surrounding country are those of reclamation and flood control rather than of navigation, and the only reasons of importance, from the standpoint of navigation, that have been advanced in behalf of the improvement are those relating to possible reduction in rail freight rates and the benefits that would be derived to the community west of Shreveport by such reduction. There is but little commerce above the site of the dam and none below, and there is no assurance that there will be any navigation on an improved waterway. In view of the large cost of providing an adequate improvement, and the fact that there is no present or prospective demand for water transportation that will justify the necessary expenditure, he reaches the conclusion that this waterway is not at present worthy of improvement by the United States even to the extent of participation with the local community. In this opinion the division engineer concurs. 4. These reports have been referred as required by law to the Board of Engineers for Rivers and Harbors, and attention is invited to its report herewith, dated May 5, 1913. The board held a hearing at its office on February 11, 1913, at which it was stated that navigation throughout the year was not regarded as necessary and that an intermittent navigation would be satisfactory. Pursuant to the recommendations of the board, estimates were submitted by the district officer in his supplemental report of March 17, 1913, herewith, for navigation covering periods of ten, eight, six, and four months, amounting to $1,800,000, $1,600,000, $1,300,000, and $910,000, respectively. After consideration of all the information available, the board concurs with the district officer and the division engineer in believing it to be inadvisable for the United States to undertake the construction of a lock in the proposed dam at the foot of Caddo Lake and a channel from said dam to the Red River, this conclusion being based only upon the direct benefit to commerce which would result from the use of the improved waterways as a means of transportation and not upon such indirect benefits as might result from its effect in controlling railroad freight rates. 5. After due consideration of the above-mentioned reports, I concur in general with the views of the district officer, the division engineer, and the Board of Engineers for Rivers and Harbors, and, therefore, in carrying out the instructions of Congress, I report that the improvement by the United States for a lock in the proposed dam at the foot of Caddo Lake, La. and Tex., and a channel from said dam to the Red River by way of Big Pass, Little Pass, Soda Lake, Twelvemile Bayou, and Cross Bayou is not deemed advisable at the present time. WM. T. ROSSELL, Chief of Engineers, U. S. Army REPORT OF THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS ON SURVEY AND SUPPLEMENTAL REPORTS. [Sixth indorsement.] BOARD OF ENGINEERS FOR RIVERS AND HARBORS, To the CHIEF OF ENGINEERS, UNITED STATES ARMY: 2. The annual commerce of this waterway from 1877 to 1910 averaged about 3,700 tons and from 1910 to 1912 about 13,000 tons, the increase having been due to the discovery and development of oil and gas fields in the vicinity of Caddo Lake. 3. The district officer states that the more recent surveys and examinations of this waterway indicate a considerably less volume of discharge at low water than was formerly considered available, the lowwater flow during the year 1911 being estimated at but 5 feet per second. He also brings out the fact that the so-called falls at the foot of Soda Lake are not of material importance and need not be given serious consideration in connection with the preservation of this waterway. He states that the problem involved in the development of this locality is rather one of reclamation and flood control than of navigation, that this appears to be the opinion of many persons interested in this locality, and that the only reasons of impor tance that have been advanced for improvement from the standpoint of navigation are those relating to a possible reduction in said freight rates and the benefits that would be derived by the community west of Shreveport, due to such reduction. 4. In preparing the project presented, the district officer assumes that a channel having a navigable depth of at least 4 feet and a bottom width of 75 feet should be provided, and that it should be available for continuous all-year navigation. As the low-water flow of this waterway is too small to provide any slope, back water from the Red River must be relied upon for low-water navigation, and this will necessitate dredging practically a dead-end channel from the Red River to the dam at the foot of Caddo Lake. The elevation of the water surface in the channel below Caddo Lake is assumed at 156.3 feet, Cairo datum, while the elevation of the water above the dam now under consideration is approximately 188.4 feet, Cairo datum, necessitating a lift of approximately 32.1 feet. To provide for this lift two locks are proposed, having chamber dimensions of 40 feet by 150 feet. 5. Projects are submitted for two routes, designated as Project A and Project B, the estimated cost of either being $2,200,000. The district officer states that Project A will best meet the needs of the local interests in the solution of their drainage and reclamation problems. Both routes follow the several waterways designated in the act and differ only in the channels connecting Twelvemile Bayou with Cross Bayou. He states that the question of maintenance of a waterway below the dam is a very uncertain one, and he estimates this item at $150,000 for the first year, dredging to be done both by contract and by a Government-owned dredge to be built out of the first appro priation for the work. If such Government-owned dredge is not available, the cost of maintenance for the first year will be $275,000. After the first year maintenance will consist of the operation of a Government-owned dredge, snagging, and the operation of the locks, which he estimates will cost $50,000 annually. The district officer believes that on account of the benefit to be derived by the local interests through the improvement of the drainage conditions, these interests should contribute liberaliy to the improvement. He quotes from a letter from the Caddo levee board to the effect that that organization will pledge a contribution of $50,000 to $100,000 toward the project. He believes such a contribution entirely inadequate and that it should be 50 per cent of the total cost, or approximately $1,100,000. He calls attention to the fact that while the survey does not contemplate the improvement of the waterway above the foot of Caddo Lake, this should be given consideration in any project for the improvement of the waterway between Jefferson and Shreveport, and this would necessitate a considerable amount of work to secure a 4-foot navigable channel through Cypress Bayou, both in original construction and subsequent maintenance. 6. The district officer is of opinion that there is no present or prospective demand for water transportation that will justify the necessary expenditure, and he considers this waterway as not at present worthy of improvement by the United States, even with cooperation by the local community. The division engineer regards the recommendation of the district officer as being in accord with the policy prescribed by Congress, and he therefore recommends it for approval. 7. At a hearing before the board on February 11, 1913, it was stated by Senators and Representatives in Congress that continuous navigation throughout the year was not regarded as necessary, that an intermittent navigation would be satisfactory, and that local parties were willing to offer substantial cooperation in connection with such a project. In view of these statements, the board recommended and obtained a supplemental report, in which projects for different periods of navigation are presented, with estimates of cost. These projects provide for intermittent navigation covering periods of 10, 8, 6, and 4 months, the estimates corresponding thereto being $1,800,000, $1,600,000, $1,300,000, and $910,000. 8. Several other projects have been considered which are modifications of the supplemental projects just referred to, involving costs not greatly differing from those given above, and none of which amount to less than $1,000,000. From further investigation and inquiry by the district officer, it appears that the Caddo levee board is now prepared to cooperate in carrying out the improvement of these waterways by doing a portion of the work, the value of which ranges from $305,000 to $335,000, depending upon the project adopted. The district officer believes that the maintenance charge for any of the projects considered would be practically the same as already given. After considering the limited commerce which would be benefited by the improvement of this waterway and the excessive cost involved, the district officer deems the locality unworthy of further improvement by the United States at this time. 9. It appears from statements made to the board and from the indorsement of the division engineer dated March 26, 1913, that local interests would be satisfied with a navigation between Shreveport and Jefferson for a period of about six months each year. Such a project is estimated to cost about $1,300,000, of which the locality proposes to contribute about $300,000, leaving approximately $1,000,000 to be provided by the United States. 10. At present there is no commerce on this waterway excepting that which pertains to the section above the site of the dam at the foot of Caddo Lake, and there is nothing to indicate the probability of the development of a through commerce between Jefferson and points on the Mississippi, even if the project considered herein were carried into effect. The Red River was utilized as a transportation route to a considerable extent a number of years ago, but, although its physical condition remained practically unchanged, commerce began to dwindle with the advent and development of the railroads and has practically ceased to exist. Navigation interests do not now find it economically advisable to use the Red River to Shreveport, and there is no reason to believe that the construction of a tributary channel would cause it to be used as a through route to Jefferson, and there would certainly not be sufficient local commerce developed to warrant the undertaking of this project. 11. In view of the foregoing, the board concurs with the district officer and the division engineer in believing it to be inadvisable for the United States to undertake the construction of a lock in the proposed dam at the foot of Caddo Lake and a channel from said dam to the Red River. 12. The conclusion of the board that it is inadvisable for the United States to undertake the desired improvement is based only upon consideration of the direct benefit to commerce which would result from the use of the improved waterways as a means of transportation, although it understands that the main object of the improvement desired is for the purpose of creating a basing point in northeast Texas with a view to bringing about a reduction in railroad freight rates. The Congress has not as yet indicated its desire that expressions of opinion by the Engineer Department as to the advisability of waterway improvements be based upon consideration of the effect of such improvements upon the regulation of State or interstate railroad rates, there being other legally constituted bodies created for the express purpose of regulating rail rates whose processes of regulation can apparently be made effective at a less cost to the United States than by the construction, at the expense of the United States, of waterways upon which there will be little or no water-borne commerce. The board therefore does not attempt to express an opinion as to whether or not it is advisable for the United States to undertake the improvement desired with a view to the regulation of freight rates. 13. In compliance with law, the board reports that there are no questions of terminal facilities, water power, or other subjects which could be coordinated with the project proposed in such manner as to render the improvement advisable in the interests of commerce and navigation. For the board: W. C. LANGFITT, Lieut. Col., Corps of Engineers, Senior Member Present. PRELIMINARY EXAMINATION FOR LOCK IN THE PROPOSED DAM AT UNITED STATES ENGINEER OFFICE, Dallas, Tex., June 5, 1911. SIR: I have the honor to submit the following report upon the preliminary examination for a lock in the proposed dam at the foot of Caddo Lake, La. and Tex., and a channel from said dam to the Red River by way of Big Pass, Little Pass, Soda Lake, Twelvemile Bayou, and Cross Bayou, made in compliance with instructions contained in letter from the Chief of Engineers dated April 7, 1911, and pursuant to item reading as follows, in the river and harbor act approved February 27, 1911: * * For a The Secretary of War is hereby authorized and directed to cause preliminary examinations and surveys to be made at the following-named localities: lock in the proposed dam at the foot of Caddo Lake, Louisiana and Texas, and a channel from said dam to the Red River by way of Big Pass, Little Pass, Soda Lake, Twelvemile Bayou, and Cross Bayou. The Jefferson-Shreveport Waterway consists of the following-named waterways: Cypress Bayou, Caddo Lake, Big Willow Pass, Little Willow Pass, Soda Lake, Twelvemile Bayou, and Red River, having lengths of 25, 17, 2.8, 1, 2.5, 20, and 5.5 miles, respectively, a total of 73.8 miles. A complete hydrographic survey of this waterway was made in 1890 and 1893 by Capt. J. H. Willard, Corps of Engineers. His report was published in the Annual Report of the Chief of Engineers for 1893, page 2065. An examination and resurvey of a portion of this waterway were made under this office in 1905, reports of which were published in House Document No. 785, Fifty-ninth Congress, first session. An examination was made under this office in 1907, report of which was published in House Document No. 220, Sixtieth Congress, first session. A survey of a portion of this waterway was made under this office in 1909, report of which was published in House Document No. 680, Sixty-first Congress, second session. These reports describe quite fully the conditions that have existed, and still exist, on this waterway, and attention is invited to them. In the consideration of these surveys, attention is invited to the fact that they are essentially hydrographic. The present waterway has a navigable depth at low water of about 2 feet from Jefferson to the head of Soda Lake, and a 1-foot depth in Twelvemile Bayou. Before 1895, when Red River cut back into Twelvemile Bayou and created the present mouth 5 miles above Shreveport, Twelvemile Bayou emptied into Red River about 1 mile above Shreveport, and the 1-foot depth in Twelvemile Bayou was available to Shreveport. The navigable depth at low water in Red River is given at about 34 feet at 0.0 gage. In recent years, however, it has been much less at low-water stages. Soda Lake is dry at lowwater stages, and at ordinary stages the controlling depth is about 1 or 2 feet. At the time when the preliminary examination was made (about May 12-15, 1911), Caddo Lake had a 2-foot stage, and the available depth in Soda Lake was about 1 foot. The depth available in this lake is the controlling depth in this waterway. The fluctuation in the water surface at Jefferson is about 14 feet; in Soda Lake about 13 feet; and at the present mouth of Twelvemile Bayou about |