Press and daily Dakotaian. (Yankton, Dakota Territory [S.D.]) 1880-1889, 1881-06-17

Wabash for the recognition Of several
hundred miles Of the Gould system. md
because the Missouri Pacific and
Wabash demanded more time to consid-
er some radical changes proposed, and
because the pool refused to accept the
cut.rate tickets issued the recent passen-
they were issued. The Wabash made
the latter condition an ultimatum,
MISSOURI RIVER IMPROVEMENT.
A Theory Regarding the Construction Of
New Banks and Deeper Channel.
Council Bluffs Nonpareil.
Facts relative to the method and cost
of improving the Missouri river are OF in.
terest at all times. but they ore especial
ly 30 at the present in view of the near
approach Of the convention called to
meet in Council Bluffs on the 21st inst. |
to consider that particular subject in its
relations to the establishment Of barge
line: Hence our readers will eagerly
avail themselves of some valuable infor-
nation as to river improvement contri
buted by Mr.. Charles 8. Pease, of Coun.
VA O4uAoS uAO tho6A6VduU OulL0u OtACo4
engineer in immediate charge of the gov
ernment work at this place. The infor.
nation in question was submitted by
Mr.. Pease in paper read before a meet
ing of the citizens Of our neighboring
city in the board of trade rooms on Mon.
day evening, and was listened to with
interest. 1t is understood that the pa
per, which is thoroughly practical and
presents the actual status of the river at
the present time, will be brought before
the convention in Council Bluffs next
week, when we hope to be able to publish
it in full. In the meantime glance at
some of its salient points must suffice.
The Missouri drains 572, 2,672 and has a
length of 5000 miles. Its annual dis.
charge is only about three-fourths that
OF the Ohio, although its basin is two and
half times as large. This is owing to
the fact that at its headwaters and those
of its tributaries comparatively little
rain falls. Hence the size of the river is
disproportionately small, measured by
its draining area. Chief Engineer Suffers
report was compiled from observations
made in 1877, and sets forth the peculi-
arties of the river and the forces which,
at certain seasons, render the river ex-
ceedingly dangerous for navigation
Major Suter estimates that the cost of
extensive and permanent improvements
which will give twelve feet of water ut
lowest stages, and insure stability of the
banks would cost not to exceed $4,000
per mile, if appropriations were made
all at one time, or SO they could be used
as fast as necessary. TO improve the
Missouri from Council Bluffs to its
mouth, making it navigable for the lar
gest boats ut all seasons of the year,
would cost, therefore, about S8,O06,OOO.
To build and equip o government rail
road from Council Bluffs to the Atlantic
seaboard would coet $4,000 per mile,
or $75 100000 in the aggregate. Such a
railroad without multitude of radiating
branches, would strike the Missouri river
states at only one point, while the river
borders one side of them. The difference
in favor of improving the Missouri, as
against the construction of government
railroad, must be apparent at glance
to the most obtuse.
Mr.. Pease strongly emphasizes the i'm.
portance of considering the improvement
of the river as whole, if any improve.
ment at all is contemplated, and OF max.
ing such appropriation as will admit oi
conducting operations on large and
systematic scale. BY appropriating fo,
small and detached works no general
improvement can be made, and the total
expenditure becomes much greater than
if appropriated in bulk at the outset
AS soon us there exists general will and
demand that the river shall be complete
ly improved more liberal appropriation
may be expected, and with means to ex
ecute continuous and complete work
satisfactory and substantial results vii
follow.
By tho latest and most highly approx
ed engineer practice the objects sough
in the improvement of detrital rivers
such as the Missouri, are reduction o
the channel to certain definite dimen
sions, and making connecting reache
between bends as straight rs possible
The fist of these involves in nearly al
cases reduction of both high and lov
water widths to approximately uniform
! dimensions, and in all cases reduction
of slope to approximate uniformity. TIL
! depth to give requisite cross-section con
it is thought, always be obtained by tn
: scour due to the increased concentration
The stream in its normal condition ha
q very wide and shallow section betwee
: limiting banks, and while the Who'll
width Is covered at high water only
!, small part of it is occupied at low stag,
: The change of the cross-section from To-
: to high water is not simply due to tn
= difference Of the surface gauge. but ais
to scour, aud so in like manner til
!; change to low water is not simply own
: to the fall of the surface. but also to til
!; elevation of the bottoms, called till-bacl
: Tho base of the section will adjust itse
!, to many conditions imposed by slor
velocity and its length, and upon ii
alteration of any one
; the independent factors, the,
!. follows series of complicated phenom
, ena. It is evident that if the channe
> way is confined between narrow limit
. so that this scour and fill-back take plac
in the bottom of the deep section, the1
D will be no danger of high bars formin
o that will impede navigation and disa
}, trously defect the current from its prol
J. er course.
Q In the winter the flow is quite unifor
n and the bottoms are furrowed like col
Q field, and are, SO to speak. set upon edg
h Now, when the first rush of water com'
k in the spring floods. an immense yolun
% OF sand is swept along with it and depc
e, tied principally in the broad reache
o where the velocity is in a measure oye
e come by friction with the bottom. III
o. heaviest bars are caused by the first ru
l. of waters in the spring and their positi'
It properly depends upon the magnitude
1t the food. If the foods are excessive,
II were those of this spring, the river tax
at very much straighter course tn
Ot though The floods were of On Ordina