APPENDIX 4.

REPORT OF CAPTAIN CARL F. PALFREY, CORPS OF ENGINEERS, SECRETARY MISSISSIPPI RIVER COMMISSION.

UNITED STATES ENGINEER OFFICE,

St. Louis, Mo., May 31, 1892.

GENERAL: I have the honor to present the following report of operations under my charge as secretary Mississippi River Commission and assistant to construction committee from July 1, 1891, to May 31, 1892.

These works are carried on under the following allotments from the appropriations approved September 19, 1890, and March 3, 1891, made by the Commission and approved by the honorable the Secretary of War:

First. Mississippi River Commission," applicable to salaries of three Commissioners, to expenses of offices of president and secretary, and to expenses of meetings and inspections of Commission.

Second. "Surveys, gauges, and observations," applicable to the general survey of the river, to collection and office reduction of physical data, and to general examinations and computations not confined to any one district.

Third. "General service," applicable to supply of stone, maintenance of plant, and general aid to works in the districts.

The small balances from earlier appropriations which appear in the financial statement are set off by outstanding liabilities for telegrams, which can not, under existing orders, be adjusted.

MISSISSIPPI RIVER COMMISSION.

The Commission has held three sessions during the period reported, at New York City, July 15-17, 1891; from St. Louis to New Orleans, November 5-18, 1891; from St. Louis to New Orleans, May 4-10, 1892.

SURVEYS, GAUGES, AND OBSERVATIONS.

Secondary triangulation. On July 1, 1891, a party, in the field since April 25, under Assistant Engineer Charles W. Stewart, with Assistant Engineers F. B. Maltby, A. T. Morrow, and George H. French, under his orders, had carried their work 4 miles above Burlington, Iowa, having then covered about 50 miles of river, occupied 31 stations, marked 34 triangulation points, and 19 stone lines. This party completed its field work on July 28, at Port Louisa, Iowa, covering during the season about 85 miles of river. Reconnoissance had been made for more triangulation, but the progress of this work was slower than had been anticipated, owing in part to hazy weather, and in part to the great number of stations found necessary in the narrower parts of the valley. From Keokuk to Lomax, a distance of 36 miles, there were 25 triangles, sides averaging 2.3 miles; from Lomax to Port Louisa, a distance of 49 miles, there were 13 triangles, sides averaging 7.3 miles; 24 stone lines, Nos. 112 to 135, inclusive, have been marked by 81 tile and pipe monuments. A base line nearly 34 miles long was measured along the railroad track near New Boston, Ill.; observations for azimuth made at "West Base." At the close of the field work, Assistant Engineer Stewart returned to the office for computation and reduction of the triangulation; the instructions for this work are given in Annual Report for 1891, pages 3474-3476.

The chain consists of 49 triangles, extending from base line measured at Keokuk in 1881 to base line at New Boston; its length along its axis is about 78 miles. The greatest error in closing any triangles is 05.03; the least, 00.08; the mean of all 02.33.

The base line was measured in two sections. The first section, about 2,500 meters, was measured east and west in good weather; discrepancy of two measurements, 1:575,346. The second section was measured east and west, the sun coming out during measurement east; discrepancy, 1:171,390. A second measurement east was taken, giving with measurement west a discrepancy of 1:4,063,050. These results were accepted. The measured length of base line is 5,506 meters; the length, computed from base at Keokuk, is 5,506.2576 meters; discrepancy, 1:21,374. The observed azimuth of base is 253° 18′ 49.06; the azimuth computed from Keokuk base is 253° 18′ 48.48; discrepancy, 00.58.

The location of stone-line monument has been determined by direct observation from triangulation stations with triangulation instruments, or by short lines of connection run with Gambey transit reading to 5". The error of position is well within the possibility of delineation on a scale 1: 10,000.

Detailed report of this work by Assistant Engineer Stewart, with tabulated results, is appended (marked A).

On March 28, 1892, Assistant Engineers Stewart and French took the field near Muscatine, Iowa, for reconnoissance and location of triangulation stations from Port Louisa, Iowa, northward. This reconnoissance was carried to Dubuque, Iowa, and base lines selected near Rock Island and Dubuque.

The full party, consisting of Assistant Engineer Stewart, in charge, Assistant Engineers Morrow and French, Recorders C. L. Ockerson, O. N. Axtell, and M. I. Powers, and crew and working party, consisting of T. C. Hockridge, master and foreman, and twenty-three men, assembled on board steamer Patrol at New Boston, Ill., on April 25, and began work at Port Louisa, Iowa, on April 26.

On May 31, this party had reached Fairport, Iowa, having occupied 16 triangulation stations, marked 18 triangulation points and 12 stone lines, the completed work covering about 22 miles of river. It has rained on 27 days in May.

Precise levels.-On July 1, 1891, a double precise-level party, under Assistant Engineer O. W. Ferguson with Assistant Engineer A. L. Johnson, working from St. Paul to Savanna, Ill. (in the field since April 25), was at Alma, Wis., having run 95 miles by river, and placed 48 permanent bench marks; a single precise-level party under Assistant Engineer James A. Paige, working from Duluth to St. Paul (in the held since April 26), was near Willow River, Minn., having run 54 miles and placed 12 permanent bench marks.

The field work of the line from St. Paul to Savanna was completed October 20, connecting with work of 1883 at three bench marks. The length of this line is 301.2 miles; 379 permanent bench marks were placed; 106 of tile and pipe; 57 of copper bolts; 216 cut in rock in situ or on trees; 49 bench marks of former United States Engineer surveys were connected and also 12 gauges and 7 city bench marks.

The line of this party was in general over favorable ground. About 84 per cent was on railroads; about 16 per cent along river; there were six river crossings. The party was quartered and subsisted on quarter boat Kentucky, moving downstream by aid of the current, and never far from the work.

The field work of the line from Duluth to St. Paul was completed on September 28. Connection was made on September 26 with bench marks 68, 69, and 71 of the St. Paul-Savanna line; about 3 miles of the line was rerun after this connection. The length of this line is 156.2 miles. Forty-two permanent bench marks were placed; 32 of tile and pipe; 10 cut in rock in situ or on trees. Three engineer bench marks at Duluth and the engineer gange there were connected.

The line of this party was over ground less favorable than that of the other. About 12 per cent was on wagon roads, rough, and with abrupt changes of line, the remainder on railroad track. Departures from the railroad to save length of line proved disadvantageous. The rerunning of 3 miles was owing to one of these. The party was furnished with wagon transportation but not with camp outfit, depending for lodging and subsistence upon villages and farm houses. In thinly-settled parts of the line this caused an important loss of time. Even in well-settled districts, the hours at which work of this kind is best done made it desirable that the serving of meals be under the full control of the chief of party.

The preliminary instructions for this work are given in Annual Report for 1891, pages 3476-3480. Instructions changing the order of reading the rods were, by direction of the president Mississippi River Commission, given after work had begun. They were repeated in the subreports.

The chiefs of party made each the reduction of his own line. The results are as follows:

Detailed reports, with tabulated results, and descriptions of bench marks are appended as follows: St. Paul-Savanna line, by Assistant Engineer Ferguson, (marked "B"). Duluth-St. Paul line, by Assistant Engineer Paige (marked "C"). Topography and hydrography.—On August 4, a party under Assistant Engineer F. B. Maltby, with Assistant Engineers A T. Morrow (on tertiary triangulation and stone-lines), W. G. Comber, G. H. French, O. W. Connet, E. J. Thomas, and H. Dunnaway (on topography), E. L. Harman (on hydrography and later on topography), and recorders L. D. Cabanné, O. N. Axtell, C. L. Ockerson, and M. I. Powers, with T. C. Hockridge, master of boat (later on hydrography) and crew and working party of one pilot, one engineer, and forty to forty-five men, began work at Stone-line 61, near Alton, the close of work of 1889. Their work for the season was closed at Stone

line 94, near railway bridge at Hannibal, Mo., a distance of about 118 miles by river. Outside the limits of detailed work, bluff-lines were located on right bank from St. Charles to Clarksville, Mo., about 50 miles, on left bank near Hamburg Bay, about 40 miles, and along both banks of Illinois River for about 10 miles; also water courses and lakes between the belt of detailed work and the bluffs. The stage of the river was exceptionally low, and very full detail of bars and islands was obtained. Very little field-work time was lost by rain.

The party was quartered and subsisted on steamer Patrol and quarter boat Illinois, kept as nearly abreast of the work as practicable.

The instructions for this work are given in Annual Report for 1891, pages 3481–3485. The tertiary triangulation occupied 236 stations, and closed on three measured bases and seven sides of secondary triangulation; average error of closing, 1:4870. Thirty-three stone-lines were marked.

The stadia lines, aggregating about 325 miles, were checked by 165 closings upon determined points, and by 115 azimuths; average error of length at closing, 1:875, of azimuth, 02'.4.

Lines of ordinary levels on both banks, with crossings near each stone-line, checked each other with a greatest discrepancy of 0.203 feet, average of 0.101 feet. These lines were checked at 22 points upon lines of precise levels run in 1880-'81, with discrepancies ranging from +0.147 to -0.135. Seventeen high-water marks of dates from 1851 to 1888, whose history and accuracy appeared well established, were connected.

Soundings were taken on 853 sections, also in continuous line where channel was evident, and in several trial lines over shallows and divided channels. These lines were useful to pilots during low water, developing in some cases better channels than those in use, and in one revealing an important obstruction, which was buoyed and reported to the light-house inspector.

Field platting was little done except the closing of instrumental lines; the field notes are full and carefully kept.

Detailed report of Assistant Engineer Maltby is appended (marked D).

Caving banks and stone-lines.—In accordance with resolutions of the Commission, of November 19 and 24, 1891, and March 22, 1892, a party was sent out to examine the condition of permanent marks of the Commission's surveys below Cairo and to determine the amount of caving since the original surveys, the interval varying for different parts of the river, being, on the average, about 10 years.

The party, consisting of Assistant Engineer F. B. Maltby, in charge, with Messrs. French, Thomas, Hockridge, and Ockerson, left St. Louis on the Patrol, on November 17, and began work at Cairo on November 20.

On January 1, 1892, at 6 a. m., the Patrol, moored against the left bank near Commerce, Miss., was struck by a sudden and severe storm. Her stern line parted, and she swung out into the stream. The action of wind and current careened her till the lee side of boiler deck was under water, and she sank with bow against the bank, and stern in 13 feet of water. The pilot and working crew on main deck were up; the survey party on boiler deck were still in bed, and escaped with much difficulty and little clothing, in a temperature below freezing. One of the deck crew, Parke Driscoll, was lost; the body not recovered. All of the deck crew lost clothing and other personal effects. The boilers were displaced by the shock, and stoves and heavy furniture thrown down. The instruments and records were saved with no material injury.

The steamer Pete Kirns was supplied in place of the Patrol by the officers in charge of the first and second districts. The party was transferred to her and work was resumed on January 8. Assistant Engineer Maltby resigned charge of the party, and Assistant Engineer A. T. Morrow relieved him on January 16. In his hands the work was carried on, reaching Donaldsonville, La., on March 22. Here about half of the party was discharged. On the return trip certain bench marks which had been covered by snow when passed in the survey were searched for, and new descriptions of bench marks were prepared where needed.

The nature of this work did not admit of detailed instructions. For the balance of his two works, and as a reasonable time-limit on the search for marks, the chief was directed to push his bank-line survey so as to complete it in one low-water season; not to delay his whole party for the marks of any stone-line after two had been recovered, and not to delay more than a day for any stone-line if the one before it was fully established. Some gaps in the series, left under this instruction, were filled on the return trip.

Sheets of tracing linen with protractors printed on them were supplied. The projection and permanent marks connected with, were traced on these from the charts, scale 1:20000, and the shore line platted on same scale. These plats were sent in at intervals of ten days, or when mail communication was had. The results were transferred at once in the office to the 1:20000 charts and reduced on the inch-mile maps. The caved areas were shaded with lead pencil, the levee lines as received from the

district officers and levee engineers platted, the sheets paraffined till fairly transparent, and blue-print copies made. By this means, with some days lost for want of sunlight, fifteen copies of the entire series (26 maps) were completed on April 11. Of 1,460 permanent marks searched for, 635 were found and remarked where necessary; 180 are known to have caved into the river; 37 to have been dug up; 32 to have been broken or otherwise destroyed; 127 to have been covered by levees, or by sedimentary deposit beyond hope of recovery without great expenditure of time and labor.

Many of the earlier marks were even with the ground surface, and were not well indicated by blazes or other guide marks. It is very possible that a sufficient expenditure of time, should the need of them justify it, may recover more of them.

Of the marks which have been dug up, many appear to have been disturbed ignorantly in clearing the ground, and were found lying near their places, but not accurately replaceable by their descriptions.

It is noteworthy that the levee engineers have paid little respect to the bench marks of the Commission. Marks have been buried in enlargement or building of levees with no note of them, and have been dug up in obtaining the earth supply with no apparent attempt to protect them.

Of the triangulation marks, about one-quarter were found; these were of various characters, some not durable, and many near the river.

Of the precise level marks, a little over one-half were found; these in this section were generally near the river.

Of the stone-line marks, over two-thirds were found; those near the river are in many lines lost by caving. No line is entirely lost, and most have still two or more marks.

This examination shows that a buried stone or tile with iron pipe extending well above ground has made the most permanent and recoverable mark; that sills and marks in masonry are valuable only when placed in buildings of permanent importance; that levees and their immediate neighborhood are unfavorable locations; and that public roads and property boundaries are by far the most favorable locations. Report of Assistant Engineer Morrow is appended (marked E).

A study of areas of land lost, and probable volume of earth swept into the river, has been made by Assistant Engineer Ockerson. His results are appended (marked F).

The field work of surveys has been continuous since April, 1891, or, includiug reconnaissance, since March, 1891.

The triangulation work closed at Fort Louisa on July 28. The same day the steamer Patrol and quarter boat Illinois started down the river. On the morning of July 31 the quarter boat was left at Hop Hollow, near Alton, and a part of the force began looking up permanent marks for the topographical work. The Patrol reached St. Louis on August 1, coaled on 2d (Sunday), and left on 3d. Topographical work began with full force on August 4. This work closed at Hannibal on November 13. The Patrol reached St. Louis on November 15 and left on November 17, with Caving Bank and Stone-line party. This party returned on April 12. The repairs. of Patrol were completed at Cairo on April 18; she arrived at St. Louis April 20, her boilers were tested on April 23, and left on triangulation work on same day. The reconnaissance party, in the field since March 28, joined at New Boston and work began on April 25. The personnel of these parties was transferred from work to work as the same progressed. The precise level parties, independent in organization, were, in addition to these, in the field up to September 28 and October 20.

The topographical party got out of the upper river less than a week before the first closing of the ice lowered the water. The Caving Bank party finished their work before the sloughs were full, and made their return trip on a rising river. The triangulation party reached their field before the rise of the Upper Mississippi became important.

All parties were inspected one or more times in the field.

Manuscript charts, etc.-On July 1, 1891, detail charts, scale 1:10000, were completed, except titles and notes, as far as the southern boundary of the city of St. Louis, with two sheets extending to Alton, projected and outlined.

They are now completed, except titles and notes and mechanical printing of topographical signs, to include No. 121, extending to stone line 74, 3 miles above Cap au Gris. Nos. 122-3-4, extending to midway between stone lines 85 and 86, are in prog

ress.

In connection with them the sounding plat, serving also as index sheet for charts in progress, is completed to stone line 88; the field plats are traced to stone line 82. Sheets 1 and 2, index charts, for charts on scale 1:20000, have been prepared. A plat of the triangulation of 1891 has been made. Copy is herewith presented (with Assistant Engineer Stewart's report).

The office force for this work consists of the field topographers. All surveys and mapping have been under supervision of Assistant Engineer Ockerson.

On July 1, 1891, topographical maps, scale 1 inch: 1 mile, were completed to 6 miles above Chester, Ill. (126 miles above Cairo), with one sheet extending to 148 miles above Cairo in progress. They are now completed to Waterworks, St. Louis (195 miles above Cairo), with one sheet extending to mouth of Missouri River (207 miles above Cairo) in progress.

This work is in the hands of Mr. C. W. Clark.

Published charts and maps.-The charts and maps published by the Commission are the following; except official issues under resolution of the Commission, they are, in accordance with law, sold at the prices annexed. The publication of the first is completed; that of the others is in progress:

Alluvial Valley (scale, 1 inch : 5 miles)..
Alluvial Valley (scale, 1 inch:5 miles)
Mississippi River (scale, 1:20000).

Mississippi River (scale, 1 inch: 1 mile)

Cents.

per sheet.. 10 - per set (8 sheets).. 40

per sheet.. 20 .do.... 5

On July 1, 1891, of the charts, scale 1:20000, sixty-six sheets, extending from Cairo to Donaldsonville, La. (numbered southward from 3 to 69), and three sheets, extending from Cairo nearly to Cape Girardeau (numbered northward from 101 to 103), were published; six sheets, extending to Chester, Ill., were in the hands of the printer. The southward series has not been extended. Of the northward series, fourteen sheets (Nos. 101-114), extending 2 miles above stone line 50, or nearly to southern limit of Carondelet, are now published.

On July 1, 1891, of the inch: mile maps, the series from Cairo southward in thirtytwo sheets (numbered southward 1 to 32), with index chart (three sheets), and table of distances (one sheet), was complete. Of the series from Cairo northward, five sheets (numbered 101 to 105), extending to 148 miles above Cairo, are in hands of the printer; unsatisfactory proofs have been received. There have been issued, July 1, 1891-May 31, 1892—

Proceeds of sale, $61.60, have been deposited with the assistant treasurer of the United States at St. Louis.

Physical data.-Records of gauges under the Commission, as also of certain others under Majs. Mackenzie and Miller and Capts. Willard and Taber, Corps of Engineers, under the Weather Bureau, and the Cincinnati waterworks, have been received, tabulated, and printed in pamphlet form, together with descriptions of gauges and bench marks revised to date. Results are appended (marked G).

Computation of discharge measurements made in 1891 has been completed; also three of 1890 received in January, 1892. Results, with field reports, are appended (marked H).

High-water marks for the period reported have not been received. The gauge records received at date of report do not yet show the highest waters of the period. A table of lowest gauge readings exceeding those reported in the Annual Report for 1891, pages 3555-3575, is appended (marked I).

Current gauge records have been checked, tabulated, and platted on office hydrographs.

This work has been under charge of Assistant Engineer K. Tully, with Assistant Engineer George H. Johnson, and C. A. Bonfils, computer.

Plant. The plant held under this allotment consists of the survey fleet (1 steamboat, 2 quarter boats, 14 row boats), the field and office instruments, the printing plant, and office furniture.

On January 1 the Patrol was sunk near Commerce Landing, Miss.; the circumstances are stated in connection with survey of Caving Banks.

Telegraphic report was received at this office on the 1st, and telegrams sent to Assistant Engineer Ockerson, who was at Memphis en route to inspect the work, and to Capt. Roessler, asking assistance. The services of the Halliday wrecking plant and diver, at Cairo (the only one known to the office), were engaged, and the steamer Minnetonka put in commission and a supply of lumber and tools put on board. (This was done in absence of the secretary, who returned from leave of absence on the morning of January 3.)

The Minnetonka, with wrecking boat in tow, arrived on January 4, and bulkheading was begun at once. The Halliday plant proved inefficient, and a boat with sand pump was engaged from the McNeely Towing Company at Memphis, on January 5.