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 http://www.archive.org/details/cu31924004256362 
 
Cornell University Library 
 TC 423.R92 
 
 3 1924 004 256 362 
 
THE PRACTICE 
 
 OP THE 
 
 IMPROVEMENT 
 
 OF THB 
 
 NON-TIDAL RIVERS 
 
 OF THE UNITED STATES, 
 
 WITH AN EXAMINATION OF THE RESULTS THEREOF. 
 
 BY 
 
 f 
 OAPT; e/h. RUFFJS'EE, 
 
 OOBPS OF ENQINGEBS, V. S. A. 
 
 NEW YORK: 
 JOHN WILEY & SONS. 
 
 1886. 
 
COPTBIOHT, 1886, 
 Bt E. H. RUPPNEE. 
 
 Press of J. J. Uttlo & Co., 
 Nos. 10 to 20 Astor Place, New York. 
 
TABLE OF CONTENTS. 
 
 CHAPTER. 
 I. 
 
 II. 
 
 III. 
 
 IV. 
 
 V. 
 VI. 
 
 VII. 
 
 VIII. 
 
 IX. 
 
 X. 
 
 XI. 
 
 XII. 
 
 XIII. 
 
 XIV. 
 
 XV. 
 
 XVI. 
 
 XVII. 
 XVIII. 
 
 XIX. 
 
 PAGE. 
 
 Introductory 3 
 
 General remarks on Harbors and certain Specific Works. 7 
 The Ohio River, in its upper portion, and some of its 
 
 Tributaries 18 
 
 Ohio River ; Lower Portion ; Ice Harbors ; Commerce, 
 
 and Bridges 38 
 
 The lower Tributaries of the Ohio 47 
 
 Mississippi, Missouri and Arkansas Rivers; removal of 
 
 Snags, Wrecks and Obstructions 59 
 
 Minor Rivers bbstructed by Snags, Logs, Wrecks, and 
 
 Permanent Obstructions 63 
 
 The Missouri River 75 
 
 The Upper Mississippi River 87 
 
 Reservoirs at the headwaters of the Mississippi River, 
 
 Falls of Saint Anthony, and Upper Tributaries... 100 
 
 Mississippi River, between the Illinois and Ohio 109 
 
 Rivers upon the Pacific Coast 119 
 
 Lower Mississippi River — Plans for Improvement, and 
 
 Surveys 129 
 
 Lower Mississippi River, Construction 143 
 
 Lower Mississippi River, Construction (continued) 1.54 
 
 The Illinois River; Fox River, Wisconsin; Coosa 
 
 River, Alabama; and Red River of the North. ..166 
 
 Conclusions and Deductions 173 
 
 The Latest Reports from the Reservoirs; Lower Mis- 
 sissippi; and from the Davis Island Dam and 
 
 other Works 185 
 
 Final Remarks 192 
 
ERRATA. 
 
 Page- 16-, line 21, omit "slight." 
 
 Page 28, 4tli line from bottom, for "July 7th, 1887," read "July .5th, 
 
 ' • 1884." 
 
 Page 29, line 26, for "cutting way its," read "cutting its way." 
 
 Page 68 and 69, read "Yallabusha" wherever " Tallabusha," and. in 
 
 the second table on page 69, read " Tallahatchie" for "Yal- 
 
 lahatchie." 
 Page 72, line 15, for "1884" read " 1874." 
 
 Page 113, line 13 from the bottom, for "formed" read " found." 
 Page 124, line 4 from the bottom, should be a foot note. 
 Page 133, line 9 from the bottom, for " river will " read " river it will." 
 Page 135, line 11, for " coueentration " read "concentration." 
 Page 150, line 7, omit word " only." 
 Page 180, line 16, after "action" make a semi-colon. 
 Page 180, line 18, omit first two commas. 
 
CHAPTER I. 
 
 INTRODUCTORY. 
 
 THE present condition of the system of improvements of the 
 rivers and harbors of the United States is somewhat anomalous. 
 The practice of both political parties, since the war, has been one of 
 liberal appropriations for that purpose, and beginning with 1866, 
 genei-al bills have passed, granting sums of more or less magnitude, 
 every year, excepting three, 1877, 1883 and 1885; and in addition 
 to these many specific bills for particular purposes were passed when 
 eniergencies called for prompt action. "With the growth of the 
 country and its expenses, and particularly in times of large revenue, 
 the tendency has been to increase the number of objects for which 
 money has been given, and also the amounts allotted to many specific 
 and well known rivers, and harbors. But it has happened of late 
 years that the opposition, which always existed, has increased in 
 stieugth, pari passu, with the magnitude of the bills; and whether 
 the components of this opposition base their action upon principle, 
 jealousy, or opposing interests, the}' are now united in active and 
 effective shape. 
 
 That the practice followed by both political parties, when in pos- 
 session of one or both houses of Congress, during eighteen years past, 
 of thus applying amounts varying from one and a half, to nineteen 
 millions of dollars, should be suddenly dropped, because an active and 
 intelligent opposition has shown, by argument, this practice to be 
 wrong in principle, and inexpedient ; can hardly be the fact. 
 
 That an organized and persistent minority can defeat legislation, 
 to which it is opposed, has been repeatedly shown; especially during 
 the closing hours of a Congress; — that this course would be pursued 
 if it could be shown that such legislation were for the best interests 
 of the country, is in the highest degree improbable. 
 
 That men from every section of the country should devote months 
 of patient work in the preparation of these bills, and the necessary 
 study of the subject ; and that successive Congresses of different 
 political parties, fi)116wing the same course, should each and all of 
 them wilfully conspire to waste the public money, or worse yet, mis- 
 apply it ; is logically and humanly impossible, and yet this assertion 
 is shamelessly repeated jear after year. But that errors may be 
 made in the conception and execution of these plans, and the making 
 of the bills, is but an instance of hijman fallibility. 
 
[41 
 
 That a business which legitimately calls for an expenditure of 
 fourteen or nineteen millions of dollars. in one year, can be safely left 
 the next year without any resources, is a question of importance. 
 
 That there are great differences between the necessities for such 
 public works, and great differences in the possible ways of best 
 relieving these necessities, are also questions which should be con- 
 sidered. 
 
 It has seemed to me that the present is somewhat in the nature 
 of a crisis in the general system of the improvement of rivers and 
 harbors; and that many of the general propositions here presented, 
 can well be discussed at this time. 
 
 As an officer of the Engineer Corps, acting in my official capacity, 
 the custom of my profession forbids me to discuss all of these ques- 
 tions from the stand point of Congress, and I am further limited 
 from commenting upon the engineering practice, or plans, authorized 
 by official authority; or upon such matters as have been decided by 
 the action of military superiors ; yet as my position necessarily makes 
 me familiar with many points, and particularly with the history of 
 the progress of the works of improvement carried on under the Corps 
 of Engineers, and the literature thereof; and as members of Con- 
 gress, and the public at large, may not have either the time or incli- 
 nation to study these; there are many points upon which a concise 
 statement of facts must lead to conclusions, otherwise difficult to 
 detect, and it is my intention to prepare and present such, in this 
 work. Again, as a member of the Corps of Engineers, I have some- 
 what felt it my duty to present some of those questions from a stand 
 point which could not be taken in official reports. Opposition to the 
 river and harbor bill, and zeal in defence of it, have both resulted in 
 attacks in reference to those in charge of these works, which can best 
 be answered by clear htatements of facts. 
 
 One of the difficulties in the preparation of the river and harbor 
 bill is the amount of study needed to master the facts. The com- 
 mittee, appointed just before the holidays, is ready for work the first 
 week in January, hardly before. By examining the regular bills in 
 the long sessions of Congress, it is seen that the earliest dates of pas- 
 sage were June 10th, 1872, and June 15th, 1880; and in general this 
 bill dates upon the last day of the session, or not more than two days 
 before it. The careful preparation of the bill, must depend upon the 
 accurate presentation of the facts upon which to base it. The Reports 
 of the Chief of Engineers have of course increased in size with the 
 number of items in the bill, and voluminous reports upon surveys of 
 projected works are generally more bulky than reports of construc- 
 tion. During the years 1866 to 1873, one volume each year contained 
 the report of the Chief of Engineers, varying from 630 to 1255 pages 
 of contents. Steadily increasing since that time, the report for 1884 
 was made in four volumes, and covered 2903 pages. Besides the re- 
 ports for the year, conscientious men will examine many manuscripts 
 and maps, and take verbal testimony upon many points. 
 
[5] 
 
 Although each annual report attempts to present the main facts in 
 the history of each item of work, yet reference must be had to past 
 volumes, which from 1867 to 1884, both included, embrace more than 
 32,000 .pages. So long as the question of improvement remained one 
 of expediencjr only, in the hands of the committee; the work of 
 allotting the money, which could be granted, was simply one of places 
 and amounts. But in the past, occasionally, and lately, often ; ques- 
 tions of engineering methods and plans have been selected after ex- 
 amination by the committees, and debated in detail in Congress, thus 
 involving much additional time and labor. Moreover, all these 
 qbestions varied from year to year, and the precedent of one session 
 did not necessarily solve the problem for the next. The labor by the 
 committee could not of course in general be available in the house; 
 except through its result ; and when the bill came up on its passage, 
 many conclusions of the committee were taken upon faith — or helped 
 to injure the bill. The bill coming before the Senate late in the ses- 
 sion, necessarily received less careful scrutiny than it would have 
 done, had time permitted ; and upon two occasions this was the real, 
 if not the ostensible cause of the failure of its passage. Viewing 
 the entire situation, and studying the history of the whole, the real 
 surprise is, not that the bill has failed at times, but that it has 
 passed as often as it has, and as carefully digested ; solving upon 
 many occasions knotty points of expediency and plans, in a successful 
 manner. I will venture, later on, to make some suggestions as to the 
 way in which the necessary information coming before the committees, 
 can be condensed, and their work facilitated ; and it is also a part of 
 the intent of this essay to point out certain lines of facts, which, expe- 
 rience shows, indicate what limitations bound our system of improve- 
 ments. Certain facts, fairly presented, will lead to inevitable con- 
 clusions. 
 
 There can be little doubt that had time permitted, the river and 
 harbor bill of the last session, would not have failed. The close 
 attention given by the committee to the bill, resulted in their 
 thorough understanding of the subject, and adoption of their own 
 conclusions; and the debates in the House show, that whatever the 
 opinions, or votes of individual members might be, there was no 
 reason they could not have been based upon a fairly clear idea of the 
 provisions and intentions of the bill as outlined in the speeches. 
 There is also little doubt that had time allowed, the bill w6uld have 
 been amended, item by item, in accordance with the wishes of the 
 House, and then have passed; — and been a fair representation of 
 the average, or compromise of sentiment, and wishes of the members; 
 besides being in general based upon the reports of the engineers; 
 afterwards acted upon by the committee, but corrected by the House 
 itself. 
 
 The opposition to River and Harbor Bills in general, has been 
 based upon two broad assertions. The first is made and repeated not 
 once, but constantly by some, that it is a '■ grab," a " steal," " pork," 
 
[6 ] 
 
 and other less offensive terms intended to convey the impression that 
 they are contrary to common principles of honesty, and designed in 
 a spirit of corruption. It seems incredible that such a statement 
 could be made. During the eighteen years past, there is not only no 
 instance of a member of Congress being interested directly in a specific 
 fraud in connection with these improvements, but no assertion has 
 ever been made that these appropriations were ever used indirectly to 
 the advantage of any congressman. Moreover it may be noted, that 
 these unfounded assertions are only made at the time it is desired to 
 defeat the bill in Congress. It would seem a waste of time to make 
 this denial ; but in the face of these annual assertions it will do no 
 harm to say here, that a more baseless charge never was made. That 
 members of Congress should bring to the notice of the committees 
 the needs of their districts is as eminently proper in this matter, as in 
 any other, in which they act as representatives. 
 
 Surveys for projected works, ordered by law ; and heretofore made 
 without an expression as to their value; were by the act of 1882, 
 limited to those, M'here after a preliminary examination made by the 
 engineer in charge, he reports "such river or harbor as worthy of 
 improvement, and that the work is a public necessity ; " when the 
 survey is made, the act further directs, that " the commercial import- 
 ance, present and prospective, of the improvement contemplated " 
 shall be reported as fully as possible. The act of 1884 extends this 
 principle, by stating that in the annual report of the Secretary of 
 War as to the expenditures of the sums, " he shall report the effect of 
 such work, together with such recommendations as he may deem 
 proper to lay before Congress." It is evident that if this system of 
 exact reports as to commercial importance, public necessity, and effect 
 of works, together with suitable recommendations, be made by en- 
 gineers and the Secretary of War, undue local influence must be 
 eliminated; and the system may well be extended, with advantage, 
 to embrace all works coming within the bill, and thus develop the 
 full views of the Engineer Department, and the Administration. 
 
 A bill based upon such reports may be inexpedient, but it cannot 
 be a "job." At this point attention may be called to the 'fact that if 
 the congressional record be examined, it will be found that there is 
 always a succession of memorials, and petitions from various commer- 
 cial and legislative bodies, and from individuals, asking for the action 
 of Congress on specific objects of river and harbor improvements; 
 but no remonstrances will be found there eithcM- against the system 
 as a whole, or asserting it to be a perversion of the public money, or 
 that it iw wasteful or extravagant. 
 
 The second ground of opposition is the most serious and practical. 
 For the reason assigned, that the interests of the country did not 
 justify or call for an appropriation of such magnitude, one executive 
 suspended the expenditure of a portion of one river and harbor bill • 
 and a second vetoed another for the saaie reason, and because in his 
 judgment many of the items of the bill were not for objects of 
 
[n 
 
 national importance, and did not justify the expenditures proposed. 
 This ground has been held by many, and strongly supported by a 
 portion of the press. To me it has seemed opportune at this time to 
 examine somewhat carefully and in detail, this portion of the ques- 
 tion. Believing that the whole river and harbor question is now 
 simply a business matter, and depends entirely upon the amount of 
 money which can be so invested, and the best way to invest it ; I 
 propose to review in detail, the progress and results, of the improve- 
 ments of the non-tidal rivers of the United States, with a view of 
 deducing principles for future application. To do this, it will be 
 necessary to give the chai'acter of rivers and the means of improve- 
 ment adopted; and it will be especially necessary to consider if the 
 results commercially justified the expenditure. It will also be re- 
 quired to touch upon certain engineering points, which can be dis- 
 cussed under the limitations caused by my official position. 
 
 Some general remarks will be made upon the harbors, tidal rivers, 
 and other cognate matters; but if it be recollected that the objec- 
 tionable features of recent bills have been asserted as connected with 
 the rivers, it will be seen that the Qbject sought can be best attained 
 by confining our attention as proposed. 
 
 CHAPTER II. 
 
 GENERAL, REMARKS ON HARBORS, AND CERTAIN SPECIFIC WORKS. 
 
 It should be a matter of pride to all Americans, that immediately 
 after the close of the great civil struggle, it was one of the first actions 
 of Congress, to divert the tremendous energy then at work, from the 
 paths of war to conquests of peace. 
 
 In every way possible, was enterprise invited to aid in the develop- 
 ment of the country; by grants of land for the building of railroads; 
 by the loan of the Nation's credit to the Pacific railroads ; by grants 
 ot land for the establishment of agricultural colleges; and by the 
 improvement of rivers and harbors. 
 
 As early as in June of 1866, bills were passed inaugurating work 
 in continuation of plans begun before the war, and in beginning 
 similar improvements at new points. It will be interesting to note 
 where such work was to be done. 
 
 Upon the seaboard : Portland Harbor, Kennebec and Saco Rivers, 
 Maine; Boston and Provincetown Harbors, Mass.; the Hudson 
 River, and Delaware Breakwater; Susquehanna River; and Balti- 
 more Harbor. Upon the great lakes : Michigan City Harbor, the 
 onlv refuge at the lower end of Lake Michigan ; Chicago, Mil- 
 waukee, Racine, Grand Haven, and seven smaller harbors on Lake 
 Michigan, all engaged in lumber and grain trade; St. Mary's River 
 
[8] 
 
 and St. Clair Flats, of the connecting links ; Saginaw River, the great 
 lumber centre; Buffalo, Erie, Cleveland; Toledo, and seven other 
 harbors on Lake Erie; Oswego, and three harbors on Lake Ontario; 
 the great obstructions on the Mississippi River, Rock Island Rapids, 
 and the Des Moines; the bar at the mouth of the Mississippi River; 
 two general items for the great central rivers, the Mississippi, Mis- 
 souri, Arkansas, and Ohio ; and finally the Willamette River, of the 
 Pacific Coast. For construction and surveys these bills aggregated 
 $3,796,339.09. 
 
 In 1867 the bill was for $4,896,29L70, and began work on twenty- 
 one new harbors, principally upon the Lakes, and eight rivers; and 
 omitted fourteen items already provided for the preceding year. 
 
 Amidst the political excitements of 1868, and 1869, although de- 
 tailed bills were not passed, yet in 1868 $1,500,000, and in 1869 
 $2,000,000 were granted for the preservation and improvement of 
 rivers and harbors, to be allotted and expended under the direction 
 of the Secretary of War, with certain general restrictions as to the 
 Selection of localities. An analysis of the allotments made under 
 these acts, shows that the following works of national importance 
 received the amounts set opposite : 
 
 Saint Clair Flats Ship Canal $528,560 
 
 Saint Mary's River 10,692 
 
 Rock Island Rapids, Mississippi River 289,650 
 
 Des Moines Rapids, Mississippi River 478,200 
 
 Mouth of the Mississippi River.... 135,181 
 
 Falls of the Ohio, Louisville and Portland 
 
 Canal 263,200 
 
 These six items cover 40 per cent, of whole, or $ 1,405,483 
 
 Besides these, the following important harbors were allotted : 
 
 Buffalo Harbor, N. Y $ 89,100 
 
 New York Harbor (East River) "263,200 
 
 Boston 149,920 
 
 Baltimore 43,730 
 
 San Francisco 79 927 
 
 These five items, covering 18 per cent., were... $ 625,877 
 
 Thus, eleven items, out of fifty-one to which sums were allotted in 
 carrying out these acts, and these, evidently of national importance,' 
 received nearly 58 per cent, of the whole ; while rivers and harbors 
 of minor, but general importance, received amounts sufficient to do 
 what was most necessary and desirable. 
 
 The riveV and harbor bill of July 11th, 1870, contained thirty-four 
 items relating to harbors, and fifty-five to rivers, and amounted to 
 $3,891,000.00; and it may be noted that ten of the eleven items last 
 specified received forty-three per cent, of the total of the bill. 
 
At this time a well devised system of operation was in pi-ogress; 
 under plans understood by Congress, and in furtherance of projecis 
 selected by that body. The harbors upon which work was progress- 
 ing were mostly upon the Great Lakes. The magnitude of the com- 
 merce connected with these harbors is shown in a report of a board 
 of engineers, made in December 1873. In this, statistics are given of 
 the number of vessels passing Detroit, and of all navigation interests 
 throughoiit the country. From this we find that during the eight 
 months season of navigation, 27,000 vessels passed Detroit. During 
 the months of July and October 1872 the total entrances and clear- 
 ances at New York were 2,333 with a tonnage of 2,126,000; while 
 during the same months 9,220 vessels passed the St. Clair Flats, with 
 a tonnage of 3,200,000. 
 
 During July 1872, the total tonnage of the United States, foreign 
 and coastwise, entered and cleared, was 9,177,000; and of this 
 5,122,000 tons were on the lakes. By including similar statistics for 
 the entire year it is shown that upon the basis of tonnage ot entrances 
 and clearances, the commerce of the Great Lakes was about forty per 
 cent, ot the total foreign and coastwise trade of the United States At 
 that time. 
 
 The wisdom of fostering and developing this commerce cannot then 
 be questioned ; let us glance at the engineering features of the system. 
 In general, at the beginning of this work,, harbors were formed, or 
 extended, by building parallel piers of crib work, filled with stohe, 
 and resting upon secure foundations; these piers extending far enough 
 to reach deep water, and 'thus to protect the entrances of natural or 
 artificial harbors from being filled up by sand driven along the shore 
 by the waves. By dredging out the channel to the harbor formed by 
 a stream or a land locked bay the whole became safe at all times, and 
 accessible except in the most severe storms, coming from the most 
 dangerous quarter. 
 
 But navigation interests soon called for more than that, and har- 
 bors at the ends of the lakes could not be entered when the wind 
 blew directly into them, and the lee coast found at the eul de sac 
 thus termed, was most dangerous. 
 
 At Buffalo, on Lake Erie, and Michigan City on Lake Michigan, 
 other construction was demanded. 
 
 In 1 839 Captain Williams urged the building of a detached break- 
 water at Buffalo; in 1866 Captain Tardy repeated the recommenda- 
 tion, and Colonel Cram in 1866 and 1867. 
 
 In 1868 a board of engineers adopted the plan, and made a location 
 and estimate for a breakwater to be built of cribs fifty feet long, by 
 thirty-four feet base, and from twenty-nine to thirty-seven feet high, 
 to be begun in water of about twenty-five feet depth, -and resting in a 
 dredged trench. Construction began in 1869 arid in two years the 
 breakwater being over 1,000 feet in length, began to be of service. 
 The diificulties of construction and the magnitude of the work, and 
 
[10 J 
 
 the exposed location, make this of more than common importance. 
 On June 30th, 1884, 5,691 feet of this breakwater were done, or 
 under contract. 
 
 At Michigan City, although a board of engineers had recommended 
 a breakwater in 1857, it was not until a subsequent board in 1870 
 proposed to build an outer harbor with three breakwaters, that Con- 
 gress adopted the project, and work began in 1872. 
 
 At Chicago the harbor facilities called for enlargement, and an 
 outer harbor was proposed in 1880; and the plan was adopted by a 
 board of engineers and the breakwater began in that year. 
 
 At Marquette, on Lake Superior, an open roadstead; exposed to 
 northerly and easterly storms ; a crib breakwater was necessary from 
 the first, and was begun in 1867. 
 
 At Cleveland, a board of engineers recommended, in 1875, a closed 
 breakwater with an area of two hundred acres, for an outer harbor, 
 to be formed by pile and crib piers extending to twenty-seven feet 
 depth of water, with crib work parallel to the shore for the outer 
 breakwater. The prolongation of an existing pier to within 300' of 
 the lake front crib work, would complete thfe harbor. Work 
 authorized by Congress in 1876, and construction at once begun. At 
 the close of the fiscal year 1884 the shore arm was 3,130 feet long, 
 and the lake arm 4,030 feet, with a spur one hundred feet long on 
 the north side near the end 6f the lake arm. The outer breakwater 
 is placed in water having an original depth of about five fathoms. 
 
 At Oswego, on Lake Ontario, a board of engineers i-ecoiamended, 
 in 1870, that a new outer harbor be built, as existing harbor works 
 were insuiScient. Work began the following year, and was finished 
 in 1883 to the following extent: The west breakwater'is a shore arm 
 about 900 feet long, running northerly, and the lake arm about 4,900 
 feet long, running from the outer extremity of the shore arm about 
 north 60° east, terminated at its eastern end by a wing running shore- 
 ward about two hundred and fifty feet. 
 
 This work is peculiarly subject to storms, and it is noted that 
 waves eighteen and one-half feet above the normal surface of the lake 
 have been measured. Nothing but the most substantial structure 
 could stand under such storms. 
 
 The necessity for an artificial harbor of refuge between the head of 
 the St. Clair River and Saginaw Bay, was recognized as earlv as 1870 
 there being no natural harbor in that distance. After many projects 
 and examinations, a board of engineers finally selected Sand Beach 
 as a proper locality, in 1873, and adopted a plan and submitted esti- 
 mates. Work was begun in 1874, in accordance with these plans, and 
 by June 30th, 1875, 3,070 linear feet of breakwater were in place to 
 the immediate advantage of commerce. On June 30th, 1884, the total 
 length of breakwater in place was 8,130 linear feet, partly unfinished. 
 Within the harbor area large dredging has been necessary to complete 
 the plan. During that fiscal year 1,182 vessels took refuge in the 
 harbor. 
 
[11] 
 
 It is not within the province of this essay to point out all the 
 worlis executed by the United States, through officers of the Engineer 
 Corps, upon the lalies, so that only allusion can be made to such works 
 as Duluth, piers and dredging ; Eagle Harbor, rock excavation ; Sag- 
 inaw River, and Tyledo Harbor, extensive dredging ; and many 
 minor works ; but it is intended to call attention, here, to the fact 
 that no candid and just opinion can be formed of the scope of river 
 and harbor improvement bills, and especially of the connection of 
 officers of the Engineer Corps therewith, without a critical examina- 
 tion of the records and results upon the Great Lakes. 
 
 At the entrance of the St. Clair River into Lake St. Clair, a nar- 
 row and tortuous channel, without sufficient depth, had greatly ham- 
 pered navigation. This, known as the St. Clair Flats, was improved 
 in 1855-8, and in 1866, by dredging, under three appropriations 
 amounting to $145,000. In 1866 Colonel Cram proposed to construct 
 a straight canal with dikes, built of piles and sheet piles, and filled 
 with the dredged material. Between these dikes, 8,200 feet in length, 
 was to be a dredged channel three hundred feet wide and thirteen 
 feet deep. The plan was approved, and carried out by contract begun 
 in 1867 and finished in 1870. By thus giving a straight channel, 
 with sufficient depth, this canal gave great relief to the entire com- 
 merce passing between Lakes Huron and Erie. The total cost was 
 somewhat less than $400,000. In 1872, to meet the increasing drafib 
 of vessels, it was proposed by Major Poe to deepen the canal by 
 dredging an interior channel two hundred feet wide and sixteen feet 
 deep. This was done, by contract in 1873 and 1874, at an additional 
 expense of about $100,000, which included necessary repairs. The 
 care and maintenance of the canal involves a certain small annual 
 sum. In construction the semi-fluid character of the sand dredged 
 made extra care and expense necessary. 
 
 I propose to class together, for a brief general review, the great 
 obstructions to navigation found at the Falls of the Ohio; at the 
 Muscle Shoals of the Tennessee; at the Sault Ste Marie; at the Des 
 Moines Rapids, and the Rock Island Rapids, of the Mississippi. At 
 all but the last mentioned, ship canals have been required; and at 
 the Sault Ste Marie no navigation was possible without a canal. At 
 the Falls of the Ohio, as early as in 1793, a canal was discussed. In 
 1825 Kentucky granted a charter to a stock company to construct a 
 canal around the Falls within the State; and by acts of Congress in 
 1826, and 1829, the United States bought shares in the company to 
 the amount of $233,500. The canal was first opened for business i'n 
 December 1830. Within eleven years tolls had been collected greater 
 than the original cost of the work. By a series of enactments the State 
 endeavored to apply the tolls to the purchase of the shares of private 
 parties, and then turn the whole over to the United States, that it 
 might be run in the interests of commerce, without unnecessary ex 
 pense. By 1855 this was done, and the general wish was, that the 
 United States would assume the canal and enlarge it to accommodate 
 
[12 1 
 
 iiicreased demands. The original company was, however, obliged to 
 begin the enlargement itself, and until forced to suspend the work in 
 1866 through lack of means, continued their efforts to meet the 
 urgent demands of commerce. The United ^tates first took an active 
 interest in the matter in 1867, by ordering a survey as to needed 
 works. Major Weitzel, as a result of the survey, proposed to continue 
 the work of enlargement then in progress under the board of directors, 
 and construction was begun in 1868 under an allotment from the bill 
 of that year. In 1870 an adequate sum was granted, and by Feb- 
 ruary 26th, 1872, the new locks were first opened to commerce; and 
 in November 1873, the work of enlargement was virtually completed. 
 It was not until June 10th, 1874, however, that the United States 
 took control of the canal by virtue of the requisite legislation. 
 During this time the State of Kentucky and the board of directors of 
 the canal did all in their power to facilitate thetransfer. 
 
 The locks are combined, two in number, each three hundred and 
 seventy-two feet between mitre posts, with an available length of 
 three hundred and thirty-five feet ; they are eighty feet wide, and 
 have lifts of twelve and fourteen feet. The total cost of this work 
 to the Government, from 1826 up to 1882, deducting tolls received, 
 was a little over $2,600,000. The canal was made free from tolls July 
 1st, 1880. When the stage of water on the Ohio is high, vessels pass 
 up and down the Falls without using the canal. Statistics of its 
 commerce will be found later on in connection with the Ohio. 
 
 'The State of Alabama began, in 1831, a canal designed to over- 
 come the Muscle Shoals of the Tennessee River. Congress aided the 
 project by a land grant of 400,000 acres. The canal was not finished. 
 The United States undertook its reconstruction and enlargement in 
 1875. This canal is not yet complete. A description will be found 
 later on. 
 
 The impassable falls, known as the Sault Ste Marie, in the Saint 
 Mary's River, barred all navigation between Lakes Superior and 
 Huron. As commerce increased the obstruction became more of a 
 burden, until in 1852 Congress gave a land grant of 750,000 acres to 
 aid in the building of a canal. In 1853 the State of Michigan 
 accepted the offer, and through a private company built the canal, 
 which was opened to commerce on June 15th, 1855. This was about 
 the first ship canal in the United States. The locks and gates were 
 the largest made in the country up to that time, and the depth of 
 water greater than given to any prior work. The locks were two, 
 and combined, each three hundred and fifty by seventy feet, with a 
 lift of nine feet each, the depth on the mitre sills being twelve feet. 
 By the year 1870 these dimensions no longer sufficed for the rapidly 
 growing commerce, and the United States assumed the work of 
 enkt-gement. A new lock was built parallel to the old ones. This 
 lock is 515 feet long and eighty feet wide, interior dimensions, with a 
 
 1. 1868, t: 776. ' 
 
[1^] 
 
 lift of eighteen feet, and has a depth of sixteen feet on the mitre sills. 
 The width at the gates is sixty feet. The old canal was deepened, 
 and widened so as to inc]u<le both the old and new locks. The guard 
 gates at the head were removed and new ones placed 700 feet above 
 the old location, and at a lower level. Dredging inthe river below 
 the canal was necessary also. Major Poe began, and Major Weitzel 
 finished the work of enlargement. In eleven different appropriations 
 ^2,405,000 were granted for this purpose, and the new lock was 
 opened to navigation September 1st, 1881. The canal was trans- 
 ferl-ed to the United States, by the State of Michigan, by its act of 
 March 3d, 1881. The officer in charge at the time of completion, 
 Major Weitzel, called attention to the great growth of its commerce, 
 and of additional facilities needed to accommodate it. The tonnage 
 passing over that portion of the river was reported thus: 
 
 From 1867 to 1871 inclusive 2,967,173 
 
 " 1872 to 1876 " 5,991,247 
 
 " 1877 to 1881 " 8,521,332 
 
 AFTER THE OPENING OF THE NEW CANAL 
 
 1881. 
 
 1882. 
 
 1883. 
 
 1884. 
 
 Vessels, number 
 
 Lockages, number 
 
 Tonnage, registered 
 
 Tonnage, freight 
 
 Coal, tons 
 
 Copper, tons 
 
 Iron Ore, tons 
 
 Pig and other Iron, tons. 
 
 Grain, bushels 
 
 Flour, barrels 
 
 3,304 
 
 1,802,571 
 
 1,258,468 
 
 195,448 
 
 21,189 
 
 65,3,518 
 
 53,935 
 
 3,901,332 
 
 525,060 
 
 4676 
 
 2,618 
 
 2,-379,216 
 
 1,878,154 
 
 385,204 
 
 30,546 
 
 910,964 
 
 104,664 
 
 3,699,268 
 
 536,637 
 
 4,163 
 
 2,330 
 
 2,130,181 
 
 1,874,404 
 
 464,320 
 
 25,937 
 
 804,766 
 
 78,909 
 
 5,068,417 
 
 427,866 
 
 4,768 
 
 2,569 
 
 2,333,257 
 
 2,540,799 
 
 764,915 
 
 33,536 
 
 933,107 
 
 93,103 
 
 7,490,938 
 
 891,291 
 
 The increase in tonnage during the year 1884, (season of naviga- 
 tion), is equal to the entire commerce through the canal for the first 
 five years after it was opened in 1856. The great increase in coal 
 going up, and grain and flour coming down, is noticeable, and the 
 lumber interests are but beginning the growth which in time will be 
 very great. In 1884 122,000,000 feet, board measure, passed the 
 canal. Should the rate of increase be maintained the canal will be 
 blockaded within four yeare. Special reports, urging additional 
 enlargement, have been made. As conunercial investments the 
 United States never made better than this, and the Louisville and 
 Portland Canal ; and as an engineering example, nothing in the 
 ■^orld can be quoted superior to the Sault Ste Marie lock. 
 
 At the Des Moines Rapids, of the Mississippi River, a first appro- 
 priation of $100,000 in 1852, and a second in 1856 of $200,000, gave 
 no practical relief. In 1866 the sum of $200,000 was again given, 
 and after surveys and various projects a board of engineers in 1866 
 selected the plan presented by Lieut.- Col. J. H. Wilson, for a canal 
 
[14] 
 
 on the west shore, from Keokuk to Nashville, seven and six-tenth 
 miles, to overcome the lower fall. This canal is two hundred and 
 fifty feet wide with a navigable depth of five feet, and has two lifts 
 and one guard lock. The locks are three hundred and fifty by eighty 
 feet, interior dimensions, with lifts of eight, and ten and one-third 
 feet ; and the guard lock at the head of the canal is arranged to act 
 as a lift lock if necessary. After an interval of four miles, the upper 
 chain is reached, and through this a channel is excavated in the solid 
 rock two hundred feet wide; and of the same, five feet depth. 
 Through the eleven and one-half miles of the rapids, the total fall is 
 twenty-two feet, nearly. To prosecute to advantage, from the begin- 
 ning, large sums were needed, as construction could be carried on 
 simultaneously along the whole line, and delays from existing traffic 
 could flot arise. When begun, no work in charge of officers of the 
 Engineer Corps was of equal magnitude, and although begun later, 
 the two canals of which enlargement was made, were completed years 
 before the Des Moines Canal. It was repeatedly urged that adequate 
 sums be given, but it was deemed best by Congress to limit the 
 amounts available at any one time, and delays were necessary, and 
 expensive. Thus the canal, on which the first contract was let in 1868, 
 was not opened for business until August 22d, 1877; and as yet it is 
 not complete in accordance with the plans. 
 
 At the time of opening, the amount appropriated was $4,281,000, 
 and $100,000 was estiinated as still needed. Although like the Falls 
 of the Ohio, the Des Moines Rapids are passable at suitable stages of 
 water, they are not navigable at low stages, and these occur at the 
 busy season ; thus causing greater relative loss to navigation than on 
 the Ohio, where the winter season, with plenty of water and freedom 
 from ice, gives advantages not possessed by the upper Mississippi. 
 
 Since the date of opening, the canal has been operated under the 
 charge of the Engineer Department. The statistics of its commerce 
 will be considered in connection with the upper Mississippi. Colonel 
 Macomb succeeded Lieutenant-Colonel Wilson in charge, and Cap- 
 tain Stickney was in local charge from 1872 to 1878, when he relieved 
 Colonel Macomb. 
 
 The Rock Island Rapids extend from the foot of the. island of 
 the same name, a distance of fourteen and one-half miles up the river. 
 Throughout this distance the bed of the river is of limestone, and 
 although the totfil fall is only twenty-one and one-half feet, or a 
 little over eighteen inches to the mile, yet beds, or reeft of rock, 
 occurring at seven different localities, make serious obstructions, dan- 
 gerous themselves and having a much greater fall in short distances. 
 These chains, aA they are termed, projected from each shore, and 
 nearly meeting or overlapping, made narrow, tortuous channels, with 
 swift current, or completely block the river, as at Moline chain, where 
 before improvement only thirty inches of water was found in the 
 channel.^ Sycamore chain was the worst place on the rapids, owing 
 to the sinuous channel and great velocity. Between these chains, 
 
[15] ■ 
 
 pools, with good, navigable channels, of sufficient depths, existed, and 
 eleven miles of good navigation, to three of bad, made up the r^ids. 
 During the season of navigation, no less than one-third of the time it 
 Was either impossible or dangerous to pass these rapids, and as early 
 as 1852 it was thought to begin work upon them. ' 
 
 An appropriation of $100,000, in 1866, began the work in earnest. 
 It was proposed by Lieut.- Col. J. H. Wilson, in 1866, to cut through 
 the limestone, a navigable channel, two hundred feet wide, and four 
 feet deep; and this project was approved by a board of engineers. 
 Work began in 1867 under contract, and was thereafter carried on 
 partly by contract, and partly by hired labor under the United States. 
 In some places coffer dams were used to advantage, and in others 
 the rock was cut by heavy chisels operated by machinery from boats. 
 The rock, thus cut in position was removed as was most convenient. 
 Drills were used from platforms, supported by temporary tripods 
 resting on the bed ; and the rock blasted underwater. By the end 
 of 1875 the work was completed, in general, through the principal 
 chains. The amounts excavated, increased from 5,508 cubic yards in 
 1867, removed from Duck Creek chain, to 23,788 cubic yards in 1869, 
 from the same, Moline, Sycamore, and Campbell's chains. The total 
 excavated by the end of 1875 was 84,358 cubic yards. The amount 
 appropriated up to that time was about $1,090,000'. Subsequently, 
 scattered patches of rock were removed, the channel rectified in 
 places, buoys were set and maintained, and loose rock, snags, and 
 boulders taken from the channel when brought into it by floods or 
 otherwise. This work cost $77,000 during the past ten years. Col- 
 onel Macomb relieved Lieutenant-Colonel Wilson, and remained in 
 charge of the work until 1877. 
 
 The railroad bridge crossing the river juSt below this rapids was 
 decided, in 1859, to be an obstruction to navigation, and subsequently 
 legislation led to its rebuilding, partly at the expense of the United 
 States. The piers and abutments were begun, under contract, in 1868, 
 subsequently completed by hired labor under the Engineer Depart- 
 ment; and the superstructure was built by contract. The whole was 
 completed in 1873. Although under the control of the Engineer 
 Department during construction it does not come within the intention 
 of this work to more than allude to it. 
 
 From a general review of the history of the great works just out- 
 lined, we find that the genius and instincts of our people are such, 
 that it is hardly practicable to rely upon private, or state action, in 
 the matter of great obstacles to navigation. While offering, at times, 
 privileges to private companies, it seems natural to look to the gen- 
 eral government for final action and control, and to invite an 
 assumption of .the burden, and jurisdiction by the United States, in 
 behalf of the general interests of the various States. No question or 
 doubt has ever arisen as to the expediency of undertaking the im- 
 provements indicated. That the work has not been done as promptly 
 as might be desirable, in some cases, but shows the caution of Con- 
 
p? ] 
 
 gress — not its wastefulness. If it were the intention simply to show 
 herein tlie sicill' and engineering talent exhibited during the past 
 eighteen years, it would be best to rest .with full descriptions of these 
 works, but it can only be said, here, that in planning tuture, or con- 
 tinuing present systejns, a jus^; idea cannot be obtained without a due 
 study of what has already been done. 
 
 Of the harbors upon the Atlantic, upon which work was resumed, 
 or begun, in 1866 and 1867, the one in which the results are most 
 distinctly successful, is Baltipaore. 
 
 In 1852, under an act of the State of Maryland, the citizens of 
 Baltimore began to deepen the approach to the city. The channel a* 
 that time had a minimum depth of sixteen feet. The United States 
 made an appropriation of $20,000 in 1852, and one of $100,000 in 
 1856. Under an agreement between Captain Brewerton, of the En- 
 gineers, and the board of commissioners for the harbor, a channel 
 was selected which extended in a direct line from Fort McHenry for 
 six miles, then, with a change of direction, for nine miles further in a 
 direct line, to deep water. It was proposed to secure, by dredging, 
 a ch?innel one hundred and fifty feet wide, and twenty-two feet deep 
 at mean low water. When available funds were exhausted, this work 
 was not complete. In 1866 it was resumed, with oligh fr change of 
 plan, and a proposed increase in width to two hundred feet, under 
 charge of Major Craighill, of the Engineers, who carried the project 
 to completion, and remains in charge. In view of the rapid increase 
 in commerce, the project was revised in 1872, with the intention of 
 increasing the width to two hundred and fifty feet, and the depth to 
 twenty-four feet. This channel was secured in 1874, and has since 
 been maintained. About this time a wonderful growth in the foreign 
 commerce of Baltimore set in, which in eight years doubled the 
 number of arrivals of vessels from foreign ports, and quadrupled the 
 value of exports from the port. In 1881, therefore, it was proposed 
 to increase the depth throughout to twenty-seven feet, and on a part 
 of the route cut a new channel which would be a cut-off, and prob- 
 ably somewhat more stable. In 1884 Lieutenant-Colonel Craighill 
 reported that a narrow channel, twenty-seven feet deep, existed 
 throughout, and is doubtless widened and completed by this time; 
 probably furnishing the harbor all the facilities needed for the 
 present, if maintained through repairs, which in such cases are always 
 necessary. The entire dredged channel, making but three changes in 
 direction throughout its length of more than fifteen miles, is easily 
 navigable. The influence of the improvement upon the commerce of 
 Baltimore is marked. In 1866 the import and export returns for the 
 year are reported at $15,780,790 in value; and in 1869 the arrivals 
 from foreign ports 650; value of imports $21,017,313, and of exports 
 $12,460,687. These figures steadily increase to 1876; when by rapid 
 increase a maximum was attained in 1880. During this fiscal year 
 the arrivals from foreign ports numbered 1,794, and the value of ex- 
 ports amounted to $77,125,022. The total tonnage of all entrances 
 
[17] 
 
 and clearances, foreign and coastwise, was 5,518,453. Since 1877 
 Baltimore has been the second city on the Atlantic in receipts and 
 exports of wheatj and between 1873 and 1877 passed Philadelphia 
 and Montreal in that respect. Since 1881, from causes which seem 
 to be shared by other Atlantic seaports, the exports have fallen off, 
 as well as the arrivals from foreiajn ports. During the interval from 
 1869 to 1884 the value of imports have varied from a maximum of 
 $28,836,305 in 1872, to a minimum of $11,423,665 in 1884. The 
 total amount appropriated for the harbor of Baltimore, and allotted 
 it since 1866, has been $2,930,830. Since improvements began the 
 city and State have expended about $484,000 on the harbor. 
 
 The completion of the breakwaters at Portland Harbor, Maine, 
 and in Delaware Bay; the preservation of Boston Harbor, and the 
 removal of Tower and Corwin Rock, Kelley's and other ledges in 
 that harbor; and the continuation of the improvement of the 
 Hudson River, upon which corporate. State and United States work 
 had been done for many years, were among the first objects of the 
 bills of 1866 and 1867. Beginning with 1868, the great work of the 
 removal of the submerged rocks and reefs of East River, New York 
 Harbor, was inaugurated, upon which, alone, a volume could be 
 written. 
 
 Ledges of rock and other rock shoals, or reefs, at varying depths, 
 were subsequently removed from the Kennebec River, Machias 
 River, Narragaugus River, Penobscot, and Sullivan's River, Maine ; 
 in Portsmouth Harbor, N. H.; Passaic River, N. Y.; the James 
 River, Va.; and notably Blossom Rock and Noon Day Rock, in San 
 Francisco Harbor. Breakwaters and tidal jetties have been built at 
 many points, at' different harbors on the Atlantic, and notably at 
 Charleston, S. C, and at Wilmington, California. 
 
 The peculiar and excessively difficult work at the mouth of the 
 Cape Fear River, N. C; and the tedious and extensive dredging 
 operations upon the Delaware River, and in Philadelphia Harbor ; 
 and in and approaching Mobile Harbor, Ala., are of great magni- 
 tude; and those at Oakland Harbor, California, are phenomenal. 
 
 The extensive, almost universal use of dredging at localities too 
 numerous to mention, both by contract and with machines which for 
 special cases have been devised or adapted by Engineer officers, 
 needs no special description or elaboration. 
 
 Official reports are full of the literature applicable to harbor im 
 provement. The principles which govern the treatment of tidal 
 harbors, are fully explained and discussed in the reports on Boston, 
 Charleston, S. C, the mouth of the St. John's River, Fla., San Fran- 
 cisco and Wilmington, Cal., and the much vexed question of Gal- 
 veston Harbor. 
 
 If it be seriously entertained, as it has been lightly charged by 
 some in important positions, that officers of the Corps of Engineers 
 have not shown themselves able to cope with engineering problems 
 coming before them, it would be well to examine the history ol what 
 has been done, before committing one's self to such an opinion. 
 
 2 
 
[18] 
 
 The records will show, as the brief outline just given does, that the 
 work done or required at the various harbors of the United States, 
 has been varied in the extreme; and that engineering principles and 
 devices have been applied in great, and in minor instances, with 
 general success. Unless the history of the past eighteen years be 
 entirely ignored, careful examination, and fair judgment, will decide 
 that little reason exists to doubt the wisdom of Congress in these 
 matters, or the ability of the Corps of Engineers in their execution. 
 
 CHAPTER III. 
 
 THE OHIO RIVBE, IN ITS UPPER PORTION, AND SOME 
 OF ITS TRIBUTARIES. 
 
 It will be best to begin our investigation with the Ohio River, for 
 many reasons. These are, its vast commerce, which, beginning with 
 the very occupation of the country, and growing with steam in its 
 development for navigation purposes, has been a great factor in the 
 settlement of the Central States; and again, the character of the 
 river and its tributaries, rising in mountains rich in timber and min- 
 eral resources, flowing down steep slopes, and with stable beds and 
 banks, subject to great and sudden floods ;, and yet, with all this, 
 capable of definite improvement, and permanent artificial channels. 
 A region of large area, and with a generous rainfall, yet at low water 
 season with but the smallest fraction of a discharge in the water 
 courses, compared with flood outflows. With all this, a vastly diver- 
 sified condition of agriculture, mines, timber and manufacturing 
 interests, throughout the region and necessarily to be considered in 
 each case; thus making a commercial kaleidoscope, not only of the 
 whole, but even of diflerent parts of the same tributary. At the risk 
 of offering too much detail I shall treat this portion of the navigable 
 interior system quite fully. 
 
 From the junction of the Alleghany and Monongahela Rivers, 
 which form the Ohio, to the junction with the Mississippi at Cairo, is 
 a distance of 967 miles. From Pittsburgh to Beaver, a distance of 
 twenty-six miles, the average fall is about fifteen inches to the mile ; 
 and from Beaver to Wheeling, sixty-four miles, the average is about 
 nine inches per mile.^ In this stretch the steepest natural low water 
 slopes in the river are found to be at : ^ 
 
 Horsetail, 5 miles below Pittsburgh, one foot fall in 461 
 
 Deadman's Island 14 " " " " " " " 513 
 
 Twin Islands, 85 " " " " " " " 781 
 
 The Trap, 11 " " " " " " " 800 
 
 1. 1881, III, p. 1929. 2. 1875, II, p. 609. 
 

 3" ' 
 
 
 6" ' 
 
 
 9" ' 
 
 
 1' ' 
 
 
 2' ' 
 
 [19 J 
 
 At_ the lowest stage of the river the channel is confined, at the last 
 mentioned place, to a width of but two hundred and twenty-five 
 feet ; and there is often but eighteen inches, and at times but twelve 
 inches for navigation.* The quantity of water during low water is 
 small, and as gauged at Pittsburgh in 1867-8 and 9, is reported as 
 follows : 
 
 At. zero of the gauge, 1.666 cubic feet per second. 
 
 " " ' " 3.000 " " " " 
 
 " 4 387 " " " " 
 " sisio " " " " 
 " 7 274 " " " " 
 " 13.554 " " " " 
 
 The low water discharge was calculated in 1838 to be 1661' cubic 
 feet per second. No tributary of importance joins the Ohio until the 
 Muskingum, at one hundred and seventy-one miles below Pittsburgh, 
 comes in. The Little Kanawha River, at one hundred and eighty- 
 three, and the Hocking, at one hundred and ninety-seven and one- 
 half, are the only remaining ones of note until the Kanawha River, 
 at two hundred and sixty-three, joins. From Wheeling to Letarts 
 Falls the slope is 7.42 inches per mile, and the distance one hundred 
 and forty-one miles. Between Pittsburgh and Wheeling the bed is 
 of coarse gravel and boulders, and sometimes rock. Below Wheeling 
 the gravel becomes finer, the boulders fewer, and bars of river sand 
 appear. The width between banks does not increase much from 
 Pittsburgh to Cincinnati. Many large islands are found in the upper 
 part of the river, and forty-five, varying in size from a few acres to 
 1,900 in extent, lie between Pittsburgh and the mouth of the 
 Kanawha j many are cultivated, and all are permanent in position. 
 At every island the navigation is more or less injuriously att'ected, 
 and at the mouth of every tributary lies a bar of greater or less mag- 
 nitude.* The majority of these do not affect the navigation materi- 
 ally; others cause considerable trouble in certain stages of the river; 
 some remain the same, or very nearly the same, from year to year ; 
 some change more or less with every flood ; some are wearing away, 
 while others are increasing. Some of the bars are of gravel, some of 
 sand, light or heavy, while some of the shoals, as at Beaver and 
 Letart's Falls, have solid rock bottoms. In some places rocky shoals 
 project from the shore. Nearly all the ripples are caused by natural 
 gravel dams, in some cases underlaid with rock. The whole river, is, 
 in fact, a succession of natural dams and pools. In the upper part of 
 the river the bed is unyielding, and the slopes are fixed. During the 
 earlier stages of improvement of the river, it was the practice' to pre- 
 serve these pools and concentrate the flow of water by closing many 
 island chutes, and running out in other places dikes, to force the 
 water into the channel. Operations began in this way in 1837, and 
 
 3. 1873, p. 499. 4. W. M. Eoberts' reports. 
 
[20] 
 
 were carried ou until 1844 in many places. After that time nothing 
 was done until 1866, when, upon resuming operations, repairs were 
 tnade upon the old work, and some of the unfinished plans were 
 carried out. A survey of the river was begun in 1838 and carried 
 down stream. The following table embodies much information 
 thereby collected, and indicates points where contraction works were 
 begun, and carried on during both intervals. Some other data have 
 been added, and the whole is intended to cover the principal char- 
 acteristics of the river as far as the mouth of the Kanawha River. 
 
[21 ] 
 
 1 
 
 If 
 
 2 
 2 
 
 5Ji 
 lOV 
 11 
 
 11% 
 
 14% 
 
 18% 
 
 26% 
 
 41 
 
 60% 
 
 68 
 
 84M 
 
 88% 
 
 102 
 
 106% 
 
 112 
 
 143 
 
 146 
 
 147 
 
 152 
 
 166 
 
 168 
 171 
 174 
 176 
 180 
 
 183 
 
 184% 
 
 197% 
 
 200 
 
 202 
 
 il 
 
 II 
 
 IP 
 
 
 k 
 
 o 
 feet. 
 
 li 
 feet. 
 
 III 
 
 feet. 
 
 k 
 
 r 
 
 feet. 
 1,100 
 
 4 
 
 1 
 
 1 
 
 feet. 
 35.6 
 
 m 
 
 Alleghany Oity 
 
 In. 
 
 
 
 
 Glass House Ripple * f. . . . 
 
 Horse Tail Ripple* or Daivis 
 
 Island 
 
 20 
 
 18 
 
 1,661 
 
 1.11 
 
 2.11 
 2.00 
 3.00 
 2.51 
 3.21 
 
 550 
 
 1,280 
 2,900 
 1,738 
 2,300 
 3,250 
 
 2.25 
 
 2.43 
 1.86 
 2.64 
 2.41 
 4.41 
 
 137 
 
 
 
 
 
 Merriman's Bipple 
 
 White's EiDPle * t 
 
 20 1 
 
 26 ' 
 
 16 L 
 
 250 
 
 
 
 
 
 
 
 Wollery's Trap* t 
 
 
 
 
 
 Deadiiiaii's ^^pple * 
 
 18 
 
 
 
 
 
 
 
 
 
 
 Beaver Shoals * t. . ■. 
 
 24 
 24 
 
 
 
 
 
 
 
 
 
 
 
 4.21 
 
 400 
 
 1.20 
 
 93 
 
 
 
 
 
 
 
 
 "Wells' Bar 
 
 24 
 31 
 
 18 
 
 22 
 
 18 
 30 
 18 
 18 
 18 
 18 
 15 
 21 
 18 
 
 36 
 
 
 1 81 
 
 99,q 
 
 1.15 
 
 .48 
 
 1.21 
 
 2.66 
 
 1.79 
 1.18 
 3.65 
 2.12 
 .43 
 .43 
 1.40 
 1.80 
 1.52 
 
 .66 
 
 
 
 45.0 
 
 
 
 
 3,250 
 2,400 
 
 7,725 
 
 5,700 
 1,587 
 7,200 
 3,150 
 7,325 
 7,280 
 4,300 
 2,700 
 3,530 
 
 4,650 
 
 
 
 
 " " Lower chute . 
 
 [1868] 
 3,000 
 
 at 14" 
 stage 
 
 2.51 
 
 
 ■ 
 
 
 
 "Wheeling Island, head t ■ • 
 
 " " at toot... 
 
 Big Grave Creek Bar 
 
 Oaiitina Island * i" . . . 
 
 2.21 
 
 1.91 
 3.81 
 
 "420 
 270 
 203 
 
 900 
 
 52.08 
 
 
 
 
 
 Fish Creek * t 
 
 
 2.11 
 
 
 
 
 Grand View Shoals t 
 
 Shfifit's BiIddIg i". 
 
 
 
 
 
 
 
 
 
 
 Petticoat Bar and Ripple* t 
 
 
 
 
 
 
 
 2,487 
 
 
 
 
 
 
 flaTneTiter'R Bar 
 
 
 
 
 
 Marietta Island, head t- ■ I. 
 Mouth Muskingum Eiver. . 
 Muskingum Island, head f. 
 " " foot. 
 
 35,503 
 
 
 
 
 52.09 
 
 
 
 
 
 14 
 20 
 21 
 
 
 
 3,020 
 4,750 
 3,000 
 
 1.38 
 1.41 
 
 2.47 
 
 
 
 
 
 
 
 
 
 
 
 
 2,558 
 
 2.81 
 
 135 
 
 
 
 
 Parkersburg ) 
 
 Mouth Little Kanawha R. ) 
 
 Blennerhassett's Island *t. 
 
 " " chute 
 
 1,200 
 
 43.5 
 
 
 
 
 
 
 
 
 
 30 
 12 
 
 2,224 
 313 
 
 2.00 
 1.81 
 
 2,150 
 1,430 
 
 1.19 
 .61 
 
 378 
 
 77 
 
 
 
 869.4 
 
 
 
 loni 
 
 Mouth Hocking River 
 
 Belleville Bar 
 
 
 
 
 18 
 18 
 18 
 22 
 .20 
 17 
 24 
 
 '2,700 
 2,100 
 
 588 
 
 2.51 
 2.91 
 1.61 
 1.61 
 3.00 
 2.21 
 3.81 
 
 7,500 
 5,000 
 4,080 
 2,250 
 2,300 
 712 
 2,800 
 
 2.22 
 4.60 
 1.14 
 1.11 
 3 65 
 
 188 
 298 
 741 
 167 
 
 
 
 3621 
 
 Belleville Island t 
 
 
 
 685 4 
 
 Pnffino+nn Talnnrl lfiff,* + 
 
 91 J. 
 
 
 
 750.2 
 
 right... 1 
 Sand Creek Bar 12193^ 
 
 T.fltnr+.'a TnlnTirl Vifinrl * '5(39! 
 
 
 
 250.5 
 
 
 
 
 .47 
 3,15 
 
 
 
 
 
 Letart's Falls 
 
 Mouth of Kanawha River. 
 
 234 
 263 
 
 
 
 
 
 
 
 
 
 
 *Danis or dikes built or begun during the period 1837-1844. 
 t Repairs made to dams or new ones built 1867-1884. 
 
t^2] 
 
 Gangings of the upper river are not reported with the fullness that 
 the published surveys of some other rivers exhibit. The Board of 
 Engineers upon the Ohio River Bridges report (1871 p. 397) on 
 April 19, 1871, as the result of their surveys, the following, on 
 this subject : 
 
 Steubenville 
 
 Bellaire 
 
 Parkersburg 
 Cincinnati ... 
 
 Miles 
 below 
 Pitts- 
 bur^!. 
 
 'Gauge 
 Bead- 
 ing. 
 
 67. 
 
 94. 
 183. 
 467. 
 
 9.' 
 8.5 
 8.' 
 6.' 
 
 Area 
 
 Gross Sect. 
 
 sq. ft. 
 
 11.105 
 15.676 
 10.875 
 
 Discharge 
 cu. ft. per s. 
 
 "377858 
 36.261 
 41.058 
 30.240 
 
 Vel. 
 
 Miles 
 
 per 
 
 hour. 
 
 2.65 
 2.226 
 1.75 
 1.76 
 
 AKEAS. 
 
 High 
 
 Water 
 sq. ft. 
 
 77.189 
 
 74.787 
 
 114.854 
 
 80.475 
 
 Low 
 Water 
 sq. ft. 
 
 3.179 
 3.425 
 
 7.271 
 6.526 
 
 During the interval from 1844 to 1866 the river was left to take 
 care of itself, and it was remarked that the charts of the first survey 
 showed that the stream itself had not essentially changed during this 
 interval. From the continuous record of the gauge kept at Pitts- 
 burgh since 1855, it is reported that between 1855 and 1878, the 
 gauge stood at subjoined readings for an average, as follows: * 
 
 Gauge read above 2' and below 3', 37. days. 
 <( (( 0/ tt 4' 
 
 <f (I 4/ (t g; 
 
 " " 5' " 6'' 
 
 a It g/ II nr 
 
 " " 7 feet. 
 
 46.8 
 43.5 
 40.4 
 36.8 
 118.4 
 
 From this record of 24 years the average duration in days of a 
 stage allowing a 3-foot navigation was 285, average duration in days 
 of a stage allowing a 6-foot navigation was 155. In no month of 
 the year can navigation be called absolutely continuous ; it is more 
 or less intermittent in every month. The best boating season in the 
 vicinity of Pittsburgh, (when not interrupted by ice), and through- 
 out the whole Ohio, is from the beginning of December to the end of 
 May, but the duration of navigable stages increases as we descend the 
 river. A study of the gauge record indicates it possible that the 
 periods of navigation are becoming shorter, but it would be well to 
 investigate the question further, and from similar records kept at 
 other points. 
 
 When the work of improvement was resumed in 1866, it was con- 
 ducted by Mr. W. Milnor Roberts, civil engineer, in continuation of 
 fornaer plans, and beginning at Pittsburgh, works of contraction were 
 carried on at the worst places, with as much speed as the funds 
 allowed ; repairing the old works and inaugurating new. In addition 
 to this, dredging was resorted to, and the removal of rocks, snags 
 and wrecks. While carrying out this work Mr. Roberts studied the 
 requirements of the river, and reported, in 1870, that slack water nav- 
 
 5. 1879, II. p. 1310. 
 
[23] 
 
 igation only, would give the depth of water required. He proposed 
 using locks and dams with chutes for high river stage exceeding six 
 feet. His estimate to secure that depth from Pittsburgh to Louisville 
 was $17,052,207. Maj. W. E. Merrill, Corps of Engineers, was placed 
 in charge, in June, 1870, and has remained in charge since then. 
 Operations were continued as before, for some years, one important 
 change being, the building and operation, by the United States, of a 
 dredge, the "Ohio," and necessary dump boats, in 1871 ; and a second, 
 the "Oswego," in 1873. Dikes were built at Medoc Bar, 485, Rising 
 Sun, 502, Warsaw, 524, French Island, 760, and Evansville 783 miles 
 below Pittsburgh ; all below Cincinnati, and all works of consider- 
 able magnitude; during the years 1871 to 1874. In 1872, Colonel 
 Merrill stated* that after long trial of other methods the commercial 
 interests of the upper end of the river had about concluded that in 
 that part of the river the only radical method of improvement was 
 the construction of locks and dams, the usefulness of these depending, 
 however, upon the practicability of making chutes two hundred to 
 three hundred feet wide, with gates and inclines so constructed that 
 coal flats could be safely passed from one pool to another without 
 being divided. On April 16th, 1872, a board of engineers 'consisting 
 of Maj. G. Weitzel, (then in charge of the improvement of the Lou- 
 isville and Portland Canal), and Major Merrill, was appointed to 
 examine and report upon the plan of Mr. F. R. Brunot for movable 
 hydraulic gates for chutes and locks, its applicability to the improve- 
 ment of the Ohio and other rivers, and an estimate of the cost of 
 construction ; and to this duty was added. May 1st, 1872, the general 
 consideration of the whole subject of movable hydraulic gates, and of 
 all other proposed plans for this object. This board reported January 
 31st, 1874. After giving a full description of movable dams found 
 in France, and sluices in India, twelve methods in all, the board ex- 
 amined certain other devices brought before it in the shape of models 
 and plans, and in a final recommendation proposed to experiment 
 with a navigable chute, to be opened and closed by a hydraulic gate, 
 in one of the dams of the Monongahela Navigation Company, with a 
 view to the adoption of the system on the upper Ohio, if it should be 
 found practicable. This proposition, however, was never carried out. 
 
 The United States dredges have done much, and varied work at 
 all points along the Ohio, removing parts, or all ot bad bars, rocky 
 points, obstructions, and wrecks, besides assisting in the works of con- 
 struction at times. The Ohio, beginning work in 1873, was given an 
 iron hull in 1880; the Oswego, built in 1874, was given an iron hull 
 in 1883. The record of the cubic yards of material,- gravel and rock, 
 removed by both, in successive years, is here given : 
 
 6. 1872, p. 399. 7. 1874, 1, p. 415. 
 
[24] 
 
 1873, 29,380 cu. yds. 1880, 81,180 cu. yds. and 1 wreck 
 
 1874, 78,634 " " 1881, 70,695 " " " 3 " 
 
 1875, 86,769 " " andSwre'ks 1882, 47,671 " " " 2 " 
 
 1876, 142,092 " " " 9 " 1883, 110,771 " " " 4 " 
 
 1877, 114,270 " " 1884, laid up for lack of funds. 
 
 1878, 81,879 " " 
 
 Snags were removed by contract, by government snag boats, and 
 finally, in 1876, an iron hull, completely equipped, snag boat, the E. 
 A. Woodruff, was built, and has since been operated continuously in 
 the removal of all such obstructions. This boat is capable of hand- 
 ling any possible obstruction. In 1883, a sycamore tree measuring 
 7' 8" diameter at the butt, and weighing 364 tons, was removed ; and 
 an average weight of eighty of the largest snags removed that year 
 was 92J tons. 
 
 Upon September 1st, 1874, Colonel Merrill modified his views on 
 the radical improvement of the river, and stated,* that after long 
 study he had come to the conclusion that the best method of 
 improving the Ohio, at least in the upper part of its course, was 
 to follow the plans that had been successful on the Seine, Yonne, 
 Marne, Meuse, and other French rivers. This method of improve- 
 ment by movable dams on the Chanoine plan, would require, 1st, a 
 movable dam of Chanoine wickets divided into navigable pass and 
 weir; 2d, a lock large enough to pass an ordinary coal-fleet through 
 in one lockage. Approximating the positions of such dams to secure 
 a six foot navigation from Pittsburgh to Wheeling, thirteen were 
 located, each with a six foot lift. The average length of the dam was 
 given as 1,473 feet. 
 
 At an estimated cost of | 374,971 
 
 Estimating the cost of the lock with the dam 574,971 
 
 The whole cost of the improvement from Pittsburgh to 
 
 Wheeling will be 7,474,623 
 
 Eecommending work at all points simultaneously, Colonel Merrill 
 adds that there is no doubt, whatever, of tlie absolute necessity of 
 using locks, in any rational plan, for improving the upper Ohio so as 
 to secure a six foot navigation. 
 
 Meanwhile, the question of the Ohio below Louisville, was prac- 
 tically tested by long and substantial dikes built at French Island, 
 760 miles below Pittsburgh, to a length of 3,498 feet, at Evansville, 
 783 miles, and at Henderson, 797 miles below Pittsburgh. The first 
 effect of the French Island dike was excellent and rivermen were 
 delighted with it, thinking a radical improvement had been made.* 
 Unfortunately the sands had reformed the bar just below the end of 
 the dike, so that very little prac^al advantage had resulted from the 
 work. An extension of 1,000 feet was added to the first 2,000, with 
 the hope that the sand would be driven into deeper water and be so 
 
 8. 1. c. p. 406. 8. 1875, 1, p. 679. ' 
 
[25 ] 
 
 distributed along the sides of the channel as to leave good navigable 
 water in the middle, Henderson dike,' 1,900 feet long, and six feet 
 above low water, seems to answer its purpose well, though a lack of 
 water on the bar at the foot of the island, a bar not existing when 
 the dike was built, may yet require a new dike to cause its removal. 
 The greatest obstacle to the successful improvement of the lower 
 Ohio, comes from the enormous masses of sand and gravel that travel 
 down stream with every rise.'" Behind the dikes at French and 
 Henderson Islands, and at Evansville, sand bars formed as high as 
 the dikes, and in places where before, or during their construction, 
 there was deep water. At the Cumberland Island end of the Cum- 
 berland dam, where in 1873 there was about ten feet of water, in 
 1874 was ten feet of sand, showing a deposit of twenty feet in one 
 season. This sand is mixed with gravel, which was carried over the 
 dam. Evansville dike was lengthened in 1879, and all three strength- 
 ened and repaired in 1879 and 1880. Very substantial dikes built 
 of crib work and filled with stone were subsequently built in 1882-4 
 at the following points, and consumed material as given — 
 
 
 
 O 
 
 feet. 
 
 1? 
 
 if 
 "1 
 
 li 
 
 .c p. 
 
 ■n 
 
 e 
 
 pa 
 
 Four Mile Bar 
 
 457 
 
 2,135 
 
 2,477 
 2,581 
 2,935 
 2,700 \ 
 3,232 / 
 
 
 
 
 
 (( Cl 11 
 
 
 
 
 
 Portland Bar 
 
 603 
 743 
 943 
 
 489,631 
 366,887 
 
 17,741 
 32,583 
 
 35,810 
 31,274 
 
 1,661 
 
 PuiiDv Creek Bar 
 
 13 663 
 
 Grand Chain 
 
 
 (( (( 
 
 422,463 
 
 36,667 
 
 84,037 
 
 1,292 
 
 
 
 
 *' Under date of February 25th, 1875, Colonel Merrill expressed 
 himself in favor of extending the movable dam system throughout 
 the entire river, qualifying his statement as to its applicability below 
 the Falls of the Ohio, by saying that although not assured of its 
 serviceability there, it was a better system than one of permanent 
 dams, and the only other system promising six or seven feet of navi- 
 gation at low water, the system of dikes not being likely to afford 
 more than four feet at dead low water, and then only after an im- 
 mense development of such works. He then gave an approximate 
 location to sixty-eight dams which would be required to give six feet 
 of navigation between Pittsburgh and Cairo. The total length of 
 these dams would be 118,885 feet, including the locks, and 10,840 
 linear feet of dam across island chutes. An estimate based upon these 
 figures gave for the total cost of such improvement $38,696,671. 
 Considering additional difficulties likely to occur in the lower river 
 
 9. 1876,11.4. 
 
 10. 1874, p. 404. 
 
 11, 1875, II. p 608. 
 
[26 1 
 
 it was deemed best to give the total estimate as $40,000,000. The 
 river and harbor, bill of March 3d, 1875, appropriated $100,000, "to 
 " be used for and applied towards the construction of a movable dam, 
 "or a dam with adjustable gates, for the purpose of testing substan- 
 " tially the best method of improving, permanently, the navigation of 
 " the Ohio River and its tributaries." 
 
 A board of Engineer Officers,^ ^ consisting of Lieut.- Col. H. G, 
 Wright, Majors G. Weitzel, O. M. Poe and W. E. Merrill, and 1st 
 Lieut. F. A. Mahan, as recorder, reported under date of April 19th, 
 1875, that "with regard to the plan of this proposed dam, as sub- 
 mitted by Major Merrill, the board are of the opinion that it is 
 satisfactory. The dimensions and details for the lock have been care- 
 fully matured, and are considered to be judicious. The site chosen 
 for the dam is recommended to be adopted. The lock will be 
 seventy-eight feet wide and have an available length of 630 feet." 
 Considering the great width of the river to be closed the board 
 thought Chanoine wickets should be used for the navigable pass. 
 For the two wiers no system was recommended until the tim*^ of 
 actual construction, when additional study and experience abroad 
 might result in a better solution of this part of the problem. A 
 careful estimate was made of this proposed movable dam and its lock 
 at Davis Island, and given at $463,103. To compare this estimate 
 with the cost of French locks and dams, the following table is 
 given : * * 
 
 12. 1876, II p. 25. 13. 1874, 1, p. 447, 454. 
 
[27] 
 
 RIVERS. 
 
 Yonne. 
 
 Seine. 
 
 Meuse**. 
 
 hi at 
 
 Ohio 
 
 [Estimated 1876.J 
 
 1^ 
 1^ 
 
 
 feet. 
 
 feet. 
 
 
 115.29 
 
 34.44 
 
 to 
 
 
 98.24 
 
 
 115.95 
 
 34.44 
 
 to 
 
 
 115.29 
 
 34.44 
 
 115.29 
 
 
 132.51 
 
 39.36 
 
 to 
 
 
 171.22 
 
 
 162.36 
 
 39.36 
 
 to 
 
 
 213.53 
 
 
 179.42 
 
 39.36 
 
 and 
 
 
 94.14 
 
 
 150. 
 
 78. 
 
 400. 
 
 ■^ o 
 feet. 
 
 96.60 
 
 to 
 
 81.80 
 257.15 
 
 to 
 165.48 
 165.48 
 
 to 
 404.23 
 197.78 
 
 to 
 220.74 
 131.29 
 
 to 
 229.93 
 
 124.31 
 
 178.6 
 400 high 
 
 and 
 400 low 
 
 
 $ 60,230 
 
 87,780 
 
 106,590 
 
 153,764 
 
 164,205 
 
 300,339 
 166,192 
 463,103 
 
 s 
 
 $421,610 
 
 702,240 
 
 746,130 
 
 768,819 
 
 985,228 
 
 300,339 
 166,192 
 
 It may be stated here that the Davis Island dam, as built, is dif- 
 ferent from these dimensions, and beginning at the right bank, has 
 the lock, 110 feet wide, navigable pass, 559 feet, and three weirs, 224, 
 224, and 216 feet long, in succession. Between Davis Island and 
 the left bank is a fixed dam 456 feet in length. 
 
 Although the first appropriation for the Davis Island dam was 
 made March 3d, 1875, it was not until June 21st, 1878, that the site 
 was bought and paid for, as legislative action on the part of the State 
 of Pennsylvania was first necessary, and subsequent legal steps taken 
 in conformity to that act consumed more than a year's time. Work 
 was actually begun July 24th, 1878. '^ 
 
 Under date of January 17th, 1876, a memorial from the Pittsburgh 
 Coal Exchange, and the Steamboatmen's Association relative to the 
 Ohio River navigation, ^ ® was made to the Senate and House of Rep- 
 resentatives. This paper held that locks and dams should not be 
 placed upon the Ohio, and that an experimental movable dam should 
 not be built on the Ohio, as it would be both useless and injurious. 
 The reasons for this course were given in extenso, and the cost, 
 dangers, and consequences discussed. A system of improvement con- 
 
 14. 1879, 11. p. 1329. 15. 1879, II, p. 1300. 16. 1877, 1, p. 645. 
 
[28] 
 
 sidered as applicable to the Ohio was outlined, and certain specific 
 objects mentioned as worthy of appropriations. Under date of Feb- 
 ruary 23d, 1877, a report*'' was made on this subject by a Board of 
 Engineer Officers consisting of Col. Z. B. Tower, Lieut.-Col. H, G. 
 Wright, Majors G. Weitzel and W. E. Merrill, with 1st Lieut. F. A. 
 Mahan as recorder. The objections raised by the memorialists are 
 answered in detail, and the fact that only a part of the navigation in- 
 terests of the Ohio was connected with the opposition was dwelt 
 upon, and it was thought that no valid reason had been shown why 
 the proposed experimental dam should not be tried. 
 
 To meet certain of the objections raised to the proposed dam, 
 modifications in the original plan were proposed by Colonel Merrill, 
 and submitted to the original Board of Engineer Officers, which had 
 approved of the first plan. This board reported ** January 25th, 
 1878. "The proposition submitted by the Engineer in charge, is to 
 give the lock a net width of 100 feet, or allowing ten feet for clearance, 
 110 feet, in all. This change makes it unnecessary to have an 
 available length of more than 600 feet. The gate to close this lock 
 will be 117 feet long, and will have a lap of three and one-half feet 
 on each wall. The gate will somewhat resemble a railroad car, which, 
 when out of use is housed in a recesS in the bank, and when needed 
 is run across the lock, thus shutting it up, acting as a gate. The 
 power to move these gates and manoeuvre the valves used in filling 
 and emptying the lock chamber is to be a small steam engine, of not 
 more than ten-horse power. We have no hesitation in affirming our 
 belief that this gate will work satisfactorily, and that it is especially 
 suitable to very wide locks, with low heights of wall." 
 
 After the work of construction began it was carried on continuously 
 when the stage of water permitted work, and the funds on hand jus- 
 tified it. Upon July 1st, 1884, it was reported *" the work was prac- 
 tically finished, except the lock gates, the machinery for moving 
 them, and the movable dam across the head of the lock. Appropria- 
 tions for this work have been made sometimes specifically and some- 
 times out of the general appropriations for the Ohio River. 
 
 Date of act. 
 
 March 3d, 1875. "Towards construction of a movable dam, etc." $100,000 
 
 " 3d, 1879. Out of the gen'l appropriation, "not exceeding" 100,000 
 
 ?J™^, ^lt^'?^°- " " " "shaU be expended"... 100,000 
 
 March 3d 1881. " " " "may be expended"... . 150,000 
 
 21st, 1882. Specific appropriation 100 000 
 
 Aug. 2d, 1882. , General appropriation, allotted therefrom.!.!!!! 165*000 
 
 July ^Vh, 1881ft -f^ " " "shall be expended, or so much 
 
 of it as may be necessary for completion" 70,000 
 
 S 
 
 $785,000 
 
 As this amount is an increase of about sixty-eight oer cent, over 
 
 the estimate of 1876, already given, and that estimate is about ten 
 
 per cent, over the general estimate of 1875, for the whole Ohio, it 
 
 17. b.c.p.637. 18. 1878, 1, p. 802. 19. 1884, 1, p. 260. ' 
 
i[ 29 ] 
 
 would appear that if this system wer6 applied to the whole Ohio, the 
 entire cost would be not less than $68,000,000, or about $70,000 a 
 mile. 
 
 There is no official record, of the expression of an opinion by the 
 officer in charge, or by a board of engineers, that it is desirable to 
 extend the movable dam slack-water system below Davis Island; 
 nor is it shown that such an extension would be the best solution of 
 a plan for the radical improvement of the Ohio. 
 
 The importance of the Kanawha Eiver, as a tributary of the Ohio, 
 and the similarity of its characteristics to those of the upper Ohio ; 
 the intimate and similar commercial relations, and lastly the similar-, 
 ity in methods of improvement adopted, lead me to take up the 
 Kanawha at this point, with the intention of resuming the Ohio later. 
 
 The Kanawha River rises in North Carolina in its principal branch, 
 the New River, and after joining the Gauley is known as the Kan- 
 awha. The drainage area in North Carolina is about 982 square 
 miles; and in Virginia and West Virginia about 11,922 square miles; 
 or, 12,900 square miles in all. 
 
 Its precipitous slope from the mountain ranges, gives such rapid 
 discharge that floods are produced unknown in other tributaries of 
 the upper Ohio. 
 
 New River, formed by two forks, one in Ashe County and the 
 other in Watauga County, North Carolina, has been surveyed from 
 the mouth of Wilson Creek, four miles below this junction, to the 
 mouth of Grauley River, where the two form the Kanawha River. 
 Beginning at an elevation of 2,451 feet, cutting tjvayfit^ through the^ 
 entire Appalachian chain it receives many important tributaries and 
 drains a large area of country. At the lead mines in Wythe County, 
 Virginia, after a fall of 333 feet, in a distance of 62 miles, it is 350 
 feet wide. To the mouth of Greenbrier is 128 miles with a fall of 
 531 feet. The Greenbrier itself is more than 60 miles long, and 
 carries floods of 20 feet in height. From mouth of Greenbrier to the 
 mouth of Gauley, the river passes down a wild and tremendous 
 mountain gorge, where in a distance of 67 miles the river falls 756 
 feet, and flood heights of 40 to 50 feet are certain, and possible flood 
 marks are referred to as 69 feet above low water. In this distance of 
 257 miles there is a fall 1,787 feet and the drainage area is so large 
 that flood discharges of 90,000 cubic feet per second are estimated. 
 The Gauley is another mountain stream, of over 50 miles in length 
 from the junction of its principal tributaries. From the mouth of 
 Gauley to the Kanawha Falls, is a distance of a mile and a half, and 
 the entire fa]l is 27.6 feet. The following table shows the fall and 
 distance from this point to the Ohio River, together with the reference 
 above tide water.** 
 
 20. 1873, p. 837; 1876, II, p. 164. 1877, 1, p. 744. 
 
[30] 
 
 PLACES. 
 
 Foot of Great Falls 
 
 " Long Shoal — 
 
 " Loup Greek Shoal 
 
 " Lykens Shoal T'n of Cannelt'n 
 
 Dam No. 2, located in this pool 
 
 Foot of Harveys Shoal 
 
 " Hunters Shoal 
 
 " Windsor Shoal 
 
 " Paint Greek Shoal 
 
 Dam No. 3, located in this pool 
 
 Foot of Cabin Greek Shoal 
 
 Dam No. 4, located in this pool 
 
 Foot of Witohers Greek Shoal ....... 
 
 " Cat-fish Shoal head of Charles- 
 ton pool — Dam No. 5. 
 
 City of Charleston and mouth of Elk. 
 
 Foot of Elk Shoal 
 
 " Two Mile Shoal 
 
 " Island Shoal 
 
 Dam No. 6, in this pool 
 
 Foot of Tyler Shoal 
 
 " New Comer Shoal 
 
 " Johnson Shoal 
 
 " Taoket Shoal 
 
 " Bed House Shoal 
 
 " Gillespies Ripple 
 
 " Knob Shoal 
 
 " Buffalo Shoal 
 
 " FiveEipples 
 
 " Arbuckle Shoal 
 
 " Thirteen Mile Shoal 
 
 Point Pleasant, mouth of Kanawha. . . 
 
 Dist'noe 
 from 
 
 FaUfr'm 
 Great 
 
 Height 
 
 Great 
 
 Falls 
 
 f^An 
 
 FaUsin 
 miles. 
 
 basin. 
 
 FEET. 
 
 FEET. 
 
 
 
 
 
 618.6 
 
 1.38 
 
 10.38 
 
 608.22 
 
 471 
 
 22.15 
 
 596.45 
 
 9.19 
 
 32.10 
 
 586.50 
 
 10.61 
 
 36.99 
 
 581.61 
 
 11.28 
 
 38.09 
 
 580.51 
 
 12.39 
 
 39.50 
 
 579.10 
 
 15.12 
 
 45.70 
 
 572.90 
 
 20.83 
 
 53.21 
 
 565.39 
 
 23.94 
 
 57.48 
 
 561.12 
 
 26.49 
 
 60.29 
 
 558.31 
 
 36.82 
 
 60.76 
 
 557.84 ^ 
 
 37.46 
 
 63.47 
 
 555.13 
 
 39.33 
 
 66.55 
 
 552.05 
 
 40.05 
 
 68.85 
 
 549.75 
 
 41.62 
 
 72.93 
 
 545.67 
 
 43.52 
 
 74.96 
 
 543.64 
 
 53.03 
 
 83.03 
 
 535.57 
 
 55.81 
 
 86.11 
 
 532.49 
 
 62.14 
 
 89.86 
 
 528.74 
 
 67.25 
 
 93.67 
 
 524.93 
 
 71.78 
 
 97.17 
 
 521.43 
 
 73.10 
 
 98.54 
 
 520.06 
 
 76.34 
 
 102.25 
 
 516.35 
 
 79.20 
 
 105.02 
 
 513.58 
 
 82.63 
 
 106.77 
 
 512.83 
 
 94.20 
 
 107.92 
 
 510.68 
 
 Length and fall 
 
 of principal 
 
 shoals in low 
 
 water. 
 
 10.28 in 4,207 
 
 10.12 " 8,736 
 
 6.19 " 2,250 
 
 3.98 " 1,400 
 1.60 " 950 
 0.83 " 1,300 
 5.12 " 2,300 
 
 5.15 " 2,376 
 
 3.70 " 2,500 
 
 1.59 " 1,400 
 
 Pool 10, 33 miles 
 long, faU 0.47. 
 
 2.71 in 1,700 
 2.79 " 1,900 
 2.21 " 1.900 
 
 4.10 
 0.59 
 4.35 
 2.20 
 2.84 
 0.90 
 2.60 
 0.90 
 
 5,700 
 5,000 
 5,600 
 2,904 
 1,850 
 2,200 
 3,200 
 1,000 
 
 2.80 "12,100 
 2.03 " 3,300 
 0.86 " 1,200 
 
 • From this table the steepest natural low water slopes are : 
 
 Harvey's Shoals 1 foot fall in 352. 
 
 Paint Creek " 1 " " " 449. 
 
 Cabin " " 1 " " « 461. 
 
 Witchers" " 1 " " " 676. 
 
 All now overcome by dams 3, 4, and 5. 
 
 Elk Shoals 1 foot fall in 627. 
 
 Two Mile " 1 " « " 681. 
 
 Island " 1 " " " 860, 
 
 To be overcome by dam No. 6, now under construction. 
 
 Tyler Shoals 1 foot fall in 1390. 
 
 Johnson " 1 " "^ " 1287. 
 
 Tacket " 1 " " " 1320. 
 
 Red House " 1 " « « 651. 
 
[31 J 
 
 To illustrate the rapid change in slope, from the Falls down, the 
 following is given, showing the slope per mile in successive, short 
 stretches, beginning at the Falls: 
 
 Distance in Miles. 
 
 Slope per MUe. 
 Feet. 
 
 Distance in Miles. 
 (Continued.) 
 
 Slope per Mile. 
 Feet. 
 
 4.71 
 
 4.70 
 
 11.41 
 
 0.88 
 
 5.90 
 
 2.53 
 
 9.11 
 
 0.75 
 
 4.51 
 
 1.92 
 
 5,11 
 
 0.74 
 
 5.71 
 
 1.33 
 
 4.53 
 
 0.77 
 
 5.86 
 
 1.21 
 
 4.56 
 
 1.10 
 
 10.65 
 
 .04 
 
 6.29 
 
 0.71 
 
 Charleston Pool 
 
 
 11.57 
 
 0.10 
 
 4.80 
 
 2.53 
 
 
 
 From Cannelton, or the site of dam No. 2, to dam No. 5, at the 
 head of the Charleston pool, 17.30 miles, the fall of 28.19 feet gives 
 a slope of 192 inches to the mile, — not much greater than the slope 
 from Pittsburgh to Beaver, 26 miles. From dam No. 5, to the mouth 
 of the river, 67.71 miles, the average slope is about 8| inches to the 
 mile, or nearly the same as from Beaver to Wheeling, 64 miles. The 
 Charleston pool, and the four shoals just below Charleston, break the 
 average, however, in a marked degree. 
 
 The discharge of the Kanawha River at extreme low water in 
 1881, was accurately measured at Elk chute, just below the mouth of 
 Elk River, and found to be about 1,150 cubic feet per second through 
 an area of 485 square feet, the gauge reading +0.17 above lowest 
 water mark Ellet's report calls for about 1,100 cubic feet as meas- 
 ured in 1858. "^Discharge at other stages found in the table. 
 
 si 
 
 |l 
 
 '1 
 
 ■a 
 
 <8 o a 
 
 •gas 
 si" 
 
 o o 
 
 1 
 
 tao 
 
 II 
 
 ID 
 
 
 No 1 
 
 1.55 
 2.70 
 4.51 
 4.70 
 6.55 
 7.01 
 8 36 
 
 4,182 
 4,877 
 5,903 
 6,080 
 7,370 
 7,552 
 8,507 
 
 2,49'2 
 4,925 
 8,613 
 ■8,852 
 12,733 
 13,605 
 18 562 
 
 No 8 
 
 10.89 
 15.55 
 18.96 
 22.11 
 26.55 
 32.85 
 34.62 
 
 9,939 
 13,169 
 15,539 
 17,710 
 20,926 
 25,365 
 
 28,798 
 47 120 
 
 No 2 
 
 No 9 
 
 No. 3 
 
 No. 10 
 
 58,558 
 76,851 
 
 No. 4 
 
 No. 11 
 
 No. 5 
 
 No. 12 
 
 98,407 
 
 No 6 
 
 No 13 
 
 118 291 
 
 No 7 
 
 No 14 
 
 155 388 
 
 
 
 
 
 
 
 These observations were taken in the Charleston pool, above the 
 mouth of Elk. Simultaneous observations with the last gauging 
 given, were majie in Elk and a discharge of 32,959 cubic feet per 
 
 21. 1876, II. p. 160. 
 
[32 J 
 
 second determined. Below Elk then the discharge of the Kanawha 
 will be 188,347 cubic feet per second, the gauge reading 34/62 above 
 low water. Floods upon September 29th, 1861, gave a gauge reading 
 of 45.'37, and on September 12-14, 1878, showed 40.'13 by the same 
 gauge, but no discharge measurements were made at either time. 
 The Bellaire and Parkersburg gaugings upon the Ohio indicate that 
 for a gauge reading of about eight feet, the Kanawha area and die- 
 charge are about sixty per cent of those of the Ohio. The rapid fall 
 of the Kanawha and its high floods probably make its flood discharge 
 more nearly equal that of the Ohio at its mouth. Point Pleasant. 
 An average of ten years gauge readings at Charleston show, ^^that 
 
 The gauge reads 3' above low water on an average 299 days in the year 
 
 AjjJ g/ « t( II tl II il I^Q K II II It 
 
 The record being not very dissimilar from that at Pittsburgh. Prior 
 to the beginning of work on the river by the United States, work had 
 been done under a State charter. , This work consisted in confining 
 the water to the channel at the shoals, and in dredging, and the 
 removal of snags, and obstructions. An appropriation of $300,000 
 having been made March 3d, 1875, towards the permanent improve- 
 ment of the river, a board of engineer ofiicers was convened May 
 5th, 1875, ''^to consider the subject. The board, consisting of Lieut. 
 Col. H. G. Wright, and Majors W. P. Craighill and O. M. Poe, re- 
 ported that movable dams should be adopted from the mouth of the 
 river to Paint Creek, the first permanent dam to be at that point 
 instead of at the head of Charleston pool, as suggested by Major 
 Craighill in his project. Chanoine wickets were recommended for 
 adbption. The depth of water to be secured was seven feet. The 
 estimate for this plan was $4,071,216. Proposals for building the 
 first two locks on this plan were opened July 22d, 1875. The details 
 of the locks and dams, as built, are given in tabular form : 
 
 DAM 
 
 Class. 
 
 Ji 
 
 Q 
 feet. 
 
 3 
 
 feet. 
 
 ^^ 
 
 xa 
 feet 
 
 feet. 
 
 "S 
 
 F 
 
 feet. 
 
 feet 
 
 n 
 
 S 
 
 to 
 
 5 
 
 si 
 
 miles 
 
 No. 2 
 
 Fixed. 
 
 Fixed. 
 
 Movable. 
 
 Movable. 
 
 Movable. 
 
 308x50 
 300x50 
 300x50 
 300x50 
 342x55 
 
 12 
 12 
 
 7 
 7 
 8f 
 
 
 
 
 
 1883 
 1878 
 1875 
 1875 
 1880 
 
 1881 
 1880 
 1880 
 
 9 ft 
 
 No. 3 
 
 
 
 
 
 15 3 
 
 No. 4 
 
 No. 5 
 
 12'.8" 
 
 13'. 
 
 13'. 
 
 248 
 250 
 248 
 
 210 
 266 
 310 
 
 6 
 
 5 
 
 21.6 
 27.7 
 40.9 
 
 No. 6 
 
 
 Experience demonstrated that the estimated cost of each site with 
 its lock, dam, and appurtenances was correctly placed at $350,000. 2* 
 
 22. 1882, I. p. 926. 
 24. 1880. 1, p. 682. 
 
 23. 1875, II. p. 94. 
 
 26. 1882, 1, p. 926. 1884, II. p. 929. 
 
[ 33 ] 
 
 After completion, it is reported that the average annual expense at 
 the movable dams, for care and operating, was about |2,555 each.^^ 
 No great difficulties have been reported as arising during the operat- 
 ing of these dams, and nothing, beyond minor details, has been 
 suggested as an improvement. 
 
 The movable dams . above Charleston are in that portion of the 
 river, which, by reason of its shoals of great fall, would not be pass- 
 able, especially by tow boats , gping up stream with empty barges, 
 without their aid except at reasonable stages of the water. When 
 the stage becomes a coal tide allowing of shipments irrespective of 
 the existence of the dams, they are lowered and loaded barges pass 
 down tiie navigable pass. The inflitence upon business caused by 
 the completed dams 3, 4 and 5,, js shown by the record of coal pass- 
 ing down by the lowest lock No. 5 since completion. 
 
 1881. 1883. 1884. 
 
 Bushekof^coalpassmgdomikckN g^ggOO ^^gg^Qg g 217,900 
 
 Bushek of a>d passing do^s^ look No: 's^Wroug^ 228.900 1,401,100 2,287,500 
 
 1,104,700 6,156,203 .8,505,400 
 The increase of the coal shipments by river during past years is 
 
 shown : 
 
 Bushels of coal shipped by river 1875, 4,048,300; 1876, 5,024,050]; 
 
 1877,5,183,650; 1878,5,556,050; 1881,9,628,696; 1883,15,370,468; 
 
 1884, 18,421,172. 
 
 But as the most of the coal is shipped from the Charleston pool, 
 and lower, the influence of the improvements are shown by the first 
 table only. The coal shipped from that part . of the river not de- 
 pendent upon the^' locks and dams, is, in bushels, 1881, 8,524,000; 
 1883, 9,21^5; 1884, 9,915,772. The increase in nine years, of 
 more than double the production in the lower river, shows its inde- 
 pendence of the permanent improvement, and the increase from zero 
 to 8,505,400 bushels in the upper river, shows the value of that part 
 of the work. The completion of lock and dam No. 2, will bring an 
 additional coal field to the river, and meet all demands of that part 
 of the river. The completion of lock and dam No. 6, will overcome 
 the bad shoals below Charleston, except one, make the upward 
 passage of empty barges at low stages much less expensive, and will 
 furnish more water in the Charleston pool for harboring loaded boats. 
 It will have no influence on the downward passage of loaded boats, 
 nor will the entire system of improvement, if carried out to the 
 mouth of the Ohio, be of service in this respect, unless the Ohio can 
 be given the same depth, seven feet, from that point to Cincinnati. 
 It is a matter of fact that at present, for all kinds of navigation, there 
 is as much water in the Kanawha, below Charleston, in general, at 
 all times, as in the Ohio below the mouth of the Kanawha. 
 
 The total amount appropriated for the improvement of the Kan- 
 awha Eiver, up to and including the appropriation of July 5, 1884, 
 is $1,742,000. 
 
 3 
 
'[ 34 ] 
 
 ELK EIVER, WEST VIEGINIA,"* 
 
 Was surveyed from Braxton Court House to its mouth at Charleston, 
 a distance of 100 miles. It is one of the chief tributaries of the 
 Kanawha, draining a large area of very difficult mountainous country, 
 rich in coal and timber; but of bad roads and difficult communication. 
 Surveys for railroads develop such necessary cost as to deter the 
 undertaking, at least at present. The river there is an important 
 line to the community. Throughout the 100 miles, the low water 
 width is about 200 feet; average fall per mile, two and one-half feet ; 
 shoals permanent, bottom rock, overlaid with stone and gravel. Fre- 
 quent small rises, and occasional large ones, of twenty-five to thirty 
 feet in height; and a low water flow of about eighty cubic feet per 
 second are the principal characteristics. Permanent improvement is 
 not possible without locks and dams; which can be surely and 
 economically built and maintained. The estimate for twenty-two 
 locks and dams; combined wood and stone structures, average length 
 of dam 230 feet; average lift nineteen (including the five feet of 
 navigable water) vas $1,000,000, and with masonry dams $1,543,080. 
 Appropriations were made in 1878, 1880, 1881 and 1882, amounting 
 to $17,000, to be used for clearing the channels, chutes, and concen- 
 trating the flow. These sums have given a full equivalent in the 
 relief furnished push boats, small flats and rafts, and have been of 
 great advantage to a community not highly favored in their natural 
 surroundings. 
 
 No statistics of commerce are furnished. The productions of the 
 region are limited to logs rafted down, and supplies carried up by 
 small craft. 
 
 MUSKINGUM EIVEH, OHIO. 
 
 This river, which enters the Ohio 172 miles below Pittsburgh,^' is 
 the most important northern tributary above the mouth of the 
 Wabash. It drains about 12,000 square miles, embracing in its basin 
 nearly one-third of the State of Ohio. Its sources are within twenty 
 miles of the shores of Lake Erie. Its basin,.as a whole, has an 
 average temperature colder than that of the Ohio Valley above the 
 mouth of the Muskingum. Its mouth being wide and favorably 
 situated, is much sought after as an ice harbor, at the approach of hard 
 freezing weather. About 1,050 feet above the mouth is located the 
 first lock and dam of a slack water improvement, built on this stream 
 by the State of Ohio in 1838. The lock has a chamber of 130x34 
 feet, with a lift of 11 J feet, and is built of masonry. The pool thus 
 formed is 5.6 miles long, and has an average width of 510 feet. The 
 slack water extends to Zanesville, and in this distance of 65 miles, 
 are five locks. There are small steamers plying on these pools, and 
 necessarily limited in size by the locks. No work has been done on 
 this stream, other than that destined to make the mouth an efficient 
 ice harbor. This is noted elsewhere. No commercial statistics of the 
 river are given. 
 
 26. 1876, II, p. 166. 27. 1879, II. p. 1366! 
 
[35 J 
 
 LITTLE KANAWHA EIVEK, WEST VIRGINIA. 
 
 This stream, from near its extreme headwaters in Braxton County, 
 has been surveyed** from Bulltown to its mouth at Parkersburg. In 
 this distance of 131 miles the fall is 197^ feet. The country through 
 which the river runs is extremely rough, with hills the entire length 
 of it. Above the head of slack water navigation, forty-three miles 
 from the mouth, the river bottoms are seldom more than a few hun- 
 dred feet in width, and the country is very thinly settled. This part 
 of West Virginia is covered with a fine growth of timber, principally 
 hard wood, except along the river and its large tributaries where it 
 has been largely cut away. The river is very narrow and very 
 crooked, and in high water difficult to navigate with even flatboats, 
 in descending, owing to the bends. The Little Kanawha Navigation 
 Company, beginning work in 1867, built four locks and dams, which 
 were completed by the end of 1874. A depth of four feet was carried 
 by this slack-water from Parkersburg to Spring Creek, a distance of 
 forty-three miles. All of the locks and dams were substantially built, 
 the lock chambers being 143x23 feet, with lifts oi from 10.1 to 15.7 
 feet, or 49.7 feet in all. High water mark of 1852 was thirty-eight 
 feet above low water. From the profile any radical improvement 
 other than by locks and dams was shown to be impossible. 
 
 By appropriations, amounting to $43,300, made in the years 1876 
 to 1879, all obstructions, both artificial and natural, had been 
 removed, and subsequent appropriations, amounting to $86,000, were 
 made for the building of a new lock and dam. The Little Kanawha 
 Navigation Company furnish the following statistics, which cover the 
 grater portion of the business done upon the stream : 
 
 1877 [First Year.]. 
 
 1878 
 
 1879 
 
 1880 
 
 1882 
 
 1883 
 
 1884 
 
 SaftB. 
 No. 
 
 388 
 436 
 637 
 908 
 922 
 1,208 
 702 
 
 Coal. 
 BauhelB. 
 
 26,450 
 8,500 
 7,890 
 20,450 
 14,900 
 26,077 
 
 Lnmber. 
 B. M. 
 
 1,163 
 937 
 1,101 
 2,437 
 1,874 
 6,230 
 3,943 
 
 Cross 
 
 Ties. 
 
 M. 
 
 57 
 69 
 116 
 209 
 352 
 623 
 386 
 
 staves. 
 M. 
 
 3,406 
 4,978 
 2,615 
 2,340 
 1,144 
 1,322 
 841 
 
 Petroleum, 
 bbls. 
 
 12,268 
 
 5,084 
 6,056 
 3,465 
 2,380 
 4,200 
 3,199 
 
 The new lock, when built, will have a lift of 12 J feet, with lock 
 chamber 150x28 feet, and will extend the slack water navigation 
 thirteen miles. 
 
 GUYANDOTTE KIVEK, WEST VIRGINIA. 
 
 This stream rises in the Cumberland Mountains, and flowing north- 
 westerly through a very rugged country, empties in the Ohio forty 
 miles below the mouth of the Kanawha. Though ill-adapted to ag- 
 
 28. 1875, 1, p. 743. 
 
[36.] 
 
 riculture the timber capacities of the region are great, and fine beds 
 of bituminous coal are found for long distances on the river, and en- 
 tirely unworked. From Logan Court House to the mouth of the 
 river is a distance of eighty-one and a half miles, with a fall of one 
 hundred and torty-seven and three-fourths feet. An old system of 
 locks and dams, built twenty-eis;ht years ago by the State of Virginia, 
 fell to ruin through the decay of perishable materials. The great ex- 
 pense of a permanent system in a river of so great a fall, with flood 
 heights qf twenty-five to thirty feet is noted. Removal of obstruc- 
 tions, however, assists the downward passage of logs, and lumber in 
 various forms, and the upward passage of the limited commerce of 
 push boats; and the whole at small expense. 
 Commercial statistics for two years : 
 
 
 RAFTS. 
 
 Staves. 
 M. 
 
 Hoop Poles 
 M. 
 
 Sawed 
 
 YEAR. 
 
 Poplar. 
 
 cu. ft. 
 
 M. 
 
 Oak. 
 
 linear ft. 
 M. 
 
 Walnut. 
 
 cu. ft. 
 
 M. 
 
 Lumber. 
 
 Feet B. M. 
 
 M. 
 
 1881. 
 1882. 
 
 1,750 
 2,250 
 
 400 
 400 
 
 150 
 200 
 
 7,000 
 7,000 
 
 200 
 200 
 
 200 
 200 
 
 Appropriations amounting to $12,500, made in six different bills, 
 have been of singular value to those dependent upon the unobstructed 
 use of the river. 
 
 BIG SANDY KIVEE, KENTUCKY ANB WEST VIRGINIA. 
 
 ^' The Big Sandy River is formed by the junction of two f^rks. 
 One, the Louisa Fork, the principal branch, rises beyond the Cumber- 
 land Mountains, in the table lands of the southwestern part of Vir- ■ 
 ginia, at an elevation of 1,500 feet above tide water. Throughout 
 •its course, this stream, as well as the other fork, the Tug, flows 
 through a rough mountainous region, which, though rich in both 
 agricultural and mineral wealth, is very difficult of access, either by 
 wagon road or river. The drainage area of the stream and its trib- 
 utaries, equals 4,600 square miles; and, for its timber and other 
 exports the region mainly depends upon the river. So large is the 
 area, and steep the slopes, that rises of fifty feet occur suddenly, and 
 yet pass away quickly, leaving in some seasons but a mere thread of 
 water. At its mouth the low water discharge is measured as 753 
 cubic feet a second. From Piketon on the Louisa Fork, the virtual 
 head of the intermittent navigation of the river, to Louisa the junc- 
 tion with the Tug Fork, is a distance of eighty-six and a half miles. 
 In this distance are found forty-eight shoals, and a fall of 137'.7 ; or 
 an average fall per mile of 1'.49. The average width is 200 feet. 
 These shoals are rock bars, and have only a few inches of water on 
 them during low stages. 
 
 29. 1875, 1, p. 766. 
 
[37] 
 
 The Tug Fork rises in the mountains of McDowell County, West 
 Virginia* It has the same general features as the Louisa Fork. For 
 eleven miles above Louisa, to the Falls of Tug, it is shallow, crooked 
 and narrow ; but above the falls the character changes, and it becomes 
 a succession of pools separated by rock bars. The hills are very 
 steep, and the banks alternately of rock and sand. From Warfield 
 to Louisa is a distance of 35 miles with a fall of 61'. 18, or an average 
 21" to the mile. 
 
 From Louisa to the Ohio River, is the Big Sandy proper. In this 
 distance of 25 miles, is a fall of 27.5 feet; but as in low water the 
 mouth, of the river is above the low water of the Ohio, this slope 
 will vary at different stages. There are small steamboats which 
 ascend the river when the water permits. The average width of the 
 river here is 300 feet. The bottom lands are about 50 feet above low 
 water mark, and not subject to inundations except in extreme cases. 
 The erosive action of the streaim during floods is great, and the bed 
 is covered with sand from eight to twenty feet in depth throughout 
 this stretch. 
 
 This sand is largely carried into the Ohio, and by its constant 
 motion down stream prevents any scheme of improvement beyond the 
 removal of obstructions, or a lock and dam system. The first report 
 of survey made was dated February 24th, 1875 ; and Colonel Merrill 
 reported that the only feasible way of procuring a sufficient supply of 
 water for navigation was to canalize the river; and recommended a 
 first lock and dam to be built near Louisa. It was also proposed to 
 remove the large bowlders which filled the bed in places, and also to 
 pull the snags and cut the leaning trees. 
 
 The first appropriation made was in 1878 for $12,000. Since then 
 $192,0Ci0 more have been appropriated, of which sum $136,000 was 
 designated for the proposed lock and dam near Louisa. The sum of 
 $63,000 was applied to the removal of obstructions, and as a result 
 a channel has been formed, which, at an ordinary stage of water, is 
 fifty feet wide, and about two feet deep. 
 
 * " This extends from Louisa about 100 miles up the Louisa Fork, 
 and 15 miles above Piketon, Kentucky, the head of steamboat navi- 
 gation. A similar channel has been formed up the Tug Fork for a 
 distance of 108 miles. A push boat navigation has been thus much 
 facilitated, besides the downward passage of logs. The look to be 
 built, is planned to have an inner measurement of 50x190 feet and a 
 lift of 14 feet. It is not yet constructed. 
 
 As this stream is concerned mainly with the transportation of the 
 products of a region of wholly agricultural and timber products, the 
 exports are miscellaneous and not easy to tabulate. Reports for four 
 years only are found. 
 
 30. 1883, II, p. 1565. 
 
[38] 
 
 EXPOKTS. 
 
 Sorghum, bbis 
 
 Wheat, bags 
 
 Wool, lbs 
 
 Dried Peaches, lbs 
 
 Feathers, lbs 
 
 Hides, bales 
 
 Sawlogs and Timber, B. 
 
 M., M 
 
 L'mb'r, sawed, B. M., M. 
 
 Cattle, head 
 
 Hogs, head 
 
 Chickens, number 
 
 Estimated Value of 
 
 Exports 
 
 1881. 
 
 1882. 
 
 1883. 
 
 2,500 
 
 2,000 
 
 115,500! 
 
 193,500' 
 
 100,570' 
 
 210i 
 
 37,000 
 
 '2,060 
 
 5,000 
 44,176 
 
 1,718,181 
 
 8,000 
 
 15,000 
 
 170,000 
 
 132,000 
 
 130,000 
 
 700 
 
 66,288 
 7,100 
 4,200 
 4,000 
 
 48,000 
 
 $1,945,366 
 
 6,«00 
 
 12,750 
 
 144,500 
 
 112,200 
 
 110,500 
 
 595 
 
 54,340 
 6,035 
 3,570 
 3,400 
 
 40,800 
 
 1884. 
 
 6,4g0 
 
 15,937 
 
 158,950 
 
 106,590 
 
 121,550 
 
 655 
 
 90,000 
 6,000 
 5,355 
 3,746 
 
 51,000 
 
 11,655,940 $1,832,480 
 
 CHAPTER IV. 
 
 OHIO EIVEE; LOWER PORTION. ICE HARBORS, COMMERCE, 
 AND BRIDGES. 
 
 Below the mouth of the Kanawha River the Ohio becomes more 
 distinctly a river with sand in bed, although this is not the control- 
 ling element. 
 
 At low water the navigation is suspended, except in short pools, 
 and for very light draft boats. Wide and shallow sand bars occur 
 at numerous places, and between Point Pleasant and Cincinnati the 
 task of improvement, sufficient to secure navigable depth, is yet in 
 the future. At Twelve Pole Bar, 312 miles below Pittsburgh, 41 
 below the mouth of the Kanawha, a dike, built of continuous crib- 
 work of sawed timber, filled with stone, was completed September, 
 1883. This dike is 2,450 feet in length, begins with the Ohio shore, 
 and extends down stream, in a curvilinear form, far enough to contract 
 the flow through the worst part of this very bad bar. The top is six 
 feet above low water. Amount of material used in its construction is 
 as follows: 
 
 Square timber, feet, board measure 477 990 
 
 Iron bolts and spikes, pounds 28 476 
 
 Rip rap stone, cubic yards, 11 572 
 
 Brush, cords g2 
 
 The effect has not been reported as yet. Similar constructions at 
 Four Mile Bar, above Cincinnati, have already been noted ; as well 
 as at points upon the lower river. 
 
[39] 
 
 Similar works are estimated for other named points in the reports. 
 The officer in charge, while repeatedly asserting that the eventual 
 outcome will be a system of dikes throughout the river; and that 
 possibly these may fail to give ample depth at the lowest stages ; yet 
 says undoubted temporary relief has been obtained at some places by 
 their use; and his constructions are always made of such substantial 
 character that the work does not need repairs. The solid foundations 
 of these dikes enables him to rely upon their stability. 
 
 The Louisville and Portland Canal has already been briefly dis- 
 cussed ; and the improvement of the Falls of the Ohio, themselves, 
 so that navigation is more secure, when their passage can be effected, 
 is a local problem in engineering, although of general commercial 
 importance. 
 
 From tables following, it will be seen that from one-third to three- 
 fourths of the vessels, and tonnage passing through the canal, will 
 pass, in vessels and tonnage, over the falls; in different years; depend- 
 ing upon the stage of water. 
 
 Yet, a solution of the particular problem here, will not decide in 
 determining general principles applicable to all rivers. It is well to 
 note, however, that the detention, especially of coal fleets, and empty 
 barges, at the Louisville and Portland Canal ; owing to the import 
 ance of the busines, is so great, that additional facilities are greatly 
 needed. 
 
 The subject of ice harbors, or protection to steamers and barges 
 irom ice, is one of great interest to their owners; and especially upon 
 the Ohio. The increase in number of barges and flatboats, and the 
 narrower margins of profit in the business, make those interested 
 more watchful in such matters than formerly. 
 
 The losses of steamers, barges, and flatboats, by ice, on the Ohio, are 
 very great. The break-ups are not always dangerous. Sometimes the 
 ice forms and passes off without occasioning serious loss, and some- 
 times there may be one or more very serious break-ups during the 
 same winter. Rivermen will often risk their boats as long as the 
 river is open, in order to make use of good navigable water. Thus it 
 happens in sudden cold snaps vessels are caught away from harbors 
 of refuge, and must take shelter where they can, from the danger of 
 the break-up, or run the risk without shelter. There are a number of 
 natural ice 'harbors along the river, the most valuable of which are 
 the mouths of those tributaries, such as tMe two Kanawhas, the Ken- 
 tucky and the Green, which are not obstructed by bars. At these 
 points the tributary and main river seldom break up at the same time, 
 and boats can pass from one to another as becomes necessary. Other 
 natural ice harbors are found below projecting points, but these 
 generally need additional protection to give an area of suitable size. 
 ^The record of the necessity for such protection at Cincinnati, shows 
 
 1. 1878, 1, p. 814 
 
[40] 
 
 that during the twenty years; from 1857 to 1877, in more than half of 
 the winters, there was interruption from the ice, beginning as early as 
 December 9th, and as late as February 23d, fbr peribds of from foul- 
 to thirty-six days. Steamboats generally remain- at their landings, 
 and tend to their business, as long as possible, without reference to 
 protection. Barges, when laid up, or in reserve, are more frequently 
 protected against ice, and more in need of such protection. The 
 disasters from the ice flood of 1876-1877 called for an inquiry irom 
 Congress, and subsequent action. Colonel Merrill's report of the 
 subject is very full, and his account vivid and. impressive, of the 
 disasters and losses at Cincinnati. When the ice broke up January 
 12th, 1877, after a closure beginning December 8th, 1876, there were 
 thirty-seven steamers in port, of which seven were sunk or carried 
 away; 220 barges of coal, and 407 empty coal bargps, of which were 
 lost and carried away 71, and 175, r^espectively. The figures obtained 
 were secured by personal investigation into each loss, and were 
 believed to be substantially correct. The details were all fully and 
 exactly tabulated. .Of the summary the following table is given: 
 
 CLASS. 
 
 In Port. 
 
 Freight and Passenger Steamboats 
 
 Tow-boats 
 
 Ferry boats 
 
 Small tug and pleasure-boats....... 
 
 Model barges 
 
 Dismantled hulL 
 
 Wharfboats and ferry floats 
 
 United States Light House tender 
 
 Coal barges 
 
 Flats, etc 
 
 15 
 8 
 4 
 8 
 
 14 
 1 
 
 12 
 
 1 
 
 623 
 
 135 
 
 Destroyed or 
 Dnmaeed 
 
 2 
 1 
 1 
 5 
 3 
 
 248' 
 37 
 
 Lose 
 Estimsted. 
 
 $50^000 
 
 350 
 
 3,500 
 
 3,700 
 
 12,550 
 
 3,550 
 202,895 
 
 1276,545 
 
 Owing to the still water in the pools of the Monongahela slack 
 water, heavier ice forms in this river than in the Ohio, but as this ice 
 has to pass over the dams, it generally reaches Pittsburgh so broken 
 up as to be harmless to navigation. In this exceptional, break-up, 
 however, the high water not only carried out the Monongahela ice, 
 which still retained nearly its maximum strength, but it took along 
 with it great numbers of empty and loaded coal barges. This whole 
 mass went over the dams, and passed Pittsburgh on the top of the 
 flood. It was, of course, almost impossible to held coal barges or 
 steamboats against such a pressure. 
 
 Eight steamboats were sunk, and several others much damaged,; 
 out of the seventy wintering in the vicinity. The papers at the time 
 reported that one hundred and thirty-two barges, and flats of all 
 
[41 ] 
 
 kinds, passed out of the Monongahela between 6:15 A. M. and 7 P. 
 M. of January 14th. During daylight of the same day one hundred 
 and fifty coal barges were reported as being carried along in the ice 
 past Rochester, twenty -six miles below Pittsburgh. The total loss 
 must have been very large, though overestimated in the papers at 
 the time. 
 
 The billof June 18th, 1878, gave $50,0d0 for "a harbor of refuge 
 at or near Cincinnati, to protect the commerce of the Ohio River 
 from floes of ice." This sum being too small to construct an exca- 
 vated harbor, a board of engineers was convened on July 26th, 1878, 
 to consider the question. Their report "^ has a peculiar interest, as it 
 shows how the board tried to get opinions of various persons inter- 
 ested in the subject, as to the best manner and locality to answer the 
 purpose. In all, fifty-three copies were sent to persons owning 
 property that had been destroyed by ice,, and others interested in river 
 craft. To these, twenty-six replies more or less complete^ were re- 
 ceived. Although very difficult to analyzcj and impossible to recon- 
 cile, the answers were thought to point to a conclusion already sug- 
 gested by Colonel Merrill (if they could be consolidated at all), and at 
 any rate they supported that plan as much as any other. The board 
 adopted the same view, and it was subsequently followed out in the 
 building of substantial dikes at Four Mile bar above Cincinnati, 
 with the view of breaking up the ice on its way down, thus ppssibly 
 rendering it less dangerous. The dikes are of timber cribs filled with 
 stone, and rise to the level of eight-foot stage of the \river. They 
 also assist in the general improvement of the river by contracting the 
 current and cutting a channel through a bad bar. Two dikes were 
 built at first, and a third subsequently. Total amount appropriated, 
 183,000. 
 
 * Colonel Merrill reported on January 20th, 1879, that the mouth 
 of the Muskingum River, between the railroad bridge and the Ohio 
 River, which contains a harbor area of about five acres is possibly the 
 best ice harbor between Pittsburg and Cincinnati,' and it is usually 
 full each year to. its very limited capacity. 
 
 A railroad bridge elevated only forty-two feet above low water, 
 crosses the river only 750 feet from its mouth, and 300 feet above 
 this is located the first dam of the Muskingum Rfver slack water im- 
 provement. This dam makes a pool more than five miles in length, 
 with ample depth and width. The lock', communicating between this 
 pool and the Ohio is only 130x35 feet, and is therefore too small to 
 allow the ordinary Ohio River boats to pass up and use this pool as a 
 harbor, supposing a draw to have been put into the bridge; The lock 
 was also badly located; It was proposed to build a new lock of suit- 
 able dimensions, well located, and of substantial construction; and 
 then with a proper draw-span in the railroad bridge there would be 
 ample room for all the eraft that might desire to use the harbor. 
 
 2. 1879, II, p. 1356, 3, 1879, II, p. 1365. 
 
[42] 
 
 This work, including all minor details necessary to the plan, was 
 estimated could be built for $225,000; assuming that the funds would 
 be at hand when wanted. There was appropriated March 3d, l«7y, 
 $30,000; in 1880, |50,000; in 1881, |30,000; and in 1882, $40,000; 
 and 1884, $50,000. Although construction was began, it has not 
 been continuous; in 1883 no funds were on hand, and the officer m 
 charge asked $51,400, additional for completion, in 1884. ihe work 
 is difficult and dangerous, the bed on which the coffiirdam rests is in- 
 secure, and the presence of the dam has caused much trouble, although 
 anticipated. 
 
 In further examinations made, with a view to ice harbors, the re- 
 port for 1881 gives *estimates and^plans for building crib piers as ice 
 breakers, at Bellaire ,and Point Pleasant, in the Kanawha River. 
 These piers were to be 20x20 feet on top, and 25x25 feet on top and 
 20 feet apart; at Bellaire the estimate was $7,500, and at Point Pleas- 
 ant where a double line of the larger cribs was proposed, $22,000. 
 The ^ repcfrt for 1884, has similar examinations and plans for 
 Middleport, Ohio, $9,500; and at Freedom, Ohio, where three cribs 
 were proposed, and four at Elkhorn Creek, at an estimated cost of 
 $9,000. 
 
 A joint committee of the Pittsburgh Coal Exchange, and the 
 Steamboat Officers Association recommended, on September 13th, 
 1883, similar ice harbors to be made at twelve specified points, 
 between Pittsburgh and Middleport. 
 
 There are certain features connected with ice harbors of this char- 
 acter which make the system difficult of application. Unless the land 
 in the vicinity, or next to these structures belongs to the United 
 States, vessels cannot freely use them. In the vicinity of cities, or 
 where water front is especially valuable, the actual cost of construction 
 must be much increased. These, and the questions of locality, to be 
 advantageously located, make the subject more complicated, than 
 might be thought at first. Ice breakers are now under construction 
 in the mouth of tlie Kanawha, by virtue of an item of $7,500 in the 
 clause for that river, act of 1884. 
 
 This subject is well worth more especial attention than it has 
 received at the hands of Congress, and is deserving of more liberality. 
 It is distinct from questions of the improvement of navigation. 
 
 COMMERCE OF THE OHIO EIVEE. 
 Coal shipped rrom Pittsburgh. Bushels. 
 
 1865 33,072,702 
 
 1866 40,000,000 
 
 1881 77,508,730 
 
 1882 81,932,730 
 
 1883 79,230,000 ■ 
 
 1884 65,930,000 
 
 L 1881, III, p. 1951, 1955. 5. 1884, III, p. 1709, 1, 711. 
 
[43] 
 
 STEAMBOATS LANDING, NUMBEE AND TONNAGE, AND NUMBEE OF 
 AEEIVALS AND DEPASTURES, AT CINCINNATI. 
 
 LANDING. 
 
 
 SHIPMENTS. 
 
 TEAE 
 
 • 
 
 a 
 
 a 
 
 CD 
 
 1 
 
 m 
 a. 
 
 tons. 
 
 
 barrels 
 
 barrels. 
 
 1876 
 
 238 
 
 227 
 234 
 206 
 214 
 
 61,782 
 85,280 
 74,959 
 78.793 
 
 2,779 
 2,725 
 3,163 
 2,638 
 2,736 
 2,340 
 
 2,808 
 2,730 
 3,172 
 2,633 
 
 
 
 
 1879 
 
 
 
 
 1880 
 
 
 
 
 1881 
 
 i4.,'i:n 
 
 97,026 
 89,270 
 70,890 
 
 221,836 
 207,492 
 155,077 
 
 1882 
 
 2,739 7,954 
 2,329 6,078 
 
 1883 
 
 217 i 75,344 
 
 NUMBER STEAMERS REGISTERED AT PITTSBURGH. 
 
 1865 183, tonnage 22,595 
 
 1875 147, tonnage not given. 
 
 TOTAL, REGISTERED ON THE OHIO RIVER IN 1875. 
 
 POETS OF BESISTEE. 
 
 Pittsburgh 
 Wheeling. 
 Cincinnati. 
 Louisville. 
 Evansviile 
 
 Total. 
 
 1 
 1 
 
 
 24 
 
 10 
 
 47 
 
 23 
 
 57 
 
 16 
 
 27 
 
 12 
 
 22 
 
 6 
 
 177 
 
 67 
 
 »s 
 gg 
 
 113 
 39 
 
 27 
 20 
 29 
 
 228 
 
[44 J 
 
 STATEMENT OF VESSELS PASSING THEOUGH THE LOUISVILLE 
 AND POETLAND CANAL. 
 
 Calendar 
 
 PAS'NGEH BOATS 
 
 TOW BOATS. 
 
 MODEL BABQE8 
 
 SQUARE BARGES. 
 
 Tuar. 
 
 No. 
 
 Tonnage . 
 
 No. 
 92 
 
 281 
 267 
 374 
 461 
 293 
 
 235 
 407 
 610 
 769 
 645 
 
 Tonnage. No 
 
 14,440 
 
 44,420 593 
 45,583 571 
 ,50,724 563 
 58,595 612 
 32,814 377 
 
 38,822 411 
 50,760 434 
 63,298 300 
 87,651' 390 
 75,518 372 
 
 Tonnage. 
 
 No. 
 
 Tonnage. 
 
 1874 
 
 343 
 
 647 
 824 
 770 
 882 
 804 
 
 862 
 1,088 
 
 617 
 1,069 
 
 754 
 
 101,016 
 234,248 
 295,262 
 288,306 
 323,666 
 301,725 
 
 328,751 
 381,447 
 224,152 
 379,912 
 290,987 
 
 
 690 
 1,270 
 1,474 
 1,999 
 1,960 
 
 850 
 
 1,794 
 2,125 
 2,245 
 2,394 
 2,291 
 
 158,909 
 333,510 
 388,743 
 532,889 
 556,012 
 203,103 
 
 491,379 
 571,031 
 532,929 
 643,724 
 586,193 
 
 1875... 
 
 1876 ... 
 
 1877 ... 
 1878... 
 1879 ... 
 
 Fiscal 
 Yfar. 
 
 1880... 
 
 1881 ... 
 
 1882 ... 
 
 1883 ... 
 1884... 
 
 146,517 
 141,358 
 127,691 
 156,669 
 93,774 
 
 107,928 
 121,600 
 63,964 
 111,171 
 111,977 
 
 VESSELS PASSING UP OE DOWN FALLS OF THE OHIO. 
 
 1881 ... 
 
 272 
 
 131,322 
 
 325 
 
 40,821 
 
 59 
 
 19,493 
 
 1,067 
 
 325,725 
 
 1882 ... 
 
 376 
 
 175,328 
 
 491 
 
 68,144 
 
 128 
 
 43,682 
 
 1,538 
 
 473,332 
 
 1883.. 
 
 256 
 
 112,658 
 
 239 
 
 37,060 
 
 73 
 
 25,275 
 
 862 
 
 285,049 
 
 1884... 
 
 221 
 
 102,488 
 
 242 
 
 40,020 
 
 38 
 
 12,599 
 
 1,181 
 
 382,003 
 
 TOTAL VESSELS THEOUGH THE CANAL AND OVEE THE FALLS. 
 
 1881 ... 
 
 1,360 
 
 512,769 
 
 732 
 
 91,581 
 
 492 
 
 141,093 
 
 3,192 1 896,756 
 
 1882... 
 
 993 
 
 399,480 
 
 1,101 
 
 131,442 
 
 428 
 
 107,646 
 
 3,783 1,005,261 
 
 1883... 
 
 1,325 
 
 492,570 
 
 1,008 
 
 124,711 
 
 463 
 
 136,446 
 
 3,256 928,773 
 
 1884 ... 
 
 975 
 
 393,475 
 
 887 
 
 115,538 410 
 
 124,5761 3,472 1 968,196 
 
 BEIDGES ON THE OHIO. 
 
 While it is as necessary that railroads should cross rivers, as that 
 they should cross one another, it is a consequence of the passage of 
 rivers that a constant tax of danger, and difficulty is thereby im- 
 posed upon navigation interests, which the railroads do not share. 
 The collisions and losses at the various bridges, are more or less 
 frequently occurring upon all the great rivers. Upon the Ohio, 
 the change from single boats to large masses, controlled by a single 
 boat made the bridge question a more serious and difficult one to 
 handle, during the last twenty years. The report " of a board of 
 engineers appointed in accordance with the act of 1870, upon the then 
 existing bridges across the Ohio River, gave full particulars of all 
 of these constructions, called attention to existing dangers, and sug- 
 gested remedies, and proposed the draft of a general law to cover the 
 subject of bridging the Ohio River. 
 
 This board called especial attention to the fact that the Newport 
 and Cincinnati railroad bridge, then in process of construction, under 
 an act of congress of 1862, modified by one of March 3d, 1869; was 
 
 6. 1871, p. 397. 
 
[!45] 
 
 a marked and dangerous obstruction to navigation. The action of 
 the board, sustained by the Engineer Department and the Secretary 
 of War, led finally to a modification of the law permitting bridges to 
 be built, and an alteration of the structure itself; so that although 
 still a serious obstacle, it does not act as it would had it been built as 
 intended ; that is, as a permanent interruption of commerce at cer- 
 tain stages of the river. 
 
 The services of the Engineer Department to navigation interests 
 upon this occasion, are bearing constant fruit to this day. This board 
 also recommended a form of a bill for the authorization of the con- 
 struction of bridges across the Ohio, containing .the restrictions and 
 requirements thought necessary to protect, as fe,r as possible, the in- 
 terests of navigation ; and an act of which the principal features 
 ■were the same as recommended was passed and became a law De- 
 cember 17th, 1872. In accordance with this law when bridges are to 
 be built across the Ohio, designs and drawings of the bridge and 
 piers, and a map of the location, giving all necessary details for a 
 space of one mile above and below the proposed bridge, and all nec- 
 essary information, are submitted to the Secretary of War, who details 
 a board of three engineer officers to examine and report upon the case. 
 
 Such reports and examinations are found in the annual reports 
 whenever the occasion arises. The question of a modification of the 
 general bridge law for the Ohio came up in congress in 1882, and the 
 opinions of the officers experienced upon the subject were invited, 
 and an act amendatory to the act of 1872, was passed and approved 
 February 14th, 1883. The last act makes further provisions in pro- 
 tection of the interests of navigation in bridges to be constructed 
 after its passage. Colonel Merrill reported ' that he had attempted 
 to get a full list of the losses by collision with the bridges upon the 
 Ohio, but that only a partial account could be furnished, of which the 
 following summary may be given. This report does not cover losses 
 since June 30th, 1882. 
 
 NAME OF BRIDGE. 
 
 Beaver 
 
 Steubenville 
 
 Bellaire 
 
 Parkersburg 
 
 Newport and Cincinnati 
 
 Cincinnati Southern 
 
 Louisville 
 
 o .3 
 
 1878 
 1863 
 1871 
 1871 
 1872 
 1877 
 1871 
 
 
 1878- 
 1862- 
 1867- 
 1868- 
 1870- 
 1877- 
 1869- 
 
 -1882 
 -1875 
 -1880 
 -1879 
 -1882 
 -1880 
 -1880 
 
 
 
 
 
 
 
 
 "^ .£ 
 
 or 
 
 S 5* 
 
 
 
 8 
 
 16 
 
 15 
 
 31 
 
 25 
 
 33 
 
 15 
 
 16 
 
 9 
 
 12 
 
 5 
 
 7 
 
 10 
 
 21 
 
 'aa 
 
 ■a 
 
 f 28,587 
 69,556 
 
 116,745 
 
 55,000 
 
 34,625 
 
 9,812 
 
 70,600 
 
 7. 1882, III, p. 1926. 
 
[46] 
 
 Between 1876 and 1882 the loss amounted to $86,073, besides the 
 Steubenville bridge, not reported. 
 
 In a memorial sent to congress January 17th, 1876, by the Pitts- 
 burgh Coal Exchange and Steamboatmen Association it is stated : * 
 "Among the serious obstacles in the way of navigation, created by 
 the defective construction of bridges, there are two that are especially 
 injurious, demanding the immediate interposition of congress. These 
 are the railroad bridge at Steubenville, and the wire bridge across 
 the Monongahela in Pittsburgh harbor. They have too long been 
 permitted to obstruct the commerce of the Ohio, and inflict annual 
 losses upon those engaged in carrying it on." Whilst the disposition 
 of congress to relieve navigation of these losses, has been manifested 
 upon the notable occasion of the rebuilding of the Rock Island 
 bridge, in conjunction with the Rock Island Railroad Company, and 
 in the act of 1884, where booms, dikes, piers or other structures were 
 authorized to be built at draw openings, and raft spans to guide water 
 craft through these openings, limiting the expense upon the part of 
 the United States to not over |15,000 upon any one bridge in any 
 one year; yet it would seem that if it were a matter of justice or ex- 
 pediency to attempt this late assistance, half measures should not be 
 resorted to. 
 
 It would appear from the records that navigators have accepted 
 their fate in the upper Ohio, and admitting the failure of appeal to 
 congress, pass the Steubenville and Bellaire bridges as best they may. 
 
 There is probably no one thing that congress could do for the Ohio 
 River of more benefit to it, than to grant a sum of money large 
 enough to replace the narrow spans of the Steubenville bridge with 
 one long span. The estimate made in 1871 was $200,000 for a chan- 
 nel span of 424 feet. A revision of the plan, and provision for a 
 500 foot span or longer, would probably increase the estimate, but 
 make a permanent and valuable improvement. The next and most 
 important change would be of the Bellaire bridge, where the channel 
 spans are 322 and 220 feet clear openings. A bridge built at this lo- 
 cality now, in accordance with existing law, would be required to 
 have a channel span of 500 feet width. The Board of Engineers in 
 1871 reported this bridge as securing to navigation all that the law 
 required and as needing no change ; yet the bridge was struck that 
 year upon three consecutive days by six different steamers, and in 1874 
 by six steamers during one month. 
 
 8. 1877, 1, p. 647. 
 
[47] 
 CHAPTER V. 
 
 THE LOWEE TEIBUTAEIES OF THE OHIO. 
 
 KENTUCKY EIVEE. 
 
 'The mountain torrent which is the source of the North Fork of 
 Kentucky River, falls 1,096 feet in 4J miles from Pound Gap, and 
 297 feet_ in the next 26 miles, and 98 feet in the next 14 miles. 
 From this point, the mouth of Leatherwood Creek, the fall is. not so 
 precipitous, being 204 feet in 125 miles to Beattyville. The Middle 
 Fork has a fall of 81J feet in a distance of 36 miles, the greatest 
 slope being 3.2 feet per mile. The South Fork has a fall of 206.7 
 feet in 68.5 miles. From Beattyville, 3.6 miles below the junction 
 of the Middle Fork to Clear Creek, the head of slack water navigation 
 is a distance of 158.7 miles, with a fall of 154 feet. The State of 
 Kentucky built a series of five crib dams, with masonry locks, between 
 the years 1835, and 1845, at a cost of $606,598. These dams carried 
 slack water navigation to a point 95 miles from the Ohio; some par- 
 ticulars are here given : 
 
 
 Distance from 
 
 Ohio River. 
 
 miles 
 
 Length 
 
 of Pool. 
 
 miles 
 
 DAMS. 
 
 looks; 
 
 
 Foundation. 
 
 Gravel 
 
 Rocli and Gravel 
 
 Rock 
 
 Rock 
 
 Rock and Gravel 
 
 Height. 
 
 20 
 21 
 
 21 
 20 
 25 
 
 Length 
 
 Lift, 
 feet. 
 
 15 
 
 12 
 
 14 
 
 14J 
 
 14J 
 
 Chamber 
 
 No. 1 
 
 No. 2 
 
 No. 3 
 
 No. 4 
 
 No. 5 
 
 ... 4.0 ... 
 ... 31.0 ... 
 ... 42.0 ... 
 ... 65.0 ... 
 ... 82.2 ... 
 
 27.0 
 11.0 
 23.0 
 17.2 
 13.0 
 
 500 
 429 
 464 
 530 
 450 
 
 00 
 
 CO 
 
 X 
 
 ■ O 
 
 i-H 
 
 Having fallen into a state of decay, the dams had become useless, 
 and general repairs were necessary; or the abandonment of the 
 system. A survey was made of the river in 1878, and an estimate 
 furnished, dated July 14th, 1879, of not only the repairs necessary, 
 but also for an extension of slack-water up the Kentucky and its Forks. 
 By the act of March 3d, 1879, an appropriation was made of $100,000 
 for the Kentucky, and since then, $700,000 more, of which $75,000 
 was specified for "a lock and movable dam" at, Beattyville. The act 
 of '84 gave $250,000; so that of the amounts prior to that time, 
 $475,000 have been applied to the reconstruction of the locks and 
 dams. The original estimate turned out to be much too small ; and 
 an unfortunate accident occurring at dam No. 1, in 1881, caused a 
 large increase of expenditure. The repairs were made, however, so 
 that naviga^^on was resumed upon the river in March, 1872; and was 
 at once shown to be of importance. Since then work has been con- 
 tinued in completing and strengthening that already done'; new work 
 being left in abeyance for the present. Lockages at lock No. 1, the 
 lower lock, are here quoted : 
 
 1. 1879, II. p. 1399. 
 
[148] 
 
 YEAE. 
 
 1882 (four months) 
 
 1883 
 
 1884 
 
 
 
 
 
 
 e 
 
 
 
 If 
 
 
 m 
 
 11 
 
 
 pq 
 
 M 
 
 
 135 
 
 ,30 
 
 128 
 
 5 
 
 442 
 
 232 
 
 130 
 
 119 
 
 416 
 
 175 
 
 60 
 
 137 
 
 298 
 921 
 
 788 
 
 COMMBKCIAL STATISTICS. 
 
 ARTICLES. 
 
 Iron, tons 
 
 Miscellaneous Merchandise, tons. 
 
 Coal, bushels 
 
 Grain, bushels 
 
 Hay, bales 
 
 Tobacco, hhds 
 
 Whisky, barrels 
 
 Shingles and Staves, M 
 
 Lumber, board measure, M 
 
 1,191 
 
 210,250 
 
 128,975 
 
 3,336 
 
 2,555 
 
 9,233 
 
 303 
 
 29,664 
 
 1884. 
 
 8,080 
 
 5,088 
 
 272,000 
 
 214,794 
 
 5,937 
 
 4,291 
 
 18,216 
 
 2,012 
 
 61,437 
 
 WABASH RIVER. 
 
 This river with its branches, drains the larger portion of the State 
 of Indiana, a part of Ohio, and quite a large part of Illinois. It is 
 the most important northern tributary of the Ohio. Thirty-five 
 years ago the annual value of the commerce of the river and its 
 branches, in wheat, corn, pork and live stock alone, amounted to 
 about $4,000,000. The worst obstruction on the river, the Grand 
 Rapids, ninety -five miles from the Ohio, had been overcome by a 
 lock and dam built by a chartered company. The Erie and Wabash 
 Canal made, with the river, a through water line. The growth of 
 railroads so completely destroyed the commerce of the stream, that 
 the first examination made of the stream in 1871, reports that owing 
 to the decay and destruction of the Grand Rapids lock, (built of crib 
 work, both lock and dam) the commerce had been entirely ruined. 
 Looking to the revival of it, the building of a new lock and dam, was 
 the first essential, and other necessary improvements were pointed out 
 in 1871. It so happens; however, that such navigation interests as 
 have, since then, been developed on the river, have been mainly con- 
 nected with short distances, and have been the shipment of agricul- 
 tural products to a market, either by the nearest or a j-ival railroad. 
 
 The river flows between banks generally of a material easily cut 
 away by the current, with consequent changes of channel. At Little 
 Chain, Grand Chain, Warwick's Ripple and Coffee Island only, was 
 the removal of rock necessary, and at other places the work consisted 
 
[49] 
 
 of wing dams and shore protection, cut-off dams and the removal of 
 snags and obstructions. 
 
 The results of the complete survey are only partially given ; ^ from 
 Terre Haute down the main figures are here found : 
 
 Distance— Miles. Fall— Feet. 
 
 Terre Haute 
 
 Musgraves Eipple 7.20 3.61 
 
 Strain's Eipple 16.35 7.46 
 
 Aurora Ripple 21.70 12.98 
 
 Bowen's Ripple 25.50 16.05 
 
 Devil's Elbow Ripple 35.40 23.10 
 
 Hutsonville Ferry 43.50 18.17 
 
 Merom Ferry 51.00 26,92 
 
 Greer's Eipple 55.20 29.30 
 
 Shaw's Landing 65.70 35.03 
 
 Goose Bar 75.15 40.98 
 
 Massey's Bend Ripple 85.00 46.41 
 
 Vincennes, wagon bridge 90.00 48.92 
 
 Nine Mile Ripple 98.85 52.28 
 
 River Deshee, head of Cat Fish Bend... 109.30 50.77 
 
 Beadle's Dam Ripple 114.75 62.33 
 
 Hanging Rock 118.75 65.18 
 
 Grand Rapids Dam 121,10 69.05 
 
 Hurd's Ferry 121.50 70.97 
 
 White River 122.55 71.18 
 
 Coffee Island Chute 128. 
 
 New Harmony Cutoff. 163. 
 
 Warwick's Ripple 185. . 
 
 Grand Chain 181. 
 
 Little Chain ; 187. 
 
 Ohio River 212. 
 
 The small slope of the river, over which the levels are given, is 
 noticeable, varying from three and a half to seven and a third inches per 
 mile. At the Grand Rapids a fall of 4.5 feet is the most remarkable. 
 It has been proposed to build a new lock and dam here, but as yet 
 this is not under way. Beginning with $50,000 in 1872, and followed 
 by the same amount in 1873, the effort was made to place the river in 
 a navigable condition. At the Grand Chaim, a channel cut through 
 the rocks; and loose stone dikes; gave a great relief. A dam built 
 across the cut-off at New Harmony, rock excavation at Warwick's 
 Ripple, and a general removal of snags were the next operations. 
 The stimulus of commerce was felt at once. From December 5th, 
 1877, to July 9th, 1879, there were shipped to and from Wabash 
 Station, St. Ijouis and South Eastern Railroad, by boat, 14,981 tons 
 grain ; 7,052 tons flour and meal; 1,450 tons pork, beef and lard; and 
 
 2. 1884, III, p. 1763. 
 4 
 
[50] 
 
 2,150 tons miscellaneous merchandise; total, 25,633 tons. Smaller 
 amounts were shipped at Grayville Station, Vincennes and Cairo 
 Railroad. Twelve steamers, given by name, took out of the Wa- 
 bash River in ] 879, to points near, and as far as New Orleans, 250,800 
 bushels grain; 580 tons pork and meat, besides other merchandise 
 not known in amount. As the work extended over the upper river 
 we find the shipments of agricultural products to market increase. 
 In 1880, between Vincennes and Terre Haute, were shipped 2,158,907 
 bushels grain; 30,568 barrels flour; 3,790 tons general merchandise, 
 and a large amount of lumber, staves, wood and railroad ties, while 
 on the lower river 664,000 bushels grain, and 11,322 tons of general 
 merchandise are reported. Appropriations were not large enough to 
 begin the Grand Rapids lock, for which $130,000 had been estimated, 
 but by the end of the fiscal years 1881-1882, $380,000 had been given 
 in nine items, during ten years, to cover the distance of 212 miles; 
 being at the rate of $1,792 per mile, or $179 per mile per annum. 
 During 1882, 3,082,907 bushels of grain, besides^ large quantities of 
 lumber and general merchandise passed over the river. As a general 
 result of the improvement thus far made, steamers have been enabled 
 to run and do run regularly between Terre Haute and Vincennes at 
 all stages; and boats drawing two feet can run at all stages for more 
 than eighty miles below Mount Carmel. Large amounts of produce 
 and merchandise are now carried by steamboats for varying distances 
 on the river. The bills of 1882 and 1884 gave $70,000 and $40,000 
 respectively, for the care of the river for the four years to 1886, being 
 at the rate of $130 per mile per annum, or less than the average of 
 the preceding years. A small snag boat is maintained, and minor 
 repairs and operations carried on. 
 
 The White Rivfer, a tributary to the Wabash, has been made nav- 
 igable for 23 miles, and from it has been shipped as much as 420,000 
 bushels of grain in one season. From 1881 to the present $50,000 
 have been spent on this stream. . Lumber and rafls should be referred 
 to as forming a part of the business of these rivers. 
 
 TENNESSEE RIVER. 
 
 The Tennessee River has three marked general topographical 
 features, determined by the mountainous, rolling, and level region 
 through which it passes. 
 
 From Knoxville to Chattanooga, a distance of 189 miles, the river 
 is navigable during the greater part of the year. The regimen of 
 the river is practically permanent, but little change having occurred 
 in the past fifty years. The obstructions consisted chiefly of reefs of 
 rock, with occasional shoals of sand and gravel. Examinations 
 showed that by the removal of twenty-nine of these, a channel could 
 be secured that would answer the purpose of navigation. Operations 
 were initiated with the sum of $35,000 from the appropriation of 
 1871 for the Tennessee, and consisted in blasting a channel through 
 the reefs and building stone wing dams to contract the channel, and 
 
[51 J 
 
 throw as much water as practicable into it. Nearly all of the obstruc- 
 tions have been more or less improved ; many of them are entirely 
 removed and others reduced to secondary importance as obstructions. 
 These rock excavations and stone dams are little affected by the ele- 
 ments, and there being no ice to contend with, the improvement once 
 made is practically permanent. 
 
 Th*^ total amount appropriated for this portion of the river since 
 1871 is $218,500, being at the rate of |1,156 per mile, or $77 per mile 
 per annum. As will be seen, the isolation of this part of the river 
 from the general western river navigation, because of the Muscle 
 Shoals, makes the commerce local to ihis stretch. 
 
 Statistics of river commerce at Chattanooga are incomplete, but are 
 here quoted : 
 
 
 1-3 
 NO. 
 
 No. 
 
 O 
 
 No. 
 
 i 
 
 tons 
 
 i 
 
 1 
 
 tons 
 
 1 
 
 o 
 btishels 
 
 6 
 § 
 
 1 
 
 tons 
 
 1- 
 
 1 
 
 M. 
 
 2 
 busbels 
 
 1 
 bales 
 
 ID 
 
 IS 
 
 II 
 
 a 
 
 tons 
 
 1877 .... 
 
 10 
 14* 
 
 9 
 
 9 
 
 8t 
 
 
 ... 10.000 
 
 13,700 
 
 500,000 
 
 8,000 1.500.000 
 
 
 
 1878 .... 
 
 
 
 
 
 
 
 1879 .... 
 
 1880 .... 
 
 200 
 563 
 
 125 
 308 
 
 8,952 
 2,540 
 
 4,574 
 17,677 
 
 625,666 
 1,001,872 
 
 6,300 
 10,542 
 
 4,256 
 
 6,000 
 
 10,440 
 
 12,000 
 
 413,866 
 592,600 
 
 ' 742 
 
 
 1881 .... 
 
 625 396 
 
 757,564 
 
 a..^4n 
 
 
 1882 .... 
 
 
 
 
 20,85i 
 
 800.000 
 
 11,632 
 
 125,200 6,140 
 
 5,650 
 
 1883 .... 
 
 12t 
 
 9|| 
 
 
 
 
 
 1884 .... 
 
 
 
 
 66,000 lon.nno 
 
 3!2,466 
 
 700 
 
 728,766 fifiii ao^S 
 
 
 
 
 
 
 
 
 
 
 * Business not reported. 
 t In 1881 the total amount of Pig Iron, 
 Goal, and Limestone, was 70,355 tons. 
 
 J Business not reported. 
 
 ][ Only 6 of these reported their business. 
 
 At Chattanooga a record of six years shows the river to stand 
 
 At or above 2 feet by the gauge 325 days in the year. 
 
 " " " 4 " " " " 220 days in the year. 
 
 " " " 6 " " " " 150 days in the year. 
 
 " " " 8 " " " " 100 days in the year. 
 
 At low water the river is 1,200 feet wide; velocity of current two 
 miles an hour.^ The range between low and high water was sixty 
 feet, in 1867. The right bank of the river is twenty-five feet above 
 low water, the left bank sixty feet. In the vicinity of Chattanooga 
 the Tennessee River may be considered as finally breaking- through 
 the Cumberland mountains. Unopposed in its progress so far, it 
 forms a fair navigable stream ; but when Lookout Mountain presents 
 itself as a barrier, numerous obstructions result. Four prominent 
 obstructions within thirteen miles, formed of sand and gravel, or of 
 rock, are encountered ; and the last, Tumbling Shoals, has a fall of 
 four feet in a third of a mile. 
 
 3. 1868, p. 578. 
 
[52] 
 
 Between these shoals and The Skillet, seven miles, the river flows 
 through a mere mountain gap, the width not exceeding 500 feet. 
 From Chattanooga to this point, twenty miles, the river is a succession 
 of basins and shoals, the total length of obstructions being two miles. 
 The bed of the river is of silicious limestone, of varying hardness. 
 The river here ends its mountain career. The ridges recede, fertile 
 bottom lands succeed. Reef, shoals, and eddies disappear, and the 
 only obstructions are sand and gravel bars. For .some years after the 
 first allotment, in 1868, for the improvement of the Tennessee, work 
 was done on the points below Chattanooga, and rocks and bowlders 
 were removed, the most contracted places enlarged, and the worst 
 shoals decidedly bettered. But it was seen that until the Muscle 
 Shoals were made passable, such work did not produce adequate com- 
 mercial advantages, and it was postponed. At Bridgeport, sixty miles 
 below Chattanooga, the river enters the plains of Alabama, and for 
 fifty-six miles has a wide level region on its right, and sand mountains 
 on its left. Throughout this distance the river is uniform in its 
 character, having a width of 1,500 feet, and excepting two reefs, an 
 average depth of six feet. From Bridgeport to Decatur, the river 
 falls perhaps twenty feet in the 116 miles. From Decatur to Brown's 
 Ferry, eleven miles, is an average depth of nine feet ; least depth 
 three and a half feet; width 1,500 to 1,800 feet. 
 
 *Brown's Ferry is the head of the lower group of shoals. Of these 
 the upper, or Elk River Shoals, has a fall of 27 feet in 12J miles, 
 with a maximum fall of 3'.4 in 8,300 feet. 
 
 From Lamb's Ferry, one-fifth of a mile below the foot of Elk 
 Shoals, to Bainbridge Ferry, lies a series of cascades, and shoals called 
 the Muscle Shoals. In this distance of 17.7 miles the fall is 84.6 feet. 
 This barrier to navigation is absolute and formidable. Between Big 
 and liittle Muscle Shoals are three miles of good water, and the last 
 named shoals are three miles in length. In this distance of 6.3 miles, 
 from Bainbridge ferry to the railroad crossing at Florence, the fall is 
 22.6 feet. Altogether, from Brown's Ferry to Florence, in a distance 
 of 38.5 miles, is a total fall of 134 feet. This tremendous natural 
 barrier absolutely cut in two, for purposes of navigation, the entire 
 Tennessee system. For, 367 miles of navigable water above Muscle 
 Shoals, besides hundreds of miles which could be made navigable, on 
 the Tennessee, and its tributaries, (estimated in 1868 to amount, in 
 all, to neai'ly 1,300 miles), form a system independent and isolated; 
 and below Florence 255 miles to Paducah, and there connecting with 
 the Ohio River, make the lower portion. As early as 1824 it was 
 proposed to overcome this barrier by a canal, and in 1828 Congress 
 allotted 400,000 acres of land to the State of Alabama as an assist- 
 ance towards building it. From 1832-1837 work was carried on and 
 a portion of the canal built. It was never completed, however, and 
 the portion done was of no use, and fell into decay. 
 
 4. 1877, 1, p. 584. 
 
[53] 
 
 In 1872 an instrumental survey of the Muscle Shoals was made, 
 upon which the present project of improvement was based, but 
 modified in 1877. 
 
 Below Florence the principal obstruction is Colbert Shoals, eleven 
 miles below Florence, 236 below Chattanooga. Eock reefs of tough 
 flint, limestone, bowlders, and large rocks, besides a sharp fall, and 
 slight depth of water, composed this obstruction. In 2.44 miles the 
 fall is 10.65 feet. Below Colbert Shoals is a pool of 3.6 miles; and 
 then Bee Tree Shoals, marked by large bowlders, and a fall of 5.59 
 • feet in 1.6 miles, are the last serious obstacles to navigation on the 
 lower river. At Bear Creek Shoals, 261 miles. Big Bend Shoals, 
 281 miles below Chattanooga, are gravel bars or large bowlders ; and 
 sand bars at other points lower down. Duck Creek Shoals, and one 
 or two other points, received some special work, but in general little 
 has been found necessary below Colbert Shoals. 
 
 The great work of the Muscle Shoals Canal has absorbed the 
 greater part ot the funds possible to be so used since work on the 
 Tennessee was undertaken. 
 
 'Surveyed and projected in 1868; afterwards more minutely in 
 1872, and with careful estimates; it was not until 1875 that a sum, 
 sufficient to inaugurate the work with safety, was appropriated. 
 Minute surveys were completed in 1874; estimates furnished in the 
 spring of 1875; and contracts made that fall and winter. Subse- 
 quently the project then formed was modified, to advantage as to the 
 Elk River Division, in 1877, and a less expensive plan adopted. 
 
 A series of delays occurred in connection with the contracts so that 
 satisfactory progress was not made before the middle of 1879. Since 
 that time work has progressed rapidly whenever funds allowed, 
 but a delay of several years has arisen from lack of sufficient 
 appropriation. 
 
 The existing project consists in enlarging and rebuilding the old 
 canal 14i miles long around Muscle Shoals, together with IJ mile of 
 new canal on the Elk River division ; and of new channels blasted in 
 the solid rock, removal of bowlders and obstructions, and the build- 
 ing of stone wing dams at Elk River and Little Muscle Shoals, to 
 confine the water and deepen the channel. For this the original 
 estimates were $4,133,000. In the 36 miles embraced in the project 
 8 miles need no work; 16 miles are overcome by canal and 12 miles 
 have been improved by work in the river bed. This work, done by 
 means of temporary dams, diverting the river from the part of the 
 channel under operation or by the use of coffer dams, involved the 
 removal of about 100,000 cubic yards of rock bed, in 2| miles of the 
 channel. The improved channel is smooth and uniform in section, 
 110 to 120 feet wide and 3 feet deep at extreme low water. The per- 
 manent stone dams aggregate about 3 miles in length and contain 
 
 5. 1884, II, p. 1641. ^^ 
 
[54] 
 
 over 80,000 cubic yards of stone. The upper canal will have two 
 locks of which one has 12-foot lift, and the other 5 to 10 feet, de- 
 pending on the stage of water. The foundation pit of one has been 
 excavated and about one-seventh of the canal trunk finished. Of the 
 lower caual five-sixths has been enlarged, deepened and straightened 
 by excavating 634,000 cubic yards of earth and 88,000 cubic yards 
 of solid rock. The upper end has been extended into the river and 
 an embankment of the excavated rock, 800 feet in length, makes a 
 safe upper harbor. Nine new locks have an aggregate lift of 84 feet, 
 and an extreme lift of 94 feet. These locks have chambers 60 feet, 
 wide and 300 feet between gates. The canal trunk will be 70 feet 
 and 120 wide, and a navigable depth of 5 feet will be found through- 
 out. The entire masonry of the nine locks is completed and they are 
 ready for the gates. The canal will cross Shoal Creek, a tributary 
 draining an area of 800 square miles, by means of an aqueduct of 
 iron or wooden trunk resting upon 25 piers and 2 abutments. These 
 are of masonry, each 75 feet long and average 11 feet in height, and 
 are all built All the masonry is founded upon solid rock, and in 
 many cases the bed rock has been blasted to a greater or less amount. 
 
 At Bluewater Creek is a permanent bridge used in construction, 
 having seven piers and two abutments, which are grooved at the sides 
 to receive the sections of a permanent dam when the canal is ready 
 for filling. 
 
 At Second Creek is a similar construction, and a stone waste weir 
 at Douglas Branch. 
 
 No work of construction was done after June, 1883, there being no 
 funds available, until after the passage of the act July 5th, 1884, 
 which gave $350,000. The original estimate for the Tennessee Eiver 
 below Chattanooga was 14,133,000. There has been allotted and 
 appropriated $2,695,500. There is hardly any doubt that if the 
 amount asked for by the Engineer Officer in charge were given him 
 at once, this canal could be completed within a year and thereon open 
 to commerce an almost continuously available line of water inter- 
 course for local and general traffic in 622 miles, passing through parts 
 of three States — not to allude to the interest of the State of Georgia 
 or to the Ohio River interests. 
 
 Although the commerce of the Tennessee has been thus hopelessly 
 hampered, it is not entirely gone. Steamers ascend to Florence, and 
 meagre statistics are given of their business. In 1881 three lines of 
 steamboats, in 1882 five, besides five towboats, and in 1884 eight 
 steamboats were employed in carrying cotton, 25,000 to 30,000 bales; 
 grain, lumber; pig iron, 7,000 to 10,000 tons; peanuts, tobacco, lime, 
 salt, flour, and amounting in all to between 25,000 and 50,000 tons 
 of miscellaneous merchandise per annum. The coal, iron ore, timber 
 and lumber business of the upper river being separated from the lower, 
 it is impossible to foretell what influence the opening of the canal 
 will have upon trade, but it is doubtless a question of some years 
 before commerce could readjust itself to the new conditions. 
 
[55] 
 
 Railroad bridges at Florence and Johnsonville must' be furnished 
 with ample and well located draws before navigation can be easy, and 
 the special recommendations of the officer in charge, Maj. W. R. King, 
 on this subject invite congressional action. 
 
 Of the tributaries of the Tennessee, the French Broad from Lead- 
 vale to Knbxville, a distance of 90 miles, is navigable now by flat 
 boats, but it thus furnishes a commerce of a certain value. In 1882, 
 184 keel and flat boats brought down 86,200 bushels of grain, 
 1,200,000 feet lumber, and 179 tons miscellaaeous freight ; and 120 
 returned with 581 tons. In 1884 large quantities of lumber, grain 
 and tan bark were boated down to Knoxville. The improvements 
 already made are permanent and useful. 
 
 Amount appropriated 1880-4, $22,500. 
 
 HIWASSEB RIVER. 
 
 This stream has been worked upon from the mouth to Savannah 
 Ford, 33 miles. Commerce is carried on partly by steamboats from 
 the Tennessee, partly by flat and- keel boats. Improvement valuable 
 and practically permanent. Commerce in 1883, 66,336 bushels grain, 
 743 bales cotton, 5,000 bushels cotton seed, besides lumber and rafts. 
 
 Total appropriated- 1876-1884, $31,500. 
 
 CLINCH RIVER. 
 
 The drainage area of this stream is 1,436 square miles; its length 
 is 230 miles; and operations have been carried on to secure 2' at low 
 water from the mouth to Clinton, 70 miles, and IJ' to Haynes, 75 
 miles further. Improvements made at the worst points on this river 
 have been of marked value ; in removing obstructions and deepening 
 the channel. 
 
 Commerce is done principally by flat bottomed boats, and rafts, 
 but occasionally steamers are used. In 1881-2-3 it is reported as 
 follows : 
 
 Rafts 2,943, of 197,726 logs, board measure, feet 49,181,500 
 
 Flatboats 350, black walnut, board measure, feet 5,300,000 
 
 " " zinc ore, tons 2,000 
 
 " " grain, bushels 200,000 
 
 " " potatoes, bushels 53,000 
 
 Steamers 5, flour and potatoes, barrels 2,550 
 
 " grain, bushels 110,000 
 
 " bacon, tons 400 
 
 Towboats 3, and 13 barges, took coal, bushels 70,000 
 
 " " " " iron ore, tons 35,000 
 
 In 1884, 250 flatboats passed Clinton with about 600,000 bushels 
 grain; and also 1,000 rafts passed. But one steamer made a trip on 
 the river. 
 
 Total amount appropriated 1880-1884, $21,000. 
 
[56] 
 
 DUCK EIVBE 
 
 Is now in fairly navigable condition from Centreville to the mouth, 
 68 miles, work having been done on twenty-one shoals. Three small 
 steamers were on the river in 1884; making 68 trips, carrying corn 
 and peanuts. There were 25 rafts of 500,000 feet B. M. In 1883, 
 two steamers carried 50,000 sacks grain. 
 
 Total amount appropriated 1880-1883, $13,000. 
 
 Upon the Little Tennessee, one appropriation of $5,000 was used 
 in the usual way, and 46 rafts and 150 flatboats are reported in 1884. 
 Small steamboats occasionally ascend this stream. 
 
 In this system we find five tributaries of the Tennessee of which 
 348 miles, in all, have been interested by the expenditure of $93,000 
 during ten years. These streams are evidently all used more or less 
 as avenues of commerce for timber and farm products, and yet the 
 amount allotted them has not exceeded $260 a mile. The areas 
 concerned are in the eastern and southern parts of Tennesse. 
 
 CUMBERLAND RIVBE. 
 
 The Cumberland River rises on the west slope of the Cumberland 
 mountains. With a rapid descent, it reaches the first bench of the 
 highlands, and after a precipitous fall, it flows with a more equable 
 current through the highland plateau. Cutting a pathway through 
 solid rock it reaches the Great Falls, where the total fall is 63 feet. 
 
 From the Falls to the mouth of Laurel River, 10 miles, the river 
 flows between cliffs, which rise, occasionally, 300 or 400 feet ; and the 
 descent is 85 feet. From Laurel River to Smith's Shoals, 24 miles, 
 the fall is 31 feet. The elevation of the bluffs is not so great here, 
 but the country near the river is broken by ridges and ravines. 
 
 Smith's Shoals are rapids, covering a stretch of nine miles, and 
 having a fall of 54 feet in all. The shoals are formed by ledges of 
 limestone. Throughout their length the bluffs are 300 to 400 feet in 
 height. The pool below the shoals is two miles in length, and has a 
 fall of seven-tenths of a foot. Point Burnside, at this point, is the 
 head of navigation. 
 
[57] 
 ' To Nashville the following table shows distances and slopes : 
 
 miles 
 
 Gann's Ripple 
 
 Blankenship Island 
 
 Crocus Creek Shoal 
 
 Bear Creek Island 
 
 Stalcup's Island 
 
 Weaver's Bar ; 
 
 Scantlin Island 
 
 Gainsborough Pool 
 
 McCarver Island 
 
 Upper Holliman Island. 
 
 Sullivan Island 
 
 Lovell's Island 
 
 Hartsville Island 
 
 Station Camp Shoal 
 
 Lower Nashville Island. 
 
 a -I 
 
 o 2 
 
 ^1 
 feet 
 
 29.58 
 
 59.44 
 
 80.60 
 
 91.46 
 
 108.76 
 
 141.48 
 
 150.67 
 
 161.47 
 
 171.80 
 
 181.56 
 
 188.85 
 
 220.08 
 
 239.78 
 
 280.30 
 
 327.83 
 
 16.704 
 
 43.854 
 
 57.913 
 
 61.023 
 
 77.580 
 
 96.671 
 
 105.887 
 
 108.183 
 
 121.197 
 
 feet 
 
 II 
 • ' * 
 ■dSp 
 
 feet 
 
 0.591 
 0.909 
 0.664 
 0.286 
 0.958 
 0.583 
 1.001 
 0.217 
 1.260 
 
 126.062l0.396 
 136.081 1.511 
 163.686 0.663 
 
 171.054 
 196.652 
 
 0.929 
 0.629 
 
 222.955lo.553 
 
 0.4 
 0.9 
 0.7 
 1.0 
 1.0 
 1.0 
 0.9 
 1.2 
 0.7 
 0.7 
 0.7 
 0.7 
 0.9 
 0.6 
 0.7 
 
 This table has been arranged so as to bring out the differences of 
 sWpe ; and yet it will be noted how uniform, in general, the slope is. 
 In this stretch the banks are generally high enough to prevent over- 
 flow, and the river bed is commonly rock. The range between high 
 and low water at Point Burnside is 66.6 feet; at Nashville, 52.9. 
 To Point Burnside the river is navigable from four to six months in 
 the year, for steamers of three feet draught and less; to Burksville, 
 238 miles from Nashville, the season is from five to seven months; 
 and to Carthage, 118 miles, from six to eight months. 
 
 Below Nashville to the mouth of the river the distance is 192 
 miles; the fall 79 feet, and the slope about 0.41 feet per mile. The 
 obstructions known as Harpeth Shoals are the most serious. The 
 length is 4.3 miles; fall 11.59 feet; and maximum slope 7.81 feet, 
 near the lower part of the island. Between these and Davis' Eipple 
 the alluvial bottoms increase in extent, and no serious obstruction is 
 found -until the last named place. Here an average slope of 3.77 feet 
 per mile is found, over a distance of 1.34 miles, and a maximum slope 
 of 9.16 feet per mile for a short distance. 
 
 From Davis Ripple to Clarksville, 65 miles below Nashville, the 
 river winds in long curves. Palmyra Island, 75 miles below Nash- 
 ville, Elk Creek, Dover Creek, Middle and Lower Gatlin, Race 
 Track, Little River and Ingram Shoals are minor obstructions. The 
 
 6. 1884, III, p. 1671. 
 
[58] 
 
 last one, 148 miles below Nashville, with a maximum slope of 7.10 
 feet per mile, was the last serious obstruction and called for consider- 
 able work in dredging and the building of wing dams. In successive 
 river and harbor acts the Cumberland has been divided into a number 
 of diflferent sections, but as the obstacles to be overcome are of a 
 similar nature in these, the method of improvement was the same, and 
 consisted in blasting out a channel through the rock reef, removing 
 gravel bars and bowlders, building rip rap dams and removing snags 
 and overhanging trees. The work done has had the effect of extend- 
 ing the duration of navigation both above and below Nashville. In 
 1884 small boats ran on the lower Cumberland during the entire year. 
 During the winter of 1883 and until May 1st, steamers ran up as far 
 as Burnside. Statistics of commerce on the Cumberland are not full. 
 
 TBAE. 
 
 Number 
 Steamers . 
 
 Grain, 
 bnshele. 
 
 Tobacco, 
 hhds. 
 
 Flour 
 
 and Salt. 
 
 bbls. 
 
 Miscellane s 
 
 Merchandise. 
 
 tons. 
 
 Fasaengers. 
 
 1877 
 
 14 
 
 20 
 
 200,760 
 1,916,870 
 
 5,487 
 
 4,919 
 
 17,823 
 
 13,735 
 
 10,000 
 10,395 
 
 
 1884 
 
 15,215 
 
 In 1880, 16 steamers; in 1881, 9, from 300 to 500 tons, and 5 from 
 125 to 260 tons, were engaged in trade. 
 
 Flat boating is not carried on extensively except to bring out coal 
 from points above Point Burnside, and this is only practicable during 
 occasional high stages, about 4 or 5 during the year ; 34 barges in 
 1884. Some produce and tobacco came to market in small flat bo&ts. 
 
 Appropriated above mouth of Jellico, Ky | 15,000 
 
 " Smiths Shoals 115,000 
 
 " Nashville to foot of Smiths Shoals.... 162,000 
 " below Nashville 242,500 
 
 In the 528 miles of navigable waters upon the Cumberland River 
 the average appropriated per mile is $983. During the 15 years, 1871 
 to 1886, the average per mile per annum is |67.70. 
 
 Of the tributaries of the Cumberland, three have received small 
 appropriations. Obey's River enters the Tennessee about 3 miles 
 south of the Kentucky line. The head of navigation is at Barnes 
 Landing, 43 miles up. Small boats have ascended to Eastport, 18 
 miles higher. In 1882, 60 rafts, and in 1883, 300 rafts are reported, 
 but no steamboats. 
 
 Total appropriated, 1880-1882, |11,500. 
 
 Caney Fork River, rising in the Cumberland Mountains, is navig- 
 able from Sligo Landing to its mouth, near Carthage, 120 miles above 
 Nashville. In this distance of 80 miles the fall is 50 feet. Certain 
 bad bars and rock obstructions have been removed to the great ad- 
 vantage of navigation. Steamer from the Cumberland made 15 trips 
 in 1883, and 24 trips in 1884, carrying miscellaneous merchandise 
 and in increased quantity. 
 
 Total appropriated, 1880-1884, |17,000. ' 
 
[59] 
 
 Au appropriation of $5,000 made in 1881 for the Red River, a 
 small stream, was used over 38 mile.s, and materially assisted the 
 commerce of that distance. 
 
 A careful review of the Cumberland and Tennessee systems of 
 navigable waters, rising in regions rich in timber, coal, and ores of 
 iron and zinc; flowing through a difficult terrain, where railroads and 
 common roads cannot be extensively sub-divided, and where a sparsely 
 settled area naturally is benefitted by open navigable streams which 
 can float its heavy products to lower markets — a careful review of 
 this situation must show the expediency of a full development of the 
 possibilities of navigation, even if confined to rafts, push boats and 
 small flat boats The permanence and simplicity of the needed im- 
 provements make the work satisfactory, and for all, except the Muscle 
 Shoals, the results are fully commensurate with the expenditures. 
 Had funds for the great canal been on hand and the work finished as 
 it could have been, years ago, the whole system must have been of 
 decided benefit to the whole of Tennessee, southeastern and south- 
 western Kentucky, northern Alabama, and a part of Georgia. 
 
 CHAPTER VI. 
 
 MISSISSIPPI, MISSOURI, AND ARKANSAS RIVERS. 
 REMOVALS OF SNAGS, WRECKS, AND OBSTRUCTIONS. 
 
 The bill of June 23d, 1866, contained an item of $550,000 for the 
 "improvement of the Mississippi, Missouri, Ohio, and Arkansas 
 Rivers;" and a second item of $550,000 for "construction of snag 
 boats and other apparatus for clearing western rivers, and for the 
 outfit, working and preservation thereof." An allotment of $172,000 
 was made to the Ohio River, out of the first item, and Col. J. N. 
 Macomb was placed in charge of the general work indicated by 
 the bills. 
 
 The close of the war found these rivers encumbered with the 
 wrecks of many years, besides the accumulations of natural obstruc- 
 tions, due to an interval of twenty years. The construction of boats 
 best suited to remove these, was a work of almost original design ; 
 and the operating of the boats, when built, a trade yet to be learned. 
 Within six months, models and specifications were prepared for a 
 snag boat, in which the principal features were : machinery for haul- 
 ing out snags without interference with the propelling machinery; 
 auxiliary engines for various duties; and strength of hull. Proposals 
 were at once invited for building hulls, and contracts made in May, 
 1867, for three snag boats complete. Meantime, work was done by a 
 steamer purchased and fitted up for the purpose, and a contract was 
 made for special work upon the Arkansas and Missouri. The con- 
 
[60] 
 
 tracts for the three new boats amounted to about $192,300, or say 
 $64,000 each ; and the snagging upon the Missouri was contracted 
 for at the rate of $275 per day; on the Arkansas at $160 per day. Of 
 the new boats the first, the J. J. Abert, began work March 28th, 1868, 
 the S. H. Long, April 25th, 1868, and the R. E. DeRussey, May 11th, 
 1868. Subsequently a snag boat of lighter draft was built, for use 
 principally on the Arkansas River. This boat, the S. Thayer, began 
 work in May, 1869. The contract price was $27,500. A dredge 
 boat, the Octavia, was chartered in 1868, and subsequently bought, 
 and used for dredging and scraping channels over bad bars in time 
 of low water ; besides assisting the snag boats in many ways. The 
 fleet of boats thus constructed operated in the Mississippi, Missouri, 
 and Arkansas Rivers; occasionally doing work upon other streams. 
 Work upon the Ohio was begun by these boats, but subsequently 
 carried on separately, under the officer in charge of that stream ; and 
 all appropriations beginning with the second, or that of July 11th, 
 1870, under the title of " Improvement of the Mississippi, Missouri, 
 and Arkansas Rivers," were applied to the continuance of this work. 
 The boats, as built, were maintained, by suitable repairs, in operation 
 until 1873; when two, the Thayer and Abert, were so worn out as to 
 be, of necessity, withdrawn from active service. Up to this time the 
 work done is summarized as follows : 
 
 CONDENSED STATEMENT OF SNAGGING OPERATIONS FROM 
 
 MARCH 28, 1868, TO JUNE 30, 1873. 
 
 RIVEBS. 
 
 Missouri.... 
 Mississippi 
 
 White 
 
 Arkansas.. 
 Ouachita .. 
 St. Francis 
 
 WAMBS OP BOATS. 
 
 R. E. DeRussy, S. Thayer, J. J. Abert, 
 ditto, [S. H. Long, Octavia. 
 
 R. E. DeRussy, S. Thayer 
 
 S. H. Long, S. Thayer 
 
 Octavia, R. E. DeRussy 
 
 J. J. Abert, S. Thayer 
 
 Total 17,758 110,303 279 
 
 8,119 
 
 6,001 
 
 778 
 
 1,930 
 
 499 
 
 431 
 
 40,846 
 41,772 
 
 422 
 
 2,714 
 
 24,398 
 
 151 
 
 as 
 
 212 
 
 47 
 
 3 
 
 8 
 
 7 
 2 
 
 1873, p. 491. 
 
 From the two appropriations of 1866 there was available...$ 
 
 The acts of 1870 and 1871 gave each $150,000 
 
 And the act of 1872 
 
 Or to cover the period of operations from 1866 to 
 
 928,000 
 
 300,000 
 
 90,000 
 
 1873, seven years $1,318,000 
 
 When Colonel Macomb was relieved from the charge of this work 
 in July, 1870, he speaks of the great efficiency of the fleet and the 
 experience learned. Lieut. -Col. Raynolds, his successor, says that as 
 
[61] 
 
 one direct result boats were able to run at night upon the Missouri 
 River, a practice previously impossible ; and that thereby a saving of 
 four day's time in a round .trip from St. Louis to St. Joseph must 
 have been effected. 
 
 Much of the efficiency of the fleet, and the design of the old boats, 
 and all of the details of construction of the new iron-hull boats, after- 
 wards built to replace them ; are due to Captain, now Major C. R. 
 Suter, the officer directly in charge of the boats, and after April 7th, 
 1873, in entire charge of the whole, relieving Col. J. H. Simpson at 
 that time. 
 
 A beginning was made February 5th, 187.3, towards replacing the 
 old fleet with one of permanent construction, by a contract then made 
 for an iron hull, intended to take the Abert's machinery. The con- 
 tract price was |1 12,500. After much and unexpected delay this new 
 boat, the J. N. Macomb, began work December 10th, 1874. In 1878 
 contracts were let for two new boats, both iron-hulls, to take the ma- 
 chinery of the Thayer and the Long. One, the C. B. Reese, was 
 finished in Decem;ber, 1879, and set to work on the Arkansas. This 
 boat is a stern-wheel, is 175 feet long, 36 feet wide, draws light, 28 
 inches aft and 20 inches at the bow, which, with the deck, is suitably 
 shaped for her work. 
 
 The boat has 4 steam capstans, a pair of heavy iron shears and a 
 sweep chain, and uses a powerful force pump, besides the other ordi- 
 nary machinery usually used. The second iron boat, the H. G. 
 Wright, was finished December 23, 1880, is 187 feet long and 62 feet 
 wide, drawing 30 inches when in working trim. This boat is quite 
 similar to the Macomb in the arrangement of hull and machinery, 
 but draws 12 inches less, and weighs with crew, stores and fuel on 
 board and fully equipped for work, 750 tons. 
 
 ^ Experience with the Macomb showed the value of the iron hull. 
 Six years' service was had without any injury and with scarcely the 
 loss of a days' service from that cause. 
 
 The average cost of repairs to the hull, which repairs consisted 
 only in paint to prevent oxidization, was less than $500 per annum, 
 and at the end of that time the boat was as good as new. The wooden 
 hulls, which this succeeded, cost annually $5,000 and $6,000 to keep 
 in repair, with an additional charge at the end of five years of nearly 
 the first cost in order to make them last ten year, when reconstruction 
 became necessary. 
 
 Building and maintaining a wooden hull boat for ten years amounts 
 nearly to 2J times the first cost, while at the end of that time all but 
 the machinery needs replacing. 
 
 The iron boat for the same time costs about the same, but at the 
 end of the time is still good for many years of efficient service. Be- 
 sides this iron boats are of lighter draft and do not become water 
 logged as do wooden hulls. Their great structural strength enables 
 them to endure shocks which would wreck a wooden boat. 
 
 1. 1881, II, p. 1600. 
 
[62] 
 
 In 1882 plans and working drawings were prepared for a new iron- 
 hull boat for work on the Missouri, but the condition of the funds 
 available have not allowed of the building of this boat before 1884. 
 The operations upon the Arkansas as well as the kindred rivers, 
 White and St. Francis, were transferred to the officer in charge of 
 that district in 1881. A general summary of the work done during 
 the past eleven years will be found below, which, with the prior table, 
 will show the magnitude and importance of the work. In tact, as 
 long as the interests of navigation upon these three rivers are con- 
 sidered of national importance, it must be acknowledged that this 
 work should be continued. It is also plain to be seen that the amount 
 needed is about the same annually, and probably will continue so to 
 be, and now that a permanent and efficient fleet is almost completed, 
 as recommended by the officers in charge, no better investment could 
 be made than the constant regular employment of these boats during 
 the suitable seasons of the year. 
 
 SNAGGING OPERATIONS ON THE MISSISSIPPI, MISSOURI, AND 
 ARKANSAS RIVERS, 1874-1884. ANNUAL TOTALS. 
 
 TEARS. 
 
 1874. 
 
 1875. 
 1876, 
 1877. 
 1878- 
 1879. 
 1880. 
 1881. 
 1882. 
 1883. 
 1884. 
 
 i 100,000 
 100,000 
 100,000 
 
 ' 50,000 
 40,000 
 170,000 
 190,000 
 200,000 
 220,000 
 185,000 
 
 No. 
 
 1,471 
 2,773 
 2,214 
 1,030 
 1,712 
 2,009 
 3,064 
 2,651 
 4,601 
 5,324 
 2,251 
 
 ■Si 
 
 Tons 
 
 20,487 
 63,582 
 38,825 
 17,444 
 27,903 
 26,923 
 53,168 
 36,767 
 62,747 
 88,166 
 27,564 
 
 No. 
 
 No. 
 
 1,923 20 
 
 5,658 46 
 
 3,206 18 
 637 
 
 4,523 
 
 2,948 
 
 1,352 
 
 4,128 
 12,930 
 31,512 
 
 1,148 
 
 No. 
 
 6,742 
 7,365 
 5,782 
 3,106 
 5,488 
 4,204 
 7,391 
 6,466 
 8,380 
 10,767 
 2,634 
 
 No. 
 
 3 
 3 
 
 2 
 2 
 2 
 2 
 3 
 4 
 5 
 5 
 4 
 
 Miles run on Arkansas in 1883 not given. 
 
 _ Miles run on Arkansas, and weight of snags pulled for 1884, not 
 given. 
 
[63] 
 
 CHAPTEE VII. 
 
 MINOE KIVERS OBSTEUCTED BY SNAGS, LOGS, WRECKS AND 
 PERMANENT OBSTEUCTIONS. 
 
 There is a class of many, and in some cases important streams, 
 which are characterised as above. On some the obstructions are re- 
 curring and need constant work, and on others when thoroughly re- 
 moved once they demand but little additional care. It will answer 
 our purpose best to select certain examples and give some details, and 
 by tabulating some others a general view may be given which will 
 enable certain deductions to be drawn. 
 
 It will be seen that in general these rivers are found where in a 
 densely timbered country, and with little slope, the stream meanders 
 with a sluggish current at low stages ; and as such conditions are 
 nearly always in the alluvial regions, these rivers will be found in the 
 southern and western regions from North Carolina to Arkansas. 
 
 RED EIVEE OF LOUISANA. 
 
 The size, length and commercial importance of this river warrant 
 more attention than the intent of this volume will justify. But as an 
 example of thorough obstruction from logs, snags, and drift piles and 
 incident dangers, nothing could be more marked . than the so-called 
 Red River raft, lying along and in a course of the river near the 
 boundary line of Arkansas. Before its removal was finally attempted 
 the head of the raft was about 75 miles above Shreveport, and about 
 190 miles below Fulton, Ark. Shreveport is 330 miles above the 
 mouth of Red River, and was the practical head of navigation. The 
 raft, although it could be passed at times, debarred the upper river 
 from the privileges of navigation. Besides its injurious effects in 
 this way, the alteration of the free flow of floods and the submerg- 
 ence of valuable land made it of baleful importance. Of historical 
 interest and note, it was the subject of theory as to cause, effect and 
 removal. An attempt to remove it during 1841-44 resulted in failure. 
 A survey of the region made in 1871 and 1872 gives a description 
 which ' will be quoted and an initial appropriation of $150,000 was 
 made June 10th, 1872, for the removal of the raft. The country in 
 the immediate vicinity of the raft is one of densely wooded alluvial 
 bottoms, and the upper portion of the river with much of the territory 
 of many of its tributaries is similarly characterised. Near the rafts 
 the valley varies from three to eight miles in width, and between the 
 limits of the bluffs winds in a slowly changing bed. 
 
 The red alluvial soil covers all of this valley and on it grow cotton 
 wood, sycamore, black and sweet gum, hackberry, ash, oak, cypress 
 and willow in profusion. After freshets, caving banks throw im- 
 
 1. 1873, p. 635. 
 
[64] 
 
 mense quantities of trees into the stream, which are stranded on bars 
 and shoals, and when drier are carried by subsequent floods down 
 until stopped again. Constant and successive damming of the stream 
 by these logs leads to the formation of outlets and the shifting of the 
 river. Mud rapidly covers logs lying in the bottom, and below the 
 surface near these jams. Willows spring up on decayed logs, and 
 islands and new banks are as rapidly formed, almost, as eroded. The 
 raft which obstructed the river in 1872, from Carolina Bluffs to within 
 four and a half miles (by river), from the Arkansas line corresponded 
 with the condition as described in 1805, though attempts had been 
 made to remove it as late as 1844. The presence of the raft tended 
 by its obstruction to gradually increase the elevation of the imme- 
 diate banks and its bayous, and this was said to amount to about three 
 feet in thirty years preceding. After sixteen years the head of the 
 raft was found thirteen and a half miles, by the river, higher than in 
 1854. The total length of the channel to be opened was seven miles. 
 The whole area of floating raft anfounted to 290 acres. The whole 
 area of tow heads, or rafts resting on the bottom and above water, at 
 the time of the survey, was 103 acres. The opening of the channel 
 did not necessitate the removal of all this. Navigation found insecure 
 and circuitous routes around the obstructions through Red and Black 
 Bayous at low water, and Kelley Bayou or Posten Bayou in high 
 water. 
 
 REMOVAL OF THE EED EIVEE RAFT. 
 
 The steamer Aid was purchased in Pittsburgh^ for this work. This 
 boat was built with two hulls, each 136 feet long, 15 feet beam, 
 double ends, and separated by a space of 14 feet. The wheel was 
 placed near the stern between the hulls and protected by them. 
 Engines were 16 inches diameter, 4J feet stroke; boilers three in 
 number, 24 feet long, 36 inches diameter, two flues each, and carried 
 136 pounds steam. The outfit consisted of one steam capstan on the 
 starboard bow, a hand capstan on each stern, three heavy double 
 geared hand crabs, besides two light ones, and a railway hoisting 
 carriage with four double geared windlasses. The boat was thoroughly 
 overhauled and strengthened, and there were added : an additional 
 steam capstan on the bow, two large boom cranes, a sloping apron at 
 the bow between the hulls, a steam force pump of high power, four 
 portable steam saws, and two portable boilers; and the boat was 
 assisted by two crane boats, flat boats for quarters, and machinery for 
 minor work. The Aid reached Shreveport January 10th, 1873. 
 Shore parties had already begun the work of removing wuch logs as 
 could be moved, chopping leaning trees and girdling others. Tire 
 Aid began work January 27th, pulling snags, and blasting a channel 
 through the masses of logs, sawing the larger logs into smaller and 
 more easily handled fragments, and by the end of January the raft 
 was attacked at five different points by various parties. By the 16th 
 
 2. 1873, p. 613, ~ ' 
 
[65] 
 
 of May a narrow channel had been opened through the twenty-sixth 
 and last raft^ ajiid that day a boat passed through, laden with freight 
 for the upper river, the first boat in twenty-wine years so passing. 
 AhoHt 10,000 bales of cotton passed out from the upper river that 
 season. 
 
 In opening a canal for the passage of drift from one of the upper 
 rafts just above it, into Posten Lake, use was first successfully made 
 of uitro-^lyceriiBe in the removal of growing trees in deep water, and 
 thereafter its use was of great service. Trees with a hundred feet of 
 trunk, and a full top of branches above the water, were btawn down 
 by charges placed beneath the water, and were cut entirely across. 
 Masses of heavy logs were easily moved, refractory snags and large 
 irregular stumps were blown to fragments. The remainder of the 
 season was employed in widening and bettering the narrow channel 
 opened ; and the work of the six months consisted in the opening of 
 a navigable channel, through four miles of raft, by which the naviga- 
 tion from Shreveport to the upper Red River, was very much 
 improved, and the time of possible navigation increased by avoiding 
 the route through Black Bayou. Three and a half miles of raft 
 remained to be opened. ^When the water permitted it, work was 
 resumed, and by the 27th of November, 1873, the remaining portion 
 of the raft obstructing the channel went out, and until the end of the 
 calendar year work was continued in widening and clearing out fresh 
 deposits. 
 
 After this time a steamer with crane and shear boats, was employed, 
 when fuiods permitted and necessity called for, in breaking up the 
 jams which frequently reformed, and removing all snags and drifts. 
 In 1874 and 1875, this work was quite extensive. In 1876,* the 
 total length of forty-two rafts was given as about two and one-fourth 
 miles, with a width of channel through the whole of not less than 
 one hundred feet. Later in the season high water and much drift 
 effectually closed the channel for two months, and for the remainder 
 of the year entailed much work. 
 
 In 1879 a sudden rise carrying away two spans of the railroad 
 bridge at Fulton, Arkansas, and bringing down a very large amount 
 ofdrift, entirely closed the channel by jams, having a total-length of 
 five miles, which were removed as soon as possible by the steamer 
 Florence. Since the opening of the raft the caving of banks had 
 been much lessened, and the river had scoured greatly, lowering the 
 high water level, thus reclaiming for cultivation much valuable land. 
 These operations were afterwards extended in 1880 by beginning at 
 Fulton and cutting a channel in a similar way through the many and 
 various obstructions found in the 130 miles below that point. Since 
 that time constant patrolling of the river by the U. S. steamer Flor- 
 
 3. 1874, 1, p. 702. i. 1876, 1, p. 596. 
 
 4 
 
[66 ] 
 
 ence has been found necessary to keep the river, fairly open, and there 
 is no prospect that there can safely be an intermission. Over the 
 lower river it is found necessary to operate constantly with a snag 
 boat, equipped for handling any obstruction met. The last boat built 
 for thil purpose has an iron hull. This boat, the C. W. Howell 
 began operations September, 1882, and finds constant employment 
 during the working season. 
 
 The closing of Tones Bayou designed to concentrate the waters of 
 Eed River in a bad stretch of the river need not be discussed m this 
 place although included by name in the appropriations for the re- 
 moval of the raft. 
 
 Appropriations as follows : 
 Removing raft in Red River and closing Tones Bayou, La...$419,500 
 
 Removing obstructions from Red River, La •••■•■• 1 IJ>^*-}^ 
 
 Improv'g upper Eed River from Fulton, Ark., to head of raft. ^0,000 
 Whole of Red River 1^0,000 
 
 Total $687,000 
 
 The question of the commerce of the upper Red River is not easily 
 discussed, and tjiat the whole river is itself somewhat indefinite. It 
 is stated « that the cotton crop of 1870 was got through the raft at 
 great expense, and much damaged by handling. Four small boats 
 succeeded in getting through the raft, by way of a slough, and 
 brought the cotton, 22,000 bales, to Bargetown, whence it was car- 
 ried over from the river to Moon Lake, and there -put on flat boats 
 to be taken some distance farther to meet the steamers from below 
 coming as high as possible. After the opening of the raft the 
 amount of cotton reaching Shreveport from above is not always re- 
 ported but is given for the following years: 1879, 16,040 bales; 
 1880, 10,360 bales; 1881, 14,472 bales; 1882, 17,500 bales; and 
 1884, 23,140 bales. Regular lines of steamers sufficient for the busi- 
 ness of the river ply between New Orleans and Shreveport, and sta- 
 tistics of their business are quoted. 
 
 At Shreveport the total receipts of cotton from all sources are 
 given, and shipments by river, as follows : 
 
 ARTICLES. 
 
 1879. 
 
 1880. 
 
 1881. 
 
 1882. 
 
 1883. 
 
 1884. 
 
 Receipts of cotton... 
 Shipments by river.. 
 
 103,660 
 65,025 
 
 93,580 
 33,580 
 
 77,448 
 37,474 
 
 not given 
 55,243 
 
 108,000 
 
 86,250 
 
 
 
 6. 1873, p. 664. 
 
[67 J 
 
 The business in cotton over the Red River, from Shreveport down, 
 is here given : 
 
 Cotton, bales 
 " seed \ 
 sacks.... J 
 
 1878. 
 
 193,000 
 198,000 
 
 1879. 
 
 1880. 
 
 1881. 
 
 145,633 129,000 183,000 
 170,000170,000100,000 
 
 1882. 
 
 135,557 
 121,210 
 
 1883. 
 
 160,440 
 
 1884. 
 
 107,085 
 
 It is reported during two different years that more than 50,000 
 tons of freight of all kinds were shipped from New Orleans to the 
 Red River. Besides cotton, as quoted, the steamers do a large busi- 
 ness in cotton seed products, hides, cattle, sugar and molasses, besides 
 general merchandise. It is not stated that the lumber business is 
 large, either for manufactured lumber or in logs. Rafting is not 
 quoted as a prominent item. There is nothing to show that business 
 upon the river is increasing in consequence of the improvements, 
 though there is no doubt that it is conducted with more security than 
 formerly. At Shreveport in 1884, twenty-one steamers were regis- 
 tered, and a regular line of 13 steamers ran between Shreveport and 
 New Orleans, besides independent ones. Nine steamers made one 
 or more trips between Shreveport and Fulton. 
 
 An analysis of the amounts appropriated for the river and which 
 cover the period from July 1st, 1872, to July 1st, 1886, show that the 
 annual amount has been $43,357, which applied to 595 miles of river 
 will average $73 per mile per annum. For the amount of business 
 interested it would seem that no extravagance could be charged to 
 this river. 
 
 OUACHITA EIVEE, ARKANSAS AND LOUISIANA. 
 
 This river, which is the principal tributary of the Black, and by 
 it of the Red River, presents perhaps the best example of a stream 
 whose improvement is best insured simply by the removal of 
 obstructions. At special points works of construction have been 
 built, but it was found, in general, best to confine the work to the 
 removal of actual and possible obstructions, snags, stumps, drift piles, 
 wrecks and leaning trees. After using a crane boat for several 
 seasons, an iron-hull snag boat, the O. G. Wagner, was built in 1878, 
 and has been used since. The survey of the river shows that from 
 Camden, Arkansas, to Trinity, Louisiana, 294.07 miles, the fall is 
 64.5 feet, with the average of 0.22 feet per mile. The depth of low 
 water navigation has been increased from 12 inches to three feet, 
 and high water navigation has been bettered. The records of the 
 commerce of the river, which flows through a superb cotton region, 
 are full and will be given principally as to that staple: 
 
[68] 
 
 CALENDAR YEAR. 
 
 a 
 sacks 
 
 1 
 
 o 
 o 
 
 bales 
 
 11 
 
 No 
 
 1871 
 
 
 151,458 
 89,034 
 103,679 
 150,000 
 131,324 
 179,700 
 128,707 
 144,478 
 116,544 
 130,440 1 
 97,678 1 
 
 
 1872 
 
 
 ... 
 
 1873 
 
 
 19 
 
 8 
 19 
 
 6 
 19 
 26 
 
 1877 
 
 
 1878 
 
 656,620 
 362,320 
 
 1879 ;. 
 
 1880 
 
 1881 
 
 228,315 
 
 1882 
 
 1883 
 
 
 14 
 16 
 
 1884 
 
 94,700 
 
 Appropriatious in 1871, 1872 and 1873 amounted to $211,000, and 
 since then |79,000 more. The total of $290,000, covering from 1871 
 to 1886, will be |19,333 per annum, or $65 per mile per annum, to 
 protect a commerce whose up freight is estimated at $2,000,000 per 
 annum. 
 
 YAZOO, MISSISSIPPI. 
 
 '^ rr n^[® Stream is formed by the Coldwater River, flowing into the 
 fallahatchie, and then by its junction with the ^allabusha. On the 
 lower Coldwater, for 80 miles, work was done in 1880 and 1881 • 
 but not continued, as commerce did not justify further expenditure'- 
 Upon the Tallahatchie, for 190 miles, to the junction with ' the jfalla- 
 busha, work has been done since 1879; and upon the lower 90 miles 
 of the Jallabusha, since 1881. To the the mouth of the river is 173 
 miles During a portion of its course the Yazoo divides into two 
 branches, one of which is Tchula Lake, which received attention first 
 in 1881 The principal tributary of the Yazoo is the Big Sunflower 
 navigable in low water for 135 miles, and in high water for 28o! 
 J. he basin of the Yazoo covers about 13,800 square miles, and the 
 navigable system of rivers give a total mileage of 813 miles at high 
 water. When the war closed rfiany wrecks were left in the Yazoo as 
 
 L^'*nnn'^''^°''^' j^°^ ^^? .^'''* appropriation of March 3d, 1873, of 
 $40 000 was made for their removal, and paid for the clearance of the 
 
 Th7\TT \ ^f'°'' *^ u *'"'" operations have been confined to 
 the employment of snag boats, and the removal of five wrecks 
 Commercial statistics are incomplete. wrecks. 
 
[69] 
 
 CALENDAR YEAR. 
 
 1878 
 1880 
 
 1881 
 1882 
 1883 
 1884 
 
 No, 
 
 a 
 
 sacks 
 
 125,000 
 60,687 
 55,000 
 50,000 
 75,000 
 
 9 
 bales 
 
 101,722 
 95,135 
 73,427 
 69,000 
 45,000 
 50,000 
 
 There are reported to be shipped on the jJallabusha 12,000 to , 
 15,000 bales of cotton per annum, of which 3,060 were sent by river 
 to Vicksburg; in 1878-9, 3,500 bales. A weekly boat upon the Big 
 Sunflower in 1875-6 took out 14,161 bales of cotton and 12,522 sacks 
 of cotton seed. An analysis of appropriations made for these streams 
 is as follows: 
 
 RIVERS. 
 
 Yazoo, for removal of wrecks. 
 
 Yazoo •■•■ 
 
 Yallabusha 
 
 Tallahatchie 
 
 Tchula Lake 
 
 Big Sunflower 
 
 Coldwater (work abandoned). 
 
 Total. 
 
 1873 
 1875-1884 
 1881-1884 
 1879-1884 
 1881-1884 
 1879-1884 
 1879-1880 
 
 $ 40,000 
 
 103,000 
 
 9,000 
 
 24,000 
 
 7,000 
 
 42,000 
 
 11,000 
 
 $236,000 
 
 173 
 80 
 
 190 
 80 
 
 280 
 
 19,363 
 1,800 
 3,429 
 1,400 
 6,000 
 
 
 22 
 18 
 17 
 21 
 
 While there is nothing to show that the total visible commerce 
 upon this system of rivers has increased, during the progress of 
 improvements; there is reason to believe that this sum, given for the 
 navigable waters of a region greater than each of eight states of the 
 Union, was well spent, when the total commerce of the thirteen years, 
 from 1873 to 1886, is considered. 
 
 WHITE, BLACK, AND LITTLE EBD EIVEES, AND 
 THE SAINT FEANCIS. 
 
 These rivers which have been classed together at times in the var- 
 ious appropriation bills, drain the waters of southern Missouri and 
 northern Arkansas. « White River rising in northwest Arkansas, 
 
 6. 1871, p. 366-368. 
 
r7o] 
 
 flowing east of north intd Missouri, has beeii surveyed from the 
 point, Forsyth, where it begins a southeasterly direction to its mouths, 
 into the Arkansas and Mississippi. In this distance of 515 miles, 
 only the portion from the junction with the Black, its principal trib- 
 utary, 350 miles is fairly navigable. Above this point for 39 miles, 
 there are difficulties; and between Jacksonport and Buffalo Shoals, 
 130 miles, are 63 shoals. Further on, the stream is little other than 
 a mountain torrent. Black River, from Pocahontas to the junction, 
 151 miles, may be called navigable. Little Red River, upon which 
 some work was once done, the next tributary, could not be used for 
 more than 50 miles. The Saint Francis is a stream draining by its 
 head waters southeastern Missouri, and flowing at low stages in its 
 own channel. At high stages of the Mississippi it not only receives 
 large volumes of overflow water from that river, but overflows itself 
 into the headwaters of the Black, and thence into the White. Its 
 traffic is limited, and in 1871 only one steamer was reported as doing 
 a limited business in other than the cotton season, although 135 miles 
 below Wittsburg, and 120 above it could be reached when water al- 
 lowed. This entire region of country will grow cotton, and is sup- 
 plied with few railroads. Steamboats have always been in use more 
 or less, when they could be used, and are now. The area covered is 
 large, probably over 20,000 square miles, and although only a small 
 portion of this is accessible to the navigable portions, yet we should 
 expect to find more commercial statistics reported than is the case. 
 Work began on this system of rivers in 1871, the snag boats operat- 
 ing on the large rivers, doing the first work. From 1870 to 1884, 
 twenty-four different items, from $5,000 to |40,000, and aggregating 
 $380,000, have been given to these rivers. Although it is repeatedly 
 stated that steamers on these rivers handle large amounts of cotton, 
 in no instance are exact figures given. 
 
 A few instances have been selected, for examples, in which the re- 
 ports show the expenditure of money to "be a marked success, either 
 in respect of improvement of navigation or of commercial benefits : 
 
 Between 1871 and 1874, the Roanoke River, North Carolina, re- 
 ceived $45,000, expended in removal of obstructions and building ol 
 dikes; in 1882 to 1884, $8,000 more for repairs to this work. The 
 Pamplico and Tar Rivers, North Carolina, received $35,000 since 
 1879, spent on 52 miles of river, to the benefit of commerce. Over 
 30,000 bales of cotton and much general merchandise shipped on the 
 river in each of the years, 1883 and 1884. When work began navi- 
 gation was confined to high stages. 
 
 The Neuse River, North Carolina, was practically closed, to navi- 
 gation when work began in 1878. The expenditure of $215,000 over 
 175 miles of river, developed a commerce of over 40,000 bales of 
 cotton, besides shingles, rice and general merchandise, and 14 500 000 
 feet of lumber for 1884. ' 
 
 The Trent River, North Carolina, upon which work began in 1879 
 
[71 ] 
 
 has received an extension to its navigable ^ater pf over twenty miles, 
 and over 5,000 bales of cotton were shipped in 1884. Appropriated, 
 $42,000; miles worked, 43. 
 
 Contentnea Creek, North Carolina, not navigable in 1881, $25,000 
 expended over 40 miles, prepared a navigable channel for steamboats 
 drawing 3 feet, which carried 6,600 bales of cotton in 1884. 
 
 French Broad River, North Carolina, $43,000 since 1876, expended 
 over 32 miles from Brevard, opened a channel 35 feet by 2 J feet; 
 where before^ the ruling depth was 1 foot, thus opening an inexpen- 
 sive communication through a wild and difficult country. 
 
 Cape Fear River, North Carolina, below Fayetteville. Between 
 this point and Wilmington, 113 miles, were expended in 1881, $10,- 
 000, in the purchase of the right of taking tolls, exercised by a char- 
 tered company, and $55,000 between 1881 and 1884, in the removal 
 of obstructions and the dredging of a channel 5 feet deep through 
 Thames Shoal. 
 
 Commerce by river: In 1882, cotton, 7,954 bales, in 1883, 15,198; 
 rosin, barrels, in 1882, 91,923, in 1883, 97,516; of tar, turpentine 
 and spirits of turpentine, 40,573 barrels in 1882, 49,429 in 1883, and 
 about 37,000,000 feet lumber in rafts each year. 
 
 The peculiar difficulty of opening navigation upon the Yadkin, 
 which was, and remains obstructed with mill dams, limited work to 
 21J miles, which now has a navigable channel through rock bars, 
 but no commerce has been developed. Since 1879 has been expended 
 $77,000. 
 
 On the Great Pee Dee River, South Caroliua, 50 miles of river 
 have been improved, by the amount of $27,000 since 1880, whiqh has 
 made navigation easier and safer. In 1883, 39,000 bales of cotton 
 and 21,500 in 1884, are reported among the river shipments. 
 
 The Wateree River, South Carolina, has been worked over 45 
 miles from Camden down, securing a channel 60 feet wide and 4 feet 
 deep, at an expense of $31,000 since 1881, but no commerce is re- 
 ported. There are 96 miles of river to the junction with the Con- 
 garee, that can be improved and utilized. 
 
 The two Salkiehatchie Rivers, which become the Combahee, South 
 Carolina, have had snags and obstructions removed, at the head of 
 tidal influence, at an expense of $8,000, and to the interest of raft 
 navigation. 
 
 Upon the Savannah River $57,500 was expended between 1881-4, 
 in the removal of obstructions from the 248 miles between Savannah 
 and Augusta. For the greater part of the year the river- is navi- 
 gable for boats drawing 4 to 5 feet, but during the dry season in 
 autumn the water is very low at various places and boats could not 
 reach Augusta. 
 
 Above Augusta the river has been improved in a distance of 64 
 miles, by the removal between 1880 and 1882, of rocky ledges, 
 
[72] 
 
 bow'ldei's and gravel shoals, at an expense of $39,000; commerce 
 does not appear to be responsive. No commercial statistics are re- 
 ported for the lower Savannah. 
 
 The Flitot River, Georgia, was only navigable over 36 miles at high 
 wa,ter, when work began in 1878. Since then, at an expenditure of 
 $97,000 on 70 iniles, navigation is secured, which in 1584 occupied 
 eight steamboats, which carried 21,760 bales of cotton and much 
 .general merchandise. 
 
 The Chattahoochee IRiver, between Alabama and Georgia, was not 
 navigable at low water when work began in 1874. Since then, the 
 expenditure of $203,000, over 112 miles, has secured a steady busi- 
 ness, which in 1884 employed eight steamboats, carrying over 47,000 
 bales of cotton and other merchandise. These two rivers form the 
 Apalachicola River, Florida, which was obstructed with numerous 
 snags before improvement began in 18o4, and was completely blocked 
 for a distance of 6 miles, beginning 50 miles above Apalachieola. 
 Now the rivfir is fairly navigable to a fleet of steamboats operating 
 upon this system of riv«rs. Expended, $36,500. 
 
 The Oconee and Ocmulgee foi^m the Altamaha River, the most im- 
 portant river lying entirely within the State of G«orgia. Through- 
 out its length of 155 miles, the chief obstructions are rock ledges 
 running nearly across the river, sand bars and snag.s. In some places 
 a permanent improvement has been effected, in others the operations 
 of the snag boat should be continued longer. A channel 100 feet 
 wide a*nd 4 feet deep is secured for over 50 miles, at an expense of 
 $36,000 since 1881. More than 50,000,000 feet of lumber are re- 
 ported as going down this river for shipment from Darien. 
 
 Of the small rivers of Florida, the Withlacoochee received $10,500; 
 the Caloosahatchie, $10,000; Peas Creek, $7,000; the Escambia and 
 Conecuh, its tributary, $40,000, for removal of obstructions since 
 i^Bl. 'Of these strealms the last named have a commerce of some im- 
 ;ptfftance in timber, and steamboats with barges are used on the 
 Escambia. 
 
 The Cahaba River, in Alabama, a tributary of the Alabama, has 
 been worked over from CentreviTle to the mouth, 88 miles; expen- 
 diture, $30,000, since 1882; a small steamer was put upon the fiver 
 and does a fair business. Railroad bridges across the stream are so 
 built as almost to preverit any navigation, and should be altered. 
 
 The Alabama River was navigable with difficulty before woYk 
 began in 1878. An expenditure since then of $130,000, -over 874 
 miles, has materially bettered navigation. In 1883 47,052 bales of 
 cotiton, and in 1884 37,759 were carried on the river; which has also 
 a rafting business of some importance. 
 
 The Black Warrior River, Alabama, was practically closed in 1875, 
 when work began on it and the Tombigbee River. Since then 
 $227,000 have been spent on the two rivers; over 140 miksot the 
 first, and 416 of the second named. When work began on the Tom- 
 
[73] 
 
 bigbee an interrupted navigation existed over the upper 173 miles, in 
 low water; and on the next lower 100 miles the navigation was 
 not good. 
 
 The snagging "has been completed over 278 miles, but will need 
 annual revision. From Demopolis to Mobile, 243 miles, the river is 
 ordinarily navigable throughout the year for boats drawing not over 
 two and one-half feet. For 51 miles more, to Vieilna, an increase 
 of three months has been gained in the average boating season. 
 Between Vienna and Columbus, 122 miles farther, the average 
 boatiag season has been extended two months. 
 
 There were shipped over the river 70,762 bales of cotton in 1883; 
 and 41,088 in 1884; besides general merchandise. Above Columbus, 
 since 1878, there have been spent $28,000 on 144 miles of river, 
 securing a local navigation. Before improvement navigation was not 
 possible over 79 miles of this stretch. 
 
 On the Noxubee River, Miss., navigation was impossible when 
 work began in 1881, no steamboats having been on the river since 
 1859. Since 1881, an expenditure of $37,500, over 91J miles of river, 
 of which 40 miles was well worked, allowed steamboats to go to the 
 county bridge at Macon, during high wate'r, carrying 2,000 bales 
 cotton, 3,500 sacks cotton seed, besides general merchandise, in 1884. 
 
 Of the net-work of small streams in Louisiana and Mississippi, and 
 of interlacing bayous of the delta of the Mississippi, many are njitural 
 avenues of communication; some have deteriorated as such, from 
 different causes, and some have been benefitted by government work. 
 
 On the Amite River, La., 40 miles were worked over at an expense 
 of $13,000; Tangipahoa 41 miles, $9,000 ; Tchefuncte, $.3,000 ; Tick- 
 fau 20 miles, $4,000 ; all having more or less commerce. 
 
 Bayou CouTtableau, La., has a weekly line of steamers to New 
 Orleans, and has received an expenditure of $19,000, in closing side 
 bayous for the concentration of low water flow. 
 
 'Bayou LaFourche, La., has a line of steamboats, and both banks are 
 in a hi;gh state of cultivation, with sugar, and rice plantations. In the 
 removal of snags, $30,000 have been expended. Similar work was 
 done on Bayou Bceuf, La., $15,000 since 1881; and Bayou Barthol 
 omew, La., and Tex.,,$18,000 since 1881; each stream being navi- 
 gated by one steamer. 
 
 Tensas River, La., on which was spent $7,000 since 1881, had thj-ee 
 steamboats plying on it in 1884. 
 
 PEAEL EIVEE, MISSISSIPPI. 
 
 'Perhaps no stream in the country has had its character so entirely 
 dhanged in the last 50 years as this. Then, it was an excellent, navi- 
 gable, clear water stream, and up to about 1860 while gradually 
 c'hanging its character, because of increasing cultivation of its bottom 
 
 7. l«79,I,p. 899. 
 
[74] 
 
 lands, and of efforts to straighten its course, it yet remained one of 
 the principal commercial arteries of the State of Mississippi. The 
 stream is now as muddy as the Mississippi River; its length has been 
 shortened fully one-tenth by cut-offs, and its banbs in nearly every 
 bend are annually caving. The planters have been driven by floods 
 irom their bottom lands, and the commercial value of the river de- 
 stroyed by these attempts to shorten it. Planters are now forced to 
 haul their products over clay hills to the railroads. 
 
 From Carthage to Jackson, 105 miles, the river is 120 to 250 feet 
 wide, with a depth, at extreme low water, of fully 4 feet. The bed 
 is of clay with sand and gravel and one rock bar. The stream is very 
 crooked and winds through an alluvial bottom from 1 to 7 miles 
 wide, heavily timbered with cypress. The difference between extreme 
 low and high water is 18 feet at Carthage and 42 at Jackson. For 
 40 miles below Jackson are high bluffs, which confined the river so 
 that a flood height of 57 feet was reached in 1874. For 210 miles 
 further the bluffs are far apart. For a part of this distance the river 
 bed is 300 feet wide, and the bed, rock, with banks 20 to 30 feet high 
 above the rock. At 264 miles below Jackson is the head of a delta, 
 where the river divides into two main branches; one on the west 
 emptying into the Rigolets, and that on the east into Mississippi 
 Sound, was, before the war, the main navigable channel. From the 
 head of the delta down, the conditions resembled those of the Red 
 River Raft region. Here the flood of 1874 was 26 feet above low 
 water. Throughout the whole distance, thus briefly sketched, the 
 cypress trees and stumps, logs, snags, and overhanging trees in im- 
 mense quantities had driven away all navigation, in so much that 
 estimates could hardly be formed of the cost which would be required 
 to re-open the river. Between Carthage and Jackson sums* amounting 
 to $18,500 were granted between 1879-1882, and the river was made 
 practicable for steamboats at a stage of the water which hitherto they 
 could not have used. 
 
 Below Jackson, |80,000 were granted during the interval 1879- 
 1884, and obstructions have been removed and the closure of small 
 bayous begun for the concentration of the low water flow near the 
 delta. Commerce is limited, but has begun to resume its former 
 course down the river to New Orleans. The surveys covered 420 
 miles of river below Carthage. 
 
 BAYOU TECHE, LOUISIANA. . 
 
 The commerce of this stream is probably greater than that of any 
 of the same length in Louisiana. The lands bordering the bayou are 
 very rich, and are all under cultivation, principally in sugar cane. It 
 is in the heart of the sugar industry of the State. Cotton, cattle, 
 hides, wool, moss, and lumber are produced in large quantities. The 
 trade supports a Hue of steamers making regular trips to New Orleans, 
 besides steamers making daily trips to Morgan City, and other small 
 
[75] 
 
 steamers in local trade. Under an appropriation of |6,000, in 1881, 
 this bayou was cleaned of logs and snags from St. Martinsville to 
 Leon's bridge, 36 miles; and with subsequent sums of $26,509 it was 
 hoped to extend the low water navigation, by beginning a lock and 
 dam five miles below Saint Martinsville. A second one was in 
 contemplation, but neither would be built until an adequate sum was 
 on hand. 
 
 If a canal be made to connect this bayou with Grand Lake, for 
 which $25,000 was granted in 1881, nearly all of the commerce of 
 Bayou Teche would use it. Bayou Teche is called by that name from 
 its connection, or source in Bayou Courtableau, to the Gulf. In its 
 lower course large steamers use it, but are not able to go on the upper 
 course. Upon the lower portion an appropriation of $17,500, in 1870, 
 removed the snags, and did marked good. 
 
 A careful examination of the records in the cases of the improve- 
 ments of rivers of this class, in which t^e method of improvement 
 adopted was the removal of obstructions, with only incidental use of 
 contraction methods ; and of which the majority of the instances have 
 been summarized in this chapter; has given me the following 
 synopsis : 
 
 There are fifty different rivers upon which work has been done; 
 and they flow through one or more of the nine states from North 
 Carolina to Texas. There are 6,684 miles of actually navigable 
 water concerned; and $3,492,500 have been appropriated, or an 
 average of $525 per mile. 
 
 This is to include the appropriations from 1870 to 1884. The Red 
 River, of Louisiana, received the largest sum, $687,000; and only 
 eight others received more than $100,000, during the entire period. 
 
 There is every reason to believe that this investment has been 
 carefully made, judiciously expended, and with adequate resultg. 
 
 s- 
 
 CHAPTER VIII. 
 
 THE MISSOURI EIVEK. 
 
 *The Missouri River is the longest of any in the United States, 
 and is, with the exception of the Ohio, the largest tributary of the 
 Mississippi. From its source in the Rocky Mountains to its junction 
 with the Mississippi, it is probably over 3,000 miles, and drains an 
 area of 572,672 square miles. 
 
 It is navigable for nearly its whole length. Its tributaries are not 
 of great size, though often of great length, and are rarely navigable. 
 
 1. 1881, II, p. 1650, Maj. Suter. 
 
[76 J 
 
 The country through which it flows is mostly one of small rainfall, 
 and its really large discharge is due to the great area that it drains, 
 and the mountain snows and ice of its head waters. 
 
 Its most salient and striking features are the remarkable impetu- 
 osity of its current, and slope, which is considerable for so large a 
 stream. The rapidity of the current, and the general instability of 
 the banks and bed> give rise to the excessive turbidity of its waters. 
 It is, in fact, the greatest silt carrier in the country, and the enormous 
 mass of sediment which it brings forward, forms the great bulk of 
 that received by the Mississippi from its tributaries. Its influence 
 upon the main river is most marked ; indeed, it is its prototype in its 
 main physical features, and from the navigation point of view, at 
 least, it may be said to have a marked controlling effect upon the 
 main trunk stream. Only that portion between Sioux City and the 
 mouth, a distance of 781 miles, will be specifically considered. 
 During the period of possible navigation, the range of water surface 
 varies, in different localities and years, from 16 to 20 feet. 
 
 The amount of water discharged varies more than these limits 
 would suggest. At St. Charles, in 1879, the discharge varied from 
 26,446 to 298,537 cubic feet per second, for a range of 17^ feet on the 
 gauge. It was further inferred that low and high water discharges 
 would be about 15,000 and 430,000 cubic feet per second, or about 
 as one to twenty-eight. At Sioux City this variation in discharge 
 remained about the same, though the flood discharge was about 
 100,000 cubic feet less. Regular floods generally occur in April and 
 June, the first extremely violent, and rarely lasting over a week or 
 ten days. The June rise is generally higher, and of longer duration, 
 being influenced by local rains and a general saturation of the soil. 
 It is followed by a steady fall, until cold weather brings a sudden 
 fall of three or four feet. There are occasional small rises of short 
 duration. The rate of travel of the crest of floods is, on an average, 
 about six miles per hour. 
 
 The main valley of the river consists of a great rock trough, cut 
 down from the general level of the country to a depth considerably 
 below the present level of the valley. The rocky banks form bluffs 
 along the stream, and the bed is also of rock. The great trough 
 seems to have been filled at one time with the glacial drift deposits, 
 which also cover the adjacent country, and subsequently in part 
 cleared out by the great river, that probably occupied it in early 
 post-glacial times. The drift deposits seem everywhere pretty well 
 sorted out; bowlders are generally found next to the rock, and 
 deposits of varying degrees of coarseness above. The main feature is 
 the great preponderance of extremely fine sand, which, with the 
 addition lof a very small amount of alumina, form an' extremely 
 tenacious clay, which is met with everywhere, and is formed in the 
 bed of the stream wherever the current is unusually slackened. 
 Large beds, or pockets, of very coarse gravel,, or pebbles, are also met 
 
[77] 
 
 with in borings, at different depths below the surface. The valley 
 below Saint Joseph averages about two and one-half miles in width ; 
 above that point it is wider. 
 
 The general depth of the rock bed below the surface of the valley 
 varies from 70 to over 100 feet, wherever borings have been made, 
 and no rock in place has been met at a higher level. At the few 
 places where it is found in the bed of the present stream, spurs or 
 ledges projecting from the main bluff are the cause, while the general 
 level of the true rock bottom remains unchanged. If at any place 
 rock did occur within the bed of the stream, it would be indicated by 
 local increase of slope, but such is nowhere the case. At points on 
 the river, layers of bowlders of considerable size form the bed of the 
 stream, and have been mistaken for rock in place. At Saint Charles 
 the piers of the bridge pass through a layer of this description, but 
 the bed rock was found below the bowlders, and at the usual level. 
 
 The velocity of the current is very great. At low water this 
 velocity is from 2 to 3 miles per hour, and in floods it amounts to 10 
 miles per hour or more. 
 
 Therefore, and because of the large amount of very light m^aterial 
 in the bed and banks, the amount of bank erosion and scour, and fill 
 of the bed is very great and very rapid. Bank erosion to the extent 
 of 2,000 feet per annum, over long distances, has been noted, and to 
 a greater or less extent it is constantly going on, even during low 
 stages. 
 
 The enormous amount of material thus precipitated into the river* 
 together with that scoured from the bed, causes the formation o^ 
 innumerable bars, which, even at high water, obstruct navigation- 
 These bars are constantly in motion, changing from day to day. The 
 channels through them are also changing both in depth and location, 
 rendering navigation correspondingly uncertain. Owing to the inces- 
 sant bank erosion the river is constantly increasing the width between 
 high banks, as bars are raised in height only after intervals of time, 
 and are meanwhile liable to be swept away. Erosion occurring on 
 the upper sides of points causes these points to move bodily down 
 stream. When the erosion is more rapid than the compensating 
 growth the point is swept away and the river dangerously straightened. 
 
 When a point or projecting neck is attacked on both sides, a cut-off 
 is soon foi'med, which also acts detrimentally by increasing the local 
 slope and inaugurating other destructive changes. The caving of the 
 banks precipitates into the river countless trees, which form the snags 
 that constitute, in the strong current, most serious dangers to naviga- 
 tion. The slopes vary from point to point, being, as usual, greatest 
 on the crossing of the bars, and less in the pools above them. The 
 general slope of the river, however, is remarkably uniform, and 
 averages 0.'88 to the mile, both at high and low water. Owing to the 
 great movement of the sand, when the current is strong, the bars are 
 rapidly built up as the river rises, and although elsewhere the river 
 
[78] 
 
 follows the general law of scouring its bed at high water, and filling 
 it at low, yet at these places of local engorgement the depth over the 
 bars, as also in the channel leading through them, is much less than 
 the low water depth plus the rise of the water surface. The actual 
 navigable depth of the river varies from about 3 feet at low water to 
 9 feet at high water, though at the latter stage the channels are wider 
 and the number of very shoal bars reduced. 
 
 The a,mount of sediment carried by the water is very great, this 
 amount increasing with the volume of discharge. From observations 
 carefully made at St. Charles, the proportion by volume, of sediment 
 to water, was as 1 to 424 ; and by weight, 1 to 265. During the en- 
 tire year the amount of sediment passing St. Charles would have 
 covered a square mile to a depth of 197.58 feet. The increase in 
 amount of sediment from surface to bottom was such as to lead to the 
 inference that the amount moving in the lowest stratum might be fully 
 equal to the amount actually collected. A just idea of the amount of 
 solid matter brought into the Mississippi by the Missouri annually, 
 can be based from these observations ; and the total amount is esti- 
 mated io be 11,000,000,000 cubic feet, or enough to cover a square 
 mile to a depth of 400 feet. The water is so heavily charged with 
 sediment that decrease in velocity is immediately followed by a deposit, 
 but the converse of scour following an increase of velocity, although 
 apparent, is not so well marked nor so extensive. 
 
 Wherever certain limits of width are exceeded, the river very gen- 
 erally shows the narrow pools, or channels of deep water, one adjacent 
 to each bank, closed at each end, by the bar which, stretching down 
 stream, lies between the pools. It is generally impossible to pass 
 from one pool to the next on the same side of the river, but a crossing 
 is effected through one of numerous channels by which the flow is 
 made over the bar. The general dimensions of the bars depend upon 
 the width of the river. The exterior boundaries follow the outlines 
 of the main shore, and the bar joins the shore between the foot of one 
 pool and the head of the next. 
 
 While the general position of the bars remain constant, their shape, 
 the depth over them, and the position and depth of the channels 
 through them are constantly varying. 
 
 These bars extending as they do entirely across the stream, act 
 like low or partly submerged dams, and thus cause pools' in which 
 the slope is much below the average, while on the crossing from otie 
 pool to the other, it is much above the average. Even at high stages 
 this difference of slope is very conspicuous. 
 
 At many points along the river are found reaches of moderate 
 length where the width is too small to allow the formation of a middle 
 bar. From the date of the earliest land surveys (1817), these places 
 seem to have remained almost unchanged, there having been very 
 little erosion. The slope is usually less than the mean slope of the 
 river. 
 
[79] 
 
 The preceding clear description of this river, although abridged 
 from Major Suter's fuller account, will suffice for the present in fol- 
 lowing the course of works of impi-ovement, and will be referred to 
 hereafter in connection with the lower Mississippi. 
 
 IMPfiOVEMENT. 
 
 Beginning with 1868, regular snagging operations have been con- 
 ducted upon the river. During the earlier years when commercial 
 interests were of some importance, from one to four boats were em- 
 ployed annually for longer or shorter periods. The largest year's 
 work reported was that of 1872, when four snag boats removed 2,226 
 snags, weighing, 24,412 tons, besides 72 drift piles; cutting down 
 12,101 trees, and running in all 3,596 miles to do this work. The 
 smallest year's work was that for 1877, when one steamer removed 
 161 snags only. The funds for the work came from the general ap- 
 propriation for the three great western rivers, the Mississippi, Mis- 
 souri and Arkansas. This work has been continued every year, but 
 of late years is generally confined to the lower part of the river. 
 
 The act of 1875 ordered a survey made of the vicinity of Saint 
 Jpseph, Missouri, where the erosion of a point threatened to make a 
 cut-off in such a manner as to leave the railroad bridge, crossing the 
 Missouri at that point, upon dry land. This erosion and a similar 
 shifting of the channel at Nebraska City, which threatened to destroy 
 the water front of the city, besides damaging other property in the 
 neighborhood, caused the first work attempted towards controlling the 
 current and protecting the banks of the river. Allotments of flO.OOO 
 and $15,000 were made in 1877 out ot the general appropriation of 
 August 28th, 1876, for the Mississippi, Missouri and Arkansas Rivers, 
 for these places. It was proposed to secure deposits of sand by plac- 
 ing light floating weed dikes in places and to proteqt the eroding 
 banks by brush mattresses. 
 
 At Saint Joseph work began August 8, 1878, and 10,240 linear 
 feet of bank were revetted. But a complication was in view here, 
 because a cut off was threatened 20 miles above, which would shorten 
 the river 4J miles. This afterwards occurred, and work for ensuing 
 years was continuous and troublesome in revetting necessary places 
 and repairing damages which were the consequences of ice and floods. 
 As the railroads were the interests at stake, they did much revetment 
 , work themselves, and as a result of the whole, the erosion was con- 
 trolled by the expenditure of |109,000 up to 1882, when the system 
 of operations was modified as will be shown. 
 
 At Nebraska City floating dikes were first put in, and with good 
 effects; later on, much revetment was done at different points, and 
 held with great (ijiP&culty and expense. Afterwards the ice and floods, 
 particularly in 1881, carried away nearly all of the old work, causing 
 an entire revision of project. 
 
 In 1882, buoy screen wire dikes were placed in position, and suc- 
 cessively carried away, although a portion being retained promised 
 
[80 1 
 
 better results. Upon the whole, however, the expenditure of |52,000 
 during tlie four years preceding the absorption into the general plan, 
 cannot be considered successful. 
 
 The act of June 18th, 1878, contained items for these places, 
 and for five others besides. 'At four of these, Fort Leavenworth, 
 Atchison, Omaha, and Council Bluffs, the interests to be protected 
 were the railroads; who were thus quick to take advantage of the 
 opening presented ; and at only one, Sioux City, was it even pretended 
 that navigation interests were to be consulted. 
 
 The following year, the act of March 3d, 1879, included two more 
 railroad bridges, at Glasgow, and Kansas City, besides two river 
 points. Cedar City, Missouri, and Vermillion, Dakota, in addition to 
 the items of the previous year. The remaining railroad bridge. Saint 
 Charles, Missouri, appeared in the act of the next year, June 14th, 
 1880; and all were henceforth included. In 1881, therefore, work 
 was done in accordance with the terms of the act, at seven points 
 where the safety of railroad bridges were the interests involved; at 
 one point, Plattsmouth, where railroads and farming land were at 
 stake ; at one, Brownville, Nebraska, where ferry and transfe? 
 interests were involved ; ' and at five, Cedar City, and Lexington, 
 Missouri, Nebraska City, and Sioux City, Iowa, and Vermillion, 
 Dakota, where navigation interests, steamboat landings, or the 
 regimen of the river, were avowedly under concern. t 
 
 It must be recalled that during this interval it was the practice of 
 the War Department, if not the law, to refrain from an expression of 
 opinion as to the necessities for specific items, or, in fact, any dis- 
 cussion from any point, except as to how to secure the object aimed 
 to be done. 
 
 During the years of active operations, from 1878 to 1882, the record 
 of engineering methods and devices is full, ingenious, and instructive. 
 The aim at all points was the same ; to guide the current froiB an 
 injurious to a salutary direction ; to build up new banks, and bars 
 where wanted ; and to prevent the erosion of banks at bad places, 
 where interests were threatened, or where the results would be bad 
 upon the river itself. Dikes were built in an endless variety, from 
 mere ropes with weeds tied to them, and anchored, to elaborate con- 
 tinuous wire-meshed screens, supported and anchored. Revetments 
 of brush, put together in many ways, and placed in position after i 
 many fashions; until continuous wide wire thin mattresses were made 
 so as to be handled and placed with great rapidity. Piles were used 
 freely, and all the details of their best employment studied. Hy- 
 draulic grading of the banks, in connection with revetment work, was 
 made easy and successful. 
 
 But the instability of the banks, the great power of the current at 
 all times, and the added danger from ice and floods, make the whole 
 work a gallant but almost useless struggle. 
 
[81] 
 
 Finally Major Suter, believing that security was only possible by 
 working in such a way that one system of worlds could protect 
 another, urgently recommenced in 1881, that it would be better to 
 undertake with adequate funds the general improvement of the river, 
 by which the whole valley, would be benefitted and a good navigation 
 assured. This course would, he thought, be in the long run much 
 more economical, both of time and money, and would give tangible 
 results at a very moderate cost.^ Adopting this suggestion, Congress 
 passed, in the act of August 2d, 1882, "For the improvement of the 
 Missouri River from its mouth to Sioux City," the sura of $850,000. 
 This is the close of the first period of this work. 
 
 The plan of work proposed by Major Suter was as follows : The 
 ruling idea is to contract the river bed to such limits as will insure 
 stability of regimen and uniformity of slope, width, and depth, at all 
 stages, while at low water a maximum channel depth of twelve feet 
 may be expected. Incidentally it is hoped, that when the improve- 
 ment is completed a decided lowering of the' flood line will take 
 5 lace. The general revetment of caving banks will prevent the 
 estruction of immense amounts of most valuable farming lands. 
 The methods to be followed will consist in reclaiming, by deposits 
 from the river itself, such portions of its bed as lie outside the regu- 
 lated channel way, with the expectation that these deposits will ulti- 
 mately be built up to the normal height of the banks and form the 
 new shore of the regulated river. 
 
 These deposits will be induced by the use of permeable dikes, which 
 will check the current of the river sufficiently to cause it to drop its 
 load of sitspended sediment, while at the same time, they by their 
 construction, will not invite the destruction which has invariably 
 attended any attempt at masiive work. The old and also the newly 
 formed banks will be protected from erosion by brush mattresses to 
 low water mark. Above that point the banks will be graded to a flat 
 slope and protected by a covering of brush and stone. 
 
 In an improvement of this kind, it would be obviously desirable, 
 in the interest of navigation alone, to extend the work from the 
 mouth of the river upward, taking say the lowest 100 miles first, and 
 so on. In the present plan a deviation is necessary owing to the 
 wording of the law, and the obvious necessity of preventing the 
 entire loss of work, at present incomplete. It was decided, therefore, 
 with the approval of the Chief of Engineers, to initiate the work on 
 that portion of the river lying between Charleston, Kansas, and 
 Lexington, Missouri, a distance of 186 miles, which has within its 
 limits five of the places where work had been in progress. Allot- 
 ments were made to points other than these : 
 
 Saint Charles, Missouri $22,000 
 
 Glasgow " * 30,000 
 
 Nebraska City, Nebraska 33,000 
 
 Omaha , " 20,000 
 
 Sioux City, Iowa 15,000 
 
 2. 1882, II, p. 173. 
 
[82] 
 
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[83 J 
 
 *Under the new system of 1882, the seasons of 1882-3 were to be 
 devoted principally to 186 miles of river, between Charleston, Kan- 
 sas, and Lexington, Missouri, besides certain other points already 
 under protection. The repair of old plant was an unavoidable neces- 
 sity. This cost was great, and it was decided necessary to add new 
 plant, to be prepared to carry on operations on a large scale. 
 
 Detailed items need not be given to show the number of barges, 
 mattrass boats, hydraulic graders, quarter boats, pile sinkers and 
 small boats prepared or acquired, but the reports assign $490,000 as 
 the cost of the whole. The season of 1882 was employed at St. 
 Charles in construction intended to preserve the status there. To 
 close the slough behind St. Charles island a pile dike about 1,000 feet 
 long was made. A sill of closely woven brush mattress, 80 feet wide, 
 12 inches thick, weighted with bailed rock, connected the high water 
 banks. Through this a double line of braced piles was driven through 
 the mid-stage section. This was finished by the middle of October. 
 In St. Charles bend, grading for a revetment began October 2d, and 
 when work closed, December 7th, 1,160 lineal feet of revetment had 
 been placed, 135 feet wide, 12 inches thick. It had been intended to 
 place 4,300 feet of this revetment, which would be terminated by a 
 series of five spur dikes. Of these last, the first two, aggregating 
 1,000 linear feet, were built. As these dikes were located in a sharp 
 gorge section, and under a concave bank, they required great strength. 
 The piling could not be sunk more than 16 feet, so that a double line 
 of A bents, braced laterally and Jongitudinally, and faced with a spiral 
 net of galvanized wire, 36 inch square mesh, was constructed. 
 
 The break up of ice in the spring of 1883 was the most severe 
 experienced, and proved disastrous to the work. The dike across the 
 slough and the dikes in the bend were carried away entirely, and 
 revetment so cut and torn as to require entii-e renewal. This revet- 
 ment was again replaced to a length of 2,250 feet, and withstood the 
 
 longest continued flood, and highest since 1844. 
 
 The allotment, however, made to this point, proved insufficient, and 
 
 there was transferred from the Glasgow allotment $25,881, making a 
 
 total for the year of $47,881. 
 In 1883-4 the revetment was completed by covering it with rock, 
 
 thus exhausting the funds on hand. 
 
 *During high water in July, 1884, the river broke through the 
 
 slough behind St. Charles Island, which, has since become the main 
 
 channel of the river. There will probably be no further cutting of 
 
 the bank in St. Charles bend, though extensive changes are in progress 
 
 lower down. 
 
 The total expenditure at this point,. of which the object was solely 
 
 to protect the approach to the railroad bridge, was $87,881.38; and 
 
 the work has been useless, and the action of the river, apparently, 
 
 uncontrollable. 
 
 3. 1883, p. 1302. i. 1884. Pari IH., p. 1534. 
 
[84] 
 
 At Nebraska City a revetment 5,100 linear feet of willow brush 
 mattress 160 feet wide, and 12 inches thick, was put in at Eastport 
 and protected with rock; no work done in 1884, and no loss 
 reported ; allotment of |33,000 not exceeded. 
 
 At Omaha extensive repairs made to the revetment, and 1,270 feet 
 ol extension made in 1883 and 1884. The work has held, and the 
 allotment of $20,000 was sufficient. 
 
 At Sioux City the training dike was extended about 1,000 feet, but 
 the heavy ice break-up in the spring of 1883, destroyed the dike 
 entirely. The amount expended did not exceed the allotment of 
 115,000. 
 
 Upon the main stretch of the river selected for special improve- 
 ment, the work done on the lower sixty miles was mainly in 
 continuation of that already begun at Lexington, Missouri. Here a 
 revetment 72 feet wide from the water's edge, 137 in total width, was 
 put in for a length of 4,217 feet; and an upper bank protection of. 
 3,119 feet. Construction ceased in January, 1883; and the heavy 
 ice break-up in the spring caused no injury to this revetment, which 
 received no additional work the following year. 
 
 Upon the next division of sixty miles the principal construction 
 was in Kaw Bend, in continuation of the old effort to stop the erosion 
 which threatened to aut off the railroad bridge by carrying the river 
 to the north of it. Up to July 1st, 1883, about 7,350 feet low M'ater 
 mattress, and 7,610 feet upper bank mattress had been laid ; besides 
 extensive repairs made to the remaining revetment of 1879, about 
 1,200 feet in length. The ice gorge and break-up of 1883; the 
 heavy wind and waves, and the high water of June, 1883, did not 
 injure this revetment to any marked degree ; but after that time a 
 pocket began to cut in above and behind the head of the revetment, 
 and during the course of the year flanked about 1,000 feet of the 
 upper part, and was still in progress when last reported. Work was 
 projected at Fort Leavenworth, but nothing done. 
 
 In the third division efforts were directed, at Saint Joseph, to re- 
 pairing and extending the Elwood revetment, opposite tne town, 
 which had been much damaged, in 1881, by the destruction of dikes 
 put in by the bridge company. About 4,100 linear feet of revetment 
 were placed ; similar in character to that referred to previously. At 
 Atchison, during this year, an effort was made to rectify the channel 
 above the bridge so as to bring it under the draw span at right angles. 
 It was intended to construct a dike about 4,000 feet long, and certain 
 cross dikes as were necessary. The construction of this was attended 
 with difficulty, and finally suspended because of high water. Al- 
 though not finished, this dike seemed to promise satisfactory results. 
 The ensuing year, no work was done at either of these points, but no 
 loss is reported, and the results are considered good. 
 
 The extensive surveys, rendered necessary, if a thorough knowledge 
 of the changes in the river bed and its conditions, be required, cause 
 
[85] 
 
 large expense, which should be considered in estimating the cost of 
 construction on the river, or at different points. 
 
 It does not appear from the record that any different character of 
 work was adopted after the passage of the general appropriation in 
 1882, from that followed before. 
 
 It does not appear that any different localities were selected for 
 the application of the system proposed, than those already selected ; 
 nor do definite results seem any more attainable, when funds are 
 abundant, than previously. The officer in charge believes that the 
 success of the improvement is problematical, unless the work can be 
 carried on continuously with ample funds. 
 
 At this time, July,. 1884, the system was again changed, and by 
 the act of July 5th, 1884, a Missouri River Commission was consti- 
 tuted, similar in character to the Mississippi River Commission, an 
 appropriation of |600,000 made, and Major Suter appointed the 
 President of the Commission. 
 
 The Missouri River Commission, constituted as stated, made its 
 first report under date of December 9th, 1884. jLfter a general review 
 of preceding events connected with the river improvement, a summary 
 of the items of appropriations from 1876 to 1881, included, closes 
 thus : 
 
 "The aggregate of these appropriations is large, amounting to 
 1861,000, but no useful results, at all justifying an expenditure, were 
 obtained or could be obtained under the system. The means were 
 inadequate at nearly every point, nothing could be finished, and the 
 incomplete work was an easy prey to the destructive forces of the 
 river." The report then refers to the appropriation of 1882, as one 
 by which the systematic improvement could be rendered possible. 
 " Under this, some of the more important of the works previously 
 undertaken were continued, but a very large proportion of it was 
 devoted to the preparation of the machinery and other plant required 
 for conducting the works upon a large scale," With reference to 
 work under the new appropriation of 1884, the Commission approves 
 and adopts the plan of Maj. Suter, already given, and the methods 
 proposed for carrying it out, subject to such modifications and changes 
 as future experience may dictate, but while expressing an opinion that 
 the work is physically practicable, the Commission states that no esti- 
 mate of its cost can be given. " The experiments heretofore made 
 hfive many encouraging features. Their want of cohesion is sufficient 
 explanation of their want of success. . The trial, to be demonstrative, 
 must be undertaken with ample means, and followed up without inter- 
 mission for several years, over a continuous piece of river, the length 
 of which must be considerable ; while during the experimental stage, 
 annual appropriations of $1,000,000 are recommended." The Com- 
 mission admits that the cost of protecting any portion of the bank 
 from erosion is so great that it is only in exceptional eases that it is 
 justified; and that the amount of commerce upon the river at the 
 
r86] 
 
 time is small. Finally the Commission selected Kansas City as an 
 initial point; 386 miles above the mouth of the river; and proposed 
 to make the improvement continuous, working down stream, applying 
 all the means placed at its disposal, as far as possible, to this purpose, 
 protecting land and building up new banks as this becomes necessary 
 for the preservation of the channel. A cut off threatened to be caused 
 near St. Joseph, was an exceptional locality, justifying an exception 
 to the proposed plan. No work has been done under this plan prior 
 to 1885. 
 
 Of the commerce of the Missouri little is given in the reports. 
 During the season of 1867, 28 cargoes were cleared from Saint Louis 
 for points on the Upper Missouri amounting to 8,094 tons. From 
 St. Louis to Fort Randall, from February 1, 1867, to October 1, 1867, 
 were 212 clearances and 169 arrivals. In 1868 it was reported (p. 
 662) that the total arrivals and departures at Saint Louis, to and from 
 the Missouri River for 1867, was 246 ; and for 1868, 286. In 1875, 
 Maj. Suter states that upon the completion of the railroad to Sioux 
 City the greater portion of the mountain freight was shipped from 
 that point, and that the fleet of steamers rarely came below. More 
 recently the completion of the Northern Pacific to Bismarck gave 
 another starting place. From that point supplies were largely shipped, 
 but when the railroad was further extended, less use was made of the 
 riverj Indeed, since 1875 the reports hardly allude to navigation, 
 and never give the statistics found in connection with the improve- 
 ments of other rivers. It was stated upon the floor of the House of 
 Representatives at the last session (Record p. 2149) that members from 
 Missouri and Iowa said that the river is of no commercial use, nor 
 has it been for years, especially from Council Bluffs to the mouth. On 
 the contrary, it was stated that one or two lines of packets plied daily 
 on the river, making trips between St. Louis and Kansas City two or 
 three times a week. A gentleman from Kansas was quoted on the 
 floor as stating that the draw at Atchison had been opened but eight 
 times for boats during the year. 
 
 Above Sioux City no continuous survey had been made, except over 
 the 371 miles to Fort Pierre, and no work of construction except that 
 at Vermillion, Dakota, begun in 1879, and discontinued in 1882. 
 
 Between Fort Pierre and Carroll is a long reach of river estimated 
 at about 1,145 miles, of which examinations have shown that in its 
 downward course the river gradually assumes the sandy and shifting 
 character, and earns the title of the " Big Muddy," which so well dis- 
 tinguishes it at Sioux City. No work has been done over this reach. 
 Above Carroll the river flows over a bed of rock and gravel. In this 
 rocky portion work can be carried on at detached points with the 
 expectation that each obstacle removed will be of permanent benefit 
 to navigation ; and all work of this nature has been done between 
 Fort Benton and Carroll, 160 miles. The removal of rocks from the 
 channel, and the building of wing dams at the most prominent points, 
 
120.000 
 
 R F STUDLSr &C0.5T LOu/S. 
 
[87] 
 
 have been in progress since 1876, for which the total appropriation 
 has been $450,000. Previous to the commencement of work in the 
 river, boats could not ascend further than Cow Island during low 
 water season ; now they can go 84 miles higher, and the season is 
 extended two months. The steamboat business is on the increase, a 
 healthy down stream and local trade developing under the influence 
 of the rapidly increasing population of the country tributary to the 
 river. 
 
 CHAPTEK IX. 
 
 THE UPPER MISSISSIPPI BIVER. 
 
 By the junction of the Minnesota River with the upper Mississippi, 
 a river of great magnitude is formed, draining an area of 32,000 
 square miles. The junction of the Saint Croix River increases this 
 area to about 39,600 square miles. At this point the lowest recorded 
 discharge in winter is 3,418 cubic feet per second; and in summer 
 the smallest discharge 8,533 cubic feet, the gauge reading 2.5 feet 
 higher. By reference to the Ohio it will be seen how much these 
 figures exceed those. The exact surveys of the Mississippi River 
 Commission, and prior surveys, under the Engineer Department, give 
 in the published reports, more exact knowledge of this than of any 
 other of the rivers already studied. 
 
 The following table gives the principal figures of the survey of 
 the river.; the discharge observations being shown on the plate. 
 
[»8] 
 
 UPPER MISSISSIPPI RIVEB DISTANCES, SLOPES AND DRAINAGE ARES.* 
 
 
 MILES. 
 
 Hi 
 
 FEET. 
 
 FEET. 
 
 FEET. 
 
 TBIBUTAKIES. 
 
 PLACES. 
 
 ABEAS DBAINED 
 
 
 Of 
 
 atr'm. 
 
 MILES, 
 
 TOTAL 
 
 MILES. 
 
 19,903 
 32,022 
 
 Saint Paul Bridere 
 
 
 
 678.00 
 
 
 19.72 
 
 i2,ii9 
 
 
 
 R, 
 
 NewDort 
 
 8.50 
 27. 
 29. 
 42.75 
 45. 
 
 32-55 
 
 52.25 
 
 59.25 
 
 82. 
 
 94. 
 
 83.85 
 
 86.50 
 
 95.50 
 
 91. 
 
 92-107 
 
 105.50 
 
 117.25 
 
 124.75 
 
 134. 
 
 137.50 
 
 148. 
 
 156. 
 
 146. 
 
 165. 
 
 160. 
 
 163-177 
 
 166. 
 
 178.76 
 
 187. 
 
 187. 
 
 198.75 
 
 224-228 
 
 211.25 
 
 220.85 
 
 227.02 
 
 230.60 
 
 239. 
 
 245.09 
 
 256. 
 
 256.34 
 
 269-296 
 
 263.44 
 
 271.32 
 
 284.51 
 
 295.12 
 
 301.60 
 
 313.16 
 
 317. 
 
 321-329 
 
 327. 
 
 673.51 
 663.75 
 
 .528 
 .627 
 
 18.38 
 18.76 
 
 
 Hastine's 
 
 
 
 
 
 6,668 
 
 39,590 
 
 Ti 
 
 Dimond Bluff 
 
 659.67 
 
 .258 
 
 
 
 
 
 1,639 
 588 
 
 41,229 
 41,817 
 
 R 
 
 Vermillion, Rush and two ) 
 
 smaller streams i 
 
 Red Wine 
 
 
 
 
 
 657.75 
 656.40 
 
 .202 
 .138 
 
 16.60 
 13.89 
 
 
 
 
 
 
 Chippewa Kiver . 
 
 9,602 
 462 
 
 51,419 
 51,871 
 
 Ti 
 
 Besf River 
 
 
 
 
 T, 
 
 Reed's Landing 
 
 656.30 
 65485 
 649.48 
 
 
 
 
 Wabasha 
 
 .557 
 .597 
 
 12.05 
 12.62 
 
 
 
 
 Alma 
 
 
 
 
 Zumbro River 
 
 1,366 
 666 
 
 53,237 
 53,903 
 
 R 
 
 Whitewater, Eagle and Rol- / 
 
 ling Stone Creeks J 
 
 Minneiska 
 
 
 
 
 
 643.19 
 637.41 
 632.44 
 
 .629 
 .491 
 .663 
 
 
 
 Fountain City 
 
 
 
 
 
 
 
 
 
 
 Trempeleau Kiver. 
 
 
 700 
 
 53,603 
 
 Ti 
 
 
 627.10 
 623.39 
 621.23 
 
 .419 
 .346 
 .280 
 
 15.97 
 
 
 Dresbach 
 
 
 
 
 LaCrosse 
 
 15.47 
 
 
 
 
 Black River. . , 
 
 2,880 
 463 
 
 1,685 
 389 
 
 66,483 
 56,946 
 58,631 
 59,020 
 
 Ti 
 
 LaCrosse River 
 
 
 
 
 Ti 
 
 Root River 
 
 
 
 
 Ti 
 
 Three small streams 
 
 
 
 
 
 Brownsville 
 
 615.65 
 610.28 
 608.64 
 
 .660 
 .447 
 .490 
 
 15.76 
 
 
 Genoa 
 
 
 
 
 Victory 
 
 
 
 
 
 Upper Iowa River. 
 
 
 1,375 
 
 60,395 
 
 Ti 
 
 Lansing 
 
 605.49 
 
 .260 
 
 
 
 Two small creeks 
 
 
 652 
 
 61,047 
 
 Ti 
 
 Lynxville 
 
 601.76 
 698.50 
 697.57 
 
 .286 
 .333 
 .168 
 
 20.28 
 
 
 Allamakee 
 
 
 
 
 Prairie du Chien 
 
 .... 
 
 Wisconsin River 
 
 
 11,850 
 
 72,897 
 
 L 
 
 Clayton 
 
 594.67 
 593.00 
 
 .239 
 .273 
 
 20.31 
 
 
 Glen Haven 
 
 
 
 .... 
 
 Turkey River 
 
 
 1,679 
 
 74,576 
 
 E 
 
 Cassville 
 
 588.24 
 
 .390 
 
 20.34 
 
 
 Nine small streams 
 
 1,157 
 
 76,733 
 
 
 
 585.60 
 583.10 
 678.22 
 674.92 
 
 .425 
 .316 
 .370 
 .316 
 
 
 .... 
 
 Well's Landing 
 
 20.07 
 21.73 
 
 
 
 
 Dubuque 
 
 
 
 
 Deadman's Bar 
 
 
 
 
 Galena River 
 
 
 1,895 
 
 77,628 
 
 L 
 
 Goldens 
 
 669.10 
 
 .344 
 
 
 
 Makoqueta River 
 
 
 2,209 
 610 
 
 79,837 
 80,447 
 
 R 
 
 Apple, Rush and Plum Rivers.. 
 
 
 
 
 Ti 
 
 Savana 
 
 564.37 
 
 .258 
 
 
 
 
 
 
 
 
[89] 
 
 UPPEE MISSISSIPPI RIVER DISTANCES, SLOPES, ETC., CONTINUED. 
 
 
 g Distance 
 t; from 
 $ St. Paul. 
 
 HI 
 lis 
 
 FEET. 
 
 EEET. 
 
 PEBT. 
 
 TB 
 ABEAS 
 
 IBDTABIES. 
 
 PLACES. 
 
 DRAINED 
 
 ® r 
 
 
 Of 
 
 Str'm. 
 
 MIIiES. 
 
 TOTAL 
 MIIiES. 
 
 si 
 
 Fulton 
 
 346.11 
 
 354.61 
 
 260. 
 
 363.61 
 
 368.86 
 
 388.61 
 
 386.60 
 
 394.61 
 
 407.24 
 
 415 62 
 
 419.12 
 
 436. 
 
 437.37 
 
 442.87 
 
 456.12 
 
 438. 
 
 46362 
 
 442-476 
 461.24 
 467.68 
 474. 
 480.02 
 488.86 
 497.71 
 508.83 
 511.33 
 
 493-525 
 512.87 
 523.47 
 527.75 
 535.89 
 544.60 
 
 550-555 
 563.41 
 570.28 
 579.66 
 589. 
 
 591-626 
 591.53 
 600.96 
 611.80 
 619.58 
 623.59 
 628.14 
 633.50 
 638. 
 640.04 
 650.60 
 656.73 
 
 559.74 
 556.50 
 
 .356 
 .376 
 
 
 
 
 '"■'■ 
 
 Comanche 
 
 23.87 
 
 
 
 ■ ■ ■ ■ 
 
 Wapsipinioon River 
 
 2,957 
 
 83,404 
 
 R 
 
 Cerdova 
 
 554.60 
 
 554. 
 
 533.77 
 
 .205 
 
 .127 
 
 1.372 
 
 
 LeClaire 
 
 13.00 
 18.40 
 
 
 
 .... 
 
 Eook Island 
 
 
 
 .... 
 
 Rook River 
 
 9,692 
 
 93,096 
 
 L 
 
 Buflalo 
 
 330.36 
 526.72 
 623.60 
 519.81 
 
 .309 
 
 . .290 
 
 .250 
 
 .356 
 
 17.17 
 17.42 
 14.98 
 
 Fairport 
 
 
 
 .... 
 
 Muscatine 
 
 
 
 * . ■ . 
 
 Port Louisa 
 
 
 
 ■ ■ . . 
 
 Iowa River. 
 
 
 12,385 
 
 105,481 
 
 R 
 
 New Boston 
 
 517.63 
 516.80 
 509.82 
 
 .264 
 .136 
 .533 
 
 
 Keithsburg 
 
 
 
 
 ■ • ■ ■ 
 
 Oquawka 
 
 
 
 
 • " " * 
 
 E( wards River 
 
 
 638 
 
 4,753 
 
 469 
 
 106,119 
 110,872 
 111,341 
 
 L 
 L 
 
 Henderson River 
 
 
 
 
 
 
 
 
 Kaintucks 
 
 507.60 
 505.10 
 
 .425 
 .388 
 
 
 * ■ ■ ■ 
 
 Burlington 
 
 iioo 
 
 
 
 • ■ • • 
 
 Skunk River 
 
 4,753 
 
 116,094 
 
 R 
 
 DaHas 
 
 501. 
 496.70 
 494.50 
 472.33 
 
 .440 
 
 .205 
 
 .256 
 
 2.009 
 
 
 Fort Madison 
 
 
 
 
 
 Montrose 
 
 
 
 
 
 Keokuk 
 
 20.29 
 
 
 
 • • > . 
 
 
 13,692 
 1,527 
 
 129,786 
 131,313 
 
 R 
 
 Four small streams 
 
 
 
 
 Warsaw. 
 
 469.70 
 46466 
 462.71 
 466.53 
 453.80 
 
 .600 
 .493 
 .456 
 .769 
 .399 
 
 22.12 
 
 ■ ■ " • 
 
 ©odds 
 
 
 
 ■ ■ ■ ■ 
 
 Tully Island 
 
 
 
 
 . • > ■ 
 
 LaGrange. 
 
 
 
 
 .... 
 
 Quiney bridge 
 
 21.06 
 
 
 
 . . . , 
 
 Fabius River and two creeks. . . 
 
 3,086 
 
 134,399 
 
 R 
 
 Hannibal 
 
 444.95 
 441.30 
 
 437.78 
 
 .462 
 .376 
 .580 
 
 21.35 
 
 
 Saverton 
 
 
 
 • ■ ■ ■ 
 
 Mundy's Landing 
 
 
 
 
 
 Salt River 
 
 
 2,815 
 282 
 
 137,214 
 137,496 
 
 R 
 
 Five small streams 
 
 
 
 
 R 
 
 Louisiana bridge 
 
 430.97 
 426.93 
 420.90 
 417.64 
 415.74 
 413.49 
 411.04 
 
 .493 
 .428 
 .510 
 .483 
 .462 
 .505 
 .462 
 
 20.50 
 23.01 
 
 
 Clarksville 
 
 
 
 
 Slim Tsland Foot 
 
 
 
 
 Falmouth. 
 
 23.75 
 
 
 
 
 Sterling 
 
 
 
 
 Turner's Landing 
 
 
 
 
 
 Cap au Gris. 
 
 22.26 
 
 
 
 
 
 1,607 
 
 139,103 
 
 R 
 
 Barrack Island 
 
 407.83 
 402.54 
 399.44 
 
 .491 
 .501 
 .505 
 
 
 
 Hielps Landing 
 
 
 
 
 
 Grafton 
 
 
 
 
 
 Illinois River 
 
 
 27,963 
 
 167,066 
 
 L 
 
 1. Bridging Mississippi River, Warren p. 31. Report 1880, II, p. 1522. 
 
[•90] 
 
 ''From Saint Paul to LaCrosse, 156 miles, the course is winding, 
 and the bed generally sandy. After every rise the sandy bottom 
 changes its shape, and at low water presents serious, and sometimes 
 impassable obstacles to navigation. An average low water depth of 
 three feet is found on the bars. Large steamers are generally able to 
 reach Prescott, during low water. When the river begins rising the 
 sand bars are apt to shift; old channels filling up, and the bottom 
 flattening out. When the water falls, the stream is spread over so 
 great a width of river, that it is very shallow. In the course of time 
 the water cuts for itself a new channel, and navigation is, again, soon 
 restored. Changes similar to these often occur several times in the 
 course of a season. An island in midstream is nearly always, at its 
 lower end, a source of trouble. Here, two currents meet, the greater 
 part of the water and the channel, cross the river from bank to bank, 
 at a sharp angle, with a shoal as a result ; the water spreading in thin 
 sheets over the bars, while deep water is off the outer edge of the reefs. 
 
 The water of the upper Mississippi is clear, and no mud is 
 deposited from it. Observations made during a period of a year show 
 that 56 parts in 100,000 at Prescott; 7 at Winona; 15 at Clayton; 
 129 at Hannibal; and 108 at Grafton, are maxima; while at Saint 
 Louis, for the same period, 336 parts were given, as the corresponding 
 maximum amount of sediment found in the current. *The bed and 
 bottom are nearly all sand. The bottom lands are overflowed many 
 feet and their height is just that, to which the current will raise the 
 sand as it passes over the bed ; and is the same height as the tops of 
 the highest bars, which differ from islands and bottoms only in not 
 having been formed long enough to have produced a growth of trees. 
 This sand is very heavy, weighing from 105 to 118 pounds per cubic 
 foot, composed mainly of silica, with some iron. When stirred up it 
 sinks again very rapidly. It is moved along mainly at high water, 
 and stops as soon as the current slackens; so at low water comoara- 
 tively little sand is in motion. 
 
 From Saint Paul down, the river is filled with numerous islands, no 
 less than 526, having been numbered in the main river, above the 
 mouth of the Illinois, besides great numbers not so enumerated. 
 Between the bluffs, the whole bottom is interlaced with a net-work of 
 sloughs, and water courses, carrying more or less water, at high stages 
 of the river. Many of the larger islands are fine grazing, or farm 
 land ; but in general, they are abandoned to the luxuriant growth of 
 willow, or the original forest. At low stages the velocity of the 
 current in the river, is gentle ; between two and thre6 feet per second, 
 or at the rate of three to four and one-third miles per hour. Veloc- 
 ities increase with the gauge reading, generally in a simple ratio ; but 
 which varies with localities. At Hannibal the increase in velocity is 
 more rapid, as the river rises, than is the case at the upper points ; or 
 than at Grafton. 
 
 2. 1875, II, p. 456. 3. 1868, p. 318. 
 
[91] 
 
 The curves of discharge are very similar at all points, but from the 
 head of the river to Saint Louis, the ratio of discharge to gauge, 
 gradually increases; slighter differences in high stages, making 
 greater proportional discharges as the river widens, and increases 
 in volume. 
 
 *In the bill of March 3d, 1867, an item of $96,000 was placed for 
 two dredge and snag boats, and for their operation for one year upon 
 the Upper Mississippi. The two boats were bought and operated, in 
 scraping the bars rather than in dredging, and with manifestly good 
 results where used ; a depth of three feet being maintained. When 
 not used for this purpose, the boats removed and cut up all snags and 
 all overhanging and projecting trees, which were within the sphere of 
 their operations. The relief afforded to navigators, during extreme 
 low water, by these boats, during the season of 1868, their first expe- 
 rience, was marked. During the preceding fall those boats had had 
 some preliminary experience, which gave opportunity to determine 
 what adaptations would be desirable for the ensuing year. ^ In 1868 
 when work began for the season, the water was so low that large boats 
 were stopped. Soon after the Caffrey began operations, however, the 
 channel was deepened so as to allow their trips to be resumed. The 
 river kept oscillating between a three and four feet depth upon the 
 bars, causing work to be done over again after every rise and fall. 
 During the season of 1869 low water again called for work early in 
 July, and this prevented any suspension of navigation by the largest 
 boats. 
 
 During the year it was recommended to close by dams the small 
 channels, or sloughs, which drew off water from the main channel, as 
 a necessary accompaniment to the temporary work of improvement in 
 progress. 
 
 But little variation is noted in the execution of this work for several 
 years. Each year the boats did what they could until in 1873 the 
 Caffrey became too old to be of service, and was laid up, the other 
 boat, the Montana, continuing at work. As a general thing very 
 much assistance was given to navigation in pulling steamboats and 
 barges off, when hard aground; and a channel depth of 3 to 3^ feet 
 was secured during low water by dredging; over the stretch of river 
 on which time allowed operations to be conducted. By clearing the 
 shoi'es of overhanging trees, and those near the bank liable to cave 
 into the river, the number of snags had been largely reduced so that 
 in 1876 the whole number found between St. Paul and the Des Moines 
 Rapids was only thirty-seven. 
 
 For the ten years from the date of the first appropriation a total of 
 $352,640 had been appropriated and allotted, with which two steamers 
 had been bought and operated. 
 
 4. 1868, p. 317. 5. 1869, p. 189. 
 
[92] 
 The following are the general features of the work ; 
 
 
 1868. 
 
 1869. 
 
 1870. 
 
 1871. 
 
 1872. 
 
 1873. 
 
 1874. 
 
 1875. 
 
 1876. 
 
 Steamers in operation 
 
 Miles run 
 
 Snags extracted 
 
 2 
 5,904 
 329 
 844 
 
 2 
 
 "475 
 595 
 
 2 
 
 2 
 
 7,292 
 
 465 
 
 656 
 
 33 
 
 33 
 
 2 
 6,730 
 
 550 
 2,550 
 
 722 
 
 10 
 
 1 
 
 2,263 
 
 3 
 
 16 
 
 2 
 
 11 
 
 1 
 3,862 
 13 
 
 45 
 2 
 
 1 
 
 1 
 
 3,535 
 
 38 
 
 169 
 
 9 
 
 18 
 
 1 
 1,184 
 37 
 
 Leaning trees removed 
 
 3,136 
 
 Steamboats, barges & rafts / 
 pulled off bars \ 
 
 
 
 2 
 
 
 
 
 In 1871, 1,600 feetof wina; dams were built, and in 1873 were built 
 dikes at four of the worst bars; dams in 1874, 5, and 6, at Pig's Eye 
 and Nininger Slough ; in order to concentrate the water in low stages 
 to one of the two channels formed by the islands at these points. 
 This point may be considered the end of the first stage of improve- 
 ment operations. 
 
 The Montana closed her career at the end of the season of 1878, 
 alter fourteen years' service, and such parts of her as could be utilized 
 were used in the construction of her successor, the General Barnard. 
 This steamer was completed April 11th, 1879, and began work April 
 23d. The steamer is side-wheel, 218J feet long, 37 feet beam, width 
 over all 65 feet, with side wheels, 25 feet diameter, 12 feet buckets; 
 boilers of steel, 3 in number, 42 inches diameter, 22 feet long, with 
 ten 6-inch return flues in each ; cylinders 20 inches diameter, 6 feet 
 stroke; draft light, 31 inches. Total cost, $20,963.22. Is of very 
 strong construction, furnished with two steam capstans, derricks, and 
 other appliances, fitting her for the service in which she is engaged. 
 This boat has since then continued in service and rendered valuable 
 work in facilitating navigation. It is considered that without this 
 assistance navigation on the Upper Mississippi could not exist. Addi- 
 tional amounts granted in later appropriation bills raised the sum 
 already quoted to $517,140, as the grand total for this purpose to 
 cover all expenditures from March 2d, 1867, to July 1st, 1886 ; out 
 of this, three steamers have been bought and one operated constantly 
 for every season beginning with 1868, and one other for five seasons. 
 The average of $27,217 per annum for this service, upon this great 
 river, would seem to be a wise investment, particularly when the com- 
 merce at stake is considered. 
 
 The necessity of closing as many side channels and sloughs as 
 
 diverted water from the main channel was early recognized Major 
 
 Warren, in his first reports, suggesting the combined use of brush and 
 stone for this purpose. And, as seen, when circumstances and means 
 permitted, a beginning was made at once. But to carry out such a 
 work called for more funds than had as yet been granted. By 1876 a 
 plan of operations was digested, and fully reported, including a list 
 of bars between liaCrosse and St. Paul, with estimates for the neces- 
 
[93] 
 
 sary dams. ' Forty-three were enumerated in the 156 miles, and an 
 estimate of $200,000 furnished for their construction. The bars upon 
 that part of the river were the most numerous and troublesome. No 
 estimate was made for several bars, the water at the time of the survey 
 being good. Some of the worst bars, for a season or two, might not 
 produce trouble, although difficulties were apt to arise in time. At 
 this time special appropriations had been made for the harbors of 
 Fort Madison and Burlington, where rip-rap dams were begun, and 
 for Dubuque, where a sand bar was to be dredged away, and after- 
 wards a training wall proposed. The general scheme of improvement 
 was incidentally approved, by a board of engineer officers, as an essen- 
 tial to permanent improvement, to close all secondary channels in the 
 Upper Mississippi ' and concentrate the whole flow in a single 
 channel. 
 
 As a part of third subdivision of the Mississippi transportation route 
 to the seaboard, the whole subject is discussed, * and an estimate sub- 
 mitted for the entire distance from St. Paul to the DesMoines Rapids 
 as $617,393.01. From DesMoines Eapids to the mouth of the Illinois 
 River, at this time no survey had been made, nor any operations car- 
 ried on, other than the removal of snags. 
 
 The act of June 17, 1878, gave $250,000 for the improvement of 
 the Mississippi between St. Paul and DesMoines Rapids, and $100,000 
 from the latter to the mouth of the Ohio. The first works under- 
 taken were at the localities where the greatest difficulties to navigation 
 had been experienced. The dams were built of mattresses of brush, 
 weighted down with stone. The lower layer of brush extending ten 
 feet down stream beyond the layer above, succeeding layers were 
 stepped back up stream three feet each. Except on the apron and top 
 covering, where stone as heavy as a man could lift was used, the bal- 
 last was composed in part of stone as small as coarse gravel. ' The 
 following table illustrates the principal work done during the season 
 in the upper river. The closing dams were assisted in this work by 
 ten of the spur dams built. The nineteen other spur dams were 
 intended to contract the water flow at wide, or bad places, to secure 
 depth : 
 
 6. 1877, 1., p. 529. 
 
 7. 1878, 1., p. 720. 
 
 a 1876, n., p. 176. 
 
 9. 1879, n., p. 1119. 
 
[94] 
 
 Pig's Eye 
 
 Newport 
 
 Hastings 
 
 Prescott 
 
 Crat's Island.. 
 Beef Slough.. 
 Rollingstone.. 
 Betsy Slough. 
 Queen's Bluff. 
 
 Belle vue 
 
 Dallas 
 
 II 
 I.S 
 
 27 
 30 
 
 DAMS. 
 
 115 
 113 
 
 141* 
 314i 
 
 10 
 1 
 
 4 
 
 2 
 2 
 3' 
 
 2' 
 2l 
 2! 
 
 1 
 
 .a 
 
 5»s 
 
 3,675 
 I 775 
 11,700 
 i 1,695 
 1 2,450 
 I3,200i 
 2,280' 
 1,755 3,152 
 2,010 
 
 1,200 
 350 
 400! 
 800 
 400 
 700 
 800 
 
 MAT'EIAL US'D 
 
 o o 
 
 MS 
 
 
 8,883 5,630 
 2,934 1,277 
 4,681 3,569 
 5,127 3,991 
 14,689 8,091 
 9,8596,485 
 7,755 4,423 
 
 COST. 
 
 1,350 
 1,300 
 
 350 
 950 
 
 12,592 
 4,926 
 5,562 
 3,134 
 
 5,209 
 2,549 
 6,549 
 4,033 
 
 
 $1.32 
 1.42 
 
 1.15 
 
 1.13 
 
 1.15 
 
 1.23 
 
 1.23 
 
 1.19 
 
 1.50 
 
 1.33 
 
 1.17 
 
 $18,573.32 
 
 5,952.61 
 
 9,475.63 
 
 10,359.77 
 
 26,298.32 
 
 20,069.81 
 
 15,087.85 
 
 21,184.51 
 
 11,212.24 
 
 16,161.97 
 
 8,350.08 
 
 Below the Des Moines Rapids it was found necessary to make 
 extensive surveys, over the whole stretch of river, in fact, before work 
 of construction could begin. As soon as the maps could be made, 
 plans for work at Gilbert's Island, and Slim Island, were submitted to 
 and approved by the Board of Engineers for improving the Missis- 
 sippi River. Beginning construction so late, the projects were carried 
 out only in part : 
 
 COST. 
 
 Gilbert's Island., 
 Slim Island 
 
 "3 
 
 X 
 
 1 
 
 573 
 610 
 
 
 DAMS. 
 
 § 
 |s 
 
 Pitt) 
 
 03 
 
 MATERIAL 
 USED. 
 
 
 No. 
 
 4 
 1 
 
 1 
 
 3 
 
 No. 
 
 1 
 
 3 
 
 1 
 
 3 
 
 4 
 
 g 
 
 ii 
 g 
 
 ^ 1 
 
 3,212 
 1,760 
 
 1,862 
 1,295 
 
 6,115 
 
 7,744 
 
 4,860 
 5,049 
 
 $1.07 
 1.04 
 
 $11,724.20 
 1.3,319.60 
 
 The result of the study of this piart of the river showed that much 
 work would have to be done to improve the river where obstructions 
 were found ; and to rectify the channel and protect the river banks, 
 where bad bars might be readily be formed. For the greater part of 
 the distance both banks of the river are composed of soft material. 
 As a preliminary estimate, the cost was placed as follows : 
 
 1st. For improving river where obstructions exist, $921,294. 
 
 2d. For maintaining and rectifying channel, $1,125,102. 
 
 It being thus rendered evident that a natural division of the Upper 
 Mississippi was found at the Des Moines Rapids on account of the 
 
[95 ] 
 
 increased cost of operations below that point, it will be well to con- 
 tinue our examination of the upper portion to a conclusion before 
 proceeding with the lower. 
 
 During 1880 were built twelve closing and ten spur dams, in con- 
 tinuation of work already begun at six different localities, and at one 
 place, as an initiation, together with a large amount of shore protec- 
 tion. At six other points dredging, removal of rock obstructions, 
 repairs and minor work is reported, the whole actual construction 
 account covering |109,660.34. 
 
 The season of high water extended through the summer, and a good 
 stage of water for the early part of 1881 gave the year a good record 
 for navigation. The water continued high throughout the whole 
 season. Except during a very brief period in the summer no difficulty 
 was experienced. Throughout the year the largest class of boats were 
 able to reach St. Paul, except for about two weeks, when a bar at Pine 
 Bend, ten miles below, interfered with their progress. Active opera- 
 tions consisted in building twelve closing dams from Saint Paul to 
 Hastings, thus nearly completing the closing of the secondary chan- 
 nels on that portion of the river. At six other points extensive ope- 
 rations in continuation of prior work, repairs, closing dams and shore 
 protection, were carried on. At Burlington the troublesome part of 
 the river there, already under improvement at Rush Chute, received 
 a large expenditure in the closing of Shokokon Slough. Altogether 
 during that fiscal year $207,340.75 were expended, of which the pur- 
 chase of steamers, barges, &c., involved $65,781.83. 
 
 The close of the season of 1883 found the channel from Saint Paul 
 to Hastings, with all the side sloughs, closed by dams with crests at a 
 minimum height of 4J feet above low water; and with a great many 
 wing and spur dams to contract the channel at wide places. 
 
 Construction continued throughout the season under the general 
 plan, the account showing an expenditure of $183,422.03, of which 
 all was used in actual work, excepting $19,590, in purchase of barges. 
 
 In August, September and October, 1883, the river was quite low, 
 reaching for a few days almost, if not quite, low water mark, yet 
 steamers of the Diamond Jo line reached St. Paul throughout the 
 entire season. 
 
 There having been no appropriation made in 1883, the construction 
 account for the fiscal year 1883-1884 amounted to $80,768.95 only, 
 providing for the usual class of work at various points. 
 
 The Mfork having now progressed during six years, it was claimed 
 to be no longer experimental, and Maj. Mackenzie, in charge, stated 
 that the system, if carried out, would give a good and permanent 
 channel from Saint Paul to the Des Moines Rapids for the largest 
 class of Upper Mississippi steamers during the season of navigation. 
 
 The following are the expenditures from the beginning of improve- 
 ment to July 1st, 1883: 
 
[96 1 
 
 DISTANCE. 
 
 MILES. AMOUNT. 
 
 Saint Paul to Hastings 27 $181,035.36 
 
 Hastings to head Lake Pepin 32 • 46,291.52 
 
 Head Lake Pepin to Alma 36 170,044.02 
 
 Alma to Winona Bridge 29 158,353.51 
 
 Winona Bridge to LaCrosse Bridge 31 41,018.05 
 
 LaCrosse Bridge to McGregor Bridge 72 23,938.27 
 
 McGregor Bridge to Dubuque Bridge 59 24,752.41 
 
 Dubuque Bridge to Clinton Bridge 67 17,057.48 
 
 Clinton Bridge to Rock Island Bridge.. 40 
 
 Eock Island to Keithsburg 58 6,645.31 
 
 Keithsburg to Des Moines Rapids 60 114,273.47 
 
 Surveys and meter work 52,665.40 
 
 Snagboats and wrecking 6,436.70 
 
 Plant, estimated value 54,294.06 
 
 1906,805,86 
 To secure local objects, appropriations have been made, beginning 
 with 1876, for points upon the Upper Mississippi, amounting m total 
 as follows, and expended in accordance with the adopted plan of ope- 
 rations when possible : 
 
 Galena River and Harbor, dredging $64,000 
 
 LaCrosse Harbor, closing dams 12,500 
 
 Guttenberg Harbor, closing dams 13,000 
 
 Dubuque Harbor, dredging 61,000 
 
 Rock Island Harbor, dredging 12,000 
 
 Andalusia Harbor, closing dam 6,000 
 
 Muscatine Harbor, dredging 20,000 
 
 Burlington Harbor, dredging and closing dams 30,000 
 
 Fort Madison Harbor, closing dams 24,100 
 
 Harbors of Refuge, Lake Pepin, piers 35,000 
 
 The work at several of these points has been of manifest value to 
 the general navigation of the river, and there is reason to believe that 
 in all cases local commerce has been benefitted by the work done. 
 
 Below Des Moines Rapids no ditterence exists in the plan of 
 improvement adopted, or in the method selected ; but the increased 
 dimensions of the stream require all operations to be upon a large 
 scale, and with increased expense. 
 
 Upon the upper stretch, from Keokuk to the Quincy bridge, the 
 expenditures from July 1st, 1878, to July 1st, 1884, were $80,653.58, 
 the distance being 40 miles. 
 
 The closing of Canton and Smoot Chutes, together with subsequent 
 repairs, involved 12,581 cubic yards rock, 5,492 cubic yards brush, 
 besides gravel, at a total expense of $25,398.10. Operations at 
 Gregory's Landing consumed 17,445 cubic yards rock, and 14,973 
 cubic yards brush, at a cost of $40,515.20. 
 
[97] 
 
 Extensive revetment and spur dam.s, at Qiiiney, and Hannibal, are 
 the principal operations in the second stretch of 25 miles, from 
 Quincy bridge to Saverton, and the total expenditures in the distance 
 $49,352.76. 
 
 At Gilbert's Island, 11| miles below Hannibal bridge, was the 
 practical head of navigation in 1879 ; and the control and concen- 
 tration of the river proved to be a most expensive and difficult 
 operation. The west chute of the island was closed, to secure the 
 landing upon the opposite shore, and six spur dams were built, one of 
 which was removed later. Two miles and a half below this island, 
 a closing dam at Denmark Island forms a part of the system. 
 Altogether upon these works, were used, in construction and repairs, 
 90,420 cubic yards of stone and brush, besides large quantities of 
 gravel, at an expense of $151,486.73, including all expenditures. 
 
 It may be added here, that the works seem to have been perfectly 
 successful, and reasonably permanent; and navigation has been 
 uninterrupted since, at these points. At Hickory Chute, below 
 Denmark Island, and above Louisiana bridge, are other works of 
 construction. From Saverton to Louisiana bridge, 25 miles, the 
 total expenditures were $198,703.78. 
 
 In the next stretch, from Louisiana bridge to Hamburg, 25 miles, 
 was found the extensive deterioration in the river bed, due to the 
 Louisiana railroad bridge, which was so built as to cause extreme 
 contraction at high water, and consequently extensive scouring, and 
 bars lower down, as a necessary sequence. To redeem the channel, 
 low water contraction works were made, and the threatened banks 
 protected, at large cost. In these works 21,872 cubic yards of stone, 
 and 17,758 cubic yards of brush, were used, at a cost of $50,988.77. 
 
 At Slim Island, four closing dams, and one spur dam, were built ; 
 consuming, with the necessary shore protection, 37,228 cubic yards of 
 material, at a cost of $37,963.09. The total expenditures on this 
 stretch of river were $96,788.04. 
 
 The lowest stretch, from Hamburg to the mouth of the Illinois 
 Eiver, 48 miles in length, received attention at Westport Chute, 
 Bolter's and Dardenne Islands, at a total expense of $41,968.30; 
 principally spent at the last named locality. 
 
 In surveys and gauges, snag boats, and wrecking, the procurement 
 of supplies, — afterwards used, — and of steamer and barges, were 
 expended $134,940.31. The total account showing an expenditure 
 of $602,406.76; and the total appropriations for the same time 
 $615,000.00. The act of 1884 gave $200,000 additional, which is 
 being expended in continuation of the works below Louisiana bridge, 
 works at LaGrange, Quincy Bay, Bolter's Island, and in repairs. 
 
 In addition to the appropriations above quoted, special sums have 
 
 been granted for the following harbors, within this portion of the 
 
 river: Alexandria, $1 6,000 ; Quincy, $45,000 ; Quincy Bay, $25,000 ; 
 
 Hannibal, $50,000; and Louisiana, $10,000. In construction, works 
 
 7 
 
[98] 
 
 of the character described, have been built ; and at three points, more 
 or less dredging, besides, has been done. The landings at Hannibal 
 and Louisiana have been bettered, and the winter harbor of 
 Quincy Bay. 
 
 In making a short review of the commerce of the river, it is 
 intended to present such facts (of which the reports are, fortunately, 
 full and exact), as will show the business at different points, and the 
 character of the business. B.ut in drawing deductions from these 
 figures, it is well to remember that the large increase in commerce 
 and manufactures, which culminated in the United States in 1881, 
 and is already noted in connection with other statistics, elsewhere, 
 finds its influence exerted upon this river, as is plainly seen, if refer- 
 ence is made to the fact stated previously, that the low water season of 
 1879, was marked; yet, this would not so appear from the statistics. 
 
 STATEMENT OF STEAMERS PASSING VARIOUS BRIDGES. 
 
 BRIDGES. 
 
 Hastings. 
 
 Winona 
 
 Dubuque 
 
 Book Island. 
 Burlington. . 
 Hannibal 
 
 Sk fl ^ 
 
 ® g s9 
 
 27 
 125 
 
 284 
 
 a83 
 
 467 
 
 1875. 
 
 2,771 
 i 1,830 
 ' 1,412 
 
 1,370 
 
 1876, 
 
 2,647 
 1,976 
 1,820 
 1,863 
 
 1877. 
 
 1,801 
 1,560 
 
 1878. 
 
 2,948 
 2,189 
 1,643 
 
 1,139 1,318 
 1,467 1,393 
 
 1879. 
 
 2,468 
 3,760 
 2,894 
 2,514 
 1,251 
 1,586 
 
 1880. 
 
 2,065 
 4,593 
 3,625 
 2,664 
 
 1881. 
 
 1,843 
 4,739 
 3,865 
 
 1882. 
 
 2,563 
 5,627 
 4,346 
 
 2,7111 2,593 
 
 1,8711 2,312, 2,323 
 1,92511,909 3,031 
 
 1883. 
 
 746 
 4,893 
 3,585 
 2,561 
 1,943 
 2,886 
 
 STATEMENT OF RAFTS PASSING SAME BRIDGES. 
 
 Hastings .... 
 
 Winona 
 
 Dubuque 
 
 Rock Island. , 
 Burlington.. 
 Hannibal 
 
 27 
 125 
 284 
 383 
 467 
 563 
 
 1,136 
 618 
 
 *164 
 168 
 
 1,090 
 627 
 
 *209 
 183 
 
 642 
 413 
 
 *165 
 181 
 
 868 
 694 
 352 
 254 
 156 
 
 54 
 1,889 
 801 
 571 
 367 
 260 
 
 20 141 60 
 
 1,3921 1,777 1,939 
 
 1,375; 1,422 1,022 
 
 782' 953 984 
 
 522! 523I 425 
 
 237. 322j 300 
 
 1,352 
 
 1,380 
 
 972 
 
 379 
 
 262 
 
 * Partial record. 
 
 FEET, BOARD MEASURE; 
 
 THOUSANDS. 
 
 
 
 
 1875. 
 M. 
 
 1876. 
 M. 
 
 1877. 
 M. 
 
 1878. 
 M. 
 
 1879. 
 M. 
 
 1880. 
 
 Lumber manufactured on the upper } 
 
 Mississippi River \ 
 
 Of this received at St. Louis 
 
 1,075 
 
 1.178 
 166 
 
 860 
 163 
 
 826 
 129 
 
 1,274 
 180 
 
 1,732 
 230 
 
 Tons of freight received at Saint Louis from the upper Mississippi : 
 
 1871 236,887 
 
 1872 242,584 
 
 1873 281,175 
 
 1874 231,060 
 
 1875 198,100 
 
 1876 224,860 
 
 1877 136,715 
 
 1878 174,065 
 
 1879 221,285 
 
 1880 226,095 
 
 1881 190,815 
 
 1882 135,540 
 
 1883 126,330 
 
[99 J 
 
 Of this freight some further particulars are given. 
 
 KECEIPTS AT SAINT LOUIS FROM UPPER MISSISSIPPI RIVER. 
 
 ARTICLES. 
 
 1875. 
 
 1879. 
 
 1880. 
 
 . 1881. 
 
 1882. 1883. 
 
 Wheat, bush. 
 
 748,968 
 91,529 
 
 832,486 
 
 1,050,440 
 
 35,681 
 
 
 761,323 
 
 44.4. fiSfi .qp« 4.9S 'iRP, 44.S 
 
 Flour, bar'ls 
 
 
 53 958i ^'> 1 ■'^'7 79 «'^8 fi.ei's7fi 
 
 Corn, bush... 
 Gats, bush... 
 Hogs, No.... 
 
 535,802 
 
 945,557 
 
 32,182 
 
 969,717 
 
 1,594,169 
 
 35,824 
 
 698,630 372,560 82,675 
 1,697,8341,114,178 811,062 
 
 
 STATEMENT SHOWING COMMERCE OF THE DES MOINES RAPIDS CANAL. 
 
 
 Steam- 
 boats. 
 No. 
 
 Barges 
 and flats 
 
 No. 
 
 CARGO. 
 
 RAFTS. 
 
 Lock'g's 
 
 Fiscal 
 Year. 
 
 Passen- 
 gers. 
 
 No. 
 
 Gen'l 
 M'dse. 
 
 Tons. 
 
 Grain. 
 
 Bushels. 
 
 Logs & 
 Lumber 
 
 BM— M 
 
 Shingles 
 &Lath. 
 
 No.— M. 
 
 at one 
 lock. 
 
 No. 
 
 *1878.. 
 
 670 
 802 
 967 
 840 
 760 
 1,107 
 913 
 
 548 
 454 
 651 
 276 
 444 
 705 
 245 
 
 
 53,346 
 64,658 
 78,989 
 44,962 
 29,043 
 43,359 
 54,215 
 
 737,415 
 
 2,192,642 
 
 2,197,469 
 
 1,154,092 
 
 781,817 
 
 729,174 
 
 470,500 
 
 25,000 
 41,434 
 44,993 
 63,270 
 21,625 
 14,133 
 64,418 
 
 7,700 
 20,471 
 58,425 
 26,749 
 
 8,008 
 15,993 
 41,107 
 
 824 
 
 1879.. 
 
 1880.. 
 
 1881.. 
 tl882.. 
 11883.. 
 
 1884.. 
 
 5,008 
 
 13,231 
 
 10,008 
 
 8,588 
 
 9,192 
 
 13,057 
 
 1,564 
 2,497 
 1,339 
 2,292 
 1,363 
 1,908 
 
 ♦Opened August 22d, 1877; closed 25 days for repairs. 
 fGood stage water; river used more than usual. 
 
 An examination of these statistics will show that while the upper 
 Mississippi is not a great through route in the sense of the transpor- 
 tation of large amounts of freight throughout its distance ; yet upon 
 every portion of the river large transfers of freight of all kinds and 
 especially of lumber, annually are made ; that the traffic is well dis- 
 tributed through the whole, in quality and quantity ; that grain and 
 flour do not follow the river in large quantities, and these amounts 
 are not increasing. 
 
 It will be remembered that throughout its whole extent, the river 
 has one, and through a large part, two railroads along the shore ; if it 
 be also remembered that the river is closed during from four to five 
 months in winter, the conclusion will be that as a local faetor in trans- 
 portation it has importance. The lumber and rafting business is now 
 of great importance, and probably will diminish before long ; but on 
 the other hand, the reclamation of large tracts of fine bottom land 
 from overflow, by levees now in progress, will in time change forest 
 and swamp lands to farms, with consequent increase of river business. 
 
 In the large area, and consequent full supply of water, the Upper 
 Mississippi is fortunate. The gentle and fairly uniform slope, not 
 
[ 100] 
 
 \ 
 
 only of the river itself, but of all of its tributaries, has secured a 
 moderate range between high and low water stages, and the easy 
 transition from the one to the other condition. The comparative 
 freedom from sediment transported, and the general similarity in 
 character of the river bed,, and , its accompaniments, throughout the 
 course of so many miles, and the gradual increase in difficulty of rec- 
 tification and control, all combine to make the problem of improve- 
 ment one of great interest. Now that the permanent work at the two 
 great obstructions has been done, and enough of the general plan of 
 improvement carried out to warrant an expression in favor of its suc- 
 cess, it will be in the future to determine if the extension down stream 
 meets with as uniform success as has been encountered in the upper 
 portions, and at. the worst places. It will be finally decisive of the 
 great question, whether rivers can be permanently improved by dams 
 and dikes; if a full trial is had upon this, the most favorably charac- 
 terized river in this country upon which to attempt the plan. But 
 temporary improvement at some points, or closure of secondary chan- 
 nels alone, will not be decisive ; nor will the securing of a light draught 
 channel in favorable seasons over an improved portion, provided 
 impassable obstructions above and below remain, particularly if they 
 were not formerly in existence at those places. 
 
 CHAPTER X. 
 
 RESERVOIRS AT THE HEADWATERS OF THE MISSISSIPPI RIVER, 
 FALLS OF SAINT ANTHONY, AND UPPER TRIBUTARIES. 
 
 The subjects of this chapter have each their own interest, from an 
 engineering, or commercial, point of view, and are grouped separately 
 to preserve the unity of treatment of the preceding chapter. 
 
 It is difficult to treat them concisely, and yet, the space allotted 
 must be short. 
 
 RESERVOIRS AT THE HEADWATERS OF THE MISSISSIPPI RIVER. 
 
 It has been a favorite idea, that the radical improvement of certain 
 streams could be effected by the impounding and retaining of water, 
 which, falling upon the areas near the sources, would, if not so re- 
 tained, pass away in great floods. By afterwards allowing this surplus 
 to flow during the low water season, an equilibrium would be estab- 
 lished throughout the year, which would be beneficial during both 
 seasons. Hardly any elaborate scheme of river improvement has been 
 discussed without reference to this idea of reservoirs. Upon the Ohio, 
 Mr. Ellet proposed, and elaborated the system, in theory, upon a large 
 scale ; but no actual construction was ever undertaken upon the grand 
 scale, now in progress upon the upper Mississippi ; and its results 
 must be watched with interest, from an engineering, as well as com- 
 
[101 ] 
 
 mercial, point of view. ^Beginning with 1869, Major Warren asked 
 for $10,000 to make surveys, and reconnoissances, above the Falls of 
 Saint Anthony, with the view of making large reservoirs on the head- 
 waters of the Mississippi, to aid in keeping up the navigation at low 
 stages. He adds "whether practicable or not, the question has 
 attracted a great deal of attention." ^From the surveys so made, 
 locations were suggested for three dams, to form reservoirs, with a 
 total capacity of fifty-four millions of cubic feet. The subject was 
 not at all elaborated, however, until it came up in 1874, as the second 
 subdivision of the Mississippi Transportation Eoute, when Major 
 Farquhar made a report, ^ based upon an extended survey for these 
 sites, which gave the levels, transit lines, meanders of the lakes and 
 rivers, and careful gaugings: 
 
 The report gives a careful description of the country, and of the 
 proposed sites, the areas of water shed being 19,903 square miles; 
 and lastly, of the amount of water to be retained. 
 
 Sites for eight dams were selected, and estimates made for their 
 construction, with full particulars. This report was of course fuller 
 and more specific than the preceding. The subject was again brought 
 up, by the action of Congress in 1878, calling for special surveys, and 
 allotting $20,000 in 1878, and $25,000 in 1879. Capt. C. J. Allen 
 was placed in charge of the investigation, and has remained in charge 
 of the work. His first, and very full report, *covers the general 
 subject as far as the headwaters of the Mississippi itself, and gives a 
 vast amount of details. Certain of the elements are easily determined. 
 The drainage areas of the various streams ; the levels and contours of 
 the reservoirs, and the cost of construction of the dams. The amount 
 of rainfall, at points within the region under discussion, and the 
 discharges of the different streams, at different times, are also easily 
 ascertained. But the remaining elements are not so apparent. The 
 relations between rainfall, and the discharge of small streams, and 
 accumulation in reservoirs; and the relations between allowed out- 
 flow from reservoirs and the discharge of the river at some distance 
 below them; and the influences of evaporation; and absorption of 
 soils, are all complex and extensive. 
 
 The literature upon the subject is of necessity extensive, and these 
 reports could not be condensed if desirable. But it will suffice to 
 show the care with which the whole matter has been considered if it 
 be noted that the reports would make a fair sized volume themselves, 
 covering 251 octavo pages, with numerous maps and drawings. Be- 
 sides these features, which called for a satisfactory answer to the problem 
 before construction could begin, there were many others arising after 
 operations began, which do not ordinarily come up in river work. 
 The building of dams would cause overflow, and the rights of private 
 parties, and of Indians, could not be preserved without recourse to 
 
 1. 1869, p. 189. 2. 1870, p. 284. 
 
 3. 1875, n, p. 434. 4. 1879, II, p. 1193. 
 
r 102] 
 
 the legislatures of the two states of Minnesota and Wisconsin and the 
 action of Congress. In this brief outline we have only the sketch of 
 the work involved. When the sites were selected, and a plan of con- 
 struction drawn up, the whole engineering features came to be dis- 
 cussed and adopted or modified by a board of four engineer officers, 
 so that considerations of every kind arise in succession. 
 
 Capt. Allen selected sites for seven dams, which are given in the 
 following table, and estimating the cost of this series at 1336,458.60, 
 recommended that an experimental dam be built at Lake Winnibig- 
 oshish. The cost of maintenance and repairs for ten years after com- 
 pletion was placed at $10,000 per annum, and $7,840 per annum for 
 the cost of operating: 
 
 EESEEV0IE8 ON THE TJPPEE MISSISSIPPI. 
 
 LOCALITIES. 
 
 O QD 
 
 •S " 
 
 es iM 
 
 ■? « 
 bE bO 
 
 ■s * 
 n DO 
 
 VBBT. 
 
 = a 
 
 5-a 
 
 AREAS OP 
 
 eq. miles. 
 
 Bq. mlleB. 
 
 o «3 
 
 |i 
 
 cnb. feet. 
 mllUonB. 
 
 cnb. feet. 
 milUonB.' 
 
 Winnibigoshish 
 
 Leech Lake 
 
 Mud Lake 
 
 Vermillion.. 
 
 Pokegamma 
 
 Total Area and Capacity 
 
 Gull Lake 
 
 Pine River 
 
 14 
 4 
 6 
 
 10 
 
 7 
 
 1,114 
 3,300 
 1,000 
 2,300 
 400 
 
 1892 
 
 1001 
 
 160 
 
 433 
 
 179 
 
 154.7 
 
 218.5 
 
 17.3 
 
 34.5 
 
 23.6 
 
 45,754 
 
 22,568 
 
 2,885 
 
 5,771 
 
 3,752 
 
 37,774 
 
 15,461 
 
 3,138 
 
 8,563 
 
 5,118 
 
 12 
 12 
 
 450 
 600 
 
 3665 
 
 272 
 551 
 
 448.6 
 260. 
 
 80,730 
 6,134 
 4,913 
 
 70,054 
 
 5,266 
 
 10,667 
 
 The examinations of the Saint Croix and Chippewa Rivers begun 
 that year, were not finished and reported upon until the following 
 year, when these and the Wisconsin River were discussed. As no 
 construction has as yet begun upon these streams, they will not be 
 here included. ^ But the general conclusion was drawn that if the 
 whole system as worked out was considered "collecting the various 
 items of discharge, we find that we can control from the proposed 
 reservoirs at the sources of the Mississippi sufficient water to insure a 
 steady flow of at least 12,200 cubic feet per second past Saint Paul 
 for 100 days, and from the Saint Croix 6,000, for the same period." 
 
 Congress having appropriated $75,000 on June 14th, 1880, for an 
 experimental dam at Lake Winnibigoshish, a Board of Engineers 
 was called and reported August 5th, 1880, modifying some of the 
 details of the plan proposed by Captain Allen. But owing to delays 
 caused by the necessary legal and legislative action required, (as al- 
 luded to), actual work did not begin till .the following year. *Mean- 
 
 5. 1880, II, p. 1611. 6. 1881, II, p. 1761. 
 
[103] 
 
 time the surveys were extended to include Eock Eiver, Illinois and 
 Wisconsin, and other similar work was completed. Revised esti- 
 mates for the seven dams proposed in the table above, amounted to 
 $538,135.80, and including necessary telegraph lines to $573,660.08. 
 The study of rainfall, drainage, absorption and evaporation was con- 
 tinued, and large material accumulated. ' 
 
 'Id addition to the meteorological and hydrometrical observations, 
 the three gauging stations; on the Mississippi River above the Crow 
 Wing; on the Crow Wing; and on the Saint Croix River; were con- 
 tinued for an entire year, ending with December, 1882. The three 
 areas thus gauged are 7,283 square miles ; 3,576 and 5,950 square 
 miles in the order above. From daily observations of these gauges, 
 and from the rainfall upon these areas, the actual available precipita- 
 tion for each area was determined, and the ratio to rainfall. From 
 these actual, not theoretical data, and the average rainfall, it was de- 
 duced that the reservoirs for the Mississippi above Saint Paul, would 
 furnish a quantity of water at Saint Paul equivalent to 5,500 to 6,000 
 cubic feet per second for a period of 90 days ; this covering the time 
 of low water and giving an amount enough to render unnecessary all 
 wing dams above Minneapolis, and to double the present lowest 
 water discharge at Saint Paul. ' 
 
 The report of 1881 gives Capt. Allen's proposed dam, in details, 
 together with the modifications proposed by the board. 
 
 From the fact that the work lay at a distance from sources of sup- 
 ply and of labor, it was necessary first to work the roads leading to 
 the site, and an attempt to let the items by contract developed the fact 
 that labor could be procured more economically by the government 
 than by accepting the bids. Machinery, supplies and tools were pro- 
 cured, quarters and warehouses were built, and arrangements were 
 made with the Indians, in reference to the overflow of their lands. 
 
 Work upon this dam has progressed rapidly, and the reports for 
 1884 stated that it would be completed during the fall of that year. 
 Meantime Congress appropriated $150,000 in 1881 ; $300,000 in 1882 ; 
 and $60,000 in 1884, in continuation of the project. As soon as suffi- 
 cient funds were available, work began on the second great reservoir, 
 that of Leech Lake, in the fall of 1882, and supplies and machinery 
 were bought, and 1»he lumber for the dam at Pokegama Falls. Dur- 
 ing that year the board of engineers on the Winnibigoshish dam was 
 again called together, and considered and made certain modifications 
 to the dam, as first adopted. * The dams begun in 1882, also are 
 reported as finished during the fall of 1884, work having been pushed, 
 winter and summer, during the prior year. ^ Preliminary work for 
 the Pine River dam began in the winter of 1883-4 in procuring about 
 half the timber and piling necessary, and in the detailed surveys. 
 This structure is to have a lift of 17J feet, built of timber crib work, 
 the upper 5J feet will be obtained by the use of stop plank above the 
 
 7. 1883, II, p. 1457. 8. 1883, II., p. 147L 9. 1884, III., p. 1614. 
 
[104] 
 
 wasteway. The total expended to July 1, 1884, was $418,367.38. 
 In order that navigation may be benefitted upon and below the Saint 
 Croix River, upon the Chippewa, and the navigable reaches of the 
 Wisconsin, the system of dams proposed for each must be carried out; 
 and no benefit of consequence to the Mississippi below Lake Pepin 
 can be predicated, unless the entire system be built. 
 
 Logging operations in these regions have been embarrassing during 
 construction, and the attention of Congress invited to the iact, and 
 that some action is desired to protect the reservoirs for the interest of 
 river navigation. 
 
 Two reservoirs were sufficiently advanced in the fall of 1884 to 
 control navigation on 1 60 miles of river where there are three steam- 
 ers. By October three reservoir dams were completed. From April 
 20th to June 1st, 1885, they kept up navigation upon this piece of 
 river ; after June 1st the discharge was increased to from two to three 
 times the ordinary low water discharge. The figures of 1883 are borne 
 out by the facts. The fall of 1886 will probably demonstrate the work- 
 ing of the completed reservoirs, to some extent. It should be borne in 
 mind that the advocates of the system have never claimed more than 
 that reservoirs might be a desirable adjunct to river improvement 
 systems. 
 
 PRESERVATION OF THE FALLS OF ST. ANTHONY. 
 
 ^o In a letter dated January 9th, 1869, written to the Chief of 
 Engineers by Maj. G. K. Warren, the writer calls attention to the 
 recession of the Falls of St. Anthony, owing to various causes, and 
 uses the following language : " The stoppage of this recession is a 
 work of great difficulty and expense, and as it concerns the future 
 navigation of the river, as well as the existing water power, it is a 
 question for public consideration." 
 
 ^ ^ This language was adopted by the Chief of Engineers, and an 
 appropriation made July 11th, 1870, of $50,000. Under these cir- 
 cumstances it might not be proper for me to question the statement 
 as to the influence upon the navigation of the river, which the preser- 
 vation of the falls has had. * '^ No steamers have navigated the river 
 in the vicinity of the falls for seven or eight yeara past. The original 
 report upon the threatened danger closed with the remark " besides 
 affording inestimable protection to manufacturers and those interested 
 in the mill and water-power companies, who have expended a large, 
 amount of capital in improving the water-power afforded by the Mis- 
 sissippi River passing over the Falls of St. Anthony, and have built 
 the two cities at the Falls, and thus have added greatly to the wealth 
 and production of the Stafe." But however this may be, the opera- 
 tions themselves have been of great interest in an engineering point 
 of view, and will be glanced at briefly. 
 
 10. 1869, p. 211. 11. 1870, p. 58. 12. 1884, III., p. 1597, 
 
[ 105 ] 
 
 1* Col. Macomb, succeeding Maj. Warren, in charge, proposed to 
 close a tunnel built under Hennepin Island by private parties, which 
 had been breached by the river, and threatened a general erosion 
 and recession not anticipated when the first danger was reported. A 
 coffer dam was built, beginning in 1870, and continued the following 
 year, around the breaches into the tunnel, of 1,268 lineal feet, intended 
 to sustain a head of water 12 to 16 feet. A wall was then to be built 
 around the upper breach, and the gorge was to be filled with clay and 
 gravel, ^* The usual chapter of accidents resulting from breaks and 
 leaks could be written as to the summer's work, but by November 
 23d, 1871, the wall was completed. Meantime a new break had 
 occurred from the river into another portion of the tunnel, and new 
 coffer dam, 755 feet long, was required, and more wall, ^nd puddle — 
 and money. August 10th, 1872, a Board of Engineers considered 
 the subject, and approved ot existing plans, confining work to the 
 preservation and strengthening of the coffer dams and walls just 
 made, and the ultimate lining and plugging of the tunnel, the cause 
 of the mischief. The private interests of Minneapolis, so highly 
 jeopardized by the threatened loss of their water-power, had joined in 
 with means and advice, and all plans of operation harmonized. 
 
 The record of 1873 contains only an account of the unfortuate giv- 
 ing way of a coffer dam upon April 15tii, with consequent large 
 destruction; and on May 17th a great breach under the earth dam at 
 the head of the ledge ; and the repairs necessary to replace matters in 
 as good a condition as before the accidents. However, the whole was 
 finally and successfully done, the breaks repaired, and the tunnel filled. 
 By this time $200,000 had been spent, besides the amount subscribed 
 by private parties, in bringing back a state of affairs as good as when 
 operations were- first proposed. 
 
 ^*A board of engineers, composed of Colonel Macomb, Lieutenant- 
 Colonel Kurtz, and Majors Weitzel, Poe, and Farquhar, (the last 
 named, now in charge of the work), met April 15th, 1874, and rec- 
 ommended the building of two crib dams, bolted to the rock and 
 filled with stone; the repair and extension of the wooden apron, 
 begun by private parties, to prevent undermining of the falls; and 
 lastly the building of a dike of concrete across the river, along a line 
 a short distance above the apron on the Minneapolis side. This dike 
 was to be constructed in a tunnel to be excavated on the proposed 
 line, and resting upon the homogeneous stratum below the soft 
 stratum, whose destruction caused the trouble. The project proposed 
 was estimated at |420,000. 
 
 The construction of this concrete dike was begun in July, 1874, 
 and finally successfully completed in November, 1876. In conception, 
 and in execution, the plan was novel, and difficult ; and its engin- 
 eering details would be of much interest if repeated. The apron was 
 repaired, and the rolling dams proposed were completed by 1878 ; 
 
 13. 1871, p. 295. iiri872, p. 297. 15. 1874, 1, p. 283. 
 
[106] 
 
 and since that time, work has been done mainly to preserve the 
 status, and repair damages caused by ice, and flood, and obstructive 
 action of private parties. In 1883, (Major Allen being the officer in 
 charge) the repairs of crib work called for two new cribs, one 67 
 feet long, 26 feet wide, and 28 to 33 feet high ; the other 8 feet long, 
 20 feet wide, and 26 feet high ; both cribs being sunk under the toe 
 of the apron. This, and similar repair work, consumed more than a 
 quarter of a million feet, board measure. A crib was built, and sunk 
 below the falls, to prevent further scour of the river in the angle, and 
 also to act as a buttress to strengthen the crib work under the toe of 
 the apron. This crib was 80 feet square, and 6 feet high ; built of 
 12-inch square pine timbers, solid side walls, and eight open interior 
 cross-walls, filled compactly with stone, and grouted. It is decked 
 with 12-inch square timbers, drift-bolted to each other, and the 
 bottom and deck of the crib are tied together by vertical iron rods. 
 
 MATERIALS USED. 
 
 Pine timber, feet, board measure 194,972 
 
 Iron, pounds 43,869 
 
 Stone, cubic yards 827 
 
 Cement, barrels 353 
 
 Previous to the sinking of the crib, the bed of the river had been 
 leveled up with stone, and after it was sunk it was rip-rapped with 
 stone, of which 3,023 cubic yards, in all, were used. 
 
 The total amount of appropriations made for the Falls of Saint 
 Anthony has been, in twelve items, $615,000; which should not be 
 considered as an item of the improvement of the upper Misssissippi, 
 of which it forms no part. 
 
 Above the Falls of Saint Anthony, appropriations have been made 
 since 1874, to 1882, amounting to $80,000, which have been expended 
 in the removal of obstructions. The season of 1883, was of unusually 
 low i^ater, and without this work, steamers would, have been com- 
 pelled to lay up. There is a general depth in the channels now, of 
 three feet ; and, as already noted, the reservoirs will undoubtedly 
 furnish a continuous boating stage. 
 
 Three steamers were in use, in 1884, above Grand Rapids. Ninety 
 millions of feet of lumber were floated in 1883. The logs run above 
 Saint Cloud amounted to three hundred and thirty millions of feet. 
 
 Upon the Minnesota River, from 1867 to 1878, were expended 
 $117,500 in removing obstructions. Commerce existed at one time 
 upon the river; but none is found there now, and appropriations 
 have ceased. 
 
 The Chippewa River is the great lumbering river of this region ; 
 in 1883 four hundred and fifty million feet, board maasure, in logs, 
 and two hundred and sixty-nine millions in manufactured lumber, 
 came down the river. Since 1876, $98,000 have been spent, very 
 
[107] 
 
 judiciously, in works of construction, which have increased the 
 navigable depth enough to allow three steamers, in 1883. to make 
 use of the river, besides facilitating the immense lumber business. 
 
 At Yellow Banks, on the Chippewa, are extensive high sand bluffs 
 or banks, which wear away and supply masses of sand to the Chip- 
 pewa and the Mississippi. An appropriation of $30,000 in 1882 was 
 used for driving rows of piles at the foot of the slopes, and then by 
 the use of brush fascines, a revetment of brush was carried to 10 or 
 12 feet above low water mark. When growing willows are estab- 
 lished the wearing away will not be continued. About 23,000 linear 
 feet of bank were to be protected. Thus far 4,969 linear feet are 
 entirely, and 3,145 partly complete. 
 
 Upon the Saint Croix was expended $75,000 from 1878 to 1884 in 
 removing obstructions. Three steamers made 141 round trips in 
 1883; and 270 millions feet, board measure, in logs, and 167 thou- 
 sands in manufactured lumber, came out that year. 
 
 WISCONSIN EIVEE. 
 
 * * The Fox and Wisconsin Eivers formed a route for the early dis- 
 coverers, and subsequently a line for military operations, and a high- 
 way for trading and emigration. Aided by a grant of land from 
 congress in 1846, the legislature of Wisconsin undertook to connect 
 the navigation of the two rivers by a canal. This enterprise was 
 turned over to an incorporated company in 1853. In 1866, this com- 
 pany having failed to perform' fully its agreement with the State, the 
 trusteees sold at public auction the improvements and franchises, and 
 the purchasers organized as a new company. Congress directed in 
 1866, a survey to be made of the route, and Major Warren was as- 
 signed the duty. His elaborate report was submitted in 1875, printed 
 in the Report fox 1876, 2d part, pages 189 to 298, with numerous 
 maps and plans. By act of 1870 the Secretary of war was authorized 
 to adopt for the improvement of the Wisconsin "such plan as may 
 be approved by the Chief of Engineers," and to negotiate with the 
 Canal Company for a transfer to the United States of its franchises 
 and property, upon and between the two rivers. 
 
 An agreement was reached and the transfer made in October, 1872, 
 at a cost of $145,000; the company retaining its personal property 
 and the water powers created. 
 
 The two rivers had been treated differently. The great fall of 170 
 feet, from Lake Winnebaa;o to Green Bay in the lower Fox, through 
 a distance of only 37J miles, rendered it necessary to apply there the 
 system of locks and dams, which was also applied to the upper Fox, 
 though the slope here is much less. A proper depth can be obtained 
 in this way through the whole length of the Fox. The case of the 
 Wisconsin is different. The length of 118 miles, with a total fall of 
 
 16. 1884, III, p. 1900, ' 
 
[ 108 ] 
 
 177 feet, gives an average of 18 inches to the mile. This slope taken 
 in connection with the shifting nature of its bed, composed of sand, 
 and the small discharge, led General Warren to reach a conclusion 
 adverse to permanent improvement of the river by wing dams, or by 
 locks and dams, and to advocate instead, a canal along its banks, with 
 4-feet draft, and locks 165x35 feet in the clear, at an estimated cost 
 of $4,000,000' to be built in two years, with the full amount ap- 
 propriated. 
 
 The improvement, however, of the bed, by means of contraction 
 of water way with wing dams, had been previously put on trial, but 
 was not sufficiently extended to furnish conclusive results. The 
 officers in charge, Colonel Macomb, aud subsequently Major Houston, 
 did not agree with Major Warren's conclusions. Operations were 
 carried on with varying success, and indefinite results and opinions, 
 until 1879, when it was thought best to suspend operations and await 
 a report from a Board of Engineers, to which the plan of improve- 
 ment had been referred.^' 
 
 At this time there had been built in all 152 dams, with a total 
 length of 68,489 feet, and 8,189 linear feet of bank protection — over 
 stretches of river from Portage City, 24 miles, to a point below 
 Merrimac, and from Lone Eock to Boscobel, 30 miles. At this time 
 the board directed further work to be done upon 12 miles of the 
 Portage section, and certain observations to. be taken, before deciding 
 upon results. Upon January 5th, 1884, this board reported, in com- 
 pliance with instructions dated May 22d, 1883, upon the subject, in a 
 very full and minute report. * * Discussing the conditions of the river 
 at different periods beginning with 1867, and examining the gauge 
 readings, discharges, channel depths, and duration of stages, to Novem- 
 ber 30th, 1882, the board decided that while final results were not as 
 yet attained, it appeared that the mean depth of 2.46 feet, and least 
 depth of 1.1 feet of the year 1867, had been increased to 3.27 feet 
 and 2.88 feet respectively^in 1882. Assuming that a depth of at least 
 4 feet was necessary for a water route of through transportation from 
 west to east, the board then proceeded to inquire into the conditions 
 necessary for its attainment upon the Wisconsin. The opinion was 
 expressed that in order to secure this the width of the river at extreme 
 low water should be at Portage, 140 feet, and at Bridgeport, 300 feet; 
 that the increased velocity caused by this contraction would be an evil; 
 that the use of wing dams without training walls, on each side of the 
 channel in line with their ends, would lead to great inequalities in 
 depth and the formation of shoals; and finally that to complete the 
 improvement as begun, with the modifications called for, would re- 
 quire 538,964 lineal feet of dams, in addition to those built, at an esti- 
 mated cost of 12,155,856, and adding 830,720 lineal feet of training 
 walls at a cost of |3,322,880, the total cost would be $5,478,736 for 
 the work. 
 
 17. 1879,11,1533. 18, 1884, III., p. 1900. 
 
[109] 
 
 The board also thought that the estimate of General Warren, for 
 an independent lateral canal, should be perhaps doubled. The study 
 of the Wisconsin River is especially recommended to those who believe 
 that a radical improvement of a river with a high slope and shifting 
 bed, can be eflFected by contraction methods. 
 
 The amount expended upon the Wisconsin to June 30th, 1883, was 
 $570,117.40. 
 
 CHAPTER XI. 
 
 MISSISSIPPI RIVER BETWEEN THE ILLINOIS AND THE OHIO. 
 
 This portion of the Mississippi has been specified in the River and 
 Harbor Bills, for many years past, as a district in itself. Between 
 the Illinois and the Missouri, there is no difference in the character 
 of the river and of work done upon it, from the Upper Mississippi; 
 and it will not be necessary to devote time to this stretch of twenty- 
 four miles, further than to state tltat a closing dam was built from 
 Piasa Island, 7 miles above Alton, to the Missouri shore, and subse- 
 quently removed in part; and that a closing dam was built across 
 Alton slough, and subsequently a long training dike from the Mis- 
 souri shore down to Alton Island, both works being intended to re- 
 move a large sand bar which obstructed the river front at Alton. This 
 bar has disappeared under the influence of the contraction, and both 
 the effect and the constructions are believed to be permanent. 
 
 iFrom the mouth of the Missouri to Commerce, a distance of one 
 hundred and sixty-two miles, is a section deriving its distinguishing 
 features froui the Missouri River, but is distinct from the alluvial 
 region found below Commerce. Turbid waters, shifting bars and 
 channels, rapid erosions of alluvial banks, and extensive accretions, 
 building up and removing islands, tow-heads and battures with great 
 rapidity are characteristics. At the higher stages, the crumbling 
 banks falling in masses, the spoil of the forests covering the surface, 
 and the boiling, swirling current show the power of the stream. At 
 low water the wide wastes ot sand bars, bristling with snags, and 
 drifts of every shape and size, are^ alike suggestive. 
 
 From the mouth of the Missouri to St. Louis, 15 miles, the river 
 does not touch the bluff. Excepting a rock formation at one point, 
 there is nothing to check erosion on either side. Below Saint Louis 
 the river follows the Missouri bluff closely for 55 miles, the only 
 exception being at Rush Tower Bend, where a former island has be- 
 come connected with the Missouri shore. Below Saint Mary's and 
 Cape Cinq Hommes, the river is winding to and from the bluffs. At 
 the last named place the river is at its narrowest, and rock appears on 
 both sides, and just below here, at Liverpool, the main Illinois bluff 
 recedes from the river, which continues along the Missouri bluff, 
 remaining near it as far as Cape Girardeau, where the main bluff leaves 
 the river and appears no more. A short distance below Cape Girar- 
 
 1. 1875, II, p. 472. 
 
[110] 
 
 deau a depression allows the Mississippi waters in floods to escape into 
 the swamps, and thence into the Saint Francis. Isolated or detached 
 bluiFs are on either side from Cape Lacroix to Commerce, where the 
 valley expands into the great alluvial basin of the Lower Mississippi. 
 Throughout this section the river is, as a rule, held on one side by 
 rock bluffs, and is remarkably direct in its general course, only when 
 it leaves the bluffs does it work out long sweeping curves. Two 
 tributaries of considerable size, the Meramec and Kaskaskia enter, 
 but their effect upon the river is slight. 
 
 The valley is from three to eight miles in width except near Grand 
 Tower and the Grand Chain, and is subject, in great part, to overflow 
 in time of floods. The ground generally slopes back from the river 
 to the sloughs and lagoons, with which the bottom is interspersed, 
 and in like manner from the the farther bank of the slough or 
 lagoon. From Commerce to the mouth of the Ohio, thirty-seven 
 and a half miles, the alluvial region is traversed, and gives its distin- 
 guishing characteristics to the sectipn, the uniform texture of the soil 
 allowing the river to shape its course without restriction. 
 
 The times of floods of the Ohio and Mississippi are very different, 
 and at high water upon the Ohio, its back water influence frequently 
 extends farther than Commerce. When the Mississippi is high and 
 the Ohio not, the conditions are reversed and the current becomes 
 very rapid. Owing, in great measure, to these excessive changes of 
 velocity, the channel is very unstable, and the erosion and accretions 
 extensive. 
 
 From the Missouri to the Ohio, the bed of the river is so broad 
 that the channel meanders from side to side within the bed, just as 
 the bed itself meanders within the valley from bluff to bluff. The 
 movement of the bed is ordinarily slow, but the shifting of the chan- 
 nel is continual and often in sudden leaps, forsaking one course and 
 cutting out a new one in a very different direction with very little 
 warning. From discharge observations made in 1880-1881 at Saint 
 Louis by the Mississippi River Commission, the following means are 
 quoted of area of cross section, velocity of current and discharge : 
 
 GAUGE. MEAN VBIiOOITY. AREA OBOSS SECTION. DISOHABGE. 
 
 feet. feet per see. square feet. oub. ft. per sec. 
 
 24 3.08 32,000 97,000 
 
 26 3.40 36,000 125,000 
 
 28 3.70 40,000 155,000 
 
 30 4.05 45,000 188,000 
 
 32 4.38 50,000 222,000 
 
 34 4.70 55,500 265,000 
 
 36 5.04 61,800 306,000 
 
 38 5.35 68,000 358,000 
 
 40 ; 5.68 75,000 413,000 
 
 42 6.03 82,500 480,000 
 
 44 6.35 90,000 552,000 
 
 46 6.66 98,800 640,000 
 
 48 107,500 742,000 
 
 50 117,000 865,000 
 
[Ill] 
 
 The lowest gauge reading and discharge there recorded were on 
 January 27th, 1881 ; gauge reading, 22.74; area, 20,609 square feet; 
 velocity, 2.20 feet per second ; and discharge, 45,330 cubic feet per 
 secdnd. It was calculated in 1875 from observed discharges taken in 
 1873 and 1874, that the probable low water area would be about 
 15,000 square feet, and discharge about 36,565 cubic feet per second; 
 but extreme low water discharge had not been measured. 
 
 The maximum of 336 parts in 100,000 was noted in 1881, July 
 2d; in the sediment observations of that year, the gauge read 39.41, 
 and the river rising on that day. 
 
 The unstable character of the Mississippi arises from the rapidity of 
 its currents, the excessive variations of volume, and the loose texture 
 of the soil through which the river works its way. Soundings have 
 shown that, in general, the depth of water in the river does not follow 
 the rise and fall as given by the gauge readings, and the rise of water 
 is followed by a wave of sand, moving at a slower rate. The depth 
 upon a bar, at various low. stages, often increases as the river falls, and 
 diminishes as the river rises. In the language of boatmen, the bars 
 "cut out" in a falling, and "flatten out" in a rising river. The bars, 
 composed chiefly of movable sand, travel down stream at a rate in 
 proportion to the velocity of the current, changing in shape as they 
 pass the bends in the river, or meet with obstructions, that lessen the 
 velocity or deflect the current. When the river rises this movement 
 of the bars is more rapid ; and as the water recedes the channel is 
 cut through a cfest of the bar, generally at its lowest point, which is 
 usually nearest the shore, leaving a pool of water below each bar and 
 a channel winding from side to side. 
 
 The great variations found in width, either at high or low stages, 
 make it impossible to give a summary of the natural width of the 
 river, without having recourse to too much detail. Low water widths 
 from 1,730' to 3,740' were noted at different localities in 1873 and 
 1874, the gauge reading from 6'. 9 to 11'. 75 above low water. Colonel 
 Simpson's report, which has formed the basis of this description, 
 estimated 3,500 feet as a suitable width for a bank-full river, 25 feet 
 above low water. The Saint Louis observations gave a width from 
 1,260 feet to 3,347 feet between low and high water. 
 
 No operations, other than for the removal of snags, were had until 
 after the passage of the act of 1872, which gave $125,000, and of 1873, 
 1200,000, for this district. The closing of Alton Slough, already 
 alluded to, was the first work; and the protection of Venice and 
 Sawyer's Bends, near Saint Louis; and the general regulation of the 
 river in this vicinity, as planned by a Board of Engineers, consisting 
 of Lieutenant-Colonels Newton and Raynolds, Majors Warren and 
 Merrill, and Captain Allen. ^ All of. the dikes and dams, and shore 
 protections, first constructed, were of the combination of brush and 
 
 2. 1872, p. 358. 
 
[112] 
 
 stone, found most economical and advantageous upon sandy or mod- 
 erately secure foundations, which will support broad, and low, weighty 
 structures. Later on, similar regulation was attempted at the first 
 great obstruction encountered below Saint Louis, at Horsetail Bar. 
 
 ^ The term Horsetail Bar includes a stretch of river about five miles 
 long, extending from the southern boundary of Saint Louis to the foot 
 of. Carroll's Island. The average width, when the works began in 
 1873, was about 5,000 feet. There were several large movable bars 
 which obstructed the navigation, and it was no uncommon thing to 
 find as little as 4 feet depth of water in the channel during the low 
 stages of the autumn, the obstacle being sometimes at one point and 
 sometimes at another. The bottom was composed of shifting sands 
 and mud. It having been decided to undertake the contraction of 
 the river to a width of 2,500 feet, a series of dikes perpendicular to 
 the shore was begun. The outer extremities were to be connected by 
 longitudinal dikes, or training walls, located upon the lines of the 
 new banks. The construction of one of these training walls was 
 begun in 1877. The object of these works was to confine the water 
 of the river within the prescribed limits by means of their own sol- 
 idity and weight. They were built of rip-rap upon a foundation of 
 brush. The great volume and velocity of the Mississippi; the treach- 
 erous nature of the foundations of the dikes ; their necessarily great 
 length, and the intervals between them ; and lastly, the destructive 
 eflforts of the ice; all conspired to attack, and finally overcome these 
 works; which were breached and destroyed in part, or in whole. *To 
 support the training wall, which originally had a length of 5,950 teet, 
 it was determined in the spring of 1879, after an extensive breach 
 had been made in it, to connect this training wall with the shore by 
 a series of continuous hurdles, built at intervals of about 100 yards. 
 A row of piles, 5 feet apart, was driven, and between them courses 
 of willow brush were interwoven. After the wattling had been com- 
 pleted pieces of brush were pushed into the open spaces until filled. 
 The lowest courses were pushed as far as possible below the surface, 
 (which proved to be to a distance of 8 feet), and if the depth of the 
 water were greater than that, a free space was left of necessity 
 between the edge of the^ hurdle and the bottom. The object of these 
 hurdles, which was to secure a deposit of sediment from the river, 
 was obtained at once and the success was marked. The training wall 
 backed by a mass of accretion from the river was made more secure 
 than by any other known support possible to be procured. The suc- 
 cess of this work led to its extension, and the brush and stone jetties 
 were abandoned. ^At many places the water was too deep for the 
 advantageous use of piles. In such cases brush obstacles were con- 
 structed either continuous or in sections upon floating ways from 
 which they were launched. One side was secured to the bottom by 
 anchors, and the other supported by buoys. Many details were de- 
 vised and attempted in this system of slight and temporary obstacles. 
 
 3. 1880, II, p. 1362. 4. 1879, II, p. 1028. 5. 1880, II, p. 1362. 
 
[ 113 ] 
 
 Hurdles were built to a height of 15 feet above low water, and addi- 
 tional height desired was to be secured by a growth of willows over 
 the reclaimed area. 
 
 It will be remembered that at the time similar constructions were 
 in use upon the Missouri River. A mattress designed to protect the 
 bottom from scour, built in continuous length, and deposited in posi- 
 tion from the boat where made, was combined with a permeable sus- 
 pended component to check the current, and secure deposits in the 
 rear of it. The loss in 1880 of a long continuous mattress with cur- 
 tains attached, when being placed in deep water, with a strong current 
 crossing the line of the wall, led to a modification of design. Many 
 details of construction and plates of illustrations are given in the 
 report for 1880. By 1881 it was decided that for all depths less than 
 35 feet the most efficient support for the brush obstacle was the pile, 
 which acted as both anchor and buoy ; and all piles were braced, ex- 
 cept in depths of 6 feet or less. 
 
 By the year 1881, had been built at Horsetail 42,630 lineal feet of 
 hurdles, and within the area of their action had been deposited by the 
 river, within two years, over 13,000,000 cubic yards. The change in 
 direction of the channel was the first advantage gained, and subse- 
 quently an increase of d^th ; though the first action was attended 
 with a decrease in depth. 
 
 Although at this time work was carried on at various points within 
 the district, it was decided and approved by superior authorities in 
 1881 to make the improvement continuous by beginning work at 
 Saint Louis, and carrying it on down stream, where needed, each work 
 to bear intimate relation with that done above it. During the low 
 water season of August, 1881, the middle reef at Horsetail assumed a 
 troublesome form, the Illinois end swinging down stream, so as to 
 give it a length of nearly two miles. There were two depressions or 
 channels through it, the depth, in that used by steamboats, varying, 
 but reaching at one time a least depth of six feet. At this time it was 
 thought best to aid the river, and, by the use of the water jet, the 
 channel depth was increased 2J feet with ten hours' work. A least, 
 depth waa ■ formed that season, upon the lower bars, of 5' at Cairo/ 
 Point, and 5^' at Jones, and Eliza Point. The officer in charge, Maj^ ' 
 Ernst, thought, therefore, that the result sought for at Horsetail had 
 been secured, and that if the existing works could be maintained, 
 and the new deposits protected upon the top and sides, by the growth 
 of willows, a sufficient channel would be found at all seasons. 
 
 The next year, 1883, found that the area upon which willows were 
 growing had been much enlarged. The building of one new hurdle, 
 2,450 feet long was required, and repairs to old work. The least 
 depth found during the low water season of 1882 was 8J feet, and the 
 channel was wide and direct. That season, 5 feet depth was reported 
 at Sulphur Spring, Forest Home, Kinney Point and Jacket Pattern, 
 in the lower river; and 5 J feet at three other points. The lowest 
 8 
 
[114] 
 
 stage by the gauge was 1.9 feet above low water; but the lowest chan- 
 nel depth was found in October, when the river was at a stage, more 
 than 3 feet above low water. The least depth found throughout the 
 21| miles of river between St. Louis and Kimmswick, over which the 
 work extended, was 8 feet. The report for 1884 says that the hurdles 
 constructed several years ago at the up stream end of the reach, on 
 the Illinois shore, seem to be exerting an influence over the entire 
 area as far as Carroll Island. Though causing heavy deposits, these 
 did not reach the desired height sufficient to shut out all the water 
 even at low stages ; but at the up stream portion of the reach, the 
 process of building up the new 'bank continued satisfactorily. The 
 height formerly reached was increased, and also the area upon which 
 willows were growing. Upon the Missouri side the new bank had 
 reached a height about 25 feet above low water, and was covered with 
 a vigorous growth of new willows. The good results of the work 
 upon the channel previously secured, were not fully maintained 
 throughout the year. A depth of but seven feet was found upon the 
 lower reef for a few days in September, 1883. The shoal spot soon 
 cut out, however. The lowest gauge reading that fall was 3 feet above 
 low water, and the least channel depth was 4J feet at Devil's Island, 
 5 feet at Sulphur Springs and Jacket Pattern, and 5i at three other 
 points; the above quoted 7 feet being the le^st depth on the 21 J miles 
 below St. Louis. 
 
 The least depth found during the low water season of 1884, on this 
 reach, was 9 feet. 
 
 The construction account shows the entire amount spent on this 
 stretch of five miles; the sums spent since 1879 being separately 
 accounted for under the head of hurdles and protection. 
 
 ® The chute between the Illinois shore and Arsenal Island, opposite 
 Saint Louis, was closed by a dam built in 1878, and repaired in 1879. 
 This dam had settled in 1881 three feet, but was in good condition. 
 It fully accomplished the first result expected of it, which was to stop 
 the erosion of the Illinois shore. The second and more important 
 result, the deepening of the channel west of Arsenal Island, was 
 gradually secured. Not less than 9 feet was reported for this channel 
 in 1881. The protection of this island amounted by 1883 to 7,843 
 lineal feet, and since then the entire work seems to be reasonably secure 
 and effective. 
 
 Just below Horsetail, Carroll's Island shore was protected from 
 erosion, and these works included in the stretch already described. 
 
 'The locality known as Twin Hollows extends from the foot of 
 Carroll Island to the head of Beard's Island, 3j miles. Just above 
 Beard's Island the width between banks was 3,650 feet. Obstructions 
 were not always found in the same place, nor to the same degree. 
 Sometimes the bar was opposite Twin Hollows; sometimes opposite 
 the head of Beard's Island. At either, or both of these places, the 
 
 6. 1881, II., p. 1520. 7. 1882, II.. p. 1596, 
 
[ 115] 
 
 channel depth was liable to be as little as four feet. In the autumn 
 of 1879 it was 4^ feet; in 1880, no obstruction; in 1881, 6i feet. 
 The plan of contraction to 2,500 feet width, was begun in 1881. The 
 line of the new bank made a small angle with the Missouri shore, at 
 Twin Hollows; and 8,800 feet of primary, or longitudinal hurdle 
 were built that year, connected with the shore by four secondary, or 
 cross hurdles. Protection of the east banic of the river, to prevent 
 any erosion from the action of the contraction works, was carried 
 along simultaneously; 5,925 lineal feet were covered by 6,618 feet 
 of mattress, overlapping in part. Beard's Island was also protected ; 
 3,550 lineal feet, in all, including overlap; all mattresses 120 feet 
 wide; and a small chute was closed. The following year the pro- 
 tection of the east bank of Twin Hollows was extended to a total of 
 8,625 feet, extending from 10 feet to 16 feet above low water. The 
 construction of a hurdle to connect Pulltight with the head of Beard's 
 Island was begun this year ; and 2,860 feet of primary built, and two 
 secondary hurdles begun. Beard's Island revetment was extended 
 to 7,300 lineal feet. Subsequently, work on this stretch was confined 
 to repairs, and the completion of that already begun. The results to 
 the channel have been summarized above. Large deposits have been 
 secured, and it is possible the works may not have to be carried as 
 far as originally projected. 
 
 The next locality below this is known as Jim Smith's, which name 
 covers the eighth and ninth shoals below Saint Louis bridge. The 
 reach extends to Kimmswick, 3| miles. The width varied from 4,000 
 to 7,000 feet ; and the least depth in the channel was in 1879, 6 feet; 
 in 1880, 7 feet; and in 1881, 6J feet. Work began in 1882, and was 
 extended, during the fiscal year, to a total of 8,650 feet of primary 
 hurdles; and 7,600 feet of secondary hurdles, which will be six in 
 number. The works were much injured by the ice in the spring of 
 1883; fully thirty -two per cent, being carried away, more or less. 
 The least depth found during the year was 8J feet. 
 
 The revetment of Chesley Island, on the Missouri shore, opposite 
 these works, was a noteworthy performance. A single continuous 
 brush mattress, 120 feet wide, and 4,305 feet long, was built and put 
 in place. This, covering an area of 516,600 square feet, was the 
 largest continuous mattress made, up to that time, and, had it been 
 necessary, it could have been made longer. At the head of the island 
 a revetment 550 feet long, and 40 wide, was made ; and a hurdle 900 
 feet long closed the west chute. 
 
 The extensive damage, caused by the ice in 1883, was not repaired 
 until the fall of 1884; when the hurdles were reconstructed, and the 
 distances between the secondary hurdles diminished by the building 
 of new, intermediate ones. The least depth found in the season of 
 1884 was 7J feet, opposite Chesley Island. 
 
 The protection of the west bank of Foster's Island was begun in 
 the fall of 1882. At the close of the fiscal year 1884, there had been 
 built, and placed, protection 120 feet wide, and 5,284 feet long. 
 
[116 1 
 
 Durins this period of construction the method has reni^ned essen- 
 tially the same A well braced primary hurdle; secondary hurdles 
 with intervals at first as great as 2,000 feet, and afterwards lessened; 
 well braced, and with foundation mat of brush. In the protection of 
 banks, brush mattresses to low water line, on a graded slope; 35 to 
 40 feet wide, and as great as 120 feet wide; the brush to extend to a 
 line where willows will flourish ; and with a layer of stone. Above 
 that, willows are grown. 
 
 nn 1881, the Mississippi River Commission, then just organized, 
 made a formal examination of the works in this district, and Major 
 Ernst's plans, in October, 1881 ; and in their report of November 
 25th, 1881, they fully endorsed the plans, and methods ot carrying 
 them out. 
 
 The act of 1882, required that all money spent on the Mississippi 
 River " below Des Moines Rapids, should be expended in accordance 
 with the plan, specifications and estimates of the Mississippi River 
 Commission, or according to such plans of the Engineer Department, 
 which, having been approved by the Secretary of War, may be 
 adopted by the Mississippi River Commission." Accordingly, plans 
 were submitted by Major Ernst, and approved by the Commission 
 September 6th, 1882. 
 
 In the meantime, the works were progressing, and they have since 
 continued without change in their administration. 
 
 ^In- April, 1877, was available $5,000 for the protection of the 
 bank in Kaskaskia bend. In 1878, and 1879, this amount was sup- 
 plemented by $55,000 more, and although the first work done, 1,000 
 feet, was carried away, 4,425 feet of revetment, in all, were placed, by 
 the fall of 1879. The following year, 1,015 feet more of brush mat- 
 tress, besides a curtain dike, 1,140 feet long. 
 
 The spring of 1881, was very disastrous to this work, the dike being 
 carried away, the protection breached, and a channel opened into the 
 Kaskaskia, by the combined effects of ice and flood. The work was 
 originally intended for the protection of land, and not for the 
 interests of navigation, which does not suffer from the failure of 
 the work. 
 
 I'ln 1881 a special construction of a hurdle dike was made above 
 Cape Girardeau, intending to reunite the then divided channel of the 
 river, and to afterwards, by a second dike, direct the current so as to 
 remove a bad bar, then in front of the steamboat landing at Cape 
 Girardeau. Work began in August, 1881, and 2,256 feet primary 
 hurdle, and 2,156 feet of foot mattresses were built; and 5,329 feet 
 of secondary hurdles. The results were eminently successful, and 
 the bar was removed in a short time, the second dike proposed, not 
 being necessary. 
 
 8. 1882, II, p. 1605. 9. 1881, II, p. 1559, 10. 1882, II, p. 1649, 
 
[ 117 ] 
 
 At Devil's Island, the chutes between it and a second island, and 
 from the second to the Illinois shore, were closed by dams, and a dike 
 was built from the lower end of Devil's Island during 1874-5-6. In 
 the protection of the shore near the dike, a single mattress of brush, 
 495 feet long, and 50 feet wide, built in 1875, was the forerunner of 
 the large mattresses of later years. 
 
 Above Cairo a series of spur dikes was built some thirty years 
 ago. Deep excavations were caused by the river, between these spurs, 
 and two or three were cut off from the bank, and disappeared. Those 
 that remained were the subject of repair, under special appropriations 
 in 1876, and later; and large quantities of stone were placed upon 
 the bank between them, where most required. In the act of 1884, 
 $50,000 additional was given for the same purpose, and a continuous 
 mattress, in the fall of 1884, 4,563 feet long, 120 feet wide, was 
 placed over the old work. 
 
 In 1883, Major Ernst, in furnishing an estimate, with its basis, for 
 future work in this district, had occasion to state the following: 
 *^ Under the new method of construction adopted in 1879^ no suifi- 
 cient data existed for making an accurate estimate of the cost of future 
 work upon the river between Saint Louis and Cairo. Even now 
 these data hardly exist, but to avoid misleading Congress, he thought 
 best to make a new estimate, based upon such information as was on 
 hand. 
 
 The contingencies of this work are so great that any estimate based 
 upon the number of lineal feet of hurdle, or other construction to be 
 built, and the cost per lineal foot, may be erroneous. The original 
 cost per lineal foot may vary between wide limits, depending upon 
 the weather and the stage of the river. By taking an average of 
 several seasons an approximation to this cost may be reached, but the 
 number of times that the silting devices may have to be repaired, or 
 even entirely rebuilt, at any particular spot, is uncertain. Evidently 
 the only way to reach an estimate is to take the cost per mile of some 
 portion of the river which has been under improvement for a number 
 of years, where the circumstances are in general the same as those to 
 be met with hereafter, and where the works have been entirely com- 
 pleted. There is at present no part of the river that entirely fulfils 
 all of these conditions. 
 
 At Horsetail, the present system began in 1879. All other works 
 of the same general character are of more recent date ; the next 
 stretch. Twin Hollows, having been begun in the autumn of 1881. 
 The works at Horsetail are further advanced towards completion 
 than any others, and are the best available for basing an estimate 
 upon. During the first two years of the work the forms of construc- 
 tion were largely experimental, and were undergoing modification, 
 and their first cost was larger than it would be again under the same 
 circumstances of wind and weather. " The desired effect upon naviga- 
 
 11. ,1883, II., p. 1186, 
 
r 118 ] 
 
 tlon ■ has been secured here, a wide, and deep, and direct channel 
 having been procured ; but it remained to secure these results, by 
 further building up of the new banks, and consolidating, and protect- 
 ing the new land. The cost of this item is uncertain, but Major Ernst, 
 by giving it a value, which has since been shown to be too small, de- 
 duced an estimate per mile for the improved river as $85,000. 
 
 The reports for this district are very full and minute, giving all 
 items of engineering methods, and incidents, as well as q,ll financial 
 details. Each annual report for several years has contained in it, 
 more than the present volume has; and the student may elaborate 
 any subject, at any place, at his will. Of late years, however, the 
 statistics of navigation for Saint Louis have not been published. 
 
 CONSTRUCTION ACCOUNT. 
 
 Total Cost 
 
 to June 30th, 1884. 
 
 Piasa Island, dam | 35,083 
 
 Alton, dam ; 33,624 
 
 Alton, dike 67,325 
 
 Sawyer Bend, protection 96,804 
 
 Venici, dikes , 36,342 
 
 Arsenal Island, protection 30,733 
 
 Closing Cahokia Chute 116,089 
 
 Channel opposite Saint Louis 58,455 
 
 Horsetail Bar, prior to 1879, 5 dikes 225,067 
 
 " " training wall 80,627 
 
 " since 1879, primary and secondary hurdles.. 428,982 
 
 " " protection works 30,699 
 
 Twin Hollows, west bank hurdles 226 381 
 
 " east bank, protection 100,649 
 
 Beard's Island, hurdles 7 166 
 
 " protection 84^259 
 
 Jim Smiths, hurdles 139 ggg 
 
 Pulltight, hurdles 86^105 
 
 Chesley Island, hurdle and protection 63 502 
 
 Fosters Island, protection 44 296 
 
 Fort Chartres, dam 36813 
 
 Turkey Island 24464 
 
 Kaskaskia, protection 66465 
 
 Liberty Island, dam and protection 50 133 
 
 Devils Island, dike and dams 132398 
 
 Minton Point, hurdles 33436 
 
 Cape Girardeau, hurdles 31930 
 
 Cairo, protection 119869 
 
 $2,487,134 
 
[119] 
 
 CHAPTER XII. 
 
 RIVERS UPON THE PACIFIC COAST. 
 THE COLUMBIA AND WILLAMETTE RIVERS. 
 
 1 The Columbia River rises in British Columbia, on the western 
 slope of the Rocky Mountains, in about 60° north latitude, and 39° 
 longitude west from Washington. Its initial course is northwesterly 
 for 150 miles, then southerly through eastern Washington for 300 
 miles, receiving the Lewis and Clarke Fork, and the Spokane River, 
 the Okinagan, Yakinna and the Snake. From the mouth of the 
 Snake westerly, for 250 miles, to its entrance into the Pacific Ocean, 
 it receives from Oregon the Umatilla, John Day, Deschuttes and 
 Willamette Rivers, besides numerous smaller tributaries. Its entire 
 length is estimated at 1,400 miles, of which 733 are navigable. 
 Above the mouth of the Willamette it is generally rocky and rapid, 
 and at three points, the Cascades, the Dalles, and Priests Rapids, 
 navigation is entirely arrested. These barriers divide the river into 
 three reaches, the upper, including the Snake River, on which navi- 
 gation is continuous to Lewiston. 
 
 Between the mouth of Snake River and Priests Rapids, boats run 
 only occasionally. The canal and locks now building at the Cascades, 
 will, when completed, connect the navigation of the lower and mid- 
 dle Columbia. These two sections are unobstructed. 
 
 Upon the upper Columbia and Snake Rivers the obstructions are 
 rocky bars, ^ith narrow crooked channels winding through beds of 
 rock in position, with occasional bowlders and ledges reducing the 
 generally ample depth to two or three feet. 
 
 Before any improvements were made nearly all of them were ex- 
 tremely dangerous, and some were quite impassable at low water. 
 The survey of 1868, stated that at John Day Rapids the current at 
 low water was ten miles an hour. At Umatilla Rapids a fall of 18 
 feet in two miles was reported. The current at the upper entrance 
 was stated in 1876 as 12 miles an hour. The difficult character of 
 the rock, and the unfavorable locations have caused the work of re- 
 moval to be expensive ; and the cost of removal, whether by contract 
 or hired labor, has varied from $50 per cubic yard in 1883, to $13 in 
 1879, and 116.50 in 1882. 
 
 1. 1880, III, p. 2293. 
 
. t 120 ] 
 
 The principal obstructions above the Dalles are : 
 
 When Improved. 
 
 Name of Rapids. Miles above Oelilo. 
 
 Five Mile 5 
 
 John Day 15-18 
 
 Indian 21 
 
 Squally Hook 24 
 
 Rock Creek 28 
 
 Owyhee 38 
 
 Canoe Encampment 60 
 
 Devils Bend 80 
 
 Umatilla 85-88 1873-4-5-6-7-8-'80-2 
 
 Mill Rock 91 
 
 Homely 110 1876-'80-l 
 
 And upon the Snake River, above its mouth, the principal rapids 
 and other details upon the Snake are : 
 
 .1873 
 
 .1875-6-7 
 
 .1:877 
 
 .1874 
 
 NAMES OF EAPID8, Etc. 
 
 Five Mile... 
 Fish Hook. 
 
 Long Crossing. 
 Pine Tree 
 
 Monumental ... 
 False Palouse. 
 
 Palouse , 
 
 Texas 
 
 Diamond Point 
 
 Below Penewawa. 
 
 Above Penewawa 
 (I 
 
 Almota 
 
 Upper Log Cabin. 
 Little Pine Tree... 
 
 Steptoe 
 
 Lewiston 
 
 CI rt- 
 
 . 
 
 atio 
 ove 
 leve 
 
 IS.-1 
 
 &^$ 
 
 g-ig 
 
 S DO 
 
 p, 
 
 FEET. 
 
 FEET. 
 
 342. 
 
 2.65 
 
 360. 
 
 2.67 
 
 368.8 
 
 2.67 
 
 398. 
 
 3.35 
 
 406. 
 
 3.03 
 
 414. 
 
 3.03 
 
 422. 
 
 3.03 
 
 442. 
 
 2.28 
 2.28 
 
 448. 
 
 460. 
 
 2.28 
 
 462. 
 
 6.67 
 
 465. 
 
 1.16 
 
 467* 
 
 2.81 
 
 487i 
 
 7.22 
 
 500* 
 
 12.50 
 
 504. 
 
 5.42 
 
 523* 
 
 1.68 
 
 530* 
 
 2.74 
 
 537. 
 
 2.74 
 
 557. 
 
 2.51 
 
 580. 
 
 2.54 
 
 585. 
 
 2.51 
 
 589* 
 
 2.94 
 
 618* 
 
 2.94 
 
 621* 
 
 4.16 
 
 638. 
 
 2.81 
 
 686. 
 
 2.81 
 
 692. 
 
 2.ai 
 
 722. 
 
 2.81 
 
 IMPKOVED., 
 
 1879, 1882, 1884 
 1879 
 
 1877, 1879"" 
 
 1880,1881"" 
 1882 
 
 1882 
 
 1881,1882 
 
[ 121 ] 
 
 From Celilo to Lewiston, on the Snake, is 226 miles. Of late years 
 steamers have gone above Lewiston, and have also gone on the Col- 
 umbia, from the mouth of the Snake to "Priest's Rapids, 73 miles. 
 These lapids are a complete barrier, and cut off 150 miles of navigable 
 river above them. The reaches of the river, above this, have 400 
 miles of navigable river, which will be used in time. All work done 
 upon the river is permanent, and the removal of rocks has widened 
 and deepened the channel, and been of great value to navigation. 
 
 The total amount appropriated for this work, since 1872, has been 
 $216,000. 
 
 In 1884, six steamboats, of tonnage from 100 to 350 tons, navigated 
 the upper Columbia and Snake Rivers. The principal receipts at 
 Portland, Oregon, from this region, in the fiscal year 1883-4, were: 
 
 ABTIOIiES. 
 
 Wheat, centals 
 
 Flour, barrels 
 
 Bran and Millstuff, pounds 
 
 Wool, pounds 
 
 Hides, pounds 
 
 Flax Seed, sacks 
 
 Cattle, Sheep, Horses, and Hogs. 
 All other Articles 
 
 Total Value. 
 
 2,057,746 
 
 175,477 
 
 1,842,566 
 
 7,539,801 
 
 939,309 
 
 33,222 
 
 26,617 
 
 $3,174,830 
 
 769,302 
 
 22,825 
 
 1,116,665 
 
 84,560 
 
 96,075 
 
 383,525 
 
 22,083 
 
 $5,669,865 
 
 During the same year the imports and exports, by steamboat, to 
 and from Snake River points, amounted to 30,260 tons, wheat, flour 
 and feed, and flax seed, being the principal items. 
 
 THE MIDDLE COLUMBIA. 
 
 ^The Dalles separate the Columbia into two reaches. The total 
 fall from Celilo to the City of the Dalles, a distance of 13.6 miles, is 
 56.6 feet, at extreme high water, 61.7 feet at mean high water, and 
 81.4 feet at extreme low water. Surveys and estimates have been 
 submitted for a canal around the Dalles, as follows : 
 
 Low water project; canal and locks $7,673,495.51 
 
 High water project; Celilo Falls canal, and 
 
 open river below that 2,842,848.20 
 
 From Celilo to the Cascades is a distance of 50 miles, and the com- 
 pletion of the canal at the latter places will not benefit commerce 
 until the Dalles are passable. At present freight is transferred, of 
 necessity, at either end of this combined barrier. As yet, nothing 
 
 2. 1882, in, p. 2692. 
 
[ 122 ] , 
 
 has been done towards the improvement o^ the Dalles. From a study 
 of the history of similar obstructions in the Eastern States, it must 
 be evident that the United States will be expected to do this work, 
 sooner or later, when expediency authorizes it, and that the Cascades 
 canal can not be of service until the Dalles are passable. Steamers 
 have gone down the Dalles Rapids at high water, but none have at- 
 tempted to ascend. 
 
 Steamers have been in use on the Middle Columbia connecting the 
 portages at the two rapids, and four barges were so used in 1882. 
 
 CANAJL, AT THE CASCADES. 
 
 The barrier known as the Cascades is the termination of the navi- 
 gation on the lower Columbia. The first government survey for a 
 navigation improvement here was made during low water of 1874. 
 This survey developed a, fall in the main rapid of 2 1 feet, and an 
 additional fall of 16.3 feet distributed over the next five miles. 
 Engorgement of the channel, high velocity, and rocky bed and pla- 
 teau adjoining, were the main features. A high water examination, 
 made in 1876, showed an upper fall of 15 feet, an additional fall of 
 29.2 feet, and a current of 15 miles an hour at the gorge, next below 
 the middle landing. These surveys showed that a high water canal 
 would be a much more difficult and expensive undertaking than a low 
 water one. A canal plan prepared from the last survey under the 
 direction of Maj. J. M. Wilson, in charge, provided for a lockage around 
 the main rapid at all stages, and a crib work break-water 4,050 feet 
 in length, and 25 feet above low water was to extend below the locks. 
 With modifications this plan was adopted by the Board of Engineers 
 for the Pacific coast, and a contract was let October 19, 1878, for the 
 first work of excavation and masonry. This contract remained in 
 force until November 20, 1879. Since that time work has been carried 
 on by hired labor under the government. 
 
 The situation is one that has made work costly, and the surroundings 
 and circumstances are different from those of eastern rivers. Day 
 labor has alwa,ys been, and is expensive. Excessive rainfall ; for the 
 fiscal year 1880 amounted to 96.4 inches ; 19.6 inches in January, 1880; 
 and the annual rises are marked features. The rise of 1880 reached 
 41.9 feet at the head, and 53 feet at the foot of the canal, above low 
 water. Consequently in excavation, and in the structure for the exten- 
 sion of the lower end of the canal, much trouble occurred. In this rise 
 1,322 feet of the protecting embankment had been built, and it was 
 noted that the velocity of the current of the river at 12 feet from 
 the water line was as great as 11.4 miles per hour, and about 25 feet 
 from the water line 16.7 miles. 
 
 A Board of Engineers, consisting of Lieutenant-Colonels Stewart, 
 Williamson and Mendell, and Majors Weitzel, Houston and Gillespie, 
 the last now in charge, considered the subject again. In the light of 
 the experience of construction, and reported November 13th, 1880, 
 
[ 123] 
 
 * that the medium and high water navigation of the river just below 
 the canal was impracticable, and that the rempval of rock reefs in 
 that section should be done before the canal work, on account of the 
 relation therewith, and to the further benefit of low water navigation. 
 The board also acted upon other local points, and called especial atten- 
 tion to the fact that final plans and estimates could not be formed until 
 further experience gave good data. A single lock was proposed, 462 
 x90 feet, with a lift of 24 feet, the gate openings to be 70 feet. A 
 guard gate at the head of the canal to exclude high water, would, 
 with the one lock, provide for navigation to a 20 foot stage. The 
 modified project was approved by the Chief of Engineers and the 
 Secretary of War. . The estimate made for this work in 1882 was 
 $1,920,397. The work below the canal was continued, and the removal 
 of rocks and reefs carried on in successive years to the improvement 
 of navigation at stages above low water, to a reading of about 30 feet. 
 This work has been difficult, and dangerous, and tedious, but not 
 being finished as yet, the points depending upon it, notably the low 
 water surface below the canal, are yet undetermined. 
 
 *The dimensions of the canal are as follows : 
 
 Total length, 7,200 feet; width at bottom, 90 feet; length of rock 
 excavation, 3,150 feet; width of guard lock at head, 70 feet; depth 
 on mitre sills, 8 feet: length of breakwater, 4,050 feet; width of crib 
 of breakwater at bottom, 30 feet; at top, 12 feet. 
 
 In construction, the first excavation was for immediate use in build- 
 ing a protection embankment on the river side, between the guard 
 gate and lock. It- was to be 60 feet high; exterior slope, 1 : 2.5; inte- 
 terior, 1:1.5; the crown was to be 130 feet from and parallel with 
 canal axis. The first year's flood proved it to be .secure. The flood 
 of 1880 showed that the crest should be raised, which was done. In 
 1881, the lock pit was enclosed by constructions, and the embankment 
 was prolonged by a dry stone wall, with concrete hearting, to avoid 
 contraction of water way, and yet keep flood water out ot the canal 
 prism. A bulkhead connected. this wall with the wall around the 
 lock pit. In this way floods were kept out of the canal prism and lock 
 pit; and excavation and construction have since then gone on as fast 
 as circumstances and funds would permit. Exhaustion of funds sus- 
 pended work Feb., 1882; until after the passage of the act of Aug. 
 5th, 1882. The protection wall, which was to extend the canal in its 
 lower portion, was placed in part, in excavated trench, timber cribs 
 to 1 foot below low water, dry stone wall above it. Of this, 781 feet 
 on river side finished in 1883. Also, 300 feet of side wall of canal 
 prism on right side at head of canal ; and excavation for opposite 
 wall in same year, finished in 1884, to 492 feet. Left bank at lower 
 entrance sloped and paved. Preparation of stone for lock, and exca- 
 vation are in progress. Bed robk is found 5.9 feet below extreme low 
 water at the foot of the lock. 
 
 3. a881, III., p. 2573. 4. 1879, II., p. 1849, '" 
 
[124] 
 
 Major Gillespie was succeeded in charge by Captain Powell, in 
 July, 1881. 
 
 Total amount appropriated June 14th, 1876, to July 5th, 1884, 
 $955,000. 
 
 Expended to June 30, 1884: 
 
 In surveys, land, plant, and construction $661,495.24 
 
 River improvement below canal, drill scow, etc.. 80,770.84 
 
 Tow boat in use for whole work 38,985.49 
 
 Construction and outfit of bowlder dredge 18,000.53 
 
 $799,252.10 
 
 LOWER COLUMBIA. 
 
 Appropriations have been made, bea;inning with 1866, and aggre- 
 gating $605,365 for the lower Columbia, and lower Willamette 
 Rivers. These have been expended, in the lower Willamette, to the 
 city of Portland, and on the bars near the mouth of that river as it 
 flows into the Columbia. Although this is a tidal river, improvement 
 of it has been complicated with the floods from the Columbia, prin- 
 cipally, which carry sediment across the mouth of the Willamette to 
 the damage of navigation over that bar. The snow flood of 187^, the 
 highest, was 28.2 feet above low water at Portland. Continuous 
 dredging, for years, was intended to secure from 17 to 19 feet of water 
 over Swan Island, Post Office, Saint Helen's, and the bar at the 
 mouth of the Columbia. This temporary improvement was supple- 
 mented, in 1873, by a dam built across Percies' Slough, an arm of the 
 Columbia, to keep the floods of the Columbia from crossing the 
 Willamette. In 1179, pile dams with waling timbers, and filled with 
 fascines and stone, were built across the Willamette, and Coon Island 
 Sloughs in the same vicinity, for contraction purposes, and the head 
 of Coon Island was revetted. 
 
 WHEAT FLEETS REPOETED AT PORTLAND, OREGON. 
 
 
 1876 
 
 1877 
 
 1878 
 
 1879 
 
 1880 
 
 1881 
 
 1882 
 
 1883 
 
 1884 
 
 A vvi vfci 
 
 59 
 
 62 
 
 77 
 74 
 
 56 
 67 
 
 79 
 82 
 
 79 
 61 
 
 155 
 164 
 
 67 
 71 
 
 78 
 
 
 88 
 
 
 
 THE UPPER WILLAMETTE. 
 
 "The Willamette River rises in the Cascade Range. It is navi- 
 
 — 5. 1880, III, p. 2280. 
 
 > gable during winter and spring, for boats drawing three feet, to 
 Eugene City, 184 miles from its mouth, and for boats of lighter draft, 
 to Corvallis, 127 miles, since improvement, during summer and fall. 
 
[ 125 ] 
 
 The most impoytant aid to the navigation of the Willamette, as 
 connecting the upper river with the lower, and with the Columbia, is 
 the canal and locks at Oregon City, 12 miles above Portland, opened 
 to traffic January 1st, 1873. There are four lifts, and a guard lock, 
 with an aggregate height of 39.75 feet, in a length of 3,100 feet. The 
 locks are 210 feet long, 40 wide, and have a depth on the mitre sill, 
 at low water, of three feet. 
 
 The improvements made by the government have consisted of re- 
 moval of drift, blasting off ledges of rock, building of wing and 
 closing dams, and scraping off the crests of gravel bars. Besides the 
 removal of snags, which has been carried on as high as Harrisburg, 
 149 miles from Portland, work on the bars has been confined to the 
 section below Corvallis. The principal bars, distances, and work 
 done, are as follows: 
 Names, and character of work done. Miles above Portland. 
 
 Rock Island, rock excavation 16 
 
 Polally, closing dam 18 
 
 Yamhill, wing dam 40j 
 
 Union, " " 50 
 
 Beaver, " " 59J. 
 
 Lone Tree " " 60 
 
 McCloskey's Chute, wing dam 62 
 
 Eola, wing dam 73 
 
 Rocky Rapid, rock excavation 76 
 
 Humphrey's Rapid, rock excavation and wing dam 84 
 
 Long Crossing, wing dam 87 
 
 Buena Vista, wing dam and scraping 90 
 
 Lower Fickels, wing and closing dams 95 
 
 Upper Fickels, wing dam 96 
 
 Pine Tree, wing dam and scraping 100 
 
 Bowers, wing dam 107 
 
 Half Moon, wing dam 110 
 
 Stewart's....'. Ill 
 
 Previous to improvement, navigation was practically suspended 
 above the mouth of the Yamhill, 40 miles above Portland, for three 
 months yearly, during low water; now, steamers can reach Corvallis 
 at all times, with from 35 to 40 tons freight, and return with lOO tons. 
 The systematic and persistent removal of drift, and the mainte- 
 nance of the dams are necessary. The Total amount appropriated 
 1871-1884, 1145,500. 
 
 TRAFFIC THEOUGH THE WILLAMETTE LOCKS. 
 
 Freight down, tons 
 
 Freight up, tons 
 
 Lumber down, feet 
 
 Passengers down, number. 
 Passengers up, n umber 
 
 1879. 1882. 1883. 1884. 
 
 10,873 
 
 8,857 
 
 45,962 
 6,856 
 
 26,601 
 4,300 
 
 4,128 
 3,8i6 
 
 28,632 
 
 3,380 
 
 800,520 
 
 4,113 
 
 4,807 
 
[126] 
 
 Upon the Cowlitz River, emptying into the lower Columbia; the 
 Chehalis, emptying into the Pacific; and five small rivers, with un- 
 fortunately long Indian names, flowing into Puget Sound, have been 
 expended $44,000, since 1880, in the removal of snags. In the 
 absence of wagon roads, these rivers furnish an aggregate of 310 
 miles of passable lines of communication. The lower parts of the 
 valleys are adapted to agriculture ; in the upper portions are timber,' 
 and reported veins of coal and iron. The sections tributary to the 
 rivers, are growing in population and business. 
 
 SACRAMENTO EIVBR, CALIFORNIA. 
 
 * A survey was made in 1879 of the Sacramento River, California, 
 from the mouth to Red Bluffs, the head of the navigable river. 
 The river below Colusa, 163 miles, is between sedimentary banks 
 with' sufficient power of resistance, and as far as Sacrameto City, 57 
 miles, feels the influence of the tide. To this point 8 feet can be 
 carried at low tide and low stage of the water. From this point to 
 the mouth of the Feather River, 21 miles, although obstructed . by 
 shoals, the class of boats in use are able to pass. The Feather River 
 brifigs the great mass of mining detritus into the Sacramento. The 
 next reach of 85 miles to Colusa is fairly good, and with a permanent 
 channel for boats of 3 feet draft. For 200 miles the lower Sacra- 
 mento receives no stream, directly, from the west, and is bordered 
 throughout this distance, on the west, by a belt of land lying. some 
 feet below the high water level ; thus forming a basin for the moun- 
 tain drainage. This water finds its escape, as the river falls, through 
 sloughs, which do not however carry heavy material to the river bed. 
 A similar basin borders the river on the east for many miles above 
 the mouth of the Feather. Above Colusa, the river shifts more or 
 less with every flood, and upon its subsidence the navigable channel 
 is found in many places to have changed position. There is an al- 
 luvial and shifting bottom, lying between hard and permanent banks, 
 some mile and a half or less apart, and about high water level. This 
 alluvial bottom is heavily timbered. Many tributaries of high fall 
 bring large quantities of gravel to the stream. One, Stony Creek, 
 drains an area of 600 square miles of mountainous territory, and is 
 subject to enormous floods estimated to be as high as 80,000 cubic 
 feet per second, which is a good flood rate for the main river. The 
 river slope itself is high, and the river broken into pools by rapids of 
 steep declivity. The principal details are : 
 
 6. 1880, III, p. 2237. 
 
[127] 
 
 LOCALITIES. 
 
 New York Landing, Suisun Bay 
 
 Rio Vista 
 
 Head of Grand Island 
 
 Haycock Shoal 
 
 Sacramento City 
 
 Mouth of Feather River 
 
 Knights Landing '. 
 
 Winn's Landing 
 
 Colusa .'. 
 
 Caldens Landing 
 
 Princeton 
 
 Foot of Pike's Cut-off 
 
 Jacinto 
 
 Bidwell's Landing 
 
 Foot Sam Soule Bar 
 
 Head Sam Soule Bar 
 
 Head of Gazette Chute 
 
 Merritt's Wheat Laading 
 
 Head of Captain James' Rapids. 
 
 Foot of Tehama Rapids — 
 
 Head of Tehama Rapids 
 
 Foot of Saw Mill Rapids 
 
 Sacramento Bar 
 
 Last Ch an ce 
 
 Red Bluff. 
 
 Distance. 
 
 Elevation. 
 
 Miles. 
 
 Feet. 
 
 00 
 
 00 
 
 16.8 
 
 1.01 
 
 30.6 
 
 4.66 
 
 47.6 
 
 7.40 
 
 57.3 
 
 9.35 
 
 78.0 
 
 16.00 
 
 107.0 
 
 20.00 
 
 128.0 
 
 27.00 
 
 163.0 
 
 43.20 
 
 175.5 
 
 54.25 
 
 185.7 
 
 66.90 
 
 196.5 
 
 80.22 
 
 203.0 
 
 92.66 
 
 224.5 
 
 127.80 
 
 231.4 
 
 134.49 
 
 232.0 
 
 139.23 
 
 240.6 
 
 156.66 
 
 243.4 
 
 159.29 
 
 252.9 
 
 186.23 
 
 256.7 
 
 192.66 
 
 267.7 
 
 200.56 
 
 260.5 
 
 202.77 
 
 265.6 
 
 220.67 
 
 271.9 
 
 236.73 
 
 275.7 
 
 244.64 
 
 fall per 
 mile. — feet. 
 
 00 
 .061 
 .263 
 .160 
 .201 
 .325 
 .138 
 ,328 
 .177 
 .872 
 1.24 
 1.23 
 1.92 
 1.63 
 .97 
 7.53 
 2.02 
 .92 
 2.83 
 1.66 
 8.41 
 .79 
 3.47 
 2.57 
 2.05 
 
 Below Princeton bar there is 3 feet in the channel ; above that in 
 1879, were found 20 to 30 inches on the bars to Sam Soule bar where 
 only 14 inches were found, and 18 to 30 inches on the bars above 
 that. The trade of the upper river is principally the towing of 
 wheat barges, which when loaded, carry 500 to 600 tons, on 4 or 5 
 feet of water. Low water lasts about three months just after harvest. 
 The worst immediate enemy of navigation is snags which have been 
 removed when funds allowed since 1876, the date of the first appro- 
 priation of $15,000. 
 
 The drainage area of the basin is more than 20,000 square miles, 
 and high mountains form it in the greater part. Low water discharge 
 at Sacramento City, 6,000 cubic feet per second. The Feather and 
 American supply about 2,000 feet per second ; 200 of which come 
 from the American. 
 
 Efforts for improvement beg^n with the removal of snags, but the 
 overpowering influence upon the Sacramento and San Joaquin Rivers, 
 of the immense quantity of mining detritus brought from the moun- 
 
[ 128 ] 
 
 tainous mining region by sqiall tributaries, brought that question 
 prominently up. Lieut.-Colonel Mendells' first report on the sub- 
 ject/ January 10th, 1881, shows the areas, causes and results to be 
 expected, and suggested brush reservoir dams to restrain this detritus 
 from the navigable rivers. 
 
 This preliminary report of 25 pages was afterwards replaced by a 
 full report of Lieutenant-Colonel Mendell, dated February 2d, 1882. 
 * In this the description of the mining belt, and its drainage, is sup-r 
 plemented by ftiU particulars of hydraulic mining industry, viewed 
 in all lights. The natural denudation of the California valleys is 
 compared with that ot other valleys in the world, and the influences 
 of the mining processes explained in detail. Remedial measures are 
 then discussed in all lights, and recommendations'made for systems 
 proposed. Maps and drawings are given, and the data upon which 
 the report is based. The report covers 94 octavo pages, and would 
 seem to supply all information needed for the action of Congress. 
 
 Operations for the improvement of the Sacramento and Feather 
 Rivers continued as indicated, until the passage of the act of 1882, 
 which gave $250,000 for the improvement of these rivers. The de- 
 partment decided that this sum could not be used for the impounding 
 of detritus upon these rivers, which decision was sustained by the 
 action of Congress in the act of 1884, which in giving $40,000, pro- 
 vides, "that no part of this sum, or of the money now on hand to the 
 credit of this fund, except what may be necessary for snagging or 
 dredging operations, shall be used, except for building a first-class 
 dredge boat, until the Secretary of War shall have been satisfied of 
 the cessation of hydraulic mining on said rivers and their tributaries." 
 The building and operation of a snag boat, which was also employed 
 to scrape the bars on the upper Sacramento, has been of material ad- 
 vantage to navigation, which above Colusa would have been impossi- 
 sible without it. 
 
 There are three lines of steamboats operating upon the Sacramento, 
 and statistics, incomplete during some years, are given. 
 
 Tons of freight moved upon Sacramento River: 1879, 200,925: 
 1881, 279,659; 1882, 164,600; 1883, 107,554; 1884, 240,485. 
 
 Aggregate appropriations for the Sacrameuto and Feather Rivers, 
 $445,000; of which there had been expended up to June 30, 1884, 
 1194,963.34. 
 
 SAN JOAQUIN RIVER. 
 
 The appropriations for this river have been expended chiefly in 
 dredging in Stockton Slough, and elsewhere within tidal limits of 
 the lower river. Besides this, snags have been removed upon . the 
 upper river, and some brush dams built. 
 
 Nothing is given as to the commerce of the upper river. 
 
 7. 1881, III, p. 2485. 8. 1882, III., p. 2543. 
 
[ 129 ] 
 
 CHAPTER XIII. 
 
 LOWER MISSISSIPPI RIVER — PLANS FOR IMPROVEMENT AND SURVEYS. 
 
 The first expression of opinion on the subject of the improvement 
 of the low water navigation of the Mississippi River below. Cairo, 
 other than Captain Suter's report of 1875, was by a board of engineer 
 oificers constituted by the order of General Humphreys, Chief of 
 Engineers, July 8th, 1878. This board, composed of Colonels Bar- 
 nard and Tower, Lieutenant-Colonel Wright, and Majors Comstock 
 and Suter, reported January 25th, 1879, and their report is concurred 
 in by the Chief of Engineers. 
 
 The chief sources of information on the subject were at that time 
 Humphreys and Abbot's report on the Mississippi, Captain Suter's 
 report of 1875, and his map, and an early reconnoissance by Topo- 
 graphical Engineer Officers. Surveys of limited parts of the. river 
 had been made, and a survey was in progress under the Engineer 
 Department. From these data a briel description of the river was 
 given. From Cairo to the Gulf of Mexico, a distance by. the river 
 of 1,100 miles, the Mississippi ilows in an alluvial plain, subject to 
 overflow at the highest stages of the river, the width of the plain being 
 30 to 40 miles. Numerous curved lakes, evidently once bends in the 
 river, and separated from it by cut-offs, and subsequent silting up of 
 their ends, are scattered along the banks. They are sometimes miles 
 from the river, thus indicating how unstable it is and how widely it 
 has wandered. The rivfer is almost a continuous series of bends, 
 whose concave portions are alternately on tte right and left banks of 
 the river. The radius of the concave part of the bend is rarely less 
 than a mile, and a long bend is usually about two miles, sometimes 
 rising to three miles for bends of 180°. The water next to the con- 
 cave bank is invariably deep where the thread of water of the greatest 
 velocity follows that bank at low river. The convex side of each 
 bend usually has a sand bar running tar out from the high water shore 
 into the river. 
 
 Wooded islands of large area are frequently included between the 
 arms of the river, and, where it is wide, sand bars or sand islands, 
 whose areas reach hundreds of acres, may fill the spaces between the 
 high water banks abandoned by the water. Layers of gravel are fre- 
 quently found on these bars. The material of the banks, where bluffs 
 do not reach the river, is sand, sandy clay, and sometimes a little gravel. 
 Many of the concave bends are receding under the action of the river, 
 a recession of 300 feet per year not being extraordinary. On the left 
 bank, bluffs reach or approach the river in many places ; on the right 
 bank, at but one. The following data are from Humphreys' and 
 Abbot's report : 
 
 1. 1879, II., p. 1008. 
 9 
 
[130] 
 
 Ohio Eiver to Arkan's River, high water 
 
 u it li (t " low " 
 
 Arkansas River to Red River, high *' 
 
 ' low " 
 
 (( (( IC 
 
 Area. 
 Square feet 
 
 191,000 
 45,000 
 
 199,000 
 54,000 
 
 Width. 
 Feet. 
 
 4,470 
 3,400 
 4,080 
 3,060 
 
 Maximum 
 Depth. 
 
 Feet. 
 
 87 
 49 
 96 
 56 
 
 Maximum range between high and low river at Cairo is 48.4 feet; 
 at Memphis, 37.1 ; at Vicksburg, 48.3; and at Natchez, 51.5 feet. 
 High water slope between Cairo and Columbus is ,0.571 foot; low 
 water, 0.381 foot per mile. Between Natchez and Red River Landing 
 the high water slope is 0.266 foot per mile; low water slope, 0.150 
 foot per mile. In 1858 the maximum river discharge at Columbus, 
 Kentucky, waw 1,403,400 cubic feet per second, and the minimum 
 128,670 cubic feet. In 1881, observations under the M. R. C. gave 
 1,603,215 for the greatest, and 156,145 as the least discharge in a 
 year. 
 
 In 1851-2, at Carrol Iton, the maximum value of the ratio by weight 
 of sediment to water carrying it, was 1-681 in June ; the value of this 
 fraction was 1-6381 in October, a minimum. In 1879-80 these frac- 
 tions were 1-793, and 1-4545 in December and October respectively. 
 
 At Columbus, in 1858, these fractions were 1-670 and 1-7152. 
 That year the highest mean velocity at Columbus was 8.47 feet per 
 second ; on June 17th the highest observed velocity in any section, 
 11.1 feet; and on October 16th the lowest mean velocity was 1.50 feet. 
 In 1882 the highest mean velocity was 8,137 feet, and the lowest 
 1.50 feet. 
 
 At Vicksburg, in 1858, the highest mean velocity was 7.04 on May 
 28th ; the least 3.01 on October 25th. Observations in 1882 at Helena, 
 Arkansas, Hays' Landing, Mississippi, and Red River Landing, Lou- 
 isiana, gave 6,847, 6,292, and 6,778 as maximum mean velocity read- 
 ings ; and 2,734, 2,284, and 2,141 feet for lowest mean velocities. 
 The high mean velocities are ample to account for the eroding action 
 of the river upon the banks and bed. The observations of 1882 by 
 the M. R. C. give for— 
 
 LOCALITIES. 
 
 High Water 
 Section. 
 
 square feet. 
 
 Low Water 
 
 Section, 
 square feet. 
 
 Columbus, Kentucky 
 
 Helena, Arkansas 
 
 Hays Landing, Mississippi, 
 
 Red River Landing 
 
 CarroUton, Louisiana 
 
 197,020 
 241,131 
 168,791 
 251,360 
 167,126 
 
 97,235 
 59,075 
 86,211 
 98,674 
 131,220 
 
[ 131 J 
 
 In a river that rises 40 to 50 feet, there is of course ample depth at 
 the higher stages. When the river falls, the depth may be good in 
 the bends, and bad at the crossings. The first diificulty at a shoal 
 crossing may be found when the river is still 6 to 10 feet above low 
 water mark, the bars filling at high and cutting at the low stages, (as 
 already quoted). Upon these crossings the river may shift its channel 
 several tim'es during low water, giving uncertain and dangerous navi- 
 gation, or not being sufficiently concentrated, may not have the power 
 to cut a sufficient channel through the high water deposit. Ordin- 
 arily the shoal places are where the river, being wide, the channel 
 makes a crossing ; but shoal water, may occur in the straight reach 
 connecting two concave bends on the same bank, when this straight 
 reach arises from the gradual filling up of a concave bend, as some- 
 times occurs. 
 
 From these and other known data, some conclusions are drawn in 
 general terms, as controlling any system for the improvement of the 
 low water navigation of this portion of the river : 
 
 1st. There is ample depth of water at low river whenever the low 
 water width does not exceed about 3,500 feet. 
 
 2d. There is ample depth whenever the thread of the current fol- 
 lows a well marked concave high water bank. 
 
 3d. Low water navigation may be bad in those reaches approxi- 
 mately straight, connecting the deep pools under two concave banks, 
 if the width of the low water river in this reach largely exceeds 
 3,500" feet. 
 
 Another element of great importance in the problem of improving 
 the navigation of the river, is its great instability. The general 
 movement of the entire bed is constant and within large limits. In 
 many of the bends the concave banks are cutting out, while the op- 
 posite points are extending. While high water velocities are ample 
 for cutting the banks in some cases eroding or caving is largely accel- 
 erated by another action. 
 
 The river water penetrates the sand strata of the river banks to 
 considerable distance ; returning, when the river falls, carrying sand 
 with it, it allows the overlying strata to fall and cave from lack of 
 support. Caving at the rate of 200 or 300 feet a year is not unusual, 
 and these amounts are sometimes much exceeded. This material, 
 once in the river, contributes additions to the bars, and points, to the 
 injury of the navigable channel. Captain Suter's report of 1875, 
 states that there are forty-three places between Cairo and the mouth 
 of the Eed Eiver, where low water depth of less than 10 feet may be 
 found, and thirteen where there may be less than five feet. 
 
 If, then, where the river is now wide and shoal, it can be aided to 
 take a less width, a greater depth may be expected to result, provided 
 that the bed of the river, at these shoal places, is not too hard to be worn 
 away by .the. river;., current. Closure of " chutes," or high water 
 channels, may be necessary, if they remain open at low water. 
 
[132] 
 
 While no case is known of an attempt to regulate a river of the 
 size of the Mississippi, to improve its navigation, it is possible that 
 great silting may be produced by slight works, and inexpensive 
 means, as shown by experiments upon the Missouri by Major Suter. 
 At points where the river is already on the point of building up a 
 shoal, great changes may be easily produced. The proposed works 
 should giye the low water channel a curvature like that on the river 
 which does not produce much caving, and in straight reaches a width 
 of about 3,500 feet. 
 
 If necessary to control the river, where the forces in operation are 
 directly opposed, great and costly works may be necessary. In the 
 absence of detailed surveys, it is impracticable to do more than make 
 rough estimates; and, indeed, the river is so changeable that any 
 detailed plans might have to be entirely changed before their execu- 
 tion could be completed. 
 
 Protection of caving banks will be needed to a distance above any 
 improvement, sufficient to remove any danger of the river abandoning 
 a route assigned to its low water channel, or of damaging the works 
 by getting in their rear. To thoroughly regulate the river, caving, 
 even in those bends which have deep water on the crossing below 
 them, should be stopped, that the river may not change its position 
 for the worse. This protection can be effected by mattressess ; where 
 the water is very deep it will be expensive ; but at first it can be 
 omitted until experience shows when and how to do it. 
 
 The main question is one of cost, which can only be determined by 
 experiencie upon a bad reach of the river. Such an one as the Plum 
 Point reach, 160 miles below Cairo. This reach is about 20 miles in 
 length, and in many places, at low water, has a width of IJ miles. 
 The case is made worse by the fact that at one place a concave bend 
 is filling up. 
 
 Should works of a slight character, — such as hurdle work, brush 
 ropes, and light brush dikes, whose object is to make the river drop 
 its sediment, — and thus build its controlling works, — be used suc- 
 cessfully, yet the cost of obtaining ten. feet of water at low river, upon 
 this reach, cannot be less than $600,000; and if more substantial 
 works are required, this may be tripled. 
 
 This narrowing and limiting of the low, water river should be 
 attempted first by these slighter constructions. 
 
 EFFECT OF A PERMANENT LEVEE SYSTEM ON THE MISSISSIPPI 
 BELOW THE MOUTH OF THE OHIO EIVEB. 
 
 ''A report upon this subject, by the board of five engineer officers 
 convened to report upon the low water navigation of the Mississippi, 
 was made January 25th, 1879, and the views and conclusions of the 
 board concurred in by General Humphreys, the Chief of Engineers. 
 
 2. 1879, II, p. 1015. ~ ' 
 
[ 133 ] 
 
 GENERAL CONCLUSIONS. 
 
 1st. The levees, where they have been permanently established, 
 do, to a certain extent, afford protection and give needed facilities to 
 commerce and navigation, and were they permanently established 
 throughout the river, they would doubtless develop a large additional 
 commerce, and afford the facilities just mentioned, for its transaction. 
 
 2d. Levees have no direct action except when the water is high, 
 nevertheless a connected levee system begins to act before the stage 
 of actual bank overflow is reached, by closing the numerous creeks 
 or bayous of the great swamp basins, which would otherwise begin to 
 draw water before the higher stages were reached. This is the more 
 usual extent of its action, and the confining in one channel of this 
 water, in ordinary as well as flood years does, in a general way, tend 
 to deepen the bed. On the other hand, levees closely adhering to the 
 river banks, which in all high stages would confine the water, which 
 now escapes into the swamps, would, by an increased current action, 
 accelerate the caving of banks in the bends, and enhance the insta- 
 bility of the bed. The great obstacle to the improvement of low 
 water navigation, and to maintaining a levee system is one and the 
 same, for both, that is, the instability of the river from the caving of 
 its banks. 
 
 Under the act of June, 1874, a commission, consisting of Majors 
 Warren and Abbot, and Captain Benyaurd, of the Corps of Engin- 
 eers, and Messrs. Jackson E. Sickles and Paul O. Sebert, were ap- 
 pointed by the President to investigate and report a permanent plan 
 for the reclamation of the alluvial basin of the Mississippi. * The 
 report o^ this commission, dated January 18th, 1876, necessarily con- 
 tained much matter pertaining also to navigation, and which con- 
 stantly recurs in connection with the improvement, or plans for it of 
 the lower river. Therefore we find in it, data, and theories upon cut- 
 offs, diversion of tributaries, reservoirs and outlets, besides the main 
 subject of levees. The commission express the belief that facts do 
 not justify a statement that the effect of embanking a river is to con- 
 fine the sedimentary matter to the channel in such a manner as to 
 ultimately raise the bed, and with it the high water mark ; they also 
 disclaim the opposite theory that by thus confining within its own bed 
 the flood volume of the river will rapidly excavate the channel and > 
 prevent any permanent increase in the high water mark. Facts do 
 not support either theory. Full descriptions are given of levees, his- 
 tory, condition and needs, and a plan of reorganization proposed. In 
 connection are given an analysis of floods later than 1858 ; minute 
 details of the levees in the different states ; statistics, gauge records 
 and flood heights of many tributaries, and all that is needed to make 
 this report of 142 pages of great historical value when the levee ques- 
 tion comes up on its own merits, as it will some day. 
 
 a 1875, 1., p. 536. 
 
ri34] 
 
 The act of Congress approved June 28th, 1879, creating the Missis- 
 sippi River Commission, provides that three members, one of whom 
 shall be the President of the Commission, shall be selected from the 
 Engineer Corps, one member shall be from the Coast and Geodetic 
 Survey, and three from civil life, of whom two are to be civil engin- 
 eers. The President appointed Lieutienant-Colonels Gillmore and 
 Comstock, and Major Suter; Mr. Henry Mitchell, of the Coast 
 and Geiodetic Survey ; and Messrs. J. B. Eads, B. M. Harrod 
 and Befljamin Harrison. Of these, Messrs. Eads and Harrison have 
 left the Commission, and Messrs. S. W. Ferguson and R. S. Taylor 
 been appointed members. The duties of the Commission were to 
 execute surveys of the river, and to mature such plans and estimates 
 as will permanently locate and deepen the channel of the Mississippi 
 River, and protect its banks ; improve and give safety and ease to 
 the navigation thereof; prevent destructive floods, and promote and 
 facilitate commerce and the postal service. The Commission was also 
 to make a report upon the jetty, levee, and, outlet systems. 
 
 The first report was made March 6th, 1880. *In it the Commission 
 says : The Mississippi River, aside from its great length and wonder- 
 ful and impressive magnitude, and the energy with which it main- 
 tains its tortuous and ever changing route to the sea, ranging over a 
 broad alluvial region of its own creation, does not appear to be char- 
 acterized by any phenomena peculiar to itself. 
 
 Its waters, within the limits of the alluvial district, constantly 
 carry large, though very variable, quantities of sedimentary matter. 
 This is borne along by the current in such a manner that a large part 
 of it is held in more or less constant suspension in the water, while 
 a portion is rolled or swept along upon the bottom. An exact relation ' 
 between the quantity of silt transported or moved along by a 
 stream, and the longitudinal velocity of its current, has not been 
 discerned. Longitudinal velocity, however, is always accompanied 
 by motion in another direction. Without upward motion of the water 
 there can be no continued suspension of sedimentary matter in it. 
 When, on any given reach of the same stream, the velocity is 
 increased, the vertical motion, or silt sustaining power, is also in- 
 creased. It does not follow from this, however, that in different 
 reaches of the same stream, or even in the same reach through vary- 
 ing stages of water, or different seasons of the year, the same velocity 
 of current invariably sustains and transports the same amount or prp- 
 portion of sedimentary water. No fixed relation has been discovered 
 between a volume of water arid the amount of sediment in it, for any 
 observed velocity. The supply of earthy matter is very irregular, 
 varying greatly, from various causes. Any reduction of velocity, by 
 lessening the sustaining power of the water, will tend to cause a 
 deposit of solid earthy matter. Conversely, if the velocity be increased 
 from any cause, a greater amount of silt will be thrown into 
 suspension - ... ... 
 
 4. 1881, III., p. 2719, et seq. 
 
[ 135 ] 
 
 These general principles may be briefly stated as follows : 
 If the norcaal volume of water in a silt bearing stream flowing in 
 an alluvial bed of its own formation be permanently increased, there 
 will result an increase of velocity, and consequently of erosion and 
 silt bearing power, an increase in area of average cross section, and 
 an ultimate lowering of the surface ; and, conversely, if the normal 
 flow be decreased in volume, there will ensue a decrease of velocity of 
 silt transporting power, and mean sectional area, and an ultimate 
 raising of the surrace slope. 
 
 Whatever seems needful to be said on the "outlet" system, which, 
 being one of diffusion and waste, and not of cojrfcentration, does not , 
 commend itself to the Commission, will be found embodied in this 
 report. 
 
 Levees have never been erected upon the banks of the Mississippi 
 except for the special purpose of protecting the alluvial lands from 
 overflow. There is no doubt that the levees exert a direct action in 
 deepening the channel and enlarging the bed of the river during flood 
 periods, by preventing the dispersion of flood waters. There is reason 
 to believe, that during the period when levees were in their most 
 perfect condition, from 1850 to 1858, the channel of the river was 
 better, generally, for purposes of navigation, than it has been since. 
 While it is not claimed that levees are necessary for navigation, it is 
 believed that the repair and maintenance of existing levees will 
 hasten the work of channel improvement, and it is certain that they 
 give ease and safety to navigation, and promote and facilitate com- 
 merce, by establishing banks and landing places above the reach 
 of floods. 
 
 The bad navie;ation of the river is produced by the caving and ero- 
 sion of its banks, and the excessive widths and the bars and shoals 
 resulting directly therefrom. It has been observed in the Mississippi 
 River, and is indeed true of all silt bearing streams flowing through 
 alluvial deposits, that the more nearly the high-river width approaches 
 to uniformity, the more nearly uniform will be the channel dppth, the 
 less will be the variations of velocity, and the less the rate of caving 
 to be expected in concave bends. Uniform depth joined to uniform 
 width, imply uniform velocity ; and this means that there will be no 
 violent eddies and cross currents, and no great and sudden fluctua- 
 tions in the silt transporting power of the current. There will there- 
 fore be less erosion from oblique currents, and no formations of shoals 
 and bars produced by silt taken up from one part of the channel and 
 dropped in another. 
 
 The work to be done, therefore, is to scour out and maintain a 
 channel through the shoals and bars, and to build up new banks and 
 develop new shore lines. It is believed that this can be done by con- 
 tracting the low water channel way to an approximately uniform 
 width of about 3,000 feet. The channel should be maintained in its 
 present location, and no attempt should be made to straighten the 
 
[136 J 
 
 river, or shorten it by cut-offs. The methods of construction will be 
 the hurdle, the open dike, the continuous brush mattress, curtains of 
 wire or brush netting, and other forms of permeable brush dikes, 
 jetties, or revetments. That these methods are practicable is shown 
 by the works already executed upon the Mississippi and Missouri 
 Rivers. 
 
 The plan already proposed by the Board of Engineers for the im- 
 provement of Plum Point Reach is substantially adopted for the 
 initial works proposed there. Estimates intended to cover the con- 
 struction, but not the maintenance, were submitted, amounting to 
 $736,000 for Plum Point Reach, 38 miles long. Five other localities 
 were also selected for initial work. 
 
 Extensive and minute surveys were inaugurated and carried on 
 over the river, resulting in an accumulation of data as to topography, 
 levels, hydrography, discharge, and velocity of current, sediment, and 
 the shape and movements of the bottom of the river, which altogether 
 compose- a comprehensive knowledge of the habits and characteristics 
 of the stream. Equally extensive and accurate information has never 
 been acquired as to any other great river of the world. Some of the 
 facts thus gathered will now be quoted. 
 
 A party made continuous observations over Plum Point Reach for 
 a year, ending October 20th, 1880 : 
 
 Discharge at Fulton. MiUions of cubic feet. 
 
 November 13th to 30th, 1879 324,258 
 
 December, 1879 1,439,809 
 
 January, 1880 2,421,082 
 
 February, 1880..... 1,709,941 
 
 March, 1880 2,838,360 
 
 April, 1880 1,991,222 
 
 May, 1880 1,625,955 
 
 June, 1880 1,179,319 
 
 July, 1880 •. 1,564,509 
 
 August, 1880 594,588 
 
 September, 1880 557,255 
 
 October, 1880 319,241 
 
 November 1st to 13th, 1880 197,151 
 
 Total 16,762,691 
 
 The maximum discharge was March 24th, 1,117,425 cubic feet per 
 second. The low water discharge, 83.260. The vertical velocity 
 curves show that they vary with the force and direction of the wind. 
 For a very heavy down stream wind the curve might become a 
 straight line with considerable inclination to the vertical; for an up 
 stream gale, the retardation of velocity near the surface might be 
 sufficient to render the curve nearly vertical below mid depths. 
 
 The ratios of mean to mid-depth velocities were quite variable. In 
 the observations of February 1st velocities exceeding 5 feet per second 
 
[137] 
 
 were found at three feet above the bottom. Marked irregularities in 
 single velocity observations indicate pulsations already noted upon 
 other rivers. Owing to these, surface velocity curves presented 
 irregularities, 
 
 As to sediment, it is noted that no relation is seen to exist between 
 the mean velocity of the river and the discharge of sediment. Tbe 
 difference between the amount of sediment discharged by the Ohio 
 and that coming from the Mississippi will account for much of the 
 variations in amount of sediment passing; the more, especially when 
 the rivers are in flood at different times. 
 
 The proportion of sediment in river water is as follows : 
 
 The numerator is unity; the denominator 
 
 is given in the table. By weight. By bulk. 
 
 Mean of January observations 1,266 2,405 
 
 February 1 to 26 1,428 2,713 
 
 April 1,206 2,290 
 
 May 1,234 2,334 
 
 June 1,000 1,900 
 
 July 581 1,054 
 
 August 1,075 2,042 
 
 Maximum July 10 - 431 819 
 
 Minimum April 2 3,704 7,037* 
 
 The proportion of sediment transported at mid-depth and bottom, 
 is about the same, at all stages. As the river rises, the proportion 
 found at the surfacp increases, while that at mid-depth and bottom 
 correspondingly decrease. While the sediment is quite evenly dis- 
 tributed over the width of the river, the maximum amount is found 
 in mid-stream. The total discharge for 250 days was 696,730 millions 
 of pounds; the yearly ratio would be 1,017,226 millions of pounds, 
 or enough to cover a square mile 308 feet in height. 
 
 Dredging observations showed that in the bed the chief ingredients 
 were coarse sand, varying from 57 to 75 per cent.; fine sand 12 to 37 
 per cent.; gravel from 5 to 15 per cent. 
 
 The amount of caving banks upon both sides was determined 
 accurately, over ten miles of reach, for the ten months ending October 
 1st, 1880, as following: 
 
 Volume of caved land, cubic feet 119,261,000 
 
 Area, acres 72.6 
 
 Mean depth, in different sections, feet from 21 to 47 
 
 Of the total volume of caving, forty-five per cent, was due to local 
 causes. Fifty per cent, occurred at stages exceeding twenty-five feet 
 above low water, when the average rate of caving- was three times 
 greater than for lower stages. 
 
 Whether the rapid shoaling of the river at the discharge section, 
 at the high stage of March, was general, over the Fulton section, can 
 
[ 138 ] 
 
 not be ascertained, as surveys were not taken at short Intervals. 
 While they show a fill from the beginning to the top of the March 
 rise, they do not show whether this fill occurred gradually, or whether 
 It was more rapid at the higher stage. 
 
 A party made similar continuous observations at Lake Providence, 
 Louisiana, over a reach of nearly ten miles In length, from October 
 31st, 1879, to October 5th, 1880. 
 
 A summary of some of the conclusions reached from these surveys 
 is as follows : 
 
 1st. The bottom of the river Is In an unstable condition, and con- 
 stantly in a state of motion. When, from any cause, the velocity of 
 the current Is suddenly increased, the most rapid erosion takes place; 
 and the greatest deposit occurs, when the velocity is suddenly 
 decreased. 
 
 2d. The transverse ridges forming the bed are most marked in 
 deep water and rapid current, attain a maximum size and rate of pro- 
 gression at the highest stage of the river when at a stand, and have 
 the least dimensions and rate of travel at low water. 
 
 3d. The heavier material Is moved down stream and over the 
 crests of these waves, and at high water the amount Is greatest; or 
 when the velocity has been suddenly accelerated. 
 
 4th. Changes in the form of sand waves are gradual, except when 
 rapid changes In velocity occur. , 
 
 5th. A large amount of material is transported along the bottom. 
 The amount as measured by the progression of the waves Is believed 
 to show only a small part of that actually in motion. Soundings 
 over 23 difierent cross sections showed that an increase of area 'oc- 
 curred, as the river passed from low to medium stage, caused by ero- 
 sion of the bottom, at the upper 17 sections; but this was not the rule 
 for the lower 6, owing to local causes. 
 
 When the river overflowed Its banks in April over the entire reach, 
 a marked decrease of area occurred at nearly every section, and when 
 the river regained its banks in May a scour of the bottom took place, 
 and the material deposited was rapidly eroded. Caving of the banks 
 occurred at both high and low water stage. Between November and 
 May this caving took place to an average width of 125 feet, over a 
 length of 3,800 feet on the left bank. At another part a caving to an 
 average of 103 feet In width occurred. On the right bank a caving 
 over a distance of 5,000 feet to an average width of 175 feet, was the 
 greatest amount reported for the reach. Caving also occurred at 
 other points to a lesser degree. 
 
 From December, 1879, to October, 1880, continuous observations 
 were made at Carrollton, Louisiana, a short distance above New 
 Orleans, and about 100 miles from the Gulf. The river Is here char- 
 acterized by short sharp curves and long straight reaches. Its width 
 averaging about 2,300 feet, Is less and more uniform than at points 
 
[ 139 ] 
 
 above, and the mean depths are correspondingly greater, though by 
 no means uniform, the variations being nearly as great as between 
 Cairo and Memphis. The banks are stable, and are raised above the 
 floods by levees, which run close to and are mainly parallel with the 
 high water lines. The oscillation is about 16 feet, the slope small, 
 though the range of its variations is considerable. The range of mean 
 velocity does not differ greatly from that at other points, being only 
 a trifle less than that noted at Fulton, 60 miles above Memphis, during 
 the same period. 
 
 The average gauge and total discharges are given thus : 
 
 Avurago Total diechnrge 
 
 DATE. 8*nge for for month, in 
 
 taonth, millions 
 
 in feet.- of cnbic fuct. 
 
 December 1879 3.28 12,406 
 
 January 1880 9.86 21,211 
 
 '. 10.56 18,727 
 
 12.61 23,648 
 
 13.48 24,663 
 
 : 12.87 24,309 
 
 7.51 14,407 
 
 7.65 15,237 
 
 3.31 9,961 
 
 1.91 7,625 
 
 1.05 5,884 
 
 1.19 6,074 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 Average stage for the year ,. 7.1 
 
 Average discharge for the year was 582,000 cubic feet per second. 
 
 The means of the surface, mid-depth, and bottom observations of 
 sediment have the ratios 100, 144, and 183, respectively; but indi- 
 vidual observations have a wide ■ range. Moderate change at the 
 bottom, either by scour or filling, is generally accompanied by 
 increase of bottom sediment, while if the action be intense, the naid- 
 depth is also affected. The June rise coming from the Missouri River 
 brings an increase, and an actual discharge of sediment nearly equal 
 the maximum. At other times the variations in the amount of sedi- 
 ment fairly indicate the general action going on in the bottom of the 
 stream. 
 
 The movement of sand waves along the bottom indicates less than 
 one per cent, of the total sediment passing in the whole river, as being 
 carried in that way ; and ninety-nine per cent, of the annual discharge 
 of solid materials will be detected by the usual observations for 
 sediment in suspension. From the plate showing the gauge , record, 
 velocity, and sediment curves, it is seen that from December 21st, to 
 January 31st, an increased gauge reading, and increased velocity, 
 were accompanied by increased sediment only at first, for ten days ; 
 
[140] 
 
 later on, a deposition, or diminished amount, is shown. A long period 
 of nearly uniform velocity and gauge, from March 10th, to May 20th, 
 showed a large decrease, at first, in bottom sediment, and later on, a 
 rapid decrease ; which preceded a rapid fall in the gauge, and in the 
 velocity ; this fall not being accompanied by any change in sediment. 
 After this date the curves show close relations between the three 
 quantities; the sediment in July increasing more rapidly for a slight 
 increase of gauge, arid velocity, than shown by the record for the 
 year. 
 
 In the portion of the river under consideration thp efforts of the 
 stream, and the form of the bed are in comparative equilibrium. The 
 variations, from day to day, are relatively smallj and during the river 
 cycle are compensatory. A diminution in discharging capacity of the 
 channel takes place on the rise from low water, at a point somewhat 
 above mean stage. The capacity thus lost is gradually recovered 
 during the low water period. The first effect of the approaching 
 flood is to impede its own channel, and the impediment outlasts the 
 flood. In its low water condition, the rise and fall of the river are 
 accompanied by a scour, and fill on the bottom, small in amount, 
 but definite. The width of 2,500 feet at Labarre is great enough to 
 permit a pernicious shifting of the current. 
 
 During a survey from Saint Louis Landing to Arkansas City, a 
 distance of 110 miles of river, the following facts were ascertained in 
 
 1881-2. 
 
 1st. The highest land is near the river, usually within 650 feet 
 of it. 
 
 2d. The right bank is higher than the left bank by an average of 
 0.6 foot. 
 
 3d. The highest land between the river and the levees, which are 
 about a quarter of a mile from the bank, averages 0.45 foot higher 
 than the highest land inside the levees. 
 
 From Arkansas City to Donaldsonville, 499 miles, subsequent sur- 
 veys in 1882-3 confirmed these results, until a point near Baton Rouge 
 was reached. From this point down the levees are very close to the 
 edge of the bank, and the land outside the levee is very often three 
 or four feet highef than that on the inside. This indicates a deposit 
 of that amount since the levees were built. Sometimes this deposit 
 reaches nearly to the top of the levee. 
 
 The phenomena of cut-offs, effected upon the river by erosion, have 
 been especially described by Major Suter in his report of 1876. The 
 cutting of the bank upon the concave shore, where the bends over- 
 lap each other, reduces in width the neck of land separating these two 
 concave bends. In the course of time the dividing neck becomes so 
 attenuated as to be no longer able to sustain the pressure of water 
 against it from that side where the river is highest, and as the nature 
 of the materials of which the bank is composed allows more or less 
 
[ 141 1 
 
 water to leak through and wash out the sand layers, finally the whole 
 mass crumbles, and a wide breach is formed through which the river 
 pours with resistless force. Davis's, one of the most recent of these 
 cut-offs, and also the largest, occurred in 1867. It cut off Palmyra 
 Bend, 18 miles below Vicksburg, a bend which was eighteen miles 
 long, while the distance across the neck was only 1,200 feet. The 
 slope of the river at that time was about 0.3 foot to the mile; 
 therefore the difference of level on the two sides of the neck was about 
 5| feet. When the river broke through this neck, it was as the giving 
 way of a tremendous dam, and the effect of the immense flood volume 
 of the river pouring through this gap can hardly be imagined. The 
 roaring of the waters could be heard for miles, and in the course of a 
 few hours a channel a mile wide, certainly over a hundred, and prob- 
 ably nearly two hundred feet in depth, had been excavated. Even 
 then it was many weeks before the velocity of the current had suffi- 
 ciently abated to allow boats to use the new channel. 
 
 It is clearly evident that in such cases as this, the stream cannot 
 long remain in a condition so different from its normal regimen ; the 
 length by which it has been shortened must be regained, so as to re- 
 store the usual slope, and this can only be done by the elongation of 
 the bends above and below the cut-off, and this is found to be the 
 case. On other streams this phenomenon usually obtains, but gener- 
 ally the mode of action is different. On the Missouri the movement 
 is down stream of the bends, by the building up of bars on the down 
 stream side, as the upper is abraded. ^ Captain Suter reported on 
 February 6th, 1871, on the threatened cut-off at Vicksburgh. Trac- 
 ing the changes that had occurred since 1828, and noting the rate of 
 erosion, he states that the width of the peninsula, or neck, was 9,100 
 feet in 1828 ; 7,200 feet in 1858 ; in 1865 it was 5,760 feet, and in 
 1866 and 1867 the erosion was very great and erratic. From 1869 to 
 1870 the maximum cutting was 1,500 feet, and that at the narrowest 
 part of the peninsula. That fall the least width was 2,500 feet, but 
 this was 2^ miles below the former place of cutting, the site of the 
 military canal, which had increased in width to 6,833 feet. Captain 
 Suter recommended immediate revetment of the shore for nearly four 
 miles at an estimated cost of $2,745,535, and stated that it was not 
 improbable that the cut-off would be made within two or three years. 
 No action was taken by Congress, and the cut-off took place in 1876. 
 Terrapin Neck cut-off occurred in 1866, the width of the neck being 
 450 feet at the time. A cut-off, shortening the river about 11 miles, 
 occurred in 1874, 270 miles below Cairo, near Commerce, Mississippi, 
 and one called Centennial cut-off, 205 miles below Cairo, in 1876. 
 From special examinations made as to the changes in the river between 
 Grand Gulf and Donaldsonville, 250 miles, during 55 years, we learn 
 that for more than half the length of the reach the present bed of the 
 river is entirely outside the limi'ts it held in 1828, and in some cases 
 
 5. 1871, p. 378. 
 
[142] 
 
 it is several miles from it. It is specially noted that the islands have 
 moved down stream, the bends have moved down stream, and the pre- 
 ponderance of the movement of the river as a whole has been to the 
 west. The bends have grown longer. From Grand Gulf to Fort 
 Adams, 122 miles, this lengthening amounts to about 4 miles. 
 Below Baton Rouge the changes are slight, in comparison. 
 
 On May 11th, 1884, a cut-off occurred across King's or Cole's 
 Point, 666 miles below Cairo, which shortened the river about 12 
 miles. The neck was 2,200 feet wide when the surveys were made 
 in 1882. The effects produced upon caving bends above and the 
 levees below, were reported as very injurious. 
 
 The maps of the Mississippi River published by the commission, 
 shows the following as possible cut-offs in the future: 
 
 LOCALITIES. 
 
 iLeast -wi'th. River wo'ld 
 
 of neck, 
 feet. 
 
 be short'd. 
 miles. 
 
 Wildwood Point 
 
 Georgetown Bend... 
 
 Miller's Bend 
 
 Spanish Moss Bend 
 
 6,000 
 3,900 
 4,600 
 6,200 
 
 14 
 8.5 
 12.5 
 14 
 
 If either of the two last occurred, the othet would probably not 
 take place. 
 
 From the lines of levels run in 1880 to 1883, across the alluvial 
 ■ bottom of the Mississippi, and of which plates are published in the 
 report for 1 883, the following notes are made : 
 
 1st. The line across the St. Francis bottom, from Stewart's landing, 
 90 miles below Cairo, show the Mississippi banks exceeded in height 
 by only one stretch of one and two-thirds miles on the east of Open 
 Bayou, for a distance of 24 miles on the west. High water of 1882 
 overflowed the east or left bank for more than three miles. The 
 Saint Francis banks, 34 miles west, are only just higher than those 
 of the main river. 
 
 2d. From Fulton, 175J miles below Cairo, west to Crowley's 
 Ridge, for a distance of 43 miles, the high water of 1882 passed over 
 every foot of ground, which fell off from the river to the Saint Fran- 
 cis, 32 feet in all. 
 
 3d. At Glendale, 306 miles, a line 22 miles east to the highlands, 
 carried the high water of 1882 over the whole. This line crosses 
 Trout Lake, Boar Lake, Arkansas Bayou, White Oak, Coon, and 
 Coldwater Bayous. The slope of the land is from the Mississippi, 
 with two exceptions, which alone exceed the river bank in height. 
 
 4th. A line from Grand Lake, 511 miles below Cairo, to Bayou 
 Macon, shows a fall of more than 6 feet in 5 miles; thence crossing 
 to the cut-off, a basin of 17 miles in width was overflowed in 1882, 
 the greater part below the level of the river banks. 
 
[ 143 ] 
 
 5th. From Lake Providence, 542J miles below Cairo, the high 
 water of 1882 overflowed the 43 miles to Yazoo City, and at no point 
 on the line is there an elevation equal to the river bank. This line 
 crosses Steeles Bayou, Deer Creek, Little and Big Sun Flower Rivers 
 and Panther Creek, all in depressed courses, and lower than the 
 banks of the Mississippi. 
 
 6th. From Saint Joseph, Louisiana, '648 miles below Cairo, a line 
 25J miles to the west, show a slight rise of land as high as the levee, 
 but the whole distance was overflowed in 1882, the bed and banks of 
 each stream being less in height as the line leaves the river. Van 
 Buren, Little and Big Choctaw Bayous, Tensas River and Bayou 
 Macon are crossed-. 
 
 7th. From Knox Landing, 753 miles below Cairo, the land falls 
 about 15 feet in 7 miles to the Red River. West of that the level 
 for several miles is about that of the Mississippi bank, but the high 
 water of 1882 overflowed it to Old River, more than 26 miles. 
 
 These all show, as need hardly be proved, that the Mississippi River 
 builds its own bed, and its overflow deposits rest near their place of 
 leaving the river. 
 
 CHAPTER XIV. 
 
 LOWER MISSISSIPPI EIVEE CONSTEUCTION. 
 
 The first work of construction done upon the lower Mississippi, was 
 in consequence of the Vicksburg cut-ofl" of April 27th, 1 876. The 
 break occurred opposite the lower portion of the city, and all of the 
 wharf front, elevators, and warehouses, were left upon a lake, in which 
 the remains of the old peninsula appear as an island. Delta Point, 
 opposite Vicksburg, began to recede rapidly, the bottoms below the 
 Vicksburg Bluffs were deeply eroded, and a new bend developed 
 there, while the whole river traveled down stream, and receded from 
 the city. The harbor proper of Vicksburg, formerly the finest on the 
 river, began to silt up, and soon deteriorated so much that a board of 
 engineer officers was convened to devise a plan of improvement, re- 
 porting January 22d, 1878. The board recommended : 
 
 1st. That the Delta Point be protected, by suitable revetment, 
 from further recession. 
 
 2d. The building of a certain dike. 
 
 3d. The dredging out of the inner harbor, and its maintenance by 
 dredging. 
 
 4th. If these measures proved insufficient, to divert the Yazoo 
 River so as to flow in front of the city. 
 
 Appropriations made in 1878-9 and 1880-1, amounting to $229,000 
 were expended in succession in revetting Delta Point, which proved 
 to be a difficult task, and more expensive than first estimated. By 
 
[144] 
 
 February 10th, 1883, about 10,000 linear feet of revetment had Seen 
 built in successive years, of which much was in renewal of that 
 carried away, and since that time it has been held, by constant 
 repair against the attack of a strong current. It is reported that this 
 has proved to be the most difficult and expensive revetment executed 
 by the Commission, costing about |13.37 per running foot. In 1883, 
 a contract was let for dredging a basin for the harbor of Vicksburg, 
 and between April 5th and September 11th, over 350,000 cubic yards 
 of mud were removed. The work was abandoned, however, at that 
 time, because of the instability of the dredged basin, which filled up 
 from the sides, by pressure upon, from the side masses, and rising of 
 the bottom, and from sedimentary deposit. No further dredging has 
 been done. The steamboat landing has been removed to deep water 
 below the town, when low water requires it. 
 
 The total expenditures on Vicksburg harbor to September 30th, 
 1884, had been $350,984.31 ; of which $303,230 had been expended 
 upon Delta Point. 
 
 Work designed to protect the water front of Memphis from 
 erosion, was inaugurated in 1878, with an appropriation of $46,000. 
 During the three following years $67,000 more were appropriated ; 
 and with these sums 3,125 lineal feet were protected, up to June 30th, 
 1881; and during the ensuing year 11,460 square yards of revetment 
 were placed. After June 30th, 1882, this work passed under the 
 Mississippi River Commission. This work was continued and main- 
 tained with good success, until 1884, when extensive caving occurred 
 along the line of the revetment in many places, with much injury to 
 buildings along the front. In repairing the damage, difficulty and 
 loss were encountered in sinking mattresses 300', and 150' wide. 
 After 1882, the expenditures are included with those for Memphis 
 Reach, which will be found elsewhere. 
 
 By the act of March, 3d, 1881, the sum of $1,000,000 was appro- 
 priated for beginning the work of construction upon the lower Mis- 
 sissippi, and until the passage of the act of August 2d, 1882, the com- 
 mission was in direct charge, having Capt. J. B. Quinn Corps of 
 Engineers as disbursing officer at Plum Point Reach, and Lieut. W. 
 L. Marshall Corps of Engineers at Lake Providence Reach. At the 
 request of the commission the system was changed by the act of 1882 
 so that engineer officers were placed in charge of all the work of 
 construction within certain districts of the river; in execution of 
 plans approved by the commission. Supplies, and plant for use in 
 construction with hired labor under the district officers, were bought 
 either by themselves or by the executive officer of the commission, 
 when duly authorized by that body. The districts were as follows : 
 
 First. Cairo to Island No. 40, 220 miles, CSpt. J. G. D. Knight. 
 
 Second. Island No. 40 to mouth of White River, 180 miles, Capt- 
 A. M. Miller. , ' ' ^ 
 
 Third. Mouth of White River to Warrenton, Mississippi, 220 
 miles, Capt. W. L. Marshall. 
 
[ 145 ] 
 
 Fourth. Warrenton, Mississippi, to head of Passes, 484 miles, 
 Maj. Amos Stickney. 
 
 The act of 1882, appropriated $4,123,000 for the whole. Up to 
 November 25th, 1881, the operations ol the commission were directed 
 principally to the carrying on, and study of surveys; to the prepara- 
 tion of plans ; to organization, and to the purchase and construction 
 of steamboats, grading boats, pile drivers, barges, and other floating 
 plant; to the purchase of materials, tools and supplies, and in begin- 
 ning work at Plum Point and Lake Providence. 
 
 PLUM POINT REACH, 
 
 Though this reach, as defined by the commission, is 40 miles long, 
 work of improvement has been limited to a stretch of 13 miles> from 
 Gold Dust Landing down to Yankee Bar. Above this stretch, 2,694 
 linear feet of mattress 138 feet wide, were placed in 1882 at Ashport, 
 and so far have served to prevent oaving. The principal features of 
 construction will now be briefly described, beginning with the Gold 
 Dust dikes and going down stream. 
 
 For the prosecution of the work in 1883, there were the following 
 boats, known as the " plant " : 
 
 Pile drivers, twenty -three, all designed to sink the piles with a 
 hydraulic jet assisted by a heavy hammer (with 30 to 45 feet leads), 
 when stiff soil required. From twenty to twenty-three piles a day 
 have been driven under favorable circumstances, but otherwise twelve 
 might be a fair daily average. While used in 45 : feet water and a 
 current ; yet driving is difficult in more than 30 feet. Total cost of 
 these pile drivers $108,805. 
 
 Mattress boats, eight; one 212 feet long, for 200-ifoot mattress; 
 three 100 feet long, for 100-foot mattress; one 175 feet long, for 
 150-foot mattress; the others smaller. Cost, $43,310. Quarter boats, 
 sixteen; to accommodate the laborers, and supply all possible comfort 
 to those who are subject to the annoyances, heat, and .malaria of the 
 location. Cost, $58,320. Graders, two. Cost, $64,260. These are 
 each fitted with three boilers, each 22 feet long, by 40 inches diameter ; 
 cylinders 24 inches by 18 inches, and 36 inches; pumps which deliver 
 2,000 gallons a minute. Two IJ-inch nozzles, and one If -inch 
 nozzle^ are ordinarily used ; pump pressure, 110 pounds; nozzle pres- 
 sure, 80 pounds. One grader has removed from 1,800 to 4,000 cubic 
 yards of earth per day, at an average cost of less thanithree cents per 
 yard. To supply material to various parties, are used fifty barges, 
 each 100x25 feet, at a total cost of $82;045. One steaml^oat, $11,740; 
 three steam tugs and launches, $14,200; and two .derrick boats, 
 $9,900; and one machine boat, $8,200,, complete the list of large 
 boats. Seventy-nine small boats were also in use, at a total cost of 
 $10,9S5,50. The total cost of all pknt in use was $398,739.50. 
 
 Pile dikes were driven at first in parallel lines, the tops sprung 
 together and tied. Afterwards a single line of vertical piles was 
 10 
 
[ 146 ] 
 
 driven, braced with piles driven at an angle. Later, the line of sup- 
 porting piles was driven at distances from the main line, varying with 
 the depth of the water, and the two lines were braced together. In 
 May, 1883, three lines of piles were used, the width being twice the 
 height, the whole well braced. In the front row two, three, or four 
 piles were used in a cluster, when the depth was 20, 30, or 40 feet or 
 over. In deep water double or treble piles were used in the back 
 rows. 
 
 Foot mattresses, 50 to 100 feet wide, are used for the protection of 
 pile dikes to prevent scour. They are made as other mattresses, and 
 sunk by starting at the head and keeping the crease in the general 
 direction of the current, loading with stone when necessary. 
 
 Shore mattresses, for the protection of the banks, are made of wil- 
 low brush 2 to 5 inches at the butt 40 feet long; woven on poles 7 to 
 8 feet apart, or on a wire basis. They are made 100 to 150 feet wide 
 and in continuous lengths, and as much as 170 runping feet a day 
 have been' made. High water revetment is made of a frame of stout 
 poles, a layer of brush, and a second frame of poles on top, well 
 wired at the intersections ; the whole well wired and sewed through 
 and through. Tipped and grillage mattresses were used with the 
 dikes. 
 
 Brush was furnished by contract, and the labor done by men paid 
 directly out of the appropriation. 
 
 The soft, permeable and unstable soil, in which the dikes were 
 placed ; the oscillations of water with flood and drift, or low water, 
 and undermining ; high velocity of current and great depth of water, 
 were the elements against which the work of construction contended. 
 
 The Gold Dust dikes were designed to continue in a gentle curve 
 the Tennessee shore, in the direction of the large bar known as 
 Elmot bar ; and by causing a deposit behind the works to stop the 
 flow between Elmot bar and the Tennessee shore, thus narrowing the 
 river, and concentrating it to the one channel west of Elmot bar. The 
 main dike was to be connected with the Jshore by cross-dikes, used as 
 already explained in the river below Saint Louis. Prior to December 
 1st, 1882, the line of the main dike was built during that year to a 
 length of 5,200 feet. At that date the building of a foot mat 100 
 feet wide in front of the main dike was begun. IJp to February 21st, 
 when work was suspended by high water, this mat had been built 
 and sunk in two sections, one 1,713 feet long, and the other 2,951 
 feet. 
 
 On December 10th, cross-dikes Nos. 1 and 2 were begun, and later 
 the dikes 3, 4 and 5. In all 4,899 linear feet of dike were built. 
 Foot mats 738x50 were built for dike No. 1, and 1,270x50 for No. 2. 
 Wattling 10 feet wide was placed on the main dike for its entire 
 length. ■* 
 
 A sudden rise, with large amounts of drift, did much damage in 
 breaching these works, and yet caused extensive deposits in places. 
 Work was resumed April 16th, the river having a 28 foot stage. 
 
[147 J 
 
 The western end of the main dike was extended, and cross-dikes 3, 
 and 4, to their junction with the main dike. May 1st, a grillage mat, 
 in sections 60'x 35', was built, and sunk with stone, beginning at cross- 
 dike 4. A foot mat, in front of the main dike, was begun, but drift 
 forced the suspension of its construction. About June 1st, high water 
 again forced a suspension of work. Cross-dike No. 5 was then begun. 
 From April 16th, to June 1st, there were built: 
 
 Main dike 5,200 linear feet; also 2,200 linear feet mat. 
 
 Cross-dike No. 3, 1,900 " " 850 " 
 
 " No. 4, 2,800 " " 1,600 " 
 
 Wattling six feet high was placed on 2,600 linear feet of these dikes. 
 
 This rise caused much damage, by scour and drifts, but large 
 deposits formed in rear of the main dike. When the water fell, 
 operations were resumed in closing gaps, strengthening the pile dikes, 
 putting in tip mats in front of cross-dikes, where scour was to be 
 stopped, and bank protection where the dikes touched the shore. 
 
 The completed work was then reported to be as follows : 
 
 DIKES. 
 
 Dike. 
 
 linear feet. 
 
 Grillage or 
 Foot Mat. 
 linear feet. 
 
 Wattling, 
 linear feet. 
 
 Tip Mat. 
 linear feet. 
 
 Bank Pro- 
 tection 
 & mattress, 
 linear feet. 
 
 Main Dike 
 
 9,457 
 
 700 
 
 630 
 
 200 
 
 700 
 
 2,910 
 
 4,400 
 
 3,400 
 
 8,311 
 200 
 225 
 
 1,600 
 
 1,325 
 
 410 
 
 Cross-Dike No. 1.... 
 
 
 " " 1 a. 
 
 
 
 
 " " 1 b. 
 
 
 
 
 " " 2.... 
 
 350 
 2,810 
 2,630 
 3,100 
 
 
 
 
 " " 3.... 
 
 850 
 
 1,020 
 
 450 
 
 
 303 
 
 4.... 
 " 5.... 
 
 300 
 1,505 
 
 340 
 
 The total number of linear feet of pile dike driven to form these 
 dikes is reported, at this time, to have been 35,083 feet ; at a total 
 cost of $406,624.81 ; and an average of $11.60 per foot. These works 
 had then cost about forty per cent, of the total expenditures upon 
 Plum Point reach. 
 
 Openings had been left in the upper lines, to allow access to the 
 lower unfinished ones, and these caused scour, and loss from drift, in 
 1883-4. The pile work of the main dike was finished in 1883. The 
 foot naat work was much interrupted by high water, but finally com- 
 pleted in the fall of 1884. Heavy fills occurred behind the main 
 and cross-dikes, at some places rising to thirty feet above low water 
 level. At the Tennessee end of the main dike the material was 
 deposited as high as the main shore, and a level bar extended out 
 some distance J)ehind the main dike. 
 
[148] 
 
 Completing the cross dikes was slow work, owing to the difficulty 
 of getting material when wanted, and boats could not always be towed 
 by steamer where wanted, but before high water they were finished, 
 except in the openings left as a passage way. The laying of grillage 
 and protection mats and the repairs of damages have been principal 
 items in 1884. The officer in charge thought the work, as projected, 
 would be completed before high water in the winter of 1884-5, and 
 work, beyond repairs, has not been done since then. Existing gaps 
 were closed before January 1, 1885, and continued filling occurred, 
 and a total deposit behind the works of 3,000,000 cubic yards is re- 
 ported. To October 1st, 1884, the total amount expended upon the 
 Gold Dust dikes has been |594,892.06, covering 38,974 linear feet at 
 an average cost of $15.26 per foot. These works have cost 31 per 
 cent, of those of the whole reach, up to that time. 
 
 fletchee's field revetment. 
 
 Directly opposite the Gold Dust dikes a revetment to protect three 
 miles of bank was projected as a necessary consequence of the first 
 named works, and construction began May 26th, 1884, and continued 
 until January, 1885, when 6,700 linear feet were protected. During 
 the preceding year caving to a maximum width of 700 feet had taken 
 place in this bend. In construction, difficulty was encountered in the 
 removal of an interlaced mass of fallen timber, which was done by 
 the aid of one of the United States snag boats. October 1st, 1884, 
 the revetment had cost $88,584.80 for 6,150 linear feet, or an average 
 of $14.40 per foot. Caving is taking place where there is no 
 protection. 
 
 OSCEOLA BAES. 
 
 By connecting the Arkansas shore with the upper Osceola bar, by a 
 dike making a gentle curve, and by continuing the line for a new 
 bank down from the upper to the lower Osceola bars, and finally in 
 time from the last to Bullerton Towhead, a new western line for the 
 bank of the contracted river could be secured some seven miles in 
 length. This new line would for long distances be more than half a 
 mile distant from the old Arkansas shore, and would have a less, but 
 still great distance, for the greatest part of its course. Between Osce- 
 ola Bar and Bullerton Towhead ran the main channel which was to be 
 closed, and forced to pass to the east of Bullerton Towhead. 
 
 Work began April 8, 1881, for the closure of the upper or Osceola 
 chute. When stopped by high water, 4,500 linear feet of dike and 
 570 feet of foot mattress had been built. Drift and undermining at 
 low water carried all but 300 feet of the dike away. That fall the 
 dike was rebuilt, and a foot mat, 3,715 feet long, laid to complete that 
 for the entire dike. Though structurally weak, and damaged from 
 time to time sO that by the end of 1884 only about one-third remained, 
 yet the deposits behind this dike have been large. 
 
[149] 
 
 A secondary dike was built, in 1883, from the Arkansas shore to 
 the head of the upper bar, a length of 1,355 feet. Excessive drift pre- 
 vented the proper mattressing of the foot of this dike. An area of 
 twenty acres of closely wedged drift was accumulated in front of this 
 dike in a few months in 1883. Although producing scour, the drift 
 also checked the current. The dike held, and large, deposits occurred 
 above and below. 
 
 At its lowest point the chute was dry in 1884, at a 10-foot stage, 
 while the fill is nearly as high as the tow-head, for two-thirds of the 
 distance across, and is covered with a thick growth of young willows. 
 
 Up to October 1st, 1884, the bank protection of the upper bar, for 
 a length of 3,100 feet, cost $27,081.64; the upper dike cost $48,976.31, 
 for 7,315 feet; and the cross-dikes $169,576.68, for 9,437 feet. 
 
 The protection has suffered no damage. 
 
 Between the upper and lower bars a dike, called the middle dike, 
 was begun in 1882, and pushed to a length of 3,309 feet by Decem- 
 ber. The 100-foot wide foot mat did not prove sufficient protection 
 in this case, and by November 1st, 1883, only 1,059 linear feet 
 remained; which the floods of 1884 still further reduced 'to about 
 600 feet in length, by October, 1884. The middle dike cost $49,- 
 300.93, for 3,773 feet. • 
 
 Secondary, or cross-dikes, from the Arkansas shore to the two bars, 
 and from the upper to a secondary bar, were built in 1883, — to check 
 the current of these chutes, — to a total length of 9,437 feet; met 
 the usual chain of accidents, but, with repairs, have been held, and 
 are doing their work in securing deposits. 
 
 Considering the dikes as a whole, — being intended to close Osceola 
 Chute, — it is stated that they may be called a success. 
 
 The revetment of the lower Osceola bar, as necessary to hold this 
 line, was begun in January, 1883, and continued, at intervals, with 
 varying success, until January, 1885, when the total revetment covered 
 a length of 4,500 feet ; and 750 feet more was covered with mattress 
 and partial revetment, and 150 feet remained unfinished. 
 
 To October 1st, 1884, the lower bar revetment had cost $88,584.85 
 for a length of 4,300 feet. 
 
 The entire Osceola system had cost $383,340.31, or about twenty 
 per cent, of the expenditures for the whole reach. 
 
 OSCBOIiA-BUIiLERTON MAIN DIKE. 
 
 This dike was 'intended to connect these two bars, and by crossing 
 and closing the main channel of the river, deflect the current to the 
 east of BuUerton towhead, and force' it to excavate a new channel 
 along that line. Work began at Osceola lower bar September 1st, 
 1882, and piling was carried to a depth of 25 feet of water, and 
 through a distance of 2,117 feet. The foot mat, 70 to 96 feet wide, 
 was 2,197 feet long; and wattling was, carried to the 10-foot level. 
 
r 150] 
 
 Deposits were immediately formed behind the dike, and the new 
 channel began scouring where wished within two months. The dike 
 was also begun at the Bullerton towhead end and pushed to a length 
 of 800 feet during the same interval. 
 
 By December 1st, 1882, but 1,200 feet of the first or north dike 
 was standing. Construction was resumed March 12th, 1883, and 
 OB i t y' by April 13th, the dike was completed, all but two openings, 
 one of 200 feet and one of 250 feet respectively. By June 1st, 700 
 feet, in two sections, had been washed out by drift. The driveis were 
 set to work, and by June 22d, had closed all gaps but one of 250 feet. 
 Between July 16th and 23d, on four different occasions, 1,254 feet of 
 dike in all was carried away. High current and deep water made re- 
 pairs difficult, but by September 20th, the north dike had been re- 
 stored to a length of 3,995 feet, and the south to a length of 959 feet, 
 leaving a gap of 900 feet between them, as a new channel had not as 
 yet scoured out enough for the purposes of navigation. By November 
 1st, 1883, the north dike was covered with sand for 1,350 feet, and 
 partly covered for all but 500 feet. The main dikes had cost by this 
 time $90,860.14, for 8,€05 feet constructed. 
 
 After the first fall of the river in 1884, the water broke through 
 the upper portion of the old mfiin dike and was cutting a channel 
 through the deposit at the foot of Osceola lower bar. To counteract 
 this a dike called Osceola No. 4, was begun May 12th, and runs from 
 the main dike to the Arkansas shore, a distance of 2,450 feet. The 
 suddenly scoured channel, 600 feet wide and 30 feet deep; construc- 
 tion in water as deep as 51 feet, large quantities of drift; current 
 very swift, as high as 8 or 10 miles per hour; all marked this work 
 as difficult in the extreme. 
 
 The work was intermitted owing to low water in the fall of 1884, 
 but completed in February, 1885. At last reports the dike is in good 
 order, and the fills behind it large. 
 
 BULLEETON TOWHEAD PROTECTION. 
 
 The protection of this island on its head, partly along the west side, 
 and for a long distance on the eastern side, has been a long and ex- 
 pensive operation. Begun in 1882, a mattress 1,428 feet long and 
 107 feet wide was sunk. In 1883 construction was carried on 
 when a current of 5.35 miles per hour was observed, and the water 
 from 25 to 50 feet deep, off the bank. Between December Ist, 1882, 
 and November 1st, 1883, the following work had befen done: 
 
 Mattress made and sunk 10,319 feet by 100; 355'x]50'; 298'x75'- 
 394'x37'. Revetment made, 8,140'x70' ; 4,985' loaded. At this time 
 this protection had cost $167,087.61 for 21,095 squares of 100 feet 
 each. 
 
 During the following year, to complete the work and repair dam- 
 ages, the following was done : 
 
[151] 
 
 Foot mattress made and sunk 1,423 squares. 
 
 Revetment made 2,636 " 
 
 Revetment loaded 6,187 " 
 
 BULLEETON CE08S DIKES. 
 
 To close the channel between Bullerton Towhead and the Arkansas 
 shore, a dike was begun, in 1883, at each end, and finished that year, 
 to a length of 1,200 feet from the towhead, and 570 feet from the 
 Arkansas shore. By December, 1884, this dike was closed entirely, 
 the channel being established to the east of^Bullerton Towhead. A 
 second cross dike, known as No. 2, was begun July 5th, 1884, and was 
 substantially built. It was finished without accident that fall. These 
 dikes are in good condition, except for a break in March, 1885, of 
 about lt)0 feet in No. 1, and large deposits are forming behind them. 
 On October 1, 1884, the Bullerton Towhead revetment had cost 
 $231,586.22 for 8,700 linear feet, and the two cross dikes had cost 
 1135,408.18 for 3,200 linear feet. The Bullerton works as a whole 
 had cost $460,641.27, or about 24 per cent, of those of the whole 
 reach. 
 
 The record thus briefly sketched is that of an undertaking never 
 before achieved. The main current and channel of the Mississippi 
 River have been controlled and placed where desired, immense areas 
 qf land have been acquired, and the former main channel filled to a 
 high level ; the erosion and wash, the drift and floods, have been met ; 
 and slight, but successful, works of construction have, in less than 
 three years, done what was expected of them, and are now holding 
 their own. From Osceola to Bullerton Towhead the seven miles of 
 the west bank of the river have absorbed about 44 per cent, of the 
 expenditures upon the whole reach. 
 
 PLUM POINT DIKES. 
 
 To complete the contraction proposed, a line of main dike was 
 proposed upon the eastern shore, to run parallel to the new line 
 on the west; and with a gentle curve opposite the lower end of the 
 • lower Osceola bar, and the upper part of Bullerton Towhead, extend 
 down stream and build up a new eastern bank behind it. Of this 
 main dike, supports were made in six cross-dikes. 
 
 Construction began September 20th, 1883, and up to December 1st, 
 1883, had been built : main dike, 2,008 feet ; and 1,437 linear feet of 
 the first two cross-dikes. Upon March 10th, 1884, construction was 
 resumed, and* during 1884 continued without special accident, or 
 unusual variation in methods. General figures of this work are as 
 follows : 
 
[ 152 ] 
 
 DIKES. 
 
 Lineal feet, 
 Oct. 1, '84. 
 
 Foot Mkt. 
 lineal feet. 
 
 Tip Mat." 
 lineal feet. 
 
 Grillage, 
 lineal feet. 
 
 Bank pro- 
 tect'n-feet. 
 
 Main Dike 
 
 3,025 
 • 985 
 1,600 
 2,100 
 2,000 
 2,200 
 3,100 
 
 1,699 
 
 
 
 
 Cross-Dike No. 1... 
 
 
 
 
 " 2... 
 
 
 
 
 
 " 3... 
 
 
 1,800 
 
 1,725 
 
 516 
 
 300 
 510 
 
 220 
 
 " 4... 
 
 
 200 
 
 " 5... 
 
 
 
 " 6... 
 
 650 
 
 2,850 
 
 
 
 
 
 The channel way varies from 4,000 feet in width, at the foot of 
 Bullerton Towheadj to 4,800 at the head. The dikes have served to 
 close one channel, to the left of Bullerton bar, and have secured large 
 deposits behind them. The Plum Point dikes had cost $339,152.61, 
 for 15,010 licear feet, up to October 1st, 1884 ; being 17J per cent, of 
 the whosle. Time will show if this system should be extended further 
 down stream. 
 
 CEAIGHEAD POINT REVETMENT. 
 
 This work was recognized as a necessity to the plan of improve- 
 ment of the reach, but became a matter of urgency in 1884, when the 
 bar in front of the lower Osceola bar moved down stream, partially 
 closing, the entrance to the channel, immediately along the front of 
 Bullerton Towhead, and the water, passing mainly ground the head 
 of Yankee bar, — about a mile lower down, — and through Bullerton 
 bar, united to cause rapid ca;viiig, in the Arkansas bank, under the 
 assault. On August 5th, a mat 150 feet wide was begun, and by the 
 27th, 1,197 feet -were made and sunk; all but 100 feet, which were 
 lost in sinking. On the 28th, a new mat 175 feet wide was begun, 
 with a heavy boom of cypress piling.; Thirty-three feet of mat were 
 made on the barge before shifting, and September 2d, an attempt was 
 niside to launch it, but, owing to, the strong current, the instant it 
 struck the water the boom broke, and the mat doubled up and slid 
 from the barge; but it was held and sunk near the shore. On the 3d, 
 a new piece of mat, 150 feet wide, was begun; and on the 5th, it met " 
 the same fate. Oh the 9th, a new mat, 175 feet wide, was started, 
 with two booms ten feet apart, and seven piling run up into the mat, 
 which was commenced on the upper bftom. On the 16th, 38 feet were 
 successfully launched, and held by seven lines, and two wire ropes. 
 Drift began to collect, almost imperceptibly, and on the 20th the two 
 wire ropes parted^ causing the head of the mat to sink about two feet. 
 Drift was removed; where possible, and, by the 29th, when 581 feet 
 had been built, and all was ready for sinking it, all the lines parted, 
 (six 2-inch, seven 1 J-inch, and one wire rope), and the mat, mat barge, 
 and three other barges, were carried down the river. The barges were 
 caught ; the mat lost. Another mat, 150 feet wide, was begun ; 400 
 feet built in October; and in November 660 feet were sunk, just 
 below Bullerton Towhead. A collision, on November 6th, carried 
 
[ 153 ] 
 
 away the mattress boat, but the mattress held, because it had twenty 
 cables running throughout its length, and was held by thirteen head, 
 and ten side lines. Although 1757 feet of bank were mattressed by 
 this time, the officer in charge thought it but a purchase of experi- 
 ence, nothing more. Caving of all kinds, above, below, and behind 
 the revetment, was in progress, and when the season and work closed 
 nothing satisfactory had been accomplished. 
 
 On October 1st, 1884, Craighead Point revetment had cost $29,106.45 
 for 1,050 feet. 
 
 The total expenditures upon Plum Point reach, on October 1st, 
 1884, amounted to $1,923,558.48, and on June 30th, 1885, amounted 
 to $2,379,019.12. 
 
 GENERAL RESULTS. 
 
 The Commission say, as to this reach, that during the low water of 
 1884 there were five channels through Bullerton bar, and that in time 
 the Bullerton Towhead channel, alongside the river side, finally deep- 
 ened to 12 feet. More or less trouble is expected at this place till the 
 contraction works can receive their full development and have time 
 to act. The effect exerted by them in their present incomplete state 
 leaves no doubt, however, as to the ultimate success of the work. 
 Much revetment remains to be .done, the dike work is nearly com- 
 pleted, and needs watching and repair. The officer in charge. Captain 
 Knight, says: "The low water survey of 1885 a.nd 1886 will show 
 whether or not advance has been made in securing a satisfactory low 
 water channel along the front of Bullerton Towhead. This season 
 all that can be claimed for the dikes is that they assisted in removing 
 obstacles to low water navigation earlier than nature, unaided, re- 
 moved them elsewhere in the river. Next season I believe they will 
 materially aid in preventing their recurrence." 
 
 In May, 1885, the officer in charge (Captain Leach) reports that 
 the Bullerton region could be passed in three ways with 13J feet water, 
 and that a 12 foot depth had been maintained throughout. 
 
 NEW MADRID REACH. 
 
 No work has been done on this reach beyond the necessary surveys 
 and the preparation of a plan and the purchase of plant. Forty 
 barges, a machine-shop boat, twenty pile-drivers, and sundry material, 
 were bought for the reach, at an expense of $193,550. This plant 
 was all in use at Plum Point and elsewhere, excepting ten barges and 
 ten pile drivers. The above works and the necessary surveys have 
 included all belonging to the first district. The money disbursed 
 within the district by October 1st, 1884, was $2,272,765.50. 
 
[154] 
 CHAPTER XV. 
 
 LOWER MISSISSIPPI KIVEE — CONSTRUCTION (CONTINUED). 
 
 In the second district the principal work, besides the protection of 
 the water front of Memphis, has been the revetment of Hopefield 
 Bend, on the Arkansas shore, just above Memphis. The project con- 
 templated the protection of the bank for a distance of about two miles. 
 Active operations began in Decenxber, 1882, and by October 31st, 
 1883, the total amount of work done was: 
 
 Bank grading 67,242 cubic yards. 
 
 Mattress, 140 feet wide made 7,529 linear feet. 
 
 " " " " sunk 6,956 " " 
 
 Upper bank protection made 4,922 square yards. 
 
 Total revetment.. 120,918 " " 
 
 Mattresses were sunk in water from 40 to 70 feet deep. 
 During 1884 work was carried on under many adverse circum- 
 stances, and attended with many losses, caused by drift and currents. 
 All of the subaqueous mattress, from where the upper bank revetment 
 ended, down to the end, had disappeared after the flood, which left 
 only 5,700 linear feet in fair shape. From November 1st, 1883, to 
 October 1st, 1884, the following work was done: 
 
 Mattress 150 feet wide made 1,278 linear feet. 
 
 " " " " sunk 1,115 " " 
 
 140 " " made 5,539 
 
 " 140 " 
 
 " " " " sunk 4,895 " 
 
 " " " " lost in sinking 1,260 " " 
 
 Some repairs and extension were made during the next two months, 
 and the total expenditures upon this work, known as Memphis Reach, 
 was, upon March 31st, 1885, $469,352.31. 
 The levee work will be noticed later. ' 
 
 In the third district the Lake Providence Reach is the prominent 
 stretch where construction has been done. This reach begins at 
 Carolina Landing, 517 miles below Cairo. The river there makes a 
 long sweeping bend, known as Louisiana bend, by Bunch's cut-off, to 
 Opossum Point. Opposite here is a wide stretch, with large bars, 
 between the main river and Duncansby and Skipwith Landings. 
 Sweeping to the south the river is very wide at Island No. 93 and 
 Mayersville, 533 miles below Cairo. Three and a-half miles lower is 
 Baleshed bar, and at 540 is the head of Stack Island. Between these 
 two the low water width is a mile and a-half Lake Providence 
 Landing, Louisiana, is 542| miles below Cairo. The river is again 
 very wide for five miles, terminating in Ajax Bar. Then, with a 
 
[ 155 ] 
 
 sweep to the east" at Point Lookout and Island No. 95, and again to 
 the south, the river narrows at 533 miles below Cairo, the end of the 
 Lake Providence Reach. 
 
 The project for improvement contemplated the reduction to a width 
 of 3,000 feet in general, by pile dikes, and the revetment of Bunch's 
 or Louisiana bend. Island 93, Stack Island, the Louisiana shore above 
 and below Lake Providence, and at Point Lookout. 
 
 The characteristics of the stretch are sharp bends and very deep 
 water and rapidly caving banks at the head and foot of the reach ; 
 eight crossings from bank to bank, on some of which but four and a 
 half feet of water was found at low water in former years ; a stretch 
 of 7 miles of straight river below island 93 ; excessive width in three 
 ' places. Below Lake Providence the river is 9,600 feet wide at high 
 water, and much obstructed by shifting sand bars of great extent. 
 
 pilcheb's point kevetmbnt. 
 
 The uppermost or Louisiana bend showed more rapid caving of the 
 banks in 1881-3; than any part of the reach; producing effects felt for 
 miles. For 7 miles on the Louisiana shore the banks caved so much 
 that in two years the Mississippi low water shore line occupied in 
 places, the position of the Louisiana shore line then; or in other 
 words the river caved its entire low water width in two high water 
 seasons, or about 1,500 feet. The water was very deep, reafching 100 
 feet at low water. In May, 1883, a party was organized to begin the 
 work of revetment by clearing the banks. Low water and the sickly 
 season retarded work, and only about half a mile of mattress was 
 made, of which 1,228 linear feet were sunk by November 26th. 
 Work was resumed in 1884, and mats 180, 168 and 165 feet wide 
 were sunk, the longest mat being 3,440x180 feet. On June 1st, 
 1884, 1,690 feet of the work of 1883 were in place, and 2,308 feet had 
 been carried away. The caving had been from 150 to 600 feet in 
 width along this distance. Of the work done from November 1st, 
 1883, to October 1st, 1884, the following is the summary : 
 
 Bank graded .....11,421 linear ft. 
 
 Mattress made and sunk 150 ft. wide 1,030 " 
 
 " " 160 " 460 " 
 
 " " 168 " 1,779 " 
 
 « " 180 " 5,372 " 
 
 « ..,; 165 " 4,195 " 
 
 Mattress sunk 165 " 3,074 
 
 Grillage 50 " 1,768 
 
 Upper bank revetment 60 and 80 " 5,725 " 
 
C 156 ] 
 
 During the next four months the mattress work done was as 
 follows : 
 
 Oct. and Nov., 1884, made and sunk 182 ft. wide 1,888 ft. long 
 December, 
 
 i( ct 
 
 36 
 
 
 300 
 
 ti .t 
 
 50 
 
 
 115 
 
 It tt 
 
 100 
 
 
 882 
 
 11 It 
 
 125 
 
 
 164 
 
 t( It 
 
 188 
 
 
 1,531 
 
 tt 
 
 121 
 
 
 123 
 
 January, 1885, 
 
 The total line of revetment was about equal to two and one-third 
 miles. In May, 1885, it is reported that the caving in the completed 
 work was about thirty per cent, of it. 
 
 THE DUNCANSBY SYSTEM. 
 
 The first works of contraction on the reach were built opposite 
 Opossum Point, where the river was divided into two channels, by 
 two tow-heads, or dry sand bars; the channel oh the west being the 
 deeper. It was intended to close the chute on the Mississippi side of 
 the tow-heads; and at the head of the upper one, and in the upper 
 chute, were built three cross-dikes, with foot mats and screens; and 
 two, lower down, with screens, only, in 1883, to strengthen and connect 
 with a pile dike, built in 1882, from the upper to the lower tow-head. 
 
 1882. 
 
 Longitudinal dike 
 
 , 6,805 linear ft. 
 
 
 1883. 
 
 Main dike. 
 
 woven 
 
 mat, 1,615 
 
 'x 60'; 
 
 along piling. 
 
 
 Cross-dike No. 1.. 
 
 . 100 linear ft. 
 
 
 
 
 " 3.. 
 
 . 150 
 
 
 % 
 
 
 
 " 5.. 
 
 . 545 
 
 
 and 65 ft. foot mat. 
 
 
 
 " 6.. 
 
 .2,105 
 
 
 
 
 
 " 7.. 
 
 .2,061 
 
 
 " 826 " 
 
 
 
 " 8.. 
 
 .2,310 
 
 
 " 1,650 
 
 Also 142,022 square feet shore mat, along main dike, and 3,097 
 linear feet of wattling. 
 
 By the caving in Pilcher's bend, in 1883, the iattack of the current, 
 on the Mississippi side, was changed to th^head of this system, and 
 parts of the upper dikes were washed out. A marked and decided 
 fill had taken place behind the remains of the dikes. Along the 
 longitudinal dike, sand was deposited as high as the top of the piling, 
 in a short while. To meet the threatened flanking of the works, by 
 the head, new dikes were built, three in number; and a dike across 
 the head of the upper tow-head ; which was also mattressed. These 
 dikes were all held in 1884, and their object, the closing of the 
 Skipwith Chute, was secured ; though their future is problematical, 
 and dependent upon the holding of the Pilcher's Point revetment, 
 and the consequent permanence of the river just above the bend. 
 
[157] 
 
 MAYERSVILLE, OR ISLAND NO. 93. 
 
 In 1882, were built 1,700 feet of hurdle mattress, along the front 
 of this island; which was extended, by February, 1883, until about 
 IJ miles were revetted. Floods then carried away 225 feet, and 
 damaged more. Repairs, reconstruction and extension followed ; and 
 during 1884 the following was done: 
 
 Woven mattress 
 
 45 ft. wide, 403 ft. 
 
 long. Washed out 
 
 
 
 71 
 
 " 407 ' 
 
 t ii 
 
 
 
 100 
 
 1,774 
 
 525 ft. 
 
 
 
 110 
 
 " 904 ' 
 
 < (t 
 
 
 
 125 
 
 310 
 
 ' Repairs. 
 
 
 
 135 
 
 2,829 
 
 a 
 
 
 
 151 
 
 2,906 
 
 i 
 
 Grillage 
 
 " 32 
 
 &50 
 
 2,172 
 
 ' 780 ft. washed out 
 
 Revetment. 
 
 
 
 12,313 
 
 5,029 " 
 
 Woven mattress and revetment remaining in good condition 5,735 ft. 
 
 Repairs have been made up to December, 1884, and since then 
 some caving has occurred. It is considered important to hold this 
 island if the river below it, is to approach a permanent condition. 
 
 A dike 2,300 feet long crossing the Mayersville chute at the head, 
 and a cross-dike 805 feet long, one-third of the way down the chute, 
 were built in 1882 and 1883. These dikes stood well until April, 
 1884, when the upper one was breached, but was repaired. The 
 channel afterwards encroached upon the head of the island, carrying 
 away all but 600 feet of the longitudinal dike. 
 
 Directly opposite island 93, a series of dikes known as the Cotton- 
 wood dikes, was built in 1884 to contract the channel way and hold 
 it in the bend of Mayersville Island. A feature in these dikes is a 
 parallel, interior longitudinal dike, in addition to the usual cross- 
 dikes. Their construction resulted in a considerable fill below and 
 behind them, and the whole is the most compact and symmetrical 
 piece of dike work on the reach. Amount of construction in 1884. 
 
 Woven mattress.. 4,602 linear feet. 
 
 Revetment 120 
 
 Main outer dike 4,471 
 
 " inner " 1,350 
 
 Cross-dike No. 1 863 
 
 " 2 1,285 
 
 " 3 558 
 
 it 
 It 
 
 THE BALESHED DIKES. 
 
 To contract the river to the proposed width in the long stretch 
 between Island 93 and Stack Island, a system of main longitudinal 
 dikes was projected along down the Baleshed bars, and up from Stack 
 Island, the whole to be the new eastern shore for a distance of about 
 
[158] 
 
 4f miles. Cross dikes were also intended, thirteen in number, to 
 connect the main dikes with the Mississippi shore, the whole system 
 to secure deposits in, and close the deep pools oi the Baleshed chute 
 and the Stack Island chute, and thus collect the water then flowing 
 down these chutes, into one channel flowing to the west of these works. 
 Of this work, a part of the long dike at the head of Baleshed chute, 
 and parts of four cross dikes had been done during the low water of 
 
 1882, to the level of 17 feet below low water mark, the whole work 
 done being as follows : ! 
 
 Single row pile dike 4,289 linear feet. 
 
 Double row" " 18,995 " " 
 
 Screens built 5,375 " " 
 
 Hurdle wattling 395 " " 
 
 Foot mats, 30 feet wide 7,379 " " 
 
 In February, 1883, work was resumed, and was prosecuted contin- 
 uously until the ensuing high water in the following winter. The 
 channel behind Baleshed bar was enlarging, and large amounts of 
 drift running when work began, and many piles were washed out as 
 soon as driven, but a lodgment was at last secured, and by September, 
 
 1883, 28,000 linear feet of pile dike had been constructed, and a great 
 fill had been secured. Of twelve cross dikes six had been built by 
 that time, from the shore to the dike, and six were incomplete. The 
 three upper cross dikes had foot mats. The high dikes all reached to 
 the 25-foot stage, and were wattled for six feet in height above the 
 bar surface. In front of the main dike a foot mattress ranging from 
 60 to 100 feet in width, was laid in places, and in others, grillage mats. 
 The fill Caused by these dikes was enormous, and the channel was 
 deflected towards the Louisiana shore. • 
 
 In 1884 a high water dike was built inside of and parallel to the 
 main dike from cross dike No. 1 to No. 4, and on the outside of the 
 main dike to cross dike No. 6, in all, about a mile, and repairs were 
 made where necessary. The head of the system had caused deposits 
 by this time, which were dry at half stage. 
 
 Completion of the cross dikes while the water permitted, and finish- 
 ing wattling work, were the final operations on these dikes in Decem- 
 ber, 1884, and January, 1885. No injuries have been reported to this 
 system of dikes up to July 1st, 1885. 
 
[159] 
 
 BALE8HED SYSTEM OP DIKES. 
 
 
 DIKES. 
 
 Pile Work, 
 lineal feet. 
 
 Wattling, 
 lineal feet. 
 
 Foot Mat 
 
 Slink, 
 lineal feet. 
 
 Woven Mat 
 
 along piling. 
 
 lineal feet. 
 
 
 1882. 
 
 1883 
 
 1884 
 
 1883. 
 
 1884. 
 
 1883. 
 
 1884 
 
 1883. 
 
 1884. 
 
 Ma.iTi 
 Cross 
 
 Dike 
 
 6,665 
 
 13,733 
 
 933 
 
 1,195 
 
 1,172 
 
 1,671 
 
 1,708 
 995 
 
 1,865 
 
 3,239 
 933 
 810 
 700 
 717 
 
 1,915 
 
 6,741 
 
 2,467 
 
 Dike No. 1 
 
 
 < " 2 
 
 ' " 3. . . ! . 
 
 1,096 
 
 
 
 
 
 
 
 872 
 
 672 
 
 
 300 
 
 
 " 4.... 
 " 4 new 
 
 •' 5 
 
 " 5 new 
 " 6 
 
 1,575 
 'i,676 
 
 
 
 
 661 
 
 
 
 
 
 
 
 
 
 581 
 1,090 
 1,749 
 1,125 
 
 859 
 
 
 
 
 983 
 
 1,452 
 
 1,204 
 
 1,011 
 
 1,097 
 
 924 
 
 894 
 
 583 
 
 
 
 
 
 
 
 
 
 400 
 915 
 
 
 
 
 
 i ii rj 
 
 
 
 
 75 
 
 
 
 
 ' " 8 
 
 
 
 
 
 
 
 ' " 9 
 
 
 
 
 
 
 
 
 
 
 ' " 10 
 
 
 
 
 
 
 
 
 
 
 " 11 
 
 ' " 12 
 
 i,'507 
 
 
 
 
 
 
 
 
 
 
 
 
 918 
 
 
 
 
 
 ' " 13 
 
 1,233 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 The dike from Stack Island up stream was built in 1883, to a length 
 of 5,250 feet, and of this 1,429 feet was washed out, and replaced 
 during construction. The chute which this dike would close reached 
 a depth, in places, pi 83 feet at. low water. Along the main dike 
 3,338 lineal feet (102,725 square feet) of foot mat were sunk. In 
 1884 a dike was run from the main dike to the Mississippi shore, and 
 the main dike strengthened by a parallel construction; amounts as 
 follows : 
 
 DIKES. 
 
 square feet. 
 
 Main Dike. 
 Dike No. 1. 
 
 95,760 
 88,895 
 
 At high water these dikes caused a large deposit, closed the sec- 
 ondary channel, and deflected the main channel to the right of the 
 island as projected — removing from its path immense deposits of sand. 
 
 A chute, called Elton chute, which was 30 feet deep at low water, 
 on the Louisiana shore, was closed in 1883 by a series of six short 
 spur dikes, as a part of the contraction here. 
 
[ 160 ] 
 
 DIKES. 
 
 Length, 
 feet. 
 
 Foot Mat. 
 linear feet. 
 
 Foot M^t. 
 square feet. 
 
 l\Tain Tlikp 
 
 943 
 746 
 887 
 975 
 300 
 484 
 435 
 
 1,475 
 
 44,250 
 
 Cross-Dike No 1 
 
 " 2 
 
 950 
 975 
 
 26,600 
 29,250 
 
 " 3 
 
 " 4 
 
 « 5 
 
 
 
 " 6 
 
 
 
 
 
 
 The Stack Island and Elton dikes are in good order. 
 
 LAKE PEOVIDENCB BEACH, SOME GENERAL STATISTICS. 
 
 DIKE, MATEESS WOKK, Etc. 
 
 1882. 
 
 1883. 
 
 1884. 
 
 Total Dike Work — oonstruoted during year, linear feet 
 
 22,284 
 
 44,235 
 
 27,165 
 
 double row pile dike. 
 
 i 
 
 18,995 
 
 25,187 
 
 5,463 
 
 three rows " 
 
 t 
 
 
 14,150 
 
 20,841 
 
 four " 
 
 i 
 
 
 665 
 
 861 
 
 five 
 
 t 
 
 
 1,997 
 
 
 washed out during year, 
 
 '- 
 
 
 6,432 
 
 8,294 
 
 Mattress Work — foot mat bet. piling sunk, 
 
 i 
 
 7,739 
 
 22,141 
 
 20,594 
 
 woven mat along piUng, 
 
 I 
 
 5,375 
 
 10,576 
 
 6,196 
 
 wattling, " 
 
 395 
 
 5,800 
 
 9,948 
 
 shore mat made and rooked, square feet. . . 
 
 
 142,022 
 
 83,600 
 
 Bank Eevetment Mattress — ^in good condition, linear feet. . . 
 
 1,719 
 
 5,220 
 
 
 washed away, " 
 
 
 8,505 
 
 
 made, 
 Eevetment — in good condition. 
 
 a 
 
 
 
 10,928 
 
 u 
 
 
 1,700 
 
 washed away, " 
 
 
 425 
 
 
 made. 
 
 it 
 
 
 
 15,538 
 
 
 
 
 
 Total amount of pile dikes standing October 1st, 1884, 63,106 linear 
 feet. 
 
 Total expended March 3d, 1881, to June 3d, 1885, |2,240,285.73. 
 
 During 1884, no water less than 15 feet in depth, has been found 
 along this reach in the channel way; and in 1885, not less than 14 
 feet; and the Mississippi River Commission repeat in their report for 
 1884, the statement as to favorable results secured, made the preced- 
 ing year. 
 
 MOUTH OF EED EIVEE. 
 
 The waters of Red River flow, in part, into the Mississippi River, 
 and partly into the Atchafalaya, and thence into the Gulf. The 
 relative amounts flowing through these two channels, at high and low 
 water, depend upon the relative depths and widths of the two. At 
 high water of the Mississippi, a direct flow to the Gulf is established, 
 down the Atchafalaya, of part of its waters ; and by overflow of the 
 banks below Red River, of more, through the same outlet. For many 
 years the relative conditions have been slowly changing, by the 
 
[ 161 ] 
 
 enlargement of the head of Atchafalaya, and the silting up of the 
 mouth of Red Eiver. By December, 1876, this silting had so far 
 progressed that steamers could not enter Eed River from the 
 Mississippi. In the act of 1878, $150,000 was appropriated for the 
 improvement of the mouth of Red River; and |40,000 in 1879. 
 This was expended in furnishing a temporary relief, by dredging a 
 channel through the bar at the mouth, and in surveys, and studies 
 for a plan of permanent improvement. Having completed such, the 
 officer in charge, Major Benyaurd, proposed to abandon the mouth of 
 the river, and establish communication with Red River by a lock and 
 canal, from the Mississippi to Bayou Plaquemine, and thence into 
 the Atchafalaya, and up it, to Red River. This plan was submitted 
 to the Board of Engineers, consisting of Colonels Tower and Newton, 
 and Major Abbot, who reported ^April 20th, 1880. Giving an 
 account of the main facts, it was shown that the mutual relations 
 between the three rivers were of great importance in time of flood, 
 the Atchafalaya furnishing an outlet for the floods of the two upper 
 rivers, which could not safely be interfered with, and that for the 
 present it w«uld be best to continue the dredging. Major Benyaurd's 
 plan was thought to be more expensive than estimated. A study of 
 the rate of enlargement of the upper Atchafalaya was recommended. 
 
 The preliminary report of the Mississippi River Commission post- 
 poned the consideration of this question, until the matured views of 
 Major Benyaurd were presented. 
 
 Dredging was continued, without any permanent results, and with 
 very little temporary relief; an entire cessation of navigation occur- 
 ring for a short time in 1881, and the caving, and settlement into the 
 channel of such large masses of the banks, being so constant as to 
 forbid any hope of success. The Atchafalaya continued to enlarge. 
 
 The report of the Mississippi River Commission, dated November 
 25th, 1881, states that the capacity of discharge of the Atchafalaya 
 was nearly equal to Red River, which now discharged but little into 
 the Mississippi. The outlet from the Mississippi to the Atchafalaya 
 was almost constant, and at times very large, and the tendency is to 
 increase; and the plan proposed, was to check future enlargement of 
 these channels, by a broad, continuous brush sill across the outlet from 
 the Mississippi into the Atchafalaya ; and thorough protection of the 
 banks. Further surveys were ordered. Dredging was continued, but 
 again failed, in the low water season of 1883, to maintain a channel; 
 in fact, for a time, the water way entirely disappeared. Surveys 
 showed that the sectional area of Old River, the former course of 
 Red River, was decreasing, and that of the Atchafalaya increasing. 
 
 In the report for 1884, the Commission made a report of a plan for 
 the rectification of Red and Atchafalaya Rivers, and discussed, in 
 extenso, all proposed plans, also. 
 
 1. 1880, II, p. 1284. 
 11 
 
[162] 
 
 A system of brush dams was proposed for the Atchafalaya. These, 
 built on a broad foundation of brush, were to be of concentric, and 
 diminishing cribs, and with crests just below low water, with a chan- 
 nel depression of five feet. From the levees on either side of the 
 river, and opposite the ends of the dams, earthen spurs should be built 
 out as far as possible. These spurs and all adjacent surfaces of levees 
 or banks should be substantially rip-rapped, if necessary. As this plan 
 would cause a large increase of flood discharge in the Mississippi be- 
 low Red River, the levees would be raised, of necessity, along that 
 part of the river, and the cost of this was also included. Total esti- 
 mate, $4,800,800. 
 
 After the Commission took charge of this work there was expended 
 at the mouth of Red River to June 30th, 1885, the sum of 
 198,386.32. 
 
 NEW ORLEANS HARBOR. 
 
 A Board of Engineers, consisting of Majors Weitzel, Benyaurd 
 and Howell, of the corps of engineers, and Messrs. Harrod, D'Herne- 
 court and Wood, assembled at the request of the City Council of New 
 Orleans, reported April 8th, 1878, ^ on the dangers threatening the 
 harbor of that city on account of caving banks, and the remedies to 
 be adopted. The surveys had shown that caving occurred, more or 
 less, along more than ten miles of bank. The plan proposed was to 
 protect by a revetment of brush and stone some 18,700 lineal feet in all, 
 and to build a timber bulkhead along 7,500 feet of the main front; the 
 whole work estimated to cost $476,000. An appropriation of $50,000 
 was made in 1878. Work was begun in revetment, and 2,002 lineal 
 feet were constructed of mattresses, 24 feet wide, and sunk with a lap 
 of ten feet. The total area covered was 326,650 square feet. Opera- 
 tions were carried on during the successive years under two different 
 contracts in execution of the plan proposed. But from a combination 
 of circumstances; the difficulty of operating near the shipping, the 
 difference between the protection of cheaply built wharves, and that 
 of a sloping bank ; inefficient methods of construction ; and lastly the 
 insufficiency of the revetment already laid ; all work was summarily 
 abandoned in the fall of 1881. The subject was referred to a Board 
 of Engineers consisting of Majors Suter, Benyaurd and Sticknev, and 
 Captain Ernst, who reported October 5th, 1881, ' that the present 
 plan of improvement, whether viewed as to its general merits or its 
 details, should not be continued. A second report from the same 
 board, dated February 20th, 1882, proposed that the problem of wharf 
 protection would be best met by proper wharf construction, and indi- 
 cated the methods ; and that to secure the bank in CarroUton bend a 
 single mattress, 10,000 feet long, if practicable, and about 400 feet 
 wide, should be laid, at a cost of about $280,000 ; but that the success 
 of all work depended upon the ability to construct without interrup- 
 
 2. 1878, 1., p. 615. 3. II, 1882, p. 1359. 
 
[163 J 
 
 tion from shipping what was intended as a protection, in either 
 locality. 
 
 This work was turned over to the Commission by the act of 1882, 
 who adopted the plan for the revetment of Carrollton Bend. Work 
 began on this November 9th, 1883. When 470 feet had been laid, 
 the rising river forced a suspension of work. Later on, an extensive 
 caving in Gouldsboro bend made it more desirable to protect that, 
 and the plant was transterred there, and a portion of the fall of 1884 
 was spent in building out spurs in that bend, until the funds on hand 
 were exhausted. In four appropriations $260,000 have been given to 
 New Orleans harbor. 
 
 LEVEES. 
 
 In the preliminary report of the Mississippi River Commission it is 
 stated that there is no doubt that the levees exert a direct action in 
 deepening the channel, and enlarging the bed of the river during 
 those periods of high water, when by preventing the dispersion of the 
 flood-waters over the adjacent low lands, they actually cause the 
 water to rise to a higher level within the river bed than it would at- 
 tain if not thus restrained. Surveys give some evidence that up to 
 1858 the agency of a perfecting system of levees, secured a river bed 
 of greater area of mean cross section, of greater enlargement, and of 
 corresponding deepening. During the ensuing twenty years, it is 
 known that the levee system was interrupted by a great number of 
 crevasses between Cairo and Red River. It would appear from 
 known facts that a closure of these crevasses might be expected to 
 accelerate the removal of shoals caused by them, and together with 
 contraction works might effect a lowering of the flood level, which 
 will in time render the maintenance of these levees above Red River 
 unnecessary. The breaks in the levees are estimated equal to about 
 8,065,700 cubic yards j estimate for repairs, $2,020,000. Two mem- 
 bers of the Commission dissented from the views in a published 
 report. 
 
 In the report of the Commission for 1881, many surveys were made 
 and facts noted upon the levee question, and collected together, and 
 the deduction was drawn that they corroborated the views expressed 
 by the large majority of the commission in the former report, and 
 repeated in this. 
 
 In the report for 1882 the Commission announce as the result of 
 studies and surveys made by them, that as a part of a complete system 
 of channel improvement, levees should be built, and in conformity 
 with these general points. The standard of elevation for levees should 
 be sufficient to confine floods most frequently recurring. The restraint 
 of great floods, which recur only at long intervals, would involve too 
 great cost. The system should be generally one of restraint in the 
 interest of navigation, the extent to be determined by considerations 
 of economy. At outlets and depressions of the bank the levees are 
 the more important and the more costly, and should be made secure. 
 
[164] 
 
 by giving the levees great width and height. To determine the suit- 
 able elevations will require careful study of the surveys, and especially 
 ol flood heights. Of the appropriation of $4,123,000, made August 
 2d, 1882, the Commission considered .that the sum of $1,300,000 could 
 be judiciously expended in closing existing breaks in the levee. It 
 was deemed expedient to apply the sum first upon the lowest parts of 
 the river flowing along the fronts of the great basins, and thence up- 
 ward as far as the allotment would extend. New breaks were to be 
 repaired first, and as long a line of levee as possible, rather than short 
 parts, to a greater height. A board of the executive engineer officers 
 of the river districts was authorized to make the distribution of the 
 allotment, which was as follows : 
 
 Atchafalaya basin $110,000 
 
 Tensas basin '. 750,000 
 
 Yazoo basin 440,000 
 
 Bonnet Carre crevasse 15,000 
 
 Contracts were then made, and put in execution that year, for the 
 repairs of levees, as follows : In the second district, on the Yazoo 
 front, four contracts amounting to 291,500 cubic yards, at prices run- 
 ning from 22 to 32 cents per yard; in the third district, nine contracts 
 along the Tensas front, amounting to 1,338,000 cubic yards, at from 
 18^ to 25 cents per yard ; and fourteen contracts along the Yazoo front, 
 amounting to 1,380,000 cubic yards, at from 18 to 29 cents per yard; 
 and in the fourth district, eleven contracts along the Tensas front, 
 covering 51 miles of levee, and 1,764,291 cubic yards. All of these 
 contracts were carried out during 1882 and 1883. 
 
 In the report for 1883 the Commission recommended the continua- 
 tion of levee work on the fronts of the Tensas and Yazoo basins 
 during the ensuing year; and after discussing fully the results of the 
 preceding year's surveys and constructions, give the same general 
 conclusions as to the desirability of repaijing the breaks in existing 
 levees, as already adopted by them. 
 
 In the report for 1884, after carefully reviewing the reasons for 
 forming the conclusion it is said : 
 
 "We therefore conclude that levees, such as have been described, 
 are, in connection with an equalization of width, and the prevention 
 of caving, an important part of any general and systematic plan for 
 the improvement of the navigation, and the prevention of destructive 
 floods; and we do recommend the construction of new, and raising of 
 existing levees along all parts of the river, where the highlands are 
 too remote to check the passage of large volumes of flood water, out- 
 side the bed of the river; or, in other words, on the entire light 
 bank, and on the left bank below Baton Rouge, and from the Yazoo 
 River to Horn Lake, below Memphis." 
 
 In the completion of the levee system, it was proposed to enclose 
 each bottom, the Manchac, LaFourche, and Atchafalaya, constituting 
 lower Louisiana; the Tensas, Yazoo, White, and Saint Francis, in 
 
[165 ] 
 
 order, from below, upwards. In each bottom, as it is reached in the 
 preceding order, the most important levees, as restraining the greatest 
 escape of water, should be first constructed. 
 
 From the appropriation of 1884, the Commission allotted $175,000 
 for the repair and preservation of levees ; and this was distributed 
 by the board of executive officers, as follows : In the second district, 
 $15,000 to Long Lake levee, Arkansas; in the third district, $20,000 
 to the Yazoo front, and $50,000 to the Tensas front ; in the fourth 
 district, $90,000 to the Tensas front. These works were pUt under 
 contract, and, since then, have been executed. Besides the sums 
 referred to, special allotments have been made for special levees, at 
 different times; and, up to June 30th, 1885, the total expended in 
 the repair, and construction, of levees, is as follows : 
 
 Second District, I ^°°g Lake Levee $ 15,000 
 
 ' \ Yazoo Front 80,950 
 
 (Opossum Fork 25,000 
 
 Third District, ^ Yazoo Front 364,875 
 
 (Tensas Front 411,108 
 
 j Bonnet Carre Crevasse 15,000 
 
 Fourth District^ Tensas Front 548,258 
 
 ( Atchafalaya Front 133,504 
 
 Total levees $1,593,695 
 
 This is a little less than twenty-one per cent, of the total expended 
 in construction below Cairo, under the Commission. 
 
 The views of the Commission, upon the subject of levees, have 
 never been Concurred in by all of its members, but dissenting reports 
 have been submitted upon all the theories upheld by the majority. 
 
 It has not been my intention to attempt to summarize the argu- 
 ments upon the question of the influence of levees upon the navigation 
 of the river. It has never been doubted that the work done upon the 
 levees has been of advantage to the interests of navigation, and to the 
 occupants of the protected territory ; but it is disputed that the 
 levees will exercise a beneficial effect upon the low water channel of 
 the river, or in lowering the flood line; both of which results are 
 claimed as certain to follow, by the majority of the Commission. 
 
 The literature upon this subject is extensive; the surveys, and 
 information presented, are minute and extensive ; and a student will 
 draw his own conclusions. I have endeavored to present here, very 
 briefly, the development of the conclusion of the majority of the 
 Commission, as to levees, in a spirit of fairness, and to trace the 
 actual construction, under the plans adopted, as a part of the 
 " practice " of the improvement of the lower Mississippi. 
 
r 166J 
 
 CHAPTER XVI. 
 
 THE ILLINOIS EIVEE; FOX EIVBR, WISCONSIN; COOSA RIVER, 
 ALABAMA; AND RED RIVER OF THE NORTH. 
 
 In accordance with the act of June 23d, 1866, a survey was made 
 of the Illinois River, from Grafton to LaSalle, 224 miles, by Lieut.- 
 Col. J. H. Wilson. He proposed as a result of this to improve the 
 river by a system of locks and dams, believing that a sufficient depth 
 could not otherwise be procured. Estimate, .$3,123,796. He also 
 proposed to enlarge the Illinois and Michigan Canal so as to adapt it 
 to the use of the largest boats plying on the Mississippi River ; esti- 
 mate, $18,250,110. All locks were to be 350 feet long, and 75 feet 
 wide, and the canal and river to have a navigable depth of 7 feet. 
 * The proposed locks and dams were as follows : 
 
 LOOKS. 
 
 Lift, 
 feet. 
 
 Height '■ Length 
 
 of dam. of dam. 
 
 feet. feet. 
 
 Length 
 
 of pool. 
 
 miles. 
 
 Estimated 
 cost. ' 
 
 Lock No. 1, Six Mile Island. 
 
 " 2, Columbiana 
 
 " 3. Naules 
 
 4. 
 
 4. 
 
 5. 
 
 5.8 
 
 5.7 
 
 7.5 
 
 11.0 
 8.0 
 9.5 
 10.3 
 10.8 
 14.0 
 
 1,440 
 1,240 
 880 
 980 
 800 
 930 
 
 25i 
 
 28 
 
 25i 
 
 43i 
 
 49i 
 
 42J 
 
 $ 491,449 
 459.746 
 405.746 
 
 " 4, Frederick 
 
 " 5, Spring Lake 
 
 " 6, Chillicothe 
 
 420,746 
 394,622 
 415,688 
 
 The total fall from LaSalle to Grafton is 29.2 feet, and the average 
 fall per mile varying only slightly from 0'.4; the maximum was 0'.4 
 per mile at Beardstown bar; the minimum O'.Ol in Lake Peoria. 
 
 Flowing with a sluggish current, the river wanders through a 
 valley of swampy land, from one to six miles wide. The banks are 
 low, rising from three to eight feet above the river surface at medium 
 stage. The general course of the river is noticeably direct; the 
 straight reaches are almost invariably deep with a muddy bottom ; 
 the shallows occur at the bends, at confluent channels and the mouths 
 of creeks. The amount of material brought down by .floods is small. 
 In the long reaches the depth found was from eighteen to thirty feet. 
 For fifteen miles below Peoria the river expands to seven or eight 
 times its ordinary width. Low water occurs in July, August and 
 September, and navigation is virtually suspended, and for five 
 months in the year ice causes a suspension of navigation. The low 
 
 1. Ex. Doc, No. 16, 40 Oong., 2st Session, hTr 
 
[167] 
 
 water discharge at Hennepin was found to be 633 cubic feet per sec- 
 ond. *The highest water known at LaSalle in 1883, was about 28 
 feet above low water mark. Surveys of the Illinois continued in 
 1867, and the matter was referred to a board of engineers, who re- 
 ported December 17th, 1867, that " the only feasible route for deep 
 water communication between the Great Lakes and the Mississippi 
 River, equally adapted to military, naval and commercial purposes, 
 was by the line of the Illinois River, and the Illinois and Michigan 
 Canal." 
 
 The board proposed five locks and dams, at Henry, Copperas Creek, 
 LaGrange, Bedford, and Six Mile Island, at an estimated cost of 
 $1,770,000, and expressed doubt whether a navigable channel could 
 be secured by dredging and wing dams. *In 1869 the State of Illi- 
 nois directed the building of a lock and dam at Henry, as a first step 
 in the improvement; and operations were carried on by the state in 
 substantial conformity to the plans of improvement recommended by 
 the board. From the appropriation of 1869, $84,150 was allotted for 
 improving the Illinois River. In 1870 Colonel Macomb, then in 
 charge, carried out the modified project prepared in 1869 by his pre- 
 decessor, and began a system of auxiliary wing dams, together with 
 dredging, hoping this would be in the interests of navigation, since 
 the funds on hand would not allow the building of locks and dams. 
 From 1870 to 1877 operations were continued by dredging, and build- 
 ing wing dams at points where thought best. 
 
 In the meantime the state had built a fine lock and dam at Henry, 
 while the government had prepared the river bed from that place to 
 Copperas Creek, in the vicihity of which the second lock and dam 
 were to be built. In 1873, in accordance with some arrangement 
 made, the government began the foundations of this Copperas Creek 
 lock, which were completed in September, 1874, then turned it over to 
 the state, which finished the lock. Dredging was continued to the 
 end of the fiscal year, June 30th, 1878, when it was suspended. 
 Captain Lydecker relieved Colonel Macomb in 1877. At the end of 
 this period of operations it may be summed up that the state works 
 at Henry and Copperas Creek had secured a reliable 7-foot navigation 
 for a distance of about 100 miles. On that part of the river below 
 Copperas Creek a navigable depth of four feet had been secured over 
 some bars, yet others, having only two and a-half feet, limited navi- 
 gation to that depth. 
 
 2. ]868, p. 448, p. 437. 3. 1879, ll., p. 1572. 
 
[168] 
 
 Total dredging, by contract, 811,434 cubic yards... $235,785 
 Time work by dredge, snagging, etc., 1,655 hours... 17,051 
 
 Brush and stone dams, 6,000 linear feet 29,117 
 
 Foundation Copperas Creek lock 62,359 
 
 Removing wreck near Peru 450 
 
 Total paid to contractors. $344,762 
 
 Aggregate length of dredged channels, 123,320 linear feet; 
 
 40 to 150 feet wide; material used in forming dikes and 
 
 dams. 
 
 Total amount appropriated before 1878 $474,150 
 
 Captain Lydecker urged the necessity of extending the slack water 
 system, by ^adequate appropriations. The Chief of Engineers agreed 
 with these views, but decided that the intention of Congress was to 
 continue the use of dredging and wing dams, and the Secretary of 
 War coincided in this decision. 
 
 Accordingly, a dredge was built, a tow boat, and dump scows 
 bought, and work was continued upon this plan, during 1879,1880, 
 and 1881. In that time 199,738 cubic yards were dredged, and 5,858 
 linear feet of dams built, consuming 254,106 cubic feet of material. 
 Appropriated $150,000 in 1879, and 1880. The act of March 3d, 
 1881, gave $250,000, with which, as an adequate sum for a commence- 
 ment, it was decided to begin a new lock near Kampsville, opposite 
 Columbiana. *This would correspond in size with those already built 
 on the river ; 350'x 75' between gates ; walls of head bay extend 70' 
 above the upper, and of the tail bay 50', below the lower hollow 
 quoins. The lift of the Kampsville lock will be 7.2 feet, (and of the 
 LaGrange lock 7.4 feet), the foundation consists of a system of piles, 
 on which is secured a grillage and platform, covering the entire area 
 included between the exterior lines of the lock walls. Five rows of 
 sheet piles cross the foundation area; one at the head, one at each 
 mitre sill, one at the foot, and one in continuation of the sheet piling 
 of the dam. The tops of the lock walls are to be 7 feet above the 
 crests of the dams, boats passing over the dams when the water rises 
 to that level. The walls are about 22 feet high, with vertical faces 
 of cut stone, and a backing of concrate, with stone imbedded in it ; 
 the gates of timber. The dams will be of timber crib work, prolonged 
 down stream so as to form an apron, filled with stone ; protected 
 against undermining by sheet p^ing, reinforced below by a mass of 
 rip-rap, and backed above by a filling of clay and gravel ; one end of 
 the dam to connect, water tight, with the river wall of the lock, the 
 other resting against a masonry abutment. Dredged channels are to 
 be made through the bars at the upper end of the reaches, to give a 
 low water depth of 7 feet. Contracts were let, in 1881, for material 
 and machinery to begin construction, and the site of the lock pit was 
 dredged. 
 
 4. 1881, III, p. 2176. 
 
[169 1 
 
 Extreme and continued high water, in the spring of 1882, prevented 
 operations. Appropriated in 1882, $175,000. Major Benyaurd re- 
 lieved Major Lydecker from the charge of the river. 
 
 Dredging for the lock pit at LaGrange began July 19th; and the 
 coffer dam was begun August 23d, and finished October 4th. It was 
 700 feet long, by 200 feet wide. It was pumped out, and pile driving 
 for the foundation began in November, and continued until January 
 6th, 1883. Operations were resumed July 13th, and continued to 
 November 29th, 1883. The foundation was completed and the lock 
 walls begun. 
 
 Dredging for the lock pit at Kampsville began September 1st, 
 1882; the cofferdam was finished September 22d,and the foundation 
 begun October 14th. Work ceased December 23d. Work was re- 
 sumed July 18th, 1883, re-enforcing the coffer dam, and dredging out 
 deposits within it. The lock foundation was finished November 12th, 
 and funds were exhausted. 
 
 The appropriation of |100,000 of 1884, was to be expended at La- 
 Grange lock, in raising the lock walls, purchasing material for, and 
 constructing the gates, which it was hoped could be finished therewith. 
 The amount required for completion of the existing project is $447- 
 150.56 ; and the river cannot be used to advantage until the locks 
 and dams are all bnilt. 
 
 The principal commerce by river, from the Illinois, is connected 
 with Saint Louis, whence the following statistics are obtained : 
 
 STEAMERS AERIVING AT SAINT LOUIS FROM THE ILLINOIS RIVER, 
 AND FREIGHT HANDLED. 
 
 
 Steamers, 
 arrivals 
 
 FREIGHT. 
 
 YEAB. 
 
 Beceived. 
 tons 
 
 Shipped, 
 tons 
 
 1878 
 
 263 
 234 
 260 
 205 
 214 
 163 
 
 124,785 
 106,620 
 155,605 
 
 18,300 
 9 140 
 
 1879 
 
 1880 
 
 9935 
 
 1881 
 
 
 1882 
 
 
 
 1883.... 
 
 94,205 
 
 4,715 
 
 
 ®A survey was made, in 1882, for an enlargement of the Illinois 
 and Michigan Canal, without change of location of canal trunk, or 
 locks, with a view to the increase of depth from 6 to 7 feet ; and in 
 size of locks from llO'xlS' to 170'x 30'. The estimate, based on this 
 survey, was $2,298,919. There are now 16 locks, covering a descent 
 of 141.5 feet, in all. The State of Illinois has offered to the United 
 States this canal, if intended for enlargement. 
 _^ 1^ 
 
 5. 1883, II, p. 1761. 
 
[ 170 ] 
 
 If a water communication B«etween the Mississippi Valley and the 
 Great Lakes be desirable, for military, naval, or commercial, pur- 
 poses, — and it is difficult to form arguments against such a con- 
 nection, — then the Illinois and Michigan Canal, properly enlarged, 
 and the Illinois River properly locked and damned, will be the most 
 natural, direct, and economical line. The relations of the State with 
 the line, and its willingness to further the project; the constant 
 reports of -the engineers who examine the subject; the action of the 
 United States, its delays and limited appropriations, reproduce the 
 same historical picture as seen in the case of the Louisville and Port- 
 land Canal ; the Sault Sainte Marie Canal ; the Muscle Shoals Canal ; 
 and the Des Moines Rapids Canal. An ample appropriation, an 
 energetic construction, such as would be expected in the building of 
 a great railroad, would rapidly solve the problem, presented eighteen 
 years ago, and repeated annually since then. 
 
 POX EIVEB, WISCONSIN. 
 
 ^ The Fox River, Wisconsin, which with the Wisconsin River forms 
 a water line (by canal) between the Mississippi and Lake Michigan, 
 was improved by private enterprise through locks and dams. When 
 the government purchased in 1872 the property of the canal company, 
 the works were in such a dilapidated condition that navigation was 
 practically suspended, and it became necessary to rebuild nearly all 
 the locks and dams, and to dredge the channel to a great extent. 
 This has been done in part as funds permitted, since that time, and in 
 1884 three feet depth of navigation was maintained upon the Upper 
 Fox,, and five feet upon the lower river, except at one place, where 
 only four and a-half were found. 
 
 Besides current and extensive repairs on many old locks and damSj 
 and extensive dredging of the channel, the following is a list of the 
 principal works upon the lower river. There are four steamboats 
 running regularly upon this part of the river, besides transient boats 
 and tugs with scows. They transport principally lumber, tanbark, 
 salt, oil, sand and bricks. 
 
 LOWER POX. 
 
 DePere Lock, (old), thoroughly repaired. 
 
 DePere Dam, new. 
 
 Little Kaukana Dam, rew. 
 
 Rapid Croche Dam, new. 
 
 Kaukana Fourth Lock, new. 
 
 Kaukana Third Lock, new. 
 
 Kaukana First Lock, new. 
 
 Little Chute Combined Lock, new. 
 
 Little Chute Second Lock, new. 
 
 Little Chute Dam, new. 
 
 Cedars Dam, new. 
 
 Appleton Second Lock and Upper Dam, new. 
 
 6. 1884, in., p. 1929. (See page 107 ante.) 
 
[ 171 ] 
 
 UPON THE UPPER FOX. 
 
 Grand River Lock is a new stone lock. 
 
 Princeton, White River, Berlin and Eureka Locks, are also new 
 stone locks. 
 
 Eureka Dam is a timber dam with stone piers, the whole resting 
 upon a pile foundation. It has a navigable pass, 50 feet wide at the 
 north, and which becomes a sluice way during high water. On the 
 Upper Fox are four steamers running exclusively upon it, besides oc- 
 casional trips made by other boats. Three tow barges for freight. 
 
 The following table shows the tonnage locked through the various 
 locks during a space of three years, and also the greatest amount of 
 lumber rafted through any one lock : 
 
 Greatest amount 
 of lumber rafted. 
 Tonnage. B. M. 
 
 Lock No. 1, DePere, f 1880 18,703 to 32,513 582,000 
 
 to Lock No. 19,^ 1881 15,338 " 30,404 604,000 
 
 Eureka (1882 17,398 " 40,190 482,000 
 
 Lock No. 20, Berlin, f 1880 2,680" 5,865 ". 19,000 
 
 to Lock No. 26, <^ 1881 3,249 " 3,950 1,956,000 
 
 Fort Winnebago... (1882 2,404 " 2,762 40,000 
 
 T 1 AT oT TD ^ (1880 852 1,562,614 
 
 LockNo.27,Portage!jggj ^g^ 4;]52;998 
 
 '^^^y (1882 890 285,000 
 
 The total amount expended for construction and maintenance since 
 the purchase to June 30th, 1883, $1,646,140.26. Appropriated 1884, 
 $160,000. For maintenance and necessary repairs $45,000 are needed 
 annually. Major Houston was in charge until 1882, and since then 
 Major Benyaurd, except temporarily, when relieved by Captain 
 Marshall. 
 
 COOSA RIVER — ALABAMA AND GEORGIA. 
 
 ' In 1875 an examination of this river was made from Rome, 
 Georgia, to Gadsden, Alabama, 135 miles, and a plan of improvement 
 proposed to secure a depth of four feet through a channel 80 feet wide. 
 In 1876 an appropriation was made, and a systematic plan of action 
 begun. Active operations have been carried on each year. Below 
 Greensport is a succession of very broad and shallow reefs, extending 
 over five miles of the river, and having a total fall of 24 feet, the 
 greater part of which is confined to a length of about two miles. 
 This part of the river requires a more costly work than will be neces- 
 sary on any other part of the river included within the present project. 
 The plans for improving these shoals are as follows : First, a longi- 
 tudinal dam, 2,000 feet long,^forming a canal, with a lock at the lower 
 end. Second, a dam 1,000 feet long across the river, terminated at 
 
 7. 1883, n., p. 1501. 
 
[172] 
 
 one bank by another lock. Third, the utilization of another chute as 
 part of the canal, placing a dam and a third lock at the lower end. 
 The locks are 210'x40' inside. At the close of the fiscal year 188'4 
 this work stood thus : Lock No. 1, masonry and upper gates com- 
 pleted; lower gates ready to be placed; longitudinal dam finished. 
 Lock No. 2, masonry completed, and ready for the gates ; the cross 
 dam and a short closing dam finished. Lock No. 3. All the stone 
 required for this lock has been cut. Coffer dam inclosing the lock pit 
 has been constructed, acd the foundation excavated. With the funds 
 on hand this lock has probably been pushed towards completion. 
 
 Five steamers ply on this river, carrying lumber, iron and cotton, 
 and general merchandise between Rome, Georgia, and Greensport, 
 Alabama. The total appropriated has been $418,700. Major W. R. 
 King is, and has been, the officer in charge. When the stage of water 
 is high, steamers pass over the rapids without difficulty. 
 
 EBD RIVER OP THE NORTH. 
 
 'This river from the junction of the Bois de Sioux and Otter Tail 
 Elvers, on the western boundary of Minnesota, flows nearly due 
 north 197 miles, to the northern boundary of the United States. The 
 course of the river in the same limits is more than twice as long. 
 The current, except at the rapids is hardly one mile an hour. It 
 flows through a very flat prairie, between clay banks from 20 to 60 
 feet high. The area" drained within the United States is about 32,000 
 square miles; but the rainfall is small, between 13 and 20 inches, as 
 measured at different points. 
 
 LOCALITIES. 
 
 Width of 
 River.— ft. 
 
 Distance, 
 miles. 
 
 PaU. 
 feet. 
 
 Moorhead 
 
 Goose Rapids, head. 
 
 " foot.. 
 
 Frog Point 
 
 100 
 
 160 
 
 98.0 
 
 98.9 
 
 120.0 
 
 50'.66 
 55'.26 
 71'.83 
 
 Difference between high and low water marks at Moorhead 36', 
 at the boundary line 45'. Upon the settlement of this country this 
 river has had a decidedly beneficial effect. The principal obstruc- 
 tions to navigation have been removed by dredging, and from 1879 
 to 1882, a channel with an assured depth of 3 feet at low water was 
 secured for 80 miles below Moorhead, where but Ij feet existed 
 before. Below Grand Forks 18 miles of a 4-foot channel are now 
 found, where were only 2 feet before improvement. 
 
 The clay of the river bed and the gentle current have made dredg- 
 ing more than usually successful, and permanent in effect. There 
 were three steamboat lines operating on the river in 1883. ' Total 
 freight carried during five years: 
 
 8. 1874, 1, p. 295. 
 
 9. 1884, III, p. 1610. 
 
[ 173 ] 
 
 1879 .- 35,718,731 pounds. 
 
 1880 43,301,515 " 
 
 1881 53,114,861 " 
 
 1882 63,303,629 
 
 1883 50,727,951 " 
 
 It has been proposed to build a lock and dam at Goose Rapids to 
 overcome this, the main obstruction of the river, but work has not yet 
 been begun, although $50,000 were appropriated. Between 1876 and 
 1884 there was appropriated, in seven items, the sum of $123,000 for 
 the improvement of this river. 
 
 CHAPTER XVII. 
 
 CONCLUSIONS AND DEDUCTIONS. 
 
 The Supreme Court declares (11 Wallace, 411) that — 
 
 1. A river is a navigable water of the United States, when it forms 
 by itself, or by its connection with other waters, a continuous 
 highway over which commerce is or may be carried on with other 
 States or foreign countries in the customary modes in which such com- 
 merce is conducted by water. 
 
 2. If a river is not of itself a highway for commerce with other 
 States or foreign countries, or does not form such highway by its con- 
 nection with other waters, and is only navigable between different 
 places within the State, then it is not a navigable water of the United 
 States, but only a navigable water of the State. 
 
 In 20 Wallace, 430, it was further decided with reference to the 
 Fox and Wisconsin Rivers, that — 
 
 3. Commerce is conducted on the water, even at the present day, 
 through other instrumentalities than boats propelled by steam or wind. 
 And the true test of the navigability of a stream does not depend on 
 the mode by which commerce is, or may be, conducted, nor the diffi- 
 culties attending navigation. If this were so, the public would be 
 deprived of the use of many of the large rivers of the country over 
 which rafts of great value are constantly taken to market. 
 
 It would be a narrow rule to hold that in this country, unless a 
 river was capable of being navigated by steam or sail vessels, it could 
 not be treated as a public highway. The capability of use by the 
 public for purposes of transportation and commerce affords the true 
 criterion of the navigability of a river, rather than the extent and 
 manner of that use. 
 
[ 174 ] 
 
 These, and many similar decisions, which could be quoted, show 
 that breadth of view may be expected from the judicial tribunals, 
 rather than narrow and limiting bounds, when this great subject comes 
 up for decision in any of its details ; and such has been the uniform 
 record. So, also, in Congress, we have found that the aim has been 
 a universality of attention, and an intention to promote the welfare 
 of all. 
 
 The assertion could, I think, be substantiated by quotations from 
 judicial decisions that it would be right, and just, and proper, in 
 Congress, if it so chose, to make any appropriations that it saw fit, for 
 any navigable stream, or part of it, however small and trifling, without 
 any hope of a return therefrom. But assuming that Congress has 
 always attempted to limit these appropriations to those cases where it 
 was possible that adequate results might be secured, let us now give a 
 summary of our investigations, with this end in view, and ascertain, 
 if possible, wherein the commercial results have been such as to 
 authorize the statement that the work was expedient. To give the 
 foundations for this summary has already been stated in the first 
 chapter to be the chief aim of this essay. 
 
 The following general assertions are believed to have been proved 
 by the history of our rivers : 
 
 1st. Rivers are not now, whatever they might have been in the 
 past, great through lines of trade. And not only that, it is evident 
 that in all cases the amount of such through business is decreasing,* 
 rather than increasing. The records of the Ohio, the Missouri, and 
 the Upper Mississippi, all show that. The large amounts of coal 
 shipped from Pittsburgh down the Ohio seem, but only seem, to be 
 an exception to this rule. It follows as a corollary of the statement 
 that the size and length of a stream, and its connection with other 
 navigable streams, are not the measure of its importance, commer- 
 cially. Nor, as a further corollary, does the necessity of making ap- 
 propriations increase with the size of a stream, commercially, if the 
 engineering features do not call for increase. 
 
 The relations between Pittsburg and the Upper Missouri, by boat, 
 were formerly important; they are now gone. The long lines of 
 Ohio and Mississippi and Missouri Rivers are not now used as the 
 lines of freight communication. The most valuable freight for its 
 weight, cotton, does not travel up stream for any distance ; and the 
 lines of packets which formerly connected New Orleans, Vicksburg 
 and Memphis with Cincinnati, Louisville, Pittsburgh and Wheeling, 
 carrying cotton for eastern shipment by rail, do not now exist. Nor 
 do we find the same boats carrying wheat, corn and flour down the 
 rivers to New Orleans and the ocean, as the easiest and cheapest way 
 to foreign markets. Whatever may be the cause of this state of aflairs, 
 it exists. The jetties at the mouth of the Mississippi have not drawn 
 large ships or a numerous fleet to New Orleans, and as much (no more) 
 cotton is now shipped there as before the war. The determined effort 
 
[175] 
 
 made to induce wheat and flour to go via the Mississippi in 1880 to 
 1883 did not succeed, and the lines of barges then in use have not had 
 any great effect upon the course of trade. Moreover the very wheat 
 and flour which does go south goes by rail, rather than by river. 
 The following tables have been compiled, and have given me this 
 conclusion : 
 
 STATISTICS OF THE COMMERCE OF NEW ORLEANS. 
 CLEARANCES AND EXPORTS. 
 
 Year. 
 
 STEAM VESSELS. 
 
 SAIL VESSELS. 
 
 Value of 
 ■ Exports. 
 
 Percentage to 
 total Exports 
 
 Number. 
 
 Tonnage. 
 
 Number. 
 
 Tonnage. 
 
 of Merch'dlse 
 from V. S. 
 
 1871... 
 
 1,201 
 
 1,231,161 
 
 1,141 
 
 566,416 
 
 $95,247,791 
 
 22 
 
 1872... 
 
 704 
 
 739,850 
 
 1,000 
 
 457,996 
 
 90,802,849 
 
 21 
 
 187.3... 
 
 444 
 
 473,965 
 
 811 
 
 517,833 
 
 104,615,092 
 
 21 
 
 1874... 
 
 477 
 
 485,499 
 
 843 
 
 453,056 
 
 97,086,021 
 
 17 
 
 1875... 
 
 433 
 
 459,546 
 
 658 
 
 335,429 
 
 71,062,072 
 
 14 
 
 1876... 
 
 393 
 
 446,265 
 
 841 
 
 439,224 
 
 84,228,170 
 
 16 
 
 1879... 
 
 406 
 
 591,351 
 
 680 
 
 368.227 
 
 63,795,557 
 
 9 
 
 1880... 
 
 575 
 
 810,915 
 
 722 
 
 397,456 
 
 94,152,000 
 
 11 
 
 1882... 
 
 524 
 
 834,308 
 
 445 
 
 231,541 
 
 71,021,000 
 
 10 
 
 1883... 
 
 501 
 
 565,042 
 
 361 
 
 188,237 
 
 87,298,550 
 
 , 11 
 
 1884... 
 
 505 
 
 544,142 
 
 263 
 
 123,233 
 
 86,122,481 
 
 15 
 
 Average tonnage of steam vessels 1871-1875 1,050 tons. 
 
 " " " " " 1876 1,135 " 
 
 " " " " " 1879-1880 1,430 " 
 
 " " « « " 1882 1,592 " 
 
 " '• " " " 188^-1884 1,103 " 
 
 The number of clearances from New Orleans in 1860 was 2,185, 
 with a total tonnage of 1,219,228. 
 
 From a study of the value of the cotton crop in the United States, 
 I have deduced the following percentages of the same, as shipped from 
 New Orleans: In 1871, 25 per cent; in 1873, 35 per cent; in 1876, 
 30 per cent; in 1883, 25 per cent; and in 1884, 19 per cent. 
 
[176] 
 
 SHIPMENTS OF WHEAT AND PLOITE SOUTHWARD FEOM 
 SAINT LOUIS— 1873 TO 1883, INCLUSIVE. 
 
 YEAB. 
 
 1873. 
 1874. 
 1875. 
 1876. 
 1877. 
 1878. 
 1879. 
 1880. 
 1881. 
 1882. 
 1883. 
 
 WHEAT. 
 
 By rail and 
 
 Miss'pi Biver. 
 
 bushels. 
 
 Direct to 
 
 Europe by 
 
 New Orleans, 
 
 bushels. 
 
 FLOUE. 
 
 By boat, 
 barrels. 
 
 1,266,045 
 1,186,698 
 797,039 
 768,304 
 565,475 
 565,744 
 
 By rail, 
 barrels. 
 
 323,078 
 533,077 
 643,641 
 436,825 
 483,812 
 451,913 
 
 893,254 
 368,574 
 617,129 
 
 4,197,981 
 5,637,391 
 1,276,673 
 
 644,593 
 632,038 
 726,513 
 553,804 
 
 700,849 
 
 871,386 
 
 934,968 
 
 1,080,422 
 
 EXPORTS OF WHEAT IN BUSHELS AT CERTAIN 
 SEA PORTS DURING 1881-3. 
 
 POETS. 
 
 New York 
 
 Baltimore 
 
 Philadelphia 
 
 San Francisco 
 
 New Orleans 
 
 All American ports, 
 
 1881. 
 
 41,788,767 
 19,676,640 
 
 9,008,869 
 22,306,537 
 
 4,420,614 
 96,872,118 
 
 1882. 
 
 37,620,103 
 17,564,407 
 
 5,838,622 
 37,132,575 
 
 6,100,233 
 113,880,330 
 
 1883. 
 
 21,712,653 
 15,375,093 
 
 4,416,872 
 24,386,327 
 
 2,222,442 
 75.086,268 
 
 Beport No. 1571, Senate, 48th Congress, 2d session. 
 
 The large increase in coal shipped down the Ohio River from 
 Pittsburgh, part of which goes to New Orleans, is the principal item 
 of long distance freight. Although of immense bulk, yet, in value, 
 this freight is not great. The year ol the greatest output, 1 882, the 
 tptal value, at six cents a bushel, would make it about one per cent, 
 of the cotton crop for that year, and about six per cent., or a little 
 more, of the exports from New Orleans, that year. 
 
 Now, if rivers themselves are not great through lines, at the present 
 time, it is not wise to insist that they must be so considered, and, 
 efforts to make them such, will fail. 
 
 2d. All the navigable waters of the United States, whether large 
 or small, long or short, are valuable lines of communication, in some 
 
[177] 
 
 way. They either afford the only easy route through some difficult 
 country, mountainous, or swampy; or they give to those who can 
 reach them, the alternative of selecting, by means of cheap transporta- 
 tion, such markets for their products, or sources for their supplies, as 
 may be most advantageous. It may be of as much service to those 
 who live on the Mississippi, to select one ol many competing towns, 
 which can be reached by river at short distances, as it is absolutely 
 necessary for the poor citizen, who lives in the rough and mountainous 
 regions of West Virginia, or Tennessee, to use the river in poling his 
 slender stock of supplies against the swift current, in a small push 
 boat. 
 
 It is as desirable to the latter to have his small stream freed from 
 obstacles, which his own efforts can not remove, as it is important to 
 the inhabitants of the prairie states, who may use small or great 
 streams, that their navigation be not stopped by low bridges and 
 narrow spans. 
 
 In looking over the long lists of rivers, with miles, and miles, of 
 navigable water, upon which float all kinds of products, it is difficult 
 to grasp the idea of the vast numbers of persons and interests affected 
 by their full and free use, if not dependent upon them. It is difficult 
 to analyze, and difficult to sum up, a subject so large and so varied. 
 And, since history, and instincts, the constitution and practice, all 
 combine to select the United States as the guardian and trustee of 
 these interests, it seems to narrow the question to one of expediency, 
 and judgment. 
 
 And in the exercise of these fiduciary powers, it must be admitted 
 that it were best to aid a community, sparse in numbers, and poor in 
 resources, and in the surroundings of nature, rather than to give to 
 those who have already received. That it were better to develop the 
 latent wealth of the land, and bring the waste places, and the non- 
 productive regions, to a condition of prosperity and independence, 
 rather than trust to an indefinite hope, has already been shown to be 
 a wise practice in the legislation of our country. In every way has 
 the Nation wisely and generously helped every infant industry in the 
 past, helped to build, or constructed lines of communication, and thus 
 brought the broad lands of the West within reach, filling them with 
 the homes of peace. Surely the time has not yet come to abandon 
 this system. 
 
 3d. It is well to note what commodities are found as prominent 
 articles of freight upon the rivers. In all cases where bulky freight 
 can reach a water course, and float down it with the current to a mar- 
 ket, it is apt to do so. The more valuable products are apt to follow the 
 railroads, and freight rarely goes up stream, even for short distances. 
 The coal from the Monongahela and the Kanawha goes to Cincinnati 
 and Louisville, and large quantities even to New Orleans, floating in 
 12 
 
[178] 
 
 large masses. The steamer J. B. Williams towed thirty-seven pieces 
 in 1883, carrying 712,000 bushels of coal, or a total of 24,480 tons, 
 at once. Gas coal from Pittsburgh will ascend the Mississippi River 
 to Saint Louis. It can not be a visionary idea that, in the future, 
 coal can be taken down the Ohio and Mississippi, and out into the 
 Gulf of Mexico, to replace English coal which now fills coaling sta- 
 tions there, and is brought such a vast distance. Possibly not only 
 coaling stations in the Gulf of Mexico, but on the Atlantic, at no very 
 distant date, may be supplied in the same way. 
 
 The coal which lies around the headwaters of the Kentucky and 
 Tennessee streams, and now occasionally comes down on the rivers, 
 may in time be a larger item of the commerce of those streams. 
 
 The iron ores, and limestone, and pig iron, already noted as among 
 the freight articles of the Tennessee rivers, may follow the same law. 
 The timber traffic has been very extensively developed on the Upper 
 Mississippi, and an examination of the records given in that chapter 
 will be instructive. It is also to be noted that the importance of the 
 small streams which bring down logs and small rafts is in some instances 
 phenomenal. Such rivers as the Chippewa, Saint Croix and Saginaw 
 are seldom found, and yet in our vast country where may they not be 
 equaled? As business interests oscillate from one to another section, 
 we find such surprising developments that the prophet rarely appears 
 — until after the fact. 
 
 It may be noticed that in the records of the southern streams the 
 timber interests are yet in their infancy, and rafts and manufactured 
 timber are rarely noted, except upon a few streame. 
 
 For purposes of comparison in these streams, statistics of cotton are 
 generally given. It will be seen by examination that while cotton, 
 in a greater or less amount, is noted upon them, yet the steamers do 
 not develop a larger business, as facilities increase, and the crop is 
 generally moved by the railroads, to which the steamers bring the 
 cotton, over short distances. Cotton is too valuable to be carried long 
 distances by steamer when a railroad can be reached, and yet the sud- 
 den and important development of the cotton business upon streams, 
 as soon as they are made navigable, as on the Neuse, Contentnea 
 Creek, Chattahoochee, Noxubee, and others, shows that the river has 
 superseded some more expensive line by which this staple had been 
 carried before. 
 
 In no instance, and upon no river, do wheat, corn and flour, in large 
 quantities, go long distances. In general, it is found that agricultural 
 products of all kinds follow the law that is shown in regard to cotton. 
 They may be carried short distances,* in varying quantities, and 
 evidently seeking a market. And no river, that can float a steamer, 
 is noted, that may not develop, in an agricultural country, some trade 
 of this kind. In some instances, as on the Wabash, the very varying 
 
[179 J 
 
 quantities, and the very different statistics over different parts, all 
 point out, and illustrate this condition. But, to make navigation 
 successful, there must be a fair profit to the carrier, and, after a trial, 
 if such does not follow, then the statistics show it. 
 
 Passengers do not now follow the rivers, except in small numbers, 
 for short distances, and there is hardly anywhere shown a well devel- 
 oped summer passenger business. But there are great numbers of 
 short stretches of well populated rivers, where small steamboats ply, 
 connecting the people with the towns, and carrying stores and pas- 
 sengers in large quantities. Such are the Monongahela, Kanawha, 
 parts of the Ohio, parts of the upper Mississippi, and the Bayous of 
 Louisiana ; and in these cases, the rivers are especially valuable, and 
 convenient. 
 
 The reports are, however, deficient in some cases as to the exact 
 figures of the commerce connected with rivers. It would be better if 
 the annual reports would contain a brief summary, showing for each 
 year, or each part of it, when commerce varies much, the number of 
 steamboats plying on the river, the number of trips made, the tonnage 
 of the steamboats, and of the freight carried. Statistics of rafts, and 
 flatboats, and barges, also of minor boats, should be kept. The ex- 
 pense connected with collecting these statistics should be made a part 
 of the appropriation, and so stated in the bill. But, as seen, these 
 statistics varying very much, several years should be considered 
 together to get a clear view of the changes. 
 
 ENGINEERING- CONSIDERATIONS. 
 
 It is apparent from the known conditions of the rivers flowing west 
 from the Appalachian chain that a general similarity of conditions 
 exists throughout, and that in all cases where navigation exists, there 
 is a limit (generally somewhere near 18" to the mile) where the slope 
 becomes tod great to allow of a navigable depth throughout the entire 
 season. Below that upper limit comes a succession of pools, permit- 
 ting a very small draft throughout the year, when the channel is en- 
 tirely contracted to its narrowest possible limits. In extremely low 
 seasons, even this stretch becomes deficient in water, and all naviga- 
 tion ceases. To secure a reliable depth of as much as three feet 
 throughout the year, by contraction methods alone, requires rivers 
 with more water and less slope than can be found upon these rivers, 
 until the lower Ohio is reached. But the problem of their improve- 
 ment is eminently satisfactory in regard to the permanence of the 
 work done. 
 
 The stone wing dams and hard gravel, or rock bottoms, and the 
 freedom from sediment, allow tremendous floods to pass over these 
 works annually, without effect upon the low water channel. There- 
 fore what is done is fairly permanent, and, since it is comparatively 
 inexpensive, satisfactory. 
 
[ 180 ] 
 
 Above the belt of permissible contraction works, when the slope 
 becomes too great, or the amount of flow too small, slack water alone 
 will give permanent navigation ; and we find this eminently satisfac- 
 tory system at work on many streams. The demarcation between the 
 two systems is plain and plainly marked in the case of each river, and 
 no doubt haw existed when to apply either, upon the Ohio River and 
 its tributaries. But when, in going down the stream, other conditions 
 are met, and great breadth, masses of moving sand, greater expense, 
 are additional elements, an answer to the problem is not so apparent. 
 Experimental work has been done in the direction of contraction, and 
 in the experimental movable dam near Pittsburgh. 
 
 The record has shown that in all cases of canal work, or locks and 
 dams, executed by the officers of the Corps of Engineers, in the past, 
 a success has been secured. In no case have the works been inferior 
 to those done elsewhere, or by others. In no case have such works 
 been recommended unless the necessity has justified the action; and 
 in no case has the money been supplied with the promptness which 
 economv/and the best interests of navigation/warrant ; except, per- 
 haps, upon the Kanawha River. The great works at the Falls of the 
 Ohio, the Des Moines Rapids, the Sault Sainte Marie, the Illinois 
 River, the Cascades of the Columbia Canal, have all suffered, for 
 years, from lack of funds, and have never been apace with the needs 
 of navigation. The destruction of coffi?r dams, the washing away of 
 uncompleted canal banks, the filling up of excavation, waiting for 
 masonry, when owing to suspension of work through lack of means, 
 all add greatly to the estimate of cost of a work, and make the 
 engineering features seem less creditable than they are. A canal, and 
 generally also, a lock and dam, are definite items, the cost of which 
 can be reasonably approximated, and it would be much more eco- 
 nomical to make an appropriation in one bill, equal to an entire cost 
 of such work, and then postpone, if necessary, other similar works 
 until a similar entire sum can be given at once, than to divide annu- 
 ally insufficient sums among them. It is greatly to be hoped, for 
 engineering purposes, that, (for •example), the sums needed for the 
 completion of the Cascades Canal ; or the enlargement of the Sault 
 Sainte Marie Canal ; or that of the Falls of the Ohio, could be given 
 in one sum ; and better the whole for one at once, than a division 
 among the three. 
 
 In leaving the Ohio river, the next step brings us to the upper 
 Mississippi River, where an abundance of water for a low water 
 channel is assured, but the moving sand and shifting channel give 
 instability to a natural condition of the water way. 
 
 While the problem here is, in my opinion, still unsettled, be- 
 cause not as yet carried to completion over a sufficient distance, or 
 during a term of years long enough to give every variety of experi- 
 
[ 181 ]; 
 
 ence, yet the work in progress is such that must be done anyhow, and 
 to make it a success will in any event require only to be supplemented 
 by further work, which possibly the nature of the commerce concerned 
 may not require. That the reservoir system will, if carried out in 
 full, give all the relief that is needed in the upper river, and do all 
 that its advocates claim, can not be doubted. But that the lower por- 
 tion of the Upper Mississippi will, under contraction methods now in 
 use, have a permanent and deep channel, may well be doubted, as will 
 be discussed later. 
 
 In reaching the lower Mississippi and the Missouri, where the 
 great problem of their improvement has been so much discussed, and 
 upon which construction has so far advanced, it is my wish not to 
 criticize, or to seem to do so. But I believe the importance of a clear 
 understanding of the whole will justify me in presenting some views 
 and deductions which the present condition of the question seems to 
 warrant, and which yet could not safely have been predicated before 
 construction. 
 
 In reviewing the entire system of rivers we find certain character- 
 istics common to all. Every river is formed of a system of pools of 
 deep water separated by shallower water and bars. In low water 
 these pools become marked, and the shoals and swift water separating 
 the deep aud quiet stretches, are essential to the stream. There is no 
 exception to the rule, and the building up of the bars upon the Mis- 
 sissippi and Missouri at higher water, to preserve the status, even at 
 those stages has already been noted. Captain Suter, in describing in 
 1875 (part 2, p. 506,) the formation and rate of travel of the sand 
 waves down the lower Mississippi, and other features of the river 
 bed says: 
 
 The persistency of the principal bars is remarkable; indeed it is 
 probable that many of them are only disturbed by the exceptionally 
 great floods which occur at long intervals, and generally cause great 
 changes throughout the whole length of the river. This persistency 
 can only be accounted for by the sifting agency of the river, which, 
 sweeping away the lighter portions leaves the heavier behind, thus 
 year by year adding to the solidity of the bars. The fact that the 
 bars remain persistent does not conflict with the general motion of 
 the sand waves, as the latter, formed by looser material, constantly 
 coming into the river from caving hanks and tributary streams, bury 
 the permanent bars under this moving flood of sand, which on a fall- 
 ing river begins to cut out down to the more solid material. The 
 first motion of the sand waves, caused by a rise, fills upall inequal- 
 ities in the bed of the river behind the main bars, and even the beds 
 of the pools are greatly raised. 
 
 It is always found that during every low water season a limited 
 number of bars show considerably less depth of water than the others, 
 
r 182 ] 
 
 and .hence may form the gauge to which navigation must adapt itself. 
 The numerous and accurate surveys made under the Mississippi River 
 Commission have confirmed these views, and show that the Missis- 
 sippi River is no exception to the general rule. Now, if this be a 
 general characteristic of all rivers at all times, it should be recognized 
 as an essential in all plans of improvement. In 1875 Captain Suter 
 recognized this important fact and said, (1. c. p. 508) : All streams 
 are liable to great floods, which carry off in a very short time a large 
 percentage of the annual discharge. During the remainder of the 
 season there are but small additions to the volume of water, and were 
 it not for this formation of the streams they would go dry like ordi- 
 nary torrents; the shoals hold the water back, and it is stored up in 
 the deep pools to be drawn out gradually as the season advances. On 
 the large streams these pools always contain enough water to maintain 
 fair navigation throughout the dry season, provided it be used with 
 discretion ; but any attempt to tap them too soon or too lavishly will, 
 by prematurely draining them, increase rather than remedy the evils 
 complained of. 
 
 When an improvement is projected the bars must be looked upon 
 as dams and treated accordingly, it being borne in mind that it is 
 better not to increase the actual flow over the dam but rather to de- 
 crease its width and increase its depth, the flow of water remaining 
 the same. No matter how low the Mississippi may be, there is always 
 sufficient water passing to form and maintain a channel of the width 
 and depth deemed necessary for the wants of navigation, if concen- 
 trated in a channel of suitable width and depth. All channels 
 through the bars, whether natural or artificial, will be filled up when 
 the sand waves begin to move. The tardiness with which they form 
 naturally is the great impediment to navigation, and the object of any 
 works of improvement must be to hasten and direct this process so 
 that the channel will always be found in the same location, will be 
 formed, promptly, and will furnish the depth deemed necessary for 
 navigation. This great principle is not recognized as such in the 
 plans of improvement now being executed upon the Mississippi 
 River. That contraction works alone will not secure the channel as 
 desired is shown by these facts. 
 
 'One remarkable fact was noted on the 25th of September, 1879, 
 on the Mississippi River, between Saint Louis and Cairo. It was 
 found that the low water of the river was passing through a space 
 743 feet wide. A still less width was noted but not measured. In 
 each case the channel was bounded on one side by an ordinary sand 
 bar. ^A second is, that the well regulated river near Carrollton, 
 Louisiana, shows, that under the most favorable circumstances of 
 gentle slope, permanent width, small flood height, and abundance of 
 
 ""l. 1880, II, p. 1367. 2. Rep. Miss. 0, 1882, p. 111. 
 
[183 ] 
 
 water, it does not follow that a channel is permanent in position. 
 But if the channel be not permanent in position, there will be times 
 when it will be deficient in depth ; and it be too narrow, and too 
 deep, the pools above will be unduly drained. 
 
 The theory in question, is such, that one exception to the rule nec- 
 essarily vitiates it, and if nature has supplied that, we need not use 
 other argument. 
 
 Works of contraction have not proceeded, as yet, to a distance long 
 enough upon the Mississippi Eiver to justify any other assertion than, 
 that the permanence of the bed, within the desired limits, has been 
 secured; the position and dimensions of the channel are yet uncertain; 
 and the preservation of the pools, or, in other words, the control of the 
 sill of the channel, at the bars, must be secured, also ; and in this way 
 the level of the surface of the low water pools. 
 
 But the improvement of the Mississippi, and of the Missouri, 
 depends, also, upon the permanence of the beds. The wonderful 
 bodily movements of these rivers must be first checked before the 
 channel can be defined and secured ; and the record of change showed 
 in these pages, of erosion, of cut-ofis, and of the destruction of 
 attempts to control this wasteful power, must faintly show how vast 
 the danger, and difiicult, and expensive the work. To secure the per- 
 manence of the bed of the Mississippi is, then, a separate and greater 
 problem than to secure and maintain a channel. 
 
 The works done upon the river are necessary, from this point of 
 view, but, if successful, should not, in my opinion, also be expected 
 to solve the entire problem. It may be well to call attention, here, 
 to the fact, that, while in some cases revetment works have not been 
 successful, it must be admitted that the results obtained from pile 
 work (when free from the attacks of ice), have been very remarkable; 
 and that the control, and deflection of the main channel of the river, 
 in the two great lower reaches, have been unique engineering feats, 
 and, as such, should be recognized. 
 
 The problem of the disposition of the sediment of these rivers is a 
 vaster problem than either of the preceding. It is difficult to see how 
 the output of the Missouri can be prevented without the revetment of 
 the banks of that river and of its tributaries, and it is still more difficult 
 to see how the sediment can be kept out of the lower river without 
 holding and maintaining its banks. 
 
 When once in the river, nature has disposed of this sediment in but 
 two ways. In time of flood the overflow has deposited on the banks 
 a certain portion, which, building up those banks, finally raised the 
 river to such a height that the head of water secured enabled it to 
 break through its bonds and adopt a new line elsewhere, and resume 
 the same process. The only other disposition made has been at the 
 river mouth, in building up and extending the delta, and the alluvial 
 
[ 184 ] 
 
 region, formerly the region of outflow. If the one exit beclosed, the 
 other must have additional material brought to it; unless he sources 
 themselves of the sediment be closed also. Now, with an extension 
 of the delta, comes necessarily a diminution of slope, which is to be 
 corrected in time of flood only by shortening the river, as cut-ofis 
 have done, or by increased flood heights as seem to be, in the future, 
 if recent experience of the Missouri and Ohio be repeated ; either 
 alternative being undesirable. In any event the whole combination of 
 circumstances should be considered, together with all the facts and 
 necessities, and all the gain or loss, and then the cost calculated. 
 
 The vastness of the undertaking, the complexities of the situation, 
 the many requirements, make it a whole which should be considered 
 as such; and while there has been nothing to indicate that it cannot 
 be accomplished, yet if undertaken there is every reason to fear ex- 
 cessive loss and disappointment, unless the magnitude of the opera- 
 tions be duly appreciated, and supported with full means and encour- 
 agement. 
 
 The statistics of commerce upon the lower Mississippi River are 
 wholly wanting, and if the relation between the results and the costs 
 are to be as rigidly required in this as in other cases, it is but just 
 that it be made a part of the duty of the funds for the river to obtain 
 these figures for dififerent points upon it, as are shown in the reports 
 from the Upper Mississippi. But if the entire scheme of general 
 improvement as indicated above be not intended, it would be wiser to 
 omit for the present any effort to improve the lower Missouri River 
 or the lower Mississippi until such time as the finances of the nation, 
 the needs of commerce, and the reclamation and preservation of the 
 vast areas of submersible lands upon these rivers be in a condition to 
 justify an expenditure equal to the magnitude of the scheme 
 
 Under any event there remains only the one way to consider these 
 streams, in reference to navigation; and that is that they are in their 
 several parts so many broken and individual lines of communication, 
 useful only to that limited extent in commerce, just as would be 
 smaller streams similarly located. They are not now at the present 
 great through lines of intercourse, nor are they likely to be such in the 
 near future. As local lines they probably furnish all the fiacilities for 
 navigation that are needed, and are valuable to that extent. The 
 condition and attention received prior to 1878 are the best measures 
 of the present necessities. 
 
F 185] 
 
 CHAPTER XVIII. 
 
 THE LATEST REPORTS FROM THE RESERVOIRS ; LOWER MISSISSIPPI ; 
 AND FROM THE DAVIS ISLAND DAM AND OTHER WORKS. 
 
 Since the writing of the preceding chapters, the season of 1885 has 
 passed, and from the officers in charge of several important works I 
 have received information which enables me to give a brief summary 
 of the present condition of these works. 
 
 THE RESERVOIRS OF THE MISSISSIPPI. 
 
 The three completed reservoirs, (Winnibigoshish, Leech Lake, and 
 Pokegama,) were operated this season in the interest of navigation, by 
 liberating the surplus water that had been impounded, or the water 
 that had been collected over and above what had been steadily liber- 
 ated to meet the usual needs of the river. Early in August the dis- 
 charge was increased steadily, and by the end ot the month the maxi- 
 mum fixed for the season had been attained; this was kept up ufitil 
 October 18th, when gradual reduction commenced in order to bring 
 it back to the Winter flow, which point was probably reached about 
 November 10th. 
 
 The river at St. Paul had been falling steadily for a number of weeks 
 until on the 23d of August it reached a stage of 3' on the Signal 
 Service gauge there; it having fallen 1'. 3 between the 1st and 23d. 
 The zero of this gauge is referred to the oldest known low-water 
 bench at St. Paul; and the gauge has always been followed by Maj. 
 Allen, as the adopted record. The river stopped falling August 23d, 
 and remained stationary until August 31st, when it raised one-tenth; 
 it then gradually rose to 3'. 9 ; which point was reached September 
 19th. It then gradually got back to 3'.0 by October 28th, where it 
 stood on October 30th. After that time it gradually fell. There are 
 lumbermen's dams upon the Pine and other rivers, which were built 
 and are operated by private corporations at their own will and in 
 total disregard of the public interests, and these have an effect upon 
 the river at times. This Fall the country above St. Paul has been 
 unusually dry, all the tributaries have been low, and generally falling 
 during August, September and October. The Minnesota River dis- 
 charge dropped lower than ever before measured in summer or fall. 
 Therefore the reservoir discharge had no assistance. For fully eight 
 weeks the contribution to the flow of water past St. Paul, from the 
 reservoirs, was about three-eights of the whole, while the inorement, 
 from the impounded water, to the low water flow was from thirty to 
 thirty-three per cent. Thus : the average flow past St. Paul being for 
 this period, 8,300 cubic feet, and the average discharge from the reser- 
 voirs, 3,000 cubic feet, the ratio is ^U- The increment over low 
 13 
 
[186] 
 
 water flow caused by the reservoirs is calculated to be 2,200 cubic 
 feet, and therefore the unassisted flow past St. Paul would have been 
 6,300 cubic feet, and the percentage of gain has been f^^; at the least. 
 
 For ten weeks the reservoir effect at St. Paul was equivalent Jo 
 increasing the height on the gauge 1'. 3 to 1'. 5, or in other words the 
 water surface stood at St. Paul 1'. 3 to 1'. 5 higher than it would have 
 done without the action of the reservoirs. 
 
 During the interval August 23d to September 19th, the Quincy 
 gauge showed, first, a rise of five feet in seven days, then a fall of five 
 feet and four-tenths in eleven days, then a rise of two feet and two- 
 tenths; then a steady fall for a month, amounting to five feet; all ot 
 which merely represents the general condition of that portion of the 
 river 500 miles below St. Paul. 
 
 PLUM POINT REACH LOWER MISSISSIPPI. 
 
 The channel through this reach has presented no obstruction to 
 navigation during the last low water, the depth having never been 
 less than at points above, and the cutting out more prompt and 
 definite; so that while least depths of 92^ feet at Bullerton, and 9 
 feet at one other point, have occurred, they have continued but a day 
 or two. The characteristic depth at Bullerton Bar has been 12 feet. 
 
 The channel has been so tortuous at the foot Island 30, as to make 
 it somewhat difficult to run, especially for boats with tows. The 
 Dikes are mainly in a rather dilapidated condition, especially the 
 earlier ones, owing partly to insufficient initial strength of the first 
 designs, in part to the action of heavy drifts, striking and lodging 
 upon them ; somewhat to undermining by the current, and largely 
 to decay. The best and most satisfactory are those closing Osceola 
 and Bullerton chutes. 
 
 The revetment works, particularly that of late standard construc- 
 tion present a more favorable aspect. None of that class has sus- 
 tained any loss, nor been damaged by the action of the river. This 
 applies to both the Memphis and Plum Point experience. At Mem- 
 phis no other question is involved beyond the mere stability of the 
 works. 
 
 LAKE PROVIDENCE REACH. 
 
 The contraction works generally, as far as completed, have accom- 
 plished the object of their construction. Three large chutes have 
 been closed, many hundreds of acres of bank built up by sedimentary 
 deposit, and the consequent contraction of the water way has improved 
 the shoal crossings very materially. 
 
 The least depth found during the past low water season, on any 
 crossing directly influenced by the works of contraction was 14 feet, 
 the Lake Providence gauge reading 7 feet. 
 
[187 ] 
 
 Before the works were built, 5, 6 and 7 feet were the ruling depths 
 at the same gauge reading. 
 
 The revetment in Pilcher's Point, or Louisiana Bend, has held the 
 general line of the bank against caving. 
 
 Soon after a new revetment is put down, weak places, whose posi- 
 tions can not be anticipated, always develope. This was the case at 
 Pilcher's. No funds were available for immediate repairs, conse- 
 quently, the revetment is in a very ragged condition; it has ac- 
 complished, however, so far, the object of its construetion. 
 
 Little or no damage has occurred to the contraction and revetment 
 work during the past six months, and the channel throughout the 
 reach has remained in good condition. 
 
 The report of the Mississippi river commission, covering its oper- 
 ations from October 1, 1884, to the end of the fiscal year (June 30) 
 is made public. 
 
 The total cost of bank revetment between Cairo and Vicksburg up 
 to June 30, 1885, has been $2,240,000, and of work for contracting 
 channel, $2,500,000. A very considerable portion of the sum ex- 
 pended for bank revetment was designed to give protection to certain 
 cities and harbors — Memphis, Vicksburg and others. Some of these 
 required special and prompt treatment. If Delta point had not been 
 held by revetting its banks with mattresses at considerable expense, 
 the city of Vicksburg would long before now have been practically an 
 inland town, entirely cut off from the river. At Memphis^reat values 
 were also put into jeopardy by a rapidly caving bank, which threatened 
 to carry off a portion of the city. Bank revetment, as offering the 
 only possible means of averting the danger, was successfully applied 
 in this case. 
 
 It may be stated that it is not the intention, nor has it been the 
 practice of the commission, to protect the bank by revetment merely 
 because it is caving. Other considerations must govern this question. 
 But where an imminent danger threatens the immediate destruction of 
 interests of great value, as, for example, where a caving bend is about 
 to attack in flank and carry away costly works of improvement, or 
 produce a disastrous cut-off, or where a city's river front is to be 
 maintained, as at Vicksburg, or a portion of a city itself is to be pro- 
 tected against undermining, as at Memphis, then it is believed to be 
 imperative that the local remedy of holding the banks intact by a 
 mattress revetment or other equivalent device should be adopted. 
 
 The commission says the money percentage of damage and loss in 
 works constructed under the direction of the commission from the 
 time of its organization to June 30, 1885, between Cairo and New 
 Orleans is about 24 per cent. It is in view of serious misapprehen- 
 sions touching the original plan and recommendations of the com- 
 
[188 ] 
 
 mission which have come to its notice that it has thought proper to 
 make this somewhat extended reference to the place which the work 
 of bank protection had in that plan, and to the amount, cost and 
 efficiency of the work of that kind which has been done. 
 
 The cost of improving the Mississippi river, the commission says, 
 in the manner and to the extent contemplated, will doubtless con- 
 siderably exceed the estimate formerly submitted by the commis- 
 sion. For this there are two reasons; first, that it has been found 
 necessary to make use of stronger and firmer, and therefore more 
 expensive methods of constructions than those upon which from the 
 want of experimental knowledge that estimate was based; and, second, 
 that the percentage of loss from floods has exceeded what was formerly 
 thought to be a fair allowance for this contingency. Much of their 
 loss, however, would have been spared had the stronger methods of 
 construction been resorted to at an earlier day, and future loss from 
 this cause may, therefore, in some measure, be avoided. 
 
 There must be no just ground for apprehension that the ultimate 
 cost of this improvement will be inordinately great, or will exceed 
 what the government will be fully justified in expending upon a great 
 national work, in the success of which so large and so varied interests 
 are involved. In order, however, that the increased depths already 
 secured upon two reaches of bad navigation may be utilized and made 
 of some practical value, the improvement should be extended up 
 stream and down. Indeed, it cannot be said that the navigation has 
 received arfy practical benefit whatever as long as the improvements 
 are restricted to localities hemmed in by bad river both above and 
 below. It might be better were no middle course open, to spread 
 each appropriation judiciously over all the six reaches of bad navi- 
 gation selected for improvement below Cairo, adding a little each 
 year, if practicable, to the available depths of the worst bars, then to 
 confine the work to Plum Point and Lake Providence reaches as 
 heretofore, even if the low river navigation of these two localities 
 should be rapidly deepened to twenty feet and the feasibility of the 
 commissioners' plan thereby be fully demonstrated. The objective 
 point is the improvement of the river, and not the vindication of the 
 agents of the work except as means to an end. 
 
 DAVIS ISLAND DAM. 
 
 This work was completed October 7th. 
 
 Of the many varieties of movable dams, mostly of French invention, 
 that known as the Chanoiue system, from the name of its inventor, 
 was selected for use at Davis Island, since it combines the elements of 
 economy in construction, durability of parts, and facility of operation 
 best suited to the navigation of the Ohio river, the particular dam 
 taken as a model being that ok Port a 1' Anglais on the Seine, a few 
 miles above Paris. Many modifications in the details of construction 
 
[189] 
 
 kave, however, been necessitated in order to provide for conditions 
 peculiar to the navigation of the Ohio, and especially to provide for 
 the passage of coal tows, a species of navigation unknowQ in France. 
 
 The pass and the three weirs are all alike in construction, the only 
 difference being that the sills of the weirs are one foot, two feet and 
 three feet respectively higher than that of the pass, this being neces- 
 sitated by the formation of the river bed. The sills of both the pass 
 and the weirs are laid a little below the natural bed of the river, so 
 that when the wickets are down their upper surface will be flush with 
 the bed of the stream, and will have more water on them than can be 
 carried over Horsetail, the bar next below the dam. 
 
 The elements of the dam consist of the floor, or sill, and the wicket 
 with its attachments, called the "horse" and "prop." The wickets 
 are rectangular in shape, being twelve feet eleven and a half inches 
 long by three feet nine inches wide. They are placed in an inclined 
 position, however, so that their vertical height above the sill is but 
 twelve feet one and a half inches. The wickets are spaced four feet 
 apart between centers, so that there is an opening of three inches 
 between the edges of any two consecutive wickets, this space being 
 necessary to prevent interference in raising and lowering. It will be 
 seen, therefore, that the dam is not intended lo be water-tight. 
 
 It is calculated, however, that the ordinary discharge of the river 
 will be sufficient to maintain the pool at the height of the wickets, 
 notwithstanding the waste through these, openings. During the 
 lowest stages, however, when the discharge is insufficient to maintain 
 the pool otherwise, boltens, or " needles," will -be placed over as many 
 of the spaces as may be necessary to hold the pool up to its normal 
 depth. 
 
 In case of a slight freshet in the river, the water will not be per- 
 mitted to overflow the wickets, but the increased discharge will be 
 allowed to pass through openings made by letting down one or more 
 wickets on the weirs or by placing them " on the swing." In this 
 manner the pool above the dam will always be maintained at a uni- 
 form depth, notwithstanding the varying discharge of the river. The 
 entire dam will be lowered as soon as the natural discharge is sufficient 
 to permit coal fleets to pass over the sill of the navigable pass. 
 
 OPERATING THE DAM. 
 
 The wickets of the navigable pass are to be opened by means of a 
 small iron boat called a " maneuvering boat,'^ the wickets being raised 
 or lowered separately from the upstream side by means of a small 
 windlass attached to the bow of the boat. In raising a wicket, the 
 end nearest the boat is caught by a hook, and the wicket is then 
 drawn up-stream by the windlass and rises in a horizontal position, so 
 as to present the least resistance to the current, until the prop drops 
 
[190 J 
 
 into place on the hurter. The wicket is then " on the swing," and it 
 only remains to depress the up-stream end, which is caught by the 
 current and forced into place. To lower a wicket the top is pulled 
 up-stream from the boat, thi^'movement releasing the prop from its 
 hold on the hurter, when the wicket falls at once to its place on a 
 level with the sill of the dam. 
 
 The wickets on the weirs are similarly operated except that on this 
 portion of the dam the wickets are handled from a " service bridge " 
 built immediately above, and parallel with, the movable portion of 
 the dam. This bridge is also a "movable" affair, so that, after having 
 served to lower the wickets, it may itself be lowered ; the supporting 
 trestles of the bridge are hinged to the floor of the dam, and when 
 lowered they lie overlapping each other on the bottom of the river, 
 their highest parts being on a level with the lowered wickets, and all 
 being protected by the up-stream wall of the " trestle chamber." 
 
 THE LOCK. 
 
 The lock is built on the right bank of the river, and in area is the 
 largest in the world, its clear interior dimensions being 600 feet by 
 110 feet, or sufficient to admit a tow-boat with ten barges of coal, 
 and to pass all at a single lockage without breaking up the tow. 
 
 The most striking feature of this lock, if we except its unusual size, 
 is in the construction of its gates. The ordinary lock-gates, which 
 consist of two leaves, and are swung into position from the walls of 
 the lock, are in this case replaced by a single sliding or rolling gate, 
 resting upon an iron .track, and supported by a succession of iron 
 trucks. The upper and lower gates are similar in construction, and 
 the lock is opened by sliding these gates lengthwise into recesses on 
 the land side of the lock. 
 
 The lock is filled by means of fourteen culverts, each four and a 
 half feet in diameter, of which seven are in the river wall, and are 
 supplied directly from the pool above the dam; the other seven, be- 
 ing in the land wall, are supplied from a conduit behind the wall, 
 and are fed from openings in the upper gate recess. The discharge 
 is effected through fourteen valves, three feet two inches in diameter, 
 placed in the bottom of the lower gate, and through seven additional 
 openings, four feet six inches in diameter, in the lower gate recess. 
 
 All the machinery of the lock, including the gates and the valves 
 of the filling and emptying culverts, is operated by means of hydraulic 
 jacks and small turbines working under a head of forty feet of water 
 supplied'from two large storage-tanks on the bank. The water is 
 pumped into these tanks from the river by a large turbine in the river 
 wall of the lock, working under the natural head of the pool. When 
 there is no head the tanks are filled by a steam pump, but the regular 
 supply is from the turbine. 
 
[ 191 ] 
 
 Hydraulic jacks are used for opening and closing the valves of the 
 filling culverts, and the turbines for operating the gates of the lock. 
 By the aid of this water-power the permanent force required for 
 operating the lock is reduced to two m5n tor the day-watch and two 
 for the night-watch, or four men in all : one man being able, by a 
 quarter turn of a lever, to open or close all the filling valves simul- 
 taneously, while by other equally simple motions the ponderous gates 
 are either opened or closed. 
 
 When the dam is to be raised or lowered the force will be increased 
 temporarily to six or eight men. 
 
 MUSCLE SHOALS CANAL. 
 
 On July 1st, 1885, the Elk River Shoals division was excavated 
 completely, one lock ready for the gates, and the second lock had all 
 its stone ready for laying. Of the main canal the excavation is well 
 under way; the locks have twelve iron gates completed, and eight of 
 them in place. Operations are to be continued with the balance on 
 hand. The officer in charge asks $550,000 for the coming year; and 
 the canal can be of no service until completed. The work has been 
 under consideration for 17 years, and under construction for 10 years; 
 the delay arising solely from lack of funds — (see page 51). 
 
 SAINT MARY'S FALLS CANAL. 
 
 Statistics show that the commer/3e using this route is increasing so 
 rapidly, that if it continues at the same rate for five years, the present 
 lockage system at the canal will not be sufficient to pass all the ves- 
 sels. It is now proposed to give the canal a depth of 20 feet, and to 
 replace the old locks, with a new lock with 21 feet on the mitre sills, 
 and a lift of 18 inches. The statistics show that vessels 5,629 with 
 tonnage of 2,981,786 ; carrying 2,870,728 tons freight, used the canal 
 during the season. Principal freight, coal 691,174 tons; copper 36,829 
 tons; iron ore, 1,112,828 tons; pig and other iron, 63,083; flour 
 1,334,802 bbls; and grain 14,130,448 bushels— (see page 13). 
 
 CASCADES CANAL, COLUMBIA BIVBE OREGON. 
 
 The construction during the year consisted in canal walls, excava- 
 tion, grading, quarrying of stone, and rock blasting in the rapids and 
 along the shore of the Lower Columbia. But as the appropriation for 
 1884 was only |1 50,000 and the estimate for completion of the existing 
 project is $1,250,000; of which $750,000 was asked for the coming 
 year, it is evident that the sum of $150,000 available for two years 
 can be of little service, and the canal can not be said to be fairly 
 under construction — (see page 122). 
 
L 1^2 ] 
 
 CHAPTEE XIX. 
 
 FINAL KEJIARKS. 
 
 It has not been my intention to include herein all the streams 
 upon which money has been expended, nor all the points for which 
 appropriations have been made. There are, undoubtedly, streams 
 whose improvement has been attempted without a reasonable hope oi 
 success, and without adequate results. Mountain torrents have re- 
 ceived money and work, which do not appear to have been made of 
 service thereby; and work has been done at isolated points for 
 securing individual or local benefits, which perhaps are not, in a true 
 sense, improvements of the navigation of the rivers. Also, there are 
 uncompleted projects which may not ever be of value, because not 
 completed. So also, there are some minor streams deficient in water, 
 and in size, which should not be called navigable streams, even in a 
 liberal construction. It would not be wise, nor gracious, in any one 
 to so criticise the action of Congress, as to make it appear that the 
 liberality and generosity displayed by it, were but instances of igno- 
 rance, or fraud, or carelessness. Compared with the failures in busi- 
 ness of able men, or miscalculations of corporations in their plans, the 
 failures of Congress in the river and harbor system, are few and 
 small, by proportion, and in all cases the intention has been good. 
 
 A candid reasoner will also admit that the system of representation 
 is the true one, in this, as in other matters coming up for the action 
 of the general government. In no other way, can the specific needs 
 of a congressional district be so well expressed, as through, and by 
 its representative in the House. But if after due consideration of the 
 interests of the district, the horizon be so limited that the true pro- 
 portions of objects beyond the near vicinity can not be appreciated; 
 or if in order to secure attention to the needs of the district a just 
 discrimination as to other claims is not exercised, then will the system 
 fall to the ground; — and it should do so. 
 
 The history sketched in these pages has not been studied rightly ; 
 or I have not presented the facts clearly if these three statements are 
 not facts : 
 
 1st. The measure of the commercial importance of a river is not 
 its size; great rivers are not of great commercial value of necessity; 
 nor small rivers of small value. 
 
[ 193 ] 
 
 2d. The necessity of making appropriations for the improvement 
 of rivers is not dependent necessarily upon the existence of a great 
 commerce, or in a wealthy community; — poverty, and necessity go 
 together; — it is better to aid than to be only a competitor; — the small 
 streams in the difficult countries are sometimes the most valuable — 
 relatively. 
 
 3d. Conditions change. That an .item has been upon the statute 
 once does not require that it should always be there, and occasions 
 arise for aid when a small sum then, will be worth a much larger at 
 another time. 
 
 In no other way can the adjustment of the numerous, and varied 
 needs thus i-epresented, be so well done, as by the proper committee 
 of the House, which can make such a decision, as to expediency, as 
 will be forcible and just, and support their views by proper expla- 
 nations. No delegation of these powers to executive officers, or to 
 commissions of any kind, or sub-committees, can be of value, other 
 than to collect, and present information, upon which intelligent action 
 can be based, and generally the selection of such commissions is re- 
 sorted to, only to secure postponement of action. 
 
 The true combination of judicial and legislative functions exhibited 
 by such committees has always been recognized as of force, and wise ; 
 whenever based upon candid, and full presentation of the facts, and 
 exercised in an impartial way. 
 
 In reference to the principles of the improvement of the rivers 
 discussed, it cannot be said that they are not understood by those in 
 charge of the work. There is nothing to show that in the history of 
 the past eighteen years, any great mistakes have been made in theory 
 or in practice. Many theories are proposed, many views entertained, 
 and many criticisms made; but in actual practice it cannot be shown 
 that wrong theories are followed in preference to right, or in ignor- 
 ance of right. 
 
 Errors arise due to the necessity of the case which compels the 
 beginning of work, in many instances, with inadequate means, in 
 the hoJDe that the future will not be as the past. More often, how- 
 ever, trouble arises from inadequacy of funds, and the reports are 
 full of the complaints made by those who are executing a large work, 
 requiring an energetic prosecution, and ample funds, to do it to advan- 
 tage; and yet having an entirely inadequate sum. In business life it 
 is generally thought wise not to begin such a work until at least funds 
 are provided to attain a natural stage where results could be secured. 
 
[ 194] 
 
 or no loss occur because of lack of means. Yet this is not the law 
 or the custom in many of our public works, and disasters, and delay 
 follow. 
 
 If the Secretary of War, the Chief of Engineers, or Engineer 
 Officers, had the authority to recommend and suspend the beginning 
 of work in all cases, until ample funds were assured, there can be no 
 doubt that the record in many points would be different. But al- 
 though in extreme cases this right has been exercised by the Secretary 
 of War, he is of course very chary of thus putting a practical veto 
 upon the action of Congres; and he has never suggested that such 
 authority would be desirable. 
 
 It were a better solution to appropriate at once an adequate 
 amount, or to postpone the work until such requisite sum can with 
 safety be given. 
 
 There is also a consideration that may well be brought to mind 
 now. In the short sessions of 1883 and 1885, the bills failed because 
 time did not allow of a full discussion either in the House or in the 
 Senate, but more especially in the latter. It was also unfortunately 
 a fact that the size of the total of the bill led many to think that in- 
 dividual items had been granted in proportion to that total, and 
 that consequently the ailure of the bill would not be of the same im- 
 portance to those items as it would have been had the bill been 
 smaller. But such was not the case and work is now suspended for a 
 year, at a great cost to some permanent works uncompleted, besides 
 many recurring works needing constant funds. Would it not be 
 well to recognize the fact that the short session would interfere with 
 the progress of the bill, and then pass during the long session appro- 
 priations to cover two years for those works whose continuance 
 is desired, and leave for the short session only such items as can not 
 be anticipated or to meet such emergencies as may have arisen during the 
 year? Engineers would in such event be more apt to arrange their 
 working plans economically, than if it were probable equal additional 
 amounts were to come the next year. 
 
 A few words of explanation may be necessary to those who are 
 not familiar with the mode of selection of the members of that corps 
 which has been placed in charge of the improvements of rivers and 
 harbors, conducted by the government. 
 
 The Corps of Engineers is formed by successive annual additions from 
 those graduating near the head of the class at the Military Academy. 
 The selection, in accordance with a general rule, of cadets from all 
 
r 195 ] 
 
 parts of the United States, and the subsequent arrangement accord- 
 ing to the order of merit, as determined in a four years course of 
 ■study at West Point, under a permanent system, and by those who 
 are impartial, and unprejudiced, gives, in all probability, a winnowing 
 out, as it were, and a perfect mode of selection, not equaled in the 
 land, trom the material at hand. While it is not likely that this 
 course will secure the very best talent in the country, for this, or any 
 other purpose, yet it is certain that no better mode is at present 
 known for selecting a body of men for special purposes, who will be 
 so free from partiality, partisanship, or political favoritism ; and who 
 will be so apt to give a strict attention to duty. 
 
 And it is by no means evident that the process has not also 
 secured talent amply capable of meeting all the requirements ever 
 made of the Corps, or likely to be made. Of the one hundred and 
 nine officers now in the Corps of Engineers, the record shows that 
 one hundred and three were born in twenty-five different States, and 
 Territories, and six were born abroad. 
 
INDEX. 
 
 Page 
 
 Alabama Biver, Ala 72 
 
 Apalachicola Biver, Pla 72 
 
 Atlantic Harbors and Eivers 17 
 
 Baltimore Harbor . . 16 
 
 Bayou Teohe, La 74 
 
 BigSandy Biver, Ky. andW. V... 36 
 
 Black Warrior Biver, Ala 72 
 
 Buffalo Harbor 9 
 
 Oahaba Biver, Ala 72 
 
 Caloosahatohie Biver, Fla 72 
 
 Cape Pear Biver, N. C 71 
 
 Cascades Canal of the Columbia.122-191 
 
 Chicago Harbor 10 
 
 Chippewa Biver, Wis 106 
 
 Chattahoochee Biver, Alabama and 
 
 Florida 72 
 
 Cleveland Harbor 10 
 
 Clinch Biver, Tenn 65 
 
 Columbia Biver, Oregon 119 
 
 Conecuh Biver, Tenn 72 
 
 Oontentnea Creek, N. C 71 
 
 Coosa Biver, Ala 171 
 
 Cumberlard Biver, Tenn. and Ky. . 56 
 
 Davis Island Dam 27-188 
 
 Dalles of the Columbia 121 
 
 Des Moines Eapids Canal 13 
 
 Duck Biver, Tenn 56 
 
 Escambia Biver, Fla 72 
 
 Elk Biver, W.V 34 
 
 Falls of the Ohio Canal 11 
 
 Falls of St. Anthony 104 
 
 Fox Biver, Wis 170 
 
 Fox and Wisconsin Bivers 107 
 
 French Broad Biver, Tenn 55 
 
 French Broad Biver, N. C 71 
 
 Great Pee Dee Biver, N. C 71 
 
 Guyandotte Biver, W.V 35 
 
 Hiwassee Biver, Tenn 55 
 
 Ice Harbors on the Ohio 41 
 
 Ice, Losses from on the Ohio 39 
 
 Illinois Biver 166 
 
 Illinois and Michigan Canal 169 
 
 Kanawha B.iver 29 
 
 Kanawha, Little Biver, W. V 35 
 
 Kentucky Biver 47 
 
 Lakes, Great; Commerce of 9 
 
 Louisiana; Small Bivers in 73 
 
 Marquette Harbor 10 
 
 Michigan City Harbor 10 
 
 Minnesota Biver 106 
 
 Minor Bivors, obstructions removed 63 
 
 Mississippi Biver; Upper 87 
 
 do Snagging operations on 91 
 do bet. St. Paul and Des 
 
 Moines Eapids. 93 
 
 Mississippi Biver; below Des 
 
 Moines Eapids 97 
 
 Mississippi Biver; Commerce of. . . 98 
 do bet. Illinois and Ohio. . . 109 
 do Horsetail Bar 112 
 
 Paqb. 
 Mississippi Biver, Twin Hollows.. 11^ 
 do Jim Smith's and Chesley 
 
 Island 115 
 
 Mississippi Biver; Kaskaskia Bend 
 
 and Cape Girardeau 116 
 
 Mississippi Biver; Cairo 117 
 
 do Lower; Plans for Imp.. 129 
 
 do Levee System 133-163 
 
 do Surveys; 136 
 
 do Cut-offs 140 
 
 do Construction 143 
 
 do Vicksburg 143 
 
 do Plum Point Beach . . 165-186 
 
 do New Madrid Beach. . . . 153 
 
 do Memphis 154 
 
 do Lake Providence. . .155-186 
 
 do Month of Bed Biver. . . 160 
 
 do New Orleans Harbor... 162 
 
 Missouri Biver 75 
 
 do Improvements on 79 
 
 do Upper portion 87 
 
 do Commission -. . . 85 
 
 Movable Dams 26 
 
 Muscle Shoals Canal 12-52-191 
 
 Muskingum Biver, Ohio 34 
 
 Neuse Biver, N. C 70 
 
 New Biver, Virg. and W. V 29 
 
 New Orleans; Commerce of 175 
 
 Noxubee Biver, Miss 73 
 
 Ohio Biver 18 
 
 " Lower 38 
 
 " Commerce 43 
 
 " Bridges 44 
 
 Ouachita Biver, Ark. and La 67 
 
 Pearl Biver, Miss 73 
 
 Bed Biver of La 63 
 
 Bed Biver of the North 172 
 
 Eeservoirs of the Mississippi. . . . 100-185 
 
 Eoanoke Biver, N. C 70 
 
 Eock Island Eapids 14 
 
 Sacramento Eiver, Cal 127 
 
 Salkiehatchie Eiver, S. C 71 
 
 San Joaquin Eiver, Cal 128 
 
 Sault Ste Marie Canal 12-191 
 
 Savannah Eiver, Ga. and Ala 71 
 
 Snagging operations on the Miss.,. 
 
 Mo. and Ark. Eivers 59 
 
 St. Clair Flats Canal 10 
 
 St. Croix Eiver, Wis : 107 
 
 Tennessee Eiver 50 
 
 Tombigbee Biver, Ala. . , ■ ' ' 72 
 
 Trent Eiver, N. C 70 
 
 Yazoc Eiver, Miss [[ 68 
 
 Wabash Eiver, Ind. and 111 .', 48 
 
 Wateree Eiver, 8. C ' 71 
 
 White, Black, Little Bed and St. 
 
 Francis Bivers, Ark 69 
 
 Willamette Eiver, Oregon .'. 124 
 
 Witlilacoochee Biver, Fla 72 
 
 Wisconsin Biver \ jqT 
 
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