6 2 7./ 
 
 4Gth Congress, ) HOUSE OF REPRESENTATIVES. < Ex. Doc. 
 3^ Session. f (■ No. 95. 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 Of 
 
 LETTER 
 
 FROM 
 
 THE SECRETARY OF WAR, 
 
 TRANSMITTING 
 
 The report of the Mississippi River Commission. 
 
 March 2- 1881. — Referred to the Committee on Commerce and ordered to be printed. 
 
 War Department, 
 ^Washington City, March 1, 1881. 
 The Secretary of War lias the honor to transmit to the House of Rep- 
 resentatives, in compliance with section 5 of the act of June 28, 1879, 
 copy of the report of the Mississippi River Commission, dated January 
 8, 1881, together with the letter of the Chief of Engineers submitting 
 same to the department. 
 
 In view of the importance of the subject, it is respectfully requested 
 that this report be printed. 
 
 ALEX. RAMSEY, 
 
 Secretary of War. 
 
 The Speaker 
 
 of the House of Representatives. 
 
 Office of the Chief of Engineers, 
 / United States Army, 
 
 / Washington, D. C\, March 1, 1881. 
 
 Sir: I have the llonor to forward herewith a copy of a report from 
 the Mississippi River Commission, dated January 8, 1881, and to sug- 
 gest that it should be transmitted to Congress in compliance with sec- 
 tion 5 of the act of June 28, 1879, creating the Commission. 
 Very respectfully, j our obedient .servant, 
 
 IT. O. WRIGHT, 
 Chief of Engineers r Brig, and Bvt. Maj. Gen. 
 
 Hon. Alexander Ramsey, 
 
 Secretary of War. 
 
2 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 report of the mississippi river commission. 
 
 Office of Mississippi River Commission, 
 
 Saint Louis, January 8, 1881. 
 Sir : The Mississippi River Commission has the honor to submit the 
 following report, embracing — 
 
 1. A statement of the progress made in surveys, observations, and 
 examinations. 
 
 2. A preliminary report on the Upper Mississippi River, from the 
 Falls of Saint Anthony to the mouth of the Missouri River. 
 
 3. A preliminary report on the method of improvement by means of 
 reservoirs. 
 
 4. A report by a committee of this Commission on the subject of out- 
 lets and levees on the lower river. 
 
 NOTES OF PROGRESS. 
 
 The nature and scope of the held operations decided upon by the 
 commission as the most advantageous application of the funds pro- 
 vided for its use were fullv set forth in its first report, dated March G, 
 1880. 
 
 In addition to the work then contemplated, at the request of the 
 House Committee on Levees and Improvements of Mississippi River, 
 Hon. E. W. Robertson, chairman, and with the approval of the honor- 
 able the Secretary of W ar, an investigation of the reservoir system has 
 been undertaken, and part of the work now in progress, both in field 
 and office, is in furtherance of this object. 
 
 Pursuant to the plans above referred to the work has progressed since 
 March G, the date of the last report, as follows : 
 
 Gauges. — Daily records have been continued at all the gauges estab- 
 lished by the commission, and a collection of readings by other parties 
 on the Mississippi and tributaries is being made. A determination of 
 the relative elevations of the gauges is now in progress. 
 
 Triang ulation. — One hundred and twenty-eight miles, between Helena, 
 Ark,, and Niblet's Landing, Miss., and 195 miles, between the mouth of 
 the Illinois and the Ohio rivers, or in all 323 miles of river have been 
 covered ; a secondary base has been measured opposite Chester, 111. Par- 
 ties now in the field will complete the work to Cairo above and Green- 
 ville below. With work which the Superintendent of the Coast and 
 Geodetic Survey informs the commission that he will be able to do by 
 February 1, the close of the present season will find a chain of accurate 
 triangulation extending from the mouth of the Illinois River to the Gulf 
 of Mexico. 
 
 Topography and Hydrography was completed from Cairo to Memphis 
 during last season, and has recently been commenced at Commerce, 
 Miss. The work at that point has been temporarily suspended, and the 
 party is now making a survey of the harbor of Vicksburgh. * 
 
 It is. expected that this part of the survey will be made continuous 
 from Cairo to Vicksburgh during the present season. Charts of 120 
 miles of last season's work have been made in the office. 
 
 Precise Levels. — Three hundred and eighty-five miles have been com- 
 pleted since last report, consisting of 100 miles above Memphis, 120 
 from Friar's Point to Guilder's, Miss., and 165 miles between the mouth 
 of the Illinois River and the mouth of the Ohio River. The work of 
 the present season by the commission, together with that projected by 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 3 
 
 the Superintendent of the Coast and Geodetic Survey, will complete 
 the series of levels from the mouth of the Illinois to New Orleans. 
 
 Arrangements have been made, acting in concert with the Coast and 
 Geodetic Survey, to connect the line with the mean level of the Gulf. 
 
 Examinations. — The series at Plum Point, Lake Providence, and Car- 
 rol I ton were continued for one year as proposed. As stated in the last 
 report, these observations consist of the changes in the figure of the 
 river bed at different stages of the water, the kind of material forming 
 or moving along the bed, the figure and movements of sand waves, the 
 slope of water surface, the discharge and the transverse curves of ve- 
 locity. The valuable data thus collected are now being reduced. Par- 
 ties have also been stationed at six points on the Mississippi Eiver 
 above Saint Louis, a party being at or just below the mouth of each im 
 portant tributary. These parties are to be continued for one year, from 
 October 1, 1880, to October 1, 1881. Their work will consist of a frequent 
 measurement of the river's discharge and slope, and observations on 
 the figure of the bed and its changes, the amount of sediment carried 
 in suspension, and the nature of the materials composing the bed under 
 different conditions. 
 
 A large number of marks of the highest point of the tlood of 1880, at 
 different localities below Cairo, have been obtained, and a party is now 
 engaged in determining their elevations. 
 
 The slope of the water surface between Cairo and Commerce Cut-off 
 (nearly 300 miles) was also taken at the low stage of November. 
 
 Borings have been made at Choctaw Bend, Greenville, and Lake 
 Providence. 
 
 The meager data now available, concerning the swamp lands contigu- 
 ous to the river, will be increased during the present season by running- 
 ten additional transalluvial level-lines between Cairo and Red Eiver. 
 The total work done by the commission up to date may be summa- 
 
 rized as follows : 
 
 Secondary triangulation miles . . 559 
 
 Precise levels do... 515 
 
 Topography, hydrography, and low- water slope do. .. 243 
 
 Secondary base located and measured 1 
 
 Aggregate field work of observation parties months.. 4^ 
 
 Gauges erected and read 13 
 
 High-water marks obtained of 1880 and previous years, about 200 
 
 Number of borings 17 
 
 Aggregate depth of same feet . , 2, 050 
 
 Charts projected and drawn 21 
 
 Harbor survey (Vicksburgh) 1 
 
 The following work has been done in part by the commission, and with 
 the co-operation of the Coast and Geodetic Survey : 
 
 Secondary triangulations miles.. 200 
 
 Precise levels do . . . 330 
 
 Secondary base located and measured , 1 
 
 Harbor survey (Grand Gulf) 1 
 
 Of the work imperatively necessary to the preparation of comprehen- 
 sive plans for the improvement of the river, the following, dependent 
 for its execution upon future appropriations, remains to be done : 
 
 1st. Secondary triangulation and precise levels from the Falls of Saint 
 Anthony to the Illinois Eiver, or over such portions as may be found 
 necessary to strengthen existing surveys. 
 
 2d. Topography and hydrography from Vicksburgh, Miss., to Baton 
 Eouge, La. (243 miles), with extension of the details one mile or more 
 from the river bank at numerous localities between Cairo and Eed Eiver. 
 
 3d. Further observations upon the discharge of the river below Cairo, 
 particularly at flood stages, and upon the relative volumes of tributaries. 
 
4 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 REPORT ON THE UPPER MISSISSIPPI RIVER, BETWEEN THE FALLS OF 
 SAINT ANTHONY AND THE MOUTH OF THE MISSOURI RIVER. 
 
 It was the intention of the commission to continue this year a system 
 of observations below Saint Louis that would have enabled it to mature 
 a plan for the improvement of that part of the river. This work con- 
 templated simultaneous observations, extending over an entire year, on 
 and below each of the main tributaries. The estimate submitted last 
 session included provision for this project. But the reduction of the 
 appropriation by Congress rendered this work, or any part of it, impos- 
 sible, as it was obvious that, to possess any value, it must extend over 
 the entire lower river, must be conducted in the same year, and through 
 the entire year. It was, therefore, reluctantly postponed, and the esti- 
 mate therefor repeated in the amount sought at the hands of the pres- 
 ent Congress. 
 
 In consequence of this disappointment, the commission decided that 
 the next best thing was to inaugurate a similar study of the river above 
 Saint Louis, this being a work of lesser magnitude, which the reduced 
 appropriation would justify it in undertaking. 
 
 In pursuance of this amended project, the commission visited the river 
 between Saint Paul and the mouth of the Illinois in the early part of 
 the year, but the water was too high to afford proper opportunities of 
 observation. Subsequently, in October during an exceedingly favorable 
 period, this tour of inspection was repeated. 
 
 On these observations on the reports and surveys of General Warren, 
 Colonel Macomb, Major Farquhar, Captain Mackenzie, and their assist- 
 ant engineers, and on facilities and iulormation courteously afforded by 
 the last-named officer, now in charge of the works of improvement, this 
 report is based. 
 
 The drainage basin comprises 33,719 square miles above Saint Paul, 
 and 52,399 square miles on the right and 48,150 square miles on the left 
 bank from that point to the mouth of the Illinois, 25 miles above the 
 mouth of the Missouri. The immediate valley has an average width of 
 about three miles, often, however, of double this, as below Muscatine r 
 and again, crowded by the hills on both sides, as below Rock Piver. 
 
 The rocky limits of this valley ha ve been filled in some places 100 feet 
 deep with sand and gravel, in which the present river excavates and 
 shapes its bed, in curves to which the bluff's are tangent, but never 
 reaching the bed rock below. To these general characteristics there 
 are two exceptions, one at Pock Island and one at Keokuk. Here the 
 line of least resistance seems to have been through gorges in the adja- 
 cent hills, instead of the glacial drift obstructing the main valley. In 
 these localities are therefore found rocky beds forming rapids which ob- 
 struct low-water navigation. Similar formations exist at Fountain 
 Bluff and at the Chain of Pocks below Saint Louis. 
 
 At Pock Island, a channel 4 feet deep and 200 feet wide at extreme 
 low water has been cut in the rock, while at Keokuk has been built a 
 canal, affording a minimum navigation of 5 feet and a maximum of 8 feet. 
 
 The entire valley, except the sand terraces, is subject to tiood inun- 
 dation. The river courses from side to side, in a bed of shifting sands 
 and gravel, which leaves its water nearly free from suspended matter. 
 The changes occurring in the channel are constant, although not so 
 rapid as in the lower river. They are produced and measured by the 
 force directly applied to the material of the bed by the motion of the 
 water. 
 
 The complications and uncertainties attending the improvement of 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 5 
 
 sedimentary streams, from the prolonged and even indefinite suspension 
 and transportation of solid matter, and from the instability of the banks 
 constructed thereby, are not found here. On either side of the main 
 stream are sloughs, open at both ends, and also lakes, which are without 
 outlet, except during floods. These lakes are sometimes of great depth. 
 The sloughs give favorable opportunity for improvement, as they enable 
 the engineer to control the force which he proposes to use in deepening 
 the main channel. 
 
 Some of the tributaries sweep in large quantities of sand, forming a 
 lake-like expansion and depth above, with slight fall, and a steep, uncer- 
 tain, and difficult channel below. The most marked existing example of 
 this is caused by the Chippewa, from the head of Lake Pepin, down to 
 Alma. Here the process has been prolonged and intensified by the 
 excessive sand discharge of this river; but an examination of surveys 
 affords evidence of similar record at other tributaries, in the extinct 
 lakes above, now a labyrinth of sloughs, ponds, and competing chan- 
 nels, and in the bad navigation below. The depths of the lakes adja- 
 cent to the river but beyond the impetus given to the sand by floods ; 
 the depth in the lower end of Lake Pepin, and the opportunity of lateral 
 flood relief, indicate that the bed may be still rising. 
 
 The following factors enter into the regimen of the stream. The 
 length from Saint Paul to the mouth of the Illinois is 645 miles, and 
 the fall 278.56 feet, giving a mean slope of .432 foot per mile. The mini- 
 mum is above the tributaries and rapids, as, .138 foot at Wacouter, above 
 the Chippewa River ; .168 foot at Prairie du Chien, above the Wisconsin 
 River; .127 foot at Le Claire, at the head of Rock Island Rapids; .136 
 foot at New Boston, above the Iowa River; and .256 foot at Montrose, at 
 the head of the Des Moines Bapids; and the maximum below the tribu- 
 taries, as .580 foot, .629 foot, and .663 foot, between the Chippewa and 
 Winona, and .533 foot at Oquawka, below the Iowa Biver. 
 
 From this statement Lake Pepin and the Rock Island and Des Moines 
 rapids are omitted, being considered extreme cases. 
 
 An expression generally characteristic of width and cross section is 
 difficult, owing to the numerous islands, sloughs, and lateral channels. 
 As a general rule the width, slope, and discharge increase with the drain- 
 age area, but a proportionate increase of depth is not found. The low- 
 water observations this fall at stations established by the commission 
 give the following relations between discharge and supply, at nearly 
 the same stage (3.21) above low- water. 
 
 Place. 
 
 Discharge. 
 
 Per cent. 
 
 Drainage 
 area. 
 
 Per cent. 
 
 
 8, 598 
 
 100 
 
 33, 719 
 
 100 
 
 
 17, 712 
 
 206 
 
 55, 474 
 
 165 
 
 
 22, 81 G 
 
 289 
 
 74, 865 
 
 222 
 
 
 42, 600 
 
 496 
 
 129, 635 
 
 384 
 
 The rise and fall are extremely uniform throughout the length, rang- 
 ing at different points from 16 feet to 22 feet, the difference being ap- 
 parently inversely proportioned to the opportunity of lateral expansion 
 in floods. It increases towards the junctions with the Illinois and Mis- 
 souri, being controlled by the greater oscillations of these rivers. 
 
 The low- water velocity may be stated at a mean at one mile per hour. 
 In floods it increases to about three miles per hour. 
 
 These conditions, briefly described, are characteristic of a river well 
 adapted to the labors of the engineer. 
 
6 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 The statistics of commerce ou the Upper Mississippi are given in the 
 reports of the engineers in charge of the improvements for 1877 and sub- 
 sequent years. The following information concerning its methods and 
 requirements is submitted : 
 
 The present condition of the river does not afford a navigable depth 
 over 5 feet for a sufficient part of the year to justify the construction of 
 boats of greater draught. Even this depth, for a long part of each 
 year, is not found above Keokuk ; and during such times boats of suffi- 
 cient dimensions to be economical as freight carriers are laid up and re- 
 placed by light-draught tow-boats and barges, the former drawing from 
 2J to 4 feet, and the barges from 3 to 5 feet. Lumber rafts draw from 
 16 to 30 inches, but require a wide, straight channel. 
 
 Economy in transportation is largely dependent upon the capacity of 
 the carrier, which increases in a more rapid ratio than the draught or 
 cost of construction and operation. Barges on the upper river, built 
 with a limit of draught of 5 feet, carry about 12,000 bushels of grain, 
 while those used below Oario, where a depth of 8 or 9 feet can be ob- 
 tained for a large part of the year, cany 20,000 bushels on 5 feet, 50,000 
 on 7 feet, and 60,000 on 8 or 9 feet. 
 
 It may be safely stated that the present appliances for this commerce 
 are designed to fully utilize the navigation now afforded, and are limited 
 and impaired thereby, and that the requirements of an economical and 
 safe system of transportation will not be secured with less than G feet 
 of water from Saint Paul to Saint Louis throughout the channel and 
 throughout the year. 
 
 The depths now available at Eock Island and at Keokuk should not 
 control a project to secure greater depth elsewhere, for the following 
 reasons : 
 
 1st. In any plan of improvement the limit should be fixed by the more 
 uncertain factors. While there may be doubt as to the extent to which 
 any system can be carried in securing greater depth over bars, there 
 can be no question that, however it may be pushed, at least an equal re- 
 sult can be obtained by the less experimental work of rock- blasting and 
 canal-building at the rapids. While it would not be prudent to estab- 
 lish a standard depth at Eock Island and Keokuk, whose practicability 
 was uncertain on other parts of the river, we need not hesitate in striv- 
 ing for the most extreme results elsewhere from doubts of their attain- 
 ability at these two points. 
 
 2d. A depth of 6 feet throughout, except at these two places, would 
 in itself, and independently of these controlling points, give great ease 
 and safety to commerce. Navigation is not alone limited by the least 
 depth encountered, but by the general character of the river. One or 
 two controlling obstructions in a route of 700 miles may be tolerated, 
 but a constant recurrence of such difficulties would destroy its value by 
 accumulated danger and delay. For instance, boats can reach Hast- 
 ings, 27 miles below Saint Paul, when they can reach La Crosse, 129 
 miles lower down, the ruling bars between these two places giving as 
 much water as they do below La Crosse. But above this city they are 
 much more frequent than below, and navigation is so greatly impeded 
 that time and its attendant expenses consume all the profits of an exten- 
 sion of the run to Hastings. 
 
 The plan of improvement adopted for this part of the river consists 
 of low-water dams closing sloughs, or side channels, to augment the flow 
 through the main channel ; of spur-dikes built out from concave shores, 
 where the width is too great, to direct and concentrate the flow and pro- 
 duce scour over that part of the bed promising the best channel ; of 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 7 
 
 revetments to protect such parts of the bank as may be attacked by 
 the direction and concentration given to the current by the dikes. 
 
 The dikes consist of layers of stones and of brush, bound into fas- 
 cines or mats. The details are described and illustrated by Major 
 Farquhar's report for 1879. Both free and engaged ends are protected 
 by additional and heavier work. Their usual inclination is slightly up- 
 stream, in order that the draft of water towards and discharge over the 
 dike may be away from the bank, and also to check the ra*ce along and 
 around the free end of the work. 
 
 The distance between these spur-dikes is greater than their length, 
 the latter being controlled by experience, by the widths required for easy 
 navigation, and by a theoretical consideration of cross-sectional area. 
 
 At first these dikes and dams were raised only about 1 foot above 
 low water. They are now built about 4 feet above, and give more 
 prompt and definite results. The additional height is of great advan- 
 tage against ice, and as serving to indicate the location of the dikes, 
 which, if concealed, might prove dangerous obstructions to passing 
 boats. This last-mentioned benefit should be still more completely se- 
 cured by the erection of beacons or lights on the free ends. 
 
 There is no evidence that the system of improvement has yet ap- 
 proached its practical limit, or developed any adverse operation or tend- 
 ency. 
 
 Dredging hag been occasionally resorted to, where erosion is very 
 slow, or to secure landings in front of towns. 
 
 Inasmuch as all work heretofore done constitutes, both in location and 
 construction, part of the final and complete plan, the application of the 
 system simultaneously to all parts of the river needing improvement is 
 highly judicious, both as giving results more generally useful and satis- 
 factory, and as admitting a more tentative and experimental develop- 
 ment of the system. The varied and contradictory experience and 
 testimony of engineers concerning the improvement of rivers by this 
 method rendered its cautious adoption necessary. The results are now 
 fully justifying the judgment of the engineers in charge, and may be 
 comparatively tabulated as follows: 
 
 Part of river. 
 
 Before 
 improvement. 
 
 
 2 feet. 
 
 1.5 feet 
 
 3 feet, 
 
 
 3 feet, 
 
 2 feet 
 
 3| to 4 feet, 
 
 A fter partial 
 improvement. 
 
 'Only two of the worst bars on this stretch improved. 
 
 The following local results are more indicative of the capabilities of 
 the system, as the appropriations have not permitted work on all the 
 shoals on any one reach : 
 
 Locality. 
 
 Pig's Eye 
 
 Nininger 
 
 Smith's 
 
 Mount Vernon 
 Betsy Slough . . 
 
 Winona 
 
 Queen s Bluff - 
 CaesTille 1 
 
 Before 
 improvement. 
 
 After partial 
 improvement. 
 
 Feet. 
 
 Feet. 
 
 1.3 
 
 4.5 
 
 1. 0 
 
 3.7 
 
 1. 3 
 
 4. 5 
 
 2. 0 
 
 4. 5 
 
 1. 5 
 
 4. 5 
 
 1. 5 
 
 3.0 
 
 2. 5 
 
 3. 6 
 
 1.9 
 
 4,0 
 
8 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 We do therefore agree in approval of the system and work of improve- 
 ment now being conducted on the Upper Mississippi by Oapt. A. Mac- 
 kenzie, United States Engineers, and in the recommendation that it be 
 prosecuted, with such modifications as experience may suggest, simulta- 
 neously on allthe parts requiring improvement, as far as practicable "under 
 appropriations, with a view of securing a minimum depth of G feet from 
 Saint Paul to Saint Louis. 
 
 Whether this work is done directly by the engineers in charge or by 
 contract, it is equally essential that the sums appropriated be sufficient 
 to justify the procuring of the complete and expensive plant necessary for 
 the efficient and economical execution of such work. The appropriations 
 heretofore made have not allowed the necessary provision by the gov- 
 ernment's agents, nor have they induced or justified parties qualified by 
 large means and experience for the performance of engineering contracts 
 to engage in this business. 
 
 We do therefore further recommend the adoption by Congress of the 
 estimates submitted for the coining fiscal year by Oapt. A. Mackenzie, 
 United States Engineers, amounting to $1,000,000, equally divided on 
 the river above and below Des Moines Rapids, with the understanding 
 that the plans for the continuance of the work be submitted to this com- 
 mission for its approval. 
 
 We also recommend that provision be made for the maintenance and 
 operation of Des Moines Canal similar to that already made for the 
 Louisville Canal. Such structures are always subject to accidents that 
 cannot be foreseen or provided against. There is also the possibility of 
 failure to pass the appropriation bill in whicb this provision may be 
 included. Either of these contingencies would result in extreme loss 
 and hardship to a very large class and to very great interests. 
 
 A letter from Captain Mackenzie, United States Engineers, relative 
 to the commerce of the upper river, a statement relative to the works of 
 improvement under his charge, and letters from parties experienced and 
 interested in the navigation of the upper river are submitted as appen- 
 dixes. (Appendixes B, C, and I).) 
 
 IMPROVEMENT BY MEANS OE RESERVOIRS. 
 
 This subject, though not embraced in the act organizing the commis- 
 sion, was referred to them during the past season, especial reference 
 being had to the system of reservoirs proposed for the headwaters of the 
 Upper Mississippi, Saint Croix, Chippewa, and Wisconsin rivers. At 
 that time the field operations for the present season had been already 
 laid out, and as the sum allotted by Congress for the use of the commis- 
 sion was considerably less than either their original estimate or their 
 supplemental estimate, they did not feel justified in diverting any money 
 from the more important Mississippi work to follow up this new subject 
 of investigation. They had indeed been obliged to give up a projected 
 scheme of observations on the lower river and to confine themselves to 
 observations on the Upper Mississippi, because, although second in im- 
 portance, they were less costly than those required on the main river. 
 For these reasons the commission have mainly confined themselves to a 
 careful revision of the data already collected by the Engineer Depart- 
 ment, United States Army, which has from time to time been published 
 in the annual reports of the Chief of Engineers, U. S. A. These data 
 are confessedly imperfect and entirely inadequate for a satisfactory study 
 of so important a subject, but as it is all that is available, the commis- 
 sion can at present only submit a preliminary and general report on the 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 9 
 
 subject. The surveys already made have shown that the country around 
 the headwaters of the rivers in question seems fairly well adapted to the 
 construction of storage reservoirs of considerable capacity, the more 
 northerly streams having, however, the advantage in this respect. On 
 the Upper Mississippi, in fact, the holding ground which might be ob- 
 tained is considerably in excess of even the most favorable estimate of 
 the amount of collectable water. On the other three streams the reverse 
 is the case. On these latter rivers State concessions to private parties 
 have led to the construction of numerous damson the mainstreams and 
 their tributaries, which are used in the interest of various lumber firms. 
 These dams have thrown the projected government works high up 
 towards the headwaters, where the number and choice of sites is re- 
 stricted. This is doubly unfortunate, both as limiting the scope of the 
 improvement and also its availability, unless the United States acquire 
 jurisdiction over the private works lower down the streams. Otherwise, 
 the parties owning or operating these private dams might have it in their 
 power to interfere very seriously with the proper management of the im- 
 provement, or even to defeat it altogether. The attention of Congress is 
 respectfully invited to this subject. 
 
 The engineer officers who have from time to time reported on this res- 
 ervoir project have made various estimates as to the amount of water 
 which can be impounded in the reservoirs and added to the low-water 
 flow of the streams. The latest estimate allows a discharge from the 
 Upper Mississippi series of 6,400 cubic feet per second for a period of 100 
 days. This estimate is necessarily somewhat hypothetical, as time 
 and money have not been available for obtaining precise information on 
 the subject. After a careful revision of the published data, the com- 
 mission is forced to the conclusion that this may be an overestimate even 
 for an average of several years, and that the low- water increment may 
 not be as great as supposed. For years of minimum rainfall, which 
 may not exceed 15 inches, the estimated increment certainly cannot be 
 obtained. What the true amount will be cannot beat present stated, it- 
 can only be determined) by careful gaugings of the streams which drain 
 the various areas. These gaugings should extend over a full period of 
 twelve months, and observations should at the same time be made to 
 determine the annual precipitation to. which the measured discharge 
 corresponds. The determination of this matter with accuracy is abso- 
 lutely essential, as the increment to the low-water discharge furnished 
 by the Upper IVIississippi series is by far the most important of all from 
 every point of view, while all the estimates which have been made of 
 its amount show but little if any surplus of collectible water over reser- 
 voir capacity, and if these estimates are too great, as now seems possi- 
 ble, the effect will have a serious bearing on the whole subject. 
 
 With regard to the three other rivers, the amounts estimated as col- 
 lectible are so much in excess of the proposed reservoir capacity that 
 any error in this estimate would have but little if any bearing on the 
 result. In other words, the estimates are well on the safe side. 
 
 The last estimates furnished by the local engineer were as follows : 
 
 From Upper Mississippi series 6,400 cubic feet per secoii l. 
 
 From Saint Croix series 3,974 " " " 11 
 
 From Chippewa series 2,897 " " " " . 
 
 From Wisconsin series 2,084 " " " " 
 
 Total 15,355 * 11 " " 
 
 These amounts it was supposed could be furnished for a period of 100 
 days, so as practically to cover the low-water period. 
 
10 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 This would insure a minimum discharge past Saint Paul of 12 7 20O 
 cubic feet per second ; below the St. Croix, of 20,474 cubic feet ; below 
 the Chippewa, of 24,4G1 cubic feet, and below the Wisconsin of 36,645 
 cubic feet. 
 
 The officer in charge of the work further gives his reasons for suppos- 
 ing that the increment to the low-water flow of the tributaries would 
 insure them a good navigable depth, and would render any other system 
 of improvement unnecessary, or at least reduce its extent. This matter 
 does not come within the scope of the duties of this commission, and we 
 have only to remark that, granting these assumptions to be correct, 
 which we have no reason to doubt, the question would come fairly before 
 Congress for its action, as a legitimate project for the improvement of 
 the navigation of these tributary streams. 
 
 As concerns the effect likely to be produced on the main river, we 
 cannot commit ourselves to a definite opinion till our observations on the 
 Upper Mississippi shall have been completed. We can at-present only 
 state our views in the most general way as to w r hat effect a reservoir 
 system may be expected to produce upon a river like the one we are 
 considering, with some comparison between the effects thus produced 
 and those due to other well-known and long-tried systems of improve- 
 ment. 
 
 In order to clear the ground for this discussion we desire to state that 
 it will in our opinion be hopeless to look for any appreciable mitigation 
 of the violence of Hoods from this or any other system of reservoirs yet 
 proposed, nor does the local engineer entertain any such view. De- 
 structive floods are generally due to local causes, heavy rains occurring 
 in the vicinity of the main river, and floods from the lower tributaries 
 superposed upon a swollen river. The effect of holding back a few 
 thousand cubic feet of water from the discharge of the remote northern 
 tributaries would have no appreciable result in preventing disastrous 
 inundations in those portions of the main river where they now occur, 
 and where alone damage from this source is to be apprehended. It 
 remains therefore only to discuss the effect produced upon the low- water 
 navigation. 
 
 In considering this subject, it is necessary to bear in mind that in the 
 present condition of affairs we have really two entirely different rivers 
 to deal with. First, we have the river at high stages, when a great vol- 
 ume of water flows along with an impetuous current, and banks a mile 
 or more apart, while the vast masses of sand in motion, and the alternate 
 building up and destruction of banks, bars, and islands attest the great 
 energy of the stream. At low stages we have a shrunken and compara- 
 tively insignificant stream, its scanty volume one-tenth to one-fifteenth 
 of the high- water flow, spread thinly over portions of the wide, high- 
 water bed, while narrow, tortuous and shallow channels meander through 
 the great sand deposits of the high river. Between these two extremes 
 we have all possible conditions, but still the fact remains apparent that 
 the flood stage is the ruling condition ; that then the bed is shaped and 
 defined, and that to the great disparity between the two conditions the 
 difficulties of navigation are due ; it is no question of the absolute size 
 of the high river but simply of the difference between it and the lower 
 stage. The system of channel improvement now in progress seeks to 
 concentrate the scattered waters of the low stage, and by confining them 
 within narrow limits to increase their scouring efficiency and insure sta- 
 bility of location. The results so far obtained have been of marked 
 benefit, and the system can be extended almost indefinitely, though the 
 absolute increase in navigable depth attainable is probably limited in 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 11 
 
 amount, and the works themselves are liable to be destroyed, or their 
 contemplated effects negatived by the action of the high river over which 
 they have no control whatever. It would therefore seem that, setting 
 aside the question of cost, the only system of improvement which would 
 insure permanency, and at the same time develop to the utmost the 
 capabilities of the stream for navigable purposes, would attack the high 
 river itself and endeavor to bring it under control. 
 
 In its present condition the great volume of flood waters is spread 
 over a very wide channel, its depth being small in comparison with its 
 width ; at the same time its scouring power is frittered away, owing to 
 the great extent of surface on which it acts or is expended in attacking 
 the banks. The current, owing to frictional resistance, is slackened and 
 the rapidity of discharge decreased, with a consequent increase in height 
 of flood level. The materials torn from the banks, or brought in by tribu- 
 taries, cannot be carried away, but gradually accumulates in the channel^ 
 forming obstructions, which, by deflecting the current, cause further 
 caving of banks, accompanied by a local raising of the bed and the flood 
 line. These accumulated masses of sand remain behind as the river 
 falls, and form the bars which impede navigation at low stages. 
 
 Were the high river confined within such limits of width as theoretical 
 investigation should show to be compatible with an efficient discharge 
 section, and the banks protected from erosion, the scouring power of 
 the stream, being concentrated over a moderate area, would soon form 
 a deep channel, and the resulting detp and narrow section would be far 
 more efficient than the wide and shallow one of the unregulated river. 
 Owing to decrease in frictional resistance the volume of flood waters 
 would be passed oft' more readily and rapidly, the mean velocity of the 
 current would be increased, and the flood line would be lowered. The 
 influx of sand from caving banks would be stopped, and that brought 
 in by tributaries would be carried so far and scattered so generally as 
 to prevent any local accumulation which would interfere with the low- 
 water flow, while, as the river declined from the higher to the lower 
 stages, the width and depth would regularly diminish till, at the low- 
 est stage, if the improvement were properly proportioned, a width would 
 be reached that would insure a depth ample for all purposes of naviga- 
 tion. This would also give a definite, stable channel free from the innu- 
 merable crooks and turns that now form such a formidable impediment 
 to navigation. The commission cannot, from present information, lay 
 down the dimensions or suggest the method of carrying out such an 
 improvement, neither can they estimate its cost nor state whether it is 
 financially possible; they simply describe it as the system which, if it 
 could be carried into execution, would give the greatest attainable bene- 
 fits, and to which any system followed out should approximate as closely 
 as possible. 
 
 In its present unregulated condition the water in floods moves along 
 vast masses of sand, which wholly or in part obliterate the channels of 
 the previous season, and which, arrested in their motion when the fall 
 sets in, remain as bars of greater or less dimensions. While the river 
 is high the depth over their crests is probably sufficient, as a general 
 rule, to allow boats to pass freely over them, but as the river declines 
 this depth rapidly diminishes and soon becomes insufficient for naviga- 
 tion purposes. Then ensues a period of great difficulty, when the bars 
 offer the greatest possible obstruction, and there is no defined channel 
 anywhere. As the fall continues, the water ponds up behind the bars 
 until a sufficient head is obtained to form a breach through them, which 
 then becomes the navigable channel. This process, called u cutting 
 
12 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 out," may be repeated several times in the course of the season, the 
 depth and width diminishing and the tortuousness increasing, but, as a 
 general rule, where only one channel at a time is formed, the depth, even 
 at lowest stages, is much greater than obtains where there are several 
 such channels, as occurs at all the bad bars, and it is upon this fact that 
 the present system of low-water improvement is based. 
 
 This cutting out process is the turning point in the whole system of 
 river navigation. After the river has fallen sufficiently to forbid farther 
 passage over the bars, everything depends upon the promptness and 
 thoroughness with which the low-water channels are developed. When 
 they are once formed, any considerable rise which may occur is apt to be 
 injurious, unless it be sufficiently great to restore the depth over the 
 bars ; otherwise it will move sufficient sand to fill up or impair the newly 
 developed channels, and restore the transition period already alluded to, 
 with all its difficulties. The period at which the cutting out process 
 sets in varies with the different seasons. A great flood is generally fol- 
 lowed by a season of bad low- water navigation owing to the quantity of 
 sand moved, and to the great extent of the changes inaugurated, but, as 
 a general rule, the most important factor is the rate of decline from the 
 high to the low stage. Even in the case of a great flood, the low- water 
 channels may be in better condition if the flood be followed by a slow, 
 gradual decline, than in the case of a lesser flood followed by a rapid 
 or irregular decline. Anything, therefore, which reduces the rapidity of 
 the fall from the higher stages is a benefit, probably in the direct ratio, 
 of the amount of this reduction, and it is here that, in our opinion, the 
 true effect of reservoir action must come in. If, as we take for granted, 
 the impounded water is to be let out on the falling river in a volume 
 measurably proportioned to the rate of depletion of the main stream, 
 the effect will be to lessen the rapidity of the fall, and will therein prove 
 a benefit so far as it goes. If the increment of flow were considerable, 
 the effects would also be considerable, while probably little practical 
 value would attach to an increment of small size. The period of trans- 
 ition is, however, still to be bridged over, unless the reservoirs furnish a 
 sufficient supply to render the cutting out process unnecessary. If, how- 
 ever, they prolong the transition period, a result which may occur, they 
 would temporarily be a positive detriment. After the low-water chan- 
 nels have been cutout, the increased discharge should certainly be bene- 
 ficial, at least at those places where either from natural conditions or 
 artificial works a single channel is formed. Where the river is much cut 
 up with numerous shifting subsidiary channels, we should imagine the 
 benefits likely to be derived from reservoir supply to be inappreciable. 
 It must be borne steadily in mind, in considering this question, that 
 nothing can be expected from the increase in discharge due to reservoir 
 supply, over and above what would be found under normal conditions 
 with a discharge of similar amount except the effects, already alluded 
 to, as accompanying a lessening of the rate of decline from high to low 
 stages. 
 
 Against any benefits accruing from a reservoir system must be set the 
 great uncertainty attendant on their use ; the difficulty and cost of 
 maintenance and operating; the variations in rainfall from year to 
 year, giving at times an excessive and at times a deficient supply ; and 
 finally the risk of the rupture of one or more dams, with the loss of the 
 impounded water and other damaging effects. These uncertainties 
 would doubtless deprive such a system of improvement of much of its 
 •estimated value. 
 
 We are therefore of the opinion that a reservoir system that shall 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 13 
 
 efficiently supersede other methods of improvement will have to be of 
 sufficient magnitude to control a large proportion of the river discharge ; 
 if of less magnitude, the direct benefits will be somewhat doubtful, but 
 will be greater on a regulated than on an unregulated river. 
 
 We have no reason to doubt that the Upper Mississippi River is sus- 
 ceptible of direct channel improvement to any reasonably desired ex- 
 tent without the aid of reservoirs. 
 
 The question whether reservoirs can be advantageously used as 
 adjuncts to the contraction of river width on which the channel improve- 
 ment depends is mainly one of cost. 
 
 An increase by reservoirs of the low-water flow would diminish the 
 amount of contraction of low- river width which otherwise would benec- 
 eessary, thus diminishing its cost, while above Prescott the greater 
 width which thus might be adopted for the regulated river would be of 
 value ; but if, on further study, the construction of one or more of the 
 reservoirs which furnish water at the cheapest rate should be deemed 
 advisable, they would be valuable only after the contraction of the river 
 had been carried to the fullest economical development, and not till then 
 should they be built. 
 
 The uncertainty surrounding the subject can only be removed by ex- 
 tended and systematic observations as to the amount of water that can 
 be collected and stored up in reservoirs, and also as to the effect which 
 may be expected to follow its addition to the low- water flow of the 
 river. In order to carry out these observations we estimate that $27,000 
 will be required. 
 
 There is a possibility that the system is capable of greater extension 
 than is now contemplated. It is obviously desirable that this point 
 should be settled, and that the whole subject of dam location should be 
 revised, the sites proposed for dams more carefully examined, and the 
 estimates of cost placed on a surer basis than at present. For this pur- 
 pose a further sum of $22,000 will be needed. 
 
 We also beg leave to recommend, as a measure of ordinary prudence 
 and economy, the withdrawal from entry of such public lands as are 
 liable to be overflowed by any reservoir the construction of which may 
 be decided on as part of a comprehensive system, and such legislation 
 as will place these streams throughout their entire length under the 
 control of the United States before any work is begun. 
 
 The efficient use of the best reservoir system is not consistent with 
 the ownership and control by private parties or corporations of any 
 dams below the reservoirs. 
 
 The possible benefits to be derived from an efficient reservoir system 
 may be briefly summarized as follows: 
 
 First. Such a system would perhaps in some degree aid, in the man- 
 ner hereinbefore discussed, the low-water navigation in the main river 
 below Saint Paul as tar down as the mouth of the Saint Oroix, a dis- 
 tance of 30 miles. But these beuefits would be greater and more certain 
 upon an improved river than they possibly could be if the impounded 
 water is supplied to the stream in its present unimproved condition. 
 
 Second. It would give a needed supply of water during the low-river 
 stage to the mills at the Sauk Rapids and at Minneapolis, on the Missis- 
 sippi, and at various localities on the other rivers. 
 
 Third. It would aid in some respects the lumber interests on the 
 Mississippi River above Saint Anthony's Falls, and on the tributaries 
 named, until the adjacent lands are deforested. 
 
 It is therefore apparent that the interests to be subserved by the con- 
 struction of reservoirs at the headwaters of the Mississippi, Saint Croix, 
 
14 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 Ohippewa, and Wisconsin rivers are not in any great measure identical 
 with those which are directly dependent on the improvement of the 
 navigation of the main stream below the Falls of Saint Anthony. 
 
 It seems proper to state that Major Allen, the local engineer in charge 
 of these reservoir investigations, who has freely placed the records of 
 his office at the disposal of the commission, has stated that he regards 
 his last estimate of $1,400,000 for the construction, and $208,000 for 
 the first ten years' maintenance and operation of the entire reservoir sys- 
 tem, as considerably too low. He now places the cost of construction 
 and ten years' maintenance at about $2,000,000, exclusive of land dam- 
 ages. If we estimate the land damages at $1,000,000 to $2,000,000, 
 the reservoir system maintained ten years wilUcost from $.1,000,000 to 
 $4,000,000, and at this cost can only be regarded as an auxiliary to the 
 method of direct channel improvement now in process of execution. In 
 this view Major Allen coincides. 
 
 Captain Mackenzie's estimate of the cost of securing by direct means 
 a 6-foot channel from Saint Paul to Eock Island, a distance of 397 miles, 
 is $2,847,900. Jielow this the reservoir system cannot be expected to 
 have any appreciable effect. 
 
 RECAPITULATION. 
 
 In recapitulation, the conclusions of the commission may be stated as 
 follows : 
 
 First. The system of works in progress on the Mississippi River be- 
 tween Saint Paul and mouth of the Illinois River, with the modifica 
 tious which experience will suggest, is adequate for the improvement 
 of navigation, and should be pushed rapidly to completion. 
 
 Second. A sufficient improvement of the river is not to be expected 
 from the action of a system of reservoirs alone. 
 
 Third. It is possible that on the completion of the observations now 
 in progress, some of the proposed reservoirs which furnish water at the 
 least cost, may be found to be economical aids to the principal system 
 of channel contraction. But they should only be built when the works 
 for channel contraction approved have been carried to the fullest eco- 
 nomical development. 
 
 Fourth. It is recommended that the entire amount of $1,000,000, esti- 
 mated by Capt. A. Mackenzie for the coming fiscal year, for carrying 
 on the adopted improvements between Saint Paul and the mouth of the 
 Illinois River, be appropriated in one sum. 
 
 Fifth. It is recommended that the Des Moines Rapids Canal be placed 
 upon the same footing as regards maintenance, operation, and repairs, 
 as the Louisville Canal. 
 
 Sixth. It is recommended that the sum of $49,000 be appropriated 
 for continuing the observations, examinations, and surveys necessarily 
 required as preliminary to a trustworthy estimate of the capabilities and 
 cost of an efficient reservoir system. 
 
 OUTLETS AND LEVEES. 
 
 As embodying further information touching the effects of outlets, 
 dams, and levees upon the regimen of the lower river, a report by a 
 committee of this commission is appended. Inasmuch as the facts 
 stated in the report bear more or less directly upon subjects embraced 
 and treated at some length in the first report of the commission, and 
 in the minority report thereunto appended, it has been deemed proper 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 15 
 
 to place the paper in this form before Congress, without entering upon 
 any discussion thereon at the present time. 
 All of which is respectfully submitted. 
 
 Q. A. GILLMOBE, 
 Lieutenant- Colonel of Engineers, Bvt. Maj. Gen., 
 
 President Mississippi River Commission. 
 C. B. COMSTOCK, 
 Major of Engineers and Bvt. Brig. General. 
 CHAS. R. SITTER, 
 
 Major of Engineers, U. 8. A. 
 HENRY MITCHELL, 
 
 Coast and Geodetic Survey. 
 B. M. HARROD. 
 BENJAMIN HARRISON. 
 
 This report is concurred in by me, with the exception of that part of 
 it which relates to the improvement by means of reservoirs. 
 
 I have not sufficiently investigated this subject to justify an opinion 
 upon it. 
 
 JAMES B. EADS. 
 
 Hon. Alexander Ramsey, 
 
 Secretary of War, 
 
 LIST OF PAPERS ACCOMPANYING THE FORF.<*»IN<i REPoP I . 
 
 Financial statement Appendix A 
 
 Letter of Capt. A. Mackenzie, Corps of Engineers, relative to commerce of 
 
 Upper Mississippi River Appendix B 
 
 Memoranda relating to works of improvement on Upper Mississippi 
 
 River Appendix C 
 
 Circular letter of Capt. A. Mackenzie, with replies thereto Appendix!) 
 
 Report of Committee on Levees and Outlets Appen dix E 
 
 APPENDIX A. 
 
 f i n anc i al stat e m e n t . 
 
 Office Mississippi River Commission, 
 
 Saint Louis, Mo., December 11. 1880. 
 
 Balance February 16, 1880, as per statement accompanying report of March 
 
 6, 1880 ' $90,000 
 
 Amount appropriated by act approved June 16, 1880 150,000 
 
 240, 000 
 
 Amount expended February 16, to December 11, 1880, including outstand- 
 ing liabilities : 
 
 For surveys and observations, salaries of commissioners, mileage, and inspec- 
 tion, office and general expenses 135, 000 
 
 Balance, which it is estimated will be required during the remainder of fiscal 
 
 year ending June 30, 1881 105,. 000 
 
 240,000 
 SMITH S. LEACH, 
 First Lieutenant of Engineers, Secretary of Mississippi River Commission. 
 
16 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 APPENDIX B. 
 
 letter of ( apt. a. mackenzie, corps ok engineers. 
 
 United States Engineer Office, 
 
 Rock Island, III., December 2, I860. 
 Dear General: Your letter of '29 is received. Oar information relating to dimen- 
 sions and draughts of boats and barges on upper river is not as definite as it should 
 be. My answers to your questions will not, therefore, be as satisfactory as I would 
 like to make them. 
 
 The largest boats navigating my stretch of river are the side-wheel boats of Keokuk 
 Northern Line. Two or three of the heaviest of these form a line from Saint Louis to 
 Keokuk, the others run through from Saint Louis to Saint Paul or La Crosse as stage 
 of river permits. The draught to which these boats can be loaded, depends on depth 
 of hold, which (excepting War Eagle) will not, I think, exceed 6 feet. The depth of 
 hold of these boats and their barges can be obtained accurately from Keokuk Northern 
 Line office, in Saint Louis. It is difficult to say what depth of water is desired by 
 steamboatmen. Their present boats are built to suit present condition of river, and 
 if a 6-foot channel were guaranteed, perhaps they would give a greater depth of hold. 
 My own opinion is, though, that the class of boats now running will accommodate 
 upper river commerce for all time, as the bulk of freight will be carried in barges. 
 The raft and tow boats draw from 2.} to 4 feet, and on tin- latter draught a very power- 
 ful tow-boat can he built. Lumber rafts draw from 16 inches to 30 inches. Barges 
 now in use are loaded to from 3 feet to 5 feet, the hitter figure being about extreme 
 capacity. The barge Strasburger of Keokuk Northern Line will carry 12,000 bushels of 
 wheat on draught of 5 feet. 
 
 Colonel Macomb's estimates for 5 feet to Rock Island and 4| thence to Saint Paul 
 were based on grades of Des Moines Rapids Canal and Rock Island Rapids. The 
 depth of 4 feet on Rock Island Rapids was iixed by a Hoard on ground that such a 
 depth would afford better navigation than was found in river above. A special report 
 on Rock Island Rapids is inclosed. The ruling depth on the rapids should not control 
 the proposed depth at other points on account of effect of greater depth on speed. A 
 boat drawing 4 feet to run and handle well should have at least 6 feet and her speed 
 will be considerably increased ou a depth of 8 tret. 
 
 Our theoretical estimates are based on a depth of 6 feet from Saint Paul to the mouth 
 of the Illinois. There is not enough water in river at lowest stages to secure a greater 
 depth than 6 feet on extreme upper part, unless the river is converted into a canal. 
 On the other hand a depth of 6 feet at least from Saint Paul to mouth of the Illinois 
 will, I have no doubt, be ample for all purposes of economical transportation. When 
 there is plenty of water boats occasionally load to the capacity of their hold from 4 
 feet to 6 feet. 
 
 During high spring Hoods ice barges sometimes come down drawing 10 feet, but 
 these arc exceptions. As the river talis boats are loaded to a less draught and some- 
 times they are not loaded at all, freight being carried on their barges. 
 
 The large side-wheel boats run during the greater part of the season, but during low 
 water do not go up higher than La Crosse. They could always reach Hastings as well 
 as La Crosse, but between these points the crossing's are so numerous and deep pools 
 so short that the river is, as they term it, very c< slow.' 7 When the river gets very low 
 the heavier boats are laid up and the business is done by long light-draught stern- 
 wheelers and barges. 
 
 Boats load a few inches deeper below Keokuk than from that point to La Crosse. I 
 have been told that the class of boats running from Saint Louis to Keokuk should be 
 able to load to at least 5 feet to make trips pay. Below Keokuk the minimum depth 
 on bars is no greater than above, but the pools are deeper and longer and boats can 
 load to full depth of water on shoalest reef and even a few inches deeper. Above Keo- 
 kuk the number of shallow reaches is greater, and constant laboring with slow time 
 wouldresnlt from deep loading. At extremely low stages, whichdo not.last m uch Ion gei 
 than one month in a season, but unfortunately occur when greatest amount of freight 
 is ready for shipment, we may say that we are liable to have from Saint Paul to 
 Hastings not more than '20 inches, from Hastings to La Crosse, since worst points have 
 been improved, not less than 3 feel, and from La Crosse down from :U to 4 feet. 
 
 Of the largest boats the greatest draught loaded is about 7 feet for War Eagle, 6 
 feet for others, and the minimum draught about 3 feet. 
 
 As regards our bench-marks, a large number are on trees, but many are reasonably 
 permanent, being on rock or stone foundations of warehouses or on bridge piers. In 
 fact, above Rock Island these permanen t marks are quite close together. We propose 
 next season, if it is possible, to establish permanent benches over the whole district. 
 I am, verv respectfully, 
 
 A. MACKENZIE, 
 
 Captain of Engineers. 
 
 General C. B. COMSTOCK. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 17 
 
 APPENDIX C. 
 
 MEMORANDA RELATING TO WORKS OF IMPROVEMENT . ON THE UPPER MISSISSIPPI 
 RIVER BETWEEN SAINT PAUL AND THE MOUTH OF ILLINOIS RIVER (ROCK ISLAND 
 AND DES MOINES RAPIDS EXCEPTED). 
 
 The first works of any magnitude for the improvement of the Upper Mississippi 
 River were begun in 1878. Prior to this time some experiments in closing chutes by 
 dams of stone and brush had been made by the United States steamer Montana, and 
 with very satisfactory results, at Pig's Eye Island and Ninuinger Slough, two points 
 between Saint Paul and Hastings. 
 
 COST OF THE WORK TO DECEMBER 1, 1880. 
 
 On June 18, 1878, Congress appropriated $250,000 for improvements between Saint 
 Paul and Des Moines Rapids, of which $20,000* were directed to be expended in the 
 trial of Adams's flume. 
 
 (Note. — Nothing has yet been done with the flume, and no information can be given 
 as to its efficacy.) 
 
 On the same day $100,000 were appropriated for work between Des Moines Rapids 
 and the mouth of the Illinois River. As no accurate information was at hand con- 
 cerning the amount and character of the work needed on thi." 650 miles of river 
 extending from Saint Paul to the mouth of the Illinois River, it was deemed best at 
 the outset to cause a thorough survey to be made of the entire stretch of river, with a 
 view to studying the same and obtaining the necessary data for plans and estimates 
 for a comprehensive system of improvements. This survey, including the office work 
 and preparations of maps, plans, and estimates, has cost $82,000, and it is considered 
 that the money has been well spent, as without the information obtained from such a 
 survey it would be working in the dark to attempt to present plans and estimates on 
 such data as could be obtained from casual observation and hearsay evidence. On 
 March 3, 1879, Congress made a further appropriation of $100,000 for the river from 
 Saint Paul to Des Moines Rapids, and $40,000 for the river between Des Moines Rap- 
 ids and the mouth of the Illinois River, and again on June 14, 1880, $150,000 for the 
 river above, and $100,000 for the river below Des Moines Rapids. From these latter 
 appropriations $10,000 to the Gen. Barnard for removing snags, &c, to aid in prepar- 
 ing the shores for riprap, and for repairs to dams and other works. 
 
 The statement below will show the amount received by appropriation, the amount 
 expended to December 1, 18S0, for improvements, and the amount still available for 
 the work. 
 
 Money Statement. 
 
 Appropriation above Des Moines Rapids. 
 
 June 18, 1878 $250, 000 
 
 March 3, 1879 100, 000 
 
 June 14, 1880 150,000 
 
 Total above Des Moines Rapids $500, 000 
 
 A ppropriation below Des Moines Rapids. 
 
 June 18, 1878 100, 000 
 
 March 3, 1879 40, 000 
 
 June 14, 1880 100, 000 
 
 Total below Des Moines Rapids 240, 000 
 
 Total for Upper Mississippi River 740, 000 
 
 Expended for surveys, &c 82, 000 
 
 Expended for Adams's flume 20, 000 
 
 Allotted to steamer Barnard 10, 000 
 
 Balance available December 1, 1880, to complete works already 
 
 begun 134, 000 
 
 246, 000 
 
 Amount expended on improvements 494, 000 
 
 *This amount of $20,000 came out of the next appropriation of $100,000, instead of the $253,000 as 
 stated. 
 
 H. Ex. 95 2 
 
18 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 RECORD OF IMPROVEMENTS. 
 AT PIG'S EYE BARS. 
 
 As before mentioned, a dam was built in 1874 across the head of the Eastern Chute, 
 which resulted in the improvement of the crossing at the head of the island. In 1878 
 between the foot of Pig's Eye Island and Kaposia ten spur-dams were built, which 
 have deepened and strengthened the channel at this formerly very bad locality. 
 
 NEWPORT BARS. 
 
 Newport Chute was closed in 1878, and one spur-dam built above head of island. 
 The depth of water in the crossing has been materially increased. 
 
 NINNIGER SLOUGH. 
 
 A dam was built by the Montana in 1875 across the head of this slough, which caused 
 a material deepening in the main channel. 
 
 HASTINGS TO PRESCOTT. 
 
 In 1878 seven dams, including the closing of Prescott Island Chute, were built on 
 this stretch of 3 miles of river. In 1879 the right bank below Hastings was protected 
 for a distance of 800 feet, and also 1,250 feet shore protection was built at Dibble's 
 Point to prevent the river from breaking through into Lake Saint Clair. There is now 
 good water along the shore below Hastings and at head of Prescott Island, which in 
 former years were points of very great obstruction to navigation. 
 
 smith's bar. 
 
 This bar, which was the worst obstruction between Prescott and Chippewa, was 
 thoroughly improved in 1879 by construction of 5 wings and 1,000 linear feet shore 
 protection. 
 
 RED WING. 
 
 The north channel leading to Lake Pepin was closed in 1880, with a view to in- 
 creasing the amount of water in the middle and Wacouta channels ; 2,075 feet of shore 
 protection were built. 
 
 crat's island. 
 
 Iu 1878 three dams were built at this locality, and the crossing at the head of the 
 island improved. In 1879, 1,977 feet of shore protection were constructed on left bank, 
 and in 1880, in order to complete the work and improve the crossing at foot of Crat's 
 Island and the crossing above Tepeota Point, two spur-dams were built and 737 feet 
 shore protection. 
 
 at beef slough. 
 
 The operations at this locality in 1878, consisting of five dams and considerable shore 
 protection, resulted in the improvement of the long crossing below Tepeota Point. In 
 1879 and 1880 the project for this locality Avas completed, and it is hoped that the work 
 already done will give a good river from Wabasha to Alma, formerly perhaps the 
 worst piece of river of the Upper Mississippi. The work of 1880 consisted of six dams 
 and 6,100 feet shore protection. 
 
 AT HEAD OF WEST NEWTON ISLAND. 
 
 Pomme de Terre Slough was closed in 1880 near its head, and the island shore pro- 
 tected for a distance of about 1,200 feet. It is expected that the effect of this dam will 
 be the improvement of West Newton Bar, as also of the river from head of West New- 
 ton Island to Mount Vernon, which is sometimes very bad, especially in the vicinity 
 of Minneesha. 
 
 MOUNT VERNON BAR. 
 
 This most troublesome bar was eradicated in 1879 by construction of six dams and 
 250 feet shore protection. This is one of the most successful works now completed. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 19 
 
 ROLLING STONE BARS. 
 
 Work has been carried on at this locality for the last three seasons, and the improve- 
 ment is now nearly completed. In 1878 four dams were built and considerable shore 
 protection ; in 1879 two dams and 1,000 feet shore protection ; in 1880 two dams were 
 raised and one dam built, as also about 700 feet shore protection. 
 
 BETSY SLOUGH BAR. 
 
 This improvement, carried out in 1878 and 1879, has resulted in removing one of the 
 worst bars on the Upper Mississippi River, viz, the crossing at foot of Betsy Slough. 
 
 ABOVE WINONA. 
 
 The project for work at this locality is now nearly completed, and marked improve- 
 ment is shown in the crossing above the bridge. Seven dams and some 3,600 feet of 
 shore protection were built in 1879 and 1880. 
 
 queen's bluff bar. 
 
 This very bad bar was eradicated in 1879 by the construction of two spur dams from 
 the Minnesota shore. 
 
 AT LA CROSSE. 
 
 The work in vicinity of La Crosse, consisting of several closing dams and about a 
 mile of shore protection, was done partly by the Saint Paul Railroad Company, partly 
 under special appropriation, and partly under the appropriation from Saint Paul to 
 Des Moines Rapids, all the work being under the supervision of the government. It 
 has resulted in the* improvement of the river from the head of Minnesota Island to 
 foot of Grand Island below La Crosse. 
 
 AT GUTTENBERG. 
 
 Work on improvement of Guttenberg channel was begun lats in 1880, but cold 
 weather soon put a stop to operations. 
 
 FOOT CASSVILLE SLOUGH. 
 
 The improvement of this very bad bar has been effected by work done in 1879 and 
 1880, consisting of three dams and 1,800 feet of shore protection. A towhead much 
 in the way of rafts, situated about a mile below Glen Haven, was removed. 
 
 DUBUQUE HARBOR. 
 
 A large amount of dredging was done at this point in 1877, 1878, and 1880 on the 
 bar in front of the levee. The lower portion of the bar has been removed and the 
 landings much improved, as well as the ferry crossing. 
 
 BELLKVUE BAR. 
 
 In 1878 the eastern chute was closed, and although the work is not considered com- 
 pleted, the result is very beneficial. 
 
 BOCK ISLAND HARBOR. 
 
 Under special appropriation considerable dredging was done at this point in 1880 
 along the landing, and much benefit was secured. 
 
 HORSE ISLAND. 
 
 Work at this point consisted in the removal of bowlders and patches of ro^k from 
 the channel. This locality is now considered permanently improved. 
 
 MUSCATINE HARBOR. 
 
 Considerable work has been done under special appropriation in dredging at 
 Muscatine. 
 
20 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 KEITIISBURG. 
 
 A large amount of bowlders, clay, and gravel wcro removed by dredge from the long 
 crossing below Keitksburg in 1879 and 1880. 
 
 RUSH CHUTE AND BURLINGTON HARBOR. 
 
 Work has been in progress at this locality for several years, but owing to the smal 
 amount of special appropriations, has not yet been finished. It is hoped in the coming- 
 spring to complete the permanent improvement of Rush Chute. Much good has re- 
 sulted from the dredging along the Burlington City front. 
 
 SIIOKOKON SLOUGH. 
 
 "Work was begun with a view to closing Shokokon Slough, and thus improving the 
 very bad river on the west side, between head and foot of Burlington Island, some 6 
 miles of river. Cold weather interrupted the work, which will be resumed in the spring. 
 
 VICINITY OF DALLAS AND PONTOOSAC. 
 
 Several low dams wore built in 1878, contracting the width of the river. Some 
 dredging was done at head of Dallas Island, and a large quantity of bowlders were re- 
 moved from the Pontoosac crossing. 
 
 NEAR ALEXANDRIA. 
 
 ( ♦ 
 
 Work was begun in 1880 at this locality under special appropriation, for the purpose 
 of improving the famous Warsaw crossing and preserving the harbor of Alexandria. 
 
 One dam was completed and another well under way when lack of funds compelled 
 cessation of operations. 
 
 ABOVE GREGORY'S LANDING. 
 
 Work was begun in 1880 for the improvement of the bad bar above Gregory's Land- 
 ing, but ice on the river put an end to operations after the work was well started. It 
 is hoped to finish the work in the spring of 1881. 
 
 VICINITY OF CANTON. 
 
 Canton and Smoot chutes were closed by dams and 1,000 feet shore protection 
 built in 1879. The result has been to turn the channel over the Missouri shore, much 
 shortening the distance as well as improving the harbor of Canton. Much more work 
 will be needed in the stretch of the main river, extending from head to foot of Canton 
 Chute. 
 
 VICINITY OF QUINCY. 
 
 Under special appropriation, the very bad crossing in front of Quincy was thoroughly 
 improved in 1879 by the construction of a wing-dam from the Missouri shore. Much 
 dredging has been done in Quincy Bay with a view to establishing an ice-harbor. 
 
 HARBOR OF HANNIBAL. 
 
 Under special appropriation, a large amount of dredging has been done in the har- 
 bor of Hannibal, and much good has resulted therefrom. Two dams have been built 
 with a view to keeping the channel on the Missouri shore, and thus prevent the re- 
 filling of the dredged area. 
 
 AT GILBERT'S ISLAND. 
 
 Much work has been done in this vicinity in the past two seasons, and much re- 
 mains to be done in order to effect a permanent and radical improvement. The diffi- 
 culties to be overcome were very great, but it is hoped that the coming season will 
 show good results. Nine dams and 10,800 feet of shore protection have been constructed. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 21 
 
 AT SLIM ISLAND. 
 
 Some 4 miles of very bad river were thoroughly improved in 1879. The works con- 
 sisted of five dams and 4,800 feet of shore protection. This is the most successful work 
 below Des Moines Rapids. 
 
 AT WESTPORT CHUTE. 
 
 Work was begun on this very bad piece of river late in 1880, and was soon inter- 
 rupted by ice. It will be resumed early in the spring. 
 
 Summary, 
 Improvements made to December 1, 1880. 
 
 Locality. 
 
 Pig's Eye Bars 
 
 Newport 
 
 Hastings to Prescott 
 
 Redwing 
 
 Crat's Island 
 
 Beef Slough 
 
 Mount Vernon 
 
 Rolling Stone Bars 
 
 Betsy Slough 
 
 Above Winona 
 
 Queen's Blnfl' 
 
 Vicinity of La Crosse 
 
 G-uttenberg 
 
 Foot Cassville Slough 
 
 Dubuque 
 
 Belle vue Bar 
 
 Pock Island Harbor 
 
 Horse Island 
 
 Muscatine 
 
 Below Keithsburg 
 
 Push Chute and Burlington 
 
 Shokokon Slough 
 
 Dallas and Pontoosac 
 
 Near Alexandria 
 
 Above Gregory's Landing . . 
 
 Vicinity of Canton 
 
 Vicinity of Quincy 
 
 Harbor of Hannibal 
 
 Gilbert's Island 
 
 Westport Chute 
 
 Slim Island 
 
 1874 and 1878 
 
 1878 
 
 1878 and 1879 
 
 1880 
 
 1878, 1879 and 1880 
 1878, 1879 and 1880 
 
 1879 
 
 1878, 1879 and 1880 
 
 1878 and 1879 
 
 1879 and 1880 
 
 1878 
 
 1877, 1878 and 1879 
 
 1880 
 
 1879, 1880 
 
 1877. 1878 and 1879 
 
 1878 
 
 1880 
 
 1878. 1879 and 1880 
 
 1877, 1878 and 1880 
 1879 and 1880 .... 
 1877, 1878 and 1880 
 
 1880 
 
 1879 
 
 1880 
 
 1880 
 
 1879 
 
 1879 and 1880 
 
 1880 
 
 1878, 1879 and 1880 
 
 1880 
 
 1879 
 
 Condition. 
 
 Completed. 
 Do. 
 Do. 
 Do. 
 Do. 
 Do. 
 Do. 
 
 Nearly completed ; good results. 
 Completed. 
 
 Nearly completed ; good results. 
 Completed. 
 
 Finished to foot of Grand Island. 
 Begun. 
 Completed. 
 Good progress made. 
 Do. 
 
 Begun ; good results. 
 Completed. 
 Good progress made. 
 Do. 
 
 Burlington work finished. Push 
 Chute improvement nearly so. 
 Begun. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Begun ; good results. 
 
 Bar improved; good progress on 
 
 ice-harbor. 
 Good progress. 
 Four miles river improved. 
 Begun. 
 
 Four miles river improved. 
 
 LOCALITIES TO BE IMPROVED. 
 
 There follows a list of bars that must be improved to secure from 4 to 4^ feet at low 
 water between Saint Paul and mouth of Illinois River. The bars below enumerated 
 having been improved, there will still remain a large number of bars, which it will 
 be necessary to improve iu order to secure 6 feet, but these latter are not at present 
 taken into consideration. 
 
22 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 List of bars requiring improvement to secure 4 to 4-J- feet at low water between Saint Paul and 
 
 Des Moines Rapids. 
 
 List of bars. 
 
 Condition. 
 
 Frenchman's Bar 
 
 Island No. 2 Bar 
 
 Red Rock Bar (two crossings) 
 
 Below Newport 
 
 Bobinson's Island Bar 
 
 Island No. 10 (above Pine Bend) 
 
 Boulanger's Bar 
 
 Nininger Slough 
 
 Above Nininger 
 
 Foot Nininger Slough 
 
 Foot Prescott Island 
 
 Island No 20 
 
 Diamond Bluff Bar 
 
 Head Lake Pepin 
 
 Below Read's Landing 
 
 Above "Wabasha 
 
 Pine Island Bar 
 
 Above Minneeska 
 
 Island No. 50 
 
 Above Chimney Rock 
 
 Below Chimney Rock 
 
 Weld's Bar 
 
 Argo Island 
 
 Vicinity of Homer 
 
 Above La Moille 
 
 Below Trempeleau 
 
 Opposite Richmond 
 
 Dakota 
 
 Dresbach 
 
 Grand Crossing 
 
 Island No. 110 
 
 Head Coon Slough 
 
 Coon Slough. Bends 
 
 Broad Axe Bend ! 
 
 Head Crooked Slough 
 
 Valley Crossing 
 
 Below McGregor 
 
 Wyalusing 
 
 Vicinity of Clayton (two crossings) 
 Glen Haven Chute 
 
 Very bad. 
 Do. 
 Do. 
 
 Very bad. 
 
 Very bad. 
 Do. 
 Do. 
 Do. 
 
 Very bad. 
 Do. 
 Do. 
 
 Verv bad. 
 
 Very bad 
 Do. 
 
 Very bad. 
 
 Do. 
 
 List of bars. 
 
 Guttenberg Channel 
 
 Hurricane Island 
 
 Below Findley's Landing 
 
 Specht's Ferry 
 
 Parson's Bar 
 
 Above Dubuque 
 
 Nine-Mile Island 
 
 Deadman's Bar 
 
 Mouth of Galena River 
 
 Above Bellevue 
 
 Sand Prairie 
 
 Arnold's Bar 
 
 Keeler's Bar 
 
 Above Savanna 
 
 Below Dark Slough 
 
 Island 281 
 
 Above Lyons 
 
 Wapsie Bar 
 
 Cordova Bar 
 
 Vicinity of Buffalo 
 
 Above Oquawka 
 
 Below Oquawka 
 
 Burlington to Dallas 
 
 Pontoosac 
 
 Appanoose 
 
 Below Fort Madison 
 
 Above Nauvoo 
 
 Above Montrose 
 
 Tolly Island 
 
 Smoot's Bar 
 
 Wyaoonda Bar 
 
 Whitney's Bar 
 
 Armstrong Island 
 
 Mundy's Landing 
 
 Below Louisiana 
 
 Krider's Bend 
 
 Foot Slim Island to Hamburg 
 
 Cap au Gris 
 
 Dardenne Island 
 
 Enterprise Island 
 
 Condition. 
 
 Very bad. 
 Do. 
 Do. 
 
 Very bad. 
 
 Very bad. 
 Do. 
 Do. 
 Do. 
 Do. 
 
 Verv bad. 
 Do. 
 Do. 
 Do. 
 
 Very bad. 
 
 Those marked very bad will be first improved, and as many of them in 1881 as funds 
 will permit. 
 
 As it has been demonstrated by work already done that the Upper Mississippi can 
 be materially improved by the methods now being carried out, and having shown the 
 great amount of work remaining to be done, the follo wing facts are given to show why 
 large annual appropriations are needed for the successful continuance of the work, as- 
 the complete improvement of the river, even with liberal appropriations, must occupy 
 several years, and as cha'nges are continually going on, estimates made long in ad- 
 vance are of but little value, but the closest approximation now possible places the 
 cost at about $10,000 per mile, or $6,500,000 for the entire length of river from Saint 
 Paul to the mouth of the Illinois River (Rock Island and Des Moines rapids excepted), 
 provided annual appropriations are large enough to do the work systematically and 
 economically; with limited appropriations the cost will be materially increased. The 
 total amount given is for a length of 650 miles of river, in which are included many 
 long stretches now good and which may not require improvement for many years to 
 come. 
 
 The total figure, though large, is small as compared with the interests involved, as 
 it is an estimate for providing a transportation route of unlimited capacity. 
 
 An appropriation of $500,000 is asked by the Engineer Department for the Missis- 
 sippi River from Saint Paul to Des Moines Rapids, and the same amount for the river 
 from Des Moines Rapids to the mouth of the Illinois, or $1,000,000 for carrying on the 
 improvement of over 650 miles of river, for the fiscal year ending June 30, 1882. Under 
 large appropriations work can be done much more economically and to better advan- 
 tage, contractors and the government being able to put into the field sufficient plant 
 in the way of steamboats, barges, &c, which could not be done in case of small works ; 
 under small appropriations, allotments must be made for many bars, with probably in- 
 sufficient money to complete the improvements at any of them, whereas with large ap- 
 propriations sufficient sums can be allotted to each locality to finish the work at that 
 point. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 23 
 
 The improvement of a single bar, or of a few bars, only benefits navigation to an 
 inconsiderable extent, but by attaching and improving simultaneously all the bars of 
 a certain degree of " badness," the river may be improved to a limited extent all along 
 the line. After the first series of works are completed, boats loading deeper will 
 meet with another set of bars not quite so bad as the former, and these can be im- 
 proved the next season. Tims, in each year the full benefit of all improvements will 
 be derived, and so on until the entire improvement is completed. When a work is 
 begun it should be completed at ouce, as otherwise the result of work already 
 done may be lost, owing to frequent changes on the river. As long as the entire river 
 is not put under control, changes will continually go on, and for this reason it is un- 
 wise and inexpedient to present long in advance definite plans and estimates, but 
 while the proper system is being followed such plans are unnecessary. It is consid- 
 ered, therefore, better to ask for one appropriation for a given length of river, than to 
 ask specific sums for individual localities, as the river may so change, in the time be- 
 tween the estimate and the receipt of the appropriation, as to make the bars appro- 
 priated for good for the time being, and others, not before so prominent, the worst 
 of all. 
 
 The amount asked for may appear large, but it must be remembered that it is the 
 aggregate estimate for a large number of separate works. If appropriations were 
 asked for each locality sei>arately, as can ordinarily be done, the individual sums 
 would appear small. 
 
 With an appropriation of $500,000 for the river from Saint Paul to Des Moines 
 Rapids, work can be done in a single year which will render the river as good from 
 Saint Paul to La Crosse as it is now from La Crosse to Des Moines Rapids, and also 
 greatly improve the river from La Crosse down, and the expensive transfer of freight 
 and passengers now made in low-water periods at La Crosse or Winona can be done 
 away with. In regard to the section of river between Des Moines Rapids and the 
 mouth of the Illinois, the points of obstruction are comparatively few, but generally 
 each embraces a long stretch of river and they are thus very expensive to improve. 
 It is, then, important that the appropriation be large enough to admit the allotment of 
 a sufficient sum to each selected locality to complete the improvements at that 
 locality. 
 
 But perhaps the most cogent reason of all in favor of a large appropriation is, that 
 by carrying on the work already commenced, as speedily as possible, the benefits to 
 be derived from improvements may be secured at once. 
 
 APPENDIX D. 
 
 circular letter of capt. a. mackenzie, corps of engineers. 
 
 United States Engineer Office, 
 
 Rock Island, III., December — , 1880. 
 
 M : 
 
 It is desirable in connection with a continuance of the improvements of the Upper 
 Mississippi to know to what extent work already done has benefited commerce. 
 
 I should be glad to have your opinion as to whether the work heretofore done has 
 benefited the class of navigation in which you are interested, and what additional 
 work or modifications of plans are needed to make the improvement complete and 
 navigation safe. 
 
 Very respectfully, your obedient servant, 
 
 A. MACKENZIE, 
 
 Captain of Engineers. 
 
 MESSRS. W. J. YOUNG & COMPANY. 
 
 Office of W. J. Young & Co., 
 Steam Gang-Saw Mim.s; 
 Clinton, Iowa, December 4, 1880. 
 Dear Sir : Your favor of present month, December, 1880, at hand. In reply will 
 say we think a large amount of good has been done to navigation of the Mississippi 
 River by your commission, and yet we think that you have only demonstrated in a 
 miniature way the great possibilities of making the Mississippi River one of the best 
 navigable rivers in the world, and it should not be neglected any longer; the United 
 States is able, and we believe the people of the United States are willing, to make 
 liberal appropriations to carry forward this great national work, and we trust that 
 
24 
 
 REPORT OY MISSISSIPPI RIVER COMMISSION. 
 
 the importance of the work will l>e truly and faithfully presented to the present Con- 
 gress, and that liberal appropriations will be made. 
 
 We would most respectfully call your attention to another matter of much needed 
 improvements in river, namely, guard-booms or piling properly located at each bridge 
 so as to insure more safety to passages of boats and rafts. It is not an uncommon 
 occurrence for our boats as well as passenger-boats to be detained a whole day and 
 night on account of danger of getting through when there is a stiff breeze blowing; 
 we think that every bridge that our boats pass through with rafts costs us not less 
 that $25 more than it would if there was no bridge there. Now let us count from 
 Beef Slough to Clinton, La Crosse, Dubuque, and Sabula, three bridges, makes $75; 
 and seventy to eighty rafts. It will be safe to say we will average eighty rafts per 
 year, and with present mode of passage through bridges it will cost us $6,000 per nav- 
 igable season. Will you please call Mr. Weyerhauser's attention to this, and see 
 how near he agrees with this statement, and we do wish you would call attention of 
 all navigators of Mississippi River between Saint Louis and Saint Paul to this matter 
 of so great importance. Pardon this long letter, hastily written, about these matters 
 of much importance. 
 
 Verv truly, vours, 
 
 W. J. YOUNG & CO. 
 
 A. Mackenzie, 
 
 Captain of Engineers, U. S. A. 
 
 LETTER OF MR. P. S. DAVIDSON. 
 
 La Crosse, December 6, 1880. 
 
 Dear Sir : I think the improvements done along at different points on the upper 
 river have been the means of" making a good channel where the channel was bad. 
 I think the work has done all that could be expected of it. 
 
 Work of a similar kind is needed at the following points: Between Wabasha and 
 Reeds, at West Newton, Homer, Dresbach, Coon Slough, and Bad Axe. If those 
 places were fixed I think we would have a pretty good channel in this part of the 
 river. 
 
 Yours, truly, 
 
 P. S. DAVIDSON. 
 
 Capt. A. Mackenzie. 
 
 LETTER OF THE DANIEL SHAW LUMBER COMPANY. 
 
 Eau Claire, Wis., December 6, 1880. 
 Dear Sir : I inclose a letter from Capt. A. Mackenzie, of the United States En- 
 gineer service at Rock Island, 111., which explains itself. 
 
 I have written him regarding the Chippewa River improvement, and said I would 
 request you to call a meeting of steamboat men at your place and Read's Landing, 
 and ask you to forward to him a copy of any resolutions you might pass. 
 Yours, very truly, 
 
 The Daniel Shaw Lumber Company, 
 EUGENE SHAW, General Manager. 
 
 Capt. Jos. Buisson, 
 
 Jl'abasha, Minn. 
 
 resolutions, etc., adopted by meeting of masters and pilots. 
 
 Read's Landing, Minn., December 11, 1880. 
 
 Dear Sir : In accordance with the above request, at a meeting of the undersigned 
 masters and pilots of steam-vessels engaged in towing logs and lumber on the Upper 
 Mississippi, between Saint Paul and Saint Louis, held at Read's Landing, Minn., De- 
 cember 11, 1880, Capt. Daniel Davidson was appointed chairman and Capt. J. M. 
 Turner, secretary. 
 
 The following preamble and resolutions were adopted : 
 
 Whereas the United States Government for several years past have been putting in 
 jetty dams and riprapping the shores in divers places on the Mississippi River, be- 
 tween Saint Paul and Saint Louis, for the purpose of deepening the channel of said 
 river in the interests of commerce : 
 
 Resolved, That in our opinion said dams, and the location of the same, are of great 
 benefit lo the navigation of the Upper Mississippi River and to the lumbering interests 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 25 
 
 generally, and more especially the dams placed in the mouth of the Chippewa River, and 
 a few miles in and above the mouth of said river, at a place known as Flower Pot, and 
 also the several dams placed in the Mississippi River at divers places between Wabasha, 
 Minn., and Alma, Wis. 
 
 Besolved, That at the present time the most serious and dangerous obstacles to the 
 navigation of rafts of logs and lumber, towed by boats on the Mississippi River, are 
 the railroad bridges and their approaches, and we believe the following improvements 
 would materially obviate the dangers of this class of navigation, and we earnestly 
 recommend them to your favorable consideration : 
 
 1st. At Winona Bridge, by a continuation of piling and planking the same as above 
 the La Crosse Bridge, to the upper end of Elevator, above said Winona Bridge, on the 
 west side of the riyer. 
 
 2d. The piling below the La Crosse Bridge, on the Minnesota shore, including a 
 building placed on said piling, is a greater obstruction to the navigation of rafts than 
 the entire bridge, and should be removed. 
 
 3d. A pier placed at or near the head of the island, above Clinton Bridge, with a 
 strong boom fastened to said pier, said boom to continue down river to the lower end 
 of stone pier of bridge next to the island. The object of this pier and boom is to sheer 
 rafts off from said bridge pier. Said pier in its present situation is extremely difficult 
 to avoid, and annually does more damage to this class of navigation than it would cost 
 to construct said pier and boom. 
 
 4th. A boom fastened to trees on the east shore near said Clinton Bridge, extending 
 from stone pier of said bridge next to shore up river a distance of 1,500 or 2,000 feet. 
 The object of this boom is to keep rafts from running over the bank in a high stage of 
 water, and to sheer rafts off from said bridge pier. 
 
 5th. We recommend the same as above, a pier and boom at the Burlington Bridge, 
 to sheer rafts off of the bridge pier on the west bank of the river, which is as danger- 
 ous a place to navigate rafts as at Clinton Bridge. 
 
 6th. We recommend piling and planking for a short distance above the abutment 
 approaching the Keokuk Bridge on the west side of the river. This is not only very 
 dangerous for rafts in passing said abutment, but also for boats and barges. 
 
 7th. We recommend that before commencing any of the above improvements, that 
 the United States Engineer service engage the services of two practical and compe- 
 tent raft pilots to point out the above places and give their opinions and advice as to 
 the location and kind of improvements necessary to make this class of navigation less 
 dangerous than at present. 
 
 Besolved, That as this class of commerce and this class of navigation, viz, boats 
 towing logs and lumber, is largely in excess of all other kinds of commerce and all 
 other kinds of navigation on the Upper Mississippi River, we deem it the duty of our 
 government to make the above much-needed improvements without delay, especially 
 when the cost of making such improvements will scarcely exceed the damage done to 
 rafts of logs and lumber, boats and barges, during the navigation of one single year. 
 
 Signed by — 
 
 DANIEL DAVIDSON. 
 J. M. TURNER. 
 HUGH DOUGLAS, 
 
 Master Steamer Clyde. 
 E. C. BILL, 
 
 Master Steamer Buckeye. 
 JOHN S. WALKER, 
 Master Steamer Silver Wright. 
 S. B. WITHROW, 
 
 Master Steamer. 
 WILLIAM YOUNG, 
 JOHN BUISSON. 
 JOHN YOUNG. 
 WILLIAM DOBLER, 
 HENRY YORK. 
 HENRY BUISSON. 
 CYP. BUISSON. 
 
 A. Mackenzie, 
 
 Captain of Engineers. 
 
 LETTER OF MR. SAMUEL VAN SANT. 
 
 Davenport, Iowa, December 7, 1880. 
 Dear Sir : Yours received. The work already done has greatly improved the river. 
 This year we have had but very little trouble in upper end where we are always 
 forced to split and run our rafts in two pieces during the low stage of water. It would 
 
26 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 have "been much, more difficult and expensive had it not heen for stopping up the 
 sloughs, building wing-dams, riprappiug the shores, &c. What is known as the 
 Beef Slough River has always been our greatest dread, and still is to a certain extent, 
 but it has been vastly improved, and no doubt with another year it will be a terror no 
 longer. Betsy Slough, so long a sure " sticking place," is as good as any part of the 
 river. So is the river just above Winona. This season no trouble there. Last season, 
 before improvement, as many as eight or ten boats have been there at one time, 
 either in trouble or waiting for others to get out. Cassville Slough has been made 
 much better also, and with the work already done and the removal of the little 
 island toward upper end, we will be able to run our rafts through said slough without 
 splitting. In fact our steamer, Silver Wave, on her last trip "with a very large raft 
 (15 strings) ran through whole without any trouble. We run very little below Rock 
 Island, but no doubt the work below has been just as effective. I think' I express the 
 universal sentiment of all steainboatmen when I say that I hope the government will 
 continue the good work until the grand old river will be one of the best navigable 
 streams in the world. The government has done much and can do more. We earnestly 
 hope it will do it. 
 
 We meet with more or less detention at all the bridges. If there could be heavy 
 booms leading from above down to the piers between which we usually run it would 
 greatly facilitate matters. Then if the draw-span to each bridge through which we 
 usually run was piled and planked similar to the La Crosse Bridge, it would be a great 
 benefit. La Crosse Bridge gives very little trouble, day or night, with a raft or barges 
 in tow. Clinton Bridge, owing to the narrow spans aud very narrow draw, is by far 
 the worst bridge we have. In high-water we run down Illinois shore and have to split. 
 We could be greatly benefited by a stiff boom from shore abutment, running up 
 river 100 feet ; and even less might do. Excuse long letter. 
 Very respect full v. yours, 
 
 SAM. VAN SANT. 
 
 Capt. A. Mackenzie, 
 
 United states Engineers. 
 
 LETTER OF MESSRS. INGRAM, KENNEDY A CO. 
 
 Office of Ingram, Kennedy & Co., 
 Dealers in Lumber, Lath, and Shingles, 
 
 Ean Claire, Wis., December 7, 1880. 
 Dear Sir: Your communication of December, making inquiries in regard to the 
 work done for the improvement of navigation on the Upper Mississippi River, is at 
 hand and noted, and will say in reply that the work thus far done has been of very 
 great advantage to the navigation of boats and rafts, and the same is true in regard 
 to the work done in the Chippewa River. Had it not been for the work done by the 
 government at the mouth of the Chippewa, we could not have run our rafts or boat 
 during the low water of the past season, and think the plan you are working is the 
 right one to secure the best results. If the bridges or the spans run by rafts were 
 protected by a strong timber boom supported by piers, so that a raft or barge could be 
 dropped against it and drop through, it would be of very great advantage ; in fact, 
 safe for that class of navigation. 
 Respect t*u L Ly, you rs, 
 
 INGRAM, KENNEDY & CO. 
 
 A. Mackenzie, 
 
 Captain of Engineers. 
 
 LETTER OF MR. HUGH DOUGLAS. 
 
 Wabasha, Minn., December 7, 1880. 
 Dear Sir : In regard to the improvements on the Upper Mississippi by the govern- 
 ment, at all the points as far as my knowledge goes have been of great service, and 
 with a little addition to what has been done the navigation will be good in the lowest 
 stage of water. 
 
 Yours, with much respect, 
 
 HUGH DOUGLAS. 
 
 A. Mackenzie, 
 
 Captain of Engineers. 
 
KEPORT OTF MISSISSIPPI RIVER COMMISSION. 
 
 27 
 
 LETTER OF MR. A. REILING. 
 
 Bellevue, Iowa, December 8, 1880. 
 
 My Dear Sir : Yours of the 3d instant at hand, and as to my opinion of the work 
 already done on the Upper Mississippi and the benefit derived thereof, would be hard 
 to estimate and to do it j ustice. 
 
 When I look back to former years when I used to lay at Tepeola for three days and 
 no boat could pass up or down until they were removed, and also at Mount Vernon, 
 Rolling Stone, Betsy Slough, and Bellevue Bar, and the latter especially when there 
 were nine boats lying at one time, and had the appearance of the levee at Saint 
 Louis. But since your improved (dam) there has been comparatively no trouble, only 
 that the dam may have a tendency to change the channel below, as it did at Wabasha, 
 for if you will remember, for two years it was almost impossible for rafts to get by, but 
 this summer there was no trouble, but it left the sand below it, and it will take some 
 time to cut out a channel, and by pursuing the course already commenced, to wit, 
 confining the water to one channel as near as nature has intended, is the only way it 
 can be accomplished. 
 
 You are aware the lumber interest exceeds that of any other branch, and should be 
 protected. You are fully aware that there are a great many bridges, and a great many 
 disasters occur, and especially to raft boats. These bridges should be compelled to 
 pile or to boom, the same as you have at Rock Island and La Crosse ; the latter at one 
 time was one of the hardest bridges to go through, and now the easiest in consequence 
 of the piling. 
 
 Any further information I may be able to give you, or any suggestion 1 may be able 
 to make, I will only be happy to do so. 
 Yours, very respectfully, 
 
 A. REILING. 
 
 P. S. — Being called away from home was the cause of my not making bids on con- 
 tracts. 
 
 R, 
 
 Capt. A. Mackenzie. 
 
 LETTER OF MESSRS. DIMOCK, GOULD & CO. 
 
 Office of Dimock, Gould & Co., 
 i Manufacturers Woodenware, Lumber, &c, 
 
 Moline, III, December 8, 1880. 
 
 Dear Sir: Referring to yours of the 3d instant, we wish to say that we have de- 
 layed replying until we could confer with the cax>taiu of our steamboat, who was ab- 
 « sent at the date of receipt of your letter. 
 
 We are now pleased to say that he informs us that the improvements which have 
 been made by the government under the supervision of the Engineer Corps of the 
 United States, upon the Upper Mississippi River, have been of very great advantage to 
 its navigation, and we hope that further appropriations commensurate with the magni- 
 tude of commerce upon the stream will be liberally made for a continuance of improve- 
 ments in the same direction. 
 Respectfully, 
 
 DIMOCK, GOULD & CO. 
 
 Capt. A. Mackenzie. 
 
 LETTER OF MR. J. C. FOLLMER. 
 
 North La Crosse, December 14, 1880. 
 
 Sir: I received a communication from you requesting my opinion of the work al- 
 ready completed on the Upper Mississippi River. 
 
 Whether my opinion be worth anything or not, I will briefly state what I know 
 from actual observation. No pilot will deny but what the dams at Wabasha, Mount 
 Vernon, Betsy Slough, Black River, Cassville Slough, Bellevue Bar, and in fact all of 
 them that have had any time to operate have* improved the channel from 50 to 100 per 
 cent. 
 
 At the foot of Beef Slough, in my opinion, there will be good water next season. 
 We could not expect much benefit from it the past season, as there was a large amount 
 of sand to be moved. 
 
 I can conceive of no better plan for improving the channel than the one already 
 adopted. 
 
'28 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 As to what further improvement is necessary, I will say there are several places that 
 could he made better for rafting; for instance, at the head of Richmond Slough there 
 are three channels, none of which are very good. Dresbach is another. This was 
 about as shoal a place as we had below the foot of Lake Pepin. The water could be 
 contined in one or the other of the channels and have good water at all times. If in 
 such places the water was confined to one channel there would be no trouble. Below 
 the mouth of Fever River is a similar place. Foot of Muscatine Prairie and Skunk 
 River Flats, by your place, could be greatly improved. 
 
 Not wishing to weary your patience, I am, respectfully, yours, 
 
 J. C. FOLLMER. 
 
 Tapt. A. Mackenzie. 
 
 LETTER OF MKSSUS. WEYERHAUSER & DENKMANN. 
 
 Sir : In compliance with the request contained in your recent circular letter, we*beg 
 leave to make the following statement of the benefits growing out of the work al- 
 ready done on the Mississippi River to our class of navigation . 
 
 Our pilots mention the improvement at the mouth of Beef Slough, although only 
 partially completed, as being very important, and express the hope that it will be 
 completed at an early date. 
 
 The dams at Mount Vernon, at head of Rolling Stone, at Horse Shoe, and from 
 the Wisconsin shore opjiosite Horse Shoe Bend, have improved the channel consider- 
 ably. If the first three dams should be raised, a further improvement would follow. 
 
 A considerable benefit is derived from riprapping the bend above Fountain City. 
 This might be extended advantageously. 
 
 The improvement at Betsy Slough, including riprapping of the bend, those at 
 Winona Bridge, at Hammond Chute, including riprapping bend on Wisconsin shore, 
 are very valuable. 
 
 The dams across the heads of sloughs in the vicinity of La Crosse very materially 
 deepen the channel. The height of some of them should be raised. Our pilots are 
 agreed that the improvements at the foot of Cassville Slough have effected a great 
 saving for them of time and money, and would respectfully suggest that the bend be 
 still further riprapped. The improvements at Bel lev ue are beneficial, but should be 
 greatly extended. The dam across the slough opposite Bellevue should be raised. 
 
 And further, we beg leave to call your attention to the following much-needed im- 
 provements, viz : The piling at Winoua should be extended farther up the river and 
 planked, as at La Crosse. At the Sabula Bridge piling should be put in from the 
 shore pier to the pork-house, and planked. At the Cliuton Bridge piling should be 
 put in from the second pier east of the draw to the head of the islands. If with this 
 piling sheer-booms, as at the Rock Island Bridge, should be hung, the undersigned feel 
 assured in saying that the handling of rafts at the bridges would be much cheap- 
 ened, and conducted with comparative safety. 
 
 We would further suggest that buoys be placed in the Rock Island Rapids to indi- 
 cate the raft channel to raft r>ilots. 
 Very respectfullv, 
 
 WEYERIIAUSER & DENKMANN. 
 
 A. Mackenzie, 
 
 Captain of Engineers. 
 
 LETTER <>F MESSRS. DUNAXT, WHEELER & COMPANY. 
 
 Tow-boat Line, Dunant, Wheeler & Co., 
 
 Stillwater, Minn., , 1880. 
 
 Dear Sir : Your letter of a late date is received, and in answer to your inquiry of 
 " What is your opinion as to whether the work heretofore done has benefited the class 
 of navigation in which you are interested V we answer very unhesitatingly that it 
 has. Our boats, of which we have five, all engaged in rafting, ran all last season ; 
 the water at no time getting so low in the channel as to cause any material trouble, 
 which we are well satisfied would not have been the case had it not been for the im- 
 provements made by the government. We have no suggestions to make. The system 
 is good, and we think the parties in charge are thoroughly conversant with what is 
 needed. 
 
 We would like to make a few suggestions in regard to some of the bridges, if it 
 comes within your suggestion. 
 
 First, the Winona Bridge. If the {filing could be extended along the west shore from 
 the railroad depot to the old elevator, and planked, making a smooth surface from the 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 29 
 
 elevator to head of west draw pier ; and at Clinton Bridge ; a sheer-boom from head 
 of Rock Island to second pier east of draw pier. The distance is something like 
 500 feet. This is one of the most difficult bridges to run with a raft in high water, on 
 account of cross-currents and narrowness of spans. During the extreme high water 
 of the past season scarcely a raft passed the bridge without damage, which we think 
 could be entirely obviated by a sheer-boom. There are other bridges which we would 
 like to see improved, but these we have mentioned seem to us to be of most import- 
 ance. 
 
 Yours, respectfullv, 
 
 DUN ANT, WHEELER & CO. 
 
 Capt. A. Mackenzie. 
 
 letter of messrs. mdoxald brothers. 
 
 McDonald Bro., Tow-boat Line, 
 Dealers in Logs, Lumber, Coal, Cordage, and Boat Supplies, 
 
 La Crosse, Wis., December 16, 1880. 
 Dear Sir : We regret that the absence of the writer has so long delayed this com- 
 munication. We beg leave to state that the work so far done under your direction 
 and under the direction of your predecessors has been of very great advantage to us 
 in our business of towing rafts of logs and lumber. 
 
 Our opinion is, that the general system under which you are working is the best at 
 present known. There is, of course, a great deal more to be done. You have dem- 
 onstrated in your system of dams, which narrow and define the channel during alow 
 stage of water, the absolute certainty of obtaining the requisite depth for profitably 
 navigating the river. 
 
 We do not feel warranted in suggesting any modification of your present plans, as 
 we feel fully assured that you, and all in your department, feel an absorbing interest 
 in making your work successful; and if any modifications should be needed, they will 
 more readily occur to you, as you are perpetually noting the effect of your various 
 works, than to us, who merely know that we are receiving very great benefit from 
 what you have already done. 
 Yours, truly, 
 
 • Mcdonald bros. 
 
 Capt. A. Mackenzie, 
 
 Corps of Engineers. 
 
 LETTER OF MESSRS. C. LAMB & SON. 
 
 C. Lamb & Son, 
 Manufacturers of Lumber and Shingles, 
 
 Clinton, Iowa, December 16, 1880. 
 Dear Sir : We own yours in regard to improvements on the U] i er Mississippi River. 
 We should say that what has been done has been a great benefit to commerce. We 
 are sure at points it has assisted us qu^fce largely in getting our rafts down, and cer- 
 tainly, if the work is continued, it must assist navigation largely. Just what addi- 
 tional work should be done we are not engineers enough to recommend. Think some 
 arrangement of booms at the several bridges above here would assist largely in passing 
 the bridges in night-time and stormy weather, and with more safety. 
 Yours, truly, 
 
 C. LAMB & SON. 
 
 A. Mackenzie, 
 
 Captain of Engineers. 
 
 ■ APPENDIX E. 
 
 REPORT OF COMMITTEE ON LEVEES AND OUTLETS. 
 
 New Orleans, November, 1880. 
 Sir: The Committee on Levees and Outlets report as follows: 
 
 For many years after the early settlement of the alluvial lands of the Mississippi 
 River, the banks were of quite' different character from that now prevailing. It is 
 established that the concave bends, which are now protected by immense levees, with 
 occasional heights of from 15 to 18 feet, then conformed, in profile, nearly to flood 
 
30 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 height. In these bends were frequent and well-defined outlets, discharging; at high- 
 water. Travel along the bank in flood time was impeded by them. At least twenty 
 or thirty of them were found on the west bank, from Plaqueniine to Red River, some 
 50 or 60 feet wide. 
 
 The unobstructed efforts of nature in bank construction still tend to produce similar 
 results. All old rivers or cut-off lakes have high banks, intersected by sloughs. The 
 concave bank of Lake Concordia, examined by this commission last year, is a case in 
 point — the grade being A r ery high throughout, and in places above any known high- 
 water, while six or eight outlets communicate through it with the adjacent swamp. 
 A profile thereof accompanies this report. 
 
 All delta extension is made in this way, the banks being built up to high- water and 
 pierced by outlets. Crevasses are naturally closed by a general fill on the banks, 
 except where a few well-defined sloughs maintain themselves for a long time, subdi- 
 viding in the rear, delta-like, into smaller channels. The old plank road at Ashton is 
 as free from deposit to-day as when first built, with fills on both sides from 5 to 8 feet 
 high. • 
 
 Outlets are of two distinct origins: First, old passes, in different stages of extinc- 
 tion, such as Pass Manchac aud Bayou Lafourche. These are not found above the 
 first tributary or bluff. The second class of outlets — overflow coulees — such as Bayou 
 Plaquemine and Bayou Saint James, Missouri, is found wherever there are lateral 
 swamp drains. The flow of these may be in either direction, as the head is in the 
 river or swamp. The origin of the Atchafalaya is in doubt. It may belong to either 
 class of outlet, while it is highly probable that it is the dissevered trunk of Black 
 River. 
 
 Every outlet of the Mississippi, above the Forts, except the Atchafalaya and the 
 Lafourche, has been closed ; and they all so remain, excepting those in the abandoned 
 line of levees on the right bank, above Cypress Creek. 
 
 The changes in the river bank, from the condition described, consist of the in- 
 crease of caving, the widening of the bed, the moving back of concave shores to where 
 the deposit has been small, and the arrest of the bank-building process by the exclu- 
 sion of sediment-charged flood waters by levees. 
 
 A comparison of the widths of the river from the point below Doualdsonville to New 
 Orleans, as shown by the Delta Survey iu 1851, and by the United States Coast 
 and Geodetic Survey in 1875-76-77, is herewith submitted. This comparison is made 
 at points which can be clearly identified on both charts. 
 
 Comparison of widths ( from Delta Survey in 1851 and United States Coast and Geodetic 
 Survey in 1875-76-77) from Company Canal to Point Ho uma. 
 
 1. Above Canal 
 
 2. *Carrollton avenue 
 
 3. *Nine-mile Point 
 
 4. Kennedy Sugar-house .. . 
 
 5. Jefferson Road 
 
 6. Osgood's Sugar-house... 
 
 7. *Cavaillon's Road 
 
 8. Dussuan, lower line 
 
 9. Dussuan, upper line 
 
 10. *Salient Rose Levee 
 
 11. Labranche Sugar-house. 
 
 12. Soniat Sugar-house 
 
 13. Red Church 
 
 14. Ormond Road 
 
 15. Above, narrowest 
 
 16. * Above, widest 
 
 17. Wid. Labranche Road .. 
 
 18. Roseland Road 
 
 19 k Gipsy, lower line 
 
 20. *Levee Salient, on right 
 
 21. *Levee Salient, on left.. 
 
 22. California 
 
 23. Bonnet Carre Church... 
 
 24. Camelia, upper line 
 
 25. * Watson's, lower line... 
 
 26. Watson's, Levee Salient . 
 
 27. * Watson's, upper line . . . 
 
 28. Sheppard's, upper line... 
 
 29. Vacherie Road 
 
 2, 606 2, 550 
 
 2, 460 2, 300 
 
 2, 100 2, 100 
 
 2, 700 2, 875 
 
 1,940 2,111 
 
 1,986 2,100 
 
 1,720 1,920 
 
 2, 100 2, 200 
 
 2, 075 2, 275 
 
 2, 125 2, 165 
 
 1,965 2,000 
 
 2, 200 2, 225 
 
 2, 375 2, 540 
 
 2, 250 2, 360 
 
 2, 100 2, 050 
 
 3, 200 3, 525 
 
 3, 300 2, 366 
 
 2, 170 2, 140 
 
 2, 200 2, 225 
 
 3, 020 3, 285 
 
 2, 750 2, 800 
 
 1,700 1,800 
 
 1,970 2,060 
 
 2, 250 2, 200 
 
 2, 225 2, 150 
 
 1,965 1,965 
 
 2, 665 2, 525 
 
 2, 100 2, 325 
 
 1,975 1,830 
 
 —116 
 —160 
 
 +175 
 +171 
 +114 
 +200 
 +100 
 +200 
 + 40 
 + 35 
 -|- 25 
 +165 
 +110 
 
 — 50 
 
 +325 
 + 66 
 
 — 30 
 
 + 25 
 +265 
 + 50 
 +100 
 + 90 
 
 — 50 
 
 — 75 
 
 —140 
 
 +-225 
 
 —145 
 
 * Indicates batture or accretion. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 31 
 
 30. *Talcour Aime Salient 
 
 31. Roman. 
 
 32. *Theriot, upper line 
 
 33. Convent 
 
 34. Saint Cecile 
 
 35. Colomb, lower line 
 
 36. Rapidan 
 
 37. Winchester, upper line 
 
 38. Midway between 37 and 39 
 
 39. Cofield's, lower line 
 
 40. Point Houma 
 
 2,690 
 2, 666 
 2, 333 
 2,340 
 2,486 
 1,770 
 1,833 
 2, 250 
 1,999 
 2, 000 
 2,138 
 
 2,505 —185 
 2, 616 — 50 
 
 2, 666 +333 
 2,400 + 60 
 
 2, 486 
 
 2, 000 +230 
 
 1 , 999 +166 
 
 2,333 + 83 
 
 2,083 + 84 
 
 2, 100 +100 
 
 2,222 + 84 
 
 89, 757 
 
 92,337-1,001+3,621 
 89,757 1,001 
 
 2, 620 2, 620 
 
 Average width in 1851 
 
 Average increase of width, 0.0292 per cent 
 
 2, 244. 
 65.5 
 
 Average width in 1875-76-77 
 
 2, 309.5 
 
 The average of forty measurements gives an increase of 65.5 feet, or 0.029 per cent. 
 
 As the Delta Survey was made at a higher stage than the Coast Survey, and the 
 measurements were made between water lines, the result does not fairly represent the 
 increase of width. Wherever battures are forming, the difference would be consid- 
 erable. No exact means were available for continuing this comparison higher up the 
 river. 
 
 It is evident that the widening of the river does not measure the recession of the 
 concave banks, but only the surplus of erosion over accretion. The examination of 
 widths showed that where the river had widened tens, it had moved bodily, hundreds 
 
 There is no evidence of any progressive increase of flood heights, as the result of 
 the building of levees. Any such tendency has probably been met by the widening 
 and deepening of the bed. There is, however, reason to believe that the reduction of 
 the elevation of the banks now makes artificial restraint of the flood waters neces- 
 sary, and that the abandonment of levees and reopening of outlets would be to destroy 
 navigation and promote destructive floods, particularly in localities where a 50-foot 
 rise, restrained by a 12-foot levee, leaves a 6-foot low-water channel. 
 
 The construction of levees on the Mississippi River was commenced at New Orleans 
 in 1720. Their extension was encouraged, and even enforced, under French rule, aad, 
 at the time of the cession to Spain, 1763, they extended continuously, on both banks, 
 20 miles below and 30 miles above the city, besides isolated settlements at Pointe 
 Coupee, Manchac, Lafourche, and elsewhere. Little progress was made by the Span- 
 iards, but, "by 1828, levees were continuous from New Orleans nearly to Red River 
 Lauding, except above Baton Rouge, on the left bank, where the bluffs rendered 
 them unnecessary. Above Red River they were in a very disconnected and unfin- 
 ished state, on the right bank, as far as Napoleon. 
 
 "In 1844, the levees had been made nearly continuous from New Orleans to Napo- 
 leon, on the right bank, and many isolated levees existed along the lower part of the 
 Yazoo front. Above Napoleon few or none had been attempted." 
 
 The act of September 28, 1850, granting swamp lands to the States, for drainage 
 and reclamation purposes, gave great impetus to levee building ; so that, by 1858, it 
 reached its greatest extension. In that year levees were complete from Commerce to 
 the Saint Francis, excepting about 25 miles; and, also, from the Saint Francis to Cy- 
 press Creek, excepting about 57 miles. Thence down, they were continuous on the 
 right bank. The 57 miles unbuilt was in a stretch of river to be discussed hereafter, 
 and included the mouths of the White and Arkansas rivers. 
 
 On the left bauk the system was complete. The levees not only restrained floods, 
 but closed outlets through which the river discharged into swamps, at mid and lower 
 stages. 
 
 The damage by the flood of 1858 is given hereafter. From Commerce to the Lou- 
 isiana line it has not been repaired, except to a limited extent, by private parties, 
 mainly below Cypress Creek. 
 
 The present condition of the levees is tabulated as follows : 
 
 of feet. 
 
 * Indicates batture or accretion. 
 
32 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 LIST OF LEVEES. 
 
 Location. 
 
 Miles built. 
 
 Forts to New Orleans 
 
 New Orleans to Baton Rouge 
 
 Eaton Rouge to Red River 
 
 Red River to Glasscock's 
 
 Glasscock's to Sargent's Point 
 
 Sargent's Point to Delta 
 
 Delta to lower end of Mississippi levees 
 
 To Arkansas line 
 
 Arkansas line to head of Lower Missis 
 sippi district. 
 
 Between Mississippi districts 
 
 Upper Mississippi district 
 
 Norfolk to Cairo 
 
 Cairo to Cape Girardeau 
 
 
 M 
 
 M 
 
 a 
 
 o 
 o 
 
 ban 
 
 a 
 
 M 
 
 JS 
 
 &JD 
 
 iftb 
 
 R 
 
 
 
 70 
 IV 
 
 ' 70 
 
 70 
 
 132 
 
 132 
 
 132 
 
 73 
 
 73 
 
 0 
 
 45 
 
 0 
 
 0 
 
 113 
 
 113 
 
 0 
 
 18 
 
 0 
 
 0 
 
 33 
 
 33 
 
 0 
 
 51 
 
 48 
 
 51 
 
 175 
 
 
 175 
 
 10 
 
 
 0 
 
 94 
 
 
 94 
 
 271 
 
 
 
 0 
 
 50 
 
 
 0 
 
 1,135 
 
 469 
 
 522 
 
 Remarks. 
 
 Hills on left bank. 
 Hills on left bank. 
 
 Overflow on right bank redischarged by 
 
 Red River. 
 Hills on left bank. 
 Hills on left bank. 
 
 Overflow on right bank checked by 
 
 Walnut. Bayou. 
 Drain of Yazoo Bottom. 
 
 Breaks unknown on right bank. 
 
 Do. 
 Do. 
 
 B; eaks unknown on right bank. 
 
 Hills on left bank. 
 
 Hills on left bank. 
 
 Breaks unknown on right bank. 
 
 Right hank : 
 
 Miles of levee built 469 
 
 Miles of levee nnhnilt 66 
 
 Miles of levee unknown condition 600 
 
 — 1, 135. 
 
 Left hank : 
 
 Miles of levee built 522 
 
 Miles of levee nnhnilt 10 
 
 Hills and opening for draining Yazoo bottom 603 
 
 1,135 
 
 Profiles of several of the larger levees accompany this report. 
 
 Letters relating to levees, from engineers in Mississippi, are also filed. 
 
 The present drift of the condition of the river is steadily from had to worse. The 
 logical end is hanks rising only to the level of the swamps, with the loss made up hy 
 additional height of levees, which will then range from 15 to 25 feet. Breaks in such 
 levees mean destructive floods and the loss of navigation. The alternative is the 
 abandonment of the production and commerce of the valley. 
 
 Your committee desires to call attention to three localities illustrative of the effects 
 of outlets and levees. 
 
 FIRST. — CUBIT'S CREVASSE. 
 
 In 1863 Cubit's Gap was opened. It soon attained a width of half a mile and a 
 depth of 108 feet. A report of the United States Coast and Geodetic Survey recently 
 submitted to this commission shows a mean fill of 3.9 feet below this crevasse over an 
 area of about 2-J square miles, and a maximum fill of 108 feet, between 1866 and 1877. 
 The flood of 1880 below New Orleans exceeded all previous high-water marks by 6 to 
 12 inches. At all other parts of the river the flood of 1874 was much higher than that 
 of 1880. But the natural closing of the outlet, which was very rapid between these 
 two dates, accompanied by the progressive formation of the bar (there being no flood 
 of magnitude to cut it out, as the outlet closed) produced the abnormal flood eleva- 
 tion above stated. 
 
 SECOND. — JUNCTION OF MISSISSIPPI, RED, AND ATCIJAFALAYA RIVERS. 
 
 Much attention is due to the consideration of affairs at Red River. Shreve's cut- 
 off, in 1831, severed from the Mississippi the bend in which Red River discharged, 
 and from which the Atchafalaya was supplied. Prior to this the navigation of lower 
 Red River was impaired by back-water from the Mississippi, which occasionally ex- 
 tended to Alexandria, on the Red, and to Monroe, on the Ouachita. The Atchafalaya 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 33 
 
 was rafted heavily. After the cut-off, Red River sought the Mississippi by the 
 shortest route, through upper Old River, north of Turnbull's Island ; while lower Old 
 River, from the head of the Atchafalaya to the Mississippi, silted up aud bore a heavy 
 willow growth. Uutil 1865 Bayou Plaquemine was open, and through it and the 
 Atchafalaya was the navigable approach to the Attakapas, Opelousas, and Atchafa- 
 laya country. To maintain this route the State of Louisiana removed the raft ob- 
 structing the streams. To this work, and the disturbance of the equilibrium between 
 the Mississippi, Red, aud Atchafalaya rivers by the cut-off, due the enlargement of 
 the latter stream. 
 
 It will be observed that, for several years after the cut-off, the discharge of Red 
 River passed to the north of Trumbull's Island. In 1873, after great enlargement of 
 the Atchafalaya, lower Old River, silted and grown up, cut out, and the northern 
 channel closed, in which condition it now remains. Down ike Atchafalaya had be- 
 come the line of least resistance, and only the surplus discharge of Red River passed 
 beyond its head along the south channel to the Mississippi. 
 
 As the Atchafalaya continued to enlarge, its demands became more exacting, and 
 this surplus was so reduced and uncertain that lower Old River became a wide, shal- 
 low, slack-water basin, receiving sediment alternately from the Mississippi and Red 
 rivers. In 1876, this process had nearly closed low-water connection ; and the water- 
 way near the lower end of Turnbull's Island was only about 100 feet wide and 20 
 inches deep, with a fall of about 2 feet in a quarter of a mile towards the Atchafalaya. 
 By the end of the low-water season, this bar cut out. In 1877 a similar bar formed 
 nearly a mile towards the Atchafalaya, the scoured channel of 1876 remaining open, 
 with raised banks. This bar was dredged out by the State of Louisiana. Similar 
 obstructions occurred in 1878, 1879, and 1880, reforming each year at points nearer the 
 Atchafalaya, and the channels dredged in previous years remaining open. 
 
 It may, therefore, be observed that, through all these changes, one increasing pur- 
 pose runs. The process in lower Old River, during the past five years, has been that 
 of a sediment-bearing stream discharging into an estuary. The now from the Missis- 
 sippi, now nearly constant, is building a delta with-well defined channels and banks, 
 into the wide shallow expanse of lower Old River, and towards the head of the 
 Atchafalaya. 
 
 Other conditions confirm the probability of the continued enlargement of the 
 Atchafalaya, and the increased outlet from the Mississippi required to supply it. 
 Lower Red River runs nearly east, cutting through the western bank of the Missis- 
 sippi alluvium. Its fall, therefore, is exceedingly slight. This slope, with sluggish 
 current, continues down lower Old River towards the head of the Atchafalaya, where 
 a rapid fall and great depth and velocity are encountered. A tendency must here exist 
 to establish harmony of regimen, which can only be attained by an upward extension, 
 and consequent reduction of the slope of the upper Atchafalaya, together with in- 
 creased depth and velocity up the Old and Red rivers. But this change involves a 
 lowering of the apex of the convex angle of the different slopes now meeting near the 
 head of the Atchafalaya, and an increased fall from the Mississippi to that point. 
 
 We submit that these facts indicate that the Atchafalaya River is the controlling 
 factor in the changes occurring in this locality, and that no natural limit to its en- 
 largement can be assumed. 
 
 The increase of section at its head is as follows : 
 
 Authority, 
 
 Delta survey 
 
 Abbot 
 
 Howell 
 
 Benvaurd .. 
 
 Section. 
 
 Increase. 
 
 Per cent. 
 
 Time. 
 
 24, 400 
 28, 700 
 39, 160 
 52, 100 
 
 
 
 Years. 
 
 4, 300 
 14,760 
 27, 700 
 
 16.6 
 64 
 
 113.5 
 
 7 
 
 22 
 28 
 
 Accompanying this report are some of the surveys made at this locality. Those by 
 Major Howell in 1873, and by Major Benyaurd in 18/9, and all subsequent examina- 
 tions should be of record in this office. 
 
 Another aspect of this question that will demaud attention has reference to reclama- 
 tion. It is probable that the Atchafalaya is quite able to carry off the discharge of 
 the drainage basin of the Red and Black rivers. If so, the restoration of the Missis- 
 sippi River levees above Red River, and the checking or closing of the outlet from the 
 Mississippi to the Atchafalaya wouldreclaim the banks of the Atchafalaya, Red, Black, 
 Ouachita, Bartholomew, Boeuf, Lafourche, Bonne Idee, Tensas, Macon, Joe's Bayou, 
 and other streams now annually subjected to Hood from Arkansas and Upper Louisiana 
 crevasses, and backwater from the Mississippi. 
 
 H. Ex. 95 3 
 
34 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 In this connection, it may be mentioned that the worst overflows on the Lower 
 Mississippi have been caused by floods out of Red River, reinforced by crevasses in the 
 Tensas bottom. 
 
 THIRD. — YAZOO BOTTOM FRONT. 
 
 The question of the change of slope along the Yazoo front, alluded to by Mr. Ander- 
 son in his accompanying letter, is of extreme interest and importance. 
 
 The record since 1844 here follows, and a diagram accompanies, on which are plotted 
 the flood slopes of 1858 and 1874, and the relative condition of levees in those two 
 
 years : 
 
 Distance below Cairo 
 
 1844 
 
 1849 
 
 1850 
 
 1851 
 
 1858 
 
 1874 
 
 1859 
 
 1862 
 
 1865 
 
 1867 
 
 1876 
 
 1880 
 
 0 
 
 —2.2 
 —3. 1 
 + 1.2 
 —1.6 
 
 + 0.9 
 —3. 18 
 
 0 
 
 —2.4 
 —3. 
 + 0. 
 —2. 1 
 + 0.7 
 
 248 
 
 —1.0 
 3.3 
 0.6 
 1.0 
 0 
 
 327 
 —2. 
 — 1. 
 — 1. 
 —4. 
 
 I o 
 
 342 
 
 8 . 
 
 419 
 
 II 
 
 IU 
 
 - Am 
 
 H 
 
 0 
 ~ r 
 
 429 439.44 500 502 507.9 520 542 
 — 1. 7 1. 
 
 -2.4 .... 
 -2.9 .... 
 0 I 0 
 
 9—0. 
 9 +0 
 
 h-0. 3 
 1 
 . 5 
 —0.6 
 + 0. 64 
 — 0. 08 
 + 0. 24 
 
 +1.2 
 -hi. 05 
 
 + 2. 0 +1. 6 
 
 + 0.3 
 
 +2.1 
 
 + 1.8 
 
 + 1.3I 
 
 .... +2.0 
 +1.8 
 
 0 
 
 —1.3 
 
 1 -3. 
 86—4. 
 67|— 4. 
 
 0 
 
 -2. 5 
 
 4—1. 
 
 2j..., 
 4... 
 
 639 
 —0.8 
 —0.6 
 + 0.1 
 
 The records of 1856 and 1874 are placed in juxtaposition, to facilitate their compar- 
 ison as characteristic years. That they are truly so, appears from an examination of 
 th e table. For while the diagram deals only with these two years, the table indicates 
 that they are not arbitrarily selected, but are fairly characteristic of a change of regi- 
 men which has occurred within the past twenty-two years, and extends over two or 
 three hundred miles of river. 
 
 It will be observed that from 1858 to 1874 the breaks and outlets from Cairo to 
 Memphis have increased; that the relative flood heights in the lower part of this 
 section have also increased ; that a still further enlargement of outlets occurred be- 
 tween Memphis and Arkansas City ; that throughout that distance, later and lesser 
 floods than 1858 have risen much above the high-Avater mark of that year ; that below 
 Arkansas City, the swamp overflows are collected ; the discharge of the White and 
 Arkansas rivers added, and the levees comparatively maintained ; and, that below 
 this point, the abnormal elevation from Memphis down disappears. 
 
 A comparison of these two years, 1858 and 1874, also shows that the decrease of flood 
 slope in the latter year from Memphis to Friar's Point, a distance of 94 miles, is 2.6 
 feet, or .332 inch per mile, and the increase from Napoleon to Sunny side, a distance 
 of 91 miles, is 5.8 feet, or .765 inch per mile; and that the intermediate flood plane 
 is relatively raised from 4 to 5 feet. 
 
 These conditions have been recognized, and their cause discussed by General Abbot, 
 n the report of the Levee Commission of 1874. 
 
 The main reasons given are as follows : 1st. The excessive discharge in 1874 from 
 the Saint Francis basin ; and 2d. The local reduction of the flood height of 1^58 by 
 crevasses along the Yazoo front. 
 
 Before the consideration of this explanation, we call attention to the remarkable 
 flood height in 1874 along the Saint Francis front. 
 
 The discharge of that year, at Cairo, is estimated by General Abbot at 250,000 cubic 
 feet per second less than in 1858, while its elevation, according to the only two gauges 
 available (Cairo — 2.2 feet and Memphis — 0.3 foot), averaged within 1.25 feet of the 
 great flood. Tnis strange elevation is accounted for in General Abbot's discussions as 
 follows : 
 
 " The Upper Mississippi being low in 1874, no water worth considering could have 
 entered the Saint Francis bottom lands between Cape Girardeau and Cairo; and al- 
 though the levees along the Saint Francis front were in worse condition in 1874 than 
 in 1858, the crest of the wave sweeping past Cairo was so much lower that it lost far 
 , ess into the swamps.'' 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 35 
 
 No information concerning these floods is available excepting that contained in the 
 reports of Humphreys and Abbot, and of the Levee Commission of 1874. From an ex- 
 amination of these authorities, we are forced to dissent from General Abbot's argu- 
 ment for these reasons. 
 
 While it is certain that the escape between Cape Girardeau and Cairo was much 
 reduced, although still important, it seems equally sure that the escape from Cairo to 
 the mouth of the Saint Francis must have been greatly increased. According to Hum- 
 phreys and Abbot, the breaks in 1858, from Commerce to the mouth of the Saint 
 Francis, aggregated about 25 miles, the height of the levees averaging rather less than 
 
 3 feet, although some of them, across old bayous, were of enormous size. We learn 
 from the report of the Levee Commission that in 1874 the breaks along the same locality 
 aggregated about 143 miles, and that among them were twenty of 10 feet or greater 
 depth, four being 20 feet deep and 100, 100, 100, and 150 feet wide, and two being 25 
 feet deep and 100 feet wide each. From such conditions of bank in the two floods in 
 comparison the conclusion is inevitable that the local relief from outlets must have 
 been experienced earlier and to a greater extent in 1874 than in 1858. 
 
 Returning now to the main argument, we submit that the discharge from the Saint 
 Francis was not greater in 1874 than in 1858, and, granting that it was, that it could 
 not have produced the great elevation of the flood of 1874. , 
 
 The overflow height in a swamp reservoir depends upon the elevation of its source, 
 provided the access is unimpeded. We think it may be assumed that this was prac- 
 tically the case in both years under consideration, and that the height of water in the 
 swamp approximated that in the river to within the head required to overcome resist- 
 ance to flow. Therefore, the Saint Francis overflow in 1874 was probably about 1.25 
 
 / 9 9 '-4-0 3 '"\ 
 
 feet lower than in 1858, this being the half sum ( _ — ) °f differences of the only 
 
 two gauges kept on that part of the river, viz, Cairo and Memphis. 
 
 This difference, it is claimed, was made up by the " extraordinary rainfall during 
 March and April, amounting, at Memphis, to 16.77 inches, or more than double the 
 usual quantity." If it is admissible to assume that this rainfall at one station ex- 
 tended over the 9,700 square miles of the Saint Francis Basin, then the collection of the 
 surplus or unusual half into the 6,300 square miles which comprise the bottom proper, 
 or the " lands liable to be submerged," would have given between 11 and 12 inches 
 additional depth over that resulting from the overflow and the usual amount of rain- 
 water in the bottom, or about .3 foot less than in 1858. 
 
 Upon these conditions is predicated a discharge in 1874 from the Saint Francis, 
 30,000 cubic feet per second greater than in 1858, and to this is partly attributed the 
 
 4 feet of relative and the 2 feet of absolute elevation, bv which the latter year ex- 
 ceeded 1858. 
 
 The discharge of the Saint Francis in 1858 is thus described in the Delta report : . 
 
 " It washed away miles of the insignificant Levees along the Saint Francis front 
 and poured rapidly into the bottom lands of river, which were already deeply over- 
 flowed from heavy rains and from the crevasses of the April rise. So small was the 
 actual reservoir capacity of that region that the channels of the six large bayous, and 
 of the Saint Francis itself, were insufficient to give water-way to the flood returning 
 to the Mississippi. For miles above Sterling it poured over the banks themselves, 
 washing the remains of the levees into the ri ver. It passed like a great wave through 
 the swamp, causing the deepest overflow ever known." 
 
 As rega rds the second argument, the local reduction of the flood of 1858 along the Yazoo 
 front, by crevasses in this line of alluvial protection, we find, by examination of the 
 same two authorities, that both floods found the left bank levees continuous and in- 
 tact, and that the sum of the product of the lengths by the depths of the crevasses of 
 the two years (1858 and 1874) aggregated respectively 146,983 and 136,482 square feet. 
 Iu the latter year, Major Benyaurd states that about 10 miles of levees, not included 
 in the foregoing aggregate, were submerged at a depth of 6 feet. On the right bank, 
 the length of breaks aggregated more iu 1874 than in 1858. We are, therefore, forced 
 to conclude that no local relief was afforded in 1858 that was not equally effective in 
 1874. 
 
 No cut-off has occurred at a time or locality that could have produced the results 
 under discussion. 
 
 We, therefore, are of the opinion that other explanation of the facts established in 
 the diagram and table is needed, and submit the following statement and deductions. 
 In connection therewith the historical notes of the progress of levee building should 
 be carefully carried in mind. 
 
 The flood of 1858 is admitted to have been the greatest authenticated of recent years, 
 generally, below Cairo. Its discharge at Cairo is estimated at 1,478,000 cubic feet, 
 per second. It found the levees to the mouth of the Saint Francis in their best con- 
 dition, the breaks being less than 25 miles in length. The flood of 1874 discharged at 
 €airo 1,225,000 cubic feet per second, 253,000 feet, or 17 per cent, less than 1858. It 
 
36 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 found in 300 miles breaks 143 miles long, ranging to 25 feet in depth. Yet, the crest 
 of this flood, starting at Cairo 2.2 feet below that of 1858, steadily approached and 
 then exceeded that mark at a point between Memphis and the mouth of the Saint 
 Francis River. It is not possible that the waters leaving the wave, as it moved down, 
 could have threaded the intricacies of the swamp as rapidly as the unimpeded volume 
 of the river swept along. Nor is it possible that the waters leaving the wave at a 
 lesser relative height could return to swell it to a greater height. The waves both 
 years passed Helena in depleted condition, leaving part of their volume to redischarge 
 upon the rear slope and protract the subsidence of the flood. The relative maximum 
 discharge of the two years at Helena is estimated at 1,334,000 for 1858, and 1,100,000 
 cubic feet per second for 1874, a difference of 174,000 feet. At Helena, the high-water 
 mark of 1874 read 1.2 feet above 1858. 
 
 Below Helena, further opportunity, presumably equal and unlimited, was afforded 
 for the escape of water, yet the high-water mark of the flood of 1874, with its smaller 
 volume, steadily exceeded that of 1858, until it culminated at Friar's Point, with an 
 excess of 2.3 feet. This relative difference was nearly maintained (except opposite 
 Laconia Circle) to the mouth of the Arkansas River. 
 
 The exception at Laconia Circle Levee is very remarkable. It rests upon the follow- 
 ing evidence : 
 
 The Report of the Levee Commission of 1874 (p. 37) states that the high-water mark 
 of 1874 at Australia and Concordia was below that of 1858. 
 
 Mr. T. S. Anderson, chief levee engineer of Mississippi, states, "Above Sunuyside, 
 there is no system of levees on the west bank, and the water is allowed to spread over 
 the entire western bank. This is the case except in one instance, viz, the Social Cir- 
 cle, a levee about 10 miles in length, and extending back from the river on the north 
 end to high ground, protecting considerable area of country. This levee is in good 
 condition. It is opposite Australia and Concordia. The flood line opposite this small 
 section of levee appears lower than that above and below it. During high -water, I 
 have very little trouble with my levees for some distance opposite the Social Circle 
 Levee. The high-water mark at Australia was 3.5 inches higher in 1874 than in 1876. 
 Whereas the difference was 0 inches to the contrary at Cat Fish Point, 50 miles below." 
 
 Below the Arkansas River, as at Helena, high land is found on the right bank, and 
 the consequent reaccumulation of water from the western swamps and also augmenta- 
 tion of volume by the discharge of the Arkansas and White rivers. But below here, 
 unlike Helena, the levees of the right bank are better maintained than above, par- 
 ticularly from Sunuyside down, while on the left bank they are kept in excellent con- 
 dition. Thus, from here down, the volume is increased, and to a greater extent 
 retained in the bed of the river, while the change in the regimen of the river, which 
 we have been considering, disappears, and the floods again approximately conform to 
 planes of elevation proportionate to the volume discharged. 
 
 We do not think that a change so local and yet so marked and permanent as that 
 described, is accounted for in the Levee Commission report. A relative difference of 
 5 feet in the elevations of two floods at points 160 miles apart, which difference is 
 proportionally repeated by intermediate and succeeding floods, cannot be produced by 
 such changes of volume as are estimated and recorded, unless other operations are 
 brought into action. We are, therefore, of the opinion that the bed is raised and the 
 effective section impaired throughout that part of the river under discussion, as the 
 results of outlets and the local abandonment of levees. 
 
 We beg leave to submit the following conclusions : 
 
 1. That bayous and overflows afford no permanent or uniform relief, but produce 
 changes of regimen detrimental to navigation, and cause destructive floods. 
 
 2. That the direct influence of a levee system is to improve navigation and prevent 
 destructive floods by the establishment of a regimen, and the elimination of varying 
 and abnormal local conditions. 
 
 3. That the conservation of flood waters by artificial embankments is becoming of 
 greater importance every year, both in preserving navigation and in preventing de- 
 structive floods, from the recession of the banks to lower levels, and has already, in 
 many parts of the river, become essential. 
 
 4. That the act under which we serve contemplates the preparation by this com- 
 mission of a complete plan for the regulation of the river and its banks. Any such 
 plan must include the control and uniform maintenance of such conditions of the 
 river banks as are consistent with the principles controlling the works already rec- 
 ommended by us. The present provision for such maintenance, by the States and 
 riparian owners, is inadequate and hazardous. 
 
 Respectfully submitted. 
 
 B. M. HARROD. 
 CHAS. R. SUTER. 
 
 Gen. Q. A. Gillmore, 
 
 President Mississippi River Commission. 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 37 
 
 LETTERS OF AIR. T. S. ANDERSON. 
 1. 
 
 Colorado Springs, Colo., August 11, 1880. 
 Dear Sir : Upon my arrival here I received your communication of the 23d of July, 
 forwarded from Greenville, Miss. I trust what I may say in regard to our levees may 
 reach you in time to assist you in your statement to the Mississippi River Com- 
 mission. 
 
 The line of levees maintained under"the auspices of the Board of Mississippi Levee 
 Commissioners extends from a point in Coahoma County, 4 miles ahove Sunflower 
 Landing, down to within 1 mile of the line hetween Issaquena and Warren counties, 
 and is about 220 miles in length. It protects the country from a river front of about 
 285 miles. 
 
 The average location of the levee back from the river bank may be put at 300 to 
 400 yards, except where it cuts across bends, where, of course, it is farther. The av- 
 erage height of the levees is from 7 to 8 feet, the minimum being 4 feet, and the max- 
 imum 30 to 40 feet. The grades of our levees are not uniform, being in some places 
 only a few inches, and in others as much 6 and 8 feet above the flood lines of recent 
 years. Any reference of grade that may have been made in the past to the high- 
 water in 1858, is of no avail now. In fact there are no records in my office to show 
 that the flood of that year was ever used as a criterion. From the best evidence I 
 have been able to obtain as to the water mark of 1858, the water in the upper half of 
 our district in 1874 and 1876 was higher by at least 1 foot, while in the lower half of 
 the district it was from 3 to 6 feet lower in 1874 than in 1858. As an evidence of this 
 change in the flood line, all the new levees in the upper portion of the district have 
 been made higher than the older ones, and the grades of the old levees have been 
 raised in order to keep the high- waters of recent years from going over them. In the 
 lower portion of the district the reverse is the case, and levees which were not of suf- 
 ficient height a score of years ago, now stand from 4 to 6 feet above the highest waters 
 we have. 
 
 The grades of all levees built since 1874 are referred to the high-water of that year, 
 it being the highest known for many years. As a rule the levees are built 3 feet above 
 the water of 1874, and have a cross section of 8 feet crown and slopes of 3 to 1 on 
 either side. 
 
 Owing to the absence of high-water for several years past, we have been enabled to 
 close all the crevasses, so that our line now is continuous and unbroken. 
 
 A large portion of our old levees are of insufficient height and strength and stand 
 urgently in need of repairs and enlargement. 
 
 The most dangerous portion of our levee system is that which extends from Terrene 
 to Greenville, a distance of about 80 miles. Being opposite and below the mouths of 
 the White and Arkansas rivers, these levees are subjected to a greater pressure of 
 water, in consequence of which they are much larger than the average levee of the 
 district. But withal, they are more subject to crevasses in time of high-water. 
 
 The Hushpucana Levee in the upper end of the district, the Bolivar Levee in Bolivar 
 County, and the Cammack Levee in Issaquena County are large and very important 
 levees to the large extent of country depending upon them. The Hushpucana Levee 
 is 500 feet in length, is 40 feet high at the deepest part of the bayou, and averages 
 about 25 in height. The Bolivar Levee, where it crosses the head of Lake Bolivar, 
 is 27 feet in the highest place and averages 18 feet in height for a distance of 600 or 800 
 feet. The Cammack is not so large or important as the above-named levees, yet it is 
 one of considerable importance, and always gives more or less trouble in time of high- 
 water. 
 
 Our levee district is composed of the counties of Bolivar, Washington, Issaquena, 
 and Sharkey. Funds for construction and repair of levee are raised by a tax on cotton 
 (usually one dollar per bale) and an ad valorem tax on realty and persoualty of five 
 mills on the State tax. From these sources a fund of from $100,000 to $150,000 per 
 annum is realized, which is wholly insufficient to do the extensive repairs needed, in 
 addition to building the new levee required each year. 
 
 For the protection of a considerable extent of the upper part of the district the 
 levees have been extended about 15 miles into Coahoma County, and though these 
 levees are among the most expensive and protect much of the lower part of that county 
 we derive no tax, or contribution whatever from it. Immediately above our levees 
 is a gap of some 8 or 10 miles, where there is no levee and where a great body of water 
 flows through every year, overflowing a great deal of rich land and finally passing off 
 into the Sunflower River. 
 
 There are other gaps in the levees of Tunica and Coahoma counties, but I cannot 
 give you any account of them, neither can I furnish you any information in regard to 
 the Yazoo Pass Levee. 
 
38 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 I will refer you to Capt. W. O. Fliun, civil engineer, Helena, Ark., for any informa- 
 tion you may desire concerning the levees of the " upper district." 
 
 My estimate of what will be required to make the levees of our district a perfect 
 and effective system, is about 6,000,000 cubic yards of earth work. Fully four-fifths 
 of this amount is needed in enlarging the levees in the upper half of the district. The 
 remainder is needed for repairs in the lower part of the district and for constructing 
 new levees where the old ones are about to cave oft. 
 
 Hoping you may be able to cull from the foregoing the information you want, and 
 that von have suffered no inconvenience bv the delay, I remain, verv truly vours, 
 
 T. S. ANDERSON, 
 Chief Engineer Board Mississippi Levee Commission. 
 
 Maj. B. M. Harrod, New Orleans, La. 
 
 Manitou Sprixgs, Colo., September 19, 1.880. 
 
 Dear Sir: Your letter of the 23d August, after having followed me from place to 
 place, has finally reached me. I will have the tracings you desire made as soon as I 
 return to my office, which will be early in the coming month- I regret that I have 
 not the time at this writing to give you at length my views and opinions regarding 
 the changes which have been and are still being worked in the Hood time along our 
 front. The study is one almost as perplexing as that of our southern scourge. 
 
 I am of the opinion that the changes which I described in my last letter are in a 
 measure due to the effects of levees, i. e., the levees being intact (with the exception 
 of one or two places), from Sunnyside, Ark., down to the lower end of my district, 
 and continued on the Mississippi side, the water is always confined to the bed of 
 the river, and consequently dredging or scouring out its channel and making its bed 
 and flood line deeper and its way easier to the southward. On the other hand, above 
 Sunnyside, Ark., there is no system of levees on the west bank, and the waters of the 
 river are allowed to spread broadcast over the entire western bank in time of high- 
 water. This is the case except in one instance, namely, the " Social Circle," a levee 
 about 10 miles in length, and extending back from the river on the north end to high 
 ground, protecting a considerable area of country. This levee is in good condition. 
 It is opposite Australia and Concordia, Miss., and very singular to say, the flood line 
 opposite this small section of levee appears lower than that above and below it. I 
 have not made instrumental investigation of this place, however, and what I say 
 could only be substantiated or refuted by such an investigation. I have only noticed 
 the effect upon the levees on my side of the river. During high-water I have very lit- 
 tle trouble with my levees for some distance opposite the " Social Circle Levee." And 
 the high-water mark at Australia was 3£ inches higher in 1874 than 1876. Whereas 
 the difference was 6 inches to the contrary at Cat Fish Point, 50 miles below. This 
 is the portion of the river which I described as giving the most trouble on account of 
 the increasing elevation of the flood line, that is, from the upper end of our levee dis- 
 trict down to Greenville. While I am of the opinion that the levees have their effect 
 upon the regimen of the river, I am under the impression that the changes in the 
 flood line in question are attributable more to the conformation of the river than 
 to any other one cause. The river of the upper end of our district is exceedingly 
 crooked, while on the lower portion it is comparatively straight. 
 
 Please excuse my hurriedly written and disconnected letter. I should be very glad 
 to have you visit me at Greenville during the tall. 
 Very truly yours, 
 
 T. S. ANDERSON. 
 
 LETTER FROM MR. W. O. FLYXX. 
 
 Memphis, Texx., September 4, 1880. 
 Dear Sir: Yours of the 25th August was forwarded to me here; also the report of 
 the Mississippi Commission, for which accept my thanks. I have been trying to get 
 one for some time. 
 
 I will try to answer your questions as near as I can. The answers will nearly all he 
 given from memory, and consequently will not be perfectly accurate. 
 
 EXTENT. 
 
 I suppose by that you mean the length. The levee begins at the foot of the hills in 
 Desoto County, on the lower side of Horn Lake. By reference to Hardee's map of 
 
REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 39 
 
 the State of Mississippi you will be able to locate it; thence, in a southwest direction, 
 7 miles to the Mississippi River at Norfolk Landing, 25 miles below Memphis. Horn 
 Lake (south side) is the northern boundary of the levee district. 
 
 From Norfolk Landing down to Commerce Landing the levee is close to the river. 
 From Commerce it leaves the river across the point, and comes to the river again at 
 Moohn's Lauding. From Moohn's it leaves the river and crosses the point, and comes 
 to the river again just above Austin. From Austin to O. K. Landing, 2 miles, it is 
 on the river bank. From O. K. Landing it goes in back of Flower Lake and comes 
 out on the river again at Trotter's Landing, 2 miles above the south line of Tunica 
 County. From Trotter's Landing it goes in back of Eagle Lake, and continues (back 
 2 miles) from the river until it gets to Thompson's Landing, 2 miles above Yazoo Pass 
 and 6 miles below the Coahoma County line. From Thompson's Landing to Delta it is 
 on the river bank — that is, say, 300 yards back. From Delta it leaves the river again 
 and comes back to it again just above Friar's Point. From Friar's Point down to 
 Miller's Landing it is on the river ; and from Miller's it goes in back of Old River 
 and comes out on the main river just above Island 63, or McCloud's Landing. From 
 McCloud's Landing to the lower end of the district, the levee is very badly broken 
 and too low in many places, and that immediate country is overflowed every year. 
 The original levee (before the war) ran around the point to Sunflower Landing. 
 Back in from McCloud's Landing is where the gap is between the two districts. 
 
 The trouble has been the excessive cost of putting a levee around the point and 
 what is called the Lewis Swamp or Square Lake country. 
 
 Going in the other way, the trouble is to get rid of the water flowing through 
 Hushpuckana Bayou. There has been a good deal of local agitation and loud com- 
 plaint from this neighborhood on account of being taxed for levees and getting none. 
 Recently an act was passed in the legislature exempting them from taxation. 
 
 The distances for the above are about as follows, and I would suggest that you com- 
 pare them with Hardee's map for correction : 
 
 Miles. 
 
 From the foot of the hills to Norfolk Landing 7 
 
 From Norfolk to Commerce 15 
 
 From Commerce to Austin 18 
 
 From Austin to Trotter's 12 
 
 From Trotter's to Thompson's 9 
 
 From Thompson's to Yazoo Pass r 2 
 
 From Yazoo Pass to Delta 4 
 
 From Delta to Friar's Point 4 
 
 From Friar's Point to Miller's 2 
 
 From Miller's to McCloud's 18 
 
 From McCloud's to Sunflower Landing, in back across the point to lower district 
 levee, about 10 
 
 101 
 
 CONDITION. 
 
 For the last five or six years District No. 1 has had no organization, and did nothing 
 except a few repairs. 
 
 Last year, while I was chief engineer of the Mobile and Northwestern Railroad, I 
 attended to repairing and strengthening the Yazoo Pass levee, the Gordon Break 
 levee, and the Delta Break levee. 
 
 So far as I can learn, the principal trouble with the levees in this district is their 
 being too low, having been worn off by being used as wagon roads. During the last 
 high water there were no breaks in the levee in this district. 
 
 The only places I have heard of being in danger of caving in are Desoto Front, a 
 few miles below Norfolk Landing ; levee between Austin and O. K. Landing — this is 
 across the head of Beaver Dam Lake ; and levee at Trotter's Landing. There may be 
 others, but I have not heard of them, or do not recollect them. 
 
 DIMENSIONS. 
 
 These levees were pretty much all built before the war, under the original levee 
 board. The standard then was: slope on river side, 4 to 1 ; on the land side, 3 to 1 ; 
 crown. 10 feet. 
 
 When District No. 1 was organized, in 1871 1 think it was, the chief engineer adopted 
 the same dimensions, and they were adhered to as long as the funds held out. When 
 funds began to get scarce the dimensions were cut down to 3 and 2 to 1 and 8-foot 
 crown, and 3 and 2 to 1 and 6-foot crown. There was very little of the small-sized 
 levees built. 
 
 The largest levee in the district is the levee between Austin and O. K. Landing, and 
 that, I think, will average 13 or 14 feet high. There are several levees that are 
 
40 
 
 REPORT OF MISSISSIPPI RIVER COMMISSION. 
 
 higher, but they are across sloughs or bayous. The average height, I should suppose, 
 would be about 9 feet for the district, allowing the levee to be 3 feet above high- water 
 mark. 
 
 SPECIAL LEVEES. 
 
 The special levees, or those known as such, are as follows, viz : 
 The McKinney Bayou Levee, 2$ miles above Austin, in Tunica County. 
 
 McKimiey Bayou is a constant flowing stream and emp- 
 ties into the Mississippi River, and for that reason has to 
 have a culvert in it. The culvert is the trouble. Depth of 
 bayou at levee crossing, about 35 feet. Width of bavou, 
 250 feet. 
 
 The Yazoo Pass Levee, 7 miles above Friar's Point, in 
 Coahoma County. 
 
 When this levee was rebuilt, it was 50 feet high, slopes 
 4 to 1 on each side, and 20 feet crown. This winter it was 
 raised and repaired, having been worked very much by 
 being used as a road and a steamboat landing. 
 
 The crown was sloped up to 10 feet. There was 8,000 
 cubic yards of material put on it. 
 Length of Yazoo Pass levee (proper), 300 feet. 
 Gordon Break Levee, three-fourths of a mile below Yazoo 
 Pass levee. Length, 500 feet; height, 27 feet; crown, 6 
 feet. This past winter I had 5,000 cubic yards put on the 
 back of it and made the land side slope 4 to 1. The front 
 slope was intended to be 4 to 1, but lacked from 6 to 10 feet 
 of being raised high enough to make it a plane from edge 
 of crown to foot of slope. When I had charge of fixing it 
 the water was so high on it that I did not like to do any- 
 thing with it. 
 
 Delta, Break Levee. — This is about 1 mile above Delta, 
 Coahoma County. 
 
 This levee has broken three times. Length of break, 
 500 feet ; height of levee, 17 feet ; crown (now), 6 feet ; 
 back slope, 3 to 1. 
 
 This past winter put about 5,000 cubic yards on this 
 levee. 
 
 Both this and the Gordon Break levee were given a cross 
 section as follows : 
 
 The Miller Break, 1 mile below Frair's Point. This levee 
 has broken three times. Last time it was rebuilt it was 
 given a slope of 4 to 1 on each side and 8 feet crown. 
 
 Port Boyal Levee, 3 miles below Friar's Point, has broken 
 t wo or three times. I forget the dimensions. 
 
 Liana 1 Break. — This I forgot to mention in its regular 
 order. It is about H miles above Trotter's Landing. It 
 has brok3n three times. Last time I rebuilt it in 1875, and 
 it has stood since. 
 
 I canont make any tracings for you, as I have neither 
 maps nor profiles of the Pass levee or any of the others. 
 Everything was left with the levee board, and I think are 
 pretty much all lost. At present I have not time to make 
 any surveys for you, as I am engaged in a contract remov- 
 ing the bluffs here for the extension of the Mississippi and 
 Tennessee Railroad to the Union Depot. For any changes 
 in flood lines I would refer you to J. B. Miles, signal offi- 
 cer at Helena, Ark. 
 In one of my note books I have the high-water of 1844, 
 / 1858, and 18G2, I think it is, and while at Friar's Point one 
 day I moved them and put them on the jail in that town. As soon as I can find them 
 I will send them to you. I consider them reliable, as they were pointed out to me by 
 J. G. Miller, who had nails driven in a tree on the river bank. Thinking they might 
 be of service some day, I took my level and moved them. If I have not been suffi- 
 ciently explicit in my descriptions or explanations, if you notify me of it, I will take 
 pleasure in making them intelligible to you. 
 
 I do not think it would be very difficult to explain the cause of the breaking of the 
 above levees, for I think they all have local defects. 
 
 I have been on the Mississippi River several years, and in a high-water time con- 
 
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