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‘ ﬂlzmnir
__OF_..
~JAMES BUCHANAN EADS, M. and F. Am.‘ Soc. 0. E.
DIED MARCH 8,1887.

FROM PROCEEDINGS
OF ~THE
AMERICAN SOCIETYOF CIVIL >E_'NGIN_EERS.~ ,_


/Rlmemoir _ ,, 5 6:" i
_OF__
JAMES BUCHANAN EADS, M. and A111. S00. C.~E.

D-[ED MARCH 8, 1887.

l'7ro'/n P1'oceecZi-n.g.s- of the Avnericcm Society of Civil Engineers of illlr/rclz, 1887.

Mr. Eads was born at Lawrenceburgh, Ind., May 28d, 1820.
At this time his father, Thomas G. Eads, was engaged in mercantile
business in Lawrencebur-gh, but, meeting with reverses, in a few years
moved to Louisville, Ky., and soon afterwards to St. Louis. His family
consisted of his wife, Mr. Eads, and two daughters. ,
At this time Mr. E-ads was about thirteen years of age. The steam-
boat on which they took passage was burned, and their household goods,
which constituted nearly all of their property, were destroyed.
It was a singular coincidence that this boy, under such distressing
circumstances, should have been put ashore upon the very spot where he
afterwards located the west abutment of the great bridge that gave him
such wide reputation.
Young Eads at once sought employment, that he might contribute
to the support of his family. He was fortunate in obtaining a position
as clerk in the mercantile house of Williams & Durings; for the senior
member of the ﬁrm, Mr. Williams, took great interest in the lad, and,
noticing his eagerness for knowledge, invited him to come to his house
and study the books in his well-selected library. He-promptly availed
himself of this kind offer, and spent his evenings there, often late at
nights, in study. -
He was even then earnestly devoted to mechanical and civil engineer-
ing investigations. There is no doubt that the indigence of his family
through these early years assisted materially in developing that self-
reliance which all through his life was one of his marked characteristics,
and also gave an additional incentive for the acquisition of useful
knowledge.
‘While occupying the position with Mr. Williams, his father ﬁtted up
for him a shop in the basement of their dwelling, where he put his
mechanical ideas into form by building a veritable steamboat about six
L..
M Committee to prepare 1.1I611lOi1‘: Messrs. E. L. Oorthell and Henry Flad. J
2.
feet in length, with boilers, engines and all necessary machinery for its
own propulsion. He launched it in Ghoutcau’s pond, now Fourteenth
street, St. Louis, and had the satisfaction of seeing it navigate the pond
by real steam power.
Thus at the age_,of ﬁfteen he showed that he possessed that inventive
- genius which afterwards led the nation to seek his services in building
an iron-clad ﬂeet for its defense, made him an_ acknowledged expert in
ship-building, and gave conﬁdence in his last years to his widely pub-
lished views upon an-Interoceanic Ship Railway. _
At the age of eighteen, in 1838, he obtained the position of purser
of a steamboat on the Mississippi River, and took advantage of his op-
portunities to become intimately acquainted with steamboats in all their
details.
His experience on board steamboats led him to devise means for sav-
ing the wrecks of boats and barges that were found all along the river.
In 1842 he built a diving-bell boat for recovering cargoes. After
successfully performing such work, and testing the appliances to
his satisfaction, he ﬁtted out a much larger boat, for not only saving
cargoes, but also for lifting the entire hull, cargo and all.‘ He formed a
company to carry on “wrecking” operations, and took personal charge
of the business, which covered the whole river, from its mouth at the
Gulf to Galena, and up the tributaries of the river.
He engaged in this work for about three years, and then, in 1845,
sold out his interest and built the ﬁrst glass-works in the Mississippi
Valley; but his hard earned fortune was swept away in the collapse of
this undertaking, and he found himself ruined ﬁnancially, and $25,000
in debt. He borrowed $51,500 from his creditors and resumed the
business of raising wrecks. In 1849 twenty-nine steamers were burned
at the St. Louis levee, most of which he raised and removed. This
business was so fortunate and lucrative, that in 1859 he found himself
with a fortune of nearly half a million dollars, with his creditors long
before this paid in full.
This business required his presence and direction constantly. Its
drafts upon his ingenuity were always met by the very best practical
appliances demanded in each particular case, and he personally super-
intended the work, often going down in the diving bell himself when
his men were unwilling to go. Small of stature, and to appearance
frail and wanting in physical strength, he yet showed a remarkable
endurance under physical and mental trials that v°ery few possessed.
This was one of the most valuable experiences of his life, and his
opportunities for gaining knowledge of the river itself and for under-
standing its laws, were seized upon and studied as assiduously as if he
had known at the time that he was destined to put his knowledge to ,
- world-wide use in designing and constructing works to guide and con-
trol the mighty currents which he was contending against in his
8
wrecking operations--works and their results which have made him,
by universal consent, the greatest engineer the world has yet seen in
the hydraulics of great rivers. These experiences, and the intimate
knowledge gained of the currents, sediments, and other conditions of
the “Father of Water's,” enabled him in later years to combat suc-
cessfully errors founded on ignorance of those facts which had clearly
revealed to him the laws which controlled this great river.
Mr. Eads’ ﬁrst proposition to the United States Government was
made in 1856. He proposed to Congress to open and keep open the
channels of the Mississippi, Missouri, Ohio and Arkansas Rivers for a
term of years by removing wrecks, snags and any other obstructions.
The bill giving him this contract passed the House of Representatives
but did not pass the Senate, that body failing to take action.
At this time his health failed him and for several years he was more
or less of an invalid.
Up to this period he might be said to have been at school. Few
men, with or without the advantage of a liberal education, have had so
valuable an experience or have made better use of their opportunities.
It was a characteristic of his genius to understand quickly the natural
laws whose operations came within his observation and experience, and
to evolve new and better appliances than then existed for performing
work under these laws. Therefore. with this peculiar and intimate ex-
perience with the river and the craft that plied upon it, and with con-
stant study of principles and details, not only as they fell under his eye
and practice, but in books, of which he was a great reader and a close
student, he was at forty a graduate in the great school of hard, practical
experience, and ready to grapple successfully with the grand problems
which, by Providence itself, were now thrust upon him for prompt and
effective solution. He had no diploma which he could hang on the
wall as his evidence of graduation, but his mental training and ﬁtness
for work were of more value to him than any collegiate parchment.
\Ve should be remiss should we not delay a moment to point to the fact
that Mr. Eads was in the true sense of the words a “ self-made ” man,
and that his great success as an engineer was largely due to that in-
centive to work and study which the hard vicissitudes of life from his
early youth kept constantly alive in his heart. A lesson of the greatest
practical value is taught by this earlier stage of his life for the en-
couragement of all those, and their numbers are legion, who have to
battle with hard conditions of life in their youth. They may not have
that innate genius that characterized him, but they may secure for
themselves those qualities which his necessities developed-—persistence,
courage, and conﬁdence in themselves.
Only three days after the surrender of Fort Sumter, Attorney-General
Bates wrote to Mr.’ Eads as follows: “Be not surprised if you are
called here suddenly by telegram. If called, come instantly. In a
A
certain contingency it will be necessary to have the aid of the most
thorough knowledge of our \Vestern rivers and the use of steam on
them, and in that event I have advised that you be consulted.”
The message alluded to soon followed this letter, and Mr. Eads went
immediately to Washington. As a result of conferences with him, at
that time, by President Lincoln and members of the cabinet, he was re-
quested to give his views in a written statement, which he did, by pro-
posing to place gun-boats on the rivers, stating the kind of boats and
also specifying the location and character of land batteries.
In August, 1861, the proposal of Mr. Eads, made in response to an
advertisement of the Quartermaster-General, who had called for bids for
a number of iron-clad boats, was accepted. The Department decided
to construct seven vessels, each of about six hundred tons; draught, six
feet; speed, nine miles per hour; plating, two and a half inches thick,
and an armament of thirteen heavy guns. The casemates slanting
back at an angle of about thirty-ﬁve degrees from the water line,
extending entirely around the boat, formed a quadrilateral gun-deck.
The contract was signed August 7th to construct these seven vessels
ready for armament in sixty-ﬁve days. The conditions, and especially
the want of facilities for complying with them, would have discouraged
any but the most courageous and self-reliant. Most men would have
considered such a task impossible. The foundries, forges, rolling-mills,
saw-mills, and machine shops were idle and closed up; the workmen
were enlisting in the service; all the arts of peace were suspended; and
the dissensions of the border States had prostrated all business. The
materials which were to be put into these gun-boats were yet in their
native condition in the forest and in the ore; even the rollers for the
plates had to be built.
The following graphic pen-picture of the industries which Mr. Eads
at once set in motion is from Boynton’s “ History of the Navy during
the Rebellion,” Vol. 1, pp. 502-504.
“ The signatures were scarcely dry upon this important contract be-
fore persons in different parts of the country were employed upon the
work through telegraphic orders issued from \Vashington. Special
agents were dispatched in every direction, and saw-mills were simul-
taneously occupied in cutting the timber required in the construction
of the vessels in Kentucky, Tennessee, Illinois, Indiana, Ohio, Minne-
sota and Missouri, and railroads, steamboats, and barges were engaged
for its immediate transportation. Nearly all of the largest machine
shops and foundries in St. Louis, and many small ones, were at once
set at work day and night, and the telegraph IIDOS between St. Louis
and Pittsburgh and Cincinnati were occupied frequently for hours in
transmitting instructions to similar establishments in those cities for the
construction of the twenty-one steam-engines and the ﬁve-and-thirty
steam-boilers that were to propel the fleet. The large rolling-mills of
5
Gaylord, Son & Oo., at Portsmouth, Ohio; those of Swift & Oo., at New-
port, Ky.; and of Harrison, Ohouteau & Valle, at St. Louis, were all
employed in rolling the armor-plate. Mr. Thomas G. Gaylord, of Oin- ‘
cinnati, undertook to furnish this important material, and his prompt-
ness and energy greatly contributed to the rapid progress of the work.
To him justly belongs the credit of rolling the ﬁrst iron-plating used in
the war. Within two weeks not less than four thousand men were en-
gaged in the various details of its construction. Neither the sanctity
of the Sabbath nor the darkness of night were permitted to interrupt
' it. The workmen on the hulls were promised a handsome bonus in
money for each one who stood steadfastly at the work until it was com-
pleted, and many thousands of dollars were thus gratuitously paid by
Mr. Eads when it was ﬁnished. On the 12th of October, 1861, the ﬁrst
United States iron-clad, with her boilers and engines on board, was
launched in Oarondelet, Mo., in forty-ﬁve days from the laying of her
keel. She was named the St. Louis, by Bear-Admiral Foote, in honor
of the city. In ten days after the Carondelet was launched, and the
Oincinnati, Louisville, Mound City, Cairo and Pittsburgh followed in
rapid succession. An eighth vessel, larger, more powerful and superior
in every respect, was also undertaken before the hulls of the ﬁrst seven
had fairly assumed shape. Thus one individual put in construction and
pushed to completion within one hundred days a powerful squadron of
eight steamers, aggregating ﬁve thousand tons, capable of steaming at
nine knots per hour, each heavily armored,_full_v equipped, and all
ready for their a-rmament of one hundred and seven large guns. The
fact that such a work was done is nobler praise than any that can be
bestowed by words.”
“ It is to be regretted, however, that the promptness and energy of the
man who thus created an iron-clad navy on the Mississippi was not met
on the part of the Government with an equal degree of faithfulness in
performing its part of the contract. On one pretext or another, the stip-
ulated payments for the work were delayed by the War Department,
until the default assumed such magnitude that nothing but the assist-
ance rendered by patriotic and confiding friends enabled the contractor,
after exhausting his own ample means, to complete the ﬂeet. Besides
the honorable reputation which ﬂows from success in such work, he has
. the satisfaction of reﬂecting that it was with vessels, at the time his own
property, that the brilliant capture of Fort Henry was accomplished,
and the conquest of Donelson and Island No. 10 achieved.”
“ The ever-memorable midnight passage of Island No. 10 by the Pitts-
burgh and Carondelet, which compelled the surrender of that powerful
stronghold, was performed by vessels furnished four or ﬁve months
previous by the same contractor, and at the time unpaid for.”
In April, 1862, designs were solicited by the Navy Department
from Mr. Eads for light-draught armored vessels for use on VVestern
6
rivers, with rotating turrets. He submitted plans on his own designs
especially for the turrets and machinery for handling the guns. The
models for these turrets are now, through the courtesy of the heirs of Mr.
Eads, the property of the Society, and we therefore, give a brief descrip-
tion of them.
The guns were placed on a platform moving vertically on a steam piston.
They were loaded in the hold of the vessel, and quickly raised by the
piston to the level of the embrasures, which were but little larger than
the muzzles of the guns; by'a simple contrivance the muzzles were kept
in constant range with the embrasures, so that, by depressing the plat-
form elevation was given to the guns, and raising it depressed the guns;
twenty-one degrees of elevation and ﬁve degrees of depression were thus
obtained. Horizontal steam cylinders attached to the guns ran them
into position, and their recoil was absorbed by the pistons; the ports
were opened by steam and closed instantly by the recoil of the gun, and
the walls of the turret rotated on spherical balls. Many of the move-
ments were automatic, and one man, by handling the levers and valves,
could easily operate all the movements of the gun with absolute precision.
He constructed in all fourteen heavily-armored gun-boats and con-
verted seven transports into what were called “tin-clads” or musket-
proof gun-boats; and he built, in addition, four heavy mortar-boats.
“ Thus was commenced the squadron on the \Vestern waters which
became afterward such an important and even indispensable arm of de-
fensive and offensive operations. Withoiit it the rebellion could not
have been overcome, for the Mississippi could not have been opened,
and the lines of the rebels could not have been broken through. Others
shared nobly in the subsequent work, but Mr. Eads was the efficient and
successful pioneer, and by him, almost unaided, the Government was
enabled to put the ﬁrst fleet of iron-clads on the Mississippi and its
tributaries. Such men deserve a place in history by the side of those
who fought our battles.” (See Vol. I, pp. 506-507, Boynton’s “ History
of the Navy during the Rebellion”)
His next work was the construction of the arched bridge over the
Mississippi River at St. Louis, with whose history and plans most
of the older Members of the Society are familiar, hence only its prin-
cipal features will be described. Since its construction, in the years
1867—74, many important bridges have been built and deep foundations
sunken, but at the time the work was commenced on this bridge there
were no well-known precedents for some of its principal features or
dimensions. The sudden changes in the river bed at this point made it
necessary to go to the bed rock for the foundation of the piers. The
base of one pier is 136 feet below high water, and it was sunken
through 90 feet of sand and gravel; another is 130 feet below high
water, and it went through 80 feet of sand.
The piers are massive structures, one of them weighing 45,000
7
tons. The central span is 520 feet in the clear, and the two side spans
502 feet. The plan of the superstructure is a ribbed arch carrying a
double-track railway with a broad wagon way above.
By the requirements of the Act of Congress the clear height was ﬁxed
at 50 feet above the City Direetrix.
To show how doubtful was considered the practicability of erecting
spans of the length required, the following extract is given from the
resolutions adopted by a convention composed of twenty-eight of the
leading civil engineers of the United States, and whose names were
appended to the report of the convention: “ Resolved, That we as
practical engineers cannot conscientiously recommend to the parties in
interest to venture upon the construction of spans of as great length as
the maximum one prescribed by law ” (500 feet).
Mr. Eads however so clearly proved the correctness of his plans and
showed that engineers of international reputation had designed even
longer spans, which had been approved by their brother engineers, and
that there were in existence at the time bridges whose spans were nearly
equal to his proposed plans, that the Bridge Company were fully
satisfied with his designs, and he proceeded with the construction of the
work.
The years spent in this great enterprise were fraught with care,
anxieties and constant labors.
N 0 one can read his masterly reports upon this bridge without being
deeply impressed not only with his intimate knowledge of the details of
the work, but with the fact that he designed nearly all of them himself.
The conditions were so extraordinary in many respects, that it re-
quired a master mind, a real mechanical genius, to devise and in-
vent many appliances, particularly for the deep foundation work.
The “ Eads’ sand pump,” a model of which is in the possession of the
Society, although very simple, was a novel device and utilized forces in
such a way as to greatly facilitate the removal of the material from
under the caissons. Many of the peculiar arrangements of the air-locks
were devised by Mr. Eads for that bridge, and some of them were after-
wards used in sinking the piers of the Brooklyn Bridge.
In 1881 the historian of the St. Louis Bridge, Professor C. M. ‘Vood-
ward, Assoc. Am. Soc. C. E., of \Vashington University, paid the follow-
ing well-deserved tribute to the engineering of the east abutment of the
bridge: “The construction of the east abutment was a signal triumph
in engineering. It was quite unparalleled both in size and in the
depth to which it was sunk, and it stands to-day the deepest subaque-
ous foundation ever built,”
As to the superstructure, it marked an era in bridge-building, and
particularly in the character of materials. The obstacles met with in
the manufacture of steel to meet the requirements of spans of this
kind and length were serious and many. The steel-makers found that
8
their facilities were inadequate to the magnitude of the work they had
undertaken; they had no workmen of sufficient skill, and their foremen
had never worked steel in such large masses. The rigid tests, both for
maximum strength and for elastic limit, were new, and the character
of the workmanship was quite exceptional.
Speaking himself of the bridge, and of the various unforeseen
expenses and difﬁculties that had attended its construction, Mr. Eads,
in his report to the Bridge Company in 1871, closes as follows:
“When all of the many diﬁieulties that have retarded this great
work shall have at last been surmounted and the bridge becomes an ac-
complished fact, it will be found unequaled in the important qualities
of strength, durability, capacity and magnitude by any similar structure
in the world. Its great usefulness, undoubted safety, and beautiful pro-
portions, will constitute it a national bridge, entitlmg those through
whose individual wealth it has been created to the respect of their
fellow men; while its imperishable construction will convey to future
ages a noble record of the enterprise and intelligence which mark the
present times.”
The magnitude of the work may be appreciated from the following
summary of its dimensions, quantities and weights:
Length of the piers at base about 85 feet, width about 60 feet;
length at top about 63 feet, width about 24 feet.
Height from bed rock to top of masonry: greatest, 192 feet 9 inches;
least, 112 feet 8-1, inches.
Foundations below low water: greatest depth, 91 feet; least depth,
13 feet. Below high water, greatest 135 feet 7 inches, least, 54 feet 7
inches.
Total amount of masonry and concrete, 102 897%; cubic yards.
Total weight of steel, iron, wood and tracks, 13 135 500 pounds.
The following from London Engi'neer2')zg, written just before the
completion of the bridge, will show the appreciation by the engineering
profession in England of the magnitude of the work and of the great
qualities demanded for its success.
“ Our present requirement being to select some example of the most
highly developed type of bridge-building of the present day, we have
no diﬂiculty in passmg before ourselves in mental review the different
works now in progress throughout the world, and we have still less
diﬁicultyiin selecting as our example the magniﬁcent arched bridge now
almost completed by Oaptain Eads at St. Louis. In that work the
alliance between the theorist and the practical man is complete. The
highest powers of modern analysis have been called into requisition for
the determination of the strains; the resources of the manufacturer
have been taxed to the utmost in production of material and perfection
of workmanship; and the ingenuity of the builder has been alike taxed
to put the unprecedented mass into place. In short, brain-power has
9
been called into action in every department. One long-sighed-for re-
sult, the welding of the theoretical and practical man into one homo-
geneous truss, without which no truly great undertaking could possibly
be carried out, has at last been attained.”
The St. Louis Bridge was scarcely completed when Mr. Eads turned
his attention practically to a subject that had long been in his mind
and desires, since his proposition to the Government in 1856 to open
up and maintain the channels of the rivers, and that was the opening
of the mouth of the Mississippi River, where the sand bars lying at the
embrochure of the passes into the Gulf, had become a very serious ob-
struction to the commerce between the Mississippi Valley and the
ocean.
In February, 187-1, he made a formal proposition to Congress to open
the mouth of Southwest Pass and maintain the channel. This he agreed
to do at the sole risk of himself and associates. The attacks upon his
proposition from all sides, and the gallant and victorious ﬁght which he
waged single-handed in Congress and out of it, have already become a
part of the history of this important work, and need not be repeated
here. The valor, fortitude and persistence of Mr. Eads in these con-
troversies only showed his natural traits of character, and revealed an
adversary in polemic discussion that few cared to meet. His papers,
addresses and communications to Congress and to the magazines and
newspapers, during the preliminary stages and the construction of this
work, are probably unsurpassed 1n value as engineering expositions of
the principles controlling the flow of water, the movement and deposi-
tion of sediment, and of the correct methods of river improvements.
The principal opposition to his proposal came from those army engi-
neers who had proposed to solve the problem by building a canal from
Fort St. Philip, on the main river above the head of the Passes, to the
adjacent sound. After considerable discussion a commission of engi-
neers, composed of three army engineers, three civil engineers and a
member of the United States Coast Survey, was authorized by Congress.
At the next session of Congress this commission, after personally
examining certain important rivers of Europe, which had been improved
by jetties, reported 1n favor of the plan proposed by Mr. Eads, and
recommended its application to the South Pass, the smallest of the
three, where the depth on the bar was about eight feet, in place of the
Southwest Pass, selected by Mr. Eads, where the depth was over twelve
feet.
The work was commenced in the summer of 1875, the construction
of which required about four years, the channel demanded by the con-
tract with the Government having been obtained in July, 1879. Its
dimensions were, a depth of 26 feet with a a width of 200 feet at that
depth, and a central depth of 30 feet without regard to width.
Mr. Eads brought to the construction of this important work the
10
same genius that had characterized his management of the St. Louis
Bridge. No obstacle, whether of an engineering or ﬁnancial character,
dismayed or even discouraged him. His great qualities were exhibited on
this work in a marked degree. His knowledge of the laws of currents;
his predictions of complete success by working in accordance with these
laws; his unalterable determination to achieve success, and his unfalter-
ing faith in the darkest hours of that work were indelibly impressed
upon the minds of his intimate associates, so that, whatever his de-
tractors said, those who knew him best felt the inspiration of his great
genius, a conﬁdence in his consummate skill, and a repose in his un-
swerving conﬁdence in the ﬁnal result.
The following words from an address delivered at St. Louis imme-
diately after the passage of the Jetty Act show the high purpose and the
implicit faith of Mr. Eads. He rested calmly in the operation of laws
which he knew, from practical experience and careful study, were con-
trolling the forces with which he was dealing.
“ If the profession of an engineer were not based upon exact science,
I might tremble for the result in view of the immensity of the interests
which are dependent upon my success. But every atom that moves
onward in the river, from the moment it leaves its home amid crystal
springs or mountain snows, throughout the 1 500 leagues of its devious
pathway, until it is ﬁnally lost in the vast waters of the Gulf, is con-
trolled bylaws as ﬁxed and certain as those which direct the majestic
march of the heavenly spheres. Every phenomenon and apparent eccen-
tricity of the river, its scouring and depositing action, its caving banks,
the formation of the bars at its mouth, the effect of the waves and tides
of the sea upon its currents and deposits, are controlled by laws as im-
mutable as the Creator, and the engineer needs only to be assured that
he does not ignore the existence of any of these laws, to feel positively
certain of the result he aims at.
“I therefore undertake the work with a faith based upon the ever-
constant ordinances of God himself; and so certain as He will spare my
life and faculties for two years more, I will give to the fslississippi River,
through His grace, and by the application of His laws, a deep, open,
safe and permanent outlet to tha sea.”
The jetties which Mr. Eads designed and built extend from the land’s
end at the mouth of the South Pass about two and a quarter miles out
over the bar and into deep water in the Gulf. The jetties are parallel,
and the channel between them is about seven hundred feet wide. They
are built of willow mattresses, sunken by stone and capped near the
sea ends with massive concrete blocks, the largest of which weighﬁ‘Q
tons, and were, at the time they were put in position, the largest blocks
ever placed on sea walls.
The works at the Head of the Passes required skillful designing, for
the conditions there were very complicated. By employing permeable
M
11
constructions, deposits were induced and the river compelled to excavate,
by its accelerated current, a channel through the bar which had ob-
structed the entrance to South Pass, and on which there were but 15
feet of water.
“As at the Jetties, so at the head of the Passes, the works have
simply assisted nature in opening channels and in building banks.
“ When we contemplate the fact that these works are composed almost
wholly of light willows with a large portion of the mattresses standing
on edge, simply as screens to check the current and cause deposit, they
constitute a remarkable illustration of how completely the immense
forces of nature may sometimes be controlled by a wise use of the most
inexpensive and unsubstantial materials, which nature seemingly places
within convenient reach of man for the very purpose.
“ Here, by the gentlest influences the mighty current is swayed and
directed completely obedient to his will. There is no instance indeed
in the world where such a vast volume of water is placed under such ab-
solute and permanent control of the engineer, through methods so
economic and simple as those adopted at the head of the Passes of the
Mississippi River.”
The -character of this work; its great importance to the com-
mercial interests of the country and the worl-d; its successful accom-
plishment; the continued maintenance of the deep and wide channel
which the works created; the difficult engineering problems which were
solved so successfully, all conspired to place Mr. Eads in the foremost
rank of hydraulic engineers, as his great bridge had already placed him
in the front rank of bridge engineers.
The unselﬁsh patriotism and desire to promote the welfare of his
country are seen in nothing in his life more than in his persistent efforts
to secure the improvement of the Mississippi River from the Gulf to
the mouth of the Ohio. Some of the most laborious years of his life
were spent in efforts to obtain the legislation from Oongress necessary
to inaugurate a comprehensive system of river improvement under a
mixed commission. It is not enough to say that he did more than any
one to accomplish this; it is only the truth to say that without his
untiring efforts neither the commission nor the improvement works
would have existed.
In the clearest and most convincing manner he stated the plan
of improvement in documents addressed to Oongress and in addresses
before public meetings in the Mississippi Valley. Between 1874 and
1879 he outlined one of the most magniﬁcent and comprehensive plans
which hydraulic engineers ever undertook in this or any other country.
By untirin“g efforts he at last brought about a public sentiment in favor
of the improvement and obtained the necessary Oongressional action.
The commission was appointed in 1879 and presented its preliminary‘
report February 17th, 1880. He was appointed on this commission and
12
served two years, when his failing health and the cares of other im-
portant business compelled him to resign and go abroad. He, however,
to the time of his death, was most deeply interested in this great work,
and deplored what he believed to be the departure of the commission
from the true principles of the improvement, and combated false
methods with all the strength of his great intellect. This is no place
to indulge in controversial discussions, but it is only a duty to Mr. Eads
to make a brief statement of the views and plans, for whose adoption,
execution and preservation he had been for several years such an earnest
and untiring advocate.
The improvement of the great river and the welfare of the great
valley were among the most cherished objects of his life, and he could
not brook any departure from the correct principles, even though it was
counseled by his best friends. As far as this important question was
concerned, they were his enemies who opposed its correct treatment,
and he mercilessly fought them in order that he might bring about the
adoption of correct plans in place of what he believed to be incorrect
ones. This intense earnestness in the discussion of this, to him, vital
question, often made him appear a bitter and unrelenting foe to his oppo-
nents; but no man ever lived with a kinder heart than he, even towards
those who opposed him. To him the unfolding of great and correct
principles was more than personal friendships. His beliefs were his
friends, if they held within their grasp and scope the weal of humanity.
The following extracts are from his “ Minority Report of Mississippi
River Commission, April, 1882.”
“I have named three controlling principles which are present in
every problem presented by the characteristic phenomena of the river.
Each one of these is very simple in itself. It is however absolutely
necessary to remember each of them to fully comprehend the subject,
and to be able to recognize the respective influence of each in creating
these phenomena. I will briefly repeat them to more strongly impress
their importance. The ﬁrst is the force producing the current. This
force is simply the result of the fall of the river from a higher to a lower
level. The second is the frictional resistance of its bed. The fhivvl is
the intimate relation between the quantity of sediment carried in the
water and the velocity of the current. If we increase or decrease the
current from any cause, we increase or decrease the quantity of sediment
carried by the river. We can increase or decrease the current tem-
porarily by either of two methods, namely, by altering the slope, or by
altering the frictional resistance. Therefore by these two methods the
scouring and depositing effect can be produced. If we increase the cur-
rent during the floods we produce a greater deepening and enlarging of
the channel through the shoals, and they are left in better condition
during low water, and at the same time we ultimately lower the height
of the flood. If we decrease the current we produce shoals and higher
ﬂoods.”
13
He constantly and persistently held that the “jetty ” principle,
which the Commission originally adopted, should not be departed from;
that the contraction of the channel, by permeable works, to its normal
width of about 3 000 feel would accomplish the desired result, which
would be not only a deepening of the channel for navigation, but a
restoration of the bed of the river to an approximately uniform plane,
in place of the strikingly irregular bed, with its deep holes and uplift-
ing bars, which were due entirely to the varying widths of the river in
its unrectiﬁed condition; and that therefore it was utterly useless to
waste money in impracticable attempts to hold the caving concave banks
of the river by costly revetments, which, he contended, had already
swallowed up millions of public money without any useful result to
show for it.
From the ﬁrst he contended that the proper improvement of the
river by deepening the channel would decrease the frictional resistance
to the current by lessening the surface exposed to it; that then the
ﬁood volume would flow on lower slopes; that the practical result would
be the lowering of these ﬂoods; that the necessity for high levees would
no longer exist, and that the 30 000 square miles of rich alluvial lands,
new subject to inundation, would be effectually reclaimed by the same
works that produced and maintained a deep channel from Cairo to New
Orleans.
In all the years during which he worked and fought for this grand
result he had no selﬁsh interest to subserve; no contract to execute;
nothing himself to gain; and he had no thought even of the fame that
would come to him as the crown of his unremitting eﬁ'orts, for wealth
he had already, and fame was not wanting.
The channel at the mouth of the Mississippi River was obtained in
July, 1879. The Panama Canal Congress was held in May of the same
year.
/ The attention of the civilized world was directed, as never before, to
an interoceanic transit-way. Mr. Eads conceived the idea of extending
the Mississippi River, commercially speaking, into the Paciﬁc Ocean;
and of opening up to the eastern coast of Mexico and the States border-
ing the Gulf and to the great valley of the Mississippi, the rich markets
of the Paciﬁc, and at the same time to connect the Atlantic and Paciﬁc
coasts of the United States by the shortest possible route by way of the
Tehuantepec Isthmus, where a crossing for ships would effect a saving
of 2 000 miles over the Panama route, and 1 500 miles over the Nicaragua
route. As a canal was impracticable at Tehuantepec, he proposed
to build a ship railway for the transportation of ocean vessels over
the 140 miles of land that separate the Gulf of Mexico from the Paciﬁc
Ocean. He at once began the preliminary plans for the work, and
made a careful study of the subject in the fall and winter of 1879.
On March 9th and 13th, 1880, he appeared before the select Commit-
/
14
tee of the House of Representatives on Interoceanic Canals, and replied
to Count dc Lesseps, who was advocating the construction of the
Panama Canal. In his remarks Mr. Eads explained, in considerable
detail, his plans for a ship railway, and contended that it was entirely
practicable. On August 11th, 1880, he delivered an address before the
San Francisco Chamber of Commerce on the “ Interoceanic Ship Rail-
way,” in which he said:
“ Standing in your presence to-day, and conscious of the full import
of my words, I declare to you, First, that a ship railway can be con-
structed at one-half the cost of a canal with locks, and in one-half the
time. Second, that when completed, the railway can be maintained and
operated at a cost not exceeding that of a canal. T hird, that your largest
vessels with their cargoes can be safely carried from ocean to ocean in
one-half the time required for a passage through the canal.” And he
then gave additional reasons for his preference for a railway.
In November, 1880, he went to Mexico, and obtained a valuable con-
cession from the Mexican Government for building a ship railway. He
instituted the preliminary surveys by the assistance of that government,
and went with the engineering party to the Isthmus on board a Mexican
government vessel which had been placed at his disposal.
In March, 1881, he presented his views on this subject in the lVorlh
Americrm Review, and explained and enforced the controlling principles
at considerable length.
In the winter of 1881 he made a proposition to Congress to build
the railway at his own expense and at his own risk, provided the
Government would guarantee a dividend of 6 per cent. for 15 years
after he had, by the actual construction and operation of the rail-
way, proven its practicability. I-Iis views of the feasibility of the rail-
way were supported by the professional opinions of a large number of
practical experts both in the United States and England, and the Senate
and House Committees favorably reported the bill, but the Senate failed
to take action upon it.
In 1885 Mr. Eads obtained a modiﬁcation of the concession from
Mexico, by which that Government guaranteed that one-third of the net
revenue should amount to $151 250 000 per annu1n, and granted several
other important changes which increased the value of the concession.
He then introduced a new bill in Congress by which, when the Ship
Railway should be entirely completed and put into operation, transport-
ing large ocean vessels fully laden, the Government guaranteed that two-
thirds of the net revenue should amount to $2 500 000, Mexico having
guaranteed the other third.
This bill was favorably reported by the committee of the two Houses
before the end of that session, but in the last session of Congress it was
deemed advisable to exclude all guarantee clauses and ask for a simple
charter. Mr. Eads went to Washington this last winter, in January,
15
although in very poor health, to secure the passage of the Act, conﬁ-
dently believing that it would insure the raising of the capital, in
this country and England, necessary to build the railway. He was
not able to remain in Washington, and by the advice of l11S physician
and friends sailed for Nassau, N. P., Bahamas, where he died after a
short illness. After his arrival at Nassau his health rapidly improved,
but he contracted a slight cold which resulted in congestion of the
lungs. This was the remote cause of his death, but the direct cause
was urzemia, from which he had been a great sufferer for several years.
During these years, and until his death, Mr. Eads not only advocated
the important project of a ship railway, but devoted much of his time and
attention to the preliminary work necessary to place the enterprise
squarely and fully before the world. He did not hesitate to support his
opinions with his money; and although he had associated with himself
about ninety promoters, all ﬁnancially interested in the work, he went
far beyond any of them in furnishing the necessary funds for making
elaborate surveys, plans and a model illustrating them, and in meeting
the expenses incident to so great a work. His views, advanced by
himself and those associated with him, and sent to all parts of the
civilized world, have gained a ﬁrm foothold in the belief of thinking
men everywhere.
His last engineering work, while sick at Nassau, was the examination
and review of the plans for an improved hydraulic lift for the Ship
Railway which he had placed in the hands of a mechanical engineer
before he left this country.
He exhibited in his last hours the same heroic courage and sublime
faith that characterized his entire life. He was not afraid to die, but
such was his devotion to the great enterprise in which he was engaged,
so strong was ll1S presentiment that he would live to see the fruition of
his hopes, that he could not think of leaving the world until his work
was done, and he should see with his own eyes what the great poet saw
in vision.
“ Lo, ships, from seas by nature barred,
Mount along ways by man prepared,
Along far-stretching vales, whose streams
Seek other seas, their canvas gleams;
And busy towns grow up on coasts
Thronged yesterday by any ghosts.”
The pure motives which actuated Mr. Eads in this great project, and
the lofty purpose that led him to devote his life and bend all his ener-
gies to its accomplishment, can be clearly read between the lines of the
following extract from his address before the Boston Society of Arts,
May 19th, 1885:
“When this work is completed, as I am sure it will be, and that long
before a canal is cut across the American Isthmus, the beneﬁts will he
16
felt by our fellow men all over the world. Not only in lessening the
cost of transportation on the necessaries and luxuries of life, and in
shortening - the long, weary, trackless distances which now separate
nations from each other, and by opening new markets for the multitude
of commodities which are interchanged by the various peoples of the
earth, but also by bringing distant communities into more social and
commercial relations with each other, whereby the better sympathies
and sentiments of each will be promoted, their prejudices removed, the
amenities of life increased, and the beneﬁts of civilization, science and
religion more surely tend to the increase of ‘ peace on earth, good-will to
men.’ This work, when ﬁnished, will be the realization of the ardent
wish of statesmen and philanthropists everywhere; the dream of kings
and conquerors during the last three hundred and ﬁfty years, and a
ﬁtting supplement to the grand achievements which have marked the
progress of the nineteenth century.”
The principal engineering works of Mr. Eads have now been very
briefly sketched. To speak of them at any length would require too
much space, although much more that is instructive and delineatory of
Mr. Eads’ character could proﬁtably be stated.
In addition to these more important undertakings, he examined and
reported upon many engineering projects.
In March, 1878, at the request of the City Council of Jacksonville,
Fla., he made a report upon the practicability of deepening the channel
through the bar at the mouth of the St. John's Biverl -
After the construction of the South Pass J etties he was requested by
the people of Galveston, Texas, to formulate a plan and take a contract
from the United States Government to improve that harbor. He gave
long and careful attention to the project, but Congress was not willing
to grant a contract for the work.
At the request of the Canadian Government he examined the harbor
of Toronto, Canada, and made plans for its improvement.
At the solicitation of the Mexican Government he made surveys and
elaborate plans for the improvement of the harbors of Vera Cruz and
Tampico.
He examined into the problem of the drainage of the Sacramento
Itiver, as Consulting Engineer of the State of California.
In 1884, by request of the Mersey Docks and Harbor Board of Liver-
pool, he appeared before a Committee of the House of Lords and gave
his testimony as to the effect of the terminal works of the Manchester
Ship Canal upon the estuary of the Mersey and the bar at Liverpool.
He brought to the solution of this question that same keen insight
into hydraulics and the same close application that had made him so suc-
cessful in this country. He showed so plainly the deleterious effects of
the proposed plans that the Committee decided against them. They
have since been changed to conform to his suggestions.
17
The Emperor of Brazil, Dom Pedro II, held Mr. Eads in high
esteem, and made a special visit to the South Pass Jetties when he was
in this country. He afterwards offered Mr. Eads the position which was
given, on his recommendation, to the lamented W. Milnor Roberts, Past
President Am. Soc. C. E. About two years ago he was requested by
the Brazilian Government to examine the mouth of the Rio Grande do
Sul and make plans for its improvement, but ill health and pressing
business prevented his acceptance of the offer.
Mr. Eads traveled extensively in this and foreign countries, and often
in pursuit of information bearing upon the engineering enterprises
which he had in hand.
In 1877 Mr. Eads received a diploma from the University of the
State of Missouri conferring upon him the Honorary degree of LL.D.
The letter of the President of the University, Hon. James S. Rollins,
which accompanies the diploma, is worthy of being placed in this me-
moir, for it shows the appreciation in which Mr. Eads was held by those
who knew him well in the State where the larger part of his life was
spent. “Allow me to say that this high honor has not been bestowed
upon you as a matter of mere compliment to an eminent citizen of the
State in which he resides, but on account of the high appreciation of
your high position as a man of great scientiﬁc attainments, and of the
practical uses of this extensive knowledge in improving the facilities
of commerce, developing the internal resources of the country, and
adding incalculably to its wealth and to the happiness and prosperity
of the people.
“The bestowal of such honors and the recognition of your great
services in accomplishing the noble ends at which you aim will be some
remuneration to you for the sacriﬁces and labors which you have
undergone in achieving such great advantages for our common
country. ”
In 1884 the Albert Medal was awarded to Mr. Eads, he bemg the
only American on whom this distinguished honor has been conferred.
The letter of the Secretary notifying l\Ir. Eads of the award is given.
following, as well as the resolutions of the Society.
“ Soernrr FOR THE ENCOURAGEMENT on ART,
“ l\IANUFACTUB.ES AND Connnnca,
“ JOHN STREET, ADELPHI, Lennon, W. C.,
“ June 10th, 1884.
“ SIR,—I am directed by the Council of this Society to inform you
that they have had the pleasure of awarding to you the Society’s Albert
Medal as a token of their appreciation of the services you have rendered
to the science of engineering.
“ The Medal was founded in 1862 in memory of His Royal Highness
18
the Prince Consort, and is awarded annually for distinguished merit in
promoting arts, manufactures or commerce.
“ I may add that the award is made with the approval of His Royal
Highness the Prince of Wales, the President of the Society, to whom it
has been submitted. Should you be in England I have no doubt His
Royal Highness will be pleased to present the Medal to you himself, as
he has done in previous cases; but should there be no opportunity for
his doing so, he will arrange for its transmission to you.
“I inclose for your information a list of the distinguished men of
science to whom the Medal has been given in previous years.
“ I have the honor to be, Sir, your obedient servant,
“ H. T. Woon,
“ Secretcw*y.”
“ J mans Buenauan EADS.
“ The following are the precise terms of the award:
“ Resolved, That the Albert Medal be awarded to Captain James
Buchanan Eads, the distinguished American engineer, whose works have
been of such great service in improving the water communications of
North America, and have thereby rendered valuable aid to the commerce
of the world.”
Mr. Eads took just pride in this medal, for it had been conferred
previously upon such distinguished men as Sir Rowland Hill, Napoleon
III, Sir Joseph Whitworth, Ferdinand de Lesseps, Sir Henry Bessemer,
Sir C. W. Siemens, Sir William Armstrong, Sir VVilliam Thompson, and
several other illustrious persons. '
Mr. Eads was elected a Member of the American Society of Civil
Engineers December 16th, 1868, and a Fellow March 30th, 1870. He
was Vice-President from January 18th, 1882, to January 17th, 1883.
He was elected a Member of the Institution of Civil Engineers, Great
Britain, May 4th, 1869, and Fellow of the American Association for the
Advancement of Science in 1879, and a Member of the British Associa-
tion in 1884. He was a Member of the Society for the Encouragement
of Arts, Manufactures and Commerce. He was also a Member of the
Engineers’ Club of St. Louis and of the American Geographical
Society. He was for two years President of the Academy of Science of
St. Louis.
The inventive genius of Mr. Eads is shown in the fact that nearly
ﬁfty patents were issued to him by the Governments of the United
States and England for useful inventions in naval warfare, bridge
foundations and superstructure, dredging machines, navigation, river
and harbor work, and ship-railway construction.
Mr. Eads was married, when about twenty-ﬁve years of age, to Martha
Dillon, of St. Louis, by whom he had two daughters. He married Mrs.
Eunice S. Eads, a widow, in 1854, who had three daughters at the time
of his marriage. Mrs. Eads and the ﬁve daughters survive Mr. Eads.
19
This memoir would be incomplete if it did not give some of the
leading characteristics of this truly great man, whose friendship we
prized so highly and whose great qualities and useful life may well be
emulated by us all.
Mr. Eads thoroughly mastered all the details of every subject which
he took up for investigation or execution. His method of writing par-
took of the same characteristic. He was not a rapid writer, but a slow
and careful one, often going over and over the same paragraph and
sentence. He was never satisﬁed, and would often recall the proof to
correct some expression or word that did not-exactly suit him or did not
convey his precise meaning.
In taking up any project he gave it long, careful and thorough
examination, looking at it from all sides, and laboriously reading about
it and studying upon it before committing his own mind to it or ex-
pressing his belief in its practicability or utility. When once, how-
ever, his mind was made up, it never changed; once having stepped for-
ward he never took a backward step, no matter what obstacles confronted
him; his faith never wavered, when once set upon the fulﬁllment of any
object, and the ﬁnal result shone always clear and bright above all the
din and smoke of the hard conﬂicts through which he always seemed to
be destined to march to victory. He never attacked, but, as he often
said, was constantly resisting attacks and maintaining his views against
the adverse opinions of opponents. He was always vigilant, not for his
own interests or his reputation, but for the principles which he espoused
and the enterprises which he projected and promoted.
His genius led him often unwillingly far in advance of his contempo-
raries, and, like all great inventors and men of genius, he was forever
battling for principles and projects that seemed visionary and imprac-
ticable; but, unlike most inventors and discoverers, he possessed all
those strong business qualities, and that sound common sense, practi-
cality and tact that rounded out his character and made him a giant
among men.
Possessing such qualities he could never be anything but sanguine.
He never became discouraged for a moment, however dark it seemed to
those around him; and although often broken down physically, his
mind and soul were always in the serene atmosphere of hope and faith.
His genius was versatile as his works show us, and he had the happy
faculty of adapting himself most delightfully to those with whom for the
moment he found himself; and all, young and old, cultured and uncul-
tured, enjoyed his society. He was always to every one extremely cordial
and pleasant, never seemingly in haste; and, with enormous burdens of
business pressing upon him, he was never so engrossed or careless of
others as to be heedless of their presence or of their just claims upon his
time or attention.
He was not self-conscious, and, though one of the grand ﬁgures of our
20
age, he never stooped to any one, but took them cordially by the hand,
entered at once into their troubles, cares or business, and made them
feel that he was their brother.
He was generous to a fault, and no one ever went away from him
empty handed. His kind acts and charitable deeds, if all were recorded,
would ﬁll a volume, and many were the beneﬁciaries that none knew of
but he and they.
This generous trait led him to give due credit to all his assistants,
however humble their position or unimportant their work, and to those
of us who were intimately associated with him, he took great pains to
give praise, and frequently went out of his way to do it He often said
that just praise and full credit given by him to his assistants would not
detract from his own.
We mourn his departure and miss his familiar face and form, his
kind, encouraging words, and, above all, that incentive to nobler deeds
that comes from intimate association with a great and good character;
and in his death we lose an associate and a friend, and the world a
benefactor.
/*'.'.’T-WET~ \.


.\
OF BOARD OF ENGINEERS
CORRESPONDENCE
RELATING TO
IMPROVEMENT OF THE MOUTH OF THE MlSSlSSlPPl
RIVER BY JETTIES;
BEING
APPENDIX S
( IN PART)
OF THE
I ANNUAL REPORT THE CHIEF OF ENGINEERS FOR 1875. -
WASHINGTON:
GOVERNMENT PRINTING onrron.
1875.


Rnronr
OF
BOARD OF ENGINEERS
T“ i'1
AND / /' /
OORRESPONDENOE
RELATING TO
IMPROVEMENT OF THE MOUTH OF THE MlSSlSSlPPl
RIVER BY JETTIES;
BEING
APPENDIX S
( IN PART)
OF THE
ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1875.
WASHINGTON:
GOVERNMENT PRINTING ormcn.
1875.
J
[EXTRACT FROM THE ANNUAL REPORT OF THE CHIEF OF ENGINEERS TO
THE SECRETARY OF \VAR.]
OFFICE OF THE CHIEF OF ENGINEERS,
Washington, D. 0., October 18, 1875.
MOUTH OF THE MISSISSIPPI RIVER.
The report of the Board of Engineers constituted by the third sec-
tion of the river and harbor act of June 23, 1874, for the purpose of
making “ a survey of the mouth of the Mississippi River, with a view
to determine the best method of obtaining and maintaining a depth of
water sufficient for the purposes of commerce, either by a canal from
said river to the waters of the Gulf, or by deepening one or more of the
natural outlets of said river,” &c., was submitted to Congress, and
printed, during the last session, forming Executive Document 114, parts
1 and 2, House of Representatives, 48d Congress, 2d session. '
The Board was com posed of the following members, viz: Lieut. Col. H.
G. Wright, Corps of Engineers, president; Lieut. Col. B. S. Alexander,
Corps of Engineers; Maj. C. B. Comstock, Corps of Engineers; Professor
Henry Mitchell, U. S. Coast Survey; T. E. Sickels, civil engineer; IV.
Milnor Roberts, civil engineer: H. D. Whitcomb, civil engineer.
(See Appendix S 11.)
=il< is
IMPROVEMENT OF THE SOUTH PASS OF THE MISSISSIPPI RIVER.
Section 4 of theriver and harbor act of March 3, 1875, authorizes, on cer-
tain conditions, Mr. James B. Eads, of St. Louis, Missouri, with such others
as may be associated with him, to open a wide and permanent deep chan-
nel between the Mississippi River and the Gulf of Mexico throng the
South Pass, payments for constructing the works and securing and main-
taining the increased depths to be made on certiﬁed statements of an en-
gineer officer detailed by the Secretary of War, whose duty it shall be “ to
report the depth of water and width of channel secured and maintained
from time to time in said channel, together with such other information as
the Secretary of VVar may direct,” the intent of the act being, it is stated,
“ not simply to secure the wide and deep channel ﬁrst above named, but
likewise to provide for the construction of thorougly substantial and
permanent works, by which said channel may be maintained for all
time after their completion.”
Under the provisions of this act, Maj. C. B. Comstock, Corps of Engi-
neers, was detailed, on the 8th April, by order of the Secretary of War,
for the performance of the duties prescribed for the engineer ofﬁcer,
and Lieut. C. E. L. B. Davis, Corps of Engineers, was detailed to aid him.
Mr. Eads was duly informed from the Adjutant-General’s Ofﬁce of this
detail.
In compliance with instructions from this Office, Major Comstock sub-
mitted an estimate of the cost of the examinations and surveys required
to make the necessary reports for the ﬁscal years 1876 and 1877.
4
For the present ﬁscal year the amount required is $16,656, the appro-
priation of which sum is recommended to be made at the earliest day
practicable after the meeting of Congress, no provision for the per-
formance of this duty having been made. *-
For the ﬁscal year ending June 30, 1877, the sum of $13,342 will be
required, the appropriation of which,in the river and harbor bill, is
recommended.
Copy of Major Comstock’s estimate and explanatory letter are here-
with. (See Appendix S 13.)
In compliance with the request of the Hon. Mr. Bogy, Senator from
Missouri, he was furnished, for the use of Mr. James B. Eads, with full-
scale copies of the drawings relating to the improvement of the South
Pass of the Mississippi River by jetties, which accompanied the report
(January 13, 1875,) of the Board of Engineers, provided for by act of
June 23, 1874.
These drawings exhibit the dimensions and manner of constructing
the jetties recommended by the board for the South Pass, and formed
the basis of the estimate of cost submitted by them, which estimate was
adopted by Congress as the amount to be paid Mr. Eads.
Upon the application of Mr. Eads to be secured in the use of mate-
rials on the public lands along the passes and in the neighborhood of
and above the passes, he was authorized under the act to use them, and
was furnished with a list of all vacant public lands bordering the passes
and extending twelve miles on both sides of the river above the passes,
which vacant public lands, he was informed, would be reserved by order
of the President, from sale and entry.
Regulations for the use of materials on the public lands suitable for
and needed in the construction of the works of improvement, were duly
prescribed by the Secretary of War, in conformity to the provisions of
the river and harbor act, and published. The general supervision of all
matters properly pertaining to the grant was assigned to Major Com-
stock. A copy of the regulations is herewith. (See Appendix S 14.)
Major Comstock having requested, in an explanatory letter herewith,
(Appendix S 15,) that the meaning of the phrase “average ﬂood-tide,”
from which the measurement of depths ﬁxing payments is to be made,
might be deﬁned, he was informed, with the approval of the Secretary
of War, that “the intent of the law being to secure at all times at the
head of South Pass the same depths as are required to be maintained
at the bar or mouth of the pass, the average to be adopted should be
that derived from the ﬂood-tides occurring during the stage of river
when its volume is least; that is, the average ﬂood-tide should be deter-
mined by excluding the effects of variations in the river-discharge.”
On the 8th June Mr. Eads informed the Hon. Secretary of War, by
letter, that he would soon commence the construction of the jetties.
(For copy of letter see Appendix S 16.)
On the 26th June Mr. Eads informed the Secretary of War, by letter,
that under the authority of the act of March 3, 1875, he commenced, on
the 14th June, the construction of works at the bar of the South Pass,
and that the provisional works for the construction of the east jetty had
already been extended one thousand feet from the land’s end, and were
being pushed forward at the rate of two hundred feet per day. Major
Comstock was duly advised. (See letter, Appendix S 17.)
The results of the survey of the South Pass and Bar, provided for in
section 4 of the river and harbor act, were received at this Olﬁce from
the Superintendent of the Coast-Survey on the 21st August. Copies
of them were prepared and submitted to the Secretary of War, on the
5
28th and 30th August, and were immediately transmitted from the War
Department to Mr. Eads.
1n the latter part of August, Mr. Eads requested that his contractors
for lumber might be authorized to cut ten thousand trees on the public
lands of the United States, in the counties of Hancock, Pearl, and
Marion, in the State of Mississippi, and in the parishes of St. Tammany
and Washington, in the State of Louisiana. This request was submit-
ted to the Hon. Secretary of War, with the recommendation that the
paper be referred to the Hon. Secretary of the Interior for his views as
to whether the public interests, so far as they related to the value of the
public lands of the United States, would justify the conveyance of the
authority asked for. N o objection being made in the Interior Depart-
ment to granting the authority applied for, Major Comstock was author-
ized, as soon as the reply from the Interior Department was received, to
grant the request, he taking precautions to prevent its abuse.
The report of Major Comstock upon the progress made by Mr. Eads
in the improvement of the South Pass up to September 25 is appended
hereto. It gives brieﬂy a clear description of the exact character of
the works, their progress, the materials used, and the degree of perma-
nence with which the jetties are being constructed.
(See Appendix S 18.)
REPORT.
APPENDIX S 11.
IMPROVEMENT OF MOUTH OF THE MISSISSIPPI RIVER.
REPORT OF BOARD OF ENGINEERS.
[General Orders No. 74.]
WAR DEPARTMENT, ADJUTAI\‘T—GENERAL’S OFFICE,
Washmgton, July 2, 1874.
Lieut. Col. H. G. \Vright, Lieut. Col. B. S. Alexander, and Maj. C. B. Comstock, Corps
of Engineers, United States Army ; Professor Henry Mitchell, United States Coast Sur-
vey; T. E. Sickels, IV. Milnor Roberts, and H. D. Whitcomb, are, by the President,
hereby appointed a board of engineers under the provisions of section three of the act
approved June 23, 1874, entitled “An act making appropriations for the repair, preser-
vation, and completion of certain public works on rivers and harbors, and for other
purposes,” for the purpose of making “ a survey of the mouth of the Mississippi River,
with a view to determine the best method of obtaining and maintaining a depth of
water sufficient for the purposes of commerce, either by a canal from said river to the
waters of the Gulf, or by neepening one or more of the natural outlets of said river.”
They are hereby directedb o assemble at New York City, N. Y., on the 20th instant, or
as soon thereafter as practicable, for the purpose of organizing and entering upon the
performance of their duties.
Lieut. Col. VVright is designated as president of the board.
H. D. \Vhitcomb is designated to disburse, under the direction ‘of the board, the
money appropriated to defray the cost of the survey.
The following is the section of the act of Congress above referred to :
“ SEC. 3. That a board of engineers, to be composed of three from the Army, one from
the Coast Survey, and three from civil life, be appointed by the President ; which said
board shall make a survey of the mouth of the Mississippi River, with a view to de-
termine the best method of obtaining and maintaining a depth of water sufficient for
the purposes of commerce, either by a canal from said river to the waters of the Gulf,
or by deepening one or more of the natural outlets of said river; and said board shall
make a full and detailed estimate and statement of the cost of each of said plans, and
shall report the same, together with their opinion thereon, showing which of all said
plans they deem preferable, giving their reasons therefor, to the Secretary of VVar, to
be presented at the commencement of the second session of the Forty-third Congress ;
and that the sum oftwenty-ﬁve thousand dollars, or so much thereof as may be neces-
sary, is hereby appropriated, out of any funds in the Treasury not otherwise appropri-
ated, to defray the cost of said survey.”
Approved June 23, 1874.
By order of the Secretary of I/Var :
THOMAS M. VINCENT,
Assistant Adjutam‘-General.
NEW YORK, January 18, 187 5.
SIR : The Board of Engineers, constituted under section 3 of an act of
Congress approved J une 23, 1874, having completed its labors, has the
honor to submit the following report :
The act of Congress referred to required that the board should make
plans and estimates for the cost of obtaining and maintaining a depth
7
of water sufficient for purposes of commerce at the mouth of the Missis-
sippi River, either by a canal from said river to the waters of the Gulf,
or by deepening one or more of the natural outlets of said river, and
to report the same, together with their opinion thereon, showing which
of all said plans they deem preferable.
The board was ordered by the Secretary of War to meet on July 20,
187 4, at New York City. It met on that day and commenced its duties.
As there has been no example in this country of the improvement of
a large river-mouth so as to give an outlet to the sea with much deeper
water than naturally exists on its bar, the board, in its consideration of
what experience has elsewhere shown to be practicable in such a case,
has found its only examples in the mouths of European rivers.
There has been great difference of opinion among engineers, not only
in this country, but in Europe, as to whether the best method of securing
a deep-water outlet from a sediment-bearing river which empties, like
the Mississippi, the Vistula, the Danube, and the Rhone, into a nearly
tideless sea, is by jetties or by a lateral canal. 6
At the Vistula, after vain attempts for many years to improve the
natural mouth, the river formed a new outlet, and the old one, turned
into a lateral canal, has long given the needed water-way to the im-
portant port of Dantzic.
At the mouth of the Danube, after the canal system and the jetty
system had each been proposed by eminent authorities, and neither
adopted, as a ﬁnal plan it was decided, in order to do something, to try
feeble jetties as a provisional scheme. The results were far better than
the engineer expected, and the jetties made permanent, give an admi-
rable outlet to the Danube to-day.
At the mouth of the Rhone, the engineers, after trying for many years
to secure a good outlet by dikes, which, however, never reached the
bar, abandoned that plan and built a lateral canal, which is more than
adequate to the wants of commerce.
While the results were so contradictory, the information at the com-
mand ot' the board about the above-named foreign rivers was, except
for the Danube, not recent, and very meager.
The interests involved in the proper improvement of the mouth of
the Mississippi are so great, and the work so costly, that it is impera-
tive to obtain the best possible knowledge and judgment as to the
method to be adopted. Accordingly, in order that the opinion of the
Board should be based on a full knowledge of what has been done, and
of the latest results obtained elsewhere, in this most difficult branch of
engineering, it was decided to visit the mouths of the rivers mentioned,
and, as bearing on a canal and a harbor, also the North Sea and Suez
Canal.
The result of these examinations abroad (while additional information
has been gained on almost every point relating to the problem before
them) has been to largely strengthen their estimate of the value for jet-
ties, at the mouth of the Mississippi River, of the fascine-dikes used
in Holland by Calend in the improvement of the Maas mouth of the
Rhine.
After returning from Europe, the board met in New Orleans, spending
about three weeks, of which eight days were employed in examinations
at the mouths of the Mississippi River, and at the site for a canal pro-
posed by Captain Howell. ‘
After this history ot' the proceedings of the board, the conclusions
reached will be given.
8
I.--CANAL.
A number of locations for a canal were considered by the board,
among which may be mentioned the one proposed by Captain Howell,
near Fort Saint Philip; one leaving Pass a l’Outre, about six miles
inside its bar, and running north into deep water; one leaving South-
west Pass, about six miles inside of its bar, and running cast into deep
water; and one obtained by closing the South Pass at its head by a dam
and entering it by a canal and look from the Southwest Pass, and open-
ing its mouth by dredging, the mouth being protected by jetties.
The advantages of the sites at Southwest Pass and Pass a l’Outre
are, that the difference of water-level at the two ends of the canal will
rarely exceed a foot, and may often be so small that the use of the lock-
lift would be unnecessary; that the canals would be only about three
miles long, and, being near navigable passes, all light-draught vessels
would go through the passes; and that these canals would debouch
into deep water at once, while at a distance of six miles from the Gulf
outlet of the Fort Saint Philip Canal there are only 28 feet of water at
low tide.
The objection to the site at the Southwest Pass is, that its débouché
would gradually silt up in the advance of the delta, and that the cost of
the harbor covering its entrance would be excessive. The same objec-
tion of excessive cost for protection of entrance applies to the site at
Pass a l’Outre, while the proposed outlet of the Fort Saint Philip Canal
is largely protected by Sable Island, and does not need expensive works
to cover its entrance. The sites below the head of the passes do not
give the same promise of permanence as that near Fort Saint Philip.
The plan of canalizing the South Pass would involve the difficulty of
opening and keeping open its mouth, which is the main diﬁiculty should
jetties be applied.*
After a careful consideration of the several sites, that in the vicinity
of Fort Saint Philip was adopted, with one dissenting member. Aside
from the question of cost, it offers greater hopes of permanence than
the other sites. lt does not seem probable that the river will ever devi-
ate very far from its present position at the head of the proposed canal,
and a comparison of the 24-foot curves at Sable Island on Talcott’s map
of 1838 and Captain Howell’s map of 1872 show no important change.
The board decided, then, that the canal, for which plans and estimates
should be made by them, should leave the Mississippi at a point about
ﬁve and a half miles below Fort Saint Philip, at such an angle with the
river that vessels would be able to enter it easily; that about a mile
from its beginning there should be a basin of 1,000 feet by 2,500 feet;
that before reaching the basin, and near it, there should be a lock, 500
feet long between its miter-sills, of 65 feet clear width, and with 27 feet
of water on its miter-sills at mean low tide; the part of the lock in the
vicinity of the gates to be of masonry, on a piled foundation, with heavy
grillage; the rest of the prism of the lock to be of earth, with revetted
slopes of one upon one; guard-gates to be placed above and below the
lock; the canal to be 200 feet wide on the bottom, 27 feet deep at mean
low water, and with side-slopes of 5, (or one vertical on two horizontal,)
allowing these to flatten if they will, (the bank of Cubett’s Gap stands
on a slope of nearly one on one to a depth of 60 feet ;) leaving the basin,
the canal to run in a straight line to the little bay behind Sable Point,

’* One member is of opinion that the site for a canal between the Southwest Pass and
East Bay has a decided advantage over the Fort Saint Philip site.
9
beginning to widen when it reaches 6 feet of water in the Gulf, and
widening to 1,400 feet at 24 feet of water; beyond the depth of 12 feet
in the Gulf, the canal to be without banks. As, in spite of every pre-
caution, accidents might occur which would make it impossible to use
the lock for a considerable period of time, a second entrance from the
river to the basin should be begun as soon as the canal is completed;
this second entrance having its own lock and guard-gates. As there
will be a tendency to silt up at the river end of the canal, and also in
the cut at the other end, leading to deep water in the Gulf, some dredg-
ing will be necessary. Should that at the Gulf end prove large, it might
become advisable to build dikes along the sides of the cut. The cost of
the dredging and the cost of working the canal have been capitalized,
and added to the ﬁrst cost in the following estimate:

The ﬁrst cost of the canal complete is estimated at . . . _ . . . . . . . . . . . . . . . _ _. $10, 296, 500
The annual cost of maintenance is estimated at $60,885, which, capitalized
at 5 per cent . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1,217,700
Giving for the sum needed to build and maintain canal . . . . . . . . . . . . -. --... 117514, 200
The canal is about six and a third miles long, passing through acountry
of which no part is more than 3 feet above tide, and much of its route
lies through shallow lagoons. At 2 or 3 feet below the surface, the delta
at and below the site of the canal is everywhere of bluish mud or clay,
into which a pole can be thrust, by hand, from 5 to 15 feet. On the
bars, the wave-action has sifted out and left the coarser sand in thin
layers, and such strata, perhaps from the same cause, are found else
where in the delta.
Borings 100 feet deep show the same clay, becoming more compact,
and mixed with occasional sand. At Fort Saint Philip Canal, low
water of the river is 0.7 foot above the mean level of the Gulf, and high
water 7 feet above the same plane. It is estimated that high water of
storms at Sable Point is sometimes 7 feet above mean level of the Gulf.
The lock is therefore planned for a lift of 7 feet; but as the water at
Sable Point will never be higher than that of the river at the other end
of the canal, except for a few hours during violent storms, no provision
is made for locking down into the Mississippi. Guard-gates near the
lock are provided to prevent currents rushing in either direction through
the canal.
For details as to plan of canal and estimates, see Appendix A.
II.—DEEPENING NATURAL OUTLET.
The methods which have been proposed for opening a passage through
a bar at one of the mouths of the Mississippi are two:
First, by stirring up in some way the material of the bar, so that the
current shall sweep it away into deep water;
Second, by conﬁning a mouth of the river by jetties on the bar, so
that, aided, if necessary, by dredging or stirring up, the water shall be
able to scour a channel through the bar, and to maintain it when once
formed.
Judging from the results thus far obtained, the Board is of the opinion
that no admissible expenditure of money can permanently maintain by
the stirring process a depth of 20 feet at mean low water at the mouth
of the Mississippi; and as they do not consider this an adequate depth,
they deem the ﬁrst process named inadmissible.
In considering the method by jetties, it may be well to state the facts
on which their application at the mouths of the Mississippi is based.
10
On examining a map of the mouths of this river, it will be seen that
each pass through the greater part of its length has a nearly constant
width, but that it widens toward its bar, so that on its outer crest it has
several times its ordinary width, while its depth is less in something like
the same proportion. The cause of this change seems to be the follow-
ing: The river-water as it approaches the bar is somewhat above the
level of the Gulf, and so tends to diverge, the stream thus becoming
thinner and wider. This thinning and widening is aided by the greater
density of the salt water, which makes the fresh water rise over it on a
slope that is steeper as the velocity of the river-water is less. This
thinned sheet of water forms its own banks as the bar moves out to sea ;
but, as in this wide, shallow stream the friction is great near the banks,
deposits begin there, the stream is narrowed and deepened, and in time
that part of the stream obtains the form already assumed by the por-
tion above, which allows the water to pass with least resistance. To-
day, while there are but 7 feet of water on the outer crest of the
South Pass bar, it is yet only about 12,000 feet from the bar to 30
feet of water above the bar, and it follows, if the bar’s progress
into the Gulf has been for the last one hundred and twenty years the
same as for the last thirty-six years, (about 100 feet per annum,) that one
hundred and twenty years ago the outer crest of the South Pass bar was
where now there is a deep channel. As the bars move out to sea, the
river is, then, all the time eroding a channel of the characteristic deep-
water cross-section behind and through them. The object of jetties is
to aid and hasten this erosion. If, starting from a point in a pass above
its bar, where there are now 30 feet of water, we build jetties which so
conﬁne the pass that it shall have the width all the way to deep water
it now has at the starting-point, we shall be helping the pass to assume
the deep-water cross-section it would ultimately take, and by aiding it,
if necessary, by dredging, should be able to reduce at pleasure the time
required for the process.
This plan is then adopted for the improvement of a natural outlet,
namely, to begin parallel dikes at the banks of a pass where there are
now 30 feet of water in the middle, and carry them over the bar to 30
feet water outside, (unless the depth is obtained before the dikes have
reached the 30-foot curve,) allowing the river to erode the bottom be-
tween the dikes till the water-way between them everywhere has the
same cross-section as at their beginning, aiding the erosion by dredging
or stirring if it is not rapid enough without.
The board considered the question of limiting the water-way to the
cross-section of 30 feet maximum depth, by converging jetties on the
bar, and by spur-dikes in the pass above, instead of by parallel dikes.
In view of the lack of experience in such work in this country, and of
the danger of excessive scour around the ends of spur-dikes, it was
deemed advisable to adopt parallel dikes as offering fewer contingencies
and less difficulty of construction. The depth of 30 feet has been chosen,
in order that some time may elapse before the bar, which will form at
the sea-end of the jetties, can have less than 25 feet at mean low-water
upon it, that being the minimum depth which it is desired to maintain.
Having adopted a general plan for the improvement of one of the
natural outlets, it remains to ﬁx on that one. As the improvement of
any will be costly, but one should be improved, and that should be made
adequate for all purposes.
The passes which have been most carefully considered are the South
and Southwest.
In comparing these passes, it is seen that while the average width
11
of the body of the South Pass is 700 feet, that of Southwest Pass is
about 1,400. The greater width is more favorable to navigation; but, in
the opinion of the board, the South Pass, when improved, will be ade-
quate to the present and prospective wants of commerce. The estimated
sum required for the construction and maintenance of the works for the
improvement of the South Pass is $7,942,110, and for Southwest Pass is
$16,053,124. It is assumed that the Southwest Pass bar advances about
three times as fast as the South Pass bar.
The South Pass being entirely adequate, the much greater cost of
improving the larger pass would not, in the opinion of the board, be
warranted either by the somewhat greater ease of entering it in storm s,
or of navigating it when once inside. The former is 12.9 miles long, the
latter being eighteen miles, and is lengthened only about one-third as
fast as the latter.
The cost of improving Pass a l’Outre would also be far greater than
for South Pass, without advantages sufficient to justify the increased
cost. The South Pass has the advantage that the works for its im-
provement, which would require at least two or three years for their
execution, would in no way interfere with commerce. The board is,
therefore, of opinion that if any natural outlet is improved, it should
be the South Pass.
The South Pass of the Mississippi is 12.9 miles long, has an average
width of 730 feet, and a minimum interior channel depth of 29 feet. It
is 11,900 feet from the 30-foot curve inside the pass across the bar to 30
' feet outside. The minimum depth on the bar is 7 feet. It discharges
at its mouth about 57,000 cubic feet of water per second,'and about
22,000,000 cubic yards of sediment in suspension per annum. It has a
shoal at its head, with a minimum depth on it in channel of 17 feet.
For the improvement of the South Pass, the board recommends par-
allel dikes or jetties, constructed of brush, fascines, and stone, in the
same general way as those used by Mr. Caland at the mouth of the
Maas.
These dikes should begin at the two banks of the pass, about 1,650
feet below the South Pass light-house, where the river has a width
of nearly 900 feet and a maximum depth of 30 feet. They should run
in straight lines, parallel to each other, in the direction of the pass,
to where the water is 30 feet deep outside of the bar, provided it should
be necessary to carry them so far to secure 30 feet depth. The dikes
for the ﬁrst 7,100 feet should be 10 feet wide on top; should then
widen gradually to 20 feet in a further distance of 2,050 feet; should
then gradually widen to 50 feet, which is to be the width in 30 feet of
water. At present, this last length would be about 2,750 feet, and the
total length of each dike 11,900 feet. The first 7,100 feet of the dikes
to have side-slopes of -§, (two vertical to three horizontal,) the rest to
have side slopes of 21- down to 15 feet below water, and beneath that
depth slopes of D}. The top of the dikes to be rounded and paved, the
crown rising to high-water of spring-tides.
The question of the average annual expense of prolonging the jetties
is a very serious one; it depends on the annual advance of the 25-foot
curve, that depth being required. At present, the muddy water issuing
from the South Pass spreads out in somewhat of a fa-n-shape, the handle
of the fan being at the mouth of the pass and the ribs several miles in
length.
1f the proposed jetties were instantly completed, and the new chan-
nel scoured out, essentially the same amount of sediment would be
spread out in fan-shape, but, from the greater velocity of the issuing
12
water, the ribs of the fan would be longer, while the handle would be
narrower. More of the sediment would at ﬁrst be deposited far out in
the Gulf than before.
But with the present rate of advance, the 25-foot curve one hundred
and twenty years a go was about 12,000 feet above its present position ;
and if the volume of water carried by the pass is kept the same, neglect-
ing the slight difference in slope of the Gulf bottom outside the present
bar, in about one hundred and twenty years a new end for the pass will
probably be formed of the same general shape as the lower 12,000 feet
of the present pass. It makes little difference, in the whole time
required to accomplish the work, whether the same volume of water
ﬂows out at starting over the present shallow bar or from between two
dikes which force the water to take a depth of 30 feet. In an average
of many years, the rate of progress must be about the same as now,
namely, 100 feet per annum, the volume of water being kept as at
present; and it is on this basis that the average annual cost of exten-
sion, namely, $130,000, has been computed.
It has already been stated that it is proposed to obtain a depth of
30 feet between the jetties, in order that some years may elapse
before the shoal which will form beyond the jetties can have on it less
than the required depth of 25 feet in the channel through it. There
are no precise data for estimating this period. Going seaward
from the upper end of the proposed dikes, the slope of the bottom of
the South Pass is about 1%. This slope doubtless depends mainly on
the velocity of the water ﬂowing through it and on the lifting of the
fresh water by the salt. As the causes remain essentially the same,
it would seem natural that the new end of the South Pass to be formed
by the sediment passing through the jetties should at least have the
same bottom slope. If this assumption were true, the bottom would at
last shoal from thirty to twenty-five feet in a distance of 5 X 440 = 2,200
feet, and the time required would be about twenty-two years. This time
would be shortened by two causes: First, there are about three million
cubic yards of material to be secured out between the jetties, thus in-
creasing the general bar-accretion by that amount and hastening the
advance of the pass. As the scour would be distributed over several
years, and as the South Pass carries about 22,000,000 cubic yards of
sediment in suspension annually to the Gulf, the effect of this 3,000,000
yards cannot be relatively large. Secondly, at and below the point
where it is proposed to begin the jetties, the river-velocity now dimin-
ishes very slowly, as it is conﬁned by a slowly widening channel, while,
when the jettics are completed and the channel scoured out, the water
issuing from them will, having at ﬁrst no banks to conﬁne it, spread out
more rapidly, thus, perhaps, losing velocity more rapidly and iormin g a
steeper seaward slope on the bottom than now exists at the upper end
of the proposed dikes. This steeper slope seaward from the 30 feet of
water between the jetties would give a shoal of 25 feet at a distance
of less than 2,200 feet, and in a period of less than twenty-two years.
The period is uncertain; experience alone can determine the precise
time. Different estimates made by this method, and others by dif-
ferent members of the board, vary largely, and ten years have been
assumed for the purpose of estimate. In ten years, then, it is assumed
that the jetties will have to be lengthened 1,000 feet. As shoals will
have formed at the ends of the jetties,it has also been assumed that the
extension will be in water averaging 15 feet in depth.
It has been stated that there is a shoal at the head of South Pass,
with but 17 feet of water on it. At present, this shoal is scouring out.
1..
Should that scouring not give a depth as great as at the shoalest point
below in the pass, the construction of a dike to deﬁect more water into
it would become necessary. Should the South Pass increase much
beyond its present size, it might become necessary to put an apron on
the bottom and sides ot' the pass, near its head, to stop that increase.
Estimates of the cost of the jetties and of the works which may be
needed at the head of the pass are given in Appendix B.
First cost of jetties at month of South Pass, of dredging, and of works
at head of pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . $5, 342, 110 00
Average annual cost of extension, including removal of mud-lumps,
should they rise, $l30,000, which, capitalized at 5 per cent., gives ---. 2, 600, 000 00

Cost of construction and maintenance of improvement . . . . . . . . . . . . . . -. 7,942,110 00
The board also made an estimate of the cost of improving the South-
west Pass, the result of which is as follows :


First cost of improving Southwest Pass by jetties . . . . . . . . . . . . . . . . . . -. $8, 253, 124 00
Average annual cost of extension, $390,000, which, capitalized at 5 per
cent.,is . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .- 7,800,000 00
Sum required to improve and maintain Southwest Pass .............. .. 16, 053, 124 00
III. METHOD RECOMMENDED.
The Board has now given plans and estimates for improving the
mouth of the Mississippi either by a canal or by opening one of the
natural outlets. It is also required to give its opinion as to which plan
is preferable. Leaving cost aside for the moment, and assuming that -
one plan can be as easily executed and maintained as the other, there
is no question that the improvement of the South Pass would be best.
It would give a good sea-entrance about 900 feet wide, and a minimum
width in the pass of about 530 feet, while the width of the canal would
be about 300 feet. It would offer no locks (liable to do or suffer injury)
to delay the passage of vessels through it. It would give an ample
unobstructed water- way to commerce in place of a narrow and obstructed
one.
If the question of cost and maintenance be considered, we have for the
canal $11,514,200 against $7,042,110 for the South Pass.
The only remaining question is whether the two plans can be executed
and maintained at about the estimated costs.
For the canal, the difﬁcult points are to maintain a coffer-dam and
secure a stable foundation on which to build the masonry. By proper
examinations, it is believed that sites can be found where coﬁer-dams
can be maintained; and, although the masses of masonry are heavier
than any which have been built in that region without settling, it is
believed that, by the plan proposed, injurious settling would be pre-
vented. The Board is therefore of opinion that the canal can be built
at the estimated cost.
In the improvement of the South Pass, the dimcult points are the
control of the water entering it, the removal of the shoal, and the main-
tenance of a channel at its head, and the execution and maintenance of
that part of the jetties lying outside of the outer crest of the bar.
While the proper method of control of the water at the head of the South
Pass must be learned mainly by trial, great diﬁiculty is not anticipated,
as such control was readily obtained on the Sulina. The construction
and maintenance of the jetties beyond the crest of the bar is a diﬁcult
work, in which there will be contingencies arising from the action of
heavy storms, either on the jetties themselves or on the material on
14
which they rest, and from settling. A liberal allowance has been made
for such contingencies, and the Board sees no reason to increase its
estimate. Indeed, it is of opinion that experience in construction may
very probably show that the cross-section of the dikes may be reduced,
thus lessening the cost. If the jetties are constructed and maintained,
the ends being prolonged as becomes necessary, the board has no doubt
that the desired depth will be obtained.
It therefore recommends that the South Pass of the Mississippi River
be improved by the plan already given.
The Board concludes its report with the recommendation that, if
Congress decides to open one of the passes of the river, the entire sum
necessary to accomplish the work be appropriated at once, or in some
way be made available.
If the mouth of the river is to be improved by jetties, the work, when
once begun, should be pushed as rapidly as possible to its entire com-
pletion. '
The Board is of opinion that the works it proposes for the improve-
ment of the South Pass can be completed in three years.
Respectfully submitted.
B. S. ALEXANDER,
Lient. Col. of Engineers, Bot. Brig. Gen., U. S. A.
C. B. Oorrsrocx,
Major of Engineers and Bot. Brig. Gen.
HENRY MITCHELL,
U. 8. Coast Survey.
T. E. SIoKLEs.
W. MILNOR ROEEETS.
H. D. Wnrroorrn.
I concur in so much of the report as refers to the selection of the
South Pass for the trial of the jetty-system of improvement, if that sys-
tem is to be adopted; also, to the plans and estimates for both canal
and jetties; but as, in my judgment, the chances of success of an at-
tempted improvement of any one of the natural outlets of the river do
not justify the recommendation of the Board, I have withheld my signa-
ture from the report.
If an adequate and permanent channel could be obtained at any one of
the passes, it would no doubt be preferable to the proposed canal.
As the ship- canal project does, in my judgment, offer reason able chances
of success, I must give it the preference over the jetty-project recom-
mended by the board.
H. G. WRIGHT,
Lieut. Col. of Engineers, Bot. lllqj. Gen.
Hon. W. W. BELKNAP,
Secretary of War, Washington, D. 0.
APPENDIX A.
Description of canal.
I. The proposed location of the canal, the basin, the locks, and the form of sea-
entrance, are clearly shown on the drawing.
II. The canal leaves the river in a diagonal direction to the stream, so as to provide
for the safe and easy ingress and egress of vessels. This entrance is made broader
than the canal proper, and is to be provided with wooden quays or wharves on either
ide.
15
III. The guard-gate against the river, which provides for the contingency of a lock-
gate being broken by a vessel entering it, is placed 1,000 feet in a perpendicular direc-
tion from the river-bank. The distance from this guard-gate, measured along the canal
to the upper end of the lock, is 1,000 feet.
IV. The lock is 500 feet long between its gates, and the gates are 65 feet in the clear.
V. At or near the entrance of the basin a guard-gate against the sea is provided.
VI. The basin is designed as a halting-place for vessels waiting their time of passage
through the locks, or towage to sea.
VII. Beyond the basin the canal preserves a uniform section for about 3-1% miles,
when it reaches the 6-foot curve of Sable Island Bay. From this point the southerly
side is continued in the same straight line out to the 12-foot curve, while the northerly
side diverges so as to present a width of canal at this point of 1,200 feet. Beyond the
12-foot curve is an open channel extending to 27 feet of water, the entrance being 1,400
feet wide.
VIII. A second entrance from the river to the basin is eventually to be provided,
the space between these two entrances, and also the triangular space between the ﬁrst
entrance and the river, to be ﬁlled up to the level of the top of the lock, as shown on
the drawing.
IX. Sections of the canal, with its banks, are shown on the drawing.
Locks, guard-gates, and coﬁer-dcmzs.
X. The estimates are made for two separate inlets from the river into a basin com-
mon to both, connecting with the main canal, each having its own separate system of
locks and guard-gates, one lift-lock and two pairs of guard-gates to each inlet.
XI. The lift-lock, arranged for 7 feet lift, is not to be built with continuous walls
between the upper and lower gates; each pair of gates is to stand upon a separate
foundation, and each pair of guard-gates is to stand upon a similar foundation. The
chamber proper of the lock is to be merely revetted excavation and embankment, hav-
ing side-slopes of about 1-3; feet base to 1 foot rise.
Coﬁer-dams.
XII. There will be eight coffer-dams, one for each pair of lock-gates and one for each
pair of guard-gates. The interior dimensions of the coffer-dam when ﬁnished will be
110 feet lengthwise of the canal and 200 feet across. It is planned thus wide in order
to admit of a very wide base to the lock-walls, a wide base of grillage, and a greater
area of piling underneath the whole as a foundation.
The coffer dam is to be constructed of ﬁve ranges of tongued and grooved squared
piles, driven close together in ranges 10 feet apart all around the intended structure,
the outer range of piling being 40 feet outside of the inner range. The piles will vary
in length in the different ranges, the shortest being 36 and the longest 55 feet; the top
of the outer range being 8 feet above low tide.
The two outer ranges of piles are to be ﬁrst driven, and the pit excavated about 11
feet deep ; then the next range of piles is to be driven and the pit excavated 11 feet
deeper, and so on, in benches, till the inner, or ﬁfth row, is driven, when the pit may
be excavated to its full depth, 37 feet below low tide, and 45 feet below the top of the
outer range of piles.
The natural material is to be left undisturbed between the ranges of piles.
The ranges of piling are to be secured and stayed together by means of longitudinal
bottom-stringers, with brace-ties bolted to the stringers, and further strengthened by
means of sloping braces extending from a lower range to the next above.
Foundation.
XIII. After the coﬂ'er-dam is ﬁnished and the pit excavated to its full depth, piles
not less than 30 feet long are to be driven over the entire space of 110 feet by 200 feet,
3 feet apart from center to center, and sawed off so as to be perfectly level. Upon
these piles a grillage of closely-ﬁtting squared timber, consisting of four ranges of 12-
inch square stuff, laid alternately crosswise and lengthwise, is to be strongly bolted to
the piles, so as to form a compact, water-tight foundation. If deemed necessary to
prevent leakage, the top-course might be made only 8 inches thick, to be covered with
a course of jointed plank 4 inches thick, spiked to the timber. The whole area of the
foundation is to be sheet-piled all around with tongued and grooved 6-inch timber.
Upon the foundation thus prepared, having an area of 110 feet by 200 feet, the lock-
walls, sufficient for one pair of gates, are to be built, the space between the two walls,
or the lock-chamber width, being 65 feet.
Jlfasonry of walls.
XIV. The walls are to be built of concrete, faced with granite, calculated for a depth
of 27 feet water on the miter-sill, and high enough to keep out a rise of 7 feet above low
tide in case of unusual ﬂoods. A counter-arch of masonry, connected with the main
walls, is to extend across the lock-chamber on top of the grillage, and the side-walls to
be made hollow by means of parallel and cross walls arched and counter-arched.
16
Estimaic for Fort Sat/nt Philip Canal—Coﬁcr-dams, locks, and guard-gates.


For piling in eoifer-dam foundation of locks and guard—gates . . . . . . . . . . . . .. $625, 762
For excavation of coffer-dams . . . . . . . . . . . . . . . . . . . _ . . . _ . . . . . . . . . . . . . . . . . . . 121,600
Timber and iron in gnllage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . .. 206, 400
Machinery and pumping during progress of the work . . . . . . . . . . . . . . . . . . - . 240, 000
Masonry of locks and guard-gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ _ . . - - 1, 122, 667
Lock-gates, miter-sills, sluice—pipes, steam-engines, machinery, and ﬁxtures,
and for removing portion of coffer-dam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . 445, 600
2,762,029
Add 20 per cent. for contigencies ..\ . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . _ ._ 552, 405
3,314,434
Revetting between gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . - - 31, 982
Two caissons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ _ - - 75, 000
Cost of coffer-dams, locks, and guard-gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 3, 421, 416
Canal and approaches. —
For excavation of canal . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . _ . .. $2, 475, 000
For excavation of basin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 750, 000
Dredging . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . _ - 1,780, 000
5,005,000
Add 10 per cent. for contingencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500, 500
5,505,500
Building of wharves at river entrance . _ . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . -. 200, 000
J etties extending to 12 feet of water at sea-end of canal . . . . . . . . . . . . . . . . - . 1, 169, 584
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 6, 875, 084
For maintenance and working of canal, annually, $60,885, representing a
capital of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. $1,217,700
SUMMARY.
For coffer-dams, locks, and guard-gates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. $3, 421, 416
For prism of canal and approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6, 875, 084
For maintenance, capitalized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 1, 217, 700
Total cost of canal .............................................. .. 11, 514, 200

APPENDIX B.
I. As stated in the report, the jetties for the mouth of the South Pass are to be com-
menced at the lowest point below the light-house, at which the natural section has a
depth of 30 feet, and to run thence to the 30-foot curve outside the bar. This gives a
length of about 11,900 feet for each, and a width between them of about 900 feet.
II. The cross-sections of the jetties exhibit the proposed forms at the outer ends, at
an intermediate point where the width at top is 25 feet, and of the upper portion where
the width is 10 feet. They are assumed to be one-third stone and two-thirds fascines.
They should be made still lighter if, in the course of construction, it should be found
practicable; piles being freely used to give stability to the mass.
ESTIMATE OF COST OF JETTIES AND OTHER WORKS AT SOUTH PASS, MISSISSIPPI RIVER.
14,200 linear feet of jetties, having width at top of 10 feet, 126,034 cubic
yards, at $5 per cubic yard . . . . . . . . - -. . . . . . . _ . . _ . . . . _ . . . . . . . . . . . . . . . . _ . $630, 170
Contingencies, including settlement, at 25 per cent . . . . . . . . . . _ . . . . . . . . . . . . 157,542
4,900 linear feet of jetties, havmg width of top exceeding 10 feet, 341,160
cubic yards, at $7 per cubic yard . . . . . . . . . . . . . . . _ . . . . . . . _ . . . . . . . . . . . . . . 2, 388, 120
Contingencies, including settlement, 50 per cent . _ . . . . . _ . . . . . . . . . . . . . . . . - . El, 194, 060
Apron on channel side of jetties, 44,444 cubic yards, at $7 per cubic yard-. 311,108
Contingencies, 10 per cent . . . . . . . . . . . . . . . . . _ . . . _ . . . . . . . . . . . . . . . . . . . . . . -. 31, 110
Estimated cost of dredging or stirring in aiding formation of channel
between the jetties and at head of pass . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . -. 250, 000
17
Works at head of pass which may be necessary in regulating pass at that

point . . . . . . . . . . . . . . . . _ . . _ . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . - . $380, 000
Annual cost of extension of jetties, $130,000, which, at 5 per cent. rate of
interest, represents a capital of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 2, 600, 000
Total cost of jetties and other works at South Pass.--. .. . . .. .- . --. .. - 7, 942, 110
S I 3.
LETTER OF MAJOR O. B. OOMSTOCK, CORPS OF ENGINEERS, INCLOSING Es-
TIMATE OE AMOUNT REQUIRED FOR SURVEYS A’1‘ SOUTH PASS, MISSIS-
SIPP1 RIVER.
OFFICE OF UNITED STATEs LAKE SURVEY,
Detroit, Mich., June 4, 1875.
GENERAL: In compliance with your instructions of April 17, I have
the honor to submit an estimate of the cost of the examinations and
surveys required at the South Pass of the Mississippi River, in order to
make the reports required under the act of March 3, 1875, for the im-
provement of that pass, for ﬁscal years 1876 and 1877.
The frequency needed in these surveys will depend largely on the
rapidity with which the work is carried on ; and the only information I
have on this subject is the newspaper report of a speech by Captain
Eads to the New Orleans Chamber of Commerce, in which he stated
that he expected to have from 22 to 24 feet of water there by J uly 4,
1876. As this latter depth would entitle Captain Eads to three pay-
ments, three surveys would be needed. A survey will be needed annu-
ally, to be ﬁnished in time for the meeting of Congress, for the Secre-
tary of War.
But should Captain Eads try various methods, seriously affecting in
any way the South Pass, an immediate survey would be of great value,
especially in case the work should be abandoned by him on account of
its difficulties being greater than he has supposed. lhe estimate is
therefore made on the supposition that so many as six surveys may be
needed in a single year ; a number not too great for a thorough history
of the work, should he work during the whole year. This will require a
steam-launch, and a surveying party kept in continuous employment.
Should but four surveys be made in a year, the cost would be but
slightly reduced.
Very respectfully, your obedient servant,
C. B. Consroox,
ﬂlajor of Engineers and Bot. Brig. Gen.
Gen. A. A. HUMPHREYS,
Ohiefof Engineers, U. S. A.

ESTIMATES FOR “EXAMINATIONS AND SURVEYS ” OF sourn mss OF mssrssrrrr

RIVER.
For ﬁscal year ending June 30, 1876 .................................. .. $16, 656 10
For ﬁscal year ending June 30, 1877 .................................. .. 13, 342 10
For ﬁscal year ending June 30, 1876:
For one steam-launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . .. $3, 500 00
For crew of 6 men and provisions . . . . . . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . .. 6, 462 50
For two assistant-engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . ........... . . 4, 200 00
For tide-gauge and paper, traveling expenses, buoys, &c .............. .. 1, 413 60
For coal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . - . 1, 080 00
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 16,656 10
S 11-2
18
\\
For fiscal year ending June 30, 1877 :
For repairs to steam~launch . . . . . . . . . . . . . . . . . . _ _ . . . . . . . . . . . . . . . . . . . . . . .. $500 00
For crew of 6 men and provisions . . . . . . . . . . . . . . _ . . _ . _ . . . _ . . _ . . . . . . . . .. 6, 462 50
For two assistant engineers _ . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . _ . -. 4, 200 00
For traveling expenses, buoys, tide-gauge, paper, &c . . . . . . . . . . . . . . . . . . . - 1,099 60
For coal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . .- 1, 060 00
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . .. 13, 342 10
O. B. OoMs'rooI<,
ll/Iajor of Engineers and Brcvct Brig. Gen.
S 14.
REGULATIONS RESPEOTING THE USE OF MATERIAL ON PUBLIC LANDS
IN OONSTRUCTING WORKS OF IMPROVEMENT AT MOUTH OF MISSISSIPPI
RIVER.
[General Orders No. 75.]
\/VAR DEPARTMENT, ADJUTAN’l‘~GENERAL’S OFFICE,
Washington, August 5, 187 5.
The following orders of the Executive are published for the informa-
tion and guidance of all concerned:
ORDERS: EXECUTIVE Mausrou, July 27, 1875.
In conformity to provisions contained in the river and harbor act, approved March
3, 1675, granting to James B Eads and his associates authority to use, for the construc-
tion ofjetties at the mouth of the Mississippi River, any materials on the public lands
of the United States that shall be suitable tor and may be needed in said works, under
such regulations as the Secretary of War shall prescribe, it is hereby ordered and
directed
1. That the general supervision of all matters properly appertaining to the grant
therein made is placed in the ofﬁcer of engineers, l\’Iaj C. B. Comstock, detailed by the
Secretary of War, under the provisions ot the said act, to report to him “the depth of
water and width of channel secured and maintained from time to time in said channel,
together with such other information as the Secretary of War may direct.”
2. Protection of the interests of the United States so jar as the taking of material is (0lI—
cerncd.--Said Eads and his associates shall, prior to taking material from any public
lands, obtain authority to do so trom the Secretary of War, their applications specify-
ing the kinds and amounts of material they wish to take from each subdivision of the
public lands; and they shall at once cease from such taking on being notiﬁed that the
authority is withdrawn.
3. Protection of the in1er(>si‘s of the Fnited States so far as structures are concerncd.—Said
Eads and his associates and contractors are authorized to erect, at their own expense,
such shops, dwellings, store-houses, and wharves, on the nnlitary reservation at the
mouth of the Mississippi. as may be necessary for the prosecution of the work, and
shall furnish a 11st and plan, showing the location of the same, to the Secretary of
War; but these shall be erected in such a way and at such places as not unnecessarily
to interfere with navigation, or any other interest in nhieh the United States is con-
cerned, whereof the Secretary of War shall be the judge. At his direction any such
structure shall be at once removed.
Protection of James B. Eads’s i.ateresis.—-No person, save said Eads and his contractors,
shall erect any building, tent, or other habitation on the military reservation at the
mouth of the Mississippi River. Any person so doing maybe summarily ejected by
the United States marshal or his deputy. But as authority has already been given to
James B. Eads by the Secretary of Vi/ar to collect the material aforesaid until he should
be furnished with the regulations as now herein given, the said Eads is authorized to
continue collecting materials under that authority until the 1st day of September, 1875,
after which time these regulations will go into effect.
U. S. GRANT.

By order of the Secretary of War:
E. D. TowNsEN1),
Adjatcmt- General.
'19
S. 15.
LETTER OF MAJOR C. B. COMSTOCK, CORPS OF ENGINEERS.
OFFICE UNITED STATES LAKE SURVEY,
J)ez‘roz'-t, Mich, May 18, 1875.
GENERAL: The act of Congress authorizing J. B. Eads to improve
the South Pass of the Mississippi River requires the measurement of
depths ﬁxing payments to be Inade from “average ﬁood-tide.’7
At the Gulf this is of course mean high water of the Gulf, but at the
head of South Pass, where work is also to be done, the meaning of the
phrase is not so clear. .
At low stage of the river its surface slowly rises from the level of the
Gulf to the head of the South Pass, (where it is a few tenths of a foot
above the level of the Gulf,) and the tides are superposed on this slop-
ing surface.
At high stage of the river its surface rises more rapidly from the Gulf
to the head of the pass, (where it may be 2 feet above the level of the .
Gulf,) and the tide, of about 1 foot, is superposed on this steeper surface.
If “average ﬁood-tide” at the head of the South Pass is derived from
the ﬂood-tides occurring during a low stage of the river, there will be
there, at all periods of the year, at ﬂood-tide, as great depths as are
required by the act at the mouth of the pass.
If “average ﬁood-tide” at the head of South Pass is derived from
ﬂood-tides occurring during a high stage of the river, there may then
be with the completed work a depth considerably less at ﬁood-tide dur-
ing some months of low river than is required by the act, at the mouth
of the pass. -
The same is true, to a less degree, if both high and low stages of the
river are used in determining “ average ﬁood-tide.”
I have then to ask whether the intent of the law is that “average
ﬂood-tide ” shall be determined by excluding or by including the effect-
of river ﬂoods; that is, whether it shall be the average of ﬂood-tides
during a low stage of the river, or during all stages.
High river usually lasts about six months, low river about four months.
Very respectfully, your obedient servant,
C. B. Consrocx,
lifajor of Engineers and But. Brig. Gen. _
Gen. A. A. HUMPHREYS, ’
Chic)" of E72.gvI'n.ccrs, U. S. A.

[Ind_,orsements.]
OFFICE or CHIEF or ENGINEERS, June 5,187 5.
Respectfully submitted to the Honorable Secretary of War.
The intent of the law being to secure at all times at the head of
South Pass the same depths as are required to be maintained at the
bar or mouth of the pass, the average to be adopted should be that
derived from the ﬂood-tides occurring during the stage of river when
its volume is least--that is, the average ﬁood-tide should be determined
by excluding the effects of variations in the river discharge.
A. A. Hunrnnnvs,
Brig. Gen. and Oh-~2'e]"QfEngi'n.eers.
The views of the Chief of Engineers are approved.
By order of the Secretary of War.
H. T. Cnosnv,
Ch-ief Clerk.
VVAR DEPARTMENT, June 10, 1875.
20
S 16%
LETTER OF MR. JAMES B. EADS TO THE SECRETARY -OF WAR.
OFFICE OF SOUTH PAss J ETTY Woaxs,
New Orleans, June 8, 1875.
DEAR SIR: I have the honor to acknowledge the receipt of your
letter of 28th May, with inclosed list of vacant public lands bordering
the passes of the Mississippi and above the head of the passes.
I beg leave to thank you for the steps taken to have these lands
reserved from sale and entry, and also for the authority given me to
proceed at once to collect from them the materials required inthe con~
struction of jetties and auxiliary works for t-he improvement of the
South Pass. ,
It affords me great pleasure to inform your Excellency that my con-
tractors, Messrs. James Andrews & 00., are preparing for the vigorous
prosecution of the work, and will, during this week, commence the con-
struction of the jet-ties, of which event I shall, at the proper time,
formally advise you. -
I am, with great respect, your obedient servant,
JAs. B. EADS.
Hon. WM. W. BELKNAP,
Secretary of WCt'l".
S I7.
LETTER OF MR. JAMES B. EADS TO THE SECRETARY OF WAR.
NEW ORLEANS, LA., June 26, 1875.
SIR : Ihave thehonor to inform you that under the authority granted
to me by the President and Congress of the United States, I com-
menced, on the 14th of this month, the construction of works at the
bar of the South Pass, intended to create and maintain a wide and deep
channel between the South Pass of the Mississippi River and the Gulf
of Mexico, and that the-contractors, Messrs. James Andrews 82; 00.,
whom I have engaged to build a large portion of the work, under my
direction,have already extended the provisional works for the con-
struction of the east jetty 1,000 feet from the land’s end, and are push-
ing them forward at the rate of’ 200 feet per day. The contractors have
four pile-driving ma-chines, two steamboats,_several barges, and about
two hundred mechanics and laborers directly employed upon the work
at that point, and have a large amount of stone and other materials on
hand and ready for use. Three dwelling-houses and two boarding-
house boats are now in use for the accommodation of the force engaged,
and three additional dwelling-houses and other buildings are being
erected. Telegraphic communication between this city and the head of
the pass has been established, and the line is being extended down the
pass to the works.
So soon as additional machinery and accommodations can be pre-
pared, and which are now in rapid progress, a largely increased force
will be employed, and the west jetty will then be commenced.
Nothing will be omitted necessary to insure the prosecution of the
work with the greatest energy.
I have the honor to be, With great respect, your obedient servant,
. J As. B. EADs.
Hon. WM. W. BELKNAP,
Secretcwy of W av.
21
S 18.
REPORT OF MAJOR O. B. OOMSTOOK, CORPS OF ENGINEERS.
OFFICE UNITED STATES LAKE SURVEY,
Detroit, Mich, October 5, 1875.
GENERAL: I have the honor to report the progress made by James
B. Eads in the improvement of the South Pass of the Mississippi River,
up to September 25.
Owing to the late date of the reception of the Ooast Survey map, I am
not yet able to give an accurate sketch of the location of the works, as
I hope to do hereafter.
Numerous shops, boa-rding~houses, and launchingways for mattresses,
have been erected. But leaving these aside, the work which has been
done for the improvement of the pass is as follows:
On the east side of the pass, starting from the end of the land, and
running southeast, about 1,100 piles have been driven on a line approxi-
mately parallel to the direction of the pass, and curving gently to the
westward. U p. to 6,280 feet these piles are 8 feet apart; thence to 7,944.
feet they are 16 feet apart; thence to 11,704 feet, 20 feet apart; thence
to 11,934 feet, or 1,100th pile, 10 feet apart.
Parallel to the upper 5,000 feet of this row, and 12 feet from it, a
second row has been driven west of the ﬁrst row, the piles being 8 feet
apart.
A single layer of mattresses has been placed with its edge against the
channel side of this second row as far as it extends; beyond it the edges
of the mattresses rest against the ﬁrst-named row, being continued to
6,760 feet from upper end of row of piles. These mattresses have varied
from 75 to 100 feet in length, from 40 to 50 feet in width, and from 2 to 2%
feet in thickness. They are made of willows from 2 inches to a quarter
of an inch in diameter at the butt; are built on ways, and pulled from
the ways into the river by a tug.
The timbers of the ways are at right angles to the river; on these, run-
ning parallel to the river and 5 feet apart, strips of 6 inches by 3 inches
are placed, running the whole length of the proposed mattress. Stakes,
2% feet long, rise every 5 feet along these strips, with their lower ends
wedged into holes in the strips. Then between these stakes the willow
brush is piled up without being in regular continuous layers, except at
top and bottom. In some layers the brush is at right angles to strips,
in others parallel to them. When the proper amount of brush has been
placed between these stakes, other strips 6 inches by 1% inches at right
angles to the lower strips are put on top of the lines of stakes, and
wedged to them, the brush being compressed by the weight of men.
The mattresses are towed from the ways to their place against the line
of piles and tied to them, usually being allowed to sink by absorbing
water, and, after sinking, a few stones have been put on some of them.
More recently sand has been pumped on some to sink them more rapidly.
Sheet--piling 5 inches in thickness at top and 3 inches at bottom has
been driven for 1,312 feetfrom head of jetty along channel-row of piles.
A portion of the piling is connected by string-pieces, and a portion of
the sheet-piling is spikedto the string-pieces.
VVhat precedes relates to the east jetty.
The present head of the west jetty is 1,020 feet from east jetty, at a
point on it about 4,000 feet from its head. In it a few piles have been
driven at the head and a row of piles continued seaward from the head
22
parallel to the east jetty, 20 feet apart, as is reported to me, for a dis-
tance of 3,060 feet.
A comparison of the soundings made by the local engineer, Mr. Cor-
thell, with those by the Coast Survey, indicated on August 1 a scour of
3 or 4 feet near the upper end of the eastjetty, and a slight increase in
the size of the pass there.
About September 17 a violent gale tore up ﬁve piles near the sea-end
of the east-jetty row, and displaced ﬁfteen or twenty beyond these; it
loosened some of the sheet-piling; it destroyed 1,000 or 1,200 linear
feet of mattresses, which were in position, but had not yet sunk. ,i
Recently the contractors have had difﬁculty in obtaining willows fast
enough to carry on their work. I wish to call attention to the fact that
they have in a number of cases used the tall reeds which grow there to
ﬁnigh their mattresses ; in one case one-fourth of the mattress being of
ree s.
I visited the work in August.- Since that time my information is
derived from the reports of Mr. Parmely, an Assistant Engineer employed
by me on the work.
I inclose a copy of a letter to Capt. J. B. Eads in reference to his
taking material from public land.
Very respectfully, your obedient servant,
C. B. CoMsTocK,
Major of Engineers and Bet. Brig. Gen.
Brig. Gen. A. A. HUMPHREYS,
Chief of Eng'inecrs, U. S. A..
LETTER OF MAJOR COMSTOCK TO MR. EADS.
OFFICE UNITED STATES LAKE SURVEY,
l)ctroit, Mich., September 30, 1875.
SIR: I advised you on August 27,1875,t-hat, as I had not then power to act on it,
your application of August 25, 1875, asking authority to out 10,000 trees for piles and
logs for sheet-piling, on United States lands in the counties of Hancock,Peaﬂ, and
Marion, in the State of Mississippi, and in the parishes of Saint Tammany and Wash-
ington, in the State of Louisiana, had been referred for the action of the Secretary of
War.
That application has been to-day returned to me for my action, with instructions that
you should be required to certify the number of trees cut in each locality, by whom cut,
and to furnish me with the names of the parties to whom permission to out has been
distributed ; and that I should ﬁx such regulations as may be necessary to protect the
interest of the United States. _
The aim of the agents of the United States. in reference to your taking timber or
other material from public lands, of course, is to secure that no such timber shall be
taken or cut which is not necessary to and actually used in the construction of the works
at the South Pass.
1. In order that I may act advisedly on your application for permission to take
materials from the public lands, you should give me such details of your plans, and
such estimates of the amount of material required in executing a deﬁnite portion of
your plan, as will fully explan the application, and enable me to judge of the necessity
of the material for which at any time you ask.
2. I should, when acting on such applications, know the total amount of each mate-
rial asked for, you or your associates have previously obtained 011 United States public
lands since the beginning of the work, and the total additional amount estimated to be
needed in the work. Such a statement, dated and signed by you, should accompany
each application, and it should also state that all the-material previously so obtained
has been applied to the work at the South Pass.
3. To comply with the instructions sent me, I have to request that you will certify
to me September 30, 1875, and, at the end of every month following, the total number
of trees out since the beginning of the work by you or your contractors, on each town-
ship containing United States public lands, and the name of the person under whom
23
hey were cut. The statement should give the number of trees cut for piles, and the
ummber cut for lumber, with the number of feet, board measure, of the latter.
Your application of August 25,1875, was for permission to out 10,000 trees in the
counties and parishes heretofore named. Among them is the county of Pearl. It
' loes not appear that there is such a county in Mississippi.
As the number asked for is large and there are no data with the application to
mable me to judge of the number actually needed, ‘I inclose an authorization to cut
i5,000 trees, waiving, for the moment, the information required in respect to them, in
§order not to delay your work,- and waiting for the information asked for in this letter
before acting on the remainder of the application.
Will you have the kindness to advise me of your proper address, if it is other than
Saint Louis “Z
Very respectfully, your obedient servant,
' C. B. Conrsrocx,
llfajor of Engineers and Bre-vet B-rig. _ Gen.
Capt. JAS. B. EADS.
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N. PETERS, PHOTOUTHOG

/l; //f

4~lrn ()ONGRESS,} >5h‘.\*A1‘I<3. t EX, Um; L
1st Session. * M ‘ __ '_M_ _ <<1 i~:.;
L E T T E R
FROM
THE SECRETARY OF .WAR,
TR.-L\~S.\IITTI.\‘G,
In obedience to law, the report of Maj. 0. B. C’onzstoeh, Corps of Engineers,
of his recent inspection of the work of improve,-neht of the b'outh Pass 0)‘
the flI*i.s's'issippt R/irer.

DECEMBER 14. 1" 75.—Ordered to lie on the table and be printed.

WAR DEPARTMENT, December 13, 1875.
The Secretary of War has the honor to transmit to the United States
Senate, in compliance with the provisions of para-,<_vraph 10 of the fourth
section of the river and harbor act of March 3. 1575, the report of Maj.
G. B. Oomstock, Corps of Engineers, of his recent inspection of the work
of improvement of tile South Pass of‘ the Mississippi River, showing the
progress made by Mr. James B. Eads in that work from the date of its
commencement up to November 14 last.
Attention is respectfully invited to the closing 1)2l1‘2tQ‘I'Hl)h()f Ma,-jor
Comstock’s report, 1‘efe1~riri,<.>; to the importance of an early appropriation
by Congress of the amount necess-ary to carry on the examinations,
surveys, and inspections now required to be made by the terms of the
fourth section of the above-mentioned act, and for which no means were
provided by the act itself.
I WEI. W. BELKNAP,
Secretmy of War.

OFFICE OF THE CHIEF OF ENGINEERS,
Washington, 1). 0., December 11, 1875.
SIR: I have the honor to submit herewith the report of Maj. G. B.
Gomstock, Corps of Engineers, of his recent inspection of the work of
improvement of the South Pass of the Mississippi River, showing the
progress made by Mr. James B. Eads in that work from the date of its
commencement up to November 11 last-.
This inspection and report have been made in accordance with the
provisions of paragraph 10 of the fourth section of the .river and harbor
act of March 3, 1875, and 1 would suggest that in further compliance
with the act this report be submitted to Ooligress.
Attention is respectfully invited to the closing paragraph of Major
Comst0ck’s report, referring to the importance of an early appropriation
~
2 IMPROVEMENT OF SOUTH PASS OF MISSISSIPPI RIVER.
by Oongress of the amount necessary to carry on the examinations, sur-
veys, and inspections now required t-o be made by the terms of the
fourth section of the above-named act, and for which no means were
provided by the act itself. '
In this connection I would refer to the annual report and appendix
from this Ofﬁce, wherein will be found the detailed estimates for con-
ducting these inspections during the current ﬁscal year, and also for the
year ending June 30,1877. These estimates have been submitted to
Oongress, and are printed in the Book of Estimates, page 129. The
amount required for the current ﬁscal year is $16,656.
Very respectfully, your obedient~ servant,
A. A. HUMPHREYS,
Brig. Gen. and O/2/t'c]"of Engineers.
Hon. WQW. 3ELKNAP,
Secretary of ll"a~r.
IMPROVEMENT OF THE SOUTH PASS OF THE MISSISSIPPI RIVER.
NEW ORLEANS, Nmwmber 20, 1875.
GENERAL: I have the honor to report the progress made by James
B. Eads in the improvement of the South Pass of the Mississippi River,
from June 2, 1375, when the work was begun, to November 14, 1875.
The work done is, in general terms, as follows: '
At the mouth of the pass, and on its east side, a row of piles has been
driven which starts from the land’s end, and while following the general
direction of the pass, yet curves gently to the westward ; it is prolonged
till it reaches 35 feet of water outside of the bar, the length of the row
being about 11,800 feet, and the distances between its piles varying
from 8 to 20 feet. Excluding the last 1,500 feet of the row, its piles
were driven in less than 10 feet of water. - ,
A parallel row at a distance of 12 feet from it, toward the channel of
the pass, and about 5,000 feet long, makes a double row, for that dis-
tance from the land’s end.
A ﬁrst layer of mattresses, (these being 2% feet thick and from 40 to
50 feet wide,) resting on the bottom, has been put down along the chan-
nel side of the piles for about 11,000 feet.
At different places a second layer 35 feet wide has been placed against
the piles and on the ﬁrst, the aggregate length of this layer being about
2,400 feet.
Sheet-piling~ has been driven along that part of the row which is
double to an aggregate length of 3,400 feet.
About 3,900 feet below the head of the east jetty, and 1,000 feet from
it, a row of piles from the west jetty begins. This row has its piles 20 '
feet apart, is nearly parallel to the east jetty, and its end outside of the
bar is opposite to the end of the piles for the east jetty. Its length is
about 7,700 feet.
Single layers of mattresses, 35 feet wide, run down both sides of this
row of piles to a point about 4,200 feet from its head.
A -line of piling 500 feet long runs from the head of the west jetty to
the west shore of the pass.
Shops, boarding-houses, and ways for the construction of mattresses,
have been erected at the mouth of the South Pass.
At the head of the South Pass a line of piles about 3,000 feet long
has -been begun, and 120 piles have been driven, the distances between
IMPROVEMENT OF SOUTH PASS OF MISSISSIPPI RIVER. 3
the piles varying from 8 to 20 feet. This row of piles is nearly pro-
longed to the west bank of the South Pass up-stream into the main river.
Having now given a general description of the work, some details
will be added.
EAST JETTY.
Referring to the tracing forwarded herewith for details of location,
the work on this jetty is as follows:
Starting from a wharf at the land’s end, on the east bank of the South
Pass, aline of piles numbered up to 1,100, running southeast and bend-
ing slightly to the south, has been driven. The outer end of the row is
in 35,feet of water outside of the bar, and the length of the row is about
11,800 feet. Starting from its upper end, the piles are 8 feet apart till
the seven hundred and eighty-seventh pile is reached; from the seven
hundred and eighty-seventh to the eight hundred and eighty-ninth
pile, the distances are 16 feet ; from the eight hundred and eighty-ninth
to the ten hundred and seventy-seventh, the distances are 20 feet, the
intervals thence to the eleven hundredth pile being 10 feet or less.
A second row, parallel to the ﬁrst and 12 feet nearer the channel, was
begun at the same wharf with the same intervals between the piles. It
has been ‘carried to pile 621, about 5,000 feet from the wharf.
The piles vary from 25 to 65 feet in length, the longer ones being
used at the Gulf end of the ﬁrst row. For the ﬁrst 5,000 feet below the
wharf, the bottom was usually soft; after that more sand was found,
and in some cases very hard driving was required to obtain 15 feet of
penetration. It is stated, however, that after 12 feet of penetration the
piles went down more easily.
On passing the outer crest of the bar and getting into more than 15
feet of water, the bottom was found to be very soft. For example, pile
1095, 55 feet long, in 26 feet of water, after penetrating 21 feet, sunk
more than a foot under a 39;-foot blow from a 3,000-pound ram.
The penetration of the piles varies from 12 to 25 feet.
Along the channel-row of piles, where the row is double, a line of
sheet-piling has been partly completed, its length aggregating 3,400
feet, the piles having an average penetration of about 13 feet. These
sheet-piles rest against 6-inch by 12-inch waling pieces fastened to the
main piles.
Along the channel-side of the rows of piles, and in contact with it, is
laid a line of mattresses in a bottom layer which extends to a distance
of about 11,500 feet from the wharf.
These mattresses vary from 75 to 100 feet in length, from 40 to 50 in
width, and are 2% feet in thickness.
A second layer extends from the wharf for 170 feet; from pile No. 621
to N o. 7 84; and from N o. 900 to No. 945, making an aggregate length of
about 2,400 feet. The usual size of these mattresses is 100 feet long,
35 feet wide, and 2% feet thick.
The mattresses are made of small willows, from a quarter of an inch
to 2% inches in diameter at the butt; they are built on ways and pulled
from them into the river by a tug.
Theseways are parallel 12-inch by 12-inch timbers, about 6 feet apart,
placed at right angles to the edge of the river, and with a slope toward
it of from one-eighth to one-twelfth. On top of each timber is a small
joist, with rounded top, which is greased to diminish friction.
Measured along the shore there are about 700 feet of these ways in all.
On the ways and at right angles to them are placed parallel strips,
-5 feet apart, of 6-inch by 3-inch pine, forming a base for the mattress
4 IMPROVEMENT OF SOUTH PASS OF MISSISSIPPI RIVER.
Stakes 2% feet long rise along these strips at 5-feet intervals, with their
lower ends wedged into holes in the strips. Then between these stakes
willows are piled up in layers, in some of which the brush are parallel,
in others at right angles to the bottom strips. When the proper amount
of brush has been placed between the stakes, the topstrips of Ginch/by
1%-inch, or 6-inch by 2-inch pine, a.re placed at right angles to the bottom
strips, and the tops of the lines of stakes are wedged into the holes in
them, the brush being somewhat compressed in putting on the top
strips. Later mattresses have been strengthened by putting at
every 2% feet along the sides of the mattresses; by adding four or six
iron bolts to aid the stakes; and by putting top strips on the sides of
the mattresses parallel to the bottom strips.
The experiment is also being tried of placing the willows diagonally to
the sides of the mattresses.
The mattresses being completed and launched, are towed to their
places by a tug; here they are tied to the piles by ropes. 1/Vhen the river
carries much sediment they sink without assistance in a day or two; at
other times they have been sunk by pumping sand on them, or by throw-
ing on gravel or stones. '
At present, as the river carries little sediment, rubble-stone is used to
sink all mattresses, from 10 to 30 tons being required for each one.
Shingle, which has served as ballast for vessels, has been used in part,
and also a chalky limestone, in masses of less than half a cubic toot.
The sea~-cane which grows at the mouth of the pass was used to con-
struct about one-fourth of six mattresses; these. formed a part of the
mattresses which were destroyed by the stormof September 18, 1875.
WEST JETTY.
Opposite a point about 3,900 feet on east row of piles of east jetty
from its head, and 1,000 feet distant from it on the west side of South
Pass-, is the head of a row of piles which runs parallel to those of the
east jetty for a distance of about 7 ,7 00 feet, its end being opposite that
of the row of piles for the east jetty. These piles are 16 feet apart for
the ﬁrst ﬁfty-ﬁve piles ; the distance is then increased to 20 feet. A
portion of the piling is double, arising from a slight change of plan.
The same is true for the east je-tty near pile No. 900.-
Single layers ofma-ttresses, usually 35 feet wide, have been put down
onpeach side of the row of piles, and reach from its head to a point about
4,200 feet below.
The head of the west jetty has a line of 65 piles nearly at right angles
to the jetty and connecting it with the west shore of the pass. These
piles are 8 feet apart.
' HEAD OF SOUTH PASS.
A line of piles about 3,000 feet long starts from the east bank of the
South Pass at its head, and runs inthe general direction of the east
bank of the pass out into the main river, curving gently to the west.
The piles are 20 feet apart at its root, and the distance diminishes t-0 8
feet at its head, where there is 21 feet of water. This line is but partly
ﬁnished, about 120 piles having been driven at the ends, leaving a gap
at the middle.
.EFFECT OF STORM.
About September 18, 1875, a rather severe gale displaced piles near
he end of the east jetty, ﬁve disappea-ring entirely. It also displaced
\
IMPROVEMENT OF SOUTH PASS OF MISSISSIPPI RIVER. 5
some of the sheet-piling. It destroyed about 1,000 running feet of mat-
tresses, which were in position, but had not been sunk, and disturbed
some that were sunk.
On comparing the Coast-Survey map of May and- June, 1875, with the
survey of October 8-14, 1875, given in the tracing herewith, there
appears to have been not much change in the depth of water at the
mouth of the South Pass, on the whole. At the upper end of the jet-
ties it may have increased a little; on the bar-it appears to have dimin-
ished from 1 to 2 feet; one and seven-tenths feet have to be added to
soundings on the Coast-Survey map to reduce them to the plane of mean
high water adopted for the lake-survey of October, 1875.
pr
Under General Orders No. 70, I/Var Department, current series, James
B. Eads was authorized by me on September 30, 1875, to cut on public
lands, in the counties of Hancock and Marion, in Mississippi, and in the
parishes of Saint Tammany and IVashington, in Louisiana, for use in
construction of jetties at the South Pass, so many trees as should make
the whole number cut 5,000.
On the same day a letter, from which the following is an extract, was
sent him giving the regulations deemed necessary to prevent the taking
of material from public lands by contractors for other purposes than use
in construction of thejetties :
The aim of the agents of the United States, in reference to your taking timber or
other material from public lands, of course is to secure that no such timber shall be
taken or cut which is not necessary to and actually used in the construction of the
works at the South Pass.
1. In order that I may act advisedly on your applications for permission to take
materials from the public lands, you shall give me such details of your plans, and such
estimates of the amount of material required in executing a deﬁnite portion of your
plan, as will fully explain the application, and enable me to judge of the necessity of
the material for which at any time you ask. ‘
2. Ishould, when acting on such applications, know the total amount of each ma-
terial asked for, you or your associates have previously obtained on United States public
lands since the beginning of the work, and the total additional amount estimated to be
needed in the work.
Such a statement dated and signed by you should accompany each application, and
it should also state that all the material previously so obtained has been applied to the
works at the South Pass. ‘
3. To comply with theinstructions sent me, I have to request that you will certify
to me September 30, 1875, and at the end of every month following. the total number
of trees out since the beginning of your work, by you or your contractors, in each town-
ship containing United States public lands, and the name of the person under whom
they were cut. The statement should give the number of trees cut for piles, and the
number cut for lumber, and the number of feet, board-measure, of the latter.
No information in reference to the points mentioned in these three para -
"graphs has been received from Mr. Eads.
I would call attention to the fact that while the law for the improve-
ment of the South Pass requires of the Secretary of War a certain super-
vision of the work, it has provided no funds to defray the necessary ex-
penses of such supervision, nor of the surveys which will have to be
made by the engineer ofﬁcer before he can certify that certain depths of
water have been obtained.
Very respectfully, your obedient servant,
O. B. OOMSTOOK,
Major of Eng/i~neers a.-ad Bet. Brig. Gen.
Gen. A. A. HUMPHREYS,
Chﬂff of'E'ngrc'/n.ee~rs, U. S. A.
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IMPROVEMENT
" MQUTII OF THE MISSISSIPPI RIVER.

REMARKS BY
E.L.CORTHELL
(MEMBER OF THE soomrx.)

1876.
[077/1?/zﬁzents 0f
E. L. CORTHELL,
CH. Ass’r ENGINEER.
%IIItYiItIII ﬁntbtg ni dinil jgnginteta.
LA‘
rv‘
IMPROVEMENT
OF THE
MOUTH OF THE MISSISSIPPI RIVER.
l
REIVIARKS
AT THE
EIGHTH ANNUAL CONVENTION,
JUNE 15TH,1876,
BY
E. L. CORTHELL,
(MEMBER on THE SOCIETY,)
Chief Assistant Engineer South Pass Jetty Works.
NEW YORK =
1876.
AMERICAN SOOIETY OP 0IVIL ENGINEERS.
INCORPORATED 1852.

NOTE —This Society is not responsible, as a body, for the facts and opinions advanced in any
of its publications.
DISCUSSION
AT THE EIGHTH ANNUAL CO.\'VEXTIO.\'.

ON IBIPROVEMENT on THE MOUTH or THE MISSISSIPPI RIX“.ER.*"
IN the discussion of this subject, it may be of interest to state that
this day, one year ago,i work was commenced on the South Pass j etties.
The contractor, James Andrews, of Alleghany Oity, Pa., arrived the day
before with a stern wheel steamboat, a pile driver, and a few workmen.
They landed among the reeds, and broke down the tall grass along the
banks to ﬁnd a place for their anchor in the soft mud. There was no
house, but the light-house, within several miles, and with swarms of mos-
quetoes and sand flies and the oppressive heat, the commencement of
the work was anything but auspicious. On June 15th, the ﬁrst pile was
driven for the wharf. at Lands End, and the work of preparation and of
actual construction went forward rapidly.
It is my privilege to give you the results that have been reached in
the twelve months intervening between that day and this. I am glad to
ﬁnd, by personal conversation with members, that there is a very great
interest in this work, and as the generally expressed wish is for facts, I
will conﬁne myself to them entirely, and leave the question with you, as
to whether they are favorable or otherwise to the ultimate success of the
jetties. Having been the engineer in charge, my peculiar work has
brought me into contact with facts and actual conditions, and the rapid
progress of the work, with the consequent arduous ﬁeld and oﬁice duties,

*Referrmg to CXIV. Notes on the Improvement of the Mouth of the Mlississippi, W.
Milnor Roberts ; 'I‘rausactions, "01. IV., page TJune 15th, 1875.
4
have given me but little time to analyze or theorize on the facts brought
daily under my notice.
Considering the fact that this question of jetty construction, as ap-
plied to the mouth of the Mississippi. has been discussed fully, not only
in engineering circles, but also by the general press of the country, and
iii pamphlets and Congressional papers, until the nation, as a whole, is
familiar with the various theories advanced to prove and disprove the
success of the enterprise ; it is not my place to weary you with a discus-
sion of theories, but I will proceed at once, after a brief explanation of
the work to be done, to present what facts I have.
The Mississippi river, when within about 12 miles of the Gulf,
separates into three rivers or passes, and thus forms the Delta. The
three passes are A’Loutre, South and Soutli-West. The South Pass is the
smallest of the three, though the central one. The volume of water car-
ried to the Gulf through it, is but 12 per cent. of the whole volume of the
river. South-WVest Pass carries about 58 per cent, and Pass A’Loutre,
with the smaller passes ﬂowing out of it, carries the remainder.
A shoal bar exists at the mouth of each of these three passes, the depth
of water on each varying generally in proportion to the volume carried
to the Gulf over it. This bar is composed entirely of sedimentary mat-
ter brought down by the river. The water issuing from the passes, no
longer conﬁned by banks, spreads out on either side. The velocity di-
minishes, the sediment drops, the bar forms. The central thread of the
current being the strongest, and the water being the deepest there, the
velocity is preserved and the sediment carried out much further than in
the shoal water over the submerged new banks of the pass. The outer
crest of the bar is thus thrown out 2% miles from the land’s end at the
South Pass, and 5 miles at the Soiitli-West Pass. The depth on the bar at
the former 1)&SaS)90§?1L~ feet at mean low tide, and at the latter 5 feet.
The principle to be applied to deepen the channel througzintlhe bar
was a concentration of the volume by means of parallel jetties or dykes.
\Vhether its application will be likely to produce the required depth, viz. :
from 20 to 30 feet below average ﬂood tide, you can judge from the
facts to be presented.
It was doubted by some whether the material composing the bar,
being freshly deposited, would have sufficient solidity to uphold works
of the requisite weight and strength to resist the servitudes of storm,
waves and river currents. The following table will give a. better idea of
the character of the jetty foundation than any description.
5
TABLE I.
Showing Character of Foundation of Jetties from Record of Pile Driving.
Piles from 8 to 20 feet apart. Distances in Table are from Lands End, East side; piles 10
inches at small end and 14 inches at large end.


, . Average _ U ' Average
Locarrou or PILES. E231? egf fall obf o1}‘]§11Oa\’;"jg I depth
' Hammer. ’ 1 Driven.
_ _ _____ a _ h l
East Jetty. Pounds. Feet. Number. I Feet.
From 4 200 feet to 5 500 feet .... . .
3 000 15.5 44 0 16.7
“ 7 200 “ 12 100 “ . . . . ..
“ 9 100 “ 9 300 “ . . . . .. 3000 18.6 I 98.0 17.4
“ 11 900 “ 12 100 “ . . . . . . .. 3 000 19.0 45.0 28.2
West Jetty.-Whole length of same . . . . . .. 3 000 19.5 I 79.7 19 5


Analysis of number of blows for different tlelathsnw; ap-
proximate—-
Number of blows ﬁrst 5 feet driven, 4, or 15 inches per blow
H H next 6 n 20, or 3.6 (8 it n
1" H u u 20, I: s: cc n
u H last 4 n 35.7’ (: 1‘3 is H u
Average distance driven at last blow, % 111011.
It will be seen from Table I. that at about 9 300 feet on the cast
jetty, the material is much harder than elsewhere, and the detailed record
of the pile driving on the west jetty shows the same material to exist
there, at the same distance. The chainnel qg the line of this hard mate-
rial resisted much longer than that of any other locality the excavating
power of the current.
The following table illustrates the progressive deepening towards the
outer bar. The contours refer to the plane of average ﬂood tide as es-
tablished by Maj. O. B. Oomstock, who is inspector of the work for the
United States government. The distances in all the tables’-are from a
common zero point at Land’s End at the commencement of the east jetty,
and from a triangulation station named East Point, established by Mr.
Marindan of the U. S. Ooast Survey, whose charts, made from a survey
terminating in May, 1875, are the basis on which our location was made,
and which we still use for comparative purposes.
No record of the 22 feet and 24 feet contours was made prior to
l\’Iarch 29, 1876.
6
TABLE 11.5-
Record of Distances in Feet through the Bar between the Contour Lines.


WHICH May, Dec. Ja-n’y. Feb’y. Mar. 17, Mar. 29, April, May, July 30,? CONTOUR. 1s75. 1375. 1876. 1510. 1370. 1876. I 1370. 1876. 1370. j /3 i_Z _ éi
12 Feet 4 305 2 035 750 0 0 0 0 0 0 i ‘
15 “ 5 925 -1 -100 4 175 2 175 -150 50 0 0 0 I
13 “ 7 000 5 092 -1 -130 3 900 2 575 1 180 750 - 175 0 ' I
20 “ 9 035 6 215 5 425 4 -190 3 255 2 955 2 200 720 75 ', 0 i
22 “ ...... .. ...., . . . . . . . . . . .. 5270 3995 1952 1350 £974’?
25 “ .............. .. . . . . . . . . . . .. 7500 5975 3120 2750 ),J~.$'()§
~-——~ I
These distances embrace all portions of the bar that rise above the
contours between the 35 feet depth at Land’s End and the deep water out-
side the'*ba_r. The progressive reduction in the size of the bar is gener-
ally in comparison with the progress of the jetties, especially at the earlier
dates. The surveys from which this and tables following are compiled
are made in the most thorough manner, and with no effort spared to
render the surveys accurate and the result reliable.
The deepening has been affected by the operation of the river current
and by the tides, although the latter in this portion of the Gulf are diurnal
and feeble, having an oscillation of 22 inches only, between mean low
water and mean high water, yet at the season of highest and lowest tides
the scouring power of the current considerably augmented.
Tables III, IV (pageyﬁs and Q, show the progressive depths in
the line of deepest water. It will be noticed by an examination of these
tables, that there are irregularities in the progresive depths and widths,
all of which explain themselves. When the exact condition of the jetty
construction is known and the manner in which the channel is made by
the current is understood, Plates I and II annexed will assist in further
explaining the process of enlarging the section. It will be noticed that
the attempts of the concentrated volume to excavate a channel were
peculiar and at times spasmodic, that a desperate attempt to deepen the
channel would result in a channel too deep for the necessities of the case,
and a widening taking place soon after, the depth would become less. It
may be taken as a general fact that an unusual and extraordinary deepen-
‘F This and follo ving tables, have been enlarged to include results up to July 31, 1876.
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8
Record of Width in Feet, of Channel at a Depth of 20 Feet, on
TABLE IV.
Sections and at diiferent Dates.*


the Established Cross
J u1y,._ 5224/


LOCATION or May, Dec Jan’y, Feb’y, March, April, May, June,
Gnoss SECTION. 1875. 1875. 1876. 1876. 1876. 1876. 1876. 1876 1876.2 East Point. 403 553 553 493 500 520 530 510 510 , ‘ T
1 200 130 170 170 411 150 450 450 410 110
2 200 230 192 492 430 133 470 130 110 455 L
3 000 -_ 325 325 212 300 170 110 350 170 3 500 -_ 300 300 220 235 130 170 300 200 1 000 -_ 30 305 312 355 352 310 330 370 p 1 500 __ 110 250 155 300 315 313 300 290
5 000 - __ 305 157 155 205 202 110 170
5 500 -_ -_ 155 207 131 205 255 205 225
5 000 -_ -- 32 75 122 212 303 340 450
5 512 _ -_ -_ 55 190 230 333 315 350 ,'
7 125 _ -_ 10 215 210 325 320 320 370
7 531 - -_ -- 145 155 250 330 340 390
3 000 -_ -_ _-_ 17 113 192 303 350 325
3 500 -_ -_ __ _- ___ 90 333 340 395
9000 -- -_ __ __ -_ 51 295 330 330
9 300 -- -- __ __ __ --_ 105 270 - 410
9 900 - -_ __ __ _25 33 203 500 350
10 500 _ -_ _ __ _~ _-I-_ 300 230 335
11 000 __ -_ __ __ __- -_- 203 310 400 , I
11 500 -- -- __- -_ -_ _- 100 120 335 J D (J 12 100 _ 100 1 000 510 320 353 -_ 217 200 335


7%’;
the latter. This condition produced quickly a deep channel below the
line of the dam, and the channel above the dam had a tendency to shoal
slightly, caused by the reduction of velocity which the head of water had
produced.
The deep channel immediately below the line of the dam caused a
temporary shoaling at a point about 500 feet below the dam, as the ve-
locity for the ﬁrst 800 feet was too great to be maintained. A comparison
of the bottom velocities above and below the dam, as ascertained imme-

diately after its closure, will further illustrate the subject. The dam is
* A dash in the columns, denotes less than 20 feet depth at the date where it occurs.
9
located I 000 feet from East Point, and nearly at right angles to the jetty
lines. Above 4 000 feet, the velocity was 2.2 feet per second ; from 4 000
feet. to. 4.500 feet, 2.86 per second, and from 4: 500 feet to 5 000 feet, 2.31
per second. ,,Ww.um
The varying conditions of the river and the amount of sediment car-
ried in suspension, the difference in the material composing the bar at
various places, the state of the tides, the direction and force of the winds,
the storms and resulting seas that rolled in against the current, the con-
ditions of the works at Grand Bayou and at the head of the pass, the state
of the jetties especi-ally—-all conspired to render the work of channel ex-
cavation irregular, but taking the general progress into account the advance
in depth and width has been constant and steady, and the effect of the
jetty construction has shown that the volume of water issuing from the
pass will eventually recover the section it has normally Jove. .-
A dam has been thrown across Grand Bayou, anc aic-0-we J0 per cent.
of its volume turned into the pass. It is reasonable to expect that the
section between Grand Bayou and the sea end of the jetties will enlarge
until it is as large as that above Grand Bayou, or to an ultimate section of
25 000 square feet, it now being 15 000 square feet. (Reference is made
to Table V, following.) It is also reasonable to expect that the section
between the jetties will ﬁnally be larger than the section above Grand
Bayou, as a larger volume will necessarily ﬂow between the jetties during
the ebb of the tides than ﬂows through the pass above Grand Bayou, as
the range of the tide is greater and the slope steeper near the gulf than
it is 8 miles above.


TABLE V.
Comparative Areas of Sections of South Pass.
LOCATION OF SECTION. Plane of Reference. I éAIlre%.e1:t Date of Survey.
One mile below Head of Pass. . .. . l\Ie1n high water . . . . . . . .. 21 395.0 U. S. Coast Survey,
May, 187 5.
of U. S. Coast Survey,I ‘25 097.3 Jetty Eng’rs, Aug. 2d,
1876.
___ _ _._______l _ _ __ _____
3 600 feet above Bayou Grande.... Mean high water . . . . . . . 23 2-1330 U. S. Coast Survey,
May, 1875.
of U. S. Coast Survey,| 26 037.0 Jetty Eng’rs,"'ﬁ21y 17,
1876.
_ _ __ I
South Pass Light House . . . . . . . . .. Average ﬂood tide . . . . . . . 16 711.0 U. S. Coast Survey,
1 May, 1875.
of U. s. Eng’rs 17 000.0 Jetty Eng’rs, July 30,
l ' 1876.
5 500 beyond Lands End and be-2 Average ﬂood tide . . . . . . . 11 804.0 Jetty Eng’rs, July 30,
tween the J etties ; present I 1876.
depth, maximum 27 feet .. . . . l I of U. S. Eng‘rs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..


10 055,555 A 9%/15¢
But. the facts relative to ﬁnal sections and volumes and velocitiee7‘lur-
ing the formative state of the channel through the bar and the r orina-
tive state of the pass between Grand Bayou and the mouth cm)-
“W All the old natural conditions of the pass from its
head to the gulf, and far beyond the sea ends of the jetties have been
disturbed by the construction of the latter and by the auxiliary works,
especially those at the l1ead of the pass which are intended to deepen the
shoal at that point. When the whole work is finished and the normal
condition of the pass restored by time, there will be very many interest-
ing and valuable facts which no doubt will be given you.
A very important question and one that cannot be definitely deter-
mined by facts until the completion of the jetties, is that of an acceler-
ated bar advance due to the construction of the jetties. All that we can
state now, bearing on this question is, that although there has been a
pushing outward of the upper part of the outer slope of the bar, due to
three or more temporary causes ; first, the impossibility of constructing
the whole line of jetties instantaneously; second, the large amount of
material excavated and carried out to sea; I-lzird, the closing of Grand
Bayou and a new load of sediment given the water in addition to its
aheady heavy burden; and fourtlz, the non-completion of sea ends of the
jetties to a point designated by the Advisory Board of Engineers, who
assisted Capt. Eads in determining the plans for construction ;——yet care-
ful surveys and calculations show a deepening instead of a shoaling im-
mediately in front of the sea ends of the jetties. The water prism
extending seaward from the old crest of the bar, and covering an area of
52 acres, has increased from 2 O00 000 cubic yards to 2 200 000 cubic
yards, or, in other words, the average deepening over the whole area in-
vestigated is 2-; feet. The survey on which the calculations were based
was made May 29th last. A survey by radial lines of soundings, extend-
ing 5 miles out from the j etties, made in May by Mr. H. L. Marindan of
the U. S. Coast S1 rvey, shows by comparison with the chart of the sur-
vey of May, 187% ade by him, that there has been an average deepen-
ing% whole area surveyed.
The volume of the bar removed during the ﬁrst year of the work,
without reference to amount moved in the channel as required by law,
or, in other words, the total excavation, exceeds 3 000 000 cubic yards.
The following table shows the volume of the bar moved in reference to a
channel 20 feet deep and 200 feet wide at that depth.
The results are obtained by placing on the cross sections drawn on
11
proﬁle paper, a normal section as we find it in the pass above the jetties.
This section has a centre depth of 2 feet below the 20 feet line and side
slopes of 1 foot vertical to 20 horizontal. This normal section is made
on tracing paper, then placed over the cross sections and the area is thus
obtained for the calculation, as to the volume to be moved to make a
-channel of the normal section as described.
TABLE VI.
Volume in cubic Yards of the Bar removed in Reference to a 20 Feet Channel.


DATE or SURVEY. Volume to be Moved. Volume Moved.

May, 1375.... .............. 1037 535 ........................ ..
Dec. 25, “ ........................ 522 530 414 955
Jan’y 27, 1375 ............... ...... .. 524 909 97 771
“ 31,' ........................ 505 543 13 255
Feb’y 17, ..... Q.‘ ................ 499 715 ' 5 923
March 4, “ ....................... ..‘ 305 547 195 153
“ 25, H ...................... .. 255 555 43 332
-April 25, H 153519 93035
May 29, *4 ........................ .. 22 527 140 992
June 30, ~ ....... ............... .. 13 397 3 550
July 31, “ . . . . . . . . . . . . . . . . _ . . . . . . .. 4985 8992

<5i,1Z"j 3!. M1.-;-___m_1;_1_.;.4_;+—'-++-+~ <5 T 1- ~-.
part of the material has fallen over the submerged jetties during
their construction, or has been driven in by the waves from beyond the
sea -ends of the jetties and lodged on their sea slopes. 1 000 000 cubic
yards, at-least, have piled themselves up against the sea side of the jet-
ties, a11 enduring and solid bulwark against the storms. The remainder
has gone far to the westward, no doubt carried there by the prevailing
westward coastwise current.
The so called ‘? littoral current,” is a current generally existing and
has a westward course. dVhether it is caused principally by the
prevailing northeast winds or by a more constant and stronger
inﬂuence, is somewhat doubtful. ‘Vs have strong evidence from an
examination of the general formation of the coast of Louisiana and
Texas, from the eastward bend of the lower river toward that direction,
by the excess of accumulation of sediment and consequent shore forma-
tion westward, from the general opinion of longshoremen and pilots
and from our own observations, that there is a distinct and constant and
12
deep moving westward littoral or coastwise current, strong enough to
remove far from the mouth of our new channel the sediment carried out
by the river, and which will postpone for a century or two the re-forma-
tion of the bar.
In regard to action of Gulf storms upon the work, Iwill state that
during a severe storm on March 5th, which continued several days, a few
mattresses on the sea end of the west jetty were destroyed, but the work
had not been consolidated nor suﬁ&'ciently covered with stone. The plan
of ﬁnal construction provides for jetty heads of enormous base, easy
slopes and a covering of heavy stone. From the experience had, we
have no doubt of the ultimate stability of all parts of the work, both in
reference to the Gulf storms and the river currents.
The facts given and the tables and sections exhibit’ed are the result of
careful surveys and faithful office \vor1§.* Extended and often repeated
surveys have been needed to inform us of the progress of the works and
the results they are constantly accomplishing, and often so rapidly that
our surveys could not keep pace with them.
The paper under discussion gives us the pivotal fact, which guaran-
tees the success of the jetties, that the deep water of the pass follows
close behind the bar in its seaward march. Examine the tables pre-
sented and you will see that this fact is clearly and forcibly illustrated.
It may be said, truthfully, that twelve months of work and its accom~
panying results have proved every theory advanced and every pro-
phecy made in that paper. It and this account——one presented at the
commencement, the other, one year after the beginning of the work-~are
substantially the same, the latter being simply illustrative of the other.

For the accurate instrumental work and the systematic exhibition of results, as shown in
the tables presented, I am largely indebted to my ﬁrst assistant, Mr. Max E. Schmidt.
NOTE.-There was 21 feet of water through South-‘_; Pass bar, August 15, 1876.


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MISSISSIPPI JI2:'~r'~1'~I1:S. ~
REVIEWV
JAMES in naps
nnronr
Board of U. S. Engineers appointed under the Act
of Congress approved June 19, A. D. 1878*


This report, although in some respects objectionable,
(as will hereafter be shown), effectually settles several im-
portant questions, which have been much controverted.
These will be ﬁrst considered.
RESULTS IN FRONT OF THE JETTIES.
Prominent among the evils which were prophesied by the
enemies of the jetties, was that of the formation of a bar at
their mouth. It was declared that if a deep channel could
be obtained it would have no permanent existence but would
soon be rendered valueless by an advance of the bar. So
persistent has been the cry of BAR ADVANCE, in oﬁicial and
unoﬁicial publications, and so widely has it been circulated
tl'1rough the medium of the press of the country, that these
predictions .have given rise to grave doubts upon the subject
in the minds of many of those who were deeply interested
in, and who sympathised with this effort to give relief to
the commerce of the l\iississippi river. Facts were not want-
ing to dispel these doubts. The reports from time to time
of the Government o€tice' in charge of the work, (Captain

’-"A copy of the report is herewith appended.
2
Brown), the charts which he submitted from official surveys
made by himself, conclusively demonstrated the utter falsity
of all allegations in regard to a “ bar advance,” but in
the face of these reports and accompanying charts, the ene-
mies of the work have persisted in repeating their asser-
tions to the contrary. The report of the Board of Engineers,
which we are now considering, certainly puts forever at
rest this much vexed question, and dispels all doubt upon
the subject. In considering this question of “ bar advance,”
the board unanimously says:
"' In connection with the ‘probable results’ of jetty con-
struction, upon which we are directed to report, there is one
to which pre-eminent importance has been attributed, and
which should not be here overlool<ed~——that of bar advance.
* * * '>"' If, in this connection, we take into account
the position of the 80-feet curve outside the jetties (and this
is evidently a better test), there is shown, instead of ad-
vance, (173 aZ25'oZute retrog-re5'3ton. Or, again, if we have refer-
ence to deeper curves, Captain Brown’s surveys (Annual
Report, table, p. 15) show that, from June, 1877, to July,
1878, the 40, 50, 60, 80, 90, and 100 feet curves had drawn
in towards the ends of the jetties the respective distances of
117, 228, 190, 65, 71, and 188 feet, the 70-feet curve alone
showing advance into the Gulf (46) feet. The a.etuat results,
t/7.5’/v.j'ore, so far as we know them, do not ju3t7'yfy the p7"eeZtetto72.3
of accelerated bar advance. On the eontrar'_2/, they show 55 disap-
pectranee of bar materz'at from the front of the jettz'es.~"
RESULTS WITHIN THE JETTIES.
The next important matter settled by the Board is that
relating to results produced within the jetticd channel. The
opponents of the jetties, as we have seen, started with the
prediction that no reliable results would be achieved, and
sought to induce the belief that the improvement from time
to time in the channel was not a general one, but that a
deepening in one place involved a shoaling in another. The
report of the present Board disposes very summarily of all
such assertions. After quite an elaborate detail of the results
produced, the Board says:
‘J
‘)
“ The maximum bar depth that has been obtained pre-
vailed December ll, 1877, when it was 28.7 feet. At the
date of the latest survey, December 28, 1878, it was 28 feet.
This slightly decreased bar depth by no means indicates ac-
tual retrogression in the progress of results. On the con-
trary, there has been eonst//.nt pr0gre.s.s't22e general z'mpr0ve"rnent
in the jettteel channel, at no time more evident than at present.”
“At the date last named a depth of 24 feet, with a channel-
width of 800 feet, extended down to within 2,000 feet of the
jetty ends ; and the same depth with a channel-width of 200
feet, almost to the very ends. Thence to the same depth
outside was a distance of but 60 feet with a navigable chan-
nel of 28 feet intervening. ,
“The 25-foot channel has nearly the extent of, and not much
less width than the 24-foot channel. From its terminus in-
side to the same depth outside of the bar, there is but an in-
terval of 160 feet.”
PERMANENCY OF THE WORKS.
Another question of interest and importance settled by
the Board is that relating to the “permanency of the works.”
This is ofcourse a matter of great moment, as it involves
the question whether the good results produced can be per-
manently maintained.
In reference to this matter the board says:
“ Whee (or storm) action of the sea and decay or destruction
by the teredo of the willow mattresses are the principal de-
structive elements to be mentioned; an additional element
of deterioratio‘1, not peculiar to the location, but supposed
to be so prominent as to involve the question of permanence,
must also be noticed. The jetties, except the extreme ends
and contiguous portions, for about 1,500 feet inward, are so
well sheltered by shoals that wave action, except on those
portions, has little effect. On the sea ends the effect has
been considerable, but mainly superficial, destroying more
than once the upper course or courses of mattresses, and
washing off and scattering the stones (mosily small) which
have been repeatedly applied to the top surface. ‘W ave ac-
tion is by no means as violent here as in similar exposures
on the Atlantic coast. W7 e see no reason to doubt that the
thick concrete capping Mr. Eads is now commencing to ap-
ply (work having already begun on the upper portions),
4
flanked by enrockments of heavy stones on. palmetto log
grillages, overlying the original marginal mattresses, will
resist sea action.
“ Wood of all kinds, considerably submerged, is sufficiently
secure against decay. _
“ Experience here shows that for about 1,700 feet inwards
from the jetty ends the teredo destroys rapidly all exposed
wood (including in this term the willows of the mattresses)
lying more than four or five feet below the surface of the
water. Evidence enough of its attacks upon piles and wil-
lows exists. But the teredo does not attack wood where the
free access of sea water is impeded. Those portions of a
stick buried in mud or sand, or packed around with mud or
sand, are secure. We have no reason to believe that the
teredo has penetrated, or can penetrate, far into the interior
of the mattress courses; we have pretty good reason to be-
lieve that the foundation mattresses are and will remain se-
cure; and probably also the bulk of the interior of the
masses of willow work.
“ In what we have said under the head of ‘progress ’ we
have given sufficiently full details concerning settlement.-
It is still very great at the outer ends, though very much
less in all those portions more than two or three thousand
feet from these ends. That additional superficial applica-
tions of stone or concrete will be necessary to the structures
we must expect.
“ In the ordinary sense of the word permanency, 5'. 9., capa-
bility of endurance of destructive forces, the works may be
said to possess the attribute to a reasonable degree for work
of the kind, thus situated. As regards the outer ends, it is
yet early to predict to what extent or how long renewals of
height to compensate the still progressing settlement must
be resorted to.”
MODIFICATION OF THE SPFOIFIED DIMENSIONS OF CHANNEL.
Having thus emphatically certiﬁed to the complete success
of the jetties, the Board proceeds to consider the advis-
ability of modifying the jetty act as regards dimensions of
-channel and terms of payment. These matters we will no-
tice in their order ; and 1st, as to “ dimensions of channel.”
An ofﬁcial letter* which I addressed to the Board under.

copy of this letter will be found in the appended report, marked B.
5
date of January -'1, A. D. 1879, contained the following ur-
gent request, which is here put in italics:
“ With respect to a modiﬁcation of the dimensions of the
channel described in the act, 1 earnestly hope the Board will
state the probable size which the normal discharge of the
pass is capable of maintaining between the jetties when they
are fully consolidated and completed, and that it will also ex-
press its otmos (73 to the advisability of u77.tlerta/tang to main-
tain one of greater d't'7”/7.ensz'o77.s, by forcing an z'77.erea3ed vol-
ume through it. The results which have been developed
thus far by the works seem to me to correspond in a remark-
able degree with the eﬁects which were anticipated by the
commission of 1874, and to indicate that the maximum ca-
pacity of the pass was correctly assumed by the commission.
To produce the maximum channel described in the act will,
I think, involve the necessity of a central depth throughout
the jetties of not less than from thirty-ﬁve to forty feet.
“ The natural volume of the pass cannot, I am conﬁdent,
create so great a depth through the jetties, and if it be in-
sisted upon by the United States, it can only be produced by
forcing more water through the pass. This will involve, in
my opinion, danger to the jetties, and a disturbance of the
regimen. of the three passes to an extent that can only be
known after it is probably too late to remedy the evil.”
Having submitted this request for an expression of opin-
ion upon a matter so manifestly important, and so clearly
embraced within the duties imposed upon the Board by the
act of 1878, I conﬁdently expected a response.
It will be at once apparent to even the casual reader that
the question submitted was a vital one. If the safety of the
works be endangered, and the destruction of the good re-
sults achieved be possible, fron1 forcing an unnatural quan-
tity of water through the pass, thus again placing fetters
upon the now free commerce of the river, and if the works
now erected are likely to produce a channel, suﬁfl-cient for
the present and prospective wants of commerce, it would
seem plain that the question is one which should have com-
mended itself to the most careful attention and consideration
of the commission. That a 26 foot channel is entirely ad-
6
equate would appear from the fact that the commission of
A. D. 1874, instituted by act of Congress, to determine the
best method of securing an outlet from the Mississippi river
to the Gulf, recommended in its report a resort to the jetty
system, claiming that by that system a channel 25 or 26 feet
could be secured.
In this connection it may also be noticed that the presi-
dent of the present Board (General Barnard), in a minority
report on the Fort St. Philip canal project, dated January
29, 1874,* gave expression to the following opinion:
“ l/Vith 20 feet at extreme low tide, vessels drawing 22%-
feet could, owing to the softness of the bar, frequent the port
of New Orleans, and for mere commercial purposes probably
20 feet draught would be adequate. A draught of 28 feet
will include 85 per cent. of the shipping of the world; and
with a draught of but 18 feet vessels (steamers) can be built
of 5,000 tons, carrying 70,000 bushels of corn, or about
11,000 bales of cotton. It is clear, then, that for com-
mercial purposes a depth of 20 feet on the bars of the passes,
will suflice to furnish a navigable outlet, and relieve the
commerce of the valley from enhanced charges arising from
insuflicient tonnage in the transports.”
A perusal of the report of the present Board will show that
it utterly ignores the important question submitted to it by
me, and that its recommendations are entirely uninﬂuenced
thereby. It says :
“ In view of our recommendation. that Mr. Eads be pro-
vided with sufficient funds to complete his work according
to his own programme, as explained to us, and of his ex-
pressed ability to obtain virtually the depths and widths of
channel prescribed; and further, as but a short time need
elapse before results of completing his plans will be made
manifest, this Board thinks it premature to recommend at
this time any changes in channel dimensions as required by
the contract.”
rFhe “ expressed ability to obtain the depths and widths of
channel prescribed,” attributed to me by the Board, may

-Zi-See Report of the Secretary of War, 18'74—”75, vol. .2, part 1, p. 844.
7
have some light thrown upon it by a reference to a portion
of my official letter before quoted. I say in it:
“The natural volume of the pass cannot, I am conﬁdent,
create so great a depth through the jetties, and if it be in-
sisted upon by the United States, it can only be produced
by forcing more water through the pass. This will involve,
i.1'1 my opinion, danger to the jetties, and a disturbance of
the regimen of the three passes, to an extent that can only
be known after it is probably too late to remedy the evil.”
It is passing strange that I should have been so misunder-
stood by the Board.
A board composed, as this one was, of several of the most
distinguished members of the Corps, could not have failed to
appreciate the vital importance of a question which not only
involves the stability of the jetties, but the regimen, or sen-
sitive adjustment, which nature l1as established between the
different inclinations of the surfaces of the main river and its
three chief outlets, and their respective volumes of water, by
which adjustment the velocity of current in each channel is
so tempered that the ﬂoods of the parent stream are dis-
charged through it year after year without rapid or im-
portant alterations in its size, although each ﬂows through
a bed formed by the most recent and sensitive deposits
of the delta-—deposits which are swept away or added
to with every abnormal increase or diminution of velocity.
The slope or fall per mile of each pass and of the main river
is different in each channel, and if the volume ﬂowing in
either be increased or diminished, the current velocity must
be altered, and it is then no longer adjusted to carry the sedi-
ment with which it is charged through such channel without
deposit or scour occurring. The result of such disturbance
of regimen, therefore, tends at once to produce results, which,
if unchecked, may lead to the extinction or ﬁlling up of the
pass with deposits on the one hand, or its continual enlarge-
ment on the other, until it may at last discharge the entire
volume of the river, and thus destroy the other passes.
8
That two members of the Board, at least, had settled con
victions upon this important question, and that the entire
Commission of 1874 fully agreed with them, is evident from
the testimony given by these two members (Generals Bar-
nard and I/Vright) before a committee of the Senate in 1878.
General Barnard, in his testimony said:
“ Question. Suppose the scouring force between the jetties
should deepen it from 7 to from 28 to 24 feet ;, now suppose
the scouring force with the present water in it is exhausted
at 24 feet, would it be safe to turn in any water fro1n the
Southwest Pass and from Pass -.1 l’Outre from the main river,
through this South Pass, to add to the scouring, to make it
30 ?—Answer. I have no conﬁdence in it; norwas that ever
recommended by the board of 1874. I do not say it cannot
be done, but to be safe, I would say it should be slow pro-
cess. It would require much labor and great expense. It
would create an additional ‘head,’ and the results in the case
of that kind are not easily foreseen. If done at all. I would
advise it to be done very carefully and slowly, and in that
way probably more water would be directed in the pass. It
would have to increase its own section all the way down in
order to carry that water.”
General Wright, in answer to the question as to the ad-
visability of forcing more water into the South Pass, in his
testimony, said: _
“The commission of 1874, which got up the original plan
of the jetties, discussed that matter at great length, and it
was, I think I may say, the unanimous opinion of the mem-
bers that the size of the pass could not be interferred with ;
that what we wanted was that the regimen of the pass should
not be disturbed ; and to that end there is put into the esti-
mates a certain amount ; I don’t remember whether speciﬁc-
ally or not, though I think it was, to prevent any enlarge-
ment of the pass at all.”
In the face of this record further comment is unnecessary.
MODIFICATION or TERMS or PAY1\1EN'1‘.
We next come to consider the recommendations of the
Board as to the advisability of a modiﬁcation of the act of
A. I). 1875, as regards “ terms of payment.” In its consid-
9
eration of this question, the commission does not exhibit
that breadth of view which would be expected from oﬁcers
ofsuch high rank and character. The Board approaches
the matter from a most unfortunat-e standpoint. It adverts
to the fact that Oongress did not leave “ the execution of
the work to its own agents.” It will be unnecessary now
to discuss the question as to whether Government engi-
neers should have a monopoly of Government work and
the civil engineers of the country be excluded from all
participation therein, and this regardless of all considera-
tions, whether in the saving of money to the Government
or otherwise. This matter seems evidently to have presented
itself to the mind of the Board, and no doubt unconsciously
warped its judgment and contracted its views. How far it
did so, can only be determined by a careful considera-
tion of the report. Now, what facts do the Board find?
1. That the works are permanent; 2. That great and good
results have been produced thereby ; That $850,000 will
substantially complete the works ; and, 4. That the works,
when completed, will probably produce a channel which can
be maintained of at least 25 or 2-6 feet in depth. In regard
to the amount which will be necessary to complete the
works, the Board says:
“Mr. Eads estimates the cost of doing the work thus sum-
marily indicated at $849,641.
“ The Board have carefully gone over the details of this es-
timate and believe that it is substantially correct. They
differ from Mr. Eads in some minor items of cost, but these
differences are amply covered by the $58,278 allowed for
contingencies.
“ The Board is therefore of the opinion that the work indi-
cated by Mr. Eads can probably be done for his estimate,
provided no extraordinar I contingencies intervene.”
The commission of 1874 estimated the cost of the works
at the sum of $5,842,110. I agreed, however, to do the
work for $5,250,000,thus saving to the Government $92,110
in construction. And I agreed to maintain the works for
twenty years for $100,000 per annum, (which. nlaintenance
10
the commission had estimated at $130,000 per annum,) thus
saving $600,000 more. It appears, then, that $5,250,000
was a low estimate for the cost of the work. The board (as
we have seen) says $350,000 will complete the work; and
it admits that only $1,686,066 has been paid on it up to this
time.
The account, therefore, from the Board’s own showing,
stands thus:

Price to be paid for the works. . . . . . . . . . . . .. .. . $5,250,000
Paid on account to date . . . . . . . . . . . . . . . . . . . . 1,686,066
Amount unpaid . . . . . . . . . . . . . . . . . . . . . 3,561,931
Required to complete the works . . . . . . . . . . . . . . 350,000
—__.-_-
Surplus in the hands of the United States 3,213,934
Reference might here again be made to my letter to the
Board, from which I quote the following:
“ But if the progress made by us in producing stipulated
depths of channel be alone taken as the only basis for deter-
mining the proportion of the work that has thus far been com-
pleted, (although such method of estimating it, would seem
manifestly unfair,) it can be shown that the pay received
falls much below what it should be, even under such ruling.
“For instance, we were to deepen the bar from 8 feet to 30
feet, being a total deepening of :22 feet, of which feet we
have already accomplished '15 feet, having at present a chan-
nel dcpth of feet. This is equal to fifteen twenty-sec-
onds, or nearly sixty-eight per cent. of the total depth.
Sixty-eight per cent. of the price for the com-

pleted work is . . . . . . . . . . . . . . . . . . . . . . . . .. $3,570,000
Paid by the G-overnment (to Jan. 1st) . . . . . . . . . 1,600,000
1,970,000
Less ten per cent. reservation . . . . . . . . . . . . . . . . . 197,000
Leaving unpaid and already earned . . . . . . . . . . . $1,773,000
“ If this sum were authorized to be paid at once by the
Crovernment, it would still retain $1,877,000, or $877,000 to
11
complete the works, and $1,000,000 reserved to be paid in
ten and twenty years. I will add that, if this total sum
were at once paid me, it would not suﬁice to discharge all
the debts created by me in the construction of the works.”
Surely he retention by the Government of the sum of
$1,877,000 would afford it ample security to cover any exi-
gency which might arise. The conclusions of the Board
upon this subject we will notice hereafter. Reference may
here be made, however, to a suggestion of the Board touch-
ing the matter of future expenditures upon work at the sea
ends of the jetties, It says:
“The jetties may be considered as fairly permanent, ex-
cept the outer ends for a distance of about 1,500 feet.
Here the chief diﬁculty is due to the softness of the bottom
on which the jetties rest. Experience indicates that they
Will continue to settle and will therefore require to be raised
from time to time. Vllhen this subsidence will cease it is
now impossible to predict. All the other works may be
considered as fairly permanent or can be made so. \-/V hat
repairs will be needed on them from time to time will be
moderate in amount and easily made.”
If, indeed, it be true that the sea ends of the jetties will
settle, and it will become necessary to raise them from time
to time, such work can readily be done without reference
to the sum of $5,250,000 to be p-aid for the work. The act of
A. D. 187 5 (jetty act), reserves one n1illion of the price, and
$100,000 per annum as an independent fund for mainten-
ance, which is sufliciently ample to cover all such contingen-
cies.
PROBABLE B.ESUL'1‘S.
VVc now come to consider the question “ what depths of
cl1annel will the works produce.” In regard to this the
board says:
“The foregoing considerations and the facts already stated
under the head of results actually observed in the progress
of channel development during the last 12 months, induce
us to think that if the jetties were well consolidated and
12
raised sufﬁciently high to prevent leakage and overflow, a
considerable increase of navigable depth would. result. We
cannot state that, in our opinion it is a “probable result ”
that the depth of 80 feet will be attained, as assumed by
Mr. Eads. \Vhat the limit will be cannot be positively an-
nounced. That it may attain a depth of 25 or 26 feet is all
we can venture _to expect as a depth. which shall permanently
maintain itself; and as past experience shows annual fluctu-
ations amounting to about two feet, a permanent channel of
25 or 26 feet will require an occasional channel of 27 or 28
feet/’ .
RECOMMENDATIONS or THE BOARD.
Having thus given the facts found and submitted by the
Board, we come to consider its recommendations. These
are, in brief, as follows: 1, That $250,000 of the 26 foot
payment be advanced to me, to be expended under condi-
tions similar to those imposed by the third section of act
of June 19, A. D. 1878; and 2, (in the language of the
Board), “As every additional foot in depth of channel is a
benefit to commerce, we would suggest the advisability of a
change in the terms of payment in the original act, so as to
allow of payments for each additional foot gained instead of
for every two feet, the channels and payments to be as shown
in the following table: ”


PRESENT Svsrnm. SYSTEM RECOMMENDED.
Payments for 12 Payments for 12
Uhannel. Pay’ts. month’s Channel. Pay’t:-. month’s
maintenance. maintenance.
28’ x 350' 500,000 250,000 with 6 per 27’ x 325' 250,000 12-5.000 with 6 per
cent. interest. cent. mterest.
28’ x 350’ 250,000 125,000 with 6 per
cent. interest.
30’ X350’ 500,000 500,000 with :3 per 29' X350’ 250,000 250,000 with 5 per
cent. interest. cent. interest.
30’ X350’ 250,000 250,000 with 5 per
cent. interest.


In the face of the great results accomplished and about-
to be accomplished, and with less than one-third of the price
of the works paid, the Board recommends no action what-
13
ever by Congress which would really afford me the relief
which my necessities demand. The report is rich in ex-
pressions of approval of the work-—poor only in its recom-
mendations. Of What avail to me would be the advance of
$250,000, hampered by the condition that it be expended only
on the works? Would it serve to relieve me from the mount-
ain of debt which I bear? Vifould it pay, even to a small
extent, the contractors whom I have employed, and who have
devoted their whole fortunes and years of labor to this great
work? The liberality of this recommendation of the Board
is only equaled by that of its second recommendation, which,
in plain English, may be stated thus: “ The works will not,
we believe, produce a greater depth of channel than 26 feet.
We recommend that for every additional foot over 26 feet
secured, Mr. Eads be paid the following sums of money.”
Again I call attention to the fact that the Board of A. I).
187 1l (of which one of the present Board was the president)
recommended the improvement of the South Pass. They
said in substance: This work will cost $5,342,110; it will
secure a channel 25 or 26 feet in depth. This is a suﬁicient
channel to accommodate the present and prospective wants
of commerce, and the work should be done. The present
Board (in effect) says: Mr. Eads has done the work con-
templated by the Board of A. D. 187'-1; he has secured 23
feet of channel depth; the completion of the works, which
are of a permanent character, will cost $350,000, and a chan-
nel will then be produced of 26 feet, which can be main-
tained; for this work Mr. Eads has only thus far received
from the Government $1,686,066, and with $3,563,934 of
the agreed price still unpaid in the hands of the Govern-
ment, we are only willing to recommend that $250,000 more,
hampered with the condition that every dollar shall be ex-
pended on the work, shall be 21.ppl‘Ol;)1‘lzl/C'6Cl by Congress, and
provision be made that he shall receive further payments
when he obtains depths which we do not believe he ever can
secure.
The‘ Board, in its report, uses the following language:
14-
“ But it should be remarked that a channel of less depth
, _X,
I
¢
than 18 feet at South Pass was not necessary. "“‘ "~ *
The useful result accomplished is, therefore, a channel from
18 feet to 23 feet.” In this connection~the Board might have
added that a permanent channel 18 feet in depth was Worth
to the Government $250,000 per annum, as it cost about that
amount to maintain the uncertain channel at Southwest
Pass.
Particular attention is called to the following paragraph
in the report:
“The board of L874, instituted by act of Congress to de-
termine the best method to secure an outlet from the Missis-
sippi River to the Gulf, either by a canal or by the improve-
ment of one of its natural outlets, reported in favor of im-
provement of the South Pass at an estimated cost of $5,342,-
110, declaring that while its estimate was designed to cover
every possible contingency of cost, it was believed the work
could be done for a much less sum. No reason is known
why Congress, which adopted this recommendation, should
not have left the execution of the work to its own agents,
except that the present contractor, Mr. James B. Eads, offered
to accomplish the results contemplated by the board without
payment unless those results were secured. It would seem,
therefore, that this proposition of payments for results only
inﬂuenced Congress to award the contract to Mr. Eads in-
stead of leaving the execution of the work to its usual agents.
Taking this principle of no payments except for results as the
motive which governed Congress in awarding the contract to
Mr. Eads, we are prepared to consider his claims to aid be-
yond what the original contract gives him and what the sup-
plemental act of June 19, 1878, advances to him.”
This paragraph conveys the plain inference that I have
been simply executing a system of improvements originally de-
signed and recommended by the commission of 1874, and that
the construction of the works was not put in the hands of the
Engineer Corps of the army by Congress simply because I
promised certain speciﬁed results on pain of non-payment.
This inference is fully sustained by the conclusions of the
Board and its recommendations. I am thus not only de-
15
nied the right to pecuniary relief by the deductions which
the Board has drawn from its premises, but the premises
themselves deprive me of any consideration in connection
with my appeal, of the important fact, that it was I, and not
the engineers of the Army, who initiated and planned the
improvement which has proved so successful.
This statement of the Board and its unfair conclusions
therefore, compel me in self defence, to state that I urged
this plan of improvement as the only proper one, upon the
attention of a large number of the members of the Forty-
third Congress, in May of 1878, during their visit to the
mouth of the river, and that in the winter following I made
a formal proposition to Oongress to deepen the mouth of
the southwest pass by the jetty system, and ofereol to gnar-
antee its complete success, before any member of the Oorps
of Engineers so far as I can learn) had ever expressed offi-
cially or publicly any preference whatever for this method
of improving the mouth of the Mississippi over that of a
canal, and long before the commission of 1874 was even
thought of?‘< Indeed, the very creation of the commission,
was the result of my proposal and the opposition it evoked
from some of the prominent engineers of the Army. Gen-
eral Barnard, afterwardsﬁ and the COl11llllSSlO-ll after him,

The ﬁrst appropriation for improving the mouth of the river was made
42 years ago. The plan of dredging with buckets was recommended, and
the plan was approved by a board of United States engineers. In 185.2,
another appropriation was made, and board composed of Captain Lati-
mer, of the Navy, and Major Chase, General Barnard. and General Beau-
gard. This board recommended, ﬁrst. the process of stirring up the bot-
tom should be tried ; second, if this failed, dredging by buckets should be
tried; third, if both these modes failed, parallel jetties should be con-
structec “at the mouth of .8ontheoen' Press, to be extended into the Gulf
annually, as experience should show necessa.ry;” fo-urt/2. should it then be
needed, lateral outlets should be closed. F17-zmttg/, should all these meth-
ods fail, it ship n<.tn<tZ might be resorted to. Sec tluinphreys and Abbot’s
Report, page 486.
tGeneral Barnard, in his minority report on the Fort St. Philip canal,
dated 29th January, 1874, discusses. ﬁrst, the method of dredging, or
stirring up the bottom, and, second, that of jetties. Witli respect to
dredging, and as a reason for j"u.rt/zer oo'2tsz'<‘Ze1'a-1'00n and study of the
means to be ﬁnally selected for surmounting the diﬁicultics at the mouth
of the river, he says : “ By reference to the best authority, I have proved
the adequacy of dredging operations on the bar by well-tested means, but
16’
recommended its application to the south pass, which loca-
tion required the reduction of a shoal at the head of the
pass, that has since been admitted by engineers generally, to
have been a problem of greater difﬁculty than that at the
mouth. General Barnard and the _commission simply dif-
fered with me in the selection of the pass for the application
of the jetty system, and there has been nothing in the re-
sults produced, or in my studies of the subject, to alter my
belief that a larger and deeper channel could have been se-
cured at an earlier date at the southwest pass, and one no
less permanent, than the one which has been obtained at the
south pass.
So far as the plans of construction and location of the vari-
ous works are concerned at south pass, they are my own and
were not furnished or planned by the commission. The re-
port of the commission and the lesser cost of improving
south pass caused the Senate to disagree with the House,
which, notwithstanding the report, had voted almost unan-
imously to apply the proposed system to the larger pass.
The unusual severity of those provisions of the jetty act,
by which an almost entire completion of the work was really
required for a total payment of less than one-third of the
agreed price, can only be attributed to the hostility evinced
by some of the members of the Engineer Corps of the Army.
Their arguments against the plan and their determination
that this great work should not be int-rusted to me, gave
birth to all kinds of predictions of evil and. failure. Their
antagonism naturally enough alarmed Congress, and re-
sulted, ﬁrst, in the enactment of the severe provisions re-
ferred to; and, second, in requiring me to accept the South
instead of the Southwest Pass. The bill as it passed the

I think there is yet room for improvement, and especially in diInini.sl'1ing
cost.” He furtlier says of dredging, that the attainment of 20 feet depth
on the bar has by no means been established to be the 1n'a.\'imum, and
adds :' “As to that depth, however, we have the strongest assurances.”
I-Ie discusses the jetty'method of improvement with great ability, but
says: “The question submitted, however, is not so much, to recom-
mend its trial (of the jetty system) as to recominend its c0'25.9£de)'555-5'025 and
that scrutiny and survey on which alone estimates can be based.”
17
House provided for the improvement of the Southwest Pass.
In the closing hours of the session however, the Senate Com-
mittee, as advised by the commission, substituted the South
Pass, but against my own protestation and wizfhout the advice
of eirperts, it insisted on my agreeing to produce at this lit-
tle pass, depths and widths of channel similar to those I had
proposed for a pass four times as large, or else see the execu-
tion of my project put into the hands of its opposers.
In March, 1871, the Secretary of War was requested to
cause an examination and survey, with plans and estimateS
of cost, to be made for a ship canal to connect the river with
the gulf, and to report upon the feasibility of the same.
About three years later (February 4, 1874,) a board consist-
ing of seven Army engineer oﬂicers reported in favor of its
construction. General Barnard, its president, alone dissent-
ing. The majority of that board and the Chief of Engineers
took strong ground against the jetties, and the energy with
which their opinions were maintained resulted in the passage
of a bill in the House of Representatives in June, 1874, ap-
propriating $8,000,000 with which to commence the construc-
tion of the canal, the cost of which was estimated at $13,-\
000,000"“‘. The Senate Committee rejected the canal bill,
and introduced a bill to create the commission referred
to by the Board as the commission of 1874, which commis-
sion did not report in favor of applying the jetty system to
the South Pass until January 13th, 1875.
. I think the members of the Forty-Third Congress will dis-
sent from the inference sought to be created by the Board,
namely, that the method of improvement adopted by that
Congress was originated by the commission of 1874, and that
but for my proposal the Engineers of the Army would have
been intrusted with the building of the jetties, for the facts
show that the commission of 1874 would not have been cre-
ated but for my proposal, and that if I had not made it, and
urged the jetty system with all the ability I could com-

*See report of the Secretary of War, 1874, 1875, vol. 2, part 1, page 866,
18
mand. the “ usual agents of the Government,” instead of be-
ing intrusted with this work, would, in all probability, now
be diggiiig in the sickly marshes of Louisiana the canal rec-
ommended by a prior commission.
Of that stupendous-project, General Barnard, when advo-
cating “ an open river month,” said, “ It would be a rash con-_
ﬁdence that would-anticipate a completed Fort St. Philip
canal earlier than 1884.”
From these facts it~ is evident that if it had not been for
my proposition to deepen the mouth of the Mississippi River
by the jetty system, the commerce of the vast empire which
constitutes its valley, would to-day, and for years to come, he
fretted and hampered by the bars at the mouth of the river,
or be compelled to seek expensive and unnatural routes to
the seaboard. Further coinment is unnecessary.
It remains to be seen whether an American Congress is
prepared to put the stamp of condemnation upon individual
enterprise, and decline to act with justice and liberalit.y,to-
ward one who, in the face of unprecedented difficulties, has
secured to the Valley of the Mississippi, and to the whole
country, a deep and permanent outlet from the river to
the sea. -
452111 Oonennss, 1 SENATE. Dec.
301 Sesse'o/I5. NO_ 49_

LETTER
FROM
THE 91101111 1591' ‘or WAR,
COMMUNICATING,
In obecl/ience to Z5550, the report of the board of oﬁioers appointeol to e.mim?ne
the works in progress of constrztetion by J cones B. Eads, at the mouth of
the Mississippi River.

JANUARY '27, 1879.——Referred to the Committee on Commerce and ordered to be
printed.

YVA11 DEPARTMENT,
W a-shington C-ity, JM5/ua.ry 27, 1879.
The Secretary of War has the honor to transmit to the United States
Senate the report of the board of officers, constituted by direction of the
President, to examine the works in progress of construction by James
B. Eads, at the South Pass of the Mississippi River, and report thereon,
as required by section 4 of the act of Congress approved June 19, 1878.
G. W’. MGCRARY,
Secretary of IVar.
The PRESIDENT
of the U/mlted 8’tates Se-no te.
ARMY BUILDING,
New York, J an-'15a.ry 23, 1879.
SIR: I have the honor to transmit to you herewith the report of the
board constituted by direction of the President, by Special Orders No.
228, Headquarters Army, Adjutant-G-eneral’s Oiiice, Washington, D. C.,
October 22, 1878. -
Very respectfully, your most obedient servant,
' J. G. BARNARD,
Colonel of E-ng'i95eer9 and B55. Il[aj. Gem, P2'esi-dent of the Board.
Hon._Gno. \V. l\'IcC15ARY,
/Secretam of War, “T(Il8]I'l'-7IgZL0’II, D. C.
2 IMPROVEMENT OF THE MISSISSIPPI RIVER.
.1.
[Special Orders No. 228.]
Hnaneuxnrnns on THE ARMY,
ADJUTANT-GEnEnAL’s Omucn,
IVaslwln/gtoa, October 22, 1878.
The following order has been received from the Secretary of “far:
‘By direction of the President of the United States, a board, to consist
of the following-named officers of the Corps of Engineers, is hereby ap-
pointed in accordance with the provisions of section 4 of the act of Con-
gress approved June 19, 1878:
Detail for the board: Col. John G. Barnard, Col. John N. Macomb,
Col. Z. B. Tower, Lieut. Col. H. G. IV right, 1\/laj. ‘William E. Merrill.
' The board, which will be governed by the provisions of the section of
the act above referred to, will assemble in New York City on the 11th of
December, 1878, and adjourn to meet at themouth of the South Pass of
the Mississippi before the end of that month.
After completing its examinations, the board is authorized to adjourn
to such place as it may designate for the preparation of its report.
By command.of General Sherman. -
E. D. TOWNSEND,
1 A dju ta-at Genera].
Ofﬁcial:
B. C. DRUM,
A.s'sis't((-at Adjm‘cnt-Gcncral.
A0
PORT EADS, J(u1ua-r3/ 2, 1870.
Mr. J AMES ‘B. Exns:
The fourth section of the act of Congress approved June 19, 18"8,
which authorized and directed the President of the United States to
convene a board of five engineers of the Army to visit the works “ in
process of construction * * at the South Pass of the Mississippi
River,” requires, after examination of the same, that a “ full report” be
made, embracing the following points, viz:
1. Progress made in the construction of the works.
2. The probable cost of completion.
3. The results produced.
4. The results that may probably be produced by them.
5. Their probable permanency.
6. “ The advisability of any modification of the terms of the act under
which said Eads is constructing the said works so far regards di-
mensions of channel through the jetties, and of the terms of payment for
the same.” '
On the second of these points it is obvious that the board cannot re-
port without ﬁrst having from you a statement of your plans for “ com-
pletion,” accompanied with such. detail.s as to proposed modes of construc-
tion as will enable the board to estimate the probable cost. Should you
choose to accompany such statement of your plans with your own esti-
mates of their probable cost it will be acceptable; understanding, how-
IMPROVEMENT OF THE MISSISSIPPI RIVER. 3
ever, that they will be regarded as only furnishing toward enabling the
board to prepare its own estimate.
It is obvious, too, that on the ﬁfth point, that of “permanency,” a
knowledge of your plans for completion is likewise an essential.
If, in addition to what you are requested to furnish, in what precedes,
you should desire to present your views on the ‘_‘ results that may prob-
ably be produced” by the works as you design to complete them, or to
suggest any modiﬁcation of the terms of the act under which you are
constructing the works as regards dimensions of channel and terms of
payment, you are invited so to do.
I am, very respectfully, &c.,
. J. G. BAltﬁARl-),
PI‘6Si(I€7lT of the Board.
PORT EADS, Jmzuury I. 1879.
SIR: I have the honor to acknowledge receipt of your letter of 2d
instant suggesting the propriety of my supplying the board with such
information respecting my plans for completing the jetties as will enable.
the board to estimate the probable cost of such completion. I a.m also
invited to present to the board my views as to the probable results that
will be produced by the works when completed, and likewise to suggest
such modiﬁcation of the law under which I am building them as I may
I desire.
Availin g myself of the courtesy of the board, I herewith submit draw-
ings of the cross-sections of thejetties, in diiferent stations in their length.
which represent the dimensions of the work and the plan of construc-
tion. I also present herewith drawings of the plan of construction at
the head of the pass.
I have made large contracts for the prompt delivery of stone, gravel,
cement, willows, machinery, and piles, for the purpose of completing
these works in accordance with the drawings herewith submitted, and
have commenced the construction of a mixing-house and railway on
each jetty, about 1,500 feet from its sea end, for the purpose of prepar-
ing and transporting the material to form the blocks of concrete with
which jetties are to be consolidated and ﬁnished. Each house will con-
tain suitable machinery for the purpose, driven by a steam-engine, to
hasten the completion of this part of the work.
I do not anticipate any necessity for modifying these plans in any
ma11ner whatever, but intend completing the works in accordance with
them. If, however, in the progress of the work I ﬁnd they can be mod-
iﬁed with advantage, .I shall avail myself of the right to do so, as pro-
vided in the act.
\Vith the plans I present an estimate of the cost of completing the
works, which estimate is based upon the prices I am paying for the dif-
ferent kinds of materials, with an additional allowance amply snﬁicient
to cover the cost of putting them in place. Mr. lYright, my bookkeeper,
will be instructed to show receipted bills to the board for these various
materials, by which the board can learn the prices that I am and have
been paying for them. The amount of the estimate is $362,110.67.
VVith respect to a modiﬁcation of the dimensions of the channel de-
scribed in the act, I earnestly hope the board will state the probable
size which the normal discharge of the pass is capable of maintaining
between the jetties when they are fully consolidated and completed, and
4 I.\IPROVE.\'IENT OF THE MISSISSIPPI RIVER.
that it will also express its views as to the advisability of u11('lertakiug
to maintain one of greater dimensions, by forcing an increased volume
through it. The results which have been developed thus far by the
works seem to me to correspond in a remarkable degree with the effects
which were anticipated by the commission of 187 4, and to indicate that
the maximum capacity of the pass was correctly assumed by the com-
mission. To produce the maximum channel described in the act will, I
think, involve the necessity of a central depth throughout the jetties of
not less than from 35 to 10 feet.
The natural volume of the pass cannot, I am conﬁdent, create so
great a depth through the jetties, and if it be insisted upon by the
United States, it can only be produced by forcing more water through
the pass. This will involve, in my opinion, danger to the jetties, a-nd a
disturbance of the regimen of the three passes to an extent that can
only be known after it is probably too late to remedy the e1u'l.
I deem it unnecessary to point out in detail to engineers who are so
familiar with the hydraulics of the river, the various objections that can
properly be urged against the attempt to produce a channel through the
jctties by a method which involves the enlargement of the pass itself
through its entire length, and which method (directing more water into
the pass) is the only one which can permanently maintain such a channel.
One effect of the works thus far completed seems, according to Cap-
tain Brown’s observations, to have resulted in a diminution of the size
of the pass probably equal to about ﬁve per cent. of its former capacity,
which is, I think, a certain evidence that the quantity of water now dis-
charged by it is proportionately less than it was before the work was
begun. To restore the original capacity of the pass, and thus re-estab-
lish the disturbed conditions, or equilibrium of the three passes I am
now increasing the thickness of the sill across the head of the South-
west Pass, by which the discharge of the South Pass will be restored
to its former volume. “Then this is accomplished, I shall sill the en-
trance into South Pass, if it shall appear to be necessary to prevent too
great an inﬂow into this pass. If the maximum channel demanded by
the act he insisted upon, I shall have no alternative but to diminish the
discharges of Southwest Pass and Pass a l’Outre, by increasing the
height of the sills which now control their discharges, until South Pass
shall discharge the volume necessary to create and maintain such chan-
nel. I believe the natural discharge of South Pass is sufficient to create
and maintain a channel through the jetties that shall have a central
depth of 30 feet when the jetties are fully consolidated and all leakage
through them is prevented; but I do not believe such volume will pro-
duce a channel of greater magnitude.
The cost of raising the Southwest Pass and the Pass a l’Outre sills
sufliciently to produce a 30 by 350 foot channel through the j etties has
not been included in the estimate herewith submitted. This would in-
volve an outlay of about $50,000, and would require the present depth
over them to be diminished 2 feet exclusive of the work now being ex-
ecuted on Southwest Pass sill. This would reduce the cross-section of
the volume entering those passes about 12,000 square feet and would
proportionately increase the cross-section of South Pass.
‘With reference to the question of modifying theterms of payment
for the work, I desire to call the attention of the board to the fact that
they were arranged by the Congressional committees when perfecting
the bill so as to protect the government against the possible expendi-
ture of a dollar of money until after the experiment of the jetty system
should h.ave produced valuable results for commerce. Experience has
IMPROVEMENT OF THE MISSISSIPPI RIVER. 5
shown that these payments were wholly disproportioned to the amount
of work necessary to obtain the stipulated depths. The attempt to
deepen the mouth of the river by jetties is no longer an experiment so
far as the attainment of a permanent channel deep enough to give an
immense relief to commerce is concerned, even if it be admitted that the
present depth cannot be increased. There is, therefore, I think, no equit-
able reason why I and my associates should not be paid for the work
already done, with the same degree of liberality which the government
shows to others who undertake the execution of works for it, where no
such risks are assumed as we have encountered. IVe think we should
not now be less liberally dealt with since the results obtained have
demonstrated the great practical value of the works we have executed.
If we are allowed 00 per cent. on the amount of work aheady executed,
the account between us and the government would stand thus: '
Agreed price of the whole work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 2:30, 000
Estimated cost of completing it . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . .. 362, 110
4,887,890
Less 10 per cent. reservation . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475, 000
4, 412, 890
Amount paid by the govcrnn1ent (about) . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . -. 1,600,000
_ ‘ 2. 812, 890
Additional reservation for the million to be rctamed for 10 and 20 years .. 525, 000
2, L87, 890
Leaving $2,287,800 as the amount actually earned but unpaid for con-
structing the works, with $1,000,000 in reserve. If it be urged against
this statement that the creation of certain dimensions of channel is as
much an obligation on our part under the law as that of building the
works, I will admit it; but the reason for enforcing this obligation no
longer exists, or is at least so greatly modiﬁed that to insist upon it now,
when the public interest cannot be promoted by its enforcement, seems
to us as unnecessary and oppressive as it would have been to insist on
the original conditions of payment which Congress modiﬁed by the act
of June 18, 1878, after being satisﬁed such modiﬁcation was just. Its
disposition to release us from these oppressive conditions now, so far as
the public interest will justify, may be safely inferred, I think, from the
clause in the act which requires the board to report upon the propriety
of modifying the size of channel and terms of payment. But if the pro-
gress made by us in producing stipulated depths of channel be alone
taken as the only basis for determining the proportion of the work that
has thus far been completed (although such method of estimating it
would seem manifestly unfair), it can be shown that the pay thus far
received falls much below what it should be even under such ruling.
For instance, we were to deepen the bar from 8 feet to 80 feet, being
a total deepening of 22 feet, of which 22 feet we have already accom-
plished 15 feet, having at present a channel depth of 23 feet. This is
equal to ﬁfteen twenty-see-ends or nearly 68 per cent. of the total depth.

Sixty-eight per cent. of the price for the completed works is - -. . . . _ --. ..- . 83, 570, 000
Paid by the government _ . _ _ . _ , , _ . _ . _ _ _ . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . -. 1, sec, 000
1. 970, 000
Less 10 percent. reservation . .. -. 197, 000
Leaving unpaid and already earned . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 1, 773, 000
If this sum were authorized to be paid at once by the government,
it would still retain $1,877,000, or $877,000 to complete the works and
6 IMPROVEMENT or THE MISSISSIPPI RIVER.
$1,0()0,()()O reserved to be paid in 10 and 20 years. I will add that if this
total sum were at once paid me it would not sufﬁce to discharge all of
the debts created by me in the construction of the works.
It nray be advanced against this computation on the basis of depth
alone, that 68 per cent. is an overestimate for what has been accom-
plished, as it will probably be more difficult to secure the next 7 feet
than it was to obtain the last 7. This is clearly an error, if the cost
alone be considered, because the works are already so near completion.
It may possibly take more time to secure this 7 feet, but certainly less
money will have to be expended. In this connection it may be said that
when 25 feet shall have been obtained, by far the most valuable part of
the depth will have been secured, as all over 25 feet could be dispensed
with without injury to commerce (except possibly on very rare occa-
sions), and, on this view, 68 per cent. is not a high. estimate of the com-
mercial value of the proportion of the 30 feet ina-ximum yet to be ob-
tained. ' _ r
I hope the board will, after due consideration, determine the maxi-
mum amount which may be paid to us at this time with safety to the
public interest, and will recommend such modiﬁcation in the terms of
payment of the remainder as will provide for its distribution pro rata
upon each additional. one foot of depth that may be hereafter secured,
without regard to any speciﬁc widths for such depths, inasmuch as each
increment of depth must necessarily bring with it a corresponding im-
provement in the width of channel. ‘
In reporting upon “ the resul.ts produced’7 by the works, I respectfully
suggest that changes in the depth of the sea-bottom immediately in
front of the jetties, and the ability of the works to maintain the chan-
nel without the auxiliary aid of dredging, are two questions of such
general public interest as to make an expression upon them b y the board
of great value and importance, especially as there seems to be still some
doubt in the public mind upon them.
I have the honor to be, very respectfully, your obedient servant,
- , JAS. B. EAl)S.
General J. G. BARNARD,
United ‘States E-2z.g'i1z-ccvw, Z-))"c.s"z'.(,.?.c‘2'z-t of the .'I:?o(trd, (Cc.
Ann Y BUILDING,
T010 IT()/rk, Jrmua/r-y 22, 187 9.
Sm: The board constituted by Special Orders No. 228, Headquarters
of the Army, Adjutant-General’s Office, Washmgton, D. (3., October 22,
1878 (of which a copy is annexed, marked 1), assembled at New York
on the 1-1th of December, 187 8, and after examination and discussion of
the section of the act of Oongress by which its proceedmgs are to be
governed, an.d of other documents referrm g to their prescribed duties,
adjourned to meet at the mouth of the South Pass of the IVIISSISSIIJPI on
the 30th of December.
The section of the act (section at act approved June 119, 1878) requires
that—
The board shall visit the works in process of c.onst-rliction by said James B. Eads, at
the South Pass of the Mississippi River, and make an examination of the same, and
make a full report of the progress made in the construction of the works, the probable
cost of their completion, and the results produced, or tli-at may properly [probably °?]
be produced by them, their probable permanen.cy, and of the advisability of any modi-
ﬁcation of the terms of the act under which said Eads is constructing said works, so
far as regards dimensions of channel through the jetties, and of the terms of payment
IMPROVEMENT OF THE MISSISSIPPI RIVER. 7
for the same; which said report shall be submitted to the Secretary of lVar, to be pre-
sented at the next session of Congress.
The subjects upon which the board is required to make a full report
are these:
1. Progress.
2. Probable cost of completion.
3. The results produced.
4. The results that may probably be produced.
5. Their probable permanency.
0. The advisability of any modiﬁcation of the act, &c.
To discuss these subjects in the order named:
1. PROGRESS MADE IN THE CONSTRUCTION OF THE ‘WORKS.
This requires reference to the original design, which was to construct,
starting at marginal points on its banks above where the normal channel
depth (30 feet) of the pass itself begins to diminish, dikes or parallel
piers (as they are -commonly designated) extending thence to the deep
water of the Gulf, thus conﬁning the outﬁowing water in a channel of
the same width (nearly) as that of the pass itself until it reaches the
deep water of the Gulf and thereby prolonging througlz, the “bar” and
to the Gulf the normal depth (nearly) which the pass maintains between
its natural banks. These parallel piers or dikes, technically called “jet-
ties,” are essentially, then, an artiﬁcial prolongation of the natural “ banks ”
to deep water in the Gulf. From the land’s end (East Point) of eastern
shore to 35 feet depth in the Gulf (which was about 300 feet beyond the
crest of the bar) was a distance of 11,011 feet, which ﬁgures deﬁne the
length of the east jetty as originally designed and marked out by piles.
The natural bank 011 the west side of the South Pass extended sea-
ward 4,000 feet farther than the natural eastern bank; the initial point
of the west jetty was, therefore, taken about that distance below the
origin of the eastern one; hence the required length of the west jetty
was 8,000 feet nearly.
The average width between banks of the pass itself is about 700 feet;
which width, by the act of March 4:, 1875, is ﬁxed as the minimum be
tween the authorized jetties.
The origin of the west jetty was established some distance (about 600
feet) from the west bank; hence it became necessary to connect this
point with the natural west bank by a dam of this length, built at right
angles to the jetty, to which the name of the Kipp dam w s given.
The original design therefore consisted of “east jetty,” 11,041 feet in
length (2% miles, nearly), a “west jetty,’7 8,050 feet in length, and the
“Kipp dam.’7 The plan of “ construction” was, in its main features, essen—
tially that developed by long experience in Holland for dikes, dams,
and jetties, on like yielding substrata, viz, a broad foundation stratum
of willows or other suitable brush, formed into “ mattresses” (technically
so called), on top of which was built a superstructure of tapering section,
of alternate strata of mattresses and stone or gravel.
If we except 330 feet in length of extreme end of the originally de-
signed east jetty, and 280 feet in length of the west jetty (reducing the
total lengths of these jetties to 11,000 and 7,7 70 feet respectively), the
jetties, throughout the lengths just mentioned, and the dam have been
actually bu/zilt up to the level of average high water or somewhat above
that level, and, owing to subsidence, supplementary elevations of W11-
lows and stone have from time to time been added. At present the
8 IMPROVEMENT OF THE MISSISSIPPI RIVER.
seaward ends for about 1,500 feet are overﬂowed at high tide, and even
at low-water through a portion of less extent.
Pages 8 and 9 of the annual report upon the improvement of the South
Pass give for east and west jetty the actual height (July 1,1878) above
“ average ﬂood tide ” throughout their whole length. It will be seen that
the outer ends and a few points higher up are now at various depths
below high tide. The extreme end of the east jetty is reported by Cap-
tain Brown to be 11 feet below; at the date of our visit the lower ends
of both jetties for 1,000 feet or more were more or less submerged at
ﬂood tide. Higher up the two jetties were found to be from .3 to 1 foot
or 15- feet above high tide.
Page 10 gives the same particulars for the “Kipp ” dam, which is
throughout from -1- to 1 foot above ﬂood tide.
After the mention just made of “supplementary elevations” added
from time to time to the jetties, to compensate for subsidence, it is proper
to say a few words on this point.
Owing to the well-known character of the formation at the mouth of
the Mississippi, much subsidence was expected. We have no accurate
record of the total settlements of the various parts from the commence-
ment. But on page 19 of the annual report already cited, Captain
Brown has given them for the year ending July 1., 1878. The amount
of depression, superﬁcial destruction by storms being eliminated, due to
actual settlement and compression of willows is, beginning at East
Point, % foot, gradually increasing to 3% feet at the extreme end of the
east jetty.
It is impossible to eliminate the compression of willows to show how
much of the above is due to pure settlement; but, from the corresponding
depression of the heads of the piles along the center portions of the
j etties, it would seem probable that it is mainly due to “settlement.” On
page 2 of the ﬁfth report, Major Comstock gives the settlement of cer-
tain piles along the last 1,000 feet of the east jetty, counting from the
old end, and therefore covering the outer six or seven hundred feet of
this jetty as it is at present. Between July 18 and October 21, 1876,
three months, the outermost pile had settled 2.55 feet, the innermost
0.67, the gradation being progressive.
On the west jetty the observations began about 270 feet within the
present end and extended back along 250 running feet of the jetty, the
observed settlements graduating from 1.00 to 0.80 feet. Owing, how-
ever, to the great subsidence of mattresses and piles at the outer ends
as ﬁrst ﬁxed, the terminal points were (as before stated) withdrawn 330
and 280 feet respectively, by which withdrawal thejetties now terminate
inside the crest of the old bar-—the eastern on the very edge, the west-
ern at 200 feet inside of it.
Inasmuch as a full statement of the “progress” of the construction
can scarcely be made without reference to the repeated partial reconstruc-
tions on account of subsidence, we have been led to develop that subject
so fully. For details of actual construction we refer to the third re-
port of Major Comstock, and to map N o. 2 of the same report, which
exhibits various sections of the jetties as built, and makes it unneces-
sary that we should swell this report by further description.
Up to November 1, 187 8, there had been consumed in the construction
of the two jetties and of the Kipp dam, as stated by the engineers em--
ployed by Mr. Eads, 310,830 cubic yards of mattresses and willows and
54,565 cubic yards of stone, mostly small stone.
By decision of the Attorney-Creneral. January 17, 1877 (Ex. Doc. 28,
Part 1, II. R.. Forty-fourth Congress, second session), the channel
Il\/IPROVEMENT OF THE MISSISSIPPI RIVER. 9
through the sh.oal at the “ head of the pass ” is made a part of the “South
Pass,” through which a “navigable depth ” is exacted by the act of
March 3, 187 5. The work of this locality had, however, been undertaken
by Mr. Eads simultaneously with that on the jetties. A deﬂecting dike
or “ catchwater’7 was designed and commenced, running from the east-
ern margin of the entrance to the pass a distance of about 3,000 feet,
in a course starting northerly, curving to the westward ; but a channel
i.nto the west entrance developing itself, which vessels began to use, the
plan was abandoned, and the channel east of the island was closed by a
dam. Dikes (called “ T-head dams ” on charts) were run out from the
island an d from the west bank, and they now deﬁne the present channel
or entrance. The island or eastern T-head, about 1,600 feet long (origi-
nally 800 feet longer), running northwest by north from the head of the
island, consists at present only of a row of piles and a single layer of
mattresses on the bottom.
The west T-head, 800 feet distant from the eastern one, starts from a
point about 1,200 feet above the origin of the latter and -100 feet distant
from the west shore, with which it is connected by a dam. Except the
last 350 feet, this T-head is built up above ﬂood tide with ﬁve or six tiers
of mattresses loaded with stone on a double foundation layer of two mat-
tresses side by side. The extension of 350 feet has at present its foun-
dation layer only. The dam above mentioned has been built up above
high-water level and loaded with stone.
The permanent dam, 550 feet long, extending from the lower part of
the island to_the east shore and stopping the old east channel, has been
built up above high-water and well loaded with stone.
The foregoing described constitute the system of “works” properly
belonging to the head of the pass. Auxiliary thereto, mattress “' sills,’7
so called, have been laid on the bottom across the two great passes. The
one across Southwest Pass runs from the west shore (fro1n which a spur-
dam about 400 feet long is ﬁrst thrown out) to a point near the upper end
of the west T-head. The entire length, including spur-dam, is about 3,200
feet. The one across the Northeast Pass runs from the end of the old
east dike to the opposite shore, length about 3,000 feet. They consist
of a single mattress layer 70 feet wide and about 30 inches thick, weighted
with stone.
In these various works a-t the head of the pass have been consumed
1-l'1,100 cubic yards of mattresses and willows, and 10,755 cubic yards
of stone, as stated by Mr. Eads’s engineer. ‘
The foregoing is deemed a suﬂiciently full report of the “progress
made in the construction of the works.” , .
In what precedes we have made no mention of the' wing-dams which
have been constructed at various times. Their maintenance not being
contemplated as permanent works, it is understood they have already
subserved the purpose intended, of accelerating the process of channel
formation. ' _ _
2. PROBABLE oosr or COMPLETION.
Inasmuch as the act of Oongress by which the contract was made
with James B. Eads for improving the South Pass of the Mississippi
Etiver expressly stipulates that the contractor should have perfect free-
dom as to the means to be used in obtaining the depths and widths of
channel named in the act, estimates of the cost of completing the works
could only be made after the board had been oﬁicially informed by the
contractor of the methods which he purposed using. An oﬁicial letter
requesting this information was sent to the contractor (copy attached
10 IMPROVEMENT OF THE MISSISSIPPI RIVER.
and marked A) as soon as the board arrived at Port Eads. I-l.'is reply
(copy attached and marked B), with the accompanying‘ drawings, fully
sets forth his present plans and methods of completing the works.
These plans are necessarily subject to modiﬁcation should experience in
carrying them into effect imiical-,e a necessity therefor. VVhe-tlier such
a necessity will arise cannot be foreseen, and therefore estimates must
be based on the plans as they now stand.
The following is a brief statement of the work proposed:
1-. The top of the east jettyis to be raised to the height which the con.-
tractor deems desirable, which varies from 15- feet above average ﬂood
tide at East Point to 7 feet 9 inches above the same plane at the sea
end. The upper part of this jetty, from the point 500 feet below its ori-
gin (to which point the jetty may be considered as ﬁnished) to a point
0,200 feet below, is to be raised to the level of 1% feet above average ﬂood
tide, and ﬁnished by a rounded paving of riprap stone. The next 1,000
feet in len~gth is to be capped by a low wall of rubble masonry. The re-
maining portion of this jetty to its sea end, a distance of 1,550 feet, is to
be capped with large blocks of concrete built in place, on which at a
later date a continuous parapet of concrete is to be built. The river and
slopes of this jetty and its sea end are to be protected by mattresses
covered with stone, additionally strengthened at the sea ends and for
some distance back by crib-works of palmetto logs ﬁlled with stone.
2. The west jetty is to be treated in a similar manner, the changes in
the method of ﬁnish being made at points opposi.te those at which the
changes are made on the east jetty. The protections designed for the
sea end and for the slopes of the west jetty are not so extensive as those
for the east jetty, the latter being apparently considered as more exposed
to injury.
3. The training-walls at the head of the South Pass (called on the
maps “ T-head dams”) are to be improved. The eastern training-wall,
on which but little work had been done, is to be raised above the sur-
face of the water. The portion at the head of the western training-wall,
now consisting of piles and one layer of mattresses, is to be completed.
4.. The obstruction now in the Southwest Pass is to~ be increased by
the superposition of other mattresses until the cross-section of this pass
is made about 12,000 square feet less than it was after the original sill
had been laid. .
5. The dam closing Grand Bayou is to be maintained by such addi-
tional work as may from time to time become necessary.
Mr. Eads estimates the cost of doing the work thus summarily indi-
cated at $340,641._ . .
The board have carefully gone over the details of this estimate and
believe that it is substantially correct. They differ from Mr. Eads in
some minor items of cost, but these diiferences are amply covered by the
$58,273 allowed for contingencies. The board is, therefore, of the opin-
ion that the work indicated by. Mr. Eads can probably be done for his
estimate, provided no extraordinary contingencies intervene.
This at once brings up the question whether the completion of the
indicated works is a substantial completion of the original project and
may be so considered in questions of compensation".2
When may the works at the South Pass be considered as completed "3
A careful study of the act of Congress under whose authority the
original contract was -made with Mr. Eads shows that there is no men-
tion of any speciﬁc work to be done by the cont.-ractor. The act author-
izes him to construct “such walls, jetties, dikes, levees, and other struct-
ures * * t as he may, in the prosecution of said work, deem nec_-
IMPILOVEMENT or THE MISSISSIPPI mvna. 11
essary.” .It also cxpr-essly states that “ said Eads shall be untrammeled
in the exercise of his judgment and skill in the location, design, and con-
struction of said jetties and auxiliary works.” The only limitation on
the contractor is the provision that the jetties “shall not be less than
7 00 feet apart.”
The whole contract is based on results. Certain speciﬁed sums were
to be given to the contractor for certain depths of channel obtained by
him. It was only required that the jetties should be “permanent, and
sufﬁcient” “ to create and permanently maintain” these various depths,
the test of the permanent completion of the work being the creation and
maintenance for 20 years of a channel 80 feet deep and 350 feet wide.
This is the standard of completion established by law, and there is no
power, short of the power that made the law, that can change the
-standard.
VVith this view of the law, and of the duty of the board under the
same, it is unable to make any other statement of the progress that Mr.
Eads has made toward the completion of the jetties than the fact that
he has obtained a depth of 23 feet on the bar, and that there yet remains
to be obtained 7 more feet of depth and a very considerable increase in
width.
WVhile the boa-rd adopts the estimate of Mr. Eads for the work which
he still proposes to execute, it does not consent to his claim that that
amount of work will even complete his project. The yielding character
of the bottom underlying the jetties for the last 2,000 feet, and especially
at the extreme outer ends, is such that the works have been constantly
sinking into it, requiring frequent additions of brush and stone to bring
them above the water surface, and it seems very certain that the ﬁnal
subsidence has not been reached, and that the works now proposed will
require, from time to time, similar additions, the cost of which must be
added to his estimate. ‘What the cost of such additions will he cannot
be foreseen. And further, even if the project as now proposed by Hr.
Eads were completed, it does not follow that the works would satisfy
the conditions of the law by producing a channel of 30 by 350 feet. The
opinion of the board on this point will be found further on.
3. THE RES1'L'l‘S PBOD1*CED.
The average width of the South Pass, between banks, is about 7 00
feet; the depth, so long as that width is maintained, is about 30 feet.
At East Point, where the eastern bank terminates, and where the width
was already increased to 850 feet, the bank conﬁnement ceased; thence
to the crest of the bar, 2:}; miles distant, the depth gradually diminished
to about 9 feet (average ﬂood-tide); the last half mile before reaching
the outer crest having, nearly uniformly, only this small depth.
The results produced by the works may be well exhibited by the fol-
lowing table giving the depth of water in feet and tenths that could be
carried through each section of 2,000 feet below East Point at different
dates, commencing June, 1875 (the date of the commencement of the
works), to December 28, 1878. By following with the eye each column '
downward, the progressive increase 1' ii depth of the particular 2,000 feet
section. of the channel lll(ll(,‘-A/DWI at the head will be readily observed.
12
IMPROVEMENT OF‘ THE MISSISSIPPI RIVER.
I

Distances, in feet, from East Point.

Date.
I .
0-2,000. 2,000--1,000. -1,000-(5,000. 56,000-8,000. 8,000-10,000. 10,000-12,000.
June, 1875 _ . . . . . _ . . . . . . . . _ . . . .. 22. 5 18. 7 16. 7 10. 2 9. 7 S). 2
lilay, 1876 . . . . . _ . . . . . . . . _ . . . . . . ‘Z3. 3 20. 3 ‘..’-L-. 0 21. 0 1,7. l 1.3. 0
Aiigust, 1876 . _ _ _ . . _ . . . _ . _ _ . _ _ _ 23. 5 19. (3 21. 0 ' ‘Z3. 5 23. 0 10. 8
1\-Toveillbc-1', 1876 . . . . _ . . _ . . . . . . . 22. 0 20. 3 21. 1 21.. 2 21. 1 20. 2-}
I\'[arcl1 16, 1877 . . . . _ . . . . _ . . _ . . . . 2-1. 1 21. 1 23. 2 22. 0 21. 2 20. 5
April 2, 1877 .......................................................................... -. 21. 2;
April 22, 1877 . . . . . . . . . . . . . . _ . . . . . . . . . . . . - _ _ . _ . . _ . . . . . . - _ . . . . . . . . . . . . . . . . . . . . _ . . . . . _ _ . - . 20. 5
Ma-y10, 1877 . . . . _ . . . . . . _ . _ . . . . . . . . . _ . . . . - - _ . . . . . . . . . . . . . . . . . . . - -22. 1 21. 4 10. 5
May 24, 1877 . . . . . . . . . . . . . _ . . . _ . . . . . . . . . . . _ - - . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17. 8
June 28, 187 7 . _ . . _ . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . - . . . - _ . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . - _ 18. 0
July 3, 1877 . . . . . . . . . . . . . . . . . . . 24. 9 24. 0 . . . . . . . . . . . . . _ . . . . . . . . . . 23. 5 . _ _ _ _ . . _ _ . . . - .
July 7, 1877 . . . _ _ . . . . . . . _ _ . . . . . . . . . . . . . - _ - - - - . . . . . - . . . . . . . . . . -. 23. 8 . . . . . . . . . . . . . . _ . _ . . . _ _ . . _ -
July 8, 1877 . . . . . . . . . . . . . . _ . . . . . . . . . . . . - - - . - _ . . . . .. 26. 0 . . . . . . . . . . . - . . . . . . . . . . . . . _ . _ . . . _ _ . . . ..
July 28, 1877 . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . _ _ . . . . . . - . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 20. 3
August 30, 1877 . . . . . . . . . . . . . . . . _ . . . . . . . - - - - - . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . 20. 8
September 28, 1.877 ._.‘ . . . . _ . . . . . . _ . . . . . . . . . . . . . . . . . . . _ . . _ _ . _ _ _ . _ _ _ _ _ , _ _ _ _ _ _ _ _ _ _ _ _ _ _ , _ __ 20, 7
October 25, 1877 . . . . . . . . . . . . . . . . . . . . . -. 24. 4 . . . . . . . . . . . . . . . . . . _ . . . . . . _ . . _ . . . . . . . , _ _ _ _ _ _ _ _ _ , _ . _
October 31, 1877 . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . _ . . . . . . . . . . . _ _ _ _ _ _ _ _ _ _ _ _ 2.], 0
November 3, 1877 . . . _ . . . . . . . . - . 26. 3 . . . . . . . . . . - . 28. -3 . . . . . . . . . . . . . . . . . . . . . . . . . _ _ _ _ _ . _ _ . . . - .
November 13, 1877 . . . . . . . . . . . . . . . . . . . . . _ - . . . . . . . . . . . . . . . . . . . . -. 24. 2 . . . . . . . . . . . . . _ _ _ _ _ . . . . . . - .
December 1, 1877 . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 21.
December 7, 1877 . . _ _ . . . _ . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . 23. () _ _ _ _ . _ . . _ . . . - .
December 14, 1877 . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23. 7
January 1, 1878 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . - . 23. 0
February 2, 1878 . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22. 8
hfarc-l1 4, 1878 . . . . . . . . . . . . . . _ . _ . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 23. 2
l’\Iarch 13, 1878 . . . . . . _ . . . . . . . . . _ . . . . . . - . .. - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 20. 5
March 24,1878 ............... -- 2-6. 0 25. 9 ................................................ - .
March 25, 187 8 . . . . . . _ . . . _ . . . . . . . _ _ . . . . . . . . . . . . . . _ -. 5 . . . . . . . . . . . . . . . . . . . . . . . . . _ . _ . . _ _ . . . - .
March 26, 1878 . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25. 4 . . _ . . . . . . . . . . _ _ . . . . . _ . . . .
Ma-rcli 27, 1878 . . _ _ . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . - - 24. 3 . _ _ _ _ _ . _ _ _ _ . . .
April 3, 1878 . . . . . . . . _ . . _ . . _ . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . _ . . . . . . . _. 23. 0
May 9, 1.878 . . . . . . . _ . . . . . . . . _ . _ . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . -. 2
May 23, 1.878 . . . . . . . . . . . _ . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 22. 3
June 3, 1878 . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . -. 22. 2
June 19, 1878 . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 22. 0
July 2,1878 ......................................................................... -. 21. 9-
December 2, 1878 . . . . . . . . . . . _ 28. 4- 26. 4 35 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
December 3, 1878 _ . . . . . . . . . . . . . . _ _ . . . . . . . . . . . . . . . _ . . _ . _ . . . . . . . . 27. 1 25. 3 ............ . .
December 6, 1878 . . . . . . . . . . . . . . . _ _ . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . - - 23. 0
December 28, 1878 . _ . . . . . _ . _ . _ . _ _ _ . . . . . . . . . . _ _ . . _ _ . . . . . . _ . . . . . . . _ . . . . . . . . . . . _ . _ . . . . . . . . 23. 0


The last column is more especially a test one since it gives the bar-
depth or shoalest part of the channel.
been obtained prevailed December 14., 1877, when it was 23.7 feet.
the date of the latest survey, December 28, 1878, it was 23 feet.
The maximum bar-depth that has
At
This
slightly diminished bar-depth by no means indicates actual retrogression
in the progress of “results.’7
On the contrary there has been constant
progressive general improvement in the jettied channel, at no time more
evident than. at the present.
At the date last named a depth of 24 feet, with a clrannel-width of
300 feet, extended down to within 2,000 feet of the jetty ends; and the
same depth with a channel-width of 200 feet, almost to the very ends.
Thence to the same depth outside was a distance of but 60 feet with a
navigable channel of 23 feet intervening.
The 25-foot channel has nearly the extent of, and not m~uch less width
than, the 24-foot ch.annel.
From its terminus inside to the same depth
‘ outside of the bar there is but an interval of 160 feet.
,The 26-foot channel extends (with a break of only 150 feet) down to
Above the single interruption men-
within 1,000 feet of the jetty ends.
tioned, which is 3,000 feet from the ends, the 26-foot channel has in~ its
narrowest parts 1()0 and 150 feet width; in the widest 350 and 7 00 feet,
the latter at the -site of the so-called “‘ deep hole.”
The depth of 27 feet is found at various points in the channel down to
very near the jetty ends.
IMPROVEMENT OF THE MISSISSIPPI RIVEP.
18
Q
. west Pass margin).
If we compare the above with the chart of a year’s earlier date (De-
cember 5, 1877), we ﬁnd a general improvement of navigable channel
through the lower 6,000 feet. There is 24 feet where there then was 22
feet; that is to say, a general. increment of the channel depth by 2 feet, ‘
accompanied by rectiﬁcation and widening of areas of lesser navi-
gable depths; there being, for the 22-foot depth, 230 feet width at the
bar and a general width within of over 400 feet. ‘Nhile the abnormally
4‘ deep hole” itself has ﬁlled from extreme depth of 80 feet to 05 feet, the
channel for 1.,000 feet below the hole has deepened by an average of
10 feet (73. e., from depths of 28 feet and 88 feet to depths of 38 feet and
48 feet). (The deep hole, so called, above began to form two years ago,
commencing near the origin of the west jetty and extending about 2,000
feet down the jettied channel. Various causes have been assigned, ed-
dies being the most prominent. Depths of over 100 feet have been ex-
hibited.) As to the channel from Kipp Dam (at upper li1nit of the hole)
up to the beginning of the jetty works at East Point, we ﬁnd for 2,500
feet upwards an average deepening of from 6 to 7 feet (extreme 12 feet),
above which to East Point the depth of about 30 feet has remained pretty
constant.
At the head of the passes the result of the works has been the procur-
ing of a channel-depth of 22 feet where there was, over the shoal, but
14. or 15 feet. If we compare the present condition with the chart of
December, 1877, we ﬁnd that while the actual navigable depth is not
much changed, the distance between the 24-foot curves at T-heads and
above the same respectively has increased from 850 to 800 feet; this
augmentation of the ba/r-width taking place both inwardly and out-
wardly; but in much the greater proportion outwardly (i. 0., on the South-
Between the training-walls the channel may have
somewhat improved, not by increase of maximum depths, but by the
diffusion of the current more equally over the intervening space.
4. RESULTS THAT MAY PROBABLY BE PRODUCED.
It is a difﬁcult matter to respond satisfactorily to this requirement of
the law~ inasmuch as the efficient causes cannot be precisely deﬁned or
measured. Reference to opinions of engineers who have recommended
the resort to jetties and developed their views as to depths which should
be obtained by the means proposed, furnishes one basis of judgment.
Reference to the act/ma-Z results combined with the progress and present
condition of the works furnishes another. The trial of the jetty system
at the South Pass, or at least a fmther study of the subject, before
undertaking the construction of a ship-canal, was first recommended in
the minority report of the Board of Engineers of 1873, with the expres-
sion of opinion that 25 feet at low-water might be attained; the practi-
cability of terminating the jetties inside the bar crest (instead of en-
countering the great expense and doubtful practicability of prolonga-
tion to deep water) being assumed or supposed probable.
The Board of Engineers constituted by act of June 28, 1874, “to deter-
mine the best method of obtaining and maintaining a depth of water
sufﬁcient for the purposes of commerce, either by a canal from said river
to the waters of the'Gulf, or by deepening one or more of the natural
outlets of said river,” proposed, by the extension of j etties, 900 feet apart,
to the depth of 30 feet outside, to obtain provisionally a channel-depth
which would, as was estimated, gradually shoal by bar advance in about
ten years to 25 feet depth, when the jetties must be extended 1,000 feet sea-
ward to reach 30 feet depth again. The present jetties are about 950
14 IMPROVEMENT OF THE MISSISSIPPI RIVER.
feet apart, and terminate, the eastern almost on the outer edge of the bar,
where there was originally but 15 or 16.feet of water ; the western, about
200 feet within the outer edge, where there was but 7 or 8 feet of water.
The conditions, therefore, by which the engineers of the board of 187 4
expected to get, provisionally, 30 feet depth, do not, in the existing ar-
ra-ngements, fully obtain.
Mr. Eads, in his letter to this board, herewith appended, states:
I believe the natural pass is sufﬁcient to create and iiiaiiitain a channel through the
jetties that shall have a central depth of thirty feet when the jetties are fully consoli-
dated and all leakage through them is prevented; but I do not believe such volume
will produce a channel of greater magnitude.
Though the ground for this belief is not here stated by Mr. Eads, it is
understood that he relies on the fact that the pass in its natural condi-
tion maintains a depth of 30 feet in its channel. He believes that the
j etties will carry out that depth, undiminished, to the sea. This, too, was
admitted or assumed by the board of 1874 prorildcd always the jetties,
900 feet apart or less, be extended to or beyond that natural depth in
the Gulf. This proviso is not fulﬁlled, as we have seen, by the existing
jetties.
The foregoing refers to a priori opinions. Turning now to the results
actually and progressively obtained, coupled with the stage of construc-
tion and present condition of the je_tties, the facts of the case have been
stated under the proper head. .
The jetties since their coiiimencement have produced an increase of
bar (or minimum navigable) depth from 9 to 23 feet; and if the last
twelve months have shown no actual increment of that particular ele-
ment, yet there has been (as already fully set forth) a most decided im-
provement throughout the whole j ettied channel length. There is ground
to look for further improvement, coupled with increase of bar-depth,
which to 25 feet requires the cutting through of a bar of only 160 feet
width. But the jetties have not yet (as seen in our statements on “prog-
ress,” &c.) acquired their full action. The outer ends, though more
than once raised, are still submerged. According to Captain Brown
(Eighth Report, p. 31), “at least 20 per cent. of the water pas sing the
land’s end at East Point escapes over thejetties and through the meshes
of the mattresses at average ﬂood-tide.” Mr. Carthell, resident engi-
neer under Mr. Eads, estimates the escape at 25 per cent. By far the
greater portion of this escape takes place along the lower 1,000 or 1,500
feet of length. Moreover, the temporary effect of the operations at the
jetties at Grand Bayou and at the head of the passes, has been to di-
minish the discharge of the pass by 10 or 12 per cent. The raising and
consolidating thejetties at their outer ends will in great measure pre--
vent the loss attributed to iiiiperfect coiitiiieineiit; the volume originally
eiiteriiig the pass at the head may probably be restored.
The foregoing considerations, and the facts already stated under the
head of “results actually observed in the progress of channel developmen.t.-
during the last twelve months,” induce us to think that if the j etties were
well consolidated and raised sufﬁciently high to prevent leakage and
overﬂow, a considerable increase of navigable depth would result. \'Ve
cannot state that in our opinion it is a “probable result” that the depth
of 30 feet will be attained, assumed by Mr. Eads. VVhat the limit
will he cannot be positively announced. That it may attain 25 or 20
feet is all we can venture to expect as a depth which shall perinaneiitly
maintain itself; and as past experience shows annual ﬂuctuations am cunt-
ing to about 2 feet, a permanent channel of 25 or 26 feet will require an
occasional channel of 27 or 28 feet.
IMPROVEMENT or THE MISSISSIPPI RIVER. 15
With regard to the head of the passes, the considerable widening of
the bar or shoal between 24 feet inside and 24 feet outside during the
last twelve months is an unfavorable result. The work designed by Mr.
Eads, and embraced in his estimate for “completion,” and now com-
menced, consisting mainly in the raising by additional mattresses the
sill of the Southwest Pass, with the view of restoring the lost inﬂow to
the South Pass, and deepening the entrance, may accomplish the result
expected. I/Ve have not full conﬁdence, however, that that measure
alone will do so. ,
In connection with the “probable results” of jetty construction upon
which we are directed to report, there is one to which pre-eminent impor-
tance has been attributed and which should not be here overlooked-that
of bar advance. The Board of Engineers of 1874, in recommending the
jetty construction at the South Pass, assumed that the normal rate (sup-
posed to be 100 feet per annum) would be maintained after the pass was
jettied, and hence that, to maintain a depth of at least 25 feet, the jetties
must be prolonged every ten years. One of the main arguments used
against the resort to the jetty system has always been that a greatly in-
creased rate of bar advance will ensue. On this point we refer to the
Seventh and Eight Reports of Captain Brown and to his Annual Report
of June 30,1878. By the Seventh Report, page 30, it is shown that over
a fan-shaped area of 1-}; square miles immediately seaward of the ends of
the jetties there had been between June 20, 1876, and June 22, 1877, a
mean “ ﬁll ” of four-tenths of a foot. Parts of this area had scoured (/£.e.,
had become deeper); in 4 of the 21 sections there had been, on the con-
trary, a large “ﬁll” ; the average total result having been, as just stated,
a slight shoaling of 0.4 foot. Over this same area (page 15, Annual Re-
port) there had been in the subsequent twelve months from June, 187 7,
to July, 1878, a scour (Ii. 6., increase of depth) averaging 1.8 feet.
By the table (p. 33) of the Eighth Report it is shown that in that por-
tion of the 30-foot curve lying seaward, between the prolongations of the
jetties, an advance of 132 feet had taken place so early as October, 1875,
soon after the jetties were commenced and before any impression had
been made on the bar. During the subsequent period of two years there
had been ﬂuctuations, the advance reaching (July 28, 1877) the magni-
tude of 242 feet, followed by a retrogression to 108 feet December 15,
187 7 . This last was followed by another retrogression (table, page 18,
Annual Report) to 60 feet in the early summer of 1878, succeeded by an
advance, July 15, to 140 feet.
The foregoiiig, referring to the portions of the 30-foot curve included
between the prolongations of the jetties, affords no proof of plrogrcssi-2:6
advance. If, in this connection, we take into account the position of the
30-foot curve outside the jetties (and this is evidently a better test), there
is shown, instead of advance, an absolute retrogression. Or, again, if
we have reference to deeper curves, Captain Brown’s surveys (Annual
Report, table, p. 15) show that from June, 1877, to July, 187 8, the 40,
50, 60, 80, 90, and 100 foot curves had drawn in towards the ends of the
jetties the respective distances of 117, 228, 190, 65, 71, and 183 feet; the
70-foot curve alone showing advance into the Gulf (46 feet). The actual
results, therefore, so far as we know them, do not justify the predic-
tions of accelerated bar advance. On the contrary, they show a dis-
appearance of bar material from the front of the jetties.
5. PROBABLE PERMANENCY.
lVave (or storm) action of the sea and decay or dcstrzlction by the ferrule
0
of the willow mattresses are the prmcipal destructive elements to be
16 IMPROVEMENT OF THE MISSISSIPPI RIVER.
mentioned. An additional element of deterioration, not peculiar to the
location, but supposed to be so permanent as to involve the question of
permanence, must also be noticed. The jetties, except the extreme
ends and contiguous portions for about 1,500 feet inward, are so well
sheltered by shoals that wave action, except on those portions, has little
effect. On the sea-ends the effect has been considerable, but mainly
superﬁcial, destroying more than once the upper course or courses of
mattresses and washing off and scattering the stones (mostly small)
which have been repeatedly applied to the top surface. VVave action is
by no means as violent here as in similar exposures on the Atlantic
coast. We see no reason to doubt that the thick concrete capping Mr.
Eads is now commencing to apply (work having already begun on the
upper portions) ﬂanked by enrockments of heavy stones on palmetto-log
grillages overlying the original marginal mattresses, will resist sea-
action.
lVood of all kinds considerably submerged is sufficiently secure against
decay.
Experience here shows that for about 1,700 feet inwards from the jetty
ends the teredo destroys rapidly all exposed wood (including in this term
the willows of the mattresses) lying more than 4 or 5 feet below the sur-
face of the water. Evidence enough of its attacks upon piles and wil-
lows exists. But the teredo does not attack wood where the free access
of sea-water is impeded. Those portions of a stick buried in mud or
sand, or packed around with mud or sand, are secure. We have no
reason to believe that the teredo has penetrated or can penetrate far into
the interior of the mattress courses; we have pretty good reason to be-
lieve that the foundation mattresses are and will remain secure; and
probably also the bulk of the interior of the masses of willow-work.
In what we have said under the head of “progress,” we have given
suﬁiciently full details concerning settlement. It is still very great at
the outer ends, though very much less in all those portions more than
two or three thousand feet from those ends. That additional superﬁcial
applications of stone or concrete will be necessary to the structures we
must expect.
In the ordinary sense of the word permanency, 6., capability of en-
durance of destructive forces, the works may be said to possess the
attribute, to a reasonable degree, for work of the kind thus situated. As
regards the outer ends it is yet early to predict to what extent or how
long renewals of height to compensate the still progressing settlement
must be resorted to.
6. ADVISABILITY OF ANY MODIFICATION OF THE ACT AS REGARDS
TERMS OF PAYMENT AND DIMENSIONS OF CHANNEL.
As the United States has not suggested or desired any modiﬁcations
of the terms of the act in these or other particulars, it follows that any
change must be for the beneﬁt of the contractor, and it equally follows
that no change should be made unless justice to the contractor should
demand it. This leads to an examination of the claims advanced by
him for a modiﬁcation of the terms of the act of 1875, by which the
contract was awarded to him for improving the South Pass of the Mis-
sissippi River so as to give a channel of 20 feet depth at its head, and a
channel of 30 by 350 feet at its outlet into the Gulf.
The board of 187 4., instituted by act of Congress to determine the
best method to secure on outlet from the Mississippi River to the Gulf,
either by a canal or by the improvement of one of its natural outlets,
IMPROVEMENT or THE MISSISSIPPI RIVER. 17
reported in favor of improvement of the South Pass at an estimated cost
of $5,342,110, declaring that while its estimate was designed to cover
every possible -contingency of cost, i.t was beli.eved the work could be
done for a much less sum. No reason is known why Congress, which
adopted this recommendation, should not have left the execution of the
work to its own agents, except that the present contractor, Mr. James
B. Eads, offered to accomplish the results contemplated by the board
without payment unless those results were secured. It would seem,
therefore, that this proposition of payments for results only inﬂuenced
Congress to award the contract to Mr. Eads instead of leaving the ex-
ecution of the work to its usual agents. Taking this principle of no
payments except for results as the motive which governed Congress in
awarding the contract to Mr. Eads, we are prepared to consider his
claims to aid beyond what the original contract gives him and what the
supplementary act of June 19, 187 8, advances to him.
His claims are based, ﬁrst, on the assumption that the work already
executed and the results attained are greatly disproportionate to the
payments he has received ; and, second, on the ﬁnancial embarrassment
under which he labors, in consequence of his large expenditures in ex-
cess of his receipts.
In regard to the results accomplished, Mr. Eads claims that as he was .
to provide a channel of 30 feet where there was only 8 feet originally,
and as he has obtained a channel of 23 feet, he has accomplished ﬁfteen
twenty-seconds of the result promised, and that he should be paid in
that proportion. But it should be remarked that a channel of less depth
than 18 feet at South Pass was not necessary, and it is clear from the
contract and other evidence that Congress did not design to pay for any
channel of a less depth than this. The useful result accomplished is,
therefore, a channel from 18 feet to 23 feet, and the proportion to the
whole depth of 30 feet is ﬁve-twelfths. If the required widths of the
prescribed channels and the failure to maintain the above full depths
during twelve months he also taken into consideration, this proportion
of ﬁve-twelfths will be largely in excess of the truth. But the con-
tractor has been paid for results obtained, and had advances made to
him up to date, aggregating $1,686,066, or about ﬁve-twelfths of the
amount to which he will be entitled on securing a 30-foot channel, leav-
ing out of consideration the sum of 81,000,000, to be retained for a
series of years as security for the maintenance of the channel. On the
other hand, neither the results of our own examinations nor the records
and estimates of the inspecting engineer ofﬁcer warrant us to believe
that the amounts already paid are disproportioned to the amount of
work actually done.
Financial embarrassment on the part of a contractor is not usually
considered by the government as a sufﬁcient reason for an advance of
money beyond the provisions of the contract; but as Congress has al-
ready authorized the advancing to Mr. Eads of $1,000,000, and as that
sum may not be suﬂicient for the work still to be executed according to
Mr. Eads’s present project, we would recommend the advance of a further
amount, not to exceed the $250,000 remaining of the $500,000 due on
the attainmentof a channel 26 by 300 feet; the money to be expended
under conditions similar to those imposed by the third section of the
act of June 19, 1878. ' _
As every additional foot in depth of channel is of substantial beneﬁt
to commerce, we would suggest the advisability of a change in the terms
of payment in the original act, so as to allow of payments for each ad-
S. Ex. 49 2

18 IMPROVEMENT OF THE MISSISSIPPI RIVER.
ditional foot gained instead of for every two feet, the channels and pay-
ments to be as shown in the following table:

Present system. System recommended.
Payments for twelve
months’ maintenance.

Ii
I
Cham1e1- Pa.W1161lt$- Pggigtigism.f{)l:te1f_:g1(2,1876 Channel. Payments. I \ (I ( I I-
1


Feet. Feet.
28 by 350 $500, 000 $250,000 with 6 per cent. 27 by 325 $250, 000 $125,000 with 6 per cent.
interest. interest.
28 by 350 250,000 I $125,000 with 6 per cent.
interest.
30 by 350 500, 000 $500,000 with 5 per cent. 29 by 350 250, 000 ! $250,000 with 5 per cent.
interest. 1 interest.
, 30 by 350 250,000 : $250,000 with 5 per cent.
1 interest.
I
In view of our recommendation that Mr. Eads be provided with sufﬁ-
cient funds to complete his work according to his own programme as
explained to us, and of his expressed ability to obtain virtually the
depths and widths of channels prescribed; and, further, as but a short
time need elapse before results of completing his plans will be made
manifest, this board think it premature to recommend at this time any
changes in channel dimensions as required by the contract.
SUMMARY.
The opinions which the board have given in the above report may be
condensed into the following summary.
.P')“0[/7"6.S'8.—Tl16 east jetty has been built to a distance from East Point
of about 2%; miles. The west jetty terminates opposite the east jetty,
but its total length is only about 11- miles; the difference being due to
the greater extension of the natural banks on the west side of the pass.
The distance in the clear between the jetties is about 050 feet. Both
jetties, to within 1,500 feet from their sea-ends, are well advanced towards
completion, but it is desirable that they should be in some portions raised
and compacted to prevent the current passing so freely through them.
The outer 1,500 feet of each jetty is quite deﬁcient in height and com-
pactness, allowing the escape of a large percentage of the water of the
pass, and require, therefore, to be raised and consolidated quite mate-
rially, and especially so at the sea-ends. Much material has been ex-
pended on these ends, but they continue to settle. The outer 330 feet
of the east jetty as originally built and the outer 280 feet of the west
jetty have al.together disappeared, and the contractor has decided not
to attempt to rebuild the lengths thus lost.
Kipp’s dam, which connects the starting-point of the west jetty with
the natural west bank, is in good condition.
The dam across (;lrand Bayou has settled, and will require some build-
ing up from time to time in consequence of subsidence.
The works at the head of the pass, where built above water, are in
good condition, but som.e portions remain to be completed, and some
additions are contemplated.
Probable cost of c0m].)let’i(m.-—It is impossible to state deﬁnitely the cost
of completing a work that by its nature is indeﬁnite. Mr. Eads, in his esti-
mate, proposes to make certain repairs and additions for the sum of about
$350,000. The board agrees with him that the sum named will do the
work estimated for; but it is of opinion that, on account of settlement
IMPROVEMENT OF THE MISSISSIPPI RIVER.
and other causes, the indicated work will not complete his project. It
is unable to predict what will be the resulting depth on the bar, and as
the only standard of completion is the attainment of a channel over the
bar 30 feet deep and 350 feet wide, it follows that an estimate of the
probable cost for works necessary to produce such channel, if it ever
can be produced, cannot now be made.
Results produced.-'-On the 28th of December, 1878, there was 28 feet
depth over the bar at the mouth of the South Pass. Although the depth
over the bar is 8 inches less than it was a year ago, the bar is narrower,
and there has been a marked general improvement in the channel within
the jetties. It is much more regular in form, and there has been an
average increase in depth of 2 feet in the lower part of the j ettied channel,
and of from 0 to 10 feet in the upper part. Outside of the jetties there
is no present appearance of bar advance, and though during the past
year soundings indicated variable conditions during different months, at
the end of the year a scour of 22 inches is shown in the 1% square miles
just seaward of the jetties, where during the preceding year there had
been a resultant average ﬁll of 5 inches.
The channel at the head of the pass has somewhat deteriorated during
the past year. The depth over the shoal at this place is about the same
that it was a year ago (22 feet), but the bar, which was then 850 feet
wide, is now 850 feet wide.
Results that may probably be produced.--Tlie board of the opinion
that ‘if the jetties are raised and consolidated, so as to conﬁne to the
channel-way the greater part of the water now escaping by lateral waste,
it may be possible to procure a depth of 25 or 26 feet over the bar. with-
out regard to width, which corresponds to occasional depths of 27 or 28
feet. At the head of the pass Mr. Eads expects to procure the depth of
26 feet required by the contract by still further diminishing the cross-
section of the Southwest Pass and Pass a l’Outre, if necessary. The board
is not fully conﬁdent that that alone will suﬁice.
Probable perm.auen,e'3/.-The jetties may be considered as fairly perma-
nent, except the outer ends, for a distance of about 1,500 feet. Here the
chief difﬁculty is due to the softness of the bottom on which the jetties
rest. Experience indicates that they will continue to settle, and will
therefore require to be raised from time to time. “Then this subsidence
will cease it is now impossible to predict. All the other works may be
considered as fairly permanent or can be made so. \Vh-at repairs will
be needed on them from time to time will be moderate in amount and
easily made.
AcZ'viI8abzTI.-z'.z‘»_2/ of any cha-'nl(]e /in the c0m‘ra-ct -in re‘(/ard to z‘erms o_z"payment
and dimensions of channel-.-1-‘is the gain of each foot in depth of channel
is of much importance to commerce, the board recommends that the act
of 1875 be so amended as to authorize the payments for each foot
instead of two feet, the aggregate to be paid remaining the same, and,
as the contractor represents himself as laboring under serious ﬁnancial
embarrassments occasioned by large out-lays beyond what he has re-
ceived, which will prevent his prosecution of the works toward com-
pletion beyond what can be done with the advances to him already
authorized by Congress, the board further recommends an additional
advance, if needed, to complete his project, of not exceeding $250,000,
the expenditures to be made according to the conditions prescribed by
section 8 of the act of June 19, 1878.
In view of the various considerations presented in the report, and of
the conﬁdence expressed by Mr. Eads of his ability to secure the ulti-
_mately required channel of 80 by 850 feet by works the cost of which
20 ‘" IMPROVEMENT or THE MISSISSIPPI RIVER.
will be amply covered, according to his estimates, by the additional
$250,000 which we have advised to be advanced to him, the board does
not recommend any further changes in the terms of payment or dimen-
sions of channel required by the contract.
Respectfully submitted.
. J. G. BARNARD,
Colonel of Engineers and Breoet 1l./[q)'or- General.
J. N. MACOMB,
Colonel of Eng/i'neei"s, Unttecl States Army.
Z. B. TOWER,
Colonel of Engineers, Breoet Ma,7'or-Ge-neral.
H. G. WRIGHT,
Lilentena.nt- Colonel of E-ng/ineers, Breoet May'or-General.
WM. E. MERRILL,
Major of .E’I2/g’I:’1'l66’I”8 and B/reoet Colonel.
Hon. Gno. W. McGRARY,
Secretary of I/Var, IV01/sh'ingto'n, D. C.
O
;';¢‘\
8 / INSPECTION
____,“
OF THE
/ 7 \/',;§ / I’
_.,.,,,-._. MM“
46‘
g
M
W‘
M‘
IMPROVEMENT OF SOUTH PASS,.
MISSISSIPPI RIVER.
ﬁlnspecting Ofﬁcer, W. H. HEUER,
CAPTAIN OF ENGINEERS, U. S. A.;
BEING
APPENDIX L
OF THE


ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1880.
WASHINGTON:
GOVERNMEN1‘ PRINTING OFFICE.
1880.
Z X,


INSPECTION
OF THE
“*1: -i__—.- I
IMPROVEMENT or soiirili Piss,
MISSISSIPPI RIVER.
Inspecting officer, VV. H. HEUEB,
CAPTAIN OF ENGINEERS, U. S. .A.;
BEING
APPENDIX L
OF THE
ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR 1880.
WASHINGTON:
GOVERNMENT PRINTING QFFIOE.
1880.
[EXTRACT FROM THE ANNUAL REPORT OF THE CHIEF OF ENGINEERS
TO THE SECRETARY OF WAR.]
OFFICE or THE CHIEF or Enernnnns,
UNITED STATES ARMY,
Washe'ug/tou, D. 0., October 16, 1880.
INSPECTION OF THE IMPROVEMENT AT THE SOUTH PASS OF THE
MISSISSIPPI RIVER.
Inspecting ofﬁcer, Capt. W. H. Heuer, Corps of Engineers.
E./ramvluatious and survey/.s~ to ascertain, the depth of /water and cmklth of
channel secured and mcaluta/ined from time to time by James B. Eads at the
South Pass of the M/£.ssis.s"£ppil River, and to enable the Secretary of War to
report during the mmintencmce of the wo1'7.'.—A report from the inspecting
ofﬁcer of the progress made by Mr. James B. Eads in the above improve-
ment during the ﬁscal year ending June 80, 1880, and also the results
of examinations and surveys made during the year, will be found in
Appendix L of this report.


July 1, 1879, amount available . . . . . . . . . . . . . . . . . . . . . . . . . . . . - _ $28, 825 37
Amount appropriated by act approved J unc 14, 1880 . . . _ _ _ _ . - - 20, 000 00
—— $48, 825 37
July 1, 1880, amount expended d1u‘ing ﬁscal year . . . . . . . . . . _ . . . . . _ . . . . . -- 23, 669 15
July 1, 1885, amount available - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ -- ‘25, 156 22
Amount estimated as necessary for ﬁscal year ending June 80, 1882 _ _ . _ _ - - 20, 072 00
=)i= $8 #i= $5 =36 =3! 56
With com plimcnts of
e.8o]\IovE]\I;C.E.
APPENDIX L.
INSPECTION OF THE IMPROVEMENT AT ’lHE SOUTH PASS OF THE MIS-
SISSIPPI RIVER.
REPORT OF CAPTAIN WILLIAJI II. HEI/"ER, CORPS OF ENGINEERS, IN-
SPEGTING OFFICER, FOR THE’ F SUAL YEJR ENDING JUNE 30, 1880.
New O12LEANS,LA., July 21, 1880.
GENERAL: I have the honor to transmit the annual report of the
progress of work on the improvement of the South Pass of the Missis-
sippi River.
The body of the report is made by Mr. 0. Donovan, assistant engi-
neer, who is the local engineer in charge of the surveys and examina-
tions being made there.
An examination of the report and charts shows that at the end of the
ﬁscal year there was through the jetties a channel 30 feet deep, having
a least width of 40 feet, while the 26-foot channel has a least width of
200 feet. Near the head of the passes in the channel there is but one
spot having a less depth than 26 feet. At this point the depth is 25.6
feet. One year ago the depth at the same place was 2i feet. In other
words, there is now a ship channel from the Gulf of Mexico into the
Mississippi River 200 feet wide and having a depth of 26 feet, except in
one little spot just referred to.
A survey outside of the jetties was made, covermg about 1;} square
miles of area, with a view to determine the amount of scour or fill that
had occurred. The change since last report was so slight as to amount
to practically nothing. The survey showed a mean scour of about .12
of a foot. The aggregate amount of deposit or fill in this area from
1876 to June 30, 1880, has averaged in vertical height 1.0-I feet.
The very decided improvement in the depth of water through the
jetties during the year is probably due to the immense concrete blocks
and walls placed on the jetties, which conﬁned the water within the jet-
ties and thereby increased the scour. For details of these blocks, their
size, subsidence, &c., see the detailed report. The report also contains
details of all cribs and other work done by Mr. Eads during the ﬁscal
year.
Respectfully submitted. IV. H. HEUER,
Captain of E'ngz'neers.
The Omen OF Enernnnns, U. S. A.
0
REPORT OF MR. C. DONOVAN, ASSISTANT ENGINEER.
UNITED Srarns ENGINEER OFFICE,
Port Eads, La., July 15, 1880.
SIR: In compliance with your verbal instructions I have the honor to present herein
a report of the progress made in the improvement of South Pass of the Mississippi
River, by Mr. James B. Eads, during the fiscal year ending J unc 30, 1860, and also the
results of examinations and surveys made during the year. 1123
1124 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
HEAD OF PASSES.
\Vith the exception of “Upper Dam,” the works at this point remain in substan-
tially the same condition as when last reported upon (June 30, 1879). The work during
the ‘year has been very slight, consisting i11 placing two tilted mattresses, each 60 feet
long, 22 feet wide, and 1 feet thick, to close a break in the extension of east T-head
dam, and twenty-ﬁve hours’ dredging to increase the width of the 26-foot channel.
The above-mentioned work was done previous to July 25, 1879.
In the construction of mattresses 82!; cords of willows were used.
From July 25 to December 27, 1879, the works here remained in good condition,
only a slight sinking of the mattresses having occurred. About December 27, owing
to the pressure on the “Upper Dam,” caused by the rising of the river, this structure
was undermined in two places and carried away. These breaks have gradually in-
creased, until, on June 30, they were respectively 130 and 620 feet wide, having a
depth of 18 feet of water through them.
The only portion of this dam which is in place and above average ﬂood tide is 430
feet of the western end. The other portions not carried away are still in place, but
theirsurfaces are from 5 to 12 feet below average ﬂood tide. On Chart No. 4 the por-
tions of this dam which have disappeared are indicated by a broken line.
The deterioration of this dam has not been detrimental to channel improvement,
especially below it, as there has been a constant and, at times, a rapid deepening since
it was completed, and especially during high river.
It is considered that this dam has served the purpose for which it was built, and
that it will not be necessary to rebuild it.
DAM AT BAYOU GRANDE.
No work has been done on the dam across this outlet to South Pass during the year.
The work still remains in fair condition, only a settling of the mattresses having oc-
curred. The upper surface of the top mattress is now 21} feet below average ﬂood
tide. The bayou above the dam has become so ﬁlled with deposit that the average
depth of water through it is about 41} feet. ‘
At high tide there is a sluggish current through the bayou, and its discharge is
slight, being to some extent obstructed by ﬂood-wood, which has collected above the
dam.
AT THE MOUTH 011‘ SOUTH PASS.
(a) EAST JETTY.
The work at the mouth of South Pass during the year has been chieﬂy conﬁned to
the building up of this structure, as it is the more important one, being subjected to
the majority of the violent wind storms which visit this section.
The following is a classification of the work on this jetty:
1. Building and sinking of crib work. -
Placing of concrete blocks.
3. Building parapet wall on concrete blocks.
4. Miscellaneous work.
1st. Building and sirzlci-ng of cril)10ork.—Tl1is work is for the purpose of strengthening
and protecting the sea ends of the jetties, and in some cases it forms the foundation
for concrete blocks. The cribs consist of piles laid in alternate horizontal courses,
crossing each other at right angles. The piles in the ﬂoor courses are placed in con-
tact with each other, and those of the upper courses are from 5 to 7 feet apart, thus
forming compartments from 4 to 6 feet square. The piles are held together by drift
bolts at every point of contact, and also by iron straps passing around the exterior
piles of three or four courses.
In many of the cribs the ﬂoor is formed of 10 by 3 inch lumber, and the spaces be-
tween the piles are closed by chinking, or by inch planks nailed on the inside.
These cribs are built on ways, and when completed are launched and ﬂoated into
position, and sunk by filling the compartments with stone. They vary somewhat in
form, according to the position they are to occupy, and are placed so that the top of
the crib will be at average ﬂood tide. A slope is formed by omitting piles in the
courses in one direction, and shortening those in courses at right angles, or by elevat-
ing one end of the piles so as to form the desired slope, the other end being in contact
with the lower horizontal course. '
Cribs are built of palmetto, pine, and cypress piles; those constructed of palmetto
piles are from 40 to 70 feet long, and from 15 to 20 feet wide, their heights varying
according to the depth of wai er at the point where they are to be placed. These are
sunk near and about the extreme ends of the jetties, usually with their greatest di-
mension parallel to the axis of the jetty.
The other class, denominated spur ()7‘il)8, are built of pine or cypress piles and plank,
usually 25 feet long and 20 wide, with their greatest vertical dimension, with one ex-
ception, not exceeding 8 feet. They are placed in shoal water at intervals along either
side of the jetties, with their length perpendicular to the axis of the jetty, and serve
to strengthen the concrete wall, and break the swells which race along the sea side of
APPENDIX L. - 1 125
the concrete blocks with undermining effect ; they will also serve as a foundation for
concrete blocks, which it is proposed to place upon some of them in the future. Dur-
ing the year twenty-two cribs have been built and placed in position about the east
'etty. ,
J On Chart No. 5 is given a plan of the end of the jetties. showing the total number
and position of cribs in place, and a cross-section of the east jetty near its end, or
11,773 feet from East Point, which will serve to show the construction of them.
The following table gives the dimensions, contents, character, &c., of each crib
placed during the year, and their position with reference to either jetty. The number
of each crib corresponding to that given in the table will be found on the plan above
referred to : , ‘
Table giri-ng dimensions, character, and location of cribs.


Q I ' I 1-? I '. ' § ~'.-I ?
2 -2 I Q 5-3 I 8. . . :.~_ti.;.é’-~’?..e;i.ﬁ& L .
ca 5 5 -5 Dimensions. , O E 1 Q 5 ,‘ CE 1 CE ~, ocation.
I Q I 4 A 5 ‘ ‘
I 1879. Feet. i = . 8 July . . . . . . -.‘ Spur .... -. 25 ><_20 X 6 ‘ . . . . . . . . . . . . 700 , .... .- Stgtion 112, sea side, East
5 I § 1 etty.
9 ---.do ..... -. .--.do-._-. 25x 20 X 6 ‘ . . . . . . -.f .... 640; .... --;ISt3>:tion110,seaside,East
‘I l I 8055*.
10 .--.do ..... --.-..do-.--. 25><20 X 6 , . . . . . . . . . . 700 .... --fSt-gition 108,seaside,Ea-st
' ' 5 1 etty.
11 do .--.do 25><20 X 3.5 f . . . . . . ..T . . . . -- 460 ; . _ . . -. Stgtion 114, sea side,East
I ; ‘ etty. -
12 .--.do . . . . . .. do 25><2O X 3.5: . . . . . . -.f . _ . . 460i ..... Stsrtion 112,seasi<le,West
. I 1 _ 5 : etty.
13 ....do . . . . . .- .,-.do 25X 20 X 6 . . . . . . ..'~ . . . . .-i 700 .... Stgt-itin114,seasi-de,West
‘ I ' I etty.
14 .-..do ..... -. 25><20 X 6 ...... .... 700? .... --fst}a:tion 113, river side,
' . I E I 1 ast Jetty.
15 ....do ..... -. .--.do.---. 25><20 X 5 1 ...... ..l_ ..... 0205i .... --;St%jtion‘}15-I-50,riverside,
' . I § , 1 ast etty.
16 --..do . . . . _ .. .--.do----. 25><20 X 6 i . . . . . . . . . . --: 680 .... St%€;l0I1t £11,, river side,
' {‘ 1 1 i ; es. ety.
17 .--.do ...... 25><20 >< 5 ; ...... .... 520: 80 iSta-tion J113, river side,
. ' I ‘ ’ West etty.
18 August . . . . - . do . - - -. 25 X 20 X 5 . . . . . . _ . . . . . - 276 360 Station 111, sea side, East
’ ~ I I etty. ,
19 .--.do ..... .. .--.do 25x 20 X 5 ‘ . _ . . . . . . . . . . 225 380 ,Station 113, sea side, East
: 5 , ; Jetty.
20 .-..do . . . . . ._ __-.do 25 X 20 X 5 i . . . . . . . . . . 225 3 380 : Station 115, sea side, East
3 . ‘ I ; ’ Jetty.
21 .-..do . . . . . -. ....do 25><2() X 5 -I . . . . . . . . . . ..‘ 225? 380 iStation 110, river side,
. E ' ' West Jetty.
22 -.-.do . . . . . -. ....do..--. 25 ><20 X 5 . . . . . . . . . _ . . . -.§ 225 380 iStationlll-i-80,riverside,
‘ S West Jetty. d
25 do do 25><20 X 8 _ . . . . . . . . . . . --, 456} 260 { tation114+50,riversi e,
- 1 ' 1 _ East Jetty.
7 .. . .do ..... .. Palmetto. - 72 X 16. 5 X 16 1 5, 597 . . . . .5. _ . . . _ Sea side, end \Vest- Jetty.
28 .--.do . . _ . . .. .__.do 40 X 20 X 8 ~ 780 . . . . -- 1, 080 i _ . . . _-;Uf]1_(I61' trestle, end West
' I i et-tv.
I i 29 Se tember.- .-..do .-
40 X 20 \< 6 600 440 I . . . . . . -, . . . . --} Sea side, end East Jetty.
30 .--iilo ..... -_i.--.do 40><i5 §< 5 471:) 420; .... -.: .... Do.
31 ..-.d . . . . . . . . . ..do.._- 40><20 >< " i 952 5.0; . _ - - -4 . . . . o.
26 .-..dg . . . . . ..i Spur . _ _ . -- 20 X 20 X 8 ' . . . . . . . . . . . _ -4; 300 ‘ 580 lStation115, sea side,West
I P I Jetty.
32 October-
..-.do .. 40 X 20 X 12 . . . . . _ ..,2, 500 } - . - - . . . . . _ Station 116, sea side, East
I i i JG-I-I'I\.
33 ....d0 . Pa-1nietto_. 30 >< 15 X 15 1,218 I .......... .- Sea si1()Ie, end East Jetty.
34 November.. ..-.do..-. 40x15 x15 3 1,17 5 § . . . . . . . _ . . --; o.
85 .-..do ..... .. 30><1-7 ><10 1,980 -150; .... Do.
1880. 1 3 t
36 Februa-ry.._i.-..do 40>< 15 X 15 1 1,170 450.» .......... Do.
37 May ...... _. .--.do 49 X 14 X 6 § 1,164 637 f . . . . . . . . . . U§(l€€ trestle, end East
- L , v 31.
38 June ..... .. .--.<i0 45><14 X 7 : 1,100, 585i .......... Do.
39 .--.do ..... --.-_.do..--. 40x1-i ><1-1 , 1,004; 520, --------
_ D9-
1 ___,d0 ____ ____(io 40 X 21 ><10 ( 1, 953 g .... -_, .... .... -_lR1vers1de,endEsstJetty.
Totals ............................ --* 20,11-2 7,405? 9,102; 2, 800%
I . . I

In siiikiiig these cribs 3,801 cubic yards stone have been ‘used; in additioii, 64 cubic
yards macadam and 12 cubic yards gravel were placed in crib thirty-eight, and 30
cubic yards macadam and 18 cubic yards gravel in crib thirty-se_veii.
2d. .l’Zacing of concrete block-s.-—The work preparatory to the placm g of these blocks _of
artiﬁcial stone. that is, preparing the foundation, building the elevated railwa-y_ for
the transportation of the mixed concrete, &c., has been fully described in a previous
report (see Annual or 12th Report, 1878-’? 9, page _6). November 15, preparations
/
1126 rznronr or THE ernnr or ENGINEERS, U. s. ARMY.
were begun for the continuation of this work 011 the East Jetty upwards from Station
93 + 96, where it terminated July 1, 1879.
The elevated railway was continued from the same point to its present terminus
(Station 65 -|- 15), a distance of 2,881 feet; 1,155 feet of this length was built by trans-
ferring all that portion of a similar railway on the West Jetty above A cement; the
remaining 1,726 feet is of new construction.
Up to July 1, 140 concrete blocks were placed above Station 93 + 96, which brings
the present terminus of this work to Station 65 -1- 15 or 6,515 feet below East Point, the
commencement of the east jetty. These blocks average about 20.1 feet in length, are
3 feet thick, and vary in width from 4 to 44; feet, and are separated by a distance of
about 1% of a foot.
On July 1, 1879, the sea end of the concrete blocks was at Station 116+ 33, ter-
minating with block number ninety-one, which had been undermined and broken.
T-his block has been rebuilt, and the work extended seaward to Station 117 + 73, a
distance of 140 feet, by the addition of three blocks, nmnbered respectively ninety-
two, ninety-three. and ninety-four.
These blocks rest upon crib foundations, and are of the following dimensions:
No. 92, 51.6 feet long, 10.6 feet wide, and 3.6 feet thick.
No. 93, 46.3 feet long, 10.8 feet wide, and 4.0 feet thick.
No. 94, 41.9 feet long, 12.0 feet wide-, and 4.8 feet thick.
The average weight of these blocks is about 158 tons, the heaviest (No. 94) being
180 tons.
These blocks were built with their ends in contact, thus making one continuous
block. -
The present termini of the concrete blocks, that is, Stations 65 + 15 and 117 + 73,
are ﬁxed as points beyond which it will not be necessary to carry this work, at least
for the present.
Number of linear feet of concrete blocks built . . . . - .' . . . . . . . . . . . . . . . . . . . . . . . _ -- 2, 951
Number of cubic yards of concrete used . . . . _ . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . _ . - . 1, 471
Number of cubic yards of gravel in foundation . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . - . 721
The following tables are presented, as they give in detail information regarding the
settling of the concrete blocks :
Tables showing elevu.li0n- of concrete blocks, at rarioua dates, above the plane of average
ﬂood-tide, and [he total 8l(I)8’t(l6)l(.‘6 of each block from the date of the ﬁrst 0bser'va.ti0n-.
EAST JETTY-—BELOVV STATION 101 -|- 15.


I I A ,_4 R I I 5-4 I ' A I I -
5 5 _ ..-1 ‘-4 4; E1 .- F1 <_:>
' ‘H 0 V ‘ ' <‘I’ 4 \
e 2 l§r’§e<%F¢s‘5‘e<e>3 ‘mi 52.225232 eiﬁ O :1 »H-~,-r-h»-,o-oo,~__'-:_ '
.2 2 ls...-,2;,2@'8 s?s~ eggs; 2-122 22 j:; Remmks-
; ‘-,-q >:.H ‘ .43‘ F -SH -:_75‘,¢‘|: w<r-:: C [\'‘"I-_‘ L4 "-1 P "-5 R :3
o'*e§';~‘..2"§2:32.23.°:22322“‘S
zQ;~4|;-i,;sr=1;=1im;s4':q‘:=imF=1me1
A1. ‘ A.__ __ ,i_x _..__ __ M _
1879. Ft. ! Ft. ‘Ft. Ft- Ft. ..Ft. |Ft- Ft. am. Ft. Ft. Ft Ft.
1. Jan. 10 l.641.95....0. . 55 2. 452. 422. 36 0.16 Station 101 + 15.
2 10 0.750 871 .. 0. 84 .- .12, 4( 2. 38 2, 34 2. 29 .-
0. 17 Nos. 1 to 6 inclusive raised by
3 9 1 91 0. 81, .. U. 81 . . . . . . - . I2. 41 3. 34 2. 3] 2. 24 -- .. 0,17 concrete during April, 1879.
4 9 --.‘0.8(‘ .0.6.' . _ _ _ _ _ _u2.452.362.322.26 - ....O.l7
5 8 -- £0.74‘. .0.77 . . . . . . .1261 2.572.5c2.%. -..0.30
6 7 0. s2!. . 0. . . . . . . . - .2. s1 2. 71.2. 63 2. 52 . - 0. 29 statioli 102.
7 4 - 1.03= . . . . ..o.c-1 Underniixer.
' 1878. »
8 Dec. 28 1. 65.1. 61 1. 5'3 2 48 2. 52 2. 47 2. 1-1 2. 07,2. 01 1 961 91 840. 64 Nos. 8 to 13 inclusive raised by
9 29 1. 64 1 61 1, 55 2 6612. 68 2. 62 2. 3( 2. 31 2. 27 2. 24,” 119 08 0.58 concrete between March 5
10 31 1. 42|1.431. 3912 73i2. 7l'2. 76.2. 5] 2. 46 2. 42’2. 39|2. 21 2 18 0. 57 and M&LI‘0]l 31, 1879.
1879. .
11 Jan. 1 1. 28 1. 9911 242.7-112.77 2. 70 2. 4:’ 2. 40,2 '36!2. 33 2 20 2. 17 0. 57 Station 103.
12 2 1. 41 1. 401 35 2. 78i2. 85 2. 78 2. 5:’ 2. 502 45,2. 42 2.24 2. 220. 56
13 3 1.18 1.14 1.13 2. 7312 85 9. 73 2. 5(“2. 342 28,2. 27 2.19 2.17 0. 63
14 10 1. 34 1.. 23 2.74 2. 661‘). 64 2. 54 2. 31 2. 27:2 21:2. 20 2. 14 2. 11 0. 63 Nos. 14 to 19 inclusive raised
15 11 1.. 3.1 1. 24 2. 68 2. 571 ’. 59 2. 49 2. 2( 2. 20 2. 15,2. 19 2. ()7 2. 04 0. 64 by concrete between Febru-
16 13 1.. 21 1. 22 2, 64 2. 58 2. 55 2. 45 2. 21 2. 16 1. 09 2. 09 2. 02 l. 990. 65 ary 11 and M11-I'0l1 5, 1879.
17 14 1. ()9 1. ()9 2. 53 2. 45 2. 48 2. 38 2.1/. 2.10 2. 01,2. 01 .1 901 881. 68 Station 104.
18 15 11.11 1. us 2. 4:; 2. acz. 34 2. 25 2, 01 1.901. sn1..s7 1. 7s,1. 7c 0. c7
19 16 I0. 86 0. 87 2. 22 2.15 2. 14 2. ()6 1. 8] 1.77168 1.681.591 37 0. 65
20 17 ,2.1O 2. U5 2. ()1 1. 981. 99 1. 87 1. 6f 1. 561. -151.441.3811 .371). 73
21 18 I2.031.991.931.9111. 891.821. 51 L 48 ]. 361. 37 1. 30,1 30 0. 73
22 Feb. 1 2. 75 2. 63 2 '55 2. 5312. 49 2. 41 2. 07 L 94 1. 74,1. 72 1. 69,1 63 l. 12
93 l '2. 77 2. 65 2. 62 ’ 57 2. 54 2. 46 2. l(' 2. U8 1. 92.1. 93 1.84 1.84-6.93 Station 105.
2" 3 !2. 84 2. "'3 2. 64 2 (‘(1.2 (0 2. F8 2. 21 .'. 17 J. 0(‘ 2. 6(' 1. 99 ]. 99 (). 8.’
25 4 ’2. s4 2. 6s 2. to 2. :":(;,2. L1 2. 2.1 2. 11,|.s:s;'1.s1s11.s)0 1. sob. at
26 5 - .. 2. 45 2. 33,2. 33,2. 312. 22 l. 9( 1.8911 81;l. 89 1. 71 1 70:0. 75
27 5 ._ - . 2. 62 2. 54 2. 43'2. 48 2, 39 2. 11 2. 0411. 92. 1.90 1. 79 1. '79 0. S3
28 6 .... 06,2. 50,2. 45 2. 49 2. 321. sr 1.7511. 6311.61 1. 50 1. 50 1.16

APPENDIX L.
1127
EAST JETTY—BELOW STATION 101 +15-Contirmed.


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* No levels taken previou
s to July 1, 1880.
1128 REPORT OF THE CHIEF OF ENGINEERS, U. s'. ARMY.
EAST JETTY—ABOVE STATION 101 —|- l5—Continued.

I
H“ F! 3 é éi 5 5 <5
' *5 >= 8 . 8 $3 - 8 - F1 - 5 - 3
. -5 '3 gg *5 . o E <» 2 <6 55 gj 53 Q
9 3 *1.,,- r/255 o; 2:82 Q2 *-»:2 2 :5
:3 3 .551 .5 °°' 5.3 58“ E 5 $15 .5 8 2 Remarks‘
2 B *5 *.-."@"> *3“ Es *5: Eb 1-;.>.= 2
2 .2 E E "Q E E .:= E .2 E .-s E C: g
Z Q m [=9 F9 [=1 F=1 Q F9 9*
1879. Ft. F6. Ft. Ft. Ft. Ft. Ft. FL.
1 :Ma.y 29 2. 67 2. 49 2. 34 2. 30 2. 24 _ _ . . . . . . . . - . 0. 43 Station 101,
2 29 2- 49 2- 22 2- 17 2- 11 2- 07 - - . - - - - - ~ - - - 0. 42 The c0nst.ruct.ion of the pa,ra.pe,t
3 30 2- 38 2- 12 2- 06 2- 01 1- 95 - - - - - - - - ~ - - - 0- 43 prevented the taking of levels on
4 30 2- 41 2- 14 2- 07 2- 00 1- 94 - - - - - - - - ~ - - - 0- 47 numbers 1 to 12 after December 27,
5 30 2. 34: 2- 04 1. 97 1. 93 1. 86 . . . . . . . . . - . 0. 48 1879, and on llulnbers succeeding
6 30 2. 38 2. 10 2. 65 2. 69 1. 93 . . . . _ . . . . . - - 9. 45 after I4‘(-)b1'ua,1'y 24’ ]_88()_'
7 J11110 2 2. 29 2. 61 1. 96 1. 89 1. 82 . . . _ . . . . . . . - 0. 47
8 2 2. 24 1. 95 1. 87 1. 84 1. 75 . . . _ . . . . . . . . O. 49
9 2 2. 12 1. 83 1. 74 1. 70 1. 65 . . . . . . . . . . - . 0. 47 Station 99,
10 2 2. 30 2. 00 1. 90 1. 87 1. 79 . . _ . . . . . . . . . 0. 51
11 2 2. 32 2. U0 1. 92 1. 87 1. 80 . . . _ . . . . . - . O. 52
12 2 2. 40 2. 19 2. 01 1. 95 1. 88 . . . _ . . . . . . - . 0. 52
13 5 2. 42 2. 14 2. 05 2. 00 1. 94 . . . . . . 1. 77 O. 65 Station 98,
14 5 2. 31 2. 62 1. 95 1. 90 1. 85 . . . . . . 1. 75 6. 56
15 6 2. 47 2. 22 2. 16 2. 06 2. ()2 . . . _ . . 1. 92 0. 55
16 6 2. 66 2. 39 2. 36 2. 26 2. 25 . . . . . . 2. 13 6. 53
17 6 2. 58 2. 41 2. 33 2. 29 2. 28 _ . . . - . 2. 18 0.40
18 9 2. 43 2. 27 2. 18 2. 16 2. 16 . . . . - - 2. 03 U. 40 Station 97,
19 9 2. 29 2. 12 2. 05 2. U2 2. 06 . _ . . - - 2. O3 0. 29
26 9 2. 25 2. 10 2. 62 1. 98 1. 98 . . . _ - . 2. 21 6. 27 Station nurnbers 19 tO'27,inc1uSive,
21 11 2. 38 2. 20 2. 13 2. 12 2. 69 . . . . . . 2. 32 0. 29 1'a,ised by concrete January ]_88()_
22 11 2. 50 2. 34 2. 27 2. 25 2. 22 . . . . - . 2. 31 0. 28
23 11 2. 54 2. 41 2. 33 2. 32 2. 29 . . . . - . 2. 29 0. 25 S'|;a.13i0n 96,
24 11 2- 51 2- 44 2- 36 2- 36 2- 33 - - - - -- 2- 47 0- 28 Subsidence of numbers 19 to 27 , 1'11-
25 11 2. 39 2. 32 2. 26 2. 25 2. 21 . . . . - . 2. 35 6. 99 elusive, is up to December 27, 1879‘
26 11 2. 16 2. 12 2. 07 2. O6 2. 04 . . . . - . 2. 23 0. 12
27 11 2. 25 2. 20 2.14 2. 13 2. 11 . . . . - - 2. 16 0.14
28 12 2. 45 2. 43 2. 36 2. 35 2. 34 . . . . - - 2. 21 O. 24 Station 95,
29 12 2. 51 2. 53 2. 47 2. 45 2. 45 . . . . - . 2. 32 O. 19
.30 12 2. 46 2. 47 2. 43 2. 38 2. 36 . . . . - . 2. 27 O. 19
.31 12 2. 53 2. 38 2. 3 2. 32 2. 32 . . . . . . 2. 28 0. 25
3 12 2. 35 2. 16 2. 07 2. 02 2. 04 . . . . - . 2. ()0 0. 35
33 12 2. 40 2. 14 1. 99 1. 89 1. 89 . . . . . . 1. 80 0. 66
.34 12 2. 34 1. 86 1. 80 1. 71 1. 71 . . . . . - 1. 77 O. 57 Station 93 + 96,
35 Dec 15 . . . . -. ---. -.. .. 2.35 . . . . -. 2.46 . . _ . -.
36 15 . . . _ . . . . . . . . . . . . . . . . . . - . 2. 56 . . . . . . 2. 80 . _ . . . .
.37 15 . . . . . . . . . . . . . . . . . . . . . . - . 2. 55 . . . . - . 2. 50 0. 65 _
38 15 . . . . . . . . . . . . . _ . . . . . _ . 2. 45 . . . _ . - 2. 36 O. 09 Statign 93,
39 15 . . . _ . . . . . . . . . . _ . . . . _ . . . - 2. 66 . . . . - - 2. 47 0. 13
-40 16 . . . . . . . . . . . . . . . . . . . . . _ - . 2. 81 . . . . . . 2. 5.‘ O. 23
41 16 . . . . . . . . . . . . . . . . . . . . . . . - 2. 66 . . . . . . 2. 36 6. 36
42 16 . . . . _ . . . . . . . . . _ . . . . . . . . . 2. 71 . _ . . - . 2. 38 0. 33
43 16 . . . . . . . . . . . . . . . . . . - . . . .. 2. 60 . . . . . - 2. 28 6. 32 Station 92,
44 16 . . . _ . . . . . . . . . . . . . - . . . . . - 2. 48 . . . . . . 2. 15 0.33
45 18 . . . . . . . . . . . . . . . . . . . _ . . . . 2. 63 . . . . - . 2. 28 0. 35
46 18 . . . . . . . . . . . . . . . . . . 2. 82 . . . . - . 2. 38 0. 44
47 18 . . . . . . . . . . . . . . . . . - . . . . . . 2- 66 . . . . - - 2. 42 0- 24 Station 91.
48 18 . . _ . . . . . . . . . . . . . . . . _ . . - . 2. 62 . . . . - . 2. 24 U. 38
49 18 . . _ . . . . . . . . . . . . . . . . . . . . . 2. 53 . . . . . . 2. 14 O. 39
50 20 . . . . . . . . . . . . . . . . . . . . . _ . . 2. . _ _ . . - - 2. 24 O. 39
51 20 . . . _ . . . . . . . . . . . . . . . . . . . . 2. 56 . . . . . - 2. 18 O. 38
52 20 . . _ . . . . . . . . . . . . . . . . . . . .. 2. 33 . . . . .- 2. 15 0. 18 Station 90.
53 20 . _ _ _ . . . . . . . . . . . _ . . . . . . -. 2. 28 . . . . - . 1. 96 0. 32
54 20 ...................... .. 2. 39 .... .. 2. 22 0. 17
55 20 .... .. - . . . . . . . . . . -- 2.46 .... -. 2.11 0.35
56 20 . . . . . . . . . . . . . . . . . . . . . . - 2. 45 . . . . - . 2. 17 O. 28
57 24 . . . . . . . . . . . . . . . . . . . . . . - . 2. 71 . . . . - - 2. 45 0. 26 Station 89.
58 24 . . . . . . . . . . . . . . . . . . . . . . . - 2. 78 . . . . . . 2. 51 0. 27
59 24 . . _ . . . . . . . . . _ . . . . . . . . . . 2. 76 . . _ . . . 2. 50 6. 26
50 24 . . . . . . . . . . . . . . . . . . . . _ - 2. 95 . . . . - . 2. (33 0. 32
1880.
61 Jan. 10 - . - - - - - - - - - - - - - - -- - ~ - - - - - - -- 2-12 - - - - --
1879.
62 Dec. 24 . . . . . . . . . _ . . . . . . . - - . . . . . 2- 56 - - - - - - 2. 47 0. 09 Station 88.
63 27 ...................... -. 2. 45 .... -. 2. 42 0. 03
64 27 . . . . . . . . . . . . . . . . . . . _ . .. 2. 61 .... .- 2. 49 0.12
55 27 . _ _ _ _ . . . . . . . . . . . . . . . . . . . 2. 67 . . . . .. 2. 60 0. 07
6-6 27 ...................... -. 2. 79 .... -- 2. 56 0. 23
67 29 . . . . . . . . . . . . . . . . . . . . . . . . 2. 63 . . . . - . 2. 37 0. 26 Station 87.
6-8 29 . . . . . . . . . . . . . . . . . . . . . -- 2. 48 .... -- 2.19 0. 29
69 29 . . . . . . . . . . . . . . . . . . . . . .. 2. 00 .... -- 2. 25 0. 35
70 29 . . . . . . . . . . . . . . . . . . . . . -- 2. 82 2. 53 0. 29
71 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2. 58 .... ..


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1130 REPORT or THE CHIEF OF ENGINEERS, U. s. ARMY.
EAST J ETTY-ABOVE S'.l‘ATION 101-}-15—Continued.


.. ' F-4 ' ‘ ' I
..- H 5 9 5 5 5 . 57 2.3 54‘ £3 5.2 5
-g ,3 11¢, :55 cg as Q92 *32 ‘P2 -3 '
3 .2 53 55 57. 53%" 535 52 53*“ 8 Remarks-
Q 5 '5'-1 :4 -H -as -5 1. '5 L. '5 . 95°C‘ 5
d *5 2 2 2 2 .2 E2 “ .2 “ *5
Z Q 1:1 54 54 L3 54 M 54 H
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145 Feb. 21 .................................. .. 2. 44 .... .- Station 71.
146 21 .................................. 2.22 .... .- ,
147 23 .................................. 2.06 ____ ..
143 23 .................................. 2.25 .... -.
149 23 .................................. -.£ 2.51 .... -.
150 23 ................................... -= 2.45 .... -. Station 70.
151 23 .... .: ............................ ..,2.26 .... .-
152 23 .................................. 2.27 .... ..
153 26 ................................... .1 2.49 .... --
154 26 .................................. 2.41 .... --
155 26 . . . . . . . - _ . . . - - _ - _ - . - - - - - - - . - - - - - _ - - -» 2. 34 . . . . .. Station 69.
156 26 .................................. ..l 2.66 .... -.
157 26 .................................. --| 2.77 .... .-
158 Mar. 10 . . . . . . . . . . . . . _ . . . . - - _ . . . . _ . . . . . . . _ . - 2. 47 . . . . . .
159 10 .................................. -- 2. 40 .... ..
160 10 . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. 51 . _ . . .. Station 68.
161 11 .................................. -. 2. 76 .... ..
162 11 .................................. -- 2. 96 .... ..
163 11 . . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . --' 2.80 .... ..
164 11 .................................. -. 2. 79 .... -.
165 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 2. 69 . . . . - . Station 67.
166 11 .................................. .. 2. 65 .... -.
167 17 .......... --; ...................... -. 2.90 .... --
168 17 .................................. -. 3.14 .... -.
169 17 .......... ...................... -- 3.33 .... --
170 17 - - - - - - - _ - - - -3 - - - - - - - - - - - - - - - - - - - - - - -- 3- 29 .... .. Station 66.
171 18 . . _ . . . - - - - --J - - - - - - - - - - - - - _ - - - - - - - - -- 3.56 . _ _ . ..
172 13 .......... ...................... -.13.43 .... ..
173 13 .......... --i ....................... -1340 .... -.
174 18 ----------
.... -. St-ation65+15.
Average subsidence of 67 blocks . . . . . -. 0. 32
Greatest subsidence, Station 94 . . . . . . -. 0.60
WEST JETTY—BELOW STATION 101 + 25.
1 I l 1-1 - I I I I B .
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g Y3? .577 .5: .§°—°1,.§r:.§;..§5 5°-°1 .55 .55‘ .5 2.1.52 5 Remarks-
‘; l $5201? ,_..
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z 12 51 51 54 1=i @ 51 13 Q 49. '5 '41 1-1
1379. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft.
1 Jan. 31 2 23 2. 09 2. 03 1. 91 ..- .- .. 2. 43 2. 41 2. 35 2. 40 2. 33 2. 37 2. 33 0.10 Station 101 +25.
2 30 2. 11 2. 00 1. 95 1. 36 . . .- -- 2. 392. 37 2. 30 2. 36 2. 35 2. 32 2. 23 0. 11 Nos. 1 to 5, inclusive,
3 30 1. 74 1. 66 1. 56 1. 54 . . - 2. 46 2. 44 2. 40 2. 34 2. 31 2. 30 2. 27 0. 19 raised by concrete April
4 29 1. 961. 37 1. 33 1.73 2. 60 2. 532. 522.492.472.462.440. 16 1379. "
5 29 2. 23 2.12 2. 07 2.00.... -..- 2. 36 2. 33 2. 76 2. 72 2. 70 2. 71 2 66 0. 20 Station 102.
6 23 2.412.372.312.13..-..-...-.. . .. Undermixer.
7 21 2.192.062.032.10 1.33 1.31 1.751.72 1.721.71,1.720.47
3 22 2. 06 1. 97 1. 93 1. 95 1. 92 1. 33 1. 65 1. 63 1. 55 1. 54 1. 56 1. 56 1. 54 6. 52
9 23 2. 01 1. 92 1. 331. 33 1. 321. 74 1. 59 1. 56 1.49 1. 43 1. 47 1.451. 44 0. 57
10 23 2. 05 1. 93 1. 91 1. 37 1. 30 1. 73 1. 62 1. 60 1. 521. 51 1. 51 1. 49 1. 47 0. 53
11 24 2.13 2. 03 2. 011. 96 1. 96 1. 90 1. 75 1. 72 1. 06 1. 62 1. 60 1. 5911. 57 0. 61
12 25 2. 37 2. 23 5. 13 2. 11 2. 13 2. 03 1. 93 1. 91 1. 34 1. 31 1. 30 1.. 79 1. 73 0. 59 Station 103.
13 27 2. 64 2.54 2. 53 2. 43 2. 42 2. 36 -2. 22 2. 20 2.14 2. 13 2. 12 2. 11 2 100.54
14 27 2. 64 57 2. 43 2. 44 2. 44 2. 33 2. 302.27 2. 22 2. 15 2.13 2-12 2 11 0. 57
15 31 2. 35 2. 71 2. 65 2. 60 2. 60 2. 56 2. 44 2. 42 2. :- 2. 35 2. 32 2. 31 2. 30 0. 55
16 Feb. 1 2.652.652.622.502.43 2. 292. 262.242. 23 0.42
17 Mar, 21 _ . . 2. 35 2. 36 2. 35 2. 75 2. 72 2. 63 2. 63 2. 65 2. 66 2. 65 0. 20
18 21 . 2. 34 2. 34 2. 36 2. 74 2. 72 2. 6- 2. 67 2.64 2. 62 2. 62 0. 22
19 21 . - - _ _. 2. 37 2. 33 2. 30 2. 69 2. 66 2. '2 2. 60 2. 53 2. >0 2. 55 0. Station 104.
go 21 I ..;2. 39 2. 36 2.31 2. 63 2. 65 2.61 2. 57 2. 55 2. 53 2. 53 0. 30*
21 21 _ ....!..-.|2. 922. 33 2. 342. 73 2. 70 2. 67 2. 63 2. 6'.’ 6. 60 2. 590. 43}
22 . 24 .; .l.. 36 2. 32 2. 34 2. 63 2. 60 2. 57 2. 54 2.532.. 1 2. 50,0. 36i
23 24 __ ..2. 30 2. 74 2. 06 2. 55 2. 51 2. 43 2. 44 2. 45 2. 42 2. 42 0. :13
24 24 _ . 2. 79,2. 71 2. 62 2. 49 2. 46 2. 41. 2. 33 2. 33 2. 36 2. 35'0. 44' Station 105.
25 24 .. - - ‘. - - 77 2. 67 2. 57 2. 44 2. 41 2. 36 2. 32 2. 32 2. 30 2. 23I0. 49.
26 24 __ .|2. 65.2.57 2.46 2. 33 2.29 24'2. .192. 132. 72. 16'0. 49
9,7 25 _ , . . 2. 69,2 62 2. 5212. 36 2. 34 2. 29 2. 22 2. 25 2. 22 2. 2 I0. 47,


APPENIHX L.
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Greatest subsidem-v, Station 116 + .39 . - - - . . -
M — ‘E-1 pril 18.
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APPENDIX L. 1133
completed to Station 116-[-33, thus forming one solid block 1,418 feet long, 4 feet
wide, and varying in thickness from 3.5 to 4 feet, according to the elevation of the un-
deryling blocks. As this wall was built the spaces between the blocks were ﬁlled
with concrete, thus consolidating this portion of the work.
The points at which levels were taken on the concrete blocks to determine their
settlement could not of course be used or referred to after the parapet wall was built;
and points were established 100 feet apart on the upper surface of the wall, and levels
taken at these points.
Number of linear feet of rubble parapet built . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . - - 2, 937
Number of cubic yards of masonry . . . . . . . . . . . . . . . . _ . . . . . . . . . . _ . . . . . . . . . . . . . - 783
Number of linear feet of concrete parapet built . . . . . . . . . . . _ . . . . . . _ . . . . _ _ . . _ . . - 1, 418
Number of cubic yards of concrete used . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . - - 777
The extent of the above work is represented on Chart No. 2, and explained in a note
thereon.
The following table gives the elevation and subsidence of the parapet wall at points
100 feet apart, from, levels taken at various dates, referred to the plane of average
ﬂood tide :
Table giving elevation referred to average ﬂood tide, and iolal subsidence of parapet wall.


' > 1 - 0 l
} § 5‘ 1 E I g 5
l '2 2 C5 l '1 <5 I 'g .
. l 5 :1 °° = °° l '53 '
Station. I 2 32 32 I 5 I Remarks.
; Q 6 *"’ <5“ 5
0 E” E“ l '5 I
*5 .2 2 1 *5 1
Q Q F=1 1 H l
1880. .
65+15 - - . _ - . . - . - - - . . . . . . . . . . - . . . . - - April . . . . . .. 4- 61 4. 47 0. 14 1 Parapet from Station 65-}-15 to _
66+15 . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . - . do . . . . . . - - 4- 46 4. 28 0. 1 ' Station 87+20, and from Sta-
67+15 ............................ --'. - .do ...... .- 4. 58 4. 53 0. 05 tion 94+50 to Station 101+79,
68+15 - - - - - - - - - - - - - _ . . . . . - - - _ _ . . - . . . . do - _ . . . . - . 4- 67 4- 61 0. 06 is built of rubble stone.
69+15 . . . . . . . . . _ . . . _ _ . _ . _ . . . . . . . . . ..|'_..do . . . . . . -. 4. 60 4.56 0.04
70+15 . . . . . . . . _ . . . . . . . . _ . . . . _ _ . . . . . . -- do . . _ . . _ - . 4. 60 4. 53 0 07
71+15 . . . . . . . . . . . . . . . . . . . . . _ . . . . . . _- ..do . . . . . . -. 4.72 4.66 0.06
72+ 15 . . _ . _ _ . . . . . . . . . . . . . . . . . . . . . . - - do . . . . . . - - 4. 61 4. 55 0. 06 For the intermediate distance,
73+15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - May . . _ . . . - . 4. 64 4. -59 0. 05 730 feet; this wall is in pro-
74+15 . - - - - - - . . _ . . . . . . . . . . . . . . . . . . - - -- .do . . . . . . .. 4- 63 4. 63 0.00 cess of construction, but not
75+15 . _ . . . . . . . . . . . . . . _ . . . . . . . . . . . - - - . .do . . _ . . . - . 4. 61 4. 59 0. 02 ﬁnished July 1, 1880.
76+15 ............................ -- _. -<10 ...... .. 4. 67 4. 65 0. 02
77+15 . . _ _ . . . . . . . . . _ . . _ . _ . . . . . . . _ . .. ._-do . . . . . _ -- 4.70 4.69 0 01
7s+15 ............................ -. -.-d0 ...... .- 4. 65 4.65 0 00
79+15 ............................ .. --.d0 ...... -. 4.70 4.70 0 00
80+15 . . . . . . . . . . . . . . _ . . . . . . . . . . . . _ .- ...do . . . . . . -- 4. 49 4.47 0 02
81+15 . . . . . . . . _ . . . . . . . . . . . . . . . . . . . - . Apnl . _ . . . . . 4. 40 4. 38 0 02
s2+15 ............................ -...-<10 ...... .. 4.56 4.55i001
83-1-15 _ . . . . . . . . . . . . . . . . . . _ . . . _ . . . _ -- do . . . . . . . . 4. 53 4. 49 ' 0 04
84+15 . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . - do . _ . . _ . -. 4. 59 4. 55 0 04
85+15 . . . . . . . . . . . . . . . . . . . _ . . . . . . . . _. do . . . . . . _ . 4. 63 4. 38 l 0 25
86-I-15 . . . . . . . . . . . . . . . . . _ . . . . . . . . . . - - do . . . . . . - . 4. 60 4.42 0 18
87+15 . . . . . . . . . . . . . . . . _ . . . . . . . . . . . -- June . . . . . . _ . . . . . -- 4. 59 . . . . --
96--. . . _ . . . . . . . . . . . . . . . . . . . . . . . . . _ . do . _ . . . _ . . . . . . -. 4.60 .... -.
97 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - March . . . . . . . . . .. 4. 53 . . . . - .
.::
E
E as
8 2
‘Z5 56
>
.9.
[:1
98 . _ . . . . . . . . . . . . . . . . . . _ . . . . . _ _ . . . . . . March . _ _ . . . 4. 51 4. 44 0. 07
99 . . . _ . . . _ _ _ . . . . . . . _ . . . _ . . _ . . . . . . . . . February . - . 4. 35 4. 20 0. 15 -
100 . . . . . . . _ _ . . . _ _ _ . . . . _ . . _ _ . . _ _ . _ . . do . . . . . . -- 4.54 4.51 0.03
101 . . . . . . . . . _ . . . . . . . . . . . _ _ . _ _ _ _ . _ . . - . January 4 64 4. 57 0. 07
10l+79 . . . _ _ . . . . . _ . _ _ _ . . . . . . . . _ . _ . _ - - ..do . . . . . . . . 4 51 4. 50 0. 01
03 . . . . . . . . . _ . . . . . . . . _ . . . _ . . . . . . . . . - . June . . . . . . . . . . . . .. 5. 24 .... -. Cement parapet commences at
104 . . . . . . . . . . . . . . . . . _ . _ . _ _ _ . . . . . . . . _. -.do . . . . . . . . . . . . .. 5.19 .... -- Station 102-|-15, and extends
105 ................................ .. do ............ .. 5. as .... . . to 116-{-33.
106 . . . . . . _ . . . . . . . . . . . . _ _ . _ . . . . . . _ _ . . . March . . . _ _ . . . . . . . 5. 40 .... . .
107 . . . . . . . . . . . . . . . . . . . _ _ . _ . _ . . . . . . _ __ .--do _ . . . . _ . . . . . . -- 5.43 .... ..
108 . . . . . _ . _ . _ . . . _ . . . . . _ . . . _ . . . . _ . _ _ ___..do _ . _ . . . _ . . _ . . .. 5.49 .... -.
109 . . . . . . . . . . . _ _ _ . _ . . _ _ _ _ . _ _ . _ . _ _ _ . -_ .-.do . . . . . . . . . . . -- 5.36 . . . . ..
110 _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ _ . .. A r11 . . _ _ _ . _ . . . . .. 5. 56 .... ..
111 . . . . . . . . . . . . . . . . . _ . _ . . _ . _ . . . . _ _ _ _____(o . _ . . . . _ . . . . . .. 5.76 . . . . ..
112 . . . . . . . . . . . _ . . . . _ . . . . _ _ _ . . . . . . _ . . . do . . . . . _ _ . . . . . - . 5. 91 . . . . _ .
113 . . . . . . . _ _ . . . . . . . . . . . . _ . _ _ . _ _ _ _ _ _ . _ do _ _ . _ _ . _ . . _ _ . - . 6. 15 . . . . . -
114 . . . . . . _ . . . . . _ _ . . . . _ _ _ . . . _ _ _ _ . . . _ _ - do _ . . . . _ . . . . . . . . 6. 22 . . . . . .
115 . . . . . _ . . . . . . . . . . . . _ . . . _ . . . _ . . . . . _. ...do _ . . _ _ . . . . . . . -- 6.63 .... ..
l15+90 . . . . . . . . . . . . . . . . . _ . . _ . . . _ _ . _ .. June . . . _ . . . . . _ . . - . 6. S1 .... . .


1184 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
4th. ltliscellcvneous work -—On the sea side of the east jetty 254 cubic yards of stone
nave been placed between Stations 112 and 116 as a protection to the concrete blocks
from the undermining action of the sea, which at some points has caused the blocks
to tilt seaward slightly, and these blocks show the greatest depression, as will be seen
by preceding tables.
From Station '75 to 80 116 cubic yards of gravel and 84 cubic yards of stone have
been placed on the river side of the concrete blocks as a protection to their foundation,
and 54 cubic yards of stone were used in preparing the foundation from Station 66 to
77. Between Stations 75 and 85 49 cubic yards of macadam and 44 cubic yards of
gravel have been placed on the river side of the blocks; 15 cubic yards of macadam
and 105 cubic yards of gravel have been placed on the river side between Stations 66
and 75 ; between Stations 63 and (55 the surface of the jetty-has been covered by 108
cubic yards of marl, which was ballast material discharged from vessels here. Between
the cribs at the end of the jetty 102 cubic yards of stone were placed. .
The sand reef east of the east jetty (called base line reef) is about 400 feet further
landward than it was February,3, 187 9, and it has increased in area since February 13,
last.
In consequence of the movement of this reef, before the concrete blocks were built,
much sand was thrown over the jettv into the channel, causingit to shoal in that
vicinity. '
The present location of this reef is shown on Chart No. 2.
In order to hold this reef at its present junction with the jetty, 203 cords of willows
weighted with 35 cubic yards of stone have been placed as represented on Chart No. 2.
(‘b.) WEST J1c'1"rY.
But little work has been done on this jetty during the year ; three spur cribs have
been placed on the seasi<le at Stations 112, 114, and 115, and four on the river side at
Stations 110, 111, 111 —|- 80, and 113. Two palmetto cribs ha.ve been placed near but
seaward of the end of the jetty. The construction of these cribs is the same as de-
scribed for the east jetty; their location is shown on Chart No. 5, and their dimensions,
&c., are given in the table concluding section 1 east j etty. , .
Above Station 89, or 4.820 feet below pile one,'at which point the concrete blocks
terminate, the work of raising the surface of this jetty was commenced August 27,
1879, at which time there was considerable leakage over the jetty at this point. _ The
stone was ﬁrst removed along the axis of the jetty, and pl aced temporarily on either
side, leaving a trench from 5 to 7 feet wide, the bottom of which was the upper surface
of the top mattress. This trench was theii filled with gravel, which was worked down
into the mattresses; stone was then added and the surface leveled off to an elevation
of 1 foot above average ﬂood tide. -This work has been completed for a distance of
1,500 feet above the termination of the concrete blocks, while it has been commenced
and both stone and gravel used over an' additional length of 1,400 feet. Along the
whole distance (2,900 feet) 2,678 cubic yards of gravel and 1,434 cubic yards of stone
have been used. - \ _
On the river side of the concrete blocks at Station 112, 152 cubic yards of stone have
been placed as a protection to their foundation ; 36 cubic yards of macadam was also
placed along the river side of the blocks at different points below ‘Station 102; 76
cubic yards of marl (ballast material) were placed on the jetty near Station 70; and
'58 cubic yards of gravel placed on the river side of the concrete blocks from Station
to 101.
The concrete blocks on this jetty show no serious displacement, as will be seen by
reference to the tables concluding section ‘.2, east jetty.
The sand reef west of the west jetty. shown on Chart No. 2, terminated 300 feet from
the jetty, at Station 89, on January 19. This reef was connected with the jetty by a
-ayer of loose willows, weighted with stone. Since then more willows and stone have
been added, making the total quantity of material used‘ 280 cords of willows and 92
cubic yards of stone. This connection was made in order to induce reef formation,
and to obstruct a current on the sea side of the jetty, caused by water flowing ever
the jetty and through Kipp Dam. I _
Dam at Picay'u/ne b’a.,z/ou-.—-"l‘he dam across this bayou, which is about three-ﬁfths of
mile above South Pass light-house, has been strengthened by the addition of 34 cords
of willows. . _ '
Addmmml 1,Za,nt,__A1-, times (luring the year when, on account of wind from a south-
erly or southeasterly direction, it was necessary to discontinue work on the jetties,
the force was employed in distributing ballast which had been discharged from ves-
sels, repairing wharvcs, walks, buildings, &c. ‘
The wharf in front of the hotel has been entirely rebuilt and considerably enlarged.
It is now 133 feet long and 38 feet wide. A new slaughter~house, 30 feet long and 25
feet wide, has been built on the west shore of the pass opposite East Point; also a
APPENDIX L. 1 135
building 24 feet long and 20 feet wide on the wharf at East Pointfto serve as quarters
for the crew of the dredge-boat Bayley. ,
Repairs have been made to two dwelling-houses, and three houses, together with
the hotel, have been repainted.
EXAMINATIONS AND SURVEYS.
During the year the work constituted under this head has been as follows:
Periodical surveys, to determine whether a channel of required dimensions was
maintained through the jetties and at the head of South Pass ; sediment and velocity
observations ; discharge observations, including the three passes; observations to
determine the slope of South Pass ; tidal observations; levels on concrete blocks, &c.,
together with more extended surveys, charts of which accompany this report, and
office work required for the reduction and plotting of the whole.
At the Head of Passes.--I have extended the survey at this point further up stream
than it has been extended since before the inauguration of the works of improvement,
in order to ascertain the available channel depth from the main river into South Pass,
and to make a comparison with a similar survey made in June, 1875, by tl1e officers of
the Coast Survey, and thus to note the changes produced by the works here after a
lapse of ﬁve years. The chart of this survey is-No. 4. I/Vithout entering into a long
and tedious comparison to deter inc the areas and amounts of scour and ﬁll, I will
endeavor to present graphically the results of my determinations, so that at a glance
an idea may be formed of the changes in the channels dining the period under consid-
eration.
On Chart No. 5 are given comparative cross-sections IJ and G H, taken respectively
250 and 2,120 feet above Upper Dam ; the extre1nities.of the lines denoting the location
of these sections are noted on Chart No. 4 by letters corresponding to those on the
sections. Proﬁles of lines A B, C D,alnd E F, Chart No. 4, are also given on Chart
N o. 5. These sections and proﬁles are formed from Coast Survey soundings made June,
1875, and soundings made by United States engineers in June, 1880. From an inspec-
tion of them it will be seen that but little change has taken place i11 Southwest Pass;
a shoaling is indicated below the inattress-sill in the location at which the proﬁle is -
taken, though on the who-le there has been a slight deepening below this sill. North-
east Pass shows a quite uniforni deepening, while South Pass has greatly increased in
depth. The deepening in South Pass above A cluster, which was the shoalest portion
on April 11, 12-579, has been very rapid since that -date, and also since December 2,
1879, as will be seen from an inspection of the proﬁles made from soundings taken on
those dates. At the location where, on July‘10, 1679, there was a channel 26 feet
deep and 50 feet wide, there now exists (June 7, 1880) a 80-foot channel 400 feet wide.
On June 7 there was a channel from the niain river into South Pass, having a depth
of 28 feet and width 300 feet, with a central navigable depth of 28.8 feet.
The decrease in area of section I J is evident frominspect-ion, while the inﬂuence of
Upper Dam extends as far up as section G H, which has also decreased in area about
2,475 square feet during five years. The etl'ect of Upper Dam on the improvement of
the channel from the river into the pass may be traced to about 1,000 feet above it.
The survey of South Pass was continued to the head of Goat Island in order to as-
certain the depth over the shoal area about U; miles below the head of the pass. This
survey is shown on~Chart No. 4. The area in question has increased in depth so that
on June 3 the least depth was 25.6 feet, where but 24 feet existed one year ago. -This
portion of the pass was alone surveyed at this time, as it contained the only shoal
area in the pass liable to require deepening in order that a 26-foot channel may exist
through the pass itself. A survey of the whole pass will be made when the river
reaches its low stage, as. such a survey only can be comparable with previous surveys,
all of which were made during low river.
Discharge and slope 0b8crra.ti.on8.-—\V hen practicable, discharge observations in the
three passes are made each month at the time when the moon is at its zero declination ;
it often occurs, however, that these days are too stormy for field wor 1, and conse-
quently these observations cannot be made so frequently as desired.
In connection with these observations, and at other times, though always at moon’s
zero declination, the slope of South Pass has been observed since April12. Gauges
were established every mile above South Pass light-liouse, and at Stations 22, 50, S0,
and 110 on the jetties below, whose zeros correspond with‘the reading at average ﬂood
tide on the gauge at South Pass light-house, and were established by levels referred
to this plane. Two series of readings were taken each day that observations were
made, except on June 27, when only one series was taken. The results of these ob-
servations aro given in full, both graphically and in tabular form, on Chart No. 5.
1136 REPORT or THE 01111111‘ or ENGINEERS, U. s. ARMY.
The following table gives the results of simultaneous discharge observations in the
three passes since J une, 1876:
Table giving results of si'm'ulta'neous discharge observations.


+1:
Discharge in cubic feet per second. S
. _ .11 :1“
Date. 2 :55 1-,“, g “Q *5, : § Remarks.
g 5, :7 E5 3», . e B 7; 3% 1 32
.-, .-4 .41 5-
s gﬁ gt“ -§ 8 25 *5 63 gs
<3 r/1 Z H <3 z/O2 Z W
1877. ,
May 21 68, 3871 9 276, 280 292, 387 637, 054. 9 10. 7 43. 4 45. 9 10. 8 River stationary.
May 22 71, 254. 8 277, 450 292, 224. 5 640, 929. 3 11. 1 43. 3 45. 6 10. 9 D0.
Sept. 10 26, 688 125, 898 119, 669 272, 255 9. 8 46. 2 44. 0 0. 4 River rising.
1878.
June 8 61, 561. 6 245, 501. 2 264, 822. 8 571, 885. 6 10. 8 42. 9 46. 3 10. 7 River rising slightly.
1879.
Dec. 19 37, 893. 5 166, 894. 7 167, 822. 8 372, 611. 1 10. 2 44. 8 45. 0 3. 3 Do.
1880
J an. 30 68, 181. 2 281, 792. 9 290, 699. 4 640, 673. 5 10. 6 44. 0 45. 4 11. 8 Rivfer. stationary, top
0 nee.
Apr. 21 78, 410. 4 327, 916. 2 367, 199. 4 773,526 10.1 42. 4 47. 5 14. 2 Do.
Mean . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . _ _. 10. 5 48. 8 45. 7 .... . .


The channel through the jetties-In Appendix A are given copies of the certiﬁcates of
United States Engineer Officers in charge of the inspection of the works of improve-
ments, surveys, &o., during the year; they serve to show the condition of the channel
during the greater portion of the year.
At a point 1,000 feet below East Point the 26-foot channel, which is now 200 feet
wide, decreased in width about 60 feet since June 11, 1879 ; otherwise, the channel im-
provement has been very marked during the year, as will be seen by comparing Chart
No. 2 with the chart of a corresponding number in the last annual report.
The least depth through the jetties at present is 31 feet, and the least width of the
30-foot channel is 40 feet; this width exists at points between 1,000 and 2,000 feet be-
low East Point, and between the shoal aréas beyond the ends of the jetties the least
width of this channel is 70 feet.
Below a point 2,600 feet from East Point the least width of the 30-foot channel is
120 feet, except between the areas above referred to.
By an inspection of Chart No. 2, and a comparison with previous charts, the chan-
nel improvement below (Station 65 + 15) where the concrete work commences on
the east jetty is very evident. This improvement is due to the building up of this
jetty as indicated on Chart No. 2 (see note thereon), and thus conﬁning a large volume
of water which previously escaped over it.
The 30-foot channel near the end of the jetties, which was very narrow on May 22,
and was maintained during the year by considerable dredging, hasincreased in width
since that date, so that on July _1 it was 230 feet wide in its narrowest place. This rapid
irpprovement was, no doubt, caused by the building of the last 140 feet of concrete
b ocks.
The depth of water east of the east jetty and west of the west jetty has increased
below the sand reefs, while above them it has shoaled so that it is less than 1 foot at
average ﬂood tide.
The following table gives the minimum depths of the channel from East Point down-
wards, in lengths of 2,000 feet, at various dates, and serves to show the channel im-
provement: '
APPENDIX L.
1137 '
Table showing deptlzs through the jetties at cm-0'0us dates.

Date.
Distance in feet from East Point.

0 to
2, 000.
2, 000 to
4 000.
7
4,000 to
0,000.
6,000 to
8,000.
8, 000 to
7
10, 000 to
12, 000.

1875.
June . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . _ - -
1876.
May . . . . . . . . . . . . . '. . . . . . . . . . . . . . . . . . . . . - .
August . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
November . . . . . . . . . . . . . . . . . . . . . . _ . . . . . - -
August 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ -
September 28 ......................... . .
' October 25 . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . -
October 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _
November 3 .......................... _.
November 13 . . . . . . . . . . . . . . . . . . _ . . . . . . _ .
December 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . - .
December 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . - .
Deeember 14 . . . . . . . . . . . . . . . . . . . . . . . _ . . . -
1878.
January 1 . _ . . . . . . _ . . . . . . . . . . . . . . . . . . . . . .
February 2 ........................... - .
March 4 .............................. . -
July 2 . . . . . . . . . . . . . . . . . . . .\ . . . . . _ . . . . . . - .
December2 . . . . . . . . . . . . . . . . . . . . . . .
December 8 . . . . . . . . . . . . . . . . . . . . . _ . _ . . _ - .
December 6 . . . . . . . . . _ . . . . . . . . . . . . _ . . . . -.
December 28 . . . . . . . . . . . _ . . . . . . . . . . . _ _ . - .
1879.
January 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -
February 13 . . . . . . . . . . . . . . . . . . . . . . . . . . - .
March 14 ............................. . .
March 19 .................... . , ....... . -
March 24 ............................. . -
I
March 27 ............................. . .
' April 8 . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . -.
May 13 . . . . . . . . . _ . . . . . . _ . . . . . . . . _ . . . . . - -
June 11 . . . . . . . . . . . . . . . . . . . . . . _ . . . . _ . . . . _
June 12 . . . . . . . . . . . . . . . . . . . . . . _ . . . . . .3 . - .
June 14 . . . . . . . . . . . . . . . . . . . . . . _ . _ . . . . . . . .
June 18 ............................... . -
July 8 . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . _ . . -
Au st 15 ............................ . -
Sep ember 3 .......................... . .
October 7 . . . . . . . . _ . . . . . . . . _ _ . . . .* ...... . .
November 6 . . . . . . . . . . . . . . . . . . . . . . . . . . ._
December 3 . . . . . . . . . . _ . . . . . . . . . . . . . . . . -.
December 4 . . . . . . . . . . . . . . . . _ . . . . . . . . . . . .
January 2 . . . . _ . . . . . . . . . . . . . . . . . . . . . . . - .
February 4 . . . . . _ . . . _ . . . . . . . . _ . . . . . . . . ..
February 7 .................... .-. .....
February 10 . . . . . . . _ . . . . . . . . . . . . . . . . . . . .
March 5 . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . --
‘T53
Cd
- - - - . - . - ‘-
_ - - _ - - - - --
. - - - - - - _ ¢~
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< - Q - Q ‘ . . --
. _ o - n 0 . Q --
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- - ~ _ - - _ - Qv
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‘ _ - _ - ~ - ---
- _ . - - ¢ ~ - 00

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. ~ ¢ - - ¢ - . - . 0
- - . - . : Q . 0~
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- ~ - - . ' Q Q o-
- - - - Q - . . --
. - - - - _ - _ --
- ~ _ - - - \ - . ~ -
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- ¢ - - _ - - . . --
- - - ¢ _ . - - --
. - - ‘ - . . _ -.
. - - . - - . . --
_ - - - - _ - - -.
- - _ . - - - - --
_ - - ~ . _ - - 0 -
- ¢ - _ - ~ Q - 0 -
- - - _ . . ~ . ‘-
~ o - _ - - . - .-
Q ‘ . ~ - _ ~ . --
¢ . - ~ _ - - - --
- - o Q ~ - Q . --
o - - Q - Q - - --
- - - _ - _ ‘ - --
- - . _ ¢ - ~ ~ ~-
~ . - ~ - - Q Q -0
- Q o \ Q - Q - -0
- _ . ~ - - - - --
- - . Q - - . . 1-.
. - - _ - - - - -.
- . . _ . c > - \-
- _ - . . _ . - .-
- ~ ‘ - - - . . --
_ ' - - ~ o . . ~-
- - - - _ . ‘ _ -0
- _ - _ . _ ' - -I
- - - _ _ . _ . -u
v - - - . - . - _¢

9.7
P-‘O?-l
- . - - - - - » --
- - - _ _ . - . .-
- - . . _ - . _ --
- - ¢ . . _ ¢ - --
. - . . . - ¢ ~ --
- - - . - - - . --
I r ‘ ~ Q o _ Q 0-
- - . - - . Q Q ..
. _ . - ~ . ¢ _ --
- ' . . Q o Q - --
~ - - - - ~ . _ no
- < - - - - n . -0
. ~ - - ~ . --.-
. _ - . - Q - - --
. ‘ . - - ~ _ - ‘O
_ - - - . . ‘ . --
. . . - _ - - . --
_ . . . . _ . - --
. - . - - . . - --
- - . - - - ~ . -Q
~ ~ ~ < - - ¢ . .>
_ - - - - ~ ~ _ --
< - _ _ _ - _ _ --
- - Q ~ . - Q . . ‘-
- - . _ _ _ _ . pe

eeooo w—_w
. - . - - ~ - - '-
- - - . . . . - --
Q . - . - - . - --
- . . Q _ - a - -O
- Q o Q . n . u --
~ . . - - - . ' --
-‘ié13‘8‘ or THE cures‘ or ENGINEERS, U'. s. ARMY.
Table slzozmhzg depths tlz:r0'u._(/71. -thejetties, §’c.—Continued.


Distance in feet from East Point.
Date
0 to 2, 000 to 4, 000 to 6, 000 to 8, 000 to 10, 000 to
2, 000 4, 000. 6, 000. 8. 000. 10, 000. 12, 000.
1880.
A ril 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31. 3 31. 0 30. 5
Billy 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 33.0 . . . _ . . . . . . . _ . . . . . . . . 32. 1 33. 3 31. 4
June 29 . . . . . . . . . . . . _ . . . . . . . . . . . . . . ..‘.... 31.0 32.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -.
June 30 . . . . . . . . . . . . . _ . . . . . . . _ . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47. 8 31. 4 1 . . . . . . . . _ -
July 8 .................................................................................. .. 32. 0

Survey beyond the ends of the jetties.-—The survey of the fan-shaped area, containing
about 1:}; square miles, just seaward of the ends of the jetties was made in J une, and
is given on Chart No-. 3. The soundings on this chart have been compared with those
taken in July, 1879, and the scour or ﬁll in each subdivision determined. The ﬁnal
result shows a mean scour over the whole area of 0.12 of a foot, a result so insigniﬁcant
that we may well consider that there has been no change in this area during the year.
The areas which show a shoaling are 2, 3, and 9, and all of those in the ﬁrst tier nearest
the ends of the jetties, viz, 13, 14,15, 16, 17, 18, 19, 20, and 21.
‘Why there has been so little change over this area as compared with previous years
rnay, I think, be accounted for by the building up of the east jetty, which conﬁned
the water and maintained the strong current created by the recent high river, and
thus carried the sediment beyond the limits of the survey.
The following table gives the comparisons at different dates in detail of the quan-
tities of water in 21 subdivisions of a fan-shaped area containing about 1} square miles
iunmediately seaward ot the ends of the jetties: .
APPENDIX L.
1139


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1140 REPORT or THE CHIEF or ENGINEERS, U. S. ARMY.
The movement of the various curves of equal depth have been determined by com-
paring those of July, 1879, with those of June, 1880, by measuring ordinates 50 feet
apart at right angles with a common base; the mean ordinate of each curve on the
two charts under consideration is obtained, and their difference is theadvance or
recession of the curve.
The following table gives the movement of curves from July, 1879, to June, 1880:

Designation of curve. 20’ 30’ 40’ 50’ 00’ 70’ 80’ 90’ ' 100’

Advanced seaward, in feet - . . . . . . . . . . . . . . . -. 95 18 } 223 .... -. 96 . . . . . _ . . . . . . . . . . . . . . . . - .
Receded landward, in feet . . . . . . . . . . . . . _ . _ . . _ . . _ . - .| .... ..

I wish to acknowledoe the service of Assistant Enoineer Thomas L. Ra mond who
D C) I 7
has rendered valuable assistance during the year by close application to duty and the
accuracy of his work. hlr. G. ‘N. Lawes has also rendered valuable assistance, espe-
cially as a draughtsman.
Very respectfully, your obedient servant,
C. DONOVAN,
Assistant Engineer.
Capt. V7. H. HEUER,
Corps of 1+)ngiuecrs.
A.
The following are copies of ce-rtiiica-tcs regarding the maintenance of channel at
the mouth and head of South Pass of the Mississippi River, which were forwarded to
the Hon. Secretary of “far, through the Chief of Engineers, by the United States
Engineer Oﬂicers in charge of the inspection of the works of improvement during the
year. '
CERTIFICATE or THE UNITED STATES ENGINEER INSPECTING OFFICER on THE FIRST
QUARTER’S MAINTENANCE (IN 1879), BY JAMES B. EADS, on THE 26 AND 30 FOOT CHAN-
NELS AT THE MOUTH or SOUTH PASS, MISSISSIPPI RIVER, DESIGNATED BY THE SEVERAL
ACTS or CONGRESS.
LAWRENCE, MASS., November 18, 18799
I certify that between the dates of July 8, 1879, and October 30, 1879, Mr. James B.
Eads maintained a channel for three months through the jetties at the mouth of South
Pass, Mississippi River, 20 feet in depth and not less than 200 feet in width at the
bottom, and having through it a central depth of 30 feet without regard to width.
During the aforesaid interval of time there were 22 days when a failure occurred
in some part to maintain intact such a channel. This failure was on the 14th, 15th,
16th, and 17th of August, for the ﬁrst period ; from August 27 to September 11, inclu-
sive, for the second period; and from October 23 to the 25th, two days, for the third
eriod.
P During the whole of the interval from July 8 to October 30 a freely navigable chan-
nel, having a greater depth than 26 feet, has been maintained at the head of South
Pass.
The minimum condition to which the channel deteriorated from the 14th to the 17th
of August, 1879, inclusive, and from the 27th of August to September 11, inclusive,
and for the two days from October 23 to 25, are indicated in the following statements,
applying to the mouth of South Pass.
August 14.—-Opposite Station 20 the 30-foot channel was lacking for about 125 feet
in length, and the least depth of water in the best channel was 28.5 feet.
August 15.-—On the bar just inside the last wing-dam the 30-foot channel was lack-
ing for about 90 feet in length, and 27.8 feet or 28 feet were indicated as present,
although a sounding was lacking in the place needed to show a continuous line of
that depth available for navigation. -
In the same vicinity and at the same date the 26-foot channel was deﬁcient in
width for about 210 feet in length, its least width being about 155 feet. '
August 27’.-The 30-foot channel near Station 74 was lacking for about 130 feet in
length; the least d enth in the deepest channel was about 28.8 feet.
August 28.-At the same place the 30-foot channel had closed up, so that it was
lacking for only 30 feet, and 29.5 feet was found in the deﬁcient interval.
August 28.—Just above the upper wing-dam, near Station 10, the 30-foot channel
was lacking for about 500 feet in length, and 28.7 feet was found as the least depth
in the intervals for the deepest channel.
APPENDIX L. 1141
August 28.—~Betwecn near Stations 10 and 20, for 800 or 900 feet in length, the 26-foot
channel was less than 200 feet wide, its least width being about 150 feet.
Sepicmlmr 4.—Near Station 10 the 30-foot channel was lacking for about 750 feet, and
about 29 feet was the greatest depth found.
. October 23.--The 26-foot channel was deﬁcient in width opposite Station 28 _for
about 200 feet in length, its least width being about 180 feet.
I certify that the above statements present truly the results of oﬁicial surveys made
at South Pass, Mississippi River.
M. R. BROWN,
Captain of E729‘i7l667‘8, U. S. A.
CER'l‘IFICA’l‘E on THE UNITED S'l_‘ATES ENGINEER INSPECTING OFFICER or THE SECOND
QUAnTEIr‘s MAINTEl\'A-NCE (IN 1879 AND 1880), BY JAMES B. EADS, OF THE 26 AND 30
FOOT CHANNELS AT THE nourr-I or SOUTH PASS, MISSISSIPPI RIVER, AS DESIGNATED
BY THE SEVERAL ACTS or coxcnnss AUTHORIZING AND PERTAINING T0 THIS IM-
rno VEMENT.
LAWRENCE, MASS., February 16, 1880.
I certify that, between the dates October 30, 1879, and February 15, 1880, both
-dates inclusive, Mr. James B. Eads maintained a channel for three months “through
the jetties” at the mouth of South Pass, Mississippi River, “26 feet in depth and not
less than 200 feet in width at the bottom,” and having through it “a central depth
of 30 feet without regard to width.”
During the aforesaid interval of time there were seventeen days when a failure
occurred in some part to maintain such a channel.
This failure was from November 3 to the 15th, both dates inclusive, according to
ofﬁcial surveys made on November 3 and again on November 16. But on November
10 the channel was claimed as restored, although stormy weather prevented the veri-
ﬁcation of this claim until November 16.
Failure also occurred in some part and degree from the 21st to the 24th of November,
-both dates inclusive.
During the whole of the interval from October 30, 1879, to February 15, 1880, both
dates inclusive, a freely navigable channel, having a greater depth than 26 feet, has
been maintained at the head of South Pass.
The minimum conditions to which the channel deteriorated from the 3d to the 15th
of November, inclusive, and from the 21st to the 24th of November, inclusive, are indi-
-cated in the following statement applying to the mouth of South Pass:
November 3, 1879, within but near the ends of the jetties, the 30-foot channel was
lacking for about 300 feet in length and the least depth of water in the best channel
through the shoal portion was 28.8 feet. The 30-foot channel was restored in this
locality after 6% hours of dredging, according to a survey on November 4. In the same
vicinity, but nearer the ends of the jetties, the 26-foot channel was, on November 3,
found to be deﬁcient in width for a length of .250 feet; instead of having the required
width of 200 feet, the minimum width was 158 feet. The dredge-boat worked on this
shoaling until November 10, and it was then reported for survey by Mr. Eads’s repre-
sentative as restored to the normal width; but on account of stormy weather a survey
could not be made until November 16, and then the above designated channel was
restored to its proper width, the dredge-boat having worked in restoring -it 18-}; hours.
November 6, between Stations 70 and 110, the 26-foot channel was deficient in width
in ﬁve places, aggregating about 1,200 feet in length. The least width was 165 feet.
Portions on these deﬁcient stretches were successively restored to the proper depth,
according to surveys made November 7, 10, and 16, after dredging had been prosecuted
42 hours.
November 6 the 30-foot channel was interrupted in three places, aggregating 160
feet in length, and the least depth in any of these shoal portions, in the deepest
channel found, was 29.5 feet.
The deﬁciencies were easily removed while dredging to restore the deterioration in
the width of the 26-foot channel, just above noted.
November 21, between stations 70 and 100, the 26-foot channel was deﬁcient in width
in three places, aggregating 335 feet in length, and the least width here was 163 feet
Also, on November 21, between Stations 75 and 101, the 30-foot channel was inter-
rupted in four places, aggregating in length about 420 feet, and the least depth where
the deﬁciency existed, in the deepest channel, was 29.1 feet.
These deﬁciencies in the 26 and 30 feet channels were found all restored by the survey
ending November 25, after 37;} hours of dredging, which included the time spent in
dredging still another area where, on November 24, the 30-foot channel was wanting
in two places, aggregating about 125 feet in length, and where the least depth in the
deepest water was 28.8 feet.
Between November 3, when the ﬁrst deﬁciency in the second quarter’s maintenance
1142 REPCRT CF THE CHIEF 0F ENGINEERS, U. S. ARMY.
was discovered, and November 10, when Mr. Eads’s representative reported this do,-
ﬁciency removed, the dredge Bayley worked 6181- hours, on seven days, and during-
the stormy weather which prevented a survey, from November 10 to November 16, the
dredge worked 24 hours in all, on the 13th, 14th, 15th, and 16th of November.
Altogether the dredge Bayley worked in maintaining and restoring the channel 142%
hours in November, 53 hours in December, 4 hours in January, and up to February 10,
inclusive, 23 hours in this month of February. \
Accompanying this certiﬁcate are charts which present the condition of the channel
at the times and in those places where a deﬁciency existed, marked No. 2, No. 3, N o.
4, No. 5, and No. 6, respectively.
I certify that the above statements present truly the results of ofﬁeial surveys made
at South Pass, Mississippi River.
M. R. BROWN,
Capz'-ain IL‘ngineers,
U. 8'. Engineer Inspector of South Pass Jcttics .1mp1'o1:cm(>nf.
UNITED STATES INSPECTING 0FFICER’S CERTIFICATE FOR MAINTENANCE OF CI-IANNEL
AT SOUTH PASS OF THE MISSISSIPPI RIVER, AS DESIGNATED BY AN ACT OF CONGRESS
APPROVED MARCH 3, 1879.
UNITED STATES ENGINEER OFFICE, “
. Port Eads, La., May 9, 1880.
I certify that between the dates of February 10, 1880, and May 9, 1880, both dates
inclusive, Mr. James B. Eads maintained “ a channel through the jetties ” at the mouth
of South Pass of the Mississippi River “twenty-six feet in depth, not less than two
hundred feet in width at the bottom, and having through it a central depth of thirty
feet without regard to width.”
\V. H. HEUER,
Captain Erzg/'ine('>'s.
UNITED STATES ENGINEER OFFICE,
Port Eads, La., May 14, 1880.
I certify that between the dates of February 10, 1880, and May 9, 1880, both dates
inclusive, a navigable channel, having a greater depth than 26 feet at average ﬂood
tide, was maintained at the head of South Pass, Mississippi River.
W. H. H~EUER,
-/ Captain of 1L‘ng'i'neers.
FINANCIAL STATEl\Il§N'L
Amount available from appropriations for examinations and sur-
veys at South Pass of the Mississippi River June 18, 1880. - . . $7, 528 38


Amount appropriated by act approved June 14, 1880 ......... -- 20,000 00
$27, 528 38
Amount expended from June 18 to June 30,1880. - 2, 372 16-
Amount available July 1, 1880 . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. 25,156 22
Amount available July 1, 1879 ............................. .. 28, ea; 31__'
Amount appropriated by act of June 14, 1880 . . . . . . . . . . . _ . . .. 20, 000 00

——- 48, 825 37‘
Amount expended during the ﬁscal year ending June 30, 1880,
as follows: As per accounts of Capt. M. R. Brown from July
1, 1879, to April 9, 1880 . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . - 17, 947 68
As per accounts of Capt. D. W. Lockwood from April 9, 1880,
to J une 18, 1880 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - 2, 792 24
As per accounts of Capt. W. H. Heuer from June 18 to June
30, 1880 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 2,372 16
Amount allotted “Mr. James Eveleth, Agent Engineer Depart-
ment,” Washington, D. C., “to pay clerk employed by direc-
tion of the honorable Secretary of War, at the War Depart-
ment, to June 30, 1880, at the rate of $1,000 per annum. (See
letter of December 17, 1879, from Chief of Engineers)-
. - . 557 07
—-
23, 669 15»


Amount available July 1, 1880 . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . .‘ ....... -. 25,156 22‘
APPENDIX L. 1143
ESTIMATE or FUNDS REQUIRED EOR EXAMINATICNS AND sURvEYs AT SOUTH PAss as
THE MISSISSIPPI RIVER FOR THE FISCAL YEAR ENDING JUNE 30, 1882.
Two assistant engineers . . . . . . . . . . . . . . . . . . . . . . . . . ...................... . . $4, 000 00
Two steam engineers ............................................. ... . 2, 400 00
Ten seamen ........................................................... . . 7, 800 00
Rent of officers’ quarters ............................................... .. 432 00
Rent of assistant engineers’ quarters ................................... . . 240 09
Milea e and travelin expenses ................................. .... .. 500 Fuel or steam launc es ............................................... . . 1, 000 00
Repairs to launches and boats .................................. - . . .. . .. . 1, 500 00
Materials and supplies for launches ............ .... ......... -.. ........ . . 500 00
Stationery and supplies for office ...................................... .. . 400 00
Freight, telegrams, express charges, &c., .............................. .. 300 00
Contingencies . . . - .. .................................................... . . 1, 000 09
Total . .......................................................... . . 20,072 00
W. H. HEUER,
Ca.pz‘ain of Engineers, U. /5'. A.
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INSPE GTION
, OF THE i
QUQ \.\_'4“~
IMPROVEMENT OF SQUTH ‘ P
MISSISSIPPI RIVER.
Inspecting Officer, W. H. HEUER,
CAPTAIN OF ENGINEERS, U. S. A.;
B BZIN G
APPENDIX L
OF THE
‘ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR I881.
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1881.
’ I ‘K \~. -6* \
Kl ‘ \


\ INSPECTION
OF THE
_‘_'
" / "'>/ /’ C1
/ 1/ L {V I,
IMPROVEMENT OF SQUTII PASS,
MISSISSIPPI RIVER.
Inspedting Oﬁicer, W. H. HEUER,
CAPTAIN OF ENGINEERS, U. S. .A.;
BEING
APPENDIX L '
OF THE
ANNUAL REPORT OF THE CHIEF OF ENGINEERS FOR-‘1881.
‘WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1881.
[EXTRACT FROM THE ANNUAL REPOR l‘ OF THE CHIEF OF ENGINEERS
TO THE SECRETARY OF VVAR.]
OFFICE OF THE CHIEF 0F ENGINEERS,
UNITED STATES ARMY,
VVashn'ngton, D. 0., October 22, 1881.
=il= =)l< =ll= it =l(= =X< =l(=
INSPECTION OF THE I)/IPROVENIENT AT THE SOUTH PASS OF THE
MISSISSIPPI RIVER.
Inspecting oﬁicer, Capt. W. H. Heuer, Corps of Engineers.
E.cdrnt'natz'ons and surveys to o.scerta.in the depth of /water and width of
channel secured and 'In(u'ntdtned from time to time by James B. Eads, at
South Pass, and whether and to what extent, wz'tlztn a distance of 5 miles
from the present mouth of the river at the South Pass, the Gulf has ﬁlled
up by deposits from the river since the construction of the Eads jetties. The
inspecting ofﬁcer, in his annual report dated July 18, 1881, states that
there was, through the jetties, during the entire ﬁscal year, a channel
30 feet deep having a least width of 20 feet. and that the 26-foot deep
channel had a least width of 200 feet. The least width of this channel
at that date was 230 feet.
Outside and beyond the jetties the least width of the 30-foot-deep
channel was 60 feet, while the 26-foot deep channel had a least width of
210 feet except for a very few days during the year, when the channel
was somewhat narrower.
Above the jetties and through the Pass itself the least channel depth
was, at the date of the report, 27 feet, and its least width 160 feet. A
channel 26 feet deep was maintained through the Pass during the ﬁscal
year.
At the date of the report there was a channel from the main river
into the Gulf, whose least depth was ..7 feet and least width 160 feet.
The bed of the Pass has in some places secured and in others ﬁlled.
During the year the ﬁll has exceeded the scour by about one-tenth of a
foot only, measured vertically. From June, 187 5, to October, 1880, in a
little more than ﬁve years, the average depth of ﬁll in the Pass was 2.5
feet. As a rule, the ﬁlling has occmred most where the Pass was widest,
and rarely has any ﬁlling occurred in the channel where the depth was
less than 27 feet, much of the ﬁll having lodged in the deeper pockets
of the Pass.
The most interesting and important facts developed in the examina-
tions and Surveys made during the ﬁscal year relate to the changes that
have occurred in the fan-shaped area in the Gulf of Mexico beyond the
outer ends of the jetties and extending out to 100 feet depth of water.
IV REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY.
From June 30, 1879, to _June 30, 1880, the separate surveys of this
area, compared with each other, showed an average scour during the
year of 0.12 of a foot, an amount so small as to be practically nothing;
but this year, from June, 1880, to June, 1881, instead of a scour there
has been an average deposit or ﬁll over this large area (1%; square miles)
of 2.38 feet.


July 1 ,1880, amount available . . . . . . . . . . . . . . . . . . - . - . . . . . . . . - - $25, 156 22
Amount appropriated by act approved March 3, 1881 . . . . . . . . - . 10,000 00
—-—- $35,156 22
July 1, 1881, amount expended during ﬁscal year, exclusive of outstanding
liabilities July 1, 1880 . . _ . _ . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . -- 12, 859 88
July 1, 1881, amount available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 22,296 34
Amount that can be proﬁtably expended in ﬁscal year ending June 30, 1883. 16, 500 00
(See Appendix L.)
as as _ as ac as as as
APPENDIX L.
INSPECTION OF THE IMPROVEMENT AT THE SOUTH PASS OF THE MIS*
SISSIPPI RIVER.
REPORT OF CAPTAIN TVILLIAM H. HEUER, CORPS OF ENGINEERS, IN-
SPEOTING OFFICER, FOR THE FISCAL YEAR ENDING JUNE 30, 1881.
OFFICE UNITED STATES ENGINEER,
New Orletms, La., July 18, 1881.
GENERAL: I have the honor to transmit the annual report of the
progress of the work on the improvement of the South Pass of the
Missippi River.
The body of the report is made by Mr. O. Donovan. the assistant
engineer in local charge of the work of examinations and surveys at
the pass.
An examination of the report and chart shows that there was, during
the entire year, through the jetties a channel 30 feet deep, havin g a least
width of 20 feet, and that the 26 feet deep channel had a least width of
200 feet. The least present width of this channel is 230 feet.
Outside of and beyond the jetties the least width of the 30 feet deep
channel was 60 feet, while the 26 feet deep channel had a least width of
210 feet, except for a very few days during the year, when this channel
was somewh at narrower.
Above the jet ties, and through the pass itself, the least channel depth
is now 27 fed], and its least width is 160 feet. A channel 26 feet deep
was maintained through the pass during the year, except, for a few
days, a short distance below its head, when the depth, for a short dis-
tance, was slightly less.
At present there is a channel from the main river into the Gulf whose
least depth is 27 feet and least width is 160 feet.
The steamer Teutonia, drawing 25 feet of water, passed through the
South Pass, February 4, 1881, without grounding.
The bed of the pass has in some places scoured and in others ﬁlled.
During the year the ﬁll has exceeded the scour by about one-tenth of a
foot only, measured vertically. From June, 1875, to October, 1880, in a
little more than ﬁve years, the average depth of ﬁll in the pass was 2.5
feet. As a rule the ﬁlling has occurred most where the pass was widest,
and rarely has any ﬁlling occurred in the channel where the depth was
less than 27 feet. The proﬁle-chart shows much of the ﬁll to have lodged
in the deeper pockets of the pass.
The most interesting and important facts developed in the examina-
tions and surveys made during the year relate to the changes that have
occurred in the fan-shaped area in the Gulf of Mexico beyond the outer
ends of the jetties and extending out to 100 feet depth of water.
1245
1246 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
From June 30, 1879, to June 30, 1880, the separate surveys of this area,
compared with each other, showed an average scour during the year of
twelve onehundredths of one foot, an amount so small as to be prac-
tically nothing; but this year, June, 1880, to June, 1881, instead of a
scour there has been an average deposit or ﬁll over this large area (1-i
square miles) of 2.38 feet.
The localities within this area within which changes have occurred,
whether scour or ﬁll, as well as the amount of the changes, are shown on
the shaded plans on page 46 of Mr. Donovan’s report. Attention is
especially invited to that part of the report headed “Surveys beyond
the ends of the jetties.” ~
The report contains details of cribs, repairs, and other work done on
the jetties, and of the win g-dams built below the head of the pass, by
Captain Eads, to contract the water-way and produce a scour. My
acknowledgments are due Messrs. Donovan and Raymond, assistant
engineers at the jetties, for valuable services well rendered.
Respectfully submitted.
/ W. H. HEUER,
Cczgptct/in of En;/'mecrs.
The CHIEF OF ENGINEERS, U. S. A.
REPORT OF MR. C. DONOVAN, ASSIST; \TT ENGINEER.
UNITED STATES ENGINEER OFFICE.
Port Eads, La., July 15, 1881.
SIR: I have the honor to present herein a report of the condition of the works con-
structed by Mr. James B. Eads, for the improvement of South Pass of the Mississippe
River, on June 30, 1881; and also giving the amount and character of the work don
during the ﬁscal year ending with the same date. The report also contains the results
of examinations and surveys made during the year to ascertain the effects of the workf
upon the channel throughout South Pass, and also over a certain area at the Head 0
the Passes and in the Gulf of Mexico.
The following charts and plates of diagrams accompany the report:
No. 1. Chart ofjetty channel to station 50.
No. 2. Chart, continuation of No. 1; showing jetty channel from station 50 to end of
jetties
No. - . Chart of a part of the Gulf of Mexico.
No. . Chart of South Pass, from South Pass light-house to Bayou Grande.
3
4
No. 5. Chart of South Pass, from Bayou Grande to the Head of Passes.
6. Chart of the Head of Passes.
No. 7. Chart plan, comparative profiles and cross-sections of South Pass, from Head
of Passes to the end of the jetties.
No. 8. Chart showing the relative position of curves of depth iii the Gulf of Mexico,
comparing those of 1876 with those of 1881.
No. 9. Chart of various sections, plans, water-level curves, &c.
Plate I. Diagrams showing changes in the Gulf.
Plate II. Diagrams showing changes in the Gulf from 1876 to 1881.
HEAD OF PASSES.
No work has been done at this point since July, 1879, and with slight exceptions,
herein noted, the works remain in substantially the same condition as when last re-
ported upon (June 230, 1880).
The breaks in Upper Dam have not increased in width, but remain as last reported,
viz, 130 and 620 feet. The depth of water through the one nearest the junction of Up-
per Dam and east T-head extension averages 17 feet, while that through the longer
break has increased 5 feet during the year, and now averages 23 feet. The western 430
feet of this dam is still in good condition and above average ﬂood-tide; the other por-
tions not carried away are about 15 feet below this plane. On Chart No. 6, the por-
tions of this dam which are not in place are indicated by a broken line.
There is a break about 50 feet wide in the east T-head extension, at its junction with
1
APPENDIX L. 1247
Dam No. 2, through which there is a depth of from 7 to 10 feet of water; this does not
seem to be of much consequence as yet, since the water between Dam No. 2 and Upper
Dam is but from 2 to 5 feet in depth; and over a large portion of the area\between
these dams marsh grass is growing, and prevents any considerable c_urrenti7hrough
this break. There is another break in the east T-head extension, 500 feet below its
junction with Upper Dam, which is 60 feet wide, and through which there is a depth
of 27 feet. Through this break there is a strong current, which is scouring a channel
from the T-head into the main channel.
Jlaiiress sills across Sou.thw'cst and Northca.s-t Passcs.—Tl1e sill across Southwest Pass
indicates an average settlement of about 2% feet during the year, being greatest 500
feet from the west shore. The upper surface seems to be very irregular, indicating
that either some of the mattresses have been washed out or have settled more in some
places than in others; it is impossible, however, to tell which is the case, for there
are some mattresses in place throughout the entire length of the sill.
The sill across Northeast Pass has settled from 1 to 3% feet, being greatest on the
west end and least on the east end. and a comparison of the soundings this year, with
those taken in October, 1877, shows this settlement to have taken place during the
past year.
IN SOUTH PASS ITSELF.
During the month of March, a shoaling occurred in the pass, at a locality about 1%;
miles below the Head of Passes light-house, which was occasioned to some extent by a
scouring which was found to be going on at the head of the pass; this shoaling ren-
dered the channel at this point less than 26 feet in depth (see your certiﬁcate of May
9, 1881, herewith appended), and accordingly the dredge-boat G. VV. R. Bayley com-
menced work here, and after working about nine days with but little effect, the work of
dredging was discontinued after April 6, and the work of building wing-dams to con-
tract the water-way and deepen the channel at this point was commenced April 28,
and concluded May 7.
These dams project from the east shore of the pass, at right angles to the same, and
are built by driving piles from 5 to 10 feet apart, against which is placed a lattice-
work, constructed of 2 by 6 inch scantlings placed at right angles to each other, and
2 feet apart from center to center, thus leaving openings 18 inches square; at every
alternate point of contact these scantlings are bolted together with three-eighths-inch
carriage-bolts, 4% inches long. The lattice-work is built in sections of from 20 to 40
feet in length, and varying in height a'ccording to the depth of water at the locality
where they are to be placed; it projects fron1 2 to 5 feet above the surface of the water
when ﬁrst placed in position. The lattice is held in position against the piles by the
force of the current against it, not being fastened to the piles, in order that it may
sink into the bottom in case a scouring takes place underneath it. A timber, gener-
ally 6 by 8 inches, connects the'piles a few feet above the surface of the water, and
is bolted to them to strengthen and stiffen the dam. For the uppermost dam (No. 1,
see Chart No. 5) seven piles were driven 16 feet below and parallel to it, and 15 feet
apart, against which, and on the bottom, rests a pile horizontally, to which is fastened
one end of a pile, the other end of which is fastened to a pile in the dam, and serves
as a brace; there are seven of these braces in Dam No. l, but this is the only dam
braced in this way. The outer one of these seven piles has a brace extending from
near the top of it to near the top of the main brace.
The locations of these dams are shown on Chart N o. 5. They are numbered 1, 2, and
3, and are, respectively, 200, 180, and 180 feet long and 650 feet apart. On the same
chart is also shown, in elevation, the shore section of Dam No.1 and a cross-section
near the river end.
In the construction of these dams, 67 piles, 10,277 feet B. M. scantling, and 1,155 bolts
were used.
Besides the above-mentioned dams, another was constructed and designed to be
placed 420 feet above No. 1. This consisted of a model barge 165 feet long, upon which
was built a lattice-work (according to the plan above described), which was 18 feet
high at one end and 12 feet at the other. This was built along the center line of the
barge and braced to the deck by timbers 15 feet apart. The structure was towed to
position and placed against piles which had been driven to guide it in sinking and
afterwards to hold it in place. Openings were made in it to admit the water, and 82
cubic yards of dirt ballast was added to aid in sinking.
The anchorage, which held the barge so that the whole force would not be against
the piles, proved too weak in so strong a current and gave way. The river end of the
barge swung shoreward, breaking the guide-piles off, and the structure landed in a
broken condition in a position as shown on the chart above referred to. In this posi-
tion and condition the structure had but little effect. The material used for this dam,
besides the barge, was 7 piles, 2,460 feet B. M. scantling, and 290 bolts.
The old dam near the head of Bayou Grande, which projects from the west shore in
a direction across the pass, has been extended by the addition of 95 feet in length of
/
1248 msronr or THE onrnr or ENGINEERS, U. s. ARMY.
lattice-dam the same as above described. \Vith this addition the dam is 285 feet in
length. The old portion, though much deteriorated, is to some extent effectual, since
the water along it is shoal and the drift-wood lodged against it obstructs to some ex-
tent the passage of water over the dam. The addition to this dam was for the pur-
pose of diminishing the cross-section at this point, in order to decrease the shoaling
which is going on here.
For the addition to this -dam 10 piles, 2,688 feet B. M. scantling, and 350 bolts were
used.
Its location is shown on Chart No. 5.
DALI ACROSS BAYOU GRANDE.
No work has been done on this dam, which is located nearly three-fourths of a mile
below the head of the bayou, since April, 1878. The piles and other wood-work above
the surface of the water are becoming badly decayed; otherwise the dam remains in
fair condition. The upper surface of the top mattress is about 3 feet below average
ﬂood-tide. The depth of water through the bayou above the dam is 4.} feet, which is
the same as it was one year ago.
AT THE MOUTH OF SOUTH PASS.
The wilnd and ra'z"n storm. in February, and its eﬁect upon the jettics.—I give in this con-
nection an account of the storm which occurred here early in February, since the
necessity for some of the work hereafter described was caused by the effect of this
storm, and the subsidence of the concrete blocks, determined after the storm was over,
was found to be greatest at localities where the parapet-wall was most disturbed.
At 8 p. m. on the night of February 4, the wind was blowing from south-southeast,
with a velocity of 13 miles per hour. It increased gradually in velocity, varying but
slightly in direction, and at 8 a m. on the 5111 instant it had attained a velocity of 25
miles per hour, which it maintained, with but slight variations, until 5 a. m. on the
6th, at which time it had increased to 29 miles per hour; it continued increasing until
noon, when the maximum velocity of 35 miles per hour was attained. This velocity
was maintained until about 4 p. m., when the wind changed to a northerly direction
and decreased to 4 miles per hour at 6 p. In. ; it continued in this direction but a few
hours, when it again changed to southeast. From this time until about noon on the
9th instant the velocity was variable, at times reaching 25 miles per hour, but only
for short intervals. The rain, which commenced about noon on the 5th, continued
almost unceasingly until about noon on the 8th, when the weather cleared, but the
wind continued with a velocity of more than 10 miles per hour up to noon on the 9th
instant. This storm was the most violent of any which has occurred here since the
works were commenced.
The rubble parapet wall on the east jetty was slightly damaged in places, and
occasional foundation blocks in both jetties were found to have settled considerably.
The damage to the parapet wall is conﬁned to that portion'belween Stations 81 and
97, but over this reach there is a space of 335 feet where no parapet had ever been
built, leaving, tlierefo1'e, 1,215 feet of wall which was damaged. Over this distance
there are sixteen localities where the wall has been destroyed, the lengths of the por-
tions destroyed varying from 1 to 20 feet ; the total length of wall destroyed being 97
feet. Aside from the localities where the wall was destroyed, there were ﬁfteen other
places where it was simply cracked. These cracks occur over the ends of the foun-
dation blocks in every case, and are caused by the unequal settlement of the same.
There seems to be no unusual settlement where the wall is intact. The only damage
sustained by the westjetty was the settlement of one block ('73) at station 113, the
subsidence amounting to 1.75 feet.
EAST J ETTY.
The work at the mouth of the pass during the year has been almost exclusively
conﬁned to this jetty. The following is a classilication of the work on this structure:
1. Building and sinking of crib-work.
2. Building rubble wall on concrete blocks and on spur-cribs.
3. Plastering concrete parapet.
4. Distributing material along the concrete blocks.
1. Building and strzlcimg of cI'ib-w0'rlc.——’I‘l1is work, as stated in a previous report, is
for the purpose of strengthening and protecting the sea end of the jetties, and they
will also serve as a foundation in the event of extending the jetties; the spur-cribs
built during the year have been placed along the sea side of this jetty to serve in pro-
tecting the concrete wall by breaking the swells which race along it with undermining
effect; most of these were built and placed in position after the February storm.
APPENDIX L. 1249
The construction of these cribs is fully described and explained by drawings in my
report of last year.’ (See Appendix L, Report of the Chief of Engineers United States
Army, pages 1124 and 1125.) Forty cribs have been built and placed in position
during the year. Of this number, two have been placed upon the old wing-dam at
the end of the jetty, to build up that structure so as to divert the current from the
end of this jetty and conﬁne it more directly between the jetties; three have been placed
near to and directly in advance of the jetty; two east of a line which is the prolonga-
tion of this jetty; two on base-line reef at its junction with the east jetty, to prevent
this reef from moving further landward; the remaining thirty-one have been placed
along the sea side of the jetty. The spur-cribs are built to conform with the bottom
at the locality where they are to be placed, so that when in place their upper surface
will be horizontal. ,
On Chart N 0. 9 is given a plan showing the total number and position of cribs in
place, and a cross-section which will explain the construction of the spur-cribs.
The following table gives the dimensions, character, location, &c., of each crib placed
during the year, and the total amount of material in all that have been built since this
work was commenced. The number of each crib corresponding to that given in the
table will be found on the plan above referred to.
79E
Table gi,v/lag dimensions, character, and location of cribs used clawing the ﬁscal year, and also the total amount of this work used in all;c0nslrucm'0n8.


,-*1 *8 *3 *5 *5
5 e e e e
-H <4-< 8 <7-4 G, 9-1 9-1
C . . . . ° +1 ° 01 ° Q °-21 .
55 Month when sunk. Description. Dimensions. 3 3 58- S3 535 is )3 Location.
.2 4173 Q E; -Q 8* Q3
E! 8 Q4 5 Q E 5
;-_< :5 :1 U 5
Z Z Z Z Z
20, 112 7, 403 9 192 2, 800 Totals gs reported for the year ending June
, 18 0.
1880 Feet. '
August ................... -. Palmetto .................. -- 64 X 17 X 11 ........ - - 5,130 704 - - - - - - - - - - . . . -2‘. Station 117 + 25, river side, east jetty.
............................ 35X18X10and14*-. 2,478 560 Do
O0t0b6I‘ . . . . . . . . . . . . . . - . . . . . . . . . . .-do . . _ . - _ - . . - - - - - - - - . - - -- 40 X 21 X 9.‘ 5 . . . . . . -- 2, 784 680 - - - - - - - - - - . . . . . . . . -. Across end of east jetty.
November . . . . . . . . . . . . . . . . . . . . . . ..do . . . . . . . . . . . . . . . . . . . . -- 44.4 X 19 X 11 . . . . . . -. 3, 420 731 - - - - - - - - - - . . . . . . . . -. Do
December . _ . . . . . _ . . . . . . . . . . . . . . . ..do . . . . . . . . . . . . . . . . . . . _ -. 40. 5 X 19.7 X 12 . . . . .. 3,770 769 - - - - - - - - - - . _ . . . . . . .. Do
1881.
March . . . . . . . . . . . . . . . . . . _ . . . . . . . -.do . . . . . . . . . . . . . . . . . - - - - 39 X 19.5 X 12 and 14 . ' 4, 010 936 - - - - - - - - - . . . . . . . . . - Station 118 + 75, on a line which is the pro-
longation of east jetty.
February . . . . . . . . . . . . . . . . . . . . . . . - -do . . . . . . . . . . . . . . . . . . . . .- 64. 5 X 20. 5 X 13 and 8. 5 5, 748 ........ - - l, 179 ........ . . Station 118, eastward of a line which is the
- prolongation of east jetty.
April . . _ . . . . . _ _ . _ . . . . . . . . . -. Spur(palmetto . . . . . . . . . . . . . - . 19. 5 X 12 X 4 and 2 . . - 135 240 - _ - - - - - - - . . . . . . . . . Station 89 -|- 75, sea side, east jetty.
. _ - -do . . . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . -. _19. 5 X 12 X 4 and 2 - - - 135 240 - - - - - - - - - - . _ . . . . . . . - Station 90 + 85, sea side, east jetty.
. --.do . _ _ . . . _ _ _ _ . . _ _ _ _ . _ . . . _ . . . . . . -.do . . . . . . . . . . . . . . . . . . . . -. 17 X 10. 5 X 5 and 2 -_ . 198 . . . . . . . . . . - - _ - - - - - -- 188 Station 92 + 24, sea side, east jetty.
-_.do . _ . . . . . . _ . . . . . . . . . . . . _ . . . . . . ..do . . . . . . . . . . . . . . . . . . . . -. 15. 4 X 9. 5 X 5 and 2. . 204 ........ .. - ’ 148 Station 93 + 24, sea side, east jetty.
-- .do . . . . . . . . . _ . . . . _ . . . . . . . . . . . . - -do . _ . . . . . . . . . . . . . . . . . _ . . 16 X 10 4 X 6 and 2. - .. 196 . . . . . . . . . . - - - . - - - - -- 152 Station 94 + 40, sea side, east jetty.
- . .do . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .do . . . . . . . . . . . . . . . . . . . . . 16 X 11 X 5 and 2 .... . - 203 . . . . . _ . . . . - - - - - . - . -_ 134 Station 95 -|- 55, sea side, east jetty.
. - .do _ . . _ . . . _ _ _ _ _ . _ _ _ . _ . _ _ _ . . . . _ . - -do . . . . . . . . . . . . . . . . . . . .. 16 X 9. 5 X 5 and 2. . - . . 194 . _ . . . . . . . . . . . . . . . . .. 132 Station 96 + 54, sea side, east jetty.
---do . . . _ . . . . . . . . . . . . . . . . . . . . . . . . ..do .................... -. 16X9.5X5and 194 -------- .. 132 Station 88+76, seaside, east jetty.
_ -.do . . . . . _ . . . . _ _ _ . . . . . . . . . . . . . . . - -do . . . . . . . . . . . . . . . . . . . . - . 16 X 9 X 5 and 2 ..... . - 190 ................. - . 132 Station 87 + 62, sea side, east jetty.
_ . . do . _ . . . _ . . _ . . . _ . . . . . . . . . . . . . . . - . do . . . . . . . . . . . _ . . . . . . . .. 15 X 11 X 6 and 2 . . . . .. 199 ................. . . 123 Station 86 + 82, sea side, east jetty.
_ _ .do . . . _ . _ . . . . . . . . . . . . . . . . . . . . . - .do . _ . . . . . . . . . . . . . . . . . . - . 16 X 11 X 6 and 2 .... -. 203 .................. -. 130 Station'85 —|— 65, sea side, east jetty.
- -.do . . . . . . _ . . . _ . . . . . . . . . . . . . . _ . . . . do . . . . . . . . . . . . . . . . . . . . - . 16 X 10 X 5 and 2 - - - -. 195 ........ - .~ ........ - . 120 Station 84 + 23, sea side, east jetty.
. . .do . _ _ . . . . _ . . . . . . . . . _ . . . . . . . . . . .. do . _ . . . . . . . . . . . . . . . . . . - . 16 X 11 X 5. 5 and 2 _ - . 200 . _ . . . . . . . . . . . . - - . . .. 125 Station 83 + 23, sea side, east jetty.
May . . . . . . . . . . _ . _ . _ _ . . . . . . . . . . .- do . . . . . . . . . . . . . . . . . . . . -. 16 X 11 X 5 and 2 . 198 . . . . . . . . . . . . . . . . . . .. 125 Station 82 + 20, sea side, east jetty.
- . -do . . _ _ . . . . . . . _ _ _ . . . . . . . . . . . . . . .. do .................... - . 17 X 11 X 6 and 2 . . - .. 205 . _ . _ . _ . _ . . . . . . . . . . .. 130 Station 81+ 19, sea side, east jetty.
- - -do . _ _ _ . . _ _ _ . . . _ . . . . . . . . . . . . . . - .do . . . . . . . . . . _ . . . . . . . . . -. 17 X 11 X 5 and 2 . . - .. 200 . . . . . _ . . . . . . . . . . . . - 125 Station 80 + 13, sea side, east jetty.
_ - do . . . _ . . . . . . . . . . . . . . . . . . . . . . . _ - . do . . . . . . . _ . . . . . . . . . . . - . 17 X 10 X 5 and 2 - - . . . 200 . . _ . . . . . . . . . . . . . . . - - 125 Station 79 + 16, sea side, east jetty.
- - do . . . . . . _ . . . _ . . . . . . . . . . . . . . . _ . -.do . . . . . . . . . . . . . . . _ . . . . -. 17 X 10 X 5 and 2 - . - -. 200 . . . . . . . . _ . . . . . . . . . -. 125 Station 78 + 21, sea side, east jetty.
-- do . . _ . . . . _ . . _ . . _ . . . . . . . . . . . --do . . . . . _ . . . . . . . . . _ . . _ . -. 17 X 11 X 5 and 2 - 200 . . . . . . . . _ . . . . . . . . .. 125 Station 77 —|— 8, sea side, east jetty.
-_.do . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. do . . . . . . . . . . . . . . . . . . . . -. 16 X 11 X 4 and 1 - 136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Station 76 + 13, sea side, east jetty.
do ____________________________ - -do ................... - - 16 X 11 X 4 and 1 . .--. 136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Station 75 —|— 12, sea side, east jetty.
- do . . _ . . . . _ . . . _ . . . . . _ . . . . _ . . - --.do . _ . . . . . . . . . . . . . . _ . . . -. -16 X 11 X 4 and 1 .- . . . 136 . . . . . _ . . . . . . . . . . . . . . . . . . . . . . .. Station 74+ 15, sea side, east jetty.
do _ _ _ _ _ _ _ _ _ _ _ . _ _ . _ . _ _ _ . . . _ ._ do . . _ . . . . . . . _ . . . . . _ . . . -. 16 X 11 X 4 and 1 . . - -. 136 4 . . . . . . _ _ . . . . . . . . . . . . . . . . . . -- Station 73 —!— 15, sea side, east jetty.
.- do . . . . _ _ _ . . _ _ _ . _ _ _ . . . _ . . _ . . _ . . - .do . . . . . . . . . . . . . . . . . . . . . . 16 X 11 X 4 and 1 . . - . . 136 I . . . . . . _ . . . . . . . . . . . . . . . . . . . . . Station 72 —|— 35, sea side, east jetty.
'AI\IiIV ‘s ‘II ‘saannieuu so ¢IEiIHo'sIH.L JO moaau @951
' I XICIl\IE[cIcIV
I981

and 1 - . . .. 136 . . . . . . . . . . . . . - . . . . . . . _ - . . . . . - - Station 71 + 28, sea side, east jetty.

.... 16><11><4
.... 16><10><5and2_.... 198 Station 97+56, seaside, eastjetty.
.... 16><10><5and2.---. 198 Station98+51, seaside, eastjetty.
.... 16><10><5and2...-. 198 Stat-ion99+41, seaside, eastjetty.
.... 16><10><5and2---.. 198 Station100-l-42, seaside, eastjet-ty.
.... 16><10><5and2-.--. 198 Station10l+37,soaside,eastjetty.
. . . . ..do 16><10><5and2.---. 198 Station91+62, seaside, eastjetty.
Palmetto .................. .. 68 X 16 X 4 1,456 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .- Sea side_ of baseline reef at its junction
.... 76><16><3?;---.'.-.--- 1,552 witheastfetty.
15, 800 . . . . . . . . . . . . . . . . . . . . . . . . . . . Total up to Anne 30, 1879.
71,913 12,262 10,371 5,071 Total up to June 30,1881.
, 36,001 4,860 1,179 2,271 Total during the year ending June 30,1881.


*Where cribs are not uniform in height, this dimension at each end is given.
1252 REPORT 0E THE CHIEF or ENGINEERS, U. s. ARMY.
,‘
In sinking these forty cribs, 1,692 cubic yards of stone, 21 cubic yards of macadam,
and 39 cubic yards of gravel were used.
The stone used during the year was discharged as ballast from vessels, and some
was taken off the jetty below East Point, where it is no longer needed.
2. Bu/ddrirng rubble ‘wall on concrete blocks and on spu.r-er'ibs.——During the year the rub-
ble parapet has been built from Station 94 +50 to Station 90 + 50, a distance of 400
feet; this wall is 3 feet wide and varies in height from 2.2 to 2.6 feet. From Station
90 + 50 to Station 89 + 46, a distance of 110 feet, this wall has been partially built, and
requires one or two courses of stone throughout this length to complete it. Two hun-
dred and twenty feet (from 87 +20 to 89+ 40) remain to be built and 110 feet to be -
completed in order to ﬁnish the parapet over the foundation blocks in place. Por-
tions of this wall which were broken during the February storm, amounting in total
to 97 feet in length, have been repaired or rebuilt.
The masonry which terminated at Stat-ion 65 + 15, a year ago, has been extended
up stream to Station 63+ 20, a distance of 195 feet; this portion is built entirely of
rubble-stone laid in cement mortar. The foundation rests upon the top of the mat-
tresses, which were previously covered with 41 cubic yards of stone; it is 4 feet wide-
and 2 feet high, except the upper 47 feet, which is 25- feet wide and 2.2 feet high ; the-
parapet surmount-ing this is from 2 to feet wide and from 2 to 2.2 feet high. This
portion was built in consequence of the movement landward of base line reef, which
has its junction with the jetty 300 feet further up stream than it was a year ago; the
reel’ has receded about 200 feet and increased in area.
The rubble parapet for 100 feet in length below Station 65 + 15 has been repaired ;
it had become cantedin consequence ofthe settlement of the foundation concrete blocks
which rested upon a sand foundation that had become partially washed out.
The thirty-one spur-cribs have been capped by blocks of masonry composed of rub-
ble-stone laid in cement mortar; these blocks average 13.2 feet long, 4 feet wide, and
3.8 feet high, their upper surface being level with the upper surface of the parapet on
the jetty ; they are built in contact with the foundation blocks on the jetty, but are
separated from the parapet about 6 inches (see section on Chart No. 9). One block
measuring 14.3 by 4.6 by 4 feet has been built on the sea side of the jetty at Station 63
+ 20 ; it rests upon the top mattress of the jetty and partly on the sand reef; this is
intended to break the force of the sea against the reef and prevent its further reces-
sion. .
Number of linear feet of masonry built . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . - - 1, 251
Number of cubic yards of masonry . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . _ . - - 468
The amount and character of masonry in place June 30, 1881, is represented on Chart
No. 4, and explained in a note thereon. Y-|/1 3{]|;}\8
The following table gives the elevation of the top of the parapet wall above average
ﬁood-tide according to levels taken at various dates at points 100 feet apart; it also
gives the subsidence during the year and since the wall was built. Levels are taken
every month, but the variation is so slight that the results for every three months as
given will suﬂice to show the changes.
Table giving elevation referred to average ﬂood-tide, and total subsidence of parapet wall on


east. jetty.
Elevation in feet. ‘ Tgifﬁagl ns€;1')'
1 +3
1880. i 1881. 1 ' 3 "9
Daieuifg len K5 i 2 2? Remarks.
2* 01 I Q; B
. ‘H , _ :1 :2
5 :5 § -92’ e 3 3 E
:5 _ = -9 Q 0
r3 <9 3 0 0 <1) 0
8 5 8* 3 5 5 :4 E
>4 *1 53 Q E! *1 2/3 a
1881 '
63 + 20 J une . . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . .. 4.35 _ . . . . . . . . . - . Parapet from Station 63 -|- 20 to
64 + 25 May - - - . . - . . . . . . - . . - - . . . . . . . .... .. 4. 21 . . - . . . . . . . .. Station 87 + 15 and from 90 +
1880 50 to 101 -|- 79 is built of rubble-
65 -|- 15 April . . . . . . - 4. 47 4. 33 4. 31 4. 26 4 26 0. 21 0. 35 stone.
()6 -1- 15 - - . do - - . . . . 4. 28 4. 49 4. 45 4 39 4. 40 0. 09 (). 27
67 + 15 - . (10 . . . . . .. 4. 53 4. 39 4. 34 4 29 4. 30 0. 23 0. 28
68+ 15 - - (10 . . . . . . - 4. 61 4. 37 4. 34 4 29 4. 27 0. 44 0. 50
69 + 15 - (10 . . . _ . - . 4. 56 4. 46 4. 43 4 36 4. 36 0. 20 0.24
70 + 15 - - do . . . . . . - . 53 4. 40 4. 40 4. 31 4.34 0.19 0. 26
71 + 15 . - do . . . . . - . 4. 6 4. 41 4. 40 4. 33 4. 30 0.36 0.42
APPEUDIX L. 1253
Table _r/2'/vlng elevation reiferrecl to at'e1'a,(/c_ﬂoocl-tide, &c.—Continued.


Elevation in feet. 1;,f,ae1I;"c‘f,1_" 3
+5 I
1880. 1881. E ‘
D t 1 ""—"'— ——_“_—_’ 8’ 5 I
dJl.'()>11llIl'1.len 05 2 E I Remarks.
:-7 6 I: I
:3 - 2 0 K4 - S '3 i
O 45 ,-. .-Q - 19 ,_D r; 1
°' 5 E 5 H I
c: <9 __-, 0 9 Q3 8 8 I
o P‘ S-7 Q E: C‘ :1 ii I
Q : 8 <1’ 5 : ._ .._ I
I-1 *1 <0 Q Z )1 01> U.) I
,-___ _ _
1880. I
72 + 15 April . . _ . . - - 4 55 4. 40 4. 42 4 35 4. 34 0. 21 0. 27 '
73 + 15_ Mav . . . . . . - . 4. 59 4. 40 4. 39 4 3 4. 33 0. 26 0. 31
74 + 15 . . .do . . . . . - - 4. 63 4. 65 4. 63 4 58 4. 55 0. 08 0. 08
75 + 15 . . do . . . . . - . 4. 59 4. 40 4. 40 4 33 4. 33 0. 26 0. 28
76 + 15 - . do . . . . . . . 4. 65 4. 45 4. 42 4 32 4. 31 0. 34 0. 36
77 + 15 - - (lo . . . . . . - 4. 69 4. 57 4. 57 4 51 4. 47 0. 22 0. 23
78 + 15 . do . . . . . - - 4. 65 4. 38 4. 38 4 32 4 30 0. 35 0. 35
79 -I- 15 - . do . . _ . - - - 4. 70 4. 43 4. 45 4 38 4 35 0. 35 0. 35
80 + 15 do . . . . . . . 4. 47 4. 2.1. 4. 21 4 09 4 07 0. 40 0. 42
81 + 15 ‘ April . . . . . . . 4. 38 3. 96 3. 99 3 87 3 87 0. 51 0. 53
82 -I— 15 . do . . . . . . . 4. 55 4. 28 4. 30 4 21 4 20 0. 35 0. 36
83 —I- 15 . - do . . . . . . . 4. 49 4. 33 4. 37 4 25 4 20 0. 29 0. 33
84 -1- 15 - do . . . . . . . 4. 55 4. 28 4. 27 4 03 4 00 0. 55 0. 59 I
85 + 15 .. .do ..... .- 4. es 4. 25 4.28 4 13 4 12 0. 26 0. 51 I
86+ 15 .--.do . . . . . -- 4.42 4.34 4.26 3 89 3 86 0.56 0.74
87 -|- 15 June . . . . . . .. 4. 59 4. 37 4. 36 4 03 3 99 0. 60 0. 60 91 July ...... -. (X) 4. 37 4. 37 4 03 5 97 .... . . 0. 52 '
92 - . do ..... . . (*) 4. 46 4. 40 3 93 3 87 .... - - 0. 83 I
93 .. do . . . . . -- ("") 4. 64 4. 45 4 19 4 05 . . . . -- 0.72 I
94 _ - do . . . . . . - (*) 4. 51 4. 50 4 38 4 34 . . . . - . 0. 32
95 .do . . . . . . - (""') , 4. 49 4. 47 4 15 4 12 . . . . - - 0.50
96 June . . . . . . - - 4. 60 4. 28 4. 29 4 14 3 98 0. 62 0. 62
97 hlarch . . . . . . 4. 53 4. 18 4. 19 4 11 4 04 0. 49 0. 49
98 .--.d0 . . . . . .. 4.44 4.09 410 3 95 3 93 0.51 0.58
99 February. . - 4. 20 3. 77 3. 74 3 65 3 58 0. 62 0. 77
100 . .do . . . . . . - 4. 51 4. 13 4. 11 4 04 3 97 0. 54 0. 57
101 January . - - . 4. 57 4. 18 4. 15 4 07 4 01 0. 56 0. 63
101 -I- 79 . . . .do . . . . . 4. 50 4. 17 4.18 4 12 4 03 0.47 0.48 ‘
103 June . . . . . . ..; 5. 24 5.16 5.13 5 04 4 96 0. 28 0.29 1?ar-apet from Station 102 -I- 15 to
104 . . - .do . . . . . _ .I 5. 19 4. 87 4. 84 4 81 4 75 O. 44 0. 44 Station 116 + 33 is built of con-
105 . - - .do . . . . . . .' 5. 38 5. 08 5. 04 4 97 4 90 0.48 0.48 crete.
106 Ma1’ch .... .-I 5. 40 5. 13 5. 10 5 04 4 96 0. 44 0. 44
107 ---.(1o-.....--I 5.43 5.19 5.11 4 98 4 92 0.51 0.51
108 .-..do . . . . . ..‘, 5.49 5.03 5.02 4 94 4 85. 0,64 0.64.
109 ....do . . . . . ..I 5. 36 4.91 4.92 4 85 4 74 0.62 0.62 ‘
110 April . . . . . . .I 5. 56 5. 05 5. 00 4 90 4 81 0.75 0.75
111 . - - .do . . . . . 5. 76 5. 27 5. 21 5 12 5 03 0.73 0. 73
112 ....do . . . . . ..I 5.91 5.46 5.42 5 33 3 23 0.68 0. 68 I
113 ..-.do . . . . . 6.15 5.70 5.66 5 68 5 40 0.75 0.75 i
114 . --.do . . . . . 6. 22 5. 77 6.00 5 88 5 79 0.73 0. 73 I I’a1"apet at Station 114 was raised
115 .- . .do . . . . . . .2 6. 63 6.45 6. 39 6 31 6 18 0.45 0.45 I 0.3 by plastering in September,‘
115 + 90 June . . . . . . . . 6. 81 6. 62 6. 52 6 47 6 31 0. 50 0. 50 I 1880.
116 + 60 - . . .do . ._.. . 3. 58 3.17 I 3.07 2 99 2 82 0. 76 0. 76 I From Station 116-+33 to 117—I—73,
117 .+ 08 .. - do ..... - .I 3. 58 3. 19 I 3. O6 2. 96 2 74 0. 84 0. 84 I distance 140 feet, there is nopar-
117 + 52 - . - -do ..... -. I 3. 10 2. 90 2. 62 2. 33 2 09 1. 01 1. 01 I apet. Levels were taken on
5 I __-- _ foundation blocks.
Average subsidence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0. 46 0. 1' 1 I


First 16V0lS_t|21l{.6'114B.111l1gl1St, 1880.
No'rF..—Bet-ween Stations 87 +15 and 90 -I- 50, a distance of 335 feet, there was no mrapet wall buill
—Greatest subsidence (at Station 117 + 52 . . . . . . . . . . . . -. 1. 01 1.01 I
-June 15, when the last levels were taken. The sixteen concrete blocks occupying t is space, i. e., the
foundation blocks, show an average»subsidence since they were built, in December, 187 9, of 1.1 feet ; the
greatest subsidence of any one block being 1.43 feet.
3. ]’lasz_‘ering concrete parapet.--'l‘l1e concrete parapet from Station 102 + 8 to Station
107 -|- 75, and from Station 113 —I- 75 to 116+ 33, a total distance of 825 feet, has been
plastered or pointed, so that it presents a smooth and even appearance, leavingthis
portion in a perfectly ﬁnished condition.
4. I)'isf7't‘bu.t'i-ng ma.tcrlal along the concrete bIocks.—DiIi‘ing the year, 33 cubic yards of
-gravel were placed on the jetty extending over a distance of 65 feet below Station 63,
and 22 cubic yards between Stations 60 and 63. Between Stations 63 and 65,62 cubic
yards of rubble-stone, 65 of marl, and 10 of gravel were used to raise the surface of the
jetty at this locality. Sixty-ﬁve cubic yards of gravel were placed on the river side of
1254 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
the concrete work between Stations 70 and 79, and 96 cubic yards of rubble-stone, 77
of macadam, and 32 of marl were placed on the sea side at the same locality. From»
Station 95 to 101, 121 cubic yards of gravel and 101 of marl were placed on the river
side; on the same side from Stations 102 to 110, 143 cubic yards of macadam and 84
cubic yards of gravel were placed. At Station 105, 59 cubic yards of rock were placed
on the river side, 19 cubic yards of macadam at Station 110, 5 cubic yards of gravel at
Station 112, 95 cubic yards of marl between Stations 90 and 95, and 76 cubic yards of
marl between Stations 101 and 105, all on the river side of the concrete blocks.
The material placed along the concrete blocks is for the purpose of preventing or
checking the leakage of water under the blocks.
Between cribs Nos. 38 and 39 at the end of the jetty, 22 cubic yards of macadam were
placed ; 26 cords of willows weighted with 11 cubic yards of stone were placed between
crib 40 and the concrete work on the jetty to ﬁll a void at this place.
IVEST JETTY.
No work has been done upon this jetty during the year; it remains in good con-
dition, only a slight settlement of the concrete blocks having occurred.
During the month of August 24 cords of willows and 30 cubic yards of stone were
placed on “ Pelican Reef ” near its junction with the jetty, to'obstruct a channel which
was scouring on the sea side of the jetty by the water which escaped over it at high-
tide. This work, together with that (of the same character) which was done last year,
has been effectual, and the reef has formed seaward of where this material was placed.
The reef has changed in form and greatly increased in area during the year, but main-
tains about the same position as it did a year ago. Its present location is shown on
Chart No. 2. '
The following table gives in detail information regarding the settlement of the con-
crete blocks on the west jetty.
Tables showing elevation of concrete blocks, at various dates, above the plane of average ﬁood--
tide, and the total su.bside'hce of each block from the date of the ﬁrst obserratton and also
(I'Im'ir g the year.


WEST JETTY, BELOIV STATION 101-I-25.
Elevation in feet and tenths. Total Sub Sid’
ence.
1880. 1881. C‘ 3
0 T, ‘-4 B
g 5 Location of block. 2'-
13 8 is is 5 ' .-‘J ' or --H-'
2 e 8 E '5 s 2 *5 2'3‘
P‘ Q) Q)
‘F4 Q *1 U) Q #1 1‘? U2 U)
1879.
- 1 gan. 3(1) Station 101—|-25 . - . . . . . _ . . . . . .- 3 2 5. 1 0. 44
2 an. 3 ‘ ‘ ... L L. ' . ‘. 0. 48
3 Jan. 30 2 27 2 10 2. 00 1 94 1 87 0. 40 0. 59
4 Jan. 29 2 44 2 27 2.16 2 10 2 04 0. 40 0. 56
5 Jan. 29 SCQIDIOII 102 . . . . . . . . . . . . . . . . . .- 2 66 2 51 2. 38 2 32 2 26 0. 40 0. 60
6 Jan. 28 . . . . . . . . . . . . . _ . . . . . . . . _ . . . . . . . . _ . . -. c‘-) (*)
7 Jan. 21 1 72 1 57 1.47 1 45 1 41 0.31 0. 78
8 Jan. 22 1 54 1 44 1.29 1 28 1 28 0.26 0. 78
9 JZLIL 23 1 44 1 35 1.24 1 23 1 22 0. 22 0. 79
10 Jan. 23 1 47 1 38 1.29 1 27 1 22 0. 25 0. 83
11 J81). 24 1 57 1 48 1. 39 1 17 1 01 0. 56 1. 17
12 Q%2LI1. 25 St2Lti011 103 - - - - - - - . . . . . . . . . . - . :5 18 5 1 1 2%
13 3D. 0 u . - -J u) . -) . 7\
14 Jan. 27 2 11 2 03 1. 94 1 91 1 88 0.23 0. 80
15 Jan. 31 2 30 2 22 2.13 2 11 2 07 0. 23 0. 78
16 F011. 1 2 23 2 14 2. 05 1 79 1 74 0. 49 0. 91
17 M31‘. 21 2 65 2 54 2. 45 2 26 2 22 0. 43 0. 63 "
18 MET. 21 2 62 2 54 2. 44 2 42 2 37 0. 25, 0. 47
19 $1211‘. 21 S|3&ti0]1 104 . . . - - - . . . . . . . . . . . .. 5 55 3 Z; 3 2 0.154 0. 56
20 (".21 F3 ‘ ‘.3 ...'"~ L 0. I 0.61
21 21 2 69 2 51 2. 43 2 40 2 33 0. 26 0. 69
22 Mitl‘. 24 2 50 2 41 2. 32 2 31 2 25 0. 25 0. 61
23 Mar. 24 2 42 2 32 2. 22 2 19 2 14 0. 28 0. 66
24 11611311‘. 24 S191-l()D 105 . . . . . . . . . . . . . . . . . .. 2 35 Z 26 13 3 1% 3 37 0. 31
25 2.1‘. 24 ‘ 8 19 . 0 0 L . ‘ 6 0. 5
26 M81‘. 24 2 16 2 07 1. 97 1 94 1 89 0. 27 0. 76
27 M31‘. 25 2 22 2 13 2. 03 2 01 1 96 0. 26 0. 73
28 M81’. 25 2 35 2 26 2.15 2 I2 2 09 0. 26 0. 72
29 , 11/1211’. 25 2 48 2 39 2. 28 2 25 2 21 0. 27 0. 72
30 11/1211‘. 25 2 58 2 49 2. 38 2 35 2 ' 2 0. 26 0. 7

APPENDIX L.
1255
Table showing elevation of concrete blocks, at varlona dates, g’"c.—-Continued.
WEST JETTY, BELOIV STATION 101+25.
Total subsid-
ence.
Elevation in feet and tenths.
.33
96>» 8Eo5 3Ew

.32 £ 22% 85w
.3 ESQ.
1881.
.mm £952


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1880.
.2 .6€~$.Eom

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..-.-
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‘*‘\Veight of concrete mixed partially rests upon this block and therefore its subsidence is not considered.
1256 REPORT OF THE CHIEF 014‘ ENGINEERS, U. s. ARMY.
WEST JETTY, ABOVE STATION 101 +25.
Total subsid-
ence
29; £003 35w
.E§
69u614-078501894. 64744
4445844354~O445 .5555

dmﬁ 5m with 85w
351210P(51Qu\2n/H6577725fO53093~D49u9d439~3306050007339ql4FOFO4764FO344360O
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00
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8
3 7 .
- .
0
:m
Elevation in feet.
1881,
.2 egg
344443921pD84|ﬂ
32090 230FO,o.68
| n . u u . - - o | I | - - . - - . - I . . - - - u | - u - ‘ - - - u - - n - - - a ¢ | ' u - o - - . . - u - o Q u 0

.£ 322
10D08597H(09u476546901979539
9899999888967642244111144?‘
111


1880.
.§ HQQHQQQQAH
1633734FO5l8200480201681352l396Qu0440O
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- - - - 0 | n . - - - Q . - I I | Q | . - . - I - | » a I - ¢ - ‘ - I s - - - - n - . ¢ I u - | - . ~ - . . - . . 0 ~

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06219923386770
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- - - a - - . . - - - u - - o - . - - ¢ o - . I . . - a I - - u I ' . o . u - | - - ¢ - n . - - - . - o a - | - I - .
£6
Location of block.

Station 101 .
‘Sta’[io1i100.......- -
Station 99 .-
Station 98
Station 97 . ..-.
Station 96.
Station95.----.... .
Station 94
Statmn93..-....-... -
Station 92 .
Station 91 -
Station 90
Station 88 + 97. . .. .


.11: HHQHHB. QPNAH

I
laid) bloci
b
y 14
y 14
y 14
-y 17
y 19
Y 19
Y 19
y 20
y 20
y 21
alv
ay 22
y 22
1
I I | . | v I - I < a | v I I ' v - va
187 .
May 7
May 8
May 8
May 9
May 9
May 9
May 12 I
May 12
May 13
May 13
May 14
May 14
May 15
I ay 16
May 16
Mav 17
May 20
May 21

.Mo3Q :3 3:852
1
2
3 May 8
4
5
6
7 .
8 May 10
9 May 10
10 May 12
11
12
13 May 12
14
15
16 May 13
17 May 13
18 May 13
19 May 13
20 May 14
21
22
23 May 14
24 Ma
25 Ma
26 Ma
27 Ma
28 Ma
29 May 15
30 May 15
31 May 15
32
M(L)7 34 May 16
35
36 May 16
37
38 May 17
39 May 17
'40
41 Ma
42 Ma
43 Ma
44 Ma
45 Ma
46 May 20
47 May 20
48
49 May 20
50 Ma
51 Ma
52 May 2]
53
54 May 21
55 Ma
56 M
57 M
58 IYIA
59 May 22
Average subsidence of 154 blocks- - - - - - . . - . . . . .
Greatest subsidence (dumnv the year) block 7 3 . . -
Greatest subsidence (since blocks were

APPENDIX L. ‘ 1257
Wing-rlcmw.—During the month of J uly, 1880, a condemned model barge was sunk
near the west shore, opposite a point 1,200 feet below East Point, to serve as a wing-
dam ; the inner or shore end was at average ﬂood-tide, and 155 feet from this end the
depth of water over the barge was 15 feet; 26 cubic yards of marl were used to aid in
sinking it.
In September a wing-dam was constructed and sunk near the west shore, opposite
a point 350 feet below East Point. This consisted of a coal barge 170 feet long, 26
feet wide, and 9.4 feet high, one side -of which was built up to a height of 22 feet on
one end and sloping to 9 feet on the other, in accordance with the slope of the bottom
at the locality where it was placed, so that when in position the upper edge would be
horizontal; this addition was braced by timbers leading from it to the bottom beams
of the barge; twenty piles were driven to hold it in position, and it was sunk by scut-
tling, and afterwards 31 cubic yards of stone, 53 cubic yards of gravel, and 25 cubic
yards of sand were thrown into it.
These two structures had but little effect in deepening or widening the channel at
this point.
During the months of May and June the old wing-dam (p), opposite a point 1,820
feet below East Point, was extended 30 feet, and two new lattice-dams built on the
same side, opposite points 110 and 1,020 feet below East Point. The lengths of the
latter are, respectively, 103 and 194 feet, and the outer ends of each of the three are
in 24 feet depth of water. For the ﬁrst dam, 10 piles were driven, against which and
the old remaining piles 205 linear feet of lattice work was placed. Lattice-dam No. 1
contains ten 'piles and 103 linear feet of lattice work, in five sections; No. 2 contains
eighteen piles and 194 linear feet of lattice work, in nine sections. In these three struct-
ures thirty-eight piles, 8,542 feet B. M. scantling, and 1,193 bolts were used.
The lattice work for these dams is the same in construction as that described for
those built in the pass itself, except that the openings are 12 instead of 18 inches
square. p
The locations of the above-described dams are shown on Chart N o. 1.
Dredgi.n.g.—Di11'i1ig the year the dredging done at different localities has amounted
in time to seventy-one days of ten hours each, as follows:
Sixteen days in the pass itself, 1% miles below Head of Passes.
Four days in the pass itself, near Bayou Grande. .
Thirty-two days in the “ channel through the jetties.”
Nineteen days on the lump 700 feet beyond the end of the jetties.
On the 6th of July last year the depth of water on a lump, which has long existed
700 feet beyond the present end of the east jetty and 200 feet west of a line which is
the prolongation of that jetty, was from 15.2 to 19.2 feet; after ten and a half days’
dredging the depth over the same area was increased to from 23 to 29 feet.
The depth of water over this shoal decreased slightly from mouth to month, main-
taining more than 22 feet up to March 1 ; after this time it shoaled somewhat faster,
until on June 13 a depth of 17.2 feet was found on it (see Chart No. 3), but its area is
small compared with what it was before any dredging was done. During last month
this lump was again dredged and its area decreased, though the least depth remained
about the same. (See Chart No. 2.)
Adrlitional pZant.—During the year twelve piles have been driven along the east
shore above East Point for moorings ; two ﬂat-boats have been rebottomed; an addi-
tion built to one dwelling, and a building formerly used as a boarding-house, at the
head of the pass, has been moved to this place, and by additions converted into two
, small tenement houses.
At times when, on account of a heavy sea rolling over the east jetty, work could
not be prosecuted there, the force was employed in discharging ballast from vessels
and distributing the same to raise the surface adjacent to dwellings and other build-
ings, above the tide-water. -
Force 0mpIoyed.—’I‘li1e average force employed during the year, including oﬁiceis,
mechanics, foremen, laborers, &c., has been about seventy in number.
EX AMINATIONS AND SURVEYS.
The examinations and surveys made during the year have been reported to you
monthly, and were as follows:
Periodical surveys to determine whether a channel of required dimensions had been
maintained “ through the jetties ” ; a complete survey of the pass, together with par-
tial surveys at times to determine the depth at localities where shoaling was liable to
decrease the depth to less than 26 feet; observations to determine the slope of South
Pass and the discharge of the three passes; sediment, tidal, and velocity observations ;
levels on concrete work, &c., together with more extended surveys, charts of which
accompany this report. All work during the year has been reduced, plotted, and the
results tabulated herein or shown graphically on charts, so that but little is required
descriptively to make them clearly understood.
1258 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
AT THE HEAD Oh‘ PASSES.
The survey at this point was extended over the same area as that of last year, and
is given on Chart No.6. From an inspection of this chart and a comparison with
that of last year, a considerable change is readily noted in the depth of Northeast
Pass during the year. Last year there was a very small area above the mattress-sill
which had a greater depth than 30 feet. This area has greatly increased during the
year, the deepening extending up into the main river_. The increase in depth over
this area varies from 1 to 5-} feet.
011 Chart N o. 9 are given comparative cross-sections, IJ, and GH, taken, respect-
ively, ..50 and 2,120 feet above Upper Dam. Their locations are shown on Chart No.
6. Proﬁles of lines, A B, C D, and E 1*‘ (Chart No. 6), are also given on Chart No.9.
From an inspection of these proﬁles and cross-sections it will be seen that but little
change has taken place in Southwest Pass, except below the mattress-sill, where it has
deepened. The upper portion of the line designating 26 feat depth on the west shore
of the pass has moved shoreward from where it was a year ago, and assumed a direc-
tion almost parallel to a tangent to east T-head extension at its junction with Upper
Dam. From proﬁle A B, we ﬁnd that shoaling has taken place above a point which
is 1,450 feet above Upper Dam, and below this point there is a deepening, which is
greatest from 500 feet above this dam to 1,000 feet below it. Below station cluster
the channel has shoaled in some places and deepened in others, there being, however,
no remarkable change. The upper 1,200 feet in length of the line A B, passed
through the center of the only area above Upper Dam which had a greater depth than
30 feet last year. The greater portion of this area has shoaled to a less depth than 30
feet, and what remains of it, having a greater depth than 30 feet, has joined with the
30-foot channel into Northeast Pass. That portion of the 26-foot curve above Upper
Dam which designates the east side of the channel into South Pass has moved east-
ward a little, and, like the same curve near the west shore of Southwest Pass, has
taken a direction parallel to a tangent to east T-head extension. East of this tangent
the change has been a deepening, increasing in amount across Northeast Pass. Eleven
hundred feet from the east shore of this pass there seems to be an area which has
undergone little or no change, while between this point and the east shore there has
been a shoaling.
The upper extremity of the line A B, divides the width of water-way almost
equally, and from an inspection of Chart No. 6, it will be seen that Northeast Pass re-
ceives its volume of water from about the same width of section that the other two
passes do.
Proﬁle E F does not show the greatest change in Northeast Pass, but taken in con-
nection with sections I J and G H, the change is readily noted.
The volume of water passing through the easterly break in the Upper Dam, goes
directly into Northeast Pass, and the scour which it has created, as shown by section
I J, has evidently increased the fall into this pass and thus drawn into it a portion of
the volume which was previously entering the other passes. During the year there
has been an unusual period of time during which the wind blow from a direction vary-
ing between north and west, the prevailing direction during these times being nearly
northwesterly. The general direction of the deep channel in that portion of North-
east Pass, shown on Chart No. 6, is northwest, and this, too, is the direction of the
main river above the passes, consequently the velocity and volume into this pass which
is unobstructed, would be increased, while into the other passes it would be directed
against the Upper Dam and the east T-head extension, and to some extent create a.
head of water and thereby still further increase the ﬂow into Northeast Pass. The
west shore of South Pass, from Dam No. 3 to opposite the foot of Crane Island, has cut
away from 20 to 110 feet since 1875, being greatest opposite the island, and the chan-
nel shore of the lower half of the island has cut away from 20 to 50 feet. During the
year the cutting on the west shore has been from 10 to 50 feet, and was conﬁned to
that portion opposite the island. .
I)-isclzmy/c and slope 0bscrvati0ws.——It has been impracticable to make frequent obser-
vations to determine the discharge of the three passes; these are only of value when
made at times when there is no tide, that is, at moon’s zero declination, but at such
times it frequently occurs that the weather is unfavorable or that more important
work is required.
Three sets of observations were made during the year, but in two cases they were
interrupted by storm. '
Onxlune 4, I made a set of observations~ under most favorable conditions; at this
time the river’s surface indicated 12.2 feet on the gauge at Carrollton, La-., which
stage it had maintained with but slight ﬂuctuations for three months previous. These
results show that South Pass was discharging 9.8 per cent. ; Southwest Pass, 42.8 per
cent. ; and Northeast Pass, 47.4 per cent. of the total. discharg'cd by the three passes,
and a comparison of them with previous results taken at the same stage of river shows
the discharge of Northeast Pass to have been increasing since Upper Dam broke away
APPEN1?IX L. 1259
(December, 1879), while the other passes have slightly decreased ; as compared with
the mean of all previous results, these show a decrease of sevemtenths of one per
cent. in South Pass, one per cent. in Southwest Pass, and an increase of 1.7 per cent.
in Northeast Pass. °
The results of observations made during the year to determine the slope of South
Pass are given graphically on the following diagram:
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1260 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
SURVEY OF SOUTH PASS FROM ITS IIEAD TO SOUTH PASS LIGIIT-HOUSE.
During the month of October, while the river wa at its low stage, a survey of
South Pass was made and the results compared with t ose obtained in 1875 and 1879,
from surveys made at the same stage of river.
and 5; the results of the comparisons made are given in the following tables, and
represented graphically on Chart No 7.
The Charts of this survey are Nos. 4
Comparative mean depth of South Pass, for each 1,000 feet in. length, from A Bayou Grwnde
to South Pass light-house.
[From surveys made in 187 5, 1878, 1879, and 1880.]


w :1 H
'?§.g Mean depth of division. 5; 3_
.,_. ~ Q
'6 n 6 as
se :1 .
U“; = g Total amount of
g '53 +5 Q: :: scour or ﬂll from
From Bayou Grande .,, 4» .5 . g> "'= June, 1879. to
down, in divisions 2 5 ,5 5 .5” S C; October, 1880.
1,000 feet long. 3 Q ,_, '5 <15 C; 53 3 88
F 9-4 m .,... |_\ CD PM H
.2 9 s 3 is .°-‘l ,,,- O0 oi <6 »
ogia '5 5 >2 5 '1 ‘H 3 <75
2 E 9" ‘5 '-4 F-5 H 8 O 569
6 C, . - <'¢ ~ .2 *5 53
‘$ =i-. .8 $5 3 E 2 8 84 P O
5 0 C3 5 g g g 8 5 Q0 Scour. Fill.
Sq. 3/ds. Feet. Feet. Feet Feet. F¢§'et. Cu. yds. ‘it. 3/(Ix.
0 to 1, 000 . . . . .. 5. 73 101, 111 25.2 20. 7 21. 2 20. 7 F. 0. 411 . . . . . . -. 13,
1, 000 to 2, 000 . . . . - - 5. 54 91, 666 24. 1 22. 6 23.8 23. 1 F. 0. 647 - - - . . . . 19, 769
2, 000 to 3,000 . . . . . . 5. 35 82, 777 25. 6 25. 6 25. 3 24. 6 F. 0.702 . . . . . _ . . 19,370
3, 000 to 4, 000 .... . . 5. 16 76, 666 26. 8 25. 7 26. 1 24. 5 F. 1. 546 . . . . . . - . 39, 508
4, 000 to 5, 000 .... . . 4. 98 73, 888 25. 9 27. 1 25. 6 26. 6 S. 0. 990 24, 383 . _ . . _ . . - .
5, 000 to 6, 000 . . . . . . 4. 79 66, 666 28. 4 29. 5 30. 0 30. 2 S. 0. 266 , 911 . . . . . . . - .
6, 000 to 7,000 . . . . . . 4. 60 61,111 31.2 31. 9 32.0 31.1 F. 0. 931 . . . . . . - . 18, 965
7, 000 to 8, 000 .... . . 4. 41 63, 333 31. 5 29. 0 29. 3 28. 9 F. 0. 462 - - - - - - - - 9, 753
8, 000 to 9, 000 . . . . - - 4. 22 65, 555 30. 7 29. 8 30. 6 28. 3 F. 2. 274 - - - - . - - . 49, 691
9, 000 to 10,000 .... . . 4. 04 67, 777 30. 6 29. 0 29. 6 27.7 F. 1. 996 . . . . . . .. 45, 094
10, 000 to 11, 000 . . . . . - 3. 85 70, 555 30. 1 26. 8 28.2 26.4 F. 1. 748 - - - - - - - - 41, 110
11, 000 to 12, 000 . . . . - . 3. 66 75, 000 29.3 25. 4 25. 7 24. 9 F. 0. 765 . . . . . _ -. 19, 125
12, 000 to 13, 000 . . . . . - 3. 47 75, 000 27.4 26. 5 26. 7 24. 9 F. 1. 839 . . . . . . .. 45, 975
13, 000 to 14, 000 . . . . - - 3. 28 68, 888 30. 2 27. 8 27. 5 27. 0 F. 0. 445 . . . . . . . . 10, 218
14, 000 to 15, 000 .... -. 3. 09 61, 111 29.4 29. 1 30. 6 30. 0 F. 0. 606 - . . . . .- 12, 344
15, 000 to 16, 000 . . . . _. 2. 90 56, 666 30. 3 29. 3 31. 4 30. 8 F. 0. 593 . . . . . . . 11, 201
16, 000 to 17, 000 .... - - 2. 71 56, 666 29.4 30. 6 31. 8 29. 3 F. 2. 449 . . . . . . - . 46, 258
17, 000 to 18, 000 .... .. 2. 52 58, 333 30. 5 29. 3 30. 0 29.4 F. 0. 614 . _ . . . . . . 11. 939
18, 000 to 19, 000 . . . . - - 2. 33 61, 666 27. 9 29. 1 29. 0 28. 8 F. 0. 134 . . . . . . - . 2, 754
19, 000 to 20, 000 . . . . . . 2. 14 65, 000 7. 5 26. 3 28. 3 27. 9 F. 0. 344 . . . . . . . . 7, 453
2), 000 to 21, 000 .... .. 1. 95 72,777 25.7 25. 0 26. 5 26.0 F. 0. 549 . . . . . . . . 13,318
21, 000 to 22, 000 .... .. 1. 76 74, 444 23. 9 22. 4 26. 4 25. 3 F. 1. 031 . . . . . . - . 25, 584
22, 000 to 23, 000 . . . . - . 1. 57 72, 777 25. 0 26. 6 27. 3 26. 6 F. 0. 646 . . . . . . -. 15, 671
23, 009 to 24, 000 . . . . - - 1. 38 72, 222 24. 1 24. 7 26. 5 26. 0 F. 0. 547 . . - . . _ - . 13, 169
24, 000 to 25, 000 . . . . - . 1. 19 72, 222 23. 7 26. 5 26. 1 27. 1 S. 0. 962 23, 159 . . . . . . . - .
25, 000 to 26, 000 . . . . . . 1. 00 71, 111 24. 4 28. 0 26. 9 26. 4 F. 0. 508 . . . . . . -. 12, 041
26, 000 to 27, 000 .... _. 0. 81 68, 888 25. 6 26. 3 25. 8 26. 7 S. 0. 904 20, 758 . . . . . . . . .
27, 000 to 28, 000 . . . . .- 0. 62 67, 777 26. 0 26. 8 26. 9 26. 3 F. 0. 566 . _ . . . _ -. 12, 787
28, 000 to 29, 000 .... . . 0. 43 58, 333 26. 5 26. 5 28. 2 26. 4 F. 1. 742 . . . . . . . . 33, 872
Total .................. - 1, 959, 986 ..................... . ..... . ........ .. 74, 211 550,821
Total area from Bayou Grande down ........................................ - -square yards . . 1, 959, 986
Total ﬁll from June, 1879, to October, 1880 .................................... . . cubic yards. . 476, 610
Avera e depth of ﬁll ............................................................... ..feet. . 0. 729
Total 11 from J une, 1875, to October, 1880 .................................... - .cubic yards. - 409, 419
Average depth of ﬁll ............................ ................................. ..feet . 0. 627
APPENDIX L.
1261
Comp(rrn.1ti=e mean depth of South Pass, for each 1, 000 feet in length, from A Bayou Grande
to head of Pass.
[From surveys made in 1875, 1878, 1879, and 1880.]


<0 7-‘ C A
"5: _ Mean depth of division. 3 5 -3
,,, 5 ‘E ‘ . 1 E Q Total amount of
3 3: -5 )__: I , 3'5 3 go-our 0}‘ ﬁll
-r-4 _ O , _ - ;_, ' .
From Bayou G1-ande 8F.%. '2» 1 2 <5 i 1"‘ 6; 1180731 to 62221
up, in divisions 5 m 2’; Iv i E5 °,P, 05 at l 2 5559- ber_’1880_
1,000 feetlong. Q’;-QFIJ I-3 ‘ 5 ,3 5; "L l 6'-‘£2 '
Q 3 3 3 l H =5 -i 3 l C 3 3-1
. 5 :2 l o” 5 3" '5 ’ 5 5 5 H" -
1 = a -3 S. F,,
G <1 5. Q 0 1 Q °°‘" 1 '
l
Sq. yds Feet. Feet. Feet. Feet. l Feet. Cu. ,2/(Z3 Cu. yds
0 to 1, 000 .... .. 5. 92 104, 444 24. 8 20. 5 21. 4 21. 5 l S. 0. 111 3, 864 . . . . . . _ .
1, 000 to 2, 000 . . . . . . 6. 11 92, 222 26.4 25. 8 22. 8 22. 5 ! F. 0. 313 . . . . . _ - . 9, 622
2, 000 to 3, 000 .... . . 6. 30 82, 222 28. 6 25. 1 25. 0 24. 5 i F. 0. 430 . . . . . . . . 11, 785
3, 000 to 4, 000 . . . . . . 6. 49 72, 222 33. 0 29. 7 29. 0 28. 8 I F. 0. 213 . . . . . . - . 5, 127
4, 000 to 5, 000 . . . . . . 6. 68 64, 444 33. 5 33.4 30. 1 30. 0 F. 0. 119 . . . . . . - . 2, 556
5, 000 to 6, 000 .... . . 6. 87 63, 666 36. 0 33. 2 32. 8 32. 4 F. 0. 354 g . . . . . . . . 7, 512
6, 000 to 7, 000 . . . . - - 7. 06 68, 333 34. 2 30.0 32. 1 30. 8 F. 1. 333 . . . . . . -. 30, 362
7, 000 to 8, 000 . . . . .. 7. 25 67, 222 33. 8 29. 8 30. 8 29. 7 F. 1. 132 . _ _ . . . -. 25,365
8, 000 to 9, 00 . . . . .. 7. 44 62, 222 32. 6 31. 7 30. 7 32. 1 S. 1. 368 28, 373 - . . . . - .
9, 000 to 10, 000 . . . . . . '7. 63 63, 333 37. 0 32. 2 31. 0 31. 6 S. 0. 630 13, 405 . . . . . . - .
10, 000 to 11, 000 . . . . . . 7. 82 ()7, 777 35. 5 33. 4 30. 0 28. 4 F. l. 607 . . . . . . - . 36, 306
11, 000 to 12, 000 . . . . .. 8. 01 68, 888 35. 8 31. 5 29. 8 27. 4 F. 2. 439 . . . . . . - . 56, 006
12, 000 to 13, 000 . . . . - - 8. 20 67, 777 36. 1 31. 0 28. 1 28. 1 S. 0. 045 1, 016 . . . . . . - .
13, 000 to 14, 000 . . . . . . 8. 39 70, 000 36.3 31. 3 29. 6 29. 5 F. 0. 174 . . . . . . -. 4, 060
14, 000 to 15,000 .... . . 8.58 94, 444 33.8 25.6 21. 6 23. 0 S. 1. 346 42, 373 ...... --
15, 000 to 16, 000 .... -. 8. 77 122,777 26. 4 ‘ 20. 7 16. 7 18. 3 S. 1. 626 66, 545 . . . . . . . .
16, 000 to 17, 000 .... .. 8. 96 113, 333 23. 1 18. 3 18. 8 20. 0 S. 1. 193 45, 069 . . . . . . _ -
I7, 000 to 18, 000 .... .. 9. 14 105, 555 27. 2 22. 2 20. 4 21. 2 S. 0. 800 28, 148 . . . . . . . .
18, 000 to 19, 000 . . _ . - - 9. 33 95, 000 27. 6 23. 5 23. 2 23. 6 S. 0. 388 12, 286 . . . . . . - .
19, 000 to 20, 000 . . . _ . . 9. 52 84, 444 29. 2 24. 9 25. 5 26. 0 S. 0. 569 16, 016 . . . . . . - -
20, 000 to 21, 000 . . . . - . 9. 71 77, 777 33. 4 25. 2 28. 1 30. 4 S. 2. 300 59, 629 . . . . . . - .
21, 000 to 22, 000 . . . _ -. 9. 90 72, 222 36.2 28. 4 32. 1 38. 9 S. 6. 832 164,476 . . . . . . - .
22, 060 to 23, 000 . . . . . - 10. 09 80, 888 36. 3 31. 2 32. 8 34. 2 S. 1 433 ‘ 38, 637 . . . . . . - .
Total ................ -. 1, 861,212 ...................... . ...... - ........ 1,519, 337 i 133, 701
l
l
Total area from Bayou Grrande up ........................................... . square yards .. L 861, 212
Total scour from J une, 1879, to October, 1880 ................................ -.cubic yards- - 331, 136
Average depth of scour .............................................................. - .feet- - 0. 581
Total ﬁll from June, 1875, to October, 1880 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - .cubic yards- - 2, 833, 719
Average depth of ﬁll ................................................................ - -feet- - 4. 567
Total area of Pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .squa-re yards- - 3, 821, 198
Total ﬁll from June, 1879, to October, 1880 . . . . . . . . . . . . . . . . . . .'. . . . . . . . . . . . . . . . - cubic yards. . 145, 474
Average depth of ﬁll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .feet- . O. 114
Total ﬁll from June, 1875, to October, 1880 .................................... - .cubic yards.. 3, 243, 138
Average depth of ﬁll for the whole Pass .............................................. . -feet. . 2. 544
The above results show an average ﬁll throughout the Pass of one-tenth of a foot
during the year, and of 2% feet since 1875. The portion below Bayou Grande shows
an average shoaling of seven-tenths of a foot during the year, and of six-tenths of a
foot since 1875, while the portion above Bayou Grande shows a scour of ﬁve-tenths of
a foot during the year, and a shoaling of 44; feet since 1875.
From an inspection of the proﬁles and cross-sections on Chart No. 7, the locations of
the greatest and least shoaling will be readily-noted, and it will be seen that the
greatest shoaling has taken place along the line of deepest water and at localities
where the Pass is widest. In June, 1879, the total length of Pass which showed a less
depth than 30 feet was ﬁve-tenths of a mile; and in October, 1880, this length had
been increased to 1.4 miles, the greatest shoaling being near to and above Bayou
Grande. The proﬁles above referred to are continued to the ends of the jetties, and an
inspection of them gives one a good idea of the amount of material which has been
removed from the bar which obstructed the entrance to South Pass before the jetties
were built. 3
On May 10, 1881, I made a survey at the locality 1-} miles below the head of the Pass,
and found that the channel here, which had previously shoaled to a less depth than 26
feet (see Appendix A, certiﬁcate of May 9), had increased in depth, owing to the effect
of the lattice-dams, which were completed at this locality three days previous. At
this time I found the least depth to be 28 feet and the least width of the 26-foot chan-
nel 130 feet.‘ On June 20 I made another survey at this locality, and found that the
width of the 26-foot channel had increased to 190 feet, but the least depth remained
1262 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
about the same as before. This latter survey is shown on Chart N o. 5. The width of
the 26-foot channel near Ba-you Grande has increased since October, and is now 160
feet, with a least central depth of 27 feet. These are the minimum channel dimen-
sions at present from the main river to the Gulf of Mexico.
The channel through the _/jettz'es.——The channel throueh the jetties is shown on Charts
Nos. 1 and 2. In Appendix A I have given copies of the certiﬁcates which you have
issued during the year, as they give information regarding the maintenance of chan-
nel, not only throughout the jetties, but throughout the Pass.
This channel has undergone slight ﬂuctuations during the year, and with but little
dredging has maintained the required dimensions, as is shown by the following table:
Tabulated statement giving the 'nu'.nz'.-nz.u.m depths and wz'cZth.s of elzmz/nel th-rough the jetties, in
separate reaches of 2,000 feet each, according to surve_z/s made month Zy dmtng the fiscal
year ending J zone 30, 1881.
[Distances from East Point, in fcet.]


O-2000. 2,000-4,000. 4,000-6,000.
Least width Least width Least width
Date on which soundings - for— - for— - for—-
were made. :2‘ fl 5
3 _4J +9 5 +7 -+3 % __~I9___ -_~I;”__
'6 oi od :3 o',_-; 0; "=5 oi o_:]
*3 ea ea w ea 2;. :2 ea as
3 6 0) G <1) 2; <0 <0 ~ 0 3 Q5 0 C; 0
I-1 cu Pd co U I-l (N rd 0% rd I-I N rd era 6
1880.
June .................... -. 31 200 50 32. 5 270 50 47. 8 350 290
July . . . . . . . . . . . . . . . . . . . . - . 30. 5 210 40 31 290 50 44 320 280
August . . . . . . . . . . . . . . . . . . . 30. 5 200 30 30. 4 230 30 46 320 250
September .............. - - 30. 7 200 30 31 240 30 44. 4 330 250
October ................. - - 31 200 50 31. 5 270 50 41 340 260
November . _ . . . - . . . . . . . . . . . 30. 6 200 30 31. 0 260 50 40. 3 335 255
December .- - .......... - . 30. 9 230 20 30. 6 270 40 43 310 ‘ 70
188 .
January ................ - . 30. 5 230 30 30. 4 250 30 41. 9 340 240
February ................ . . 30.4 240 40 30. 2 275 50 41. 6 310 230
Marcll . . . . . . . . . . . . . . . . . . - - 31. 5 240 40 31. 2 280 60 41. 3 340 260
April . . . . . . . . . . . . . . . . . . . . . - 30. 4 240 60 30. 0 290 50 43 420 280
May ..................... - . 30. 2 220 30 30. 5 280 30 42. 7 390 260
June .................... . . 30 250 20 30. 5 280 40 43. 8 340 290
6, 000—8,000. 8,000-10,000. 10,000-12,000.
Least width‘ Least width Least width
Date on which soundings PC; for— 5 for-— PC; for-—
were made. +1 4-“I Q
:2 Q Q!
'5 3:5 31 '3 I3 2 is g *3 _-1 *3 :2
*5 ea ea *§ ea as *g as ea
5 $3 .3 st’ erg 3 :3 at
1880.
June .................... . . 31. 4 250 120 35. 1 260 120 32. 0 300 130
July . . . . . . . . . . . . . . . . . . . . . . 30. 8 240 50 31. 5 240 70 30. 3 210 30
August . . . . . . . . . . . . . . . . . . . 32 270 90 32. 0 230 _ 70 30. 3 220 50
September . . . . . . . . . . . . . . . . 30. 6 200 60 32. 0 220 70 31. 0 230 30
October . . . . . . . . . . . . . . . . . . - 30. 3 210 40 31. 0 210 60 30. 5 220 30
November . . . . . . . . . . . . . . . . . 30. 8 200 50 30. 9 215 60 30. 5 215 25
December ............... .. 30. 8 235 75 31. 0 210 45 30. 3 220 25
1881.
January ................. - . 33. 8 230 80 30. 7 220 50 30. 3 210 30
February . . . . . . . . . . . . . . . . . 32. 0 200 70 _ 31. 0 2()0 40 30. 0 ‘>00 20
Marcli . . . . . . . . . . . . . . . . . . . . 32 250 70 0 220 80 30. 5 250 '70
April . . . . . . . . . . . . . . . . . . . . 3 - 33 230 90 33. 0 -240 60 30. 5 250 70
May . . . . . . . . . . . . . . . . . . . . . . . 32. 6 270 90 30. 5 230 50 31. 2 240 60
June . . . . . . . . . . . . . . . . . . . . . . 32 230 100 31. 7 240 120 31. 7 230 60


The least depth through the jetties at present is 30 feet, and the least width of the
30-foot channel is 20 feet ; this is at a locality 1,200 feet below East Point ; the least
width of the 26-foot channel is 230 feet. 011 J uue 24, the width of the 26-foot channel
between the lumps seaward of the end of east jetty was found to be but 110 feet; this
APPENDIX L. 1263
width was increased by dredging and found to be 210 feet on the 28th instant, and
dredging has since been continued at this location. A channel of more than 40 feet
depth has secured between the ends of the jetties, commencing 450 feet above them
and extending over a length of 900 feet, curving in a direction around the end of the
east jetty (see Chart N o. 2). The following table gives the minimum depths of chan-
nel through the jetties, at various dates since the commencement of the works, and
serves to show the channel improvement from that time to the present.
Table shozuing deptlzs tlz.7'0ugh' the jetties at various dates.


Distances from East Point, in feet.
Date. I | ‘ i _
0 to 2 000 2, 000 to I 4, 000 to 6, 000 to 8, 000 to , 10, 000 to
1 4,000 1 6,000 3,000 I 10,000 i 12,000
\ 1
1875. i 1 1
June . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 18. 7 ' 16. 7 10.2 } 9. 7 ' 9 ..
1876. , l .
Llay .................................. -. 23.3 20.3 22.0 21.0 1 17.1 ! 15.0
August . . . _ . . . . . . . . _ . . . . . . . . _ . _ . . . . . . . -. 23. 5 19. 6 21. 0 23. 5 23. 0 19. 8
ivovonobor ........................... -. 22.0 20.3 21.1 21.2 ; 21.1 g 20.3
1877. 1
March . . . _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 1 21. 1 23. 2 22. 0 | 21. 2 f 20. 5
July . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . _ . . - 24. 9 24. 0 26. 0 23. 8 23. 5 I 20. 3
October 25, to December 14 ........... -. 26. 3 24. 4 28. 5 24. 2 z 23. 0 \ 7
1878. :
ldarch ................................ -. 26.0 25.0 35.5 25.4l 24.3| 23.0
December . . . . _ . . . . . . . . . . . . . . . . . . . . . . . - . 28. 4 26. 4 35. 7 27. 1 i 25. 3 23. 0
1379. , ,
March . . . . . . . . . . . . . . . . .- . . . . . . . . _ . . . . . . - - 28. 6 27. 5 43. 4 27. 0 27. 0 ' 27. 0
June . . _ . _ . _ _ . . . . . _ . . _ . . . . . . . . _ . . . . . . . . _ . 27. 5 28. 4 47. 7 29. 2 29. 2 28. 0
July8 . . . . . . . . . . . . . . . . . . . . . _ . . . . . . . . _ -. 30.5 30.7 ---. 31.0 30.7 30.5
December . _ . . . . . . . . . . . . . - . _ . . . . . . . . . . . . . 31. 0 31. 0 48. 3 31. 7 31. 8 30. 8
1880. . ' J4
June . . . . . . . . . . . _ . _ _ . . . _ . . _ _ . _ . . _ . . . . . _ - . 31. 0 32. 5 47. 8 31.4 3551 32. 0
July . . . . . . . . . . _ _ _ _ . . _ . _ . . _ _ _ . . . . . . . . . . _. 30. 5 31. 0 44.0 30.8 31. 5 30. 3
August . . . . . . . _ _ . _ . . _ _ . _ . . . _ . _ . . . . . . . . .. 30. 5 30.4 46. 0 32. 0 32. 0 30. 3
September . . . . . . . . . . . . . . . . . . . . . . . . . . . _ . . 30. 7 31. 0 44. 4 30. 6 32. 0 31. 0
October . . . . . . . . . . . _ . _ . . _ . . . . . . . . . . . . . . -. 31. 0 3 . 5 41. 0 30. 3 31. 0 30. 5
November . . . _ . . . _ . . . . . . . . . . . . . . . . . - .. 30. 6 31. 0 40. 3 30. 8 30. 9 30. 5
December . . _ . . _ . . . . . . . _ . . . . - .' . . . . . . . . . - . 30. 9 30. 6 43. 0 30. 8 31. 0 30. 3
1881.
January . . . . . . . . . _ _ . . _ . . . . . . . . . . . . . . . . . . . 30. 5 30. 4 41. 9 33. 8 30. 7 30. 3
February . . . . . . . . . _ . . . _ _ . . _ . . . . . . . . . . . . .. 30. 4 30. 2 41. 6 32. 0 31. 0 30. 0
l\-[arch . . _ . _ . . . _ . . . . . . . _ . . _ . . _ . . . _ . . . _ _ . 31. 5 3|. 2 41.3 32. 0 32. 0 30. 5
April . . . . . . . . . . . . _ . . . . . _ _ _ _ . _ _ . . . . . . . . - . 30. 4 30. 0 43. 0 33. 0 33. 0 30. 5
Miiy . _ . . . . . . _ . _ _ . _ _ . . . . . . _ _ . . _ _ _ _ . . . . . - . 30. 2 30. 5 42. 7 32. 6 30. 5 31. 2
June . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30. 0 30. 5 43. 8 32. 0 31. 7 31. 7
I I


The depth of water east of the east jetty and west of the west jetty remains about
the same as it was last year, below the Sand Reefs, while above them it is decreasing
gradually, and marsh grass is growing over a considerable portion of these areas;
where there is water it is less than half a foot in depth at average tlood-tide.
SURVEY BEYOND THE ENDS OF THE JETTIES.
I now come to the consideration of an area the surveys of which form a most inter-
esting and important chapter in connection with the Mississippi jetties. All questions
regarding the condition of the jetties, their future, 820., seem to be absorbed by this
one question——Is there a new bar forming in front of the jetties? I will endeavor to
present the results of investigations, extending over a period of years, in such a way
that the fair-minded investigator may be able to answer this question and all others
which may arise regarding the changes which have taken place seaward from the ends
of the jetties. '
The area which has been sounded since 1876 contains a fraction more than 2 square
miles; 15'; square miles of this area is subdivided into twenty-one divisions, and the
mean depth of each division and finally of the whole is .obtained and compared with
results obtained in the same way for previous years. The total area surveyed is then
considered by measuring ordinates 100 feet apart to each curve designating depths,
and the means of these ordinates compared with similar results obtained from pre-
vious surveys, and in this way we ascertain whether these curves are nearer to or more
remote from the ends of the jetties than they were previously ; that is, we deterinine
whether there is a shoaling or a scour, or whether the bar is advancing or receding.
1264 REPORT or THE CHIEF or ENGINEERS, U. s. ARMY.
The results seaward from the ends of the jetties of course depend largely upon their
condition ; during previous years they have been in process of construction, and con-
siderable water was escaping over them, but during the past year they have remained
in good condition, conﬁning the water in a channel between them until it was dis-
charged between their ends. This condition alone makes the results of this year more
valuable and interesting than those for any previous year. The changes in the Gulf
are of course dependent upon other conditions, such as the stage of the river during
the year, the character and amount of sediment transported, &c.
To one who wishes to gain an idea of the change which is taking place beyond the
ends of the jetties without going into details, the most simple comparison is by placing
-a tracing of one chart upon that of another and following the curves designating dif-
ferent depths and noting the changes in the position of each curve between the two
dates. This comparison is very confusing, however, on account of the soundings on
the charts, and also on account of curves designating different depths becoming inter-
1nin glcd at localities where there is considerable change; but we may trace these curves
from the two superposed charts on to one chart and then by distending it, so to speak,
separate curves of different depths, while those of the same depth maintain the same
relative position with relation to each other. This comparison is shown on Chart N o.
7. The survey of 1876 did not extend as far to the westward as succeeding surveys.
have, and, in order to compare these surveys with that of 1876, I have omitted that
portion of each curve on the later charts which has no corresponding portion on the
chart of 1876. From an inspection of Chart No. 7 a decided advance of all the curves
with the exception of the central and eastern portions of the 20 and 30 foot and the
central portion of the 50-foot curves will be noted, and these, as will be shown further
on, h-ave receded slightly. I will now proceed with a comparison of the results
obtained for each year from 1876 to 1881, inclusive, by mean ordinates ; and in
these comparisons I will endeavor to satisfy the objections which some investigators
have offered to our results previously obtained on the ground that a portion of the
area considered was to the eastward and westward of the track of the ri ver’s discharge.
Each curve has been considered in three parts, one of which extends over an area
which is indisputably in the track of the river’s discharge, the other portions being
to the eastward and westward of this; and the results will, I think, show that whether
the area in the track of the river’s discharge or an area to the eastward and westward
of it be considered, each separately or the whole taken together, the same general
conclusion will be arrived at, and that is that there is a shoaling going on beyond the-
ends of the jetties, except over a limited area directly in front of them, where a deep-
ening has taken place. The lines ab and ed on Charts Nos. 3 and 8 divide the areas
considered; the mean ordinate of that portion of each curve which is east of the line
ab and west of the line cd, and also the portions between these lines, are each deter-
mined separately and then combined, giving the mean ordinate of the whole curve.
These results are shown on Plate 1.
A detailed account of the changes from year to year of each separate portion of each
curve would be superﬂuous, since these diagrams sulﬁciently explain them, and a gen-
eral statement of the results when each curve is consirlered as a whole will, I think, be
sufficient. It will be seen that from 1876 to 1878 there was a recession of all the curves
up to and including that designating 70 feet depth ; from 1878 to 1881 all but the 20-
foot curve advanced, and this continued receding until 1879, and then advanced.
From 1878 to 1879 there was a decided advance of all the curves, except the 20-foot,
and this advance increased with the depth of water, being greatest for the curve des-
ignating 100 feet depth. The next decided advance of the curves is shown from 1880
to 1881, but unlike the change from 1878 to 1879 this shows the advance to decrease as
the depth of water increases, until ﬁnally the 100-foot curve for this period shows a
recession, the 30-foot curve showing the greatest advance; all, however, show an ad-
vance since 1876, which increases with the depth of water, being least for the 20-foot
curve and greatest for the 90.
The results of comparison made between 1876 and 1881 are given in detail on Plate
11. In these comparisons each curve is considered in three parts and then as a whole,
as previously explained; the ordinates of each curve for 1876 are assumed to be zero,
then the length of each ordinate in 1881 will denote the distance that each curve, or
portion of the curve, has moved, ne,r/attve ordtnates denoting recession, and positive ones
ad/canoe, the distance in feet being given on the right of the diagrams.
From an inspection of Part No. 1, Plate II, we see the results which were apparent
from an inspection of Chart N o. 8, that is, that with the exception of the central and
eastern portions of the 20 and 30 foot curves, and the central portion of the 50-foot
curve, all have advanced, the eastern portion showing the greatest advance, which
increases with the depth of water, while the western portion shows the advance to
decrease with an increased depth. The central portions show the greatest ﬂuctuations,
denoting a recession of 89 feet for the curve designating 20 feet depth, 101 feet for
that of 30 feet depth, and 160 feet for that designating 50 feet depth, while the other
curves show an advance, which is greatest for the 90-foot curve and least for for the 70..
AP1;ENDIX L. p 1265
Part No. 2 of this plate gives the results of the comparisons when the mean of all the
ordinates measured for each curve is considered, and shows that each curve has ad-
vanced from its position in 1876. The results given on these plates furnish good evidence
that the area most directlyr in front of the jetties is undergoing the same changes
though in a less degree than the areas to either sideof it are. i
The fan-shaped area and its twenty-one subdivisions is shown on Chart No. 3, and
the following table gives the results of comparisons at different dates in detail, which
have been made to ascertain the amount of shoaling or scour over this area, which
contains 11- square miles seaward of the ends of the jetties. '
80E


.=‘: ' 2
U ' 6 . . . . . . . . . . . . .
Q _ 5 5, Mean depth of subdivision, in feet. Quantity of water overlymg subdivision, in cubic yards. M‘;:,111o(%gI;£,1g;Ver
2.5 '5 "
w F1
3'; ~- -~ .
- O
‘Q '8 ,1 43 MP2 n
5 33 mg 1876. 1877. 1878. 1879. 1880. 1881. 1876. 1877. 1878. 1879. 1880. 1881. Date. depth
[-7 ""
Z <1
1 3, 359, 484 98. 0 86. 3 93. 13 89. 47 93. 87 88. 68 12, 193, 680 10,737, 893 11, 712, 156 11, 133, 335 11, 680, 428 11, 033, 790
2 1 951, 904 73. 0 76. 43 78 12 71. 79 70. 05 70. 50 5, 277 , 360 5, 525, 320 5, 647, 511 5, 190, 423 5, 064, 10 5, 097, 072
3 3, 203, 900 72. 524 7 3. 458 72. 38 69. 32 67. 91 70. 11 8, 606, 200 8, 716, 392 8, 588, 820 8, 225, 954 8, 058, 639 8, 319, 105 June, 187 6 60. 78
4 1, 771, 511 67. 455 67. 877 66. 40 61. 32 61. 92 63. 46 4, 425, 860 4, 453, 514 4, 356, 630 4, 023, 625 4, 062, 665 4, 163, 967
5 3, 195, 900 75. 342 73. 319 77. 60 74. 26 76. 47 72. 21 8, 917, 980 8, 678, 488 9, 185, 253 8, 789, 980 9, 051, 617 8, 547, 376
6 1, 951, 904 76. 724 81. 0 7 5. 34 74. 12 7 5. 57 71. 81 5, 546, 570 5, 855, 700 5, 446, 535 5, 358, 410 5, 463, 379 5, 191, 196 June, 1877 60.' 38
7 3, 146, 568 63. 63 62. 45 66. 38 62. 66 63. 57 59. 82 7, 415, 403 7, 277 , 886 7, 735, 899 7, 303, 062 7, 408, 419 6, 971, 623
8 1, 177, 965 58. 40 59. 50 59. 74 58, 30 58. 62 53. 23 2, 547, 905 2, 595, 882 2, 606, 356 2, 543, 532 2, 557, 449 2, 322, 466
9 1, 911, 590 53. 7826 53. 892 56. 30 56. 58 52. 63 50. 59 3, 807, 800 3, 815, 012 3, 986, 015 4, 005, 839 3, 726, 397 3, 581, 962 July, 1878 62. 18
10 1, 804, 280 47. 9336 48. 845 51. 83 47. 70 49. 12 49. 41 3, 203, 170 3, 264, 076 3, 463, 548 3, 187, 621 3, 282, 921 3, 302, 099
11 1, 910, 900 52. 4822 54. 075 56. 38 54. 54 54. 80 53. 53 3, 714, 389 3, 827, 022 3, 990, 242 3, 860, 303 3, 878, 490 3, 788, 890
12 1, 177, 965 50. 5625 52. 144 49. 97 51. 05 50. 75 48. 35 2, 205, 950 2, 274, 950 2, 180, 110 2, 227, 400 2, 214, 138 2, 109, 604 July, 1879 _59. 62
13 2, 664, 385 36. 803 38. 438 39. 57 40. 35 39. 67 36. 34 3, 631, 752 3, 793, 096 3, 904, 805 3, 982, 775 3 914, 672 3, 586, 460
14 354, 931 31. 464 37. 02 35. 00 34. 73 33. 63 32. 76 413, 612 486, 650 460, 095 56, 546 442, 086 430, 649
15 196, 900 35. 20 36. 325 40. 01 40. 26 35. 26 33. 11 256, 699 264, 803 291, 766 293, 599 257, 159 241, 468 June, 1880 59. 74
16 395, 320 33. 377 36. 471 35. 92 39. 01 37. 43 33. 74 488, 689 533, 908 525, 922 571, 281 548, 133 494, 01.8
17 1, 658, 310 29. 2805 33. 256 32. 20 33. 16 32. 64 30. 32 1, 798, 37 6 2, 042, 546 1, 977, 689 2, 036, 957 2, 004, 528 1, 862, 282
18 90, 660 31. 444 32. 905 34. 00 35. 92 33. 07 29. 75 454, 959 476, 003 491, 942 519, 838 478, 515 430, 449 June, 1881 57. 36
19 195, 900 37. 0833 .35. 1 39. 43 39. 47 37. 69 37. 17 269, 090 254, 580 286, 086 286, 413 273, 469 269, 696
20 354, 931 35. 654 36. 85 37 . 20 33. 47 32. 99 29. 62 468, 690 484, 415 489, 016 440, 088 433, 686 389, 439
21 1, 942, 785 35. 012 31. 723 36. 50 30. 93 28. 17 22. 55 2, 519, 288 2, 282, 681 2, 626, 357 2, 225, 567 2, 027, 548 1, 622, 656
*34, 717, 993 1, 095. 1537 1, 107. 378 1. 134. 40 ............................ . . 78, 163, 422 77, 640, 825 79, 952, 753 76, 662, 548 76, 828, 444 73, 756, 267
* Square miles, 1. 2453.
Feet.
Mean ﬁll over whole area from 1876 to 1877 ............................................................ . . 0. 40
Mean scour over whole area from 1877 to 1878 ......................................................... . . 1. 80
Mean ﬁll over whole area from 1878 to 1879 ............................................................ . . 2. 56
Mean scour over whole area from 1879 to 1880 ......................................................... . - 0.12
Mean ﬁll over whole area from 1880 to 1881 ............................................................ - . 2. 38
Mean ﬁll over whole area from 1876 to 1881 ............................................................ . . 3. 42
Jiisuiv ‘s ‘.11 ‘ssanuieuu no 321110 urn. no means 997,1
APPENDIX L. 126 7
The accompanying diagram, representing the fan-shaped area, presents the changes
in this area from 1876 to 1881, and shows the amount and character of the same. The
ﬁgures in each subdivision are the differences between the mean depths in those divis-


\\
ions in 1876 and 1880, and therefore denote the amount of the change in each; shaded
areas denote shoaling and blank areas scour. To show how variable the changes in
this area are, and how diiferently the current seems to act upon the bar from year to
year, I give another diagram, showing the changes over the same area from 1876 to
1880. These results show that the central belt of areas changed but little during this


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period, while those nearest the ends of the jetties deepened, and those most remote
shoaled. A theory, regarding the action of the current over this area, which would
seem to follow from these facts, could not, as we see, be substantiated by later results
which simply shows that theories and predictions as ‘to what will take place beyond
the ends of the_ jetties, cannot be based upon the results thus far determined. In con-
clusion, acknowlcdgments are due to Assistant Engineer, Thos. L. Raymond for faith-
ful and eﬂicient services rendered during the year, and to Mr. G. W. Lawes for val-
uable assistance in the ofﬁce.
Very respectfully, your obedient servant,
C. Donovm,
- Assistant Engrinee-r.
Capt. W. H. HEUER, '
Corps of Enﬂneers, U. A. S.
1268 REPORT OF THE CHIEF OF ENFINEERS, U. S. ARMY.
A.
UNITED STATES INSPECTING OFFICER’S CERTIFICATE FOR MAINTENANCE OF CHANNEL
AT SOUTH PASS AND HEAD OF SOUTH PASS OF THE MISSISSIPPI RIVER, As DESIG-
NATED BY AN ACT OF CONGRESS APPROVED MARCH 3, 1879.
UNITED STATES ENGINEER OFFICE,
Port Eads, Len, August 9, 1880.
I certifyT that between the dates of May 10, 1880, and August 9, 1880, both dates in-
clusive, Mr. James B. Eads maintained “ a channel through the jetties” at the mouth
of South Pass of the Mississippi River, “twenty-six feet in depth, not less than two
hundred feet in width at the bottom, and having through it a central depth of thirty
feet without regard to width.” ‘
Also, during the same period a navigable channel, having a greater depth than 26
feet at average ﬂood-tide, was maintained at the head of South Pass.
W. H. HEUER,
Captain of .Eugi*neers.
-UNITED STATES INSPECTING OFF1CER’S CERTIFICATE FOR MAINTENANCE OF CHANNEL
AT THE MOUTH AND HEAD OF SOUTH PASS OF THE MISSISSIPPI RIVER, AND FOR
SECURING A “NAVIGARLE DEPTH OF TWENTY-SIX FEET THROUGH THE PASS
ITSELF,” As DESIGNATED BY ACTS OF CONGRESS APPROVED MARCH 3, 1875, AND
MARCH 3, 1879. '
UNITED STATES ENGINEER OFFICE,
Port Eads, La., November 9, 1880.
I certify that between the dates of August 10, 1880, and November 9, 1880, both dates
inclusive, Mr. James B. Eads maintained “ a channel through the jetties” at the mouth
of South Pass of the Mississippi River, “twenty-six feet in depth, not less than two
hundred feet in width at the bottom, and having through it a central depth of thirty
feet without regard to width.”
Also, that during the same period a navigable channel,'ha_Ving a greater depth than
26 feet, was maintained through the shoal at the head of South Pass; and further,
that by September 3, 1880, a channel having “a navig-able depth of twenty-six feet”
was : ‘secured through the pass itself.” Depths were measured at “average ﬂood-
tide.’
W. H. HEUER,
Captain of Engineers.
UNITED STATES INSPECTING OFFICER’S CERTIFICATE FOR MAINTENANCE OF CHANNEL
AT THE MOUTH AND HEAD OF SOUTH PASS OF THE MISSISSIPPI RIVER, AND ALSO
“THROUGH THE PASS ITSELF,” As DESIGNATED BY ACTS OF CONGRESS APPROVED
MARCH 3, 1875, AND MARCH 3, 1879.
UNITED STATES ENGINEER OFFICE,
Port Eads, La., February 9, 1881.
I certify that between the dates of November 10, 1880, and February 9,1881,both
dates inclusive, Mr. James B. Eads maintained “a channelthrough the jetties” at
the mouth of South Pass of the Mississippi River, “twenty-six feet in depth, not less
than two hundred feet in width at the bottom, and having through it a central depth
of thirty feet without regard to width.”
Also, that during the same period a channel having “ a navigable depth of twenty-
six feet was maintained through the shoal at the head of South Pass and through the
pass itself.” Depths were measured at “average ﬂood-tide.”
W. H. H UER,
Captain of Iugtneers.
A.
UNITED STATES INSPECTING OFFICER’S CERTIFICATE FOR THE MAINTENANCE OF
CHANNEL AT THE MOUTH AND HEAD OF SOUTH PASS OF THE MISSISSIPPI RIVER,
AS DESIGNATED BY ACTS OF CONGRESS APPROVED MARCH 3, 1875, AND MARCH 3,
1879. '
UNITED STATES ENGINEER OFFICE,
- ' Port Eads, La., May 9, 1881.
I certify that between the dates of February 10, 1881, and May 9,1881, both dates
inclusive, Mr. James B. Eads maintained “ a channel through the jetties” at the mouth
APPENDIX L. 1269
of South Pass of the Mississippi River, “ twenty-six feet in depth, not less than two
hundred feet in width at the bottom, and having through it a central depth of thirty
feet without regard to width.”
Depths were reduced to the plane of “ average ﬂood-tide,” which is indicated by a read-
ing of 2.76 feet on United States engineers’ gauge at South Pass light-house. During
the above-mentioned period a channel having a “ navigable depth of twenty-six feet”
was maintained through the shoal at the head of South Pass. Depths at this point
were reduced to a plane indicated by a reading of 1.8 feet on United States engineers’
gauge at head of Passes light-house.
W. H. HE UER,
Captain of Engz'neers.
CER'1‘IFICA'l‘E REGARDING THE DEPTH or WATER “THROUGH THE PASS ITSELF.”
I certify that between the dates of February 10, 1881, and March 23, 1881, both dates
inclusive, a channel having “ a navigable depth of twenty-six feet” was maintained
“through the pass itself,” but from March 24, 1881, to May 9, 1881, such “ navigable
depth” did not exist in the pass at a point about 13 miles below head of Passes light-
house, when depths are reduced to a plane indicated by areading of 1.8 feet on gauge
at head of Passes light-house. Considering the stage of the river during this latter
period, the actual depth would be 1.7 feet more at high-tide 1.2 feet more at low-tide,
and 1.5 feet more at mean—tide, than when reduced to the plane above referred to.
If a plane of reference in conformity with the opinion of the Board of Engineers
appointed by Special Orders 229, Headquarters of the Army, Adjutant General’s Office,
November 2, 1876, be used, that is, if the measure of depths “be from the level of
average high-tides occurring during the stage of the river when the volume is least,”
then the depth would be 0.6 foot more than if reduced to a plane indicated by a read-
ing of 1.8 feet on gauge.
The following are therefore the results according to the above statements, viz:
1. In the ﬁrst case, that is, when depths are reduced to a plane indicated by 1.8 feet
on gauge, the distance over which “a navigable depth of twenty-six feet” did not
exist (from March 24, 1881, to May 9, 1881) was 240 feet, and the least depth over this
area was 25 feet.
2. If the stage of river at the time the soundings were made be considered, then “ a
navigable depth of twenty-six feet” did exist throughout the quarter from February
10 to May 9, 1881, inclusive, for in this case the plane of the river’s surface at low-
tide was 1.2 feet above the plane to which the depths were reduced (1.80 feet on
gauge).
3. If the depths are reduced to aplane which is “the mean of the high-waters of the
river at this place taken for one or more lunations when the river is at what is known
as its low stage,” then the least depth would be 25.6 feet, and the distance over which
‘ ‘ a n. vigable depth of twenty—six feet” did not exist would be 240 feet.
W. H. HEUER,
Captain of Engineers.
T
FINANCIAL 'STATEMEN T.
Amount available from appropriations for examinations and
surveys at South Pass of the Mississippi River, July 1, 1880 - $25,156 22
Amount appropriated by act approved March 3, 1881 ....... . . 10, 000 00
-——-— $35,156 22

Amount expended during the ﬁscal year ending June 30, 1881,
as follows, viz:
As per accounts of Capt. W. H. Heuer . . . . . . . . . . . . . . . . . . . . . . -. 12, 852 30
As per accounts of Capt. D. W. Lockwood . . . . . . . . . . . . . . . . . . - 7 58
—--—-——- 12,859 88
Amount available July 1, 1881 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 22, 296 34
ESTIMATE or FUNDS REQUIRED non EXAMINATIONS AND SURVEYS AT sorrrn PASS
or TIIE MISSISSIPPI RIVER, DURING THE FISCAL YEAR ENDING JUNE 30, 1883.
Two assistant engineers ..... .. ' .................................. .. ...... $3, 560 00
One clerk ............................................................ .. 900 00
One steam engineer ................................................... . - 1, 200 00
One water-level observer ......................................... ... .... 120 00
1270 REPORT or THE crrrnr or ENGINEERS, U. s. ARMY.
Six seamen .......... ..' ................................................ .. $4, 740 00
Rent of ofﬁce ......................................... . , .............. . . 300 00
Rent of assistant engineers’ quarters. . . . ._ ..................... ._. ........ .. 240 00
Milea e and traveling expenses .......................... . .' ............ .. 100 00
Fuel or launches ..................................................... . . 780 00
Repairs to launches and boats . ....... ..; ........ ... ................... . . /1, 500 00
Materials and supplies for launches .... .. . ..... . _. . ., ................... . . 500 00
Stationery and supplies for oﬂice ...................................... . . 100 00'
-Contingencies ........................................................ .. 2, 500 00
Total ............................ ..- ..... . .‘ ............. Q. ...... . - 16,540 00
W. H. HEUER,
Captain of E1z,gv7neers.
7' --


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CHART N96
Fr-om. Coast SILTVQJ’ soundn7gsJune 1875 1 _ - T
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SOUTH PM ' , MISSISSIPPI RIVER, M
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M-J ...... N J a“ I A551‘ . , Dom Coast Survey 50uncZ1}1{J1,5Jwze 1876
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