cut into opposite faces, is placed over the stone, and is separated from it by a layer of sand. The stone is at Rusks Corner, near the Schlesser schoolhouse, and is on the west side of the road, and about 2.5 feet from the middle of it. The stone will be in the center of the road to Schlesser when it is opened. Permanent bench mark Caribou Lake is described as being the top of an iron bolt three-eighths of an inch in diameter and projecting one-quarter of an inch above the top of the stone. The stone is 6 inches square on top and 20 inches high. It has the letters "U.S." cut into its top face. It rests on sand, and its top is about 3 feet below the ground. The bench mark is on the northeast side of the road about 350 meters east of where the road first touches the lake shore. A cedar post 6 inches in diameter, squared to 4 inches on top, and the letters "U. S. B. M." cut into its opposite sides, is placed over the stone, and projects about 3 feet above the ground. About 4 inches of sand separates the bottom of the post and the top of the stone. Permanent bench mark Detour is described as being the top of an iron bolt set in a cut stone 6 inches square on top and about 20 inches deep. The bolt is about three-eighths of an inch in diameter and projects about one quarter of an inch above the stone. The stone has the letters "U.S." cut in top, one on each side of the bolt. The bench mark is situated at the southwest corner of Superior and Drummond streets, between the sidewalk and the street. It is about 2.5 feet below the surface of the street, and a cedar post 6 feet long and 6 inches in diameter, with the top squared to 4 inches and with the letters "U. S. B. M." cut into opposite sides, is placed above it. The post projects about 3 feet above the surface of the ground. Permanent bench mark Detour Light is described as being the center of a cross cut in the cast-iron anchor plate at the northwest corner of the Detour light-house. The point is midway between the post and the northwest bolt in the plate, and is marked "U. S. X B. M." The letters are cut into the plate. The temporary bench mark is a cross in the top of the large rock just north of the light-house. The cross is on the southwestern corner of the rock, and is marked with black paint, and has the letters "F. B. M." painted beside it. Record sheet No. 37, "Precise Levels," containing a general topographic plot of the location of the entire level line on a scale of 1:40,000, and detail topographic plots of the thirteen permanent bench marks established on a scale of 1: 10,000, is hereby respectfully submitted as part of this report. FIELD WORK. The party executing this work consisted of five members, Recorder Howard N. Eavenson being in charge. The instruments used were the Kern level No. 2 and the precise level rods No. 3 and No. 5. The party camped in tents, and was moved from time to time by a team attached to it permanently. The method followed was generally that laid down in "Instructions for making precise levels," as appearing in Appendix O O, pages 2426-2429, of the Annual Report of 1880 in the report of L. L. Wheeler, assistant engineer. The instrument constants were determined at the beginning and after the completion of the work; the errors of collimation and inclination were determined at the beginning and end of each day's operations, and return levels were carried over lines between bench marks until the discrepancy between the two lines was brought within the permissible limit equal to 5 mm. Vdistance in kilometers. In addition to the carrying of the precise levels, detail topographic survey was made of the entire line and so much of the adjoining country as was instrumentally obtainable from the line. This survey was made by transit and plane table according to the methods of the stadia survey. The plat of this survey has already been referred to as being herewith submitted. RESULTS. All the field notes were reduced and the resulting data adjusted and tabulated under my direction by Recorder Howard N. Eavenson; but owing to the fact that I have been on continuous leave of absence since the completion of the field work of which I had charge, I have not had an opportunity to make that duplicate reduction and adjustment check which I should be desirous to make before reporting the tabulated results. It also appears that greater precision might be secured were the absolute lengths of rods No. 1 and No. 5 determined by something better than comparison with rod No. 2, the latter being the only one of the set of which the absolute length was determined by comparison with a standard meter. (See report of Mr. F. W. Lehnartz, assistant engineer, Appendix L L, p. 1387, Annual Report of 1878.) FINANCIAL STATEMENT. The total cost of the work of extending the precise levels has been as follows: PRESERVATION OF BENCH MARKS ALONG THE ERIE CANAL. REPORT OF MAJ. WILLIAM S. STANTON, CORPS OF ENGINEERS. UNITED STATES ENGINEER OFFICE, Oswego, N. Y., July 20, 1897. GENERAL: I have the honor to subjoin hereto my annual report for the fiscal year ending June 30, 1897, of work for the transfer and security of certain bench marks established by the United States Lake Survey in 1875 along the line of the Erie and Oswego canals. The bench marks were transferred under an allotment from the appropriation for "Survey of Northern and Northwestern lakes," 1895. Very respectfully, your obedient servant, W. S. STANTON, Major, Corps of Engineers, U. S. A. Brig. Gen. JOHN M. WILSON, Chief of Engineers, U. S. A. SURVEY OF THE NORTHERN AND NORTHWESTERN LAKES. [Allotment for securing the United States Lake Survey bench marks threatened with obliteration by the enlargement of the Erie Canal.] In the enlargement of the Erie Canal the lengthening and raising of the walls of the locks and the raising of the bridge piers, now in progress by the State of New York, would obliterate the following bench marks, which were cut upon the locks and piers and which, in November, 1896, were temporarily transferred as follows by Mr. John C. Churchill, jr., assistant engineer: No. 15, at Aqueduct, N. Y., transferred to top of an iron rod firmly driven in the ground and buried beneath the surface. No. 15a, at Aqueduct, N. Y., transferred to a point on Canal Lock 21, which will not be disturbed. No. 40, near Ilion, N. Y., transferred to a nail in an oak post buried beneath the surface of the ground in the canal bank. No. 49a, near Ilion, N. Y., transferred to a pier in the bridge just west of Lock 43, which will not be disturbed. No. 48, at Rome, N. Y., transferred to the top of a stone pier of a gristmill near Jay Street Bridge, Rome, N. Y. The bench marks thus temporarily transferred will be transferred back to the locks and bridge piers when the alterations to them are completed. The bench marks are described on pages 611 and 613, volume 24, Professional Papers, Corps of Engineers, U. S. A., Primary Triangulations, United States Lake Survey. CCC 3. EXAMINATION OF SHOAL IN LAKE ERIE. REPORT OF COL. JARED A. SMITH, CORPS OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1897. UNITED STATES ENGINEER OFFICE, Cleveland, Ohio, September 6, 1897. GENERAL: In submitting my annual reports for year ending June 30, 1897, through an oversight a report of an examination for a shoal in Lake Erie was not included, owing to the fact that a report covering the principal points had been previously submitted. * I therefore have the honor to forward the report in a complete form, together with a summary, both in duplicate. Very respectfully, your obedient servant, Brig. Gen. JOHN M. WILSON, Chief of Engineers, U. S. A. JARED A. SMITH, Colonel, Corps of Engineers. UNITED STATES ENGINEER OFFICE, GENERAL: In compliance with your instructions in letters dated January 8, 1896, inclosing "Extract from a wreck report signed by the master, of stranding of the steamship John Oades, of Detroit, Mich., on October 16, 1895," and in letter dated March 10, 1896, forwarding copy of Lake Erie Coast Chart with certain corrections and notations, I have the honor to submit a report, as follows: It was impracticable to take any steps toward making the examinations required until after opening of navigation in the spring, when the pressing duties of laying out and supervising works in progress occupied the entire time of the small steamer and party employed for such purposes until the latter part of July. On July 21, 1896, Mr. William T. Blunt, assistant engineer, commenced the examination, employing for the purpose the steamer Swansea, with a crew of six men, all told, the party being so organized that when at work away from the steamer the only persons left on board were the engineer and the cook. On the second day of the examination a rock was found of such a dangerous character that it is a matter of some wonder that it had not been a cause of serious injury to vessels long before it was struck by the John Oades. The rock appears to be a part of the regular limestone formation found in that section of Lake Erie, and it projects abruptly about 6 feet above the general level of the surrounding bottom where the depth of water at mean level of the lake is about 19 feet. On the west end of the shoal are bowlders, over which the depth of water is but 11 feet. At the time the John Oades was nearly wrecked by striking the rock, the surface level of the lake was about 3 feet below mean level, so that the depth over the bowlders was but 8 feet, and but 10 feet over most of the rock itself. The rock is nearly 350 feet long, and has a varying width, the two ends being broader than in the middle, and the extreme width nearly 150 feet. The axis of the rock is nearly east and west, and its location is more than half a mile distant from the point indicated in the wreck report. As soon as the rock was found Mr. Blunt made a preliminary report, and when its characteristics were more fully determined notice was given to the newspapers, and a preliminary report was made to the Chief of Engineers, as follows: UNITED STATES ENGINEER Office, Cleveland, Ohio, July 27, 1896. GENERAL: It gives me great satisfaction to report that in the morning of July 22 my assistant, Mr. William T. Blunt, found the unknown rock indicated in wreck report with your letter dated January 8, 1896. Other work which demanded immediate attention delayed this examination until a few days before the rock was found, so that the examination could not be made earlier. The survey is not yet complete, but I give the location as first determined with a brief description. The rock is shaped like a dumb-bell, having over several places near its westerly end only 114 feet of water, and in one place only 11 feet. There is 19 to 20 feet all around in this vicinity. The rock is nearly a mile from the location given in the wreck report. Mr. Blunt says: "It may be platted on Coast Chart No. 6 (of Lake Erie), one-eighth inch southwest from 'c' in 'clay and sand,' due west from the west point of Kelley Island (Carpenter Point)." Bearings and distances, as follows: Marblehead Light-House, SE. by S. S. East edge Ballast Island, N. § W. Lakeside Dock, S. by E. E. South Point of South Bass Island, NW. by W. W. Black Can, Scott Point Shoal, W. N. 24 miles. Carpenter Point (Kelley Island), E. & N. 18 miles. I shall forward a more complete report with survey as soon as the map is com pleted. Very respectfully, your obedient servant, Brig. Gen. WILLIAM P. CRAIGHILI, Chief of Engineers, U. S. A., Washington, D. C. JARED A. SMITH, Lieut. Col., Corps of Engineers. The rock is more than five-eighths of a mile from the location given in the wreck report, but it is without doubt the same as that on which the steamer John Oades was injured. The rock has been marked by a red and black buoy with horizontal stripes, but as the ice of the ensuing winter will undoubtedly carry the buoy away, I fully concur in Mr. Blunt's recommendation that the necessary steps be taken to have it placed on the regular buoy list of the Light House Establishment. A further search developed the presence of three other rocks of less importance, which are fully described in Mr. Blunt's report. Mr. Blunt reports that the 16-foot shoal shown in red on the chart, received from Chief of Engineers with letter dated March 10, 1896, just east of the 11-foot reef, does not exist. The rock reported east of Kelley Island has not been found, for reasons given in Mr. Blunt's report which is appended hereto, and to which I invite attention, especially to the remarks and suggestions contained in the closing paragraph. I return by mail the chart received with your letter of March 10, 1896, with the location of rocks discovered in this examination platted thereon. The allotment of funds for this survey was $750, all of which has been expended or covered by obligations incurred. In concluding this report I take pleasure in making special mention of the zeal and efficiency displayed by Mr. Blunt in making the examination, which is fully shown by the immediate and satisfactory results. Very respectfully, your obedient servant, JARED A. SMITH, Lieut. Col., Corps of Engineers, U. S. A. Brig. Gen. WILLIAM P. CRAIGHILL, Chief of Engineers, U. S. A. REPORT OF MR. WILLIAM T. BLUNT, ASSISTANT ENGINEER. UNITED STATES ENGINEER OFFICE, SIR: I have the honor to submit the following report of the examination recently made in the vicinity of South Bass and Kelley Islands, for the location of obstruction upon which the steamer John Oades struck October 16, 1895. The copy of report upon which the examination was based stated that the Oades struck an unknown rock 2 miles ESE, from Starve Island Buoy. A copy of the "protest" filed by Captain Lemay of the Oades immediately after the accident, kindly furnished me by Mr. A. A. Parker, the owner of the boat, states: "In going through South Passage, in the middle of the channel, after passing the can buoys on Starve Island and Mouse Island and when about 14 or 2 miles toward Marblehead, at about 8 o'clock on the morning of the 16th, we struck hard right in the middle of the passage on an unknown rock and immediately commenced to fill." On July 23, during the search, I boarded the Oades on her way through the passage. The captain's statement then was in substance as follows: "Came through the passage on the morning of 16th October, 1895, from Bar Point hunting for consort. Kept chart course, SE. by E., until abreast of Scott Point Buoy, when hauled up one point and headed ESE., thinking barge was off Kelley Island. Drew 14 feet. Ran about 14 or 2 miles (judging only by the time engineer was below oiling, which usually consumed five or six minutes) on a probable speed of 12 miles per hour. Struck an obstruction, rose four feet out of water, rolled off at once. On examination found boat was filling, so headed for Kelley Island Docks. Boat steered badly. After some time wheelman was asked what course and answered ENE. Bright, clear morning, hard westerly wind blowing, and had continued all night. Found seven frames crushed." My own record of gauge at Sandusky shows water surface to have been 3 feet below mean level at the time of wreck, and West Sister gauge agrees. Several other boats have struck in the same general locality, among them being the American Eagle of Put-in-Bay, in the winter of 1894-95. The location given me by her captain, Nagle, was on the exact course from Lakeside Dock to "just clear" Ballast Island to the eastward. His side ranges were only useful in a very general way. He was drawing but 12 feet, with no sea and 2 or 3 inches of ice. As it would be a season's work to examine all the area covered by these conflicting locations, I concluded to combine the most plausible elements for a first search. A buoy was placed at the intersection of the Eagle range and the Oades bearing (ESE. of Starve Island Buoy, as officially sent you), and from this ranges were laid out parallel to the Lakeside-Ballast Island range. Systematic search was begun by sweeping just clear of the bottom with a gas pipe 38 feet long hung by lines from two rowboats. Ranges were 60 feet apart, so that with one boat on a range the pipe lapped surely over each sweep on either side. The first day's sweeping discovered a shoal spot, which upon close examination the next day proved to be a reef of jagged rocks about 350 by 150 feet in extreme dimensions, narrowing at the middle to about 50 feet width. Its shape is as in sketch. It consists of a mass of broken rock, depths generally about 15 feet with 19 feet in clefts. Near the east end are several spots with but 13 feet, and at the west end are two bowlders with but 11 feet over them. Their sides are vertical, so that the rod drops at once to 19 feet. Edges of reef are quite indefinite, but the surrounding bottom is gravel and small stone. A flag placed at the east end of reef was located by sextant angles to prominent land marks and can be readily replaced. A rough spar buoy with red and black horizontal stripes was placed on the reef. It is directly on |