Descriptions and elevations of bench-marks on the Missouri River, etc.—Continued. No. Description. Eleva Above the mouth. 6:6 (18) On 16-inch cottonwood, on north side ravine, just above R. 84, 120 617 (17) 618 (16) 619 (15) On 48-inch cottonwood, on bank of small stream, 1,500 feet from "O" cut into large granite bowlder, embedded in beach at foot of !, 143. 3 On 15-inch cottonwood, 300 feet from river, 300 feet below R. B. O (11) 620 (14) 621 (13) 622 (12) 623 Bosse itt. 624 (10) 625 626 (8) "O" cut in top of large flat rock, under bank, one-quarter mile be- On south side of 48-inch triple elm, 350 feet from river, just east of on bowlder, embedded in beach, one-half mile below Rosseau, "O" cut in top of bowlder, embedded in dry ruulet, 14 miles above On 72-inch cottonwood, branched into six stems, 250 feet from river, (7) On 30-inch cottonwood, 170 feet from river, in cottonwood timber, just 1, 000. 888 1, 160.4 1, 009. 992 1, 165.9 1, 010. 018 027 (6) 1, 012. 278 6.8 (5) 6.9 (4) On 12-inch cedar, on bluff side, 200 feet from river, 500 feet below 4. 1, 024. 615 1,169.3 1,170.5 (3) 630 631 (2) Ft. Pierre. 632 (1) "O" cut in top of granite bowlder, on side of blaff, 600 feet below S. 1, 016. 689 1, 174. 2 1, 015. 216 APPENDIX A 3. REPORT OF MR. JAS. A. SEDDON, ASSISTANT ENGINEER. MISSOURI RIVER COMMISSION, Saint Louis, Mo., June 20, 1888. SIR: I have the honor to make the following report of the physical data department for the fiscal year ending June 30, 1888. As stated in last annual report but little remained to be done in the regular compilation of the data. This has been finished, consisting of the compilation complete with tabulations and reference maps of twenty-four cross-sections in the vicinity of Plattsmouth, and forty-nine cross-sections, with 22 miles of slope in the vicinity of Brownville. In addition to the regular compilation, eleven monthly cross-sections at Bismarck have been plotted on the regular cross-section sheets. Borings at Nebraska City previously compiled have been revised, and in part put in shape for publication. Also ten of the 1879 discharge observations on the Mississippi River, at Columbus, Ky., used in last annual report in connection with the Saint Charles sediment data, and in which errors were suspected, have been recomputed and found to have been in error about as there indicated. The yearly gauge sheets of 1886 for twenty regular gauges have been reduced and compiled with current histories. Also bridge gauge records received from Blair, years 1882 to 1887, and from Rulo, years 1883 to 1887, have been reduced and yearly gauge sheets compiled. The current gauge readings have been plotted as received for a check on the observers, and errors investigated. In the study of the data the following gauge relations were plotted: Sioux CityOmaha, 180; Omaha-Plattsmouth, 1880; Plattsmouth-Plattsmouth Bridge, 1886 and 17; Glasgow-Boonville, 1879 to 1985; Boonville-Jefferson City, 1884 to 1886; Boonville-Cedar City, 1881 and 1882; Jefferson City-Hermann, 1884 and 18-5; HermannSaint Charles, 1885. But as the general investigation of gauge relations and the va riations of discharge with gauge, mentioned in the last annual report, was makin it more clear that mean discharge curves could not be relied on to determine the di charge without more light on the question of the shifting of these curves from tim to time on the gauge scale, for this reason the special plotting of the Missouri Rive gauge relations was for the time stopped, and work in the main directed to severa comprehensive collections of various classes of the data. Distances of bench-marks from the mouth were compiled for the revised list "Bench-marks of the Missouri River, 1888." All available data in regard to bridges across the Missouri River were compile such as elevations of the extreme high waters at the bridge sites, clearance at hig water, widths of spans, and actual water widths between spans at high and low wate A tabulation was made of all dates of ice closing and opening of the river from Sion City to Saint Louis, with yearly and mean diagrams of same, for office record. The diagrams were made with the view of ultimately showing the mean climatic infl ences affecting the closing aud opening of the river from point to point, though a yet the records do not uniformly cover a sufficient time for this. With the gauge and slope data collected, a comprehensive study of river profiles in progress. At locations where gauges have been read the elevation of mean hig water has been determined for points in a mean high-water plane; and with this tabulation of the extreme high waters of 1884, where known, and of 1881 and 1883, ha been made. Also a tabulation at each gauge of the height and duration of all th high waters above the mean high-water elevation, with diagrams showing the hydro graphs of such crests referred to this as a datum plane. Also at all the ganges th mean normal low water has been determined for points in a mean low-water plane normal low water being taken as the low water prior to the blocking of the river by ice, during which the low-water profile is very irregular. Between these points a the gauges it is proposed to fill out the profiles of mean high and low water from al the slope data that has been taken on the river, and to present with them profiles of bank elevation and extreme high waters as nearly as possible. The work of filling out these profiles is still in progress. Very respectfully, your obedient servant, First Lieut. THEO. A. BINGHAM, JAMES A. SEDDON, Corps of Engineers, Secretary Missouri River Commission. APPENDIX B. ANNUAL REPORT OF PRESIDENT MISSOURI RIVER COMMISSION, 1887 '88. MISSOURI RIVER COMMISSION, GENTLEMEN: Work under the construction department of the Commission has consisted in repair, construction and care of plant, and in the construction of revetment work at Saint Joseph and Kansas City, Mo. All construction work was in progress at the date of last annual report and was continued during the remainder of the season as far as funds would allow. At Saint Joseph the rip-rapping of the revetment in lower Bon Ton Bend was com pleted by the placing of 557 cubic yards of rock, and some 3,000 cubic yards of rock were placed on weak points in the Elwood revetment. The steamer Alert and all the large barges were sent to Kansas City for use at that place. During the present season the whole point below the completed revetment at Bon Ton has cut away, and at the same time à very threatening change of channel has taken place above the Saint Joseph water-works. The effect of these changes has been to throw a strong current along the unprotected bank between Belmont and the head of the Elwood revetment. The protection of this bank should be undertaken as speedily as possible or the whole of the Elwood revetment will be washed out and lost. The nature of these changes is indicated on the map accompanying the report of S. Waters Fox, assistant engineer in charge of the Saint Joseph Division, to which reference is made for details, Appendix B 1.` At Kansas City the unfinished revetment in East Bottoms was completed, its total length being 9,035 feet. Of this 2,900 feet were constructed during the present fiscal year and 635 feet of work of the previous season was completed. The incomplete work, done prior to June 30, 1887, suffered some damage during the high water of last summer which was made good in the fall, and there has been no further trouble. On September 22 work was begun at Little Platte Bend, and 4,500 feet of bank ta the lower end of the bend was protected. The only peculiarity of this work lay in Le fact that the brush covering of the upper bank was omitted, the stone covering being laid directly on the graded bank. There is a considerable gain in economy by this method and the grading is more easily and effectually done. The work has stood well, but will require extension up stream to complete it. The dike across the slough at the lower end of the town was a most gratifying access. The accretions have been enormous, and are still going on. It will be advisable to raise the dike so as to bring them up to the level of the main bank more speedily, but I think that the East Bottoms work is secure against being flanked from this direction. During the flood of June and July, 1887, Pest Island and much of the bar in front of Kansas City were washed away. The sand thus carried off was dropped in the wide river in front of the East Bottoms and almost stopped navigation. When discovered it was too late to do anything even if funds had been available, and we were obliged to submit to the annoyance. One tow-boat was kept below the bar and one above; the barges being taken across both ways by the Melusina. To prevent a recurrence of this trouble, I think it will be necessary to put in silt-catching dikes, both in front of Kansas City and opposite East Bottoms, to remove this bar and prevent its reformation. This same flood caused additional small breaks in the Kaw Bend revetment, which were repaired in the fall, but further damage occurred this spring. Some of these latter breaks were repaired by the railroad companies whose tracks were endangered, but, as will be seen by Assistant Yonge's report, the lower point has been considerably eroded. I am greatly in hopes that this will obviate the trouble which I think is undoubtedly due to the great engorgement of the river at this point. The recession of the bank will open out the throat of the gorge and allow the water to escape more freely. At any rate nothing can be definitely predicted until a survey with cross-sections can be made at high water, for which funds are not now available. None of the other work on this reach or at Saint Joseph has shown any signs of weakness. All of the rock used on this reach was procured by hired labor at the Wayne City Quarry with the exception of a few hundred yards purchased at Quindaro. The brush was mainly procured at points below Kansas City. The rock had to be towed an average distance of 15 miles, and the brush an average distance of 64.4 miles-all np stream. This and the great difficulty of getting reliable labor has much enhanced the cost of the work. After the completion of field operations a low-water survey of the reach was made. All the plant used was hauled out on the bank at Quindaro, except the tow-boats which were wintered at Bushberg, near Saint Louis. For details see report of Assistant S. H. Yonge, division engineer, Appendix B 2. CONSTRUCTION OF PLANT. The fifteen new barges, alluded to in last year's report, were completed during the summer, but owing to low water in the Ohio, could not be brought out until this spring. They are now at Bushberg. Very respectfully, your obedient servant, CHAS. R. SUTER, Lieut. Col. of Engineers, U. S. A., President Missouri River Commission. The MISSOURI RIVER COMMISSION. APPENDIX B. 1. REPORT OF MR. S. WATERS FOX, ASSISTANT ENGINEER. SAINT JOSEPH, Mo., June 30, 1888. COLONEL: I have the honor to submit the following report of the operations under my charge, during the fiscal year ending June 30, 1888. A map of the river in the vicinity of Saint Joseph, Mo., showing, approximately, the channel alignment and the changes of shore-line during the year, accompanies the report. The completion of the distribution of rock on the mattress constructed last year in Bon Ton Bend and the distribution of 3,000 cubic yards of rock on the Elwood revetment constituted the only remaining construction works contemplated by the project, for the expenditure of the available balance of the Saint Joseph allotment. Operations in the quarry were continued until July 23, producing 3,493.42 cubic yards of rock; this, with the balance of 131.45 cubic yards on hand July 1, was placed as follows, viz: On Bon Ton revetment 556.87 cubic yards; on the Elwoo 3,068 cubic yards. The former work was completed July 9; the latte The total quantity of rock now on the 4,158 linear feet of revetment in Bo is 10,174.30 cubic yards, or 2.44 cubic yards per linear foot. The total leng ment constructed to date in Bon Ton Bend is 14,659 feet. Immediately after the close of the work in Elwood Bend, the United Stat Alert and fifteen barges (25 by 100 feet) were transferred to the Kansas Cit The following pieces were pulled out of the river at this point, viz: Qu No. 5, and six barges (16 by 64 feet). A shore-line survey of Bon Ton Bend was made September 14, and a m submitted. Miscellaneous special duties, assigned to me from time to time, during were executed and reported upon as follows, viz: A low-water inspection of Charles Bridge crossing was made November 29-December 2. A report, ace by a map of the reach and cross-sections of the river was submitted under d cember 19, 1887. A standard cable gange was established on the bridge Nebr., December 28, and a report thereon submitted December 29, 1887. The clear heights above high and low water, the clear spans at those sta the elevations referred to the Saint Louis City directrix, of the bridges at lowing points, were determined February 20-28, 1888, viz: Omaha (the ne Pacific Railroad bridge), Rulo, Glasgow, Boonvlile, and Saint Charles. A design with estimate of cost of construction of submerged spurs, ada use as a bank protection in Missouri River in this vicinity, was submitted un of March 17, 1888. A line of check levels was run between Miami, Mo., and De Witt, Mo., May 23 and a report thereon dated June 4, 1888, submitted. Attention is respectfully called to the following changes of shore-line as approximately on the accompanying map. Under the persistent action of the main current of the river the larger po Grayback Island has been eroded away, and the light deposits in the old bed river exposed. This latter yielding freely has in turn uncovered more and the upper main bank of Gladden Bottom. Under the peculiar conditions of flo then obtained, this bank has been subjected to the severest reef action, and ceded rapidly, threatening the stability of the reach below. Of greater imm importance, however, is the bank erosion noted in Bon Ton Bend, below the ment. The shore-line has receded so far that the current is delivered again right bank at a point below the pocket in the bluff line. This pocket heretofo though not in the interests of navigation) has been instrumental in divertir main flow of the river from the unprotected bank above the Elwood revetmen having become inoperative a larger and increasing percentage of the discharge o river is passing down the right chute. The island has been greatly diminish area and the right bank eroded somewhat; the old rock dike at E has been flar so that there is a considerable draw between it and the shore; about 300 feet of revetment below it has been destroyed. As the upper shore-line of French Bottom recedes the right bank of Belmont I will necessarily be subjected to greater scour, and the early construction of revetment from E to D, as provided in the approved project, made imperativ serious loss to the Elwood revetment is to be avoided. At one stage of these changes a very considerable portion of the river made a si crossing from the bluff above Belmont to the left bank on the lower side of Fre Bottom, causing the erosion noted there; during the recession of this shore-line Elwood revetment, from E to H, was subjected to violent reef action; no dama was done to the work except at H, where a small pocket in the shore-line was veloped. The protection of the upper bank of Gladden Bottom is not contemplated in the a proved project; and although its desirability seems now apparent, a revetment as su gested in my first project, if located there, would, in the present unstable condition the river, be liable to loss from flanking. A system of pile training-dikes, located on th right bank at or near the head of Grayback Island, with a view to training the cui rent down the left bank, is suggested as the best solution of the problem. In th absence of an accurate survey definite plans can not be presented, but it is probabl that five of these structures, aggregating 1,000 feet in length, and costing abou $5,000, would be found necessary and sufficient. Very respectfully, your obedient servant, Lieut. Col. CHAS. R. SUTER, Corps of Engineers, U. S. A., S. WATERS Fox, President Missouri River Commission, Saint Louis, Mo. |