3d Session No. 2289 ADD CERTAIN LANDS TO THE ASHLEY NATIONAL FOREST IN THE STATE OF WYOMING JANUARY 16 1931.-Committed to the Committee of the Whole House on the state of the Union and ordered to be printed Mr. COLTON, from the Committee on Public Lands, submitted the following REPORT [To accompany S. 4149) The Committee on the Public Lands, to whom was referred the bill (S. 4149) to add certain lands to the Ashley National Forest in the State of Wyoming, having considered the same, recommend that it do pass without amendment. The following is an extract from the committee report of the Senate, including a letter addressed to the chairman on Public Lands and Surveys of the Senate under date of April 29, 1930, and fully explains the urgent need for the action proposed in the bill: The action proposed in this legislation is urgently needed to secure organized protection of the timber against fire, insect damage, and wasteful exploitation, for the maintenance of the watershed, and to remove the existing insecurity of a regulated water supply for the towns and farming settlements in the arca involved on account of the present unprotected state of the forest cover. The proposed addition is contiguous to, and is a natural part of the watershed extending into the national forest in Utah, but in its present unprotected state represents an extreme hazard to efforts for the protection of that portion of the watershed which now lies within the national forest. In addition to the watershed values, it is highly important that the immediately available timber above the communities in this section shall be preserved for use and managed with a view to the perpetuity of the timber supply for the requireInents of local needs. By the addition of this small area to the Ashley National Forest a way will be provided for the private owners to secure cooperation from the Federal Government in the protection of their timber. This is a vital measure, not only for providing adequate protection to the privately owned timber, but for the security of the forest cover on the watershed as a whole. In view of the existing situation, it is urged that early and favorable action be taken on this proposed legislation, and in sufficient time to permit of the application of organized protective measures to this remaining unprotected portion of the watershed before the hazards of another season endanger it. Numerous requests in the form of petitions and letters have been received from Wyoming calling attention to the urgent need for this proposed legislation, which legislation has the support of the ranchers and farmers and the civic organizations in the area involved. The letter from the Secretary of Agriculture regarding the proposed legislation, under date of April 29, 1930, is appended hereto and made a part of this report, as follows: Hon. GERALD P. NYE, DEPARTMENT OF AGRICULTURE, Chairman Committee on Public Lands and Surveys, United States Senate. DEAR SENATOR NYE: Receipt is acknowledged of your letter of April 19, inclosing copy of S. 4149, "To add certain lands to the Ashley National Forest in the State of Wyoming," and asking for a report thereon. The proposed legislation would place under national forest administration certain described lands lying wholly within the State of Wyoming, aggregating approximately 39,000 acres, of which about one-third is in public ownership. The lands lie on the north slope of the Uinta Mountain Range adjoining the Ashley National Forest. The slopes, for the most part, are quite heavily timbered with lodgepole pine, Douglas fir, and aspen. The boundaries of the existing national forest were not drawn so as to include a considerable part of the timbered region, since the timber in places extends from 4 to 8 miles below the present forest boundary. Near the forest boundary the canyons vary from 200 feet to 500 feet in depth, and the hillsides have slopes ranging approximately from 30 per cent to 70 per cent. Most of the streams crossing this area head within the present forest boundaries and supply water for ranchers near Mountain View and Robertson. The proportion of different species of timber is as follows: The best estimate obtainable as to the amount of timber indicates that there are approximately 47,465,000 feet, or a sufficient amount to make 1,386,000 railroad ties. If this area were added to the Ashley National Forest the privately owned lands would then become subject to the forest exchange act, and where the owners desired could be exchanged for an equal value of national forest land or timber, where such exchange appeared to be in the public interest and the lands offered were found to be valuable for forestry purposes. Petitions at various times have been submitted to this department, urging that the lands described in the bill be given a national-forest status. Apparently from data obtained they are chiefly valuable for the growing of timber and as a watershed from which water may be had for the lands lying at a lower level and are suitable for farming purposes. If added to the Ashley National Forest, as proposed, this would not substantially increase the cost of administration of that forest. In view of the character of the lands described in the bill and the cover thereon, it is the view of this department that placing them under national forest administration would be in the public interest. The subject, however, is one which, as you know, is being considered by the President's commission on the public domain. Sincerely yours, ARTHUR M. HYDE, Secretary. TO AUTHORIZE THE CONSTRUCTION OF CERTAIN NAVAL VESSELS, AND FOR OTHER PURPOSES JANUARY 17, 1931.-Committed to the Committee of the Whole House on the state of the Union and ordered to be printed Mr. BRITTEN, from the Committee on Naval Affairs, submitted the following REPORT [To accompany H. R. 14688] The Committee on Naval Affairs of the House of Representatives, to whom was referred the bill (H. R. 14688) to authorize the construction of certain naval vessels, and for other purposes, having had the same under consideration, report favorably thereon, without amendment, and recommend that the bill do pass. The treaty for the limitation and reduction of naval armament, recently signed at London, has reduced the limitation already placed on capital ships by the treaty of Washington, and has extended the limitations to include cruisers, destroyers, and submarines. This has necessitated drastic changes in plans for the upbuilding of our fleet in order to achieve parity, and the present bill is one of the first steps toward such building up of our fleet. Section 1 of the bill authorizes the President to undertake at the earliest practicable date the construction of the following: ONE AIRCRAFT CARRIER Our Navy is further behind in aircraft carriers than in any other type of ship, compared to the navies of the nations signatory to the treaty. Our present effective carriers consist of the Lexington and Saratoga, converted battle cruisers. In addition to these ships the Langley is an experimental type which will be replaced as soon as construction of other aircraft carriers permits. The CV-4, which was authorized by the act of February 13, 1929 (45 Stat. 1165), has not yet been completed; it is considered essential that our Navy be equipped with this type of ship, which is becoming more and more important to the fleet. The present carrier is to be 13,800 tons (similar to the CV4), carrying 114 planes (76 operating and 38 in reserve), which is considered to be the most desirable type for the needs of the Navy. FLYING-DECK CRUISER (10,000 TONS) This is an experimental type of ship, and is a development of the London conference, and by the terms of the treaty not more than 25 per cent of our total cruiser tonnage may be placed in this type of craft. No ship of this type has yet been constructed by any nation, but our naval authorities believe that the possibilities of this type are so great that in the future it may radically modify battle deck construction. It appears important, therefore, that a ship of this type be authorized and laid down as soon as possible in order that our naval personnel may gain experience in designing, constructing, and operating a cruiser with a flying-on deck. This type of cruiser will take its assigned place in the Battle Fleet and will be designed and operated as a cruiser. It is anticipated that in this way our offensive naval power may be increased; i. e., by the use of more planes in lieu of more ships and hence more guns which are limited by the London treaty. SUBMARINES Our allowance of submarines, under the terms of the London naval treaty, is 52,700 tons. The age limit for a submarine has been placed at 13 years, and under this age limit we now have 60,630 tons built, building, and authorized; 33,880 tons thereof will become due for replacement by 1936 by reason of overage, which must be replaced by 25,950 tons to attain our treaty allowance of 52,700 tons in this category of vessel. To provide for an orderly replacement of submarines three or four boats should be built each year as replacements, which is close to the regular rate of replacement stretching over the term of years for which the Navy Department has made studies. The submarines the United States has built since the war are of large type; the present trend is toward a smaller-size submarine, and the General Board regards 1,100 tons as the best type to build at this time. The bill calls for four 1,100-ton submarines. It will be necessary later on to proceed at a greater rate with submarine construction if we are to replace our submarines when due and build up to our treaty allowance. Section 2 of the bill amends the act approved June 24, 1926 (44 Stat. 764; U. S. C., title 34, sec. 749), in order to provide for the procurement and the operation of useful airplanes necessitated by new construction. It is deemed expedient in the future when providing for the construction of new naval vessels which carry aircraft to provide for the procurement of such aircraft in the same act that provides for the construction of the vessel. In compliance with paragraph 2a of Rule XIII of the Rules of the House, the following shows the portion of the present statute that is proposed to be amended. The matter in italics represents the new matter to be inserted and the language in brackets represents the old matter to be eliminated. PAR. 6. During the fiscal year ending June 30, 1932, and during each fiscal year thereafter [not to exceed three hundred and thirty-three airplanes with spare parts and equipment, to cost not to exceed $17,476,250] not to exceed the number of airplanes required to maintain the authorized number of useful airplanes to be employed in the Navy as defined in paragraph 7 of this act. PAR. 7. The number of airplanes, spare parts, and equipment thus authorized to be constructed or procured during the five fiscal years beginning July 1, 1926, and ending June 30, 1931, and the number authorized to be constructed or procured during the fiscal year ending June 30, 1932, and during each fiscal year thereafter is the number which it has been estimated will be required to increase, during a five-year period beginning July 1, 1926, the useful airplanes on hand or otherwise provided for on June 30, 1926, to one thousand and to maintain the number of useful airplanes at not less than this number which is hereby established as the authorized number of useful airplanes to be employed in the Navy: Provided, That one year prior to the contract date of delivery of the aircraft carrier authorized by the act of February 13, 1929 (45 Stat. L. 1165), entitled “An act to authorize the construction of certain naval vessels, and for other purposes," the authorized number of useful airplanes shall be increased by one hundred and thirty useful airplanes, such additional useful airplanes to cost not to exceed $5,000,000: Provided further, That one year prior to the contract or estimated date of completion of any vessel or vessels whose construction has been or may be authorized by any act subsequent to the said act of February 13, 1929, the authorized number of useful airplanes shall be increased by the number of airplanes whose cost of construction is included within the limit of cost of such vessel or vessels authorized by such act: Provided further, That upon the decommissioning or placing in ordinary, of any vessel equipped with airplanes, the total number of airplanes authorized to be maintained in the Navy shall be reduced by the number of airplanes, including spare airplanes, which form a part of the equipment of any such vessel: Provided further, That nothing contained herein shall be construed to reduce the authorized number of useful airplanes below one thousand: Provided further, That, in the event satisfactory arrangements for the procurement of the authorized number of airplanes are not made in any fiscal year, such deficiency may be made up in the next ensuing year or years: Provided further, That "useful airplanes," as used in this act, shall be those airplanes on the Navy list which are, or which after reasonable repairs can be made, in all respects safe to fly and fitted to take part in active military operations in time of war, and shall be exclusive of those airplanes classified as experimental or, with the approval of the Secretary of the Navy, declared obsolete: Provided further, That nothing herein shall be construed as more than an authorization for the procurement of aircraft within the limits enumerated in this act, nor in any way to abridge the right of Congress to determine what numbers of aircraft may be appropriated for in any fiscal year within the limits so authorized. Section 3 of the bill requires the Secretary of the Navy to submit annually through the Bureau of the Budget the estimate of funds needed for the construction of the vessel and aircraft herein provided. DIESEL ENGINES Section 4 of the bill authorized the Secretary of the Navy for the purpose of developing Diesel engines, power plants to procure such designs, power plants, power-plant parts, power-plant accessories, as may be necessary for experimental purposes in the development of Diesel engines and other installations. The main power plants and shafting systems as at present installed in our submarines all inherently have "critical speeds" occasioned by synchronous torsional vibration of a destructive nature so that in no vessel is the whole range of engine operative speeds available. Various devices and installations have been tried in the hope of circumventing these criticals; each such device, however, has added weight and increased the complications in the operation and maintenance of the plant and none can be said to be wholly successful and also none has eliminated the criticals from the operating range of engine speeds of vessels in service. |