i
DEPARTMENT OF COMMERCE
U. S. COAST AND GEODETIC SURVEY
O. H. TITTMANN
SUPERINTENDENT
HYPSOMETRY
PRECISE LEVELING FROM BRIGHAM, UTAH,
TO SAN FRANCISCO, CALIFORNIA
BY
-WILLIAM BOWIE
Inspector of Geodetic Work, and Chief of the Computing Division
IT. S. Coast and. Geodetic Survey
SPECIAL PUBLICATION No. 22
WASHINGTON
GOVERNMENT PRINTING OFPICK
1914
(?»**— r e> tt o> e^ocJeTTi*. ^ou-v-cw,
DEPARTMENT OF COMMERCE
U. S. COAST AND GEODETIC SURVEY
O. H. TITTMANN
SUPERINTENDENT
HYPSOMETRY
PRECISE LEVELING FROM BRIGHAM, UTAH,
TO SAN FRANCISCO, CALIFORNIA
BY
WILLIAM BOWIE
Inspector of G-eodetic Work, and Chief of the Computing Division
TJ. S. Coast and Geodetic Survey
SPECIAL PUBLICATION No. 22
WASHINGTON
GOVERNMENT PRINTING OPFIOE
1914
ADDITIONAL COPIES
OF THIS PUBLICATION MAY BE PROCURED FROM
THE SUPERINTENDENT OF DOCUMENTS
GOVERNMENT PRINTING OFFICE
WASHINGTON, D. C.
AT
15 CENTS PER COPY
ft Ubwy
CONTENTS.
rum
General statement 5
Standard elevations 5
Orthometric correction 6
Theoretically best elevations 6
Dynamic numbers '. 6
Mean sea level at San Francisco, Cal 6
Detailed statement of results 7
Brigham, Utah, to Beowawe, Nev 7
Beowawe to Marmol, Nev 13
San Francisco, Cal. , to Marmol, Nev 19
Rate of progress 26
Cost of leveling 26
Organization of party 26
Connections with other leveling 27
Agreement of elevations at Brigham, Utah 27
Circuit closures 27
Probable and systematic errors 27
Instrument* used 28
General instructions for precise leveling 29
Study of errors 32
Investigation of systematic errors 33
Relations between the discrepancy and the times of running 34
Relation between errors of leveling and clear and cloudy sky 37
Relation between the errors of leveling and the forward and backward runnings of a line 42
Conclusions 43
Standard elevations 45
Elevations of permanent bench marks 45
Elevations of top of rail in front of railroad stations. 47
Descriptions of bench marks 48
General notes describing different forms and markings of bench marks 48
Descriptions:
Brigham, Utah, to Beowawe, Nev 48
Beowawe to Marmol, Nev 53
Marmol, Nev. , to San Francisco, Cal 56
ILLUSTRATIONS. . I
No. 1. Index map showing general location of the leveling 61
No. 2. Location of bench marks between San Francisco and Clippergap, Cal 62
No. 3. Location of bench marks between Clippergap, Cal., and Doden, Nev 63
No. 4. Location of bench marks between Doden and Fenelon, Nev 64
No. 5. Location of bench marks between Fenelon, Nev. , and Brigham, Utah 65
PRECISE LEVELING FROM BRIGHAM, UTAH, TO SAN FRANCISCO, CAL.
By William Bowie,
Inspector of Geodetic Work and Chief of the Computing Division, United States Coast and Geodetic Survey.
GENERAL STATEMENT.
This publication gives the results of a line of precise levels run along the Southern Pacific
Railway from Brigham, Utah, to San Francisco, Cal., during the seasons of 1911 and 1912
by a party of this Survey under the charge of Assistant John H. Peters. The fine is 891 miles
(1434 kilometers) in length and fixes the elevations of 315 bench marks.
Several noteworthy features of this fine are: (1) That all of the work was done by one
observer. So far as the writer is aware, this is the longest continuous line of levels in the
United States ever run by one person. (2) For the first time a motor-driven velocipede car
was used by a precise-leveling party of the United States Coast and Geodetic Survey. (3) The
excellent progress made by Mr. Peters on his first season's leveling; he had done no precise
leveling previous to 1911. This is especially remarkable, as the country traversed is thinly
populated and villages at which the party could live were far apart.
The engineer who wishes only to obtain the standard elevations of the bench marks and
their descriptions may find the desired data on pages 45 to 60. At the back of this volume
there is given an index which enables one to find easily the pages on which are the elevations
and descriptions of marks at any particular place.
Several members of the field and office force assisted in the computation of the fine of
levels and in the preparation of this report. Especial credit is due H. G. Avers, who had
direct charge of the computations and prepared the descriptions of the bench marks for
publication, and J. H. Peters who assisted in the study of errors.
STANDARD ELEVATIONS.
There have been four general adjustments of the precise levels of the United States, each
succeeding one having been made necessary by important additions to the net. The last
adjustment showed the net to be sufficiently strong to serve without change (except for dis-
turbed local areas) for giving fixed or standard elevations to the public. To this net, as fixed
by the 1912 adjustment (the results of which are shown in Special Publication No. 18, of the
Coast and Geodetic Survey), will be adjusted the separate lines as they may be run in the
future.
The fine under discussion, from Brigham, Utah, to San Francisco, Cal., has been fitted
in or adjusted to the elevation of a bench mark at Brigham, with which it was connected, as
given by the last general adjustment, and the elevations of certain bench marks in San Fran-
cisco which had been determined by a connection with tidal bench marks at the Presidio by
the city engineering department.
The elevations given on pages 45 to 47 of this publication are considered as standard or
fixed.
From time to time in the future, general adjustments of the level net will no doubt be
made in order to obtain the theoretically best elevations of the junction points, but such
adjustments will not disturb the standard elevations, unless they are found to be greatly in
error on account of blunders in the leveling or due to the rising or settling of the bench marks
from earthquake disturbances or the operations of man. Occasionally the elevations of bench
marks are changed by mining operations, drainage, and other local agencies.
5
6 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
ORTHOMETRIC CORRECTION. 1
The orthometric correction was applied to the observed differences in elevation shown on
pages 8 to 25 before they were adjusted between the San Francisco and Brigham elevations.
This correction eliminates from the observed results the effect of the convergence of level
surfaces as the poles of the earth are approached, and the elevations obtained represent the
vertical distances of the points above mean sea level.
On the line San Francisco to Brigham the total orthometric correction is —0.3122 meters.
THEORETICALLY BEST ELEVATIONS.
Every new line added to the precise level net will have some influence on the elevation of
nearly every bench mark in the net, though in most cases this influence will probably be so
small as to be negligible. Therefore for surveying and engineering purposes it is desirable that
the elevations of bench marks be held fixed rather than be continually changed by very small
amounts as new data are added to the net. But it is sometimes desirable to know the theoreti-
cally best orthometric elevation of a bench mark. This can be obtained for a bench mark
on the line between Brigham, Utah, and San Francisco, Cal., by applying to the standard
elevation of the bench mark in question a correction which bears the same proportion to the
difference between the theoretically best orthometric elevation and the standard elevation of
bench mark "R" at Brigham as the distance between Brigham and the bench mark bears to
the whole distance between Brigham and San Francisco. The theoretically best orthometric
elevation of bench mark "R" at Brigham as obtained by the methods described on pages 57
and 58 of Special Publication No. 18 is 1309.1510 meters.
DYNAMIC NUMBERS. 1
When the orthometric correction has been applied to the observed elevation of two bench
marks which are in the same level surface, the surface of the water at rest in an elevated
north-and-south canal, for instance, the two marks will have different elevations above sea
level. This difference is so slight in practically all cases in which engineers are interested that
it may be ignored. There are occasions, however, when it is desired to know the exact dis-
tance in terms of some unit between the level surfaces in which two bench marks are situated.
The difference between the two orthometric elevations will not give this information. In such
cases the dynamic number of each bench mark must be computed, then the distance between
the surfaces may be obtained in terms of the work done in raising a unit mass through a unit
distance. If the stations should be in the same level surface then the difference between their
dynamic numbers will be zero. As stated above, the orthometric elevations of two points in
the same level surface will differ by the amount by which the surface containing them converges
toward the sea-level surface in going from the more southern point to the other one. The
convergence is a function only of the difference in latitude and the average elevation of the
points.
MEAN SEA LEVEL AT SAN FRANCISCO, CAL.
The elevations of the bench marks established by the city of San Francisco, upon which
the elevations of the line under discussion depend, are based upon a preliminary elevation of
8.970 feet above mean sea level for bench mark No. 15.
Bench mark No. 15, also known as "Granite B. M.," is the reference bench mark for the
tidal station at the Presidio. It is the top of the rounded head of a copper bolt set in the top
of a granite post, 12 inches square in cross section and 36 inches long, imbedded in concrete
on the east side of the road leading from the Presidio wharf to the Barracks and about 255
1 The orthometric correction and also dynamic numbers are discussed on pp. 49 to 53 of Special Publication No. 18 of the Coast and Geodetic
Survey; also at length by Charles Lallemand on pp. 358 to 387 of his " Nivellement de Haute Precision" in the Encyclopedic des Travaux Publics;
Paris et Liege, 1912.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO. 7
feet from the shore end of the wharf. The top of the stone is marked "U. S. C. S., 1897, B. M."
The bench mark was established in August, 1897, and subsequently covered by the edge of the
macadamizing of the road to the Quartermaster's warehouse.
The tide staff at the Presidio was established in 1897. Since then continuous tidal obser-
vations have been in progress.
The following table gives the value of mean sea level above the zero of the tide staff of
1897, for each calendar year since its establishment.
Year.
Height.
Year.
Height.
Year.
Height.
Year.
Height.
Feet.
Feet.
Feet.
Feet.
1898
8.30
1902
8.57
1906
8.58
1910
8.42
1899
8.44
1903
8.53
1907
8.66
1911
8.61
1900
8.50
1904
8.83
1908
8.43
1912
8.49
1901
8.46
1905
8.65
1909
8.53
1913
8.51
Mean sea level for 16 years (1898 to 1913) =8.519 feet on the staff.
The above readings have been reduced to the staff of 1897 on the assumption that bench
mark No. 15 remained unchanged during the entire period of observations. The elevation of
bench mark No. 15 above the zero of the tide staff of 1897 was accepted as 17.493 feet, which
is the mean of 8 sets of levels taken at various times between the years 1897 and 1905.
The elevation of bench mark No. 15 above mean sea level from the tidal observations
1898 to 1913 is therefore 17.493-8.519 = 8.974 feet. The difference between this value and
the one (8.970) used in the computation of the elevations of the precise leveling bench marks
is only 0.004 feet (1.2 millimeters) and is so small that the elevations have not been corrected
to accord with the latest value of mean sea level.
DETAILED STATEMENT OF RESULTS.
BRIGHAM, UTAH, TO BEOWAWE, NEV.
This section was run between June 26, and November 8, 1911.
Precise level No. 7 and rods CC and DD were used for the entire line. The lengths of
these rods at 0°C, as determined by the instrument division of this Survey, are as follows:
June 8, 1911, rod CC, 3.0013 meters, rod DD, 3.0015 meters; January 12, 1912, rod CC,
3.0008 meters, rod DD, 3.0012 meters.
These measurements show a slight shortening of the rods. The field measurements give
no indication of a sudden change during the period of leveling. In the computation the mean
length of the rods at 0.0° C. for the season, 3.0012 meters, or an excess of 0.40 millimeter per
meter was used. The index correction of rod CC was —0.3 millimeter; of rod DD, —0.2
millimeter.
Three bench marks, Q, R, and T, on the lino of levels between Ogden, Utah, and Poca-
tello, Idaho, were recovered. The new determination of the differences of elevations between
these three bench marks showed that R and T had maintained the relative position in which
they were established, while Q had settled about 26 millimeters.
The elevation of bench mark Q, published on page 132 of Special Publication No. 18,
should therefore be used with caution for engineering and survey purposes.
The elevations in the following table are based on an assumed elevation of 1308.9203
meters for bench mark R at Brigham, Utah.
U. S. COAST AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, Brigham, Utah, to Beowawe, Nev.
Date.
1911.
June 29
July 1-June 29.
July 1-June 28.
June 28-28
Do
June 28-27
June 27-27
Do
Do ,
Do
June 28-27
June 26-26
Do
Do
July 1-1
July 3-8
July8-8
July 3-3
Do
Do
Do
Do
July 3-5
July 5-5
Do
Do
July 7-7
Do
Do
July 6-7
July 6-6
Do
Do
Do
July 1-1
Do
July 11-11
Do
Do
July 12-12
July 11-11
July 11-12
July 12-12
Do
Do
July 12-13
July 13-13
Do
Do
Do
July 13-14
July 17-17
July 14-14
Do
Do
July 17-17
July 14-17
July 17-17
July 17-18
July 18-18
Do
Do
Do
July 18-24
July 24-24
Do
Do
Do
Do
July 25-25
Do
Do
Do
Do
Do
Do
July 26-25
July 26-26
Do
Do
Do
July 27-27
July 27-28
July 27-27
Do
Do
From B. M. to
B. M.
Dis-
tance
in kilo-
me-
ters.
Q-10
10-9
9-8
8-7
7-6
6-5
5-4
4-3
3-2
2-J,
2-J 8
1-K»
R-ll
11-12
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-Lj
Lg-22-
22-23
23-24
24-25
25-26
26-27
27-T
28-29
29-M 9
M»-30
30-31
30-31
31-32
32-N,
N(r-33
33-34
34-0 9
Og-35
35-36
36-P 9
Ps-37
37-38
38-39
38-39
39-Q,
Q»-40
40-41
40-41
41-42
42-R 9
Rs-43
43-44
44-Ss
S»-45
45-46
46^7
46-47
47-T,
T„-48
48-U 9
U.-49
U.-49
49-V 9
Vk-50
50-W 9
Wj-51
51-52
52-53
53-54
54-X 9
Xr-55
55-56
55-57
56-57
57-58
68-59
59-60
60-61
1.568
1.375
0.987
0.964
1.227
0.983
0.986
0.977
1.170
1.128
1.128
Difference of elevation.
Forward
line.
o.ias
0.614
7H^
1.075
1. ail
1.311
1.192
1.271
1.263
1.102
1.269
0.986
1.291
1.210
2.014
0.254
1.207
1.420
1.293
1.273
1.272
1.151
1.161
1.095
1.211
1.134
1.096
1.041
1.041
0.789
1.007
1.116
1.022
1.244
1.023
1.320
1.376
1.197
1.137
1.467
1.467
1.559
1.351
1.356
1.356
1.161
0.613
1.115
1.385
1.325
1.285
1.582
1.132
1.132
0.682
0.824
1.205
1.648
1.648
0.993
0.461
0.857
0.557
1.097
1.017
1.057
1.121
1.090
0.747
1.028
1.028
0.985
1.071
1.059
1.020
m.
- 3.7553
- 3.7529
- 4.1826
+ 2.3468
+ 3.0333
- 1.5243
- 1.6416
- 1.4722
+ 4.1190
+ 8.57*9
+ 7.6399
+ 7.6374
+ 1'J. 1368
+ 20.3041
- 4.2481
- 7.7889
- 9.2179
- 5.3208
- 0.4404
+ 0.4679
+ 0.5403
+ 0.8441
+ 1.5476
+ 3. 1569
+ 4.5292
+ 1.1856
+ 2.4001
+ 4.0557
+ 1.7453
+ 3.3513
+ 0.3498
+ 2.4588
+ 2.8321
+ 1.7431
-10.9668
- 2.7640
- 0.0789
+ 0.9181
- 0.5942
- 0.5920
- 0.3135
+ 1.4582
+ 1.3355
+ 0.3801
- 0.3078
+ 1.4855
+ 1.5162
+ 0.1301
+ 0.8488
- 0.5364
- 2.2275
- 2.2241
+ 2.6350
- 5.3485
- 0.3329
- 0.3335
- 0.0479
+ 1.2777
- 1.8929
+ 0.3152
+ 2.5690
+ 2.3873
+ 3.3836
- 1.2972
- 1.2956
+ 0.3097
+ 0.9584
+ 4.8963
+ 9.9556
+ 9.9549
+12.5909
+ 4.9811
+ 4.6148
- 1.9222
+13.2035
+ 14.8016
+15.4260
+16.5604
+16.3466
+16.3425
+12.7663
+ 17.2740
+ 17.2797
+ 14.6043
+15.0254
+15.4858
- 1.5021
Back-
ward
line.
m.
+ 3.7497
+ 3.7515
+ 4.1866
- 2.3491
- 3.0329
+ 1.5274
+ 1.6427
+ 1.4722
- 4.1166
- 8.5728
- 7.6337
- 7.6344
Mean.
}"
3.7524
4. 1846
+ 2.3480
+ 3.0331
- 1.5258
- 1.6422
- 1.4722
+ 4.1178
+ 8.5738
+ 7.6363
19. U-0
20. 3939
2485
+ 4
+ 7.7882
+ 9.2223
+ 9.2216
+ 5.3239
+ 0. 4382
- 0. 4681
- 0. 5414
- 0.8466
- 1.5482
- 3. 1564
- 4 5298
- 1.1825
- 2.3993
- 4.0542
- 1.7454
- 3.3538
- 0.3495
- 2.4619
- 2.8281
- 1.7435
1 ■ ■ .
+ 2.7646
+ 0.0793
- 0.9174
+ 0.5899
+ 0.5957
+ 0.3155
- 1.4591
- 1.3335
- 0.3827
+ 3109
- 1.4848
- 1.5181
- 0.1284
- 0.8514
+ 0.5363
+ 2.2220
+ 2.2263
- 2.6371
+ 5.3466
+ 0.3272
+ 0.3315
+ 0.0454
- 1.2780
+ 1.8957
- 0.3139
- 2.5734
- 2.3845
- 3.3854
+ 1.2901
+ 1.2968
- 0.8088
- 0.9582
- 4.8924
- 9.9484
- 9.9590
-12.5922
- 4.9821
- 4.6155
+ 1.9213
-13.2025
-14.8007
-15.4274
-16.5593
-16.3393
-16.3451
-12. 7646
-17.2780
-17.2803
-14.6047
-15.0264
-15.4857
+ 1.5012
+ 19.1369
+20.3940
Discrepancy.
Par-
tial.
+3.5
-4.0
+2.3
-0.4
-3.1
-1.1
0.0
-2.4
-2.1
-4.6
+0.2
-0.2
- 4.2484
- 7.7886
- 9.2200
- 5.3224
- 0.4393
+ 0. 4680
+ 0.5408
+ 0.8454
+ 1.5479
+ 3.1566
+ 4.5295
+ 1.1840
+ 2.3997
+ 4.0550
+ 1.7454
+ 3.3526
+ 0.3496
+ 2.4604
+ 2.8301
+ 1. 7433
-10.9675
- 2.7643
- 0.0791
+ 0.9178
- 0.5930
- 0.3145
+ 1.4586
+ 1.3345
+ 0.3814
- 0.3094
+ 1.4852
+ 1.5172
+ 0.1292
+ 0.8501
- 0.5364
- 2.2250
+ 2.6360
- 5.3476
- 0.3313
- 0.0466
+ 1.2778
- 1.8943
+ 0.3146
+ 2.5712
+ 2.3859
+ 3.3845
- 1.2950
+ 0.3098
+ 0.9583
+ 4.8944
+ 9.9544
+12.5918
+ 4.9816
+ 4.6152
- 1.9218
+13.2030
+14.8012
+15.4267
+ 16.5598
+16.3434
+12. 7654
+17.2780
+14.6045
+15.0259
+15.4858
- 1.5016
^TT
Total
accu-
mu-
lated.
+12.0
+ 15.5
+ 11.5
+ 13.8
+13.4
+10.3
+ 9.2
+ 9.2
+ 6.8
+ 4.7
I 4.9
+ 4.7
+ 0TT
+0.7 +0.7
-4.1
-3.1
+2.2
+0.2
+1.1
+ 2.5
+0.6
-0.5
+0.6
-3.1
-0.8
-1.5
+0.1
+2.5
-0.3
+3.1
-4.0
+0.4
-0.6
-0.4
-0.7
+0.3
-2.0
+0.9
-2.0
+2.6
-3.1
-0.7
+1.9
-1.7
+2.6
+0.1
+ 1.6
+2.1
+1.9
+3.8
+2.5
+0.3
-2.8
-1.3
+4.4
-2.8
+1.8
+2.8
+0.1
-0.2
-3.9
-1.5
+1.3
+ 1.0
+0.7
+0.9
-1.0
-0.9
+ 1.4
-1.1
-2.4
-1.7
+2.4
+0.4
+1.0
-0.1
+0.9
-3.4
-6.5
- 4.3
- 4.1
- 3.0
-0.5
+ 0.1
- 0.4
+ 0.2
- 2.9
- 3.7
-5.2
- 5.1
- 2.6
- 2.9
+ 0.2
-3.8
-3.4
-0.9
-1.5
- 1.9
-2.6
- 2.3
-4.3
-3.4
- 5.4
-2.8
-5.9
- 6.6
- 4.7
-6.4
-3.8
-3.7
- 2.1
Designation
ofB.M.
0.0
+ 1.9
+ 5.7
+ 8.2
+ 8.5
+ 5.7
+ 4.4
+ 8.8
+ 6.0
+ 7.8
+ 10.6
+ 10.7
+10.5
+ 6.6
+5.1
+ 6.4
+ 7.4
+ 8.1
+ 9.0
+ 8.0
+ 7.1
+ 8.5
+ 7.4
+ 5.0
+ 3.3
+ 5.7
+ 6.1
+ 7.1
+ 7.0
+ 7.9
1
Distance
from
B. M. R.
29
M»
30
31
32
N„
33
34
9
35
36
P.
37
38
39
Q>
40
T 9
48
U,
49
V,
50
W>
51
52
53
54
X 9
55
56
57
58
59
60
61
km.
12. 115
10.547
9.172
8.185
7.221
5.994
5.011
4.025
3.048
1.878
1.075
Observed
elevation
above
mean
sea level.
2.386
3.578
4.849
6.112
7.214
8.483
9. 469
10.760
11.970
13.984
14.238
15. 445
16.865
18. 158
19.431
20.703
21.854
23.015
"2-T7IT
3.381
4.515
5.611
6.652
7.441
8.448
9.564
10.586
11.830
12.853
14.173
15. 549
16. 746
17.883
19.350
20.909
22.260
23.616
24. 777
25.390
26. 505
27.890
29.215
30.500
32. 082
33.214
33.896
34.720
35.925
37.573
38.566
39.027
39.884
40.441
41.538
42. 555
43. 612
44.733
45.823
46.570
47.598
48.583
49.654
50.713
51.733
m.
1300.0369
1296.2845
1292.0999
1294. 4479
1297. 4810
1295. 9552
1294.3130
1292. 8408
1380. 9586
1305. 5324
1301. 1317
1291.9117
1286. 5893
1286. 1500
1286 6180
1287. 1588
1288. 0042
1289. 5521
1292. 70S7
1297. 2382
1298. 4222
1300. 8219
1304. 8769
1306. 6223
1309. 9749
1310. 3245
1312. 784S
1315. 615C
1317.3583
iiWo. ie42
1287. 3999
1287. 3208
1288. 2386
1287.6456
1287.3311
1288. 7897
1290. 1242
1290. 5056
1290. 1962
1291.6814
1293. 1986
1293. 3278
1294. 1779
1293. 6415
1291.4165
1294.0525
1288. 7049
1288.3736
1288.3270
1288. COM
1287. 7105
1288. 0251
U80. sen
1292. 9822
12%. 3667
1295.0717
1295.3815
1296. 3398
1301. 2342
1311.1886
1323. 7802
1328. 7618
1333. 3770
1331. 4552
1344. 6582
1359. 4594
1374.8861
1391. 4459
1407. 7893
1420.5547
1437.8327
1452. 4372
1467. 4631
1482.9489
1481.4473
PRECISE LEVELING, BKIGHAM TO SAN FRANCISCO.
Results of leveling, Brigham, Utah, to Beowawe, Nev. — Continued.
9
Date.
1911
Inly 27-27
July 28-27
July 27-28
July 28-Aug. 4.
Do
Do
Do
July 28-29
Do
Do
Do
Do
Do
July 29-29
Do
July31-31
Aug. 2-2
July 31-31
Do
Aug. 2-2
July 31-31
Aug. 2-2
July 31-31
Do
July 31-Aug. 2.
Aug. 2-2
Aug. 3-3
Aug. 2-2
Do
Aug. 2-3
Aug. 3-3
Do
Do
Aug. 7-7
Do
Do
Do
Aug. 9-9
Do
Do
Do
Do
Aug. 10-10
Do
Do
Do
Aug. 10-11
Do
Aug. 11-11
Do
Do
Do
Aug. 11-12
Do
Aug. 12-12
Do
Vug. 19-19
Do
Do
Do
Do
Do
Do
Aug. 19-22
Do
Aug. 14-14
Do
Do
Do
Do
Do
Aug. 14-15
Do
Aug. 15-15
Do
Do
Do
Aug. 15-16
Aug. 16-16
Do
Do
Do
Do
Aug. 17-16
Aug. 16-17
Aug. 17-17
Do
Aug. 18-18
Aug. 17-17
Do
From B. M.
B. M.
to
61-62
62-63
63-Y,
Yr-64
64-65
65-66
66-Z,
Z,r67
67-68
68-69
69-70
70-A,o
A iir71
71-72
72-B,o
B 10-73
B,o-73
73-74
74-75
74-75
75-Cio
75-Cio
Co-76
76-77
77-78.
78-79
78-79
79-80
80-Dio
D ,0-81
81-82
82-83
83-E,
E.o-84
84-85
85-86
86-87
87-F,o
Fio-88
88-89
89-90
90-91
91-Gio
G,o-92
92-93
93-94
94-95
95-96
96-Hio
Hio-97
97-98
99-100
100-101
lOl-I.o
101-I,o
I,o-102
102-103
103-104
104-105
105-106
106-Jio
J, 0-107
107-108
108-K.o
K,o-109
K,o-109
109-110
110-111
111-112
112-113
113-114
114-115
115-L,o
L.o-116
116-117
117-118
118-119
119-Mi„
119-M,
M,o-120
120-121
121-122
121-122
122-Nio
N,o-123
123-124
123-124
124-125
125-126
Dis-
tance
in kilo-
me-
ters.
1.027
0.947
0.782
1.025
1.171
1.174
0.524
0.974
1.026
1.154
1.035
0.427
1.071
1.102
1.729
1.288
1.288
1.173
1.156
1.156
0.788
0.788
1.125
1.137
1.322
1.201
1.201
0.990
0.712
1.476
1.045
0.980
1.328
1.514
1.09G
1.247
1.281
1.044
1.230
1.089
1.096
1.148
0.922
0.567
1.183
1.165
1.039
1.165
1.006
1.140
0.937
1.186
1.190
1.001
1.083
1.083
0.975
1.097
1.199
1.090
1.359
1.090
1.129
0.926
1.551
1.079
1.079
1.026
1.225
1.101
1.065
1.066
1.077
1.450
1.024
1.043
1.027
1.037
0.627
0.627
1.028
1.152
1.061
1.061
1.663
1.151
1.080
1.080
1.037
1.025
Difference of elevation.
Forward
line.
m.
+ 6.5173
+ 5.5724
+ 0.5000
- 2.3035
- 2.9050
- 4.0912
- 0. 1363
- 4.6886
-13.7523
-13.6138
-10.1499
- 1.4078
- 8.3503
-13.3475
-19.4542
- 4.3392
- 4.3418
+ 7.4020
+ 1.9302
+ 1.9320
- 6.0788
- 6.0804
- 6.5148
-14.2508
-15.2620
-15.2976
-15.3035
-12.1599
- 9.8945
-17.1452
-13.2580
- 9. 7977
- 1.1365
+ 0.0424
- 0.0501
- 0.0383
- 0.0356
+ 3.0519
- 1.4176
+ 0.0670
+ 0.2706
+ 1.4713
+ 0.6391
+ 0.3741
- 0.2180
4- 1.6830
+ 1.9174
+ 3.1361
- 2.6467
- 3.0171
- 1.3460
- 1.6523
+ 0.5055
+ 0.5163
- 0.40SO
- 0.4112
+ 0.3731
- 0.2443
- 0.4785
- 1.0812
- 0.3526
+ 0.7974
- 0.6697
+ 0.9834
+ 0.3567
+ 0. 4631
+ 0.4594
+ 0.54S1
- 1.5512
+ 0.4926
+ 0.5146
+ 6.3794
+13.3915
+19.2418
+11.5834
+11.9673
+11.9756
+12.8233
+ 9.5497
+ 9.5513
+ 11.1290
+14.5343
+13.3493
+13.3542
+13.4530
-13.4437
+ 0.6167
+ 0.6156
- 7.7885
- 4.6399
Back-
ward
line.
771.
- 6.5188
- 5.5725
- O.5O03
+ 2.3047
+ 2.9036
+ 4.0874
+ 0. 1360
+ 4.6875
+13. 7490
+13.6138
+ 10.1525
+ 1.4075
+ 8.3508
+13.3493
+19.4525
+ 4.3480
+ 4.3434
- 7.4053
- 1.9360
- 1.9335
+ 6.0829
+ 6.0817
+ 6.5127
+14.2512
+15.2625
+ 15.3040
+15.3018
+ 12.1624
+ 9.8965
+ 17.1494
+13. 2599
+ 9.7979
+ 1.1335
- 0.0398
+ 0.0520
+ 0.0364
+ 0.0356
- 3.0504
+ 1.4187
- 0.0698
- 0.2717
- 1.4692
- 0.6371
- 0.3755
+ 0.2187
- 1.6840
- 1.9187
- 3.1342
+ 2.6489
+ 3.0180
+ 1.3459
+ 1.6523
- 0.5072
- 0.5161
0. 4126
f 0.4111
- 0.3716
+ 0.2435
+ 0.4784
+ 1.0775
+ 0.3550
- 0.7936
+ 0.6720
- 0.9825
- 0.3582
- 0.4591
- 0.54S0
+ 1.5535
- 0.4936
- 0.5128
- 6.3820
-13.3940
-19.2464
-11.5840
-11.9658
-11.9764
-12.8218
- 9.5539
- 9.5531
-11.1310
-14.5341
-13.3559
-13.3520
-13.4572
+ 13.4463
- 0.6160
+ 7.7849
+ 4.6419
Mean.
+ 6.5180
+ 5.5724
+ 0.5002
- 2.3041
- 2.9043
- 4.0893
- 0. 1362
- 4.6880
-13. 7506
-13.6138
-10. 1512
- 1.4076
- 8.3506
-13.3484
-19.4534
- 4.3431
+ 7.4036
+ 1.9330
- 6.0810
- 6.5138
-14.2510
-15.2622
-15.3018
-12.1612
- 9.8955
-17.1473
-13.2590
- 9.7978
- 1.1350
+ 0.0411
- 0.0510
- 0.0374
- 0.0356
+ 3.0512
- 1.4182
+ 0.0684
+ 0.2712
+ 1.4702
+ 0.6381
+ 0.3748
- 0.2184
+ 1.6835
+ 1.9180
+ 3.1352
- 2.6478
- 3.0176
- 1.3460
- 1.6523
+ 0.5064
+ 0.5162
- 0.4107
+ 0.3724
- 0.2439
- 0.4784
- 1.0794
- 0.3538
+ 0.7955
- 0.6708
+ 0.9830
+ 0.3574
+ 0.4602
+ 0.5480
- 1.5524
+ 0.4931
+ 0.5137
+ 6.3807
+ 13.3928
+ 19.2441
+ 11.5837
+ 11.9666
+11.9760
+12.8226
+ 9.5520
+ 11.1300
+14.5342
+13.3529
+13.4551
-13.4450
+ 0.6161
- 7.7867
- 4.6409
Discrepancy.
Par-
tial.
mm
+ 1.5
+0.1
+0.3
-1.2
+1.4
+3.8
+0.3
+1.1
+3.3
0.0
-2.6
+0.3
-0.5
-1.8
+ 1.7
-5.2
+3.3
+3.7
-2.7
+ 2.1
-0.4
-0.5
-2.3
-2.5
-2.0
-4.2
-1.9
-0.2
+3.0
-2.6
-1.9
+1.9
0.0
-1.5
-1.1
+2.8
+ 1.1
-2.1
-2.0
+ 1.4
-0.7
+1.0
+ 1.3
-1.9
-2.2
-0.9
+0.1
0.0
+ 1.7
-0.2
-2.2
-1.5
+0.8
+0.1
+3.7
-2.4
-3.8
-2.3
-0.9
+1.5
-2.1
-0.1
-2.3
+1.0
-1.8
+2.6
+2.5
+4.6
+0.6
-1.5
+0.8
-1.6
+3.0
+2.0
-0.2
+2.2
+4.2
-2.6
-0.2
+3.6
-2.0
Total
accu-
mu-
lated.
mm.
+ 9.4
+ 9.5
+ 9.8
+ 8.6
+ 10.0
+13.8
+14.1
+15.2
+ 18.5
+ 18.5
+ 15.9
+ 16.2
+ 15.7
+ 13.9
+ 15.6
+10.4
+13.7
+17.4
+14.7
+ 16.8
+ 16.4
+ 15.9
+13.6
+11.1
+ 9.1
+ 4.9
+ 3.0
+ 2.8
+ 5.8
+ 3.2
+ 1.3
+ 3.2
+ 3.2
+ 1.7
+ 0.6
+ 3.4
+ 4.5
+ 2.4
+ 0.4
+ 1.8
+ 1.1
+ 2.1
+ 3.4
+ 1.5
- 0.7
- 1.6
- 1.5
- 1.5
+ 0.2
0.0
- 2.2
-3.7
-2.9
- 2.8
+ 0.9
- 1.5
-5.3
- 7.6
- 8.5
- 7.0
- 9.1
-9.2
-11.5
-10.5
-12.3
-9.7
- 7.2
-2.6
- 2.0
- 3.5
-2.7
- 4.2
- 1.2
+ 0.8
+ 0.6
+ 2.8
+ 7.0
+ 4.4
+ 4.2
Designation
ofB. M.
62
63
Y,
64
65
66
Z,
67
68
69
70
A io
71
72
B,o
73
74
75
Cio
76
77
78
80
D,o
81
82
83
E,o
84
85
86
87
F,o
88
89
90
91
G,o
92
93
94
95
96
H,o
97
98
99
100
101
102
103
104
105
106
J io
107
108
Kio
109
110
111
112
113
114
115
Lio
116
117
118
119
120
121
122
N,o
123
125
126
Distance
from
B.M. R.
fem
52. 760
53. 707
54.489
55. 514
56.685
57. 859
58. 383
59.357
60.383
61. 537
62. 572
62.999
64. 070
65. 172
66.901
68.189
69. 362
70.518
72. 431
73.568
74.890
76.091
77.081
77.793
79. 209
80. 314
81.294
82.622
84.136
85.232
86.479
87. 760
88.804
90.034
91.123
92. 219
93.367
94. 289
94.856
96. 039
97. 204
98. 243
99.408
100. 414*
101.554
102. 491
103. 677
104. 867
105. 868
106.951
107.926
109.023
110.222
111.312
112. 671
113. 761
114.890
115.816
117.367
118.446
119.472
120.697
121.798
122.863
123.929
125.006
126. 456
127.480
128.523
129.550
130.587
131.214
132. 242
133.394
134.455
136. 118
137.269
138.349
139.386
140.411
Observed
elevation
above
mean
sea level.
m.
1487.9653
1493. 5377
1494.0379
1491. 7338
1488. 8295
1484. 7402
1484. 6040
1479. 9160
1466. 1654
1452. 5516
1442. 4004
1440. 9928
1432. 6422
1419. 2938
1399. 8404
1395. 4973
1402.9009
1404. 8339
1392. 2391
1377.9881
1362. 7259
1347.4241
1335. 2629
1325. 3674
1308. 2201
1294.9611
1285. 1633
1284. 0283
1284. 0694
1284. 0184
1283. 9810
1283.9454
1286. 9966
1285. 5784
1285. 6468
1285.9180
1287.3882
1288.0263
1288. 4011
1288. 1827
1289. 8662
1291.7842
1294.9194
1292. 2716
1289. 2540
1287. 9080
1286. 2557
1286. 7621
1287. 2783
1286. 8676
12S7.2400
1286. 9961
1286. 5177
1285.4383
1285.0845
1285. 8800
1285. 2092
1286.1922
1286. 5496
1287. 0098
1287. 5578
1286.0054
128G. 4985
1287.0122
1293. 3929
1306. 7857
1326.0298
1337.6135
1349. 5801
1361.5561
1374. 3787
1383.9307
1395.0607
1409.5949
1422.9478
1436.4029
1422.9579
1423.5740
1415. 7873
1411.1464
10
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, Brigham, Utah, to Beowawe, Nev. — Continued.
Date.
From B. M. to
B. M.
Dis-
tance
in kilo-
me-
ters.
Difference of elevation.
Forward
line.
Back-
ward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designation
ofB. M.
Distance
from
B. M. K.
Observed
elevation
above
mean
sea level.
1911.
Aug. 18-18
Aug. 21-21
Aug. 18-18
Do
Do
Do
Aug. 21-21
Aug. 25-25
Aug. 21-21
Do
Do
Aug. 26-21
Aug. 26-26
Do
Do
Do
Do
Do
Aug. 26-27
Aug. 27-27
Do
Do
Do
Do
Do
Aug. 28-28
Do
Do
Do
Aug. 29-30
Aug. 28-28
Do
Do
Do
Aug. 29-29
Do
Do
Aug. 29-28
Aug. 29-29
Do
Do
Aug. 30-30
Do
Do
Do
Do
Aug. 31-31
Do
Do
Do
Do
Do
Aug. 31, Sept. 1
Sept. 1-1
Do
Do
Sept. 1-2
Sept. 2-2
Do
Do
Sept. 13-13
Do
Sept. 12-12
Sept. 13-13
Sept. 12-12
Do
Sept. 11-11
Do
Do
Do
Do
Sept. 8-8
Sept. 13-13
Sept. 8-6
Do
Sept. 8-8
Do
Sept. 8-6
Do
Sept. 7-7
Do
Sept. 6-7
Sept. 7-8
Sept. 6-7
Sept. 7-7
Do
Sept. 6-7
126-127
126-127
127-128
128-129
129-130
130-Oio
0,0-131
0„rl31
131-132
132-133
133-134
134-135
135-136
136-137
137-Pio
Pio-138
138-139
139-140
140-141
141-142
142-143
143-144
144-145
145-146
146-Q,„
Qlo-147
147-148
148-R,o
Rlo-149
Klo-149
149-150
150-151
151-152
152-153
153-Sio
Sio-154
154-155
155-156
156-157
157-158
158-159
159-160
160-T,o
T 10 -161
161-162
162-163
163-164
164-165
165-U,o
U,o-166
166-167
167-168
168-169
169-170
170-171
171-V 10
V,o-172
172-173
173-174
174-175
175-176
176-Wio
i7o-X,o
176-X.o
Xio-Y,o
Y,o-177
177-178
178-Zio
Znr-179
179-An
A„-180
180-181
180-181
181-182
182-183
183-I 3
13-184
184-185
185-186
186-J 3
Jn-187
187-188
187-188
1SS IS!)
189-Ks
Kj-190
190-tfll
1.077
1.077
1.031
1.021
1.013
0.916
1.007
1.007
1.114
1.019
1.038
1.017
1.128
1.024
1.167
1.183
1.022
1.120
1.077
1.184
1.139
1.173
1.260
1.061
1.118
1.122
1.389
1.382
1.415
1.415
1.147
1.320
1.015
1.447
1.149
1.209
1.129
1.165
1.198
1.146
1.145
1.078
1.495
1.132
1.114
1.027
1.321
1.033
0.989
1.040
1.136
1.332
1.188
1.138
1.239
1.074
1.141
1.282
1.144
1.261
(U>61
0.924
771.
+ 1.6473
+ 1.6503
- 1.7188
- 1.8733
+ 0.1014
- 5.4012
- 5.9264
- 5.9284
+ 0.1530
- 1.6055
+ 0.2171
+ 5.7854
- 1.1661
+ 0.6430
- 1.8507
+ 11.3422
+ 12.3863
+14. 0272
- 0. 4365
- 7.0827
+ 1.9171
- 7.3953
+ 8.5200
+ 4.3095
- 8.6213
-15.6756
-14. 7280
-11.2233
-10. 2636
-10. 2612
- 2.4311
- 4.4414
- 7.3303
- 5.4230
- 0.5656
- 1.0233
- 6.5939
- 8.9735
- 6.8566
- 6.6473
- 3. 2814
- 1.6055
+ 3.4016
- 0.1042
+ 2.1939
+ 3.9711
+ 4.9048
+ 2.2998
+ 0.9918
+ 4.7387
+ 2.2993
- 4.0720
- 1.6220
+ 2.6970
+ 1.9552
+ 4.2243
+10.9882
+ 8.65S5
+ 3.4905
- 1.5667
- 5. 5739
TO.
- 1.6515
- 1.6531
+ 1.7176
+ 1.8750
- 0.1014
+ 5.4006
+ 5.9336
+ 5.9288
- 0. 1532
+ 1.6050
- 0.2153
- 5. 7865
+ 1.1666
- 0.6410
+ 1.8509
-11.3444
-12.3862
-14.0249
+ 0.4350
+ 7.0819
- 1.9169
+ 7.3927
- 8.5228
- 4.3086
+ 8.6205
+ 15.6775
+ 14.7282
+11.2262
+ 10.2685
+10.2615
+ 2.4296
+ 4.4439
+ 7.3288
+ 5.4206
+ 0.5685
+ 1.0270
+ 6.5939
+ 8.9716
+ 6.8554
+ 6.6495
+ 3.2789
+ 1.6070
- 3.4064
+ 0.1034
- 2.1963
- 3.9709
- 4.9050
- 2.3006
- 0.9915
- 4.7359
- 2.3026
+ 4.0759
+ 1.6252
- 2.6995
- 1.9556
- 4.2235
-10.9876
- 8.6612
- 3.4914
+ 1.5640
+ 5.5722
+ 1.6506
- 1.7182
- 1.8742
+ 0.1014
- 5.4009
- 5.9293
+ 0.1531
- 1.6052
+ 0.2162
+ 5.7860
- 1.1664
+ 0.6420
- 1.8508
+11.3433
+ 12.3862
+ 14.0260
- 0.4358
- 7.0823
+ 1.9170
- 7.3940
+ 8.5214
+ 4.3090
- 8.6209
-15.6766
-14. 7281
-11.2248
-10.2637
- 2.4304
- 4.4426
- 7.3296
- 5.4218
- 0.5670
- 1.0252
- 6.5939
- 8.9726
- 6.8560
- 6.6484
- 3.2802
- 1.6062
+ 3.4040
- 0.1038
+ 2.1951
+ 3.9710
+ 4.9049
+ 2.3002
+ 0.9916
+ 4.7373
+ 2.3010
- 4.0740
- 1.6236
+ 2.6982
+ 1.9554
+ 4.2239
+10.9879
+ 8.6604
+ 3.4910
- 1.5654
- 5.5730
+3.5
+1.2
-1.7
0.0
+0.6
-3.8
+0.2
+0.5
-1.8
+1.1
-0.5
-2.0
-0.2
+ 2.2
-0.1
-2.3
+ 1.5
+0.8
-0.2
+2.6
+2.8
-0.9
+0.8
-1.9
-0.2
-2.9
-2.6
+1.5
-2.5
+ 1.5
+2.4
-2.9
-3.7
0.0
+ 1.9
+1.2
-2.2
+2.5
-1.5
+4.8
+0.8
+2.4
-0.2
+0.2
+0.8
-0.3
-2.8
+3.3
-3.9
-3.2
+2.5
+0.4
-0.8
-0.6
+1.7
+0.9
+2.7
+ 1.7
mm.
+ 9.3
+ 10.5
0.4
5.6
5.8
6.3
4.5
5.6
5.1
3.1
2.9
5.1
+ 5.0
+ 2.7
+ 4.2
+ 5.0
+ 4.8
+ 7.4
+10.2
+ 9.3
+10.1
+ 8.2
+ 8.0
+ 5.1
+ 2.5
+ 4.0
+ 1.5
+ 3.0
+ 5.4
+ 2.5
- 1.2
- 1.2
+ 0.7
+ 1.9
0.3
+ 2.2
+ 0.7
+ 5.5
+ 6.3
+ 8.7
+ 8.5
+ 8.7
+ 9.5
+ 9.2
+ 6.4
+ 9.7
+ 5.8
+ 2.6
+ 5.1
+ 5.5
+ 4.7
+ 4.1
+ 5.8
+ 6.7
+ 9.4
+11.1
3.3049
1TT1T
1.111
0.800
1.239
1.133
1.197
1.649
1.133
0.752
0.747
0.747
1.189
1.091
0.714
0.514
1.092
1.215
1.045
0.952
1.107
1.107
0.847
0.712
1.049
1.154
+ 3.9260
+ 3. 9277
+ 8.1908
+ 6.8279
+ 1.7516
+ 0.4621
+ 9.2927
+ 8.9098
+ 4.6038
+ 8.1766
+ 8. 1762
+ 14.9945
+14.5334
+ 9.9736
+ 4.5540
+ 2.8152
+ 0. 1954
+ 1.9219
- 2.3162
+ 0.4453
+ 0.4503
+ 1.5376
- 0. 1124
+ 1.6573
+ 0.6836
+ 3.3042 I
- :i.iVii7
- 3.9302
- 8.1901
- 6.8264
- 1.7539
- 0.4641
- 9.2898
- 8.9093
- 4.6027
- 8. 1721
- 8.1774
-14.9907
-14.5336
- 9.9705
- 4.5552
- 2.8164
- 0.1974
- 1.9249
+ 2.3132
- 0.4525
- 0.4516
- 1.5384
+ 0.1124
- 1.6552
- 0.6840
3.3046 I +0.7
+11.8 I
+ 3.9289
+ 8.1904
+ 6.8272
+ 1.7528
+ 0.4631
+ 9.2912
+ 8.9096
+ 4.6032
+ 8.1756
+ 14.9926
+ 14.5335
+ 9.9720
+ 4.5546
+ 2.8158
+ 0. 1964
+ 1.9234
- 2.3147
+ 0.4499
+ 1.5380
- 0.1124
+ 1.6562
+ 0.6838
+4.2
+15.3
-0.7
+ 14.6
-1.5
+ 13.1
+2.3
+15.4
+2.0
+17.4
-2.9
+14.5
-0.5
+14.0
-1.1
+ 12.9
-1.6
+11.3
-3.8
+ 7.5
+0.2
+ 7.7
-3.1
+ 4.6
+1.2
+ 5.8
+1.2
+ 7.0
+2.0
+ 9.0
+3.0
+ 12.0
+3.0
+ 15.0
+4.2
+19.2
+0.8
+20.0
0.0
+20.0
-2.1
+ 17.9
+0.4
+18.3
127
128
129
130
O,o
132
133
134
135
136
137
P10
138
139
140
141
142
143
144
145
146
Q,o
147
148
R,o
149
150
151
152
153
S10
154
155
156
157
158
159
160
T,o
161
162
163
164
165
U,o
166
167
168
169
170
171
V,o
172
173
174
175
176
km.
141.488
142. 519
143.540
144.553
145. 469
146.476
147. 590
148. 609
149. 647
150.664
151.792
152. 816
153.983
155.166
156. 188
157. 308
158.385
159. 569
160. 708
161.881
163.141
164.202
165.320
166.442
167. 831
169. 213
170.628
171.775
173.095
174.110
175.557
176. 706
177.915
179.044
180.200
181.407
182.553
183. 698
184. 776
186.271
187.403
188.517
189.544
190.865
191. 898
192. 887
193. 927
195.063
196. 395
197. 583
198. 721
199.960
201.034
202. 175
203. 457
204.601
205.862
206.423
2077347 I
X,o
Y,o
177
178
Z,o
179
A,.
180
181
182
183
Is
184
185
186
h
187
188
190
191
TO.
1412. 7970
1411.0788
1409.2046
1409.3060
1403.9051
1397.9758
1398. 1289
1396. 5237
1396. 7399
1402. 5259
1401. 3595
1402. 0015
1400. 1507
1411. 4940
1423. S802
1437. !II«J2
1437. 4704
1430.3881
1432. 3051
1424.9111
1433. 4325
1437. 7415
1429. 1206
1413.4440
1398. 7159
1387.4911
1377.2274
1374. 7970
1370.3544
1363. 0248
1357.6030
1357. 0360
1356. 0108
1349. 4169
1340.4443
1333.5883
1326.9399
1323. 6597
1322. 0535
1325. 4575
1325.3537
1327. 5488
1331.5198
1336. 4247
1338. 7249
1339. 7165
1344. 4538
1346. 7548
1342.6808
1341.0572
1343. 7554
1345. 7108
1349.9347
1360.9226
1369. 5830
1373.0740
1371.5086
1365. 9356
1362. Mio
207.534
208. 334
209. 573
210. 706
211.903
213.552
214.685
215.437
216. 184
217.373
218.464
219. 178
219. 692
220.784
221.999
223.044
223.996
225.103
225.950
226.662
227.711
22v. Mi",
1369. 8645
1378. 0549
1384. 8821
1386. 6349
1387.0980
1396. 3892
1405. 2988
1409.9020
1418.0776
1433.0702
1447. 6037
1457.5757
1462. 1303
1464.9461
1465.1425
1467.0659
1464. 7512
1465.2011
1466.7391
1466. 6267
1468.2829
146S.9667
PRECISE LEVELING, BEIGHAM TO SAN FRANCISCO.
Results of leveling, Brigham, Utah, to Beowawe, Nev. — Continued.
11
Date.
1911
Sept. 9-7
Sept. 9-9
Do
Do
Do........
Sept. 9-14
Sept. 14-H....
Do
Do
Do
Do
Do
Do
Sept. 15-15....
Do
Do
Do
Do
Sept. 16-16
Do
Sept. 16-18
Sept. 18-18
Sept. 16-16
Sept. 18-19
Sept. 19-19
Sept. 16-18
Sept. 18-18
Do
Do
Do
Sept. 19-19
Sept. 18-18
Do
Sept. 19-19
Do
Sept. 20-20
Do
Do
Do
Oct. 12-12
Oct. 12-11
Do
Do
Do
Do
Oct. 10-11
Oct. 11-11
Oct. 10-11
Do
Oct. 9-11
Do
Do
Oct. 11-11
Oct. 9-10
Oct. 10-8
Oct. 11-10
Oct. 10-8
Oct. 8-8
Do
Oct. 8-7
Do
Do
Do
Sept. 28-28
Do
Do
Oct. 7-7
8ept. 28-28
Do
Sept. 28-29
Sept. 29-29
Do
Do
Do
Do
Do
Sept. 29-30
Do
Do
Sept. 30-30
Do
Do
Oct. 2-2
Do
Do
Oct. 2-Sept. 30
Sept. 30-Oct. 2
Oct. 2-Sept. 30
Do
From B. M. to
B. M.
191-La
Lj-Mj
Mj-192
192-Nj
N3-O3
Os-Pj
O3-P3
Ps-193
193-194
194-Qj
Qj-195
195-196
196-Rj
Rj-197
197-198
198-S 3
Ss-199
199-200
200-Ts
Tj-201
201-202
201-202
202-203
202-203
202-203
203-Us
Uj-204
204-205
204-205
205-206
205-206
206-207
207-208
208-V,
Vj-209
209-Ws
Wa-X,
Xj-210
210-211
211-Y,
Yj-212
212-Z 3
Zj-213
213-214
214-A,
A,-215
A,-215
215-216
216-B,
B,-217
217-218
218-219
219-C4
C-220
220-221
220-221
221-D,
D,-222
222-223
223-224
224-225
225-226
226-E,
E,-227
227-F,
F,-228
F,-228
228-229
229-G,
0,-230
230-231
231-232
232-233
233-234
233-234
234-H,
H,-235
235-236
235-236
236-237
237-238
238-1,
1,-239
239-240
240-241
241-J,
J,-242
242-243
243-244
Dis-
tance
in kilo-
me-
ters.
1.043
1.211
1.368
0.754
1.739
0.110
0.110
1.352
1.034
1.292
1.234
1.172
1.360
1.215
1.172
1.237
1.145
1.131
1.429
1.186
1.124
1.124
1.030
1.030
1.030
1.272
1.107
1.132
1.132
1.131
1.131
0.989
1.106
0.691
1.274
1.386
1.180
1.208
1.138
0.568
1.096
1.306
0.956
0.685
0.995
1.196
1.196
1.217
0.998
1.053
1.216
1.135
1.551
0.748
1.216
1.216
1.266
1.249
1.400
1.234
1.132
1.133
1.145
1.292
1.034
0.843
0.843
1.132
1.051
0.993
0.625
1.217
1.215
1.218
1.218
1.311
1.218
1.218
1.218
1.310
1.316
1.058
0.970
1.255
1.312
1.200
0.726
1.010
1.196
Difference of elevation.
Forward
line.
m.
- 0.0558
+ 2.3125
+ 3.2863
+ 2.3382
+ 8.6578
- 0.0067
- 0.0087
+ 7.8885
+ 6.6240
+16.4304
+ 11.3662
+13.3076
+ 18.3972
+13. 4313
+13.3380
+ 17.4624
+ 12.0540
+ 14.7454
+ 18.4028
+12. 5411
+13.4927
+13.4930
+ 13.2371
+13.2346
+ 13.2363
+17.4607
+14.0745
+ 12.7202
+ 12.7226
+ 12.2456
+ 12.0727
+14.6130
+ 9.5153
+15.2193
+ 8.7892
+ 4.5775
+ 8.2619
+ 7.9429
+ 5.0420
+11.9147
+ 7.2487
- 1.4950
+ 0.0651
+ 3.0139
+ 4.0099
4.0085
+ 1.0121
+ 2.4372
+ 3.4181
+ 4.1818
+ 3.8629
+ 4.5242
- 0.9731
- 2.2333
- 2.2342
+ 1.1550
- 4.3837
+ 1.0490
+ 2.0865
- 1.6183
+ 4.5777
+ 1.2201
- 5.3534
- 3.7600
- 2.6560
- 2.6530
- 2.3218
- 1.2055
- 4.5654
- 1.3392
1.0484
+ 2.1954
+ .•!.»,<!).-)
+ 3.8997
+ 4.4229
- 0.4912
+ 0.1420
+ 0. 1454
+ 3.2085
+ 5. 1676
+ 3.2694
- 8.1658
-16.8891
-17.0690
-15. 9948
- 5. 7078
- 9.5822
-14.4381
Back-
waid
line.
711.
+ 0.0548
- 2.3145
- 3.2859
- 2.3369
- 8.6571
+ 0.0058
+ 0.0070
- 7.8918
- 6.6258
-16.4335
-11.3666
-13.3105
-18.4000
-13.4305
-13.3423
-17.4601
-12.0562
-14.7467
-18.4068
-12.5431
-13.4936
-13. 2331
-13. 2375
-17.4617
-14.0725
-12.72S6
-12.7243
-12.2430
-12.2437
-12.0740
-14.6154
- 9.5146
-15.2165
- 8.7863
- 4.5775
- 8.2596
- 7.9442
- 5.0400
-11.9155
- 7.2510
+ 1.4933
- 0.0679
- 3.0119
- 4.0051
- 4.0073
- 1.0102
- 2.4338
- 3.4193
- 4.1792
- 3.8604
- 4.5242
+ 0.9722
+ 2.2386
+ 2.2380
- 1.1567
+ 4.3835
- 1.0501
- 2.0887
+ 1.6156
- 4.5773
- 1.2203
+ 5.3524
+ 3. 7622
+ 2.6512
+ 2.6519
+ 2.3209
+ 1.2049
+ 4.5630
+ 1.3399
- 1.0459
- 2.1954
- 3.9042
- 3.9000
- 4.4239
+ 0.4912
- 0.1467
- 0.1432
- 3.2085
- 5. 1645
- 3.2679
+ 8.1653
+ 16.8904
+ 17.0664
+ 15.9913
+ 5.7052
+ 9.5786
+ 14.4351
Mean.
m.
- 0.0553
+ 2.3135
+ 3.2861
+ 2.3376
+ 8.6574
- 0.0066
+ 7.8901
+ 6.6249
+ 16.4320
+11.3664
+ 13.3090
+18.3986
+13.4309
+13.3402
+17. 4612
+12.0551
+14. 7460
+18.4048
+12.5421
+13.4932
+13.2356
+ 17.4612
+ 14.0735
+ 12.7239
+ 12.2445
+ 12.0734
+14.6142
+ 9.5150
+15.2179
+ 8. 7878
+ 4.5775
+ 8.2608
+ 7.9436
+ 5.0410
+11.9151
+ 7.2498
- 1.4942
+ 0.0665
+
}"
3.0129
+ 4.0077
+ 1.0112
+ 2.4355
+ 3.4187
+ 4.1805
+ 3. 8616
+ 4.5242
- 0.9727
2.2360
1. 1558
- 4.3836
+ 1.0496
+ 2.0876
- 1.6170
+ 4.5775
+ 1.2202
- 5.3529
- 3.7611
2.6530
2.3214
1.2052
4.5642
1.3396
1.0472
2.1954
3.9008
}"
+
+
+ 4.4234
- 0.4912
+ 0.1444
+ 3.2085
+ 5. 1660
+ 3.2686
- 8.1656
-16.8898
-17.0677
-15.9930
- 5.7065
- 9.5804
-14.4366
Discrepancy.
Par-
tial.
771771.
+1.0
+2.0
-0.4
-1.3
-0.7
+0.3
+3.3
+1.8
+3.1
+0.4
+2.9
+2.8
-0.8
+4.3
-2.3
+2.2
+1.3
+4.0
+2.0
+0.8
-0.7
+1.0
-2.0
+5.0
-2.2
+1.3
+2.4
-0.7
-2.8
-2.9
0.0
-2.3
+1.3
-2.0
+0.8
+2.3
+1.7
+2.8
-2.0
-3.0
-1.9
-3.4
+1.2
-2.6
-2.5
0.0
+0.9
-4.5
+1.7
+0.2
+1.1
+2.2
+2.7
-0.4
+0.2
+1.0
-2.2
+2.9
+0.9
+0.6
+2.4
-0.7
-2.5
0.0
+2.5
+1.0
0.0
+1.3
0.0
-3.1
-1.5
+0.5
-1.3
+2.6
+3.5
+2.6
+3.6
+3.0
Total
accu-
mu-
lated.
mm.
+19.3
+21.3
+20.9
+ 19.6
+ 18.9
+19.2
+22.5
+24.3
+27.4
+27.8
+30.7
+33.5
+32.7
+37.0
+34.7
+36.9
+38.2
+42.2
+44.2
+45.0
+44.3
+45.3
+43.3
+48.3
+46.1
+47.4
+49.8
+49.1
+46.3
+43.4
+ 43.4
+41.1
+42.4
+40.4
+41.2
+43.5
+45.2
+48.0
+46.0
+43.0
+41.1
+37.7
+38.9
+36.3
+33.8
+33.8
+34.7
+30.2
+31.9
+32.1
+33.2
+35.4
+38.1
+37.7
+37.9
+38.9
+36.7
+39.6
+40.5
+41.1
+43.5
+ 42.8
+40.3
+40.3
+42.8
+43.8
+43.8
+45.1
+45.1
+42.0
+40.5
+41.0
+39.7
+42.3
+45.8
+48.4
+52.0
+55.0
Designation
ofB. M.
M 3
192
Nj
Oj
P 8
193
194
Qs
195
196
R3
197
198
S3
199
200
T3
201
202
U 3
204
205
207
208
V,
209
W,
X,
210
211
Y,
212
Z3
213
214
A,
215
216
B,
217
218
219
C«
220
221
D,
222
223
224
225
226
E,
227
F,
229
G,
230
231
232
233
H,
235
237
238
I,
239
240
241
J,
242
243
244
Distance
from
B. M. R.
km.
229.908
231.119
232. 487
233. 241
234.980
235.090
236.442
237. 476
238. 768
240.002
241. 174
242.534
243. 749
244.921
246. 158
247. 303
248. 434
249.863
251.049
252. 173
253.203
254.475
255.582
256. 714
257.845
258.834
259. 940
260.631
261.905
263.291
264.471
265.679
266.817
267.385
268.481
269.787
270. 743
271.428
272.423
273.619
274.836
275.834
276.887
278. 103
279.238
280.789
281.537
282. 753
284. 019
285.268
286.668
287.902
289.034
290. 167
291.312
292.604
293.638
294. 481
295.613
296.664
297.657
298.282
299.499
300. 714
301. 932
303. 243
304.461
305.679
306.989
308.305
309.363
310.333
311.588
312.900
314. 100
314.826
315. 836
317. 032
Observed
elevation
above
mean
sea level.
m.
1468.9114
1471.2249
1474.5110
1476. 8486
1485.5060
1485.4994
1493. 3895
1500.0144
1516. 4464
1527. 8128
1541. 1218
1559. 5204
1572. 9513
1586.2915
1603. 7527
1615. 8078
1630. 5538
1548. 9586
1661.5007
1674.9939
1688.2295
1705.6907
1719. 7642
1732. 4881
1744.7326
1756.8060
1771. 4202
1780. 9352
17G6. 1531
1804.9409
1809.5184
1817. 7792
1825. 7228
1830. 7638
1842. 6789
1849. 9287
1848. 4345
1848. 5010
1851.5139
1855. 5216
1856.5328
1858.9683
im;2.:>s7ii
1866. 5675
1870. 4291
1874. 9533
1873. 9806
1871. 7446
1872. 9004
1S6S.5168
1869.5664
1871.6540
1870. 0370
187'.. 6145
1875. 8347
1870. 4818
1866. 7207
1864.0677
1861. 7463
1860.5411
1855. 9769
1854. 6373
1855. 6845
1857. 8799
1861. 7807
1866. 2041
1865.7129
1865.8573
1869. 0558
1874. 2318
1877.5004
1869.3348
1852. 4450
1835. 3773
1819. 3843
1813. 6778
1804. 0974
1789.6608
12
U. S. COAST AND GEODETIC SUKVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, Brigham, Utah, to Beovjawe, Nev.- — Continued.
Date.
FromB.M. to
B. M.
Dis-
tance
in kilo-
me-
ters.
Difference of elevation.
Forward
line.
Back-
ward
line.
Discrepancy.
Mean.
Par-
tial.
Total
accu-
mu-
lated.
Designation
ofB.M.
Distance
from
B. M. R
Observed
elevation
above
mean
sea level.
1911
Oct. 2-Sept. 29
Do
Sept. 27-27
Do
Sept. 30-Oct. 2
Sept. 27-27
Do
Do
Do
Do
Do
Do
Oct. 3-3
Do
Do
Do
Do
Do
Do
Oct. 3-4
Oct. 4-4
Do
Do
Do
Do
Do
Do
Oct. 5-5
Do
Do
Do
Oct. 6-6
Oct. 5-5
Do
Oct. 6-6
Do
Do
Do
Oct. 6-15
Oct. 15-15
Do
Do
Oct. 14-15
Oct. 14-14
Do
Do
Do
Do
Do
Do
Do
Oct. 16-16
Do
Do
Do
Do
Do
Do
Do
Oct. 17-17
Oct. 20-20
Do
Do
Do
Do
Oct. 21-21
Do
Do
Oct. 23-21
Oct. 23-23
Oct. 23-21
Oct. 23-23
Do
Do
Oct. 23-24
Oct. 24-24
Do
Do
Do
Do
Oct. 24-25
Oct. 25-25
Do
Do
Oct. 25-26
244-K,
v IS. P. B. M.I
JM \ 5803. 200/
rs. P. B. M.i 245
\ 5803.200/
245-L 4
245-L«
L ( -246
246-M»
M,-N,
N 4 -247
247-0,
0,-P (
P<-248
248-Q<
Q.-249
249-250
250-251
251-252
252-253
253-R t
„ IS. P. B. M.\
"H 5483.658/
IS. P. B. M.l_„,,
\ 5483.658/""
254-255
255-256
256-257
257-258
258-259
259-S*
S ( -260
260-261
261-262
262-T (
262-T (
1V263
263-U<
U<-264
264-265
265-266
266-267
267-V,
V.-268
269-270
270-271
271-272
272-273
273-274
274-275
275-276
276-277
277-278
278-W,
'W 4 -279
279-280
280-281
281-X,
X 4 -282
282-283
283-284
284-285
285-Y,
Y ( -286
286-287
287-288
288-289
289-Z 4
Z ( -A s
As-290
As-290
290-291
290-291
291-U S
B 6 -292
292-293
293-294
294-295
295-296
296-297
297-Cs
Cs-298
298-Ds
Ds-299
299-300
300-E s
E 6 -F 6
F,-G,
1.089
0.914
1.204
1.114
1.114
1.193
1.183
0.048
1.486
1.010
1.620
1.247
1.943
1.275
1.216
1.153
1.214
1.091
0.797
1.043
1.419
1.194
1.134
1.093
1.094
1.254
0.454
,1. 096
1.216
1.134
0.969
0.969
1.134
1.828
1.129
1.071
1.134
1.612
0.547
1.484
1.045
1.044
0.805
1.215
1.215
1.487
1.433
1.283
0.936
1.147
1.423
1.491
1.226
1.289
1.224
1.170
1.104
1.028
0.834
0.172
0.874
1.097
1.090
1.174
1.111
1.179
1.056
1.056
1.305
1.305
1.209
1.046
1.130
1.133
1.134
0.529
1.093
1.135
1.708
1.486
1.059
0.730
1.158
1.096
1.056
-12.8173
- 8.0485
-15.2525
-13.6658
-13.6595
-16.5263
- 8.1865
- 0.0640
- 0.5494
- 2.9426
- 2.6224
- 2.3685
- 1.5955
- 6.7766
- 4.3174
- 4.6228
- 4.7727
- 4.1223
- 3.2998
- 3.8903
- 5.5783
- 4.5609
- 4.4741
- 4.0916
- 4.2600
- 4.7446
- 1.3706
- 4.8539
- 4.8953
- 2.2207
- 1.1546
- 1.1548
- 1.4564
- 3.8368
- 3.6749
- 2.2035
- 2.0381
- 1.9049
- 2.0633
- 1.5179
- 2.3227
+ 0.7454
- 2.8692
- 2.2084
- 2.2836
- 1.2744
- 2.4785
- 1.2316
- 2.8656
- 1.4568
+ 0.3763
- 5.9367
- 0.8445
- 2.3539
+ 0.7396
- 3.1209
- 1.7392
- 1.5923
+ 0.0314
+ 0.3424
- 1.4552
- 3.5787
- 2.2296
- 2.4414
+ 1.7163
- 1.6455
- 0.7892
- 4.5402
- 4.5414
- 0.5745
- 3.9125
- 1.9870
+ 3.6706
- 0.8928
- 4.9191
- 4.9188
- 2.8903
- 1.9427
+ 3.1304
- 8.1607
- 1.4375
+ 1.1518
+ 1.5885
- 3.7920
- 3.5257
m.
+12.8157
+ 8.0472
+15.2514
+ 13.6582
+13.6594
+16.5242
+ 8.1873
+ 0.0643
+ 0.5497
+ 2.9431
+ 2.6217
+ 2.3717
+ 1.5957
+ 6.7781
+ 4.3215
+ 4.6256
+ 4.7743
+ 4.1206
+ 3. 2975
+ 3.8868
+ 5.5784
+ 4.5637
+ 4.4726
+ 4.0886
+ 4.2610
+ 4.7434
+ 1.3720
+ 4.85.58
+ 4.8944
+ 2.2235
1. 1592
+ 1.1561
+ 1.4560
+ 3.8350
+ 3.6748
+ 2.2055
+ 2.0392
+ 1.9031
+ 2.0637
+ 1.5143
+ 2.3224
- 0.7450
+ 2.8675
+ 2.2075
+ 2.2807
+ 1.2781
+ 2.4766
+ 1.2319
+ 2.8683
+ 1.4546
- 0.3785
+ 5.9364
+ 0.8440
+ 2.3526
- 0.7388
+ 3.1220
+ 1.7361
+ 1.5933
- 0.0328
- 0.3431
+ 1.4559
+ 3.5824
+ 2.2311
+ 2.4456
- 1.7137
+ 1.6441
+ 0.7841
+ 0.7861
+ 4.5461
+ 4.5397
+ 0.5757
+ 3.9116
+ 1.9847
- 3.6726
+ 0.8928
+ 4.9160
+ 4.9172
+ 2.8891
+ 1.9387
- 3.1279
+ 8.1652
+1.4367
- 1.1524
- 1.5892
+ 3.7945
+ 3.5280
-12.8165
- 8.0478
-15.2520
}-
13.6607
-16.5252
8.1869
0.0642
0.5496
2.9428
2.6220
2. 3701
1.5956
6. 7774
4.3194
4.6242
4.7735
4. 1214
3.2986
- 5.5784
- 4.5623
- 4.4734
- 4.0901
- 4.2605
- 4. 7440
- 1.3713
- 4.8548
- 4.8948
- 2.2221
- 1.1562
- 1.4562
- 3.8359
- 3.6748
- 2.2045
- 2.0386
- 1.9040
- 2.0635
- 1.5161
- 2.3226
+ 0.7452
- 2.8684
- 2.2080
- 2.2822
- 1.2762
- 2.4776
- 1.2318
- 2.8670
- 1.4557
+ 0.3774
- 5.9366
- 0.8442
- 2.3532
+ 0.7392
- 3. 1214
- 1.7376
- 1.5928
+ 0.0321
+ 0.3428
- 1.4556
- 3.5806
- 2.2303
- 2.4435
+ 1.7150
- 1.6448
- 0.7872
- 4.5418
- 0.5751
- 3.9120
- 1.9858
+ 3.6716
- 0.8928
- 4.9178
- 2.8897
- 1.9407
+ 3. 1292
- 8.1630
- 1.4371
+ 1.1521
+ 1.5888
- 3.7932
- 3.5268
+ 1.6
+ 1.3
+1.1
+3.8
+2.1
-0.8
-0.3
-0.3
-0.5
+0.7
-3.2
-0.2
-1.5
-4.1
-2.8
-1.6
+1.7
+2.3
+3.5
-0.1
-2.8
+ 1.5
+3.0
-1.0
+1.2
-1.4
-1.9
+0.9
-2.8
-2.9
+0.4
+1.8
+0.1
-2.0
-1.1
+ 1.8
-0.4
+3.6
+0.3
-0.4
+1.7
+0.9
+2.9
-3.7
+1.9
-0.3
-2.7
+2.2
+ 2.2
+0.3
+0.5
+ 1.3
-0.8
-1.1
+3.1
-1.0
+ 1.4
+0.7
-0.7
-3.7
-1.5
-4.2
-2.6
+ 1.4
+4.1
-2.1
-1.2
+0.9
+2.3
+2.0
0.0
+2.4
+1.2
+4.0
-2.5
-4.5
+0.8
+0.6
+0.7
-2.5
-2.3
mm.
+56.6
+57.9
+59.0
+62.8
+64.9
+64.1
+63.8
+63.5
+63.0
+63.7
+60.5
+60.3
+58.8
+54.7
+51.9
+50.3
+52.0
+54.3
+57.8
+57.7
+54.9
+56.4
+59.4
+58.4
+59.6
+58.2
+56.3
+57.2
+54.4
+51.5
+51.9
+53.7
+53.8
+51.8
+50.7
+52.5
+52.1
+55.7
+56.0
+55.6
+57.3
+58.2
+61.1
+57.4
+59.3
+59.0
+56.3
+58.5
+60.7
+61.0
+61.5
+62.8
+62.0
+60.9
+64.0
+63.0
+64.4
+65.1
+64.4
+60.7
+59.2
+55.0
+52.4
+53.8
+57.9
+55.8
+54.6
+55.5
+57.8
+59.8
+59.8
+62.2
+63.4
+67.4
+64.9
+60.4
+61.2
+61.8
+62.5
+60.0
+57.7
IS. P. B. M.\
\ 5803. 200/
245
L,
246
M (
N,
247
O4
P«
248
Q<
249
250
251
252
253
R<
IS. P. B.M.I
\ 5483. 658j
254
255
256
257
258
259
S<
260
261
T,
263
U,
264
265
266
267
V,
268
269
270
271
272
273
274
275
276
277
278
W 4
279
280
281
X,
282
283
284
285
Y,
286
287
Z,
As
290
291
B 5
292
293
294
295
296
297
Cs
298
D 6
299
300
E 6
Fj
Gt
km.
318. 121
319.035
320.239
321. 353
322. 546
323.729
323. 777
325.263
326. 273
327. 893
329. 140
331.083
332. 358
333.574
334.727
335.941
337.032
337.829
338.872
340. 291
341.485
342. 619
343. 712
344.806
346.060
346. 514
347. 610
348. 826
349. 960
350.929
352.063
353.891
355.020
356.091
357.225
358.837
359. 384
360.868
361. 913
362. 957
363.762
364. 977
366. 192
367. 679
369. 112
370. 395
371.331
372. 478
373. 901
375.392
376. 618
377. 907
379. 131
380.301
381. 405
382. 433
383.267
383. 439
384. 313
385.410
386.500
387. 674
388. 785
389.964
391. 020
392. 325
393.534
394.580
395. 710
396. 843
397. 977
398.506
399.599
400. 734
402. 442
403. 928
404. 987
405.717
406. 875
407. 971
409.027
1776. 8443
1768. 7965
1753. 5445
1739. 8S38
1723. 3586
1715. 1717
1715. 1075
1714.5579
1711.6151
1708. 9931
1706. 6230
1705. 0274
1698. 2500
1693. 9306
1689. 3064
1684.5329
1680.4115
1677. 1129
1673. 2243
1667.6459
1663.0836
1658. 6102
1654.5201
1650. 25%
1645. 5156
1644. 1443
1639.2895
1634.3947
1632. 1729
1631. 0164
1629. 5602
1625. 7243
1622. 0495
1619. 8450
1617. 8064
1615. 9024
1613.8389
1612. 3228
1610. 0002
1610. 7454
1607. 8770
1605. 6690
1603.3868
1602. 1106
1599. 6330
1598. 4012
1595.5342
1594. 0785
1594.4559
1588. 5193
1587. 6751
1585.3219
1586. 0611
1582. 9397
1581.2021
1579.6093
1579. 6414
1579. 9842
1578. 5286
1574. 9480
1572. 7178
1570. 2742
1571. 9892
1570.3444
1569.5572
1565. 0154
1564.4403
150U. 52S3
1558. 5425
1562. 2141
1561.3213
1556. 4035
1553.5138
1551.5731
1554. 7023
1546. 5393
1545. 1022
1546. 2543
1547. 8431
1544. 0499
1540.5231
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO.
Results of leveling, Brigham, Utah, to Beowawe, Nev. — Continued.
1.3
From B. M. to
B. M.
Dis-
tance
in kilo-
me-
ters.
Difference of elevation.
Discrepancy.
Designation
of B. M.
Distance
from
B. M. R.
Observed
Date.
Forward
line.
Back-
ward
line.
Mean.
Par-
tial.
Total
accu-
mu-
lated.
elevation
above
mean
sea level.
1911.
Oct. 25-25
G s -301
301-302
302-H s
Hs-303
303-304
304-Is
Is-Js
Js-305
305-K 5
K 5 -306
305-307
307-L s
L 5 -30S
308-309
309-M 6
Ms-310
310-311
311-Ns
Ns-312
312-Os
312-Os
Os-Ps
Ps-Qs
Qs-Rs
Qs-Rs
Rs-313
313-314
314-Ss
Ss-315
315-316
315-316
316-317
317-Ts
Ts-318
318-319
319- U 5
Us-320
320-V s
Vs-321
321-322
322-323
323-324
324-325
325-326
326-327
327-Ws
Ws-328
328-329
329-330
330-331
331-332
331-332
332-Xs
Xs-333
333-334
334-335
335-336
336-337
337-Y s
Ys-338
338-339
339-340
340-341
341-342
342-Z 5
Zi-343
343-344
344-345
345-346
346-347
347- A,
A«-B,
B.-C,
1.205
1.219
0.907
1.216
1.219
0.807
2.012
1.215
1.583
1.185
1.194
1.038
1.051
1.318
1.071
1.257
1.113
0.866
1.174
1.344
1.344
0.570
0.977
0.708
0.708
1.178
0.875
1.263
1.218
1.215
1.215
1.180
1.204
1.099
1.218
0.915
1.170
1.135
1.125
1.128
1.134
1.133
1.131
1.130
1.130
1.412
1.215
1.216
1.215
1.052
1.198
1.198
0.790
1.278
1.214
1.218
1.208
1.218
1.183
1.107
1.219
1.217
1.214
1.134
0.910
1.135
1.218
1.218
1.189
1.118
0.361
0.113
0.798
m.
+ 0.6262
— 4.4353
— 0.6312
— 0.9647
— 1.3286
— 0. 7961
— 2.8384
— 0.7290
— 2.8098
— 3.7441
— 0. 1237
+ 3.4648
— 4.8499
— 2.7778
— 2.1646
— 0. 1935
— 1.1289
+ 0.2275
— 0.2368
— 1.2427
— 1.2422
— 1.5432
— 2.0149
— 1.5248
— 1.5228
— 3.9112
— 0.3608
— 6. 1738
— 0.5666
— 2.1441
— 2.1384
— 1.0604
— 2.3531
/ + 0.8354
\ + 0.8419
— 3.6317
— 2.3154
+ 1.1616
— 3. 4481
+ 0.3423
— 2.8622
— 1.2173
— 2.0310
— 0. 2677
— 1.1182
— 1.7050
— 0.0330
+ 0.1362
— 1.2987
— 2. 1364
— 1.9905
— 1.2392
— 1.2400
— 0.5964
— 4.2556
— 1.2240
+ 0.1044
— 4. 0076
— 4.1509
— 0.4290
— 2. 1292
— 4.6948
— 1.5940
— 2.0886
— 0. 7464
— 1.9546
— 2.0079
— 1.8545
— 1.6848
— 2.0433
— 1.5324
— 0.3037
— 0. 3501
— 1. 5218
m.
— 0.6232
+ 4.4338
+ 0.6283
+ 0.9628
+ 1.3284
+ 0.7954
+ 2.8379
+ 0.7286
+ 2.8108
+ 3. 7417
+ 0.1243
— 3.4651
+ 4.8508
+ 2.7749
+ 2.1644
+ 0. 1958
+ 1.1288
— 0.2246
+ 0.2375
+ 1.2380
+ 1.2409
+ 1.5438
+ 2.0140
+ 1.5196
+ 1.5229
+ 3.9081
+ 0.3604
+ 6.1719
+ 0.5639
+ 2. 1394
+ 2.1410
+ 1.0588
+ 2.3498
— 0. 8414
— 0.8399
+ 3.6345
+ 2.3170
— 1. 1658
+ 3.4466
— 0.3441
+ 2.8615
+ 1.2184
+ 2.0282
+ 0.2693
+ 1.1194
+ 1.7038
+ 0.0339
— 0. 1330
+ 1.2966
+ 2. 1355
+ 1.9935
+ 1.2446
+ 1.2410
+ 0.5962
+ 4.2583
+ 1.2205
— 0. 1032
+ 4.0035
+ 4.1494
+ 0.4306
+ 2.1303
+ 4.6968
+ 1.5950
+ 2.0916
+ 0.7494
+ 1.9556
+ 2.0073
+ 1.8570
+ 1.6853
+ 2.0437
+ 1.5322
+ 0.3025
+ 0.3501
+ 1.5253
m.
+ 0.6247
— 4.4346
— 0.6298
— 0.9638
— 1.32S5
— 0.7958
— 2.8382
— 0.7288
— 2.8103
— 3.7429
— 0.1240
+ 3.4650
— 4.8504
— 2.7764
— 2.1645
— 0.1946
— 1.1288
+ 0.2260
— 0.2372
\ - 1.2409
— 1.5435
— 2.0144
\ - 1.5225
— 3.9096
— 0.3606
— 6. 1728
— 0.5652
[• — 2. 1407
— 1.0596
— 2. 3514
[ + 0. 8396
— 3. 6331
— 2. 3162
+ 1.1637
— 3.4474
+ 0.3432
— 2.8618
— 1.2178
— 2.0296
— 0.2685
— 1.1188
— 1.7044
— 0. 0334
+ 0.1346
— 1.2976
— 2. 1360
— 1.9920
\ — 1.2412
— 0.5963
— 4.2570
— 1.2222
+ 0.1038
— 4.0056
— 4.1502
— 0. 4298
— 2. 1298
— 4.6958
— 1.5945
— 2.0901
— 0. 7479
— 1.9551
— 2. 0076
— 1.8558
— 1.6850
— 2.0435
— 1.5323
— 0. 3031
— 0. 3501
— 1.5236
mm.
-3.0
+ 1.5
+ 2.9
+ 1.9
+0.2
+0.7
+0.5
+0.4
-1.0
+2.4
-0.6
+0.3
-0.9
+2.9
+0.2
-2.3
+0.1
-2.9
-0.7
+3.0
-0.6
+0.9
+2.6
+3.1
+0.4
+ 1.9
+2.7
+ 1.0
+ 1.6
+3.3
+2.0
—2.8
—1.6
+4.2
+ 1.5
+ 1.8
+0.7
+2. 8
—1.6
—1.2
+ 1.2
—0.9
—3.2
+2.1
+0.9
-3.0
—3.2
+0.2
—2.7
+3.5
—1.2
+4.1
+ 1.5
—1.6
—1.1
—2.0
—1.0
—3.0
—3.0
—1.0
+0.6
—2.5
—0.5
—0.4
+0.2
+1.2
0.0
—3.5
mm.
+54.7
+56.2
+59. 1
+61.0
+61.2
+61.9
+62.4
+62.8
+61.8
+64.2
+63.6
+63.9
+63.0
+65.9
+66.1
+63.8
+63.9
+61.0
+60.3
+63.3
+62.7
+63.6
+66.2
+69.3
+69.7
+71.6
+74.3
+75.3
+76.9
+80.2
+82.2
+79.4
+77.8
+82.0
+83.5
+85.3
+86.0
+84.9
+87.7
+86.1
+84.9
+86.1
+85.2
+82.0
+84.1
+85.0
+82.0
+78.8
+79.0
+ 76.3
+79.8
+ 78.6
+82.7
+84.2
+82.6
+81.5
+79.5
+78.5
+75.5
+72.5
+71.5
+72.1
+69.6
+69.1
+68.7
+68.9
+70.1
+70.1
+66.6
301
302
H s
303
301
Is
Js
305
Ks
306
307
L 5
308
309
Ms
310
311
Ns
312
Os
Ps
Q5
Rs
313
314
Ss
315
316
317
T 5
318
319
Us
320
Vi
321
322
323
324
325
326
327
Ws
328
329
330
331
332
X.
333
334
335
336
337
Ys
338
339
340
341
342
Zs
343
344
345
346
347
A,
B,
C
1cm.
410. 232
411.451
412. 358
413.574
414. 793
415.600
417.612
418. 827
420. 410
421.595
422. 789
423.827
424. 878
426. 196
427.267
428. 524
429.637
430. 503
431.677
433.021
433. 591
434.568
435.276
436.454
437. 329
438. 592
439. 810
441.025
442.205
443.409
444.508
445. 726
446.641
447. 811
448. 946
450.071
451.199
452.333
453.466
454.597
455. 727
456.857
458.269
459.484
460.700
461. 915
462.967
464.165
464.955
466.233
467.447
468.665
469. 873
471. 091
472.274
473.381
474.600
475. 817
477. 031
478.155
479. 075
480. 210
481.428
482. 646
483.835
484.953
485.314
485.427
486.225
m.
1541. 1478
Do
1536. 7132
Do
1536. 0834
Do
1535.1196
Oct. 25-26
1533. 7911
Do
1532. 9953
Oct. 26-26.
1530. 1571
Do
1529.4283
Do
1526. 6180
Do
1522. 8751
Do
1522. 7511
Oct 28-28
1526. 2161
Do
1521. 3657
Do
1518. 5893
Oct. 28-27
1516. 4248
Oct. 27-27
1516. 2302
Do
1515. 1014
Do
15U.3274
Do
1515. 0902
Do
Oct. 30-30
Oct. 27-30
1512.3058
Oct. 30-30
1510. 2914
Nov. 1-1
Do
Oct. 30
1504. 8593
Oct. 30-30
1504. 4987
Oct. 30-31
1498.3259
Oct. 31-31
1497. 7607
Do
Nov.2-2
Oct. 31-31
1494. 5604
Do
1492. 2090
Do
1493.0486
Oct. 31 Nov. 2
1489. 4155
Nov. 2-2
1487.0993
Do
1488. 2630
Nov.3-3
1484. 8156
Do
1485.1588
Do
1482. 2970
Do
1481. 0792
Do
1479. 0496
Do
1478. 7811
Do
1477. 6623
Do
1475. 9579
Nov. 4-4
1475. 9245
Do
1476.0591
Do
1474. 7615
Do
1472. 6255
Do
1470. 6335
Do
Do %
1469. 3923
Nov. 6-6 .'
1468. 7960
Do
1464. 5390
Do
1463. 3168
Do
1463. 4206
Do
1459.4150
Do
1455. 2548
Do
1454. 8350
Do
1452. 7052
Nov. 7-7
Do
1446. 4149
Do
1444.3248
Do
1443. 5769
Do.
1441.6218
Do
1439. 6142
Do
1437. 7584
Nov.8-8
1436. 0734
Do
1434. 0299
Do
1432. 4976
Do
1432. 1945
Do
1431. 8444
Do
1430. 3208
BEOWAWE TO MARMOL, NEV.
This section was run between July 18 and October 25, 1912.
Precise level No. 7 and rods V and W were used for the entire line. The lengths of these
rods at 0° C. as determined by the instrument division of this Survey are as follows: June 17,
1912, rod V, 3.0004 meters, rod W, 3.0004 meters; January 25, 1913, rod V, 2.9999 meters,
rod W, 3.0001 meters.
14
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
These measurements indicate a shortening of the rods. The field measurements confirm
this shortening and show it to have taken place between June 26 and August 5. For the
remainder of the period of leveling the rods maintained practically a constant length. In
the computation the mean length of the rods on July 16, 3.00019 meters or an excess of 0.06
millimeter per meter was used for the leveling done previous to August 5. For the remainder
of the season the mean length of the rods given by the office measures of January 25, 1913,
3.0000 meters was used.
The index error of rod V was —0.5 millimeter; of rod W, —0.2 millimeter.
The new determination of the differences of elevation between the three bench marks
recovered at Beowawe showed that they had not been disturbed since their establishment
in 1911.
The elevations in the following table depend on an elevation of 1431.8444 meters for bench
mark B„ at Beowawe as determined by the line from Brigham, Utah, to Beowawe, Nev.
Results of leveling, Beowawe to Marmol, Nev..
Date.
1912.
July 18-18
Do
Do
Do
Do
Do
July 18-19
Do
Do
Do
July 19-19
Do
Do
July 20-19
Do
Do
Do
July 20-20
Do
Do
Do
Do
July 22-22
July 20-20
July 22-22
Do
Do
Do
Do
July 23-22
Do
Do
July 23-23
Do
Do
Do
Do
July 23-24
Do
July 24-24
Do
Do
Do
Do
Do
July 24-25
Do
Do
Do
Do
July 25-25
Do
Do
Do
July 25-20
Do
July 26-26
July 27-27
July 26-26
Do
Do
Do
Do
From
Distance
B. M. to
in kilo-
B. M.
meters.
As-Bs
0.135
Br-Ce
0.789
Ce-1
0.999
1-2
1.125
1-2
1.125
2-3
1.206
3-4
1.206
4-5
1.290
5-G 6
0.902
G.-6
1.006
6-7
1.103
7-8
1.124
8-9
1.121
9-10
1.163
10-11
1.082
11-12
1.125
12-H 6
1.036
H6-13
1.121
13-14
1.126
14-15
1.104
15-16
1.125
16-17
1.125
16-17
1.125
17-18
1.024
18-19
1.288
19-16
1.185
19-I 6
1.185
Is-20
0.752
20-21
0.984
21-22
0.967
22-23
1.021
23-24
1.020
24-25
1.029
25-26
1.038
25-26
1.038
26-27
1.021
27-J.
1.004
Js-28
1.192
28-29
1.125
29-30
0.777
30-31
1.125
31-32
1.125
32-33
1.124
33-34
1. 124
34-K.
1.123
Kb-35
1.210
35-36
1.124
36-37
1.124
37-38
1.126
38-39
1.126
39-40
0.779
40-41
1.125
41-42
1.086
42-I.»
1.276
1-6-43
0.798
43-44
1.125
44-Ms
1.066
44-Me
1.066
1*5-45
1.073
M6-45
1.073
45-46
1.069
46-47
1.124
47-48
1.123
Difference of elevation.
Forward
line.
m.
-0. 3491
-1.5274
-1.8911
-1.3749
-1. 3723
-1.1577
-2.0437
-1.5143
-1.9620
-0.6080
-1.3225
-1.6507
-1.3476
-1.6051
-1. 7709
-1. 2406
-0. 2412
-4. 1594
-2. 2427
-1.6818
-1. 7674
-0. 4100
-0. 4086
-0. 2910
-1.3721
-1.4885
-1. 4875
-1. 6296
+0. 6259
-2. 2144
+2. 9731
+ 1.3330
-6. 0975
-3. 6270
-3. 6240
-1.5292
+ 1.4908
-3. 9227
+1. 3726
-2. 3373
-0. 2468
+0. 5726
-1.2085
-1.3278
-1. 3321
-1.4185
-1.1976
+0. 3991
-0. 4584
+0. 2049
-0. 5602
-1. 1615
-1.2503
-0. 3158
-0. 4839
-1.9993
+0. 5912
+0. 5867
-1. 1621
-1.1660
-1. 2074
+0.6065
+1.0821
Back-
ward
line.
+0. 3495
+1.5270
+1.8925
+1.3706
+1.3716
+1. 1579
+2.0428
+1.5113
+1.9632
+0. 6079
+1.3219
+1. 6498
+1.3478
+1.6047
+1. 7744
+1. 2405
+0. 2425
+4.1587
+2.2437
+ 1.6790
+1.7665
+0. 4141
+0. 4107
+0.2889
+1.3709
+1.4833
+1.4865
+1.6313
-0. 6275
+2. 2148
-2. 9722
-1. 3334
+6. 0973
+3. 6215
+3.6280
+1. 5280
-1.4923
+3. 9208
-1.3696
+2. 3336
+0.2454
-0. 5743
+ 1.2094
+1.3256
+1.3322
+1.4176
+ 1.1959
-0. 3998
+0. 4617
-0.2087
+0. 5608
+1.1586
+1. 2494
+0. 3155
+0. 4831
+2.0000
-0.5843 \
-0.5878 /
+ 1.1693
+1.1680
+1. 2084
-0.6073
-1.0844
}-
Mean.
-0. 3493
-1. 5272
-1. 8918
-1.3724
-1. 1578
-2. 0432
-1. 5128
-1.9626
-0. 6080
-1.3222
-1. 6502
-1.3477
-1.6049
-1. 7726
-1.2406
-0. 2418
-4. 1590
-2. 2432
-1.6804
-1. 7670
0. 4108
-0.2900
-1.3715
-1. 4864
-1. 6304
-1.7
+0.6267
+1.6
-2. 2146
-0.4
+2. 9726
-0.9
+ 1.3332
+0.4
-6. 0974
+0.2
-3. 6252
+0.7
-1. 5286
+1.2
+ 1.4916
+1.5
-3. 9218
+1.9
+1.3711
-3.0
-2. 3354
+3.7
-0. 2461
+1.4
+0. 5734
+1.7
-1.2090
-0.9
-1.3267
+2.2
-1.3322
-0.1
-1.4180
+0.9
-1. 1968
+1.7
+0. 3994
+0.7
-0.4600
-3.3
+0.2068
+3.8
-0. 5605
-0.6
-1.1600
+2.9
-1. 2498
+0.9
-0. 3156
+0.3
-0. 4835
+0.8
-1.9996
-0.7
+0. 5875
-3.0
-1.1663
-4.6
-1.2079
+0.6069
+1.0832
Discrepancy.
Par-
tial.
-0.4
+0.4
-1.4
+2.5
-0.2
+0.9
+3.0
-1.2
+0.1
+0.6
+0.9
-0.2
+0.4
-3.5
+0.1
-1.3
+0.7
-1.0
+2.8
+0.9
-3.1
+2.1
+1.2
+3.1
-1.0
+0.8
+2.3
Total
accu-
mu-
lated.
-0.4
+ 0.4
- 1.0
+ 1.5
+ 1.3
+ 2.2
+ 5.2
+ 4.0
+ 4.1
+ 4.7
+ 5.6
+ 5.4
+ 5.8
+ 2.3
2.4
+ 1.1
+ 1.8
+ 0.8
+ 3.6
+ 4.5
+ 1.4
+ 3.5
+ 4.7
+ 7.8
+ 6.1
+ 7.7
+ 7.3
+ 6.4
+ 6.8
+ 7.0
+ 7.7
+ 8.9
+10.4
+12.3
+ 9.3
+13.0
+14.4
+ 16.1
+ 15.2
+17.4
+17.3
+18.2
+19.9
+20.6
+17.3
+21.1
+20.5
+23.4
+24.3
+24.6
+25.4
+24.7
+21.7
+17.1
+16.1
+16.9
+19.2
Designa-
tion
of B. M.
A 8
IS.;
a
i
20
21
22
8
2-1
25
26
27
J«
S8
211
30
31
32
33
34
Ei
35
30
37
38
39
40
41
12
(-6
43
44
Me
Distance
from
B.M.B S .
km.
-0.135
0.000
0.789
1.788
2.913
4.119
5.325
6.615
7.517
8.523
9.626
10.750
11.871
13.034
14.116
15. 241
16. 277
17.398
18.524
19.628
20.753
21. 878
22.902
24.190
25.375
26.127
27. Ill
28.078
29.099
30. 119
31.148
32.186
33.207
34. 211
35. 403
36.528
37.305
38. 430
39. 555
40. 679
41.803
42.926
44. 136
45.260
46. 384
47. 510
48.636
49. 415
50.540
51.626
52.902
53.700
54. 825
55.891
"56.964
58.033
59. 157
60.280
Observed
elevation
above
mean
sea level.
m.
1432. 1937
1431. 8444
1430.3172
1428. 4254
1427. 0530
1425. 8952
1423. 8520
1422. 3392
1420.3766
1419. 7686
14ia4464
1416. 7962
1415. 4485
1413. 8436
1412. 0710
1410. 8304
1410.5886
1406. 4296
1404. 1864
1402. 5060
1400. 7390
1400.3282
1400.0382
1398. 6667
1397. 1803
1395. 5499
1396.1766
1393. 9620
1396. 9346
1398. 2678
1392.1704
1388. 5452
1387. 0166
1388. 5082
1384. 5864
1385. 9575
1383. 6221
1383. 3760
1383. 9494
1382. 7404
1381.4137
1380. 0815
1378. 6635
1377. 4667
1377. 8661
1377. 4061
1377. 6129
1377. 0524
1375. 8924
1374. 6426
1374. 3270
1373.8435
1371. 8439
1372. 4314
1370. 0572
1370. 6641
1371. 7473
PRECISE LEVELING, BKIGHAM TO SAN FRANCISCO.
Results of leveling, Beowawe to Marmol, Nev. — Continued.
15
Date.
From
B. M. to
B. M.
Distance
in kilo-
meters.
Difference of elevation.
Forward
line.
Back-
ward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designa-
tion
of B. M.
Distance
from
B.M.Bj.
Observed
elevation
above
mean
sea level.
1912.
July 26-27
July 27-27
Do
Do
Do
Do
Do.
July 27-29
July 29-29
Do
Do
Do
July 30-29
Do
Do
July 30-30
Do
Do
July 30-31
Do
July 31-31
Do
Do
Aug. 1-1
July 31-31
Do
July 31-Aug. 1
Aug. 1-1
Do
Do
Do
Do,
Do
Do
Aug. 1-2
Aug. 2-2
Do
Do
Do
Do
Do
Aug. 2-7
Aug. 7-7
Do
Do
Do
Do
Aug. 8-8
Do
Do
Do
Do
Do
Aug. 8-9
Aug. 9-9
Do
Do
Do
Do
Aug. 9-10
Do
Aug. 10-10
Do
Do
Do
Do
Aug. 12-12
Do
Do
Do
Do
Do
Aug. 12-13
Aug. 13-13.'.'.'.'.'.'.'.'.'.
Aug. 12-13
Aug. 13-13
Aug. 14-13
Do .-..
Aug. 14-14
Do
Do
Do
Do
Do
Aug. 15-16
Do
Do
Do
Do
Do
48-Ns
N.-49
49-50
50-51
51-52
52-53
53-54
54-0 6
Ob-55
55-56
56-57
57-58
58-59
59-60
60-P«
60-Ps
Pt-61
61-Qe
Q.-62
62-63
63-64
64-65
65-R 8
65-R 6
R«-66
66-67
67-68
68-69
69-S6
S^70
70-71
71-72
72-73
73-74
74-75
75-76
76-77
77-T,
TV78
78-79
79-80
80-81
81-82
82-U.
U«-83
83-84
84-V,
V„-85
85-86
86-87
87-88
89-90
90-91
91-92
92-W«
Wa-93
93-94
94-X«
Xs-95
95-96
96-97
97-98
98-99
99-100
100-Y 6
Y.-101
101-102
102-103
103-104
104-105
105-106
106-107
107-108
107-108
108-Z,
Z.-109
109-110
110-111
110-111
111-112
112-113
113-114
114-115
115-A,
A7-II6
116-117
117-118
118-119
119-120
120121
0.746
1.117
1.125
1.125
1.104
1.083
1.074
0.592
1.111
1.123
1.083
1.081
1.382
1.082
1.079
1.079
1.171
1.080
1.071
1.126
1.125
1.571
0.593
0.593
1.163
1.225
1.127
1.189
0.742
0.386
1.078
1.067
1.127
1.211
0.623
1.227
1.127
0.369
1.150
1.127
1.126
1.124
1.600
1.149
1.067
1.083
1.152
0.483
1.082
1.104
1.047
1.115
1.124
1.131
0.719
0.845
1.455
1.058
1.033
1.108
1.130
1.061
1.148
1.149
1.276
1.109
1.131
1.169
1.093
1.021
1.023
1.023
1.074
1.149
1.149
1.207
0.922
0.965
1.123
1.123
1.162
1.242
1.264
1.234
1.006
1.050
1.128
1.149
1.074
1.092
1.090
m.
+1.2548
-0.2214
+0. 1333
+1. 7874
+1.3936
-0. 4026
-2.2988
-0. 1409
+0.5560
+3. 4737
-3. 4914
-1.4976
+2.3364
+0. 5804
-1. 7192
-1. 7192
-3.9086
-3. 6357
-3.0360
-4. 0346
-0. 7076
-5. 3582
-4.2825
-4.2840
-0. 7238
-1.3032
-0. 9509
-1.4796
-1.2718
+0. 4468
-1.0533
-0. 5510
-0. 7044
-0.6717
-0. 3847
-1.0456
-0. 9627
-1.2920
-0. 5194
-1.0880
-0. 8732
-0. 3924
-0. 2458
-0. 7518
+0. 7525
-0.6881
+0. 4374
-0. 7578
-0. 1218
-3. 2598
+0. 3359
-0.3311
-0.4178
-1.8144
-0. 5895
+0. 4355
+3.9316
+4.5694
+1.4438
-1.3363
-6.0717
-4.9844
-1.7314
-1.3970
-1. 7297
-1.5888
-0. 6166
+4. 9369
-0.3814
+0.8988
-1. 9309
-1.1643
-0. 0976
-2.7148
-2. 7094
-3. 9799
-2. 0116
-0. 4894
+0. 0239
+0.0281
+3. 5673
+4. 4194
+0.9549
-0.9820
-2.3329
+5. 9959
-3.1033
-0. 5484
-1.1178
-3. 5743
-0.6069
m.
-1.2530
+0. 2218
-0. 1300
-1. 7847
-1.3923
+0. 4054
+2. 3013
+0.1417
-0. 5562
-3. 4727
+3.4911
+1. 4977
-2.3344
-0. 5790
+1. 7232
+1.7183
+3. 9071
+3. 6342
+3. 0348
+4.0341
+0.7068
+5. 3571
+4.2863
+4.2839
+0.7225
+1.3009
+0. 9519
+1. 4824
+1.2734
-0. 4477
+1.0525
+0. 5490
+0. 7038
+0. 6695
+0. 3829
+1.0437
+0.9618
+ 1.2909
+0.5155
+1.0898
+0. 8748
+0.3910
+0. 2440
+0. 7545
-a 7511
+0. 6894
-0. 4390
+0. 7584
+0.1220
+3.2612
-0.3331
+0.3334
+0. 4156
+1.8167
+0.5893
-0. 4361
-3. 9321
-4.5663
-1.4441
+1.3338
+6. 0692
+4.9824
+1. 7324
+1.3981
+1. 7277
+1.5878
+0. 6169
-4.9380
+0.3800
-0. 8974
+1.9275
+1. 1646
+0.0993
+2.7104
+2. 7124
+3. 9795
+2.0120
+0. 4896
-0.0300
-0.0266
-3.5689
-4. 4208
-0. 9580
+0. 9807
+2.3286
-5. 9949
+3. 1041
+0.5488
+1.1193
+3. 5779
+0.6086
m.
+1. 2539
-0.2216
+0. 1316
+1.7860
+1.3930
-0. 4040
-2.3000
-0. 1413
+0. 5561
+3. 4732
-3. 4912
-1. 4976
+2.3354
+0. 5797
-1.7200
-3. 9078
-3. 6350
-3. 0354
-4.0344
-0. 7072
-5.3576
-4.2842
-0. 7232
-1.3020
-0. 9514
-1. 4810
-1. 2726
+0. 4472
-1.0529
-0.5500
-0. 7041
-0. 6706
-0. 3Si8
-1.0446
-0.9622
-1.2914
-0. 5174
-1.0889
-0. 8740
-0.3917
-0. 2449
-0. 7532
+0. 7518
-0.6888
+0. 4382
-0. 7581
-0. 1219
-3.2605
+0. 3345
-0.3322
-0. 4167
-1.8156
-0. 5894
+0. 4358
+3.9318
+4.5678
+1.4440
-1.3350
-6. 0704
-4.9834
-1.7319
-1.3976
-1. 7287
-1.5883
-0. 6168
+4.9374
-0. 3807
+0. 8981
-1.9292
-1.1644
-0. 0984
-2. 7118
-3. 9797
-2.0118
-0. 4895
+0. 0272
+3. 5681
+4. 4201
+0. 9564
-0.9814
-2.3308
+5. 9954
-3. 1037
-0. 5486
-1.1186
-3. 5761
-0. 6078
mm.
mm.
-1.8
+17.4
-0.4
+ 17.0
-3.3
+ 13.7
-2.7
+ 11.0
-1.3
+ 9.7
-2.8
+ 6.9
-2.5
+ 4.4
-0.8
+ 3.6
+0.2
+ 3.8
-1.0
+ 2.8
+0.3
+ 3.1
-0.1
+ 3.0
-2.0
+ 1.0
-1.4
- 0.4
+1.5
+1.5
+1.2
+0.5
+0.8
+1.1
-1.9
+1.3
+2.3
-1.0
-2.8
-1.6
+0.9
+0.8
+2.0
+0.6
+2.2
+1.8
+1.9
+0.9
+1.1
+3.9
-1.8
-1.6
+1.4
+1.8
-2.7
-1.4
-1.3
+1.6
-0.6
-0.2
-1.4
-2.8
-2.3
+2.2
-2.3
+0.2
+0.6
+0.5
-3.1
+0.3
+2.5
+2.5
+2.0
-1.0
-1.1
+ 2.0
+1.0
-0.3
+ 1.1
+ 1.4
-1.4
+3.4
-0.3
-1.7
+0.7
+0.4
-0.4
-0.2
+2.3
+1.6
+1.4
+3.1
+1.3
+4.3
-1.0
-0.8
-0.4
-1.5
-3.6
-1.7
- 2.0
-0.5
+ 1.0
+ 2.2
+ 2.7
+ 3.5
+ 4.6
+ 2.7
+ 4.0
+ 6.3
+ 5.3
+ 2.5
+ 0.9
+ 1.8
+ 2.6
+ 4.6
+ 5.2
+ 7.4
+ 9.2
+11.1
+12.0
+13.1
+17.0
+15.2
+13.6
+15.0
+16.8
+14.1
+12.7
+11.4
+13.0
+12.4
+12.2
+ 10.8
+ 8.0
+ 5.7
+ 7.9
+ 5.6
+ 5.8
+ 6.4
+ 6.9
+ 3.8
+ 4.1
+ 6.6
+ 9.1
+ 11.1
+10.1
+ 9.0
+ 11.0
+12.0
+ 11.7
+12.8
+ 14.2
+12.8
+16.2
+15.9
+14.2
+14.9
+15.3
+14.9
+14.7
+17.0
+18.6
+20.0
+23.1
+24.4
+28.7
+27.7
+26.9
+26.5
+25.0
+21.4
+19.7
«1
62
(',3
M
H
m
67
liS
69
B.
70
71
72
7;;
74
75
7(1
77
To
78
79
SO
SI
S2
U«
83
S4
V,
85
86
a
90
91
92
W 6
93
94
X,
95
100
Y,
101
102
103
104
105
106
107
108
Z,
109
110
111
112
113
114
115
A,
116
117
118
119
120
121
km.
61.026
62.143
63.268
64. 393
65.497
66.580
67.654
6X246
69. 357
70.480
71.563
72. 644
74.026
75. 108
76. 187
77.358
78.438
79.509
80.635
81.760
83.331
83.924
85.087
86.312
87. 439
88.628
89.370
89. 756
90.834
91.901
93.028
94.239
94.862
96.089
97.216
97.585
98.735
99.862
100.988
102. 112
103. 712
104. 861
105. 928
107.011
108. 163
108.646
109.728
110.832
111.879
112. 994
114.118
115.249
115.968
116. 813
118.268
119.326
120.359
121. 467
122.597
123.658
124.806
125. 955
127. 231
128. 340
129. 471
130. 640
131. 733
132. 754
133. 777
134.800
135. 874
137. 023
138. 230
139. 152
140.117
141.240
142. 402
143. 644
144.908
146.142
147. 148
148.198
149.326
150. 475
151.549
152.641
153.731
m.
1373. 0012
1372. 7796
1372.9112
1374. 6972
1376. 0902
1375. 6862
1373. 3862
1373. 2449
1373. 8010
1377. 2742
1373. 7830
1372. 2854
1374. 6208
1375. 2005
1373. 4805
1369. 5727
1365. 9377
1362. 9023
1358. 8679
1358. 1607
1352. 8031
1348. 5189
1347. 7957
1346. 4937
1345. 5423
1344. 0613
1342. 7887
1343. 2359
1342. 1830
1341.6330
1340. 9289
1340. 2583
1339. 8745
1338. 8299
1337. 8677
1336. 5763
1336. 0589
1334. 9700
1334.0960
1333. 7043
1333. 4594
1332. 7062
1333. 4580
1332. 7692
1383.2074
1332. 4493
1332. 3274
1329. 0669
1329.4014
1329. 0692
1328. 6525
1326. 8369
1326. 2475
1326. 6833
1330. 6151
1335. 1829
1336. 6269
1335. 2919
1329. 2215
1321. Zisi
1322. 5062
1321. 1086
1319. 3799
1317. 7916
1317. 1748
1322. 1122
1321. 7315
1322. 6296
1320. 7004
1319. 5360
1319. 4376
1316. 7258
1312. 7461
1310. 7343
1310. 2448
1310. 2720
1313. 8401
1318. 2602
1319. 2166
1318.2352
1315. 9044
1321. 8998
1318. 7961
1318. 2475
1317. 1289
1313. 5528
1312.9450
16
V. S. COAST AND GEODETIC SUKVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, Beowawe to Marmol, Nev. — Continued.
Date.
Difference of elevation.
Discrepancy.
Distance
Designa-
Distance
Observed
From
elevation
B. M. to
In kilo-
Back-
Total
tion
from
above
B. M.
meters.
Forward
ward
Mean.
Par-
accu-
of B. M.
B.M.Bo.
mean
line.
line.
tial.
mu-
sea level.
lated.
TO.
TO.
TO.
TOTO.
mm.
km.
m.
121-122
0.752
-0. 6695
+0. 6715
-0. 6705
-2.0
+17.7
122
154. 483
1312. 2745
122-B 7
1.433
-2. 5391
+2.5414
-2. 5402
-2.3
+ 15.4
B,
155. 916
1309. 7343
Bt-123
1.089
+0. 2796
-0.2806
+0.2801
+1.0
+16.4
123
157.005
1310. 0144
123-124
1.022
-1.5328
+1.5338
-1.5333
-1.0
+15.4
124
158. 027
1308. 4811
124-125
1.151
-0. 4518
+0. 4554
-0.4536
-3.6
+11.8
125
159. 178
1308. 0275
125-126
1.111
+0.2099
-0. 2074
+0.2086
-2.5
+ 9.3
126
160.289
1308. 2361
126-127
1.093
-0. 7147
+0. 7153
-0. 7150
-0.6
+ 8.7
127
161. 382
1307. 5211
127-128
1.093
+0.5837
-0.5868
+0.5852
+3.1
+ 11.8
128
162. 475
1308. 1063
128-129
1.023
+4. 1021
-4.1000
+4. 1010
-2.1
+ 9.7
129
163. 498
1312. 2073
I29-C7
129-C,
1.127
1.127
+5.4827
+5. 4820
-5.4778
-5. 4803
} +5.4807
-3.4
+ 6.3
C7
164. 625
1317.6880
Ct-130
1.074
+2. 8736
-2.8701
+2. 8718
-3.5
+ 2.8
130
165. 699
1320.5598
130-131
1.136
-0.6556
+0.6564
-0.6560
-0.8
+ 2.0
131
166.835
1319. 9038
131-132
1.077
-2. 1108
+2. 1142
-2. 1125
-3.4
- 1.4
132
167. 912
1317. 7913
132-133
1.123
-4.5630
+4.5653
-4.5642
-2.3
- 3.7
133
169.035
1313.2271
133-134
1.165
-4. 6106
+4. 6101
-4. 6104
+0.5
- 3.2
134
170.200
1308. 6167
134-135
1.128
+2. 5103
-2.5099
+2. 5101
-0.4
- 3.6
135
171.328
1311. 1268
135-D;
1.010
-3.3043
+3.3043
-3.3043
0.0
- 3.6
D,
172.338
1307. 8225
Dj-136
1.049
+3.6160
-3. 6175
+3. 6168
+1.5
- 2.1
136
173.387
1311.4393
136-137
136-137
1.030
1.030
1.109
-2.2695
-2. 2738
-4. 3987
+2.2730
\ -2.2723
-4.4004
-1.4
-3.5
- 3.5
- 7.0
137
138
174.417
175. 526
1309. 1670
137-138
+4.4022
1304.7666
138-139
1.150
-0.4110
+0.4098
-0.4104
+ 1.2
- 5.8
139
176. 676
1304.3562
139-140
1.076
+0.0652
-0.0610
+0.0631
-4.2
-10.0
140
177. 752
1304. 4193
140-141
140-141
1.092
1.092
+4. 2895
+ 4.2868
-4.2850
-4. 2876
} +4.2872
-1.9
-11.9
141
178.844
1308.7065
141-E,
1.217
+ 1.7726
-1.7723
+ 1.7724
-0.3
-12.2
E 7
180.061
1310. 4789
Et-142
E,-142
1.151
1.151
-3.8634
-3.8630
+3.8684
+3.8667
\ -3.8654
-4.4
-16.6
142
181. 212
1306. 6135
142-143
1.056
-4.2296
+4.2337
-4.2316
-4.1
-20.7
143
182.268
1302. 3819
143-144
1.092
-4.4124
+4.4128
-4.4126
-0.4
-21.1
144
183.360
1297. 9693
144-145
1.091
-1.1839
+1. 1797
-1. 1818
+4.2
-16.9
145
184. 451
1296. 7875
145-146
1.038
+ 1.2921
-1.2919
+ 1.2920
-0.2
-17.1
146
185. 489
1298. 0795
146-147
0.985
-2.9454
+2.9465
-2.9460
-1.1
-18.2
147
186. 474
1295. 1335
147-F,
0.528
+0. 7161
-0. 7173
+0. 7167
+1.2
-17.0
F,
187.002
1295.8502
F,-148
1.145
+2.4605
-2. 4601
+2.4603
-0.4
-17.4
148
188. 147
1298. 3105
148-149
1.102
-4.6630
+4. 6616
-4.6623
+ 1.4
-16.0
149
189. 249
1293. 6482
149-150
1.163
-3.1999
+3.2005
-3.2002
-0.6
-16.6
150
190. 412
1290.4480
150-151
1.139
-1.4830
+ 1.4836
-1.4833
-0.6
-17.2
151
191.551
1288.9647
151-152
1.092
+ 1.0622
-1.0608
+ 1.0615
-1.4
-18.6
152
192. 643
1290. 0262
152-G7
1.043
-2.8917
+2.8956
-2. 8936
-3.9
-22.5
G7
193.686
1287. 1326
G7-153
1.123
-4.4009
+4.4024
-4.4016
-1.5
-24.0
153
194.809
1282. 7310
153-154
1.093
-2.1886
+2.1906
-2. 1896
-2.0
-26.0
154
195.902
1280. 5414
154-155
1.093
-2.2233
+2.2229
-2. 2231
+0.4
-25.6
155
196.995
1278. 3183
155-156
1.090
-1.5668
+ 1.5708
-1.5688
-4.0
-29.6
156
198.085
1276. 7495
156-157
1.057
-0.2252
+0. 2270
-0.2261
-1.8
-31.4
157
199.142
1276. 5234
157-158
1.071
-0. 2439
+0. 2457
-0. 2448
-1.8
-33.2
158
200.213
1276. 2786
158-H 7
0.592
+ 1.9917
-1.9923
+ 1.9920
+0.6
-32.6
H,
200.805
1278. 2706
Hr-159
1.083
+0. 7198
-0. 7174
+0. 7186
-2.4
-35.0
159
201.888
1278. 9892
159-160
1.092
+2.4203
-2. 4185
+2.4194
-1.8
-36.8
160
202.980
1281.4086
160-161
1.033
+0. 3713
-0. 3714
+0.3714
+0.1
-36.7
161
204.013
1281. 7800
161-162
1.005
+4.0300
-4.0269
+4.0284
-3.1
-39.8
162
205.018
1285.8084
162-163
1.126
+4. 4149
-4. 4129
+4.4139
-2.0
-41.8
163
206.144
1290.2223
163-164
1.061
+3.0460
-3.0441
+3.0450
-1.9
-43.7
164
207.205
1293. 2673
164-165
1.130
-4.5058
+4.5054
-4.5056
+0.4
-43.3
165
208.335
1288.7617
165-166
1.145
-0. 5874
+0. 5892
-0.5883
-1.8
-45.1
166
209.480
1288. 1734
166-167
1.092
-0. 5722
+0.5691
-0. 5706
+3.1
-42.0
167
210. 572
1287.6028
167-168
0.987
+ 1.5791
-1.5792
+ 1.5792
+0.1
-41.9
168
211.559
1289. 1820
168-Ij
0.864
+0.5005
-0. 4987
+0. 4996
-1.8
-43.7
I 7
212.423
1289. 6816
Ij-169
0.765
-2.6095
+2.6098
-2.6096
-0.3
-44.0
169
213. 188
1287. 0720
169-170
0.913
+0. 9245
-0. 9241
+0. 9243
-0.4
-44.4
170
214. 101
1287.9953
170-171
1.059
+4.1060
-4. 1051
+4.1056
-0.9
-45.3
171
215. 160
1292. 1019
171-172
1.075
+ 1.1651
-1. 1675
+ 1.1663
+2.4
-42.9
172
216.235
1293. 2682
172-173
1.207
+4.8255
-4. 8235
+4.8245
-2.0
-44.9
173
217.442
1298. 0927
173-174
0.655
+ 1.9798
-1.9789
+ 1.9794
-0.9
-45.8
174
218. 097
1300. 0721
174-J,
1.191
+3.6638
-3.6607
+3.6622
-3.1
-48.9
J7
219.288
1303. 7343
J7-175
0.592
+3. 5901
-3. 5892
+3.5896
-0.9
-49.8
175
219.880
1307. 3239
175-176
1.210
-2.2699
+2.2695
-2.2697
+0.4
-49.4
176
221.090
1305. 0542
176-177
1.208
-4. 8292
+4.8280
-4.8286
+ 1.2
-48.2
177
222. 298
1300. 2256
177-178
1.144
-4. 4991
+4. 4975
-4.4983
+ 1.6
-46.6
178
223. 442
1295. 7273
178-K,
0.374
-1.9342
+1.9345
-1.9344
-0.3
-46.9
K 7
223.816
1293. 7929
Kt-179
1.168
+0. 9521
-0. 9510
+0. 9516
-1.1
-48.0
179
224.984
1294. 7445
179-180
1.207
-0. 1227
+0. 1210
-0. 1218
+ 1.7
-46.3
180
226.191
1294. 6227
180-L,
1.178
+0.9295
-0. 9287
+0. 9291
-0.8
-47.1
L7
227. 369
1295. 5518
L7-I8I
0.808
+1.4951
-1. 4945
+ 1.4948
-0.6
-47.7
181
228. 177
1297.0466
181-182
1.041
+0.6502
-0.6504
+0.6503
+0.2
-47.5
182
229.218
1297.6909
182-M;
0.932
-2.2268
+2.2295
-2.2282
-2.7
-50.2
M 7
230.150
1295. 4687
M7-N7
1.096
-1.6638
+1.6610
-1.6624
+2.8
-47.4
N 7
231.246
1293.8063
Nt-183
0.967
+1.7460
-1.7468
+1.7464
+0.8
-46.6
183
232.213
1295.5527
183-184
1.059
+3.7325
-3. 7316
+3. 7320
-0.9
-47.5
184
233.272
1299.2847
I84-O7
1.192
+0.0600
-0.0607
+0.0604
+0.7
-46.8
O,
234.464
1299. 3451
Ot-185
0.798
-3. 6194
+3. 6214
-3.6204
-2.0
-48.8
185
235.262
1295. 7247
185-186
0.912
-3. 3681
+3.3680
-3.3680
+0.1
-48.7
Ig
236.174
1292. 3567
I86-P7
1.022
-2.8886
+2. 8917
-2. 8902
-3.1
-51.8
237.196
1289.4665
Pt-187
Pt-187
0.111
0.111
-1.5662
-1.5662
+ 1.5654
+ 1.5658
} -1.5659
+0.6
-51.2
187
237.307
1287.9006
187-188
187-188
1.164
1.164
-4.0052
-4.0002
+3.9971
+3.9985
\ -4.0002
+4.9
-46.3
188
238.471
1283.9004
1912.
Aug. 15-16
Aug. 16-16
Do
Do
Do
Do
Do
Aug. 16-17
Aug. 17-17
Do
Aug. 19-19
Aug. 17-17
Do
Do
Do
Aug. 17-19
Aug. 19-19
Do
Do
Do
Aug. 20
Aug. 19-19
Aug. 20-20
Do
Aug. 20-21
Aug. 22-22
Aug. 21-21
Do
Aug. 22-22
Aug. 21-21
Do
Do
Aug. 21-22
Aug. 22-22
Do
Do
Aug. 23-23
Do
Do
Do
Do
Aug. 24-24
Do
Do
Do
Do
Aug. 24-26
Aug. 26-26
Do
Do
Do
Aug. 26-28
Aug. 28-28
Do
Do
Do
Do
Sept. 5-5
Do
Do
Do
Do
Do
Do
Sept. 10-10
Do
Do
Do
Do
Do
Sept. 10-11
Do
Do
Do
Sept. 11-11
Do
Do
Do
Do
Sept. 11-12
Sept. 12-12
Do
Do
Do
Do
Sept. 13-13
Sept. 3-12
Sept. 12-13
PRECISE LEVELING, BEIGHAM TO SAN FRANCISCO.
Results of leveling, Beowawe to Marmol, Nev. — Continued.
17
Date.
From
B.M. to
B. M.
Distance
in kilo-
meters.
Difference ot elevation.
Forward
line.
Back-
ward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designa-
tion
of B. M.
Distance
from
B. M. B«.
Observed
elevation
above
mean
sea level.
Sept. 3
Sept. 12-13.
Sept. 12
Sept. 13-13.
Sept. 3-12..
Do
Do
Sept. 7-9...
Sept. 13-13.
Sept. 7-9...
Sept. 9-9...
Sept. 7-9...
Do
Do
Do
Do
Do
Do
Sept. 9-9...
Sept. 7-9...
Sept. 9-9...
Do
Sept. 7-7...
Sept. 13-14.
Sept. 14-14.
Do
Do
Do
Do
Do
Do
Sept. 6-6...
Do
Do
Do
Do
Sept. 16-16.
Do
Do
Do
Do
Sept. 6-16. .
Sept. 16-16.
Sept. 17-17.
Sept. 16-17.
Sept. 17-17.
Do
Do
Do
Do
Do
Do
Do
Sept. 17-18.
Sept. 18-18.
Do
Do
Do
Do
Sept. 19-19.
Do
Do
Do
Do
Sept. 19-20.
Sept. 20-20.
Do
Do
Sept. 21-21 .
Sept. 20-20.
Do
Sept. 20-21 .
Sept. 21-21 .
Do
Do
Do
Do
Sept. 23-23.
Do
Do
Do
Do
Do
Sept. 24-24. .
Do
Sept. 25-25. .
Do
Do
Do
1912.
188-189
188-189
189-190
189-190
190-191
191-192
192-Q,
Qt-193
Qt-193
193-194
193-194
194-195
195-196
196-197
197-198
198-Rj
R 7 -199
199-200
199-200
200-201
201-202
202-203
203-204
204- Sf
St-205
206-206
206- T,
T,-U,
Ut-207
207-308
208- V 7
V,-209
209-210
210-211
211-212
212-213
213-W7
Wr-214
214-215
215-216
216-217
217-218
218-219
218-219
219- X 7
X 7 -220
220-221
221-222
222-223
223-224
224-225
225- Y,
Yt-226
22(3-227
227-228
228-229
229-230
230- Z 7
Zj-231
231-232
232-233
233-234
234-235
235- A,
Ad-236
236-237
237-"38
238- r 39
238-239
239-240
240-241
241-242
242-243
243-244
244- B>
Bs-245
245-246
246-247
247-248
248-249
249-250
250-251
251-252
252-Cg
Ct-253
253-254
254-255
255-256
256-Di
1.081
1.081
1.084
1.084
1.154
1.020
0.445
1.354
1.354
1.025
1.025
1.023
0.914
1.096
1.097
0.502
0.978
1.076
1.076
1.133
0.914
1.153
1.479
0.509
1.176
1.021
1.024
0.915
1.127
1.095
1.038
1.064
1.188
1.173
1.172
1.268
0.532
1.124
1.114
1.020
1.147
1.092
1.094
1.094
0.653
1.134
1.023
1.087
1.022
1.090
1.O90
0.345
1.095
0.546
1.093
1.077
1.093
0.578
1.161
1.084
1.123
1.123
1.082
1.049
0.924
1.122
1.118
1.084
1.084
1.083
0.898
1.099
1.202
1.203
0.847
1.097
1.210
1.117
1.124
1.184
1.082
1.082
0.774
0.690
0.929
1.100
1.101
1.099
1.142
m.
-4.6136
-4.6091
(')
-4.5524
-3. 7517
-2. 8950
-1.1388
-0.6220
-0.6211
+2.1304
+2.1334
-4.6511
-3. 2336
-4.3969
-4.5496
-2. 6440
-2. 6070
-4.4128
-4.4204
-4.7911
-3. 2653
-4. 8945
-4. 9788
-3.4568
-0. 5375
-2. 0262
-1.2848
-0. 7933
-1.2404
-2. 1071
-1.0383
-1.2286
-2. 4752
-1.6800
-1.5742
+0.5333
-1.8853
-1.6945
-1.7965
+0.0979
-2.3073
-0.7300
-2.5886
-2.5841
-0. 3203
-1.1678
+2.6086
+ 1.7589
-0. 3349
-3.3961
+2.4267
+ 1.5125
-0. 1651
-0.8048
+4. 1821
-3.0319
-0. 1881
+0.2007
-2.5947
-1.8549
+0.0670
+0. 0613
-0. 4123
+0. 8079
+0. 0357
+0.0606
-2.0199
-3.0219
-3.0239
-1.0357
-1.1427
-0. 7426
-0.4717
-0. 5772
+ 1.2909
+3.5358
-0.4054
+0.4064
-1.4319
-1.9903
+1.4090
-2. 1471
-1.4105
+0.0610
-0. 4038
-0. 7773
+1. 1231
+1. 1464
+0. 3237
m.
(')
+4.6091
+4.5544
+4.5564
+3. 7505
+2.8921
+1. 1387
+0.6150
+0. 6193
-2.1400
-2. 1359
+4.6505
+3.2311
+4. 3988
+4.5461
+2.6444
+2. 6093
+4.4201
+4.4188
+4.7921
+3.2659
+4. 8934
+4. 9789
+3.4584
+0. 5341
+2. 0273
+ 1.2869
+0. 7927
+ 1.2409
+2. 1058
+ 1.0375
+ 1.2253
+2.4742
+ 1.6787
+1.5742
-0. 5342
+ 1.8853
+ 1.6951
+ 1.7937
-0.0998
+2.3086
+0. 7271
+2.5847
+2. 5871
+0. 3212
+ 1.1678
-2. 6073
-1.7590
+0.3356
+3.3943
-2. 4264
-1.5140
+0. 1672
+0. 8039
-4. 1827
+3.0300
+0. 1921
-0. 2070
+2. 5943
+ 1.8566
-0.0631
-0. 0614
+0. 4142
-0.8041
-0.0344
-0.0592
+2.0177
+3.0263
+3.0229
+ 1.0348
+ 1.1438
+0. 7445
+0. 4727
+0. 5776
-1.2888
-3.5384
+0. 4031
-0.4062
+ 1.4300
+ 1.9906
-1. 4079
+2. 1475
+1. 4097
-0.0636
+0. 4016
+0. 7767
-1. 1232
-1.1441
-0.3234
m.
-4. 6102
-4.5539
-3.7511
-2. 8936
-1. 1388
-0. 6194
+2.1350
-4.6508
-3. 2324
-4. 3978
-4. 5478
-2.6442
-2. 6082
-4. 4180
-4. 7916
-3.2656
-4. 8940
-4. 9788
-3.4576
-0. 5358
-2.0268
-1.2858
-0. 7930
-1.2406
-2. 1064
-1.0379
-1.2270
-2. 4747
-1.6794
-1.5742
+0.5338
-1.8853
-1.6948
-1.7951
+0.0988
-2.3080
-0.7286
-2.5862
-0.3208
-1.1678
+2.6080
+ 1.7590
-0.3352
-3. 3952
+2. 4266
+1.5132
-0. 1662
-0.8044
+4. 1824
-3. 0310
-0. 1901
+0.2068
-2. 5945
-1.8558
+0.0650
+0.0614
-0.4132
+0.8060
+0.0350
+0.0599
-2.0188
-3.0238
-1.0352
-1.1432
-0. 7436
-0. 4722
-0. 5774
+1.2898
+3. 5371
-0.4042
+0.4063
-1.4310
-1.9904
+1.4084
-2. 1473
-1.4101
+0. 0623
-0. 4027
-0. 7770
+1. 1232
+1. 1452
+0. 3236
mm.
+2.3
-3.0
+1.2
+2.9
+0.1
+4.4
+6.1
+0.6
+2.5
-1.9
+3.5
-0.4
-2.3
-2.8
-1.0
-0.6
+ 1.1
-0.1
-1.6
+3.4
-1.1
-2.1
+0.6
-0.5
+ 1.3
+0.8
+3.3
+ 1.0
+ 1.3
0.0
+0.9
0.0
-0.6
+2.8
+ 1.9
-1.3
+2.9
+0.5
-0.9
0.0
-1.3
+0.1
-0.7
+ 1.8
-0.3
+ 1.5
-2.1
+0.9
+0.6
+ 1.9
-4.0
+0.3
+0.4
-1.7
-3.9
+0.1
-1.9
-3.8
-1.3
-1.4
+2.2
-1.7
+0.9
-1.1
-1.9
-1.0
-0.4
-2.1
+2.6
+2.3
-0.2
+ 1.9
-0.3
-1.1
-0.4
+0.8
+2.6
+2.2
+0.6
+0.1
-2.3
-0.3
mm.
-44.0
-47.0
-45.8
-42.9
-42.8
-32.3
-31.7
-29.2
-31.1
-27.6
-28.0
-30.3
-33.1
-34.1
-34.7
-33. 6
-33.7
-35.3
-31.9
-33.0
-35.1
-34.5
-35.0
-33.7
-32.9
-29.6
-28.6
-27.3
-27.3
-26.4
-26.4
-27.0
-24.2
-22.3
-23.6
-20.7
-20.2
-21.1
-21.1
-22.4
-22.3
-23.0
-21.2
-21.5
-20.0
-22.1
-21.2
-20.6
-18.7
-22.7
-22.4
-22.0
-23.7
-27.6
-27.5
-29.4
-33.2
-34.5
-35. 9
-33.7
-35.4
-34.5
-35. 6
-37.5
-38.5
-38.9
-41.0
-38.4
-36.1
-36.3
-34.4
-34.7
-35.8
-36.2
-35.4
-32.8
-30.6
-30.0
-29.9
-32.2
-32.5
189
190
191
192
Q7
193
194
195
196
197
198
R 7
199
200
201
202
203
204
87
205
206
T,
U,
207
208
V 7
209
210
211
212
213
W 7
214
215
216
217
218
219
X 7
220
221
222
223
224
225
Y,
226
227
228
229
230
Z 7
231
232
233
234
235
A,
236
237
238
239
240
241
242
243
244
B,
245
246
247
248
249
250
251
252
Cs
253
254
255
256
D,
km.
239.552
240.636
241.790
242.810
243.255
244.609
245.634
246.657
247. 571
248.667
249.764
250.326
251.304
252.380
253.513
254. 427
255.580
257. 059
257.568
258. 744
259.765
260. 789
261. 704
262. 831
263. 926
264.964
266. 028
267. 216
268. 389
269. 561
270.829
271. 361
272.485
273. 599
274. 619
275. 766
276.858
277.952
278.605
279. 739
280. 762
281.849
282. 871
283.961
285.051
285.396
286.491
287. 037
288.130
289.207
290.300
290.878
292. 039
293.123
294.246
295. 369
296.451
297.500
298. 424
299.546
300.664
301. 748
302.831
303.729
304.828
306. 030
307.233
308.080
309.177
310. 387
311.504
312. 628
313. 812
314. 894
315.976
316. 750
317. 440
318. 369
319. 469
320. 570
321. 669
322.811
1279. 2902
1274. 7363
1270. 9852
1268. 0916
1266. 9528
1266.3334
1268.4684
1263. 8176
1260. 5852
1256. 1874
1251. 6396
1248. 9954
1246.3872
1241.9692
1237. 1776
1233. 9120
1229. 0180
1224. 0392
1220.5816
1220. 0458
1218.0190
1216. 7332
1215. 9402
1214. 6996
1212. 5932
1211.5553
1210.3283
1207.8536
1206. 1742
1204.6000
1205. 1338
1203. 2485
1201. 5537
1199. 7586
1199.8574
1197.5494
1196.8208
1194.2346
1193.9138
1192. 7460
1195.3540
1197. 1130
1196.7778
1193.3826
1195.8092
1197.3224
1197. 1562
11%. 3518
1200.5342
1197.5032
1197.3131
1197.5199
1194.9254
1193.0696
1193. 1346
1193.1960
1192. 7828
1193.5888
1193. 6238
1193.6837
1191.6649
1188.6411
1187.6059
1186.4627
1185. 7191
1185.2469
1184.6695
1185.9593
1189.4964
1189.0922
1189. 4985
1188. 0675
1186.0771
1187.4855
1185.3382
1183. 92S1
1183.9904
1183.5877
1182. 8107
1183.9339
1185. 0791
1185.4027
53167°— 14-
Rejected in field.
18
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, Beowawe to Marmol, Nev. — Continued.
Date.
From
B. M. to
B. M.
Distance
in kilo-
meters.
Difference of elevation.
Forward
line.
Back-
ward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designa-
tion
ofB. M.
Distance
from
B.M. Bi.
Observed
elevation
above
mean
sea level.
1912.
Sept. 25-26
Sept. 26-26
Do
Do
Do
Sept. 30-30
Do
Do
Sept. 30-Oct. 1.
Do
Do
Do
Oct. 1-1
Do
Do
Do
Do
Oct. 1-2
Do
Do
Do
Do
Oct 2-2
Do
Do
Do
Oct. 2-3
Do
Do
Do
Do
Oct. 3-3
Do
Do
Do
Do
Do
Do
Oct. 4-4
Do
Do
Do
Do
Do
Do
Do
Do
Do
Oct 5-5
Do
Do
Oct. 8-8
Do
Do
Do
Do
Do
Oct 11-11
Do
Oct. 11-10
Do
Do
Oct. 11-12
Do
Do
Do
Do
Do
Oct. 12-12
Do
Do
Do
Do
Oct. 14-14
Do
Do
Do.. .......
Do
Do
Oct 15-15
Do
Do
Oct. 15
Oct 15-15
Do
Oct. 16
Oct 16-16
Do
Do
Do
D(r-257
257-258
258-259
259-Es
Es-260
260-261
261-262
262-Fs
Fg-263
263-264
264-Gs
Gs-265
265-266
206 267
267-H 8
Hs-268
268-269
269-270
270-271
271-272
272-273
273-274
274-Is
Is-275
275-Ja
Js-276
276-277
277-278
278-Ks
K»-279
279- Ls
Ls-280
280-281
281-282
282-283
283-284
284-Ms
Ms-285
285-286
286-N«
Ns-287
287-Os
On-288
288-Ps
P»-289
289-290
290-291
291-Q 8
Q»-292
292-Ra
Rs-Ss
Ra-Ss
S«-293
293-294
294-295
295-296
296-297
297-298
298-Ts
Ts-299
299-300
300-Us
U«-V 8
VfrW 8
Ws-301
301-302
302-303
303-304
304-Xs
Xg-Ys
Yb-305
305-306
306-Z 8
Z.-307
307-308
308-309
309-310
310-311
311- Ag
A,-312
Aj-312
312-313
313-314
313-314
314-315
315-316
315-316
316-317
317-318
318- B,
1.101
0.982
1.079
0.807
1.044
0.950
1.101
0.862
1.080
1.081
0.509
1.160
0.869
1.083
1.182
1.318
1.165
1.185
1.243
1.207
1.209
1.208
0.997
1.375
1.203
1.098
1.118
1.104
0.487
1.116
0.470
0.830
1.089
1.083
1.0S4
1.084
0.748
1.130
1.087
0.709
1.132
1.115
1.123
0.512
1.137
1.125
1.125
0.895
1.202
1.503
0.211
0.211
1.072
0.843
1.104
1.082
1.023
0.926
1.017
1.071
1.211
1.174
1.151
0.685
1.187
1.120
1.102
1.095
1.221
0.358
0.970
1.169
1.090
1.139
1.144
1.168
1.208
1.207
1.205
0.876
0.876
0.709
1.116
1.116
1.105
1.121
1.121
0.722
1.164
1.193
m.
+0.2330
+0.3870
+0. 2606
+2.8492
+3.9296
+0.0110
-4. 2127
-0. 1376
+0.0859
+0. 8930
+0. 2457
+1. 5332
+3. 1794
+4.2149
+0. 1546
+4.6527
+0. 4021
+1.6998
+2. 7519
+0.0693
-0. 1477
+2.9402
-0. 1520
+0. 4836
+4. 5023
+1.6505
-0. 1074
+3. 1041
-0. 4508
-0.3264
-0.3600
+3. 3050
+4.3018
+3. 7991
+3. 5958
+2. 2793
+0. 4864
+3. 3607
+1.6196
-0.0919
-1.3081
+0.0407
+0. 2393
-0. 1431
+5.0789
+4.9205
+3. 7272
+2.6394
+5. 6800
+1.3733
+0. 7100
+0. 7107
-0.0376
+3.7718
-0. 7978
-0.6251
-0. 1263
+0. 1266
+0. 4292
-0. 4275
-0. 0756
+0. 2751
-0.3968
+1.9120
+1.5703
+3.3442
+3.0731
+3.9718
+4.4013
+1.1893
+ 1.7324
+2. 1631
+2.9149
+1.6843
+3. 3973
+4.8118
+1.8463
+2. 1971
+1.3108
+0. 7762
+0.7799
+2. 4352
+0. 7S76
+0. 7901
+3.6812
+4. 7191
+4.7214
+2.7134
+4.3666
+5.0811
m.
-0. 2316
-0. 3868
-0. 2620
-2.8483
-3. 9290
-0. 0099
+ 4.2118
+0. 1401
-0. 0874
-0. 8932
-0. 2436
-1.5339
-3. 1787
-4.2114
-0. 1558
-4. 6512
-0. 4014
-1. 6977
-2. 7521
-0.0713
+0. 1459
-2.9403
+0.1500
-0. 4847
-4.5029
-1.6493
+0.1066
-3. 1045
+0. 4510
+0.3259
+0.3601
-3.3019
-4.2997
-3. 7972
-3. 5995
-2.2807
-0. 4899
-3.3622
-1.6231
+0.0907
+1.3088
-0. 0392
-0. 2390
+0. 1425
-5.0772
-4.9193
-3. 7272
-2.6404
-5.6788
-1.3729
-0. 7106
-0.7107
+0.0364
-3.7738
+0. 7961
+0. 6232
+0. 1256
-0. 1241
-0. 4293
+0. 4274
+0.0733
-0. 2777
+0. 3975
-1.9121
-1.5661
-3. 3459
-3. 0743
-3. 9722
-4.4048
-1.1915
-1.7358
-2. 1628
-2.9131
-1.6850
-3.3967
-4.8144
-1.8474
-2. 1959
-1.3150
-0. 7804
-0. 7802
-2. 4342
(')
-0. 7887
-3. 6795
(')
-4. 7210
-2. 7133
-4. 3697
-5.0813
m.
+0. 2323
+0. 3869
+0. 2613
+2.8488
+3. 9293
+0. 0104
-4.2122
-0. 1388
+0. 0866
+0.8931
+0. 2446
+1.5336
+3. 1790
+4.2132
+0. 1552
+4. 6520
+0. 4018
+1.6988
+2.7520
+0.0703
-0. 1468
+2.9402
-0. 1510
+0. 4842
+4.5026
+1.6499
-0. 1070
+3. 1043
-0.4509
-0. 3262
-0.3600
+3. 3034
+4.3008
+3. 7982
+3.5976
+2.2800
+0. 4882
+3. 3614
+1.6214
-0.0913
-1.3084
+0.0400
+0.2392
-0. 1428
+5.0780
+4.9199
+3. 7272
+2. 6399
+5. 6794
+ 1.3731
+0.7105
-0.0370
+3.7728
-0. 7970
-0.6242
-0. 1260
+0. 1254
+0. 4292
-0.4274
-0.0744
+0. 2764
-0. 3972
+ 1.9120
+ 1.5682
+3. 3450
+3. 0737
+3. 9720
+ 1.4030
+ 1.1904
+1.7341
+2. 1630
+2.9140
+ 1.6S46
+3. 3970
+4.8131
+ 1.8468
+2. 1965
+ 1.3129
+0.7792
+2.4347
+0. 7888
+3.6804
+4.7206
+2.7134
+4.3682
+5. 0812
mm.
-1.4
-0.2
+ 1.4
-0.9
-0.6
-1.1
+0.9
-2.5
+1.5
+0.2
-2.1
+0.7
-0.7
-3.5
+ 1.2
-1.5
-0.7
-2.1
+0.2
+2.0
+1.8
+0.1
+2.0
+1.1
+0.6
-1.2
+0.8
+0.4
-0.2
+0.5
-0.1
-3.1
-2.1
-1.9
+3.7
+ 1.4
+3.5
+ 1.5
+3.5
+ 1.2
-0.7
-1.5
-0.3
+0.6
-1.7
-1.2
0.0
+ 1.0
-1.2
-0.4
+0.2
+1.2
+2.0
+ 1.7
+ 1.9
+0.7
-2.5
+0.1
+0.1
+2.3
+2.6
-0.7
+0.1
-4.2
+1.7
+ 1.2
+0.4
+3.5
+2.2
+3.4
-0.3
-1.8
+0.7
-0.6
+2.6
+1.1
-1.2
+4.2
+2.3
-1.0
-0.1
-1.7
+0.8
-0.1
+3.1
+0.2
mm.
-33.9
-34.1
-32.7
-33.6
-34.2
-35.3
-34.4
-36.9
-35.4
-35.2
-37.3
-36.6
-37.3
-40.8
-39.6
-41.1
-41.8
-43.9
-43.7
-41.7
-39.9
-39.8
-37.8
-36.7
-36.1
-37.3
-36.5
-36.1
-36.3
-35.8
-35.9
-39.0
-41.1
-43.0
-39.3
-37.9
-34.4
-32.9
-29.4
-28.2
-28.9
-30.4
-30.7
-30.1
-31.8
-33.0
-33.0
-32.0
-33. 2
-33.6
-33.4
-32.2
-30.2
-28.5
-26.6
-25.9
-28.4
-28.3
-28.2
-25.9
-23.3
-24.0
-23.9
-28.1
-26.4
-25.2
-24.8
-21.3
-19.1
-15.7
-16.0
-17.8
-17.1
-17.7
-15.1
-14.0
-15.2
-11.0
-8.7
- 9.7
-9.8
-11.5
-10.7
-10.8
- 7.7
- 7.5
257
258
259
E 8
260
261
262
Fs
263
264
G 8
265
266
267
H 8
268
269
270
271
272
273
274
In
275
Js
276
277
278
Ks
279
U
280
281
282
283
284
Ms
285
286
N 8
287
8
288
P 8
289
290
291
Q 8
292
R 8
S 8
293
294
295
296
297
298
T 8
299
300
U 8
V,
w 8
301
302
303
304
X 8
Y 8
305
306
Z 8
307
308
309
310
311
A,
312
313
314
315
316
317
318
B,
km.
323.912
324. 894
325.973
326. 780
327. 824
328. 774
329. 875
330. 737
331. 817
332. 898
333. 407
334. 567
335. 436
336. 519
337. 701
339.019
340. 184
341.369
342.612
543. 819
345.028
346. 236
347. 233
348. 608
349.811
350.909
352.027
353. 131
353. 618
354.734
355. 210
356.040
357. 129
358. 212
359. 296
360. 380
361. 128
362. 258
363. 345
364. 054
365. 186
366. 301
367. 424
367.936
369. 073
370. 198
371. 323
372. 218
373. 420
374.923
375. 134
376. 206
377. 049
378. 153
379. 235
380. 258
381. 184
382. 201
383. 272
384. 483
385.657
386.808
387.493
888. 880
880. 800
390.902
391.997
393. 218
393. 576
394.546
395. 715
396. 805
397.944
399. 088
400. 256
401. 464
402.671
403. 876
404. 752
405. 461
406.577
407. 682
408.803
409. 525
410. 689
411. 882
m.
1185.6350
1186.0219
1186.2832
1189. 1320
1193.0613
1193.0717
1188.8595
1188.7207
1188.8073
1189.7004
1189. 9450
1191. 4786
1194.6576
1198.8708
1199.0260
1203.6780
1204.0798
1205. 7786
1208.5306
1208.6009
1208. 4541
1211.3943
1211.2433
1211.7275
1216. 2301
1217. 8800
1217.7730
1220. 8773
1220. 4264
1220. 1002
1219. 7402
1223. 0436
1227. 3444
1231.1426
1234. 7402
1237.0202
1237. 5084
1210.8698
1242. 4912
1242. 3999
1241.0915
1241. 1315
1241. 3707
1241.2279
1246. 3059
1251.2258
1254.9530
1257.5929
1263. 2723
1264.6454
1265.3559
1265.3189
1269.0917
1268. 2947
1267. 6705
1267. 5445
1267. 6699
1268. 0991
1267.6717
1267. 5973
1267.8737
1267. 4765
1269. 3885
1270. 9567
1274. 3017
1277. 3754
1281.3474
1285. 7504
1286.9408
1288.6749
1290.8379
1293. 7519
1295.4365
1298.833!
1303.6466
1305. 4934
1307. 6899
1309. 0028
1309.7820
1312.2167
1313.0055
1316. 6859
1321. 4065
1324. 1199
1328. 4881
1333.5693
1 Rejected in field.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO.
Results of leveling, Beowawe to Marmol, Nev. — Continued.
19
Date.
1912
Oct. 18-18
Do
Oct. 18-17
Do
Do
Oct. 18-18
Oct. 18-17
Do
Oct. 18-19
Do
Do
Do
Do
Oct. 19-19
Do
Do
Do
Do
Oct. 21-21
Oct. 21
Oct. 21-21
Do
Do
Oct. 22-23
Oct. 22-22
Do
Do
Do
Do
Do
Oct. 22-23
Do
Do
Oct. 24-25
Oct. 23-23
Do
Do
Do
Do
Oct. 23-25
Oct. 25-25
Do
Do
Do
Do
Do
Do
From
B. M. to
B. M.
B.-319
319-320
320-321
321- Cj
<VD,
C«-D>
DrEi
E»- F9
F»-322
322-323
323-324
324-325
325- G,
G»-32U
Gj-326
326-327
327-328
328-329
329- H,
H.-330
Hj-330
330- I,
I.-331
331-332
332-433
333-334
334-335
335-336
336-337
337- J»
J»-338
338-339
339-340
339-340
340-341
341-342
342-343
343- K,
K.-344
344- L,
L»-345
345-346
345-346
346-347
346-347
347- F«
E,-F,
Distance
in kilo-
meters.
0. 615
1.179
1.022
0.546
0.957
0.957
0.875
1.428
1.088
1.069
1.040
1. 138
1.428
0.622
0.622
1.042
1.098
1.145
0.378
1.086
1.086
0. 284
1.157
1.123
1.132
1.124
1.123
1. 123
1.100
0.874
1.138
0. 738
1.038
1.038
1.060
1.079
1.079
0.299
1. 083
0.599
1.080
1.018
1.018
1.025
1.025
1.016
0.105
Difference of elevation.
Forward
line.
m.
+1. 7493
+0.0859
+0.2040
+ 2.0137
+0. 1522
+0. 1484
+1.3681
-0. 1245
-1.0706
+0. 0729
+ 1.1721
+3. 1615
+5.0325
+5.8441
+5.8450
+7.8000
+4.4328
+2. 2.538
+1.9823
(')
+2.8240
+15.9842
-17. 3154
+ 7.0444
+ 4.9893
+ 4.5129
+ 7.3748
+ 6.0237
+ 7.6743
+ 6.6342
+ 3.6595
+ 4.9243
+ 7.6448
J- 7.6428
+16.9772
+12.0908
- 0. 3077
- 1.0305
+ 8.7852
+ 9.3999
+15.9649
+ 7.8586
+ 7.8600
+ 3.3272
+ 3.3297
+ 6. 6865
- 0.4397
Back-
ward
line.
m.
-1. 7495
-0. 0853
-0. 2059
-2.0442
-0. 1477
-0. 1526
-1.3672
+0. 1280
+ 1.0670
-0. 0744
-1. 1727
-3. 1639
-5.0367
-5. 8489
-5.8442
-7. 8022
-4.4332
-2. 2542
-1.9808
-2.8219
-2. 8237
-15.9846
+17.3181
- 7.0418
- 4.9872
- 4.5134
- 7.3725
- 6.0210
- 7.6746
- 6.6354
- 3.6570
- 4.9244
- 7.6394
- 7.6429
-16.9745
-12.0871
+ 0.3047
+ 1.0325
- 8. 7879
- 9. 4019
-15.9637
- 7.8649
- 7.8596
- 3.3327
- 3.3312
- 6.6867
+ 0.4403
Mean.
m.
+1. 7494
+0.0856
+0.2050
+2.0440
+0.1502
+ 1.3676
-0. 1262
-1.0688
+0.0736
+ 1.1724
+3. 1627
+5.0346
+5.8456
+2.0
+7.8011
+2.2
+4.4330
+0.4
+2.2540
+0.4
+ 1.9816
-1.5
+2.8234
-1.2
+ 15.9844
+0.4
-17. 3168
-2.7
+ 7.0431
-2.6
+ 4.9882
-2.1
+ 4.5132
+0.5
+ 7.3736
-2.3
+ 6.0224
-2.7
+ 7.6744
+0.3
+ 6.6348
+ 1.2
+ 3.6582
-2.5
+ 4.9244
+0.1
+ 7.6425
-2.6
+ 16.9758
+12.0890
- 0. 3062
- 1.0315
+ 8.7866
+ 9.4009
+-15.9643
+ 7.8608
+ 3.3302
+ 6.6866
- 0. 4400
Discrepancy.
Par-
tial.
mm.
+0.2
-0.6
+1.9
+0.5
-0.1
-0.9
-3.5
+3.6
+ 1.5
+0.6
+2.4
+4.2
-2.7
-3.7
+3.0
-2.0
+2.7
+2.0
-1.2
+2.9
+3.6
+0.2
Total
accu-
mu-
lated.
mm.
-7.3
-7.9
-6.0
- 5.5
-5.6
- 6.5
-10.0
-6.4
-4.9
-4.3
-1.9
+ 2.3
+ 4.3
+ 6.5
+ 6.9
+ 7.3
+ 5.8
+ 4.6
+ 5.0
+ 2.3
- 0.3
-2.4
- 1.9
-4.2
-6.9
- 6.6
-5.4
- 7.9
- 7.8
-10.4
-13.1
-16.8
-13.8
-15.8
-13.1
-11.1
-12.3
- 9.4
-5.8
- 5.6
Designa-
tion
of B. M.
319
320
321
C.
D,
Eg
f,
322
323
324
325
G.
326
327
328
329
H„
330
I>
331
332
333
334
335
336
337
J.
338
339
340
341
342
343
K,
344
U
345
347
F,
E,
Distance
from
B.M.B,.
km.
412. 497
413. 676
414. 698
415.244
416.201
417.076
418. 504
419. 592
420. 661
421. 701
422. 839
424. 267
424. 889
425.931
427. 029
428. 174
428. 552
129. 638
429. 922
431. 079
432. 203
433.334
434. 458
435. 581
436. 704
437. 804
438.678
439. 816
440.554
441. 592
442. 652
443. 731
444.810
445. 109
446.192
446. 791
447. 871
448.889
449.914
450. 930
451.035
Observed
elevation
above
mean
sea level.
m.
1335.3187
1335. 4043
1335.6093
1337. 6533
1337.8035
1339.1711
1339.0449
1337.9761
1338.0197
1339. 2221
1342. 3848
1347. 4194
1353.2650
1361. 0661
1365. 4991
1367. 7531
1369. 7347
1372.5581
1388. 5425
1371. 2257
1378.2688
1383. 2570
1387. 7702
1395. 1438
1401. 1662
1408.8406
1415.4754
1419. 1336
1424. 0580
1431.7005
1448.6763
1460. 7653
1460. 4591
1459. 4276
1468.2142
1477. 6151
1493.5794
1501. 4402
1504.7704
1511. 4570
1511. 8970
1 Rejected In field.
SAN FRANCISCO, CAL., TO MARMOL, NEV.
This section was run between March 7 and July 12, 1912.
Precise level No. 10 was used until April 19 and precise level No. 7 for the remainder of
the period of leveling. Rods CC and DD were used until July 3, and rods V and W for the
remainder of the period of leveling.
The lengths of rods CC and DD at 0° C as determined by the instrument division of this
Survey are as follows: January 12, 1912, rod CC, 3.0008 meters, rod DD, 3.0012 meters;
March 5, 1913, rod CC, 3.0011 meters, rod DD, 3.0015 meters.
Both the office and field measurements of the rods show a lengthening. It is assumed
that the lengthening was gradual and distributed uniformly over the period between the office
measurements. Because of the peculiar profile of this line, which is comparatively level for
the first 270 kilometers, rising gradually 2100 meters in the next 170 kilometers and then falling
a little in the remaining 56 kilometers, the mean length of the rods, 3.0011 meters, or an excess
of 0.37 millimeter per meter, on June 9, which is the mean date of the period of the leveling
up the incline, was used in the computations. The index correction of rod CC was —0.3 milli-
meter; of rod DD, —0.2 millimeter.
The lengths of rods V and W, their index correction, and the mean length used in the
computation are given in connection with the line Beowawe to Marmol, Nev. (See p. 13.)
The elevations in the table following depend on an elevation of 48.5590 meters for bench
mark 635 at San Francisco. This elevation was furnished by the engineer of that city.
20
V. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, San Francisco, Cal., to Marmol, Nev.
Date.
From B. M. to
B. M.
Distance
In kilo-
meters.
Difference of elevation.
Forward
line.
Backward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designa-
tion
of B. M.
Distance
from
B.M.
City 635.
Observed
elevation
above
mean
sea level.
1912.
Mar. 8-8....
Mar. 7-7....
Do
Mar. 8-8....
Mar. 7-7....
Mar. 7-8....
Mar. 9-9....
Mar.8
Mar. 9-9...
Mar. 8-8...
Mar. 9-8....
Mar. U-9...
Do
Do
Mar. 11-11..
Mar. 12-12..
Mar. 11-11..
Do
Mar. 11-12..
Mar. 12-13..
Mar. 13-13..
Do
Do
Do
Mar. 13-14..
Do
Do
Do
Mar. 14-14..
Do
Do
Do
Mar. 15-16..
Do
Do
Do
Mar. 15-18..
Mar. 18-18..
Mar. 16-18..
Mar. 19-19..
Mar. 16-18..
Mar. 18-18..
Do
Do
Do
Mar. 19-19..
Do
Do
Do
Do
Do
Mar. 20-20..
Mar. 19-20..
Mar. 20-20..
Do
Do
Do
Do
Mar. 21-22..
Do
Do
Mar. 22-22..
Do
Do
Do
Do
Mar. 22-23...
Do
Do
Do
Do
Do
Mar. 23-25...
Mar. 25-25..
Do
Do
Do
Do
Do
Do
Mar. 25-27..
Mar. 27-27...
Do
Do
Do
Do
Do
Mar. 28-28...
City 635-City 640.
City 640-1
City 640-1
City 640- •
TSj
—
7
1-2
2-3
2-3
0.332
1.579
1.579
1.579
3-City4i8
£T
4-5
5-6
6-7
7-8
7-S
8-W,
W.-9
9-10
10-11
11-X,
X«-12
12-13
13-14
14-Y.
Y r 15
15-16
16-Z 6
Zu-17
17-A,
At-Bt
Bt-18
18-19
19-C,
Cr-20
20-21
21-Dr
Dt-22
22-23
22-23
23-E ;
23-E7
Er-24
24-25
25-F7
Ft-26
26-27
27-28
28-29
29-Gt
Gt-30
Gt-30
30-H,
30-H,
Ht-I,
Ir-31
3I-J7
J7-32
32-33
33-34
34-35
35-36
36-K 7
Kt-37
Kt-37
37-38
38-39
39-L7
39-L7
Lt-40
40-41
4I-M7
Mr-42
42-43
43-44
44-45
45-N7
Nt-46
46-47
47-48
48-0 7
0,-P,
Pt-49
49-50
50-51
51-52
52-Q,
52-Q,
TOT
1.123
0.472
0.472
+10.8331
1+10.2259
+10.2378
+10.2342
-16. am
+ 14.2231
+14.2352
TO.
-10.8347
-10.2344
-10.2305
-10.2324
+ 7.0375
0.279 + A.873J
O.OJO
• 111. 9ii79
II. 2226
-14.2380
- 7.0531
- 7.0354
TO.
+10.8339
+10.2342
mm.
+ 1.6
-3.6
+ 1.6
- 2.0
City 635
City 640
1
km.
0.000
0.332
1.911
-16.96J3
- I
TS
City 586
"OTT
0.996
1.057
1.112
0.980
0.980
1.283
1.278
1.201
1.214
1.433
0.900
1.209
1.208
1.215
1.209
1.196
1.911
0.828
1.324
0.608
1.183
1.818
0.640
1.212
1.047
0.642
0.133
1.200
1.200
0.779
0.779
1.042
1.210
1.186
1.229
1.149
1.078
1.103
1.000
1.198
1.198
0.209
0.209
0.737
1.231
1.303
1.203
1.184
1.207
1.176
0.980
1.215
1.231
1.231
1.010
1.210
0.922
0.922
0.893
1.209
1.217
1.161
0.886
1.282
1.208
1.215
1.495
1.238
0.935
0.371
0.513
0.473
1.126
1.201
1.072
0.814
0.814
- 8. 1)111
-10.9755
-11.0882
-11.7090
-.9.4753
- 9.4722
-11. 8540
-12.4919
- 5.6283
- 0.2409
- 0. 3837
- 3.5610
- 1.5980
+ 1.9631
+ 0.6689
- 2.6883
+ 0.3098
+ 6.0721
- 0.8345
- 0. 6006
+ 0.4744
- 5.0244
+ 0.0874
+ 3.5754
- 3. 7290
+ 8.4523
- 1.1010
+ 0. 1657
- 5.5414
- 5.5427
+ 2.6145
+ 2. 6131
- 2.5497
+ 1.4465
- 2.8658
+ 1.3710
+ 4.1720
+ 3.9389
+ 4.0046
+ 4.1683
- 0.3221
- 0. 3260
+ 1.2058
+ 1.2049
- 3.4879
- 5. 6291
- 3.2822
- 0.6039
+ 2.3001
+ 1.5911
+ 3.4509
+ 3.2123
+ 3.6975
+ 6.4901
+ 6.4905
+ 0.0238
+ 0.2760
- 0. 6402
- 0.6400
- 2.6563
- 4.3090
- 2.4186
- 2.7803
+ 0.7627
+ 0.2308
+ 1.9892
+ 2.3723
+ 1.7125
+ 1.9634
+ 0.5922
+ 0.2058
+ 2.4294
- 1.9530
- 5.1876
- 1.6339
- 1.6914
+ 1.2002
+ 1.1962
- 3.8719
+ S.MSV
+10.9753
+ 11.0890
+11.7115
+ 9.4792
+ 9.4737
+11.8545
+12.4915
+ 5.6255
+ 0.2419
+ 0.3816
+ 3.5586
+ 1.5953
- 1.9651
- 0.6584
+ 2.6898
- 0.3090
- 6.0676
+ 0.8313
+ 0.5998
- 0. 4736
+ 5.0237
- 0.0883
- 3.5729
+ 3. 7251
- 8.4498
+ 1.1005
- 0.1644
+ 5.5469
+ 5.5405
- 2.6089
- 2.6151
+ 2.5496
- 1.4445
+ 2.8667
- 1.3709
- 4.1722
- 3.9392
- 4.0039
- 4.1672
+ 0.3272
+ 0.3234
- 1.2053
- 1.2048
+ 3.4866
+ 5.6313
+ 3.2837
+ 0.6049
- 2.3008
- 1.5894
- 3.4484
- 3.2102
- 3.6940
- 6.4849
- 6.4881
- 0.0227
- 0.2740
+ 0.6349
+ 0.6382
+ 2.6521
+ 4.3081
+ 2.4191
+ 2.7807
- 0.7626
- 0.2353
- 1.9911
- 2.3735
- 1.7116
- 1.9618
- 0.5936
- 0.2061
- 2.4295
+ 1.9520
+ 5.1885
+ 1.6358
+ 1.6911
- 1.1952
- 1.1974
+ 14.2366
+2.8 + 0.8
3.034
+ 7.0354
T 3. 8726 1
- 8. 9124
-10.9754
-11.0886
-11. 7102
- 9.4751
-11.8542
-12.4917
- 5.6269
- 0.2414
- 0.3826
- 3.5598
- 1.5966
+ 1.9641
+ 0.6686
- 2.6890
+ 0.3094
+ 6.0698
- 0.8329
- 0. 6002
+ 0.4740
- 5.0240
+ 0.0878
+ 3.5742
- 3.7270
+ 8.4510
- 1.1008
+ 0.1550
- 5.5428
+ 2.6129
- 2.5496
+ 1.4455
- 2.8662
+ 1.3710
+ 4.1721
+ 3.9390
+ 4.0042
+ 4.1678
■ - 0.3247
■ + 1.2052
- 3.4872
- 5.6302
- 3.2830
- 0.6044
+ 2.3004
+ 1.5902
+ 3.4496
+ 3.2112
+ 3.6958
■ + 6.4884
+ 0.0232
+ 0.2750
- 0.6384
- 2.6542
- 4.3086
- 2.4188
- 2.7805
+ 0.7626
+ 0.2330
+ 1.9902
+ 2.3729
+ 1.7120
+ 1.9626
+ 0.5929
+ 0.2060
+ 2.4294
- 1.9525
- 5. 1880
- 1.6348
- 1.6912
+ 1.1972
-2.1
1.3
-1.4
+0.2
-0.8
-2.5
-2.6
-0.5
+0.4
+2.8
-1.0
+2.1
+2.4
+2.7
+2.0
-0.5
-1.5
-0.8
-4.5
+3.2
+0.8
-0.8
+0.7
+0.9
-2.5
+3.9
-2.5
+0.5
-1.3
-1.7
-1.8
+0.1
-2.0
-0.9
-0.1
+0.2
+0.3
-0.7
-1.1
-1.3
-0.4
+1.3
-2.2
-1.5
-1.0
+0.7
-1.7
-2.5
-2.1
-3.5
-3.8
-1.1
-2.0
+3.5
+4.2
+0.9
-0.5
-0.4
-0.1
+4.5
+1.9
+1.2
-0.9
-1.6
+1.4
+0.3
+0.1
+ 1.0
-0.9
-1.9
+0.3
-TT7
- 3.7
-4.5
- 7.0
- 9.6
-10.1
- 9.7
- 6.9
- 7.9
- 5.8
- 3.4
- 0.7
+ 1.3
+ 0.8
- 0.7
- 1.5
- 6.0
- 2.8
- 2.0
- 2.8
- 2.1
-1.2
-3.7
+ 0.2
- 2.3
- 1.8
- 3.1
- 4.8
- 6.6
- 6.5
- 8.5
- 9.4
-9.5
- 9.3
- 9.0
- 9.7
-10.8
-12.1
-12.5
-11.2
-13.4
-14.9
-15.9
-15.2
-16.9
-19.4
-21.5
-25.0
-29.9
-31.9
-28.4
-24.2
-23.3
-23.8
-24.2
-24.3
-19.8
-17.9
-16.7
-17.6
-19.2
-17.8
-17.5
-17.4
-16.4
-17.3
-19.2
-18.9
Mtjilk
T7!
-1.9 -20.8
W 8
9
10
11
X,
12
13
14
r,
1.5
10
z,
17
A 7
Bi
is
19
a
20
•21
Di
22
23
24
25
F,
2l>
27
M
a
G,
3(1
<*
4.456
5.452
6.509
, 7.621
8.601
9.884
11.162
12.363
13. 577
15.010
15.910
17.119
18. 327
19.542
20. 751
21.947
23.858
24.686
26.010
26. 618
27. 801
29. 619
30.259
31.471
32.518
33.160
33.293
34.493
35.272
36.314
37. 524
38. 710
39. 939
41.088
42.166
43.269
44.269
45.467
H;
45. 676
l7
46. 413
n
47.644
j.
48. 947
13
50.150
n
51.334
34
52.541
35
53.717
n
54.697
K;
55. 912
37
57.143
a
58.153
39
59.363
L?
60.285
40
61.178
41
62.387
If,
63.504
42
64.765
43
65.651
44
66.933
45
68.141
N,
69.356
4li
70.851
■17
72.089
4S
73.024
<>,
73.395
l J 7
73.908
49
74.381
M
75. 507
51
76. 708
52
77.780
78.594
m.
48. 5590
59. 3929
69. 6271
r A&m
83.8637
90.9001
TTtTSTI
81.9877
71.0123
59. 9237
48. 2135
38. 7384
26.8842
14. 3925
8.7656
8.5242
8. 1416
4.5818
2.9852
4.9493
5. 6179
2.9289
3.2383
9.3081
8. 4752
7. 8750
8.3490
3.3250
3.4128
6.9870
3.2600
11. 7110
10. 6102
10. 7752
5.2324
7.8453
5.2957
6. 7412
3.8750
5.2460
9. 4181
13. 3571
17. 3613
21.5291
21.2044
22.4096
18.9224
13.2922
10.0092
9.4048
11.7052
13.2954
16. 7450
19. 9562
23.6520
30. 1404
30. 1636
30.4386
29.8002
27. 1450
22.8374
20. 4186
17.6381
18. 4007
18. 6337
20. 6239
22.9968
24. 7088
26. 6714
27.2643
27. 4703
29.8997
27. 9472
22.7592
21. 1244
19.4332
20.6304
1 Rejected.
•Rejected, T. B. M. was disturbed.
PRECISE LEVELING, BBIGHAM XO SAN FKANCISCO.
Results of leveling, San Francisco, Cal., to Marmol, Nev. — Continued.
21
From B. M. to
B. M.
Distance
in kilo-
meters.
Difference of elevation.
Discrepancy.
Designa-
tion
of B. M.
Distance
from
B. M.
City 635.
Observed
Date.
Forward
line.
Backward
line.
Mean.
Par-
tial.
Total
accu-
mu-
lated.
elevation
above
mean
sea level.
1912.
Mar. 27-27
Qr-53
53-54
54-55
55-56
56-57
57-Rj
Rr-58
58-59
58-59
59-S,
8r-60
60-61
61-T,
Tt-62
62-63
63-U,
TJ,-64
64-V,
Vr-65
65-66
66-67
67-W,
Wr-X,
X7-68
68-69
69-Y,
Yr-Z,
Zt-70
70-71
71-72
72-73
73-A,
A>-74
A.-74
74-75
75-76
76-77
77-B,
B«-78
78-79
79-Cs
Cs-80
80-81
81-D,
Ds-82
82-83
83-84
84-85
84-85
85-E 8
E»-86
86-F 8
Fk-87
87-88
88-0$
Gs-89
89-90
90-91
91-H.
Hs-92
92-T„
Is-93
93-94
94-J,
J.-K,
K,-95
95-96
96-97
97-L 8
97-L 8
L.-98
Lt-98
98-99
99- Ms
Mi-lOO
100-101
101-N 8
N«-102
Ns-102
102-103
103-O 8
Ob-104
104-105
105-106
106-107
107-108
107-108
108-109
108-109
109-110
110-P 8
1.173
1.210
1.209
1.206
1.208
0.369
1.210
1.207
1.207
0.544
1.114
1.185
0.707
1.166
1.131
0.418
1.253
1.739
1.188
1.207
1.126
1.233
0.802
0.564
0.976
1.044
1.374
1.159
1.040
1.264
0.729
0.920
0.886
0.886
1.132
1.078
1.196
1.230
1.456
1.123
1.123
1.113
1.274
0. 313
1.172
1.124
1.127
1.187
1.187
1.223
0.657
1.245
1.143
1.108
1.242
1.100
1.150
1.219
1.330
1.118
1.391
1.469
0.592
0.211
0.705
1.028
1.121
1.202
0.554
0.554
1.039
1.039
1.194
1.096
1.001
1.081
0.296
1.043
1.043
1.019
0.457
1.098
1.023
1.041
1.013
1.077
1.077
1.150
1.150
1.021
0.633
TO.
— 3. 6132
— 4. 0062
— 2.5567
— 3.6482
— 2. 5831
+ 1.0033
— 1.2081
+ 0.9164
+ 0.9145
— 0. 1319
+ 4.1285
+ 4.5842
— 0. 6871
+ 1.6192
— 3. 2012
— 1.4416
+ 0.4049
+ 11.1458
— 4. 3567
+ 0.9260
+ 5.0201
+ 2.7526
+ 0.7394
+ 4.1073
+ 3.6692
+ 3.7097
+ 13. 1407
+ 7.0093
+ 1.1614
+ 4.8815
+ 2.5542
+ 2.0S93
+ 7.4457
+ 7.4462
+ 2.8282
+ 3.9885
+ 4.0809
+ 5.1480
+ 9.6497
+ 1.5385
— 0.9056
+ 8.2545
— 0. 1424
+ 1.4208
+ 1.5674
+ 2. 2307
+ 3.9372
+ 8.1550
+ 8. 1490
+ 12.4868
— 0. 6095
+ 8.8431
+ 6.8521
+ 6.4809
+ 1.7316
+ 3.3844
+ 3. 1742
+ 10.5388
+ 14.4720
+ 9.4587
+ 13.5292
+ 3.6803
+ 2.8298
+ 0. 7348
— 6.2892
—12. 0916
—10. 8607
—11. 2386
— 5.0093
— 5.0104
— 9. 4438
— 9. 4425
—10. 6230
— 9. 5605
—10. 4644
— 8. 0848
— 2. 9304
—10. 0936
—10. 0898
— 7.5155
— 4. 1878
—10. 9322
— 9. 6601
— 8. 7558
— 8. 7952
— 9. 2931
— 9.2928
—11.3777
—11.3757
—10. 1971
— 6.7351
TO.
+ 3.6139
+ 4.0051
+ 2.5592
+ 3.6491
+ 2.5839
— 1.0021
+ 1.2088
— 0.9119
— 0. 9134
+ 0. 1319
— 4. 1300
— 4. 5817
+ 0.6890
— 1. 6206
+ 3.2034
+ 1.4433
— 0.4064
—11. 1411
+ 4.3586
— 0.9248
— 5.0224
— 2.7505
— 0.7405
— 4.1071
— 3. 6692
— 3.7090
+ 13.1419
— 7. 0078
— 1. 1576
— 4.8806
— 2. 5567
— 2. 0892
— 7.4385
— 7. 4444
— 2. 8267
— 3. 9881
— 4.0800
— 5. 1486
— 9. 6516
— 1. 5387
+ 0.9041
— 8.2538
+ 0.1455
— 1.4209
— 1.5690
— 2.2336
— 3. 9336
— 8. 1498
— 8. 1486
—12. 4876
+ 0.6084
— 8.8405
— 6.8504
— 6. 4794
— 1.7316
— 3. 3828
— 3. 1759
—10. 5341
—14. 4677
— 9. 4618
—13. 5267
— 3. 6782
— 2. 8315
— 0. 7340
+ 6.2891
+12.0928
+10. 8617
+11.2380
+ 5.0051
+ 5.0071
+ 9.4447
m.
— 3.6136
— 4.0056
— 2.5580
— 3.6486
— 2.5835
+ 1.0027
— 1.2084
\ + 0.9140
— 0. 1319
+ 4.1292
+ 4.5830
— 0.6880
+ 1.6199
— 3.2023
— 1. 4424
+ 0.4056
+ 11.1434
— 4. 3576
+ 0.9254
+ 5.0212
+ 2.7516
+ 0.7400
+ 4.1072
+ 3.6692
+ 3.7094
+ 13.1413
+ 7.0086
+ 1.1595
+ 4.8810.
+ 2.5554
+ 2.0892
\ + 7.4437
+ 2.8274
+ 3.9883
+ 4.0804
+ 5. 1483
+ 9.6500
+ 1.5386
— 0.9054
+ 8.2542
— 0. 1440
+ 1.4208
+ 1.5682
+ 2.2322
+ 3.9354
j. + 8.1506
+ 12.4872
— 0.6090
+ 8.8418
+ 6.8512
+ 6.4802
+ 1.7316
+ 3.3836
+ 3. 1750
+ 10.5364
+ 14.4698
+ 9.4602
+13. 5280
+ 3.6792
+ 2.8305
+ 0.7344
— 6. 2892
—12.0922
—10. 8612
—11.2383
} — 5.0080
1 — 9.4440
—10. 6248
— 9. 5588
—10. 4654
— 8.0848
— 2. 9300
} —10. 0907
— 7. 5143
— 4. 1873
—10. 9322
— 9.6603
— 8. 7566
— 8. 7946
\ — 9. 2922
} —11.3742
—10. 1957
— 6.7359
TOTO.
-0.7
+ 1.1
-2.5
-0.9
-0.8
-1.2
-0.7
—2.8
0.0
+ 1.5
—2.5
—1.9
+1.4
—2.2
—1.7
+1.5
—4.7
—1.9
—1.2
+2.3
—2.1
+ 1.1
—0.2
0.0
—0.7
+ 1.2
—1.5
—3.8
—0.9
+2.5
—0.1
—4.6
—1.5
—0.4
-0.9
+0.6
+1.9
+0.2
+2.5
—0.7
—3.1
+0.1
+1.6
+2.9
—3.6
—2.8
+0.8
+ 1.1
—2.6
—1.7
—1.5
0.0
—1.6
+1.7
—4.7
—1.3
+3.1
—2.5
—2.1
+2.0
—0.8
+0.1
—1.2
—1.0
+0.6
+3.7
—1.5
—3.7
+3.3
—1.9
0.0
+0.7
+2.0
+2.4
+1.0
-O.l
—0.4
—1.6
+1.1
+1.6
+5.1
+2.8
—1.6
mm.
-21.5
-20.4
-22.9
-23.8
-24.6
-25.8
-26.5
—29.3
—29.3
—27.8
—30.3
—32.2
—30.8
—33.0
—34.7
—33.2
—37.9
—39.8
—41.0
—38.7
—10.8
—39.7
—39.9
—39.9
—40.6
—39.4
—40.9
-44.7
—45.6
-43.1
—43.2
—47.8
—49.3
—49.7
—50. 6
—50.0
—48.1
—47.9
—45.4
—46.1
—49.2
—49.1
—47.5
—44.6
—48.2
—51.0
—50.2
—49.1
—51.7
—53.4
—54.9
—54.9
-■56.5
—54.8
—59.5
—63.8
—60.7
—63.2
—65.3
—63.3
—64.1
—64.0
—65.2
—66.2
—65.6
—01.9
—63.4
-07.1
—63.8
—05.7
—65.7
—65.0
—63.0
—60.6
—59.6
—59.7
—60.1
—61.7
—60.6
-59.0
—53.9
—51.1
—52.7
53
54
55
56
57
R7
58
59
S,
60
61
T,
62
63
U,
64
V,
65
66
67
W,
Xt
68
69
Y 7
z 7
70
71
72
73
A 8
74
75
76
77
B,
78
79
C 8
80
81
D 8
82
83
84
85
E„
86
F 8
87
88
G.
89
90
91
Hs
92
I.
93
94
Js
K„
95
96
97
U
98
99
Ma
100
101
N.
102
103
o 8
104
105
106
107
108
109
110
P,
km.
79.767
80. 977
82.186
83.392
84. 600
84. 969
86. 179
87.386
87. 930
89.044
90.229
90.936
92.102
93.233
93.651
94.904
96. 643
97.831
99.038
100. 164
101. 397
102.199
102.763
103. 739
104.783
106. 157
107. 316
108. 356
109.620
110. 349
111. 269
112,155
113. 287
114. 365
115. 561
116. 791
118. 247
119. 370
120. 493
121.606
122.880
123. 192
124.365
125.489
126. 616
127.803
129.026
129.683
130. 928
132. 071
133. 179
134. 421
135. 521
136. 671
137. 890
139.220
140.338
141. 729
143. 198
143. 790
144.001
144.706
145. 734
146.855
148. 057
148.611
149.650
150. 844
151. 940
152. 941
154.022
154.318
155.361
156.380
156.837
157. 935
158. 958
159.999
161. 012
162.089
163.239
164.260
164.893
m.
17. 0168
Do
13.0112
Mar. 28-29
10. 4^2
Do
6. 8046
Mar. 28-28
4.2211
Do
5. 2238
Do
4. 0154
Do
4.9294
Do...'.
Do
4. 7975
Do
8.9267
Mar 29-29
13.5097
Do
12. 8217
Do
14. 4416
Do
11.2393
Do
9.7969
Do
10.2025
Mar 30 30
21.3459
Do
16.9883
Do
17. 9137
Do
22. 9349
Do
25.6865
26.4265
30. 5337
Do
34.2029
Do
37. 9123
Do
51.0536
Do
58.0622
Do
59. 2217
Do
64. 1027
Apr. 3-4
66.6581
Apr. 4-4
68.7473
Do
76. 1910
Do
Do
79.0184
Do
83.0067
Do
87. 0871
Do
92.2354
101. 8860
p bo.:::::::::::::::::
103. 4246
Do
102. 5192
Do
110. 7734
Do
110. 6294
Apr. 6-6
112.0502
Do
113.6184
Do
115.8506
Do
119. 7860
Do
127. 9366
Apr. 8-8
140. 4238
Apr. 8-8
139. 8148
Do
148. 6566
Do
155. 5078
Do
161. 9880
163. 7196
167. 1032
170. 2782
Do
180. 8146
Apr. 9-12
195.2844
Do
204.7446
Di
218. 2726
Do
221. 9518
Do
224. 7823
Apr. 12-12
225. 5107
Do
219. 2275
Do
207.1353
Do
196. 2741
Apr. 13-13
185. 0358
Do
180.0278
Do
Do
170.5838
Apr. 15
Apr. 13-13
+10.6267
+ 9.5572
+ 10.4663
+ 8.0848
+ 2.9297
+ 10.0888
+ 10.0900
+ 7.5131
+ 4.1868
+10.9323
+ 9.6605
+ 8.7574
+ 8.7941
+ 9.2880
+ 9.2947
+ 11.3723
+11.3710
+10.1943
+ 6.7367
159. 9590
Apr. 15-15
150. 4002
Do
139. 9348
Do
131.8500
Do
128.9200
Do
118.8293
Do
Do
111.3150
Do
107. 1277
Apr. 16-16
96.1955
Do
86.5352
Do
77. 7786
Do
68.9840
Do
Apr. 17-22
Apr. 16-16
Apr. 17-22
48. 3176
Apr. 16-16
38. 1219
Apr. 22-20
31.3860
22
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, San Francisco, Cal., to Marmol, Nev. — Continued.
From B. M. to
B. M.
Distance
in kilo-
meters.
Difference of elevation.
Discrepancy.
Designa-
tion
of B. M.
Distance
from
B. M.
City 635.
Observed
Date.
Forward
line.
Backward
line.
Mean.
Par-
tial.
Total
accu-
mu-
lated.
elevation
above
mean
sea level.
1912.
Apr. 22-20
Pu-111
111-112
112-113
113-Qs
113-Q,
Qs-Rs
Rn-Sg
Ss-114
114-115
115-116
115-116
116-T,
Ts-Us
TJb-117
117-118
118-119
119-120
120-V,
Vs-121
121-122
122-123
123-124
124-W 8
Wb-Xs
X»-125
125-126
125-127
127-Y 8
Ys-Zs
Ys-Zs
Zs-128
128-129
129- A,
A„-B 9
Bj-Ca
C-130
130-131
131-132
132-133
133- D»
Dj-E s
Ea-134
> 134-135
135-F,
Gb-136
136-137
137-138
138- H 9
H,-I 9
H,-I„
Id-139
139-140
140-141
1.237
1.023
1.092
0.947
0.947
0.226
0.530
1.061
1.138
1.372
1.372
1.076
1.665
1.262
0.453
1.137
1.076
1.090
0.917
1.086
1.165
1.019
1.161
0.057
0.424
1.120
1.246
1.206
0.796
0.796
1.205
1.497
0.998
0.402
1.140
0.720
1.182
1.208
0.761
1.210
0.098
1.024
1.144
1.357
0.936
1.203
1.209
1.106
0.325
1.326
1.326
1.245
1.209
1.127
771.
—10. 1176
— 0. 7618
+ 0.2179
— 2. 6977
— 2.6965
+ 0.3136
— 1. 8366
— 1. 7307
— 1. 4898
— 2. 1728
— 2. 1779
— 4. 2565
— 0. 6066
+ 0.3594
+ 0.0233
+ 0.0150
+ 0.2071
+ 1.4484
— 0. 9303
— 0.4040
+ 0.3224
— 0.2339
— 0.8437
+ 0.6757
— 0. 8107
+ 0.0500
+ 0.3931
— 0.0049
+ 1.0498
+ 1.0515
— 0. 6251
— 0. 3924
— 0. 5369
— 1. 1243
+ 1.0349
+ 0. 1614
+ 1.3602
— 0. 3486
+ 0.2381
— 0. 7269
+ 1.0809
— 0.5442
— 0. 0168
— 0.1506
+ 2.2894
— 0. 5212
+ 0.7608
+ 0.7170
— 0. 7757
+ 1.4461
+ 1.4433
+ 0. 7568
+ 0.4095
+ 0.6241
777.
+ 10.1165
+ 0.7504
— 0. 2197
+ 2.6937
+ 2.0952
— 0. 3150
+ 1.8372
+ 1.7310
+ 1.4871
+ 2.1777
+ 2. 1801
+ 4.2593
+ 0.6035
— 0. 3578
— 0. 0220
— 0. 0148
— 0.2001
— 1.4443
+ 0.9397
+ 0.4075
— 0.3209
+ 0.2348
+ 0.8451
— 0. 0750
+ 0.8110
— 0.0529
— 0.3904
+ 0.0039
— 1.0541
— 1. 0498
+ 0.6215
+ 0.3892
+ 0.5335
+ 1.1239
— 1.0325
— 0. 1611
— 1. 3579
+ 0.3467
— 0. 2365
+ 0. 7292
— 1. 0878
+ 0.6440
+ 0.0191
+ 0. 1501
— 2.2881
+ 0.5190
— 0. 7597
— 0. 7144
+ 0.7748
— 1.4468
— 1. 4487
— 0. 7529
— 0. 4081
— 0. 0210
m.
—10. 1170
— 0. 7611
+ 0.2188
\ — 2.6958
+ 0.3143
— 1.8369
— 1. 7308
— 1.4884
} — 2. 1772
— 4. 2579
— 0.6050
+ 0.3586
+ 0.0230
+ 0.0149
+ 0.2066
+ 1.4464
— 0. 9380
— 0.4058
+ 0.3216
— 0.2344
— 0.8444
+ 0.6754
— 0. 8108
+ 0.0544
+ 0.3918
— 0.0044
| + 1.0513
— 0. 0233
— 0. 3908
— 0. 5352
— 1.1241
+ 1.0337
+ 0. 1012
+ 1.3590
— 0. 3476
+ 0. 2373
— 0.7280
+ 1.0874
— 0.6441
— 0. 0180
— 0.1504
+ 2.2888
— 0. 5201
+ 0.7602
+ 0.7157
— 0.7752
} + 1.4462
+ 0. 7548
+ 0.4088
+ 0.0220
777 771.
+ 1.1
+ 1.4
+1.8
+2.7
+1-4
—0.6
—0.3
+2.7
-3.5
—2.8
+3.1
—1.6
—0.7
—0.2
—1.0
—4.1
—3.4
—3.5
—1.5
—0.9
—1.4
—0.7
—0.3
—3.1
—2.7
+ 1.0
+ 1.4
+3.6
+3.2
+3.4
+0.4
—2.4
—0.3
—2.3
+1.9
—1.6
—2.3
+0.9
+0.2
—2.3
+0.5
—1.3
+2.2
—1.1
—2.6
+0.9
+3.1
—3.9
—1.4
—3.1
777777.
—51.6
—50.2
—18.4
—45.7
—44.3
—44.9
—45.2
—42.5
—46.0
—48.8
^(5.7
—47.3
^18.0
—18.2
—49.2
—53.3
—56.7
—60.2
—61.7
—62.6
—64.0
—64.7
—65.0
—68.1
—70.8
-69.8
—68.4
—64.8
—61.6
—58.2
—57.8
-60.2
—60.5
—62.8
—60.9
—62.5
—64.8
—63.9
—63.7
—66.0
—65.5
—66.8
—64.6
—65.7
—68.3
—67.4
—64.3
—68.2
—69.6
—72.7
Ill
112
113
Q e
Re
s 8
114
115
116
T,
U,
117
118
119
120
V,
121
122
123
124
w,
X,
125
126
127
Y„
z 8
128
129
A,
B,
5
130
131
132
133
D,
E,
134
135
F,
O,
136
137
138
H,
I,
139
140
141
km.
166.130
167. 153
168.245
169. 192
169. 418
169. 948
171.009
172. 147
173.519
174.595
176. 250
177. 522
177. 975
179.112
180.188
181. 278
182. 195
183.281
184.446
185.465
186.626
186.683
187. 107
188.227
189.473
190. 679
191. 475
192.680
194. 177
195. 175
195. 577
196. 717
197. 437
198. 619
199.827
200.588
201.798
201.896
202.920
204.064
205.421
20& 357
207.560
208.759
209.875
210.200
211. 526
212. 771
213. 980
215. 107
771.
21.2690
Do
20.5079
Do
20.7267
Do
18.0309
Apr. 22-22
Do
18. 3452
Apr.23-23
16.5083
Apr. 22-23
14. 7775
Do
13. 2891
Apr.23-23
11.1119
Do
Do
6.8540
Do
0.2490
Apr.23-24
6.6076
Apr.24-24
6.6306
Do
6.6455
Do
6.8521
Do
8.2985
Do
7.3605
Do
6.s)547
Apr.24-25
7.2763
Apr. 25-25
7.0419
Do
6. 1975
Do
6.8729
Do
6.0621
Do
6.1165
Do
6.5083
Do
5.9039
Do
6.9552
Apr. 26-26
Apr. 25-26
6.3319
Apr. 26-26
5.9411
Apr.26-25
5. 4059
Apr. 26-26
4.2818
Do
5. 3155
Do
5. 4767
Do
6.8357
Apr.26-27
6.4881
Apr. 27-27
6.7254
Do
5.9974
Do
7.0848
Do
6.4407
Apr.27-29
6.4227
Apr. 29-29
6.2723
Do
8.5611
Do
8.0410
Do
8.8012
Do
9.5169
Do
8. 7417
Apr. 30-29
10. 1879
Apr. 30-30
Apr.29-29
10.9427
Apr. 29-30
11.3515
Apr.30-30
11.9741
Do
( 111 I
— OoT
-B.SBB
i. ;.■•.
- n.:«x3
-fU
-». i
J9
21.5. 175
11.54.581
Do
141-149
142-143
143-144
144-145
145- Kj
Ki-146
146- La
Lt-147
147-148
147-148
147-148
148-M»
M,-149
149-150
149-150
150-151
151-Nj
Nn-Oj
Oj-152
152-153
153-154
154-155
155-Pj
Pt-156
156-157
157-158
158-159
159-Q»
Qs-160
160-161
160-161
161-162
162-163
163-164
164-165
165-R,
1 165-R,
1. 12:.
1.105
1.106
1.024
0.405
1.189
1.055
1.181
1.167
1.167
1. 107
0.365
1.122
1.072
1.072
1.127
0.644
0.804
1.124
1.253
1.167
1.165
1.116
1.041
1.124
1.134
1.123
0.972
1.161
1.105
1.105
1.145
1.098
1.124
1.143
0.372
0.372
+ 0.3.W
+ 0.8472
+ 0.4596
+ 0.4184
— 0.0825
+ 1.7290
+ 0. 1364
+ 4.1447
— 2. 7217
— 2. 7256
— 2.7266
— 1.0375
+ 0.4800
— 0. 6293
— 0.6327
— 0. 5167
— 0.0836
— 0. 5800
— 0. 2770
+ 0.3961
— 3.2235
+ 2.5043
— 0.2230
+ 1.1967
— 1.4195
— 0.9970
+ 1.0675
— 0.6024
— 2.1576
+ 0.3417
+ 0.3461
+ 0. 1271
+ 0.5866
+ 1.1539
+ 1.8150
— 0.8676
— 0.8649
■ -0.3579
— 0.8463
— 0. 4595
— 0.42O4
+ 0.0826
— 1. 7295
— 0. 1367
— 4.1458
+ 2.7282
+ 2.7312
+ ITBBJ
+ 0.8468
+ 0.4596
+ 0.4194
- 0. 0826
+ 1.7295
+ 0. 1366
+ 4.1452
I — 2.7272
- 1.0367
+ 0.4819
| — 0.6323
- 0. 5182
- 0.0822
- 0.5803
- 0. 2784
+ 0.3950
- 3.2249
+ 2.5036
- 0.2233
+ 1.1972
- 1.4206
- 0.9959
+ 1.0682
- 0.6024
- 2.1580
| + 0.3448
+ 0.1272
+ 0.5872
+ 1.1556
- 1.8144
} - 0.8553
-0.9
—0.9
—0.1
+2.0
—0.1
—0.1
+0.3
+1.1
—5.1
+1.6
+2.6
—2.6
—2.9
+2.9
—0.6
—2.7
—0.9
-2.8
-1.4
-0.6
+ 1.1
-2.2
+2.2
+ 1 4
-0.1
-0.7
+ 1.7
+0.2
+ 1.2
+3.3
-1.2
+ 1.8
—73. (i
—74.5
—74.6
—72.6
—72.7
—72.8
—72.5
—71.4
—76.5
—74.9
—72.3
—74.9
—77.8
—74.9
—75.5
—78.2
—79.1
-81.9
-83.3
-83.9
-82.8
-85.0
-82.8
-81 4
-81.5
-82.2
-80.5
-80.3
-79.1
-75.8
-77.0
-75.2
112
143
144
145
K,
146
L.
147
148
Mg
149
150
151
N,
O,
152
153
154
155
P.
156
157
158
159
Q»
150
161
162
163
164
165
R,
210. 9S9
217. 337
2ia 443
219. 467
219. 872
221.081
222.116
223.297
224.464
224.829
225.951
227.023
228. 150
228.794
229.598
230. 722
231. 975
233. 142
234.307
235.423
236. 464
237. 588
238.722
239 845
240.817
241.978
243.083
244-228
245.326
246.450
247.593
247.965
12.3525
Do
13. 1793
Do
13. 6389
Do
14.0583
May 1-2
13.9757
Do
15.7053
May 1-1
15. 8419
Do
19.9871
Do
May 2-2
17.2599
May 2
May 1-1
+ 1.0359
- 0.4832
+ 0.6347
+ 0.6324
+ 0.5196
+ 0.0807
+ 0.5806
+ 0.2797
- 0. 3952
+ 3.2263
- 2.6029
+ 0.2236
- 1.1978
+ 1.4217
+ 0.9948
- 1.0689
+ 0.6025
+ 2.1583
- 0.3462
- 0.3450
- 0. 1273
- 0.5878
- 1.1572
- 1.8138
+ 0.8648
+ 0.8641
16.2232
Do
16. 7051
May 1-2
16.0728
May 3-3
May 2-2
15.5546
Do...
15. 4724
Do
14.8921
May 2-3
14.6137
May 3-3
15.0093
Do
11.7844
Do
14.2880
Do....
14.0647
May 6-6
15.2619
Do
13.8413
Do
12.8454
Do
13 9136
May 6-7
13.3112
May 7-7
11.1532
Do .
11.4980
May 9-9 .
May 7-7
11.6252
Do
12.2124
Do
13.3680
May 7-10
15.1824
14.3171
PKECISE LEVELING, BRIGHAM TO SAN FBANCISCO.
Results of leveling, San Francisco, Cal., to Marmol, Nev. — Continued.
23
Date.
From B. M. to
B. M.
1912.
May 10-10.
Do
Do....
Do. ...
May 11-11..
May 10-11..
Do....
May 11-11. .
Do
Do....
Do....
May 13-11. .
May 13
May 13-13. .
Do
Do....
Do....
Do....
Do....
May 14-13. .
May 14-14. .
May 15-14. .
Do
Do....
May 15-15. .
Do
Do....
Do....
Do....
Do....
May 16-16. .
Do....
Do....
Do....
Do....
Do....
Do....
Do....
May 16-17. .
May 17-17..
Do....
Do....
Do....
Do....
Do....
May 17-18. .
May 18-18. .
Do
Do
Do
May 21-21..
May 18-21. .
May 21-21. .
Do....
Do
May 22-22. .
May 21-21..
May 22-22. .
May 21-21. .
May 23-23. .
Do
Mav 25-23. .
May 23-24. .
Do
Do
Do
Do
May 24-24. .
Do
Do
Do
May 24-27. .
May 27-27. .
Do
Do
Do
Do
May 28-28. .
Do
Do
Do
Do
Do
May 28-29. .
Do
Do
Do
May 29-29. .
Do
May 30-30. .
May 29-29. .
Do
R»-166
166-167
167-168
168-169
168-169
169-S,
8,-170
170-171
170-171
171-172
172-173
173-T,
173-T,
T,-174
174-175
174-175
175-176
176-177
177-178
178-U,
Uj-179
179-180
180-181
181-V,
V.-182
182-183
183-184
184-185
185-186
186-W,
W»-187
187-188
188-189
189-190
190-191
191-Xb
Xo-192
192-193
193-194
194-195
195-196
196-197
197-198
198-199
199-200
20D-Y.
Y.-201
201-202
202-Z,
Z„-203
Zj-203
203-204
204-Aio
Aio-205
205-Bio
205-Bio
Bio-206
B io-206
206-207
207-208
208-209
209-210
210-Cio
Cm-211
211-212
212-213
213-214
214-215
215-216
216-217
217-218
218-219
219-220
220-221
221-Dio
D,o-222
222-223
223-224
224-225
225-226
226-227
227-228
227-228
228-E,
E io-229
229-230
230-231
231-232
232-233
232-233
233-234
234-235
Distance
in kilo-
meters.
0.797
1.153
1.124
1.204
1.204
1.276
1.118
0.536
0.536
1.124
1.164
1.097
1.097
0.419
1.152
1.152
1.430
0.925
1.236
1.281
0.755
1.146
1.674
1.414
1.281
1.239
1.150
0.670
0.568
0.431
0.879
1.063
1.126
1. 165
1.123
0.516
1.209
1.117
0.864
1.206
1.242
1.116
1.123
1.204
1.196
0.836
1.151
1.083
0.855
1.179
1.179
1.370
0.686
1.115
0.708
0.708
1.139
1.139
1.165
0.381
1.064
1.012
0.806
1.093
1.042
1.118
1.110
1.341
1.187
1.201
1.179
1.100
1.182
1.092
1.135
0.328
0.999
1.082
1.200
1.150
1.156
1.166
1.166
0.423
0.943
1.070
0.848
1.219
1.248
1.248
1.121
1.116
Difference of elevation.
Forward
line.
m.
- 0.3208
+ 0.7143
+ 0.7090
- 0.6267
- 0.6280
+ 0.4048
- 1.5941
- 0. 1397
- 0. 1408
- 0.7087
- 0.5540
- 0.8306
+ 0.9336
+ 0.5358
+ 0.5322
- 0.4521
- 0.0137
- 0.0328
- 1.2735
+ 1.3613
- 0.0301
+ 0.5849
+ 2.2413
- 0.2640
- 0. 1783
- 1.0837
- 0.4063
+ 0.3017
- 1.4147
+ 1.2158
- 1.8684
+ 2.6630
+ 0.6263
- 0.3541
+ 1.4658
4- 2.1297
+ 3.4555
+ 1.3824
+ 3.9729
+ 4.8325
+ 4.4840
+ 4.2233
+ 4.7555
+ 4.0077
- 1.4141
- 1.4445
- 1.3679
- 0.3080
- 2.7074
- 2.7104
+ 4.9220
+ 1.9622
+ 3.7930
+ 0.0432
+ 0.0432
+ 6.5651
+ 6.5697
+ 5.4990
+ 0.2591
+ 5.1238
+ 5.5770
+ 1.0782
+ 16.7259
+ 1.4817
+ 12.6253
+ 14.3317
+13.8172
+20.0855
+24.4965
+23.7184
+21.8112
+23.9550
+25.9405
+21.6887
+ 4.5922
+25.0851
+23.7269
+24.0176
+ 16.5361
+ 6.9047
+ 12.3755
+ 12.3773
+ 3.5623
+ 9.9482
+ 12.4583
+ 17.5067
+21.7155
+ 17.8177
+ 17.8193
+ 1.6038
+ 17.3709
Backward
line.
m.
+ 0.3185
- 0.7149
- 0.7052
+ 0.6221
+ 0.6250
- 0.4047
+ 1.5917
+ 0. 1434
+ 0.1433
+ 0.7112
+ 0.5538
+ 0.8305
+ 0.8288
- 0.9347
- 0.5309
- 0.5323
+ 0.4519
+ 0.0100
+ 0.0317
+ 1.2717
- 1.3626
+ 0.0293
- 0.5867
- 2.2408
+ 0.2596
+ 0.1780
+ 1.0851
+ 0.4060
- 0.3021
+ 1.4151
- 1.2173
+ 1.8689
- 2.6661
- 0.6234
+ 0.3533
- 1.4657
- 2.1284
- 3.4557
- 1.3833
- 3.9760
- 4.8353
- 4.4826
- 4.2209
- 4.7582
- 4.0105
+ 1.4173
+ 1.4463
+ 1.3692
+ 0.3068
+ 2.7029
+ 2.7087
- 4.9215
- 1.9617
- 3.7961
- 0.0478
- 0.0416
- 6.5696
- 6.5684
- 5.4973
- 0.2594
- 5.1204
- 5.5800
- 1.0778
-16.7270
- 1.4820
-12.6273
-14.3304
-13.8179
-20.0885
-24.4963
-23.7194
-21.8115
-23.9530
-25.9374
-21.6871
- 4.5919
-25.0853
-23.7248
-24.0183
-16.5372
- 6.9039
-12.3798
-12.3777
- 3.5609
- 9.9498
-12.4610
-17.5073
-21.7159
-17.8129
-17.8162
- 1.6041
-17.3679
Mean.
- 0.3196
+ 0.7146
+ 0.7071
}• - 0.6255
+ 0.4048
- 1.5929
\ - 0.1418
- 0.7100
- 0.5539
\ - 0.8301
+ 0.9342
\ + 0.5328
- 0.4520
- 0.0118
- 0.0322
- 1.2726
+ 1.3620
- 0.0297
+ 0.5858
+ 2.2410
- 0.2618
- 0. 1782
- 1.0844
- 0.4062
+ 0.3019
- 1.4149
+ 1.2166
- 1.8686
+ 2.6646
+ 0.6248
- 0.3537
+ 1.4658
+ 2.1290
+ 3.4556
+ 1.3828
+ 3.9744
+ 4.8339
+ 4.4833
+ 4.2221
+ 4.7568
+ 4.0091
- 1.4157
- 1.4454
- 1.3686
- 0.3074
• - 2.7074
+ 4.9218
+ 1.9620
+ 3.7946
■ + 0.0440
• + 6.5682
+ 5.4982
+ 0.2592
+ 5.1221
+ 5.5785
+ 1.0780
+ 16.7264
+ 1.4818
+ 12.6263
+ 14.3310
+ 13.8176
+20.0870
+24.4964
+23.7189
+ 21.8114
+23.9540
+25.9390
+21.6879
+ 4.5920
+25.0852
+23.7258
+24.0180
+16.5366
+ 6.9043
+ 12.3776
+ 3.5616
+ 9.9490
+ 12.4596
+ 17.5070
+21.7157
+ 17.8166
+ 1.6040
+ 17.3694
Discrepancy.
Par-
tial.
771771.
+2.3
+0.6
-3.8
+3.8
-0.1
+2.4
-3.2
-2.5
+0.2
+ 1.0
+ 1.1
-2.4
+0.2
+3.7
+ 1.1
+ 1.8
+1.3
+0.8
+ 1.8
-0.5
+4.4
+0.3
-1.4
+0.3
+0.4
-0.4
+ 1.5
-0.5
+3.1
-2.9
+0.8
-0.1
-1.3
+0.2
+0.9
+3.1
+2.8
-1.4
-2.4
+2.7
+2.8
-3.2
-1.8
-1.3
+1.2
+3.1
-0.5
-0.5
+3.1
+ 1.5
+ 1.6
-1.7
+0.3
-3.4
+3.0
-0.4
+ 1.1
+0.3
+2.0
-1.3
+0.7
+3.0
-0.2
+ 1.0
+0.3
-2.0
-3.1
-1.6
-0.3
+0.2
-2.1
+0.7
+1.1
-0.8
+2.4
-1.4
+ 1.6
+2.7
+0.6
+0.4
-3.9
+0.3
-3.0
Total
accu-
mu-
lated.
mm.
-72.9
-72.3
-76.1
-72.3
-72.4
-70.0
-73.2
-75.7
-75.5
-74.5
-73.4
-75.8
-75.6
-71.9
-70.8
-69.0
-67.7
-68.9
-65.1
-65.6
-61.2
-60.9
-62.3
-62.0
-61.6
-62.0
-60.5
-61.0
-57.9
-60.8
-60.0
-60.1
-61.4
-61.2
-60.3
-57.2
-54.4
-55.8
-58.2
-55.5
-52.7
-55.9
-57.7
-59.0
-57.8
-54.7
-55.2
-55.7
-52.6
Designa-
tion
of B. M.
-51.1
-49.5
-51.2
-50.9
-54.3
-51.3
-51.7
-50.6
-50.3
-48.3
-49.6
-48.9
-45.9
-46.1
-45.1
-44.8
-46.8
-49.9
-51.5
-51.8
-51.6
-53.7
-53.0
-51.9
-52.7
-50.3
-51.7
-50.1
-47.4
-46.8
-46.4
-50.3
-50.0
-53.0
156
167
168
169
170
171
172
173
T,
176
177
178
U,
179
180
181
V,
182
183
184
185
186
W,
187
188
189
190
191
X.
192
193
194
195
196
197
198
199
200
Y„
201
202
Z,
203
204
Aio
205
206
207
208
209
210
Cio
211
212
213
214
215
216
217
218
219
220
221
Dio
222
223
224
225
226
227
228
Ei,
229
230
231
232
233
234
235
Distance
from
B. M.
City 635.
km.
248. 762
249.925
251.049
252.253
253.529
254.647
255.183
256.307
257.471
258.568
258.987
260. 139
261.569
262.494
263. 730
265.011
265. 766
266.912
268.586
270.000
271. 281
272. 520
273.670
274.340
274.908
275.339
276.218
277. 281
278.407
279.572
280. 695
281.211
282.420
283.537
284.401
285.607
286.849
287.965
289.088
290.292
291.488
292.324
293.475
294.558
295.413
296.592
297.962
298.648
299.763
300.471
301.610
302.775
303.156
304.220
305. 232
306.038
307. 131
308. 173
309.291
310.401
311.742
312.929
314.130
315.309
316.409
317.591
318.683
319.818
320. 146
321.145
322. 227
323.427
324.577
325.733
326.899
327.322
328.265
329.335
330. 183
331.402
332.650
333.771
334.887
Observed
elevation
above
mean
sea level.
m.
13.9975
14.7121
15.4192
14.7937
15.1985
13.6056
13.4538
12.7538
12.1999
11.3698
12.8368
12.3848
12.3730
12.3408
11.0682
12.4302
12.4005
12.9863
15.2273
14.9655
14.7873
13.7029
13.2967
13.5986
12. 1837
13.4003
11.5317
14.1953
14.8211
14.4674
15. 9332
18.0622
21.5178
22.9006
26.8750
31.7089
36. 1922
40.4143
45. 1711
49. 1802
47.7645
46.3191
44.9505
44.6431
41.9357
46.8575
48.8195
52.6141
59.2263
64.7245
64.9837
70. 1058
75.6843
76.7623
93.4887
94.9705
107.5968
121.9278
135.7454
155.8324
180.3288
204.0477
225.8591
249.8131
275.7521
297.4400
302.0320
327.1172
350.8430
374.8610
391.3976
398.3019
410.6795
414.2411
424. 1901
436.6497
454. 1567
475.8724
493.6890
495.2930
512.6624
24
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
Results of leveling, San Francisco, Cal., to Marmol, Nev. — Continued.
Date.
From B. M. to
B. M.
Distance
in kilo-
meters.
Difference of elevation.
Forward
line.
Backward
line.
Mean.
Discrepancy.
Par-
tial.
Total
accu-
mu-
lated.
Designa-
tion
of B. M.
Distance
from
B. M.
City 635.
Observed
elevation
above
mean
sea level.
1912.
May 29-31
May 31-31
May 30-30
Do
Do
Do
Do
May 31-31
Do
Do
June 3-3
May 31-31
Do
June 3-3
Do
Do
Do
Do
June 4-4
Do
Do
Do
Do
June 4-5
June 5-5
Do
June 5-6
June 6-6
Do
Do
Do
Do
Do
Do
June 6-7
June7
June 8-8
June 7-7
June 8-8
June 7-7
Do
June 8-8
June 7-8
June 8-8
Do
Do
June 8-10
June 10-10
Do
Do
Do
Do
June 13-14
June 10-14
June 14-14
June 13-14
Do
June 14-14
June 13
June 15-15
June 13-14
Do
Do
June 15-15
Do
June 17-17
June 15-15
Do
June 17-17....
Do
June 18-18
June 17-17
Do
Do
Do
June 18-18
Do
Do
Do
Do
Do
June 18-20
June 20-20
Do
Do
Do
Do
Do
June 21-20
June 21-21
235-236
235-236
236-237
237-F,„
Fio-238
238-Gio
Gio-239
239-240
240-241
241-242
241-242
242-243
243-244
243-244
244-245
245-246
246-247
247-H,o
Hio-248
248-249
249-250
250-251
251-Iio
Iio-252
252-253
253-Jio
Jio-254
254-255
255-256
256-257
257-258
258-259
259-260
260-261
261-262
262-263
262-263
263-264
283-264
264-Kio
Kio-265
Kin 265
265-266
266-267
267-268
268-269
269-270
270-271
271-272
271-272
272-Lio
Lto-273
Lio-273
273-274
273-274
274-275
275-276
275-276
276-277
276-277
277-278
278-279
279-Mio
Mio-280
280-281
281-282
282-283
283-Nio
Nio-284
284-285
284-285
285-286
286-287
287-288
288-289
289-290
290-291
291-O 10
O io-292
292-293
293-294
294-295
295-296
296-297
297-298
298-299
299-300
300-301
301-302
302-303
1.171
1.171
1.116
0.688
1.120
1.071
1.154
1.134
1.024
1.099
1.099
1.180
1.119
1.119
1.195
1.003
0.976
0.386
1.128
1.118
1.102
1.098
0.761
1.076
1.139
1.005
0.885
1.154
1.183
1.079
1.190
1.152
1.179
0.886
0.965
1.159
1.159
1.097
1.097
0.884
1.078
1.078
0.914
1.101
1.092
1.088
0.497
1.093
1.092
1.092
0.944
1.038
1.038
0.837
0.837
1.289
1.295
1.295
1.299
1.299
1.291
1.295
1.437
0.986
0.944
0.260
1.002
0.681
1.006
0.997
0.997
0.999
0.998
0.987
0.996
1.000
0.993
0.300
1.013
1.079
1.000
0.225
0.220
1.141
1.183
1.144
1.054
1.182
1.073
1.089
+ 13.5697
+ 13.5735
+ 7.4743
+ 1.4563
+11.3428
+22. 7227
+19. 9707
+22.6956
+21.2278
+21.9504
+21.9523
+23.6097
+15.6731
+15.6773
- 0.7227
+ 0.0813
+ 1.3804
+ 4.6663
- 4.3546
+ 6.4256
+ 16.4008
+11.4355
+ 6.4652
- 2.1380
- 4.0866
+ 2. 1232
+ 17.5293
+22. 1958
+25.4462
+21.4982
+22.6055
+ 14.0240
+22.6599
+ 15.4772
+11.1318
(')
+22.2132
+22. 9247
+22.9228
+ 17.3219
+15.0453
+15.0498
+ 4.4092
+22.0597
+22.3830
+23.0163
+10.3424
+24.1956
+24.4290
+24.4301
+22.1225
+ 19.2222
+ 19.2189
+ 18.5748
+18.5746
+28. 1738
+28. 3798
+28.3803
+28.9543
+28.9555
+28.5796
+28.7109
+31. 1632
+21.4629
+20.9333
+ 5.7555
+20.9079
+ 14.1001
+18.9429
+20.3287
+20.3284
+20.8690
+20.8402
+21.2308
+ 18.2097
+ 16.9239
+ 16.2778
+ 5.0827
+ 14.9183
+ 19.6415
+17.9413
+ 3.8387
+ 4.1097
+20.5586
+21. 1530
+20.9799
+ 8.8671
+15.6842
+17.0593
+15.5451
m.
-13.5748
-13.5730
- 7.4757
- 1.4561
-11.3450
-22.7222
-19.9680
-22.6968
-21.2266
-21.9545
-21.9542
-23.6128
-15.6788
-15.6761
+ 0.7229
- 0.0802
- 1.3791
- 4.6672
+ 4.3563
- 6.4228
-16.4031
-11.4378
- 6.4652
+ 2.1353
+ 4.0875
- 2.1237
-17.5279
-22. 1943
-25.4439
-21.4977
-22.6054
-14.0218
-22.6609
-15.4789
-11.1309
-22.2113
-22.2103
-22.9180
-22.9209
-17.3204
-15.0510
-15.0496
- 4.4114
-22.0596
-22.3805
-23.0179
-10.3426
-24. 1932
-24.4237
-24.4295
-22.1230
-19.2178
-19.2224
-18.5706
-18.5742
-28. 1714
-28.3749
-28.3786
(')
-28.9548
-28. 5774
-28. 7124
-31. 1613
-21.4656
-20.9350
- 5.7564
-20.9059
-14.0992
-18.9410
-20.3245
-20.3278
-20.8709
-20.8397
-21.2328
-18.2075
-16.9264
-16.2781
- 5.0816
-14.9223
-19.6422
-17.9428
- 3.8395
- 4.1094
-20.5625
-21.1519
-20.9779
- 8.8677
-15.6835
-17.0577
-15.5458
m.
+ 13.5728
+ 7.4750
+ 1.4562
+11.3439
+22.7224
+19.9694
+22.6962
+21.2272
+21.9529
+23.6112
+15.6763
- 0.7228
+ 0.0808
+ 1.3798
+ 4.6668
- 4.3554
+ 6.4242
+ 16.4020
+11.4366
+ 6.4652
- 2.1366
- 4.0870
+ 2.1234
+17.5286
+22.1950
+25.4450
+21.4980
+22.6054
+ 14.0229
+ 22.6604
+15.4780
+11.1314
+22.2120
+22.9216
+17.3212
+15.0490
+ 4.4103
+22.0596
+22.3818
+23.0171
+ 10.3425
+24.1944
+24.4281
+22.1228
+ 19.2204
+ 18.5736
+28. 1726
+28.3784
+28. 9548
+28. 5785
+28. 7116
+31.1622
+21. 4642
+20.9342
+ 5.7560
+20.9069
+ 14.0996
+18.9420
+20.3274
+20. 8700
+20.8400
+21.2318
+ 18.2086
+ 16.9252
+ 16.2780
+ 5.0822
+ 14.9203
+ 19.6413
+17.9420
+ 3.8391
+ 4.1096
+20.5606
+21. 1524
+20.9789
+ 8.8674
+ 15.6838
+ 17.0585
+15.5454
+2.3
+ 1.4
-0.2
+2.2
-0.5
-2.7
+1.2
-1.2
+3.0
+3.1
+2.2
-0.2
-1.1
-1.3
+0.9
-1.7
-2.8
+2.3
+2.3
0.0
+2.7
-0.9
+0.5
-1.4
-1.5
-2.3
-0.5
-0.1
-2.2
+1.0
+1.7
-0.9
-2.4
-4.4
-1.5
+2.7
+2.2
-0.1
-2.5
+1.6
+0.2
-2.4
-3.0
+0.5
-0.5
-2.3
-2.4
-3.2
-0.1
-2.2
+1.5
-1.9
+2.7
+ 1.7
+0.9
-2.0
-0.9
-1.9
-2.4
+1.9
-0.5
+2.0
-2.2
+2.5
+0.3
-1.1
+4.0
+0.7
+1.5
+0.8
-0.3
+3.9
-1.1
-2.0
+0.6
-0.7
-1.6
+0.7
-50.7
-49.3
-49.5
-47.3
-47.8
-50.5
-49.3
-50.5
-47.5
-42.2
-42.4
-43.5
-44.8
-43.9
-45.6
-48.4
-46.1
-43.8
-43.8
-41.1
-42.0
-41.5
-42.9
-44.4
-46.7
-47.2
-47.3
-49.5
-48.5
-46.8
-47.7
-54.5
-56.0
-53.3
-51.1
-51.2
-53.7
-52.1
-51.9
-54.3
-57.3
-56.8
-57.3
-59.6
-62.0
-65.2
-65.3
-67.5
-66.0
-67.9
-65.2
-63.5
-62.6
-64.6
-65.5
-67.4
-67.9
-68.4
-66.4
-68.6
-66.1
-65.8
-66.9
-62.9
-62.2
-60.7
-59.9
-60.2
-56.3
-57.4
-59.4
-58.8
-59.5
-61.1
-60.4
236
237
Fio
238
Gio
239
240
241
242
243
244
245
246
247
Hio
248
249
250
251
Ilo
252
253
Jio
254
255
256
257
258
259
260
261
262
263
264
K,o
265
266
267
268
269
270
271
272
Lio
273
274
275
276
277
278
279
M,o
280
281
282
283
N,o
284
285
286
287
288
289
290
291
O,o
292
293
294
295
296
297
298
299
300
301
302
303
km.
336.058
337.174
337.862
338.982
340. 053
341.207
342.341
343.365
344.464
345.644
346.753
347.958
348.961
349.937
350.323
351.451
352. 569
353.671
354.769
355.530
356.606
357.745
358.750
359. 635
360. 789
361.972
363. 051
364.241
365.393
366. 572
367.458
368.423
369.582
370.679
371.563
372. 641
373.555
374.656
375. 748
:!7<;. 836
377.333
378.426
379.518
380.462
381.500
382.337
383.626
384.921
386. 220
387. 511
388.806
390. 243
391.229
392. 173
392. 433
393. 435
394. 116
395. 122
396.119
397.118
398. 116
399. 103
400.099
401.099
402.092
402. 392
403. 405
404. 484
405.484
405. 709
405. 929
407. 070
408. 253
409. 397
410.451
411.633
412.706
413.795
m.
526.2352
533. 7102
535.1664
546. 5103
569.2327
589.2021
611.8983
633.1255
655.0784
678.6896
694.3659
693.6431
693.7239
695. 1037
699.7705
695.4151
701.8393
718.2413
729. 6779
736. 1431
734.0065
729.9195
732. 0429
749. 5715
771.7665
797.2115
818. 7095
841.3149
855. 3378
877.9982
893.4762
904.6076
926.8196
949.7412
967.0624
982. 1114
986. 5217
1008. 5813
1030. 9631
1053. 9802
1064.3227
1088.5171
1112.9452
1135.0680
1154.2884
1172.8620
1201.0346
1229. 4130
1258.3678
1286. 9463
1315.6579
1346. sroi
1368. 2843
1389. 2185
1394. 9745
1415. 8814
1429.9810
1448. 9230
1409.2504
1490. 1204
1510.9604
1532. 1922
1550.4008
1567. 3260
1583.6040
1588.6862
1003. 6065
1623.2483
1641. 1903
1645. 0294
1649. 1390
1669. 6996
1690. 8520
1711.8309
1720.6983
1736.3821
1753.4406
1768.9860
I Rejected in field.
PRECISE LEVELING, BRIGHAM TO SAN FEANCISCO.
Results of leveling, San Francisco, Cat, to Marmol, Nev. — Continued.
25
Date.
From B. M. to
B. M.
Jane 21-21.
Do....
Do....
June 22-22.
Do....
Do....
Do....
Do....
June 24-24.
Do....
Do....
Do....
June 26-26.
Do....
Do....
Do....
Do....
Do
June 27-27.
Do
Do
Do
Do
June 27-29.
June 28
June 29-29.
June 28-28.
Do
Do
Do
July 1-1....
Do
Do
Do
Do
July 6-6....
Do
Do
July 2-2....
Do
Do
July3
July3-3....
Do
July 3-2....
Do
Do
Do
Do
Do
July 5-5....
July 6-6....
July 5-5....
Do
Do
Do
Do
Do
Do
July 8-8....
Do
Do
Do
Do
Do
Do
Do
July9-fl....
Do
Do
Do
Do
July 9
July 10-10..
July 9-9....
July 10-10..
July 11-11 . .
July 10-10..
Do
July 10-11..
July 11-11..
Do
Do
Do
Do
July 12-12..
Do
Do
Do
303-304
304-Pio
P,o-305
305-306
306-307
307-308
308-309
309-310
310-311
311-312
312-313
313-314
314-Qio
Qio-315
315-316
316-317
317-318
318-319
319-320
320-321
321-Rm
Rltr322
322-323
323-324
324-325
324-325
325-326
325-326
326-327
327-328
328-329
329-Sio
Sio-330
330-331
331-332
332-333
333-334
334-Tio
TV335
335-336
336-337
336-337
337-338
338-339
339-340
340-341
341-342
342-343
343-344
344-Uio
Unr345
Uio-345
345-346
346-347
347-348
348-349
349-350
350-351
351-352
352-V 10
V„,-353
353-354
354-355
355-356
356-357
357-358
358-359
359-360
360-361
361-W,o
W I0 -362
863-863
363-364
363-364
364-365
365-366
885-868
366-367
367-368
368-X,o
Xio-369
369-370
370-371
371-372
372-Y,o
Yio-373
373-D,
D.-E,
Er-F,
Distance
in kilo-
meters.
1.183
1.100
1.097
1.060
1.099
1.221
1.228
1.158
1.124
1.216
1.117
1.081
0.289
0.862
1.106
1.143
1.083
1.038
1.330
1.083
1.149
0.779
0.996
0.932
1.091
1.091
1.219
1.219
1.123
0.662
1.041
0.969
0.648
0.842
1.040
0.523
0.821
0.679
0.505
0.989
0.958
0.958
1.027
0.900
1.066
1.060
0.963
1.061
0.981
1.123
1.178
1.178
1.071
1.106
1.144
1.178
1.079
1.080
1.080
0.756
1.090
1.083
1.080
1.032
1.080
1.080
1.076
1.141
1.080
1.019
1.094
1.061
1.009
1.009
1.088
1.080
1.080
0.964
1.038
0.602
1.079
1.224
0.818
0.714
0.894
1.128
0.828
0.921
0.103
Diflerence ot elevation.
Discrepancy.
Forward
line.
m.
+20. 1214
+16.1330
+ 16.0222
+ 14.8408
+ 16.7968
+18.9571
+17. 1302
+18.8207
+18.3130
+19.2307
+18. 2481
+17.3217
+ 3.8663
+12.3081
+14. 1021
+16.2331
+ 16.3500
+15. 1519
+22. 7926
+19. 1857
+21.9775
+11.3078
- 9.7794
-15. 7318
-19.3325
-19.3304
-20. 2618
-20. 2667
-18.6381
-11.2852
-18.4714
-15.1132
-11.8867
-14.4711
-17.8235
- 7.4008
-14.4426
-11.4040
- 8.3629
-16.9016
-10.6400
Backward
line.
- 7.9882
- 8.0324
-14.8053
-16.9283
-18.2706
-18.0310
-17.4063
-16.8868
-12. 4227
-12.4267
-10.0166
- 3.5131
- 5.4759
- 9. 8161
- 6.1066
- 9.2335
- 5. 1659
- 2. 1912
- 8.9198
- 8.7450
- 5.9497
- 6.1358
- 4.0053
- 4.0098
- 3.2569
- 8.8346
- 8.3375
- 2.8024
-14.9729
- 5.5120
(')
-13.3414
-13.0748
- 7.9983
- 7.9984
- 9.4670
- 7.5637
- 3.9117
- 6.8315
-10.5289
- 5. 1045
- 5.7014
-11.0127
- 9. 1245
-10.0122
- 2.3403
- 0.4395
771.
-20.1206
-16.1363
-16.0258
-14.8434
-16. 7967
-18.9571
-17.1325
-18.8250
-18.3123
-19.2303
-18.2483
-17.3199
- 3.8670
-12.3063
-14.1038
-16.2352
-16.3478
-15.1536
-22. 7964
-19. 1846
-21.9771
-11.3077
+ 9.7794
+ 15.7284
0)
+19.3272
+20.2679
+20.2706
+18.6388
+11.2819
+18.4737
+ 15.1162
+11.8874
+ 14.4709
+ 17.8225
+ 7.4004
+ 14.4431
+ 11.4052
+ 8.3632
+16.9004
+ 10.6404
+10.6413
+ 7.9877
+ 8.0325
+14.8087
+ 16.9304
+18.2699
+18.0318
+ 17.4053
+16.8883
+12.4284
+12.4255
+10.0172
+ 3.5142
+ 5.4744
+ 9.8139
+ 6.1060
+ 9.2333
+ 5.1647
+ 2. 1929
+ 8. 9200
+ 8.7467
+ 5.9522
+ 6.1386
+ 4.0013
+ 4.0113
+ 3.2599
+ 8.8326
+ 8.3369
+ 2.8023
+14.9727
+ 5.5131
+13.3447
+13.3414
+13.0783
+ 8.0026
+ 7.9995
+ 9.4675
+ 7.5627
+ 3.9136
+ 6.8310
+ 10.5302
+ 5. 1039
+ 5.70OO
+11.0118
+ 9. 1264
+10.0141
+ 2.3422
+ 0.4398
Mean.
m.
+20. 1210
+ 16.1346
+ 16.0240
+ 14.8421
+16.7968
+ 18.9571
+17. 1314
+18.8228
+18.3126
+ 19.2305
+18.2482
+17.3208
+ 3.8666
+12.3062
+14. 1030
+ 16.2342
+16.3489
+15.1528
+22. 7945
+ 19.1852
+21.9773
+11.3078
- 9.7794
-15.7301
-19.3293
"
}-
}"
20.2667
-18.6384
-11.2836
-18.4726
-15.1147
-11.8870
-14. 4710
-17.8230
- 7.4006
-14.4428
-11.4046
- 8.3630
-16.9010
10.6404
7.9880
8.0324
-14.8070
-16.9294
-18.2702
-IS. 0314
-17.4058
-16.8876
12.4258
-10.0169
- 3.5136
- 5.4752
- 9.8150
-6. 1083
- 9.2334
- 5.1653
- 2.1920
- 8.9199
- 8.7458
- 5.9510
- 6. 1372
- 4.0033
- 4.0106
- 3.2584
- 8.8336
- 8.3372
- 2.8024
-14.9728
- 5.5126
13.3422
-13.0766
- 7.9997
- 9.4672
- 7.5632
- 3.9126
- 6.8312
-10.5296
- 5. 1042
- 5.7007
-11.0122
- 9. 1254
-10.0132
- 2.3412
- 0.4396
Par-
tial.
}-
mm.
-0.8
+3.3
+3.6
+2.6
-0.1
0.0
+2.3
+4.3
-0.7
-0.4
+0.2
-1.8
+0.7
+0.2
+ 1.7
+2.1
-2.2
+ 1.7
+3.8
-1.1
-0.4
-0.1
0.0
+3.4
+4.2
-5.0
-0.7
+3.3
-2.3
-3.0
-0.7
+0.2
+ 1.0
+0.4
-0.5
-1.2
-0.3
+ 1.2
-0.8
+0.5
-0.1
-3.4
-2.1
+0.7
-0.8
+ 1.0
-1.5
-2.3
Total
accu-
mu-
lated.
mm.
-61.2
-57.9
-54.3
-51.7
-51.8
-51.8
-49.5
-45.2
-45.9
-46.3
-46.1
-47.9
-47.2
-47.0
-45.3
-43.2
-45.4
-43.7
-39.9
-41.0
-41.4
-41.5
-41.5
-38.1
-33.9
-38.9
-39.6
-36.3
-38.6
-41.6
-42.3
-42.1
-41.1
-40.7
-41.2
-42.4
-42.7
-41.5
-42.3
-41.8
-41.9
-45.3
-47.4
-46.7
-47.5
-46.5
-48.0
-50.3
Designa-
tion
ofB. M.
-0.6
-50.9
-1.1
-52.0
+ 1.5
-50.5
+2.2
-48.3
+0.6
-7.74
+0.2
-47.5
+1.2
-46.3
-1.7
-48.0
-0.2
-48.2
-1.7
-49.9
-2.5
-52.4
-2.8
-55.2
+4.0
-51.2
-1.5
-52.7
-3.0
-55.7
+2.0
-53.7
+0.6
-53.1
+0.1
-53.0
+0.2
-52.8
-1.1
-53.9
-1.6
-55.5
-3.5
-59.0
-2.6
-61.6
-0.5
-62.1
+ 1.0
-61.1
-1.9
-63.0
+0.5
-62.5
-1.3
-63.8
+0.6
-63.2
+ 1.4
-61.8
+0.9
-60.9
-1.9
-62.8
-1.9
-64.7
-1.9
-68.6
-0.3
-66.9
304
Pio
305
306
307
308
309
310
311
312
313
314
Qio
315
316
317
318
319
320
321
Rio
322
323
324
325
326
327
328
329
Sio
330
331
332
333
334
Tm
335
336
337
338
339
340
341
342
343
344
U l0
345
346
347
348
349
350
351
352
V,o
353
354
355
356
357
35S
359
360
361
W,o
362
363
364
365
367
368
Xio
369
370
371
372
Y,„
373
D,
E,
F,
Distance
from
B. M.
City 635.
km.
414. 978
416.078
417.175
418.235
419. 334
420.555
421.783
422.941
424.065
425.281
426.398
427.479
427.768
428.630
429.736
430. 879
431.962
433.000
434.330
435. 413
436. 562
437.341
438. 337
439. 269
440.360
441.579
442. 702
443.364
444. 405
445.374
446.022
446.864
447.904
448. 427
449.248
449.927
450.432
451.421
452.379
453.406
454.306
455. 372
456. 432
457.395
458.456
459. 437
460.560
461.738
462.809
463.915
465.059
466.237
467.316
468.396
469. 476
470. 232
471.322
472. 405
473. 485
474.517
475. 597
476. 677
477. 753
478. 894
479.974
480.993
482.087
483. 148
484. 157
485.245
486.325
487.289
488.327
488.929
490.008
491.2(2
492. 050
492. 764
493. 658
494.786
495. 614
496. 535
496. 688
Observed
elevation
above
mean
sea level.
m.
1789. 1070
1805.2416.
1821.2656
1836. 1077
1852. 9045
1871. 8616
1888.9930
1907.8158
1926. 1284
1945.3589
1963. 6071
1980. 9279
1984. 7945
1997. 1007
2011.2037
2027. 4379
2043. 7868
2058. 9396
2081. 7341
2100. 9193
2122. 8966
2134. 2044
2124. 4250
2108.6949
2089.3656
2069.0989
2050.4605
2039. 1769
2020. 7043
2005.5896
1993. 7026
1979. 2316
1961.4088
1954.0080
1939. 5652
1928.1608
1919. 7976
1902.8966
1892.2562
1884. 2682
1876. 2358
1861.4288
1844. 4994
1826.2292
1808. 1978
1790. 7920
1773.9044
1761. 4786
1751. 4617
1747.9481
1742. 4729
1732. 6579
1726. 5516
1717. 3182
1712. 1529
1709.9609
1701.0410
1692. 2952
1686.3442
1680. 2070
1676. 2037
1672. 1931
1668. 9347
1660. 1011
1651. 7639
1648.9615
1633.9887
1628.4761
1615.1339
1602.0573
1594.0576
1584.5904
1577.0272
1573. 1146
1566. 2834
1555.7538
1550. 6496
1544.9489
1533.9367
1524.8113
1514.7981
1512. 4569
1512.0173
i Rejected in field.
26 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
RATE OF PROGRESS.
The average rates of progress for the two seasons were 73 miles per month in 1911 and
77.4 miles per month in 1912. The maximum progress in any one calendar month was 88
miles in 1911 and 87 miles in 1912. The average monthly progress for 28 seasons of precise
leveling, as shown on page 30 of Special Publication No. 18, is 69.5 miles. The rates of progress
for the two seasons leveling on the San Francisco-Brigham line are, respectively, 5 and 11
per cent greater than that average value.
The maximum rates of progress attained in precise leveling by this survey in recent years
are given on pages 14 and 15 of Precise Leveling in the United States, 1903-1907, and page
30 of Special Publication No. 18.
COST OF LEVELING.
The cost per mile of leveling during the season of 1911 was $14.09 ($8.75 per kilometer)
while the cost of the leveling during the season of 1912 was $10.73 per mile ($6.67 per kilo-
meter). The average cost per mile for the whole line was $11.90. This is in close agreement
with the average cost for a number of seasons of leveling, which as stated on page 31 of Special
Publication No. 18 is $11.10.
The lower unit cost of the work in 1912 was due largely to the use of the motor velocipede
car which made the rate of progress more rapid, to the longer season, and to the absence of
heavy transportation charges on equipment at the beginning and end of the season. The
places at which it was possible to get hotel accommodations for the party were closer together
than in 1910. The increased experience of the observer, who was also the chief of party, was
no doubt an additional factor.
The above figures represent the actual cost of the leveling, including the establishment
of the bench marks, with the exception of the cost of the instruments and stationery. It
includes the transportation to and from the field paid by the Government and all wages and
salaries, including those of the chief of party and recorder. The salary of the chief of party
was charged to the leveling for the whole period during which he was engaged upon work
incidental to the leveling, including the time spent in travel to and from the field, the time
spent in preparing for the field, and in completing field reports, records, and computations at
the end of the season. One-eleventh has been added to the salary actually paid the chief
of party during the time he was connected with the leveling, to take account of the fact that
the Government pays its permanent employees 12 months' salary for 11 months' work upon
an average.
In view of the unfavorable character of the country and the steep grades encountered,
especially on the western end of the line, the cost of the work must be considered very satisfactory.
ORGANIZATION OF PARTY.
The party consisted of the chief, who made all of the observations, and 5 hands. One
of these recorded the observations, 2 were rodmen, 1 held the sunshade, and 1 the wind
shield.
The equipment was practically the same as that used on previous lines. During the
greater part of the season of 1911 two hand-driven velocipede cars were used to transport
the party to and from the work and during the actual leveling. For several weeks at the end
of the first season and during the entire season of 1912, one hand-driven velocipede car and
one motor-driven velocipede car were used.
During the first season the members of the party lived mostly in tents. At all except
one of the headquarters they were able to obtain their meals at hotels, and thus they avoided
the necessity of running their own mess. In 1912 it was possible to secure hotel accommoda-
tions, both quarters and meals, throughout the season.
For a detailed account of the usual organization and equipment and also the management
of a precise leveling party, see pages 14 to 17 of Special Publication No. 18.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO. 27
CONNECTIONS WITH OTHER LEVELING.
The western end of the leveling was started from four bench marks established by the
engineering department of the city of San Francisco. The elevation of those marks had
been determined by precise leveling from the tidal bench marks near the tidal station at the
Presidio.
At a number of places connections were made with bench marks of the United States
Geological Survey. The bench marks of the Southern Pacific Railway were connected with
the new leveling whenever practicable, and when of a substantial character were used instead
of setting new permanent bench marks.
Except in the case of the city bench marks in San Francisco all those of previous
leveling with which connections were made, were given the United States Coast and Geodetic
Survey designation letter followed by the initials of the organization which established the
mark.
AGREEMENT OF ELEVATIONS AT BRIGHAM, UTAH.
The 1912 special adjustment of the level net, which is reported on in Special Publication
No. 18, fixed the standard elevation of bench mark R at Brigham, Utah, as 1309.1505 meters,
while the elevation of this mark, as given by the observed and unadjusted leveling from San
Francisco, was 1309.1684 meters. The difference between the observed and standard elevations
is only 0.0179 meter.
The theoretically best value for bench mark R at Brigham, as determined by the 1912
adjustment, is 1309.1510 meters. This differs 0.0174 meter from the observed value.
These agreements are so close that it is certain that the addition of this new line to the
net in a new adjustment would change the elevations very little from those resulting from the
1912 special and general adjustments.
CIRCUIT CLOSURES.
The most severe test of the accuracy of the new line is the closing errors of the two circuits
of which it forms a part. The unadjusted leveling in the loop Seattle-Brigham-San Francisco
has a closing error of 0.2360 meter. The correction which would close this circuit of 2911
kilometers is 0.081 millimeter per kilometer.
The closing error of the loop San Diego-Brigham-San Francisco, as given by the unadjusted
levels, is 0.2612 meter. The correction which would close this circuit of 3027 kilometers is
0.086 millimeter per kilometer.
These corrections . per kilometer are very small and compare most favorably with the
smallest corrections per kilometer to close circuits, as shown on pages 72 and 73 of Special
Publication No. 18.
CORRECTION APPLIED.
The line from San Francisco to Brigham was adjusted to the fixed elevations at those
two places. The elevation at the former place was referred to mean sea level as zero and that
at the latter was the standard elevation from the 1912 special adjustment. A correction of only
0.0125 millimeter per kilometer was necessary to make the lino fit the fixed elevations.
PROBABLE AND SYSTEMATIC ERRORS.
On page 88 of Special Publication No. 18 is given the resolution adopted by the Interna-
tional Geodetic Association in 1912 in regard to leveling of high precision. The resoultion
gives the following formulas with which to compute the accidental and systematic errors of
leveling.
For the probable accidental error, ij r , in the case of a set of lines, whether or not they
form circuits,
,,.ip 2* y* 2 ~l
Vr 91 IL (IL) 2 LJ
28
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
For the probable systematic error, a r , in the case of a set of lines not forming a net,
L denotes the length of an unconnected line, or the length of the side of a polygonal circuit
in the case of a net;
IL, the aggregate length of the set of lines, or of the net under consideration;
A, the discrepancy between the results of the two runnings between consecutive bench
marks;
r, the distance between these two bench marks;
s, the entire systematic discrepancy between the results of the two runnings, either for
a whole line or for the side of a circuit.
To obtain the s the process given by Lallemand in his "Nivellement de haute precision,"
page 713, was used. The accumulated discrepancy was plotted as ordinate against the dis-
tance in kilometers from an initial bench mark as abscissa. The line connecting these points
gave a somewhat irregular line which, nevertheless, showed, as a rule, a tendency to a fairly
well-defined slope. A straight line was drawn by eye to represent as nearly as possible the
tendency of the irregular line, and was tested to see whether the area between the irregular
line and the straight line, lying above the latter, was equal to the area between the two lines
and below the straight line. After a straight line was finally adopted the difference between
the two ordinates corresponding to the two ends of the line of levels gave the value of s.
The following table gives the values of the terms in the above formulas for each of the
sections of the line from San Francisco to Brigham and also for the entire line.
Section.
Length
of line
L.
System-
atic dis-
crepancy
«.
Number
of
sections
JV.
IJ'
IT'
»•
L
km.
486
4S1
497
mm.
+73
—33
—26
435
434
483
1896
1584
1926
563
486
545
11.0
1.3
Total
1434
1352
5406
1594
,'-V»|j
.1434
ij r = ±0.646
14.7
'5406 1594
(1434)
X 14. 7~] = l/9[3.770 - 0.01 1] = 0.418
r 9X1434
a r = ±0.034
=0.001139
The probable accidental error per kilometer for the whole line ij r = ±0.646 millimeter.
The probable systematic error per kilometer for the whole line a r = ±0.034 millimeter.
These errors indicate an accuracy much greater than that barely necessary for leveling
of high precision which is given by the International Geodetic Association as a probable acci-
dental error per kilometer of 1 millimeter and a probable systematic error per kilometer of
±0.2 millimeter.
INSTRUMENTS USED.
The leveUng instruments used were like the adopted model which is described in detail
on pages 200 to 211 of Appendix 3 of the Report for 1903. A brief description of it, with two
views, is given on page 7 of Special Publication No. 18.
The regular type of self-reading rods was used. These are described on pages 415 and
416 of Appendix 8 of the Report for 1899. They are graduated to centimeters and on only
one face.
The rods were standardized in the United States Coast and Geodetic Survey office, both
before and after each field season, and they were also measured by an especially designed tape
PRECISE LEVELING, BEIGHAM TO SAN FRANCISCO. 29
at frequent intervals in the field. This tape and the way it is used are described on page 3 1
of this publication. The measurements in the field are sufficiently exact to indicate whether
the rods maintain their lengths or actually change, and the amount of the change, if any.
GENERAL INSTRUCTIONS FOR PRECISE LEVELING.
The leveling was done in accordance with the following general instructions for precise
leveling. These are also given on pages 8 to 12 of Special Publication No. 18, of the United
States Coast and Geodetic Survey.
1. Except when specific instructions are given to proceed otherwise, all lines are to be leveled independently in
both the forward and backward directions.
2. The distance between successive permanent bench marks shall nowhere exceed 15 kilometers. There shall
be no portion of the line 100 kilometers long in which there are not at least 20 permanent bench marks. No perma-
nent bench mark is to be counted in considering these limits unless it is adequately described, nor shall both of two
bench marks be counted if they are placed bo near to one another and in such similar conditions of exposure as to be
likely to be destroyed at the same time. The preceding statements refer to all permanent bench marks with which the
leveling is directly connected, regardless of whether they are new bench marks or old ones established by other organi-
zations. The above-stated limits are to be regarded as extreme lower limits. It is desired that the number of bench
marks shall, in general, greatly exceed that just necessary to keep within the limits. A good example to emulate is a
line run in New York State, in 1902, on which the average distance between bench marks was 2.5 kilometers. It is
desired, also, that the bench marks in each general locality shall belong, in part, to each of several classes, such as bolts
or other marks on buildings, squares cut or bolts or disks set in railroad masonry, such as bridge piers, water tanks, etc.,
stone posts, and iron-pipe bench marks.
3. The line of levels is to be broken by temporary bench marks into sections from 1 to 2 kilometers long, except
where special conditions make shorter sections advisable.
4. Temporary bench marks should be established in places where they will be free from disturbance by the track
hands working along the road or by materials unloaded from cars. This is especially important when the temporary
bench mark is expected to hold the line for any considerable time. It is believed, however, that an undetected error
caused by disturbance of the bench mark will be exceedingly rare, when two points, one set-up of the instrument
apart, are used for holding the line.
5. At each city along the line, the leveling should be connected with at least two stable bench marks which are
connected with the city datum. Connection should also be made with all stable bench marks of other organizations
which may be found along the route.
6. In general, the top of rail of the railroad track should be used as the rod support. However, footpins should be
carried along during the progress of the work, and they should be used whenever a train is known to be approaching or
when there are special reasons for supposing the rail not to be in a sufficiently stable condition.
7. When elevations and descriptions of bench marks established by a railroad (over which a line is to be run) are
furnished to this office with a request by the officials of the road to have the precise leveling done by this Survey con-
nected with them, as many of the railroad bench marks will be incorporated in our line of levels as can be done without
greatly delaying its progress. The railroad bench marks which are of a permanent nature are to be treated in the same
manner as new permanent bench marks established by the precise leveling party. If the permanent bench marks of
the railroad are chiefly of the same general type they must not be given full weight in deciding whether there are enough
bench marks in any section of the line. (See paragraph 2.1 Bench marks of the railroad which are not of permanent
character may be determined by extra foresights, as in the manner provided for determining the height of rail in front of
a railroad station. (See paragraph 10.) It will not be necessary to connect the precise leveling with the railroad bench
marks which are in places not easily accessible. It will not be necessary to connect with each railroad bench mark
where they are less than 1 kilometer apart. The benefits derived from connecting a line of precise leveling with rail-
road bench marks are: (a) That time is gained by having some permanent bench marks already established; (6) the
elevations of the railroad bench marks resulting from the connection with precise leveling are of great value to the
railroad concerned ; and, (c) as the work progresses, a check is obtained on gross mistakes which might escape notice,
by comparing the elevations furnished by the railroad with those by the precise leveling party.
8. All old bench marks are to be called by their old names or numbers and are to be described fully by quoting the
old description, if one is available, and by making additions or corrections to it.
9. All new bench marks are to be designated by capital letters with numerical subscripts after the alphabet has
been exhausted in each State.
10. The elevation of the top of the railroad rail in front of each railroad station along the line of levels is to be
determined with a check. This may be done by using the point on the rail as a rod support in either the regular
forward or backward running of the line, or by taking an extra foresight to it on both the backward and forward run-
nings, or by taking extra foresights to it from two instrument stations near it in one of the runnings of the line.
11. When it is desirable to get the elevations by means of which to compare the line of levels with the profile of
the railroad, such elevations may be gotten by single readings on the rod held on top of the rail opposite water tanks
and over bridges and culverts. Such structures are usually shown on the railroad profiles.
30 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
12. It is desirable that the backward measurement on each section should be made under different atmospheric
conditions from those which occur on the forward measurement. It is especially desirable to make the backward
measurement in the afternoon if the forward measurement was made in the forenoon, and vice versa. The observer is
to secure as much difference of conditions between the forward and backward measurements as is possible without
materially delaying the work for that purpose.
13. On all sections upon which the forward and backward measures differ in millimeters by more than 4.0VK (in
which K is the distance in kilometers leveled between adjacent bench marks) both the forward and backward measures
are to be repeated until the difference between two such measures falls within the limit. No one of the questioned
measures is to be used with a new measure in order to get this agreement.
14. If any measure over a section gives a result differing by more than 6 millimeters from the mean of all the
measures over that section, this measure shall be rejected. No rejection shall be made on account of a residual smaller
than 6 millimeters unless there is some other good reason for suspecting an error in this particular measure, and in
such cases the reason for rejection must be fully stated in the record.
15. Whenever a mistake, such as a misreading of 1 decimeter or 1 meter, or an interchange of sights (the back-
sight being recorded as a foresight), is discovered in any measure after its completion and the necessary correction
applied, such measure may be retained, provided there are at least two other measures over the same section which
are not subject to any such uncertainty. Provided, further, that when it is found that the mistake was made on the
last instrument station of the second running of a section and it is corrected on the same day and before beginning work
on an adjacent section, such measure may be retained and no further measures of the section are to be required on
account of the mistake.
16. The program of observation at each station is to be as follows:
Set up and level the instrument. Read the three lines of the diaphragm as seen projected against the front (or
rear) rod, each reading being taken to the nearest millimeter (estimated), and the bubble being held continuously
in the middle of the tube (i. e., both ends reading the same). As soon as possible thereafter read the three lines of
the diaphragm as seen projected against the rear (or front) rod, estimating to millimeters as before, and holding the
bubble continuously in the middle of the tube.
17. At each rod station the thermometer in the rod is to be read to the nearest degree centigrade and the temperature
recorded.
18. At stations of odd numbers the backsight is to be taken before the foresight, and at even stations the foresight
is to be taken before the backsight. As the same rod is held on a rod station for both the fore and back sights, the
effect of this is that the same rod is read first at each set-up, it being the rod used for the backsight at the first instru-
ment station.
19. The difference in length between a foresight and the corresponding backsight must not exceed 10 meters.
The difference is to be made as small on each pair of sights as is feasible by the use of good judgment without any
expenditure of time for this particular purpose.
20. The recorder shall keep a record of the rod intervals subtended by the extreme lines of the diaphragm on each
backsight, together with their continuous sum between each two contiguous bench marks (temporary or permanent).
A similar record shall be kept for the foresights. The two continuous sums shall be kept as nearly equal as is feasible
without the expenditure of extra time for that purpose, by setting the instrument beyond (or short of) the middle
point between the back and front rods. The two continuous sums for a section shall not be allowed to differ by more
than a quantity corresponding to a distance of 20 meters.
21. Once during each day of observation the error of the level should be determined in the regular course of the
leveling and recorded in a separate opening of the record baok as follows: The ordinary observations at an instrument
station being completed, transcribe the last foresight reading as part of the error determination, call up the back rod
and have it placed about 10 meters back from the instrument, read the rod, move the instrument to a position about
10 meters behind the front rod, read the front rod and then the back rod. (The two instrument stations are between
the two rod points.) The rod readings must be taken with the bubble in the middle of its tube. The required con-
stant C to be determined, namely, the ratio of the required correction to any rod reading to the corresponding subtended
interval, is
p_ (sum of near rod readings) — (sum of distant rod readings)
(sum of distant rod intervals)— (sum of near rod intervals)'
The total correction for curvature and refraction must be applied to the Bum of the distant rod readings before using
it in this formula. The level should not be adjusted if C is less than 0.005. If C is between 0.005 and 0.010 the
observer is advised not to adjust the level, but if C exceeds 0.010 the adjustment must be made. If a new adjustment
of the level is made, C should at once be redetermined. It is desirable to have the determination of level error made
under the usual conditions as to length of sight, character of ground, elevation of line of sight above ground, etc.
The adjustment of the instrument to reduce C must be made by inoving the level vial, not by moving the reticle.
22. Notes for future use in studying leveling errors shall be inserted in the record, indicating the time of beginning
and ending the work of each section, the weather conditions, especially as to cloudiness and wind, and whether each
section of the line is run toward or away from the sun. Such other notes should be made as promise to be of value
in studying errors.
23. The instrument shall be shaded from the direct rays of the sun, both during the observations and when moving
from station to station.
PKECISE LEVELING, BKIGHAM TO SAN FRANCISCO. 31
24. The maximum length of sight shall he 150 meters, and the maximum is to he attained only under the most
favorable conditions.
25. At the beginning and end of the season, and at least twice each month during the progress of the leveling, the
3-meter interval between metallic plugs on the face of each level rod shall be measured carefully with a steel tape,
which shall be kept continuously with the party during the season for that purpose only. The temperatures shown
by the thermometer inserted in the rod and by the thermometer attached to the tape at the time of each of these
measures must be recorded. The purpose of these measures is to detect changes in the length of the rods and not
to determine the absolute lengths. The absolute lengths are determined at the office between field seasons.
26. The tape furnished by the office for measurement of the rods is a piece of steel tape about 3.1 meters long,
having near one end a fine line graduation and about 3 meters from it (at the other end of the tape) a series of fine
millimeter graduations on a steel rule riveted to the tape. With this special form of tape the measurement of a rod
should be made somewhat as follows: The rod should be supported at about the 0.85 meter and 2.45 meter points only
(approximately quarter points) to get the least bending of the rod for any two-support system. In making the meas-
urement the single line should be made to coincide with the fine line on the silver plug nearest the bottom of the
rod and the reading should be made at the line on the silver plug at the top of the rod. It is possible to estimate the
half tenths of millimeters on the rule which is attached to the tape. The tape should be placed on the face of the
rod in such a way that the edge of the tape from which the steel rule does not project coincides with the edge of the face
of the rod nearest the meter marks of the rod. Care must be taken that the two edges coincide closely in order that the
tape may always assume exactly the same position. The end of the tape at the foot of the rod should be clamped
firmly to the rod after the line on the tape and that on the plug have been made to coincide. The tape should then
be smoothed down by the hand to make it lie perfectly flat on the face of the rod. With the hand lifted and, con-
sequently, no tension on the tape, the reading should be made from the rule attached to the tape near the upper or top
end of the rod.
27. The field computations and abstracts are to be kept up as the work progresses. As soon as each book of the
original record is out of use it is to be sent to the office by registered mail. The corresponding abstracts must be retained
until an acknowledgment of the receipt of the original record at the office has been received.
28. No duplicates of the original records are to be made except of the descriptions of bench marks, of which dupli-
cates in the form of carbon copies are to be made. At least once during each month such carbon copies as have accu-
mulated are to be sent to the inspector of geodetic work.
29. At least once each month, during the progress of the leveling, a test must be made of the adjustment of the
rod levels, and a statement should be inserted in the record showing the manner in which the test was made, whether
the error was found to be outside the limit stated below, and whether an adjustment was made. With the bubble of
the level rod held at the center, the deviation from the vertical of the plane intersecting the center of the face of the
rod throughout its length and normal to the face of the rod, must be determined. The deviation from the vertical
of the plane coinciding with the face of the rod must also be determined. If the deviation from the vertical exceeds
10 millimeters on a 3-meter length of the rod, the rod level must be adjusted.
30. On the left-hand page of the record the number of each instrument station at which the instrument is not set
up in the railroad track is to be included in parentheses. Similarly, on the right-hand page of the record the designat-
ing letter for the foresight rod (V, W, etc.) shall be inclosed in parentheses, if said rod is not supported on the railroad
rail. If the length of any portion of the level line run off the railroad is 25 meters or more greater than the railroad
distance between the points of departure from and return to the railroad, then the distance along the track between
these two points must be shown in the record. The purpose of these requirements is to furnish the office a means of
detecting blunders in the leveling, by plotting the level line on the profile of the railroad.
31. When it is expected that the forward and backward runnings of the line are to be completed up to any one place,
the elevation at that place should be held by two points, established at least one set-up of the instrument apart. When
the leveling is continued from or to such a pair of points, the instrument should be set up between them and readings
of the rod taken on each point. The same arrangement of points should be used at the completed end or ends of any
detached portion of the line of levels. Either one of the two points may be used for carrying along the elevation, with
the other used only as a check against mistakes in reading the rod, or a disturbance of one or both of them. The records
should show clearly which one of the two points was used to carry the elevation, and it is believed that it is good policy
to use the same point (backward or forward) in each case as far as may be practicable. It is believed that by employ-
ing this method no mistake of a meter or a decimeter made in reading the rod, held on a bench mark, will escape
detection.
32. As far as possible all the permanent bench marks should be in the main line of levels and not on spur or branch
lines. One of the exceptions to this rule is where the line runs several miles off the railroad to the mark of a triangula-
tion station. In such a case the spur, or branch line, is the more economical way of doing the work and will be satis-
factory. Whenever a permanent bench mark is established by means of a spur, or branch line, which has only one set-
up, the forward and backward lines of the spur or branch should be run at different times of a day or on different days,
if practicable. If it should be necessary to have the two runnings made one immediately after the other, the height of
the instrument should be materially changed to make the second measure.
33. Except in rare cases, the permanent bench marks should be established before or during the first running
of the line. It is believed to be inadvisable to delay the tying in of the permanent bench marks until after the line
has been run, even in only one direction. When it is impracticable to establish a permanent bench mark before or
32 U. S. COAST AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
during the first measurement of the line, an acceptable manner of tying in the permanent bench mark or including
it in the main line of levels is to establish a temporary bench mark on both sides of the proposed location of the per-
manent bench mark and to leave the distance between them unleveled until the permanent bench mark has been
set. The arrangement of the temporary bench marks established for this purpose should be similar to that described
in the latter part of paragraph 31 of these instructions. This would provide for two points, the difference in elevation
between which are known, on each side of the permanent bench mark and the distance between the two pairs of points
makes a section in the main line of levels. A diagram showing the arrangement of the stakes and the permanent bench
mark is shown below:
O X O X □ X O X O
The positions of the instrument are shown by X , the positions of the temporary bench marks by O, and the position
of the permanent bench mark by □■
34. Chiefs of party should keep the length of sight great enough to make it necessary to do a moderate amount
of rerunning. If an observer is extremely cautious and confines all his observations to sights sufficiently short to
insure easy reading of the rod, it is possible to work month after month with almost no rerunning, but the progress
will be slow. On the other hand, it is certain that an attempt to take sights of the limiting length, 150 meters, at all
times would lead to a very large amount of rerunning and the progress would not be rapid. It is believed that the
maximum speed consistent with the required degree of accuracy will be secured by continually keeping the length
of sight such that the amount of rerunning will be from 5 to 15 per cent. An extremely small percentage of rerunning
would indicate an excess of caution on the part of the observer. The occurrence of a moderate amount of rerunning
is due largely to an attempt on the part of the observer to obtain the maximum progress consistent with the required
degree of accuracy and not to inability to secure such observations that little or no rerunning would be necessary.
Observers have found a convenient rule in fixing the length of sight to be to shorten the sights whenever the upper
and lower thread intervals subtended on the rod are found to differ frequently by more than a selected limit. Each
observer should fix the limit from his own experience by noting the relation between such a provisional limit and the
amount of rerunning found to be necessary while using it. Such a rule is based upon the idea that the additional
errors which are encountered when the length of sight is increased are, in the main, those due to the increasing acci-
dental errors in reading the rods.
35. It is not thought advisable to state definitely in these instructions the allowable limit on the rate of divergence
between the forward and backward lines, but this should be kept small.
36. The record and the preliminary or field computation of precise levels must conform to the examples given
on pages 22 to 26 of Special Publication No. 18, except that in the computation shown on page 25 the five corrections
for curvature and refraction, level, index, length of rod, and temperature are not to be applied in the field.
37. Should the experience of a chief of party indicate to him that a change or changes in these instructions would
facilitate the work in the field, he is urged to communicate with this office regarding such changes.
38. When cases arise which are not provided for by these general instructions or by specific instructions, the chief
of party will use his own judgment in the matter.
Following the general instructions in Special Publication No. 18 there are given some ex-
planations of them which, it is believed, need not be repeated here.
STUDY OF ERRORS. 1
The errors in leveling are shown by the difference between the backward and forward
runnings of the sections, the accumulated discrepancy of the line, and by the closing errors
of the circuits. None of these, however, shows exactly what error may be present in any
section of a hne.
Constant errors due to erroneous values for the rod lengths and to undetected changes in
rod lengths during the season are known to be small and may be considered negligible.
The constant or systematic errors due to changes in the elevation of rod supports between
the forward and backward readings are very small. The rod support is usually the top of the
rail of the railroad, the exact place used for the rod point being marked with keel or some simi-
lar substance. Wooden stakes are used as temporary bench marks. Wooden stakes or metal
pins are used as the rod support for the short time when a train is known to be approaching
or when the line is being run through a town or village. Metal plates are no longer used as
rod supports. Country roads are used only on spur lines out to triangulation stations or to
bench marks of other organizations which are not on railroads, with which it is desired to make
connections.
1 The subject, errors In leveling, is discussed at length t>y Charles Lallemand in "Nivellement de Haute Precision" in the Encyclop&iie des
Travaui Publics, Paris et Liege, 1912.
PRECISE LEVELING, BBIGHAM TO SAN FRANCISCO.
33
It is possible to have appreciable errors due to the careless work of a rodman who might
not place the rod in exactly the same position for the two sights, but it is believed that the
effect of this would be largely accidental.
It seems probable that unequal temperatures in different parts of the instrument can have
only slight effect on the leveling. All parts of the instrument except the wooden tripod are
shielded from the sun during the observations and while moving forward from one instrument
station to another. The instrument is constructed of an alloy of nickel and iron which has a
very low coefficient of expansion, only 0.000004 per degree Centigrade, and unequal heating of
the different parts should have very little effect in distorting the instrument. Temperature
effects are still further minimized by having the level vial set into the barrel of the telescope
very close to the line of sight.
The principal sources of accidental errors are believed to be: (a) Poor estimation of the
millimeters in reading the rod; (6) reading the rod before the bubble has come to rest; (c) rapid
changes in the vertical refraction.
The principal sources of systematic error are probably: (a) Slow changes in the vertical
refraction; (b) difference in the amount of the vertical refraction on the two sights on steep
grades; (c) other atmospheric conditions which possibly depend upon the direction of the
running, the time of day, whether the sky is clear or cloudy, and whether it is calm or windy.
Some of the errors may be systematic in their effect on a single running of a line of levels,
but the mean of two runnings over the same line under different conditions may minimize or
entirely eliminate the effect.
The effect of a gradual change in the vertical refraction is practically eliminated from even
a single line by observing the back sight first at one station and the foresight first at the next
station, and so on. It is impossible to eliminate the systematic errors of leveling from a single
difference between two bench marks, but the method of procedure in the field is designed to make
the effect of the systematic errors on any line or large section of it largely accidental.
It is believed that the value of the accumulated difference between the forward and back-
ward runnings does not give a definite value of the systematic error in a section of leveling. This
will be discussed later. (See p. 42.)
It is not easy to discover in the results of leveling the effect of any one condition or set of
conditions when only two runnings of a line have been made. In order to do this with any
degree of certainty, a line should be run many times, under many different conditions of
weather, and with the sun at various azimuths.
INVESTIGATION OF SYSTEMATIC ERRORS.
A number of miles of leveling have been run in the United States over steep grades on
which the errors of leveling seem to be greater, on an average, than those usually obtained when
running over level ground. The observers of the United States Coast and Geodetic Survey,
during a number of years past, have kept a record of the time of the mnnings of the different
sections, with the weather conditions at the time the observations were made. Five lines of the
leveling by this Survey have been selected for a study of the possible relations between the
errors of leveling and the conditions of weather, the time of observations, and the grade. They
are:
No.
Line.
Distance.
Direction
of progress.
Average
length of
section.
San Francisco, Cal., to Marmol, Nev
Beowawe to Marmol, Nev
Brigham, Utah, to Beowawe, Nev.. .
Butte to Devon, Mont
Pocatello, Idaho, to Butte, Mont
53167°— 14 3
Kilometers.
497
451
486
461
415
Eastward .
Westward.
...do
Northward
...do
Kilometers.
0.8
0.9
0.8
0.8
1.1
34
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
The grades on some portions of these lines are as great as 2$ per cent, or a change in eleva-
tion of 25 meters in 1 kilometer. The leveling over the above lines was, as usual, divided into
sections which vary in length from something less than 1 kilometer to about 2 kilometers.
Each section is run over twice, in opposite directions, and if the two differences in the elevations
of the ends of a section do not agree in millimeters within the amount represented by 4.0 -y/K,
where K is the length of the section in kilometers, one or more additional runnings are made.
The data for the United States Coast and Geodetic Survey leveling do not give any clear
idea as to the relation between the accidental errors and the conditions under which the work is
done, for the observers are directed to make their lengths of sight at all times as long as possible,
provided only that they shall never exceed 150 meters and that the difference in millimeters
between the two runnings of a section shall not be greater than 4.0 ~JK. It seems reasonable to
suppose that with the same length of sight on cloudy and on clear days, the accidental errors
would be much smaller on the former, while under the actual condition of running when the
cloudy-day sights are 150 meters and the clear-day sights only about half that length the acci-
dental errors will be approximately the same. There remain the systematic errors which may
be investigated.
The subject of constant and systematic errors in precise leveling is an old one which has been
discussed by many writers of different countries. Most of these errors are of such small amounts
that it is difficult to separate them from the accidental errors. It is believed that the largest
systematic errors are found in leveling over steep grades, and that the errors are functions of (1)
the time of day, (2) the amount of sunshine, (3) the strength of wind, and (4) possibly the
direction of the running, forward or backward, or toward or away from the sun.
It being impracticable to investigate the relations between the size and sign of the discrep-
ancy between the results of the two runnings of the sections and the many different grades,
the leveling has been separated into only two classes : First, those sections with grades exceeding
10 meters/ and, second, the remainder of the sections. The following table gives the average
grades for the lines of leveling under consideration:
Mean grade per section.
Lines.
For sections
with grades
greater than
10 meters.
For sections
with grades
less than
10 meters.
For all
sections.
Meter:
17
15
14
18
19
16.6
Meter:
3
2
3
5
4
3.4
Meters.
8
2
S
9
Pocatello to Butte
1
6.4
RELATIONS BETWEEN THE DISCREPANCY AND THE TIMES OF RUNNING.
The instructions issued to the observers direct that the two runnings of a section shall be
made at different times of the day, if practicable. The following table gives the average discrep-
ancies for the sections with the two runnings at the same time of the day and also for those
which have one running in the morning and the other in the afternoon. In this discussion the
direction of the line or sections is not considered. It is only the difference in the elevation
of the ends of a section which is taken into account. The letter P stands for afternoon and A
for morning. If the value for P-A is positive, it shows that the difference in elevation between
the two bench marks is greater by the afternoon than by the morning leveling.
The values for the sections which have both runnings made at the same time of the day
are given for purposes of comparison with those sections run both in the morning and the after-
noon. Only the average value without regard to sign can be given for the A-A and P-P sections.
1 On this and the following pages, the grades are named by the difference in elevation of the two ends of the separate sections. As the average
length of these sections is roughly about 1 kilometer, a grade of 10 meters as given here corresponds approximately to a 1 per cent grade.
PRECISE LEVELING, BRIGHAM 10 SAN FRANCISCO.
Table 1.
SECTIONS WITH GRADE EXCEEDING 10 METERS PER SECTION.
35
San Fran-
cisco to
Marmol.
Beowawe
to
Marmol.
Brigham
to
Beowawe.
Butte
to
Devon.
Pocatello
to
Butte.
All lines.
64
+135.3
+ 2.11
65
-131.0
- 2.02
129
2.06
+ 4.3
+ 0.03
75
166.4
2.22
None.
53
+136.0
+ 2.67
24
- 62.0
- 2.17
77
2.44
+ 84.0
+ 1.09
26
51.5
1.98
37
+103.8
+ 2.81
28
- 67.6
- 2.41
62
2.76
+ 36.2
+ 0.68
53
146.8
2.77
34
+121.3
+ 3.57
24
- 82.2
- 3.42
61
3.34
+ 39.1
+ 0.64
49
112.6
2.30
188
+496.4
+ 2.04
144
-340. 4
- 2.36
332
2.52
+156.0
+ 0.47
205
480.4
2.34
3
-7.6
-2.63
3
2.5
-7.6
-2.53
2
3.1
1.6
8ECTIONS "WITH GRADE LESS THAN 10 METERS PER SECTION.
160
+336. 1
+ 2.10
102
-171.3
- 1.68
262
1.94
+164.8
+ 0.63
144
275.8
1.92
174
+321.9
+ 1.85
164
-301.6
- 1.84
338
1.84
+ 20.4
+ 0.08
168
299.4
1.78
193
+431.9
+ 2.24
166
-303.6
- 1.95
349
2.11
+128.3
+ 0.37
135
266.1
1.97
160
+314.3
+ 1.96
137
-307.1
- 2.24
297
2.09
+ 7.2
+ 0.02
131
304.4
2.32
74
+240.9
+ 3.26
70
-194.3
- 2.78
144
3.02
+ 46.6
+ 0.32
124
328.9
2.65
761
+1645. 1
+ 2.16
629
-1277.8
- 2.03
1390
2.10
+ 367.3
+ 0.26
702
1474.6
2 10
A-A and P-P, total
ALL SECTIONS.
224
+471.4
+ 2.10
167
-302. 3
- 1.81
391
1.98
+169. 1
+ 0.43
219
442.2
2.02
174
+321.9
+ 1.85
167
-309.1
- 1.86
341
1.85
+ 12.8
+ 0.04
170
302.5
1.78
246
+567.9
+ 2.31
180
-355.6
- 1.98
426
2.17
+212.3
+ 0.60
161
317.6
1.97
194
+418. 1
+ 2.16
166
-374.7
- 2.27
369
2.21
+ 85.7
+ 0.24
184
451.2
2.45
111
+362. 2
+ 3.26
94
-276.5
- 2.94
205
3.12
+ 43.4
+ 0.21
173
441.5
2.55
949
+2141.5
+ 2.25
773
-1618.2
- 2.09
1722
2.18
+ 523.3
+ 0.30
907
1955.0
2.16
A-A and P-P, total
As stated above there is no standard length of sight and therefore the sizes of the mean
differences without regard to sign between the two runnings for the sections of different grade
may have little significance, but with the sign considered the size and the sign of the differences
of P-A are of great importance in indicating whether there may be systematic errors present.
For the steep sections positive values of P-A predominate, there being 188 positive and 144
negative. Four of the five fines of levels have the positive sign for the total accumulated dis-
crepancy and the mean accumulated discrepancy per section varies from + 0.03 to + 1 .09 milli-
meters. The line which gives a negative value has only 3 sections with one running in the
morning and the other in the afternoon and may be disregarded. The mean accumulated dis-
crepancy per section for all the lines combined is +0.47 millimeter. Even the sections with
grades less than 10 meters show a positive mean accumulated discrepancy for each line with an
average accumulated discrepancy of +0.26 for all the five lines taken together. This value is
only 55 per cent as great as the values for the steep sections.
On the steep sections the mean difference without regard to sign for the P-A sections is
2.52 millimeters, while it is 2.34 millimeters for the mean of the P-P and A-A sections. This shows
36 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
a closer agreement between the differences in elevation obtained by two runnings at the same
time of day than at different times. There is no such difference in the mean values for those
sections with low grades.
Taken as a whole, the 1722 P-A sections indicate that on an average the afternoon running
will give a greater difference in elevation between two bench marks than will the morning
running. This average value for P-A is +0.30 millimeter for bench marks averaging about
1.0 kilometer apart.
On page 20 of the Fourth General Adjustment of the Precise Level Net in the United States
it is stated that there probably is a systematic difference between the morning and afternoon
runnings of a section on steep slopes. The following paragraph on the subject is quoted from
that report :
There is a possibility of an accumulated discrepancy being produced by refraction on lines having steep grades.
If the conditions in regard to refraction be the same on the two runnings of a line, there would be no divergence from
that cause ; but it is probable that the refraction is different on the higher sight than the lower one and that this difference
changes during the day as the relative temperatures of the ground and air vary. The refraction on the higher sight
(up the slope) is no doubt different in the morning with a rising temperature from what it is in the afternoon with a
falling temperature, while the lower sight (down the slope) which comes well above the surface of the ground will not
vary so much between the forenoon and afternoon. Consequently, if the observer systematically leveled forward
early in the day and backward late in the day, refraction might cause an accumulated discrepancy. If it does, there
should be a change of sign in the discrepancy when the program is reversed by leveling backward in the morning and
forward in the afternoon. Also, without a change of program a change of sign should occur after passing a summit or
the lowest point in a valley.
It is the author's opinion that the afternoon running gives on an average a difference which
is closer to the truth than the morning running. In the afternoon the temperatures of the ground
and the air are more nearly the same and a layer of air of uniform density should be concentric
or nearly so with the sea-level surface. If this is true the refraction on the front and back sights
should be about the same. The leveling of the United States Coast and Geodetic Survey is
seldom done after 5 o'clock in the afternoon. So the afternoon running is not materially affected
by the abnormal refraction of the late afternoon when a line of sight on a grade would pass
through layers of colder and denser air which would tend to be concentric with the surface of
the ground. In the late afternoon the earth cools more rapidly than the air and the air near
the earth's surface becomes colder than the air above and consequently denser than normal.
In the morning on a clear day the air is receiving heat from the earth's surface. This
decreases the density of the air close to the ground, which forms layers which tend to be con-
centric with the surface of the ground rather than with the sea-level surface. (The air near
the earth is of course not at rest but tends to rise, owing to the decreased density.) It may be
assumed that the line of sight to the observer from the rod held down the grade is not affected
abnormally while the sight to the rod held up the grade is usually close to the ground and must
pass through the layers of decreased density near the earth's surface. This sight would be less
refracted than the one down the grade and therefore the morning running would give too small
a difference between the zeros of the rods sighted on from one station. It is the writer's belief
that, other things being equal, a line of levels run over steep grades in two directions in the after-
noon, from noon to about one hour before sundown, will give results closer to the truth than
levels with both runnings in the forenoon or with one leveling in the forenoon and the other in
the afternoon. It is believed that this also applies to leveling over slopes of moderate grade.
The following table is similar to the one shown above, except that the data are given for
only those sections which had both runnings in the sunshine:
PBECISE LEVELING, BKIGHAM TO SAN FBANCISCO.
37
Table t.
SECTIONS WITH GRADE EXCEEDING 10 METERS PER SECTION.
Number of sections . .
P-A, total, positive.
Mean discrepancy . . .
Number of sections . .
P-A , total, negative .
Mean discrepancy. . .
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section.
Number of sections . .
A-A and P-P, total.
Mean discrepancy . . .
San Fran-
cisco to
Marmol.
31
+ 67.6
+ 2.18
28
- 58.2
- 2.08
59
2.13
+ 9.4
+ 0.16
27
62.6
2.32
Beowawe
to
Marmol.
None.
3
7.6
2.5
3
2.5
7.6
2.6
2
3.1
1.6
Brigham
to
Beowawe.
46
+110.3
+ 2.40
20
- 40.9
- 2.04
66
2.29
+ 69.4
+ 1.05
20
39.7
1.98
Butte
to
Devon.
22
+ 76.0
+ 3.45
18
- 43.8
- 2.43
40
3.00
+ 32.2
+ 0.80
35
99.0
2.83
Pocatello
to
Butte.
32
+ 104.7
+ 3.27
18
- 52.5
- 2.92
50
3.14
+ 52.2
+ 1.04
43
91.1
2.12
All lines.
131
+ 358.6
+ 2.74
87
-203.0
- 2.33
218
2.58
+ 155.6
+ 0.71
127
295.5
2.33
SECTIONS WITH GRADE LESS THAN 10 METERS PER SECTION.
Number of sections . .
P-A, total, positive.
Mean discrepancy . . .
Number of sections . .
P-A , total, negative .
Mean discrepancy . . .
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections . .
A-A and P-P, total.
Mean discrepancy . . .
100
+202.9
+ 2.03
57
-106.0
- 1.86
157
1.97
+ 96.9
+ 0.62
64
104.2
1.63
134
+ 249.4
+ 1.86
119
-206.1
- 1.73
253
1.80
+ 43.3
+ 0.17
168
299.4
1.78
116
+253.5
+ 2.18
110
-200.9
- 1.83
226
2.01
+ 52.6
+ 0.23
141
277.9
1.97
121
+248. 4
+ 2.05
111
-261.5
- 2.36
232
2.19
- 13.1
- 0.06
95
221.4
2.33
58
+ 186.6
+3.22
59
-161.0
- 2.73
117
2.97
+ 25.6
+ 0.22
102
2S9.5
2.84
529
+ 1140.8
+ 2.15
456
- 935.5
- 2.05
985
2.11
+205.3
+ 0.21
570
1192. 4
2.09
ALL SECTIONS.
Number of sections . .
P-A, total, positive .
Mean discrepancy . . .
Number of sections . .
P-A, total, negative.
Mean discrepancy . . .
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per seetion .
Number of sections . .
A-A and P-P, total.
Mean discrepancy . . .
131
+270.5
+ 2.06
134
+249.4
+ 1.86
162
+363.8
+ 2.25
143
+324.4
+ 2.27
90
+291.3
+ 3.24
660
+1499. 4
+ 2.27
85
-164.2
- 1.93
122
-213.7
- 1.75
130
-241.8
- 1.86
129
-305.3
- 2.37
77
-213.5
- 2.77
543
-1138.5
- 2. 10
216
2.01
+106.3
+ 0.49
256
1.81
+ 35.7
+ 0.14
292
2.07
+ 122.0
+ 0.42
272
2.32
+ 19.1
+ 0.07
167
3.02
+ 77.8
+ 0.47
1203
2.19
+ 360.9
+ 0.30
91
166.8
1 83
170
302.5
1.78
161
317.6
1.97
130
320.4
2.46
145
380.6
2.62
697
1487.9
2.14
As before, the afternoon runnings give on an average greater differences in elevation be-
tween the ends of sections than the morning runnings. But on steep grades the all-sunshine
results give a mean accumulated discrepancy of P-A of +0.71 millimeter per section while the
value was only + 0.47 millimeter where no account was taken of clear or cloudy weather. This
seems to bear out the theory stated above that the afternoon runnings give results closer to the
truth than the morning runnings. If it were cloudy in the morning the difference between the
morning and afternoon results should agree more closely than if the morning running were in
sunshine.
The data for the sections having low grades indicate the same results for the all-sunshine
runnings as for the runnings with sunshine or clouds disregarded.
RELATION BETWEEN ERRORS OF LEVELING AND CLEAR AND CLOUDY SKY.
The following table gives data for the leveling done under different conditions of the sky
and also for the sections which have both runnings in sunshine or both in cloudy weather.
The sections are again divided into two groups according to their grades. First, those for
which the difference in elevation of their ends exceeds 10 meters and, second, those with differ-
ences less than 1 meters.
38
U. S. COAST AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
As was stated on page 34, it is difficult or impossible to notice any relations between the
accidental errors and the weather conditions, as there is no fixed length of sight. But the data
in the tables given below should indicate whether there are any relations between systematic
errors and the degree of clearness of the sky. The letter " C " stands for clouds and " S " f or sun-
shine or clear.
Table 3.
SECTIONS WITH GRADE EXCEEDING 10 METERS PER SECTION.
San Fran-
cisco to
Marmol.
Beowawe
to
Marmol.
Brigham
to
Beowawe.
Butte
to
Devon.
Pocatello
to
Butte.
All lines.
28
+ 54.6
+ 1.95
28
- 53.9
- 1.92
56
1.94
+ 0.7
+ 0.01
55
101.9
1.85
93
207.7
2.23
None.
8
+ 30.7
+ 3.84
4
- 4.7
- 1.18
12
2.95
+ 26.0
+ 2.17
10
27.6
2.76
36
69.5
1.93
10
+ 23.4
+ 2.34
6
- 9.2
- 1.53
16
2.04
+ 14.2
+ 0.89
15
33.1
2.21
60
169.0
2.82
10
+ 50.5
+ 5.05
7
- 17.3
- 2.47
17
3.99
+ 33.2
+ 1.95
None.
56
+159. 2
+ 2.84
45
- 85.1
- 1.89
101
2.42
+ 74.1
+ 0.73
80
162.6
2.03
285
702.1
2.46
None.
None.
None.
C-C, total
3
7.6
2.53
93
248.3
2.67
S-S, total
SECTIONS WITH GRADE LESS THAN 10 METERS PER SECTION.
Number of sections.
C-S, total, positive.
Mean discrepancy. .
Number oi sections .
C-S, total, negative.
Mean discrepancy . .
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections.
C-C, total
Mean discrepancy . .
Number of sections .
S-S, total
Mean discrepancy . .
46
+ 83.6
+ 1.82
74
-160.6
- 2.17
120
2.04
- 77.0
- 0.64
56
96.2
1.72
240
45S.9
1.91
58
+ 134.4
+ 2.32
55
- 92.1
- 1.68
113
2.00
+ 42.3
+ 0.37
39
56.1
1.44
362
646.2
1.78
+160.6
+ 2.33
62
-137.3
- 2.21
131
2.27
23.3
0.18
51
95.6
1.87
347
695.8
2.00
24
+ 40.4
+ 1.68
24
- 51.4
- 2.14
48
1.91
- 11.0
-0.23
46
88.4
1.92
290
635.7
2.19
20
+ 54.1
+ 2.70
13
- 40.9
- 3.15
33
2.88
+ 13.2
+ 0.40
12
29.8
2.48
220
626.9
2.85
217
+473. 1
+ 2.18
228
-4S2.3
- 2.12
445
2.15
-9.2
- 0.02
204
366.1
1.79
1459
3063. 5
2.10
ALL SECTIONS.
Number of sections .
C-S, total, positive. .
Mean discrepancy . . .
Number of sections .
C-S, total, negative.
Mean discrepancy . . ,
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections.
C-C, total
Mean discrepancy . .
Number of sections.
S-S, total
Mean discrepancy. .
74
+138. 2
+ 1.87
102
-214.5
- 2.10
176
2.00
- 76.3
- 0.43
HI
198.1
1.78
333
666.6
2.00
58
+134.4
+ 2.32
55
- 92.1
- 1.68
113
2.00
+ 42.3
+ 0.37
39
56.1
1.44
365
653.8
1.79
77
+191.3
+ 2.48
-142.0
- 2.15
143
2.33
+ 49.3
+ 0.35
61
123.2
2.02
383
765.3
2.00
34
+ 63.8
+ 1.88
30
- 60.6
- 2.02
64
1.94
+ 3.2
+ 0.05
61
121.5
1.99
350
804.7
2.30
30
+ 104.6
+ 3.49
20
- 58.2
- 2.91
50
3.26
+46.4
+ 0.93
12
29.8
2.48
313
875.2
2.80
273
+632.3
+ 2.32
273
-567.4
- 7.08
546
2.20
+ 64.9
+ 0.12
284
528.7
1.86
1744
3765.6
2.16
In each of the lines considered the running of a section with steep grade, when the sky was
cloudy, gave on an average a difference in elevation greater than the running when the sky was
clear. There are 101 sections of steep slopes or grades on which the two runnings of a section
were made, one in sunshine and the other with a cloudy sky. The mean accumulated discrep-
ancy is + 0.73 millimeter.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO.
39
There seems to be no tendency toward an accumulation of C-S (cloudy minus sunshine)
for those sections having grades less than 10 meters per section. The total discrepancy with
regard to sign for 445 such sections is only —9.2 millimeters or —0.02 millimeter per section.
It is the general belief among geodesists that the leveling under a cloudy sky is practically
free from systematic errors resulting from atmospheric conditions. Therefore it would appear
that the leveling under a clear sky causes the observed differences in elevation on steep grades
to be too small.
In the following table are given data for the steep sections which had one running in clear
and the other in cloudy weather, but the data are arranged in two groups, one where the run-
ning in sunshine was made in the morning called (S A), while the other has the running in sun-
shine made in the afternoon (S P) :
Table 4-
SECTIONS WITB GRADE EXCEEDING 10 METERS PER SECTION.
San Fran-
cisco to
Marmol.
B<MUV:i\vt>
to
Marmol.
Brigham
to
Boowawe.
Butte
to
Devon.
Pocatello
to
Butte.
All lines.
Number of sections . . .
C-SA, total, positive.
Number of sections . . .
C-SA, total, negative.
Number of sections . . .
C-SP, total, positive. .
Number of sections . . .
C-SP, total, negative.
C-S A , accumulation per section.
C-SP, accumulation per section.
13
+22.3
21
-44.8
IS
+32.3
7
- 9.1
- 0.68
+ 1.05
6
+25.2
3
- 3.7
2
+ 5.5
1
- 1.0
+ 2.39
+ 1.50
3
- 5.J
7
+ 16.5
3
3.4
+ 0.18
+ 1.31
4
+20.4
3
7.0
+30.1
4
-10.3
+ 1.91
+ 1.98
28
+74.8
30
-61.3
30
+84.4
15
-23.8
+ 0.24
+ 1.34
SECTION'S WITH GRADE LESS THAN 10 METERS PER SECTION.
Number of sections . . .
C-SA, total, positive .
Number of sections . . .
C-SA, total, negative.
Number of sections . . .
C-SP, total, positive..
Number of sections . . .
C-SP, total, negative.
C-SA, accumulation per section .
C-SP, accumulation per section .
24
+ 42.4
22
+41.2
41
-93.7
0.43
0.83
24
+55.6
33
-57.3
34
+78.8
22
-34.8
- 0.03
+ 0.79
44
+ 109.9
25
+ 50.7
33
87.6
+ 0.69
- 0.64
13
+20.8
13
-24.1
11
+19.4
11
-27.3
- 0.13
- 0.36
19
+29.1
-23.6
11
+25.0
5
-17.3
+ 0.18
+ 0.48
124
+257.8
116
-231.6
+215. 1
112
-260.7
0.11
0.21
ALL SECTIONS.
Number of sections
C-SA, accumulation per section.
Number of sections
C-SP, accumulation per section.
91
- 0.52
85
- 0.34
57
-0.03
56
+ 0.79
82
+ 0.87
61
-0.53
32
- 0.07
32
+ 0.16
34
+ 0.56
26
+ 1.06
296
+ 0.13
260
+ 0.06
In the above table it is shown that the cloudy running gave on an average a larger value
for the difference in elevation on steep grades than the running in sunshine. If, as was stated
above, it is assumed that the cloudy running is free from systematic error, then on an average
the afternoon running in sunshine gave a smaller difference in elevation than the morning
running in sunshine. Contrary to what might be expected from the data in a previous table,
the value of C-SA for one of the lines is negative. All of the other values for C-SA are positive,
as is the case with the values of C-SP.
The average accumulated values of C-SA and C-SP for the sections with low grade are
small, +0.11 nrillimeter per section in the former and —0.21 millimeter per section in the
latter. These sections are quite numerous as compared with the number of steep sections, and
should no doubt be given some consideration before coming to a decision as to whether the
morning or afternoon runnings in sunshine give the larger differences.
40
U. S. COASI AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
The third section of the above table gives the average accumulated discrepancy per section
for 296 (C-SA) and for 260 (C-SP) sections, without regarding the amount of the grade. The
average (C-SA) value is +0.13 millimeter per section and the average (C-SP) value is only
+ 0.06 millimeter per section. This evidence is weak but it agrees with the conclusion expressed
on page 36, that the afternoon running in sunshine gives a greater difference than a forenoon
running in sunshine.
The data in the following table were prepared with the view of investigating possible rela-
tions between the systematic errors in leveling and the wind and calm during the observations.
In the table C stands for calm and W for wind. The strength of the wind, whether strong,
moderate, or light, is not considered.
Table 5.
SECTIONS WITH GRADE EXCEEDING 10 METERS PER SECTION.
Number of sections . .
C-W, total, positive.
Mean discrepancy . . .
Number of sections. .
C-W, total, negative.
Mean discrepancy
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections .
C-C, total
Mean discrepancy . .
Number of sections .
W-W, total
Mean discrepancy . .
San Fran-
cisco to
Marmol.
20
+41.2
+ 2.06
25
-56.1
- 2.24
45
2.16
-14.9
- 0.33
129
262.6
2.04
28
62.6
2.24
Beowawe
to
Marmol.
1
+2.7
+2.7
None.
1
2.7
+2.7
+2.7
4
8.0
2.0
None.
Brigham
to
Beowawe.
12
+22.6
+ 1.88
21
-53.2
- 2.53
33
2.30
-30.6
- 0.93
10
10.6
1.06
64
159.7
2.49
Butte
to
Devon.
+25.9
+ 2.88
14
-34. 4
- 2.46
23
2.62
- 8.5
- 0.37
62
164.5
2.65
31
96.1
3.10
Pocatello
to
Butte.
21
+47.6
+ 2.27
15
-56.1
- 3.74
2.88
- 8.5
- 0.24
31
91.6
2.95
57
167.1
2.93
All lines.
63
+140.0
+ 2.22
75
-199.8
- 2.66
138
2.46
- 59.8
- 0.43
236
537.3
2.28
180
485.5
2.70
SECTIONS WITH GRADE LESS THAN 10 METERS PER SECTION.
linve..
Number of secti
C-W, total, posil
Mean discrepancy
Nu mber of sections .. .
C-W, total, negative. .
Mean discrepancy
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections .
C-C, total
Mean discrepancy . .
Number of sections .
W-W, total
Mean discrepancy . .
46
+ 74.6
+ 1.62
74
-155.9
-2.11
120
1.92
- 81.3
- 0.68
151
265.3
1.76
134
261.7
1.95
81
+140.5
+ 1.73
82
-149. 3
-1.82
163
1.78
- 8.8
- 0.05
195
369.5
148
256.8
1.74
64
+136.6
+ 2.14
93
-221.0
- 2.38
157
2.28
-84.4
- 0.54
134
259.4
1.94
193
390.6
2.02
50
+111.4
+ 2.23
60
-116.9
- 1.95
110
2.08
-5.5
- 0.05
245
533.6
2.18
85
173.5
2.04
36
+ 91.2
+ 2.53
36
-114.3
- 3.18
72
2.85
- 23.1
- 0.32
113
302.6
2.68
83
259.8
3.13
277
+554.3
+ 2.00
345
-757. 4
- 2.20
622
2.11
-203.1
- 0.33
1,730.4
2.06
643
1,342.4
2.09
ALL SECTIONS.
Number of sections . .
C-W, total, positive.
Mean discrepancy . . .
Number of sections . .
C-W, total, negative..
Mean discrepancy
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
Number of sections .
C-C, total
Mean discrepancy . .
Number of sections.
W-W, total
Mean discrepancy . .
66
+115.8
+ 1.75
-212.0
- 2.14
165
1.99
- 96.2
- 0.58
280
527.9
1.89
162
324.3
2.00
82
+ 143.2
+ 1.75
-149. 3
- 1.82
164
1.78
- 6.1
- 0.04
199
377.5
1.90
148
256.8
1.74
+ 159.2
+ 2.10
114
-274.2
-2.41
190
2.28
-115.0
- 0.61
144
270.0
1.88
257
550.3
2.14
+137.3
+ 2.33
74
-151. 3
- 2.04
133
2.17
- 14.0
-an
307
698.1
2.27
116
269.6
2.32
57
+138.8
+ 2.44
51
-170. 4
- 3.34
108
2.86
- 31.6
- 0.29
144
394.2
2.74
140
426.9
3.05
340
+694. 3
+ 2.04
420
-957.2
- 2.28
760
2.17
-262.9
- 0.35
1,074
2,267.7
2.11
823
1,827.9
2.22
PRECISE LEVELING, BBIGHAM TO SAN FRANCISCO.
41
The sections are again divided into two classes, first those having differences in elevation
between the ends of more than 10 meters, and second those sections having a difference in eleva-
tion of less than 10 meters. The above table shows that each of the groups of sections has a
minus sign for the accumulated value of (C-W), calm minus wind. (There is only one steep
section for the second line.) For the steep sections, 138 in number, the accumulated value per
section is —0.43 millimeter. On the low-grade sections the mean value of the accumulated
discrepancy is —0.33 millimeter per section. The mean value for all sections regardless of the
grade is —0.35 millimeter per section.
These facts show that the running in wind gave a greater difference in elevation than a
running during calm. The conclusion that this is a general rule might not be justified for other
factors enter the case. All of the lines are in the western portion of the United States where it
is usually more windy in the afternoon than in the morning. Calm is infrequent there in the
afternoon. Therefore the value of C-W would be somewhat confused with the value of P-A.
If both runnings are made in the forenoon or both in the afternoon, then the values of C-W
should be practically free from the effect of the time of day. In the following table there are
given the data for such sections the amount of grade not being considered :
Table 8.
ONLY SUCH SECTIONS AS HAVE RUNNINGS IN BOTH DIRECTIONS EITHER IN THE MORNING OR IN THE
AFTERNOON.
San Fran-
cisco to
Marmol.
Beowawe
to
Marmol.
Brigham
to
Beowawe.
Butte
to
Devon.
Pocatello
to
Butte.
AH lines.
Number of sections
C-W, total, positive
Mean discrepancy
Number of sections
C-W, total negative
Mean discrepancy
Number of sections
Accumulated discrepancy
Mean accumulation per section
20
+32.7
+ 1.64
27
-68.3
- 2.53
47
-35.6
- 0.76
16
+35.6
+ 2.22
20
-40.9
- 2.04
36
- 5.3
- 0.15
16
+22.4
+ 1.40
12
-29.6
- 2.47
28
- 7.2
- 0.26
14
+42.4
+ 3.03
13
-29.2
- 2.25
27
+ 13.2
+ 0.49
19
+44.1
+ 2.32
18
-54.3
- 3.02
37
-10.2
- 0.28
85
+177.2
+ 2.08
90
-222.3
- 2.47
175
- 45.1
- 0.26
The value of C-W in the above table is practically free from the effect of the time of day and
also that of cloudy or clear weather. It appears then that the mean accumulated value of
C-W is —0.26 millimeters per section. This makes the difference in elevation obtained from
the running in wind greater than the difference obtained in calm. There are no data collected
as to whether the size of C-W is a function of the steepness of the grade.
There are 495 sections, each of which had one running in the morning and one running
in the afternoon with both runnings made during calm. These sections should have values
for P-A which are free from the effect of calm and wind. The data for these sections are
shown below:
Table 7.
ONLY SUCH SECTIONS AS WERE RUN IN BOTH DIRECTIONS DURING CALM.
San Fran-
cisco to
Marmol.
Beowawe
to
Marmol.
Brigham
to
Beowawe.
Butte
to
Devon.
Pocatello
to
Butte.
All lines.
88
+177.6
+ 2.02
69
-122.1
- 1.77
157
+ 55.5
+ 0.35
55
+112.0
+ 2.04
62
-119.7
- 1.93
117
- 7.7
- 0.07
44
+73.0
+ 1.66
43
-75.6
- 1.76
87
- 2.6
- 0.03
33
+119.4
+ 3.62
29
- 86.6
- 2.98
62
+ 32.9
+ 0.53
39
+121.5
+ 3.12
33
- 93.6
- 2.84
72
+ 27.9
+ 0.39
259
+603.5
+ 2.33
236
-497. 5
- 2.11
495
+106.0
+ 0.21
42 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
The above values for the accumulated discrepancy P-A are no doubt somewhat affected
by cloudy and clear weather, for in general the forenoons are somewhat more free from clouds
than the afternoons, but it is believed that this effect is small. The value of P-A for the accumu-
lated discrepancy is +0.22 millimeter per section. The afternoon running gives a larger
value for the difference in elevation between the ends of a section than the morning running.
The steepness of the grade has not been considered as there were so few P-A sections on steep
grades which were run only in calm weather. But it is worthy of note that the three lines, the
first, fourth, and fifth, which have the greatest mean grade per section (see p. 34), have the
largest values of P-A (both in calm). The second and third lines have accumulated values of
the discrepancy of C-W of only —0.07 and —0.03 millimeter. Therefore the conclusion may
be drawn that the size of P-A, free from the effects of calm or wind, is a function of the grade.
If it is assumed that the running in wind is free from error, then the data for the sections
shown below should give an indication as to whether an afternoon or forenoon running of a sec-
tion will give the greater difference in elevation.
mm.
Number cf sections 256, total positive value (C-W) A + 499.2
Number of sections 330, total negative value (C-W) A — 759.0
Number of sections 94, total positive value (C-W) P +221.7
Number of sections 87, total negative value (C-W) P — 182.3
Mean accumulated discrepancy per section (C-W) A — 0.44
for (C-W) P + 0.22
The term (C-W) A represents calm minus wind, with the calm running in the forenoon,
while (C-W) P is the same, except that the calm running is in the afternoon.
The indications in the above table are that the difference in elevation from the calm running
in the forenoon is too small and from the calm running in the afternoon too great. This bears
out the conclusion stated on page 36 that the afternoon running gave a greater difference than the
forenoon running.
RELATION BETWEEN THE ERRORS OF LEVELING AND THE FORWARD AND BACKWARD RUNNINGS
OF A LINE.
The values of B-F in the following table represent the difference in elevation between the
ends of the sections as given by the two runnings, one forward and one backward. When the
section is up grade in the line of progress the difference between the two runnings B-F is posi-
tive if the backward running gives a greater difference between the two ends than the forward
running. The value is negative if the forward running gives the greater difference.
If the section is down grade in the line of progress the value of B-F is positive, if the back-
ward running gives the smaller difference in elevation between the ends of the section, and is
negative when it gives the larger difference. In general B-F is positive if the backward running
gives the higher elevation a,bove sea level for the bench mark at the forward end of the section.
In the following table are given data regarding the accumulated value of B-F for the five
fines considered in this investigation.
PEECISE LEVELING, BKIGHAM TO SAN FRANCISCO.
Table 8.
SECTIONS WITH GRADE EXCEEDING 10 METERS PER SECTION.
48
San Fran-
cisco to
Marmol.
Beowawe
to
Marmol.
Brigham
to
Beowawe.
Butte
to
Devon.
Pocatello
to
Butte.
AUllnes.
100
+207.8
+ 2.08
100
-220.1
- 2.20
200
2.14
- 12.3
- 0.06
2
+3.1
+1.6
3
-7.6
-2.5
5
2.14
-4.5
-0.9
60
+145.3
+ 2.42
45
-103.2
- 2.29
105
2.37
+ 42.1
+ 0.40
72
+248.3
+ 3.45
43
- 85.7
„- 1.99
115
2.90
+162.6
+ 1.41
66
+188.3
+ 2.86
42
-125.3
- 2.98
108
2.90
+ 63.0
+ 0.68
300
+792.8
+ 2.64
233
-541. 9
- 2.33
533
2.50
+250.9
+ 0.47
SECTIONS WITH GRADE LESS THAN 10 METERS PER SECTION.
Number of sections . .
B-F, total, positive..
Mean discrepancy . . .
Number of sections . .
B-F, total, negative.
Mean discrepancy . . .
Number of sections
Mean discrepancy
Accumulated discrepancy
Mean accumulation per section .
186
+356.8
+ 1.92
222
-429.5
- 1.93
408
1.93
- 72.7
- 0.18
251
+460.1
+ 1.83
254
-453.2
- 1.78
505
1.81
+ 6.9
+ 0.01
240
+520.1
+ 2.17
242
-480.8
- 1.99
482
2.08
+ 39.3
+ 0.08
231
+501.4
+ 2.17
217
-457.5
- 2.11
448
2.14
+ 43.9
+ 0.10
124
+374.2
+ 3.02
145
-397.3
- 2.74
2.87
23.1
0.09
1032
+2212. 6
+ 2.14
1080
-2218.3
- 2.05
2112
2.09
- 5.7
0.00
The large accumulations occurred on steep grades, though the evidence is not conclusive
that this accumulation is of the same sign. Of the five fines, the one from Beowawe to Marmol
should be ignored, for it has only five sections with steep grades. Of the other four lines, one has
an accumulated value of —0.06 millimeter per section for B-F, while the other three have ac-
cumulated values ranging from +0.40 to +1.41 millimeters. The mean of all steep sections
for the five lines is +0.47 millimeter. This indicates a large systematic error on steep grades.
The remainder of the sections which have low grades show no systematic error in the
accumulated values of B-F. Two of the values are negative and three positive, while the
largest one is —0.18 millimeter and the mean for the 2112 sections of all lines is 0.00 millimeter.
The program followed by the observers seems to avoid troublesome accumulation of error on
low grades, but not so on the steep grades.
The difference between the two runnings of a line can not alone disclose any systematic
errors due to the azimuth of the fine, for there would be no systematic effect from that cause on
one running which should not be present on the other. There may possibly be a systematic
error which is a function of the azimuth of the fine, but this would be shown only by tho errors
of closure of the loops.
CONCLUSIONS.
The above discussion (pp. 32 to 43) seems to make justifiable the following conclusions:
1. The average size of the discrepancy between the difference in elevation determined
twice under different conditions does not give a clear idea of the magnitude of the accidental
errors which may be produced by certain conditions, as the custom is to make the length of
sight as great as the conditions will permit. Therefore the extra length of sight may offset
otherwise favorable conditions and give a large difference between two runnings of a section.
2. For sections run twice under different conditions the average accumulated value of
the discrepancy is greater for the sections with steep grades than with low grades, the direction
of the running being ignored and only the actual difference in elevation between the ends of a
section being considered.
44 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
3. On all grades, but more especially the steep ones, the difference in elevation determined
in the afternoon is on an average greater than that determined in the forenoon.
4. On an average, a running during wind gives a greater difference in elevation than one
during calm. The amount of this difference is somewhat greater for the steep than for the low
grades.
5. On an average a running when the sky is cloudy gives a larger difference in elevation
between two points, on a steep grade, than a running while the sun is shining. For low grades
there is practically no difference, on an average, between the runnings under the two conditions.
6. On steep grades the average accumulated value of the backward minus the forward
(B-F) running is positive. There is no accumulation for the low sections considered as one
group.
7. For steep grades (about 10 meters per kilometer) the probability is that the afternoon
running gives, on an average, a result closer to the truth than the forenoon ru nnin g. The
afternoon running should be ended sometime before sundown. The running in wind probably
gives results on an average closer to the truth than a running in calm.
While the data in the tables make the above conclusions justifiable, yet, owing to the fact
that there are so many conditions to be considered, it is impracticable to obtain at present any
reliable numerical values for the effect of any given atmospheric condition or set of conditions.
It is believed that, other things being equal, the running in the afternoon (if not within
about an hour of sunset) gives, on an average, more accurate results than the forenoon running;
also that, other things being equal, a running in wind is more accurate, on an average, than
one in calm • and, other things being equal, a running with a cloudy sky will be more accurate,
on an aver*e, than one in sunshine. Hence, the ideal condition would be an afternoon with
a moderate wind and a cloudy sky.
It is believed that the mere fact of running backward or forward has no real effect on the
result of a running, as the value of B-F may vary in sign for different lines and even for different
parts of a single line.
As data accumulate it may be possible to determine accurately the effect of certain weather
conditions and a correction might then be applied to the leveling. With our present knowledge
it seems safe to follow such a program as that now used in the United States Coast and Geodetic
Survey. On level ground or ground with low grades the observer need not be so particular
in regard to the relation between the weather conditions and the separate runnings provided
the two runnings of a section are made on different days, to meet the requirements of the Inter-
national Geodetic Association; but on a steep slope it is best not to make obseivations in the
early morning or the late afternoon; the reading of a wire on the rod should never be less than
about two decimeters; and whenever part of a day must be taken for setting bench marks or
computing, the forenoon should be used for that work and the afternoon for leveling, rather
than the reverse.
As was stated on page 22 of Special Publication No. 18, it is not believed that the accu-
mulated value of B-F (backward minus forward) gives any accurate indication of the systematic
error which may be expected in a line of levels. Let it be assumed that on an average the
afternoon running gives a greater difference in elevation than the forenoon running. Then, if
the line is on a long steep grade, the accumulated value of B-F may be very small if each section
has the two runnings in the forenoon or both in the afternoon, while the accumulated value
of B-F will probably be large if all of one running is made in the forenoon and all of the other
running is made in the afternoon. In each case the actual accumulated systematic error would
be the same.
PRECISE LEVELING, BBIGHAM TO SAN FRANCISCO.
STANDARD ELEVATIONS.
45
The following list gives the standard elevation, in meters and feet above mean sea level,
of each bench mark on the precise level line Brigham, Utah, to San Francisco, Cal.
Elevations of permanent bench marks.
Place.
Brigham, Utah
Do
Do
Honey ville, Utah
Dewey, Utah
Near Corinne, Utah...
Corinne, Utah
Near Corinne, Utah
Near Balfour, Utah
Balfour, Utah
Near Hansen, Utah. . .
Hansen, Utah
Near Hansen, Utah . . .
Blue Creek, Utah
Near Blue Creek, Utah
Kolmar, Utah
Surbon, Utah
Promontory, Utah
Near Promontory, Utah
Do
Rozel, Utah
Near Rozel, Utah. . .
Near Lake, Utah
Lake, Utah
Near Lake, Utah
Monument, Utah....
Near Monument, Utah.
Do
Near Kel ton, Utah....
Kelton Utah
Near Kelton, Utah
Near Peplin, Utah
Ombey , Utah
Near Romola, Utah . . .
Do
Near Terrace, Utah
Terrace, Utah
Near Terrace, Utah....
Bovine, Utah
Near Bovine, Utah
Near Umbria Junction,
Utah.
Lucin, Utah
Near Umbria Junction,
Utah.
Do
Do
Gartney, Utah
Near Tecoma, Nev
Tecoma, Nev
Near Tecoma, Nev
Do
Akbar, Nev
Near Montello, Nev. . .
Montello, Nev
Do
Banvard, Nev
Noble, Nev
UUin.Nev
Wright.Nev
Lo ray, Nev
Omar, Nev
Cobre, Nev
Do
Near Cobre, Nev
Valley Pass, Nev
Near Valley Pass, Nev. .
Icarus, Nev
Near Icarus, Nev....
Pequop, Nev
Fenelon, Nev
Near Holborn, Nev.
Holborn,Nev
Anthony, Nev
Moor, Nev
Cedar.Nev
Kaw,Nev
Near Wells, Nev. . . .
Wells, Nev
Do
Near Wells, Nev
Do
Alazon, Nev
Near Tulasco, Nev. .
NearNardi, Nev
Near Deeth , Nev
Designation of bench
mark.
R...
J,...
K...
L,...
T...
M„..
N,..
0,...
P„...
Q»...
R...
S,...
T„...
U...
V,...
w...
X,..
Y,..
z,...
Aio. .
B 10 ..
Cio..
Die.
Eio..
F l0 ..
Gio..
Hio.,
Iio...
Jio...
Kio..
Lio..
M,...
Nio..
Oi...
Pi...
Qi...
Rio..
Sio. .
T,...
U,...
V 10 ..
10-
Y,..,
Zio- .
Au..
Ij...
Jj...
K,..
L,..
M...
N,..
O,..
P...
Qa„
R...
S 3 ...
T,..,
U...
V,..
w,..
X...
Y...
Z,..
A,..
B...
C t ...
D,..
E,_.
F...
Qt..
H...
I,...
J ( ...
K,..
L...
M...
N...
O...
P,„
Q«~
R...
S,...
T,..,
Standard elevation.
Meters.
1309. 150
1313.399
1352.930
1301. 032
1317. 551
1287.547
1289.016
1290. 421
1293. 550
1294. 273
1289. 823
1290. 815
1295. 596
1301. 447
1323. 993
1333.590
1391. 661
1494. 255
1484. 824
1441.217
1400.062
1398.971
1325.579
1284. 236
1287. 202
1288.232
1292. 478
1287. 070
l_'sr,.oso
1286. 750
1326.236
1384. 143
1436.620
1404. 126
1400.376
1429.349
1387. 724
1357.271
1325.608
1339. 962
1350. 182
1362.878
1370. 114
1378.304
1387.348
1405.550
1457. 827
1467.322
1466.885
1469. 172
1471.488
1477. 112
1485. 769
1485. 765
1516. 712
1559. 786
1604.021
1649. 229
1705.966
1781.219
1805.230
1809.808
1831.050
1850. 212
1851. 795
1859. 244
1875. 226
1873. 173
1876. 107
1866. 993
1XCII.M7
1866. 4X5
1877. 788
1819. 671
1777. 134
1740. 174
1715. 462
1715.397
1711.902
1709. 278
1705. 310
1677. 398
1644. 437
1631.314
Feet.
4295. 103
4309.043
4438.738
4268. 469
4322. 605
4224. 227
4229. 047
4233.656
4243.922
4246.294
4231.694
4234. 949
4250.635
4269. 831
4343. 800
4375. 286
4565. 808
4902. 402
4871. 460
4728. 393
4593.370
4589. 791
4349.004
4213.364
4223.095
4226. 474
4240. 405
4222. 662
4219.414
4221.612
4351. 159
4541. 142
4713.311
4606.703
4594. 400
4689. 456
4552. 891
4452. 980
4349.394
4396. 192
4429.722
4471.376
4495. 116
4521.986
4551.658
46U.375
4782. 887
4814.039
4812. 605
4820. 108
4827. 707
4846. 158
4874. 560
4874.547
4976. 079
5117.398
6262. 526
5410. 845
5596.990
5843. 883
5922.659
5937. 678
6007. 370
6070. 237
6075. 431
6099.870
6152.304
6145. 568
6155. 194
6125. 293
6105. 030
6123. 626
6160. 709
5970. 037
5830. 480
5709. 221
5628. 145
5627. 932
5616. 465
5607.856
5594. 838
5503.263
5395. 124
5352. 069
Place.
Deeth, Nev
Natchez, Nev
Halleck, Nev
Elburz, Nev
Near Elburz, Nev
Ryndon, Nev
Near Ryndon, Nev
Osino, Nev
Coin, Nev
Near Elko, Nev
Do
Elkq.Nev
Do
Near Elko, Nev
Near Avenel, Nev
Avenel, Nev
Near Avenel, Nev
Near Moleen, Nev
Moleen, Nev
Near Moleen, Nev
Near Tonka, Nev
Tonka, Nev
Near Tonka, Nev
Near Vivian, Nev
Vivian, Nev
Carlin, Nev
Near Carlin, Nev
Tyrol,Nev
Palisade, Nev
Gerald, Nev
Harney, Nev
Cluro, Nev
Beowawe, Nev
Do...
Do
Ladoga, Nev
Farrel, Nev
Mosel, Nev
Argenta, Nev
Rosny, Nev
Battle Mountain, Nev.
Near Battle Mountain,
Nev.
Piute, Nev
Mote, Nev
Valmy, Nev
Near Valmy Nev
Stonehouse, Nev
Herrin, Nev
Iron Point, Nev
Comus, Nev
Near Preble, Nev
Near Golconda, Nev
Golconda, Nev
Eglon, Nev
Tule,Nev
Winneraucca, Nev
Benin, Nev
Rose Creek, Nev
Lamar, Nev
Cosgrave, Nev
Dodon.Nev
MillCity.Nev
Imlay , Nev
Humboldt, Nev
Valery, Nev
Near Valery, Nev
Near Rye Patch, Nev .
Rye Patch, Nev
Near Rye Patch, Nev.
Near Zola, Nev
Zola,Nev
Oreana, Nev
Woolsey, Nev
Kodak, Nev
Near Lovelocks, Nev..
Do
Lovelocks, Nev
Perth, Nev
Granite Point, Nev
Toulon, Nev
Toy, Nev
Miriam, Nev
Near Huxley, Nev. . . .
Parran, Nev
Near Desert, Nev
Designation of bench
mark.
U,
V,
Vm
X,
Y,
Z
At
B.
Cs
D.
E.
F.(U.S.G.S.)
G.
H.
I.
J.
K,
L,
M.
N.
O.
P.
Q.
R.
S.
T.
U.
V.
W,
X,
Y.
Z.
A,
B
C,
o,
H,
I.
J.
K,
u
Mb
N,
O.
P.
Q.
R.
8,
T,
U.
v„
W,(S. P.)....
x«
Y,
z 8
A,
B,
C,
D,
E,
F 7
G,
H,
It
h
K,(S. P.)
L 7 (S. P.)
M*7
N,(S. P.)
0,(S. P.)
Pi
Qi
R:
S,
T,
U,
V,
w 7
X,
Y,
Z,
A.
Bs
C,
D,(S. P.)
Standard elevation.
Meters.
1626. 022
1614. 139
1594.771
1586.379
1580. 299
1572. 304
1570.662
1564. 760
1551. 898
1546. 867
1548. 173
1544. 382
1540. 855
1536. 418
1533. 332
1530. 494
1526. 957
1526. 558
1516. 769
1515. 674
1514. 198
1512. 654
1510. 640
1509. 118
1498. 672
1492. 558
1487. 450
1485. 169
1476. 289
1469. 163
1455. 204
1441.991
1432. 562
1432. 212
1430. 688
1420.740
1410.945
1397. 537
1388. 867
13S0. 447
1374. 690
1372.793
1373.358
1373. 594
1373. 821
1366. 276
1348. 853
1343. 121
1336. 901
1333.025
1333. 524
1327.004
1336. 950
1318. 108
1313. 059
1316.225
1310.059
1318. 017
1308. 160
1310. 824
1296.202
1287. 488
1278. 626
1290. 045
1304. 104
1294. 168
1295.933
1295. 850
1294. 190
1299.730
1289. 856
1267. 348
1249. 396
1220.988
1217. 142
1216. 350
1211. 967
1203. 666
1194. 333
1197.746
1197. 949
1194.025
1186. 403
1184. 441
1185. 857
Feet.
5334. 707
6295. 721
5232. 178
5204. 645
5184. 698
5158. 467
5153. 080
5133.717
5091.519
5075.013
5079.298
5066.860
5055.288
5040.731
5030. 607
5021.296
5009.691
5008. 382
4976. 266
4972. 674
4967. 831
4962. 766
4956. 158
4951. 165
4916. 893
4896.834
4880.075
4872. 592
4843. 458
4820. 079
4774.282
4730. 932
4699. 997
4698. 849
4693. 849
4661. 211
4629.075
4585.086
4556.641
4529.016
4510. 129
4503.905
4505. 759
4506. 533
4507. 278
4482.524
4425.362
4406.556
4386. 150
4373. 433
4375.070
4353.679
4386.310
4324. 493
4307.928
4318.315
429S. 085
4324. 194
4291. 855
4300. 595
4252. 623
4224.033
4194. 959
4232. 423
4278. 548
4245. 949
4251. 740
4251. 468
4246. 022
4264. 198
4231.803
4157. 957
4099.060
4005.858
3993. 240
3990. 642
3976. 262
3949. 027
3918. 408
3929. 605
3930. 271
3917. 397
3892. 391
3885.953
3890.599
46
V. S. COAST AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
Elevations of permanent bench marks — Continued.
Place.
Near Desert, Nev
Upsal, Nev
Do
Near Falais, Nev
Massle, Nev
Do
Hazen, Nev
Do
Patna, Nev
Near Patna, Nev
Argo, Nev
Do
Luva, Nev
Fernley, Nev
Do
Gilpin, Nev
Derby, Nev
Near Derby, Nev
Do
Thisbe, Nev
Do
Clark.Nev
Near Ditho, Nev
Hafed, Nev
Near Vista, Nev
Do
Do
Vista, Nev
Sparks, Nev
Reno, Nev
Do
Lawton, Nev ,
Near Verdi, Nev
Verdi, Nev ,
Murine >1 Nev
Do
Near Marcnol, Nev
Calvada, Cal
Mystic, Cal
Iceland, Cal
Near Prosser Creek, Cal
Truckee,CaI
Tunnel, Cal
Near Eder, Cal
Summit, Cal
Near Spruce, Cal
Cisco, Cal
Emigrant Oap.Cal
Blue Canyon, Cal
Orel. Cal
Towle,Cal ,
Gold Run, Cal
Near Wirt, Cal
Colfax, Cal
Lander, Cal
Near Clippergap, Cal. . .
Do
East Auburn, Cal ...
Near New Castle, Cal
Near Rocklin, Cal...
Near Roseville, Cal. .
Roseville, Cal
Near Antelope, Cal. .
Antelope, Cal
Near Benali, Cal
Elvas.Cal
Brighton, Cal
Near Florin, Cal
Do
Elk Grove, Cal
McConrell, Cal
Need, Cal
Gait, Cal
Jahant,Cal
Designation of bench
mark.
Eg....
F 8 (S. P.)
G s
H 8 (S. P.)
Is
J.
K 8 (S. P.)
La
Ma
Ne(S. P.)
Oa(S. P.)
P«
Q«
R«
Sa(U. S. G. S.).
T,
U 8 (S.P.)
V,(S. P.)
W 8 (S. P.)
X 8 (S.P.)
Y 8 (S.P.)
Z.(8. P.)
A,(S. P.)
B,
C(8. P.)
D,(S. P.)
E,(S. P.)
F,
G,
H,
U (U. S. G. S.).
J«
K,
L,(S. P.)
F 8
E
D,
Yio
Xio
W,
V,o
U I0
T 10
Sio...
Rio
Qio
Pio
On
N»
Mio
Lio
Kio.
Jio
I»
H,o
Gio
Fio
Eio
Di»
Cio
Bio-
Aio
Z, (U.S. G.S.) .
Yj
X,
W„
V,
U,(U. 8. G. S.)
T, (V. 8. G.S.)
S»(U. S. G. S.).
R» (U. S. G. S.)
Q.
P»(U. 8. G. 8.)
0» (U. S. G. S.)
Standard elevation.
Meters.
1189.696
1189. 186
1190. 412
1199. 499
1211. 720
1216. 708
1220.908
1220.222
1237.988
1242. 878
1241. 610
1241. 706
1258. 071
1265. 124
1265.834
1268.580
1268. 354
1267. 957
1269. 869
1286.231
1287. 423
1294. 236
1309. 489
1334. 058
1338. 144
1338.292
1339. 658
1339. 532
1347. 906
1370. 224
1389. 031
1415. 966
1459.919
1478. 104
1511. 948
1512,388
1514. 731
1533. 870
1573. 053
1648. 909
1709. 909
1773. 860
1928.122
2005. 54S
2122. 855
1984. 753
1805.200
1588. 645
1429.947
1346. 788
1135. 040
967. 038
732.022
736.123
699.753
669.220
535. 154
414.232
297. 432
76.756
82.652
48.814
44.638
47. 759
15.928
12.179
15.222
11.063
11.365
15. 194
14.313
13. 307
14.061
14.888
Feet.
3902. 866
3901. 521
3905. 543
3935. 356
3975. 451
3991. 816
4005. 596
4003. 345
4061. 632
4077.676
4073.515
4073. 830
4127. 521
4150. 661
4152.990
4162.000
4161. 258
4159. 956
4166.229
4219. 909
4223.820
4246. 173
4296. 215
4376. 822
4390. 227
4390. 713
4395. 195
4394. 781
4422. 255
4495. 477
4557. 179
4645. 549
4789. 751
4849. 413
4960. 449
4961. 893
4969. 580
6032. 372
6160. 925
6409. 796
5609. 926
6819. 739
6325. 847
6579. 869
6964. 733
6511.644
6922. 560
6212. 079
4691. 418
4418.587
3723. 877
3172. 684
2401. 642
2415. 097
2295.773
1867. 516
1755. 751
1359. 026
975.825
251.824
172.742
160. 151
146. 450
156.689
52.257
39. 957
49.941
36.296
37.287
49. 849
46. 959
43.658
46. 132
48. 845
Place.
Near Acampo, Cal
Do
Lodi.Cal
Near Lodi, Cal
Pearson, Cal
Near Hammer, Cal
Do
Near El Pinal, Cal
Near Stockton, Cal
Stockton, Cal
Do
Near Stockton, Cal
Near French Camp, Cal.
Do
Do
Near Lathrop, Cal
Lathrop, Cal
Do
Near Lathrop, Cal
Near I!an ta, Cal
Ban ta, Cal
Tracy, Cal
Do'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.
Near Tracy, Cal
Midway, Cal
Near Midway, Cal
Near Cayley, Cal
Near Altamont, Cal
Do .
Altamont, Cal
Near Altamont, Cal ... .
Near Livermore, Cal . . .
Do
Livermore, Cal
Near Livermore, Cal . . .
Radum, Cal
Pleasanton, Cal
Verona, Cal
Ilrightside, Cal
Farwell,Cal
Near Niles, Cal
Niles.Cal
Do
Irvington, Cal
Near Warmsprings, Cal.
Warmsprings, Cal
Near Warmsprings, Cal.
Near Miipitas, Cal
Near Wayne, Cal
San Jose, Cal
Do
Santa Clara, Cal
Lawrence, Cal
Sunnyvale, Cal
Mountain View, Cal
MavfleId,Cal
PaloAlto.Cal
Near Palo Alto, Cal
Menlo Park, Cal
Redwood City. Cal
San Carlos, Cal
Belmont, Cal
Beresford, Cal
San Mateo, Cal
Do
Burlingame, Cal
Millbrae,Cal
San Bruno, Cal
Holy Cross, Cal
San Francisco, Cal
Do
Do
Do
Designation of bench
mark.
N,
M, (U.S. G.S.)..
L»..
KjfU.S. G. S.).
Js(U. 8. G. 8.)...
h.
H, (U.S. G.S.)..
Gs t
F 9 (U. S. G. S.)..
E,
D,
C,
B, (U. S. G. S.).
A«
Z».
Y,
X,
W 8 (U. S. G. S.).
V 8
T 8 (U. S. G. S.)..
S 8 (U. S. G. 8.)..
Ra
Q.
P 8 (U. 8. G. S.)..
Oa(U. S. G. S.)..
Na
M 8
L 8
Ka
Ja(U. S. G. S.)...
Is
Ha
Ca
F 8 (U. S. G. 8.)..
Ea
D„
Cs
B 8
A 8
Z 7 (U. 8. G. 8.).
Y;
X,
w,
V,
u,
T,
8t
R»
Qt
P 7 (U. 8. G. 8.).
O,
N:
M,
L,
K,
J.
Ir
H,
F,.
Kr.
I);.
(',..
B>.
A;
Z s
Y c
X„
W.
Citv 418.
City 386.
City 640.
City 635.
Standard elevation.
Meters.
15.468
16. 219
15. 838
13. 972
11.582
10. 184
8.738
8.558
6.269
7.081
5.994
5.312
4.278
5.402
6.952
5.900
6.870
6.194
8.295
6.246
6.851
16.606
18.342
18.028
31.383
107. 125
128.917
150. 397
180.025
219. 224
225.513
218.270
195. 282
163.717
148.655
140.422
112.049
102. 518
92.234
68.746
51.053
37. 912
26.426
25.686
21.345
9.796
12.821
4.797
5.223
20.630
29.900
27. 470
22.997
20.419
29.800
23.652
10.009
18.922
22.410
21.529
3.875
7.846
10. 610
6.987
8.3(9
7.875
9.308
5.618
8.142
26.885
94. 789
58.661
59. 391
4& 559
Feet.
50. 748
53.212
51.962
45. 840
37.999
33.412
28.668
28.077
20.568
23.232
19.665
17.428
14.035
17.723
22.808
19. 357
22.539
20. 321
27.215
20.492
22.477
54. 150
60.177
59.147
102.962
351. 459
422. 955
493. 427
590. 632
719. 237
739. 871
716. 107
Ma 888
537.128
487. 712
460. 701
367.614
336. 344
302. 604
225. 544
167. 496
124. 383
86.699
84. 271
70.029
32. 139
42.064
15.738
17. 136
67.684
98.097
90.124
75. 449
66.991
97. 769
77. 598
32. BS8
62.080
73.523
70.633
12.713
25.741
34. 810
22.923
27. 392
25. 837
3a 538
18.432
26.713
88.205
310. 987
192. 457
194. 852
159.314
PEECISE LEVELING, BEIGHAM TO SAN FBANCISCO.
Elevations of top of rail in front of railroad stations.
Place.
Brigham.Utah....
Corinne, Utah
Promontory, Utah.
Kelton,Utah
Peplin.Utah
Ombey.Utah
Romola, Utah
Lucin,Utah
Tecoma.Nev
Ullin, Nev
Wright, Nev
Loray, Nev
Omar, Nev
Cobre,Nev
Valley Pass, Nev..
Icarus, Nev
Pequop, Nev
Moor, Nev
Cedar,Nev
Kaw.Nev
Wells, Nev
Alazon,Nev
Tulasco.Nev
8tarr, Nev
Nardi.Nev
Deeth, Nev..
Natchez, Nev
Rasld.Nev
Halleck.Nev
Elburs, Nev
Ryndon, Nev
Osino,Nev
,ke
Standard elevation.
Meters.
Feet.
1312. 83
1289. 51
1491.61
1287. £0
1349.91
1437. 28
1410. 32
1363.26
1465.25
1601.98
1647.75
1712.54
1779.95
1304. 05
1850. 39
1861.01
1872.41
1878. 50
1819.49
1777.38
1715.26
1703.91
1680.11
1675.92
1648. 91
1627.46
1613. 59
1603. 16
1593.04
1585.55
1571.64
1563.91
1553.27
1541.86
1530.54
1518.85
1511.19
1498.88
1493. 98
1486.11
1476.35
Place.
Coin.
Elko, Nev..
Avenel,Nev
Moleen.Nev
Tonka, Nev.
Vivian, Nev
Carlin.Nev.
Tvrol,Nev.
Palisade, Nev 1 468° 55
Gerald, Nov J«|;^
1441.86
1430.53
1109.94
1397.05
1386.59
1374. 65
1373.77
1355.65
1343.43
1333. 05
1334.31
1337.42
Harney, Nev
Cluro.Nev
Beowawe, Nev
Farrel,Nev
Mosel,Nev
Argenta.Nev .........
Battle Mountain, Nev
Valmv.Nev
Stonohouse, Nev
Horrin,Nev
Iron Point, Nev
Comus.Nev
Golconda, Nev \ Z.!f 46
Tale, Nev...... 132o'.27
Winnemucca, Nev Ji,. 2 g
Costive, Nov iW 98
Hill City, Nev , \vsm
Imlay, Nov ■ — .™ n go
Humboldt, Nev i ™«' 23
Rye Patch, Nev [^ g4
Oreana, Nev JX.o' o,
Woolsey, Nev \"*r ~
Granite Point, Nev | »™;J|
Toulon, Nev.
Toy.Nev
Ocala, Nev
Huxley, Nev
Parrari.Nev
Desert, Nev
Upsal, Nev
Falais.Nev
Massle, Nev
Hazen, Nev
Argo.Nev
Fernley, Nev
Derby, Nev
Thisbe,Nev
Clark, Nev
Dltho, Nev
Hafed,Nev
Vista, Nev
Sparks, Nev
Reno, Nev
Mosul, Nev
Cafvada,Cal
Floriston, Cal
Wickes,CaL
Boca, Cal
Winsted.Cal
Truckee, Cal
Tunnel, Cal
Eder.Cal
Lake View, Cal....
Summit, Cal
Soda Springs, Cal..
Spruce, Cal
1197.59
1186.93
1190.32
1184.25
1186.98
1100. 89
1204. 92
1212. 17
1222.16
1243.23
1266.09
1268. 39
1275. 75
1296. 46
1311.74
1333. 73
1339. 58
1347. 80
1369. 70
1443.64
1536. 47
1620.65
1632.37
1685.73
1743.90
1772.76
1950.36
2011.74
2068.15
2121.73
2058. 93
1991.76
4307. 37
4230.67
4903. 57
4224.07
4423. 83
4715.48
4627. 02
4472.63
4807.24
5255. 83
5405.99
5618. 56
5839.72
5913. 79
6070. 82
6105. 66
6143.07
6163. 05
5969.44
5831.29
6627. 48
5590.24
5512.16
5498.41
5409.80
5339. 42
5293.92
5259. 70
5226. 50
6201.93
5156. 29
5130. 93
5096.02
5058.59
5021.45
4983. 09
4957.96
4917.58
4901. E0
4875. 68
4843. 66
4818.07
4775.02
4730.50
4693. 33
4625. 78
4583.49
4.549.17
4510. 00
4507.11
4447. 66
4407. 57
4389. 92
4377.65
4387. 85
4322. 37
4331. C9
4298. 84
4225. 65
4193.00
4234.31
4252. 71
4156.29
4096.55
3921.19
3930.27
3929. 09
3894. 12
3905.24
3885.33
3894.28
3907.11
3953. 14
3976. 93
4009. 70
4078.83
4153.83
4161.38
4185.52
4253. 47
4303.60
4375. 75
4394.94
4421.91
4493. 76
4736. 34
5040.90
5317. 08
5355. 53
5530. 60
5721.45
5816. 13
6398. 81
6600.18
6785.26
6961.04
6748.44
6534.63
47
Standard elevation.
Meters.
Feet.
Troy, Cal
Tamarack, Cal
Cisco, Cal
Crystal Lake, Cal
Yuba Pass, Cal
Smart, Cal
Emigrant Gap, Cal
Fulda, Cal
Blue Canyon, Cal
Orel, Cal
Midas, Cal
Gorge, Cal
Towle, Cal
Alta, Cal
Dutch Flat, Cal
Gold Run. Cal
Magra, Cat
Capom. Cal
Wirt, Cal
Colfax, Cal
Lander, Cal
New England Mills, Cal
Applegate, Cal
Clippergap, Cal
Bowman, Cal
Nestor, Cal
Auburn, Cal
Flint, Cal
Zcta, Cal
Newcastle, Cal
Penryn, Cal
Loomis, Cal
Ftocklin, Cal
Roseville, Cal
Antelope, Cal
Walerga, CaL
Benali,Cal
Brighton, Cal
Polk.Cnl
Davis, Cal
Florin, Cal
Graham, CaL
Sibeck, Cal
Elk Grove, Cal
McConnell, Cal
Arno, Cal
Need, Cal
Gait, Cal
Forest Lake, CaL
Acampo, Cal
Lodi.Cal
Mettler, Cal
Armstrong, Cal
Pearson, Cal
Racimo, Cal
Castle, Cal
Jam, Cal
El Pinal, Cal
Stockton. Cal
Hislop, Cal.
French Camp, Cal
Lathrop, Cal.
Banta, Cal
Tracy, Cal
Ellis, Cal ;; 108 ; 61
Midway, Cal. ■ 225 os
Altamont.Cal | lfw 74
147. 39
113.93
112.84
109.90
106.99
92.18
79.55
63.65
58.98
49.81
40.62
25.81
10.02
13.30
6.04
27.77
23.01
29.89
24.32
17.96
19.11
20.56
16.07
7.56
7.18
7.66
8.89
8.49
7.89
1940.73
1838.51
1806.99
1754.89
1711.02
1630.99
1588.29
1531.61
1428. 88
1343. 78
1262. 63
1190.00
1125.20
1097.87
1033. 32
982 47
883.62
809.61
744. 30
735.22
695. 70
694.23
614.13
535.52
492.89
426. 78
413.45
397.09
356.84
291. 14
189.68
120.36
74.75
48.51
49.04
32.59
15.40
15.29
13.07
12.66
12.36
12.32
12.91
15.26
14.33
11.77
12.82
14.41
15.12
17.21
15.71
13.93
12.87
12.22
11.62
10.40
8.98
7.52
5.93
6.81
6.26
6.76
8.29
17.81
22.12
XTlraar, Cal...
I.ivermore, CaL
Eliot, Cal
Remillard, Cal
Radum, Cal...
Ploasanton, Cal
Verona, Cal
Sunol.Cal
Brlghtside.Cal
Mayborg, Cal
Farwell.Cal
Alston.Cal
Niles, Cal
Irvington, Cal.......
Warmsprings.Cal...
Milpitas, Cal
San Jose, Cal....
Santa Clara, Cal
Sunnyvale, Cal...-. .
Mountain View, Cal.
Castro, Cal
Palo Alto, Cal..
Menlo Park, Cal
Fair Oaks, Cal
San Carlos, CaL
Beresford, Cal.
San Mateo, CaL.
Burlingame, Cal
Milbrae, Cal
San Bruno, Col
6367.21
6195.89
5928.43
6757.50
5613.57
5351.01
5210.91
5024.96
4687.92
4408.72
4142.48
3904.19
3691.59
3601.93
3390.15
3223.32
2899.01
2656.20
2441.92
2412.13
2282.48
2277.65
2014.86
1756.95
1617.09
1400.19
1356. 46
1302. 79
1170.73
955. 18
622.31
394.88
245.24
159. 15
160. 89
106.92
60.52
50.16
12.88
41.64
40.55
40.42
42.36
50.07
47.01
38.62
42.06
47.28
49.61
56.46
51.54
45.70
42.22
40.09
38.12
34.12
29.46
24.67
19.46
22.34
20.54
22.18
27.20
68.43
72.57
356.33
738. 45
556.89
483. 56
373.79
370.21
360. 56
351.02
302.43
260.99
208.83
193.50
163. 42
133.27
84.68
32.87
43.64
19.82
91.11
75.49
98.06
79.79
58.92
62.70
67.45
52.72
24.80
23.58
25.13
29.17
11.45
26.79
48 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
DESCRIPTIONS OF BENCH MARKS. 1
GENERAL NOTES DESCRIBING DIFFERENT FORMS AND MARKINGS OF BENCH MARKS.
Note 1. — This type of bench mark is the red metal disk designed by the Coast and Geodetic Survey, lettered
"U. S. Coast and Geodetic Survey, B. M. $250 fine or imprisonment for disturbing this mark." The disk is 3 inches
in diameter, with a 3-inch tenon upon the back for setting it, and is set in cement flush with a horizontal or vertical
surface. In the latter case a horizontal mark cut on it, or the horizontal mark of a cross, is the bench mark.
Note 2. — This type of bench mark has the same lettering as that referred to in note 1, and is a 3-inch red metal
cap, somewhat curved, screwed upon a 4-foot or 4J-foot iron pipe set in the ground and usually cemented at the base,
from 4 to 6 inches being exposed above the ground. The base of the pipe is split and spread to a diameter of about a
foot. For placing the foot of the level rod accurately a square or a small circle was cut in outline in the center of the
cap.
Note 11. — The bottom of hole about 25 millimeters square and about 4 to 5 millimeters deep, cut in the top of a
stone or cement post about 4 feet long and with rectangular top from 4 to 8 inches on a side, projecting about 6 inches
from the ground. The top of the post is lettered " U. S. B. M." Limestone posts are used between Holland and New
Braunfels, Tex., and black lava posts between Pocatello and Owyhee, Idaho.
Note 11a.— A red metal disk, like that described in note 1, set in the top of a stone or cement post about 4 feet
long and with a rectangular top from 4 to 8 inches on a side, projecting about 6 inches from the ground.
Note 17.— A 3-inch aluminum or bronze disk ' lettered "U. S. Geological Survey B. M. $250 fine or imprison-
ment for disturbing this mark. Elevation above sea — feet. Datum — ." Each disk is stamped with the approximate
elevation in feet and a letter or letters to indicate the datum plane. This elevation and the datum letter or letters
usually form the name by which the bench mark is designated in this publication.
Note 18. — This type of bench mark has the same lettering as that referred to in note 17, and is a 8-inch aluminum
or bronze cap riveted upon a 3-inch iron pipe, set in the ground, 5 to 6 inches being exposed above the ground. A
cross cut in the center of the top is the bench mark.
DESCRIPTIONS OF PERMANENT BENCH MARKS BETWEEN BRIGHAM, UTAH, AND BEOWAWE, NEV., 191 1.
R. — At Brigham, Boxelder County, Utah, 15 meters south of the second road crossing north of the station, in a field
west of the tracks, inside and 0.6 meter from the fence, about halfway between mile poles 21 and 22 and about 1.5
meters above the level of the tracks. Note 11.*
J,.— At Brigham, Boxelder County, Utah, about 100 meters south of the Oregon Short Line Railroad station, in the
top surface of the northwest stone pillar of the railroad water tank. Note 1.*
Kj.— At Brigham, Boxelder County, Utah, in the eastern vertical face of the south side of the stone steps leading
to the west entrance of the Boxelder County Courthouse, about 1.5 meters above the ground. Note 1.*
L,.— At Eoneyville, Boxelder County, Utah, in the west face of the concrete foundation of the Oregon Short Line
Railroad station, directly beneath the telegraph operator's window and just behind the semaphore tower, about 0.2
meter above the platform. Note 1.*
T.— At Dewey, Boxelder County, Utah, 180 meters south of the depot, on the right of way of the Oregon Short Line
Railroad, 15 meters east of the main tracks. Note 11.*
Mj— Near Corinne, Boxelder County, Utah, about 4 telegraph poles west of mile pole 3 on the right of way of the
Brigham-Corinne cut-off, 14 meters south of the tracks, 1.2 meters north of the south line fence, about 1.5 meters
below the track. Note 11.*
N 9 . — At Corinne, Boxelder County, Utah, directly south of the middle of the freight station, 42.4 meters west of
the west end of the old passenger station, 18.7 meters south of the Southern Pacific Railway main track, one-half meter
north of the south line fence, and about 0.6 meter below the track. Note 11.*
9 .— Near Corinne, Boxelder County, Utah, between the tenth telegraph pole east of Southern Pacific mile pole
806 and the south line fence 1 meter north of the latter, 150 meters east of the small bridge that crosses the irrigation
ditch at the point where the right of way narrows, 14.3 meters south of the tracks. Note 2.*
p 9 —Between Corinne and Balfour, Boxelder County, Utah, about 1J telegraph poles east of mile pole 804, 50 meters
east of the whistle post, at the road crossing, on the Southern Pacific right of way one-half meter north of the south line
fence and 14.8 meters south of the track. Note 2.*
Q 9 .— At Balfour, Boxelder County, Utah, about 7 telegraph poles west of mile pole 801, 98 meters east of the west-
ernmost of the two switch stands at the west end of the siding, on the right of way of the Southern Pacific Railway,
one-half meter north of the south line fence, 14.8 meters south of the main track and about 1 meter above it. Note 2.*
R,.— Near Hansen, Boxelder County, Utah, about 2 telegraph poles east of mile pole 798 on the right of way of the
Southern Pacific Railway, 0.9 meter south of the north line fence, 14.3 meters north of the track, and about 1.2 meters
above it. Note 11.*
S,.— At Hansen, Boxelder County, Utah, about midway between the ends of the siding, one-half telegraph pole west
of the pole that carries the station sign (795.7 miles), in the line of the telegraph poles, 13 meters south of the Southern
Pacific main track. Note 11.*
i Any person who finds that one of the bench marks here described is disturbed, or that the description is not in accordance with thefacts.ls
requested to notify the Superintendent of the United States Coast and Geodetic Survey, Washington, D. C.
* See above.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO. 49
T 9 . — Near Hansen, Boxelder County, Utah, about 2 telegraph polea west of mile pole 793 on the right of way of the
Southern Pacific Railway, 8.9 meters north of the south line fence, and 5.8 meters south of the railway track. Note 2.*
U 9 . — At Blue Creek, Boxelder County, Utah, situated on the right of way of the Southern Pacific Railway, opposite
the water tank, 14.8 meters west of the west end of the pumping station, 10 meters north of the south line fence, 12.2
meters south of the southernmost siding, 24.5 meters south of the main track. Note 11.*
V,.— Near Blue Creek, and Kolmar, Boxelder County, Utah, about 4 telegraph poles east of mile pole 790, on the
Southern Pacific Railway right of way, 0.8 meter north of the south line fence, 14.4 meters south of the railway track.
Note 2*
W 9 . — At Kolmar, Boxelder County, Utah, about 0.2 telegraph pole south of the pole that carries the station Bign
(789.1 miles), on the right of way of the Southern Pacific Railway, 6.7 meters east of the west line fence, 32.2 meters
west of the main track of the Southern Pacific Railway. Note 11.*
X 9 . — At Surbon, Boxelder County, Utah, about 2 telegraph poles north of the pole that carries the station sign (786.1
miles), 6.2 meters west of the east line fence, on the right of way of the Southern Pacific Railway, 4 meters east of the
main track. Note 11.*
Y 9 . — At Promontory, Boxelder County, Utah, on the Southern Pacific right of way, on a line joining the west end
of the railway station with the east edge of the door to the United States post office, 45.1 meters north of the main track,
4.2 meters south of the north line fence, 48.7 meters from the northwest corner of the station house. Note 11.*
Z 9 . — Near Promontory, Boxelder County, Utah, at mile pole 778 on the right of way of the Southern Pacific Rail-
way, 0.7 meter north of the south line fence, 15 meters south of the track, and about 1.2 meters below it. Note 2.*
A 10 . — Near Promontory, Boxelder County, Utah, between Promontory and Rozel, on the right of way of the Southern
Pacific Railway, 3 telegraph poles east of mile pole 775, 8.1 meters north of the south line fence, and about 1.8 meters
above the track. Note 2.*
B 10 . — At Rozel, Boxelder County, Utah, on the Southern Pacific Railway, right of way, 46 meters east of the east
end of the water tank, 14.6 meters Bouth of the main track, 0.8 meter north of the south line fence. Note 11.*
C, . — Near Rozel, Boxelder County, Utah, one-half meter south of mile pole 770, on the right of way of the Southern
Pacific Railway, 15.4 meters south of the main track. Note 2.*
D 10 . — Near Lake, Boxelder County, Utah, 1.42 meters north of mile pole 766, on the right of way of the Southern
Pacific Railway, 10.8 meters south of the track, and about 1.5 meters below it. Note 2.*
E, . — At Lake, Boxelder County, Utah, 1.8 meters north of mile pole 763, on the right of way of the Southern Pacific
Railway, 15.4 meters south of the main track, and about 0.6 meter below it. Note 11.*
F 10 . — Near Lake, Boxelder County, Utah, 1.5 meters north of the fourth telegraph pole east of mile pole 759, on the
right of way of the Southern Pacific Railway, 13.2 meters south of the track. Note 2.*
G 10 . — At Monument, Boxelder County, Utah, at the west end of the siding on the right of way of the Southern Pacific
Railway, 0.8 meter south of the seventh telegraph pole west of the pole that carries the station sign, 10.8 meters north
of the track. Note 11.*
H 10 . — Near Monument, Boxelder County, Utah, on the Southern Pacific Railway right of way, 1.1 meters south of
mile pole 752, 19.5 meters south of the track, and about 1.5 meters below it. Note 2.*
I I0 . — Near Monument, Boxelder County, Utah, 1.2 meters north of mile pole 748, on the right of way of the Southern
Pacific Railway, 14.3 meters south of the track, and about 1 meter below it. Note 11.*
J 10 . — Near Kelton, Boxelder County, Utah, 1 meter north of the seventh telegraph pole west of mile pole 744 on
the Southern Pacific Railway right of way, 14.5 meters south of the track, and about 1 meter above it. Note 2.*
K 10 . — At Kelton, Boxelder County, Utah, 36 meters east of the east end of the Southern Pacific freight station, 29.6
meters north of the main track. Note 1.*
L 10 . — Near Kelton, Boxelder County, Utah, 1 meter east of a telegraph pole on the right of way of the Southern
Pacific Railway and directly across the track from mile pole 736, 22.8 meters west of the track. Note 11.*
M 10 . — Near Peplin, Boxelder County, Utah, in the vertical side of the deep cut 2 telegraph poles east of mile pole
733, 25 meters west of the east end of the cut, 1.5 meters above the track, and 2 meters south of it. Note 1.*
N 10 . — At Ombey, Boxelder County, Utah, 1 meter northwest of mile pole 730, 14.8 meters southeast of the Southern
Pacific Railway main track, 30 meters northeast of the switch stand at the northeast end of the wye, 48.4 meters north-
east of the semaphore. Note 2.*
Oio- — Near Romola, Boxelder County, Utah, about one-half mile west of the station sign, 6 telegraph poles east of
mile pole 724, 16.1 meters south of the Southern Pacific Railway track, 1 meter north of a telegraph post, 40 meters east
of a whistle post. Note 2.*
P 10 . — Near Romola, Boxelder County, Utah, on the right of way of the Southern Pacific Railway, south of the track,
about 1 meter north of mile pole 719. Note 2.*
Q 10 . — Near Terrace, Boxelder County, Utah, 1.3 meters north of mile pole 712 on the right of way of the Southern
Pacific Railway, 13.7 meters south of the track, and about 1.2 meters above it. Note 2.*
R 10 . — At Terrace, Boxelder County, Utah, in the northeast corner of the brick structure of the machine shop, about
1.5 meters above the ground. Note 1.*
8 10 — Near Terrace, Boxelder County, Utah, 1 meter north of mile pole 705 on the Southern Pacific Railway right
of way, 14.7 meters south of the track. Note 2.*
* See p. 48.
53167°— 14 4
50 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
T 10 . — At Bovine, Boxelder County, Utah, on the Southern Pacific Railway right of way about 1.4 telegraph poles
east of mile pole 699 and on the opposite side of the track, 36.8 meters west along the track of the section car house,
14.1 meters north of the main track. Note 2.*
U 10 . — Near Bovine, Boxelder County, Utah, on the right of way of the Southern Pacific Railway, 1.2 meters north
of mile pole 695, 14.6 meters south of the track. Note 2.*
V 10 .— Near Umbria Junction, Boxelder County, Utah, 0.9 meter north of mile pole 690, 14.5 meters south of the
Southern Pacific Railway track. Note 2.*
W 10 . — At Lucin, Boxelder County, Utah, in the top of the southern one of the two westernmost stone pillars under
the water tank. Note 1.*
X 10 . — About one-half mile east of Umbria Junction, Boxelder County, Utah, between the old Terrace line of the
Southern Pacific Railway and the Lucin Cut-off, 1.4 meters east of the old-line telegraph pole that stands about 75
meters northeast of the whistle post at the crossing on the main line, 53.2 meters north of the eastbound main track,
about 45 meters north of the westbound main track and 20.6 meters south of the old Terrace line. Note 11.*
Y, . — Near Umbria Junction, Boxelder County, Utah, 0.6 meter north of the sixth telegraph pole east of mile
pole 679, about one-fourth mile west of the junction; at the west end of the cut that runs west from the junction point;
15.7 meters north of the eastbound track of the Southern Pacific Railway and about 0.6 meter above it. Note 11.*
Z I0 . — Near Umbria Junction, Boxelder County, Utah, 0.9 meter north of mile pole 677, 14.3 meters north of the east-
bound track of the Southern Pacific Railway. Note 2.*
A u . — At Garlney, Boxelder County, Utah, directly opposite the station sign, 59.7 meters south of the eastbound track
of the Southern Pacific Railway, 0.9 meter north of the south line fence. Note 11.*
I 3 . — Near Tecoma, Elko County, Nev., in the north side of the granite post which marks the boundary between the
States of Utah and Nevada, 19.2 meters south of the Southern Pacific Railway eastbound track. Note 1.*
J,. — At Tecoma, Elko County, Nev., about two-fifths of a mile east of the Southern Pacific Railway station; 6 tele-
graph poles east of mile pole 670, opposite the east post of a rail-rack; 15.3 meters south of the eastbound track, 0.8
meter north of a telegraph pole. Note 11.*
K 3 . — Near Tecoma, Elko County, Nev., 73.2 meters south of mile pole 668, 59.8 meters south of the eastbound main
track of the Southern Pacific Railway, 1.3 meters north of the south line fence. Note 11.*
L 3 . — Near Tecoma, Elko County, Nev., situated 47 meters north from mile pole 666, 56.3 meters north from the
westbound track of the Southern Pacific Railway, 0.9 meter south of the north line fence. Note 2.*
M 3 . — At Akbar, Elko County, Nev., about 9 telegraph poles east of mile pole 665 with two semaphore towers in
range, 60.2 meters south of the Southern Pacific Railway main track, 1 meter north of the south line fence. Note 11.*
N 3 . — About one mile east of Montello, Elko County, Nev., 47 meters north of mile pole 664, 56.5 meters north of
eastbound line of the Southern Pacific Railway, 100 meters east of cattle guard, 1 meter south of the north line fence.
Note 2*
3 . — At Montello, Elko County, Nev., in the top surface of the western one of the two northernmost stone pillars
under the water tank. Note 1.*
P 3 . — At Montello, Elko County, Nev., in the southeast corner of the grass plat in front of the Southern Pacific
Hotel, about 1 meter from the corner. Note 11.*
Q 3 . — At Banvard, Elko County, Nev., in line with the west side of the section house, 60 meters north of the east-
bound track of the Southern Pacific Railway, 1.3 meters south of the north line fence. Note 11.*
R 3 . — At Noble, Elko County, Nev., directly opposite the station sign on the northwest side of the Southern Pacific
Railway track at the rear of the signal tender' s dwelling; about 1 meter southeast of the northwest line fence. Note 11*.
S 3 . — At Ullin, Elko County, Nev., directly opposite the station sign in a fence corner 59.2 meters northwest of the
eastbound line of the Southern Pacific Railway, 7 telegraph poles northeast of mile pole 656. Note 11.*
T 3 . — At Wright, Elko County, Nev., 43 meters northwest of mile pole 654, 57.7 meters northwest of the Southern
Pacific Railway track, 1.2 meters southeast of the northwest line fence. Note 11.*
U 3 . — At Loray, Elko County, Nev., opposite the yellow dwelling house of the section foreman, 1 telegraph pole
west of section car house 46, 6 telegraph poles east of mile pole 652, 60.3 meters north of the Southern Pacific Railway
main track, 0.9 meter south of the north line fence. Note 11.*
V 3 . — At Omar, Elko County, Nev., 0.6 meter north of the eleventh telegraph pole east of mile pole 647, 5.6 meters
north of the station sign, 15.0 meters north of the main track of the Southern Pacific Railway. Note 11.*
W 3 . — At Cobre, Elko County, Nev., 0.9 meter northeast of the fourth telegraph pole northwest of the railway station,
14.2 meters northeast of the main track of the Southern Pacific Railway, about 100 meters northwest of the freight
station. Note 11.*
X 3 . — At Cobre, Elko County, Nev., 0.9 meter northeast of mile pole 645, 14.4 meters northeast of the Southern
' Pacific Railway and about 1 meter below the track. Note 2.*
Y 3 . — Near Cobre, Elko County, Nev., 7 telegraph poles east of mile pole 643, the top of an iron spike in the top of
the north headwall of culvert No. 643A.
Z 3 . — At Valley Pass, Elko County, Nev., situated 1 meter south of the firet telegraph pole east of the Southern Pacific
Railway station, about 15 meters south of the track and within the turning wye. Note 11.*
A v — Near Valley Pass, Elko County, Nev., about 3.7 telegraph poles east of the mile pole 640, 75 meters west of
the crossing, 29.3 meters north of the Southern Pacific Railway track, 1.4 meters south of the north line fence. Note 2.*
♦See p. 48.
PRECISE LEVELING, BRIG-HAM TO SAN FRANCISCO. 51
B 4 . — At Icarus, Elko County, Nev., 44 meters north of mile pole 638, 60 meters north of the main line of the Southern
Pacific Railway, 1.2 meters ^outh of the north line fence. Note 11.*
C 4 . — Near Icarus, Elko County, Nev., 50 meters west of the mile pole 635, on the east slope of a hill at the east end
of a deep cut, 28.9 meters north of the Southern Pacific Railway track, and about on the level with the track near the
set-off stand, 0.9 meter south of the north line fence. Note 2.*
D 4 . — At Pequop, Elko County, Nev., in front of the section hands' quarters, 1 meter north of mile pole 633, 10
meters west of section car house No. 44. Note 11.*
E 4 . — At Fenelon, Elko County, Nev., about 30 meters east of the Southern Pacific Railway station (628.4), 59.5
meters north of the main track. Note 11.*
F 4 . — Near Holborn, Elko County, Nev., 2 telegraph poles east of mile pole 627, 28 meters north of the Southern
Pacific Railway track, 0.9 meter south of the north line fence. Note 2.*
G 4 . — At Holborn, Elko County, Nev., 40 meters east of section car house No. 43, 17.1 meters north of the main track
of the Southern Pacific Railway, 0.8 meter north of a white telegraph pole which is 2 telegraph poles east of the station
sign. Note 11.*
H 4 . — At Anthony, Elko County, Nev., directly opposite the station sign, 6 telegraph poles west of the water tank,
29.9 meters south of the Southern Pacific Railway main track, 1.2 meters north of the south line fence. Note 11.*
I 4 . — At Moor, Elko County, Nev., about 10 meters west of the Southern Pacific Railway station, 1 meter north of a
white telegraph pole, 15 meters north of the main track, and about 1.5 meters below it. Note 11.*
J 4 . — At Cedar, Elko County, Nev., 35 meters east of the station sign, about 2 telegraph poles east and 0.7 meter
north of mile pole 614, 16.8 meters north of the Southern Pacific Railway track. Note 11.*
K 4 . — At Kaw, Elko County, Nev., 1 meter north of mile pole 612, 10.5 meters north of the Southern Pacific Railway
main track. Note 11.*
L 4 . — Two miles east of Wells, Elko County, Nev., 0.9 meter north of mile pole 610, 10 meters north of the Southern
Pacific Railway track. Note 11.*
M 4 . — At Wells, Elko County, Nev., 1 meter north of the telegraph pole opposite the east end of the Southern Pacific
Railway station, 12 meters north of main track. Note 11.*
N 4 . — At Wells, Elko County, Nev., in the western one of the two northernmost concrete pillars under the South-
ern Pacific Railway water tank. Note 1.*
4 . — Near Wells, Elko County, Nev., on the east slope of a hill at the east end of a deep cut, 3 telegraph poles west
of mile pole 607, 65.5 meters north of the Southern Pacific Railway track, 1.3 meters south of the north line fence.
Note 2.*
P 4 . — Near Wells, Elko County, Nev., at mile pole 606, 1 meter south of the north line fence, 27.7 meters north of
the Southern Pacific Railway track, and about 1.5 meters below it. Note 2.*
Q 4 . — At Alazon, Elko County, Nev., 4.4 telegraph poles east of Southern Pacific Railway mile pole 604, one-quarter
mile west of the station sign, 28 meters north of the track, 32.4 meters north of Western Pacific Railway track; and 0.9
meter south of the north line fence. Note 11.*
R 4 . — Near Tulasco, Elko County, Nev., on the Southern Pacific Railway and near Starr, on the Western Pacific
Railway at Southern Pacific mile pole 600, 4J telegraph poles west of Western Pacific mile pole 709, 29.1 meters south
of the Western Pacific track, 33.5 meters south of the Southern Pacific Railway track, 1.3 meters north of the south
line fence. Note 11.*
S 4 . — Near Nardi, Elko County, Nev., one-half mile west of the west end of the siding, 12 telegraph poles west of
Southern Pacific mile pole 595, 18 telegraph poles west of Western Pacific mile pole 704, 75 meters west of signal tower
5948, and 27.9 meters north of the Southern Pacific track, 32.3 meters north of the Western Pacific track, and 0.9 meter
south of north line fence. Note 11.*
T 4 . — About 1 mile east of Deeth, Elko County, Nev., about 200 meters west of the point where the Southern Pacific
Railway begins to separate from the Western Pacific Railway, 3 telegraph poles west of Southern Pacific mile pole 592,
7 telegraph poles west of Western Pacific mile pole 701, 4.3 meters south of Southern Pacific track, 5.6 meters north of
the Western Pacific track. Note 2.*
U 4 . — At Deeth, Elko County, Nev., about one-half mile west of the Southern Pacific Railway station, 35 meters
east of the west end of the siding, 0.7 meter south of the first telegraph pole east of signal tower 590.5, 15.5 meters south
of the main track. Note 2.*
V 4 . — At Natchez, Elko County, Nev., 4 telegraph poles east of mile pole 587 in range with signal towers 5871 and
5872, 17.4 meters south of the Southern Pacific Railway track; 1.7 meters south of the south line fence, outside the
right of way. Note 2.*
W 4 . — At Ilalleck, Elko County, Nev., 106 meters north of the Southern Pacific main track, 1.6 meters south of the
north line fence, in range with the east gable of the railway station and about 1.5 meters above the track. Note 11.*
X 4 . — At Elburz, Elko County, Nev., 2.8 meters north of mile pole 575, 18.9 meters north of the Southern Pacific
Railway track, 20 meters west of section car house No. 38. Note 11.*
Y 4 . — Near Elburz, Elko County, Nev., in the face of the rock at the east end of tunnel No. 5, north of the Southern
Pacific Railway track, and about 0.6 meter above it. Note 1.*
Z 4 . — At Ryndon, Elko County, Nev., 100 meters east of the station, 12 meters south of the Southern Pacific Railway
track, 10 meters north of the Western Pacific Railway track, 1 meter west of a telegraph pole. Note 11.*
* See p. 48.
52 U. S. COAST AND GEODETIC SUEVEY SPECIAL PUBLICATION NO. 22.
A 6 . — Near Ryndon, Elko County, Nev., in the top surface of the west abutment of Southern Pacific Railway bridge
No. 25 over Humboldt River, 300 meters east of tunnel No. 3, south of the track. Note 1.*
B 5 . — At Osino, Elko County, Nev., 50.7 meters east of section car house No. 36, 0.9 meter east of a telegraph pole,
30.3 meters north of the Southern Pacific main track. Note 11.*
C 6 . — At Coin, Elko County, Nev., 6.8 meters north of Southern Pacific Railway mile pole 562, 21 meters north of
the Southern Pacific main track, about one-quarter mile northeast of Western Pacific mile pole 670. Note 11.*
D 6 . — About 2 miles east of Elko, Elko County, Nev., 11.8 meters north of mile pole 560, 23.5 meters north of Southern
Pacific Railway track, 1.5 meters south of the fence. Note 2.*
E 5 . — About three-fourths of a mile east of Elko, Elko County, Nev., 8 telegraph poles east of mile pole 558, 58.8
meters north of the Southern Pacific Railway track, 1.1 meters south of the north line fence, and about 100 meters east
of the cattle guard. Note 11.*
F 5 (U. S. G. S.). — At Elko, Elko County, Nev., in the top surface, at the west end of the lower step leading to the
south entrance of the Elko County courthouse; a cross marks the exact point. Note 17.*
G 6 . — At Elko, Elko County, Nev., 50 meters east of signal tower 567.3 at the west end of the Southern Pacific siding,
about one-half mile west of the railway station, 12.7 meters north of the track, and 1.3 meters north of a telegraph pole.
Note 11.*
H s . — About 3 miles west of Elko, Elko County, Nev., 1.2 meters north of Southern Pacific Railway mile pole 555,
15.5 meters north of the track. Note 2.*
I s . — Near Avenel, Elko County, Nev., 1.2 meters north of mile pole 553, and 15.6 meters north of the Southern
Pacific Railway track. Note 2.*
J 6 .— At Avenel, Elko County, Nev., 75 meters east of the station sign, 30 meters west of the crossing, 58.7 meters
south of the Southern Pacific Railway main track, and 2.6 meters north of the fence. Note 11.*
K 6 . — Near Avenel, Elko County, Nev., 49 meters north of mile pole 550, 64 meters north of Southern Pacific Railway
tracks, and 1.9 meters south of the north line fence. Note 2.*
L 6 . — Near Moleen, Elko County, Nev., 34 meters north of mile pole 548, 48.3 meters north of the Southern Pacific
Railway track, 1.3 meters south of the north line fence. Note 2*
M 6 .— At Moleen, Elko County, Nev., 3 telegraph poles west of mile pole 546, opposite the station sign, 1 meter
north of the south line fence, 61.3 meters south of the Southern Pacific Railway main track. Note 11.*
N 6 . — Near Moleen, Elko County, Nev., in the top surface of the west abutment of Southern Pacific Railway bridge
No. 24 over Humboldt River, north of the track. Note 1*
6 . — Near Tonka, Elko County, Nev., at mileage distance 542.6, in the top surface of the west abutment of bridge
No 21 over Humboldt River, south of the track. It is the top of an iron pin.
P 6 . — At Tonka, Elko County, Nev., 3.1 meters north of mile pole 542, 22.4 meters north of the Southern Pacific
Railway main track, 39.2 meters south of the north line fence. Note 11*
Q 6 — Near Tonka, Elko County, Nev., in the top surface of the west abutment of Southern Pacific Railway bridge
No. 20 over Humboldt River, south of the track. It is the top of an iron bolt.
R 6 .. — Near Vivian, Elko County, Nev., in the top surface of the east abutment of bridge No. 19 over Humboldt
River, south of the track. It is the top of an iron bolt.
S 6 .— At Vivian, Elko County, Nev., 65.9 meters south of the station sign, on the right of way of the Southern Pacific
Railway, 59.6 meters south of the main track, 1.4 meters north of the line fence between the Southern Pacific Rail-
way and the Western Pacific Railway, 16.3 meters north of the Western Pacific track, 9.3 telegraph poles east of
Western Pacific mile pole 647, 2.8 telegraph poles west of Southern Pacific mile pole 539. Note 11*
T 6 .— At Carlin, Elko County, Nev., in the grass plot halfway between the Southern Pacific Hotel and the Southern
Pacific Railway station, 1 meter south of the front fence. Note 11*
Uj.— About 2 miles west of Carlin, Elko County, Nev., 100 meters west of crossing 534A, 41 meters north of mile
pole 534, 56 meters north of the Southern Pacific Railway track, 1.7 meters south of the north line fence. Note 11*
V 6 .— At Tyrol, Eureka County, Nev., approximately at mile pole 532.6, 7.5 meters east of the station sign, 13.7
meters east of the Southern Pacific Railway main track, 1.4 meters west of the east line fence.
W 6 . — At Palisade, Eureka County, Nev., 75 meters west of the west end of Southern Pacific Railway bridge No. 16
over Humboldt River, 30 meters east of tunnel No. 1, 13.7 meters north of the track, 14.5 meters south of the north
line fence, 1 meter east of a telegraph pole. Note 11.*
X s .— At Gerald, Eureka County, Nev., near the fence corner at the west end of the siding, 8 telegraph poles west
of the station sign, 29.2 meters south of the Southern Pacific Railway track, 1 meter from the south line fence. Note 11.*
Y 5 .— At Harney, Eureka County, Nev., 2.4 telegraph poles east of mile pole 518, 6.6 poles west of the station sign,
30 meters north of the Southern Pacific Railway track, 0.6 meter south of the fence. Note 11.*
Z 6 .— At Cluro, Eureka County, Nev., 3.3 telegraph poles east of the station sign and of Southern Pacific Railway
mile pole 514, 5.3 meters south of the second telegraph pole west of the Western Pacific Railway mile pole 623, 26.8
meters north of the Southern Pacific track, 34.5 meters south of the north line fence, and 19.1 meters south of the
Western Pacific track. Note 11.*
A,.— At Beowawe, Eureka County, Nev., in the top surface of the concrete base of signal tower 510.1 at the east end
of the siding. Note 1.*
♦Seep. 48.
PRECISE LEVELING, BEIGHAM TO SAN FRANCISCO. 53
B 8 . — At Beowawe, Eureka County, Nev., in the top surface of the concrete foundation (center pier) of the Western
Pacific Railway water tank. Note 1*
C 8 . — At Beowawe, Eureka County, Nev., 25 meters west of the west end of the Southern Pacific Railway station,
26 meters south of the Western Pacific Railway track, 19.8 meters north of the Southern Pacific track. Note 11.*
DESCRIPTIONS OF PERMANENT BENCH MARKS BETWEEN BEOWAWE, AND MARMOL, NEV., 1912.
G 6 . — At Ladoga, Eureka County, Nev., 0.3 mile east of the station sign, 75 meters east of mile pole 504, and 19 meters
south of the Southern Pacific Railway track. Note 11.*
H 6 .- — At Farrel, Eureka County, Nev., 120 meters east of the station sign, 10 meters east of section tool house No. 29,
and 24 meters north of the Southern Pacific Railway track. Note 11.*
I 6 . — At Mosel, Lander County, Nev., 100 meters east of the station sign, 90 meters west of mile pole 493, 0.8 meter
north of the south line fence, and 60 meters south of the Southern Pacific Railway track. Note 11*
J 6 . — At Argenta, Lander County, Nev., 100 meters east of the west point of the Southern Pacific Railway siding,
1.5 meters north of the south line fence and opposite a white-painted frame ranch dwelling house. Note 11*
K 6 . — At Rosny, Lander County, Nev., 30 meters east of the station sign, 1.5 meters south of Southern Pacific Rail-
way mile pole 482. Note 11 .*
L 6 .' — At Battle Mountain, Lander County, Nev., on the southwestern one of the four central concrete pillars under
the Southern Pacific Railway water tank, 50 meters west of the station. Note 1*
M 6 .' — About 1.5 miles northwest of Battle Mountain, Lander County, Nev., at Southern Pacific Railway mile pole 474,
51.5 meters north of the track, 9.1 meters south of the north line fence. Note 11.*
N 6 . — At Piute, Humboldt County, Nev., at the station sign, at Southern Pacific Railway mileage 470.8, 36.6 meters
south of the track, 25.2 meters north of the south line fence. Note 11A.*
6 . — At Mote, Humboldt County, Nev., at the station sign, at Southern Pacific Railway mileage 466.3, 56.2 meters
north of the track, 4.9 meters south of the north line fence. Note 11A.*
P 6 . — At Valmy, Humboldt County, Nev., on top of the concrete subbase of the southeastern one of the four central
pillars under the Southern Pacific Railway water tank. Note 1*
Q 6 .- — 1.3 miles west of Valmy, Humboldt County, Nev., 9 meters north of mile pole 460, 28 meters north of the South-
ern Pacific Railway track, 33 meters south of the north line fence. Note 11A*
R 6 . — 0.3 mile west of Stonehouse, Humboldt County, Nev., on top of the south headwall of concrete culvert No. 456C
over Humboldt River, 3.2 meters south of the Southern Pacific Railway track, and about 1.5 meters below it. Note 1*
S,.— At Herrin, Humboldt County, Nev., 60 meters west of the east end of the siding, 28 meters west of a yellow
building, 1.4 meters north of a red building, 27.4 meters south of the Southern Pacific Railway track. Note 11A*
T 9 .- — At Iron Point, Humboldt County, Nev., 100 meters east of mile pole 448, 18 meters west and 36 meters north
of the Southern Pacific Railway station, 60 meters north of the track, 0.7 meter south of the north line fence. Note 11A.*
U„. — At Comus, Humboldt County, Nev., 11.2 meters west of the section tool house, 17.6 meters north of the South-
ern Pacific Railway track, 0.5 meter south of the north line fence. Note 11A.*
V 6 . — Near Preble, Humboldt County, Nev., on the top surface of the east abutment of Southern Pacific Railway
bridge No. 441 C, which is bridge No. 3 over Humboldt River, 2 meters north of the track. Note 1*
W„ (S. P.). — Near Golconda, Humboldt County, Nev., in the top surface of the west abutment of Southern Pacific
Railway bridge No. 2 over Humboldt River, north of the track. The bench mark is the top of a round-headed iron
bolt. The stone is marked on top with the railroad's value of the elevation, 4348.238 feet.
X 6 . — At Golconda, Humboldt County, Nev., on the northwestern one of the concrete pillars under the Southern
Pacific Railway water tank, 100 meters west of the station, 50 meters south of the track. Note 1.*
Y 6 .— At Eglon, Humboldt County, Nev., 41.7 meters north of the Southern Pacific Railway track, 29.2 meters north
of mile pole 429, 1 meter south of the north line fence. Note 11A.*
Z 6 . — At Tule, Humboldt County, Nev., 250 meters west of mile pole 423, 100 meters east of the west point of the
siding, 29 meters south of the Southern Pacific Railway track, 27 meters north of the south line fence, opposite the
derailing switch to the spur, and in line with the telegraph poles. Note 11A.*
A r . — At Winnemucca, Humboldt County, Nev., in the foundation of the Humboldt County courthouse, to the left
of the entrance on Bridge Street. Note 1.*
B 7 .— At Benin, Humboldt County, Nev., opposite the station sign, at Southern Pacific Railway mileage 412.2, 60.4
meters south of the track, 1.1 meters north of the south fence. Note 11A.*
C 7 .— At Rose Creek, Humboldt County, Nev., 36.4 meters south of the south side in line with the west side of the
station, 45 meters south of the Southern Pacific Railway track, 0.9 meter north of the fence. Note 11A.*
D 7 — At Lamar, Humboldt County, Nev., 0.2 mile east of the station sign, 40 meters north of mile pole 402, 59.2
meters north of the Southern Pacific Railway track, 1 .3 meters north of the fence. Note 11A.*
E 7 .— At Cosgrave, Humboldt County, Nev., south of the Southern Pacific Railway water tank, 30 meters south of the
track, 0.7 meter north of the south line fence. Note 11A.* BUCtoft Library
F 7 — At Dodon, Humboldt County, Nev., 4 telegraph poles west of mile pole 393, opposite the station sign, 59.8
meters south of the Southern Pacific Railway track, 1.6 meters north of the south fence. Note 11A.*
* See p. 48.
54 U. S. COAST AND GEODETIC SUBVEY SPECIAL PUBLICATION NO. 22.
G 7 . — At Mill City, Humboldt County, Nev., 175 meters west of the Southern Pacific Railway station, in the second
line of telegraph poles, 0.6 meter east of the east fence around a yellow frame building, 37.6 meters south of the track.
Note 11A.*
H 7 . — At Imlay, Humboldt County, Nev., on the top of the northeastern concrete pillar under the Southern Pacific
Railway water tank. Note 1.*
I 7 . — At Humboldt, Humboldt County, Nev., on the south side of the concrete foundation under the yellow-painted
building of the Southern Pacific Railway, opposite the water tank, about 75 meters west of the station, 25 meters
north of the track. Note 1.*
J 7 . — At Valery, Humboldt County, Nev., 300 meters east of the station sign, 200 meters west of mile pole 373, 60
meters north of the track, 1.0 meter south of the north line fence, 4.0 meters east of a gate in the fence. Note 11A.*
K 7 (S. P.). — 3 miles west of Valery, Humboldt County, Nev., at railroad mileage 369.9, in the top surface of the
south headwall of the culvert under the eastbound line of the Southern Pacific Railway . It is the top of a round-headed
iron bolt and constitutes a bench mark of the Southern Pacific Railway.
L 7 (S. P.). — 1.7 miles east of Rye Patch, Humboldt County, Nev., at railroad mileage 367.7, south of the track, on
the top surface of the east concrete abutment of the small bridge under the eastbound line of the Southern Pacific
Railway. It is the top of a round-headed iron bolt and constitutes a bench mark of the Southern Pacific Railway.
M 7 . — At Rye Patch, Humboldt County, Nev., 30 meters north of mile pole 366, 49 meters north of the Southern
Pacific Railway track, 35 meters south of the line fence, 20 meters east of the freight house. Note 11A.*
N 7 (S. P.). — 0.6 mile west of Rye Patch, Humboldt County, Nev., at railroad mileage 365.4, in the top surface of the
south headwall of concrete culvert No. 365C. It is the top of a round-headed iron bolt and constitutes a Southern
Pacific Railway bench mark.
7 (S. P.). — 2 miles east of Zola, Humboldt County, Nev., in the top surface of the south headwall of culvert No.
363C. It is the top of a round-headed iron bolt and constitutes a Southern Pacific Railway bench mark.
P 7 . — 0.3 mile east of Zola, Humboldt County, Nev., at railroad mileage 361.7, 46 meters south of the Southern Pacific
Railway track, 1 meter north of the south line fence. Note 11A.*
Q 7 . — At Oreana, Humboldt County, Nev., at railroad mileage 357.9, on the top surface of the southeastern one of the
four central pillars under the Southern Pacific Railway water tank. Note 1.*
R,. — At Woolsey, Humboldt County, Nev., at railroad mileage 353.6, 150 meters west of the east end of the siding,
on the top surface of the south headwall of stone culvert 353D, 10 meters south of the Southern Pacific Railway track,
and about 1 meter below it. Note 1.*
S 7 . — At Kodak, Humboldt County, Nev., opposite the station sign, on the south side of the Southern Pacific Railway
track, 100 meters west of mile pole 349, 1 meter north of the south line fence. Note 11A.*
T 7 . — 2.5 miles east of Lovelocks, Humboldt County, Nev., 0.5 meter north of mile pole 347, 16.5 meters north of the
Southern Pacific Railway track. Note 11A.*
U 7 . — 2 miles east of Lovelocks, Humboldt County, Nev., at railroad mileage 346.4, on the south end of the east abut-
ment of Southern Pacific Railway bridge 346B over the irrigation canal. Note 1.*
V 7 . — At Lovelocks, Humboldt County, Nev., 50 meters east of the station, on the north side of the northwestern one
of the concrete pillars under the Southern Pacific Railway water tank, 60 meters south of the track. Note 1.*
W 7 . — At Perth, Humboldt County, Nev., opposite the station sign at railroad mileage 340.5 in the second line of
telegraph poles, 30 meters south of the Southern Pacific Railway track. Note 11A.*
X 7 . — At Granite Point, Humboldt County, Nev., 20 meters west of mile pole 336, at the edge of a hummock, 100
meters west of the section foreman's house, 60 meters north of the Southern Pacific Railway track, 2.5 meters south
of the line fence. Note 11A.*
Y 7 . — At Toulon, Humboldt County, Nev., at railroad mileage 331.8, 11.4 meters north of the station sign, 18.5 meters
north of the Southern Pacific Railway track, in the first line of telegraph poles. Note 11A.*
Z 7 . — At Toy, Humboldt County, Nev., 30 meters west of the station, 28.5 meters north of the Southern Pacific
Railway track, 0.9 meter outside of the west fence inclosing the section foreman's house, 9.6 meters north of the south-
west angle of the inclosure. Note 11A.*
A 8 . — At Miriam, Churchill County, Nev., 6.6 meters east of the station, at railroad mileage 324.2, 29 meters south
of the Southern Pacific Railway track, 0.8 meter west of a telegraph pole in the second line of poles. Note 11A.*
B 8 . — 1 mile east of Huxley, Churchill County, Nev., at mileage 317.6 of the Southern Pacific Railway, on the east
abutment of bridge 317A. Note 1.*
C g . — At Parran, Churchill County, Nev., on the south side of the southwest concrete pillar under the Southern
Pacific Railway water tank. Note 1.*
D 8 (S. P.). — 1.5 miles east of Desert, Churchill County, Nev., at railroad mileage 308.4, in the top surface of the
concrete abutment of the small Southern Pacific Railway bridge. It is the top of a round-headed bolt and constitutes
a Southern Pacific Railway bench mark.
E 8 . — 0.9 mile west of Desert, Churchill County, Nev., 1 meter north of mile pole 306, 18.8 meters north of the South-
em Pacific Railway track, 50 meters east of the "distant" signal. Note 11 A.*
F,(S. P.). — At Upsal, Churchill County, Nev., at Southern Pacific Railway mileage 303.6, 200 meters east of the 1
mile sign at the east side of Upsal, in concrete culvert No. 303A. It is the top of a round-headed iron bolt and con-
stitutes a Southern Pacific Railway bench mark.
* See p. 48.
PRECISE LEVELING, BKIGHAM TO SAN FRANCISCO. 55
G 8 . — At Upsal, Churchill County, Nev., 150 meters west of the station, on the top surface of the east abutment of
the small Southern Pacific Railway bridge No. 301A, 2 meters south of the track and about 0.6 meter below it. Note 1.*
H 8 (S. P.). — 1.2 miles east of Falais, Churchill County, Nev., in the top surface of the west concrete abutment of
the small Southern Pacific Railway bridge 299A. It is the top of a round-headed iron bolt and constitutes a Southern
Pacific Railway bench mark.
I 8 . — At Massie, Churchill County, Nev., at Southern Pacific Railway mileage 293.2, 0.3 mile east of the east end of
the siding, on the top surface of the east abutment to bridge 293A. Note 1.*
J„. — At Massie, Churchill County, Nev., at Southern Pacific Railway mileage 291.7, 0.3 mile west of the west end of
the siding, on the top surface of the east abutment to Southern Pacific Railway bridge 291A. Note 1.*
K 8 (S. P.). — At Hazen, Churchill County, Nev., 100 meters east of the cast end of the siding, on the top surface of
the east abutment of Southern Pacific Railway bridge 289A. It is the top of a round-headed iron bolt and constitutes
a Southern Pacific Railway bench mark.
Lg. — At Hazen, Churchill County, Nev., 0.3 mile east of the station, in the southeast concrete pillar under the Southern
Pacific Railway water tank, 50 meters north of the track. Note 1.*
M 8 . — At Patna, Churchill County, Nev., at railroad mileage 284.7, 0.1 mile west of the section foreman's house, on
the top of the west concrete abutment of the small Southern Pacific Railway bridge 284B. Note 1.*
N 8 (S. P.). — In Lyon County, 1.1 miles west of Patna, Churchill County, Nev., at railroad mileage 282.8, in the top
surface of the west abutment of small Southern Pacific Railway bridge 282C. It is the top of a round-headed iron bolt
and constitutes a Southern Pacific Railway bench mark.
O s (S. P.). — 0.5 mile east of Argo, Lyon County, Nev., at railroad mileage 281.4, in the east concrete abutment to
bridge 281B. It is the top of a round-headed iron bolt and constitutes a Southern Pacific Railway bench mark.
P 8 . — At Argo, Lyon County, Nev., 0.1 mile east of the station sign, at railroad mileage 280.5, 11.3 meters east of
the derailing switch, 30.7 meters north of the Southern Pacific Railway track, and 0.4 meter south of the north line
fence. Note HA.*
Qg. — At Luva, Lyon County, Nev., at railroad mileage 277.8, 4 meters east of the station sign, 29.5 meters north of
the Southern Pacific Railway track, 1 meter south of the north line fence, and 16 meters west of the point of the branch
line. Note 11A.*
Rg. — At Fernley, Lyon County, Nev., at railroad mileage 276.1, 16 meters west of the Southern Pacific Railway
station, 59 meters north of the track, 0.8 meter south of the north line fence. The station is soon to be moved about
0.3 mile to the westward. Note 11A.*
Sg. (U. S. G. S.). — At Fernley, Lyon County, Nev., 200 meters west of the Southern Pacific Railway station, 60
meters west of mile pole 276, 3 meters south of the track, on the south headwall of a concrete culvert. The station is
soon to be moved about 0.3 mile to the westward. Note 17* not stamped.
T 8 . — At Gilpin, Washoe County, Nev., 150 meters west of the Southern Pacific Railway water tank, 200 meters
east of the station sign, and 15.7 meters south of the track. Note 11A.*
U 8 (S. P.). — At Derby, Washoe County, Nev., at railroad mileage 269.5, in the top surface of the west abutment of
Southern Pacific Railway bridge No. 13 over the Truckee River. It is the top of a round-headed iron bolt and
constitutes a Southern Pacific Railway bench mark.
V 8 (S. P.). — 0.6 mile west of Derby, Washoe County, Nev., at railroad mileage 268.7, in the top surface of the east
abutment of Southern Pacific Railway bridge No. 12 over the Truckee River. It is the top of a round-headed iron
bolt and constitutes a Southern Pacific Railway bench mark.
W 8 (S. P.). — 1 mile west of Derby, Washoe County, Nev., at railroad mileage 268.2, in the top surface of the east
abutment of Southern Pacific Railway bridge No. 11 over the Truckee River. It is the top of a round-headed iron
bolt and constitutes a Southern Pacific Railway bench mark.
X 8 (S. P.). — AtThisbe, Washoe County, Nev., atrailroad mileage 264. 7,0. 2milewestof the Derby Dam of the United
States Reclamation Service, in the top surface of the east concrete abutment of Southern Pacific Railway bridge No.
10 over the Truckee River which goes under the bridge from north to south. It is the top of a round-headed iron bolt
and constitutes a Southern Pacific Railway bench mark.
Y 8 (S. P.). — At Thisbe, Washoe County, Nev., 0.5 mile west of the Derby Dam of the United States Reclamation
Service at railroad mileage 264.5, in the top surface of the east abutment of Southern Pacific Railway bridge No. 9
over the Truckee River. The river goes under the bridge from south to north. It is the top of a round-headed iron
bolt and constitutes a bench mark of the Southern Pacific Railway.
Z 8 (S. P.). — At Clark, Storey County, Nev., 100 meters east of the east end of the siding, in the top surface of the
west concrete abutment of Southern Pacific Railway bridge No. 8 over the Truckee River. It is the top of a round-
headed iron bolt and constitutes a railroad bench mark.
A 9 (S. P.). — One-half mile east of Ditho, Washoe County, Nev., at railroad mileage 258.1, in the top surface of the east
abutment of Southern Pacific Railway bridge No. 7 over the Truckee River. It is the top of a round-headed iron bolt
and constitutes a railroad bench mark.
B, —At Hqfed, Washoe County, Nev., at railroad mileage 253.1, 40 meters east of the station sign, 29.4 meters south
of the Southern Pacific Railway track, on top of a large black bowlder 3 meters high. Note 1.*
C 9 (S. P.).— Near Vista, Washoe County, Nev., at railroad mileage 251, on the top surface of the east abutment of
Southern Pacific Railway bridge No. 6 over the Truckee River. It is the top of a round-headed iron bolt and consti-
tutes a railroad bench mark.
* Seo p. 48.
56 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
D„ (S. P.).— InStorey County, 1.4 miles east of Vista, Washoe County, Nev., on the west abutment of the small South-
em Pacific Railway bridge 250B. It is the top of a round-headed iron bolt and constitutes a railroad bench mark.
E 9 (S. P.).— InStorey County, 0.6 mile east of Vista, Washoe County, Nev., at railroad mileage 249.8, on the top sur-
face of the east abutment of Southern Pacific Railway bridge No. 5 over the Truckee River. It is the top of a round-
headed iron bolt and constitutes a railroad bench mark.
F„. — At Vista, Washoe County, Nev., 10.6 meters south of mile pole 249, 25.2 meters south of the Southern Pacific
Railway track, 0.2 mile west of the station sign, in the angle formed by the fence at the grade crossing with the south
line fence, northwest of the highway. Note 11A.*
G„. — At Sparks, Washoe County, Nev., at railroad mileage 246.3, 250 meters west of the Southern Pacific Railway
station, in the angle formed by the high board fence at the grade crossing, 1 meter from fence corner, 14.9 meters north
of the track. Note 11A.*
H 9 . — At Reno, Washoe County, Nev., a brass plate 2 by 4 inches in the granite top of the north balustrade of the
east entrance to the city hall. The elevation marked on top is 96.72 feet above the zero of the city system of levels.
I„ (U. S. G. S.). — At Reno, Washoe County, Nev., on the main building of the Nevada State University in the side
of the northeast corner stone. Note 17* stamped 4554.817.
J 9 . — At Lawton, Washoe County, Nev., 0.3 mile east of the Southern Pacific Railway station, 120 meters east of
mile pole 238, on top of a large brown bowlder 1.5 meters high, 15 meters north of the westbound track. Note 1.*
K,. — 2 miles east of Verdi, Washoe County, Nev., at mileage 234.1 on the old line of the Southern Pacific Railway,
on the east abutment of Southern Pacific Railway bridge No. 4 on the Truckee River. Note 1*.
L 9 (S. P.). — At Verdi, Washoe County, Nev., the top of the western inside base bolt of signal tower 2329, which is
the "distant" signal for the east end of Verdi siding. It constitutes a Southern Pacific Railway bench mark.
DESCRIPTIONS OF PERMANENT BENCH MARKS BETWEEN MARMOL, NEV., AND SAN FRANCISCO,
CAL., 1912.
F e . — At Marmot, Washoe County, Nev., at Southern Pacific Railway mileage 230.5, in the cow pasture opposite
a large red building, 75 meters south of the track, 20 meters west of the east pasture fence, 7 meters north of the south
pasture fence, 100 meters east of bench mark E 6 , in the top of a black bowlder. The bench mark is the top of a round-
headed iron bolt.
E 6 . — At Marmot, Washoe County, Nev., at Southern Pacific Railway mileage 230.5, in the cow pasture opposite a
large red building, 65 meters south of the track, 60 meters east of the west pasture fence, 10 meters north of the south
pasture fence, on the top of a large bowlder. Note 1.*
D 6 . — About 0.6 mile southwest of Marmol, Washoe County, Nev., on the top of the east abutment of the Southern
Pacific Railway bridge over the Truckee River. Note 1.*
Y 10 . — At Calvada, Surra County, Cat., 5 meters west of the California-Nevada State line, on the top of the north
headwall of the stone culvert under the Southern Pacific Railway tracks, and about 1.2 meters below them. Note 1.*
X I0 . — At Mystic, Nevada County, Cat., 65 meters east of the Southern Pacific Railway station, at railroad mileage
225.8, on the top of the concrete culvert under the track. Note 1.*
W, . — At Iceland, Nevada County, Cal., on the top of the east stone abutment of Southern Pacific Railway bridge
No. 220G over the Truckee River. Note 1.*
V 10 . — Near Prosser Creek, Nevada County, Cat., 0.5 mile west along the Southern Pacific Railway track from the
bridge over Prosser Creek, on top of a large volcanic bowlder. Note 1.*
U 10 . — At Truckee, Nevada County, Cal., 30 meters west of the Southern Railway passenger station, on the top surface
of the northwestern one of the four central pillars under the water tank, about 1.2 meters above the rail. Note 1.*
T I0 .— At Tunnel, Placer County, Cal., 0.4 mile east of the Southern Pacific Railway station (tunnel 13), 150 meters
east of the east end of thesnowshed, on the top of the south headwall of stone culvert No. 201F, under the track. Note 1.*
S 10 . — About i mile east of Eder, Placer County, Cal., 15 meters west of Southern Pacific Railway mile pole 198, 100
meters west of the east end of the siding, in the snowshed on the inside of the stone retaining wall, about 1 meter above
the track. Note 1.*
R, . — At Summit {Donner post office), Placer County, Cal., on the front wall of the concrete Southern Pacific Rail-
way station, between two front windows, about 1.2 meters above the track. Note 1.*
Q 10 . — 0.5 mile west of Spruce, Nevada County, Cal. , on the top of the granite abutment of the Southern Pacific bridge,
south of the track, and about 0.6 meter below it. Note 1.*
P 10 .— At Cisco, Placer County, Cal., on top of a large bowlder 50 meters west of the Southern Pacific Railway Station,
10 meters north of the snowshed, about 1.5 meters below the track. Note 1.*
O 10 .— At Emigrant Gap, Placer County, Cal., on top of a large flat bowlder 3 meters east of the Southern Pacific
Railway station, 2 meters outside of the snowshed on the south side of the track, and about 0.6 meter above the track.
Note 1*
N 10 . — At Blue Canyon, Placer County, Cal., on the face of the concrete drinking fountain, at the Southern Pacific
Railway station, about 1.2 meters above the track. Note 1.*
M 10 . — At Orel, Placer County, Cal., 200 meters east of the Southern Pacific Railway station, on the top surface of the
central concrete pillar under the water tank, about 0.3 meter above the track. Note 1.*
* See p. 48.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO. 57
L, . — At Towle, Placer County, Cal. , 0.3 mile east of the Southern Pacific Railway station, 90 meters east of mile pole
158, on the top of a bowlder 1 meter high, 20 meters north of the track, and about 1.5 meters above it. Note 1.*
K 10 . — At Gold Run, Placer County, Cal., 0.6 mile west of the Southern Pacific Railway passenger station, on the top
surface of the south headwall of concrete culvert No. 152D, under the Southern Pacific track, 3.2 meters south of the track,
and about 0.6 meter below it. Note 1.*
J I0 . — 0.3 mile southwest of Wirt, Placer County, Cal., on the top of the east concrete abutment to Southern Pacific
Railway bridge, about 0.6 meter below the track. Note 1.*
I 10 . — At Colfax, Placer County, Cal., on the top surface of the concrete slab in front of the drinking fountain at the
Nevada County exhibit. Note L*
H 10 . — At Lander, Placer County, Cal., on top of the central concrete pillar under the Southern Pacific Railway
water tank, 4J meters abovo the track. Note 1.*
G, . — One mile northeast of Clippergap, Placer County, Cal., about 1.2 meters from the east end of tunnel O of the
westbound line of the Southern Pacific Railway, on the south stone wall, 0.6 meter above the top of the rail. Note 1.*
F 10 . — 0.2 mile east of the Southern Pacific Railway station at Clippergap, Placer County, Cal., on top of the old foun-
dation of the water tank (now removed), about 0.5 meter below the top of the rail. Note 1.*
E 10 . — At East Auburn, Placer County, Cal., opposite the Southern Pacific Railway passenger and freight station,
on the old line (now the westbound line) of the Southern Pacific Railway, on the eastern one of the two northwestern
concrete pillars under the water tank, about 1 meter above the top of the rail. Note 1.*
D 19 . — About 0.2 mile east of Newcastle, Placer County, Cal. , at the west end of the Southern Pacific Railway tunnel,
north of the track, on the top surface of the bottom stone of the tunnel, 0.3 meter above the track. Note 1.*
C, .- — About 0.5 mile east of Rochlin, Placer County, Cal., on the west side of the concrete bridge of the Southern
Pacific Railway, which carries the eastbound track over the westbound track; north of the westbound track and about
1 meter above it, about 0.46 meter from the north edge of the pier, and 1.5 meters above the ground. Note 1.*
B 10 . — Near Roseville, Placer County, Cal., about 0.8 mile east of the Southern Pacific Railway station, on the top
surface of the granite abutment at the east end of Southern Pacific Railway bridge 107D, on the south side of track, and
about 0.5 meter below it. Note 1.*
A, . — At Roseville, Placer County, Cal., on the top surface of the concrete base of signal tower 1067, 70 meters west
of the Southern Pacific Railway station; 10 meters north of the track, and about 0.6 meter above it. Note 1.*
Z 9 (U.S.G.S.). — About 2 miles northeast of Antelope, Sacramento County, Cal., at a highway crossing, north of the
Southern Pacific Railway track, 7 meters south of the north line fence, 1.6 meters from a fence located 18 meters north
of the track, and about 3 meters above the track. Note 18,* stamped 146.
Y . — At Antelope, Sacramento County, Cal., 90 meters west of the Southern Pacific Railway station, on the top sur-
face of the north headwall of the stone culvert under the Southern Pacific tracks, about 1.2 meters below the track.
Note 1.*
X„. — 1.2 miles northeast of Benali, Sacramento County, Cal., on the top surface of the stone abutment at the east
end of the Southern Pacific Railway steel bridge No. 96C, about 0.6 meter below the track. Note 1.*
W„. — At Elvas, Sacramento County, Cal., at mile pole 92, 0.4 mile north of Elvas tower, on the top of the south
concrete abutment of the Southern Pacific Railway steel bridge over the American River, east of the track, and 2.5
meters below the top of the rail. Note 1.*
V„. — At Brighton, Sacramento County, Cal., 100 meters east of the station, on the top surface of the southwestern
one of the four pillars under the Southern Pacific Railway water tank, about 3.4 meters above the ground. Note 1.*
TJ 9 (TJ. S. G. S.). — About 0.8 mile north of Florin, Sacramento County, Cal., at mile pole 130, on the right of way
of the Southern Pacific Railway, east of the track; 0.5 meter west of the east fence line. Note 18* stamped "36 B."
T, (U. S. G. S.). — About 3 miles south of Florin, Sacramento County, Cal., at Southern Pacific Railway mile pole
126, north of the highway crossing, east of the track, 10 meters south of the angle of the fence. Note 18* stamped
"37 B."
S, (U. S. G. S.). — At Elk Grove, Sacramento County, Cal., at the southwest corner formed by the Southern Pacific
right of way with the main street of Elk Grove, west of the track, opposite the north end of the Southern Pacific Rail-
way station between two poles set about 2.5 meters apart. Note 18* stamped "49 B."
R 8 (U. S. G. S.). — At McConnell, Sacramento County, Cal., 0.2 meter northeast of the northeast corner of the small
house, between the Southern Pacific Railway track and the county road. Note 18* stamped "46 B."
Q,. — At Need, Sacramento County, Cal., 375 meters south of the station sign, 30 meters south of mile pole 115, on
the top of the north concrete abutment to the Southern Pacific Railway bridge, about 0.3 meter below the track.
Note 1*
P„. (U. S. G. S.).— At Gait, Sacramento County, Cal., on the right of way of the Southern Pacific Railway, in line
with the north end of the railway station; 13.1 meters west of the main line, 0.6 meter from the northwest corner of the
grass park. Note 18* stamped "46 B."
0„ (U. S. G. S.).— At Jahant, San Joaquin County, Cal., 8 meters south of mile pole 108, on the Southern Pacific
Railway right of way, at crossing 107F; 0.9 meter north of the north highway fence, 11.3 meters east of the track.
Note 18* stamped "48 B."
N,. — 1 mile north of Acampo, San Joaquin County, Cal., on the top surface of the north concrete abutment of
Southern Pacific Railway bridge No. 107D, about 0.6 meter below the top of the rail. Note 1.*
* See p. 48.
58 U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
M 9 (U. S. G. S.). — 1 mile south of Acampo, San Joaquin County, Cal., at crossing 105A, in the north margin of the
road, 16 meters east of the Southern Pacific Railway track, 6.4 meters south of the north crossing fence. Note 18*
stamped "53 B."
L 9 . — At Lodi, San Joaquin County, Cal., 200 meters north of the Southern Pacific Railway station in the east face
of the northeast pillar under the water tank. Note 1.*
K 9 (U. S. G. S.). — li miles south of Lodi, San Joaquin County, Cal., 75 meters south along the track from mile pole
102, in the edge of a cultivated field, 16.3 meters east of the Southern Pacific Railway track, 0.9 meter east of the
fence corner at the crossing north of the road, about 1.2 meters below the track. Note 18* stamped "45 B."
J 9 (U. S. G. S.). — At Pearson, San Joaquin County, Cal., 7.7 meters north along the track from mile pole 99 on the
right of way of the Southern Pacific Railway, 0.3 meter west of the east line fence, 4.8 meters east of the track, and
about 1 meter below it. Note 18* stamped "37 B."
I 9 . — 1.2 miles north of Hammer, San Joaquin County, Cal., at railroad mileage 96.8, in the west headwall of con-
crete culvert 96B, under the Southern Pacific Railway track. Note 1.*
H 9 (U. S. G. S.). — One-half mile north of Hammer, San Joaquin County, Cal., 11.8 meters north along the track
from mile pole 96, on the right of way of the Southern Pacific Railway, 0.8 meter west of the east line fence, 15 meters
east of track, and about 1 meter below it. Note 18* stamped "28 B."
G 9 . — 0.8 mile north of El Pinal, San Joaquin County, Cal., in the north abutment of bridge 93A, west of the
Southern Pacific Railway track, about 0.6 meter below the top of the rail. Note 1.*
F 9 (U. S. G. S.). — About 2 miles north of Stockton, San Joaquin County, Cal., 10 meters north along the track
from mile pole 93, 0.5 meter west of the east line fence on the right of way of the Southern Pacific Railway, 15.7 meters
east of the track, and about 1 meter below it. Note 18* stamped "20 B."
E 9 . — At Stockton, San Joaquin County, Cal., in the Western Pacific Railway station, in the west side of the south-
west pillar of the portico at the south end. Note 1.*
D 9 . — At Stockton, San Joaquin County, Cal., in the top of the concrete curbing around a palm tree, in the passage-
way between the Southern Pacific Railway waiting room and baggage room. Note 1.*
C 9 .— About 2 miles south of Stockton, San Joaquin County, Cal., in the east headwall of concrete culvert No. 87B
under the Southern Pacific Railway track, 140 meters north of the Western Pacific Railway crossing, about 0.6 meter
below the track. Note 1.*
B 9 (U. S. G. S.). — About 1 mile north of French Camp, San Joaquin County, Cal., 0.6 meter east of Southern "Pacific
Railway mile pole 87, 1 meter below the track. Note 18* stamped "15 B." This bench mark of the United States
Geological Survey, the position of which was originally published as 8 feet south of mile post 88, was found washed
out and relocated as described above.
A 9 . — About 0.7 mile north of French Camp, San Joaquin County Cal., at railroad mileage 86.7, on the east head-
wall of concrete culvert No. 86C of the Southern Pacific Railway, about 0.6 meter below the track. Note 1.*
Z 8 . — Near French Camp, San Joaquin County, Cal., in the east headwall of concrete culvert 84A under the South-
ern Pacific Railway track. Note 1.*
Y 8 (U. S. G. S.). — Near Lathrop, San Joaquin County, Cal., 40 meters south along the track from Southern Pacific
Railway mile pole 84, 0.6 meter south of the north highway fence at the crossing, 11.5 meters east of the Southern Pacific
northbound track. Note 18* stamped "19 B."
X 8 . — At Lathrop, San Joaquin County, Cal., 100 meters north of the Southern Pacific Railway station in the south-
east pillar of the water tank. Note 1.*
W 8 (U. S. G. S.). — At Lathrop, San Joaquin County, Cal., about 75 meters north of the Southern Pacific Railway
station, west of the tracks, at the fence line, 15 meters Bouth of the water tank. Note 18* stamped "20 B."
V 8 . — Near Lathrop, San Joaquin County, Cal., at railroad mileage 78.1, at the west end of the viaduct leading to the
west end of the Southern Pacific Railway bridge 78B over the San Joaquin River, on the top surface of the bearing
stone of the northwest pier, about 1.8 meters below the top of the rail. Note 1.*
U 8 . — 1 mile northeast of Banta, San Joaquin County, Cal., in the top surface of the east abutment to Southern
Pacific Railway bridge 74C, south of the track. Note 1.*
T 8 (U. S. G. S.). — At Banta, San Joaquin County, Cal., opposite mile pole 74 on the Southern Pacific Railway right
of way, 250 meters east of the Southern Pacific station. Note 18* stamped "22.121. "
S 8 . (U. S. G. S.). — At Tracy, San Joaquin County, Cal., about 0.3 mile east of the Southern Pacific Railway station
2 meters north of mile pole 71, 0.3 meter south of the line fence on the right of way of the Southern Pacific Railway.
Note 18* stamped " 53.927. "
Rg. — At Tracy, San Joaquin County, Cal., 150 meters east of the Southern Pacific Railway station, in the top sur-
face of the southwest concrete pillar under the water tank. Note 1.*
Q 8 . — At Tracy, San Joaquin County, Cal., 75 meters west of the Southern Pacific Railway station, in the north
face of the northwest concrete pillar under the water tank. Note 1.*
P 8 (U. S. G. S.). — Near Tracy, San Joaquin County, Cal., 10 meters along the track east of mile pole 68, on the
Southern Pacific Railway right of way, 1 meter from the south line fence, about 1 meter below the track. Note 18*
stamped "102.656".
8 (U. S. G. S.). — At Midway, Alameda County, Cal., about 1.5 meters east of mile pole 63, about 150 meters east
of the station on the south side of the track on the Southern Pacific Railway right of way. Note 18* stamped ' '351.341. "
*See p. 48.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO. 59
N 8 . — Near Midway, Alameda County, Cal., in the concrete base of Southern Pacific Railway signal tower 625.
Note 1.*
M 8 . — Near Cayley, Alameda County, Cal., 100 meters west of Southern Pacific Railway mile pole 60, 125 meters of
the east end of Cayley siding, in the face of a rocky cut, about 1.2 meters above the track. Note 1.*
L 8 . — Near Altamont, Alameda County, Cal., at Southern Pacific railway mileage 57.9, on the north side at the
east entrance to Southern Pacific tunnel No. 1, about 0.2 meter from the end of tunnel and 1 meter above the track.
Note 1.*
K 8 . — One-half mile east of Altamont, Alameda County, Cal., on the south abutment to the Western Pacific Rail-
way crossing over the Southern Pacific track, about 1 meter above the Southern Pacific track. Note 1.*
J 8 (U. S. G. S.). — At Altamont, Alameda County, Cal., about 60 meters east of the Southern Pacific Railway sta-
tion, between the Southern Pacific main track and the county pike, abreast of the derailing switch to the siding.
Note 18* stamped ' '739.899. "
I 8 . — Near Altamont, Alameda County, Cal., at Southern Pacific Railway mileage 53.7, on the south headwall of
Southern Pacific culvert 53G, about 0.6 meter below the track. Note 1*.
H 3 . — Near Livermore, Alameda County, Cal., at Southern Pacific Railway mileage 52.2, on the north abutment
of the overhead crossing of the Western Pacific Railway over the Southern Pacific Railway, about 1.2 meters above the
Southern Pacific track. Note 1.*
G 8 . — About 2 miles east of Livermore, Ulameda County, Cal., at Southern Pacific mileage 49.1 on the south abut-
ment of the overhead crossing of the Western Pacific Railway over the Southern Pacific Railway, about 1 meter above
the Southern Pacific track. Note 1.*
F 8 (U. S. G. S.). — At Livermore, Alameda County, Cal., on the Farmers' Union Building, which is the large build-
ing just east of the Southern Pacific Railway station, north of the track, in the south side wall at the southeast corner
of the building. Note 17* stamped "488."
E 8 . — About 1 mile west of Livermore, Alameda County, Cal., south of Southern Pacific Railway bridge No. 45A,
north of the highway, about 30 meters east of the water tank, on top of the wall to the west abutment of the highway
bridge. Note 1.*
D 8 .- — At Radum, Alameda County, Cal., about 1 mile east of Pleasanton, 0.1 mile east of the signal tower, on the
east abutment of the Southern Pacific Railway concrete bridge No. 42A, south of the track, and about 3 meters east
of the derailing switch. Note 1.*
C 8 .- — At Pleasanton, Alameda County, Cal., \ mile west of the Southern Pacific Railway station, on the south head-
wall of highway culvert at Southern Pacific Railway bridge 40C, about 3 meters north of the track and 0.18 meter above
the top of the rail. Note 1.*
B 8 . — At Verona, Alameda County, Cal., 90 meters west of the Southern Pacific Railway station, 23 meters east of
the highway crossing, in the west abutment of the Western Pacific Railway overhead crossing, about 6 meters from
the east edge of the abutment and 0.6 meter above the Southern Pacific track. Note 1.*
A 8 . — At Brightside, Alameda County, Cal., about 200 meters east of the station at mileage 34.9 on the Southern
Pacific Railway, north of the track on the east abutment of the Western Pacific Railway bridge over Alameda Creek.
Note 1.*
Z 7 (U. S. G. S.). — At Farwell, Alameda County, Cal., about 60 meters east of the Southern Pacific Railway station,
12 meters north of the track. Note 18* stamped ' '167.099. "
Y 7 . — About 1 mile east of Niles, Alameda County, Cal., east of the track, on the north end of Southern Pacific
Railway bridge No. 30D over Alameda Creek. Note 1.*
X 7 . — At Niles, Alameda County, Cal., about 60 meters west of the railway station, on the southern one of the two
easternmost pillars under the wooden water tank. Note 1.*
W 7 . — At Niles, Alameda County, Cal., one-half mile south of the railway station, about 9 meters north of the cross-
ing of the Southern Pacific and Western Pacific Railways, east of the track, on top of rock abutment of Southern Pacific
Railway bridge over the river. Note 1.*
V 7 . — At Irvington, Alameda County, Cal., about 90 meters north of the Southern Pacific Railway station, on the
west headwall of culvert under the tracks. Note 1.*
U 7 . — Near Warmsprings, Alameda County, Cal., on the west headwall of culvert 34E under the Southern Pacific
Railway track. Note 1.*
T 7 . — At Warmsprings, Alameda County, Cal., about 90 meters north of the Southern Pacific Railway station, on
the west headwall of culvert 36B under the crossing of the track and the highway. Note 1.*
Sj. — Near Warmsprings, Alameda County, Cal., in the west headwall of culvert 38A under the Southern Pacific
Railway track, and about 0.6 meter below it. This benchmark has probably been destroyed or moved. Note 1.*
R 7 . — Near Milpitas, Santa Clara County, Cal., at Southern Pacific Railway mileage 39.9, in the top surface of the
west headwall of the culvert under the county road, about 24 meters east of the track and about 1 meter above the
county road. Note 1.*
Q 7 .— Near Wayne, Santa Clara County, Cal., at mileage 43.9 of the Southern Pacific Railway, in the top of the
south abutment to bridge 43G, east of the track and about 0.5 meter below it. Note 1.*
P 7 (U. S. G. S.).— At San Jose, Santa Clara County, Cal., on the north balustrade of the east entrance to the Hall
of Records, about 1.5 meters above the ground. Note 17* stamped "98 S. F."
* See p. 48.
60 U. S. COAST AND GEODETIC SUEVEY SPECIAL PUBLICATION NO. 22.
7 . — At San Jose, Santa Clara County, Cal., just west of the Southern Pacific Railway station, south of the tracks,
in the northwestern one of the four central pillars under the Southern Pacific water tank. Note 1.*
N 7 . — At Santa Clara, Santa Clara County, Cal., north of Southern Pacific Railway station, in the south end of the
large grass park. Note 11A.*
M 7 . — At Lawrence, Santa Clara County, Cal., opposite the Southern Pacific Railway station, on the right of way,
40.9 meters north of the track, 1.9 meters from the line fence, 8.9 meters west of the road fence. Note 11A.*
L 7 . — At Sunnyvale, Santa Clara County, Cal., in the east end of the grass park which lies northwest of the Southern
Pacific Railway station. Note 11A.*
K 7 . — At Mountain View, Santa Clara County, Cal., north of the Southern Pacific Railway station, in the south
side of the northern one of the two circular grass parks. Note 11A.*
J 7 . — At Mayfield, Santa Clara County, Cal., in the south end of the small grass park, north of the Southern Pacific
Railway station, and west of the track. Note 11A.*
I 7 . — At Palo Alto, Santa Clara County, Cal., in the north end of the small grass park east of the Southern Pacific
Railway, and south of University Avenue. Note 11A.*
H 7 . — In San Mateo County near Palo Alto, Santa Clara County, Cal., west of the track, on the top surface of the
stone abutment at the north end of the Southern Pacific Railway bridge over San Francisquito Creek, which forms the
boundary between San Mateo and Santa Clara Counties. Note 1.*
G 7 . — At Menlo Park, San Mateo County, Cal., on the opposite side of the alley from the Oak Grove Villa Hotel, in
the top of a concrete sphere on a corner post, about 1.2 meters above the ground. Note 1.*
F 7 . — At Redwood City, San Mateo County, Cal., north of the Southern Pacific Railway station, in the north corner
of the triangular grass park. Note 11A.*
E 7 .— At San Carlos, San Mateo County, Cal., On the Southern Pacific Railway station, in the east side of the
eastern stone post that supports the roof over the passage way, about 0.23 meter above the pavement. Note 1.*
D 7 . — At Belmont, San Mateo County, Cal., north of the Southern Pacific Railway station, in the south end of the
grass park, midway between the rail and the fence. Note 11A.*
C 7 . — At Beresford, San Mateo County, Cal., about 300 meters north of the Southern Pacific Railway station, in the
concrete foundation of signal tower 202, west of the track. Note 1.*
B 7 . — At San Mateo, San Mateo County, Cal., in the top of the concrete wall at the east entrance to the small park
at the Southern Pacific Railway passenger station, about 0.3 meter north of the north pillar. Note 1.*
A 7 . — At San Mateo, San Mateo County, Cal., on Ellsworth Avenue about one-half mile north of the Southern
Pacific Railway station, in the south side of the F. A. M. building, about 3 meters from the southeast corner and about
1 meter above the ground. Note 1.*
Z 6 . — At Burlingame, San Mateo County, Cal., in the foundation on the east side of the Southern Pacific Railway
station, in front of the ticket window, about 0.15 meter above the pavement. Note 1.*
Y„. — At Millbrae, San Mateo County, Cal., in the east wall of the power substation, about 1 meter from the northeast
corner and about 1.5 meters above the brick pavement. Note 1.*
X 6 . — At San Bruno, San Mateo County, Cal., about 15 meters northeast of the Southern Pacific Railway station, the
top of the southern inside base bolt of signal tower 108.
W„. — At Holy Cross, San Mateo County, Cal., north of the stone building at the entrance to Holy Cross Cemetery,
between the Southern Pacific Railway track and the street, on the eastern side of a large conical rock, on the east side
of the fountain. Note 1.*
City 418. — At San Francisco, San Francisco County, Cal., on the north side of Sickles Avenue about 35 meters
west of Huron Avenue and just to the left of the entrance to No. 110 Sickles Avenue. The bench mark is a cross
on the cement surface at the west end of an iron gateway.
City 386. — At San Francisco, San Francisco County, Cal. , on the south side of Ocean Avenue about 12 meters
east of San Jose Avenue. The bench mark is a cross at the west end of the bottom step to the side entrance to a
saloon.
City 640. — At San Francisco, San Francisco County, Cal., at the intersection of San Jose, Circular, and Joost
Avenues. The bench mark is a cross at the southeast corner rail guard around the Southern Pacific Railway gate
post, about 1 meter above the ground.
City 635. — At San Francisco, San Francisco County, Cal., on the north side of Bosworth Street opposite Lyell
Street. The bench mark is a cross on the head of an iron spike embedded in the top of the dome at the east end of
the east concrete retaining wall at the entrance to the culvert under the Southern Pacific Railway viaduct.
* See p. 48.
PRECISE LEVELING, BRIGHAM TO SAN FRANCISCO.
61
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PRECISE LEVELING, BKIGHAM TO SAN FRANCISCO.
63
64
U. S. COAST AND GEODETIC SURVEY SPECIAL PUBLICATION NO. 22.
PBECISE LEVELING, BEIGHAM TO SAN FRANCISCO.
65
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53167°— 14-
INDEX TO ELEVATIONS AND DESCRIPTIONS OF BENCH MARKS.
[Alphabetical under each State.)
CALIFORNIA.
Acampo
Alston
Alta
Altamont
Antelope
Applegate
Armstrong
Arno
Auburn
Banta
Belmont
Benali
Beresford
Blue Canyon...
Boca
Bowman
Brighton
Brightside
Burlingame
Calvada
Caporn
Castle
Castro
Cayley
Cisco
Clippergap
Colfax
Crystal Lake. . .
Davis
Dutch Flat
East Auburn...
Eder
Eliot
Elk Grove
Ellis
El Pinal
Elvas
Emigrant Gap.
Fair Oaks
Farwell
Flint
Florin
Floriston
Forest Lake
French Camp..
Fulda
Gait
Gold Run
Gorge
Graham
Hammer
Hislop
Holy Cross
Iceland
Irvington
Jahant
Jam
Lake View
Lander
Lathrop
Lawrence
Llvermore
Lodi
Loomis
Mayborg
Mayfield
McDonnell
Menlo Park
Mettler
Midas
Midway
Millbrae
Milpitas
Mountain View
Mystic
Need
Nestor
Newcastle
New England Mills.
Niles
Orel
Palo Alto
Pearson
Penryn
Pleasanton
Polk
Eleva-
tion.
Descrip-
tion.
Paget.
46,47
47
47
46,47
46,47
47
47
47
47
46,47
46
46,47
46,47
46,47
47
47
46,47
46,47
46,47
46,47
47
47
47
46
46,47
46,47
46,47
47
47
47
46
46,47
47
46,47
47
46,47
46
46,47
47
46,47
47
46,47
47
47
46,47
47
46,47
46,47
47
47
46
47
46
46
46,47
46
47
47
46,47
46,47
46
46,47
46,47
47
47
47
46
46,47
46,47
47
47
46,47
46,47
46,47
46,47
46
46,47
47
46,47
47
46,47
46,47
46,47
46,47
47
46,47
47
Pages.
57,58
;>s
n
Place.
.57
California— continued.
Prosser Creek...
Racimo
Radum
Redwood City. .
RemiUard
Rocklin
Roseville
San Bruno
San Carlos
San Francisco . .
San Jose
San Mateo
Santa Clara
Sibeck
Smart
Soda Springs...
Spruce
Stockton
Summit
Sunnyvale
Sunof.
Tamarack
Towle
Tracy
Troy
Truckee
Tunnell
TJlmar
Verona
Walerga
Warmsprings. .
Wayne
Wickes
Winsted
Wirt
Yuba Pass
Zeta
NF.VADA.
Akbar
Alazon
Anthony
Argenta
Argo
Avenel
Banvard
Battle Mountain .
Benin
Beowawe
Carta
Cedar
Clark
Cluro
Cobre
Coin
Comus
Cosgrave...
Deeth
Derby .'
Desert
Ditho
Doden
Eglon
Elburz
Elko
Falais
Farrel
Fenelon
Fernley
Gerald
Gilpin
Golconda
Granite Point
Hated
Halleck
Harney
Hazen
Herrin
Holborn
Humboldt
Huxley
Icarus
Imlay.
Iron Point
Kaw
Kodak
Eleva-
tion.
Pages.
46
4,"
46,47
46
47
46,47
46,47
46,47
46,47
46
46,47
46,47
46,47
47
47
47
46,47
46,47
46,47
46,47
47
47
46,47
46,47
47
46,47
46,47
47
46,47
47
46,47
46
47
47
46,47
47
47
45
45, 47
45
45,47
46,47
45,47
45
45,47
45
45,47
45,47
45,47
46,47
45,47
45,47
45,47
45,47
45,47
45,47
46,47
45,46,47
46,47
45
45
45,47
45,47
46,47
45,47
45
46,47
45,47
46
45,47
45,47
46,47
45,47
45,47
46,47
45,47
45
45,47
45,47
45,47
45,47
45,47
45,47
45
Descrip-
tion.
Pages.
66
57
57
60
60
60
59,60
60
60
59
57
50
51
51
53
55
52
50
53
53
52,53
52
51
55
52
50
52
53
53
51
55
54
55
53
53
51
52
55
53
51
55
52
55
53
54
55
51
52
55
53
51
54
54
51
54
53
51
54
Place.
Nevada— continued.
Ladoga
Lamar
Lawton
Loray
Lovelocks
Luva
Mannol
Massie
Mill City
Miriam
Mogul
Moleen
Montello
Moor
Mosel
Mote
Nardi
Natchez
Noble
Ocala
Omar
Oreana ,
Osino
Palisade
Parran
Patna
Perth
Pequop
Piute
Preble
Rasid
Reno
Rose Creek
Rosny
Rye Patch
Ryndon
Sparks
Starr
Stonehouse. . .
Tecoma
Thisbe
Tonka
Toulon
Toy
Tulasco
Tule
Tyrol
Ullin
Upsal
Valery
Valley Pass..
Valmy
Verdi
Vista
Vivian
Wells
Winnemucca.
Woolsey
Wright
Zola
UTAH.
Balfour
Blue Creek
Bovine
Brigham
Corinne
Dewey
Gartney
Hansen
Honey ville
Kelton
Kolmar
Lake
Lucin i
Monument
Ombey
Peplin
Promontory
Romola
Rozel
Surbon
Terrace
Umbria Junction .
Eleva-
tion.
Descrip-
tion.
Pages.
45
45
46
45,47
45
46
46
46,47
45,47
45
47
45,47
45
45,47
45,47
45
45,47
45,47
45
47
45,47
45,47
45,47
45,47
45,47
46
45
45.47
45
45
47
46,47
45
45
45,47
45,47
46,47
47
45,47
45,47
46,47
45,47
45,47
45,47
45,47
45,47
45,47
45,47
46,47
45
45,47
45,47
46
46,47
45,47
45,47
45,47
45,47
45,47
45
45
46
45
45,47
45,47
45
45
45
45
45,47
45
45
45,47
45
45,47
45,47
45,47
45,47
45
45
45
45
67
Pages.
53
53
56
50
54
55
56
55
54
54
52
50
51
53
53
51
51
50
"50
54
52
52
54
55
54
51
53
53
"56
53
53
54
51,52
56
"53
50
55
52
64
54
51
53
62
50
54,55
54
50
53
56
55,56
52
51
53
54
50
54
48
49
50
48
48
48
50
48,49
48
49
49
49
50
49
49
49
49
49
49
49
49
50
o