SOUTHERN branch; UNIVERSITY OF CAL1F0RNIA» LIBRARY. \LOS ANGItL ES, GAM& h 60th Congress I qtj'mat'v I JJocumext IstSemon i fe-b.JNAlJ<. ^ No. 325 PRELIMINARY REPORT OF THE INLAND WATERWAYS COMMISSION MESSAGE FROM THE PRESIDENT OF THE UNITED STATES, TRANSMITTING A PRELIMINARY REPORT OF THE INLAND WATERWAYS COMMISSION 32' r- r\ r February 26, 1908. — Read; referred to the Committee on Commerce and ordered to be printed with illustrations WASHINGTON -:- GOVERNMENT PRINTING OFFICE -:- 1908 MESSAGE OF THE PRESIDENT To the Senate and House of Representatives: I transmit herewith a preliminary report from the Inland Water- ways Commission, which was appointed hy me last March in response to a widespread interest and demand from the j^eople. The basis of tliis demand lay in the general and admitted inahility of the rail- roads to handle promptly the traffic of the country, and especially the crops of the previous fall. Tliis report is well worth your attention. It is thorough, con- servative, sane, and just. It represents the mature judgment of a body of men exceptionally quahfied, by personal experience and knowledge of conditions throughout the United States, to under- stand and discuss the great problem of how best to use our water- ways in the interest of all the people. Unusual care has been taken to secure accuracy and balance of statement. If the report errs at all it is by over-conservatism. It contains findings or statements of fact, a number of specific recommendations, and an account of inquiries still in progress, and it is based in part on statistics and other information contained in a voluminous appendix. The sub- ject with which it deals is of critical importance both to the present and the future of our country. Our river systems are better adapted to the needs of the people than those of any other country. In extent, distribution, naviga- bility, and ease of use, they stand first. Yet the rivers of no other civilized country are so poorly developed, so little used, or play so small a part in the industrial life of the nation as those of the United States. In view of the use made of rivers elsewhere, the failure to use our own is astonishing, and no thoughtful man can believe that it will last. The accompanying report indicates clearly the reasons for it and the way to end it. The Commission finds that it was unregulated railroad competi- tion which prevented or destroyed the development of commerce on our inland waterways. The Mississippi, our greatest natural high- way, is a case in point. At one time the traffic upon it was without a rival in any country. The report shows that commerce was driven from the ^lississippi by the railroads. While production was lim- ited, the railways, with their convenient terminals, gave quicker and more satisfactory service than the waterways. Later they prevented the restoration of river trafiic by keeping down their rates along the rivers, recouping themselves by higher charges elsewhere. They also acquired water fronts and terminals to an extent which made water competition im])ossible. Throughout the country the railways have secured such control of canals ana steamboat lines that to-day inland waterway^transportation is largely in their hands. Tliis was natu- IV REPORT OF THE INLAND WATERWAYS COMMISSION ral and doubtless inevitable under the circumstances, but it should not be allowed to continue unlte^sj iiiiide'r careful Government regu- lation. '■'''..' Comparatively little inland freight is carried by boat which is lioo carried h part of its journey by rajl also. As the report shows, the successful development and use of our interstate waterways will require intelligent regulation of the relations between rail and water traffic. When this is done the railways and waterways will assist instead of injuring each other. Both will benefit, but the chief benefit will accrue to the people in general tlu"ough quicker and cheaper transportation. The report rests throughout on the fundamental conception that every waterway should be made to serve the people as largely and in as many difl'erent ways as possible. It is poor business to develop a river for navigation in such a way as to prevent its use for power, when by a little foresight it could be made to serve both purposes. We can not afford needlessly to sacrifice power to irrigation, or irri- gation to domestic water supply, when by taking thought we may have all three. Every stream should be used to the utmost. No stream can be so used unless such use is planned for in advance. When such plans are made we shall find that, instead of interfering, one use can often be made to assist another. Each river system, from, its headwaters in the forest to its mouth on the coast, is a single unit and should be treated as such. Navigation of the lower reaches of a stream can not be fully developed without the control of floods and low waters by storage and drainage. Navigable channels are directly concerned with the protection of source waters and with soil erosion, which takes the materials for bars and shoals from the richest portions of our farms. The uses of a stream for domestic and municipal water supply, for power, and in many cases for irriga- tion, must also be taken into full account. The development of our inland waterways will have results far beyond the immediate gain to commerce. Deep channels along the Atlantic and Gulf coasts and from the Gulf to the Great Lakes will have high value for the national defense. The use of water power will measurably relieve the drain upon our diminishing supplies of coal, and transportation by water instead of rail only will tend to conserve our iron. Forest protection, without which river improve- ment can not be permanent, will at the same time help to postpone the threatened timber famine, and will secure us against a total dearth of timber by providing for the perpetuation of the remaining woodlands. Irrigation will create the means of livelihood for millions of people, and supplies of pure water will powerfully promote the public health. If the policy of waterway improvement here recom- mended is carried out, it will affect for good every citizen of the Republic. The National Government must play the leading part in securing the largest possible use of our waterways ; other ao;encies can assist and should assist, but the work is essentially national in its scope. The various uses of waterways are now dealt with by Bureaus scattered through four Federal Departments. At present, therefore, it is not possible to deal with a river system as a single problem. But the Commission here recommends a policy under which all the commercial and industrial uses of the waterways may be developed MESSAGE OF THE PEESIDENT V at the same time. To that end, Congress should provide some administrative machinery for coordinating the work of the various Departments so far as it rehites to waterways. Otherwise there \vi\\ not only be delay, but the people as a whole will fail to get from our streams the benefits to which they are justly entitled. The Commission recognizes that the cost of improving our inland waterways will be large, but far less than would be required to relieve the congestion of traffic by railway extension. The benefits of such improvement will be large also, and they will touch the daily life of our people at every point, uniting the interests of all the States and sections of our country. The cost and the benefits should be ecpiitably distributed, by cooperation with the States and the communities, corporations, and individuals beneficially afi"ected. I heartily concur in the Commission's recommendation to this end. Such cooperation should result in united effort in carrying out the great duty of improv- ing our inland waterways. While we delay our rivers remain unused, our traffic is periodically congested, and the material wealth and natural resources of the country related to waterwa3^s are being steadily absorbed by great monopolies. Among these monopolies, as the report of the Commission points out, there is no other which threatens, or has ever threatened, such intolerable interference with the daily life of the people as the con- solidation of companies controlling water power. I call your special attention to the attempt of the power corporations, through bills introduced at the present session, to escape from the possibility of Government regulation in the interests of the people. These bills are intended to enable the corporations to take possession in perpe- tuity of national forest lands for the purj)oses of their business, where and as they please, wholly without compensation to the pub- lic. Yet the effect of granting such privileges, taken together with rights already acquired under State laws, would be to give away properties of enormous value. Through lack of foresight we have formed the habit of granting without compensation extremely valu- able rights amounting to monopolies on navigable streams and on the public domain. The repurchase at great expense of water rights thus carelessly given away without return has already begim in the East, and before long will be necessary in the West also. No rights involving water power should be granted to any corporations in perpetuity, but only for a length of time sufficient to allow them to conduct their business profitably. A reasonable charge should of course be made for valuable rights and privileges which they obtain from the National Government. The values for which this charo;e is made will ultimateh', through the natural growth and orderly development of our population and industries, -reach enormous amounts. A fair share of the increase should be safeguarded for the benefit of the people, from whose labor it springs. The proceeds thus secured, after the cost of administration and improvement has been met, should naturally be devoted to the development of our inland waterways. The report justly calls attention to the fact that hitherto our national policy has been one of almost unrestricted disposition and waste of natural resources, and emphasizes the fundamental necessity for conserving these resources upon which our present and future success as a nation primarily rests. Running water is a most valu- VI REPORT OF THE INLAND WATERWAYS COMMISSION able natural asset of the people, and there is urgent need for con- serving it for navigation, for power, for irrigation, and for domestic and municipal supply. The Commission was appointed to obtain information concerning our waterways as related to the general welfare. Much work was done, but more remains to be done before a plan for their develop- ment can be prepared in detail. We need additional information on the flow of our streams, the condition of channels, the amount and cost of water traffic, the requirements for terminals, the area in each watershed wliich should be kept under forest, and the means of preventing soil waste and the consequent damage to our rivers. But it is neither necessary nor desirable to postpone the beginning of the work until all the facts are obtained. We have suffered heavily in the past from the lack of adequate transportation facili- ties, and unless a beginning is made promptly we shall suffer still more heavily in the future. Being mthout fimds or an expert staff, the Commission has confined itseff to principles affecting the whole problem and the entire country. Its report is a plea, in the light of actual facts, for simplicity and directness in dealing with the great problem of our inland waterways in the interest of the people. It submits no specific plans or recom- mendations concerning even the most important projects. The first of these of course concerns the Mississippi and its tributaries, whose commercial development will directly affect haff our people. The Mississippi should be made a loop of the sea and work upon it should be begun at the earliest possible moment. Only less important is the Atlantic inner passage, parts of which are already under way. The inner passages along the Gulf coast should be extended and con- nected with the Atlantic waters. The need for the developing of the Pacific coast rivers is not less pressing. Our people are united in support of the immediate adoption of a progressive policy of inland waterway development. Hitherto our national policy of inland waterway development has been largely negative. No single agency has been responsible under the Congress for making the best use of our rivers, or for exercising foresight in their development. In the absence of a comprehensive plan, the only safe policy was one of repression and procrastination. Frequent changes of plan and piecemeal execution of projects have still further hampered improvement. A channel is no deeper than its shallowest reach, and to improve a river short of the point of effective navigability is a sheer waste of all it costs. In spite of lar^e appropriations for their improvement, our rivers are less serviceable for interstate commerce to-day than they were half a century ago and in spite of the vast increase in our population and commerce they are on the whole less used. The first condition of successful development of our waterways is a definite and progressive policy. The second is a concrete general plan, prepared by the best experts available, covering every use to which our streams can be put. We shall not succeed until the responsibility for administering the policy and executing and extend- ing the plan is definitely laid on one man or group of men who can be held accountable. Every portion of the general plan should con- sider and so far as practicable secure to the people the use of water for power, irrigation, and domestic supply as well as for navigation. MESSAGE OF THE PRESIDENT VII No project should be be^un until the funds necessary to complete it promptly are provided, and no plan once under way should be changed except for grave reasons. Work once begun should be prosecuted steadily and vigorously to completion. We must make sure that projects are not undertaken except for sound business rea- sons, and that the best modern business methods are applied in executing them. The decision to undertake any project should rest on actual need ascertained by investigation and judgment of experts and on its relation to great river systems or to the general plan, and never on mere clamor. The improvement of our inland waterways can and should be made to pay for itself so far as practicable from the incidental pro- ceeds from water power and other uses. Navigation should of course be free. But the greatest return will come from the increased com- merce, growth, and prosperity of our people. For this we have already waited too long. Adequate funds should be provided, by bond issue, if necessary, and the work should be delayed no longer. The development of our waterways and the conservation of our for- ests are the two most pressing physical needs of the country. They are interdependent, and they should be met vigorously, together, and at once. The questions of organization, powers, and appropri- ations are now before the Congress. There is urgent need for prompt and decisive action. Theodore Roosevelt. The White House, February 26, 1908. PRELIMINARY REPORT OF THE INLAND WATERWAYS COMMISSION FEBRUARY 3, 1908 CONTENTS Page Conspectus 13 Preliminary report 15 Creation of the commission 15 Proceedings 17 Results ■ 18 Findings 18 Recommendations 25 Inquiries in progress 27 Supplementary report of Commissioner General Mackenzie 30 Supplementary report of Commissioner Senator Newlands 31 Appendix 33 1. Navigable streams of the United States 35 Summary of navigable streams 35 Description of the tables.' 35 General physical characteristics of navigable streams 36 Table 1. — Rivers tributary to Atlantic Ocean 39 Table 2. — Rivers tributary to Gulf of Mexico 60 Table 3. — Mississippi River and tributaries 69 Table 4. — River flowing into Canada 86 Table 5. — Rivers tributary to Pacific Ocean 87 2. Commerce on interior rivers 94 Floating equipment 94 Types of vessels employed 94 Decline of steam- vessel tonnage 95 Table 6. — Classification by size of vessels 96 Table 7. — Documented tonnage of steam vessels 97 Operating agencies 99 Table 8. — Agencies operating on interior rivers 100 Ohio River traffic 109 Packet lines on Ohio River 109 Associations of Ohio River lines '. Ill Bulk traffic HI Coal Ill Cincinnati as a distributing point 114 River sand 116 Lumber 117 Grain 117 Total traffic on the Ohio 118 Table 9.— Commerce of Ohio River in 1905 119 Distribution of traffic 124 Upper Mississippi River traffic 124 Packet lines on the upper Mississippi 125 Kansas City line 126 Traffic on the lower Mississippi 126 Packet lines on the lower Mississippi 127 Associations of Mississippi River packet lines 129 Bulk freight on the lower Mississippi 129 Grain 129 Lumber 130 Coal 131 Bulk carriers at New Orleans 132 Total fi-eight tonnage on the Mississippi 133 Historical review of decline of traffic on Mississippi River 133 Terminals and their control ■ 136 \Miarfage and agency charges on the Ohio 136 Table 10.— Wharfage charges at towns on Ohio River 143 3 4 EEPORT OF THE INLAND WATERWAYS COMMISSION Appendix — Continued Page 2. Commerce on interior rivers — Continued Terminals and their control — Continued Port terminals on the Mississippi 143 Terminals at St. Louis 143 Terminals at Memphis 145 Terminal facilities at New Orleans 145 The water front 146 Mechanical appliances 147. Administration 147 Statistics of commerce on interior rivers 150 Traffic on the Ohio and Monongahela 150 Table 11. — Shipments of coal to and through Pittsburg 151 Table 12. — Movement of coal to and through Pittsburg 151 Table 13. — Movement of coal through Monongahela River 152 Table 14. — Traffic on Monongahela River 152 Table 15. — Traffic at Davis Island dam 153 Table 16.— Production of coal in AVest Virginia 153 Table 17. — Receipts and shipments of coal at Cincinnati 153 Table 18. — Commerce through Louisville and Portland Canal. 154 Traffic on the Mississippi 154 Table 19.— Tonnage received at St. Louis, 1890-1906 154 Table 20.— Tonnage shipped from St. Louis, 1890-1906 155 Table 21. — Receipts and shipments via river at St. Louis 155 Table 22. — Receipts and shipments of grain at St. Louis 156 Table 23. — Bulk grain and total grain shipped from St. Louis. . 156 Table 24. — Receipts and shipments of flour at St. Louis 157 Table 25. — Receipts of cotton via rail and river at St. Louis. . . 157 Table 26. — Receipts of lumber at St. Louis via rail and river. . 157 Table 27. — Shipments of lumber from St. Louis via rail and river 158 Table 28. — Receipts of coal at St. Louis via Ohio River. . . 158 Table 29. — Receipts and exports of grain at New Orleans 158 Table 30. — Receipts of fiour and grain at New Orleans by rail and river 159 Table 31. — Grain shipments from St. Louis and grain move- ment at New Orleans 159 Traffic on various rivers and canals 160 Table 32. — Freight transported on various rivers and canals, 1902-1907 160 Navigation on the Colorado 160 Table 33.— Vessels of Colorado River 162 3. Statistics of commerce on the Great Lakes 163 Total traffic on the Great Lakes 163 Table 34. — Domestic shipments on Great Lakes, 1905-1907 163 Table 35. — Domestic receipts on Great Lakes, 1905-1907 164 Traffic through St. Marys Falls canals 164 Table 36.— Traffic through St. Marys Falls canals, 1901-1907 164 Table 37. — Comparison of domestic traffic on Great Lakes and through St. Marys Falls canals 165 Tfe-ble 38. — Vessel movement through St. Marys Falls canals 166 Table 39.— Traffic through St. Marys Falls canals, 1881-1907 167 Table 40.— Tonnage through St. Marys Falls canals, 1881-1907 168 Table 41. — Percentage of each commodity in the traffic through St. Marys Falls canals, 1881-1907 170 Table 42.— Traffic statistics of St. Marys Falls canals, 1888-1907 . . 171 Table 43. — Estimated value of freight through St. Marys Falls canals, 1887-1906 171 Table 44. — Flour and wheat traffic of the St. Marys Falls canals, 1855-1907 172 Miscellaneous canal traffic 173 Traffic through Portage Lake ship canals 173 Table 45.— Traffic through the Portage Lake canals, 1902-1907 . 173 Traffic through Sturgeon Bay and Lake Michigan ship canal 173 Table 46.— Traffic through the ship canal, 1904-1907 174 Traffic through Detroit River 174 Table 47. — Domestic freight movement through Detroit River. 175 CONTENTS 5 Appendix — Continued Page 3. Statistics of commerce on the Great Lakes — Continued Miscellaneous lake traffic 175 Table 48. — Distribution of coal traffic by lake from Buffalo, 1901-1906 175 Table 49. — Lake receipts of iron ore at Lake Erie ports, 1901- 1906... 176 4. Government aid to inland navigation 177 Grants to the States 177 Canal grants 178 Table 50. — Land grants for canals 178 State selection act 178 Table 51 .—State selections 179 Navigation grants 179 Later State grants 179 Subscriptions 180 Table 52. — Acts authorizing the Government to purchase stock of private companies 180 Appropriations 180 Table 53. — Acts making appropriations for rivers and canals, 1802-1900 180 Table 54. — Appropriations for river and harbor improvements, 1900-1907 181 5. Government slack-water rivers 182 Table 55. — Government slack-water rivers 183 6. Canals in the United States 188 Location of canals 188 Location of Government canals 188 Lake group 188 Mississippi Valley 188 Atlantic and Gulf coast 188 Pacific coast 188 Location of State canals .- 189 New York canals 189 Ohio canals 189 Illinois canals 190 Louisiana State canal 190 Location of private canals 190 Atlantic coast system 190 Louisiana system 191 Other canals 192 Statistics of canals in operation 192 Table 56. — Government canals 193 Table 57. — State canals in operation 196 Table 58, A and B. — Private canals in operation 198 Abandoned canals 204 Table 59. — Abandoned canals in the United States 205 7. State and private canals 210 Canals in New York 210 Statistics of traffic on New York canals 220 Table 60. — Movement of articles on all New York State canals, 1837-1905 220 Table 61. — Tonnage moved on each and all canals 221 Table 62. — Percentagesof tonnage moved on New York canals. 223 Table 63.— Total tonnage movement on all New York canals, 1837-1906 224 Table 64. — Tonnage of articles coming to Hudson River from Erie and Champlain canals, 1837-1906 225 Table 65.— Commerce arriving at and going from tidewater, and internal movement 226 Table 66. — Total tonnage coming to Hudson River from Erie and Champlain canals, and value, 1838-1906 226 Table 67. — Tonnage on New York Central and Erie railways and New York canals, 1853-1906 227 Table 68.— Losses or gains in tonnage, 1854-1906 228 Table 69. — Ton-mileage on New York canals and railroads. . . 228 Table 70.— Through and way traffic 229 6 REPOKT OF THE INLAND WATERWAYS COMMISSION Appendix — Continued Page 7. State and private canals — Continued Canals in New York — Continued Statistics of traffic on New York canals — Continued Table 71.— Flour and grain received at Buffalo, by lake, 1836- 1906 230 Table 72. — Flour and grain received at Buffalo, by Lake, 1846- 1906 230 Table 73.— Grain and flour movement at Buffalo, 1861-1906. . 231 Table 74. — Freight, tolls, elevating and storage rates, 1870- 1906 232 Table 75. — Wheat and flour traffic on the Erie Canal, 1835- 1881 233 Table 76. — Total movement of flour, meal, and grain on all New York State canals, 1861-1906 233 Table 77. — Rail and water movement of grain at New York, 1868-1898 235 Table 78. — Receipts of lumber, lath, and shingles by lake and shipments of lumber by canal 235. Table 79. — Average railroad and canal freight rates 236 Table 80. — Average lake and canal rates on wheat and corn since 1890 237 Table 81. — Average rates on com from Chicago to New York, 1869-1906 237 Table 82. — Average rates on wheat from Chicago to New York, 1869-1906 239 Canals in Ohio 239 Table 83. — Receipts and expenditures on Ohio State canals, 1890-1905 245 Canals in Illinois 247 Illinois and Michigan Canal 247 Table 84. — Expenditures and receipts, Illinois and Michigan Canal 249 Table 85. — Movement of canal boats on the Illinois and Michi- gan Canal, 1860-1902 250 Table 86.— Articles transported on Illinois and Michigan Canal, 1892-1902 251 Table 87. — Rates of tolls and lockage on the Illinois and Michi- gan Canal 252 Chicago Sanitary and Ship Canal 253 Canals in New Jersey 254 Delaware and Raritan Canal 254 Table 88.— Traffic in Delaware and Raritan Canal, 1904, 1905. 256 Table 89. — Rates of steam towage, Delaware and Raritan canal 258 Pennsylvania Railroad control of Delaware and Raritan Canal. 259 Relation of Delaware and Raritan Canal to Raritan River 260 Morris Canal 261 Canals in Pennsylvania 267 Lehigh Canal 267 Delaware Division Canal 269 The Schuylkill Navigation 271 Canals in Delaware and Maryland 275 Chesapeake and Delaware Canal 275 Table 90.— Rates of towage 278 Table 91.— Traffic of Chesapeake and Delaware ( 'anal, 1904-5. 279 Chesapeake and Ohio Canal 280 Canals in Virginia and North C'arolina 286 Albemarle and Chesapeake Canal 286 Table 92.— Number, class, and tonnage of vessels passing through the Albemarle and Chesapeake Canal . . 288 Table 93.— Freight traffic on Albemarle and Chesapeake Canal . 288 The Dismal Swamp Canal 291 Table 94.— Freight traffic on Dismal Swamp Canal, 1905 295 Minor canals 298 State and private canals in Louisiana 299 New Basin Canal 300 Old Basin Canal 301 CONTENTS 7 Appendix — Continued Page 7. State and private canals — Continued State and private canals in Louisiana — Continued Barataria and Lafourche Canal 304 Harvey Canal 305 Lake Borgne Canal 305 Canals in Oregon 308 Boat tolls and freight tolls on canals 310 Table 95.— Through freight tolls on canals 312 8. Relation of water transportation to railroad rates 314 Waterway competition 314 Table 96. — Railroad rates on high-class freight 315 Testimony before the Industrial Commission 319 River and rail rates 325 Table 97. — Freight rates for transportation of classihed traffic and important commodities via rail and viariver from St. Louis, Mo., to points on theupper Mississippi River. 334 Table 98. — Freight rates for transportation of classified traffic and important commodities via rail and via river from St. Paul, Minn., to pointson the upper MississippiRiver. 335 Table 99. — Freight rates for transportation of articles classified in the Western Classification via rail and via river from St. Louis, Mo. , to points on the ^Missouri River 337 Table 100. — Freight rates for transportation of classified traffic and important commodities from Missouri River points to St. Louis, Mo., via rail lines, 1877-1902 338 Table 101. — Freight rates for transportation of grain and meat products from Kansas City, Mo., to St. Louis, Mo., 1879-1902 339 Table 102. — Freight rates for transportation of articles in the Illi- nois Classification via rail and via river from St. Louis, Mo., to points on the Mississippi and Illinois rivers 340 Table 103. — Freight rates for transportation of articles in the Illi- nois, Western, and Southern Classification via rail and via river from St. Louis, Mo., to points on the lower Mississippi River 341 Table 104. — Highest and lowest freight rate and the rate continuing for the longest period each year for transportation of flour, pork, gram, meat, andhay from St. Louis, Mo., to Memphis, Tenn., Vicksburg, Miss., and New Orleans, La., via Mississippi River steamers, 1866-1906 ....- 342 Table 105. — Average freight rates for transportation of grain in sacks \'ia steamers, and wheat, corn, and rye, via barges, from St. Louis, Mo., to New Orleans, La., 1866-1903 344 Table 106. — Freight rates for transportation of flour, pork, grain, and hav, by barge and steamer, from St. Louis, Mo., to New'Orleans, La., 1887-1904 344 Table 107. — Freight rates for transportation of wheat and other grain by all rail from St. Louis, Mo., to New Orleans, La., and Vicksburg, Miss., 1887-1907 345 Table 108. — Class and commodity rates from St. Louis, Mo., to New Orleans, La., via rail and viariver, effective in 1903. 346 Table 109. — Freight rates for transportation of classified traffic (Southern Classification) via all rail from Chicago, 111., to Mississippi River and southern interior points, effective July 1 , 1907 347 Table 110. — Freight rates for transportation of classified traffic (Southern Classification) via all rail from St. Louis, Mo., to Mississippi River and southern interior points, effective July 1, 1907 347 Table 111. — Freight rates for transportation of classified traffic (Southern Classification) \'ia all rail from Louis\411e, Ky., to Missi.ssippi River and southern interior points, effective July 1, 1907 348 8 REPORT OF THE INLAND WATERWAYS COMMISSION Appendix — Continued Page 8. Relation of water transportation to railroad rates — Continued River and rail rates — Continued Table 112. — Freight rates for transportation of classified traffic (Southern Classification) via all rail from Cincinnati to Mississippi River and southern interior points. . . 348 Table 113. — Freight rates for transportation of classified traffic (Southern Classification) via all rail from Memphis to Mississippi River and southern interior points. . . 349 Table 114. — Freight rates for transportation of articles (Southern Classification) via rail and via river from St. Louis, Mo., to points on the Tennessee River 350 Table 115. — Freight rates for transportation of classified traffic and important commodities via rail and via river from Pittsbm-g, Pa., to points on the Ohio and Mis- sissippi rivers 351 Table 116. — Freight charges, distances, and rate per ton-mile for transportation of bituminous coal via all rail from the Kanawha district, located on the Chesapeake & and Ohio Railway, to points on the Ohio River and inland Kentucky points 352 Table 117. — Freight rates for transportation of articles (Southern Classification) via all rail from New Orleans, La., to Mississippi River and interior points 352 Table 118. — Freight rates for transportation of articles (Western Classification) via rail and via river from New Or- leans, La., to points on the Mississippi River 354 Table 119. — Freight rates for transportation of cla.'^sified traffic and important commodities via rail and via river from New Orleans, La., to points on the Red River 356 Table 120. — Freight rates for transportation of classified traffic and important commodities via rail and \aa river from Shreveport, La., to points on the Red and Missis- sippi rivers 360 Table 121. — Freight rates for transportation of classified traffic and important commodities via rail and via river from New Orleans, La., to points on the Ouachita and Black rivers 364 Table 122. — Freight rates for transportation of cotton \'ia rail and via river from landings on the Red, Black, Ouachita, and tributary rivers to New Orleans, La 366 Table 123. — Freight rates for transportation of articles (Western Classification) via all rail from Seattle, Wash., to Puget Sound, to Pacific coast, and to interior points. 369 Table 124. — Freight rates for transportation of articles (Western Classification) via rail and via river from Portland, Oreg., to points on the Columbia River 370 Table 125. — Freight rates for transportation of articles (Western Classification) \'ia rail and \aa river from The Dalles, Oreg., to points on the Columbia RiA^er 372 Table 126. — Freight rates for transportation of articles (Western Classification) Ada rail and via river from Portland, Oreg., to points on Willamette and Yamhill rivers. 373 Table 127. — Freight rates charged for the transportation of articles (Western Classification) via rail and via water from San Francisco to points on San Francisco Bay and tributary rivers, and to interior California points. . 374 9. Railroad control of river traffic and private canals 375 River lines 375 Private canals 375 10. Relationsbetweenwaterwaysandrailway trafficinEurope (J. C. Welliver) 377 Introductory 377 General conditions 377 Early canal era ended by railway development 378 Revival of interest in waterways 379 Tardy waterway revival in Great Britain 380 Situation in the United States compared 381 CONTENTS 9 Appendix — Continued Page 10. Relations between waterways and railway traffic in Europe — Cont'd. Introductory — Continued Error of the British iron makers 381 Why waterways must be protected from unbridled railway com- petition 383 Cooperation of the two systems 387 If the Ohio had been a German river 388 The Belgian waterways system 389 . Belgium's important rivers 390 Eastern division of waterway system 391 The western division 391 Immense growth of water tonnage 393 Recent improvement of water highways 394 Bringing the sea to the cities 395 Digging out inland harbors 396 Comparison of water and rail rates 396 Waterways relation to foreign trade 398 Rails and water cooperate rather than compete 399 Tolls are insignificant 400 An official Belgian view 401 The German waterways system 402 The German river system 403 The waterways programme of 1905 404 Cooperation of state with local divisions 405 Growth of the waterways traffic 406 Berlin-Hamburg water route 408 Water and rail rates 410 Interference of cold and drought 410 The Tetlow cut-off canal 411 Getting freight to the canals 412 The Kaiser Wilhelm Canal 413 The French waterways system 413 Railway rates are higher 414 French waterways revival 415 Different methods of improving rivers 416 The Canal de I'Est 416 Present programme of improvements 417 Canal traffic grows, as does also rail traffic 418 Competitive methods of railways 418 The port of Nantes 419 The inland waterways of Austria- Hungary 420 The Danube and the Mississippi compared 421 Works at the ' ' Iron Gates' ' 422 Development of traffic 423 The waterways of Holland 423 Railroads renewed prosperity 423 Troubles of Dutch railways 424 Rail and water rates 425 The British waterways — a contrast 426 Early British canal era 426 Inferiority of English canals 427 Powers of the board of trade 427 Control of canals by railways ^ 428 Rail rates higher than water rates 429 Waterways must be emancipated and protected 430 Sample results of railway control 430 Water routes help railways 431 York's experience as an illustration 432 The waterway trust proposals 432 Railways and the Manchester Canal 433 High rates of English railways 434 Erie Canal as an argument in England 435 Waterway movement gains ground 435 11. Effects of the purity of industrial water supplies on their use (R. B. Dole) 436 Boiler water 438 Water in paper making 442 31673— S. Doc. 325, 60-l 2 10 REPORT OF THE INLAND WATERWAYS COMMISSION Appendix — Continued Page 11. Effects of the purity of industrial water supplies on their use — Con. Other industries 442 Domestic water supplies 443 Effects of impurity on domestic supplies 443 12. Applications of water power ( W. E. Herring) 447 13. Relation of water conservation to flood prevention and navigation in Ohio River (M. O. Leighton) 451 Introduction 451 Reservoir facilities in the Ohio basin 457 Allegheny basin 457 Monongahela basin 458 Kanawha River 460 Little Kanawha and Big Sandy rivers 462 Kentucky, Licking, Scioto, and Great Miami river basins 464 Cumberl^ind River 464 Tennessee River 464 Smaller tributaries of Ohio River 467 Floods on the Ohio 467 Conclusions concerning flood abatement 482 Effect of storage on navigation 482 Cost of the reservoir system 487 Water power 490 14. Fuels and structural materials in relation to inland water transporta- tion (Joseph A. Holmes) 491 Letter of transmittal 491 The inquiry 491 Similar inquiries from other branches of the Government service 492 Structural materials for river and harbor work 493 Character and distribution of materials available for concrete con- struction adjacent to waterways _. 495 The purpose and plan of pending investigations of these materials. . . 497 Use of concrete in waterway improvement 497 Fuels and cheap power as influencing inland water transportation 499 Steam engines versus internal-combustion engines and water transportation 500 Availability of the internal-combustion engine 502 Coal supplies available for inland water transportation 503 15. General relations of forests and streams (Raphael Zon) 505 Influence on atmospheric precipitation 505 Influence on the evaporation of water from the soil 505 Influence on leaf transpiration 507 Influence on the behavior of the residue 509 Summary 512 16. Special relations of forests to rivers in the United States (W. W. Ashe) . . 514 Physical relations 514 River system of the northeastern States 515 River system of the middle Atlantic coast 518 River system of the southern Appalachians 520 Rivers of the eastern slopes of the Rocky Mountains 524 Streams of the Sacramento basin 528 Columbia River 530 Sanitary relation between forests and streams 532 Relation of forests to engineering means of river control 533 17. The Gallatin report 535 Roads and canals 536 Great canals along the Atlantic seacoast 538 I. Massachusetts Canal 539 II. New Jersey Canal 540 III. Delaware and Chesapeake Canal 541 IV. Chesapeake and Albemarle 542 Communications between the Atlantic and Western waters 544 I. Santee 548 II. The Lower or Great Falls of Roanoke 549 III. James River 549 IV. Potomac 550 V. Susquehannah 552 VI. Ohio 553 CONTENTS 11 Appendix — Continued Page 17. The Gallatin report — Continued Roads and canals — Continued Communications between the Atlantic rivers and the River St. Lawrence and Great Lakes 555 I. Hudson and Champlain, or northern navigation 556 II. Mohawk and Ontario, or western navigation 557 III. Niagara 559 Interior canals 561 I. Merrimack 561 II. Schuylkill and Delaware 562 III. Schuylkill and Susquehannah 562 IV. Appomattox 563 V. Neuse and Beaufort 563 VI. Cape Fear River 563 VII. New Orleans 564 Turnpike or artificial roads 564 Recapitulation and resources 570 Fulton's reply 575 18. Report of Windom select committee 582 Summary of conclusions and recommendations 583 The Mississippi route 586 The northern route 586 The central route 587 The southern route 587 National character of the proposed improvements 588 Benefits anticipated from the northern route 589 Benefits anticipated from the central route 590 Benefits anticipated from the southern route 591 Benefits anticipated from the Mississippi route 591 19. Statutes relating to water power (Alexander MacKenzie, Brig. Gen., U. S. A., Chief of Engineers) 597 Additional legislation 694 Index 697 A. Map of navigable rivers in the United States (from Eleventh Census)... (Pocket) B. Map of canals and other navigable inland waterways in the United States (prepared in the Bureau of Corporations) (Pocket) 1. Freight rates from St. Louis via rail and via river to Mississippi and Mis- souri river points and via all rail to interior points 337 2. Freight rates from Chicago, St. Louis, Louisville, Cincinnati, and Memphis to Mississippi River points and southern interior points 347 3. Freight rates from St. Louis to points on the Mississippi and Ohio rivers and interior points 348 4. Freight rates from Memphis to lower Mississippi points and interior points 349 5. Freight rates from New Orleans to lower Mississippi points and interior points 352 6. Freight rates on coal from Kanawha district to Ohio River points and interior Kentuckj^ points 352 7. Freight rates from Seattle, Wash., and Portland, Oreg 370 8. Freight rates from San Francisco to California points 374 9. Freight rates from Portland via rail and river to points in Oregon and Washington 374 C. Map showing the system of internal improvements recommended by the Windom committee 582 DIAGRAMS 1. Commerce through the St. Marys Falls Canals, 1881 to 1906 169 2. Traffic on New York canals, 1837 to 1905 219 3. Total movement of flour, meal, and grain on all the New York canals from 1861 to 1905 234 4. Average freight rates on wheat from Chicago to New York, 1869 to 1905 238 CONSPECTUS Page Creation of the Commission 15 Proceedings 17 Results 18 Findings 18 1. Navigation (Recommendations A-I: Inquiries in progress I, II). . 18 2. Railway congestion " C, D 19 3. Waterway restoration ' ' A, H, I 19 4. Railway competition '" C, D 19 5. Railways: Waterways " C-E, I 19 6. Commercial data " E 20 7. Purification • " A, H, I 20 8. Regimentation " A, F-I 20 9. Erosion " A, F-I 21 10. Cultivation " A, G-I 21 11. -Fluctuation " A, F-I 21 12. Irrigation " A, F-I 21 13. Power " A, F-I 21 14. Reclamation " A, F-I 22 15. Coordination " A, F-I: Inquiries in progress 11.. 22 16. Cooperation " H, I " " III.. 23 17. Relief of congestion " H, I " '• I.. 23 18. Benefits " B, G " '• I, II.. 23 19. Adaptation " H, I 23 20. Physical data " F 24 21. Distribution " B, I: Inquiries in progress I, II.. 24 22. Administration " B, H, I " '• I, II.. 24 23. Conservation " Gr " " I.. 24 24. Regulation " G, I " " I.. 24 Recommendations 25 A. Coordination (Findings 1-24: Inquiries in progress I) 25 B. Distribution " 21 " '■ I, II.. 25 C. Correlation ' ' 1-5 25 D. Railways: Waterways " 5 26 E. Commercial data " 6 26 F. Physical data " 20 26 G. Conserv'ation and regulation " 23,24 Inquiries in progress I, II.. 26 H. Relief of congestion " 1-5,17,22 " " " III.. 26 I. Legislation " 1-24: Recommendation A-H 26 Inquiries in progress 27 I. Conservation (Findings 23 Recommendation G) 27 II. Coordination " 15,21,22 " A, I.. 28 III. Cooperation " 16,21 " I.. 29 IV. Continuation 30 V. Qualification 30 Supplementary Report of Commissioner General Alexander Mackenzie 30 Supplementary Report of Commissioner Senator Francis G. Newlands 31 Appendix 33 13 > PRELIMINARY REPORT Washington, D. C, February 3, 1908. The President. Sir: Your attention is respectfully invited to the fol- lowing Preliminary Report of the Inland Waterways Commission : CREATION or THE COMMISSION The Inland Waterways Commission was created by the President of the United States through the following instrument : The White House, Washington, March 14, 1907. My Dear Sir: Numerous commercial organizations of the Mississippi Valley have presented petitions asking that I appoint a commission to prepare and report a comprehensive plan for the improvement and control of the river systems of the United States. I have decided to Demand of comply with these requests by appointing an Inland Waterways Com- people, mission, and I have asked the following gentlemen to act upon it. I shall be much gratified if you will consent to serve: Hon. Theo. E. Burton, chairman. Senator Francis G. Newlauds. Senator William Warner. Hon. John H. Bankhead. General Alexander Mackenzie. Mr. W.J.McGee. Mr. F. H. Newell. Mr. Gifford Pinchot. Hon. Herbert Knox Smith, In creating this Commission I am influenced by broad considerations Policy, of national policy. The control of our navigable waterways lies with the Federal Government, and carries with it corresponding responsi- bilities and obligations. The energy of our people has hitherto been largely directed toward industrial development connected with field and forest and with coal and iron, and some of these sources of material and power are already largely depleted, while our inland waterways as a whole have thus far received scant attention. It is becoming clear that our streams should be considered and conserved as great natural resources. Works designed to control our waterways have thus far streams as re- usually been undertaken for a single purpose, such as the improvement sources.o of navigation, the development oi power, the irrigation of arid lands, the ^' ^^' ^^" °' ^' protection of lowlands from floods, or to supply water for domestic and manufacturing purposes. WTiile the rights of the people to these and Rights of peo- similar uses of water must be respected, the time has come for merging pie. local projects and uses of the inland waters in a comprehensive plan 21:b:I, ll. designed for the benefit of the entire country. Such a plan should con- sider and include all the uses to which streams maybe put, and should bring together and coordinate the points of view of all users of water, coordination. The task involved in the full and orderly development and control of 15:a,c,d:II. the river systems of theUnited States is a great one, yet it is certainly 2^"^. n. a Marginal figures and letters refer to paragraphs as follows: Arabic numerals to Findings, black letters to Recommendations, and Roman numerals to Inquiries in Progress. 15 16 REPORT OF THE INLAND WATERWAYS COMMISSION Railway Coa gestion. 2-5, 17: C, D, H Navigation. 1: A: I. Evils to be met Erosion. 9: A, I. Floods. 8, 10-12: A, I. Power. 13, 24: A, 1. Artifleializa tion. 15,22:1: H Conservation. 23 : G : I. Cooperation. 21 : I : III. Extension. 1 : A : II. Recomnienda tions. A-I, not too great for us to approach. The results which it seems to promise are even greater. It IS common knowledge that the railroads of the United States are no longer able to move crops and manufactures rapidly enough to secure the prompt transaction of the business of the Nation, and there is small prospect of immediate relief. Representative railroad men point out that the products of the northern interior States have doubled in ten years, while the railroad facilities have increased but one-eighth, and there is reason to doubt whether any development of the railroads pos- sible in the near future will suffice to keep transportation abreast of pro- duction. There appears to be but one complete remedy — the develop- ment of a complementary system of transportation by water. The present congestion affects chiefly the people of the Mississippi Valley, and they demand relief. WTien the congestion of which they complain is relieved, the whole Nation will share the good results. While rivers are natural resources of the first rank, they are also liable to become destructive agencies, endangering life and property; and some of our most notable engineering enterprises have grown out of effort to control them. It was computed by Generals Humphreys and .Abbott half a century ago that the Mississippi alone sweeps into its lower reaches and the Gulf 400,000,000 tons of floating sediment each year (about twice the amount of material to be excavated in opening the Panama Canal), besides an enormous but unmeasured amount of earth-salts and soil-matter carried in solution. This vast load not only causes its channels to clog and flood the lowlands of the lower river, but renders the flow capricious and difficult to control. Furthermore, the greater part of the sediment and soil-matter is composed of the most fertile material of the fields and pastures drained by the smaller and larger tributaries. Any plan for utilizing our inland waterways should consider floods and their control by forests and other means; the pro- tection of bottom-lands from injury by overflow, and up-lands from loss by soil-wash; the physics of sediment-charged waters and the physical or other ways of purifying them; the construction of dams and locks, not only to facilitate navigation but to control the character and move- - ment of the waters ; and should look to the full use and control of our running waters and the complete artificialization of our waterways for the benefit of our people as a whole. It is not possible to properly frame so large a plan as this for the con- trol of our rivers without taking account of the orderly development of other natural resources. Therefore. I ask that the Inland Water- ways Commission shall consider the relations of the streams to the use of all the great permanent natural resources and their conservation for the making and maintenance of prosperous homes. Any plan for utilizing our inland waterways, to be feasible, should recognize the means for executing it ahead y in existence, both in the Federal Departments of War, Interior. Agi-iculture, and Commerce and Labor, and in the States and their subdivisions; and it must not involve undulj^ burdensome expenditures from the National Treasury. The cost will necessarily be large in proportion to the magnitude of the benefits to l^e confen-ed, but it will be small in comparison with the $17,000,000,000 of capital now invested in steam railways in the United States — an amount that would have seemed enormous and incredible half a century ago. Yet the investment has been a constant source of profit to the people, and without it our industrial progress would have been impossible. The questions which will come before the Inland Waterways Com- mission must necessarily relate to every part of the United States and affect every interest within its borders. Its plans should l)e considered in the light of the widest knowledge of the country and its j^eople, and from the most diverse points of view. Accordingly, when its work is sufficiently advanced, 1 shall add to the Commission certain consulting -members, with whom I shall ask that its recommendations shall be fully discussed before they are submitted to me. The reports of the Commission should include both a general statement of the problem and recommendations as to the manner and means of attacking it. Sincerely yours, Theodore Roosevelt. PRELIMINARY REPORT 17 PROCEEDINGS After conference and correspondence between the chair- man and other Commissioners, a meeting for organiza- tion was held in the United States Capitol beginning April 29 and ending May 3. A second meeting and in- spection trip on the Mississippi from St. Louis to the Passes took place May 13 to May 23. A third meeting and inspection trip, first on the Great Lakes from Cleve- land to Duluth, next on the Mississippi from St. Paul to Memphis, and then on the Missouri from Kansas City to St. Louis, took place September 21 to October 13. A fourth meeting was held m the United States Capitol be- ginning on November 25, 1907, for the purpose of pre- paring a preliminary report; it ended February 3, 1908. At the first session of the meeting for organization (on April 29), the Commission expressed concurrence in the designation by the President of Mr. Burton as chairman; and by viva voce votes Senator Newlands and Mr. McGee were elected vice-chairman and secretary, respectively. During the organization and two inspecting meetings, 30 formal sessions were held in addition to informal meet- ings and conferences. At several of these sessions the en- tire Commission were present; at no session were there fewer than five Commissioners; the average attendance was over 7. During the meeting for the preparation of this report there were 27 sessions, with an average attend- ance of 7. WliOe provision was not made for formal hearings, experts on matters entrusted to the Commission were pres- ent by invitation at 24 sessions; of these experts there were 24 (of whom several attended two or more sessions), a majority being now or formerly attaches of the Corps of Engineers, United States Army. In addition to the formal sessions, the Commissioners devoted much time to the consideration of the waterways and related matters; two or three Commissioners jointly inspected the upper Missouri, the Columbia and Snake, the Sacramento and San Joaquin, and their leading tribu- taries ; several employed agencies under their direction in collating and digesting data relating to canals, water transportation, etc. ; and most of the Commissioners at- tended conventions and other meetings connected with the development of waterways and related interests. A journal was kept, including brief minutes of the ses- sions and itineraries of inspection trips, with stenographic reports of the statements and deliberations of the second and third meetings; and in addition correspondence was conducted and a number of useful manuscript and printed statements were brought together and used in the deliberations of the Commission. At the eighteenth session a special committee of one was appointed to prepare a list of statutes, etc., relating 18 EEPORT OF THE INLAND WATERWAYS COMMISSION to water power." Pursuant to action at the twenty-third session (the President of the United States presiding) a letter requesting a conference on the conservation of natural resources was framed and presented to the Presi- dent on October 4 ; and at the twenty-fifth session a com- mittee of three was appointed to communicate further with the President on this matter, and also to prepare, a preliminary draft of report. The former committee pre- pared an exhaustive digest of statutes, and the latter held a number of sessions ; both committees reported at the fourth meeting. RESULTS The investigations and discussions have resulted in certain statements of fact connected with navigation and other uses of the inland waterways set forth hereinafter as Findings, with certain conclusions set forth as Recom- mendations, and also certain matters still under discus- sion which are set forth as Inquiries in progress. The Commission is fully aware that its creation was due to a demand of the people, and that there exists an expec- tation in certain localities that the report here presented will include plans extending in detail to the principal waterways of the country. To prepare and consider such plans would require extended study at large expense by engineers and other experts whose services were not available. Under the instructions from the President, and in the absence of funds and of the men and time required for such study, the Commission was necessarily confined in preparing this preliminary report to the more general features of ''a comprehensive plan designed for the benefit of the entire country," viz, a statement of principles and an outline of policy, coupled with recom- mendations which, if adopted, will insure the continuation of the work and the practical application of the principles and policy. FINDINGS * Navigation. i r^Yie possibilities of inland navigation are indicated by the fact that there are in mainland United States some 25,000 miles of navigated rivers and at least an equal amount which are navigable or might be made so by improvement; there are also some 2,500 miles of nav- igable canals, and over 2,500 miles of sounds, bays, and bayous readily connectable by canals aggregating less than 1,000 miles in length to form inner passages parallel- ing the Atlantic and Gulf coasts — these being addi- A-i:i, II. tional to some thousands of miles (reckoned between leading ports) of regularly navigated waters in lakes and o The statutes brought together by the special committee form part of the Appendix, pp. 593 et seq. * Details appear in the appended statistical and other papers. Mar- ginal letters and figures refer to paragraphs in Recommendations (black letters) and Inquiries in Progress (Roman numerals) respect- ively. PRELIMINARY REPORT 19 land-locked bays. These waterways lie in or along the borders of Alabama, Arkansas, California, Connecticut, Delaware, Florida, Georgia, Idaho, Illinois, Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine, Maryland, Massa- chusetts, Michigan, IVIinnesota, Mississippi, Missouri, Mon- tana, Nebraska, New Hampshire, New Jersey, New York, North Carolina, North Dakota, Oliio, Oklahoma, Oregon, Pennsylvania, Rhode Island, St)uth Carolina, South Da- kota, Tennessee, Texas, Vermont, Virginia, Wasliington, West Virginia, and Wisconsin, i. e., 42 States; wliile the development of rivers for irrigation, j)ower, and other pur- poses will also render navigable certain waterways in Ari- zona, Colorado, Nevada, New Mexico, Utah, and Wyoming. Although it is not probable that any con- siderable share of this vast mileage of navigable water- ways will be improved to a high standard of efficiency at least at an early date, yet the assured growth of the coun- try and the capacity of these waters not only for naviga- tion but for other uses render imperative the necessity for their control and utilization as an asset of almost unlimited value. It is desirable that these waterways, of which portions have been surveyed or improved for pur- poses of navigation, should be further investigated with a view to the systematic development of interstate com- merce in coordination with all other uses of the waters and benefits to be derived from them. 2. While the railways of mainland United States have Railway con- been notably efficient in extending and promoting the ^^^ "^"' production and commerce of the country, it is clear that at seasons recurring Avith increasing frequency they are °' "■ unable to keep pace with production or to meet the re- quirements of transportation. 3. Wliile navigation of the inland waterways declined waterway res- with the increase in rail transportation during the later decades of the past century, it has become clear that the time is at hantl for restoring and developing such inland » h i navigation and water transportation as upon expert ex- amination may appear to confer a benefit commensurate with the cost, to be utilized both independently and as a necessary adjunct to rail transportation. 4. Wliile the decline of navigation in the inland water- Railway com- ways was largely due to the natural growth and legiti- ^'"^'*^'°"" mate competition attending railway extension, it is also clear that railway interests have been successfully directed against the normal maintenance and development of °' ^• water traffic by control of water-fronts and terminals, by acquisition or control of competing canals and vessels, by discriminating tarifl's, by rebates, by adverse placement of tracks and structures, and by other means. 5. Any complete or practically successful plan for the Railways: general improvement of waterways must eventually pro- '^^^''^'^y^- vide for satisfactory adjustment of the relation of rail lines to such waterways. Since present and prospective railways reach all parts of the country wliile navigable 20 REPORT OF THE INLAND WATERWAYS COMMISSION waterways are confined to certain natural lines, it is clear c-E, I. that railways can so control transportation as to leave the waterways insufficient trailic to support the requisite ves- sels and terminals. The railways have accordingly, save in certain exceptional cases, substantially absorbed the traffic of the country, and unless the present unrestricted and short-sighted competition between the two systems is intelligently adjusted they will continue to do so. So large a portion of railway traffic is free from water compe- tition that railways can readily afford to so reduce rates on those portions affected by such competition as to de- stroy the profits of the water lines without appreciably affecting the profits of the rail systems which recoup these reductions by higher rates elsewhere. This has been the case with most of the great inland waterways, excepting the Great Lakes where the conditions of water and traffic approach those of open seas. In spite of the great in- crease of traffic and the continued improvement of water- ways, the total river traffic of the country has steadily decreased both proportionately and absolutely, with the result that few rivers are used to anything approaching their full capacity. It will not relieve traffic congestion to improve our waterways unless the improved water- ways are used; hence it is ob^aous that relief from the existing congestion by waterway improvement can be made permanently effective only through such coordina- tion of rail and water facilities as will insure harmonious cooperation rather than injurious opposition. commcrciiii Q, Existing data as to the nature and amount of the in- ternal commerce of the country are extremely meager and incomplete. Such information is essential to the intelli- gent treatment of the inland waterways, and it is desir- able that means be employed to obtain it. Purification. 7 Improvements of navigation in inland waterways in the main aftect favorably the purity of the waters and the regularity of the supply, and these objects should be care- fully kept in mind. The increasing pollution of streams A, H-i. by soil wash and other waste substances connected with a growing population reduces the value of the water for manufacturing purposes, and renders the water supply for communities injurious to and often destructive of human life. The prevention of these evils shoidd be con- sidered in any scheme of inland waterway improvement, tion^^'™'"*'^' ^- Engineering works designed to improve navigation affect favorably the regimen of the streams, including floods and low waters. The annual floods of the United States occasion loss of property reaching many millions of dollars with considerable loss of life, while the low water of late summer involves large loss in diminished water supply, in reduced power, and in the fouling of streams with consequent disease and death. It has been claimed that in specific cases the cost of works required both to control floods and meet the needs of commerce would be less than the amount of this loss. It is desir- able that more detailed information be collected concern- A, F-I. PRELIMINARY REPORT 21 A, F- I. Cultivation. Fluctuation. ing the effects of floods and low waters and their preven- tion by engineering works and other devices. 9. The annual soil wash in mainland United States is Erosion, estimated at about 1,000,000,000 tons, of which the greater part is the most valuable portion of the soil ; it is carried into the rivers where it pollutes the waters, necessitates frequent and costly dredging, and reduces the efficiency of works designed to facilitate navigation and afford protection from floods. The direct and in- direct losses fi'om this source have not been measured, but are exceedingly large; and it is desirable that de- finite determinations be made with the view of devising means for reducing the loss to the land and preventing the impairment of the streams for purposes of commerce. 10. Both the regimen of streams and the purity and clarity of waters are affected by forests and other natural growth, and by farming, mining, and other industrial operations over the watersheds m which they gather. Millions of acres in mainland United States have been deforested unnecessarily, and the floods and low waters ascribed to this cause have in some localities occasioned losses commensurate with the value of the timber. Means should be devised and applied for coordinating forestry, farming, mining, and related industries with the uses of streams for commerce and for other purposes. 11. The effect of wide variations in the level of navi- gable streams is to render difficult the establishment of necessary terminals for the handling of traffic, and thus to interfere seriously with the utilization of our inland ^ ^ ^ waterways. The prevention or mitigation of such vari- ations would be most helpful to the revival of river traffic, and means to this end should be adopted in plans for waterway improvement. 12. The storage of flood waters combined ^\dth the irrigation. diversion of streams to arid and semiarid lands for pur- poses of reclamation by irrigation creates canals and also tends to clarify the waters and increase the seepage or return waters during times of drought. There have al- ready been put under irrigation over 10,000,000 acres of fertile land, adding a quarter of a million homes and sev- eral hundred million dollars of taxable wealth; and it is estimated that by fully conserving the waters and by ' ' " utilizing the water power developed in connection mth storage and other works, fully three times as much land can be reclaimed in the western half of the United States. It is desirable to continue the collection of data with a view to so adjusting irrigation and power development w4th navigation and other uses of the streams as to secure the highest value of the water to the greatest number of people. 13. Locks and certain other works designed to improve Power. navigation commonly produce head and store water in such mamier as to develop power available for industrial purposes, while works designed to develop power on navi- gable and source streams affect the navigation and other 22 REPORT OF THE INLAND WATERWAYS COMMISSION A. F-i. uses of river systems; and these uses must necessarily be considered together. Information concerning water power in the several States and sections is incomplete, yet it is kno^\^l to be a vast and intrinsicalh^ permanent asset which should be utilized for the benefit of the people of the country, in whose interests it should be administered with careful regard for present and prospective conditions. The facts ascertained m certain specific cases furnish a basis for the claim that the value of the power would pay the cost of all engineering and other works required in such cases to control the streams for navigation and other uses. In the light of recent progress in electrical application, it is clear that over wdde areas the appropriation of water power offers an unequaled opportunity for monopolistic control of industries. Wherever water is now or will hereafter become the cliief source of power, the monopo- lization of electricity produced from running streams involves monopoly of power for the transportation of freight and passengers, for manufacturing, and for sup- plying light, heat, and other domestic, agricultural, and municipal necessities, to such an extent that unless regu- lated it will entail monopolistic control of the daily life of our people in an unprecedented degree. There is here presented an urgent need for prompt and vigorous action by State and Federal governments. Reclamation. 14. Any Comprehensive system of improvement of inland waterways will necessarily affect the drainage or reclamation of swamp and overflow lands, which are mainly rich alluvial tracts largely along or near water- ways. The construction of dikes and levees or bank- protective works and the deepening of channels are often closely connected with means of control both of overflow and of underflow by drainage. It is estimated that there are 77,000,000 acres of such land, now unproductive, but which with drainage and protection from overflow will have an exceptionally high agricultural value; if divided into 40-acre farms these lands will furnish homes for some 10,000,000 people. Coordination. ^5 The coutrol of watcrways on which successful navigation depends is so intimately connected with the prevention of floods and low waters, and works designed ror these purposes; with the protection and reclamation of overflow lands, and works designed therefor; with the safeguarding of banks and maintenance of channels, and works employed therein; with the purification and clari- fication or water supply, and works designed therefor in conjunction with interstate commerce; with control and utilization of power developed in connection with works A. F-i: II. for the improvement of navigation; with the standard- izing of methods and facilities and the coordinating of waterway and railway instrumentalities; and through- out the larger area of the country with reclamation by irrigation and drainage, and works designed primarily for these purposes — that local and special questions con- cerning the control of waterways should be treated as a PRELIMINARY REPORT 23 Cooperation. H, I: III. Relief of con- gestion. H, I: I. general question of national extent, while local or special projects should be considered as parts of a comprehen- sive policy of waterway control in the interests of all the people, 16. Governmental agencies whose work is related to the use and control of streams are now in existence in the Fed- eral Departments of War, Interior, Agriculture, and Com- merce and Labor; and it is desirable in order to prevent duplication of work and fimction and to avoid unnecessary delays in the development of the inland waterways that means should be provided for coordinating all such agencies. 17. While precise figures are not now obtainable, it is safe to say that the current value of our inland transporta^ tion facilities (of wliich railways form all but a small per- centage) exceeds one-eighth of our national wealth; yet these facilities are so far inadequate that production is impaired and the growth of the country is retarded. While trustworthy estimates can not be made without further data, it is reasonable to anticipate that congestion of interstate commerce can be obviated in large measure by juchcious improvement of waterways adapted to barge and boat traffic, at a figure much less than that estimated by competent authorities for so increasing railway facili- ties as to meet present needs. It is desirable that addi- tional data be obtained by requisite expert investigation. 18. It is conservative to estimate that judicious im- provement of the waterways of the country will confer direct benefits through increased transportation facilities which will exceed the cost, while the collateral benefits will be at least comparable with the gain to commerce. Under a coordinated plan, such collateral benefits as the enhanced value of lands reclaimed by irrigation and drainage, the value of water power developed, the increased values due to the prevention of floods and low waters, and the great benefits of purified and clarified water, will more than balance the cost of the works. 19. In a comprehensive system of waterway improve- Adaptation. ment and control designed to meet present and future needs, the practicability of any project will depend not alone on local and general demands of commerce, but measural)ly on attendant natural and industrial con- ditions, including nature of banks and bed, suitability of ■"• •"•• the ground as a foundation for works, volume of water and liability to floods and low stages, configuration of the watershed and its susceptibihty to control by judicious agriculture and forestry or by reservoirs and other means, local and general demand for pure water supply, amount and value of available water power incident to the works, proximity and cost of structural materials, relations to existing and prospective projects on the same and neigh- boring waterways, and all other physical and economic factors entering into or tending to counterbalance the cost; and the local surveys or plans for any project should take account of all such natural and industrial Benefits. B, G; I, II. B, I; I, II. B. H, I; I, II. 24 REPORT OF THE INLAND WATERWAYS COMMISSION conditions and be adapted to the attainment of inaxi- muni benefits at the ininimuni cost. Physical data. 20. Existing data concernino; the volume, regimen, and other physical features of most streams are meager and imperfect. Since plans for improving and controlling the waterways and utilizing the waters must rest on these facts, it is desirable that means be employed to extend and perfect physical data relating to the navigable and source streams of the countrj^ Distribution. 21. The benefits of a comprehensive system of water- way improvement will extend to all the people in the several sections and States of the country ; and the means employed should be devised so far as possible to distribute the cost equitably through cooperation between Federal agencies. States, municipalities, communities, corpora- tions, and individuals. Administration. 22. In Order to iuiprovc the inland waterways for navi- gation and at the same time coordinate the agencies and means of transportation, develop the collateral benefits of waterway imiDrovement, adapt all natural and indus- trial conditions related with waterways to the attain- ment of maximum benefits at the minimum cost, and perfect means for distributing the cost equitably between Federal agencies. States, municipalities, communities, corporations, and individuals in a prompt and efficient and economical manner, it is desirable to maintain an administrative agency wdth large powers for the investi- gation and elaboration of projects under suitable legisla- tive regulation. Conservation. 23. The immediate use of natural resources in the rapid development of the country are often allowed to stand in the way of more beneficient and permanent utilization. This is especially true of all resources connected with running waters, the substantial value of wliich has not been adequately appreciated. It is clearly practicable, without undue expense or interference with current use, G : I. to carry out broad plans for the complete development of the resources of the country, and thus assure to the greatest number of people the neatest good for both the present and the future ; while if tliis is not done the tem- porary or partial development of these resources will prevent their full utilization for the general benefit. Steps should be taken without delay to outline and initiate the more pressing projects of conservation, and to apply practically the principle of conservation before it is too late. Regulation 24. Our unsurpasscd natural wealth and the eagerness of our people for immediate results regardless of future needs have led to a policy of extravagant consumption of national resources and to an encouragement of monopoly, whereby an excessive share of such resources has been diverted to the enrichment of the few rather than pre- G. I : I. served for the equitable benefit of the many. Monopo- listic tendencies nave appeared (a) in the extensive con- trol of mineral fuels on public lands, whereby large values PRELIMINARY REPORT 25 essential to the development of the country have passed beyond public regulation ; (6) in the acquisition and need- less destruction of forests, whose preservation is a public necessity for stream control, for timber supply, and for other purposes; (c) in the acquisition of controlling sites on waterways and the appropriation of valuable water- powers with their segregatfon from public use without adequate compensation, whereby indispensable utilities escape public regulation in the interests of the people; (d) in the segregation of lands, especially in the semi arid regions, wherel3y development is retarded so that the lands remain without benefit to commerce or advantage to the growth of the country; (e) in the control of prod- ucts and of transportation to disturb the normal values and natural channels of trade, thereby imposing undue burdens on producers and consumers; and (/) in various interferences with the production and commerce of the country, whereby prosperity is curtailed and progress impeded. While such monopolistic tendencies have been conspicuous in connection with the agencies of transporta- tion, they are now in many cases opposing the best utili- zation of streams by diverting their control from State and Federal jurisdiction in the public interests to personal and corporate means of excessive and burdensome profit. Since transportation is a primary factor in the existence and development of any people, and is increasingly impor- tant with the growth of population, it is essential that its means should be regulated in the public interests; and an^ plans for relieving congestion of transportation in the United States should be so framed as to employ all proper State, Federal, and municipal agencies in protecting from monopolistic control not only the agencies and avenues but also the materials of interstate commerce. RECOMMENDATIONS A. We recommend that hereafter plans for the improve- ment of navigation in inland waterways, or for any use of these waterways in connection with interstate com- merce, shall take account of the purification of the waters, the development of power, the control of floods, the reclamation of lands by irrigation and drainage, and all other uses of the waters or benefits to be derived from their control. B. We recommend that hereafter both local and gen- eral benefits to the people shall be fully considered in any such plans for the improvement of navigation in inland waterways, or for any use of these waterways in connec- tion with interstate commerce; and that whereever prac- ticable Federal agencies shall cooperate with States, municipalities, communities, corporations, and individ- uals with a view to an equitable distribution of costs and benefits. C. We recommend that hereafter any plans for the navigation or other use of inland waterways in connec- 31673— S. Doc. 325, 60-1 8 Coordination. 1-24: 1. Distribution. 21: I, II. Correlation. 26 REPORT OF THE INLAND WATERWAYS COMMISSION tion with interstate commerce shall take full account of ^~^' transfer facilities and sites, and of the location of tracks, grades, bridges, dams, depots, and other works on navi- gable and source streams with a view to equitable coop- eration between waterway and railway facilities for the promotion of commerce and. the benefit of the people. Railways: wa- D. Wc rccommend that any plans for improving the in- terways. jg^j^^j waterways shall take account of the present and prospective relation of rail lines to such waterways, and shall ascertain so far as may be whether such waterways when improved will be effectively used in the face of railway competition; and that the relations between 5. railways and waterways be further examined with the purpose of devising means of rendering the two systems complementary and harmonious and making such fair division of traffic that rates and management may be coordinated economically and with benefit to the country. ^^commerciai jj ^q rccommcnd the adoption of means for ascer- taining regularly all facts related to traffic on the inland ^" waterways, and for publishing the same in a form suitable for general use. Physical data. ^ ^^ recommcnd the adoption of means for ascer- taining and rendering available, at such rate as to meet 20- public necessities, all requisite data related to the physical character and general utility of the navigable and source streams of the country. a n d^re^iiati'o"" G. We rccommend that hereafter any plans for the use of inland waterways in connection with interstate commerce shall regard the streams of the country as an asset of the people, shall take full account of the con- 23, 24 : 1, II. servation of all resources connected with running waters, and shall look to the protection of these resources from monopoly and to their administration in the interests of the people. geftion. ^^ '^°"' H. We recommend that the Congress be asked to make suitable provision for improving the inland waterways of the United States at a rate commensurate with the needs of the people as determined by competent authority; and we suggest that such proA'^ision meet these requisites, viz: 1-5,17,22: III. expert framing of a definite policy; certainty of continuity and coordination of plan and work; expert initiative in the choice of projects and the succession of works; free- dom in selection of projects in accordance with terms of cooperation; and the widest opportunity for applying modern business methods. Legislation. J. "VV^e recommend that the Congress be asked to au- thorize the coordination and proper development of exist- ing public services connected with waterways; and we suggest that such enactment might provide that the President of the United States be authorized, with the advice and consent of the Senate, to appoint and organize 1-24: A-H. a National Waterways Commission to bring into coordina- tion the Corps of Engineers of the Army, the Bureau of Soils, the Forest Service, the Bureau of Corporations, the Reclamation Service, and other branches of the pub- PRELIMINARY REPORT 27 lie service in so far as their work relates to inland water- ways, and that he be authorized to make such details antl require such duties from these branches of the public service in connection with navigable and source streams as are not inconsistent with law; the said Commission to continue the investigation of all questions relatino; to the development and improvement and utilization of the inland waterways of the country and the conservation of its natural resources relatetl thereto, and to consider and coordinate therewith all matters of irrigation, swamp and overflow land reclamation, clarification and purification of streams, prevention of soil waste, utilization of water power, preservation and extension of forests, regulation of flow and control of floods, transfer facilities and sites and the regulation and control thereof, and the relations between waterways and railways; and that the Commis- sion be empowered to frame and recommend plans for developing the waterways and utilizing the w^aters, and as authorized by Congress to carry out the same, through established agencies when such are available, in coopera- tion with States, municipalities, communities, corpora- tions, and individuals, in such manner as to secure an equitable distribution of costs and benefits. INQUIRIES IX PROGRESS I. Those clauses in the instrument creating the Com- mission advising that "our streams should be considered and conserved as great natural resources," and that the Commission shoidd '' consider the relations of the streams to the use of all the great })ermanent natural resources and their conservation," have received attention and conservation, have resulted in action thus far incomplete. The prin- ciples so affirmed are fundamental and far-reaching, and demand comprehensive and mature consideration; and it was thought needfid to ascertain and adjust the needs of all sections of the country, and to invoke the joint judgment of officials of the several States. At the fif- teenth session (May 21) it was decided to propose a Con- ference on the C^onservation of Resources, to be held in Washington early in 1908, and a special committee was appointed to present the matter to the President of the United States. At the twenty-third session (October 3) , at which the President presided, it was decided to call such a conference in conformity with the desire of the Commission as thus expressed: • On IJoARu Steamek Col. A. Mackenzie, October S, 1907. The President, 0?) Board U. S. Steamer Mississippi. Sir: In tbo course oi' inquiries made under your direction "that the Inland Waterways Commission shall consider the relations of the streams to the use of all the great permanent natmal resources and their conservation for the making and maintenance of prosperous homes," the members of the Commission have been led to feel that it would be desiral)le to hold a conference on tho genei-al subject of the conservation of the natural resources of the nation. 28 REPOET OF THE INLAND WATERWAYS COMMISSION Among the reasons for such a conference are the following: 1. Hitherto our national policy has been one of almost unrestricted disposal of natural resources, and this in more lavish measure than in any other nation in the world's history; and this policy of the Federal Government has been shared in by the constituent States. Three consequences have ensued: First, unprecedented consumptionof natural resources; second, exhaustion of these resources, to the extent that a large part of our available public lands have passed into gi-eat estates or corporate interests, our forests are so far depleted as to multiply the cost of forest products, and our supplies of coal and iron ore are so far reduced as to enhance prices; and third, unequaled opportunity for private monopoly, to the extent that both the Federal and State sovereignties have been compelled to enact laws for the protection of the people. 2. We are of opinion that the time has come for considering the policy of conserving these material resources on which the permanent pros- pei'ity of our country and the equal opportunity of all our people must depend; we are also of opinion that the policy of conservation is so marked an advance on that policy adopted at tlie outset of our national career as to demand the consideration of both Federal and State spon- sors for the welfare of the people. 3. We are of opinion that the conference may best be held in the national capital next winter, and that the conferees should comprise the governors of all our States and Territories, a limited number of delegates to be appointed by each governor, and representatives from leading organizations of both State and national scope engaged in deal- ing with natural resources or with practical questions relating thereto. We have the honor to ask that in case you concur in our view you call such a conference. • Respectfully submitted. Theodore E. Burton, Chairman. W J McGee, Secretary. In liis Memphis address on October 4 the President announced the intention of caUing such a conference, and on November 13 he issued invitations to the governors of the States and Territories to meet at the White House May 13-15, 1908; the conferees to comprise also three assistants or advisors to be selected by each governor; the Senators and Representatives in the Sixtieth Con- gress; the members of the Inland Waterways Commis- sion, and representatives of certain national organiza- tions dealing with natural resources. The Commission anticipates from the deliberations of this conference results of the utmost value as regards both conditions and policies. Coordination. H. The clauscs iu the same instrument declaring that "the time has come for merging local projects and uses of the inland waters in a comprehensive plan designed for the benefit of the ej^tire country," and that "such a plan should consider and include all the uses to which streams may be put," has received attention; and while the con- 15, 21, 22 A, I. sideration resulted in several of the foregoing findings and recommendations, the time and means at the dis- posal of the Commission have been wholl}'^ insufficient to frame a comprehensive plan extending in detail to all the waterways of the country. The task is large, and is af- fected by projects for improving waterways and opening canals for navigation and other purposes which are now PBELIMINAKY EEPORT 29 advocated by numerous associations of citizens in various parts of the United States. These projects are so con- nected with geographic conditions and with natural re- sources as to fall into four great systems, viz, (1) the At- lantic-Interior system, comprising the Atlantic water- shed, the Mississippi Valle}^, the Gulf slope, and the Great Lakes with their watershed; (2) the Golumbia-Puget sys- tem, comprising the territory west of the Rocky Moun- tains and north of the forty-second parallel of latitude; (3) the California system, comprising the valley of Cali- fornia, and (4) the Colorado system, comprising the water- shed of Rio Colorado and the Great Basm of the interior. In the Atlantic-Interior system there are projects for a deep waterway from Gulf of Mexico to the Great Lakes; a deep and continuous Atlantic inner passage from New England to Florida; improving or canalizing Mississippi, Missouri, and Ohio rivers with their leading tributaries and connecting the Mississippi waters with the Great Lakes by canals; improving the navigable rivers flowing into Gulf of Mexico and Atlantic Ocean; connecting the Mississippi with the Rio Grande and wdth the waters of Florida by inner passages; and connecting the Atlantic coast with the Great Lakes by canals. In the Columbia- Puget system there are projects for improving the low^er Columbia and the Williamette and Snake for navigation and power development; opening the channels and lakes of the upper Columbia and some of its tributaries to navi- gation, and constructing feeder and connecting canals; and also for extending reclamation through irrigation, drainage, and the control of floods. In the California sj^s- tem there are projects for improving and canalizing Sac- ramento, San Joaquin, and Feather rivers and the coast- wise bays in such manner as to open California Valley to interstate and foreign commerce, and also for clarify- ing the streams, preventing floods, and developing power; and in the Colorado system there are projects chiefly thus far for irrigation but prospectively for navigation and power. In all these systems — indeed in every State and Territory — the respective obligations of the State and Federal governments to the people and the relations of vested interests are of such complexity as to demand pro- longed consideration not only by the Commission but by State and Federal officials; and it would seem premature to outline a general plan necessarily affecting so many and so varied obligations and interests pending the confer- ence on conservation, at which it ma}'' be anticipated that the interests of all the people wdll be fully represented. III. The intimation in the same instrument that ''any cooperation, plan for utihzing our inland waterways * * * should recognize the means for executing it already in existence, both in the Federal Departments of War, Interior, Agri- le, 21: i. culture, and Commerce and Labor and in the States and their subdivisions, and it must not involve unduly bur- densome expenditures from the National Treasury," has 80 REPORT OF THE INLAND WATERWAYS COMMISSION received attention and lias resulted in the eighth and ninth of the foregoing Recommendations; yet pending the recommendation of the "comprehensive plan" alluded to in the preceding paragraph, it woiild be premature to sub- mit estimates of cost. IV. The suggestion that "the reports of the Commis- sion shall include both a general statement of the problem and recommendations as to the manner and means of Continuation, attacking it" has received consideration and has led to the foregoing Findings and Recommendations. The Commission is, however, fully aware of the incomplete- ness of this report, and is desirous of continuing investiga- tion and discussion with a view to further action. V. It is to be understood that the inquiries and con- clusions herein are of general character, and that the men- Quaiiflcation. tion of any stream or project does not involve expression of opinion as to the desirability or practicability of doing work upon it. Respectfully submitted . Theodore E. Burton, Chairman. Francis G. Newlands. Wm. Warner. J. H. Bankheai). W,J.McGee. F. H. Newell. Gifford Pinchot. Herbert Knox Smith. SUPPLEMENTARY REPORT OF COMMISSIONER GENERAL ALEXANDER MACKENZIE 1. As a member of the Inland Waterways Commission, I am in accord with the general principles enunciated as proper for consider- ation in connection mth the preparation of plans for improvement and control of inland waterways; and with recommendations which advise suitable provision for continuing the improvement of inland waterways at a rate commensurate with the requirements of com- merce; and, so far as justifiable, with cooperation between Federal agencies and States, municipalities, and communities with a view to a distribution of costs and benefits; and I am in accord with a sug- gestion that in the carrying out of examinations and surveys and in the making of plans of improvement of inland waterways, such consideration be given by the War Department to the subject of water power, floods and low water, drainage, and such other related subjects as may have a bearing upon the improvement of navigation and such as Congress, in its wisdom, may provide for. 2. I am in the fullest accord with recommendations looking to the protection to the greatest extent of the natural resources of the country, both in their relation to the interests of navigation and in the interest of multiplying prosperous homes; and I am in accord with the thought of utilizing such resources in every legal and proper way with a view to recompensing the Government for expenditures made in carrying out improvements. PRELIMTKARY REPORT 31 3. 1 am not fully in accord, however, with the thought that all the related subjects mentioned, important and worthy of considera- tion by the Government as they may be, are as clearly and necessa- rily associated with the subject of channel improvement and mter- state commerce as is assumed in the ^eport^ or that such assumptions can properly be made in all cases without further investigation, including, possibly, some legal questions. 4. I am in accord with the desire of this Commission to continue its investigations and discussions w4th a view' to further considera- tion of interior-waterway improvements after consultation with trans- portation experts, and a more detailed consideration of the conserva- tion of natural resources and coordination between the General Gov- ernment and States after the conference on conservation to be held in May. 5. I can not, however, agree with the recommendation for the establishment at this time of a permanent inland-w^aterways com- mission, vested with the authority indicated, in addition to or as a substitute for the existing Commission. Until this Commission shall have fully carried out the duties allotted to it and prepared a com- prehensive plan for the improvement and control of the river sys- tems of the United States, or at least until such work is more advanced and results more thoroughly considered, I believe a recommendation for so radical a departure in the methods of planning and executing the improvement of waterways as that proposed is at least premature. 6. Moreover, it is my belief that further investigation will demon- sirate that wdien this Commission shall have completed its labors all necessary cooperation can be secured, and all work proposed for the permanent commission can be equally well provided for by the existing agencies of the Government, and that through such agencies, without the interposition of a permanent commission, improvement of waterways and attention to allied subjects will be more promptly accomplished. While fully appreciating the importance of having^ general principles and schemes considered and recommended by a commission, as is now being done and as wdll continue to be done, I have grave fear that the scheme of operations recommended in con- nection with the proposed permanent commission would be found to be impracticable. A. I^Iackenzie, Brigadier-General, Chief of Engineers. SUPPLEMENTARY REPORT OF COMMISSIONER SENATOR FRANCIS G. NEWLANDS I concur in the report of the Commission, but desire to emphasize my belief that it is of the highest importance that in dealing with subjects relating to the respective powers, rights, and interests of the Nation, States, municipalities, corporations, and individuals, large powers and a comparatively free hand should be given to an administrative body of experts in the full development of projects, lest the complexity of the transactions, the time necessary to secure Congressional approval, and difference of view as to purpose or method, may result in indecision and delay, the worst enemies of effective development. 32 REPOET OF THE INLAND WATERWAYS COMMISSION An ample fund should be provided, to be reinforced from time to time either by legislative appropriation or by bond issue, and the administrative board or commission should be given the power, not only to investigate projects, but also, when determined to be feasible, to enter, with the approval of the President, upon their immediate execution; but the power should be limited so as to prevent such administrative body from entering into any contract unless there are sufficient unappropriated moneys in the fund to meet the cost thereof. Unless some method of construction and development, insuring prompt decision and execution and continuous and consecutive work by a body of experts is adopted, I fear that the best of projects may be wrecked in the shoals and quicksands of legislation. Francis G. Newlands. APPENDIX The greater portion of the appended statistical and other papers (including numbers 1 to 10, inclusive) were prepared in the office of the Bureau of Corporations and were revised by Commissioner Smith. The remaining papers were prepared either in accordance with the desire of the Commission or at the request of individual Commis- sioners by the experts under whose names they appear. . It has been the purpose in the preparation of these papers to bring together statistical and other information in a form convenient for reference. • 33 1. NAVIGABT.E STREAMS OF THE TTNITED STATES SUMMARY OF NAVIGABLE STREAMS The accompanyiii & is a c-a ^.2 ? 0^ 1 c3 a c o 5 c — c c 1 ■3* 2S 5.2^ '■'M = i tf s a • 11 5 a 1 Ills ar>--2 =8 "2 llitiii "2 ■^ s s •eg a '"" — — '' "^ 2 E o5 K S S 2 sll'^ .2 2 ■^ 2 As 5-1 a S S*""" H " X _ , i 1 p< i •■ a .^ i. X i. 0^ a -j = s y X n .11 6 y =3 •s a •s a o S 3 t- S S C L^ 6 6 6 o C =s Ma - o5^S c c 2 1 P g .2 a 32 ;- ^ d w H r-w ^ ^ -t-3 a 1 X X K a a a a c c a MooxtoaiMaaefl sac 9 G q c c ^ c c a a a a a a a a a aaaaaaaoo O o O ^ C C CCCCCCO*i*i X — -M .- - C" X T - 2 § 1 x" III ii = 'i; U5 ■f- fi '2- ~ V L- '_■ S3 ^ iVa ^2" X 7. X X '^^. ^ fiS $=^ 5r"i cc'V.0 ■^'■n" t-' x r; -■ — -; --• ^"^ L"' r-' x' cf — •_' -1 ^- 'f 1-' t - x" r. =' — ' - f ^i t" 00 = IS X X XS ? § § 2 g XXX 5c ac = S ^ ^ IsliiSSii '^"' x.i. „_. Depth at low water. r = = c .3 III 2o tS Z §'' M "' •— < i 5 3 • t 2" ta '^ -J-: -2 1 Ht o >> .-2§&^ c-St 3 ;5 p=.2=^ 3 ■=cz o a — -- --e K C o ;a S ^ ^ "* i^ 2 OS ^ -^ 'a-* ■3 H '■^-i 1 5 5| « 111 S IS a S istance etween lints in- icated. 1 ii o-^S.-a 1 ■o c 5S E 6 a 33 ■w — w 3 a ® ISa o o 3 +>■ a -2 m i 1 s S ii5 ;?, D a. aa 40 REPORT OF THE INLAND WATERWAYS COMMISSION Joe C3 bCt c3 E^ '^ t3^ 00 o3 d) O o p.fc. t5 o o ffl.SS? o.a-§ -g M > S '^ o ?? o+^ ;^ C3 ,^ O p Jg go S d * S3 O ^ '§S a g 02 B s O C Si! S = C fe ti ffl c : Q ^ ^ r^ "' lO oi -^ -^ ci T-^ oT CO q" w 00 oi" o '-^' c^i CO ■■I*" ic 0JOC5OOOOOO 000000010:0:050505 ^OC^ O: O t^ CI t^ r^ CO cc 5 ^^ So OOO OO CO c o o o o 0:0.; CK O C^l (M CO J ooo_ic •j_;r. 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H ■+^ OS ^•r< cs+s O S O S o -^ <" § S 3 O— i" . t- o-q . |[ii03 =SmSo-J a '^00 00 o r^ -^ O Oi -^ ■tr >o -^ ooo a -'I r r-o3 fe o o a^ ^ o O to IS C^l O) (M (>) 00 lO C --X QC '-■ r-- '^ C: ■" 5 -^ t- r-( TJI Ci ro [^ -— t O '^ — r-1 »o O ^ Q ■^ -^ o GO o cico -^'lO o"so q'mco "^^O CiOOOOOOClOiOOOOO ooooocnoioooocooocicio; 03^ 03 iJ5 2; aoo 3w a S M 03 *J IS Cl c3 .2 -g -g .2 •58 NAVIGABLE STREAMS OF THE UNITED STATES 43 c c '■a-3A.i.=sS-c--'-'=!i5 = u- g-o'S S^~ "Soil's -^^ 3 =j c-S cs£ Mo Kt: o o-c; ° gM a C^ 2 fe c o cr-^ ^ S „ -5 5-5 Sf. 60' "~ " §"5 £ o ^^ ft If ss = ■~ ft 00 o P ;^ fi^ — . o2 « ■iJ-j;«c*j^oft ftr _ =« ?2o ^ =? s o K -w O +i> Ml'* ft' = c ;S >• c o ^"3 is: 9, O c t- '^ r^ — . •-' t) , o o|2 "5 S te S m 2 o— » ft O -w at J2 ft'iTS iii OS >,cq 1-5 ■^ !^ !- C ■eI-^^ c c S f- *" 0) (SH > H-l ^ M X :/i K QQ OS m 03 . X Q c c c e c a R C ■"0000 C C P s SS C +^ ♦J *- +-i o-.^ 5S5SSS i§S 00c +;•+;■ ffiO •C ^OOC<3 cc -^ t~« S_3_ SasKff c^'« <=L=; 1>_^00 c^o ^-^^ C-) ^ t-"t^' irar-T oco ^^(^^ 30 -. !■- 3 iC -J C^!N O^CO-^iO ■TO TT •»iO -TiO M'SOO ci 00 C3 0-. |S |S S8 8g 888 '"' ■^ " '"' i-( ^ ^H :s Z •c-^ j< o is a 44 EEPOKT OF THE INLAND WATERWAYS COMMISSION tlO B o CD •— T" b- C M 03 o O .i; ■- fe C Q; ^ ca > >• ? "^Ph H; ^ 03 p- r* ^ ^ p y^ C-i^ a .Si , '-''oK t; ^ ^ £ = O C = re o - - 2+3— tit' c-)^ - — -• SJ= t iH'3S.2S SSm'S a a; ^>6 S?? ■2W ego "^ O CO "S3 Mo 2 c cd d :2^g-§ • O O Qi ._ d-1 Dj =3 O^ si §rH3 Oil e M^ > q3 3 o o n '-^"^' i~ co"co" 0:aOi Ci Oi '^ 05 OiC:05 "5 — 5 « rt O: ^<» t:^ -ki P (3 08 NAVIGABLE STREAMS OF THE UNITED STATES 45 ki la's g-. 5 " ^ i||..l^i|5i 1^ j3 « o « 0) ;-, O) C-J O -ki H O O O +J -tJ^j a a a a a a a o o o o o o c +j +j ^ +j +j +j +j C:) fo ;c c-i ^ c^ o ■5 CO M CC O Oi o <^f r^ <^ -"i^ ^ t^ t^ o M £ CO m -.o -i 05 O O 'T M to o --" m" c^ rf c>f c4" c^r c a c o c G o o c o ot~rffO-«< -'^•'^-'^ 0_C<5 I> M^-^^ O O ^ a n M M M I d c o o o b b I ^ lO O — . O -t-a 05 ■» lO 0-. ca ^ re o o^t^^ g: ?!' E: S? ?> 2! ,-r •c^ c-i CD'S 1 CR 05 ^ o o ooo o; o ^ c^j CO "^ o X M ^^ ' C5 o o o o o o c: o o ooo Ci Ol OiOiCi 00 35 0:0^05 35 GO ^ 05 05 C5 05 05 05 05 O — M CC IC 050 00 00 00 05 05 05 05 05 oo C5 lO • fi o Oi n O o N ■«l "^ IN to M M c^ :^o ^ > i-' ■« gSs g o >H 21 3 C ©^ o>-! s s ■Mag rt O ffi 5a^ s« z otf 5» Cm 5^ 46 REPOET OF THE INLAND WATERWAYS COMMISSION '5-5 i ;£3-ES|^g j-gt 5 0) s s t. _S w .i: >- o >- oi't; , t: = — >^-t^ S a> c u- K •;:: 5 ^ n ^ c ^ ;:; ^^ a. .2 g^ c ~3 C « S g§6g£ H t£^^ ft:- c:^ I'Z t:J gi: = c r-5'?'5 5 P S jr^S2 -.2 3 '-■ V; ."ti 5 '^ 'O ti -^ „ * ? >-. ^- 5 ^ t^ cj 00 o --D o -.s 2; O 00 00 ■^ CT> M O cc "^ CO c^ ro CO CI Sss J ? 2^ o s S c. C-— ic LO c vc ;; t- lO '^ '-Z. C: ^^ f:^ z^, CC' :C C X "H^ C'i '^^, ^•. .- c C-. I- 1^ a r--. 00 cc L- 00 ^r OlC:C. OQOOO OOOOOO O '^ C^l CC ^ I aooooc O"- <^- O^ <^- ^' ^^ 0) a a • §§•3 -a s^ NAVIGABLE STREAMS OF THE UNITED STATES 47 .a o 03 !s >■ ?; ' +3 o g5 g ' a <6g cjj ■7h%\ .2 S.25 a 5- c3 03.0 o ™ oj C3 '^ C3 =" o *^§ SB C^s 13 OJ cu n 01 kcC s . OP o IS o a C ^ S 9 u ^ '" p S 3 =3Q ci • K "-= S M . ." c S' 5 ./ O"^* S c3 •- a o- >> P3' 0.0 o 2 ft J, te m o "- est. 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J— °2 CO « tf o >. .art -■ a S <:.H a 0.0 o si . 60 "Si tsa .go X -.o t^ o ;j< 1 ^- r^ I ■» — ■ — T 10 • 10 lO •^ -M CO 00 io»o 210 o -^(NCO-ViO CC .<»« 10 00000 00 000 000 GOOiOaOSO ^OlOS ai p. L :3 » > *^ fc- — - o ? o P< ' S 'o Qi 73 "^ ; "St 2-18 .2 3 o«M ^ i. ^ s ^ o 2 s* .- 3 "■ is P<.=l S5| c •- r1 5 ti' ,^6 V > -' >- C;3 q CO C s ^■^ o S « o J c rt 5 * ■^3 sea cS • "C .S *^ 2 M i" 2 a S tc'S '»=^Sas^ J ._: -^ — J — +j i ^ r-'~ 0) 53 ).£:'33o2>> cj 2 6j:+^ SCO (-< -i o3t^ fl o.g r 0) • .-I : ^ C O o c '" •3 c O O _ 5 g 3 1=3 PQ 4 iT .q-OoSoS-SgW OiJ »H Ja Jh . ""I M . m^, o • i 0^ a a ^>7*^ mS a„ ; A g .03 5 -^ a" a S) . 2 a Kin Eliz .C. Fa C. =^J !^-2^ >> a 2aS .az Lisbon 1 to P , N.C. Caswel rows, N Nar r Run, c _^ 3 ;3 £i outh to Moutl well Point Nar Haws Clea outh t N.C. Moutl N Wihni Bl Kings DC Elizal et S % fi c a • a 1) m Q l^a^ O 50 lO CJ CC MS M ■* NAVIGABLE STREAMS OF THE UNITED STATES 57 2 a c c c 9 o o o o O 4-3 -f^ 4^ -4^ r~ N CO 0-- o ^t^ ^ c^ r^ lO o o --0 -^ ^— iL-:xcc-<— '—• — " ooooaS* ooDoocr. 2==2552S f^ -.o CO »n . . _ — w ^^ . . -^ "^-00 c^ -^ao --H CO •r f-HCO»-H,— i-^^^^C^j^H^H^^iO^H-^CO » X 'X 3: cr. OT o 00 00 c oo o c o X CO X J SO ';?:o; ~ m £i crj -e S g --.Sc50 -S oZ o J t3 — ■< :«: 111 -** _ • C^ /-^ * H ^ DC- o 5 fi) ; ooo o oo o coSos IN-.0 s d c d c 4 C : c o a: S1673— 8. 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CO C^ (M tM T^ Oi ^1 NAVIGABLE STREAMS OF THE UNITED STATES 61 o -; at 't • ^ 5 ^ ^ o o , -3 .^ q ~ -r fii a ?■ ^ cs ■^ - • c i c =i ,• n^-^ 'P' p. C C C5 •« So'^ c o > c-o 5o = £ — ■*^ Cl< ^ 1-1 o - r- S o a> cs w t: o K+J c " =s go'^ _. ~ S _ i; £ J= 5.- -C T o -^ Q* -C ■5.— , m O K ? K 4,— o — C 0.001 o fcTo : 5-0 ■5 G '^ o — 7'; 4. C, o t- to CO-' K ■? 2 M £ £ 1.S ?!:■ c ■■" O..S 2*^ o B *t: p.fii'o paI go c '^2 oB>r- S £ C rf -J c =5 e * o o c S C «-■* 3" O ■2fe g cccll = 550 ^ c; c^ c^ c; CI ^^ -"T o coo C-- C-. C-- — O X o o ^ro :c ' »n • ^^ r^ ^ t^ 0000 o: c; * C-. 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C 2 ^ ^ .- <- -^ 7? ^^w o c V- i t: '-' E^ S>.c '^2'3'S o o 2 o o i. ?= a. do o o 3_] ftQ 5 c c3a.oS '^'*~' ^ ^ ^ ^ C.O O^ f-' .5 o c— _ 4S ^i* ^^ 5 S £ §2 p ion 2§^S|S 5 +j _hc e 5 t, o 11 g.5 6 goo Ph "-0 1-2 E5 «6 *o '" -. §2 03 O ea 03 §6-1 o cS » " 2 d 0- (O o3 O oj r] m t- 3 O >; OO'C ^ O g ft . 0^ d fe ^ O SB o d Wo 64 ItKPORT OF THE TNLAND WATERWAYS COMMISSIOK OR ^o C'S -O ! £.S «; > a- c - c -S -■ o «- ■» c ■0-" c g s y 5S C C-. c-?^^-?T2- = g^_g >'•?■? ' «!"■ a- > o 03 K,£3 ftoS ' !* 1;=^ "■S-"'-''^ 5 S.5 ^•5 S f= a o -w ■o a — ^ O C/ rH ;i c : f ■or o .2 o —; :s c- O '52-§l>?. cS u o « 'o CO f' --a o S ^ '^ "^ — >y- *- S .; S « e :^= c • ° ^ c „ a/ a ;; j; 3 > aj — -3 ft'C 6 o < S '5 in E '^ £ ■- "O C^l A4J « ^ C I-, a F- 1 o B K o o 2 Si ii >> •rt d f* a ^ a c > w IH (T! g o cS is » K ^ x: :x s 4^ o c = tH S S O a c fiq^ oc;^__ lO o Ou-2 OMOM c: o» C. 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" ; M tS 5 :* « c a t.3 ?f= * X ra > s OS O ~ 1 C S O O c p: c 4 C5 5 c c c §1 ll O 3 22 ■o g J= gx3 j: r J= ■O C £i j:j3 III •C SiS ^ " 3 3 c c c o o s s S^ s s aa o a > ; o o g o P5cq m 68 REPORT OF THE INLAND WATERWAYS COMMISSION O fc t. 4J« 53 ^+i 0.2 ts O.iq . p C a ID -^ *^ ^' B G o o c c-r- «■" o p £"5 »- oj O m :g^H£x:2 ■^« "^""s • ° «>.§_. SB "^ -Br: 0,2^3;:: ^ -H CJ L- ® -^ 'S 3 ct >■. £ g g.S c » g 1 ^ OT c C CD Q^ — o 33 OS'S rf i<5 Mo gag • Si* •08 111 M §1 •3 3 3 ';■ C « S ffi MB W) Q2 3S c-fs 5^ 3 • I, o) Jr b 2^ •ScQ "^ oa o CCCQ NAVIGABLE STREAMS OF THE UNITED STATES 69 O g; 2 O t; f;;^«< V ..^ «i rti © J^ J '2 ' : 2 S5^ Sis v-> i C:S-g o O"" S'h- 'k ~ •" S ^ 2? "" 5 ® c ® "^ •— .^ > 3 5r -'. 2'-' c, c •= ft w ^ .= - - - ^ X :ti ^ a c ■ - -- 5 -^ 5 "?; =^' 5 > >>.2 b-o 2o Q O ffl c 2c>^^S « cs = .>2o-2 o -^ a i^ „ C3 .,0) to S'-asS >2 o !? « 2 *.„ _ C > » o t- a S C3CQ J; »5 ^ . > a 2 -u o 3 O ^ ^ O OS o • !^ 6 O 5?0^ ■¥5 o ■ ? - J; » sa a go oja-« .a fflJ o « '^ O -^ ^ -w C3 J2cjg^g;2 O. C3 T! '.3 ^ "^ ai a .S g g 73 0:5 5^ i: •3^ a>£ 1*5 Mc ^^- S3 03 ■3t: go 3 ■SJ pa .i .. - "^ a a'^ » O oj o _J3 +^ »« a o •""'■Ca: * ^ alii?. ■ 5'o- _* a; -5 M m Ph n a OJ4 E •2 > © «3 REPORT OF THE INLAND WATERWAYS COMMISSION >-• m -^ « ^ "^ "" ■^ ^+2 - .— ^ p," a (U O -H tH ^ " M o — u ?— >- -3 C .ES 01 « >- o t. " S >- c« iJ K 3 o o -S M .„ o ? °-& i.^ £ o •■■^ a" ?; 0^ d q O » U C R J- » £ 3"SlJS4i § 2 o.a::3S . 2-^ . 03 g t. 03 K tn O Qj m to > -'S O o OS •3 '^ m "a — <: ft © -^ ^ > +^ T3 S CO cS O.Q oJ §0303 CD .,03 AQ O t> 3 .CO S a 6° "TO o 2 05 c S - O O M I =^ ro3H:5e S o o - tnjD 03 PQ i t. ct;- . o3^J3 I O.* 1-1 15- I J r ^ »^ SM S . to'3 "58 r^ O-i^ B^l,.2 is^wa s NAVIGABLE STREAMS OF THE UNITED STATES 71 3 ffl M S-r; 3 Rqcc O C3 J' i- " OS'S OtJ 9x1 o >'o ^ S £; - ^ o C3 S SJ 5 r ^ s K°i ~"5 -3 0) o .2 £"0 K ^i-si V M 00 § o.g =3 S O 1 C CJ c3 42 w m ■*! g go O s -^ u-:: 00 oc (M ; 00-^ ^ -^ O o cc -^ »o ■■£ d -^ C-I X = cc C) CI C^ ro CO O C-) L'i GO '^ ri — X o Sits .~ -<»> 30 rt •-•J o> o M ■» O'j'u'^u'^co lO-^r-H-^ O 'J' u'^ ir; > (N cfc-r . M C- 1^ ■«" '-S : 00 I^ .-; lO ^oocooT -h-hOXO TT c^j r^ t^ " D g — • o --CI" fj o 3 -^ w L--^ o ^: -^ ro UT lO O -^ C^ ''OCOCC"^ ccoxxoo "^ 1^ ^H C^ uO COiCIM cc ^':) O -H >C -H X : o t~ x X lO > o ^ -^ >o o TT --< CO TT -^ (M 00 O CO r^ t^OOX CO r^ o^ -^ «c :^ X O ut' ■» X -"T COh-^00-J3 t^'^COOlCC iOOt.Or- O CO M ^ C^l >0 ^ O CO t^ w CO '^ to i-O uO CO O — I — < M Ol O C5 uo O -^ -^ O X O CO CI -^ M ■* _l — d t-- — ~ t^ -o c-n^ X CO o CO»-0"^T-I^H COO*r5,-^d OCSWOt-^ i-Ot^OtC^ tCO^OCl ^^OXOClr^ ot^co-^o XOC^CIO ^OOCCCl^^ COCStO-^O C^-^uOIMrJi tnCOr^XOO O X CO O X C^t^COCOCO ^ rt coco-^o-^ ■-li-cc^-OCO •(JflO^^OCO CO-^W^O t^COCOt^t^ OiOOXCO ; O C5C0t-c^ ; t^ O IM 1--5 -H 5'S " ^•OC0:0 COCO»OCON CO OJOX^ COO^COX Ot^CX»-Hr-lOC*0 »OXOtOC^ X t- C> IM C-1 .C M X g, _(^rtr-l C<5(MC->dC0i M(MOOO OCJdOO — IXOfflX ; Xic-H tO'^ ;05- oiMO > -h'ooOo'-h' COOOXO OCSOO^ Tf<*'t^xiO OCO-^^O O— tCO:CCi ».O^COLOTj< OiiOO — C^ Clt^XCSO CiXCOXO r~( to LO-^-^co*^ c^ ■»i^t^* t^ » O C-j 'C-. O: -^ . o^t^uo cf ■ira'*t~.-i o>co(NCo» Co o c o o = ^ 23 M s; LO ^ ooooo O C-. O"- O 0-- 5:S 72 KEPORT OF THE INLAND WATERWAYS COMMISSION Oj K ■ o c > W) ft.2 3 *1 S >- IK o -M ^_ » ?• ™ o .S ~ — ^ cS ^ ?f -M a; !r! *^ .M « o &.:; ■„ o "= o 3 e o ftcofc OS o s s s -M +j o .t; W .^ ^ !U)+2 SO <5S.Sm E-3^ > K S) t^ j; < n w t s: is) 1^ "^ ^ ' >, ' t and m klississip St bank, St. Pai +^ -^H V . +^.3 a large fl and barge d among hof Cairo ♦J^i'O « s 0, +i 0^5 ■r^ G "C W 03 3 OS 3 s C 3i*2 ® 9-S c Ui 3 C M ^ O o 3 O .3 -S o s ® = 5 ^*^ a, 3£ MO g «-3a2'g^2fe 56aft§EH£.> SSh §-« s o -« g O M O fc, » » „; o "" 5 ^ S = S+^^S o.y>M aj w, ffl S !> s- -^ 6 > §-o'C " c 3 c3 3 o ♦^ a) c |og5|§ £■_ c o s^ 3 3 cs-3 C O .3 c s> S -^ MO * -3 -fcj +^ 3 .. ^ o-c s w'3+^'g£-' So o'; C.5 X^ *- T" ID 3 3 02 3 - ® S S = > c g +j n i* 3 d ots: si^feB +5 g t, o2| ' — ' — £1. O 3 -jj ■ 3 cs^„0.3 ^^J •£, tc - a, =s go -^ ■Of?? cs 5 3 03 rt ?.2fe g-SSSw O «-SHJ o S 6 o t; S-^ O tu ^ S-M •- 03 a 3 3'-P3 &-.3 -e 3 o r: d3"3^-S25-' ^ ^ 03 03 a5 ti o "S M 'H 3 1: S '*^T3 2 - o 2 3 O c 3 Owo t-sO 031-iOS w °3 6 - o .2 i:^'-2o r 3^ 3 - 6 o o « £ ^ ftO O 03 tS ;s • OS £ gOcS «3 M Oij S «o.a PLiO 3ifg 3S^ •r 03 a;^ ? ® >.: o6w«(2 * ® © a) o S — o S " OS 2a ^ .c o z£§ tf ^ o o a> *^ •^ !? - - ® 3 a^-o -»> ■o^r?_r'3 2^P I3^~«i3 - H.2 3-S=^i^2 .SP03S So oo CQ o 2; o ■w 1> a e8 S . Us ■Si — — B Sir ^-* 3^wa NAVIGABLE STREAMS OF THE UNITED STATES 73 B 5 i- 3S S S S S r- g" OS S'E ° '-' c! J .Sfe .9 > ■" -3 IB m O *^ , HH CO^J -4-^ -M O. S.S 3 O m'Ec ^. ■ . ■ .. 1- o q 2 ^ — - - tiC S » « c P' t.,2 -r: 3 a-\e ° T 5 -S 3 •- P J?25 X o M ~ c cS ftc ao aS; a;3^x;.P s .t; 8 r 3 o 7i ■:; CgS . „S3o ■;3 o TO » -M " Ph „ c J-. * V . Li ^•C C C.5 r; — so "^ I w C rtj oS'P'S 3 ' ^ ^ =i ^ ^ u ^ ;Pn2 ..33-2 I — 03 ^ ■ 3 0.& o « 6 TO O+o o _'3 ■cqPM oil 0-1 oiJ ffl oj g aj » o3 q « o OS osPhOco 3QflCoPPP'^Cofi tin CO 'TO-'-'-'-o)--: 3g 32 > lO Q »OC0 Ol Ol Q -^ »0 0, Oi^ -^ '-- Ci^ lO ^ O cK » IE t. t. £ S g;-^ n -M c « c =s fell's QJ m C <^ ,cq ~ 3 » o^':^ g ojS S<0 S^ 5-0 „ a; CO ;> t iSo C u' ffi" R S o ? C t- C "^ 3i ojco-S S8i ^ o ' fe-S- O _- tH ■S s .2 .2 £ g g -.leg 03 s« 9 C6 t< h +i 03 CO '" oi c ® ^i-2 " S P ^ o OM O o ci.2_i.-a 52 ^1 >,x) o o S aj sh iH t. C o3 C-r S fe 5.S ^2i^2^-^g| +-"w oS - 2S 2gS Sc3 ij -fcf ^ o o^ J: o 5£^ C.2 ^ <2 o'! OC4 OQ fiS^ 03 q OO o o & * 3 c s5a £ o o 3a c a 03 >, ^ E o a^j o "i' ^ o8 .- tS S OS 2iswa r-1 rt rt M NAVIGABLE STRb:AMS OF THE UNITED STATES 75 OS o3 3 S , .SS! := S.I .fa g S= f; a* a! g ;^-^- g m ^ *^ •5 S =s ° £ M m ^ S "" K C -^ if Boi t> Ml !> -M i o a OR" go go. ! 5 « £ C b o - HP3 W .5 . r^ - % Pi's 03 p. 3 ^ o w -c 2 T! fi -^•55.0 -^ i; . o o o 'V zj ^ ^ c^ C .„ g d^ o C! <^ Sog'^g -a +^ d ,, "S . C ;-S-S ;:^ Oj r/! i,' 03 fc > be 6 ? a 03 C _co u ■n ^ 1 « p •c r^ OS s N « "5 a m 03 fe 03 c 03 c S p 03 he 03 u^ ^ ^ ai ■7! •n J3 C •w T3 T) ■H n •a = .U c 03 iX X sn g u ^ T-» oj c N Mississippi, Ya Sunflower Riv portation Co. .2m & 1891, rf 49,299 tons. 1905, « 2,007 tons. 613,147 tons. 1897, dll,261 tons. 1903, e 545 tons. 65,839 tons. 1893, e 2,649 tons. 1905, d29,957 tons. 614.251 tons. 1903, e 682 tons. 1906,^29,137 tons. 6 9,072 tons. 10 5 oc oc oc c c c c 1 5 ■ ■0 a ^ 03 .2« s| S'3 .Q so 3 -a pi 1^ o o30 M 03 1-1 is ■a f-' .0 .0 0^ .0.0 .0 h to ippi ige. h to s. IS =^' ao '^ =^' o.a'r; sS a ^ S S3 S a S 1^ m (D O S«, ^-2 •S'S PJT3 t"^ o?. ^ M 6 oi 03 '^ si-t; ^•a: fn-^<^. 76 REPORT OF THE INLAND WATERWAYS COMMISSION «3« O g C fc. 51) •«« P.? So 3 -So j-a o •a S o a o tf 2 u^ fcc t- b ?s ^ tl' L '^ • CJ O P.S o o >.W c ft o J - * r^W .-; . +j c8 2 •?; -S .ii n p, S >- fe.Sgd e g s s o o o ^ o o ■^ *o o -"^ "^ ■f iC ^ ■'J'lO'zO • o 2^ C5 S^ ^ OT g S o o o o g I GO o6 ':p 00 M c CCig c oooq_c cc lo rH o c^ Oi -^ CO O o e e o ft°-2 cd H^ CO e -So s ^ ph a g o w ;5 o"! o oE-' S > o a a ^ o 5 <- fc g S 3 ~ o 03 2 S" S 2 ^ "^ oo cdc*5 O -< NAVIGABLE STREAMS OF THE UNITED STATES 77 ivcr Con- and Coke d Coal Co., y Coal Co., ., People's 1 6 o ^ ongaliela R idatod Coal .,A.U. Bud est Kentuck .lutte & Co al Co. » u OJ o3 Co Oi» • O S S 01 X tn 2 2 2 2 C C c a S a CI c e c c C o C o o c O O O Cobb O O O+J O+J-tJ 0+J+:>-M c ^ S ■^ "^ *^ 00 "^^ O - M i— * :D *^e«.,.S.2 2 "" " ?A :* ^ =*•§•« =5 i;.2&o^ M o) o C •- s s P-OJ .^-ES5 2 c .>^-°.d o as 5 33 E. "-^ ■3>8-Hg«-r: ...^ .^ C 53 3 .P « '-' g a !^^ > C-- .cEQ£i3 i Si-c ^ 2 c •- C *^ d C o 1- oog"=-g ^■^■4^' < c c tT — ^ 055 s •c t 3 IS c ai^ <; -; Ci. .0 aj.i= =^ ao X=o«co" t:-e ^^ >»- fe S c ■ ^ o '^0 c -o O :-^~ REPORT OF THE INLAND WATERWAYS COMMISSION t^ K C ^ C .1 y. c ^ Ki ^ — K C tli a > g g..2 ^ « O .. 5 TH O .82 o S .2 " S c C S^ -o ^- fe *" .2 ij •^s 2 2*H 0? c 2^ i S' I, ■3 2-t^ o ~ K 1= - - -;; -r ^ .c Eh o°5 g'S-a fc:.c i3 c: L^ S!l^ C O "S a c o > = " i/j s^ 3-2.2 «=^fH ^ C en-- c S S- fc 5 O . - O _ ^ c^.i:"? ^ 5 S a-S ^ c f E S .: -^ a: »-1 .5 r; ^ ■ ■ — — ■^ >'> U sS * G > > * o ■2 rM R * « -3 03 •^0(5 .-10; CO -^ II II C5 t>. t>. •* +j S 3 o t-fe t; c fi- ^^K >i3'-H^ ?;-'2 ^ ) .IS c o osh; (j: '^JO , ^ w »^ oT >1 — ; > w > .- c u~ c «j 3 * aj s °t. ■— I-! >-.o . >>o ^ -:; o fl 0; cfl O cs ,-1 ^ iS ?: 5^ o >>o NAVIGABLE STREAMS OF THE UNITED STATES 79 : o ^ a j2 w^-* > t- M - K CJ ? ■ > o ^-g -^ o ^ ■; ! ^-a o £ ^ -^ ' ' o ?; g 2 o~ : go t*s o'S Sow: — .i .E c o 2 o o o ^ ; -^ (u O >i gC o c !C ■? ■> -5 '-i J- >G a -eg E 2 5^-^ ■|5o2.Sf„^£ 'Q! ■ ti - S ::: O r- 5? S o o !^ = 'i 5 2! "^ £ £ o S •- , o s p.t; s^T: a- •3 C Ox: ii ;§oi'^ ; c 3'^ B::oo_S c5 o.! ^.- o ? o •J'^ r .scoti*'c-o _ '^ > ^ '*-' ^ ^ z^^ EoOOca;o> c .=^ E 5 ti 5 ^ c ^ ^ '' c c 5*5 ® ■■ a.E5i = t e — S >- S >■. ^ o ^ "^ • > t; s; 2 o m -- O ■' . a" 6 t^-sg pj ^ 03 rg^j 1 'SOcsfft-.SgOgcj ..^d|ip^d - ! -M 4^ Q Ph J2 -" S^ -^ j c =• 1 -~.« w ^^«- J2 >H±f S:^ S S o^^c^J-i^ -•5£fSgE . 3 3 .'^ c? O .S3 6 O O cj t: Mo 3<; M" S^pS - o c ■■'- C Ph d ' 3 a> oQ S-i< W tS ^5gt^ dd-2 ?6.S = iOtJ o o ►- r "bts •3 "^" o d ^ oSp.=;£o P,tH OO +^ g " ;E-i ojE-iOmW O CO c^ O ^ =C C^ C^l CO -^ c^ ;o" 00 Oi o "^^ 00 C'j C'l co' (MiO — ;oogo:t^»c:Ci30 S '^"S 2 2 <3 O C^ "O ^ o o •* ■flJ •^ ro ^ ^ fC^ Cl L'v C^l Ol ^ (N C^ (M C^ .-t OO OiOiC-. o;oooooo aiC:c:c:oo oic: ooooooooa:aicr. oictoi ooccooocosa-- o t>. o^ IS +5^ 3 c^ S5^oS t-O^ - « 3 c3^ g .^5 .^2 ^ O . C\ •02.2 *^ O'dS- J2 o =: P^S^ 5.2S d> u. ^1 "C; d.^ 'G. d t. "chh.;-. dG GS S > 00 X o O O d d O M 5: C!3 a . 9.'^ ,0 a^ ^ cc 01 o ^ d^ 80 REPORT OF THE INLAND WATERWAYS COMMISSION ^•O no ^ — — 03 c "S 3 .^ 5 £ ^E 50:Si g^ii e o^S £.5 =sj= ■p+^ O £ Mc3 ;3 = c.S^"^ wZ *^ Mil's c * g _^ ^ bJj 3 o c •■ 'EL . o oT tzi '-M ^ S C £ ^ g S &> H ;?i«s="sw oK £ = = = = - u5 > ?r I C4 B C I '•3^ 3Gg-§=3i & 03 » K .= — ?; ^ £ c ci— r - o ~'C— 6t-~ ?— 5-c c'^ 5 ;. ^3 >>o3 >>;;, I.--.g as oj t- o^ i o cc- ^0 5: :o-Cgc.ct^. e: c A O J; 0-5 .5 ■a g+J o>»..'0 ►< OJ t- in Q^ •« E s ^ ^^: S2 ago h'Oin -vp ° e 3 C E 3 O o ci c 2_o.g S , ct! 5 a; '-' ;? QJ C5 C tH oi aj o ^ ^ >.2 o o £■2 „• V. -^ c; oj -> OJ C3 2 5 I'd a m Plte- ^ B G '^ ^-i « 30-1;= o^ i o m S « 3 OJ '^ K-^ ^jj3 S a^ cj +3 •• 5 O ,J_ OJ g - C ^ O o -^ .5 o P< So ^ ft ^ o r£-S ; h a«^ og g-^ i,.. 4 ^ J5 ^ OJ _^ Oj Hpmcs>-^!nOjS UJ2 03^ O 05SEt3^ g ' n5 05nT:dS'S^g'Sg'g-S|'; 2q3o > o ^t^ ft.a «C-«;^ 5 i d O c3 M bcoj '^ >SE15 . a5"^_'E - ft— "5? (u. ¥ fl '-' . t> c o I 95I-I SJ3. X3 '•^ o «•" o J. >.t;-o .a c 5; .►- d £ m o c <- ^ «; d ® ,'. rt o QJ .^ g & — "So c ~ c o ^-^ W) o .5 o an 2 a, 'C s = S o u o e »-• E "Z* rT*-^ £;«•;: K"i: •?' g c ° =i <-= =5 E ».?- 5 5 g 2 '-.= •5 ■^ O •- . +^ M^ - = S J f^-s £ t^ ^ -"7 o S ? > ci +j aj O o ^■?.oScg2 'ESS '■= > 5 3 =^- " ° •" c ^ > ?->'5"^ i «• 2 ; " i- r' r^ i-^ 3 C ^ i- DC «- ^ •-' .c *-> c I- 3 -.1^ s: c g -3 u, 2SS: "■■" as O ss^5^?:-i _- o*.;3 o t- -r--2 u. o -i id « c c > r> Ci 5 =S >< * S S I o s r* o o 5L.H K ■5 >> be:* S 60 C B hio and Great Kanawha River Packet Co., Camp- bell's Creek Coal Co., Mar- met Coal Co., Collins & Ilartweg Co. , E . J . Rickey Transportation Co., Cin- cinnati, Pomeroy and Charleston Packet Co. "5 (5 d 05 6 a 20 1^ •a "S-l 03 aj ^+* 5S Sc •S2 h4 3H GO a c § CO CD OG ^ • a a g CCS 000 « 7: m c d a c M 10 10 +J+i>iS 5 c ■^ -1^ S5 ii i 5 = -1 a l?SS (Mo CO-- >-'! ■* 10 -.0 PO -,0 ■0 00 >o c 1^ t>I 05 «> i-^oo ui r^ 8 ' ■Pi ^ i \ in 1 £0 „ ■£ c ■6 a ^H 0) Q) Ph S i 1 \ i i i 3 aT +^ J3 > c c la to Williamson, ;a to Pikeville, Ky, 2 c (S •a 2 Q .a m a ^^^ a f=(* 3 O'*^ 3 ^ o« oj S S s a SH H^ S l:^ ^^ -0 ^•i^ -1 C M Qj Wt- 4< 84 REPOET OF THE IKLAND WATERWAYS COMMISSION §5^ Qi^ — 3_ 1 ^ MT3 g r 5 6-^ .2 "So - o — he r ^ ^•o o. t6 Ml i=^'H«n o a; 0) o 6" a^C 3 i3 '^ o I rC aj 0- =i C i c ^^ WiCO a ' — O q; •- OS ! o g -; r„0 .i^^ .'I >^ Qi O o3 O 5 o '-'5S is ii t^ — 1 ,0 cs 3; CO O 1-H -^ o to 8g w 03 38 _2 ■ c 5 O C +S 3 00 £§£ -So o 00 50 c^' Ox 3 M O cj SW NAVIGABLE STREAMS OF THE UNITED STATES 85 * 1 5.20 jj a > S ^2 o o-G o ^« o ?.2 60 -, r . -^"^ £ E s c s *^ a. C b£,?' Got i;: 3^ ^-•— ■* 2^-^^*^5 r o CI.' C = *^ .^ .C K . ? , . ?iVt5eosS- - m j: oi EH--E .§ t ="• c " " S C t- Oj tn ^ p,ca*3P O.M I S 5 2"- " • +^ . -. S ID S o o a;-S^ " S'o- ; c C C ^ ao o S o =s ^ E - M S 33 +^ >> os.;^.i +r s-2J=-a c a:: b o '-^+^^ o^ c t- fe >- O O 0^ =^ i X -M O c3 "' 36' a; 133 o5 o g « g ft^ o S^c 5- >H Q o ., «"£_,*' -eg P3 M I- J- _0 c ^p.«^ >..-«« § -2 g 3 ^ - S •gj:: g^«.2 °M SP^ s'-o 2 a o ^ c 5 c* S o > 03 f^ O o3 Q +J -M OS ^•^ bo s; c c ■ S * "3S •38 oo o'o 9;5 '^ 05 6^ oS P.5 S c w S *J !> C f3 ?; i o;S .o >;ii 2« 2; . NAVIGABLE STREAMS OF THE UNITED STATES 87 p-a: §^S^ <»-is^ ^"^ ■a c c a ^■a C O (d o on a ndc erch ockt t. 5 o o S c eg S_i, n S " £.«^'2 !> !S a w)o a . gal .2 ■c E o e.2 a Q> ' 3 O Ci, a> a "^a ^63 3 '^■M^"^^-:.!; c_C"a .2 e= a.- =•= oj5 S-^:^ a; 5 o o 5 '5 i5 5 +^ ?. ,° "K 5 r* I r c a; 0) tH ,a ^ tn > — J- o beg >■- £^^5 Sggoc gc CJ t". a 2 'S e S = ^ -a c tc « S ,3 "O O*-^^ £ a '^ t: a; oj »o3 a oa ■« .S O -S O ^ CO o >M a o ^ c o ■" T3 a t' ' a S3 t— ( J_ L- 2 ^ _j o 0) g f o.a a ^ S'— o ;m +J a-M « M o rr i^ ,* o s 03 i^ oSgH (1, o 03 ta -id csS'? a .2 o« o S"^ l-^ ?* tH a • -3 g -^§o o r t^ ti .S ceO S .B* o d agcsf^tS" o ftp - -"3 ^ SSooo fl3_I. m a — is 03 C 0) t,r° oH 3 6 oV*^ M 00 ft a >- '^ .^ S ^ 03 03 -'ra =j-M^ a,3 03 .& a 0.2^ COCO COM « TT 10 000 00 001 00 M 00 CO ft5-S QJ « QS is I^ -^ bo <4 bDo ^ e C ■ P oj w a* -tJ ? c3 o3 w "3 3 ■M OW OM ;^ on ; a a Pi W a 1 PQ y -aM rt c a ri« 01 71 x: >iW >i CQ 88 REPORT OF THE INLAND WATERWAYS COMMISSION 03 a •O OS OCQ Is, 'S'g ® • S CI o o o o w I ®ja •rfoooo So 3 3 o o 35 „ Qj .2 -£.3 .2 , O o ojg NAVIGABLE STREAMS OF THE UNITED STATES 89 C '" M ■SgH S 3 c5 gjs-d O " 6 :^fe •t3 C ^: ai j3 2 o i 9< eg 1j ^ *-" ? * K S '^ a c g c5 I 2 o '5 o ■"■^ o o " "' c b •3-e2 S a ^ ' sc- cz: c. c .a a^. 03 " -^ -e. 5 2— a CO ; all S~ ; 3 M ^ 2 •-'' £ — "2 '-' 2 T, _. a u X^ jj C m ~^ Em's ° S .£ " t- ? S3 = «-''S i « ? > ° K ^^TS .S !^ S3 K "3 ' a ■> cg-CMg a =3o o s g a < ^ •-' X fe a ^4 !> a M o ^ ti •-' m a .5 u '5+^ m" ,£ da " a S i> g =3 ii^ .,- MO ■p s o — g Q <- "^ »-. O ^ Q — ? t^ M a.^ c_ -jja^ > I. +^ O S3 t s: o >H o ? t, M . '^ ^ 3 l3 _"T^ M 'D . . T^ t? ^1 t-^ 11 -^ — ^ -r -r -^ — -^ SO-aSS ~-s.-f.- ■= -5 fH_5oO^-t,®'I3a":;i^c«i/j^--^«c-_^-^aOp,„ e-^ rS § s l-c £ g.e-.s- TIB'S s s^ -> -+ a a o o 00 00(3 Mil ■«r »o 9 o3 ° a 00 00 0-. cn 00 6 60 ■50 o Doc. 325. 60-1- 90 REPORT OF THE INLAND WATERWAYS COMMISSION g o oj o) n ■i "' - '^ .S ,- 03 " .— O c3^ c; g; +^ ti '^'' ^ I--; Si « fi 3 cj ^_ _ d — 5 -* 1± -£^-sgS-s5-s _ o ?; -a 5^ CD ;s B S M =3 « ^ Oi+J'-j P.C3 :3 ~ ^ o p bo-: S o o ci R ' •r-^ ■3 c ■» 3 ' m 3"? S c < K ago •S o a ^ M £; f^ +-ftM'/i aS;t;£i H O w '-; O ; ■■? -3 § S «!©'*-' g K .2 ' n < fl- ;> +^ H : o~'*^-~'^ ; Q_^ o^ a ' 5;-^js=3c3.5«. arr ■73=; tf P-.-'S c .e^S.2^ O) Or ■^ 3 Sm c3 >? Oi o3 .3 m 03 > o p 33 .q Co ■r C'-i- c '-' ; p Oho j ■* -^ X; '~ •"■—(-• *•-< "^ CO .— « r-" '" ^ 1 jP5i3iSpHbego^Cl?q^w.5SOh 6 x^o oj a &■' i ooi;' >-. s'^ 5 2 6-S e J3 - o 3 . S o c o o COlMTCrH i-(>-lt-(IM 0-- 0-. o o (^ o-SP k5 oDoj CD ^ c3— p, ?2^ NAVIGABLE STREAMS OF THE UNITED STATES 91 umbia River R.I near the town ( he river does tY SR because it is t^ ransportation. ses in the Cascac nto the Coluinb oiith. The vallt tile and fanne ties of produce 1 S « o O >JS ill dCol alley )Ut t isine e of t vcr r OWH itsn y fei lianti 11^ r? O t,r-3 riaan the \ nie, 1 the 1) rout tz U ind fl from ■ding >at q >- 5 "5 Or^C^,^^— V. T •„ .^ <:• to: a a.^ c >; s jj. - : tt . §! ©■at: 000 3 3 3 000 sg.g.a tn+3 H o 00 >rfo •O as C: 2 § ™ r.i jS'SS 3 5J§^§|3 QQCOcaWMQP-l NAVIGABLE STREAMS OF THE UNITED STATES '*' a a ^ us ov. u 4:3-- »^(-. .S cS M >, o§afl5^ 2ftg§^«> ^- . =5 o S cs r S>-' p-fl CO >-i .a O O oj •si a CQCBl> 2. COI^IMERCE ON INTERIOR RIVERS FLOATING EQUIPMENT TYPES OF VESSELS EMPLOYED Vessels employed on western rivers may be divided into two gen- eral classes:- (a) Those provided wdth their owti propelling machinery, such as packet boats engaged in transporting passengers and general merchandise, towboats used for towdng or pusliing barges, and gaso- line boats used for the transportation of passengers and light freight. Packets are constructed wdth either side-wheels or stern- wheels. Tow- boats are principally of the stern-wheel type, and gasoline boats are either stern- wheel or screw propelled, (h) All carriers that have to be towed or moved by external means, such as coal barges or decked merchandise barges. In addition to these a large number and variety of craft are used in maintaining traffic and the proper condition of the waterways, such as snag boats, derrick boats, repair and pump boats, and quarter boats employed as storage or supply boats and as house boats for employees. These two general classes of boats are the result of long experience, and the types adopted appear to be peculiarly fitted for the service under existing circumstances. The requirements for a river steamboat are said to be such speed as has been found economical for the service engaged in, the least possible load draft, and «uch freight and passenger capacity as the usual run of business warrants. In the case of the towboat large reserve propelling power is an important item. In the coal trade river men divide cargo vessels engaged in tliis business into two classes, known, respectively, as (a) coal barges, size 135 by 26 by 8^, cost $1 ,600, carr3dng 555 short tons of coal, employed mainly in the trade to Cincinnati, Louisville, and other Ohio river points; (b) coal boats, size 175 by 26 by 10, cost $850, carr^dng from 1,000 to 1,200 tons of coal, employed chiefly in the "long-river" trade to New Orleans, where they are sold for firewood, shacks, etc. The so-called model barges are decked over and are employed chiefly to carry steel, nails, wire, etc., down and to bring back molasses, sugar, and lumber. Size 225 by 36 by 10, cost $6,000 to $20,000. Steel harges on the Oliio. — The use of steel barges in the Ohio river coal trade is as yet only experimental. There can be no question as to the desirability of this type of craft, but experienced river men point to the initial cost, coupled with interest thereon, and to inain- tenance in the way of cleaning and painting, as objections tending to make the use of steel barges for the transportation of coal to the southern market im])racticable. Another obstacle is the limited number of trips that can be made under present river conditions. The average number of such trips per annum runs less than 2; actual average 1.85. On the other hancl, there are those who believe implicitly in the adaptability of the steel barge to the river trade. Among these is 94 COMMERCE ON INTERIOR RIVERS 95 the master of river transportation for the American Steel and Wire Company, on whose recommendation that company had 10 steel barges built in 1905, 10 more the succeeding year, and in 1907 was contemplating the construction of an additional 10. He asserts that steel barges stand rougher usage than wooden barges, and as an example cites the loading of steel billets, of which 5 tons can be loaded by lowering at a single operation, something, in his opinion, a wooden barge could not possibly stand. Regarding the sulphuric and other acids discharged into the river from the mills, and attacking the steel hulls, he does not believe that such acids have any appre- ciable effect. He advances the theory, however, that such acids attack steel only when the water holding them in solution is boiled in the boilers of river steamers, where the injurious effects are unquestionable, and regarding which there is considerable complaint. DECLINE OF STEAM-VESSEL TONNAGE It is possible here to consider steam tonnage only. The navigation laws of the United States do not require the documenting of a certain class of vessels which are employed to a very considerable extent on the western rivers. Under tliis class are found vast numbers of imdecked and unmasted barges engaged chiefly' in the transportation of coal. The only convenient source from which data bearing on the decline of vessel tonnage on the western rivers can be compiled is the records of the Bureau of Navigation. These records, however, due to the reason above given, are not complete, except as to steam ton- nage, wliich, under the classification used, embraces all boats over 5 tons net, having internal motive power of their o\\ti and not employed wholl}" within the borders of a single State. The following table, compiled fi'om reports of the Commissioner of Navigation, shows the documented gross steam tonnage of the Mississippi and tributar}^ rivers, by years, for a period of twenty years. The tonnage shown is classified according to size of vessels as follows : Class A includes vessels of from 5 to 100 tons, class B from 100 to 500 tons, class C from 500 to 1,000 tons, and class D from 1,000 to 2,500 tons. 96 REPORT OF THE INLAND WATERWAYS COMMISSION Table 6- - Classification by size of vessels composing the steam tonnage of the interior rivers, 1888 to 1907 Year ending June 30— Class A. 5 to 100 tons. Class B, 100 to 500 tons. Class C, 500 to 1,000 tons. Class D, 1,000 to 2,500 tons. Total. No. Tons. No. Tons. No. Tons. No. Tons. No. Tons. 1888 536 531 519 26,824 27,278 26,475 488 493 475 103,387 103,358 101,336 72 67 71 50,495 49,026 48,878 26 23 22 33,330 30,164 28,588 1,122 1,114 1,087 214,036 1889 209,826 1890 205,277 1891 a 1892 555 574 573 559 566 577 609 608 654 707 764 816 922 999 1,054 1,099 28,802 29,602 28,980 28,276 28,813 29,232 29,508 29,126 30,549 32,469 33,927 33,971 36,572 37,372 30,565 36,989 470 456 426 420 405 393 380 380 370 361 356 350 349 340 339 325 100,263 97,554 90,742 90,242 86,695 84,616 80,729 80,571 78,926 78,052 76,812 74,748 74,477 72,238 72,289 69,756 76 75 71 67 63 66 66 64 67 67 65 65 62 58 51 52 51,156 50,710 47,763 44,615 41,940 43,863 43,947 42,441 44,171 44,346 43,208 43,045 41,257 38,599 33,784 34,486 21 18 17 15 13 12 9 12 10 9 8 10 9 8 7 8 26,779 23,433 23,656 21,309 18,895 17,365 13,113 17,381 14,760 12,752 12,627 15,185 13,571 11,563 9,954 611,057 1,122 1,123 1,087 1,061 1,047 1,048 1,064 1,064 1,101 1,144 1,193 1,241 1,342 1,405 1,451 1,484 207,666 1893 201,299 1894 191,141 1895 184, 442 1896 176,343 1897.... 175,076 1898 167,297 1899 169,519 1900 168,406 1901 167,619 1902 166,574 1903 166,949 1904 165,877 1905 159,772 1906 152,592 1907 6152,288 Total decrease 61,748 Total increase in number of 362 +32 Increase (+) or decrease (— ) per cent Average size of vessel: 1888 +105 +38 -33 -33 -28 -32 -69 -67 -29 191 1907 103 a No report published. 6 In addition to the total shown, two vessels of 2,505 tons gross each were permanently documented in 1907. Due to the fact that they do not operate on western rivers the numl)er anti tonnage are omitted from this table. The company owning these craft was incorporated under the laws of the State of West Virginia with statutory office at Wheeling, W. Va., from which point the documents were issued. The vessels which are steel dredges operate on the seaboard. The above table shows a decrease in the total tonnage, of 61,748 gross tons on June 30, 1907, as compared with June 30, 1888, a reduc- tion of 29 per cent, while the vessels have during the same period increased in number to the extent of 362, or 32 per cent. Each of the four classes into which the vessels are divided, except- ing Class A, has decreased as to both number and tonnage. Class D, which comprises the largest steamers, consisted of 26 vessels in 1888, with an aggregate tonnage of 33,330 gross tons. In 1907 this class has been reduced to 8 vessels, aggregating 1 1 ,057 gross tons, a decline of 69 per cent in number and 67 ]^er cent in tonnage. Classes C and B have suffered a like decrease, but not to the same extent, Class C having been reduced 28 per cent in number and 32 per cent in tonnage, wliile Class B was recluced by 33 per cent in both number and tonnage. The smallest steamers, those of Class A, show an increase of 105 per cent in number and 39 per cent in tonnage. The following table further subdivides steam vessels (including gasoline boats) of less than 100 tons on western rivers; and shows that the chief increase especially in number of such boats has been in vessels of less than 50 tons. COMMERCE. ON INTERIOR RIVERS 97 Table l—Documenled tonnage of steam vessels of less than 100 tons on vjestem rivers 1889-1907 Years. Class 1, 5 to 50 tons. Class 2. 50 to 100 tons. No. Tons. No. Tons. 1889 ^... 270 261 7,933 7,494 261 258 19,345 1890 -• 18,981 1891a 1892 270 285 294 290 292 298 335 7,814 8,166 8,344 8,376 8,413 9,912 9,103 285 289 279 269 274 279 274 20,988 1893 21, 436 1894 20,636 1895 19,900 1896 . 20,400 1897 19,320 1898 20,405 Increase first ten years 65 T337~ 369 404 450 505 596 676 1,170 13 1,060 1899 8,936 9,290 9,813 10,429 10,839 12,187 13,244 271 285 303 314 311 326 323 300 295 20,190 1900 21,259 1901 22,656 1902 23, 498 1903 23, 132 1904 . . . 24, 385 1905 24,128 1906 754 14.0.17 22, 508 1907 804 14, 474 22,515 467 5,538 24 2,325 SUMMARY 1889 270 804 7,933 14,474 261 295 19,345 22,515 1907 534 6,541 34 534 3,170 6,541 Total Incre.'ise lioth classes for 19 years. 568 9,711 Not given. An examination of the first two columns of the above table shows, with respect to vessels of from 5 to 50 tons, an increase during the first ten years of 1,170 tons and 65 vessels — a rather insignificant amount as compared with an increass of 5,538 tons and 467 vessels which occurred during the remaining nine years. The second column shows but a slight increase in vessels of from 50 to 100 tons during the entire nineteen years. Thus appears to exist a condition on the Mississippi and its tribu- taries which differs from that on the Great Lakes, the coasts, or the world's waterways in general. The sailing vessel, which has been almost entirely eliminated from the Great Lakes, has been replaced by freighters of immense burden. Schooners have become fewer in number but vasth^ larger in size. The number of vessels of over 100 tons in the world has decreased from 32,298 to 28,422, while the total net tonnage has increased from 17,461,791 to 20,530,883 tons. The final conclusion to be drawn from a comparison of conchtions on western rivers, namely a decrease in tonnage and an increase in number, Avith those existing on waterways generally, is that, while the limited depth of water of the rivers may prohibit an increase in the average tonnage, still it can hardly be said to be responsible for; a decline of the aggregate tonnage. 98 REPOET OF THE INLAND WATERWAYS COMMISSION Again, it must be remembered that a large percentage of steamers on these rivers are used for to\sdng barges laden principally with coal. This particular character of vessel falls chiefly under Classes B and C in the table above shown and has probably increased, so that a variation therein would not account for the disappearance of so many Class D vessels which are 1,000 tons and over. The increase in number and tonnage of vessels under 50 tons, as stated above, is accounted for by the introduction of gasoline boats wliich are of small importance with respect to the great bulk of trafhc on the rivers. On the other hand the report of the United States census shows an increase m both number and tonnage of unrigged craft (or barges) on the Mississippi river and tributaries, as given below : Number. Tonnage. 1889 6,328 3,171,636 1906 8,187 4,265,740 It would therefore seem that, while the decHne in steam tonnage is by no means a measure of traffic (in view of the existence of barges), it is nevertheless an evidence of the decline of certain classes of traffic wliich include nearly all commodities except coal. A new and increasingly important factor in the local traffic, of the Mississippi Valley and elsewhere, is the gasoline boat. These boats do not compete with the packet lines on through traffic, but they are taking over the local business to a considerable extent. They are active in detached sections of the Ohio from Sistersville, W. Va., as far as Paducah, Ky., and especially in the Little Kanawha, Great Kanawha, and Muskingum rivers and other tributaries of the Ohio. One gasoline boat does not attempt to cover more than 15 or 20 miles, but a series of boats on connecting sections will furnish com- petition over a considerable distance. Some of the gasoline boats are 'Hramps,' liaAdng no regular route, but go wherever they find business. These gasoline boats are adapted to carrying a little freight on deck in the bow, but for the greater part of their length they are housed over to furnish quarters for the captain and one or two assistants. Tliis inclosed portion contains also the gasoline engine and tank. These boats are propelled by a stern wheel of the same type as the western river steamboat, but smaller. Freight is generally carried on flats, one (or sometimes two) of wliich constitutes a tow. These flats carry from 5 to 60 tons, averaging about 25 tons, and their maxi- mum draft when loaded is about 3 feet. With the engines, a gasoline boat costs from $500 to $3,500, the average being about $1,500. The operating expenses of these gasoline boats are less than those of the steamboat, wliich is said to be due maiiil}" to restrictions placed upon the steamboat by the Government. An ordinary steamer is required to have several licensed men, usually not less than 5 or 6, wliile a gasoline boat of less than 15 gross tons is required to have only 1 or 2, and this only when it carries passengers for hire. By far the greater part of these boats are under 1 5 tons. The cost of operating an ordi- nar}^ river steamer is about $45 per day, and that of a gasoline boat about $5 per day. They will tow a barge in at any point on the river where the farmer or planter has anything to ship and take it to mar- ket or its destination at a rate under the steamboat rate. Compe- COMMERCE ON INTERIOR RIVERS 99 tition of the gasoline boats has been going on for several years and is increasing every year. Knowing the steamboat rates, they cut them just enough to secure the trade. Steamboat men accuse owners of gasoline boats of doing everytliing in their power to have their boats measure under 15 tons to escape the United States inspection rules. The United States authorities, in computing tonnage, measure only the inclosed portions of the boats, excluding the engine room. Taldng advantage of this, so it is claimed, gasoline boats make their engine rooms large, although the}" msij carry passengers and freight therein; and in some cases certain parts of the sides are made adjustable, to be lowered when the inspectors are aboard, to secure this space from computation. As soon as the inspectors are out of sight these sides are raised again. The gasoline boat under 15 tons is subject to no United States or other official regulation, except that when it carries passengers for hire it must have a licensed operator and life-preservers for all on board. No examination is required to secure such license. Many complaints have been received hj the Bureau of Corporations asldng : Why should these boats be allowed to be propelled by gasoline, practically without restriction, when the steamlxtat, subject to the most rigid rules of inspection and fitted with safety appliances, is not allowed to carry any gasoline, not even an empty barrel that contained it? OPERATING AGENCIES Owners of vessels operating on western rivers fall under three groups: (a) individuals, (b) partnerships, (c) corporations organized under State laws. Under this head, of course, are included not only agencies engaged in the regular steamboat service, but also those operating vessels as an adjunct to productive enterprises. Part ownership, the form in which sailing vessel property has been gen- erally held on the North Atlantic coast, has been encountered in only a single instance among the steamboat lines on the western rivers. Data concerning ownership, together with other information con- tained in schedules, received by the Bureau of Corporations from many of the companies and others operating fleets on western rivers, are set forth in the accompanying table entitled " Operating agencies on interior rivers." Reading from left to right, in the first column of the table is shown the name of the owner of a given fleet ; the second shows the form of organization; then follow the name, class, and ton- nage, gross and net, of vessels composing the fleet; the nature of the business in which the fleet is engaged, and the character of freight handled. This table is not, however, a complete list of agencies operating on these rivers. 100 REPORT OF THE INLAND WATERWAYS COMMISSION o S oj n cs o Stf bo bco bo tf Ph rt :0 00O"^O(N.-Hi-HU3 0lC0 05t^C0t^W5C0 ■-OOi'M'-iTr't-CC-'J'C^OOOSt^iOOOOSCOt^ 1 (M O CO 1-H .-H 1-1 r COtPCicOt-h i-h »-i t-i O C Q; fl !D OiOOOOClOC^Ot^QOOl 6666666ddd6d666dd q CD Oj bOhobObObCbOMboMbobDMbObOhotiD bo.2 o » li; wij i-iw *JW i-oj i*« "-OJ "JJ '-OJ ^-uj '-iw >^iJ vjj Mw i-A/ '-ju --*/ ^u-^h _j ■ — i w^ ■ h^ 'T! , tti>.q o fl t< ' rt O c3 1 ^3^» sa s S •3 n O d COMMEECE ON INTERIOR RIVERS 101 o -s S a c ,2 '- c +^ c5 ■M I > & ^ fi W) M ^ is 0" o o o o : Ph « fH H rt « ^ et fL( . E-« fe 5S !SS ^ SoS ^IM(MIM(N Ci O h- OiOOc vjt o lO CD lO"' oOiCiocccMcocDcoO"-; ^1 CM (N C-l (M r- r-1 .-h:; C^OOOlOOOOMrNOOOOrHCC-'— tO <:£; »0 O lO lO 0"i0 iCOC30l>.iOOO(McC>OlO s e ^ ^ > a< O - o u iElillil ■2g 5 >>c " • • H O CO c-^ < S «; M !» -— PhSo =s:§.2 OO 102 EEPOET OF THE INLAND WATERWAYS COMMISSION ^ c '1 J3 br O tiJ "I c c-ir^oo-^ C)CC'-^CO"*t^^ cooot^ _ O00"*O^— 10 0000 XT O t^ (M C^J C>1 ^ O O CO CI » ,23 - ^ i ■- O O ^ C bCrS M+^ -t^ c»o._20W2hSS gw o.s |o ^k w). a ft cl o e §3'^ p o o o o o o COPoOJ •*^ M -- ^ A hr ^ •SSS-O.ajoj Q bi}-t-3 <^ S ffl .CO ; S'o3 ■ sS fe ^ oS-O'fi ,2js ■t; Uj^ C 3 CO ^.^ ■0 do. O o Q) Os ^ o > ■ > o,c c c • ■3 >1-1 >o MM H g-gs = a' +j • bo a o £ *> a> 2 X t< ° a .2"cso -13 MM) COMMERCE ON INTERIOR RIVERS 103 ^ ,. 3 ^ 60 C 0) Ph &.S 5b' 5 CO W -^ CO t^ CCOOOSiOtNOCOiCiOh-.'^'^OCOt COTjiC4i-l TrCQCQi-i t-H W i-H lO CO CO -^ .T-f.-i-COOiCOOt^"^*-^-H to CO CO (M T-H CS .-t lO CC CO "V ' --S O '-'3 "^ c: i^ »o CD M O; ;^ O lO -^ .-< 1—1 o I c q o o o o o 5 j © c; ^ G^ _,.. -V E-102 .HE-' sa tH*i o (i<;3-Hi-:ii .^qtlK^SSHH - o c ? J o ^ iH e 6 • o • M •• :^ : >. c c : o g : ^<= c • a^ t- ' '. '^ -^ M ?. •9? s:3 t.1 ^ •a?-, c _ § Sdo ppi.Y p. Co. ahela oke C Towb m (2, 5'S C.r .2^oSJ ss s a 104 EEPOET OF THE INLAND WATERWAYS COMMISSION i3 r^ ^H -^ »0 .-H (TO est: ^ .Ills? a a; ?^ a;-- ' - ::t ^ =^' ggc £ 1^ g| g|^ 2s« as| ^|«| § o ^.§1 g gs^^s g P o o ti ^ frH r7^ m -, M S S W S l> ■c S s ■S « oS6 <^ Otr' OT3 = 9 0^ COMMEKCE ON INTERIOR RIVERS 105 = 03 = §a s-^&ss^si «} O (In Pi J5 3- S "1^ 5^ 1^ a* ^ o M o So q PhP-iPh Pm Ph -'3*C^»0O"^(N^-•'--''-'C^^'-''-'50O1-H!:^<^^OOC0Ca■^"^'-HO»0<:C)l0C0"^OC^0>O 3 •-( CO W t-H C^ "^ ■^ CO tH T-H ^ CO (N CO 1-H i-H 00 .-H »0 1-H t-H CO '-^ »0 S3 >•!» B >3 „1 — i_ " N • e'ytJ '=i '=^ > g g oS -1^+^ P O 3 -M 03 oj lU Pi 3^ tf ^ 2? 0) II S ^ ^S and and dCo O o o o a a '3^'^'^ O O 31673— S. Doc. 325. 60-1- 106 EEPOET OF THE INLAND WATERWAYS COMMISSION •0& ■tJ o Ph « OJ O o •■c I ; X t^ to O O t^ I CC CO ■^ h- Oi Ci -"^ 00 00 IN m 05 C^ (M mOOi'-lCO'^OOOOCMMN OiO*O00t^0s»0O»OCC00C0 5 — "1 c^ ■^ t^Oi Oi -^ 00 00 (MCO OSCJ CM C^ .-» T-H lO CO CO mOO«N^M'*CC!MC')CM MC c d^ § CO « o ■35 o >:- ; ° c 5 ; §^"> i K ^- > S ip 5£t3 = -U a t; oO Si COMMERCE ON INTERIOR RIVERS 107 ^^ r— C5 o « 108 REPORT OF THE INLAND WATERWAYS COMMISSION 0-3 S« 9^ 03 ft « O ■^OOOOQ-^HC^CCOO oC3«>co r« >o fC lO o .ti c^i ^ ^ ^ 1-) J3 .00 . r: 05OOO --I J < ffi c^ c^ C-) .-q 111 CO -fJ ^5 ■i4 . ■eg eg g6 S o .S " •S o +j ... 03 O .SO &.- ^^ 03 u a o a BO ss ft* •3o O 00 05 PS O O O O C^ :0 oooo>oc-. _-_- -_ - OOOOOOl^O OOCl-^-^ O C^ C^ "OOfc CDMOOOt^ PO— HC-lU3^?01O00CD00t^CO CMNOroiOO C^ t>. 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O O aa „ d-a a a a a s ^gooooogdoo o ;2 IS al^ o o . 120 REPORT OF THE INLAND WATERWAYS COMMISSION CO CO t- CD 825 oust INI^OOOINOO M CD O M ■* C<« C<5 i3*»-0 CO coo lOt^t- P2 00 5 O ^H t~oooooo>o Nt~"300 00t^ 5^^CDNOOOi-icO ^ . . . - 8O1-1OOOOO 00"5!N000 SO-^COI^CDiOCDO lOOOOOOcom o>o>ooo>oe 05 Ci Ci Oi 05 :C C^ cS-o' □ ■MO a ^ ^ 0;S o o oW is J 0; ,, ,, * ^ ^ i O o o ..§00 00^ ^^ *^ Kr Kr, Kl^ hr (h c o >..i± o T3 ? .2 •as.ti a P 3 ■a =3 cj a^ a; o o o o o o o ^ ° o o o .s.s.r 533.51 c3 !S 33:2; 12; o a a; o o o c •g -C ^ ^ ^ T^ •?, >3 t; I-, ^, tH tH O « w o3 o3 53 o3 « :3 ::3 M M t^ t4 o t) a, o o , >. o o o o 03 0!2 Ph Ph Ph Ph au a o S'oS o olS og o o P.a< ss?.s O O-'H o PU(^SCL| t3 O So .S.S o o PhPl, .g ao.giEt^ HSlI g.?s®-3 op,o§,2c-9-g =* : °^ '^ ^B2 o :opL,oWW -■CO S>^ !3 o o H O ^r^ 1^ U U 3 t^2 paffico'oc.-: Uh »-l t^ P frH (H Qi Q; Cm O O ci =3 cj • cS -* (B en o • Q) U ;h h Im Li O G? Q) Q> QJ QJ E E B E E 6 I Cv c3 c3 cd cd ^ a OJ O O » Q) "a! 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Doc. 325, 60-1- 122 REPORT OF THE INLAND WATERWAYS COMMISSION o g >O^HClOOOOOiOOOOOcoO 0»00 00010COO Q O CO -^ CO o 00"5t0 O .-H 00-- .-I 0.2 mOOOO ooooooooo o-^'oodoooot^oo o «ooo o rt Ood O r^ oo oio OOiOOOOOOOOOOOO dt-^iodddr-^c-ioido6oic-)(N fiS ;ooooooooooo>ooooo Jdor-toJdMrtcoco.-HaicJ'Hcooooo jioeoooioeo cooot-ost^c ooo 00 OOOO OOOOOOOOOOiOO^OOOOOOOOO o6o6o6o6o6t^t^iO"6i-4icr4o6»cr>^<-H»oi-^i-Hcod CO CO w CO i-i c^ cqoot-tooi>« cor^co :fl >> O ^ 3 «^0'3 c c S ; ?f o5 c o c 3 sii OOOO 5 13 C g C C n 3 ci oj g C el C 5mooooo O+j o o >>t: o o -M o^^ =5o^^ HtfOO • ■ == 9 gca'Og 2 f^-==rl <»£ o o O h ■MO? ■&>%^ ■M O c. a •- O 5 JiO r>+^-'^-^-'^ ooooo2oSSSSi3ot9P?99 •o-c-OTS-o Ct3 S S S'S'S «-S II II . w ■ !0H (U _ T3 O 1 C O^ — . O) "2 tJO a « o sa 1 Lh ^ 5MM CD QJ < G B i cj cj ■ a> 0) I KOI? :^o?. :«o Co — >^^ t~i u t-, u-^ -M ^^ o o o ^ tt) r, 6 C B C ■ ^ S .' COMMERCE ON INTERIOR RIVERS 123 -.^^ 8Q C3 ■^ O ^ O "^ ^ ■^ 05 0:0 CS C^ "^ to o 100" 000 000000 O w (>i 10 O C^ (N (N 06 000 000000 06 lO lO »0 cc Oi CO CO :0 |2 So -i. .Coo si o o o ■! +j 4^ +3 • •< o o u o ol •a-o-a ■ -i 2 'i' S'3 ■H t- U >-; tH o o o OT 2 2 O oi c!j ^ C c3 oi .-■d p.a p<(d z !KS S ® H gg 00 96 33 ~ 2 a q 05 ^ O ^ CO ■n« O t^ iO t^ ^ O r^co^irTto P4O P4elow No. 1, including the Allegheny River, 1,605,735 tons of Monongahela River coal, a total of 5,680,022 tons. Although the traffic on Monongahela River is largely coal, there are other commodities of importance. Table 14 shows the principal ar- ticles of traffic carried between Pittsburg and Fairmont, W. Va., for the period 1902-1907. Tajble 14 — Traffic on Monongahela River at locks of maximum tonnage between Pitts- burg and Fairmont, 1902-1907 [From Montiily Summary of Commerce and Finance, December, 1903-1907] Articles. 1902.O 1903.1 1904. 1905. 1906. 1907. Bituminous coal Tons. Tons. Tons. 6,320,660 531,997 522,283 123,791 Tons. 8,489,340 664, 128 737,688 138,789 Tons. 8,902,792 707,001 981,412 80,596 Tons. 10,043,460 724,215 Sand 1 Gravel ! 1,039,415 123,226 other articles.. < j 1 Total 9,586,686 10,607,738 7,498,731 10,029,945 10,731,801 11,930,316 a Detail statistics not available. It will be seen that the tonnage of the entire river has increased gradually with the exception of the year 1904. The movement of gravel and sand has increased considerably and is next in importance to that of coal. The coal traffic at Davis Island Dam also constitutes almost the entire tonnage at that point, while that of sand and iron and steel COMMERCE ON INTERIOR RIVERS 153 manufactures follow next in importance. The following table shows the articles carried both ways during the period 1903-1907: Table 15— Traffic at Davis Island Dam, 1903-1907 [From Monthly Summary of Commerce and Finance] Articles. 1903. 1904. 1905. 1906. 1907. Coal Tons. 3,069,199 72,050 2,708 55,900 94, 596 Tons. 2,811,584 41,330 16, 163 3,300 62,674 Tons. 3,926,319 130,284 15, 472 110,020 96,287 Tons. 2,883,965 106, 180 12, 130 24, 415 82,507 Tons. 3,206.727 33,955 Iron and steel manufactures 21,621 Sand . ... 682 730 Miscellaneous 76,773 Total 3,294,453 2,935,051 4,278,382 3,109,197 4,021,806 The production of coal in the principal districts in the State of West Virginia are shown in Table 16. The Kanawha -New River District, the Norfolk and Western District, and the Monongahela District are the larger producers in the order named. Table 16 — Production of coal in West Virginia, 1906 [From "The Coal Trade," by F. E. Saward, 1906, pp. 15 and 16] District. Gross tons. Potomac 1, 633, 517 Monongahela 7, 867, 931 Wheehng 714, 250 Kanawha-New River 11, 034, 257 Norfolk and Western 10, 073, 074 The movement of coal by river and by rail at Cincinnati, Ohio, is shown in Table 17 for the period 1893-1906. Very great fluctua- tions occur in both the receipts and shipments, but the general tend- ency has been to increase. The per cent of receipts on coal hauled by river durmg the earlier period has been much greater than that of the later years. The average per cent for the year 1893 was 67 per cent; for 1903, 49 per cent; for 1905, 45 per cent, and for 1906, 33 per cent. Although this shows a comparatively larger haul by rail from year to year, nevertheless the traffic by river represents an approximate average of 60 per cent for most of the period. Table 17 — Receipts and shipments of coal at Cincinnati, 1893-1906 [From Annual Report of the Cincinnati Chamber of Commerce] Year. Receipts. River. Rail. Bushels. 1893. ' 54,020,025 1894. 56,713,040 1895.- 41,796,318 1896 . 58, S42, 109 1897. 53,042,776 1898.. 01,315,830 1S99. 52,356,278 1900 44,570,535 1901 51,115,381 1902 00,030,043 1903 55,431,966 1904 43,817,783 1905 72,935,000 13D6 56,739,000 Bushels. 26,592,000 19,745,075 28, 346, 823 20,847,000 25,719,250 20,002,925 31,404,050 28,778,500 40, 275, (XX) 44,570,5.50 5«i,019,925 74, .366, 000 87,885,000 117,218,000 Total. Bushels. 80,612,025 76,458,115 70,143,141 79,689,109 78,702,026 88,278,755 83,820,328 73,340,035 01,390,981 104,0)00,592 112,351,801 118,183,783 160,820,000 173,057,000 By river. Per cent. 67 74 60 74 67 69 62 61 56 57 49 37 45 33 Shipments. River. Busliels. 2,414,682 812,797 3, 458, 825 2,784,324 3,509,056 1,786,379 1,195,436 2,811,771 5,207,771 6,113,597 2,787,000 3,448,000 0,433,000 5,833,000 Rail. Bushels. 16,453,000 16,216,500 15.336,500 12,150,000 15, 004, 000 14,921,400 14,043.000 11,780;850 22,047,025 30, 524, 150 3e,oa5,750 41,228,000 57,541,000 93,212,000 Total. Bushels. 18, 867, 682 17,029,297 18,795 325 14,934,324 19,173,056 10, 707, 779 15,239,a36 14,592,621 27,254,700 So, 037. 747 39,422,750 4-1, 676, 000 63,974,000 90,045,000 B1G73— S. Doc. 325, 60-1 11 154 EEPORT OF THE INLAND WATERWAYS COMMISSION The commerce passing through the Louisville and Portland Canal and the Falls of the Ohio at Louisville is shown in Table 18 for the period 1902-1907. The coal traffic constitutes almost the entire tonnage, which has had a tendency to remain normal for the period indicated. Table 18 — Commerce through Louisville and Portland Canal and the Falls of Ohio River, 1902-1907 [From Monthly Summary of Commerce and Finance] Articles. 1902. 1903. 1904. 1905. 1906. 1907. Coal Tons. 866,793 13, 472 81,104 51,. 589 a 975, 831 Tons. 1,203,790 24, 923 71,092 67,309 96,720 Tons. 1,498,216 34, .543 45,851 36,043 40,9.59 Tons. 1,592,487 43, 571 49,112 76,818 67, 171 Tons. 1,154,991 35,720 21,012 72, 1.58 60, 023 Tons. 1,476,980 Iron ore and manufactures 25,341 27,046 Miscellaneous merchandise 78,342 44, 690 Total 1,988,789 1,463,834 1,655,612 1,829,159 1,343,904 1,652,399 o Includes total tonnage of all articles over Falls of the Ohio. TRAFFIC ON THE MISSISSIPPI The commerce of the Mississippi, although not as great as in former years, is still of considerable importance. The river as far up as St. Louis affords good facilities for the operation of packet lines, but above that point low water frequently prevails during a large part of the year. The following tables show the tonnage received and shipped from St. Louis via rail and river for a period of years and also shows the rivers to and from which the traffic was carried. It will be noted on Table 19 that the tonnage received in the earlier years by river was almost double that of the latter. Shipments from the Ohio River constituted but a small proportion of the entire traffic in the earlier years given, while at the present it represents about 50 per cent of the entire river tonnage. The tonnage from the Missis- sippi proper has fallen off greatly. Table 19 — Tonnage received at St. Louis via rail and river, 1890-1906 [From St. Louis Merchants' Exchange Reports] Year. Upper Missis- sippi Lower Missis- sippi Illinois River. Missouri River. Ohio River. Cumber- land and Tennes- Upper Missis- „?ippi River by rafts. Total by river. Total by rail. Grand Total. River. River. rivers. Tons. Tons. Tons. Tons. Tons. Tons. Tens. Tens. Tens. Tons. 1890 128,9r)0 222,075 22,770 21,350 102, .500 33, 135 132, 940 663, 730 9,969,201 10,633,021 1,891 90,865 209,095 31, 190 25,065 6:3,890 29,945 142,090 592.14010,098,729 10.690,869 1892 135, 4.35 212,. 545 49,520 13,065 96.930 49,485 130,220 687,200|ll, 229,005 11,916,205 1893 111,710 216,300 50,605 8,000 .33, 490 52,790 126,510 599, 405 10,408,039 11,007,444 1894. 111,400 219, 195 41,380 5,480 35, 375 42,345 128,335 583,510 9,512,910 10,096,420 1895 78. 170 239,090 30,600 3,270 35, 440 23,575 98,685 508,830 10,489,344 10,998,174 1890 01,165 345, 105 30,325 1,245 62,040 87,275 84,010 671,765 10,703,116 11,434,881 1897 51,435 311,540 38, 130 250 26,915 78,835 69, .565 576,670 11,921,27912,497,949 1898 33,910 311,915 20, 415 790 37, 130 45,365 57,060 500,585 12,962,S50!l3,409,435 1.S90 45, 410 238, 140 32,585 565 39, 440 38,510 71,960 466,610 14.805,872 15,272.482 1900 ,50,070 274, 445 20,905 2,725 2,700 87,825 73,340 512,010 15,375,441 15,887,451 1901 68,470 '..';;.■; ss5 27,395 3,860 57,315 21,330 50, 550 462,805 17,4.33,523 17,896,328 1902 38.00.'> ■M.S,!l(l5 13,525 0,030 59,890 19,690 30,875 416,920 18, 01 :0, 809 18, 477, 729 1903 .32, 705 lii(i,i)S5 12,0.35 1,415 111,435 18,035 4,700 340, 410 21,. 580, 403 21,920,813 1904 25, 405 132, .585 9,430 2,685 102, 400 18,920 3,945 295,370 23,319,871 23,615,241 1905 31,190 107,520 8,725 3,580 125,7.55 11,870 1,210 289, 8.5023, 915, 690 24, 205, .540 1906 31,140 106, 670 14,5.50 2,48.5 100, 120 10,9.35 1,770 327,670127,292,617 27,620,287 COMMERCE ON INTERIOR RIVERS 155 On the statement of tonnage shipped from St. Louis it will l)e observed that the total by river has declined steadily, with an abrupt drop in 1904. The small traffic to the upper Mississippi and Illinois rivers has somewdiat increased, but that to the lower Alississippi has fallen to less than 7 per cent of that in 1890. Table 20 — Tonnage shipped from St Louis via rail and river, 1890-1906 [From St. Louis Merchants' Exchange Reports] Year. sissippi River. Lower Mis- sissippi River. Illi- nois River. Mis- souri River. Ohio River. Cum- ber- land and Ten- nessee rivers. Red, White, and Oua- chita rivers. Total by river. Total by rail. Grand total. 1890 1891 1892 1893 1894 1895 189G 1897 Tons. 22,547 18,630 51,595 54,230 52, 190 30,780 31,510 30.225 33,805 33.675 36,675 23,392 23, 130 44,855 21,775 25,730 36,000 Tons. 543,805 445, 150 392,635 342,785 281.635 241.155 508.960 4ai,315 339,435 151.135 187,385 158, 493 174,517 146, 498 46,320 35,295 34,905 Tons. 3,620 4,305 7,755 5,785 4,495 7,040 11,780 7,065 8,828 9,090 5,020 9,090 10, 445 8,825 6,605 6,225 7,835 Tons. 10,035 19,280 29, 455 12,775 4,075 5,505 1,355 Tons. "i',m Tons. 15,675 22, 435 19,665 21,325 16,535 17,535 18,805 19,760 17,215 9,305 Tons. 6,180 3,130 110 "4,'i56' 1,340 Tons. 601,862 512,930 502,215 436,900 363,080 303,355 572, 410 409,365 399,583 203,205 245,580 209,271 224, 262 212,207 82,565 80, .575 89, 185 Tons. 5,270,850 5,216,228 5,969,754 5, .554, 493 4, 780, 256 5.349,327 5.400,728 6,137,265 7,079,319 8,250,393 9,180,309 10,653,065 11,035,586 12,971,173 13,731,194 15,225,973 17,672,006 Tons. 5,872,712 5.729,158 6,471,%9 5,991,493 5.143,336 5,6.52,682 5,973,138 6,606,630 7,478,902 8, 4<59, 598 18-.18 18^9 300 1900 1901 1902 1903 1904 1905 1906 1,225 7,185 4,840 2,345 2,620 4,705 3,565 6,' 8, 6, 15,275 11,111 11,334 9,684 245 B20 880 9, 425, 889 10,862,330 11,259,848 13,183,380 13,813,759 15,30(i,548 17,761,191 The following table shows the total river traffic at St. Louis for the period 1890-1906. The tonnage received b}' steamboats and barges is still of some importance, although a noticeable decrease is shown in the years 1904 and 1905. The greatest decline was effected hj the falling off in tonnage received b}' rafts and that shipped by steam- boats and barges. The total tonnage by river, although showing a steadj' decline for the period, shows a material gain for the year 1906 over both 1904 and 1905. The increase was principally from the Ohio and Illinois rivers. Table 21 — Receipts and shipments via river at St. Louis, 1890-1906 [From St. Louis Merchants' Exchange Reports] Year. 1890. 1891. 1892. 1893. 1894. 1895. 18%. Received by steam- boats and barges. Tons. 530,790 450.050 .556,980 472.895 455, 175 410, 145 587, 755 1897 507, 105 1S98 449, 525 1899 394,650 1000 ; I 438,670 1901 1002 1903 1904 Received by rafts. 412,255 386,045 33,5,710 291, 425 1905 1 288, 640 1906 1 325, 900 Tons. 132,940 142,090 130, 220 126, 510 128,335 98,685 84,010 69,565 57,060 72,960 73,340 50,550 30,875 4,700 3,945 1,210 1,770 Shipped by steam- boats and barges. Tons. 601,862 512,930 502, 215 436,900 363,080 303,355 572, 410 469,365 399,583 203,205 245,580 209,271 224,262 212, 207 82, 565 80,575 89,185 Total receipts and ship- ments. Tons. 1,265,592 1, 105. 070 1,189,415 1,036,305 946, 590 812, 185 1,244,175 1,046,035 906, 16S (i69, 815 757, 590 672,076 641, 182 552,617 377,935 370, 425 416,855 156 REPOET OF THE INLAND WATERWAYS COMMISSION The receipts and sliipments of grain, flour, cotton, lumber, and coal at St. Louis by the Mississippi Eiver and by rail are shown in the following tables. It will be noted that a general decrease of river traffic in the later years is shown for all of the commodities named with the exception of that of coal received from the Oliio River. In most cases there has been a material gain for the vear 1906 over that of 1905. Table 22 — Receipts and shipments of grain o via rail and river at St. Louis, 1895-1906 [From St. Louis Merchants' Exchange. Reports] Year. 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 Receipts. Via river. Via rail Bushels. 1,964.297 1,555,097 819, 438 1,327.763 1,293,411 1,831,503] 1,943,2021 2, 40S, 700| 554, 454i 835, 431 864,010 866, 199 Bushels 30, 885, 984 49. 579, 247 56.781,201 52, 945, 452 46, 950, 320 59.313.301 5S, 100, 596 68, 028, 372 68, 204, 532 61, 505, 507 60, 975, 001 79, 405, 510 Total. Shipments. Receipts and shipments. Via river. Via rail. Total. Via river. Via rail Bushels. 32,850,281 51,134,344, 57, 600, 639i 54, 273, 215j 48, 243, 737 01,144,804! 60, 049, 798' 70,437,072| 68, 758, 986' 62, 340, 938 61,839,01ll 80,271,7091 Bushels. 2, 040, 631 11,652,027 6, 813, 450 7, 276, 668 2, 669, 180 3. 943, 266 2.975,974! 3, 900, 041 i 3, 295, 141 155,-355 87, 628; 136, 455 Bushels. 17, 043, 272 20,791,121 32, 889, 506 38.317,507 29, 234, 279 39, 254, 806 42, 849, 364 44, 704, 18(i 51,609,930 54, 796, 9(B 49.546,816 60, 203, 917 Bushi 19, 683, 32, 443, 39, 702, 45, 594, 31,903, 43, 198, 45, 825, 48, 604, 54, 905, 54, 952, 49, 634, 60,400, Is. Bushels 'MS' 4,604,928 14813,207,124 956) 7,632,888 175, 8,004,431 459 3,962,591 5, 774, 769 4,919,176 6,308,741 3,849,595 990, 786 951,638 1,002,654 Bushels. 47, 929, 256 70,370,368 89, 670, 707 91, 202, 959 76, 184, 605 98, 568, 107 100,955,960 112,732,558 119.814,462 116,302,470 110,521,817 139. 669, 427 Total. Bushels. 52, 534, 184 83, 577, 492 97,303,595 99,867,390 80, 147, 196 104, 342, 876 105, 875, 136 119,041,299 123, 664, 057 117,293,256 111,473,455 140,672,081 n Wheat, com, oats, barley, and rye. Table 2.3 — Varieties of bulk grain and total of all grain shipped from St. Louis to New Orleans via Mississippi River boats, 1870-1903 [From St. Louis Merchants' Exchange Reports] Year. Wheat. Com. Rye. Oats. Total. 1870 Bushels. 66,000 Bushels. Bushels. Bushels. Bushels. 66,000 312, 077 1871 309,077 1,711,039 1,373,969 1,047,794 172,617 1,737,237 3, 578, 057 2,857,056 3,585,589 9,804,392 8, 640, 720 2, .529, 712 9, 029, .509 4,496,7&5 8,180,039 7,501,730 7,365,340 5,844,042 12,398,9.55 8,717,849 1.482,731 3 228,645 3,293,808 1,263,310 1,2.51,803 S,a5S,087 3,827,963 3,006,488 1,748,517 2,871,870 5a5, 705 226,400 1,025,221 3,000 1872 1,711,039 1873 1,373,969 1, 423, 046 308, 578 1874 365,252 135,961 37,142 a51,453 1,876,639 2,390,897 .5,913,272 4,197,981 5,637,391 1,435,043 1,318,688 50,000 743,439 3,973,737 1,247,9.52 l,6.51,a50 1,409,440 fi, 940. 215 5,149,708 3, 710, .360 1,042,193 483,614 1,732, .563 1,191,032 2,747,994 2»1,720 169,241 1,828,244 2,308,714 1,724,220 10,000 1875 1876 1,774,379 1877 171,843 609,041 1.57,424 45,000 22, 423 15,994 205,430 344,864 36,093 4,101 353 1878 108,867 30,928 5,451,603 1879 6,164,838 15,762,664 12,993,947 8,333,417 11,059,808 6, 647, .558 1880 1881 132,823 150,320 389,826 487, 221 401, 787 598, 7.55 217, 722 160,584 89, 707 89, 900 1882 1883 1884 1885 1886 8,667,919 8,834,924 1887 11,556,799 1888;.... 7, 252. 578 1889 1890 17,432 14, 1.58, 044 10, 217, 249 1891 4.5,600 8, 468, 546 1892 36,587 75,430 40,000 8,414,940 1893 7, 079. .598 1894 2, 345, 503 isa5 1, 7*5, 417 1896 436, .5.58 10. .527. 208 1S97 190,968 212,720 265,379 ^ 47.-1 .^l9 1S9S . 633,505 249,098 273,049 6,600,707 2,233,235 1899 1900 3, 314, 160 1001 2, 36;^, 949 1902 1903 28,212 28,409 2, .591,7^5 2, 749, 441 COMMERCE ON INTERIOR RIVERS 157 Table 24 — Receipts and shipments of flour via rail and river at St. Louis [From St. Louis Merchants' Excliange Reports] Receipts. Shipments. Receipts and shipments. Year. Via river. Via rail. Total. Via river. Via rail. Total. Via river. Via raU. Total. Bbls. Barrels. Barrels. Bbls. Barrels. Barrels. Barrels. Barrels. Barrels. 1890 09,023 1,160,352 1,229,975 542, 156 2,338,108 2, 880, 324 611,779 3, 498, 520 4, 110, 299 1891 48,040 1,304,994 1,353,640 380,946 2, 386, 900 2, 707, 906 429,592 3,091,954 4,121.546 1892 78, 957 1,376,385 1,455,342 342,488 1,971,250 2,313,738 421,445 3,347,635 3,769,080 1893 00, 173 1,104,852 1,171,025 |27o,108 1, 709, 019 2,044,727 341,281 2, 874, 471 3,215,752 1894 08, 031 1,193,278 1,201,309 1284,834 1,883,554 2,108,388 352, 805 3,076,832 3, 429, 697 1895 93,847 919, 497 1,013,344 1345,380 1,800,273 2, 145, 659 439, 233 2, 719, 770 3,159,003 18911 M, 001 1,204,000 1,348,001 200,052 l,739,42f» 1,940,081 290, 053 3,004,029 3,294,682 1897 100, OSO 1,222,070 1,329,050 1205,608 1,413,075 1,618,683 312, 588 2, 635, 145 2,947,733 1898 50,075 1,302,013 1,358,088 ! 72,428 1,511,684 1,584,112 128, 503 2, 813, 697 2,942,200 1899 59, 2S5 1,455,030 1,514,315 1 87,849 1,939,792 2,027,641 147, 134 3,394,822 3,541,950 1900 49, 070 1,819,400 1,869,070 107,927 2, 427, 279 2, 535, 200 157,597 4,246,679 4, 404, 276 1901 23, 038 2,147,510 2,170,548 83,046 2,878,517 2,961,503 106,084 5,026,027 5,132,111 1902 2"(5, 173 2, 197, 512 2,217,085 70,242 2,614,209 2, 684, 461 90, 415 4,811,721 4, 902, 136 1903 20, 545 2,314,150 2,340,695 27,470 3,099,626 3,127,096 54,015 5,413,776 5, 467, 791 1904 13,905 2,341,655 2,355,560 j 26,735 3,279,463 3, 306, 198 40,640 5,621,118 5, 661, 758 1905 8,055 2,521,725 2,529,780 ! 18,254 3,454,355 3,472,609 26,309 5,976,080 6,002,389 1900 11,400 2,393,345 2,404,745 1 17,760 2, 660, 185 2, 677, 945 29,160 5, 053, 530 5,082,690 Table 25 — Receipts of cotton via rail and river at St. Louis [From St. Louis Merchants' Exchange Reports] Year. By lower Missis- sippi River boats. By Cumber- land and Tennes- see river boats. Total, river. Total, rail. Grand total, river and rail. 1889-90.. 1890-91.. 1891-92.. 1892-93. . 1893-94. . 1894-95. . 1895-96. . 189fr-97. . 1897-98. . 1898-90. . 1899-1900 1900-1901 1901-2. . . 1902-3... 190a-4. . . 1904-5... 1905-6... Bales. 12, 198 11,449 8,167 3,605 2,137 7,842 5,930 9,841 6,065 10, 237 6,922 3,491 4,039 2,785 872 1,112 1,974 Bales. 1,341 3,149 2,444 1,259 1,308 1,371 528 1,823 440 1,254 250 1,216 670 2,735 646 1,927 2,241 13,539 14, 598 10, 611 4,864 3,445 9,213 6,458 11,664 6,505 11, 491 7,172 4,707 4,709 5,520 1,518 3,039 4,215 Bales. 525, 371 691, 871 713,017 469, 160 621,976 917, 072 559, 225 558, 749 892, 724 1,016,882 873,079 1, 108, 818 928, 126 739, 483 522,069 674,619 546,876 Bales. 538,910 700, 469 723, 628 474, 024 625, 421 926, 285 565,683 570, 413 899, 229 1,028,373 880, 251 1,113,525 932, 835 745,003 523, 587 677, 658 551,091 Table 26 — Receipts of lumber at St. Louis via rail and river, 1902-1906 [From St. Louis Merchants" Exchange Reports] 1902. 1904. 1905. 1906. By rail cars.. By river: Lumber feet. . Shingles pieces.. Lath do Pickets do Logs superficial feet. . 131,576 51,957,800 6,455,000 7,067,000 216,000 1,561,830 125,847 33,083,600 3,271,400 428,800 124,045 21,663,800 658,000 4,426,000 146, 741 5,312,800 137,083 11,773,300 ""34,'356'L !!!!!!!!!! 3,' 747,'366' " 7,' i76," 766' I " " 8^ 958,' 800 158 REPORT OF THE INLAND WATERWAYS COMMISSION Table 27 — Shipments of lumber from St. Louis via rail and river, 1902-1906 [St. Louis Merchants' Exchange Reports] By rail cars. . By river feet. . 1902. 71,727 2,086,000 81,572 1,836,000 1904. 76, 101 1905. 1906. 85,988 1,435,000 97,441 1,841,000 a Shipments lor 1904 not available. Table 28 — Receipts of coal at St. Louis via Ohio River, 1902-1906 [St. Louis Merchants' Exchange Reports] Year. Tons. 1902 58,500 1903 107,680 1904 101,200 1905 125,755 1906 160, 120 Below are embodied a series of tables showing the receipts and exports of grain at New Orleans and the movement of river traffic in the same commodities: Table 29 — Receipts and exports of grain at New Orleans, 1878-1907 [From monthly summary of commerce and finance, 1900, and from annual report New Orleans Board of Trade, 1906] Year. 1873 1874 1875 1876 1877 1878, 1879 1880, 1881 1882 1883 1884 1885 1886, 1887, 1888, 1889, 1890, 1891, 1892, 1S93, 1894. 1895, 1896, 1897, 1898, 1899. 1900. 1901. 1902. 1903. 1904. 1905. 1906. 1907. Flour. Received. Barrels. 1,046,024 1,001,504 804,242 791,701 631,602 639, 304 019, 461 626, 418 042. 460 729, 749 726, 291 692,303 602,609 694,263 624,852 671, 331 675,924 640, 373 652,873 842,064 766,252 756,068 655,291 647, 525 516, 310 747, 879 734,027 647,796 535,371 561,147 528, 471 505,428 497, 143 520, 577 766,218 Ex- ported. Barrels. 54,006 176,745 74, 219 93, 792 34, 208 38,082 40,230 102, 361 60,543 66,119 83,935 35, 572 25,430 24,832 54,125 43, 152 31,646 44,276 52,015 225, 841 117,878 133,075 91,140 268, 154 345, 017 295, 472 462,462 378,306 571,209 530, 162 1,162.719 660, 129 783, 108 1,219,867 855,808 AVheat. Received. Bushels. 896 325. 287 145, 485 82,812 110,561 1,048,857 3, 128. 914 5.169.497 6,707,982 2,890,698 2, 372, 430 1,551,591 95,906 1,039,466 4.368,951 1,484,951 1,583,385 1,593,275 10, 604, 450 14,592,156 13,181,944 2, 390, 353 868,944 3, 852, 623 10,642,166 12,657,877 11,874,589 7, 440, 472 24, 7%, 841 17,250,250 11,218,975 1,737,015 809,600 5, 473, 800 5,318,200 Exported. Bushels. 265,788 206, 399 37, 102 105,271 838,088 2, 796, 669 5, 344, 510 4, 420, 614 6. 100, 233 7; 089, 361 648,337 1,590,124 30, 702 4, 345, 553 1,566,297 960,949 1,523,014 10, 336, 186 14,207,443 12, 896, 734 2,925,541 836, 202 3,853,337 10,356,248 12, 795, .542 11,562,812 8,055,397 24, 485, 807 10, 505, 284 11,897,486 2,089,814 584. 334 5,675,8^3 5,181,165 Com. Received. Bushels. 6,097,522 5,080,402 3, 465, 909 4, 202, 022 5, 580, 150 7,996,361 7,023,191 11,177,045 11,508,685 4,024,325 10,853,264 6,092,398 8,059,486 8, 195, 998 8,352,999 7,001,185 14,933,398 13,780,264 3, 354, 773 7,501,128 7,611,607 4,381,173 9,927,676 25, 989, 094 27,559,482 19, 74S, 497 22,041,796 23,292,659 11,904,615 2,791,633 12,756,740 4,580,357 25,052,020 19, 339, 812 9,051,000 Exported. Bushels. 946, 457 1,244,963 197, 4^3 1,639,756 2,824,921 6,025,664 3,909,589 9,205,984 7,797,557 245,987 6, 378, 158 6,051,507 6, 644, 639 8,553,913 7,505,816 4,949,723 11,812,859 12,028,362 1,912,173 7, 379, 678 6,506,333 5,441,448 8,756,706 25,292,502 27, 714, 472 20, 735, 569 21,939,586 23, 403, 453 12,471,703 2,074,917 12,998,4.39 5,309,214 21,937,962 17,337,450 8,402,993 Oats. Received. Bushels. 2,267,596 1,868,840 1,727,232 1, 166, 432 1,169,524 1,687,436 1,780,872 1,139,852 1,598.180 1,490.254 1, 560, .353 1, 728, 559 417,880 439, 633 1, 320, 152 523, 740 1,170,582 3, 320, 225 3, 442, 420 4, 469, 495 3, 495, 630 2,204,820 3,018,241 3,046,315 3,799,972 4,265,955 3,563,115 4,972,067 4,902,106 2, 522, 891 4,067,254 2,435,875 2, 309, 000 6,497,146 4,627,500 Ex- ported. Bushels. 22,228 56,081 18,025 25,002 2,800 3,220 4,890 449 6,047 8,278 3,442 1,683 11,121 2,186 1,478 358 26, 434 1,891 9,103 122,633 12,712 23,790 262, 143 1,294,518 1,662,956 923,729 1,569,192 1,996,409 ISO, 521 35,581 43,200 894, 143 5, 417, 779 1,964,639 COMMERCE ON INTERIOR RIVERS 159 Tablk 30 — Receipts of flour and grain at New Orleans via rail and river, 1897, 1898 [From Monthly Summary of Commerce and Finance, 1900] 1897. 1898. 1897. 1898. Flour: Rail River ...barrels.. do.... do.... ..bushels. . do.... do.... do.... do.... do... 371,293 143,071 688,002 59,277 Wheat: Rail River Total.. Rye: Rail River Total.. ..bushels.. do.... do.... do.... 9,392,555 1,449,111 9,711,110 2, 946, 761 Total.. 514, 364 747,879 10,841,666 12,657,877 Corn: Roil 23, 048, 322 4,522,723 16, 723, 167 3,025,330 17, 500 River do.... do.... 268, 170 265, 183 Total.. 27,571,045 19.748,497 268, 170 282, 683 Oats: Rail River 2,604,884 1,231,550 3,191,458 1,074,497 Total . . 3, 836, 434 4,265,955 Table 31 — Grain shipments from St. Louis and grain movements at New Orleans, 1868-1906 [Compiled from reports of New York Produce Exchange] Year. Shipments from St. Louis by river. Total re- ceipt.s at New Or- leans. Exports from New Or- leans. Year. Shipments from St. Louis by river. Total re- ceipts at New Or- leans. Exports from New Or- leans. 1868 Bushels. Bushels. 6,540,404 5,975,831 7,272,794 6,895,617 9,819,365 8.334,100 7,287,813 5,348,086 5,585,089 6,867,371 11,332,784 12, 108, 262 17,538.980 19,8(^,887 8, 405, 477 15,104.921 9,865,937 8,593,272 9,675,127 14,042,102 Bushels. 1888 Bushels. 7,252,578 14,158,044 10,217,249 8,468,540 8,415,210 7,079,598 2,345,503 1,735,417 10,527,208 5, 475, 342 6, 600, 707 2.233.235 3, 314; 160 2, 363, 949 2,541,7.35 2,749.441 Bushels. 9,009,876 17,770,501 18,693,764 17,770,885 26,845,029 24,289,181 9,313,930 13,814.861 32,888.032 42.270,220 36,9.55,012 37,655,608 35,923,490 41,603,502 22,021,702 28, 100, 7.39 8,753,247 28,770,620 31,361,357 Bushels. 6, 765, 982 14,942,980 13,752 221 1869 1889 1870 66,000 312,077 1,711,039 1,373,969 1,423,036 308,578 1,774,379 4,101,353 5,451,603 6,164,838 15,762,664 12,993,947 8,333,417 11,059,508 6,047,558 8.6(i7,9l9 8,834,924 11,556,799 1890 1871 1891 12,550,810 21,953,834 19,525,600 8,379 701 1872 1892 1873 1,119,073 1,510,751 403,832 1,676,858 2,930,192 7,416,217 6,884,381 14,020,033 12,292,071 0,366,767 12,002,264 5,810,142 7,935,815 9,183,141 11,867,984 1893 1874 1894 1875 1895 9,616,698 29,425,682 39,624,908 35,428,041 34,602,295 33,250,014 38,753,369 18,512,069 25,415,172 8,269,774 22,026,855 27,468,374 1876 1896 1877 1897 1878 1898 1899 1879 1880 1900 1901 1881 1882 1883 1884 1902 1903 1904 .. . . 1885 1905 1886 1906 1887 160 REPORT OF THE INLAND WATERWAYS COMMISSION TRAFFIC ON VARIOUS RIVERS AND CANALS The following is a table of traffic on some of the smaller rivers and canals throughout the country. There has been a general increase on most of the rivers from year to year. There has also been a material gain for the year 1907 over both 1905 and 1906, the traffic aggregating 2,955,444 tons for the routes named. Table 32 — Freight transported on various rivers and canals, 1902-1907 [From Monthly Summary of Commerce and Finance] Rivers and canals. 1902. 1903. 1905. 1906. Barren River, Ky., Lock 1 Big Sandy River, Ky., and W. Va., Lock 3 or 2. ..! Black Warrior River, Ala., Lock 12 (formerly 3) Canal at the Cascades, Oreg Coosa River, Ala., Lock 2 or Lock3 Cumberland River, Term., Lock A Tons. 41,231 251,911 16, 105 25,308 3,226 Des Moines Rapids Canal Green River, Ky., Lock 1 Kanawha River, Great Lock 11. Kanawha River, Little Lock 5. . Kentucky River, Ky., Lock 4. . . Muscle Shoals Canal, Tenn Muskingum River, Ohio, Lock 1. Rough River, Ky., Lock 1 Wabash River, Ind., Lock 1 Yamhill Lock, Oreg 55, 781 392,847 977, 101 69, 706 48, 665 7, 188 37,380 25,977 1,594 1,718 Tons. 36,949 289, 499 32, 134 37,848 2,106 34, 815 450, 739 101,801 9,691 58, 264 34,390 1,771 997 Tons. 39,945 305, 892 14,625 33, 173 576 47,440 374, 853 102, 129 10, 562 29,351 35,446 1,662 3,394 Tons. 52,432 146,413 12,530 41,390 2,584 87,382 20, 895 400, 120 .,511,872 106, 520 134, 324 17, 796 38,070 59, 696 6,014 2,785 Tons. 35,583 241,409 15, 150 48,305 2,815 63,379 34,447 375,919 1,208.023 142,006 144,255 26, 878 27, 872 34, 112 5,597 3,304 Tons. 38,526 174,587 20,340 65,934 1,612 79, 415 23,994 424, 770 1,725,525 108, 75li 191,311 21,101 42,828 28, 754 6,312 1,673 NAVIGATION ON THE COLORADO In a letter to the Bureau of Corporations, dated January 30, 1907, Mr. J. A. Mellon, master of the steamer Cochan, operating on the Colorado River, gives the following brief history of transportation on that stream: In tlie year 1851 it became necessary for the United States to establish a military post at Yuma. The troops marched from San Diego. To supply the troops by tlie desert route was found impossible and a contract was let by the quartermaster to G. A. Johnson to transport 75 tons by water from San Francisco to Yuma. Johnson .shipped the stores on the schooner Sierra Nevada to the mouth of the Colorado, with lumber enough on deck to build flat boats for the river transportation, and with the same he cordelled the freight to Yuma, making a successful trip. The next contract let was for 100 tons, and a man by the name of Turnbull was the successful bidder. He shipped the goods to the mouth of the river on the Invincible, and with material for building a small boat, which he named the Uncle Sam. His boat did not have power enough to stem the current of the Colorado. When he reached a point 50 miles from Yuma he landed his freight and from there it was hauled to Yuma by teams. The charge for hauling it was so great that it broke Turnbull. The next contract was awarded to George A. Johnson, and he built a steamer which he named the General Jessup. Johnson formed an association with Ben Hartshorn and another man of the name of Mintron, and the firm was known from that time (1853) until the year 1871 by the name of G. A. Johnson & Co. Their agent in San Francisco was George F. Hooper, who was also sutler at Yuma from 1853 until the Southern Pacific Railroad reached Yuma in April, 1877. George A. Johnson was connected with the transpor- tation of all Government and all other stores from San Francisco to El Dorado Canyon, on the Colorado River. The river route was 525 miles and the sea route was 1,950 miles by the Pacific and Gulf of California. In 1871 G. A. Johnson & Co. incorporated under the name of the Colorado Steam Navigation Company and put COMMEECE OF TNTEETOE EIVEES 161 on the steamships Neivhorn and Montana to connect with the river boats. These ships made a trip from San Francisco every twenty days to the moiitli of the river. Previous to 1871 freight was received on the river boats from sailing vessels, with an occasional steamship, when there was a rush of Government supplies and troops. Civilian freight first became an item on the Colorado River in 1859 when the Gila placer mines were struck, and from that time until the Southern Pacific Railroad reached Yuma there was a steady increase in river trade. Mr. Mellon estimates that there were 110 men employed on the boats and barges and in the shipyards on the river, belonging to the Colorado Steam Navigation Company. Ho continues: "When the railroad reached a point 30 miles from Yuma in March, 1877, the P. I. Company, a branch of the Southern Pacific Railroad, bought out the Colorado Steam Navigation Company, and from that year until 1886 the P. I. Company ran the river boats in connection with the Southern Pacific Railroad. In September, 1886, the P. I. Company sold their interests to Polhamus & Mellon, who controlled the trade until 1903, at which time Polhamus withdrew, and at present the transportation is controlled by Joe J. Thornton, J. A. Mellon, John Gandolfo, Frank Monaghan, and Dan Murphy. They own the steamer Cochan and the barge Silas J. Lewis. The Cochan is 237 tons, custom-house measure. She is 157 feet over all and 32 feet beam, and draws 20 inches of water when light, and for every 10 tons of freight displaces 1 inch of water. The barge Silas J. Lewis is 150 feet over all, 32 feet beam, 4 feet deep. She measures 100 tons, draws 7 inches without load, and carries 11 tons to every inch you sink her in the water, or 178 tons on a draft of 2 feet. We are not incorporated, although we work under the name of the Colorado Steam Navi- gation Company, the reason for which is that I have been on the boats constantly since 1863, first with G. A. Johnson & Co., then with the Colorado Steam Navi- gation Company, next with the P. I. Company, which still retains the name of the Colorado Steam Navigation Company, and when Polhamus and I bought out the boats we continued to call it the Colorado Steam Navigation and so down to the present time. Mr. Mellon states that the profits of his company are far less now than before the advent of the railroad into Arizona. He states that the Cochan was built in 1899 at a cost of $26,000, starting on her first run January 7, 1900. The barge Silas J. Lewis was, according to his statement, launched September 29, 1901. Referring to the sub- ject of competing boat lines, Mr. Mellon writes that the first competi- tive boat put on the Colorado was in 1864, the name of the vessel being Esmeralda and her owner Thomas E. Trueworthy. Owing to True- worthy's ignorance of navigating the Colorado she went to the wall and, according to the statement of Mr. Mellon, was sold to G. A. Johnson & Co. for a nominal sum. Mr. Mellon writes that the next competi- tive boat was the Ninatilden, in 1868, which appears to have gone the same way as the Esmeralda. No further competition appears to have been encountered until 1902, when the Mexican-Colorado Navi- gation Company was formed in Los Angeles, Cal. In reference to this organization Mr. Mellon, in his letter, makes the following state- ment: They [Mexican-Colorado Navigation Company] put on a small boat called the St. Vallier. She is 75 feet in length and has been in the hands of the sheriff for a year. 162 REPORT OF THE IISTLAND WATERWAYS COMMISSIOlSr Mr. Alellon, in his letter, thus summarizes the history of vessel building on the Colorado River: Table 33 — Vessels on Colorado River Name. Ives Uncle Sam Genera 1 Jessup Colorado No. 1 Explorer Lieut. J. C. (Government boat). Cocopah No. 1 Colorado No. 2 Mohave No. 1 Esmeralda Ninatilden (built in San Francisco). Cocopah No. 2 Gila Class. Steamer . ....do... ....do... ....do... .do., .do., .do., .do., .do.. .do. .do. When built. 1852 1853 1856 1857 1858 1862 1864 1864 1865 1S67 1872 Name. Mohave No. 2 Mohave No. 3 Cochan St. Vallier (iron) Searchlight No.l No. 2 No.3 No. 4 Black Crook White Swan Silas J. Lewis Class. Steamer ....do.. ....do.. ....do.. ....do.. Barge... ....do.. ....do.. ....do.. ....do.. ....do.. ....do.. When built. 1876 1884 1899 1898 1903 1864 1866 1867 1872 1864 1868 1901 Referring to the subject of barges, Mr. Mellon writes that all of these except the Silas J. Lewis were rebuilt a number of times. He ends his letter with this statement: I have come to the conclusion that any river that has over 4 feet fall to the mile can not compete with a railroad for freight or passengers. 3. STATISTICS OF COMMERCE ON THE GREAT I^AKES TOTAL TRAFFIC ON THE GREAT LAKES A summary of lake traffic at United States ports for the years 1905-1907 is given in the following tables. The various quantities and units of freight are reduced to their equivalents in net tons. The principal commodities moved on the Great Lakes and the per cent which each bears to the total traffic, as shown in tables 34 and 35, are as follows: Iron ore, 54.4 per cent to 56.5 per cent; coal, 19.8 per cent to 25.8 per cent; wheat, flour, and grain, 6.1 per cent to 7 per cent, and lumber and logs, 3.7 per cent to 6.6 per cent. There has been a marked increase for the total movement since 1905, the increase for 1907 over that year for both receipts and shipments being 24 per cent. Table 3i—Do7nestic shipments on Great Lakes, 1905-1907 [From Monthly Summary of Commerce and Finance, December, 1905, pp. 1908-1913; December, 1906, pp. 1295-1299; December, 1907, pp. 1165-1169] [Net tons, thousands] Articles. 1905. i 1906. 1907. Coal Flour Wheat a Grain other than wheat b . .. Manufactured and pig iron c Salt Copper c Iron ore c Lumber and logs Unclassified freight « Total 14, 666 1,257 1,020 2,409 775 565 135 36, 621 4,269 5,629 17,575 1,335 1,432 2,258 1,035 568 131 41,297 3,993 5,986 21,525 1,315 1,900 1,960 787 558 119 45,615 d2.761 6,697 67,346 75.610 ' 83,507 PERCENTAGE OF TOTAL SHIPMENTS Coal Flour Wheat Grain other than wheat . . . Manufactured and pig iron . Salt Copper Iron ore Lumber and logs Unclassified freight 21.8 23.2 1.9 1.8 1.5 1.9 3.6 3.0 1.1 1.4 .8 .7 .2 .2 54.4 54.6 6.3 5.3 " 7.9 25.8 1.6 2.3 2.4 .9 . 7 .1 54.6 3.3 8.3 a Converted from bushels on basis 1 bushel equals 60 pounds. i> Converted from bushels on basis 1 bushel com equals 56 pounds; 1 bushel oats equals 32 pounds; 1 bushel barley equals 48 pounds; 1 bushel rye equals 56 pounds. ' Converted from gross to net tons. d Logs included in unclassified freight. e Includes flaxseed converted from bushels on basis 1 bushel equals 56 pounds. 163 164 REPORT OF THE INLAND WATERWAYS COMMISSION Table 35 — Domestic receipts on Great Lakes, 1905-1907 [From Monthly Summary of Commerce and Finance, December, IQO.'i, pp. 1908-1913; December, 1906, pp. 1295-1299; December, 1907, pp. 1165-1167] [Net tons, thousands] Articles. 1905. 1906. 1907. 15,533 19,468 1,338 1,314 1,459 1,874 2,004 1,776 1,044 778 555 560 140 118 41,319 45,572 3,852 3,013 5,934 6,651 Coal 12, 914 Flour 1, 247 Wheat a 1, 028 Grain other than wheat b 2, 1.58 Manufactured and pig iron c 729 Salt 548 Copper c 133 Iron ore c 36, 609 Lumber and logs 4, 317 Unclassified freight d 5, 712 Total 65, 395 73,178 I 81,124 PERCENTAGE OF TOTAL RECEIPTS Coal Flour Wheat Grain other than wheat . . . Manufactured and pig iron Salt Copper Iron ore Lumber and logs Unclassified freight 19.8 21.2 1.9 1.8 1.6 2.0 3.3 2.7 LI L4 .8 .8 .2 .2 56.0 56.5 6.6 5.3 8.7 8.1 24.0 1.6 2.3 2.2 1.0 .7 .1 56.2 3.7 8.2 a Converted from bushels on basis 1 bushel equals 60 pounds. b Converted from bushels on basis 1 bushel barley equals 48 pounds; 1 bushel oats equals 32 pounds; 1 bushel corn equals 56 pounds; 1 bushel rye equals 56 pounds, c Converted from gross to net tons. d Includes flaxseed converted from bushels on basis 1 bushel equals 56 pounds. TRAFFIC THROUGH ST. MARYS FAXLS CANALS. Below is a summary of lake traffic passing through the St. Marys Falls Canals and the per cent of each commodity to the total tonnage for the period 1901-1907. Table 36— Traffic through St. Marys Falls Canals, 1901-1907 [From Monthly Summary of Commerce and Finance. 1902-1907] [Net tons, thousands] 1902. 1903. 1904. 4,812 6,938 6,455 891 709 471 2,302 1,841 1,498 666 770 793 198 193 230 62 64 51 121 113 110 24,277 21,655 19,636 1,853 1,710 1,542 779 681 760 35,961 34,674 31,546 1907. Coal 4, 593 Flour 763 Wheat a I 1 , 584 Grain, other than wheat b 594 Manufactured and pig iron 206 Salt : 62 Copper 99 Iron ore 18,091 Lumberc I i,806 Unclassified freight 605 6,509 577 2,050 941 238 59 106 31,333 1,610 8,740 649 2,528 1,304 391 66 108 35,357 1,467 1,141 11,400 652 2,944 1,043 308 65 90 39,595 1,097 1,023 Total 28, 403 44,271 51,751 58,217 PERCENTAGE OF TOTAL FREIGHT Coal Flour Wheat Grain, other than wheat .. Manufactured and pig iron Salt Copper Iron ore Lumber Unclassified freight , 16.2 13.4 20.0 20.5 14.7 16.9 2.7 2.5 2.0 L5 1.3 1.3 5.6 6.4 5.3 4.8 4.6 4.9 , 2.1 L9 2.2 2.5 2.1 2.5 .7 .5 .6 .7 .5 .8 .2 .2 .2 .2 .1 .1 .3 .3 .3 .3 .3 .2 63.7 67.6 62.5 62.2 70.8 68.3 6.4 5.1 4.9 4.9 3.7 2.8 2.1 2.2 2.0 2.4 1.9 2.2 19.5 1.1 5.0 1.8 .5 .1 .1 68.2 1.9 1.8 « Converted from bushels on basis 1 bushel equals 60 pounds. ti Converted from bushels on basis 1 bushel equals 48 pounds. c Difference between other listed articles and total freight. STATISTICS OF COMMERCE ON THE GREAT LAKES 165 It will be noted that the chief articles of commerce and the per- centages of the total traffic correspond roughly with those for the total lake traffic, with the exception of the iron ore. The same prin- cipal articles carried are iron ore, coal, wheat, lumber, flour and grain. The following table is a comparison of traffic passing through the St. Marys Falls Canals with that of the total lake, 1905-1907. Of the more important articles, iron ore leads A\dth approximately 86 per cent, copper 78 per cent, coal 49 per cent, flour 48 per cent, grain other than wheat 50 per cent, and lumber and logs 38 per cent. The greater amount of tonnage credited to wheat passing through the canals over that of the total domestic lake traffic is due largely to the movement from Canadian ports. On the whole, the canal traffic represents about two-thirds of the total domestic lake traffic. Table 37 — Comparison of domestic traffic on Great Lakes and total traffic through St. Manjs Falls Canals, 1905-1907 [Compiled from Tables 34 and 36] [Net tons, thousands] 1905. 1906. 1907. Articles. Total do- mestic lake traflic.o Traffic through St. Maiys Falls Canals, b Per cent St. Marys Falls Canals of total. Total do- mestic lake traffic.o Traffic through St. Marys Falls canal s.!> Per cent St. Marys Falls canals of total. Total do- mestic lake traffic." Total through St. Marys Falls canals. 6 Per cent St. Marys Falls canals of total. Coal 14,666 1,257 1,020 2,409 775 565 135 36.621 4,269 5,629 6,509 577 2,050 941 238 59 106 31,333 1,610 848 44.4 45.9 39.1 30.7 10.4 78.5 85.6 37.7 15.1 17,575 1,335 1,432 2,258 1,035 568 131 41,297 3,993 5,986 8,740 649 2,528 1,304 391 66 108 35,357 1,467 1,141 49.7 48.6 57.8 37.8 11.6 82.4 85.6 36.7 19.1 21,525 1,315 1,900 1,960 787 558 119 45,615 2,761 6,967 11,400 652 2 944 53.0 Flour 49.6 Wheat Grain, other than wheat . 1 043 ^^ 5i Manufactured find pig iron Salt 308 05 90 39,595 1,097 1,023 39.1 11 6 Copper 75.6 Iron ore Lumber and logs Unclassified freight . . . 86.8 39.7 14.7 Total 67,346 44,271 65.7 75, 610 51,751 68.4 83,507 58,217 69.7 o Domestic shipments. ^ Including Canadian traffic. The following table shows the number and class of vessels by years from 1881 to 1907 inclusive, together with passengers, passing through the canals. Beginning with the year 1895, the figures include traffic passing through the Canadian canal which was opened to commerce on September 9 of that year. There has been a general increase in the total passages for the entire period, with the exceptions of the Tears 1903, 1904. and 1907. The registered tonnage has increased relatively more; that of 1907 over 1887 being 800 per cent; over 1897, 150 per cent, and over 1902, 38 per cent. It is of interest to note that although the total passages in 1907 decreased b}- 1,718 over the year 1906, the regi^ered tonnage in turn increased by 2,989,650 net tons. This remarkable condition is due to the fact that the ore carriers in recent years arc being constructed consider- ably larger, some of the largest ore boats having been put into serv- ice durinn; 1907. 166 REPORT OF THE INLAND WATERWAYS COMMISSION Table 38 — Vessel movement through St. Marys Falls Canals, 1881-1907 [From Monthly Summary of Commerce and Finance, December, 1907, p. 1176] Years. 1881... 1882. . . 1883. . . 1884. . . 1885. . . 1886. . . 1887. . . 1888... 1889. . . 1890. . . 1891... 1892. . . 1893. . . 1894. . . 1895 a . 1896 . . 1897. . . 1898. . . 1899. . . 1900... 1901... 1902. . . 1903. . 1904 6. 1905 6. 1906 b. 1907 6, Date of opening canal. May 7 Apr. 21 May 2 Apr. 23 May 6 Apr. 25 May 1 May 7 Apr. 15 Apr. 20 Apr. 27 Apr. 18 May 1 Apr. 17 Apr. 25 Apr. 21 do. .. Apr. 11 Apr. 26 Apr. 19 Apr. 20 Apr. 1 Apr. 2 May 5 Apr. 14 Apr. 13 ....do... Date of closing canal. Dec. 5 Dec. 3 Dec. 11 Dec. 10 Dec. 2 Dec. 4 Dec. 2 Dec. 4 ...do... Dec. 3 Dec. 7 Dec. 6 Dee. 5 Dec. 6 Dec. 11 Dec. 8 Dex. 14 ...do... Dec. 20 Dec. 16 Dec. 21 Dec. 20 Dec. 15 Dec. 13 Dec. 16 Dec. 17 Dec. 11 Tonnage and class of vessels. sailing Number. 1,706 1,663 1,458 1, 709 1,689 2,534 2,562 2,009 2,635 2,872 2,405 3,324 2,955 3,676 4,790 4,391 4,438 4,449 4,776 4,004 4,482 4,368 3,569 2,994 3,263 2,817 2,303 Steam- : ^nregis- ers *ered ^^^- craft. Number. 2,117 2,739 2,620 3,609 3,354 4,584 5,968 5,305 6,501 7,268 7,339 8,737 8,379 10, 208 12, 495 13, 404 12,029 12, 461 14,378 14,426 14,372 17,069 14,027 12, 188 17, 197 18, 138 17,245 Number. 181 372 237 371 337 306 825 489 443 417 447 519 674 607 671 820 704 851 1,101 1,022 1,187 1,222 1,000 938 1,219 1,200 Total Registered passages, tonnage. Number. 4,004 4,774 4,315 5,689 5,380 7,424 9,355 7,803 9,579 10, 557 10, 191 12,580 12,008 14, 491 17,956 18, 615 17,171 17, 761 20,255 19, 452 20,041 22, 659 18, 596 16, 120 21,079 22, 155 20,437 Net ions. 2,092,757 2,468,088 2, 042, 259 2,997,837 3,035,937 4,219,397 4, 897, 598 5, 130, 659 7,221,935 8, 454, 435 8, 400, 685 10, 647, 203 8, 949, 754 13,110,366 16, 806, 781 17,249,418 17,619,933 18, 622, 754 21,958,347 22,315,834 24,626,976 31, £55, 582 27 736,444 24, 364, 138 36, 617, 699 41,098,324 44,087,974 Passen- gers. I< umber. 24, 671 29,256 39, 130 54, 214 36, 147 27,088 32,668 25,558 25, 712 24, 856 26,190 25,896 18,869 27,236 31,656 37,066 40, 213 43,426 49,082 58,555 59,663 59,377 55, 175 37, 695 54,204 63,033 62,758 a From 1895 figures include traffic through Canadian canal, opened to commerce Sept. 9, 1895. b In 1904, 1905, 1906, and 1907 the dates of opening and closing are for American locks. The traffic through the St. Marys Falls canals is further outlined in tables 39 and 40. There has been a steady increase in the tonnage throughout the entire period, except in 1891 and 1893 and in 1903 and 1904, when the ore tonnage fell heavily. The importance of this commodity in the movement of lake tonnage is a most vital one. During the earlier years, flour, wheat, other grain, and lumber were more important in the movement of commerce. STATISTICS OF COMMERCE ON THE GREAT LAKES 167 c^ ^ c^ o» ■ " -- -) r-( lO C^ CO CI CO CI C3 C3 •-* "3 "^ «— ' i'-' ^^ is LT ?^ nr nr, -J pt:rg5rr:?':"5t:2:'^^=:?K^5$S ■« O CJ O t^ »C (M O fe;-^ 0(MC 3 TT »C w l>- O 00 o o ^ -^ <-" o^c f-Tto'io ^ '•'5 3! r? ' "S5ofc?5Scf5s§=9d«os:o;5t:-:5r|;-u,-. ;i;iiS^;=ii5?i?iic-j?iTOMM'r>o>o -.- ' -^ 16 u6 b> o £ ^ -^ OC t^ -5 (V, (-V-, [V3 (-; ^ ^ r^ ,_^ O CI O t^ o^ooco-ooc;J«^OjHMOo>o>?J?5g8 oa)^ ,-SoSSoSot230^C»oS^005t^C«COC-3>0-!<£J-50iOOC2 £co23loSScoSMOJM-=OOC'3 0CO'C00001lC-H« J^ ►^"rv^f^l^rvf irTio cfcC^rr cr-O^i^i.'Too'otrorQd O -^OOiOOOiCCCO ^Sr2r-!-ic>-^t~-6i«'>'M3o'^oi'5'oot^or~OTi<03coiM'3-(o t^ ^0500"^t^C^^'OC0XC0Ot^O"^(M-^C0OCCC0!^0siOC0(MC0t^ .^»S'^OcyDI--OiOOiCO<-H»-tOCOO^«OtMCOOOOi-0'-':!0(Noooi-*ooiN(NOico«^oot-cooMci— 1 ^ CO c*^ic ^L':rQO CO CO o'cTgo'o c*f -^o"oo"io cfcrTo CQ o »-* Ci oc ;3f 50 Cq ^ T-H r-^ (M ,-H T-i »-i CO -^ "^ CO -^ O O ^ »0 -^ 10 t^ O -^ :D 00 05 C0-^WC0C0»0»O»0t^^C0»0-fC0WGr)C0C0I^C0OOO000iOp e^iO"«J'CO'^0'^CO*MOO'^COI^t^O»0-^^'^GOiO;^CCCO»--*tI7t;~ ,2'«f'OOIMOCOt^l^I^r^^^Ot^COCC)rMOr-lOCO:-2^ Oocoooi-rt~.ioi^c-icit~-*-*05C>ooot~ — t^oo2or^f-'*'C 0^ rt v^'.-TrH ci'N ^5"co"o"^-"co oo~od 00 t>-"i> o't-^x't-^ ■^"o ^"=0 <»5o0^t-.OOOOTl<05tMCO-0I>t^OCOh-COt-;COOiOCOO eo-H^coo&oo — oiociw^coco— ca-oooj— '^oooooo^ „cnco-t^c5coi--3coO'-;coiogcoo a3ajai®a)a)ajaj DOQOQQQP '.QQQQOQQQ IQOQQOQOQQ ft tn CJ <» (3 OJ c s » r^— *McOw»C'-^t^"^or^cc»-^t^i-0'-* •-H;cci0^^d'-0"<»'co M H cl -i?i'?«— — IMCl ..-CJ—IM — -' »l< >■. Il r'. >-. ^ ^c>cofio'-st^ooffl>o-HOco'«>"i£52t:2£2Ss!233!5}£te j3 O s o m £| 1 2 IC 05 °2 168 REPORT OF THE INLAND WATERWAYS COMMISSION t^iO,— ii0c0t^cO'^OC^ll^c0i0 00i0Ol--C;G0OOr-ixrr-(^O(N OC^CCt^iOClCii— 'i— '■^00'— «0iClcDC0Q0C0»O'n^OC2I^Ti-i0i-H iOOlMOOC^J»OTT)i-i.-icpot . -*JH lO CO o o o o o o C0<>00'— 'CpOOiOClOsaiOJOiC-lOOOC^i— lGO(Nt^OO-^CO.--tCOO ■^oO'-'oooicsoci'^': ICOb-ClOO-— it^OOTt^i-tiOi— lOOOCli— I th r-rcrcico'^">4"o"o'cioGC;'^-^.— iCl oico"cf co"^co"i-rT-rcOOi-0'-H COt^'— iC-1'^O'--OOOiOO'-HODOa5*^COrHC-l(NCOOO:^OlCOO 'MiOCO^'OOOCOaitOt^OClOCOOtOiOOOClCl'OOOOS-^OCOfM OOCOcO'^i-t,— icO»O^Ot^Ot~-OOOIr-COOOO'-HC^t--CNt^iOC-jT-i ocT'-rooci'crt^co c/5'■-HO^"^c^^^I>^o^oo^^ClO crod''^'0<^ rHi— li— ti— lrHrH-^»O'^C^'^»OC00i»O05C-l(N00aiCDt~-Oi'^O'^ T-tCDtOcOb-CO^OCDt^t^OCOO gco'<»<*^oioo'-O0)as"-C^0iOC0O>J000':D^O coi-H"i^"ooo05f?1000CiOOOO»OC'»C^i'-HOO'*0*^OCOOC)iO'^ 0'^oO'.t^OI>-OOr^'^>0'0 r^'*<'^C5^ait— <- lOO'^crT^oTc^ic'orco't^'^'oorC'^co'aicroccrcoof t-^-^ 0iC0<-O»0OiMr-OOO0at~^ClC0l^'^CCCi»-HC0WtiQC0O -rf* r-^^ ci -H cf c^" cf CO cf c^r CO CO co~co""^"^" ■^^^co'^co^o^ofT'-r W5 CO -H O W^ (M " LO "O — ' 00 -'J* c o ScjoSciOJOiGJ SSaSccSa^aj ■©GjSo^cJQJoSaSC' QOqOQQQD '001200000 :OOQQQOOQQ o|3 ^ . , ., .^, o ..-.o K ft d a d G, ci c p, a p. e, c3 p, a p. • p.o.p.p.p.p.^ P.& ■ a a C S 3 3 S >-■ '5 3 2 I ^a yi 5 3 s c +^ +j ^ 'X> -^ (M tij o CO .2 -52 .2 .S ffl o o ° o-^ "§ ^ m « m 3 •" ce 3 3 t3_^ 3 s a a a.s W «fH iM »M **~' fi^ a g 5i I If o c ci rt c g ^ o o o °P U) STATISTICS OF COMMERCE ON THE GREAT LAKES 169 MILLIONS OF ■ NET TONS — IPflM riDF TOAFFir -rOAl TRAFFIC 1 1881 88? 883 884 885 88b 887 888 1889 1890 1891 892 893 1894 1895 \m 1897 1898 1899 900 1901 1902 1903 904 1905 906 5t 50 /. 48 4fe / / 44 / 42 / 40 / 38 3& 34 /' N, / / 32. 30 / s/ 1 / / / 28 y / 26 / / \ 24 r -^ 22 / f l\ / 20 / 1 V / 18 / J V 16 / / 4^ 14 ^ ^ f 12 / ( 10 ^ y y / 8 „^ ^ / / y 6 ^ / z' ^- /^ ^_ 4 ^ ^ --s y~<. ^/ ' ... _x 2 „— _ _^ ■' v^ •— . , _^ ,— -'- ••** ^ rr :s= m' :^ -- -* ^^ Diagram 1— Traffic through St. Mary's Falls Canals, 1881-1906 (Tables 36-40). Diagram 1 demonstrates the course of iron ore, coal, and the total trafhc on the canals for the period 1881-1906. The ore tonnage was not much over that of coal to 1893; in 1907 was over three times "Teater. 31673— S. Doc. 325, 60-1- -12 170 REPORT OF THE INLAND WATERWAYS COMMISSION The table following gives the percentage of each important com- modity for the period 1881-1907. Iron ore, coal, lumber, and grain have always been the leading commodities carried. Table 41- -Percentage of each commodity in the traffic through St. Marys Falls Oanals, 1881-1907 Man- Sil- ver Grain, ufac- tured iron and pig Build- ing stone. Un- Flour, Wheat Year. Coal. Flour. Wheat. other than wheat. Salt. Cop- per. Iron ore. Lum- ber. ore and bul- lion. classi- fied freight. grain, and wheat. and other grain. iron. 1881.. 18.8 3.9 6.6 0.6 5.6 0.6 1.9 47.7 6.0 0.1 8.2 11.1 7.2 1882.. 21.2 1.7 5.5 .6 4.6 1.2 1.2 48.6 6.6 .3 8.5 7.8 6.1 1883. . 31.5 3.0 7.8 .8 4.9 .4 1.4 34.9 6.7 .1 8.5 11.6 8.6 1884. . 24.6 4.3 12.5 .4 2.5 .7 1.3 39.5 6.4 0.4 .2 7.2 17.2 12.9 1885.. 27.5 4.4 14.1 .3 1.9 .6 1.0 37.9 6.3 .1 .2 5.7 18.8 14.4 1886.. 22.3 3.9 12.6 .4 2.5 .5 .9 46.1 5.5 .2 5.1 16.9 13.0 1887.. 24.6 2.9 12.6 .3 1.4 .5 .6 45.5 5.1 .2 6.3 15.8 12.9 1888.. 32.8 3.4 8.7 .8 1.0 .5 .5 40.1 6.3 .5 5.4 12.9 9.5 1889.. 21.7 3.0 6.5 .7 .8 .3 .4 54.5 7.5 .1 .4 4.1 10.2 7.2 1890.. 24.1 3.6 5.4 .5 1.3 .3 .5 52.8 6.9 .5 4.1 9.5 5.9 1891.. 28.2 4.2 13.1 .3 .8 .4 .8 40.0 7.0 .5 4.7 17.6 13.4 1892. . 25.9 4.8 11.0 .4 .9 .3 .6 43.7 7.9 .4 4.1 16.2 11.4 1893.. 27.9 6.9 12.1 .5 .8 .3 .8 37.2 9.5 .2 3.8 19.5 12.6 1894. . 21.2 6.8 7.9 .3 .5 .2 .8 49.6 9.1 .2 3.4 15.0 8.2 1895. . 17.1 5.9 9.2 1.3 . / 2 .7 53.5 8.1 .2 3.1 16.4 10.5 1896.. 18.6 5.5 11.7 4.1 .7 .2 .7 48.7 6.5 .1 3.2 21.3 15.8 1897 16.0 17.8 15.6 4.7 3.7 2.8 8.8 8.8 6.9 3.2 2.9 2.9 .7 1.2 .8 .2 .2 .2 .7 .6 .5 56.0 55.1 60.7 6.6 6.8 7.1 3.1 • 2.9 2.3 16.7 15.4 12.6 12.0 1898 11.7 1899.. .2 9.8 1900.. 17.5 2.6 4.8 1.5 .5 .2 .5 64.1 6.0 .2 2.1 8.9 6.3 1901.. 16.2 2.7 5.6 2.1 .7 .2 .3 63.7 6.3 .2 2.0 10.4 7.7 1902.. 13.4 2.5 6.4 1.8 .6 .2 .3 67.5 5.1 2.1 10.7 8.2 1903.. 20.0 2.0 5.3 2.2 .6 .2 .3 62.5 4.9 1.9 9.5 7.5 1904.. 20.5 1.5 4.7 2.5 .7 .2 4 62.3 4.9 2.3 8.7 7.2 1905.. 14.7 16.9 19.6 1.3 1.3 1.1 4.6 4.9 5.1 2.1 2.5 1.8 .6 .8 .5 .1 .1 .1 .2 .2 .1 70.8 68.3 68.0 3.7 2.8 1.9 1.9 2.2 1.8 8.0 8.7 8.0 6.7 1906.. 7.4 1907.. 6.9 An analysis of traffic statistics for the St. Marys Falls canals is shown in table 42. One important fact shown is the relation of the cost of carrying per ton-mile from year to year. There has been a steady decline throughout the entire period with the exception of the years 1895, 1899, 1900, and 1905, when slight increases over the pre- ceding years occurred. The lowest cost, 0.79 mill, existed in 1898; the highest, 1.5 mills, in 1888 and 1889. The decline since 1900 has been regular (except in 1905), and in 1907 was 0.38 mill less than in 1900. The table also shows steady increase in the value of American and Canadian craft, the increase being about the same in both cases. The proportion of freight carried by Canadian vessels was the great- est in 1888, 1903, and 1904; the lowest appears in the year 1898. Since this date there has been an apparent increase, and, in the year 1907, 5 per cent of the freight carried is credited to their vessels. STATISTICS OF COMMERCE ON THE GREAT LAKES 171 Table 42 — Traffic statistics of St. Marys Falls canals, 1888-1907 OFrom Monthly Summary of Commerce and Finance, December, 1907, p 1179] Sea- sons. Total freight carried. Aver- ago dis- tance freight was car- ried. Total ton- miles. Cost of car- rying per ton- iiiilc. Amount paid for trans- porting freight. Valuation of freight. Value of American craft. Value of Canadian craft. Pro- por- tion of freight car- ried Cana- dian ves- sels. 1888.. 1889.. 1890.. 1891 . . 1892.. 1893 . . 1894.. 1895.. 189G.. 1897.. 1898.. 1899 . . 1900.. 1901 . . 1902.. 1903.. 1904 . . 1905.. 1906 . . 1907 . . Net tons. 6,411,423 7,516,022 9,041,213 8.888,759 11,214,333 10,796,572 13,195,860 15,062,580 16,239,061 18,982,755 21,234,665 25,255,810 25,643,073 28,403,065 35,961,146 34, 674, 437 31,546,106 44,270,680 51,751,080 58,217,214 Miles. 806.4 790.4 797.2 820.4 822.4 831.9 821.1 830.0 836.4 841.3 842.6 827.2 825.9 823.3 827. 4 835.6 843.5 833.3 842. 4 828. 3 5,173,132,972 5,940,646,352 7,207,299,415 7,292,462,269 9,222,773,938 8,980,310,240 10,927,871,324 12,502,548,892 13,582,641,886 15,969,393,576 17,891,597,030 20,891,944,628 21,179,229,014 23,383,861,987 29,755,916,037 28,974,660,408 26, 608, 815, 636 36,892,797,973 43,596,953,680 48,221,465,547 3IUls. 1.5 1.5 1.3 1.35 1.31 1.1 .99 1.14 .99 .83 .79 1.05 1.18 .99 .89 .92 .81 .85 .84 .80 $7,883,077 8,634.247 9,472,215 9,849,023 12,072,851 9,957,483 10,798,310 14,238,758 13,511,615 13,220,099 14,125,896 21,959,707 24,953,314 23,217,974 26,566,189 26,727,735 21,552,894 31,420,585 36, 666, 889 38, 457, 345 $82,156,019 83,732,527 102,214,948 128,178,208 135,117,267 145, 436, 957 143,114,502 159,575,129 195,146,842 218,235,927 233,069,740 281,364,750 267,041,959 289,906,865 358, 306, 300 349,405,014 334, 502, 686 416,965,484 537, 463, 454 569,830,188 $20,381,100 25,328,600 27,857,700 31,947,300 36,220,100 39,017,400 41,124,200 40,858,800 43.006,200 42,375,700 45,199,800 65,000,520 66,116,583 57,244,200 67,205,000 68,252,800 63,789,300 73,211,300 88,392,000 102,525,500 $1,514,300 1,597,600 1,777,800 2,119,500 2,108,700 2,115,700 1,959,800 2,037,000 2.13.5,300 2,001,400 2,491,900 3,369,600 3,618,576 3,311,900 3,792,400 0, 384, 500 5,377,100 5,429,000 6, 140, 500 7,918,000 Perct. 6.0 4.0 3.5 4.0 3.8 4.1 3.5 3.75 4.0 3.0 2.2 3.1 3.0 4.0 4.0 6.0 6.0 5.0 5.0 5.0 The following table shows in more detail the valuation of classified freight passing through the St. Marys Falls canals for the period 18S7-1906: Table 43 — Estimated value of freight, by commodities, through St. Marys Falls canals 1887-1906 From Monthly Summary of Commerce and Finance, December, 1905, December, 1906, and December 1907] Year. I Coal (hard I and soft) . Flour. Wheat. Grain (other than wheat) . Manufac- tured iron. Pig iron. Salt. 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 $4,735,454 7, 367, 644 5, 702, 190 7, 619, 238 8, 776, 362 10, 164, 931 10, 528, 420 8,191,917 6,993,351 8,452,073 9, 456, 824 10, 334, 461 12,854,278 14,620,840 15,492,226 16,570,398 24,898,407 19, 657, 221 20,706,302 25,136,044 $7,863,675 10, 953, 625 11,143,535 16, 195, 520 18,900,715 21,672,540 29, 682, 696 33,621,649 33, 383, 632 34,199,003 40, 145, 144 33,056,683 25, 610, 929 27,042,752 24,811,637 31,185,840 31,920,210 25,907,959 30,018,139 27,280,470 $22,634,596 18,224,424 15,907,217 15,893,022 38,040,239 30, 746, 085 32,611,239 22, 316, 4()9 30,041,863 47,442,347 48, 654, 143 49,871,997 43, 798, 001 28, 342, 511 36, 440, 719 55, 246, 295 49, 107, 642 52, 425, 313 61,489,159 67,417,086 $759, 653 1,981,862 2,090,-580 2,003,496 1,011,462 933, 346 1,34(),993 772, 504 4, 164, 347 10, 704, 748 11,449,256 13, 039, 192 17, 700, 552 14,071,953 22, 779, 703 25,521,556 22, 787, 909 23, 121, 694 25,891,505 38, 583, 640 $3,035,750 2,442,950 1,577,250 4, 680, 750 2,128,000 2,988,600 2,852,300 1,805,350 3, 683, 150 4, 696, 200 6,092,400 10, 709, 350 19,111,000 11,551,000 17, 609, 800 20, 323, 380 18,385,950 18, 512, 600 18,195.100 29, 614, 880 $241, 468 252, 348 442, 272 386, 104 462,077 709, 716 550,902 331, 452 346,788 377, 298 176, 437 476, 775 457, 762 351,313 485, 520 277,925 522, 440 672, 885 872, 409 387,002 $204,908 210, 433 168,250 179, 431 234, 528 275, 740 228, 730 237, 461 202, 439 178, 136 214, 086 226, 170 237, 252 328, 895 332, 830 288,149 318,417 255, 821 296, 185 351,121 172 rp:poet of the inland waterways commission Table 43 — Estimated value affreight, by commodities, through St. Marys Falls Canals, 1887-1906~Continued Year. 1887. 1888. 1890 1891 1892 1893 1894 1895 1896. 1897 1898 1899 1900 1901 1902 1903 1904 26,305,200 1905 30,358,200 Copper. S6, 977, 200 5,792,000 6,691,200 8, 745, 800 13,838,000 12,998,600 17, 506, 000 19,914,600 21, 490, 400 23, 374, 400 24, 464, 800 29,814,240 38, 428, 800 39, 319, 800 26,227,866 22,916,280 25,961,710 1906 36, 595, 220 Iron ore. $8,741,995 8,996,808 14, 335, 492 16,711,688 12, 460, 744 17,153,962 14,050,946 17,027,078 22, 332, 319 25, 705, 063 31,901,145 35, 120, 880 52,116,016 61,663,380 58, 794, 509 75,260,420 74, 709, 398 52,034,862 93,997,911 121,981,795 Lumber Unclassi- fied freight, Total. $20,675,160 20,751,240 18, 744, 600 22, 277, 640 25, 025, 580 27, 548, 760 24,910,800 27,071,100 27, 798, 480 31,251,000 34, 742, 880 37,388,760 52, 873, 560 54, 139, 700 69, 755, 125 92,512,500 82, 479, 875 98,821,215 117,121,620 170,227,650 $79,031,757 82,156,019 83, 732, 527 102,214,948 128,178,208 135,117,267 145,436,957 143,114,502 159, 575, 129 195,146,843 218,235,927 233,069,741 281,364,750 267,041,959 289,906,865 358, 306, 300 349,405,014 334,502,686 416,965,484 537, 463, 454 The movement of flour, wheat, and grain other than wheat is shown in the following table for the period 1855-1907. From 1855 to 1897 there was a steady increase in the tonnage of flour; since that period, however, a general decline is shown, especially in 1907, when only 6,524,770 barrels were carried. The wheat traffic has steadily increased during the entire period, with the exception of the years 1894, 1900, and 1904, when the more noticeable decreases oc- curred. Fluctuations are noticed in traffic of other grain, but the general tendency has been to increase, especially during the later years. Table 44 — Flour and wheat traffic of the St. Marys Falls Canals, 1855-1907 [From Monthlv^ Siimmarv of Commerce and Finance Jaunarv. 1900, p. 1990, and December, 1907, p. 1176] . ■ Year. 1855. 1856. 1857. 1858. 1859. 1860. 1861. 1862. 1863. 1864. 1865. 1866. 1867. 1868. 1869, 1870. 1871, 1872 1873 1874 1875, 1876, 1877 1878 1879 1880 3881 Flour. Barrels. 10,289 I'll, 686 16,560 13,782 39,459 50,250 22,743 17,291 31,975 33,937 34,985 33,603 28,345 27,372 32,007 33,548 26,060 136,411 172, 692 179,8.55 309,991 315,224 .355,117 344, 599 451,000 523,860 605,453 Wheat. Bushels. (a) (a) (a) (a) W (a) (a) (a) (a) (a) (a) (o) («) (a) («) 49,700 1,376,705 567, 134 2,119,997 1,120,015 1,213,788 1,971,549 1,349,738 1,872,940 2,603,666 2,105,920 3,456,965 Grain other than wheat. Bushels. 33,908 22,300 10, 500 71,738 133, 437 76,830 59,062 78, 480 143, 560 229,926 249,031 285, 123 323, 501 304,077 308,823 445,774 309, 645 149,999 250,080 407, 772 343,542 264, 674 951,496 2,547,106 367,838 Year. 1882. 1883. 1884. 1885. 1886. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. Flour. Barrels. 344, 044 687, 031 1,248,243 1,440,093 1,759,365 1,572,735 2, 190, 725 2,228,707 3,239,104 3,780,143 5, 418, 135 7,420,674 8,965,773 8,902,302 8,882,858 8,921,143 7,778,043 ISm , 7,114,147 1900 ' 6,760,688 1901 ' 7,634,350 1902 i 8,910,240 1903 7,093,380 1904 4,710,538 1905 1 5,772,719 1906 i 6,495,^50 1907 6,524,770 Wheat. Bushels. 3, 728, 856 5,900,473 11,985,791 15,274,213 18,991,485 23,096,520 18, 596, 351 16,231,854 10,217,370 38,816,570 40,994,780 43,481,052 34,869,483 46,218,250 63,256,463 55,924,302 62, 339, 990 58,397,335 40, 489, 302 52,812,630 76,730,965 61,384,552 49,928,869 68,321,283 84,271,358 98,135,775 1 None shipped on Lake Superior prior to 1870. STATISTICS OF COMMERCE ON THE GREAT LAKES 173 MISCELLANEOUS CANAL TRAFFIC TRAFFIC THROUGH PORTAGE LAKE SHIP CANALS The traffic passing through the Portage Lake Ship Canals is shown in the following tal)le for the period 1902-1907. There has been no marked increase in the tonnage carried for the period shown; the tendency has been to remain somewhat stationary. The chief articles carried are coal, iron ore, flour, grain, and lumber. Table 45 — Traffic through the Portage Lake canals, Michigan, 1902-1907 [Prom Monthly Summary of Commerce and Finance] Articles. 1902. 1903. 1904. 1905. 1900. 1907. Coal: Hard tons. . Soft do.... Flour barrels.. Grain, other than wheat, bushels Iron ore tons. . Iron manufactures . . . .do Salt barrels. . Copper tons. . Building stone do Limestone do Sand do Gravel do Brick M.. Powder tons. . Limiber M feet . . Logs M feet. . Timber M feet. . Ties number. . Telegraph poles do Cord wood cords . . General merchandise... tons.. Charcoal bushels. . Coke tons. . Wheat bushels. . Flaxseed do Pig iron tons. . Clay do.... stamp sand do Kerosene oil barrels. . Laths M.. Shingles M . . Piles number. . Cement barrels. . Machinery tons . . Total net tons . . 89, 688 998, 224 448, 110- 1,328,199 . 173,386 21, 169 142, 711 87,055 32,301 53,984 22, 593 10, 515 1,453 1,455 333,043 27, 078 9,317 37,309 5,550 1,883 185,207 2, 682, 189 97,034 1,052,058 474,909 297, 914 164,348 21, 893 201, 563 87,657 22, 441 38, 080 1,680 533 1,440 289, 469 17,294 6,228 22, 573 , 500 1,145 182, 460 2,340 4,465 635,037 406, 485 5,880 270 16,850 27,853 3,611 8,918 220 98, 194 1, 105, 994 399,317 957,991 104, 581 33, 754 126, 331 84, 785 14, 984 50,651 3,280 162, 872 1, 025, 994 719,329 106, 123 1,146,200 1,280,089 751,584 1,292,205 198,281 197,697 56,835 98, 591 146,356 175,855 95,533 96, 267 8,651 15,495 34,851 24,036 2,470 5,022 258, 297 10, 064 11,232 43,050 243, 768 9,893 249, 416 5,603 51, 549 1,216 126, 257 183, 666 50,390 '225,124' 737,394 1.55, 410 7,520 1, 557, 049 783, 522 10, 984 1,998,502 311,000 9, 128 28, 4.50 15, 775 6, 103 60, 195 11,222 34, 045 3,038 60, 910 12,390 34, 890 1,170 45,420 11,000 330 63, 650 50,700 2,420,948 2,397,553 2, 462, 910 2,660,370 160, 904 1,187,321 1, 170, 565 274, 630 127,095 82, 640 210, 447 85, 279 15,586 42,130 1,909 163, 703 9, 659 225, 796 184, 459 1,668,355 884,000 10,427 6,800 45,965 6, 042 52, 120 62,755 2,496,336 TRAFFIC THROUGH STURGEON BAY AND LAKE MICHIGAN SHIP CANAL The traffic through this canal for the past three years consisted largely of miscellaneous articles, the more important being wheat and other grain, forest products, salt, etc. During the past four years there has been a general increase in the tonnao'e carried. 174 REPORT OF THE INLAND WATERWAYS COMMISSION Table 46 — Traffic through Sturgeon Bay and Lake Michigan ship canal. Wisconsin, 1904-1907 [From Monthly Summary of Commerce and Finance] Articles. Total net tons.. 1904. Agricultural implements net tons. Alum do. . . Apples barrels. Bark cords . Barrels (empty) number. Beets net tons. Coal do. . . Coke do... Dairy products do. . . Feathers do. . . Fertilizer do... Fish do . . . Flour barrels. Fruit net tons. Glass do . . . Hay do... Hides do . . . Iron manufactures do . . . Iron ore do... Leather do. . . Logs M. ft. B. M. Lumber do... Malt net tons . Marble do. . . Oats bushels. Oil ban-els. Paper net tons. Pease bushels . Pig iron net tons . Piles number. Poles do . . . Posts do. . . Potatoes bushels. Rosin net tons. Salt barrels. Scrap iron '. — net tons. Stone do. . . Sulphur do. . . Ties .*. number. Tile net tons. Trees (Christmas) number. Trees (shade) do. . . Twine net tons. Wheat bushels. Wood (fire) cords. W ood (pulp) do. . . General merchandise net tons. Cement do... Com bushels. 577,976 1905. 100 1,269 '86,"629' 12,800 227 19,213 25,143 151,293 248,000 2,357 304,400 2,655 213, 945 128, 406 34, 829 "47,' 480 '2i2,"77i 410,400 8,601 945 75,598 3,350 231,499 639,246 1906. 666 602 6,450 1,100 109, 653 1,146 150 2,306 55,330 162 6,652 383 19,509 89, 531 350 2,240 132, 140 1,107 320,600 2,355 1,337 207,850 2,273 600 190, 195 88,100 4,550 158,295 "72,'46i 172,603 300 15,000 203,600 5,775 1,947 63,391 8,046 704, 105 1907. 992 800 1,908 1,500 350 124,822 690 706 10 1,164 2,177 18,361 860 80 1,394 462 16,823 119,086 120 615 138, 489 125 140,000 18,044 2,102 151,400 3,825 10,375 118,724 180,000 5,049 25 288,546 283 108,958 20 252,525 6,150 30 570,000 5,683 2,852 58,377 21,233 775,496 TRAFFIC THROUGH DETROIT RIVER The traffic passing through the Detroit River is shown in the follow- ing table for the years 1906 and 1907. Despite the fact that a falling off in grain traffic occurred there was an increase in the total over the preceding year of 7,000,000 tons. The coal traffic increased approx- imately 4,000,000 tons, while that of ore amounted to 3,000,000 tons. STATISTICS OF COMMERCE ON THE GREAT LAKES 175 Table 47 — Domestic freight movement through Detroit River [From Monthly Summary of Commerce and Finance] Articles. 1906. 1907. Articles. 1906. 1907. Iron: Ore gross tons. . Pig do.... Manufactures, .do Coal: Hard net tons.. Soft do.... Salt do Copper gross tons. . Logs M feet. . Lumber do 32,220,515 342, 981 455,246 2,960,920 11,561,111 115,864 89,534 1,257 879,060 35,405,866 91,374 445,355 4.014,177 14.413,979 125, 199 86,805 2,050 577,612 Flour net tons. . Wheat bushels. . Corn do — Oats do Barley do — Rye do — Flaxseed do — Unclassified freight, net tons . . 1,238,524 46,968,671 32,086,38:} 24,311,170 14,786,080 1,328,517 17,758,376 2, 269, 780 1,161,856 60,382,559 34,439,311 12,004,242 11,556,346 1,339,028 15, 119, 469 2. .3.52. 856 Total net tons.. 60,578,155 67,292,504 MISCELLANEOUS LAKE TRAFFIC The distribution of coal traffic by lake from the city of Buffalo during the period 1901-1906 is shown in the following table. Ap- proximately one-third went to Chicago; Milwaukee, Superior, and Duluth follow next in importance. These four cities received about SO per cent of the total traffic. Table 48 — Distribution of coal traffic by lake from Buffalo, 1901-1906 [From Aimual Report of Chamber of Commerce, Buffalo. 1906] Chicago Milwaukee Duluth Superior Toledo Gladstone Green Bay Racine Marquette Ashland Bay City Washl)um Manitowoc Sheboygan Kenosha Lake Linden Port Huron Menominee Houghton St. Clair Canada ports . . . Hancock Escanaba Marinette Marine City Portage Mackinaw Sault Ste. Marie Chcl loygan Alpena Kelly Island Watikegan Detroit Miscellaneous . . . 1,001,037 539,912 322,971 209,243 28,415 44,900 34,630 21,750 12,660 1,000 2,875 1,500 17,900 20,100 5,400 22,848 4,100 2,950 600 460 47,049 10,658 5,301 700 700 2,200 450 9,161 300 900 74,425 6,095 Total 2, 493, 715 228,925 88,035 107,850 82,100 5,750 1,500 10,450 7,200 8,500 7,3.50 4,050 1,200 21,200 7,700 5,150 5,950 5,040 1,000 3,403 36,056 6,300 1,850 1,000 8,432 8,700 '"'366' 10,880 1,000 681,971 1,396,582 517,950 403,381 439,063 20,655 62,300 41,140 19,950 12,850 4,330 6,2.50 3,200 35,. 520 84,000 3,750 18,450 5,865 5,045 5,300 1,101 69,514 6,625 4,850 1,775 900 10,200 600 7,138 800 300 62,550 5,650 3,960 3,261,544 1,106,485 503,749 370,086 443,627 34,970 20,850 48,350 22,295 16,406 900 9,910 3,200 18,. 500 98,600 6,9.50 7,900 3,125 3,836 7,977 725 81,473 14,201 6,250 3,836 600 9,750 600 7,800 800 825 600 25,225 2,100 4,620 2,887,517 1,068,695 474,936 339,168 425,398 21,725 24,000 57,280 36,050 8,900 17,150 6,950 8,600 79,530 8,836 2,200 4,950 8,230 475 95, 873 13,050 8,200 1,050 1,011 11,300 a50 15,947 800 900 850 26,400 1,600 13,658 939,407 511,421 268, 818 499, 486 22, 05.5 7,100 23,885 19,045 11,547 10, 900 4, 7.50 8,050 81,800 2,100 3,690 3,050 1,550 2,800 136, 443 9,200 12, 530 2,565 4,300 850 16, 706 800 450 64,006 2,200 10,304 2,785,362 j 2,681,808 176 REPOBT OF THE INLAND WATERWAYS COMMISSION The following statement, compiled from the Cleveland Iron Trade Review, shows the lake receipts of iron ore at Lake Erie ports during the seasons of 1901 to 1906, inclusive. Table 49 — Lake receipts of iron ore at Lake Erie ports, 1901-1906 Port of- Gross tons. 798,298 33,017 431, 3n 721,662 3,381,060 1,181,776 3,981,170 1,379,377 3,181,019 Buffalo and Tonawanda 1,475,386 Toledo Sandusky . Huron Loraine Cleveland. . Fairport... Ashtabula. Erie Conneaut. 1901. Total 17,014,076 1902. Gross tons. 1,038,571 165,656 520,648 1,442,417 4,873,318 1,538,744 4,796,805 1,717,268 4,300,301 2,256,798 22,649,424 1903. Gross tons. 652,305 130,532 486,106 990,490 4,434,160 1,434,342 4,242,160 1,257,798 3,903,937 2,149,901 19,681,731 Gross tons. 508,793 48,356 231,364 927,931 3,572,228 1,157,858 3,639,250 1,284,778 4,083,655 2,433,601 17,932,814 1905. Gross tons. 1,006,855 51,202 825,278 1,605,823 5,854,745 2,008,621 6,963,005 2,112,476 5,327,552 3,312,725 Gross tons. 1,423,741 35, 847 778, 453 2,191,965 6, 604, 661 1,861,498 6,833,352 1,986, .539 5, 432, 370 4,928,331 29,068,282 32,076,757 4. GOVERNMENT AID TO INLAND NAVIGATION The United States Government has assisted in the improvement and construction of navigable waterways in several ways. Grants both of lands and money have been made to the States; for a time subscriptions were made to the stock of private canal companies; and for many years large appropriations have been made directly for the improvement of rivers and harbors. GRANTS TO THE STATES The first appropriation by Congress for internal improvement was made in the enabling act for the State of Ohio, April 30, 1802. It provided that one-twentieth part of the proceeds from the sale by Congress of public lands lying in said State should be apphed to the la^'ing out and making public roads from the navigable w^aters emptying into the Atlantic to the Ohio River, to the said State, and through the same, such roads to be laid out under the authority of Congress, with the consent of the several States through which the roads should pass. In the act of March 3, 1803, 3 per cent of the net proceeds of land sales was given to Ohio for roads within the State, and for no other purpose whatever. Similar provisions for a grant of 5 per cent of the net proceeds of the sales of public lands within each State have been made in the subsequent acts for the admission of the various public-land States to the Union. In the different acts there is some variation in the purposes for which the grants were made. The early acts usualh^ made the appropriation for roads and canals; later acts (after 1836) made the proceeds available for roads and internal improvements ; and the act for Nevada (1864) applied it to roads and irrigation pitches. Beginning with the four States admitted in 1889, the proceeds of tliis 5 per cent grant have been granted as a permanent lund for the support of common schools. Up to 1887 the amomits accruing to the various States for the proceeds of the cash sales of public lands aggTCgated $7,123,549.83. The States have insisted that they were entitled to 5 per cent not only on the cash sales, but also on the value of public lands within their limits set aside for permanent Indian reservations and dis- posed of in satisfaction of bounty-land warrants and agricultural college or other scrip issued by the United States in pa\anent of its obligations. A bill now before Congress proposes to recognize this claim, which it is estimated will amount to about $8,182,000.'* o Congressional Record, vol. 42, p. 4380. 177 178 REPORT OF THE INLAND WATERWAYS COMMISSION CANAL GRANTS In 1824 a special canal act for Indiana was passed, but this was not utilized. The first effective act making grants of land to States for the specific purpose of securing construction of canals was passed March 2, 1827. This act gives such grants of land to the States of Indi- ana and Illinois. Two and a half sections of land on each side of the canal were granted, the United States reserving alternate sections, thus beginning a policy which has become the rule in land grants for improvements. Part of the grant made to Indiana by this act of 1827 was afterwards transferred to Ohio. Additional grants of land for canals were subsequently made to all of the above-named States and also to Wisconsin and Michigan, as is shown in the following table. The total area of all grants made to the States for canals from 1827 to 1866 has been 4,424,073.06 acres. Table 50 — Land grants for canals (Forty-sixth Congress, third session, H. Ex. Doc. 47; pt. 4. "The Public Domain," 1881, p. 2581 State. I Date of law. Indiana. Ohio. Illinois. Wisconsin Michigan . Mar. 26,1824 Mar. 2, 1827 May 29,1830 Feb. 27,1841 Aug. 29,1842 Mar. 3,1845 May 9,1848 Mar. 2,1827 June 30,1834 May 24,1828 Apr. 3,1830 May 24,1828 Mar. 2,1827 Aug. 3,1854 June 18,1838 Apr. 10,1866 Mar. 1,1872 Mar. 7,1874 Aug. 26,1852 Mar. 3,1865 July 3, 1866 July 6,1866 Vol. 4, p. 47... Vol. 4. p. 236. . Vol. 4, p. 416.. Vol. 5, p. 414.. Vol. 5, p. 542.. Vol. 5, p. 731.. Vol. 9. p. 219.. Vol. 4, p. 236. . Vol. 4, p. 716.. Vol. 4, p. 305. . Vol. 4, p. 393.. Vol. 4, p. 306. . Name of canal. rotal acres granted and cer- tified. Wabash and Erie Canal. Wabash and Erie Canal. [Miami and Dayton General canal purposes j 500,000.00 234,246.73 29,552.50 259,368.48 24,219.83 796,630.19 113,348.33 266,535.00 333,826.00 Vol lO^T) 344 li*"'^^^''' I^li°^°'^ River to Lake Michigan Vol. 5, p. 245. . ] Milwaukee and Rock River Canal Vol. 14, p. 30. . j Breakwater and Harbor Ship Canal Vol. 17, p. 32.-1 Breakwater extending time to Apr. 10, 1874. Vol. 18, p. 20. .i Breakwater extending time to Apr. 10, 1876. Vol. 10, p. 35. . ; St. Marys Ship Canal Vol. 13, p. 519 11 Portage" Lake and Lake Superior Ship Vol. 14, p. 81.. J Canal. Vol. 14, p. 80.. Lac La Belle Ship Canal 290,915.00 125,431.00 200,000.00 750,000.00 200,000.00 200,000.00 100,000.00 RECAPITULATION 1 , 457, 366. 06 1 , 100,361. 00 290,915. 00 .325, 431. 00 1,250,000. 00 \ Total 4, 424, 073. 06 Indiana... Ohio Illinois Wisconsin. Michigan . . STATE SELECTION ACT By an act of September 4, 1841, Congress granted to the States named in the act and "to each new' State that shall hereafter be admitted into the Union" 500,000 acres of public lands for internal improvements, including the land granted to such States for such purposes before their admission. GOVERNMENT AID TO INLAND NAVIGATION 179 Selections under this act amounted in 1880 to 7,806,554.67 acres, as shown in the follo^^^no; table: Table 51 — State selectionsO' [Fifty-sixth Congress, third session, H. Ex. Doc. 47; pt. 4 (1881). "The Public Domain," p. 2.5.')] State. Illinois Missouri Alabama Mississippi Louisiana Michigan Arkansas Florida Iowa Wisconsin California Kansas Mimiesota Oregon Nevada Nebraska Colorado Total Not selected Selected to June 30, 1880. Acres. Disposition. 209,085.50 500,000.00 97, 469. 17 500,000.00 500,000.00 500,000.00 500,000.00 500,000.00 500,000.00 500, 000. 00 500, 000. 00 500, 000. 00 500,000.00 500, 000. 00 500.000.00 500,000.00 500,000.00 Satisfied. Do. Do. Do. Do. Do. Do. 484,184 selected. Satisfied. Do. 487,709 selected. Satisfied. Do. Do. 470,014 selected. Satisfied. 302,541.20 selected. 7,806,554.67 255,551.74 7,551,002.83 o Ohio and Indiana had already received their quota for internal improvements, and Illinois and Alabama had received part of the 500,000 acres under grants previous to the State Selection Acts. See above table of Land Grants for Canals. NAVIGATION GRANTS By an act of August 8, 1846, a grant of land was made to the Terri- tory of Iowa for the purpose of improving the navigation of the Des Moines River from its mouth to the Raccoon Fork. This act was a peculiar one and was the subject of much departmental and judicial construction" and finally was partially merged into the grant in aid of the Keokuk, Fort Des Moines and Minnesota Railroad. Another act passed the same day as the Iowa grant (August 8, 1846), gave to Wisconsin when admitted as a State land for the improvements of the Fox and Wisconsin rivers, and to build a canal to connect them. LATER STATE GRANTS In the enabling acts for North Dakota, South Dakota, Montana, and Washington (Februarv 27, 1889), Idaho (July 3, 1890), W^yoming (July 10, 1890), and Utah (July 16, 1894), in lieu of the grant of land for internal improvement, 500,000 acres were given«for specific edu- cational or charitable institutions and public buildings, except in the case of Utah, where 650,000 acres were given for these purposes and 500,000 acres in addition for irrigation works.^ «See Railroad Co. r. Litchfield, 23 Howard, 66. b State grants of public lands, issued by the General Land Office, March. 1896, pp. 8 and 9. 180 REPORT OF THE INLAND WATERWAYS COMMISSION SUBSCRIPTIONS In addition to the land grants to States, Congress subscribed to the stock of various canal companies, as shown in the following table : Table 52 — Acts of Congress authorizing the Government to subscribe for or purchase stock of private canal companies or loan money to the same Date of act. Mar. 3, Mar. 2, May 13, Mar. 2, May 18, Mar. 2, July 25, Jan. 11, May 24, Mar. 3, June 25, 1825 1829 1826 1829 1826 1829 1866 1868 1828 1837 1832 Canal company. Number |of shares. Amount. Chesapeake and Delaware . do Louisville and Portland. . . do Dismal Swamp do do Chesapeake and Ohio . 2,250 2,250 1,000 1,350 600 200 10,000 $225,000 225,000 100,000 135,000 150,000 50, 000 1,000,000 300,000 100,000 Remarks. Purchase or subscription. Do. Sale of shares. Sale postponed to Feb. 8, 1868. Loan to Alexandria Canal. Loan to Alexandria Canal for aqueduct. APPROPRIATIONS The following tables show the appropriations made by Congress for river improvements (excluding harbors) and canals, from 1802 to 1900, with a statement of subsequent appropriations for river and harbor improvements from 1900 to 1907: Table 53 — Acts of Congress making appropriations for rivers and canals. 1802-1900 [Analytical and topical index, reports. Chief of Engineers, 1866-1900.] Date of act. Rivers. Canals. .\pril6, 1802 April 18, 1806 February 10, 1809 . March 3, 1821 May 24, 1824 March 3, 1825 May 13, 1826 May 18, 1826 May 20, 1826 March 2, 1827 Do March 3, 1827 May 19, 1828 May 23, 1828 May 24, 1828 March 2, 1829 Do Do March 3, 1829 April 23, 1830 March 2, 1831 Do Julys, 1832 March 2, 1833 ■ Do June 28, 1834 June 30, 1834 Do Do February 24, 18.35 . March 3, 1835 July 2, 1836 .July 4, 1836 March 3, 1837 April 20, 1838 Julv7, 18.38 March 3, 1839 July 20, 1840 March 3, 1841 August 23, 1842... 830, 000.00 448. 71 150.00 ,000.00 30, 3, 150, 000.00 000. 00 383. 40 000.00 500.00 513.00 30, 000. 00 $25,000.00 300, 000. 00 100,000.00 150, 000. 00 1,000,000.00 50, 95, 46, 200, ;54, 15, 95, 155, 000.00 694. 72 880.00 000.00 970. 32 000.00 900.00' 527.00 17, 231, 395 160, 754, 70. 408. 15 i; 75 100 000.00 240. 63 000.00 000.00 600.05 000.00 963.00 000.00 573.00 000.00 075.39 ,000.00 000.00 Date of act. Canals. 200, 000. 00 133, 500. 00 28,337.55 15, 000. 00 300, 000. 00 10,000.00 March 1, 1843 Do June 11, 1844 June 15, 1844 Do February 26, 1845 March 3, 1845 Do March 2, 1847..... March 3, 1847 March 3, 1849 August 30, 1852... July 22, 1854. Julys, 1856. Do Do August 16, 1856. . . June 9, 1860 June 12, 1860 Julvl, 1864. June 23, 1866 March 2, 1867 Do July 25, 18(58 April 10, 1869 December 23, 1869 July 11, 1870 Julv 15, 1870 January 18, 1871 Februarj- 2, 1871 March 3, 1871. . . . June 10, 1872.... • Do March 3, 1873. . . . Do Do Aprils, 1874 May 11, 1874..... June 23, 1874 Do GOVERNMENT AID TO INLAND NAVIGATION 181 Table 53 — Acts of Congress making appropriations for rivers and canals, 1802-1900- Contiuued Date of act. March 3, 187.5 July 31, 1876 August 14, 1876.... February 7, 1878... April 30," 1878 .Tune 18, 1878 Do Juno 20, 1878 January 13, 1X79. . . March 3, 1879 June 28, 1879 June 14, 1880 June 16, 1880 Do March 3, 1881 Do March 21, 1882 May 4, 1882 August 2, 1882 August 7, 1882 Do March 3, 1883 Do January 19, 1884 . . March 12, 1884 Julyo, 1884 July 7, 1884 Ma,v26, 1886 August 4, 1886 Augusts, 1886 February 1,1888... March 30, 1888 April 2, 1888 August 11, 1888.... Do October 2, 1888.... October 19, 1888... Riyers. Canals. $3, 000.00 000. 00 :m. 00 000.00 900. 00 000.00 .513.00 .")3fl. 72 600. 00 000.00 500.00 010.00 000.00 000.00 000.00 000. 00 000.00 900.00 000.00 970. 18 460.00 000.00 000.00 100.00 .500.00 479. 32 492. 00 404. 57 025. 00 380. 32 800. 00 572. 48 633. 77 733. 13 000.00 525. 06 $780, 000. 00 "456,666.06 7, 500. 00 425, 000. 00 368, 000. 00 '432,' 755.' 36 317, 000. 00 '325,'666.'66 530, 000. 00 '"68i,'256.'66 "i,'.576,"m66 Date of act. March 2, 1889 February 22, 1890... August 30, 1890 September, 19,1890. September 30, 1890. . January 19, 1891.... March 3, 1891 Do Do July 13, 1892 July 28, 1892 Augusts, 1892 March 3, 1893 Do August 18, 1894 Do August 23, 1894 Do March 2, 1895 Do February 26, 1896... May 1, 1896 June 3, 1896 June 11, 1896 Do February 26, 1897... March 31, 1897 June 4, 1897 July 19, 1897 July 1, 1898 January 5, 1899 March 3, 1899 June 6, 1900 September 19, 1900.. Total Rivers. 862, 1,50, 3, 14, 428, 162, 2, 1, 300, 1,000, 12, 8.56, 109, 115, 7, 349, 95, 6, 701, 5,335, 6, 1, ■ 15, 6, 770, 17, 11,340, 980, 060.00 000. 00 735. 0(3 050. 00 178. 04 128. 87 9,50. 00 000.00 000.00 529. 00 W;7. 41 000. 00 500.00 986. 65 180. 00 000.00 325. 28 916.97 000. 00 700. 00 500. 00 811.96 625. 46 000. 00 Canals. 250, 000. 00 250, 000. 00 9, 789, 333. 00 1,156,015.65 7, 575, 989. 56 100, 000. 00 14,626,409.25 8, 725, 017. 00 167, 000. 00 82, 367, 000. 00 206, 899, 183. 81 600, 000. 00 'i,'6i8,'683.'66 2, 444, 653. 00 425, 000. 00 300, 000. 00 483, 865. 00 335, 000. 00 179, 597. 00 8, 265. 19 1,575,000.00 'i,'877,'746.'66 748, 000. 00 1,110,000.00 30,245,387.24 Table 54 — Appropriations for river and harbor improvements, 1900-1907 1900. 1901. 1902. 1903. Regular appropriations ! $16, 195, 623. 75 Permanent annual appropriations 291, 000. 00 Indefinite appropriations (opening and cleaning of canals and remov- ing sunken vessels) 1,013,975.33 $7,046,623.22 291,000.00 1,009,268.22 $32,565,199.94 297,600.00 1,100,120.59 $20,228,157.00 297, 600. 00 1,196,361 30 Total , 17, 500, 599. 08 8,346,891.44 33,962,920.53 21,722,118.30 1904. 1905. 1906. 1907. Regular appropriations Permanent annual appropriations Indefinite appropriations $10, 872, 200. 00 297,600.00 1,135,792.81 $26,561,281.75 297, 600. 00 1, 116, 829. 48 $17,664,0.50.04 297, 600. 00 1,273,819.32 $43, 315, 813. 00 297, 600. 00 1,512,176.76 Total 12,305,592.81 27,975,711.23 19,235,469.36 45,125,589 76 RECAPITULATION 1900 1901 1902 1903 1904 1905 1906 1908 $17, 8, 33, 21, 12, 27, 19, 45, 500,599.08 346,891.44 962,920.53 722,118.30 305, 592. 81 975,711.23 235, 469. 36 125,589.76 Total . 186.174,892.51 5. GOVERNMENT SLACK-WATER RR^RS Facts relating to the Government slack-water rivers are set forth in the accompanying table, which shows the location of each stream, the navigable length of the river and the slack-water portion, the nmnber and dimensions of locks, traffic statistics, and the total Gov- ernment expenditures so far as ascertained, with such "remarks" as are needed to call attention to special facts concerning each river. The rivers included in this table are only those where navigatiim has been improved by means of locks and dams. It does not include many rivers where the Government has carried on improvements of other kinds; nor does it include rivers for which slack- watering projects have been urged or authorized, but on which no important work has yet been completed. Where two dates appear in the column headed "Year" under "Traffic" the statistics are for the fiscal year ending June 30. 182 GOVERNMENT SLACK-WATER RIVERS 183 -HCOCCO) O (NC<3 —liO QO S Ol 03 S 5*3 3' o ^ ^ -* C5 y S a -5; O . 9-2 5:^ p g f. o o . fH ; 3 bolz; m 2 c O- u S.'S^ o — c a. .2 w =s W J=T3 ® ^ - ' Q =- ' ° o n0.2o§ O M a 3 g go OQ O '^ S 8 I SO eg f5 a •o^ 2-^ 2 s I" O O « O Oco 0.0^0 184 EEPORT OF THE INLAND WATERWAYS COMMISSION a .' £ Mm-a s 2 d S'O .2S|^ca§5g5fl; «T3^I^OiO e3.a+f QJ X , (S.2 B St- " * 3 Si2^>^^ 5•i:2„■ o ftS '-M .a g"^ ^ " oOig.a-ggaoM'^*- 5§t2>§»i.2 H S«o^-5gd d S p.3 £ B § +i ^ o » o. =3 > 2-c S ffl*^ > ■^ _a M !a !c .2 t.^ .2 M S O -^ 'S ® M ,a t. o a o3 1. 8co rjoi^'^ ^ OO 'f ^ 0:0-.^ rt ^ ceo :c 000 O Oi G^ ^ 05 (MC3 tD'J' (M-* "OOO CO X O t— O — S § ffi ss Ci3 3 0? 00 000 C :C o «j O O ■1^ ■!-> o s cs II ^^ ll|o 2h^- Boa, \ ^-t C.£tf 2 "i 5' 50 - a 3 I 12; s S o ■ « 03 . 1^ ^ 53' • • © s +^ I §13*5 ^ -3 •§ ti C; •^ w 2:2: 2 5 S .i a Q 3^ s ■3 , § ^ f il avigable section— Pittsburg, Pa. ack-wat(>r section Pool formed by Island, Pa. Pools formed b 2 and H, Pa. ile section en, Ohio, atcr sectioi s above Zan 5 ^ c '5'i Si; S !2; M 2 3 !2; M r s GOVERNMENT SLACK- WATER RIVERS 185 s ^ ^ lO t^-H lO sa ■«">) oo 0C-)O M ^ .-H C<5 '-' '-' c£> 2 ■-l ,-^ ^-■_, o oo o o OO >oo in" o"' lOCO (N UTO IWU5 in 00 «^ QOira o lO o ^5 >ncO r^ ■>! ■* cc to lO lOiO 4 ■* g s. o o o o oo o ^ s r- CO c c o o O tflft c +i +^ +:. 3 3 ^ 5 ^ 5 ? § 3 g ?§<^ o a ? S f S.5 T ctlon— V. Va. ection- Va. ction— Shoal, ection- Shoal. a o •• M - ^ >-, awha ble sville ■atcr on, \ •5 o ..■,H m a o o e; ag ^! OJ C ftS> CO JH ° a f « s o q3-2 ^ agT;5; w SSl a:^ S oo "^ ^ ca O (- =s . 3 " 2 o d,t;'^ fe o n IM o a c3 1- ^^?r|-2 2.2="Sd2n°^ E>S§3>g.g.2§.2;§ 02;E-rH^00f^w;Z'' ■• 03 a ? C_, J3 o>-!h ( O ca Wo ai673— S. Doc. ai-'o, HO-1 liJ awf ggn 186 KEPORT OF THE INLAND WATERWAYS COMMISSION O ooo s (i ^ ea Q u S" 2 > s ° i , MfLl a;^ +^ m If: O >-i X 'I' IS O 03 :S 1^ .. > 3 O 3^ c3k' 03 oS^_g^ 3 "g -g g ^ , J 2 a " a :« « 5o |.2 S "^ I i" M3J .. . . 'p * hi «J esO giz; M 2!^ M GOVERNMENT SLACK-WATER RIVERS 187 SIN O 00 "5 (N ■^ -n" rt (M o a q; 3 o o a) > s a QJ m Oj h CCQ o ^ O 1 > a ^ g S -^9 o fl o o S C „^ C E §"5 8^^ . btPaa 3 ftg >>•§ ft;2; § a ^ a CO *-» ^ M r* ?; >-^?; i^^ t-^rH o *-• odS'Si^2'§o=3|;^|S.SU2§^ 2S^^°S2;:|.gi^^rr|2 35 6. CANALS IN THE UNITED STATES LOCATION OF CANALS Canals in the United States include: (a) Government canals, (6) State canals, (c) private canals. Geographically they are distributed as shown on the accompanying map prepared in the oflBce of the Bureau of Corporations. LOCATION OF GOVERNMENT CANALS Grouped with reference to their situation, Government canals are as follows : Lake Group 1. Canals on the through route between Buffalo and Duluth, including the St. Clair Flats Canal and the St. Marys Falls Canal. 2. Branch canals of the lake group, represented by the Sturgeon Bay and Lake Michigan Canal; the Portage Lake and Lake Superior canals, and the Portage Canal connecting the Fox and Wisconsin rivers. 3. Lake harbor canals, or those of a rather local nature, including the Duluth Ship Canal and the Benton Harbor Canal. Jklississippi Valley 4. The Illinois and Mississippi Canal (Hennepin), which has just been completed, uniting the waters of Lake ]\lichigan with those of the Mississippi River. 5. The Des Moines Rapids Canal near Keokuk on the tlirough Mississippi river route between St. Paul and St. Louis. 6. The Louisville and Portland Canal on the through route between Pittsburg and Cairo. 7. Tennessee River canals, establishing through communication between Chattanooga, Tenn., and Paducah, Ky., including the Big Muscle Shoals Canal, Elk River Shoals Canal, and Colbert and Bee Tree Shoals Canal. Atlantic and Gulf Coast 8. The Estherville-Minim Creek Canal, a successor in a way to the old Santee River Canal in South Carolina. The purpose of the Estherville-Minim Creek Canal is to furnish an outlet for the Santee River into Winyah Bay. 9. Gulf canals, embracing Port Arthur Canal, at Port Arthur, Texas; the Morgan Ship Canal, a link in the waterway connecting Houston with Galveston Bay; and the Galveston and Brazos Canal, extending from Galveston Bay to the Brazos River. Pacific Coast 10. (^anals of the Pacific coast include the Cascades Canal, an improvement of. the Columbia River, Oregon, where it passes 188 CANALS IN THE UNITED STATES 189 through the Cascade Mountain range; and the Lake Washino;ton Canal, Washington, a waterway in course of construction, which is to connect the waters of Lake Union and Lake Washington with those of Puget Sound. LOCATION OF STATE CANALS State canals in operation exist only in New York, Ohio, Illinois, and Louisiana. Their relative importance is in the order named. New York Canals The several canals of this State, which are of more than local impor- tance, are as follows: 1. Erie Canal.— The main line of this canal extends from Albany to Buffalo, 352 miles, and forms part of the through route between New York City, via the Hudson River, and Chicago, Duluth, and other lake ports. 2. Ghamplain Canal. — This canal unites the Erie Canal, Lake Champlain, and the St. Lawrence River, with which Lake Cham- plain connects by means of the Richelieu River and the Canadian Chambly Canal. The Champlain Canal extends from Whitehall to West Troy, 66 miles. 3. Black River Canal. — This canal with its feeder and reservoir, and the Black River Improvement, a State enterj)rise, collectively em- brace more than 90 miles of waterways. This waterway does not open through communication between Lake Erie and the Hudson River on the one hand and Lake Ontario on the other, the Black River not being navigable between Carthage and Lake Ontario. 4. Os'wego Canal, running from Oswego on Lake Ontario to Syra- cuse on the Erie Canal, a distance of 38 miles. This canal is fed by the Oswego River, which forms part of the waterway, the bed of the river bemg canalized for about half the total distance. Ramifications of this canal include the Baldwinsville Side Cut, the Oneida River Im- provement, and the Seneca River Towing Path. 5. Cayuga and Seneca Canal. — This canal is 23 miles long and ex- tends from Montezuma on the Erie Canal to Geneva on Lake Geneva. The Cayuga branch of the canal is 2 miles long. Formerly this canal was of much importance, because of its relation to the continuous line of inland waterways between the Erie Canal and Chesapeake Bay via the Chemung Canal and the canals of Pennsylvania. This line, however, is now abandoned through the greater part of its length. Ohio Canals The two State canals of Ohio cross the State from two different points of Lake Erie. The Ohio and Erie Canal, generally called the "Ohio Canal," runs from Cleveland to the Ohio at Portsmouth, a distance of about 309 miles. It is joined at Lockbourne by the Columbus navigable feeder, 11 miles m length. At Roscoe the old Walhonding Canal, which connects with the Ohio Canal, is still used for a distance of 6 miles. The other Ohio State canal is the Miami and Erie, connecting Toledo and Cincinnati, but does not now enter Ohio river. This canal has two feeders, one of which possesses some local importance. The total length of this canal is 244 miles. 190 REPOET OF THE INLAND WATERWAYS COMMISSION Illinois Canals The Illinois and JVIichigan Canal extends from Chicago to La Salle on the Illinois River and is 96 miles long. At La Salle the canal connects with the Illinois River through what is known as the "steam- boat channel," a cut about half a mUe long. Through its connection with the Illinois River, traffic can pass from Chicago to the Missis- sippi River at Grafton and thence to the Gulf of Mexico. The other State ca lal in Illinois is the Chicago Sanitary and Ship Canal, run- ning froj " Chicago to Lockport, 111., 28 miles. The immediate object of this work is to protect tne waters of Lake Michigan from sewage pollution. The water was turned into the main channel in January, 1900. The projectors of this canal have contemplated that even- tually it will form part of a great ship canal connecting the Lakes with the Mississippi. Louisiana State Canal The only State canal in Louisiana is the New Basin Canal, origi- nall}^ owned by the New Orleans Canal and Banking Company. In 1866 the canal reverted to the State. This canal is 7 miles in length and extends from Lake Pontchartrain to a point in the city of New Orleans, but it does not connect with the Mississippi. LOCATION OF PRIVATE CANALS Atlantic Coast System With the exception of two unimportant canals in Louisiana all private canals in the United States are owned by corporations. The eastern group of these private canals may be classified under the general title of the ''Atlantic Coast system of private canals." With but few exceptions they were all constructed before the out- break of the ci\dl war under charters granted by State legislatures, and either because of their control by railroads or by reason of a failure to maintain improvements, they are for the most part of declining importance and exert little, if any, appreciable influence on freight rates. Of the 1 1 private canals composing the Atlantic Coast system, two — the Morris and the Delaware and Raritan — cross the State of New Jersey. The former has been practically abandoned, and transpor- tation over the latter appears to be discouraged, by its lessee, the Pennsylvania Railroad. At one time in their history both these New Jersey canals played an important part in the transportation of coal to tidewater. Of the elaborate system of canals constructed in Pennsylvania there remain the Lehigh Canal and the Delaware Division Canal. The Lehigh Coal and Navigation Company, the owner of the Lehigh Canal, also leases the Delaware Division Canal, but neither waterway possesses the importance it formerly occupied as a means of trans- porting coal to tidewater. The remaining privately owned inland waterway of Pennsylvania is the Schuylkill Navigation, partly canals and partly slack-water navigation in the Schuylkill River, operated by a private corporation entitled ''The President, Managers and Company of the Schuylkill Navigation," which is empowered to CANALS IN THE UNITED STATES 191 collect tolls. As shown by the schedule of this company, received by the Bureau of Corporations, practically all of its capital stock is owned by the Reading Company. The Chesapeake and Delaware Canal, about 14 miles in length, connects the Delaware River and Chesapeake Bay, and forms an important "inside" water route between the North and South. In 1907 the War Department, on the recommendation of a Congres- sional commission, advised the purchase of this canal by the Gov- ernment. The historic Chesapeake and Ohio Canal, with which the name of George Washington is closel}^ associated, extends from Georgetown, D. C.,to Cumberland, Md., 185 miles. It is now controlled by the Baltimore and Ohio and Western Maryland Railroads, although the Government owns a considerable amount of stock in the canal com- pany. The Chesapeake and Ohio Canal has lost much of its former importance, being now used mainly by a coal company and its sub- sidiary towing concern. The four canals in Virginia and North Carolina are so closely con- nected that they may be considered together. All are owned by private companies, and so far as the Bureau of Corporations has been able to learn none of them is owned by railroads. These canals are as follows : The Albemarle and Chesapeake Canal connects Chesapeake Bay with Albemarle Sound and forms part of a through waterway about 68 miles long, composed of Elizabeth River, the Virginia and North Caro- lina cuts of the canal, North Landing River, Currituck Sound, Coan- jock Bay, Upper North River, and Lower North River. The canal proper is 14 miles in length. The Dismal Swamp Canal, an old waterway, is fed from Lake Drummond and passes through what was originally the Dismal Swamp, from which a large tract of land has been reclaimed by drainage. The canal proper is about 22 miles long, 14 of which are in the State of Virginia and 8 miles in North Carolina. The Dismal Swamp Canal connects the Chesapeake Bay and Albemarle Sound, forming part of a through waterway about 67 miles long, composed of Elizabeth River, Deep Creek, Dismal Swamp Canal, Turners Cut, Upper Pasquotank and Lower Pasquotank rivers. The Fairfield Canal, 4 miles in length, and the Newbern and Beau- fort Canal (formerly the Clubfoot and Harlowe Canal), about 3 miles long, are both unimportant local waterways. The Fairfield Canal connects the Alligator River and Mattamuskeet Lake, while the New- bern and Beaufort Canal connects Clubfoot Creek and Harlowe Creek, forming part of a waterway about 39 miles long between Newbern and Beaufort, N. C, composed of Neuse River, Clubfoot Creek, the canal, and Harlowe Creek and Newbern River. The Newbern and Beaufort Canal is owned by the Albemarle and Chesapeake Canal Company, which is also interested in the Fairfield Canal. Louisiana System The four private canals of Louisiana that are of sufficient importance to warrant mention in this connection radiate from points in or near New Orleans. Two connect Mississippi River with other natural waterways. None of them is over 7 miles in length, although several of them, in conjunction with natural waterways, afford routes several 192 EEPOKT OF THE INLAND WATERWAYS COMMISSION miles longer. There are a number of other very short canals in Louisi- ana, but they are of a purely local character. The four principal pri- vate canals of Louisiana are the Carondelet (Old Basin), connecting the city of New Orleans and I^ake Pontchartrain by means of a waterway composed of the canal and Bayou St. John; Lake Borgne Canal connecting Lake Borgne and the Mississippi River; the Barataria and La Fourche (Company) Canal, connecting the Miss- issippi River and various interior streams and projected to Morgan City; and the Harvey Canal, running from the Mississippi River to Bayou Barataria. Of these four canals the Barataria and La Fourche Canal and the Harvey Canal are owned by private individuals. The other two private canals are owned, respectively, by the Carondelet Canal and Navigation Compan}^ and the Lake Borgne Canal Company. Other Canals The Oregon Citj^ locks, situated on the WUlamette River between Oregon City and Portland, were formerly owned by the defunct Wil- lamette Falls Canal and Locks Company. This improvement is now o•v^^led by the Portland General Electric Company. The toll collector is jointly paid by the General Electric Company and the Oregon Rail- road and Navigation Company (Southern Pacific), pointing both to the use of the canal as a water power and its possible control by a railroad. The Cape Cod Canal, now in course of construction, will shorten the distance between Boston and New York, and is expected to increase the importance now attached to the present Atlantic Coast system of private canals. STATISTICS OF CANALS IN OPERATION Detailed statistics of canals are set forth in the follomng tables, entitled respectively '' Government canals," ''State canals m oper- ation," and " Private canals in operation." These statistics have been compiled from various sources, including the reports of the United States Engineers, the reports of the United States Census, and informa- tion furnished directly to the Bureau of Corporations. The data from different sources was often conflicting; and while much care has been exercised in selecting the latest reliable statements it is possible that some errors ma}^ be found. Some variations will be noticed in the data for the different groups of canals. But as far as possible the tables show the location of the canals, the principal dimensions of the canals and locks, the period of navigation and the traffic for selected years. The total expenditures or the cost of construction and improvements are shown as far as the figures are available; and in the case of most of the private canals further information as to capitalization, receipts, and expenses are given. In all of the tables the last column of "Remarks" sets forth important facts concerniag the various canals. As shown by the tables there are 17 Government canals aggregat- ing 194.49 miles in length, 12 State canals aggregating 1,358.98 miles, and 16 private canals aggregating 635.58 miles; a total of 45 canals with a length of 2,189.05 miles. CANALS IN THE UNITED STATES 193 •^ JL "S ° tfi S O O^a _ IP o S t^.■' nip .«g ' >-<^ Sgg5.2 6£ ■£&■ .Si ■?, t" "O ^ '"" ;3 .a > O • ■ - g a 2 c « i" P -p — f^ p- -!:: t- o Si t^ 5 ft i| s^lll illp! Ill IISlI §51 g — H +i o c -M -. tx+j C X2 — ^ .Ih ffi "S X x; -^ o w m o t-i O a M c q iisi: 03 M p<-< •:;qgraaj O JO jaqran^ •jBBjq. 4-h 1 o ^ ^ lO 00 00 CO 00 coac CO -^^ 00 00 CM 00 lOcD ^ t^ coco OON •U0]Xb2 lABo JO pouaj •qipiAv •qjSnoi; •jaqumN •q^daa "UIPIAV •q^Snaq Cq T-I(M O w o3 '-7^ be . G> O ©OQ •73 fl 9 tc -S 53 -^ 194 REPORT OF THE INLAND WATERWAYS COMMISSION — S ■« 5 OS ft a-" m o cj '. ■:; ft>,-3-n g d 2 ;3 03 ■' Ml .2 U 2^45 t-.s C •^ ail. c ^ ^ o Q^ oj c o e e o-" o2og^. ftSitfS O O£o ft a o K o^U-, 0) ■; o rt o . o ft^ ft '"^ S ^- "^"q^ * " .Ji cS ft ft e 2o.S-Sfift r;^j Win-; =:)"■§ ^ 2 S . -o '^ — 01 00 _2 cs*^ ft C fl M c ^-^ . ^ .0 ;os o LO (- c3 c «*-^ G S So' oi ^ ^ i2 u, '=^ M o bT ■*r cy 0^ (^ +^ j_, O .r; ^3 3 CO o •O S rj '^ -O M 2-5:gOfc3 iH w ■'^ -c; 03 ^ 03=301 C o^ — ffl" o «■£ "^ p .a .g 4 Pi tt) X >>" ^ ' rl O IH +i_ I- a ftp M-iC! ft -SiLjcc o a Scots" I 3^0 ^ ° ■^ CO fc^H h^ 5^S o O) 03 = ^J, > o cs oT-n ® 3 — ■ ,3 • -a o aE2 OJ O •iq3paj •SI9SS8A JO jaqumK uBa^^ -lA-BU JO pouaj 1— (h-t^Tjit^C-ICOO: O CO 001-H C^ C^ T t^OOCO rr lO lO" O'-HtMCOrriOOt^ 00000000 OSOOdClOlOO". .._ .u^-i 030000000 0003O0w03O0303 ro o ^ i •mdaa •UIPIAV •mSnai S2 >: a r > 03 o ^•5 ■5 ?2 >.« Eh o a iq o o ^ oo 0105 • V — ' " — y _/ — ' ' — ^- c< c; (M s s g i i2i o> IM o c c a O) «o IC to s cc t~ 00 00 s c s ii : o 2 " 5 c- lo la si) 2.SO ■30 196 EEPORT OF THE INLAND WATERWAYS COMMISSION j3 S^ ^5 u ^45 a O ^ Mo X! g C O _ o ffi (u 00 >^>M 2o O cS o o c J2 SooE-i ^ Us: R i-i O. 03 o3+J. ^ ^ O ^ — .5— o 3p ce go = ? fe ^75 "=i •ss .-< O l~ III CQ •qiPiAV ■qiSuai •ON e;s CO 1-1 i-Hi-l (?q >-i .-1 03 •qadaa ^S5 fiz; t^ a ^'o'Sb • o >+J ST3 =3 £ : S>:'f:l ■a cjH ,^ Q> *- ' III O c3 ^6 CS n 2 ^ " o g g 5 S > 2 s » -S-O ° B 3 CANALS IN THE UNITED STATES 197 II a 1-9 _ S oieo ill Undertaken by Illinois to con- nect Mississippi River with Lake Michigan at Chicago. Recommended in ISOS by Al- bert Gallatin in report to Congress. In 1827 Congress donated to lUinois 300,000 acres of land for canal pur- poses. Length includes 5.55 miles of river. Length uicludes 5. 80 miles of river. 7,904,972 8,002,080 i i 9,513,021 52,697,495 o o m" i B CM Oi 8,818 75,234 00 o • ■S o 8 i § 03 to lO >fl >o 00 8 r~ o o M CO i 00 cc 3 ■* ^ Tji lO o g3 00 S 8 20.00 30. 00 40.00 30.00 202. 00 § i § s s P e c > 1 'C c "a C c ■E c c c •c c. d O ;^ "3 o c "c c 1 c « c j ic 1 'o C o ■3 H "a c c c t5 =3 a ■5 B ■3 en a a "c -5 c "C C a § 198 EEPOBT OF THE INLAND WATERWAYS COMMISSION pi .2 o OS m2 O 53 ,oaS. : iH £ c js« 5 6" tn a> a M sag g .^iJ j ■^'^ggC~'o3CQ>,X3 O rt d tn oS .2 o is a) ^ 3 g 111 ■-■CX) — C-^ 03 K a 0) J) cS PS a c^ .2 — I (D M » os.2,„- 3 a*^o ■3° £'-' a*^ o3 a Sg I'm ■& 50-3.9 a ojQ "t: a) iH*— I OS »OCOrH(N.-HiO{NOO»CrO OJ'fl'OOO '-' t 10 »o ^ to "O ' Ot^iOOlOC^iOOi-HM l^OOiOtMOOOCDOOOOt^ ooc^iooor^cOi-Hcoor^ (NMiO Q ooor- ^ - , _ . octree r-ICOOlO OOCN o:(M to CO CO t^ lO N ^^HCOiOClt^cO-^»000 ^-^oocoocooc 05 rt .-Ht-H .-H NOOCOt-II^OCOt-HC* •COM ' CSi-l • coo ■ co"-*' gsffiojooooooo t^00O:Q^!NCO"!(Hl oooooooirao cnoioooooooo "^locot^oociooo OOOOOOOiOO^OClClOi 00000)050050:05005 OOCOCOfJOOOCC'050505 •qipiM •q^Snai •ON fc,(N •qjdea • 03 ■^Iz; o^ "2^ pq !^;z a ^t3 03 o! a oj o •T3'— — . G a-- osppj' o o3 2 o C3 "=3 ^5^ - ;«aa g 03 a) 03 t- I a 2 a® •5 a g CO » O bio's ^agi^.' __ 03 g 0) a ii » « o g 00 03O ^ ^a CANALS IN THE UNITED STATES 199 2 a 2 2 ao o-o Qjs ^^^ S^ Mo • " S^S-S « r. O fl C «^— c -Mfe+^c^cd ctl ai p.5^ fl'5.«*^ 9 £ ^ fl_. ^-^ « § S o to^ii. S oj cj ^ C Id -2 ^ _o o "^ — ^OW) 3 aj-o — _;~ -^ «■- o C t^ u O CI.-- ^ci--og 2=i«2^''>» 2 *^ c-i -M -u i; — ' . c-^ q "'J-' o J a o S -S a c M) S e (S .9 o ^ f^ S o > ft-a ^ a -^ " ftCq o IS O ^ -w G-— o _ _ ° "-^ — ' (S -a m O >-i g-a o _ > is o o s+i -^ S S S -C " o 2 =s a ft 2 "3 M § &§ S 5'a OQ 2 o g a o ^— ° . ^ C3 a SQ «=^ a y)-;o o =«o ^w: ■gg ft^ n-*^ . c £i^ tx^ h'^ S ^ ^ g ^ »- o^o t>- lO n ^ o GC O — • O C^J C^ O CO -oll>■co■«T^o.-t- O t> !>■ O O O O r^ t^ l>- CD C*3 CO C^ C^ (N (N C* Ol C^ C^ I OcDOCO o lOOr^h- TP GO 0000 00 lOOOr^OOClO^OJCO-^iO^OCl — t^GOOlO-— t'MCO'^iOcDh-CCOiO^C^CO'^'OO 2 a S 5(5 p 2 o o ,2-- 2 . Ota ^5 o^ 2ffi a- 03^ CO ^o o I article ks or cu nland wa arle Soiin js a 3-e cipa olir the belli ^6 a ^■w-; S 03 ■E-2o<; 3^ Ph (1^ Q o 0) ^rfCO 00CCrMMM,-lOCT> cc '-H <© cc Ci --^ o T— ( " cs S •qiPTAV •qi3u9T; ■ON •mdaa u S a) ss •o3 bo ^ o o o 03 03 z q;5 5« 6 ao^ > c3 a tt' «^ "^ o s; _• 03 s 03 ~ '^'^^ a . 03 ® a)-— — — J- — a:; :c: a-3^ a a^^.2^ c3 -4J O oS ^-t (S S' S t^ 3 O « o3t3 o a+i p: 1 «) i:§2 03O P< w CANALS IN THE UNITED STATES 201 u a o . i! 11 i| mmm'i g§si§¥s"^' o -a" o as r^ 00 o ooSS&oooooi to 1 1 ? 2 ■o g tc § i .60 ss Around the Falls of Wil- lamette at Oregon Citv, Oreg. ! OREGON. Jamette Falls Canal 1 c 31673— S. Doc. 325, 60-1- -14 202 REPOET OF THE INLAND WATERWAYS COMMISSION i 0) Hate. Per cent. 10 and 4 10 and 4 10 and 4 10 and 4 ^ i<-*-.r •* 2 5 d$118,628 d 118,628 d- 118, 628 d 118,628 a a a s> G c c R a c c o o o o o o o » 104, 118 i 104, 118 i 104, 118 n 04, 118 i 104, 118 i 104, 118 n04. 118 »• 104, 118 »■ 104, 118 J 104, 118 Not earn- ings (or de- ficit). o. $109, 920 "114,444 c1 ira = a 161,965 108, 666 a 56, 100 1174,748 270, 427 212, 872 208, 334 72, 195 249, 451 814,631 403, 181 X) cc cc oooco »occ cc O 00 • Expenses. $378, 484 413,382 oJfO o o 182,343 78,854 « 139, 189 e 219,388 48, 062 83, .3.55 61, 152 81,316 149,509 1,401,431 344, 428 169,952 IM-3- 00 00-.OIO IOU3 Receipts. $268,564 298,937 167, 411 52,070 96,231 86, 155 481,119 344, 308 187, 520 f 83, 088 / 44.640 /■94,848 / 55, 487 388, 914 353, 782 / 274, 024 349, 650 221,704 1,650,882 1,159,059 537, 133 COiO COIN -Tio coooo oo o 5; lO t^ (N TT lo o o o a: lO ; r ,-^ -^ i .*—..*—. r gogooooijgSgOcLiSigigFi^Si ^ 1^ I 00 O 3 C > « ^^^£« S M C (VQJ X o 03 03 •SO Q "O O PO si m .M ^ .a est A ^ V CANALS IN THE UNITED STATES 203 . lO »c »c »o o »o lO »o ; o o 2 3 5 S ^ lOtMCCi-t TfOOOCXM O — * t- -ri o O I-- IM r-H (M Oi X 00 U5 Ci lO -^ CO CI c^ ) -^ tC* o <— ' CI :o -^ ij^ 500C00000 O M CO"^ »0 -^t-OOCOCTjOCII I II OiClOCOCCCOCOOOOOOO r-I^Hr-lT-(»-H^-4'--tT— tt—tt— 1»— l^-li-Hi~Hr— tt— t05C7>CiCiC c*i CO »r> cc ci ^ oooooo GC CJ O Ca 00 --< (M -^ r- '«r cj CI W CO O --H cc QO Of-H CO o O t-* CI t-* »o Tr"'«i< i-Tooo C) O CI CI c» GOlO o cs t* ■»*« lO »0 -^ 1"- ■^ CO 1-1 t^ CO CO "<**'* »o »o --DO^OOOOOOO --^oo^Oicot— i^ccr :r 1 Ot^OOW^iCCO'^OO S .— i-^Ot^t^OOiOCICO ^ - CI C) CJ C^ CO CO O l^ CO C- O CI Oi Ol 0~. CS O O CCOOGCOO Oi Ol oo OCT ,§ ^§ OS T30 P. «l ^' &H § O I. ■^"z ^« o'o ul c S a ni '^ Cj n! •c^ T3 a-;^ _ ■ o ^o^ "a— I C'SIS t^ • g^ C'rs feJ4 . P,^ ■» ic >, 2 a £ !2 o »■-• . „ cj '^ +^ - a lo o a m o •-«<< 06^ :g o o t; "c 2 s-^ 5 ■^ °^ P<.S O H 00 p Q _ o3x3 ^'sO^ "" o-g-o Q.^«.o 0_ a 4J '^ k- M '-' I^TJ S-^ 0-* W) --i-e o -2=2 3 ^ O '^o £ 00 tj ^ w t^ ^ =* .9 2 . Eb r! ^ -a =s OJ SPH-go° ■o - a ^ ■g a S a 2 -5 $ o ^ Qj B 5<* & o o wS S'-' J[, Oj^o'S OS® oj^ bo oj 01 a 03 o a W o Tl r« 0) -a ^ a Z^ ^ ^ 03 ^ S PL( <- ■-^ ^ J o3 m o3 r-n ^ .•^B'*'s as o T) v "O ■? "O -r "^ ■? < < < < c c c - o o o 3 t^ M tH ^ o3 O £ a 3 S3 'Z H m W g o oj ■- §f^ aj iH fe .■SSS S PLh ■^ ^ W Q w 3 02 B ■o a 02 O 206 REPORT OF THE INLAND WATERWAYS COMMISSION IfiS Mm ? s - c . Ti on C 7^ .ell o C P- S = ^ o o ?i ^ r- Pj tn "t s g S S c5^S- r- ^ OS -*-S +-> — CO^ r^ • S ® £ S ^ .• 5 slip +J CS rH r^* rti 00 00 §8 p c^i 2S 1- Oi ac roS a i IN--i 10 CC .-. -C: 0C-< s8S ?S 8 0000 »0 00*^0 1 ?p C-o-ra ?^ 1^"- 5 -^ 1 "^ Si ;i ^^ b . ^ i C-l ^ O '- -H 00 00 00 00 ^^ —I 00 roMcct^-^— 100 r- CO ro CC O -n< '.O »o h- oOin 00000000000000 4-2 -ioitiofcofeM CO re ^ CO ro CO o lO 00 00000000000000 >ooo cc -7' rf^J ^j LBV t.^ :5 s „ . .S . o 'Z-~ o S > > ;>> • C cC.,— S O M •cOJ ~ a So o o C (2 6 Siz: oW 5? o g a =a 2i -a 3 a c5 a fco •43 o'?-^ el *5 c c ^^■6^ iCM S CC . c a a~ =i J3X3 fc;,a « ^0 00 •^ ai K cS -5 ■:& c» 1^ ^:S WO :25 M >, 3 >> ■.£'■3 O-g i; c'a cS 2 z i:£.s: = -. = C SS"-* ^ >^ CANALS IN THE UNITED STATES 207 30 -^ ??■«? AS ^ M, |«5 ■an'-' . a Q; 33 9— g UTS O .2 a c, o a-t: 5° o o " t-i * x^ ^ "T S ■" 2 o 00-Ro g o C to O « 1 >-.-;S ■" o & CJ S ',^•0-=' o 3 o o S§s .--§3^1^-3 d "■a'« — ?3 — jg— '»!iO IH aj.„,i« '-' 88 88 8 8 8 8 «So is S § C3 2 8 i i MC«5 S 00 00 C-. 8 1 05 M-H rH"^~ o> .« '" -en M ."^ ss S8 8 8 8 8 ;2 8 8 s ss ■^ Oi S 00 E t~ CO Oi 00 o Oi t-*r^ i^ r^ ocoo 0000 oi 00 0000 00 00 ©to '•'■O S8S SS 0000 00 5J5 00 00 GO Efii «' « S 'I 3O O o S '-' o 3 g 5 3 5 to Eric Alleghc t Lake New C to Erie >> p-» feciSdo ridgewat ranklin to C'onne n Oliio Chcnang ew Cast! Erie. *-" a ^ cs.2 « •r 1^ ^ p d tu 11 :^^ W o ^ d .s 3 d a 25 Q? o„ ot:: p fc< PC w .2 S;h^ CO cjj Jm.2 C O 00 CO 3-^ d^S o S; .. a§dO 3.= O 03 SS S 2i a-o o d So® a 3f^ § ' '^.^'^ 3^3 ■S «'5,a O tH cr>;< dWgS a^S So o 03 a It-" COM ►-) ao S 3 ate O O oSfid do o 03 O W -e ■ - _ ^ • - ^3.2-s=iaa •^^ a^^ o g a 3 SgT^oo-;- - ■" O -^^ TT 2 ?2 rr^ 2 ^ d "^ "^ Cj ^ e© — '2 t3 t3 S 5.S= o c o m c3 ^ ^ ^ t^ 3 p.S o g^ g ci 208 REPORT OF THE INLAND WATERWAYS COMMISSION §s|.l§l ? S > O Ph SrTja c o c oSPniS S o t tn ■S S S - cj o Sr= o O ■^ ° £ ° 1 o* o ?3 g M-S « p,c OS to S^:: g y o S: o,— »-< o8^°gS fl O ^p a-- -1 M_2 1 OJTJ 3 OX) « Is I § s ^ r en %tio ■2 "~ S "Cox 3 P o o o c o- ac3r ,a § S5 ae §■3^ 03^ K O M C S " CO *^ R '-' " & 03 C ^ ro .S £ ."^ o •t? f^S^t^ S 0_ 03 ?f m t£ . o a r; Ag?|ag_gSs ■a O'^ fc^ o"^ » -'i 03KgcBr;O^b£)g5 o— !s OS P o£ oS go! c w 1-5 fc:c; ^^ o o^ P= ^ 5 : CANALS IN THE UNITED STATES 209 og 1 -2 §! ^> C _r! 11 05 >.» — .^ ?«-' c2 = ©•a A fl 'J 5 ill 3 S 5- 35g .5 ti *•' •-12(2 £ so is ""*^ a s-^S .2^!?; asi ..2 St^ s c s 3 j; =H^ CS u-a = ,, °tJ J t. c Sf a a.s ■§=o^*i '>^^ S oj — •E^ »- itai t w the ive 00 = •a . 2 "" ■"« '-'O HS| = £ &> ar:j= ■" ■g3 5| ag^-si Sip l3§§ .2CC ^■3 — -c J3 =5 ^« H H !S8 8S 9$ 00 00 ^ -^ •0 B 0^ ■- »i >. 2i si ^ £.c — * t^ --• •5 -/T §5 So «2 Is fl2 t canals arou ereo Rivir. Mills to Klllc River to (ira garee River) 5^ la ver. und Lockhart road River, nch canal froii ver. und falls in Sal •0 H >> Sgglc 3 3 1^ a.S OQl? ■S ^ £ c^ an ygoQgtf 2 « < m < Mo *^ S > 530 ^ .S £ 2-a Si3 7. STATE AND PRIVATE CANALS CANALS IN NEW YORK The State canal system of New York comprises: 1. The Erie Canal, connectmg Lake Erie at Buffalo with the Hudson River at Albany. Miles. Erie Canal 351. 78 Navigable feeders 3.35 Total 355. 13 The Erie Canal runs through the counties of Albany, Cayuga, Erie, Herkimer, Madison, Monroe, ^lontgomery, Niagara, Onondaga, Oneida, Orleans, Saratoga, Schenectady, and Wayne. 2. The Champlain Canal, connecting Lake Champlain with the Hudson River at West Troy. Miles. Champlain Canal 66 Glens Falls feeder 12 Pond above Troy dam 3 Total 81 The Champlain Canal runs through the counties of Rensselaer, Saratoga, Warren, and Washington. 3. The Black River Canal, extending from the High Falls of Black River to the Erie Canal at Rome. Miles. Black River Canal 35. -33 Black River feeder 13. 47 River improvement 42. 50 Total 91. 30 The Black River Canal runs through Oneida and Lewis counties. 4. The Oneida lake and canal feeder, near Rome, 6 miles. 5. The Oswego Canal, connecting the waters of Lake Ontario at Oswego with the Erie Canal at Syracuse. Miles. Oswego Canal 38 Baldwinsville side cut 1 Oneida River improvement 20 Seneca River towing path 5 Total 64 The Oswego Canal runs through Onondaga and Oswego counties. 6. The Cayuga and Seneca Canal, 23 miles. Cajmga inlet, 2 miles. The Cayuga and Seneca Canal runs through Cayuga, Seneca, and Ontario counties. This system of 622.43 miles is owned by the State of New York, and by the constitution, Article YII, sections 8 and 10, it is provided that these canals shall forever remain the property of the State, and that they shall be improved as the legislature shall provide. The canals or New York are divided into three divisions and a number of sections: 210 STATE AND PRIVATE CANALS 211 1. Eastern division, including 3 sections for the Champlain Canal and 4 sections for the Erie, the dividing line being between Herkimer and Oneida counties. 2. ^liddle division, including 2 sections for the Oswego Canal, the Black River Canal, and the Cayuga and Seneca Canal and 3 sections for the Erie. This division extends to the east line of Wayne County. 3. Western division, including 4 sections for the Erie. This division extends to Buffalo. In connection with the description of these canals the following table, taken from the report of the New York superintendent of public works, 1905, pages 196-201, is of interest: ?Jrie Canal. — Original canal — Size of canal: Width at surface 40 feet; width at bottom 28 feet; depthof water 4 feet. Lockage 675 o feet. Locks, number, 83; length 90 feet; width 15 feet. Burden of boats, average, 70 tons capacity; maximum, 76 tons capacity. Construc- tion of canal, date authorized, April 15, 1817; date work begun, July 4, 1817; date completed, October 26, 1825. Cost of canal, estimated at engmeer's prices, $4,926,738; actual cost, $7,143,789. Maximum dimensions of boats, 78.62 by 14.46 by 3^ feet draft. Enlarged canal: Width at surface 70 feet; width at bottom 56 feet; depth of water 7 feet. Lockage 654.8 feet. Locks, number, 72; length 110 feet; width 18 feet. Some of the locks are 220 feet long, available for passing two boats at one lockage. Burden of boats, average, 210 tons capacity; maximum, 240 tons capacity. Construc- tion of canal, date authorized,May 11, 1835; work begun, August, 1836; date completed, September, 1862. Estimated cost, at engmeer's prices, $23,402,803; actual cost, $44,465,414. Maximum dimensions of boats 98 by 17^^^ by 6 feet draft. Champlain Canal. — Size of canal: Width at surface 50 feet; width at bottom 35 feet; depth of water 5 feet. Lockage 311.5 feet. Locks, number, 33; length 110 feet; width 18 feet. Burden of boats, average, 85 tons capacity; maximum, 120 tons capacity. Construc- tion of canal, date authorized, April 15, 1817; date completed, 1822. Cost, estimated at engineer's prices, $871,000; actual cost, $4,044,000.'* Oswego Canal. — Original canal — Size of canal: Width at surface 40 feet; width at bottom 24 feet; depth of water 4 feet. Locks, num- ber, 18; length 90 feet; width 15 feet. Burden of boats, average, 70 tons capacity; maximum, 76 tons capacity. Construction of canal, date authorized, April 20, 1825; date completed, December 10, 1828. Cost of canal, estimated at engineer's prices, $277,000; actual cost, $565,473. Enlarged canal — Size of canal: Width at surface 70 feet; width at bottom 52.5 feet; depth of water 7 feet. Lockage 154.85 feet. Locks, number, 18; length 110 feet; width 18 feet. Burden of boats, average, 210 tons capacity; maximum, 240 tons capacity. Con- struction of canal, date authorized, April 15, 1854; date completed, 1862. Cost of canal, estimated, $1,926,336; actual cost, $4,427,589. Cayuga and Seneca Canal. — Original canal — Size of canal: Width at surface 40 feet; width at bottom 24 feet; depth 4 feet. Locks, number, 10; length 90 feet; width 16 feet. Burden of boats, average, 70 tons capacity; maximum, 76 tons capacity. Construction of canal, date authorized, April 20, 1825; date completed, November 15, 1828. « Includes improvements and enlargements to 1875. 212 REPORT OF THE INLAND WATERWAYS COMMISSION Enlarged canal — Size of canal : Width at surface 70 feet ; width at bottom 52.5 feet; depth 7 feet. Lockage 86.58 feet. Locks, number, 11 ; length 110 feet; width 18 feet. Burden of boats, average, 210 tons capacity; maximum, 240 tons capacity. Date authorized, 1854; date completed, 1862. Cost, estimated at engineer's prices, $811,188; actual cost, $2,010,320. Black River Canal.— r-Size of canal: Width at surface 42 feet; width at bottom 26 feet; depth 4 feet. Lockage 1,082.25 feet. Locks, number, 109; length 90 feet; width 15 feet. Two locks on Black River, length 160 feet; width 30 feet. Burden of boats, average, 70 tons capacity; maximum, 76 tons capacity. Construction of canal, date authorized, April 19, 1836; date begun, January, 1838; date completed, 1849. Cost of canal, estimated at engineer's prices, $1,068,437; actual cost, $3,581,954. Oneida LaJce Canal. — Size of canal: Width at surface 70 feet; width at bottom 47.25 feet; depth 7 feet. Lockage 60 J feet. Locks, number, 7; length 110; width 18. Burden of boats, average, 220 tons capacity; maximum, 220 tons capacity. Construction of canal, date authorized, March 22, 1832; date completed, 1836. Cost of canal, estimated at engineer's prices, $40,000; actual cost, $450,678. Oneida River Improvement. — Size of canal: Width at surface 80 feet; width at bottom 60 feet; depth 4h feet. Lockage 6} feet. Locks, number, 2; length 120 feet; width 30 feet. Burden of boats, average, 70 tons capacity; maximum, 76 tons capacity. Construc- tion of canal, date authorized, April 29, 1839; date completed, 1850. Cost, estimated at engineer's prices, $100,049; actual cost, $368,164. Under act of April 7, 1903, by vote of the people of the State, the Erie, Oswego, and Champlain canals (which are really one waterway) are being enlarged to accommodate and to meet modern conditions. When these improvements are completed these canals will be navigated by canal boats (which will probably be propelled by steam) of a capacit}^ of 1,500 tons and capable of carrying 50,000 bushels of wheat. The course of the new barge canal takes it through 170 miles of earth and rock, 107 miles of canalized rivers, and 68 miles of open water. From Buffalo the canal will follow the present line of the Erie to Lyons, about 100 miles, with the exception of a new course taking it out of the city of Rochester. From near Lyons the new channel will lead throuojh the Seneca and Oneida rivers to Oneida Lake, which is to be utilized. From the east end of Oneida Lake, Wood Creek enlarged will be made use of and with the new channel will connect with Mohawk River, which will be canalized to Waterford on the Hudson. Through the earth section the canal will be 75 feet wide at the bot- tom, 123 feet wide at the water line, and 133 feet at top of banks. In sections where the canal will be through rock it will be 94 feet wide at the bottom and 96 at top. The 38 locks in the entire course of the canal will be 328 feet long, 45 feet wide, and have 12 feet of water over their sills. Spurs of the barge canal will be built into the two largest interior cities — Rochester and Syracuse. In addition to this main line, the Oswego River will be canalized from its junction with the Erie route to Lake Ontario, furnishing a waterway from that lake to the Hudson River with only 35 miles of canal. The Hudson River will also be made navigable from Troy to Fort Edward and from there a new canal will follow the line of the Champlain Canal to Lake Champlain. STATE AND PRIVATE CANALS 213 Up to December, 1907, contracts had been let covering 130 miles of the new routes, including 28 locks and 15 dams (out of a total of 68 locks and 33 dams to be constructed), and aggregating $23,000,000. The longest stretches of the new routes contracted for are on the Champlain route from Northumberland to Fort Edward, and on the main line along the Seneca and Oneida rivers. Plans and detailed specifications are practically completed for contracts to cover most of the remaining sections." Construction work on the contracts already let is well under way ; and several locks, including one of the four largest locks near Water- ford is approaching completion. By way of contrasting old methods with those of the present, it may be said that 60 men with machines excavate as much in 24 hours as 400 men on the original canals. History. — The earUest legislation in the State of New York relat- ing to the State's providing means for communication by water was in April, 1787, when the legislature imposed a tonnage tax on ves- sels of 10 tons and upward passing through the Overslaugh. The receipts from this tax were intended to be expended in removing obstructions from the Hudson River. About five years later, in March, 1792, the Western and the Northern Inland Lock Navigation companies were incorporated; the former to connect the navigable portions of the Hudson River with Lake Ontario and Seneca Lake, and the latter to open lock navigation from the navigable portion of the Hudson to Lake Champlain. In this early legislation is the origin of the Erie and Champlain canals, probably the most success- ful and effective canal projects that have ever been inaugurated in the United States. In December of the same year an act was passed fixing the dimensions of the locks, providing for the adnussion of vessels drawing 2 feet of water when loaded, and also prescribing the manner in which toll charges should be computed. A later act fixed the right of these companies as to the condemnation of land. In March, 1797, the Western Inland Lock Navigation Company was given permission to raise the sum of $250,000 and its charter v\-as extended twenty years. It had originally been allowed five years to complete its work between Schenectady and Wood Creek, but in 1798 this limit was extended five years. The company appears to have met \dth difficulties, for the act of April 2, 1802, provided for a practical reorganization of the company. The comp- troller was authorized to accept the company's shares for money due the State and the holdings of delinquent stockholders who failed to pay up arrears were to vest in the company. In 1806 the time allowed the company to complete the work down Wood Creek to Lake Ontario and Seneca Lake was extended five years. In 1808 an act was passed authorizing the company to surrender that part of its grant west of Oneida Lake. By 1796 the improvements permitted the introduction of boats carrying about 15 tons on the route from Schenectady to the Seneca River, but nothing was done to surmount the falls at the mouth of the Mohawk or on the Oswego River, and the improvements on the upper Hudson were abandoned. In the meantime other legislative acts had provided for the exami- ncvtion and improvement of the Hudson River, and companies were incorporated for constructing a canal between Lakes Erie and Ontario "Annals Amer. Acad. Soc. and Pol. Sci., Jan'y. 1908, pp. 122. 123. 214 REPORT OF THE INLAND WATERWAYS COMMISSION passing around Niagara Falls, Provision was made for the improve- ment of navigable streams in Steuben County; the Peconeck River in Suffolk County; the Black River from Brownsville to Lake Ontario, and for a canal on the American side of the St. Lawrence River, but no permanent improvements seem to have been accomplished under these acts. In April, 1811, a board of commissioners was created to investi- gate and report upon the subject of internal navigation. Commis- sioners were empowered to apply to the Congress of the United States or to the legislature of any State or Territory, to cooperate in open- ing a canal between the Great Lakes and the Hudson River, and in 1812 this board was authorized to make an agreement with the Western Inland Lock Navigation Company by wliich the State would secure a surrender of all the rights and interests of that com- pany. The commissioners were empowered also to secure volun- tary grants of land to the use of the State, and to borrow not to exceed $5,000,000 to be repaid within fifteen years, and to invest the sum so borrowed in such public stock or funds as to insure the best interests of the State in making the contemplated improvement. The creation of this board and the powers given it appear to be the first steps taken by the State in the construction of the Erie Canal. In 1814 the power of the commissioners to borrow money was revoked. At this time the State was recovering from the effects of the war of 1812. It was a period of great activity and the desirability of water communication between the Hudson River and the Lakes forced itself upon the people of the State. One of the leading advo- cates of such a waterway was De Witt Clinton, afterwards the gov- ernor of the State. A memorial entitled ''The New York Memorial," written by De Witt Clinton, was circulated and received the signa- tures of 100,000 petitioners. It called upon the authorities to pro- ceed at once to construct a canal from the Hudson to Lake Erie, and its influence was such as to hasten the project. It has been said to mark the beginning of active progress on the canal. It superseded the idea of water communication by the Lake Ontario route. The movement met with powerful sectional and individual opposition, but its popularity with the masses of the people carried the day. Another commission was authorized under the act of April 17, 1816, to consider and adopt measures necessary to effect water comnmni- cation between the Hudson and Lake Erie and Lake Champlain. This commission was empowered to receive subscriptions or dona- tions from the LTnited States, other States or individuals, to estimate the cost of a canal, and to report to the general assembly. Between 1813 and 1817 companies were incorporated to improve the navigation of Bronx Creek; to improve navigation between Seneca and Ca}iiga Lakes; to improve Catetunck Creek; to con- struct lock navigation between Seneca Lake and the Chemung River, and the officials of Steuben County were authorized to raise a specified amount ($400) each year for improving the navigability of the streams within that county. The time for the improvement of the St. LawTence River at Madrid, N. Y., was extendecf to December 31, 1816. Several provisions were made for the improvement of the Hudson, and an extension of three years was given for the improve- ment of navigation on the Black River. In 1816 a company was authorized to provide boat navigation from Schenectady to Cohoes Falls and thence by a canal around the falls to the Hudson River. STATE AND PRIVATE CANALS 215 Provision was made in the act that the company should sell its rights to the State whenever the State should deem it for the public interest to take it over. The construction of the Erie Canal dates from the act passed April 15, 1817, by which a canal fund was pro- vided for the purpose of opening navigable communication between Lake Erie and Lake Champlain to the Atlantic l)y way of the Hudson. This fund was to consist of appropriations, grants, and donations that might be made by Congress, State legislatures, corporations, and in- dividuals. To provide for the payment of interest on sums that might be borrowed and for the final redemption of the principal sums borrowed for construction, a tax of 12 j cents per bushel on salt manu- factured in the western district of the State was imposed, as well as a tax of $1 on each steamboat passenger traveling 100 miles or more of the Hudson River, and 50 cents for every passenger traveling over 30 miles. The commission authorized by the act of April 17, 1816, was to continue, and it was authorized to secure title to the property of the Western Inland Lock Navigation Company whenever the commis- sioners should deem it for the interest of the State; and to construct a canal between the Mohawk and Seneca rivers, and between Lake Champlain and the Hudson River at Fort Edward. On July 4, 18 17, ^excavation on the Erie Canal was begun at Rome, and before the end of 1819 this middle section from Utica to the Seneca River was completed. In April, 1819, the commissioners were authorized to open communication by canal from Seneca River to Lake Erie, between the Mohawk and Hudson rivers, and between Fort Edward and the Hudson. On October 26, 1825, the first boat passed through from Lake Erie to the Hudson, and in November, 1825, the completion of the canal was celebrated in New York City. The canal as originally completed was 4 feet deep, 28 feet wide at the bottom, and 40 feet across the top. The importance of the construction of this canal can hardly be over- estimated in the influence it exerted on the building up, not only of New York State, but of the entire western country. As is said in Executive Document 136, Thirty-second Congress, first session, page 279: Pre\'ious to the construction of the canal the cost of transportation from Lake Erie to tide water was almost prohibitory. The report of the committee of the legislature to whom was referred the whole siibject of the canal, dated March 17, 1817, states that at that time the cost of transportation from Buffalo to Montreal was $30 per ton, and the return transportation from $60 to $75. The expense of transportation from Buffalo to New York was stated at $100 per ton, and the ordinary length of passage twenty days. In other words, on the very route through which the heaviest and cheapest products of the West are now sent to market the cost of transportation equalled nearly .3 times the market value of wheat in New York, 6 times the value of corn, 12 times the value of oats, and far exceeded the value of most kinds of crude provisions. It is not without interest to note that prior to the construction of the Erie the wheat of western New York was sent down the Susquehanna to Baltimore as the cheapest and best route to market. The trade of the West was chiefly carried on throup;? the cities of Baltimore and Philadeli^hia, the latter at that time being the first city of the United States in population and wealth and in amount of its international commerce. It is difficult to estimate the influence this canal has exerted upon the commerce, growth, and prosperity of the whole country. But for this work the West would have held out few inducements to the settler, the East would have been without elements of growth. The canal supplied it with cheap food and has opened an outlet and created a market for the products of its manufacturies and commerce. By 1825, on the opening of the Erie, the canal idea seems to have taken a firm hold on the minds of the assembly, for in that year was 216 REPORT OF THE INLAND WATERWAYS COMMISSION passed an act directing canal commissioners to make a considerable number of surveys and estimates for routes for navigable communica- tion. At that time the future possibilities of the railroad could not have been anticipated and the canal was looked upon as the great highway for distance transportation. A company to construct the Oswego Canal was incorporated in 1823, the canal commissioners being given power to assume control of the same if necessary, as a part of the improvement between Lake Ontario and Lake Erie, and in 1825 they were authorized to borrow money for that purpose. In 1826 a canal board was created to consist of the canal commissioners and the commissioners of the canal fund. Tliis board was given charge of the construction and regulation of the canals in which the State had any interest. In 1827 by act of assembly the Erie and Champlain canals were declared to be completed and the navigable communications con- structed and in process of construction by the State were designated and described. These were the Erie Canal, the Champlain Canal, the Cayuga and Seneca Canal, and the Oswego Canal. The canal fund was defined as consisting of (1) lands granted for the construction of canals; (2) debts due for portions of such lands as had been sold; (3) tolls and commutation money on navigable communications belong- ing to the State; (4) duty on the manufacture of salt under the act of April 15, 1817; (5) proceeds of all commodities or goods sold at auction except $33,500; (6) money received from the sale of surplus waters from any canal, and (7) money recovered in suits for penalties instituted under the canal laws. Between 1828 and 1836 a number of private canal companies were incorporated by the State, and the canal commissioners were author- ized to construct the Crooked Lake Canal, connecting Seneca and Crooked lakes; the Chemung Canal, which ran from the head of Seneca Lake to Elmu-a on the Chemung River, formmg a chain of communi- cation from the Erie Canal to the Susquehanna; the Chenango Canal running from Binghamton up the Chenango River to its headwaters and thence to the Erie Canal ; and the Genessee Valley Canal, extend- ing from Rochester thi-ough the Genessee Valley to the Allegheny River at Olean. The abandonment of these four latter canals, how- ever, was authorized in 1878. The volume of traffic passing through the Erie canal soon taxed its capacity, and in 1835 the commissioners proposed new locks and increased depth; and this enlargement was authorized, but was not finally completed until the year 1862. This enlargement increased the depth to 7 feet, the width at the bottom to 56 feet, and at the top to 70 feet. The act of April 20, 1894, is an important one in canal legislation. It designated and defined the State canals, defined the powers and duties of the canal board, provided for a superintendent of public works and his assistants, giving him general care and superintendence of the canal with power to enforce the canal law; defined the powers and duties of the State engmeer, and in general repealed nearly all the statutes relating to canals and the general canal legislation that had been passed from 1829 to 1893. The decline in importance of the Erie Canal, owing to its phys- ical inability to meet modern commercial requirements and the pos- sibilities of its enlargement appealed to the assembly in 1895, when $9,000,000 was appropriated for the improvement of the Erie, STATE AND PRIVATE CANALS 217 Champlain, and Oswego canals. After most of this amount had been expended, however, it was found that it would requu-e $12,000,000 additional to complete the work that had been undertaken. It seemed best to formulate a general canal policy for the State, and in March, 1899, the Hon. Theodore Roosevelt, then governor of New York, appointed a board of 5 commissioners, who were practical men and who had made a study of the problems of transportation, who were acquainted with the history of canal transportation as affected by railroad competition, and who were familiar with the experience of other countries in canal matters. As a result of their report the State of New York by the act of April 7, 1903, previously referred to on page212, provided that $101,000, 000 should be devoted to the improve- ment of the Erie, Oswego, and Champlain canals. The people ratified this act, and the work of constructing the Barge Canals was begun. The recommendation of this commission of 1899 was strongly adverse to the abandonment of the State-owned canals, and they earnestly advised the enlargement of the Erie to accommodate boats of 1,000 tons, 150 feet long, 25 feet wide, and of 10 feet di-aft, carrying 33,333 bushels of wheat. Such an improvement, in then judgment, would permanently insure the commercial supremacy of New York State by restoring its former share of the western grain and other traffic and foster the growth of the iron and steel industries in the State. Their recommendation contemplated deepening the Oswego Canal to 8 feet for boats of 320 tons capacity.'* It has been estimated that up to 1899 the sum of $360,000,000 "had been paid for fi-eight money, and tolls on the New York canals. The disbursement of this money has built up the great interior cities of the State. The original impetus to their growth came from the construction of the canals, particularly the Erie, and the railroads, when built, followed the line that had been marked out by the canal. The railroads, however, owing to theu' present more modern and economical handling of fi-eignt (not to mention other methods of controlling canal traffic), had reduced the proportion of fi-eight carried by the canals from 44 per cent of the entire tonnage carried across the State in 1868 to 5 per cent in 1898, and in grain this decrease was even more marked, falling from 76 per cent in 1868 to 10 per cent in 1898. An interest- ing table showing the relative proportions carried by the railroads of New York and the New York canals, year by year, from 1854 to 1898 is shown on pages 182 and 183 of the Report of the New York Com- mittee on Canals, 1899. Cost and management. — From 1817 to the end of 1882, when the tolls on the canals were abolished, the State had paid out for con- struction and enlargement the sum of $78,685,580, and for superin- tendence and repairs $48,399,286, and had received in tolls and other revenues the sum of $135,418,325, leaving a net balance of income over expenditure of $8,333,459. The profit on the Erie Canal dur- ing this period was more than $42,000,000 over and above the cost of construction and maintenance. It appears from the balance sheet of the canals that the Champlain, Oswego, Cayuga, and Black River canals have not been profitable in themselves, but since they form a part of the great canal system, it is only fair to consider the system as a whole. But the profits of the canal system of the State of New York are not measured alone by the figures shown in the "Report of Committee on Canals, New York, 1898, p. 31. 31673— S. Doc. 325, 60-1 15 218 REPORT ^OF THE INLAND WATERWAYS COMMISSION balance sheet, for over and above the difference between income and the expenditures there are to the credit of the canals the indisputable benefits to the commerce and prosperity of the State. <* The canals are now maintained by taxation. The funds are handled by the commissioners of the canal fund, a board which con- sists of five members, the lieutenant-governor, the secretary of state, the comptroller, the state treasurer, and the attorney-general. This board supervises and manages the canal fund, makes recommenda- tions and reports to the assembly, makes advances and superintends repairs and may borrow money when authorized.'' The board of canal commissioners consists of the five officials mentioned above, in- cluding also the superintendent of public works and the state engineer and surveyor. This board is empowered to fix and change canal boundaries, to determine whether canal lands may be sold or aban- doned, to investigate matters and transactions connected with canals, to examine and approve or disapprove all plans and estimates sub- mitted to it by the State engineer, to order the sale of surplus waters of canals or creeks, and to grant permits for the erection of works for commercial or manufacturing purposes, and may investigate charges against certain officials.'' The executive of the canals is the super- intendent of public works, who has the general supervision of them, while the State engineer and surveyor prescribes surveys, plans, estimates, etc., in the construction or improvement of a canal.'' The State tax levied for canal purposes in 1 902 was thirteen one-hundredths mills. The total amount realized was $748,092.50. Keceipts and payments from the vState treasurer on account of canals for the fiscal year ending December 30, 1902, were as follows: ^ Receipts and taxes $2, 559, 114. 75 Interest on deposits ^ .• 20, 951. 58 Interest on investments 70, 135. 59 Bonds sold and bought, a 92, 309. 92 Unexpended balances refunded 20, 474. 05 Miscellaneous 5, 350. 12 Total. , 2, 768, 336. 01 Payments by warrant: Maintenance and ordinary repairs 960, 448. 96 Collecting statistics 21, 676. 93 Ti-ansfer, office agent, and expenses of loan 2, 070. 69 New work, extraordinary repairs, and damages 798, 503. 13 Interest on debt. 255, 000. 00 Investments for sinking fund 225, 392. 58 Total 2, 263, 092. 29 The canal sinking fund on September 30. 1902, consisted of the following : f Securities $2, 009, 513. 82 Special deposits at three-twelfths per cent pending suitable invest- ment 500, 000. 00 Money in the treasury 35, 001. 79 Total 2, 545, 115. 61 a Report of Committee on Canals, New York, 1899, pp. 31, 151-153. 6 Legislative Manual, 1903, p. 452. c Laws of New York, 1894, chapter 338. <* Legislative Manual. 1903, p. 685. «" Legislative Manual, 1903, p. 689. /Legislative Manual, 1903, p. 710. STATE AND PRIVATE CANALS 219 Traffic on the Erie Canal. — The number of boats uow operating on the canal is insufficient to accommodate the traffic seeking canal transportation. The character of this traffic consists of heavy and bulky commodities, such as grain, asphalt, plaster, sugar, jute, beets, cla}^, sand, crushed stone, Hnseed, etc. At present it is esti- mated that there are not more than 450 canal boats in use on the Erie, as against 3,000 to 5,000 boats in service ten or twelve years ago. A boat deteriorates rapidly, its life being about fifteen years. There has been a heavy decrease in the number of boats since 1885. The WILION 1 "'■'" '""" '^"" ^'""" 1 ""nS" " _ 5© 5 « mo - (0 (r> o o o PI ■* m S 22525 7 ,^ A > V 1 1 6 1 \ V \ -C3 I'J ' 1 '\ ; /' /^ / 5 __( i -. \ ^ \, ^ [j ^ / V J N r y /'^ l> \ 4 f > ^ ■V i 1 1 1 1. ' ) / / / /ii_ \ i ^ / ( ^, \ /' l- .\ \\ A A f V > 1 ' \ V V ^ / ^>y L_^ 3 / ^. / \ < ''t> i' t\ «> / --r-\ r' v ; , J \ 1 ',/ 1 ,». y ' ^A .\ Z r J — r «• ■" \ v'v' i / ! , / . - y \t ' i __„, \ r U -4-/ 1 ^"~' '■-• .__^e. ■ ■n Diagram 2— Traffic on New York canals. 1837-1906 (Tables 60, 63) building of new boats has dropped off, especially since 1895, due to the uncertainty regarding the fate of the Erie canal, and since it has been determined to enlarge the canal there is no inducement to build small boats. The boats now in use carry about 8,000 bushels of wheat. Each boat can average 7 trips, enabhng it to carrj' about 56,000 bushels in a season," corresponding roughly to the open season on the Hudson, and extending from 210 to 240 days.^ The average » Report of New York Committee on Canals, 1899, p. 56. b Report of Superintendent of Publio "Works. New York, 1904. pp. 194-195. 220 KEPORT OF THE INLAND WATERWAYS COMMISSION eastbound cargo is about 240 net tons, while the return cargo is generally about 125 net tons. Eastbound traffic consists almost wholly of grain, the westbound movement consists of miscellaneous freight. Fully 99 per cent of the boats are said to be o^vned by the captains running them and are not required to be registered, enrolled, or hcensed. Practically the onh^ work of the captain is to remain by his boat and move it along the canal. The captain pays for the motive power out of his charter price, but tomng about the harbor for the purpose of load- ing and unloading is paid for by the transportation company or the forwarder. The forwarder contracts with the shipper to forward the freight at a certain rate and he charters the boat from the captain or o^\^ler. Out of the contract sum the forwarder pays the charter price, or if the sliipment is destined for a point beyond Buffalo, the proportion accruing to the transportation company. He pays also the cost of loading and unloading, insuring of cargo, and other expenses. The difference, if any, represents the profit of the forwarder. STATISTICS OF TRAFFIC ON NEW YORK CANALS The following tables (and diagram 2) show the statistics of traffic on the New York canals and related commerce for varying periods : Table 60 — Movement of articles on all New York State canals, 1837-1905 [Annual report of the superintendent of public works of New York State, 1906] Year. 1837.. 1838.. 1839.. 1840 a 1841.. 1842.. 1843. . 1844.. 1845.. 1846.. 1847.. 1848.. 1849. . 1850.. 1851.. 1852.. 1853.. 1854.. 1855.. 1856.. 1857.. 1858.. 1869.. I860.. 1861. 1862. 1863.. 1864. 1865. . 1866. 1867.. 1868.. 1869. 1870. 1871.. Total. Erie Canal. Tons. Tons. 1,171,296 667, 151 1,333,011 744,848 1,435,713 845,007 1,416.046 829,960 1,521,661 906,442 1,236,931 712,310 1,513,439 819,216 1,816,586 945,944 1,977,565 1,038,700 2,268,662 1,264,408 2,869,810 1,661,575 2, 796, 230 1,599,965 2,894,732 1,622,444 3,076,617 1,635,089 3,582,733 1,955,265 3,863,441 2,129,334 4,247,853 2, 198, 308 4,165,862 2,224,008 4,022,617 2,202,463 4,116,082 2, 107, 678 3,344,061 1,566,624 3,665,192 1,767,004 3,781,684 1,753,954 4,650,214 2,253,533 4,507,635 2,500,782 5,598,785 3,204,277 5,557,692 2,955,302 4,852,941 2,535,792 4,729,654 2,523,490 5,775,220 2,896,027 5,688,325 2,920,578 6,442,225 3,340,986 5,859,080 2,845,072 6,173,769 3,083,132 6,467,888 3,580,922 Year. Total. I Erie Canal. Tons. 1872 1 6, 673, 370 1873 1 6,364,782 1874 1 5,804,588 1875 4,859,858 1876 4,172,129 1877 4,955,963 1878 5,171,320 5, 362, 372 6, 457, 650 5, 179, 192 1879 1880 1881 1882 i 5,467,423 1883 ' 5,664,056 1884 ' 5,009,488 1885 1 4,731,784 1880 ' 5,293,982 1887 ! 5, .553,805 1888 ' 4, 942, 948 1889 5,370,369 1890 ; 5,246,102 1891 : 4,563,472 1892 4,281,995 1893 4,331,963 1894 3,882,560 1895 1 3,500,314 1896 , 3,714,894 1897 3,617,804 1898 3,360,063 1899 3,686,051 1900 3,345,941 1901 3,420,613 1902 3,274,610 1903 ! 3,615,385 1904 ' 3,138,547 1905 3, 226, 896 1906 ' 3,540,907 Tons. 3,562, 3,602, 3,097, 2, 787, 2,418, 3,254, 3,608, 3, 820, 4,608, 3,598, 3,694. 3,587, 3,389, 3, 208, 3,808, 3,840, 3,321, 3, 673, 3,303, 3, 097, 2, 978, 3, 235, 3. 144, 2,356, 2,742, 2,584, 2,338, 2,419, 2. 145. 2,257 2,105 2,414 1,945 1,999 2,385, 560 535 122 226 422 367 634 027 651 721 364 102 555 207 642 513 516 554 929 853 832 726 144 084 438 906 020 084 876 035 876 018 708 824 491 o Genesee Valley Canal opened. STATE AND PRIVATE CANALS 221 ^^ec^£^^osco^C(^^ooc^I^cc^coc^t^W1-nN: >C^.-(Tl'QiCiOQOSQOOC^ 00 OOOl M OC^ CO iQ ?4 'O M r* TTONiOCOO^iC^QOt^I-Oi *CD(NT-iTp:D00»OQO5^5"5'Mt— C *';C>COQ000i-HO5'-ICO ^WC^C4C^COCOCO'^'*'^"^COCOW^'^iOiO'^'^"5"3C0 4r3;D?D;0!DiO'^''J''^iO»0 10 00^ ■^ QQQ lOrHOOOOC^'-H-HOOClOir-lC^CDlOCO'OCONQ •^OiOOO'^»OiOC^-^OiOC5i-iGC'^t— cot— o '^CS00'-Hi:C'-^"^QCO05C0O.-<^C0O»0i:0O <:0iC"cO C^O (— cT'^io'cO CO -^ t— GO O Oi CS QOO (NCSCSC-lCO-^^OiO ■'■^'^COC^rHt-Hi-H.— li— (CO «« Ot-'^'Ot— COiOtMC C^IOitNC^-^tNCOiO-' coioo5iOeo.-ii-^-coooOTt-l>ooI>■^- ooaic)005GOt-ooo:Di:- r-O(N0005t— GOCiOQOiOOt-«-icor-«3coo COi005iOeOi-ii-iC0050ai"«**'*»OCOCTiu^l>»OCO»Ot-0'X)0:ai(M05CC SCO o> ioo535^Hr-'^--Hcoot— oc ■ XiCXJGOCOO^OCD-^CDCOC ■.OM»oc^»-Ht— t— c^t-ooo'**-t0C0Ol>-C'l c^oTo'crco'co'o' oo•^oocot-a>^oo1-l•^loOl-HO"^o^*C5'J^o<^^o:co1— lOioosQOt— coc^co i-(i-li-((Ni-li-tCQS5-^'^COCO'^'W'"^t*t-0000>t-OOOOOSt^0500?CiOO<-'00 OCONCOCOC OOcOeOCDOOCOOSOiCDOOiOt-t— Oit^»'5C>Qd'— lOOCOCOOlClOO^DClOO'— -tC0t-C0I:-CT>C000Ot0C0ait-C^O(NC0C0i— iiO'^iOOOOt-HOOC^ TT o o'-fl^co 00 •--^(^^"o^lO CO -^^oo cTto CO »frw5"oo o t— ^ (n 01 •-< co oTcT 1:0 ^1—^*0" c^t-^c^'oT (M CO C^ (N CO t-H CO CO CO CO CO CO CO CO Ol CO 10 C^ CS 0 C— »0 O CD 00 CO t— O "^CO u^iO lr^^D"co*"^^^-^lo'oi'"*J'^C^'^QO^ CSC0C0C0CDiOO00i-tC^00OC0C*l>OG0"«^r-C^"«t'00OiOC^O'^O00CDC)'^O'C«Ot— f-HuOOCai-tr-l ^^rHi-(rH.-lT-Hr-iC-'C^C^)C^.C^U3N'^^rHt— t--^OOOCOi— lOSOiCOf— lOiO'rcOOC^t-05t-C5'^OscDiDOiCDr*i-*COC^t— C^iOt— i-HOlCOOO-^OlOOC^O o co;o"c^'^'-rio"»-rcD'T-H'oo 'D"crc^t— t— Qocsoi— (O'coooo»oo»oc^oooi ioco"i— "io"ccri— "ci6"Tr^r^t— 'oot-^ OIC-lC'1COCOCOC^CO-^CDU^'^"^*^CO"<:J'iOt-t^COC^t— C0aiOC^r-H000iO00'-'C0C^'••^CO iooi--ic^ooo5t^QcO'-ioi'^co"^oiOOiOCDO'-i'-tOt— CO-Drr,-l,-HTrt-»OGO(MOCJCO'COOit OOC^05 0COCO.— *OCO'— (OOC^I— i-Hf-QO'—ti-HiOt— GOcDOi— JC^C(M"^»oa>oo'^(Mt-'Dt , C0OCDaiC^C0»0-HO'-'COcOiO ss? ^'ooiiooit^:oiot^r-'ioc:ccoc5 Ct^'^Or^QOCCOCOiO(NCOOt^CO^CCt^i-HO'^'--''^t5'OCO »OOcOCOO^OCOCCOt-'— •'— t01C^C0"^OOC0C0OO— -^LCCS 3000iO'-HCC'-iC Minor discrepancies in totals corrected and percentages computed on basis of corrected figures. STATE AND PRIVATE CANALS 229 Table 69 — Ton-mileage on Neic York canals and railroads — Continued Year. 1861 1862 1863 1864 1865 1866 1867 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891. 1892 1893 1894, 1895. 1896, 1897, 1898 Canals and river. 1,311 1,633 1,524 1,291 1,255 1,507 1,262 1,518 1,384 1,378 1,575 1,594 1,564 1,421 1,117 934 1,205 1,483 1,455 1,833 1,300 1,360 1,420 1,180 1,180 1,410 1,450 1,210 1,290 1,310 1,120 1,070 1,190 1,070 890 970 870 770 Rail- Total. Per cent roads. canals. 531 1,842 71 708 2,341 70 790 2,314 66 808 2,099 62 706 1,961 64 867 2,374 63 985 2,247 56 1,050 2,568 59 1,406 2,790 50 1,667 3,045 45 1,785 3,360 47 2,260 3,854 41 2,571 4,135 38 2,941 4,362 33 2,917 4,034 28 3,249 4,184 22 3,333 4,538 27 3,827 5,310 28 4,700 6,155 24 5,117 6,950 26 6,020 7,320 18 5,796 7,146 19 6,327 7,747 18 6,322 7,502 16 6,491 7,971 15 7,369 8,779 16 8,022 9,472 15 8,266 9,476 13 9,061 10,351 12 9,940 11,228 12 10,259 11,379 10 12,044 13,114 8 11,526 12, 716 9 10, 542 11,612 9 11,167 11,957 7 12,782 13,752 7 12, 519 13,389 6 14,439 15,980 5 Per cent rail- roads. 29 30 34 38 36 37 44 41 50 55 53 59 62 67 72 78 73 72 76 74 82 81 82 84 85 84 85 87 Table 70 — Through and way traffic — New York canals, New York Central and Hudson River Railroad, and Pennsylvania Railroad [Compiled from reports of superintendent of public works and Poor's Manual of Railroads] Year. 1879. 1880. 1881. 1882. 1883, 1884, 1885, 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 New York canals. Through. Way. Tons. 3, 538, 521 4,354,077 3,112,846 3,176,675 3,346,297 3, 009, 190 2,687,312 3,269,615 3,373,781 2, 752, 409 2,901,189 3, 110, 490 2,651,838 2, 407, 858 2,636,312 2,321,743 1,712,261 2,257,579 1,736,289 1,573,227 1,692,972 Tons. 1,823,851 2,103,579 2,066,346 2,290,748 2,317,759 2,000,298 2,044,472 2,024,367 2, 180, 224 2, 190, 539 2, 469, 189 2, 135, 612 1,911,634 1,884,137 1,695,651 1,560,817 1,888,043 1,457,313 1,881,615 1,786,836 1,993,079 N. Y.C.andH.R.R.R Through. Tons. 2,379,920 2,435,099 2,493,085 2, 106, 707 1,813,320 1,495,066 1,715,897 1,824,905 1,960,340 1,886,535 1,984,716 2,216,980 2,023,133 3,230,914 2,914,392 2, 335, 162 2, 036, 453 2,977,888 3,317,097 4,153,084 3,764,958 Way. Ton.9 • 1,829,644 1,776,056 2,237,177 2,474,653 2,842,156 3,652,804 4,780,338 3,753,802 3,739,759 3, 990, 236 3,991,207 4,815,091 4,950,273 1,854,213 1,988,226 3,485,775 1,988,226 3,563,901 Barrels. 1859 2,210,620 1860 4,344,387 Barrels. Barrels. 1.925,402 1836 737,321 5,081,708 1837 1861 6,712,233 1862 7,516,397 1863 5.575.233 745,022 843,685 495, 119 337,122 329,862 6 103,834 117, i63 7,457,255 1838 8,360,082 1839 6,070,352 1840 1.066.615 1864 4,005,742 4,342,864 1841 -i 1,232,987 1865 . . . 2,751,564 2,003.703 2,226,107 2,812,005 4,210,619 4,117,078 4,626,820 2,630.186 5,306,835 5,056,335 4,852,369 2,661,379 2,867,118 5,329,646 5,835,578 6,116,728 2,584,691 3,081,426 1842 ' 1,146,292 1866 2,107,537 1843 1 1,586,645 1867 2,343,270 1844 ' 1,727,714 1868 . . 2,731,234 1845 ..: 1,. 553, 740 1869 85,778 4, 296, 397 1846 2,723,474 1870 3,964,834 1847 3,989,232 1871 268,577 4,587,997 1848 2, 983, 688 1872 2,420,164 1849 ... 2,842,821 1873 4,580,187 1850 3.084. 9.S9 1874 4,924,360 1851 3,495,734 1875 . 4, 606, 637 1852 3,937,306 3, 992; 289 1,586,961 2,-506,780 3, 209, 741 1876 2, 394, 700 1853 1877 2,575,155 1854 1878 . . 86, 758 262,930 42,846 207,225 5, 416, 404 1855 1879 6,098, .508 1856 276,034 1880 6, 159, 674 1857 9 5>9'> m9 1881 c 2,791,916 1858 3.788.069 a In terms of flour, 5 bushels of wheat being considered equivalent to 1 barrel of flour. b This result is partly estimated. In several years a quantity of wheat failed to reach tide water, owing to the sudden closing of navigation. c Since ISSl the shipments from New York State have become a totally negligible factor. Table 76 — Total movement of flour, meal, and grain on all the New York State canals, 1861-1906 [Annuiil report of the superintendent of public works. New York State, 1906] Year. Total all grains. Year. Total all grains. 1861 Tmis. 2,070,251 2,332,928 2,021,505 1,437,598 1,530,037 1,680,169 1,322.774 1,350,090 1,221,397 1,189,267 1,759,882 1,586,249 1,660,981 1,500,490 1,238,115 991,197 1,439,665 1,846,742 1,770,846 2,304,219 1,074,545 1,087,953 1,329,099 1884 Tons. 1,198,346 1,028,260 1862 1885 1863 1886 1,446,973 1,498,304 1,116,733 1,277,118 1,158,029 1,072,375 992,798 1864 1887 1865 1888 1866 1889 1867 1890 1868 1891 1869 1892 1870 1893 1,435,540 1,388,859 583,754 916,072 731,213 1871 1894 1872 1895 1873 1896 1874 1897. .. . 1875 1898 636,774 562,740 447, 768 1876 1899 1877 1900. 1878 1901 465,426 475. 863 1879 1902 s 1880 1903. 495,005 346,991 1881 1904 1882 1905 337. 815 1883 1906 561,896 31673— S. Doc. 325, 60-1 16 234 KEPOET OF THE INLAND WATERWAYS COMMISSION — / ; i z' g § g s / 2: / S y S ^ S :i. CO t--» ^ g ^ § / i / s < § , > s k i V. S ^ ^ ^ [x § < ^ i "^ l aS J -=^ — "" ■^ 7 i 4 s ^^ s > *r> ^ s ^ ^ s <^ g > s < i 7 s ^ i < CO 1 — " y 1 < "^ ^ \ 2 s s ^ " ■ — s < 3 »-V • =i s p tv-1 C^ cO s 1-^ ^ ^ fvj (\j ClJ o CO o> op h-. nO :i3 •>!; rt N 3 p tJ^. CO ^-. nO 1 <. n (y - STATE AMD PKIVATE CANALS 235 Table 77 — Rail and water movement of grain at New York, 1868-1906 [Flour not included] [Report of the Committee on Canals, New York State, 1899] Year. Receipts Receipts by by canai. railroad, Tntai TA. Receipts I Receipts lotaire- ^^ , ^^y canal, railroad. ceipts. Exports. 1868 1869 1870 1871 1872 1873 1874, 1875. 1876, 1877. 1878. 1879. 1880. 1881. 1882. 1883. 1884. 1885. 1886. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. 1906. Bushels. 44,012,258 35,438,209 35,224,450 54,148,216 .53,138,945 48,-560,045 ,51,000,000 39,000,000 32,267,274 47,911,754 63,663,049 57,035,507 69,345,829 38,188,910 32,148,345 41,214.293 37,924,524 29,926,879 43,995,885 46,009,200 34, 020, 000 33,994,590 30, 185, 400 31,696,694 26, 780, 675 43, 835, 800 43,031,800 14,690,100 32,250,050 21,828,200 19.407,100 11,769,800 Bushels. 40, 672, 536 34,081,586 63,960,486 76, 483, 604 71,901,088 73,289,097 53,672.968 51,389,834 48,086,975 65,563,023 59,200,235 50,755,235 40,515,050 ,50,434,748 63,938,068 96, 194, 173 105,111,076 61,802,966 42 535.695 72,778,335 88,227,725 132, 524, 575 141,623,160 77,458,926 Bushels. 45, 788, 408 46. 729. 726 48, 489, 141 70,947,226 75,025,915 73,732,174 86,321,263 73,342,316 75,005,775 83,808,418 128, 613, 771 136,098,289 143,856,040 113,120,200 87,193,263 95. 155. 727 87, 456, 418 98,419,5.58 104, 400, 129 97,509,142 77,141,012 85,613,533 94,969,908 128,426,096 132,859,336 106,830,450 86,385,297 87,931,948 120,707,809 154,450,995 161,114,573 89, 365, 846 Per cent. 96.1 75.8 72.6 76.3 70.8 62.9 59.1 53.2 43.0 55.9 49.5 41.9 48.2 33.8 36.9 43.3 43.4 30.4 42.1 47.2 44.1 40.6 31.8 24.9 19.7 41.0 49.8 16.3 26.7 14.0 12.0 13.4 Per cent. 54.2 40.7 49.7 56.2 50.0 64.8 61.6 54.0 55.0 66.6 56.7 52.1 52.5 58.9 67.3 74.9 79.1 57.9 49.2 82.8 73.1 85.8 87.9 81.7 Bushels. 13, 219, 131 19,642,113 19,458,945 35,119,808 39,408,173 45,167,691 54,636,885 40,027,764 44,780,724 54,040,284 92,893,892 103,857,438 115,063,666 75,182,826 49,251,711 52, 586, 752 48,216,393 50, 782, 188 55,141,066 54,936,034 27, 395, 359 42,418,448 48, 400, 010 69, 525, 786 76,498,205 57,218,177 36, 520, 427 45,731,125 69,120,665 117,521,143 124, 615, 822 Table 78 — Receipts of lumber, lath, and shingles by lake, and shipments' of lumber by canal at the Tonaumndas, 1896-1906 [From annual report of Chamber of Commerce, Buffalo, 1906] ^ Year. Receipts. Shipments of Lumber. Lath. Shingles. lumber. 1896 Feet. 469,246,500 584,836,500 469,177,448 495,946,959 388,783,483 451,596,420 406,204,000 476,846,330 420,640,341 459,571,120 441,609,276 Pieces. 7,195,350 7,528,500 3,601,500 1,679,350 1,646,450 3,394,051 1,545,-550 3,946,250 3,533,950 3,415,350 4,685,800 Pieces. 35,823,200 49,501,200 78, 674, 500 14,491,461 55,516,000 16,821,7-50 3,869,000 5,997,250 2,340,000 Feet. 185, 580, 352 1897 1898 218, 576, 701 184, 709, 746 1899 174, 294, 366 1900 154, 975, 103 1901 . 205,833,854 163, 626, 503 1902 1903 157, 377, 155 1904 135,011,651 1905 157, 194, 240 1906 2,790,000 140, 362, 442 236 EEPORT OF THE INLAND WATERWAYS COMMISSION Table 79 — Average railroad and canal freight rates per ton-mile'* [Corrected specie values] Year. Erie R. R. New York Central and Hud- son River R. R. Lake Shore and Michi- gan South- ern Rwy. Michi- gan Central R. R. Penn- sylva- nia R. R. Pitts- burgh, Fort Wayne and Chi- oago Rwy. Chesa- peake and Ohio Rwy, New York canals. 1865 . Cents. 1.564 1.712 1.465 1.287 1.137 1.125 1.282 1.362 1.268 1.184 1.061 .972 .898 .960 .779 .836 .805 .749 .786 .719 .656 .659 .687 .716 .644 .643 .636 .614 .631 .609 .604 .606 .609 .56 .52 .56 Cents. 1.955 2.181 1.980 1.951 1.763 1.590 1.457 1.422 1.371 1.319 1.119 .929 .954 .919 .793 .879 .783 .738 .915 .834 .088 .765 .782 .753 .712 .730 .740 .099 .701 .733 .726 .668 .679 .61 .59 .66 Cents. 1.645 1.746 1.745 1.661 1.266 1.269 1.244 1.227 1.164 1.065 .887 .722 .813 .724 .641 .750 .617 .628 .728 .652 .553 .639 .670 .673 .632 .644 .630 .602 .599 .587 .567 .551 .538 .502 Cents. 1.735 1.834 1.787 1.743 1.544 1.673 .972 1.392 1.365 1.728 1.018 .986 .924 .836 .691 .842 .718 .772 .830 .646 .560 .686 .694 .702 .702 .701 .723 .687 .691 .671 .662 .626 .615 .597 Cents. 1.538 1.636 1.497 1.322 1.229 1.268 1.211 1.304 1.258 1.164 .989 .841 .954 .914 .823 .918 .857 .874 .881 .804 .695 .755 .730 .723 .685 .661 .656 .647 .620 .606 .565 .563 .561 Cents. 1.385 1.423 1.403 1.211 1.198 1.229 1.276 1.264 1.220 1.134 .970 .827 1.024 .867 .754 '".'745' .752 .787 .673 .577 .692 .717 .66 .69 .69 .70 .67 .68 .65 .64 .66 .60 .57 Cents. "i'eei" 3.753 3.179 3.752 4.101 4.445 3.643 1.909 1. 354 1.299 1.061 1.035 .985 .860 .866 .892 .753 .723 .672 .550 .541 .537 .541 .538 .561 .525 .518 .511 .478 .425 .425 .419 .37 .36 .34 Cents. 0.65 1866 .71 1867 .65 1868 . .62 1869 .68 1870 1871 1872 1873 .73 .92 .91 .78 1874 .67 1875 . .58 1876 .61 1877 .54 1878 .42 18f9 .46 1880 1881 1882 1883 .41 .42 .40 .33 1884 1885 1886 .27 .26 .34 1887 1888 .29 .22 .29 1890 .26 .24 1892 .23 .31 1894 .21 1895 . .15 1896 .25 .19 1898 .19 .19 1900 .51 .59 .54 .58 .17 1901 .23 1902 .64 .61 .63 .62 .60 .63 .64 .66 .61 .64 .52 .52 .52 .52 .52 .68 .66 .65 .61 .63 .59 .61 .61 .59 .59 .61 .62 .60 .61 .61 .40 .47 .47 .43 .42 .25 1903 .27 1904 .21 .26 1906 .28 a Railroads from " Changes in the Rates of Charges for Railway and other Transportation Serv- ices," U. S. Dept. Agriculture, 1898, pp. 19, 20. Statistical Abstract of the United States, 1907, p. 226. Canals from reports of auditor of canal department and superintendent of public works, corrected for gold premium from 1865 to 1879. From 1883 to 1899 canal rates are based on rates on wheat from Buflalo to New York. STATE AND PEIVATE CANALS 237 Table 80 — Average lake and canal rates on wheat arid corn since 1890 [Report of the superintendent of pubUc works of New York State, 1906] WTieat, per bushel. Com, per bushel. Year. Freight, Bunalo to New York. Tolls. Lake freight. Freight, Buffalo to New York. Tolls. Lake freight. 1890 Cents. 3.87 3.53 3.44 4.65 3.13 2.20 3.70 2.84 2.87 2.92 2.51 3.46 3.73 4.03 3.14 3.87 4.24 5.00 Cents. Free. Free. Free. Cents. 1.98 Cents. 3.39 3.20 3.55 4.28 2.88 1.90 3.50 2.38 2.36 2.50 2.22 3.11 3.46 3.G5 2.67 3.34 3.86 Cents. Free, Free. Free. Cents. 1.69 1891 . ... 1892 2.21 1.66 1.24 1.80 1.60 1.25 1.69 2.50 1.82 1.76 1.50 1.40 1.50 1.64 1.67 1.95 1893. 1.45 1894 1.15 1895 1.70 1896. 1.30 1897 1.42 1898 1.56 1899. 2.40 1900. . . 1.65 1901 1.64 1902 1.36 1903. . 1.31 1904 1.34 1905 1.50 1906. 1.54 1907 Table 81 — Average freight rates on corn from Chicago to New Yorli, 1869-1906 [Compiled from Bulletin 15 of Division of Statistics, United States Department of Agriculture; Annual Statistical Report of New York Produce Exchange, 1905, and Aimual Report of Chicago Board of Trade, 1904] [In cents per bushel] Year. As reported by the Chicago Board of Trade. From New York Produce Ex- change. Year. As reported by the Chicago Board of Trade. From New York Produce Ex- change. ViaaU rail. Via lake and rail. Via lake, canal, and river.a ViaaU rail. Via lake and rail. Via lake, canal, and river.o 1869 24.96 24 37 26.57 29.00 25.42 22.03 19.50 14.12 18.03 16.39 14.56 17.48 13.40 13.50 15.12 12.32 12.32 14.00 14.70 17.71 19.32 21.24 23.67 20.19 12.48 11.34 9.68 13.42 10.45 12.20 14.43 9.42 10.28 11.00 8.50 8.01 n.20 11.20 14.98 13.78 16.53 19.62 15.39 11.29 8.93 7.93 9.41 8.27 10.43 11.14 7.26 7.23 7.66 5.64 5.38 7.98 7.88 1888 . .. 13.54 12.60 11.36 14.00 12.96 13.65 12.32 10.29 10.50 11.43 9.80 10.08 9.19 9.21 9.94 10.54 10.38 9.40 9.52 10.26 8.19 7.32 7.53 7.21 7.97 6.50 6.40 6.15 6.92 4.41 5.83 6.44 5.16 5.51 5.78 4.82 5.19 5.72 5.41 1870 1889 6.19 1871 1890 5.10 1872 1891 5.36 1873 1892 5.03 1874 1893 5.71 1875 1894 . . . 3.99 1876 1895 3.71 1877 1896 4.94 1878 1897 3.79 1879 1898 3.83 1880. 1899 4.99 1881 1900 4.02 1882 1901 4.64 1883.. 1902 4.86 1884 1903 4.96 1885 1904 4.08 1886 1905 5.11 1887 1906. o Exclusive of handling charges at Buffalo. 238 KEPORT OF THE INLAND WATERWAYS COMMISSION 1 TrT / N^ \ u > a: a Z < -J < < UJ <: _i 1 1 1 1 1 1 _J < cc Q z < UJ < _j / ^ ', m ( ^ r M \ w cr« 1 \\ en / / ^> s S / / ^ ,•'' <' s ; <■ '" \ §S ( ■^ CO \ I / g / \ / g y J J J CO CO <' «- '" CO % 1 oo s (' ( s > 1 ) 22 , ^ s i > , '-' > • / ' r oo ^ », I, s GO \ ** '~i "s.. > i > , ' .>' < ^ < ^ y' ^ s, \ \ g __ 3 ,.. .J _^ .-/ < <; — ''' \ --• " i > "** •-. V _j < cc _J _J < g ) , ;» > ^ < ''^ r^ " < oo ^ . ** -- > "" > i _^ ^ -- -- ^ z' oo __ .-- -'^ ^ ^ GO / -^ ,— — — — , ' .— '^ OD c '»', <• ^ ' fe "v > * •>- ,.^ ■-•. ^^ CO < """• *N "> go "^ ■«. • '^ CENTS PER BUSHEL oo K: Si ru o (NJ 2 OO ^ i£ IT) v^ ro fU - o cr> 00 (^ V* LO st- ro OJ - STATE ANI> J'KIVATK CANALS ^39 Table 82 — Average freight rates on ujheatfrom Chicago to New York, 1869-1907 [Compiled from Bulletin 15 of Division of Statistics, United States Department of Agriculture; Anmial Statistical Report of New York Produce Exchange; and Annual Report of Chicago Board of Trade.] [In cents per bushel] As reported by the New- York Produce Exchange. As reported by the Chicago Board of Trade. 4 Yejir. Via all rail. Via lake and rail. Via lakes, canal, . and river . g T 1 C J c c c c c u a 1 5 STATE 'AND PRIVATE CANALS 313 B'% as •^ a o S S.'-' t3'U agi _»^ ^ S O Id O OJ c; o 3o« a?: ~^cO 9 oT •-I o u a lo|« C C o a ffi O C o o O o3 ^ y - n+j ft+j n+j an aS ^^ O Ol O OJ ftO PiO fto fto XJ 'rt'3 3S> o g O « O 0) ^ " -<- d -H- g^^S^^g^|g^|gg|g^og=|og gacSaRSScoacS^PoBcoPBo ^a a a 'T3 +^ ^H a OS o^ a a 3:3 aa s 2 a '^ (0 ^ 505 » 0; r s *^ o d o .ti S >. » a 4J T3 "3 ^ tr^'S g =^ C :g. a 31673— S. Doc. 325, 60-1- -21 8. RELATION OF WATER TRANSPORTATION TO RAIL- ROAD RATES WATERWAY COMPETITION It has been claimed that water competition is a safeguard against exorbitant charges by railroads through large sections oi the country. It is imdoubtedly true, at any rate, that water competition is a potent cause of local discriminations in railroad rates. The importance of water competition depends very largely upon whether it is by canal, river, lake, or ocean. In other words, it appears to vary with the physical characteristics of the navigable waterways employed and the number and size of the vessels which can be used thereon. Canals. — The importance of canals as regulators of freight rates is much less than formerly, even in those cases where the canals are still in use. The number of boats in use on the Erie Canal has declined, and \vith this has gone a decline in the proportion of traffic, even of the bulky commodities carried by canal. Most of the canal traffic consists of ice, lumber, stone, lime, and coal. In 1900 less than 8 per cent of the flour and grain received at New York came by the canal." In 1898, Mr. Carnegie, in speaking before the Pittsburg Chamber of Commerce, said : Such has been the progress of railway development that if we had a canal to-day from Lake Erie through the Ohio Valley to Beaver, free of toll, we could not afford to put boats on it. It is cheaper to-day to transfer the ore to 50-ton cars and bring it to the works over our railway than it would be to bring it by canal. Under the present conditions, with slow, small boats, the Erie Canal is said to have little, if any, influence upon rates. On the contrary, canal rates on grain are now said to be made in accord- ance with the rates by rail. The improvements in progress ^\\\\ doubtless increase the effectiveness of the canal. The following tables, however, show a marked difference in the ton- mile rate from New York to canal points over the New York Central and Hudson River Railroad and other lines and to non-canal points on the Pennsylvania and Lehigh Valle^^ lines. In some cases, as in the Albany rate on third-class freight, water competition seems to have compelled a rail rate little more than half as high in pro- portion to the distance as the Philadelphia rate, but in this instance the water competition is by river and not by canal. Inland canal points, however, take more favorable rates than are made by the Pennsylvania lines, in some cases the ton-mile rate to canal points being little more than live-eighths of the Pennsylvania rate. a Final Report of Industrial Commission, page 434. See also Report of the New York State Committee on Canals, 1899, and Report of the New York Commerce Com- mission of 1900. 314 RELATION OF WATER AND RAILROAD RATES 315 Table 96 — Railroad rates on high-class freight « TO CAN.\L POINTS New York Central and ITurtson River Railroad freight tariff No. 897, taking effect August 20, 1898. West Shore Railroad freight tariff No. 1241, taking effect September 25, 1894. Erie Railroad freight tariil" No. SG9, taking effect August 1, 1897. [In cents per 100 pounds] From New York to— First class. Second class. Third class. Fourth class. Fifth class. Sixth class. 25.0 32.0 33.0 35.0 35.0 39.0 18.0 27.0 28.0 30.0 30.0 33.0 14.0 22.0 23.0 25.0 25.0 28.0 13.0 r 17.0 17.0 18.0 18.0 19.0 12.0 14.0 14.0 15.0 15.0 16.0 10.0 Utica 12.0 Rome Syracuse Rochester Buffalo ; 12.0 13.0 13.0 13.0 [In mills per ton mile] Albany Utica Rome , Syracuse.. Rochester . Buffalo... 31.0 25.2 17.5 16.0 15.0 27.0 22.5 18.5 14.0 12.0 26.0 22.2 18.2 13.5 11.0 24.0 20.5 17.2 13.5 10.3 18.6 16.2 13.4 9.7 8.1 17.7 15.0 12.7 8.6 7.3 12.5 10.0 9.5 9.0 7.0 6.0 TO NONCANAL POINTS Pennsylvania Railroad Company local freight tariff from New York. Lehigh Valley Railroad tariff No. A 3000, taking effect August 1, 1899. [In cents per 100 pounds] Philadelphia. Reading AVilkes-Barre Harrisburg. . Altoona Pittsburg 22.0 18.0 15.0 12.0 10.5 30.0 25.0 21.0 15.0 13.0 35.0 30 23.0 17.0 15.0 33.0 28 22.0 17.0 15.0 45.0 39.0 30.0 21.0 18.0 45.0 39.0 30.0 21.0 18.0 9.5 11.0 12.0 12.0 15 15.0 [In mills per ton mile] Philadelphia. Reading . Wilkes-Barre Harrisburg . . Altoona Pittsburg 50.0 40 33.0 27.0 23.3 1 40.5 34.0 29.0 20.3 18.2 40.0 34.0 20.7 19.3 17.1 33.8 29.0 22.6 17.4 15.4 27.5 25.0 18.3 12.8 11.0 20.2 17.5 1.3.5 9.5 8.1 21.0 15.0 13.6 12.3 9.2 6.8 a From Report of the Committee on Canals of New York State, 1899, p. 193. Rivers. — The influence of navigable rivers on railroad charges varies with the length of the navigable route, and also with the depth, wharfage facilities, etc. The number and size of the boats used inevitably vary with the conditions mentioned. The most important river route in the country is that extending from Pittsburg to New Orleans, by way of the Ohio and Mississippi rivers, but even on the Mississippi the number of boats and investment of capital therein has declined, though there has been some slight improvement since 1890. The Mississippi is paralleled on both sides by railroads oper- ating long trains over easy grades at the least possible cost. River steamers can still underbid the railroads to some extent on local traffic, but they are at a disadvantage in loading or terminal expenses, and in insurance or risk, as well as on account of the rise 316 EEPOET OF THE INLAND WATEKWAYS COMMISSION and fall of water in the river. It is claimed that the railroads take traffic at unduly low rates along the river and at competitive points generally, and recoup themselves by high charges at non-competi- tive points; but in water traffic there are practically no noncom- petitive points, and steamboat lines are compelled by the necessities of the case to make their rates with some regard to distance. The Ohio-Mississippi traffic in lumber and coal has not declined, for the railroads can not compete for this business when coal, for example, is carried from Pittsburg to New Orleans at a cost of less than $2 per ton, or less than 1 mill per ton-mile ; and it is claimed that $1 per ton or eVen less will cover the cost. Water competition on the small rivers of the South is of compara- tively little effect under existing conditions. It limits the rates to some extent, but the steamers are so small, the service so irregular, and the insurance, risks, etc., so great that the railroads practically con- trol the business. Moreover, it appears that in some cases the steam- boat lines are controlled b}^ the railroad interests, while in other cases there is a division of the business which leaves the steamers only a fixed proportion of the low-grade freight." Attempts have been made to create effective water competition at Nashville and Chattanooga without much success. A witness before the Senate Committee on Interstate Commerce declared in 1897 that there was no more water competition there than in the Rocky Moun- tains. In short, it appears that the railroads put in force rates so low as practically to drive the water lines out of business; the boats still in use are inadequate to handle any considerable proportion of the traffic. Tl\e Great Lakes. — The length of the routes on the Great Lakes and the depth of water (aided by channel and harbor improvements), has permitted the use of large vessels steadily increasing in size and has correspondingly reduced the cost of transportation. This has resulted in rates of freight, which on some conmiodities are far below the pos- sibility of railroad competition, and on other articles are active fac- tors in determining the rail rates on competing lines. The advan- tages of the lake routes are further shown by the fact that all the important trunk lines of raihoads control Imes of vessels operating on the Great Lakes ; this railroad control of lake lines reducing the effectiveness of the water competition on most freight except ore and coal and possibly lumber. Coastwise traffic. — ^Wliat has been said of lake competition applies also in a measure to coastwise traffic. The regular lines of steamers between north Atlantic and south Atlantic ports, as well as the local coastwise lines, do a large business. There is also a large move- ment by sailing vessels, and at least a chance of competition by tramp steamers, although both of these seem to be of diminishing importance. By these various water lines, freight rates on bidk com- modities and also, to a large extent, on package freight are so much below railroad rates that the rail lines can hardly be said to compete for a large part of the traffic. The influence of water competition is, however, reduced to some extent, as on the lakes, by the control of «See Dawson, Griffin, HawkinsviUe, Troy, and Hampton cases before- the Inter- state Commerce Commission, RELATION OF WATER AND RAILROAD RATES 317 several important coastwise lines by railroad interests, either through ownership of stock or in other ways. These and other coastwise lines are members of traffic associations in which railroad interests are also represented. In many cases, too, joint rail and water rates are deter- mined in cooperation with the railroads. Some classes of freight, however, demanding rapid movement, do not go by water under normal circumstances. " The long and short haul clause. — Making all allowances, it appears that competition upon the Great Lakes and along the coasts offers some justification for allowing railroads to charge less for a longer than for a shorter haul over the same line, under the section of the interstate-commerce act of 1887 which prohibits such charges ''under substantially similar circumstances." The interpretation of this section has been gradually worked out in a series of decisions by the Interstate Commerce Commission and the United States Supreme Court, so as to permit rail carriers to make a lower charge to water competitive points than to non-water competitive points, although the latter involves a shorter haul. The principle of the long and short haul clause had been recognized by many of the States before the enactment of the interstate-com- merce act. In Massachusetts, for example, no concession in rates was allowed, even at Pro vmce town, on the point of Cape Cod, 120 miles from Boston by land, as compared with the rates at any of the intermediate points on the roundabout railroad route along the cape. This gave the water lines a marked advantage. In the interpretation of the long and short haul clause of the inter- state-commerce act. Judge Cooley's decision in the Louisville and Nashville case outlines a policy which, so far as the effect of water competition is concerned, has remained practically unchanged. Con- ditions constituting dissimilar circumstances and conditions in the contemplation of the law were stated to be the existence of water com- petition, or of the competition of other carriers not subject to the statute, and "rare and peculiar" cases of competition between the railroads subject to the statute. The Commission held that no distinction would be recognized between local traffic and through traffic, and that expense to the carrier involved would not ordi- narily be recognized as a factor. Above all, the desire to encourage manufactures or to build up busmess or trade centers was not admit- ted as an allowable exception from the prescribed rule. The significance of the case of the Chicago and Northwestern Rail- way V. Osborne (the so-called "separate and independent line" deci- sion) is discussed in the sixth and seventh reports of the Interstate Commerce Commission. Final interpretation of the section in ques- tion was obtained from the Supreme Court in the Social Cu'cle case. The court overruled the lower courts and practically rehabilitated the Commission's interpretation of the word "line," namely, that when a continuous line for through traffic is formed by several railroads the roads constituting the line and making use of it are merely parts of one tlirough route, and not separate lines; not being able to consti- tute themselves separate lines through mere traffic contracts, they must conform their through charges to the rates made on local business. o Final Report of Industrial Commission, pages 435 to 437. 318 REPOBT OF THE INLAND WATERWAYS COMMISSION 111 the Alabama Mdland Railway case (1896) th« Circuit Court of Appeals held that: The volume of trade to be competed for, the number of carriers actively competing for it, and a constantly open river present to take a large part of it whenever the rail- road rates rise up to the mark of profitable water carriage, seems to us * * * to constitute circumstances and conditions at Montgomery substantially dissimilar from those existing at Troy. This view was sustained by the Supreme Court.'' Discrimination between eastern and western cities. — In the Cincinnati and Cliicago freight bureau cases, representing the claim of western cities to compete in the southern States on equal terms with eastern centers, it was claimed that the adjustment of rates between the lines east and west of the Alleghenies had been made upon a basis per- mitting the West to engage in the southern trade only in products of the farm and field, reserving to eastern centers the business of sup- plying the South with manufactured products. The rates into the so-called southern differential territory from Cincinnati' and Chicago are, as a matter of fact, considerably higher for equal distances than from New York and Boston. The railroads have claimed that the lower rates from eastern centers are almost entirely the result of cheap water transportation along the seaboard. On the other hand, the roads east of the Alleghenies are prevented from making certain concessions — for example, in cotton rates north- ward — by the opposition of competing carriers up the JMississippi and Oliio valleys ; and these westernroads are prevented from reducingrates from western trade centers by threats of rate wars over the eastern lines, especially those operated in connection with coastwise steamsliip lines. The result is an exceedingly hard and fast adjustment , permitting of no concessions on either side \\'ithout equivalent concessions on the other; thus rates are maintained on practically the same basis as in the later seventies. In view of the growth of the textile industry in the Carohnas, resulting in an enormous consumption of cotton witliin those States, the eastern roads desired to equalize conditions as between the northern and southern mills ; but certain of the other roads, having no interest in the southern mills, but interested in New England industries, tried to prevent such concessions. At times rates have been 59 cents from IVIississippi points to South Carolina when they were 55 J cents to New England. The situation in the South is pecuHar, owing to the "number of miles of navigable water courses reaching from the ocean, Gulf, and IVIississippi into the interior. The railroads claim that in order to secure any portion of the traffic to points where water competition exists, low rates must be made irrespective of the rates to intermediate, noncompetitive points ; that to lower all rates to a competitive level would lead inevitably to bankruptcy.*^ Transcontinental traffic. — At a hearing before the Interstate Com- merce Commission in 1900 (Kindel v. Atchison, Topeka and Santa Fe Railway Company), water competition from New York to the Pacific coast, via the Cape Horn and the Isthmian routes, was advanced as a justification for lower rates made by the trans- «41 U. S. Appeals 453; 168 U. S., 144, 172, 176. ^ Final Report of the Industrial Commission, p. 444. c Final report of Industrial Commission, pages 374 to 376. RELATION OF WATER AND RAILROAD RATES 319 continental railroads from New York and central points (from the Missouri River east) to the Pacific coast, as compared with the rates from such intermediate points as Denver to the same destination. A peculiarity of this situation was that while the alleged competition was from New York, the rates from Chicago, St. Louis and Missouri River points west to the coast were no more than from New York; and the higher rates seemed to apply only from points west of the Missouri River. Moreover, rates from eastern points to intermediate points such as Denver had been higher than the through rates to the coast terminals. The Interstate Commerce Commission held that rates at Denver to or from the East, or to or from the Pacific Coast, ought not to be higher than those between San Francisco or other Pacific Coast terminals and the Missouri River or points east. On the other hand, in many cases the railways are probably carry- ing goods at less than cost (at least if the traffic be charged with its proportion of fixed charges), for the purpose of shutting out water competition. It is evident that in such cases an increase in the rail rate would be an advantage to all concerned, for it would restore cer- tain bulky traffic to the waterways, where it economically belongs, and leave the railway equipment available for traffic properly moving by land, at the same time making possible a reduction of other rail rates by cutting off business done at a loss and by increasing the volume of profitable business. Nor should the railways fear the restoration of water traffic to tliis extent, for the history of water transportation shows that it frequently makes traffic for the railroads more than suffi- cient to make up for the apparent loss of business. The development of water transportation, which should be the cheapest form of transportation for large classes of commodities, would seem to be a necessary factor in the industrial development of the country and by no means the least of the factors which should be relied upon in our commercial competition with foreign countries. TESTIMONY BEFORE THE INDUSTRIAIi COMMISSION In connection with this consideration of the effect of water com- petition in certain sections of the United States, as an influence in determining railroad policies and rates in those sections, the follow- ing extracts from the testimony taken at the meetings of the Indus- trial Commission in 1899-1901 is of interest. Statement of S. R. Callaway, president New York Central and Hudson River Railroad Company (Oct. 8, 1899) : The large bulk of the grain, I take it, during the summer months comes to us from vessels from all ports. Now, that transportation is usually very small. It has been rather higher this year on account of the activity in the steel trade. The vessels, find- ing they could get better rates for ore, have gone into the ore-carrying business; but usually the competition between these boats makes transportation from Chicago to Buffalo almost nothing. Last year the rates got down, I think, as low as three-fourths of a cent a bushel, and that, added to our 3 cents, or whatever the rate we made from Buffalo to New York was, lixes largely the rate you can get for the railroad. Q. In the winter, when navigation is closed on the Lakes, yom- rates are increased, I suppose, from Chicago? — A. We can not increase them very much because of the other condition — of prices in Liverpool. The price in Liverpool really fixes the prices that you can get for transportation. Wlien I say Liverpool I mean the great centers of the world. Q. Has the competition in St. Louis by way of Newport News, and in St. Louis and Kansas City by way of the Gulf, any effect on that? — A. Yes; a very seri- ous effect. We now have to make the price practically from the Missouri River — 320 REPORT OF THE INLAND WATERWAYS COMMISSION before, Chicago and St. Louis were the common centers. St. Louis maintained a higher rate of, we will say, 5 cents. I do not know whether it is 5 cents or not. On lower classes the rates from St. Louis were 5 cents higher going out than from Chicago. Of course, competition of the Gulf ports knocked that thing, l^ecause you can get a rate now from Kansas City to the Gulf about as cheajD as you can get it from Chicago. Q. Can you say whether that competition arising from the development of the grain business at Galveston, the grain business in New Orleans has affected the grain busi- ness in New York to any appreciable extent? — A. It has affected the earnings of the railroads. I think that they all make lower rates now than then. Q. But the quantity of business, has that been affected materially, do you think?— A. I can not answer that question. It is very difficult because the crops vary so and conditions vary so. [IV, page 225.] Statement of Mr. Samuel Spencer, president Southern Railway (Oct. 11, 1899): In reply to a question concerning the effect of the development of the grain trade through Galveston and New Orleans upon the rates from Chicago to the Atlantic seaboard, which a previous witness testified had had a modifying effect on the rates from Chicago to the seaboard, Mr. Spencer said: Well, I have no doubt that it has had some. My own impression is that the effect of it has been much exaggerated. [IV, page 276.] Statement of Mr. Z. R. Carter, commission and produce merchant, Chicago, III. (Nov. 24, 1899) : Of course I know there have been years diuing the summer season when the rail rate has been cut very close to the water rate; other years it has not. The average rail rate for twenty years past, as I have learned during that length of time, has l:)een much lower during the summer than during the winter. * * * I think it could ])e safely said, taking the average for twenty years, that it would be 25 per cent higher diuing the season of the closing of navigation than it would be dming the season of water transportation. * * * The all-water transportation is now accomplished at a very great disadvantage owing to the fact that the Erie Canal is not improved up to date. [IV, page 578.] Statement of Mr. Charles L. Keep, secretary of the Lake Carriers' Association and of the Buffalo Merchants' Exchange (Feb. 19, 1900) : The railroads do not make the differences that they formerly did in their rates between the season of navigation and the winter season. [IV, page 718.] Statement of Martin A. Knapp, chairman Interstate Commerce Commission (Oct 5, 1899) : That railroad [Kansas City, Pittsburg and Gulf], in connection with the Mallory Steamship Line, Which takes goods from New York to Galveston, after various inter- mediate reductions, finally put in a rate from New York City to Kansas City at 80 cents as against $1.47 by the all-rail lines, with the result that a very considerable amount of traffic moved by a circuitous route approximately 2^ times as long as the direct route, making, of course, higher rates from New York to St. Louis and from New York to Chicago, than from New York to Kansas City, a condition which, in a way, is illogical, and so, of course, can not permanently continue. I am not saying now whether the interested carriers were justified or not; that is not the point, but the effect, of course, was to bring about discriminating rates between the greatest trade centers of the country, because anyone can see that the rate from New York to Kansas City should not be lower than the rate from New York to St. Louis or from New York to Chicago. And yet during the last three or four months that has been the actual condition, that a very considerable amount of traffic has gone from New York to Kan- eas City, by way of Galveston, at a rate only a little more than half the standard rail rate from New York to that city. Q. Can you say what conditions brought that about? — A. Well, I only know the excuse which, I understand, is put forward by the receivers of that road. They insist that they were entitled to what is known as a differential; that is, by reason of their circuitous route, the greater length of time which it would require to take traffic from New York to Kansas City by that route, the cost of marine insurance, and all that sort of thing, they could not get any of the business at the same rates as the all-rail lines; and therefore they ought to be allowed to charge somewhat less, with a view of RELATION OF WATER AND RAILROAJ) RATES 321 getting what they claimed was their share of the business. And it was the refusal of the other lines, the all-rail lines, to concede the differential claimed which led them to get the differential by force. I may add for your information that by recent action of Judge Thayer, who appointed these receivers, they have been ordered to restore the rates which existed at the time this controversy arose. Of course, all that was complicated, and I mention it to illustrate the intricacies of the whole situation; that is, the water lines down to Savannah and Charleston and then the rail lines from there across the country to the same destination. * * * Referring to the long and short haul clause, Commissioner Knapp said: The Supreme Court has construed that section or provision of the act in such a way as to make it sub- stantially nugatory, and as a matter of fact, especially in the territory south of the Potomac and east of the Mississippi River, the injury to small towns which results from higher rates to them from the great centers of production than to the larger cities of the South more distant, has been serious and is still serious. To a great extent simi- lar conditions exist with reference to the transcontinental traffic, rates all rail to the Pacific coast terminals being ordinarily much higher [lower] than to many places in the interior. Of course the justification put forward in all those cases is the competition ot water carriers and the necessity, often actually a justification fairly satisfactory in many instances, that they must approximate the rates of the water carrier or else they can not get any of the business. [IV, page 134.] As an instance of excusable and practically necessary discriminations, Commissioner Knapp said: The most typical case is where water competition at the long-distance point compels the rail carriers to make approximately the same rate as the water carrier to that long-distance point. [IV, page 144.] Hon. Jiidson C. Clements, member Interstate Commerce Commis- sion, referring to local discrimination in the southeastern territory, said (Oct. 5, 1899) : Well, I have generally heard it assigned, when that system has been criticised by the commission — as it has been in numerous cases — I have generally heard it said that that territory was peculiarly situated with reference to water; that the Mississippi River and the other rivers to the Gulf and the Atlantic Ocean so surround that ter- ritory that there were so many points that could be reached 1)y water, or partly by water, largely by water, that it necessitated a reduction, the making of low rates to these points. But that I do not think is bome out to any great degree, because the territory north, that of which I have spoken, is surrounded by a system of great lakes on the north and by the Mississippi River and Ohio River and Atlantic Ocean, the canals, and is subject to quite as many water influences, I think, as the south, except, perhaps, in winter time, when the lakes are closed. Q. Have you had occasion to compare the local rates which prevail in that, south- eastern section with the local rates which prevail in the other sections which you re- ferred to, east of the Mississippi, north of the Ohio? — A. Well, the rates are usually lower in the north than they are in the south, both local and thi'ough. That is usually true. [IV, page 155.] Statement of JVIr. George J. Kindel, manufacturer, Denver, Colo. (Oct. 10, 1899): The result of the Colorado Fuel and Iron Company hearing was a iiiling by the Interstate Commerce Commission that the railroads be made to carry their products from Pueblo to San Francisco for 75 per cent of the Chicago rate. Previous to the hearing rails were carried from Chicago through Pueblo, or even via New Orleans, to San Francisco for 60 cents per hundredweight, while they were charging the Colorado Fuel and Iron Company $1.60 per hundredweight, notwithstanding the 1,000 miles shorter haul. In my case, in behalf of Denver City, I was never given a ruling by the Commission. On my product — comforters — I was obliged to pay $3 per hundredweight — Denver to San Francisco — while my competitors at Missouri River points — Chicago, St. Louis, and New York — were paying only $1 per hundredweight. At the hearing in Denver the traffic managers of the transcontinental lines wished to appease me and gave me the $1 on comforters to San Francisco and southern California points without any order or ruling from the Interstate Commerce Commission. [IV, page 252.] Q. Do you mean to say that, after consultation with thesQ, three lines to the coast, they refused to take your business at a rate less than this same classification is carried from Chicago to the Pacific coast? — A. Until I made complaint to the Interstate Commerce Commission and had them there at the hearing. Then they offered to make me a |1 rate on comforters. I was paying $3. 322 REPORT OF THE INLAND WATERWAYS COMMISSION Q. (By Senator Kyle). On that one article alone? — A. Yes. Q. How did they explain their extortionate charges before'^ — A. They do not try to make any explanations. Q. (By Representative Livingston.) Do they not offer this explanation, that their train is made up at Chicago for the Pacific coast, and that they can haul through loads from Chicago on a much less tariff than they could stop at your place and take on addi- tional cars and an additional amount? — A. Their chief explanation has always been water competition, but I have exploded that theory. They allege that water com- petition is the controlling factor. I recognize water competition as a controlling factor, but I deny that if the rate is 75 cents from New York, all rail overland to the Pacific coast, that Missouri River points should be given a 50-cent rate. The only argument I can see that they might advance is because of its proximity to the Pacific coast. But they also alleged that the ships did actually absorb the inland freights to the Atlantic coast and carried them around by the Horn. I then assumed that the railroads should raise their rates, add the 30 cents, if you please, that the ships absorbed, to the Missouri River rate of 75 cents and the New York rate, and that would make it $1.05 instead of 50 cents. And we proved at the hearing that they actually had 75 cents from New York and 50 cents at Omaha, but when you struck Denver it was $1.60 to Pacific coast points on the same articles. So your train making would apply to Missouri River points. It ought to affect them more seriously there than at Denver. There you understand they make it less. Q. You can not ship by water at Denver? — A. No; not unless down the Platte River, and that is not very big. Q. (By Mr. Conger.) You are on water competition on the Missouri River prac- tically? — A. They have had three steamboats. One burned up, and another sold out, and I do not know what became of the other. [IV, page 255.] Statement of Mr. A. J. Vanlandingham, commissioner, St. Louis Traffic Bureau, on classifications (October 7, 1899): One of the causes which has given the most trouble in my office for the past six months has been the desire of the railroads to secure business that did not legitimately belong to them. I had a condition on the Missouri River that will expire on the 15th of Octo- ber, whereby rates from all points in the East, beginning with Portland, Me., on the north, and Norfolk on the south, extending as far west as Pittsburg and Buffalo to the Missouri River, by way of Galveston, and worked from Galveston on to Missouri River points, as low as rates from Chicago to the same pointsj as low as the rates from the same territory to St. Louis, when you count the bridge toll, added to our East St. Louis rate. That is in a way to be remedied now by order of the judge of the United States circuit court. The line that was making the rate being in the hands of a receiver, he decided the rate in effect from the eastern seaboard would be too low and ordered it advanced. If there had been no receiver, or if the receivers had not applied to the court for relief, I do not think we would have had any. [IV, page 202.] The Southern is very largely an any-quantity classification, for the reason that I just gave — on account of water competition. * * * In the Pacific coast traffic there are nearly 1,500 exceptions to the classification, brought about by water classifica- tion [competition] around by the Pacific Mail and Cape Horn and other competition. [IV, page 203.] Q. Does any of your traffic destined to Pacific seaboard points go to the Gulf and thence by water? — A. No; we have at times shipped from St. Louis to New York and thence by water. There is no direct transportation from the Gulf to the Pacific coast . Q. How recent, as far as you know, have there been shipments from St. Louis to the Atlantic seaboard and thence around by water? — A. Within the last two years, up to the time of the rate war between what is known as the Clipper Line of steamers and the Pacific Mail, and the direct rail lines, went out of existence — that is, about a year and a half ago — we shipped lard and oleo oil and a number of commodities of that nature from Kansas City to the seaboard and thence by water to San Francisco. Q. (By Mr. Clarke.) Is it not true that the Southern Pacific Railroad has a line of steamers plying between Atlantic and Gulf ports and their eastern railroad termini at New Orleans and Galveston? — A. Yes; they own the Morgan Line. The Southern Pacific, on eastern seaboard business — I think it was shown in testimony some time ago — handled 65 per cent of all the eastern business by way of New Orleans to the Pacific coast points; that is, as far north as San Francisco. Q. By reason of having that line of steamers? — A. Yes. Q. They are able to make lower rates than the all-rail lines to the Pacific, aren't they? — A. The Southern Pacific so far have been able to dictate all the rates to the Pacific coast south of Portland, and up to May 1 last making, you might say, all the rates to the Pacific coast. [IV, page 207.] RELATION OF WATER AND RAILROAD RATES 823 Statement of James S. Davant, commissioner of the Memphis Freight Bureau (March 23, 1900): The present rail rates [to New York and Boston] are fixed by that water transporta- tion [byway of New Orleans]. The water rate from here [Memphis] to the East, via Cincinnati, is 5 cents lower than the railroad rate, which is supposed to cover the difference of insurance and make provision for slow time. * * * I think they accept the railroads' bills of lading as sufficient insurance. [IX, 6, 7.] Statement of B. H. Griswold, general freight and passenger agent, Western Maryland Railroad (April 5, 1901): Q. Is there a rail and water line from Chicago to Baltimore and one from St. Louis? — A. Yes; there is a rail and lake line during the lake season. Q. To Baltimore? — A. Yes; there is the Anchor Line, that operates out over the Pennsylvania Raihoad, and the Fairport Line, that works out over the Baltimore and Ohio to the Lakes, and others. Q. To what point? — A. Chicago and northwestern points during the lake season. Q. Those routes would certainly be more circuitous than the trunk lines? — A. Yes. Q. And yet they are allowed by these general agreements with the roads to charge somewhat less? — A. That is right. Yes. * * * All of these differentials apply- ing to the seaboard are absolute differences, not percentage differences. [IX, 614.] Statement of George H. Anderson, secretary Chamber of Com- merce, Pittsburg, Pa. (April 19, 1901): In Europe, where improvement of waterways for transportation is carried on to an extent not dreamed of in this country, it has been found that where navigable water- ways have been established, new railroads have been found necessary and older and unprofitable ones paralleling these streams have been made prosperous. The London Chamber of Commerce, the best authority on industrial ethics, says in its Journal of March, editorially, that the enormous sums expended in France, Germany, Austria, and other countries on the Continent in construction of canals and other waterway improvements is, from an enlightened commercial policy, giving the easiest and most economical transportation of products to markets. [IX, 639.] I think that no railway transportation can be profitably carried on at much less than 2 a cent a ton a mile. * * * That rate would make the cost, at the minimum rate, to New York, which is 450 miles, $2.25 per ton. Hence, it recjuires no argument to prove that if the United States Government keeps these waterways open, by such improvements as are common to navigable waterways of the whole world, that this countiy can maintain its supremacy over all other peoples of the world in the matter of supplying cheap transportation, and particularly of coal. Coal is becoming the great staple of the world. You can't manufacture anything without coal. Fuel is of more importance than ore, or anything else. If there is no fuel, you can not make anything out of the other elements. [IX, 642.] Statement of J. M. Langley, representing the Merchants' Associa- tion of New York (April 3, 1901) : RATES TO ATLANTA If there is any advantage in the scale of rates itself, New York has it against St. Louis and Chicago, * * * due to another agreement between railway lines that dates back perhaps thirty years. It was an unwritten agreement among all railroads that merchandise should enter the South from the East — that is, from her seaboard. I don't know what brought about that agreement. I only know that agreement in a general way; I can make that specific, too — I have a record. The idea was to exclude the western lines from any participation in business that moved into the South from the West. That was the general effect of the agreement. Why that was done, I don't know. * * * It was a sort of general agreement. Mr. Ripley. Does that condition prevail at the present time? — A. Yes. Q. How far would it be due to the effect of cheap water rates which New York enjoys through to southern ports? — A. Well, if there are any cheap water rates from New York to southern points I am not familiar with them — I mean that I do not think that they do exist. There is no competition between the coastwise water lines and the railroads. In fact, this very classification that we were discussing this morning, although It ia designed to fit railroad conditions, applies via the steamship lines as well. 324 REPOET OF THE INLAND WATERWAYS COMMISSION Mr. Kennedy. Does the community of interest between the railroads and steam- ship lines bring that about? — A. It is entirely community of interest; I can say "yes" to that, that competition between the coastwise lines and the railroad lines is more apparent than real. Q. The community of interest, then, is likely to deprive the people of the advantage of the cheaper shipment by water? — A. Yes, it will certainly do that; has done it in fact. For instance, you would naturally suppose that the influence of the Lakes was of some significance, but every merchandise line on the Lakes is owned by the rail- roads. The same way with tlie Erie Canal, which runs from Buffalo to the Hudson River; there are merchandise freight lines owned bv the railroads operating on t]ie canal. [IX, 874, 875.] RATES TO CALIFORNIA Q. Is it possible for a New York merchant to do business in California territory in competition with San Francisco? — A. Yes. I was going to refer to the fact that on business destined for California and the Pacific coast there is another classification in effect which is peculiar to that traffic. It is made in a different way from the official or the western or southern. It is made by making groups, and naming rates to cover groups rather than items — that is, rather than separate items. There has-been a con- tention by commercial bodies of the central West, particularly Chicago and St. Louis, that the scale of rates, and also the classification, in effect from Chicago and St. Louis was detrimental to their interests. Chicago and St. Louis claim that the transconti- nental lines are using this same difference between the carload and less [lots] to exclude them from the Pacific coast territory'. On the other hand, the Pacific coast jobbers maintain that Chicago and St. Louis have no right to do business out in their territory, and there is a case now before the Interstate Commerce Commission in which that whole question is involved. It is of a rather complicated nature. For instance, a rate from New York to San Francisco, and from Chicago to San Francisco, is the same. Chicago claims that because she is nearer San Francisco — and St. Louis makes a similar claim — the rate to San Francisco should be relatively less than it is from New York to San Francisco. As a matter of fact the rate from New York to San Francisco on transcontinental business is what should be properly styled a compelled rate — that is, a rate that is not based on the cost of service rendered, or distance hauled, or anything of a similar nature. It is a compelled rate because it is fixed by the rate by ocean from New York around Cape Horn and up to San Francisco. The correct position, from a rate point of view, of Chicago to San Francisco is in reality the rate from Chicago to New York plus the rate from New York to San Francisco. What the interests of Chicago and St. Louis seek is to have that compelled rate used as a basis and then oblige the railroads to grade the rates from the eastern seaboard to the Pacific coast. * * * Q. Does the city of Denver make a similar contention that it is entitled to still less than the Chicago-San Francisco rate? — A. Yes; there is one of the difficulties. If the principle involved that the compelled rate is not recognized and protected, and this graded system of rates is introduced, you can at once see that with the rate from New York to San Francisco $1 to begin with, to gi'ade that westward, you would soon reach a point, perhaps after you left Denver, where there would not be any rate to decide. You would be carrying goods for nothing. Q. Under present conditions, a jobbing merchant in Chicago can compete on even terms with one in New York in the whole California territory? — A. That is appar- ently true, but not wholly true, for this reason. The Chicago merchant has against him the rate that it originally cost him to get his stock from the east to Chicago, which must be added to that rate which he must pav from Chicago to San Francisco. [IX, 875, 876.] Statement of Charles D. Griffith, representing the Denver Chamber of Commerce (May 8, 1901) : RATES TO SAN FRANCISCO All the rates west of Chicago take the eastern basis of 67 cents, first class; all west of St. Louis take a basis of 87 cents to St. Louis, and west of the Missouri River I think it is §1.47. They all have this same basis and their rates are all the same to these points west of Denver. Kansas City, Omaha, St. Joseph, Chicago, St. Louis — all river points — the rates added from the Atlantic seaboard are the same. COMMODITY RATES TO THE PACIFIC COAST There are special rates made on certain items that have been brought before the Western Classification Committee, by which they were taken out of the class they were in and placed in a class of their own, a commodity, as they term it, having a special rate. [IX, 854.] RELATION OF WATER AND RAILROAD RATES 325 RIVER AND RAIL RATES The accompanying tables of river rates and rail rates to points affected by river competition show that the water traffic materially affects the rail rates. Boat lines as a rule make lower rates than those made by rail carriers; but this is sometimes necessary on account of the cost of marine insurance and charges for drayage and for loading and unloading. Insurance is less necessary on rail ship- ments because of the common-law liability of the rail carrier. Where goods are shipped from or delivered at a warehouse on a rail- road switch, freight cars can be loaded or unloaded directly by the shipper, while boat freight has to be carried to and from the landing. On the other hand the boat lines sometimes have the advantage of location in receiving and delivering freight from warehouses on the river banks. On the upper Mississippi, river rates are in maii}'^ cases only two- thirds of the rail rate, and in some cases the difference is even greater, the rate from St. Paul to Alton, 111., and St. Louis, Mo., for example, being 63 cents by rail and 40 cents by river for first-class freight. The Diamond Jo Line reports as follows: Our aim is to always make our freight rates less than the railroads' , and while we have no agreement with any railroad, we make our freight tariffs out based on a reduction of from 20 to 33 J per cent less than the rail rates, for on account of the frequent service of the railroads and quicker time by rail, and also on account of the cost to shipper for marine insurance on shipments of freight, it is necessary to make considerably lower rates by river in order to secure a fair share of the business. A circular issued by the Diamond Jo Line May 6, 1907, states that the merchandise rates from St. Louis are as follows: To all points to Keokuk, Iowa, inclusive, 20 per cent less than the rail rate. To Nauvoo, Fort Madison, and Burlington, Iowa, 25 jser cent less than rail rate. To all points north of Burlington, Iowa, to and including St. Paul, 33^ per cent less than rail rate. Tables 97 and 98 (pages 334-336) compare river and rail rates from St. Louis and St. Paul to points on the upper Mississippi. The effect of river competition is more clearly demonstrated by a comparison of rail rates from St. Louis to points on the Mississippi and points of equal distance on the Missouri, where there is no effective water competition, as shown in Table 99 (page 337) and Map 1. It will be seen that rates to Kansas City, Leavenworth, St, Joseph, and Omaha are 60 cents per cwt., while to cities on the Mississippi River of equal distance the rates range from 42.8 to 50 cents per cwt. On the single Missouri River line rates are approximately one- third lower than rail rates on Class I articles. Tables 100 and 101 (pages 338 and 339) show railroad freight rates from Missouri River points to St. Louis for a series of years. On the Illinois River rates are in most cases lower then rail rates, as shown in Table 102 (page 340) ; but the difference between the rail and river rates is less than on the upper Mississippi. It is of interest to note that rates to Havana, Pekin, and Peoria are lower, both b}' rail and river, than to cities where the distance is less. On the lower Mississippi River the difference between the rail and river rates does not seem to be as great as on the upper Mississippi. Indeed, in many cases the rates are the same by both routes, and in some cases, notabh' in the case of Louisiana intrastate rates, the river rates are even greater than the rail rates. This relation results 326 REPORT OF THE INLAND WATERWAYS COMMISSION in some cases also from the practice of the steamboat Hnes in charg- ing the same rate to a large number of points. In some cases more prompt and convenient delivery can be had by river than by rail. The tariff sheets of the Eagle Packet Company, operating from St. Louis to Commerce and Cape Girardeau, Mo., with intermediate landings, show rates which approximate closely to the rail rates. It is stated that shippers show a preference for the river route on account of the greater facihty of delivery by the boats. In 1907, however, the Eagle PacketCom'pany had a new competitor in the Cape Girardeau trade in the steamer City of Memphis, which maugurated the policy of rate cutting, so that the Eagle Packet Company was unable to maintain the rates shown in its tariff sheets. Officials of the St. Louis and . Tennessee River Packet Company and of the Lee Line wrote the Secretary of the Business Men's League of St. Louis, in April, 1907, to the effect that there was no longer any through rate from St. Louis to New Orleans, either all water or water and rail. The superintendent of the Lee Line wrote: Four years ago we handled freight in connection with steamers at Memphis to Vicksburg, Miss., and connecting at Vicksburg with steamer for New Orleans, and the connecting lines at Memphis and Vicksburg found there was no money in the bus- iness when dividing the through rate with three lines, and at the closing of navigation in 1903 it was discontinued as it was not profitable for the three lines. Tables 104, 105, 106, and 107 originally published by the Interstate Commerce Commission '^ show the rates on grain, flour, pork, meats, and hay carried by the river lines from St. Louis to the important river points south, to and including New Orleans. Table 108 shows river and rail rates from St. Louis to New Orleans in effect in 1903. The traffic manager of the St. Louis and Tennessee River Packet Company stated, in April, 1907, that it was impossible to make a combination rail and water rate from St. Louis to New Orleans, both being basing and competitive points. He added that if there were a through line of steamboats now operated between St. Louis and New Orleans, the class rates would, in his opinion, be as follows: 1. 2. 3. 4. 5. 6. D. Cts. 50 Cts. 40 Cts. 35 Cts. 30 Cts. 25 Cts. 20 Cts. 10 According to a letter from Mr. P. W. Coyle, commissioner, freight bureau of the Business Men's League of St. Louis, to Mr. W. F. Saunders, secretary and general manager of the Business Men's League, dated April 17, 1907, the all-rail class rates from St. Louis to New Orleans were the same as they were in 1903. Beer had been reduced 5 cents per 100 pounds, while lead pipe and sheet lead had been advanced 2 cents on both carload and less-than-carload lots. Bagging and ties may now be shipped in straight or mixed carloads, which was not permissible in 1903. Mr. Coyle also states that, early in 1906 (Jan. 30), the St. Louis, Iron Mountain and Southern Railway advanced the rates from St. oRailwaya in the United States in 1902, pp. 114-116. RELATION OF WATER AND RAILROAD RATES 327 Louis to about 35 station s on the Memphis, Helena and Louisiana division. Concerning this advance Mr. Coyle writes: We set forth that water competition should be considered in the establishment of rates to points on this branch of the St. Louis, Iron Mountain and Southern Railway, which practically parallels the river, but we were informed that no boats were plying between St. Louis and the points in question. Boats were operated from Memphis, Vicksburg, Natchez, and New Orleans, hence the rates from those points remained unchanged. The following table submitted by Mr. Coyle shows the old and new rates on the five classes and a number of commodities: CLASS RATES From— 1. 2. 3. 4. 5. Governed by- St. Louis: Old Cts. 90 108 60 } 60 Cts. 75 90 50 50 Cts. 65 72 40 40 Cts. 50 50 30 30 Cts. 40 45 22 22 Present Western Classification. Do. Natchez New Orleans Do. COMMODITY RATES Old. Present. Axes, less than carloads Agricultural implements, carloads .. Axle grease, carloads Dried beans, less than carloads Beer, carloads Candles, less than carloads Special iron: Carloads Less than carloads Paints and putty, less than carloads Soap, less than carloads Whisky in wood, less than carloads t Woodenware, carloads Baking powder, less than carloads. . Canned goods, less than carloads Bottles, glass, less than carloads Flour, less than carloads Corn, less than carloads Com meal, less than carloads An interesting comparison of all-rail rates applying to points on the rivers and those of inland points located off the river is shown by Map 3. It will be noted that the inland cities of the same distance as those located on the river are given higher rates in all cases. Tables 109, 110, 111, 11 2, and 113 and Maps 2 and 4, showing class rates applv- ing from Chicago, St. Louis, Louisville, Cincinnati, and Mempliis, give a further comparison of such rates. Table 114 shows river and rail rates from St. Louis to Tennessee Kiver points. The Ohio River from Pittsburg down is navigated by many packet and towdng companies. Bulk traffic constitutes the greater tonnage of the river. Table 115 shows class rates applying from Pittsburg to points on the Ohio and Mississippi rivers. The movement of coal from the Great Kanawha down the Ohio River is an important factor. As the coal fleets are owned by the coal operators, there are no rates of freight. Table 116, however, 328 REPORT OF THE INLAND WATERWAYS COMMISSION shows the effect of the water competition upon the rail lines operating from mines in West Virginia to points along the Ohio River. The rates to inland points of equal and even less distance are higher in proportion by from 30 to 40 cents per ton. Map 6, showing the all-rail rates oii bituminous coal by the Chesapeake and Oliio Rail- way from the Kanawha district to points on the Ohio River and to interior Kentucky cities, clearly demonstrates the same effect. Mr. Robert E. Lee, general manager of the Lee Line steamers, says: We try to get as near the railroad rates as possible, allowing for expense of insurance and expense for drayage when shipments originate from shippers who have tracks alongside their stores or factories, and small differential for hauling to and from the river on account of the steep grades of the levees, for which transfer companies charge extra. The St. Louis and Tennessee River Packet Company claims to make its rates without considering any other lines, allowing circumstances to regulate them as facts and conditions warrant. The Arkansas River Packet Company reports: In the majority of cases the rates of this line have to be made 50 per cent below rail rates, to which 50 per cent the charge for insurance and drayage can be added and still give a rate sufficiently attractive to bring traffic to the river. The "refund" system of the railroads (which really operates as a rebate) allows the shipper from 50 cents to 11.50 a bale back. This obtains where cotton is compressed en route and is the differ- ence between the sum of the local rail rate to the compress plus the rate from com- press to the point of destination and the through rate from point of origin to point of destination. Because of this refund the boats for several years could carry only flat (that is, uncompressed) cotton. There is a considerable difference between the rail rates applying from New Orleans and Memphis to points on the river and to inland points in the adjacent country. First-class rates from New Orleans to Natchez, Vicksburg, Memphis, etc., are 45 cents; to interior points of equal and less distance the rates named arfe higher in every case. Table 117 shows the all-rail rates applying from New Orleans to Mississippi River, Gulf and interior points in Mississippi, Louisiana, Alabama, and Tennessee. It will be seen from this table that the rail lines, in order to secure the traffic, charge a lower rate to the river points, and, in turn, charge a comparatively higher rate to points where there is no water transportation. This is further demonstrated on Maps Nos. 4 and 5, which cover the rates charged on Class 1 articles from Memphis, Tenn., and New Orleans, La., to river and inland points. Contrary to the conditions on other river routes, the river rates from New Orleans to points in Louisiana are usually higher than the all-rail rates. It is asserted that the higher rates via river are accounted for by the fact that shipments by the boat lines make better time, which inclines the shipper to route via the boat lines. Table 118 of class rates applying from New Orleans to landings on the Mississippi River shows the relation of the rail and river rates. The steamboat lines operating on the Red, Black, Ouachita, and tributary rivers do not go below the rail rates, and in some cases even quote higher rates than those of the rail lines from New Orleans. Apparently the same conditions exist as to points on the Mississippi in Louisiana. It is asserted that, owing to the greater certainty as to time of delivery by the river, the boat lines are in a position to name RELATION OF WATER AND RAILROAD RATES 329 higher rates. When a planter ships b}^ river he knows his commodity wdll reach its destination on a certain' day, and that he can take advantage of ruHng market quotations, steamboat sugar and cotton being considered as "spot" for the purpose of sale. On the other hand, rail shipments are frequently delayed for many days, and it is often a matter of weeks after application is made for cars before they are furnished for loading, to say nothing of the delay that is likely to occur in transit. In November, 1904, the New Orleans Steamboats Traffic Asso- ciation, through its freight traffic manager, applied to the railroad commission of Louisiana for authority to increase the river freight rates between New Orleans and points in Louisiana. The reasons for the proposed increase were given as increase in wages, price of fuel, and of general store supplies and repairs, and also the high rates of insurance. In this latter connection it was stated that in the event of an accident, whereby repairs are required, if the boat is over 2 years old, the owners are required to pay 50 per cent of such repairs. The authority to increase the rates was granted. Since the increase the Louisiana intrastate rates are in many cases in excess of the rail rates. In the case of sugar shipments, for ex- ample, to New Orleans, from sugar mills along the river between Baton Rouge and New Orleans, the rail rate and river rate were for- merly the same, 7^ cents per himdred poimds, but when the advance went into effect the river rate was fixed at 10 cents. It seems, how- ever, that the steamboats retain more than half of the business on account of the much greater facility of delivery by river. A planter who ships by river knows that his sugar will be in New Orleans the next day and that he can take advantage of ruling market quota- tions, while rail shipments are frequently delayed for many days, and it often takes weeks to secure cars. Capt. L. V. Cooley, president of the Ouachita Transportation Com- pany, denies that the cost of water transportation is cheaper than that of rail transportation except in the case of coal, where the boats or ''shells" are so inexpensive as to make the transportation cost rela- tively small compared to transportation of other commodities re- quiring more substantial hulls. Tables 119, 120, 121, and 122 give freight rates applying on class and special commodities to and from landings on the various rivers in Louisiana and New Orleans, giving the rail and river rates between these points. Table 123 shows the all-rail rates applying on classes from Seat- tle, Wash., to points on Puget Sound, and to interior cities located in the adjacent country. It will be seen that the rates to Puget Sound points are relatively lower than those to the inland cities in the same locality. The rate on Class 1 articles as far north as Mount Vernon is 7^ cents; to Bellingham, 12^ cents; and to New West- minster, British Columbia, 20 cents. To inland cities of equal dis- tances the rates range from 22^ to 25 cents. The effect of water competition is more clearly demonstrated by Map 7. In this connection it is of interest to note the comparison of rates applying from Seattle to points on the Northern Pacific and Great Northern railways -with the rates from Portland to points on the Oregon Railroad and Navigation Company located on the Columbia 31673— S. Doc. 325, 60-1 22 330 REPOET OF THE INLAND WATERWAYS COMMISSION River. The rates to points on Gray's Harbor and Willapa Harbor on the Pacific coast are also lower than those to the intermediate cities of shorter distances. Table 124 shows class rates applying from Portland to points on the Cohmibia River via rail and via river. It will be noted that the rail rates are higher in most cases, and in others meet the river rate. The first-class rate to Astoria and to The Dalles is 25 cents either by rail or river. To points just beyond The Dalles, where navigation is interrupted, the rail line takes advantage of the rehand- ling charges by the water route and names rates much in excess when distance is used as a basis of comparison." The rate via rail to The Dalles, a distance of 87 miles, is 25 cents; to Castle Rock, a distance of 161 miles, the rate is 75 cents; in other words, the rate to Castle Rock is three times as high as the rate to The Dalles, while the distance is not quite twice as great. The effect of water competition on the Columbia is further shown by a comparison of the rates applying from The Dalles, in Table 125. The rail rate to Portland, a distance of 87 miles, is 25 cents; to Castle Rock, a distance of 74 miles, the rate is 50 cents. The rate to Astoria, a distance of 187 miles, is 50 cents, while to Ains- worth and Pasco the rate is 90 cents on first-class freight. It will be seen that where the river is navigated water competition is effective in lowering freight rates. The completion and opening of the work now in progress around the falls of Celilo will give an unin- terrupted boat service from Lewiston to the sea. Table 126 shows class rates applying from Portland to points on the Willamette and Yamhill rivers via rail and via river. The rates via river are lower than those by rail. On Map 9 will be seen a demonstration of the effect of water com- petition in so far as freight rates are concerned. The rates to Puget Sound, Pacific Ocean, and Columbia River points are less than those to the intermediate and inland cities of approximately the same distances. The Sacramento and the San Joaquin rivers, together with tribu- tary rivers leading into San Francisco Bay, are navigated by several steamboat lines. The rail lines paralleling these waters or reaching points located on them are in constant competition mth the water carriers. Table 127 and Map 8 give the rates from San Francisco to points on the various streams and to inland cities in the adjacent country, showing the comparatively low rates applying to points where steamboat traffic exists, while to points where the boat lines can not reach comparatively higher rates are in effect. Loss of prorating arrangements with the railroads. — A representative of one of the packet lines on the Ohio states that up to about 1900, when the United States Steel Corporation was formed, Pittsburg boats had prorating arrangements with practically all the railroads tap- ping the IVIississippi River, as well as the Oliio River, and reaching the South and West. At about the time mentioned they received verbal notices from all these railroads through their commercial a There is a State Portage Railway 8 miles in length in operation since September, 1905, by means of which freight may be transferred from The Dalles to the head of Celilo Falls, RELATION OF WATER AND RAILROAD RATES 331 representatives terminating through rates. Instead of being able to quote tlirough rates as formerly the packet lines are now obliged to quote their own rate to the point where they connect with the rail- road and then add the local tariff rate of the railroad from that point to destination. The railroads formerly issued joint tariff sheets with the packet lines just as they do with other roads. The reason assigned b}^ such roads as the Louisville and Nashville and the Queen and Crescent for the termination of joint tariff rela- tions was the pressure brought to bear upon them by the roads out of Pittsburg. The loss of prorating arrangements has been a very serious matter to some of the packet lines. It has practically ruined the traffic in horseshoes, cotton ties, bar iron, wire nails, staples, etc., to the South and West, which was formerly extensive. A few j'-ears ago arrangements were in effect whereby sliipments could be made from Pittsburg territory and prorated via river and rail to Atlanta, Ga., Chattanooga, Tenn., Birmingham, Selma and Montgomery, Ala., Kichmond and Roanoke, Va., and Texas, Colorado, and California points; but the community of interest under which the railroads now seem to work caused the withdrawal of the pro- rating arrangements at almost all points on the Oliio and Mississippi rivers, thus compelling shippers to forward by all-rail lines instead of river and rail routes. Formerly shippers gladly availed them- selves of the prorating arrangements, particularly when there was a shortage of cars or congestion of freight. The Pittsburg and Cincinnati Packet Line still retains prorating arrangements with the Louisville and Nashville Railroad to Clarksville and Nashville, Tenn., to which points there is water competition. It is said that the American Steel and Wire^ Company will not make any shipments by water to any point that can be reached by rail except such shipments as it makes to its own warehouses at Louisville, Memphis, and New Orleans in barge lots by the Monongahela River Consolidated Coal and Coke Company. The former refuses to ship by water even when requested to do so by the buyer. This asser- tion receives some confirmation from the following statements made in the company's Schedule No. 12 of through, freight rates, effective January 1, 1907: The within are the lowest rates obtainable via all-rail lines. * * * Exception : To iJoints shown herein, not located on any railroad but reached via water, the rates given apply via rail and water, but no rail and water rates are shown to any points which can be reached without water transportation. The river rate by packet on wire nails from Pittsburg to Catletts- burg, Ky., is 11 cents per hundred pounds for quantities less than 20,000 pounds, and 8 cents per hundred pounds in larger quantities, and the rail rate in force in May, 1907, was 16^ cents, less than car- loads, and 13 cents on carload lots. Other instances of the same kind can be ascertained by comparing the tariffs of the packet lines with the schedule of freight rates above referred to. It should be added that the Steel and Wire Company does not itself make these rates, but publishes the rates of the railroads. The packet lines get some shipments from the American Steel and Wire Company to those river points not reached by railroad. The American Steel and Wire Company also ships in its own barges steel billets from Pittsburg to its mills at Rankin, Pa., by water, besides carrying coal to its various mills by. water. 332 REPORT OF THE INLAND WATERWAYS COMMISSION Prior to the building; of the division of the "Frisco" Railway between St. Louis and Cape Girardeau, Mo., the Eagle Packet Com- pany had prorating arrangements on much tlirough business by way of the latter point, but since the line was completed the railroad has discontinued the prorating arrangements and the Packet Company can get no other arrangements with railroads at St. Louis. The prorating between the Arkansas River Packet Compam'- and the railroads was given up at the beo-inning of 1907. According to the packet company the railroads, after taking shipments of cotton for the East and for export, would cause delivery to be delayed after they had loaded it on cars from the boat line, and would hurry their own shipments to attract business to the railroads. The boat line had to pay the same rate as other local shippers. insurance. — The following illustration shows the effect of cargo insurance rates upon the packet lines. Referring to a proprietary medicine made in Pittsburg and having a large sale in the South, it is said: Suppose the company has a shipment of 50 boxes to make, a shipment of this size weighing 2,000 pounds. The shipment is from Pittsburg to New Orleans. The rail rate on this is §1.05 per hundred pounds, or §21 for the lot. By the water lines, the through. rate was originally 70 cents per hundred, or §14 for the shipment, making a difference of $7. The co'mmon-law liability of the railroad makes it practically an insurer of the freight, so the shipper has nothing extra to pay for that. By the river, however, the insurance on such a shipment would be §5.25, reducing the advantage of that route to $1.75 per ton of 50 boxes. This advantage was not sufficient for the river lines to hold the business and they were compelled to reduce their rate to 60 cents per hundred, and at this rate they held the business. Another route on the shipment to New Orleans was by rail from Pittsburg to New York, and thence by steamship to New Orleans. The ocean line had an advantage in insurance rates, paying one-fourth of 1 per cent and the river line 11 per cent, the difference on the shipment of 50 boxes amounting to §4.20. The following statement shows the cargo insurance rates for barges on the Ohio and Mississippi rivers: Net insurance rates on straight lots of railroad iron, pig iron, blooms, and pig had from Pittsburg. Pa. Destination. Class No.l. Class No. 2. Class No. 3. Per cent. 0.33J .50 .60 .60 Per cent. 0.40 .60 .72 .72 .80 1.00 Per cent. 0.50 .75 .90 .90 1.00 1.25 Note.— From other points in above proportion, as per tariff. Net insurance rates on nails, bar iron, vire, ploirs, and cotton ties from Pittsburg, Pa. Destination. Class No. 1. Class No. 2. Class No. 3. Per cent. 0.40 .60 .72 .72 .80 1.00 Per cent. 0.50 .75 .90 .90 1.00 1.25 Per cent. 0.75 Cairo 1.00 1.50 St Louis 1.50 1.75 2.00 Note.— From othei point.s in above proportion, jis per tarilT. RELATION OF WATER AND RAILROAD RATES 383 According to Mr. W. H. Flint, of Pittsburg, Pa., the river insurance rate on coal cargoes to Cincinnati and Louisville, which was formerly 2h per cent, has been advanced to 3i per cent, and is practicalh' pro- hibitive. Few, if any, of the coal companies now carry insurance. The larger companies set aside a fund to cover losses. The rates mentioned cover the risk only while the coal is in transit. According to Mr. H. A. Adams, manager of the marine depart- ment of Mehle & Kausler, general insurance agents, New Orleans, La., most of the river boats carry hull insurance, but few have insurance for more than two-thirds of the cash value, and some take insurance for about one-half of the value. Some boats insure for part fire risk and part marine risk. For the fire risk only, cotton- carrying boats pay 3 per cent premium, and other carriers 2h per cent. According to j\Ir. Walter J. Ferguson, president, Marshall J. Smith & Co., Limited, an insurance agency at New Orleans representing various companies: Most of the river boats carry hull insurance and some carry a "blanket" policy under which a shipper may have his shipment insured, the risk attaching upon indorsement of same upon the bill of lading by the clerk or agent of the steamboat company. Insurance effected in this way is for the convenience of shippers at remote points. Other shippers or consignees place their insurance directly with the insur- ance agency and pay the premium to the insurance agent. Most river shipments are protected by insurance. The premium rate varies with the risk incurred. The lack of improvement of the rivers, difference of the natural conditions of their navigability and the danger attendant on such conditions are reflected in the insurance rates. For example, little improvement has been made in the Red River. It contains many snags and bars, and boats running in that trade are in constant danger of loss. Thus rates on that river are high. River freight rates are affected directly by the rate of insurance. To attract busi- ness to the river route the freight rate of the steamboat must be sufficiently under the rail rate to allow for the insurance premium, particularly at points where there is rail competition. Thus, at Vicksburg, Miss., the steamboat freight rate on cotton to New Orleans is 75 cents per bale and the insurance rate is about. 20 cents (this depends on the value of the cotton), which aggregates 95 cents per bale as the cost of transporta- tion . The rate by rail from Vicksburg is .SI per bale, leaving the boat an advantage of 5 cents, which is most frequently more than offset by the cost of drayage to and from the steamboat landing. Many shippers by rail effect insurance on their own account, preferring to have such direct insurance rather than rely on the common-carrier liability of the railroad because of the vexatious delays to which railroads subject them in case of lass. By this practice the shippers have a double protection, since they do not relinquish the right to go against the railroad in case of loss, but in such cases, when the insurance company has paid the loss to the shipper, it is subrogated to his rights against the railroad. The insurance rate by railroad is considerably less than the rate by boat. Probably all the railroads entering New Orleans insure their risks through large New York insurance brokerage concerns. Insurance companies have reduced their rates from time to time as far as has been possible in order to help the steamboat lines. The success of the steamboat means prosperity for the insurance company. As an example of the reductions that have taken place may be mentioned the hull rate on the Red River, which was 18 per cent in the '' palmy' ' days and is 13 per cent at present. Cargo insurance in the same territory was formerly 2 per cent aiid is now nine-tenths of 1 per cent. Cargo insurance from Vicksburg to New Orleans was fonnerlySl per 5^100, and is now 60 cents per §100.a The reduction in rates is especially-woticeable in the tariff premiums on cargoes and has been brought about directly by the competition of railroads. On the Red River, cotton rates to New Orleans, insured, exceed the uninsured rates by 25 cents per bale. oThe tariff of river premiums adopted by the Board of Underwriters of New Orleans, January, 1903, gives a rate of 40 cents per $100. 334 KEPORT OF THE INLAND WATERWAYS COMMISSION •(I3AU) sp-BOI -iTso 'laqnin'j ooooooooo |000 o oo ■ O C^ 03 CJ C3 o 'OOOO ;0000 ■(J3AU) Sp^Ol -JBO '•oja 'Ji^s O 0000^*0000 lo id iO u:5 u5 ui lo X 00 00 oo OOOO I QC 00 00 00 00 00 •OOOO • GiGi GiOi 'OOOO 'OOOO •(laAU) OOOO O o o' d o o •(jaATj) ooo oo o oo o o ■(laAU) %VBllJ^ oooo o ■jaAiH • oooo ■\wi nv iO lr3lO»00*00^^»O^H^-Hr-^lO>OOOOOOOOOOlOlO»0'0 id ddot^i^oooooici^'OJoJocidd'-Ht-H^^^cccococofo •jaAja o oooiooooio".-: • loooooo 'OOOO • t^ 00 00 00 X 00 'ddcJd 'OOOO ■iiTsi nv o t^ioiooxoico^^^ooaioocooooooooo id i^t^t^o6o6G3oddddddd'-I^c^ic^ioic^c4«did»dLd>d •joAia: O ooooooooo 'COCOOO 'OOOO 'OOOO •lira IIV ^-1 o o o o »o o c^ o C^ I^ t^ o o o o o o o o o o o o o o o t^ ociciciddojccoic-ic-ifrocoroo6cc»d»did»d»dodoco6Gco6 •laAiH o ooooooooo 00 coodooocoooJcici ■o o oo o o '■ C^^ d (^ :d d <6 'OOOO ' ci c-i oi c^ •irej iiv O O O oo O OOiO"^ ■*'' ^ O O O O O O O O O O O O OO O 00 dddd^'-^co»d-^-3^^«doid»d»doC'o6xo6o6^^^^^ •jaAia o ooooooooo oi oicriooiod-Hod 'OOOOOO 'OOOO •lira IIV CO OOOOOO"^'^C;a:03*^**"3'XCr:OOOOOOOOOOO 00 ^dd^cico»dooo»dooot^i^cococc(roModooo •jaAia OOOOOOOOOOO 'OOOOCO 'OOOO 'OOOO o6t-^t^r^t-^o6o6o6cndc5 '000000 'Mc^inin •■^■^■^■^ •Il'BI IlV •iMOOOOOOCOCCiO--r>-.OCOCOCjOOOOOOOOOOOOO ,-H r-( rH r-( 1— « 1— I --• i-H T-H .-* rH r-t i-H I— ( rH i-H .— t rH 1— I 1— t C^ (N C^ M CS OOOOOOOOLOOO O o o C) ^ c^i CO CO cc i-*^ o •OOOOOO I »0 lO >o »o uO o •ij^-i nv. ■oooooooot^xxxr*r^«oooooooooooo • i-Hc^oJ-^oor^x—Iddd^^^i^Mcocccococoooooo < C^J OJ IM e^l N IN M IM IN C) C^ Cl O) (M IM N !M IN C-l •jaAiH OOOOOOOOOOO cicccocoor-^ocooddd 'OOOOOO 'CJddddd ■oooo -OOOO • cj c-i c^i (N ' t^ tr t* t* (NC^KN-NMC^ 'C^C^KNC^I 'CStNC^W •lira iiv •OOOOOOOX'-<0iC:O^'-'Xt^t^OOOOOOOOOO iot-^wos^c^-^-^t^ooidh^i^t^cicicocococococjc^icic^icJ .,_(,_H,-tr-^CI oocororo"«rc:oo ■ CO ro CO ro CO CO 1-|(^^5-^a : o cS :i ^ T.I ■= c ■- ■ S'S a>' ;aQGfSM«6S2Jh3?:eJ«W= EELATION OF WATER AND RAILROAD RATES 335 - 1* t^ OO •00010105050 -ooooooooooo OOcOfOCOOOOOOOOOOOOOOOOOOiOiOiOiO C*3^^iDt^OOOOCOrOCOCOCOCOCOOOCOMC^ t^ i^ 00 •odcioioioio i oc3 oooo ooooo lt-^r^t-^t^t-^o6o6o6o6 W3t>-00000 O O^^^.-tCl C^COCO'-J^'^'^"^"^"*'^"^ C^OSO^HOOOOO^OOOOOOOOOOOOOOOOO iJOOo6rHc^»fiu6ior^ooooooooooooo---3-^''-^-^ OiO^OOOOO 'OOOOOO 'OOOOOOOOOOO cd t^ 00 i-H 1-H O O < O CO CO 00 CO o . o t-^ t^ t^ t^ t>^ t-^ t^ t~^ t>^ t^ 0 »o;or*oosoo <^ O^ --H -H — tM OO"— no»oooooooooooooooooooooo cd^^Oic^C^'OOO^^C)000000000000'-H-41--^'-^ ^osO(MCi*oio .io»otoiotoo . CO b- 1* r>- r>- 1^ t^ t^ i^ ^* r>- « <1g i005'*00MOOOiOOOOOOOOOOOOOOOOOO oo-Hcocooooo .o— irH^-HiN . iM lO lO t^ r- 1>- 1^ r~ 1^ t^ f- — I -l.-lrt (MIM (NC^C^» C<»COC0C0C0C0COC0fOCOCO -^g '^lOOCO'^OOOOOOOOOOOOOOOOOiOiOOUS c^cDoJoocDOOiooooooooooooo'ooc^ic-ic^c^ ,_(,— I,— i:^> O O CO O O O jr^-Mcoiocoo— tcoo'^^o^-i-^ iC^or^M'caicoiMO'-fcoioioo:! J 1-H 1-H i-H (N 01 C^» CO CO CO CO CO iTj*ioiOiO>0»0^t • d d • • ! c3 G J I : g-S.Sc-^c3^.ggg^ ^„ O +^ ^- w hj p -O 2 (p oj o. ft • rt s ° -■So I B e . O P :i^° is 003301'3°^0" 386 REPORT OF THE INLAND WATERWAYS COMMISSION - no. _g Ho >- CO tiO - . o-o-o OS'S n cS Q> m > M <■§ .0 00 = 00 t JS8; O ^ u'i 10 to o O IN C^ CM C^ ?0 00000000000 00000000000 oc^co'oooooo;p«d 10 LO >0 «0 CM?1C^«CMC^IMC<1(NC^1CSIM(NC>1IMCM •0000000 ;oooo o 00 000000 000000 CM o o o o o 00000000000 00000000000 rc(xco^3co^5ccccrorjc^ o-jf O S 2'H S ai a f^'O — n 03*3 03 o ^r^ociooooooO(^3forcc^5 •* uj CO t~ r« w 00 OOOOC^OCi .010000000000 M 00 CM IN 0000000000000000 "^OOOOOOCJcJoOOCQCOCOfO 0000000 'OOOOOO . o o o o io»c »c»o^ io»o ooadodooadoicn ■oiooocio ■odm^cicMcic-icMCMCM -!^ CS 00 00 03 I " t. O 03 g > OOOOO-^— H •rfCOMMCOCO 0000000 00 00 00 00 06 oi OJ OOOOOO ojooo 00 o ! <;g 00 CCOOO— i-H 1 CO CO CO CO CO CO^JiCiOOOOOOOOOOOCOOO oo^'-Hc4Jc4c4c4 CC CO lO 10 CO 00 00 00 00 00 00 +^ iwr^c^covococi^ooO'<^»oiOh*i^ ^ 1— (^-^(MC^J-MCOCOCOrOCO oooo^r-oooococDtocs CiC^OOOC^JOOOOC^OrN CO^'^»0»CiOLOO=Dt^l^ 'u o ^ 00 ro t-- ::2 c^ -^ io o c^ - tc to q CMO'!"COr^-^OCMC)— 'O Ti> o lO t~ o CO "O 00 o i^ I;- cococ*3roco'V^'^'^=J'*^^ . Op- = g^- «■ -'■"v^o-cSo"'-'" CI— c^^:;. cigs — .1 ■— 5* ■/: M T. 3 s s . - c . to ■— hn, -; -li - - 3 b. "^ ■ B o. KwJigjJSi^QQMS^oQS^aaefe'^c?^ ^ .^ r^ r: r> "sJ V "sf r!* t. V rvr::j £a •£ >« . ::a "^'n /£-^ S3 OiS >-!0ot2ooo'0'00000oo 00000000000>0.0 00'C'Ci«i«'««5 ;;;;;; I ;;;!!! I ! 1 ■'•■ CO i<500000000'0>OOOOOi.-5 0iOioiOio !!!! I ! i .'••■••■■■••' '-^ ooooooooo'omoooirtioio'o^icio g. I o o t>>e3 Rates per car. In cents per 100 pounds. 20 m 10 10 m 18§ 10 10 10 10 14f 18i 14? m 14^ 18i Hi 18J 141 m 21J 21i 2U 21 1 2n l"i 17i 17i ■I7i Table 101 — Freight rates charged for the transportation of grain and meat products from Kansas City, Mo., to St. Louis, Mo., from January 17, 1879, to April 1, 1902 [From Interstate Commerce Commission Report on Railways in tlie United States] Date. 1S79— Jan. 17. Feb. 1. Mar. 1. Sept. 15. Oct. 16. Oct. 22. Nov. 10. 1880— Apr. 17. Apr. 21. Apr. 24. Nov. 8. 1881— Apr. 1. July 23. Doc. 20. 1882- Feb. 1. Feb. 0. Mar. 13. Apr. 1. Nov. 27. Dec. 1 , 1883— Jan. 1. May 15, June 11, Dec. 17, 1884— Jan. 15, 1885— Jan. 1, 188(5— Jan. 1, Aug. 23 Aug. 20 1887— Jan. 1 Jan. 10 Feb. 1 Feb. 15 Apr. 1 Aug. 1 Dec. 20 1888— Jan. 9 Feb. 8, Feb. 16 Feb. 18 Feb. 27 Mar. 1 Rates m cents per 100 POUNDS. Pack- ing- house Wlieat. Other prod- ucts. 25 25 15 25 25 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 17 15 20 17 15 20 17 12i 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 20 15 17i 20 15 17i 20 15 m 20 15 20 20 15 20 20 15 20 20 15 20 20 15 20 in. 15 15 m 15 15 m 15 9 17i 5 n 17i 5 17i 5 6 17i 17| 5 6 5 Date. 1888— Mar. 26 May 11 June 29 Oct. 1 Oct. 15 1889— Apr. 1 May 25 July 19 Nov. 1 1890— Mar. 3 Apr. 23 Aug. 25 Oct. 1 1891— Jan. 1 Jan. 15 1893— June 10 1894— Dec. 1 1895— June 18 Aug. 1 1896— July 20 July 26 July 30 Aug. 1 Aug. 6 Aug. 17 Sept. 30 Nov. 2 1897— Apr. 1 Apr. 8 1898— Jan. 1 Apr. 8 Apr. 21 Apr. 23 May 5 May 10 Sept. 27 1899— Jan. 2 July 2 1900— Jan. 1 Mar. 6 Apr. 10 1902— Apr. 1 Rates in cents pee 100 POUNDS. Pack- ing- house prod- ucts. vVheat, Other grain. 15 • 15 15 15 15 15 15 15 15 15 15 15 a 15 "15 ft 15 15 15 15 15 9 9 6 10 U 10 10 10 10 10 10 10 10 10 10 10 8 10 10 11 8 11 11 a Com and oats, 12 cents. 6 Co rn, 14 cents. 340 REPORT OF THE INLAND WATERWAYS COMMISSION « oo a> r^ 06 00 00 06 oi 00 a> OOOoOCiOiT-HCOOOiC^ O O O t— 06 00 ci Oi O ci o (N oi IN (N (N OJ cci C-i (N CM csi !N l?i N •im IIV •JSAI'JI •\vex nv oscscsic-^-^r^ooos-^i— I cocooccto»o»ocooot^ 000C30000000000 •aiOOOi-i'-(C»3'-HO>0 1N ■ O O O «i oi Ci O: O C O »-i •laAi^ "500 CS iOiO 00000000000000 o d o o o o o o o o o o o o C^l n CM C^l C^J CM CM CM (N C = r^ 3 , r S ; = ^=l = .=! -C »0 lO • -OO 'COOOOO • 'OO 'OOOOOO '• lioio •oooooGcodod OOOOOO ;00 lOOOiOOrtOOOOOCOOO • • ^ .-( r-» rt e-l ,-( r-t ,-1 C^ (N N Cq IN •i\T3i nv iiBj nv ooooo I'Oio •lO'cramo^ooooooooo (N r^ t-^ rH .-; . rq CQ ■ (N c lo lO i-l^ ..-4—1 ■i-Hr-t^^.-l.-l.-IWC-lr-KNlNOJCSlN •n^i iiv omooTi* ••oio ."O^-oioiNira^ooooooooo c4l^OC^^ .C^ci .l>ilNINCO(N-^lO»O0d>O»O»OIOtOiQ ^W.-H .iHrH tH .-H rM .-H .-H ^ .-I .^ (N IN CO CO CO CC CO .ooooooo .ooo •n^j nv ■jaAiy^ o> •n^j nv OOCOC^ .iO«0 ■LOioiCC^iOTf'OOOOOOOOO IN00CK(N(N IN(NCO000000OOOOOO 0Q0 .lOiO .".Otiouoo "5^000000000 (^^^^c-i-aJ .iNri .(Noic^t^iNOQo'od'-oioooooo H CO CO *o »--:) lO »o »o ■jaAijj • lO *0 »-0 to >C lO lO irej nv 000005 o ■^' ■^' lo o _ , . . , , >-l rH ,-1 ,-1 (N ■rt.-l ■ rt ,-1 r-l (N .-i(N IN CI OO -OOO-H 0o • oooh-oco OOOOOO ooo '000t-*00^00iocl5i0»0»0i0i0 i-l rH rH (N IN • (N (N ■ IN C^ . t^ r- ^^ t^ • IN (N o oi ^r-ININ(N OO lOiO 0>IN 000i ^ S . • '^ S m OWtMCQO ^fl «■« >>-g^^ i d~a s5 g-s p'S.g'^ - £S 'r.S <^ 5^.e S 3S o S ® » S.y (S S o o Sen 3d CO ;h 342 EEPORT OF THE INLAND WATERWAYS COMMISSION Table 104 — Highest and lowest freight rates, and the rate continuing for the longest period during each year, charged for the transportation of flour, pork, grain, meats, and hay from St. Louis, Mo., to Memphis, Tenn., Vicksburg, Miss., and New Orleans, La., via Mississippi River steamers, 1866-1906 [Interstate Commerce Commission Report on Railways in the United States, as compiled from reports of St. Louis Merchants' Exchange] Date. 1866— Highest Lowest Longest period.. 1867— Highest Lowest Longest period., 1868— Highest , Lowest Longest period.. 1869— Highest Lowest Longest period. 1870— Highest Lowest Longest period. 1871— Highest Lowest Longest period. 1872— Highest Lowest :. Longest period. 1873— Highest Lowest Longest period. 1874— Highest Lowest Longest period. 1875— Highest...- Lowest Longest period. 1876— Highest Lowest Longest period. 1877— Highest Lowest Longest period. 1878— Highest Lowest Longest period. 1879— Highest Lowest Longest period. 1880— Highest Lowest Longest period. 1881— Highest . Lowest Longest period. 1883— Highest Lowest Longest period. 1883— Highest Lowest Longest period. 1884— Highest Lowest Longest period. 1885— Highest Lowest Longest period. Flour (per barrel) . Pork , Sack grain (per Meats (per (per barrel). I 100 pounds). 100 pounds). Hay (per 100 pounds). From St. Louis, Mo., to- Cts. Cts. 125 75 75 120 30 60 115 30 37J 70 37J 45 150 30 30 60 30 37i 60 30 60 67J 45 45 "521 45 45 52J 37i 37i a5" 25 25 45 45 45 Cts. 12.5 30 75 132 37J 50 90 60 60 150 30 30 105 45 52§ 90 60 60 90 60 90 90 60 60 75 60 75 67J 60 60 67J 67i 67J Cts. 200 60 100 250 60 150 175 40 65 125 50 70 125 50 90 190 40 40 190 45 60 150 37J 1.50 105 37A 60" 108 30 60 132 30 50 90 52J 60 75 30 30 90 30 37^ 75 45 45 75 45 67* 75 60 60 67 37i 60' 52i 37i 37i 52J 45 52i as. Cts. 25 12^ 15 50 7h 7J 20 10 12J 51 124 20' 22i 15' 15 17J 12J 12^ 17J 12i 12J! 15 13 13 15 15 15 . 35 20 20 50 10 10 35 15 17. 30 20 20 30 20 30 30 20 20 25 20 25 22i 20' 20 Cts. Cts. 35 15 20 a5 10 10 30 10 12J 25 15 15 25 15 22J 25 20 20 22 i ih. 20' 17ii 15 i2j: 13 12J 13 22i 17Ji 15 22i: 15 I 15 22j m 15 40 \2h 17A 25' 12i 15 50 20' 10 124 20' 15 20 22J 15 17i 17J 15 15 17J 12J Cts. Cts. 40 10 17* 35' 15 20 35 10 10 30 15 10 2.5 20 25 224 20" 20 22i 22J 22J 12^ 25 15 15 25 15 22J as. Cts. 50 65 25 2.5 25 40 45 75 25 30 40 40 224 12.1 20' 174 124 124 17| 15 17* 40 15 20 43 15 22J 30 17. 20 30 15 15 25 15 17i 25 17* 25' 274 20' 20 224 174 17j 224 174 174 20' 174 18' 17* 17§ 17i 40 15 25 48 15 22§ 35 25 25 35 15 15 40 20 22i 35 25 25 35 i 32J 25 i 20 35 35 25 25 30 25 30 274, 224 2.5' I 17i 2.5 17J 27i! 22J 27JI 20 27 J 22 J BELATION OF WATER AND EAILEOAD EATES 343 Table 104 — Highest and loucst freight rates, and the rate continuing for the longest pei'iod during each year, charged for the transportation of flour, pork, grain, meats, and hay from St. Louis, Mo., to Memphis, Tenn., Vicksburg, Miss., and New Orleans, La., via Mississippi River steamers, 1866-1906 — Continued 1886— Highest Lowest Longest period. 1887— Highest Lowest Longest period. 1888— Highest Lowest Longest period. 1889— Highest Lowest Longest period. 1890— Highest Lowest Longest period. 1891— Highest Lowest Longest period. 1892— Highest Lowest Longest period. 1893— Highest Lowest Longest period. 1894— Highest Lowest Longest period. 1895— Highest Lowest Longest period. 1896— Highest Lowest Longest period. 1897— Highest Lowest Longest period. 1898— Highest Lowest Longest period. 1899— Highest Lowest Longest period. 1900— Highest Lowest Longest period. 1901— Highest Lowest . Longest period. 1902— Highest Lowest Longest period. 1905-1906 Flour (per barrel) . Pork (per barrel) . Saek grain (peri Meats (per ; Hay (per 100 pounds). 100 pounds). 100 pounds). From St. Louis, Mo., to— 'c8 . 15 'c8 15 'c8 ■ 15 '•12^ 20 'cl2i 20' ■C12J t 20 15 Cts. Cts. 40 35 30 35 40 35 35 35 25 35 40 35 35 35 30 30 40 30 30 40 30 35 35 30 35 40 25 40 40 20 20 30 20 30 30 30 30 2C 20 O20 O20 120 o20 «20 120 O20 } 20 20 174 30 17J 30 m 30 m 30 174 30" 20 [■O20 |a20 Wo CIS. 4.5 30 36 60 30 30 45 30 30 .52i 37i 37^ 37J 30 30 60 30 30 60 30 30 30 30 30 45 30 30 45 30 30 30 30 30 30 30 30 Cts. 60 52J 52J 60 52J 60 60 521 52i 75 60 60 60 45 52i 75 524 52i 75 52J 524 524 52| 52J 60 52J 52i 60 37J 40 40 40 60 60 60 Cts. 52J 45 52i 60 4.5 52J 52J 37J 374 60' 52J 52J 52| 45 45 60 45 45 60 45 524 52i 45 52§ 60 37i 60 60 30 35 45 37J 45 45 45 45 610 6 10 6 10 6 10 6 10 6 10 6 10 6 10 6 10 I 6 10 ;610 1610 610 610 6 10 Cts. 15 10 12 20 10 10 ■ 15 10 10 10 11 12J 10 10 20 10 10 20 10 10 12 12 12 15 12 12 15 10 10 124 10' 10 as. 20 17i 17i 20 20 20 m 17i 25 17i 17i 17i 15 m 25 m m 25 m 17§ in 17i 17i 20 174 i7i 20 124 m 174 15* 15 15 15 15 Cts. m 15 174 20' 15 174 174 12| 124 20" 174 17i 174 15" 15 20 15 15 20 15 174 17| 15 m 20 12 204 20' 10 10 15 10 15 15 15 15 10 10 10 10 10 10 10 10 10 15 10 Cts. 15 10 12 20 10 10 15 10 10 17i 10 12J 12J 10 10 20 10 10 20 10 10 12 12 12 15 12 12 15 10 10 124 10" 10 10 10 10 Cts. 20 17J 174 20' 17i 20 20 174 17| 25 20 20 17i 15 174 25" 17i 174 25" 17i m 20 17J 20 20 121 12J m 15 15 20 20 20 Cts.\ 174 15' m 20 15 17J m 12J 12J 20 m m m 15 15 20 15 15 20 15 17i m 15 17i 20 124 20" 20 10 10 12J 10 10 15 15 15 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 Cts 17J 13 13 25 13 13 17 13 13 22J 13 13 15 m 12J 22i 12J 22^ 12 12 12 12 12 12 12 17* 12i 12§ 15 12 12 12 12 12 as. as. 25 22J 20 1 20 2.5 20 ! 224: 20" 20 20 25 20 20 20 17i 20 27§ 20 20 34 20 20 20 20 20 20 20 20 20 15 15 20 20 20 20 20 20 20 22J 22i 20 22i 20 17i 20 20 20 20 20 17J 17i 224 17i 17i 22J 17J 20 20 20 20 20 17i 20 20 12J 12J 17i 15 17i m m 17i 12i 12i 12i 15 15 15 15 15 15 " Flour and meal. 6 Per 100 pounds. cMeal, in sacks, per 100 pounds. 344 REPORT OF THE INLAND WATERWAYS COMMISSION Table 105 — Average freight rates charged for the transportation of grainin sacks, via stcamo's, and wheat, corn, and rye, via barges, from St. Louis, Mo., to New Or- leans, La.. 1866-1903 [Compiled from reports of St. Louis Merchants' Exchange] Year. Grain in sacks I (per 100 pounds). Wheat in bulk (per bushel). Com and rye (per bushel). High water. ! Cents, j Cents. 1866 i... : 1867 ! ! 1868 ' 1869 1 1870 1871. 1872. 1873. 1874. 1875. 1876. 1877. 1878. 1879. 1880. 1881. 1882. 1883 17? 5i' 1884 14 61 :::::;::::::;::::::: 21 m 18 19 20 20 81 7i If 6 Cents. 12S 15j log 7l 11' 7 Low water. Cents. 15? 20J 13J Hi 15/, 18i 21t 11 9 m I2i 9 9 11 9§ 8 7 7 7 Year. Grainin | Wheat sacks : in bulk (per 100 (per pounds). I bushel). Cents. 1885 i 15 1886 1 16 1887 ! 18} 1888 15 1889 17.93 1890 15. 66 1891 16.28 1892 16.87 1S93 17.54 1S94 17.14 1895 , 12. 50 1896 ; 14.55 1897 ' 15 1898 10 1899 , 10 1900 10 1901 10 1902 ; 10 1903 10 Cents. 6| 6i 6f ^ 5.95 6.58 6.88 6.50 6.55 5.89 5.95 5 4.98 4.50 4.50 4.25 4.25 4.20 5 Com and rye (per bushel) . High water. Low water. Cents. ' Centf 5 5 5 Table 106 — Freight rates charged for the transportation of flour, pork, grain, and hay by barge and river from St. Louis, Mo., to Nevj Orleans, La.. 1887-1904 [From St. Louis Merchants Exchange Reports] Year. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1899. 1900. 1901. 1902. 1903. 1904. Flour and meal. Pork. Per bbl. 30 to 40 25 to 35 35 to 40 30 to 35 30 to 40 30 to 40 30 to 35 25 to 40 20 to 40 30 30 20 20 20 20 20 20 Sacked grain and meats. Per 100 lbs. \ 45 to 60 ! 374 to 52J: 52i to 60 45 to52il 45 to 60 45 to 60 45 to52J 37i to 60 30 to 60 1 45 ' 45 I Per bbl. 10 10 I 10 10 10 10 Per 100 lbs 15 to 12^0 17§to 15 to 15 to 15 to 15 to 124 to 10 to Uav. 20 m 20 I i7i; 20 20 I 17J 20 ; 20 I 15 15 10 I 10 < 10 10 ! 10 I 10 I Per 100 lbs. 20 to22i 17J to 20 20 17i to 20 17J to 22J 174to22J 20 17i to 20 12| to 20 17§ 17J 12i 15 15 15 15 15 RELATION OF WATER AND RAILROAD RATES 345 Table 107 — Freight rates charged for the transportation of wheat and other grain via all rail from St. Louis, Mo., to New Orleans, La., and Vicksburg, Miss., 1887-1907 Year. Date. Flat rate per 100 pounds. Proportional rate per 100 pounds. Flat rate per bushel, wheat. Propor- tional rate per Wheat. Other grain. Wheat. Other grain. bushel, wheat. 1887.. Apr. 25 to Aug. 1 Cents. 21J 20 20 18 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 17 17 17 17 17 17 17 17 17 Cents. 21i 20 20 18 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 15 15 15 15 15 15 15 15 15 Cents. Cents. Cents. 12.90 12.00 12.00 10.80 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 9.00 9.00 9.00 9.00 9.00 9.00 9.00 9.00 9.00 Cents. 1887 . Aug. 1 to Dec. 31 . 1888.. Jan. 1 to Oct. 15 1888 Oct. 15 to 20... . 1888 Oct. 15 to Dec. 31 1889.. All year 1890.. do 1891.. do 1892.. ....do 1893.. do 1 1894 . .do 1895 . do 1896.. do 15 1 15 15 i 15 15 15 9.66 1897 ....do 9.00 1898. . do 9.00 1899 Jan. 1 to May 13 15 14i 14i 15 12i 9.00 1899 May 13 to Dec. 31 7.50 1900.. Jan. 1 to Apr. 14 7.50 1900 Apr. 14 to Dec. 31 1901 1901 Jan. 14 to Dee. 31 1902 Jan. 1 to Sept. 10 1902 . Sept. 10 to Dec. 31 12 7.20 1903 All year 1904 ..do 1905.. 1905 May 1 to Dec. 1 a is an 11 11 6.60 1906 6.60 1907 Jan. 1 to date a 13 11 6.60 a On wheat to New Orleans only. Can not get record of proportional or reconsigned rates back of 1896. It is quite possible that such rates existed prior to that time and always something less than the "flat" rates. It is a fact that where reconsigned rates are in effect practically all grain moves on such rates. 31673— S. Doc. 325, 60-1- -23 346 REPOET or THE INLAND WATERWAYS COMMISSION Table 108 — Class and commodity rates from St. Louis, Mo., to New Orleans, La., via rail and via river, in effect in 1903 [Rates in cents per 100 pounds, except as otherwise specified] Classes. Rail. River. Class 1 90 75 65 50 40 35 75 Class 2 63 Class 3 55 Class 4 42 Class 5 33 Class 6 Class A 28 20 Commodities. Less than carloads. Carloads. Less than carloads. Carloads. Apples, potatoes, and onions 30 30 15 20 26 el7 el5 el5 el5 /50 «20 e20 A 20 «20 20 20 21 O30 15 15 15 6 20 f i^^^ \ dlo I o30 \ C17J- { rfl5" I o30 O30 o30 fftiO 15 17i 20" 15 15 15 20 75 75 75 75 Bacon and lard 35 Bagging Ties Beer Flour Meal Grits Honiinv '. Furniture Grain Hay Iron A 27 «27 27 27 35 OlOO OlOO OlOO OlOO 15 Nails Spikes Bolts . . . Lead pipe and sheet lead Cotton-seed oil Linseed oil ' Corn oil . Creosote o Per ba rrcl. '> In casks and cases. c In sacks of 25 pounds and under, per 100 pounds. d In sacks of 48 pounds and over, per 100 pounds. « Lower rates can be obtained on grain and hay by complying with certain rcconsigiiing or luilliugiu transit rules. / Not otherwise specified. B Common, K. D. packed, h Special. ♦ Per keg. MAP NO- 2 S DOC 325 60-1 RELATION OF WATER AND RAILROAD RATES 347 Table 109 — Freight rates charged for the transportation of classified traffic ^ {governed by the Southern Classification) via all rail from Chicago, III., to Mississippi River and southern interior points; in effect July 1, 1907 {Map 2) To— Dis- tance. Classes, in cents per 100 pounds. MISSISSIPPI RIVER POINTS. Cairo, lU Memphis, Tenn... Helena, Ark Greenville, Miss.. Vicksburg, Miss.. Natchez, Miss Baton Rouge. La. New Orleans, La. Mobile, Ala Miles. INTERIOR CITIES. Clarks^-ille, Tenn... Nashville, Tenn Jackson, Tenn Chattanooga, Tenn. Holly Springs, Miss. Winona, Miss Columbus, Miss Jackson, Miss Meridian, Miss Hattiesburg, Miss.. Hunts\ille, Ala Biniiingham, Ala... Montgomerv, Ala . . . Troy, Ala.." 110 114 114 133 171 65 55 90 75 58 47 73 63 73 (a 103 85 111 95 109 93 125 102 125 102 118 99 118 99 138 116 117 100 146 124 43 38 38 57 62 64 70 70 67 67 79 62 62 78 102 37 6. A. B. C. D. E. H 31 21 21 38 37 I 40 1 44 I 42 < 47 I 41 I 38ii 41 3Sl 46 43.V 35 38', 40 43 i 40 43 55 ! 50 i 26 21 20 21 20 31 J 26 33 29 31i 28 32 I 29 33 31 44 33 1 31 39 33 ! 31 39 45 1 36 51 33 29 47 34 30 52 34 30 61 44 .39 82 33 65 28 36 28 36 34 I 44 47 I 54 43 55 44 1 59 Table 110 — Freight rates charged for the transportation of classified traffic {governed by the Southern Classification) via all rail from St. Louis, Mo., to Mississippi River and southern interior points; in effect July 1, 1907 {Map -3) To— Dis- tance. Classes, in cents per 100 pounds. MISSISSIPPI RIVER POIXTS. Miles. Cairo, 111 Memphis, Tenn... Helena, Ark Greenville, Miss . . Vicksburg, Miss. . Natchez, Miss Baton Rouge, La . New Orleans, La. Mobile, Ala .1 65 50 INTERIOR CITIES. Clarksville, Tenn... Nashville, Tenn Jackson, Tenn Chattanooga, Tenn. IloUy Springs, Miss. Winona, Miss Columbus, Miss Jackson, Miss Meridian, Miss Hattiesburg, Miss.. Iluntsville, Ala Birmingham, Ala . . . Montgomerv, Ala . . . Troy, Ala 90 6. 25 35 A. 15 25 ol5 38 I 41 35 I 32i D. 12 E. 20 21 18 18 15 25jl 20 30 I 24 Per bbl. 30 45 a Applies on flour in sacks, less carloads. 348 KEPOET or THE INLAND WATERWAYS COMMISSION Table 111 — Freight rates charged for the transportation of classified traffic {governed by the Southern Classification) via all rail from Louisville, Ky., to Mississippi River and southern interior points, in effect July 1, 1907 Dis- tance. Classes, in cents per 100 pounds. 1. 2. 3. 4. 5, A. B. C. D. E. H MISSISSIPPI RIVER POINTS. Miles. Per bbl. Cairo, III Memphis, Tenn... Helena, Ark Greenville, Miss. . Vicksburg, Miss. . Natchez, Miss Baton Rouge, La. New Orleans, La. Mobile, Ala INTERIOR CITIES. Clarksville, Tenn . . . Nashville, Tenn Jackson, Tenn Chattanooga, Tenn. Holly Springs, Miss. Winona, Miss Columbus, Miss Jackson, Miss Meridian, Miss Hattiesburg, Miss. . Huntsville, Ala Birmingham, Ala. . . Montgomery, Ala... Troy, Ala 65 90 41 38 86 76 118 114 114 98 98 118 79 79 35 30 25 al5 o22i 30 20 14 13 11 10 25J 20 28 26 20 51 38 51 52 54 54 54 65 38 40 40 59 "Applies on flour, in sacks, less carload. Table 112 — Freight rates charged for the transportation of classified traffic {governed by the Southern Classification) via all rail from Cincinnati, Ohio, to Mississippi River and southern interior points, in effect July 1, 1907 To- Dis- Classes, in cents per 100 pounds. 5. 6. A. B. C. D. E. H. "26' 'io" 26' 'if '24' '49' 28 27 o24i 22 31 61 25 23 18 17* 20 28 25 23 18 17J 20 28 38 40 28* 23 33 41 20 26 23 19 34 39 37 35 30* 25 43 55 40 42 31 26 44 59 42 46 32 28 44 59 39 34-i 29 27 38 59 39 34* 29 27 38 59 43 39* 41 32 49 71 23 26 23 19 34 ;« 32 33 26 22 43 43 32 33 26 22 52 43 47 46 36 31 73 m MISSISSIPPI RIVER POINTS. Miles. Per bbl. Cairo, 111 Memphis, Tenn... Helena, Ark Greenville, Miss. . Vicksburg, Miss.. Natchez, Miss Baton Rouge, La. New Orleans, La. Mobile, Ala INTERIOR CITIES. Clarksville, Tenn. . . Nashville, Tenn Jackson, Tenn Chattanooga, Tenn . Holly Springs, Miss. Winona, Miss Columbus, Miss Jackson, Miss Meridian, Miss Hattiesburg, Miss.. Huntsville, Ala Birmingham, Ala... Montgomery, Ala. . . Troy, Ala 55 40 83 73 54 44 25 25 ! 41 40 51 57 57 55 55 62 40 47 59 80 39 • Applies on flour, in sacks, less carloads. MAP NO. 3 cavi/^row^ XfRTH VERNL r^^^/-* MAP NO. 4 ^^ ' V — rA ,K V^ ^j^l/ZIif 4; ^ 1 Vt ?* \E . ^ t^ \JACKS^N >, \ 3S4MgLL y sMff/N6S I I ' \ ' i i i 1 1 I CH^TTANOQ^ / \ t / \Gf^BEN'/ILL£:\ TTo Sr>l-^^ 6LUMBUS _^^ / r^^lRt^GHAtf 1 j T^' ViX /v \ 1 J '/ \ ~~x ( \ / ^x \ y4 XA \/ v_ / ] /^ /Vv> ^^ 3^ r >^ ^^\V^^ f^/DIAN ^ --'^Ts __SM4gdffT0OMEKY \ /' ^ / W^ z^-- i .-r J 1 r' / ^\^^^^^' ) 1 1 A X V 250 vm.ES M//^;^/£5jpf//?j? \S3 A T M>*S& -550 — ♦oot^'^ « INCLUDES STORE OOOR DELlVEBr O a| LESS THAN CAR LOAD BUSINESS -M FREIGHT RATES CHARGED FOR THE TRANSPORTATION OF ARTICLES CLASSED AS FIRST CLASS IN THE SOUTHERN CLASSIFICATION VIA ALL RAIL FROM MEMPHIS, TENN . TO LOWER MISSISSIPPI RIVER POINTS AND INTERIOR POINTS. (RATES IN CENTS PER 1 OO POUNDS EFFECTIVE JULY I 1907 I S. DOC. 325; 60 RELATION OF WATER AND RAILROAD RATES 349 Table 113 — Freight rates charged for the transportation of classified traffic (governed by the Southern Classification) via all rail from Memphis, Tenn., to Mississippi River and southern interior points, in effect July 1, 1907 {Map 4) To— Dis- tance. Classes, in cents per 100 pounds. 2. 3. 4. 40" ■■32" '25' 40 32 25 54 47 35 34 29 i 24 40 35 27 42 36 30 61 53 43 32 26 23 51 38 35 5« 44 39 63 52 44 63 52 44 80 67 56 50 39 31 65 54 43 83 74 59 112 98 83 6. A. B. C. D. E. H. MISSISSIPPI RIVER POINTS. Cairo, 111 Helena, Ark Greenville, Miss . . Vicksburg, Miss. . Natchez, Miss Baton Rouge, La. New Orleans, La. Mobile, Ala Miles. Per bbl. INTERIOR CITIES. Clarksville, Tenn Nashville, Tenn Jackson, Tenn Chattanooga, Tenn. Holly Springs, Miss. Winona, Miss Columbus, Miss Jackson, Miss Meridian, Miss Hattiesburg, Miss.. HuntsviUe, Ala, Birmingham, Ala. . . Montgomery, .-Via . . . Troy, .\la 19 23 24 36 20 29 32 I 26 37 33 37 I 33 46 39 25 20 36 26 37 54 m 10 20 14 13 22 16 16 23 20 18 27 20 18 27 32 23 39 19 15 25 20 ! 16 35 20 ! 16 44 30 25 65 30 I 35 25 30 29 48 48 56 31 35 35 61 350 EEPORT OF THE INLAND WATERWAYS COMMISSION IOC OOr-J <^ 1-5 00 ooo ooo moo coc^i-! •ooo OOO lO-HC<5 ooo CM C) IM CM li^ to ic to ooo o ooo o ooo ■»r Tji -^ CM CM CM ooo o doo d CO CC C^ CO ooo o CO CO CO CO ooo o dcJd d COCOCO CO iOOlOU3tO»OtOt-0*0»0 CMCMCXNCMCMe^lCMCMCJ lOO CMO OOO CM CM CO ■*COCO OOOOOOOOOO CO CO CO CO CO CO CO CO CO CO ■a< ea OOOOOOOOOO !§!§:5!§^!5I5!5^^ ^a »o to to »o OOOOOOOOOO to to to to to to to to to to •< 03 COOOQO 00 ^ P3 OOOOOOOOOO <; eS ag — KM^-^crz: -Socks'- - ?; — — — C C'+j ^J^-i^^ u c6*— "t^W-*-*-*^^ RELATION OF WATER AND RAILROAD RATES 351 S> r-i ^=3 OS'S OS OS sC^'MC5cOCOC«5fO«^^t :sgg •joAia £0 M"S •jaAia •J3AIiI jgoooooooooioiooooo •J8A]H •jcaAia •n^j nv •jaAja •\\vi nv uaAiH •\ivx 11 V •j8Aia •\ivx nv •jaAja; •iiBi nv "jsAia _Q, oOOOOOOOOOOOOOOOO _tt, ■goooooooooooooooo u ■»' tc 00 00 c> >-< i-< r-i .-; C«3 ««5 C3 «> C) c3 >, ,-1 ,^ ^ rt rt il rt (N i-H Ol CO _^ oooooooooooooooo lOcotdr^ocSododooocicic^ooioodo oooooooooooooomo ot>^odC5cric4c4cs»!Nc^ioiooit^oo OCOCDOOOOOCN^MMOQOOO i-^o'c^>ooioira>oooM;c>rf OirjOUJioOOOOOOOlOOOO ocoodrH^cdedotd'XJoood-^ocis -M rH -H IN (N C^C^OIMN coco coco ■*•* ooooooooomoooooo 0d(N0>Oi.O oiocvit^r^ioiHioioioocso-tiJc^'c*! i-Hi-HMMOCOCOCOCOCOCOCOiO-^lOlO 00Tt«l^OO»0»OOOiCOOOOOO rff-i0-* •irei 11 V ■jsAU^Cg •\\T3i i£a «oooioiraooooooo>ooiflio c5t^co^rH,-4rH^'i-f--Jioiot^^r^oi T-(THC^COCO-^Tj»< t-- : :o OS o 1^ 00 ^ iCTt^r^cooocoot^ c^iocoiocrs-^oofMO CO CO -V ^ 'O I^ l^ 03 05 «;cot-QOmrfiCNiMioco ^•^cor-.cocD'^ooooo^ is IM i-H « Cq CO C^ CO CO t^ OS Oi -^ s§ OiO C5(M in 'OO to '■■^tS 2S :^J5 o o OiO ■^ICO OO oo'o' OO do ICIO OiOl ."I .-•^ Xi o OS ■a-S fl.2 S,2-'-2 2|.a.2.2 S a § d 55 o^ S^ 3 S °-S5 o ^ !>^-3 i%B 352 BEPOET OF THE INLAND WATERWAYS COMMISSION OHIO AND BIG KANAWHA RIVERS Table 116 — Statement affreight charges, distance, and rate per ton-mile charged for the transportation of bituminous coal via all rail from the Kanawha district, located on the Chesapeake and Ohio Railway, to points on the Ohio River and to inland Kentucky points ( Map 6) [In effect August 1, 1907] To- Dis- tance, o Rate Rate per net per ton- ton, mile. To— Dis- tance, a Rate Rate per net per ton- ton, mile. OHIO RIVER POINTS. Huntington, W. Va Miles. 88 95 98 104 108 135 147 156 186 208 243 246 Cents. Cents. 60 0.68 60 .63 80 1 6 .82 80 6.77 85 i d.79 90 .67 80 ■ .54 80 .51 80 .43 85 .41 90 .37 90 .37 OHIO RIVER POINTS— 1 Continued. Miles. Covington, Ky 248 1 Cents, i Cents. 90 0.36 Catlettsburg. Ky Cincinnati, Ohio. 250 100 .40 Louisville, Ky 313 100 .32 INLAND CITIES. Portsmouth, Ohio « 1 Olive Hill, Ky 145 Enterprise, Ky 151 : Morehead, Ky 163 Winchester, Ky I 209 Lexington, Ky 1 228 120 .83 Maysville, Kv 120 120 120 120 .79 Willsburg, Ky .74 .57 Newport, Ky .53 a Miles from Gauley, W. Va. b Rate for manufacturing purposes, 50 cents per ton. cVia Ashland, Ky., and barge. o (n .,-1 . t- l-H .-( --.-HrH .-( ,-lrtrt-H >-l .CO ■ rH •jaAjH CO Ca CO CO CO CO CO COCd N IC U5 IC 10 »0 »0 U5 ic »c »o * iiBj nv PO 'POO UO 10 O 10 »0 l^ >0 10»0'**'»0 "* ■ Oi • o •IQAI'JJ pooopo o 00 o o 000 00000 000 cocococococo CO coco CO COCOCO C-l rt .-I,-!,-! rt r-<,-l^.-l r-< .CO •iBAiy; 000000 o 00 O o cococo CO CO CO CO CO irsioi cocococococo CO coco CO CO COCOC^I irei nv l^ iCi ■ UD to 10 o o 000 C'l CO CO CO o 0000 CO CO cococo 01 cocococ J9AIH 10 10 IC lO 10 to to iO »0 uo m CD p CD CD CO CD CD CD »0 i cd cd CO cq CO (M CO coco CO CO COCdCO CO CO CO CO cq ■^■' •ntjj nv 00 00 ■ 0000 00 CO — H>-| .rt>-l»-l CO CO CO cococo CO COCOCOd CO CO CO cococo CO COCOCOCO CO ■jaAiy 000000 o oc p POO 00000 000 ■^ COCOCO CO CO CO CO CO io»o»o ■\]vi nv mg »o to tc 10 cococo C^l »c to to to »o to to to to to CO CO CdCOCO CO CO Cd CO CO 09 .0 O P .-I ■«• OCDCO CO ^H CO CO CD Oli-tcD CD ^ 1-1 — ( rH rtCOCO CO §1 •s a 3 l-J cS 3 3 a- ■5 M 3 M e^ P3 P^ m < z RELATION OF WATER AND RAILROAD RATES 355 00 00 N UJiOiO M (M C1< ■<«• 00 00 0000 • to • •o t^t-t~. "5 lO U5 s IC lO oo S§ : r-.(MOOoeii N (N (N iM i-H ■ —I o o IN COCOCO N (N IN IN OOO (N N N N c -HO o o--; cc CO CO iir -^ to lo «o o • ^ •o ?: ;s s ?aP\ > < cS iS =3 ii o << c5 p^ a a 356 REPORT OF THE INLAND WATERWAYS COMMISSION •laAja ^^oooooooooo s oocoooooooooooooo^o^ •IiBj TIV »C O O O p O O O O O O O O O O O O • O O O O O O O O O lO lO o »o •jaAjH •Tiuj nv •I9ATH ■n-Bi nv »-Hcococoo^cococcccc>orocococccccccocccoc*3cocccccocccococococccocc tH CC C^ CO CO CO CO CO CO CC CO CO CO CO OQ CO CO • CO CO CC CO CO CO CO CO CO CO CO CO CO ■jaATH OGOC30CX>QOOOOOOOOOQOOOOOOOOOOOOOOOOOQOGOOOOOCCCOCOOOOOQOQOGOOOOO CS CO CO CO CO CO CO CO coco CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO coco CO coco CO •TIBJ iTV > 00 00 0000 00X00 0000 0000 0000 000000 ' 00 00 00 OO 00 00 00 00 00 "^ "^ 00 "^ I CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO • CO CO CO CO CO CO CO CO CO CO CO CO CO Cvi»oio>OU^"5io<33iOiOiOif5»J5»OU^OiOiOlC^ ■\wi TIV "SOQOQOQQOCQQOOOOQ • O Q O O O O O O O "3 lO Q «0 1*5S "^22222222'22c>OQOooQooooo §§§SS 3§S§o5 im nv PIQOOQOOQOOOOOOOQO ) ^ -n* -^ ^ ■I9AIH "5QQQO<5QOC50C>OOOOQQQQOQ »oo»oo iJ5 O W3 »o »o *o •liBJ TIV OQOOOOOQOQOOOQOOO gOQOOQOOO'f-^Q'V ■j8Aia •irej nv •jaAia >ooooooocooooooooooooooooooooooo ^ O ^ CO CO CD CO CO CO COCOCOCOCOCOCOCOCOCOCOCOCOCOCOCOCO CO CO CO CO CO CO 30000000000000000 ^cocococococococococococococococo OOOOOOOOOt^r-Ot^ COCOCDCOCDCOCOCO<0^0*CcO*0 lOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO n^j nv 50000000000000000 •OOOOOOOOOTOMOCO 5 1-" 1-" t^ t^ t^ t^ t^ t^ t-- 1^ t^ t^ r^ t^ t^ t^ ■ t^ t^ t^ r^ t^ -t^ CO CO t* CO •J8Ara OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO coooooaoooaooooccc>ooaoooaoooaoaoaoooao<»ooaoaCQOOoaoooaooooooo ■\ivi nv 000000=30000000000 CIOOGOOOOOOOOOOOOOOOGOOOOOOOOOOOOO OOCOOOOOO"0>0OU5 oooooooooooooooooot^t^oot^ •jaAU Xa IiT?! jlg ^s R5 -ff.3o S^J -; CO ' 3 . <^ III J3 J frt" OS h:!^:! T3 .^ i- -•oO G o !3 3 M to ^ S a^ -^ ^i "^ ?^ H-^ S^Zn A- ii o S S-2 ♦^ P-.d c C B oi •= ■S :3 o a- ;=- ;^ G °oc^§c3^S"§2o-gf=S5-i^S:saW'5 oo■-Oc;"'cJS■c^^i:SoSCo5':i^-'o35'-| RELATION OF WATER AND RAILROAD RATES 857 (N • i-"i-t C-1 M wc^NMWc^c^cic0000000(NOONi oi >0000000000 -oo 'OOO -ooooooooooooo •J8AU jf ii •jiBj xa wZ RELATION OF WATER AND RAILROAD RATES 359 OOOOOOOOX500''5«OiOU5>0>Oi."3ira"5«5 CS IN 00 06 lOiOiOiOOiOiOiOOiOiCOOOOOOOOC (N(N(NIN(MIM1NIMC^C^I(Mo *o 000000000000000000000 iO^^^>OiOU^U0>OtOtALOU^iOiOU2iOU?iO^iO eocOCDtOCO?00"500 0(^(NC4 J^ a> oj " cs Crg c o'^'.-i ^^ C'D.5 rt K B-o o S w j- « ^-o 5 0.5 .re 2 2 »jg^3 3.5 aa o os.o.Sii cj^ 00 5-2 3 o oQoacjcrts5Sn«M=M'efH 360 REPORT OF THE INLAND WATERWAYS COMMISSION laAja nui iiv ■jeAia •n^Bj nv oooooooooooo'^^'^'^'^'^'^'^'^'^'V^-^Tr'^'n'Tp-^'^"^- O) o> o tH •*•»(< ■>»'■* •>!< ■"a' •^ lN(Me^OOW5iO0 to t^ ooooooo liD lO »0 lO »0 O O oo lO kO *0 kO lO lO o ci M cc3doooooooo'c3oo C«NC*l p5 -i c? c3hJ o be O •\im nv •laAia iO lO lO lO . W5 IC lO lO lO u^ »0 •{luj nv •iiBi nv uaAia ipu nv •jaAi'jj •nui nv ■I3AIH ■\mi nv •jaAia ■\\vi nv •j8Aia •n«i nv •jaAiTj ■iivi nv •J9AIH •ii^i nv rH .C<1CJ iJ ^hSJ^hJ ^ -03 a =s .^- CC S 03 03 J O . >.t, a-r; ego o"^ Sx3 p a m = S c tXn M S S =s 3 03 W) J ^ Cj u .hi- CO 5 ® o3 03 C >-( RELATION OF WATER AND RAILROAD RATES 36i 366 REPORT OF THE INLAND WATERWAYS COMMISSION Table 122 — Freight rates charged for the transportation of cotton via rail and via river from landings on the Red, Black, Ouachita, and tributary rivers to New Orleans, La. [Rates in cents per bale, except as indicated: In effect November 15, 1907] All rail. River. Rate per bale.a Via all rail. Via river. From— ■3 u > >> m •go's §P.o 1^ £ CO u u (J it 2 p. B Uncom- pressed. II si it •6 « m ".a a 1.9 n t3 '6 i a •6 Qi 3 a ■a m 0) bI a RED RIVER. 317 311 c30 c40 225 225 225 225 225 225 225 225 225 225 225 225 225 225 225 225 c42 175 225 175 225 176 175 175 175 225 175 225 175 175 175 225 175 c32 "'266' 200 200 200 200 c42 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 350 150 150 c36 150 150 150 150 150 150 150 150 200 225 225 225 225 225 225 225 225 225 225 225 225 225 225 225 225 210 175 225 175 225 175 175 175 175 225 175 225 175 175 175 225 175 '"266' 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 "iis 175 175 175 175 175 175 175 210 Nicholson, La 175 Robson, La 175 Arusberg, La 304 175 Gayles, La 175 Elm Grove, La 298 296 293 289 175 McDade, La i 206 1 200 200 200 1 200 175 Poole, La 175 Ninock, La 175 Howard, La 175 Loggy Bavou, La 286 175 Williams, La 200 200 200 200 200 175 East Point, La 287 286 284 175 Starpoint, La 175 Crichton, La 175 Grand Bayou, La 175 Altena, La 279 200 175 Pecan, La 200 175 Gahegan, La 225 225 225 225 225 175 200 200 200 200 200 200 200 200 200 200 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 175 "m 175 175 175 175 175 175 175 225 225 225 225 225 175 175 Arustead, La 175 Coushatta, La 271 175 Hillingsworth, La 175 Lake End , La ■ 200 225 200 200 225 225 175 266 ! 200 225 200 200 225 225 175 200 175 200 200 175 175 175 Grappes Bluff, La 261 175 200 200 175 175 175 Timon, La 175 Powhatan, La 175 Campti, La 254 251 175 Hogen, La 175 Grand Ecore, La 150 Natchitoches, La 150 150 Colora, La 242 200 200 150 200 200 200 150 200 150 Bayou Natchez, La 150 Bermuda, La 150 Melrose, La 150 Old River, La 150 Derry, La 228 200 200 200 200 200 200 200 200 150 Chopin, La 150 Marco, La 150 Colfax, La 119 200 150 200 150 150 Quarry, La 150 Zimmerman, La 150 Meade, La 207 208 202 150 Boyce, La 200 180 200 180 200 180 200 180 150 Barrett, La 150 Sieps, La 150 Pineville, La 195 194 200 150 e36 150 150 "c26' 200 '266' 200 150 180 150 150 150 Alexandria, La c26 "266' 200 180 Latanier, La 150 Magda, La. 150 Poland, La 150 Echo, La 200 150 200 150 150 Sarah, La 150 Vick, La 150 Tumbull, La 100 80 125 "i75' 100 80 125 150 Torras, La 150 Naples, La i75 a Where the tariff rates are quoted in cents per 100 pounds the rate 'per bale is converted on basis of 500 pounds per bale. ^Insured rate, at option of carrier and to apply on valuation of 140 per bale or less. Per 100 pounds. RELATION OF WATER AND RAILROAD RATES 367 Table 122 — Freight rates charged for the transportation of cotton via rail and via river from landings on the Red, Black, Ouachita, and tributary rivers to New Orleans, La. — Continued 1 1 1 Rate per bale. Via all rail. Via river. From— P9 i P-« tii) 3 8.S g a a; gfto J It o S .sa a w . p ■6 1 1 Uncom- pressed. o S^ CO U \^ ^ .sa O 73 a> CO 2 8.9 lag SI , CO H t3 1 Pi a Uncom- pressed. ■s ti SI -a 0) t3 H 1.9 n ■a Insured. Uninsured. BOEUr KIVER. 037 LW 185 160 i 150 150 ' 150 150 126 a 35 1 150 175 150 Alto, La .... 150 150 ' 150 150 i 150 1 150 150 160 ::::::i:::::: ::::::i::;::; 150 150 Boeuf River, La a 37 158 185 150 i a Per 100 pounds. RELATION OF WATER AND RAILROAD RATES 369 Table 123 — Freight rates charged for the transportation of articles in the Western Classification via all rail from Seattle, Wash., to Puget Sound, Pacific coast, and interior Washington poirits ( Map 7. ) [lu effect October 15, 1907] To— PXJGET SOUND. Tacoma, Wash Olympia, Wash Ballard, Wash Edmonds, Wash Everett, Wash Snohomish, Wash Marys ville. Wash Stanwood, Wash Mount Vernon, Wash Burlington, Wash Anacortes, Wash Bow, Wash Bellingham, Wash Blaine, Wash New Westniinster, British Columbia Dis- tance. Classes in cents per 100 pounds. PACIFIC COAST. Aberdeen, Wash Hoquiam, Wash Ocosta, Wash South Bend, Wash Portland, Oreg INTEEIOE CITIES. Arlington. Wash Auburn, Wash Centralia, Wash Chehaiis, Wash Darrington, ^^'ash Deming, Wash Dryad, Wash Elrna, Wash Frances, Wash Gobel, Oreg Goldbar, Wash Hartford, Wash Houlton, Oreg Kalama, Wash Kelso, Wash McMurray, Wash Maltby, Wash Monroe, Wash Montesano, Wash Nooksack, Wash Orting, Wash Pe EU, Wash Satsop, Wash Scappoose, Oreg Sedro WooUey, Wash. Sumas, Wash , Tenino, Wash Vancouver, Wash WUlapa, Wash Winlock, Wash WoodinvUle, Wash Yacolt, Wash MUes. 41 75 5 17 .33 38 41 57 70 74 90 81 97 119 144 144 148 157 153 186 60 23 91 95 88 110 113 131 147 58 46 159 146 136 70 30 35 133 120 37 119 127 167 86 126 81 176 147 109 24 198 20 27 Vi 121 7i n 7i 12i 12i \2\ 12i 15 22J 20 36 36 50i 25 42 42 45 40 33 20 45 40 40 22J 20 25 35 25 25 42 42 45 22i 25 32 45 40 40 20 75 17. 23 7i 7i 10 7i 7i 7i 12i 10 12i 10" 15 20 25 19 17 31 31 43 24 36 36 39 34 27 18 39 34 34 19 17 20 30 24 22 36 36 39 19 24 27 39 34 34 17 64 5. 12 1" 6 I 7i n\ 7i 7ji 7i] 7ii 12i; 10 j 121 10 i 15 20 i 18 17 14 12 25 22 25 22 38 34 ^A 20 29 25 29 25 33 29 2« 24 23 20 16 14 3;i 29 28 24 28 24 18 17 14 12 17 15 28 24 23 20 19 17 29 25 29 25 33 29 18 17 23 20 22 19 33 29 ,30 26 28 24 14 12 oo 49 A. 15 i 74, 7i n\ 7i 7i 7i 10 i 10 10 10 15 J. c. 7 6 13 11 3 7* 7 7. ■Ik Vi V* 'ti ■Ih Vi l-r. 7i 10 10 10 10 10 10 10 10 15 15 5 11 3 I 6 n 7i 7i n 10 1 10 I 10 10 14 15 15 15 13 12 11 10 7 6 5 15 14 11 15 14 11 22 17 14 17 15 10 19 17 14 19 17 14 21 18 15 19 17 15 15 12 10 9 8 7 23 20 17 19 17 15 19 17 15 15 14 10 8 7 6 11 9 8 18 15 13 17 15 10 10 8 6 19 17 14 19 17 14 23 20 17 15 14 10 17 15 10 14 13 11 23 21 18 21 18 15 19 17 14 8 7 6 36 30 25 A similar condition exists in California, as shown graphically in Table 127 and Map 8. 370 REPORT OF THE INLAND WATERWAYS COMMISSION ftn CO c^ c s " P3» OO • • CO O lO kO iC OOOOOOO C0»0"3 •CS0505 OO • •0*OOiCi»C OOOGOOOCOIO^O -ooo OO ■ .t^»^»OiO»rt OOOOsOiCDiC^O -ooo O O ■ ■ r^ t- CD CD CD OOOCiOit^- b- ^^ -t^-t^i^oo -O OOOOOOCOOO tCcDb- -O 'OO »OiC • -CCOOOO • .lOiOiOiOiO -lO ■lOiOiOOO'O OOO^OiO • W5 C^CQC^NCS 'W 101010COOW3 OOO -lOiO • O .liOiOkOiC OOOO 'iO 'lOiO SoOOOt- .iCcDQOlt^ ' 00 00 CD Ca "^ 00 .— I '^ O CO CO r-H ■■^COCOOllO • lO CDcDcOl^-OOI:^ 'OOOiOiOiO Ot— OcDCDCDO*— ' ■cO(N-— icDeO»0 'O •COOO'-HiO OOOI>-OiO-H mO " OO.^^O .l^t^t^TH^^f-HT-'THl-t ^,-4^^CMCMC^CMCMCMCMCMClCOC0COCOC0C0C0 rH CO t^ Oi i-H CO CO CM CI C-3 C^I CO CO CO uo t^ O Cj -^ O iC .t^CICIC)t^I^I^»OlC»Ct--.t^l^COCOCOCOCOCOC rH < rH CM C3 CM CM CM CM CO CO CO CO CO CO "«r -^ -^ Tji tT* Tj< -■ 01i-l .iOOO»Ot^01COCO -lipt^F-lCOCOOO ' -ooo ^HCM ■CMClCOCOCO'^'«T' ■Tt<'«tCO.-H^COOO 'COiOQCI^O O .lO^^i-HCMMiOCOCOCOiOUDiOOcOOcOcOcOcO CM • CM CO CO CO -^ -^ '^ lO O »0 »0 lO lO CO CO CO CD CO CO CO ^9 OXMiOQO . 05 in -H ■* oo T-< . .1-C.-1 Tl. t^ 00 lO .ot^r~t^ooo N • CO CO CO CO O lO "O OcDcDt^t^t^OOOOOOOOOOOOOO Olt^oawiooo • X5 00 "3 03 CO t~ Tjl -* lO ;0 to b- t- . t~ t^ 00 00 CJl OS Oi •OOtOiCO'. iCi-lOOOOiCOOOt^t^cDi-lc^COiCiC 1-4 .C^lCOCOCO>ntO--Ot^OOQOC50i'-HC^COTPTj*Tjiio>0 H-H--<,-l.-(^^^.-(rt,-(C^C-J(MMC->IN(MO U505 •t^C-ltOCO^Or-H .rtOOt^OCOt~t^OO.-l 0505 • p rH (N CO Til »o ic ■ tor— 00 CSO-th ^ ^ JNCO < C-) (N « 000 OOOOOOOO OCOOiCSfHCMCOlOOCOCCOCO-^ ,^_J toooo OOO 'O '00003 'OLO ■t-IMNN'O'O'OOOOOOOOO 000(>-CDCO(M!N OOOOOOOOOO '00 r-(i-HT-Hi-Hi— It-hC^CCCOCOCO CO CO CO lO »J5 O lO »o O lO o -or^ -^ ■ • COICO (N OOOOO CO W^ "^ 1-li-lrHT-ti-Hi-I^^T-l .^H 'T-H • ..-(i-tCl(M(NC^C0CO'^'^u:)»O 000000 '00 ■OOOOIMCd 'OXS it^lOiCCCMCSKM'OlOlOlQOiraiQin 1-) rH ^ 0? c^i c^ CO ro CO Tji -^ -^ ■-# -^ •|s COCOC^OicOtO'fl"'^ coe<5co(N»'050 CM(NeO-*»OOt^OC^ 55 be O-Ooogi^: M^ o 2 CO o3 9i 0^ O o3 111 ?? M' -ft,«So^!aoMZB«-!!oo«B2c?ca1«iO 't^OO-HlN 00 !i- '3 P4 tS- ■ 1 liot~oo^-H ! : CO coco .£ fc< «»> Q -j ■*u5io '■ CO '^ '-I n tti a> JQO '3 « > • ■ ilOt^05IM '5 .rt,-(-i,-iiN « ; 1 > • • i t~ O (N CO «5 '■ '. oimos .S I- K ® PP p^ t^oooo -ccr^i^iMto m io ' "3 ■ rt -H rt ri e-1 T3 « a 3 (^^n(.r«)^ O Pi o • ■toocoioib • . 00 00 00 o < 000000 llOt-t^00>-l CO Ip '5 .rH rHrtNCC Ck « •2 , SoSoS? g > ^ • .tOOCOOlO . . u S ^ a »o Z; OOOOW llOOOQOOOCO CO l-H '3 .rt i-HrtlNCO S « 1 RHimHieoHi .tc • 't*N iOOOOO . . OOO u «« ,^ ' oooso: it^oooco 00 l(N ■ '5 •■-HNINCOM rt 1 > • nN'nM'nh'nl^nM • ■ .>^- . .oco h-o o • • •^ -^-^ . .r-lrHrt(M(M . ■• CO tf ® ^ OSIM(M ^O5IN(NC0O5 T~i ■ U3 '3 rH rH '^ CM N PQCO (M .S « > • . • CO at ones . . OCO CO .^ bi . •■-H.-icqiMN . . w rt® ^ IC ,05 '5 CM .S 1 « 1 .b^ • ■ t^CCCO CO CO . ■ • '^(NCMMM ■ ■ 03 ■" >j •*00O5 .lOOOOOQCO r* . *!»• '3 M •« « J ^>^ 1 : :2SS?g§S : : « : c W't; oj j§ ; i "" ; ; CQ =S S icjoo 'ooocococo e si H s > 1 H S o '. W) .J • tii H H S SotJ 3hfi bl t : 3 ^n Uisburg, pgon City, w Era, Ore irfleld, Ore| em. Ores. . jany, Oreg rvallis. Ore rrisburg, C gene, Oreg s III :r i~o 03 ~c: n « a oi s o ISOZ fecC < O KW Q JS 1 374 REPORT OF THE INLAND WATERWAYS COMMISSION a. o e c ^^ ?1 CO « Si, ^ S II i §•§ & g1 re §1 |i ^5 ^5 ^5 l^3 u ^^ ^^ Ac ^■2 lO lO • O 05 "5 yb 05 4'i'c ^ t-l i-H tH tH i-H (N rH .-I (N -^ '«*< lO lO to • CO Oi O CO Oi lO ^ «D *0 40C0 «• >«• lOiOOcOO t^ 3? .-HOOOOlOt^GOtOOOi-HCOiOOfM-^^iOoeoiCOT-H 1— t 1-H .-1 T-Hi-H 1— I 1-1 Cq CO 1-1 .-H rH CN '^J^ UO lOcOO 'OOCQCOCKM lO ^O CDCO CO 00 C0OOOl0t>*00C005C0t>-OOi0t^NO0iO"^.NCOsOOias ^- .t-(CllMCO»OCD COOOGO •Ob-OST-^b- tvt^oooOGOO -oi ■i-iQO'^'^N.'-Hoaosoo'^-^iCiocqiococoooiDvo (N 1-^C^^ i-ii-l i-IWC^NCO'^OSi-KNCqCO'OO ?:S OSOiO •r-lOCTi"30 Oi O 05 O OSt— I ■ (N.-l'^l>)rHrti-i^,-(C^l Records of the recorder of deeds. District of Columbia, vol. 3100, folio 34. 10. RELATIONS BETWEEN WATERWAYS AND RAILWAY TRAFFIC IN EUROPE By J. C. Welliver INTRODUCTORY GENERAL CONDITIONS Within an area less than 800,000 square miles, comprising Austria, Hungary, Belo-ium, France, Holland, Germany, and Ttal}^, there has been expended in the last half century in improvement and construc- tion of internal waterways an amount which, if to it be added the probable cost of improvements now in hand, will aggregate probably not far from a billion dollars. Nearly all of this vast sum has been taken directly from govern- ment revenue. Only a negligible part has been provided by private enterprise. For the greater part, governments have made these great invest- ments in waterways without expectation of profit or even of interest on the capital investment. Continental waterways in general have been provided as practically free public highways. Such tolls and charges as are exacted are so light as to constitute hardly an appre- ciable burden on traffic. The present tendency is to divide the expense of waterway develop- ment between general government and local administrations. Vari- ous metfiods are adopted for dividing the burden between the general government and the provincial or municipal administration. All, however, are based on the theory that the locality immediately bene- fited should contribute a larger part of the investment than locahties whose concern with the improvement is more remote. The history of waterway development in Europe naturally falls into two periods. The first began nearly a centur}^ and a half ago and continued down to the time w^hen railroad building absorbed energy and capital and brought waterway expansion sharply to an end. The second period began about a generation ago. The revival of interest in waterways, taking place at about the same period in difl'erent countries, seems to have been due to dissatisfaction with railroad conditions and to a developing opinion that best results would be secured by the exploitation of both transportation systems — rail and water. In no country has it been possible to secure satisfactory develop- ment of both systems until one was protected against the other. As a rule it has been necessary to invoke the power of the state to save the traffic of waterways from destruction by railway competition. It is believed, however, that fair consideration will convince any candid student that this fact by no means demonstrates the imprac- ticability or the economic inutility of waterways. The reasons for this belief wdll be developed hereafter. 31673— S. Doc. 325, 60-1 25 377 378 KEPOET OF THE INLAND WATERWAYS COMMISSION Those countries which have taken most pains and gone to greatest expense to improve and systematize waterways, and which have most carefully protected them in a share of traffic, are fully committed to the policy of developing both rail and water transportation side by side, as complements one of the other. Experience has convinced these countries that the best and most economic transportation is to be secured only by thus maintaining both systems at high efficiency. It is universal experience that development of waterways, resulting in a great increase of their tonnage, does not injure the traffic of rail- ways. Instead, the railways themselves appear to have actually benefited by the expansion of the waterway systems, because with each extension of facilities traffic has increased in still larger propor- tions. Thus is the remarkable showing made of railroad traffic in- creasing by leaps and bounds at the very time when waterways were most liighly improved and constantly adding to their tonnage. Development of water transportation has greatly reduced freight charges, induced industrial and commercial development, and con- tributed vastljT^ to prosperity and wealth. So firmly is the conviction now esta]>lished that waterways con- tribute to national prosperity that those countries in which the Gov- ernment owns the railroads are foremost in developing waterways. There is thus afforded the curious spectacle of a group of States, hav- ing many billions invested in publicly owned railroads, building an- other system of transportation to compete with the railroads, and turning over this competing system to the substantially free use of the community. More remarkable still is the universal testimony that this policy has paid both in increased railroad profits and in added national prosperity. Great Britain is the one exception among European industrial countries to the rule of encouraging both rail and water transport. British railroad policy has aimed at the suppression of waterway competition, and has pretty thoroughly succeeded. To-day the British business community finds itself paying higher transporta- tion tolls than continental countries, and because of this fact is at a great and increasing disadvantage in competitive markets. So serious has this situation come to be considered by British traders that Parliament has taken cognizance of the demand for rehabilitation of waterways, and a careful inquiry into the entire subject of water and rail transportation is now being carried on by the board of trade. It seems interesting and significant that Great Britain and the United States are the only industrial countries of the first class in which water transportation has so long been neglected; and it is a suggestive fact that in both these countries a powerful opinion has lately developed in favor of following the lead of continental nations, emancipating the waterways from railroad domination, and vigor- ously developing them as an independent factor in transportation. EARLY CANAL ERA ENDED BY RAILWAY DEVELOPMENT Before the perfection of the steam locomotive and the introduc- tion of railway transportation there had been an era of canal devel- opment in most important countries. It is safe to say that if the WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 379 railroad had not been developed until a generation later than it actually was, the system of canals and regulated rivers would now be much more extensive and perfect than it is. After the railroad had demonstrated its superior adaptability to the conditions of the times there was a long period of quiescence in waterway development, and it was not until the seventh and eighth decades of the last century that public attention reverted to the pos- sibilities of inland water communication. About this period there came a general revival of interest in the subject throughout the pro- gressive countries of continental Europe, although in England and the United vStates the revival was postponed much longer. The development of railways had made transportation vastly more important than ever before, and at the end of the first generation of railroad experience there began to grow up a strong impression that while railroad transportation was vastly cheaper and more satis- factory than in its beginning anybody had imagined it could be, it was yet more expensive than was compatible with the best interest of the business communit5^ This impression, together with the rapid development of industrial competition, both internal and inter- national, was responsible for the revival of interest in canals and rivers, which it was believed had been unduly neglected and which promised to give cheaper transportation, especially for bulky prod- ucts of comparatively low value, than could be secured by rail. In countries where railroads have been state owned, the govern- ment has most promptly and vigorously interested itself in the devel- opment of canals which should compete with the railroads. Canal and river transportation has been least developed, and with the least satisfactory results, in Great Britain and the United States, the two first-class commercial countries which have never departed from the rule of private railroad oAvnership. In both these countries compe- tition between waterways and railroads resulted disastrously to canals and river navigation. The vast aggregations of capital which were brought together to finance the railroads were, in private con- trol, powerfid enough largely to suppress competition by the water- ways. As a result, in one way and another, many important canals in Great Britain and the United States have fallen into the hands of railroads and have become comparatively negligible factors in the transportation scheme. Many have been converted into rights of way for railroads, and few have been improved so that they could have a fair chance in competing with the railroads. The impression was that canals and rivers would never be able satisfactorily to com- pete against railroads, and the decadence of internal waterways was regarded as ine"\dtable and of no serious economic consequence. REVIVAL OF INTEREST IN WATERWAYS About forty years ago public opinion began to interest itself once more in inland water transportation, particularly on the continent. The impression became strong that if the railroads were permitted permanently to monopolize inland transportation the problem of raising capital for the necessary expansion of the railroad system would become increasingly serious. Therefore, two considerations moved the authorities, especially in countries where the railroads were owned by the state, to a renewed study of the possibilities of 380 REPOKT OF THE INLAND WATERWAYS COMMISSION water transportation. First, perhaps, was the growing beUef that for many classes of freight water would provide equally satisfactory transportation at less rates than the railroads. Only second to this was the impression among state officials, who faced the problem of raising money for extensions and improvements of railroads, that a given investment in the improvement of rivers and in connecting them by canals would provide means for moving a larger tonnage of freight than an equal investment in railroad facilities. The results achieved thus far through the rehabilitation of the internal watenvaj^ systems of continental countries are generally accepted as justifying this opinion. Even in Great Britain, where distances are comparatively short, and where no miportant industrial center is very far removed from the cheapest transportation in the world — that by ocean — there is now a belated but animated concern in behalf of the waterways, and commercial interests are making themselves very active in the effort to enlist the state. It was doubtless only natural that in Great Britain and the United States the waterways revival should have been postponed longer than in continental countries. It is fashionable to attribute the delay in these two countries to the influence of the railroads, and no doubt this was a factor of importance. But other considerations must be assigned due weight. In Encrland the most important con- sideration was the easy accessibility of ocean transportation; and second was the fact that for various physical reasons the construc- tion of canals is more difficult and expensive in England than in most continental countries. England has no such great rivers as the Danube, the Rhine, the Elbe, the Oder, the Seine, and other great water highways of the Continent. The topography of Great Britain makes canal construction more difficult than on the Continent. The country is more uneven and more locks would be required, involving greater expense. The question of water suj)ply for the higher levels is so serious as in the opinion of some authorities to bar Great Britain from ever securing economically a system of waterways approaching the efficiency of those in France, Belgium, the Netherlands, Germany and even Austria-Hungary. TARDY WATERWAY REVIVAL IN GREAT BRITAIN Yet freight rates imposed by the railroads are so high that despite difficulties the demand for waterways is now becoming insistent. While it is impossible, owing to the fact that British railroads have never provided ton-mile statistics, to determine accurately how English railroad rates compare with those of other countries, it is accepted in Great Britain that the average cost of moving freight there is greater than in any other mdustrial country. Various wit- nesses on behalf of the traders, who appeared before the Royal Commission on Internal Waterways, presented statistics on this point, not always in agreement, but uniformly reaching the conclu- sion that English transportation is the most expensive in Europe. The handicap which this extra expense imposes on British industry and agriculture is recognized and has been constantly referred to in these hearings. The English industrial community is not agreed as to a plan for rehabilitating the waterways, but most of the proposals agree that the matter must not be left to private enterprise; that the WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 381 canals must be divorced from the railroads; and that in some manner there must be a grant of public credit to finance the rehabilitation. Whether this extension of public credit should be made directly by the Government of the United Kingdom, or whether the capital should be raised on the responsibility of local taxing bodies, or whether, .as is now the rule on the Continent, the burden should be divided between the general and local government bodies, is matter of divided opinion. Officials of the royal commission have mani- fested reticence as to the recommendation they are likely to make, but the impression is strong that their report will make some con- cession to the demand for improved waterways. SITUATION IN THE UNITED STATES COMPARED It has been said that in both England and the United States the railroads have probably been unduly blamed for suppressing the competition and the development of waterways. The reasons for this belief as to England have been suggested. As to the United States a different set of reasons probably should be assigned. In the first place the vast area and comparatively sparse population of the United States for a long time seemed to justify the belief that it would be little less than waste of money to develop two transporta- tion systems side by side. The problem, until recent years, was not only to secure transportation facilities enough to move the freight, but also to secure freight enough to make the transportation facilities profitable. As railroads could go into all sections, while inland waterways necessarily were limited in this regard, it was natural that the railroads should have the preference. Moreover, as to the great American rivers — vastly greater and more potentially useful in trans- portation than the rivers of Europe — their tonnage and commercial utility constantly decreased because the railroads were willing to take the freight and until recent years afforded ample facilities for moving it. To-day, however, the United States faces an entirely different situation. Many of the railroads have been unable to meet the demands upon them, and influential managers of railroads have lately insisted that it was absolutely necessary that waterways be developed to complement the railroad scheme of transportation. Finally, as a further and most important reason why artificial or semiartificial means of water transportation have been neglected in the United States, may be stated the simple fact of the existence of the Great Lakes. In these, nature has provided a transportation highway ^\dth which neither railroads, rivers, canals, nor canahzed rivers, nor any combination of the four, can possibly be compared. The tremendous tonnage moved on the Great Lakes and its marvelous development are regarded by European transportation authorities as amon^ the wonders of the "^ world. Considering the cheapness and unlimited capacity of the Lakes on the one hand, and the celerity and universafity of railroad transportation on the other, it is small wonder that the possibihties of rivers and canals were long unappreciated. ERROR OF THE BRITISH IRON MAKERS More than twenty years ago an Engfish student of commercial con- ditions visited the United States to investigate the outlook of the iron 382 EEPORT OF THE INLAND WATERWAYS COMMISSION and steel business in this country. On his return home he gave assurances to British iron manufacturers that they need have no serious fears of the competition of the United States, because in Amer- ica the great iron ore deposits were too far distant from coal. He was positive it would never be possible to bring the ore to the coal, or the coal to the ore, at such rates as would enable production oi iron and steel cheap enough to compete with England. How completely erroneous was this conclusion need not be sug- gested now, because everybody is familiar Avdth the marvelous facili- ties for bringing the Lake Superior ores to the Pittsburg iron district, and ^\^th the success of the American iron and steel interests in com- peting ^^dth all the world, despite the initial disadvantages which they had to overcome. Witnesses before the British Royal Commission repeatedly declared that the process of bringing the Lake Superior ores first by rail to the docks on the upper Lake, then by Lakes Superior, Huron, and Erie to ports convenient to the coal districts, and finally by rail to the seats of the iron industrj^, was the greatest achievement in transportation that the world has seen. So much for the British iron-makers' error in underrating the pos- sibihties of internal transportation in the United States, As to Ger- many, their error was hardly less striking. In the beginnings of the great development of the German iron trade English iron interests declined to take German competition seriously because the German ore deposits were considered utterly inadequate for the development of a really great industry, and it was presumed that the transportation of great quantities of foreign ore to the seats of the German industries would be so expensive as to make it utterly unprofitable. Yet, in fact, the Germans have developed an iron industry which is now a matter of concern to every competing countrs', and which is based, like that of the United States, on a sj'stem of extremeh" cheap trans- portation. While there is a large and increasing production of iron ore in Luxembourg, which is utilized in the German iron industrj^, and while Germany itself produces a large and growing annual tonnage of ore, and brings still other large amounts from Austria-Hungary, it is nevertheless true that the major part of the iron ore reduced in Ger- many comes from the Scandina\nan peninsula and from Spain. To the canals and canalized rivers of the Empire is due the credit for making it possible thus to bring foreign ores to the German industrial regions. Exceedingly low rates are made and the tonnage handled by rivers and canals is tremendous. Thus it appears that in both the United States and Germany the development of the utmost possibilities of cheap inland water com- munication is entitled to recognition for having made possible the upbuilding of industries which a generation ago seemed economically impossible. With their great supplies of coal and ore located very close together, and with ocean transportation at their door, British manufacturers seemed assured of a domination in the world's iron trade that could only be ended by exhaustion of their supplies of coal or iron. A verv^ different situation has been brought about largely because of the utilization of internal water transportation in the United States and Germany. This one object lesson has deeph^ im- pressed the British community, and in no small measure has been responsible for the present agitation of the waterways question. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 383 WHY WATERWAYS MUST BE PROTECTED FROM UNBRIDLED RAILWAY COMPETITION It has been suggested that in both Great Britain and the United States the railroads have been charged with more than their real part of responsibility for preventing development of internal waterways, yet the fact remains that it is m those countries which have govern- ment ownership of railroads, and where governmental pohcy has pro- tected the developing waterway systems from ruinous competition with the railways, that the waterways have been developed to the greatest extent and efficiency. The fact that in different countries it has repeatedly been found necessary to adopt vigorous measures to prevent the railroads from destroying the business of internal waterways by the simple process of hauling freight more cheaply than it could be moved by water, must be met by the advocates of waterway development. It is a fact which must be explained away in any effective argument in favor of water transporation as against railways. The truth is that in German}", in France, in Belgium, three countries whose waterway systems have reached highest perfection, as well as in Britain, the railroads have proved their ability to take the tonnage away from water routes and to keep it away from them. The railroads have done this, too, in the face of the fact that they were required to earn not only their operating expenses but heavy charges on capital debt, while the canals were operated in the main free of charge. While freight by rail must pay not only the expense of running the train, but also the charge for maintenance of roadway and interest on capi- tal invested, practically the only expense attached to water trans- portation has been that for mere operation of boats and barges. The water highway has been provided at Government expense. Com- merce moving on it has not been expected to remunerate the Govern- ment or even to pay interest on capital. With the railroads thus handicapped, if the waterways could not take care of themselves the burden is upon waterway advocates to prove the waterways' eco- nomic right to survive. This can not be too fully understood or too carefully studied by advocates of water transportation. In any analytical consideration of the difHculties of internal water transport the experience of Euro- pean countries is certain to be presented, to be emphasized in many ways, and to demand satisfactory explanation. It is proposed now to suggest some reasons why the inability of water highways to com- pete against the unrestricted competition of railways is not necessarily a demonstration that water transportation is -economically wasteful compared to rail. The case for water transportation can not be stated in a few sen- tences. ' It is necessary to recall something of transportation history. It has already been pointed out that there was a considerable develop- ment of water transportation in many countries before the railroad came. The canals of that earlier era were small, and while they represented a vast improvement over any facilities that had pre- viously existed, nevertheless, with their small gauges, their shallow draft, and numerous locks, they were not fitted for competition with the railroad. Furthermore, while engineering skill has made it pos-- 384 REPORT OF THE INLAND WATERWAYS COMMISSION sible to carry the railroad practically everywhere — tunneling moun- tains, spanning great rivers, burrowing under arms of the ocean, overcoming every obstacle — no skill and no expenditure could carry waterways into many regions which railroads could enter. Conse- quently, if the two systems, water and rail, had been started in an even competition, water would have been placed at a great and irre- movable disadvantage. The railroad could reach every market and every industrial center; not so the water. Now it must be borne in mind that at the time, three-fourths of a century ago, when the industrial world seemed called upon to deter- mine which system of transportation it would accept and develop, there was no conception of the tremendous part transportation was to play in the future. The wildest visionary would not have dared predict that by the dawning of the twentieth century the tonnage of freight would be even a small fraction of the immense amount that now moves. The idea that Europe and North America would be gridironed with hundreds of thousands of miles of railroads, mov- ing billions of tons of goods, would have been scouted. At that time it was assumed that commerce made transportation, the idea that transportation makes commerce was of later development. The pos- sible development of both the consuming and producing capacities of great populations was utterly unsuspected. Nobody dreamed that commerce would soon demand all the accommodations that both rail and water could provide. It seemed a mere question of choosing between two systems of transportation, and naturally the one which offered the widest range of usefulness was taken up. So for several decades waterwa3^s were neglected and energies devoted to railroads. These at first were local enterprises, lines were short, and there was little thought of developing great systems. But as time passed and commerce expanded wdth the growth of facilities, local roads were joined into systems, systems were federated into groups, and presently the marvel of the modern railroad fabric had been wrought. Railroads were everywhere, they could handle everything; they made transportation inconceivably cheaper, safer, and more expeditious than ever before. So it came about that m a short time railroads had reached magnificent efficiency and approxi- mate universality, while waterways had ceased to develop and had become less and less factors in transport. Then came the era of attempted waterway rehabilitation. Conviction that wliile railroads had wonderfully cheapened trans- portation, waterways would still further reduce this charge, was partly responsible for the revival of interest in waterways. Railways had learned the art of suppressing competition among themselves. Abuses had grown up. Because of these, dissatisfaction with railroad conditions developed in many countries about the same time. The epoch of "granger legislation" in the United States was s}Tichronous with a period of very similar agitation in Germany. In the latter country the agitation resulted in nationalization of railroads. In the United States it initiated the movement for government control. Incident to this granger movement in Europe was the recrudescence of waterwaA^'s. In difi'erent countries about the same time effort was made to improve and extend the waterway system so that it should supplement the railroads and induce reduction of their rates. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 385 At this time there was no comprehension of the fact that commerce tends to increase in something like the proportion that faciUties for transport are expanded. Railroad managers beheved that if water- ways were developed they would take away a share of the freight and to just that extent the railroads would suffer. Nobody was yet pre- pared to believe that business taken from the railroads would be promptly replaced by new business, and that tliis growth, keeping pace with extension of transportation facilities and lowering of rates, would go on indefinitely. Railroad managers had no s}Tnpathy with the idea that larger transportation facilities were demanded, or that another method would supply cheaper transport than their iron highways. Their political influence as well as their vastly more important commercial influence was enlisted in antagonism. They believed it would be better to spend money in building new railroads or impro\ang old ones rather than in waterways. They were determined to prove the correctness of this opinion, and they set about doing so by inaugurat- ing a cutthroat competition against the waterways under circum- stances in which the latter were at a hopeless disadvantage. The nature and extent of tliis disadvantage must now be explained. The railroad system was already constructed and in ousiness. It enjoyed a practical monopoly. Everybody was compelled to patron- ize it. Its business was vast and varied. No statistician could calculate accurateh^ the cost of handling a particular class of business or a particular consignment. As to a great part of the territory, where waterways could not enter, the railroad's monopoly was unassailable. Likewise, as to a large proportion of business the railroads were assured a monopoly because of quicker and surer service. The highest classes of freight, which produced the greatest revenue in proportion to expense of moving, were conceded to the railways. The water- ways were limited to a competition for the lower classes of freight, hauled at the lowest rates, and throughout only a limited region. Therefore, when the minister of railways of a government-owner- ship country, or the traffic manager in a private-ownership country,. set out to prove that water transportation was not economical in comparison with rail, the}" had every advantage. They made such rates as they saw fit to prevent traffic goin^ to the waterways. If they lost mone}' on hauling one class of freight they could make it up on another class for which the waterways could not compete. If the railways of the north of France found that their coal tonnage was being lost to the canals, they could reduce their rates to such a point that the canals could not compete; and if in so doing they lost money on coal traffic they could make it back by charging higher rates on other business which the canals could not touch; or they could stand a net loss for a considerable time udthout being driven out of business. On the other side of this uneven competitive game was the oper- ator of the canal boat. He did not own his highwaj^. His invest- ment was limited to liis barges and mules. He was assured of ab- solutely no business against the railroad's competition. He had no great financial backing, as the railroad had, to enable liim to carry on a long and arduous fight. He must earn a living profit on his busi- ness to-day in order to do more business to-morrow. If he were 386 EEPOET OF THE INLAND WATEKWAYS COMMISSION forced to lose money to-day and to-morrow he would be out of busi- ness the day after to-morrow. Before the railroad would feel a strain which it was able to distribute throughout a complex business struc- ture every part of which helped support every other part, the barge- man would be bankrupted and driven from the field. So much for the one aspect of competition between the railwaj^ and the waterway. Another aspect is suggested by the case of a manu- facturer whose plant is located adjacent to both water and rail routes, and who wishes to divide Ms business between the two. He can reach part of his markets by water. He can reach all of them by rail. He may be able to make a contract for bringing his coal and raw materials to his establishment by water at low rates. But if the railroad, jealous of his division of business, is permitted to re- taliate it can punish the manufacturer so effectively that he will not dare make the division. In actual experience this very tiling happened repeatedly in different countries at times when the rail- roads were permitted to fight the canals. The railroad would offer as good a rate as the canal had made, whether or not it was remunerative. If the manufacturer still de- clined to give all his business to the railroad, the traffic manager could then say: ''Very well, your distributing rates will be so high, and your supply of cars so inadequate, that you will hereafter find difficulty in distributing your products to markets w^hich the water- ways do not reach. Your competitor, who is ^dser and realizes the propriety of giving his entire business to us, will be able promptly to fill orders at times when you will be unable to get service. As he gives us his entire business we shall feel under obligations to give him consideration which you can not expect." Preferential rates constituted at times the most effective method of bringing recalcitrants to time. In France railroad managers em- ployed these various expedients with great effect, fi'equently granting much lower rates to one customer than to another in the same town, favoring the one whose business was given entirely to the railways. The government railway administration found it necessary to make a regulation that if the rate were reduced at a given point on any part of the business it must be reduced on all. This was one of the effective means of protecting the canals in their fair share of the business. In many cases railwaj^s are now forbidden by the state to make as low rates as the canals. The fact that in Germany, France, and Belgium this intervention is necessary in order to protect the canals in their proportion of traffic, is always emphasized in railroad argu- ments. But the state's policy, where states own and operate the railways, is primarily to facilitate business, rather than to monopolize it. Experience has taught that it is not good business for the rail- ways to be allowed to monopolize traffic by hauling it at unremunera- tive rates. The state insists upon maintaining both transportatiim systems in effective operation, on the theory that in the long run business will go to that system which can most profitably handle it. The public is accommodated and the waste of competition avoided. Such competition at best would be useless, because after maldng a low rate to get the business the railroad would either have to con- tinue doing it at a loss — which would be a waste of the state's prop- erty — or else it would have to raise the rate again and leave the pub- lic worse off than ever. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 387 In short, European experience is that competition between rail- ways and waterways is useful, desirable, and worthy of being pro- tected by the state. COOPERATION OF THE TWO SYSTEMS The history of the later era of waterway development on the Con- tinent seems to justify tliis conclusion. The enforcement of a rate scheme, which practically amounts to assigning a considerable pro- portion of traffic to the waterways, has not injured the railways. Instead the railways report year by year increases in tonnage, and the business community is better served. There is effective and eco- nomical cooperation between the two systems instead of useless and wasteful competition. The fact that it is necessary for Govern- ment to protect the waterways does not prove them useless. No minister of works and no fuiance minister in Europe would to-day dream of presenting seriously the proposition tliat because water- ways can not take care of themselves in unrestrained competition they are unworthy of development and protection. The statistics of all the countries where rail and water systems have developed side by side tell the uniform story of increasing traffic, decreasing rates, and greater prosperity for the railroads. American railway history is full of demonstration that a short rail- road, reaching a limited number of markers, and deprived of advan- tageous connections, can not survive unrestrained competition with a great system which reaches a vastly larger number of markets. The outcome is the absorption of the smaller and weaker by the greater and more powerful. This is one process by which great sys- tems have been developed. And unrestrained competition between railways and waterways presents a close parallel. Because the water- ways in a life and death fight can not hold their own with the railwa3"s is by no means proof that the waterways do not deserve to survive. As the waterway system, fostered and protected by governmental policy, improves and expands, it invariably becomes more and more capable of taking care of itself. The German waterway system of thirty years ago would have been driven out of business if the govern- ment would have permitted it. It would not even have made a great fight. But the German waterway system of to-day, improved, ex- panded, affording facilities for handling barges of from 300 to 2,000 tons between a great share of the Empire's markets and throughout an immense area, would give a magnificent account of itself even if compelled to meet the absolutely unrestrained competition of the rail- roads. So would the French waterway system. The railway might win, but the traffic manager who conducted the struggle would bank- rupt his system, paralyze industry, and w^in for himself the reputa- tion of a commercial brigand. In making any application of European experience to present con- ditions in the United States, it may fairly be said that if waterways are to become an important factor in the United States transporta- tion scheme, it would be vastly better to guarantee them protection against the railroads than to invest millions in a perfect system of water highways and leave this system unprotected against the assaults of unrestricted railroad competition. 388 EEPOET OF THE INLAND WATERWAYS COMMISSION IF THE OHIO HAD BEEN A GERMAN RIVER Opponents of the economic policy of waterM'ay development, believing water can not ultimately compete with railroads, frequently point to the decadence of traffic along the Ohio River in the face of the fact that much money has been spent improving that stream. The facts support the contention that the great Ohio seems to have been unable to compete satisfactorily against the- railroads. But in no great European country, where state control of such matters is more firm than here, would competition have been allowed to ruin the traffic on a great artery like the Ohio. The State would main- tain that instead of building railroads to handle traffic which could as well be moved by river, it would better leave this traffic to the river and spend its money building railroads in regions where it was impos- sible to furnish any but rail transportation. German or French policy would never have permitted the Ohio, the Mississippi, the Missouri, to fall into commercial decadence. If these had been German posses- sions, for instance, they would long ago have developed almost un- limited carrying possibilities, and to-day would be doing for this country what the Elbe, the Oder, the Weser, the Rhine, and others are doing for Gerinam^. They would be preventing car famines and insuring against the paralysis of trade which follows when transporta- tion facilities become inadequate. European students of ^transportation wonder that the United States should have permitted so one-sided a development of its trans- portation system. They point out that with perhaps the exception of China, no other country has such a magnificent river sj^stem as the United States, or so great possibilities of its effective utilization. Nowhere else is there so large a proportion of freight which can be moved most advantageously by water. In another place it has been suggested that if the German Empire controlled the world's supply of a great staple, as the United States controls cotton, German econo- mic policy would busy itself to bring about the manufacture of a vastly larger proportion of that raw material in Germany. And, similarly, if Germany, France, or Austria possessed such a river sys- tem as that of the United States, with possibilities of being joined to a lake system such as ours, these would long ago have been made the basis of a vast and busy transportation system. One consideration which has been kept in mind in European develop- ment of water transportation is that when a great water route is once opened its capacity for freight movement is almost unlimited. The possibility of traffic movement on a single-line railroad is definitely limited. When that capacity is reached the road must be double- tracked. On the other hand a great waterwaj^ can move increasing amounts of freight to an almost indefhiitc degree with mereh^ the pro- vision of additional boats and barges. So the policy of Germany and France m recent years has been to make important internal waterways as large as practicable. Originally small canals were supposed to be ample for all the traffic likely to be offered them; but with the develop- ment of commerce and industry they proved too small. They have been rebuilt, shortened, channels deepened and widened, the number of locks reduced, and their capacity increased. The scheme of con- struction looked to the future. If these great investments in water- WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 389 ways had not been made it would now be necessary either to make much greater investments in railroads or else to suffer industrial stagna- tion. As it is the great water routes can carry an indefinite increase of traffic with no further investment than the provision of more boats. In continental countries the internal waterwa5^s system is based almost entirely on the rivers. There are no lakes of consequence. Canals are used to connect the rivers, but not generally to provide in- dependent routes. The rivers of the north of Germany are being linked up in this fashion by canals, and this northern system is con- nected with both the Russian and the south German systems. The Rhine, of course, is of the first importance among German waterways, and great sums have been expended upon it. In the im- provement of the rivers, various methods have been adopted, accord- ing to the requirements. Conservation of the water supply, the nar- rowing and aeepening of channels, reclamation of large areas of bot- tom lands by the construction of works to prevent floods, provision of locks to overcome strong currents, and various other improvements have been carried out. THE BELGIAN WATERWAYS SYSTEM Probably the perfection of inland waterway communication has been as nearly attamed in Belgium as m any other continental country. Al- though it has an area of less than 12,000 square miles, Belgium is very wealthy, and in proportion to size one of the most important in- dustrial countries in the world. Its railroad system is state owned and its canal system has been developed under the supervision and direction of the state, though the state's contribution of capital has been supplemented by local government divisions. In this little coun- try there are about 3,000 miles of ordinary railway and nearly 2,000 miles of what are called light railways. It will be seen that railway facilities have been in nowise neglected, for there is about a mile of railroad to everj 2^ square miles of area. The railroad system is sup- plemented and complemented by a scheme of waterways, which now aggregates about 1,500 miles, and which will be extended considerably by projects under construction or consideration. The state and local authorities cooperate in financing the waterways. The waterways themselves are mainly provided by the state, while the terminal facil- ities, harbors, docks, wharves, etc., are largely provided by local au- thorities. Thus there is effective cooperation and division of the ex- pense on a basis which experience seems to have shown, not only in Belgium but in other countries, to be the best. Of railroads, light rail- roads and waterways, there is rather more than 1 mile of transpor- tation to each 2 square miles of area. What are called in Europe light railroads are generally of narrower gauo;e and lighter construction than the standard roads, accommodating lighter rolling stock; and while they handle both freight and passengers, they do not undertake to move the heavier classes of freight to the extent that standard rail- roads do. In continental countries they are used extensively as feed- ers to both the canals and the standard railroads, gathering up freight and bringing it to stations on either railroad or canal. In a general way they correspond to the interurban trolley systems of the United States. 390 eepoet of the inland waterways commission Belgium's important rivers Although a small country, Belgium is remarkably fortunate in its number of great navigable rivers, the Scheldt, the Lys, the Meuse, and the Sambre being the most important. These not only serve as highways for a tremendous tonnage of Belgian freight, but they con- nect Belgium with Holland, France, and Germany. These great streams have been improved by the expenditure of large sums, and connected by a great network of canals. The center of the whole transportation and commercial system of Belgium is the city of Antwerp. Yet while Antwerp has been espe- cially favored in connection with transportation, it is somewhat remarkable that so much attention has been paid to the needs and requirements of smaller cities and the rural districts. Much effort has been given to securing uniformity of industrial development through- out the little country. In regions where transportation by canal and by river has been practicable it has been provided. In other sections the aim has been to give corresponding facilities by expansion of the railroad system. Belgium being a small country it has been deemed especially desirable that its industrial system should be kept in close touch with surrounding countries, and in many ways this has been productive of benefit. The Canal du Centre. — As long ago as 1877 it was recognized that one great canal was needed to perfect the scheme of connecting the various coal fields of the country, and also to unite the eastern and western divisions of the already highly-developed national canal sys- tem. These two grand divisions were cut off from close communica- tion with each other, resulting in much expense and inconvenience in moving traffic. Accordingly, the central canal, or "Canal du Centre," was begun in 1882, and when completed will have cost probably more than $5,000,000. There have been disappointments as to the tinip of its completion, because great physical difficulties had to be over- come owing to the topography of the country, which necessitated building large and expensive locks. The entire length of the canal is likely not to be ready for business before 1909. Between the highest and lowest level of this waterway, whose total length is only 13 miles, there is a difference of 290 feet. " The problem of securing water for the upper level for a long time discouraged efforts to construct the canal, but modern engineering skill has satisfactorily solved this. Hardl}^ a less difficulty was encountered as a result of the working out of great deposits of coal along the route, which had under- mined large areas and made it difficult to secure a safe foundation. The surface width of the canal is 34 feet, which is considerably increased at curves in order to assure safety. Boats of 7 feet 9 inches draft will be accommodated. There will be 6 great locks, each 132^ feet long, and in addition 4 hydraulic lifts. The canal is assured of an immense and profitable tonnage from the time it is opened, because it will provide direct communication between different coal fields. There is much variation among the grades of coal produced in different parts of Belgium. One grade is adapted to certain industries which another would not serve, while another quality serves another set of purposes. Tlie transportation of coal, therefore, to meet the needs of var^nng industries has been expensive, and the new canal is expected to solve this problem. Wliile being assured a ^reat traffic, it will largely decrease the fuel cost at important industnal points. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 391 EASTERN DIVISION OF WATERWAY SYSTEM It has been said that this Canal du Centre is to connect the east- ern and western divisions of the Belgian national waterways system. The eastern division is considerabl}^ the smaller and in a general way is bounded on the west by the canals which pass through Brussels nmning north and south. One is known as the Charleroi- Brussels Canal and the other as the Brussels-Rupel. These two canals, together with the Rupel and lower reaches of the Scheldt River, the Canal de Junction de la Meuse a I'Escaut, the Maastricht-Bois-le-Duc, and the Maastricht-Liege canals, with the Meuse and Sambre rivers, make up a circuit which comiects the industrial centers of Brussels, Charleroi, Namur, Liege Maastricht (Holland) and Antwerp. Com- munication is secured between the Charleroi coal fields, the zinc and lead deposits of Liege and Namur, and the stone deposits about Lieoje and in the regions between the Meuse and Sambre rivers. This circuit outlines the eastern industrial district. There are minor canals sub- sidiary to these main ones. Connected with the canals of this circuit, and running outward from it, are the Turnhout- Antwerp Canal; the River Ourthe, which accommodates navigation into a region of extensive quarries; and the River Meuse, joining Belgium to the northeastern part of France, and employed for transportation of coal to France, of timber from France to Belgium, of marble from the French quarries to Belgium, antl of all sorts of miscellaneous trafhc. Finally, the Sambre River intersects this canal circuit and connects it, by way of an important coal region, with Paris. THE WESTERN DIVISION The western and larger division of the Belgian system is a net- work of canals and improved rivers, bringing the coal fields of Mons, northern France, into easy communication with the industrial and agricultural regions of Hainault and Flanders. A glance at any map of this region, on which the Canal du Centre is indicated by dotted lines, will show how necessary was the construction of this last-named work as a means of connecting the two Belgian divisions. Antwerp being the great port and commercial center of Belgium, as well as the third port of the world in tonnage handled, receives the greater part of the country's supply of raw materials and goods fi'om abroad. From Antwerp these are distributed by rail and water- ways to the industrial districts, whence they are returned in the form of manufactured products. There is practically no district in Bel- gium which, by reason of remoteness from markets, or expensive transportation is unavailable for industrial development. Belgium has most intelligently, persistently and effectively striven to get cheap transportation, and to promote industry and commerce. Writino; of the workings of the Belgium waterways' system Consul- Generai Hertslet, representing Great Britain at Antwerp, in a report that has been accepted as one of the best discussions of the subject, says, in part: This gi-adual but steady growth of a uniform canal system, intended for and serving as an auxiliary to the railways — which are also for the most part under State control — has rendered transport as cheap as possible, and by this means the Belgian manu- facturer has been enabled to compete on most advantageous terms with his fore^n rivals. 392 REPORT OF THE INLAND WATERWAYS COMMISSION" The single control of the railway and canal systems, as above mentioned, might at first sight appear to act to the detriment of commerce. With regard to the waterways, however, this control does not extend beyond the administration and the levying of tolls necessary for then improvement and maintenance. The barges are privately owned, and a competition therefore exists between the State railways and the barge proprietors for the carriage of goods. This competition is, however, limited to those classes of goods which admit of slow delivery, and the State, which has fixed railway freights at the lowest remunerative rates, exercises in a measure control over the canal freights, in that it assesses the tolls to be paid for the use of the canals. In the exer- cise of this power, however, industrial and commercial interests are kept in view, and are in fact preferred to those of the State as a railway owner, for the tolls levied are very small, and the restriction thereby placed on canal traffic is insignificant. The fees paid by a barge measuring 100 tons, over a distance of 25 miles, amount on the average to i6s.. or to less than 8d. per mile per 100 tons. In certain cases, such as in that of empty barges, or in that of barges loaded with manure for use in Belgium, exemption is granted from the pajonent of fees. It has been urged since 1885, and is still being urged by the Antwerp Chamber of Commerce, that all the waterways should be toll free, but the Government considers that the interests of the nation would be best served by the policy of general and uni- form improvement which it is pursuing. Moreover, it is feared that the total abolition of fees might divert such a quantity of traffic from the railways to the canals, as to cause the former to be worked at a loss. It therefore appears that the Belgian Gov- ernment, although it has not as yet seen its way to making the canals toll free, has recognized the fact that a policy of low freights and tolls places the local producer at an advantage in the competition for the world's markets; in fact its general policy seems to be governed by the consideration of what are the best means at its disposal for the encouragement of trade and commerce, for immense sums of money have been gi'anted for the improvement of the ports, and of their necessary adjuncts, the rail- ways and canals. During the last twenty-five years no less a sum than £16,000,000 has been spent on the ports and canals alone. The result of this policy is that goods can be sent, in many instances in barges of 300 tons carrying capacity direct from the factory to the seaport without transshipment. The producer, thus saved the expense incuiTed by such transshipments, finds himself in the position of being able to make a profit greater by this amount, or to underbid those of his foreign rivals who may not enjoy such peculiar advantages. This remark applies in a double sense, for a gain is made on the transport of the raw material as well as on that of the finished article. Another reason for the low freights in Belgium, both railway and canal, is the severe competition for the transit trade, which has to be faced with the transport systems converging on Ha\Te, Dunkirk, Rotterdam, and even the more distant port of Ham- burg. In order to form a clear idea of the great utility of the canal system of Belgium, it is from its heart, from the great port of Antwerp as a center, that the survey must be taken. Charleroi may be more centrally situated, but Antwerp's position by reason of the indissoluble connection of maritime and interior navigation in Belgium, ren- ders it of far greater importance as a canal center. Antwerp holds a leading position among the great ports of the world, and this is due, not only to her splendid geograph- ical situation at the center of the ocean highways of commerce, but also, and perhaps more particularly, to her practically unique position as a distributing center for a large portion of North-Western Europe. For the distribution and collection of merchan- dise, the network of railways and canals which converge on Antwerp offers transport facilities of which the world of commerce has not been slow to avail itself. The proof of this lies in the steady growth of the volume of barge traffic. In 1902 the number of barges arriving at the port of Antwerp amounted to 31,850, with a tonnage measurement of 5,705,731 tons, and of these, 25,886, measuring 3,710,813 tons were engaged in purely Belgian traffic, while 5,964, measuring 1,994,918 tons were engaged in the transport of merchandise from Holland, Germany and France. The clearing returns were even larger, the total number of barges leaving Antwerp amounting to 33,250, measuring 5,939,674 tons. Of this number, 26,435 barges, measxu-ing 3,668,585 tons, came from industrial centers in Belgium, and 6,815, measuring 2,253,089 tons, from various places in Holland, Germany and France. An examination of the cor- responding statistics for 1882 shows that the volume of barge traffic at the port of Antwerp has during the last twenty years increased by some 17 per cent as regards the number of boats engaged. In tonnage the increase is far more remarkable, the figures for 1902 showing an advance of about 270 per cent as compared with those for 1882. This dual increase furnishes additional proof of the forward canal policy of the Belgian Government, and of the advantages thereby accruing. First, as regards WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 393 the policy, the increase in the tonnage measurement shows that the canals and the rivers have been so improved as to admit of their navigation by barges of greater draft and tonnage. Secondly, as regards the advantages of the policy a compari- son of the freights for 1888 and 1903 proves that the barge owners, by reason of their being enabled to use one large barge in the place of two or more smaller ones, as for- merly, have effected considerable economy thereby in the matter of haulage, wages, and other details, and have therefore been enabled to transport at lower rates. Another fact of interest is the steady increase of steam navigation. IMMENSE GROWTH OF WATER TONNAGE The total tonnage received and cleared by barges at the port of Antwerp in 1882 was about 4,230,000 tons, which had increased by 1900 to nearly 10,300,000; by 1902, to nearly 12,000,000 tons, and is now probably 16,000,000 tons. In 1882 the tonnage received at Antwerp from Germany, by way of the inland waterways, was less than 200,000 tons, which at the present time has been multipHed by ten. In the same period the tonnage sent from Antwerp to German destinations by the inland waterways has increased in about the same proportion. The tonnage received from and sent to Holland has increased likewise. The increase in the size and system of the waterways has made possible a very large increase in the average tonnage of barges. In a period of twenty years the number of barges engaged in the foreign trade increased from 5,248 mth an aggregate tonnage of 908,000, to 12,779 with an aggregate tonnage of 4,248,000. Concerning this foreign trade, Mr. Hertslet writes: A very interesting feature of this foreign trade is the traffic done by means of the Rhine barges, which carry goods without transshipment all the year round — except when prevented by ice — between Antwerp, Cologne, Mannheim, and when the state of the Rhine permits, which in a normal year is from April to October, Strasburg. The merchandise thus carried consists for the most part of such goods as grain, oil seeds, mineral oils, phosphates and nitrates of soda, cotton and wool, timber, agricul- tural machinery (American), spinning and weaving machinery (British), bones, artificial manures, and coal. This cheap and regular means of transport confers on Belgium, through the port of Antwerp, and on the great Rhenish industrial centers, a boon which it would be difficult to overestimate. The barges, long lines of which leave Antwerp almost daily, towed by tugs of some hundred horsepower, have each on the average a length of 250 feet, with a beam of from 32 to 36 feet, and a draft, when loaded, of from 7 to 8 feet. Their carrying capac- ity is on the average 1,500 tons, and they perform the service to Cologne (256^ miles) in about five days, to Mannheim (418| miles) in seven to eight days, and to Strasburg (500| miles) in from twelve to fifteen days. There are also express goods steamers, with a carrying capacity of 500 or 600 tons. These latter have their regular days of departure, while the number and frequency of the barges depend on the requirements of the traffic. The following table will afford an idea of the freights by water and rail from Ant- werp to the undermentioned Rhenish centers: [Per ton of coal] From Antwerp to — By canal (in 50- \^\^l^^ ton loads). j^^^g^_ Cologne Mannheim . Strasburg. 10. 48 to $0. 60 .70 to 1.40 1.20 to 1.65 $1.50 2.85 2.60 Note.— The canal rates vary according to the state of the Rhine. The route taken by these barges starting from Antwerp is down the Maritime Scheldt as far as Hausweert, and thence through the Sudbevelands Canal, SJ miles, to the exit at Wemeldingen; thence down the East Scheldt, and, turn- ing to the rtght, up the Mastgat, along the Hollandsche Diep to Dordrecht and Gorinchem, from which point their course is along the AVaal to the Rhine. 31678— S. Doe. 325, 60-1 26 394 REPORT OF THE INLAND WATERWAYS COMMISSION Lighters also run to Muhlhausen, via the Bruche Canal, but the goods have to be transshipped at Strasburg, as the canal does not permit of the passage of the Rhine barges. This same remark applies to the communication with Heilbronn on the Neckar, transshipment taking place at Mannheim. Works, however, are in progress for the better navigation of the Neckar, which, when completed, may obviate the necessity of transshipment. Another route for the direct transmission of goods by water, between Antwerp and Strasburg, is via the Belgian and French canal systems, but at present this can only be utilized by barges with a carrying capacity of some 250 tons, owing to the small depth of water in the German section of the Marne- Rhine Canal. Transport by this route occupies a much longer time than via the Rhine, although the actual distance is no greater, eight weeks being needed for goods to arrive at Stras- burg, as against fifteen days via the Rhine. This is due to the very numerous locks, the delays caused by the very crowded state of these canals, and the prohibition of navigation by night, which is permitted on the Rhine. Freight charges are about 50 per cent higher by this line. The reasons why this tedious route is made use of for direct transport are, because the state of the Rhine does not always permit of its navi- gation, and because a certain class of goods, such as grain, bought in Antwerp when cheap, but not required for use for some time, can be forwarded in this way, and so escape the expense of warehousing, which would be involved if sent by the Rhine and therefore delivered at its destination before being required by the purchaser. In the autumn of each year a large grain fleet arrives at Antwerp from the Black Sea. Of that portion of the cargoes which is destined for Strasburg and the neighboring centers, some is transshipped into Rhine barges for quick delivery, and some into smaller barges for transport over the Belgian and French canal systems. By this means grain pur- chased at Antwerp when abundant, is delivered by the two routes at the required time. Average freights to Strasburg Route. Per ton of grain (full loads). s. d. Rhine i 6 6 France i 9 6 The route followed by the through barges from Antwei-p to Strasburg, via France, is that offered by the Canal de Jonction de la Meuse a I'Escaut, the Maastricht-Bois- le-Duc and Maastricht-Liege Canals, the River Meuse, the Canal de I'Est, and the Mame-Rhine Canal. The average tonnage of the barges on the Belgian portion of this route is 350 tons, but for direct transport to Strasburg, for the reason previously mentioned, only 250-ton barges can be utilized. RECENT IMPROVEMENT OF WATER HIGHWAYS Some of the most important canals in Belgium have recently been greatly widened and deepened, or are now in process of this improve- ment. Thus canals which formerly permitted a draft of not over 6 feet 10 inches are being increased to 8 feet and are being widened from 32| to 76^ feet. These changes will permit the use of 1,000-ton barges as against 350-ton ones. The Belgian Government has in recent years been spending immense sums on improvements pro- jected to make the waterways just as large as possible, consistent with keeping the system as nearly uniform as may be. It must be understood, in this connection, that the development of a system of canals is sharply limited by the fact that transshipment of goods is extremely expensive. It is generally cheaper to haul goods 100 miles in 300-ton barges than to haul them 50 miles in 1,500-ton barges and then transship for the other half of the journey to barges of 300 tons. Just as the strength of a chain is determined by its weakest link, so is the capacity oi a canal determined by its narrowest WATERWAYS AND RAILWAY TRAFFIC IN" EUROPE 395 and shallowest point. Bearing all these aspects in mind, the Belgian system probably is the most scientificall}^ organized in Europe. The Germans, however, in the last fifteen years have been working on a well-considered scheme designed to introduce the same systematic organization into their waterways system. There are no less than 7 waterway routes which transport traffic between Belgium and France. The most important of these is navi- gable for barges of 350 tons, and is made up of a series of canals and sections of canalized rivers. Another direct route between Antwerp and Paris until recently was adapted only to barges of a 70-ton maximum burden, but recent improvements of the canal between Brussels and Charleroi look to a great increase in the size of barges by this route. It is certainly significant that at a time when there were 7 water routes available between Antwerp and Paris the Belgian Government deemed it worth while to spend over $10,000,000 in thus increasing the capacity of a single one of them. On one of these routes some experiments were made a number of years ago with electric traction, but they did not prove successful. BRINGING THE SEA TO THE CITIES Having thus suggested the importance of the water routes, which connected the metropolis of Belgium with that of France, it may be said that there is a similar intimacy of relationship between the Belgian and Dutch waterway systems. Here again are routes over which vast traffic moves. One of the most important canals is that which connects Ghent, Belgium, and Terneuse, Holland. Ghent is one of the important industrial centers of northern Belgium, but is not a seaport. For many years vessels of considerable size have been brouo;ht up to Ghent from the port of Terneuse by a canal constructed and owned jointly by the Belgian and Netherlands Governments. It was 21 feet deep, 55 feet wide at the bottom, and 182 feet at water level. Under treaty between Belgium and Holland, made several years ago, this very important waterway is being widened and deepened, so that it will have a depth of 28^ feet, and will accommodate practically all cargo boats. Immense locks and anchorages constitute a part of this project. By thus bringing the largest ship up to an interior town two purposes are served. In the first place, Ghent becomes practically a seaport, the new canal doino; for it exactly what the Manchester canal does for Manchester. Belgium gains the advantage of having another seaport town. This is of especial importance, because of the peculiar circumstances of the port of Antwerp. Despite generous expenditures for improve- ment of this port, the traffic there has grown faster than it has been possible to provide accommodations. As a result, there has been for a long time concern lest business should literally swamp the harbor and Belgium suffer by reason of not having a sufficient gateway capacity. The project of bringing the sea to Ghent, by means of a canal large enough to accommodate all kinds of freight shipping, will thus relieve Antwerp and further guarantee Belgium against loss of commerce. Entirely within Belgian territory, there is another canal from Ghent to the sea by way of Bruges and Ostend. This also has recently been greatly enlarged, so that from Ostend, on the North Sea, up to 396 REPORT OF THE INLAND WATERWAYS COMMISSION Bruges, large seagoing vessels may be accommodated. From Bruges inland to Ghent it has likewise been widened to accommodate the largest barges carried on the Rhine. There is a canal under construction from Bruges to Zeebnigge, a little over 6 miles, which enables ocean-going vessels of draft up to 27 feet to go up to Bruges. A great breakwater has been constructed at Zeebrugge to protect the entrance to this canal. This Bruges- Zeebnigge canal is o^^^led by a private compan}^ under close Govern- ment control. DIGGING OUT INLAND HARBORS The business of scooping out huge inland harbors at such points as Bruges and Ghent to accommodate the great ocean-going vessels which these canals bring up to the cities is quite a matter of fact in Belgium. Each increase in the capacity of one of the ship canals involves extension of the inland harbor, so that vessels may be assured ample docking facilities. There seems almost no limit to the willingness of the Belgian cities and Government to spend money on these facilities for a fast-expanding commerce. Americans have come to view with reasonable equanimity the generous appropriations which Congress makes for river and harbor improvements, but if Congress should pass a river and harbor bill which looked to the initiation of a scheme of improvement that was comparable, con- sidering the size and wealth of the two countries, with that on which Belgium has been engaged for many A^ears, it is safe to say that the countrv would gasp when it saw the figures. Yet Belgium finds the investment profitable. Somewhere from $10,000,000 to $15,000, 000 will have been spent when the entire scheme of bringing up great seagoing vessels to Bruges is completed. A feature of the great seaway from Bruges down to Zeebrugge is its illustration of how the railways and canals of Belgium work hand in hand. Along the side of the canal nms a 3-track railroad line, designed to bring up passengers and freight from the seacoast in cases where more prompt transportation is desired than the canal can afford. Even Brussels, which on smj map has the appearance of being an inland city, has had the sea brought to its cloor b}^ a canal. For many years small seagoing vessels have made trips from Brussels, doing coasting trade to all the points touching on the North Sea. Some years ago a project was adopted which looked to the enlarge- ment of the canal from Brussels to Rupel, to 18 feet deep. On this enlarged canal are 4 locks of immense size; and another harbor is being dredged out to accommodate the traffic. This new canal for ocean-woing vessels in turn connects with the big inland ditch from BnisseTs to Charleroi, one of the most important waterwa3^s to Paris, so that transshipment of goods will be made easy and economical. Another inland seaport of no small importance is Louvain, east of Brussels, which is connected with the ocean by the Louvain Canal, navigable for seagoing boats of 500 tons. COMPARISON OF WATER AND RAIL RATES The following comparison shows rates by the waterways before and after the great improvements of recent years, and also rail rates: WATERWAYS AND RAIT.WAY TRAFFIC IN EUROPE 897 Table of freight costs — Coal [Per ton] Antwerp. Do... Do... To— 1 Distance I by canal. By canal. 1888. Cologne Mannlieim Straslnirg (via France). Do I Stmsburg (via Rhine) . , Do I Charleroi Do I Liege Do i Mons Do : Paris Charleroi ; Brussels Do ; Ghent Do ! Nancy Miles. 256 418 504 500 87 98 105 287 45 110 270 $1.59 2.20 .49 .72 1.41 1905. By rail, 1905. o b $0. 54 6 1.08 c2. 10 6 1.44 C.55 C.66 c. 60 cl.68 c. 45 c. 65 el. 20 $1.54 2.88 2.04 2.64 .80 .84 .82 2.77 .71 .72 2.04 a In 10-ton loads. b In 50-ton lots. c In full loads. The international systematization of waterways throughout Bel- gium, Holland, Germany, and France has been hardly less important than the development of international relations by which railroad transportation is governed. Under the workings of the Bernese con- vention of 1890, the railways of nearly all continental Europe are now operated practically as one system. Likewise, by reason of various international arrangements for uniform and continuous development of waterways, the river and canal systems have been linked together in an international network. Because it so graphically suggests this international cooperation in systematizing water routes, the following computation of important direct waterways, in which Belgium, France, Germany, and Holland are all represented, is here inchuled. Table showing chief transit and direct trade routts Name of rotlte. 1. Antwerp to Paris 2. Antwerp to Stras- burg. 3. Antwerp to Stras- bnrg. 4. Antwerp to Co- logne. 5. Antwerp to Rot- terdam. 6. Antwerp to Dun- kirk. 7. Antwerp to Char- leroi. 8. Antwerp to Char- leroi. 9. Dunkirk to Char- leroi. 10. Charleroi to Paris. 11. Charleroi to Stras- burg. fin Belgium, iln France.. f Liege (in Belgium) \France. The Rhine. |....do [Dutch canals: < In Belgium I In Holland /In Belgium Iln France ^Brussels Length. Miles. Maxi- mum draft. Ft. 97H5 200 |j " 170 J 335 :::| jJLiege. fin France.. . \ln Belgium. . Jin Belgium., lln France. .. In Belgium. . In France. . . In Germany . 500j{^ 256i{J 8 f ^ 76i 5 ''4{bl 137| 24i 190| 64 268 67 Maxi- I Ma.xi- mum mum length, beam. Ft. In. 125 111 '384 1 ( 0;}384 y}i6o 129 61 10 1 130 6 119 121 10 124 7 1 111 Ft. In. 16 3 50 3 50 16 3 16 3 6 6 16 3 16 3 Maxi- mum ton- nage. 16 3 16 3 350 350 None. None. 350 150 70 150 300 300 Tolls per ton mile.o .0006212 .001553 . 002485 . 0004973 .0007757 .001553 . 0007757 . 001553 . 0006212 . 001553 .01397 . 001553 . 0004973 . 0007757 . 001553 . 0004973 .0001553 . 0004973 .0004973 Locks. 46 153 o "Tolls " here means the charges imposed for use of the waterways. It does not include charges of the barges for haulage. 6 For steamers. f Also for lifts. 398 REPORT OF THE INLAND WATERWAYS COMMISSION WATERWAYS RELATION TO FOREIGN TRADE The foreg;oing computation presents an idea of the economy in transportation effected by the expansion andimprovement of European waterways. That the business community has been ready and glad to avail itself of these economies is shown by the statistics of the tonnage handled in Belgium by the different classes of transportation facilities. Sixteen years ago, of imports into Belgium, it was calculated by the Government authorities that 49.8 per cent came by sea, 4.3.5 per cent by land and rail, and 6.7 per cent by canal and river. Since that time the proportion received by sea and by rail has been falling off, and the proj)ortion received by canal and river has been steadily increasing until now, on the basis of the latest official reports, it is estimated that about 25 per cent of import traffic is handled by canal and river, the other 75 per cent being approxi- mately equally di\dded between rail and ocean. In export tonnage, the showing for inland waterways is even better. In 1891, 40.5 per cent of exports were handled by sea, 47.8 per cent by rail, and only 11.7 per cent by canal and river. These fio^ures have so far shifted that while it is not possible to give official statistics of the present relative division, it is estimated that about one- tliird of the total export tonnage is now handled by canal and river, and of the other two-thirds, the division considerably favors the rail- roads as against the sea. It appears that the proportion carried by rail has continued most nearly constant, the inland waterways having made their largest gains at the expense of the ocean carriers. This loss of the ocean carriers to the inland waterways, however, is only a proportional loss. As a matter of fact the increase of tonnage handled by the internal waterways represents to a large degree new business, much of it business that would never have existed but for the reduc- tion of rates wliich the development of waterways secured. While the percentage of Belgian commerce handled by sea, both import and export, is now considerably smaller than it was fifteen years ago, the actual tonnage handled by sea is larger than formerly. Similarily, while the rail routes are now credited with a less total percentage of the total traffic than fifteen years ago, their actual tonnage is much larger. In addition to the tabulation already given showing comparative rates by rail and waterways on coal over various routes, there is here included a statement comparing charges on other freight by rail and waterways, between Antwerp and the various places named. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 399 Comparison of rates affreight per ton by railway and canal between the undermentioned places and Antwerp g Flour. Grain. Iron rails, etc. Plate glass. Cotton. Flax. Minerals. Cement. Station. >. >, >. >. >, >, >. >. c^ .on the improvement of the Rhone fi'om Lyons to the ^lediter- ranean, a distance of some 200 miles. Since the general scheme of unifying the waterways was taken up in 1878 the expenditures on the Seine from Paris to Rouen, about 150 miles, have aggregated to date about $150,000 a mile. PRESENT PROGRAMME OF IMPROVEMENTS Four or five years ago the Government set at work on a scheme of further improvement, contemplating the expenditure of nearly $100,000,000 on new canals and river improvement. The Senate cut the immediate programme in half, but it is expected that the whole will ultimately be carried out. Part of the w^ork has been accom- plished, but the large proportion is still under construction. There are to be additional works on the Seine and the Rhone, by which the Rhone, in particular, is to be much further improved, so as to give greater depth. Over $25,000,000 will probably be required in carrying out plans for the Canal du Nord-Est, which will improve the water commu- nication between Dunkirk, the coal fields of the north and the indus- trial section of the east. The Loire River, which empties into the Atlantic about midway of the western coast of France, and by which navigation can be carried far into the interior of the country, is being connected with the Rho'ne by a canal 80 miles long that will cost about $25,000,000. Tliis canal would be of httle value without extensive improvement of na\dgation on the Loire, which constitutes part of the programme. Without these the economical navigation of the river would be impossible farther inland than Orleans. The stream is to be improved, however, both below and above Orleans. When these works are carried out, it will be possible to navigate from the Atlantic, at the mouth of the Loire, through the interior of France to the mouth of the Rhone on the Mediterranean. This route will be a very long one, and must not be confused with the shorter one, to wliich reference has been made above. For a variety of reasons methods of traction on French canals have not improved so much as on the German. Horsepower is more extensively used in France now than in Germany, and on some of the rivers which have difficult currents the towing chain is employed. Nevertheless, the use of steam tugboats has increased rapidly in recent years, and as the capacity of the waterways becomes larger steam is crowding out more primitive means of propulsion. The Seine is the most important waterway in France. From Paris traffic destined for the north, by way of the water routes which serve the northern provinces and connect with the Belgian system, goes through the Seme to make its connection \vith tliis northern sys- tem, while traffic to the west by way of Rouen and Havre likewise uses the Seine. Tonnage on this stream in twenty years nearly tripled, wliile the average rates charged on it fell 20 to 25 per cent. 418 EEPORT OF THE INLAND WATERWAYS COMMISSION By far the most important water traffic in France is in the section from Paris northward. In this region again there is a similarity be- tween France and Germany. The rivers of tlie south of France, for topographical reasons, do not adapt themselves so readily to naviga- tion, and moreover there is no possibility of uniting them with the systems of other countries, to promote international traffic. On the other hand, the waterways of the north of France handle a maximum of import and export business from and to Belgium, Holland, and Germany, as well as to the world overseas through the ports along the English Channel. CANAL TRAFFIC GROWS, AS DOES ALSO RAIL TRAFFIC Since the definite inauguration of the large and systematic scheme of waterway improvements in 1878, the proportion of French traffic handled by the waterways as compared to the railroads has steadily grown. The railways have indeed enjoyed a very great increase in business, but the growth of tonnage on the waterways has been greater in proportion than on the railways. It is beheved by some French authorities than when the gi'eat scheme of improvement on wliich the country is now at work has been completed, the tonnage of the canals and rivers may reach one-third of the total freight move- ment of the Republic. The French policy in iinancing waterway improvements has devel- oped along lines parallel to those wliich mark the latter-day German opinion on this subject. Originally, when the Government took up vigorously thp proposal to better the waterways, it was the intention to make them all toll free. This prevailed for a long time. Likewise, the local governmental authorities were seldom called upon for impor- tant contributions to the expense. But more recently, as the investments in waterways have become larger, and as the voice of protest has been raised from those regions which object to being taxed for waterways built in distant parts, the plan has been favored of di^^dmg the cost between the Government and the cities or departments. In some cases, the plan for doing this has been very similar to that already described in connection with the German waterways, namely, of having the Government find capital and carry out the improvements, on condition that the local govern- mental division guarantee certain maintenance charges and interest. The later policy in France is to exact tolls for use of waterways, particularly canals. This system of charges is not yet fully devel- oped, and there is much protest against it. It is by no means certain WTiether ultimately the scheme of charging tolls will be kept in general effect. In any case, the tolls thus far imposed have generally boon moderate, and proportionate to the number of locks or other works on the routes. COMPETITIVE METHODS OF RAILWAYS Reference having been made to the fact that in periods of unre- strained competition between railroads and waterways the railroads have been able to come out victorious, it is fair to explain that com- petitive methods were often employed by the railroads such as would not be permitted at all in the Ignited States. For instance, the illus- tration may be used of a manufacturer located so that he can divide WATERWAYS AND EAILWAY TKAFFIC IN EUROPE 419 his freight between the rail and water routes. There is another manufacturer m the same hne, whose factory is at some distance from water connection, but who has raihoad switching facihties. The manufacturer who enjoys the double facility divides his business, while the one who has only railroad connection sends and receives his entire tonnage by rail. The railroad manager concludes to com- pel the movement of all the traffic from both factories by rail. Accord- ingly, he proposes to the manufacturer whose business he already monopolizes to give preferential rates to his products, as against those of the manufacturer who is dividing his tonnage. As the railroad can reach all markets, while the waterway can reach only a portion of them the manufacturer who thus has the benefits of preferential rail rates enjoys a great advantage. The result is that the competitor can be forced to give his entire business to the rail route. In inves- tigations of competition between railroads and canals it has been brought out that these exact methods have been frequently em- ployed. One of the means adopted by the railroad administrative author- ities to prevent this sort of thing was the requirement that if a rail- road reduced its rates for the purpose of attracting the tonnage of a particular establishment, then it must make the same reduction as to the business of all other establishments similarly located. In other words, the giving of special preferences for the express purpose of taking traffic from the waterways was forbidden. This regulation alone has had a great influence in saving the water routes from unfair competition by the railroads. A number of years ago the Midi Railway system and the Canal du Midi engaged in a bitter competition for traffic, which resulted in a complete victory for the railroad, to which the canal was finally leased. The result which followed was exactly what has followed in similar circumstances in Great Britain and the United States — the railroad took the business. Later, pressure enough was brought to bear to compel the cancellation of the lease, and the canal was once more in business. Despite the difficulties of navigation of the Rhone, and the neces- sity of increasing the depth and deceasing the current, the cost of moving freight on this stream is very reasonable. The railways competing with this route have been compelled to lower their rates, and indeed for a long period the tendency in practice has been toward reduction of freight tariffs, though at present, as in the United States, the increasing cost of wages and of all kinds of supplies has operated to prevent, for the time being at least, further reduction. But there is no doubt that transportation rates, as a whole, are decidedly lower in France to-day by reason of the development of waterways. This is true notwithstanding that it has been found necessary to protect waterways against the ruinous competition which railroads would have been glad to force upon them. THE PORT OF NANTES The port of Nantes, in its relation to the navigation of the Loire, has afforded a good illustration of the benefits arising from improving inland navigation. Nantes is the seat of an important sugar-refining industry, which twenty-odd years ago was found to be suffering severely because of the need of a waterway for sea-going vessels which 420 KEPORT OF THE INLAND WATERWAYS COMMISSION would enable them to come up from the mouth of the Loke to the city. At first, improvement of the river was undertaken by process of dredging it to a great depth, and then a great canal for ocean- going vessels was undertaken to enable ships drawing up to 19 feet of water to go up to the city. As soon as this canal was opened there was a large increase in the tonnage and a great improvement in general industrial conditions at Nantes. The tonnage of the port greatly increased, and likewise the traffic of the railroads showed an immense improvement. In ten years the water tonnage handled at Nantes was multiplied by tlixee and a half. The city's industry was saved from impending ruin, which would have caused inestimable losses to owners of all classes of property there. The port of Marseilles, one of the most important, if not the most important, in France, some years ago felt the need of a direct inland water connection with the Rhone, whose mouth is about 40 miles west of the city. Accordingly a project was developed for the con- struction of such a waterway, so that barges from the Rhone might pass directly to Marseilles without either entermg the Gulf of Lyons or transshipping overland. An arrangement was made by which the expense of this improvement should be borne jointly by the national government and the city. This illustrates the tendency to adopt the German system of dividing expense between the State and the inter- ested localities. In both Germany and France the impression is that this method is likeh^ to result in a more rapid extension of the water- ways system. The political objections, which were naturally urged against large expenditures by the State for the benefit of limited localities, lose much of their force when the expense is divided in this fashion. There is also, in recent years, a tendency in France to provide, partly by imposition of tolls and partly by exacting financial guaran- ties from interested localities, for the ultimate repa3^ment of the money invested in making these unprovements. In the consideration of any great scheme of improving the water highways of the United States, especially the rivers, it would seem that carefid study ought to be made of this plan of requiring the local- ities to show their interest in the enterprise by substantial financial contributions. At least, it would seem that there is merit in enforc- ing a requirement that cities provide terminal and harbor facilities if the government bears the burden of improving the waterway. THE INLAND WATERWAYS OF AUSTRIA-HUNGARY. During the last half of the last century there was expended on the river improvement and development of Austria, exclusive of Hungary, rather more than $100,000,000. Even this was regarded as practically only marking the beginning of the real modernization of these works. Accordingly in 1901 a scheme of expansion was inau- gurated and provision was made by legislation for the expenditure of about SoO,000,000 on further river improvement and canals. Of this amount, onc-tliird was to be devoted to the rivers — widening, deep- ening, and regulating their currents — and two-thirds to building canals of modern size. After the money was provided there was a long delay, owing to the desire of the Government's engineers care- WATERWAYS AIs'D liAlLWAY TKAi'i'JC JN EUKUPE 421 fully to study the situation and to experiment with the flow of water courses, etc., in order to acquire a large fund of basic information to guide their work. Only recently has the work of actual construction contemplated under this appropriation been seriously inaugurated. This project is regarded as in no way conclusive; the Government designs when this expenditure has been made to place another great sum at the disposal of the department of public works for more work of the same kind. The Hungarian Parliament has been hardly less generous in its pro- vision for waterway improvements. After spending about $40,000,- 000, chiefly on rivers, very little having thus far been devoted to canals, Hungary also is making provision for further development of its system m harmony with the plans of the Austrian division of the dual monarchy. In both these countries the railroads are mainly State owned, and just as in Holland, Germany, France, Belgium, and other countries, it is now the settled and unquestioned policy of the Government to devote something like equal attention to the two par- allel sj^stems of transport. THE DANUBE AND THE MISSISSIPPI COMPARED A great portion of the navigable length of the Danube River is in the Austro-Hmigarian Empire. This is not only one of the world's greatest rivers by reason of its length and volume, but there are few which can compare with it for commercial significance. Latter-day Austrian policy has looked largely to the east and southeast of Europe for development of Austrian commerce, and to the great Danube, which is to southeastern Europe what the Mississippi is to the central valley of North America or the Yangtze to the great plains of south- ern China. If development of the Danube and its great navigable tributaries produces the results for wliich the Austria-Himgary Gov- ernment hopes, tliis waterway system will one day carry the com- merce of industrial Austria not only to the south-of-Europe States of Bulgaria, Roumania, Servia, Turkey, and Greece, but will become the liighway of a world trade that will reach to Russia, Asia ^Minor, and the whole East. Nowhere has the picture of future commercial development been painted in brighter colors than by those Austrian statesmen who believe their great river is not only to be the means of permanently and securely cementing together the elements of the Empire, but is to make the firmly united Austria of the futm*e a workshop, from whence shall go forth a great volume of manufac- tured goods to all the near East. The Danube is 1,800 miles long and is navigable from its mouth in the Black Sea well into the interior of Germany. Beyond this it is connected with the Rliine by a small canal, wliich is to be enlarged to the utmost capacity that water supply and other ph^^sical conditions will permit. A study of the maps of Europe and North America suggests a striking parallel between the relation of the Danube to southern Europe and that of the Mississippi to North America. The Danube has its great navigable tributaries, as the Mississippi has. Each drains an Empire of splendid fertility and resource. The Black Sea, into which the Danube empties, in this comparison corresponds to the 422 KEPORT OF THE INLAND WATERWAYS COMMISSION Gulf of Mexico. On the shores of the Black Sea and accessible to the commerce of the Danube are the ports of a half-dozen countries, gate- ways to unlimited markets. Likewise, the Mississippi and the Gulf constitute the highway and the open door to the trade of Mexico, Central and South America, and the West Indies. Austria's navigable waters aggregate something like 4,000 miles in length, and include, in addition to the Danubian system, a section of the Elbe in Bohemia, about 200 miles long, one part of wliich has not yet been made navigable for steamboats, but wliich is included in the scheme of improvement. The Moldau, a Bohemian tributary to the Elbe, has also been extensively improved in connection with the work on the Elbe. WORKS AT THE " IRON GATES" The most serious obstacle to navigation of the Danube is at Orsova, in the extreme southeastern part of Hungary, just before the stream enters Roumania. The stream here passes through a course of rapids and cataracts, the "Iron Gates" presenting the most serious menace to navigation. The stream passes tlu-ough a remarkable formation of rocks, and the channel is very swift and dangerous. Immense amounts of money have been spent for the control and improvement of the river in tliis section, the works that have been built being among the most remarkable of the kind ever undertaken. Tolls are exacted for the use of the new channel at the iron gates, this being the only place in Austria-Himgary where tolls are levied for the navigation of a river. The improvement made by the Hungarian Government at this point cost nearly $10,000,000. As the navigation of the Danube was guaranteed free to various nations under treaty arrangements it was necessary, before tolls could be charged, to have a treaty stipulation to that effect. Accordingly, in the treaty of Berlin, provision is made for such tolls, designed to pay for the maintenance of the works, and ultimately to amortize the State's investment in them. These tolls as yet amount to much less than the annual interest on the loan plus the cost of maintaining the works. The deficit is made up by the Government of Hungary. In general the Austro-Hungarian policy in river improvements has been to divide the cost between the general government and the cities or districts immediately concerned. Various divisions have been agreed upon in different cases. It will, of course, be understood that the Hungarian Parliament has entire control of these matters in Hungary and the Vienna I-iegislature in Austria proper. In'^ addition to something like $40,000,000 which the Hungarian Government expended in river improvement during the last half of the last century, nearly $70,000,000 has been invested by various river improvenient organizations in lIungar3^ The investment of $10,000,000 at the " Iron Gates" is also in addition to the $40,000,000 already mentioned; so that the total of these investments in Hungary will pass the $100,000,000 mark, and brings up a round total for the dual monarchy of over $200,000,000. This, in turn, while represent- ing a period between forty and fifty years, by no means covers the entire expenditure from which navigation derives benefits; for no inconsiderable amount of work was done prior to the middle of the last century. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 423 DEVELOPMENT OF TRAFFIC As a result of the modernization of works the increase of waterway tonnage that was to be expected has been taking pkice. In twenty years the water tonnage of Hungary has approximately doubled, and in Austria the increase has been in even larger proportion. Thus in the five years endino; with 1890 the Danube Steamship Navigation Company, the most important on the Austrian section of the river, handled 1,203,000 tons of trallic, while in the single year 1900, after improvements had been made, it handled 1,503,000 tons; in other words, the tonnage for a single year was much larger than for five years at the earlier period. Since 1900 it has been steadily increasing, and is now probably 2,000,000 tons annually. These figures are fairly illustrative of the development of this traffic in Austria. The golden age of water commerce in Austria-Hungary, however, is still in the future. Splendid projects of commercial development, based on the idea of extending Austrian trade into all the Near East, with the Danube as its chief artery, are in contemplation; and as waterways are further improved the growth of business constantly justifies the expenditure. THE WATERWAYS OF HOLLAND Of all European countries Holland alone presents a situation in which the railroads have required to be protected against the compe- tition of canals in order that they might continue in business. Hol- land thus reverses the rule which applies to other countries. There are two or three reasons for the great advantage the water- ways have always enjoyed in Holland. In the first place, railroad development was remarkably slow in Holland, because for many years after other countries had engaged extensively in railroad construc- tion Holland was not impressed with the necessity for adopting the new method of transport. The Dutch waterway system was exten- sive, reached to a very large part of the flat country's area, and was cheap. Thus railroads, during the earlier period when railroads were short local lines, found competition severe and were far from profit- able. This experience discouraged capital from ambitious essays in railroading. But Holland at last found that it could not rely on waterways alone because international commercial relations were too important, and its waterways could not keep it in commercial touch with Germany, Belgium, France, and the rest of Europe. Other countries had devoted their energies to railroads, and the great international waterway scheme which is now so important in western and northwestern Europe was only rudimentary. In order to get into touch with its neighbors Hollanfl was forced to undertake railroad builcHng, and as private capital was too wary the Government constructed the new roads. RAILROADS RENEWED PROSPERITY The commercial development and expansion following the State's enterprise in railroad building have justified the policy. Before the new railroads were opened some sections of Holland wliich had once been industrially important had become almost dormant by 424 KEPORT OF THE INLAND WATERWAYS COMMISSION reason of their isolation. The Dutch Government built railroads not with the expectation that they would be profitable as investments, but because they were seen to be absolutely necessary to save the country from industrial decadence. They have served this purpose, but they have never been profitable. The policy was to construct the road- wa3^s with money raised by the pledge of the State's credit, and to lease these to private companies for operation. The private con- cerns in the main provided equipment, but did not guarantee the fixed charges on the Government's investment. If they had been required to do this, they would soon have become bankrupt, for the development of international traffic was slow and the railroads found themselves unable to take from the canals anj great proportion of the tonnage, Holland was thus the only country in wliich the State provided both rail and water highways substantially free of capital charge. In the main the waterways were toll free. The only charge for their use was that of the boats and barges. The railroads' situation was quite similar, because the Government was compelled for many years to pa}^ most of the interest on their capital debts. For a long time, and until very recent years, the private companies' payments to the Government never exceeded 1 per cent on the capital debt. The important consideration from the Dutch point of view is not the measure of profit the State has been able to extract from this investment in railroads, but the revival of Dutch commerce and industry. In France and Germany waterway systems were devel- oped at State expense to supplement the railroads; in Holland rail- roads were constructed by the State, and owned at a loss, to supple- ment the waterways. In each case the policy has been so well vindi- cated by results that it seems fair to say that no country's waterway system can be so good as to justify neglect of railways, and no railway system can be so perfect as to justify letting the waterways fall into (hsuse. It is not the purpose here to present a detailed discussion of the Dutch waterways, because it would add little to the impression that may be gained from what has been said about those of Belgium. In Holland, as in Belgium, the rivers have been the basis. Canals have been built to connect the rivers one with another, to connect them with seaports, and to bring the sea up to the important cities. " TROUBLES OF DUTCH RAILWAYS Transportation by canal having been nearly universal in Holland, and a canal system having been developed before anything like a rail- road network was built, the railroads found themselves, when at last they were ready seriously to compete for traffic, at a great dis- advantage r?garding local business. Even with the advantage of having no capital charge, railroads were unable to meet the water rates, and for years passenger traffic was the larger reliance of the rail routes for revenues. Then by reason of connection of the Dutch with the German railwaj^s the through business began to he important and productive. Encouraged by this increase in long-distance busi- ness, the railroads next entered serioush^ the field of competition for local freight, and in recent times have secured a fair showing. To do WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 425 tliis tliey have been compelled to make very low rates. The advan- tage is still with the water routes and probably will remain there. But in other ways Holland's experience repeats that of other countries where rail and water liighways have been constructed side by side. The gain of the railways in freight tonnage has not been the loss of the waterways an}" more than the gain of the waterways in other countries has been the loss of the railways. Here again the rule has been demonstrated that commerce grows as better and cheaper transportation is provided to encourage it. The waterways probably have profited more extensively even than the railways by the immense increase of business in the last quarter century. With the development of the upper reaches of the Rliine and other German waterwaj^s, Dutch water traffic has grown fast and has come to com- pete vigorousl}^ with the long-distance international freight move- ment, which at one time it was supposed could be handled only by the railroads. Deeper and better waterways have brought larger barges, and hardly less important than this, improvements in motive power. The general introduction of steam towage and gasoline motor barges has kept the balance well preserved between the two systems wliile retaining the advantage on the side of the v>^ater routes. It is impossible in the time and space at command to give a detailed statement of the expenditures on the Dutch waterway system. An estimate of $125,000,000 for the last forty years is probably on the side of moderation. This figure makes no pretense of covering expenditures of landowners in obtaining small naA^gable ditches through their own lands, or of many local governmental divisions. It does include the expenditures on about 1,000 miles of rivers and canals, including the Amsterdam sliip canal, the work for preven- tion of floods at the junction of the jSIaas and Waal rivers, the Merwede Canal and other large works, which have absorbed large sums. RAIL AND WATER RATES A recent comparison of rates by rail and water on freight moving over what in Holland are long routes, gives the following figures: Rates by water and rail Distance. Rate WATER. Ore, Rotterdam to Ruhrort Coal: Ruhrort to Amsterdam Ruhrort to Rotterdam Amsterdam to Arnheim Amsterdam to Utrecht Gram: Rotterdam to Ruhrort Amsterdam to Wormervoer Amsterdam to Groningen RAIL. Coal, Essen to Amsterdam Ore, Amsterdam to Essen Miles. 156 156 156 75 25 156 19 107 126 126 Per ton. SO. 30 .36 .36 .36 .24 .36 .24 .50 1.10 1.20 31673— S. Doc. 325, 60-1- -28 426 EEPOKT OF THE INLAND WATERWAYS COMMISSION THE BRITISH WATERWAYS— A CONTRAST Great Britain is chiefly of interest in a study of waterways because of the sharp contrast it presents to conditions on the Continent. British waterways have been neglected or have fallen into subordina- tion to the railways. Some reasons for inferiority of British waterways have aheady been suggested. English industrial cities are located, to a great extent, on or near the ocean, and neither railroads nor waterways can compete with ocean traffic. The British railways do indeed attempt this competition, even carrying great amounts of coal from northern England to London. But there is a strong and probably increas- ing impression among the traders that the railroads make no profit out of this traffic, and that perhaps if they had attempted to handle less of it then financial condition to-day would have been better than the record of decreasing net earnings shows it to be. In order to handle this traffic it has been necessary for the railroads to build more tracks and supply themselves with more and more cars. Even when these facilities are provided, they must still handle the business, except to noncompetitive points, at rates which will meet those of the ocean carriers. Before the era of railroads, canals in Great Britam were highly profitable, and there was an era of animated speculation m their shares. The Duke of Bridgewater's Canal, fi'om Worsley's to Man- chester and Liverpool, was the fu"st important artificial waterway opened in England, having accepted its fii'st traffic in 1759. It was successful from the very beginning, and initiated the era of canal speculation, which was not confined by any means to the United Kingdom, but which spread to the Continent, and for a long time was quite as animated as railroad speculations became in America about a century later. Some canal companies sustained heavy losses, others made magnificent profits. The Duke of Bridgewater's Canal is credited with laying the foundations of the industrial greatness of Manchester, which in later years, with the revolution of transporta- tion methods, was compelled, at immense expense, to construct a canal connecting with the Mersey, so that gi-eat seagoing ships could come up to the city. EAELY BRITISH CANAL ERA What the Duke of Bridgewater's Canal did for Manchester the Aire and Calder Canal did for Leeds. Bu-mingham likewise secured con- nection by canal with Liverpool and the sea and reaped similar benefits. In this earlier canal era of Britain, not only were all kinds of fi-eight handled by water, but the passenger traffic on many routes became highly profitable. As soon as the railroads came in, the passenger traffic was immediately lost to canals, and presently the freight ton- nage began to go the same way. The popular craze for railroad investment made it impossible to get money to improve the water- ways. Further than this, stockholders in canal companies, which had been highly profitable before the advent of the railroads, showed exceedingly poor business judgment. They refused to reduce their rates to meet the competition of the railroads, apparently preferring WATEKWAYS AND RAILWAY TRAFFIC IN EUROPE 427 to do no business and earn no dividends rather than to lower charges to produce more modest returns. Finally the railroads by various devices secured control of a large proportion of the canal mileage, and have pretty systematically taken the business away fi'om the canals. In the extensive investigation which the British Royal Commission on Canals and Waterways has recently conducted, it has been repeat- edly developed that one reason why the British waterways system is a failure is to be found in the fact that it is not a system at all. Whereas in Germany, France, and other countries effort has been constantly made and great expenditures has been incurred in order to secure the greatest possible approximation to uniformity, to accommodate the largest craft, and to extend the system in the most advantageous fashion, in Great Britain there has been practically no such effort. INFERIORITY OF ENGLISH CANALS Thus it was brought out before the commission that between Lon- don and Liverpool, a route which might be expected to present mag- nificent opportunities for business if a good water course were pro- vided, there were 4 different gauges in the canal, the section of smallest gauge accommodating boats no larger than 30 tons, while the largest craft that could bo taken were only 80 tons. Comparing these with the 300, 500, 1,000 and even 2,000 ton barges, of which long strmgs are handled by towing steamers on continental waterways, the reason for the inability of English canals to compete with the railroads is made quite apparent. The British traders all assured the commission that in their opinion nothing like system could ever be produced until some method of governmental control were used, and until the canals were taken fi'om the raihoads and made distinctly a public utility. In this connection it must not be understood that the entire mile- age of British canals has fallen into railway ownership. On the other hand the figures show that internal navigations in the United King- dom aggregate 3,901 miles, of which only 1,138 miles are owned by the railways. But the ''mileage not owned by the railways, includes of course much of the mileage of the navigable rivers." Taking out this mileage of rivers and basing the comparison on canals only, the railways appear decidedly to control the situation. POWERS OF THE BOARD OF TRADE The British railway legislation applies equally to railwaj^s and canals and gives the board of trade certain powers over the construction, physical operation, rates and traffic arrangements of both. The rail- way and canal traffic act of 1888 established the present railway and canal commission. Its powers apply to railways and canals alike. It provided that revised schedules of maximum tolls, rates and charges, must be submitted to the board of trade. It was under this provision that the board of trade prepared the maximum schedule of freight rates enacted afterwards by Parliament and known as the provisional orders acts. Under this authority the board provided maximum rates not only for the railroads of Great Britain but for 149 canals. 428 EEPORT OF THE INLAND WATERWAYS COMMISSION The board of trade is empowered to require reports from canal com- panies, showing the capacity of the canal for traffic, the capital, rev- enue, expenditure, etc., and to make inspections of canals alleged to be in bad condition. An important provision prohibits under heavy penalties the use of a railway company's funds for the purchase of a canal or an interest therein without express statutory authority. The board of trade is empowered to authorize the abandonment of derelict or useless canals, and to release the owners from liability to maintain the same; and the board is also authorized to give its permission to the transfer of a canal to some body established to manage it, or to some local author- ity. But such authorization must be confirmed by Parliament. There is only one case in which the board has authorized the aban- donment of a derelict canal. This was the Thames and Severn, which having lost its traffic was taken over by a corporation in which various neighbormg navigations were interested, as well as local governmental authorities. This trust soon found itself unable to carry the burden, and application was made to the board of trade to abandon it, which was granted and afterwards confirmed by Parliament. CONTROL OF CANALS BY RAILWAYS It was repeatedly brought out in the testimony taken by the royal commission that agreements have been made between railroads and independent canal companies, by which the canals bound themselves not to charge less than a fixed percentage of the rail rates. The testi- mony also indicated that the canals were practically compelled to agree to these terms in many cases because if they refused the rail- roads would force upon them a competition that finally would take away all their traffic. But it was the testimony of many canal man- agers that when they could make reasonable terms with the railroads they were able to handle a large traffic at a profit. There was much testimony as to the large quantity of coal handled by canals in differ- ent parts of England, and it was shown that some of them have succeeded in keeping, despite the competition of the railroads, a heavy volume of this business. As to coal and other bulky trafti'c it was repeatedly explained that the greatest difficulty the canals experience is in securing a load for the trip ])ack toward the collieries. When there is reasonable guaranty of back loading, coal canals have generally been able to take care of themselves. It was frequently charged by business men before the commission that the railway companies seemed, as soon as they_ came into control of a canal, to prefer to operate the canal at a loss in order that they might divert the traffic to the railway. Thus in the case of the North Staffordshire Railway, which controlled a canal of some importance, it was pointed out that the railroad company's report to the board of trade indicated that the railway was losing $150,000 a year by reason of its control of the canal. This was one of sundry instances in which a railroad had taken control of a canal under guarantee to pay a fixed interest on the canal company's capital. It appeared in this and like instances that the railroad year by year made up from its own revenue a deficit of the canal, and yet never seemed to attempt to improve conditions on the canal so that it could earn its own w^ay, apparently preferring to do the business by rail and pay the deficit. WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 429 Mr. H. W. Empson, representing the York Chamber of Commerce, said in this connection: My experience is that at the present time a determined effort is being made by our railroad companies to strangle the water traffic with a view to getting the transit arrangements in their own hands, and so by destroying competition to enable them to charge higher rates and thus handicap our manufacturers in their endeavor to compete with foreign rivals. This has been especially noticeable since the railroads acquired steamers for the continental traffic. I have had several consignments from the Continent ordered to be transshipped into steamers at Hull which have fallen into the hands of railroad companies. In fact traffic intended to come by water is being constantly diverted to the railway at Hidl and Goole. I might further venture to give another illustration. I remember many years ago we had a steamer daily carry- ing goods between Hull and York at rates considerably below the railway. Owing to difficulties at certain times in the navigation, this was discontinued, when imme- diately the railway rates were increased 25 to 30 per cent. RAIL RATES HIGHER THAN WATER RATES Mr. Empson, in answer to an inquiry as to whether lie could give any comparison of competitive rates between water and rail showing that the water rate effected a saving over rail rates, prepared a sched- ule givmg competitive rates under which the waterway effects a saving in some cases of 50 per cent, as against railroad rates, between York and London, Selby and Hull, York and Hull. The schedule follows: Effect of water competition on railway rates between York and London, Selby and Hull, and Yoi'k and Hull [Extract from Mr. Empson's proof of evidence: " By the annexed schedule of competitive rates you will see that the waterway effects a saving in some cases of 50 per cent over railway rates, as between York and London, Selby and Hull, York and IIull."] RATES SCHEDULE Fertilizers: Hull to York Newcastle or Tynemouth to York Leeds to York London to York Grain, Selby to Hull Cocoa, London to York Sugar, London to York Treacle, London to York Rice, London to York Grain, Hull to York Timber, Hull to York ;ar: Hull to York York to Scarborough (same distance as Hull to York). Water. 2s. 9d. to 3s. per ton 6s. 9d. to 8s. per ton 3s. 9d. to 4s. per ton 7s. 2d. to 7s. Sd. ; 6d. extra under 50 tons. Is. lOd. per ton 18s. 4d. per ton 18s. 4d. per ton; if free on wharf, 15s. lOd. 15s. lOd. free on wharf 18s. 4d. per ton Is. to 2s. per ton by barge loads (average cost Is. 9d. per ton) . 3s. 6d. per ton 8s. per ton; 5s. 6d. per ton in 50-ton lots. 13s. 9d. per ton Railway. 4 tons, 5s. lOd.; 7 tons, 5s. 7s. Ud. per ton in 5-ton loads or over. 5s. per ton in 5-ton lots. 15s. per ton in 4-ton lots or over. 3s. 9d. per ton. 27s. 6d. per ton. 24s. Id. per ton. 20s. per ton. 24s. 2d. per ton. 5s. lOd. per ton in 4-ton lots; 5s. per ton in 10- ton lots. 5s. lOd. per ton. 9s. 2d. per ton; 7s. 6d. per ton in 50-ton lots. It was the conviction of many witnesses that on the conservancy boards which manage the navig;ation and improvements of many British rivers and harbors, the railways are very frequently altogether too strongly represented. It was charged that even on such impor- tant rivers as the Clyde, Tyne, and Tees, the railroad interests had become so influential that almost no progress had been made for 430 REPORT OF THE INLAND WATERWAYS COMMISSION many years. This criticism related to a period when these rivers were under a species of municipal control, and it seems to be decid- edly the opinion that the railroads or related interests in municipal politics had prevented improvements. Later these particular streams were placed under the conservancies and conditions improved. The testimony seemed to indicate the opinion among traders, how- ever, that the railroads were liable to make themselves influential to the detriment of waterway interests, no matter what kind of admin- istration was in charge of the waterways, if they could thereby improve the traffic of the roads. WATERWAYS MUST BE EMANCIPATED AND PROTECTED Mr. Lanclot Foster, an alderman of the city of York and at one time lord mayor, told the commission that it was necessary to free the waterways from railway control and to prevent the railways from carrying goods at especially low rates to points served by water with the express purpose of liilling navigation and then diverting the traffic to the rails. He said : The railway companies with their extensive ramification of lines and heavy traffic carried can quote a low rate for places served by navigation without any serious loss, owing to the opportunities of recouping themselves in the case of rates to places not so served. Such a course means the ruin of the navigation. When the low rate has served its turn the railway companies .then raise their rates to paying figures. Mr. Foster cited the case of the Northeastern Railways' control of the navigation of the Derwent River. The navigation was purchased by the company in 1865 at a cost of £40,000. Thereafter the tolls and dues were enormously increased. Mr. Foster said: In evidence given at a board of trade inquiry in 1893, the president of the Malton Traders' Association, stated that when the Northeastern Company got control of the navigation, the tolls on coal fi'om Derwent Mouth to Malton (a distance of 40 miles) were raised from 4d. to lOd. per ton, then again to Is. 6d. and eventually to 2s. 6d. per ton. Not satisfied with this it was proposed to fmther increase the rate from 2s. 8d. to about 3s. 8d., and I may say that the dues on coal in the Ouse River for a longer distance are 2d. per ton. There is a canal in connection with the Derwent — that is, the Pocklington Canal — which is now absolutely derelict; that is, as far as Canal Head; according to the railway company's schedule of tolls published in 1863, one of which I have in my possession, and of which I do not know whether there is another extant, because I know when anybody had one the railway company borrowed it, and never returned it, and I believe the one I have is practically the only one extant, that shows in 1863 the rates for coal cinders and slack were 3s. per ton to Canal Head, a distance of 22 miles. We sent coke from York to Hull regularly and the tolls are only 2d. per ton for the whole distance of 60 miles. That shows the difference between waterway and railway management. In the face of these proposals and the fiu-ther increase of dues, a Derwent navigation committee of riparian owners and agi'icul- turists, Lord Londesborough and several other important land owners protested, and 80 strong was the opposition that the objectionable clauses were ultimately with- drawn. As an agriculturist trader on the river over a long period, perhaps for 30 years, I can speak from personal experience of how the trade has been handicapped by the exceptionally high tolls charged on the River Derwent. Old residents in the district can remember the time when over 40 vessels traded to Malton with coal and other goods, bringing back timber, etc. Now the traffic is practically extinct. SAMPLE RESULTS OF RAILWAY CONTROL Mr. Foster also outlined the history of the Ripon and Borough- bridge Canal, on the River lire, which is also a tributary of the Ouse. This canal is owned by the Northeastern Railway, having been bought in 1847 at a cost of £34,577. In 1869 twenty vessels were engaged WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 431 in coal trade on the canal. In 1894 the company sought parliamen- tary authority to sell their interest in the canal, but a deputation of business interests and neii^hboring navigations protested so strongly that the company withdrew the request for such permission, and sub- sequently offered to give the canaf to the city or York provided the city would underwrite the obhgation attacliing to it. This was declined owing to the state of the canal and the entire absence of traffic. Mr. Foster said the canal is now absolutely derelict and it is impossible for boats to travel upon it. The traffic has been diverted to the Northeastern Railway. The canal's length is only about 9 miles, and the railway's charge for hauhng coal is 9M. per ton. Prior to the passing of the railway and canals act, the coal was Is. 11 id. per ton, wliile on the Aire and Calder Canal, an independent waterway, the charge is lOd. per ton for 23 or 24 miles with locks; and on the Linton Lock Navigation of 8§ miles it is only A^d. per ton, the Linton being another canal independent of railwaj^ control; and finally, Mr. Foster said that on the Ouse the charge for the entire length, wliich is much greater, is only 2d. per ton. These cases are only typical of a great number which were eluci- dated in the testimony before the Commission. The industrial witnesses insisted that one reason why the canal traffic had fallen off was that the railroads were not compelled to make joint rates and establish through routes in connection with canals. Reference was constantly made to the contrast which con- tinental conditions presented in tliis regard. Mr. Empson cited a case in German experience vnih which he was famihar. He said: A manufacturer at Freiberg, a town about 20 miles from Frankfort, told me lie got his coal from Ruhrort on the Rhine by water to Frankfort, whence it was transshipped to the railway, thus saving some 6d. per ton over the through railway rates. I think it very important that some arrangements be made for compelling railway companies to give facilities for the interchange of traffic with inland waterways. You have already had evidence from several witnesses in Belgium and Germany that this inter- change is effected to the advantage of manufactm-ers and the reduction of rates. WATER ROUTES HELP RAILWAYS Mr. Empson in the course of his testimony, emphasized the fact that in Germany's experience a great increase of railway traffic had invariably followed the improvement in water facilities. His con- clusion from all the evidence he had been able to adduce was that far from injuring the business of the railroads, improvement and exten- sion of waterways had invariably proved beneficial to the railroad because it had been the means of originating a vast volume of new traffic. In this connection he quoted a well-known engineer of Frankfort, Mr. Lindley, thus: Mr. Lindley states that the traffic on the river Main before the improvement works were earned out was 10,000 tons per annxmi, and the traffic in 1887. the first year after the improvements were carried out, was 495,000 tons, and in 1905 it had risen to 2,550,000 tons, and the reduction in freight on coal from the Ruhr district was 2s. per ton, and for other goods from the Rhine district Ss. per ton. The dues levied vary from l|d. to 3d. per ton. The largest boats have a loading capacity of 1,500 tons drawing 8 feet of water. I might further add that as a result of this improvement there has been a very great increase in the railway traffic. It is frequently said that the improved facilities for water communications have an injurious effect on the traffic of the railways, but this is an illustration to the contrary, and you will be aware of probably one or two others. There is a similar case where the result of river improve- ment has been to increase the railway traffic, the one recorded in connection with the improvement of the river going up to the town of Nantes. 432 REPORT OF THE INLAND WATERWAYS COMMISSION Mr. Empson cited the rates on timber from Hull to Selby, where there is water competition with the railroads. Here the rate is 2s. lOd. per ton, a distance of 30 miles, compared with which he quoted 7s. 6d. as the rate on timber from Howden to Selby, a distance of 10 miles, but over a route by which there is no water competition. He ascribed the difference entirely to the fact that one route had water competition and the other had not. He pointed out further that sugar is handled by rail from Hull to York at 9s. 2d. per ton, and from Harrogate and Malton to York at exactly the same rate. Yet the distance from Hull to York is twice the distance from Harrogate and Malton. The lower proportional rate from Hull he ascribed entirely to the fact that there is a water route from Hull, whereas there is none from Harrogate and Malton. York's experience as an illustration Mr. J. D. Morrell, director of a large industrial enterprise at York, presented the following statement : In considering the question of the value of the Ouse navigation to us, I would like to point out the gain we had in the competition between the railway and the water car- riers. In a place like York, where the railway company had a monopoly, without the river we should be absolutely at their mercy. To illustrate this I give a comparison of railroad rates lietween York and towns to which there is effective water competition, and towns to which there is no effective water competition. The comparison is between the ratio that the rates to those towns bear to the maximum charges that the railway company might charge. I give examples of rates to nine towns, divided into three groups: 1. Railway rates from York to ports to which there is effective water competition — Goole, Hull, London. 2. Railway rates from York to ports to which there is not effective water competi- tion — Bristol, Liverpool, Southampton. 3. Railway rates from York to inland towns to which there is not effective water com- petition — Leeds, Sheffield, Birmingham. The rates given are for * * * sugar, glucose, cocoa, gum, almonds. The average of the five rates to these towns is summarized below, the figures being the ratio that the rates to the different towns bear to the maximum rate that the rail- way companies might charge to these towns. I. Percent.! II. Per cent. III. Per cent. Goole 811 7U78 82j Bristol 901 ion97 lOlJ Leeds 92 Hull Sheffield 99V99-100 London Southampton Birmingham 107 Commenting on this table and the showing which it makes of rates to places which do, and those which do not, enjoy the benefit of water competition, Mr. Morrell said: It will be seen from these examples that where there is no effective competition the railway companies are practically charging up to the hilt. THE WATERWAY TRUST PROPOSALS Various proposals were submitted to the commission presenting as man^' ideas how the waterway situation in Great Britain should be improved. There was general agreement that the canals should be divorced from the railways, but wide disagreement as to what should be done with them afterwards. Some witnesses were of the opinion that local "trusts" — that is, organizations of mimicipal and county WATERWAYS AND RAILWAY TRAFFIC IN EUROPE 433 authorities, perhaps also including commercial bodies — should be given control and supervision of the waterways in their various dis- tricts, and that these "trusts" should be given parliamentary char- ters authorizing them to exercise the necessary powers of managing and constructing waterways, and also of issuing securities to raise money. Developments of this idea included the suggestion of dividing the United Kingdom into geographical divisions, based on topographical conditions, each division to have its waterways placed in charge of a trust on which the various local authorities should be represented. Thus Mr. Arthur Lee, representing the Association of the Chambers of Commerce, submitted a scheme for a system of main national canals divided into 6 trusts. He called them the Midland Trust, the Northeastern • Trust, the Northw^estern Trust, the Southwestern Trust, the Southeastern Trust, and the Northern Trust. As illus- trating his proposed scheme of administration, he proposed to turn over to the Northern Trust the Aire and Calder Canal, the Leeds and Liverpool Canal, the Calder and Hebble Navigation, the Rochdale, Bolton and Bury Navigations. In this Northern Trust he would give representation to the local authorities of the counties of Lancashire and Yorkshire, and the towns of Liverpool, ]\lanchester, Salford, Wigan, Chorley, Blackburn, Burnley, Bradford, Leeds, Goole, Wake- field, Barnsley, Dewsbury, Halifax, Rochdale, Bolton and Bury. In the Southeastern Trust Mr. Lee proposed to place the Grand Junction Regent's, Warwick, and Napton, Warwick and Birming- ham, Stratford from Kingswood to King's Norton, Coventry, Ashby- de-la-Zouche Canals, the Leicester Navigation, and the Loughbor- ough Navigation. In this trust he would have represented the local authorities of the counties of Middlesex, Hertford, Bucks, North- ampton, Warwick, and Leicester, and the towns of London, Buck- ingham, Northampton, Coventry, Warwick, Leicester, and Lough- borough. Other proposals looked to the establishment of 4 instead of 6 of these district trusts, and still others had in mind that the onl}^ satis- factory scheme of administration w^as to have the Government directly take over the canals and navigations and operate them on its own account. Varying estimates were made of the expense to the state of such a project, £20,000,000 probably representing a fair average. RAILWAYS AND THE MANCHESTER CANAL The attitude of the British railways toward internal water traffic is shown in an especially unfavorable light by the history of the Man- chester Ship Canal. This canal is now in successful operation, and connects the great manufacturmg center of Manchester with the waters of the Mersey River. It is 35 miles long and can be navigated by vessels drawing 26 feet of water. It is 300 feet wide at the water level and 100 feet wide at the bottom. Although the Manchester Canal is regarded in Great Britain and the United States as the most striking project ever executed for bringing the ocean up to an inland city, it is hardly more remarkable than a number of similar projects which, in Holland, Belgium, Germany, and France, have attracted comparatively little notice, because waterway development was so much a matter of course in those countries. The Manchester Canal 434 REPORT OP THE INLAND WATERWAYS COMMISSION has guaranteed the commercial prosperity of Manchester, and it would require some ingenuity to make a satisfactory argument that it has injured either the shipping business of Liverpool or the interests of the railroads. Yet the British railroads so vigorously opposed the construction of this canal that it took five years or the most determined effort to secure fi'om Parliament a charter for the work. Under this charter the city of Manchester was to find the capital for the enterprise. The na- tional Government had no real concern with the project, except as the efforts of railroad lobbyists attempted to make it appear that there were many reasons why such a canal could not possibly be a success. After it was opened various elements, of which the attitude of the railroads was an important one, made it doubtful for a long time whether the canal would succeed. But latterly the tomiage has rapidly increased and it has begun to pay interest on its capital debt. A comparison of this seemingly unenlightened policy of the British railroads with the more liberal one of the railroad administrations in European countries seems worth while. Whereas in the Manchester instance the Government was urged to prevent a great city providing itself with a very necessary utility, in continental countries the gen- eral Governments not only permit cities thus to provide themselves with facilities, but to go so far as to loan the State's credit to the extent of a large part or even all the cost of such an improvement. HIGH RATES OF ENGLISH RAILWAYS English railways are the most highly capitalized in the world, but it is not fah to attribute all the blame for this condition to their managers and corporate policies. The landowners of England from the beginning systematically "held up" railroad corporations for the largest possible prices for lands necessary for right of way and terminals. Because the landowners were a ^reat power in Parlia- ment and were willing to stand together in this matter, the railroads were systematically compelled to pay fancy prices. But whatever may have been the cause, the fact remains that internal transporta- tion in England has become so expensive as to impose a heavy burden on British commerce. A computation made to illustrate this con- dition reached the conclusion that from an interior point 40 miles from the ocean it cost 22s. 6d. to ship a ton of fi-eight to India, and that of this 12s. 6d. is absorbed by the railroad company for the 40-mile haul to the seacoast. In other words, it cost the shipper about 125 times as much to move a ton a mile by land as by water. Comparing this again with the situation in Germany, it is found that on export business the German railways and interior waterways haul business at almost ridiculously low rates from distant interior points to the seacoast, allowing the lion's share of the total through rate to go to the steamship company, and that, even then, the German through rate is so much lower in many cases than the English that Englishmen find it constantly more and more difficult to compete in foreign trade with Germany. WATERWAYS AND RAILWAY TEAFFIC IN EUROPE 435 ERIE CAXAL AS AN ARGUMENT IN ENGLAND Against this insistent demand of English traders for better water- ways a variety of arguments are presented. One is that few British rivers are large enough to be usefid, even when improved to the utmost. Another is that it would be impossible to connect the British streams by a network of canals, as has been done on the Continent, because there is not a large enough water supply in Britain and the country is too rough. Finally, the history of the Erie Canal in New York has been iterated and reiterated as evidence that water- ways really can not compete on anythmg like equal terms with rail- roads. The present-day attitude of progressive and candid communities toward waterways is that, while a small, inadequate, and antiquated waterway may not be able to compete with a great, modern, 4-track railroad, a modern canal handling 1,000-ton barges with steam power is very likely to prove itself an exceedingly important factor in making rates and moving traffic. The British Royal Commission has not formulated its conclusion or recommendations up to this time. Conjecture as to what they may be is useless. It is certain that because of the parallel between con- ditions in the United States and Great Britain, the experience of the reconstructed Erie Canal will be studied with immense mterest in Great Britain. That canal has been so many times cited as proof of the antiwaterways view that if, when rebuilt, it is able to justify the great expenditure it will have demolished a most potent argument of the British railroads. WATERWAY MOVEMENT GAINS GROUND Because there is no system of internal waterways in Great Britain worthy of the name, attempt at description of the routes would be hardly worth while. There is reason for saying that the waterways investigation by the royal commission has developed facts concern- ing the relations of railroads and waterways, and concerning the com- parative cost of transportation by rail in Britain and other countries, which have strengthened the movement for nationalization of rail- roads in the United Kmgdom. Within a few months Lord Brassey, who enjoj^s large repute in England as a thoughtful student of eco- nomic problems, has come out with the flat declaration that, after opposing it for many years, he is convinced that nationalization of railroads is the only plan which promises a solution of the increasingly difficult internal transportation problem. 11. EFFECTS OF THE PURITY OF INDUSTRIAL WATER SUPPLIES ON THEIR USE By R. B. Dole United States Geological Survey In former years, water was water for the practical man if it would flow tlirough a pipe in sufficient amount. But, more and more, has he been obliged to modify his views, previously Hmited only by the quantity of available water, by considering that part of his pro- duction cost due to the use of water unsuitable in quality for his par- ticular manufacturing process. In the adoption of water for domes- tic suppljj, one of the most important of the features that affect its value is its potability, which is determined primarily by its free- dom from dangerous, ill-smelling or bad-tasting organisms. In the application of water to industrial use, however, biologic features are in the majority of cases rather secondary in importance, and the suitability of the supply is determined by the amount of mineral matter dissolved or suspended in it. Tliis is especially true when waters are used for boiler supply, for papermaking, and for similar purposes. In some industries, such as starch making, bre\ving, dis- tilHng, and ice manufacturing, the hygienic quaUty of the water supply must be considered as well as its physical and chemical char- acteristics. All natural waters contain more or less foreign matter, and this relative degree of purity is dependent on the locality from wliich they come. It therefore becomes important to study the peculiar composition of different waters and their adaptability to various industrial processes. The following list gives the names of the substances that, dissolved or suspended in water, have to be considered when a supply is utilized for manufacturing purposes : I. — rSuspended matter: (a) Vegetable: Leaves, sawdust, sticks, etc. (b) Mineral: Sand, clay, etc. II. — Dissolved matter: (a) Vegetable: Resin, gums, tannins, etc., extracted from vegetable mat- ter and seldom differentiated. Usually determined as ''organic matter" and "color." (6) Mineral: This is the part of greatest importance, and the different mineral matters are determined as silica, iron, aluminum, calcium, magnesium, sodium, potassium, carbonates, bicarbonates, sulphates, chlorides. By comparing with each other the figures given in the table that follows it can be seen what great differences there are in the quahty of waters from different parts of the United States. Analyses of waters from large rivers have been selected, because they represent an average condition, inasmuch as these streams are formed by the confluence of many smaller ones. Each set of figures is the average of 20 or more analyses of water from the same river at the same place. 436 PURITY OF INDUSTRIAL WATER SUPPLIES 437 .)i: CO oo03-^;c!*.:j'-HOccroioo pH ^ CO ^HWt-H COi-^CN 1-4 MOO CO-^CO^ ^H ^H ^ ^H F-4 CO •'3' »-lr-ti— (COQO»0"^*^ONCSIOiOOC^OiOC^h-COOOOi-Ht^OOQu:j»OI:^©(NOi— twoo 5!o!oMMrHSroSe^OcgrtNrt^Csl«(NSS5¥THi-|Ttl(Nrtc5t^?50JOCi 03 'J ■go OOOOOOOTfOOOOOOSOiOOO OOOOOOOOOOOO7J*C0Opop rt^MScoS.COtiKrHp.COt--'^O^OOOj^OOO:(N'*00>-IOOCOCOi--lCOC^OlOC-)0-^0 .-i>0— ' O (N Oi O C^ C^ .— I tH i-H t-1 1— I 04 M CS CN oooooooc ^ »0 O Ol T-H T-H OjOOOOOOiOOOOOOOlOOOOOOOOOOOOOOO ,-HOOiCOOTPOOOOOOi-tO'— iooooooooooo»oo O CO i-H -OI>-I>-"«J'GO C^.-i(N -J ocoo50C^CT)Ocococooo'<*^^*cOli:)0^-cooooO'-^0'-^ooooLt:lO■3^'Oco^ooo OOOOOOOOOOOt-hOOOOOOOC^Ot-hOOOOOIOCOCOOOOOOO''*' O"^C0OC0OOOOOOOOOi0OOOOOOOOOOOOOOOO"*OO00.-IO r^oooioor*o'Oo:£Jt^oo T-H * 'rH '^i-Hi-H 'rHrH(Nc4i-^ ' rH C^ c4 <-< C^ rH CO C4 rH (M CO i-H '^ i-H ' i-H ' rH i-H " ' 1-H ooooooooooooooooooooooooooooo OOiO'^i— IWCOO-^OOOt^OC^iOLO'^OOOCOOiOC^OiO'^tM'— <00i— t NC^c^t^ooTri-.'^.-i y-i T-(lM r-lf-H^ «iO(NC^1C^O Oi-<00 T-H (M aj > oj t.- 03 •- tT is o d-2 o ffi S h > ^ ^ p 5 >• fL, O • .--•^ ■ O 0)0 OS '^.' 3S-3SO W<«otfi (D § bJ03 q 3 a « 0) ■ n o ■sS Ot3 O r^ a o3 1 «S; £5 3 2 s &S o ^ » oft ■ o'Sb' «.2, St) tf5 Si? IS S^w SO---c3c3!33o34ilH< 438 EEPOKT OF THE INLAND WATERWAYS COMMJSSION Though the hst might be miiltipHed ten or tweiit5'f old from the mate- rial at hand, it is possibly sufficient to show that waters from different parts of the country var^^ greatly from each other in their chemical composition and consequently m their effect upon factory processes. Smce these variations in composition modify for each water its value as a supply, the factory locator has another element of pro- duction cost to include in his estimates. If analyses of ground waters were given it would be seen that they are usually much more highly mineralized than surface waters in the same region and there- fore less desirable for most industrial uses. The thoughtful manufacturer who is interested in the reduction of his production cost asks these questions : 1. Does the water that I am using contain anything injurious to my finished product ? 2. Would a purer water decrease my cost of manufacture? 3. Wliere and how can I obtain a better supply? 4. If the water is purified, will the cost of purification be com- pensated by an equivalent decrease in production cost, due to increased efficiency of machinery or to a higher grade of product ? In a few pages it is intended to state some facts in regard to the principal water-consuming industries in relation to the above ques- tions. BOILER WATER The most extensive industrial consumption of water is in the pro- duction of steam that is thereafter used as a source of motive power, heat or purified water. A deposit is left in boilers when water is changed to steam. The residue varies in thickness, porosity and hardness, according to the chemical composition of the water that is used. Besides the trouble caused by incrustation, certain sub- stances occurring in natural water corrode or "pit" the boiler tubes and crown sheets, causing leaks, loss of strength, and consequent danger of explosion; other substances in the boiler water may be the cause of foaming. From various tables of analyses the amount of incrustants in some waters have been calculated; the results are given in grains per United States gallon, parts per million, and pounds per 1,000 gallons. Average incrustants in boiler xuaters Non- incrust- ants (parts per million). Source. Lake Superior St. Lawrence River. . Lake Miciiigan Maumee Kiver Youghingheny River. Missouri River Sacramento River Delaware River Indianapolis well Androscoggin River.. Chicago well Topeka well El Paso well La Junta well Guthrie well Kansas River Incrustants. Parts per million. Grains per gal- lon. Pounds, per 1,000 gallons. 50 2.92 0.42 115 6.72 .96 103 6.02 .86 360 21.02 3.00 3fi3 21.20 3.03 2,402 140.28 20.04 131 7.65 1.09 69 4.03 .58 323 18.87 2.70 35 2.04 ,.29 743 43.42 6.20 388 22.7 3.24 106 6.27 .89 378 22.11 3.16 439 25.7 3.7 332 19.42 2.77 10 20 13 83 o68 144 26 14 19 6 748 270 292 787 454 230 o Free sulphuric acid 20 parts. PUEITY OF INDUSTRIAL WATER SUPPLIES 439 The ordinary chemical constituents found in water are usually classified as follows with reference to their eft'ect upon boilers: Con- stituents that form scale — Mud or suspended matter composed mainly of sand and clay; silica, iron, and aluminum; calcium carbonate and sulphate; magnesium when present as carbonate and sometimes as sulphate. Constituents causmg corrosion — Organic acids; sulphuric and hydrochloric acids formed by the decomposition of magnesium salts; sodium chloride; free mineral acids. Constituents causing foaming — Magnesium sulphate and chloride, sodium compounds, organic matter. Ninety-five per cent of all incrustation is composed of calcium, magnesium, carbonates, and sulphates. A carbonated water forms a soft, porous, and rather bulky deposit that is comparatively easy to remove. A sulphated water forms a hard resistant scale that does not readily transmit heat. When appreciable quantities of magne- sium are present, together with both the carbonates and sulphates of calcium, the resulting scale is as hard and resistant as porcelain, clinging to and surrounding the boiler tubes and greatly impairing the efficiency. Scaling is the most common and the most objection- able source of boiler trouble. Foaming is due to the concentration of the unprecipitated salts in the boiler, where steam is constantly being given off while the mineral salts stay behind in solution. Thi-ee sources of financial loss attendant upon the use of impure water in boilers have already been mentioned : (1) Incrustation, (2) corrosion, (3) foaming. Complementary to these are (4) increased cost of fuel, (5) increased boiler repairs, (6) in- creased time for cleaning boilers, (7) shorter life of boilers. A very defmite increase in the cost of fuel is incurred on account of the formation of scale that surrounds the tubes and absorbs a con- siderable percentage of the fuel energy. It would be a conservative estimate to place the average loss of fuel efficiency at 13 per cent for one-sixteenth inch scale. If the average thickness^ of locomotive boiler scale in the United States were taken as one-sixteenth inch, a similar conservative margin would be left. It is true that in New England and some other areas of very soft water, almost no scale is formed, but on the other hand, boilers working in the Mississippi basin are very badly scaled, and those in the Southwest are similarly affected. A 13 per cent increase in coal consumption for an ordinary locomotive, which consumes $5,000 worth of coal a year, would mean a loss due to the use of impure water equivalent to $575.22 per annumi for every locomotive in the United States. Practical experience has shown that the use of soft water for boilers is attended by a great reduction in the cost of boiler repairs. Engines are less frequently retubed and incidental repairs on the fire box and flues are saved. On some roads the saving in boiler repairs alone has paid for the construction and maintenance of softening plants. The worse the waters are the more often the boilers have to be cleaned, and consequently the unproductive period is lengthened. Cooling down and subsequent firing up are the usual accompaniments of boiler cleaning among stationary engineers, and coal consumption is, therefore, increased by more frequent cleaning. 440 REPORT OF THE INLAND WATERWAYS COMMISSION It is well knowai that locomotives used in regions of soft water last ver}^ much longer than those used in regions of hard water. In New England, where bad waters are very uncommon, the life of a locomotive is twenty years or more, the flue mileage is about 200,000 miles and with a little calking they will last for a similar period of time. On roads operating west of 5lississippi River in regions of hard and often corrosive waters, new side sheets and fire boxes are generally required each year of service, and the flue mileage rarely ever exceeds 40,000 miles. On the Pittsburg and Lake Erie Railroad, operating 200 engines over 194 miles of track, the following losses per year were estimated to be due to the use of impure boiler water : Loss of fuel due to effect of scale, etc $50, 000 Average number of locomotives in shop at all times for repairs and new fines. 17 Ten per cent interest and depreciation on the 8230,000 invested in these 17 locomotives $23, 000 Average life of flues months. . 10 Loss due to shop repairs at $100 per boiler $20, 000 Total exceso of operation cost $93, 000 Ninety-three thousand dollars would be sufficient capital in itself to erect and operate for one year several water-softening plants on this road. On the Wyoming division of the Union Pacific, when the natural waters of the region were used, the average life of a set of flues was six months in a passenger locomotive, and ten to twelve months in a freight locomotive, but after the adoption of artificially softened water, the average life was increased to two and one-half years for engines of both classes; there was also a reduction of 34 per cent in the cost of locomotive repairs per mile traveled. The mcreased operation cost per locomotive per annum due to poor water has been summarized as follows, basing the estimates upon ex- perience on roads where hard water was replaced by soft water : Fuel that might be saved $150 Excess boiler repairs 300 Excess washing and cleaning 60 Decreased time of service 200 Total increase in cost of operation 710 46,743 locomotives in service in 1904 (Interstate Commerce Commission). . 33, 187, 530 When it is desired artificially to soften hard water, lime or soda ash, or both, are added in sufficient quantity to precipitate a portion of the incrustants. The proportion of each chemical depends upon the composition of the raw water and the necessary degree of purification. The initial cost of softening plants depends upon the number of gal- lons per day it is desired to treat. It runs from $5,000 for a plant treating 100,000 gallons per day to $18,000 for a plant treating 1,500,000 gallons per day. The principal item of operating expense is the cost of chemicals. The expense for attendance is small in treating an ordinary boiler water, because the work can be done by the pumper at a railroad water station or by the engineer in a manu- facturing plant. The following list gives some idea of the cost of chemicals per 1 ,000 gallons of treated water : PURITY OF INDUSTRIAL AVATER SUPPLIES 441 Cents. Between Chicago and Missouri River 1.4 22 plants of the Union Pacific Railroad 1.3 Estimates by Handy: Ordinary carbonated water 0. 2 to 0. 5 For ordinary sulpliate water 1. 2 to 1. 4 General average •. 1 to 2 Kennicott Water Softener Company —2 Estimates by Davidson: Fair water (about) 1 Maximum for bad water 10 As an example of wbat can be accomplished b}^ artificial softening, the incrustating solids in two waters before and after treatment are given : Pounds of in- crustants per 1,000 gallons. Before. After. Union Pacific supply, North Platte, Nebr 2.76 6.69 76 Northwestern supply, Council Bluffs, Iowa 51 The incrusting solids in the water at North Platte were reduced 2 pounds ])er ] ,000 gallons, or, with a daily consumption of water 180,000 gallons, 5.4 tons per month of solid matter were removed from the water before it was used instead of being shoveled, washed, or hammered from the inside of the boilers. For an example of what may be accomplished in the decrease of the production cost, the estimate below has been devised. From analyses of Maumee River water that have been quoted it is seen that the incrusting solids amount to 360 parts per million, 105 parts of wliich are suspended mud, etc., and the rest carbonate and sulphate of calcium, with some magnesium, an excellent combination for the formation of a hard scale. If this water were used in a 1,000-horse- power boiler 100,000 gallons daily would be required; in 6 working days 1,800 pounds of scale would be deposited in the boilers. The first set of figures estimates the probable excess cost due to the use of bad water, wliile the second estimates the probable cost after puri- fying the water; the inference to be drawn from the difference in dollars and cents is obvious. Average coal consumption for 1 ,000-horsepower boiler, 48 tons a day; 48 tons of coal, at $1.50, is $72. Estimated saving in fuel on tliis water, due to use of treated water, is 5 per cent. HARD WATER 5 per cent of $72 is $3.60 per day, or 300 working days $1, 080 Cleaning boiler, at $8 per week 416 Repairs for tubes, etc 200 Boiler compounds 250 Coal for raising steam after cleaning, 104 tons, at $1.50 156 7^ per cent depreciation on boiler plant costing $15,000 1, 125 Total 3, 227 31673— S. Doc. 325, 60-1 29 442 EEPORT OF THE INLAND WATERWAYS COMMISSION SOFT WATER 10 per cent interest and depreciation on softening plant costing $3.500 $350 Boiler repairs 50 Chemicals at 1 cent per 1,000 gallons 300 Coal for raising steam after cleaning, 16 tons, at $1.50 24 5 per cent depreciation on boiler plant costing $15,000 750 Total 1, 474 Total saving per year, $1,753, which is 50 per cent of the total cost of instalHng the softening plant. WATER IN PAPER MAKING Since paper ranges in quahty from the finest white writing paper to the coarsest of strawboard, it is evident that the production cost due to impure water will vary according to the quality of the product. Turbid waters are universally injurious in paper making, and the majorit}^ of firms have trouble with hard water. Calcium and mag- nesium weaken the solution of the resin soap by partly decomposing it. Iron causes rusty spots on white and tinted papers. Vegetable coloring matter produces streaks or dull shades in fabrics that should be white. Acid waters decompose the colors, corrode the ^^^re screens, and attack the felts. For the manufacture of all the finer grades of paper, careful water purification is necessar}^. Therefore the cost of impure water in this industry may be estimated by the cost of puri- fying it. The general method of purification is sand filtration with or with- out alum coagulant. The cost of installing the filters ranges from $300 to $13,000 for a capacity of 1,000,000 gallons a day. The aver- age cost is about $5,000 per 1,000,000 gallons per day. The cost of maintenance varies from 50 cents to $10 per 1,000,000 gallons. One very careful estimate from a company operating over 50 mills gives the average annual cost of purification as $300 for a plant using 1,000,000 gallons every twenty-four hours. A conservative estimate for the average consumption of water is 140,000 gallons per ton of finished product, or, in other words, 12 cents per ton of paper is that part of the production cost due to the use of impure water. Basing an estimate on 2,980,000 tons, the amount of paper made in 1905, it cost the paper mills of the United States $342,700 to use impure water, an amount equal to yVv P^r cent of the total value of the products. OTHER INDUSTRIES There are many other large and important industrial processes into which impure water enters as part of the production cost. A few of them are given: Bleacheries, dye works, canning factories, pickle factories, creameries, slaughterhouses, packing houses, nitroglycerin factories, distilleries, breweries, woolen mills, starch factories, sugar works, tanneries, glue factories, soap factories, strawboard mills, chemical works. In all factories of these tj^es the use of impure water is attended by a more or less definite increase of cost production. PUKITY OF INDUSTRIAL WATER SUPPLIES 443 DOMESTIC WATER SUPPLIES A manual published by M. N. Baker in 1897 reports the number of cities and villages fully or partly supplied with public waterworks as 3,042. Since that year there has been such activity in the line of sanitary improvement that the number of waterworks sj^stems has possibly been doubled or tripled. The urban population of the United States is now about 45,000,000. If it be considered that a majority of these persons live in settlements ec[uipped with public water supplies, then multiplying this figure by 100 gallons per capita per day, a low average consumption, it would be found that over 4,500,000,000 gallons per day are used for domestic supply in the United States. This would be an annual consumption of 1,500,000,- 000,000 gallons, an amount equal to 3 per cent of all the water that flows over Niagara Falls; assuming a velocity of 5 feet per second, it would require a pipe 41 feet in diameter to carry the water; or a river 150 feet wide and 15 feet deep with an average stream velocity of 3 feet per second. EFFECTS OF IMPITRITY ON DOMESTIC SUPPLIES The factors that may affect the value of a })ublic water supply, making it dangerous, uneconomical, or merely unpleasing, have been very carefull}^ reviewed by George C. '\^Tiipple who has devised for- mulas for calculating in dollars and cents the financial loss due to impurities. A water for drinking must be free from all poisonous substances, such as lead, arsenic, zinc, etc.; it must be free from bacteria or other organisms that are likely to cause disease, such as the bacilli of typhoid fever or dysentery; it must be free from bacteria of fecal origin. It must also be clear, colorless, odorless, and fairly free from objectionable chemical substances and microscopic organisms. It must be well aerated and of fairly low temperature. A supply should be low in mineral salts. Hardness makes a water troublesome in laundries and for bathing; iron makes stains in the laundry; chlorine corrodes pipes. Some other salts are troublesome. Mr. Whipple estimates the sanitary quality from the amoimt of typhoid fever; the attractiveness from the color, odor, and turbidi' v; he also calculates the depreciation due to hardness and to temperature. The formulse are quoted: Depreciation due tu sanitary quality — D=2.75iT-N) Depreciation due to physical characteristics — ,Pc+Pt+Po D=20' 100 c Po=22 0-^+3.5 0-'d+5 0% Depreciation due to hardness — Depreciation due to temperature- 180 444 REPORT OF THE INLAND WATERWAYS COMMISSION in whicli D =the depreciation value in dollars per million gallons. T =typhoid fever death rate per 100,000. iV" =typhoid fever death rate assumed to be due to causes other than water, and which may be ordinarily taken as 20 per 100,000. p^ ==per cent of consumers who object to the color of the water. p^ =per cent of consumers who oliject to the turbidity of the water. Pg =per cent of consumers who object to the odor of the water. c = color reading. t =turbidity reading. Oy=odors due to vegetable matter, expressed according to standard numerical scale. 0(j=odors due to decomposition, expressed according to standard numerical scale. Oo=odors due to microscopic organisms, expressed according to standard numer- ical scale. H =hardness of water in parts per million. d :=average temperature of water during four warmest months. An application of these formulse to the water supply of Philadel- phia shows their practice value. Source of supply, Schuylkill River without filtration; typhoiti fever in 1905, 51.1 deaths per 100,000 inhabitants; turbidity, 150 parts per million; color, 10 parts per million; odor, 3 v+ 2 m; per cent of objecting consumers, 102; hardness, 179 parts per million. Depreciation due to — Per million gallons. Sanitary q uality Physical characteristics. Hardness Total $55. 52 20.40 17.90 93.82 Assuming a daily consumption of 140,000,000 gallons, this would mean an annual loss of $4,794,000, the interest at 5 per cent on about S96,000,000. The average value of one human life sacrificed by typhoid is about $5,000. For each death 10 to 20 persons are sick with the disease and cost about $100 each for medical treatment, nursing, medicine, etc. But other sicknesses besides typhoid fever are caused by impure water supplies, so that every death reported from typhoid fever is equivalent to a loss to the community of not less than $10,000. The annual losses from insanitary water supplies in some of the large cities of the United States may be seen from the following table, remembering that each death means a loss of $10,000: PURITY OF INDUSTRIAL WATER Sl'PPLIES 445 Mortality table of typhoid fever, 1905, in the larger cities reporting to the United States Census Bureau [Cities of 100,000 population and over] City. Allegheny, Pa Baltimore, Md Boston, Mass BiuTalo, N. Y Chicaso, 111 Cincinnati, Oliio Cleveland, Ohio Columbus, Ohio Denver, Colo Detroit, Mich Fall River, Mass Indianapolis, Ind Jersey City, N.J Kansas City, Mo Louisville, Ky Memphis, Tenn Milwaukee, Wis Minneapolis, Minn New Haven, Conn New Orleans, La New York Oiggregate). Newark, N.J Omaha, Nebr Paterson, N.J Philadelphia, Pa Pittsliurg, Pa I'rovidence. R. I Rochester, N. Y St. Joseph, Mo St. Louis, Mo St. Paul, Minn Scranton, Pa Svracuse, N. Y Toledo, Ohio Washington, D. C Worcester, Mass 181 195 124 92 329 141 65 121 61 69 12 64 46 110 110 41 71 64 51 101 641 40 30 16 724 393 40 21 9 144 21 20 20 71 142,848 546,217 595,380 376,914 1,990,750 343,337 437, 114 142, 105 150,317 325, 563 105, 762 212, 198 •2.32.699 179, 272 222,660 121.235 312, 948 261,074 119,027 309,639 4,000,403 283,289 120, 565 111,529 1,417,062 364, 161 198,635 182, 022 115, 479 &36.973 197,023 116,111 117,129 155, 287 .302, 883 128, 135 4,265 126.7 35.7 20.8 24.4 16.5 41.1 14.9 85.1 40.6 21.2 11.3 30.2 19.8 61.4 49.4 33.8 22.7 24 4 42.8 32.6 16.0 14.1 24.9 14.3 ,51. 1 107.9 20.1 11.5 7.8 22.6 10.7 17.2 17.1 4.5.7 48.2 21.1 33. 5 The following tables, showing a difference in typhoid death rate between cities having polluted supplies, and those having fairly well- protected supplies, is significant: Cities receiving supplies from uplands or lakes or filtered river ivaters City. Source of supply. Boston Rivers and ponds (conserved) . Buffalo Lake Erie. Chicago Lake Michigan . Cleveland I Lake Erie Detroit j Detroit River (near Lake St. Clair) -. . Fall River | Purified river water Jersey City 1 Upland Milwaukee Lake Michigan New York ! Croton River and other supplies; proi)i>rty pro i tected. Newark ! Purified upland Providence [ Pawtuxet River (eon.served) Rochester Hemlock I^ake St. Louis St. Paul Scranton Mississippi River (filtered). Wells and lakes Upland Popula- Deaths Rate per tion. in 1905, 100,000. .595,380 124 20.8 376,914 92 24.4 1,990,750 329 16.5 437,114 65 14.9 325,. 563 69 21.2 105,762 12 n.3 232,099 40 19.8 312,948 71 22.7 4,000,403 641 16.0 283,289 - 40 14.1 190,635 20 20.1 182,022 21 11.5 636,973 144 22.6 197,023 21 10.7 116,111 20 17.2 9,983,586 17.5 446 REPORT OF THE INLAND WATERWAYS COMMISSION Cities having supplies from rivers, receiving raw water directly from rivers, or from streams and gravel, subject to pollution City. Source of supply. Popula- tion. Deaths i Rate per in 1905. , 100,000. Allegheny Cincinnati Columbus Indianapolis Kansas City, Mo. Louisville, Ky Memphis Minneapolis New Haven Omaha Philadelphia Pittsburg Toledo, Ohio Washington, D. C Allegheny River (polluted) Ohio River (polluted) Scioto River (polluted) Gravel and White River mainly (polluted) Missouri River (polluted) Ohio River (polluted) Wells in gravel (partially purified) Mississippi River (polluted) Small streams (polluted) Unflltered Missouri River Schuylkill River (polluted) Monongahela and Allegheny rivers (polluted) . . . Maumee River (polluted) Potomac (before filtration) 142,848 343,337 142,105 212, 198 179,272 222,660 121,235 261,974 119,027 120,565 1,417,062 364, 161 155,287 302,883 4,104,614 181 141 121 64 110 110 41 64 51 30 724 393 71 129 126.7 41.1 85.1 20.2 61.4 49.4 33.8 24.4 42.8 24.9 51.1 107.9 45.7 48.2 54.5 12. APPLICATIONS OF WATER PO\ATER By W. E. Herring Engineer, U. S. Forest Service The application of great water powers to the industrial wants of distant cities is less than ten years old and is still in its infancy, yet in this short space of time plants supplying a large number of cities in the United States with a combined capacity of hundreds of thou- sands of horsepower have been installed. To reach these industrial centers the water power is electrically transmitted, and in many cases the distance is over 100 miles. This method of utilizing water power has been made possible only by long distance transmission. Fifteen years ago 10 miles was the limit to which electrical power could be transmitted, but at the ])resent time 150 miles is very common and in one case a line of 200 miles is in use. This fact has been the greatest incentive to such water-power developments. Cheap and convenient power conduces more to the growth of a community than any other single item. Industrial operations have more and more been drawn toward those localities where power is easily procured, well illustrated by the tendency to locate large man- ufactories in regions where fuel is plentiful and cheap. The chance of commercial success is the first subject of investi- gation in any proposed water-power development and the problem is whether or not power can be furnished at a slightly lower price than the prevailing rate and still give a good return on the capital in- vested. This depends upon the available market, its distance from the plant, and the price current in that market for power. With this then arises the question as to whether the available flow is sufficient to produce the power required at the time of maximum load or not, for if not, it is necessary to resort to storage, which increases the cost very materially; yet, if only the available flow of the stream during a certain ]>ortion of the year could be devoted to the purpose of gen- erating power, many of the large plants could not be utilized. On the other hand, however, if all the water carried in the stream could be made to do work and at the same time the water could be utilized in maintaining navigation, in irrigating, or some other important duty, then such powers need only development to be commercial possibilities. Water power is not always cheaper than steam, but generally it is, and by an amount which will allow of its being transformed into electrical energy and transmitted to the point of use. Its advan- tages over steam power are the saving of fuel, smaller cost of building for a given capacity of plant, and less cost for labor. 447 448 REPORT OF THE INLAND WATERWAYS COMMISSION The location of an available site is first purchased outright, and if storage is to be resorted to, title is obtained to all land that will be submerged. This step gives absolute control of that particular site. Should it happen that the flow is sufficient to furnish a large develop- ment and only a portion of it is used, the balance is allowed to waste, as no concern which might be a rival is allowed to make use of it. It is thus a monopoly at that particular point. Owing to the low cost of the power and the distance to wliich it can be transmitted, such sites are in demand and it is almost impossible at the present time to find a suitable site within a reasonable distance of a market for such a plant in the northwestern States, or on the west side of the Sierra Nevada Mountains which has not already been appropriated. A splendid illustration of the extent to wliich such water-power development is being monopolized is given in California, where, of numerous rights of way granted for ditches, reservoirs, pole lines, and other power purposes in three of the land districts, 65 per cent are controlled by three companies. One of the largest companies in the State is selling power in comparatively large units at 1| cents per kilowatt hour for twenty-four-hour service, or at about $98 per horsepower per annum. Another consiimer of over 1,500 horse- power pays 0.9 cents per kilowatt hour for twenty-four-hour service or at the rate of $58.83 per horse-power year. So far as known, this is their lowest rate made to a consumer. On four of the rivers in northern California where there is a possible development of over 800,000 horsepower, only 20,000 has been actu- ally -utilized, while speculative water rights are held on these streams from which over 566,000 horsepower could be developed; or in other words 75 per cent of the power possibilities on these streams have been alienated from public ownership and less than 2 per cent utilized for useful purposes. The extent to which the control of such plants is passing into the hands of a few of the larger companies is also well illustrated in California, where 4 of the largest companies have a combined capital of $55,000,000, and operate 30 hydroelectric plants and 18 steam plants. The largest one of these companies supplies power to 26 indi^adual lighting companies and 12 electric railway companies, in addition to a number of cities and towns where it has its own substations. North of Bakersfield, Cal., there are now in operation hydroelectric plants with a combined capacity of over 150,000 horsepower, while south of this point there are about 50,000 horsepower more, making a total of over 200,000 horsepower in the State. The Bureau of the Census, in its last report on electric powers in the United States, shows an increase from 1900 to 1905 of 270 per cent in the amount of electric power in use, a majority of which is probably generated by water power. In the same report they show a total to January 1, 1905, of only 598,900 total horse])ower in elec- trical-transmission plants which includes only thc*^ large ones. This is obviousl}" too low, as the total given for California is only 119,500 horsepower and in reality the total was greater than this by at least 40 per cent. Up to the same date th(\y show a total in the United States of 1,047,969 horsepower developed from water ))ower alone. As this amount is not separated it is imj)ossible to tell what per cent is used for develoi)ing j)ower to be transmitted electrically. APPLICATION OF WATER POWER 449 It requires a large outlay of capital to secure and hold these loca- tions, and unless the entire situation at the ptirticular point in ques- tion can be controlled it is not feasible to obtain the necessary funds. Over 40,000 horsepower is transmitted from the Niagara Falls development to Buffalo, of wliich more than 20,000 is used in manu- facturing and mdustrial works. Wlien such plants can furnish power at a less cost than it can be furnished in other ways, the market for power is monoplized and the development of such plants becomes a monopoly. The monopoly of water power affects every individual within that territory, for the reason that -it has to do with the commodities of everyday life. Heat, light, and power, particularly tlie two latter, are practicall}' controlled by such a monopoly. Prices are usually not based upon a fair return from the amount invested, but are so arranged as to be slightly less than the cost of furnishing the same item when steam is used. The expansion of electric water-power S3'stems has been much greater, as a rule, than that of electrical supply from steam-driven stations, and that the power is cheaper is well illustrated in Buffalo, where over 7,000 horsepower transmitted from Niagara is used in place of steam in the street-railway lines of that city. One of the largest single users of such power in Southern California is one of the street-railway lines in Los Angeles, which uses 2,000 horsepower, part of which is brought a distance of US miles and jet is cheaper than steam power. The companies developing such power in California, for uistance, furnish power to the street railways, manufacturing plants, and factories, and to many small consumers for pumping water for irrigating purposes, motive power for machinery on the farms, and lights in the farm house, small towm, and city. Thus it is seen that all classes are affected by such a monopoly and. that each contributes to its support. In New York State, where fuel is cheap, power is sup- plied from hydro-electric plants at S20 per horsepower per year for twenty-four fiour service. In North and South Carolina the average charge is $15 per horsepower per year for sixty-six hours per vvcek. Compare these prices with those in California, Vviiere one of the largest producers of such power charges its largest consumer (averaging over 2,000 horsepower) at a rate of approxhnately S53 per horsepower per year, and the smaller consumer pays more than twice this amount. The difference arises from the variation in the price of fuel and not altogether from the difference in the initial costs of the developments. Surely no one will argue that there is any good reason for a difterence of $35 per horsepower year in the amounts paid by the consumer. Even should there be a difference of as much as $100 per horsepower in the installation this would only account, at 6 per cent per annum, for $6 of the difference. The actual cost of production of power with steam is very hard to determine, but the most patient and searching investigations show that, on a basis of 500 net horsepower delivered ten hours per day and 308 days per year, the cost, with coal at $3 per ton, varies from about $36 for a simple high-speed engine, to about $25.50 for a triple expan- sion, condensing low-speed engine. In units of 50 horsepower the cost per horsepower ten hours per day may easily be $75, and in regions where fuel is high, or if the engines are not run economically, the cost may mount up as high as $150. 450 REPORT OF THE INLAND WATERWAYS COMMISSION With a working year of three thousand and eighty hours the cost of steam power in units up to 20 horsepower is seldom below 5 cents per horsepower hour. Above 20 and up to 1 00 horsepower the cost is less, but seldom below 2 J cents per horsepower hour. Over 100 horsepower the cost decreases, but even in the largest developments is not often less than 1 cent per horsepower hour. These figures assume practically continuous working; if it is intermittent the cost of course is increased. With a 20,000-horsepower plant, coal at $2.25 per ton, and a fairly long distributing sA^stem, the actual cost per horsepower year is $33. Since the water power can be and is sold for as low as $20 per horse- power year when necessary to secure the business, it is self-evident that the actual cost of electrically transmitted water power as a gen- eral rule is much less than steam. One of the nicest points in operat- ing such a plant is the correct adjusting of the prices of such power to the existing market, for it is not easy to find the happy medium between the cost of this power and other power which will allow of the maximum net profit. It has been estimated that every person in the United States uses annually about $7 worth of electricity in some form. Trolley rides lead at $3 per capita, and electric light is second with $1.50 per capita. This gives a very good idea of the interest each individual has in such developments. 13. RELATION OF WATER CONSERVATION TO FLOOD PREVENTION AND NAVIGATION IN OHIO RIVER By M. O. Leighton Chief Hydrographer, United States Geological Survey [A discussion of the possibilities of preventing floods and maintaining navigable depth by the estab- lishment and maintenance of reservoirs in highland tributaries of great rivers, based on an investiga- tion of such possibilities in the basin of Ohio River] INTRODUCTION This report will be confined to a statement of possibilities. There will be no attempt to prescribe methods for treatment of each local modifying condition that will be encountered in the prosecution of the plan here proposed. Such features are merely collateral, and their proper disposition is a matter of ordinary engineering. It is not expected that the facts here set forth will refute all the objections made in past years to the conservation scheme. Such, indeed, is not the object. The paper will have served its purpose if it demonstrates that the plans proposed have so many features of promise that it would be a grave mistake to recommend the permanent adoption of a governmental policy that did not recognize the possibilities and provide for a further and more minute investigation of them. Briefly stated, the contentions are as follows: First. That the logical way to control a river is to control the sources of its water supply. Second. That in nearly all of the rivers of the United States such control can readily be effected by the construction of storage reser- voirs. Third. That the way to prevent floods is to use these reservoirs to catch and temporarily hold the flood waters, so that they will not descend upon the lower valleys in so large unit volume. Fourth. That in the majority of cases the improper and illogical way to attempt the control of floods is to endeavor to confine the rivers between high and expensive levees. Fifth. That except along those portions of river channels that are too steep for open navigation, the proper way to maintain navigable depth at the low-water season is to provide, if possible, for the intelli- gent release of stored w^ater. Sixth. That canalization of rivers should be the resort only along those portions of the channel too steep for open navigation or in the tributary basins of which sufficient flood water can not be stored to maintain navigable depth at low water; further, that when such results may be derived from storage reservoirs, canalization is dispro- portionately expensive in maintenance and the money so expended might b© used for more useful purposes in the uplands. 451 452 EEPORT OF THE INLAND WATERWAYS COMMISSION Seventh. That, while the first cost of the proposed conservation system will be large, the burden will be widely distributed over a series of years necessary to complete the construction. Eighth. That the ulitmate cost will appear nominal when com- pared with the enormous benefits conferred, these benefits being applied to water power and to irrigation, as well as to flood preven- tion and navigation. The general proposition in this paper is not new. It was proposed by a British engineer in the year 1800, and in this country by Mr. Charles Ellet, jr., nearly sixty years ago. An interesting discussion ensued at the time, wliich was apparently brought to a close in 1857 .by a report of Mr. W. Milnor Roberts. So efi"ectively did Mr. Rob- erts dispose of the matter that at that time the policy of the Govern- ment appears to have been well-nigh crystallized. Whether or not ]\ir. Roberts's contentions were correct, he enlisted the approval of so many engineers that even at the present time when one advo- cates the conservation scheme he is almost certain to be met with the question ' ' Have you read the report of Milnor Roberts ? " There- fore it will be profitable to review briefly the points of objection made by this distinguished engineer. In the first place, it should 'he borne in mind that the report of Mr. Roberts was presented in the year 1857, when the country trib- utary to Ohio River was, so far as special topography and reser- voir facilities are concerned, practically an unknown region. At the outset of his presentation Mr. Roberts made a very sensible obser- vation that applies with equal force to-day, viz: The question is not merely one of dollars and cents that may be involved in the adoption and completion of a particular plan; it is of the first consequence that that jjlan shall be one with which the sober good sense of the country will rest satisfied and which in the end will l^e productive of the greatest benefit. In considering the objections of Mr. Roberts the author will use an abstract of the same made by Maj. William E. Merrill, Corps of Engineers, the successor, friend, and supporter of Mr. Roberts. This abstract appears in the Report of the Chief of Engineers for 1873, volume 1, pages 500 to 501, inclusive. First. ''Six such sites can not be found on the headwaters of the Ohio and an increased number of smaller reservoirs would be needed." Mr. Roberts's criticism here is a reply to Mr. El wood Morris, an engineer who, in support of the ideas of Mr. Ellet, calculated the effect of such storage on Ohio River by assuming hypothetically the existence of 6 reservoir sites, each capable of conserving the drainage from 600 square miles. Indeed a large part of Mr. Roberts's report is devoted to a demonstration of the fact that 6 such, sites are not to be found in the Ohio basin. Mr. Morris merely assumed the possi- l)ility of sites for these reservoirs for purposes t)f calculation. Second. "These dams would destroy all raft or flatboat commerce above them. Arrangements that might be made to provide a pas- sage by chute would not answer when the reservoir was not full, which might often happen." The conditions of traffic that allowed tliis objection to be taken seriously have now passed. At present the conditions of transpor- tation are such that we are not giving much thought to raft and flat- boat commerce on the highland tributaries of any stream. WATER CONSERVATION AND FLOOD PREVENTION 453 Third. ''There would he ^reat danger of breakage from unforeseen leaks or accidents. Reservoirs constructed on dry ground have some- times broken and the danger is much greater in a running stream. Should one such dam break it would probably carry all others lower on the same stream and pour a fi-ightful wave of destruction on the valley below. The possible loss of life and property that might ensue is beyond all estimate. " We laiow more about reservoirs than in those days. There are, of course, possibilities of breakage, but this has not inliibited the development of reservoir systems. Every jnece of construction made by man is liable to failure. Life itself is hazardous. If the objections here recorded were used consistently with reference to all modern economic development, mankind would be crouching on the ground in the open country, shaken by apprehension. Every feature of our development makes it necessary to assume hazards, and modern engineering has rendered the reservoir so safe that, as a agent of violent death, it can not be placed in the same class with the ordinary morning stroll down the streets of a great cit}^ Fourth. ''The damages on account of farms overflowed, towns, oil wells, and manufacturing establishments submerged, railroads compelled to rebuild their lines on higher levels so as to get above the dams, and similar injuries would add very greatly to the cost of the system." It is true that there would be submergence, 3^et one is compelled to reflect whether more farms, towns, oil wells, and manufacturing establishments would be submerged beneath the reservoirs than are annually submerged by the unrestrained Hoods. With reference to railroad lines, the relocation of them does not appear to us so formid- able as it did in those days. Indeed, it is an ordinary incident in railway maintenance. The whole objection assumes that enormous losses are to be entailed by such submergence, whereas, in point of fact, reservoirs are constructed in regions not highly developed in this way and wdiere the cases of submergence are merely incidental. One might as well consider the cost of the large consumption of ink as a reason for discontinuing the publication of newspapers as to consider the above objection as fatal to economic reservoir construc- tion. No sane man would advocate the construction of a reservoir in places where the cost of submergence would be excessive. Fifth. ''The utmost care would be necessary in the management of these reservoirs to prevent injury by sudden floods, and terrible disasters might ensue from carelessness or bad judgment." This indictment is accepted. We are all subject to the good judg- ment and management of our friends and associates in the con- trolling conditions in our everyday life, and it is to be presumed that each man will do his duty. Whether we travel or remain at home we are constantly subject to the operation of utilities that can not be made fool proof, and there is no reason for assuming that the management of reservoirs is extrahazardous. On the contrary, it is a comparatively simple matter. Sixth. "The proper use of the reservoirs would be very difficult in order to keep up the exact depth needed for navigation, as any mistakes in regulating the supply would seriously embarrass naviga- tion. Special telegraph lines would have to be constructed to all 454 REPORT OF THE INLAND WATERWAYS COMMISSION reservoirs, and widely extended observations on the rainfall and the conditions of all tributaries would be needed in order not to waste nor to unduly economize the supply." We are ready to meet all or Mr. Roberts's requirements in this matter. We have extended observations on the rainfall and the conditions of all tributaries, and we could do even better than he suggests in the way of communication, for we could, supply tele- phones. It is readily recognized that this objection is antiquated and not worth considering in the light of modern improvements. Seventh. ''The cost of the reservoir system would be very great and could only be estimated by careful examinations at each site selected. Estimates based on a specially favorable site could not be depended on." All this is accepted as one of the trival incidents of reservoir con- struction. Of the cost we shall speak later on. Eighth. ''The whole thing is an enormously costly experiment, and would require the continuation of the present system of improvement l^y riprap dams and dikes in order to utilize the water delivered. It is true that the system would be costly, yet, as will be shown later on, the relative cost compared with the benefits derived would be small. It is a well-known precept of modern business life that values are not determined by cost, and nothing may be considered costly that returns a reasonable income on the investment. Some things would be costly if purchased for a farthing. With reference to the scheme being an experiment, that which may truly have been considered an experiment in the day of Mr. Roberts may now be a well-attested reality. The scheme is not an experiment, as will be shown later on. One of the purposes of this paper is to show that Mr. Roberts was wrong in his assumption that complete channel improvement would still be necessary if reservoirs were constructed. Indeed, the reservoir is urged as a substitute for such works under certain conditions. Wnile the objections above cited may have been important at the time they were enunciated, it is clear that they are of little conse- quence at the present time. The whole matter is brought down to a question of fact, namely, is there available on the highland tribu- taries of the Ohio sufficient water supply and storage capacity to pre- vent floods and to maintain deep-water navigation during seasons of low water. Mr. Ellet did not have the necessary information at his disposal, and therefore could not prove his contentions. Mr. Roberts confessed that he did not have it, but endeavored and, in fact, suc- ceeded in discrediting the idea without it. We are now in possession of it for certain areas, as a result of the investigations of the United States Geological Survey and the United States Weather Bureau, and can readily establish certain crucial points that were left in doubt in the earlier discussion. It will be appreciated on examination of this paper that the region considered does not cover the entire basin. Therefore this presentation can not do entire justice to the situation. Whatever results may appear to be claimed as arising from the construction of these reservoirs with reference to the efi'ects of floods and the maintenance of low-water navigation on the Ohio, they do not represent the total possibilities of the region, for, were surveys available on all the basin, it is manifest that far greater storage facilities would be shown to be available. WATER CONSERVATION AND FLOOD PREVENTION 455 Therefore the maximum effect of conservation would be much greater than shown in the following pages. It will be helpful now to consitler an objection that is frequently made to the use of storage reservoirs for flood prevention purposes, viz, that there is no way of predicting when floods may come, and it would be certain that a flood would descend on the reservoirs when they were filled to overflowing with the run-off from a previous flood. Now, the records of floods during the past twenty or thirty years on the Ohio indicate that, while they may not be j^redicted within a few days, they do occur during certain seasons of the year, and therefore the problem is narrowed down to that extent. But, supposing this were not so, the effect of the reservoirs would not be diminished. It will be noted in subsequent pages that the extent of drainage area that can be conserved by various reservoirs has been determined. The reservoirs will hold the entire year's run-off from a stated area, or, in other words, if the gates of the reservoirs were allowed to remain closed for an entire year the reservoirs would retain all the water flowing from that territory for the entire period. Supposing now that two floods should descend into the Ohio River, as they did in January and March, 1907. The secontl flood could not descend on full reser- voirs because the capacity of the reservoirs is sufficient to hold them both. We have, for example, on the Monongahela storage facilities of capacity sufficient to conserve the run-off of 38 per cent of the drain- age area. Therefore, according to the adjusted capacities stated in the fol- lowing pages, this per cent of the Monongahela drainage area could be entirely cut off from the Ohio Valley for the period of one year. Of course, this estimate is based on the records of mean flow, as shown by observations extending over a series of years. There is considerable variation from one year to another, so that if the reser- voirs actually remain closed there are years in which the accumu- lation of water would more than fill them and still other years in which the accumulation of water would not suffice to fill them. But the point is that this great capacity furnishes a wide margin on which to work. The two floods of the spring of 1907, for example, would not fill these reservoirs, but, assuming tiiat they remain closed for the entire year, it is possible that the entire year's run-off would more than fill them. But, with this wide margin of time, covering, indeed, a low-water season, when the water would be needed in the Ohio, there is ample time to draw off the water and prepare the reservoirs for subsequent floods. Therefore, the criticism that floods might descend upon reservoirs already filled is based on the hypothesis that the reservoirs are small and their capacity is not commensurate with the size of the basins, whereas, in point of fact, they are sufficiently larcre for flood prevention. The whole matter therefore comes down to mtelligent manipulation, with margins of safety so wide that only the most flagrant stupidity could result in any misfortunate circum- stance. A further question now to be discussed is. How are we going to manipulate the reservoirs above which there is a large drainage area when their capacity is only sufficient to hold a portion of the flood descending from that area? A glance at the tables in subse- quent pages will show that there are many such. This is a mere 456 REPORT OF THE INLAND WATERWAYS COMMISSION matter of intelligent manipulation. We will assmne, for example, that there is, above a certain reservoir, a drainage area of 100 square miles, while the reservoir itself has a capacity sufficient to conserve the run-off from only 50 square miles. This does not make it neces- sary that the run-off from the 100 square miles shall come down and overwhelm the 50-square mile reservoir. The fact should be kept in mind that this reservoir is to conserve the drainage from only 50 square miles and therefore as fast as the flow comes down into the reservoir one-half of it should be released through the gates. The release of one-half of the water may readily be accomplished by ad- justing the size of the openmgs in the reservoir gates. The same effect could be readily produced if the drainage area above the res- ervoir were 1,000 square miles in extent and the reservoir capable of conserving only 10 square miles. The flow into the reservoir from the upper channel can readily be rated, and it can be known at any time from observation of the gauge how much water is coming into the reservoir. Knowing the proportion of the drainage area which the reservoir will conserve, it is merely necessary to raise or lower the gates, so that the portion which it is not intended to con- serve may be discharged from the reservoir as fast as it comes in. The computation of the proper amount is a simple engineering cal- culation and would not require expert manipulation on the ground. Simple directions based on these calculations could be given to any intelligent man, so that he could manipulate the gates of the reser- voir according to the amount of water coming in, in precisely the same way as the unprofessional attendant of reservoirs on city water- works is instructed by a few simple rules to manipulate the gates according to the consumption. These considerations, it is believed, will dispose of the oft-repeated assertion that a second flood need descend after a first and upon full reservoirs. Another preliminary statement should be made before passing to the consideration of the detailed facts concerning the reservoir sys- tem. It vnW be admitted that the reason why a river will overflow its banks is because so great an amount of water is turned into the channel mthin a short space of time. If the total annual flo\v of a river were uniform there would be no floods. It is the great influx of water derived from heavy rains and quickly melting snows that overtaxes the channel. The question now arises, What are the fac- tors that control the speed vnth which run-off water is discharged into river channels? The answer is plain, namely. The slope of the tributary country and the condition of the land surfaces. It is clear that the water of precipitation will run off the side of a mountain more quickly than off the surface of a plain. Therefore, it must also be clear that the most destructive part of a flood originates in the steeper part of the drainage area, and consequently, if the speed of this part of the run-off could be inhibited the severity of floods woukl be greatly reduced. Bearing this in mind, it will now be profitable to consider what portions of the various (Irainage areas of Ohio River tributaries it is proposed to conserve in the present instance. A glance at the locations will show that almost mvariably it is these quick-spifling upland areas above referred to, but it should be noted that a reservoir system does not merely inhibit the run-off from these steep areas, but actually holds and conserves it. It is the lower, flatter portions of drainage areas that remain unobstructed. The WATER CONSERVATION AND FLOOD PREVENTION 457 situation is ideal, because these lower portions are the least trouble- some. The purport of the above suggestions is as follows: It has been stated in a previous paragraph that the reservoir facilities on the Monongahela basin -will, if developed, absolutely conserve the run-off from 38 per cent of the drainage area. Other tilings being equal, it might be stated that the reduction in flood height would be, broadly speaking, a like proportion. Actually, however, the reduction will be far greater than this, because, as above demonstrated, it is the quick- spilling portion that will have been conserved and the more moderate portion that will remain unobstructed. Therefore, in connection with all statements hereinafter made concerning the reduction of flood height by reservoirs it should be borne in mind that the proportion stated is by no means as great as that which will occur in actual practice. RESERVOIR FACILITIES IN THE OHIO BASIN Ohio River is formed by the junction of the Allegheny and Monon- gahela rivers at Pittsburg, Pa. On the Allegheny basm the lack of suitable surveys prevents a full estimate of reservoir possibilities, and those here presented do not cover the entire basin and should not be so interpreted. The Monongahela basin, on the other hand, has been thoroughly surv^eyed and the amounts stated in the following para- graphs probably represent maximum conservation. In other words, on these two, as well as on the remainder of the tributaries, all the available information is given, and deductions are here made on that basis. We ^^^ll now discuss briefly the characteristics of the various liigh- land tributaries of the Ohio, their water resources, and their availa- bility for storage-reservoir installation. ALLEGHENY BASIN The Allegheny basin is 11,400 square miles in extent. The greater part of the area is steep and quick spilling and the deforestation has been quite extensive. The river is subject to wide range of stage and floods are frequent and severe. Except on the lower 25 miles of the river, the principal traffic consists in the doAvn- stream transportation of timber and lumber products. The project for improvement of the river contemplates the removal of bowl- ders and snag obstructions, and the construction of low dams and dikes to close secondary channels and concentrate the low-water flow on shoals. The amount expended under this project to the close of the year ending June 30, 1906, was $260,750, fully one-half of which was applied to maintenance. The work done has not increased the depth of water, generally speaking, except where dikes or dams have been built, but tlie removal of the obstnictions has made it possible to utilize the entire flow of the stream, so that now navigators may operate safely on from 1 to 2 feet lower stages than formerly. The annual tonnage of the river above slack-water improvements wliich are now in course of construction is about 400,000, extending over 230 miles from Tarentimi, Pa., to Olean, N. Y. As above stated, a complete survey of the river basin is not avail- able; therefore, no complete estimate can be made of the total possi- bilities of preventing floods and maintaining navigable stages during 31673— S. Doc. 325, 60-1 30 458 EEPORT OF THE INLAND WATERWAYS COMMISSION low water. The storage capacity that can now be computed is suf- ficient to entirely conserve the run-off from an area of 1,774 square miles, or 15.6 per cent of the total drainage area. The locations of these storage reservoirs, together with facts concerning them, are set forth in the following table: Selected reservoir sites in the Allegheny River Basin stream and location. Conewango River, east of James- town, N. Y. Chautauqua Lake French Creek, Marvin, N. Y Dodge Creek, PortviUe, N. Y.... Haskell Creek, Olean, N. Y Mahoning Creek, Mahoning, Pa . Cowanshannock Creek, Valley County, Pa. Buffalo Creek, S.W.N. Buffalo County, Pa. Clarion River, Clarion, Pa Loyal llanna, Saltsburg, Pa Crooked Creek, Burrell Co., Pa... Twollek Creek, Homer, Pa Yellow Creek, Homer, Pa Capacity of Catchment area above reservoir. Mean annual flow reservoir in square Capacity of reservoir Height from catch- miles of (1.000,000 of dam. ment area. catchment cubic feet) . area. Sq. miles. Second-feet. Feet. 280 560 275 17,590 38 190 86 148 27 86 1,740 5,677 75 46 92 46 2,990 100 30 60 30 1,950 70 370 636 370 22, 100 251 48 82 48 2,720 118 80 138 80 5,120 149 990 1,700 436 23,850 210 260 472 58 3,180 98 200 340 200 12, 415 110 68 116 52 2,860 122 66 112 66 3,900 150 Area of flow line A eves. 24,000 13,400 4,700 1,860 1,320 5,300 1,390 2,260 6,920 2,200 7,800 1,300 1,620 a Three feet on surface. The highest run-oiT from the Allegheny basin, of which there is authentic record, occurred during the flood that began March 22, 1905, when the highest discharge was 272,000 second-feet. The total flowing past Pittsburg from both the Allegheny and the Monon- gahela was 317,000 second-feet, showing that, in this region at least, the Allegheny Avas the principal cause of the flood in the Ohio. This is not usually the case, however, the Monongahela being more often the principal offender. MONONGAHELA BASIN The drainage area of this river is 7,400 square miles in extent. Excellent topographic surveys covering the entire basin make it possible to determine with a fair degree of completion the storage facilities aft'orded by the basin. The character of the drainage area is somewhat similar to that of the Allegheny. The neatest con- tributor to the flood of ^larch, 1907, was the Monongahela, and the relation of this basin to the Ohio will be discussed in subsequent pages. The Monongahela is canalized from its mouth to Fairmont, W. Va., the slack-water svstem comprising 15 dams and 19 locks, the total cost of which to^June 30, 1905, was $6,023,605. For the mainte- nance of these locks up to the same date the United States has paid $1,694,380. A slack-water system is now proposed for the Yough- ioghenv, consisting of 3 locks and dams at an estimated cost of $600,000. WATER CONSERVATION AND FLOOD PREVENTION 459 Proper manipulation of the reservoirs that are shown to be avail- able in the Monongahela basin would afford an increased stage above that of low water at three sections, namely, the Morgantown bridge, Brownsville, and McKeesport, as shown in the following tables: SECTION BELOW MORGANTOWN BRIDGE Increase of stage Flow required Reservoirs: Full Three-quarters full One-half full Duration of stage (days). 1.0 2.0 3.0 4.0 5.0 545 1,290 2,300 3,600 5,030 1,650 700 392 250 179 1,240 525 293 188 134 825 350 196 125 90 6.0 6,760 133 100 66 SECTION AT BROWNSVILLE, PA. Increase of stage Flow required Reservoirs: Full Three-quarters full One-half full 1.0 2.0 3.0 4.0 5.0 730 1,730 3,070 4,670 6,570 1,740 730 410 270 193 1,300 550 310 203 145 870 365 205 135 96 6.0 8,730 139 104 70 SECTION BELOW McKEESPORT, PA. Increase of stage Flow required Reservoirs: Full Three-quarters full One-half full 1.0 2.0 3.0 4.0 5.0 1,080 2,470 3,940 5,840 8,000 1,500 650 410 280 200 1,120 490 310 210 150 750 325 205 140 100 6.0 10,340 150 117 The above tables show that intelligent manipulation of avail- able storage on the Monongahela would provide ample depth for navigation of the river during low-water seasons. It is possible that the money expended for canaHzation might have been spent to a better purpose in the hills. Now, that the dams are erected, the proper course is to erect the reservoirs and produce profitable power on these dams, so that the system will be self-supporting. The available storage in the Monongahela basin will absolutely conserve 2,800 square miles, or about 38 per cent of the entire basin, the result of which would be to (Uminish the height of the floods along the lower reaches of the Monongahela by at least 50 per cent. Facts concerning the available storage facilities in the basin are set forth in the following table: Selected reservoir sites in the Monongahela River basin Stream and location. Catchment area above res- ervoir. Mean an- nual flow from catch- ment area. Capacity of reser- voir in square miles of catchment area. Capacity of reser- voir (1,000,000 cubic feet). Height of dam. Area of flow line iJunkard Creek, Cass County, W. Va.... Sq. wile.';. 100 40 40 80 40 Second-feet. 270 70 70 140 60 150 40 40 80 40 8,300 2,400 2,800 6,200 2,600 Feel. 100 59 101 155 115 Acres. 5,800 BuSalo Creek, Manningtou, W. Va 2,100 Booths Creek, Monongah,W.Va . Sandy Creek, Grafton. W. Va. . . . Teter Creek, Nestorville, W. Va. . . 1,600 3,600 1,300 460 EEPORT OF THE INLAND WATERWAYS COMMISSION Selected reservoir sites in the Monongahela River basin — Continued Stream and location. Elk Creek, Clarksburg, W. Va... West Fork River, Clarksburg, W. Va Buekhannon River, Buckhannon, W. Va Middle Fork, Tygart, Barbour County, W. Va Cheat River, Tucker County, W. Va Tygart River. Berkeley County, W. Va Tenmile Creek, Millsboro, Pa Whitly Creek, Mapletown, Pa. .. Youghiogheny River, Friends- ville, Md Deep Creek, Garrett County, Md. Cherry Creek, Garrett Countv, Md Muddy Creek, Garrett County, Md Herrington Creek, Garrett County, Md Catchment area above res- ervoir. Mean an- nual flow from catch- ment area . Sq. miles. 100 Second-feet. 170 380 640 310 530 140 230 820 1,400 330 310 66 560 527 112 270 690 Capacity of reser- Capacity voir in of reser- square voir miles of : (1,000,000 catchment jcubicfeet) area. 55 136 100 380 310 140 440 330 283 69 255 55 55 13 11 5,900 24,700 18,800 8,100 23,800 19,100 15,200 3,690 20,270 4,603 4,912 1,065 900 Height of dam. Feet. 92 109 ,77 107 200 142 180 140 240 83 64 70 I 60 Area 'of flow line. Acres. 4,500 15,900 13,200 4,300 6,600 10,000 6,500 2,240 4,220 3,200 3,930 1,100 760 If the above system of storage reservoirs were installed and power developed on the dams that have been erected on the Monongahela for canalization at an expense of over $6,000,000, the income from water-power rental, at an average of $20 per horsepower-year would be $887,000, or an equivalent of a 3 per cent income on an investment of $29,500,000. On the Youghiogheny alone, where it is proposed to install a slack-water system comprising three locks and dams, at an expense of $600,000, proper development of storage will insure the production of a mmimum horsepower of 4,100, the value of which, reckoned on the exceedingly low price of $20 per horsepower-year, would produce a total income of $82,000, which represents an interest of 3 per cent on $2,700,000. This region is a great commercial and manufacturing center and power is in demand. Therefore, the estimate of $20 per horsepower-year is considerably less than that which might reasonably be expected. KA.NAWIIA RIVER The basin of Kanawha River is 12,000 square miles in extent. The river itself is subject to wide fluctuation in stage and the floods are somewhat severe. There have been identified in the Kanawha basin reservoir sites of total capacity sufficient to absolutely conserve the run-ofY from 6,080 square miles, which is 50 per cent of the entire drainage area. The effect of this conservation on floods will be to reduce then heights by more than an equivalent proj)ortion. The effect of such a system of reservoirs on navigation in the Kanawha is important. The present project for improvement of navigation provides for the maintenance of a 6-foot depth along the lower 96 miles of the river. For the first 79 miles this is accom- plished dming low water by 8 movable dams and for the remainder WATER CONSERVATION AND FLOOD PREVENTION 461 of the distance by 2 fixed dams. These dams have been erected at an expenditure of $4,124,526, and $657,000 have been expended for care and operation, this expense increasing annually. Proper ma- nipulation of storage from these reservoirs would produce along the present canalized portion, without the aid of the movable dams, increased depths, as shown in the following table : SECTION ABOVE LOCK NO. 6 Increase of stage Flow required Reservoirs: Full Three-fourths full One-half fuU Duration of stage (days) . 1.0 2.0 3.0 4.0 5.0 6.0 1,570 3,420 5,680 8,400 11,400 14,800 1,860 850 514 347 256 197 1,400 640 380 260 192 148 930 425 257 174 128 98 7.0 18,300 160 120 SECTION BELOW ELK RIVER [About 2i miles above Lock No. 9] Increase of stage Flow required Reservoirs: FuU Three-fourths full. One-half full 1.0 2.0 3.0 4.0 5.0 6.0 700 1,630 2,650 3,710 5,000 6,400 4,170 1,790 1,100 790 580 460 3,100 1,340 830 590 440 340 2,085 895 550 395 290 230 7.0 8,000 365 270 182 From the above table it will be seen that the storage proposed on the upper drainage area of Kanawha River is sufficient to prolong in the steeper section an additional 7-foot stage for a period of one hundred and sixty days with reservoirs full, or one hundred and twenty days with the reservoirs three-fourths full, while at the section below the mouth of Elk River the effect is far more marked. The adtUtional discharge of 8,000 cubic feet per second raises the stage 7 feet. The possibifities along this portion of the river for main- tenance of navigable stage by the release of stored waters are so great that it appears that the installation of the slack-water sj^stem was unnecessary throughout the portion in which movable dams have been installed. Kanawha River basin is capable of great development for water power. The total minimum indicated power along the river and its tributaries, resulting from a recent survey, is shown as 335,000 horse- power, which, with the installation of the proposed storage system, would be enormously increased. For example, if this stored water were equally distributed over an entire twelve months there would be available along the main stem of the Kanawha and New rivers an indicated horsepower of 465,000, in addition to that now available during the low-water season, the value of which, based on a rental of $20 per horsepower-year, would be $9,300,000 annually, equivalent to a 3 per cent income on $310,000,000. 462 REPORT OF THE INLAND WATERWAYS COMMISSION The location of these proposed reservoirs and facts concerning them are set forth in the following table : Selected reservoir sites in the Kanawah River basin Stream and location. Catchment area above reservoir. Mean annual flow from catch- ment area. Capacity of reservoir in square miles of catchment area. Capacity of reservoir (1,000,000 cubic feet) . Height of dam. Secondr-feet. 460 1,350 320 940 16,300 49,900 Feet. 177 190 980 680 32,900 164 250 180 8,000 80 90 60 3,400 74 90 60 3,300 97 1,860 780 35,900 250 5,750 620 3,500 510 390 100 920 100 20,300 6,550 59,400 6,400 135 110 125 100 770 370 2,600 60 40 300 4,000 2,900 19,400 100 100 200 80 GO 4,000 63 100 80 3,400 61 300 110 4,700 65 1,250 890 40,580 128 Area of flow line. Greenbrier River, Pocahontas County, W. Va Elk River, Clay County, W. Va. . Greenbrier River, Lewisburg, W. Va Meadow River, Greenbrier County, W. Va Muddlety Creek, Nicholas County W. Va Blue Creek, Kanawha County, W. Va Gaulev River, Fayette County, W. Va New River, above mouth of Greenbrier River Walker Creek, Giles County, Va. . New River, Radford, Va Reed Creek, Wythe County, Va.. Big Reed Island Creek, Pulaski County, Va Cripple Creek, Wythe County, Va. New River, Carroll County, Va. . Eighteen-Mile Creek, Putnam County, W. Va Thirteeii-Mile Creek, Mason County, W. Va Pocotaligo River, Putnam County, W. Va Coal River, Kanawha County, W. Va Sq. miles. 320 940 680 180 60 60 1,290 3,600 310 1,740 250 380 180 1,290 60 80 230 Acres. 4,700 15,700 11,600 7,000 2,600 2,300 7,500 8,000 3,000 23,000 4,500 2,800 2,000 6,200 2,300 2,000 3,900 20,800 LITTLE KANAWHA AND BIG SANDY RIVERS These two rivers drain important areas in Kentucky and West Vir- ginia. The Little Kanawha has a drainage area of 2,300 square miles, and navigation is quite important. ' There had been expended up to June 30, 1905, the sum of $214,387. Flat-boat navigation extends from the mouth up to Burnsville, W. Va., a distance of 120 miles. The river is not extremely valuable as a power stream, although there are some sites that might be utilized to advantage if the storage facilities on the drainage area were developed. Reservoir sites have been identified that will absolutely conserve the annual run-off from 960 square miles, which is 42 per cent of the entire drainage area. This w^ould have a greater proportional effect upon the height of the floods in the Tittle Kanawha itself, while its effects on floods and navigation in the Ohio will be considered in subsequent pages. The Big Sandy is an important river basin by reason of its enor- mous coal deposits. The drainage area is 3,950 square miles in extent, and the character of the basin is such that it is subject to extreme fluctuations in river stage, and floods are severe. Up to June 30, 1905, the Government had expended on the main stream $955,000, while on the two principal forks it had expended over $60,000. The project for improvement requires the construction of 10 locks and dams on Levisa Fork, between Louisa and Pikeville, Ky., and 8 locks and dams on Tug Fork, between Louisa and the mouth of Pond Creek. WATER CONSERVATION AND FLOOD PREVENTION 463 Three locks and dams will also be required on the main river between Louisa and Catlettsburg. The estimated cost of this improvement is $4,725,000. Sites for reservoirs in the drainage basin are numerous, but for the purpose of abating Oliio River floods and assisting low-water naviga- tion they can all be combined in two reservoirs wliich would store the entire mean annual flow from 3,540 square miles. Tliis would involve the construction of dams on both Levisa and Tug forks, a short dis- tance above their confluence, and the flooding of the countrj^ for long distances above. Especially on Levisa Fork would the flooding be considered somewhat serious at the present time, for there is involved the submergence of Paintsville, Pikes\'ille, and Prestonburg, towns of about 500 inhabitants each, all three being county seats. Wliile the small size of these towns simplifies the problem so far as practical reservoir construction is concerned and the damages involved would not be great in proportion to the total cost of the reservoir, it would involve consiilerable disturbance in the political afl'airs of these three counties. Wliile it is true that the thfficulties are more apparent than real, the submergence of these towns could be efl'ected only by overcoming considerable local opposition. The practicabihty of the installation of these reservoirs, from an engineering standpoint, and their economic importance to the Oliio River is such that their instal- lation is recommended in spite of the submergence above discussed. Of course, it is true that a portion of the storage involved in these two reservoirs could be efl'ected by the construction of several smaller ones that would not interfere with the towns in question. An alterna- tive plan would be to postpone the construction of these reservoirs until all the other developments have been effected, by which time the practicability of the whole scheme and the enormous advantages arising from it would overcome all local opposition and the force of pubhc opinion would carry these reservoirs through. The locations of the reservoirs on Little Kanawha and Big Sandy rivers, together with facts relating thereto, are shown in the following table : Selected reservoir sites in the Little Kanawha and Big Sandy River basins Stream and location. Catchment area above reservoir. Mean an- nual flow from catch- ment area. Capacity of reservoir in square miles of catchment area. Capacity of reservoir (1,000,000 cubic feet). Height of dam. Sq. miles. 30 Second-feet. 40 10 420 Feet. 100 140 200 120 5,600 105 680 980 680 35,210 97 150 220 150 8,060 96 -2, 100 2,940 2,100 104, 722 86 1,440 2,020 1,440 72,860 150 Area of flow line. Indian Creek, Murphy Co., W. Va. South Fork, Hughes River, Mur- phy County, W. Va Little Kanawha River, Gilmer County, W. Va Right Fork, Steer Creek, Gilmer County, W, Va Levisa Fork, Big Sandy River, Lawrence County, Ky Tug Fork, Big Sand'y River, Wayne County, Ky Acres. 260 2,610 24,120 4,970 66,400 41,300 464 REPORT OF THE INLAND WATERWAYS COMMISSION KENTUCKY, LICKING, SCIOTO, AND GREAT MIAMI RIVER BASINS Complete surveys are not available over any of these basins and therefore a complete estimate of the possibilities arising from conser- vation on these areas can not be stated here. Were more information available a far greater reservoir capacity would be shown, and conse- quently the effect on Ohio River would be greater than is indicated in tills discussion. Facts concerning these reservoir sites are set forth in the following table : Selected reservoir sites in the Kentucky, Licking, Scioto, and Great Miami river basins Stream and location. Catchment area above reservoir. Mean an- nual flow from catch- ment area. Capacity of reservoir in square miles of catchment area. Capacity of reservoir (1,000,000 cubic feet). Height of dam. Area of flow Hne. Kentucky River, Beattyville, Ky Sq. miles. 1,870 470 600 335 770 162 Second-feet. 2,580 648 750 .335 770 162 1,810 470 590 84 116 82 95 79,000 22,100 23,300 2,690 3,700 2,600 3,000 Feet. 120 90 110 55 58 60 Acres. 38,200 South Fork Kentucky River, 16,000 Licking River, West Liberty, Ky. Olentangy River, southeastern 12,000 2,760 Scioto River, Delaware, Ohio Alum Creek, Westerville, Ohio Miami River, headwaters, Ohio . 4,400 3,160 CUMBERLAND RIVER Conditions with reference to surveys in the Cumberland River basin are similar to those already stated for the Kentucky and other streams. A complete statement of the possibilities of conservation can not be given here. In the following table are set forth the storage facilities identified on those portions that have been surveyed: Selected reservoir sites in the Cumberland River basin Stream and location. Catchment area above reservoir. Mean annual flow from catch- ment area. Capacity of reservoir in square miles of catchment area. Capacity of reservoir (1,000,000 cubic feet) . Height of dam. Area of flow line. Cumberland River, Williams- Sq. miles. 950 670 650 1,180 640 Secondr-feet. 1,190 840 980 1,770 800 950 670 300 460 632 41,600 26, 790 14,540 22,110 25,000 Feet. 82 115 100 150 140 Acres. 33,710 Cumberland Rivor, Pinoville, Ky . CoUins River, Minnville, Tenn Cauey Fork River, east of Smith- 14,890 9,980 6,520 Rockcastle River, Rockcastle 15,500 TENl LESSEE RIVER Tennessee River has a drainage area of -89,000 square miles. The character of its basin varies from the mountainous portions in the Appalachian region to the flatter country extending across the west- ern end of Kentucky. It is a river subject to great amplitude in river stage due to descending floods which have in the past been ex- tremely destructive to property and especially to agricultural land. WATER CONSERVATION AND FLOOD PREVENTION 465 Tennessee Rivor forms a system of internal waterways, capable of being navigated more than 1,300 miles bv steamboats. In the year 1904, the tomiage amounted to 1,607,000 tons, valued at 830,000,000. Improvements on the river up to June 30, 1905, amounted to $7,178,- 000. The Government projects are considered in three sections: First, that part of the river Ipng above Chattanooga, Tenn. ; second, that part lying between Chattanooga and Riverton, Ala. ; and third, that part from Riverton to the mouth. Under the present project, it is the intention to develop a mean low-water depth of 3 feet in the first section. This, of course, even if it were successfid would not encourage any great amount of water transportation along this stretch of the river, because under modern transportation conditions small draft boats can not be operated with profit. Along the second section, navigation is possible from six to nine months of the year only. There are shoals in the river wliich have been overcome or are in process of being overcome by Government canalization. On the lower section of the river there is a moderate and uniform slope, with original low-water depth of about 3.5 feet over the lower 196 miles and 2 feet over the remainder of the distance up to Riverton. The present Government project is to obtain by dredging a channel not less than 5 feet deep at mean low water. The prospects for power development, especiall}" in the highland portions of the river, are enormous. The minimum indicated power developed by the low- water flow of the river and its tributaries is over 1,000,000 horse- power. The profitable development would be far greater than this, while if the system of storage reservoirs available for construction were erected the power would be increased from 10 to 12 times. Available reservoir sites in the portions of the river basin that have been surveyed will conserve the entire annual flow from 12,800 square miles of drainage area, or 33 per cent of the entire drainage area of the Tennessee. Were these reservoirs constructed, the effect on floods in tliis river would be to reduce them by a far greater per cent than that above stated. The reservoirs practically cover the upland areas, and the contrast between tliis and the remaining por- tion of the area is especially marked. The effect of the regulated discharge of the stored water above indicated will be shown along tlu"ee broad sections of the river. The first at Knoxville; the second at Chattanooga; and the third below Riverton. The facts given will represent the tlii*ee sections of the river along which improvement has been attempted and, although the total storage above described is not advocated for purposes of navigation, the effects of the same in increasing the stage of the river during low-water seasons will be set forth in the following tables which are similar to those already given. 466 REPORT OF THE INLAND WATERWAYS COMMISSION SECTION AT KNOXVILLE Duration of stage (days) . Increase of stage Flow required 1.0 970 4,250 3,187 2,125 2.0 3,220 1,280 960 640 3.0 6,380 647 485 323 4.0 9,930 416 312 208 5.0 13,700 300 225 150 6.0 17,670 233 174 116 7.0 21,840 189 142 95 8.0 26,210 157 117 78 9.0 30,780 134 100 67 10.0 35,300 Reservoirs: Full 117 Three-fourths full . . . One-half full 87 58 SECTION AT CHATTANOOGA Increase of stage Flow required Reservoirs: FuU Three-fourths full . One-half full Increase of stage Flow required Reservoirs: Full Three-fourths full , One-half full 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 2,780 6,540 11,040 16,000 25,580 27,870 34,470 41,070 47,670 2,890 1,230 728 502 314 288 233 196 168 2,167 922 546 376 160 216 174 147 126 1,445 615 364 351 107 144 116 98 84 10.0 54,270 148 111 74 SECTION BELOW RIVERTON 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 1,440 4,200 7,600 11,500 15,900 20,800 26,000 31,600 37,500 5,600 1,900 1,060 700 500 390 310 250 210 4,200 1,430 790 520 380 290 230 190 160 2,800 950 530 350 250 195 155 125 105 10.0 43,600 180 138 90 The facilities for reservoir construction in the basin are set forth in the following table: Selected reservoir sites in the Tennessee River Basin Stream and location. Catchment area above reservoir. Mean an- nual flow from catch- ment area. Capacity of reservoir in square miles of catchment area. Capacity of reservoir (1,000,000 cubic feet) . Height of dam. Area of flow line. So. miles. 780 Second-feet. 1,080 690 30,400 Feet. 180 Acres. 10,000 940 560 570 1,590 770 790 270 390 380 14,700 18,500 17,100 100 100 100 10,200 8,500 12,000 3,400 5,300 3,300 163,500 160 49,000 4,050 6,300 4,000 199,600 200 70,000 290 450 290 17,400 94 12,100 2,520 7,000 860 78,000 100 54,400 380 1,050 80 7,340 100 5,120 2,110 2,900 600 26,500 60 30,000 180 500 75 6,700 150 2,840 550 240 1,450 410 380 20 .32,400 1,000 200 40 11,080 1,6S0 240 100 510 260 60 40 4,130 2,240 100 100 2,880 1,600 60 220 20 2,720 50 3,800 2,040 4,300 1,1.30 77,500 70 70,000 80 160 80 5,260 60 6,300 110 220 100 6,330 60 7,400 330 660 60 4,000 fiO 5,500 Clinch River, Scott County, Va . Nolichucky River, Greenville, Tenn Clinch River, Sneedville, Term... Powell River, Jonesville, Va Holston River, northeast of Knox ville, Tenn French Broad River, east of Knox ville, Tenn Little River, south of Knoxville, Tenn Little Tennessee River, Loudon County, Tenn Little Tennessee River, Swain County, Tenn Clinch River, Roane County, Tenn Cheoah River, Graham County, N.C Hiwassee River, Cherokee Coun- ty, N. C Nottely River, Union County, Ga. Toccoa River, Fannin County, Ga Iliwassee River, Hiwassee, Ga Tennessee River, Rabun County, Ga H .vassee River, near mouth, Tenn West Chickamauga Creek, Walker County. Ga South Chickamauga Creek, Ca- toosa County, Ga Sequatchie River, Sequatchie County, Tenn WATER CONSERVATION AND FLOOD PREVENTION 467 SMALLER TRIBUTARIES OF OHIO RIVER Topograpliic surveys are available along some of the smaller tribu- taries of the Oliio that show good facilities for conservation. As units, they do not appear of sufficient importance to treat separately with reference to floods, navigation and water power, and therefore the facts are included in the following table. It will be observed that their united capacity is considerable and mil have highly impor- tant effects on the main river. They will conserve the annual flow from 3,933 square miles. Selected reservoir sites in smaller tributaries of Ohio River Stream and location. Catchment area above reservoir. Mosquito River, northeast of Sq. Warren, Ohio I Raccoon Creek, Below Beaver, I Little Beaver River, Columbiana County, Ohio Yellow Creek, Hammonds%alle, Ohio Buffalo Creek, Brooke Coimty, W. Va Wheeling Creek, Wheeling, W. Va. Guyandotte River, Lincoln County, Ky Mud River, Cabell County, Ky Middle Island Creek, St. Mary's W. Va Little Muskingum River, Law- rence County, Ohio East Fork Duck Creek, Lower Salem, Ohio Fish Creek, southeastern Mar- shall County, W. Va Captina Creek, southeast of Bel- mont County, Ohio miles. 87 160 530 176 136 220 1,290 270 276 108 226 160 |Capacity of Mean an- reservoir in Capacity of nnal flow I square reservoir from catch-' miles of (1,000,000 ment area.' catchment cubic feet) area. Second-feet. 98 272 900 299 231 374 i 1,800 378 860 414 162 384 272 87 160 Height of dam. Feet. 517 27,800 158 8,480 136 218 7,690 11,700 1,290 136 58,460 6,120 470 25,520 276 14,050 108 5,400 226 13,400 151 8,225 30 160 240 150 150 170 125 100 119 117 85 181 155 Area of flow line. Acres. 7,000 2,400 7,440 3,720 1,880 3,740 32,000 4,200 14,000 8,100 4,300 4,000 2,760 Facts concerning reservoir facilities of the various tributaries of the Ohio have now been given. It should be noted that the informa- tion concerning some of the tributaries is not complete and that some of the large tributaries are not represented. The greater part of the area covered lies to the south of the Oliio, wliile surveys of the north- ern tributaries are somewhat sparse. For tliis reason it has been necessary to omit from consideration laro;e affluents of the Ohio, like the Wabash, Green, and Muskingum, while the Scioto and Miami are practically without representation. The consideration of floods on the Ohio will proceed without them, and if it can be sliowm that the incom- plete reservoir system heretofore presented will abate floods in the Ohio the efficiency of the system and the integrity of the principle will have been demonstrated. FLOODS ON THE OHIO All floods on the Ohio do not have a common origin. At times they arise in the upper part of the river and by the time they have reached the lower portion have become so flattened out that they cause no damage or apprehension. Again, floods sometimes visit 468 REPORT OF THE INLAND WATERWAYS COMMISSION the region of Evansville and Paducah, which have not caused alarm in the vicinity of Pittsburg and Wheehng. Of course, it is true that whenever a flood descends from the upper tributaries its effect is traceable tliroughout the length of the river, but its magnitude may not be such as to approach the danger line in the lower part of the stream. The two great floods during the last quarter of a century occurred in 1884 and 1907. Those which occurred in the intervening period, while serious in themselves, are not important in comparison with the two great floods above men- tioned. Available records of the flood of 1884 are not satisfactory except for the main stream at Wheeling and at Paducah. We can secure from these two series of records a very good idea of the progress of the flood, but the information concerning the contributary area is entirely lacking. Both the floods of 1884 and 1907 were above the danger line at Wheeling for a period of five days. The greatest height of the earlier flood was 51.5 feet on the Wheeling gauge, wliile that of the later flood was 48.9. The difl'erence is so slight that in computing the effect of storage either might be used as a maximum, but inas- much as we are fully acquainted with the conditions during the flood of March, 1907, it will be used to test the efficiency of the proposed storage system. There will also be included the flood of January, 1907. These two floods were entirely different in their effects and progress. The flood of January did the greatest damage in the lower portion of the river, while that of March arose in the upper portion of the basin, principally in the Monongahela drainage area, and did its greatest damage there. They will, therefore, serve as excellent types upon which to base an opinion of the reservoir system as a means of preventing floods. We will, therefore, con- sider these two floods in turn, starting at Pittsburg and ending at Cairo, for the purpose of showing what would have been the effect had the reservoir system proposed in previous pages actually been installed and in operation at that time. Records show that floods never arise over the entire Ohio basin at one time. So far, only one-fourth to one-third of the total area has been involved in any flood. Should all the basin be involved sinuiltaneously, the damage would be beyond computation, in the lower Mississippi as well as in the Ohio, and all human efforts at abatement would be ineffectual. This, of course, is true in any large basin; our past, present, and future safety lies in the fact that only small portions of any large basin are in flood simultaneously. We can provide protection for only these partial floods, but the partial protection is quite worthy of accomplishment. At Pittsburg, Pa. — The drainage area of Ohio River above Pitts- burg, Pa., is 18,800 square miles, while the area studied for conserva- tion is 4,575 square miles, or about 25 per cent of the entire area. The courses of the two floods and the computed efl'ect of storage are given in the following table : WATER CONSERVATION AND FLOOD PREVENTION 469 Estimated effect of storage on floods of January and March, 1907, at Pittsburg, Pa.- Danger line 22 feet, equivalent to flow of 214,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. h^etg"h^t. Di-l^rge. Discharge. «-|,«. Jan. 19. 20. 21. Second-feet. Second-feet. 21.4 ! 205,000 142,000 23.2 230,000 160,000 18.8 170,000 118,000 16.6 18.0 14.5 FLOOD OF MARCH Mar. 13 12.7 98,000 71,000 U.O 14 30.8 344,000 249,000 24.5 15 35.1 412,000 298,000 27.7 16 22.8 225,000 163,000 18.2 17 15.7 131,000 95.000 12.5 During the January flood 67 per cent was derived from the Monon- gahela. It will be noted in the table that this flood would not have reached the danger line had the storage system been installed. In the March flood 45 per cent of the water came down the Allegheny, in which basin, as has alread}^ been explained, surveys showing all the reservoir possibilities have not been made. Were these surveys available, the additional reservoir sites that they would reveal would, if included in the estimate, materially reduce this percentage. The table shows that, with the storage now identified, the March flood would have reached a height of 5.7 feet above the danger line, instead of the 13 feet which actually occurred. It should be recalled that the reservoirs included in the aibove estimate conserve the torrential flow, as explained on page 456, so that the method of proportionate estimate here used does not do justice to the efficiency ot the proposed system. Again, it should be recalled that the full economical storage capacity in the Allegheny has not been included in the estimates. Were it possible to make use of these two important factors it would be demon- strated that the March flood would not have arisen to the Pittsburg danger line. The small flow in excess of the danger-line flow would readily be dispersed with either factor. At Wheeling, W. Va. — The total drainage area above Wheeling is 23,800 square miles, of which the system heretofore proposed will absolutely conserve 5,850 square miles, or 24 per cent. The danger line at Wheeling is 36 feet, which corresponds to a discharge of 287,500 cubic feet per second. Between Pittsburg and Wheeling enters the Beaver River, with a drainage area of 3,050 square miles. Lack of suitable surveys has made it impossible to consider storage facilities in the Beaver basin. Only one reservoir, of a capacity sufficient to conserve 87 miles of drainage area, has been identified. Therefore the effect sho^vn at Wheeling will not do justice to the conservancy plan. It involves the h3^pothesis that this river, which, for ten days during the March flood, discharged an average of 39,000 cubic feet per second, must remain entirely unconserved. Of course this is not true, as could be shown were surveys available. On the minor streams between Pittsburg and Wheeling there is an area available 470 REPORT OF THE INLAND WATERWAYS COMMISSION for conservation of 1,189 squaji-e miles. The run-off from the areas covered by these streams was 13 second-feet per square mile. The behavior of the floods at Wheeling under free and under con- served conditions is given in the following table: Estimated effect of storage on floods of January and March, 1907, at Wheeling, W. Va. — Danger line 36 feet, equivalent to flow of 287,500 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 19 V 31.6 36.1 35.9 Second-feet. 240, 100 288, 600 286, 400 Second-feet. 169,000 203,000 201,000 24.5 20 28.0 21 27.8 FLOOD OF MARCH Mar. 13 14 15 16 17, 18 17.5 107,000 78,000 37.9 308, 700 225,000 47.8 426,400 311,000 48.9 440,200 320,000 38.0 309,800 226,000 27.9 202,200 147,000 14.0 30.2 38.1 38.9 30.2 22.1 The figures show that there would have been an excess of 1.9 feet above the danger line in the March flood if the reservoir sj^s- tem herein described were installed ; but, recalling the fact that the computations here made do not take account of three facts : first, the checking of torrential flow; second, lack of full reservoir development in the Allegheny; third, lack of same in the Beaver, it is certain that, had the computations been given the benefit of any one of them it would be shown that the March flood would not have reached the danger line. At Parkershurg, W. Va. — Above Parkorsburg there is a drainage area of 37,200 square miles, of which 8,100 or about 22 per cent is here included in conservancy. Between Wlieeling and Parkersburg, the principal streams entering the river are the Muskingum, drainage area 7,740 square miles, and the Little Kanawha, wliich enters at Parkersburg, draining 2,300 square miles. In addition to this, there are numerous small streams which contribute largely to floods in the river. We have, on the Muskingum no data showing possible storage reservoir sites, and therefore the estimates are presented without considering them. On the Little Kanawha there have been identi- fied reservoir sites to provide for the absolute conservation of 960 square miles — or 42 per cent of the total. The minor streams enter- ing the Ohio between Wlieeling and Parkersburg will furnish reservoir sites for the absolute conservation of 1,231 s(|uare miles. Consider- ing now the distribution of this flood above Parkersburg, we have already cited the run-off on the upper tributaries; on the minor streams between Wheeling and Parkersburg there was a run-off of 10 second-feet per square mile in January and of 12 second-feet in March. On the Little Kanawha, the run-off was 7 second-feet per square mile in January and 8 in March, while on the Muskingum, concerning which we have no reservoir data, there was a run-off of 8.8 second-feet WATER CONSERVATION AND FLOOD PREVENTION 471 in January and 12 in March. Thus it will be seen that all the storage reservoirs were effective in both floods and there are no errors in- volved in extending the proportionate estimate down to this point. We have, then, two large wild tributaries entering the Ohio above Parkersburg, neither of which is considered as having storage reser- voir facilities. The result under such an hypothesis is shown in the following table: Estimated effect of storage on floods of January and March, 1907, at Parkersburg, W. Va. — Danger line 36 feet, equivalent to a flow of 336,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 16 34.4 36.3 38.4 38.0 39.3 39.9 39.1 34.8 Second-feet. 315,000 340,000 370,000 360,000 380,000 385,000 375, 000 320,000 Second-feet. 236,000 255,000 277,000 270,000 285,000 289,000 281,000 240,000 27.6 17 29.3 18 31.1 19 30.5 20 31.8 21 32.2 22 31.5 23 27.9 FLOOD OF MARCH Mar. 14 37.0 48.1 51.4 50.9 43.6 40.0 35.0 350,000 500,000 550,000 540,000 440,000 390,000 325,000 270, 000 386,000^ 425, OOr 418,000 340,000 233,000 252,000 30.6 15 39.8 16 42.7 17 42.1 18 36.1 19 33.1 20 28.9 The flood of March, as shown by the above table, submerged the danger line for a period of six days, the deepest submergence being 15.4 feet. Reservoirs would have reduced this to a point below the danger line. Even in the above table the submergence, with only partial reservoir system considered and taking no account of the torrential feature explained on p. 14, occurred only three days and the maximum was 6.7 feet. At Point Pleasant, W. Va. — The next point of observation is Point Pleasant, above which there is a total drainage area of 51,500 square miles, of which 14,100, or 27 per cent, is here included in con- servancy. Between these two points, the only rivers of importance that enter the Ohio are the Kanawha and Hocking. The former has a drainage area of 12,000 square miles, of which about 6,000 is conserved under the plan proposed in previous pages. No con- servation in the Hocking Valley is considered in present computations. It should be noted here that the Great Kanawha poured into the Ohio during the January flood a run-oft' equivalent to 5.5 secontl- feet per square mile, or over 60,000 cubic feet per second, and during the March flood a little less. Point Pleasant is an exceedingly troublesome place during floods, by reason of the fact that the danger line there is so low. There is no place along the river better suited to test severely the merits of the conservation scheme than Point Pleasant. It would seem that if anything like a good showing is 472 EEPOET OF THE INLAND WATERWAYS COMMISSION made by our system at this point, then, can the scheme be regarded with confidence. The danger fine at Point Pleasant is 39 feet on the gauge, equiv- alent to 332,000 cubic feet per second. It will be significant to con- trast this with the danger-line capacity at Parkersburg, where the flow at the danger line is 336,000 cubic feet per second, although the drainage area is less by 14,300 square miles than at Point Pleas- ant. The effects of the floods of January and March, 1907, and the effects that the proposed storage system would have, had it been installed at the time, are set forth in the following table: Estimated effect of storage on floods of January and March, 1907, at Point Pleasant, W. Va. — Danger line, 39 feet, equivalent to a flow of 332,000 second-feet FLOOD OF JANUARY Jan. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. . 25. Day. Eflect without conservation. Gauge height. 36.8 4.3.2 46.0 50.1 52.0 51.9 50.5 48.7 46.0 42.3 34.5 Discharge. Second-feet. 305,000 390,000 430,000 485,000 515,000 510, 000 490, 000 465, 000 425, 000 375, 000 275, 000 Probable effect with conservation. Discharge. Second-feet. 219, 000 280,000 309,000 349,000 370,000 367,000 352,000 334, 000 305, 000 270, 000 198, 000 Gauge height. 29.8 35.0 33.2 40.2 41.7 41.5 40.5 39.2 36.9 .34.0 29.8 FLOOD OF MARCH Mar. 14 15 34.3 46.4 52.4 54.7 54.8 ,52.7 48.7 44.9 42.7 ■30.5 36.8 270, 000 430, 000 520,000 550, 000 555,000 525,000 465,000 410, 000 .380,000 350,000 305,000 207, 000 325, 000 393,000 415,000 419, 000 396,000 351,000 309,000 287, 000 264, 000 230,000 29.0 36.5 16 43.5 17 18 45.2 45.5 19 20 43.9 40.5 21 22 23 24 37.1 35.6 33.6 30.6 The above figures show that the danger line would have been sub- merged in both floods with the storage system here considered; in the January flood it would have been submerged by 2.7 feet, and in that of March by 6.5 feet. The result is eminently satisfactory; by making allowances for unsurveyed areas and check of torrential flow noted in previous pages, it will be appreciated that no damage would have arisen at Point Pleasant by reason of either flood had the stor- age system been installed. At Huntington, W. Va. — Above Huntington, W. Va., the Ohio River system is 58,600 square miles in extent, of which 15,500, or 26 per cent, is here included in conservancy. Between Point Pleasant and Huntington the i)rincipal tributary" of the Ohio is the Guyandotte, on which there have been identified reservoirs sufficient to conserve an area of 1,426 square miles. WATER CONSERVATION AND FLOOD PREVENTION 473 The danger line at Huntington is 50 feet, equivalent to a discharge of 432,000 cubic feet per second. Examination of the following table will show that the reservoir system herein considered would, without allowances being made for any feature, have reduced the floods of January and March, 1907, at Huntington below the danger line, making the maximum gauge height 48.2, or 1.8 feet below said line. Estimated effect of storage on floods of January and March, 1907, at Huntington, W. Va.- Danger line, 50 feet, equivalent to a fvow of 432,000 second-feet FLOOD OF .TANUAUY Effect without conservation. Probable effect with conservation. Day. Gauge height. Discharge. Discharge. Gauge height. Jan. 16 46.8 61.0 54.0 57.1 57.8 56.5 54.5 52.0 48.7 Second-feet. 390,000 445,000 485,000 525,000 535,000 520,000 495,000 460,000 415,000 Second-feet. 279,000 318,000 347,000 375,000 383,000 372,000 354,000 329,000 296,000 38.0 17 41.2 18 43.5 19 45.7 20 46.2 21 45.4 22. ... 44.0 23 42.1 24 39.5 FLOOD OF MARCH Mar. 15 " 48.4 55.2 57.9 58.4 57.2 54.5 50.6 47.7 410,000 500,000 540,000 545,000 530,000 490,000 440,000 400,000 307,000 375,000 405,000 407,000 392,000 367,000 330,000 300,000 40.4 16 45.7 17 47.9 18 19 20 48.2 47.4 45.1 21.. 42.1 22 39.8 At Catlettshurg, Ky. — Catlettsburg is 8 miles below Huntington; above the former there is a drainage area of 59,300 square miles, of which the present figures provide absolute conservation for 19,100 square miles. The Big Sandy River joins the Ohio at Catlettsburg. It has a drainage area of 3,950 square miles, of which there are facil- ities in the drainage area for the conservation of about 90 per cent, or 3,540 square miles. The records show that the contribution made by the Big Sandy to the floods of 1907 was 5 and 4 second-feet per square mile, respectively, or about the same as those of neighboring drainage areas. Therefore, there is no adjustment to be made in the method of determining the effect of reservoirs by proportionate run- off. The following table gives a record of the floods of January and March, 1907, and the estimated effect of the proposed reservoir sys- tem. It will be seen that in neither case would the danger line have been reached, and this on only partial con^^ervation and with no allowance for the checking of torrential run-off. 31673— S. Doc. 325, 60-1 31 474 REPORT OF THE INLAND WATERWAYS COMMISSION Estimated effect of storage on floods of January and March, 1907, at Catlettsburg , Ky. — Danger line 50 feet, equivalent to a flow of 428,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 16 47.8 52.4 55.4 59.0 59.9 58.4 56.4 53.0 50.6 45.0 Second-feet. 400.000 460. OOO 500,000 550,000 560.000 540.000 515, 000 470,000 435,000 365,000 Second-feet. 275,000 317, 000 345. 000 379,000 386,000 372,000 355, 000 324.000 300.000 252,000 38.0 17 41.4 18 43.6 19 46.3 20 46.8 21 45.7 22 44.4 23 .. 42.0 24 40.0 25 . 36.0 FLOOD OF MARCH Mar. 15 16 17 18 19 20 21 22 49.0 415,000 303,000 57.2 525,000 384,000 59.8 560,000 410,000 60.4 570,000 417,000 59.6 500,000 410,000 56.4 515,000 377,000 52.3 460,000 336,000 49.0 415,000 303,000 40.3 46.6 48.5 49.1 48.5 46.0 42.9 40.3 At Portsmouth, Ohio. — Scioto River, which has a drainage area of 6,400 square miles, enters the Ohio at Portsmouth. The total drainage area of the Ohio above Portsmouth is 66,300 square miles, of which 19,519, or about 30 per cent, is here included in conservancy. Full reservoirs in the Scioto basin would probably increase this pro- portion, but the present estimate includes only 441 miles. Ports- mouth has suffered frequently from floods, and especially during the floods of January and March, 1907. ,The progress of the flood at Portsmouth during the high stages and the computed effect of the storage system are given in the following table. It will be seen that there would have been complete protection in both cases. Estimated effects of storage on floods of January and March, 1907, at Portsmouth, Ohio. — Danger line 50 feet, equivalent to a flow of 407,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge heigiit. Discharge. Discharge. Gauge heiglit. Jan. IC : 48.6 53.4 56.3 59.3 60.9 60.7 59.2 57.5 54.7 50.0 Second-feet. 390.000 450,000 485, OCO 525, 0"0 54.5,000 540.000 525.000 500.000 465.000 407,000 Second-feet. 270,000 311.010 335.000 303.000 377,0''0 373. OCO 363.000 346,000 321,000 281,000 38.4 17 42.1 18 44.1 19 20 21 22 23 24 25 46.4 47.5 47.2 46.4 45.0 43.0 39.6 WATER CONSERVATION AND FLOOD PREVENTION 475 Estimated effects of storage on floods of January and March, 1907, at Portsmouth, Ohio — ■ Danger line 50 feet, equivalent to a flow of 407,000 second-feet — Continued FLOOD OF MARCH Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Mar. 14. . 39.5 52.2 58.6 60.5 60.8 59.8 58.1 55.6 52.4 51.0 46.8 Second-feet. 280,000 435,000 515,000 540,000 545,000 530,000 510,000 475,000 435,000 4:0,000 365,000 Second-feel. 205,000 318,000 377,000 395,000 399,000 388,000 373, 000 347,000 318,000 307,000 207,000 33 15 ... 42.7 16. 47.5 17. 18. 49.0 49.3 19. 20 48.4 47.3 21 4.5.2 22 42.7 23. 41.8 24. 38.2 At Maysville, Ky. — At Maysville, Ky., 53 miles below Portsmouth, Ohio, the effect would be similar to that at Portsmouth. During the flood of January the river was above the danger line of 50 feet for a period of nine days; the maximum being 60.3 feet, equivalent to a flow af 620,000 cubic feet per second. The reservoir system here con- sidered would reduce this entirely below the danger line, making the maximum gauge height 49.6 feet, or 0.4 foot below the danger line. During the March flood the river was above the danger line eight days, the highest submergence thereof being 9.2 feet. The reservoir system would have reduced tliis to the danger line. At Cincinnati, Ohio. — We come now to a consideration of floods at Cincinnati, Ohio, above which there is in the Ohio basin a drainage area of 73,900 square miles. Of this, the present report proposes to conserve 20,100 square miles, or 27 per cent of the whole. Licking River, a tributary basin, 3,870 square miles in extent, enters the Ohio from the south just above Cincinnati. The present report provides for the complete conservation of 590 square miles of the Licking basin. During the floods of 1907, the average run-off from Licking River was, for a period of ten days in each case, 21,000 cubic feet per second. The maximum was much higher than this. This unre- strained discharge on the top of an already gorged channel aggra- vated the conditions at Cincinnati. The Great Miami, too, was a factor. Although it enters the Ohio below Cincinnati, its enormous discharge of water during this flood had a backwater effect, and caused a higher stage at Cincinnati than would have occurred had the Miami been properly conserved. The danger Hue at Cincinnati is 50 feet on the gauge, equivalent to a flow of 415,000 cubic feetper second. This is a low danger line, rep- resenting less channel capacity than the danger lines at Maysville and Catlettsburg on the river above. The effect of the floods on the river and the effect of storage according to the system proposed would be as follows: 476 KEPOKT OF THE INLAND WATERWAYS COMMISSION Estimated effect of storage on floods of January and March, 1907, at Cincinnati, Ohio — Danger line 50 feet, equivalent to a flow of 415,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 15 47.2 51.1 55.7 59.4 61.9 Second-feet. 375,000 430,000 500,000 560,000 595,000 630,000 645,000 640,000 615,000 585,000 540,000 475,000 390,000 Second-feet. 272,000 311,000 362,000 405,000 435,000 456,000 400,000 403,000 445,000 423,000 391,000 344,000 282,000 39.7 16 42.6 17 46.2 18 49.2 19 50.9 20 64.1 52.6 21 65.1 64.6 63.2 61.2 58.1 53.3 22 23 53.1 51.9 24 50.5 25 48.2 26 27 54.0 48.0 44.9 40.5 FLOOD OF MARCH Mar. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 41.0 290,000 220,000 50.3 420,000 318,000 54.1 475,000 360,000 57.6 530,000 401,000 00.2 570,000 431,000 61.6 590,000 447,000 62.1 600,000 455,000 61.3 590,000 447,000 59.8 565,000 428,000 57.5 530,000 401,000 54.8 490,000 371,000 52.3 450,000 341,000 1 49.4 405,000 307,000 35.5 43.1 46.0 48.9 51.0 52.0 52.6 52.0 50.8 48.9 46.8 44.7 42.2 According to the computations in the above table, the reservoir system would have reduced the January flood to a total period above the danger line of five days and a maximum height of 53.3 feet, or 3.3 feet above the danger line, while the March flood would have been reduced somewhat more. Here, again, we are obliged to urge consideration of the factors that are left out of account in these computations. Utilization of all the conservation facilities on the drainage area above, and a proper accounting for the fact that it is the torrential flow that would be conserved, would in actual practice reduce the gauge height as shown by this proportional computation below the danger fine. How far below, we do not know, but a fair- minded consideration of the matter will show that it would be well down to the point of safety. At Madison, Ind. — The danger line at Madison is 46. feet, equiv- alent to a flow of 530,000 cubic feet per second in the channel. Between Cincinnati and Madison enter the Great ^liami and Ken- tucky rivers. The former has a drainage area of 5,400 square mfles, and it is necessary in this paper to consider it practically uncon- served. The latter has a basin of 7,870 sc{uare miles extent, and partial surveys which do not permit of a thorough consideration of storage facilities reveal storage-resers^oir sites of capacity sufficient to conserve 2,280 square miles. Madison, situated shortly below the entrance point of two great tributaries of the Ohio, subjects the conservation data included in this report to a severe test. The WATER CONSERVATION AND FLOOD PREVENTION 477 Miami contributed a comparatively enormous amount of water in both floods, yet we have no means of determining how much might have been conserved. So far as these computations are con- cerned the river must nm wild. The Kentucky also contributed a large amount of water, and, as above stated, we have for these computations the benefit of only partial surveys. Even under these unfavorable conditions, the following table shows entirely satisfactory indications. The January flood would have submerged the danger line 1.2 feet. A little more storage on the Kentucky and Miami rivers would have reduced this considerably below the line. Estimated effect of storage on floods of January and March, 1907, at Madison, Ind. — Danger line 46 feet, equivalent to a flow of 530,000 second feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 17 45.9 49.1 51.6 54.2 56.1 56.7 56.3 55.1 53.0 50.2 46.0 Second-feet. .530,000 590,000 640, 000 700,000 740,000 750, 000 740,000 720, 000 Second-feet. 392, 000 436,000 474,000 518,000 . 547, 000 555,000 547,000 432 000 36.5 18 41.2 19 43.2 20 4.5.4 21 47.0 22 47.2 23 47.0 24. . . 46.3 25 670,000 I 495,000 620,000 459,000 530,000 1 392.000 44.3 26 42.5 27 . 36.6 FLOOD OF MARCH Mar. 14 15 16 17 18 19 20 21 22 23 24 25 42.7 460,000 .353,000 46.3 5.30,000 406,000 47.9 570,000 437,000 49.9 610,000 468,000 51.3 640,000 491,000 51.9 650,000 498, 000 51.7 650,000 498,000 51.1 630,000 483,000 49.9 610,000 468,000 48.2 570, 000 437,000 46.2 530,000 406, 000 44.1 400,000 376,000 .37.0 39.8 41.4 43.0 441 44 5 44 5 43.8 43.0 41.4 .39.8 38.2 It is of interest to note that the tables relating to the upper end of the river show the March flood highest. Farther down they appear about equal, while the Madison table shows the greater seventy of the January flood along tliis portion of the river. At Louisville, Ky. — The observations concerning Madison apply to Louisville. The following table shows that, with conservation included in the computations in this report, the January flood would have submerged the danger line 2 feet. This amount is negligible in view of considerations previously described in similar cases. 478 KEPORT OF THE INLAND WATERWAYS COMMISSION Estimated effect of storage on foods of January and March, 1907, at Louisville, Ky.- Dangcr line 28 feet, equivalent to flovj of 500,000 second-feet FLOOD OF JANUARY Effect witliout conservation. Probable effect with conservation. Day. Gauge heigiit. Discharge. Discharge. Gauge height. Jan. 16 25.2 29.3 32.7 35.5 37.9 40.1 41.2 41.2 40.3 38.7 36.2 32.8 Second-feet. 452,000 524,000 584,000 630,000 670, 000 710, 000 730,000 730,000 712,000 684,000 640,000 584, 000 492,000 Second-feet. 335,000 388,000 432,000 466,000 496,000 526,000 540,000 540,000 528,000 506,000 474, 000 432,000 364,000 18.1 17 . 21.4 18. 23.9 19 25.9 20 : 27.5 21 22 23 24. 25 26 ^ : 27 28. - 29.2 30.2 30.2 30.0 28.1 26.3 23.9 19.9 FLOOD OF MARCH Mar. 14 22.7 28.6 31.3 33.0 34.3 35.6 35.9 35.5 34.6 33.1 31.1 28.6 25.8 410,000 510,000 560,000 590,000 610,000 630,000 640,000 630,000 61C, 000 590,000 550,000 510,000 460,000 315,000 392,000 430,000 453, 000 468,000 484,000 491,000 484,000 468,000 453,000 422,000 391,000 353,000 16.8 15 ... . 21.5 16 23.9 17 25.2 18 26.1 19 26.9 20 27.3 21.. . 26.9 22 26.1 23 . 25.2 24 23.3 25 26 21.5 19.2 Concerning the flatter portion of the Oliio River below Louisville, certain observations must be made with respect to the behavior of floods. It is well understood that the lower the slope of any river, the more pronounced will be the backwater effects of an,y tributary entering the river. Four great rivers and several smaller, though important, ones enter this flat portion of the stream below Louisville, namel}^, the Wabash, the Cumberland, the Green, and the Tennessee. When they pour their great floods into the lower Ohio their effect is to gorge the channel and back the water up to the foot of the falls at Louisville. In other words, if a flood comes out of the Wabash, Cumberland, Green, or Tennessee rivers into the lower Oliio the effect is almost as plainly marked for long distance above the point of con- fluence as it IS below. Now, in estimating the effects. of the reservoirs in the proposed system on the flood height at Evansville, Ind., for example, we can not take into account storage on the Tennessee, Cumberland, Green, and Wabash rivers, but must confine estimates to those on the tributaries above Evansville. Nevertheless it is readily appreciated that were these 4 great streams well conserved the effect would be to markedly reduce the floods in the Oliio Eiver above their points of entrance. The estimates for Evansville and Mount Vernon are therefore given without taking account of such effects. At EvansmUe, Ind. — The danger line at Evansville is 35 feet, equiv- alent to a flow of 390,000 cubic feet per second. Tliis is exceedingly WATER CONSERVATION AND FLOOD PREVENTION 479 low and does not provide for as ^reat a flow as at any other point heretofore considered between Point Pleasant and Evansville. The progress of the floods of 1907 is as follows: Estimated effects of storage on floods of January and March, 1907, at Evansville, Ind. — Danger line 35 feet, equivalent to a flow of 390,000 seco')id-feet FLOOD OF JANUARY Day. Effect without conservation. Gauge heigut. Jan. 3 4 5 6 7 8 <> 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Feb. 1 Discharge. Second-feet 202,000 394,000 480,000 532,000 556,000 556,000 542,000 530,000 506,000 496,000 492,000 500,000 514,000 540,000 570,000 614,000 664,000 692,000 716,000 734,000 754,000 764,000 764,000 760,000 754,000 740,000 710,000 666,000 604,000 514,000 440,000 358,000 Probable effect with conservation. Discharge, ^^^-^e Second-feet. 201,000 27.0 302,000 31.6 368,000 34.1 408,000 35.0 427,000 36.0 427,000 36.0 416,000 35.8 407,000 35.4 388,000 34.8 371,000 34.6 378,000 34.5 384,000 34.7 394,000 35.0 415,000 35.8 438,000 36.5 471,000 37.6 510,000 38.8 531,000 39.6 550,000 40.1 564,000 40.5 578,000 41.0 587,000 41.2 587,000 42.2 583,000 41.1 578,000 41.0 568,000 40.7 544,000 40.0 511,000 38.9 463,000 37.5 394,000 35.1 338,000 33.0 275,000 30.5 FLOOD OF MARCH Mar. 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 294,000 430,000 514,000 574,000 614,000 638,000 6.50,000 666,000 674,000 676,000 670,000 656,000 638,000 610,000 580,000 532,000 476,000 390,000 232,000 338,000 405,000 452,000 483,000 503,000 516,000 524,000 531,000 533,000 527,000 516,000 503,000 479,000 458,000 421,000 375.no .307,000 28.5 33.2 35.6 37.1 38.2 .38.7 39.3 39.5 39.7 39.7 39.6 39.5 38.8 38.1 37.3 36.1 34.5 32.0 The conservation system on the Ohio tributaries entering above Evansville would not have retained either flood below the danger line. It is only fair, however, to call attention to the fact that the great Green River, which pours enormous floods into the Ohio at Evansville, has not been surveyed for reservoir sites and in the 480 REPORT OF THE INLAND WATERWAYS COMMISSION above computations the benefits that would be derived from such storage have not been taken into account. Neither is the benefit of storage on the Cumberland, Tennessee, and Wabash rivers in- cluded in the estimate and had their back-water effects on the Ohio been decreased by conservation these two floods would probably never have reached the danger line at Evansville. Add to this the complete development of facilities on those other Ohio tributaries, like the Kentucky, Muskingum, Scioto, and Miami, and the flood problem at Evansville would be solved. The conditions at Mount Vernon, Ind., are so similar to those at Evansville that they constitute merely a repetition. The river was above the danger line from January 5 to February 4, the highest excess being 13.5 feet. The storage on the river above would have reduced this to 6.3 feet above the danger line and, taking into ac- count the factors above noted with reference to the Cumberland, Green, Tennessee, and Wabash rivers, it is reasonably certain that the river would never have reached the danger line at this point. At Paducah, Ky.^The next point is Paducah, Ky., between which and Mount Vernon, Ind., enter the Wabash, Tennessee, and Cumberland rivers. We have not the benefit of surveys on the Wabash, and therefore must leave it out of consideration here. The Cumberland is also only partially surveyed, and, while there are shown to be available 2,380 square miles that may absolutely be conserved, it does by no means represent the highest development of conservation on the river. The Tennessee River has an area that may be conserved of 12,800 square miles. Therefore, we have in the station at Paducah, Ky., tiie effect of a completing conserved river in the Tennessee, partially conserved in the Cumberland and wild rivers in the Wabash and Green. The danger line at Paducah is 40 feet, equivalent to a flow of 830,000 cubic feet per second. The record oiF the floods of 1907, and the effect of such storage facihties as have been identified, are set forth in the following table: Estimated effect of storage on floods of January and March, 1907, at Paducah, Ky. — Danger line 40 feet, equivalent to a flow of 830,000 second-feet FLOOD OF JANUARY Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 21 39.7 41.0 42.3 43.4 44.3 45.0 45.6 45 7 4,5. 6 45.3 44.8 44 3 43.3 42.3 41.4 40.2 38.7 Second-feet. 820,000 867,000 923,000 970,000 1,008,000 1,036,000 1,062,000 1,0<)5.000 1.062.000 1,048,000 1,028,000 1,008,000 958,000 923,000 883,000 837,000 783,000 Second-feet. 664,000 702,000 748,000 786, 000 819. 000 939,000 860,000 864,000 860,000 849,000 833,000 818,000 776,000 748,000 715,000 678,000 634,000 35.3 22 36.4 23 . 37.7 24 - .3a 7 25 39.6 26 . 40.2 27 40.7 28 40.9 29 40.7 30 40.5 31 . 40.1 Feb. 1 39.6 2 . 38.4 3 37. 7 4 36. 8 5 35.7 6 34.3 WATER CONSERVATION AND FLOOD PREVENTION 481 Estimated effect of storage on floods of January and March, 1907, at Paducah, Ky. Danger line 40 feet, equivalent to a flow of 830,000 second-feet — Continued FLOOD OF MARCn Day. Effect without conservation. Probable elTect with conservation. h%T Discharge. Discharge. Gauge height. Mar. 20 39.8 40.7 41.4 41.9 42.2 42.3 42.2 42.0 41.5 40.7 39.7 Second-feet. 820,000 856,000 885,000 905,000 918.000 923,000 918.000 910,000 890,000 856.000 820,000 Second-jeet. 554,000 683,000 705,000 721,000 7.32,000 736,000 732,000 725,000 710,000 682,000 654,000 ;«.o 21 35.9 22 3a 6 23 37.0 24 37. 3 25 37.4 26 37.3 27 . . 37.1 28 3a 7 29 Sh.9 30 35.0 No comment is necessary concerning the above figures. At Cairo, /Zi^.- -Finally, the effect of storage on these two floods at the mouth of the river is shown in the following table. It should be stated that these figures apply only when the Mssissippi is in similar stage. A high flood on the Mississippi would produce a high stage along the lower portion of the Oliio, irrespective of flood conditions in the Ohio basin: Estimated effect of storage on floods of January and March, 1907, at Cairo, III. — Danger line 45 feet, equivalent to a flow of 844,000 second-feet FLOOD OF JANUARY Day. Effect without conservation. Probable effect with conservation. Gauge height. Discharge. Discharge. Gauge height. Jan. 21 44.8 4a 4 47.8 48.8 49.6 50.1 50.3 50.3 50.0 49.6 49.2 48.7 48.0 47.2 46.4 45.5 44.3 Second-feet. 834,000 905,000 967,000 1,010,000 1,050,000 1,074,000 1,082,000 1,082,000 1,068,000 1,050,000 1,030,000 1,008,000 976,000 940,000 904,000 865,000 814,000 Second-feet. 676,000 735,000 784,000 819,000 852,000 873,000 879,000 879.000 868,000 852,000 835,000 819,000 791,000 762,000 734,000 701,000 660,000 40.8 22 42.3 23 .... 43.5 24 44.4 25 45.1 26 45.6 27 45.8 28 45.8 29 45.5 30 45.1 31 44.8 Feb. 1 44.4 2 43.7 3 43.0 4 42.3 5 41.4 6 40.4 FLOOD OF MARCH Mar. 21 44.9 45.5 45.9 46. 1 46.1 4a 45.8 45.5 45.1 44.5 840,000 865,000 883,000 893,000 893,000 887,000 880,000 865,000 848,000 822,000 670,000 690,000 704,000 712,000 712.000 707,000 701,000 690,000 676,000 655,000, 40.7 22 . 41.3 23 41.6 24 41.8 25 41.8 26 . 41.7 27 41.5 28 41.3 29 40.9 30 40.4 482 REPORT OF THE INLAND WATERWAYS COMMISSION CONCLUSIONS CONCERNING FLOOD ABATEMENT In the foregoing pages the effect of conservation reservoirs in reduc- ing the height of floods at numerous pomts along the Ohio, from Pitts- burg to Cairo, has been reviewed. In making the computations of such effects certain legitimate allowances favorable to the conservation scheme have pm'posely been omitted. The test of the reservohs has been made without giving them the advantage of these allowances in the computations. Occasional reference has been made to them in the text. It has been necessary to include rivers on which no information concerning conservation possibilities is obtainable and other rivers concerning which such information is not complete. Advantage has not been taken in the computations of the fact that the proposed reservoirs will conserve the torrential flow from each basin and leave mn-egulated the lower and more moderate portions. The figiu"es have been based solely on proportionate areas, conserved and unconserved. All these disadvantages have been accepted freely and the test has been applied to the conditions arising in two floods along the Ohio, the greatest, with one exception, in a quarter of a cen- tury. What are the results ? It has been shown that the flood height in all cases would be either reduced below the danger line or would exceed the danger line by so small an amount that the use of any one of the allowances above men- tioned would give complete abatement throughout the length of the river. It is impossible to draw any other conclusion from the data presented. The situation merits further consideration and examina- tion as a part of the proposed government policy with reference to inland waters. EFFECT OF STORAGE ON NAVIGATION In the previous pages the effects of withholding a part of the flood waters from the Ohio River dming flood seasons have been considered. We will now consider the effects of allowing this water to discharge into the river during the low-water seasons for the benefit of navigation. For this purpose, sections along the river have been selected, and the effect of the discharge of stored water under varying conditions has been computed. For the sake of brevity, no attempt will be made here to explain the interesting methods by which such results were arrived at, but the facts will be given in the following table. The first column of the table, entitled "Increase of stage, feet," means the amount that the stage would be increased above the low-water stage. The second column, entitled "Flow required," is merely a rating of the section showing what amount of water would be necessary to increase the stage at said section a stated number of feet. The last three columns in the table give the number of days that the flow from the reservoirs would maintain a stated increase of stage, the figures being based on full, three-fourths full, and half-full reser- voirs. This latitude of reservoirs is included because it is conceivable that there are some years during which the reservoirs would not be completely filled, although it is hardly conceivable that there would be any year that they would not be considerably more than half full. WATER CONSERVATION AND FLOOD PREVENTION 483 Assuming now that the low-water period is three months, or ninety days, long, the Pittsbm-g table shows that, with full reservoirs, an addi- tional 4-foot stage could be maintained at Pittsbm-g for eighty-seven days, or practically the tlu-ee months. Of course, in the actual manip- ulation of such reservou's, they would not be called upon to deliver their water in this way. To maintain a certain stage in the river it would be necessary to start with only a small amount of water, because the ordinary stage of the river would depart from the requhed stage only gradually, and this amount of water necessary to maintain that stage would therefore increase to the maximum. The facts at com- mand and the space in this report are not sufficient to permit the mak- ing of a critical estimate of this amount. Therefore the figures in the following table are given in their present form merely to show the great possibilities of assisting navigation with stored water. The final working out of the matter involves considerable labor as well as the minute study of the channel capacity from Pittsburg to Cairo. Increase of stage of Ohio River and duration of same at stated sections, resulting from release of stored waters during ths low-water season PITTSBURG, PA. Increase Flow re- Duration of stage (days). Reservoirs of stage. quired. Reservoirs three- Reservoirs full. fourths full. half full. Feet. Second-feet. 1.0 6,400 407 305 203 2.0 13,600 191 143 96 3.0 21,400 121 91 60 4.0 29,700 87 66 44 5.0 38, 400 68 51 34 6.0 47, 400 55 41 27 BEAVER DAM, PA. 1.0 3,000 880 660 440 2.0 6,400 412 309 206 3.0 10,600 249 187 124 4.0 15,400 171 128 86 5.0 20,800 127 95 63 6.0 26,800 97 73 49 WHEELING, W . VA. 1.0 2,560 1,318 988 659 2.0 5,700 592 444 296 3.0 9,540 354 265 177 4.0 14,790 228 171 114 .5.0 21,430 157 118 79 6.0 28,800 117 88 59 7.0 36,300 93 69 46 8.0 43,820 77 57 38 PARKERSBURG, W. VA. 1.0 3,770 1,090 818 545 2.0 8,470 486 364 243 3.0 14,870 276 207 138 4.0 22,270 185 138 92 5.0 30,270 136 102 68 6.0 39,070 105 79 53 7.0 47,870 86 64 43 8.0 57,270 72 54 36 484 REPORT OF THE INLAND WATERWAYS COMMISSION Increase of stage of Ohio River and duration of same at stated sections, resulting from release of stored waters during the low-water season— Continued POINT PLEASANT, W. VA. Increase Flow re- Duration of stage (days). j Reservoirs of stage. quired. Reservoirs three- Reservoirs full. fourths full. half full. Feet. Second-feet. 2.0 11,600 718 539 359 4.0 24, 100 346 259 173 6.0 37,800 220 165 110 8.0 52,300 159 119 80 10.0 67,300 124 93 62 12.0 82,300 101 76 50 HUNTINGTON, W. VA. 2.0 9,700 914 686 457 4.0 20,500 432 324 216 6.0 32, 600 272 204 136 8.0 45,700 194 145 97 10.0 60,200 147 111 74 12.0 76,000 117 88 58 CATLETTSBURG, W. VA. 2.0 10,500 1,016 762 508 4.0 22,400 476 357 238 6.0 35,400 302 227 151 8.0 49,400 216 162 108 10.0 64,500 165 123 83 12.0 79,800 134 100 67 14.0 95,800 111 83 56 16.0 111,800 95 72 48 PORTSMOUTH, OHIO 2.0 8,200, 1,302 976 651 4.0 18,000 593 444 296 6.0 28,600 373 279 186 8.0 40,200 266 200 133 10.0 52,600 203 152 101 12.0 65,800 162 122 81 14.0 79, 400 134 100 67 16.0 93,000 115 86 57 18.0 107,000 100 75 50 CINCINNATI, OHIO 2.0 8,800 1,262 947 631 4.0 18,300 607 455 304 0.0 29,500 377 282 188 8.0 41,800 266 200 133 10.0 55,000 202 152 101 12.0 69,300 160 120 80 14.0 84,300 132 99 66 16.0 99,300 112 84 66 18.0 114,300 97 73 49 LOUISVILLE, KY. 2.0 19,200 640 480 320 4.0 55, 400 222 166 111 6.0 111,900 110 82 55 8.0 181,900 68 51 34 WATER CONSERVATION AND FLOOD PREVENTION 485 Increase of stage of Ohio River and duration of same at stated sections, resulting from release of stored waters during the low-water season — Continued EVANSVILLE, IND. Increase Flow re- Duration of stage (days). Reservoirs of stage. quired. Reservoirs three- Reservoirs full. fourths full. half full. Feet. Second-feet. 2.0 9,000 1,354 1,015 677 4.0 18,000 683 512 341 6.0 28,000 439 329 219 8.0 39,000 315 236 158 10.0 50,500 243 182 122 12.0 63,500 193 145 97 14.0 78.000 157 118 79 16.0 94,000 136 102 68 18.0 112,000 110 81 55 PADUCAH, KY. 2.0 23,000 1,008 801 534 4.0 52,000 414 310 207 6.0 81,000 266 200 133 8.0 111,000 196 147 98 10.0 141,000 153 114 76 12.0 171,000 126 94 63 14.0 201,000 107 81 54 16.0 232,000 93 70 46 18.0 266,000 «i 61 40 The facts in the above table indicate that while it is not possible to maintain a 9-foot stage from Pittsburg to Cairo with reservoirs alone, such stage can be maintained along the flatter portions of the river, especially those below Huntington, W. Va., except at steep points like the Louisville Falls, where canalization is necessary. These facts are particularly important in view of the report of the Advisory Board of Engineers concerning future navigation improve- ments on the Ohio River, which has recently been presented. The author of the present report is not informed concerning the specific recommendations made by said Board, but, in view of the showing made in the above table, he contends that no settled policy wdth reference to navigation improvements in the Ohio should be deter- mined on until these possibilities are taken into account. Of course, it will be necessary to canalize, especially in the upper portion of the river; but it is claimed as a result of these investigations, that it is unnecessary to place a continuous line of locks and dams from the head to the foot of the river in order to insure a 9-foot stage at all periods of the year. The money that would be expended on some of these locks and dams might be used to better purpose in the highland tributaries of the river for the construction of storage reservoirs. Having now considered the possibilities of conservation in that portion of the drainage area of Ohio River which has been properly surveyed, and the effect of this conservation on floods and navigation in the Ohio, let us consider whether or not the scheme is experi- mental or whether, after all, the effects have been actually demon- strated in practice. 486 REPORT OF THE INLAND WATERWAYS COMMISSION There is in Russia at the head of the Volga and Mtsa rivers a great system of reservoirs that is devoted to purposes of flood prevention and the maintenance of low-water navigation. The two rivers have their sources in the same region, but flow in opposite directions. The country is flat and wooded, and dotted with numerous lakes, which provide excellent facilities for storing flood waters. A great reservoir system, therefore, was developed by the Government, an excellent description of which, together with its effects, appears in the report of Maj. H. M. Chittenden, U. S. Engineers, entitled "Reservoir sites in Wyoming and Colorado," House Document No. 141, Fifty-fifth Con- gress, second session, pp. 36 and 37, from which the following extracts are taken : These reservoirs store about 35,000,000,000 cubic feet of water in all, of which 20,000,000,000 can be used in the Volga and 20,000,000,000 can be turned in the other direction, there being apparently a storage of about five or six billions that can be used in either direction. The largest and most important of these reservoirs, and one of the largest in the world in point of capacity, although insignificant in depth and containing dam, is the Verkhnevoljsky reservoir. So slight is the fall of the stream in this region that, although the dam produces a maximum elevation of water surface at its site of only about 17.5 feet, the water backs up a distance of about 60 miles and includes several lakes. The low-water season capacity of this reservoir is about 14,000,000,000 cubic feet, and the average season storage is much greater. Its effect upon the low- water flow of the river below the dam is to raise its normal surface 2.8 feet at Rjef, 96 miles below; 1.4 feet at Tver, the mouth of the Tvertsa, 212 miles below, and 0.14 feet at 410 miles below. At the mouth of the Tvertsa the storage of the Zavodsky reservoir comes in and helps out navigation below. The total navigable distance on the Volga over which the beneficial influence of these reservoirs is felt is upward of 450 miles. On the Msta slope there are no fewer than 10 important reservoirs, all of them being on the sites of natural lakes, the total storage aggregating about 14,000,000,000 cubic feet. Aa already stated, about 6,000,000,000 cubic feet of storage which really lies on the Volga slope, including the Zavodsky reservoir, formerly was and still can be turned into the Baltic drainage. This entire system of summit reservoirs that can be used to feed the Msta is called the Vychnevolotsky system. It affords material improvement to the navigable condition of Msta and Volkhoff rivers during the period of low water. The system of reservoirs above described is certainly a great success, and upon it depends much of the prosperity of the surrounding country. It is probably the most complete example in the world of the joint results of flood prevention and the improve- ment of navigation produced by artificial reservoirs. It has an importance, however, which it could not have in this country, even with equal physical advantages, for rail- roads here do a far greater proportion of the transportation business than in Russia. But the example shows how far favorable natural conditions can be made to improve the low-water conditions of streams. For a partial demonstration of the effectiveness of the reservoir method, reference is made to the conditions at the head of Mississippi River. Here only a part of the possible reservoir development has been made, but even this appears to have been eminently successful, as may be shown by a reading of the report of a board of United States engineers, consisting of Maj. H. M. Chittenden, Maj. Charles L. Potter, and Capt. W. B. Judson (Report of Chief of Engineers, U. S. Army, 1906.) If anything, in addition to that which has been given in previous pages, is needed to prove the usefulness of reservoir systems, a perusal of this report will fulfill all demands. Here is a system constructed primarily for the benefit of navigation; flood prevention was not contemplated, yet, the success of the system in preventing floods, save in a few particular and unusual situations, is as great as the success in navigation. The 5 reservoirs making up this system have a total capacity of over 90,000,000,000 cubic feet, and will conserve the annual flow from 4,250 square miles of drainage WATER CONSERVATION AND FLOOD PREVENTION 487, area, except in extremely wet years. In fact, during only one year in the past twenty has there been sufficient run-off to more than fill these reservoirs. The effects on navigation are unmistakable, and by a further development of the storage facihties in the States of Mimiesota and Wisconsin the capacity could probably be increased to 175,000,000,000 cubic feet. Therefore, the effects of these reser- voirs, as beneficial as they are shown to be along the ^lississippi in Minnesota, do not represent the highest possibility of such develop- ment. With reference to their usefulness in preventing floods, objection has been made that their effect is almost inappreciable at St. Paul and totally obliterated at Lake Pepin. This might have been pre- dicted from the first. The reservoirs conserve only 11.8 per cent of the total drainage area above St. Paul, and therefore, broadly speak- ing, the severity of the floods at St. Paul will be decreased only in like proportion. There is a drainage area between the reservoirs and St. Paul sufficiently large to provide at times a flood-producing run-off. Of course, this also remains true for the river below St. Paul; at Winona, ^Minn., for example, the proportion of conserved area to the total drainage area is only 7.3 per cent. Therefore, the complaint above noted appears to arise from a lack of consideration of the facts. No one expects to obHterate floods if only 11 or 12 per cent of the area is under control. This is well illustrated by the state- ment of the engineering board above mentioned in its demonstra- tion that the reservoir system was not responsible for the great flood of 1905 at Aitldn, Minn. The follo\ving quotation is pertinent: In the first place, it may be stated that the drainage area above Pine Knoll, exclud- ing that of the 4 reservoirs above Aitkin, is large enough to produce a flood at Aitkin in times of excessive rainfall if not a drop of water were coming from the reservoirs. This area is about 2,250 square miles, and includes several streams like the Prairie, Swan, and Willow livers. To produce a high flood, say 12,000 cubic feet per second at Aitkin, would require only about 5 cubic feet per second per square mile, a figure undoubtedly reached in times of heavy and continuous rainfall. [Report of Chief of Engineers, 1906, Part 2, p. 1459.] COST OF THE BESEBVOIR SYSTEM It will be impossible to give precise facts concerning the cost of the proposed conservation system. Such an estimate would require a minute examination of all the physical conditions and a valuation of the property to be submerged. Relative figures, based upon the cost of construction of similar reservoirs in other places, are the best that can be given at the present time. It should be emphasized that this is not a final estimate, and a detailed investigation might serve to reduce or increase the amount submitted. The cost of the different reservoirs per unit capacity will depend principally upon the value of the land to be submerged. A large part of that covered by the pro- posed system has only nominal value. On the other hand, some of it IS good agricultural land, while in a few locations there are coal deposits. Many of these will be worked out in a few years. Explora- tion of the coal region shows that by far the greater part of the coal lies above the proposed flow lines. We will use as a standard of comparative costs 97 artiflcial storage reservoirs of various sizes that have been erected in America, Europe, 488 REPORT OF THE INLAND WATERWAYS COMMISSION India, and other places or which have been projected for erection, with costs carefully estimated. Such a comparison is, of course, merely relative and too great weight should not be given to it; yet, inasmuch as a wide variety of conditions is covered by these reservoirs and the costs thereof vary according to such conditions, it may be expected that the reservoirs contemplated in this ]Daper will approxi- mate in some degree those costs, and the estimate will have the advan- tage of being based on work actually achieved or which has had the minute study of competent engineers. It has been found from an examination of these figures and, indeed, it is a matter of common observation among engineers, that the greater the capacity of any reservoir, the smaller the cost per unit capacity. Classifying these capacities and determining the cost per cubic foot per second per year we have the following statement: Capacity in millions of cubic feet. Cost per second- foot per year. Number of reser- voirs. Less than 10.. 10 to 50 50 to 100 100 to 500 500 to 1,000.... 1,000 to 10,000. 10,000 to 20,000 Over 20,000... 8118,666 112, hOO 79,417 36,495 20,775 7,047 1,664 1,210 Examination of the various items making up each class in the above table shows that they are fairly uniform and, save for an exceptional entry here and there, there are no unusually wide departures. The averages in each class are justly representative of the class. We will now consider the cost of the reservoirs specified in tables previously given. There are in the proposed system two reservoirs of capacity of 500 to 1,000 million cubic feet. The foregoing table shows that such reservoirs cost $20,775 per second-foot yield. Multiplying the yield of each of the two reservoirs above noted by $20,775 the result is $1,050,000. Following the same process throughout the entire system, we secure the following statement: Estimated cost of reservoirs shown in proposed system Number of reservoirs. Capacity in mil- lions of cubic feet. Estimated cost. 2 .500 to 1,000 1.000 to 10,000 10,000 to 20,000.... Over 20,000 SI, 050,000 5.3,784,000 12,545,000 57,840,000 52 15 31 100 125,219,000 At first glance the costs above suggested seem large, but there are two considerations which will ameliorate the severity of the first impression. The first is that the cost for such a reservoir system will be progressive. The scheme involved is not one that can or should be carried out at one fell swoop, but, on the contrary, it forms the nucleus of a policy which, if adopted, could be the guide to Govern- WATER CONSERVATION AND FLOOD PREVENTION 489 ment expenditures in future years. The Government will probably expend an equivalent sum of money for some form of improvement in the Ohio basin during the next twenty years, and therefore the real question to be faced is whether the money shall be expended for permanent improvements in the shape of reservoir construction or shall be expended for canalization and for temporary expediencies, such as dredging. After all, it comes down to a question of which is the best way to expend a given sum of money. The second feature to be taken into consideration is that the value of any project is not determined by the amount of money used in its construction, but by the final utility of the project. If the value of the proposed system be placed alongside the total cost for construc- tion, assuming the above estimate to be fairly representative, it will be seen that the scheme may be cited as a "gilt edged" investment. Some of the values resulting from the construction of the proposed reservoir system have been cited in previous pages. They may be classed as follows: 1. Benefits to navigation. — The reservoir system will make the construction of many of the proposed dams along the Ohio unneces- sary. These dams will cost over $1,000,000 each. The effective cost of the reservoir system will therefore be reduced by an amount equivalent to the cost of the locks and dams that it would be neces- sary to construct in the Ohio if said reservoir system were not installed. Again, navigation on all the conserved tributaries will be improved, and many costly proposed improvements on said tributaries will be rendered unnecessary. Tennessee River, for example, between Riverton and the mouth would be converted into a great navigable highway, with a guaranteed 9-foot channel. The upper sections of the river would be similarly benefited. The cost of the proposed improvements in these tributaries, made unnecessary by the reservoir system, should be credited to said system, thereby reducing its effec- tive cost. Because the author is not in possession of the late report concerning canalization of the Ohio, he is unable to venture an opinion concerning the amount of money which should be credited to the reservoir system by reason of the above considerations. 2. Benefits arising from flood prevention. — This is a vast item — no definite estimates can be made. An estimate of the damage caused by the January and March floods of 1907, compiled from local reports along the valley, amounted to more than .$100,000,000. This esti- mate included destruction of real and personal property and inter- ruption of trade, but did not include depreciation. This is the most serious of all flood losses. Trade can be recovered, buildings can be restored, and commodities can be replaced, but the depreciation of real property or the stalling of its development by reason of flood menace is a factor that will persist as long as floods are imminent. The ultimate loss is far greater than all the other factors of flood damage. The proprietor of a great manufacturing establishment on the banks of the Ohio, in discussing with the wTiter the value of the deep waterways movement, stated that, so far as the real interests of his company are concerned, the desirability of the proposed 9-foot channel is not to be compared with the need for flood relief. He said, in effect: We can prosper without the water transportation, but we can not withstand the flood losses. If floods persist we must move. 31673— S. Doc. 325, GO-1 32 490 REPORT OF THE INLAND WATERWAYS COMMISSION WATER POWER If any method can be devised by which the United States Govern- ment can reahze a fair return on the additional water power created by the proposed storage system, the entire cost of the reservoirs will be returned to the Treasury. Charges for the power need be main- tained only until the cost of the system of reservoirs has been repaid, after which, if it be determined wise, the water rights can be turned over to the water users, after the manner prescribed in the reclama- tion act of 1902. Let us consider some of the possibilities of power production : The total fall in the Ohio at Louisville is said to be about 27 feet. A large part of this fall is obliterated during flood seasons, especially when such floods involve the Wabash, Cumberland, and Tennessee rivers, as well as some of the tributaries entering the Ohio above Louisville. It has been estimated that if the tributary basins were conserved up to their maximum the fall at Louis\dlle would be at least 22 feet. For purposes of safety we will consider only 18 feet available. Now, the capacity of the reservoirs proposed in tliis paper, on the Ohio tributaries above Louisville, is such as to provide for a flow at Louisville during six months of the year of 67,000 cubic feet per second. The unconserved drainage area above Louisville may safely be expected to provide at least an equivalent amount during the remaining six months of the year. Considering then an assured flow of 67,000 cubic feet per second at Louisville and an 18- foot fall, there is indicated an available horsepower of about 110,000. This figure involves only 80 per cent efficiency on power wheels. This amount, figured at $20 per horsepower-year, is equivalent to a 3 per cent income on $73,000,000. The value of power on the ISIonongahela dams has already been cited, as well as that on the proposed Youghiogheny dams. An esti- mate is also given on a previous page of the value of total indicated horsepower made available by the proposed reservoir system in the Great Kanawha basin. Assuming only one-half of this available for economic development, there would be the equivalent of a 3 per cent income on $155,000,000. The Allegheny, the Cumberland, and especially the Tennessee, might be cited further, but inasmuch as this is not a water-power report the purpose of this section, viz, to show the possibilities of good returns on the proposed investment, will be amply served by the examples given. In closing, the author begs leave to state that the determination of the enormous water supply possibilities in the Ohio basin, discussed in previous pages, constitutes a part of the work of the United States Geological Survey. 14. FUELS AND STRUCTURAL MATERIALS IN RELATION TO INLAND WATER TRANSPORTATION By Joseph A. Holmes Chief Technologist, U. S. Geological Survey LETTER OF TRANSMITTAL January 27, 1908. Sir: Supplementing my letter of November 21 in response to a letter of October 19 from the Hon. Theodore E. Burton, chairman, Inland Waterways Commission, I respectfully submit the accompany- ing preliminary report by Mr. Joseph A. Holmes, expert in charge of the technologic branch of the Survey, in answer to Mr. Burton's inquiries concerning the relative cost of available masonry, concrete, and reenforced concrete for dams and other engineering works in. the United States, and as to the relative cost and efficiency of steam engines and internal-combustion engines, with special reference to the various fuels accessible to and available for navigation and indus- trial purposes along the lines of water transportation in the United States. These inquiries from the chairman of the Inland Waterways Com- mission are similar to those which are received at intervals from a number of other Government bureaus as well as from persons in charge of general building and construction work throughout the country. All these inquiries illustrate the need for the same information in the work of the Government, and in the development of the industries of the country, namely: The attainment of liigher efficiency and economy in the development of power and in the building and con- struction work of the country. As illustrating the importance of these investigations I may call attention to the fact that the expenditures of the Federal Govern- ment for construction w^ork and for fuels now aggregate from $45,000,000 to $50,000,000 per annum; while the expenditures of the country for similar purposes are not less than $2,500,000,000 per annum. Very respectfully, Geo. Otis Smith, Director. The Secretary or the Interior. THE LNQUIRY The inquiries concerning the relative cost, efficiency, and avail- ability of masonry, concrete and reenforced concrete, brick, and tile for use in engineering works, and the relative advantages of steam engines and internal -combustion engines in utiHzing the fuels for 491 492 REPORT OF THE INLAND WATERWAYS COMMISSION inland navigation and other purposes, which are discussed in this prehmiiiary report are set forth in the following letter from the Chairman of the Inland Waterways Commission: Washington, D. C, October 19, 1907. The Secretary of the Interior. Sir: Pursuant to recent action by the United States Inland Waterways Commission, I have the honor to solicit information concerning certain matters connected with prospective improvement of the waterways of the interior, viz, the relative advantages of concrete and stone construction for dams and other engineering works; the relative advantages of reenforced concrete for such works, and also for bridges over larger streams; the relative cost of stone, ordinary concrete, and reenforced concrete con- sidered with special reference to sources of materials in: (1) Interior United States; (2) the Rocky Mountain region; (3) the Pacific slope; and (4) the Atlantic slope; and the relative advantages of steam engines and internal combustion engines, with special reference to corresponding sections of the United States and also to prospective use in connection with inland navigation . Any expert information on these matters would be appreciated, particularly along the lines of recent investigation and practice of those branches of the Interior De- partment dealing with, engineering works and with testing of structural materials and fuels. Yom-s respectfully, Theodore E. Burton, Chairvfian. W J McGee, Secretary. The inquiries of the Inland Waterways Commission as to the rela- tive advantages, cost, and availability of masonry, concrete, and reenforced concrete for engineering works, have already been answered in part by the chief engineer of the United States Reclama- tion Service in a letter addressed to the Hon. T. E. Burton, chairman of the Commission, on November 26, 1907 — a copy of which letter is herewith appended. In answer to the Commission's further inquiry as to the relative cost of stone, concrete, and reenforced concrete, considered with special reference to materials available in different parts of the coun- try, especially along the inland waterways, additional data are given herewith. Concerning the relative advantages of steam engines and internal combustion engines in utilizing the fuels along the inland waterways, for navigation and other industrial purposes, a brief statement is given in the latter half of this report. SIMILAR INQUIRIES FROM OTHER BRANCHES OF THE GOVERN- MENT SERVICE Both this inquiry and that concerning the cost and availability of masonry, concrete, and reenforced concrete are matters now under investigation, and additional reports will be submitted to the Com- mission from time to time as progress is made in these investigations. In this connection I may call attention to the fact that the prop- erties and especially the permanence of concrete and brick depend so largely on the character of the materials used, that these materials should always be thoroughly tested before being used in important engineering works. But the determination of these properties requires tests extending over so long a period of time — in some cases several years — that in the investigations now underway for the concrete and brick we are selecting from different parts of the country, sands, gravels, clays, and stone, which are typical of extensive deposits. MATERIALS RELATED TO WATER TRANSPORTATION 493 And these investigations being conducted in advance of the actual construction work, will give the information necessary, both for the preliminary estimates of cost and for construction, without the loss m time which would otherwise intervene after the work had been decided upon, in any part of the country. Inquiries similar to the above are being made from time to time by the supervising architect and officers in charge of the public build- ings of the United States, by the Isthmian Canal Commission, by the Reclamation Service, by the Bureau of Steam Engineering and the Bureau of Yards and Docks in the Navy Department, by the Corps of Engineers of the Army, and other Government bureaus, as well as by persons in charge of State, municipal, or private construction work or the various industries throughout l:he country. All such inquiries illustrate the need for additional authentic information based upon investigation and experience in connection with the materials available for such construction w^ork, or fuels available for power development in different parts of the country. They also illustrate the fact that this additional information needed in connection with the w^ork of the Government is the same as that needed in connection with the development of the industries of the country, looking in every case to the attainment of higher efficiency and economy in the use of available materials, whether it be for power, heat and light, or for construction. It is with a view^ to aiding in the solution of these problems that the Geological Survey has been authorized by Congress to investigate fuels and structural materials; and it is hoped that from time to time as the results of these investigations are made public, that the infor- mation obtained for use by the different departments of the Govern- ment will also prove usefid in industrial development throughout the country. The expenditures of the Federal Government for construction work and for fuels now exceed $45,000,000 per annum, while the expendi- tures of the country for similar purposes will probabl}^ approximate $2,500,000,000 per annum. It is believed that these investigations, which are now being con- ducted under an advisory board on which each of these Government bureaus is represented, may render practicable a saving to the Gov- ernment and to the people of the country a percentage on these expen- ditures which will increase as the investigations are extended and the results become available. STRUCTURAL MATERIALS FOR RIVER AND HARBOR WORK In spite of the fact that concrete is being used to a larger extent each year, yet there are abundant evidences of the fact that the engi- neering profession is still seriously in need of information concerning the character of concrete and its behavior under tensile and com- pression strains; its behavior, in both cold and warm climates, in river and harbor work when exposed between high and low w^ater; when exposed to the action of organic or mineral acids, alkalis, oils, etc.; its behavior under different electrical conditions; and its behavior under different conditions when made up of varying con- stituent materials; the manner and extent of the reenforcing of con- crete, and the percentages of the steel and the distribution of the steel 494 REPOET OF THE INLAND WATERWAYS COMMISSION in the concrete mass; the action of electric currents on this steel, and on the character and streno^th of the concrete; the manner and effect of reenforcement to enable it to better withstand compressive stresses ; and finally the methods to be adopted to make concrete impervious to passage of water, whether or not under pressure. These are all matters of increasing importance in view of the extent to which concrete is being used in the building and engineering work of the country, under the Reclamation Service, under the Isthmian Canal Commission, under the Corps of Engineers of the Army (both for river and harbor works and for fortifications) ; under the Supervising Architect of the Treasury Department; under the Bureau of Yards and Docks of the Navy, and other Government bureaus, as well as in the more varied, and in the aggregate, even more extensive work of the great railway systems and other private corporations. State and municipal governments. The extensive series of investigations made under the technologic branch of the Geological Surve^^ was begun, some of themj two, and others three years ago. In view of the fact that two years and in some cases more time must elapse before concrete masses are thor- oughly seasoned, or before dismtegrating agents can have acted, the results of many of these earlier investigations are only now becoming available for use. One recent inquiry from the supervising architect has required the making of more than 600 reenforced concrete beams, each 13 feet long; and the testing of different beams at intervals dur- ing two years, after they had been seasoned under different conditions. Other investigations are now well underway, and from time to time as these results are available they will throw additional light upon a number of problems mentioned above, though with the ap- propriation at the disposal of these testing laboratories it has not thus far been possible to keep pace with the demand for information coming from these many different sources. The Geological Survey is endeavoring to study with as much detail as possible the distribu- tion of the different materials of construction in different parts of the United States, and the technologic branch of the Survey, as rapidly as conditions will permit, is endeavoring to determine the character of these different materials for the Government buildings and en- gineering work which is now under way or contemplated in differ- ent parts of the country. The information obtained in connection with the continuance of these investigations will have a direct bearing upon the develop- ment of water transportation in the United States, in at least the following ways : (1) It will aid in engineering construction work of the river and harbor improvements ; (2) It will aid in the building and construction work for indus- trial and other developments along the lines of water transportation where these materials are accessible for the cheap water transpor- tation ; (3) They will increase the quantity of this transportation, inas- much as good clays for bricks and tiles, and good sands and gravels suitable for concrete construction are abundant along nearly all the inland waterways. The construction work along these waterways usually calls for the long distance shipment of only the cement, which represents only about one-tenth of the total weight of the concrete. MATERIALS RELATED TO WATER TRANSPORTATION 495 CHARACTER AND DISTRIBUTION OF MATERIALS AVAILABLE FOR CONCRETE CONSTRUCTION ADJACENT TO WATERWAYS For the making of concrete at reasonable cost we need to have available for use, cement, sand, and gravel or broken stone, all of good quality. The limestones and clays available for the manu- facture of cement are so widely distributed in the United States that the supplies of good cement shoidd become continually cheaper and more abundant. The supplies of sand, gravel, and good broken stone suitable for the making of concrete are also abundant and widely distributed throughout the United States, and are especially abundant in the regions bordering the navigable streams of the continent. Concrete is therefore destined to become in the future much more largely than in the past the material used in the con- struction of dams and other engineering works for river and harbor improvements. The truth and importance of this statement will be realized more fully when it is remembered that the supplies of stone suitable for masonry work are generally located in regions too remote from our navigable streams to permit of their extensive distribution through water transportation. Concrete matenals of the Atlantic seaboard. — Stone, both for masonry work and for concrete, sand, and gravel deposits are abundant along the New England coasts, but material for the manufacture of cement is not found in abundance north or east of the Hudson River. On the Hudson, between Kingston and Albany, there are some limestone outcrops and ample clays for the manufacture of cement and brick. Along the Erie Canal for about one-third of its length between Troy and Bufi'alo, good cement-making limestone is within easy reach; while deposits of sand and gravel and broken stone are abundant both along the canal and along the Hudson River. Portland cement materials of excellent quality are abundant along the upper Delaware in the vicinity of Easton and at several points farther north. The old canal site could be extended so as to draw cement and other materials from the Lehigh districts of Penn- sylvania, and through the improvement of the canal this cement would become available for extensive water transportation along the middle and south Atlantic seaboard. In the vicinity of Norfolk, Newbern, and Wilmington, Charleston, Brunswick, and other points on the Atlantic seaboard there are in places abundant Tertiary marls and adjacent clays which appear to be available for the manufacture of cement, though no cement plants exist at the present time on or near the Atlantic coast south of New Jersey. On the Chattahooche, Alabama, and Tombigbee rivers, Tertiary limestones of excellent quality and nearby clay deposits suitable for cement manufacture exist along probably 20 per cent of the navi- gable portions of these rivers. And with the completion of the Warrior River improvements, cement materials can be utilized from the Birmingham district, where cheap coal is also abundant. Mississij^in River. — On the Mississippi River below Cape Girardeau no limestone suitable for cement making has been found accessible on the river, but from Cape Girardeau as far north as Minneapolis along probably 50 per cent of the river's course limestone suitable for cement manufacture is exposed in the river bluffs, and cheap fuel 496 REPORT OF THE INLAND WATERWAYS COMMISSION can be obtained by means of river transportation. Over all this upper portion of the river, furthermore, clays for the manufacture of cement, and sand and gravel of excellent quality for concrete con- struction are abundant. The sand may usually be dredged from the river's channel. Magnesian limestone and sandstone suitable for concrete is found along not less than 50 per cent of this portion of the river's course. On the Missouri River good cement materials outcrop from near Kansas City to above Omaha; also from Yankton to points near Pierre, S. Dak. On the lower portion of the Missouri River similar limestone occurs in the vicinity of St. Louis, Sands of good quality are obtained by dredging throughout all the upper portions of the river. Crushed stone for concrete work will probably be derived from all the limestone beds. The Tennessee River throughout its length from north of Knox- ville to Paducah, has almost continuously available limestone of good quality for use in cement manufacture, and the same may be said concerning the availability of clay supplies. Cheap fuels for cement manufacture can be obtained from Alabama and Tennessee. Along the Ohio River from Pittsburg to Ironton a few light beds of limestone occur near the river and are used at several points in cement manufacture. From this point to Owensboro, Ky., prob- ably one-third of the river's course is bordered by limestones and clays suitable for cement. Sands and gravels occur in the river's bed and may be obtained by dredging; coal is obtained in Indiana, Kentucky, Ohio, Pennsylvania, and West Virginia suitable for use in the manufacture of cement. The Illinois River is bordered at several points in the vicinity of La Salle and Utica by limestone, clays, and coals of good quality for cement manufacture; and there are also along its course abundant supplies of sand, gravel, and stone suitable for concrete construction. The Red River and its tributaries northeast of Texarkana passes through extensive deposits of chalk, which, in view of the proximity of clays and coals, can be used even more extensively than now for cement manufacture. Along transportation routes across the Great Lakes, limestones suitable for cement manufacture are found at but few places. At various points on the lower peninsula of Michigan, as at Bay City and Manistee, near Detroit, and also near Sandusky, Ohio, lime- stone and marl and clays suitable for cement manufacture exist; and the sand and gravel deposits are available in the same region for the making of concrete. Pacific coast. — Along the Columbia River, sands and gravels and stone for concrete work are abundant, but no materials are found suitable for the manufacture of cement. In Puget Sound, on the Orcas, and San Juan Islands, limestone has been found and suitable clays occur nearby; and in the adjacent regions of Washington and British Columbia is abundant coal suitable for making cement. In the vicinity of Los Angeles arc several deposits of limestone which are eminently suited to manufacture of cement. Satisfactory clay deposits and cheap oil fuel are available and give promise of large development there in the future, and sands and gravel or stone for concrete construction are easily obtained. At San Francisco the possibilities of cement manufacture are now partly developed, but do not promise large future developments. MATEBIALS RELATED TO WATER TRANSPORTATION 497 Sands and gravels are available for concrete construction. Broken stone is also abundant. THE PURPOSE AND PLAN OF PENDING INVESTIGATIONS OF THESE MATERIALS As indicated above, the primary purpose of the investigation of structural materials now underwaj^ is to obtain and to supply such information concerning these materials as is needed in con- nection with the various building and construction work of the Government. Attention was called above to the fact that considerable time is required — sometimes two or three years — for the seasoning of con- crete masses before the series of tests can be completed. It is there- fore a part of tliis general purpose that these investigations shall be conducted sufficiently in advance of the actual construction work to permit of our obtaining during tliis time results which may be re- garded as conclusive before the construction begins. The plan of operations involves: (1) Obtaining, largely through the cooperation of the geologic branch of the Survey, information concerning the general distribution of the sand, gravel and stone deposits wliich appear to be available for use in connection wath this work; (2) to select from different parts of the country nearest to the places where the officers of the Government plan to do construction or building work, structural materials (sands, gravel, stone), w^hich are representative of large deposits of material available for this work; (3) to test this material not only by a chemical and physical examina- tion of the material itself, but also by mixing these materials with a typical cement and using these mixtures in the making of blocks of mortar, concrete, and reenforced concrete imder a variety of condi- tions; and (4) after seasoning these masses under a variety of con- ditions, and for dift'erent periods of time, testing them from time to time in such manner as will determine their different properties and their suitability for different classes of construction. In connection with the inaguration of any new line of investiga- tions, much time is required for the preliminary work of securing adequate equipment, in training of experts to take part in these investigations, in determining exact methods wliich are to be em- ployed, and in arri\'ing at a certain degree of efficiency and certain general conclusions through tests made with certain types of materials which are carefully selected for tliis purpose. The materials to be investigated must then be selected in sufficient quantity (from 1 to 10 tons each), so that they can be tested under a sufficient variety of conditions to meet all cases that are likely to arise. These investigations were inaugurated in 1905; and at the present time not only has a large amount of information been developed con- cerning the general properties of concrete and reenforced concrete, but in addition to this sands, gravels, and stone have been collected from a number of important localities where Government work has been planned, and concrete and reenforced concrete made of these materials have been tested under a variety of conditions. TISE OF CONCRETE IN WATERWAY IMPROVEMENT The results of these investigations are now being published as rapidly as practicable. Among the conclusions arrived at, a few are 498 REPOKT OF THE INLAND WATERWAYS COMMISSION worthy of mention in connection with the problems now under con- sideration, as follows: 1. The sand, gravel and stone suited for the making of concrete are so much more generally available on or near the navigable waterways of the country than is stone suited for masonry work, that concrete is probably destined to play an increasingly^ large part in engineering construction for the improvement of these waterways; 2. While future limited tests of local material may be needed as preliminary to important local construction, yet these general investi- gations now underway should settle all general questions as to the availability and value of these materials in advance of the construc- tion, thus avoiding the long delays otherwise necessary for testing work before actual construction can be commenced; 3. As concerns the sands, the strength and density of the mortars is greater when the sand is uniformly graded, i. e., when there is a small percentage of voids ; 4. Wliile probably no definite law has yet been found by means of which the strength of mortars or concrete using crushed stone screen- ings may be foretold from mechanical conditions, nevertheless the same rule seems to apply for crushed stone as for sands, i. e., the strength and density are greater as the percentage of voids diminishes. Letter from the chief engineer of the United States Reclamation Service as to the relative advantages and cost of masonry, con- crete, and reenforced concrete: November 26, 1907. Hon. T. E. Burton, House of Representatives, Washington, D. C. Sir: By reference from the Secretary of the Interior I have received your letter of November 12, inclosing a letter framed by the members of the Inland Waterways Commission, making certain inquiries. At my request the Geological Survey, through its technologic branch, is taking up the answer to your question regarding the relative advantages of steam engines and internal combustion engines. The other questions, which I will endeavor to answer as completely as conditions will permit, are as follows: 1. The relative advantages of concrete and stone construction for dams and other engineering works. 2. The relative advantages of reenforced concrete for such works and also for bridges over larger streams. 3. The relative cost of stone, ordinary concrete, and reenforced concrete consid- ered with special reference to sources of materials in: (1) interior United States; (2) the Rocky Mountain region; (3) the Pacific slope, and (4) the Atlantic slope. All of the materials mentioned — plain concrete, building stone, and reenforced concrete — are up-to-date materials of construction in common use at the present time and are extensively used by the Reclamation Service and by other construc- tion organizations throughout the country. The theory of design of reenforced con- crete has been recently developed and the general use of this material has come into great popularity in late years. Plain concrete, on the other hand, like building stone construction, is of ancient origin and use. A comparison of the relative advantages of the three construction materials in question requires independent consideration for each structure, based on the eco- nomical availability of material and the kind of forces to be resisted. For example, a structure of a given type might properly be built of concrete near lines of trans- portation where cement could be cheaply obtained, and concrete for the same kind of structure might be inadvisable in remote regions where cement is veiy expensive and where good building stone might be convenient. Likewise plain concrete or stone masonry are not adapted to use for beams, ties, and slabs and whatsoever por- tions of a structure are subjected to bending and pulling stresses. The Reclamation Service is constructing two dams under very similar physical conditions on exactly the same plan and for similar purposes. One of these dams is MATERIALS RELATED TO WATER TRANSPORTATION 499 being constnicted of concrete and the other of granite masonry laid in cement mortar. This difference is made because the former structure is located near railroad communi- cation where cement can be obtained at reasonable cost; while the latter is situated in a locality remote from railroad commiuiication, reached only by verj'^ difficult wagon roads and abounding in excellent granite rock, the use of which requires less cement and gives somewhat better results than obtained by the use of concrete. The effect of the location of the broad divisions of the country on the relative cost of plain concrete, reenforced concrete, and stone masonry is not so decided as the geo- logical differences would indicate. The question of local transportation facilities has more bearing than the geological formations, hence it is impossible to give any data of value along this line. In general, the advantages of each one of the materials may be set down as follows: 1. Plain concrete is advisable for use instead of reenforced concrete in cases where only compressive stresses are to be resisted and where local conditions make the cost of steel excessive. It is also preferable in many cases where mere weight is important, such as in gravity dams, retaining walls, etc., and where in giving a structure the necessary weight the requisite strength is also attained without reenforcement. It is also preferable on account of cheapness, in some forms of pavement, etc., where little strength is required. As compared vnXh stone masonrj^ fabricated from some of the softer building stones, concrete withstands the actions of the weather better and may be built into all conceivable shapes without the expense of cutting and dressing. 2. Reenforced concrete is preferable on all work in which tensile stresses are devel- oped, unless prohibited by local conditions making the cost of steel or cement ex- cessive. The compressive strength of plain concrete is about ten times its tensile strength, while steel has a very high tensUe as well as compressive strength. In compression steel will support only about thirty times the load that concrete will, whereas in tension it will support three hundred times the load that concrete will. Any given volume of steel costs about sixty times that of the same volume of con- crete. Therefore, to support compression loads with concrete costs only about five- tenths of the cost of such support by steel, and to support tension loads with con- crete costs about five times as much as such support by steel. Clearly then the use of a combination of concrete and steel, or reenforced concrete, where compression and tension are present is an economical process. These conditions exist wherever bending or pulling stresses abound and, therefore, are prevalent in the whole or parts of many structures including bridges. On this account engineering practice tends more and more to the building of structures of reenforced concrete as being the cheapest and in many respects the most reliable kind of construction. In general, reenforced concrete resists the action of fu"e better than any stone and is one of the best forms of fireproof construction. 3. Stone masonry is to be preferred where local conditions render it cheaper than concrete; also where great hardness is required and a very hard stone is convenient. Where imperviousness to water is important, this can be more perfectly attained with a hard compact stone laid in cement mortar than with ordinary concrete. Stone masom-y like ordinary concrete has a high compressive resistance but necessarily a low tensile one. It is, therefore, adaptable to the same class of structm^es as is plain concrete. Also for use in carvings and other ornamental purposes stone masonry is vastly superior to either plain or reenforced concrete. Very respectfully, A. C. Davis, Chief Engineer. FUELS AND CHEAP POWER AS INFLTJENCING rNXAND WATER TRANSPORTATION In that part of the Commission's letter asking for information con- cerning "relative advantages of steam engines and internal com- bustion engines, with special reference to different sections of the country," also, "to prospective use in connection with inland navi- gation," I understand the chief purpose of this inquiry is to develop information from investigations already conducted and to be con- ducted which will indicate the cheapest form of power — (a) for use in river transportation; and (h) for use in developing industries along the navigable waters of the country; including (c) the practicability of utihzing at the mines low-grade fuels not now used, and trans- 500 REPORT OF THE INLAND WATERWAYS COMMISSION mittin^ electric power thus developed to industrial centers located on navigable streams and on railway lines. As illustrating the possibility of transporting fuel cheaply with water navigation, I may call attention to the steamer en route ( at this date, January, 1908) from Pittsburg to New Orleans, carrying 56,000 tons of bituminous coal on barges at a cost of $1.50 per ton, as compared with the cost by rail, which would exceed $5 per ton. Cheap power is now universally considered to be a fimdamental factor in the development of industries in all countries. While cheap power for navigation is an important factor, cheap navigation and cheap transmission of electric power are also important to the devel- opment of industries along our waterways. STEAM ENGINES VERSUS INTERNAL-COMBUSTION ENGINES AND WATER TRANSPORTATION The Commission's inquiry is therefore interpreted as calling for the consideration of the relative advantages of the steam and internal combustion engines simply as a part of the discussion of the broader problem — the development of cheap power for navigation and indus- trial purposes. The development of the modern gas producer and gas engine is so recent that the exhibition of a 600 horsepower gas engine at the Paris Exposition in 1900 awakened general comment and it was several years later before engines of even this size were being manufactured m the United States; whereas to-day gas engines as large as 6,000 horsepower, of American manufacture, are being operated satisfac- torily. A few small gas producers for power purposes were operated in the United States ten years ago, but as late as 1904 when the fuel- testing work of the Geological Survey was begun at St. I.vouis Expo- sition it was not generally believed that gas producers could be oper- ated commercially in this country on ordinary bituminous coal. The development of the gas engine and producer have, therefore, only just been entered upon. Nevertheless during the past few years more than 300 gas-producer plants have been installed in the United States; and while more than two-thirds of these plants use anthra- cite coal and charcoal as fuel, more than 70 per cent of the power developed is developed on producer plants using bituminous coal; and in spite of the still imperfect development of the producer, and our imperfect knowledge as to the chemistry and physics of its com- bustion processes, these plants, as a whole, are rendering satisfactory service. The belief among engineers is now quite general that the producer and the internal combustion engine have not only come to stay but are a distinct step forward in cheap power development, and in the utilization of our low-grade fuels. In view of the long and more mature development of the steam boiler and the steam engine, it seems hardly fair to draw comparisons between them and the mod- em gas producer, but the situation may be summarized, briefly, as follows: 1. In relation to the cost and installation of the larger plants in excess of 4,000 horsepower, the cost of the two plants is, approxi- mately, the same. For smaller installation the cost of the gas engine gas producer plant may slightly exceed that of the steam plant. 2. The cost of maintenance between the steam and producer gas plants, in many respects, may be considered as approximately the same, excepting that the internal-combustion engine and the pro- MATERIALS RELATED TO WATER TRANSPORTATION 501 ducer require at present more skilled and expensive eno;ineering super- vision than does the steam plant, and there are available fewer experts trained for the supervision of producer plants, owing to the newness of this form of power development. But the greater efficiency in operating the producer plant reduces the cost of the fuel to such an extent as to show a balance in favor of combined maintenance and operating expenses for the producer-gas plant over the steam plant of about 50 per cent. 3. The growing demand for cheap power without smoke and the consequent development of the producer and gas engine have also greatly stimulated tlie more efficient development of the steam boiler and engines (including steam turbines). Success in attaining higher fuel efficiencies with each system indicates that each will continue to play an important part in the industrial progress of the country. 4. Other important advantages claimed for the producer gas sys- tem are its ability to use efficiently low-grade fuels, even when con- taining more than 50 per cent ash; the complete abolition of smoke; while for the steam furnace system is claimed greater simplicity, ease of management, and the utilization of exhaust steam for heating pur- poses. The situation as to cost of maintenance is illustrated by the follow- ing table, taken from a paper on power plant economics by Mr. H. G. Stott, superintendent of motive power of the Interborough Rapid Transit Company, and also a member of the national advisory board on fuels and structural materials. Distribution of maintenance and operation charges per kilowatt-hour [Stated in percentages] Recipro- cating engines. Steam tur- bines. Recipro- cating engines and steam turbines. Gas engine plant. Gas engines and steam turbines. Maintenance. Engine room, mechanical Boiler room or producer room €oal and ash handling apparatus Electrical apparatus Operation. Coal and ash handling labor Removal of ashes Dock rental Boiler-room labor Boiler room, oil, waste, etc Coal Water Engine room, mechanical labor Lubrication Waste, etc Electrical labor Relative cost of maintenance and operation Relative investment 2. .57 4.61 .58 1.12 2.26 1.06 .74 7.15 .17 61.30 7.14 6.71 1.77 .30 2.52 100.00 100. 00 0.51 4.30 .54 1.12 2.11 .94 .74 6.68 .17 57.30 .71 1.35 .35 ..30 2. 52 79.64 82.50 1.54 3.52 .44 1.12 1.74 .80 .74 .5.46 .17 46.87 5.46 4.03 1.01 .30 2.52 2.57 1.15 .29 1.12 1.13 ..53 .74 1.79 .17 26.31 3.57 6.71 1.77 .30 2.52 75.72 77.00 50.67 100.00 1.54 1.95 .29 1.12 1.13 .53 .74 J. 03 .17 V55.77 2.14 4.03 1.06 .30 2. 52 46.32 91.20 As to the relative efficiency of the steam engine and the internal combustion engine from the standpoint of coal consumption, on 162 tests made at the fuel-testing plant of the Geological Survey, ex- tending over 120 samples of bituminous coals, 9 samples of semi- bituminous coals, 9 samples of lignite, 2 samples of peat, and other 502 REPORT OF THE INLAND WATERWAYS COMMISSIOIf miscellaneous coals, it was indicated as an average result that the davelopment of one horsepower per hour required about 2^ times as much fuel under the steam boiler as was required in the gas producer. As further indicating the relative losses in converting coal into power through the steam engine and the internal combustion engine, an average was shown at one of the most modern power plants in the country, viz, the Interborough Rapid Transit Company of New York, of 89.7 per cent loss and 10.3 per cent of energy utilized as actual work; whereas the average loss in the producer-gas plant showed 76 per cent loss and 24 per cent energy utilized as electricity. Modern improvements both in the steam engine and the internal combustion engine equipment are now making such rapid progress that these relative figures may be changed from time to time. The development of each of these systems is greatly stimulating the development of the other. But the advanced position already gained by the producer-gas system, considered in connection with the recentness and immaturity of the producer for bituminous coal, gives promise of a future in cheap power development and the utili- zation of the low-grade fuels of the country which is most encouraging. There is also need of further information concerning improved methods of mining coal which will render practicable the removal of from 90 per cent to 100 per cent of the total good coal available in a given bed of coal; and will also render practicable the removal for use in a gas producer the low-grade coals occupying a portion of the same bed or adjacent beds of coal. But while the development of cheap power and the utilization for this purpose of the low-grade fuels widely distributed in the United States is full of promise, progress in this direction is now seriously retarded by the lack of information — 1. Concerning the real character and composition of the different types of bituminous coal, i. e., the composition is expressed in hydro- gen rather than in atoms of oxygen, hydrogen, carbon, etc. 2. Concerning the character and composition of low-grade fuels. 3. Concerning the chemical and physical changes which take place in connection with the combustion processes both m the pro- ducer and in the gas engine. 4. Concerning the methods by which in the operations of the gas producer the highest efficiency attained may be attained continu- ously and on a chemical basis. One of the difficulties in connection with the operation of the gas producer and the internal combustion engines at the present time is the variability in the quality of the gas as it leaves the producer. Thus in the operations of the producer at the fuel-testing plant of the Geological Survey all gas made and utilized for power purposes would, within a few hours' time, occasionally vary from 125 to 225 British thermal units per cubic foot of gas. If, in cases like this, the highest efficiency of 225 B. t. u. per cubit foot of gas can be main- tained continuously the fuel efficiency of the gas producer would thereby be largely increased. AVAILABILITY OF THE INTERNAL-COMBUSTION ENGINE Internal combustion engines using gasoline and alcohol are now being recognized as entirely feasible as a motive power for small boata such as small launches, barges, etc.; and these are beginning to be MATERIALS RELATED TO WATER TRANSPORTATION 503 regarded as feasible for use as motive power for larger vessels such as torpedo boats and small yachts. The larger gas producers and gas engines are also beginnmg to be considered as a possible future motive power for larger vessels; and the necessar}^ modifications in both are now being developed successfully. The producer is being reduced in size and simj)lified, wiiile the gas engine, now excessively heavy and not available for reversing the movement of the steamer in slowing do\\Ti or backing, is being changed to overcome both objections. COAL SUPPLIES AVAILABLE FOR INLAND WATER TRANS- PORTATION The Mississippi River and its tributaries are alreatly the important coal-carrying streams of the country; and with the improvement of these waterways not only will the distribution of the heavy products like coal, iron, etc., be cheapened and extended, but also there will be a corresponding development of industry centers, at more or less re- mote places where both water and rail transportation are adequate. The Mississippi River itself along the western border of Illinois is at a number of points within a short distance of valuable coal deposits and it is joined by several improvable waterways which penetrate these fields. The coal fields of portions of Indiana, Ohio, Pennsyl- vania, West Virginia, Tennessee, Kentucky, and Alabama border the Ohio and its various tributaries; such as the Wabash, the Tennessee, the Kanawha, the Allegheny, and the Monongahela, and will yield increasingly large supplies for two centuries of river transportation During 1906 the coal tonnage of the Allegheny and Monongahela alone was nearly 10,000,000 tons; and their coal tonnage will be largely and continuously increased if the navigation of these streams is im- proved so as to become available for such shipments throughout the year. The quality of the coal in the different fields bordering the Ohio and its tributaries varies considerably, but the}^ are admirably adapted to the varied needs of the varied industries in the rapidly growing Mississippi Valley region. The Red River crosses extensive brown lignite areas in Texas; and the Arkansas River penetrates the coal fields of Arkansas and Okla- homa, in which there are large deposits of bituminous and semi- anthracite coals of the best quality for steaming purposes. The Missouri River skirts the western margin of the coal fields of Iowa, and passes through the fields of northern Kansas and Missouri; and while the quality of these coals is not equal to those available along the Ohio and its tributaries, still they are valuable for heat and power purposes. They are now being mined to a considerable extent, and available for extensive future supplies. The upper Missouri passes through extensive areas of brown lignite in the Dakotas, and especially the North Dakota areas give promise of large future developments for power and domestic purposes. Briquettes made from these lignites may be expected to play an important part in future Missouri River transportation, if that river is made more navigable. The Coosa, Cahawba, and Black Warrior rivers in Alabama penetrate coal fields which will yield large future shipments if the navigation of these rivers is improved. 504 EEPOET OF THE INLAND WATERWAYS COMMISSION Power development at the mines and its transmission to industry centers hor,dering inland waterways. — The early power developments in the United States were generally at natural waterfalls on the streams, remote from even the main public highways. Latre came the location of the factories on the railways with power developed through the local steam plant or electrically transmitted from more or less distant waterpowers. Another system now attracting attention and promising much for future industrial developments is the utilization of low-grade fuels for cheap-power production at the mines, and the electric transmis- sion of this power for varying distances to industry centers located at places where transportation is available by both water and rail for both the concentration of raw material and the distribution of manu- factured products. The investigation conducted during the past few years at the Geological Survey fuel testing plant has indicated that in the modern gas producer low-grade coals carrying as much as 50 per cent ash, or lignites carrying as much as 40 per cent water can be used efficiently for power development; and experience both in this and other coun- tries has demonstrated the practicability of the electric transmis- sion of power for distances exceeding 200 miles. The advantages of this system would be: (1) the utilization of cheap low-grade fuels, or those rich in sulphur such as are now neg- lected or wasted in mining operations, leaving the higher grade coals to be used for steam power plants, coking or other purposes for which they are especially adapted; (2) the ehmination of freight charges on the transportation of this low-grade material, the power being transmitted as electricity rather than as coal; and (3) the location of factories at places distant from the mines where transportation by both water and rail are available, but without the smoke and ashes, which usually abound at manufacturing centers. Distribution of these low-grade coals. — The low-grade fuels suitable for power development in the way indicated above are sometimes found in the same beds with high-grade coal, making up a few inches or a few feet on the upper or lower surface of the main bed of high- grade coal; or, in other places, it may make up the entire thickness of the bed. In either case this low-grade material, which would otherwise be neglected, may for the local gas-producer power develop- ment be completely and advantageously utilized; while the associ- ated high-grade steam coals or coking coals may be advantageously used for such other purposes near the mines or at distant centers to which they may be transported by rail or by water. The coal fields bordering the Mississipj)! and its tributary s^^reams as described above while for the most ])art abounding in high -grade coals will also yield large supplies of this low-grade coal suitable for local producer power plants, from which the power may be trans- mitted to numerous industry centers located where both water and railway transportation are available. And the utilization in this way of these extensive deposits of low-grade coals, which must be mined, if at all, at the same time the accompanying higher grade coals are mined, will greatly prolong the life of the nation's fuel. 15. GENERAL RELATIONS OF FORESTS AND STREAMS By Raphael Zon Chief, Office of Silvics, U. S. Forest Service The phase of the relation of forest to chmate which is best known and is really the most important in hmnan economy, is the effect which forest cover exerts on the supply of water in streams and on the regularity of their flow. The amount of water available for stream flow depends on three conditions: First, the amount of precipitation received over their drainage areas; second, the amount of precipitation returned into the atmosphere from the same areas; and third, the behavior of the residue. To understand the effect which forests have on stream flow it is necessary, therefore, to consider separately their influence on each of these main factors. INFLUENCE ON ATMOSPHERIC PRECIPITATION Whether or not the amount of precipitation is generally increased to any appreciable degree by forest cover is still a matter of doubt. While some investigators, from the existing measurements, are inclined to think that forest has a perceptible influence at least on local precipitation, others deny it. Regular observations taken at Nancy for 33 years, since 1866, at stations inside, on the edge of, and outside the forest show that without exception more rain has fallen inside than outside the forest, and that in 8 out of 10 cases more rain fell on the edge of the forest than outside. If the amount of the rainfall at the center of the forest be designated as 100, then the amount of rainfall at the edge of the forest would be represented by 93.9, and the rainfall outside the forest, by 76.7. The tendency of moisture-bearing currents to precipitate their moisture more rapidly above or near the forest than over bare or cultivated fields, is due to the dampening and chilling effect of the forest upon the atmosphere which induces condensation of the atmospheric vapor. This has been proved not only by actual measurements at Nancy and other parts of France, but also in Germany, Russia, and India. These observations show that forests tend to increase the total amount of precipitation over wooded watersheds and thus make available more water for stream flow, all other conditions being equal, than barren or deforested areas. INFLUENCE ON THE EVAPORATION OF WATER FROM THE SOIL The rate at which water is evaporated from the surface of the soil depends on a number of factors. Chief among these are: (1) Tem- perature; (2) movement of the air (wind); (3) relative humidity of the air; (4) character of the soil cover. 31673— S. Doc. 325, 60-1 33 505 506 KEPORT OF THE INLAND WATERWAYS COMMISSION Temperature. — Careful observations extended over a long period in France, Germany, Austria, Switzerland, and other countries, established the fact that forests reduce the temperature of the air: first, by preventing the heating of the soil by the sun; second, by transpiring water from the leaves — this process of transforming water into vapor absorbs heat and therefore reduces the temperature of the surrounding air; and third, by increasing the nocturnal radiation from the crown. The yearly mean temperature was invariably found to be less inside than outside a forest. The difference between the yearly mean temperature inside and outside of a forest is about 0.9° F. for forests in level country. This difference increases with altitude and at an elevation of about 3,000 feet it is 1.8° F. The monthly mean temf)erature is less in the forest for each month of the year, but the variation is greatest during the summer months, when the difference may reach 3.6° F., while in winter it does not often exceed 0.1° F. The daily mean temperature shows the same variation, but to a greater degree. The difference between the temperature inside and outside the forest during the hottest days amounted to over 5° F., while for the coldest days of the year the difference was only 1.8° F. These facts show that the temperature of the air mthin the forest is on the whole lower but is subject to lesser fluctuations than in the open. Wind. — The wind exercises a great influence on evaporation by constantly renewing air in contact with the moisture-containing surface. The influence is great during both summer and winter. By breaking the force of the wind and checking the circulation of the air a forest cover reduces the evaporation of water or snow from the forest soil. Mr. F. H. King, of the agricultural experiment station of the University of Wisconsin, carried on in 1894 a number of most inter- esting experiments upon the effect which wdnds have upon the rate of evaporation within and outside the sphere of influence of woods. The first series of experiments was made to the northwest of Plain- field, on a piece of ground planted to corn, lying to the south of a grove of black oaks having on the average a height of 12 to 15 feet. At the time of the experiment there was a gentle breeze from a little west of north. The results showed in one case that the evaporation at 20 feet from the woods was 17.2 per cent less than at 120 feet. In another case, at three stations located within 60 feet from the woods the amount of evaporation was 24 per cent less than at the three farther removed stations located between 280 and 320 feet away from the woods. Another trial was made by him in the to^vn of Almond, to the south of an oak grove 80 rods square in a field sowed to oats and wheat mixed. The results obtained at the stations located at increasing distances from the woods showed that the amount of evaporation increased until 300 feet from the woods was reached. At this dis- tance and beyond it the rate of evaporation remained practically the same, but at 300 feet the evaporation was 17.7 per cent greater than at 200 feet, and 66.6 per cent greater than at 20 feet from the woods, the difference being due entirely to the protection from the wind which the forest afforded. RELATIONS OF FORESTS AND STREAMS 507 Relative humidity. — The relative humidity of the air is higher in the forest than in the open, first because the transpiration of water by the leaves appreciably increases the moisture content of the air within or near the forest; and second, because the temperature of the air is lower in the forest, and therefore the air is nearer its saturation point. Hence, the relative humidity of the air in the forest is higher than that outside, even if the absolute humidity of the air inside and out- side were not appreciably different. The relative humidity of the for- est air is between 9 and 12 per cent higher than that in the open, and is highest in summer. Character of the soil cover. — The soil cover in the forest, which is com- posed of a mulch of fallen leaves and humus, reduces considerably the amount of moisture evaporated from the ground. Experiments con- ducted during five years (1869-1873) in Bavaria have demonstrated that a layer of fallen leaves is capable of reducing evaporation from the soil 25 per cent. Thus while evaporation from the soil in the for- est, deprived of leaf litter, amounted to 47 per cent of that in the open, the evaporation from the same soil covered with a fairly deep layer of leaf litter was only 22 per cent of that in the open. In other words, while the forest cover alone diminished the evaporation from the ground by more than half (53 per cent), the forest cover together with the leaf litter reduced it by 78 per cent, making it less than one quarter (22 per cent) of that in the open. In mountainous forests the evaporation is reduced by the combined influence of the forest cover and such soil covering to from 9 to 13 per cent of the precipitation, thus allowing from 87 to 91 per cent to remain in the soil." The lower temperatures which exist under a forest cover, the greater relative humidity of the air, the lesser circulation of the air, and the presence of a surface mulch of fallen leaves and humus all tend to reduce the direct evaporation from the forest soil. Obser- vations extending for. ten years (1876-1885) in various parts of Ger- many and Austria showed that the evaporation of water in the open in the vicinity of the forests is equal to 20.9 inches, while in the forest it is only 9.5 inches, or expressed in percentage of the evapora- tion in the open 46 per cent. In other words, the presence of the for- est saves more than half of the evaporation in the open. The Prus- sian observations for the ten-year period between 1876 and 1885 showed that the per cent of water evaporated from the soil in a beech forest is 40.4; in a spruce forest, 45.3; Scotch pine forest, 41.8; and in young plantations, 90.3 of that evaporated in the open. INFLUENCE ON LEAF TRANSPIRATION Besides the loss of water through direct evaporation from the soil, a much greater amount is returned into the atmosphere by the transpira- tion of the leaves, which in distinction from the physical evaporation may be called physiological evaporation, since it is essential to the physiological function of the trees. Until lately the general opinion, based on the classical experiments conducted by Risler, from 1867 to 1872 at the agricultural experiment station of Rothamsted, England, was that cereals and grasses consume more water for plant transpiration than forest trees. According to these experiments and those of F. B. « Die gesammte Lehre der Waldstreu, etc. Dr. Ernst Ebermayer, 1876, p. 185. 508 REPORT OF THE INLAND WATERWAYS COMMISSION Hohnel (Austrian experiment station 1878), the average amount of water consumed by hardwood forests appeared to be from 6 to 8 inches in depth of water over the ground area in each growing sea- son, and that by coniferous forests from 4 to 6 inches per year. Cul- tivated crops, such as cereals and grasses, on the other hand, were shown to demand from 12 to 18 inches on the ground area; clover transpired from 13.6 inches to 18 inches, and grass crops even more than this, or from two to three times as much water as average hard- wood forests and from three to five times as much as coniferous forests. From the recent experunents by Ebermayer, Wolln}^, Henry, Ototzky, and others, however, the water table appears to be mvariably lower under forest areas than under grass cover, and under grass cover lower than in a bare cultivated field. In the forest only the upper layer of the soil was found to be moister than in the open, the lower layers being always drier than in the open. Thus, according to Ebermayer' s experiments of 1884-1886, the per cent of soil hu- midity at different depths in an uneven-age spruce forest and in the adjacent field was as follows: Depth. Young forest twenty-five years old. Middle- age forest sixty years old. Mature forest one hun- dred and twenty years old. Field. 28.97 19.19 19.10 18.39 18.00 29.48 19.07 16.07 16.26 17.90 40.25 19.29 18.29 20.22 21.12 22.33 15 to 20 centimeters 20.62 20.54 45 to 50 centimeters . 20.24 20.53 Average 20.73 19.76 23.83 20.85 The middle-age forest always produced the greatest desiccation of the lower layers of the soil. This was especially noticeable in summer and fall. In such a forest the soil humidity at a depth of 47 cm. averaged for the summer 15.12 per cent, while in the field at the same depth it was 19.89 per cent. The greater dryness of the soil under the forest is claimed, therefore, to be caused by the trans- piration of water by the forest. Since trees produce more organic substance per year per unit of area than other plants, their expendi- ture of water for the formation of cells must therefore also be greater. Whether or not this greater transpiration of water by the forest is compensated by the smaller direct evaporation from the soil and greater condensation of vapor over forested watersheds is still an open question. It is, however, generally admitted even by those who ascribe to the forest a depressing influence upon the water table that in mountainous regions with a strongly dissected topography, heavy impermeable soils, abundant snowfalls, short springs, and intermittent summer showers, the amount of water that penetrates into the ground deprived of a forest cover is very small — so small, in fact, as to more than offset the loss of water through transpiration by the forest. In such cases the forest actually increases the amount of water available for tree growth and feeding of streams. If to this be added that sur- face run-off carries away the soil and in this way reduces the volume of water that can be retained by the remaining soil, the dangers wliich KELATIONS OF FORESTS AND STREAMS 509 are threatened by the removal of the forest become very evident. The experiments thus far carried on were chiefly in the forests of the plains, where the hydrogpraphic influence of the forest is at its mini- mum, and further investigations are necessary to make these results conclusive. Further measurements of the cUscharge of streams from forested and unforested watersheds are necessary to determine whether or not forests actually increase the total amount of water available for stream flow. Mr. Vermeule,'* the consulting engineer of the New Jersey geological survey, who made a study of the water supply resources of the State, while unwilling to admit any increase in the discharge of streams from forested watersheds, recognized an intimate relationship between yield of water and temperature, namely, that a difference of 1° in mean temperature will mean 5 per cent difference in the annual discharge from a given drainage area. If this observation is correct, then in the light of the results obtained by carefid observations on the temperature outside and inside the forest, the latter, by lowering the temperature, by 1° or 2°, increases the total yield of water from forested watersheds by 5 or 10 per cent. Mr. George W. Rafter,^ a civil engineer, who more than anyone else has studied the water supply of streams and the factors affecting it, attributes to the forest a most marked mfluence on the increase of the total discharge of a given drainage area. From his studies of the rivers of New York he came to the conclusion that in the State of New York and in the neighboring region a forested watershed is capable of yielding annually from 4 to 6 inches more water than a deforested one. INFLUENCE ON THE BEHAVIOR OF THE RESIDUE That part of the total precipitation which is left over and above the amount evaporated and transpired by the leaves is the part that is available for stream flow. This part, therefore, plays the most important role in feeding the streams, and the effect which forest cover has upon the behavior of this residue is of the greatest sig- nificance. While the effect of the forest cover upon the total increase of the water yield is still problematic, the effect which it has upon the behavior of the water that reaches the ground is undisputed. The part of the precipitation which is left over and above the amount evaporated and transpired by the forest is disposed of fi'om the surface in two ways: By surface run-off and subsurface drainage. By surface run-off is meant that part of the water which flows directly from the surface-and reaches the nearest water course without absorption. By subsurface drainage is meant that portion of the water precipitated on the earth which succeeds in sinking deeper into the soil and passes for gi-eatly varying distances under the surface before reappearing again at the lower levels of the same or possibly some other drainage area. The water that flows dnectly from the surface is flood water which, unless controlled, may cause great destruction. At a time of heavy rains, or sudden melting of snow, « Wood Lands and Water Flow in New Jersey. By C. C. Vermeule, Proceedings of the American Forestry Association for 1894-1895. p. 130. 6 Hydrology of the State of New York. By George W. Rafter, Bull. 85, New York State Museum. 510 REPORT OF THE INLAND WATERWAYS COMMISSION such water rushes down the mountain slopes, swells the streams, overflows the low-lymg country, and deposits the sediment eroded from the mountains on the agricultural land below and in the channels of the streams. The surface run-off is responsible for all the sudden variations in the water stages of brooks and rivers; the subsurface drainage contributes to their steady and permanent flow. It is important, therefore, that as much as possible of that surface water shall enter the ground. The chief and most effective function of the forest is in increasing the subterranean drainage at the expense of the surface run-off. The ratio of the surface run-off to subterranean drainage is deter- mined by several factors. Chief among them are: (1) The amount and character of precipitation; (2) the angle of the slope; (3) the character of the soil cover; (4) the amount and character of the soil, subsoil, and underlying rock. 1 . Amount and character of precipitation. — The heavier and more violent the showers, the greater, all other conditions being equal, is the surface run-off. The forest by its foliage and branches breaks the force of the rainfall so that the water reaches the soil without violence, and at the same time prolongs the duration of the ramfall. After a storm, water continues to drip from the leaves and twigs for one or two hours. The water in the forest, therefore, falls more quietly and for a longer time, and is thus allowed to be absorbed by the soil. The rapid melting of the snow in the spring, especially when the ground is frozen or is saturated with water, favors surface run-off and lessens seepage. By protecting the snow from evaporation by the wind during the winter, the forest prevents its wasting away, and by protecting it during the spring fi"om radiation protracts its melting for tliree weeks or more. This, together with the less fi'ozen ground and the greater water-holding capacity of the forest soil, favors sub- terranean drainage and lessens surface run-off. In this connection the conclusions reached by Mr. L. G. Carpenter, of the agricultural experiment station of Colorado," who has made a study of the relation of forest, melting of snow, and water supply of hrigation streams, are of interest. They are as follows: (a) . The mountain streams in the early irrigation season are largely supplied by melting snow. (6) . There is a marked diurnal fluctuation, greater with high water than with low, due to the daily variation in the rate of melting. (c) . The stream at high water may be one-half greater than at low water on the same day. (d). Cloudy weather in the mountains, protecting the snow from the radiation of the sun, causes the fluctuation to disappear and the flow to decrease. (e). This decrease is so great that the cloudiness associated with continued^ rain usually more than counterbalances the gain from the rain. (/) . The loss of snow by evaporation is considerable, especially when exposed to winds. « Forests and Snow. By L. G. Carpenter, Colorado Agricultural Experiment Station. Bull. 55. 1901, p. 14. EELATIONS OF FORESTS AND STREAMS 511 (^) . Snow remains in the timber and in protected spots much longer than where exposed. (h) . This is due not so much to drifting as to shelter from the radia- tion afforded by the forest cover. (i) . Hence, the greater amount of forest cover the less violent the daily fluctuation, the more uniform the flow throughout the day and throughout the season, and the later the stream maintains its flow. (/). The loss of the forest cover means more violent fluctuation during the day, greater difficulty in regulating the headgates and keeping a uniform flow in ditches, and hence an additional difficulty in the economic distribution of water. Also the water runs off sooner, hence the streams drop earlier in the summer and on accoimt of the lessening of the springs, the smaller is the winter flow. (Jc) . The preservation of the forest is an absolute necessity for the interest of irrigated aOTiculture. 2. The angle of the slope. — The steeper the slope the greater, all other conditions being equal, is the surface run-off. The surface rim-off is greater from naked soil than from soil covered with grass, and from grass-covered soil greater than from soils bearing a forest cover. The naked soil, under the influence of the erosive action of the sur- face run-off, becomes constantly steeper and this in turn still further increases the surface run-off. By protecting the soil from washing and by checking the surface run-off, the forest tends to counteract the erosion and thus prevent the topography from becoming rugged. Forest-covered summits and ridges possess therefore a more rounded and broader form than deforested ones. A forest cover on steep slopes and summits tends to moderate the topography and thus re- duces the surface run-off from steep slopes and favorably affects the permanent flow of streams. 3. The character of the soil cover. — The character of the soil cover has a decided influence upon the percolation of water in the soil ; and of all forms of soil cover, that or the forest is by far the most effective in increasing subsm'face run-off and lessening surface run-oft". The cro^vns of the trees prevent the compacting of the soil under the forest by breakmg the violence of the rainfall. The presence of a surface mulch of leaves and twigs protects the soil and allows it to retain its granular structure. This increases its absorptive power, which is often still fiu-ther enlianced by a layer of moss. Penetrated by a network of roots and covered by branches and stumps, the ground offers many obstructions to the surface run-off and causes the water to sink into the ground, which tendency is further in- duced by the presence of deep channels in the ground left by the decay of large roots. In a forest the siuface litter is capable of ab- sorbing more than 2 inches of rain water during twenty-four hours. Even after it is fully saturated it will give off only very slowly any additional deposits of water. Experiments carried on for four years at Haidenhaus, Switzerland, upon the percolation of water inside and outside a forest and reported by Professor Biihler at the Interna- tional Congress of Experiment Stations in 1901, have sho\%Ti that outside the forest the amount of water percolated through the soil (clay) formed 32 per centof water precipitated, while inside of a beech forest on the same kind of soil it was 50 per cent, and in a spruce forest 45 per cent. Thus under the crowTis of trees in the forest more water sinks into the ground than in the open, in spite of the 512 REPOKT OF THE INLAND WATERWAYS COMMISSION fact that in the beech forest 73 per cent of the total precipitation reached the ground and in the spruce forest 53 per cent. If the amount of water that penetrated the ground in the open be taken as 100, then in the beech forest it would be 156, and in the spruce forest 142. Thus the forest produces a soil cover which increases the percolation of water into the ground. This function of the forest is destroyed or reduced by fires, excessive grazing, or overcutting, which change the natural conditions of the forest soil cover. It is not sufficient there- fore to have merely a forest, but it must be protected from fire and overgrazing and properly managed if its function in reducing surface run-off and increasing subsurface drainage is to be exercised. It is justly claimed that the flow of surface water can be completely ar- rested on forest slopes if these are clothed with a healthy forest growth so long as the leaf canopy is maintained. 4. The amountand character of soil, subsoil, andunderlyingrock. — The amount of water wliich actually gets into the soil is greatly determined by the character and the amount of soil. A barren rock can not retain water, which runs off as fast as it falls. It is the soil that forms a reser- voir for retaining the water, and the more there is of it the greater volume of water may be retained by it. The character of the soil, and there- fore the kind of rock from which it is derived, affects the percolation of the water mto the ground. Thus clay soils will favor less percola- tion than sandy soil, but no matter what the character of the soil may be, a thin soil cannot retain much water. A forest cover increases both the amount of soil and its absorbing capacity. The forest in- creases the amount of soil in two ways: (1) from above, by addition of leaves and twigs, which on their decay become a constituent part of the soil; and (2) from below, by inducing disintegration and decomposi- tion of the underlying rock. By constantly increasing the depth of the soil, the forest at the same time guards it from washing away and thus retains it where it was formed. The addition of organic matter to the soil increases its water-holding capacity; at the same time the roots enter the narrow fissures of the rock and by their mechanical and chemical action widen them and thus produce many openings into which the water may freely sink. Thus it is certain that, of all forms of soil cover, mountain forests most favor the absorption of rainfall by the soil at the expense of sur- face run-off. This they do by checking the rapidity and force of rain- fall ; by preventing the washing away of the soil ; by increasing its amount and improving its absorptive properties, and as a result increas- ing its storage capacity. SUMMARY The facts which have thus been established relative to the influence of forests upon stream flow may be briefly summarized as follows : 1. By lowering the temperature, forests induce condensation of vapor, and by increasing to some slight extent the aqueous precipita- tion (dew, mist, rain, snow), make available larger amoimts of water for stream flow. 2. By their foliage, soil covering, protection from wand, low tem- peratures, greater relative humidity, etc., forests reduce the direct evaporation from the ground to about one-fourth of that in the open. RELATIONS OF FORESTS AND STREAMS 513 Thus a large proportion of the total precipitation is allowed to become available for stream flow. 3. Forests stimulate the absorption of water by the soil at the ex- pense of surface run-off. By preventing surface run-off and retaining the water in the soil, they tend to moderate freshets and floods and provide for the steady flow of streams. 4. Forests retard the melting of snow and thus provide for the gradual feeding of mountain streams. 5. By preventing sui-face run-off, forests protect the surface soil from erosion and thus reduce the amount of sediment carried by streams. 6. By stimulating the absorption of water by the soil, forests act as a filter in purifying the water supply. Such in brief are the scientific facts relative to the influence of forests upon stream flow. TMiile this influence exists wherever forest exists, there is considerable variation in the degree in accordance with the climatic conditions. The forest exerts a lower influence in regions of high humidity, gentle topography, light summer rains, and abun- dant snow than it does when the topography is more broken, the evaporative factor high, and the rainfall concentrated and intermit- tent. Its influence increases with the increase in the aridity of cli- mate and irregularity of rainfall. Its efficacy, however, is at a max- imum in a region of heavy intermittent rainfall where the humus is most eflicacious in promoting absorption and the protective cover in lessening: erosion. 16. SPECIAL RELATIONS OF FORESTS TO RIVERS IN THE UNITED STATES By W. W. Ashe Forest Assistant, V. S. Forest Service PHYSICAL RELATIONS The physical influences of forests upon streams affect their volume, the regularity of their flow, and the clearness of their water, and are so of great importance through increasing the usefulness of the water- ways for navigation, for irrigation, and for power. Their extent varies Math the conditions of the watersheds, topography, climate, and soil. They are greater where the surface is broken, the soils either close-textured or deficient in cohesion, the evaporation ex- cessive, and the rainfall heavy, than in regions of gentle topography, permeable soils, high humidity, light summer rains, and abundant snowfall. Forest influences reach a maximum where long droughts and heavy rains alternate, and where the soils are slowly permeable or unconsolidated. Under such conditions the humus is most effi- cient in promoting absorption, and the protective cover of the forest is more beneficial in reducing erosion. On the other hand, forest in- fluences reach a minimum in level regions of high humidity and evenly distributed rainfall, if the soil is cohesive yet loose enough for water to enter freely. The conclusions in regard to the physical relation of the forests of the United States to the rivers may be briefly summarized as follows : 1. The influences of the forests upon stream flow and turbidity, while by no means negligible elsewhere, are paramount on the rivers heading in the Southern Appalachians and the eastern slope of the Rocky Mountains, and on the streams of the Southwest flowing through forested or partly forested watersheds. 2. When the natural relations between forest and stream are dis- turbed in a region where forest influences are high, there is a great increase in the number and height of the floods; there are longer periods of low water; and the damage from floods and from silt and sand which is eroded and deposited as sandbars, goes forward at an increasing rate. This is shown by the wide destruction from floods of the Southern Appalachian streams during the past decade, and by the destruction wrought by the recent uncontrollable tor- rents of the Southwest. In accordance with the varying influences of the forest upon stream flow, the most important rivers of the United States msij be divided 514 SPECIAL RELATIONS OF FORESTS TO RIVERS 515 into six groups, each group situated within a region having similar physiograpliic and cHmatic characteristics, where the forests or the watersheds exert Hke influences upon the flow of the streams. These six groups are: 1. Rivers of the Northeastern States and the Great Lake region; 2. Rivers of the ]\iiddle Atlantic coast region; 3. Rivers of the Appalachians; 4. Rivers flowing from the eastern and southern slopes of the Rocky Mountains; 5. Sacramento and San Joaquin rivers; 6. Columbia River. RIVER SYSTEM OF THE NORTHEASTERN STATES This system embraces the rivers of New England, .the Hudson River, and the rivers in the region of the Great Lakes. The most important streams of New England are the Kennebec, Androscoggin, Penobscot, Merrimac, and Connecticut rivers. On these streams navigation is largely limited to the tidal estuaries. The basins are well forested and the natural permeability of the soils is increased by the good humus wliich rapidly accumulates where granulation, even of the heavy soils, seems to be a natural condition when covered by the deep forest humus; the humidity is high and the evaporation factor low. An extensive system of lakes, wliich act as natural reservoirs, is instrumental in furnisliing an equable stream flow from a moderate but evenly distributed precipitation, which in winter occurs largely as snowfalls, and which passes off as spring freshets after warm rains. Natural storage is also favored by the deep glacial drift, the granitic soils, and the spongy moss and deep humus. Sod naturally sets in ditches, on stream banks, and in waste places, and forms nearly as perfect a protection against erosion as the forest cover. Erosion is slight and the silt burden of the streams is insignificant. Nine of the principal rivers of the northeastern Atlantic coast have total navigable water of 329 miles, or an average of 36 miles for each stream. The Kennebec may be taken as a type of the streams of tliis group. It is navigable to Augusta, Me., the head of tide water; the tidal stream, which is free from all silt bars, is open to boats with 10 feet of draft. Its sources are in the rolling plateau lake region, which is submountainous in part. The soils, of gneissic and granitic origin, in many places covered with glacial drift, are permeable loams and sands on the lower portion of the basin; while equally loose soils derived from sandstones, shales, slates, and conglomerates prevail on the headwaters of the river. The headwaters are heavily forested with spruce, while the lower portion of the river basin is less heavily wooded with pine and hardwoods. A rainfall of 30 to 40 inches is evenly distributed through the year, but the winter precipitation is largely snow, which is released by April and May melting, the snow remaining beneath the protection of the forest from one day to several weeks longer than in the open. The forests have fine humus conditions which afford liigh absorptive capacity and large water storage. This is also supplemented by an ample lake surface which has a decided equalizing influence on run-off. Dams at the lake 516 EEPORT OF THE INLAND WATERWAYS COMMISSION outlets increase natural storage, releasing the water imtil September, so that the flow of the river is fairly equable except during the spring thaws. The amount of the summer run-off is further mamtained by the low surface evaporation, 30 inches from a free water surface, compared with 39 at Boston, and much higher rates farther south and in the drier climate of the southwest. The numerous lakes, the equable rainfall, the heavy forest cover, and the deep humus, all combine to make this one of the most ideal of eastern streams. The navigable portions of the streams of eastern New England are largely the tidal estuaries, and are not subject to the alternation of violent flood and low water which characterizes streams dependent on rainfall for their depth of channel. The upper reaches, however, are important in log transportation, since the time of the spring flood is the season to which tliis is usuall}' restricted, while many streams are very valuable for power or as sources of domestic water supply. The silt burden of these rivers is small, and is largely limited to material corraded from banks, and to the natural deepening of the channels in the rapid portions of the streams. In the discussion of Portland Harbor in the report of the Chief of Engineers the state- ment is made (Report 1906, part 1, p. 33), that "no silt-bearing streams empty into Portland Harbor, and the improved depth ob- tained will be practically permanent." While many streams of New England carry silt, the burden, considering the extent of the spring floods, is small compared with that of southern and southwestern streams. The Penobscot, Androscoggin, and Merrimac rivers may be classed with the Kennebec as having heavy-forested watersheds, with excel- lent humus conditions, in addition to generally permeable soils and an ample lake area. Surface erosion is slight and the silt burden low. The stream channels are generally free from rapidly forming or shift- ing silt bars. High spring freshets are followed by well-maintained midsummer flow. The headwaters of the Connecticut River lie in a much more moun- tainous region, demanding therefore more extensive protection. Its flow is not so steady as that of the Maine streams. Flood waters gather more quickly and the dry season flow is lower. Erosion, on account of the steep topography and the large farming area, is more active, silt bars having formed in the tidal channel. Large areas in the White Mountains, where this river has its source, have been stripped of their forests, and subsequently burned. The deep humus and duff, which in many places beneath the spruce formed practically the only soil, has been destroyed. In the absence of the natural absorbent cover, storm waters pass quickly and un- checked into the river. The Hudson River is similar in general characteristics to the New England streams, but its chief tributary, the Mohawk, drains a thor- ouglily cleared agricultural valley, and during freshets bears a heavy silt burden. That portion of the river above Troy which comes from the Adirondacks nearly duplicates in general character the streams of Maine. The headwaters are in a region of low mountains with numer- ous lakes, while the heavy spruce and hardwood forests serve to form a deep, retentive humus which largely prevents erosion, as well as promotes absorption and lessens soil evaporation. While the Hudson is navigable only to the limit of the tidal estuary, the maintenance of SPECIAL KELATIONS OF FORESTS TO RIVERS 517 the midsummer flow is of value in enabling larger boats to ascend at low tide. It is subject to spring freshets from the melting of the accumulated winter snow, followed by low water during the dry sum- mers. The spring precipitation is usually low ; and wmle that of the summer months is the highest for the year, the liigh evaporation factor reduces the stream flow during the autumn. Rafter has pointed out the influence of deforestation in increasing the irregu- larity of the flow of streams in New York. During sixty years of observation the minimum flow of the Schuylkill has diminished. In 1815 this flow was estunated at 500,000,000 gallons a dav; in 1825 at 440,000,000; m 1867 at 400,000,000; m 1874 at 245,000,000; since then no measurements have been made. The commission of engi- neers claimed in their report in 1875 that this was due to deforesta- tion, there having been no change in the rainfall. The silt burden of the Hudson, which has increased with the exten- sion of the cleared area, amounts to 240,000 tons a year, a larger amount than is borne by the rivers of New England, mth their better forested watersheds, but smaller than that carried by the large rivers of the southern Appalachians. The streams of the Great Lake region, wliich include the head- waters of the Mississippi River, with the St. Croix, Wisconsin, Chip- pewa, and most other rivers of Wisconsin, Mnnesota, and northern Micliigan, are similar to those of New England in lake feeding, the topograpliic and forested concUtions of their basins, and the extent of forest influences on their flow. These streams, however, have no tidal estuary as have those of the northeast coast. The soils of their basins are prevaihngly loose and possess a high storage capacity. They are locally, however, deficient in cohesion, and where this is the case, the banks of even small streams corrade during the spring freshets. This produces sand bars, especially in some of the streams of jMichigan, such as the Grand and Muskegon rivers. Erosion, however, on the whole is so slight that the Missis- sippi River above MinneapoHs, with a basin of 19,585 square miles, has a yearh^ silt discharge of only 117,000 tons, compared with 10,000,000 tons from the Tennessee River, with only twice the area of tliis portion of the Mississippi. The farming area will undoubtedly be much extended in the region of these streams and as tliis takes place it will be accompanied, unless the banks are carefully guarded, by additional corrasion from the banks of smaller streams. So far as known, sHght change has taken place in the flow of most of these streams, but with the further decrease of the forest area the spring floods will increase in size and the dry-season flow \W11 diminish. This irregularity, however, will never be so marked as it would be in the absence of the lakes and if the country were mountainous, the soils close-textured, and the summer rains more concentrated. Addi- tional lake storage for the equalization of stream flow is already being utilized on the Mississippi, and on account of the favorable natural conditions and the slight possibility of silting this admits of a great extension. In addition to protecting banks of small streams, the areas of lower agricultural value, haA^ng soils wliich erode, should be maintained in forest. In the Northeast, the demarcation between the absolute forest lands and those most suitable for farming is usu- ally sharply drawn. For this reason further encrof^chment upon the forest lands for farms will not be extensive, and if the forest condi- 518 • REPORT OF THE INLAND WATERWAYS COMMISSION tions are not destroyed by injudicious lumbering, the present condi- tions of stream flow can probably be maintained. The most important problem connected with the control of New England streams is the protection of the headwaters of the Con- necticut. The extensive forest areas on the headwaters of tliis river which have been burned should be reforested, and lumbered lands should be protected from fire to allow early reestablishment of nor- mal humus conditions. Future lumbering should be regulated so that it will in no way jeopardize the humus and soil. On the Hud- son River the preservation of the forests of the Adirondacks is necessary to compensate for the extensively cleared valley of the Mohawk, and to protect the lakes from silting up. The removal of the forests has undoubtedly increased the ratio be- tween maximum and minimum flow especially on the Hudson, Merri- mac, and Connecticut rivers. This widened ratio can now be equal- ized only by increased lake storage, but the existing condition can be prevented from becoming worse by maintaining the present forest cover. RIVER SYSTEM OF THE MIDDLE ATLANTIC COAST The most important streams of the Middle Atlantic Coast region are the Potomac, Susquehanna, Delaware, Rappahannock, and James rivers. Eight rivers of this group have total navigable water of 546.8 miles, or an average of 68 miles for each stream. No one of these rivers is navigable above the fall line, which is at or just above the tidal limit. The maintenance of a mid-summer and autumn flow, regardless of freshets and silting, does not for this rea- son assume the importance it does on streams which are extensively navigated on other than tidal water. On several streams the supply of water for canals is an important consideration. Their nearness to large cities and their numerous falls and rapids make them valuable as sources of power, while many of them, especially their mountain tributaries, are used for obtaining municipal water supply. The two unfavorable conditions which may be regulated by forest cover are spring and winter freshets, and the silt burden which is deposited largely through these freshets in the slack water of the tidal channel. These streams rise in the Allegheny Mountains, where their head- waters drain narrow agricultural valleys inclosed by forested but thin-soiled shale and sandstone ridges. The lower portions of their basins are largely cleared, and have rather heavy soils and frequently f)oor humus conditions, both in the forests and in the agricultural ands. The forest humus, derived chiefly from oak, chestnut, and pine, is naturally scant except at lugh altitudes and has been further reduced over large areas. Burning, exposing the soil to insolation, and the compacting efi'ects of heav;^ rains have resulted in erosion. Stream flow is maintained by a rainfall of from 40 to 50 inches, a feature of which is a heavy, irregular midsummer precipitation, com- pared with 30 to 40 inches of precipitation on the basins farther north. The considerable winter snowfall is usually removed by warm spring rains, causing floods, which corrade the banks of streams, and also erode the agricultural lands. In addition there are frequent summer and autumn floods, all accompanied by a large silt burden. The floods produce damage to the canals and to riparian property, while the silt is deposited in the estuary channels, where constant SPECIAL RELATIONS OF FOEESTS TO RIVERS 519 dredging is required to maintain depth. The silt which is annually discharged by the Susquehanna River at Danville, where the river has a basin of 9,530 square miles, amounts to 240,150 tons. The dis- charge of sediment by the Susquehanna had become so excessive by 1871 that it was found necessary that year to abandon the Brewerton chamiel to Baltimore in Chesapeake Bay, since this channel was con- tinually obstructed by the sediment deposited in the eddy made by the currents of the Patapsco and Susquehanna rivers. The turbidity of the Potomac and James rivers is liigher than that of the Susque- hanna. On the James River it has been estimated* that in a flood with a 10-foot crest from 275,000 to 300,000 cubic yards of solid matter are moved during twenty-four hours. These streams lack the natural reservoir system of lakes which characterizes the streams of New England and many of the streams of Wisconsin, Mchigan, and IVIinnesota. They also lack the sandy or glacial soils of the northern river basins, wliich possess ample water storage capacity. Moreover, the thinner humus of the oak and chestnut forests offers only a meager water storage compared mth that of the thick spruce duff and the moss of the more northern streams. These conditions of soil and climate which are so unfavor- able for equable stream flow attain their maximum for these rivers on the lower reaches of the most southern streams, the Potomac and James. Here the rainfall is heaviest and most irregular, the pro- tective humus is thinnest, and the heavy clay soils of the Piedmont Plateau, naturally deficient in granulation and absorptive capacity, replace the more permeable, but shallow, sands and loams which form the soils on the upper portions of their basins. On the upper portions of the basins the conditions are more nearly like those which determine the clearness of New England streams. It is most desirable on these streams to reduce the number and the height of the floods, since the turbidity and silt burden increase at an accelerated rate as the floods become greater. In basins of such character, temporary storage by other than arti- ficial means, tending to prolong or distribute a flood crest, can be secured only in the forest soil, and since storage in a forest soil, except in sands, takes place very largely through the medium of humus, it is necessary to maintain the humus at its maximum depth. The humus in the valleys of these streams has been largely reduced by frequent fires. By preventing fires, as well as by a more judicious method of cutting when clean cutting is practiced, a humus can be secured \vdth a high absorbent capacity over the greater part of the forest area, which amounts to more than one-third of the entire area of the basins. Moreover, there are extensive areas of farming land situated on steep slopes wliich will not hold a permanent grazing sod. The soil is eroding badly, and consequently it has a low absorptive and storage capacity. Its preservation seemingly can be effected only by re- foresting. Reforesting, therefore, seems advisable, since not only does the unchecked run-off from the naked slopes contribute to the height of flood crests, but the earth washed from them largely aug- ments that scoured by floods from the banks of streams. oReport Chief of Engineers, U. S. Army, for 1885, pt. 2, p. 947. 520 EEPOET OF THE INLAND WATERWAYS COMMISSION The construction of storage reservoirs at stream heads will lessen corrosion by the high floods, but unless slopes are properly protected by forest erosion from steep cleared land will continue, not only adding its quota of silt to the stream channel, but threatening to reduce the capacity and efficiency of the storage reservoirs as well. RIVER SYSTEM OF THE SOUTHERN APPALACHIANS This group includes a very large number of rivers, many of them large and at present extensively navigated. Their navigable stretches, however, can be greatly extended by furnisliing a more uniform flow, and their usefulness can be largely increased by securing additional channel depth either by artificial storage or by canalization. The flow of these rivers is characterized by high floods at irregular inter- vals, though usually in the spring, bearing enormous quantities of sand and silt, followed by long periods of low water. Tills system embraces the greatest number and most important navigable rivers of the United States. On the South Atlantic drainage, the Roanoke, Neuse, Tar, Cape Fear, Santee, Savannah, and Altamaha rivers are all important. On the Gulf drainage, the Appalachicola and Mobile River systems embrace many hundred miles of navigable waters and traverse the coal fields of Alabama. The Tennessee, Cumberland, and Kentucky River basins cover the entire State of Tennessee, a portion of northern Alabama, and central and western Kentucky. The Ohio River system embraces about 1,450 miles of navigable water. The lower Mississippi is largely an extension of these streams, and its flow is chiefly depend- ent upon their stages. These rivers have their sources in the Appalachian Mountains or in the adjacent plateau regions. In the lower portion of the Missis- sippi Valley there are a few streams subject to nearly the same influences, such as the Pearl River of Louisiana, which can appro- priately be included. Fifty-seven of the Appalachian streams have 9,241.5 miles of navigable water, or an average of 162 miles for each river. Most of them are navigable many miles above the tidal limit. For this reason the maintenance of a liigh flow during the dry season is important, as is also the reduction in the height of floods, which seriously interfere with navigation on the upper reaches. Closely related in effects to the dry-season flow is the silting up of channels, wliich reduces the depth of navigable water. The power wliich can be developed from these rivers is in many instances as important as their use for navigation, especially in those regions which are remote from the coal mines. The most typical streams rise at high elevations, 3,000 to 5,000 feet, in the Appalachian Mountains, where they are fed by many swift tributaries. Leaving the mountains they flow less rapidly tlirough the hill country of the Piedmont Plateau or the rolling farm region of the Mississippi Valley. There is an entire absence of lakes and natural reservoirs. Except in the most rugged portion of the moun- tains the soil mantle over the greater portion of this region is ex- tremely deep — from 20 to 50 feet. The soils may be separated into three classes: (1) Loams and sands which are fairly permeable and have high storage capacity; (2) silts wliich are less permeable and I SPECIAL RELATIONS OF FORESTS TO RIVERS 521 have a lower storage capacity, and which, on account of their friabiHty, are subject to the most destructive erosion; (3) compact clays deficient in granulation with, extremely low absorbtive power ana low storage capacity, which erode badly but seldom destruc- tively. The lighter soils are the most extensively developed in the mountains, and are the sources of the steadiest perennial springs. The heavy clays are extensively distributed, and cover hundreds of square miles on the Piedmont Plateau. The unfavorable effect of the prevailing close-textured soils upon stream flow is further in- creased by the climatic conditions. The snowfall is light, except in the high mountains, while the annual precipitation of 45 to 60 and even 80 inches at some localities frequently falls in concentrated showers. As much as 9 inches is recorded as falling in twenty-four hours and 21 inches wdthin one month. Such torrential rains are destructive to steep slopes which are not protected by either sod or the forest. The forest at present covers only about one-third of the area of the different watersheds. While the proportion of cleared land is appar- ently not excessive, the condition and situation of much of it tend to jeopardize not only the value of the rivers but the permanency of the land as well. In the mountains extensive areas of very steep land have been cleared. Some of this has a soil unsuited for farming and failure to retain a grass sod has caused deep erosion. Continuous cultivation in com has also resulted in the destruction of the value of much land by erosion. With the rapid increase in population in the past two decades, these conditions have become far more general. The cultivation of extensive areas of hill country below the moun- tains, especially of the red clays in the extreme south, has ceased. The rural population has moved to the factory towns, or the negro labor has gone to cities. Many counties in the Southern Piedmont region show a decrease in rural population during the past two decades, while in many there is a decrease in the total population. The sur- face of the farm land abandoned in this manner has quickly hardened and lost its porousness. Only a small amount of the heavy rains is absorbed by it. Failing to absorb its due proportion of water, it has added to the floods, while the springs formerly fed from the water stored in the soil have failed. The land itself has eroded in deep gullies. Such unfavorable conditions are not limited to the farming soils. The beneficial effects of the forest lands have likewise been reduced. In the mountains, where the humus should be thick and have a high absorptive and storage capacity and be efficient in maintaining soil granulation, it has been destroj^ed by injudicious lumbering and by forest fires. Below the mountains the humus, both in forest and in farming soil, is generally deficient, the deficiency bein^ greatest farthest south. This is partly due to the character of climate and soil, which favor the rapid oxidation of humus, while fires and grazing are additional causes for its depletion in the forest. The climate is mild, the winters short, frequently open, and the ground uncovered by snow; the summers are lon^, the humidity low, and the rainfall irregular and concentrated. These conditions retard the formation of humus and favor its rapid destruction. 31673— S. Doc. 325, 60-1 34 522 KEPORT OF THE INLAND WATERWAYS COMMISSION The irregular, concentrated character of the precipitation associated with these other favorable conditions frequently produces high fresh- ets, not only in winter and early spring, when warm rains release the stored waters of snow and ice in the mountains, but during the sum- mer and occasionally autumn as well. The violence of these freshets, in which the rise of water at the fall line of the rivers frequently amounts to from 30 to 60 feet, temporarily checks navigation. On the other hand, during periods of drought, which occasionally extend to sixty and ninety da,js, the stream flow decreases until the depth of water in the channels is too shallow for navigation. Rises of 50 or more feet above low water are known to take place in the Cape Fear, the Alabama, the Cumberland, and the Ohio, as well as in other streams. While there has always been a wide limit between high and low water in the southeastern streams, the ratio has undoubtedly widened as the removal of the forest and the destruction of the humus in the remain- ing forest have produced those conditions which concentrate in the rivers the flow of the water of severe storms. The following table shows the increase during a period of fifty years in the number of floods on the Ohio River at Wlieeling.'* The flood stage is 20 feet. Period. No. of floods. No. of days of flood. 1838-1847 . . ... 34 50 55 102 1888-1897 147 1898-1907 220 On the Cumberland River at Burnside, Ky., there has been a similar increase in the number of floods above the stage of 40 feet. No figures are available for the period before 1891. ^ f No. of Period. ZVl daysof flood. 1891-1895 3 3 1896-1900 8 19 1901-1905 13 13 The Alabama River at Selma shows a like increase for the period for which figures are available. The floods are above a stage of 35 feet. Period. No. of floods. No. of days of flood. 1891-1895 6 5 11 62 1896-1900 -. . 41 1901-1905 -■ 86 The Savannah River at Augusta, the Santee, and many other south- eastern streams show similar increase. The losses from floods on southern Appalachian streams during the past ten years aggregate more than $35,000,000, more, probably, than those of all the rest of the United States. « Figures are not available for the period between 1848-1887. SPECIAL. RELATIONS OF FORESTS TO RIVERS 523 In addition to the interference which periods of high and low water cause to navigation, there is, during freshets, a deposit of sand and silt bars in eddies, which lessen the channel depths and require fre- quent dredging to maintain open waterways. The source or this de- posited material is in part the forest soil, where it is inadequately protected by humus, ^\4lich has been destroyed by fire or reduced by grazing, or by both; but to a larger extent its source is farming land which has been either injudiciously tilled or which is too steep for tillage without erosion. While turbidity of southern streams is no recent phenomenon, the present turbidity is excessive. When it is the fault of the manner or tillage, more rational cultural methods can eliminate or reduce it. "\Mien it is from the erosion of steep land and cannot be prevented by better methods of culture, and it is evident that the amount and rapidity of the erosion are such as to jeopardize the future earning power of the land, this land and other areas of the same kind should be regarded as forest land and nonagricultural. Such land should be withdrawn from a use which means its ultimate loss of earning power as w^ell as continuous injury to the rivers, to be preserved by applying it to a different use as an active factor in the nation's future wealth. The Alabama River \\ath a drainage area of only 15,000 square miles bears off annually 3,038,900 tons of soil, " chiefly the scourings of the fertile farming soils of northwestern Georgia and northeastern Alabama. The Savannah River yearly carries 1,000,000 tons removed from the area above Augusta. The Roanoke River deposits more than 3,000,000 tons in its own channel and in Albemarle Sound. The Tennessee River, with a basin of 35,000 square miles, washes nearly 11,000,000 tons a year from the farming and forest soils on its basin. Erosion increases at an accelerated rate with the height of the floods, on account of the greater eroding power of water, which in- creases six times whenever its velocity is doubled. More numerous and higher floods are insured by further clearing of very steep land which must eventually be abandoned; and by further depletion of the humus in the forest. These will be accompanied by more frequent changes in navigable channels due to larger, more rapidly forming, and more quickly changing sand bars, the more extensive under- mining of stream banks, and the obstruction of channels by trees and drift, A very great portion of the appropriation for the improve- ment of these rivers is expended for dredging, and the necessary ex- penditure for this purpose will in the future increase in direct propor- tion to the increased silt burden of the streams. In event of exten- sive canalization the silt and sand continue a menace to channel depth, since slowly moving canal water affords suitable conditions for settling of the heavier material; and should the adjustment of stream flow by storage reservoirs be undertaken, the high silt burden would, unless eliminated by protecting the soil from erosion, yearly reduce the capacity and value of the reservoirs and eventually entirely de- stroy their usefulness. This extensive erosion is in like manner a Soil burden of these streams based ou data furnished by Herman Stabler of the U. S. Geological Survey. 524 REPORT OF THE INLAND WATERWAYS COMMISSION detrimental to water power utilization, reducing after each flood the impounding capacity of the reservoirs. It is stated by Mr. W. S. Lee" that the capacity of the reservoirs of the Southern Power Com- pany, on the Catawba and Broad rivers, is being so reduced by silting up that in a few years only the flow of the streams will be available for power. The natural means for attaining greater regularity of stream flow, for reducing the height and number of freshets, and for shortening the dry season low flow, is the same as that for lessening erosion, the pro- motion of soil absorption of storm water, and the reduction in the amount of surface run-off. While a perfect regimen can not be fully realized, it is possible by proper means to greatly improve the present conditions: (1) By thereestablishment of proper humus conditions in the forests of both the mountains and the Piedmont Plateau. (2) By the refor- esting of steep lands in the mountains which have been in cultivation and which have become so exhausted that they no longer will retain a grass sod. When this condition obtains, rapid erosion takes place. (3) By the reforesting of all steep land in the Piedmont Plateau which can not be cultivated without erosion, since it is impossible to maintain a grass sod on steep land in this section on account of the low humidity and long, hot growing season. (4) By improvement in the method of tillage on such soils as are deemed agricultural, in order to prevent erosion from them and promote absorption of heavy rainfall by them. This can be done by terracing, by deeper plowing, by an increase in the amount of humus, and by rotation of crops. The effects will be beneficial not only upon stream flow and in lessening erosion, but in improving the value and increasing the yield of farming lands. (5) By plantmg trees along the banks of brooks and small streams which are bein^ badly washed, and by reforesting or maintaining in forest alluvial lands which are subject to flooding and which erode when cleared. RIVERS OF THE EASTERN SLOPES OF THE ROCKY MOUNTAINS This group of rivers embraces many streams of great length flowing east and south tlirough the j)lains or from the eastern and southern sldpes of the Rocky Mountains, The most important are the Mis- souri, Piatt, Arkansas, Kansas, Red, Trinity, Brazos, Sabine, Colo- rado (of Texas), Rio Grande, and Colorado rivers. Only a few of these streams are navigable, on account of their erratic flow, a period of high water in the late spring or early summer being follo^yed by a long period of extremely low water, with very high freshets at irregular intervals. Many of them, however, can be canalized, and they are valuable as sources of power and for irrigation. The silt burden is so excessive that many or the rivers have meandering channels from the deposit of the sedirnent. Thirteen rivers heading in the Rocky Moun- tains or in the Great Plains, including the Red, Sabine, and the rivers of Texas, have total navigable water of 2,869 miles, averaging 220.5 miles for each river. The period of navigation is very short, however, on account of the prolonged low water, o Before the Committee of Agricultxire, House of Representatives, January 30, 1908. SPECIAL RELATIONS OF FORESTS TO RIVERS 525 The basins of most of these streams are naked except at headwaters, the forested area being small compared with the extensive unforested portion. Stream flow is chiefly maintained by the melting of the mountain snow and the subterranean drainage which also comes largely from the snow. The rainfall on the plains, 10 to 30 inches, consists chiefly of summer precipitation, which augments the flow from the mountain sources for a short time, but in autumn becomes insigni- ficant. In addition to the violent fluctuations between the maximum flow and minimum dry-season flow, the constant washing of banks and formation of silt bars in the shifting channels are serious prob- lems. The material of these silt bars is largely deposited during the spring freshets, being carried in part from the banks of the main river and in part from the banks of the smaller tributaries of the plains, from the unconsolidated sands and silts which constitute the prevailing soils of the plains; and to a less extent it is material brought down in flood by the mountain streams. This silt burden is the highest of all streams m the United States, The Missouri above Ruegg, with a drainage area of 528,700 square miles, has a yearh^ silt burden of more than 176,000,000 tons. The Arkansas above Little Rock, with a basin of 148,000 square miles, discharges more than 40,000,000 tons of earth. The Brazos above Waco, with a drainage area of 30,000 sqiiare miles, bears more than 3,200,000 tons. The Missouri River is the most important river flowing eastward from the Rocky Mountains. While it is navigable to Fort Benton and has been navigated above there, it offers only a precarious chan- nel with a depth on the upper reaches of only 2 to 2^ feet. The very high waters of the spring and summer floods are followed by extremely low water, while constant shifting of the channel and many changing silt bars make navigation uncertain. The sources of the Missouri are partly in the Yellowstone, Big- horn, and Rocky Mountains of Montana and Wyoming. The mountain streams are mostly of low turbidity, being fed by springs and the melting of snow on north slopes and on the liigher peaks. The snow melts earlier and more quickly than in the Columbia basin, and the snow waters are reenforced by the midsummer rains of the plains, which are the heaviest in June. With the passing of the floods, the autumn stages of the river are low, while the dry winds and high temperature of the plains make a high evaporation factor, which reduces still lower the flow of the streams of the plains. So erratic is the flow of these streams that the Smoky Hill River, one of the chief tributaries of the Kansas, wath a drainage area of 8,000 square miles, has a minimum discharge during the low-flow season of only 10 cubic feet per second. A comparison of this with a typical eastern stream — the Potomac River at Point of Rocks, Md., wdiere the basin has a drainage area of 9,000 square miles — shows that the minimum flow of the Potomac, wliich for a twelve-year record is 990 cubic feet per second, is 99 times as great as that of the headwaters of the Smoky Hill River. The headwaters of the Arkansas, which rise in the mountains of Colorado, in comparison with the Kansas show a much more steady flow. At Canyon, Colo., the Arkansas drains a basin of 3,000 square miles and has a minimum flow of 108 cubic feet per second, or a flow thirty times as great as that of the Kansas River. The same 526 REPORT OF THE INLAND WATERWAYS COMMISSION conditions exist on the mountain tributaries of the Missouri as on the head of the Arkansas River. The flow of the main river during the dry season is maintained almost entirely by the mountain tributaries. Since this flow largely comes from the melting snow and subsoil percolation of snow water, the development of the protective forest mantle to its widest limit is necessary to retard melting of snow and to promote absorption and storage of snow water. Of the entire forest area of the basin, only 14,921,600 acres are situated in the national forests, and more than two-thirds of tliis has within the past fifteen years been badly burned, and the humus, through which absorption is largely promoted, has been partly or entirely destroyed. And this condition is applicable to all of the rivers of the plains which have their sources in the mountains. The mountains are the origin of the water of their dry-season flow. The streams which lie entirely in the plains either go dry or nearly so during periods of drought. Notwithstanding its large drainage basin, the flow of the Platte is erratic, being especially characterized by the low dry-season flow. The rainfall of the basin is too limited in quantity, averaging less than 25 inches, and too irregularly distributed, being marked by a high midsummer maximum and a low winter precipitation, to main- tain a steady stream flow. Moreover, there is a marked deficiency of snowfall on the mountainous portions of the basin. A very small proportion of the basin is forest covered. Of the forested area, 2,609,576 acres are situated in national forests. The excessive silt burden of the Platte is largely derived from the treeless areas below the mountains. Many .of its most important tribu- taries normally pass from the mountains as clear streams, their tur- bidity being acquired from tributaries which enter below the moun- tains and which are not navigable. Its surcharge of silt adds to the excessive turbidity of the Missouri, with its marked infiuence on the deposits of the lower Mississippi. The limited silt burden of the per- ennial head streams is undoubtedly greatly influenced by the forests which protect them. The rainfall on the Platte rapidly decreases immediately below the mountains to 10 inches or less, but again increases eastward until it amounts to 35 inches at its mouth. The banks of most of the tribu- taries on the plains are unprotected by trees, and are subject to exces- sive corrasioh, and at the same time most of the soil moisture is sub- jected to an evaporation by drv winds, and this evaporation amounts to several times the annual ramfall. All the streams rising in the eastern or southern slope of the Rocky Mountains, or in the plains to the east of the Rocky Mountains, have characteristics similar to those of the Alissouri or Platte — an ex- tremely low minimum run-off for the size of the drainage basin, a heavy silt burden, and so great a deposit of sand and silt as to cause meandering. The Kansas, which heads in the plains, is not navigable. The Arkansas, which exhibits the same influences, has its head- waters fed by the snow fields of the high mountains of central Colo- rado, especially of the Continental Divide, and its lower course re- ceives many steady tributaries from the Ozark region, a section of broken topography and heavy precipitation. Its headwaters are protected oy 1,861,426 acres of national forest, including 431,360 SPECIAL RELATIONS OF FORESTS TO RIVERS 527 acres of the Arkansas national forest. The banks of the streams of the plains require protection, and the tributaries from the deeply dissected Ozark region, which can become, wdth the development of agriculture, the seat of extensive erosion, demand a permanent forest cover. The Red, Trinity, Brazos, Sabine, and Colorado (of Texas) rivers exhibit many of the salient characteristics of the Missouri and Kansas. The lower stretches of the Red River lie in the level por- tion of the JVIississippi River Valley, where it is a deep-channeled meandering stream, navigable for many miles. Its lower tributaries are all well within the heavy precipitation zone of the Gulf, amount- ing to from 50 to 55 inches. While its turbidity is high, it does not reach the maximum of the streams of the plains. Between Fulton, Ark., and Denison, Tex., it winds in a shifting channel, between banks frequently several hundred yards apart, and with a low-water depth of from 1.5 to 4 feet, but is navigable during high stages. The Trinity, Brazos, and Sabine also lie in part within the region of heavy Gulf precipitation and in a partly forested region. They drain rolling to nearly level basins, but bear liigh silt burdens. They are navigable during a portion of the year, but are subject to high freshets and extreme low water. The Rio Grande duplicates the conditions of the Arkansas. Its headwaters are fed from the high mountains of New Mexico and Colorado, being protected by 6,885,053 acres of national forest. In Colorado the snowy peaks of the San Juan and the Cochetopa ranges are the source of its most constant tributaries, but its volume shrinks from seepage in the great stretch of plains and desert through which it passes, and the high evaporation and seepage factors reduce its maximum flow to a very low point, while heavy rains in the summer on the lower parts of its basin produce disastrous freshets. The Trinity, Brazos, and Colorado (of Texas) rivers rapidly deposit silt bars in the harbors at their mouths. The headwaters of many of these rivers, rising in the mountains, are already protected by means of the national forests. By far the larger portion of the protective forests of the central and southern Rocky Mountain region he on the watershed of the western Colo- rado, a nonnavigable stream, but. one subject to violent fluctuations. These forests have at different times been extensively damaged by fire, the entire forest cover being destroyed, as well as the shallow humus, which in places formed almost the only soil on the naked rocks. The reestablishment of the forests and the development of normal humus conditions will be beneficial, while the extension of the forest area over lower slopes which are at present treeless will cause greater stability of the stream flow and lessen the erosion from this type of land. These two conditions are potent: 1 . The dry season flow of the rivers is maintained by the discharge of the mountain streams, which are fed by the snow which accumu- lates in the forest. In Montana the forest prevents the snow from being too rapidly melted by the Chinook wind , and protects it from insolation. Farther south it protects it from evaporation by the hot winds of spring and summer, as well as from melting by the sun. 528 REPORT OF THE INLAND WATERWAYS COMMISSION The climate of the southern part of the Rocky Mountains is very different from that of the northern portion. Not only is the snow- fall lighter, but the summer temperatures are higher, the humidity lower, and winds higher, developing general conditions which accel- erate the destructive oxidation of humus, and at the same time retard its development by determining a more xerophytic forest type than that which characterizes the region north of Yellowstone Park. The natural factors which effect the destruction of humus act more rapidly and the means for its replacement operate more slowly. For these reasons it is more necessary to nurture in the south the sources of its accumulation, and to take every precaution to lessen its destruction. This condition, which is the same as that which exists in the Appalachians, increases just as it does in the Appalachians toward the south, so that it becomes in the southern portion of the Rocky Mountains more difficult to maintain a humus covering and a freely permeable soil. 2. The silt burden is largely derived from the imconsolidated soils which form the banks of the streams of the plains. This silt when once washed into the main channel is either borne in suspension, as is the case with the light silt, or rolled alon^ on the bottom, as is the sand. The mountain streams bear a small proportion of this silt. Agricultural lands contribute a relatively insignificant part of this. Protection of the banks of large navigable streams can be effected only by engineering means, though in some places it is possible that shrubs might be planted along them. Trees on stream banks are dangerous to navigation, but on the smaller streams the banks can be protected by shrubs, and by trees whenever there is no danger of their being washed up and carried into navigable channels. STREAMS OF THE SACRAMENTO BASIN The Sacramento, San Joaquin, and Feather rivers are the chief waterways of California, the navigable portions of the two former being largely limited to the tidal estuary channels. Low-water stages, therefore, do not seriously affect them, but their value for navigation has been menaced by silting. In addition, meandering of the streams has in cases taken place, threatening the destruction of riparian property, as well as interfering with navigation. Three navigable streams heading in the western slope of the Sierra Mountains have 492 miles of navigable water, or an average of 164 miles for each river. These streams differ from those of the south- easterly and eastern slope of the Rocky Mountains in possessing navi- gable estuar}'' channels, while the precipitation on their basins is largely during the winter months, when it is often concentrated in heavy showers. The streams are subject to violent bsltIj spring freshets, originating in the heavy rains m the mountains, while their high silt burden has damaged the navigable estuary channels. The greater portion of the silt of these streams was formerly the product of hydraulic mining, but the necessary means have been taken to control this through settling beds. In spite of this the Sacramento River yet bears annually more than 2,250,000 tons of solid burden. Much of this is acquired in the foothills and plains, though much erosion takes place from forest land on account of the insufficient humus. Corrasion is active on the Tuolumne, Stanislaus, and other SPECIAL RELATIONS OF FORESTS TO RIVERS 529 streams of the Sierras which debouch into the Sacramento or San Joaquin rivers. This corrasive action is more or less constant, being a characteristic of streams coursing through unconsoUdated soils or those deficient in cohesion, as are many of those of the California basin. This action might be lessened on the smallest tributaries by protective planting. Violent irregularities in the character of the precipitation add to the streams' degrading influence, and make the lessening of erosion an important consideration. While the general rainfall of California is light, 12 to 35 inches, one-half of it falls during the three months of December, January, and February, and in years of maximum precipitation the rainfall during this three months' period will often equal or exceed that which would fall in the south- east Atlantic States during the same time. The rainfall of lower altitudes is frequently concentrated, a character especially favorable for erosion. Only at the higher elevations is a large part of it snow, and its melting is often forced by a warm rain. Perpetual snow fields are found only at the highest altitudes, as on Mount Shasta and Mount Whitney, and they do much toward sustaining stream flow during the dry season. An additional factor favoring erosion is the thinness of the cover of protective vegetation. This is due to the irregularity of the rainfall as much as to its scantiness, while the high transpiration factor, which in the southern part of the State is probably the highest in the United States, hkewise reduces the available soil moisture. As the arid foothills are entered there is a wide belt with steep slopes and loose soils, which on account of the irregular concentrated rainfall is subject at times to excessive washing. This is below the natural forest limit. If no arborescent species can be maintained upon this zone, deeply rooted chaparral should be favored to lessen erosion so far as possible. The snow fields of Mounts Shasta and Whitney, wliich yield per- ennial streams, do much to maintain equable stream flow. The protection of the snow by the forests of the high Sierras and the maintenance of good humus conditions is essential to safeguard freater extremes of flow, accompanied by further corrasion of stream anks and additional meandering and silting of lower level reaches. The necessity under these conditions for the fullest development of the protective forest cover and its accompanying humus are evident, while the difficulty of maintaining it, as has been pointed out, is pro- portionately great, on account of the restrictive influence of irregular precipitation and a high evaporation factor, due to an arid cHmate, and desiccating wind. The area of national forests protecting the Sacramento River watersheds amounts to 5,567,094 acres, and that protecting the Sacramento River basin to 5,023,014 acres. A very large portion, Erobably 50 per cent, of this forest, as well as of other forests on their eadwaters, has been opened by repeated fires, and the naturally poor humus has been destroyed or further depleted. The accumulation of a good humus in these forests is imperative and the extension of the protective cover, either of dense chaparral or of forest, over the foothill land is advisable. Reforesting these watersheds not only reduces the severity of the floods to which these mountain torrents are subject, but frequently converts a stream with intermittent flow 530 EEPOET OF THE INLAND WATERWAYS COMMISSION into a perennial one, or greatly augments the dry-season flow of those subject to the violent fluctuations. There is urgent necessity also for planting the banks of small streams to lessen the constant corrasion which is taking place. COLUMBIA RIVER This river and its tributaries have nearly 800 miles of navigable water. It will eventually be developed into one of the great water highways, although its value may be lessened by the lact that a Sortion of it is situated in British Columbia, and its full use may be eferred on account of the navigable stretches being interruptea by intervals of rapids, gorges, and canyons. Many^ of the rapids and falls, however, may be avoided by canalizing, yielding at the same time commercial power. Portions of the Columbia are already navigable far up into Idaho to the Clarks Fork. The Pend d'Oreille is regularly plied by steamers between Newport and lona, and could be navigated through the lake and for a long stretch beyond but for falls above Newport. Boats Hkewise ply regularly on the St. Joseph, St. Marys, and on the Snake River to LeWiston, above which place the river passes through the canyon carved in the basalt plains. But long stretches of the Lewis Fork are navigable up to a point 480 miles above the mouth of the Columbia, and this could be extended much farther. Even on the upper portions of several of these streams there are many miles of deep placid water. The tidal chan- nels of both Columbia and Willamette extend for more than 100 miles above their mouths. The salient feature of the Columbia is its evenness of flow and its clearness. The streams which most closely resemble it are those of New England, but the flow of the Columbia is probably more uniform than that of any other large stream of the United States. This condition is due to several causes. There are two sources of its tributaries: The coast and Cascade Mountain regions on the west, which chiefly affect the flow of the Willamette; and the Cordilleran area of Idaho and Montana, in which lie the headwaters of the main river. Between these two mountain regions are extensive areas of plains and elevated rolling plateaus, unforested and with scant rainfall, dissected by several of the large streams, but the source of few small ones within their limits. Over the western mountain area the rainfall is heavy, from 60 to 70 inches; it decreases on the eastern slope of the Cascades in the plains areas to less than 15 inches, rising as the Rocky Mountains are approached to 20, and attaining, in the mountains of northern Idaho, and on the headwaters of the Clarks Fork, a maximum of 35 inches; and in southeastern Idaho and Wyoming, on the headwaters of the Lewis Fork, a maximum of 30 inches. This precipitation is rela- tively slight, but it is of a character to render it available for soil absorption; while the prevailing surface conditions are likewise highly favorable. The precipitation during the summer is extremely low compared with that during the winter, out is in the form of gentle showers, giving the fullest opportunity for entire absorption, with a very small amount of surface run-off. The winter snowiall is heavy, especially in the eastern mountains, and the deep snow banks, in canyons, gulches, and north hollows, protected by the dense forests SPECIAL EELATIONS OF FORESTS TO RIVERS 531 of conifers from sun and wind, melt gradually during spring and sum- iper, maintaining a steady stream flow. Tliis not onl}^ compensates for the deficiency of the summer rains, but their absence is favorable, since thev would accelerate the melting of the snow. The snow- drifts and fields of the liigh peaks of the Cabinet, Coeur d'Alene, and Bitter Root moimtains, and of the Continental Divide frequently last until reenforced by those of the succeedino; winter. In the Willa- mette the snow-water flow is uninterrupted, for it is largely fed by the glaciers and perpetual snow fields of Mount Hood and Mount Jefferson. The torrential spring flood of the northeastern States from the warm spring rains on trie A\'inter's snow, and the high earlj^- summer flow of the streams of the Southwest from the rapid melting of the mountain snow imder the high temperature of early summer, are both much reduced on the Columbia. The freshet season extends from May to July, and the rise betw^een extreme liigh and low water is only 22 feet on the Columbia, compared with. 50 feet on the Cape Fear, a characteristic southeastern stream. The temperature of the short summers at tliis high latitude is further modified by the excessive humidity of the North Pacific coast and the large number of fog^y days during summer, even when there is no rain, the product of the moist western winds. This makes the melting of snow in the moun- tains of Idaho and Montana a gradual process, frequently occupying the entire summer. The northern tributaries are naturally for these reasons less erratic in their flow than the southern, and several lakes add to their stability of flow. Occasionally, however, a w^arm chinook \\and will melt much of the snow during April, or even in March, caus- ing high turbidity and floods on streams like the Clearwater and Lewis Fork. These, however, are exceptional and usually of short dura- tion. The flood season, w^hen the streams are very muddy, is usually two months later. While the equable flow of these streams is primarily a result of the climatic conditions, the influence of the forest is serviceable in pro- tecting the snow from evaporation and lessening the rapidity of its melting. It is of greater value in lessening erosion. On tne plains the rainfall is of such character, both in distribution and amount, that there is scant erosion. Although the silts of the Priest, Pend d'Oreille, and other agricultural river valleys of the east- ern headwaters are incoherent, the Hmited rainfall precludes the possi- bility of excessive erosion, unless at times of concentrated precipita- tion, a character of rainfall to which tliis region is seldom subjected. Should erosion of these soils take place, however, the placid portion of the Pend d'Oreille and other streams offer suitable situations for silting. Of the portion of the basin of the Columbia River in the United States 46,343,197 acres are protected by national forests. One-fifth of this area is barren or poorly wooded upper slopes, w^ith only scant protective features, while one-third has been burned and is either naked or in various stages of restocking. The burned area has come into existence largely within the past twenty-five years. Fires are more frequent in the forest area that is not under Gov- ernment control, and the humus conditions are poorer than in the national forests. Fortunately, however, over most of the burned areas the humus has not been entirely destroyed or the absorptive 532 REPORT OF THE INLAND WATERWAYS COMMISSION condition of the soil greatly impaired. This has been due in part to the character of the fires, in part to the character of the forests and humus, and in part to the climate. While the fires have been destructive, killing the timber as well as burning the ground cover, reburnings of the same area are not frequent or periodic, as in the Southeastern States and portions of the South- west. The humus had accumulated to great deptlis before being burned, and a single fire only burned through the drier superficial layer. The burning of the humus is, moreover, frequently checked by light summer rains. For this reason, that the destruction of the humus is incomplete, the facies of the soil toward absorption of rainfall and erosion has scarcely been disturbed. Exhausting tillage will in time reduce the humus, and extensive denudation and cultivation of the slopes will produce conditions more favorable for erosion. As repeated fires occur in the forest, the vigor appertaining to a virgin soil will be depleted, as in many portions of the Appalachians. With the destruction of the humus the forest will become open, scattered clumps of trees, admitting the sun and wind, which will not only accelerate the melting of the snow but lessen the soil permeability and produce those conditions which are favorable to erosion. While this condition favoring erosion exists in the eastern portion of the basin in the Rocky Mountains, its maximum obtains under the high precipitation of the Coast and Cascade Mountains, But with ade- quate humus and slope protection within the spheres of high precipi- tation, the at present almost insignificant silt burden of the streams will not increase under natural conditions to damaging proportions. At present drifting sands on the river banks in places are a menace, and^they may be the origin of the sand which forms the bars in the estuary channels. Many of the streams on the lower portion of the basin acquire their constancy from glacier sources. Some of them bear a considerable amount of coarse sand, but most of them not sufficient to affect their clearness. The glaciers, and the excellent humus even within the burnt forests, produce most favorable conditions for equable stream flow and low-silt burden. The few other streams in the Northwest are of minor importance, and present largely the same conditions which obtain in the Columbia River. The chief need of the Columbia basin is maintenance of the present forest cover and reestablishment of normal humus conditions where the forests have been burned. SANITARY RELATION BETWEEN FORESTS AND STREAMS In addition to their physical effects upon streams, the forests exert a strong influence upon the purity of water for domestic uses. The waters from forested watersheds are generally free from patho- logic bacteria and, considering that they are surface waters, are of excellent quality for municipal supplies. Many of the smaller cities and a few of the larger cities, like Portland, Oreg., use such water, and find it satisfactory, even without filtration. It is especially desirable that small cities and towns which are near primarily pure sources, such as forested mountain streams, should use these rather than wells and springs or than the water of large SPECIAL RELATIONS OF FORESTS TO RIVERS 533 rivers which has received contaminated matter from the towns. The use of such pure water not only checks the spread of water- borne diseases in the town using it, but since its sewerage has propor- tionately fewer typhoid bacilli, it tends to lessen the transmission of the contagion to other towns at lower points on the rivers which use the sewage-contaminated water for drmking purposes. Purified waters are onty relatively pure, their quality depending upon the original amount of contamination. But if the purity or the water from a forested watershed is further safeguarded by filtration, a water of the highest quality is obtained. The case of the typhoid fever epidemics in the Kennebec River Valley, as described by Whipple and Long,*^ is one of contagion, trans- mitted from the upper towns to the lower, the impurity of the water increasing as it received the impurities of each successive town, with the increased prevalence of t}^hoid fever epidemics. Another case is that of Wilkinsburg, Pa., a city which uses the water of the Alle- gheny River. The river receives above Wilkinsburg the sewage of nearly 20 to\Mis. Numerous outbreaks of disease in the upper towns have been transmitted to the lower, and the health of the people of Wilkinsburg has been affected by nearly eveiy such outbreak in the towns above it. With the rapid increase in the density of population in the eastern States and the further congestion of towns along the important rivers, the sanitation of the streams presents a vital problem. The solution of this problem can properly begin with the general use, by towns in the hilly and mountainous portions of the country, of water from forest-covered watersheds at the heads of the rivers. Moreover, so far as the forest increases the minimum or diy-season flow of streams, it adds, by dilution, to the relative purity of the water, fewer impurities being contained in a ^ven volume. Like- wise, by lowering flood crests, fecal and other impure matter which accumulates alon^ the banks of a stream in a thickly populated region, especially m and near cities and towns, is not swept into the streams, but undergoes harmless destruction by natural decay. Tliis lessens the impurities of flood water. RELATION OF FORESTS TO ENGINEERING MEANS OF RIVER CONTROL As the influence of the forest has decreased, on account of the smaller area of normal forest, engineering methods of stream control have become necessary. Such artificial means of control must be used to compensate for the cleared land which is in the farms. They must be proportionately extended on account of the large areas of waste land, wliich has its soil hardened and baked by the sun and is unabsorptive, and to compensate for the forest which has been lum- bered and burned, and the soil of which has partly lost its porousness and storage capacity. The value of engineering methods of control depends, however, on how thoroughly tbe headwaters of the rivers are forest protected. In those regions where forest influences are high there is a limit beyond which engineering means of control fail. The forest, acting ojournal New England Water Works Association, Vol. 19, No. 2. 534 REPOKT OF THE INLAND WATERWAYS COMMISSION not over one limited portion of a watershed but over a great portion of it, produces certain conditions which can never be entirely replaced by engineering methods. The dam, the reservoir, the settling bed, and tne levee influence only the reaches of the stream below them. The forest at headwaters influences the regime of the entire river. When the influence of the forest decreases below a certain limit, engi- neering works are futile; their efficiency rapidly fails, and even their very existence is threatened. The storage capacity of the reservoir and settling basin is destroyed by the' sediment which is washed from the bare and hardened slopes; the bed of the canal is filled with silt; the channel of harbor and river is choked in spite of the dredg- ing. The accumulation of the detritus from the scourings of unpro- tected soils threatens the levees by the gradual raising of the river bed and requires the continual extension of the jetties. As the floods at headwaters become liigher, with more erratic stream flow, the very dams wliich are built to restrain them are endangered; the canals and locks on their banks are swept away, the abattis, cribbing, and dike are destroyed or rendered useless. The work of the engineer to protect and develop the large river becomes useless unless it is protected by the forest. In the Appalach- ians, in the Rocky Mountain region, and in the Southwest, and indeed wherever forest influences are liigh, the river engineer and the for- ester must work hand in hand. 17. THE GALLATIN REPORT [Note. — The earliest movement toward developing the inland water- ways of the country began when, under the influence of George Wash- ington, Virginia and Maryland appointed commissioners primarily to consider the navigation and improvement of the Potomac; they met in 1785 in Alexandria and adjourned to Mount Vernon, where they planned for extension, pursuant to which they reassembled with representatives of other States in Annapolis in 1786; again finding the task a growing one, a further conference was arranged in Phila- delphia in 1787, with delegates from all the States. There the delib- erations resulted in the framing of the Constitution, whereby the thirteen original States were united primarily on a commercial basis — the commerce of the times being chiefly by water. Next in importance to this initial waterway movement was its continuation by Albert Gallatin as Secretary of the Treasury. The body of his report, now just a century old, forms a summary of facts and principles not only of great historic interest but of no small practical value even to-day; the extended appendix, relating as it does to localities and conditions of diminished relative importance, is of less value; though some of the contributions, like that of Robert Fulton, remain of much interest. Gallatin's work, in conjimction with that of George Washington, may be said to have inaugurated the waterway policy of the United States. The next epoch in the movement was marked some seventy years later by the investigations and report of the Windom committee, although the plans and recommendations of Senator (and Secretary) Windom and his colleagues received less attention than was antici- pated, of course by reason of the rapid growth of interest in railways. Perhaps the most notable result, albeit rather an indirect than a direct one, appeared in the improvement of the Passes at the mouth of the Mississippi with the development of navigation in that river through the Eads jetty system, which opened an era in river control by engineering devices. The Windom report, too, is of both historic and practical interest, although the appended matter pertaining to special localities and passing conditions is of less value. The body of the Gallatin report is reprinted from the edition appearing in "American State Papers," Misceflaneous, vol. 1 (1834), pages 724-741 ; of the voluminous appendix, extending to page 921, only the Fulton report is reprinted in the following pages. — W JM.l 535 BOADS AND CANALS. (Communicated to the Senate, April 6, 1808.) Treasury Department, April 4, 1808. Sir: I have the honor to transmit a report respecting roads and canals, prepared in obedience to the resolution of the Senate of the 2d of March, 1807. It has been unavoidably delayed much later than was desirable, or had been expected. Although early steps had been taken for obtaining the necessary information, the most impor- tant documents were not received till long after the commencement of the session, some, indeed, within the last ten days. To analyze the whole, to select, arrange, and condense the most interesting facts was also a work of some labor. Time has not permitted to present the report in a more satisfactory form; but the mass of facts which has been collected wall, it is hoped, be of some public utility. I have the honor to be, with great respect, sir, your most obedient servant, Albert Gallatin. Hon. George Clinton, President of the Senate. The Secretary of the Treasury, in obedience to the ' resolution of the Senate of the 2d March, 1807, respectfully submits the following report on roads and canals : The general utility of artificial roads and canals is at this time so universally admitted as hardly to require any additional proofs. It is sufficiently evident that whenever the annual expense of transporta- tion on a certain route in its natural state exceeds the interest on the capital employed in improving the communication, and the annual expense of transportation (exclusively of the tolls) by the improved route, the difference is an annual additional income to the nation. Nor does in that case the general result vary, although the tolls may not have been fixed at a rate sufficient to pay to the undertakers the interest on the capital laid out. They, indeed, when that happens lose; but the community is nevertheless benefited by the undertak- ing. The general gain is not confined to the difference between the expense of the transportation of those articles which had been for- merly conveyed by that route, but many which were brought to market by other channels will then find a new and more advantage- ous direction, and those which on account of their distance or weight could not be transported in any manner whatever will acquire a value and become a clear addition to the national wealth. Those and many other advantages have become so obvious that in countries possessed of a large capital, where property is sufficiently secure to induce individuals to lay out that capital on permanent undertak- ings, and where a compact population creates an extensive commer- cial intercourse, wathin short distances, those improvernents may often in ordinary cases be left to individual exertion without any direct aid from Government. 536 THE GALLATIN REPORT 537 There are, however, some circumstances which whilst they render the facility of communications throughout the United States an object of primary importance naturally check the application of private capital and enterprise to improvements on a large scale. The price of labor is not considered as a formidable obstacle, because whatever it may be it equally affects the expense of trans- portation, which is saved by the improvement, and that of effecting the improvement itself. The want of practical knowledge is no longer felt, and the occasional influence of mistaken local interests in sometimes thwarting or giving an improper direction to public improvements arises from the nature of man and is common to all countries. The great demand for capital in the United States and the extent of territory compared, witn the population are, it is be- lieved, the true causes which prevent new undertakings and render those already accomplished less profitable than had been expected. 1. Notwdthstandmg the great increase of capital during the last fifteen years, the objects for which it is required continue to be more numerous, and its application is generally more profitable than in Europe. A small portion therefor is applied to objects which offer only the prospect of remote and moderate profit. And it also hap- pens that a less sum being subscribed at first than is actually requi- site for completing the work, this proceeds slowly; the capital applied remains unproductive for a much longer time than was necessary, and the mterest accruing during that period becomes, in fact, an injurious addition to the real expense of the undertaking. 2. The present population of the United States, compared with the extent of territory over which it is spread, d.oes not, except in the vicinity of the seaports, admit that extensive commercial intercourse within short distances, which in England and some other countries forms the prmcipal support of artificial roads and canals. With a few exceptions canals particularly can not in America be undertaken with a view solely to the intercourse between the two extremes of and along the intermediate ground which they occupy. It is neces- sary in order to be productive that the canal should open a commu- nication with a natural extensive navigation which will flow through that new channel. It follows that whenever that navigation requires to be improved, or when it might at some distance be connected by another canal to another navigation, the first canal will remain com- paratively unproductive until the other improvements are effected, until the other canal is also completed. Thus the intended canal between the Chesapeake and Delaware will be deprived of the addi- tional benefit arising from the intercourse between New York and the Chesapeake until an inland navigation shall have been opened between the Delaware and New York. Thus the expensive canals completed around the falls of Potomac wdll become more and more productive in ' proportion to the improvement, first, of the naviga- tion of the upper branches of the river, and then of its communica- tion with the western waters. Some works already executed are unprofitable: many more remain unattempted, because theii- ulti- mate productiveness depends on other improvements too extensive or too distant to be embraced by the same individuals. The General Government can alone remove these obstacles. With resources amply sufficient for the completion of every prac- ticable improvement, it will always supply the capital wanted for .31673— S. Doc. .32.^, H0-] 35 538 EEPOET OF THE INLAND WATERWAYS COMMISSION any work which it may undertake, as fast as the work itself can progress; avoiding thereby the ruinous loss of interest on a dormant capital, and reducing the real expense to its lowest rate. With these resources and embracing the whole Union, it will com- plete on any given line all the improvements, however chstant, which may be necessary to render the whole productive, and eminently beneficial. The early and efficient aid of the Federal Government is recom- mended by still more important considerations. The inconveniences, complaints, and perhaps dangers, wliicli may result from a vast extent of territory, can no otherwise be radically removed or prevented than by opening speedy and easy communications through all its parts. Good roads and canals will shorten distances, facilitate com- mercial and personal intercourse, and unite, by a still more intimate community of interests, the most remote quarters of the United States. No other single operation, within the power of government, can more effectually tend to strengthen and perpetuate that union which secures external independence, domestic peace, and internal hberty. With that view of the subject the facts respecting canals, which have been collected in pursuance of the resolution of the Senate, have been arranged under the following heads : 1. Great canals, fi'om north to south, along the Atlantic seacoast. 2. Communication between the Atlantic and western waters. 3. Communications between the Atlantic waters, and those of the Great Lakes, and river St. Lawrence. 4. Interior canals. GREAT CANALS ALONG THE ATLANTIC SEACOAST. The map of the United States will show that they possess a tide water inland navigation, secure from storms and enemies, and wliich, from Massachusetts to the southern extremity of Georgia, is prin- cipally, if not solely, interrupted by four necks of land. These are the Isthmus of Barnstable, that part of New Jersey which extends from the Raritan to the Delaware, the peninsula between the Dela- ware and the Chesapeake, and that low and marshy tract which divides the Chesapeake from Albemarle Sound. It is ascertained that a navigation for sea vessels, drawing eight feet pf water, may be effected across the three last, and a canal is also believed to be prac- ticable, not, perhaps, across the Isthmus of Barnstable, but from the harbor of Boston to that of Rhode Island. The Massachusetts Canal would be about twenty-six, the New Jersey about twenty-eight, and each of the two southern about twenty-two miles in length, making altogether less than one hundred miles. Should this great work, the expense of wliich, as will hereafter be shown, is estimated at about three millions of dollars, be accomj^lished, a sea vessel entering the first canal in the harbor of Boston would, through the bay of Rhode Island, Long Island Sound, and the harbor of New York, reach Brunswick on the Raritan; thence pass through the second canal to Trenton on the Delaware, down that river to Christiana or Newcastle, and through the tliird canal to Elk River and the Chesapeake, whence, sailing down that bay and up Elizabeth River, it would, through the fourth canal, enter the Albemarle Sound, and by PamHco, Core, and Bogue sounds, reach Beaufort and Swans- THE GALLATIX REPORT 539 borough in North Carolina. From the last-mentioned place, the inland navigation, through Stumpy and Toomer's sounds, is continued \ntli a chminished draught of water, and by cutting two low and narrow necks, not exceecling tlu-ee miles together, to Cape Fear River, and thence by an open but short and direct run along the coast is reached that cluiin of islands between wliich and the main the inland navigation is continued, to St, Marys along the coast of South Carolina and Georgia. It is unnecessary to add any comments on the utility of the work, in peace or war, for the transportation of merchandise or the conveyance of persons. The several papers untler the letter A, heremth transmitted, con- tain the information wliich has been received on those several intended communications. The substance udll now be stated. I. Massachusetts Canal. 1. Sandwich Isthmus between Ba"rnstable Bay on the north and Buzzards Bay on the south had first attracted the public attention. Surveys and levels were taken for the purpose of ascertaining the practicabihty of opening a cross cut to be supplied by the sea itself from the mouth of Back River in Buzzards Bay to the mouth of Scusset River in Barnstable Bay. The (hstance was found to exceed seven miles; the elevation of the liighest intermediate ground is forty feet above low water mark in Barnstable Bay ; the depth of water at the mouth of Black River does not, at low water, exceed seven feet and a half, and the channel to that spot through Buzzards Bay is obstructed by shoals. The tide wliich rises but tliree feet and a half in that bay rises three hours and a half later, and more than eighteen feet in that of Barnstable. The shore on which that formidable tide would operate is an open beach without any harbor or shelter whatever. Independent of other obstacles, it was apprehended that the same natural causes wliich had formed the isthmus might fill the canal, or make a bar at its entrance, and the ])roject seems to have been abandoned. 2. The ground was also examined between Barnstable Harbor on the north and Hyanus Harbor on the south at some distance east of Sandwich. The breadth of the peninsula does not exceed here four miles and a half, and there would be a harbor at each end of the canal. The same difference exists in the tides which rise four feet in Hyanus and sixteen feet in Barnstable Harbor. The entrance of this is obstructed b}^ shoals, but the great obstacle to a cross cut is the elevation of the intermediate ground, estimated at eighty feet above tide water. Navigable ponds on that liigh ground might, perhaps, form part of a lock canal, and supply the remainder with water; but a canal, frozen in winter, would not have effected the great object in view, wliich was to enable vessels from sea to proceed in milter from Marthiis Vineyard to Boston %vithout saiHng around Cape Cod. Although the difficulty of the navigation from Boston to Barn- stable diminishes, the utility of this communication, as one of the great Unks in tliis hue of inland navigation, it may be resorted to should that which ^\^ll be next mentioned prove impracticable for sea vessels. 3. The attention of the legislature of Massachusetts, under whose authority the grounds at Sandwich and Barnstable had been examined. 540 REPORT OF THE INLAND WATERWAYS COMMISSION has lately been turned to a direct communication between Weymouth landing, within the harbor of Boston and Taunton River, which empties into the bay of Rhode Island. A favorable report has been made during the last session, of which a copy has lately been obtained. The distance from tide water to tide water is twenty-six miles by one route and twentj^-three and a quarter miles by another. The highest intermediate ground is one hundred and thirty-three feet above tide water, but maybe reduced ten feet by digging to that depth the length of a mile. Two ponds, known by the name of Weymouth and Cranberry, the largest and least elevated of which covers five hundred acres and is fourteen feet higher than the summit of the proposed canal, will supply the upper locks with water by feeders four miles long. Whether the quantity of water contained in those ponds, and estimated equal to a daily supply of 450,000 cubic feet, wall be sufficient for a sloop navigation, and whether any other ponds or streams may be brought in aid, does not seem to be fully ascertained After descending twenty feet towards Weymouth and seventy towards Taunton an ample supply for the lower locks will be derived from other large ponds, the principal of which are known by the names of Braintree and Nippinitic. The expense may, on a supposition that the route is partly through a rocky soil, be estimated as follows: Digging twenty-six miles, at $30,000 per mile $780, 000. 00 Lockage, two hundred and sixty feet, at $1,250 a foot 325, 000. 00 Feeders, purchase of land, &c 145, 000. 00 1, 250, 000. 00 II. New Jersey Canal. A company was incorporated some years ago by the legislature of New Jersey for opening a canal between the Raritan and the Dela- ware. Acting under the erroneous opinion that the navigation of small rivers might be improved and used as a canal, the company intended' to have united, by a cross cut of one mile, the Assampink or Trenton Ci-eek with. Stony Brook, a branch of Millstone River, and to have descended Trenton Creek to the Delaware and Stony Brook and jVIillstone River to the Raritan. The capital, which was inade- quate, was not paid; but their survey of the intended route has shown the practicabiHty of a canal for sea vessels on a proper plan. The distance from Brunswdck to Trenton is twenty-six miles, and the only obstacle on the way is the ''sand liills," some distance west of Bruns- wick, These may, it is said, be avoided by a deviation which would not increase the distance more than two miles, and they may, at all events, be perforated as has been done by the turnpike company, who have opened a road on a straight line between the two towns ■sdthout having in any place an angle of ascent of more than three degrees. The liighest intermediate ground between Assampink and Stony Brook is only fifty feet above tide water, and it is suggested that the summit level may be taken seven feet lower, cutting seven miles through a level meadow between the confluence of the Assam- pink and Sliippetankin creeks and Rowley's Mill, near the confluence of Stony Brook and Millstone River. An adequate smjply of water wall be drawn by short feeders from Philip's Springs, Trenton Creek, Stony Brook, and Millstone River, all of which arc more elevated than the route of the canal, the ''sand hills" excepted. THE GALLATIN REPORT 541 The deptk of water at the two extremities of the ©anal taken a.t low water are — — feet at Brunswick, and ten feet at Lamberton, one mile below Trenton. The expenses may be estimated as follows: Digging twenty-eight miles, at^$20,000 per mile $560, 000. 00 Lockage, one hundred feet (probably less), at $1,250 per foot 125, 000. 00 Feeders, purchase of land and water rights 115, 000. 00 800, 000. 000 III. Delaware and Chesapeake Canal. A company incorporated by the States of Delaware and Maryland for opening this canal has commenced its operations; now suspended for want of funds. The canal will commence at Welsh Point, on Elk Kiver, an arm of the Chesapeake, and terminate at a distance of twenty-two miles on Christiana Creek, a branch of the Delaware. At low water the depth of water in Christiana is nine feet, and in Elk twelve feet, within one hundred feet from the shore. The tide rises four feet in both rivers. The canal might, "vvdthout increasing the distance, be conducted to Newcastle on the Delaware itself, instead of ending on Christiana Creek. The highest intermediate ground over wliich the canal will be carried on a level of thirteen miles in length is seventy-four feet above tide water, the descent being effected by nine locks on each side. The digging is generally easy, no expensive aqueducts or bridges, nor any other obstacle but those which have already been overcome in digging the feeder through a very rocky soil. The supply of water drawn from Elk Eiver by a feeder six miles in length, already completed, which is itself a boat canal three feet and a half deep, umted by a lock of ten feet lift with the main canal, is calculated to fill daily one hundred and forty-four locks, a quantity sufficient on an average for the daily passage of twenty-four vessels. A reservoir covering thirty, and wliich may be increased to one hun- dred and fifty, acres will supply occasional deficiencies. Other reservoirs may be added, and Christian, White, and Clay creeks may hereafter be brought in aid of Elk River if the supply should prove too scanty for an increased navigation. The canal twentj^-six feet wide at the bottom and fifty on the top on the water fine, being dug at the depth of eight feet, is intended for vessels of forty to seventy tons, draAving seven and a half feet water; but the banks, twenty feet wdde for towing paths and one of which may be converted into a turnpike road, being raised three feet above the level of the water, will, by increasing the height of the lock gates one foot, admit a depth of mne feet of water in the canal, at which depth it would perha])s be eHgible to dig at once. The locks, eighty feet long, eighteen feet wide, and eight or nine feet deep over the gate- sills, containing each eleven thousand five hundred to tliirteen thou- sand cubic feet of water and with a Hf t of eight to nine feet each, will be constructed of hewn stone laid in tarras. Those dimensions, both of the canal and locks recommended by Mr. Latrobe, the engineer of the canal, may be adopted in all the other canals for sea vessels on this line of communication. 542 BEPOBT OP THE INLAND WATERWAYS COMMISSION Tlic preseiil annual carriage across the peninsula, which would be drawn through the canal, is estimated at forty-two thousand tons, exclusively of passengers. This will be greatly increased by the facility wliich the canal itself will afford to the commercial intercourse between the two bays and to the conveyance of articles now carried through other channels, or too heavy for transportation at the present expense of carriage. The coals wanted for Pliiladelphia, and wMch, brought down from the sources of the Susquehannah and Potomac, but principally from the vicinity of Richmond^ would naturally pass through the canal, have been alone estimated at more than one hun- dred thousand tons a year. The annual carriage of all articles may, in the present state of population, be fairly estimated at one hundred and fifty thousand tons, and the direct annual saving to the com- munity at $300,000; being at the rate of two dollars a ton for the difference between land and water carriage across the peninsula, after paying the tolls. These, at the rate of fifty cents a ton, wall give to the undertakers a revenue of $75,000, leaving, after a deduction of $10,000 for annual repairs and of $10,000 more for attendance and contin- gencies, a net income of $55,000. The expenses of the whole work are estimated as follows: Digging twenty-two miles, at $20,000 a mile |440, 000. 00 Eighteen locks, at $10,000 each 180, 000. 00 (The whole lockage, being one hundred and forty-eight feet, would, at $1,250 a foot, amount to $185,000.00.) P'eeder, (nearly completed) reservoirs, lock at the feeder, purchase of water rights and land, including a debt of dollars, due by the company 230, 000. 00 850, 000. 00 The interest on w^hich sum at 6 per cent is $51,000. The capital originally subscribecl amounted to $400,000, divided into two thousand shares of two hundred dollars each. One-half of these has been forfeited, after a small payment of five dollars on each share; $100,000 paid by the other stockholders have been expended in preparatory measures in the purchase of water rights and in digging the feeder, which was considered as the most difficult part of the work; $750,000 are still wanted to complete the work, of which sum $100,000 are payable by the stockholders, and the defi- ciency of $650,000 must be drawn from other sources. IV. Chesapeake and Albemarle. 1. The shortest communication between the Chesapeake and Albemarle Sound is from North Landing, at the head of tlie tide of Northwest River, which erhpties into Currituck Inlet, the eastern- most arm of Albemarle to either Kemps ville or Great Bridge, at the head of the tide of two dift'erent branches of the south branch of Elizabeth River, which, passing by Norfolk, unites at Hampton Roads with James River and the Chesapeake. The distance is stated at seven miles, and the levels said to be favorable. It is believed that the principal reason why this communication has not been attempted is a bar in Currituck Inlet which does not admit the passage of vessels drawing five feet water. THE OALLATIK KEPOKr 543 2. A company incorporated by the States of \'irginia and Noitli Carolina for o])ening a canal throngh the Dismal Swamp has made considerable progress in the work. The canal extends twenty-two miles in length from Deep Creek, a branch of the south branch of Elizabeth River, seven miles above Norfolk to Joyces Creek, a branch of Pasquotank River, a northern arm of Albemarle Sound. Vessels drawing eight to nine feet water may ascend both creeks to each extremity of the canal. The intervening ground along the eastern margin of the Dismal Swamp is almost level, the rise towards the middle not exceeding two feet above the two extremities, which are onh' eighteen feet and nine inches above tide water. The digging is very easy; the only obstacles arise from the stumps and roots of trees, and are nearly overcome; and a single aqueduct or, rather, culvert over a small run emptying into the Northwest River is necessary. The swamp itself supplies at the depth at which the canal is cut the water which has heretofore been wanted, and a sufficient supply may be drawn by a feeder of three miles and a half in length, cut through a perfect level from Lake Drummond, a natural reservoir in the center of the swamp of fifteen miles in circumference and about six feet higher than the water in the canal. The canal as cut by the company is twenty-four feet wide and six feet deep, with one bank on the west side for a towing path eighteen feet broad. The whole digging, with the exception of two miles, which must be deepened three feet, and of three-quarters of a mile in another place not entirely finished, has been completed. The locks at the two extremities of the canal are not built, but two have been erected at some distance from each extremity, probably in order to save some digging in the intervening space ; they are made of square juniper logs and have cost only three hundred dollars each. The expense of digging has not exceeded four thousand dollars a mile; the whole capital expended amounts to one hundred thousand dollars, of which the State of Virginia has furnished seventeen thou- sand five hundred ; and it is stated that the whole work may be com- pleted in one year, and will not, including the locks and the payment of some debts contracted by the company, exceed twenty-five thou- sand dollars. But the canal which by the original act of incorpora- tion was to be thirty-two feet wide and eight feet deep, can, on its present plan, be considered only as a local object, the principal utility or which consists in bringing to market the otherwise useless lumber of the swamp. The only boats which navigate it are flats, forty feet long, six feet wide, drawing two feet of water, and carrying eight thousand shingles. It must, in order to become a national object, be capable of receiv- ing vessels which navigate Albemarle Sound, and for that purpose be restored to its first intended dimensions, or rather be widened and deepened on the plan adopted for the Chesapeake and Delaware Canal. The expense would be as follows: Digging, ^^z, deepening to 8 feet, preserving the same level the whole way, and widening to a proper breadth, 22 miles, at eight thousand dollars a mile $176, 000. 00 Four stone locks, at ten thousand dollars 40, 000. 00 Feeder to Lake Drummond, aqueduct, and contingencies 34, 000. 00 250, 000. 00 544 EEPORT OF THE INLAND WATERWAYS COMMISSION 3. The last-nieiitioiied canal is in the most direct Une of the com- munication through Albemarle to Pamlico Sound and the adjacent southern sounds. It has been objected that the navigation of Pasquotank River was intricate, and that it would be more advanta- geous to open a communication with Chowan River, wdiich, passing by Edenton and then uniting with the Roanoke, forms Albemarle Sound. A company was incorporated for that purpose, but the capital was not filled, and no other operation performed but surveying the ground. The intended canal on that route would commence at Suffolk on Nansemond River, which empties into James River a few miles above and west of the mouth of Elizabeth River, and passing along the western margin of the Dismal Swamp would reach, at a computed distance of thirty miles. Gates Court House on Bennets Creek, a branch of Chowan River, which vessels drawing ten feet of water may ascend to that spot. The highest intermediate ground is twenty-eight feet above tide- water, and, consequently, higher than the surface of Lake Drum- mond. But Bennets Creek and Curripeake Swamp were considered as affording a sufficient supply of water. Should this prove adequate the principal objection to this route will be that the canal lands at Suffolk instead of Norfolk. This consideration and the capital already expended on the canal from Elizabeth River to Pasquotank seem to give a preference to this course. To which may be added, that if it be preferable to strike the waters of Chowan River a lateral canal may be hereafter opened along the southern margin of the Dismal Swanip, from the southern extremity of the Elizabeth and Pasquotank Cfanal to Bennets Creek or Edenton. Wliatever. route may, after a critical examination of the ground, be thought the most eligible, the opening of this communication will be more easy and less expensive than either of the three northern canals. The following table is a recapitulation of the distance to be cut on the whole line and of the estimated expense: Canals. Massachusetts Canal New Jersey Canal Delaware and Chesapeake Canal . Chesapeake and Albemarle Canal Total Direction. Weymouth to Taimton Brunswick to Trenton Christiana to Elk Elizabeth River to Pasquo- tank. Distance. Lockage. Mihs. Feet. 26 260 28 100 22 148 22 40 98 Expense. SI, 2.50, 000. 00 800, 000. 00 750, 000. 00 250, 000. 00 .54,S ! 3,050,000.00 COMMUNICATIONS BETWEEN THE ATLANTIC AND WESTERN WATERS. The Appalachian Mountains, to use an ancient generic denomina- tion, extend in a direction west of south, from the 42d to the 34th degree of north latitude, approaching the sea, and even washed by the tide in the State of New York, and thence in their southerly course gradually receding from the seashore. Viewed as a whole, their breadth may be estimated at one hundred and ten miles, and they consist of a succession of parallel , ridges following nearly the direction of the seacoast, irregularly intersected b}'^ rivers and divided by narrow valleys. The ridge which divides the Atlantic rivers from the western waters, generally known by the name of Allegany, THE GALLA'lUN liKPORT 545 g reserves throughout a nearl}' equal distHiice of two hundred and fty miles from the Atlantic Ocean and a nearly uniform elevation of three thousand feet above the level of the sea. Those mountains may, however, be perhaps considered as consist- ing of two principal chains; between these lies tlie fertile hmestone valley, which, although occasionally interrupted by transversal ridges, and in one place by the dividing or Allegany ridge, may be traced from Xewburgh and Esopus on the Hudson River to Kiiox- ville on the Tennessee. The eastern and narrowest chain is the Blue Ridge of Virginia, which in its northeast course traverses, under various names, the States of Maryland, Pennsylvania, and New Jersey, forms the -high lands broken at West Point by the tide of the Hudson, and then uniting with the Green Mountains, assumes a northerly direction and divides the waters of the Hudson and Lake Champlain from those of Connecticut River. On the borders of Virginia and North Carolina the Blue Ridge is united by an mferior mountain with the great western chain, and thence, to its southern extremity, becomes the principal or dividing mountain, discharging eastwardly the rivers Roanoke, Pedee, Santee, and Savannah into the Atlantic Ocean; southwardly, the Chatahoochee and the Alabama into the Gulf of Mexico, and, westwardly, the New River and the Tennessee. The New River, taking a northwardly course, breaks through all the ridges of the great western chain, and at a short distance beyond it unites, under the name of Kanawha, with the Ohio. The Tennessee pursues at first a southwest direction between the two chains until having reached, and in a westwardly course turned, the southern extremity of the great western chain, it assumes a northwardly direction, and joins its waters with those of the Ohio a few miles above the confluence of that river with the ^lississippi. The western chain, much broader, and generally more elevated, is kno\\Ti under the name of Cumberland and Gaule}" mountains from its southern extremity near the great bend of t^lie Tennessee River until it becomes in Virginia the principal or dividing mountain; thence, in its northerly course, towards the State of New York, it discharges westwardly the Green Briar River, which, by its junction with the New River, forms the Kanawha and the rivers Monongahela and Allegany, which, from their confluence at Pittsburg, assume the name of Ohio. Eastwardly it pours into the Atlantic Ocean, James River, the Potomac, and the Susquehannah. From the northern- most and less elevated spurs of the chain the Genesee flows into Lake Ontario; and in that quarter the northerly branches of the Susquehannah seem to take their source from amongst inferior ridges, and, in their course to the Chesapeake, to break through all the mountains. From the Susquehannah the principal chain assumes a more eastwardly direction, and washed on the north by the lateral valley of the river Mohawk, whilst it gives rise southwardly to the Delaware, it terminates under the name of Catskill Mountain, in view of the tide w^ater of the Hudson. This description has been introduced for the double purpose of pomting out all the rivers wdiich can afford the means of communica- tion and of showing the impracticability, in the present state of science, of eftecting a canal navigation across the mountains. 546 REPORT OF THE INLAND WATERWAYS COMMISSION The most elevated lock canal of wliicb a correct description has been given is that of Languedoc; and the highest ground over which it is carried is only six hundred feet above the sea. It is not believed that any canal has been undertaken, or at least completed in Eng- land, of an elevation exceeding four hundred and thirty feet above the waters united by it. The Allegany Mountain is generally, and from observations made in several places, about three thousand feet above the level of the sea. The precise height of the dividing ridge was ascertained by the commissioners who laid out the United States road from Cumberland on the Potomac to Brownsville on theMonon- gahela, at two thousand two hundred and sixty feet above the first, and at two thousand one hundred and fifty feet above the last river. Cumberland, from the levels taken b}^ the Potomac Company, is itself seven hundred and thirty-five feet above tide water. Although some more advantageous and less elevated places may be found, Particularly amongst the ridges which divide some of the upper ranches of the Susciuehannah from the corresponding streams emptying into the river Allegan}^, there is none which is not of an elevation much beyond what has ever been overcome by canals in any other country. The impracticability arises from the prmciple of lock navigation, which, in order to effect the ascent, requires a a greater supply of water in proportion to the height to be ascended, whilst the supply of water becomes less in the same proportion. Nor does the chain of mountains through the whole extent v»^here it divides the Atlantic from the western rivers afford a single pond, lake, or natural reservoir. It may be added as a general feature of American geography that except in the swamps along the southern seacoast no lake is to be found in the United States south of 41° north latitude and that almost every river north of 42° issues from a lake or pond. The works necessary in order to facilitate the communications from the sea-ports across the mountains to the western waters must, therefore, consist either of artificial roads extending the whole way from tide water to the nearest and most convenient navigable west- em waters; or of improvements in the navigation of the leading Atlantic rivers, to the highest practicable points, connected by arti- ficial roads across the mountains, with the nearest pomts from which a permanent navigation can be relied on do\^^l the western waters. The principal considerations in selecting ])roper directions for those communications are the distance from the navigable western waters, both to tide water, and to the nearest navigable Atlantic river, and the extent of navigation, either natural or susceptible of improve- ment, which may be aft'orded by the rivers; distance alone is men- tioned, so far as relates to roads, because the mountains, however insuperable for canals, offer no important impediment to land com- munications. So far from being an insurmountable barrier to com- mercial intercourse between the two great sections of the Union, it is now ascertained that those mountains may, almost in every direc- tion, be crossed by artificial roads as permanent, as easy, and less expensive than similar works in the lower country ; for Congress hav- ing, contrary to current opinion, directed that the road from Cumber- land to Brownsville should be laid out so that its ascent should not in any place exceed an angle of five degrees wdth the horizon, no THE GALLATIN BEPORT 547 (lilliculty has been experienced in eHecting the object witiiout cutting through hills; and, although the road thus laid out be, in a distance of seventy-two miles, two or three miles shorter than tliat heretofore in use. Although the distance from the sea to the principal dividing mountain, through its whole length, between the western sources of the Sus(|uehannah and those of the Savannah, be nearly the same, yet the Atlantic bays penetrating the coast at different depths and in different directions, the distance from the sea})orts to the nearest western navigable waters varies considerably. Taken in straight lines from each port to the nearest branch, beyond all the mountains of each of the four great western rivers, they may be stated as follows: Miles From Philadelphia to the confluence of Conemaugh and Loyalhannon, branches of the Allegany 220 From the city of Washington to the confluence of the rivers Mouongahela and Cheat 150 From Richmond to Morris's on the Kanawha, below all the falls of that river 210 From Savannah or Charleston to any na\agable branch of the Tennessee, the dis- tance exceeds 300 The distance from the same western points to the upper naviga- tion of the corresponding Atlantic rivers can not be stated with pre- cision, as the upper points, to which the navigation of these rivers may be improved, are not yet ascertained. The shortest portage between the waters of the Potomac and those of the Monongahela, in their natural state, from West Point on the Potomac to Cheat River below the falls, is about fifty miles in a straight line; but, in order to secure a tolerable navigation, particularly on the Potomac, the route from Cumberland to Brownsville (Red Stone 'Old Fort) has been preferred, and the distance by the road lately laid out is seventy-two miles. The portage between the north fork of the Juniata, a branch of the Susquehannah, and the corresponding waters of the river Allegany is somewhat shorter. That between Patton- borough, on James River, and the falls of the Kanawha, exceeds one hundred miles. The most prominent, though not perhaps the most insuperable obstacle in the navigation of the Atlantic rivers, consists in their lower falls, which are ascribed to a presumed continuous granite ridge, rising about one hundred and thirty feet above tide water. That ridge from New York to James River inclusively arrests the ascent of the tide; the falls of every river within that space being preciseh^ at the head of the tide; pursuing thence southwardly a direction nearly parallel to the mountains, it recedes from the sea, leaving in each southern river an extent of good navigation between the tide and the falls. Other falls of less magnitude are found at the gaps of the Blue Ridge, through which the rivers have forced their passage. Higher up, the rapidity of the northern rivers, which penetrates through the inferior ridges of the great western chain, increases as- they approach the dividing or Allegany Mountain, and their sources being nearly at the same elevation, their rapidity increases in pro- portion to the shortness of their course. For that reason the naviga- tion of the Susquehannah, above the Blue Ridge, is better than that of the Potomac, wdiich affords, as has been stated, the shortest com- munication from tide water to the nearest western river. The levels 548 REPORT OF THE T\'rAKD WATERWAYS COMMISSION of the last mentioned river having been taken by the Potomac Com- pany, the general result is annexed, as giving a more correct idea of the navigation of the Atlantic rivers than could be conveyed in any other manner : Dis- tance. Fall. Rate of fall. From the mouth of Savage River down to Cumberland Thence to .the Blue Ridge Harpers Ferry or Shenandoah Falls Thence to Great Falls Great and Little Falls to tide water Total Miles. 31 130J 40 12 Feet. 445 490 43 39 143 Feet per mile. 14J 4 219 1,160 The papers, marked C, contain the information which has been collected respecting the works executed or contemplated on the great rivers already enumerated. It has not been understood that any improvements of importance had been yet attempted on the Savannah ana Pedee, nor on any of the tributary streams of the Oliio; and the communications received under this head relate only to the Santee, Roanoke, James River, Potomac, Susquehannah, and Ohio. I. Santee. The Santee or Catawba is said to be occasionally navigable for near three hundred miles as high up as Morgantown, in North Carolina. Two companies have been incorporated by that State and the State of South Carolina, for the purpose of improving its navigation. The Lower Falls are above Camden, and not far from the arsenal of the United States at Mount Rock. A canal had been commenced there, but, either from want of success in the commencement, or from want of funds, the work appears to be suspendecL The market for the produce brought down that river is Charleston; and the river boats were obliged, at the mouth of the river, to enter the sea, and to reach that port b}^ a navigation along the seashore for which they were not calculated. To remedy that inconvenience, and to ensure a per- manent navigation, a canal has been opened by another company, uniting the Santee with Cooper River, which empties into the harbor of Charleston. The distance between the points united is twenty-two miles; the highest intervening ground was fifty-two feet above the Santee, and eighty-five feet above the river Cooper; but it has been reduced seven- teen feet by digging. The descent to Santee being thirty-five feet, effected by four locks, and that to Cooper sixty-eight feet, effected by nine locks. The principal supply of water is afforded by springs arising from the marshy ground at the bottom of the canal, and by several drains which collect and bring from an adjacent swamp the sources of the river Cooper. The quantity is said to be seldom deficient; yet a steam engine has been contemplated as perhaps necessary in order to raise from the Santee an adequate supply. The canal was carried over some small streams by means of aque- ducts; inconsiderable ravines have been filled, and the ground was dug in some places to the depth of sixteen feet in order to preserve THE GALLATIN REPORT 549 the level. But it appears that the roots of trees were the greatest obstacle encountered in dij^ging the canal. Its breadth is twenty feet at the bottom, and thirty -five feet at top; the depth of the water is four feet, and it admits boats of twenty tons. The locks made of brick, faced with marble, are sixty feet long and ten feet wide. The capital expended is stated at $650,667, including sixty negroes and some tracts of land belonging to the company. The canal has been completed six years; the annual tolls had never exceeded S13,000 before the year 1807, and the annual expenses are stated at $7,000. The want of success in this undertaking, wliich, though completed, is very unprofitable, may be ascribed to several causes. The expense, compared with the work, is much greater than might have been ex- pected, and probably than was necessary. The locks are too small for large boats, which are therefore obliged to pursue the former route down the Santee, and by sea to Charleston ; and the want of water is allegecTas a suflicient reason for the size of the locks. But a canal in that situation can not, in America, be profitable, unless the naviga- tion of the main river with wliich it communicates is rendered safe and permanent; and whenever that of the Santee itself shall have been improved, the utility and profits of the canal will be consider- ably increased. II. The Lower or Great Falls op Roanoke. Consist in a succession of rapids, wliich, in a distance of fifteen miles, have a fall of ninety-three feet. This obstruction is such that almost all the tobacco of that river is transported by land to Peters- burg, on the Appdmatox branch of James River. A canal has been contemplated ftom the upper end of the falls to Murfreesborough, situated on the tide water of a branch of Chowan River, twenty -five miles above the mouth of Bennets Creek, which has been before mentioned as one of the lines of communication between Albemarle Sound and the Chesapeake. The level is said to be favorable without any obstructions or valleys in the way. The distance is thirty-eight miles, and the expense of a small canal for boats drawing two feet and a half of water may be estimated as follows : Digging thii-tv-eight miles, at $6,000 a mile... .'. $228, 000 Lockage ninetv-three feet, at $800 a foot 74, 400 Feeder, land, &c 47, 600 350, 000 The capital for this canal has never been subscribed, and it has been suggested that it would be practicable to open one to Peters- burg. It is not believed that any hills intervene in that course; and the greatest obstacle will be found in crossing the branches of Chowan River. III. James River. A company incorporated by the State of Virginia for the improve- ment of the navigation of the river generally has removed some obstructions in the upper part of the river, and is bound by the charter to render it so far navigable that there may never be less than twelve inches of water over any of the shoals or rapids, from the upper end of the Lower (jr Great Falls to Pattonboroug-li, a distance of two hun- dred and twenty miles. The natural navigation of the river through 550 EEPOET OF THE INLAND WATERWAYS COMMISSION that extent is considered as better than that of any other Atlantic river above the falls. A communication has been opened by the company from Westham, at the upper end of the Great Falls, to Shockoe Hill, in the city of Richmond, in the follo\\dng manner: The water is drawTi at West- ham from the river into a canal two hundred yards in length, at the end of which boats descending thirty-four feet through three locks reenter the river, and, after using its natural navigation tliree miles, are brought by a canal tliree miles and a half in length to a basin on Shockoe Hill, where the navigation terminates That basin is about eighty feet above tide water, and one mile and a half from Rockets, the port of Richmond. The whole fall from the upper end of the canal at Westham to the basin may be stated at fort3'-eight feet, and the distance at six miles and a half. The canal is twenty-five feet wide, and admits boats of eight tons dra'\jing tlu^ee feet water. The locks, eighty feet long and sixteen feet \\ade, are of solid masonry; but the cement is defective. The aqueducts have been thrown across valleys intervening in the course of the canal, and some difficult digging was necessary on the side of the hills and through ledges of rocks. The canal, according to the charter, was intended to have been brought doAVTi to tide water. The performance of that condition is now suspended by an act of the legislature of Virginia, and there seems to be a considerable diversity of opinion on that subject. In a national point of \aew, the plan which will, at the least expense, put coals on board vessels lying at Rocket's, deserves the preference. For coal is in no other parts of the United States found in abundance in the vicinity of tide water. At present the expense of transporta- tion by the canal is already reduced to one-third of the land carriage. The original capital of the company amounted to $140,000, of which the State of Virginia owns S50,000, and $91,000 arising from the pro- ceeds of tolls had, before the 1st of January, 1805, been applied to the work, making together an expenditure of $231,000. The annual tolls raised on fourteen thousand tons of countr}' produce, and on two thousand coal boats, have amounted to $16,750; and the annual repairs and expenses are estimated at $5,000. But as the company draw also a revenue from the rent of water, applied to mills and other waterworks erected along the canal, the}^ have been able in some years to make dividends of $16,800, being at the rate of twelve per cent on the original capital, but of only about seven per cent if cal- culated on the sum of $244,000, the amount of capital expended, and interest accrued before any dividend was made. IV. Potomac. The company incorporatetl by the States of Marvdand and Virginia for improving the navigation of that river has executed the following works : 1. At a distance of twelve miles above the head of the tide which ascends about three miles above the cit}^ of Washington, the river is one hundred and forty-three feet higher than tide water. At that place, designated by the name of Great Falls, the boats passing through a canal one mile in length, six feet deep, and twenty-five feet wide, descends seventy-six feet by five locks, one hundred feet long, THE GALLATI^' REPORT 551 and twelve feet wide each, and re-entering the river, follow its natu- ral bed eight miles and a half. Another canal, of the same dimensions, and two miles and a half in length, brings them then tlirough three locks, and by a descent of thirty-seven feet to tide water. This last fall is distinguished by the name of Little Falls. The two lower locks of the Great Falls, excavated out of the solid rock, have each a lift of eighteen feet; the three upper locks of solid masonry are of unequal height, and have, together, a lift of forty feet. The three locks of the Little Falls are each one hundred feet in length, and eighteen feet v.ide. That breadth is unnecessary, and consumes too much water, a defect which will be remedied when stone locks will be substituted to those now in use, wliich, being of wood, will soon be decayed. Three other canals without locks have been opened around three dis- tinct falls: The principal at the Shenandoah Falls, below Harper's Ferry; and at the place where the Potomac breaks through the Blue Ridge is one mile in length around a fall of fifteen feet. Between this and the Great Falls another canal three-fourths of a mile in length is opened around the Seneca Falls. The third, fifty yards in length, has been cut around Houres Falls, five miles above the Shenandoah Falls. Above this place the navigation has been improved by deep- ening occasionally the channel, raising the water in shallow places by small dams, and opening sluices along the shore. It is believed that, by multiplying the number of those low dams, by tlirowmg the channel along the shore, and when necessary opening canals with or without locks around the prmcipal rapids, the navigation may be improved perhaps as high up as Cumberland, one hundred and eighty- eight miles above tide water, to such a degree as to render the river passable for boats the greater part of the year. And if this be found practicable on the Potomac, which is the most rapid of the great Atlan- tic rivers, the same improvements may, with greater facility, be effected on any of the others. It will be indispensable in order to attain that object on the Potomac, that additional canals with locks should be opened at the Shenandoah or Blue Ridge Falls, which, as has already been stated, fall forty-three feet in the distance of five mUes, 2. The Shenandoah, a river nearly as large as the Potomac itself, after a course of two hundred and fifty miles through the great Lime- stone Valley, unites its waters with those of the Potomac at Harpers Ferry, just above the Blue Ridge. From Port Republic, till within eight miles of the Potomac, a distance of near two hundred miles, it affords a good navigation, the fall of the river being at the rate of less than two feet a mde. In the last eight miles it falls eighty feet, and was impassable before the improvements completed last year by the Potomac company. Six dift'erent canals twenty feet wide, four feet and a half deep, and extending altogether two thousand four hun- dred yards, have been opened around the most diflicult falls. Through those and five stone locks one hundred feet long and twelve feet wide each, and effecting together a descent of near fifty feet, the communi- cation is now opened, and will render the undertaking much more productive than heretofore. The water in all those canals and locks, as well as in those executed on the Potomac, is uniformly supplied by the river itself, 552 REPORT OF THE INLAND WATERWAYS COMMISSION The capital originally subscribed amounted to $311,560, divided into seven hundred and one shares, of which the State of Maryland owns two hundred and twenty, and the State of Virginia seventy. The total amount expended, including an additional payment received from late subscribers, $38,000, arising from tolls which have been applied to the work, and a debt of about $67,000 contracted by the company, amounts to $444,652. The annual tolls raised on eight thousand tons of sundry articles, valued at more than half a million of dollars, have not before the opening of the Shenandoah exceeded $15,000; and the annual expenses and repairs are stated at $5,000. One hundred shares of £145 sterling each remain open for subscription. V. SUSQUEHANNAH. This river has no perpendicular or altogether impassable falls; but, from the head of the tide up to the Pennsylvania line, a distance of ten miles, the navigation is impeded by a succession of dangerous rapids; and these, though occasionally separated by sheets of smooth water, continue forty miles higher up, at least as far as Columbia; the whole fall from this place to the head of the tide being estimated at about one hundred and fort}^ feet. The navigation, through that distance, at all times dangerous, is practicable only during the high freshets, when rafts and flat bottomed boats, eighty feet long and seventeen feet wide, may descend from the several widely extended upper branches of the river. Less dangerous falls are found at the place where it breaks through the Blue Ridge; above which the natu- ral navigation from Middletown upwards, whether up the Juniata, the West Branch, or the East Branch, is much better than that of the Potomac, and has been improved in several places at the expense of the State of Pennsylvania. A canal one mile long and four feet deep, with two brick locks, has also been opened around the Cone- wago Falls in the gap of the Blue Ridge, $14,000 having been paid for that object by the same State. Its entrance is difficult, and it is used for water works, being free for navigation, tlirough private property. From Columbia down to the Maryland line considerable improvements in the bed of the river have also been made at the expense of the two States, and the descending navigation has, on the whole, been improved; but few boats ever attempt to ascend. Nor is it believed that the natural advantages of the most considerable Atlantic river will ever be fidly enjoyed until a canal shall have been opened the whole way from Columbia, either to tide water or to the Delaware and Chesapeake Canal. A company incorporated by the State of Maryland for opening a canal around the falls in that part of the river which extends from the Pennsylvania line to tide water, has completed that part of the work, the utility of which is but very partially felt, whilst the bed of the river remains the only communication from its upper extremity up to Columbia. The canal, thirty feet wide and three feet deep, and admitting boats of twenty tons, is nine miles in length, wdth a fall of fifty-nine feet. The descent is effected by eight stone locks, each of which is one hun- dred feet in length and twelve feet wide. The water is supplied by the river itself; and, in order to cross the rivers Conawingo and Octorara, these, by means of dams, have been raised ten and twelve feet to the level of the canal. THE GALLATIN REPORT 558 Its defects consist in the want of sufficient breadth of the locks, which do not admit the rafts and wide flat bottomed boats generally used in bringing down the country produce, and in want of water at the lower end of the canal. This last defect may be remedied by extending the canal seven hundred yards lower down along the edge of the river; and it is probable that as timber will become more scarce and valuable in the upper branches of the Susquehannah, boats of a diflerent construction will be used. In the mean time the annual tolls have not yet amounted to $1,000, whilst the annual expenses are stated at $1,200, and the capital expended at $250,000. The attempts made to open a communication from Middletown, m the Limestone Valley, to Philadelphia, partly by canals, and partly by means of the Schuylkill, will be noticed under the head of "Interior Canals." VI. Ohio. The navigation of the Kanawha and of the eastern branches of the Tennessee, Monongahela, and Allegany, in their course through the mountains, may at a future period be improved. But, from the foot of the mountains, all those rivers, and particularly the Ohio, flow with a much gentler current than the Atlantic rivers, a circumstance easily accounted for when it is recollected that Brownsville, on the Monongahela, and at a distance of two thousand miles by water from the sea, is only one hundred and fifteen feet more elevated than Cum- berland, on the Potomac; whilst this river, with all its meanders, reaches tide water within less than two hundred miles. All those rivers at the annual melting of the snows rise to the height of more than forty feet, affording from the upper points to which they are navigable a safe navigation to the sea for any ship that can pass over the bar at the mouth of the Mississippi. As early as the year 1793, a schooner built on the Monongahela, between Brownsville and Pitts- burg, reached New Orleans by that extraordinarv' inland navigation, and arrived safely at Philadelphia. This first essay stimulated the spirit of enterprise so conspicuous in the American character, and numerous, vessels, from one hundred to three hundred and fifty tons burden, are now annually built at several shipyards on the Ohio, even as high up as Pittsburg, and bringing down to New Orleans the pro- duce of the upper countr5^ consumed there, carry to Europe and to the Atlantic ports of the United States the cotton, the sugar, and the tobacco of Louisiana and of the States of Tennessee and Kentucky. That branch of national industry gives value to the immense forests of the Ohio and of its numerous branches, and will soon make a con- siderable, and perhaps necessary, accession to the shipping of the United States, and has a tendency to diminish the price of freights from New Orleans to the other American and to foreign ports. The importance of this last consideration will be duly felt, if the magnitude of the exports of which New Orleans is destined to be the emporium, be contrasted with the probable amount of its importations; for such are the labor, time, and expense necessarv to ascend the rapid stream of the Mississippi, (and the nature of its banks, annually overflowed on a breadth of several miles, precludes the possibility of towing paths,) that, whilst the greater part of the produce of the immense country, watered by that river and its tributary streams, must necessarily be 31673— «. Doc. .325. 60-1 36 554 EEPORT OF THE INLAND WATERWAYS COMMISSIOK exported through its channel, the importations of a considerable por- tion of that country will continue to be supplied from the Atlantic seaports, by water and land communica~tions, susceptible of con- siderable improvement; and thus, unless another outlet be found for a portion of the exports, or unless the upper country can supply vessels, those exports must necessarily pay a double freight. The only impediments to that navigation are on the Tennessee, "the Muscle Shoals," of which no particular account has been received, and on the Ohio, the falls of Louisville. Ordinary boats can with difiiculty pass these in summer, and the navigation is, even during the freshets, dangerous for the large vessels. The attention of the legislature of Kentucky, and of the inhabitants of the western country, generally, has, therefore, been particularly drawn ta the opening of a canal at that place. A company has been lately incor- porated by the State of Kentucky for that purpose, with a capital which may amount to $500,000, but a small portion of which has yet been subscribed. The expense, however, is estimated at a sum less than the nominal capital. The proposed canal would be near two miles in length, and must be dug, in some places, to a depth of twenty-seven, but generally about sixteen feet. The breadth at the bottom being twenty feet, with the necessary slope, would make it, generally, sixty-eight feet wide at top, and, in particular places, not less than one hundred. The fall at low water is about twenty- two feet, and would require three locks, of dimensions sufficient to pass ships of four hundred tons, and drawing fourteen feet of water. The greatest expense will be that of digging, and removing the earth, which may be estimated at four hundred thousand cubic yards, and, according to the representation made of the nature of the ground, will not probably cost more than $200,000. To this may be added $100,000 for the locks and other necessary works, making, altogether, $300,000. The greatest difficulty seems to be the protection of the locks and canals against the rise of the river, which sometimes overflows the whole ground through which the canal must be opened. The expense of the improvements suggested in the communications between the Atlantic and western waters may be stated as follows: 1st. Four artificial roads from the four great western rivers, the Allegany, Monongahela, Kanawha, and Tennessee, to the nearest corresponding Atlantic rivers, the Susquehannah or Juniata, the Potomac, James river, and either the Santee or Savannah, leaving to the several States the continuation of those roads eastwardly to the nearest seaports. Those roads should unite on each river points from which a permanent and safe navigation downwards could, except during the driest season, be relied on; and will, therefore, on each route, be estimated at one hundred miles, making, altogether, four hundred miles, which, at $7,000 a mile, the materials being generally on the spot, would cost.. . . $2, 800, 000 2dly. The improvement of the navigation of the four Atlantic rivers, from tide water to the highest practicable point, effected, principally, by canals around the falls wherever practicable, and by locks wherever necessary. The most expensive of these would be the proposed canal from Columbia, on the Susquehannah, either to tide water or to the Delaware and Chesapeake canal; and, considering how much has been effected already, and may still be done on the other rivers, by the several incorporated companies, it is believed that every useful improve- , ment might be completed by a public expenditure not exceeding J, .500, 000 3d\\. The canal at the falls of the Ohio, estimated at .300, 000 4, 600, 000 'THE GALLATIN REPORT 555 Although a canal navigation, uniting the Atlantic and western waters in a direct course across the mountains, appears impracticable, yet those mountains may be turned either on the north, by means of "the ^lohawk Valley ancf of Lake Ontario, or on the south, tlirou^h Georgia and the Mississippi territory. The tirst conununication will be noticed under the head of "The Kiver St. Lawrence and Great Lakes." Of the second it will be sufficient to observe that the coun- try lying between the sources of the rivers Chatahoochee and Mobile and "the Gulf of Mexico is an inclined plane, regularly descending towards the sea, and that, by followmg the proper levels, it presents no natural obstacle to the opening of a canal fed by the waters of the two last-mentioned rivers and extending from the tide water on the coast of Georgia to the Mississippi. The distance, m a direct line, is about five hundred and fifty miles, and, to be overcome, requires only time, perseverance, and labor. When it is recollected that such an undertaking would discharge the Mississippi into the Atlantic, the remarks already made on the trade of that river and other obvious considerations will sufficiently point out its immense importance. Nor should the plan, on account of its magnitude, be thought chimer- ical; for the elevation and other natural obstacles of intervening ground, or want of a sufficient supply of water, and not distance, are the only insuperable impediments to an artificial navigation. This work, wliich is presented, not as an immediate, but as a distant object, worthy of consideration, would probably require ten milHons of dollars and tliirty years for its completion. The annual sales of the pubhc lands in "the ^lississippi territory, which are estimated at fifty milhons of acres, would, after paying the debt due to the State of 'Georgia, afford sufficient fimds; and the increased value of the residue would alone more than compensate the expense. It is proper to add that an inland navigation, even for open boats, already exists from New Orleans, by the canal Carondelet, to the lake Pontchartrain, thence, between the coast and the adjacent islands, to the l)ay of Mobile, and up its two principal rivers, the Alabama and the Tombigbee, to the head of the tide, within the acknowledged boundaries of the United States. The current of these two rivers being much less rapid than that of the Mssissippi, they have long been contemplated, particularly the Tombigbee, as affording a better communication to the ascending or returning trade from New Orleans to the waters of the Tennessee, from which they are separated by short portages. COMMUNICATIONS BETWEEN THE ATLANTIC RIVERS AND THE RIVER ST. LAWRENCE AND GREAT LAKES. Vessels ascentl the river St. Lawrence from the sea to IMontreal. The river Sorel discharges at some distance below that town the waters of Lake George and Lake Champlain, wliich penetrate south- wardly within the United States. From Montreal to Lake Ontario the ascent of the river St. Lawrence is estimated at about two hundred feet. From the eastern extremity of Lake Ontario, an inland navi- gation for vessels of more than one hundred tons burthen, is continued for more than one thousantl miles, through Lakes Erie, St. Clair, and Huron, to the western and southern extremities of Lake Micliigan, 556 REPORT OF THE INLAND WATERWAYS COMMISSION without any other interruption than that of the falls and rapids of Niagara, between Lake Erie and Lake Ontario. The descent from Fort Schlosser to Devils Hole, a distance of four miles, which includes the perpendicular falls of Niagai'a, has, by correct measurement, been ascertamed at three hundred and seventy-five feet. The whole fall from Lake Erie to Lake Ontario is estimated at four hundred and fifty feet, making the elevation of Lake Erie above tide water six hundred and fifty feet. Lake Superior, the largest of those inland seas, communicates with the northern extremity of Lake Huron, by the river and rapids of St. Marys. The fall of these is not ascertained; but it is said that a small canal has l)een opened around the most difficult part by the' Northwest Fur Company. Five of the Atlantic rivers approach the waters of the St. Lawrence, viz: The Penobscot, Kennebeck, Connecticut, the North or Hudson River, and the Tioga branch of the Susquehannah. Tliis last river w^ll afford a useful communication with the rivers Seneca and Gene- see, which empty into Lake Ontario. The length of the portage has not been precisely stated; and the general navigation of the Susque- hannah has already been noticed. It may, however, be observed that it is the only Atlantic river whose sources approach both the western waters and those of the St. Lawrence. The three eastern rivers afford convenient communications with the province of Lower Canada, but not with that extensive inland navigation which penetrates through the United States, within two hundred miles of the Mississippi. No statement has been received of any improvement having yet been made on the Penobscot or Kenne- beck; and a very imperfect account has been obtained of some short canals opened around the several falls of the river Connecticut. One at Bellows Falls, in the State of Vermont, has been particularly men- tioned, and is the highest improvement on the river. What is called the North River is a narrow and long bay, which in its northwardly course from the harbor of New^ York breaks through or turns all the mountains, affording a tide navigation for vessels of eighty tons to Albany and Troy, one hundred and sixty miles above New York. This peculiarity distinguishes the North River from all the other bays ancl rivers of the United States. The tide in no other ascends higher than the granite ridge or comes within thirty miles of the Blue Ridge or eastern chain of mountains. In the North River it breaks through the Blue Ridge at West Point and ascends above the eastern temiination of the Catskill or peat western chain. A few miles above Troy, and the head of the tide, the Hudson from the north and the Mohawk from the west unite their waters and form the North River. The Hudson in its course ujnvards approaches the waters of Lake Champlain, and the ^Vlohawk those of Lake Ontario. I. Hudson and Champlain, or Northern Navigation. A company was incorporated several years ago by the State of New York for the purpose of opening this communication and a survey taken by Mr. Weston, a copy or which has not yet been obtained. From collateral information it appears that it was proposed to open a canal twelve miles long, with a lockage of one hundred and six feet, from Waterford, at the confluence of the Hudson and Mohawk, to the THE GALLATIN REPORT 557 upper end of the great falls of Stillwater. This was considered as the most clifhcult part of the whole route, and the expense estimated at $275,000. Another canal and lock would be necessary around the falls of Fort Miller; but the remainder of the naviu;ation up the Hud- son to Fort Edward does not reqidre any material im})rovement. At some distance above Fort Edward it was intended to connect, by a canal and locks, the Hudson with the North Wood Creek at Fort Ami. The navigation down the creek to Skeensbo rough is used, but requires to be improved. At this place, where falls render another canal necessary, North Wood Creek empties into the south bay of Lake Champlain, and thence is a natural sloop navigation through the whole extent of the lake. The expense of the works from Fort Edward to Skeensborough had been estimated at S200,000. The funds of the company were insufficient and have, it is said, been expended without much permanent utility at Stillwater and vSkeensb o rough . The distance in a straight line from Waterford to Skeensborough is fifty miles; and the expense of opening a permanent boat navigation on a proper plan through the whole line is, from imperfect materials, estimated at about $800,000. This communication would divert to a port of the United States the trade of one-half of the State of Ver- mont and of a part of that of New York, which is now principally carried through the channel of the St. Lawrence and of the province of Canada. II. Mohawk and Ontario, or Western Navigation. A company incorporated by the State of New York for the im- provement of this navigation has made considerable progress, and an accurate survey having been taken of the distances and levels of the greater part of the route, the result Anil, in the first place, be stated. Dist. Fall. Miles. Feet. From the tide water at Troy to Lansing Mills on the Mohawk is found the greatest impediment to the navigation of that river, consisting of the Cohoes Falls, which are seventy feet perpendicular, and of a succession of other falls, which continue to the North River 4§ 140 From Lansing Mills up the Mohawk to Schenectady the height of the river, at the time when the survey was taken, prevented Mr. Weston from cor- rectly ascertaining the levels. The fall for that distance is therefore estimated at 12^^ 28i From Schenectady to the Little Falls 57^ 110^ The Little Falls, which before the improvements made by the company, interrupted altogether the navigation f 42 From the Little Falls to Fort Stanwix, now Rome 48 59^ This is the head of the na\'igation, and the summit level between it and West Wood Creek, a branch of Lake Ontario, is nine feet and three quar- ters above that part of the river Mohawk, where the navigation ceases. - - If 9f 12.T 390 558 REPORT OF THE INLAND WATERWAYS COMMISSION The whole course of the Mohawk is therefore one liundred and twenty-five miles in length, and the fall through that distance from the summit level to tide water is three hundred and ninety feet. Dist. Fall. Miles. Feet. At the distance of one mile and three-quarters is Wood Creek, the bed of which is used to its entrance into Lake Oneida, the distance along its meanders being twenty-three miles, but in the line in which a canal might be cut, only fourteen miles, and the fall sixty feet 14 60 The Oneida forms a natural canal of twenty miles in length, and commu- 20 nicates by the Onondaga and Oswego rivers with Lake Ontario. The distance by water down those tWo rivers to Oswego, on Lake Ontario, is sixty-three miles. The upper part of the navigation is generally good, but the last twelve miles from the Oswego Falls, which are not passable, to Lake Ontario, are a continued rapid. The fall from Lake Oneida to Lake Ontario has not been ascertained by actual measurement, but is estimated at one hundred and thirty feet. From Rotterdam, on Lake Oneida, to the mouth of Salmon Creek on Lake Ontario, a few miles east of Oswego, the distance is twenty-two miles; and the ground being favor- able, it is expected that the line of canal would not exceed twenty-six miles 26 130 60 190 The elevation of the summit level between the Mohawk and the waters of Lake Ontario, being only three hundred and ninety feet above the tide water at Troy, and one hundred and ninety feet above Lake Ontario, a canal navigation is practicable the whole distance. Whether this should be attempted for a sloop or boat navigation must depend principally, if not altogether, on the supply of water. It is stated that the canal from the summit level to Troy must nec- essarily follow the valley of the Mohawk, and perhaps occasionally enter and cross the river. Calculated for a boat navigation the expense may be estimated as follows : Mr. Weston estimated the expense of a canal, from Lansing Mills to tide water at Troy, around the Cohoes Falls, at. $250, 000 The distance from the summit level to Lansing Mill is 120 miles, and to Lake Ontario, deducting the twenty miles occupied by Lake Oneida, forty miles, together one hundred and sixty miles of canal, the digging of which, at $8,000 a mile, is 1, 280, 000 The fall from the summit level to Lansing Mills is two hundred and fifty feet, and to Lake Ontario one hundred and ninety feet, together four hundred and forty feet' lockage, which will require fifty-five locks of eight feet lift each. These at $7,500, the cost of the stone locks erected by the company at the Little Falls, will cost about 420, 000 Feeders and aqueducts may be estimated at "C 250, 000 Making altogether two millions two hundred thousand dollars 2, 200, 000 It is not believed that a sloop navigation, if practicable, could be effected for a less sum than five millions of dollars. The following works have already been completed by the company: At the Little Falls a canal three-quarters of a mile in length has been opened, and a descent of 42 feet effected by six locks of solid masonry, each of which is 70 feet long and 12 feet mde. At the German flats, four miles alcove the Little Falls, another canal one mile in length, with two stone locks of the same materials and dimen- sions, effects a descent of ten feet. On the summit level a canal one mile and three-quarters in length and supphed with water from the river Mohawk by a short feeder, unites that river and Wood Creek by means of two locks of the same THE GALLATIN REPORT 559 dimensions antl materials, one at each extremity of the canal. All those canals are two feet and a half deep, twenty-four wide at bot- tom, and tliirtj'-two at top, and admit boats of ten tons. It is proper to state that at first wooden locks had been erected at the Little Falls and brick locks on the summit canal. At both places the}' had become totally unfit for service at the end of seven years, and it was necessar}' to replace them ))y stone locks^a circumstance wliich increased considerably the expense of the undertaking. Several minor improvements have been made on the Mohawk, and the navigation of Wood Creek, of wliich the ])rincipal defect is want of water, has been improved by raising dams and b}" the erection of four temporary wooden locks; but until a canal shall have been opened the whole distance from the summit level to Lake Oneida, the navigation will be imperfect and the profits inconsiderable. The funds of the company do not enable them to undertake the necessary improvements at the two extremities of the line, a canal around the Cohoes Falls to tide water and another canal from Lake Oneida to Lake Ontario. The usual portage at the first place is from Schenectad}^ to Albany, and a very good and expensive artificial road of sixteen miles, made by another compan}^, unites the two towns. Another company has lately been incorporated for the purpose of making an artificial road at the other extremity of the line from Rotterdam, on Lake Oneida, to Salmon Creek, on Lake Ontario. The capital of the company is two hundred and thirty-two thousand dollars, of which the State of New York owns ninety-two thousand. But, MTth the exception of one dividend of three per cent, all the tolls have been applied to the works; and, including these, and a debt of twenty thousand dollars due by the compam^, the whole expenditure amounts to three hundred and seventy thousand dollars. The annual tolls do not yet exceed thirteen thousand dollars. III. Niagara. The fall from Lake Erie to Lake Ontario has already been stated at four hundred and fifty feet. A company had also been incorporated by the State of New York for the purpose of opening a canal at this place ; but it does not appear that anj^thing ever was attempted after the survey had been made. The intention seems to have been to open a canal navigation for boats only from Fort Sclilosser to Devil's Hole; the lake itself and Giles's Creek would have supphed the w^ater, and the expense was estimated at four hundred and thirty-seven thousand dollars. It is, however, evident that the canal, in order to be as eminently useful as the nature of the undertaking seems to require, should be on such scale as to admit vessels wliich can navigate both lakes. Con- sidering the distance which in that case must be extended to about ten miles, and the lockage of four hundred and fifty feet, it is not beheved that the expense can be estimated at less than one million of dollars. 560 REPORT OF THE INLAND WATERWAYS COMMISSION The works necessary to effect water communications between the tide water of the North River, the St. Lawrence, and all the lakes, (Lake Superior only excepted,) are, therefore, estimated at four milhons of dollars, viz: Northern navigation to Lake Champlain $800, 000 Western navigation to Lake Ontario 2, 200, 000 Falls of Niagara for a sloop navigation 1, 000, 000 4, 000, 000 The papers relative to these communications mil be found under the letter B. But their utility will not be confined to the extensive navi- gation of the lakes themselves, for the mountains being completely turned when arrived into Lake Erie, the ridge which separates the waters emptying into that and into Lake Michigan from the northern branches of the Ohio and from the waters of the Mississippi is of a moderate elevation, and is gradually depressed in its course west- wardly. There is no doubt of the practicabihty of opening canals at a future period between several of those waters, either by selecting proper levels or by means of short tunnels across favorable parts of the ridge. It will at present be sufficient to point out the principal communications now in use. The distance from Lake Erie to Lake Chetoughe, an extensive and important and elevated reservoir which is the source of the Cano- wango, a branch of the Alleganj^, is seven miles by a continual ascent, the elevation of which is not ascertained. From Presque Isle, on Lake Erie, to Le Bceuf, on French Creek, another branch of the Allegany, the distance is sixteen miles, and a company is incorporated by the State of Pennsylvania for making an artificial road across that portage. The navigation from Lake Chetoughe and from Le Boeuf to Pitts- burg oft'ers no impediment whenever the waters are high; and the greater part of the salt now consumed in the northwest counties of Pennsylvania, as far as Pittsburg, and some distance down the Ohio, is brought from the salt springs of New York by Oswego, through Lake Ontario; thence across the portage of Niagara to Lake Erie; and thence, by either of the two last mentioned portages, to the waters of the river Allegany. The distance fi'om the place where the Cayuga, a river emptying into Lake Erie, ceases to be na^'igable to the navigable waters of the Muskingum, which empties into the Oliio one hundred and sevent}" miles below Pittsburg, is only six miles; and a company is said to be formed for the improvement of that communication. Sandusky River and the Scioto take their sources in the same swamp. The navigation of the Miami of Lake Erie is interrupted by some falls; but its upper branches approach those of the ]\Iiami of the Ohio, and of the Wabash, and are stated as being nearly on the same level. The Ilhnois River, which empties into the Mississippi above St. Louis, rises in a swamp, which, when the waters are high, affords a natural canoe navigation to the source of Chicago Creek, a short stream, which falls into Lake Michigan at its southern extremity. Another communication generally used by the Indian traders is that from Green Bay, also in Lake Michigan, to the ^lississippi by Fox River and the Wisconsin. Nor is there any doubt that, if the inland THE (JALLATIK RHPOKT 5(il navigation between the North River and the lakes was completely opened, the whole Indian trade either of the Mississippi by Lake Michigan, or of the northwest by Lake Superior, must necessarily centre in an Atlantic port of the United States — a consideration of minor importance as a commercial object, when compared A\'ith the other advanta'j:es of that great communication, ])ut of great weight in its relation to the pohtical intercourse of the United States with the Indians. INTERIOR CANALS. Under this denomination will be included all the canals of wliich any kiiowleilge has been obtained, and which are not immediately on the rivers opening communications with the western waters or with those of the St. La\vrence, although some of them may be con- sidered as extending those commimications to more remote seaports. The documents from which the information is extracted will be found under the letters C c. I. Merrimack. The naAdgation of that river, which, rising in the State of New Hampshire, falls into the sea at Newburyport, after a course of one hundred and eighty miles, is interrupted by several falls. A canal, called Blodget's Canal, has been opened around Asmoskeag Falls; lower down, and about forty miles from the sea, the Essex Canal, foiu" miles in length, and admitting boats drawing tliree feet and a half, will open a coimnunication around the Patucket Falls, efi'ecting, through three locks, a descent of thirty-four feet. From the lower extremity of the canal the river is naAdgable to the head of the tide at Haverhill, although the fall be fortj^-five feet within that distance. No particular account has been received of the capital expended, but it is beheved that the work will be profitable to the undertakers. The Middlesex Canal, uniting the waters of that river with the harbor of Boston, is, however, the greatest work of the kind which has been completed in the United States. That canal, 12 feet wide and 3^ feet deep, draws its supply of water from Sudbury or Concord River, a branch of the Merrimack, and, from the summit ground, extends six miles, with a descent of 28 feet, to the Merrimack above the Patucket Falls, and 22 miles, with a descent of 107 feet, to the tide water of the harbor of Boston. The descent to the Merrimack is effected by three, and that to the tide water, by nineteen, locks. They are all 90 feet long, t2 feet wide, of sohd masonry and excellent workmanship. In order to open that canal, it was necessary to dig in some places at the depth of 20 feet, to cut through ledges of rocks, to fill some valleys and morasses, and to throw several aqueducts across the intervening rivers. One of these, across the river Shawshine, is 280 feet long, and 22 feet above the river. All those obstacles have been overcome, and boats of 24 tons, 75 feet long, and 11 feet wide, can navigate the canal. Those in most general use are of smaller dimen- sions, and are drawn by two horses at the rate of three miles an hour. A raft of one mile in length, and containing 800 tons of timber, has been drawn by two oxen, part of the way, at the rate of one mile an hour. Common boats pass from one end of the canal to the other in b(^2 EEPOET OF THE INLAND WATERWAYS COMMISSION twelve hours. The capital expended on the work is stated at $478,000, and the water-rights and necessary land cost a further sum of $58,000; the total expense has exceeded $550,000. The tolls have never yet exceeded $17,000 a year, but are increasing. Several other canals have been contemplated in the State of Mas- sachusetts, intended to unite the waters of Providence or Pawtucket River, mth those of Charles River, which falls into the harbor of Boston, and of the river Connecticut. The grounds have been sur- veyed, but no particular description has been obtained, and the works have not yet been commenced. II. Schuylkill and Delaware. A compan}^ was incorporated several years ago, b}^ the State of Pennsylvania, for opening a canal from Xorristown, on the river Schuylkill, to the tide water of the Delaware at Philadelphia. The distance is 16 miles, the fall 53 feet, and the canal, deriving its water from the Schuylkill, would have been carried on a level to Philadelpliia, and in its descent to the Delaware suppKed the city \\dth water and the shipping vriih docks. The expense had been estimated at $533,000; the work was commenced, one-third part of the digging effected, and a considerable sum expended; but, either from want of funds, or from an improper selection of the ground, or from other causes, not fully understood, tlie undertaking, if not altogether abandoned, has been suspended for several years. This canal was intended as the first hnk of an extensive western communication. The Schuylkill from Norristown to Reading, 46 miles higher up the river, being navigable a great portion of the year, was considered as the next link. III. Schuylkill and Susquehannah. Another company was incorporated for the purpose of opening an inland navigation between Reading, on the Schuylkill, to Mddletown, on the Susquehamiah. Both towns are in the great limestone valley, bej^ond the Blue Ridge, and the distance is 70 miles. It had been at first supposed that it would be sufficient to cut a canal four miles in length, on the summit level, between the two rivers, and thereb}^ to unite the Tulpehocken, wliich falls into the Schuylkill, %vith the Quitipaliilla, a branch of the Swatara, which empties into the Sus- quehannah. But it was soon ascertained that the original plan of improving, by a succession of dams, the navigation of those small rivers was erroneous, and that it would be necessary to cut a canal the whole way. The summit level is at an elevation of 310 feet above the Schuyl- kill, and of 308 feet above the Susquehannah. Adjacent springs are considered sufficient for the upper locks, and the creeks would, after a short descent, afford an abundant supply. The proposed dimen- sions of the canal were, a breadth of 20 feet at the bottom, and a depth of 3^ feet, and the expense was estimated at near $1,500,000. The work was commenced; the canal has been cut the whole dis- tance of four miles on the summit level; five locks, made of brick, have been constructed; land and water-rights have been purchased, and a considerable capital has been expended. But although the State of Pennsylvania has permitted the company to raise $266,600, THE GALLATIN REPORT 563 hy lottery, and is boiinil to pay to them $300,000 \vhenever the work shall have been ct)m})leted, it remains suspended for want of funds. The great lockage necessary for this canal is the princij^al objection to that line of communication; and it has been suggested that a canal from Columbia, on the Susquehannah, to tide water, or to the great Delaware and Chesajx^ake Canal, would be much less expensive, and equally beneiicial, both to the interior country and to Philadelpliia. This question, as many others suggested in this report, can not be decided by any but practical and skilful engineers. IV. Appomattox. A conipan}^ has been incorporated for opening a canal from the upper end of the falls of that river, wliich is the south branch of James River, to Petersburg, on the head of the tide. The distance is five miles, and the descent more than 30 feet, to a basin about 60 feet above the tide, in which the canal will terminate. The water is . drawn from the river; and the canal, 16 feet wide, 3 feet deep, and admitting boats of 6 tons, is nearly completed. The capital already expended amounts to $60,000; but the company own thirty negroes, and suppose that their labor, and a further sum of $10,000, will be sufficient to build the locks, and to dig about half a mile, wliich remains to be cut in order to open the communication between the river and the basin. This work, wlfich has been carried on with much zeal, and at a small expense, will open an important navigation of near 100 miles. V. Neuse and Beaxjfort. The harbor of Beaufort, in Nortli Carofina, and which must not be confounded with that of the same name in South Carolina, admits vessels drawing 18 feet of water. Ocracoke Inlet, the only navigable entrance into the Pamhco and Albermarle sounds, that extensive estuary of the rivers Chowan, Roanoke, Tar, and Neuse, has less water, and is seventy miles from Newburn, on the last mentioned river. The distance between Newport or Beaufort river and the Neuse being only three miles, and the elevation of the highest intervening ground no more than seven feet above tide water, a canal, uniting the two rivers, was undertaken by a company incorporated for that purpose by the State of North Carolina. All the shares have, from particular circumstances, become the property of one individual; and the work which had been commenced some years ago, is now suspended. VI. Cape Fear River. A company, incorporated by the same State for improving the navigation of this river, after having exhausted a portion of their funds, which did not exceed $12,000, in fruitless attempts to improve the natural navigation, of the river, have opened a canal with a lock, which opens a safe passage around the Buckhorn or Great Falls, seven miles below the junction of the Deep and Haw rivers. Another canal, six miles in length, wdth two locks, is necessary, around Smilie's Falls. Nearly half that distance has been completed; but the work is now suspended for want of funds. The legislature has lately authorized the company to increase their capital. 564 REPORT OF THE INLAND WATERWAYS COMMISSION VII. Neav Orleans. The canal Carondelet, which has already been mentioned, extends from Bayou St. John to the fortifications or ditch of the city, and thereby opens an inland communication with Lake Pontchartrain. A company is incorporated by the Territorial Legislature for the pur- pose of repairing and improving that work and of uniting the canal by locks with the Mississippi. Independent of other advantages, this undertaking would enable Govermnent to transport with facility and use the same naval force for the defence of both the Mississippi and Lake Pontchartrain, the two great avenues by which New Orleans may be approached from the sea. TURNPIKE OR ARTIFICIAL ROADS. A great number of artificial roads have been completed in the Eastern and Middle States, at an expense varying from less than $1,000 to $14,000 a mile. The labor bestowed on the least expensive species consists in shortening the distance, diminishing the ascent of hills, removing rocks, levelling, raising, and giving a proper shape to the bed of the roads, draining them by ditches, and erectmg bridges over the intervening streams. But the natural soil of the road is used, instead of covering it with a stratum of gravel or pounded stones. It appears, by one of the papers marked D., under which letter will be found all the information which has been obtained respecting roads, that fifty turnpike companies have been incorporated since the year 1803 in the State of Connecticut alone, and that the roads under- taken by those companies are all of that description. Thirty-nine of those roads, extending together 770 miles, are completed. The most expensive is that from New Haven to Hartford, which has cost $79,261, or, the distance being 34 f miles, at the rate of $2,280 a mile; but about $18,000 of the capital have been expended in the purchase of the land through which the road is carried. Thenett income on this road, deducting the annual repairs and expenses from the annual tolls, does not exceed $3,000. Of six of the roads, which, together, extend 120 miles, no account has been received. The other thirty-two extend, together, 615 miles, and have cost only $340,000, or, on an average, at the rate of $550 a mile, and it seems that the aggregate of annual tolls on the whole is $86,000, from which, deducting tne annual repairs and expenses, amounting to $48,000, leaves a nett income of $38,000, or of about 11 per cent on the capital expended. No particular account has been received of the roads in the other Eastern States, but it is known that besides some of a similar descrip- tion with those of the State of Connecticut several of a more expensive kind ha,ve been completed, particularly in Massachusetts. The cost has varied from $3,000 to $14,000 a mile, and amongst artificial roads of the first grade may be mentioned those from Boston to Providence, to Salem, and to Newburyport., These are all covered with an artificial stratum of gravel or pounded stones and finished in the most sub- stantial manner. Great expense has also been incurred in order to shorten the distance without exceeding the angle of ascent, which is fixed at five degrees, and it is stated that the road to Newburyport, thirty-two miles in length, and in which marshes and rocks presented considerable obstacles, has cost $400,000, or at the rate of $12,500 a THE GALLATIN REPORT 565 mile. Those expensive roads, however useful and permanent, appear to be much less profitable than those of Connecticut. The Salem road is said to yield slx per cent. Another road has been stated as yielding eight per cent. The income of all the others in the State of Massa- chusetts is said not to exceed on an average three per cent, and that of the road from Boston to Newburyport amounts to no more than two per cent. A greater capital has been vested in turnpike roads in the State of New York than in any other. In less than seven years sixty-seven companies have been incorporated, with a nominal capital of near $5,000,000, for the purpose of making more than three thousand miles of artificial roads, and twenty-one other companies have also been incorporated, with a capital of $400,000, for the purpose of erecting twenty-one toll-bridges. Although no particular account has been received either of the capital actually expended, of the annual amount of tolls, or of the materials of the roads, it is known that great progress has been made, and it has been stated that nine hundred miles of road were already completed by twenty-eight companies, whose capital amounted to $1,800,000, and who had two hundred miles more of road to finish. Those roads extend in every direction, but particularly from every town or village on the North River, westwardly and northwestwardly towards the waters of the Susquehannah and those of the Great Lakes. The most expensive is that from Albany to Schenectady, fourteen miles long, and which has cost at the rate of $10,000 a mile. Near one hundred and forty miles of roads extending westwardly from Albany and Schenectady appear to have cost at the rate of $2,500 or $3,000 a mile. The expense of all the others does not seem, on an average, to exceed $1,250 a mile. More detailed information has been obtained respecting the roads in New Jersey, Pennsylvania, and Maryland. In New Jersey a turnpike road has lately been completed from Trenton to Brunswick. The distance is twenty-five miles, the greatest angle of ascent, three degrees; and the road is nearly in a straight line, the only considerable obstruction being the "sand hills," through which it was necessary to dig at the depth of thirty feet in order not to exceed the angle of ascent. The road is thirty-six feet wide, fifteen feet of which are covered with about six inches of gravel. A few wooden bridges with stone abutments and piers have be^n erected across the intervening streams. The whole expense is stated at $2,500 a mile. From Brunswick the road will be extended to Elizabethtown, and the work is now progressing. Another road has been undertaken in the same State from Brunswick to Easton on the river Delaware. The distance is forty-three miles, of which eleven have been completed at an expense of $40,000. This road will be more expensive than the preceding, both on account of the ground, the bridges being more numerous, and the Blue Ridge (^msconekong Mountain) intervening, and because a more substantial facing or greater thickness of gravel is requisite. The funds of the company are exhausted. In Pennsvlvania artificial roads of the most substantial kind have been completed or are progressing from Philadelphia in sundry directions. 566 REPORT OF THE INLAND WATERWAYS COMMISSION The principal are to Bristol and Trenton, twelve miles of which are completed; to Germantown and Perkioman, with two branches to Willow Grove and to Chestnut Hill; and to Lancaster and Columbia, with a branch to Harrisburg. The distance from Philadelphia to Perkioman is twenty-five miles and a quarter; the two branches extend one ten miles and the other seven miles and a half, making together near forty-three miles. The angle of ascent is four degrees; the breadth of the road fifty feet, of which twenty-eight feet, having a convexity of fifteen inches, are covered with a stratum either of gravel eighteen inches thick or of pounded stones twelve inches thick. One-half of the stones, forming the lower part of the stratum, are broken into pieces not more than five inches in diameter; the other half, or upper part of the stratum, con- sists of stones broken into pieces not more than two inches and a half in diameter, and this dift'erence in the size of the stones is represented as a considerable defect. Side or summer roads extend on each side of the gravel or stone road. The five miles next to Philadelphia have cost at the rate of $14,517 a mile; the other twenty miles and ahalf at the rate of $10,490 a mile. Yet there were no natural impediments, and only small bridges or culverts were necessary. The capital expended on these twenty-five miles and a half is $285,000; the tolls amount to $19,000; the annual repairs and expenses to $10,000; the nett income to about $9,000, or little more than 3 per cent on the capital expended. The distance from the Schuylkill at Philadelphia to Lancaster is sixty-two miles and a quarter. Exclusively of the side or summer roads twenty-four feet of the bed of the road are covered with a stratimi of pounded stones, eighteen inches thick in the middle of the road and decreasing each way to twelve inches. The valley hills are the most elevated and steep on the road; but the angle of ascent nowhere ex- ceeds four degrees. Stone bridges have been erected across all the intervening streams. That across the river Conestogo, consisting of nine arches, is private property, and the most expensive built by the company is that across the Brandywine, consisting of three arches of solid masonry, and which cost $12,000. The capital of the company amounted to $360,000; but this being insufficient, it became necessary to apply a considerable portion of the tolls to the completion of the work. The whole expense amounts to $465,000, or at the rate of about $7,500 a mile. The annual tolls have not yet exceeded $25,000, and the annual repairs and expenses are estimated at $13,000, leaving a nett income of about $12,000. The prospect of an increased profit, derived from the proposed extension of the road, has, however, raised the price of that stock nearly to par. The Lancaster road, the first extensive turnpike that was com- pleted in the United States, is the first link of the great western com- munication from Philadelphia. It has been extended ten miles west- wardly to Columbia on the Susquehannah, and another brancli is now progressing northwestwardly to Harrisburg, also on the Susquehannah and thirty-six miles from Lancaster. The State of Pennsylvania has also incorporated two companies in order to extend the road by two different routes as far as Pittsburg on the Ohio, and near three lmn(h-e(l miles from Philadelphia. The southern route following tlie main post road passes by fiedfoi'd and Somerset. The northern route passes by Huntingdon and Frankstown, the highest j)oint to THE GALLATIN REPORT 567 which the Juniata branch of the Susquehannah is navigable. To this route the State has authorized a subscription of SI 00,000. Other roads in a northwest direction from Phihidelphia towards the Genesee, and Presque Isle on Lake Erie, are also progressing and have been encouraged by the subscriptions or donations of the legislature. They are generally on a much less expensive plan than those in the direction of Pittsburg. A section of thirty miles from Lausanne, on the Lehigh, to Nescopeck, on the Susquehannah, has been completed at the expense of S36,000 by a company, and it is intended to extend it seventy miles further to Newton on the Tioga branch of the Susquehannah. In Maryland, roads extending from Baltimore in various directions have lately been undertaken b}' several companies and are rapidly progressing. On the falls turnpike, which ex'tends in a northerly direction, about four miles of a road twenty-two feet Avide, covered mth a stratum of pounded stones ten inches thick, and having an ascent not exceeding four degrees, have been completed at the rate of $7,500 a mile. The ''Reistertown" turnpike, in a northwestwardly direction, ex- tends sixteen miles to that village, whence two branches, extending one nineteen and the other twenty-nine miles further, will enter Pennsylvania at two different places. The road, twenty-four feet wide, is covered with a stratum twelve inches thick of pounded stones not more than three inches in diameter. The angle of ascent does not exceed three degrees and a half. Ten miles have been completed at the expense of $10,000 a mile, and the work is progressing. The capital of the company amounts to $420,000. The capital of the " Fredericktown " turnpike company amounts to $500,000, and the company is authorized to open the great western road as far as Boonsborough, beyond the Blue Ridge, and sixty-two miles from Baltimore. The angle of ascent \dll not exceed four degrees, the road has a convexity of nine inches, and on a breadth of twenty- two feet is covered with a stratum ten inches thick of pounded stones not exceeding three inches in diameter, over which are spread two inches of gravel or coarse sand. The first twenty miles next to Balti- more have cost at the rate of $9,000, and the next seventeen miles are contracted for at the rate of $7,000 a mile. The distance from Boonsborough to Cumberland, at the foot of the Allegany mountains, following the present road, is seventy-three miles, and although the company is not yet authorized to extend the turnpike to that place the ground has been surveyed, and it is ascer- tained that the road may be continued \\'ith an angle of ascent not exceeding four degrees. The ascent of the road laid out by the United States from Cumberland to Brownsville, on the jMonongahela, does not exceed five degrees, and the distance is seventy-two miles, making the whole distance of a turnpike road from Baltimore to the navigable waters of the Oliio two hundred and seven miles. The distance from the city of Washington to the same spot on the Monongahela is some miles shorter, being, as has already been stated, the shortest communication between tide water and the navigable western waters. South of the Poti)mac few artificial roads have been undertaken. From Alexandria one is now ])rogressing, in a northwestwardly direc- tion, towards Middleburg. Aiiother has lately been commenced from 568 KEPORT OF THE INLAND WATERWAYS COMMISSION Richmond to Ross's coal mine; but the only one which, so far as any accounts have been received, is completed extends twelve miles from Manchester, opposite to Richmond, in a westwardly direction, to the coal mines of Falling Creek. This road, thirty-six feet wide, is gravelled and has cost $50,000; but the last four mUes did not cost more than at the rate of $3,000 a mile. Yet it is sufficiently sub- stantial, the route being very level, to admit wagons carrying four tons. The greater progress made in the improvement of roads in the north- ern parts of the Union must be principally ascribed to a more compact population, which renders those improvements more necessary, and at the same time supplies with greater facility the means of effecting them. The same difference is perceptible in the number of bridges erected in the several States. In the Eastern States, and particularly Massachusetts, wooden bridges, uniting boldness to elegance, and having no defect but want of durability, have been erected over the broadest and deepest rivers. In the lower counties of Pennsylvania stone bridges are generally found across all the small streams. Both in that State and at some distance eastwardly bridges wdth stone piers and abutments and a wooden superstructure are common over wide rivers. Of these the most ex- pensive, and which may be considered as the first in the United States, is the permanent Schuylkill bridge near Pliiladelphia, erected by a company at an expense of $300,000. Its length, including the abut- ments, does not exceed 750 feet, and it is supported only by two piers and the abutments; but those piers, 195 feet apart, are of the most solid workmanship, and one of them was sunk at a depth of more than 24 feet below low water. The bridge is 42 feet wide, and the wooden superstructure is enclosed and covered with a shingle roof. The want of bridges south of Pennsylvania, even on the main post road, is sensibly felt. One lately thrown across the Potomac three miles above the city of Washington, and which without any inter- A^ening piers is wholly suspended to iron chains extending from bank to bank, deserA^es notice on accoimt of the boldness of its construc- tion and of its comparative cheapness. The principle of this new plan, derived from the tenacity of iron, seems applicable to all rapid streams of a moderate breadth. The general principles of improved roads seem to be, 1st, the reduc- tion of hills by diminishing the angle of ascent, which ought not to exceed, whenever practicable, three and a half degrees, and, under no circumstances, five degrees; 2dly, a sufficient convexity in the bed of the road, together with ditches and drains, all which are intended to prevent the injury caused by standing water or freshets; 3dly, an arti- ficial bed of pounded stones or gravel, sufficiently substantial to sup- port the weight of the carriages in general use on the road, either for the conveyance of persons or for the transportation of merchandise. On the last point, it appears, from the facts already stated or scat- tered in the communications received on that subject, 1st, that the stones ought to be similar in quality and reduced to the same size, should not exceed three inches in diameter; 2d, that the preferable qualities of stone rank in the following order: Hard black stone, granite, flint or quartz, blue hmestone, white limestone; 3d, that the. stratum may be either of pounded stones, 12 inches thick, or of pounded stones, 10 inches thick, with 2 inches of gravel spread over the stones, or entirely of gravel, 18 inches thick; 4th, that, when the materials are equally convenient, the expense of those three modes THE GALLATIN REPORT 569 will not materially differ, but that the rate of expense depends ])rin- cipally on the number of hills and bridges, distance of materials, breadth of the road, and price of labor; and, 5th, that the general adoption of broad wheels for the transportation of heavy loads is necessary to the full enjoyment of the advantages expected from the most substantial artificial roads. On the degree of convexity, and on the proper shape to be given to the natural bed of the road under the artificial stratum, a diversity of opinions seems to prevail. The roads heretofore made may be divided into three general classes: 1. Those where the only improvement consists in the reduction of hills, and in the convexity and ditches of the road, whereby the angle of ascent is rendered more easy and standing water excluded, but where the natural soil is used without any artificial stratum. The expense of these roads may vary, according to local circumstances and the perfection of the work, from five hundred to one thousand dollars per mile. They are most generally in use in the Eastern States, and may be introduced with advantage in all those districts of country where wealth does not admit more expensive improve- ments or where the materials of an artificial statum are altogether wanting. It is only in the last case that they may be considered as a national object; and no other improvement, besides bridges and causeways, is perhaps practicable in the lower country of the Southern States. Iron and even timber railroads may, however, be sometimes substituted in those level parts of the country where stones and gravel are not to be found. 2. Roads prepared as above, of a reduced breadth and covered with a thin coat of gravel not more than six or nine inches thick, such as the turnpike lately made between Trenton and Brunswick. These roads, the expense of which may be estimated at about three thousand dollars a mile, may be used wherever the frost does not materially affect them and in every climate where they are intended principally for the conveyance of persons, and not for the transporta- tion of heavy loads. 3. The artificial roads of the best construction, sucli as have been already described. These, when not exceeding twenty-two feet in breadth, and except in the vicmity of large cities, will cost at the rate of seven thousand dollars a mile, exclusively of bridges over large rivers; and they must be resorted to whenever a commercial road for heavy transportation is intended, particularly in the Middle States, or rather in the United States between 41 and 36 degrees of north latitude. North of the 41st degree the snow lies generally during the whole winter; and the great bulk of heavy transportation is effected in sleighs during that season. There is, therefore, less neces- sity for using the roads in the spring; and they are also better pro- tected against the effects of the frost by the snow. South of the 36th degree, which in the Atlantic States may be considered as the boundary of the great cotton cultivation, the frost does not materially injure the roads. It is between those two extremes that the most sub- stantial are rec[uired; and it also happens that the great land com- munications with the western country, which considerably increase the amount of transportation, are principally within the same limits. The same principles which have directed the arrangement ado]:)ted in this report in relation to canals will also point out those roads which seem, in the first instance, to claim the patronage of the General Government. 31673— S. Doc. 325, 60-1 37 570 REPORT OF THE INLAND WATERWAYS COMMISSION Those which appear most necessary for the communications between the Athmtic and western rivers have ah-eady been mentioned under that head; and the improvement of the water communication between the North River and the Great Lakes ought to take the pre- cedence of any other in that direction. That road which, therefore, seems exclusively to claim public attention, is a great turnpike extending from Maine to Georgia in the general direction of the seacoast and main post road, passing through all the principal seaports. The general convenience and importance of such a work are too obvious to require any comments; and the expense seems to be the primary object of consideration. ' The distance will be roughly estimated at one thousand six hundred miles; and from what has been stated on the subject of roads generally it may be inferred that the greater part of the road being intended almost exclusively for travelling, and not for transportation of heavy articles, the expense cannot exceed the rate of three thousand dollars a mile. For although some detached portions of the route, being commercial roads, must be improved as such, and at a greater expense, an equivalent reduction in other parts will result from those portions which are already improved by private companies, and from the impossibility, for want of materials for an artificial stratum, of going in some places beyond what has been described as the first or cheapest species of turnpike. The whole expense may, therefore, be estimated at $4,800,000. A secondary object, but of more importance to Gov- ernment than to individuals, would be the improvement, on a much less expensive scale, of certain portions of roads leading to some points on the. extremes of the Union, intended principally for the purpose of accelerating the progress of the man and the prompt transmission of information of a public nature. The points contem- plated are Detroit, St. Louis in Upper Louisiana, and New Orleans. The portions of road which, traversing a wilderness, cannot be improved without the aid of the United States are from the Tus- carora branch, of the Muskingum to Detroit; from Cincimiati, by Vincennes, to St. Louis; and from Nashville in Tennessee or Athens in Georgia to Natchez. The expense necessary to enable the mail and even stages to proceed at the rate of eighty miles a day may, at the rate of about two hundred dollars a mile, includinT?.T OTT WINDOM SELECT COMMITTEE 583 MAP SHOWlNe INTERNAL IMPROVEMENTS RECOMWeNDED BY lOMMITTEE on Tf?Ari5PORTATI0ri (WINDOM committee) 1572. S.REP. 307, 43 I ^mended ix/ ^^C committt* \j^i reported upon t>tate wiih tveru other ■)f the ffochu Mountains, and ^hen complctea evert^ Union ence'pt one will hove a connection Ay water •ansporf' iviih tht markets of the. whole world " S. Doc.J^5 60 I S. Doe. 325 60 I REPORT OF WINDOM SELECT COMMITTEE 583 Conkling for himself, and by the following members of the Committee : T. M. Norwood, H. G. Davis, and John W. Johnston. Both Mr. Conkling and the tliree members named appear to have concurred in the main in the report of the Windom Committee, but did not agree with the report as to certain matters of law which are indicated in the "Summary of Conclusions and Recommendations" above their names. It would appear that Messrs. Sherman, Conover, West, and Mitchell concurred with the chairman ; and their names are bracketed in, conformably with those of the minority signers. The Committee made various recommendations regarding the con- trol of railways and the improvement of natural and construction of artificial waterways. Among the remedies for evils in the then exist- ing systems of transportation the committee included a considera- tion of the improvement and construction of water routes between the interior and the seaboard. The conclusions and recommendations only are reprinted. They appear in Volume I of the report, pages 240 to 254. — II. K. S.] SUMMARY OF CONCLUSIONS AND RECOMMENDATIONS, The following general summary of the conclusions and recom- mendations of the Committee are respectfully submitted : Firstly. One of the most important problems demanding solution at the hands of the American statesman, is by what means shall cheap and ample facilities be provided for the interchange of com- modities between the different sections of our widely extended country. Secondly. In the selection of means for the accomplishment of this object, Congress may, in its discretion and under its responsibility to the people, prescribe the rules and regulations by which the instru- ments, vehicles, and agencies employed in transporting persons or commodities from one State into or through another shall be governed, whether such transportation be by land or by water. Thirdhj. The power "to regulate commerce" includes the power to aid arid facilitate it by the employment of such means as may be appropriate and plainly adaptecl to that end; ami hence Congress may, in its discretion improve, or create, channels of commerce on land, or by water. Fourthly. A remedy for some of the defects and abuses which pre- vail under existing systems of transportation, may be provided by direct congressional regulation, but for reasons, stated at length in this report, it is seriously doubted if facilities, sufficiently cheap and ample to meet the just and reasonable requirements of commerce, can ever be obtained by this method. Fifthly. Wliatever may be the limit of the power of Congress over interstate commerce, it is believed that the attempt to regulate the business of transportation by general congressional enactments estab- lishing rates and fares on 1,300 railways, aggregating nearly one-half the railway mileage of the world, and embracing an almost infinite variety of' circumstances and conditions, requires more definite and detailed information than is now in the possession of Congress or of your Committee. Believing that any ill-advised measures, in this direction, would tend to postpone indefinitely the attainment of the desired object — clieap transportation — the Committee deem it expe- dient to confine their recommendations, in this regard, to such 584 EEPORT OF THE INLAND WATERWAYS COMMISSION measures only as may be enacted with entire safety, reserving other matters of legislation for further inquiry and consideration. They therefore recommend for present action the following: 1. That all railway companies, freight-lines, and other persons, or organizations of common carriers, engaged in transporting pas- sengers or freights from one State into or through another, be required, under proper penalties, to make publication at every point of shipment from one State to another, of their rates and fares, embracing all the particulars regarding distance, classifications, rates, special tariffs, drawbacks, &c., and that they be prohibited from increasing such rates above the limit named in the publication, without reasonable notice to the public, to be prescribed by law. 2. That combinations and consolidations with parallel or com- peting lines are evils of such magnitude as to demand prompt and vigorous measures for their prevention. 3. That all railway companies, freight-lines, and other organiza- tions of common carriers, employed in transporting grain from one State into or through another, should .be required, under proper regulations and penalties to be provided by law, to receipt for quan- tity and to deliver the same at its destination. 4. That all railway companies and freight organizations, receiving freights in one State to be delivered in another, and whose lines touch at any river or lake port, be prohibited from charging more to or from such port than for any greater distance on the same line." 5. Stock-inflations, generally known as ''stock-waterings," are wholly indefensible; but the remedy for this evil seems to fall pe- culiarly within the province of the States who have created the cor- porations from which such practices proceed. The evil is believed to be of such magnitude as to require prompt and efficient State action for its prevention, and to justify any measures that may be proper and within the range of national authority. 6. It is believed by the committee that great good would result from the passage of State laws prohibiting officers of railway com- panies from owning or holding, directly or indirectly, any interest in any ^^non-co-operative freight-line" or car company, operated upon the railroad with which they are connected in such official capacity. 7. For the purpose of procuring and laying before Congress and the country such complete and reliable information concerning the business of transportation and the wants of commerce, as will enable Congress to legislate intelligently upon the subject, it is recommended that a Bureau of Commerce, in one of the Executive De})artments of the Government, be charged with the duty of collecting and reporting to Congress information concerning our internal trade and commerce; and be clothed with authority of law, under regulations to be pre- scribed by the head of such Department, to require each and every railway and other transportation company engaged in inter-State transportation to make a report, under oath of the proper officer of such company, at least once each year, which report should embrace, among other facts, the following, namely: 1st. The rates and fares « This provision, it is believed, will prevent the discriminations now practiced against such ports, and will enable States which are separated from water-lines by intervening States to reach such lines at reasonable cost. Congress has no power to regulate com- merce wholly within a State, and hence States bordering upon such water-lines will regulate the rates to ports within their own territory. \ EEPORT OF WINDOM SELECT COMMITTEE 585 charged from all points of shipment on its line in one State to all points of destination in another State, including classifications and distances, and all drawbacks, deductions, and discriminations; 2d. A full and detailed statement of receipts and expenditures, including the compensation paid to ofTicers, agents, and employes of the company; 3d. The amount of stock and bonds issued, tne price at which they were sold, and the disposition made of the funds received from such sale; 4th. The amount and value of commodities transported during the year, as nearly as the same can be ascertained, togetner with such other facts as may be required by the head of such Bureau, under the authority of law. Sixth. Though the existence of the Federal power to regulate com- merce to the extent maintained in this report is believed to be essen- tial to the maintenance of perfect equality among the States as to commercial rights; to the prevention of unjust and invidious distinc- tions which local jealousies or interests might be disposed to intro- duce; to the proper restraints of consolidated corporate power, and to the correction of many of its existing evils, yet your committee are unanimously of the opinion that the problem of cheap transportation is to be solved through competition, as hereinafter stated, rather than by direct congressional regulation of existing lines. Seventh. Competition, which is to secure and maintain cheap trans- portation, must embrace two essential conditions: 1st, it must be controlled by a power with which combination will be impossible; 2d, it must operate through cheai)er and more ample channels of commerce than are now provided. Eighth. Railway competition, wdien regulated by its own laws, will not effect the object; because it exists onlv to a very limited extent in certain localities; it is alway unreliable and inefficient; and it invariably, ends in combination. Hence, additional raihvay-lines, under the control of private corporations, will afford no substantial relief, because self-interest will inevitably lead them into combination with existing lines. Ninth. The only means of securing and maintaining reliable and effective competition between railways is through national or State ownership, or control, of one or more lines, which, being unable to enter into combinations, will serve as regulators of other lines. Tenth. One or more double-track freight-railways, honestly and thoroughly constructed, owned or controlled by the Government, and operated at a low rate of speed, would doubtless be able to carry at much less cost than can be done under the present system of operating fast and slow trains on the same road; and, being incapable of enter- ing into combinations, would no doubt serve as a veiy valuable regu- lator of all existing railroads within the range of their influence. Eleventh. The uniform testimony deduced from practical results in this country, and throughout the commercial world is, that water- routes, when properly located, not only afford the cheapest and best- known means of transport for all heavy, bulky, and cheap commodi- ties, but that they are also the natural competitors, and most effective regulators of railway-transportation. Twelfth. The above facts and conclusions, together wath the re- markaole physical adaptation of our country for ch^ap and ample water-communications, point unerringly to the improvement of our great natural water-ways, and their connection by canals, or by short 31673— S. Doc. 325, 60-1 38 586 KEPORT OF THE INLAND WATERWAYS COMMISSION freight-railway portages under control of the Government, as the obvious and certain solution of the problem of cheaf transportation. Thirteenth. After a most careful consideration of the merits of various proposed improvements, taking into account the cost, prac- ticability, and probable advantages of each, the Committee have come to the unanimous conclusion that the following are the most feasible and advantageous channels of commerce to be created or improved by the National Government in case Congress shall act upon this subject, viz: 1st. The Mississippi River. 2d. A continuous water-line of adequate capacity from the Missis- sippi River to the city of New York, via the northern lakes. 3d. A route adequate to the wants of commerce, through the cen- tral tier of States, from the Mississippi River, via the Ohio and Kanawha Rivers, to a point in West Virginia, and thence by canal and slack-water, or by a freight-railway, to tide-water, in Virginia. 4th. A route from the Mississippi River, via the Ohio and Tennes- see Rivers, to a point in Alabama or Tennessee, and thence by canal and slack-water, or by a- freight-railway, to the ocean. In the discussion of these four existing and proposed channels of commerce, we shall, for the sake of brevity, designate them respec- tively, the "Mississippi route," "Northern route," "Central route," and "Southern route." THE MISSISSIPPI ROUTE. The improvements necessary on the Mississippi route are: 1. The opening of the mouth of the river, so as to permit the free passage of vessels drawing 28 feet — estimated cost, $10,000,000. 2. The con- struction of reservoirs at the sources of the river — (if upon a careful survey they shall be deemed practicable) — estimated cost, $114,000. 3. Improvements upon a system to be provided by the War Depart- ment, at all intermediate points, so as to give from 3 to 5 feet naviga- tion above the Falls of Saint Anthony; from 4^ to 6 feet from that point to Saint Louis; and from 8 to 10 feet from Saint Louis to New Orleans, at the lowest stages of water; estimated cost, $5,000,000. The total cost of the Mississippi improvements may, we think, be safely estimated at $16,000,000. THE NORTHERN ROUTE. The improvements suggested on this route are: 1st. The Fox and Wisconsin Rivers improvement, by which 5 feet of navigation will be secured, during the entire season, from the Mississippi River to Green Bay, thereby affording the shortest and cheapest connection between the centers of wheat production and the eastern markets, and a continuous water-channel from all points on the Mississippi River and its tributaries to the Atlantic Ocean. Estimated cost, $3,000,000. 2d. The construction of the Hennepin Canal (65 miles long) from a point on the Mississippi River, near Rock Island, to the Illinois River at Hennepin, thereby affording the shortest and cheapest route from the largest areas of greatest corn production to the East, and a connection by water between the river system of the West, the northern lakes, and the Atlantic Ocean. Estimated cost, $4,000,000. REPORT OF WINDOM SELECT COMMITTEE 587 3d. The enlargement and improvement, with the concurrence of the State of New York, of one or more of the three water-routes from the lakes to New York City, namely: The Erie Canal from Buffal(3 to Albany; the Oneida Lal^e Canal from Oswego to iVlbany; or the Champlain Canal from Lake Champlain to deep water on the Hudson River, including such connection as may be effected between Lake Champlain and the Saint La\vrence River with the co-operation of the British Provinces. Estimated cost, $12,000, 000. Total cost of northern route from the Mississippi River to New York City, $19,000,000. The enlargement of the Welland Canal, now in progress, with the construction of the Caughnawaga Canal, and the proposed enlarge- ment of the Champlain Canal, will enable vessels of a 1,000 tons to pass from western lake ports to ports in Vermont and to New York City. The Erie Canal, enlarged as proposed, will pass vessels of about 700 tons. THE CENTRAL ROUTE. The plan of improvement for this route contemplates — 1st. The. radical improvement of the Ohio RiA^er from Cairo to Pittsburgh, so as to give six to seven feet of navigation at low water. Estimated cost, $22,000,000. 2d. The improvement of the Kanawha River from its mouth to Great Falls, so as to give six feet of navigation at all seasons. Esti- mated cost, including reservoirs, $3,000,000. 3d. A connection by canal or by a freight-railway from the Ohio River or Kanawha River, near Charleston, by the shortest and most practicable route, through West Virginia, to tide-water in Virginia; the question as between the canal and freight-railway to be decided after the completion of careful surve^^s and estimates. If by canal and slack-water, the estimated cost is $55,000,000; if by a freight- railway, the cost would probably not exceed $25,000,000. The total expenditure necessary for the improvement of the Ohio and Kanawha Rivers is estimated at $25,000,000. The amount necessary to complete the connection with tide- water depends upon the nature of the improvement, as above stated. THE SOUTHERN ROUTE. The plan suggested by the committee for the southern route con- templates: 1. The improvement of the Tennessee River fi*om its mouth to Knoxville, so as to give 3 feet of navigation at lowest stages of water. Estimated cost, $5,000,000. 2. A communication by canal, or freight-railway, from some convenient point on the Tennessee River in Alabama or Tennessee, by the shortest and most practicable route to the Atlantic Ocean. The railway, if constructed, will be about 430 miles long; the question as between the canal and railway to be decided. after a careful surve}' and estimate of both shall fiave been completed. If bv canal, the cost will be about $35,000,000. If by railway, probably about $30,000,000. Large portions of all of the above routes have been surveyed, and carefid estimates prepared by the War Department. It is recommended that appropriations be made at the present session of Congress, for 588 EEPORT OF THE INLAND WATERWAYS COMMISSION completing the surveys of the entire system of improvements pro- posed, in order to determine accurately the cost of each route, and to enable the Government to enter at once upon the work, if the same shall, be deemed practicable and expedient, after such surveys shall have been completed. In presenting this general plan of improvements, the committee wish it to be distinctly understood that the ordinary annual appro- priations for other important works, in aid of commerce, should not be omitted. The cost of the entire improvement will depend upon the decision to be hereafter made between the canals and the freight-railway portages on the central and southern routes. If the canals be con- structed, the total cost will be about $155,000,000. If the railways be chosen, the total cost will be about $120,000,000. An actual expenditure of $20,000,000 to $25,000,000 per annum will be required for five years, (in addition to the loan of Government credit as above stated,) when the whole work can be completed. The resulting benefits will, for all time, annually repay more than double the entire cost. In view of the fact that private companies invariably combine with each other against the public, it is recommended that no aid he given to any route to be owned or controlled by private corpora- tions, but that the four great channels of commerce suggested shall be improved, created, and owned by the Government, and stand as permanent and effective competitors with each other, and with all the railways which may be within the range of their influence. The committee believe that the water-routes suggested should constitute free highways of commerce, subject only to such tolls as may be necessary for maintenance and repairs. If, however. Congress shall deem it expedient to require them to provide interest on the cost of construction, and the means for ultimate redemption of the principal, the whole improvements will involve only a loan of Government credit. NATIONAL CHARACTER OF THE PROPOSED IMPROVEMENTS. By reference to the map of the United States it will be seen that the completion of the system of improvements proposed will provide four great competing commercial lines from the center of the continent to the Atlantic seaboard and the Gulf of Mexico. It will also be observed, by reference to the crop-maps republished with this report, that these routes lead directly from, or through, the greatest areas of production, to those sections which constitute the greatest areas of consumption; thus dividing their benefits equitably between pro- ducers and consumers, and contributing to the development and prosperity of the whole country. The Great Architect or the conti- nent seems to have located its rivers and lakes with express reference to the commercial necessities of the industrious millions who now and shall hereafter occupy it. The plan of improvements suggested by the committee merely follows the lines so clearly indicated by His hand. The proposed improvements are so located as to distribute their benefits with great equality arnong all the States east of the Rocky Mountains. Twenty-one of those States are situated directly on one REPORT OF WINDOM SELECT COMMITTEE 589 or more of said routes; two States — Kansas and Nebraska — are so situated as to enjoy the full benefits of reduced cost of transportation from the Mississippi River by all of the proposed lines. Eleven States, viz, Maine, New Hampshire, Massachusetts, Connecticut, Rhode Island, Delaware, Maryland, New Jersey, North Carohna, Florida, and Texas, nearly all of wliich consume largely the food of the West, and most of which are to a great extent dependent upon the West for a market for their manufactures and other products, are directly connected by the waters of the ocean with their several termini. The proposetl improvements Mill, therefore, connect by the cheapest known means of transport every one of the thirty-four States, east of the Rocky Mountams, with all the others, and but one State in the Union will be without water connection with the whole world. The accomplishment of so great a result, by an expenditure of money comparatively so small, illustrates the wonderful provisions of nature for cheap commercial facilities on this continent. ' These four great channels of commerce under pubhc control, and hence unable to combine with each other or with existing lines of transport, will, by the power of competition, hold in check all the railways radiating from the interior to the seaboard, and, by affording cheap and ample means of communication, will solve the problem of cheap transportation. If local railways discriminate against them, it will be in the power of the States whose boundaries they touch to prescribe regulations for the correction of such discriminations. A law of Congress prohibiting discriminations against river or lake ports, will enable the other States not directly upon any of said hues to reach them at reasonable rates. The committee submit that no scheme of pubUc improvement could be more eminently national in its character, nor diffuse its benefits more generally and equitably, than the one proposed, and they beUeve that the entire system of improvements indicated should be considered and acted upon as a whole. Let us now consider more specifically the benefits and advantages to be anticipated from each route and from the entire system, when completed. BENEFITS ANTICIPATED FROM THE NORTHERN ROUTE. From all points on the Mississippi River between MinneapoUs,Minn., and Quincy, III., the average railway rate to lake ports in 1872 was 17 cents per bushel of 60 pounds. From Chicago to New York, b}^ rail, the average charge during that year was 33 ^ cents per bushel, and the average rate by water was 26^^ cents per bushel, making the all-rail charges through from the Mississippi to New York 50 1 cents, and the rail and water charges, exclusive of terminals, 43^'V cents per bushel. In the section of this report devoted to the Fox and Wiscon- sin River Improvement, and the Hennepin Canal, we have sho^^Ti that an average saving can be effected through their agency, of at least 10 cents per bushel on all the cereals transported from points west of the Mississippi River and north of the southern hne of Iowa. It is beheved by those who have studied the subject that the enlarge- ment of the New York canals so as to pass boats of 600 to 1,000 tons wiU reduce the cost of transportation on that part of the Une 50 per cent. The estabhshment of reciprocal trade relations with the 590 EEPOET OF THE INLAND WATERWAYS COMMISSION Dominion of Canada, which shall induce the construction of the Caughnawaga Canal (if such an arrangement can be made), and wliich wall encourage Canadian shipmasters to compete for the carry- ing trade on the lakes, will also materially cheapen the cost of transport to New England. The evidence taken by your committee fidly jus- tifies the opinion that by the enlargement of the New York canals, the construction of the Caughnawaga Canal, and the use of the en- larged Canadian canals, the cost of transport from Chicago to Bur- Hngton, Vt., and to New York City will not exceed from 12 to 15 cents per bushel, making the entire cost from the Mississippi River to BurUngton, Vt., or to New York, not more than 22 cents per bushel, against the present cost of 43i*V cents by water, and 50^ cents by rail. We may, therefore, reasonably estimate that by the pro- posed improvements upon this route a saving can be effected of 20 cents per bushel, or $6.70 per ton, on all the east tonnage moved be- tween that river and the East. BENEFITS AN'^ICIPATED FROM THE CENTRAL ROUTE. Assuming a charge of 4 mills per ton per mile on the ^N^sissippi River, and on the improved Ohio and Kanawha Rivers,'^ a charge of 8 mills per ton per mile on the James River and Kanawha Canal, and 6 mills per ton per mile on the slack-water improvement, the follow- ing statement will represent the cost of transport from Cairo, 111., to "" Richmond, Va., by the central water line: Cairo to Great Falls of the Kanawha, 790 miles, 4 mills per ton per mile $3. 16 From Great Falls to Richmond the distance (equating each lock at one-half mile of canal) is 509 miles, of which 348 is canal (equated) and 161 is slack water. 348 miles canal, at 8 mills per ton per mile 2. 78 161 miles of slack-water, at 6 mills per ton per mile 96 Total per ton for entire distance & 6. 90 Equal to 20.4 cents per bushel of 60 pounds. If the freight railway from the Kanawha to tide-water be adopted, instead of the canal and slack-water improvement, the cost of trans- port from the Oliio River to the ocean will, it is beHeved, be substan- tially the same as above stated. The central route would be closed by ice only about 30 days each year, and hence it would be an active competitor with all the railways from the Mississippi River to the Atlantic at times when competi- tion is now suspended by reason of frost on the northern water- route. The effect of such a regulator of railway charges would be to greatly reduce the present winter rates, and by the constant compe- tition it would mamtain to compel uniformly low charges on all rail and water Hues from the interior to the eastern and southern sea- board. Its advantages would be greatest, however, to the central o The evidence taken by the Committee, and already stated in this report, shows that the average charges by the Ohio and Mississippi Rivers is now only from 3J to 4J mills per ton per mile, and in many cases only 2 mills. b It is due to this route to say that the above estimates of cost are fully 50 percent, higher than those relied upon by its advocates. The Committee have adopted them from superabundant caution, preferring to understate the benefits to be anticipated from all the routes, rather than to exaggerate them. The successful application of Bteam as a motor on canals will doubtless reduce the cost of transport by tnls line very much below the figures named. REPORT OF WINDOM SELECT COMMITTEE 591 tier of States. Four of the largest interior cities of the continent — St. Louis, Cincinnati, Louisville, and Pittsburgh — are situated directly upon it. The trade of these cities, together with the other towns and cities on the Ohio River, is now far in excess of our entire foreign com- merce. A vast area of the richest agricultural and mineral country in the world is directly tributary to it, and only awaits reasonable facihties for transportation, to develop a commerce the magnitude of wliich it is difficult now to conceive. BENEFITS ANTICIPATED FROM THE SOUTHERN ROUTE. Assuming the same rate of charges as in the estimate just made for the central route, viz, 4 mills per ton per mile on open river, 6 mills per ton per mile on slack-water navigation, and 8 mills per ton er mile by canal, the following will represent the cost of transport y this route from Cairo to the ocean: Open river, 980 miles, 4 mills per ton $3. 92 Slack-water, 70 miles, 6 mills per ton 42 Canal, 325 miles, 8 mills per ton 2. 60 Total i^er ton for entire distance a 6. 94 Equal to 20.8 cents ]>er bushel of 60 pounds. It is believed that a freight railway from the vicinity of Gunters- ville, Ala., or Chattanooga, Tenn., would enable this route to accom- plish very nearly the same results. This route will never be ob- structed by ice, and hence will afford unfailing competition throughout the year. Its greatest advantages, however, will be found, not so much in furnishing a highway of commerce to the sea-board, as in opening up a valuable connection between the grain-growing States of the West and the cotton-plantations of the South, whereby each section will have the full benefit of those crops for which its soil and climate are best adapted. It will connect with various southern rivers, penetrating a very large portion of the cotton districts of tlie South. It is believed that eventually inland navigation will be obtained at small expense along the coast of South Carolina, Georgia, and Florida, connecting with the rivers in those States which flow into the ocean. By this route the center of the cotton-producing region can be reached from the center of the corn area at a cost not exceeding 15 to 18 cents per bushel; and hence, in addition to the creation of a new competing avenue to the sea, the home market for food that will be developed, and the increased production of cotton that will be induced, will much more than compensate for the entire cost. BENEFITS ANTICIPATED FROM THE MISSISSIPPI ROUTE. The evidence submitted wdth this report justifies the conclusion, that upon the completion of the entire improvement of the Missis- sippi River, wheat and corn can be transported from Minnesota, Iowa, Wisconsin, Illinois, Indiana, Missouri, and other States above Cairo, to New Orleans for an average of 12 cents per bushel, and that a The same remark should be made with reference to this route just made with regard to the "central," viz, that the estimates of the Committee are much higher than those of its special advocates. 592 REPOET OF THE INLAND WATERWAYS COMMISSION the cost from Saint Paul will not exceed 17 cents. The average rate from New Orleans to Liverpool in 1872 was about 27 cents, (currency,) which can be reduced, as nereinbefore shown, to 18 or 20 cents by the improvement at the mouth of the river. Estimating the cost from Saint Paul to New Orleans at 17 cents, the two transfers at Saint Louis and New Orleans at 1 cent each, and the charge from New Orleans to Liverpool at 20 cents, the total from Saint Paul to Liverpool will be 39 cents per bushel. The charge in 1872 from Saint Paul to Liverpool, including transfers and terminals at Chicago, Buffalo, and New York, by the cheapest route, averaged 67.5 cents per bushel. The saving to be effected by the improvements of this route may therefore be estimated at 28 cents per bushel from Saint Paul to Liverpool, with a proportionate reduction from all other points on the river. In view of the benefits and advantages to be derived from each of the four proposed routes, and from their combined influence when in constant competition with each other, and with the railroad-system of the country, it is, in the judgment of your Committee, entirely safe to say that the completion of the system of improvements suggested will effect a permanent reduction of 50 per cent, in the cost of trans- porting fourth-class freights from the valley of the Mississippi to the seaboard, and that the cost of carrying a bushel of wheat or corn to the markets of the East, and of the world, wdll be reduced at least 20 to 25 cents per bushel below the present railway-charges, and that a similar reduction will be effected on return-freights. The actual movement of grain to the eastern and southern markets in 1872, as shown by the carefvilly prepared statistics submitted with this report, amounted to about 213,000,000 bushels. An average saving of 20 cents per bushel on the surplus moved that year would have amounted to over $42,000,000, or more than two-thirds of the entire expenditure necessary to complete the proposed routes, in addition to the loan of Government credit as before stated. But for the fact that large quantities of corn were unable to find a market, on account of the high transportation-charges, the amount moved would have been very much greater. Hence, in addition to the saving in transportation above named, a benefit perhaps equally great would have been conferred upon the producer in affording him a market for his surplus products. To this must be added the enhanced value which such reduction would give to the improved lands of the West, amounting, in the eight Northwestern States of Indiana, Illinois, Iowa, Minnesota, Wisconsin, Missouri, Kansas, and Nebraska, in 1870, to 55,841,000 acres. Estimating the productive capacity of these lands at an average of only twenty bushels per acre, (the average of corn, oats, &c., being, in fact, very much greater,) an addition of only ten cents per bushel (one-half the estimated saving) to the value of the cereals those States are capable of producing, would give a net profit of $2 per acre, which is the equivalent of ten per cent, interest on a capital of $20, and hence equal to an increase m the value of lands to that extent. Twenty dollars per acre, added to the value of improved lands in those States, would exceed an ag^egate of $1,100,000,000. This calculation assumes that one-half of the reduction will inure to the benefit of the consumer and the other half to the producer. REPORT OF WINDOM SELECT COMMITTEE 593 Add to all this the increased value of farms in other States, the increased value of unimproved lands, the enhanced value of cotton- plantations, the benefits to accrue from reduced cost of movement of the products of the mine, the foundry, the factory, the workshop, and of the thousands of other commodities demanding cheaper trans- portation, and some conception may be formed of the vast additions to be made to our national wealth and prosperity by the system of improvements under consideration. In comparison with the great benefits reasonably to be anticipated, their cost is utterly insignificant. The probable effect of such reduction in the cost of internal trans- portation upon our exports and foreign balances of trade is also worthy of the most careful consideration. America and Russia are the great food-producing nations of the world. Great Britain is the principal market. For many years America and Russia have been active competitors for the supply of that market. Until recently, the farmers of the West have had the advantage of the wheat- producers on the Don and the Volga; but, a few years ago, Russia maugurated a system of internal improvements by which the cost of transporting her products from the interior to the seaboard is greatly reduced. The result is shown by the importations of wheat into the United Kingdom during two periods of five years each. Imports of reheat from Russia and America into the United Kingdom from 1860 to 1864, compared with the iTuports from 1868 to 1872. 1800 to 1864, inclusive. 1868 to 1872, inclusive. From— Wheat. From— Wheal. Russia Bushels. 47, 370, 809 Russia Bushels. 117,967,022 127,047,126 United States 116,462,380 An increase during the latter period as compared with the former of 70,590,213 bushels from Russia, and a decrease of 10,584,746 from t^he United States. The cheaper mode of handling grain by elevators has not yet been adopted by Russia, but doubtless will be very soon. When this shall be done, and her wise system of internal improvements, which have already turned the wavering balances in her favor, shall be completed, she will be able to drive us from the markets of the world, unless wiser counsels shall guide our statesmanship than have hitherto prevailed. In fact, as the increased size of ocean-vessels is constantly decreasing the cost of ocean-transport, and our wheat-fields are yearly receding farther westward from the lakes, it is not impossible that when she shall have driven us from the markets of Europe, she will become our active competitor in Boston and Portland, if cneaper means of internal transport be not provided. A condition of things equally unsatisfactory exists with regard to our chief article of export, cotton. High transportation-charges from the grain-fields of the Northwest to the cotton-fields of the South have compelled the planter to devote his cotton-lands to the production of wheat and corn, for which they are by nature unsuited, thereby reducing the product of cotton and diminishing the market 594 EEPOET OP THE INLAND WATERWAYS COMMISSION for grain. The effect upon our cotton exportations is shown by the following statement: Receipts of cotton in Great Britain in 1860 compared with 1872. I860. 1872. From— Cotton. From— Cotton. United States Pounds. 1,115,890,608 275, 048, 144 United States All other countries. Pounds. 625,600,080 783,237,392 All other countries Our cotton exports have fallen off nearly 50 per cent., while other countries have gained nearly 300 per cent. This is doubtless largely due to the war, which stimulated the production of cotton in India; but it is also attributable to a great extent to the causes above mentioned, and to the system of internal improvements inaugurated by Great Britain in India, for the express purpose of rendering herself independent of us for the supply of cotton. Every cent unnecessarily added to the cost of transportation is to that extent a protection to the cotton-planters, of India and the food-producers of Russia, against the farmers of the West and the cotton-planters of the South. The cry of despair which comes from the over-burdened West, the demand for cheaper food heard from the laboring classes at the East and from the plantations of the South, and the rapid falling off of our prmcipal articles of export, all indicate the imperative necessity for cheaper means of internal communication. If we would assure our imperiled position in the markets of the world, re-instate our credit abroad, restore confidence and prosperity at home, and provide for a return to specie payment, let us develop our unequaled resources and stimulate our industries by a judicious system of internal im- provements. A reference to the expenditures of our Government since the adop- tion of the Constitution will show that in some matters we have been sufficiently liberal, but in appropriations for the benefit of commerce and for the development of our vast resources, most parsimonious. For public buildings, including those in the District of Columbia, and custorii-houses, post-offices, and court-houses in other parts of the country, we have expended over $62,000,000; while for the improve- ment of the 20,000 miles of western rivers, through wl^ich should flow the life-currents of the nation, we have appropriated only $11,438,300. For the improvement of these great avenues of trade, which were designed by nature to afford the cheapest and most ample commercial facilities for the teeming millions who inhabit the richest country on the earth, we have expended an average of $133,100 per annum; while for public buildings we have appropriated an average of over $7.50,000 a year. Is it not high time that all expenditures not abso- lutely necessary be suspended, and that the imperative necessities of the country receive attention? EEPORT OF WINDOM SELECT COMMITTEE 595 England, in order to encourage and stimulate the culture of cotton in India for the supply of her factories at home, guaranteed interest on an expenditure for internal improvements in that distant country amounting to over $400,000,000. The most advanced nations of ancient and modern times have regarded their liighways of commerce of the first importance, and, in exact proportion to the excellence of those liighways, have been the development of national resources and power, and the augmentation of national wealth. It may be said that in the present financial conchtion of the coun- try, and with our heavy burden of indebtedness, we can not afford to enter upon the system of improvements indicated. It is true our debt is large, and our industrial enterprises are temporarily deranged, but our resources are immeasurable, and need only a liberal and wise statesmanship to insure their full development. As we have already stated, the public debt of a nation is great or small according to the proportion it bears to the public wealth and to the commercial prosperity of the peojde who have it to pay. A debt that would have crushed the United States in 1800 would scarcely be felt to-day. In the exact proportion that our wealth increases, the burden of our debt diminishes. For instance, in 1840 the entire national wealth was estimated at $3,764,000,000. At the close of the rebellion our national indebtedness had reached $3,300,000,000. Hence to have paid the debt of 1865 in the year 1840 w^ould have required 90 per cent, of all the property in the country. On -the 1st of March, 1874, our debt was" $2,154,880,066. Our national wealth is estimated at over $30,000,000,000. While, therefore, the debt of 1865 would have consumed almost the entire property, public and private, o^^^led in the United States in 1840, the payment of our pres- ent debt would require only about 7 per cent, of our present wealth. It is therefore apparent that the burden of the debt of 1874 is less than one- twelfth as great on our present property as the debt of 1865 would have been in 1840. If by the development of our resources we can maintain the same ratio of increase during the next twenty-five years that we have since 1850, the debt of the nation (if no further payments be made) will amount to only about 1 per cent, on the national wealth in 1900. In other words, with the full development of our resources, which it is in the power of wise statesmanship to induce, the entire debt can be paid in the year 1900 by the assessment of a tax but little greater than is now required to meet the current expenditures of the Government. If it be true, then, that the burden of a nation's debt diminishes in exactly the same ratio as its wealth increases, is it not the dictate of wisdom and sound policy to pay only so much of our debt as may be necessary to keep our faith and main- tain our credit, and to devote whatever surplus revenues may remain to such improvements as are required for the full development of our unequaled resources? [William Windom, Chairman. John Sherman. J. Rodman West. Simon B. Conover. John H. Mitchell.1 596 REPORT OF THE INLAND WATERWAYS COMMISSION I concur in the main in the foregoing report, prepared by the chair- man; it contains, however, certain statements and assertions of law and of fact, and recommendations relative to the power of Congress and its exercise, from which I dissent. ROSCOE CONKLING. The undersigned, members of the committee, do not agree that Congress can exercise the power "to regulate commerce among the several States", to the extent asserted in this report. T. M. Norwood. H. G. Davis. John W. Johnston. 19. STATUTES RELATING TO WATER POWER By Alexander Mackenzie Brigadier-General, U. S. Army, Chief of Engineers Data obtained by searches suggested by general references cited in indexes to various statutes Abstract of legislation enacted by Congress in relation to the construction of power dams, etc., in the navigable waters of the United States between 1789 and December 6, lOOS.O' Location of dam, etc. Name of grantee, etc. Date of Con- gressional act. Reference to volume and page of United States Statutes at Large. 1. General act for construe- I tion of dams across navigable waters. [ 2. Bear River, Miss , North Mississippi Trac tion Co 3. Bear River. Miss 4. BlaekWarriorRiver,Ala. (Mulberry Fork). 5. CahabaRiver.Ala. (Cen- terville). (i. Choctawhatchee River (Newton, Ala.). 7. Choctawhatchee River, Ala. (below Newton- Ozark road). S. Coosa River, Alabama (Lock No. 2). 9. Coosa River, Ala. (Dam No. 4). Completion of Government dam and use of water power by private parties, in. Coosa River, Ala. (Dam No. 12). 11. Crow Wing River, Minn . . 12. Cumberland River and its South Fork above Bumside, Ky. 13. Cumberland River (Dam No. 1, above Nash- ville, Tenn.)- Leasing of water power created by the Government dam. 14. Flint River, Ga. (Porter shoals) . 15. Forest reserves (in and across.) Under Depart- ment of Agriculture. 16. Goose Creek, S. C 17. Kansas (Kaw) River, Kans. 18. Kansas (Kaw) River, Kans. 19. Klamathlndian Reserva- tion, Oreg. Indian ap- propriation act, under Department of the In- terior. 20. Little River, Ala. (Blanche). Powerplant 21. Mississippi River (Be- midji, Minn.). Andrews & Jourdan T. H. Friel Cahaba Power Co Choctawhatchee Power Co. Andrew J. Smith et al Riparian owners Riparian owners, etc . Alabama Power Co . J udd Wright Cumberland River provement Co. Im- Albany Power and Manu- facturing Co. Private parties, etc Charleston Light and Water Co. Chicago-Topeka Light, Heat and Power Co. Topeka Water and Elec- tric Power Co. Private parties June 21, 1906 Apr. 23,1906 Feb. 25,1907 Mar. 16,1908 Mar. 6, 1908 Apr. 5, 1906 Mar. 10,1908 Vol. 34, p. 386. 262.) May June 9, 1906 4,1906 Henry T. Henderson et al. . Vol. 34, p. 818. (Public, No. 408.) Vol. 33, p. 1043. (Public, No. 207.) Vol. 35, p. 3. (Public, No. 8.) 1 This hst does not include cases in which dams appear to have been intended for purposes otherwise than for the generation of mechanical power. 597 >Kirby Thomas et al. Mar. 4,1907 June 16,1906 Mar. 3,1905 June 13,1902 June 28,1902 Feb. 5,1907 Feb. 1,1905 (Public, No. (Public, No. Vol. 34, p. 130. 119.) Vol. 34, p. 929. (Public, No. 115.) Vol. 35, p. 45. (Public, No. 59.) Vol. 35, p. 37. (Public, No. 38 ^ Vol. 34, p. 102. (Public, No. 84.) Vol. 35, p. 40. (Public, No. 47.) Vol. 34, p. 183. 150.) Vol. 34, p. 211. 196.) (Public, No. (Public, No. Vol. 34, p. 1288. (Public, No. 247.) Vol. 34, p. 296. (Public, No. OQg \ Vol. 33, pp. 1132, 1133. (Pub- lic, No. 215, pp. 18 (pars. 1 to 6) and 19 (par. 1).) • Vol. 32, p. 358. (Public, No. 154, p. 31, par. 3.) Vol. 32, p. 408. (Public, No. 180.) Vol. 34, p. 878. 62.) Vol. 33, p. 628. 34.) June 14, 1906 Vol. 34, p. 265. 230.) Jan. 22,1894 June 6, 1892 June 21,1906 June 30,1906 fMar. 3, 1905 [Feb. 1, 1908 Vol. 28, p. 27. 14.) Vol. 27, p. 46. 77.) Vol. 34, p (Public ^ (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. )p. 325 and 368. No. 258.) 598 REPORT OF THE INLAND WATERWAYS COMMISSION Abstract of legislation enacted by Congress in relation to the construction of power dams, etc., in the navigable waters of the United States between 1789 and December 6, 1908 — Cont'd Location of dam, etc. Name of grantee, etc. Date of Con- gressional act. Reference to volume and page of United States Statutes at Large. 22. Mississippi River (Be- midji, Minn.). 23. Mississippi River (Brain- erd, Minn.). 24. Mississippi River (Clear- water, Minn.). 25. Mississippi River (Des Moines Rapids). 26. Mississippi River (Des Moines Rapids at Keo- kuk, Iow«i). 27. Mississippi River (Grand Rapids, Minn.). 28. Mississippi River (Little Falls, Minn.). 29. Mississippi River (Min- neapolis, Minn., to Coon Rapids). -f 30. Mississippi River (Min- neapolis to St. Paul). Commission to report concerning use of sur- plus water flowing over Government dams. 3L Mississippi River (Mon- ticello, Minn.). Morrison & Haines Mississippi Water Power and Boom Co. The Mississippi River Power Co. Des Moines Rapids Power Co. ■ Keokuk and Hamilton Water Power Co. Grand Rapids Water Power and Boom Co. Little Falls Water Power Co. Twin City Rapid Transit Co. The Mississippi River Power Co. The Pike Rapids Power Co. 32. Mississippi River (in Morrison Co.). 33. Mississippi River (Ot- sego, Minn., between Wright and Sherburne counties) . 34 Mississinpi River (Rock Island", in.).o 35. Mississippi River (Rock Island Rapids, between Davenport and Le Claire, Iowa). 36. Mississippi River (Sauk Rapids,St.Cloud,Minn.) , 37. Mississippi River (village of Sauk Rapids, Minn.) . 38. Mississippi River (Sauk Rapids, between village of Sauk Rapids and St. Cloud, Minn.). 39. Mississippi River (be- tween Stearns and Sherburne counties, Minn., at Augusta). 40. Mississippi River (Wa- tab, Minn.). 41. Missouri River (Fort Benton, Mont., some- where within a distance of 30 miles above). a Dam authorized in 1837 by charter of State of IlUnois to private parties; charter extended by State in 1839. Developed liy Mohne Water Power- Co. et al. Further developed liv Ordnance Department, U. S. Army, under authority of acts of Congress of Apr. 19, 1864 (vol. 13, p. .50), and June 27, 1866 (vol. 14, pp. 75 and 76). See also in this connection joint resolutions of Congress of Mar. 2, 1867 (vol. 14, p. 573), and Mar. 3, 1877 (vol. 19, p. 410), act of Congress of Mar. 3, 1879 (vol. 20, p. 387, first paragraph), and joint resolution of Congress of June 20, 1879 (voi. 21, p. 51). For history of operations by Ordnance Department concerning the development of this water power see "A history of the Rock Island Arse- nal," etc., 1877, published by the Ordnance Department, U. S. Army. Minnesota Power and Trolley Co. Davenport Water Power Co. St. Cloud Water Power & Mill Co. Sauk Rapids Water Power Co. Sauk Rapids Manufactur- ing Co. The St. Cloud Electric Power Co. Watab Rapids Power Co. . Missouri River Improve- ment Co. June 4,1906 Apr. 15,1886 June 14,1906 Mar. 2, 1907 Feb. 24,1894 Feb. 8, 1901 Feb. 26,1904 Feb. 9, 1905 Feb. 27,1899 Feb. 27,1900 July 3, 1886 Mar. 5, 1898 Apr. 12,1900 June 25. 1906 [■June 14,1906 I Mar. 2, 1907 I June 4, 1906 IMar. 2,1907 'Mar. 12,1904 Mar. 22,1906 Apr. 5, 1904 Feb. 5, 1907 July 5, 1884 'Feb. 26,1904 Mar. 2,1907 Feb. 20,1905 June 28,1906 Apr. 23,1904 Feb. 20,1907 Vol. 34, p. 210. 194.) Vol. 24, p. 12. Vol. 34, p. 266. 231.) Vol. 34, p. 1235. 205.) Vol. 28, p. 38. 28 ^ Vol."31, p. 764. 43.) Vol. 33, p. 56. 32.) Vol.'33, p.712. 65.) Vol. 30, p. 904. 80.) Vol. 31, p. 33. 26.) Vol. 24, p. 123. Vol. 30, p. 253. 28 ) Vol.' 31, p. 75. 67.) Vol. 34, p. 456. 282.) (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. (Public, No. Vol. 34, p. 264. (Public, No. 229.) Vol. 34, p. 1235. (Pubhc.No. 204.) Vol. 34, p. 209. (Public, No. 193.) Vol. 34, p. 1219. (Public, No. 179.) Vol. 33, p. 66. (Public, No. 47.) Vol. 34, p. 84. (Public, No. 63.) Vol. 33, p. 158. (Public, No. 82 ) Vol.'34,p.876. (Public, No. 56.) Vol. 23, p. 154. Vol. 33, p. 52. (Public, No. 28 ^ Vol.' 34, p. 1058. (Public, No. 164.) Vol. 33, p. 723. (Public, No. 83.) Vol. 34, p. 537. (Public, No. 315.) Vol. 33, p. 295. (Public, No. 151.) Vol. 34, p. 912. (Public, No. 98.) STATUTES RELATING TO WATER POWER 599 Abstract of legislation enacted by Congress in relation to the construction of power darns, etc., in the navigable waters of the United States between 1789 and Decanber 6, 1908 — Cont'd Location of dam, etc. Name of grantee, etc. Date of Con- gressional act. Reference to volume and page of United States Statutes at Large. 42. Missouri River (Ox Bow Bend, Mont.). 43. Missouri River (Stubbs Ferry to headwaters). General authority for construction of dams. 44. Missouri River (near Stubbs Ferry, Mont.). 45. Missouri River (vicinity of Buck Rapids, Mont.), 46. New River, Va., and W. Va. (at Stevens Creek, Va.). 47. Niobrara Riter, Nebr. (Fort Niobrara Mili- tary Reservation) . 48. Osage River, Mo. (War- saw). 49. Pea River, Ala. (Elba)... 50. Fend Oreille River, Wash. (Big.orMetaline, Falls), 51. Fend Oreille River, Wash. (near Pierwee Creek). 52. Rainy River, Minn. ^Ox Bow Power Co. 53. Red Lake River, Minn. . . 54. Rock River, 111. (Grand Detour). 55. Rock River, 111. (Lyn- don). 56. Rock River, 111. (Lyn- don). 57. Rock River, 111. (at Van- druffs and at Carrs islands). 58. Rock River, III. (Ster- ling). (Power, etc.). 59. St. Croix River, Wis. and Minn. (St. Croix Falls, Wis.). 60. St. Joseph River, Mich. (Berrien Springs). 6L St. Joseph River, Mich. (Mottville). 62. Savannah River. Ga. and S. C. (Andersonville shoals) . 63. Savannah River, Ga. and S. C. (Calhoun Falls). 64. Savannah River, Ga. and S. C. (Cherokee shoals) . 65. Savannah River, Ga., above Augusta (at Dortons Creek, Prices Island, and Crouchs Bluff). 66. Savannah River, Ga., (Gregg shoals). 67. Savannah (Tugaloo) River, Ga. and S. C. (Hattons Ford). 68. Savannah River, Ga. and S. C. (McDanicl shoals) , 69. Savannah River, Ga. and S. C. (Middleton shoals) , Missouri River Power Co . , Capital City Improvement Co. Fries & Riiffin C. H.Cornell , City of Warsaw , Pea River Power Co Pend d'Oreille Develop- ment Co. do Koochiching Co. and Rainy River Improve- ment Co. W. J. Murphy S. B.Newberry et al Edward A. Smith et al — do S. S. Davis , Sterling Hydraulic Co St. Croix Falls Wisconsin Improvement Co., and St. Croix Falls Minne- sota Improvement Co. Berrien Springs Power & Electric Co. H. L. Hartenstein J. R. Earle Development Co. Hugh MacRae Co. do Twin City Power Co. Savannah River Power Co. Hugh MacRae Co Anderson Guaranty and Trust Co. do. Apr. 28,1904 Mar. 4,1907 June 3,1896 June 8, 1894 Apr. 12,1906 June 4, 1900 June 18,1906 Jan. 14,1901 Feb. 23,1906 June 1,1906 Feb. 25,1907 May 4,1898 May 4,1900 June 28,1902 Feb. 25,1905 May 23,1908 Mar. 16,1906 Feb. 16,1906 Mar. 3,1905 Feb. 25,1907 May 1,1906 Mar. 2,1907 Feb. 7,1903 Apr. 5,1906 Mar. 2,1907 do do do (Feb. 8,1901 Feb. 27,1907 [Feb. 29,1908 Feb. 5,1907 Mar. 2, 1907 do do....... Vol. 33, p. 570. (PubUc, No. 253.) Vol. 34, p. 1415. (Public, No. 271.) Vol. 29, p. 231. (Public, No. 175, p. 34, par. 1.) Vol. 28, p. 91. (Public, No 85.) Vol. 34, p. 111. (Public, No. 93 ) Vol. 31, p. 264. (Public, No. 142.) Vol. 34, p 297. (Public, No. 239.) Vol. 31, p. 729. (Public No. 7.) Vol. 34, p. 18. (PubUc, No. 20.) Vol. 34, p. 205. (Public, No. 187.) Vol. 34, p. 931. ( Public, No. 119.) Vol. 30, p. 398. (Public, No. 80.) Vol. 31, p. 167. (Public, No. 89.) Vol. 32, p. 485. (Public, No. 186.) Vol. 33, p. 814. (Public, No. 103.) Vol. 35, p. 273. (Public, No. 138.) Vol. 34, p. 65. (Public, No. 49.) Vol. 34, p. 14. (Public, No. 16.) Vol. 33, p. 1004. (Public, No. 171.) Vol. 34, p. 933. (Public, No. 124.) Vol. 34, p. 155. (Public, No. 137.) Vol. 34, p. 1103. (Public, No. 168, p. 33, par. 5.) Vol. 32, p. 802. (Public, No. 64.) Vol. 34, p. 85.) Vol. 34, No. 238. Vol. 34, No. 214. 102. (Public, No. p. 1254. (Public, I p. 1240. (Public, 763 1240. (Public, 1255. (Public, , (Public, No. Vol. 34, No. 212.' Vol. 34, No. 239.' Vol. 31, p. 41.) Vol. 34, p. 1000. (Public, No. 134.' Vol.35, p. 36.) Vol. 34, p. 55.) Vol.' 34, p. 1240. (Public, No. 213.) .) .36. (Public, No. . 876. (Public, No. Vol. 34, p. 1238. (Public, No. 208.) Vol. 34, p. 1239. (Public, No. 210.) 600 REPORT OF THE INLAND WATERWAYS COMMISSION Abstract of legislation enacted by Congress in relation to the construction of power dams, etc., in the navigable waters of the United States between 1789 and December 6, 1908 — Cont'd Location of dam, etc. 70. Savannah River, Ga. and S. C. (Trotters shoals). 71. Savannah River, Ga. and S. C. (Turner shoals). 72. Spokane River, Wash. Under Department of the Interior. 73. Tennessee River, Ala. (Elk River shoals to Florence). 74. Tennessee River, Ala. (Hales bar, near Scott Point). The provi- sions of the last two acts cited are merely appropriations forcer- tain work assumed hy the General Govern- ment. 7.5. Tennessee River, Ala. (Muscle shoals). 76. Tennessee River, Ala. (Muscle shoals). Tugaloo River (Hattons Ford). See Savannah River (67) , supra. 77. Wabash River or tribu- taries 111. (above Grand Rapids dam). To draw water by canal, flume, or race. 78. White River, Ark. (Lock and Dam No. 1). For canals, power stations, 79. White River, Ark. (above Lock No. 3). Name of grantee, etc. Date of Con- gressional act. Hugh MacRae Co Anderson Guaranty and Trust Co. Private parties Report by a Board of En- gineers called for. City of Chattanooga etc., and Chattanooga and Tennessee River Power Co. General authority for con- struction of dams. Muscle Shoals Power Co... Mount Carmel Develop- ment Co. Batesville Power Co. Reference to volume and page of United States Statutes at Large. Mar. 2,1907 Vol. 34, p. 1241. (Public, 1 No. 215.) do Vol. 34, p. 1239. (Public, i No. 209.) Mar. 3,1905 Vol. 33, p. 1006. (Public, I No. 173.) Mar. 2, 1907 Apr. 26,1904 Jan. 7, 1905 Mar. 3, 1905 Mar. 2, 1907 Mar. 6, 1906 Mar. 2, 1907 Mar. 3, 1899 June 6, 1900 Mar. 1,1901 Feb. 18,1903 [Feb. 14,1889 iFeb. 12,1901 June 28,1906 Vol. 34, p. 1094. (Public, No. 168, p. 23, par. 5.) Vol. 33, p. 309. ( Public, No. 169.) Vol. 33, p. 603. (Public, No. 6.) Vol. 33, No. 215, Vol. 34, No. 1(38 p. 1133. (Public, p. 19, par. 5.) p. 1093. (Public, p. 23, par. 4.) . .52. (Public, No. Vol. 34, p 35.) Vol. 34, No. 168, Vol. 30, No. 201 Vol. 31, p. 274. (Public, No 151.) Vol. 31, p 108.) Vol. 32, p, 96.) p. 1094. (Public, p. 23, par. 5.) p. 1351. (Public, .) 846. (Public, No. . 839. (Public, No. Vol. 25, p. 670. Vol. 31, p. 785. Vol. 34, p. 536. (Public, No. 313.) J. A. Omberg, jr June 29,1906 Vol. 34, p. 628. (Public, No. 368.) (1) June 21, 1906. Vol. 34, p. 386. [H. R. 8428.] [Public, No. 262.] Darns. Regu 1 a t i o n s for constructing, over navigable waters. Approval of Secretarj' of War and Chief of En- gineers. Changes. Chap. 3508. — An Act To regulate the construction of dams across navigable waters. Be it enacted hy the Senate and House of Representatives of the United Stoies of America in Congress assembled, That when, hereafter, authority is granted by Congress to any persons to construct and maintain a dam for \vater powder or other purposes across any of the navigable waters of the United States, such dams [sic] shall not be built or commenced until the plans and specifications for its construction, together with such drawings of the pro- posed construction and such map of the proposed location as may be required for a full understanding of the sub- ject, have been submitted to the Secretary of War and Chief of Engineers for their approval, or until they shall have approved such plans and specifications and the loca- STATUTES RELATING TO WATER POWER 601 tion of such dam and accessor}^ works; and when the plans for any dam to be constructed under the provisions of this Act have been approved by the Chief of Engi- neers and by the Secretary of War it shall not be lawful to deviate from such plans either before or after comple- tion of the structure unless the modification of such plans has previously been submitted to and received the ap- proval of the Chief of Engineers and of the Secretary of War: Provided, That in approving said plans and loca- condiuons. tion such conditions and stipulations may be imposed as the Chief of Engineers and the Secretary of War may deem necessary to protect the present and future interests of the United States, which may include the condition that such persons shall construct, maintain, and operate, without expense to the United States, in connection with said dam and appurtenant works, a lock or locks, booms, sluices, or any other structures which the Secretary of War and the Chief of Engineers at any time may deem necessar}^ in the interest of navigation, in accordance with such plans as they mav approve, and also that whenever Congress shall authorize the construction of a lock, orpj^P^P^jO^fj^^J^^^- other structures for navigation purposes, in connection with such dam, the person owning such dam shall convey to the United States, free of cost, title to such land as may be required for such constructions and approaches, and water power. shall grant to the United States a free use of water power for building and operating such constructions. Sec. 2. That the right is hereby reserved to the United R'si^tsreserved • • 1 j_ ' J.' tor navigation. States to construct, mamtam, and operate, m connection with any dam built under the provisions of this Act, a suitable lock or locks, or any other structures for naviga- tion purposes, and at all times to control the said dam and the level of the pool caused by said dam to such an extent as may be necessary to provide proper facilities for navi- gation. Sec. 3. That the person, company, or corporation build- ^jg^^^^gS'^' ^*''' ing, maintaining, or operating any dam and appurtenant works, under the provisions of this Act, shall be liable for any damage that may be inflicted thereby upon private l i g h t s , flsh- property, either by overflow or otherwise. The persons '^^^^' owning^ or operating any such dam shall maintain, at their ow^n expense, such lights and other signals thereon and such fishways as the Secretary of Commerce and Labor shall prescribe. Sec. 4. That all rights acquired under this Act shall ^Jj^'/^f^'*"'-^ »* cease and be determined if the person, company, or cor- poration acquiring such rights shall, at any time, fail to comply with any of the provisions and requirements of the Act, or with any of the stipulations and conditions that may be prescribed as aforesaid by the Chief of Engi- neers and the Secretary of War. Sec. 5. That any persons who shall fail or refuse tOj^^^j^f^^^JJ^^i^ comply with the lawful order of the Secretary of War ance with orders, and the Chief of Engineers, made in accordance with the 31673— S. Doc. 325, 60-1 39 602 EEPORTOF THE INLAND WATERM'^AYS COMMISSION provisions of this Act, shall l)e deemed guilty of a viola- tion of this Act, and any persons who shall be guilty of a violation of this Act shall be deemed guilty of a misde- meanor and on conviction thereof shall be punished by a fine not exceeding five thousand dollars, and every month such persons shall remain in default shall be deemed a new offense and subject such persons to additional penal- ties therefor; and in addition to the penalties above de- scribed the Secretary of War and the Chief of Engineers may, upon refusal of the persons ownmg or controlling any such dam and accessory works to comply with any lawful order issued by the Secretary of War. or Chief of Removal, etc. Euguieers in regard thereto, cause the removal of such dam and accessory works as an obstruction to navigation at the expense of the persons owTimg or controlling such dam, and suit for such expense may be brought in the name of the United States against such persons, and re- ' covery had for such expense in any court of competent jurisdiction; and the removal of any structures erected or maintained in violation of the provisions of this Act or the order or direction of the Secretary of War or Chief of Engineers made in pursuance thereof may be enforced by injunction, mandamus, or other summary process, upon application to the circuit court in the district in which such structure may, in whole or in part, exist, and proper proceedings to this end may be instituted under the direction of the Attorney-General of the United States at the request of the Chief of Engineers or the Sec- Litigation, retary of War; and in case of any litigation arising from any obstruction or alleged obstruction to navigation cre- ated by the construction of any dam under this Act, the cause or question arising may be tried before the circuit court of the United States in any district in which any portion of said obstruction or dam touches. st^uctfon"^ ^""" S^^- ^- T'hat whenever Congress shall hereafter by law authorize the construction of any dam across any of the navigable waters of the United States, and no time for the commencement and completion of such dam is named in said Act, the authority thereb}'- granted shall cease and be null and void unless the actual construction of the dam authorized in such A.ct be commenced within one year and completed witnin three years from the date of the passage of such Act. Right to alter, g^c. 7. That the right to alter, amend, or repeal this etc rCSGr V8Q ~ ■% ini Act is hereby expresslj'" reserved as to any and all dams which may be constructed in accordance with the pro- visions of this Act, and the United States shall incur no liability for the alteration, amendment, or repeal thereof to the owner or owners or any other persons interested in any dam which shall have been constructed in accord- ance with its provisions. "Arsons'" ^ "f Sec. 8. That the word "persons" as used in this Act shall be construed to import both the singular and the STATUTES RELATING TO WATER POWER 603 plural, as the case demands, and shall include corpora- tions, companies, and associations. Approved, June 21, 1906. (2) Chap. 1660.— An Act To authorize the North Mississippi Traction '^^^■^^' ^^ Company to construct dams and power stations on the Bear River on _2-! 1^^ JL the northeast c^uarter of section thnty-one, township five, range eleven, [H. R. 15259.] in Tishomingo County, Mississippi. 119^"^^'*^' ^^ Be .it enacted hy tie Senate and House of Representatives of the United States of America in Congress assembled, That ^^Bear River, the North IVIississippi Traction Company, their successors North Missis- and assigns, having authority therefor under the laws of (^PP'pjj^ J'"'^ may the State of Mississippi, may hereafter erect, maintain, dam. and use a dam or dams in or across the Bear River, in the State of Mississippi, at such points on the northeast Location. quarter of section thirty-one, to\\Tiship five, range eleven, in Tishomingo County, Mississippi, as they may elect, for the purpose of erecting, operating, and maintaining power stations and to maintain inlet and outlet races or canals and to make such other improvements on Bear River as may be necessary^ for the development of water power and the transmission of the same, subject always to the pro- visions and requirements of this Act and to such conditions and stipulations as may be imposed by the Chief of En- gineers and the Secretary of War. Sec. 2. That detailed plans for the construction and wlf "to^approve operation of a dam or dams and other appurtenant and plans, etc. necessary' works shall be submitted by said North Missis- sippi Traction Company, their successors and assigns, de- siring to construct the same, to the Chief of Engineers and the Secretary of War, with a map showing the loca- tion of such dam or other structures, with such topograph- ical and hydrographic data as may be necessary for a sat- isfactory understanding of the same, which must be ap- proved by the Chief of Engineers and the Secretary of War before work can be commenced on said dam or dams or other structures ; and after such approval of said plans no deviation whatsoever therefrom shall be made without first obtaining the approval of the Chief of Engineers and the Secretary of War: Provided, That the construe- ^'•omos. tions hereby authorized do not interfere with the naviga- naTigatfon.'' tion of Bear River: And provided further, That said dam Restriction. or dams and works shall be limited only to the use of the surplus water of the river, not required for the navi- gation of Bear River, and that no structures shall be built and no operations conducted by those availing themselves of the provisions of this Act which shall injure or inter- fere with the navigation of Bear River or impair the use- fulness of any improvement made by the Government in the interest of navigation. Sec, 3. That the Government of the United States re- Locks, etc. serves the right, at any time that the improvement of the 604 REPOKT OF THE INLAND WATERWAYS COMMISSION Proviso. Damages. navigation of Bear River demands it, to construct, main- tain, and operate, in connection with any dam or other works built under the provisions of this Act, suitable lock or locks or any other structures for navigation pur- poses, and at all times to control such dam or dams or other structures, and the level of the pool caused by such dam or dams, to such an extent as may be necessary' to provide facihties for navigation; and whenever Congress shall authorize the construction of such lock or other structures, the person, compan}^, or corporation o^vTung and controlling such dam or dams or other structures shall convey to the United States, under such terms as Congress shall prescribe, titles to such land as may be required for the use of such lock and approaches, and in addition thereto shall grant to the United States, free of cost, the free use of water power for building and op- erating such constructions: Provided, also, That the per- son, company, or corporation building, maintaining, or operating any dam or dams or other structures under the provisions of this Act shall be liable for any damage that may be inflicted thereby upon private property, either by overflow or otherwise, and the nearest State or Fed- eral court shall have jurisdiction to hear suits to deter- mine the amount of compensation for alleged damage. The person, company, or corporation o^vning or operating any such dam shall maintain, at their own expense, such lights and other signals thereon and such fishways as the Secretary of Commerce and Labor shall prescribe. Sec. 4, That all the rights acquired under this Act shall cease and be determined if the person, company, or corporation acquiring such right shall at any time fail to comply with any of the provisions or requirements of this Act, or with any of the stipulations that may be prescribed Time of con- by the Chief of Engineers and the Secretary of War, or in case a person, company, or corporation authorized by the laws of the State of Mississippi to erect and maintain a dam and improvements as contemplated by this Act shall fail to begin the erection of said dam and improve- ments witliin one year after being so authorized and shall fail to complete the same within three years after obtain- ing such authority. Prior rights not Sec. 5. That the provisious of this Act shall in no man- ner interfere with or impair the rights of any person, company, or corporation heretofore authorized by Con- gress to erect a dam or other structures for the develop- ment of water power on the Tennessee River. Sec. 6. That the right to alter, amend, or repeal this Act is expressly reserved. Approved; April 23, 1906. Lights, etc. Fishways. Forfeiture. affected Amendment. STATUTES RELATING TO WATER POWER 605 (3) . Chap. 1192.— An Act To authorize J. F. Andrews, J. W. Jourdan, their Feb. 25, 1907 heirs, representatives, associates, and assigns, to construct dams and o • ■> . P- J-y- power stations on Bear River, on the southeast quarter of section thirty- fH. R. 21194.] one, township tive, range eleven, in Tishonungo County, Mississippi, nl^"^^'^' ^"' Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assetnhled, That ^'^'^R'^'er. J. F. Andrews, J. W. Jourdan, their heirs, representa- et" ai. 'may con- tives, associates, and assigns may hereafter erect^ across.'^in Tisho- maintain, and use a dam or dams in or across the Bearmingo county River, in the State of Mississippi, at such points on the southeast quarter of section thirty-one, township five, range eleven, in Tishomingo County, Mississii)pi, as they may elect, for the ptu'pose of erecting, operating, and maintaining power stations, and to maintain inlet and otitlet races or canals, and to make such other improve- ments on Bear River as may be necessary for the develop- ment of water power and the transmission of the same, in accordance with the provisions of the Act of Congress entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen htmdred and six: Provided, That this Act shall in no manner interfere with or impair the rights of any person, company, or corporation heretofore atithorized by Congress to erect a dam or other structure for the devel- opment of water power on Bear River. Sec. 2. That the right to alter, amend, or repeal this Act is expressly reserved. Approved, February 25, 1907. Vol. M, p. Proviso. ' Restriction. Amendment. (4) Chap. 91. — An Act To authorize T. H. Friel or assigns to con- March 16, struct a dam across Mulberry Fork of the Black Warrior River. 1908. [H. R. Ib746.] Be it enacted hy the Seriate and House of Representa- gg^^'^"^^'^'' •^'°- tives of the United States of America in Congress assem- Vol. 35, p. 45. Ned, That T. H. Friel or assigns be, and they are hereby, p^^^i." ^^' ^^i^^.^ authorized to construct, maintain, and operate a dam warrior River, across the Mulberry Fork of the Black Warrior River, t. h. Friei at a point within ten miles north and within two i^^iles ™Yoc4*ti^n. south of its junction with the Sipsey Fork, in Walker County, in the State of Alabama, in accordance with the provisions of the Act entitled "An Act to regulate the ^^[." i • ^ 4 , p. construction of dams across navigable waters," approved June twentv-first, nineteen hundred and six. Sec. 2. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, March 16, 1908. 606 REPORT OF THE INLAND WATERWAYS COMMISSION (5) March 6, Chap. 57. — An Act To authorize the Cahaba Power Company, [H^'^R 16051.]^ corporation organized under the laws of the State of Alabama, — '■ — ^ ^ to construct a dam across the Cahaba River, in said State, at or ^^ [Public, No.ne^i. Centerville, Alabama. Vol. 35, p. 37. Be it enacted hy the Senate and House of Representa- tives of the United States of America in Congress assem- Cahaba J)led^ That the Cahaba Power Comjjany, a corporation Cahaba oVgaiiized iiiider the hiws of Alabama, its successors and ^0?,,?'^^^^^' assigns, be, and they are hereby, authorized to construct, pany may aam, .»j7 j ^ i i/^ii-r»- at Centerville, maintain, and operate a dam across the Cahaba Kiver ^" at Centerville, in the State of Alabama, in accordance 386^*''' ^^' ^'^^'ith the provisions of the Act entitled "An Act to reg- ulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Amendment. gj,^^ 9. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, March 6, 1908. (6) VoLsYp^ib''. Chap. 1367. — An Act Authorizing the Choctawhatchee Power Com- ' — ^ pany to erect a dam in Dale County, Alabama. , [H.R. 14808.]^ 84.] ' Be it enacted hy the Senate and House of Representatives ha^che*e Rh-er^ ' ^/ ^^^^ United States of America in Congress assembled, That c h o c t a W - the Choctawhatchee Power Company, its successors Company may and assigus, be, and is hereby, authorized to erect, tm^'tSa,^^ ^^"'" build, have, and maintain a steel and concrete dam, or dam of other material, on the Choctawhatchee River at a point above the Atlantic Coast Line Railroad bridge near Newton, on said river and in Dale County, Alabama: secr'et^ary oiP^^'^"^'^^^) That the plaus of Said dam shall be submitted AVar to approve to and be approved by the Chief of Engmeers and the p ans, e c. Secretary of War before construction is commenced; and the Secretary of War may at any time require and enforce, at the expense of the owners, such modifications in the construction of said dam as he may deem advisable in the interests of navigation: Provided further, That there shall be placed and maintained in connection with said Sluiceway. dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, or over said dam without unreasonable delay or liindrance and without toll pishways. ^^j. charges; and suitable fishways, to be approved by the United States Fish Commission, shall be constructed and maintained on said dam. / piS. "^ '■°'"' Sec. 2. That this Act shall be null and void unless the dam herein authorized is commenced within one year and completed within three years from the date hereof. Amendment. Sec. 3. That the right to amend or repeal this Act is hereby expressly reserved. Approved, April 5, 1906. STATUTES RELATING TO WATER POWER 607 (7) Chap. 77. — An Act To authorize A. J. Smith and his asso- ^^^J^''^'' i"- elates to erect a dam across the Choctawhatchee River in Dale r*!^' ,, ,.ic,-. i Couutv, Alabama. ■ [Public, No. 47.] Be it enacted hy the Senate and House of Representa- voi. 35, p. 4u. tivei^ of the United States of America in Congress assem- bled, That Andrew J. Smith and his associates, their ^.,^^^^'7/5^/^^;'"^^- siiccessors and assigns, be, and they are hereby, author- , Andrew .). ized to construct, maintain, and operate a dam across in'ay dam. the Choctawhatchee River about one-eighth of a mile Location. below or west of the bridge across said river on the road known as the Xewton and Ozark public road, in Dale County, in the State of Alabama, in accordance with the provisions of the Act entitled "An Act to regulate the^^J"^- "^' '*• construction of dams across navigable waters," apjjroved June twenty-first, nineteen hundred and six. Sec. 2. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, March 10, 1908. (8) Chap. 2438.— An Act To authorize the construction of dams and power stations on the Coosa River at Lock Two, Alabama. May 9, 1906. Vol. 34, p. l&j. [H. R. 153:54.] [Pub lie, No. 150.] Be it enacted hy the Senate and House of Representa- tives of the United States of America in Congress assem- hled, That any riparian owner, whether person, company, coosa River, or corporation having authority therefor under the laws '^Right to dam, of the State of Alabaina may hereafter erect, maintain, '^^.^-['^'^^'" Lock 2, and use a dam or dams in or across the Coosa River, in the State of Alabama, at such pomts at or near Lock Two as they may elect and the Secretary of War may ap- prove, between a point on the eastern side of the river Location. in the abandoned portion thereof at a point below the United States Government dam at Lock Two and above the navigable portion of the river between Locks Two and Three, for the purpose of erecting, operating, and maintaining power stations and to maintain inlet and outlet races or canals and to make such other improve- ments on the eastern bank of the Coosa River between the two points above mentioned as may be necessary for ' the development of water power and the transmission of the same, subject always to the provisions and require- ments of this Act and to such conditions and stipulations as may be imposed by the Chief of Engineers and the Secretary of War for the protection of navigation and the property and other interests of the United States. Sec. 2. That detailed plans for the construction and seerotary of operation of a dam or dams and other appurtenant andpia necessary works shall be submitted by the person, com War to approve 'an.s, etc. 608 EEPOKT OF THE INLAND WATERWAYS COMMISSION pany, or corporation desiring to construct the same to the Chief of Engineers and the Secretary of War, with a map sliowing the location of such dam or other structures, with such topographical and hydrographic data as may be necessary for a satisfactory understanding of the same, which must be approved by the Chief of Engineers and the Secretary of War before work can be commenced on said dam or dams or other structures ; and after such ap- proval of said plans, no deviation whatsoever therefrom shall be made without first obtaining the approval of Unobstructed the Chief of Engineers and the Secretary of War: Pro- ""Ref trict"ed use '^^^'^^j That the coustructious hereby authorized do not m- of water. tcrfcrc witli the navigation of the Coosa River: And fro- vided further, That said dam or dams and works shall be limited only to the use of the surplus water of the river, not required for the navigation of the Coosa River, and that no structures shall be built and no operations con- ducted by those availing themselves of the provisions of this Act which shall injure or interfere with the navigation of said river or impair the usefulness of any improvement made by the Government in the interest of navigation. Locks, etc. ^^^ 3_ r^y^^ ^Yie Government of the United States re- serves the right, at any time that the improvement of the navigation of the Coosa River demands it, to construct, maintain, and operate, in connection with any dam or other works built under the provisions of this Act, suitable lock or locks or any other structures for navigation pur- poses, and at all times to control such dam or dams or other structures, and the level of the pool caused by such dam or dams, to such an extent as may be necessary to ^. Conveyance of provide facilities for navigation ; and whenever Congress shall authorize the construction of such lock or other structures, the person, company, or corporation owning and controlling such dam or dams or other structures shall convey to the United States, under such terms as Congress shall prescribe, titles to such land as may be required for the use of such lock and approaches, and in addition thereto shall grant to the United States, fi-ee of cost, the free use of water power for building and operat- amages. -^^^ such constructions: Provided also, That the person, company, or corporation building, maintaining, or oper- ating any dam or dams or other structures under the pro- visions of this Act shall be liable for any damage that may be inflicted thereby upon private property, either by . ' overflow or otherwise, in a court of competent jurisdic- gatwny''*°"^^'"tion: Provided further. That any injury or damage to the navigable capacity of the Coosa River, or to the works of improvement of the United States in the said river which may result from the construction of the dam and other works herein authorized, or any alteration, enlarge- ment, or change in said works of improvement which may, in the judgment of the Secretary of War, be made neces- sary by the construction of said dam and other works, shall be matle good and completed at once by those availing STATUTES KELATING TO WATER POWER 609 themselves of the provisions of this Act, their executors, successors, and assigns, and faihng this, such injury or Failure to re- damage may be remedied, and such aUeration, enlarge- ^"^"^ amages. ment, or change may })e completed ))y the United States, and the cost of the work so reciuiretl shall be paid by the grantees, their heirs or assigns, and to secure the payment Payment t o r for any work thus done by the United States a bond with Bond', good and sufficient security in a sum judged adequate by the Secretary of War for the payment of the costs of said work shall be executed and filed with the Secre- tary of War before any advantage shall be taken of the provisions of tliis Act. The person, companv, or cor- Lights, etc. poration owning or operating any such dam shall main- tain, at their own expense, such lights and other signals thereon and such fishways as the Secretary of Commerce and Labor shall prescribe. Sec. 4. That all the rights acquhed under this Act shall ^^,^^^! ^^^^ t^s.^ t o cease and be determined if the person, compan}^, or cor- to comply with poration acquiring such rights shall at any time fail tOetc.""^*^™'^^ ^' comply ^^^th any of the provisions or requirements of this Act, or with any of the stipulations that may be pre- scribed by the Chief of Engineers and the Secretary of War, or in case a person, compan}^, or corporation author- ized by the laws of the State of Alabama to erect and g^^i^^^e^o f con- maintain a dam and improvements as contemplated by this Act shall fail to begin the erection of said dam and improvements within two 3^ears after being so authorized and shall fail to complete the same within five years after obtaining such authority. Sec. 5. That the provisions of this Act shall in no man- no^'asectel.'^ * ^ ner interfere with or impair the rights of any person, com- pany, or corporation heretofore authorized by Congress to erect a dam or other structures for the development of water power on the Coosa River. Sec. 6. That the right to alter, amend, or repeal this Amendment. Act is expressly reserved. Approved, May 9, 1906. (9) Chap. 2577. — An Act Authorizing the use of the waters in Coosa June4,i906. River at Lock Numbered Four, in Alabama. ' Vol. 34, p. 2n. [H.R. 19473.] Be it enacted hy the Senate and House of Be}>resentatives J^^^^^^''' ^ « • of the United States of America in Congress assembled, That the Secretary of War is hereby authorized and empowered S°°^^ River, to enter mto contract with any individual or corporation, ' completion of private or municipal, preference being given to riparian pr°vate^°'pa^rtlM o\\Tiers and their assigns, hereinafter designated "the con- authorized, tracting party," to complete the dam and forebay of the lock which has been partially constructed by the Govern- ment at Lock Numbered Four on the Coosa River, the work to be done under his supervision and control, and in accordance with the present adopted project and any 610 REPORT OF THE INLAND WATERWAYS COMMISSION Provisos. Conditions. Protection navigation. Time of com- pletion. modification thereof that he may deem proper: Provided, That the contracting party shall furnish all materials, of every character, and pay for all labor required in the con- struction of said dam and forebay, which, upon comple- tion, shall become the property of the United States, free of all costs, claims, or charges of any kind whatsoever: ^° Provided, further, That the terms of this Act and any stipulations which the Secretary of War may deem neces- sary to safeguard the interests of navigation and other interests of the United States shall be embodied in any contract entered into as aforesaid. Sec. 2. That the contracting party shall begin the said work witliin two years from the passage of this Act and shall complete the same witliin four years from the date of commencing construction, and the Secretary of War may, upon reasonable diligence of the contracting party being shown, extend the time for completion, the Gov- ernment reserving the right to commence and finish the work, if deemed advisable, at any time before it is com- FaUuretocom-j^enced by the contracting party; or, if begun and not carried out in strict conformity to the , directions of the Secretary of War, the Government may assume the com- pletion of said work at its option, the cost of such comple- jtion to be paid by the contracting party: Provided, That warTo ^approve the Secretary of War shall determine from time to time the work. whether the work is being properly done. Contractors g^Q 3 That in Consideration of the completion of said granted use o ^^^^^ ^^^^ forcbay, including buttresses and gates, free of cost to the Government, the contracting party is hereby granted such rights as the Government possesses to use the water pov/er produced by said dam for manufacturing and other industrial purposes for a period of ninety-nine years: Provided, That the plans for the necessary works and structures to utihze said water power shall be. ap- proved by the Secretary of War: Provided further. That the right is reserved to the United States to construct, maintain, and operate a lock for navigation purposes in Connection with said dam and forebay, and nothing shall be done in the use of the water fi-om said dam or other- wise to interfere with or in any way impede or retard the operation of said lock or the proper and complete naviga- tion of the river at all times, nor in any way to inter- fere with the use and control of the same by the United States or the maintainance [sic] of the water surface above the dam at the established pool level; and the Sec- retary of War is hereby authorized to prescribe regula- tions to govern the use of the said water power and the . operations of the plant and force employed in connection therewith; and no claim shall be made against the United States for any failure of water power, resulting fi-om any Free use ofcausc whatsocvcr: Provided further. That the contract- br^the ''unHedi'^S P^rty shall furnish to the United States, free of cost, states. such elcctric current as may be necessary for operating the Government lock, in case the same shall be built, and plete. Proviso. use water power. Provisos. Plans. Lock. Regulation.s. STATUTES RELATING TO WATER POWER 611 lighting its buildings and grounds: And provided fur- ther, That the contracting party may have ingress and Right of in- egress over Government hinds in the construction and'^*'''''^''"*^'"^'"*'^^- operation of plant. Sec. 4. That the Secretary of War may require the con- ^'^^'^■ tracting party to execute a bond, with proper securities, before the commencement of the work, in such amount as he may consider necessar}% to insure the begimiing, prose- cution, and completion of the work and compliance with the terms and requirements of this Act, and in case of failure to comply with the requirements of said bond the contracting party shall forfeit to the United States the Forfeiture. full amount thereof: Provided, That a suitable force of Proiuo. inspectors shall be employed on the work by the Secretary" "''^^'' '°"' of War, at the expense of the United States, to see that the plans and specifications and the terms and require- ments of the Act and the conditions of the contract are strictly carried out, and any expense incurred by the Expense. United States in maintaining said inspectors shall be paid from any fimds available pertaining to the appropriations made b}^ Congress for examinations, surveys, and contin- gencies of rivers and harbors. Sec. 5. That Congress reserves the right to revoke the ^.^Re^o^cation^of rights and privileges conferred by this Act; but in the r eim burse - event of such revocation the United States shall pa}^ to the pi-OT'ements,'ete' contracting party, as fidl compensation, the reasonable value, exclusive of any franchise that may be required under tliis Act, of all properties erected and lands pur- chased b}' them, necessarv' for the enjoyment of the bene- fits hereb}^ conferred, such value to be determmed by mutual agreement between the Secretary of War and the owners of said properties, and in case they can not agree, then by proceedings in condemnation, to be instituted in the proper United States court: Provided, That to insure Proviso. compliance with the terms of the contract, or to protect prfvu^lM.'"" ° ' the interests of navigation and other mterests of the United States, the Secretary of War shall have power, at any time before or after the completion of the work, to order a suspension of all privileges granted by tliis Act, and compliance with such order may be enforced by in- junction of the court of the United States exercising juris- diction in the district in which the work is situated, and proper proceedings to this end shall be instituted by the Attorney-General upon request of the Secretary of War. Sec. 6. That nothing in this Act shall be construed as jurisdiction. in any way abridging the exclusive jurisdiction and con- trol by the United States over the Coosa River, and of sluj structures therein, nor as repealing or modif^ang any of Existing law the provisions of law now existing for the protection of""*'^^*^*''^'^**- navigation. Approved, June 4, 1906. 612 EEPOET OF THE INLAND WATERWAYS COMMISSION Vol. 32, p. 353. Provisos. (10) Mar. 4, 1907. Chap. 2912. — An Act Permitting the erection of a dam across Coosa Vol. 34, p. 1288_ ];^JYer^ Alabama, at the place selected for Lock Numbered Twelve on [S. 8526.] said river. [Public, No. 247.] Be it enacted hy the Senate and House of Representatives of tJie United States of Amei^ca in Congress assembled, Coosa River, That the conseiit of Congress is hereby granted to the ^'*- Alabama Power Company, a corporation organized p^^|,^j.''(?o"n,'^ under the laws of the State of Alabama, its successors and panyinaydain. assigns, to build a dam, of such height as the Chief of Engineers and the Secretary of War may approve, across the Coosa River, in Alabama, at the place selected for Location. the location of Lock and Dam Numbered Twelve on said river, as located in the survey made by the engineers of the United States of the Coosa and Alabama rivers in Georgia and Alabama, in compliance with the require- ments of the river and harbor Act approved June thir- teenth, nineteen hundred and two, for the development of water power, and such works and structures in connec- tion therewith as may be necessary or convenient in the development of said power and in the utilization of the power thereby developed: Provided, That plans for the war^to^appro'le construction of Said dam and appurtenant works shall be plans, etc. submitted to and approved by the Chief of Engineers and the Secretary of War before the commencement of the Changes. coustructiou of the same: Provided further, That the Alabama Power Company, its successors or assigns, shall not deviate from sucli plans after such approval, either before or after the completion of said structures, unless the modification of said plans shall have previously been submitted to and received the approval of the Chief of Engineers and Secretary of War: Provided furtlier, That said dam and appurtenant works shall be limited to the use of the surplus water only of the river not required for the navigation of the Coosa River, and that no structure shall be built and no operations conducted under the pro- visions of this Act wliich shall at any time injure or inter- fere with the navigation of said river or impair the use- fulness of any improvement by the . Government in the interests of navigation. Locks. Sec. 2. That the said dam shall be so constructed, in- cluding a proper forebay, that the Government of the United States may at any time construct in connection therewith a suitable lock or locks for' navigation pur- poses, and may at any time, without compensation, con- trol the said dam or other structures and the level of the pool caused by such dam so far as shall be necessar}'' for purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation, and that the Secretary of War may at any time require and enforce, at the expense of the Changes. owners, such modifications and changes in the construc- tion of such dam as may be necessary in the interest of Unobstructed navigation. STATUTES RELATING TO WATER POWER 613 navigation: Provided, That the Alabama Power Com- Pmnsos. pany, its successors or assigns, shall furnish the necessary power" ''*''"' electric current, while its power plant is in operation, to move the gates and operate the locks in connection with said dam and to light the United States buildings and grounds free of cost to the United States: Provided use of lands fwrther, That the Alabama Power Company, its succes- ^on, otc°°^*™*^' sors or assigns, is hereby granted the right to use any lands which may belong to the United States of America ^ and necessary for the construction and maintenance of said dam and appurtenant works, or wliieh may be inun- dated with water by reason of the construction of said dam and appurtenant works, and in consideration there- for the said company, its successors or assigns, shall, upon request of the Chief of Engineers and the Secretary of War, convey free of cost to the United States of America convey a n c e such suitable tract or tracts of land as may be selected by to the*"^ united the Cliief of Engineers and the Secretary of War for the states. establishment of such lock or locks and approaches and other purposes as the needs of navigation may require. Sec. 3. That this Act shall be null and void unless the, dam herein authorized be commenced within tliree years and completed within seven j^ears from the time of the passage of this Act. Sec. 4. The authority herein conferred shall, except as herein specifically provided, be subject in all respects to the provisions of the Act entitled "An Act to regulate the construction of dams across navigable waters," ap- proved June twenty-first, nineteen hundred and six. Sec. 5. The right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, March 4, 1907, 10 a. m; Time of ■ struction. V0I..34, p. 386. Amendment. (11) Chap. 3339. — An Act Permitting the building of a dam across the Crow Wing River between the counties of Morrison and Cass, State of Minnesota. Juno Iti, 1906. Vol. 34, p. 296. [H. R. 17881.] [Public, No. 238.] may dam. Location. Be it enacted ly the Senate and House of Representatives of the United States of America in Congress assemhled, That j^^^^^^, Minn. the consent of Congress is herebj^ granted to Judd Wright, Judd wright his heirs or assigns, to construct and maintain across the Crow Wing River a dam, canal, and works necessary incident thereto, for water power and supply purposes, at any point at or near the junction of tne Gull River with the Crow Wing River, on section tlurty, township one hundred and thirtj^-three north, range twenty-nine west, fifth meridian, between the counties of Morri- son and Cass, in the State of Minnesota: Provided, That the plans for the construction of said dam and appurte- war'to" approve nant works shall be submitted to and approved by t^e p^*°^' '^^'^ Chief of Engineers and the Secretary of War before the Provisos. Secretary of 614 BEPORT OF THE INLAND WATERWAYS COMMISSION Restriction. Sluiceway. Lock. Changes. Fishways. Litigation. ProvUo. Existing laws not affected. Amendment. Time of com- pletion. commencement of construction of the same: And 'pro- vided further, That the said Judd Wright, his heirs or assigns, shall not deviate from such plans after such ap- proval, either before or after the completion of said structures, unless the modification of such plans shall have previously been submitted to and received the approval of the Chief of Engineers and of the Secretary of War: And provided further, That there shall be placed and maintained in connection with, said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, and over said dam without unreason- able delay or hindrance, and without toll or charges: And frovided further, That the dam shall be so constructed that the Government of the United States may at any time construct in coimection therewith a suitable lock for navigation purposes, and may at any time, without com- pensation, control the said dam, so far as shall be neces- sary for purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation; and that the Secretary of War may at any time require and enforce, at the expense of the owners, such modifications and changes in the con- struction of said dam as he may deem advisable in the interests of navigation. Sec. 2. That suitable fishways, to be approved by the Secretar}^ of Commerce and Labor, shall be constructed and maintained at said dam by the said Judd Wright, his heirs or assigns. Sec. 3. That in case any litigation arises from the building of said dam or from the obstruction of said river by said dam or appurtenant works, cases may be tried in the proper courts as now provided for that purpose in the State of Minnesota or in the courts of the United States: Provided, That nothing in this Act shall be so construed as to repeal or modify any of the provisions of law now existing in reference to the protection of the navigation of rivers, or to exempt said structures from the operation of the same. Sec. 4. That the right to amend, alter, or repeal this Act is hereby expressly reserved, and the same shall be- come null and void unless the construction of the dam hereby authorized is commenced within one year after the passage of this Act and completed within tkree years thereafter. Approved, June 16, 1906. (12) [Extract from river and harbor act approved March p. 1132.] 1905. Stats. L., vol. 33, Cumberland Improving the upper Cumberland and South Fork men? comp'anyrrivers, above Burnside, Kentuck}*: The Cumberland River STATUTES RELATING TO WATER POWER 615 Improvement Companj^, a corporation formed and exist- j^^^^^^^''^^^^^"^* ing under the laws of the State of Kentucky, is authorized above Bumside, and permitted to improve the Cumberhind River and its*^^" tributaries, inchiding the South Fork, above Burnside, Kentuck}', at its own expense, by the construction of necessary locks and dams, under the sui)ervision and pur- suant to ])lans to be submitted to and approved by the Secretary of War, and the power generated bj^ the con- use of power, struction of such locks and dams may be utilized by such company for commercial and other purposes, under the following express provisions: That the use of such power shall in no instance impede unobstructed I • 1 • ,• *■ ^ navigation. or hmder navigation; That the locks and dams shall be at least equal in size size of locks, and capacity to other locks and dams constructed on the*'*''' Cumberland River; That they shall be open to all purposes of navigation open to navi- by the general public, subject to the payment of uniform, s*^*'""- reasonable rates of toll by all parties using such water- way, which rates of toll shall be fixed from time to time tou. by the Secretary of War, and shall at no time produce an income greater than six per centum, cumulative interest, on the investment in such locks and dams, after deducting the cost of maintenance and operation, reckoned from the beginning, and based on the total initial cost; such locks and dams. to be kept and maintained by such corporation without expense to the Government: Provided further, Proviso. That this franchise shall not be effective unless said cor- g^j^™?,jj°g^^°°' poration shall commence in good faith the construction of such improvement witlim eighteen months after the com- pletion and operation of lock and dam numbered, twenty- one on said river, and shall afford a permanent navigable ' stage, within the next succeeding five 3^ears, of at least six feet in de])th, by means of such locks and dams, to the mouth of Rock Castle River; That said corporation shall file with the Secretary of Bond. War, before beginning its construction of such lock and dam, a suitable bond, to be approved by him, conditioned to pay all reasonably prospective damages arising from trespass or overflow or other injury to private rights; That the right to collect tolls shall cease at the expira- collection of tion of forty years from the date of completion of lock*°^^,?-,„,. .. II 11 • 1 • 11 lime limit. and dam numbered twenty-one on said river, and that operation, upon the ceasing of the right to collect tolls the United etc*.'°*^°*°''®' States may assume the possession, care, operation, mainte- nance, and management of the lock or locks so con- structed, without compensation to an}" person or persons or corporation, but without in any way impairing the right or ownership of the water power and dams created by said corporation, which shall continue the care and maintenance of such dams without interference on the part of the United States; Congress reserves the right to alter, amend, or repeal Amendment. any of the provisions of this Act in so far as hi relates to this franchise. 616 EEPORT OF THE INLAND WATERWAYS COMMISSION Canals. Provisos. . Restrictions. 03) [Extract from river and harbor act approved June 13, 1902. Stats. L., Vol. 32, p. 358.] ^Lock and Dam Improving Cumberland River, Tennessee, above Nash- voi. 32, p. 408. ville : For the completion of Lock and Dam Nmnbered One and for maintenance, one hundred and five thousand Lease of water dollars [°]. And the Secretary of War is hereby author- power, ized, in his discretion," to grant leases or licenses to the highest responsible bidder for the use of the water power created by said dam, at such a rate and on such conditions and for such periods of time as may seem to him expedi- ent; and he is also authorized, in his discretion, to issue permits for the construction, maintenance, and operation of inlet and outlet canals and other structures, on such plans as he may approve, for the diversion of water afore- said: Provided, That any lease or license so granted shall be limited to the use of the surplus water not required for navigation, and no structures shall be built and no operations be conducted which shall in any manner injure navigation, interfere with the operations of the Govern- ment, or impair the usefulness of any improvement made t o by the Government for the benefit of navigation ; and the '^'^" right of Congress to alter, amend, or repeal the provisions of this paragraph is hereby expressly reserved: Provided further, That before leasing or licensing such water privi- leges, or issuing permits for the construction and opera- tion of such canals, or otherwise disposing of any water power or privilege, the Secretary of War shall first adver- tise the same in one or more daily papers at Nashville, for sixty days immediately preceding, stating specifically the right or privilege proposed to be leased or conveyed, with its exact limitations, inviting bids for the same, and he may, in his discretion, tlien lease the same for a spe- cific term of years at so much per year, to be paid semi- annually in cash into the Treasury, and the Secretary of War shall reserve the right to reject any or all bids. Right amend, served. etc., Advertising. Bids. •Tune„28,l902. Chap. 1299.— An Act To amend an Act entitled "An Act making "• 'P' • appropriations for the construction, repair, and preservation of certain public works on rivei's and harbors, and for other purposes," approved June thirteenth, nineteen hundred. and two. Be it enacted hy the Senate and House of Representatives Cumberland ^/^^^ United States of America in Congress assembled, That River, Tenn. the Act entitled ' 'An Act making appropriations for the of^"^^"'^'''"^"* construction, repair, and preservation of certain public Vol. 32, p. 358. works on rivers and harbors, and for other purposes," approved June thirteenth, nineteen hundred and two, be, and the same is hereby, amended so that the two para- graphs thereof providing for the improvement of the Cum- berland River, Tennessee, below Nashville, and of the ff This appropriation is increased to $200,000 and the paragraph other- wise amencfed by act approved June 28, 1902. (See following act.) STATUTES RELATING TO WATER POWER 617 Cumberland River, Tennessee, above Nashville, shall read as follows: ''Improving Cumberland River, Tennessee, below ^t^^^'jj^^'^pgt'^ Nashville: For the completion of the lock and dam atsnoais. Harpeth Shoals and for maintenance, one hundred and eighty thousand dollars. " Improving Cumberland River, Tennessee, above Nash- ^0.7.'' ^'"^ ^*™ ville: Continuing improvement, and for maintenance, two hundred thousand dollars, of which so much as may be necessary shall be used for the completion of Lock and Dam Numbered One. And the Secretary of War isieaL^'e'tc.'''"^" hereby authorized, in his discretion, to grant leases or licenses to the highest responsible bidder for the use of the water power created by said dam, at such a rate and on such conditions and for such periods of time as may seem to him expedient ; and he is also authorized, in his discretion, construe t i o^n' to issue permits for the construction, maintenance, and etc., of canals. operation of mlet and outlet canals and other structures, on such plans as he may approve, for the diversion of the water aforesaid: Provided, That any lease or license so ^J!°^**°^^ ^^ granted shall be limited to the use of the surplus water navigation. not required for navigation, and no structures shall be built and no operations be conducted which shall in any manner injure navigation, interfere with the operations of the Government, or impair the usefulness of any improve- ment made by the Government for the benefit of naviga- tion; and the right of Congress to alter, amend, or repeal the provisions of this paragraph is hereby expressly reserved: Provided further, That before leasing or licens- Proposals, ing such water privileges, or issuing permits for the con- struction and operation of such canals, or otherwise dis- posing of any water power or privilege, the Secretary of War shall first advertise the same in one or more daily papers at Nashville, for sixty days immediately preceding, stating specifically the right or privilege proposed to be leased or conveyed, with its exact limitations, inviting bids for the same, and he may, in his discretion, then lease the same for a specific term of years at so much per Payments. year, to be paid semiannually in cash into the Treasury, and the Secretary of War shall reserve the right to reject any or all bids." Approved, June 28, 1902. Feb. 5, 1907. Vol. 34, p. 878. [H.R. 24275.] [Public, No. 62.]- (14) Chap. 467. — An Act Permitting the building of a dam across the Flint River at Porter Shoals. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assemUed, That ^^^ban^'^Power the Albany Power and Manufacturing Company, a and Mamrfactur- corporation organized under the laws of Georgia, itsj^lfy^^^'P'^"^ successors and assigns, is hereby authorized to con- Location. 31673— S. Doc. 325, 60-1 40 618 KEPORT OF THE INLAND WATERWAYS COMMISSION struct and maintain a dam across the Flint River at a point in Dougherty County, Georgia, about one-fourth mile above the Georgia Northern Railway bridge across said river, upon or in the vicinity of Porter Shoals, and all works incident thereto in the utilization of the power thereby developed, in accordance with the provisions of Vol. 34, p. 386. an Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty- first, nineteen hundred and six. Amendment. Sec. 2. That tlic right to amend or repeal this Act is hereby expressly "reserved. Approved, February 5, 1907. (15) Feb. 1, 1905. Chap. 288. — An Act Providing for the transfer of forest reserves from Vol. 33, p. 028. ^YiQ Department of the Interior to the Department of Agriculture. [H. R. 8460.] [PubUc,No.34. ^g ^f enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, * * * „ZtiH%.."l,^n^ Sec. 4. That rights of way for the construction and granted for mm- . i>i '• , ixi-ji ing, etc., pur- maintenance or dams, reservoirs, water plants, ditches, flumes, pipes, tunnels, and canals, within and across the forest reserves of the United States, are hereby granted to citizens and corporations of the United States for municipal or mining purposes, and for the purposes of the milling and reduction of ores, during the period of Regulations, their beneficial use, under such rules and regulations as may be prescribed by the Secretary of the Interior, and subject to the laws of the State or Territory in wliich said reserves are respectively situated. H; * * * 5|! poses. Approved, February 1, 1905. (16) June 14, 1906. Chap. .3301.— An Act To authorize the Charleston Light and Water Vol. 34, p. 265. Company to construct and maintain a dam across Goose Creek in [H. R. 8410.] Berkeley County, in the State of South Carolina. [Public, No. 230.] Be it enacted hy the Senate and House of Representatives g Goose Creek, gf the United States of America in Congress assembled, That Chariest on tne right, powcT, and privilege to construct, erect, and co^paify ^m'^a'ym<'iiiit^iii ^ ^^^^n aci'oss the said Goose Creek is hereby au- dam. thorized, granted, and given to the said the Charleston Light and Water Company, its successors and assigns: Provisos. Provided, That the said the Charleston Light and Damages. Water Company shall be liable for all such damages as may be established in any court of competent jurisdic- tion by any landowner claiming that his land has been STATUTES RELATING TO WATEK POWER 619 damaged by reason of the erection of the said dam: And provided further, That nothing herein shall impair any proj^^tedf "^^*^ navigation or other rights of any riparian owner, other than the closing of said creek, by the construction, erec- tion, and maintenance of said dam at said location. Sec. 2. That the right to alter, amend, and repeal this ^l^fi^^t™®°/ter, Act, and the right to require the alteration or removal of etc., tho dam re^ the structure authorized without any liability on the part**^'^*' " of the United States, are hereby expressly reserved. Approved, June 14, 1906. (17) Chap. 15. — An Act To authorize the construction and maintenance Jan. 22, 1894. of a dam or dams across the Kansas River, within Shawnee County, in Vol- 28, p. 27. the State of Kansas. Be it enacted 'hy the Senate and House of Representatives of the United States of America in Congress assembled, That Kansas River. tne Chicago-Topeka Light, Heat, and Power Company, aauth™rfz*ed°Yn corporation organized under the laws of the State of ^*^*^'™'^®^°^°*^'- Illinois, its successors and assigns, be, and they are hereby, authorized and empowered to construct and maintain a dam or dams across the Kansas River, at any suit- able place or places within the county of Sha\vnee, in the State of Kansas: Provided, That on notice by the Provisos. Secretary of War that said dam or dams are material R*^™"^'*!, etc. obstructions to naviojation, said dam or dams shall be at once removed, or suitable lock or locks provided by the owner or o^v^lers thereof at his or their expense, so as not to interfere with navigation: And provided further, That ^^^l^^^^^^^-j^'"^^ if after due and sufficient notice in such case the owner or war. owners of said dam or dams shall neglect or fail to pro- vide suitable lock or locks, or otherwise modify" or remove said obstructions, in such manner as the Secret arj^ of War ma}^ direct, the said Secretary is hereby authorized and directed to cause suitable lock or locks to be provided, or said obstructions to be removed or modified at the expense of the United States, and to institute proceedings against the person or persons or corporation owning or controlling said dam or dams for the recovery of the Recoveryofex- expense thereof before the circuit court of the United States in and for the district in which said dam or dams msbj be located. Sec. 2. That the dam or dams herein provided for shall jjj^^''j.™™^^° ^j^- be commenced within one year from the date of approval pietion. of this act and completed ^vithin three years, under pen- alty of the forfeiture of the franchise herein granted. Sec. 3. That the right to alter, amend, or repeal this^^^/'^^'^^^'^*' Act is hereby expressly reserved. Approved, January 22, 1894. 620 EEPOKT OF THE INLAND WATERWAYS -COMMISSION (18) June 6, 1892. Chap. 92. — An Act Granting to the Topeka Water and Electric Power \ol. 2,, p. 46. Company of Kansas the right to erect and maintain a dam or dams across the Kansas River, within Shawnee County, in the State of Kansas. Be it enacted hy tTie Senate and House of Representatives a.lT^\urposes, and may at anv time, without compensa- STATUTES RELATING TO WATER POWER 639 tion, control the said dam so far as shall be necessary for the purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation, and that the Secretary of War may at any time require and enforce, at the expense of the owners, such modifications and changes in the con- struction of said dam as he may deem advisable in the interests of navigation." Sec. 2. That section four of said Act above referred to be, and the same is hereby, amended so as to read as follows : "Sec. 4. That the right to amend, alter, or repeal thiSgJXon°^ *''"'■ Act is hereby expressly reserved, and the same shall g^jJ^'Jl^g^^^- p- ^^°' become null and void unless the construction of the dam hereby authorized is commenced within one year from June first, nineteen hundred and seven, and completed within three 3'ears thereafter, and that except so far as may be otherwise provided in this Act, the provision of voi. 34, p. 386. the Act of Congress entitled 'An Act to regulate the con- struction of dams over navigable waters,' approved on the twenty-first day of June, nmeteen hundred and six, shall be applicable to the construction of the dam pro- vided in this Act." Approved, March 2, 1907. (33) Chap. 542.— An Act Permitting the building of a dam across the voh'ss^'p.^! Mississippi River between the counties of Wright and Sherburne, in ^ — '-J. — L_ the State of Minnesota. IpuWi'/^" N o 47. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assem hied, That m i s s i s s i ppi the consent of Congress is hereby granted to the Min- jiTiinesota nesota Power and Trolley Comi)any (a Minnesota cor-Po;^er ai^^Troi^- poration), its successors or assigns, to construct andmaydam.inMin- maintain across the Mississippi River a dam, canal, andots^o^ works necessarily incident thereto, for water-power pur- Location, poses, at any point between section seventeen or eighteen, in township one hundred and twenty-one north, of range twenty-three west, in Wright County, and section six, in to^\Tlship thirty-two north, of range twenty-six west, in Sherburne Coimty, Minnesota: Provided, That the plans ^^^'J^°^;. „j for the construction of said dam and appurtenant works war to approve shall be submitted to and aj^proved by the Chief of Engi- p'*^"^- ^^'^• neers and the Secretary of War before the commencement of construction of the same: And provided further, That the said Minnesota Power and Trolley Company, its suc- cessors or assigns, shall not deviate from such p)lans after such approval, either before or after the completion of said structures, unless the modification of said plans shall have pi^ifs*^^^*^''"' "' previously been submitted to and received the approval 640 REPORT OF THE INLAND WATERWAYS COMMISSION of the Chief of Engineers and of the Secretary of War: Sluiceways for^^^ provided further, Tliat there shall be placed and ogs, e . maintained in connection with said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, or over said dam without unreasonable delay or hindrance and without toll or charges: And pro- vided farther, That the dam shall be so constructed that the Government of the United States may at any time Aids to naviga- construct in Connection therewith a suitable lock for navi- *'°"" gation purposes, and may at any time, without compen- sation, control the said dam so far as shall be necessary for purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation, and that the Secretary of War may at any time require and enforce, at the expense of the Changes. owucrs, sucli modifications and changes in the construc- tion of such dam as he may deem advisable in the inter- ests of navigation: And provided further, That in case Litigation. any litigation arises from the building of said dam, or from the obstruction of said river by said dam or appur- tenant works, cases may be tried in the proper courts, as now provided for that purpose in the State of Minnesota Existing laws and ui the courts of the United States; but nothing in not modi ed. ^y^ ^^^ shall be SO construcd as to repeal or modify any of the provisions of law now existing in reference to the protection of the navigation of rivers or to exempt said structures from the operation of same. Fishways. Sec. 2. That suitable fishways, to be approved by the United States Fish Commissioner, shall be constructed and maintained at said dam by said corporation, its suc- cessors or assigns. Amendment. Sec. 3. That the right to amend, alter, or repeal this struatfon?^ ''"^"Act is hereby expressly reserved; and the same shall become null and void unless the construction of the dam hereby authorized be commenced within one year after the passage of this Act and completed within three years thereafter. Approved, March 12, 1904. Mar. 22, 1906. Chap. 1128. — An Act Extending the time for the construction of Vol. 34, p. 84. ^2ie dam across the Mississippi River authorized by the Act of Congress [H. R. 15649.] approved March twelfth, nineteen hundred and four. [Public, No. 63] Be it enacted hy the Senate and House of Representatives uissiasipviof the United States of America in Congress assembled, That ^Ttae^xtraded subject to all the other provisions contained in the d°am^(nlar"ot"e^^^^ ^^ Congrcss entitled "An Act permitting the build- go)by Minnesota ing of a dam across the Mississippi River between the rercom%y.'°'' counties of Wright and Sherburne, in the State of amended^' ^' *^"' Minnesota/' approved March twelfth, nineteen hundred and four, the time limitations for the construction and completion of the dam authorized by said Act are hereby extended until December thirty-first^ nineteen hundred and eight. Approved, March 22, 1906. STATUTES RELATING TO WATER POWER 641 (34) [Rock Island, Mississippi River, Moline water power.] Act of April 19, 1864 (Stats. L., vol. 13, p. 50), relates exclusively to the establishment of an arsenal at Rock Island, 111., and makes no specific mention of water power, and is therefore, not included in this com])ilation, it being cited here simply because of reference being made to it by subsecjuent laws concerning water power. For history of operations bv Ordnance Department con- cerning the development of this water power see "A History of the Rock Island Arsenal, " etc., 1877, published by the Ordnance Department, United States Army. Act of June 27, 1866 (Stats. L., vol. 14, pp. 75 and 76), appropriates SI 00,000 "to secure water power at the head or Rock Island.'' [See next to last paragraph of Section 4.] No. 54. Joint Resolution to enable the Secretary of War to carry out an agreement in relation to water power for the arsenal at Rock Island. Be it resolved hy the Senate and House of Representatives of the United States of America in Congress assembled, That the Secretar}^ of War be, and he is hereb}^, authorized and empowered to carr^^ into effect the recommendations of the commissioners appointed under the acts of April nineteen, eighteen hundred and sixty-four, and June twenty-seven, eighteen hundred and sixty-six, relative to the Moline Water Company and the water power at Rock Island, Illinois, as contained in the report of said commissioners, and to make application for that purpose of the money heretofore appropriated for securing water power at the head of Rock Island. Approved, March 2, 1867. [Stats. L., vol. 14, p. 573.] No. 8. Joint resolution to appoint a commission to examine into the matter of contracts made by and between the United States and the Moline ^^'ater Power Company as to the water power at Moline, Illinois, and to report to Congress as to same. Whereas the Moline Water Power Company, of Moline in the State of Illinois, complains that certain contracts made with said ('ompany by the United States, through the Secretary of War, acting under the authority of Con- gress have not been carried out in good faith in develop- ing and maintaining the water power at said town of Moline as required by said contracts, and that by reason of such failure said Company has sustained and is sus- taining large damages, therefore. Resolved, hy the Senate and House of Representatives of the United States of America in Congress assemUed, That the Secretary of War be, and he is hereby, authorized and required to appoint a commission to consist of three competent civil engineers, one of whom shall be the Chief of Engineers of the United States Army, whose duty it shall be to examine into the subject-matter of said con- tracts, made by and between the United States, as afore- 642 REPORT OF THE INLAND WATERWAYS COMMISSION said, and the said Water Power Company, as to said water power, and the development and maintenance of the same, and to report to the Congress of the United States at its next session, what if anything is necessary to be done by the United States to carry out in good faith said con- tracts, and to reHeve said Water Power Company from its alleged grievances. Said report to be submitted through the Secretar}^ of War, to the Congress of the United States at the commencement of its next session; and to be directed to the Speaker of the House of Repre- sentatives. Approved, March 3, 1877. [Stats. L., vol. 19, p. 410.] [Extract from sundry civil act approved March 3, 1879. Stats. L., vol. 20, p. 387.] That the Secretary of War is hereby authorized and empowered to lease the water power, at Moline, or such portion as may be agreed upon, to the Moline Water Power Company upon such terms and conditions and for such term of 3^ears as may be agreed upon, if the same can be done consistently with the interests of the Government of the United States. Said lease to be made upon the condition that the said Moline Water Power Company shall go on and complete the development of the water power and maintain it at its own cost and expense. [Extract from joint resolution approved June 20, 1879. Stats. L., vol. 21, p. 51.] That the following paragraph in said act sundry civil act approved March 3, 1879 — see extract above — , namely: "That the Secretary of War is hereby authorized and em- powered to lease the water power at Moline, or such portion as may be agreed upon, to the Moline Water Power Com- pany, upon such terms and conditions, and for such term of years, as ma}^ be agreed upon, if the same can be done consistently with the interests of the Government of the United States; said lease to be made upon the condition that the said Moline Water Power Company shall go on and complete the development of the water power and maintain it at its own cost and expense," be, and the same is hereby, repealed. (35) [At Rock Island Rapids.] Vol k, p-^W Chap. 860.— An Act Granting to the Davenport Water Power Com- ^^ — '■ — '- ' pany rights to construct and maintain a canal, power station, and f p vy^'\i 82 1 ^PP^irtenant worlis in the Mississippi River, in Scott County, Iowa. Be it enacted hy the Senate and House of Representatives }s.is si ssippi of the United States of America in Congress assembled , That ^ Davenport the asscut of Congrcss is hereby given to the Davenport !!So^i^j£^r^?5t*l" Water Power Companv, a corporation created and canal, etc. in organized under the laws or the State ot iowa, its suc- lowa. '^ "° ^ ^' cessors and assigns, to erect, construct, operate, and main- tain a canal along the north bank of the Mississippi Unobstru c t ed STATUTES RELATING TO WATER POWER 643 River between Leclaire and Davenport, in Scott County, in the State of Iowa, to erect, construct, operate, and maintain a power station thereon, and to project, erect, construct, operate, and maintain such dams and other Dams, works as may be necessary within said hmits for the development of water power and the generation, use, and transmission therefrom of electric energy and power at, in, and upon the Rock Island Rapids of the Mississippi River: Provided, That the said canal and appurtenant Provisos. works shall be so designed, constructed, and operated as navfgation! not to interfere in any way with the safe and conven- ient navigation of steamboats and other vessels or of rafts and barges over the Rock Island Rapids, at any stage of water; and the expense of any reconstruction or extension of or addition to existing works for the im- provement of navigation on the said Rock Island Rapids, which may be found necessary, in the opinion of the Sec- retary of War, on account of the construction, mainte- nance, or operation of the said canal and appurtenant works, shall be borne by the said company, its successors, or assigns, under conditions to be prescribed by the Sec- retary of War: And provided further, That detailed secretary of plans for the construction and operation of the said canal plans, etc.^^™^^ and appurtenant works shall be submitted to and ap- proved by the Secretary of War before the commence- ment of the construction of any portion of the said works ; and that after the approval of the said plans no devia- tion therefrom shall be made without the prior approval by the Secretary of War of the said deviation: And V^^' ^^^°^i^°i .^^ vided further, That the said works and appurtenances Arsenal, etc. shall be so designed, constructed, and operated as not to overflow or otherwise damage the lands and other prop- erty of the United States at Rock Island Arsenal, or in- jure or diminish the water power of the United States at the said arsenal, or the water power of any person, firm, or corporation having hydraulic works already con- structed: A7id provided further. That before entering payment of upon the construction of the said works, compensation ^^"^^^®^' shall be made to any person, firm, or corporation whose lands or other property may be taken, overflowed, or otherwise damaged by the construction, maintenance, and operation of the said works, in accordance with the laws of the State where such lands or other property may be situate. Sec. 2. That the withdrawal of water from the Missis- jjJ^,[otection to sippi River and the discharge of water into the said river, for the purpose of operating the said canal and appur- tenant works, shall be under the direction and control of the Secretary of War, and shall at no time be such as to impede or interfere with the safe and convenient naviga- tion of the said river by means of steamboats or other vessels, or by rafts and barges, or to injure or diminish the water power of the United States at Rock Island Arsenal, or the water power of any person, firm, or cor- 644 REPORT OF THE INLAND WATERWAYS COMMISSION Litigation. poration having hydraulic works already constructed: ^.'joytso*.^ Provided, That if any htigation arises from the construc- tion, operation, or maintenance of the said works, or from the obstruction of any part of the Mississippi River by the said works or any portion thereof, cases may be tried in the proper com"ts as now provided for that purpose in the States of Illinois and Iowa, and the courts of the United Fishways. States: Arid 'provided further, That suitable fishways shall be constructed and maintained by the said company its successors and assigns, at such of the dams and in such manner as may be required from time to time by the United States Fish Commission, stSon°* '■0^- Sec. 3. That this Act shall be null and void if actual construction of the works herein authorized be not com- menced Avdtliin three years and completed within six years from the date hereof. Amendment. Seq 4 T^^t the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, April 5, 1904. Feb. 5, 1907. Chap. 461. — An Act To amend an Act granting to the Davenport Vol. 4, p. 876 . "w^ater Power Company rights to construct and maintain a canal, power [H. R. 21677.] Station, and appurtenant works in the Mississippi River in Scott [PubUc, No. 56.] County, Iowa. Be it enacted by the Senate and House of Representatives Ri>er!^iow^a.^^^ ^/^ ^^^ United States of America in Congress assembled, That Tim'e^extended the Act granting to the Davenport Water Power Com- eanai by Daven- pauy rights to construct and maintain a canal, power power^ Company ^^^tion, and appurtenant works in the Mississippi River between Daven- in Scott Couuty, lowa, approved April fifth, nineteen Claire. ^° ^hundred and four, be, and it is hereby, amended as fol- amended.' ^' ^^^' ^^^^ ' I^i section three of said Act strike out the word ''three" and insert the word '"six" in lieu thereof; also strike out the word "six" and insert the word "nine" in lieu thereof. Approved, February 5, 1907. (36) [At Sauk Rapids.] July 5' 188^- Chap. 231. — An Act Granting the consent of Congress to the Saint ° • • P- ^° • Cloud Water Power and Mill Company to construct a dam across the Mississippi River at Saint Cloud, Minnesota. Be it enacted by the Senate and House of Representatives o?T&m^'^ete^^^^^^ ?7m^ed! States of America in Congress assembled. That across 'Missis- the couscut of Cougress is hereby granted to the Saint Cloud, Miim!,fu- Cloud Water Power and Mill Company to construct thorized. across the Mississippi River, at some point within the incorporated limits of the city of Saint Cloud, a dam, canal, and works necessarily incident thereto, for water- wagon and power and other purposes, and in connection therewith a STATUTES RELATING TO WATER POWER 645 wagon and font-bridge for public travel: Provided, Tbat Not"to' inter- said dam shall be so constructed as not to interfere with fere with dam the existing dam and mill at Sauk Kapids, and so that Rapids" "^ '''*'"' the Government of the United States can at any time construct in connection therewith a suitable lock for navi- gation purposes: Provided also, That the Government of Rights of the United States may at any time take possession of Goyemirient o t said dam, and control the same for purposes of naviga-^served^*^*^^ tion, by paying said company the actual cost of the same, but shall not do so to the destruction of the water-power created bv said dam: Provided further, That the works Proviso. be constructed so as to provide for the free passage of saw logs, rafts, saw-logs and rafts, and, when necessary, to permit the''*^" passage of boats; and, further, that such changes or modifications in the works as the Secretary of War may from time to time deem necessary in the interest of navi- gation shall be made, at the expense of the water-power company: Provided further. That in case of any litiga- Proviso. tion arising from the obstruction of the channel by the dam, canal, or bridge, the cause may be tried in the dis- trict coiu-t of the United States in which the works are situated. Sec. 2. That the right to amend, alter, or repeal this act is hereby expressly reserved. Approved, July 5, 1884. (37) Chap. 167. — An Act Permitting the building of a dam across the v^V'If'^^t' Mississippi River at or near the village of Sauk Rapids, Benton County, ° ' '^' ' Minnesota. [S.28l8.] [Public, No. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That ^^f^/ s i s s i p p i the consent of Congress is hereby granted to the Sauk sauk Rapids Rapids Water Power Company, a corporation organized m a y^ dTnY a°t under the laws of the Sta^te of Minnesota, its successors ^^^^/^ ^ p ' *^ ^ • and assigns, to build a dam across the Mississippi River at or near the Sauk Rapids, so called, in said river, and at or near the village of Sauk Rapids, Benton County, Minnesota, for the development of water power, and such works and structures in connection therewith as may be necessary or convenient in the development of said power and m the utilization of the power thereby developed: Provided, That the plans for the construction i^^^lfiry of of said dam and appurtenant works shall be submitted to war to approve and approved by the Chief of Engineers and the Sec- ^ ^^^' retary of War before the commencement of the construc- tion of the same: And provided further. That the said p£"^'^^"'^t*<'° "^ Sauk Rapids Water Power Company, its successors or assigns, shall not deviate from such plans after such approval, either before or after the completion of said 646 REPORT OF THE INLAND WATERWAYS COMMISSION structures, unless the modification of said plans shall have previously been submitted to and received the ap- proval of the Cliief of Engineers and of the Secretary Sluiceway for of War: And provided further, That there shall be placed °^^' ^ ^' and maintained in connection with said dam a sluice- way so arranged as to permit logs, timber, and lum- ber to pass around, through, or over said dam without unreasonable delay or hindrance and without toll or ^_Aidstonaviga-(>i^g^j.ggs. j^^^ provided further, That the dam shall be so constructed that the Government of the United States may at any time construct in connection therewith a suit- able lock for navigation purposes, and may at any time, without compensation, control the said dam so far as shall be necessary for purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation, and that the Secretary of War may at any time require and enforce, at the expense of the owners, such modifications and changes in the construction of such dam as he may deem advis- able in the interests of navigation: And provided further, That suitable fishways, to be approved by the United States Fish Commission, shall be constructed and main- tained at said dam by the Sauk Rapids Water Power Company, its successors or assigns. Sec. 2. That in case any litigation arises from the building of said dam, or from the obstruction of said river by said dam or appurtenant works, cases may be tried in the proper courts, as now provided for that purpose in the State of Minnesota, and in the courts of the United States: Provided, That nothing in this Act shall be so construed as to repeal or modify any of the pro\'isions of law now existing in reference to the protection of the navigation of rivers, or to exempt said structures from the operation of same. Sec. 3. That this Act shall be null and void unless the dam herein authorized be commenced within three years and be completed within six years from the time of the passage of this Act. Sec. 4. That the right to amend or repeal this Act is hereby expressly reserved. Approved, February 26, 1904. Mar. 2, 1907. Chap. 2505.— An Act To amend an Act entitled "An Act permitting Vol. 4, p. 0c>8. ^j^g building of a dam across the Mississippi River at or near the xallage [S. 8400.] of Sauk Rapids, Benton County. Minnesota. ' ' approved February , J.^^^^^*^' ^°" twenty-sixth, nineteen himdred and four. 164.| -^ Be it enacted hy the Senate and House of Representatives Rive/^*^^'^^^ o/^/^e United States of America in Congress assembled. That Dam at s a u k section three of an Act entitled "An Act permitting the Rapi s, Mirnie- j^^jj^jjj^g ^f g^ dsLUi across the Mississippi River at or near amended!' ^' ''^' ^^^® village of Sauk Rapids, Benton County, Minnesota," approved February twenty-sixth, nineteen hundred and hanges. Fishways. Litigation. Proviso. Existing laws not modified. Time of con struction. Amendment. STATUTES RELATING TO WATER POWER 647 four, be, and the same is hereby, amended so as to read as follows : "Sec. 3. That this Act shall be null and void unless the ^ JlfJ^^l^t^fon"! dam herein authorized be commenced within three years and six months and be completed within six years from the time of the passage of this Act. " Approved, March 2, 1907. (38) Chap. 591. — An Act Permitting the building of a dam across the Feb. 20, 1905. Mississippi River between the village of Sauk Rapids. Benton County, Vol- 33, p. <23 . Minnesota, and the city of Saint Cloud. Stearns County, Minnesota. [S. 5972.] [Public, No. 83.] Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, Tha,t -^f^.^^^^^^^^^^ the consent of Congress is hereby granted to the Sauk sauk Rapids Rapids Manufacturing Company, a corporation organized co^mpanj- "may under the laws of the State of Minnesota, its successors ^^^/^jg'^^jjl^"^ or assigns, to build a dam across the Mississippi River at the Sauk Rapids, so called, in said river, and be- tween the village of Sauk Rapids, in Benton County-, Minnesota, and the city of Saint Cloud, or an addition thereof, in Stearns County, Minnesota, for the develop- ment of water power, and such works and structures in connection therewith as may be necessary or convenient in the development of said power and in the utilization thereof: Provided, That the plans for the construction of ^^^l^^l^^^ of said dam and appurtenant works shall be submitted to war to approve and approved by the Chief of Engineers and the Secre- p''*°'^' '^^''" tary of War before the construction of the same: And provided further, That the said Sauk Rapids Manuf ac- >iodiflcation of turing Company, its successors or assigns, shall not devi-^^"^' ate materially from said plans after such approval, either before or after the completion of said structures, unless the modification of said plans shall have been submitted previously to and received the approval of the Chief of Engineers and of the Secretary of War: And provided further, That there shall be placed and maintained in sluiceway. connection with said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, or over said dam without unreasonable delay or hindrance and without toll or charges: And provided further, That^.^'ds*^°°^'''g^- said dam shall be so constructed that the Government of the United States may at any time construct in connection therewith a suitable lock for navigation purposes, and may at any time, without compensation, control said dam so far as shall be necessary for purposes of navigation, but shall not destroy or reduce the water power devel- oped by said dam and structures to any greater extent than may be necessary to provide proper facilities for navigation, and the Secretary of War may at any time changes. require and enforce, at the expense of the owners, such modifications and changes in the construction of said dam 648 REPOKT or THE INLAND WATERWAYS COMMISSION as he may deem advisable in the interests of navigation: Fishways. j^^^ provided further, That suitable fishways, to be ap- proved by the United States Fish Commissioner, shall be constructed and maintained at said dam by said company, its successors or assigns. Litigation. Sy-c. 2. That in case any litigation arises from the building of said dam, or from the obstruction of said river by said dam or appurtenant works, such cases may be tried in the proper courts, as now provided for that purpose in the State of Minnesota and in the courts of the Extstfng laws United States: Provided, That nothing in this Act shall not affected. ^^ SO construcd as to repeal or modify any of the pro- visions of law now existing in reference to the protection of the navigation of rivers, or to exempt said structures from the operation of the same. stSon?^ ^°"- Sec. 3. That this Act shall be null and void unless the said dam herein authorized be commenced within one year and be completed within tliree years from the time of the passage of this Act. Amendment. gj,^^ 4 That the right to amend or repeal this Act is hereby expressly reserved. Approved, February 20, 1905. (39) [At Augusta.] June 28, 1906. Chap. 3566.— An Act Permitting the building of a dam across the Vol. 4, p. 5 7 . ;^j;igsiggippi River between the counties of Stearns and Sherburne, in [H. R. 19431.] the State of Minnesota. [Public, No. 315 1 Be it enacted hy the Senate and House of Representatives ji^rer^^^^^^^^ of theUnited States of America in Congress assemUed, That The' St. Cloud the couseut of Congress is hereby granted to The Saint mTy'^d^a^mf'^^n Cloud Elcctric Powcr Company, a Minnesota corpora- Augusta*)*^ ^*^*tion, its successors or assigns, to construct and maintain across the Mississippi River a dam, canal, and works necessarily incident thereto for water power and supply purposes, and a lock for navigation purposes, which lock shall be operated and kent in repair, as may be required by the Secretary of War, by the said company Location. at its owu cxpcnse, at any point between section seven, township one hundred and twenty- three, range twenty- seven, in the county of Stearns and State of Minnesota, and section twenty -five, township thirty-five, range thirty-one, and sections thirty and thirty-one, in town- ship thirty-five, range thirty west, in Sherburne County, \''"'''ro*vai of ^^'^'^^'^"^^ • Provided, That the plans for the construction plans. of such dam and appurtenant works including a lock shall be submitted to and approved by the Chief of Engineers and the Secretary of War before the commencement of Changes. the Construction of the same: And provided furtlier, That the said The Saint Cloud Electric Power Company, its successors and assigns, shall not deviate fi'om such plans STATUTES RELATING TO WATER POWER 649 Sluiceway. Lock for navl- after such approval, either before or after the completion of said structure, unless the modification of such plans shall have previousl}^ been submitted to and received the approval of the Chief of Engineers and the Secretary of War: And 'provided further, That there shall be placed and maintained in connection with said dam a sluiceway, so arranged so [sic] as to permit logs, timber, and lumber to pass around, through, and over said dam without unrea- sonable delay or hinderance [sic] and without toll or charges : And provided further, That the dam shall be so constructed that the Government of .the United States ^^ '°°' may at any time construct in comiection therewith any further suitable lock for navigation purposes and may at any time without compensation control the said dam so far as shall be necessary for purposes of navigation, but shall not destroy the water power developed by said dam and structures to any greater extent than may be neces- sary to provide proper facilities for navigation, and that the Secretary of War may at any time require and en- force at the expense of the owners such modifications and changes in the construction of said dam as he may deem advisable in the interest of navigation: And provided Fiowage rights. further, That in consideration of the conveyance to the United States of America by said corporation, or its suc- cessors or assigns, of such suitable tract or tracts of land as may be approved or selected by the Chief of Engineers and the Secretary of War for lock or other purposes for such navigation as aforesaid, the right shall become and the same is hereby vested in the said The Saint Cloud Electric Power Company, its successors and assigns, to flow and inundate with water any islands in the Missis- sippi River situate above said proposed site and situated southerly of the municipal limits of Saint Cloud, Stearns County, Minnesota, which may belong to the United States of America and which have not been subjected to any entry under the homestead laws or other disposition at the time of the passage of this Act, sucti fight of dow- age to be enjoyed without any compensation to be paid to the United States of America, save and except the value of said lands so to be conveyed for lock or other purposes. Sec. 2. That suitable flshways, to be approved by the United States Fish Commissioner, shall be constructed and maintained at said dam by said corporation, its suc- cessors or assigns. Sec. 3. That in case any litigation arises from the build- Litigation, ing of said dam or locks or from the obstruction of said ' river by said dam or appurtenant works cases may be tried in the proper coiu'ts as now provided for that pur- pose in the State of Minnesota or in th6 courts of the United States. Sec. 4. That the right to amend, alter, or repeal this Amendment. Act is hereby expressly reserved, and the same shall be- Time of co come null and void unless the construction of the dam ®*™*^*'°°" 31673— S. Doc. 325, 60-1 42 Flshways. 650 KEPOKT OF THE INLAND WATERWAYS COMMISSION hereby authorized is commenced within one year after the passage of this Act and completed within three years thereafter. Approved, June 28, 1906. (40) [At Watab.] Apr. 23, 1904. Chap. 1487. — An Acf Permitting the building of a dam across the Vol. 33, p. 295. i^iisgiggippi River between the counties of Stearns and Benton, in the [H. R. 14413.] State of Minnesota. [Public, No. ^^^■•' Be it enacted hy the Senate and House of Representatives Mississippi o/^^,e United States of America in Congi^ess assembled, That ^\\^atab Rapids the conseut of Congress is hereby granted to the Watab dam^in^VSfe^ Rapi<^ls Power Company, a Minnesota corporation, its sota. successors or assigns, to construct and maintain across ocation. ^^^ Mississippi River a dam and works necessary inci- dent thereto for water power and supply purposes at any point not less than four hundred feet above the mouth of Watab River, between section twenty-one, in towmship one hundred and twenty-five north, range twenty-eight west, in Stearns Count}', and section nine, in towmship thirty-six north, range tliirty-one west, in Benton County, Minnesota, which may be approved by the Chief of Engi- Provisos. neers and the Secretary of War: Provided, That the warYo^ approve plans for the construction of said dam and appurtenant plans, etc. works shall be submitted to and approved by the Chief of Enigneers and the Secretary of War before the com- changes. mencement of the construction of the same: And pro- vided further. That the aforesaid Watab Rapids Power Company, its successors or assigns, shall not deviate from such plans after such approval, neither before nor after the completion of said structures, unless the modification of said plans has been previously submitted to and re- ceived the approval of the Chief of Engineers and the Sluiceways. Secretary of War: And provided further. That there shall be placed and maintained in connection with said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, or over said dam without unreasonable delay or hindrance and without toll or charges: And provided furtlier, That the dam shall be so constructed that the Government of the United States • may at any time construct in connection therewith a suit- Lock, able lock for navigation purposes, and may at any time, without compensation, control the said dam so far as shall be necessary for purposes of navigation, but shall not destroy the water power developed by said dam and struc- tures to any greater extent than may be necessary to pro- vide proper facilities for navigation, and that the Secre- tary of War may at any time require and enforce, at the expense of the owners, such modifications and changes in STATUTES RELATING TO WATER POWER 651 the construction of said dam as he may deem advisable in the interests of navigation. Sec. 2. That suitable fishways, to be approved by the Fishways. United States Fish Commissioner, shall be constructed and maintained at said dam by said corporation, its suc- cessors or assigns. Sec. 3. That in case any litigation arises from the Litigation, building of said dam, or from the obstruction of said river by said dam or appurtenant works, cases may be tried in the proper courts as now provided for that pur- pose in the State of Minnesota, and in the courts of the United States: Provided, That nothing in this Act shall Provisos. be so construed as to repeal or modify any of the provi-notasected.'^"^ sions of law now existing in reference to the protection of the navigation of rivers or to exempt said structure from the operation of the same. Sec. 4. That the right to amend, alter, or repeal this Act is hereby expressly reserved; and the Act shall be- come null and void unless the construction of the said dam is commenced within one year and completed within three years from the date of approval thereof. Approved, April 23, 1904. Amendment. Time of c o n- struction. (41) Chap. 1136. — An Act To authorize the Missouri River Improvement Company, a Montana corporation, to construct a dam or dams across the Missouri River. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, That the consent of the Government is hereby given to the Missouri River Improvement Company, a Montana cor- poration, its successors or assigns, to construct across the Missouri River at some point or points, to be ap- proved by the Secretary of War, between sections twenty and twenty-one, township twenty-one north, range five east, and the north line of township twenty- four north, range eight east, Montana meridian, a dam and canals and appurtenances thereof for water power and other purposes, in accordance with the provisions of the Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen himdred and six, and in connection therewith a foot bridge or bridges for public use in accordance with the provisions of the Act entitled ''An Act to regulate the construction of bridges over navigable waters," ap- proved March twenty-third, nineteen hundred and six. Sec. 2. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, Februar}^ 20, 1907. [Somewhere within a distance of 30 miles above For Benton.] Feb. 20, 1907. Vol. 34, p. 912. [S.7515.] [Public, No. 98.] MissouriRiver, Mont. Missouri River Improvement Company may dam, (within 30 miles above Fort Benton). Vol. 34, p. 386. Footbridge. Vol. 34, p. 84. Amendment. 652 REPOET OF THE INLAND WATERWAYS COMMISSION (42) [At Ox Bow Bend.] Vol 3^3^'p.^576. Chap. 1821.— An Act To authorize the Ox Bow Power Company, of South Dakota, to construct a dam across the Missouri River. [H. R. 11972.] 25^!]'^^'"'' °' Be it enacted hy the Senate and House of Representatives Missouri River, qJ' fjie United States of America in Congress assembled, That 'ox Bow Power the conseiit of the Government is hereby given to the st'r™cWa'^mC)x BowPower Company, of South Dakota, its successors across. or assigus, to construct across the Missouri River, from lot three, in section twenty-six, township fourteen north, range three west of the Montana meridian, to the opposite bank of same river, to be approved by the Secretary of War, a dam, causeway, and the appurte- nances thereof for water power and other purposes: provisos. Provided, That the plans for the construction or said w^^^'^o a ' ?ove *^^^ ^^^^ appurtenant works shall be submitted to and plans, etc^^^^ ^ approvcd by the Chief of Engineers and the Secretary of War before the commencement of construction, and when so approved no change shall be made in said plans with- out the prior approval of the Chief of Engineers and the Secretary of War : Provided further, That the said com- pany shall construct and maintain in connection with said Booms, etc. dam a suitable boom and log sluice; that suitable fish- Fishways. ways, to bc approved by the United States Fish Commis- sioner, shall be constructed and maintained in said dam by said corporation, its successors or assigns; and shall Conveyance of obtain and couvcy to the United States, whenever re- states*" ^'"**''^ quested to do so by the Secretary of War, clear title to such land as in his judgment may be required for con- structions and approaches to said dam for transferring boats and freight around the same, and shall grant to the powen''^ '''^^^'^ United States a free use of water power for operating Bond. such construction work; and to insure compliance with these conditions the said company shall execute and de- liver to the Secretary of War a proper bond, in such amount as may be fixed by him : Ajid provided further, Damages. That the Said company shall be liable for any damage to private property resulting from the construction and operation of said dam and appurtenant works, either by Proceedings, ovcrflow or othcrwisc, and proceedings to recover com- gensation for such damage may be instituted either in the tate or Federal courts. strSm^ ' """ ^^^- "^- "^^^'^^ ^^^^^ ^^^ ^^^"^^^ ^^ ^^^^^^ '^^^^^ ^*^^^^ unless the structures herein authorized shall be commenced within one year and completed within three years from the date of approval hereof. Amendment. Sec. 3. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, April 28, 1904.' STATUTES RELATING TO WATER POWER 65S Chap. 2936.— An Act To amend an act entitled "An Act to authorize Mar. 4, 1907. the Ox Bow Power Company of South Dakota to construct a dam across ^'^' P" ^'^^^' the Missouri River." [H. R. 25672.1 [Public, No. 271.1 Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, Thsit Missouri luver, section two of chapter eighteen hundred and twenty-one Thne extended of the laws of eighteen hundred and ninety-four, approved po^-e? company April twenty-eighth, nineteen hundred and four, is hereby to dam, at ox amended to read as follows : ^°^^ ^^°^' "Sec. 2. That this Act shall be null and void unless ^Jjj^f^o^ «=« ° - the structures herein authorized shall be commenced voi. 33,' p. 571, within one year and completed within three years from*™^° ^ ' the date of approval thereof." Approved, March 4, 1907, 1 1 a. m. (43) (Extract from river and harbor act of June 3, 1896 (Public, No. 175, p. 34, par. 1) relative to construction of dams across Missouri River above Stubbs Ferry, Mont.] Improving the upper Missouri River between Stubbs' Missouri River. Ferry, in Montana, and the lower limits of Sioux City, Mom., to s^iou^x Iowa. * * * Provided, That subject to such condi- ^'p^/^J^J'^;'- tions as the Secretary of War may prescribe, any person, pams per- company, or corporation may construct a dam or dams"" across said river above Stubbs Ferry, with necessary canal and improvements to develop water power and for other useful purposes; * * * (44) [Near Stubbs Ferry.] Chap. 103. — An Act To authorize the Missouri River Power Company june 8, 1894. of Montana to construct a dam across the Missouri River. Vol. 28, p. 91. Be it enacted by the Senate and House of Representatives of the United States of Ainerica in Congress assemhled, That Missouri River the consent of the Government is hereby given to thedam^Mps^so^u'r^ Missouri River Power Company of Montana, its succcs- ^'^■^'■' ^^°"*- sors or assigns, to construct across the Missouri River, at some point at or near the southeast corner of Township Eleven north, of Range Two west, Montana meridian, to be approved by the Secretary of War, a dam, canal, and the appurtenances thereof, for water power and other purposes, and in connection therewith a foot- bridge or bridges for public use. Said dam shall be con- secretary of structed under the supervision and control of the Secre-pla''ns,*etc^^^'^^^^ tary of War, and before the same shall be commenced the plans and specifications shall be approved by the Secre- tary of War. The dam shall be furnished with a suitable boom and log sluice, and the company, or its successors suuee, etc. and assigns, shall execute to the United States, with 654 REPORT OF THE INLAND WATERWAYS COMMISSION sureties approved by the Secretary of War, a bond in such sum as the Secretary may determine, conditioned to indemnify the United States against all claims for damages for overflow or otherwise caused by the con- struction of said dam. use.Ttr'"'"* Sec. 2. That the United States shall be secured a free right of way for constructions and approaches to said dam for transferring boats and freight around the same, and a free use of water power for operating such con- struction works. Sec. 3. That the right to alter, amend, or repeal this Act is hereby expressly reserved, and the rights and privi- leges hereby granted to said Missouri River Power Com- pany shall expire at the end of fifty years from and after the approval of this Act. Approved, June 8, 1894. Amend m e n t etc. (45) [Vicinity of Buck Rapids, Mont.] Apr. 12, 1906. Chap. 1617. — An Act To authorize the Capital City Improvement Vol. 34, p. 111. Company, of Helena. Montana, to construct a dam across the Missouri [S. 4130.] River. [Public, No. 9.3.] Be it enacted by the Senate and House of Representatives ^Missouri River, qJ f]^g United States of America in Co7igress assembled, That Capital City the couseut of the Government is hereby given to the co^m pi n^^ of Capital City Improvement Company, of Helena, Mont- ?a^m°(in -Ji'cinity ^^^' ^^^ successors or assigus, to construct across the of Buck Rapids). Missouri Rivcr, at some point between the south line of township twelve north, range two west, and the north line of township fourteen north, range three west, Mon- tana meridian, to be determined by them and approved bridTs'etc""*'^^ *'^^® Secretary of War, a dam, canal, and appurte- nances thereof, for water power, and other purposes, and in connection therewith a foot bridge, or bridges, for Provisos. public use: Provided, That the plans for the construc- war'^To^approve tion of Said dam and appurtenant works shall be sub- pians,etc. mittcd to and approved by the Chief of Engineers and the Secretary of War before the commencement of con- struction, and when so approved no change shall be made in said plans without the prior approval of the Chief of Engineers and the Secretary of War: Provided further, That whenever required to do so by the Secretary of War the said company shall construct and maintain in |iuk-eway. couiiection with said dam a suitable boom and log sluice; ' ■ that suitable fishways, to be approved by the United States Fish Commissioner, shall be constructed and main- tained in said dam by said corporation, its successors and assigns; and shall obtain and convey to the United States, whenever requested to do so by the Secretary of War, clear title to such land as in his judgment may be STATUTES RELATING TO WATER POWER 655 required for constructions and approaches to said dam for transferring boats and freight around the same, andjj.Tr^"^|Jer o( shall grant to the United States a free use of water power for operating such construction work; and to in- sure compliance with these conditions the said company- shall execute and deliver to the Secretary of War a proper bond in such amount as may be fixed by him: Bond. And provided fuHher, That the said company snail be liable for an}^ damage to private property resulting from damages, the construction and operation of said dam and appur- tenant works, either by overflow or otherwise, and pro- ceedings to recover compensation for such damage may be mstituted either in the State or Federal courts. Sec. 2. That this Act shall be null and void unless the structures herem authorized shall be commenced within' one year and completed within three years from the date of approval hereof. Sec. 3. That the right to alter, amend, or repeal this Amendment. Act is hereby expressl}^ reserved. Approved, April 12, 1906. Time of c o n ■ struct ion. June 4, 1900. Vol. 31, p. 204 Provisos. changes. (46) Chap. 620. — An Act Permitting building a dam across New River. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, That ai.^may dam New the consent of Congress is hereby granted to F. H, R'^er, va. Fries and W. C. Rufnn, of the State of North Carolina, their successors and assigns, to erect, construct, and main- tain across New River, in Grayson County, Virginia, at any point within two miles of the mouth of Stevens Creek, a dam and all other works necessarily incident thereto for water-power purposes: Provided, That the said F. H. Fries and W. C. Ruffin, their successors and assigns, shall make, at their own expense, such change and modifica- tion of the said dam as the Secretary of War may from time to time direct in the interests of the navigation of said river: Provided further, That ladders suitable for the passage of fish over the said dam shall be constructed and Passage of fish. maintained by the said parties, their successors and assigns, as may from time to time be required by the United States Fish Commissioner : Provided further , That in case any litigation arises from the obstruction of the Litigation. channel by the said dam, or works appurtenant thereto, that the same may be tried in the courts of the United States having proper jurisdiction. wSec. 2. That this Act shall become null and void unless ^^c^om^^en c^- the dam herein authorized shall be commenced within two pietion. years and completed within five years of the date hereof. Sec. 3. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, June 4, 1900. 656 REPORT OF THE INLAND WATERWAYS COMMISSION (47) June 18. 1906. Chap. 3340.— An Act To grant to Charles H. Cornell, his assigns and Vol. 34, p. 297 successors, the right to abut a dam across the Niobrara River on the [H. R. 17982.] Fort Niobrara Military Reservation, Nebraska, and to construct and iPubiic No. operate a trolley or electric railway line and telegraph and telephone ■' lines across said reservation. Be it enacted hy the Senate and House of Representa- tives of the United States oj America in Congress assem- j^NJ^ob r a r a j^g^^ That Cliarles H. Cornell, his assigns, assignees, Charles n. Cor- successors, and grantees, be, and are hereby, privileged, eta ra^Fort^Ni- authorized, and granted the authority and right to con- ??'''^^J\.^J^t'/^on^ struct, maintain, and use for power purposes a dam across Nebr? 'the Niobrara River on parts of sections twenty-two and twenty-seven, township thirty-four north, range twenty- seven west of the sixth principal meridian, in the State of Nebraska, and to abut said dam on the east bank of said Niobrara River upon land which is a part of the Fort Niobrara Military Reservation, the property of the United States; and said dam may be of sufficient height and strength to support a body of water affording or furnish- ing as much as fifty feet effective head for power purposes. Overflow etc. with the privilege of backing water upon or overflowing such part of the Fort Niobrara Military Reservation as may reasonably result from the proper construction, main- Damages, tenance, and use of said dam, and that any damages caused thereb}^ may be assessed by the Secretary of War and paid to the United States before any construction hereby pro- Provisos. vided for shall be commenced, * * * Provided, That piJtion. ^^^ ^^^' ^^6 grants and privileges above specified as to such dam, water power * * * aforesaid shall become void unless the construction of said dam be commenced within two years from the approval of this Act and completed and put into operation within five years from the approval of this Act; * * * Provided, That a map of said proposed Secretary of dam, storage reservoir * * * shall be filed with the 5a^ns,^etc^^^'^°' "^ honorable Secretary of War, and the location thereof shall b3' him be approved before any of these privileges herein aforesaid shall become effective : Provided further. That the privileges herein granted may at any time be rescinded or suspended by order of the Secretary of War j * * * Approved, June 18, 1906. (48) v1)l 3i'd^729 Chap. 11. — ^An Act Permitting the building of a dam across the '. '-El L Osage River at the city of Warsaw, Benton County, Missouri. Be it enacted hy the Senate and House of Representatives may^aln'o^ge^/^^^ ?7mfe(^ States of America in Congress assembled, That River. the conseut of Congress is hereby granted to tlie city of Warsaw, bein::; a city incorporated and organized under the laws of the State of Misso"uri, its successors or STATUTES RELATING TO WATER POWER 657 assigns, to construct, erect, and maintain a dam across the Osage River, in Benton County, in the State of Mis- souri, at said city of Warsaw, and all work necessarily incident thereto: Provided, That the said city of Warsaw, chTn"^' • its successors or assigns, shall make such change and construction. modification in the works as the Secretary of War may from time to time deem necessary in the interest of navi- gation, at its own cost and expense: Provided further, That in case any litigation arises from the building of Litigation. said dam, the maintaining of the same, or from the ob- struction of the said river by said dam or appurtenant works, cases may be tried in the proper courts as now provided for that purpose in the State of Missouri and the courts of the United States. Sec. 2. That the right to amend, alter, or repeal this Amendment. Act is hereby expressly reserved: And provided further, Proviso. That suitable fishways shall be constructed and main- Fishways. tained at said dam by said city, its successors and assigns, as may be required from time to time by the United States Fish Commissioner. Sec. 3. That this Act shall be null and void unless the completion. dam herein authorized shall be completed within three years of the date hereof: And provided further, That such H'"yd*rauiic dam shall be constructed in such manner as not to injure works not to be or diminish the water power of any person or company '"'^'^''^^'^ having a dam or hydraulic works constructed: And pro- Damages. vided further. That before the construction of said dam compensation shall be made to any person or company whose lands may be taken or overflowed in the construc- tion or maintenance of such dam, in accordance with the laws of the State of Missouri. Approved, January 14, 1901. (49) Chap. 501. — An Act Authorizing the Pea River Power Company Feb. 23, 1906. to erect a dam in Coffee County, Alabama. Vol. 34, p. 18. [H. R. 7085.] Be it enacted hythe Senate and House of Representatives ^^^F^^^^^' ^^^ of the United States of Ajnerica in Congress assembled, That" Pea River, Aia. the Pea River Power Company, a corporation, be, and powef coinplny is hereby, authorized to erect, build, have, and main- ™*^y *^^™- tain a steel and concrete dam, or dam of other ma- terial, on Pea River, at a point four miles below, or about Location. four miles below, the town of Elba, in Coffee County, State of Alabama: Provided, That the plans of said dam Provisos. shall be submitted to and be approved by the Chief of wl?' to^'^approve Engineers and the Secretary of War before construction P^'^ns- ^^''■ is commenced ; and the Secretary of War may at any time changes. require and enforce, at the expense of the owners, such modifications m the construction of said dam as he may deem advisable in the interests of navigation: Provided /i6r//(fr, That there shall be placed and maintained in con- sluiceways. 658 KEPOET OF THE INLAND WATERWAYS COMMISSION nection with said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, tlirough, or over said dam without unreasonable delay or hindrance and FiBhways. without toll or chargcs; and suitable fishways, to be ap- proved by the United States Fish Commission, shall be constructed and maintained on said dam. Time of con- Sec. 2. That tliis Act shall be null and void unless the struction. j^^ herein authorized is commenced within one year and completed -vWthin three years from the date hereof. Amendment. Sec. 3. That the right to amend or repeal this Act is hereby expressly reserved. Approved, February 23, 1906. (50) June 1, 1906. Chap. 2568. — An Act Authorizing the construction of a dam across Vol. 34, p. 205. ^j^g pg^^ d'Oreille River, in the State of Washington, by the Pend [S. 6038.] d'Oreille Development Company, for the development of water power. [Public, No. electrical power, and for other purposes. Be it enacted hy the Senate and House of Representatives Rivir" ^ ^'^^'"^ ^^ ^^*^ United States oj America in Congress assembled, That Pend d'Oreille the couseut of Cougrcss is licrebv granted to, and it shall compan7m?ybe lawful for, the Pend d'Oreille Development Com- Fau^'walh^'^P^^y^ ^ Corporation duly incorporated under the laws of the State of Washington, its successors or assigns, to construct and maintain a dam across the Pend d'Oreille River at a point at or about the Big Falls (sometimes kno^\Ti as Metaline Falls) on the Pend d'Oreille River, in the county of Stevens, State of Washington, such point to be selected by the Pend d'Oreille Development Com- pany, its successors or assigns, at said falls, or within one thousand feet above or below the same, for the purpose of erecting, operating, and maintaining a power station, and to maintain inlet and outlet races or canals, and to make such other improvements as may be necessar}^ for the devlopment 6f water power, electrical power, and the transmission of the same, subject always to the provisions and requirements of this Act and to such conditions and stipulations as may be imposed by the Chief of Engineers and the Secretary of War for the protection of navigation and the property and other interests of the United States : Proviso. Provided, That such dam and works shall not be built or War*' t^o Approve commenced until after the plans and specifications for plans, etc. their construction, together with such drawings of the proposed construction and such map of the proposed loca- tions as may be required for a hiW understanding of the subject have been submitted to the Secretary of War for his approval, and until after he shall have approved such plan and specifications and the location of such dams and Changes. acccssory works; when the plans for any dam to be con- structed under the provisions of this Act have been ap- proved by the Secretary of War it shall not be lawful STATUTES RELATING TO WATER POWER 659 to deviate jfrom such plans, either before or after the completion of the stinicture, unless the modification of such plans has previously been submitted to and received the approval of the Secretary of War. Sec. 2. That the Government of the United States re- Locks, etc serves the right at any time that the improvement of the navigation of the Pend d'Oreille River demands it to con- struct, maintain, and operate, in connection with any dam or other works built under the provisions of this Act, suitable lock or locks or any other structures for naviga- tion purposes, and at all times to control such dam or Protection to dams or other structures, and the level of the pool caused "'^"^'^'^'°"' by such dam or dams, to such an extent as may be neces- sary^ to provide facilities for navigation; and whenever Congress shall authorize the construction of such lock or other structures, the Pend d'Oreille Development Com- pany, its successors or assigns, owning and controlling such dam or other structures, shall convey to the United .•,9°°^'®^^?^'^^ °{ States, under such terms as Congress shall prescribe, titles states. to such lands as ma}^ be required for such lock and ap- proaches, and in addition thereto shall grant to the United ^J^^®^ ^,^^ °^ States free of cost the free use of water power for build- ^ "P"^*"'. ing and operating such constructions: Provided, That the Proviso. Pend d'Oreille Development Company, its successors or assigns, building, maintaining, or operating any dam or other structures under the provisions of this Act, shall be liable for any damage that may be inflicted thereby upon private property, either by overflow or otherwise, in a court of competent jurisdiction. The Pend d'Oreille Lights, etc. Development Company, its successors or assigns, owning or operating any such dam, shall maintain at their own expense such lights and other signals thereon and such fishways and such ways for the free passage of saw logs as the Secretary of Commerce and Labor shall prescribe. Sec. 3. That this Act shall be null and void unless the ,t™^ of f^m- dam herein authorized shall be commenced within two years and completed within five years from the date of the approval hereof. Sec. 4. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, June 1, 1906. (51) Chap. 1196. — An Act Authorizing the construction of a dam across Feb. 25, 1907. the Pend d'Oreille River, in the State of Washington, by the Pend Vol- 34, p. 9 31. d'Oreille Development Company, for the development of water power, rn. R. 24760.'1 electrical power, and for other purposes. iiq^"^**°' ^°' Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assemMed, That Kjve^r°wash.^' the consent of Congress is hereby granted to, and it shall 660 REPORT OF THE INLAND WATERWAYS COMMISSION Pend d'0reme|3e lawful foi', the Peiid d'Oreille Development Company, Company' ™may a Corporation duly incorporated under the laws of the ^^^- State of Washington, its successors or assigns, to con- Location. Vol. 34, p. 3S6. Amendment. struct and maintain a dam across the Pend d'Oreille River at a point at or about where Pierwee Creek empties into the Pend d'Oreille River, near the international boundary line in the county of Stevens, State of Wash- ington, at such point to be selected by the said Pend d'Oreille Development Company, its successors or assigns, at the mouth of said Pierwee Creek, or within one thou- sand feet above or below the same, in accordance with the provisions of an Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Sec. 2. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, Februar^^ 25, 1907. (52) May 4, 1898. Chap. 238. — An Act Permitting the building of a dam across Rainy Vol. 30, p. 398. Lake River. K o o c h i ching Company may dam Rainy River, Minn. Vol. 31, p. 167 Vol. 32,p . 485. —lock. Provisos. Government possession. Passage of saw logs and fish. Changes. Litigation. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assemUed, That the consent of Congress is hereby granted to the Koochi- ching Company, its successors and assigns, to construct across the Rainy Lake River, at any part of the rapids in section twenty-seven, township seventy-one north, range twenty-four west of the fourth principal meridian, in the State of Minnesota, a dam, canal, and works necessarily incident thereto, for water-power purposes. The said dam shall be so constructed that there can at any time be constructed in connection therewith a suit- able lock for navigation purposes: Provided, That the Government of the United States may at any time take possession of said dam and appurtenant works and con- trol the same for purposes of navigation by paying the said company the actual cost of the same, but shall not do so to the destruction of the water power created by said dam to any greater extent than may be necessary to pro- vide proper facilities for navigation: Provided further. That the works shall be constructed so as to provide for the free passage of saw logs and fish. The said Koochi- ching Company, its successors and assigns, shall make such change and modification in the works as the Secre- tary of War may from time to time deem necessary in the interests of navigation, at its o\Nm cost and expense: Pro- vided further, That in case any litigation arises from the obstruction of the channel by the dam, canal, or other works erected in connection therewith, the case may be tried in the proper court of the United States in the dis- trict in which the works are situated. STATUTES KELATIXG TO WATER POWER 661 Sec. 2. That the right to amend, alter, or repeal this Amendment. Act is hereby expressly reserved. Sec. 3. That this Act shall be null and void unless the ^^™^fp^,Xon! dam herein authorized be commenced within one year and voi. 31, p. 107. completed within three years from the date hereof. Approved, May 4, 1898. Chap. 346.— Ah Act -To amend an Act entitled "An Act permit- ^^^^ i; ^^°'^,v, ting the building of a dam across Rainy Lake River." ' P" ""• . Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, That ^J^^l '"^'^^"^hi* section three of an Act entitled "An Act permitting theehingCo.,todam building of a dam across Rainy Lake River," approved mim" ^ ^'^^'' May fourth, eighteen hundred and ninety-eight, and granting to the Koocliiching Company, its successors and assigns, the consent of Congress to construct a dam voi. 30, p. 398. across the Rainy Lake River, be, and the same is hereby, amended so as to read as follows: "That this Act shall be null and void unless the dam voi. 32, p. 485. herein authorized shall be commenced within three years and completed within five years after the fourth day of May, eighteen hundred and ninety-eight." Approved May 4, 1900. Chap. 1305. — An Act Relating to the construction of a dam across June 28, 19C2. Rainy River. Vol. 32, p. 485. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assemhJed, That wP*^'"^ nwer, the time for the construction of a dam across the Rainy Time extended River by the Koochiching Company, its sviccessors andcMng^^^c^pany assigns, as provided by chapter two hundred and thirty- to^dam eight of volume thirty of the Statutes at Large and chapter voi! 31^ p! m'. three hundred and forty-six of volume thirty-one of the Statutes at Large, is hereby extended to May fourth, nine- teen hundred and seven. Sec. 2. That the Koochiching Company, its successors y^f% and assigns, is hereby authorized to construct and main- • > p- tain said dam, subject to the terms of said chapter two hundred and tliirty-eight of volume tliirty of the Stat- utes at Large, upon the plans now on file with the Secre- tary of War, or any modification of said plans which the Secretary of War may approve; and the Koocliiching Height of dam. Company, its successors and assigns, is hereby authorized to construct such dam at such height as will raise the waters of Rainy Lake to high-water mark: Provided, waste wkj-s. That said dam shall be furnished with such openings or gates or waste ways as will carry the waters of the river at flood stage without raising the water higher than it would rise in the natural condition of the stream: A7id ^''^^'^g^'^- provided further. That nothing in tliis Act contained shall be construed as relie\ang the Koocliiching Com- pany, its successors or assigns, from liability for any 662 EEPOKT OF THE INLAND WATEEWAYS COMMISSION damage inflicted upon private property by reason of the raising of the waters of the lake as aforesaid. Effect Sec. 3. That this Act shall take effect and be in force from and after its passage. Approved, June 28, 1902. v^^V'la'^^SH Chap. 797. — An Act Relating to a dam across Rainy River. fPub'iic^^^No ^^ ^^ enacted hy the Senate and House of Representatives 103.] ' / ' of the United States of America in Congress assembled, That Mkm'.°^ ^" *''^' the Rainy River Improvement Company, a corporation Rainy River organized Under the laws of the State of Minnesota Company to sue- for the improvement of the navigation of Rainy River fomercompinySiid Rainy Lake, and its successors and assigns, upon filing with the Secretary of War proof satisfactory to him of its succession to the rights and privileges granted to the Koochiching Company by the follow- voi. 30, p. 398. mg Acts of Congress, namely: Chapter two hundred and tliirty-eight of volume thirty of the Statutes at Large, "An Act permitting the building of a dam across Rainy Lake River," approved May fourth, eighteen hun- voi. 31, p. 167. (jj.g(i and ninety-eight ; chapter three hundred and forty- six of volume tliirty-one of the Statutes at Large, ''An Act to amend an Act entitled 'An Act permitting the building of a dam across Rainy Lake River,' " approved Vol. 32, p. 485. May fourth, nineteen hundretl ; chapter thirteen hundred and five, volume thirty-two, of the Statutes at Large, "An Act relating to the construction of a dam across Rainy River," approved June twenty-eighth, nineteen hundred and two, shall have the right, subject to the restrictions, conditions, and terms of said several Acts, to construct and maintain the dam provided for therein, at such Timi^°ot con-^^^o^^^ ^^ ^^^ Secretary of War may approve: Provided, struction. That such dam shall be completed on or before July first, nineteen hundred and eight, jfsion^ °^ ^"*^' ^^^- 2- That upon filing the proof of its succession to the rights of the Koochiching Company, and the ap- proval thereof by the Secretary of War, that officer shall issue to the Rainy River Improvement Company a cer- tificate of such approval. vSec. 3. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, February 25, 1905. I n ^R ~i.5444^i Chap. 194. — An Act Extending the time for tlie construction of — '. — : - ^a dam across Rainy River. [Public, No. ^^voi. .35, p. B^ «*^ enacted hy the Senate and House of Representa- -'^^- tives of the United States of America in Congress assem- T^'m'e^'e x"^- ^^^d^ That the Rainy River Improvement Company, a tended for corporation organized under the laws of the State of Min- u"™i°ny^' River nesota, as the successor to the rights and privileges here- Company.^™^"* lofore granted to the Koochiching Company under the following acts of Congress, namely: Chapter two hun- dred and thirty-eight of volume thirty, Statutes at Large, cession. Amendment. STATUTES RELATING TO WATER POWER 663 entitled "An Act permitting the building of a dam across ^Qg°^- ^^' p- Rainy River," apjDroved May fourth, eighteen hundred and ninetj^-eight ; and of chapter seven hundred and ninety-seven of volume thirty-three, Statutes at Large, entitled "An Act relating to a dam across Rainy River,'' voi 33, p. approved February twenty-fifth, nineteen hundred and^^'*" five, and of the various Acts and provisions therein re- cited amending said Act approved May fourth, eighteen hundred and ninet3^-eight, and further subject to the re- strictions, conditions, and terms of all of said Acts, is liereby authorized to construct and maintain a dam across Rainy River, Minnesota, at the place designated in said Acts, in accordance with the provisions of the Act en- titled "An Act to regulate the construction of dams across voi. 34. p. navigable waters," approved June twenty-first, nineteen ^^^' hundred and six, so far as the same shall be applicable thereto: Provided, That said dam shall be completed on piJ/ion."*^ '''^^ or before Julv, nineteen hundred and eleven. Sec. 2 That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. J G Cannon /Speaker of the Honse of Representatives. Chrls W. Fairbanks Vice-President of the United States and President of the Senate. In the House or Representati\^s May 12, 1908. The President of the United States having returned to the House of Representatives in which it originated the bill (H. R. 15444) "An Act extending the time for the construction of a dam across Rainy River," with his objections thereto the House proceeded in pursuance of the Constitution to reconsider the same ; and Resolved, That the said bill pass, two-thirds of the House of Representatives agreeing to pass the same. Attest : A McDowell Clerk. In THE Senate of the United States May 23, 1908. The Senate having proceeded, in pursuance of the Con- stitution, to reconsider the bill entitled "An Act extend- ing the time for the construction of a dam across Rainy River," returned to the House of ReiDresentatives by the President of the United States, with his objections, and sent by the House of Representatives to the Senate, with the message of the President returning the bill : Resolved, That the bill do pass, two-thirds of the Sen- ate agreeing to pass the same. Attest: Charles G. Bennett Secretary. ByH. M. Rose Asst. Secy. 664 EEPOET OF THE INLAND WATERWAYS COMMISSION plans. Sluiceway. (53) Mar. 16, 1906. Chap. 953. — An Act Permitting the building of a dam across the Vol. 34, p. 65. -p^gj Lake River at or near the junction of Black River with said Red [S. 4128.] Lake River in Red Lake County, Minnesota. [Public, No. ^^•^ Be it enacted hy the Senate and House of Representatives R e d L a k e q/" the United States of America in Congress assembled, That Dam by°'wii- the consent of Congress is hereby granted to Wilham J. au^oiized."^^^ Murphv, his successors and assigns, to build a dam across Location. the Red Lake River at or near the junction of the Black River, so called, with said Red Lake River, in Red Lake County, Minnesota, for the development of water power, and such works and structures in connection therewith as may be necessary or convenient in the development of said power and in the utilization of the power thereby Provisos. developed: Provided, That the plans for the construction wa^tl) ^approve of said dam and appurtenant works shall be sub- pians. mitted to and approved by the Chief of Engineers and the Secretary of War before the commencement of the Modification of construction of the same: And provided further, That the said William J. Murphy, his successors or assigns, shall not deviate from such plans after such approval, either before or after the completion of said structures, unless the modification of said plans shall have previously been submitted to and received the approval of the Chief of Engineers and of the Secretary of War: And provided further, That there shall be placed and maintained in connection with said dam a sluiceway so arranged as to permit logs, timber, and lumber to pass around, through, or over said dam without unreasonable delay or hm- drance and without toll or charges: And provided fur- ther, That the dam shall be so constructed that the Gov- ernment of the LTnited States may at any time construct in connection therewith a suitable lock for navigation pur- poses, and jnay at any time, without compensation, con- trol the said dam so far as shall be necessary for purposes of navigation, . but shall not destroy the water power developed by said dam and structures to any greater ex- tent than may be necessary to provide proper facilities for navigation, and that the Secretary of War may at any time require and enforce at the expense of the owners such modifications and changes in the construction of such dam as he may deem advisable in the interests of navigation: And provided further, That suitable fish- ways, to be approved by the United States Fish Commis- sion, shall be constructed and maintained at said dam by the said William J. Murphy, his successors or assigns. Sec. 2. That in case any litigation arises from the building of said dam, or from the obstruction of said river by said dam or appurtenant works, cases may be tried in the proper courts, as now provided for that pur- pose in the State of Minnesota and in the courts of the United States: Provided, That nothing in this Act shall be so construed as to repeal or modify any of the pro- visions of law now existing in reference to the protection Lock. Changes. Fishways. Litiga-tion. Proviso. Existing laws not affected. STATUTES RELATING TO WATER POWER 665 of the navigation of rivers, or to exempt said structures from the operation of same. Sec. 3. That this Act shall be null and void unless the ^ J,j^f„„°f ^°"- dam herein authorized be commenced within one year and be completed within three years from the time or the passage of this Act. Sec. 4. That the right to amend or repeal this Act is -^"^e^d^ent- hereby expressly reserved. Approved, March 16, 1906. (54) Chap. 256. — An Act Permitting the building of a dam across the voy'34''^^' Rock River at Grand Detour, Illinois. °LL '^' L_ [H. R. 8442.] Be it enacted by the Senate and House of Representatives JJ^^^^^' ' ° of the United States of America in Congress asseinbled, That Rock Rher. s i>/^ -ii 1 ^ j^ c^ T^ Uam, etc., at the consent or Congress is hereby granted to Spencer 13. Grand Detour, Newberrj^ and George A. Blackford, both of the city of i"- «"t^«"^^^- Sandusk}-, Erie County, Oliio, and Charles H. Hughes, of Dixon, Lee County, lUinois, their heirs, administra- tors, successors, and assigns, to build, operate, and maintain a dam across Rock River near Grand Detour, Illinois, at any point within one mile distant from the center of section tliirteen, township twenty-two north, range nine east of the fourth principal meridian, in the State of Illinois, for the development of water power and such works and structures in connection therewith as may be necessary or convenient in the development of said power and in the utilization of the power thereby use of water developed; and the said Spencer B. Newbeny, George ^"pp^^'- A. Blackford, and Charles H. Hughes, their heirs, admin- istrators, successors, and assigns, are hereby authorized and empowered to draw and divert by canal, flume, or race irom the pool formed by the construction of the above dam and works incident thereto, such supply of water as may be required for the full development arid utilization of said water power and to conduct said water through the canal reservation in Grand Detour and discharge the same into said Rock River at or near the westerly end of said canal reservation, and also for that purpose to construct, operate, and maiiitain such structures and improvements as may be required: Pro- ^^°^^^°^y of vided, That the plans for the construction of the said dam, Av'ar to approve canal, and appurtenant works shall be submitted to and p'^"^' ''*'• approved b}^ the Chief of Engineers and the Secretary- of War before the commencement of the construction of the same: And provided further, That the said Spencer B. cuanges. Newberry, Georo;e A.'^Blackford, and Charles H. Hughes, their heiVs, administrators, successors, and assigns, shall not deviate from such plans after such approval either before or after the completion of the structures therein described, unless the modification of said plans shall have 31673— S. Doc. 325, 60-1 43 666 REPORT OF THE INLAND WATERWAYS COMMISSION been previously submitted to and received the approval of the Chief of Engineers and Secretary of War: And Fishways. provided further, That suitable fishways shall be con- structed and maintained by the grantees under the Act at their own expense, as may be required from time to time by the United States Fish Commission: And provided Lock. further, That the said dam shall be so constructed that the Government of the United States may at anj time construct in connection therewith a suitable lock for navigation purposes, and may at any time control the said dam so far as shall be necessary for the purposes of navigation, but shall not destroy or impair the water power developed by said dam, canal, and appurtenant structures to a greater extent than shall be necessary to provide proper facilities for navigation, and other pur- poses of public interest. Litigation. Sec. 2. That in case any litigation arises from the build- ing, operation, and maintenance of said dam, canal, and appurtenant works, or from the obstruction of the river by the same, or any damages resulting to private property by overflow or otherwise, proceedings to adjust, deter- mine, and to recover compensation for such damages shall be instituted either in the State or Federal courts. strartfon°* ''°''' Sec. 3. That this Act shall be null and void unless the dam, canal, and appurtenant works herein authorized be commenced within three je&xs and completed within six years from the time of the passage of this Act. Amendment. Sec. 4. That the right to amend or repeal this Act is hereby expressly reserved. Approved, February 16, 1906. (55) Mar. 3, 1905. Chap. 1438. — An Act Authorizing the construction of a dam across Vol. 33, p. 1004. Rock River at Lyndon, Illinois. [H. R. 15440.] „. 777r( 7TT /-Tl [Public, No. Be it enacted by the benxite and House oj Representatives ^^Rock River, ni.o/fAe United States of America in Congress assembled, That ized^™cross*^°at P^^^^^^^^^ ^® given to Edward A. Smith, Harvey vS. Lyndon. ' Green, and John J. Hurlbert, of Morrison, Illinois, or their assigns, to erect a dam with an eight-foot head across Rock River at or near Lyndon, Whiteside County, Illinois, the south end of said dam to be located near the line between sections twenty-one and twenty-two in town twenty north of range five east of the fourth principal meridian, and the north end of said dam to intersect the bank of said river in section twenty-one in the same town, Provisos. range, and meridian: Provided, That the plans for the war^ to ^approve construction of Said dam shall be submitted to and ap- pians, etc. provcd by the Chief of Engineers and the Secretary of War, and until approved by them the construction of the dam shall not be commenced; and after such approval the plans shall not be changed, either before or after the STATUTES RELATING TO WATER POWER 667 completion of the structure, unless authorized by the Chief of Engineers and the Secretary of War, and the Secretary of War may at any time require and enforce at the expense of the owners of the structure such modifica- tions and changes in said structure as he may deem ad- visable in the interest of navigation: Provided further, That the Secretary of War may at any time require the Locks, eta grantees imder tliis Act to construct at their own expense in connection with said dam suitable locks, canals, sluice- ways, or other structures, for the passage of boats and other water craft, the said structures to be built upon plans wliich he may approve; and the said grantees shall maintain and operate said locks, canals, and other struc- tures at their own expense, and shall pass all water craft through the same without delay and without any charge whatever as long as said dam is maintained; and if said dam and other structures shall be abandoned by the said grantees at any time, all portions thereof shall be promptly removed by the grantees at their own expense. Sec. 2. That before entering upon the construction of ^^ml^r*' ^""^ the works herein authorized compensation shall be made to any person, firm, or corporation whose lands or other Property may be taken, overflowed, or otherwise damaged y the construction, maintenance, and operations of the said works in accordance with the laws of the State where such lands or other property may be situated, and if any litio:ation arises from the construction, operation, or Litigation. maintenance of the said works, cases may be tried m the proper courts, as now provided for that purpose in the State of Illinois and the courts of the United States. Sec. 3. That such suitable fishways shall be con- Fishways. structed and maintained by the grantees under this Act at their own expense as may be required from time to time by the United States Fish Commission. Sec. 4. That tliis Act shall be null and void if actual gj™?,jj°^ *'°°- construction of the dam herein authorized be not com-^ menced within two years and completed within four years from the date hereof. Sec. 5. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, March 3, 1905. (56) Chap. 1201.— An Act Permitting the btiilding of a dam across Rock vol' 34 ,' p^ 933. River at Lyndon, Illinois. '■ — '■ •^ - [H. R. 25234.] Be it enacted by the Senate and House of Representatives iJi-^^^^^^' of the United States of America in Congress assemUed, That |°J'^^arT' a. Edward A. Smith, Harvey S. Green, and John J. Hurlbert, smith ct ai. may of Morrison, Illinois, their heirs, administrators, execu- in°^' ^* ^^ °°' tors, successors, and assigns, are hereby authorized to construct and maintain a dam across Rock River at or 668 EEPOKT OF THE INLAND WATERWAYS COMMISSION Vol. 34, p. 386. Amendment. near Lyndon, Whiteside County, Illinois, the south end of said dam to be located near the line between sec- tions twenty-one and twenty-two in township twenty north, range five east, fourth principal meridian, and the north end of said dam to intersect the bank of said river in section twenty-one in the same township, range, and meridian, and all works incident thereto in the utilization of the power thereby developed, in accordance with the provisions of an Act entitled ' ' An Act to regulate the con- struction of dams across navigable waters,'' approved June twenty-first, nineteen hundred and six. Sec. 2. That the right to amend or repeal this Act is hereby expressly reserved. Approved, February 25, 1907. (57) May 1, 1906. Chap. 2072. — An Act Permitting tlie building of dams across the Vol. 34, p. 155. north, and south branches of Rock River, adjacent to Vandruffs Island [H R. 14508.] ^i^d Carrs Island, and across the cut-off between said islands, in Rock [Public, No. Island County, Illinois, in aid of navigation and for the development 137.] of water power. Be it enacted hy the Senate and House of Representatives RockRiver, lu. of the United States of America in Congress assemUed, That vif ^ay^^dam^'fn the couscut of Cougrcss is hereby granted to Samuel S. Country. ^^^'^'"'^ Davis, of the city of Rock Island, in the county of Rock Island and State of Illinois, his heirs, executors, admin- istrators, and assigns, to build, operate, and maintain Location. dams across the north and the south branches or chan- nels of Rock River adjacent to Vandruft's Island and to Carrs Island, and across the cut-off between said islands, in said county of Rock Island, State of Illinois, in aid of navigation and for the develoi)ment of water power, to- gether with such works and structures in connection there- with as may be necessary or convenient in the develop- ment of said power and the utilization of the power thereby developed; said dams may be built at or near the sites of the dams formerly existing across said branches and said cut-off, or at any place or places between said sites and the dams now constructed at or near the head of said Carrs Island for the jDurposes of the IHinois and Canal, etc. Mississippi Canal, and the said Samuel S. Davis, his heirs, executors, administrators, and assigns are hereby author- ized and empowered to draw and divert by canal, flume, or race, or canals, flumes, and races, from the pool formed by the construction of said dams and works incident there- to, such supply of water as may be required for the full and complete development and utflization of said water power, and to discharge the same into said Rock River or some branch or channel thereof at or near the lower part of said Vandruffs Island, or at some place or places on or near the north shore of said river or of the north branch or channel thereof opposite to or below said Vandruffs Island; and also for that purpose to construct, operate, STATUTES EELATING TO WATER POWER 669 and maintain such structures and improvements as may be necessary or convenient: Provided, That such dams £7^"/°^ of shall not be built or commenced until the plans and speci- war to approve fications for their construction, together with such draw- ^ '*°^' ings of the proposed construction and such map of the proposed locations as may be required for a full under- standing of the subject, have been submitted to the Secre- tary of ^Yar for his approval, or until he shall have ap- proved such plans and specifications and the location of such dams and accessory works; and when the plans for any dam to be constructed under the provisions of this Act have been approved by the Secretary of War it shall not be lawful to deviate from such plans, either before or after completion of the structure, unless the modification of such plans has previously been submitted to and re- ceived the approval of the Secretary of War: Provided, That in approving said plans and locations such condi- Locks, etc. tions and stipulations may be imposed as the Secretary of War may deem necessar}^ to protect the present and future mterests of the United States, which may include the condition that said Samuel S. Davis, his heirs, execu- tors, administrators, or assigns, shall construct, maintain, and operate, without expense to the United States, in con- nection with said dams and appurtenant works, a lock or locks, booms, sluices, or any other structures which the Secretary of War at any time may deem necessary in the interest of navigation, in accordance with such plans as he may approve, and also that whenever Congress shall authorize the construction of a lock or other structures for navigation piu"poses in connection ^dth such dams, the person o^wning such dams shall convey to the United States, free of cost, title to such land as may be required for such constructions and approaches, and shall grant to ■ the United States a free use of water power for building and operating such constructions: And provided further, That suitable fishways shall be constructed and main- Fishways. tained in said dams by said Samuel S. Davis, his heirs, executors, administrators, or assigns, at his or their own expense, as may be required from time to time by the Sec- retary of Commerce and Labor : And provided further, That said dams and other structures shall be so con- j^i^^o^^p. «^ ^^'^ structed as in the judgment of the Secretary of War notnai. to interfere with the Illinois and Mississippi Canal and not?o''be aflected the operation thereof, and the Secretary of War shall at any time control said dams so far as shall be necessary for the purposes of said last above-mentioned canal, but shall not destroy or impair the water power developed by said dams, canals, and appurtenant structures to a greater ex- tent than shall be necessary to provide proper facilities for the navigation of said Illinois and Mississippi^ Canal or other purposes affecting navigation ; and the said Sec- retary of War may impose reasonable charges for the use of the flowage rights of the United States, if any, below the sites of the present Government dams at the head of 670 EEPOKT OP THE INLAND WATERWAYS COMMISSION south^Branchof^^^*^ Capis Island: And provided further, That the Sec- Kock River retary of War is hereby authorized, if in his judgment the interests of the United States will not be injured there- by, to permit the dam across the south branch of Rock River to be located and built on land belonging to the United States, under and subject to such terms and condi- tions as he may consider just and reasonable. Litigation. Sec. 2. That in case any litigation arises from the building, operation, and maintenance of said dams, ca- nals, and appurtenant works, or from the obstruction of said river by the same, or any damages resulting to pri- vate property by overflow or otherwise, proceedings to adjust, determine, and recover compensation for such damages may be instituted in any court of competent jurisdiction. Time of con- Sec. 3. That uulcss the actual construction of the dams herein authorized shall be commenced within one year and completed within three years after the passage of this Act, the rights and privileges herein granted, so far as they pertain to the construction of any dam or dams not then completed, shall cease and determine. Amendment. Sec. 4. That the right to alter, amend, and repeal this Act is hereby expressly reserved. Approved, May 1, 1906. (58) [Extract from river and liarbor act approved March 2, 1907. Stats. L., Vol. 34, p. 1103.] Dam ^Imthor- ^'^^ Secretary of War is authorized to permit the Ster- ized across, at ling Hydraulic Company, of Sterling, Illinois, to erect, sterimg. owu, and operate a power station in connection with the dam built or to be built by the United States in Rock River at or near Sterling, Illinois, in connection with the Provisos. construction of the Illinois and Mississippi Canal: Pro- cation^et^. ° °'vided, That the location and plans of said power station shall be subject to the approval of the Secretary of War: toKbstruct"ed! Provided further, That the navigation of Rock River and of the Illinois and Mississippi Canal and the operation and maintenance of said dam shall be in no way obstructed thereby: And jwovided further. That prior to the issue Condition. of said permit the Sterling Hydraulic Company shall waive any and all claims that it may have against the United States by reason of the construction, operation, and maintenance of the Illinois and Mississippi Canal, except such claims as it may have for the abstraction from Rock River of more than three hundred cubic feet of water per second when the flow of Rock River imme- diately above is less than one thousand cubic feet of water per second. STATUTES RELATING TO WATER POWER 671 (59) Chap. 513. — An Act Permitting the building of a dam across the Feb. 7, 1903. St. Croix River at or near the village of St. Croix Falls, Polk County, Vo l. 32, p. 802. Wisconsin. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That ^f^l^- ^y^^ ° ^ ^ the consent of Congress is hereby granted to St. Croix st! croix Falls Wisconsin Improvement Compan}^, a corporation impro\'^ement organized under the laws of the State of Wisconsin, and9°- ^* livT^^J m /-^ • T-\ n ■» f T /-^ aam at at. Croix to St. Croix r alls JViinnesota Improvement Company, FaUs. a corporation organized under the laws of the State of IVIinnesota, or either of them, their and each of their sue cessors or assigns, to build a dam across the St. Croix River at or near the St. Croix Falls, so called, in said river, and all works incident thereto in the utilization of the power thereby developed: Provided, That the plans Protisos. for the construction of said dam and appurtenant works proveT by^t^e shall be submitted to and approved by the Cliief of Engi-'^''"''taryofwar neers and the Secretary of War before the commencement of the construction of such dam: And provided further, That said St. Croix Falls Wisconsin Improvement Com- pany and said St. Croix Falls Minnesota Improvement Company, or either of them, their and each of their suc- cessors or assigns shall not deviate from such plans after such approval either before or after the completion of the structure, unless the modification of said plans shall have previously been submitted to and received the approval of the Cliief of Engineers and of the Secretary of War: And provided further, That there shall be placed and main- construction of tained in connection with said dam a sluiceway so ar- '''""^'''^'^^• ranged as to permit logs, timber, and lumber to pass around, through or over said dam, mtliout unreasonable delay or liindrance, and without toll or charges; that tlie^.^^ifistona\nga- Government of the United States may, at any time, con- struct in connection therewith a suitable lock for naviga- tion purposes, may at any time without compensation control the said dam for purposes of navigation, but shall not destroy the water power created by said dam to any greater extent than may be necessary to provide proper facilities for navigation; and that the Secretary of War may, at any time, require and enforce, at the expense of the owners, such modifications and changes in the con- changes, struction of said dam and may make such regulations for the operation of said dam as he may deem advisable in the interests of navigation. Sec. 2. That in case any litigation arises from the build- Litigation. ing of said dam or from the obstruction of said river by said dam or appurtenant works cases may be tried in the proper courts, as now provided for that purpose in the States of Wisconsin and Minnesota, and in the courts of the United States. Sec. 3. That this Act shall be null and void unless the Time of con- dam herein authorized be commenced wdthin two years 672 REPOET OF THE INLAND WATERWAYS COMMISSION and completed within five years from the time of the pas- sage of tliis Act. Amendment. Sec. 4. That the Tight to amend or repeal this Act is hereby expressly reserved. Approved, February 7, 1903. (60) Apr. 5, 1906. Chap. 1368. — All Act Permitting the building of a dam across the Vol. 34, p. 102. Q.^^y^^ Joseph River near the village of Bemen Springs. Berrien County, [H. R. 16671.] Michigan. [Public, No: ^"'^ Be it enacted hy the Senate and House of Representatives /mch'^'^^^^'''^f^^^ f7mie(Z States of America in Congress assembled, That Berrien Springs the conscnt of Coiigress is hereby granted to the Ber- S^co^'m'^paiiyrien Springs Power and Electric Company, a corpora- may dam. iIq^^ organized under the laws of the State of Michigan, Location. . o . , ^ . ' its successors and assigns, to construct, erect, and main- tain a dam across the Saint Joseph River, in Berrien County, in the State of Michigan, at any point within two miles south of the highway bridge at Berrien Springs, to- gether with all necessary works appurtenant thereto: Provisos. Provided, That the plans of said dam shall be submitted war"t''o''approveto and be appi'ovcd by the Chief of Engmeers and the plans, etc. Secretary of War before construction is commenced; and the Secretary of War may at any time requhe and enforce, at the expense of the owners, such modifications in the construction of said dam as he may deem advisable in the interest of navigation: Provided further. That there shall be placed and maintained in connection with said dam a Sluiceway sluiccway SO arranged as to permit logs, timber, and lum- ber to pass around, through, or over said dam without um-easonable delay or hindrance and without toll or charges, and suitable gates, wens, and sluices shall be pro- vided in said dam and shall be so operated as to furnish at all times the flow of water necessary for the navigation of the Saint Joseph River below Berrien Springs; and Fishways. Suitable fishwa3"s, to be approved by the United States Fish Commission, shall be constructed and maintained on said dam. Damages. Sec. 2. That before the construction of said dam shall be begun, the permission of the board of supervisors of Berrien County, Michigan, shall be obtained thereto, and compensation shall be made for all property taken or damages thereby occasioned according to the laws of the State of Michigan. stSon"^ '°°' Sec. 3. That this Act shall be null and void unless the dam herein authorized is commenced within one year and completed within tlu'ec years from the date hereof. iVmendment. Sec. 4. That the right to amend or repeal this Act is hereby expressly reserved. Approved, April 5, 1906. STATUTES RELATING TO WATER POWER 673 (61) Chap. 2579. — An Act To autliorize Herman L. Hartenstein to con- Mar. 2, 1907. struct a dam across the Saint Joseph River, near the village of Mott- Vol- 34, p. 1254 ville. Saint Joseph County, Michigan. [H. r. 25832.1 [Public, No. Be it enacted hy the Senate and House of Representatives'^-^ of the United States of America in Congress assembled, That (.j.^^jf^'^^®?^ ^'^'" Herman L. Hartenstein, a citizen of the State of Michi- Herman l. gan, his heu-s and assigns, be, and they are hereby, may* dam, ^at authorized to construct, maintain, and operate a dam^""^"'*^- across the Saint Joseph River, at any point up the stream within one mile fi'oni the highway bridge at the village of Mottville, Saint Joseph County, in tlie State of Michigan, in accordance with the provisions of the Act entitled '' An Act to regulate the construction of dams Voi. 34, p. 386. across navigable waters," approved June twenty-first, nineteen hundred and six. Sec. 2. That the right to alter, amend, or repeal this -^jnendment. Act is hereby expressly reserved. Approved, March 2, 1907. (62) Chap. 2555. — An Act Permitting the building of a dam across the M^ar. 2, 1907. Savannah River at Andersonville Shoals. Vol. 34, p. 1240 _ [U. R. 25848.] Be it enacted hy the Senate and House of Representatives 2x1^^'^^^^' ■^°' of the United States of America in Congress assembled, That s a v a n n a h the J. R. Earle Development Company, a corporation jT^r. Earie De- to be organized under the laws of South Carolina, pan^™nay daS^ its successors and assigns, is hereby authorized to con- at AndersonviUe struct and maintain a dam across the Savannali River, ^ extending from a point in Hart County, Georgia, to a point in Anderson County, South Carolina, upon or in the vicinity of Andersonville Shoals, and all works inci- dent thereto in the utilization of the power thereby devel- oped, in accordance with the provisions of an Act entitled voi. 34, p. 386. "An Act to regulate the construction of dams across navi- gable waters," approved June twenty-first, nineteen hun- dred and six. Sec. 2. That the right to amend or repeal this Act is Amendment hereby expressly reserved. Approved, March 2, 1907. 674 EEPOET OF THE INLAKD WATERWAYS COMMISSION. (63) Mar. 2, 1907. Chap. 2553. — An Act Permitting the building of a dam across the Vol. 34, p. 1240. Savannah River at Calhoun Falls. [Public, No. Be it enacted hy tTie Senate and House of Representatives ^^1 a V a n n a h ofthe United States of America in Congress assembled, That ^H^'^h MacRae^^^ Hugh MacRae (.'ompany, a corporation organized Company m a'y uncler the laws of Soutli Carolina, its successors and dam^ at caUioun j^gg-gj^g^ is hereby authorized to construct and maintain a dam across the Savannah River extending from a point in Elbert County, Georgia, to a point in Abbe- ville County, South Carolina, upon or in the vicinity of Calhoun Falls, and all works incident thereto in the utilization of the power thereby developed, in accordance Vol. 34, p. 386. with the provisions of an Act entitled "An Act to regu- late the construction of dams across navigable waters," approved June twentj^-first, nineteen hundred and six. Amendment. Sec. 2. That the right to amend or repeal this Act is hereby expressly reserved. Approved, March 2, 1907. (64) Mar 2 1907 Chap. 2580. — An Act Permitting the building of a dam across the Vol.' 34, p. 1255. Savannah River at Cherokee Shoals. [pubiicf^iJo. Be it enacted hy the Senate and House of Representatives ^^s\ V a n n a h ofthc United States of America in Congress assemhled, That River, Ga. and the Hugli MacRae Company, a corporation organized ^Hiigh MacRae under the laws of South Carolina, its successors and Company ni ay ^ggjg^g jg hereby authorized to construct and maintain dam, at Cherokee i° ' ,i in i -o- , ^• i-^ shoals. a dam across the Savannah Kiver extendmg rrom a point in Elbert County, Georgia, to a point in Abbe- ville County, South Carolina, upon or in the vicinity of Cherokee Shoals, and all works incident thereto in the utilization of the power thereby developed, in accordance Vol. 34, p. 386. with the provisions of an Act entitled "An Act to regu- late the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Amendment. Sec. 2. That the right to amend or repeal this Act is hereby expressly reserved. Approved, March 2, 1907. (65) Feb. 8, 1901. Chap. 344. — An Act Permitting the building of two dams across '^- ' • the Savannah River above the city of Augusta in the State of Georgia. Be it enacted hy the Senate and House of Representatives p^Ir Co ^mJ ^f^^^ United States of America in Congress assembled, That dam Savannah the couscnt of Cougrcss is hereby granted to Twin City clIeKS-^c.^^^^^oweT Company, a corporation organized under the laws of the State of South Carolina, its successors or STATUTES RELATING TO WATER POWER 675 Litigation. assigns, to construct, erect, and maintain a dam across the Savannah River at or near where Dortons Creek, in the county of Edgefield, State of South Carolina, empties into the Savannah River, and all works incident thereto in the utilization of the power thereby developed; and also a dam across the said river at or near the southern— also at Prices end of Prices Island in said river, and about five miles from the mouth of Dortons Creek, and all works incident thereto in the utilization of the power thereby developed: Provided, That each of the dams constructed shall be Provisos. provided with an accessible lock of such capacity as may Locks. be prescribed by the Secretary of War: Provided also, That the plans for the construction and maintenance of secretary of said dams and appurtenant works shall be submitted to plans, ete*.^^'°^^ and approved by the Chief of Engineers and the Secretary of War before the commencement of the construction of such dam or dams, and that the said Twin City Power Company shall not deviate from such plans after such approval, either before or after completion of the same, unless the modification of said plans shall have previously been submitted to and received the approval of the Chief of Engineers and of the Secretary of War: Provided further, That in case any litigation arises from the build- ing of said dam or dams, the maintaining of the same, or from the obstruction of said river by the said dam or dams or appurtenant works, cases may be tried in the proper courts as now provided for that purpose in the States of South Carolina and Georgia, and the courts of the United States. Sec. 2. That the right to amend or repeal this Act is hereby expresslj^' reserved: And provided further, That suitable fishways shall be constructed and maintained at said dams by said company, its successors and assigns, as may be required from time to time by the United States Fish Commissioner. Sec. 3. That this Act shall be null and void unless one completion, of the said dams herein authorized shall be completed within five years from the passage of this Act, and unless both dams shall be completed within the same time the rights and privileges hereby granted shall cease and be determined so far as pertains to the incompleted dam: And provided further. That such dam or dams shall be constructed in such manner as not to iniure or diminish No injury to . 1 , p 1 . • J existing hydrau- the water power or any person or company having a dam uc works, or hydraulic works already constructed: And provided further. That before the construction of either of said Damages, dams compensation shall be made to any person or com- pany whose lands may be taken or overflowed in the construction or maintenance of such dam or dams, in accordance with the laws of the State where said lands may be situate. Approved, February 8, 1901. Amendment. Proviso. Fishways. Provisos. 676 EEPORT OF THE INLAND WATERWAYS COMMISSION Feb. 27, 1907. Chap. 2074. — An Act Authorizing tlie Twin City Power Company Vol. 34, p. 1000. jq build two dams across the Savannah River above the city of Au- [S. 8182.] gusta, in the State of Georgia. [Public, No. 134] Be it enacted hy the Senate and House of Representatives Bnviinn ah of the United States of America in Congress assembled, That ^Tw'in City the Twin City Power Company, a corporation organ- Power Company i2ed Under the laws of the State of South Carohna, may dam, at. i • i n ^i i i Dortons Creek its successors and assigus, be, and tney are hereby, au- iTndf s.^c.'^^^ ^^" thorized to construct, maintain, and operate a dam across the Savannah River, at or near where Dortons Creek, in the county of Edgefield, wState of South Caro- lina, empties into the Savannah River, and also a dam across the said river at or near the southern end of Prices Island in said river and about five miles from the mouth Vol. 34, p. 38(i. of Dortons Creek in the State of South Carolina, in ac- cordance with the provisions of the Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred Trn^^^of con-^^^^ ^^-^' P^ovidcd, That one of said dams shall be com- struction. plctcd witliiu three years, and the other within five years from the passage of this Act. Amendment. gj,^, 2. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, February 27, 1907. February 29, CHAP. 55. — An Act To authorize the Twin City Power Company ^^[1 372G ] ^*^ build, operate, and maintain three dams across the Savannah — — ^^ — River, above the city of Augusta, in the State of Georgia. [Public, No. Vol. 35, p. 36. Be it enacted hi/^ the Senate and House of Representa- tives of the United States of America in Congress assem- say&nna.hl)Jed, That the Twin City Power Company, a corporation 'tw' i n City Organized under the laws of the State of South Carolina, pan^may dam! Jts succcssors and assigus, be, and they are hereby, author- ized to construct, maintain, and operate a dam across the Creek,^s. °c° ^ Savannah River, at or near where Dortons Creek, in the count}^ of Edgefield, State of South Carolina^ empties into the Savannah River, and also a dam across the said river Pi' i c e s Is- ., t or near the southern end of Prices Island, in said river, ^^ ' "' ■ and about five miles from the mouth of Dortons Creek, in the State of South Carolina, in accordance with the pro- ^oi- 34. p- visions of the Act entitled "An Act to regulate the con- struction of dams across navigable waters," approved Proviso. June twenty-first, nineteen hundred and six : Provided, J|i^e of com- That One of said dams shall be completed within three ^ ^Z""^" years and the other within five years from the passage of this Act. ^cjouchs gj^^,_ 2_ That the said Twin City Power Company is authorized to construct, operate, and maintain a dam across the Savannah River at what is known as Crouchs Provisos. Bluff, in Edgefield County, South Carolina: Provided, Site. That the said site at Crouchs Bluff can be obtained by contract from the owners thereof : A7id pi'ovided further, STATUTES RELATING TO WATER POWER 677 That said dam at Crouchs Bluff shall be constructed ggjo'- ^^- p- under the provisions of the said Act of June twenty-first, nineteen hundred and six: Provided further^ That said iT/i™^ "^ *^°™" dam if constructed at Crouchs Bluff shall be completed ^ ''^"'°' within three years. Sec. 3. That the Act entitled "An Act authorizing the^^R^^pe^ai of Twin City Power Company to build two dams across the voi. 34', p. Savannah Eiver, above the cit}" of Augusta, in the State ■^^^'^• of Georgia," approved February twenty-seventh, nineteen hundred and seven, be, and the same is hereby, repealed. Sec. 4. That the right to alter, amend, or repeal this Amendment. Act is hereby expressly reserved. Approved, February 29, 1908, (66) Chap. 460. — An Act Permitting the building of a dam across the Feb. 5, 1907. Savannah River at Gregg shoals. Vol. 34, p. 876. [H. R. 21402.] Be it enacted hy the Senate and House of Representatives [Public, no. 55.] of the United States of America in Congress assembled, That s a v a n n a h the Savannah River Power Company, a corporation s.'c!'^' organized under the laws of South Carolina, its succes- j^f^g^^'^j^oVe^ sors and assigns, is hereby authorized to construct and company may maintain a dam across the Savannah River, extending shoaisf '^^^ from a point in Elbert Count}', Georgia, to a point in South Carolina near the dividing line between Anderson County, South Carolina, and Abbeville County, South Carolina, upon or in the vicinity of Gregg shoals, and all works incident thereto in the utilization of the power thereby developed in accordance with the provisions of an "^'oi. 34, p. 386. Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Sec. 2. That the right to amend or repeal this Act is ^^^^ment. hereby expressly reserved. Approved, February 0, 1907. (67) Chap. 2554. — An Act Permitting the building of a dam across the Mar. 2, 1907. Savannah [Tugaloo] River at Hattons Ford. Vo l. 34, p. 1240. [H. R. 2,5847.] Be it enacted hy the Senate and House of Representatives ^^1^^^^^*^, No. of the United States of America in Congress assembled, That " s a v a n n a h the Hugh ]MacRae Compan}--, a corporation organized ^'^lifg^°\^^l^ under the laws of South Carolina, its successors and as- company may 1 1 ji'ix J, i. ] • i, •„ dam, at Hattons signs, IS hereby authorized to construct and maintain Ford, a dam across "the Savannah River, extending from a point in Hart County, Georgia, to a point in Anderson 678 EEPOET OF THE INLAND WATERWAYS COMMISSION County, South Carolina, upon or in the vicinity of Hat- tons Ford, and all works incident thereto in the utilization of the power thereby developed, in accordance with the Vol. 34, p. 386. provisions of an Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Amendment. Qec. 2. That the right to amend or repeal this Act is hereby expressly reserved. Approved, March 2, 1907. (68) Mar. 2, 1907. Chap. 2549. — An Act Permitting the building of a dam across the Vol.'34', p. 1238. Savannah River at McDaniel Shoals. [pub'iic, No. Be it enacted hy the Senate and House of Representatives ^"s a YemnnhoftTie United States of America in Congress assembled, That ^^^k^^'a „ ^ ^ the Anderson Guaranty and Trust Company, a corpo- Anderson . . J . A /-^ ^• • Guaranty and ration Organized under the laws or bouth Carolina, its ml'ydam^™?M(> successors and assigns, is hereb}^ authorized to con- Daniei shoals, struct and maintain a dam across the Savannah River extending from a point in Hart County, Georgia, to a point in Anderson Count}^, South Carolina, upon or in the vicinity of McDaniel Shoals, and all works incident thereto in the utilization of the power thereby developed, Vol. 34, p. 386. in accordance with the provisions of an Act entitled "An Act to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Amendment. g^^ 2. That the right to amend or repeal this Act is hereby expressly reserved. Approved, March 2, 1907. (69) Mar. 2, 1907. Chap. 2551. — An Act Permitting the building of a dam across the Vol.'34', p. 1239. Savannah River at Middleton Shoals. [Pub'iic, No. Be it enacted hy the Senate and House of Representatives ^^s a V a n n a h of the United States of America in Congress assemhled, That ^'^n d r s o n ^ Audcrsou Guaranty and Trust Company, a corpora- Guaranty andtion organized under the laws of South Carolina, its raa"/danf,™t1;he succcssors aiid assigus, is hereby authorized to construct shdafs'^ 1 <^ ^ ° "and maintain a dam across the Savannah River extend- ing from a point in Elbert County, Georgia, to a point in Anderson County, South Carolina, upon or in the vi- cinity of Middleton Shoals, and all work incident thereto in the utilization of the power thereby developed, in ac- voi. 34, p. 386. cordance with the provisions of an Act entitled "An Act STATUTES RELATING TO WATER POWER 679 to regulate the construction of dams across navigable waters," approved June twenty-first, nineteen lunidred and six. Sec. 2. That the right to amend or repeal this Act is Amendment. hereby expressly reserved. Approved, March 2, 1907. (70) Chap. 2556. — An Act PeiTaitting tln^ building of a dam across the Mar. 2, 1907. Savannah River at Trotters Shoal. Vol. 34, p. i24 l. , [H. R. 25850.1 Be %t enacted hy the Seriate and House of Representatives ^^R^^^'^^- ^o. of the United States of America in Congress assembled, That savannah the Hugh MacRae Company, a corporation organized ^Hugh MacRae "under the laws of South Carolina, its successors and 9°™?*^?^^ I^^^ 1 1 , 1 • 1 J J 1 1 • , • dam, at Trotters assigns, IS hereby authorized to construct and maintain shoais. a dam across the Savannah River extending from a pomt in Elbert County, Georgia, to a point in Abbe- ville County, South Carolina, upon or in the vicinity of Trotters Shoals, and all works incident thereto in the utilization of the power thereby developed, in accordance with the provisions of an Act entitled "An Act to regulate voi. 34, p. 386. the construction of dams across navigable waters," approved June twenty-first, nineteen hundred and six. Sec. 2. That the right to amend or repeal this Act is Amendment. hereby expressly reserved. Approved, March 2, 1907. (71) Chap. 2550. — An Act Permitting the building of a dam across the Mar. 2, 1907. Savannah River at Turner Shoals. Vol. 34, p. 1239. m. R. 25774.] Be it enacted hy the Senate and House of Representatives ^^^,^'^^^^' ^o. of the United States of America in Congress assemhled, That savannah the Anderson Guaranty and Trust Company, a corpora- ^A^n d e r s o n tion organized imder the laws of South Carolina, its ^"'^''f ^^^ ^^^ 1 • • 1. 1- J.1- • 1 .L i. i, T"^*^^* Company successors and assigns, is hereby authorized to construct may dam, at and maintain a dam across the Savannah River extend- ^'^™®'" ^^°*^^' ing from a point in Elbert Coimty, Georgia, to a point in Abbeville County, South Carolina, upon or in the vi- cinity of Turner Shoals, and all works incident thereto in the utilization of the power thereby developed , in accord- ance with the provisions of an Act entitled "An Act to voi. 34, p. 386. regulate the construction of dams across navigable waters," approved June twenty-fu-st, nineteen hundred and six. Sec. 2. That the right to amend or repeal this Act is Amendment. hereby expressly reserved. Approved, March 2, 1907. 680 REPORT OF THE INLAND WATERWAYS COMMISSION (72) Mar. 3, 1905. Chap. 1440. — An Act Providing for the acquirement of water rights Vol. 33, p. 1006. in the Spokane Kiver along the southern boundary of the Spokane [H R 1.5609] Indian Reservation, in the State of Washington, for the acquirement of [Public, No. lands on said reservation for sites for power purposes and the beneficial 173] use of said water, and for other purposes. Be it enacted hy the Senate and House of Representatives Spokane niver, of the United States of America in Congress assembled, That ule' of waters, the right to the use of the waters of the Spokane River where the said river forms the southern boundary of the Spokane Indian Reservation may, "vvith the consent of the Secretary of the Interior, be acquired by any citizen, association, or corporation of the United States by ap- propriation under and pursuant to the laws of the State of Washington. dian iiVserva- ^^^" ^' ^hat the Secretary of the Interior be, and he tion. hereby is, authorized and empowered to grant such appro- oMcfr°damsf°tc priator or appropriators land on said reservation, whether the same has been allotted in severalty to any individual Indians, but wliicli has not been conveyed to the allottee with full power of alienation, or whether the same remains unallotted, on tlie north bank of the said Spokane River, such as shall be necessary and requisite for overflow rights and for the erection of suitable water, electrical, or power plants, dams, \\4ng walls, flumes, or other needful struc- tures required for the development of power or for the beneficial use of said water: * * * Rules, etc. Sec. 5. That the Secretary of the Interior shall make all needful rules and regulations not inconsistent here\\"ith for the proper execution and carrying into effect of this Act. Approved, March 3, 190.5. (73) [Tennessee River, Elk River shoals to Florence railway bridge. Extract from river and harbor act approved March 2. 1907. Stats. L., vol. 34, p. 1094.] Bfe'^Tree^shoa^s'! Improving Tennessee River at Colbert and Bee Tree Ala. ' shoals, Alabama : Continuing improvement, two himdred Contract. thousaud dollars: Provided, That the Secretary of War may enter into a contract or contracts for such materials and work as may be necessary for the completion of said project, to an amomit not exceeding two hundred and thirteen thousand dollars, exclusive of the amounts herein am^n*^ c*o nfu-^^^^ heretofore appropriated or authorized. And the Sec- tions, etc. retary of War may appoint a Board of Engineers whose duty it shall he to examine the present condition of the United States canal and the Tennessee River from the head of Elk River Shoals to the Elorence Railway bridge p. 52 STATUTES EELATTNO TO WATER POWER 681 in tlie State of Alabama, with a view to permitting tlie improvement of the dbove-descrihed stretch of said river hy private or corporate agency in conjunction with the development of water power hj means of not more than three loclis and dams; and the said Board may examine any plans presented by such agency and shall report whether the same, if constructed, can, without injury to navigation, or with advantage thereto, be used to develop water power, and what portion, if cnj, of the expense of the work should be borne by the United States ; ai}d such Board shall report its findings not later than the first Report. Monday in Decemher, nineteen hundred and seven, and until such Board shall maJce its report and action shall ^^J^^^h ^^°^}^' 7 7 7 7 /^ • 7 77 7* pemiltS Wlttl- be taken thereon by Congress no permits shall be issued^eu. under the provisions of the Act approved March sixth, ^°^-^'*' nineteen hundred and six, entitled "An Act to authorize the construction of dams OTid power stations on the TcTir- nessee River at Muscle Shoals, Alabama." (74) [Hales bar dam.] Chap. 1605.— An Act To enable the Secretary of War to permit the :^Pf- 26- 1904 erection of a lock and dam in aid of navigation in the Tennessee River ' P" near Chattanooga, Tennessee, and for other purposes. [H. R. 15014.] [Public, No. Be it enacted hy the Senate and House of Representatives of the United, States of America in Congress assembled, That ^-^1/ u e s see the Secretary of War be, and he is hereby, fully authorized and empowered to grant permission to the city of Chattanooga, Tennessee, or to a private corpora- Chattanooga, tion or company, or to individuals, as provided in sec- 7h^]ze/to buud tion five of this bill, to build and construct a lock and lock and dam. dam across the Tennessee River at ''Scott Point," near Chattanooo;a, Tennessee, under his direction, supervision, and control, and in accordance with and conformit}^ to the plans and designs made by Major Dan C. Kingman, an engineer of the United States Army, in pursuance of an voi. 30, p. iisi. Act of Congress passed on March third, eighteen hundred and ninet^'-nine, with such changes and modifications as the Secretary of War may direct: Provided, That the Protiso. said contracting mimicipalitj' or parties shall purchase and pay for all lands on either side of the river that ma}^ be necessary to the successful construction and operation of said lock and dam, including flowage rights and rights . of way for ingress and egress from public highways, and deed the same to the United States, and make all excava- tions, erect all stone, concrete, and timber work, furnish all materials of every character, and pay for all labor employed in the construction of said lock and dam, and give said lock and dam to tlie United States completed, free of all cost, expense, claims, or charges of any kind 31673— S. Doc. 325, 60-1 44 682 EEPORT OF THE INLAND WATERWAYS COMMISSION whatsoever, except for expenses connected with the prep- aration of plans and the superintendence, as provided m section five of tliis Act, and further excepting the cost of the lock gates and ironwork and machinery necessary^ to operate the lock when completed, which shall be furnished by the United States. stnirtfon°^ ''°"" ^^^- 2- That the said municipality, corporation, com- pany, or individuals undertaking the construction of said work shall begin the building of said lock and dam within eighteen months from the passage of this Act, and the same shall be completed witliin four years from the date of beginnino; the construction, the right being re- united states served to the United States to enter on the construction may construct. ^^ g^-j Iqq^ q^y)c] dam if deemed advisable at any time before the work is commenced by said contracting parties; or if begun and not carried on in strict accord- ance with the directions of the Secretary of War, then the United States may assume the further co*nstruction and completion of said work at its option, the cost of such further construction and completion to be paid by the said contracting municipality, corporation, company, or individuals. Delivery of g^c. 3. That the deed to the United States to the land to be purchased and donated to the same, as mentioned in the first section of this Act, shall be executed and deliv- ered within twelve months after the passage of this Act; and, further, that the Secretary of War shall determine from time to time whether the work is being properly done, and may require an increase in force to be em- ployed by the contractor so as to force the work to com- pletion within the limit mentioned in the Act. powfr. °^ "^^^^^ Sec. 4. That in consideration of the construction of said lock and dam, free of cost to the United States ex- cept as provided in section one of this Act, the United States hereby grants to the municipality, corporation, company, or persons constructing said lock and dam under the provisions of this Act such rights as it pos- sesses to use the water power produced by said dam, and to convert the same into electric power or otherwise util- Pj:Ovisps. ize it for a period of ninety-nine years: Provided, That rent to be sup- it or they shall furnish the necessary electric current c^en?*°bui'id- while its or their power plant is in operation to move ings, etc. the gatcs and operate the locks and to light the United States buildings and grounds, fiee of cost to the United j^.umbstructed States: And provided further, That the plans for the necessary works and structures to utilize said water power shall be approved h^ the Secretary of War, and that nothing shall be done in the use of the water from said dam or otherwise to interfere with or in any way impede or retard the proper and complete navigation of the river at all times, nor in any way to interfere with the use and control of the same by the United States for the purposes of navigation : And provided further, That STATUTES RELATING TO WATER POWER 683 Provisos. Bond. the Secretary of War is hereby authorized to prescribe regulations to govern the use of the said water power and Regulations, the operations of the plant and force employed in con- nection therewith; and no claim shall be made against the United States for any failure of water power result- ing from any cause whatever. Sec. 5. That it shall be the duty of the Secretary of ^"^//^^^f^g „ War in contracting for the erection of the said lock and tions. dam to give the preference, option, or first right to con- tract to do said work to the city of Chattanooga, Tennes- see, but if said city of Chattanooga shall fail within four months from the passage of this Act to formally notify the Secretar}^ of War of its intention to construct said lock and dam and to enter into contract to do so, then to C. E. James and J. C. Guild, residents of Chattanooga, Tennessee, their heirs and assigns. In case of failure on the part of said C. E. James and J. C. Guild, residents of Chattanooga, Tennessee, their heirs and assigns, for a further period of eight months to formally notify the Secretary of War of their mtention to proceed with the construction of the lock and dam as herein provided, then it shall be lawful for the Secretary of War to contract with any ]:)rivate corporation, company, firm, or persons for the construction of said lock and dam on the terms and in the manner herein provided: Provided, That the Secretary of War ma}-^ require the contracting party to execute a bond, with proper sureties, before the commence- ment of the work in such amount as he may consider nec- essary, not exceeding one hundred thousand dollars, to insure the commencement, prosecution, and completion, of the work herein authorized and compliance with the terms, conditions, and requirements of this Act, and in case of failure to comply with the requirements of said bond the said contracting party shall forfeit to the United States the fidl amount thereof: Provided furtJier, That the plans, including specifications and drawings for the Plans, etc. work, shall be prepared at the expense of the United States, under the direction and subject to the approval of the Secretary of War and the Chief of Engineers, United States Army, by the officer of the Corps of Engineers, United States Army, having under his charge the work of improving the Tennessee River, who shall at the ex- pense of the United States maintain a suitable force of inspection. inspectors upon the work to see that the plans and speci- fications are strictl}^ carried out, and such conditions or safeguards as the Secretary of War and the Chief of Engineers may deem essential to securing proper results shall be made a part of the contract. The expense for Expense. plans as well as for the maintenance of the force of in- spectors herein referred to shall be paid from the amount appropriated for preliminary examinations, surveys, con- tingencies, and so forth, made in section two of the river voi. 32, p. 372. ancl harbor Act of June thirteenth, nineteen hundred and two. 684 EEPOKT OF THE INLAND WATERWAYS COMMISSION ti^e*?orcon- ^^^- ^- That in the event the city of Chattanooga un- struction. dertakes the erection of said lock and dam the Secretary of War shall extend the time provided herein for begin- ning the work on the same for a period not exceeding twelve months from the passage of the enabling act that the general assembly of the State of Tennessee may pass at its next regular session, enabling said municipality to undertake said work, if the same be necessary; and in the same event he shall extend the time for the completion of said lock and dam twelve months. catijfifreserved^' Sec. 7. That the right is expressly reserved in the United States to revoke by Act of Congress the rights privileges, and benefits conferred by this Act; but in the cation. ""'"**'' 6vent of such rcvocation the United States shall pay to the municipality, corporation, company, firm, or persons who may erect said lock and dam under the provisions of this Act, as full compensation, the reasonable value, ex- clusive of the franchise hereby conferred, of all properties erected and lands purchased by them necessary for the en- joyment of the benefits conferred upon them by the provi- sions of this Act, such value to be determined by mutual agreement between the Secretary of War and the owners of said properties, and in case they can not agree, then by proceedings instituted in the United States circuit court for the condemnation of said property, such proceedings to conform as nearly as may be to the laws of the State of Tennessee in respect of condemning land for the right of su's^TnsionWay for railroad purposes: Provided, That to insure of privileges. compliance with the terms of the contract or of this Act, or to protect the interests of navigation, the Secretary of War shall have power at any time, before or after the completion of the work, to order a suspension of all priv- inSctior^'^^^ileges granted by this Act: And provided further, That compliance with such order of suspension may be en- forced by the injunction of the circuit court of the United States exercising jurisdiction in the district in which the work is situated, and proper proceedings to this end shall be instituted by the Attorney-General upon request of the Secretary of War. noflflectfd.'"''^" Sec. 8. That nothing in this Act shall be construed as in any way interfering with the exclusive jurisdiction over and control by the United States of the Tennessee River and the lock and dam therein to be erected for the purpose of navigation, nor as repealing or modifying any of the provisions of law now existing in reference to the protection of navigation. Approved, April 26, 1904. STATUTES RELATING TO WATER POWER 685 Jan. 7, 1905. Vol. 33, p. 603. (H R. 15590.] (Public, No. 6.] Tennessee [Hales bar dam.] Chap. 32. — An Act To amend an Act approved April twenty-sixth, nineteen liundred and four, entitled "An Act to enable the Secretary. of War to permit the erection of a lock and dam in aid of navigation in the Tennessee River near Chattanooga, Tennessee, and for other pur- poses." Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, That the Act of Congress approved April twenty-sixth, nine- construction of teen hundred and four, entitled "An Act to enable |f^^^^^"g^amm, the Secretary of War to permit the erection of a locknooga. and dam in aid of navigation in the Tennessee River ° • - p- near Chattanooga, Tennessee, and for other purposes," be, and the same is hereby, amended by inserting in section one, line seven, after the words "Scott Point," "near Chattanooga, Tennessee," and before the word "under,' the following: "or at such other point or place in the mountain section of said river below Scott Point as the Secretary of War may approve." Approved, January 7, 1905. [Extract from river and harbor act approved March 3, 1905. Stats. L., Vol. 33. p. 1133.] Location. Scott Point. Lock gates. Proviso. Contracts. Improving Tennessee River, Tennessee: Continuing improvement by the partial construction of lock gates at the lock projected at or near Scotts Point, together with (Hales bar.) the cost of superintendence and the preparation of plans to be made by the United States, ten thousand dollars: Provided, That a contract or contracts may be entered into by the Secretary of War for such materials and work as may be necessary for the further prosecution of said work, to be paid for as appropriations may from time to time be made by law, not to exceed in the aggregate forty thousand dollars exclusive of the amount herein appro- priated. [Extract from river and harbor act approved March 2, 1907. Stats. L., Vol. 34, p. 1093.] Improving Tennessee River at Hales bar, Tennessee : ^^^ ' ® ^ '^'^'■' Completing improvement, sixty-two thousand nine hun- dred and seventy dollars. (75) Chap. 517. — An Act To authorize the construction of dams and power stations on the Tennessee River at Muscle Shoals, Alabama. Mar. 6. 1906. Vol. 34, p. 52. [H. R. 297.] [Public, No. 35.] Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled. That Rn-er° n e s s e e any person, company, or corporation having authority Dams at mus- therefor under the laws of the State of Alabama may authorized. ^'' hereafter erect, maintain, and use a dam or dams in or voi. 34, p. 1094. across the Tennessee River, in the State of Alabama, at such pomts at Muscle Shoals as they may elect, and the 686 REPORT OF THE INLAND WATERWAYS COMMISSION Secretary of War may approve, between a point on the southern side of the river opposite to, or below the head or opening of the canal constructed by the United States on the north side of the river, on the east, and the western Construction ^^^® ^^ scctiou sixtceu, towusliip three, range ten on the etc., of power west, for the purpose of erecting, operating, and main- stations, taining power station and to maintain inlet and outlet races or canals and to make such other improvements on the southern bank of the Tennessee River, between the two points above mentioned, as may be necessary for the development of water power and the transmission of the same, subject always to the provisions and requirements of this Act, and to such conditions and stipulations as may be imposed by the Chief of Engineers and the Sec- retary of War for the protection of navigation and the property and other interests of the United States. Secretary of Sec. 2. That detailed plans for the construction and plans, eta^^^°^^ operation of a dam or dams and other appurtenant and necessary works shall be submitted by the person, com- pany, or corporation desiring to construct the same to the Chief of Engineers and the Secretary of War, with a map showing the location of such dam or other structures with such topographical and hydrographic data as may be necessary for a satisfactory understanding of the same, which must be approved by the Chief of Engineers and the Secretary of War before work can be commenced on said dam or dams or other structures; and after such approval of said plans, no deviation whatsoever there- from shall be made without first obtaining the approval of the Chief of Engmeers and the Secretary of War: Provisos. Provided, That the constructions hereby authorized do navfgatfon."° ^ Hot interfere with the navigation of Muscle Shoals Canal or the navigation of the Tennessee River: And j^rovided Restrictions, further, That said dam or dams and works shall be lim- ited only to the use of the surplus water of the river, not required for the navigation of the Muscle Shoals Canal or the Tennessee River, and that no structures shall be built and no operations conducted by those availing themselves of the provisions of this Act which shall injure or inter- fere with the navigation of the Muscle Shoals (^anal or impair the usefulness of any improvement made by the Government in the interest of navigation. Locks, etc. Sec. 3. That the Government of the United States re- serves the right, at any time that the improvement of the navigation of the Tennessee River demands it, to con- struct, maintain, and operate, in connection with any dam or other works built under the provisions of this Act, suitable lock or locks or any other structures for navigation purposes, and at all times to control such dam or dams or other structures, and the level of the pool caused by such dam or dams, to such an extent as ma}^ be necessary to provide facilities for navigation; and when- ever Congress shall authorize the construction of such lock or other structures, the person, company, or corpo- STATUTES RELATING TO WATER POWER 687 ration owning and controlling such dam or dams or other structures shall convoy to the United vStates, under such terms as Congress shall prescribe, titles to such land as may be re(]U!rcd for the use of such lock and approaches, ancl in addition thereto shall grant to the United wStates, free of cost, the free use of water power for building and operating such constructions: Provided also, That the P'^oviso. person, company, or corporation building, maintaining, or operating any dam or dams or other structures under the provisions of this Act shall be liable for any damage Damages. that may be inflicted thereby upon private property, either by overflow or otherwise, in a court of competent jurisdiction. The person, company, or corporation own- ing or operating any such dam shall maintain, at their own expense, such lights and other signals thereon and Lights, etc. such fishways as the Secretary of Commerce and Labor shall prescribe. Sec. 4. That all the rights acquired under tliis Act piFa^j^^" *» ^om- shall cease and be determined if the person, compan}?^, or tions, etc. corporation accjuiring such right shall at any time fail to comply with any of the provisions or requirements of this Act, or with any of the stipulations that may be pre- scribed by the Chief of Engineers and the Secretary of War, or in case a person, company, or corporation au- thorized by the laws of the State of Alabama to erect and maintain a dam and improvements as contemplated by this Act shall fail to begin the erection of said dam and improvements within two years after being so au-gtraSfon"^ '^°°' thorized and shall fail to complete the same within five years after obtaining such authority. Sec. 5. That the provisions of this Act shall in no man- nofaflectfd"^^*' ner interfere with or impair the rights of any person, company, or corporation heretofore authorized by Con- gress to erect a dam or other structures for the develop- ment of water power on the Tennessee River. Sec. 6. That the right to alter, amend, or repeal this Amendment. Act is expressly reserved. Approved, March 6, 1906. [Tennessee River, Muscle shoals. Extract from river and harbor act approved March 2, 1907. Stats. L., Vol. 34, p. 10J4.] Improving Tennessee River at Colbert and Bee Tree coibert and shoals, Alabama: Continuing improvement, two hundred A^f. ''^' "^ °'^^' thousand dollars: Provided, That the Secretary of War contract. may enter into a contract or contracts for such materials and work as may be necessary for the completion of said project, to an amount not exceeding two hundred and thirteen thousand dollars, exclusive of the amounts herein and heretofore appropriated or authorized. And the 'S'ec-^ Board ^to^ex- retary of War may appoint a Board of Engineers whose tions, etc. duty it shall he to examine the present condition of the water power. United States canal and the Tennessee River from the head of Elk River Shoals to the Florence Railway bridge in the State of Alabama, with a view to permitting the 688 REPORT OF THE INLAND WATERWAYS COMMISSION improvement of the above-described stretch of said river by private or corporate agency in conjunction with the development of water power by means of not more than three locks and dams; and the said Board may examine any plans presented by such agency and shall report whether the same, if constructed, can, without injury to navigation, or with advantage thereto, be used to develop water power, and what portion, if any, of the expense of Report. i]^Q work sliould be borne by the United States; and such Board shall report its findings not later than the first Muscle ^shoals Mouday in December, nineteen hundred and seven, and permits with- until sucJi Board shall maJce its report and action shall ^H^oi. 34, p. 52. he talcen thereon hy Congress no permits shall he issued under the provisions of the Act approved March sixth, nineteen hundred and six, entitled '^An Act to authorize the construction of dams and power stations on the Ten- nessee River at Muscle Shoals, Alahama.^^ (76) Mar. 3, 1899. Chap. 437. — An Act Granting to the Muscle Shoals Power Company Vol. 30, p. 1351. right to erect and construct canal and power stations at Muscle Shoals, Alabama. Be it enacted hy the Senate and House of Representatives p^" r^^co^^mw ^/ ^^'^ f/nife^Z States of America in Congress assemhled, That construct canal, the couscut of Cougress is hereby given to the Muscle Ihoais? AL'^"**'^*' Shoals Power Company, a corporation created and organ- ized under a charter granted by the legislature of the State of Alabama, its successors or assigns, to erect, construct, operate, and maintain inlet and outlet races or canals and a power station or stations at a point or pomts at or near the Muscle Shoals in Tennessee River, and to make such other improvements as may be necessary within said limits for the development of water power and transmis- Provisos^ sion of the same : Provided, That the constructions hereby w i t°h'^ M usTfe authorized do not in any way interfere wdth the Muscle Shoals Canal, etc. gj-^Qg^lg Q^nal, or witli navigation of said river: Provided further. That until the plans and location of the works herein authorized, so far as they affect the interests of seV^e'ta^r °f navioi;ation, have been approved by the Secretary of War, War. the improvements shall not be commenced or built, and the Secretary of War is authorized and directed to fix reasonable charges for use of said power. Commencement Sec. 2. That uulcss the work herein authorized be com- and completion. i • i • i i i • i • i Vols. 31, pp. menced withm one year and completed withm three years 2/4,846, 32, p. «.39.^j.^j^^ ^j^^ ^l^^^ licrcof, the privileges hereby granted shall cease and be determined. Amendment. Sec. 3. That the right to alter, amend, or repeal this Act is hereby expressly reserved. Approved, March 3, 1899. STATUTES RELATING TO WATER POWER 689 Chap. 779. — An Act To amend an Act granting to the Muscle Shoals June 6, 1900. Power Company right to erect and construct canal and power stations Vol- 3i, p. 274. at Muscle Shoals, Alabama. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That p^ver'^ co ^c^nat section two of an act entitled ' ' An act granting to the Mus- and power sta- cle Shoals Power Company right to erect and construct *'vois.3o, p. 1351 ; canal and power stations at Muscle Shoals, Alabama," |^^p- ^^*''' ^2, p! approved March third, eighteen hundred and eighty-nine, be, and the same is hereby, amended so as to read as follows : "Sec. 2. That unless the work herein authorized bet/^^^fp^^^^^^ commenced within two years, and completed withm four work, years from the date hereof, the privileges hereby granted shall cease and be determined." Approved, June 6, 1900. Chap. 672. — An Act To extend the time granted to the Muscle Shoals Mar. i, 1901. Power Company by an Act approved March third, eighteen hundred Vol- 31, p. 846. and ninety-nine, within which to commence and complete the work authorized in said Act to be done by said company. Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, ^^^^ to^-^li^^i^olxs the time allowed the Muscle Shoals Power Company Power co. to by section two of an Act entitled ''An Act granting et™^ ft^ Mu^ie to the Muscle Shoals Power Company right to erect ^'^^/^\^'3^'^- ^^^ and construct canal and power stations at Muscle voi. 3i;p!274.' Shoals, Alabama," approved March third, eighteen hun- o-32. p-839. dred and ninety-nine, to commence and complete the work therein authorized to be done, be extended so that unless the work authorized to be done in said Act be commenced witliin two years and completed within four years from the date of this Act the privileges granted to said com- pany by said first-mentioned Act shall cease and be de- termined. Approved, March 1, 1901. Chap. 565. — An Act To extend the time granted to the Muscle Shoals Feb. is, 1903. Power Company by an Act approved March third, eighteen hundred ^ "*• ^^' P" ^^" and ninety-nine, within which to commence and complete the work authorized in the said Act to be done by said company, and for other purposes. Be it enucted by the Senate and House of Representatives of the United States of America in Congress assembled, That . Muscle shoais, the time allowed the Muscle Shoals Power Company tended for con- by section two of an Act entitled "An Act granting ni^i^et'p%°MS- to the Muscle Shoals Power Company right to erect cie shoa'is "rower and construct canal and power stations at Muscle voi. 30, p. 1351. Shoals, Alabama," approved March third, eighteen hun-84e'-^^' ^P" ^^' dred and ninety-nine, to commence and complete the work therein authorized to be done be extended so that unless the work authorized in said Act to be done be commenced within two years and completed within four years from the date of this Act the privileges granted to said com- 690 REPOET OF THE INLAND WATERWAYS COMMISSION pany by said first-mentioned Act shall cease and be deter- mined; and the Secretary of War is authorized, in his Construction of discretion, to permit the said company to erect and con- ^^^' struct dams which may abut on lands of the United States along the line of the Muscle Shoals Canal upon such terms and conditions as may be deemed just and equitable to the public interests. Approved, February 18, 1903. (77) Feb. 14, 1889. Chap. 165. — An Act To authorize and empower the Mount Vol.2r),p. G70. Carmel Development Company to draw water from the Wabash Kiver, or its tributaries, in the county of Wabash, and State of Illinois. Be it enacted by the Senate and House of Representa- tives of the United States of America in Concjress assem- meY"r)eveio^ ^''^^^^' "^hat the Mount Carmel Development Company, a ment Co. may corporation Created and existing under the laws of the DEd^ n-om A^a- ^'^tatc of Illinois, be. and the same is hereb}', authorized bash River, 111. and empowered to construct and operate, during its cor- porate existence, a hydraulic canal from any point on the Wabash River above the lock and dam now in process of construction at the (irand Rapids of said Wabash River, or from any tributary of said river within the county of AYabash and State of Illinois, to any j^oiiit on said river within the corporate limits of the city of Mount Carmel, Illinois; and to draw from said Wabash River or tribu- tary thereof such supply of water as may be required for T^^be*'' con- *^^^ pui'poses of such Corporation: Provided^ That such trolled by Sec- withdrawal be not detrimental to the interests of naviga- retary of War. ^j^j^ ^^^^ j^^ subjcct to the direction and control of the Sec- retary of War. Approved, February 14, 1889. Feb. 12,1901^ Chap. 358. — An Act Authorizins the Mount Carmel Develop- \ol. 31. p. I So. ti^g;j^ Company to draw water from Wabash River at Grand Kapids, Wabash County, Illinois. Be it enacted hy the Senate and House of Representa- tives of the United States of America in Congress assem- mefDe^veUp-''^^^^^^ That the Mount Carmel Development Company, a ment Co. may corporation chartered by the State of Illinois as of the from^^ Wabash date of October twenty-sixth, nineteen himdred, be, and Rapids^ ill^^^ ^^^® same is hereby, authorized and empowered to draw, by canal, flume, or race, from the pool of the Grand Rapids dam of the Wabash River, in the county of AVabash and State of Illinois, such supply of water as iiiay be necessary or required for the purposes of said cor- i'rovi8os. poration during the continuance of said corporation : Pro- suppiy,*etc. ^^ ^'ided^ That such withdrawal of water shall not be so great as to be detrimental to the navigation of said STATUTES RELATIiSTG TO WATER POWER 691 Wabash Eiver, and shall be under the direction and con- trol of the Secretary of War: And prorided further, That the said corporation shall submit detailed plans, showing- the location and method of construction of said canal, flume, or race, to the Secretary of War for ap- wa^'^'^to^"^ ap^ proval; and until he shall approve the same the workpi"ve plans, hereby authorized shall not be commenced. Approved, Februarv 12, 1901. (78) Chap. 3564. — An Act Granting to the Batesville Power Company June 2S, 1906. right to erect and construct canal and power stations at Lock and Dam Vol- 34, p. 536. Numbered One, upper White River, Arkansas. rn. R. 13106.1 [Public. No. Be it enacted hy the Senate and House of Representatives of the United States of America in Congress assembled, That . "^J^*® ^•^''^'■' the consent of Congress is hereby given to the Batesville Batesviiie Power Company, a corporation created and organized may*^' coM?ract under a charter granted by the State of Arkansas, its canal, etc at . '^^ . ,- , , . 1 ' • Lock and Dam successors or assigns, to erect, construct, operate, and mam- no. i for power tain inlet and outlet races, canals, or other structures and s^"^'°"- a power station or stations at or near Lock and Dam Numbered One, upper Wliite River, Arkansas, and to make such other improvements as may be necessary for the development of water power from Pool Numbered One, and the transmission or application of the same : Provided, ^^^'^^"^^^^^ That the constructions hereby authorized are not built on any lands belonging to the United States and do not in any way impair the usefulness of any improvement made by the Government for the benefit of navigation : Provided, control of wa- fartJier, That in the operation of the aforesaid construc- tions the withdrawal of water from the river shall at all times be under the direction and control of the Secretary of War, and that until the plans and location of the works herein authorized, so far as they affect the interests of navigation, have been approved by the Secretary of War, the improvements shall not be commenced or built, and the Secretary of War is authorized and directed to fix from time to time reasonable charges to be paid by said com- pany for the use of said power. Sec. 2. That unless the work herein authorized be com- g^J^j^^f^j^^ ^'"^' menced within one year and completed within three years from the date hereof the privileges hereby granted shall cease and be determined. Seo. 3. That the right to alter, amend, or repeal this Amendment. Act is expressly reserved. Approved, June 28, 1906. 692 REPORT OF THE INLAND WATERWAYS COMMISSION (79) June 29, 1906. Chap. 3622. — An Act To enable the Secretary of War to permit the Vol. 34, p. 628. erection of a lock and dam in aid of navigation in the White River, [H. R. 18596.] Arkansas, and for other purposes. [Public, No. ^^^'^ ' Be it enacted hy the Senate and House of Representatives White River, of the United States of Americain Congress assembled, That ^j\A. omberg.the Secretary of War be, and lie is hereby, authorized lock Tnd ^dlim and empowered to grant permission to J. A. Omberg, across. junior, to build and construct a lock and dam across the Wliite River at such point above Lock Numbered Three, now built or being built by the United States, as may be approved by the Secretary of War, the said lock and dam t£) be constructed under his direction, supervision, and control, and in accordance with and conformity to the plans and designs as may be approved by the Chief of En- proviso. gineers of the United States Army: Provided, That the plans and designs of the said structure shall be prepared Construction, by the Said contracting party at his own expense; and the said contracting party shall purchase and pay for all lands on either side of the river that may be necessary to the successful construction and operation of said lock and dam, including flowage rights and rights of way for ingress and egress from public liighways, and deed the same to the United States, and make all excavations, erect all Transfer free of stone, coucrctc, and timber work, furnish all materials of ^°^^- every character, and pay for all labor employed in the construction of said lock and dam, and give said lock and dam to the United States completed, free of all cost, ex- pense, claims, or charges of any kind whatsoever. Time of con- Sec. 2. That thc said individual undertaking the con- struction, struction of said work shall begin the building of said lock and dam witliin eighteen months from the passage of this Act, and the same shall be completed within two years from the date of beginning the construction, the right be- ing reserved to the United States to enter on the construc- tion of said lock and dam, if deemed advisable, at any time before the work is commenced by said contracting party; or if begun and not carried on in strict accordance with the directions of the Secretary of War, then the United States may assume the further construction and completion of said work at its option, the cost of such fur- ther construction and completion to be paid by the said contracting individual. Deed. Sec. 3. That the deed to the United States to the land 10 be purchased and donated to the same, as mentioned in the first section of this Act, shall be executed and deliv- ered within twelve months after the passage of this Act; Character of and, further, that the Secretary of War shall determine '^°^^' from time to time whether the work is being properly done, and may require an increase in force to be employed by the contractor, so as to force the work to completion within the limit mentioned in the Act. STATUTES RELATING TO WATER POWER 693 Sec. 4. That in consideration of the construction of said powtr privTieges" lock and dam, free of cost to the United States except as provided in section one of this Act, the United States hereby grants to the person constructing said lock and dam under the provisions of this Act such rights as it possesses to use the water power produced by said dam and to convert the same into electric power or otherwise utilize it for a period of ninety-nine years : Proiiided, That Provisos. he shall furnish the necessary electric current while hisrent."'^'^'^"^ ^^'^' power plant is in operation to move the gates and operate the locks and to light the United States buildings and grounds free of cost to the United States: Pt^ovided fur- ther, That the said person shall operate and maintain the j^^p " J" '^ * ' " g said locks, affording passage to all boats and craft desiring to use the same, but the Secretary of War, in the interest of navigation, may relieve him of this obligation: And 'provided further, That the plans for the necessary works ^^^"^^^ppj^^g and structures to utilize said water power shall be ap- plans, etc. proved by the Secretary of War, and that nothing shall be done in the use of the water from said dam or otherwise to interfere with or in any way impede or retard the proper and complete navigation of the river at all times, nor in any way to interfere with the use and control of the same by the United States for the purposes of navigation : And provided further, That the Secretary of War is hereby au- Regulations. thorized to prescribe regulations to govern the use of the said water power and the operations of the plant and force employed in connection therewith; and no claim, shall be made against the United States for any failure of water power resulting from any cause whatever. Sec. 5. That in case of failure on the part of said J. A. ^jf^*""^® *° °°" Omberg, junior, his heirs and assigns, for a period of twelve months to formally notify the Secretary of W^ar of his intention to proceed with the construction of the lock and dam as herein provided, then it shall be lawful for New contract. the Secretary of War to contract with any private corpo- ration, company, firm, or persons for the construction of said lock and dam on the terms and in the manner herein provided: Provided, That the Secretary of War may re- quire the contracting party to execute a bond, with proper sureties, before the commencement of the work, in such amount as he may consider necessary, not exceeding one hundred thousand dollars, to insure the commencement, prosecution, and completion of the work herein authorized and compliance with the terms, conditions, and require- ments of this' Act; and in case of failure to comply with Forfeiture. the requirements of said bond the said contracting party shall forfeit to the United States the full amoimt thereof. Sec. 6. That the right is expressly reserved in the Revocation. United States to revoke by Act of Congress the rights, privileges, and benefits conferred by this Act; but in the, compensation x^o' t' ' fori m D r o V 6- event of such revocation the United States shall pay toments. the corporation, company, firm, or persons who may erect said lock and dam under the provisions of this Act Proviso. Bond. 694 REPORT OF THE INLAND WATERWAYS COMMISSION as full compensation the reasonable value, exclusive of the franchise hereby conferred, of all properties erected and lands purchased by them necessary for the enjojanent of the benefits conferred upon them by the provisions of ingv^iiueor'°"t^^^^ ^^^' such valuc to be determined by mutual agree- ment between the Secretary of War and the owners of said properties; and in case they can not agree, then by pro- ceedings instituted in the United States circuit court for the condemnation of said property, such proceedings to conform as nearly as may be to the laws of the State of Arkansas in respect of condemning land for the right of Provisos. wav for railroad purposes: Provided, That to insm-e com- Suspension of , . • • i i c i c i • » privileges. pliaucc With the tcmis ot the contract or or this Act, or to protect the interests of navigation, the Secretary of War shall have power at any time, before or after the completion of the work, to order a suspension of all privi- by^ijunctimi*!'^*l^g^s granted by this Act: And provided furtJier, That compliance with such order of suspension may be enforced by the injunction of the circuit court of the United States exercising jurisdiction in the district in which the work is situated, and proper proceedings to this end shall be insti- tuted by the Attorney-General upon request of the Secre- taiy of War. and exls'ting'iaw Sec. 7. That nothing in this Act shall be construed as not afiected. in any way interfering with the exclusive jurisdiction over and control by the United States of the White River and the lock and dam therein to be erected for the purpose of navigation, nor as repealing or modifying any of the pro- visions of law now existing in reference to the protection of navigation. Approved, June 29, 1906. ADDITIONAL. LEGISLATION Muskingum, Green, and Barren rivers. — In addition to the water-power privileges granted by the aforemen- tioned acts. Congress, in the river and harbor acts of 1888 and 1890, authorizes and empowers the Secretary of War to grant leases or licenses for the use of the water power on the Muskingum, Green, and Barren rivers, as shown by the following extracts from those laws, to wit : [Extract from river and harbor act of August 11, 18S8: Muskingum River] Ri'l'^er^ohio^""^ Improving Muskingum River, Ohio: For the construc- tion of a lock at Taylorsville and the reconstruction of the lock at Zanesville, pursuant to the report of the engi- neers, one hundred and two thousand dollars; and the Secretary of War is hereby authorized and empowered to grant leases or licenses for the use of the water powers on the Muskingum River at such rate and on such condi- tions and for such periods of time as may seem to him Proviso. just, equitable, and expedient: Proinded, That the leases rigMs*"'^ ° ""^ ' or licenses shall be limited to the use of the surplus water STATUTES RELATING TO WATER POWER 695 not requii-ed for navigation. And he is also empowered to grant leases or licenses for the occupation of such lands belonging to the United States on said Muskingum lliver as may be requned for mill-sites or for other purposes not inconsistent with the requirements of navigation; and all moneys received under such leases or licenses shall be turned into the Treasury of the United States, and the itemized statement thereof shall accompany the annual report of the Chief of Engineers. But nothing in this act shall be construed to affect any vested rights, vested right, if such there be, of any lessee of water power on said river. Proviso. Limited to sur- plus water. [Extract from river and harbor act of September 19, 1890: Green and Barren rivers] The Secretary of War is hereby authorized and em- oreenand Bar- powered to grant leases or licenses for the use of the water-power water-powers on the Green and Barren Rivers at such a**^**^®^" rate and on such conditions and for such periods of time as may seem to him just, equitable, and expedient; said leases not to exceed the period of twenty years: Provided, That the leases or licenses shall be limited to the use of the surplus water not requii-ed for navigation. And he is also empowered to grant leases or licenses for the occu- pation of such lands belonging to the United States on said Green and Barren Rivers as may be required for mill-sites or for other purposes not inconsistent with the m i i i-s i t e requirements of navigation; said leases or licenses not to extend beyond the period of twenty years ; and all moneys Moneys cov- received under such leases or licenses shall be turned into Report, etc. the Treasury of the United States, and the itemized state- ment thereof shall accompany the annual report of the Chief of Engineers. But nothing in this act shall be construed to affect any vested right, if such there be, of vested rights. any lessee of water-power on said river. Following is an extract from the river and harbor act of March 2, 1907, which relates, in part, to the subject of the utilization of water power, to wit: [Waterway from Chicago to the Gulf] The Secretary of War ma}^ appoint a board of five j^n^^e^fn^j^r^eport members, to be composed of three members of the Missis- on i4-foot chan- ■ -r> • r^ • • j- i i ii i ii • nel, St. Louis to sippi Kiver Commission, one of whom shall be the presi- mouth of river, dent of such commission, and two engineer officers of the United States Army, to examine the Mississippi River below Saint Louis and report to Congress, at the earliest date by which a thorough examination can be made, upon the practicability and desirability of constructing and maintaining a navigable channel fourteen feet deep and of suitable width from Saint Louis to the mouth of the river, either by the improvement of said river or by a canal or canals for part of said route. In its report scope, the board shall cover the probable cost of such improve- ment, the probable cost of maintenance, and the present and prospective commerce of said waterway, botn local 696 EEPORT OF THE INLAND AVATEEWAYS COMMISSION and general, upstream as well as downstream, and the said board may consider in connection with the examina- tion herein provided for, the survey of a proposed water- way from Chicago to Saint Louis, heretofore reported; it shall also report whether other plans of improvement can be devised by which the probable demands of traffic, present and prospective, can be adequately met, and the sum of one hundred and ninety thousand dollars, or so much thereof as may be necessary, is hereby appropriated for the inakmg of such survey, of which amount only one hundred thousand dollars shall be available, unless in presenting a plan for such waterway it shall be necessary, in the judgment of said board, to make a survey for a lateral canal or canals; and the force, plant, and records of the Mississippi River Commission shall be available for the use of said board in making said examination; and said board shall also at the earliest date practicable report upon the following: Subjects of re- First. What depth of channel is it practicable to pro- ^° ■ duce between Saint Louis and Cairo at low water by means of remilation works. Second. What depth will obtain in such regulated channel at the average stage of water for the year. Third. For what average number of days annually will fourteen feet of water obtam in such regulated channel. Fourth. What increase of depth will be obtained over the natural flow of water in such regulated channel by an added volume of ten thousand cubic feet per second; also fourteen thousand cubic feet per second. Fifth. And the board shall consider further the prac- ticability of producing at all seasons of the year a depth of fourteen feet in such regulated channel b}^ the aid of locks and dams similar to those projected and in use on the Ohio River improvement. Sixth. And the said Board shall also report upon any w^ater power which may be created in the portion herein directed to be surveyed, as well as in the proposed water- way from Saint Louis to Chicago heretofore surveyed, and the value thereof, and what means should be taken in order that the Government of the United States may conserve the same or receive adequate compensation therefor, and upon any lands which may be drained by the construction of either of said proposed waterways, and shall also report what steps, if any, shall be taken to cause the cost of the improvement to be defrayed, in whole or part, by means of such water power or lands. INDEX Page Abandoned canals 204 Agencies, Operating 99 Alabama River 63,523 Albemarle and Chesapeake Canal 286 Allegheny River 84.457 Altaniaha River 58 Ames, Adelhert, member of Select Com- mittee 582 Anderson, George H., Testimony of 323 Andersonville Shoals, Authority to dam Savannah River at 673 Apalachicola River 61 Appalachian region, Forests and streams of the 520 Appomattox River 53 Applications of water power; W. E. Her- ring 447 Appropriations for waterway improve- ment 180 Arkansas River 76. 525 Ashe, W. W.; Special Relations of For- ests to Rivers in the United States 514 Associations of river lines 111,129 Atchafalaya River 67 Atlantic coast canals 190 Atlantic, Tributaries to the 36 Augusta, Authority to dam Mississippi River at 648 — , Authority to dam Savannah River at. 674 Austria-Hungary, Waterways of 420 Bankhead, John H., Appointment of _ _ 15 Barges, Use of steel 94 B arataria and Lafourche Canal 304 Barren River, Authority to lease power from 694 Bayou Atchafalaya 67 Bayou Lafourche 66 Bayou Macon 75 Bayou Tensas 75 Bear River, Authority to dam 603 Belgium, Waterways of 389 Bemidji, Authority to dam Mississippi near 621 Big Black River 75 Black River 74, 76 Black Warrior River, Authority to dam branch of 605 Boiler water 438 Bond issue. Expediency of vil Brainerd, Authority to dam Mississippi near 624 31673— S. Doc. 325, 60-1 45 Page Brazos River . 68, 527 Buck Rapids, Authority to dam Missouri River at 654 Buffalo, Traffic at 175 Burton, Theodorb E., Appointment of. 15 — , Letter from 492 — , Letter to 498 Cache River 76 Cahaba River, Authority to dam 606 Cairo, Floods at 481 Calcasieu River 67 Calhoun Falls, Authority to dam Savan- nah River at 674 Callaway, .S. R., Testimony of 319 Canal grants 178 Canal traffic 219, 251 Canals, Abandoned 204 — as rate regulators 314 — , Control of, by railways 375 — in the United States 188, 192 — , State and private 210 Cape Fear River 56 Cargo insurance 332 Carpenter, L. G., cited on forests and streams 510 Carter, Z. R., Testimony of 320 Casserly, Eugene, member of Select Committee 582 Chattahoochee River 62 Cherokee Shoals, Authority to dam Savan- nah River at 674 Chesapeake and Delaware Canal 275 Chesapeake and Ohio Canal 280 Chicago, Rates at 347 Chicago Sanitary and Ship Canal 253 Chief of Engineers, Powers conferred on_ 600 Chittenden, H. M., quoted on reservoirs. 486 Choctawhatchee River, Authority to dam. 606, 607 Chowan River 5S Cincinnati as a distributing point 114 — , Floods at 475 City water supply 44S Clearwater, Authority to dam Mississippi near 625 Clements, Judson C, Testimony of 321 Clinch River 80 Clinton, Dewitt, cited on canals 214 Clinton, George, Report to 536 Coal supplies available 503 Colorado River 93 — , Navigation on 160 697 698 REPORT OF THE INLAND WATERWAYS COMMISSION Page Columbia River 89, 530 — , Inspection of - 17 Commerce on interior rivers 94 the Great Lakes 163 Commission, Creation of the iS Concrete, Use of, in water\vay improve- ment 497 Conference on conservation of natural re- sources. Appointment of Committee on. 18 — , arrangements for the 27 Congaree River • 5 7, 183 CoNKLiNG, RoscoE, member of Select Committee 582 — , Minority report by S96 Connecticut River 516 CoNOVER, Simon B., member of Select Committee 582 Conservation of resources v, 16, 24 Control of water traffic by railways 375 Cooperation, Necessity for 16,23 Coordination, desirability of v,i5,22 Coosa River 63,183 — , Authority to dam 607-613 Crow "Wing River, Authority to dam 613 Cumberland River 81, 186, 464 — , Authority to improve 614-617 Dams, General act regulating 600 Danube, Improvement of . 421 Davant, James S., Testimony of 323 Davenport, Authority to develop Missis- sippi near 644 Davis, Arthur C, Letter from 498 Davis, Henry G., member of Select Com- mittee 5S2 — , Minority report by 596 Decline of water traffic in, 133, 251 Delaware and Raritan Canal 254 Delaware canals 199, 275 Delaware Division Canal 269 Delaware River 48 Des Moines Rapids, Authority to dam Mississippi near 627 Detroit River, TraiSc through 174 Dismal Swamp Canal 291 Dole, R. B.; Effects of the Purity of In- dustrial Water Supplies on their Use. . 436 Effects of the Purity of Industrial Water SuppUes on their Use; R. B. Dole 436 Elk River Shoals, Authority to dam Ten- nessee River at 680 Ellet, Charles, cited on reservoirs 452 Empson, H. W., Statement by 429 Engineers (Chief of). Powers conferred on. 600 Erie Canal, Historj' of 213 — , Traffic on 219 Erosion of the soil 16,21,517, 523 Europe, Waterways and railways in 377 Evaporation, Effect of, forests on 505 Ferguson, Walter J., Statement by 333 Findings of the Commission i8 Flint River 62 — , Authority to dam 617 Floods, Control of 16,451 Page Floods, Relation of forests to 518 Forests and streams. Relations of.. 21, 505, 514 Foster, Lanclot, Statement by 430 Fox River 187 France, Waterways of 413 French Broad River 80 Fuels and Structural Materials in relation to Inland Water Transportation; J. A. Holmes 491 Fulton, Robert, Reprint of report by. 575 Gallatin, Albert, Reprint of report by. 535 Gasconade River 85 Geological Survey, Acknowledgment to.. 490 Germany. Waterways of 402 Goose Creek. Authority to dam 618 Government aid to inland navigation 177 Government canals 193 Government slackwater rivers 182 Grand Detour, Authority to dam Rock River near 665 Grand Rapids, Authority to dam Missis- sippi near 631 Grants for waterway improvement 177 Great Britain, Transportation facilities in. 378 Great Lakes, Inspection of the i- 17 — , Traffic on the 163, 229 Green River, Authority to lease power from 694 Gregg Shoals, Authority to dam Savan- nah River at 677 Griffith, Charles G., Testimony of 324 Griswold, B. H., Testimony of 323 Gulf of Mexico, Tributaries to 27 — , Waterway from Lakes to 695 Hales Bar, Authority to dam Tennessee River at 681 Hamilton, Authority to dam Mississippi River near 627 Harvey Canal 305 Hattons Ford, Authority to dam Savan- nah River at 677 Health, Relation of forests to the public. 532 Hearings . 17 Helena, Authority to dam Missouri River near 654 Herring, W. E. ; Applications of Water Power 447 Holland, Waterways of 423 Holmes, J. A. ; Fuels and Structural Ma- terials in relation to Inland Water Transportation 491 Holston River 81 Hudson River 44,516 Illinois canals 190, 247 Illinois River 85, 186 Industrial Commission, Testimony before the 319 Industrial water supplies l 436 Insurance as affecting traffic 332 Internal-combustion engine. Advantages of 500 ' ' Iron Gates, ' ' Improvements at 422 INDEX. 699 Page James River 52 Johnston, John W., member of Select Committee 582 — , Minority report by 596 Kanawha River 83, 185, 460 Kansas City Line 126 Kansas River, Authority to dam 619 Keep, Charles L., Testimony of 320 Kennebec River 40, 515 Kentucky River 83, 185, 464 Keokuk, Authority to dam Mississippi near 628 KiNDEL, George J., Testimony of 321 King, F. H., cited on evaporation 506 Knapp, Martin A., Testimony of 320 Lake Borgne Canal 305 Lakes-to-Gulf waterway. Authority to ex- amine into 69s Langley, J. M., Testimony of 323 Leasing water power. Authority for 694 Lee. Robert E., Statement by 328 Lehigh Canal 267 Leighton, M. O.; Relation of Water Con- ser\'ation to Flood Prevention and Navigation in Ohio River 45 1 Lewis, John F., member of Select Com- mittee 582 Little Falls, Authority to dam Mississippi at 632 Little River, Authority to dam 621 Locks, Statutes relating to 601 Louisiana canals 190, 200, 203, 299 Louisiville, Floods at 477 — , Rates at 248 Lyndon, Authority to dam Rock River near 666 McDaniel Shoals, Authority to dam Sa- vannah River at 678 McGeE, W J, Appointment of 15 — , Note by 535 Mackenzie, Alexander, Appointment of 15 — ; Statutes Relating to Water Power 597 — , Supplementary report of 20 Manchester Canal 43 3 Maryland canals 202, 27s Memphis, Rates at 348 — , Terminals at 145 Merrill, V/illiam E., cited on reservoirs. 452 Merrimac River 40 Middleton Shoals, Authority to dam Sa- vannah River at 678 Minneapolis, Authority to dam Missis- sippi at 63 2 Minnesota River 86 Mitchell, John H., member of Select Committee 582 Mississippi River, Agencies operating on. 100 — and its tributaries 27, 69, 184 — , Authority to dam 621-65 1 survey 695 — , Inspection of 17 — , Terminals on 143 Mississippi River, Traffic on. in, 124, 154 Page Missouri River 85,525 — , Authority to dam 651-655 — , Inspection of 17 Mobile River 64 Moline, Authority to develop the Missis- sippi near 641 Monongahela River 2 84, 184, 458 — , Agencies operating on 103 — , Associations on in — , Traffic on 150 Monopoly, Development of v, 22 — , Encouragement of 24 Monticello, Authority to dam Mississippi near 635 Morrell, J. D., Statement by 432 Morris Canal 261 Morrison County, Authority to dam Mis- sissippi in 637 Muscle Shoals, Authority to dam Tennes- see River at 685 Muskingum River 83 — , Authority to lease power from 694 Nauvoo, Authority to dam Mississippi near 627 Navigable streams of the United States.. 35 Navigation, Appropriations in aid of 180 — , Decline of 111,95,251 — , Findings concerning 18 — , GovertHuent aid to 177, 182, 193 — , Improvement of 451 — , Interdependence of rv — , Necessity for 16 — on the Colorado 160 Neuse River 55 New Basin Canal 300 Newell, F. H., Appointment of 15 New Jersey canals 198, 202, 254 Newlands, Francis G., Appointment of. 15 — , Supplementary report of 21 New Orleans, Rates at 352 — , Terminals at i45 — , Traffic at 158 New River, Authority to dam 655 New York canals 189, 210 — . Traffic on 234 Niobrara River, Authority to dam 656 North Carolina canals 200, 203, 286 Norwood, Thomas M., member of Select Committee 582 — , Minority report by 599 Obion River 77 Ocmulgee River 58 Oconee River 58 Ohio canals 189, 239 Ohio River 77,184 — , Agencies operating on 103 — , Traffic on 109, 150 Old Basin Canal 301 Operating agencies 281 Oregon canals 201, 203, 308 Osage River 85 — , Authority to dam 656 Ox Bow Bend, Authority to dam Mis- souri River at 652 700 EEPORT OF THE INLAND \VATERWAYS COMMISSION Page Pacific Coast canals 192 Pacific, Tributaries to the 38 Packet lines 125, 127 Paper-making, Water for 442 Pascagoula River 65 Passaic River 45 Patapsco River 50 Patuxent River 51 Pea River, Authority to dam 657 Pearl River 65 Penobscot River 39 Pend d'Oreille River, Authority to dam.- 658 Pennsylvania canals 198, 202, 267 PiNCHOT, GiFFORD, Appointment of 15 Pittsburg, Floods at 468 — , Rates at 351 — , Traffic at 151 Platte River 526 Portage Lake canals. Traffic on 173 Portland, Rates at 370 Potomac River 51 Power, Water 447, 490 — , Development of 21 — , Relation of forests to 533 — , Statutes relating to water 597 Precipitation, Effect of forests on 505 President, Letter from the 15 — , — to the 27 — , Message of the iii Purity of water. Necessity for 43 6 Rafter, George W., cited on forests and streams 509 Railway control of canals. 255, 259, 280, 314, 428 Railway control of river traffic and private canals 375 Rail'svays, Findings on 19 — , Insufficiency of 16 — , Limit of capacity of iil — , Relation of, to waterways 377 Rainy Lake River, Authority to dam._ 660-663 Rancocas River 47 Rappahannock River 52 Raritan River 45 Rates, Competitive 116, 125, 137, 236, 265,314.325.334, 429 — for water traffic 236, 397 • — - on canals 252, 258, 274. 276, 294,306,310 Reclamation, Importance of 22 Recommendations of the Commission 25 Red Lake River, Authority to dam 664 Red River 74, 527 Red River of the North 86 Regimen, Maintenance of 20 Relation of Water Conservation to Flood Prevention and Navigation in Ohio River; M. O. Leighton 451 — — transportation to railway rates _ 314 Relations between Watersvays and Rail- way Traffic in Europe; J. C. Welliver. 377 — (General) of Forests and Streams; Ra- phael Zon 505 — (Special) of Forests to Rivers in the United States; W.W.Ashe 514 Reservoirs, Cost of 487 — , Feasibility of 451 Page Resources, Conservation of v, 24 — , Waterways as 15 Rights of way, Acts authorizing 618,620 Rio Grande 527 River and rail rates 325, 334, 429 — systems 35 — traffic. Control of, by railways 375 Rivers and forests. Relations of 505 , 514 — as rate regulators 315 — , Importance of American iii — .Navigable 35-93. Maps A, B — , Slackwater 182 Roanoke River 55, 523 Roberts, W. Milnor, quoted on reser- voirs 45 2 Rock Island, Authority to dam Rock River at 668 — , develop the Mississippi near.- 641, 642 Rock River, Authority to dam 665 Roosevelt, President, Letter from 15 — , Letter to 27 — , Message of m Sabine River 67,527 Sacramento River 87, 528 — , Inspection of 17 Saint Cloud, Authority to dam Missis- sippi at 644 St. Croix River 86 — , Authority to dam 671 St. Francis River 77 St. Johns River 59 Saint Joseph River, Authority to dam 672 St. Louis, Rates at 337 — , Terminals at 143 — . Traffic at 154 St. Marys Falls Canals, Traffic through- 164, 169 St. Marys River 59 St. Paul, Authority to dam Mississippi near 634 San Francisco, Rates at 374 San Joaquin River 87 Santee River ' 57 Sauk Rapids, Authority to dam Missis- sippi at 644 Savannah River 58,523 — , Authority to dam 673-679 I Schuylkill Navigation 271 Schuylkill River 48 ! Seattle, Rates at 369 Sessions of the Commission 17 Sherburne County, Authority to dam Mississippi in 639 Sherman, John, member of Select Com- mittee 582 Shreveport, Rates at 360 Slackwater rivers 182 Smith, George Otis, Letter from 491 Smith, Herbert Knox, Appointment of . 15 — , Note by 582 — , Papers by 33-376 Snake River 92 Soil erosion 16, 215. 517, 5 23 Spencer, Samuel, Testimony of 320 Spokane River, Authority to acquire water rights on 680 INDEX 701 Page State and private canals 210 — Canals 189, 196 Statistics of commerce on the Great Lakes 163 Statutes Relating to Water Power; Alex- ander Mackenzie 597 Steams County, Authority to dam Mis- sissippi in 648 Sterling, Authority to dam Rock River at 670 Storage to control floods 451 Storage, Water 21 Stott, H. G., Acknowledgment to 501 Streams, Navigable 35-93 — , Relation of forests to 21, 505, 514 Structural materials and water trans- portation 491 Stubbs Ferry, Authority to dam Missouri River at 653 Sturgeon Bay and Lake Michigan Canal, Traflic through 173 Susquehanna River 49 Suwanee River 61 Systems of waterways 29, 35-93 Tariffs, Discriminating 116, 125, 137, 236, 265,^14 Tennessee River 79, 464, 517 — , Authority to dam 680-690 Terminals and their control 136 — on the Mississippi 143 The Dalles, Rates at 372 Tombigbee River 64 TrafBc, Canal 273, 279, 282, 288, 295 — , Decline of river 111,133,251 — on Great Lakes 163, 229 Interior rivers 94 Mississippi River 124, 154 New Jersey canals 256 Ohio River 150 Trinity River 68, 527 Trotters Shoals, Authority to dam Sa- vannah River at Tugaloo River, Authority to dam Turners Shoals, Authority to dam Sa vannah River at Typhoid, Relation of, to impure water supply 445 679 677 679 Page Vermeule, C. C, cited on forests and streams 509 Vessels, Types of 94 Virginia canals 200, 203, 286 Wabash River 82, i86 — , Authority to draw water from 690 War (Secretary of), Powers conferred on. 600 Warner, William, Appointment of 15 Warrior River 64,183 Washington, George, Waterway policy of 535 Watab, Authority to dam Mississippi at.. 650 Waterway competition 314 — from Chicago to the Gulf, Authority to examine into 695 — • improvement. Ineffective vi — trafEc, Decline of 133.251 Waterways and forests. Relations of. 21, 505, 514 — , Appropriations in aid of 180 — , Relation of, to railways 377 — , Systems of 29,35-93, Maps A,B — , Unity of iv, v, 15, 22 Water power. Applications of 447 , Appointment of Committee on 17 , Statutes relating to 597 — supply, Purification of 20 — transportation, Conditions affecting.. 491 Wateree River 57 Welliver, J. C; Relations between Wa- terways and Railway Traffic in Europe . . 377 West, J. Rodman, member of Select Com- mittee 582 Wharfage charges 139, 147 White River 76, 187 — , Authority to dam Willamette River WiNDOM, William, member of Select Com- mittee — , Reprint of reix)rt by — , Tribute to Wright County, Authority to dam Missis- sippi in Yazoo River Yellowstone River. York River Vanlandingam, a. J., Testimony of. 322 ZoN, Raphael; General Relations of For- ests and Streams 691 582 583 S3S 639 75 85 52 o i f Errata on map B (in pocket). For "Rechelieu" read Richelieu (River in Canada). For "Esterville-Minim" read Estherville-Minim (S. C). For "Guinguard" read Guignard (Landing in S. C). For "Fort Bassenger" read Fort Bassinger (Fla.). For "Andalucia" read Andalusia, and place near the head of navigation on Conecuk River. For " Choctawhatchie " read Choctawhatchee (River in Fla.). For "Lesuer" read LeSueur (Minn.). For "Stocton" read Stockton (Cal.). Chowan, Blackwater, Meherrin, and Nottoway Rivers in North Carolina and Vir- ginia, listed among the Navigable Streams (page 52), do not appear on map. Coosa River, Alabama, is not navigable between W'etumpka and Lock 4 (117 miles). A break in navigability of the Mississippi should be shown at Minneapolis. "Cascades Canal" (Ore.) should appear below The Dalles (Columbia River). A break in navigability should be shown above The Dalles. The upper Columbia (in Washington) is navigable between Bridgeport and .Wenatchie. ^ v?^ ^ m58 01242 242 9899 UC SOUTHERN REGIONAL LIBRARm^^^^^^^ AA 001 107 616 3 H 7-rurr?M rr