times as wide (about 3,000 feet), which is to be dredged ultimately so as to give a depth at extreme flood of 35 feet. This cut utilizes, so far as practicable, the present river channel but, notably on one long stretch, departs entirely from it. This stretch of low land, extending from above the mouth of Three Mile Slough down to Bakers Point, has been thrown open to the river's flow by building a retaining levee along its west line and depositing dredged material behind that levee, and removing the levee on the west side of the river at the upper end of the cut, and also a cross levee on the Dozier and Pressley lands farther down.

Above this cut and extending up to Rio Vista the levee of the Joseph district has been removed by dredging to a width of 135 feet, and to the depth of 35 feet below extreme flood, the material being deposited on spoil banks to the west.

Below this cut, Bakers Point on the east side of the river has been cut off by a levee a mile long running across it, and the outer levee is now being removed.

The three operations above referred to give for the floods of this winter, for 5 miles or more downstream from Rio Vista. where the flood waters choke, a channel width of 3,000 feet-in some places. including the present river channel. in others supplementing it; and while this enlarged channel will need much dredging to conform to the specifications of the major project, it will prove a measure of great partial relief in the interests of navigation and in safety to property.

In addition, the point at the lower end of Sherman Island, where the Sacramento and San Joaquin Rivers join, has been cut off by a levee, and the outside levee is now being cut down so that the choke at this point will be lessened.

WEIR SITES.

In the matter of weirs, rights of way have been secured already for three of the sites as called for in the plans. The site for Tisdale Weir has been owned for some years by the State of California. The site for Fremont Weir, 8.000 feet long, near the mouth of the Feather River, has been secured by the State Reclamation Board and an assessment levied to pay for it. The site for the Sacramento Weir has been purchased by the city of Sacramento and she will be reimbursed out of an assessment already levied by the Reclamation Board. There remains only the site for the Moulton Weir and there is still question as to the proper location for this weir.

SACRAMENTO WEIR CONSTRUCTION.

It is designed that actual construction of the Sacramento Weir and by-pass shall be completed during the year 1916. This has been made possible because this by-pass, designed as an easement for the floods of the American River, is necessary for the safety of Sacramento city as well as for the preservation of the river channel below her. Sacramento city has in consequence issued 8500,000 bonds to pay for construction of the weir, hoping for reimbursement therefor in case the proiect is approved; while the Reclamation Board has provided by assessment for construction of the lateral levees of the by-pass and the cost of rights of way, already secured by the city. The plans for this weir are now in the hands of the Chief of Engineers at Washington and when approved by him contracts for the construction thereof will be immediately let.

BY-PASS CONSTRUCTION.

The progress in carrying out that portion of the work placed under direction of the State (the Government Engineers acting in effect as consulting engineers in connection therewith) has been marked. The authority given the State reclamation board has enabled it not only to prevent any private reclamation that would in any way interfere with successful prosecution of the Sacramento River flood control project as approved by the War Department, but also to force private reclamation to assist in constructing units of the proiect. Thus reclamation districts, in building their own protective levees, have built sections of river and by-pass levees as called for by the project plans, the lines of the two systems of levee being made identical.

In the Yolo by-pass there has been no actual progress in levee construction since the hearing of January, 1914. Twenty miles of the forty included in the eastern levee of this by-pass is finished, however, and the balance is provided for in the plans of two reclamation districts-the Netherlands, No. 999, and the Mull, No. 1600. Fourteen miles of this levee is included in the line of the Netherlands district, which is now endeavoring to condemn the necessary right of way so as to proceed with construction.

The entire Sacramento by-pass, including rights of way, levees, and weir, is practically provided for, as indicated above.

19745-15- -2

In the Sutter by-pass, District 1500 has made progress in the construction of its east levee, which forms about 20 miles of the west levee of the by-pass, but has been prevented by litigation with outside landowners from completing this levee and also its north levee, 4 miles long, which forms the south levee of the Tisdale by-pass.

District 1660, just north of District 1500, was organized by act of the last legislature, and is prepared to go on with construction of its east levee (which would continue the west levee of the Sutter by-pass up to its northern end), and of its south levee (which is identical with the north levee of the Tisdale by-pass) as soon as there is a favorable termination to the litigation in which District 1500 is involved.

Of the east levee of the Sutter by-pass 7 miles thereof, identical with that stretch of the west levee of District No. 1001 along the east bank of the Feather River from its mouth up to Nelsons Bens, has been completed some time. It is understood that 4 miles more, running diagonally across District No. 1 from its west levee to its south levee, will be constructed during the coming season by District 1500, under the terms of the act creating the district.

RIVER LEVEES.

As to river levees called for by the plans there is steady progress in construction of new levee and standardization of old levees under directions of the State reclamation board.

District 1500 has completed construction, with exception of a few openings, of the entire stretch of levee on the east side of the Sacramento River from Tisdale Weir to the mouth of the Feather; the West Side District, created by the last legislature, is engaged in strengthening and standardizing over 40 miles of levee on the west side of the Sacramento, from Colusa down to Knights Landing; and smaller stretches have been and are being brought to standard in various parts of the valley.

In the matter of appropriation for work in charge of the Government engineers, the expense of which is to be shared by the Nation and the State, California appropriated at the last session of the legislature $50,000, which is in advance of any appropriation made by Congress or allotment made by the Chief of Engineers (copy of the act is submitted herewith).

In this, and in other matters connected with the project, the State of California has endeavored to cooperate with Congress and the engineers of the War Department to the extent of its ability, and trusts that it has in that regard earned the approval of your honorable committee.

It would very materially aid the project if it could be given at this session the classification of an approved project, even if the amount appropriated does not exceed the $250,000 now in the State treasury and available. At the same time it may be safely said that the State Legislature, convening in January, 1917, will duplicate any appropriation made by Congress for the project, conditioned, as usual, on the State making a similar appropriation. Respectfully submitted.

STATE RECLAMATION BOARD,
By V. S. MCCLATCHY,

President.

ASSEMBLY BILL NO. 692.

CHAPTER 343.

AN ACT To provi le for the accomplishment of the work of the direct improvement of the navigation of the Sacramento, San Joaquin, and Feather Rivers, of the State of California, as recommended in the special report of the California Débris (ommission, dated June 30, 1907, and made jointly by Brigadier General A. Mackenzie, Chief of 1 nineers, C. H. McKinstry, major, Corps of 1 ngineers, and Thomas H. Jackson, ca tain, Corrs of Ingineers, of the United States Army, and printed with the annual report of the Chief of Engineers of the United States Army for the fiscal year ending June 30, 1907, and making an appropriation for such work.

[Approved May 18, 1915.]

The people of the State of Califronia do enact as follows:

SECTION 1. The sum of two hundred fifty thousand dollars is hereby appropriated out of any moneys in the State treasury not otherwise appropriated, which shall be available July 1, 1915, for accomplishment of the work of the direct improvement of navigation of the Sacramento, San Joaquin, and Feather Rivers of the State of California, as recommended in the special report of the California Débris Commission,

dated June 30, 1907, and made jointly by Brigadier General A. Mackenzie, Chief of Engineers, C. H. McKinstry, major, Corps of Engineers, and Thomas H. Jackson, captain, Corps of Engineers, of the United States Army, and printed with the annual report of the Chief of Engineers of the United States Army for the fiscal year ending June 30, 1907.

SEC. 2. The governor of the State of California shall have charge and control of the expenditure of all moneys appropriated hereunder, and he is hereby authorized to enter into and to execute any contract or contracts with the United States Govern. ment, or any department thereof, for the performance of the work or any part thereof, provided for by this act, or to purchase materials, machinery, power, labor, or any other things necessary for such work, and generally to do any and all things necessary or proper to effectually carry into operation the work sought to be accomplished hereby, SEC. 3. All contracts made hereunder shall provide specifically that only one-half of the contract price of any work performed, or to be performed under this act, shall be paid by the State, and in case said work, or any part thereof, shall be performed in any other manner than by contract, only one-half of the expense of such work or of any matters incident thereto shall be paid by the State.

SEC. 4. This act shall become operative only upon condition that the Government of the United States shall, under, by, and through the War Department, assume full charge and control of all work to be done as provided by this act, and also upon condition that a like sum of two hundred fifty thousand dollars be appropriated by the United States for such work.

SEC. 5. The controller of the State of California is hereby authorized and directed, upon request of the governor, to draw his warrant on the State treasurer from time to time and for such portion of said sum of two hundred fifty thousand dollars, and in favor of such person, corporation, or other parties, as the governor may designate, and the State treasurer is hereby directed and empowered to pay such warrants.

ON BOARD THE S. S. "COLUSA,"

ON THE SACRAMENTO AND SAN JOAQUIN RIVERS,

July 23, 1915.

[Notes taken by, and dictated to, the stenographer, at different times, en route from Meridian to Sacramento and Stockton, on examination of Sacramento and San Joaquin Rivers, Cal.]

Mr. CURRY. Mr. Sparkman and gentlemen of the committee, we have with us on board the boat Mr. V. S. McClatchy, president of the State reclamation board, Capt. Anderson, president of the California Transportation Co., and others who can and will answer any questions you may desire to ask during the trip down the Sacramento River regarding any of the features of the proposed plan of improvement and also in regard to the commerce.

Mr. MCCLATCHY. The Sutter By-Pass is absolutely necessary for navigation in the Sacramento River. The by-pass is absolutely necessary to the preservation of navigation in this entire stretch of the

stream.

The CHAIRMAN. This river does not change its bed, does it? Although it might break through when the flood is fast, the river resumes its normal conditions-it resumes its same bed? It does not move its channel like the Mississippi River?

Maj. RAND. There is always the risk that the river will abandon its bed.

The CHAIRMAN. The chances would be reduced to a very small minimum. Has there ever been a case where the river changed its bed?

Maj. RAND. There are continually cases up and down the river where the river has changed its bed.

The CHAIRMAN. The captain of the boat said the new cut we just passed through is better for navigation purposes than the old one. The river is like the Mississippi. If it makes a cut-off in one place it will lengthen at some place else, so that it is ever practically the same length.

Mr. ANDERSON. The two large companies that handle commerce below Sacramento are the Southern Pacific and California Transportation Co., my company. I should say that we handle, combined, about 500,000 tons between Sacramento and San Francisco.

Capt. RAND. The commerce for the Sacramento is 720,000 tons, with a valuation of $38,000,000, and for the San Joaquin 772,000, valued at $35,479,000.

Mr. ANDERSON. The California Transportation Co.'s tonnage is all from Sacramento and below. Then, there is also quite a tonnage on the lower river carried by schooners and gasoline boats towing barges. There are something like 200 boats of all kinds-schooners, barges, etc. Four companies operate 26 steamboats, including California Transportation Co. and the Southern Pacific. The Sacramento Transportation Co. operates 24 barges in addition. There are two regular lines operating above Sacramento-the Sacramento Transportation Co. and the Farmers Transportation Co. The Farmers run twice a week from San Francisco to Colusa, each boat taking one week for the round trip, and the Sacramento Transportation Co. operates regularly twice a week from San Francisco to Colusa and above. Each boat makes one round trip a week. Above Colusa the business is all handled by Sacramento Transportation Co. on flat barges towed by light-draft steamboats. One boat and barge operate regularly to Chico Landing from Sacramento. When more boats are needed they are sent up. Chico Landing has been the highest upriver point any company has operated to in the last two years. No boat has gone to Red Bluff in the last two years and possibly last four years. They have found it unprofitable to operate up that far. The water dropped too fast on them, and snags found their way into the channel. The freight on the Sacramento, northbound, consists of merchandise of every type-seed, grain, cereals of all kinds, bags to put the crops in, and, of course, supplies of all kinds for those towns along the river. The southbound tonnage is grain, beans, dried fruits, rice, canned fruit, etc. The barges have a capacity of 800 tons.

Maj. HARNEY. Our total tonnage was 184,000 tons. Of the volume of tonnage that we carry from Sacramento to all points in the Sacramento River, more than half of that total volume is destined for and shipped from points above Sacramento. The last trip to Red Bluff we made June 23, 1911. It took us 30 days to make the run. We had a very big freight on that trip. We got up to Tehama, 13 miles from Red Bluff, and we could not make that 13 miles. We had to haul all the freight by team to the cars and ship it by rail. In the early days the river came up usually about the 1st of November. Since 1906 or 1907 we do not have high river until about the middle of January. That is the reason we have not been operating to Red Bluff.

(NOTE. At 10 o'clock we passed the steamer Sacramento loading grain at Nelsons Landing. She carries 500 tons. The boat we are on, the Colusa, can carry 600 tons when fully loaded.)

Maj. HARNEY. We carry grain on light-draft barges. We go up to the upper reaches of the river with those barges and load 100 or 150 tons and keep on loading that barge as we come down the river, loading it to its full capacity, which is 800 to 850 tons. We built those barges so that we are able to take out 400 tons on a draft of 20 inches. In some places on the river we only have 26 inches. This boat draws about 29 inches light (Colusa).

Colusa has the largest tonnage of grain above Sacramento. So far as merchandise is concerned, that is determined by the population. The steamship transportation trucks the freight 8 or 10 miles from each bank of the river to their docks, and carries it to San Francisco 20 per cent below the railroad rates.

We passed canneries yesterday that are full of canned fruit. Last year they were empty.

Capt. ANDERSON. Tonnage was less and passenger traffic was less in 1914 than in 1913. The answer is, merchants in the interior of the State were not doing the business in 1914 they were in 1913, and travel was not as great.

The Interstate Commerce Commission took from certain interior points in California their terminal rates. In the readjustment of the rates the railroads were to apply to an interior point, like Sacramento, the terminal rate plus the local. The rate on canned goods from the terminal to New York was 85 cents. A canal boat line put in a rate of 35 cents on canned goods and similar freight, and the Southern Pacific, fearing that the canned goods would get away from them, applied to the Interstate Commerce Commission for permission to issue a 40-cent rate. The local rail rate on canned goods from Sacramento to San Francisco is $2.20; from Fresno, $5. Now, then, a cannery in Sacramento gave me 200 tons of canned goods to bring to San Francisco and deliver to the Southern Pacific Co. for shipment to New York. My rate was $1.50 per ton from Sacramento to San Francisco. Inside of a week the Southern Pacific applied to the Interstate Commerce Commission for permission to put in a proportional rate of $1.50 on canned goods from Sacramento to San Francisco.

Maj. HARNEY. Eight or ten years ago the commerce was mostly grain on this upper Sacramento River. One farmer owned 54,000 acres. The result is that practically all of that land has been sold. With crops of grain it would produce 30,000 to 40,000 tons of feright. With diversified farming and irrigation that land will raise 150,000 tons of freight.

Between Sacramento and Colusa the River is in good shape. We can operate night and day on this river.

(NOTE.-Maj. Harney built this boat, the Colusa, two years ago, in anticipation of increased traffic on the river.)

Sacramento is the distributing center for the fruit industry in California. There are about 15 warehouses on the river. The farmers hold their grain until winter some times for good prices.

The boats carry 22 carloads of freight and take it promptly alongside of the ships in San Francisco Bay and other places. The railroads can not give the dispatch as there are delays in furnishing cars and delays in transferring and switching alongside of ships. Our boats run in to any bank and take freight from any farm.