be necessary, and it is not anticipated that any land will be flooded which is not included between levees and now subject to overflow, except that to be purchased for the lock and dam. U. S. GRANT, 3d, [First indorsement] OFFICE, DIVISION ENGINEER, PACIFIC DIVISION, To the CHIEF OF ENGINEERS, UNITED STATES ARMY: SYLLABUS The division engineer concurs with the district engineer in recommending that the project be modified so as to provide for a depth of 10 feet from the mouth of the river to Sacramento, but is of the opinion that the increased depth should be obtained by open-channel work rather than by lock and dam. 1. The survey shows that a depth of 10 feet is found from the mouth of the river to Sacramento, with the exception of two stretches amounting to about 1 mile in length near Isleton and one stretch about 12 miles in length immediately downstream from Sacramento. Under these conditions and in view of the inadequacy of the present channel depth of 7 feet, it is considered advisable to modify the project so as to provide for a channel 10 feet deep from the mouth of the river to Sacramento. The president of the California Transportation Co. states that the steamers now operating between San Francisco and Sacramento draw 7 feet 6 inches and should have 2 feet of water under them for safe navigation. This company has new steamers under construction which will be larger than those now in use, and will draw about 8 feet. 2. The district engineer recommends a project for 10 feet depth with a depth of 150 to 200 feet. He discusses two methods of obtaining such a channel, one by the present method of open-river improvement and the other by the construction of a lock and dam at Freeport with open-river work downstream from that point. He considers it doubtful that a channel of the dimensions named can be obtained and maintained by the open-channel method. Accordingly he recommends a lock and dam at Freeport. He enumerates various advantages that will result from the dam, particularly the creation of a wider harbor at Sacramento, the increase in depth in the river above Sacramento, and the assurance of navigable depths in the Feather River. 3. It is noted that the California Transportation Co. objects to the lock and dam. The creation of this obstacle would probably affect adversely the fine service now given by this company. The boats would suffer the delay caused by passing through the lock, which passage would generally be at night, and additional delay would occur if the boats had to await their turn upon finding other draft ahead of them at the lock. 4. I am of the opinion that the objections to the lock are well founded. It is reasonably certain that by open-channel work a depth of 10 feet can be made available the greater part of the time, falling probably to 9 feet at the most critical periods of low water. It is believed to be better for the loads to be curtailed and additional boats to be used during the period when full depth is lacking, rather than to have the permanent handicap of a lock in the river The commerce on the lower river should not be subjected to this disadvantage in order to give increased depth in the upper Sacramento and the Feather, or to provide a better harbor at the city of Sacramento. 5. Another feature to be considered is the possible demand in the near future for a depth of water to the city of Sacramento sufficient to accommodate ocean steamers. Such a depth has recently been recommended by the Engineer Department for the channel to Stockton, and the adoption of a project of this kind for Stockton will give fresh impetus to the demand for similar facilities at Sacramento. A lock at Freeport providing for 10-foot navigation will serve no purpose if a deep-water project is adopted. 6. Investigations are now being made as to the feasibility and desirability of constructing what is called a salt-water dam between San Francisco and the mouths of the Sacramento and San Joaquin Rivers. While such a dam is not a navigation project, yet its construction would have a decided effect upon navigation conditions. 7. For these reasons I do not consider it advisable to undertake the construction of a lock in the river at Freeport at this time. I recommend the continued improvement of the river by the openchannel method, with a view to securing a channel 10 feet deep and 150 to 200 feet wide at an estimated cost of $161,000 for new work and $92,000 for annual maintenance. O HERBERT DEAKYNE, WITH A LETTER FROM THE CHIEF OF ENGINEERS, REPORT ON PRELIMINARY EXAMINATION OF SKAGIT RIVER, WASH., WITH A VIEW TO CONTROL OF THE FLOODS DECEMBER 12, 1925.-Referred to the Committee on Flood Control and ordered to be printed. WAR DEPARTMENT, Washington, December 7, 1925. The SPEAKER OF THE HOUSE OF REPRESENTATIVES. MY DEAR MR. SPEAKER: I am transmitting herewith a letter from the Chief of Engineers, United States Army, of the 4th instant, together with report of Col. W. J. Barden, Corps o Engineers, dated January 31, 1925, on preliminary examination of Skagit River, Wash., authorized by the flood control act of May 31, 1924. Sincerely yours, DWIGHT F. DAVIS, WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Subject: Preliminary examination of Skagit River, Wash. 1. There is submitted herewith, for transmission to Congress, report dated January 31, 1925, by Col. W. J. Barden, Corps of Engineers, on preliminary examination of Skagit River, Wash., authorized by the flood control act of May 31, 1924. |