<:,'»: <- * ' C c<.i arte c c. cc '- a.c; ; ' CC'. C Cc-orc^sTc ^ c- ' ^ V ^ c 0^ ^'—"- < c c c c . ' c.^ CC ■;" . < ^ cc KrKUT\I\ DATIM ON THK CHEAT LAKKS AM) KIVKKS AM» IN THK i m Mol. MAINS. By Jami «irni«lo, the follouin;; uork wiih III II for tlir |iur|Ni.s4< ttt •Ift4'rniiiiiii}; t!i«* <'l«-\aiii>n of Di'iit'fr. V t |iii'.H4'iil till' lia.H4« frntii uliuii all allitnili'H in tli> r> jti . It'll. TIm- lii>i;:lil of Mi'MviT alMivr tlif wa li;'«l ii V iIimI at Irnm .'ijM.J 1. *t to .'»,.»>:; fiNi. and ' .•! Ill tir K. P. and V. V. \l. K.h MM-nitil t<> iliflrr i . f. lU'lifVin^ «liat aii\ .nnrh larm' tliM'n'panrits U-twirii >j luifH ijin<M4> Ion); tliattiH to tin* m-ix, I detrrniiniil to n*<'onMtrni-i all )mw Hildf linr.H oi h'ViU Ironi tin* tK-«Mti to tin* K .Monntiiinx. n-i. .itdy oDIi'tal r«'iN>rtH l>v «'n;»ini't'r>. and rlnM-Jiin;.' ilirni l»v |NTMin ^a tion id their ntitrlMMikn and working pioiilfH \v|icr«*v«>r !•...■ ..< ...>le. For Ihitt pnn>oH4* 1 viniti'il tin- niiln>ad riiuiiui-r oI11ci>m at iNMivrr. Omaha, La\vi< ' ' ' lini I^>niH. (I < ' ' I. Now Yolk, anil IMi not onlv lli< . s niiil t1 h , lit r< d ol lltr ii. a the ( ''.' nut' of fit. ' \i . no r> ^. \N . and «»l l.'.i* li. -'V III I.>" .1. ■ d; tlif'M- liavf iKiw to Im* UMttl iiist. in. I'll! iiiiin xi-.iis. \.iiiioliles so as to lix their proper relative weights. This was a very complicated ami ddlicult process on account of the num- lier of factors to be considered. Some ol the princiiiles may, howe\er, be stated. if two jjoints weie connected by several indeixMident lines of railroad or canal, the agreement of these lines as to the dilference of altitude of the ttMiniin was consi(lere liiirA n-i>n- iitl niilriNut Irvrlii, tin* fulloniiif; {KtiiitH w«>n' coiinid* crvi t IK' II M.I I I •■III jiiM .it inll of I III' ron«lMuli«Mi Irvfln. or ti n-lrvrlin;: nf tli«' r«»ni|i|i'ii i| Inn., or, U hI of all, (liiit »«• hIhmiUI Ii . ' ' ■ Tliinl. TImr ri : imrly Imlr ' ;ir. ii|i by joiniiifr m-vrml jmrlii IHittKiii, tttf i4»titii'4 ti«*u tjfiu<*4*ii thrill hIioiiIiI iiiit )m> o|N'n ll. Ill Mxi-nil liiM*«» ' ,.|^ from tlu« ofliiTH nf j||i|Miri'lll ••«. _ , .Iv 111 till. I. IfiH'Vcnil niilmaiU. riiiiniii;; irmii a roiiunnii |Niiiii,ri. rivrr, till' (ill! ul flu- .strnini wmm di-tormiiifil l»> tin* vi'i> . , ; rhi-r worp n'jcctfd uliii-li niiidr it nin up lull or giivi* an iniimilMiMf i.ill. It »wvi*nil pnnillcl rnilmadH «(>n>rtit by n rroHHlinc, ircll rAnniH^tiNl, •1.1 nKrtM'iix'iit ii|Ntii tliiM (■(imiiiftii tiiu> wum coiiHiilrrpil n» r.ii iiii|Mirtutit ' '• '11 two 1 fart fnuii ii nuntiifiii ' a roiiiii 11, tlir ('oiiii<*«'(ioii for ' (li.ili wJM-n till i'IhIh of till* Illii-H iiii'n<|y > lirll iiaVl' to Im- |o|||i>«i li\ roliliii-(||i;{ tlli< I'pllratton «>f tliojv MtaiiiianU of amirnrv Mhowftl - of tlir Ihial <*oliiplit.itloii of th«* roiiNtrili*tloii )' : ililr HO i.ir itK aii\ one line jh i*oiit*cniv I. The I'ai. IC. 1 •- tfivcii aM oiM* of the lN*Mt i'xainpIr.H. It Ii:im Imimi r.iii.fiv ' iM.i rii..ii i. rt...i.. w;i,H ,1 ilixrcpiinrv iM'twmi iIm» I 111 ff<*t, it wan foiiiul on a thinl ! II. III. 11 I int w.iH iliir to i>rroiu*oiiN coiitM'<'iiiin till- ol.' ! of iIm< ih-w aixl !••. tin- «•!■ iIm* ih'W Imio ih ^^ • •• tu -Ml. \\ lls<»||. till- ' r n- lia.H tiikiMt i!i Mi\f-- ol (111 r.t. i: I: . ami tli .i>rTi-ff n-]»Mrt n? <• nf tit ■ run. I .lOi •f loIiHf; i:i«| •I ninut |N*rpl<*xinir to tbi* cfHiirrnphpr, • of the I ' ■ inir Mirfi aini lU iin IX U lit •« iUv> io«*A( in^tMiKtui* |M»«i«*r «ii tinal In );«*iu*rui, I am Milmtioil that thr important erron tn our miiroad amH C,:\2 fJEOLOOICAL Sl'HVKV OF TIIH TKKKITOKIKS. en mil pynfihs arc )ii>t so much dii< ^> hiijnrj'cit instrumental irark as to liaslji conijiutation n between railroads is that in many cases the present de]>ots are not tlu* ones relerred to on the jiroliles of the roads; and even when the present depots are the sann* as the old y visiting' the ^loinnl, and making' connections with old benches, I have gotten rid of many of these errors, and, fortnnately, in many cities the railroad-enjiincers have connected Iheir datnm with that of the city. If the enjiine«'rs of this countiy will adopt this as a rule, the value of their work lor general and scieiititic purposes will be very much increased. The railroad lines from riiiladelphia, and the railroad and canal lines trom Albany, had reported the elevations alony- their lines above tides ot various stages at these points, and the G. T. K. \\ . of Ca. bad reported their elevationsas refeired to tide at Three Hivers, the head of ride-v.ater in the Saint Lawrence. These ilatum-jioiuts diller from each other, and ir(»m the mean surface of the ocean, whi(;histhe oidy proper plane ot reference for our elevations. The eriors due to this cause have entered into all previous reports of elevations in Pennsylvania and the ref the results of such impoitance to science and to our work ol internal impnivements, that 1 publish the evidence upon which they rest, and a statement of the evidence upon which i)revious reports were made where such could be found. The checking at Denver of tlii' levels brought through by the U. P. and 1). P. \l. 1{., and by the K. P. P. P. is so close that 1 i)elieve the errwr of elevation ot" this point cannot exceed 10 feet, exclusive of that due to detlection of the pbnnb-line by attraction of mountain-ujasses. The result by the K. P. P. P. is olU8.<)7 ; and by the U. P. and D. P. P. K.s, .~)11>4.'J0 feet abov«» ujean sea. My determinations of the elevation of Ogden, above the Atlantic Ocean, by the V. P. P. P., and above the I'aeilic Ocean, by the C. P. P. P., diUer only I'o feet. When it is cou- OAauasa.) GKOOKAI'llY ELEVATION OK I>ATr>l-IH*IXT». (i33 ni<' ' O^ilfii, I'tah, in niMitit t»' it. It It imt iiii|iriilt;i bl«* tiiiit a iur;;i* part nt iIiih crpM ii«it iN'tuct-ii <'|icyiMiii«> ami O^alni. wlll*ri< till* Uiirk i>ll till* ('. I*, ll. U. wan l|ri\lMI .>t m uni.i. . . •).>|||itl i^lNtHl, ami ulirii' tlit* lliir lii-A o\ **r Umtllit.iliiM 'I map HbouA tbo Uiii^ uf Ivvvl.H that ha\u viilcrvU iiilu lU,^ «..^ ..-.■■... JHsrtiMtioii of eriHrmrr of Ihr nlittudn of rnriotia jutintM in thr Imtru SttUen i/H —r i^k' iNii^iu »a «• .«(r?-wH -f^n-ur«»av Mr ! II.T..«I IV- 8artea»«r L«k»()MUt rr ii\ n AN '.M 11 T.lVrtV ;\mI n«Wta. .7 Jtor- I t tanal*«llu« Tti<- IUhI (Ifli-riiiiiiatinn ih iiilt(«d, Im*(*»um> it !•* itif fni.tl rfKiiIi uf nil ,' oviT tin- liiMof ilir KrH'Tai' ol • I" • ■ "1 ■ ■■' I. -v.. I- • i,„| u. ., n«- !.i iH'i til t" III' ■Ml >-ii - 1 1 n •-! ^, m » IMttll HIICU k ll«i" lf«l^'f «.!•♦ Ill ' tlii't;. T. R. W. nn- ." b> ll ami rbuiiiplain U. IIHM. ^^aUr Ml in CI i.K .'A* h ■ • l*. 1. 1 I hi' M. * < .|..v»U I, W lit N I, \V I \\ p' l»iviTniiL()(JlCAL SrUVKY OV THK TKKKITOKIKR. KLKVATIoN OF lit'FFAI.O. CI.KVKLAM) lUUKCTillX, AND }ilKAS SIUIACI-: UF I.AKK KKIE. t^rtt dclcrinination. :Mi:iii tiilo at Albany, N. Y., liy Uiilt«il StivtcH Cuist Survfv U'vi'liii;;. Siirfiut'of wati-r ill Erif Canal at Uiiftilo, by n'j>()rt of tlnal U'Vflinjjt "I ICiio Caual, (hci^ ^lroliU•» actoni- |i:inviiij: annual npDrt iit' Stntc eUKiuui-r ami mui- v.vfir t)f Nuw Yiiik, Jpuuary 1, IdCy, by J. P. Good- Wator-prisni of tliirt .si'ftion 9 foot deep ; Lenco, bot- tom of canal at ItulValo. Snrfaci- of Krio Canal. Hunalo Bnttnm of Krie Canal, Uiillalo Surlacf of Laki- Krii'. by obsorvations at Cbivolaud and Uull'alo from Ifii to 18.')7, and imblisbi'd in Smithsonian tJoiitiibutious, by C. Whittlesey, 18G0. Mean mui face of Lake Krie at Buffalo (,'lt'vcland directrix, by moan ol a very f.ivorablo month of synchronous observations at Untlalo and Clivcland on surface of lake, by Air. C. \Vbitlle- si'y and Mr. J. Latlirop. Cleveland directrix Do Mean surlaco of Lako Erie from 1844 to 1857 Second determination. Permanent United States (Joast Survey bench on trrauite block at (iloueester Ferry, N. Jf., by United States Coast Survey Report of 1«71. Mean tide in Delaware Kivor at Philadelphia, by United Slates Coast Survey Report. Mean tido at Philadi'lphia Philadelphia city datum, by leveling of Mr. S. L. Smedley, city-engineer and surveyor, and his assist- ant. Mr. Herring. January II, 1874. Philadelphia city datum Pennsylvania R* R. datum, by report of Mr. Wilson, consulting-onirineer of P. R. R.. If74. PiniiHvlvania R. R. datum or base of levels, called ll.T. at I'liilad.'liihia. llarrisbiirgh, Market street depot track Do Pittsburgh, Union depot track Do (The above elevations are from a jjrotile of the last i-ompntatious from releveling the whole line, agree- ing within one foot with the old construction-levels at I'ittsburgb. Jteport bv Mr. Wilson, eonsultiug- .Muimcr, April i!*. 1874.) " Alliance, bv P. F. W. 6c C. 11. K. profile, 1872 Foot. 4.84 508.42 559.42 8.82 568.24 VariuuH datuni-ploDo*. Above M. T. f«K»t of Eight- eenth street, New York . Above M. T. Albany .do H Above bottom of Erie CunnL 57:i. 2H 504. 26 Above M.T.Albany Above liottoiu of Erie Canal, Buffalo. 573. 08 Above M. S. of Lake Erie from 1044 to 1857. Alliance, (track) Cleveland directrix, by profile of C. & P. R. R., re- jiortcd bv Mr. I. Pillsburv, February 11, 18.')8. Cleveland directrix ". ' Crestline, (track,) by profile of P. F. W. & C. R. R. . . Crestline Cleveland directrix, by profile of C. C. C. &. L R. R., reported by Mr. I. Pillsbury, February 11, 1858. Cleveland directrix Cleveland directrix, mean of Crestline and Alliance routes. Mean surface of Lake Erie Ihird dctfrmination. Mean tide Albnnv. bv T^nited States Coast Survev. . . UnlValo, X. V. r.'Sc L. S. R. R. dei>ot track, by profile of N. Y. C. R. K Buffalo, N. Y. C. depot track Above M. T. Raritan Ray. e(|ual mean surface of Atlantic. Below U. S. C. S. beucb . . . . 8.10 4.751 6. 032 i Above U. S. (.'. S. bench 3. 34^ 1. E19 Below Philadelphia city I datum. 313. 00 ■738.66" 336. 70 507. 55 407. 01) 577.' 30 4.84 578.23 Above P. R. R. datum. Above P. R. r! datum . Above Union depot, Pitta- burgh. Below Alliance 8.732 6. 913 ■ 319.913 '744.913 Abovo Union depot, Pitts- burgh. Below Crestline . Above yi. T. Xew York . Alxive tide at Albany, as- sumed to be M. T. 1,081.613 574. U63 1, 152. 51 .')7.5. 21 574. 037 583.07 OKOCiRAI'lIY ELKVATION OK l»ATrM-l*CIXTl». 635 Va ita ai <1— > p>M^ ■ fWXA 4t*i€mimat^ Ak9r» IL T >'*^ r^'..- n:>ttl;rV Mia«a4 U» mill » l««Hte* of l^k' i;. W of ( * ^.,tt^.^.i m-r. ct aepnatU 1' ^inl«glr>l— nryy r«vart •r I.*l* Erto. M««a af ■>«ici«t l iw n ftvai T>m< iliiirwtnUii o-x ««*awtr4 villi IW mm* llMa M tW Mrthf* af U- •mi*! *>«>t»f HIwi C3n GKOLUGICAL SrUVKY OF TIIK TKUUITOKIKS. EUvittioH of Buffalo, I'lau-land directrix, aud moan sur/act of Ixikc Krie — Continued. ' F.H-L VarioiiH ilatnio-])U>ncfl. 1=1 Til Adopted result. Clevelanil liircctrix, (lliis in hi;;li-wiit(T mark of 1838 575.08 ou pier.) Diferfiices qf the other remtltn from the one adopted. Second ili-tcrmiiiatioii ililTiTt* ^.. TliinI ilitcrniinat ion ilill. is - 0.41 The first detennination is adopted, because it is the result of many years' Icvdinji- over the l'>ie Canal, connected with Cleveland l»y a very favorable iiionth of observations on the lake surface, and connected with mean sea i)y the levels of the Cnited States Coast Survey. The United States Coast-Survey line from their tide-j,faujxe at New Voik to that at Albany was run for scientilic i)niposes, and is nndoulitedly leveling of the first (luality. The Erie Canal has been in pro<-ess of eoii- stru(;tion ami enlarjiement for over fifty years. During? this time the levels must have been rerun many times, and the benches and compu- tations checked by a succession of difierent engjineers. Their final report should be of the highest aurhoiity. The mean surface of Lake Erie, durin^jj^a month with li<;ht winds, when the fiuetuations of the lake were small, is considered a level })hine for connectin<; the west end of the canal with Cleveland. I think these reasons sullicient to Justily me in accejttinii' th<' lirst determination as a<;ainst those by the railroad lines. The result may then be considered as showing p«'at accuracy in the railroad surveys, which are from 4S() to (iOO miles lonj;, and yet differ but about one foot from the canal-levels. At Ilarrisbur;;!!, wheiethelinesot the second and fourth determinations (•loss, the cluM-kiufi" is very close. The height, as brouj^ht by the U. S. C. S. and Pa. R. II. from Jiaritan IJay, one hundred ami seventy-five miles, is ;jl!>.91, while that brought from lialtimore by the N. C. K. K. is;ni>.7o; the two dilferin,i;- only (Vij ^>t -^ foot. The elevation of this same Market street depot at llanisbur^h by the P. »S: K. If. P., reported to me by the chief engineer May, 1S74, is ."JOS.O.} above M. T. Philadel]>hia, which would be .'3 11. ."is above M.T.Atlantic Ocean. This lim- is evi- dently in error about 8 feet betwe n I'liiladeJphia and Ilarrisburuh, but I beheve it to be mostly in their computation, and not in the instru- mental work. At Pittsbur.yh the Pa. P. H. is a^iin checked by the P. ^- O. P. P., which, in a number of reports, liive the elevation of their depot as 733 feet above mean tide at P>altimore. By the report of the city-enj;ineer, the ]>. & (). P. P. dei)ot track is 7.7.') teet below that of the rnion depot; hence the elevation of the track in the LTnion depot at JMtts- bui-h, by the P. ^: O. J{. P. above M. T. Paltinnue, is 7-lL'.7r) feet. That by the Pa. P. P. was 741.m feet above M. T. Paritan Pay. As it is not known to me how this mean tide was determined at Baltimore, nor is it known whether mean tide at JJaltimorc is the same as the mean ocean-sur- face, aud as tlie B. cV (). P. Ji. levels have not been subject to as many xevisions as those of the Pa. P. P., and the connection of the Pittsburgh OABMn) OKCKJBAI'IIY KI.KVATIOS OF HATI'M-IHUNTH. fi.'iT (l<-|Mit lA not kiiii^^ii to Im> Willi till' "iimr k' railroiiil, I loii^i.lii i|ii> I'.i. K. I:, rrniill a . . . tli<* |ir«*MMit I ot tlH' irark in flu* I nion tlir N. <". I- I' ».. H ..i.«l...t..1. anil thiiiii-. Ity tUf 1*. & K. K. I{. i<> l^ikc l.iir, .ii i buiiilriMl iiiiil iwi>nl> Mix niili*H, iiM< |i«-<« till' l.ikf \« i< •■ .in'ii'-i •••.n .....— not t'\(-«>««l J h*«'i. iita»-^«. t> G3S OEOLor.K'AL srnvr.Y of thi: tkuhitouies. ELEVATION'S OF LaKK HUUON, KTC-ConlinuMl. Siirlacf i>f Lnkc Miclil^ao, mean of twenty year* — Alliiiii.o, by C. :i> (linTlrix Sml'arf of Lake Micbinaii, nwaii of paBt twrnly vcara Cliicn;;o directrix, liy ]'. V. W. \. C K. IJ.. iiii an of Al- liaiiuc and C'rt'Stlii'c eonncrlion with ('Icvt-lunil. Surfacf of Lake Mieliijjan Eighth determination. (Me vf-land directrix Cli-viland, L. S. i M. S. dcj)ot. l)y city-i-nj:inccr CliicaK". L. S. A: M. S. dcpc>t track, liy prolilo procured at tb»> otlice of cbief enniincr. ()ct((l)er, 1873. ('bica;;o, L. S. & M.S. K. 1{. depot track Chicago directrix, by city-engineer, lb72 Chicago directrix Surface of Lake Michigan, mean of past twenty years. Sintli determination. Feet. VoriouH datnin-planc 507. U 467.7 "a 50 A bove Cle vclnnd directrix. lielow Alliance Below depot trnck 8.50 1G.G Above directrix Above Cleveland depot . Mi-an surface of Lake Erie Mean surface of river at Detroit, by State geological survey report. Usual heii;ht of water in river on June 1 Cliicago depot of M. C. Pv. R., by M. C. R. R. report Chicago d< pot of M. C. R. R. & L C. R. R Chicago directrix, by chief engineer of L C. R. R. Chicago directrix Mean surface of Lake Michigan .. Final remiltg. Surffice of Lake Michigan and Lake Huron : (2) Fir.st detoraiinat ion (2) Second determination (•i) Third determination (I) Fourth determination (I) Kit 111 (liti rniination (I) Sixth determination (•I) S.venili deteiniination (■I) Kightli determination (1) Ninfli determination (Tlie ligures in parent he.-8 5e9. »8 573.08 583.78 585.78 .■>«>. 99 590.99 589.99 587.68 588.68 586.83 588. 46 589. 98 585.78 589.15 589.15 586.46 587.98 .'wr 22 587. 15 , GKOGKAPIIY ELEVATION OF I>ATl'M-l'OINT«. C39 II«>li(-i-. if tli<> height .'>S!l. I.'i fi'«t in U(|nii fi^.f I. .11. 1 »,.. f I.. .1. 1 itloii ol llir rity illnntru. I Imvf ijixrii iV( otlir iliniTi-lit tIrtcrililliiilloiiH fur tilt* ! Milt, i III KM,,,, I. iiiili, Hixtli, iiimI ninth nn* ul Ww^' « ■>■'- it{lit of \\w water nt m'lnut. In Kli«', UH r« |Mirlr ' ' ur\rV. In. ..ii^mi,. mliH'h tiiiM irjHirt (li'|NMi«N caiiiiK it. iiiiil I tli«-ri-li>ri' < ■ oiM*n to iiiiuli iloubt. rill* tiiHt. i tliirtl 4-aiiN4> (Iii*\ . railroai 1 ', Itiit wiiuh I >l (III' uiiMii Mirlaic, but hih,. ; to In> mi. 'I'Uvs rmt (lirii'tlv to |^iki> Huron, but onlv in «>ii«- miu- m tiu' Hiuti* of tlir w.i'< : i;i\i'n ; ami tlii-n I ilo not know of Ik.u niiny M-arn it ih tin n,. Tlu*M' rr.HiiltH Htioiiltl, of roiirM', Im lai ..in llii< huirtli, li! Mud nintli. bill ari' not nraily ho |ir<> - ttir M-\cntii aii<; wbirh ilr|H>iiil on niilnwiil liiH'N run ilirfctly from tin* d<«vflanl with thi* ('htni);«> liinvthx. Tlir liriKht of thr Clrvflaml ilinilrix, om broii(;ht thron^rh on tlifm* Hanii< niilniail liiifH, th»« L. S. ^^ >! "- •' - P. F. \V.&l'.,r. iS. r..jiiMl('.('.<'.\- I. I{. H.H. hail rhi- Hiirfarc rr.Hiilt (hat thi-y an* riititlril to ;:rr.ii v. in thi'ir \ti*Htuaril rxtt-iihion to ('hifa^'o. In connection with i iliii ' ' iml ami ('lii< .i;^o, the llurinatioiiH of (hi< l.i' Ih*« the mean >nrlai"«'.H «le(erinii(emll«'\ i>l>H<'rvatorv. A ". V. !'• .idoiiH 1, I,*, ;i, 7, ami s an* the ««i whieh n-Hl in. :i Hiinirieiil eviileliee to make theiii of liuith value, ami It will U' Uo that (he nin^e ninoii); ttie.H4> t\\v im only L'..**>{ lei't, with (he lake .:: .... unknowu ntaue of the water. The niii;:e anions thoM* thr^n* that reler to the mean snrfare of I^ike.s llunui ' mi.. ... .^ ,,iily I..VI fi^'t. i think there(ore that the elevatioiiN of .>f l^ike Miehi^r^ili ami of the t'hieauo Minftrix will |»ri»i..ii.i\ ii«>i ih ..inu to a « I; ovtT one foot. NN'e have hen* a( the <'hiea|;o dinMirix an opi for •!' two Very lon^: ami imb rai; . V.<". ami L. S. \ M. S. 1 I'a. i:. K. ami 1*. 1. W . v\. i . II. U. 1 tt've the rv»ult.>i tti ilciail . UlU ui:(>lu(;kal sikvkv or uii: 'jioiMniOKiLs. From main tide Xcw Yuik liny lu the Cliicttyo directrix. Feet. VnriouM datum-plaiicti. Bi thoX.Y.C.R.K.: Mcjiii lido Allmiiv. bv United SUites Const Survey. 4.84 578. -Si 17 .10 l'J.t)V Above M. T. Xew York . . liiill'ilodrpoi, l.vN. V. <■. U. n Above T. at Albaiiv (•liu;i;:o.l.|Mit. l.v L.S & M.S.R.U C'liirapidiivctrix Di. Above Itutralo drpot ... Relow fliieajjo, L. S. &. M. S. dipot. 5«7 57 Total disiiinci> I'l-om Nmv York Uay, UfO iuiU'8. l!.v 111.- I'a K. U : I'a. K. IJ. datum, l>y I'nitcd StatcH Coast Survey.. J'itlsbui'^lj I'liiou ilfjiot, liy I'a. H. K '. .. 6.913 738. 00 L'll.OO if.M Above M. T. Raiilaii Kay ('hi.a;i(.d.pot. I>y l\ K. W.'i C. It. K ('liica;:o diri'ctrix Rclow I'ittHliui't.'li i!i>|)ot .. Do 5^5 41 Total dislanci', about 900 miles. Cliica;;.) dirictrix, bv X. Y. (.'. &: L. .S. & M. S. R. 1!., 9i?0 5H7.57 air. Above M. T. Xew York . milt's. riii(i;;o dir<-etiiN. bv I'a. K. R. & V. F. AV. & C. K. 11., 'Mm miles. Ditferonco .\bl;i('(Mi.sin.u- tf) a liei^) t of L',L!!»0 Icct, iimonj;- rid^'-es that iiiii.st e.\err eon- sidcrable attraetion ni>()n the level, while the N. Y. (". and L. S. «.^ M. S. Kiiiiroads are thron^^h eoiiipiiratively level eonntry ; and yet, after this lonj;- ennrse of ;iboiit nine hundred miles, they reach ('hie;i;,n> with only two leet dilfeienee in their levels. The result .seems tnilv remark- able. The height by the Pa. 11. l{. diflers— 1.71 feet, and by the N. Y. C, L. 8. & M. !S. II. iv. +0.41* leet from the adoi)ted elevation. The N. Y. C. II. U. is elucked at liuffalo, three hundred miles fiom Aliiany, by a eonnection with surfaee of J^ake Krle, state of water un- known, but assumed to be mean snrfaee. The railroad levels are o.T foot too hi^h. At Cleveland, four hundred and ei<;hly miles from Albany, the railroad-levels are 0.41 feet too hijih, and at ('hiea<4() (►.41* feet too hi^h. The i*a. II. 11. is cheeked at Harrisbui'4,h, one hundred miles Iroui I'hiladelphia, where it is intersected by the X. C K. Iv., brin<;inaltiinore, eighty-four miles. The two lines of IcNi'ls dilfer but 0.10 feet. It is checked ajiain at Pittsburgh, thiee hun- dred and lifly miles from Phihulelphia, where tlie 1>. cV < >. It. P. inter- sects, brin;;in;; its levels from iman tith' at Paltimore about three hundretl miles. The levels by the Pa. Iv. 1{. are IMO leet hi-iher than by the P. ».\: O, 1». P., but the connection of the proliles of the two is not e.xaclly certain. It is. howe\er, not improbable that mean tide at Paltimore is a little above the mean level of the ocean. At Alliance, the 1', F. \V, cV: CL, the extension of the Pa. P. P. line, of levels to Chicaiio, is checked by the < ". \- p. p, p. from the Clevelantl directri.x. The elevation of Alliance bv the Pa, li. U. and P. F. \V. & C. K. K. is 1081,01 feet ; that bv the ('. c^ P. P, P. is 1083.1*3 leet; the P. F. W. & C. bein«( probably too low. At Crestline it is checked a^jaiii from the Cleveland tlirectrix, the ele- vation by the P. F, W, & C. P, K. being llol'.ol, antl that by the C. OKOiiRAI'IIY — KLK%'ATION OK I) ATI* M- POINTS. C4l C. V. & I. IL |{. ll.V-MW; xhv IV F. W. & ('. iM-iiis pml.ililv tiw low. Al ("hiranu, tli«> r. K. W. A: « •' »' '•••'- ■■■ ' ♦ •-' t.-/|ow. ! • • IliiNili til tii<-'«4- rliifUH .It Al wuiild I tlir mlioli' til Ihf wrHh'rii p.ii i ■' ..h.|,.«> | (|iri< ihiitk It Hot iiii|iri>l*al>l«* that tin iiiinrii li\ ilir I' |{. IIIIIX Ih' .lUtlll 1 l«Mlt tlMI low. I .11 ' Im* iiifliiHtl In ii«l«i|ti 7 !•> Ii-cl Uft till' «■!' ini> »\ of thr I'ii. K. K. n-Milt <•! . ii.'.*! ;. I >•{ rolilir«-trV«'|h tllllt Wf IlllM* aiMi|i|Nirtll- liil> totlut-k at riiira^M iH tliat of tii<« l Can.itla. ! Portlanil. Mi*., to Di'troit, .Mirli., and tlifiuv to Chirac'" l>.\ tli*- M. • i K. Tlif ilftailMof tbc line ami its rrHultii an* ai* IoIIoum: —m ^f rktrmf tUnetrti ^ <. T. R. IT. <^f raaa^ mmd M. C. A*. / Far*. Vaf*i]«*4al«a-|iU»<« t>t«i-. My H«li>i»t»'d »*!«v:»ttftn is .'i» >.liii\\ii l>\ ilif i-|i(t-kH at \an«MiH |MiiiitH. TUr lli>i « In < L thirty iiiilrs iroin I'ortlanil. wImi • ■•• i".i .. < »..f . .. ii.- -' (Ji* «ii th» . ..; ■ U an* .i.i'J IW'l l»M» liiw. III.' iMM I III < K i> .u .->.tiii: • iiiiMiit. i>l;;lit liiiiiilnil iiiih'H Iroiii Portland, whfti* thr liiir 'i*d with tin* Mirfan' ol thin laki*: iho ^ n, Iml, if a«»>uiiird r ' ' i Mt low. At l>4*troit . i.> ih iiu- .M. 1 . i:. i:., ■If i». t ^1 r. i:. n. jjivi-M .« ..t i.i ! II. w. \stvx *lon uf thiH |Hiint iiy ilu*(t. 1. !«. \S . m '"ft I'riiin llii. iiiil liiiiii (III iiiutli ill I. .... I.e. i. I .< • Mlllll. 4 ••• KJllgtll oft } • - -; ' ■ niuf uuu'ist'i .»ii'i .•»:\:\ imic'*. 41 «* .s G42 GKOLOGICAL SIRVKV OV THi: TKKIM T* HMKS. From iniiiii tide at Sew (hUauH lo Chiiiuio, hi/ \. (}. ,/. .V s I a pi Cat>ton Miss bv X O. J. &■ fU. N. K. R 240.00 ;.«. 00 0.00 75. UO Abovo M. T. Xew Orleans Bi-low Canton ^Ii iiipliis, (HiipiiuHcd U) bi* (k'|>ot,) by M. & T. li. li do 259 00 Mciiipliirt L. W IN 10 Mi'iii|iliis Cilv (latum -! 100 left = II. AV. previous to 41.66 Below M. & T. B. K. d'eiwt 2lte.00 lp.>, bv r4tv-fii::liuMr i-4-|M>it. (Jiiiiiil J unci ion, I'lnu., by M. (,'. li. U 334. 44 574 44 Above Canton 574 44 Jkl.mpbirt, bv M. & C. K. K -.i-ii). 47 Iklow Urand Junction Mempbi.s, i\i pot il. & ('. 11. R 244. !)7 Mcmpbis 11. W. of railroad rt'porls, 1844 25 00 Below M. 0; l)ut llicv dilfircd oiilv 0.4 foot. Tlic clpvnlion of tliis 11. W. mark in several report.s of tlie M. kt t'. K. It. is f;'^'<'" a.s 'iiO.44 above ti(U' in Mobile Uav. As llie oiilv records tliat I bave of the M. i C. U. I{. are above L. T.. Mobile Bav, this •-'■J0.44 mav be above L. T. In this ease Memphis H. W. would be 'J18.74 above Mobile T.ay M. T., but in either case the results from 2»ew Or- leans and Mobile difl'er very liltle ) Fi7}al results. Memphis 11. ^. previoius to 16.58, 100 feet above city- Above Xew OrleaDS M. T 21 a 00 datum. Do do 210 97 1)0 ...do 217. 97 ifean of the above adopted result. Above New Orleans, M. T 218.65 220.44 21H.74 i)o Abovo Mobile Bay, M. T . . MEMPHIS TO CHICAGO. Memphis, Tenn.. Citv datum f- 100 feet «= O. \V. pro- vioiKs to 1858, by N'. O. J. & G. N., M. C, M. &. T. McKeiizie Junction, by M. cS:. L. R. It L. W. Mississip)>i River, Sept. 30, 18.">8, at nickman, Ky, 11. AV., If-.".:^, at Columbus, by Iluni])lireyn and Abbot's repoit. (This makes the II. W. slope of the river, from Hick- man to Meniiihis, 0.4!i feet per mile, supposing the (1istan('(> to he 1!KI miles ) n. \V. IrlH, at Columbus, Ky.. 14 miles np the Missis- sippi by slope of river. H. \V. at Cairo, bv preliminary 8urv(>y for M. &. O. R.l^ Chicauo directrix, bv chief enj;ineer I. C. R. R., Octo- ber, 1873. 218.05 269. 5C 213.00 37. ft) 7.00 It. .50 Above M. T. New Orleans. |. ! AImivc cit.y 'datura of j. Memphis + IOC feet = i H. W. I Below McEensie i . Above L. W. 1858 !. Above H. W. llickm.in ... Above II. W. at C(dumbn8. 258. 50 Above H. W. at Cairo. GECKiRArilY KLEVATIOS OP DATrM-pniXTM. G43 1 1 1 ▼««aM 4ata« |rf^ n •■■ y. . .tntr «r hiir *Ui> M II « ■ « * At»T* ■mt«m MU' li w SMM .li tt 11 1 o| '«> 01 K 1 -1 .-•1 11 11, . ' lie of lr\i*l-«, ititM- aittl »«tv(,\ iiiilt.H loii^, iitit itt'"* ( liii.tK** ^'- ■''> ''li rm»r o\ olilv - Tin* rrmr ol roiiiicrtioti, ilm- In HHJIi^ llir II. W. hIo|m« ••! lilt* MiHMs«i|t|ii ICivcr for loiirttiMi iiiilfH, wmilil not |>Mil>iihly CXt'WMl a r«M»i i>r two. At Mrinpliis, ilicliiir in rli«-<-ki-. iIm* Iiiii* \n v\u'i'\ii'i\ liv till* M. . H. \i. : bnt tlii> oiilx rr|Nirt.<« nf iIiih Iiih* uliirli I r;iii titiil j:ivi' till* ilfxatioiiM a.H (|i*t«*riiiliiii| liv an cxiM'tiiiuMilal Mirvi-y, till' n-f«iiltH of wliirli ««Tr rt'|Mirt«'«l ' •'■• - ' •••".; of 4tiK>klio|i|- . U. \l. 1 ' \ t<» t'olnml'ii'* ami i wi'lu'lit at roni|Kirf«l liiir-*. It IH, Im>m« \<-r, IP ]trrliiiiii •-> ilt.it Iluiii|ilirfVK anti AMmiI, in Miitr MmI: ; tlir M. iCivrr, liaiM* tht-ir I'lfNatmiiH of > .umI <*oliinilMi.-<, aiitl cuinMiiui'iitl.N tlioir kIo|m' of llio I ' " Mi'inplii**. BT M. A ' Vfto— lUl— pU ^1 II \\ : U.C^U.A I • III of tl >ni, up ol (Im C.t)iw i i(^ tlaltiui. on |M^<' <'i«T It l.\r!« of tin- M A <». I!. 1! G44 (JKOLOfJICAL Sl'IiVKY OF TIIH TEKKITOKIKS. twiMity oiM' Imiidicd iiiilrs l(Hl,l,^ startiii;;' IVoiii mean tide* at Poitlarid, Mt'., ami icat'hiii^ N<'\v (h leans, La., with an nrur of — 1>.*.i fret. li we jjiiii the N. Y. ('. and L, S. tlv M. S. K. Ifs. with tlic hne lioni ('hi(a;ro i<> New Oilcans, we have a <*(»nne(te«l chain ol laiiioad h'\ els, same way between mean tide Karitan iiay and New Orleans mean tide, a distance ofahont eifiliteen hnndrrd miles, tin* levels reach New Orleans with an error of — iMl feet. These resnlts will j^ive some idea of the accuraoN of extended lines of railroad-levels when properly connected. ELEVATION OF CINCINNATI CrrY 15ASK. "WHICH IS STANDARD LOW WATEU IX OHIO KIVEK, 6-.'. 50FEET BELOW H. W. IKftJ. First determination. L. 'W. Ohio River at Cincinnati, h\ Miami and Erie Canal. Mian aurfiico of Lalie Eric I-. W. at Cincinnati Second determination. Ci.liiiiiliiis, Ohio, by C. C. C. & I. IJ. K < 1(V( land diriTliiX (.'(ilunilinK. Ohio ■ L. W. in Ohio Kivcr at Cincinnati waterworks, by Col. .fc X. and L. M. K. K. L. W. Cincinnati Third determination. Coliinihns, Ohio, dejjot track, by C. C. C. & I. from Cleveland directrix. Ath.-n.-*, Ohio, .innction of M. & C, by C. .fc H. V. R. R Athens at junction of ]M. le(l result (The lirst determination is jriven a wei^^ht of (10) bo- causo it is a canal-line. The second and third ile- teiniinntions are well checked at Ccdumbus by the V. C. \. St. L. R. R. from ritt.sburgh.) Adopted elevation of I'itt.sburfjh Colunib\is deiu)t track, by 1'. C. & St. L. R, R Columbus depot track Abovo Cleveland directrix, Below Columbus depot. Below Columbus depot. Below Athens Above Lake Erie at Toledo Below Dayton Above M. T. Baltimore. do 9ts 573.08 4-iO.ua 575. 68 743.01 435.43 743.01 647.01 44a 01 Below ritt.sburj:h. 573.08 440. 08 573.50 4-10. 00 440. 08 435.43 440.01 440. 08 440.00 439.74 439.74 746.00 •741' 20 fr.. OEATL*M-l*OINTH. 645 It 0.M fiH't tmm that by tiiv < . I. H. IC. li f^ r till' (li>|Nit trai k nt CoIiiiiiIhio. < Mii'i-rii. '••••J»» «*«'iii" • '< '1 !• " i ||h< I • III I^ik ; l\v til. I ... ; I', r .V llU\(* tilt' rlcMltlMll uf (*olllllllil|H \t\ ihf Inrilh M*u. and b) llir luttrr uh 711.1 1 h«l. Tlir «lti; >. .... ill (tiil\ l.ltffrt, tliontsli till* Hhdittr lino uf tliv twu im uvit »i\ liiiii(ln*1« iJktr I ■ TU7 V 1' f J I' u i WM^ f«i«ltl. \t. . :> (lUJ OEOLuOICAL SURVKY OF THE TERRITORIES. KI-KVATION OK THK SAINT LOUIS DIKECTKIX. Firtt determination. IinliiitiApoliH niiioii ili'put track T. no Ilaut»'. by 1. II. ami Intl. It. K Feot. T.i-rc Iliiiito, T. H. & Iiiil.liM. I'.i. 3 i Ik'iow depot . 50. 8 iJelow depot . 7LC0 Below Terre Haute depot. 287. 30 I Below Indianapolis union ileiHJt. 721.75 S(M.75 485.45 453.95 4(n.45 3. (iO IJelow Vincennes 54.94 (JS.OO Fi/th determination. Chicago directrix Mendola, (Hi. C. It. It. crossing,) by C. B. i; Q. It. K... Van(l:ili;i. (exact crossing of St. L. V. &, T. II. It. K.,) bvlll. C. R. R. Saint Louis directrix, by St. L. V. & T. II. R. It , Saint Louis directrix Sixth determination. H. W. l.-5f>, Columbus, Ky., by N. O. J. A: Gt. X., M. C, M. \ T., M. & L., N. & N."W. R. R.s. to Hickman, tliciici- fourteen nules by river-slope. n. W. 1 -M, probably Saint Louis dii eel rix, by St. 1.. Sc I. M. It. 1! (Belmont depot is certainly not below 11. W. at Co- lunibu.s, on tliu opposite side of the Mississippi River.) Hence by this route the Saint Louis directrix could uot bu'less than. Seventh determination. Memphis. n.W., city-base + 100 feet Aigenta, (op]>osite Little Rock,) by M. &. L. R. R R. 10.50 170. 80 Above city-directrix Below O. &, M. Cinciunati depot. 43a 15 721.75 434.39 430.79 339.74 326.68 Above Chicago directrix. Below Effingham 567.15 IC'.). 07 ' Above Chicago directrix. 24i>. 00 liilow Mendota 83. a Below Vaudalia. 42(>.65 320. 01 Above M. T. iCcw Orleans. 319.11 100.3 218. C5 80.00 .do Above end of track at Belmont. AlM)ve "M. T. Xew Orleans. Above city-datum + 100 feet. oAaMULl OEOORAPIIY — KLEVATIOX OF HATfM-l'OlXTH. G47 « katckl M. jtelul LMit* a;(«Mtu l"i r. II « i.. V .1 .1 . •. 1'. . \\.y. \l T M.i.lir lUv I ..•.!. .Ilrr<-ltl. MoUle^ i 11 *• I liiiN ;li (IrdTtiiinatioii Inhmiim* of tlir n ••! I iMii .11 t .• iiiioiii, ;i: ' • ' i-vnitli from the iiiirn 1 IM- • •n ill l.itilf K«»rk. • n*MiliM of tlu* ninlli titl i vritli I. 1 lir I ol lll«> .XiiliI Ixuilo • till \ ' Mil t Itll till II \ lil 1 1 'r M. A; < I ... 1 1 . i-ii * I I K, It.. ;. CAH CKOLOCICAI. SIKVKV OF TMK TKKRITOKIE8. His clcvjitioii (if S;iiiit Luiiis (lin-ctrix mIkiv** II. \V. Cairo is S'J/J f«M't. li\ cnimrcfiiiy tin- 111. ("nit. willi thr St. L. \'. iS: T. II. H. \l. jit Van- «lalia, mv result for tlic dillrrciK-c of ricvat ion ol' IIm'sc points is 1M;.(» J»'»'t ; Wy III. (\-nt. K. K. to Decatur, and T. W. cV \V. K'. It. to Saint Louis, !M» feet; l»y 111. Cent, to Kllinfrliani and St. L. V. cS: T. H. I!, li. to Saint Louis, JJS.'J feet ; by ('. vS: V. and St. L. .V: S. E. K. K.s, 'XiA teet ; and by a preliminary survey for railroad Iroiii Saint Louis to ('a ro, lOli teet. The mean of my tbnr determinations by (•onstnieted lines, the. jni'liminary-smvey result <»f 102 feet beinj; excluded, is tMJ.O.j feet for the elevation of Saint Louis directrix aboxc 11. W. at Cairo. 1 ho])e the evi«lence that I have ju'esentcd will be consideied as war- raiilinn this imporraiit <-han,i:e of I2.i..'i feet that I have made in the ele- valion of Saint Louis and the fall of the .Mississii)pi iJiver.* ELEVATION OF OMAHA. Fcit. Various ii<|Ui-, L. "W. Mississippi Kivi'r, by Galeua &. Cbi. do do 589.15 601. 15 Sioux Citj-, track ou levee, by 111. Cent R. R., Iowa di- 522.50 5.34. 20 Above L. W. at Dubuque. . vision. Siou.x 'Mty, track on levee Above Lake Michigan D(iu'd by .J. II. Morb'y, cbicf ou;^ini-iT, giviii}; H. W. in Mississippi River, at Oliio City, opposite Cairo, as 'J7 fin^t bt'low tbi' Saint Louis dirfciii.\. and H. W., Mississippi Kiver, New Madrid, as 126 feet below Saint Louis direetrix. J OECHiKAI'ltY ELEVATION OF l>ATrJI-P«Jl.NT«. ^ (i-19 thin I.*. I- M U»J« el L- r. 1 r.-.i- r TJt.iT. .• . Mwteii» I a* tLV 1. * p. to IVafia llafew Uk» lltekl«ui ,Uk »«rt* il^trrvtiMfMiL II.U. l-ki^^. D. «aU 050 GEOLOGICAL SUliVEY 01' THE TEUlilTOUlES. Kcanify .Iniietiou, by St J. & 1). K. R. KciiniiV iiiiit'lioii Oniulia.' L. W. l«w»o of U. P. R. 11 Do J'inal rcmilU. \V. hasp of r. V. K. It. at Omalm: {•i) First ili-lrriiiiiiat inn ('.t) Second ili-tcrinination (3) Third tlt-ternilnation (2) Fourth detcnnin-ition (1) Fifth dctiTminatiou Mean with Tvcights Adopted remtlt. L. 'SV. basp of F. P. ]M£. at Omaha (The olcl llOU-loot ])oiiit driven as Uniaha on the jinl)- lished )ir<>lilesof tlie U. 1'. It. It., was n stone staud- inf; iijiou the bank of the river. It is now washed awav.) Stone on river-bank called %e feet above sea Do Present depot -jp-ouuds on main lino U. P. It. 11 . . Feet. 1,311.00 1, 1711. 00 9«7. 0.") OM. y.'> !)70. t)ci OUI.H'J !)a4. 11 VarioiiH dii.tnin.plaucii. = -1 Above 11. W. ftt Sniiil Joe llelow Ke^irney Juuution 15 V S. C. &.. P.. bv Fremont n'v<;. i; N. AV. It. It UyClt. I.& 1'. It. It lly 1>. \. M. and P. P. fnun Kearnev .Iiinition. Hy Saint.Joeand I'. P. from ICeuruev Jnnetiou. Above L. AV. base. Abovo L. W. base. 2.1(U. II " "iJtM.ll 997. 90 1, OliU. 40 From this (L termination of Omaha, it seems that 31.0 feet must be added to all the elevations ot tlie U. P. K. K. to give the tnie hei^^ht above the sea ; but the raiifte among' the results is so large that llie h'xeling across Iowa must be very poor as compared with that of the lines east of the ]\Iississi})pi River. Omaha cannot be con.sidered as well determined as Kansas City : but this mean of five level-lines is much more pr()bal)le than the old deter- mination, which rested on barometric; observations. ELEVATIOX OF KANSAS CITV. Fimt determination. Kansas City.II.W. Ih-M, mark on abutment of r.iilroad- bridjif, by Mo. P. It. It.. leiiorted to me by general suiierintciiilcnt, Mr. Talmad;;e, October, le7J. Saint Lnnia directrix Kans.-is City, H. W. mark li344 ^ . . Feet. Variou.s datum -planes. ■5 > ' ? 342. 00 Above rix. ■iaint Limis direct- Second determination. Junction of St. L.K. C. & N. Pw R. and H. & St. J., by St. L. K.C. & X. It. It. Kaii.siu* City, Ik W. mark 1^41, by line of levels run for US by eitv-eiifrineer. Kan.sasCity, II. W. mark 1^44 Do 18.54 4->. 20 77i'.2D Above Saint l.ouis direct- rix. Above junction 344.4-2 xVbdve Saint Loui.s direct- I rix. , UKCKiUArilY — KUEVAIION OK l»ATlM-l*OlXTH. tiol y^mrlk Jttrrwni ^•d«a«lwi' t^^ttr^ u w ro 4!f«-1r--! Mmhi vllkvrts II IV i.«4 I hiivi* given tli<> i;n'alcrw« ml MHHinihlrtiriiiiiialiiiiiK, .. 1....1. - ,,„„, ihriM'tlx *• ^ • • ' '■ '■•• •', run until I n>t i\ iiiHiiM <*HV II. ^^ . 1 ^ J ■ I 111^ ■ I ..II .N .1-. If |M>rtiHl li\ Mr. O. rii:inuti>. r K. (' i<> Mr. K. i\ - r of tlir K r. K. l;.. .Iul> H. !>.<•. ami 1. " i . K, IV \i U ImiI Iiv rtll till. oiIht Ium h . Ill rllKi r ..f I! :... I'. K. :!X Ilr tin t"!"' "1 •II. I .. •! 1 1 n 1 , > t .1 U" I M fret. I tliink the pviil«'nifron<-lii«i\<> that lli«> n'|Mirt oi 652 GEOLOGICAL SUHVKY OF TIIK TKRRITOKIKS. tot'oro rclifd on for this (lifl'crciiro ofclrvation, was intended for ;55L*.r»l, 1ml alteied in j-op.Nin^. Tlie remainder of the error was iluc to assiim- ini; tiie ohl eh'\ation «if the Saint Lunis directrix. EJ,KVATION OK DENVEK. COLO. Fint determination. State-line, castt-m tcTiuimm of K. 1*. K. II. track Kan,sn.s Citv, II. W. \>'U Stati-liiic, k. I'.li. l:. track Dinvcr jmictiou ofK. P. & 1). V. K. R., by K. P. R. R.. Denver iiinction Denver, 1). P. & K. P. II. R. depot track, by D. P. profile. Denver, D. 1'. &, K. P. passenger-depot track Foot. 7.ai Sciond determination. Cheyenne, U. P. depot track, by U. P. R. R Omaha, F. P. L. "W. datnm Cheyenne, T^^. P. R. R. depot track Denver, I). P. .^ K. P. K. K. depot, by D. P. R. R Denver, K. P. & D. P. li. li. passenger-depot track Third determination. Constrnction-st.ition 3985, near Pine Blnflf, on U. P. R. R.,bv U. P.R.R. Station 3!)85 Denver, D. P. depot, bj* a D. P. R. R. preliminary Denver, D. P. depot Final results. (1) Fir.st determination.. (0 Second determination (0) Third determination . Mean with weights Adopted result. Denver, D. P. & K. P. R. R. passenjrer-depot track. Difference from the mean, by K. P. R R Difference by U. P. R. R _ 4, 448. 70 "" 13.25 5, 095. 00 4, 113. 00 "'i6i.45 5, 198. 97 5, 194.20 5, 192. ■^:> 5, 196. 58 + 2.39 -2,38 Varions datiiiu-plancH. IJelow H. W. 1814, K.uiBaB City. Above State-line. Below junction . . Above Omaha U. P. R. R L. W. datum. _ - « Below Cheyenne . Above Omaha L. TV. datum Above station 3985 U. P. R.R. I5v K. P. R. R By r. P. R. R. &D.P. By 1). p. preliminary . 770.77 703.52 5, 212. 22 5, 198.97 977.90 6, 072. 90 5, 194. 20 5,090.90 5, 102. 35 5, 19C. 58 Tlie third determination is jjiveii no weijrht as ajjainst the construction- lev<'Is of the same railroad. Such a close afiicement between theU. P. and K. IMi lies was not to l)ee.\i>ected when we realize that for the last thousand miles they are really indei)endeiit, one beinji troin Chicago, by w;iy of Saint Louis and Kansas City, and the other by way of Omaha and Cheyenne. Thoiifth Denver is two thousand miles from the sea, this determination of its elevation is probabl.v very close to the result that would be obtained by the most accurate line of levels run across the country for scienti(i(; purposes; but a considerable error must jiertaiu to all results from the etfect of the mass of the Ktx'ky ^lountains in de- tiectiiiL;" the level from a truly horiziuital ])osition. We cannot tell how much this error is until a most accurate <;('odetic belt is completed from the Atlantic to the llocky Mountains, and then, knowing: the station- errors or the dellection of the plumb-line alon.u the belt, we may correct the levelin*,^ proportionally. As this cannot be done for many years, (iEOORAPIIY KLKVATIOJf OF I»ATirM-POIXTH ('.fij (he > U* itiiulo tiir b«iMt for inii ' ■ ^ ■ _ *■ KLtrATIoV oKrilKVKN'VK 4lrMlrt«. b) (' < K. l: Mw0f9f9 990tm€» Till* riHtult by tlir (Vntml P.w itW* of <*aliri>niiii in (;iviMi iiuirli th«* ;;rf;ifi'r «fi;:lif, IniMttM.' !• •- '■•-MMiiM liiii' of Ii'vi'Ih mil l»> «iiir mil i.'.kI « ..iii|..jii\ , till •. iiiir I . Mr. S. S. Moiiiaeiii*. Hn|MTiiitciHl- III;; (III- luliiiiti:: ••! •ill IIm' mn^ iim i iir iii. ' ' ' .ir\ ail■ I i>ii III • (•-•I. hi I I- , ' t !• I? !• G54 Gi:OhO(JICAL SLUVKY OF Till-: TKUKITOUIKS. ELEVATION OF COLOUAUO Sl'UlNGS, (DriiviT tk'iMit of 1). & U. O. R W. tiack in i«i)<>rto«l to 1m' onu loot nbovr D. IMt. IL track. This limy be ill error l^•Jf, 1874, of a line of levels \\ liicli lie lia.s ju.st run from a I). & H. G. 1{. AV. beneli at Colorado Springs to the exact sunmiit of Pike'.s Peak. The line was run on the request of Gen. Albert J. Me.ver, Chief Signal Ofllcer, U. S. A., and at the expense of the War iJepart- nient, for determining the elevation of the United States Signal-Office meteorological station, Avhicli is situated on the summit of the peak. Feet. Various da tuni 1)1. mcs. «i X 3 ■5 > i 5 llll heat rock on Pikc'i 8,950.1 Above Denver K P depot Do n, HC.C8 Elevation of Mount Lincoln and Faikplay. The J). & S. P. R. K. having run a line of levels for the final location of their railroatl up to I'airplay. we secured the services of their engi- neer to continue the line to the summit of ]\loHiit Lincoln, at the expense of our survey. The object of this was to determine the exact elevation of our barometric station situated near the top of the peak. The fol- lowing are the results of this line of railroad levels: •AKb^S.) KAPIIY — KLKVATIOK OF l»ATi:jl-POIXT«* »k')5 r.»i. VaHo** 4al«i» ^M*^ ^CM in'mio'. lr«»teM4 atlrrrln vbvf«M.T,llfeiUi I. w. M «jte» Ibw. >'«« Alkia>. Grni GKuLOtllCAL aUllVEV Ol" TllL TJ- KliiTOlilES. FlM't VnrioiiH (latum |iliiiicH. if c •- ? ~ .s V s a X.w Albany, L. W. in Ohio River, by L. N. A. i C. 39(3.00 Ik'low G ri'i'iiciuit le J'.l. -.'• N< w Albun'v. L. W.of Ir*.')" in Ohio Kivcr :i7:>. 73 (This wii.s not <>ii>< of llii< ycarH of lowcKt wuUt, but il wiiH |iMili!ihlv altoiit four ffi-J7 3.'<7.22 i:\aiis\illi' Kailroiol track, liy St. L. &. S. E. R. U 3."i. i ISelow Saint Louis iliretiris 393. 08 Kvansville L. W 1 340.08 i ELEVATION OF CAIRO. First dctcrmuiation. Cai'-o, T. C. R. R. tra !•• ^ poimla dtirrmimtd i« (A<« i«r«»lif«lMa. Xmm* fff 4c(«nBlaMt |>u. K. K. depot Miiisiuiri Valley junction Mciiii't Lincoln, extieuio suniniit Mipuiit Lincoln, cistern of barometer in l&^7:i Montreal, suninier water-level in river N( w A Ihanv, depot of L. X. A . & C. K. K New Allianv, L. \V. I8.">7, Ohio Kiver ( f-dcu, r. 1'. & ( '. 1>. K. K. (hpot track Oiiciha, hase of levels of U. 1'. K. K., L. W. in Mi.s.souri Kiver Oiiialia. 11. \V. in Mi.s.souri Kiver Oii:aha. bed of river Omaha, b<'iich heretofore called iUiii feet above the sea Omaha, track at jire.scnt depot in nia^n line I'. I'. K. U Omaha, tops of east and west ab'.itments of railroad-bridge ( )swe;.'o. mean surface of Lake Ontario T,ii keislMirj:h. L. W. in Oliio Kiver I'eoi ia, eitv-datum. L. \V. in Illinois Kiver I'eoiia. C.,K. l.icV. K. K. depot I'illsliiirgli, Union ih'pot track ritt.Hliurgh, citvdatuni, L. W. in river. I'iltsbuigh, 11. AV. Itf.iJ I'lttslmruh. IL W. 183-.2 I'ikes Peak, exact siinunit Tikes Peak, top of U. S. G. in Delaware Kiver Point Pleasant, very L. W. in Ohio liiver I'ol'tsnioiilh, L. M'. in Ohio Kiver Port Unroll, mean surface of Lake Union Ptu-t Sarnia. mean surface of Lake Huron I'ort Sarnia. G. W. K. \V. track Prairie Dii (Miien. prob::lde L. W. in Mississippi Kiver Qniney.C., 15 & (). K. K. depot Qiiincy, L. W. 18."i-l Mississijtpi Kiver Qnincv. H. \V. 18.") 1 Mississirpi Kiver Quebec, mean hi;rh tiile in Saint Lawrence Kiver Kock Lslaiid, C , K. 1. & P. d.'pot track ... Kock Island, II. \V. 18.')'J Mis.sissippi Kiver Kock Lsland. city-base Sioux City, K. li. track on levee Sioux City, bed of Missouri Kiver.. Sioux f;ity, L \V. Missouri Kiver Saint Joseph. 11. \V. Missmiii Kiver Saint Louis, oit.v directrix Saint Louis, H. W. 1811, ^lississippi Kiver Saint Louis, H. \V. H.^i^, Mississippi Kiver Saint Louis. 11. W. li^.M, Mi.ssissippi Kiver Saint Louis, L. W. extreme < Saint LoMis, ord. wa. Mississippi Kiver Saint Louis, center if bridge on K. K. track Saint Loiiis, center of l)rid;;e on wagon-road Sl«-nheiiville, L. \V. in Ohio Kiver Tene Haute, T. 11. &. Ind. depot *. Terre IIant4', H. \V. in Wabash Kiver fHatc. Iowa . do KaiiKnit . .. .. do .. do . . do ArkansaH . Kentuckv Colorado . Tenu«»«cu ...do Illinois Iowa ..do .. do Canada Indiana .. do Utah N'ebraske ...do ...do ...do ... ilo ..do New Tork West Virginia . . Illinois . . . do Pennsylvania .. . do ...do ...do Colorado Uo Pennsylvania . . . do ....do ...do ...do West Virginia . . Ohio Michigan Canada West . . . ..do Wisccmsiu Illinois ...do ...do Canada Illinois ...do ...do Iowa ...do ...do Missomi ... do ...do ... do ... do ....do ... do ...do . do Ohio Indiana ....do 902.55 4PI.W 831. .-52 W.'.. .'.3 TUXm 788.89 a0!l.29 4U:j. 73 10(». 84 250 00 57:t. OH bPX 15 58<). I* , 296. 98 488.21 218.65 , Ol'.t. 70 , 2?Ki. t» , 187. 63 3o.no 451. 75 379.75 , 303. M 977. no 996.1)0 96 1. 10 997. no , Olio 40 , 049. 40 •ZM. i;o .".7.t no 4 !'.». 00 464. 70 740. (H) 0119 20 729. 8« T.ia. 95 ,146.68 , 124. 84 8.TJ1 C.9I3 3. 3411 6. 4.-4 0.214 522.00 479.00 589.15 589.15 50X 15 613.00 40.->. 22 472. 39 493. 1 1 15.37 .'>08. 68 SCO. 68 546. 68 , 123. 35 , 094. 00 , 104. OU 820.11 428. 29 435. 87 431. 57 431. 17 394. 48 408 00 485. 80 510.04 6:i0. 77 504. 75 485. 45 •This determination is not checked, and should not be considered of equal ijnality with the others. I GKOORAPIIV — KLKVATIOX OF DATrM-POINT«. 659 Vmmm mt 4H«««tlM4 fU»t» }(«M •( Ht •• u » •> •» n J >^ > > ^> 7> »> -> ■>> ^])>i) )>> > > > >.> % ^ )> --.."i',- > > 35 :.-, y ^ '^ ^ • y(i ■ ' ^ > L> ■ ) >^\Ee-.' > > > > 3 ■ ) )• > 3 ;> ^ J) :> :>2> >^^ 3^ ^ ^ >> > J)- i> VV1>.;> ..^:^ J>3>'.^' ■j> ;> i:^^^^ > > >> 303 S^^ > > > > > > > > >> J > > > >>>>>> . ? ?^ > ^ >1 > > > >. » > > > > J ►^z ►^»>: > > . ^> > > > » > > > . > t> >) »> > J > > j > ^