The estimate for the dam is based on the assumption that all material for it is to be collected, so that the dam may be constructed during a single low-water season. The estimate for the cut is based on a width of 60 feet at top, 30 feet at bottom, and a uniform depth of 6 feet below low-water mark. It is thought that perhaps a cut of lesser dimensions may answer, on the supposition that the currents through it may scour it wider and deeper. This consideration, however, could not be made to safely enter the estimate. The following report of Mr. Leavitt contains such commercial statistics as I have been able to collect : Report of Mr. H. A. Leavitt, Assistant Engineer. NEW ORLEANS, May 28, 1874. CAPTAIN: I have the honor to submit the following report of survey of that portion of Cypress Bayou known as Soda Lake and Twelve-mile Bayou: The field of operations extends from Albany Flats, four miles from the foot of Soda Lake, to Shreveport, La., a distance of some seventeen miles. The field-work was commenced January 5, 1874, and completed March 10, 1874, having occupied a little over two months. Before completing the organization of my party, I spent two days in making a preliminary examination. Owing to the high stage of the water, and the probabilities of a still further rise, I concluded to begin my work at Albany Point, with a view of ascertaining the cost of a lock and dam located at that point, as recommended by Lieutenant Woodruff, assuming that to be the only way in which the difficulties of Albany Flats could be overcome. On January 10, having perfected my organization, I went into camp at Albany Point, and established gauge, taking readings morning and evening until the close of the survey. My progress was very much hindered by the dense growth of timber which lines both shores of the lake and islands, and much time was lost in clearing sights. Had the survey been made during low-water much more work could have been done and with better results. The field-work of Soda Lake was made from a base-line located one-half mile above Albany Point, and, where opportunities offered, tie-lines were measured as checks on the work. For the line down Twelve-mile Bayou the stadia was used. Accompanying this report are— 1st. One general map, showing the country in the field of operations, with sections at Albany Point, Cross Lake, and Twelve-mile Bayou, also section through channel from the flats to Shreveport, with water-slope of January 20, 1874. 2d. Detailed drawings of proposed dam, showing front elevation, plau, and sections. The soundings are reduced to gauge-readings of January 20, that being the date of the lowest stage during time of survey. The highest water-mark of 1866 was obtained from Mr. Howe, who has lived at Albany Point for some twenty years. The mark shown me was a stake driven in the ground near a stump which protected it from anything that would be likely to disturb it. I compared it with well-defined marks found on the timber at the head of Blind Bayou and found them to agree very closely. The extreme low-water mark on Albany Flats is not so reliable. I was obliged to depend on the statements of parties of whom I made inquiries. I was informed that during lowwater "one could wade anywhere on the flats without getting their feet wet," and that navigation even by skiffs was a matter of difficulty. With the above uncertain information I assumed one foot on the flats to be very near extreme low-water. I obtained from the Signal-Service office at Shreveport the record of the gauge for the time during the survey, and from the files in this office the high and low water for 1873. The section shown by dotted red line on map through channel from Albany Flats to Shreveport was fixed by triangulation from base and shore lines, after careful soundings at right angles; across the channel signal-flags were put up in the deepest water found. This channel is used by all boats, when there are 6 feet and less on the flats; at 6 feet and over, what is known as the "Cut Road," and indicated on the map by dotted black lines, from Albany Point to the "Gate Post," is used; it is of little benefit, however, to navigation, as the saving in distance over the crooked channel of the bayou will not compensate for the risk run in "picking up stumps." The Cut Road, as the term indicates, consists in chopping the standing timber during low-water, and is resorted to very often in the lake-navigation to save distance during high-water. The fall, as shown by water-slope, is 11.82 feet when there is 6 feet of water on the flats; at extreme low-water it is 18.24 feet, and for high-water of 1873 it is 8.85. The section shown in blue, and marked Leavenworth's section, is submitted to show the difference of level between Sodo Lake and Red River, October 20, 1867, and highwater of 1866. After completing survey in vicinity of Albany Point, I located a line shown in red, and by section C D, for the purpose of making estimates of proposed lock and dam. Borings were taken to a depth of 34 feet, and specimens preserved wherever a change of material was found. Sections of borings are shown, and the materials and depths found marked. The following table of difference of level between Albany Point and Shreveport is submitted to show that should a lock and dam be constructed at Albany Point, another would be required located near the mouth of Twelve-mile Bayou to hold navigation good to that point. The zero of the United States gauge at Shreveport is taken as the plane of reference. As the plan assumed to overcome the difficulties of Albany Flats by lock and dam, from the nature of the foundations, scarcity of material for ballast, and the necessity of a similar structure in Twelve-mile Bayou was thought too expensive, and the construction attended with many difficulties, I was led to examine some other method more safe and reliable. I extended my survey down Cross Lake to a point offering very favorable advantages for the construction of a dam. The width of Cross Lake at this point is 1,025 feet, and completely filled with cypress stumps from 2 to 4 feet in diameter and standing some 6 feet above ordinary stage of the lake, presenting a firm anchorage. The west shore of the lake is very abrupt, with an elevation of 40 feet above the water. Sections of Cross Lake and Twelve-mile Bayou are shown, and marked E, F, A, B. The plan proposed would be a high-water dam, crest of dam 2 feet above highest known water, located on line E, F, A, B, and extending 1,000 feet from B. Total length of structure, 2,600 feet; and a channel cut from Twelve-mile Bayou to Red River on line L, N, section shown. Length of cut, 1,100 feet. The construction of the dam is shown by the detail-drawings, and consists of trees and earth, the west shore of the lake furnishing both materials in abundance. The trees would be taken just as they fall from the stumps and placed in position, the tops up-stream and butts resting on timbers placed parallel with line of dam. After placing one layer in position as closely as possible, the spaces are filled with clay, well rammed. This is repeated until the desired elevation is obtained. The front slope is 24 to 1, and rear 1 to 1. The distance from Twelve-mile Bayou to Red River, measured on line of dam, is 4,500 feet. As the proposed structure would occupy 1,000 feet, this would give 3,500 feet for high-water-way. The banks of Red River are 6 feet higher than Twelve-mile Bayou. This would give an area of some 18,000 square feet before Red River would be called upon to assist in carrying flood. The object in leaving this water-way is to afford protection, during a flood, to the Gauge, Shreve port. Difference level. of structure, by allowing the water to escape and back up in the rear of the dam and form a cushion to receive the overflow and prevent undermining. During high-water the whole country is submerged, and there is but little current. This, together with the fact that the proposed outlet is heavily timbered with oak, gum, cypress, &c., indicates that no danger may be apprehended that a new channel would be formed between the end of the dam and Red River. The difference of level between Twelve-mile Bayou and Red River, on section L, N, March 6, 1874, was 0.07 of a foot, and the fall from site of dam to mouth of Twelvemile Bayou, March 7, 1874, was 3.06 feet. The distance by Red River from proposed cut to mouth of Twelve-mile Bayou is 9.66 miles, while from dam to same point is but 3.64 miles. This would lengthen the waterslope over two and one-half times what it now is, with the same fall. The elevation of the banks of Twelve-mile Bayou is 30.90, and when bank-full would give 10 feet on the flats. As the dam would cut off the escape of water by Cross Lake and Twelvemile Bayou, the only outlet during a good boating-stage would be by Red River, and we would then have all of the lakes as a reservoir for slack-water navigation. The estimates on this plan were not completed, as, by your directions, the location was changed to Albany Point. The site on which estimates were made is a line running from Albany Point to Gold Point, on Red River, taking advantage of Islands Nos. 1 and 2. The crest of the dam is, at an elevation of 42.98 feet, (above zero of gauge at Shreveport,) 2 feet above high-water of 1866 at Albany Point. This elevation is carried 1,000 feet inland from north shore of Sodo Lake, at which point it falls 0.53 per 100 feet for a distance of 1,500 feet, when it reaches an elevation of 34.98, at which it is carried a distance of 3,100 feet, where it reaches the slopes of Red River bank. Total length of dam, 10,400. The proposed cut is shown by red line from Blind Bayou to Red River. For a portion of the way Blind Bayou would be used; very little improvement would be needed, and would consist in dredging and removing stumps. The main cut would be through red clay and sand, and is susceptible of easy handling. The benefits to be derived from this plan are as shown by Leavenworth's section: Red River is 3.80 feet above Sodo Lake; the elevation of the low portion of the dam is 34.98; this would give 14 feet on the flats before allowing any water to escape. The fall from Jefferson to Albany Point, as stated in Lieutenant Woodruff's report, is but 3.50 feet; this would give over 10 feet of water to Jefferson. The distance by Red River, from Gold Point, to mouth of Twelve-mile Bayou, is nearly twice as great as by Sodo Lake and Twelve-mile Bayou. This increased distance with difference of level will no doubt materially lengthen the boating-season, and, in my opinion, secure navigation to Jefferson when Red River is navigable to Shreveport. The following statistics were kindly prepared by Messrs. Johnson & Eberstadt, of Jefferson, Texas, and to whom I am indebted for much valuable information. While in Jefferson I paid a visit to Kelly's foundery and iron-works, and examined the ore and castings made from it, and can safely vouch for the statements made by Mr. Kelly. I remain, very respectfully, your obedient servant, Capt. C. W. HOWELL, H. A. LEAVITT, C. E. Corps of Engineers, U. S. A. COMMERCIAL STATISTICS. We ask, in behalf of the citizens of Jefferson and adjacent country, to lay before you the following facts and statistics, showing the importance of Government aid for the benefit of navigation through the bayou and chain of lakes between the cities of Jefferson, Texas, and Shreveport, La., a distance of ninety-five miles. For several years, just after the close of the war, there were shipped annually through this channel to New Orleans from sixty to seventy-five thousand bales of cotton, at a freight-cost of from $1 to $2.50 per bale; besides large numbers of beef-cattle, large quantities of hides and other productions, and articles of commerce. In 1869 the number of bales of cotton reached 75,352; hides, 160,000; and all other classes of products in like ratio. During the same commercial year the number of packages of merchandise landed here for the interior reached over 350,000, valued at $1,750,000, while the value of merchandise received by the merchants of Jefferson was $20,000,000. At that time the population of the city was 11,000 souls, and business of every class was prosperous in the extreme. Since that time, from various causes, trade and commerce have been gradually diminishing, and principal among these causes has been the lessening of our navigation, arising from the expenditure of Government appropriations on the Upper Red River in and about the great raft. We may here also beg leave to say, and call attention to the fact, that the cutting out of this raft and the turning loose of so great a volume of water, is proving very detrimental to farming-interests on Red River below Shreveport; while, we are assured by our oldest and most competent steamboat-men that but little, if any, good will result from the work to the upper-river navigation. Whether this be fact or not we are not positively prepared to declare; but, if so, we hope that some clause may be found in the Constitution that prevents the interference of the General Government in benefiting one section of the country and people at the expense and ruin of another. But should Congress grant the appropriation of $300,000 now asked for, for the permanent improvement of the lake-navigation in either of the feasible ways that have been suggested by engineers, it will settle all existing difficulties, and benefit a larger population and more territory than any appropriation of the same amount ever made by Congress. To prove this statement we offer the following facts, together with the agricultural statistics of the territory immediately surrounding and entirely dependent on this outlet for its exports and imports, leaving out many counties even more populous and with larger productions than most of those named. These statistics, too, are from the census of 1870, the latest at command, since which time the population and products have increased 40 per cent. It will be seen that we have only given statistics of seven counties, leaving out more than that number whose interests will always lead them to seek cheap water-transportation for their shipping when it can be reached. The return, however, from the territory given shows how strong are the claims we bring before Congress for a sufficient appropriation. It sums up as follows: In this must be added 40 per cent. in increase of production and value of farms and live-stock since 1870. With permanent navigation, it is safe to declare that 150,000 bales of cotton (to say nothing of the immense numbers of cattle, hides, and various other articles) would be annually shipped through this channel, with a rapid yearly increase, at a saving of 75 cents a bale less than railroad freights, with a like saving in freight on all importations, both to individuals and the General Government, on the large quantities of supplies for the forts and stations west of this, to all of which this is the nearest inland water-navigation. The Government in many cases has given $30,000 per mile to railroads, which, for the distance of this stream, ninety-five miles, would amount to $2,850,000, where we only ask for $300,000 to insure permanent and uninterrupted navigation that would afford more tonnage and accommodate more commerce than a dozen single-track railroads. And this navigation lasts forever without repairs. We now reach probably the most important and obvious reason among the many why this improvement should be made; this is to be found in the exhaustless fields of iron-ore and forests of valuable timber by which these lakes are surrounded, all of which are required at less-favored points, and the citizens of which the improvement Unimproved. of navigation asked for would greatly benefit in the saving by reduced freights, thus proving that the appropriation would be far from a sectional matter. It is now fully and justly admitted that our iron is the best in the United States, and the quantity inexhaustible. The stock-company, just formed for that purpose, are largely increasing the operations of Kelly's foundry and furnaces, have orders for thousands of tons already-500 tons from one manufacturer alone in Galveston-and the only drawback is the high tariff of railway-freights, which would be overcome by the improvement in question, and thus save thousands of dollars annually, not to the manufacturer, but to the consumer, which class is composed mostly of farmers and laborers, that class which honest legislation should always endeavor to legally protect. The manufacturer and merchant have their regular profits, and, therefore, all exorbitant freight and other charges always fall on the consumer. In conclusion, we ask the candid consideration of all to the undoubted early great future of the rich and rapidly growing country by which we are surrounded. A soil unsurpassed in productiveness, a stock-raising region unequaled elsewhere, and a climate healthy and salubrious, with a territory larger than the entire State of New York, and capable of sustaining a more dense population, what can prevent its speedy development to a thriving, populous, agricultural, and manufacturing region? The demand of commerce will be great, and to meet the wants and requirements of the whole people we ask for this mite from the national Treasury to give us a safe and permanent water-navigation. For the foregoing reasons we ask and demand the relief sought for as a matter of simple justice to a large section of the country and a large population, and for all of which we will ever pray. E. EBERSTADT. No estimate has yet been submitted for the cost of completing the work of improvement in Cypress Bayou proper. The following is the original estimate for the work of one year, at removing stumps, &c., from the bayou, and opening a new route into the lake: The balance of appropriation available is expected to complete the work. $5,000 12,000 3,000 20,000 $12,000 24,000 44,000 My present estimate for cost of work at Albany Point is made greater than that submitted in my letter of May 1, 1874, by the addition of ballast in the construction of the dam, an addition which, if not positively necessary, is certainly prudent. Whole amount appropriated since commencement. $60,000 00 35,573 96 The work is situated in the collection-district of New Orleans, and there is no lighthouse near it. I am unable to state if it may effect permanent improvement or not. Financial statement. Balance in Treasury of United States July 1, 1873......... Amount expended during fiscal year ending June 30, 1874. Amount required fiscal year ending June 30, 1876.. The following charts are submitted: A. Reduction of Woodruff's chart. B. Leavitt's chart. C. Plan of dam No. 3, Albany Point. D. Plan of dam No. 1, Albany Point. $38,000 00 14,794 38 28,368 34 24,426 04 372,580 00 |