riations of discharge with gauge, mentioned in the last annual report, was making it more clear that mean discharge curves could not be relied on to determine the discharge without more light on the question of the shifting of these curves from time to time on the gauge scale, for this reason the special plotting of the Missouri River gauge relations was for the time stopped, and work in the main directed to several comprehensive collections of various classes of the data. Distances of bench-marks from the mouth were compiled for the revised list of "Bench-marks of the Missouri River, 1888." All available data in regard to bridges across the Missouri River were compiled, such as elevations of the extreme high waters at the bridge sites, clearance at high water, widths of spans, and actual water widths between spans at high and low water. A tabulation was made of all dates of ice closing and opening of the river from Sioux City to Saint Louis, with yearly and mean diagrams of same, for office record. These diagrams were made with the view of ultimately showing the mean climatic influences affecting the closing and opening of the river from point to point, though as yet the records do not uniformly cover a sufficient time for this. With the gauge and s'ope data collected, a comprehensive study of river profiles is in progress. At locations where gauges have been read the elevation of mean high water has been determined for points in a mean high-water plane; and with this a tabulation of the extreme high waters of 1884, where known, and of 1881 and 1883, has been made. Also a tabulation at each gauge of the height and duration of all the high waters above the mean high-water elevation, with diagrams showing the hydrographs of such crests referred to this as a datum plane. Also at all the gauges the 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 at the gauges it is proposed to fill out the profiles of mean high and low water from all 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 completed 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 a 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 the 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 success. 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 up 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., 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 Elwood revetment 3,068 cubic yards. The former work was completed July 9; the latter July 25. The total quantity of rock now on the 4,158 linear feet of revetment in Bon Ton Bend is 10,174.30 cubic yards, or 2.44 cubic yards per linear foot. The total length of revetment constructed to date in Bon Ton Bend is 14,659 feet. Immediately after the close of the work in Elwood Bend, the United States steamer Alert and fifteen barges (25 by 100 feet) were transferred to the Kansas City Division. The following pieces were pulled out of the river at this point, viz: Quarter-boat No. 5, and six barges (16 by 64 feet). A shore-line survey of Bon Ton Bend was made September 14, and a map thereof submitted. Miscellaneous special duties, assigned to me from time to time, during the year, were executed and reported upon as follows, viz: A low-water inspection of the Saint Charles Bridge crossing was made November 29-December 2. A report, accompanied by a map of the reach and cross-sections of the river was submitted under date of December 19, 1887. A standard cable gauge was established on the bridge at Rulo, Nebr., December 28, and a report thereon submitted December 29, 1887. The clear heights above high and low water, the clear spans at those stages, and the elevations referred to the Saint Louis City directrix, of the bridges at the following points, were determined February 20-28, 1888, viz: Omaha (the new Union Pacific Railroad bridge), Rulo, Glasgow, Boonvlile, and Saint Charles. A design with estimate of cost of construction of submerged spurs, adapted for use as a bank protection in Missouri River in this vicinity, was submitted under date of March 17, 1888. A line of check levels was run between Miami, Mo., and De Witt, Mo., May 23jand 29, and a report thereon dated June 4, 1888, submitted. Attention is respectfully called to the following changes of shore-line as shown approximately on the accompanying map. Under the persistent action of the main current of the river the larger portion of Grayback Island has been eroded away, and the light deposits in the old bed of the river exposed. This latter yielding freely has in turn uncovered more and more of the upper main bank of Gladden Bottom. Under the peculiar conditions of flow that then obtained, this bank has been subjected to the severest reef action, and has receded rapidly, threatening the stability of the reach below. Of greater immediate importance, however, is the bank erosion noted in Bon Ton Bend, below the revetment. The shore-line has receded so far that the current is delivered against the right bank at a point below the pocket in the bluff line. This pocket heretofore (although not in the interests of navigation) has been instrumental in diverting the main flow of the river from the unprotected bank above the Elwood revetment, but having become inoperative a larger and increasing percentage of the discharge of the river is passing down the right chute. The island has been greatly diminished in area and the right bank eroded somewhat; the old rock dike at E has been flanked, so that there is a considerable draw between it and the shore; about 300 feet of the revetment below it has been destroyed. As the upper shore-line of French Bottom recedes the right bank of Belmont Bend will necessarily be subjected to greater scour, and the early construction of the revetment from E to D, as provided in the approved project, made imperative if 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 short crossing from the bluff above Belmont to the left bank on the lower side of French Bottom, causing the erosion noted there; during the recession of this shore-line the Elwood revetment, from E to H, was subjected to violent reef action; no damage was done to the work except at H, where a small pocket in the shore-line was developed. The protection of the upper bank of Gladden Bottom is not contemplated in the approved project; and although its desirability seems now apparent, a revetment as suggested in my first project, if located there, would, in the present unstable condition of the river, be liable to loss from flanking. A system of pile training-dikes, located on the right bank at or near the head of Grayback Island, with a view to training the current down the left bank, is suggested as the best solution of the problem. In the absence of an accurate survey definite plans can not be presented, but it is probable that five of these structures, aggregating 1,000 feet in length, and costing about $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. |